Operator`s Manual - Aéroclub du Havre

Transcription

O PE RATO R’S
MAN UAL
TE~CTRON LYCONIING
Aircraft
Engines
SERIES
0-360, HO-360, 10-360,
TIG-360
AIO-360, HIO-360
60297-12
I Lycoming
652 Oliver Street
Williamsport, PA 17701 U.S.A.
570/323-6181
O PE RATO R’S
MAN
rixclt~:l
UAL
Lycoming
0-360, HO-360,
AIO-360, HIO-360
10-360
T10-360
SERIES AIRCRAFT ENGIN~S
7’h Edition
July,
2000
Approved by F.A.A.
Part No. 60297-7 2
Printed in U.S.A.
Lycoming
OPERt~TOR’S MANUAL
REVISION
REVISION NO.
PUBLICATION
NO.
60297-1 2-6
O, HO, 1O, AIO,
HIO, TIG-360
SERIES
60297-12
T
The
page(s) in this
the operator’s manual.
PREVIOUS REVISIONS
July
1989
PUBLICATION
add to,
I
1
or
I
PUBLICATION
DATE
April
1989
deletecurrentpages~
CURRENT REVISIONS
May
2000
3-5
March 1990
1-5, 1-6; 2-9, 2-10, 2-11, 2-12,
2-13; Added page 3-18A; 3-29;
5-4
May
1996
1-5, 1-6, 1-7; 2-2, Added page
2-2A/B;2-9, 2-10, 2-11, 2-12,
2-13, 2-14; 3-12, Added page
3-12A/B;
3-14, Added page
3-]4A/B; 3-15, 3-16, Added
pages 3-16A, 3-16B; 3-17, 3-18,
3-26, Added pages 3-26A/B,
3-40A/B; 3-50, Added pages
3-50A, 3-50B; 3-51
April
1998
3-3, 3-4, Added page 3-4A/B
December 1999
2-2A, Added page
1-7;
2-2B;
2-10, 2-13, 3-12, 3-15, 3-23,
3-40A, Added page 3-40B; 8-1
3-12A, Adds
page
3-12B; 3-13
O, HO, IO, AIO, HIO, TIG-360 Series Operator’s Manual:
Textron Lycoming Part Number, 60297-12~.;
O
Lycoming. All Rights Reserved
Lycoming and "Powered by Lycoming" are trademarks
trademarks of Textron Lycoming.
1989,
All
2000 Textron
brand
trademarks
or
and
or
registered
product names referenced in this publication
registered trademarks of their respective companies.
are
For additional information:
Mailing
address:
Textron
Lycoming
652 Oliver Street
Wijliamsport,
PA
17701 U.S.A.
Phone:
Factory:
Sales Department:
570-323-6181
Fax:
570-327-7101
570-327-7268
Lycoming’s regular business hours
through Friday from 8:00 AM through 5:00 PM
Textron
(+5 GMT)
Visit
us on
the World Wide Web
at:
http ://www. lycoming.textron.com
are
Monday
Eastern Time
rlnlr~:llycoming
WAR RANTY
REPLACEMENT PART
(LIMITE D)
RECIPROCATING AIRCRAFT ENGINE
WHAT TE´•XTRON LYCOMING PROMISES YOU
Lycoming warrantp each new reciprocating aircnft engine replacement part sold by it to be me f~m defects
wo~nnanship appearing within one (1) yeat from its date of first operrtion. The date of first operation, must not exceed two (2) years from the date of shipment from Textton Lycoming.
Textron
inmaterial and
Textron Lycoming’s obligation under this warranty shall be limited to its choice of repair or replacement, on anexchange basis, of the replacement part, when Textron Lycaaning has determined that the part is defective inmaterial or
worlannnFhiD. Textron Lycoming will also reimtRlrse you for the costs for labor in connection with the repair or replacement as
provided in Textron Lycoming’s then cumnt Removal and Installation Labor Allowance Guidebook.
Any pan so repaired or replaced will be warmnted for the remainder of the original warranty period.
YOUR OBLIGATIONS
The
engine in
warranty with
an
which the
replacement part is imtalled must have received normal use and service. You must apply for
authorized Textron Lycoming distributor within 30 days of the appearance of tbe defect in material or
worbnanship.
Textron
the part
Lycoming’s warranty
of Textron Lycoming
does not
cover
nonnal maintenance expenses or consumable items. The obligations on
exclusive remedy and the exclusive liability of Textron Lycoming.
set forth above are your
This warranty allocates the risk of product failure between you and Textron
Lycoming, as permitted by applicable
law.
Lycoming rrseIves the right to deny any waranty claim if it reasonably determines that the engine orpart has
subject to accident or used, adjusted, altered, handled, maintained or stored other than as directed in your operator’s
manual, or ifmn-germine Texuon Lycoming parts are installed in or on the engine and are determiwd to be a possible
cause of the incident for which the warmnty application is filed.
Textron
been
Textron
Lycoming may change the construction of engines at any time
engines or pans previously sold.
without
incurring any obligation to incorporate
such alterations in
THIS LIMITED WARRANTY IS EXCLUSIVE AND IN LIEU OF ALL OTHER WARRANTIES AND REPRESENTATIONS, EXPRESS OR IMPLIED OR STATUTORY, WHETHER WRI~ITEN OR ORAL, INCLUDING BUT NOT
LIMITED TOANY WARRANTY OFMERCHANTABILITY OR FITNESS FOR ANY PARTICULAR PURPOSE,
AND ANY IMPLIED WARRANTY ARISING FROM ANY COURSE OF PERFORMANCE OR DEALING OR
TRADE USAGE. THIS WARRANTY IS ALSO IN LIEU OF ANY OTHER OBLIGATION, LIABILITY, RIGHT OR
CLAIM, WHETHER IN CONTRACT OR IN TORT, INCLUDING ANY RIGHT IN STRICT LIABILITY IN
TORT OR ANY RIGHT ARISING FROM NEGLIGENCE ON
THE PART OF TEXTRON
LYCOMING,
AND
TEXTRON LYCOMING’S LIABILITY ON SUCH CLAM SHALL IN NO CASE EXCEED THE PRICE ALLOCABLE TO THE ENGINE OR PART WHICH GIVES RISE TO THE CWM.
ckl, ~IWlle
(1~
~C c~h ~h (aYBe, rktBlh
LIMITATION OF LIABILITY
IN NO EVENT, WHETHER AS A RESULT OFA BREACH OPWARRANTY, CONTRA~ OR ALLEGED NEGLIGENCE, SHALL TMTRON LYCOMING BE LIABLE FOR SPECW, OR CONSEQUENTLAL OR ANY OTHER
DAMAGES, INCLUDING BUT NOT LIMITED TO LOSS OFPROE~IS OR REVENUES, LOSS OF USE OFTHE
ENGINE OR COST OFA
No agreement varying this warmnty or Textron Lycoming’s obligations ~mdet it will
Lycoming unless in writing signed by a duly authorized representative of Textmn Lycoming.
E$ective October 1,
be
binding
upon Textron
1995 Revision "J"
Temron Lycoming
Williamsport, Pennrylvania
~bw(Dv
JWOr ~DwQ*r dlDQQldDclu
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rnrclr~;l
Lycomlng
WAR RANTY
(LIMITED)
NEW AND REMANUFACTURED
RECIPROCATING ArRCRAFT ENGINE
WHAT TEXTRON LYCOMING PROMISES YOU
Textron Lycoming wanants each new and remarmfactured reciprocating engine sold by it to be free from defects in
materialand worbnanship appearing within one (1) year from the date of first operation, excluding necessary aircraft
acceptance testing. The date of first operationmust not exceed two (2) years from the date of shipment from Textron
Lycoming.
Textron Lycoming’s obligation under this warranty shall be limited to its choice of repair or replacement, on an ex’change basis, of the engine or any part of the engine, when Textnm Lycoming has determined that the engine is defective
in material or workmanship. Such repair or replacement will, be made by Textron Lycoming at no charge to
you. Textron
Lycoming will also bear the cost for labor in connection with the repair or replacement as provided in Textron
Lycoming’s then current Removal and Installation Labor Allowance Guidebook.
In
addition, ifTextron Lycoming determines that the engine proves
to be defective in material or workmanship during
expiration of Texaon Lycoming’s recommended Time Between Overhaul(TBO), or two (2) years
frmn the date of first operation, whichever occurs first, Textron Lycoming will reimburse you for a
pro rata portion of the
charge for the repair or replacement (at its choice) with Textron Lycoming parts, of pans required to be repaired or replaced, ora replacement engine, if it determines that engine replacement is required. Textron Lycoming’s obligation
during the proration period extends to major pans of the engine, which are limited to crankcase, crankshaft, camshaft,
cylinders, connecting rods, pistons, sump, accessory housing and gears. The proration policy does not extend to labor or
to accessories, including but not limited to magnetos, carburetors or fwlinjectors, fuel
pumps, starters, alternators and
turbochargers and their controllers.
the
period
until the
Any engine
or
part
so
repaired or replaced will be
entitled
to
warimty for the remainder of the original waranty
period.
YOUR OBLIGATIONS
The engine must have received normal use and service. Youmust apply for warranty with
Lycoming distributor within 30 days of the appearance of the defect in material or worlonanship.
an
authorized Textron
Textron Lycomiy’s warranty does not cover normal maintenance expenses or consumable items.’Ihe obligations on
the pan of Textron Lycoming set fonh above are your exclusive remedy and the exclusive liability of Texton Lycoming.
This warranty allocates the risk of product failure between you and Textron Lycoming, as permitted by applicable law.
Textron
LycominC: -reserves the right to deny any warranty claim if it reasonably determines that the engine or part has
manual, or if non-genuine Textron Lycoming parts are installed in or on the engine and are determined to be a possible
cause of the incident for which the warranty application is filed.
been
Textron
Lycoming may change the consauction of engines at any time without incurring
engines or pans previously sold.
such alterations in
~P*IC)U
any
obligation to incorporate
~RUJh
E~kBh I~q*Oh ~O*(Qh
THIS LIMITED WARRANTY IS EXCLUSIVE AND IN LIEU OF ALL OTHER WARRANTIES AND REPRESENTATIONS, EXPRESS OR IMPLIED OR STATUTORY, WHETHER WRI?TEN OR ORAL, ~NCLUDING BUT NOT
LIMITED TO ANY WARRANTY OFMBRCHANTABILITY OR FITNESS FOR ANY PARTICULAR PURPOSE,
TRADF.USAGE. THIS WARRANTY IS ALSO IN LIEU OFANY OTHER OBLIGATION, LIAB~LITY, RIGHT OR
CLAIM, WHETHER IN CONTRACT OR IN TORT, INCLUDING ANY RIGHT IN STRICT LIABILITY IN
TORT OR ANY
ARISING FROM NEGLIGENCE ON THE PART OF TEXTRON LYCOMING, AND
TEXTRON LYCOMING’S LIABILITY ON SUCH CLAIM SHALL IN NO CASE EXCEED THE PRICE ALLOCABLE TO THE ENGINE OR PART WHICH GIVES RISE TO THE CLAIM.
LIMITATION OF LIABILITY
IN NO EVENT, WHBIHER AS A RESULT OF A BREACH OF WARRANTY, CONTRACT OR ALLEGED NEGLIGENCE, SHALL TEXTRON LYCOMING BE LIABLE FOR SPECIAL OR CONSEQUENTIAL OR ANY OTHER
DAMAGES, INCLUDING BUT NOT LIMITED TO LOSS OF PROFITS OR REVENUES, LOSS OF USE OF THE
ENGINE OR COST OF A REPLACEMENT.
No agreement varying this warranty orTextron Lycoming’s obligations under it will
Lycoming unless in writing signed by a duly authorized representative of Textron Lycoming.
Eaecrive Octobe; 1,
be
binding
upon Textron
1995 Revision "J"
Textron Lycaming
Williamsport, Pennsylvania
j
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~bwQ1´•
´•m~r ~U(QI,
~99w(FT
Lycoming
WAR RANTY
(LIMITE D)
OVE R HAU LE D
RECIPROCATING AIRCRAFT ENGINE
WHAT TEXTRON LYCOMING PROMISES YOU
Textron
Lycoming
warrants
each overhauled
reciprocating engine sold by it
to be free from defects in
material and
worlrmnnship appearing withinone (1)
testing.
year from the date of firstoperation, excluding necessary aircraft acceptance
The date of first operation must not exceed two (2) years from the date of shipment from Textron Lycoming.
Textron Lycoming’s obligation under this warmnty shall be limited to its choice of repair or replacement, on an exchange basis, of the engine or any partof the engine, when Textron Lycoming has determined that the engine is defecti~e
in material or worlrmanship. Such repair or replacement will be made by Textron Lycoming at no charge to you. Textron
Lycoming will also bear the cost for labor in connection with the repair or replacement as provided in Texton
Lycoming’s then current Removal and Installation Labor Allowance Guidebook.
Any engine
or
paa so repaired or replaced will be entitled to warranty for the remainder of the
original wafidnty period.
YOUR OBLIGATIONS
The
engine mustbave received normal
Lycoming distributor within 30 days
use
and service. You
must
apply far warranty with
or worlrnanship.
an
authorized Texcron
of the appeamnce of the defect in material
Lycoming’s warranty does not cover normal maintenance expenses or consumable items. The obligations on
Lycoming set forth above are your exclusive remedy and the exclusive liability of Textron Lycoming.
This warranty allocates the risk of product failure between you and Texaon Lycoming, as permitted by applicable law.
Textr(,n
the part of Textron
Lycoming reserves the right to deny any warranty claim if it reasonably determines that the engine orpart has
manual, or ifnon-genuine Textron Lycoming parts are installed in or on the engine and are determined to be a possible
Textron
been
cause
of the incident for which the warranty
Textron
application is filed.
Lycoming may change the constnrtion of engines at any time without incurring any obligation to incorporate
engines orparts previously sold.
such alterations in
THIS LIMITED WARRANTY IS EXCLUSIVE AND IN LIEU OF ALL OTHER WARRANTIES AND REPRESEN-
TATIONS, EXPRESS OR IMPLIED OR STATUTORY, WHETHER WRI?TEN OR ORAL, INCLUDING BUT NOT
LIMITED TO ANY WARRANTY OF MERCHANTABILITY OR FITNESS FOR ANY PARTICULAR PURPOSE,
TRADE USAGE. THIS WARRANTY IS ALSO IN LIEU OF ANY OTHER OBLIGATION, LIABILITY, RIGHT OR
CLAIM, WHETHER IN CONTRACT OR IN TORT, INCLUDING ANY RIG~
STRICT LIABILITY IN
TORT OR ANY RIGHT ARISING FROM NEGLIGENCE ON THE PART OF TEXTRON LYCOMING, AND
TEXTRON LYCOMING’S LIABILITY ON SUCH CLAIM SHALL IN NO CASE EXCEED THE PRICE ALLOCABLE TO THE ENGINE OR PART WHICH GIVES RISE TO THE CLAIM.
LIMITATION OF IlABIIlTY
IN NO EVENT, WHFI~R AS A RESULT OF A BREACH OPWARRANTY, CONTRA~T OR ALLEGED NEGLIGENCE, SHAtLTE]CTRON LYCOM[NG BE L[ABLB tcOR SPECIAL OR CONSEQUENTIAL OR ANY OTHER
DAMAGES, INCLUDING BUT NOT LIhaBD TO LOSS OFPROPITS OR REVENUES, LOSS OF USIEi OFTHE
BNGINB OR COST OFA REPLACEMENT.
No agnement varying this w9rraay or Tcxtnm Lycomiqg’s oblieatioas under it will
Lycoming unless in writing signed by a duly authorized npcscntative of Tatron Lycomiqg.
Egective October 1,
be
binding
upon Textron
1995 Revision "J"
Teftron Lycoming
WilliMtsport, Pennsylvania
drily ~llu
Jnalv clllllv JtIBlv
-s~
.mh.
TEXTRON tYCOMING OPERATOR’S MANUAL
ATTENTION
OWN E RS, OPE RATORS, AN D
MAINTENANCE PERSONNEL
operator’s
specifications, and
This
manual
contains
a
detailed information
description
on
how to
of
the
engine,
its
operate;~d-maintain
procedures that may be required in conjunction with
periodic inspections are also included. This manual is intended for use by
owners, pilots and maintenance personnel responsible for care of
Lycoming powered aircraft. Modifications and repair procedures are
it. Such maintenance
contained in
should refer to
Lycoming overhaul manuals;
these for such procedures.
maintenance
personnel
SAFI~ TY WARNING;
f’olluu, the operating instructions and to carry out periodic
maintenance procedures can result in poor engine perJbrmance and po´•wer
loss. Also, if power and speed limitations specified in this manual are
exceeded, j’or any reason; damaKe to the engine and personal injury call
happc?n. Consult your local ~An approved maintenance facility.
Nc~lectinl:
to
SERVICE BULLETINS, INSTRUCTIONS, AND LETTERS
Although the information contained in this manual is up-to-date at time
of publication, users are urged to keep abreast of later information
Lycoming Service Bulletins, Instructions and Service Letters
through
which are available from all
Lycoming distributors or from the
factory by subscription. Consult the latest edition of Service Letter No.
L114 for subscription information.
SP~CIA L NO TIS
7;be illustrations, pictures and drawings shown in this publication are
typical of the subject matter they portray; ill no instance are they to be
interpreted
as
e~camyles of any specific engine, equipment
or
part thereof.
TEXTRON LYCOMING OPERATOR’S MANUAL
IMPORTANT SAFETY NOTICE
Proper service and repair is essential to increase the safe, reliable
operation of all aircraft engines. The service procedures recommended
by Textron Lycoming are effective methods for performing service
operations. Some of these service operations require the use of tools
specially designed for the task. These special tools must be used when
and
as
recommended.
important to note that most Textron Lycoming publications contain various Warnings and Cautions which must be carefully read in
order to~ minimize the risk of personal injury or the use of improper service methods that may damage the engine or render it unsafe.
It is
understand that these Warnings and Cautions
are not all inclusive. Textron Lycoming could not possibly know,
evaluate or advise the service trade of all conceivable ways in which serIt is also
vice
might
important
to
be done
of the
or
consequences that may
service procedure must first
possible hazardous
Acordingly, anyone who uses a
satisfy themselves thoroughly that neither their safety nor aircraft
ty will be jeopardized by the service procedure they select.
be involved.
safe-
?i:
TABLE OF CONTENTS
Page
SECTION 1
DESCRIPTION
1-1
SECTION 2
SPECIFICATIONS
2-1
SECTION 3
OPERATING INSTRUCTIONS
3-1
SECTION 4
PERIODIC: INSPECTIONS
4-1
SECTION 5
MAINTENANCE PROCEDURES
5-1
SECTION 6
TROUBLE--SHOOTING
6-1
SECTION 7
INSTALLATION AND STORAGE
?-1
SECTION 8
TABLES
8-1
-I
rn
X
Fdl;~
O
_~
3
_~
Z
n
o
-e
m
P
M
Z
C
Figure
i.
3/4 Right Side
View
IO-360-A1A
ORIGINAL
As Received By
ATP
r
o\
c3
M
cl
a
~d
rn
~21
r
m
O
a
o
a
Z
O
Cd
B
~1
O
rn
C]
Figure 2. 3/4 Left Rear
View
TIO-360-A1B
ORIGINAL
As 8eceived By
ATP
C1
d
Z
r
SECTION
DESCRIPTION
DESCRIPTION
Page
General
............1-1
Cylinders
Valve Operating Mechanism
...........1-1
.1-1
Crankcase
..........1-1
Crankshaft
..........1-2
Connecting
Rods
Pistons
Accessory Housing
Oil Sump
Cooling System
Induction System
Lubrication System
Priming System
Ignition System
Model Application Table
.1-2
............1-2
.1-2
...........1-2
.1-2
.1-2
.1-4
.1-4
.1-4
.1-5
0-360 and ASSOCIATED MODELS
SECTION 1
SECTION 1
DESCRIPTION
The O, HO, IO, AIO, HIO, LIO and TIG-360 series
direct drive,
In
are
horizontally opposed,
referring
described
air cooled
are
four
cylinder,
engines.
to the location of the various
as
installed in
engine components, the parts
the airframe. Thus, the power take-off end is
the front and the accessory drive end the rear. The sump section is the
bottom and the opposite side of the engine where the shroud tubes are
located the
observer
top. Reference
facing
the
rear
front to rear, odd numbers
crankshaft,
to the
of the
on
left and
The
right side is made with the
cylinders are numbered from
engine.
right. The
the
direction of rotation of the
viewed from
the rear, is clockwise. Rotation for accessory
drives is determined with the observer facing the drive pad.
NOTE
The letter "L" in the
basic model.
model pY~fi´•r
Exanzple:
denotes the
reverse
rotation
n?odel IO-360-C has clockwise! rotation
of
of
of
the
the
the
LIO-360-C has counter-clockwise rotatio~l
crankshaft.
tlje
the
rotatiolz
drives
LIO-360-C
Likewise,
crankshaft.
of
of t~e
accessory
are opposite those of the hasic nrodel as listed in Section 2 of this ntartual.
The letter "D" used
denotes that the
as
the 4th
5th character in tlJe nzodel suffix
employs dual masletos housed in a
or
nrodel
flaYtiCLllaY
single housiztg. Example: nll iltJbrmatiorz pertinent
will apply to 0-360-A 1F6L).
Operational aspects of el7gil?es are the same
specifications for the basic Inon~l will apply.
and
to
the 0-360-AI~’6
performance
curves
arzd
The cylinders are of conventional air cooled construction with
major parts, head and barrel, screwed and shrunk together. The
heads are made from an aluminum alloy casting with a fully machined
combustion chamber. Rocker shaft bearing supports are cast integral with
the head along with housings to form the rocker boxes. The cylinder
barrels have deep integral cooling fins and the inside of the barrels are
ground and honed to a specified finish.
Cjllinders
the two
1-1
SECTL.ON 1
Valve
0-360 and ASSOCIATEa MODELS
OperntinR
Mecl,anism
A conventional type camshaft is located
above and parallel to the crankshaft. The camshaft actuates hydraulic
tappets which operate the valves through push rods and valve rockers. The
valve rockers are supported on full floating steel shafts. The valve springs
bear
against hardened
means of split keys.
Crankcase
steel seats and
are
retained
on
the valve stems
by
The crankcase
assembly consists of two reinforced aluminum
alloy castings, fastened together by means of studs, bolts and nuts. The
mating surfaces of the two castings are joined without the use of a gasket,
and the main bearing bores are machined for use of precision type main
bearing inserts.
Cmltksbnf’t
forging.
Tile crankshaft is made from
steel
Connecting
All
bearing journal
Hens
surfaces
are
a
chrome nickel
molybdenum
nitrided.
The
connecting rods are made in the form of "H"
alloy
forgings. They have replaceable bearing inserts in
the crankshaft ends and bronze bushings in the piston ends. The bearing
caps on the crankshaft ends are retained by two bolts and nuts through
sections from
steel
each cap.
Pistons
The pistons are machined from an aluminum alloy. The piston
pin is of a full floating type with a plug located in each end of the pin.
Depending o? the cylinder assembly, pistons may be machined for either
three or four rings and may employ either half wedge or full wedge
rings.
Consult the latest revision of Service Instruction No. 1037 for proper
piston and ring combinations.
Accessory Housing The accessory housing is made from an aluminum
casting and is fastened to the rear of the crankcase and the top rear of the
sump. It forms a housing for the oil pump and the various accessory drives.
Oil Sump (Except -AIO Series)
The sump incorporates an oil drain plug,
oil suction screen, mounting pad for carburetor or fuel injector, the intake
riser and intake pipe connections.
Crankcase Covers (-AIO Series)
Crankcase covers are employed on the
and
of
bottom
the engine. These covers incorporate oil suction
top
screens, oil scavenge line connections. The top cover incorporates a
connection for a breather line and the lower cover a connection for an oil
suction line.
1-2
Coolinl: Systeln
Baffles
are
These
provided
engines
are
SECTION 1
designed
cylinder fins. The air is then exhausted to
augmentor tubes usually located at the rear
Iirnuctio,i
equipped
Systeri?
with either
to be cooled
by air
pressure.
to build up a pressure and force the air
Lycoming
float type
through the
the atmosphere through gills or
of the cowling.
0-360 and MO-360 series
engines
are
pressure type carburetor. See Table 1
for model application. Particularly good distribution of the fuel-air
mixture to each cylinder is obtained through the center zone induction
system, which is integral with the oil sump and is submerged in oil,
insuring
in
a
a
or
uniform vaporization of fuel and aiding in cooling the oil
From the riser the fuel-air mixture is distributed to each
individual intake pipes.
more
the sump.
cylinder by
Lycoming 10-360, AIO-360, HIO-360 and TIG-360 series engines
are equipped with a Bendix type RSA fuel injector, with the
exception of
model ~0-360-B1A which is equipped with a Simmonds type 530 fuel
injector. (See Table 1 for model application.) The fuel injection system
schedules fuel flow in proportion to air flow and fuel vaporization takes
place at the intake ports. A turbocharger is mounted as an integral part of
the TIG-360 series engines. Automatic waste gate control of the
turbocharger provides constant air density to the fuel injector inlet from
seal level to critical altitude.
A brief
description of the carburetors and fuel injectors follows:
The Marvel-Schebler MA-4-5 and
float type equipped with
cut-off.
barrel
a
HA-6 carburetors are of the single
manual mixture control and an idle
The Marvel-Schebler MA-4-5AA carburetor is of the single barrel float
type with automatic pressure altitude mixture control. This carburetor is
equipped with idle cut-off but does not have a manual mixture control.
The
Bendix-Stromberg PSH-5BD is
carburetor, incorporating
horizontal
a
operated, single barrel
airflow
operated power
control unit. It is equipped
pressure
an
enrichment valve and an automatic mixture
with an idle cut-off and a manual mixture control. The AMC unit works
independently of, and in parallel with, the manual mixture control.
1-3
SECTION 1
The Bendix RSA type fuel injection system is based on the principle of
measuring air flow and using the air flow signal in a stem type regulator to
convert the air force into a fuel force. This fuel force (fuel pressure
differential)
when
makes fuel flow
applied across the fuel metering
proportional to air flow.
section
(jetting system)
The Simmonds type 530 is a continuous flow fuel injection system.
This continuous flow system has three separate components:
i. A fuel pump assembly.
2. A throttle body assembly.
3. Four fuel flow nozzles.
This system is throttle actuated. Fuel is injected into the engine intake
valve ports by the nozzles. The system continuously delivers metered fuel
to each ´•intake valve
port in response to throttle position, engine speed and
mixture control position. Complete flexibility of operation is provided by
the manual mixture control which permits the adjustment of the amount
of injected fuel to suit all operating conditions. Moving the mixture
control to "Idle Cut-Off" results in a complete cut-off of fuel to the
engine.
Lubrication
System (All models except AIO-360 series). The full pressure
lubrication
sump
system is actuated by an impeller type pump
contained within the accessory housing.
wet
(AIO-360 series). The AIO-360 series is designed for aerobatic flying
dry sump type. A double scavenge pump is installed on the
and is of the
accessory
housing.
Priming System
employing
a
Provision for
primer system is provided on all engines
carburetor. Fuel injected engines do not require a priming
a
system.
Ignition Systenz
Dual
Consult Table 1 for
ignition is furnished by
model application.
Countenueight System
of
the
model
crankshafts with
1-4
Models
two Bendix
magnetos.
designated by the numeral 6 in the suffix
number (example: 0-360-A1G6) are equipped with
pendulum type counterweights attached.
SECTION
TABLE
MODEL APPLIC~ION
Model
Left""
Right**
Carburetor
0-360
-A1A, -A2A, -A3A,
-A4A
-A~C,-C2D
-A1D, -A2D, -A3D,
-A4D, -A2E
-A1F, -A2F, -A~F6
-A1G, -A2G, -A4G,
S4LN-21
S4LN-200
S4LN-20
MA-4-S
S4LN-204
PSH-SBD
S4LN-200
S4LN-204
MA-4-5
S4LN-~227 S4LN-~209
MA-4-S
HA-6
-A1H, -A2H, -A4J
S4LN-~227 S4LN-~209
S4LN-21
S4LN-204
HA-6
-A~H6
4273
4270
HA-6
4373
4370
MA-4-5
437~
4370
HA-6
-A4M
4371
4370
MA-4-5
-A4N
4251
4251
MA-4-5
-B1A, -B2A, -C~A,
-C~G,-C2A
-B1B,-B2B,-C1C,
S4LN-21
S4LP~-20
M;A-4-5
-C2C
S4LN-200
S4LN-204
MA-4-5
-C~E, -C2E, -A4M
4051
4050
MA-4-5
-C2B
S4LN-2~
S4LN-20
-D1A, -D2A
S4LN-2~
S4LN-20
-D2B
S4LN-200
S4LN-204
-F1A6
4191
419~
PSH-SBD
MA-4-5
MA-4-5
HA-6
-A~G6
-A1P, -A4P, -B2C,
-C4P
-A4K, -C~F,
-C4F
-A~AD, -A3AD,
-ASAD
D4LN-302~
MA-4-5
Models with counterclockwise rotation employ S4RN series.
See latest edition of Service Instruction No. ~443 for alternate
mag-
netos.
Revised
May
1996
1-5
TEXTRON LYCOIMING OPERATOR’S MANUAL
SE~TION 3L
0-360 and ASSOCIA’P’E~ MODELS
TABLE ‘1
(CONT.)
MODEL APPLIC~ION
Model
Left""
Right""
Carburetor
0-360 (Cont.)
-A~F6D, -AlLD
D4LN-3021
MA-4-5
-A1G6D
D4LN-302~
HA-~
-G1A6
4251
4251
HA-6
-J2A
4347
4370
MA-4SPA
MO-360
-A1A
S4LN-200
S4LN-204
MA-4-5AA
-B~A
S4LN-200
S4LN-204
PSH-SBD
-B1B
S4LN-200
S4LN-200
PSH-SBD
-C~A
4347
4370
HA-6
HIO-360
a
Fuel Iniectop
-A~A, -B~A, -BlB
S4LN-200
S4LN-200
RSA-SAB~
-A1B,-C1A
S4LN-200
S4LN-204
RSA-SAD1
-C1B
SLhN-~208 S4LN-1209
IS4LN-~208
-D~A
S4LN-~208
RSA-SAD1
RSA-7AA~
-E~AD
D4LN-302~
RSA-SAB~
-E~BD, -F1AD
D4LN-3200
RSA-SAB1.
10-360
-A1A, -A2A, -B~B,
-B~C
S4LN-200
S4LN-204
-A1B, -A2B, -A~B6
-A1C, -A2C, -C1B
-A1D6, -BlE, -B2E
S4LN-~227
S4LN-1209
RSA-SAD1
RSA-SAD~
S4LN-~208
S4LN-1209
RSA-SAD1
S4LN-1227
S4LN-1209
RSA-SAD1
-A3B6
-B~A
4372
4370
RSA-SAD~
S4LN-200
S4LN-204
530
S4LN-200
S4LN-204
RSA-SAD1
-B~D,
-ClA
Models with counterclockwise rotation
employ
S4I~N series.
See latest edition of Service Lnstruction No. 1443 for alternate magnetos.
~-d
Revised
May
1996
TABLE
SECTION 1
I(CONT.)
MODEL APPEICATION
Left""
Ri
t**
Fuel Iniector
S4LN-1227
S4LN-1227
RSA-SAD 1
-B4A, -K2A
-C 1 C, -C 1 C6, -C1D6
-C I E6, -C 1F, -FIA
-D 1 A, -E IA
S4LN-21
S4LN-20
RSA-SAD 1
S4LN-1227
S4LN-1209
RSA-SAD1
S4LN-1227
S4LN-1209
RSA-SADI
S4LN-1208
S4LN-1 209
RSA-SADI
-A ID
S4LN-21
S4LN-204
RSA-SADI
-L2A
4371
4371
RSA-SADI
-M 1 A, -B 1G6
4371
4370
RSA-SAD1
-C 1G6
4345
4345
RSA-SAD1
Model
10-360 (Cont.)
-B2F, -B2F6
-B 1 F,
I
-A1B6D,-A3B6D,
-J 1 AD, -J 1 A6D
-AID6D, -A3D6D
D4LN-3021
RSA-SAD I
D4LN-3000
RSA-SAD1
AIO-360
A, -A2A
-A 1B,.-A2B, -B 1B
-A 1
S4LN-1208
S4LN-1 209
RSA-SAD 1
S4LN-1 227
S4LN-1209
RSA-SAD1
S4LN-1208
S4LN-1209
RS’A-SADI
TIG-360
-A 1 A, -A 1B, -A3 B6
D4LN-3021
-C 1A6D
Models with counterclockwise rotation
employ
S4RN series.
See latest edition of Service Instruction No. 1443 for alternate
magnetos
Engine
models with letter "D"
D4LN
4’k
or
5’"
character in suffix denotes
single housing. Basic models employing -21 or
coupling magnetos) use D4LN or D4RN-3021. Basic
employing -200 and -1208 (retard breaker magnetos) use
Basic model 1O-360-C1C uses
or D4RN-3000. Example
dual magnetos
1227 (impulse
models
as
rn
S4LN-1227 and S4LN-1209, therefore model IO-360-C1CD would
employ
D4LN-3021.
Revised December 1999
1-7
SECTION
SPECIFICATION
SPECIFICATIONS
Specifications
F´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•
´•2-1
´•´•.´•2-2
IOI3601A,-B,IC,ID,~E
AI01360~A,IB
HI013601A,IB
HI013601C,ID
HI013601E,~F
T101360~A,IC
Accessory Drives
Detail Weights
Engines
Dimensions
´•´•´•´•´•´•´•´•´•´•2-3
´•´•´•´•´•2~4
´•´•´•´•´•2-4
´•´•´•´•´•2~5
´•´•´•´•´•2~6
´•´•´•´•´•217
...2-8
..........2-9
.......2110
TEXTRON LYCOMINC OPIERATOR’S MANUAL
OL360 and ASSOCIATED MODELS
SECTION 2
SECTION 2
SPE CI F I CAT IONS
0-360-A, -C, -F SERIES"
FAA Type Certificate
Rated horsepower
Rated speed, RPM
Bore, inches
286
180
.2700
............5.125
...........,4.375
inches
Stroke,
361.0
Displacement, cubic inches
8.5:1
ratio
Compression
1-3-2´•4
Firing order
.....~.25
Sparkoccurs,degreesBTC
Valve rocker clearance (hydraulic tappets collapsed) ........028-.080
.1:1
Propeller drive ratio
.Clockwlse
Propeller drive rotation (viewed from rear)
"0-360-C2D only. Take-off rating 180 HP
2900 RPM and 28 in.
hg.
SPECIF=ICATIONS
0-360-B, -D SERIES
Rated horsepower
Rated speed, RPM
Bore, inches
Stroke, inches
Displacement,cubic inches
286
168
.2700
.............5.125
....’.......4.376
361.0
7.2:1
1-3-2´•4
Compression ratio
Firing order
25
Spark occurs,degreesBTC
Valve rocker clearance (hydraulic tappets collapsed) ........028-.080
.1:1
.Clockwise
from
rotation
drive
rear)
(viewed
Propeller
2-1
SECTION 2
SPECIFI C~I ON S
0-360-J2A
FAAType Certificate.
Rated horsepower.
Rated speed. RPM,
286
145
.2400 thru 2700
Bore, inches.
Stroke, inches.....
5.~25
3.875
.............361,0
Displacement. cubicinches.
ratio
8.5:~
Compression
~-3-2-4
Firing order
.........,,.25
Sparkoccurs, degrees ETC.
Valve rocker clearance (hydraulic tappets collapsed)
.028-.080
1:1
Propellerdrive ratio
Clockwise
Propeller drive rotation (viewed from rear),
SPE CIFI C~I ON S
I
HO-360-A,
-C
FAA Type Certificate.
286
Rated
180
horsepower.
Rated speed, RPM
2700
Bore, inches
Stroke, inches.
,,,,,,,5,125
4.375
Compression ratio.
Firing order.
Sparkoccurs, degreesBTC,
361.0
8.5:1
1-3-2-4
25
Propeller drive rotation (viewed from rear),
2-2
.028-.080
1:1
Clockwise
Revised
May
~996
SECTIOIY 2
SPECIFICATIONS
HO-360-B SERIES
Type Certificate.
Rated horsepower
Rated speed, RPM
FAA
286
..180
2900
Bore, inches
Stroke, inches
5.125
...4.375
361.0
8.5:1
Compression ratio
1-3-2-4
Firing order
..............25
Spark occurs, degrees ETC
.028-.080
I:I
Clockwise
Propeller drive rotation (vie\Ned fiom rear)
SPECIFICATIONS
I
10-360-L2A*
Type Certificate
Rated horsepower
Rated speecf, RP~
Bore, inches
FAA
1E10
.....160
2400
.....5.125
Stroke, inches.........................................4.375
Compression ratio
Firing order
Valve rocker clearance (hydraulic.tappets collapsed)
This
I
engine
has
an
alternate
rating
361.0
8.5:1
1-3-2-4
25
........028-.080
1:1
Clockwise
of 180 HP at 2700 RPM.
2-2A
SECTION 2
SPECIFICATIONS
10-3 60-B I G6, -M 1 A
Type Certificate
Rated horsepower
Rated speed, RPM
1E10
FAA
180
2700
Bore, inches
....5.125
Stroke, inches
...4.375
Compression ratio
Firing order
This
engine has
an
alternate
rating
361.0
8.5:1
1-3-2-4
25
........028-.080
I:1
Clockwise
1O-360-C 1 G6
Type Certificate
Rated horsepower
Rated speed, RPM
FAA
Bore, inches
Stroke, inches
1E10
..200
.2700
....5.125
...4.375
...........361.0
.8.7: 1
Compression ratio
...1-3-2-4
Firing order
20
Sparkoccurs, degrees ETC
Valve rocker clearance, (hydraulic tappets collapsed) .......028-.080
I: I
Clockwise
2-2B
Added December 1999
SECI~ION 2
SPE CI F I CATI ONS
IO-360-A,-C,-D,-J,-K SERIES
Rated horsepower
Rated speed, RPM
Bore, inches
Stroke, inches...
T)isplacement, cubic inches
Compression ratio
Firing order
Spark occurs, degrees BTC...................................250**
..1E10
......200
.....2700
.........5,125
....4.375
.361.0
.....8.7:1
.........1-3-2-4
.028-.080
.....1:1
Clockwise
IO-360-B,-E,-F SERIES*
..1E10
Rated horsepower
......180
Rated speed, RPM
.....2700
.........5.125
Bore, inches
........4.375
Stroke, inches
cubic
inches...................................361.0
Displacement,
.....8.5:1
Compression ratio
.........1-3-2-4
Firing order
Spark occurs, degrees I3~C...
Valve rocker clearance (hydraulic tappets collapsed).............028-.080
.....1:1
drive
rotation
from
rear)..................Clockwise
(viewed
Propeller
.................................250
IO-360-B1C only. Rated
177 HP
**NOTE
On the following model engines, the magneto
sult nameplate before timing magnetos.
spark
Models
IO-360-A Series (Except -A1BGD)
IO-360-C,-D Series (Except -C1C,-C1F,-C1CG,-C1D6)
IO-360-C1C,-C1F
IO-360-C106
LIO-360-C1E6
AIO-3~0-A1A,-A1B,- B1B
HIO-360-C1A,-C1B
IO-360-C1C6
IO-360-J1AD, -K2A
occurs
at 200 ETC. Con-
Serial No.
L14436-51 and up
L14436-51 and up
L13150-51 and up
L14446-51 and up
G1064-67 and up
G220-63 and up
G14436-n and up
All Engines
All Engines
2-3
SECTION 2
SPECI FICATIONS
AIO-360-A, -B SERIES
Rated horsepower
Rated speed, RPM
1E10
200
.2700
.............5.125
............4.375
361.0
8.7:1
1-3-2-4
Bore, inches
Stroke, inches
Compression
Firing order
ratio
Spark
degrees Bn=
occurs,
Valve rocker clearance
Propeller drive
Propeller drive
(hydraulic tappets collapsed)
..028-.080
ratio
rotation
.1:1
(viewed
from
rear)
.Clockwise
SPECIFICATIONS
HIO-360-A, -B SERIES
Rated horsepower
Rated speed, RPM
1E10
.180"
.2900
............5.125
Bore, inches
inches
...........4.375
Stroke,
361.0
8.7:1
Compression ratio, -A series
8.5:1
Compression ratio, -B Series
1-3-2-4
Firing order
ETC
Spark occurs, degrees
..028-.080
drive
ratio
.1:1
Propeller
.Clockwise
.......................25
_
HIO-360-A has a rating of 180 HP at 26.1 in. Hg. manifold at standard
sea level conditions to 3900 feet standard altitude with 25 in. Hg.
manifold pressure.
See Note
2-4
Page
2-3.
SECTION 2
SPECIFICATIONS
HIO-360-C SERIES
1E10
TS’pe Certificate
Rated horsepower
Rated speed,RPM
FAA
305
.%900
.............5.125
.........~.375
Bore, inches
Stroke, inches...
361.0
Compression ratio
Firing order
Spark occurs,degrees ETC
8.7:1
1-3-2-4
.25""
..028-.080
.1:1
drive ratio
Propeller
Propeller drive
rotation
.Clockwise
(viewed from rear)
SPEC(FICATIONS
HIO-360-D SERIES
IE10
Type Certificate
Rated horsepower
Rated speed, RPM
Bore, inches
Stroke, inches
Compression ratio
Firing order
Spark occurs,degrees ETC
FAA
Propeller drive
Propeller drive
Consult
190
.3200
..............5.125
~..........3.375
361.0
.10.0:1
1-3-2-4
20
".028-.080
.1:1
ratio
rotation
Service
(viewed
Bulletin
from
rear)
No.
402
.Clockwise
for valve
rocker
clearance
HIO-360-D1A.
See Note
Page
2-3.
2-5
of
SECTION 2
SPECIFICATIONS
HIO-360-E SERIES
FAA
Type Certificate
Rated Horsepower
Rated Speed RPM
1E10
...r90
..2900
................._
BoreInches
.......5.125
................._
Stroke Inches
......4.375
Displacement, Cubic
Compression Ratio
Inches
.............361.0
..8.1:1
Firing Order
Spark occurs, Degrees ETC
................._
................._
1-3-2-4
........._,,20"
Valve Rocker Clearance
Propeller Drive Ratio
Propeller Drive Rotation
........028 -.080
.1:1
(viewed from rear)
HIO-360-E has
a
manifold pressure
or
Clockwise
rating of 205 HP at 2900 RPM
when equipped with turbocharger
and 36.5 in.
Hg.
kit SK-28-121000
equivalent.
HIO-360-F1AD SERIES
FAA
TypeCertificate
Rated Horsepower
Rated Speed RPM
.’.1E10
...190
..3050
BoreInches
Stroke Inches
.....4.375
Displacement, Cubic Inches
Compression Ratio
Firing Order
Spark occurs, Degrees ETC
.............361.0
..8.0:1
1-3-2-4
........._,,,,
.........,,,20"
Propeller Drive Ratio
(viewed from rear)
.........,,,_,
........028
.080
.1:1
Clockwise
SECTION 2
SPECIFICATIONS
TIG-360-A SERIES
FAA
Type Certificate....................................E1GEA
Rated Horsepower
Rated Speed RPM
...200
..2575
Bore Inches
.......5.125
Stroke Inches.
.....4.375
Compression Ratio
Firing Order
Spark occurs, Degrees BTC.................................200
.............361.0
..73:1
.....1-3-2-4
Propeller Drive Ratio.......................................1:1
(viewed from rear)
.........028-.080
Clockwise
TIO-360-C SERIES
FAA
?’ype Certificate
Rated Horsepower
Rated Speed RPM.
E1GEA
...210
..........__.,
Bore Inches
Stroke Inches
Compression Ratio
Firir!g Order
Spark occurs, Degrees BTC.................................200
....2575
.......5.125
......4.375
.........,..361.0
..73:1
.....1-3-2-4
Propeller Drive Ratio.......................................1:1
(viewed from rear)
.........028-.080
Clockwise
2-7
SECTION 2
0360 and ASSOCIATED MODELS
"Accessory Drive
Drive Ratio
Starter
**Direction of Rotation
16.556:1
Counter-Clockwise
Gene~ator
1.910:1
Clockwise
Gene~ator
2 .500:1
Clockwise
Alternatort
3.20:1
Clockwise
Tachometer
0.500:1
Clockwise
Magneto
1.000:1
Clockwise
Vacuum Pump
Propeller Governor
1.300:1
Counter-Clockwise
0.866:1
Clockwise
0.895:1
Clockwise
0.866:1
Counter-Clockwise
1.000:1
Counter-Clockwise
(Rear’Mounted)
Propeller Governor
(Front Mounted)
Fuel Pump AN20010
Fuel Pump AN20003***
Fuel Pump-Plunger
0.500:1
operated
Dual Dri~es
Vacuum- Hyd. pump
Vacuum- Prop. Gov.
1.300:1
Counter-Clockwise
1.300:1
Counter-Clocicwise
NOTE
E~zgines un’th letter ’2" in ~reftx utill
have
~posite
rotation to the above.
When applicable
Viewed facing drive pad
TIO-360-C1A6D, HIO-360-E,
HIO-360-D1A
t
2-8
-F have clockwise fuel pump drive
Alternator drive is 2.50:1
TEXTRON LYCOMING OPERATOR’S.MANUAL
SECTION 2
DETAIL ~IEIGHTS
i,
ENGINE, STANDARD,DRY WEIGHT.
Includes carburetor
fuel
injector, magnetos, spark plugs, ignition
harness, intercylinder baffles, tachometer drive, starter and generator or
alternator drive, starter and generator or alternator with mounting bracket.
Turbocharged
haust
or
models include
manifold, controls, oil lines
turbocharger, mounting bracket,
ex-
and baffles.
Model
Lbs.
0-360 Series
JI-C4P*.
-D2A.
-B2A, -B2C.
-C1E, -C2E,
-A1AD, -A3AD, -C1F, -C2D.
,.,,,..,,288
-A1C,-A1D,-A2D, -A3D, -C2B, -C2C, -J2A.....,....,.. 289
-A~A, -A2A, -A3A, -A~LD, -C~A, -C2A,
290
I
-A2F,
a
-A1P,-C1G.
-A~G, -A2G.
293
-A4M, -A4P, -A~F6D, -C4E
-A4K, -A4N, -ASAD.
296
-A4D, -A1G6D,
-A4A, -A~F6, -A1H6
,,,,,,..........298
-A4J, -A~G6, -F~A6.
................300
297
-G~A6.
1~(
..........295
......,~303
Weight does
Revised
May
not include
1996
alternator.
2-9
SECTION 2
DETAIL WEIGHTS
(CONT.)
Model
Lbs.
HIO-360 Series
-A 1A
........285
-BIA, -BIB, -CIA
................288
10-360 Series
-L2A
........278
-B 1C
........289
-BIA
..........295
-BIE..............................................296
I
I
-B 1D
........297
-B 1B
........299
-M IA
.......300
-BIF,-B2F.........................................301
-B1G6.............................................305
-B4A...
-B2F6
.......308
-K2A
........311
-AITj6D, -A3D6D, -CIA
-C 1B
-CIC, -DIA
-JIAD
I
....307
-AIA, -A2A, -CIF, -C1G6
-AICI-A2C, -AID
-a 1B, -A2B
-C 1 D6
...........319
........320
..322
.......323
..........324
................325
..326
.......328
-C1C6.............................................329
-AIB6D, -A3B6D, -JIA6D
-A1B6, -A3B6
.........330
333
-A I D6
.......335
-CIE6
.......337
2-10
DETAIL WEIGHTS
SECTION 2
(CONT.)
Model
Lbs,
ATO-360 Series
-A~A, -A2A,
-AlB, -A2B, -B1B,
332
HIO-360 Series
-A1B.
-D1A, -E1AD, -E1BD,
-C1A,
-C1B.
-F1AD.
TIG-360 Series
-C~A6D.
,,,,,,,379
-A1A, -A~B.
,,,386
-A3B6,
Revised
,,,,.,,,,407
May
1996
TEXTI~ON LYC~IMING OPERATOR’S IMANUAL
0-360 and ASSOCIA~I‘ED
SEC’P’ION 2
MODE~S
DIMENSIONS, INCHES
MODEL
HEIGHT
WIDTH
LENGTH
24.59
33.37
29.56
-Al C
19.68
33.37
30.67
-A1D, -A2D
-A1F, -A2F
24.59
33.37
29.81
24.59
33.37
30.70
-A1F6
24.59
33.37
30.70
-AlG, -A2G
-A1H, -A2H
19.22
33.37
31.82
19.22
33.37
31.82
-A1H6
19.33
33.38
31.81
-A3A, -A4A, -A4M, -A4P
-A3D, -A4D, -A2E
-A4G, -A4J, -A4K
-A1G6, -A1G6D, -ClF,
24.59
33.37
29.56
24.59
33.37
29.81
19.22
33.37
31.82
-C4F
19.22
33.37
31.82
-A4N
24.59
33.37
29.05
24.59
33.37
31.33
24.59
33.37
31.33
24.68
33.37
29.56
24.68
33.37
29.81
24.72
33.37
29.56
24.59
33.37
29.81
24.59
33.37
29.05
-C2B, -C2D
19.68
33.37
30.67
-C1G, -DIA, -D2A
24.59
33.37
29.56
-I)2B
24.59
33.37
29.81
22.99
32.24
29.81
-F1A6
19.96
33.38
31.81
-G1A6
19.96
33.37
31.83
0-360
)I-AIA, -A1P, -A2A
-AlAD, -~3AD,
-A1ASD, -A1F6D, -AlLD
-B2A, -B2C
-BlB, -B2B
-ClA, -C2A
-C1C,-C2C,-C4P
-C~E, -C2E
-ASAD
(l-BIA,
I
II -J2A
2-12
Revised
May
1996
TEXTRON LYCOMING OPERATOR)S MANUAL
SECTI~N 2
DIMENSIONS, INCHES (CONT.)
MODEL
HEIGHT
WIDTH
LENGTH
MO-360
-A 1A
24.59
33.37
29.81
-B 1 A, -B 1B
19.68
33.37
30.67
19.22
33.37
31.82
19.35
34.25
29.81
19.35
34.25
30.70
1
-C 1A
10-360
A, -A2A, -A 1D
-A 1 B, -A2 B
-A 1 B6, -A3 B6
-A 1C, -A2C
19.35
34.25
30.70
19.35
34.25
29.30
-A I D6
19.35
34.25
30.70
B6D,
-A 1 D6D, -A3 D6D
19.35
34.25
3 1 .33
19.35
34.25
31.33
-BIA
22.47
33.37
32.81
-BIB, -B 1 D, -L2A
24.84
33.37
29.81
-B 1C
20.70
33.37
30.68
-BIE
20.70
33.37
32.051
-BIF. -B2F, -B2F6
24.84
33.37
30.70
-B4A
24.84
33.37
29.56
-C 1A, -C 1B
1().48
34.25
31.14
-C I C, -C 1 C6
19.48
34.25
33.65
-C 1 E6, -C 1F
19.48
34.25
33.65
-DIA, -C 1 D6, -C1G6
-EIA, -FIAI -BIG6
19.48
34.25
31.14
20.70
33.37
32.09
-K2A
19.35
34.25
29.8 1
I j-M’A
20.26
33.38
32.75
20.76
34.25
30.08
20.76
34.25
30.08
-A I
-A 1
-A3 B6D, -J I AD
AIO-360
-A
1A, -A2A
-A IB, -A2B
2-13
TEXTRON LYCOIMING OPEBATOII~’S 1MANUAL
SECI’ION 2
0-360 and ASS~CIATED IMODELS
DIMENSIONS, INCHES (CONT.)
HEIGHT
WIDTH
LENGTH
20.76
34.25
30.08
35.25
33.65
-B~A
~9.48
19.38
33.37
32.09
-B~B
19.38
33.37
30.68
-C1A, -C1B
-D1A
19.48
34.25
31.14
19.48
35.25
35.28
-E~AD, -E~BD, -F~AD
19,97
34.25
31.36
-A~A
2~.43
34.25
45.4~
-A~B, -A3B6
19.92
34.25
45.41
-C~A6D
2~.65
~9.09
35.82
MODEL
AIO-360 (Cont.
-B~B
HIO-360
(I-A1A, -AIB
TIG-360
2-14
Added
May
1996
SECTION
OPERATING
INSTRUCTIONS
TEXTRON tYCOMING OPERATOR’S MANUAL
OPERATING INSTRUCTIONS
Page
General
Prestarting Items of Maintenance.,
Starting Procedures
Cold Weather Starting
Ground Running and Warm-Up...........................314
Ground Check
,,,3-1
....311
312
314
.....3~4
Operation in Flight......................................3-6
Engine Flight Chart............,.......................3-12
Operating Conditions
3-13
Skut Down Procedure
3-17
Performance @urves
3-19
0-360 and ASSOCIAVED MODELS
SECTION 3
SECTION 3
OP E RAI I N G I N ST R UCT IONS
GENERA L.
I.
contribute to
adherence
Close
will
greatly
satisfactory operation of the engine.
economy and
long life,
these
to
ins tru ction s
NOTE
YOUR
IS
ATTENTION
DIRECTED
TO
THE
THAT
WARRANTIES
APPEAR 1N THE FRONT OF THIS MANUAL REGARDING ENGINE
SPEED,
REPAIRS
ENGINE
THE
OF
USE
AND
SPIS CI Flf3D
ALTI3RATIONS.
FUELS
PERHAPS
AND
NO
L UBRICA NTS,
OTHER
ITEM
OPERATION AND MAINTENANCE CONTRIBUT~S
OF
OUITE
SO MUCH TO SATISI;ACTOR Y PI’RFORMANCE AND LONG LIFE AS
THE CONSTANT USE OF CORRECT GRADES OF FUEL AND
CORRECT ENGINE
TIMING, AND
O1L,
FL YING THE AIRCRAFT AT A LL
TIMES WITHIN THE SPE’ED AND POWI~R RANGE SPECIFIED FOR
THE
ENGINE.
OPERATION
ENGINE
AND
WILL
NOT
DO
THAT
FORGET
MAINTENANCE
NOT
SHORTEN THE LIFE’
ONLY
OF
VOID
VIOLATION
SPECIFICATIONS
YOUR
OF
FOR
THE
YOUR
WARRANTY BU?’ WILL
YOUR ENGINE AFTI’R ITS WARRANTY
PERIOD HAS PASSED.
Lycoming and
engines have been carefully run-in by
therefore, no fu rther break-in is necessary insofar as operation is
concerned; however, new or newly overhauled engines should be operated
on straight mineral oil for a minimum of 50 hours or until oil consumption
has stabilized. After this period, a change to an approved additive oil may
be made, if so desired.
New
NOTE
Cnrising should be done at 65% to 75% po~wer until a total of 50 hours has
accumulated or oil consumption has stabilized. This is to ensure proper
of the vings and is applicable to neul engines, and engines in smvice
follozulng cylinder replacement or toj, overhaul of one or more cylinders.
seating~
The minimum fuel octane rating is listed in the flight chart, Part 8 of
this section. Under no circumstances should fuel of a lower octane rating
or automotive fuel (regardiess of octane rating) be used.
Before starting the
aircraft engine for the first flight of the day, there are several items of
maintenance inspection that should be performed. These are described in
Section 4 under Daily Pre-Flight Inspection; They must be observed before
2.
PRESTARTING
the
engine
ITI3MS
OF MAINTENANCE.
is started.
3-1
TEXTRON LVCOMIN~ OPERATOR’S MANUAL
3.
SECTION 3
0-360 and ASSOCIATED MOBELS
STARTIN~
0-360, 110-360, 10-360, AIO-360i
PROCEDURES
TIG-360 Series.
HIO-360,
The
following starting procedures
starting characteristics of various
variation from these procedures.
a.
Engines Equipped 2ujth
Float
are
recommended, however,
installations
Type
Perform
(2)
Set carburetor heat control in "off"
position.
governor control in "Full RPM"
(4)
Turn fuel valves "On".
(5)
Move mixture control to "Full Rich".
(6)
Turn
approximately 1/4 travel.
(8) Prime with 1 to 3 strokes of manual
electric primer for 1 or 2 seconds.
(9) Set magneto selector switch
handbook for correct position).
(11)
When
(12) Check oil
indicated within
move
the
gage.
pressure
thirty seconds,
Engines Equipped
Injectors.
3-2
priming
pump
or
activate
(consult airframe manufacturer’s
starter.
engine fires
b.
position (where
boost pump.
throttle
(10) Engage
some
pre-flight inspection.
(3) Set propeller
applicable).
(7) Open
necessitatt~
Carburetors.
(1)
on
will
the
zujth
(1)
Perform
(2)
Set carburetor heat
magneto
switch to "Both".
If minimum oil pressure is not
stop engine and determine trouble.
Pressure
Carburetors
or
Bendix
pre-night inspection.
or
alternate air control in "off"
position.
Fuel
TEXTRON LYCOMING OPERATOR’S It2ANUAL
SECTION 3
(3)
Set
propeller
governor control in "Full RPM"
position (where
applicable).
(4)
Turn fuel valve "On"
(5)
Turn boost pump "On"
(6) Open throttle wide open, move mixture control to "Full Rich"
until a slight but steady fuel flow is noted (approximately 3 to 5 seconds) then return throttle to "Closed" and return mixture control to
"Idle Cut-Ofjr’.
(7)
Turn boost pump "Off’.
(8) Open
throttle 1/4 of travel.
Set magneto selector switch
handbook for correct position).
(9)
(10) Engage
(11)
(consult
airframe manufacturer’s
starter.
Move mixture control
slowly and smoothly
to "Full
Rich"
Check oil pressure gage. If minimum oil pressure is not indicated within thirty seconds, stop engine and determine trouble.
´•(12)
c.
Engines Equipped
with Simmonds
Type 530 Fuel Injector.
pre-flight inspection.
(1)
Perform
(2)
Set alternate air control in "Off’
(3)
Set
propeller governor control
(4) Turn
(5)
position.
in "Full RPM"
position.
fuel valve "On"
Turn boost pump "On"
approximately 1/4 travel, move mixture control to
"Full Rich" until a slight but steady fuel flow is noted (approximately 3 to 5 seconds) then return throttle to "Closed" and return
6) Open
throttle
mixture control to "Idle Cut-Of~.
Revised
April
1998
3-3
TEXTRON LYCOMING OPERATOR’S M[ANUAL
0-360 and ASSOCLATED MODELS
SECTION 3
(7)
Turn boost pump "Off’.
(8) Open
(9)
throttle 1/4 travel.
Move combination
pump
(10)
primer
as a
When
engine
magneto switch
while
to
"Start", using accelerator
cranking engine.
fires allow the switch to return to "Both".
Check oil pressure gage. If minimum oil pressure is not indicated within thirty seconds, stop engine and determine trouble.
(11)
4. COLD W~ATHER
be necessary to
preheat
During
the
engine
extreme cold
and oil before
weather, it may
starting.
5. GROUND RUNNING AND WARM-UIT
The
engines
covered in this manual
are
air-pressure
cooled and de-
pend on the forward speed of the aircraft to maintain proper cooling. Particular care is necessary, therefore, when operating these engines on the
ground. To prevent overheating, it is recommended that the following
precautions be observed.
NOTE
Any ground check that requires full throttle operation
must be limited to three minutes, or less ifthe cylinder
head temperatures should exceed the maximum
stated in this manual.
a.
Fixed
as
Wing.
(1)
Head the aircraft into the wind.
(2)
Leave mixture in "Full Rich".
(3) Operate only with the propeller in minimum blade angle setting.
(4) Warm-up to approximately 1000-1200 RPM. Avoid prolonged
idling and do not exceed 2200 RPM on the ground.
3-4
Revised
April
1998
LYCOMING OPERATOR’S IMANUAL
SECTION 3
0-360 and ASSOCLATED MODELS
(5) Engine is warm enough for take-off when the throttle can be
opened without the engine faltering. Take-off with a turbocharged
engine should not be started if indicated lubricating oil pressure,
due to cold temperature is above maximum. Excessive oil pressure
can cause overboost and consequent engine damage.
b.
Helicopter.
(1) Warm-up at approximately
2000 RPM with
rotor
engaged as di-
rected in the airframe manufacturer’s handbook.
6. GROUND CHECK.
a.
Warm-up as
directed above.
b. Check both oil pressure and oil temperature.
c.
Leave mixture control in "Full Rich"
WingAircraF (where applicable). Move the propeller control
through its complete range to check operation and return to full low
pitch position. Full feathering check (twin engine) on the ground is not
recommended but the feathering action can be checked by running the
engine between 1000-1500 RPM, then momentarily pull the propeller
control into the feathering position. Do not allow the RPM to drop
d. Fired
more
Added
than 500 RPM.
April
1998
3-4AjB
TEXTIRO~al L~COMING ~OPERATOR’S MANUAL
SECTION 3
e. A proper magneto check is important. A magneto preflight test is
useful to determine that both magnetos are functioning properl~i and
that no spark plug is misfiring. Additional factors, other than the ignition system, affect magneto drop-off. They are load-power output, pro-
peller pitch, and mixture strengtl~. The important thing is ´•that the engine
runs smoothly because magneto drop-off is affected by the variables listed
above. Make the magneto check in accordance with the following
procedures:
(I) Fixed Wirtg Aircraft.
(Controllable ~itch propeller)´• With propeller in minimum pitch angle,
engine to produce 50 65% power as indicated by manifold
pressure gage. At these settings, the ignition system and spark plugs
set the
of the greater pressure within the
cylinders. Under these conditions, ignition problems, if they errist,
will occur. Magneto checks at low power settings will only indicate
air distribution quality.
fuel
must work harder because
(Fixed Pitch pro~eEler). Aircraft that are equipped with fixed pitch propellers, or not equipped with manifold pressure gage, may check
magneto drop-off with engine operating at approximately 1800 RPM
(2000 RPM maximum).
Switch from both magnetos to one and note drop-off; return to both
until engine regains speed and switch to the other magneto and note
drop-off. Magneto drop-off at 2000 RPM should not exceed 200 RPM
on either magneto; but under some conditions; i.e., field elevations,
temperature and carburetor characteristics, a drop in excess of 200
RPM (plus 25 RPM) may be experienced. If engine speed stabilizes
and if the engine continues to operate smoothly, the ignition system
is operating satisfactorily.
(2) Helico~ter.
Raise collective
2000 RPh´•I.
pitch stick
to obtain 15 inches
manifold pressure at
Svr;itch fi~om both magnetos to one and note drop-off; return to both
until en~ine regains speed and switch to the other magneto and note
drop-off. Drop-off should not exceed 200 RP1M. Drop-off between
magnetos should not exceed 50 RPM. A smooth drop-off past normal is usually a sign of a too lean or too rich r_ixture.
f. Do not operate on a single magneto for too long a period; a few seconds
is usually sufficient to check drop-off and to minimize plug fouling.
Revised
July, 1989
3-5
TEXTRON LYCORIING OPERATOR’S IMANUAL
SECTION 3
7. OPERA TION IN FLIGHT.
See airframe manufacturer’s instructions for recommended power
a.
settings.
b. Move the controls
slowly
and
smoothly. In particular, avoid rapid
on engines with counterweighted
opening
closing
crankshafts. There is a possibility of detuning the counterweights with
subsequent engine damage.
and
c.
Fuel Mixture
of the throttle
L~aning Procedure.
Improper fuel/air mixture during flight is responsible for engine
problems, particularly during take-off and climb power settings. The
procedures described in this manual provide proper fuel/air mixture
when leaning
Lycoming engines; they have proven to be both
economical and practical by eliminating excessive fuel consumption and
reducing damaged parts replacement. It is therefore recommended that
operators, of all
Lycoming aircraft power-piants, utilize the
instructions in this publication any time the fuel/air mixture is adjusted
during flight.
Manual
leaning
may be monitored by exhaust gas
fuel flow indication, and by observation of
temperature
indication,
engine ipeed
and/or airspeed. However, whatever instruments are used in monitoring
the mixture, the following general rules should be observed by the
operator of
Lycoming aircraft engines.
L R ULES
Never exceed the maximum red line
cylinder head temperature
limit.
For maximum service life, cylinder head temperatures should be
maintained belozu 4350F. (2240C.) during high performance cruise
operation and belozu 4000F. (2050C.) for economy cruise pozuers.
3´•6
0-360 and ASSOCIATE D MODELS
manually
J)o 11ot
lean
SECTIOIV 3
engines equipped
with
autozl2aticall_y
controlled
fuel systc´•~n.
ev~ines with manual mixture control, maintain nzixturu colltvol
"Full Hich position for voted take-off, climb and nzaxirnutll cvr~ise pozuc´•rs
(above clf~PYOXil"ately 75%). However, during take-offJiOm high clevatioll
airport or during climb, roughness or loss of pozuer ma3r result froln
over-richness. In such a case adjust mixture control only enough to obtqiil
smooth operatio~l not for economy. Observe instruments for tempeuature
rise. Hough opt´•vatiol? due to over-rich J~el/air mixture is most likely to be
encountered in carbureted engglzes at altitude above 5, 000 feet.
On
Always
return
the mixture
to
full
rich
before incrtrasillg pozuer scttil?gs.
the
engine at maximum pozuer mixture for performance cruise
and
best economy mixture fbr economy cruise power; unless
at
powers
otherwise specified in the airplane owllers manual.
Operate
Duvi~R let-down flight operations it may be necessary to manually lean
unconzpensated carbureted or fuel injected engines to obtain smooth
operation.
On
turbocharXed
e~gines
never
exceed
165 00 t;,
turbine
inlet
temperature (TI?~.
I.
TO EXHA I/ST T;AS TEMPERA TUBE GAG’E.
a.
Normally aspirated engines with fuel injectors
or
uncompensated
carburetors.
(I) Maximum Yower Cruise (approximately 75% power) Never lean
beyond 1500F. on rich side of peak EGT unless aircraft operator’s
manual shows otherwise. Monitor cylinder head temperatures.
(2) Best Economy Cruise
Operate
b.
at
(approximately
75% power and below)
peak EGT.
Turbocharged engines.
(I) Best
Economy Cruise
(TIT)
16500F., whichever
or
-Lean to
occurs
peak
turbine inlet
temperature
first.
3-7
SECTION 3
w
MAX
POWER
RANGE
REST
ECONOMY
RANGE
W
P
O
u.
PEAK
+10
5
OR Tn
Y
rr
03
MAX
TEMP
~i
i
-100
-200
Q
a
I-i
a
o
W
i
O
PC
W
C3
Q
-300
W
P
3
01
C
....i......
90lioo
I
I:::::
4M)
~i
mW
LLPC
OW
:::::I:::::
BO
FZ
to
I
I´•´•´•´•´•´•´•´•´•´•´•
I
I´•´•´•´•´•~´•´•´•´•´•
85
wa
o
LIC
:::::r::::
a
a
80
Z
O
:::::r::::
F
a
5
d
I
""I""’
O
O
W
TOO
LEAN
BEST
ECONOMY
CRUISE
MAX
POWER
CRUISE
LEAN
MIXTURE
FULL RICH
TAKE OFF
RICH
Figure
Representative Effect of Fuel/Air Ratio
on Cylinder Head Temperature, Power and Specific Fuel
Consumption at Constant RPM and Manifold Pressure in
Cruise Range Operation
3-1.
58
TEXTB8N LYCOMING OPERATOR’S MANUAL
0-360
SECTION 3
ASSOC IATE D MO D E LS
a nd
(2) Muximum I’ozoer Cn~ise
the
rich
of
side
peak
The engine must always be operated on
EGT or TIT. Before leaning to obtain
maximum
point.
power mixture it is necessary
This is accomplished as follows:
(a) Establish
the
highest
a
peak EGT
or
to establish
a
reference
TIT for best economy
economy cruise power without
operation
exceeding 16500F.
at
Deduct 1250F. from this temperature and thus establish the
temperature reference point for user when operating at maximum
(b)
power mixture.
(c)
Return mixture control to full rich and
manifold pressure for desired
performance
adjust
cruise
the RPM and
operation.
(d) Lean out mixture until EGT or TIT is the value established
Step b. This sets the mixture at best power.
in
2. L,I:ANIN(; 7’0 I´•’I,OWMI:’T~I:K.
Lean
to
applicable fuel-flow tables
setting.
or
lean
to indicator marked
for
correct fuel flow for each power
3.
LIIANING WIII’II MANC~31, MIXTUHI~ CONTHOL..
75’r~ power
n.
or
less)
Cnv~Nrrten
wi thou t flowmeter
or
EGT
(Economy cruise,
gage.)
Ijv~il?cs.
(1) Slowly move
position.
mixture control from "Full Rich"
position toward
lean
(2)
Continue
(3) Enrich
h. ~=uc´•l
leaning
until
until
engine
engine roughness
runs
smoothly and
is noted.
power is
regained.
Irljcctc~ I~i7Kines.
(1) Slowly move
lean position.
mixture control from "Full Rich"
position toward
(2) Continue leaning until slight loss of power is noted (loss of
power may or may not be accompanied by roughness).
(3) Enrich until engine
runs
smoothly and
power is
regained
3-9
SECTION 3
0-360 and ASSOCLQTED MODELS
Usc´• o~
conditions at
Herrt Contr~l
c.
Under certain moist
atmospheric
temperatures of 200 to 900, it is possible for ice to form
in the induction system, even in summer weather. This is due to the
high
air velocity through the carburetor venturi and the
absorption of
heat from this air by vaporization of the fuel. The
temperature in the
mixture chamber mav drop as much as 700F. below the
of
temperature
the
incoming air. If this air contains a large amount of moisture, the
cooling process call cause precipitatioii in the form of ice. Ice formation
of the butterfl\´• and ma\~ build
generally begills in the
up to
such an extent that a drop in power output could result. A loss of
power is reflected by a drop in manifold pressure in installations
equipped with
constant speed propellers and a drop in manifold
and
in installations equipped with fixed pitch
RPM
pressure
propellers.
If Inot corrected, this coi~dition may cause complete
stoppage.
To
avoid
this, all installations are equipped with a system for
preheating
incoming air supply to the carburetor. In this way
sufficient heat is added to replace the heat loss of
vaporization of fuel,
and the mixing chamber temperature cannot drop to the
freezing ~oint
of water. This air preheater is essentially a tube or
jacket through which
the exhaust pipe from one or more cylinders is
passed, and the air
flowing over these surfaces is raised to the required temperature before
entering the carburetor. Consistently Iligh temperatures are to be
the
avoided because of
High charge
which
are
loss in power and a decided variation of mixture.
temperatures also favor detonation and preignition, both of
a
to be avoided if normal service life is to be
engine. The following outline
carburetor heat control.
(I) Grounn
is
the
expected from the
proper method of
utilizing
the
Operation
Use of the carburetor air heat on the ground
absolute
an
minimum. On some installations the air
does not pass through the air filter, and dirt and
foreign substances
can be taken into the engine with the resultant
cylinder and piston
ring wear. Carburetor air heat should be used on the ground only to
make certain it is functioning properly.
must be held to
(2)
Take-Off
Take-offs and full throttle operation should be made
heat in full cold position. The possibility of
expansion or throttle icing at wide throttle openings is very remote,
so remote in fact, that it can be
disregarded.
with
3-10
carburetor
0-360 and ASSOCI ATE D MODE LS
(3)
Climbing
SECTION 3
When
climbing at part throttle power settings of 80~e
above, the carburetor heat control should be set in the full cold
position; however, if it is necessa~ to use carburetor heat to prevent
icing it is possible for engine roughness to occur due to the over-rich
fuel/air mixture produced by the additional carburetor heat. When
this happens, carefully lean the mixture with the mixture control
only enough to produce smooth engine operation. Do not continue
to use carburetor heat after flight is out of icing conditions, and
or
return mixture to full rich when carburetor heat is removed.
(4) Flight Operation During normal flight, leave the carburetor air
heat control in the cold position. On damp, cloudy, foggy or hazy
days, regardless of the outside air temperatures, loo;< out for loss of
power. This will be evidenced by an unaccountable loss in manifold
or RPM or both, depending on whether a constant speed or
fixed pitch propeller is installed on the aircraft. If this happens,
apply full carburetor air heat and open the throttle to limiting
manifold pressure and RPM. This will result in a slight additional
drop in manifold pressure which is normal, and this drop will be
pressure
the ice is melted out of the induction system. When ice
has been melted from the induction system, the carburetor heat
regained
as
control should be returned to the cold position. In those aircraft
equipped with a carburetor air temperature gage, partial heat may be
used to keep the mixture temperature above freezing point (320F.).
WA K NINC;
Caution must be exercised when operating with partial heat on aircraft
that do not have a carburetor air temperature gage. It is advisable, to use
either full heat or no heat in aircraft that are not e~uipped with a
carburetor air temperature gage.
(5)
making a landing approach, the
generally be in the "Full Cold" position.
However, if icing conditions are suspected, the "Full Heat" should
be applied. In the case that full power need be applied under these
conditions, as for an aborted landing, the carburetor heat should be
returned to "Full Cold" after full power application. See the aircraft
flight manual for specific instructions.
Landing Approach
In
carburetor heat should
3-11
SECTION 3
8. ENGINE FLIGHT CHART
FUEL AND OIL
"Aviation Grade Fuel
Minimum Grade
Model Series
0-360-B,
80/Sj
-D
0-360-A I P, -C 1 F, -C4F; HO-360-C 1A
91/96
0-360-C, -F; HO-360-A, -B; IO-360-B,
-E; H1O-360-B
91/96
0-360-52t2
I
I
91/96
1O-360-L2A, -MIA
0-360-A, -C I G, -C4P, -A I H6; TIO-360-C 1 A6D
1O-340-B 1 G6, -C 1 G6, -J, -K2A, -A 1 D6D,
-A3B6, -A3D6D; H1O-360-A 1B
AIO-360-A, -B; IO-360-A, -C, -D, -F
H1O-360-A, -C, -D, -E, -F
or
or
91/96
100/130
100/100LL
or
100LL
100/100LL
100/100LL
100/130
100/130
TIG-3 60-A
1 00/ 1 J 3
NOTE
Aviation grade IOOLLfuels in which the lead
is
limited
continuous
Refer
to
to
use
2
c.c.
per
gal.
in the above listed
content
approved Sor
engines.
are
latest edition of Service Instruction No. 1070.
Fuel
Model
0-360 Series
Max.
Pressure, psi
Desired
Min.
(Except -A 1 C, -C2B,
-C2D); HO-360-A, -C Series
Inlet to carburetor
8.0
3.0
0.5
18
13
9.0
0-360-A 1C, -C2B, -C 1D;
HO-360-B Series
Iniet to carburetor
3-12
TEXTRON LYCOMING OPIEIPATOR’S MANUAL
SECTION 3
Fuel Pressure,
Desired
Max.
Model
psi
Min.
Hi0-360-A1B
inlet to fuel pump
10-360 Series (Except -B 1A, -F I A)
30
-2
Inlet to fuel pump
10-3 60-F I A
35
-2
Inlet to fuel pump
10-360 Series (Except -B 1A),
35
-4
injector
45
14
injector
2
-2
55
-2
55
27
50
-2
45
20
65
-2
65
22
Series, HIO-360 Series
(Except -A IB)
AIO-360
AIO
Series; HIO Series
Inlet to fuel
IO-360-B 1A
Inlet to fuel
HIO-360-E,
-F Series
Inlet to fuel pump
Inlet to fuel injector
TIG-360-A Series
Inlet to fuel pump
Inlet to fuel injector
TIG-3 60-C 1 A6D
Inlet to fuel pump
Inlet to fi~el injector
I
Revised
May
2000
3-12A
SECTION 3
ALLMODELS,
"Recommended Grade Oil
MIL-L-22851
Average
MIL-L-6082B
Ambient Air
Grades
All
Dispersant
Grades
Temperature
SAE 15W50
Above 80"F.
SAE 60
Above 60"F.
SAE 50
30"F. to 900F.
SAE 40
O"F. to 700F.
SAE 30
Below 100F.
Ashless
or
20W50
SAE 60
SAE 40
or
SAE 50
SAE 40
SAE
SAE 20
40, 30
SAE 30
or
or
20W40
20W30
Refer to the latest edition of Service Instruction No. 1014.
OIL SUMP CAPACITY
All Models
I
Minimum
(Except AIO-360 Series)
Safe Quantity in Sump (Except -MIA)
8 U.S.
Quarts
......2 U.S. Quarts
...............4 U.S. Quarts
Dry Sump
IO-360-M1A
AIO-360 Series
OPERATING CONDITIONS
Oil Inlet
Average
Ambient Air
Above 80"F.
Above 60"F.
30"F. to 90"F.
O"F. to 700F.
Below 10"F.
Temperature
Desired
180"F.
(82"C.)
180"F. (82"C.)
180"F. (82"C.)
170"F. (770C.)
160"F. (71"C.)
Maximum
245"F.
245"F.
245"F.
245"F.
245"F.
oil temperature should not be below 140"F.
continuous operation.
Engine
3-12B
(118"C.)
(118"C.)
(118"C.)
(1180C.)
(118"C.)
(60"C.) during
Added
May
2000
SECTION 3
(CONT.)
Maximum
Minimum
Operation,
All Models (Except
Below)
95
55
25
TIO-360-C 1 A6D
95
50
25
90
50
20
Oil Pressure,
psi (Rear)
Idling
Normal
Oil Pressure,
psi (Front)
0-360-A4N, -F1A6
Start, Warm-up, Taxi
and Take-Off
(All Models)
Revised
May 2000
115
3-13
SECTION 3
OPERATDNG CONDITIONS
Fuel
RPM
Operation
HP
Max.
*Max.
Cons.
Oil Cone.
Gal./Hr.
Qts./Hr.
Cyl. Head
Temp.
0-360-P~ -C* I Series
Normal Rated
2700
180
.80
500" F.
(2600 C.)
Perfonnance Cruise
(75% Rated)
2450
135
10.5
.45
500" E (260"
2350
117
9.0
.39
500"E(260" C.)
C.)
Cruise
Economy
(65% Rated)
0-360-B, -D Series
Normal Rated
2700
168
.75
500"E(260" C.)
Performance Cruise
(75% Rated)
Economy Cruise
(65% Rated)
2450
126
11.0
.42
5000 E
(260 "C.)
2350
109
9.0
.37
5000 E
(2600 C.)
0-360-A~P, -A4D, -A4P, -C4P, -F,
Normal Rated
2700
180
-G Series
.80
500"E(260" C.)
Performance Cruise
(75% Rated)
Economy Cruise
(65% Rated)
2450
135
9.7
.45
500"E(260" C.)
2350
117
8.3
.39
500"E(260" C.)
At Bayonet Location
For maximum service life of the
engine mainand 400aF. during con-
cylinder head temperature between 1500F.
tinuous operation.
O-360-C2D Only Take-off rating 180 HP at 2900 RPM, 28 in.Hg.
tain
3-~4
Revised
May
1996
~EXTRON LYCOMING OPERAT~rOR’S MANUAL
SECTION 3
OI’ERATIN~ CONDITI<)NS (CONI:)
Fuel
Cons.
RPM
Operation
HP
Max.
*Max.
OiI Cons.
Gal./Hr. Qts./Hr.
Cyl. Head
Temp.
0-360-52A
Normal Rated
24001
500"
145
E
(260" C.)
2700
Performance Cruise
1800/
(75% Rated)
109
9.3
94
6.8
.36
500" F.
(260" C.)
500"
(260 "C.)
2025
Economy Cruise
1560/
(65% Rated)
E
1755
MO-360-A, -C Series
Normal Rated
2700
’180
.80
500"E(260 "C.)
Performance Cruise
(75% Rated)
Economy Cruise
(65% Rated)
2450
135
9.7
.45
500"
2350
117
9.0
.39
500"
E
(260" C.)
F.(260 "C.)
HO-360-B Series
Normal Rated
2900
180
.80
500"E
(260" C.)
Performance Cruise
(75% Rated)
Economy Cruise
(~5% Rated)
2700
135
10.5
.45
500"
F.(260" C.)
2700
117
9.0
.39
500"
F.(260" C.)
Bayonet Location For maximum service life of the engine anaintain cylinder head temperature between 150"E and 400"E during continuous operation.
At
Added
May
1996
3-14A/B
SECTION 3
Operation
RPM
HP
(CONT.)
Fuel
Max.
Cons.
Oil Cons.
Gal./Hr.
Qts./Hr
Max.
Cyl.
Head
Temp.
1O-360-A, -C, -19, -J, -Kr AIO-360 Series
Normal Rated
2700
200
.89
500"F.
(260"C.)
Performance Cruise
(75% Rated)
2450
150
12.3
.50
500"F. (260"C.)
2350
130
9.5
.44
500"F.
Economy Cruise
(65% Rated)
(260"C.)
10-360-B1 -E, -F Series (Except -B IC); 10-360-M 1A**
Normal Rated
2700
180
.80
500"F.
(260"C.)
Performance Cruise
2450
(75% Rated)
Economy Cruise
2350
(65% Rated)
135
11.0
.45
500"F.
(260"C.)
117
8.5
.39
500"F.
(260"C.)
.79
500"F. (260"C.)
1O-360-B IC
Normal Rated
2700
177
Performance Cruise
2450
(75% Rated)
Economy Cruise
2350
(75% Rated)
133
11.0
.45
500"F.
(260"C.)
115
8.5
.39
500"F.
(260"C.)
For maximum service life of the engine
Bayonet Eocation
maintain cylinder head temperature between 150"F. and 400"F during
Ar
continuous
This
operation.
engine
has
an
alternate
rating
3-15
SECTION 3
OPERAT~G CONDITIONS (CONT.)
Fuel
Cons.
Operation
RPM
HP
Max.
*Max.
OilCons.
Cyl. Head
Temp.
Gal./Hr. Qts./Hr.
IO-360-L2A
Normal Rated
2400
160
.52
500"F.
(260"C.)
Performance Cruise
(75% Rated)
Economy Cruise
(65% Rated)
2180
120
8.8
.39
500"E
(260"C.)
2180
104
7.6
.34
500"E
(260"C.)
.80
5000F.
(2600C.)
HIO-360-A Series
Normal Rated
2900
180t
Performance Cruise
(75% Rated)
Economy Cruise
(65% Rated)
2700
135
11.0
.45
500"E
(2600C.)
2700
117
9.5
.39
500"F.
(260"C.)
.80
500"E
(260"C.)
12.0
.45
500"E
(260"C.)
10.0
.39
500"E
(260"C.)
HIO-360-B Series
Normal Rated
2900
180
Performance Cruise
(75% Rated)
Economy Cruise
(65% Rated)
2700
135
2700
At Bayonet Location
tain
For maximum service life of the engine mainhead temperature between 150"E and 400"E during con-
cylinder
operation.
tinuous
t
at 26
3-16
inches
Hg. manifold
pressure.
Revised
May
1.996
TEXTRON LYCBMING OPERATOII~’S MANUAL
OPERATING CONDIIIONS
Fuel
Cons.
Operation
RPM
HP
SECTION 3
(CONT.)
Max.
*Max.
Oil Cone.
Cyl. Head
Temp.
Qts./Hr.
WIO-360-C Series
Normal Rated
2900
205
.91
5000F.
(2600C,)
Performance Cruise
(75% Rated)
Economy Cruise
(65% Ratedj
2700
154
12.5
.52
500"E
(2600C.)
2700
133
10.5
.45
500"F.
(260"C.)
.85
5000F.
(260"C.)
HIO-360-D Series
Normal Rated
3200
190
Performance Cruise
(75~G Rated)
Economy Cruise
(65~c. Rated)
O
320()
142
12.0
.48
500" F.
(260 C.)
3200
123
10.0
.41
5000F.
(2600C.)
.85
500"E
(260"C.)
HIO-360-E Series
Normal Rated
2900
190
Performance Cruise
(75cio Rated)
Economy Cruise
(65% Rated)
2700
142
11.8
.47
500"F.
(2600C.)
2700
123
10.0
.41
500"E
(260"C.)
Bayonet Location For maximum service life
tain cylinder head temperature between 150"F. and
tinuous operation.
At
Added
May
1996
of the
engine main400"F. during con-
3-16A
SECTION 3
0-360 and ~SSOCIATED MODELS
OPERATING CONDITIONS (CONT.)
Fuel
Operation
RPM
HP
Max.
*Max.
Cons.
OilCons.
Gal./Hr.
Qts.Mr.
Cyi. Head
Temp.
HIO-360-F Series
Normal Rated
3050
190
.84
500"E
(260"C.)
2700
142
.47
500"F.
(260"C.)
2700
123
.46
500"F.
(260"C.)
Performance Cruise
(75% Rated)
Economy Cruise
(65% Rated)
At Bayonet Location
tain
For maximum service life of the
cylinder head temperature
tinuous operation.
3-16B
10.0
between 150"F. and
engine main400"E during con-
Added
May
1996
Fuel
Operation
RPM
HP
SECTION 3
(CONT.)
Max.
Cone.
Oil Cons.
Gal./Hr.
Qts;/Hr.
*Max.
Cyl. Head
Temp.
TIG-360-A Series**
Normal Rated
2700
200
.89
500"F.
(260"C.)
Performance Cruise
(75% Rated)
Economy Cruise
(65% Rated)
2450
150
14.0
.50
500"F.
(260"C.)
2350
130
10.2
.44
500"F.
(260"C.)
.70
500"F.
(260"C.)
TIO-360-C Series**
Normal Rated
2575
210
Performance Cruise
(75% Rated)
Economy Cruise
(65% Rated)
2400
157.5
13.2
.53
500"F.
(260"C.)
2200
136.5
10.2
.46
500"F.
(260"C.)
Bayonet Location For maximum service life of the engine maintain cylinder head temperature between 150"F. and 400"E during continuous operation.
At
MAXIMUM TURBINE INLET TEMPERATURE
~650"E
(898.8"C.)
9. SHUT DOWN PRO@EDURE
a.
Fixed
Wing
(1) Set propeller governor
applicable,
(2) Idle until there
Revised
May
1996
is
a
control for minimum blade
decided
angle
when
drop in cylinder head temperature.
3-17
TEXTRON LYCOIMING OPERATOR’S RZ~IUYUAL
SECTION 3
9. SHUTDOWN PROCEDURE
a.
Fixed
Wing (Cont.)
(3) Move
mixture control to "Idle Cut-O~’.
(4) When engine stops,
b.
(CONT.)
turn off switches.
Helicopters
(1) Idle as directed in the airframe manufacturer’s bandboolt, until
there is a decided drop in cylinder head temperature.
(2) Move mixture
control to "Idle Cut-O~’.
(3) When engine stops,
3-~8
turn off switches.
Revised
May
~996
TEXTRON LYCOhaING OPERATOR’S MANUAL
SECTION 3
NOTE
Figure 3-2 (Power Cz´•crue
mnnunl hns been
editions
on
()-360-A-C
Previous
by Ftgure 3-34,
Senes)
in
3-50.
Added March, 1990
3-1SA
TEXTRON LVCOMIING OPERATOR’S MANOAL
03~0 and ASSOCIATED MODELS
SECTION 3
CURVE NO. 10818
se
Figure 3-3. Power Curve
0-360-B,
-D Series
3-~9
SECTION 3
CURVE Ne 12121-8
Figure 3-4. Part Throttle Fuel Consumption
0-360-C2B,-C2D
3-20
TEXTRON LYCOMING BPERATOR’S MANUAL
SECTION 3
CURVE NO 12880
PART THROTTLE FUEL CONSUMPTION
LYCOMING ENGINE MODEL
HO-360-BSERIES
COMPRESSION RATIO
SPARK TIMING
CARBURE1’OR
17
16~
8.5:1
25" ETC
BENDIX PSH 5BD
FUEL GRADE, MINIMUM
91/96 OR 100/130
OPERATION CONDITIONS
STANDARD SEA LEVEL
OPERATION WITH EXTERNAL COOLING SUPPLY
MIXTURE
FULL RICH
14
13
12
11
10
~4#9
5uj
LLj
8ai
~JI
.40
80
Figure
100
120
140
160
ACTUAL BRAKE HORSEPOWER
3-5. Part Throttle Fuel
180
Consumption
HO-360-B ,Ceries
3-21
TEXTRON LYCOMING OPERATOR)S MANUAL
SECTION 3
CURVE NO. 126998
IO-360-A,C,D AND -J SERIES
AIO-360-A SERIES
COMPRESSION RATIO
8.70:1
SPARK TIMING
FUEL INJECTOR,
FUEL GRADE MINIMUM
25" ETC
BENDIX RSA-SAD1
1001130
MANUAL TO BEST ECONOMY
OR BEST POWER AS INDICATED
MIXTURE CONTROL-
85
PERCENT
RATED POWER
75
BESTPOWER
I~
h
65
Pd 70
55
t
O
Z
O
O
W
3
u.
SETTING
ECONOMY
100
120
140
160
180
Figure 316. Part Throttle Fuel Consumption
IO-380-A, -C, -D, -J, -K; AIO-360 Series
3-22
200
SECTIOIY 3
CURVE NO 12849-A
PARTTHROTTLE FUEL CONSUMPTION
IO-360-B,-E,-F AND MIA SERIES
COMPRESSION RATIO
SPARK TIMING
FUEL INJECTOR,
MIXTURE CONTROL-
8.50:1
25" ETC
PAC TYPE RSA-SAD1
MANUAL TO BEST ECONOMY
FU EL GRADE MINIMUM
91/96
PERCENT
RATED POWER
hl__ I
I
I
85
ld0~
Z
75
I
ai
o
55
i
~I
I
1
/u/Z’
45
u)l
z
,g
OYr"’~n
~J
iL1
3~´•
rg
~JB
30
80
100
120
140
160
180
Figure
3-7. Part Throttle Fuel
10-360-B. -E, -F. -M 1A Series
Consumption
(Escepting IO-360-B 1 A.
-B
1C)
3-23
SECTION 3
CURVEIJO. 12731
11111~
Figure 3-8.
3-24
Part Throttle Fuel
IO´•360-B~A
Consumption
TEXTRON LYCOMING:~PERATOR’S MANUAL
0-360 and ASSOCIATED I~ODELS
SECTION 3
PARTTHROTTLE FUEL CONSUMPTION
LYCOMING MODEL IO-360-B1C SERIES
COMPRESSION RATIO
SPARK TIMING
FUEL INJECTOR
8.5:1
250 ETC
BENDIX MODEL RSA-SAD1
MIXTURE CONTROL-MANUAL TO BEST ECONOMY
100/130
FUELGRADE, MINIMUM
CURVE NO. 12952
90
O0~
80
M
i
PERCENT
RATED
70
65
m
O
ca
z
O
60
oo~
50
o
z
o
ts:
W
51)
u.
W-m
V)
40
w~
ct
~o
Xo
5
30
80
100
120
140
160
180
Figure
3-9. Part.Throttle Fuel
Consumption
10-3 60-B 1 C
3-25
SECTION 3
CURVE N013518
LYCOMING MODEL: 10360-L
COUPRESslON RATIO:
sF~RK TIMING:
15’ ETC
FUU E3JECTDR:
PAC RSAMDI
YUCNRE COHIROL:
LMNUM TO BEsT ECONOMY
OR 8E8T PO\NER As INDICATED
FUEL
Cro
GRADE,
MINIMVM:
OllPa
PERCENT
RATED
POWER
85
IE
"I~
o
50
etl
EE
80
l40
100
180
Figure
3-9A. Part Throttle Fuel
Consumpti~n
IO-360-L2A
3-26
Revised
May
1996
SECTIBN 3
FUEL FLOW
vs PERCENT RATED POWER
LYCOMING MODEL TIO-360d SERIES
COMPRESSION RATIO
7.30:1
SPARI< ADVANCE
250sTC
FUEL INJECTOR
BENDIX RSA-5AD1
TURBOCHARGER
AIRESEARCH TE04
MIXTURE CONTROL-MANUAL TO FLOWMETER GAGE
FUEL GRADE, MINIMUM
100/130
CURVE NO. 13078
130
L
m’
O
90
-J
LL
W
I~
70
LL
50
30
50
60
70
80
90
100
PERCENT RATED POWER
Figure
Added
May
1996
3-10. Fuel Flow
Percent Rated Power
TIG-360-A Series
vs
3-26A/B
SECTION 3
FUEL FLOW vs PERCENT RATED POWER
LYCOMING
HIO-360-D SERIES
ENGINE SPEED
3200 RPM
MANUAL MIXTURE CONTROL TO FLOW METER GAGE
CURVEN0.13063A
100
90
I
80
00
70
O
u,
d
60
L~i
LL
50
40
50
60
70
80
90
100
PERCENT RATED POWER
Figure
3-11. Fuel Flow
Percent Rated Power
HIO-360-D Series
vs
3-27
~WET I OF? CURIF WO. ISOII-~
cn
cl
M
X
d
c3
g
z
36
WO
S
Z
180
I~
O
51
~60
C,
o\
B
O
~’d
a
140
a
B
TJg
~n
C"
Y
O
~3
O
ti5
120
*so
-sx
M
a
e
Z
d
a
Figure 3-12.
Sea Level and Altitude Performance
HIO-360-D
Sheet
of 2
m
r
r
~d
CURVE NO- 13444-0
(p
r´•
NOMINAL ALTITUDE PERFORMANCE
NOMINAL SEA LEVEL PERFORMANCE
C
V,
F.HP.~D 3200 RPM
(D
a
F.HP. O 3000 RPM
r
Nominal Max.
42
Cent. Power
37
O
SHEET 2
W
Q,
O
Lvcoming Helicopter Engine
Performance Data
.50 B.S.F.C.
Pressure
Hg.
In.
_
Fuel Grade:
B
190
4
10.0:1
Compression Ratio:
Fuellnjealor: Bendi. RSA-7*PII
DPV
C--C- --c---r-- c
I
a
Min. 1001130
TO FIND ACTUAL HORSEPOWER FAOM
:I.
SP
AND AIR INLET TEMPERATURE.
-~t-
t~
a
o
i. LOCATE A ON FVLL THROTTLE ALTI.TVDE
CURVE FOR GIVEN R.P.M. MANIFOLD PRESS
180
tQ
O
2. LOCATE B DN SEA LEVEL CURVE FOR
I~
R.PM. a MANIFOLD PRESSURE a TRANSFER
c
t
.t
t~l
TOC.
3. CONNECT A
a c sv STRAIGHT LINE ANO
READ HORSEPOWER AT GIVEN ALTITUDE D.
4. MODIFY HORSEPOWER ~T D FOR VARIATION
~5!
170
n
S"NDARD*LTI~UDE
[IBH.P FHP)´•(~PO=T: )08)
t
I
1
l\r
1
I
I-1
I
Temp.
For Continuous
TS
It
e~
M
r
Correct ForDilterence Bet~vreen Std
Alt. Tem,
150
FHp.
ncTunL B.H.P
,7,
r
o
I
1BO
Z
O
TEMRRATURE~TB
eY FORMULA.
I
O
n
OF AIR INLET TEMPERATURE T FROM
d
S
And Actual Inlet Ai.
In AEcortiance Wtth Note 4.
Z
r/l
Operation
O
I
a
140rtt
i
ttr
m
I
~FI
H
--I
25~
130
Y
O
g
249.
o
2I-
E
23-
120
58
E_
150
TS
r
o
sEn
OF
STANDARD ALTITUDE TEMPERATURE TS
17
18
19
20
21
22
23
24
25
26
ABSOLUTE MANIFOLD PRESSURE. IN. HG.
W
co
27
28
1
2
3
4
5
6
7
B
9
10
11
12
m
Z
C
c4
r
LEVEL
13
14
15
16
17
Is
19 2021222324
50
PRESSURE ALTITUDE IN THOUSANDS OF FEET
Figure 3-13. Sea Level and Altitude Performance
HIO-360-D
Sheet 2 of 2
O
w
SECTION 3
CURM: N0.12944
FUEL FLOW VS. PERCENT RATED POWER
TEXTRON LYCOMING MODEL HIO-3s0-A SERIES
FUEL INJECTOR
BENDIX RSA-5AB1
ENGINE SPEED
2900 RPM
110
100
90
i"
w’ io
so
so
40
50
60
70
80
90
PERCENT RATED POWER
Figure 3-14.
Fuel Flow
prs
Percent Rated Power
HIO-360-A Series
3´•30
100
TEXTRON LYCOMING OIPERATOR’S MANUAL
SECTION 3
FUEL FLOWVS. PERCENT RATED POWER
LYCOMING MODEL HIO360-B SERIES
FUEL INJECTOR
BENDIX RSILSAB1
ENGINE SPEED
2500, 2700, 2900 RPM
100
90
B
80
70
IL
60
50
40
50
Figure
60
70
80
90
PERCEIVT RATED POWER
3-15. Fuel Flow
100
Percent Rated Power
HIO-360-B Series
vs
3-31
SECTION 3
CURVE NO. 12972
FUEL FLOW vs PERCENT RATED PC~NER
AVCO LYCOMING ENGINE NOOa
FUEL INJECTOR
ENGINE SPEED
HIO-360-C SERIES
BENDIX
RSA-SADI
2900 RPM
MANUAL MIXTURE CONTROL TO FLOWMETER GAGE
Ls~h)
49
50
(iO
lo
´•so
PERCENT ~TED POWER
Figure 3-16.
Fuel Flow
vs
Percent Rated Power
HIO-3~0-C Series
3-32
P
100
~7
8~
~II1I
t
z
II
t~l
O
3
II11I~IIP1IBII
18111I~I%Bll
z
O
181~1111
1
O
8"
5S
P
%Btlil~
;4
5:
Figure 3117. Sea Level and Altitude Performance
0-360-A, -C Series (except those listed for Figure
3-35);t:m
6
z
r
v,
02
cu
(p
PwESSRIETRRA#FFRTO C.
8T~UIOHTUNEAH)-READ
CONNCTAIC
PERFORMANCE DATA
ALTITUDE PERFORYAWCE
MAWMUM POWER MUCTURE
UNLESS OMERIMSE NOTED
D.
Y001FvHoRsEPCm~R
B
T FROM 8TANLIIRD
Kmu#
TEUPBUTIFIE
BYMRUM
ABs.DRYLUHMLD
PRESSURE W Ri
ENGINE MODU
0200020,- C2D
TRROTRE RPY.
S
X
W
1
O
Z
"’l70
Y’
II!
CORRECTKmFMIEACH"
1
1
I
I
1
1
I
I
II
II
I´•
NO DC~ERNAL MUCNRE
HEATERUSED
A
O
1(#)
Tg
CORRECT MR DIFFERENCE REIHlEEN
ALTTEMRT
ACCORDANCE HIIM NOfE 4
NORMAL RATED
#MIW
nmo RP~I.
FULL ~wcn
MMNRE
150
aF
lOCPZRX)IIPM
UITISOUm
P~BLSUIE
2hQHO SL
B
PKi~NE
RP.M.
00
Z
COMPRESSION RATIO B.5:~
BENMX
FUEL GRADE, MINIMUM 21101
1)C
FROM
O
II
Ts
HP.ATDX
IACTUAL KP.
O
LYCOMPn~3AIACRAFT
HEUCOPIER ENGINE
CUM FI# ONER RP$L LLAF(FOU) PRESI.
toum~on
LOCATE B 43 8EALElfiLCURIIE FOR RPY A YAHOU)
O
t
Ij
C"O
o
I~
21
n.
130
w
FULL tHROTTLE
HORSEPOWER
ZERO RAM
m
e
1I
1
1/I
m
IIo
O
XI
C)
Cjj
--1
o
T -r
Y
,S
02
i,
MsoumluwaDPRssurwne
Figure 3-18.
Z
O
(I
,11D
22
Z
,7;
~e
0-360C2B, -C2D
~Im
v,
Q
CURVE NO. 10819
TO FINDACTUAL HORSEPOWER FROM
R.PM., MANIFOLD PRESSURE AND AIR
INLET TEMPERATURE.
ALTITUDE,
LOCATE A ON FULL THROTTLE ALTITUDE CURVE
FOR GIVEN R.PM. 8 MANIFOLD PRESS.
LOCATE B ON SEA LEVEL CURVE FOR R.PM. (L
MANIFOLD PRESSURE 8 TRANSFER TO C.
SEA
LEVEL
PERFORMANCEtlFULLTHRO‘TT~E
3. CONNECT ABC BY STRAIGHT LINE L READ HORSEPOWER AT GIVEN
ALTITUDE D.
4. MODIFY HORSEPOWER AT D FOR VARIATION OF AIR INLET TEMPERATURE
T
FROM STANDARD ALTITUDE TEMPERATURE
TS BY FORMULA:(APPROXIMATELY i% CORRECTION FOR EACH 10" F
VARIATION FROM TS)
Isb
HP AT
D~y
460 +T
W
O\
o
P)
m
X
S= ACTUAL H.P.
I
ZERO RAM
ALTITUDE PERFORMANCE
NOfrmYVRATEDP(U\ER
2700 RPM
FUL ACH MXFUF~E
TECTRON LYCOMING AIRCRAFT
ENGINEPERFoRMANCEDATA
vl
v,
MAXIMUM POWER MIXTURE
UNLESS OTHERWISE NOTED
ENGINE MODEL 0-38~8 8-D
SERIES
COMPRESSION RATIO
7.20:1
CARBURETORMARML- SCHEBLER MA-4-5
FUEL
MINIMUM
80/87
O
160
ABS. DRY MANIFOLD
vj
PRESSURE-IN. HG
140
o
BRAKE HORSEPOWER
f
O
Z
O
r
m
O
o
n
r)
120
FULL THROTTLE R.PM.
Z
100
tJ
O
so
r
V]
LIMITING MAN PRESS.
FOR CONTINUOUS
m
OPERATION
CORRECT FOR DIFFERENCE BETWEEN STD.
ALT TEMP. Tfi AND ACTUAL INLETAIR TEMP.
IN ACCORD~UCE WTTH NOTE 4
60
0~
I
r
I
ii
I
1
I
1
ii
I
I
I
I
I
I
I
I
I
I
I
I
1
1
1
I
I
1
I
I
I
I
1
III
I
I
I
I
1
C)
1171
1
I
III
I
V,
~fl
r
~rl
a
rr~l
v,
m
STANDARD ALTITUDE TEMPERATURE Tr -’i~ft+tt+t’
c*
18
19 20 21
22 23 24 25 28 27 28
ABSOLUTE MANIFOLD PRESSURE. IN. HO
29
i
TI
i
i
i
T
i
i
i
i
-so
1
2
3
4
5
6
7
8
9
1011 12 131415 Is 1118192021222324
PRESSURE ALTITUDE IN THWSANDS OF FEET
U1
Figure 3-19. Sea Level and Altitude Perfonnance
0-360-B, -D Series
o
T’
.50
1~
c>
--i
O
Z
w
Z
C
r
CURVE NO.12881
TO FINDACTUM HORSEPOWER FROMALTITUDE, R.P.M., MANIFOLD PRESSCIRE
t-ttt-I
AIRPILETTMPE6ATURE.
W
63
1~ LOCATE A ON FULL THROTTLEALTITUDE CURVE FOR OVEN R.PM. MANIFOLD PRESS
LOCATE B ON SEA LEVEL CURVE FOR R.PIL st MANIFOLD PRESSU~E a TRANSFER TO C. -~-t-t-t-’
3. CONNECT Aa C BY STRAK;HTUNE AND ~EAD HORSEPOWER AT GIVEN ALTITUDE D.
i. MODIFY HORSEPOWERAT D FOR VARIATION OFAIR INLET TEMPERATURE T FROM
STANDARD ALTITUDE TEMPERATURE
BY FORMULA
d
ABS. DRY MANIFOLD
PRESSURE- IN mG
g
HP. AT D X
v
400+ T
HP.
q
APPROXIMATUY 110
CORRECTION FOR
10’ F.VAR1AtlON
FROM
NLLTHRO~E R.PM.
~g)
sf28
V)
66
PERFORMANCE DATA
C)
MAXIMUM PO\IMR MDCTURE
ENGINE MODEL
HO-3~0-B SERIES
COMPRESSION RATIO 8.5:1
CARBURETOR BENDU( PSHSBD
FUEL GRADE, MINIMUM 91196
NOEXTERNALMIXTURE
HEATER USED.
O
m
Z
W
A
O
Z
P
TS
CORRECT FOR DIFFERENCE BETWEEN
STD. ALT TEMP. T AND ACTUAL INLET
180
120 HP
LYCOMING AIRCRAFT
HELICOPTER ENGINE
TEMP. IN ACCORDANCE WITH NOTE 4
28#) RP.M.
ENGINE
R.PII.’
1
O
10
142
Z
~o
o
TI
100
8
P.
a,
~I
q
VIVI O
O
mao
n
+50
0
ts
to
20
21
22
22
21
25
25
n
25
20
ABSOLUTE MANIFOLD PRESSURE, IN. HO
1
4~50
STANDAID ALTITUDE TEMPERANRE T
--i
F
m
1
2
j
4
5
B
7
a
g
10
11
12
1J
14
Z
151817~8192021pp21
HO-360-B Series
o
b
655
r
vl
NO.1
TO FINDACNAL HORSEPOWER FROM ALTITUDE, R.P.M., MANIFOLD PRESSURE AND AIR INLET
TEMPERATURE.
i. LOCATE A ON FULL THROTTLE ALTITUDE CURVE FOR GIVEN R.PM. MANIFOLD PRESS.
2. LOCATE B ON SEA LEVEL CURVE FORR.PM. 8 MANIFOLD PRESSURE 8 TRANSFER TO C.
3. CONNECTA
C BY STRAIGHT LINE AND READ HORSEPOWER AT GIVEN ALTITUDE D.
4. MODIFY HORSEPOWERAT D FOR VARIATION
OFAIR INLETTEMPERATURE T
FROM STANDARDALflTUDE TEMPERATURE TS
BY FORMULA:
APPROXIMATELY i% CORRECTION FOR EACH 10’ F.VARIATION FROM
ENGINE MODEL
AEIO -360-A SERIES
COMPRESSION RATIO
8.7:1
FUEL INJECTOR BENDIX.
RSA-SAD´•1
FUEL GRADE, MINIMUM
~0011
NO EXTERNAL MIXTURE
HEATER USED.
v,
HP.ATACTUAL H.P.
460+T
Y
g
SEA LF~B PEBOF~M9M:
ALTITUDE
ZERO RAM
200
RATED POWER
P)
13
P1
m
X
O
CI
Z
ABS. DRY MANIFOLD
PRESSURE-IN. HG
2700
ENGINE R.PM.
TE(TRON LYCOMING AIRCRAFT
ENGINE PERFORMANCE DATA
LI:’’~
I Is In-n
FULL THROTTLE R.PM.
t~
i80
CORRECT FOR DIFFERENCE BEIWEEN STD.
ALT TEMP. Ts AND ACTUAL INLET AIR TEMP.
IN ACCORDATilCE WITH NOTE 4
160
k
n
r
O
Z
O
vl
O
140
a
1~0
t~
O
8
100
LIMITING MAN PRESS.
FOR CONTINUOUS
OPERATION
m
80
+50
Z
O
STANDARDALTITUDE TEMPERATURE i
18
13
20 21
ABSOLUTE MANIFOLD PRESSURE, IN. HG
O
-’F
-50
1
2
3
4
5
8
7
8
0
10
11
12
13 11 15 is 17 18 13 20 2122 23 24
Figure 3-21. Sea Le~el and Altitude Performance
IO-360-A, -C, -D, -J, -K; AIO-360 Series
T1c
r
w
O
Z
W
CURVE Nc. 12850
r
V)
m
c>
O
Z
w
r
O
a
Z
r
O
O
Z
HI
cn
a
~4
a’zi
O
c>
-I53
m
if
Figure
3-22. Sea Level and Altitude Performance
IO-360-B, -E, -F Series
Excepting IO-360-B1A, -B~C
c;l
O
13
m
r
m
Z
C
x
Z
(3
c~
o
o
t;
flillreilE13c3
O
~t
z
o
o
d~UIPI
:%6~lbLll"cih;
5
z
7F
O
Figure 3-23. Sea
Level and Altitude Performance
IO-360-B~A
Z
rn
~P
7
O
z
5~
w
~t
r
A
O
E
Z
r7
O
K
~o
o
z
rj
O
o,
=J
h
n
v,
O
~p
R
’II
O
$p
cii
-13
m
c~
IO-360-B1C
O
tl
m
r
1~
Z
C
~d
(O
1
rn
(D
a
TO FIND ACTUAL HORSEPOWER FRO MALTITUDE, R.P.M.T MANIFOLD
PRESSUREANDAIR INLETTEMPERATVRE.
1. LOCATE A ON FULL THROTTLE ALTITUDE CURVE FOR GIVEN R.P.M.
MANIFOLD PRESS
2. LOCATE B ON SEA LEVEL CURVE FORR.P.M. B MANIFOLD PRESSURE 8
TRANSFER TO C.
3. CONNECT A 8 C BY STRAIGHT LINE AND -READ HORSEPOWER AT
GIVEN ALTITUDE D.
4. MODIFIHORSEPOWERATD FOR VARIATION
OFAIR INLETTEMPERATURE TS FROM
r
(D
o
CD
HP.AT
CD
460
ACTUAL H.P.
T
SEA LEVEL
PERFORMANCE
W
CD
APROXIMATELY1D~CORRECTION
RATED POWER
1
160 HP -2400 R.P.M.
FOR EACH 10’ F.VARIATION FROM
i
CD
9)
0<
0\
__~
cD
i
i
OJ
~e
h~
cD
w
i--
’d
~_..i
B
i-- i
i
--.i
-t- i-t- -
i-i
w
P
i.
18
i
__iL..
20
t--l
-i--i
_~.
´•---t--
L4
w
t
24
iC~
O
O
C~
2:
9
C3
r
M
r)
1
ti
:-i-$
El
m
r
z
O
o
V)
i~ t---t -I----f-~
cl
_cl
i_._,.
O
._-___i
;a
1___~ _I.
i
i
I_
i:ir
i
i
V1
t--
._..
I-
I
i__
t
TS
+50
1
i---i _T_I
irl
-C-
4
Z
iii
+50
+50
aC
M
I
.c~
F1
,I------c-.c-
STANDARDALTIT!~DE TEMPERATURET
C~
"F
cl
26
C(
i~J
60~----1-
i~, I[I
22
X
I~
rn
il-J
m
i
m
y
i-
!_i._li
f--
O
rp
~--1-
~3
a
M
80~--
i-----
(p
._
i
.ir,
---i
n0
ac
J
-C-
~-´•i
~CI-l
t
t--´•
,loo
9,
93
J
O
C-C-C--i--
.120
o
o,
ct
C
f-
t-i
pi
i
r
i
W
0\
O
O
L
i*d~
,_
IN ACCORDANCE WITH NOTE 4
FULL THROTTLE RP.M
26
i--
r
I
B
I
O
IO-360-UAI
FUEL GRADE:
MINIMUM 91/96
ABS. DRY MANIFOLD
PRESSURE-IN. HG
~a
a
´•---C
-t--
(D
ENGINE:
CORRECT FOR DIFFERENCE
BETWEEN STD. ALT.TEMP.T
-11-1~_
\O
w
MAXIMUM POWER
MIXTURE
TS
13
P
‘O
PERFORMANCEDATAl
I
as
C
b
o
j! jj
LYCOMING
AIRCRAFT ENGINE
TS
BY FORMULA:
tJ
CURVE NO. 13516A
CURVEN013516-A1
28
ABSOLUTE MANIFOLD PRESSURE, IN HG
SEA
LEVEL
1
2
3
4
5
a
7
s
9
10
11
12
13
14
15 16
17 16 19 202122 2324
O
z
w
r
W
m
o
S~A LEVEL
m
TO FIND
ACTUAL HORSEPOWER
CURVE NO.13549
PERFORMANCE
LYCOMING
FROM ALTINDE. RP.IK. MANIFOLD PRESSURE AND AIR INLET
1. LOCATE A ON FULL THROrnr ALTITUDE CURVE FOR ONEN R.P.M. MI\NIFOLO PRESS.
r
(JQ
C
CI
LOCATE B DN SEA LEVEL CURVE FOR R.P.M.
PRESSURE a TRANSFER TO C.
CONNECTA a C Br STRAKiHT LEE AND
HORSEPOWER AT GIVEN ALTITUDE D.
MODIFI HORSEPOWER
60
ATDFORVARUTKONOF
W
AIR INLET TELRERATURE
T FROH STANDARD
ALTITUDE
h)
READ
W
TEMPERATURE T
a
60
00
W,
O\
z
10’ 5.ARRATnol
FRom
CORRECT FOR DIFFERENCE
BETWEEN STD. ALT TEMP. T
d
TS
ENGINE
120
R.P.M.
a
~n
rn
lr
Z
O
O
CFI
m
L´•j
O
I
O
3c~
60
C,
~n
o
Ic,
L~
O
3
a
so
Co
Y
~E
~3
m
g
"z
o
(0
C1
+50
Et
o
ST*IYD*I~DILTITVDE IWPERANRE
b
T -’F
O
.50
~D
1~
20
P
p
ABSOLUTE MANIFOLD
24
25
1
II
2)
2
29
)N. HG.
L__
\O
~O
\o
C~
C)
D)
(0
1
r
W
Q\
o
6
F
c
a
(0
o
(p
Z
O
4
a
X
HEATER USED.
oo
a
a
m
w
140
03
k
cl
Z
NO EXTERNAL MIXTURE
P
CORRECTION FOR EACH
pi
8
160
455+1
Co
P,
e>
c3
Y
ENGINE MODEL, IO-360-M1A
COMPRESSION RATIO 8.5:1
FUEL INJECTOR: PAC RSA-SAD1
FUEL GRADE, MINIMUM: 91196
ENGINE SPEED: 270(1 RPY
FULL THROTTLE R.P.M.
180
ACTUAL
c(
ABS. DRY WNIFOLD
g
RATEDPOWER
180 2100 RP.H.
t5P+TS
P
PERFORMANCE DATA
Mb~NIFOLD
,,~wo
HP. AT D
ENGINE
c~
J
4
5
S
PRESSURE
__~L"LYUV"L
I
I
D
(O
1(
12
1J
15
15
15
(7
1((9 20
IN THOUSANDS OF FEET
ALTITUDE
nLII
I Y´•
2122 23 21
e~
m
P
rn
C
Z
g
r7
n
O
3:
c~
d
Z
O
O
8
z
C~
Figure 3-25.
HIO-360-A Series
r
CURVE N0.12~41-A
O
b
m
h3
7
O m
ZX
,P
W
--I
O
I
I
O
a
w
z
C)
~o
P,
3
v,
v,
O
O
Ijj
1]
m
Figure 3-26.
HIO-360-B Series
iC
O
m
FS;
Z
C
Q
w
CYRVEN..12973-A
O
--I
"m
I
P.
a
n
C~
v,
O
X
O
Z
c>
,Ym
O
m
n3
z
00
1~0
r
v,
r
O
m
a
120
cj
XI
100 :.-"i’":_:l’"’-"-
V)
-:i,::::;:
M
o
m
i--:(
__ ::l.i:’.::::’:;:’’il-´•:::::_-:
a
~1
"-:I’::
ii´•~s W´•8~"i-
__:
i
:_,
_
r
.r
O
~O
b
cu
Figure 3-27.
HIO-360-C Series
Z
C
Z
b,
SHLET
:-"’"’’’"X’
FT
i"" :i~"-"
I OF
3
CURVE NO. 13019
i8
~-´•kl
-:s~:-5
~P
rn
´•~a::i"
-I
´•i z
O
m
Z
X
w
a
-I
O
5
~W
z
r
O
3:
C
Q
Z
o
O
ru
Ig
wO
40
20
3
9.
V,
v,
C+50
O
r,
O
v,
-50
-I
m
Z
Figure 3-28.
Sea Level.and Altitude Performance
TIG-360-A Series
Sheet
of 3
OKF
tl
m
r
O
SHEET
ZOF 3
CURVE NO. 13079
w
a\o
o~
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140
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100
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m
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~z:
d
op
w
b
zr
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Figure
TIG-360-A Series
Sheet 2 of 3
a
YIEET 3 OF 3 CORVE WO. 11019
o
E
a
O
E
u
o
53~
CY
w
a
P~
o
o
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Z
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u
9
z
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w
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Figure 3-30.
TIG-360-A Series
Sheet 3 of 3
Fig\lre
3-31. Fuel Flow
Percent
PIIO-36~-E, -F Series
vs
SECTION 3
Povver
3-97
Co
m
b
C)
oo
n
f
C1
M
X
2
~a
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s
8
0
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o
120
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Q
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e
3´•
vl
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C"
O
56
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r)
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m
a
~sI 2!
o
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a
Figure
3-32. Sea Level and Altitude Perfonnance
HIO-360-E Series
m
r
rn
r
cl
M
C
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c3
a
v,
o
C
5~
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c,
mO
a
cl
o
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a
a
F~
m
O
Cd
8
~I
I"
m
r,
C1
O
w
b
(O
Figure 3-33. Sea
Level and Altitude Performance with
Kit SK-28-12~000 HIO-360-E Series
Turbochager
Z
W
Z
d
r
LYCOIMING OPERAa’OR’S MANU~QL
SEC~IOl\a 3
~-368 and ASSOCIATEI~
IMODE~S
LYCOMING 0-360, 180 HP SERIES
COMPRESSION RATIO
SPARK ADVANCE
8.50:1
25"BTC
CURVE N0.13357
16
n~
14
~j
12
q
10
so
60
70
80
90
100
PERCENT RATED POWER
Figure
B
3-34. Fuel Flow
0-360-A, -C, -F,
3-50
-G
vs
Percent Rated Power
Series;
HO-360-C1A
Revised
May ~996
TEXTRON L~COMING
SECTION 3
Curve No.
13514
TEXTRON LYCOMING 0-360-J ~45 HP
COMPRESSION RATIO
SPARK ADVANCE
50
80
8.5:1
25
70
80
ETC
80
100
PERCENT RATED POWER
Figure
3-34A. Fuel Flow
vs
Percent Rated Power-
0-360-52A
Added
May
1996
3-508
W
~n
O
ro FIND*CTUII HM1SP~R FROU
i ILTITUDE. RPH. U*NYCCD PRESSVRE
,ND,IR INLET r;.,,,,,
On
SEA LEML
PERFORMANCE
(LCUTEAUVFUUMROnLEILTITUU
CURM FOR ~YPI R PH
PRESS
I LOUTE B ar sE~ LMLCVRM F(31RPU
~NIFOU)
NORMAL
CDNT. POYMR
~LUN(FOLDPRESSW)E .IR~WFERTOC
3 CCNNECT* 6 C BY STR*ICHT LINE*NO
1
EMINE
PERFORMe~NCe WT~
W
g
REID HM(SEP(IVW L~T UVW ~LTITUOE O
HrmM HORS~OYIERAT D FM( VUllalON
MUMLM POYIER MIXTVRE
ABS. DRY MANIFOLD
PRESSURE-IN HG
CF*IRINLRTEMPERITUHE TSFROLH
UNLESS OTHERVI~SE NOTED
STIND*RDILTITUDE TEUPRITURE T
S
F,,,
~HOINE MODEL 0-3Q.1~5
CCMPRESSK)hl RATIO 1.1.I
O
HP
L~T D
,CTWL HP
Fl
C1
d
W
O
Z
W
R.PM.
1´• CORRECTION Fal
i,,,,,,,
Tg
180
d
9
56
O
Z
t"
r
CORRECT FOR DIFFERENCE BET\MEN
STD.ALTTEMP T ANDAtTUALINLETAIR
1,
TEMP. INACCORDANCE WITH NOTE 4
R.P.M.
06
R
t
I
I
I
I
I
W
o\
T,T
O
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01
120
,F
H
a
Y!
V~
Pi
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Oy
CI
g
BOF3
a
+So
00
t~
a
Ou
r
CI
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1~
19
20
21
22
21
24
2~
2~
27
ABS~ULVTE MANIFOLD PRESSURE. IN.
~1
g9
1
2
J
4
7
B
10
(2
13
1~
PRESSURE ALTITUDE IN THO1ISANDS OF FEET
II
1~ II
1~
18 202(
21 212~
8
V
Piigure
3-34B Sea Level/Altitude Performane Curve
0-360-J2A
M
r
cn
O
76
(D
C
cn
(P
a
9,
´•e
ANDAIR INLET TEMPERATURE.
1. LOCATEAON NLLTHROTNALmUDE
CURVE FOR GNEN R.P.M. MANIFOLD PRESS.
2. LOCATE B ON
CURM K)R
ZERO
PB(FC~M
2700
T
MANIFOU)
PRESSURE
HP.ATDX
460+T
MAXIMUMPOWERMI[TURE
IN HG
E;
ENGINEMODELO-360.
mMPRE~SCIITUnO
RIILII(ROTTLE
TS
eY FORMULA
1BOHP
85~:1
a
D
YP
Q
STD. ALTTEMP.
TS
AND ACTUAL IMETAIR
TEMP. IN ACCOR6ANCE WITH NOTE 4
APPROXIMATELY 1K CORRECTION FOR
FROM
180
I
R.PM.
cj
t’l
X
cl
~a
O
O
E
C~
C1
1’1
Z
O
tj
ed
vl
V)
CORRECT FOR DIFFERENCE BETWEEN
ACTUALH.P.
o
EACH 10’
W
o\
o
LYCOMINGAIRCRAFT ENGINE
PERFORMANCE DATA
FROM
srANDARoALmuoErrMPERATVRE
CURVE NO.1J358
a MANIFOLD PRESSURE a TRANSFER TO C.
3. CONNECTA I C BY STRAIGHT LINE AND
READ HORSEPOWERAT ONENALTIIUDE D.
OFAIRIMETTMPERANRE
RAM
RPM
C1
~o
\O
Q\
O
SEALE\IB.
ALTITUDE. RPM.. MANIFOLD PRESSURE
25-
O
160d
140
B
4~
r
I
Y
I"
I
ITll
I
1
I
1
I
I
1
I
~ff-tt
~-f-l
I
m
r
cn
t-t--t´•-t--t
O
56
t_
ST4NDAPDAL;TrmPE’~- p’tttt
18
19
20
21
22
23
24
25
27
ABSOLUTE MANIFOLD PRESSURE. IN. HG
28
29
i
gW
1
2
3
4
5
5
7
B
9
10
H
12
V1
f
1314
15
18
1718
18
202(
n
a232i
I
PRESSURE ALTITUDE IN MOUSANDS OF FEET
cl
w
ul
r
Figure
3-35. Sea ~evel and Altitude Performance
0-360-A1A,-A1D,-A1 P,-A2A,-A2D,-A2F,-A3A,-A4A,-A4D,
-A4N,-A4P,-A1F6,-A1H6,-C1P,-C1G,-C4F,-C4P,-F1A6;He360´•C1A
-A4M,
F;O
Z
w
01
00
I
TOFINDACTUAL HORSEPOWERFROM
ALTITUDE. RPM., MANIFOLD PRESSURE
00
ISEPILBVBL(
I
I
I
L1
I
I
I
L1
1
r
I
I
InLtlTUdEPCRFORYA~ICEl
I
IZERORAMI
I
I
I
I
I
I
I
I
I
I
I
CURVENO13U9
LICOMING
HELICOPTER ENGINE
AND blR INLET TEMPERATURE
1
I LOCATE n ON FULL THROTTLE ALTITUDE
I
I I
I
I
I
1 1 r-n
I
1
I
I
I
PERFORMANCE DATA
CURVE FOR BIVEN R.PM MANIFOLD PRESS
P.toCATE B ON SEA LEVEL CURVE FOR
a MANIFOLD PRESSURE 8 TRANSFER TO cHttCCH-CCI
ICDNNECT A8C Dr STRAIGHT LINE ANDREAD HORYPMA ATcNEN ALTITUDE a
4CIEAD HORSEPOUVER AT D R3R VARIATION
OfAJR INLET TEMPERATURE T FROM
ALTITUDE TEMPER~LTVRE TS
sr FORMULA:
,,,~i; ncrua~HF!
W
I
I
I
I
I
I
"n~ ´•´•´•L"r~l
n
I
I
I
ENGINE MODEL HIO-360-FIBD
I
Y
o,
Ct
COMPRESSION RATIO 800:1
O
Z
FUEL INJECTOR-
BENDIX RSA-SABI
FUEL GRADE. MINIMUM
F
e
w
4
ITr111111112001
m
X
II
ee
1
/I
I
I
Y
I
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I
I
I
I
I
1
I
I
T
1
I
I
1
I
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I
O
1
Z
r
tao
O
Z
140
n
&F1
o
I,,
I,,
a
80
50
18
19
20
21
22
23
24
~50
25
26
27
ABSOLUTE MANIFOLD PRESSURE, IN m
Figure
28
29
9
2
3
4
5
6
7
8
9
10
II
12
13
14
15
3-36. See ~evel sad Aititude Performance
HIO-360´•F Seaies
16
17
18
13
20 21
22 23 24
a
F
B
v,
Z
C
F
Q
w
a
a
m
p
X
~n
in
O
O
D
C1
n
E
tl
O
a
~s
O
ej
DI
220
m
r
t
Z
O
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IZIJ
m
:::a~
:::"D:a~
-:It
n
Z
C
Cj
r
V)
O
C~5Figure
w
With
Turbocharger
Mit SK-28-121000
HIO-360-F Series
w2:
SECTION 3
140
CURVE NUMBER 13429-A
130
FUEL FLOW VERSUS BRAKE HORSEPOWER
LYCOMING TIO-360-C1A6D
120
110
LEAN LIMIT
100
5~
90
6
80
70
60
50
40
30
20
100
120
140
160
180
200
BRAKE HORSEPOWER
Figure 3-38.
Fuel Flow
vs
Brake
TIO-360-C1A6D
3-54
Horsepower
TO
FINO
ACTUAL
HORSEPOWER
FROM
ALTITUDE. R P M .MINIFOLD PRESSURE AND
AIR
SEA LEVEL
PERFORMANCE
I
I
I
I
I
I
I
I
I
I
I
I
I
1
j
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
\I
I
2280 RIM
CURVE NO
(3(30
ALTITUDE PERfORU*NCL
3
O
INLET TEMPERATURE
LOWTE ..C.. ON ALTITUDE CURVE FOR
I
I
GIVEW MIIWIFOLD PRESSURE IND ~LTITUDL
I
I
1
I
I
AT R PM. SHOWN
D
2 MODIFY HORSEPOWER AT
.A’
I
not OF INLET AIR TEMPERATURE TO THE
TURBOCHIAGER
TI
FROY
ALTITUDE TEMPERATURE
TS
I
I
I
I
I
I
I
I
I
I
I
1
1
II
IrtNCINtHODtl
I
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I
I
I
I
1
(~PPROXIUITELY
1X
I
130 t
FUEL INJECTOR
j
I
J
a
CR*Df UINIUUM IM)/(WLI
STINDARO
fNGINE SPEED
2515 RPU
M1IB/BHP HR
l;n
rn
A
CORRECTION
c3
M
X
C1
3515 RPM
MIXrURE STRtNGIH
ACTUAL H P
VARIATION FROM
O\
O
O
BLNDIX RSI UD(
I
f
160+
I
T103M)C116n
COMPRLSSIONRAIIO
HG
I
PtRTORUP~NCt D~rL
I
1
DRI MANIFOLD
PRESSURE-IN
BY FORMULA
(H P ~T
EACH I(pF
ABS
g
FOR VAR~´•
I
I
O
FOR
rOR
TS1
4
NORMAL RATED POWER
Alr
IEMP
IS
DIFFERENCE
BtlWtEN STD
ANO ACTUAL INLtT C~IR I~UP
10 rURBOCHARCER
210 nP. C(" Hg MIP
(SEE NOTE 11
Ct
220
EIICIWER.P.Y.
mO
o
I",
,I
1
I
I
1
r I
I
I
I
I
~lrul III I I
C~
O
a
m
o
el
II
I
1
36
1
I
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1/1
I
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1
I
1
1111
I I I hi I
I
3(
i,
g
ct
~o
m
r
rn
Z
O
’d
B
32"
Ito
O
120
Y
~A
I
*M
~U)
D
15
’F
50
22
2(
26
28
30
32
U
36
38
O
12’81
~BSOLUTE YAWIFOLD PRESSURE. IW ~C
E
Figure 3-39.
I
1
2
3
5
5
1
11
9
10
ii
(2
13
11
15 ib
11
1111920 21
PAtSSURL ALTITUDE II THOUSIWDS O~ FELI
TIO-3~0-C1A6D
)213 2~
50
I
m
c3
Z
d
O
Z
r
ct
w
TO
H
FIND
ACTUAL
HORSEPOWER
FROM
ALTITUDE. R.PM.. MANIFOLD PRESSURE ANO
I
SEA LEVEL
I
I
I
I
1
I
I
P~RFOAIIANCE
ZERO RAY
CURVE NO
ALTITUDEPEPFORE(AWCE
I
I
I
I
I
I
I
I
I
I
I
GIVEN MANIFOLD PRESSURE AND ALTITUDE
I
I
1
I
1
rl
I
I
I
I
lrl
AT R.PM.. SHOWN.
I
I
I
r
1
111
ABS.
2. MODIFY HORSEPOWER AT "A" FOR
VARIA-
I
DR~
i
I
I
I
I
I
I
11
1
r
1
I
T
FROU
TS
m
PERFORMANCE DC~TI
ENGINEHDDEL
c~
TIO-JM)-C1ASD
COMPRESSION RATIO
MANIFOLD
~3
1301
Ct
FUEL INJECTOR
PRESSURE-IN. HG.
O
z
BENDIX RSA-SAD(
TIOW DF IIILET AIR TE)IPLRATURE TO THE
ALTITUDE
rn
AIRCRAFT ENGINE
LO~ATE ..A.. ON ILTITUDE CURVE FOR
TVRBOCHIRCER
13430
LYCOMING SHEET 2 ol 3
AIR INLET TEMPERATURE.
FU~L B,,, UINIUUU 1M1100LL
STIHOIRD
BY MRUUU
ENGINE SPEED
24110 RPM
2400 RPM
W
YILIUUM 4)IY~R UIX1URE
f
..I
7/ ~bOtTIIAPPROXIMATfLY
1K
IETUIL HP
CORRECTION
~ACII 10´•F. YARUTIOII FROY
FOR
rS)
CORRECT FOR OIFFERENCE BETWEEN STD
a
UT TEMP. T
TO
X
~I
56
O
~Z!
r
AND ACTUAL INLET AIR TEYP
TURBOCHiRGER.
c~
M
CC
ISEE NOTE 2)
R.P.Y.
O
,p
5!
O
g
1
160
lrr
I
1
w
O
o
’d
as
E
C"
O
~d
13~
1U,
i-i
I
r,
o
28
120
2s
+50
o
o
STINOIRD ILTITUM TEMPERATURE
TS
n
a
2e
Jo
32
r
ABSOLUTE YAW~MU)
jB
~b
Q
u
~o
IW. m.
i
3
1
1
m
-’F
Sb
n
g
9
10
PRESSURE UTITUOE IN
50
It
12
(3
14
15
16
1)
OF FEET
(B
19
202(
ZZnH
5f
o
a
Figure 340. Sea
Level and Altitude Performance
TI0360-C1A6D
rn
E
d
TO
FIND
ACTUAL
HORSEPOWER
FROM
ALTITUDE. R P M. MANIFOLD PRESSURE ANO
SU LEVEL
ZERO W\M
PERFORMANCE
ALTITUDEPERFOAMANCE
CURVE NO
i
i
i
I
i
13430
LVCOMING SHEET
ol J
O
AIRCRAFT ENGINE
AIR INLET TEMPERATURE
PEAfORMANCE DATA
t
LOCATE
"P~"
ON
ALTITUDE CURVE FDR
ENGINE MODEL
GIVEN MANIFOLD PRESSURE PINO ALTITUDE
AT R.PM.. SHOWN
2
MUDIFY HORSEPOWER AT "A’~ FDR VARIA-
D
ABS. ORY MANIFOLD
o
PRESSURE-IN HG.
COMPRESSION RATIO
TURBOCHARGER
TA
FROM
IHP AT..A
TS
S
Inl
-TZ 4W+TA
IAPPROXIMATELY
EACH 100F
1%
P,
.U~L EAIDI Hli YUY IMIIMII
STANDARD
ENGINE SPEED
2200 RPV
X
a
2200 RPM
MAXIMUM WWER MIXTURE
L"
c~
rn
=ACTUA~HP
CORRECTION
c3
M
BENDIX RSP~-SAO1
BY FDAMULP~
VARIATION FROM
O\
O
7301
FUEL INJECTOR
TOY (lr (II1ET *R rruprRlrU~ TO TH~
ALTITUDE TEMPERP~TURE
I
TIO-360-C1A6D
FOR
CDRRECT
TS)
I
1
1
II
I
I
I
I
I
I
I
I
ALT
FOR
TEMP
TS
STO
O
AND ACTUAL INLET AIR TEMP
C]1
DIFFERENCE
TO TURBOCHARGER
BETWEEN
(SEE NOTE 2)
O
Z
CI
EHGIHE
m
RPM.
O
tj
O
t~
8
P
v!
Cd
160
140
I
1201
1
i
I
-1
0’
I
1
I11;INI I I I I I 1 I I
’"L
II
126
STANDARD ALTITUDE TEMPERITUPE
TS
24
26
28
30
32
34
35
38
4~
ABSOLUTE MANIFOLO PRESSURE. IN HG
42
2
11
I
1V
r
rr
r
r
2
3
5
6
1
B
9
*50
+50
o
o
10
M
11
12
1~
14
15
16
PAESSUAF ALTITUDE IN THOUSANOS OF FEET
1r
18
19
20
21
u
rl
50
1
4~
I
"F
51)
22
I
O
22 23 24
I
C"
m
C)
-1
O
Figure
Sea Level and Ipltitude Performance
T110-360-C1A6D
z
ec,
C
r
SECTION
PERIODIC
INSPECTION
PERIODIC INSPECTIONS
Page
Pre-Starting Inspection
Daily Pre-Flight
Engine
Turbocharger
25 Hour Inspection
Engine
50 Hour Inspection
Engine
TUrbocharger
100 Hour Inspection
Engine
~rbdcha-rger
400 Hour Inspection
Engine
NonlScheduled Inspections
................4-1
4-2
....4-2
.......4-2
...........4-3
´•´•´•´•..´•.4~4
...........4-5
....4-6
.............4-6
............4-6
SECTION 4
SECTION 4
PERIODIC INSPECTIONS
NOTE
Perhaps no other factor is guite so important to safety and durability of
the aircraft and its components as faithful and diligent attention to
regular
checks for minor troubles and prompt repair when they ave found.
The operator should bear in mind that the items listed in the following
pages do not constitute a complete aircraft inspection, but are meant for
the engine only. Consult the airframe manufacturer’s handbook for
additional instructions.
Pre-Starting Inspection
The
daily pre-flight inspection is
aircraft prior to the first flight of the day. This inspection
the general condition of the aircraft and engine.
a
check of the
is to determine
The importance of proper pre-flight inspection cannot be over
emphasized. Statistics prove several hundred accidents occur yearly
directly responsible to poor pre-flight.
Among the major causes of poor pre-flight inspection are lack of
concentration, reluctance to acknowledge the need for a check list,
carelessness bred by familiarity and haste.
4-1
SECTION 4
i. DAILY PRE-FLIGH~
a.
Engine
(1) Be
sure
all switches
(2) Be
sure
magneto ground wires
are
in the "Off"
are
position.
connected.
(3) Check oil level.
(4) See that fuel tanks
are
full.
(5) Check fuel and oil line connections;
repair
at 50 hour
inspection. Repair
(6) Open the fuel drain
note minor indications for
leaks
before aircraft is down,
any
to remove any accumulation of water and
sediment
(7) Make
are
sure
missing
all shields and
or
cowling
damaged, repair
or
in
place and secure. If any
replacement should be made
are
before the aircraft is flown.
(8) Check controls for gene~al condition, travel, and freedom of
operation
(9) Induction system air filter should be inspected and serviced in
accordance with the airfranle manufacturer’s recommendations.
b.
Turbocharger
(1) Inspect mounting and connections of turbocharger for security,
lubricant
or
air
leakage.
(2) Check engine crankcase breather for restrictions
2. 25-HOUR
to breather.
INSPECTION(ENGINE). After the first twenty-~ve hours
operation time; new, remanufactured or newly overhauled engines should
undergo a 50 hour inspection including draining and renewing lubricating
oil. If engine has no full-now oil filter, change oil every 25 hours. Also, inspect and clean suction and pressure
4-2
screens.
TEXTRON LVCOMING OPERATOR’S MANUAL
0~360 and ASSOCIATED MODELS
SECTION 4
3. 50 HOUR INSPECTION
(ENGINE). In addition
for dsilv
the
pre-flight inspection,
made after every 50 hours of
a.
to the items listed
following maintenance
operation.
checks should be
Ignition System
(1) If fouling of spark plugs is apparent,
per
rotate bottom
plugs
to up-
position.
(2) Examine spark plug leads of cable and ceramics for corrosion
and deposits. This condition is evidence of either leaking spark plugs,
improper cleaning of the spark plug walls or connector ends. Where
this condition is found, clean the cable ends, spark plug walls and
ceramics with a dry, clean cloth or a clean cloth moistened with
methyl-ethyl ketone. All parts should be clean and dry before
reassembly.
(3) Check ignition harness for security of mounting clamps and be
sure connections are tight at spark plug and magneto terminals.
b. Fuel and Induction
Check the primer lines for leaks and
security of the clamps. Remove and clean the fuel inlet strainers. Check
the mixture control and throttle linkage for travel, freedom of movement, security of the clamps and lubricate if necessary. Check the air
intake ducts for leaks, security, filter damage; evidence of dust or other
solid material in the ducts is indicative of inadequate biter care or damaged filter. Check vent lines for evidence of fuel or oil seepage; if present, fuel pump may
c.
Lubrication
System
require replacement.
System
(1) Replace external full flow oil biter element. (Check used element
for metal particles.) Drain and
renew
iubricating
oil.
(2) (Engines Not Equi~ged Euith External Filter)
screen
and clean
particles that
are
Remove oil pressure
for presence of metal
thoroughly. Note carefully
indicative of internal engine damage. Change oil
every 25 hours.
4-3
TEXTRON LYCOMING OPERATOR’S h4ANUAL
SECTION 4
oil lines for leaks, particularly at connections for security
of anchorage and for wear due to rubbing or vibration, for dents and
(3) Check
cracks.
Check attaching flanges at exhaust ports on
Exhanst System
of leakage. If they are loose, they must be
for
evidence
cylinder
removed and machined flat before they are reassembled and tightened.
Examine exhaust manifolds for general condition.
d.
cowling and baffles for damage and secure
anchorage. Any damaged or missing part of the cooling system must be
repaired or replaced before the aircraft resumes operation.
e.
Cooling System
Check
Check
f. Cylinders
found, replace gasket
Ibs.).
rocker box
covers
and
screws
tighten
for evidence of oil leaks. If
to specified torque (50 inch
Check cylinders for evidence of excessive heat which is indicated by
burned paint on the cylinder. This condition is indicative of internal
damage to the cylinder and, if found, its cause must be determined and
corrected before the aircraft resumes operation.
Heavy discoloration and appearance of seepage at cylinder head and
barrel attachment area is usually due to emission of thread lubricant
used durilig assembly of the barrel at the factory, or by slight gas
leakage which stops after the cylinder has been in service for awhile.
This condition is neither harmful nor detrimental to engine
performance and operation. If it can be’proven that leakage exceeds
these conditions, the cylinder should be replaced.
g.
Turbocbarger
incorporated
tightness and
in
any
fli~id
power lines and mounting brackets
turbocharger system should be checked for leaks,
damage that may cause a restriction.
All
Check for accumulation of dirt or other interference with the
linkage between the bypass valve and the actuator which may impair
operation of turbocharger. Clean or correct cause of interference.
The vent line from the actuator should be checked for oil leakage.
Any constant oil leakage is cause for replacement of piston seal.
Check alternate air valve to be
4-4
sure
it
swings
free and seals
tightly.
SECTION 4
Check throttle body attaching screws for
correct torque for these screws is 40 to 50 inch pounds.
h.
4.
Carl~uvetor
INSPliCTlOh~.
100 HOUK
pre-flight
50 hour inspection,
and
should be made after every
a.
In addition
I~k´•ctrical
one
to
the items listed for
following
the
tightness. The
daily
checks
maintenance
hundred hours of operation.
~iystem
all
(1) Check
wiring connected to the engine or accessories. Any
are damaged should be replaced. Replace clamps
and check terminals for security and cleanliness.
shielded cables that
or
(2)
loose wires
Remove
t~. Luhrication
spark plugs; test,
Drain and
System
clean and regap.
renew
Replace if
necessary.
lubricating oil.
points for pitting and minimum gap. Check
for excessive oil in the breaker compartment, if found, wipe dry with a
clean lintless cloth. The felt located at the breaker points should be
lubricated in accordance with the magnelo manufacturer’s instructions.
Check magneto to engine timing. Timing procedure is described in
Section 5, 1, b of this manual.
c.
Mn~netss
Check breaker
Engine mounted accessories such
temperature and pressure sensing units should be checked‘
mounting, tight connections.
n.
e.
t~I1Kine
Acccrssories
(:ylilldcrs
f:
Check
Mounts
security and
cylinders visually
for cracked
pumps,
as
for
secure
broken fins.
or
Check engine mounting bolts and bushings for
excessive
wear.
Replace
any
bushings
that
are
excessively
worn.
Check fuel injector nozzles
Fuel Lines
K´• I´•’uel Injection No~zles ann
for looseness, tighten to 60 inch pounds torque. Check fuel line for dye
stains at connection indicating leakage and security of line. Repair or
replacement
operation
must
be
accomplished
before
the
aircraft
resumes
4-5
0-360 and ASSOCIATED MODEtS
SECTION 4
Turt~ochatger Inspect all air ducting and connections in turbocharger
system for leaks. Make inspection both with engine shut down and with
h.
engine running. Check at manifold connections to turbine inlet and
engine exhaust manifold gasket, for possible exhaust gas leakage.
at
CAUTION
Do not operate t~ze turbocha7ger tf teaks exist in the ducting, or if air cleaner
is not Fltering efficientl~ Dust leaking into air ducting can damage tur-
bocharger and engine.
build-up within the turbocharger. Check for
uneven deposits on the impeller. Consult AiResearch Industrial Div.
Manual TP-21 for method to remove all such foreign matter.
Check for dirt
or
dust
5 400 HO UR INSPECTION. In addition to the items listed for daily prenight, 50 hour and 100 hour inspections, the following maintenance check
should be made after every 400 hours of
Tralve
Inspection
Remove rocker box
rockers when valves
covers
operation.
and check for freedom of valve
closed. Look for evidence of abnormal wear or
of the valve tips, valve keeper, springs and spring
are
parts‘in the area
If
seats.
any indications are found, the cylinder and all of its components
should be removed (including the piston and connecting rod assembly) and
inspected for further damage. Replace a~y parts that do not conform with
broken
limits shown in the latest revision of Special Service Publication No. SSP1R6.
Occasionally, service bulletins
Lycoming Division that require
or service instructions are issued by
inspection procedures that are not listed in this manual. Such publications,
usually are limited to specified engine models and become obsolete after
corrective modification has been accomplished. All such publications are
available from Lycoming distributors, or from the factory by subscription.
Consult the latest edition of Service Letter No. Lll4 for subscription information. Maintenance facilities should have an up-to-date file of these publica6 NON-SCHED ULED INSPECTIONS.
tions available at all times.
4-6
SECTION
MAINTENANCE
PROCEDURES
Page
Ignition and Electrical System
Ignition HarnessandWire Replacement
Timing Magnetos to Engine
Generator orAlternatorOutput
Fuel
..............5-1
.....5-1
..5-5
System
Repair of Fuel Leaks
Carburetor
Screen
or
...........5-5
Fuel Injector Inlet
Assembly
.............5-5
Fuel Grades and Limitations
Air Intake Ducts and Filters
Idle
Speed and
Mixture
Adjustment
.....5-5
......5-5
;..5-5
Lubrication System
Oil Grades and Limitations
Oil Suction and Oil Pressure Screens
Oil Pressure Relief Valve
Cylinder Assembly
Generator orAlternator Drive BeltTension
Turbocharger Control System
......5-6
.......5-6
.5-6
..............5-7
.5-12
....5-12
0-360 and ASSOCIATED MODE LS
SECTION 5
SECTION 5
The procedures described in this section are provided to guide and
instruct personnel in performing such maintenance operations that may be
required in conjunction with the periodic inspections listed in the
preceding section. No attempt is made to include repair and replacement
operations that will be found in the applicable
Lycoming Overhaul
Manual.
I. IGNITION AND ELECTRICAL S YS TEM.
a.
Ignition
harness
Harness and Wire
Replacement
In the event that
an
ignition
individual lead is to be replaced, consult the wiring
diagram to be sure harness is correctly installed. Mark location of
clamps and clips to be certain the replacement is clamped at correct
locations.
b.
or
an
Timing Magnetos
(1)
Remove
to
Engine
spark plug from No. 1 cylinder and place a thumb over
the spark plug hole. Rotate the crankshaft in direction of normal
rotation until the compression stroke is reached, this is indicated by
a positive pressure inside the cylinder tending to push the thumb off
the spark plug hole. Continue rotating the crankshaft until the
advance timing mark on the front face of the starter ring gear is in
alignment with the small hole located at the two o’ciock position on
the front face of the starter housing. (Ring gear may be marked at
200 and 250. Consult specifications for correct timing mark for your
installation.) At this point, the engine is ready for assembly of the
magnetos.
a
Remove the inspection plugs from both
(2) Single magneto
magnetos and turn the drive shaft in direction of normal rotation
until (-20 and -200 series) the first painted chamfered tooth on the
distributor gear is aligned in the center of the inspection window
(-1200 series)
the
applicable timing mark on the distributor gear is
approximately aligned with the mark on the distributor block. See
figure 5-2. Being sure the gear does not move from this position,
install gaskets and magnetos on the engine. Note that an adapter is
used with impulse coupling magneto. Secure with (clamps on -1200
series) washers and nuts; tighten only finger tight.
5-1
TEXTRON LYCOMING OPEIRATOR’S M~NUAL
SECTION 5
RING ORDER
d:’
n
C’wise Rotation -1-3-2-4
C.C’wise R.otal;ion -1-4-2-3
1
~I
II
/I
3
II
II
II
g
I
IL
I
I
Ii
I
II
ii
I
Y/
I’’ II
I!:I
I
~Cigure 5-/. /pnit~HI WIiIkp Diogrom
BP19 ONBLOCK
fi~ure 5-2. T/in/i~g Morks- 4 cy~ /2OOSer/gs
5-2
(3) Using
battery powered timing light,
SECTION 5
attach the
positive lead to
a suitable terminal connected to the switch terminal of the magneto
and the negative lead to any unpainted portion of the engine. Rotate
the magnet(, in its mounting flange to a point where the light comes
on, then slowly turn it in the opposite direction until the light goes
out. Bring the magneto back slowly until the light just comes on.
Repeat this with the second magneto.
a
(4) Back off the crankshaft a few degrees, the timing ligh ts should go
out. Bring the crankshaft slowly back in direction of normal rotation
until the timing mark and the hole in the starter housing are in
alignment. At this point, both lights should go on simultaneously.
Tighten nuts to specified torque.
(.5) Dual
Remove the
Mir~wetos
timing window plug from the most
housing and the plug from the rotor viewing
of the housing.
convenient side of the
location in the center
(~j) ?’urn the rotating magnet driveshaft in direction of normal
rotation until the painted tooth of the distributor gear is centered in
the
timing hole. Observe that at this time the built in pointer just
ahead of the rotor viewing window aligns with either the L or R
(depending on rotation).
(7’)
Hold
the
magnetos.
finger tigh t.
(8) Using
magneto
Secure
with
in
this
position and install gasket and
clamps, washers and nuts tightened only
battery powered timing’ light, attach one positive lead to
left switch terminal, one positive lead to right switch terminal and
the ground lead to the magneto housing.
(9) ?’urn
light
light
a
the entire
on, then
niagneto
in direction of rotation until the
timing
turn it in the
slowly
opposite direction until the
goes out. Bring the magneto back slowly until the light just
comes
comes on.
(1())
Back off tile craiikslraft
few
degrees, the timing lights should
slowly back in direction of normal
rotation until the lights just come on. Both lights should go on 20 of
No. 1 engine firing posil.ion.
go out.
Bring
a
the crankshaft
5-3
SECTION 5
NOTE
Some timi~g lights opemte in the
on when the
boints
described. The ligW comes
Chec~ your timing Is;pht instructions.
reverse manner as
Internal
Timing Dual Magneto Check the magneto internal timing
and breaker synchronization in the following manner.
c.
(1) Main Br~QKers
Connect the
timing light negative lead to any
unpainted surface of the magneto. Connect one positive lead to the
left main breaker terminal and the second positive lead to the right
main breaker terminal.
(2) Back the engine up a few degrees and again bump forward toward
one cylinder ~ing position while observing timing lights. Both
number
lights should go out to indicate opening of the main breakers when
the timing pointer is indicating within the width of the "L" or ’’R"
mark. If breaker timing is incorrect, loosen breaker screws and correct. Retorque breaker screws to 20 to 25 in. Ibs.
(3) Retard Breaker Remove timing light leads from the main breaker
terminals. Attach one positive lead to retard breaker terminal, and
second positive lead to the tachometer breaker terminal, if used.
(4) Back the engine
few
degrees and again bump forward toward
number one cylinder firing position until pointer is aligned with 150
retard timing mark. Set: fig~u´•e 5-5. Retard breaker should just open
at this position.
a
up
(5) If retard timing is
not correct, loosen cam
turn the retard breaker
per
cam as
paragraph c(4). Retorque
securing
screw
and
required to
cam
make retard breaker open
screw to 1~ to 20 in. Ibs.
(6) Observe that tachometer breaker is opened by the
synchronization of this breaker is required.
cam
lobe. No
(7) Check action of impulse coupling (D-2000/3000 series only). With
the
igni~ion switch off observe breaker cam end of rotor while manually
cranking engine through a firing sequence. Rotor should alternately
stop and then (with an audible snap) be rotated rapidly through a retard
firing position.
5-4
Revised March, 1990
0-360 and ASSOCIATE D MODE LS
d.
SECTION 4
The generator or alternator
or Alternator Output
(whichever is applicable) should be checked to determine that the
specified voltage and current are being obtained.
Generator
2. FUEL SYSTEM.
a.
Repair of Fuel
is
Leaks In the event a line or fitting in the fuel system
a fuel soluble lubricant such as clean engine oil or
replaced, only
Hydrauiic Sealant may be used
form of thread compound.
other
any
Loctite
6. Carburetor
or
Assembly
Fuel
Injector (Except
on
tapered threads.
Simmonds
the
Do not
Injectors)
use
Fuel Inlet
screen for
assembly
distortion or openings in the strainer. Replace for either of these
conditions. Clean screen assembly in solvent and dry with compressed
air and reinstall. The fuel inlet screen assembly is tightened to 35--40
inch pounds on carburetors and 65--70 inch pounds an fuel injectors.
The hex head plug on pressure carburetors is tightened to 160--175
inch pounds.
Screen
Remove
and
check the
Fuel Grades and Limitations
The recommended aviation
for the subject engines is listed in Section 3, item 8.
c.
In the event that the
is
permissible
to
use
specified fuel is not
higher octane fuel.
grade
fuel
available at some locations, it
Fuel of a lower octane than
specified
is not to be used. Under no circumstances should automotive
fuel be used (regardless of octane rating).
NOTE
It is recommended that
1070
personnel
regarding specified fuel for
be familiar 2uith Service Instruction No.
Lycoming engines.
Check all air intake ducts for dirt or
d Air Intake Ducts and Filter
restrictions. Inspect and service air filters as instructed in the airframe
manufacturer’s handbook.
e.
Idle
Speed
and Mixture
Adjustment
(1) Start the engine and warm
cylinder head temperatures are
(2) Check magnetos.
adjustment.
If the
up in the usual
normal.
"mag--drop"
is
manner
until oil and
normal, proceed
with idle
5-5
01360 and ASSOCIA3L~ED MODEIS
SECI’ION 5
that the engine idles at the ai~ame
manufacturer’s recommended idling RPM. If the RPM changes appreciably ~ter making idle mixture adjustment during the succeeding
steps, readjust the idle speed to the desired RPM.
(3) Set throttle stop
screw so
(4) When the idling speed has been stabilized, move the cockpit mixta smooth, steady pull toward the "Idle-CutOff’’ position and observe the tachometer for any change during the
uree control lever with
process. Caution must be exercised to return the mixture
control to the "Full Rich" position before the RPM can drop to a
leaning
point where the engine cuts out. Am increase of more than 50 RPM
while "leaning out" indicates an excessively rich idle mixture. An
immediate decrease in RPP~I (if not preceded by a momentary increase) indicates the idle mixture is
too lean.
If the above indicates that the idle adjustment is too rich or too
lean, turn the idle mixture adjustment in the direction required for
correction, and check this new position by repe~ating the above procedure.
additional adjustments as necessary until a check
results in a momentary pick-up of approximately 50 RPM. Each time
the adjustment is changed, the engine should be run up to 2000 RPM
to clear the engine before proceeding with the RPM check, Make
final adjustment of the idle speed adjustment to obtain the desired
idling RPM with closed throttle. The above method aims at a set~PM with minimum manifold pressure.
ting that will obtain
In case the setting does not remain stable, check the idle linkage;
am looseness in this linkage would cause erratic idling. In allcases,
allowance should be made for the effect of weather conditions and
bled altitude upon idling adjustment.
SYSTEM.
3.
Oil Grades and Limitations Service the engine in accordance with
in Section 3, item 8.
the recommended grade oil as
a.
speci~ed
b. Oil Suction and Oil Pressure Screens At each 100 hour inspection
remove suction screen. Inspect for metal particles; clean and reinstall.
Inspect and clean pressure screen every 25 hours.
c.
an
Relief
Subject engines may be equipped with either
non-adjustable oil pressure relief valve. A brief descrip
adjustable
Oil Pressure
or
ion of both types follows.
5-6
SECTION 5
Relief Valve The function of the
maintain
oil pressure relief valve is to
engine oil pressure within
specified limits. The valve, although not adjustable, may control the
oil pressure with the addition of a maximum of nine (9) P/N
STD-425 washers between the cap and spring to increase the
pressure. Removal of the washers will decrease the oil pressure.
Some early model engines use a maximum of three (3) PIN STD-425
washers to increase the oil pressure and the use of a P/N 73629 or
P/N 73630 spacer between ~the cap and crankcase to decrease the oil
pressure. Particles of metal or other foreign matter lodged between
the ball and seal will result in faulty readings. It is advisable
therefore, to disassemble, inspect and clean the valve if excessive
pressure fluctuations are noted.
(I) Non-Adjustable Oil
Pressure
The adjustable oil relief
(2) Oil Pressure Relief Valve (Adjustable)
valve enables the operator to maintain engine oil pressure within the
specified limits. If pressure under normal operating conditions
should consistently exceed the maximum or minimum specified
limits, adjust the valve as follows:
With the engine warmed up and running at approximately 2000
RPM, observe the reading on the oil pressure gage. If the pressure is
above maximum or below minimum specified limits, stop engine and
screw the adjusting screw outward to decrease pressure or inward to
on installation, the adjusting screw may
driver slot and is turned with a screw driver; or
majr have the screw driver slot plus a pinned .375-24 castellated nut
and may be turned with either a screw driver or a box wrench.
increase pressure.
have
only
a
Depending
screw
CYLINDERS. It is recommended that as a field operation, cylinder
maintenance be confined to replacement of the entire assembly. For valve
replacement, con sul t the proper overh aul manual. Th is should be
undertaken only as an emergency measure.
4.
a.
Removal
of Cylinder Assembly
(1) Remove
exhaust manifold.
(2) Remove rocker
that might interfere
(3)
Disconnect
box drain tube, intake pipe, baffle and any
with the removal of the cylinder.
ignition cables and
remove
the bottom
clips
spark plug.
5-7
TEXTRON LVCOMINC OPERATOR’S MANUAL
SECTION 5
(4) Remove rocker box cover and rotate crankshaft until piston is
approximately at top center of the compression stroke. This is
indicated by a positive pressure inside of cylinder tending to push
thumb off of bottom spark plug hole.
(5)
Slide valve rocker shafts from
cylinder
head and
remove
the valve
rockers. Valve rocker shafts can be removed when the cylinder is
removed from the engine. Remove rotator cap from exhaust valve
stem.
(6)
push rods by grasping ball end and pulling rod out of
tube. Detach shroud tube spring and lock plate and pull
tubes through holes in cylinder head.
Remove
shroud
shroud
NOTE
The hydraulic tappets, push rods, rocker arms and valves
assembled in the same location from which they were removed.
must
he
(7) Remove cylinder base nuts and hold down plates (where
employed) then remove cylinder by pulling directly away from
crankcase. Be careful not to allow the piston to
crankcase, as the piston leaves the cylinder.
b. Removal
drop against the
of Piston from Connecting Rod Remove the piston pin
piston pin puller through piston pin, assemble puller nut;
plugs.
then proceed to remove piston pin. Do not allow connecting rodto rest
on the cylinder bore of the crankcase. Support the connecting rod with
heavy rubber band, discarded cylinder base oil ring seal, or any other
non-marring method.
Insert
c.
Removal
of Hydt´•aulic TaPPet
Sockets and
Plunger
Assemblies
It
will be necessary to remove and bleed the hydraulic tappet plunger
assembly so that dry tappet clearance can be checked when the cylinder
assembly is reinstalled. This is accomplished in the following manner:
(1) Remove the hydraulic tappet push
forefinger into the concave end of the
by inserting the
socket and withdrawing. If
the socket cannot be removed in this manner, it may be removed by
grasping the edge of the socket with a pair of needle nose pliers.
However, care must be exercised to avoid scratching the socket.
5-8
rod socket
0-360 and ASSOCIATED MODEtS
(2)
To
remove
the
SECTION 5
hydraulic tappet plunger assembly,
use
the
special
Lycoming
available, the hydraulic tappet plunger assembly may be removed by
a hook in the end of a short piece of lockwire, inserting the wire so
that the hook engages the spring of the plunger assembly. Draw the
plunger assembly out of the tappet body by gently pulling the wire.
service
In
tool.
the
event that the
tool ´•is not
CA UTION
use a magnet to remove hydraulic plun~er assemblies
crankcase. This can cause the check ball to remain off its seat,
the unit inoperative.
Never
d.
Assembly of’ Hydraulic TaPPet Plun~er Assemblies
unit,
unseat the ball
by inserting
a
thin clean wire
hole. With the ball off its seat, insert the
that the
spring
from the
rendering
To assemble the
through
the oil inlet
and twist clockwise so
catches. All oil must be removed before the plunger is
plunger
inserted.
e.
Assembly of Cylinder
that the
and Related Parts
Rotate the crankshaft so
being assembled is at the top
connecting rod of the cylinder
compression stroke. This can be checked by placing two
fingers on the intake and exhaust tappet bodies. Rock crankshaft back
and forth over top center. If the tappet bodies do not move the
crankshaft is on the compression stroke.
center of
(1) Place each plunger assembly in its respective tappet body and
assemble the socket on top of plunger assembly.
(2) Assemble piston with rings so that the number stamped on the
piston pin boss is toward the front of the engine. The piston pin
should be a handpush fit. If difficulty is experienced in inserting the
piston pin, it is probably caused by carbon or burrs in the piston pin
hole. During assembly, always use a generous quantity of oil, both in
the piston hole and on the piston pin.
(3) Assemble one piston pin plug at each end of the piston pin and
place a new rubber oil seal ring around the cylinder skirt. Coat
piston and rings and the inside of the cylinder generously with oil.
5-9
TEXTRBN LYCO~ING OPERATOR’S MANUAL
SECTION 5
(4) Using a piston ring compressor, assemble the cylinder over the
piston so that the intake port is at the bottom of the engine. Push
the cylinder all the way on, catching the ring compressor as it is
pushed off.
340
340
SHIM
O
REQ(D
PER CYLINDER
(.01O IN. THICK X.5O/.7O IN. WIDE)
4
O
O
O
HORIZONTAL CENTER
LIME OF ENGINE
3
O
O
2
O
O
CYLINDER HOLD-DOWN PLATE
ENGINES USING CYLINDER HOLD-DOWN
PLATES, DURING INITIAL TIGHTENING, USE
TWO SHIMS BETWEEN EACH PLATE AND
THE BARREL,LOCATED AS SHOWN. REMOVE
SHIMS BEFORE FINAL TIGHTENING.
5-2A. Location of Shims Between Cylinder Barrel
and Hold-Down Plates (where applicable) and
Sequence of Tightening Cylinder Base Hold-Down Nuts
Figure
5-10
TEXTRON LYCBMING OPERATOR’S MANUAL
SECTION 5
NOTE
Before installing cylinder
stud threads with any
lubricants.
i. 90% SAE SOW
one
engine
hold-down nuts, lubricate crankcase through
of the following lubricants, or combination of
oil and 1046 STP.
2. Parker Thread Lube.
3. 60% SAE 30 engine oil and 40% Parker Thread Lube.
(5)
Assemble hold-down
hold-down nuts and
plates (where applicable) and cylinder
tighten as directed in the following steps:
base
NOTE
any tirne a
thru-studs on the
At
(a)
cylinder is replaced, it is necessary to retorqus
cylinder on the opposite side of’the engine.
the
(Engines using
hold-down plates) Install shims between
cylinder base hold-down plates and cylinder barrel, as directed in
figure 5-2A, and tighten 1/2 inch hold-down nuts to 300 inch Ibs.
(25 foot Ibs.) torque, using f~e sequence shown in figure 5-2A.
(b)
Remove
inch
shims, and using the same sequence, tighten the 1/2
cylinder base nuts, to 600 in. Ibs. (50 foot Ibs.) torque.
NOTE
Cylinder
assemblies
manner as
above
using hold-down plate
omitting the shims.
not
(c) Tighten the 3/8 inch hold-down
Ibs.) torque. Sequence of tightening
are
tightened
in the
nuts to 300 inch Ibs.
is
(25
same
foot
optional.
(d) As a final check, hold the torque wrench on each nut for
about five seconds. If the nut does not turn, it may be presumed
to be tightened to correct torque.
CA UTION
After all cylinder base nuts have
cylinder fins by filing or bu wing.
been
tightened,
remove
ally nicks in the
5-11
SECTION 5
(6) Install
new
shroud tube oil seals
Install shroud tube and lock in place
on
as
both ends of shroud tube.
required for type of cylinder.
(7) Assemble each push rod in its respective shroud tube, and
assemble each rocker in its respective position by placing rocker
between bosses and sliding valve rocker shaft in place to retain
rocker. Before
installing exhaust valve rocker, place rotator cap over
end of exhaust valve stem.
(8) Be
sure
that the
piston is
at
top center of compression stroke and
that both valves are closed. Check clearance between the valve stem
tip and the valve rocker. In order to check this clearance, place the
thumb of one hand on the valve rocker directly over the end of the
push rod and push down so as to compress the hydrauiic tappet
spring. While holding the spring compressed, the valve clearance
should be between .028 and .080 inch. If clearance does not come
within these limits, remove the push rod and insert a longer or
shorter push rod, as required, to correct clearance.
NOTE
Inserting’
a
longer puste rod will
decrease the valve clearance.
(9) Install intercylinder baffles, rocker box
covers, intake
pipes,
rocker box drain tubes and exhaust manifold.
5. GENERATOR OR ALTERNATOR DRIVE BELT TENSION.
Check the tension of a new belt 25 hours after installation. Refer to
Service Instruction No. 1129 and Service Letter No. L160 for methods of
checking generator or alternator drive belt tension.
6. TURBOCHARGER CONTROLS.
Density Controller. The density controller is adjusted at the factory
to maintain a predetermined constant for desired horsepower.
a
5-12
0-360 and ASSOCIATE D MODE LS
SECTION 5
The
density controller is set to the curve, see figure 5-3, unde~
following conditions: Engine stabilized at; operating conditions,
throttle with oil pressure at 80 psi
5 psi.
the
If it is suspected that the manifold pressure is not within limits, it may
be checked to the curve.
EXAMPLE
stated conditions with a compressor discharge
temperature of 120"F., the manifold pressure should be 34.8 in. Hg. rfr .3
in. Hg.
Operating
at
the
If the manifold pressure is found to be out of limits, the cause might be
found either in the density controller, the differential pressure controller,
or the waste gate. It is recommended that an authorized overhaul facility
check these controls.
Exhaust
Bypass Valve (T10360´•A Series).
This valve is actuated by engine oil pressure and is set to predetermined open and closed clearances. These clearances and the procedures for
setting them are shown in Figure 5-4.
Exhaust
Bypass
Valve
(T1,0360-C1A6D~
This valve is mechanically controlled by a flexible linkage connected to
the injector throttle arm and the wastegate control arm.
Adjust linkage
as
follows:
(1) Move injector throttle
arm
to
full-open position.
(2) Insert a .005-.015 inch feeler gage between the bypass butterfly
valve, in the closed position, and the bypass housing.
(3) Adjust linkage until the bypass valve control
closed stop position.
arm
is at the full-
5-13
TEXTRON LP~COMING OPERATOR’S MANUAL
SECTION 5
0300 110 131011
i::-:ia
F
1
tll~
ii ii :::-I.:ii
i ::;i :r i ::-li, n.s B8::a´•:
a-;::´•:S:´•F~-´•3R’i
Figure 5-3. Density Control
5-14
Full Throttle
Setting
Limits
SECTION 5
w~n 60-50PS/p/8sru~
dvo/vs
od/i~s/
c/8oranceI~B
L~
so
oSl/ie~i7g
Md
H/~r, ~b pressu~e
od/isl
fu// open s/op screw /o prov/o’e
.~DO-. B00 cAeomnce
/nat
h .005-.aZO
dli~
O
D\
L-
ya/ya
SPNh4
C)DBn
Figure 5-4 Exhaust Bypass Valve Open and Closed Setting
N
c~/
II
"/c.
GC~
2~0
RETARD
ANGLES
=c~/200
~CI
Ell GAP
z
-z
80
r
~30
cv
20
20
R
I
N
L
I
figure 5-5 Timing Marks
on
Rotating Magnet
5-15
SECTION 5
3
(5
II
V
4
r4
I
~-igure 5-4 /gnition W~ili7g Diagram, Duo/ Magneto
5-16
~I
d
SE %TION
TROU B LES HOOTI NG
TEXTRQN LYCOMING OPERATBR’S MANUAL
T RO U BL E-SH OOT I NG-E N G I N E
Page
Failure of
Engine
Engine
Start
.6-1
Idle
Properly
Low Power and Uneven Running
Failure of Engine to Develop Full Power
Rough Engine
.6-2
Low Oil Pressure
.6-4
High
.6-4
Failure of
to
to
Oil
Temperature
Excessive Oil Consumption
.6-2
.6-3
.6-4
.6-5
T RO U BL E -SH OOT I N G -T U R BOC H A RG E R
Excessive Noise
Engine
or
Vibration
.6-6
Will Not Deliver Rated Power
Critical Altitude Lower Than
Engine Surges or Smokes
High Deck Pressure
Specified
.6-6
.6-7
.6-8
.6-8
TEXTRON LYCOhalNG OPERATOR’S MANUAL
SECTION 6
SECTION 6
TROUBLE-SHO OT ING
Experience
decide
has proven that the best method of trouble-shooting is to
causes of a given trouble and then to eliminate
the various
on
by one, beginning with the most probable. The following charts
some
more common troubles, which may be encountered in
maintaining engines and turbochargers; their probable causes and remedies.
causes one
list
of the
i. TRO UBLE-SHOOTING-ENCINE.
TROUBLE
PROBABLE CAUSE
REMEDY
Failure of
Lack of fuel
Check fuel system for
leaks. Fill fuel tank.
Engine
to Start
Overpriming
Clean
dirty lines,
ers or
fuel valves.
Leave
ignition "off" and
strain-
mixture control in "Idle
Cut-Off"’, open throttle
and "unload" engine by
cranking for a few seconds.
Turn ignition switch on
and
proceed
normal
Defective
manner.
Clean and
ignition
Check with electric tester,
and replace any defective
wires.
battery
Replace with charged
battery.
wire
Defective
a
spark
plugs
Defective
to start in
adjust
spark plugs.
or
replace
6-1
SECTION 6
TROUBLE
PROBABLE CAUSE
REME DY
Failure of
Improper operation
of magneto breaker
Clean
ternal
to Start
Engine
(Cont.)
points. Check
timing of
in-
magne tos.
Lack of sufficient
fuel flow
Disconnect fuel line and
check fuel flow.
Water in fuel injector or carb.
Drain fuel injector or
carburetor and fuel lines.
Internal failure
Check oil
for
If
particles.
found,
complete overhaul of the
engine may be indicated.
screens
metal
Failure of
Incorrect idle
to Idle
mixture
Engine
Properly
Adjust
mixture
Leak in the induction system
all connections in
the induction system. Replace any parts that are
defective
Incorrect idle
Adjust throttle stop
adjustment
obtain correct idle.
Uneven
compression
Check condition of’piston
rings and valve seats.
Faulty ignition
Check entire
system
system.
Insufficient fuel
Adjust
cylinder
Tighten
to
ignition
fuel pressure.
pressure
Low Power and
Uneven Running
Mixture too rich indicated by sluggish
engine operation,red
exhaust flame at
night. Extreme cases
indicated by black
smoke from exhaust.
6-2
Readjustment of fuel injector or carburetor by
authorized personnel is
indicated.
SECTION 6
TROUBLE
PROBABLE CAUSE
REMEDY
Low Power and
Uneven Running
Mixture too
indicated by
dirt
(Cont.)
heating
firing
or
lean;
over-
back-
Check fuel lines fox
or other restrictions.
Readjustment of fuel
injector or carburetor
by authorized personnel
is indicated.
Leaks in induction
system
Tighten all connections.
Replace defective parts.
Defective spark
Clean and gap
plugs
spark plugs.
Improper fuel
Magneto breaker
replace
Fill tank with fuel of
recommended
points not working
properly
or
grade.
Clean points. Check
internal timing of
magnetos.
Defective ignition
Check wire with elec-
wire
tric tester.
Replace
defective wire.
Defective
spark
plug terminal
Replace connectors
spark plug wire.
on
connectors.
Failure of
to
Engine
Develop Full
Leak in the induction system
Power
Tighten all connections
and replace defective
parts.
Throttle lever
out of
Adjust throttle
lever.
adjustment
improper
fuel
Check
flow
strainer, gage
and flow at the fuel
inlet.
Restriction in air
Examine air scoop and
scoop
remove
restrictions.
6-3
TEXTRO~ LYCOMINC OPERATOR’S MANUAL
SECTION 6
TROUBLE
PROBABLE CAUSE
Failure of
Improper fuel
Engine
Develop Full
Power (Cont.)
Drain and refill tank
with recommended fuel.
to
Rough Engine
REMEDY
Faulty ignition
Tighten all connections,
Check system with
tester. Check ignition
timing.
Cracked
Replace
engine
or
repair
mount.
mount
Defective mount-
Install
ing bushings
bushings
Uneven
Check
new
mounting
compression.
compression
Low Oil
Insufficient oil
Fill to proper level with
recommended oil.
Air lock or dirt
in relief valve
Remove and clean oil
pressure relief valve.
Leak in suction
line or pres-
Check
Pressure
sure
crankcase.
line
High oil
temperature
1
Defective pressure gage
Stoppage
gasket between
accessory housing and
in oil
pump intake pas-
See
"High Oil Temperature" in "Trouble"
column.
Replace
Check line for obstruction.
Clean suction strainer.
sage
High
Oil
Temperature
6-4
Insufficient air
cooling
Check air inlet and outlet for deformation or
obstru ction.
TEXTRON LYCOMlr~G OPERATOR’S MANUAL
SECTION 6
TROUBLE
PROBABLE CAUSE
REMEDY
High
Insufficient oil
Fill to proper level with
specified oil.
Oil
Temperature
supply
(Cont.)
Low
grade of oil
Clogged
or
oil lines
strainers
Replace with oil conforming to specifications.
Remove and clean oil
strainers.
Excessive
blow-by
Usually caused
or stuck rings.
Failing or failed
bearing
Examine sump for metal
particles. If fou nd,overhaul of
Defective tem-
engine
by
worn
is indicated.
Replacegage,
perature gage
Excessive Oil
Low
grade of
oil
Consumption
Fill tank with oil
forming
Failing or
bearings
Worn
failed
piston rings
to
con-
specification.
Check sump for metal
particles.
Install
new
rings.
Incorrect installation of piston rings
Install
new
rings.
Failure of
Use mineral base oil.
Climb to cruise altitude
at full power and op-
rings
to seat (new
nitrided cyls.)
erate at 75% cruise power
until oil consumption stabilizes.
setting
6-5
SECTION 6
3. TR O UBLE-SHO O TINC
TUR BOCHA R CER
TROUBLE
PROBABLE CAUSE
REMEDY
Excessive Noise
Improper bearing
Supply required
lubrication
pressure. Clean or replace oil line; clean oil
or
Vibration
oil
strainer. If trouble
persists, overhaul
turbocharger.
Leak in engine
Tighten
intake
tions
or ex-
haust manifold
loose
connec-
replace
manifold gaskets
or
as
necessary.
Dirty impeller
Disassemble and clean.
blades
Engine
will not
Deliver Rated
Clogged
manifold
Clear all
ducting.
system
Power
Foreign material
lodged in compressor impeller
or
Disassemble and clean.
turbine
Excessive dirt
build-up
in
com-
Thoroughly cleat!
presser assembly.
com-
presser
Service air cleaner and
check for leakage.
Leak in engine
intake or exhaust
Tighten
tions
fold
loose
connec-
replace
gaskets as
or
mani-
necessary.
Rotating assembly
bearing seizure
Overhaul
Restriction in return lines from
Remove and clean lines.
actuator to waste
gate controller
66
turbocharger.
TEXTRON LYCOMING OPEIPATOR’S MANUAL
SECTION 6
TROUBLE
PROBABLE CAUSE
REMEDY
Engine
Exhaust bypass
troller is in
need of adjust-
Have exhaust
ler adjusted.
will not
Deliver Rated
Power
(Cont.)
con-
bypass
control-
ment
Oil pressure
Tighten fittings. Replace lines or hoses.
too low
Increase oil pressure
to desired pressure.
Inlet orifice
to actuator
clogge d
Remove inlet line at
actuator and clean
ori fice
Exhaust bypass
troller malfunc-
con-
Replace
unit.
tion
Exhaust
bypass
butterfly
closing
not
Low pressure. Clogged
orifice in inlet to
actuator.
Butterfly shaft binding.
bearings.
Check
Turbocharger
peiler binding
frozen
or
im-
Check
bearings. Replace
turbocharger.
fouling
housing.
Piston seal in
actuator leak-
ing. (Usually
accompanied by
Remove and replace
or disassemble
and replace packing.
actuator
oil leakage at
drain line)
Critical Altitude
Lower than
Controller not
Specified
oil pressure to
close the waste
getting enough
Check pump outlet pressure, oil filters, external
lines for leaks or obstructions.
gate
Chips under
metering valve
Replace controller.
in controller
holding it
open
6-7
0-360 and ASSOCIATED MOD;LS
SECTION 6
TROUBLE
PROBABLE CAUSE
REMEDY
Critical Altitude
Lower ThaI1
actuator
Metering jet in
plugged
clean
Remove actuator and
jet.
Specified (Cont.)
Actuator
If there is oil
piston
leakage
drain, clean
seal failed and
at actuator
leaking
sively
cylinder and replace
piston seal.
exces-
Exhaust bypass valve
Clean and free action.
sticking
Engine Surges
or
Smokes
Bleed system.
Air in oil lines
or
actuator
Replace controller.
Con troller meter-
ing
seal
valve stem
leaking
oil
into manifold
Clogged
Check breather for restrictions to air flow.
breather
NOTE
Sma~e
High
would be normal
Deck Pres-
(Compressor
Discharge Pressure)
sure
ij’ enRine
Controller meter-
ing valve not
opening, aneroid
bellows leaking
Exhaust bypass
sticking closed
has idled for
a
prolonged period.
Replace controller
sembly or replace
as-
aneroid bellows.
Shut off valve in return
line not working.
Butterfly shaft binding.
Check bearings.
Replace bypass valve
or correct linkage
binding.
6-8
TEXTRON LYCOMING OP~RATOR’S MANUAL
SECTION 6
TROUBLE
PROBABLE CAUSE
REMEDY
High Deck Pressure (Compressor
Discharge Pressure) (Cont.)
Controller return line re-
Clean
or
replace line.
stricted
Oil pressure
Check pressure 75 to 85
high
psi (80 psi desired) at
exhaust bypass actuator
too
inlet.
If pressure on outlet
side of actuator is too
have exhaust bypass
controller adjusted.
high,
Exhaust
tor
bypass actuapiston locked
in full closed po-
sition.
(Usually
accompanied by oil
leakage at actuator
drain line).NOTE:
Exhaust bypass normally closed in
Remove and disassemble
actuator, check condition of
piston and packreplace actuator
ing
assembly.
or
idle and low power
conditions.Should
open when actuator
inlet line is
disconnected.
Exhaust
bypass
con-
Replace
controller.
troller mal-
function
6-9
SECTION
INSTALLATION AND
STO RAG E
INSTALLATION AND STORAGE
Page
Preparation
of
Engine
for Instaliation
.7-1
General
Inspection
of
Engine Mounting
.7-2
Oil and Fuel Line Connections
.7-2
Preparation
of Carburetors and
Fuel Injectors for Installation
Corrosion Prevention in Engines
.7-2
Installed in inactive Aircraft
.7-3
SECIION 7
SECTION 7
INSTALLATlON AND STORAGE
I. YH~YAKATION OF ENG’INI~ I;OH INSTALLATlOhl.
Before installing
an engine
prepared for storage, remove all dehydrator plugs,
bags of dessicant and preservativ~ oil from the engine. Preservative oil call
be removed by removing the bottom spark plugs and turning the
crankshaft three or four revolutions by hand. The preservative oil will then
that has been
spark plug holes. Draining will be facilitated if the
engine is tilted from side to side during the above operation. Preservative
oil which has accumulated in the sump can be drained by re;rioving the oil
sump plug. Engines that have been stored in a cold place should be
removed to an environment of at least 700F. (210C.) for a period of 24
hours before preservative oil is drained from the cylinders. If this is not
possible, heat the cylinders with heat lamps before attempting to drain the
engine.
drain
through
the
After´•the oil sump has been drained, the plug should be replaced and
safety-wired. Fill the sump or external tank with lubricating oil. The
crankshaft should again be turned several revolutions to saturate the
interior of the engine with the clean oil. When installing spark plugs, make
sure that they are clean, if not, wash them in clean petroleum solvent. Of
course, there will be a small amount of preservative oil remaining in the
engine, but this can cause no harm. However, after twenty-five hours of
operation, the lubricating oil should be drained while the engine is hot.
This will
remove
any residual
preservative oil that
may have been
present.
CA LITION
crankshaft of an engine containing preservative oil
spark plugs, because if the cylinders contain any
before removing
appreciable allpount of the mixture, the resulting action, known as
hydraulicing, will cause damage to the engine. Also, ally contact of the
preservative oil with painted surfaces should be avoided.
Do
not
rotate
the
the
7-1
SEC710N 7
Cencml
Should
of the
dehydrator plugs, containing crystals of
material,
during their term of storage or
upon their removal from the engine, and if any of the contents should fall
into the engine, that portion of the engine must be disassembled and
thoroughly cleaned before using the engine. The oil strainers should be
removed and cleaned in gasoline or some other hydrocarbon solvent. The
fuel drain screen located in the fuel inlet of the carburetor or fuel injector
should also be removed and cleaned in a hydrocarbon solvent. The
operator should also note if any valves are sticking. If they are, this
condition can be eliminated by coating the valve stem generously with a
mixture of gasoline and lubrication oil.
silica-gel
or
any
similar
be broken
Illspt?ction of
If the aircraft is one from which an
that the engine mount is not bent or
make
sure
engine
removed,
damaged by distortion or misalignment as this can produce abnormal
stresses with the engine.
Mounting
has been
Attachil~R
E ngin e
Moumts
See
to
recommendations for method of mounting the
airframe
man u facture r’ s
engine.
Oil aid Fuel Liile Conl?ections
The oil atld fuel line connections
called out on the accompanying installation drawings.
Propeller
are
Illstallatioil
relative to
propeller
Consult the airframe manufadturer for information
installation.
2. PREPARATION Or; CARBURETORS AND FUEL
INS TA L Ln TION.
INJECTORS FOR
Carburetors and fuel injectors that have been prepared for storage
should undergo the following procedures before being placed in service.
Carburetor (MA-4-5, MA-4-5AA)
Remove the fuel drain plug and drain
oil.
Remove
the
fuel
inlet
strainer assembly and clean in a
preservative
hydrocarbon solvent. Reinstall the fuel drain plug and fuel inlet strainer
assembly.
Carburetor (PSH-SBD)
Remove the fuel inlet strainer and all plugs
the
to
fuel
chambers. Drain preservative oil from the carburetor.
leading
Clean the fuel inlet strainer in a hydrocarbon solvent. Reinstall fuel inlet
strainer and replace all plugs.
Remove
plug opposite the
manual mixture control needle and drain any
accumulated moisture from the air chamber. Replace plug.
7-2
SECTION 7
With the throttle lever in the wide open position and the manual
mixture control in the full rich position, inject clean fuel through the fuel
inlet connection at 5 psi until clean fuel flows from the discharge nozzle.
CAUTION
Do not allow
fuel
or
oil
to enter
into the air chamber.
Move the throttle lever to the closed position and the mixture control
position. Because this carburetor has a closed fuel
system, it will remain full of fuel as long as the mixture control lever is in
the idle cut-off position.
lever to the idle cut-off
It is necessary that
starting
this carhuretor soak for an eight hour period before
The soaking period may he performed prior to or after
the engine.
installation on the engine.
t;u~l
Injector (Bendix).
Remove and clean the fuel inlet strainer assembly
clean fuel into the fuel inlet connection with the fuel
and reinstali.
outlets
psi
Inject
uncapped until
clean fuel flows from the outlets. Do not exceed 15
inlet pressure.
CORH OSION PRE VENTION IN
INS l’A I,L ED
IN INA ~TI VII AIR CRA FT
Corrosion
occur, especially in new or overhauled engines, on
of
cylinder walls
engines that will be inoperative for periods as brief as two
days. Therefore, the following preservation procedure is recommended for
inactive engines and will be effective in minimizing the corrosion condition
for a period up to thirty days.
can
NOTI~
G’round running the engine fbr brief periods of’ time is not a substitute f;or
the following procedure; in pbct, the practice of ground running will tend
to aggrauate rather than minimize this corrosion condition.
a.
As
the
soon as
hangar,
performed.
possible after the engine is stopped,
or
other shelter where the
move
preservation
the aircraft into
process is to be
7-3
TEXTRON LYCO~ING OPERATOR’S IMANUAL
SECTION 7
b.
cowling to gain access
spark plugs from each cylinder.
nemove sufficient
remove
both
to the
spark plugs and
Spray the interior of each cylinder with approximately (2) ounces of
corrosion preventive oil while cranking the engine about five (5)
revolutions with the starter. The spray gun nozzle may be placed in
either of the spark plug holes.
c.
Sprc!yil~e
sboultl
an
~t´•
itlotlrl
(:o.,
or
nil´•lc´•ss sl,my ~un
In the
cvc´•nt an
rlirlcss spruy IC"" i" ""t ’’U"ilahlc, pc´•rso~,,lel sboN~I jllstall a ~noisture tra~ in
th(´• air
oj’ a co,lvc’llti,,i~nl sl~mV RU17 (INn he cc!rtain oil is hot at the
sl,vqyir~
d. With the crankshaft
holes
spark plug
preventive oil.
cylinders liave been
The corrosion
should
con
form
2000~‘.12200F.
stationary, again spray each cylinder through the
approximately two ounces of corrosion
spark plugs and do not turn crankshaft after
with
sprayed.
prr,vt)iiCive
to
oil
to
spec i Ti cation
be
used
in the
MIL-L-6529,
foregoing procedure
Type i, heated to
i 9,3 OC. i 104 OC. i
spray nozzle temperature. It is not
oil from the cylinder prior to flying the
necessary to flush preservative
aircraft. The small quantity of oil coating the cylinders will be
from the engine during the first few minutes of operation.
expelled
NO
Oils
ol’ the
clgii~c´•s fior
arc~
corrosion
latest enitjon
of
Hulk´•tilt No. 3 ~X
7-4
for
to
he Nscn in
ol~ly,
atld
~lclt
aircraf~
fbr
lubrication. Sec the
I,yco,nillbr Scr~ice instruction No. 1014
rc´•com~entk´•d lubricating oil.
Sc!mice
9
FUEL PRESSIRE CONN.---,
4375-X)UN) THD
THROTTLE OPEN
IDLE SPEED
W
I
FUEL PRESSURE CONV,
125-27 NPSF
RICH
as:
O\
o
IDLE MIXTURE---\
3X
79.
e
IDLE CUT OFF
THROTTLE
CLOSED
.I
aJTOFF
THMTTLE
SPEED
/LDX)STMENT
76"30’
Q
OUTLET
4375-20 UNFA THD
720
v,
I~
O
FUEL NLET
5625-1
u
Z
n
NEL ELET 2F,-, NPSF
THo
~o
r~ar
THROTTLE OPEN
RSn-5nDI
MA-4-5
JT~ ,~--FUEL
IDLE MIXTURE
2
INLET
on
/LDJUSTMENT
MIXTURE
CONTROL
O
r
THROTTLE
vl
IDLE
O
r
FULL RK~H
IDLE MIXNRE
P~DJUSTMENT
--I
m
ez´•
SPEED ADJUSTMENT
~´•eJ
HA-6
THROTTLE CLOSED
Ci
MROTTLE OPEN
FUEL ~LET
.2X)-18 NPT
SPEED
FUEL LWE CONJ
125-27 NPT
ADJUSTMENT
INLET
2508 NPT
MXTURE
ADJUSTMNT
PRESStFIE CONN .125-27 NPT
FULL
6(P ~’--IDLE Wf OFF
PSH-58D
Z
mC
c,
--I
3
Z
Cn
Figure
7-1. Fuel
Metering Systems
r
TEXTRON LYCOIMING OPERATOR’S M[ANUAL
SECTION 7
/---f-
GROUND
TERMINAL
O
\O
GROUND
TERMINAL
S4LN-21
S4LN-20
RETARD TERMINAL
GROUND
TERMINAL
S4LN-200
S4LN-204
RETARD
TERMINAL
SWITCH
TERMINAL
S4LN-1 208
S4LN-1 209
0‘
TERMINAL
SWITCH
S4LN-1227
S4LN-1209
SWITCH
SLICK
4100 SERIES MAGNETO
4200 SERIES MAGNETO
Figure
7$
7-2.
Meeneto Connectia~LI
TEXTRON LYCOMING OPERA´•I;OR’S MANUAL
SECTION 7
OIL TO C0OLER.375-18 NPT
O~L FROM COOLER
.315-8 NPf
SPECIAL TEMPERATURE
CONNECTION
STANDARD TEMPERATURE
CONN~TK)N TO TAKE
MS 28034-1 TEMPERATURE
BULB OR EOWVALENT
OIL TO C00LER.5625-18 NF-3 FOR CONNECTING
.375 FLAREP TUBE COUPLING
OIL FROM CO0LER.375-18 NPT
OIL BY-PASS VALVE
30
tCAN BE ROTATED TO ANY
RADIAL POSITION
OIL TO COOLER .375-18 NPT
CONNECTION
OILTO C00LER.750-16 NF 3
AOR CONNECTING FLARED
TUBE COUPLING
Figure
7-3.
Optional Oil Cooler Connections
7-7
TACHOMETER CONhl7
gREATHER FITTING
~e ?ic OIL SCREEN
Ic ~e OIL
FROM COOLER
vl
m
rOlL TEMP CONN. ille
~e
MOUNTING PAD FOR DUAL DRIVES
VACUUM PUMP PAD
n
--I
O
Z
X
OIL PRESS. GAGE CONN.
~ic MAGNETO
MAGNETO X
O
FILLER PLUG 8
OIL LEVEL GAGE
Z
r
O
MANIFOLD PRESS.
CONN.
O
Z
OIL LINE TO PROPELLER
~e ~e OILTO
(WHERE APPLICABLEI
COOLER
P
FUEL PUMP OUTLET
ACCESSORY OIL RETURN
OIL SUCTION SCREEN
VENT LINE CONN:
OIL DRAIN
FUEL PUMP INLET
OIL
TYPE FUEL PUMP
[ALL MODELS EXCEPT-A2E)
’Ile
VI
O
A
r,
<ii
m
FIG. 7-2 Ft~ ~U4CjZILr7D CON~CTIONS
7;3
C)OTI~N4L
Figure 7-4. Installation Drawing 0-360-A,
Excepting -A1C, -Ale
O
-B Series
P
m
r
tn
Z
C
r
w
rMOUNTlNG PAD R)R DUAL DRIVES
TACHOMETER CONNECTK~N
I\
BREATHER FITTING
~VACUUM PUMP PAD
I
OIL PRESS. SCREEN HSG. ~e
~e OIL FROM COOLER
O
--I
~u
m
rJ
~L
r
TEMP CONN.
RETARD TERMINAL
O
TERMINAL
o
O
r)
Z
r
It
r,
OIL FILLER
LEV LPUG
Q
OIL
GAGE
~p_
a
8
Q,
MAGNETO TYPE
S4U\1-200
PRESS. CONN.
o
o
MAGNETO TYPE
S4LN-204
GROUND
O
C
Z
on
r
vl
LTO COOLER ~k
TERMINAL
O
m
O
v,
FUEL PUMP PAD
OIL DRAIN---~
ACCESSORY OIL RE
tn
Z
~F SEE F/G. 7-3 FOR OPT/On/AL CONNECT70NS
r
O
;I
Figurp 7-5. Installation Drawing
0-360-A1C, IO-360-B1C
Z
TACHOMETER CONN.
BREATHER
o
Yc~cOlL PRESS. SCREEN
w
HSG.7
I
VACUUM PUMP PAD
I
I
O(L PRESS. GAGE CONN.
FROM COOLER7
MAGNETO
rOlL FILLER PLUG 8
rn
m
cl
M
=3
x
o
Z
cl
OIL LEVEL GAGE
~d
O
MAGNETO a
E
O
Q~:
C4
OIL LINE TD
Z
o
O
PROPELLER
Cd
Q
a a OIL TEMP
CONN.-/
m
i I
a
ACCESSORY OIL RETC
PROP. GOV DRIVE PAD
FUEL PUMP OUTLET
OIL DRAIN
VENT LINE COFEI:
FUEL PUMP INLET
SZ1F f~G. 7-2 FOI~ MAGN~7D CONNZGT;C~VS
fK~ 7-3 fOR OP7KM14L
7-6. Installation
Drawing 0-360-0,
Excepting -C2B, -C2D
m
t~
i
Figure
C)
OIL TO COOLER a 3
OIL SUCTION SCREEN
a
rn
O
OIL DRAIN
a a
a
O
-D Series
TACHOMETER CONN.--~7
BREATHER FITT~NG
rOiL TEMP. CONN. ~ic ~t
rMOUNTING PAD FOR DUAL DRIVES
U~OILPREISS.SCREEN HSG---~
I rVACUUM PUMP PAD
i i
OLFROM
w
o~
o
ru
m
rOLPRESSGAGE CONN.
MAGNETO
OIL TO COOLER ~e t
011 FILLER PLUG 8
OIL LEVEL
GAGE
~51 O
o
Z
n
r
n
~lo
Q
MANIFOLD
PRESS. CONN.
O
C~
m
r
cn
01
FUEL PUMP PAD--/
OIL DRAIN
~e SEE
f f
g
~tdU
ACCESSORY
OIL
~T
Figure! 7-7. Installation Drawing -0-360-C2B. -C2D, HO-360-B1A, -B1R
O
O
m
a
v,
OIL SUCTKON SCREEN
FUEL DRAIN VALVES
7-2 FORMAGNETO CONNEC770NS
7-3~9 OPnCUVAL COMEC7iY3NS
z
vl
O
O
Z
Z
C
f~
OILTEMP CONN.
TACHOMETER CONN.
THERMOSTATIC BY- PASS VALVE
BREATHER FITTING
u
OIL TO COOLER
I MAGNETO
~C
VACUUM PUMP PAD
FUEL MANIFOLD
OIL PRESS. GAGE CONN.
01L FILLER TUBE 8
OIL LEVEL GAGE
m´•´•
CI
M
=j
x
0
c3
z
a
O
-r’
"11‘1
O
w
EI
**OIL FROM
COOLER
COr\BJECTIONVENT
MANIFOLD
PRESS. CONN.
MAGNETO
OIL LINE TO
UNE
PROPELLER
AC~ESSORY
OIL RETUF~N
OIL DRAIN
~--01L SUCTION SCREEN
OIL DRAN
FUEL PUMP INLET
FUEL DRAIN
o
f/G: 7-2 f~P
7-5 fZ~Q Q07iY~4L
Figure 7-8.
Installation
Drawing
IO-360-A Series
Z
O
b
a~
~1
vl
O
r~
m
a
O
OIL PRESS SCREEN HSG.
BREATHER FITTING
t~
TACHOMETER CONN.
TEMP. CONN.
OIL FROM COOLER
?r
O
OIL PRESS. CONN.
VENT RETURN
03
3
e
OIL TO COOLER
RETARD TERMINAL
’I(
X
I
GROUND TERM~NAL
GROUND TERMINAL
FILLER TUBE AND
GAGE
LEVEL IO
O
O
r,
Z
r
~fo
II
~I
O
PRESS. CONN.
"O
r
v,
FUEL #LET
LINE TO PROPELLER
MIXTURE CONTROL~
’C~IL
y~ACCESSORY
(I
10
m
Cj
OIL RETURN
OIL SUCTION SCREEN
V,
OIL DRAIN
POWER GAGE CONN.
v,
w
Z
n
Z
C
S~ nG 7-3 FOR C~077CM64L
r
O
;1
w
Figure
7-9. Installation
Drawing
IO-360-B1A
Z
;1
cp
FUEL MANIFOCD
M
TACHOMETER CONK
OILTEMP. CONN;
BREATHER FITTr(G
OIL PRESS. SCREEN HSG.
011 FROM COOLER
WMP PAD
X
MOUNTING 1#0 FOR DUAL DRNES
011 PRESS GAGE CONN.
GROUND TERMIF~V
RESARD TERMINAL
Fl
O
011 FILLER TUBE
LEVEL GAGE
LIODNA
B
E:
,AMFoLo
PRESSOONN.
011 LINE TO
PROPELLER
GROUND
TERMINAL
n
~o
Cd
a
ACCESSORY OIL RETL~N
MAPHRAI;M FIIEL WMP
(eie ONLY)
OL TO COOLER
C"
OIL SUCTION SCREEN
O
VENT LINE CONY.
on DRAIN
d
r)
011 DRAIN
FUEL PU~P IYLET
THROTTLE CONTROL
LEVER13
o
a
ihJ FaP aP7iWCldL
M
r
Figure 7-10. installation Drawing
Iq-360-B1B, -B1D
v,
d
~t THERM(rSTATK: 011 BY-PASS
VALVE7
BREA’I~HER
Oil TEMP. (30NN.+ a
_I
FUEL MANI~OLD7
a a
I
o\
o
,OIL PRESS GAGE CONN.
J
OIL FROM COOLER
O
rTACHOMETER COFIN.
_
I
MAC;NETO
J
e
MAGNETO a
MANIFOLD PRESS. CONN.
g
O
VI
O
X
$0
O
Z
ii
C~
ii
m~
O
o~
C~
r
II(
OIL LINE TO
PROPELLER
o
--I
m
Z
"O
r (10-360 ONLY)
m
OIL TO COOLER
aa
0~
ACCY. OIL RETURN
Cj
v,SP
FUEL PUMP INLET
VENT LINE CONN:
THROTTLE LEVER
MIXTURE CONTROL LEVER
OIL SUCTION SCREEN
OIL DRAIN--/
It
a
LFUEL DRAIN (2)
S~E FIG 7-2 fOR uaGNETD CONNt-CnONS
fiG. 7-3 ~23R OPTIONAL COMV~TIONS
V~
m
Z
C
c,
r
T:
Figurr 7-11.
Inslallation
Drawing
O
Z
;I
rn
cn
M
x
w OIL FROM
GOOLER
1
i
RETARD TERMINAL:
0
rTACHOMETER GONN.
BREATHER FITTING7
I
z
c3
~d
rMOUNTING PAD FOR DUAL DRIVES
O
VAGUUM PUMP PAD
Z
r
OIL PRESS. SCREEN HSG.
CC
O
MAGNETO TYPE
S4LN-200
51
O
G~
a~Cd
TERMINAL
SWITCH
VENT LINE
~ON .TERMINALS
I
OILTOGOOLER~e
ACCESSORY OR
RETURN
FUEL PUMP
OUTLET
NOZZLE PRESS.
GAGE CO~UIU.
FUEL PRESS
~MP INLET
FUEL DF~AIN(2)
OIL DRAIN
~-01L SUCTION SCREEN
IS
O1
~1
O
56
g p,
Figure 7-12. Installation Drawing
HIO-360-A~A
O
TACHOMETER CONNECTION
MOUNTING F#D FOR DUAL
BREATHER FITTING
x
WM3 PAD
OILTEMPERATURE
u OIL
PRESS. SCREEN HSG;
OIL FROM COOLER
MAGNETO TYPE S4LN-200
~t
--1
i
o\
Df~lVENOZL
o
pt
3
n
r
PRESSGAGE CONN.
MAGNETO TYPE S4LN-;m>
v,
O
i
illi i
OIL FILLER PLUG 8
OO
OILLO/ELC~E:
g
m
PRESS. CO~JN.
SWITCH
TERMINAL
SIMTCH TERMINAL
MAPtRLY;M TYPE
F~EL PVMP-BIA ONLY
~ARD
TERMINAL
a
o
o
~1
r
v,
8
FUEL INLET
O
~3
Z
n
O
m
~FI
ACCY. O1L RET~N
MSJT LINE CONN.
m
TO COOLER ~e
PRESS.
64GE CONN.
Cj
FUEL PRESS. CONN
rn
OIL SUCTION SCREEN
FUEL DRAIN LC4LVES
v,
m
OIL DRAIN
o
F/O. 7;3 FOR
O
--I
--´•1
Fi~ure 7-13.
Installalion
Drawing
HIO-3fiO-H1A. -13113
z
Z
C
r
SECTION
TAB LES
TABLES
Page
Table of Limits
Ground Run After Top Overhaul
Flight Test After Top Overhaul
.8-1
.........__,,
.8-2
.8-3
Full Throttle HP at Altitude
.8-4
Table of
.8-4
Speed Equivalents
Centigrade
Fahrenl~eit Conversion Table
Inch Fraction Conversions
.8-5
.8-6
SECTION 8
SECTION 8
TABLES
FOR
TIGHTENING
INFORMATION
TORQUE
RECOMMENDATION S
CONCERNING
TOLERANCES
AND
AND
DIMENSIONS THAT MUST BE MAINTAINED IN TEXTRON
LYCOh´•IING
I
AIRCRAFT
ENGINES, CONSULT
THE
LATEST
EDITION OF SPECIAL SERVICE PUBLICATION NO. SSP-1776.
CONS‘ULT LATEST EDITION OF SERVICE INSTRUCTION NO.
1029’
FOR
INFORMATION
PERTINENT
TO
CORRECTLY
INSTALLING CYLINDER ASSEMBLY.
8-1
IX E D W ING ON LY
GROUND RUN AFTER TOP OVERHAUL
OR CYLINDER CHANGE WITH NEW RINGS
Type Aircraft
’Zj
Registration No.
(DO
NOT USE AFTER MAJOR
0
OVERHAUL)
z
Aircraft No.
0"
i. Avoid
dusty location and loose stones.
2, Head aircraft into wind.
3. All eowling should be in place,lcowl flaps open.
Accomplish ground run in full flat pitch.
Never exceed 2000F. oil temperature.
If cylinder head temperatures reach 4000F.,
down and allow engine to cool before
Engine Model
C;C
S/N
CI
P
Date
o
G
Pressure
RPMIMAPI’
-;"D
-´•"D
-"’b--:"r
Anr~
Amt
^’-’Left Ri~ht
wer
Checlr
Check
G~
O
Cd
Flow
A´•nllD C´•´•nllr
5 min11000
1Omin11200
10 min11300
5 min11500
5 min11600
5 min11700
5 min11800
Check
35
O
r
GROUND RUN
Time
X
c3
Owner
Run-Up ~y
tinuing.
cl
E
a
m
O
Adjustment Required
After Completion of Ground Run
EC
o
i. Visually inspect engine(s)
2. Check oil level(s)
P
v,
i-3
O
d
I
m
X
FLIGHT TES~T AFTER TOP OVERHAUL
OR CYLINDER CHANGE WI-TH NEW RINGS
O
Z
i. Test fly aircraft one hour.
2. Use standard power for climb, and 750~ power for cruise.
3. Make climb shallow and at good airspeed for c;ooling.
4. Record engine instrument readings during climb and cruise.
IF! ~7
n
~1
IJ
Tested by
Time
O
FLICIHT TEST RECORD
FuelFlow~
Pressure
Temperature
Temperature
m
RPMIMAPI L.oilJ R.oil I L.cvll R.cvll L.oilTR.oil/ L.fuellR.fuel 1L.carbl R.carb IAmb.AirlLeft Righ t r
v,
r(l
O
m
irO
Climb
;I
Cruise
O
After Test
Adjustments Required After Flight
vi
Flight
i. Make careful visual inspection of engine(s).
2. Check oil level(s).
3. if oil consumption is excessive (see operator’s
limits) then remove spark plugs
check cylinder barrels for scoring.
manual
for
v,
and
o
~3
O
3
Z
oo
Z
C
SECTION 8
FULL T)-CROTTLE HP AT ALTITUDE
(Normally Aspirated Engines)
Altitude
Ft.
0
500
1,000
2,000
2,500
3,000
4,000
5,000
6,000
7,000
8, 000
9,000
8. L.
H. P.
100
98.5
96.8
93.6
92.0
90.5
87.5
84.6
81.7
78.9
76.2
73.5
Altitude
Ft.
8. L.
H. P.
Altitude
Ft.
8. L.
H. P.
10,000
11,000
12,000
13,000
14 ,000
15,000
16,000
17,000
17,500
18,000
18,500
19,000
70,8
68.3
65.8
63.4
61.0
58.7
56.5
54.3
53.1
52.1
51.4
50.0
19,500
20,000
20,500
21,000
49.1
48.0
47.6
46.0
45.2
44.0
43.3
42.2
41.4
40.3
39.5
38.5
21,500
22,000
22,500
23,000
23,500
24 ,000
24,500
15,000
TABLE OF SPEED EQUIVALENTS
Sec./Mi.
M. P. H.
Sec.lMi.
M. P. H.
Sec./Mi.
M. P. H.
72.0
60.0
51.4
45.0
40.0
36.0
32.7
30.0
27.7
25.7
50
60
70
80
90
100
24 .O
22.5
21.2
20.0
18.9
18.0
14.4
13.8
13.3
12.8
12.4
110
120
130
140
17.1
16.4
15.6
15.0
150
160
170
180
190
200
210
220
230
240
250
260
270
280
290
300
320
320
330
340
84
12.0
11.6
11.2
10.9
10.6
TEXTRON
LYGOA41NG
OBERATORS MANUAL
0-3d0 and ASSOCIATED MODELS
C ENTIC RA D
E-
SECTION 8
FA H RE N Hi E IT CONV E RS1ON TAB L E
Example: To convert 200C, to Fahrenheit, find 20 in the center column
~F--C); then read 68.00F, in the~coiumn (F) to the rigpt, To
headed
convert
-6.670C.
200F. to Centigrade; find 20 in the center column and read
in the
(C)
C
F-C
-56.7
-51.1
-45.6
-40,0
´•34,0
-28.9
´•23.3
´•17,8
-12.22
´•fi.67
-70
-60
-50
-40
-30
-20
-~O
0
10
20
30
40
50
60
70
80
90
100
110
120
130
140
150
160
170
180
190
200
210
4 .44
10.00
15.56
21.11
26.67
32,22
37.78
43.33
48.89
54 .44
60.00
65.56
71.00
76,67
82.22
87.78
93.33
98.89
cdumn
to~ the left.
C
F-C
F
´•9´•d.0
104.44
220
-76.0
-58.0
-40.0
-22.0
-Q,O
14.0
32.a
50~0
68.0
863.0
504.0
122.0
140.0
158.0
176.0
104 .0
212.0
230.0
24 8,0
266.0
284 .0
302.0
320.0
338.0
356.0
374.0
392.0
4 10.0
1 10.00
230
240
250
260
270
428.0
446.0
464,0
482.0
500 .0
518.0
536.0
554 .0
572~0
F
115.56
121.11
126 .67
132,22
165.56
171.11
280
290
300
310
320
330
340
176.67
182,22
187,78
103 .33
198 .89
204.44
210.00
215.56
221.11
226.67
232.22
237.78
243 ,33
248.89
254 .4´•1
260.00
350
360
370
380
390
400
410
420
430
440
460
460
470
460
490
500
137.78
143.33
148,89
15´•4.44
160.00
590.0
608.0
626.0
644 .0
662.0
680.0
698.0
716,0
734 .0
752.0
770.0
788.0
806 ,0
824.0
842.0
860.0
878.0
896.0
914.0
932.0
8-5
SECTION 8
INCH FRACTIONS CONVERSIONS
Decimals, Area of Circles and Mi(iimeters
Inch
Fraction
1/64
1/32
3/6´•4
1/16
3/ 32
7/64
1/8
5132
11/64
3/16
7/32
15164
1/4
9/32
19/64
5/16
11/32
23/64
3/8
13/32
27/611
7/16
15/32
31164
8-6
Decimal
Equiv.
.0156
.0312
.0469
.0625
.0937
.1094
125
.1562
.1719
.1875
.2187
.2344
.25
.2812
.2969
Area
Sq. In.
.0002
.0008
.0017
.0031
.0069
.0091
.0523
.0192
.0232
.0276
MM.
Decimal
Equiv.
Inch
Fraction
.397
.794
1.191
1.587
2.381
2,778
1/2
17/32
35/64
9/16
19132
39/64
.5
.5312
.5469
.2217
.2349
.5625
.2485
.5937
.2769
.6094
.2416
.3068
.3382
3. 175
.0376
.0431
.0491
3.969
4.366
4.’762
5.556
5.593
6.350
.0621
7.144
.0692
7.540
.3‘125
.0767
7.937
.3437
.3594
.375
.4062
.4219
.4375
.4687
.4844
.0928
.1014
.1105
.1296
.1398
.1503
8.731
9. 128
9.525
10.319
10.716
11.112
1‘1.906
1.2.303
.1725
.1842
5/8
21/32
43/64
11/16
23/32
47/6´•(1
3/4
25/32
51/61
Equiv.
.625
.6562
.6719
.6875
.7187
.7341
.75
.7812
.7969
Area
Sq.
In.
.1964
.3545
.3712
.4057
.11235
.4418
.4794
.4987
13116
27332
.8125
.5185
.8437
55/64
.8594
7/8
29/32
59164
15/16
31132
63/ 64
.875
.9062
.9219
.9375
.9687
.9134 4
.5591
.5800
.6013
.6450
.6675
.6903
.7371
.7610
MM.
Equiv.
12.700
13.494
13.891
14.288
15.081
15.478
15.875
16.669
17,065
17.462
18.256
18.653
19.050
19.844
20.241
20.637
21.431
21.828
22.225
23.019
23.416
23.812
24.606
25.003

Operator`s Manual - Aéroclub du Havre

Transcription

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