Lycoming Operators Manual

Transcription

LYCO'UTTNE
A Textron Compdny
OPERATOR'SMANUAL
REVISION
KI!VISIUN
NU.
60297-12-6
TU|'LTLA
I IUN
o, Ho, Io, AIO,
HIO,T10-360
SERIES
TUDLILA
I IUI\
NO.
60297-t2
TUBLICAI'IUN
DATE
April 1989
The page(s)in this revisionreplace,addto, or deletecurent pagesin
manual.
theoperator's
PREVIOUSREVISIONS
CURRENT REVISIONS
May 2000
July l9E9
3-5
3-12A,Addspage3-l28; 3-13
March 1990
t - < l-6; 2-9, 2-10, 2-ll, 2-12,
2-13 Addedpage3-l8A; 3-29;
5-4
May 1996
l-5, l-6, l-7;' 2-2, Addedpage
2-2A/B;2-9, 2-10, 2-ll, 2-12,
2-13,2-14; 3-12, Added page
3-l2A/B; 3-14, Added page
3-l4A/B; 3-15, 3-16, Added
pages
3-16A,3-l68; 3-17,3-18,
3-26, Added pages 3-26A18,
3-40A/B; 3-50, Added pages
3-50A,3-50B;3-51
April 1998
3-3, 3-4,Addedpage3-4A/B
December1999
1-7; 2-2A, Added page 2-28;
2-10, 2-13; 3-12, 3-15, 3-23,
3-40A,Addedpage3-408;8-l
O, HO, lO, AIO, HIO, T10-360 SeriesOperator's Manual:
Textron Lycoming PartNumber: 60297-12
O 1989,2000TextronLycoming.All RightsReserved
Lycoming and "Powered by t,ycoming" are trademarksor registered
trademarksof TextronLycoming.
All brand and product names referencedin this publication are
trademarksor registeredtrademarks
of their respective
companies.
For additional information:
Mailing address:
T e x tro nL y c o m i ng
652 Oliver Street
Wi l l i a ms p o rt.
P A 17701U .S .A .
Phone:
F-actory:
Sales Departrnent:
F ax :
l 8I
570-323-6
sl0-327-7268
t}l
570-321-7
Textron l,ycoming's regularbusinesshours are Mcnday
throughFridayfiom 8:00AM through5:00PM Eastern
Time
(+5 GM.r')
Visit us on the World Wide Web at:
http://www.lycoming.textron.com
OPERATOR'S
MANUAL
Lycoming
AircraftEngines
SERIES
0-360,HO-360,10-360,
Ato-360,Hto-360& T10-360
60297-12
LYCOnntUG
A Textron Company
652OliverStreet
Willlamsport,PA. 17701U.S.A.
570/323-6181
Printed in U.S.A.
TEXTRONLYCOMINGOPERATOR'S
MANUAL
T A B L EO F CO NT E NT S
Page
SECTION1
DESCRIPTION
1-1
SECTION2
SPECIFICATIONS
2.7
SECTION3
OPERATINGINSTRUCTIONS
3-1
SECTION4
PERIODICINSPECTIONS
4-l
SECTION5
MAINTENANCEPROCEDURES
5-1
SECTION6
TROUBLE-SHOOTING
6-1
S EC T IO N7
INSTALLATIONAND STORAGE
7-l
SECTION8
TABLES
8-1
MANUAL
TEXTRONLYCOMINCOPERATOR'S
DESCRIPTION
Page
General
Cylinders
ValveOperatingMechanism
Crankcase
Crankshaft
ConnectingRods
Pistons
AccessoryHousing
Oil Sump
CoolingSystem
fnductionSystem
LubricationSystem
PrimingSystem
lgnitionSystem
ModelApplicationTable.
......1-1
.....1-1
.......1-1
. . . .1-l
....'l-2
... -.1-2
. .1-2
....1-2
......1-2
......1-2
.....1-2
....1-4
......1-4
......'l-4
.....1-5
TEXTRONTYCOMI
NC OPERATOR'S
MANUAI
0-360andA S S OCIAT EMO
D DE L S
sEcTroN
1
SECTION1
DESCRIPTION
The O, HO, IO, AIO,HIO,LIO andT10-360
series
arefourcylinder,
dir ec t dr iv e, hor iz ont al l y o p p o s e d ,a i r c o o l e d e n g i n e s .
In referring to the location of the various engine components, the parts
are describedas installed in the airframe. Thus, the power take-off end is
the front and the accessorydrive end the rear. The sump sectiorr is the
bottom and the opposite side of the engine where the shroud tubes are
located the top. Reference to the left and right side is made with the
observer facing the rear of the engine. The cylinders are nunrbered frorn
front to rear, odd numbers on the right. The direction of rotation of the
crankshaft, viewed from the rear, is clockwise. Rotation for accessory
dri'resis determined with the observerfacing the drive pad.
NOT'IJ
Tbe lctter "L" in tbe model prefix dcttotas tbe reuersc roidtion of tba
basic rnotlel. Exantple: model I0-360-C bas clockwisc rotdtiott ol' the
cranksbaft. Tberefore, LIO-360-C l)ds counter-clockwise rotatioD of tbc
crankshaft. Likewise, tl)e rotntion of the accessorydriacs of tha LI0-360-C
are opposite those of tbe basic nndel as listed in Scction 2 of tbis manuol.
Tbe letter "D" used as tbe 4th or 5tb cbtrracter in tbe ntodel suffix
denotes tltat thc particular nodel employs dual magnetos l:oused in a
single bousing. Example: All inlormation pertinent to tlte 0-360-4II;6
zuill apply to 0-360,411;6D.
Operational asPects of engines are tbe sanrc and lrarformanca curuas and
specifications for tbe basic ttrodel will apply.
Cylinders - The cyliuders are of conventional air cooled construction with
the two major parts, lread 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.
l -1
MANUAL
LYCOMINGOPERATOR'S
TEXTRON
sEcTtoN
1
0-360 and ASSOCIATEDMODELS
Valac Operatiug Mecltanism
A conventional t;-pe camshaft is located
above and parallel to the crankshafi. The camshaft actuates hydraulic
tappets which operate the valvesthrough push rods and valve rockers. The
valve rockers are supported on full floating steel shafts. The valve springs
bear against hardened steel seats and are retained on the valve stems by
m eansof s plit k ey s .
Crankcase- The crankcaseassembly consistsof two reinforced aluminum
alloy castings,fastened together by means of studs, bolts and nuts. The
mating surfacesof the two castingsare joined without the use of a gasket,
and the main bearing bores are machined for use of precision type main
bearing inserts.
Cranksltolt - The crankshaft is made from a chrome nickel molybdenum
steel forging. AII bearingjournal surfacesare nitrided.
Conuecting Rods - The connecting rods are made in the form of "H"
seciions from alloy steel forgings. They have replaceablebearing insertsin
the crankshaft ends and bronze bushings in the piston ends. The bearing
caps on tlre crankshaft ends are retained by two bolts and nuts through
each cap.
Pistotts - 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 on 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 fastetred to the rear of the crankcase and the top rear of the
sump. It forms a housing for the oil pump and the various accessorydrives.
Oil Sump (h.xcept -AIO Seies) - The sump incorporates an oil drain plug,
oil suction screen, mounting pad for carburetor or fuel injector, the intake
riser and intake pipe connect.ions.
Crankcasc Couers (AIO Seies) - Crankcase covers are employed on the
top and bottom of the engine. These covers incorporate oil suction
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.
t-2
TEXTRONTYCOMINGOPERATOR'S
MANUAL
0-360andA S S OCIAT EMO
D DE L S
S E CT I O N1
CoolittgSystern- Theseenginesare designedto be cooledby air pressure.
Bafflesare providedto build up a pressure
and force the air throughthe
cylinderfins. The air is then exhaustedto the atmosphere
throughgillsor
a u g m e n totu
r b e su s u a ll vl ocatedat the rearof the cow l i ng.
I ttd u ctio u S.ysten t
L1'comingO-360and H0-360 seriesenginesare
equippt'd with eit,hera floal t!'pe or pressuretype carburetor. SeeTable 1
for model application. Particularly good distribution of the fuel-air
m ix t ur e t o eac h c y lind e r i s o b t a i n e d t h r o u g h t h e c e n t e r z o n e i n d u c t i o n
s y s t em , whic h is int eg r a l w i t h t h e o i l s u m p a n d i s s u b m e r g e d i n o i l ,
insuring a more uniform vaporization of fuel and aiding in cooling the oil
iu the sump. From the riser the fuel-air mixture is distributed to each
c y linder by indiv idual in t a k e p i p e s .
Ly c om ing I O - 3 6 0 , A I O - 3 6 0 , H 1 0 - 3 6 0 a n d T I O - 3 6 0 s e r i e se n g i n e s
are equipped with a Bendix t1'pe RSA fuel injector, with the exception of
m odel 10- 360- 81A wh i c h i s e q u i p p e d w i t h a S i m m o n d s t y p e 5 3 0 f u e l
injector. (See Table 1 lor model application.) The fuel injection system
schedulesfuel florv in proportion to air flow and fuel vaporization takes
place at the intake ports. A turbocharger is mounted as an integral part of
t he' I I O - 360
s er ies e n g i n e s . A u t o m a t i c w a s t e g a t e c o n t r o l o f t h e
turbocharger provides constant air density to the fuel injector inlet from
seallevel to critical altitude.
A brief description of the carburetorsand fuel injectors follows:
The Marvel-ScheblerMA-4-5 and HA-6 carburetors are of the single
barrel float type equipped with a manual mixture control and an idle
c ut - of f .
The N{arvel-Schebler
MA-4.5AA carburetor is of the single barrel float
type with automatic pressur,ealtitude mixture control. This carburetor is
equipped wit h idle c ut - o f f b u t d o e s n o t h a v e a m a n u a l m i x t u r e c o n t r o l .
The Bendix-Stromberg PSH-5BD is a pressure operated, single barrel
h oriz.ontal carburetor, incorporating an airflow operated power
enr ic hm ent v alv e and a n a u t o m a t i c m i x t u r e c o n t r o l u n i t . I t i s e q u i p p e d
u'ith an idle cut-off and a manual mixture control. The AMC unit works
independently of , and in parallel with, the manua.lmixture control.
1-3
LYCOMING
TEXTRON
OPERATOR'S
MANUAL
S E CTION1
0 -3 6 0a n dA S S O CI A T EMO
D DE L S
The Bendix RSA type fuel injectionsystemis basedon the principleof
measuring
air flow and usingthe air flow signalin a stemtype regulatorto
convert the air force into a fuel force. This fuel force (fuel pressure
differential)when appliedacrossthe fuel meteringsection(jettingsystem)
makesfuel flow proportionalto air flow.
The Simmondstype 530 is a continuousflow fuel injectionsystem.
This continuousflow systemhasthreeseparate
components:
1. A fuel pump assembly.
2. A throttle body assembly.
3. Four fuel flow nozzles.
This systemis throttle actuated.Fuel is injectedinto the engineintake
valveports by the nozzles.The systemcontinuouslydeliversmeteredfuel
to eachintakevalveport in response
to throttle position,enginespeedand
mixture control position-Completeflexibility of operationis providcdby
the manualmixture control which permitsthe adjustmentof the amount
of injected fuel to suit all operatingconditions.Moving the mixture
control to "Idle Cut-Off" resultsin a complete cut-off of fuel to the
engine.
Lubrication System- (All modelsexcept A10-360 series).The full pressure
wet sump lubrication system is actuated by an impeller type pump
containedwithin the accessory
housing.
(A10-360 seies). The 410-360 seriesis designedfor aerobaticflying
and is of the dry sump type. A doublescavenge
pump is installedon the
accessoryhousing.
Priming System - Provisionfor a primer systemis provided on all engines
employinga carburetor.Fuel injectedenginesdo not requirea priming
system.
Ignition System - Dual ignition is furnished by two Bendix magnetos.
ConsultTable 1 for model application.
CounterweigbtSystem - Models designatedby the numeral6 in the suffix
of the model number (example:O-360-A1G6) are equipped with
crankshaftswith pendulum type counterweightsattached.
7-4
TEXTRON LYCOMINGOPERATOR'S MANUAL
O-360andASSOCIATED
SECTION1
MODELS
TABLE 1(CONT.)
MODEL APPLICATION
Model
0-360 (Cont.)
-A1F6D,-A1LD
-A1G6D
-G1A6
-J2A
t
Left**
Right**
Carburetor
D4LN-3021
D4LN-3021
4251
4251
4347
4370
MA-4-5
HA-6
HA-6
MA-4SPA
-A1A
-B1A
-B1B
-C1A
s4LN-200
s4LN-200
s4LN-200
4347
MA-4-5AA
PSH-5BD
PSH-5BD
tIA-6
HIO-360
-A1A -B1A -B1B
-A1B, -C1A
_C1B
-D1A
-ElAD
-EIBD, _F1AD
s4LN-200 S4LN-200
s4LN-200 S4LN-204
s4LN-120s s4LN-1209
s4LN-1208 S4LN-1208
D4LN-3021
D4LN-3200
Fuel Injgrtor
RSA-sAB1
RSA-5AD1
RSA.5AD1
RSA.7AA1
RSA-5AB1
RSA-5AB1
ro-360
-41A, -A2A, -818,
-B1C
-A1B, -A2B, -.4186
-41C, -AzC, -ClB
-A1D6, -B1E,i-B2E
-A3B6
-B1A
-81D, -ClA
s4LN-200
s4LN-1227
s4LN-1208
s4LN-7227
4312
s4LN-200
s4LN-200
RSA-5AD1
RSA-5AD1
RSA-5AD1
RSA_5AD1
RSA_sAD1
530
RSA-5AD1
HO-360
T
T
T
S4LN-204
S4LN-204
S4LN-200
4370
S4LN-204
S4LN-1209
S4LN-1209
S4LN-1209
4370
S4LN-204
S4LN-204
* - Models with counterclockwise rotation employ S4RN series.
t* - Seelatest edition of Service Instruction No. 1443 for alternatemag-
I
netos.
1-6
RevisedMay 1996
TEXTRONLYCOMINCOPERATOR'S
MANUAL
SPECIFICATIONS
Specifications
O-360-A ,-8,-C, -D, -F .
HO-360-A ,-B
IO-360-A,-8,-C,-D,-E,-R-J,-K
.
A 10-360-A ,-8..
..
HIO-360-A ,-B . . . .
HIO-360-C.-D. . . .
HIO-360-8,-F... .
TIO-360-A ,-C. . . .
Accessory
Drives.
Detail Weights
E nginee.
Dimensions
. . . . . . . 2 -l
. . . . . . . . 2 -2
....2-3
. . . 2 -4
. . . 2 -4
. . . 2 -5
. . . 2 -6
. . . 2 -7
....2-8
. . . . . 2 -g
. . .2-10
MANUAI
SECNION2
O-360and ASSOCIAIEDMODELS
SPECIFICATIONS
IO-360-A,.C,-D,-J,-K
SERIES
IO-360-8,.8,-FSERIES"
FAA Type Certi-ficate.
R a te d h o rs e p o w e r.
.1E 10
........180
.2700
5.125
4.575
361.0
.8.5:1
Rated speed, RPM,
Bor e, inc hes . . . . .
. .. ..250
.028-.080
rear).
. .1:1
Clockwise
**NOIE
On the followingmodel engines,the magnetospark occurs at 20" BTC. Consult nameplatebeforetiming magnetos.
Models
Serial No.
I()-360-4 Series(Except-A1B6D)
l-14436-51 and up
IO-360-C,-DSeries(Except-C1C,-C1F,-C1C6,-C1D6)L14436-51 and up
IO-360-ClC,-ClF
L8150-51 and up
IO-360-C1D6
L14446-51 and up
LIO-360-C1E6
l-l0M-67 and up
AIO-360-A1A.-A18.-81B
l-220-63 and up
HIO-360-CrA,-C1B
I-14436-51 and up
ro-360-clc6
All Engines
-K2A
IO-360-J1AD,
AI Engines
2-3
TEXTRON LYCOMING OPERATOR'SMANUAL
SECTION2
*Accessory Drive
Starter
Generator
Generator
Alternatort
Thchometer
Magneto
Vacuum Pump
Propeller Governor
(Rear Mounted)
Propeller Governor
(Front Mounted)
Fuel Pump AN20010
Fuel Pump AN20003***
Fuel Pump - Plunger
operated
Dual Drives
Vacuum - Hyd. pumP
Vacuum - Prop. Gov.
0-360 and ASSOCIATED MODELS
Drive Ratio
**Direction of Rotation
16.556:1
1.910:1
2.500:l
3.20:l
0.500:1
1.000:1
1.300:1
0.666:1
Counter-Clockwise
Clockwise
Clockwise
Clockwise
Clockwise
Clockwise
Counter-Clockwise
Clockwise
0.895:1
Clockwise
0.866:1
1.000:1
0.500:1
Counter-Clockwise
Counter-Clockwise
1.300:1
1.300:1
Counter-Clockwise
Counter-Clockwise
NOTE
Engines with letter "L" in prefi* wilt haue opposite rotation to the aboae'
* - When applicable
r"'. - Viewed facing drive Pad
pump drive
"* - TIO-360-C1A6D, HIO-360-E, -F have clockwise fuel
- HIO-360-D1A - Alternator drive is 2.50:1
t
2-8
MANUAL
0-360and ASSOCIATEDMODELS
SECTION2
DETAILWEIGHTS(CONT,)
Model
Lbs
HIO-360Series
-Al A.
...285
-B rA ,-B rB ,-CrA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 8 8
l0-360Series
I
I
-L2A.
-Blc.
-BlA.
-BlE..
-BrD.
-BlB.
-MrA.
-BrF,-B2F
-BlG6
-84A..
-82F6.
-K24.
-AID6D,-A3D6D,-CrA .
-clB .
-clc,-DrA....
-JIAD
-AlA, -42A,-ClF.-ClG6
-Alc. -A2C.-AID.
-AlB, -A2B
-clD6
-clc6
-AIB6D,-A3B6D,-JrA6D
-,4186,-A386
-AlD6
-clE6.
2-10
...278
...289
....295
.......296
...297
...299
. . 300
.....301
...30-5
........307
........308
...311
. . ...319
...320
......322
...323
.....324
....325
. ., . 326
...328
...329
. ...330
..333
. . .335
.......337
RevisedDecember1999
TEXTRONLYCOMING OPERATOR'SMANUAL
SECTION 2
INCHES(CONT.)
DIMENSIONS,
MODEL
HEIGHT
WIDTH
LENGTH
HO-360
.AIA
.BIA, -BIB
.CIA
24.59
19.68
t9.22
) J.J
I
33.37
) ) .- t
I
29.81
30.67
3t.82
ro-360
I
.A A, -A2A,-A ID
-A B, -A2B
-A 86, -A386
-A C, -A2C
-A D6
-A B6D,-A3B6D,-JIAD
-A D6D,-A3D6D
-Bl A
-B B, -BID, -L2A
-B C
-B E
-B F.-82F.-82F6
-flz A
-crA. -CIB
-cl C, -CIC6
-cl E6,-CIF
-D A, -CI D6,.C IG6
-El A, -FIA.-BIG6
-K: A
-M A
19.35
19.35
t9.35
19.35
t9.35
t9.35
19.3
5
34.25
34.25
34.25
34.25
34.25
34.25
34.25
1a A1
T
:L.A
J.'.J
I
J).)
I
24.84
20.10
20.'70
24.84
24 84
19.48
r9.48
19.48
19.48
20.'70
| 9.35
20.26
34.?5
33.38
20.16
20.76
34.25
34.25
-tJ.J
/
-r ).t
I
, ).-)|
) ) .)
I
34.?s
34.25
34.25
34.25
t) ..) r
29.81
30.10
30.70
29.30
30.70
3r.33
31.33
32.8r
29.81
30.68
32.09
30.70
29.56
lt.t4
33.65
33.65
lt.t4
32.09
19.8t
-t '. /)
Aro-360
-A IA, -A2 A
-A IB. -A 2 B
r 999
R e v i s e dD e c e m b e 1
30.08
30.08
2- I3
LYCOMING OPERATOR’S MANUAL
SECTION 3
OPERATING INSTRUCTIONS
Page
General.......................................................................................................................................................... 3-1
Prestarting Items of Maintenance .............................................................................................................. 3-1
Starting Procedures ..................................................................................................................................... 3-1
Cold Weather Starting ................................................................................................................................ 3-3
Ground Running and Warm-Up ................................................................................................................ 3-3
Ground Check .............................................................................................................................................. 3-4
Operation in Flight ...................................................................................................................................... 3-5
Engine Flight Chart ................................................................................................................................... 3-10
Operating Conditions ................................................................................................................................ 3-11
Shut Down Procedure................................................................................................................................ 3-16
Performance Curves .................................................................................................................................. 3-17
This Page Intentionally Left Blank
O-360 AND ASSOCIATED MODELS
SECTION 3
SECTION 3
1. GENERAL. Close adherence to these instructions will greatly contribute to long life, economy and
satisfactory operation of the engine.
NOTE
YOUR ATTENTION IS DIRECTED TO THE WARRANTIES THAT APPEAR IN THE
FRONT OF THIS MANUAL REGARDING ENGINE SPEED, THE USE OF SPECIFIED
FUELS AND LUBRICANTS, REPAIR AND ALTERATIONS. PERHAPS NO OTHER ITEM
OF ENGINE OPERATION AND MAINTENANCE CONTRIBUTES QUITE SO MUCH TO
SATISFACTORY PERFORMANCE AND LONG LIFE AS THE CONSTANT USE OF
CORRECT GRADES OF FUEL AND OIL, CORRECT ENGINE TIMING, AND FLYING
THE AIRCRAFT AT ALL TIMES WITHIN THE SPEED AND POWER RANGE SPECIFIED
FOR THE ENGINE. DO NOT FORGET THAT VIOLATION OF THE OPERATION AND
MAINTENANCE SPECIFICATIONS FOR YOUR ENGINE WILL NOT ONLY VOID YOUR
WARRANTY BUT WILL SHORTEN THE LIFE OF YOUR ENGINE AFTER ITS WARRANTY
PERIOD HAS PASSED.
New engines have been carefully run-in by Lycoming and therefore, no further 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.
NOTE
Cruising should be done at 65% to 75% power until a total of 50 hours has accumulated or
oil consumption has stabilized. This is to ensure proper seating of the rings and is applicable
to new engines, and engines in service following cylinder replacement or top overhaul of one
or more cylinders.
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 (regardless of octane rating) be used.
2. PRESTARTING ITEMS OF MAINTENANCE. 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 the engine is started.
3. STARTING PROCEDURES. O-360, HO-360, IO-360, AIO-360, HIO-360, TIO-360 Series.
The following starting procedures are recommended, however, the starting characteristics of various
installations will necessitate some variation from these procedures.
a. Engines Equipped with Float Type Carburetors.
(1) Perform pre-flight inspection.
3-1
SECTION 3
(2) Set carburetor heat control in off position.
(3) Set propeller governor control in Full RPM position (where applicable).
(4) Turn fuel valves On.
(5) Move mixture control to Full Rich.
(6) Turn on boost pump.
(7) Open throttle approximately ¼ travel.
(8) Prime with 1 to 3 strokes of manual priming pump or activate electric primer for 1 or 2 seconds.
(9) Set magneto selector switch (consult airframe manufacturers handbook for correct position).
(10) Engage starter.
(11) When engine fires, move the magneto switch to Both.
(12) Check oil pressure gage. If minimum oil pressure is not indicated within thirty seconds, stop
engine and determine trouble.
b. Engines Equipped with Pressure Carburetors or Bendix Fuel Injectors.
(2) Set carburetor heat or alternate air control in Off position.
(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-Off.
(7) Turn boost pump Off.
(8) Open throttle ¼ of travel.
(9) Set magneto selector switch (consult airframe manufacturers handbook for correct position).
(10) Engage starter.
3-2
SECTION 3
(11) Move mixture control slowly and smoothly to Full Rich.
c. Engines Equipped with Simmonds Type 530 Fuel Injector.
(2) Set alternate air control in Off position.
(3) Set propeller governor control in Full RPM position.
(4) Turn fuel valve On.
(5) Turn boost pump On.
(6) Open throttle approximately ¼ 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 mixture control to Idle Cut-Off.
(7) Turn boost pump Off.
(8) Open throttle ¼ travel.
(9) Move combination magneto switch to Start, using accelerator pump as a primer while cranking
engine.
(10) When engine fires allow the switch to return to Both.
4. COLD WEATHER STARTING. During extreme cold weather, it may be necessary to preheat the engine
and oil before starting.
5. GROUND RUNNING AND WARM-UP.
The engines covered in this manual are air-pressure cooled and depend 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 if the cylinder head temperature should exceed the maximum as stated in this manual.
3-3
SECTION 3
a. Fixed 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.
(5) Engine is warm enough for take-off when the throttle can be opened without the engine faltering.
Take-off with a turbocharged engine must 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 directed 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”.
d. Fixed Wing Aircraft (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 pulling the propeller control into the feathering position. Do not
allow the RPM to drop more than 500 RPM.
e. A proper magneto check is important. Additional factors, other than the ignition system, affect
magneto drop-off. They are load-power output, propeller pitch, and mixture strength. The important
point 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.
(1) Fixed Wing Aircraft.
(a) (Controllable pitch propeller). With the propeller in minimum pitch angle, set the engine to
produce 50-65% power as indicated by the manifold pressure gage unless otherwise specified
in the aircraft manufacturer’s manual. At these settings, the ignition system and spark plugs
must work harder because of the greater pressure within the cylinders. Under these conditions,
ignition problems can occur. Magneto checks at low power settings will only indicate fuel/air
distribution quality.
3-4
Revised December 2007
LYCOMING OPERATORS MANUAL
SECTION 3
(b) (Fixed pitch propeller). 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).
(c) 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, then return to both. Drop-off must not
exceed 175 RPM and must not exceed 50 RPM between magnetos. Smooth operation of the
engine but with a drop-off that exceeds the normal specification of 175 RPM is usually a sign
of propeller load condition at a rich mixture. Proceed to step e. (1) (d).
(d) If the RPM drop exceeds 175 RPM, slowly lean the mixture until the RPM peaks. Then retard
the throttle to the RPM specified in step e.(1)(a) or e.(1)(b) for the magneto check and repeat
the check. If the drop-off does not exceed 175 RPM, the difference between the magnetos does
not exceed 50 RPM, and the engine is running smoothly, then the ignition system is operating
properly. Return the mixture to full rich.
(2) Helicopter.
Raise collective pitch stick to obtain 15 inches manifold pressure at 2000 RPM.
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. Drop-off must not exceed 200 RPM. Drop-off
between magnetos must not exceed 50 RPM. A smooth drop-off past normal is usually a sign of a
too lean or too rich mixture.
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.
7. OPERATION IN FLIGHT.
a. See airframe manufacturers instructions for recommended power settings.
b. Throttle movements from full power to idle or from idle to full power are full range movements. Full
range throttle movements must be performed over a minimum time duration of 2 to 3 seconds.
Performing a full range throttle movement at a rate of less than 2 seconds is considered a rapid or
instant movement. Performing rapid movements may result in detuned counterweights which may
lead to failure of the counterweight lobes and subsequent engine damage.
c. Fuel Mixture Leaning Procedure.
Improper fuel/air mixture during flight is responsible for engine problems, particularly during takeoff 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 engines utilize the instructions in this publication any time the
fuel/air mixture is adjusted during flight.
Manual leaning may be monitored by exhaust gas temperature indication, fuel flow indication, and
by observation of engine speed and/or airspeed. However, whatever instruments are used in
monitoring the mixture, the following general rules must be observed by the operator of Lycoming
aircraft engines.
Revised March 2009
3-5
SECTION 3
GENERAL RULES
Never exceed the maximum red line cylinder head temperature limit.
For maximum service life, cylinder head temperatures should be maintained below 435°F (224°C) during
high performance cruise operation and below 400°F (205°C) for economy cruise powers.
Do not manually lean engines equipped with automatically controlled fuel system.
On engines with manual mixture control, maintain mixture control in “Full Rich” position for rated takeoff, climb, and maximum cruise powers (above approximately 75%). However, during take-off from high
elevation airport or during climb, roughness or loss of power may result from over-richness. In such a case
adjust mixture control only enough to obtain smooth operation – not for economy. Observe instruments for
temperature rise. Rough operation due to over-rich fuel/air mixture is most likely to be encountered in
carbureted engines at altitude above 5,000 feet.
Always return the mixture to full rich before increasing power settings.
Operate the engine at maximum power mixture for performance cruise powers and at best economy
mixture for economy cruise power; unless otherwise specified in the airplane owner’s manual.
During letdown flight operations it may be necessary to manually lean uncompensated carbureted or fuel
injected engines to obtain smooth operation.
On turbocharged engines never exceed 1650°F turbine inlet temperature (TIT).
1. LEANING TO EXHAUST GAS TEMPERATURE GAGE.
a. Normally aspirated engines with fuel injectors or uncompensated carburetors.
(1) Maximum Power Cruise (approximately 75% power) – Never lean beyond 150°F on rich side of
peak EGT unless aircraft operators manual shows otherwise. Monitor cylinder head
temperatures.
(2) Best Economy Cruise (approximately 75% power and below) – Operate at peak EGT.
b. Turbocharged engines.
(1) Best Economy Cruise – Lean to peak turbine inlet temperature (TIT) or 1650°F, whichever
occurs first.
(2) Maximum Power Cruise – The engine must always be operated on the rich side of peak EGT or
TIT. Before leaning to obtain maximum power mixture it is necessary to establish a reference
point. This is accomplished as follows:
(a) Establish a peak EGT or TIT for best economy operation at the highest economy cruise
power without exceeding 1650°F.
3-6
SECTION 3
Figure 3-1. 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
3-7
SECTION 3
(b) Deduct 125°F from this temperature and thus establish the temperature reference point for use
when operating at maximum power mixture.
(c) Return mixture control to full rich and adjust the RPM and manifold pressure for desired
performance cruise operation.
(d) Lean out mixture until EGT or TIT is the value established in step (b). This sets the mixture
at best power.
2. LEANING TO FLOWMETER.
Lean to applicable fuel-flow tables or lean to indicator marked for correct fuel flow for each power
setting.
3. LEANING WITH MANUAL MIXTURE CONTROL. (Economy cruise, 75% power or less, without
flowmeter or EGT gauge.)
a. Carbureted Engines.
(1) Slowly move mixture control from “Full Rich” position toward lean position.
(2) Continue leaning until engine roughness is noted.
(3) Enrich until engine runs smoothly and power is regained.
b. Fuel Injected Engines.
(1) Slowly move mixture control from “Full Rich” position toward lean position.
(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.
WARNING
REFER
TO
THE
PILOT’S
OPERATING
HANDBOOK
OR
AIRFRAME
MANUFACTURER’S MANUAL FOR ADDITIONAL INSTRUCTIONS ON THE USE OF
CARBURETOR HEAT CONTROL. INSTRUCTIONS FOUND IN EITHER PUBLICATION
SUPERSEDE THE FOLLOWING INFORMATION.
c. Use of Carburetor Heat Control – Under certain moist atmospheric conditions (generally at a relative
humidity of 50% or greater) and at temperatures of 20° to 90°F it is possible for ice to form in the
induction system. Even in summer weather ice may form. 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 may drop as much as 70°F below the temperature of the
incoming air. If this air contains a large amount of moisture, the cooling process can cause
precipitation in the form of ice. Ice formation generally begins in the vicinity of the butterfly and
may build up to such an extent that a drop in power output could result. In installations equipped
with fixed pitch propellers, a loss of power is reflected by a drop in manifold pressure and RPM. In
installations equipped with constant speed propellers, a loss of power is reflected by a drop in
manifold pressure. If not corrected, this condition may cause complete engine stoppage.
3-8
Revised September 2007
SECTION 3
To avoid this, all installations are equipped with a system for preheating the 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 point of water (32°F). The air preheater is
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 high temperatures are to be avoided because of a loss in power and a decided variation of
mixture. High charge temperatures also favor detonation and preignition, both of which are to be
avoided if normal service life is to be expected from the engine. The following outline is the proper
method of utilizing the carburetor heat control.
(1) Ground Operation – Use of the carburetor air heat on the ground must be held to an absolute
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. Only use
carburetor air heat on the ground to make certain it is functioning properly.
(2) Take-Off – Set the carburetor heat in full cold position. For take-off and full throttle operation the
possibility of expansion or throttle icing at wide throttle openings is very remote.
(3) Climbing – When climbing at part throttle power settings of 80% or above, set the carburetor heat
control in the full cold position; however, if it is necessary 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, 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 return mixture to full rich when carburetor heat is removed.
(4) Flight Operation – During normal flight, leave the carburetor air heat control in the full cold
position. On damp, cloudy, foggy or hazy days, regardless of the outside air temperature, be alert
for loss of power. This will be evidenced by an unaccountable loss in manifold pressure 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 regained as the ice is melted out of the induction system. When ice
has been melted from the induction system, return the carburetor heat control to the full cold
position. In those aircraft equipped with a carburetor air temperature gauge, partial heat may be
used to keep the mixture temperature above the freezing point of water (32°F).
WARNING
CAUTION MUST BE EXERCISED WHEN OPERATING WITH PARTIAL HEAT ON
AIRCRAFT THAT DO NOT HAVE A CARBURETOR AIR TEMPERATURE GAUGE. USE
EITHER FULL HEAT OR NO HEAT IN AIRCRAFT THAT ARE NOT EQUIPPED WITH A
CARBURETOR AIR TEMPERATURE GAUGE.
(5) Landing Approach – In making a landing approach, the carburetor heat is generally in the “Full
Cold” position. However, if icing conditions are suspected, apply “Full Heat”. In the case that
full power needs to be applied under these conditions, as for an aborted landing, return the
carburetor heat to “Full Cold” after full power application.
3-9
SECTION 3
8. ENGINE FLIGHT CHART.
FUEL AND OIL
*Aviation Grade Fuel
Minimum Grade
Model Series
O-360-B, -D
O-360-A1P, -C1F, -C4F; HO-360-C1A
O-360-C, -F; HO-360-A, -B; IO-360-B, -E; HIO-360-B
O-360-J2A
IO-360-L2A, -M1A, -M1B
HIO-360-G1A
O-360-A, -C1G, -C4P, -A1H6; TIO-360-C1A6D
IO-360-B1G6, -C1G6, -J, -K2A, -A1D6D, -A3B6, -A3D6D;
HIO-360-A1B
AIO-360-A, -B; IO-360-A, -C, -D, -F
HIO-360-A, -C, -D, -E, -F
TIO-360-A
80/87
91/96
91/96 or 100/130
91/96 or 100/100LL
91/96 or 100LL
91/96 or 100LL
100/100LL
100/100LL
100/130
100/130
100/130
NOTE
Aviation grade 100LL fuels in which the lead content is limited to 2 c.c. per gal. are
approved for continuous use in the above listed engines.
* - Refer to latest revision of Service Instruction No. 1070.
FUEL PRESSURE, PSI
Model
O-360 Series (Except -A1C, -C2B,
-C2D); HO-360-A, -C Series
Inlet to carburetor
O-360-A1C, -C2B, -C1D;
HO-360-B Series
Inlet to carburetor
HIO-360-A1B
Inlet to fuel pump
IO-360 Series (Except -B1A, -F1A);
AIO-360 Series, HIO-360 Series
(Except -A1B)
Inlet to fuel pump
IO-360-F1A
Inlet to fuel pump
IO-360 Series (Except -B1A),
AIO-360 Series; HIO-360 Series
Inlet to fuel injector
IO-360-B1A
3-10
Max.
Desired
Min.
8.0
3.0
0.5
18
13
9.0
30
-----
-2
35
-----
-2
35
-----
-2
45
14
2
-2
SECTION 3
FUEL PRESSURE, PSI (CONT.) –
Model
HIO-360-E, -F Series
Inlet to fuel pump
TIO-360-A Series
Inlet to fuel pump
TIO-360-C1A6D
Inlet to fuel pump
Max.
Desired
Max.
55
55
-2
27
50
45
-2
20
65
65
-2
22
OIL – (All Models) –
*Recommended Grade Oil
Average
Ambient Air
All Temperatures
Above 80°F
Above 60°F
30° to 90°F
0° to 70°F
Below 10°F
MIL-L-6082B
Grades
MIL-L-22851
Ashless Dispersant
Grades
--------SAE 60
SAE 50
SAE 40
SAE 30
SAE 20
SAE 15W-50 or 20W-50
SAE60
SAE 40 or SAE 50
SAE 40
SAE 40, 30 or 20W40
SAE 30 or 20W30
* - Refer to latest revision of Service Instruction No. 1014.
OIL SUMP CAPACITY
All Models (Except AIO-360 Series, O-360-J2A) ................................................8 U.S. Quarts
Minimum Safe Quantity in Sump
(Except – IO-360-M1A, -M1B; HIO-360-G1A) ................................................2 U.S. Quarts
IO-360-M1A, -M1B; HIO-360-G1A ..................................................................4 U.S. Quarts
AIO-360 Series ........................................................................................................... Dry Sump
O-360-J2A..............................................................................................................6 U.S. Quarts
OPERATING CONDITIONS
Average
Ambient Air
*Oil Inlet Temperature
Desired
Maximum
Above 80°F
Above 60°F
30° to 90°F
0° to 70°F
Below 10°F
180°F (82°C)
180°F (82°C)
180°F (82°C)
170°F (77°C)
160°F (71°C)
245°F (118°C)
245°F (118°C)
245°F (118°C)
245°F (118°C)
245°F (118°C)
* - Engine oil temperature should not be below 140°F (60°C) during continuous operation.
3-11
SECTION 3
OPERATING CONDITIONS (CONT.)
Oil Pressure, psi (Rear)
Maximum
Minimum
Idling
Normal Operation, All Models
(Except Below)
95
55
25
TIO-360-C1A6D
95
50
25
90
50
20
Oil Pressure, psi (Front)
O-360-A4N, -F1A6
Start, Warm-up, Taxi, and Take-off
(All Models)
Operation
RPM
115
HP
Fuel
Cons.
Gal/Hr.
Max.
Oil Cons.
Qts./Hr.
*Max.
Cyl. Head
Temp.
O-360-A, -C** Series
Normal Rated
Performance Cruise
(75% Rated)
Economy Cruise
(65% Rated)
2700
180
-----
.80
500°F (260°C)
2450
135
10.5
.45
500°F (260°C)
2350
117
9.5
.39
500°F (260°C)
O-360-B, -D Series
Normal Rated
Performance Cruise
(75% Rated)
Economy Cruise
(65% Rated)
2700
168
-----
.75
500°F (260°C)
2450
126
11.6
.42
500°F (260°C)
2350
109
9.0
.37
500°F (260°C)
O-360-A1P, -A4D, -A4P, -C4P, -F, -G Series
Normal Rated
Performance Cruise
(75% Rated)
Economy Cruise
(65% Rated)
*
2700
180
-----
.80
500°F (260°C)
2450
135
9.7
.45
500°F (260°C)
2350
117
8.3
.39
500°F (260°C)
- At Bayonet Location For maximum service life of the engine maintain cylinder head temperature
between 150°F and 400°F during continuous operation.
** - O-360-C2D Only Take-off rating 180 HP at 2900 RPM, 28 in. Hg.
3-12
SECTION 3
Operation
RPM
Fuel
Cons.
Gal./Hr.
HP
Max.
Oil Cons.
Qts./Hr.
*Max.
Cyl. Head
Temp.
O-360-J2A
Normal Rated
Performance Cruise
(75% Rated)
Economy Cruise
(65% Rated)
2400/2700
145
-----
.50
500°F (260°C)
1800/2025
109
9.3
.36
500°F (260°C)
1560/1755
94
6.8
.31
500°F (260°C)
HO-360-A, -C Series; HIO-360-G1A
Normal Rated
Performance Cruise
(75% Rated)
Economy Cruise
(65% Rated)
2700
180
-----
.80
500°F (260°C)
2450
135
9.7
.45
500°F (260°C)
2350
117
9.0
.39
500°F (260°C)
HO-360-B Series
Normal Rated
Performance Cruise
(75% Rated)
Economy Cruise
(65% Rated)
2900
180
-----
.80
500°F (260°C)
2700
135
10.5
.45
500°F (260°C)
2700
117
9.0
.39
500°F (260°C)
IO-360-A, -C, -D, -J, -K; AIO-360 Series
Normal Rated
Performance Cruise
(75% Rated)
Economy Cruise
(65% Rated)
2700
200
-----
.89
500°F (260°C)
2450
150
12.3
.50
500°F (260°C)
2350
130
9.5
.44
500°F (260°C)
IO-360-B, -E, -F Series (Except -B1C); IO-360-M1A**, -M1B**
Normal Rated
Performance Cruise
(75% Rated)
Economy Cruise
(65% Rated)
*
2700
180
-----
.80
500°F (260°C)
2450
135
11.0
.45
500°F (260°C)
2350
117
8.5
.39
500°F (260°C)
** - This engine has an alternate rating of 160 HP at 2400 RPM.
3-13
SECTION 3
Operation
RPM
HP
Fuel
Cons.
Gal./Hr.
Max.
Oil Cons.
Qts./Hr.
*Max.
Cyl. Head
Temp.
IO-360-B1C
Normal Rated
Performance Cruise
(75% Rated)
Economy Cruise
(65% Rated)
2700
177
-----
.79
500°F (260°C)
2450
133
11.0
.45
500°F (260°C)
2350
115
8.5
.39
500°F (260°C)
IO-360-L2A
Normal Rated
Performance Cruise
(75% Rated)
Economy Cruise
(65% Rated)
2400
160
-----
.52
500°F (260°C)
2180
120
8.8
.39
500°F (260°C)
2080
104
7.6
.34
500°F (260°C)
HIO-360-A Series
Normal Rated
Performance Cruise
(75% Rated)
Economy Cruise
(65% Rated)
2900
180
-----
.80
500°F (260°C)
2700
135
11.0
.45
500°F (260°C)
2700
117
9.5
.39
500°F (260°C)
HIO-360-B Series
Normal Rated
Performance Cruise
(75% Rated)
Economy Cruise
(65% Rated)
2900
180
-----
.80
500°F (260°C)
2700
135
12.0
.45
500°F (260°C)
2700
117
10.0
.39
500°F (260°C)
HIO-360-C Series
Normal Rated
Performance Cruise
(75% Rated)
Economy Cruise
(65% Rated)
2900
205
-----
.91
500°F (260°C)
2700
154
12.5
.52
500°F (260°C)
2700
133
10.5
.45
500°F (260°C)
* - At Bayonet Location For maximum service life of the engine maintain cylinder head temperature
- At 26 in. Hg. manifold pressure.
3-14
SECTION 3
Operation
RPM
HP
Fuel
Cons.
Gal./Hr.
Max.
Oil Cons.
Qts./Hr.
*Max.
Cyl. Head
Temp.
HIO-360-D Series
Normal Rated
Performance Cruise
(75% Rated)
Economy Cruise
(65% Rated)
3200
190
-----
.85
500°F (260°C)
3200
142
12.0
.48
500°F (260°C)
3200
123
10.0
.41
500°F (260°C)
HIO-360-E Series
Normal Rated
Performance Cruise
(75% Rated)
Economy Cruise
(65% Rated)
2900
190
-----
.85
500°F (260°C)
2700
142
11.8
.47
500°F (260°C)
2700
123
10.0
.41
500°F (260°C)
HIO-360-F Series
Normal Rated
Performance Cruise
(75% Rated)
Economy Cruise
(65% Rated)
3050
190
-----
.84
500°F (260°C)
2700
142
11.8
.47
500°F (260°C)
2700
123
10.0
.46
500°F (260°C)
TIO-360-A Series**
Normal Rated
Performance Cruise
(75% Rated)
Economy Cruise
(65% Rated)
2700
200
-----
.89
500°F (260°C)
2450
150
14.0
.50
500°F (260°C)
2350
130
10.2
.44
500°F (260°C)
TIO-360-C Series**
Normal Rated
Performance Cruise
(75% Rated)
Economy Cruise
(65% Rated)
*
2575
210
-----
.70
500°F (260°C)
2400
157.5
13.2
.53
500°F (260°C)
2200
136.5
10.2
.46
500°F (260°C)
** - MAXIMUM TURBINE INLET TEMPERATURE 1650°F (898.8°C).
3-15
SECTION 3
9. SHUT DOWN PROCEDURE.
a. Fixed Wing.
(1) Set propeller governor control for minimum blade angle when applicable.
(2) Idle until there is a decided drop in cylinder head temperature.
(3) Move mixture control to Idle Cut-Off.
(4) When engine stops, turn off switches.
b. Helicopters.
(1) Idle as directed in the airframe manufacturers handbook, until there is a decided drop in cylinder
head temperature.
(2) Move mixture control to Idle Cut-Off.
(3) When engine stops, turn off switches.
3-16
TEXTRONLYCOMINGOPERATOR'SMANUAL
0-360 and ASSOCIATED MODELS
SECTION3
C U R VEN O 12849.4
PA R TTH R OTTLEFU E LC ON S U MP TION
LYCOMINGENGINEMODEL
10-360.8,.E ,-F
A N D MIA S E R IE S
COM PRESS ION
R A TIO
SPARKTIMING
F UEL INJECTOR ,
M IXT URECON TR OL.
F UELGRADEMIN IMU M
8 50:1
25" BTC
P A C TY P E R S A -5A D 1
MA N U A LTOB E S TE C ON OMY
OR B E S TP OWE R A SIN D IC A TE D
91/96
P E R C E IT
RATEDPOIruER
-t
8C-
I
t
'4.
.a
E.
I
o 70z
o
.60
o_ -
z
a/
'/
,r/
'z
2ffi@
/t
l
<n
z
'50
()
^rC '/
tsz
45
o9?I
z=o
:- d
r!
l
40:
=
;E X
80
I
100
140
160
180
120
ACTUAL BRAKEHORSEPOWER
'l 'l r r o t l l e
J:isurc _t-7.parl
Fuel Consrrnrption
r()-lbO-8.
-1. -F.-M lA S e r i r 's( L : r c e p t i r r - l O - 1 6 0 - 8 l A . - B
Revised
Decenrber
1999
lc )
-)-iJ
SECTION 3
Figure 3-22. Sea Level and Altitude Performance
IO-360-B, -E, -F Series (Excepting IO-360-B1A, -B1C)
HIO-360-G1A
3-37
MP
22"
23"
24"
25"
26"
27"
2200 RPM
PA HP % pwr
SL 108
60%
2000 112
62%
4000 115
64%
6000 118
66%
8000 121
67%
10000 124
69%
SL 115
64%
2000 118
66%
4000 120
67%
6000 123
68%
8000 126
70%
SL 121
67%
2000 125
69%
4000 128
71%
6000 132
73%
SL 127
71%
2000 131
73%
4000 134
74%
6000 138
77%
SL 134
74%
2000 139
77%
4000 143
79%
SL
MP
22"
23"
24"
25"
26"
27"
2300 RPM
PA HP % pwr
SL 112
62%
2000 116
64%
4000 119
66%
6000 122
68%
8000 125
69%
10000 128
71%
SL 119
66%
2000 122
68%
4000 126
70%
6000 129
72%
8000 132
73%
SL 125
69%
2000 129
72%
4000 133
74%
6000 136
76%
SL 132
73%
2000 136
76%
4000 140
78%
6000 143
79%
SL 140
78%
2000 144
80%
4000 146
81%
SL 146
81%
2000 150
83%
4000 154
86%
MP
22"
23"
24"
25"
26"
27"
2400 RPM
PA HP % pwr
SL 116
64%
2000 120
67%
4000 122
68%
6000 126
70%
8000 129
72%
10000 133
74%
SL 123
68%
2000 126
70%
4000 130
72%
6000 133
74%
8000 136
76%
SL 130
72%
2000 134
74%
4000 138
77%
6000 141
78%
SL 137
76%
2000 141
78%
4000 145
81%
6000 149
83%
SL 142
79%
2000 148
82%
4000 151
84%
SL 151
84%
2000 156
87%
4000 160
89%
MP
22"
23"
24"
25"
26"
27"
2500 RPM
PA HP % pwr
SL 120
67%
2000 123
68%
4000 126
70%
6000 130
72%
8000 132
73%
10000 136
76%
SL 127
71%
2000 131
73%
4000 134
74%
6000 139
77%
8000 142
79%
SL 134
74%
2000 138
77%
4000 142
79%
6000 146
81%
SL 142
79%
2000 145
81%
4000 148
82%
6000
SL 141
78%
2000 150
83%
4000 157
87%
SL 158
88%
2000 160
89%
4000 164
91%
MP
22"
23"
24"
25"
26"
27"
2600 RPM
PA HP % pwr
SL 123
68%
2000 127
71%
4000 130
72%
6000 134
74%
8000 138
77%
10000 141
78%
SL 130
72%
2000 134
74%
4000 138
77%
6000 142
79%
8000 146
81%
SL 139
77%
2000 143
79%
4000 148
82%
6000 151
84%
SL 146
81%
2000 150
83%
4000 154
86%
6000 157
87%
SL 154
86%
2000 158
88%
4000 162
90%
SL 160
89%
2000 166
92%
4000 170
94%
MP
22"
23"
24"
25"
26"
27"
2700 RPM
PA HP % pwr
SL 126
70%
2000 130
72%
4000 134
74%
6000 136
76%
8000 140
78%
10000 144
80%
SL 134
74%
2000 138
77%
4000 142
79%
6000 146
81%
8000 150
83%
SL 142
79%
2000 144
80%
4000 149
83%
6000 153
85%
SL 149
83%
2000 153
85%
4000 158
88%
6000 161
89%
SL 156
87%
2000 161
89%
4000 166
92%
SL 166
92%
2000 170
94%
4000 174
97%
MANUAL
PERIODIC INSPECTIONS
Page
Pre-StartingInspection.....
Daily Pre-Flight
Engine
Ifrrbocharger... ..
25 Hour Inspection
Engine
50 Hour Inspection
Engine
Tfrrbocharger.....
100 Hour Inspection
Engine
I\rrbocharger.....
400 Hour Inspection
Engine
Non-ScheduledInspections.
......4-l
......
.......
4-2
4-2
......
4-2
...... 4-3
.......4-4
......4-5
....... 4-6
...... 4-6
.. . ...4-6
MANUAI
OPERATOR'S
TEXTRONLYCOMTNG
SECNION4
0'360 and ASSOCIAIED MODELS
1. DAILY PRE-FLIGHT.
a. Engine
(l) Be sure all switches are in the "Off" position.
(2) Be sure magneto ground wires are connected.
(3) Check oil level.
(4) See that fuel tanks are full.
(5) Check fuel and oil line connections; note minor indications for
repair at 50 hour inspection. Repair any leaks before aircraft is flown.
(6) Open the fuel drain to remove any accumulation of water and
sediment.
(7) Make sure all shields and cowling are in place and secure. If any
are missing or damaged, repair or replacement should be made
before the aircraft is flown.
(8) Check controls for general condition, travel, and freedom of
operation.
(9) Induction system air filter should be inspected and serviced in
accordancewith the airfranre manufacturer's recommendations.
b. Turbocharger
(1) Inspect mounting and connections of turbocharger for securitt
Iubricant or air leakage.
(2) Check engine crankcase breather for restrictions to breather.
2. Z5-HOUR INSPECTION (ENCINE). After tlre first twenty-five hours
operation time; new, remanufacturedor newly overhauledengines should
undergo a 50 hour inspection including draining and renewing lubricating
oil. If engine has no full-flow oil filter, change oil every 25 hours. Also, inspect and clean suction and pressure screens.
4-2
MANUAL
G360 andA S S OCIA T EMO
D DE L S
6
S E CT I O N
s E c T lo N 6
T RO UB L E . S HO O T I NG
Experiencehas proven that the best method of trouble-shootingis to
decide on the various causesof a given trouble and then to eliminate
causesone by one, beginningwith the most probable.The followingcharts
list some of the more common troubles,which may be encounteredin
maintainingenginesand turbochargen;
and remedies.
their probablecauses
_ENGINE.
I. TROUBL E-SHOOTING
TROUBLE
PROBABLECAUSE
REMEDY
Failure of Engine
to Start
Lack of fuel
Checkfuel systemfor
leaks.Fill fuel tank.
Cleandirty lines,strainen or fuel valves.
Overpriming
Leaveignition "off" and
mixture control in "Idle
Cut-Off"',open throttle
and "unload" engineby
crankingfor a few seconds
T[rn ignition switch on
and proceed0o start in a
normal manner.
Defective spark
plugs
Cleanand adjustor replacr
sparkplugs.
Defectiveignition
wire
Checkwith electrictester,
and replaceany defective
wrres.
Defective battery
Replace with charged
battery.
6-l
TEXTRON
LYCOMINGOPERATOR'S
MANUAL
sEcTtoN6
O-360and A S S OC IA TE D MOD E LS
TROUBLE
PROBABLECAUSE
REMEDY
Failureof Engine
to Start (Cont.)
Improperoperation
of magnetobreaker
Cleanpoints.Checkinternal timing of
magnetos.
Lack of sufficient
fuel flow
Disconnectfuel line and
checkfuel flow.
Waterin fuel injector or carb.
Drain fuel injector or
carburetorand fuel lines.
Intemal failure
Checkoil screensfor
metal particles.If found,
completeoverhaulof the
enginemay be indicated.
Incorrect idle
mixture
Adjust mixture
Leak in the induction system
Tightenall connections
in
the inductionsystem.Replaceany partsthat are
defective.
Inconect idle
adjustment
Adjust throttle stop to
obtain correct idle.
Unevencylinder
compression
Checkcondition of piston
ringsand valveseats.
Faulty ignition
system
Checkentire ignition
system.
Insufficient fuel
prcssure
Adjust fuel pressure.
Mixture too rich indicated by sluggish
engineoperation,red
exhaust flame at
night. Extremecases
indicatedby black
smokefrom exhaust.
Readjustment
of fuel injector or carburetor by
authorizedpersonnelis
indicated.
Failureof Engine
to Idle Properly
Low Powerand
Uneven Running
6-2
MANUAL
sEcTIoN6
0-360andASSOCIATED
MODELS
TROUBLE
PROBABLECAUSE
REMEDY
Low Power and
Uneven Running
(Cont.)
Mixture too lean;
indicatedby overheatingor backfiring
Checkfuel lines for
dirt or other restrictions.
Readjustmentof fuel
injector or carburetor
by authorizedpersonnel
is indicated.
Leaksin induction
system
Tightenall connections.
Replacedefectiveparts.
Defectivespark
plugs
Cleanand gapor replace
sparkplugs.
Improper fuel
Fill tank with fuel of
recommendedgrade.
Magnetobreaker
pointsnot working
properly
Cleanpoints.Check
intemaltimingof
magnetos.
Defectiveignition
wirc
Checkwire with electric tester.Replace
defectivewire.
Defectivespark
plug terminal
connectors.
Replaceconnectorson
sparkplug wire.
Leak in the induction system
Tightenall connections
and replacedefective
parts.
Throttle lever
out of adjustment
Adjust throttle lever.
Improper fuel
flow
Checkstrainer,gage
and flow at the fuel
inlet.
Restrictionin air
scoop
Examineair scoopand
removerestrictions.
Failure of Engine
to Develop Full
Power
6-3
MANUAL
S E CTION
6
MODELS
0-360andASSOCIATED
TROUBLE
PROBABLE
CAUSE REMEDY
Failureof Engine
to DevelopFull
P o w e r(C o n t.)
Improper fuel
Drain and refill tank
fuel.
with recommended
Faulty ignition
Tightenall connections.
Checksystemwith
tester.Checkignition
timing.
Crackedengine
mount
Replaceor repairmount.
Defectivemounting bushings
Install new mounting
bushings
Uneven
compression
Checkcompression.
Insufficientoil
Fill to properlevelwith
recommended
oil.
Air lock or dirt
in relief valve
Removeand cleanoil
prressure
relief valve.
Leakin suction
line or pressureline
Checkgasketbetween
accessoryhousingand
crankcase.
Highoil
temperature
See"High Oil Temperature" in "Trouble"
column.
Defectivepressuregage
Replace
Stoppagein oil
pump intakepassage
Checkline for obstruction.
Cleansuctionstrainer.
Insufficientair
cooling
Checkair inlet and outlet for deformationor
obstruction.
RoughEngine
Low Oil
Pressure
HighOil
Temperature
6-4
MANUAL
0 -3 6 0a n dA S S OC IATED
MODELS
SECTION
T R OU BL E
PROBABLE
CAUSE REMEDY
HighOil
Temperature
(C o n t.)
Insufficientoil
suppll'
Fill to proper levelwith
s p e c i f i e do i l .
Lo w g r a d e o f o i l
R e p l a c ew i t h o i l c o n forming to specifications.
Cl o g g e do i l l i n e s
or strainers
Remove and clean oil
stral ners.
Excessive
blow-by
Usualll' causedby worn
or stuck rings.
Failing or failed
bearing
Examine sump for metal
particles.If found,overh a u l o f e n g i n ei s i n d i c a t e d .
Defective temperature gage
Replacegage.
Low grade of oil
Fill tank with oil conforming to specification.
Failing or failed
bearings
Check sump for metal
particles.
Worn piston rings
Install new rings.
Incorrect installation of piston rings
Install new rings.
Failure of rings
to seat (new
nitrided cyls.)
Use mineral baseoil.
Climb to cruise altitude
at full power and operate at 757ocruise potver
setting until oil consumption stabilizes-
ExcessiveOil
Cons um pt ion
6.5
MANUAI
sEcTtoN6
2. TRO UBLE.S HOOTIN G_TU R BOCHA RGER
T R OU BL E
PROBABLECAUSE
REMEDY
Excessive
Noise
or Vibration
Improperbearing
lubrication
Supplyrequiredoil
pressure.Cleanor re.
placeoil line;cleanoil
strainer.If trouble
persists,
overhaul
turbocharger.
Leakin engine
intakeor exhaustmanifold
Tightenlooseconnections or replace
manifoldgaskets
as
necessary.
Dirty impeller
blades
Disassemble
and clean,
C l ogged mani fol d
Clearall ducting.
Enginewill not
lhliver Rated
Power
&6
system
Foreignmaterial
lodgedin compressorimpeller
or turbine
Disassemble
and clean.
Excessive
dirt
build.upin compressor
Thoroughlycleancompressorassembly.
Serviceair cleanerand
checkfor leakage.
Leak in engine
intake or exhaust
Tighten looseconnections or replacemanifold gasketsas
necessary.
Rotating assembly
bearingseizure
Overhaulturbocharger.
Restrictionin return linesfrom
actuatorto waste
gatecontroller
Removeand cleanlines.
TEXTRON
MANUAL
TYCOMINC
OPERATOR'S
0-360andASSOCIATED
MODELS
SECTION6
TROUBLE
PROBABLE
CAUSE REMEDY
Enginewill not
DeliverRated
Power(Cont.)
Exhaustbypasscontrollcr is in
needof adjust.
ment
Haveexhaustbypasscontroller adjusted.
Oil pressure
too low
Tightenfittings.Replacelinesor hoses.
Increaseoil pressure
to desiredpressure.
Inlet orifice
to actuator
clogged
Removeinlet line at
actuatorand clean
orifice.
Exhaustbypasscontrollermalfunc.
tion
Replaceunit.
Exhaustbypass
butterfly not
closing
Low pressure.Clogged
orificein inlet,to
act,uator.
Butterflyshaftbinding.
Checkbearings.
CriticalAltitude
Lower than
Specified
Turbochargerim.
pellerbinding
frozen or fouling
housing.
Checkbearings.
Replace
turbocharger.
Pistonsealin
actuatorleaking.(Usually
accompanied
by
oil leakageat
drai nl i ne)
Removeand replace
actuatoror disassemble
and replacepacking.
Controllernot
gettingenough
oil pressureto
closethe waste
gate
Checkpump outlet pressure,oil filters,external
linesfor leaksor obstructions.
Chipsunder
meteringvalve
in controller
holdingit
open
Replacecontroller.
6-7
MANUAL
6
sEcTroN
O-360 and
A S S O CI A T EMO
D D-L S
T R OU BL E
PR OB A B LEC A U S E
REMEDY
CriticalAltitude
Lower Than
Specified(Cont.)
Meteringjet in
actuatorplugged
Remove actuator and
clean jet.
Actuatorpiston
sealfailedand
leakingexcessively
If there is oil leakage
at actuator drain, clean
cylinder and replace
piston seal.
Exhaustbypassvalve Clean and free action.
sticking
EngineSurgesor
Smokes
A i r i n oi l l i nes
or actuat,or
Bleed system.
Controllermetering valvestem
Replacecontroller.
seal leaking oil
into manifold
Cloggedbreather
Check breather for restrictions to air flow.
NOTt.
Smoke would be normal il'enginc has idled lor a prolonged period.
High DeckPressure(Compressor
DischargePressure)
Controller metering valve not
opening, aneroid
bellows leaking
Replacecontroller assembly or replace
aneroid bellows.
Exhaust bypass
sticking closed
Shut off valve in return
line not working.
Butterfly shaft binding.
Check bearings.
Replace bypass valve
or correct linkage
binding.
6-8
TEXTRONTYCOMINCOPERATOR'S
MANUAL
0-360andA S S OCIA T EMO
D DE L S
TROUBLE
PR OB A B LEC A U S E
High DeckPresControllerresure(Compressor turn line reDischargePresstricted
s u re )(C o n t.)
Oil pressure
too high
S E CT I O N
REMEDY
Clean or replaceline,
Checkpressure75 to 85
psi (80 psi desired)at
exhaustbypassactuator
i nl et.
If pressure
on outlet
sideof actuatoris too
high,haveexhaustbypass
controlleradjusted.
Exhaust bypassactuator piston locked
in full closed position. (Usually
accompaniedby oil
leakage at actuator
dr a i n l i n e ) . N O T E :
Exhaust bypass normally closed in
idle and low power
conditions.Should
open when actuator
in l e t l i n e i s
disconnected.
Removeand disassemble
actuator,checkcondition of pistonand packing or replaceactuator
assembly.
Exhaust bypasscontroller malfunction
Replacecontroller.
6-9
MANUAL
TABLES
pase
Tableof Linrits
GrourrdRunAfterTopOvcrhaul
Flight Test After Top Overhaul
Full Tlrrottle HP at Altitude
Tableof SpeedEcluiv.rlents
Centigrade-FalrrenheitCorrversiorrTable
lrrchFractiorrCorrversiolrs
.. ....8-1
......8'2
. .8-3
. . . .8-4
. . . .8-4
. . . . . .85
. .8-6
F I X E DW I N GO N L Y
@
t.'
GROUND RUN AFTER TOP OVERHAUL
OR CYLINDER CHANGE WITH NEW RINGS
(n
Qpe Aircraft
trl
,'\
.i
(DO NOT USE AFTER MAJOR OVERHAUL)
Aircraft No.
@A
z
F
<
o
3
z
Owner
EngineModel
s/N_
Date
Run-UpBy
GROUND RUN
Fuel Flow
Pressure
Tbmperature
Temperature
Time RPM MAP L.oi .oil L.cv R.cY L,oI a.o tl L.fuel R.fuel L.carb .carb Amb.Ai Left Risht
b nun IOUU
, iA
u mrn
(nAA
0 min 1300
5 min
5 min
5 min
5 min
ri
L^J
=X
r.':l
v
zF
RegistrationNo.
1. Avoid dusty location and loosestones.
2. Headaircraft into wind.
3. All cowling should be in placc,,cowlflaps open.
4. Accomplishgroundrun in full flat pitch.
5. Neverexceed200oF. oil t'emperature.
6. If cylinder head temperaturesreach 400oF.,
shut down and allow ergine to cool before
eontinuing.
I
O\!l
DEI
o tt
1500
1600
Ea
E3
U
1701
1800
Vlag.Check
PowerCheck
ldle Check
AdjustmentRequired
Aftcr Completion of Ground Run
1. Visuallyinspectengine(s)
2. Checkoil level(s)
=z
=tf
E'
t!F
o
-
i
rn
x
FLIGHT TEST AFTER TOP OVERHAUL
OR CYLINDER CHANGE W]TH NEW RINGS
-{
F
z
1. Test fly aircraft one hour.
power for cruise.
2. Use stanciardpower for climb, and 75<.)|
3 . M a k e c l i m b s h a l l o w a n d a t g o o d a i r s p e e df or co o l i n g .
. 1 .R e c o r d e n g i n e i n s t r u m e n t r e a d i n g sd u r i n g c l i m b a n d cr u i se .
C
o
o
=
z
F' LIGHTTEST RECO RD
L.oil
R .cvl
R .o i 1
m D e r a tu r e
R .ca r b Am b. Air
rf1
a
T'
FN
F
d
A d j u s t n r e n t sR e q u i r e d A f t e r F l i g h t
4
v1
Afte r Te st ['l i g h t
1 . l \l a ke ca r e l L r lvi su a l i n sp e cti o n o f e n g i n e ( s;.
2 . C h e ck o i l l e ve l ( s,y.
3 . If o i l co n sr - r r n p ti o ni s e .r ce ssi ve( se e o l r e r a to r 's tn
m
m a n tr a l fo r l i r n i l sl L h e n r e m o ve sp a r k p l u g s a n d o
ch t.ck ct l i n d e r b a r r e l sfo r s<'r - r n n g .
-{
z
3
z
C

Lycoming Operators Manual

Transcription

Similar documents

suzuki - Fuelpak

Dual Port, Four Barrel, Aluminium lnlet Manifold. Crane Cam and

oil flyer 22.qxp - Cen-Pe-Co

2014 valkyrie - Honda Powersports

MVCC 1944 M29 Weasel Restoration Diary Ord Serial # 8325

Member Discount Fuel Program - Terre Haute Chamber of Commerce

DETROIT™ - Western Star

Rotax 600 HO E-TEC Engine for Ski-Doo snowmobiles

gsx-r750 specifications