O 360 Ho 360 Io 360 Aio 360 Hio 360 Tio 360 - Om

O PE RATO RS 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 RS
MAN
rixclt~:l
UAL
Lycoming
10-360 T10-360
0-360, HO-360, AIO-360, HIO-360
SERIES AIRCRAFT ENGIN~S
7h Edition
July,
2000
Approved by F.A.A.
Part No. 60297-7 2
Printed in U.S.A.
Lycoming
OPERt~TORS MANUAL
REVISION
REVISION NO. 60297-1 2-6
PUBLICATION
PUBLICATION
NO.
PUBLICATION
DATE
O, HO, 1O, AIO, HIO, TIG-360

SERIES
60297-12
April
1989
The
page(s) in this the operators manual.

PREVIOUS REVISIONS
add to,
or
deletecurrentpages~
CURRENT REVISIONS
July
1989
May
2000
3-5
March 1990
3-12A, Adds
page
3-12B; 3-13
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

1-7; 2-2B; 2-10, 2-13, 3-12, 3-15, 3-23, 3-40A, Added page 3-40B; 8-1
December 1999 2-2A, Added page
O, HO, IO, AIO, HIO, TIG-360 Series Operators Manual: Textron Lycoming Part Number, 60297-12~.;
O
Lycoming. All Rights Reserved Lycoming and "Powered by Lycoming" are trademarks trademarks of Textron Lycoming.
1989,
2000 Textron
or
registered
All
brand
and
or
trademarks
product names referenced in this publication registered trademarks of their respective companies.
are
For additional information:
Mailing
address: Textron
Lycoming
PA 17701 U.S.A.
652 Oliver Street
Wijliamsport,
Phone:
Factory: Sales Department:

Fax: Textron
570-323-6181
570-327-7268 570-327-7101
Lycomings regular business hours through Friday from 8:00 AM through 5:00 PM
(+5 GMT)
Visit
us on
are
Monday
Eastern Time
the World Wide Web
at:
http ://www. lycoming.textron.com
rlnlr~:llycoming
WAR RANTY
REPLACEMENT PART
(LIMITE D) RECIPROCATING AIRCRAFT ENGINE
WHAT TEXTRON 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 Lycomings 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 Lycomings 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
an
which the
warranty with
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
Lycomings warranty
does not
cover
of Textron Lycoming
set forth above are your
nonnal maintenance expenses or consumable items. The obligations on exclusive remedy and the exclusive liability of Textron Lycoming.
This warranty allocates the risk of product failure between you and Textron 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 operators 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.
been Textron
such alterations in
Lycoming may change the construction of engines at any time engines or pans previously sold.
without
incurring any obligation to incorporate
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 LYCOMINGS 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 Lycomings obligations ~mdet it will Lycoming unless in writing signed by a duly authorized representative of Textmn Lycoming. be
binding
upon Textron
E$ective October 1,
1995 Revision "J" Temron Lycoming Williamsport, Pennrylvania
~bw(Dv
JWOr ~DwQ*r dlDQQldDclu
~DwQ ~b*cllv
rnrclr~;l
Lycomlng
WAR RANTY
(LIMITED)
NEW AND REMANUFACTURED
RECIPROCATING ArRCRAFT ENGINE

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 Lycomings obligation under this warranty shall be limited to its choice of repair or replacement, on an exchange 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 Lycomings then current Removal and Installation Labor Allowance Guidebook.
to be defective in material or workmanship during expiration of Texaon Lycomings 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 Lycomings 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.
In
addition, ifTextron Lycoming determines that the engine proves

until the
the
period
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 Lycomiys 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.
LycominC: -reserves the right to deny any warranty claim if it reasonably determines that the engine or part has subject to accident or used, adjusted, altered, handled, maintained or stored other than as directed in your operators 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
Textron
such alterations in
Lycoming may change the consauction of engines at any time without incurring engines or pans previously sold.
any
obligation to incorporate
~P*IC)U
~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, AND ANY IMPLIED WARRANTY ARISING FROM ANY COURSE OF PERFORMANCE OR DEALING OR
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 LYCOMINGS 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 Lycomings obligations under it will Lycoming unless in writing signed by a duly authorized representative of Textron Lycoming. be
binding
upon Textron
Eaecrive Octobe; 1,
1995 Revision "J"
Textron Lycaming Williamsport, Pennsylvania
j
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Lycoming
WAR RANTY
(LIMITE D) OVE R HAU LE D RECIPROCATING AIRCRAFT ENGINE
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 Lycomings 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 Lycomings 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
use
and service. You
must
Lycoming distributor within 30 days

Textr(,n
of the appeamnce of the defect in material
apply far warranty with or worlrnanship.
an
authorized Texcron
Lycomings 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.
the part of Textron
Lycoming reserves the right to deny any warranty 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 operators 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
application is filed.
Textron
such alterations in
Lycoming may change the constnrtion of engines at any time without incurring any obligation to incorporate engines orparts previously sold.
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,
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 RIG~ STRICT LIABILITY IN TORT OR ANY RIGHT ARISING FROM NEGLIGENCE ON THE PART OF TEXTRON LYCOMING, AND
TEXTRON LYCOMINGS 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 Lycomiqgs oblieatioas under it will Lycoming unless in writing signed by a duly authorized npcscntative of Tatron Lycomiqg. be
binding
upon Textron
Egective October 1,
1995 Revision "J"
Teftron Lycoming
WilliMtsport, Pennsylvania
drily ~llu
Jnalv clllllv JtIBlv
-s~
.mh.
TEXTRON tYCOMING OPERATORS MANUAL
ATTENTION
OWN E RS, OPE RATORS, AN D MAINTENANCE PERSONNEL
operators specifications, and

This
manual
contains
description
on
of
the
engine,
its
detailed information
how to
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.

SAFI~ TY WARNING;
maintenance
personnel
folluu, the operating instructions and to carry out periodic maintenance procedures can result in poor engine perJbrmance and power loss. Also, if power and speed limitations specified in this manual are exceeded, jor 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 OPERATORS 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
important
to
vice
might
be done
or
of the
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.
consequences that may service procedure must first
safe-
?i:
TABLE OF CONTENTS
Page
SECTION 1
DESCRIPTION
SPECIFICATIONS OPERATING INSTRUCTIONS PERIODIC: INSPECTIONS MAINTENANCE PROCEDURES
1-1
SECTION 2
SECTION 3
2-1 3-1
4-1
SECTION 4 SECTION 5 SECTION 6 SECTION 7

SECTION 8
5-1 6-1
?-1 8-1
TROUBLE--SHOOTING
INSTALLATION AND STORAGE
TABLES
-I
rn
Fdl;~
O
_~
3
_~
o
-e
m
Z C
Figure
i.
3/4 Right Side
View
IO-360-A1A
ORIGINAL As Received By
ATP
o\
c3 M
cl
~d
~21
r
rn
O
Z O
Cd
o
a
B
~1
O
rn
C]
C1
d
r
Figure 2. 3/4 Left Rear
View
TIO-360-A1B
ORIGINAL As 8eceived By
ATP
SECTION
DESCRIPTION
DESCRIPTION
Page
General
............1-1
...........1-1 .1-1
..........1-1
Cylinders Valve Operating Mechanism

Crankcase
Crankshaft
..........1-2 Rods
Connecting
Pistons
.1-2
............1-2 .1-2 ...........1-2 .1-2 .1-2 .1-4
Accessory Housing Oil Sump Cooling System Induction System Lubrication System Priming System Ignition System Model Application Table
.1-4 .1-4
.1-5

0-360 and ASSOCIATED MODELS
SECTION 1 DESCRIPTION
The O, HO, IO, AIO, HIO, LIO and TIG-360 series
direct drive, In
are
SECTION 1
are
four
cylinder,
horizontally opposed,
air cooled
engines.
referring
to the location of the various
described
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
the
rear
to the
left and The
facing
of the
on
front to rear, odd numbers
the
engine. right. The
right side is made with the cylinders are numbered from

direction of rotation of the
crankshaft,
the rear, is clockwise. Rotation for accessory drives is determined with the observer facing the drive pad.
NOTE
viewed from
The letter "L" in the
model pY~fir
denotes the
reverse
rotation
basic model.
Exanzple:
n?odel IO-360-C has clockwise! rotation
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
of of of
the the
the 4th
or
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.
Cjllinders
the two and
nrodel
5th character in tlJe nzodel suffix employs dual masletos housed in a

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.
1-1

SECTL.ON 1
Valve
0-360 and ASSOCIATEa MODELS

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
OperntinR
against hardened means of split keys.

Crankcase
bear
steel seats and
are
retained
on
the valve stems
by
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.
steel
The crankcase
Cmltksbnft forging.
Tile crankshaft is made from
chrome nickel
molybdenum
All
bearing journal
The
steel
surfaces
are
nitrided.
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 each cap.
Connecting
Hens
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

SECTION 1
to be cooled
Coolinl: Systeln
Baffles
are
These
engines
are
designed
by air
pressure.
provided
to build up a pressure and force the air
cylinder fins. The air is then exhausted to augmentor tubes usually located at the rear
Iirnuctio,i
through the the atmosphere through gills or of the cowling.

engines
are
Systeri?
with either
a
Lycoming
float type
or
0-360 and MO-360 series
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,
equipped
insuring
in
more
the sump.
cylinder by
uniform vaporization of fuel and aiding in cooling the oil From the riser the fuel-air mixture is distributed to each individual intake pipes.
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:

HA-6 carburetors are of the single manual mixture control and an idle
The Marvel-Schebler MA-4-5 and
float type equipped with cut-off.

barrel
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
horizontal
Bendix-Stromberg PSH-5BD is carburetor, incorporating
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.
operated, single barrel airflow operated power control unit. It is equipped
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
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
wet
to each intake valve
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.
(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.
primer system is provided on all engines carburetor. Fuel injected engines do not require a priming
a
Priming System
employing
system.
a
Provision for
Ignition Systenz
Consult Table 1 for
Dual
ignition is furnished by model application.

Models
two Bendix
magnetos.
Countenueight System
of the
model
crankshafts with
designated by the numeral 6 in the suffix number (example: 0-360-A1G6) are equipped with pendulum type counterweights attached.
1-4

TABLE
SECTION
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,
-A~G6
S4LN-21 S4LN-200
S4LN-200
S4LN-20
S4LN-204
MA-4-S
PSH-SBD
MA-4-5
MA-4-S HA-6 HA-6 HA-6
S4LN-204
S4LN-~227 S4LN-~209 S4LN-~227 S4LN-~209 S4LN-21 S4LN-204

4273 4373
4270
-A1H, -A2H, -A4J

-A~H6
-A1P, -A4P, -B2C,

-C4P 4370 4370
4370
MA-4-5 HA-6 MA-4-5 MA-4-5 M;A-4-5
-A4K, -C~F,
-A4M -A4N
-C4F
437~
4371
4251
4251
-B1A, -B2A, -C~A, -C~G,-C2A -B1B,-B2B,-C1C,

-C2C
S4LN-21
S4LP~-20
S4LN-200
4051
S4LN-204
4050
MA-4-5
MA-4-5
-C~E, -C2E, -A4M

-C2B
S4LN-2~
S4LN-2~
S4LN-20 S4LN-20 S4LN-204

419~
-D1A, -D2A
-D2B -F1A6
S4LN-200
4191
PSH-SBD MA-4-5 MA-4-5 HA-6

MA-4-5
-A~AD, -A3AD,
-ASAD
D4LN-302~
Models with counterclockwise rotation employ S4RN series. See latest edition of Service Instruction No. ~443 for alternate
netos.
mag-
Revised
May
1996
1-5
TEXTRON LYCOIMING OPERATORS MANUAL

SE~TION 3L
0-360 and ASSOCIAPE~ MODELS
TABLE 1
(CONT.)
MODEL APPLIC~ION
Model
0-360 (Cont.)
Left""
Right""
Carburetor
-A~F6D, -AlLD
-A1G6D -G1A6
-J2A MO-360
D4LN-3021
MA-4-5 HA-~
D4LN-302~ 4251
4347
4251
4370
HA-6 MA-4SPA
-A1A
-B~A -B1B
-C~A HIO-360
S4LN-200 S4LN-200 S4LN-200

4347
S4LN-204
S4LN-204
MA-4-5AA
PSH-SBD PSH-SBD HA-6
S4LN-200 4370
Fuel Iniectop
S4LN-200
S4LN-200
-A~A, -B~A, -BlB

-A1B,-C1A
-C1B -D~A
S4LN-200
S4LN-204
RSA-SAB~
RSA-SAD1
SLhN-~208 S4LN-1209
IS4LN-~208
S4LN-~208 D4LN-302~
D4LN-3200
RSA-SAD1
RSA-7AA~
-E~AD
RSA-SAB~
RSA-SAB1.
-E~BD, -F1AD
10-360
-A1A, -A2A, -B~B,

-B~C S4LN-200 S4LN-~227 S4LN-~208 S4LN-204 S4LN-1209 S4LN-1209 S4LN-1209
-A1B, -A2B, -A~B6 -A1C, -A2C, -C1B -A1D6, -BlE, -B2E

-A3B6 -B~A
RSA-SAD1 RSA-SAD~ RSA-SAD1 RSA-SAD1 RSA-SAD~ 530 RSA-SAD1
S4LN-1227
4372
4370 S4LN-204
S4LN-200
-ClA
-B~D,
S4LN-200
S4LN-204
Models with counterclockwise rotation

netos.
employ
S4I~N series.
See latest edition of Service Lnstruction No. 1443 for alternate mag-
~-d
Revised
May
1996
TEXTRON LYCOMING OPERATORS MANUAL 0-360 and ASSOCIATED MODELS
SECTION 1
TABLE
I(CONT.)
Ri t** Fuel Iniector
MODEL APPEICATION
Model
10-360 (Cont.)
-B 1 F,
Left""
-B2F, -B2F6
S4LN-1227 S4LN-21
S4LN-1227 S4LN-20
RSA-SAD 1 RSA-SAD 1
-B4A, -K2A -C 1 C, -C 1 C6, -C1D6 -C I E6, -C 1F, -FIA -D 1 A, -E IA

-A ID
-L2A
S4LN-1227 S4LN-1227 S4LN-1208

S4LN-21 4371 4371
4345
S4LN-1209 S4LN-1209 S4LN-1 209
RSA-SAD1 RSA-SADI
RSA-SADI
S4LN-204
4371 4370 4345
RSA-SADI
RSA-SADI RSA-SAD1 RSA-SAD1 RSA-SAD I
-M 1 A, -B 1G6
-C 1G6
-A1B6D,-A3B6D, -J 1 AD, -J 1 A6D -AID6D, -A3D6D

AIO-360
D4LN-3021
D4LN-3000
RSA-SAD1
A, -A2A -A 1B,.-A2B, -B 1B
-A 1
S4LN-1208 S4LN-1 227
S4LN-1 209
RSA-SAD 1 RSA-SAD1
S4LN-1209
TIG-360
-A 1 A, -A 1B, -A3 B6
S4LN-1208
S4LN-1209
RSA-SADI
-C 1A6D
D4LN-3021
Models with counterclockwise rotation
employ
S4RN series.
See latest edition of Service Instruction No. 1443 for alternate
magnetos
Engine
models with letter "D"

rn
as
4k
or
5"
character in suffix denotes
dual magnetos 1227 (impulse
models
D4LN
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
D4LN-3021.
S4LN-1227 and S4LN-1209, therefore model IO-360-C1CD would
employ
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 OPIERATORS MANUAL

OL360 and ASSOCIATED MODELS
SECTION 2
SECTION 2
SPE CI F I CAT IONS 0-360-A, -C, -F SERIES"

286 180 .2700 ............5.125 ...........,4.375 inches Stroke, 361.0 Displacement, cubic inches 8.5:1 ratio Compression 1-3-24 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.
FAA Type Certificate Rated horsepower Rated speed, RPM Bore, inches
hg.
SPECIF=ICATIONS
0-360-B, -D SERIES
FAA Type Certificate Rated horsepower Rated speed, RPM Bore, inches Stroke, inches Displacement,cubic inches
Compression ratio Firing order 25 Spark occurs,degreesBTC Valve rocker clearance (hydraulic tappets collapsed) ........028-.080 .1:1 Propeller drive ratio .Clockwise from rotation drive rear) (viewed Propeller
286 168 .2700 .............5.125 ...........4.376 361.0 7.2:1 1-3-24
2-1
SECTION 2

SPECIFI C~I ON S
0-360-J2A
FAAType Certificate. Rated horsepower. Rated speed. RPM,

Bore, inches. Stroke, inches.....
286
145
.2400 thru 2700
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
FAA Type Certificate.
HO-360-A,
-C
286 180
2700
Rated
horsepower. Rated speed, RPM
Bore, inches Stroke, inches.
,,,,,,,5,125
4.375 361.0
Displacement, cubic inches Compression ratio. Firing order. Sparkoccurs, degreesBTC,

Valve rocker clearance (hydraulic tappets collapsed)
8.5:1
1-3-2-4
25
.028-.080 1:1
Clockwise
Propeller drive ratio Propeller drive rotation (viewed from rear),
2-2
Revised
May
~996
SECTIOIY 2
SPECIFICATIONS
HO-360-B SERIES
Type Certificate. Rated horsepower Rated speed, RPM

FAA
286
..180
2900 5.125 ...4.375
Bore, inches Stroke, inches
361.0 Displacement, cubic inches 8.5:1 Compression ratio 1-3-2-4 Firing order ..............25 Spark occurs, degrees ETC Valve rocker clearance (hydraulic tappets collapsed) .028-.080 I:I Propeller drive ratio Clockwise Propeller drive rotation (vie\Ned fiom rear)
SPECIFICATIONS
I
Type Certificate Rated horsepower Rated speecf, RP~ Bore, inches
FAA
10-360-L2A*
1E10
.....160
2400
.....5.125
Stroke, inches.........................................4.375
Displacement, cubic inches Compression ratio Firing order Spark occurs, degrees ETC Valve rocker clearance (hydraulic.tappets collapsed) Propeller drive ratio Propeller drive rotation (viewed from rear)
This
361.0
8.5:1
1-3-2-4
25
........028-.080
1:1
Clockwise
engine
has
an
alternate
rating
of 180 HP at 2700 RPM. 2-2A
SECTION 2
0-360 and ASSOCIATED MODELS SPECIFICATIONS
10-3 60-B I G6, -M 1 A
Type Certificate Rated horsepower Rated speed, RPM

FAA
1E10
180 2700
....5.125
Bore, inches
Stroke, inches
...4.375 361.0 8.5:1

1-3-2-4
Displacement, cubic inches Compression ratio Firing order Spark occurs, degrees ETC Valve rocker clearance (hydraulic tappets collapsed) Propeller drive ratio Propeller drive rotation (viewed from rear)
This
25
........028-.080 I:1
Clockwise
engine has
an
alternate
rating
of 160 HP at 2400 RPM.
1O-360-C 1 G6
Type Certificate Rated horsepower Rated speed, RPM

FAA
1E10
..200 .2700 ....5.125 ...4.375
Bore, inches Stroke, inches
...........361.0 Displacement, cubic inches .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 Propeller drive ratio Clockwise Propeller drive rotation (viewed from rear)
2-2B
Added December 1999

SECI~ION 2
SPE CI F I CATI ONS
IO-360-A,-C,-D,-J,-K SERIES
FAA Type Certificate. Rated horsepower Rated speed, RPM Bore, inches Stroke, inches... T)isplacement, cubic inches Compression ratio Firing order Spark occurs, degrees BTC...................................250** Valve rocker clearance (hydraulic tappets collapsed) Propeller drive ratio Propeller drive rotation (viewed from rear)
..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*
FAA Type Certificate. ..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 Propeller drive ratio 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
occurs
at 200 ETC. Con-
Models
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
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

SECTION 2
SPECI FICATIONS
AIO-360-A, -B SERIES
FAA Type Certificate Rated horsepower Rated speed, RPM
1E10
Bore, inches Stroke, inches Displacement, cubic inches
Compression Firing order

Spark
occurs,
ratio
200 .2700 .............5.125 ............4.375 361.0 8.7:1 1-3-2-4

..028-.080
.1:1
degrees Bn=
Valve rocker clearance
(hydraulic tappets collapsed)
Propeller drive Propeller drive
ratio
rotation
(viewed
from
rear)
.Clockwise
SPECIFICATIONS HIO-360-A, -B SERIES

FAA Type Certificate Rated horsepower Rated speed, RPM
1E10 .180" .2900
............5.125 Bore, inches inches ...........4.375 Stroke, 361.0 Displacement, cubic inches 8.7:1 Compression ratio, -A series 8.5:1 Compression ratio, -B Series 1-3-2-4 Firing order ETC Spark occurs, degrees Valve rocker clearance (hydraulic tappets collapsed) ..028-.080 drive ratio .1:1 Propeller .Clockwise Propeller drive rotation (viewed from rear)
.......................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
TSpe Certificate Rated horsepower Rated speed,RPM

FAA
1E10
305
.%900
Bore, inches Stroke, inches...
.............5.125 .........~.375
361.0 8.7:1 1-3-2-4
.25""
Displacement, cubic inches Compression ratio Firing order Spark occurs,degrees ETC
Valve rocker clearance

(viewed from rear)
SPEC(FICATIONS
HIO-360-D SERIES
..028-.080
.1:1 .Clockwise
Propeller Propeller drive
drive ratio
rotation
Type Certificate Rated horsepower Rated speed, RPM Bore, inches Stroke, inches Displacement, cubic inches Compression ratio Firing order Spark occurs,degrees ETC
FAA Valve rocker clearance
IE10 190
.3200 ..............5.125 ~..........3.375 361.0

.10.0:1
1-3-2-4
20

(viewed
Bulletin
from No.
".028-.080
.1:1
Propeller drive Propeller drive

Consult HIO-360-D1A.
See Note
ratio rotation
rear)
402 for valve
rocker
.Clockwise
clearance
Service
of
Page
2-3.
2-5

SECTION 2
0-360 and ASSOCIATED MODELS SPECIFICATIONS

HIO-360-E SERIES
FAA
Type Certificate Rated Horsepower Rated Speed RPM

BoreInches
Stroke Inches
1E10
...r90 ..2900 .......5.125 ......4.375
................._
................._
Displacement, Cubic Compression Ratio
Inches
.............361.0
..8.1:1
................._
Firing Order Spark occurs, Degrees ETC

Valve Rocker Clearance
................._
1-3-2-4
........._,,20"
(hydraulic tappets collapsed) Propeller Drive Ratio Propeller Drive Rotation

(viewed from rear)
HIO-360-E has
a
........028 -.080
.1:1
Clockwise
and 36.5 in.
manifold pressure
or
rating of 205 HP at 2900 RPM when equipped with turbocharger

HIO-360-F1AD SERIES
Hg.
kit SK-28-121000
equivalent.
..1E10
...190
TypeCertificate Rated Horsepower Rated Speed RPM

BoreInches
Stroke Inches
FAA
..3050
.....4.375 .............361.0 ..8.0:1 1-3-2-4
........._,,,,
Displacement, Cubic Inches Compression Ratio Firing Order Spark occurs, Degrees ETC
.........,,,20" ........028
(hydraulic tappets collapsed) Propeller Drive Ratio Propeller Drive Rotation

(viewed from rear)
.........,,,_,
.080
.1:1
Clockwise

SECTION 2
SPECIFICATIONS
TIG-360-A SERIES
FAA
Type Certificate....................................E1GEA Rated Horsepower Rated Speed RPM

Bore Inches
...200 ..2575 .......5.125 .....4.375 .............361.0 ..73:1
Stroke Inches.
Displacement, Cubic Inches Compression Ratio Firing Order Spark occurs, Degrees BTC.................................200
.....1-3-2-4
(hydraulic tappets collapsed) Propeller Drive Ratio.......................................1:1 Propeller Drive Rotation (viewed from rear)
TIO-360-C SERIES FAA
.........028-.080
Clockwise
?ype Certificate Rated Horsepower Rated Speed RPM.

Bore Inches Stroke Inches
E1GEA
...210
..........__.,
....2575
.......5.125
......4.375 .........,..361.0
Displacement, Cubic Inches Compression Ratio Firir!g Order Spark occurs, Degrees BTC.................................200
..73:1
.....1-3-2-4
(hydraulic tappets collapsed) Propeller Drive Ratio.......................................1:1 Propeller Drive Rotation

(viewed from rear)
.........028-.080
Clockwise
2-7

SECTION 2
0360 and ASSOCIATED MODELS
"Accessory Drive Starter
Drive Ratio 16.556:1

1.910:1
2 .500:1
**Direction of Rotation
Counter-Clockwise
Clockwise Clockwise Clockwise Clockwise
Clockwise
Gene~ator Gene~ator
Alternatort
Tachometer
3.20:1
0.500:1 1.000:1 1.300:1 0.866:1 0.895:1 0.866:1
Magneto
Vacuum Pump Propeller Governor
Counter-Clockwise
Clockwise
Clockwise
(RearMounted)
Propeller Governor
(Front Mounted)
Fuel Pump AN20010 Fuel Pump AN20003*** Fuel Pump-Plunger
Counter-Clockwise Counter-Clockwise
1.000:1
0.500:1
operated
Dual Dri~es
Vacuum- Hyd. pump Vacuum- Prop. Gov.
1.300:1
1.300:1
Counter-Clockwise
Counter-Clocicwise
NOTE
E~zgines unth letter 2" in ~reftx utill

When applicable Viewed facing drive pad
have
~posite
rotation to the above.
TIO-360-C1A6D, HIO-360-E,
t
HIO-360-D1A
-F have clockwise fuel pump drive Alternator drive is 2.50:1
2-8
TEXTRON LYCOMING OPERATORS.MANUAL 0-360 and ASSOCIATED MODELS

DETAIL ~IEIGHTS
i,
SECTION 2
ENGINE, STANDARD,DRY WEIGHT.

Includes carburetor
or
injector, magnetos, spark plugs, ignition harness, intercylinder baffles, tachometer drive, starter and generator or alternator drive, starter and generator or alternator with mounting bracket.
fuel
Turbocharged
models include
turbocharger, mounting bracket,

and baffles.
ex-
haust
manifold, controls, oil lines

Model
Lbs.
0-360 Series
JI-C4P*.
-D2A.
I
a
-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
-A2F,
-A1P,-C1G. -A~G, -A2G.
293
-A4M, -A4P, -A~F6D, -C4E -A4K, -A4N, -ASAD.
..........295
296
-A4D, -A1G6D, -A4A, -A~F6, -A1H6

-A4J, -A~G6, -F~A6.
-G~A6.
297
,,,,,,..........298 ................300 ......,~303
1~(
Weight does
not include
alternator.
Revised
May
1996
2-9
SECTION 2

DETAIL WEIGHTS
(CONT.)
Lbs.
Model HIO-360 Series

-A 1A
........285
................288 10-360 Series
-BIA, -BIB, -CIA
-L2A -B 1C
........278
........289
-BIA -BIE..............................................296
-B 1D -B 1B
..........295
........297
........299 .......300
I I
-M IA
-BIF,-B2F.........................................301
-B1G6.............................................305
-B4A...
....307
-B2F6
-K2A
.......308 ........311
...........319
-AITj6D, -A3D6D, -CIA

-C 1B
........320
..322 .......323 ..........324 ................325
-CIC, -DIA
-JIAD
-AIA, -A2A, -CIF, -C1G6 -AICI-A2C, -AID -a 1B, -A2B

-C 1 D6
..326
.......328
-C1C6.............................................329
-AIB6D, -A3B6D, -JIA6D -A1B6, -A3B6

-A I D6
.........330
333
.......335
-CIE6 2-10
.......337

DETAIL WEIGHTS
Model ATO-360 Series
SECTION 2
(CONT.)
Lbs,
-A~A, -A2A, -AlB, -A2B, -B1B,

HIO-360 Series
332
-A1B.
-D1A, -E1AD, -E1BD,

-C1A, -C1B. -F1AD.
TIG-360 Series
-C~A6D. ,,,,,,,379
-A1A, -A~B.
-A3B6,
,,,386
,,,,.,,,,407
Revised
May
1996
TEXTI~ON LYC~IMING OPERATORS IMANUAL

SECPION 2
0-360 and ASSOCIA~IED
MODE~S
LENGTH
DIMENSIONS, INCHES
MODEL
0-360
HEIGHT
WIDTH
)I-AIA, -A1P, -A2A

-Al C
24.59 19.68
33.37 33.37 33.37 33.37 33.37

33.37 33.37
29.56 30.67
-A1D, -A2D -A1F, -A2F

-A1F6
24.59
24.59 24.59 19.22 19.22
29.81
30.70
30.70 31.82 31.82
-AlG, -A2G -A1H, -A2H

-A1H6
19.33
24.59
24.59
33.38
33.37
33.37
31.81
29.56 29.81 31.82
-A3A, -A4A, -A4M, -A4P -A3D, -A4D, -A2E -A4G, -A4J, -A4K -A1G6, -A1G6D, -ClF,
-C4F -A4N
19.22
19.22
33.37
33.37 33.37 33.37
31.82 29.05
31.33
24.59
-ASAD 24.59
(l-BIA,
-AlAD, -~3AD, -A1ASD, -A1F6D, -AlLD -B2A, -B2C -BlB, -B2B -ClA, -C2A -C1C,-C2C,-C4P -C~E, -C2E
24.59 24.68
24.68
33.37 33.37
33.37
31.33
29.56
29.81
24.72 24.59 24.59
33.37
33.37 33.37 33.37
33.37
29.56
29.81 29.05
-C2B, -C2D
-C1G, -DIA, -D2A
-I)2B
19.68
24.59
30.67
29.56
24.59 22.99
19.96
33.37
29.81
II -J2A
-F1A6 -G1A6
32.24
33.38 33.37
29.81
31.81
19.96
31.83
2-12
Revised
May
1996
TEXTRON LYCOMING OPERATOR)S MANUAL

0-360 and ASSOCIATED MODELS SECTI~N 2
DIMENSIONS, INCHES (CONT.)

MODEL
HEIGHT
WIDTH
LENGTH
MO-360
-A 1A -B 1 A, -B 1B
24.59 19.68
33.37
29.81 30.67
33.37 33.37
-C 1A
1 10-360
19.22
31.82
A, -A2A, -A 1D -A 1 B, -A2 B -A 1 B6, -A3 B6 -A 1C, -A2C

-A I
19.35 19.35 19.35

19.35 19.35 19.35 19.35 22.47
34.25 34.25
29.81
30.70 30.70
29.30 30.70
3 1 .33
34.25
34.25
34.25 34.25
-A I D6
B6D, -A 1 D6D, -A3 D6D

-BIA
-A 1
-A3 B6D, -J I AD
34.25
33.37 33.37 33.37 33.37
33.37
31.33 32.81 29.81
-BIB, -B 1 D, -L2A
-B 1C
-BIE
24.84 20.70
20.70 24.84
24.84 1().48
30.68
32.051
30.70 29.56 31.14 33.65 33.65 31.14
-BIF. -B2F, -B2F6

-B4A
33.37 34.25
34.25
-C 1A, -C 1B -C I C, -C 1 C6 -C 1 E6, -C 1F
19.48 19.48 19.48 20.70 19.35

20.26
34.25 34.25
-DIA, -C 1 D6, -C1G6 -EIA, -FIAI -BIG6

-K2A
33.37
34.25
33.38
32.09
29.8 1 32.75
I j-MA
AIO-360
-A
1A, -A2A -A IB, -A2B

20.76
20.76
34.25 34.25
30.08
30.08
2-13
TEXTRON LYCOIMING OPEBATOII~S 1MANUAL SECIION 2

0-360 and ASS~CIATED IMODELS
DIMENSIONS, INCHES (CONT.)

MODEL
AIO-360 (Cont.
HEIGHT
WIDTH
LENGTH
-B~B
HIO-360
20.76
34.25
30.08
(I-A1A, -AIB
-B~A -B~B
~9.48 19.38
19.38
19.48
35.25
33.37
33.65 32.09 30.68 31.14
33.37 34.25
-C1A, -C1B -D1A
19.48 19,97
35.25
34.25
35.28
31.36
-E~AD, -E~BD, -F~AD

TIG-360
-A~A
2~.43
19.92 2~.65
34.25
34.25 ~9.09
45.4~
45.41 35.82
-A~B, -A3B6
-C~A6D
2-14
Added
May
1996
SECTION
OPERATING INSTRUCTIONS
TEXTRON tYCOMING OPERATORS MANUAL
OPERATING INSTRUCTIONS
Page
General
,,,3-1
Prestarting Items of Maintenance., Starting Procedures Cold Weather Starting Ground Running and Warm-Up...........................314
Ground Check
....311 312
314
.....3~4
Operation in Flight......................................3-6 Engine Flight Chart............,.......................3-12 Operating Conditions

Skut Down Procedure
Performance @urves
3-13
3-17 3-19

0-360 and ASSOCIAVED MODELS
SECTION 3
SECTION 3 OP E RAI I N G I N ST R UCT IONS

I.
GENERA L.
Close
adherence
economy and
to
contribute to
long life,
greatly satisfactory operation of the engine.

these
ins tru ction s
will
NOTE YOUR ATTENTION THE

AND IS
DIRECTED
SPIS CI Flf3D
TO
THE
WARRANTIES
AND
THAT
APPEAR 1N THE FRONT OF THIS MANUAL REGARDING ENGINE
SPEED,
REPAIRS ENGINE
USE
OF
FUELS
L UBRICA NTS, ITEM OF
ALTI3RATIONS.
PERHAPS
NO
OTHER
OPERATION AND MAINTENANCE CONTRIBUT~S
OUITE
O1L,
SO MUCH TO SATISI;ACTOR Y PIRFORMANCE AND LONG LIFE AS

THE CONSTANT USE OF CORRECT GRADES OF FUEL AND
CORRECT ENGINE
THE
TIMING, AND
NOT
FL YING THE AIRCRAFT AT A LL
TIMES WITHIN THE SPEED AND POWI~R RANGE SPECIFIED FOR
ENGINE.
WILL
DO
NOT
FORGET VOID
THAT YOUR
VIOLATION
OF
THE
OPERATION ENGINE
AND
MAINTENANCE
SPECIFICATIONS
FOR
YOUR
ONLY OF
WARRANTY BU? WILL
SHORTEN THE LIFE PERIOD HAS PASSED.
YOUR ENGINE AFTIR ITS WARRANTY
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 ITI3MS
OF MAINTENANCE.
the
engine
is started.
3-1
TEXTRON LVCOMIN~ OPERATORS MANUAL

SECTION 3
3.
0-360 and ASSOCIATED MOBELS
STARTIN~
HIO-360,
The
PROCEDURES TIG-360 Series.
0-360, 110-360, 10-360, AIO-360i recommended, however,

will
necessitatt~ the
following starting procedures
are
starting characteristics of various variation from these procedures.

a.
installations
some
Engines Equipped 2ujth

(1)
(2)
Perform
Float
Type
Carburetors.
pre-flight inspection.
position.
position (where
Set carburetor heat control in "off"
(3) Set propeller applicable).

(4)
governor control in "Full RPM"
Turn fuel valves "On". Move mixture control to "Full Rich". Turn
on
(5) (6)
boost pump.
(7) Open
throttle
approximately 1/4 travel. priming

pump
or
(8) Prime with 1 to 3 strokes of manual electric primer for 1 or 2 seconds.
activate
(9) Set magneto selector switch handbook for correct position).

(10) Engage
starter.
move
(consult airframe manufacturers
(11)
When
engine fires
the
magneto
switch to "Both".
(12) Check oil indicated within

b.
pressure
gage.
thirty seconds,
zujth
If minimum oil pressure is not stop engine and determine trouble.
Engines Equipped Injectors. (1)

(2)
3-2
Perform
Pressure
Carburetors
or
Bendix
Fuel
pre-night inspection.
or
Set carburetor heat
alternate air control in "off"
position.
TEXTRON LYCOMING OPERATORS It2ANUAL

SECTION 3
(3)
Set
propeller
governor control in "Full RPM"
position (where
applicable).
(4)
(5)
Turn fuel valve "On"
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. Turn boost pump "Off.
(7)
(8) Open
(9)
throttle 1/4 of travel.
Set magneto selector switch handbook for correct position).
(consult
airframe manufacturers
(10) Engage
(11)
starter.
Move mixture control
slowly and smoothly
to "Full
Rich"
(12)
Check oil pressure gage. If minimum oil pressure is not indicated within thirty seconds, stop engine and determine trouble.
with Simmonds
c.
Engines Equipped
Type 530 Fuel Injector.
(1)
Perform
pre-flight inspection.
(2) (3)
Set alternate air control in "Off Set
position.
position.
propeller governor control

fuel valve "On"
in "Full RPM"
(4) Turn
(5)
Turn boost pump "On" throttle
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
mixture control to "Idle Cut-Of~.
Revised
April
1998
3-3
TEXTRON LYCOMING OPERATORS M[ANUAL
SECTION 3 (7)
0-360 and ASSOCLATED MODELS
Turn boost pump "Off. throttle 1/4 travel.
(8) Open
(9)
Move combination
as a
magneto switch
to
"Start", using accelerator
pump
primer engine
while
cranking engine.
(10)
(11)
When
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.
4. COLD W~ATHER
be necessary to
During
the
extreme cold
weather, it may
preheat
engine
and oil before
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.
as
Fixed
Wing.
(1)
Head the aircraft into the wind. Leave mixture in "Full Rich".
(2)
(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 OPERATORS IMANUAL

0-360 and ASSOCLATED MODELS SECTION 3
(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 manufacturers 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
than 500 RPM.
Added
April
1998
3-4AjB
TEXTIRO~al L~COMING ~OPERATORS 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 RPhI.
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 OPERATORS IMANUAL

SECTION 3
7. OPERA TION IN FLIGHT.
a.
See airframe manufacturers instructions for recommended power
settings.
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
of the throttle
c.
b. Move the controls
slowly
and
Fuel Mixture
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.
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
Manual
leaning
may be monitored by exhaust gas fuel flow indication, and by observation of
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.
36

0-360 and ASSOCIATE D MODELS
J)o 11ot
SECTIOIV 3
with
manually
lean
engines equipped
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 pozucrs (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 optvatiol? 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
Operate
return
the mixture
to
full
rich
before incrtrasillg pozuer scttil?gs.
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. Duvi~R let-down flight operations it may be necessary to manually lean unconzpensated carbureted or fuel injected engines to obtain smooth operation.
On
the
turbocharXed
e~gines
never
exceed
165 00 t;,
turbine
inlet
temperature (TI?~.
I.
a.
TO EXHA I/ST T;AS TEMPERA TUBE GAGE.
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 operators manual shows otherwise. Monitor cylinder head temperatures.
(2) Best Economy Cruise
(approximately
75% power and below)
Operate
b.
at
peak EGT.
Turbocharged engines.
(I) Best
Economy Cruise
-Lean to
occurs
peak
first.
turbine inlet
temperature
3-7
(TIT)
or
16500F., whichever

SECTION 3
w
REST ECONOMY RANGE

MAX POWER RANGE
u.
+10
5
03
PEAK
OR Tn
Y
rr
MAX TEMP
~i
Q
I-i
PC W
O
a
i
o
-100
-200
i -300
C3
W P
3
01
90lioo
I
....i......
I:::::
4M)
~i
mW
LLPC
FZ
to
wa
OW
BO
I
:::::I:::::
85
I I~
o LIC
a a
:::::r::::
80
:::::r::::
F
a
I
""I""
d
O
O
W
TOO LEAN
BEST ECONOMY CRUISE
MAX POWER CRUISE LEAN MIXTURE

RICH
FULL RICH TAKE OFF
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 OPERATORS MANUAL

0-360
a nd
ASSOC IATE D MO D E LS
SECTION 3
(2) Muximum Iozoer Cn~ise

the
rich
side
of
peak
The engine must always be operated on EGT or TIT. Before leaning to obtain
to establish
a
maximum
point.
power mixture it is necessary This is accomplished as follows:

a
reference
(a) Establish
the
peak EGT
or
TIT for best economy
highest
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
adjust
the RPM and
manifold pressure for desired
performance
cruise
operation.
in
(d) Lean out mixture until EGT or TIT is the value established Step b. This sets the mixture at best power.
2. L,I:ANIN(; 70 II,OWMI:T~I:K.
Lean
to
correct fuel flow for each power
applicable fuel-flow tables setting.
or
lean
to indicator marked
for
3.
LIIANING WIIIII MANC~31, MIXTUHI~ CONTHOL..

or
(Economy cruise,
75r~ power
n.
less)
wi thou t flowmeter
or
EGT
gage.)
Cnv~Nrrten
Ijv~il?cs.
mixture control from "Full Rich"
lean
(1) Slowly move position.

Continue
position toward
(2)
leaning
until
engine roughness
is noted.
(3) Enrich
h. ~=ucl
until
engine
runs
smoothly and
power is
regained.
Irljcctc~ I~i7Kines.
mixture control from "Full Rich"
(1) Slowly move lean position.
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
Usc o~ conditions at
c.
0-360 and ASSOCLQTED MODELS

Herrt Contr~l 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
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
the
stoppage.
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
To
avoid
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
expected from the
engine. The following outline

carburetor heat control.
is
the
proper method of
utilizing
the
(I) Grounn
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
Operation
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
(2)
Take-Off
carburetor
3-10

0-360 and ASSOCI ATE D MODE LS
(3)
SECTION 3
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
Climbing
When
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
regained
the ice is melted out of the induction system. When ice has been melted from the induction system, the carburetor heat
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.
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.
(5)
Landing Approach
In
carburetor heat should
3-11
SECTION 3
8. ENGINE FLIGHT CHART
FUEL AND OIL
Model Series
"Aviation Grade Fuel Minimum Grade
0-360-B,
-D
80/Sj
91/96
91/96
91/96
or
0-360-A I P, -C 1 F, -C4F; HO-360-C 1A
0-360-C, -F; HO-360-A, -B; IO-360-B, -E; H1O-360-B

0-360-52t2
100/130
100LL
I I
or
100/100LL
or
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
TIG-3 60-A NOTE
91/96
100/100LL
100/100LL
100/130
100/130
1 00/ 1 J 3
Aviation grade IOOLLfuels in which the lead

is
content
limited
to
use
c.c.
per
gal.
continuous
in the above listed
approved Sor engines.

are
Refer
to
latest edition of Service Instruction No. 1070. Fuel
Pressure, psi
Desired Min.
Model 0-360 Series
Max.
(Except -A 1 C, -C2B,
8.0 3.0 0.5
-C2D); HO-360-A, -C Series

Inlet to carburetor
0-360-A 1C, -C2B, -C 1D; HO-360-B Series Iniet to carburetor

18
13 9.0
3-12
TEXTRON LYCOMING OPIEIPATORS MANUAL 8-360 and ASSOCIATED MODELS
SECTION 3
Model
Fuel Pressure, Desired Max.
psi
Min.
Hi0-360-A1B
inlet to fuel pump 10-360 Series (Except -B 1A, -F I A) AIO-360 30 -2
Series, HIO-360 Series (Except -A IB)

Inlet to fuel pump 10-3 60-F I A
35 -2 -4
Inlet to fuel pump 10-360 Series (Except -B 1A),

AIO
35
Series; HIO Series

Inlet to fuel
injector
injector
45
2
14
-2
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
55 55
-2
27
-2
50
45 65 65
20
-2 22
TIG-3 60-C 1 A6D

Inlet to fuel pump Inlet to fi~el injector
Revised
May
2000
3-12A
SECTION 3
0-360 and ASSOCIATED MODELS ALLMODELS,
"Recommended Grade Oil

MIL-L-22851
Average
Ambient Air
All
MIL-L-6082B Grades
Ashless
Dispersant
Grades
SAE 15W50
Temperature
SAE 60
or
20W50
Above 80"F. Above 60"F. 30"F. to 900F.

O"F. to 700F. Below 100F.
SAE 60 SAE 40 SAE

or
SAE 50 SAE 40
SAE 30 SAE 20
SAE 50 20W40
SAE 40
40, 30
or
SAE 30
or
20W30
Refer to the latest edition of Service Instruction No. 1014.

OIL SUMP CAPACITY All Models
Minimum
(Except AIO-360 Series) Safe Quantity in Sump (Except -MIA)
IO-360-M1A AIO-360 Series
Quarts ......2 U.S. Quarts ...............4 U.S. Quarts Dry Sump
8 U.S.
OPERATING CONDITIONS
Average
Ambient Air
Above 80"F. Above 60"F.
30"F. to 90"F.
Oil Inlet Desired
Temperature
Maximum
245"F. 245"F. 245"F. 245"F. 245"F.
O"F. to 700F.
Below 10"F.
(82"C.) 180"F. (82"C.) 180"F. (82"C.) 170"F. (770C.) 160"F. (71"C.)
180"F.
(118"C.) (118"C.) (118"C.) (1180C.) (118"C.)
oil temperature should not be below 140"F. continuous operation.
Engine
(60"C.) during
3-12B
Added
May
2000
TEXTRON LYCOMING OPERATORS MANUAL 0-360 and ASSOCIATED MODELS OPERATING CONDITIONS
SECTION 3
(CONT.)
Minimum
Oil Pressure, Normal
psi (Rear)
Maximum
Idling
Operation, All Models (Except Below)

TIO-360-C 1 A6D Oil Pressure,
95 95
55 50
25
25
psi (Front)
90 50 20
0-360-A4N, -F1A6
Start, Warm-up, Taxi
and Take-Off
(All Models)
115
Revised
May 2000
3-13
SECTION 3

OPERATDNG CONDITIONS Fuel
Cons.
Max. Oil Cone.
*Max.
Operation
RPM
HP
Gal./Hr.
Qts./Hr.
Cyl. Head Temp.
0-360-P~ -C* I Series

Normal Rated
2700
180 .80
500" F.
(2600 C.) C.)
Perfonnance Cruise
(75% Rated)
Economy (65% Rated)
Cruise
2450
2350
135
117
10.5
9.0
.45
.39
500" E (260"
500"E(260" C.)
0-360-B, -D Series
Normal Rated 2700
168 126
109
.75
500"E(260" C.)
5000 E
5000 E -G Series
Performance Cruise
(75% Rated) Economy Cruise (65% Rated)
2450
2350
11.0
9.0
.42
.37
(260 "C.) (2600 C.)
0-360-A~P, -A4D, -A4P, -C4P, -F,

Normal Rated
2700 2450 2350 180 135 117 9.7 8.3
.80 .45 .39
500"E(260" C.) 500"E(260" C.) 500"E(260" C.)
Performance Cruise

tain
At Bayonet Location
For maximum service life of the
cylinder head temperature between 1500F. tinuous operation. O-360-C2D Only Take-off rating 180 HP at 2900 RPM, 28 in.Hg.
Revised
engine mainand 400aF. during con-
3-~4
May
1996
~EXTRON LYCOMING OPERAT~rORS MANUAL

0-360 and ASSOCIATED MODELS SECTION 3
OIERATIN~ CONDITI<)NS (CONI:) Fuel

Cons.
Max. OiI Cons.
*Max.
Operation
RPM
HP
Gal./Hr. Qts./Hr.
0-360-52A
Cyl. Head Temp.
Normal Rated
24001
2700
145
500"
(260" C.)
Performance Cruise
(75% Rated)
1800/
2025
109
9.3
.36
500" F.
(260" C.)
Economy Cruise 1560/ (65% Rated)

1755
94
6.8
500"
(260 "C.)
MO-360-A, -C Series
Normal Rated
2700
180
.80
500"E(260 "C.)
500" 500"
E
Performance Cruise
2450
2350
135
9.7
.45
(260" C.)
117
9.0
.39
F.(260 "C.)
HO-360-B Series
180 .80
Normal Rated
2900
500"E 500" 500"
(260" C.)
Performance Cruise
(75% Rated) Economy Cruise (~5% Rated)

At
2700
135
10.5
9.0
.45
F.(260" C.)
2700
117
.39
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.
Added
May
1996
3-14A/B

OPERATING CONDITIONS
SECTION 3
(CONT.)
Max.
Fuel
Max.
Cons.
Oil Cons.
Cyl.
Head
Operation
RPM
HP
Gal./Hr.
Qts./Hr
Temp.
1O-360-A, -C, -19, -J, -Kr AIO-360 Series

Normal Rated
2700 2450 200 150 12.3 .89 .50
500"F.
(260"C.)
Performance Cruise
(75% Rated)
500"F. (260"C.) 500"F.
Economy Cruise
(65% Rated)
2350 130 9.5
.44
(260"C.)
10-360-B1 -E, -F Series (Except -B IC); 10-360-M 1A**

Normal Rated
2700 180 135
117 11.0 .80
500"F. 500"F. 500"F.
(260"C.) (260"C.)
Performance Cruise
2450 (75% Rated) Economy Cruise 2350 (65% Rated)
.45
.39
8.5
(260"C.)
1O-360-B IC Normal Rated

2700
177 133 115 11.0 8.5 .79 .45
500"F. (260"C.)
500"F.
Performance Cruise
2450 (75% Rated) Economy Cruise 2350 (75% Rated)
Ar
(260"C.) (260"C.)
.39
500"F.
For maximum service life of the engine Bayonet Eocation maintain cylinder head temperature between 150"F. and 400"F during
continuous
This
operation.
has
an
engine
alternate
rating
of 160 HP at 2400 RPM.
3-15
SECTION 3
OPERAT~G CONDITIONS (CONT.)

Fuel Cons.
Max. OilCons.
*Max.
Operation
RPM
HP
Gal./Hr. Qts./Hr.
Cyl. Head Temp.
IO-360-L2A Normal Rated

2400 160
.52 8.8
7.6
.39
500"F.
500"E 500"E
(260"C.)
(260"C.) (260"C.)
Performance Cruise
2180
120
2180
104
.34
HIO-360-A Series Normal Rated

2900
180t
135
117
.80
5000F. 500"E 500"F.
(2600C.)
Performance Cruise
2700
2700
11.0
9.5
.45
.39
(2600C.)
(260"C.)
HIO-360-B Series
Normal Rated
2900
180
135 12.0 10.0
.80
500"E
(260"C.) (260"C.)
Performance Cruise

tain
2700
.45
500"E
2700
.39
500"E
(260"C.)
At Bayonet Location
tinuous
cylinder operation.
inches
For maximum service life of the engine mainhead temperature between 150"E and 400"E during con-
at 26
Hg. manifold
pressure.
3-16
Revised
May
1.996
TEXTRON LYCBMING OPERATOII~S MANUAL

OPERATING CONDIIIONS Fuel
Cons.
SECTION 3
(CONT.)
Max.
*Max.
Oil Cone.
Operation
RPM
HP
Qts./Hr.
Cyl. Head Temp.
WIO-360-C Series Normal Rated

2900
205
154
.91 12.5 .52
5000F. 500"E
(2600C,) (2600C.)
Performance Cruise
(75% Rated) Economy Cruise (65% Ratedj
2700
2700
133
10.5
.45
500"F.
(260"C.)
HIO-360-D Series
Normal Rated
3200
190
.85
5000F.
500" F.
(260"C.)
(260 C.)
O
Performance Cruise
(75~G Rated) Economy Cruise (65~c. Rated)
320()
142
12.0
.48
3200
123
10.0
.41
5000F.
(2600C.)
HIO-360-E Series
Normal Rated
2900 190
.85
11.8 .47
500"E
(260"C.)
(2600C.) (260"C.)
Performance Cruise
(75cio Rated) Economy Cruise (65% Rated)

At
2700
142
500"F.
500"E of the
2700
123
10.0
.41
Bayonet Location For maximum service life tain cylinder head temperature between 150"F. and tinuous operation.
engine main400"F. during con-
Added
May
1996
3-16A

SECTION 3 0-360 and ~SSOCIATED MODELS
OPERATING CONDITIONS (CONT.)

Fuel
Cons. Max.
*Max.
OilCons.
Operation
RPM
HP
Gal./Hr.
Qts.Mr.
Cyi. Head Temp.
HIO-360-F Series
Normal Rated
3050
2700
190
.84
.47
500"E
500"F.
(260"C.) (260"C.)
(260"C.)
Performance Cruise
142
2700
123
10.0
.46
500"F.
At Bayonet Location
For maximum service life of the
tain
cylinder head temperature tinuous operation.
between 150"F. and
engine main400"E during con-
3-16B
Added
May
1996

OPERATING CONDITIONS Fuel Cone.
SECTION 3
(CONT.)
Max.
*Max.
Oil Cons.
Operation
RPM
HP
Gal./Hr.
Qts;/Hr.
Cyl. Head Temp.
TIG-360-A Series**
Normal Rated
2700
200
150 14.0
.89
500"F.
(260"C.)
(260"C.) (260"C.)
Performance Cruise
2450
.50
500"F.
500"F.
2350
130
10.2
.44
TIO-360-C Series** Normal Rated 2575

2400
210
.70
13.2 .53
500"F.
500"F.
(260"C.) (260"C.)
Performance Cruise

At
157.5
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.
MAXIMUM TURBINE INLET TEMPERATURE
~650"E
(898.8"C.)
9. SHUT DOWN PRO@EDURE
a.
Fixed
Wing
control for minimum blade
(1) Set propeller governor applicable,

(2) Idle until there
Revised
is
a
angle
when
decided
drop in cylinder head temperature.

3-17
May
1996
TEXTRON LYCOIMING OPERATORS RZ~IUYUAL

SECTION 3
9. SHUTDOWN PROCEDURE
a.
(CONT.)
Fixed
Wing (Cont.)
mixture control to "Idle Cut-O~.
turn off switches.
(3) Move
(4) When engine stops,

b.
Helicopters
(1) Idle as directed in the airframe manufacturers bandboolt, until there is a decided drop in cylinder head temperature.
(2) Move mixture
control to "Idle Cut-O~.

turn off switches.
(3) When engine stops,
3-~8
Revised
May
~996
TEXTRON LYCOhaING OPERATORS MANUAL

SECTION 3
NOTE
Figure 3-2 (Power Czcrue

editions
on
()-360-A-C
Senes)
mnnunl hns been

3-50.
Previous by Ftgure 3-34,

in
Added March, 1990
3-1SA
TEXTRON LVCOMIING OPERATORS 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 BPERATORS MANUAL

PART THROTTLE FUEL CONSUMPTION LYCOMING ENGINE MODEL
SECTION 3
CURVE NO 12880
HO-360-BSERIES
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
COMPRESSION RATIO SPARK TIMING CARBURE1OR
17
16~
14 13
12
11 10
~4#9
5uj
LLj
8ai
~JI
.40
80
100 120 140 160 ACTUAL BRAKE HORSEPOWER
180
Figure
3-5. Part Throttle Fuel
Consumption
3-21
HO-360-B ,Ceries
TEXTRON LYCOMING OPERATOR)S MANUAL

SECTION 3
CURVE NO. 126998
PART THROTTLE FUEL CONSUMPTION LYCOMING ENGINE MODEL IO-360-A,C,D AND -J SERIES AIO-360-A SERIES COMPRESSION RATIO
SPARK TIMING FUEL INJECTOR, FUEL GRADE MINIMUM
8.70:1
25" ETC
MIXTURE CONTROL-
BENDIX RSA-SAD1 1001130 MANUAL TO BEST ECONOMY OR BEST POWER AS INDICATED
85
PERCENT RATED POWER
75
I~
BESTPOWER
Pd 70
65 55
t
O
O
O
W
3
u.
SETTING
ECONOMY
100
120
140
160
180
200
ACTUAL BRAKE HORSEPOWER
Figure 316. Part Throttle Fuel Consumption IO-380-A, -C, -D, -J, -K; AIO-360 Series
3-22

SECTIOIY 3
CURVE NO 12849-A
PARTTHROTTLE FUEL CONSUMPTION LYCOMING ENGINE MODEL IO-360-B,-E,-F AND MIA SERIES COMPRESSION RATIO SPARK TIMING FUEL INJECTOR, MIXTURE CONTROLFU EL GRADE MINIMUM
8.50:1
25" ETC PAC TYPE RSA-SAD1
MANUAL TO BEST ECONOMY OR BEST POWER AS INDICATED

91/96
PERCENT RATED POWER
85
ld0~
hl__ I
ai
o
75
55
~I
/u/Z
u)l
z
45
OYr"~n
~J
,g
iL1
3~
~JB
30
rg
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 0-360 and ASSOCIATED MODELS
CURVEIJO. 12731
11111~
Figure 3-8.
3-24
Part Throttle Fuel IO360-B~A
Consumption
TEXTRON LYCOMING:~PERATORS MANUAL
0-360 and ASSOCIATED I~ODELS

PARTTHROTTLE FUEL CONSUMPTION LYCOMING MODEL IO-360-B1C SERIES
SECTION 3
BENDIX MODEL RSA-SAD1 MIXTURE CONTROL-MANUAL TO BEST ECONOMY OR BEST POWER AS INDICATED 100/130 FUELGRADE, MINIMUM
CURVE NO. 12952
COMPRESSION RATIO SPARK TIMING FUEL INJECTOR
8.5:1
250 ETC
90
O0~
80
i
PERCENT RATED
M
m
70
65
O
ca
60
oo~
50
o
z
O
o
W 51) u.
ts:
W-m V)
40
w~
ct
~o
Xo
30
80
100
120
140
160
180
Figure
3-9. Part.Throttle Fuel 10-3 60-B 1 C
Consumption
3-25

SECTION 3
CURVE N013518
PART THROTTLE FUEL CONSUMPTION
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
GRADE,
MINIMVM:
OllPa
Cro
IE
o
50
PERCENT RATED POWER
85
"I~
etl
EE
80
100
l40
180
Figure
3-26
3-9A. Part Throttle Fuel
Consumpti~n
Revised
IO-360-L2A
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
90
O
-J
LL
I~
LL
70
50
30
50
60
70
80
90
100
PERCENT RATED POWER
Figure
3-10. Fuel Flow
Percent Rated Power TIG-360-A Series

vs
Added
May
1996
3-26A/B
TEXTRON LYCOMING OPERATORS MANUAL 0-360 and ASSOCIATED MODELS
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
00
80
70
O
u,
d
LL
60
L~i
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 d
g
X
c3
36 WO
Z
S
180
I~
O
~60
51
C,
o\
a
140
~d
a ~n C"
B
TJg
~3
Y
120
ti5
-sx
*so
e
a
Z d
r
Figure 3-12.
Sea Level and Altitude Performance
HIO-360-D
Sheet
of 2
m r
~d
(p
CURVE NO- 13444-0
SHEET 2
O
W Q, O
C
r
NOMINAL SEA LEVEL PERFORMANCE

F.HP.~D 3200 RPM
F.HP. O 3000 RPM
r
NOMINAL ALTITUDE PERFORMANCE
V,
42
Nominal Max.
Lvcoming Helicopter Engine

Performance Data
(D a
37
Cent. Power
.50 B.S.F.C.
Pressure
In.
_
Hg.
DPV
10.0:1 Compression Ratio: Fuellnjealor: Bendi. RSA-7*PII
4
a
B
190
Fuel Grade:
Min. 1001130
C--C- --c---r-- c
:I.
TO FIND ACTUAL HORSEPOWER FAOM
S
SP
AND AIR INLET TEMPERATURE.

-~ta
i. LOCATE A ON FVLL THROTTLE ALTI.TVDE
t~
tQ O
CURVE FOR GIVEN R.P.M. MANIFOLD PRESS
O
Z
r
180
c
2. LOCATE B DN SEA LEVEL CURVE FOR
R.PM. a MANIFOLD PRESSURE a TRANSFER
.t
t~l
TOC. a c sv STRAIGHT LINE ANO READ HORSEPOWER AT GIVEN ALTITUDE D. 4. MODIFY HORSEPOWER ~T D FOR VARIATION
OF AIR INLET TEMPERATURE T FROM 3. CONNECT A
~5!
170
I~
n
It
S"NDARD*LTI~UDE
eY FORMULA.
TEMRRATURE~TB
O
FHp.
I
1BO
[IBH.P FHP)(~PO=T: )08)

I
t
,7,
I 1
ncTunL B.H.P
l\r
1 I
e~
M r
r/l
I-1
Correct ForDilterence Bet~vreen Std

Alt. Tem,
TS
And Actual Inlet Ai.
For Continuous
Temp.
In AEcortiance Wtth Note 4.
150
Operation
I
a 140rtt
i
O
ttr
I
~FI
H
130
25~
g
249.
--I
Y
o
58
120
23-
2I9
E_ 150
r
E
m
c4
TS
sEn STANDARD ALTITUDE TEMPERATURE TS

17
OF 11
LEVEL 13
14 15 16
17
18
19
20
21
22
23
24
25
26
27
28
10
12
Is
19 2021222324
50
Z C
r
ABSOLUTE MANIFOLD PRESSURE. IN. HG.
PRESSURE ALTITUDE IN THOUSANDS OF FEET
W co
Figure 3-13. Sea Level and Altitude Performance
HIO-360-D
Sheet 2 of 2
O
w

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 MANUAL MIXTURE CONTROL TO FLOW METER GAGE
110
100
90
i"
w io
so
so
40 50 60
70
80
90
100
PERCENT RATED POWER
Figure 3-14.
330
Fuel Flow
prs
Percent Rated Power
HIO-360-A Series
TEXTRON LYCOMING OIPERATORS MANUAL

SECTION 3
FUEL FLOWVS. PERCENT RATED POWER
LYCOMING MODEL HIO360-B SERIES FUEL INJECTOR BENDIX RSILSAB1 MANUAL MIXTURE CONTROL TO FLOW METER GAGE ENGINE SPEED
2500, 2700, 2900 RPM
100
90
B
80
70
IL
60
50
40 50
70 80 90 PERCEIVT RATED POWER

3-15. Fuel Flow
60
100
Figure
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
100
Figure 3-16.
3-32
Fuel Flow
vs
Percent Rated Power
HIO-3~0-C Series
~II1I
~7 8~
z
t
t~l
II
II11I~IIP1IBII 18111I~I%Bll
O 3
z
181~1111
1
8"
5S
%Btlil~
;4
Figure 3117. Sea Level and Altitude Performance 0-360-A, -C Series (except those listed for Figure
P
5:
6
z
3-35);t:m
r
cu (p
CUM FI# ONER RP$L LLAF(FOU) PRESI. toum~on LOCATE B 43 8EALElfiLCURIIE FOR RPY A YAHOU) PwESSRIETRRA#FFRTO C. 8T~UIOHTUNEAH)-READ CONNCTAIC
D.
v, 02
LYCOMPn~3AIACRAFT HEUCOPIER ENGINE PERFORMANCE DATA
ALTITUDE PERFORYAWCE
ABs.DRYLUHMLD PRESSURE W Ri
TRROTRE RPY.
Y001FvHoRsEPCm~R
T FROM 8TANLIIRD Kmu#
MAWMUM POWER MUCTURE UNLESS OMERIMSE NOTED
O
Z
W
00
X
1
B
II
ENGINE MODU 0200020,- C2D COMPRESSION RATIO B.5:~ BENMX FUEL GRADE, MINIMUM 21101
NO DC~ERNAL MUCNRE HEATERUSED
TEUPBUTIFIE
BYMRUM
Ts
O
Z
1
HP.ATDX IACTUAL KP. 1)C
S
Y
"l70
CORRECTKmFMIEACH"
FROM
II!
1(#)
II
II
Tg
CORRECT MR DIFFERENCE REIHlEEN ALTTEMRT ACCORDANCE HIIM NOfE 4

150
O
O Z
NORMAL RATED #MIW nmo RP~I. FULL ~wcn MMNRE aF lOCPZRX)IIPM UITISOUm P~BLSUIE 2hQHO SL PKi~NE RP.M. FULL tHROTTLE
Ij
O
I~
B
130
w
C"O o
21 n.
e
1I
1
HORSEPOWER ZERO RAM
1/I
m
O
C)
--1
T -r
Y
XI
IIo
Cjj
02
i,
(I
,S
,11D
22
,7;
MsoumluwaDPRssurwne
~e
Sea Level and Altitude Performance 0-360C2B, -C2D
Figure 3-18.
~Im
v,
CURVE NO. 10819

TO FINDACTUAL HORSEPOWER FROM R.PM., MANIFOLD PRESSURE AND AIR INLET TEMPERATURE.
ALTITUDE,
Q
W
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
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)
O\ o
P) m
Isb
HP AT
D~y
460 +T
S= ACTUAL H.P.
X
I
PERFORMANCEtlFULLTHROTT~E
ZERO RAM
ALTITUDE PERFORMANCE
160
vj
TECTRON LYCOMING AIRCRAFT
NOfrmYVRATEDP(U\ER 2700 RPM FUL ACH MXFUF~E
ENGINEPERFoRMANCEDATA
ABS. DRY MANIFOLD
vl v,
O
Z
r
PRESSURE-IN. HG
140
o
BRAKE HORSEPOWER
f
120
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 FULL THROTTLE R.PM.
O
O
r)
m
O
Z
100
o
tJ
r V]
O
so
LIMITING MAN PRESS. FOR CONTINUOUS
OPERATION
60
CORRECT FOR DIFFERENCE BETWEEN STD. ALT TEMP. Tfi AND ACTUAL INLETAIR TEMP. IN ACCORD~UCE WTTH NOTE 4
C)
1 I
0~
ii
III
1171
III
~fl
V,
r
~rl a
1
ii I
rr~l
v, m
STANDARD ALTITUDE TEMPERATURE Tr -i~ft+tt+t
i
TI
o
.50
c> --i
Z C
r
c*
18
19 20 21 22 23 24 25 28 27 28 ABSOLUTE MANIFOLD PRESSURE. IN. HO
29
-so
1 2
7 8 9 1011 12 131415 Is 1118192021222324 PRESSURE ALTITUDE IN THWSANDS OF FEET
O
Z
w
U1
1~
Figure 3-19. Sea Level and Altitude Perfonnance 0-360-B, -D Series
CURVE NO.12881
TO FINDACTUM HORSEPOWER FROMALTITUDE, R.P.M., MANIFOLD PRESSCIRE
AIRPILETTMPE6ATURE.
W
t-ttt-I
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
LYCOMING AIRCRAFT HELICOPTER ENGINE PERFORMANCE DATA MAXIMUM PO\IMR MDCTURE UNLESS OTHERWISE NOTED ENGINE MODEL HO-3~0-B SERIES COMPRESSION RATIO 8.5:1 CARBURETOR BENDU( PSHSBD FUEL GRADE, MINIMUM 91196 NOEXTERNALMIXTURE HEATER USED.
V) 66
C)
STANDARD ALTITUDE TEMPERATURE BY FORMULA
O
Z
W
g
HP. AT D X 400+ T HP.
v
ABS. DRY MANIFOLD PRESSURE- IN mG
q
~g)
NLLTHRO~E R.PM.
O
Z
P
APPROXIMATUY 110 CORRECTION FOR 10 F.VAR1AtlON FROM
sf28
TS
180
CORRECT FOR DIFFERENCE BETWEEN STD. ALT TEMP. T AND ACTUAL INLET
TEMP. IN ACCORDANCE WITH NOTE 4
120 HP
28#) RP.M.
10
ENGINE R.PII.
142
~o
o
100
TI
P.
8
a,
q
mao
+50
0
STANDAID ALTITUDE TEMPERANRE T F
VIVI O
O
n --i
m
1 2 j 4 5 B 7
a
~I
ts
to
20
21
22
22
21
25
25
25
20
4~50
10
11
12
1J
14
151817~8192021pp21
ABSOLUTE MANIFOLD PRESSURE, IN. HO
Z
o
b
655 r
vl

HO-360-B Series
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
NO.1 TE(TRON LYCOMING AIRCRAFT ENGINE PERFORMANCE DATA
HP.ATACTUAL H.P. 460+T

SEA LF~B PEBOF~M9M:
v,
Y g
200
ALTITUDE ZERO RAM ABS. DRY MANIFOLD PRESSURE-IN. HG
MAXIMUM POWER MIXTURE UNLESS OTHERWISE NOTED ENGINE MODEL AEIO -360-A SERIES COMPRESSION RATIO 8.7:1 FUEL INJECTOR BENDIX. RSA-SAD1 FUEL GRADE, MINIMUM ~0011 NO EXTERNAL MIXTURE HEATER USED.
P)
13 P1
O
CI
RATED POWER
2700
ENGINE R.PM.
LI:~
I Is In-n
FULL THROTTLE R.PM. i80
t~
O
Z O
160
CORRECT FOR DIFFERENCE BEIWEEN STD. ALT TEMP. Ts AND ACTUAL INLET AIR TEMP. IN ACCORDATilCE WITH NOTE 4
n r
vl
k
140
1~0
t~
8
100
LIMITING MAN PRESS. FOR CONTINUOUS OPERATION
80
+50
Z
STANDARDALTITUDE TEMPERATURE i
-F
10
O
-50
1 2 3
4
18
20 21 ABSOLUTE MANIFOLD PRESSURE, IN. HG
13
11
12
13 11 15 is 17 18 13 20 2122 23 24
T1c
r
w
Figure 3-21. Sea Le~el and Altitude Performance IO-360-A, -C, -D, -J, -K; AIO-360 Series
Z
W
CURVE Nc. 12850
V) m
c>
O
Z
w
r
O
Z
r
O
O
HI
cn
~4
azi
O
c>
-I53
m
if
c;l
Z C
Figure
3-22. Sea Level and Altitude Performance IO-360-B, -E, -F Series
O
13
m r
m
Excepting IO-360-B1A, -B~C
Z
(3
c~
O ~t
z o
o
o
t;
flillreilE13c3
d~UIPI
:%6~lbLll"cih;
5
z
7F
O
Figure 3-23. Sea
Level and Altitude Performance
IO-360-B~A
~P
rn
7
O
z
~t
5~
E
r
A
O
Z
r7
O
o
rj
O
~p
K
~o
o, =J
R
II
v,
O
$p
cii
-13
m
c~

IO-360-B1C
Z C
O
tl
m
r 1~
~d
(O
rn
(D
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 STANDARD ALTITUDE TEMPERATURE BY FORMULA:
CURVE NO. 13516A CURVEN013516-A1
O
W 0\ O
93 J
j! jj
I
LYCOMING AIRCRAFT ENGINE
PERFORMANCEDATAl
MAXIMUM POWER MIXTURE
TS
tJ
(D o CD
r
as C
CD W HP.AT 460 T
ACTUAL H.P.
~3
m
a
ENGINE:
APROXIMATELY1D~CORRECTION
1
FOR EACH 10 F.VARIATION FROM
TS
IO-360-UAI
X
I~ rn
b
CD
SEA LEVEL PERFORMANCE
RATED POWER
160 HP -2400 R.P.M.
ABS. DRY MANIFOLD PRESSURE-IN. HG
FUEL GRADE: MINIMUM 91/96
iC~
O
\O
13 P
O
C~
9 C3
M
O
2:
r
-11-1~_
i
CORRECT FOR DIFFERENCE BETWEEN STD. ALT.TEMP.T

a
~a
26
CD
9)
---C -t-,_
B
L
FULL THROTTLE RP.M
IN ACCORDANCE WITH NOTE 4
C(
r)
i-i*d~
.120
o
0<
w cD
(D
i
f-
-C-
__~
i
1
O
ti
r
i
0\
OJ
o, h~
pi
t-i
C-C-C--i-t--
.ir,
~e
,loo
~CI-l
~-i
:-i-$
El
m
z O
r
V)
o
M
9,
ac
cD
n0
w
---i
il-J
i~J
cl
80~-~_..i
i~ t---t -I----f-~
_cl i_._,.
._-___i
d
(p
i-i-- i
i-----
O
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i
I
B
~--1-
t--l
i-
60~----1-
1___~ _I.
i
._..
i
I-
V1
i---i _T_I
ct
--.i
J
O rp
-t- i-t- ._
i-i
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!_i._li
f----t--
i__
+50
irl
-C+50
I_
L4
TS
1
t
I
+50
.c~
iii
,I------c-.c-
4 Z
i:ir
t--
aC M
F1
i.
__iL.. 20
i~, I[I
22 24
STANDARDALTIT!~DE TEMPERATURET
26
28 SEA LEVEL
1
"F
11
C~
cl
12
13
18
10
14
15 16
17 16 19 202122 2324
P
o
ABSOLUTE MANIFOLD PRESSURE, IN HG
O
z
w
m
o
m
TO FIND
S~A LEVEL
PERFORMANCE
CURVE NO.13549
c~
c3
Y
1. LOCATE A ON FULL THROrnr ALTITUDE CURVE FOR ONEN R.P.M. MI\NIFOLO PRESS.
ACTUAL HORSEPOWER
FROM ALTINDE. RP.IK. MANIFOLD PRESSURE AND AIR INLET
LYCOMING
ENGINE
r
(JQ C
CI
LOCATE B DN SEA LEVEL CURVE FOR R.P.M.
Mb~NIFOLD
PERFORMANCE DATA MAXIMUM POWER MIXTURE
8
Z
w
cl
m
PRESSURE a TRANSFER TO C. CONNECTA a C Br STRAKiHT LEE AND HORSEPOWER AT GIVEN ALTITUDE D. MODIFI HORSEPOWER
READ
W
60 W
ATDFORVARUTKONOF
AIR INLET TELRERATURE T FROH STANDARD ALTITUDE TEMPERATURE T
,,~wo
RATEDPOWER 180 2100 RP.H.
g
180
ABS. DRY WNIFOLD

FULL THROTTLE R.P.M.
UNLESS OTHERWISE NOTED

ENGINE MODEL, IO-360-M1A COMPRESSION RATIO 8.5:1 FUEL INJECTOR: PAC RSA-SAD1 FUEL GRADE, MINIMUM: 91196 ENGINE SPEED: 270(1 RPY
NO EXTERNAL MIXTURE
HEATER USED.
h)
a
160
P
Z
r
t5P+TS
HP. AT D
455+1
ACTUAL
Co P,
c(
C~ C)
O
L~
P
60
00
CORRECTION FOR EACH 10 5.ARRATnol FRom
140
e>
O\
TS
CORRECT FOR DIFFERENCE BETWEEN STD. ALT TEMP. T
W,
ENGINE
O
W Q\ o
D)
03
pi
R.P.M.
120
O
CFI m
6
4
oo
3 a
c a
(0
so
lr
~n rn
Lj
O
3c~
~n
Co
O
C,
~3
a a
Ic,
60
~E
a
(0 o (p
Y
m
g
o (0
+50 o
"z
C1
C
ST*IYD*I~DILTITVDE IWPERANRE
.50
1~ 20 P p 24 25 1 II 2) 29
T -F
Et
b
~D
1
O
D (O
1(
I
I Y
12
1J
15
15
15
(7
1((9 20
2122 23 21
e~
m
ABSOLUTE MANIFOLD \O ~O \o
)N. HG.
L__
PRESSURE __~L"LYUV"L
IN THOUSANDS OF FEET ALTITUDE nLII
P
rn
r7
n
O
c~
d
3:
Z
8
z
C~
Figure 3-25.
HIO-360-A Series
CURVE N0.12~41-A
b
h3
7
,P
O m ZX
W
--I
O
I
I
a
w
P, 3
C)
~o
v, v,
O
Ijj
1]
m
Figure 3-26.
HIO-360-B Series
iC O
m
Z C
FS;
Q
w
CYRVEN..12973-A
--I
"m
P.
a n
C~ v,
O
Z
O
c>
,Ym
1~0
O m n3
00
r
v,
O
m
r
a
120
cj
100 :.-"i":_:l"-"-
XI
V)
-:i,::::;:
M
m
i--:(
__ ::l.i:.:::::;:il-:::::_-:
"-:I::
Z C
r
__:
.r
~1
ii~s W8~"i-
:_,
_
~O
b
cu
Figure 3-27.
Z
b,
HIO-360-C Series
SHLET
I OF
CURVE NO. 13019 i8

~-kl
FT
~P
~a::i"
:-"""X
i"" :i~"-"
-:s~:-5
rn
-I
O
i z
Z
w
X
-I
~W
O
z
r
3:
C
40 20
Q
o
ru
wO
O
Ig
3 9.
C+50
V, v,
O
r,
O
v,
-50
-I
m
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
C1
a\o
o~ 3
X
cl
k
v,
P
56 O
O
C)
C)
m
O
w
0
a
160
~;2 C31
d
MO r
v,
140
$Y
O
100
(n
o
50.
~z: d
op
w
b
vl
zr
Figure
3-29. Sea Level and Altitude Performance
TIG-360-A Series
Sheet 2 of 3
YIEET 3 OF 3 CORVE WO. 11019
E
a
E
u
53~ CY
a
o
o
Z
P~
E
O
u
9
rc~
O x
w CI
F:
u
w
Figure 3-30.
TIG-360-A Series
Sheet 3 of 3

SECTION 3
Fig\lre
3-31. Fuel Flow
Percent PIIO-36~-E, -F Series

vs
Povver
3-97
Co
b
oo
n f
C)
C1 M
X
2
~a ~O
0
G,
120
Y
C9 Q
Cd
o
P 1
3
vl
C"
~o
~3
O
r)
O 56
~iS
~sI 2!
o
a
Figure
3-32. Sea Level and Altitude Perfonnance
HIO-360-E Series
r
rn
~x
a v,
cl M c3
o
c,
5~ O Z
mO
a
cl
F~
m
O
Cd
~I
I"
r,
C1
w
Z d
r
b
(O
Figure 3-33. Sea
Level and Altitude Performance with Kit SK-28-12~000 HIO-360-E Series
Turbochager
Z
W
LYCOIMING OPERAaORS MANU~QL

SEC~IOl\a 3
~-368 and ASSOCIATEI~
IMODE~S
FUEL FLOW VS. PERCENT RATED POWER
LYCOMING 0-360, 180 HP SERIES

COMPRESSION RATIO SPARK ADVANCE 8.50:1
25"BTC
CURVE N0.13357
16
n~
14
~j
12
10
so
60
70
80
90
100
PERCENT RATED POWER
B
3-50
Figure
3-34. Fuel Flow

-G
vs
Percent Rated Power

HO-360-C1A
0-360-A, -C, -F,
Series;
Revised
May ~996
TEXTRON L~COMING
SECTION 3
Curve No.
13514
FUEL FLOW VS. PERCENT RATED POWER TEXTRON LYCOMING 0-360-J ~45 HP
COMPRESSION RATIO SPARK ADVANCE
8.5:1 25
ETC
50
80
70
80
80
100
PERCENT RATED POWER
Figure
Added
3-34A. Fuel Flow
vs
Percent Rated Power-
0-360-52A
May
1996
3-508
W ~n O
ro FIND*CTUII HM1SP~R FROU i ILTITUDE. RPH. U*NYCCD PRESSVRE ,ND,IR INLET r;.,,,,,
SEA LEML
On
EMINE
PERFORMANCE
(LCUTEAUVFUUMROnLEILTITUU
CURM FOR ~YPI R PH PRESS I LOUTE B ar sE~ LMLCVRM F(31RPU
~NIFOU)
~LUN(FOLDPRESSW)E .IR~WFERTOC
3 CCNNECT* 6 C BY STR*ICHT LINE*NO
1
NORMAL CDNT. POYMR

W
PERFORMe~NCe WT~
Fl C1 d
W
REID HM(SEP(IVW L~T UVW ~LTITUOE O HrmM HORS~OYIERAT D FM( VUllalON
CF*IRINLRTEMPERITUHE TSFROLH
STIND*RDILTITUDE TEUPRITURE T S F,,,
ABS. DRY MANIFOLD PRESSURE-IN HG
MUMLM POYIER MIXTVRE
UNLESS OTHERVI~SE NOTED
O
Z
W
9
56 O Z
t"
~HOINE MODEL 0-3Q.1~5

O CCMPRESSK)hl RATIO 1.1.I
HP
L~T D
,CTWL HP
1 CORRECTION Fal
R.PM.
i,,,,,,,
Tg
180
r
1,
R.P.M.
CORRECT FOR DIFFERENCE BET\MEN STD.ALTTEMP T ANDAtTUALINLETAIR
TEMP. INACCORDANCE WITH NOTE 4
R
t
06
I I I I I
T,T
W o\
O
120
,F
01
H
Y!
O
Cd
Pi
V~
~n
Oy
CI
g
a
00
BOF3
+So
t~
1~ 19
Ou
20
21
22
21
24
2~
2~
27
r
CI
ABS~ULVTE MANIFOLD PRESSURE. IN.
g9
~1
10
(2
13
1~
II
1~ II
1~
18 202(
21 212~
PRESSURE ALTITUDE IN THO1ISANDS OF FEET
8
V
\O
Piigure
3-34B Sea Level/Altitude Performane Curve 0-360-J2A
M r
cn
76
(D
C
cn
ALTITUDE. RPM.. MANIFOLD PRESSURE

ANDAIR INLET TEMPERATURE. 1. LOCATEAON NLLTHROTNALmUDE CURVE FOR GNEN R.P.M. MANIFOLD PRESS. 2. LOCATE B ON CURM K)R
a MANIFOLD PRESSURE a TRANSFER TO C. 3. CONNECTA I C BY STRAIGHT LINE AND READ HORSEPOWERAT ONENALTIIUDE D.
SEALE\IB. PB(FC~M
O
ZERO
RAM CURVE NO.1J358
LYCOMINGAIRCRAFT ENGINE
PERFORMANCE DATA
(P
2700
RPM
MANIFOU)
PRESSURE
IN HG
MAXIMUMPOWERMI[TURE UNLESS OTHERWISE NOTED
W o\ o
E;
cj
tl
X
cl ~a
ENGINEMODELO-360.
RIILII(ROTTLE
1BOHP 85~:1
9,
OFAIRIMETTMPERANRE
eY FORMULA
FROM
mMPRE~SCIITUnO
e
C1
srANDARoALmuoErrMPERATVRE
TS
D YP
CORRECT FOR DIFFERENCE BETWEEN
o
Q
STD. ALTTEMP.
~o \O Q\
HP.ATDX
460+T
ACTUALH.P.
TS
AND ACTUAL IMETAIR
APPROXIMATELY 1K CORRECTION FOR

EACH 10
TEMP. IN ACCOR6ANCE WITH NOTE 4
vl V)
FROM
180
O
C~
E
C1
R.PM.
I
25-
O
Z
160d
11
140
4~
I
O tj
r
ed
~ff-tt
~-f-l
ITll
m r
cn
I"
t-t--t-t--t
t_
O 56
f
15
ST4NDAPDAL;TrmPE~- ptttt
18 19 20 21 22
V1
18 1718
18
23
24
25
27
28
29
ABSOLUTE MANIFOLD PRESSURE. IN. HG
gW
10
12
1314
202(
a232i
PRESSURE ALTITUDE IN MOUSANDS OF FEET
I
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;He360C1A
-A4M,
F;O
Z
w
00 01 00 1
TOFINDACTUAL HORSEPOWERFROM ALTITUDE. RPM., MANIFOLD PRESSURE

AND blR INLET TEMPERATURE
I LOCATE n ON FULL THROTTLE ALTITUDE
ISEPILBVBL(
L1
I
I
I
I I I
I
InLtlTUdEPCRFORYA~ICEl I IZERORAMI I I
I
I I
I
I
I
CURVENO13U9
LICOMING HELICOPTER ENGINE
I I
1 1 r-n W
L1
I
1
I
I
I
I
I
I I
PERFORMANCE DATA
MAXIMUM POWER MIXTURE UNLESS OTHERWISE NOTED ENGINE MODEL HIO-360-FIBD
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:
"n~ L"r~l
Y
o,
COMPRESSION RATIO 800:1

FUEL INJECTORF
Ct
,,,~i; ncrua~HF!
e
4
BENDIX RSA-SABI FUEL GRADE. MINIMUM
O Z
w
X II
ee
ITr111111112001
/I
O
Z
r
tao
O
Z
140
&F1
I,,
I,,
80
50
18
19
20
21
22
23
24
~50 25 26
27
28
29
ABSOLUTE MANIFOLD PRESSURE, IN m
10
II
12
13
14
15
16
17
18
13
20 21
22 23 24
a F
v,
Z C
F
Figure
3-36. See ~evel sad Aititude Performance
HIO-360F Seaies
Q
w
p
~n
in
O
D
C1 n
tl
O
~s
DI
ej
220
m r
O
IZIJ
m
:::a~
V)
:::"D:a~ -:It
n Cj
Z C
r
C~5Figure
w
3-37. Sea Level and Altitude Performance
With
Turbocharger
Mit SK-28-121000
w2:
HIO-360-F Series

SECTION 3
140
CURVE NUMBER 13429-A
130
FUEL FLOW VERSUS BRAKE HORSEPOWER LYCOMING TIO-360-C1A6D
120
110
100
LEAN LIMIT
5~
90
80
70
60
50
40
30
20 100 120 140
160
180
200
BRAKE HORSEPOWER
Figure 3-38.
Fuel Flow
vs
Brake
Horsepower
TIO-360-C1A6D
3-54
TO
FINO
ACTUAL
HORSEPOWER
FROM
SEA LEVEL PERFORMANCE
ALTITUDE. R P M .MINIFOLD PRESSURE AND
I
1
I I
j
I I
I
I
I
I I I
I I I
I I I
I I
2280 RIM ALTITUDE PERfORU*NCL
CURVE NO
(3(30
3
AIR
1
INLET TEMPERATURE LOWTE ..C.. ON ALTITUDE CURVE FOR
O
I
I
O\ O
O
GIVEW MIIWIFOLD PRESSURE IND ~LTITUDL

AT R PM. SHOWN
I
D
g
I I
I I
ABS
I I
I I
HG
I I
I 1
I
1
PtRTORUP~NCt D~rL
T103M)C116n 130 t
II
IrtNCINtHODtl
FUEL INJECTOR
c3 M
DRI MANIFOLD
COMPRLSSIONRAIIO
2 MODIFY HORSEPOWER AT
.A
FOR VAR~
PRESSURE-IN
X
C1
not OF INLET AIR TEMPERATURE TO THE
\I
BLNDIX RSI UD(

CR*Df UINIUUM IM)/(WLI
TURBOCHIAGER
TI
FROY
STINDARO
2515 RPU
ALTITUDE TEMPERATURE
TS
A
BY FORMULA
fNGINE SPEED
J a
3515 RPM
MIXrURE STRtNGIH
(H P ~T
160+
f
ACTUAL H P
1X
M1IB/BHP HR
l;n rn
(~PPROXIUITELY
EACH I(pF
CORRECTION
FOR rOR DIFFERENCE
VARIATION FROM
TS1
BtlWtEN STD
NORMAL RATED POWER 210 nP. C(" Hg MIP
4
220
o
Alr
IEMP
IS
ANO ACTUAL INLtT C~IR I~UP
10 rURBOCHARCER
(SEE NOTE 11
Ct
EIICIWER.P.Y.
mO ,I
~o
I",
o
r I
~lrul III I I
C~
g
ct
O a
1 I I 1/1 I I
el
II
36
1111
I I I hi I
m r
rn
O
d
3(
i,
32"
B
O
Y
Ito
120
I
~A
*M
~U)
STANDARD ALTITUDE TEMPERATURE 22

2( 26 28
15
11
50
30
32
36
38
1281
10
ii
(2
13
11
15 ib
11
1111920 21
)213 2~
50
~BSOLUTE YAWIFOLD PRESSURE. IW ~C
ct
c3
PAtSSURL ALTITUDE II THOUSIWDS O~ FELI
Z d
r
O Z
Figure 3-39.
TIO-3~0-C1A6D
TO
FIND
ACTUAL
HORSEPOWER
FROM
SEA LEVEL
ZERO RAY
CURVE NO
13430
ALTITUDE. R.PM.. MANIFOLD PRESSURE ANO

AIR INLET TEMPERATURE.
P~RFOAIIANCE
ALTITUDEPEPFORE(AWCE
I I I I I I I I I I I i I
I
I
I
I
I
I
I
I
I
I
LYCOMING SHEET 2 ol 3 AIRCRAFT ENGINE PERFORMANCE DC~TI
rn
LO~ATE ..A.. ON ILTITUDE CURVE FOR GIVEN MANIFOLD PRESSURE AND ALTITUDE
AT R.PM.. SHOWN.
rl
lrl
1
ABS.
111
DR~
MANIFOLD PRESSURE-IN. HG.
11
ENGINEHDDEL
FUEL INJECTOR
TIO-JM)-C1ASD
1301
c~
~3
Ct
c~ M
COMPRESSION RATIO
2. MODIFY HORSEPOWER AT "A" FOR TVRBOCHIRCER

T
VARIA-
TIOW DF IIILET AIR TE)IPLRATURE TO THE

FROU
BENDIX RSA-SAD(
FU~L B,,, UINIUUU 1M1100LL ENGINE SPEED
2400 RPM
STIHOIRD 24110 RPM
ALTITUDE ..I
TS
BY MRUUU
O z
W
X
~I
YILIUUM 4)IY~R UIX1URE
f
IETUIL HP
FOR
7/ ~bOtTIIAPPROXIMATfLY
1K ~ACII 10F. YARUTIOII FROY
CORRECTION
56 O ~Z! CC
O
r
rS)
CORRECT FOR OIFFERENCE BETWEEN STD UT TEMP. T

TO AND ACTUAL INLET AIR TEYP
TURBOCHiRGER.
ISEE NOTE 2)
R.P.Y.
,p
5!
O
g
160 1
w
o
O
d
as
lrr
13~
E
i-i
1U,
I
120
r,
C"
o
28 2s +50
g
m
O ~d
o STINOIRD ILTITUM TEMPERATURE
TS
1
-F
Sb
n
n
~o i 3
1
50
It
2e
Jo
32
jB
~b
IW. m.
10
12
(3
14
15
16
1)
(B
19
202(
ZZnH
ABSOLUTE YAW~MU)
PRESSURE UTITUOE IN
OF FEET
5f
o
a
E
d
Figure 340. Sea
Level and Altitude Performance
TI0360-C1A6D
rn
SU LEVEL
TO
FIND
ACTUAL
HORSEPOWER
FROM
ZERO W\M
CURVE NO
13430
ol J
ALTITUDE. R P M. MANIFOLD PRESSURE ANO

AIR INLET TEMPERATURE
t
PERFORMANCE
ALTITUDEPERFOAMANCE
LVCOMING SHEET
AIRCRAFT ENGINE
O
I
O\
PEAfORMANCE DATA
LOCATE
"P~"
ON
ALTITUDE CURVE FDR ENGINE MODEL
GIVEN MANIFOLD PRESSURE PINO ALTITUDE

AT R.PM.. SHOWN
2
TIO-360-C1A6D
7301
D
o
ABS. ORY MANIFOLD
COMPRESSION RATIO
FUEL INJECTOR
O
P, a
c3 M
MUDIFY HORSEPOWER AT "A~ FDR VARIA-
PRESSURE-IN HG.
X
O Z
BENDIX RSP~-SAO1
.U~L EAIDI Hli YUY IMIIMII
TOY (lr (II1ET *R rruprRlrU~ TO TH~
TURBOCHARGER
TA
FROM
STANDARD
2200 RPV
ENGINE SPEED
2200 RPM
ALTITUDE TEMPERP~TURE IHP AT..A
TS
BY FDAMULP~
L"
MAXIMUM WWER MIXTURE
Inl
-TZ 4W+TA
IAPPROXIMATELY
EACH 100F
1%
=ACTUA~HP
c~ rn
CDRRECT
CORRECTION
FOR
FOR
DIFFERENCE
BETWEEN
STO
O
C]1
CI
VARIATION FROM
TS)
II
ALT
TEMP
TS
AND ACTUAL INLET AIR TEMP (SEE NOTE 2)
TO TURBOCHARGER
EHGIHE
RPM.
tj
O
t~
8
P
v!
Cd
160
140
i
I
I
"L
I11;INI I I I I I 1 I I
II
I
I
11
I
O
u
1201
1V
rr
rl
*50
+50
-1
126
STANDARD ALTITUDE TEMPERITUPE

51) 22 24 26 28 30 32 34
TS
B
"F
C"
50
1
35
38
4~
42
4~
M
11
10
12
1~
14
15
16
1r
18
19
20
21
22 23 24
ABSOLUTE MANIFOLO PRESSURE. IN HG
C)
-1
PAESSUAF ALTITUDE IN THOUSANOS OF FEET
C
r
Figure
Sea Level and Ipltitude Performance
z
ec,
T110-360-C1A6D
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 manufacturers handbook for
additional instructions.
Pre-Starting Inspection
daily pre-flight inspection is aircraft prior to the first flight of the day. This inspection the general condition of the aircraft and engine.
The
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
(2) Be
sure
all switches
are
in the "Off"
are
position.
sure
magneto ground wires
connected.
(3) Check oil level.

(4) See that fuel tanks
are
full.
note minor indications for leaks before aircraft is down, any
(5) Check fuel and oil line connections;
repair
at 50 hour
inspection. Repair
(6) Open the fuel drain

sediment
to remove any accumulation of water and
(7) Make
are
sure
all shields and
cowling
or
missing
or
damaged, repair
place and secure. If any replacement should be made

are
in
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 manufacturers recommendations.
b.
Turbocharger
(1) Inspect mounting and connections of turbocharger for security,
lubricant
or
air
leakage.
to breather.
(2) Check engine crankcase breather for restrictions

2. 25-HOUR
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 OPERATORS MANUAL

0~360 and ASSOCIATED MODELS
3. 50 HOUR INSPECTION for dsilv
SECTION 4
to the items listed
(ENGINE). In addition
the
pre-flight inspection,
made after every 50 hours of

a.
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.
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 preb. Fuel and Induction
System
sent, fuel pump may

c.
require replacement.
Lubrication
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
are
particles that
thoroughly. Note carefully indicative of internal engine damage. Change oil

4-3
Remove oil pressure for presence of metal
every 25 hours.
TEXTRON LYCOMING OPERATORS h4ANUAL

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. d.
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.
e.
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.
Cooling System
Check
Check f. Cylinders found, replace gasket Ibs.).
rocker box
covers screws
and
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 beproven that leakage exceeds these conditions, the cylinder should be replaced.
g.
Turbocbarger
in any
incorporated tightness and
power lines and mounting brackets turbocharger system should be checked for leaks, damage that may cause a restriction.
All
fli~id
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.

h.
SECTION 4
Check throttle body attaching screws for correct torque for these screws is 40 to 50 inch pounds.
Carl~uvetor
tightness. The
4.
100 HOUK
INSPliCTlOh~.
In addition the
to
the items listed for maintenance
daily
pre-flight
and
50 hour inspection,
one
following
checks
should be made after every

a.
hundred hours of operation.
I~kctrical
~iystem
all
(1) Check
or
shielded cables that

loose wires
wiring connected to the engine or accessories. Any are damaged should be replaced. Replace clamps and check terminals for security and cleanliness.
clean and regap.
(2)
Remove
spark plugs; test,

System
Drain and
Replace if
necessary.
t~. Luhrication
renew
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 manufacturers instructions. Check magneto to engine timing. Timing procedure is described in Section 5, 1, b of this manual.
c.
Mn~netss
Check breaker
n.
Engine mounted accessories such temperature and pressure sensing units should be checked mounting, tight connections.
t~I1Kine
Acccrssories
as
pumps,
secure
for
e.
(:ylilldcrs
Check
cylinders visually
for cracked
or
broken fins.
f:
worn.
Mounts
Check engine mounting bolts and bushings for

wear.
security and
excessive
Replace
any
bushings
that
are
excessively
Check fuel injector nozzles Fuel Lines K Iuel 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

SECTION 4
h.
0-360 and ASSOCIATED MODEtS
Turt~ochatger Inspect all air ducting and connections in turbocharger system for leaks. Make inspection both with engine shut down and with
engine running. Check at manifold connections to turbine inlet and engine exhaust manifold gasket, for possible exhaust gas leakage.
CAUTION
at
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
operation.
and check for freedom of valve
Inspection
Remove rocker box

are
covers
rockers when valves
partsin 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
closed. Look for evidence of abnormal wear or of the valve tips, valve keeper, springs and spring
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
MAINTENANCE PROCEDURES
Page
Ignition and Electrical System
Ignition HarnessandWire Replacement Timing Magnetos to Engine Generator orAlternatorOutput

Fuel
..............5-1 .....5-1 ..5-5
System
...........5-5
Repair of Fuel Leaks

Carburetor
Screen
or
Fuel Injector Inlet

.............5-5
Assembly
Fuel Grades and Limitations

Air Intake Ducts and Filters
.....5-5 ......5-5
;..5-5
Idle
Speed and
Mixture
Adjustment
Lubrication System Oil Grades and Limitations Oil Suction and Oil Pressure Screens Oil Pressure Relief Valve
......5-6 .......5-6 .5-6 ..............5-7
.5-12 ....5-12
Cylinder Assembly
Generator orAlternator Drive BeltTension
Turbocharger Control System

0-360 and ASSOCIATED MODE LS
SECTION 5
MAINTENANCE PROCEDURES
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
SECTION 5
Manual.
I. IGNITION AND ELECTRICAL S YS TEM.
a.
Ignition
or
Harness and Wire

an
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.
harness
Timing Magnetos
(1)
Remove
a
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 ociock 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.
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
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
(-1200 series)
the
TEXTRON LYCOMING OPEIRATORS M~NUAL

RING ORDER Cwise Rotation -1-3-2-4 C.Cwise R.otal;ion -1-4-2-3

~I
1
d:
II
II
/I
3
II
I
IL I
II
Ii
ii
I Y/
II
I II
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

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
(3) Using
battery powered timing light,
(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
Mir~wetos
Remove the
convenient side of the location in the center
timing window plug from the most housing and the plug from the rotor viewing of the housing.
(~j) ?urn the rotating magnet driveshaft in direction of normal rotation until the painted tooth of the distributor gear is centered in
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).
the
(7)
Hold
the
magneto
with
magnetos. finger tigh t.
Secure
position and install gasket and clamps, washers and nuts tightened only
in
this
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.
a
(8) Using
(9) ?urn
the entire
on, then
niagneto
in direction of rotation until the
timing
light light
comes
slowly opposite direction until the goes out. Bring the magneto back slowly until the light just
turn it in the
comes on.
go out.
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.
a
(1())
Back off tile craiikslraft
few
Bring
the crankshaft
5-3

SECTION 5
NOTE
Some timi~g lights opemte in the on when the boints

c.
reverse manner as
described. The ligW comes Chec~ your timing Is;pht instructions.
Timing Dual Magneto Check the magneto internal timing and breaker synchronization in the following manner. 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.
Internal
(1) Main Br~QKers
Connect the
number
(2) Back the engine up a few degrees and again bump forward toward one cylinder ~ing position while observing timing lights. Both
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.
degrees and again bump forward toward number one cylinder firing position until pointer is aligned with 150 retard timing mark. Set: fig~ue 5-5. Retard breaker should just open at this position.
up
a
(4) Back the engine
few
(5) If retard timing is

per
not correct, loosen cam

cam as
securing
screw
and
turn the retard breaker
required to
cam
paragraph c(4). Retorque
make retard breaker open screw to 1~ to 20 in. Ibs.

cam
(6) Observe that tachometer breaker is opened by the synchronization of this breaker is required.
the
lobe. No
(7) Check action of impulse coupling (D-2000/3000 series only). With
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.
Generator
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.
2. FUEL SYSTEM.
a.
Repair of Fuel
is
replaced, only Hydrauiic Sealant may be used form of thread compound. other any
Loctite 6. Carburetor
Screen
or
Leaks In the event a line or fitting in the fuel system a fuel soluble lubricant such as clean engine oil or
on
tapered threads.
Do not
use
Fuel
Injector (Except
the
Simmonds
and
Injectors)
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.
Assembly
Remove
check the
c.
Fuel Grades and Limitations The recommended aviation for the subject engines is listed in Section 3, item 8.
In the event that the is
grade
fuel
permissible
to
use
specified fuel is not higher octane 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
manufacturers handbook.
e.
Idle
Speed
and Mixture
Adjustment
up in the usual normal.
manner
(1) Start the engine and warm cylinder head temperatures are
until oil and
(2) Check magnetos. adjustment.
If the
"mag--drop"
is
normal, proceed
with idle
5-5

SECIION 5 01360 and ASSOCIA3L~ED MODEIS
screw so
that the engine idles at the ai~ame manufacturers 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
uree control lever with
(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
leaning
process. Caution must be exercised to return the mixture control to the "Full Rich" position before the RPM can drop to a
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.
3.
a.
SYSTEM. Oil Grades and Limitations Service the engine in accordance with in Section 3, item 8. the recommended grade oil as
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
Oil Pressure
Relief Subject engines may be equipped with either non-adjustable oil pressure relief valve. A brief descrip adjustable
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
have
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.
Depending
only
screw
4.
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.
a.
Removal
of Cylinder Assembly
exhaust manifold.
box drain tube, intake pipe, baffle and any with the removal of the cylinder.
remove
(1) Remove
(2) Remove rocker that might interfere
clips
(3)
Disconnect
ignition cables and
the bottom
spark plug.
5-7
TEXTRON LVCOMINC OPERATORS MANUAL

(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)
Remove
shroud shroud
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.
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 Insert
drop against the
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.
c.
of Piston from Connecting Rod Remove the piston pin piston pin puller through piston pin, assemble puller nut;
Removal
of Hydtaulic 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.
rod socket
5-8

0-360 and ASSOCIATED MODEtS
SECTION 5
use
(2)
To
remove
the
hydraulic tappet plunger assembly,

tool.
In the
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
event that the CA UTION
tool is not
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
from the rendering
d.
Assembly of Hydraulic TaPPet Plun~er Assemblies

unseat the ball
To assemble the
the oil inlet
unit,
by inserting
thin clean wire
through
hole. With the ball off its seat, insert the

that the
spring
and twist clockwise so catches. All oil must be removed before the plunger is
plunger
inserted.
e.
Assembly of Cylinder
and Related Parts
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
that the
Rotate the crankshaft so being assembled is at the top
(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 OPERATORS 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 O
O O
PER CYLINDER (.01O IN. THICK X.5O/.7O IN. WIDE)

4
REQ(D
HORIZONTAL CENTER
LIME OF ENGINE
O
2
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.
Figure
5-2A. Location of Shims Between Cylinder Barrel and Hold-Down Plates (where applicable) and Sequence of Tightening Cylinder Base Hold-Down Nuts
5-10
TEXTRON LYCBMING OPERATORS MANUAL

NOTE
SECTION 5
Before installing cylinder

stud threads with any lubricants.
i. 90% SAE SOW
one
hold-down nuts, lubricate crankcase through of the following lubricants, or combination of
engine
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:
NOTE
base
any tirne a thru-studs on the

At
cylinder is replaced, it is necessary to retorqus cylinder on the opposite side ofthe engine.
the
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.
(a)
(Engines using
(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
above
manner as
using hold-down plate omitting the shims.

not
are
tightened
in the
same
(c) Tighten the 3/8 inch hold-down Ibs.) torque. Sequence of tightening
nuts to 300 inch Ibs.
(25
foot
is
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 0-360 and ASSOCIATED MODELS
shroud tube oil seals
both ends of shroud tube.
new
on
Install shroud tube and lock in place
as
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
longer puste rod will
decrease the valve clearance.

covers, intake
(9) Install intercylinder baffles, rocker box

rocker box drain tubes and exhaust manifold.
pipes,
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.
a
Density Controller. The density controller is adjusted at the factory to maintain a predetermined constant for desired horsepower.
5-12

0-360 and ASSOCIATE D MODE LS
The
SECTION 5
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 (T10360A 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:
arm
(1) Move injector throttle
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 OPERATORS MANUAL

0300 110 131011
i::-:ia
tll~
ii ii :::-I.:ii
i ::;i :r i ::-li, n.s B8::a:
a-;:::S:F~-3Ri
Figure 5-3. Density Control

5-14
Full Throttle
Setting
Limits

w~n 60-50PS/p/8sru~ dvo/vs od/i~s/
L~
so
SECTION 5
oSl/ie~i7g
Md
/nat
c/8oranceI~B
h .005-.aZO
H/~r, ~b pressu~e od/isl fu// open s/op screw /o prov/oe .~DO-. B00 cAeomnce
dli~
D\
L-
ya/ya
SPNh4
C)DBn
Figure 5-4 Exhaust Bypass Valve Open and Closed Setting
c~/
II
"/c. GC~
2~0
RETARD ANGLES
=c~/200
~CI
80
-z
r
Ell GAP
~30
cv
20
R
20
figure 5-5 Timing Marks
on
Rotating Magnet
5-15

SECTION 5
(5
4
V
~I
II
r4
~-igure 5-4 /gnition W~ili7g Diagram, Duo/ Magneto

5-16
SE %TION
TROU B LES HOOTI NG
TEXTRQN LYCOMING OPERATBRS MANUAL
T RO U BL E-SH OOT I NG-E N G I N E
Page
Failure of Failure of
Properly Low Power and Uneven Running Failure of Engine to Develop Full Power Rough Engine
to
Engine Engine
to
Start
Idle
.6-1 .6-2
.6-2
.6-3 .6-4
.6-4
Low Oil Pressure
High
Temperature Excessive Oil Consumption

T RO U BL E -SH OOT I N G -T U R BOC H A RG E R
Excessive Noise
Oil
.6-4
.6-5
or
Vibration
.6-6 .6-6
Engine
Will Not Deliver Rated Power
Critical Altitude Lower Than
Specified
.6-7
.6-8
.6-8
Engine Surges or Smokes High Deck Pressure
TEXTRON LYCOhalNG OPERATORS MANUAL

SECTION 6
TROUBLE-SHO OT ING
Experience
decide
on
the various
has proven that the best method of trouble-shooting is to causes of a given trouble and then to eliminate
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
Failure of
to Start
PROBABLE CAUSE
Lack of fuel
REMEDY
Check fuel system for leaks. Fill fuel tank.
Engine
Clean
ers or
dirty lines,
fuel valves.
strain-
Overpriming
Leave
ignition "off" and
mixture control in "Idle
Cut-Off", open throttle and "unload" engine by

cranking for a few seconds. Turn ignition switch on
and
proceed
to start in
normal
manner.
Defective
spark
Clean and
plugs
Defective
wire
adjust spark plugs.
or
replace
ignition
Check with electric tester, and replace any defective wires.
Defective
battery
Replace with charged battery.

6-1

SECTION 6
TROUBLE
Failure of
to Start

PROBABLE CAUSE
REME DY
Clean ternal
Engine (Cont.)
Improper operation of magneto breaker

Lack of sufficient fuel flow
Water in fuel injector or carb.
Internal failure
points. Check timing of
in-
magne tos. Disconnect fuel line and check fuel flow. Drain fuel injector or carburetor and fuel lines.
for If particles. found, complete overhaul of the engine may be indicated.
Check oil
metal
screens
Failure of
to Idle
Engine Properly
Incorrect idle
Adjust
mixture
mixture
Leak in the induction system
all connections in the induction system. Replace any parts that are defective
Tighten
Incorrect idle
Adjust throttle stop

obtain correct idle.
to
adjustment
Uneven
cylinder
compression
Check condition ofpiston rings and valve seats.

Check entire
Faulty ignition
system
Insufficient fuel
pressure Low Power and Uneven Running
ignition
system.
Adjust
fuel pressure.
Mixture too rich indicated by sluggish
engine operation,red
exhaust flame at night. Extreme cases indicated by black smoke from exhaust.
Readjustment of fuel injector or carburetor by authorized personnel is

indicated.
6-2

TROUBLE Low Power and Uneven Running
SECTION 6
REMEDY
PROBABLE CAUSE
Mixture too indicated by
lean;
over-
dirt
Check fuel lines fox or other restrictions.
(Cont.)
heating firing
or
back-
Readjustment of fuel injector or carburetor by authorized personnel

is indicated.
Leaks in induction
system
Defective spark
Tighten all connections. Replace defective parts.

Clean and gap
or
replace
plugs
Improper fuel Magneto breaker
points not working properly
Defective ignition
wire
spark plugs.
Fill tank with fuel of
recommended
grade.
Clean points. Check internal timing of
magnetos.
Check wire with electric tester.
Replace
defective wire.
spark plug terminal

connectors.
Defective
Replace connectors spark plug wire.
on
Failure of
to
Engine Develop Full
Leak in the induction system
Power Throttle lever

out of
Tighten all connections and replace defective

parts.
Adjust throttle
Check
lever.
adjustment
fuel
improper
flow
strainer, gage and flow at the fuel inlet.

restrictions.
Restriction in air
scoop
Examine air scoop and

remove
6-3
TEXTRO~ LYCOMINC OPERATORS MANUAL

SECTION 6
TROUBLE

PROBABLE CAUSE
REMEDY
Drain and refill tank
with recommended fuel.
Engine Develop Full Power (Cont.)

to
Failure of
Improper fuel
Faulty ignition
Tighten all connections, Check system with tester. Check ignition timing.
Rough Engine
Cracked
mount
engine
Replace
Install
or
repair
mount.
Defective mount-
new
mounting
ing bushings
Uneven
bushings
Check
compression.
compression
Low Oil Pressure
Insufficient oil
Fill to proper level with recommended oil.
Air lock or dirt in relief valve

Leak in suction line or pressure
Remove and clean oil pressure relief valve. Check
gasket between accessory housing and

crankcase.
See
line
1
High oil temperature
"High Oil Temperature" in "Trouble" column.

Replace
Check line for obstruction. Clean suction strainer.
Defective pressure gage
Stoppage
sage
in oil
pump intake pas-
High
Oil
Insufficient air
Temperature
cooling
Check air inlet and outlet for deformation or obstru ction.
6-4
TEXTRON LYCOMlr~G OPERATORS MANUAL

TROUBLE PROBABLE CAUSE REMEDY
Fill to proper level with specified oil.
SECTION 6
High
Oil
Insufficient oil
Temperature
supply
(Cont.)
Low
grade of oil
Replace with oil conforming to specifications.

Remove and clean oil
strainers.
Clogged
or
oil lines
strainers
Excessive
blow-by
Usually caused or stuck rings.
by
worn
Failing or failed bearing
Examine sump for metal particles. If fou nd,overhaul of
engine
is indicated.
Defective tem-
Replacegage,
perature gage
Excessive Oil
Low
grade of
oil
Fill tank with oil
con-
Consumption
forming
to
specification.
Failing or bearings
Worn
failed
Check sump for metal
particles.
Install
new
piston rings
rings.
Incorrect installation of piston rings
Install
new
rings.
rings to seat (new nitrided cyls.)
Failure of
Use mineral base oil. Climb to cruise altitude at full power and operate at 75% cruise power
setting
until oil consumption stabilizes.
6-5

SECTION 6
3. TR O UBLE-SHO O TINC

TUR BOCHA R CER
TROUBLE
Excessive Noise
or
PROBABLE CAUSE
REMEDY
Improper bearing
lubrication
Supply required
oil
Vibration
pressure. Clean or replace oil line; clean oil

strainer. If trouble
persists, overhaul turbocharger.

Leak in engine
intake
or ex-
Tighten
tions
or
loose
connec-
haust manifold
replace manifold gaskets

necessary.
as
Dirty impeller
blades
Disassemble and clean.
Engine
Power
will not Deliver Rated
Clogged
system
manifold
Clear all
ducting.
Foreign material lodged in compressor impeller

or
Disassemble and clean.
turbine
Excessive dirt
build-up
presser
in
com-
Thoroughly cleat! presser assembly.
com-
Service air cleaner and check for leakage.
Leak in engine intake or exhaust
Tighten
tions
or
loose
connec-
fold
replace gaskets as
mani-
necessary.
Rotating assembly bearing seizure

Restriction in return lines from
actuator to waste
Overhaul
turbocharger.
Remove and clean lines.
gate controller
66
TEXTRON LYCOMING OPEIPATORS MANUAL

TROUBLE PROBABLE CAUSE
Exhaust bypass troller is in need of adjustment
con-
SECTION 6
REMEDY
Have exhaust ler adjusted.
Engine
Power
will not Deliver Rated
bypass
control-
(Cont.)
Oil pressure
too low
Tighten fittings. Replace lines or hoses.

Increase oil pressure to desired pressure.
Inlet orifice to actuator clogge d
Remove inlet line at actuator and clean ori fice

con-
Exhaust bypass troller malfunction
Replace
unit.
Exhaust
bypass
not
butterfly closing
Low pressure. Clogged orifice in inlet to

actuator.
Check
Butterfly shaft binding. bearings. bearings. Replace turbocharger.
Turbocharger peiler binding

frozen
or
im-
Check
fouling
Remove and replace or disassemble and replace packing.
actuator
housing.
Piston seal in actuator leak-
ing. (Usually accompanied by

oil leakage at drain line)
Critical Altitude Lower than
Controller not
Specified
getting enough
oil pressure to close the waste
Check pump outlet pressure, oil filters, external lines for leaks or obstructions.
gate
Chips under metering valve

in controller holding it open
Replace controller.
6-7

SECTION 6
TROUBLE
Critical Altitude Lower ThaI1
0-360 and ASSOCIATED MOD;LS

PROBABLE CAUSE
REMEDY
Remove actuator and clean
actuator
Metering jet in plugged

Actuator
jet.
leakage drain, clean
Specified (Cont.)
piston
If there is oil
at actuator
seal failed and
leaking sively sticking Engine Surges

Smokes
or
exces-
cylinder and replace piston seal.

Clean and free action.
Exhaust bypass valve
Air in oil lines

or
Bleed system.
actuator
Con troller meter-
Replace controller.
ing
seal
valve stem
leaking
oil
into manifold
Clogged
breather
Check breather for restrictions to air flow.
NOTE
Sma~e
High
sure
would be normal
ij enRine
has idled for
prolonged period.
as-
Deck Pres-
Controller meter-
(Compressor Discharge Pressure)
ing valve not opening, aneroid bellows leaking

Exhaust bypass sticking closed
Replace controller sembly or replace

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~RATORS MANUAL

TROUBLE
SECTION 6
REMEDY
Clean
or
PROBABLE CAUSE
Controller return line restricted
High Deck Pressure (Compressor Discharge Pressure) (Cont.)
replace line.
Oil pressure
too
Check pressure 75 to 85
high
psi (80 psi desired) at exhaust bypass actuator

inlet.
If pressure on outlet side of actuator is too

have exhaust bypass controller adjusted.
high,
Exhaust
tor
bypass actuapiston locked
Remove and disassemble actuator, check condi-
in full closed po-
sition.
(Usually accompanied by oil leakage at actuator drain line).NOTE: Exhaust bypass normally closed in
idle and low power conditions.Should
open when actuator inlet line is
piston and packreplace actuator ing assembly.

or
tion of
disconnected.
Exhaust
bypass
con-
Replace
controller.
troller mal-
function
6-9
SECTION
INSTALLATION AND STO RAG E
INSTALLATION AND STORAGE
Page Preparation
General
of
Engine
for Instaliation
.7-1
Inspection
of
Engine Mounting
.7-2 .7-2 .7-2
Oil and Fuel Line Connections
Preparation
of Carburetors and
Fuel Injectors for Installation Corrosion Prevention in Engines Installed in inactive Aircraft
.7-3

0-360 and ASSOCIATED MODELS SECIION 7
SECTION 7 INSTALLATlON AND STORAGE

I. YH~YAKATION OF ENGINI~ 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
Afterthe 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

CA LITION
may have been
present.
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
any

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
similar
be broken
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.
Illspt?ction of
Mounting
has been
Attachil~R
E ngin e Moumts See to recommendations for method of mounting the
airframe
man u facture r s
engine.
are
Oil aid Fuel Liile Conl?ections The oil atld fuel line connections called out on the accompanying installation drawings.
Propeller
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.
manual mixture control needle and drain any accumulated moisture from the air chamber. Replace plug.
Remove
plug opposite the
7-2

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
t;u~l
the engine. installation on the engine.
this carhuretor soak for an eight hour period before The soaking period may he performed prior to or after
Injector (Bendix).
Inject uncapped until
and reinstali. outlets
Remove and clean the fuel inlet strainer assembly clean fuel into the fuel inlet connection with the fuel clean fuel flows from the outlets. Do not exceed 15
psi
inlet pressure.
CORH OSION PRE VENTION IN IN INA ~TI VII AIR CRA FT
INS lA I,L ED
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
Corrosion
NOTI~
Ground 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
soon as
possible after the engine is stopped,

other shelter where the
move
the aircraft into process is to be
hangar, performed.
the
or
preservation
7-3
TEXTRON LYCO~ING OPERATORS IMANUAL

SECTION 7
nemove sufficient both
b.
remove
cowling to gain access spark plugs from each cylinder.
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
~t
an
(:o.,
itlotlrl
or
nillcss sl,my ~un In the
cvcnt an
rlirlcss spruy IC"" i" ""t U"ilahlc, pcrso~,,lel sboN~I jllstall a ~noisture tra~ in th( air oj a co,lvcllti,,i~nl sl~mV RU17 (INn he cc!rtain oil is hot at the
sl,vqyir~
d. With the crankshaft
spark plug preventive oil.
holes
with
stationary, again spray each cylinder through the approximately two ounces of corrosion spark plugs and do not turn crankshaft after
cylinders liave been

The corrosion
sprayed.
oil
to
prr,vt)iiCive
to
be
used
in the
should
con
form
spec i Ti cation
MIL-L-6529,
foregoing procedure Type i, heated to
2000~.12200F.
i 9,3 OC. i 104 OC. i
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.
NO
spray nozzle temperature. It is not oil from the cylinder prior to flying the
expelled
ol the clgii~cs fior
Oils
arc~
to
he Nscn in
atld
~lclt
aircraf~
fbr
lubrication. Sec the
Sc!mice
corrosion
ol~ly,
latest enitjon
of
for
Hulktilt No. 3 ~X
I,yco,nillbr Scr~ice instruction No. 1014 rccom~entkd lubricating oil.
7-4
FUEL PRESSIRE CONN.---, 4375-X)UN) THD

RICH
9
THROTTLE OPEN
FUEL PRESSURE CONV, 125-27 NPSF
IDLE MIXTURE---\
as:
IDLE SPEED
ez
O\ o
--I
m
79.
IDLE CUT OFF
.I
3X
e
THROTTLE CLOSED
aJTOFF
THMTTLE
720
Q
OUTLET 4375-20 UNFA THD
76"30
SPEED /LDX)STMENT
v, I~
O
Z
r
FULL RK~H IDLE MIXNRE P~DJUSTMENT

u
FUEL NLET 5625-1
THo
NEL ELET 2F,-, NPSF r~ar
THROTTLE OPEN
RSn-5nDI
~o
INLET
MA-4-5
IDLE MIXTURE
JT~ ,~--FUEL
/LDJUSTMENT
MIXTURE CONTROL
on
O
r
vl
THROTTLE
~eJ
IDLE
SPEED ADJUSTMENT
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
FULL
6(P ~--IDLE Wf OFF
Z mC
c, --I
r
PRESStFIE CONN .125-27 NPT

PSH-58D
3
Z
Cn
Figure
7-1. Fuel
Metering Systems
TEXTRON LYCOIMING OPERATORS M[ANUAL

SECTION 7
/---f-
GROUND
TERMINAL
\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
TERMINAL SWITCH
S4LN-1227
S4LN-1209
SWITCH
SLICK 4100 SERIES MAGNETO
4200 SERIES MAGNETO
Figure
7$
7-2.
Meeneto Connectia~LI
TEXTRON LYCOMING OPERAI;ORS MANUAL

OIL TO C0OLER.375-18 NPT
O~L FROM COOLER .315-8 NPf
SECTION 7
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
vl m
rOlL TEMP CONN. ille
~e
MOUNTING PAD FOR DUAL DRIVES

VACUUM PUMP PAD OIL PRESS. GAGE CONN.
n --I
O
Z
FROM COOLER
~ic MAGNETO
MAGNETO X FILLER PLUG 8 OIL LEVEL GAGE
O
Z
r
O
MANIFOLD PRESS. CONN.
OIL LINE TO PROPELLER
~e ~e OILTO
COOLER
(WHERE APPLICABLEI
P
FUEL PUMP OUTLET

VENT LINE CONN: OIL
ACCESSORY OIL RETURN

OIL SUCTION SCREEN OIL DRAIN FUEL PUMP INLET
VI
O
r,
<ii
TYPE FUEL PUMP [ALL MODELS EXCEPT-A2E)

Ile
FIG. 7-2 Ft~ ~U4CjZILr7D CON~CTIONS 7;3 C)OTI~N4L
Z C
r
Figure 7-4. Installation Drawing 0-360-A, Excepting -A1C, -Ale
O
-B Series P
m r tn
TACHOMETER CONNECTK~N
rMOUNTlNG PAD R)R DUAL DRIVES
O
~u
--I
m
BREATHER FITTING
~e OIL FROM COOLER
I\
~VACUUM PUMP PAD OIL PRESS. SCREEN HSG. ~e
rJ ~L
r
O
Z
It r,
r
RETARD TERMINAL
o
TEMP CONN.
TERMINAL
O
r)
OIL FILLER
Q
a
Q,
~p_
OIL GAGE
LEV LPUG
O
C
on
r vl
MAGNETO TYPE S4U\1-200

GROUND
TERMINAL FUEL PUMP PAD
OIL DRAIN---~
PRESS. CONN.
o
O
m
MAGNETO TYPE S4LN-204

LTO COOLER ~k
O
v,
ACCESSORY OIL RE
tn
~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
TACHOMETER CONN. BREATHER

Yc~cOlL PRESS. SCREEN
MOUNTING PAD FOR DUAL DRIVES

VACUUM PUMP PAD
rn
cl
HSG.7
O(L PRESS. GAGE CONN.
=3
o Z
x
cl
FROM COOLER7 MAGNETO
rOlL FILLER PLUG 8

OIL LEVEL GAGE
~d O
MAGNETO a
E
O
Q~:
C4
Q
OIL LINE TD
Z o O
Cd
PROPELLER
a a OIL TEMP
CONN.-/
i I
ACCESSORY OIL RETC

PROP. GOV DRIVE PAD
OIL DRAIN OIL TO COOLER a 3 FUEL PUMP INLET
a rn
FUEL PUMP OUTLET

OIL DRAIN
O
C)
VENT LINE COFEI:

OIL SUCTION SCREEN
i
a
t~
a a
SZ1F f~G. 7-2 FOI~ MAGN~7D CONNZGT;C~VS fK~ 7-3 fOR OP7KM14L
O
-D Series
Figure
7-6. Installation
Drawing 0-360-0, Excepting -C2B, -C2D
TACHOMETER CONN.--~7 BREATHER FITT~NG
rOiL TEMP. CONN. ~ic ~t rMOUNTING PAD FOR DUAL DRIVES
o~ o
ru
U~OILPREISS.SCREEN HSG---~
OLFROM
I rVACUUM PUMP PAD
i i
rOLPRESSGAGE CONN.
OIL TO COOLER ~e t
MAGNETO
011 FILLER PLUG 8 OIL LEVEL GAGE
~51 O
o
n
Q
MANIFOLD PRESS. CONN.
~lo
O
C~
m r cn
O
m
01
FUEL PUMP PAD--/ OIL DRAIN
ACCESSORY OIL
a
v,
~tdU
~T
OIL SUCTKON SCREEN FUEL DRAIN VALVES

vl
~e SEE
f f
7-2 FORMAGNETO CONNEC770NS 7-3~9 OPnCUVAL COMEC7iY3NS
Z C
Figure! 7-7. Installation Drawing -0-360-C2B. -C2D, HO-360-B1A, -B1R
O
Z
f~
OILTEMP CONN. TACHOMETER CONN. THERMOSTATIC BY- PASS VALVE BREATHER FITTING u OIL TO COOLER I MAGNETO
~C
VACUUM PUMP PAD MOUNTING PAD FOR DUAL DRIVES FUEL MANIFOLD
CI
=j
0
z
x
c3
OIL PRESS. GAGE CONN. 01L FILLER TUBE 8 OIL LEVEL GAGE
a O
"111
EI
**OIL FROM COOLER
-r
O
w
Z O
COr\BJECTIONVENT
UNE
MANIFOLD PRESS. CONN. MAGNETO OIL LINE TO
a~
~1
vl
O
r~
OIL DRAN
FUEL PUMP INLET
FUEL DRAIN
o
PROPELLER AC~ESSORY OIL RETUF~N OIL DRAIN ~--01L SUCTION SCREEN
f/G: 7-2 f~P 7-5 fZ~Q Q07iY~4L

Installation
Figure 7-8.
Drawing
IO-360-A Series
O
OIL PRESS SCREEN HSG. BREATHER FITTING
OIL FROM COOLER
TACHOMETER CONN.
TEMP. CONN.
?r
t~
O
3 e
OIL PRESS. CONN. OIL TO COOLER
I(
03
VENT RETURN RETARD TERMINAL GROUND TERMINAL
X
I
GROUND TERM~NAL FILLER TUBE AND GAGE
LEVEL IO
O
O
r,
Z
r
~fo
II
~I O
PRESS. CONN.
n
10
"O r
v,
FUEL #LET MIXTURE CONTROL~
LINE TO PROPELLER
C~IL
y~ACCESSORY
OIL DRAIN
OIL RETURN
Cj
V,
(I
POWER GAGE CONN.
OIL SUCTION SCREEN
v,
Z C
r
S~ nG 7-3 FOR C~077CM64L
;1
Figure
7-9. Installation
Drawing
IO-360-B1A
;1
cp
FUEL MANIFOCD OILTEMP. CONN; BREATHER FITTr(G OIL PRESS. SCREEN HSG.
011 FROM COOLER
TACHOMETER CONK
WMP PAD
Fl
X
O
MOUNTING 1#0 FOR DUAL DRNES 011 PRESS GAGE CONN. GROUND TERMIF~V
011 FILLER TUBE LEVEL GAGE
RESARD TERMINAL
LIODNA
B
E:
GROUND
TERMINAL
MAPHRAI;M FIIEL WMP (eie ONLY)
VENT LINE CONY. on DRAIN
011 DRAIN FUEL PU~P IYLET THROTTLE CONTROL
,AMFoLo PRESSOONN. 011 LINE TO PROPELLER
~o Cd
a
ACCESSORY OIL RETL~N

OL TO COOLER OIL SUCTION SCREEN
C"
O
r)
LEVER13
o
a
ihJ FaP aP7iWCldL
Figure 7-10. installation Drawing
Iq-360-B1B, -B1D
v,
~t THERM(rSTATK: 011 BY-PASS
VALVE7
rTACHOMETER COFIN.
Oil TEMP. (30NN.+ a
O
o\
BREAI~HER
FUEL MANI~OLD7
a a
_I
J
I
_
,OIL PRESS GAGE CONN.
o
J e
--I
m
OIL FROM COOLER
MAC;NETO
O
MAGNETO a MANIFOLD PRESS. CONN.
X
$0
g
VI
O
Z
r
O
ii
C~
II(
ii
m~
O
Z
OIL LINE TO PROPELLER
o~
m
C~
r (10-360 ONLY)
OIL TO COOLER
0~
aa
"O
ACCY. OIL RETURN FUEL PUMP INLET

VENT LINE CONN: THROTTLE LEVER
Cj
v,SP
V~
m
MIXTURE CONTROL LEVER OIL SUCTION SCREEN
OIL DRAIN--/
It
a
LFUEL DRAIN (2)

c,
S~E FIG 7-2 fOR uaGNETD CONNt-CnONS fiG. 7-3 ~23R OPTIONAL COMV~TIONS
Z C
r
T:
Figurr 7-11.
Inslallation
Drawing
O
Z
;I
rn
cn
x
BREATHER FITTING7
w OIL FROM
rTACHOMETER GONN. I
rMOUNTING PAD FOR DUAL DRIVES
VAGUUM PUMP PAD
0
z
GOOLER
c3 ~d
O
Z r
RETARD TERMINAL:
OIL PRESS. SCREEN HSG.
CC
O
MAGNETO TYPE S4LN-200
51
O
G~
a~Cd
SWITCH VENT LINE TERMINAL OILTOGOOLER~e
~ON .TERMINALS
I
IS
~1
FUEL PUMP OUTLET FUEL PRESS

FUEL DF~AIN(2)
ACCESSORY OR RETURN
NOZZLE PRESS. GAGE CO~UIU.

~MP INLET OIL DRAIN
~-01L SUCTION SCREEN
O1
O 56
g p,
Figure 7-12. Installation Drawing
HIO-360-A~A
TACHOMETER CONNECTION
BREATHER FITTING
x
MOUNTING F#D FOR DUAL

WM3 PAD
o\
OILTEMPERATURE
PRESS. SCREEN HSG;
TO COOLER ~e
u OIL ~t
OIL FROM COOLER MAGNETO TYPE S4LN-200

--1
PRESSGAGE CONN. MAGNETO TYPE S4LN-;m>

OIL FILLER PLUG 8
illi i
SIMTCH TERMINAL
MAPtRLY;M TYPE F~EL PVMP-BIA ONLY
a
MSJT LINE CONN.

FUEL INLET
8
FUEL DRAIN LC4LVES OIL DRAIN
Df~lVENOZL
o
pt
r
O
v,
OO
g
m
OILLO/ELC~E:
PRESS. CO~JN.
o
o
~1
O ~3
Z n
SWITCH TERMINAL
~ARD TERMINAL
r v,
O
m
ACCY. O1L RET~N
~FI
PRESS. 64GE CONN. FUEL PRESS. CONN

OIL SUCTION SCREEN
v, m
Cj
rn
F/O. 7;3 FOR

--I
Z C
r
Fi~ure 7-13.
Installalion
Drawing
HIO-3fiO-H1A. -13113
--1
SECTION
TAB LES
TABLES
Page
Table of Limits
.8-1
.........__,,
Ground Run After Top Overhaul Flight Test After Top Overhaul
Full Throttle HP at Altitude
.8-2 .8-3
.8-4 .8-4
.8-5 .8-6
Table of
Speed Equivalents
Fahrenl~eit Conversion Table
Centigrade
Inch Fraction Conversions
SECTION 8
SECTION 8
TABLES FOR
TIGHTENING
TORQUE
RECOMMENDATION S
TOLERANCES
AND AND
INFORMATION
CONCERNING
DIMENSIONS THAT MUST BE MAINTAINED IN TEXTRON LYCOhIING AIRCRAFT
ENGINES, CONSULT
THE
LATEST
EDITION OF SPECIAL SERVICE PUBLICATION NO. SSP-1776.
CONSULT 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
Registration No.
Zj
0
z
0"
cl
X
c3
(DO
NOT USE AFTER MAJOR
OVERHAUL)
Aircraft No.
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
35 O
r
Owner
Engine Model
Date
S/N
C;C
CI
tinuing.
Run-Up ~y
GROUND RUN
Pressure
Flow
Anr~
P
o
G
Amt
G~ O
Cd
Time
RPMIMAPI
-;"D
-"D
-"b--:"r
AnllD Cnllr
^-Left Ri~ht
5 min11000 1Omin11200 10 min11300 5 min11500 5 min11600 5 min11700 5 min11800

Check
wer
E
a
m
i-3
Adjustment Required
After Completion of Ground Run

i. Visually inspect engine(s) 2. Check oil level(s)
EC
o
Checlr
Check
P
v,
FLIGHT TES~T AFTER TOP OVERHAUL OR CYLINDER CHANGE WI-TH NEW RINGS
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. Tested by
O
Z
IF! ~7
n
~1
IJ
O 3
r(l
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,
O
m
irO ;I
Climb Cruise
O
After Test
Adjustments Required After Flight
Flight
vi
i. Make careful visual inspection of engine(s). 2. Check oil level(s). 3. if oil consumption is excessive (see operators
manual
v,
Z C
limits) then remove spark plugs check cylinder barrels for scoring.
for
and
o
~3
Z
oo

FULL T)-CROTTLE HP AT ALTITUDE
(Normally Aspirated Engines)

Altitude Ft.
0 500 8. L. H. P. 100
Altitude Ft.
8. L. H. P.
Altitude Ft.
8. L. H. P.
1,000 2,000 2,500 3,000 4,000 5,000 6,000 7,000 8, 000 9,000
98.5 96.8 93.6 92.0
90.5 87.5 84.6 81.7 78.9 76.2 73.5
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
21,500 22,000 22,500 23,000 23,500 24 ,000 24,500 15,000
49.1 48.0 47.6 46.0 45.2 44.0 43.3 42.2 41.4 40.3 39.5 38.5
TABLE OF SPEED EQUIVALENTS
Sec./Mi.
72.0 60.0 51.4 45.0 40.0 36.0 32.7 30.0 27.7 25.7
M. P. H.
50 60 70 80 90 100
Sec.lMi.
24 .O 22.5 21.2 20.0 18.9 18.0
M. P. H.
Sec./Mi.
14.4 13.8 13.3 12.8 12.4
M. P. H.
250 260 270 280 290 300 320 320 330 340
110 120 130 140
17.1 16.4 15.6 15.0
150 160 170 180 190 200 210 220 230 240
12.0 11.6 11.2 10.9 10.6
84
TEXTRON
LYGOA41NG
OBERATORS MANUAL
SECTION 8
0-3d0 and ASSOCIATED MODELS
C ENTIC RA D
E-
FA H RE N Hi E IT CONV E RS1ON TAB L E
headed
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
200F. to Centigrade; find 20 in the center column and read
in the
convert
-6.670C.
C
(C)
cdumn
to~ the left.

F
F-C
-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
C
104.44
1 10.00
F-C
220 230 240 250 260 270
-56.7 -51.1 -45.6 -40,0 34,0 -28.9 23.3 17,8 -12.22 fi.67
4 .44 10.00 15.56 21.11 26.67
9d.0
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
-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
115.56 121.11 126 .67 132,22
137.78 143.33 148,89 154.44 160.00

165.56 171.11
280 290 300 310 320 330 340

350 360 370 380 390 400 410 420 430 440 460 460 470 460 490 500
428.0 446.0 464,0 482.0 500 .0 518.0 536.0 554 .0 572~0
590.0 608.0
626.0 644 .0 662.0 680.0 698.0 716,0 734 .0
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 .41 260.00
752.0 770.0 788.0 806 ,0

824.0 842.0
860.0 878.0 896.0 914.0 932.0
8-5

INCH FRACTIONS CONVERSIONS Decimals, Area of Circles and Mi(iimeters

Inch Fraction Decimal
Area Sq. In.
MM.
Equiv.
.0156 .0312 .0469 .0625 .0937 .1094 125
Equiv.
.397 .794 1.191 1.587 2.381 2,778
3. 175
Inch Fraction
Decimal
Area
MM.
Equiv.
.5 .5312 .5469
.5625
Sq.
In.
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
1/64 1/32 3/64 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
.1562 .1719 .1875 .2187 .2344 .25 .2812 .2969
.0002 .0008 .0017 .0031 .0069 .0091 .0523 .0192 .0232 .0276
1/2 17/32 35/64 9/16 19132 39/64

5/8
.1964
.2217 .2349 .2485
.5937 .6094
.625
.2769 .2416 .3068 .3382

.3545 .3712 .4057 .11235 .4418 .4794
.0376 .0431 .0491

.0621
3.969 4.366 4.762 5.556 5.593 6.350

7.144
21/32 43/64 11/16 23/32

47/6(1 3/4 25/32 51/61
.0692
.0767
7.540
7.937
.6562 .6719 .6875 .7187 .7341 .75 .7812 .7969

.8125
.4987
.5185
.3125
.3437 .3594 .375 .4062 .4219 .4375 .4687 .4844
.0928 .1014 .1105 .1296 .1398 .1503

.1725 .1842
8.731 9. 128 9.525 10.319 10.716 11.112 11.906 1.2.303
13116 27332
55/64
.8437 .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
8-6

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O PE RATO RS MAN UAL

0-360, HO-360, 10-360, TIG-360 AIO-360, HIO-360

0-360, HO-360, AIO-360, HIO-360

SERIES AIRCRAFT ENGIN~S

Part No. 60297-7 2

O, HO, 1O, AIO, HIO, TIG-360

page(s) in this the operators manual.

3-3, 3-4, Added page 3-4A/B

For additional information:

652 Oliver Street

Factory: Sales Department:

the World Wide Web

http ://www. lycoming.textron.com

(LIMITE D) RECIPROCATING AIRCRAFT ENGINE

WHAT TEXTRON LYCOMING PROMISES YOU

set forth above are your

Lycoming, as permitted by applicable

incurring any obligation to incorporate

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1995 Revision "J" Temron Lycoming Williamsport, Pennrylvania

JWOr ~DwQ*r dlDQQldDclu

RECIPROCATING ArRCRAFT ENGINE

addition, ifTextron Lycoming determines that the engine proves

repaired or replaced will be

warimty for the remainder of the original waranty

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1995 Revision "J"

Textron Lycaming Williamsport, Pennsylvania

reciprocating engine sold by it

to be free from defects in

worlrmnnship appearing withinone (1)

original wafidnty period.

engine mustbave received normal

and service. You

Lycoming distributor within 30 days

of the appeamnce of the defect in material

apply far warranty with or worlrnanship.

of the incident for which the warranty

BNGINB OR COST OFA REPLACEMENT.

1995 Revision "J"

Jnalv clllllv JtIBlv

TEXTRON tYCOMING OPERATORS MANUAL

operators specifications, and

Lycoming overhaul manuals; these for such procedures.

SERVICE BULLETINS, INSTRUCTIONS, AND LETTERS

e~camyles of any specific engine, equipment

TEXTRON LYCOMING OPERATORS MANUAL

IMPORTANT SAFETY NOTICE

consequences that may service procedure must first

TEXTRON LYCOMING OPERATORS MANUAL

SECTION 4 SECTION 5 SECTION 6 SECTION 7

3/4 Right Side

Figure 2. 3/4 Left Rear

TEXTRON LYCOMING OPERATORS MANUAL

Cylinders Valve Operating Mechanism

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