AEIO-320, AEIO-360 AEIO-540 Series: Operator's Manual Lycoming

Operator’s Manual
Lycoming
AEIO-320, AEIO-360
AEIO-540 Series
Approved by FAA
2nd Edition Part No. 60297-21
June 2007
652 Oliver Street
Williamsport, PA. 17701 U.S.A.
570/323-6181
AEIO-320, AEIO-360, AEIO-540 Series Operator’s Manual
Lycoming Part Number: 60297-21
©2007 by Lycoming. All rights reserved.

Lycoming and “Powered by Lycoming” are trademarks or registered trademarks of
Lycoming.
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trademarks of their respective companies.
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Mailing address:
Lycoming Engines
652 Oliver Street
Williamsport, PA 17701 U.S.A.
Phone:
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OPERATOR’S MANUAL
REVISION
REVISION NO. PUBLICATION PUBLICATION NO. PUBLICATION DATE
AEIO-320, AEIO-360,
60297-21-1 60297-21 June 2007
AEIO-540 Series
The page(s) in this revision replace, add to, or delete current pages in the operator’s manual.
PREVIOUS REVISION CURRENT REVISION
None November 2009
4-4, Adds page 4-4A/B, 4-5
©2009 by Lycoming “All Rights Reserved”

Lycoming Engines, a division of AVCO Corporation, a wholly owned subsidiary of Textron Inc.
LYCOMING OPERATOR’S MANUAL
ATTENTION
OWNERS, OPERATORS AND MAINTENANCE PERSONNEL
This manual contains a description of the engines, their specifications, and detailed information on how to
operate and maintain them. Such maintenance 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. Modification procedures to install the inverted oil
system are included. Repair procedures are contained in Lycoming overhaul manuals; maintenance
personnel should refer to these for such procedures.
SAFETY WARNING
NEGLECTING TO FOLLOW THE OPERATING INSTRUCTIONS AND TO CARRY OUT PERIODIC

MAINTENANCE PROCEDURES CAN RESULT IN POOR ENGINE PERFORMANCE AND POWER
LOSS. ALSO, IF POWER AND SPEED LIMITATIONS SPECIFIED IN THIS MANUAL ARE EXCEEDED,
FOR ANY REASON; DAMAGE TO THE ENGINE AND PERSONAL INJURY CAN HAPPEN. CONSULT
YOUR LOCAL FAA APPROVED MAINTENANCE FACILITY.
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 through Lycoming Service Bulletins, Instructions and Service Letters
which are available from all Lycoming distributors or from the factory by subscription. Consult the latest
revision of Service Letter No. L114 for subscription information.
SPECIAL NOTE
The illustrations, pictures and drawings shown in this publication are typical of the subject matter they
portray; in no instance are they to be interpreted as examples of any specific engine, equipment or part
thereof.
INSTALLATION WARNING
THE MODIFICATION PROCEDURES DESCRIBED HEREIN FOR INSTALLING THE INVERTED OIL
SYSTEM TO THE ENGINE IS APPLICABLE ONLY TO THE AEIO SERIES ENGINES SET FORTH IN
THIS MANUAL AND NOT TO ANY OTHER LYCOMING ENGINES. ALSO, DO NOT ATTEMPT TO
START OR RUN ANY OF THESE ENGINES UNTIL THE INVERTED OIL SYSTEM IS INSTALLED AS
DESCRIBED IN SECTION 3 OF THIS MANUAL; CONSEQUENT OIL STARVATION AND SERIOUS
ENGINE DAMAGE WILL RESULT.
NOTE
Operational aspects, performance data, and specifications for the AEIO-360-H series engines are the same
as shown herein for the AEIO-360-B series engines.
iii
IMPORTANT SAFETY NOTICE
Proper service and repair is essential to increase the safe, reliable operation of all aircraft engines. The
service procedures recommended by 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.
It is important to note that most 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 also important to understand that these Warnings and Cautions are not all inclusive. Lycoming could
not possibly know, evaluate or advise the service trade of all conceivable ways in which service might be
done or of the possible hazardous consequences that may be involved. Accordingly, anyone who uses a
service procedure must first satisfy themselves thoroughly that neither their safety nor aircraft safety will be
jeopardized by the service procedure they select.
iv
WARRANTY
NEW AND REBUILT ENGINES
(1) WARRANTY AND REMEDY: Lycoming Engines, a division of Avco Corporation (hereinafter “Lycoming”)
warrants each new Lycoming reciprocating engine to be free from defect in material or workmanship under normal
use and service. Lycoming’s sole obligation under this warranty is limited to replacement or repair of parts which
are determined by Lycoming to have been defective within a period of twenty-four (24) months after new aircraft
delivery to the original retail purchaser or first user, or twenty-four (24) months from the date of first operation. The
warranty period of twenty-four (24) months commences on the earlier of the date of first operation after new aircraft
delivery to the original retail purchaser or first user, or twenty-four (24) months from the date of shipment from
Lycoming. Lycoming will, in connection with the foregoing warranty, cover reimbursement of reasonable freight
charges with respect to any such warranty replacement or repair.
(2) Within the warranty period, Lycoming will reimburse the Purchaser for labor charges associated with warranty
related issues. Lycoming will only reimburse the cost of such labor charges in connection with repair or
replacement of parts as provided in Lycoming’s then current Removal and Installation Labor and Allowance
Guidebook. Spare parts installed as warranty replacement on engines which are covered by this New Engine
Warranty will be warranted for the balance of the original warranty period or for the spare part warranty, whichever
is the greater. Replacement of parts may be with either new or reconditioned parts, at Lycoming’s election. A claim
for warranty on any part claimed to be defective must be reported in writing to Lycoming’s Warranty
Administration within 60 days of being found to require repair or replacement by the purchaser or service facility.
Warranty adjustment is contingent upon the Purchaser complying with the Lycoming’s Warranty Administration
disposition instructions for defective parts. Failure to comply with all of the terms of this paragraph may, at
Lycoming’s sole option, void this warranty.
(3) THIS WARRANTY IS GIVEN AND ACCEPTED IN PLACE OF (i) ALL OTHER WARRANTIES OR
CONDITIONS, EXPRESS OR IMPLIED, INCLUDING BUT NOT LIMITED TO THE IMPLIED WARRANTIES
OR CONDITION OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE AND (ii) ANY
OBLIGATION, LIABILITY, RIGHT, CLAIM OR REMEDY IN CONTRACT OR IN TORT (DELICT),
INCLUDING PRODUCT LIABILITIES BASED UPON STRICT LIABILITY, NEGLIGENCE, OR IMPLIED
WARRANTY IN LAW AND PURCHASER HEREBY WAIVES SUCH RIGHTS AND CLAIMS.
(4) THIS WARRANTY IS THE ONLY WARRANTY MADE BY LYCOMING. THE PURCHASER’S SOLE
REMEDY FOR A BREACH OF THIS WARRANTY OR ANY DEFECT IN A PART IS THE REPAIR OR
REPLACEMENT OF ENGINE PARTS AND REIMBURSEMENT OF REASONABLE FREIGHT CHARGES AS
PROVIDED HEREIN. LYCOMING EXCLUDES LIABILITY, WHETHER AS A RESULT OF A BREACH OF
CONSEQUENTIAL DAMAGES, INCLUDING, BUT NOT LIMITED TO, DAMAGE TO THE ENGINE OR
OTHER PROPERTY (INCLUDING THE AIRCRAFT IN WHICH THE ENGINE IS INSTALLED), COSTS AND
EXPENSES RESULTING FROM REQUIRED CHANGES OR MODIFICATIONS TO ENGINE COMPONENTS
AND ASSEMBLIES, CHANGES IN RETIREMENT LIVES AND OVERHAUL PERIODS, LOCAL CUSTOMS
FEES AND TAXES, AND COSTS OR EXPENSES FOR COMMERCIAL LOSSES OR LOST PROFITS DUE TO
LOSS OF USE OR GROUNDING OF THE AIRCRAFT IN WHICH THE ENGINE IS INSTALLED OR
OTHERWISE. LYCOMING’S TOTAL LIABILITY FOR ANY AND ALL CLAIMS RELATED TO ANY
ENGINE SHALL IN NO CASE EXCEED THE ORIGINAL SALES PRICE OF THE ENGINE. SELLER MAKES
NO WARRANTY AND DISCLAIMS ALL LIABILITY WITH RESPECT TO COMPONENTS OR PARTS
DAMAGED BY, OR WORN DUE TO, CORROSION.
(5) This warranty shall not apply to any engine or part thereof which has been repaired or altered outside
Lycoming’s factory in any way so as, in Lycoming’s sole judgment, to affect its durability, safety or reliability, or
which has been subject to misuse, negligence or accident. Repairs and alterations which use or incorporate parts and
components other than genuine Lycoming parts or parts approved by Lycoming for direct acquisition from sources
other than Lycoming itself are not warranted by Lycoming, and this warranty shall be void to the extent that such
repairs and alterations, in Lycoming’s sole judgment, affect the durability, safety or reliability of the engine or any
part thereof, or damage genuine Lycoming or Lycoming-approved parts. No person, corporation or organization,
including Distributors of Lycoming engines, is authorized by Lycoming to assume for it any other liability in
connection with the sale of its engines or parts, nor to make any warranties beyond the foregoing warranty nor to
change any of the terms hereof. NO STATEMENT, WHETHER WRITTEN OR ORAL, MADE BY ANY
PERSON, CORPORATION OR ORGANIZATION, INCLUDING DISTRIBUTORS OF LYCOMING ENGINES
MAY BE TAKEN AS A WARRANTY NOR WILL IT BIND LYCOMING. NO AGREEMENT VARYING THE
TERMS OF THIS WARRANTY OR LYCOMING’S OBLIGATIONS UNDER IT IS BINDING UPON
LYCOMING UNLESS IN WRITING AND SIGNED BY A DULY AUTHORIZED REPRESENTATIVE OF
LYCOMING.
(6) All legal actions based upon claims or disputes pertaining to or involving this warranty including, but not limited
to, Lycoming’s denial of any claim or portion thereof under this warranty, must be filed in the courts of general
jurisdiction of Lycoming County, Commonwealth of Pennsylvania or in the United States District Court for the
Middle District of Pennsylvania located in Williamsport, Pennsylvania. In the event that Purchaser files such an
action in either of the court systems identified above, and a final judgment in Lycoming’s favor is rendered by such
court, then Purchaser shall indemnify Lycoming for all costs, expenses and attorneys’ fee incurred by Lycoming in
defense of such claims. In the event Purchaser files such a legal action in a court other than those specified, and
Lycoming successfully obtains dismissal of that action or transfer thereof to the above described court systems, then
Purchaser shall indemnify Lycoming for all costs, expenses and attorneys’ fees incurred by Lycoming in obtaining
such dismissal or transfer.
(7) Any invalidity of a provision of this Warranty shall not affect any other provision, and in the event of a judicial
finding of such invalidity, this Agreement shall remain in force in all other respects.
Effective September 2006 Revision “M”
Lycoming Engines
652 Oliver Street
Williamsport, Pennsylvania
17701
(570) 323-6181
www.lycoming.textron.com
TABLE OF CONTENTS
Page
SECTION 1 DESCRIPTION 1-1
SECTION 2 SPECIFICATIONS 2-1
SECTION 3 INVERTED OIL SYSTEM INSTALLATION WITH PARTS LIST 3-1
SECTION 4 OPERATING INSTRUCTIONS 4-1
SECTION 5 PERIODIC INSPECTIONS 5-1
SECTION 6 MAINTENANCE PROCEDURES 6-1
SECTION 7 TROUBLE-SHOOTING 7-1
SECTION 8 INSTALLATION AND STORAGE 8-1
SECTION 9 TABLES 9-1

This Page Intentionally Left Blank.
SECTION 1
DESCRIPTION
Page
General.......................................................................................................................................................... 1-1
Cylinders....................................................................................................................................................... 1-1
Valve Operating Mechanism ...................................................................................................................... 1-1
Crankcase ..................................................................................................................................................... 1-1
Crankshaft and Connecting Rods .............................................................................................................. 1-1
Pistons ........................................................................................................................................................... 1-1
Accessory Housing ....................................................................................................................................... 1-1
Oil Sump ....................................................................................................................................................... 1-2
Cooling System ............................................................................................................................................. 1-2
Induction System.......................................................................................................................................... 1-2
Lubrication System...................................................................................................................................... 1-2

LYCOMING OPERATOR’S MANUAL SECTION 1
AEROBATIC SERIES DESCRIPTION
SECTION 1
DESCRIPTION
The AEIO-320, -360 and -540 series are four and six cylinder, direct drive, horizontally opposed, air
cooled engines. Although similar to the Lycoming IO-320, -360 and -540 engines, the AEIO aerobatic series
differ in respect to the sump and the inverted oil system; see Operator’s Manual No. 60297-32 for
description and operating instructions for IO-320 engines, 60297-12 for IO-360 engines, and 60297-10 for
IO-540 engines.
In referring to the location of the various engine components, the parts are described in their relationship
to the engine as installed in the airframe. Thus, the power take-off engine is considered the front and the
accessory drive end the rear. The sump section is considered the bottom and the opposite side of the engine
where the shroud tubes are located the top. Reference to the left and right side is made with the observer
facing the rear of the engine. The cylinders are numbered from front to rear, odd numbers on the right, even
numbers on the left. The direction of rotation for accessory drives is determined with the observer facing the
drive pad. The direction of rotation of the crankshaft, viewed from the rear, is clockwise.
Cylinders – The cylinders are of conventional air cooled construction with the two 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 for both valve rockers. The cylinder barrels, which are machined from
chrome nickel molybdenum steel forgings, have deep integral cooling fins and the inside of the barrels are
ground and honed to a specified finish.
Valve Operating Mechanism – A conventional type camshaft is located above and parallel to the crankshaft.
The camshaft actuates hydraulic tappets which operate the valves through push rods and valve rockers. The
valve rockers are supported on full floating steel shafts. The valve springs bear against hardened steel seats
and are retained on the valve stems by means of split keys.
Crankcase – The crankcase assembly consists of two reinforced aluminum alloy castings fastened together
by means of studs, bolts and nuts. The mating surfaces of the two castings are joined without the use of a
gasket, and the main bearing bores are machined for use of precision type main bearing inserts.
Crankshaft – The crankshaft is made from a chrome nickel molybdenum steel forging. All bearing journal
surfaces are nitrided hardened.
Connecting Rods – The connecting rods are made in the form of “H” sections from alloy steel 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 each cap.
Pistons – The pistons are machined from an aluminum alloy. The piston pin is of a full floating type with a
plug located in each end of the pin. Depending on the cylinder assembly, pistons 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.
1-1
SECTION 1 LYCOMING OPERATOR’S MANUAL
DESCRIPTION AEROBATIC SERIES
Oil Sump – Besides the usual oil drain plug and injector mounting pad the sump is further modified by
having a plug installed in the oil suction screen hole. (See paragraph on Lubrication System for
explanation.) On the opposite side of the sump from the oil drain plug a fitting is provided for oil return. The
conventional intake riser and intake pipe connectors are also incorporated in the sump.
Cooling System – These engines are designed to be cooled by air pressure. Baffles are provided to build up a
pressure and force the air through the cylinder fins. The air is then exhausted to the atmosphere through gills
or augmenter tubes usually located at the rear of the cowling.
Induction System – Lycoming AEIO-320, -360 and -540 series engines are equipped with Bendix RSA fuel
injection systems. This system is based on the principle of measuring air flow and using the air flow signal
in a regulator to convert the force of the air to a corresponding fuel force. This fuel force (fuel pressure
differential) applies across the fuel metering section (jet system) makes fuel flow proportional to air flow. A
manual mixture control and idle cut-off are provided. Particularly good distribution of the fuel-air mixture is
obtained through the center zone induction system, which is integral with the oil sump and is submerged in
oil and aids in cooling the oil in the sump. From the riser, distribution to each cylinder is by individual
intake pipes. Fuel vaporization takes place at the intake ports.
Lubrication System – The lubrication system is of the pressure wet sump type. The main bearings,
connecting rod bearings, camshaft bearings, valve tappets, push rods and crankshaft idler gears are
lubricated by means of oil collectors and spray. The oil pump, which is located in the accessory housing,
draws oil through a drilled passage leading from the oil suction screen located in the sump. The oil from the
pump then enters a drilled passage in the accessory housing, where a flexible line leads the oil to the
external oil cooler. In the event that cold oil or an obstruction should restrict the flow of oil to the cooler, an
oil cooler bypass valve is provided. Pressure oil from the cooler returns to a second threaded connection on
the accessory housing from which point a drilled passage conducts the oil to the oil pressure screen, which
is contained in a cast chamber located on the accessory housing below the tachometer drive.
The oil pressure screen is provided to filter from the oil any solid particles that may have passed through
the suction screen in the sump. After being filtered in the pressure screen chamber, the oil is fed through a
drilled passage to the oil relief valve, located in the upper right side of the crankcase in front of the
accessory housing.
This relief valve regulates the engine oil pressure by allowing excessive oil to return to the sump, while
the balance of the pressure oil is fed to the main oil gallery in the right half of the crankcase. During its
travel through the main gallery, the oil is distributed by means of separate drilled passages to the main
bearings of the crankshaft. Separate passages from the rear main bearing supply pressure oil to both
crankshaft idler gears. Angular holes are drilled through the main bearings to the rod journals. Oil from the
main oil gallery also flows to the cam and valve gear passages, and is then conducted through branch
passages to the hydraulic tappets and camshaft bearings. Oil enters the tappets through indexing holes and
travels out through the hollow push rods to the valve mechanism, lubricating the valve rocker bearings and
valve stems. Residual oil from the bearings, accessory drives and the rocker boxes is returned by gravity to
the sump. From the sump, oil is conducted to the oil valve (which is part of the inverted oil system) and
from thence to the oil suction screen in the sump.
The lubrication system of these engines differs from conventional models in that the hole in the front of
the oil suction screen housing is plugged, preventing passage of the oil from the sump to the screen housing.
Instead, oil from the sump is supplied to the screen housing by way of the oil valve which is connected by a
hose to the rear of the oil screen housing. The breather port, in the top of the engine is connected to the oil
separator which permits entrapped oil to return to the sump. For mechanical details of the inverted oil
system see Section 3.
1-2
SECTION 2
SPECIFICATIONS
Page
AEIO-320 Series........................................................................................................................................... 2-1
AEIO-360 Series........................................................................................................................................... 2-1
AEIO-540 Series........................................................................................................................................... 2-2
Accessory Drives
AEIO-320 Series........................................................................................................................................ 2-3
AEIO-360 Series........................................................................................................................................ 2-3
AEIO-540 Series........................................................................................................................................ 2-4
Dry Weight ................................................................................................................................................... 2-4

AEROBATIC SERIES SPECIFICATIONS
SECTION 2
SPECIFICATIONS
AEIO-320 Series
FAA Type Certificate ................................................................................................................................. 1E12

Rated horsepower.........................................................................................................................................150*
Rated speed, RPM........................................................................................................................................2700
Bore, inches.................................................................................................................................................5.125
Stroke, inches..............................................................................................................................................3.875
Displacement, cubic inches.........................................................................................................................319.8
Compression ratio ..................................................................................................................................... 7.0:1*
Firing order ............................................................................................................................................. 1-3-2-4
Spark occurs, degrees BTC............................................................................................................................ 25°
Valve rocker clearance (hydraulic tappets collapsed) ......................................................................... .028-.080
Propeller drive ratio ....................................................................................................................................... 1:1
Propeller drive rotation (viewed from rear) ........................................................................................Clockwise
* - AEIO-320-D1B series engines are rated at 160 HP and have 8.5:1 compression ratio.
AEIO-360 Series
FAA Type Certificate ................................................................................................................................. 1E10

Rated horsepower.........................................................................................................................................200*
Rated speed, RPM........................................................................................................................................2700
Bore, inches.................................................................................................................................................5.125
Stroke, inches..............................................................................................................................................4.375
Compression ratio ..................................................................................................................................... 8.7:1*
Firing order ............................................................................................................................................. 1-3-2-4
* - AEIO-360-B, -H series engines are rated at 180 HP and have 8.5:1 compression ratio.
2-1
SPECIFICATIONS AEROBATIC SERIES
AEIO-540 Series (Except –L)
FAA Type Certificate ................................................................................................................................... 1E4

Rated horsepower...........................................................................................................................................260
Rated speed, RPM........................................................................................................................................2700
Bore, inches.................................................................................................................................................5.125
Stroke, inches..............................................................................................................................................4.375
Displacement, cubic inches............................................................................................................................540
Compression ratio ....................................................................................................................................... 8.5:1
Firing order .......................................................................................................................................1-4-5-2-3-6
AEIO-540-L Series
FAA Type Certificate ................................................................................................................................... 1E4

Rated horsepower...........................................................................................................................................300
Rated speed, RPM........................................................................................................................................2700
Bore, inches.................................................................................................................................................5.125
Stroke, inches..............................................................................................................................................4.375
Compression ratio ....................................................................................................................................... 8.7:1
Firing order .......................................................................................................................................1-4-5-2-3-6
Valve rocker clearance (hydraulic tappets collapsed) ............................................................................028.080
2-2
AEROBATIC SERIES SPECIFICATIONS
AEIO-320 Series
*Accessory Drive Drive Ratio **Direction of Rotation
Starter 13.556:1 Counterclockwise

Generator 1.910:1 Clockwise
Generator (Optional) 2.500:1 Clockwise
Alternator 3.250:1 Clockwise
Tachometer 0.500:1 Clockwise
Magneto 1.000:1 Clockwise
Vacuum Pump 1.300:1 Counterclockwise
Propeller Governor AN20010
Mounted on Accessory Housing 0.866:1 Clockwise
Mounted on Crankcase 0.895:1 Clockwise
Fuel Pump AN20003 1.000:1 Counterclockwise
Fuel Pump – Plunger Operated 0.500:1
Dual Drives
Vacuum – Hydraulic Pump 1.300:1 Counterclockwise
Vacuum Pump – Propeller Gov. 1.300:1 Counterclockwise
* - When applicable.
** - Viewed facing drive pad.
AEIO-360 Series

Dual Drives
2-3
SPECIFICATIONS AEROBATIC ENGINES
AEIO-540 Series

Dual Drives
Standard Dry Weight
AEIO-320 Series.....................................................................................................................................306 lbs.

AEIO-360 Series.....................................................................................................................................331 lbs.
AEIO-540-D ...........................................................................................................................................402 lbs.
AEIO-540-L............................................................................................................................................476 lbs.
2-4
SECTION 3
INVERTED OIL SYSTEM INSTALLATION WITH PARTS LIST
Page
Description.................................................................................................................................................... 3-1
Application.................................................................................................................................................... 3-1
Principles of Operation................................................................................................................................ 3-1
Inverted Oil System Component Identification ........................................................................................ 3-2
Installation .................................................................................................................................................... 3-2
AEIO Engine Showing Oil Circulation...................................................................................................... 3-3
Installation Procedure ................................................................................................................................. 3-4
Dimensions of Inverted Oil System Components...................................................................................... 3-5
Ground Operating Check and Adjustment............................................................................................... 3-7
Flight Test ..................................................................................................................................................... 3-7
Determination of Normal Oil Level............................................................................................................ 3-8
Trouble-Shooting and Repair ..................................................................................................................... 3-9
Maintenance ............................................................................................................................................... 3-10
Replaceable Parts List ............................................................................................................................... 3-11

AEROBATIC SERIES INVERTED OIL SYSTEM INSTALLATION WITH PARTS LIST
SECTION 3
INVERTED OIL SYSTEM INSTALLATION WITH PARTS LIST
1. INTRODUCTION.
This manual provides complete information for installation, operation, and maintenance of the inverted oil
system.
Careful planning is required before proceeding with installation. Because of the great variety of engine
configurations and mounting arrangements, installation details will necessarily vary. To ensure proper
operation with a particular aircraft, it is important to understand how the system functions, and the to
proceed with installation planning and actual installation based on system principles as described herein.
2. DESCRIPTION.
The inverted oil system, shown in Figure 3-1 is supplied as a kit-form accessory for Lycoming AEIO-320,
-360 and -540 engines, which permits normal engine lubrication, with minimal oil loss, during inverted
flight. The system functions in all negative-g flight conditions, and is particularly suited to high
performance aircraft used for unlimited-class aerobatic competition involving extensive inverted flight and
frequent negative-g maneuvers.
The inverted oil system kit, as shown in Figure 3-1, consists of the oil valve, oil separator, sump fitting,
breather tee, oil sump strainer fitting, and oil return sump fitting. The oil suction screen, oil suction sump
fitting and sump plug are installed in the engine and are not included with the accessory kit. Hose, oil lines,
and standard fittings required to install the kit are not included.
3. APPLICATION.
The inverted oil system covered in this manual is intended for installed in all AEIO-320, -360 and -540
engines. Connection to the engine is through the sump screen access port, breather port, and sump drain
ports.
4. PRINCIPLES OF OPERATION.
Inverted Oil System, Normal Flight – Refer to Figure 3-2. During normal flight, the weighted ball valve at
the top of the oil separator is open, allowing blow by gasses from the engine crankcase to be vented from
the breather port, through the breather tee, to the top of the oil separator, and out through the overboard
breather line. The top ball valve of the oil valve is closed, and the bottom ball valve is open, allowing oil to
flow from the sump out through the strainer fitting, to the oil valve, back through the sump fitting to the oil
pump and out to engine lubrication points.
Inverted Oil System, Inverted Flight – Refer to Figure 3-2. When the aircraft is inverted, engine oil falls to
the top of the crankcase. The weighted ball valve in the oil separator closes, preventing overboard loss of oil
through the top of the oil separator. Blow by gasses from the engine crankcase are vented from the sump to
the bottom of the oil separator and out through the overboard breather line. The top ball valve of the oil
valve is open, and the bottom ball valve is closed, allowing oil to flow out from the breather port, through
the breather tee, to the oil valve, through the sump fitting and the sump screen, to the oil pump and out to
engine lubrication points.
3-1
INVERTED OIL SYSTEM INSTALLATION WITH PARTS LIST AEROBATIC SERIES
Figure 3-1. Typical Inverted Oil System Component Identification

Any oil in lines which fails to return to the sump during the transition between normal and inverted flight
drains into the oil separator. This oil then return to the sump from the bottom of the oil separator during
periods of normal flight.
5. INSTALLATION.
The location of each component, the routing of each hose, and the final selection and location of fitting
must be planned carefully before commencing installation of the inverted oil system. Proper performance
can be assured by following several general rules:
a. The oil separator must be mounted as high as possible, and as far as possible toward the side of the
engine opposite the oil return port on the sump. The bottom of the oil separator must be at least two
inches above the top of the sump, and the centerline of the oil separator must be located at least 10
inches from the sump centerline on the side opposite the oil return port. The height requirement
ensures rapid emptying of the oil separator following the transition from inverted to normal flight. The
side location requirement prevents loss of oil during some types of maneuvers such as knife-edge
flight; if the oil separator and oil return port were located on the same side, oil could then run out of
the oil return port, filling the oil separator, with consequent loss through the overboard breather line.
3-2
b. Oil valve must be located such that its center port is horizontally aligned with the sump screen access
port. See Figures 8-3, 8-4, 8-5 and 8-6. The oil valve itself is equipped with alternate ports to permit
hose fittings to be attached either along its front or side (unused ports are blocked with plugs
supplied).
c. To maximize oil flow rates, avoid 90° fittings in oil lines. Exceptions: fittings in bottom of sump
must normally be 90° because of clearance conditions; fittings at top and side ports on the oil
separator are non-critical and may be the 90° type.
d. To ensure rapid return of oil to the sump from the oil separator, the fitting at the bottom of the oil
separator must be either straight, or 45° maximum. If a 90° fitting is used at this point, excessive oil
losses may result. See Figure 3-1.
e. All hose lengths should be as short as possible.
Figure 3-2. Schematic Section thru AEIO Engine Showing Oil

Circulation During Normal and Inverted Flight
3-3
f. Aircraft equipped with constant speed propellers require evaluation before modification for aerobatic
flight. During periods of zero oil pressure, some propeller types decrease pitch, while other types
increase pitch. Momentary interruption of engine oil pressure during aerobatic flight, which normally
occurs during certain maneuvers, may produce decreased pitch and cause engine overspeed if the
propeller is of the decreasing pitch type. For safe engine operation during aerobatic flight, therefore,
the propeller should be of the increasing pitch type.
g. All hoses should be routed and clamped in positions which provide smooth, sweeping curves. Sharp
bends should be avoided to prevent collapsed of hose walls and restrictions to oil flow.
h. The hose from the bottom of the oil separator must extend in a continuous downward slope to the
bottom of the sump. An elevated section in this hose run may result in excessive oil loss.
i. A breather fitting is provided to permit connection of hose to the crankcase breather port at the top
rear of the crankcase. See Figures 8-3, 8-4, 8-5 and 8-6.
j. The engine and engine compartment should be inspected for obstructions which may affect
installation of the oil system. For engines equipped with accessories or parts which prevent normal
installation, modifications will be required. Before proceeding with nonstandard modifications, be
sure the modification plan is compatible with the operating principles of the system and that care is
taken to ensure the mechanical integrity of the engine and airframe.
Dimensions for each component of the inverted oil system are shown in Figure 8-3.
6. INSTALLATION PROCEDURE.
When planning has been completed, proceed as follows for installation:
a. Remove drain plugs from sump and thoroughly drain all engine oil. See Section 8 for instructions on
depreservation.
b. Loosen the setscrew in the side of the sump fitting and swivel the rear portion of the fitting to the
required final angle. Considerable force may be required to swivel the fitting due to the friction of the
internal o-ring seals and the clamping action against the sump screen. A hose fitting may be
temporarily installed on the sump fitting to increase leverage. Tighten the setscrew to lock the angle.
c. Securely mount the oil valve in position on the engine mount or firewall. Verify that the center port is
horizontally aligned with the sump fitting. See Figures 8-3, 8-4, 8-5 or 8-6.
d. Securely mount the oil separator in position on the engine mount or firewall. When mounting oil
separator on a tubular engine mount using cushioned clamps, it may be necessary to drill additional
holes in the oil separator mounting bracket.
CAUTION
VERIFY THAT THE BOTTOM OF THE OIL SEPARATOR IS AS HIGH AS POSSIBLE AND
AT LEAST 2 INCHES ABOVE THE TOP OF THE SUMP AND AS FAR AS POSSIBLE TO
THE SIDE OPPOSITE THE OIL RETURN PORT. (CENTERLINE OF OIL SEPARATOR TO
BE AT LEAST 10 INCHES FROM ENGINE SUMP CENTERLINE.) SEE FIGURES 8-3, 8-4,
8-5 OR 8-6.
3-4
AEROBATIC ENGINES INVERTED OIL SYSTEM INSTALLATION WITH PARTS LIST
Figure 3-3. Dimensions of Inverted Oil System Components
3-5
INVERTED OIL SYSTEM INSTALLATION WITH PARTS LIST AEROBATIC ENGINES
e. Securely mount the breather tee in position on the engine mount or firewall.
f. Install required fittings in all engine and component ports. Use anti-seizing lubricating thread
compound. Normal fitting locations for typical installation are shown in Figure 3-1.
NOTE
The breather hose must be of proper size to maintain not less than zero and not more than 5
inches water pressure in the crankcase.
g. Measure, cut and install Aeroquip 601 for breather hose. See Figures 8-3, 8-5, 8-5 or 8-6.
NOTE
Three hose lengths are required: crankcase breather to breather tee, breather tee to upper
port of oil separator, and side port on oil separator to overboard breather line.
Use care during installation to ensure large radius curves without sharp bends or kinks. Observe
hose marking stripes during installation to avoid helical twists.
h. Measure and cut hose for remaining oil lines. Typical hose layout is shown in Figure 3-1. To
determine exact cutting length for hose using Aeroquip 816-10D hose fittings, allow exactly 1 inch for
each hose fitting.
NOTE
Four hose lengths are required; central sump oil outlet to lower oil valve port, sump fitting
to center oil valve port, bottom of breather tee to upper oil valve port, and lower oil
separator port to sump oil return port.
For steel braided hose, such as Aeroquip 601 hose, use abrasive cutting wheel to ensure clean,
professional quality cuts. Hold the hose squarely across the cutting wheel, and slowly press the hose
into the cutting wheel.
i. Thoroughly clean each hose length and attach hose fittings. For Aeroquip 601 hose, attach Aeroquip
816-10D hose fittings as follows:
(1) Unscrew the hose and sections of the fitting (red anodized).
(2) Insert hose in socket with twisting, pushing motion until hose is in line with back of socket thread.
(3) Mark hose position at rear of socket using grease pencil or tape.
(4) Without getting oil in cutting spur of nipple, lubricate inside of hose and nipple threads using SAE
30 oil.
(5) Insert nipple and engage socket threads.
3-6
(6) Making sure hose is not pushed out of socket, tighten the assembly. The final allowable gap
between nut faces is .031 inch.
(7) Verify that hose has remained in correct original position by checking mark on hose.
j. When all hose fittings are attached, thoroughly clean each hose section and install as required. Be sure
hose routing is as smooth as possible, free from sharp bends, and free from helical twisting. Securely
tighten all fittings.
k. Inspect all work for accuracy and mechanical integrity.
7. GROUND OPERATING CHECK AND ADJUSTMENT.
a. Add required quantity of engine oil.
NOTE
For severe aerobatic flight conditions, the importance of oil quality cannot be over
emphasized. See Section 4, item 8 for correct grades of lubrication oil.
b. Start engine. Oil pressure should rise to approximately normal readings after 10 to 15 seconds.
CAUTION
IF OIL PRESSURE FAILS TO RISE AFTER 30 SECONDS, SHUT OFF ENGINE. REFER
TO PARAGRAPH 7-1 FOR TROUBLE-SHOOTING PROCEDURES.
c. While idling, inspect oil lines and fittings for leaks. If noted, take corrective action.
d. Allow engine to warm up.
8. FLIGHT TEST.
CAUTION
GROUND CHECKS (PARAGRAPH 7) VERIFY CORRECT OPERATION OF PARTS OF

THE OIL SYSTEM WHICH FUNCTION DURING NORMAL FLIGHT ATTITUDES ONLY.
THE INITIAL FLIGHT FOR INVERTED OIL CIRCULATION SHOULD BE LIMITED TO
ABOUT 15 MINUTES, TO GUARD AGAINST POSSIBLE EXCESSIVE OIL LOSS FROM
SYSTEM LEAKS. SEE SECTION 4 FOR STARTING AND OPERATING INSTRUCTIONS
BEFORE FLYING AIRCRAFT.
a. Fly aircraft at safe aerobatic altitude and roll to inverted flight attitude. Oil pressure will drop while oil
lines purge, but should rise to normal in about 5 seconds. If oil pressure does not rise to normal within
15 seconds, roll immediately to normal flight attitude.
3-7
CAUTION
DO NOT FLY FOR MORE THAN TEN SECONDS IN THE FOLLOWING ATTITUDES:
1. VERTICAL FLIGHT, STEEP DIVE.
2. INVERTED FLIGHT, STEEP DIVE.
3. ZERO-G PERIODS.
4. WING-DOWN OR KNIFE-EDGE FLIGHTS.
IN THESE MODES THE OIL SYSTEM WILL NOT SCAVENGE AND ENGINE DAMAGE
CAN OCCUR. NORMALLY OIL PRESSURE WILL “FLICKER” FROM 10 TO 30 PSI
WHEN TRANSITIONING FROM UPRIGHT TO INVERTED FLIGHT; HOWEVER,
RETURN IMMEDIATELY TO NORMAL ATTITUDE ANYTIME OIL PRESSURE DROPS 20
PSI BELOW NORMAL.
b. Failure of oil pressure during initial inverted flight is typically caused by the difficulty of getting oil
flow started in dry hoses and passages. Try to start system circulation with a short series of steep dives
and climbs, then roll to inverted flight attitude. If oil pressure again fails to rise within 15 seconds,
return to normal flight. Inverted flight trials may be repeated a few times. If inverted oil pressure still
fails to rise land aircraft and trouble-shoot system (paragraph 10).
c. When normal oil pressure is initially developed during inverted flight, try a short sequence of
alternating inverted and normal flight attitudes. The slight flicker in oil pressure during the transition
between normal and inverted flight is normal and occurs as the balls in the oil valve switch oil
circulation paths.
NOTE
Because of the longer oil pick-up flow path, oil pressure inverted may be 5 to 10 pounds less
than oil pressure during normal flight.
d. Land aircraft and thoroughly inspect all hoses, fittings, and components for evidence of oil leakage.
Take corrective action, if required.
e. For any engine which is either new or recently overhauled, fly in the inverted attitude for a sufficient
period of time so that oil circulation will flush metal chips or other contaminating debris through the
system. Short periods of normal flight should be alternated with longer periods of inverted flight to
operate the ball valves during flushing. Flushing reduces the possibility of foreign material blocking
one of the ball valves in the Christen 801 System. Valve blockage will cause failure of oil pressure
during inverted flight.
9. DETERMINATION OF NORMAL OIL LEVEL.
a. Starting with engine at normal oil capacity (8 quarts for four cylinder models; 12 quarts for six
cylinder models) fly an aerobatic sequence of about 5 or 10 minutes.
b. Land and check oil level. As much as 1 quart of oil loss may be observed.
c. Fly another aerobatic sequence similar to that used in Step 1. Land and check oil level again.
3-8
d. Continue this procedure until oil losses per flight are abruptly reduced. Typically, this level is between
6 and 7 quarts.
e. This establishes the normal operating level. When oil is added beyond this normal operating level, the
excess oil can be expected to be thrown off fairly quickly. However, at the normal operating level, a
series of five or six 10 minute severe, unlimited class aerobatic sequences can be flown per quart of
oil loss.
10. TROUBLE-SHOOTING AND REPAIR.
NOTE
A trouble-shooting chart for the engine will be found in Section 7.
If oil system malfunctions are noted, inspect the system, keeping in mind its basic principles of operation.
Possible problems and causes which may occur are tabulated below.
a. Normal Flight OK, No Oil Pressure when Inverted.
(1) Faulty seal at sump plug. Inspect sump plug o-ring for damage. Be sure sump plug is properly
seated.
(2) Accumulated engine oil sludge or foreign material in oil valve presents free operation of balls.
Disassemble and clean thoroughly.
(3) Collapsed breather hose. Reroute or replace hose.
(4) Obstruction in breather hose or breather tee. Disassemble and clean thoroughly.
(5) Sludge or foreign material in oil separator causing faulty valve sealing. Disassemble and clean
thoroughly.
(6) Operation in cold weather with insufficient warm-up or excessive oil viscosity. See paragraph 4,
Section 4.
(7) Damaged and leaking valve seats in oil valve. Test valve and reseat balls as described in paragraph
11, a.
(8) Damaged and leaking valve seats in oil separator. Reseat ball as described in paragraph 11, a.
(9) Sluggish pressure indication resulting from restrictor-type fitting on oil pressure gauge port. See
paragraph 7.
b. Low Oil Pressure in Normal Flight.
(1) Sump screen clogged. Disconnect hose at sump fitting, remove sump fitting, extract sump screen,
and clean thoroughly.
3-9
(2) Obstruction in oil valve. Disassemble and clean thoroughly.
(3) Defective oil pump; defective pressure gauge. Test and repair as required.
(4) Oil pressure not checked and adjusted after system installation. Adjust as described in Section 6,
item 3.
(5) Damaged seats in oil valve; reseat balls. See paragraph 11, a.
c. Excessive Oil Loss.
(1) Oil separator mounted too low. Reposition oil separator and extend hose lengths as required.
(2) Oil return hose between bottom of oil separator and sump not routed in smooth, continuously
downward direction. Reroute hose as required.
(3) Restrictive fitting installed at bottom of oil separator. Replace restrictive fitting with straight or
45° fitting.
(4) Performance of unusual aerobatic maneuver series in rapid succession without enough time in
normal flight for oil to drain from oil separator. See paragraph 7.
(5) Oil level maintained above normal aerobatic oil level.
(6) Oil separator not mounted as far as possible to the side opposite the oil return port in the sump.
Reposition as required.
(7) Restriction in breather hose causing crankcase pressure which forces oil overboard through oil
return line and oil separator. Clean or replace.
11. MAINTENANCE.
The inverted oil system normally required no maintenance. During major overhauls or when repairs
require sump removal, inspect sump for excessive deposits of sludge, varnish, or foreign material. If sump is
dirty, remove and thoroughly clean all hoses and components; then use compressed air blast for drying and
cleanout before assembly.
a. Reseating Valve Balls –
Marginal operation of valves may result fro nicks in the valve seats which cause leakage when the
valve should be closed. Such nicks can be caused by mishandling or by small chips of metal being
caught between the ball and the seat as the valve operates during initial run-in of a new or newly
overhauled engine. Valves may be tested for suspected leakage as follows:
(1) Verify that unused ports are plugged.
(2) Hold the valve so that its axis is vertical and cover the lower port using a finger.
3-10
(3) Suck on the center port to produce partial vacuum, then place the tongue over the center port to
retain vacuum; ball valve seating should be sufficient to retain the partial vacuum for 2 to 3
seconds.
(4) Invert the valve and repeat steps 2 and 3 above.
To reseat the valve if seat nicks and leakage are found, proceed as follows:
(1) Disassemble the valve and remove the ball; remove an end retaining ring, then strike the oil valve
sharply against a padded bench top to drive the end cap out of the valve body.
(2) Thoroughly clean all oil passages, including ball and valve seat.
(3) Place the ball in position on its seat; place a brass, aluminum, or other soft metal rod against the
ball and tap the rod with a single, sharp hammer blow to reshape the valve seat to the ball.
(4) Inspect the o-ring and replace if damaged. Coat the o-ring with light oil or grease and reassemble
the valve. The end cap should snap into the valve body. Be sure the retaining ring is fully seated in
its groove.
(5) Recheck the valve for leakage before installation. Perform all ground and flight tests.
12. CLEANING INVERTED OIL SYSTEM.
The inverted oil system must be flushed with a suitable petroleum solvent, such as Varsol, every 300
(three hundred) hours of engine operation or when there is evidence of the loss of oil through the breather
after normal flight.
13. REPLACEABLE PARTS LIST.
The following illustrations and parts lists identify all inverted oil system parts which can be ordered for
repair through all Lycoming distributors. With all parts orders, be sure to include part number and
description of parts. If part number is not known, include complete description, location and part application
with inquiry.
3-11
INVERTED OIL SYSTEM INSTALLTION WITH PARTS LIST AEROBATIC ENGINES
70484 Oil Suction Screen

(This part is installed in the engine oil sump; it is not included with kit.)
LW-13749 Oil Separator

(Normally installed on firewall or engine mount. Requires two AN842-12D or -16D hose elbows and one
MS20823-10D elbow to mate with appropriate hoses and -10 size (5/8 in.) hose fitting.)
Index No. Description Part No. Quantity

1 Can assembly 30009-501 1
2 Clamp, worm drive 50003-072 2
3 Bracket 30008-001 1
3-12
LW-13750 Oil Valve

(Normally installed on firewall or engine mount. Requires three AN816-10D nipples for hose
connection.)

1 Valve body assembly 30051-501 1
2 Plug, hex drive 50039-005 3
3 Retaining ring, internal 50024-026 2
4 Body plug 30003-001 2
5 O-ring 50004-027 2
6 Ball, corrosion resistant 30078-001 2
7 Spring, compression 50015-854 1
LW-13751 Sump Fitting, Oil Suction

(45° adjustable: swivels 360° with leak proof o-ring seals and clamping screw.) This part is installed in
the engine; it is not included with the kit. It must be adjusted to the required angle at time oil line is
connected to it.

1 Sump bushing 30043-001 1
2 Setscrew, cup point 50016-065 1
3 Retaining ring, external 50020-016 1
4 Sump elbow 30048-001 1
5 O-ring 50004-018 2
3-13
LW-13752 Oil Suction Hole Sump Plug

(Includes o-ring seal.) Installed in front end of sump screen to block oil flow passage to screen. This part
is installed in engine; it is not included with kit.

6 Sump plug 30002-001 1
7 O-ring 50004-111 1
Not Shown Gasket, sump fitting 50042-016 1
LW-13753 Oil Strainer Sump Fitting

(Installed in sump drain port.) Supplied with AN929-10 cap for use on unused fitting port. Mates directly
with -10 size (5/8 in.) hose fitting.
LW-13754 Oil Return Sump Fitting

Normally installed in forward engine sump drain port. Mates directly with -10 size (5/8 in.) hose fitting.
3-14
LW-13755 Breather Tee - -320, -360 Series

LW-13902 Breather Tee - -540 Series
(Normally installed on firewall or on engine mount.) Mates directly with -10 (5/8 in.) or -12 (3/4 in.) hose
fitting.

1 Tee assembly 30080-501 1
2 Nut, flared tube bulkhead 50031-010 1
3 Gasket 50041-010 1
4 Bracket assembly 30073-501 1
3-15
SECTION 4
OPERATING INSTRUCTIONS
Page
General.......................................................................................................................................................... 4-1
Prestarting Items of Maintenance .............................................................................................................. 4-1
Starting Procedures ..................................................................................................................................... 4-2
Ground Running and Warm-Up ................................................................................................................ 4-2
Ground Check .............................................................................................................................................. 4-3
Operation in Flight
Oil Pressure Indication............................................................................................................................. 4-4
Leaning Procedure.................................................................................................................................... 4-5
Engine Flight Chart ..................................................................................................................................... 4-8
Performance Curves .................................................................................................................................. 4-12

AEROBATIC ENGINES OPERATING INSTRUCTIONS
SECTION 4
OPERATING INSTRUCTIONS
1. GENERAL. Close adherence to these instructions will greatly contribute to long life, economy and
satisfactory operation of the engine.
NOTE
YOUR ATTENTION IS DIRECTED TO THE WARRANTIES THAT APPEAR IN THE

FRONT OF THIS MANUAL REGARDING ENGINE SPEED, THE USE OF SPECIFIED
FUELS AND LUBRICANTS, REPAIRS AND ALTERATIONS. PERHAPS NO OTHER ITEM
OF ENGINE OPERATION AND MAINTENANCE CONTRIBUTES QUITE SO MUCH TO
SATISFACTORY PERFORMANCE AND LONG LIFE AS THE CONSTANT USE OF
CORRECT GRADES OF FUEL AND OIL, CORRECT ENGINE TIMING, AND FLYING
THE AIRCRAFT AT ALL TIMES WITHIN THE SPEED AND POWER RANGE SPECIFIED
FOR THE ENGINE. DO NOT FORGET THAT VIOLATION OF THE OPERATION AND
MAINTENANCE SPECIFICATIONS FOR YOUR ENGINE WILL NOT ONLY VOID YOUR
WARRANTY BUT WILL SHORTEN THE LIFE OF YOUR ENGINE AFTER ITS WARRANTY
PERIOD HAS PASSED.
New engines have been carefully run-in by Lycoming and therefore, no further break-in is necessary
insofar as operation is concerned; however, new or newly overhauled engines should be operated on straight
mineral oil for a minimum of 50 hours or until oil consumption has stabilized. After this period, a change to
an approved additive oil may be made, if so desired. See latest revision of Lycoming Service Instruction No.
1014 for specific lubricating oil instructions.
NOTE
Cruising should be done at 65% to 75% power until a total of 50 hours has accumulated or
oil consumption has stabilized. This is to ensure proper seating of the rings and is applicable
to new engines, and engines in service following cylinder replacement or top overhaul of one
or more cylinders.
The minimum fuel octane rating is listed in the flight chart, Part 8 of this section. Under no circumstances
should fuel of a lower octane rating or automotive fuel (regardless of octane rating) be used.
2. PRESTARTING ITEMS OF MAINTENANCE. Before starting the aircraft engine for first flight of the day,
there are several items of maintenance inspection that should be performed. These are described in Section 5
under Daily Pre-Flight Inspection. They must be observed before the engine is started.
CAUTION
DO NOT START ANY AEIO SERIES ENGINE THAT DOES NOT HAVE THE INVERTED
OIL SYSTEM INSTALLED; TO DO SO WIL CAUSE ENGINE DAMAGE BECAUSE OF OIL
STARVATION.
4-1
OPERATING INSTRUCTIONS AEROBATIC ENGINES
3. STARTING PROCEDURES.
The following starting procedures are recommended, however, the starting characteristics of various
installations may necessitate some variation from these procedures.
a. Cold Engines.
(1) Perform pre-flight inspection.
(2) Set alternate air control in “off” position.
(3) Set propeller governor control in “Full RPM” position (where applicable).
(4) Turn fuel valve “On”.
(5) Open throttle approximately ¼ travel.
(6) Turn boost pump “On”.
(7) Move mixture control to “Full Rich” until a slight but steady fuel flow is noted (approximately 3
to 5 seconds) and return mixture control to “Idle Cut-Off”.
(8) Set magneto selector switch. (Consult airframe manufacturer’s handbook for correct position.)
(9) Engage starter.
(10) When engine fires move the magneto switch to “Both”.

(11) 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.
b. Hot Engines. Because of the fact that the fuel percolates and the system must be cleared of vapor, it is
recommended that the same procedure be used as outlined for cold engine start.
4. COLD WEATHER STARTING. In very cold weather it is important to use the proper viscosity engine oil
and to run the engine sufficiently long to bring the engine oil to the normal operating temperature. Cold oil
will not circulate well in cold lines and other engine parts, so the flow of oil from an engine sump through
the external hoses, valve and fittings of the inverted oil system will be severely impeded until the oil, the
engine, and all external system parts are warmed up. Once the engine oil itself is warm, the aircraft should
be flown inverted for an extended period to allow the oil to warm up the oil separator and associated
external lines. When all system components are warm, the system function and oil pressure should be
normal. It may be necessary in some very cold areas to modify or partially bypass the engine oil cooling
system to keep the oil at normal operating temperature.
5. GROUND RUNNING AND WARM-UP.
The engines covered in this manual are air-pressure cooled and depend on the forward speed of the aircraft
to maintain proper cooling. Particular care is necessary, therefore, when operating these engines on the
ground. To prevent overheating, it is recommended that the following precautions be observed.
4-2
NOTE
Any ground check that requires full throttle operation must be limited to three minutes, or
less if indicated cylinder head temperature should exceed the maximum stated in this manual.
a. Head the aircraft into the wind.
b. Leave mixture in the “Full Rich”.
c. Operate only with the propeller in minimum blade angle setting.
d. Warm-up at approximately 1000-1200 RPM. Avoid prolonged idling and do not exceed 2200 RPM on
the ground.
e. Engine is warm enough for take-off when the throttle can be opened without the engine faltering.
f. In these aerobatic engines, the oil flow path from the engine sump to the engine oil pump is much
longer than it is on an engine without an inverted flight oil system. As a result, there is a greater
resistance to the flow of oil to the pump, and a so-called “pressure drop” effect occurs. This condition
varies with the viscosity of the engine oil, the arrangement of hoses and fittings in the system, and the
size of the engine. Since oil viscosity varies with temperature, oil pressure change with increasing
engine oil temperature will be different in these engines than it is in a non-aerobatic engine. When a
conventional engine is cold, oil pressure is normally high and it falls to the recommended operation
range as the engine warms up. In these aerobatic engines, cold and high viscous oil lowers oil pressure
due to the pressure drop effect, and the pressure rises to the recommended operating range as the
engine warms up. In some cases, there is a balance between the pressure drop effect and the change of
oil viscosity with temperature, and no oil pressure change occurs as oil temperature changes. This
depends on the particular engine characteristics and the oil system arrangement.
6. GROUND CHECK.
a. Warm-up as directed above.
b. Check both oil pressure and oil temperature.
c. Leave mixture in “Full Rich”.
d. (Where applicable) Move the propeller control through its complete range to check operation and
return to full low pitch position. Full feather check (twin engine) on the ground is not recommended
but the feathering action can be checked by running the engine between 1000-1500 RPM; then
momentarily pulling the propeller control into the feathering position. Do not allow the RPM to drop
more than 500 RPM.
e. A proper magneto check is important. Additional factors, other than the ignition system, affect
magneto drop-off. They are load-power output, propeller pitch and mixture strength. The important
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.
4-3
(1) (Controllable Pitch Propeller) With the propeller in minimum pitch angle, set the engine to
produce 50 – 65% power as indicated by the manifold pressure gage. Set mixture control in the
full rich position. At these settings, the ignition system and spark plugs must work harder because
of the greater pressure within the cylinders. Under these conditions ignition problems, if they
exist, will occur. Magneto checks at low power settings will only indicate fuel-air distribution
quality.
NOTE
Aircraft that are equipped with fixed pitch propellers, or not equipped with manifold
pressure gage, may check magneto drop-off with engine operating at a maximum of
2000/2100 RPM.
(2) Switch from both magnetos to one and note drop-off, return to both until engine regains speed and
switch to the other magneto and note drop-off, then return to both. Drop-off must not exceed 175
RPM and must not exceed 50 RPM between magnetos. A smooth drop-off past normal is usually a
sign of a too lean or too rich mixture.
(3) If the RPM drop exceeds 175 RPM, slowly lean the mixture until the RPM peaks. Then retard the
throttle to the RPM specified in step e. (1) for the magneto check and repeat the check. If the drop-
off does not exceed 175 RPM, the difference between the magnetos does not exceed 50 RPM, and
the engine is running smoothly, then the ignition system is operating properly. Return the mixture
to full rich.
f. Do not operate on a single magneto for too long a period, a few seconds is usually sufficient to check
drop-off and will minimize plug fouling.
7. OPERATION IN FLIGHT.
a. See airframe manufacturer’s instructions for recommended power settings.
b. Throttle movements from full power to idle or from idle to full power are full range movements. Full
range throttle movements must be performed over a minimum time duration of 2 to 3 seconds.
Performing a full range throttle movement at a rate of less than 2 seconds is considered a rapid or
instant movement. Performing rapid movements may result in detuned counterweights which may
lead to failure of the counterweight lobes and subsequent engine damage.
c. Oil Pressure Indication – It is normal for oil pressure to “flicker” momentarily from 10 to 30 psi when
transitioning from upright to inverted flight. This “flicker” should last about a second, and oil pressure
in the inverted flight attitude should be the same as in the upright flight attitude. (Some engines have a
restricted orifice fitting at the oil pressure port to prevent major loss of oil in the event of an oil
pressure line failure. This restrictor dampens the oil pressure gauge reaction to oil pressure change,
and causes the gauge to lag actual pressure substantially.) The normal “flicker” of oil pressure when
transitioning from upright to inverted flight and vice versa may become a prolonged pressure change
indication lasting up to four or five seconds in engines with the restricted orifice fitting. It should be
remembered that this is an oil pressure gauge phenomenon and not an indication that the oil system is
not functioning properly. A slow rather than “flicker-like” change of pressure when no restrictor is
present does indicate an oil system problem, and the system should be thoroughly checked when this
occurs.
4-4 Revised November 2009 – 60297-21-1

d. Momentary Loss of Oil Pressure –
(1) Oil pressure may be interrupted momentarily in certain aircraft attitudes or during certain
combinations of maneuvers. These attitudes and maneuver combinations are generally of the type
which can only be maintained for short periods of time, so there is no serious effect on engine
performance. The effect is normal and should not be construed as a system malfunction.
(2) The main cause of momentary loss of oil pressure is that in certain attitudes, the oil in the sump
(or at top of the crankcase during inverted flight) is placed so that it cannot be drawn into the oil
pickup line (or breather line, for inverted flight). For example, during a vertical or steep inverted
dive the engine oil will fall to the front or top-front of the engine so that neither the breather line
nor the oil feed line at the sump has an available supply of oil.
60297-21-1 – Added November 2009 4-4A/B

(3) A secondary cause of oil pressure loss is that conditions may occur which result in uncertain
closure of the ball valves in the oil valve. For example, if an abrupt entry into knife-edge flight is
made from a zero-g condition, it is possible for both balls in the oil valve to be jarred from their
proper positions, with a resultant interruption in oil flow in the oil pickup line.
(4) Oil pressure is usually maintained by the existing oil in the oil feed line for a short period of time
after the oil supply is interrupted in some aerobatic attitudes. These effects vary depending on the
engine type, quantity of oil in the engine, and the design of the particular installation.
CAUTION
DO NOT FLY FOR MORE THAN TEN SECONDS IN THE FOLLOWING ATTITUDES:
1. VERTICAL FLIGHT, STEEP DIVE.
2. INVERTED FLIGHT, STEEP DIVE.
3. ZERO-G PERIODS.
4. WING-DOWN OR KNIF-EDGE FLIGHTS.
IN THESE MODES THE OIL SYSTEM WILL NOT SCAVENGE AND ENGINE DAMAGE
CAN OCCUR. NORMALLY OIL PRESSURE WILL “FLICKER” FROM 10 TO 30 PSI
WHEN TRANSITIONING FROM UPRIGHT TO INVERTED FLIGHT; HOWEVER,
RETURN IMMEDIATELY TO NORMAL ATTITUDE ANYTIME OIL PRESSURE DROPS 20
PSI BELOW NORMAL.
e. Oil Loss from Unusual Maneuvers –
(1) If the system is functioning properly, only very small losses from normal oil level will occur.
(2) Certain uncommon aerobatic maneuvers, if performed for an extended period of time or in rapid
repetitive sequences, may result in abnormal oil losses. For example, if an aircraft performs a
lengthy series of vertical roll-type maneuvers in rapid succession, from inverted flight entry and
with inverted recovery, oil which accumulates in the oil separator has no opportunity to return to
the engine sump. As a result, the oil eventually flows overboard through the breather line. Such a
series of maneuvers would be performed rarely, and then only in unusual competition practice and
not in competition sequence. The oil loss problem in such practice can be eliminated simply by
bringing the aircraft to the normal upright attitude occasionally to allow oil accumulated in the oil
separator to return to the engine sump.
f. Fuel Mixture Leaning Procedure –
Improper fuel/air mixture during flight is responsible for many 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-plants, utilize the instructions in this
publication any time the fuel/air mixture is adjusted during flight.
Manual leaning may be monitored by exhaust gas temperature indication, fuel flow indication, and
by observation of engine speed and/or airspeed. However, whatever instruments are used in
monitoring the mixture, the following general rules should be observed by the operator of Lycoming
aircraft engines.
60297-21-1 – Revised November 2009 4-5

GENERAL RULES
Never exceed the maximum red line cylinder head temperature limit.
For maximum service life, cylinder head temperatures should be maintained below 435°F (224°C) during
high performance cruise operation and below 400°F (205°C) for economy cruise powers.
Maintain mixture control in “Full Rich” position for rated take-off, climb and maximum cruise powers
(above approximately 75%). However, during take-off from high elevation airport or during climb,
roughness or loss of power may result from over-richness. In such a case adjust mixture control only
enough to obtain smooth operation – not for economy. Observe instruments for temperature rise.
Always return the mixture to full rich before increasing power settings.
During let-down flight operations it may be necessary to manually lean engines to obtain smooth
operation.
a. LEANING WITH EXHAUST GAS TEMPERATURE GAGE.
(1) Maximum Power Cruise (approximately 75% power) – Never lean beyond 150°F on rich side of
peak EGT unless aircraft operator’s manual shows otherwise. Monitor cylinder head temperatures.
(2) Best Economy Cruise (approximately 75% power and below) – Operate at peak EGT.
b. LEANING WITH FLOWMETER.
Lean to applicable fuel flow tables or lean to indicator marked for correct fuel flow each power
setting.
c. LEANING WITH MANUAL MIXTURE CONTROL (Economy Cruise, 75% power or less) without
flowmeter or EGT gage).
(1) Slowly move mixture control from “Full Rich” position toward lean position.
(2) Continue leaning until slight loss of power is noted (loss of power may or may not be
accomplished by roughness).
(3) Enrich until engine runs smoothly and power is regained.
As shown in Figure 4-1, if engine speed and throttle setting are kept constant at normal cruise
conditions, the effect of leaning on engine power and engine temperatures will be as shown. Power
drops rapidly when the engine is leaned beyond peak exhaust gas temperature; also, best power is
attained on the rich side of peak exhaust gas temperature.
4-6
Figure 4-1. Representative Effect of Leaning on Cylinder Head Temperature,

EGT (Exhaust Gas Temperature), Engine Power and Specific Fuel Consumption
at Constant Engine RPM and Manifold Pressure
4-7
8. ENGINE FLIGHT CHART.
FUEL AND OIL –

Aviation Grade Fuel
Model Series (Minimum Grade)
AEIO-320 ............................................................................................................... 80/87 octane

AEIO-320-D .........................................................................................91/96 or 100/130 octane
AEIO-360-A ....................................................................................................... 100/130 octane
AEIO-360-B..........................................................................................91/96 or 100/130 octane
AEIO-540..............................................................................................91/96 or 100/130 octane
AEIO-540-L................................................................................................... 100/100LL octane
NOTE
Aviation grade 100LL fuels in which the lead content is limited to 2 c.c. per gallon are
approved for continuous use in these engines.
FUEL PRESSURE PSI –
Model Max. (psi) Min. (psi) Min. Idle
AEIO-320, 360
Inlet to fuel pump 35 -2
Inlet to fuel injector (-320) 45 12
Inlet to fuel injector (-360) 45 14
AEIO-540-D Series
Inlet to fuel injector 45 14 12
AEIO-540-L1B5D Series
Inlet to fuel injector 40 18 12
FUEL CONSUMPTION –
Gal./Hr.
AEIO-320 Series
Normal Rated (2700 RPM, 150 HP)................................................................................................. 13.8/15.2
75% Rated (2450 RPM, 110 HP)...............................................................................................................10.0
65% Rated (2350 RPM, 97 HP)...................................................................................................................8.8
AEIO-320-D Series
Normal Rated (2700 RPM, 160 HP)..........................................................................................................13.8
75% Rated (2450 RPM, 120 HP)...............................................................................................................10.0
65% Rated (2350 RPM, 104 HP).................................................................................................................8.8
AEIO-360-A Series
75% Rated (2450 RPM, 150 HP).............................................................................................................. 12.3
65% Rated (2350 RPM, 130 HP).................................................................................................................9.5
4-8
FUEL CONSUMPTION (CONT) –
Gal./Hr.
AEIO-360-B, -H Series
75% Rated (2450 RPM, 135 HP)...............................................................................................................11.0
65% Rated (2350 RPM, 117 HP).................................................................................................................8.5
AEIO-540-D Series
75% Rated (2450 RPM, 195 HP)...............................................................................................................19.0
65% Rated (2350 RPM, 155 HP)...............................................................................................................14.0
AEIO-540-L Series
75% Rated (2450 RPM, 225 HP)...............................................................................................................18.0
65% Rated (2350 RPM, 180 HP)...............................................................................................................12.8
OIL – (All Models) –
*Recommended Grade Oil

MIL-L-22851
Average MIL-L-6082 Ashless Dispersant
Ambient Air Grades Grades
All Temperature -------- SAE 15W-50 or 20W-50

Above 80°F (26.67°C) SAE 60 SAE 60
Above 60°F (15.55°C) SAE 50 SAE 40 or SAE 50
30°F (-1.11°C) to 90°F (32.22°C) SAE 40 SAE 40
0°F (-17.77°C) to 70°F (21.11°C) SAE 30 SAE 40 or SAE 30
Below 10°F (-12.22°C) SAE 20 SAE 30
* - Refer to the latest edition of Service Instruction No. 1014.
Average
Ambient Air Desired Maximum
Above 80°F (26.67°C) 180°F (82°C) 245°F (118°C)

Above 60°F (15.55°C) 180°F (82°C) 245°F (118°C)
30°F (-1.11°C) to 90°F (32.22°C) 180°F (82°C) 245°F (118°C)
0°F (-17.77°C) to 70°F (21.11°C) 170°F (77°C) 225°F (107°C)
Below 10°F (-12.22°C) 160°F (71°C) 210°F ( 99°C)
Engine oil temperature should not be below 140°F (60°C) during continuous operation.
4-9
OIL SUMP QUANTITIES –
Max. Sump Min. Safe Max. Angle Degrees

Capacity Qty. in Sump Nose Up Nose Down
AEIO-320 8 qts. 4 30° 20°

AEIO-360 (180 HP) 8 qts. 4 30° 25°
AEIO-360 (200 HP) 8 qts. 4 30° 20°*
AEIO-540 12 qts. 6 30° 18°
AEIO-540-L1B5D 16 qts. 8** 37° 20°
* - This 20° angle applies when the fitting with the 3-1/2 inch extension is installed. With the present
fitting, the maximum nose down angle is 8°.
** - Minimum safe quantity of oil in sump for 37° nose up and 25° nose down is 9 qts.
OIL PRESSURE – (All Models) –
Oil Pressure Maximum Minimum* Idling
Normal Operating 90 60 25
Start and Warm-Up 100 55 25
* - See Section 6, Item 3 for oil pressure relief valve adjustment.
OIL CONSUMPTION –
Max. (Qt./Hr.)
Oil Cons.
AEIO-320 Series
75% Rated (2450 RPM, 110 HP)...............................................................................................................0.37
65% Rated (2350 RPM, 97 HP).................................................................................................................0.33
AEIO-320-D Series
75% Rated (2450 RPM, 120 HP)...............................................................................................................0.40
65% Rated (2350 RPM, 104 HP)...............................................................................................................0.35
AEIO-360-A Series
75% Rated (2450 RPM, 150 HP)...............................................................................................................0.50
65% Rated (2350 RPM, 130 HP)...............................................................................................................0.44
75% Rated (2450 RPM, 135 HP)...............................................................................................................0.45
65% Rated (2350 RPM, 117 HP)...............................................................................................................0.39
4-10
OIL CONSUMPTION (CONT.) –
Max. (Qt./Hr.)
Oil. Cons.
AEIO-540-D Series
75% Rated (2450 RPM, 195 HP)...............................................................................................................0.87
60% Rated (2350 RPM, 155 HP)...............................................................................................................0.52
AEIO-540-L1B5D Series
75% Rated (2450 RPM, 225 HP)...............................................................................................................0.75
60% Rated (2350 RPM, 180 HP)...............................................................................................................0.60
CYLINDER HEAD TEMPERATURE –
Max. permissible..........................................................................................................................500°F (260°C)
NOTE
Cylinder head temperature taken at bayonet location. For maximum service life of the engine
maintain cylinder head temperatures between 150°F (66°C) and *400°F (204°C) during
continuous operation.
* - For AEIO-540 series engines, maximum cylinder head temperature of 435°F (224°C) is
permissible for continuous operation.
9. ENGINE SHUT-DOWN.
a. Set propeller at minimum blade angle (where applicable).
b. Idle until there is a decided decrease in cylinder head temperature.
c. Move mixture control to “Idle Cut-Off”.
d. When engine stops, turn ignition switch off.
4-11
Figure 4-2. Part Throttle Fuel Consumption –

AEIO-320-D
4-12
Figure 4-3. Se Level and Altitude Performance Curve –
AEIO-320-D
4-13

AEIO-320-E Series
4-14
Figure 4-5. Sea Level and Altitude Performance Curve –
AEIO-320-E Series
4-15

AEIO-360-A Series
4-16
AEIO-360-A Series
4-17

4-18
4-19

AEIO-540-D Series
4-20
AEIO-540-D Series
4-21

AEIO-540-L Series
4-22
AEIO-540-L Series
4-23
The Page Intentionally Left Blank.
SECTION 5
PERIODIC INSPECTIONS
Page
General.......................................................................................................................................................... 5-1
Daily Pre-Flight............................................................................................................................................ 5-2
25-Hour Inspection ...................................................................................................................................... 5-2
50-Hour Inspection ...................................................................................................................................... 5-2
100-Hour Inspection .................................................................................................................................... 5-3
400-Hour Inspection .................................................................................................................................... 5-4
Non-Scheduled Inspections ......................................................................................................................... 5-4

AEROBATIC ENGINES PERIODIC INSPECTIONS
SECTION 5
PERIODIC INSPECTIONS
NOTE
Perhaps no other factor is quite 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 are found.
The operator should bear in mind that the items listed in the following pages do not
constitute a complete aircraft inspection, but are meant for the engine only. Consult the
airframe manufacturer’s handbook for additional instructions.
Pre-Starting Inspection – The daily pre-flight inspection is a check of the aircraft prior to the first flight of
the day. This inspection is to determine the general condition of the aircraft and engine.
The importance of proper pre-flight inspection cannot be over emphasized. Statistics prove several
hundred accidents occur yearly directly responsible to poor pre-flight inspection.
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.
5-1
PERIODIC INSPECTIONS AEROBATIC ENGINES
1. DAILY PRE-FLIGHT.
a. Be sure all switches are in the “Off” position.
b. Be sure magneto ground wires are connected.
c. Check oil level.
d. See that fuel tanks are full.
e. Check fuel and ol line connections, note minor indications for repair at 50-hour inspection. Repair any
major leaks before aircraft is flown.
f. Open the fuel drain to remove any accumulation of water and sediment.
g. Make sure all shields and cowling are in place and secure. If any are missing or damaged, repair or
replacement should be made before the aircraft is flown.
h. Check controls for general condition, travel and freedom of operation.
i. Induction system air filter should be inspected and serviced in accordance with the airframe
manufacturer’s recommendations.
2. 25-HOUR INSPECTION. After the first twenty-five hours operating time, new, rebuilt or newly
overhauled engines should undergo a 50-hour inspection including draining and renewing lubricating oil.
3. 50-HOUR INSPECTION. In addition to the items listed for daily pre-flight inspection, the following
maintenance checks should be made after every 50 hours of operation.
a. Ignition System –
(1) If fouling of spark plugs has been apparent, rotate bottom plugs to upper position.
(2) Examine spark plug leads of cable and ceramics for corrosion and deposits. This condition is
evidence of either leaking spark plugs, improper cleaning of the spark plug walls or connector
ends. Where this condition is found, clean the cable ends, spark plug walls and ceramics with a
dry, clean cloth or a clean cloth moistened with methyl-ethyl-ketone. All parts should be clean and
dry before reassembly.
(3) Check ignition harness for security of mounting clamps and be sure connections are tight at spark
plug and magneto terminals.
b. Fuel and Induction System – 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 filter care or damaged filter. Check vent lines for evidence of fuel
or oil seepage; if present, fuel pump may require replacement.
5-2
AEROBATIC ENGINES PERIODIC INSPECTIONS
c. Lubrication System –
(1) Remove oil suction and oil pressure screens and check carefully for presence of metal particles
that are indicative of internal engine damage. This step is not feasible unless oil is being changed
and should be omitted on installations employing an external full flow oil filter.
WARNING
WHEN THE OIL SUCTION SCREEN IS REMOVED, EXTREME CARE MUST BE TAKEN
TO SEE THAT THE SUMP PLUG, LOCATED IN THE EXTREME END OF THE
SCAVENGER OIL CHAMBER, IS NOT DISLODGED FROM ITS LOCATION. SEE
FIGURE 3-2. IF THIS PLUG IS NOT SECURE IN ITS CORRECT LOCATION,
LUBRICATION FAILURE WILL OCCUR WITH SEVERE DAMAGE TO THE ENGINE.
(2) Replace elements on external full flow oil filters. Before disposing of used element check interior
folds for traces of metal particles that might be evidence of internal engine damage.
NOTE
Intervals between oil changes can be increased as much as 100% on engines equipped with
full flow oil filters – provided the element is replaced each 50 hours of operation.
d. Exhaust System – Check attaching flanges at exhaust ports on cylinder for evidence of leakage. If they
are loose, they must be removed and machined flat before they are reassembled and tightened.
Examine exhaust manifolds for general condition.
e. Cooling System – Check 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.
f. Cylinders – Check rocker box covers for evidence of oil leaks. If found, replace gasket and tighten
screws to specified torque (50 in.-lbs.).
Check cylinders for evidence of excessive heat which is indicated by discoloration. 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 during 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 or detrimental to engine performance and operation. If it can be proven that leakage
exceeds these conditions, the cylinder should be replaced.
4. 100-HOUR INSPECTION. In addition to the items listed for daily pre-flight and 50-hour inspection, the
following maintenance checks should be made after every one hundred hours of operation.
a. Electrical System –
(1) Check all wiring connected to the engine or accessories. Any shielded cables that are damaged
should be replaced. Replace clamps or loose wires and check terminals for security and
cleanliness.
5-3
PERIODIC INSPECTIONS AEROBATIC ENGINES
(2) Remove spark plugs; test, clean and regap. Replace if necessary.
b. Lubrication System – Drain and renew lubrication oil.
c. Magnetos – Check breaker points for pitting and minimum gap. Check for excessive oil in the breaker
compartment, if found, wipe dry with a clean line free cloth. The felt located at the breaker points
should be lubricated in accordance with the magneto manufacturer’s instructions. Check magneto to
engine timing. Timing procedure is described in Section 6, par. 1.b. of this manual.
d. Engine Accessories – Engine mounted accessories such as pumps, temperature and pressure sensing
units, and inverted oil system should be checked for secure mounting, tight connections.
e. Cylinders – Check cylinders visually for cracked or broke fins.
f. Engine Mounts – Check engine mounting bolts and bushings for security and excessive wear. Replace
any bushings that are excessively worn.
g. Fuel Injector Nozzles and Fuel Lines – Check fuel injector nozzles for looseness. Tighten to 60 in.-
lbs. torque. Check fuel lines for fuel stains which are indicative of fuel leaks. Repair or replacement
must be accomplished before the aircraft resumes operation.
5. 400-HOUR INSPECTION. In addition to the items listed for daily pre-flight, 50-hour and 100-hour
inspection, the following maintenance checks should be made after every 400 hours of operation.
Valve Inspection – Remove rocker box covers and check for freedom of valve rockers when valves are
closed. Look for evidence of abnormal wear or broken parts in the area of the valve tips, valve keeper,
springs and spring seats. If 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 any
parts that do not conform with limits shown in the latest revision of Table of Limits Publication No. SSP-
1776.
6. NON-SCHEDULED INSPECTIONS. Occasionally, service bulletins or service instructions are issued by

Lycoming that require inspection procedures that are not listed in this manual. Such publications usually are
limited to specified engine models and become obsolete after correction modification that has been
accomplished. All such publications are available from Lycoming distributors, or from the factory by
subscription. Consult the latest revision of Service Letter No. L114 for subscription information.
Maintenance facilities should have an up-to-date file of these publications available at all times.
5-4
SECTION 6
MAINTENANCE PROCEDURES
Page
General.......................................................................................................................................................... 6-1
Ignition and Electrical System
Ignition Harness and Wire Replacement................................................................................................ 6-1
Timing Magnetos to Engine ..................................................................................................................... 6-1
Fuel System
Repair of Fuel Leaks................................................................................................................................. 6-7
Fuel Injector Inlet Screen Assembly ....................................................................................................... 6-7
Fuel Grades and Limitations ................................................................................................................... 6-7
Air Intake Ducts and Filter...................................................................................................................... 6-7
Idle Speed and Mixture Adjustment ....................................................................................................... 6-7
Lubrication System
Oil Grades and Limitations...................................................................................................................... 6-8
Oil Suction and Oil Pressure Screens ..................................................................................................... 6-8
Oil Relief Valve ......................................................................................................................................... 6-8
Cylinders....................................................................................................................................................... 6-8
Generator or Alternator Drive Belt Tension........................................................................................... 6-11

AEROBATIC ENGINES MAINTENANCE PROCEDURES
SECTION 6
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 Manual.
1. IGNITION AND ELECTRICAL SYSTEM.
a. Ignition Harness and Wire Replacement – In the event that an ignition harness or an 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. Timing Magnetos to Engine –
(1) Remove a spark plug from No. 1 cylinder and place a thumb over the spark plug hole. Rotate the
crankshaft in direction of normal rotation until the compression stroke is reached, this is indicated
by a positive pressure inside the cylinder tending to push the thumb off the spark plug hole.
Continue rotating the crankshaft until the advance timing mark on the front face of the starter ring
gear is in alignment with the small hole located at the two o’clock position on the front face of the
starter housing. (Ring gear may be marked at 20° and 25°. Consult specifications for correct
timing mark for your installation.) At this point, the engine is ready for assembly of the magnetos.
(2) Bendix Magnetos – Remove the inspection plugs from both 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 the inspection window (-1200 series) the applicable timing
mark on the distributor gear is approximately aligned with the mark on the distributor block. See
Figure 6-2. Being sure the gear does not move from this position, install gaskets and magnetos on
the engine. Note that an adapter is used with all magnetos. Secure with (clamps on -1200 series)
washers and nuts; tighten only finger tight.
(3) Using a battery powered timing light, 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 magneto 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.
(4) Back off the crankshaft a few degrees, the timing lights 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) Slick Magnetos – Remove the bottom vent plugs and “spark out” the magnetos. This is
accomplished in the following manner:
6-1
MAINTENANCE PROCEDURES AEROBATIC ENGINES
Figure 6-1. Ignition Wiring Diagram
6-2
Timing Marks – 6 Cyl. –1200 Series
Figure 6-2. Timing Marks – 4 Cyl. –1200 Series
6-3
6-4
6-5
Impulse Coupling Magneto – Hold the T1 or B1 lead wire spring 1/16 in. to 1/8 in. away from the
magneto frame and turn the impulse coupling one click at a time until a strong spark jumps between
the spring and the frame. Hold the magneto firmly so the coupling will not move beyond the point
where it trips and the spark occurs. Reverse the rotation approximately 25° until the timing pin hole
appears in the center of the vent plug hole. Hold the rotor by inserting the timing pin and line the
timing pin with the center of the vent plug hole.
Conventional Magneto – Hold the B1 lead wire spring 1/8 in. away from the frame. Turn the gear
counterclockwise vigorously through the flux lines until a strong spark occurs at the lead. Reverse the
rotation into the flux until the timing pin hole appears in the center of the vent plug hole and insert the
timing pin into the hole.
(6) Install the magneto-to-engine gasket on the magneto flange.
WARNING
DO NOT ATTACH HARNESS SPARK PLUG ENDS TO THE SPARK PLUGS UNTIL ALL
MAGNETO-TO-ENGINE TIMING PROCEDURES AND MAGNETO-TO-SWITCH
CONNECTIONS ARE ENTIRELY COMPLETED.
(7) Being sure that the gear does not move from this position, install gaskets and magnetos on the
engine. Secure with washers and nuts; tighten only finger tight.
NOTE
In order to turn the shaft on an impulse coupling magneto, depress the pawl on the impulse
coupling with the finger.
(8) Using a battery powered timing light, attach the positive lead to a suitable terminal connected to
the ground terminal of the magneto and the negative lead to any unpainted portion of he engine.
Rotate the magneto 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.
NOTE
Some timing lights operate in the reverse manner as described above, the light comes on
when the breaker points open. Check your timing light instructions.
(9) After both magnetos have been timed to the engine, check, as described below, to ascertain that
both magnetos are set to fire together.
(10) Back off the crankshaft a few degrees, the timing lights 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.
e. Generator or Alternator Output – The generator or alternator (whichever is applicable) should be

checked to determine that the specified voltage and current are being obtained.
6-6
2. FUEL SYSTEM.
a. Repair of Fuel Leaks – In the event a line or fitting in the fuel system is replaced, only a fuel soluble
lubricant, such as clean engine oil or Loctite Hydraulic Sealant may be used. Do not use any other
form of thread compound.
b. Fuel Injector Inlet Screen Assembly – Remove the assembly and check the screen for distortion or
openings in the strainer. Replace for either of these conditions. Clean screen assembly in solvent and
dry with compressed air. To install the screen assembly, place the gasket on the screen assembly and
install the assembly in the throttle body and tighten to 35 - 40 in.-lbs. torque.
c. Fuel Grades and Limitations – See recommended fuel grades on page 4-8.
In the event that the specified fuel is not available at some locations, it is permissible to use higher
octane fuel. Fuel or 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 personnel be familiar with latest revision of Service Instruction 1070
regarding specified fuel for Lycoming engines.
d. Air Intake Ducts and Filter – Check all air intake ducts for dirt or other restrictions. Inspect and
service air filters as instructed in the airframe manufacturer’s handbook.
e. Idle Speed and Mixture Adjustment –
(1) Start the engine and warm up in the usual manner until oil and cylinder head temperatures are
normal.
(2) Check magnetos. If the “mag-drop” is normal, proceed with idle adjustment.
(3) Set throttle stop screw so that the engine idles at the airframe manufacturer’s recommended idling
RPM. If the RPM changes appreciably after making idle adjustment during the succeeding steps,
readjust the idle speed to the desired RPM.
(4) When the idling speed has been stabilized, move the cockpit mixture control lever with a smooth,
steady pull toward the “idle Cut-Off” 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. An increase for more than
50 RPM while “leaning out” indicates an excessively rich idle mixture. An immediate decrease in
RPM (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 repeating the
above procedure. Make 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 setting that will obtain maximum RPM with minimum manifold pressure.
In case the setting does not remain stable, check the idle linkage; any looseness in this linkage
would cause erratic idling. In all cases, allowance should be made for the effect of weather
conditions and field altitude upon idling adjustment.
6-7
3. LUBRICATION SYSTEM.
a. Oil Grades and Limitations – Service the engine in accordance with the recommended grade oil as
specified in Section 4, Item 9.
b. Oil Suction and Oil Pressure Screens – At each fifty hour inspection remove, inspect for metal
particles, clean and reinstall.
NOTE
On installations employing full flow oil filters, this step is not practical at this time. But
should be observed at the 100-hour inspection.
c. Oil Relief Valve (Non-Adjustable) – The function of the oil pressure relief valve is to maintain engine
oil pressure within specified limits. The valve, although not adjustable, may be controlled by the
addition of a maximum of nine STD-425 washers under the cap to increase pressure or the use of a
spacer (Lycoming P/N 73629 or 73630) to decrease pressure. A modification on later models has
eliminated the need for the spacers. Particles of metal or other foreign matter lodged between the ball
and seat will result in faulty readings. It is advisable, therefore, to disassemble, inspect and clean the
valve if excessive pressure fluctuations are noted.
d. Oil Relief Valve (Adjustable) – The adjustable oil relief valve enables the operator to maintain engine
oil pressure within the specified limits. If the 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 out to decrease pressure and in to increase pressure. Depending on
installation, the adjusting screw may have only a screw driver slot and is turned with a screw driver;
or may have the screw driver slot and a pinned .375-24 castellated nut and may be turned with either a
screw driver or a box wrench.
4. CYLINDERS. Although the complete procedure for disassembly and reassembly is given here, it is
recommended that, as a field operation, cylinder maintenance be confined to replacement of the entire
assembly. Valve replacement should be undertaken only as an emergency measure.
a. Removal of Cylinder Assembly –
(1) Remove exhaust manifold.
(2) Remove rocker box drain tube, intake pipe, baffle and any clips that might interfere with the
removal of the cylinder.
(3) Disconnect ignition cables and remove spark plugs.
(4) Remove rocker box cover and rotate crankshaft until piston is approximately at top center of the
compression stroke. This approximate position may be located by observing top of piston through
the spark plug hole and also watching the valve action.
6-8
(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 push rods by grasping ball end and pulling rod out of shroud tube. Detach shroud tube
spring and lock plate and pull shroud tubes through holes in cylinder head.
NOTE
The hydraulic tappets, push rods, rocker arms and valves must be assembled in the same
location from which they were removed.
(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 drop against the
crankcase, as the piston leaves the cylinder.
b. Removal of Valves and Valve Springs from Cylinder – Place the cylinder over a block of wood so as to
hold the valves in a closed position. Compress the valve springs using the valve spring compressor.
Remove the split keys from the end of the valve stem. The valve springs and valve spring seats may
now be removed from the cylinder head. Hold the valve stems so that the valves will not fall out and
remove the cylinder from the holding block. The valves may now be removed from the inside of the
cylinder.
c. Removal of Piston from Connecting Rod – Remove the piston pin plugs. Insert piston pin puller
through piston pin, assemble puller nut; then proceed to remove piston pin. Do not allow connecting
rod to rest on the cylinder pad of the crankcase. Support with heavy rubber bands, discarded cylinder
base oil ring seals or any other method.
d. Removal of Hydraulic 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 rod socket by inserting the forefinger into the concave end of
the socket and withdrawing. The socket will usually stick to the finger firmly enough to be pulled
out of the tappet body. 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.
(2) To remove the hydraulic tappet plunger assembly, use the special Lycoming service tool. In the
event that the tool is not available, the hydraulic tappet plunger assembly may be removed by a
hook in the end of a short piece of lockwire, inserting the lockwire around the edge of the plunger
assembly and turning 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.
CAUTION
NEVER USE A MAGNET TO REMOVE HYDRAULIC PLUNGER ASSEMBLIES FROM

THE CRANKCASE. THIS CAN CAUSE THE CHECK BALL TO REMAIN OFF ITS SEAT,
RENDERING THE UNIT INOPERATIVE.
6-9
e. Assembly of Hydraulic Tappet Plunger Assemblies – To assemble the unit, unseat the ball by inserting
a thin clean bronze wire through the oil inlet hole. With the ball off its seat, insert the plunger and
twist clockwise to that the spring catches.
f. Assembly of Valves in Cylinder – Prelubricate valve stems with Molytex Grease O or equivalent and
insert each valve stem in its respective valve guide. Place cylinder over a block of wood so that the
valves are held against the seats and assemble the lower valve spring seat, auxiliary valve spring and
outer valve spring over the valve stem and guide. Place the upper valve spring seat on top of the
springs.
NOTE
When installing valve springs, place the dampener end of spring (close wound coils marked
with dye or lacquer) toward the cylinder.
Using a valve spring compressor, compress the valve springs and place the split keys in the groove
around the upper end of the valve stem. Slowly release the pressure on the valve spring compressor
and allow the upper spring seat to lock itself in place around the valve keys.
g. Assembly of Cylinder and Related Parts – Rotate the crankshaft so that the connecting rod of the
cylinder being assembled is at the top center position that corresponds with both valves closed.
(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 cylinder number stamped on the piston pin boss is toward
the front of the engine. The piston pin should be a hand push 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 pin 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.
(4) Using a piston ring compressor, assemble the cylinder over the piston so that the intake and
exhaust ports are at the bottom of the engine. Push the cylinder all of the way on, catching the ring
compressor as it is pushed off.
NOTE
Before installing cylinder hold-down nuts, lubricate crankcase thru-stud threads with any
one of the following lubricants, or combination of lubricants.
1. 90% SAE 50 W engine oil and 10% STP.
2. Parker Thread Lube.
3. 60% SAE 30 engine oil and 40% Parker Thread Lube.
NOTE
At any time a cylinder is replaced, it is necessary to retorque the thru-studs on the cylinder
on the opposite side of the engine.
6-10
(a) Tighten ½ inch hold-down nuts to 300 in.-lbs. (25 ft.-lbs.) torque, in clockwise sequence.
(b) Using the same sequence, tighten the ½ inch cylinder base nuts, to 600 in.-lbs. (50 ft.-lbs.)
torque.
(c) Tighten the 3/8 inch hold-down nuts to 300 in.-lbs. (25 ft.-lbs.) torque. Sequence of tightening
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.
CAUTION
AFTER ALL CYLINDER BASE NUTS HAVE BEEN TIGHTENED, REMOVE ANY NICKS IN
THE CYLINDER FINS BY FILING OR BURRING.
(5) Install a new shroud tube oil seal on the crankcase end of each shroud tube and fit a new annular
ring in the groove provided in the rocker box end of each shroud tube. Install each shroud tube
through rocker box and seat the end firmly in the crankcase. Place a spacer, two springs, a lock
plate and nut over the stud provided in the rocker box and secure both shroud tubes in place. Bend
the tang of the lock plate to prevent the nut and spring from loosening.
(6) 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.
(7) 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 hydraulic tappet spring. While holding the spring compressed, the
valve clearance should be between .028 and .080 inch. If clearance does not come within these
limits, remove the push rod and insert a longer or shorter push rod, as required to correct
clearance.
NOTE
Inserting a longer push rod will decrease the valve clearance.
(8) Install intercylinder baffles, rocker box covers, intake pipes, rocker box drain tubes and exhaust
manifold.
5. GENERATOR OR ALTERNATOR DRIVE BELT TENSION.
Check the tension of a new belt 25 hours after installation. Refer to latest revision of Service Instruction
No. 1129 for methods of checking generator or alternator drive belt tension.
6-11
SECTION 7
TROUBLE-SHOOTING
Page
Failure of Engine to Start............................................................................................................................ 7-1
Failure of Engine to Idle Properly.............................................................................................................. 7-1
Low Power and Uneven Running............................................................................................................... 7-2
Failure of Engine to Develop Full Power................................................................................................... 7-3
Rough Engine ............................................................................................................................................... 7-3
Low Oil Pressure.......................................................................................................................................... 7-3
High Oil Temperature ................................................................................................................................. 7-4
Excessive Oil Consumption......................................................................................................................... 7-4
High Fuel Flow Indicated on Fuel Gage .................................................................................................... 7-4

AEROBATIC ENGINES TROUBLE-SHOOTING
SECTION 7
TROUBLE-SHOOTING
Experience has proven that the best method of trouble-shooting is to decide on the various causes of a
given trouble and the to eliminate causes one by one, beginning with the most probable. The following
charts list some of the more common troubles, which may be encountered in maintaining engines; their
probable causes and remedies.
NOTE
Specific recommendations for trouble-shooting the inverted oil system will be found in
Section 3, paragraph 10.
1. TROUBLE-SHOOTING – ENGINE.
TROUBLE PROBABLE CAUSE REMEDY
Failure of Engine to Start Lack of fuel. Check fuel system for leaks. Fill
fuel tanks. Clean dirty lines,
strainers or fuel valves.
Defective spark plugs. Clean and adjust or replace spark

plugs.
Defective ignition wire. Check with electric tester, and

replace any defective wires.
Defective battery. Replace with charged battery.
Improper operation of magneto Clean points. Check internal

breaker. timing of magnetos.
Lack of sufficient fuel flow. Disconnect fuel line and check

fuel flow.
Water in fuel injector. Drain fuel injector and fuel lines.
Internal failure. Check oil screens for metal

particles. If found, complete
overhaul of the engine may be
indicated.
Failure of Engine to Idle Properly Incorrect idle mixture. Adjust mixture.
Leak in induction system. Tighten all connections in the

induction system. Replace any
parts that are defective.
7-1
TROUBLE-SHOOTING AEROBATIC ENGINES
Failure of Engine to Idle Properly Incorrect idle adjustment. Adjust throttle stop to obtain
(Cont.) correct idle.
Uneven cylinder compression. Check condition of piston rings

and valve seats.
Faulty ignition system. Check entire ignition system.
Insufficient fuel pressure. Adjust fuel pressure.
Leak in air bleed nozzle balance Check connection and replace if

line. necessary.
Plugged fuel injector nozzle. Clean or replace nozzle.
Flow divider fitting plugged. Clean fitting.
Low Power and Uneven Running Mixture too rich indicated by Readjustment of fuel injector by
sluggish operation, red exhaust authorized personnel is indicated.
flange at night. Extreme cases
indicated by black smoke from
exhaust.
Mixture too lean; indicated by Check fuel lines for dirt or other
overheating or backfiring. restrictions. Readjustment of fuel
injector by authorized personnel is
indicated.
Leaks in induction system. Tighten all connections. Replace

defective parts.
Defective spark plugs. Clean and gap or replace spark

plugs.
Improper fuel. Fill tanks with fuel of

recommended grade.
Magneto breaker points not Clean points. Check internal

working properly. timing of magnetos.
Defective ignition wire. Check wire with electric tester.

Replace defective wire.
Defective spark plug terminal Replace connectors on spark plug

connectors. wire.
7-2
AEROBATIC ENGINES TROUBLE-SHOOTING
Low Power and Uneven Running Plugged fuel injector nozzle. Clean or replace nozzle.
(Cont.)
Failure of Engine to Develop Full Leak in induction system. Tighten all connections and
Power replace defective parts.
Throttle lever out of adjustment. Adjust throttle lever.
Improper fuel flow. Check strainer, gage and flow at

the fuel inlet.
Restriction in air scoop. Examine air scoop and remove

restrictions.
Improper fuel. Drain and refill tank with

recommended fuel.
Faulty ignition. Tighten all connections. Check

system with tester. Check ignition
timing.
Rough Engine Cracked engine mount. Replace or repair mount.
Defective mounting bushings. Install new mounting bushings.
Uneven compression. Check compression.
Low Oil Pressure Insufficient oil. Fill to proper level with

recommended oil.
Air lock or dirt in relief valve. Remove and clean oil pressure
relief valve.
Leak in suction line or pressure Check gasket between accessory

line. housing and crankcase.
High oil temperature. See “High Oil Temperature” in

“Trouble” column.
Defective pressure gage. Replace.
Stoppage in oil pump intake Check line for obstruction. Clean

passage. suction strainer.
7-3
TROUBLE-SHOOTING AEROBATIC ENGINES
High Oil Temperature Insufficient air cooling. Check air inlet and outlet for
deformation or obstruction.
Insufficient oil supply. Fill to proper level with specified

oil.
Incorrect grade of oil. Replace with oil conforming to

specifications.
Clogged oil lines or strainers. Remove and clean oil strainers.
Excessive blow-by. Usually caused by worn or stuck

rings.
Failing or failed bearings. Examine sump for metal particles.

If found, overhaul of engine is
indicated.
Defective temperature gage. Replace gage.
Excessive Oil Consumption Incorrect grade of oil. Fill tank with oil conforming to
specifications.
Failing or failed bearings. Check sump for metal particles.
Worn piston rings. Install new rings.
Incorrect installation of piston Install new rings.

rings.
Failure of rings to seat (new Use mineral base oil. Climb to

nitrided cylinders). cruise altitude at full power and
operate at 75% cruise power
setting until oil consumption
stabilizes.
High Fuel Flow Indicated on Fuel Plugged fuel injector nozzle. Clean or replace nozzle.
Gage
7-4
SECTION 8
INSTALLATION AND STORAGE
Page
Preparation of Engine for Installation....................................................................................................... 8-1
General.......................................................................................................................................................... 8-1
Inspection of Engine Mounts ...................................................................................................................... 8-1
Attaching Engine to Mounts ....................................................................................................................... 8-1
Oil and Fuel Line Connections ................................................................................................................... 8-1
Propeller Installation ................................................................................................................................... 8-1
Preparation of Fuel Injectors for Installation ........................................................................................... 8-2
Preparation of Engine for Storage ............................................................................................................. 8-2

AEROBATIC ENGINES INSTALLATION AND STORAGE
SECTION 8
INSTALLATION AND STORAGE
1. PREPARATION OF ENGINE FOR INSTALLATION. Before installing an engine that has been prepared
for storage, remove all dehydrator plugs, bags of desiccant and preservative oil from the engine.
Preservative oil can be removed by removing the bottom spark plugs and turning the crankshaft three or
four revolutions by hand. The preservative oil will then drain through the 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 removing the oil sump plug. Engines that have been stored in a
cold place should be removed to an environment of at least 70°F (21°C) 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.
After the oil sump has been drained, the plug should be replaced and safety-wired. Fill the sump with
lubricating oil. The crankshaft should again be turned several revolutions to saturate the interior of the
engine with the clean oil. When installing spark plugs, make sure that they are clean, if not, wash them in
clean petroleum solvent. Of course, there will be a small amount of preservative oil remaining in the engine,
but this can cause no harm. However, after twenty-five hours of operation, the lubricating oil should be
drained while the engine is hot. This will remove any residual preservative oil that may have been present.
CAUTION
DO NOT ROTATE THE CRANKSHAFT OF AN ENGINE CONTAINING PRESERVATIVE
OIL BEFORE REMOVING THE SPARK PLUGS, BECAUSE IF THE CYLINDERS
CONTAIN ANY APPRECIABLE AMOUNT OF THE MIXTURE, THE RESULTING
ACTION, KNOWN AS HYDRAULICING, WILL CAUSE DAMAGE TO THE ENGINE.
ALSO, ANY CONTACT OF THE PRESERVATIVE OIL WITH PAINTED SURFACES
SHOULD BE AVOIDED.
General – Should any of the dehydrator plugs, containing crystals of silica-gel or similar material, be broken
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 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 lubricating oil.
Inspection of Engine Mounting – If the aircraft is one from which an engine has been removed, make sure
that the engine mount is not bent or damaged by distortion or misalignment as this can produce abnormal
stresses within the engine.
Attaching Engine to Mounts – See airframe manufacturer’s recommendations for method of mounting the
engine.
Oil and Fuel Line Connections – The oil and fuel line connections are called out on the accompanying
installation drawings.
Propeller Installation – Consult the airframe manufacturer for information relative to propeller installation.
8-1
INSTALLATION AND STORAGE AEROBATIC ENGINES
2. PREPARATION OF FUEL INJECTORS FOR INSTALLATION.
Fuel injectors that have been prepared for storage should undergo the following procedures before being
placed in service. Remove and clean the fuel inlet strainer assembly and reinstall. Inject clean fuel into the
fuel inlet connection with the fuel outlets uncapped until clean fuel flows from the outlets. Do not exceed 15
psi inlet pressure.
3. PREPARATION OF ENGINE FOR STORAGE.
Engines installed in aircraft that is inactive should be prepared for corrosion prevention as described in the
latest revision of Service Letter No. L180.
8-2
Figure 8-1. Fuel Metering System
8-3
Figure 8-2. Optional Connections to Oil Cooler
8-4
Figure 8-3. Rear View – AEIO-320 Series
Figure 8-4. Rear View AEIO-360 Special
8-5
Figure 8-5. Rear View – AEIO-360-B
Figure 8-6. Rear View – AEIO-540-D
8-6
SECTION 9
TABLES
Page
Ground Run After Top Overhaul .............................................................................................................. 9-2
Flight Test After Top Overhaul.................................................................................................................. 9-3
Full Throttle HP at Altitude........................................................................................................................ 9-4
Table of Speed Equivalents ......................................................................................................................... 9-4
Centigrade-Fahrenheit Conversion Table................................................................................................. 9-5
Inch-Fractions Conversion.......................................................................................................................... 9-6

AEROBATIC ENGINES TABLES
SECTION 9
TABLES
FOR TIGHTENING TORQUE RECOMMENDATIONS AND INFORMATION

CONCERNING TOLERANCES AND DIMENSIONS THAT MUST BE
MAINTAINED IN LYCOMING AIRCRAFT ENGINES, CONSULT LATEST
REVISION OF TABLE OF LIMITS NO. SSP-1776.
9-1
TABLES AEROBATIC ENGINES
9-2
9-3
FULL THROTTLE HP AT ALTITUDE

(Normally Aspirated Engines)
Altitude % S.L. Altitude % S.L. Altitude % S.L.

Ft. H.P. Ft. H.P. Ft. H.P.
0 100 10,000 70.8 19,500 49.1

500 98.5 11,000 68.3 20,000 48.1
1,000 96.8 12,000 65.8 20,500 47.6
2,000 93.6 13,000 63.4 21,000 46.0
2,500 92.0 14,000 61.0 21,500 45.2
3,000 90.5 15,000 58.7 22,000 44.0
4,000 87.5 16,000 56.5 22,500 43.3
5,000 84.6 17,000 54.3 23,000 42.2
6,000 81.7 17,500 53.1 23,500 41.4
7,000 78.9 18,000 52.1 24,000 40.3
8,000 76.2 18,500 51.4 24,500 39.5
9,000 73.5 19,000 50.0 25,000 38.5
TABLE OF SPEED EQUIVALENTS
Sec./Mi. M.P.H. Sec./Mi. M.P.H. Sec./Mi. M.P.H.
72.0 50 24.0 150 14.4 250

60.0 60 22.5 160 13.8 260
51.4 70 21.2 170 13.3 270
45.0 80 20.0 180 12.8 280
40.0 90 18.9 190 12.4 290
36.0 100 18.0 200 12.0 300
32.7 110 17.1 210 11.6 310
30.0 120 16.4 220 11.2 320
27.7 130 15.6 230 10.9 330
25.7 140 15.0 240 10.6 340
9-4
CENTIGRADE – FAHRENHEIT CONVERSION TABLE
Example: To convert 20°C to Fahrenheit, find 20 in the center column headed (F-C); then read 68.0°F in
the column (f) to the right. To convert 20°F to Centigrade; find 20 in the center column and read –6.67°C in
the (C) column to the left.
C F-C F C F-C F
-56.7 -70 -94.0 104.44 220 428.0

-51.1 -60 -76.0 110.00 230 446.0
-45.6 -50 -58.0 115.56 240 464.0
-40.0 -40 -40.0 121.11 250 482.0
-34.0 -30 -22.0 126.67 260 500.0
-28.9 -20 -4.0 132.22 270 518.0
-23.3 -10 14.0 137.78 280 536.0
-17.8 0 32.0 143.33 290 554.0
-12.22 10 50.0 148.89 300 572.0
-6.67 20 68.0 154.44 310 590.0
-1.11 30 86.0 160.00 320 608.0
4.44 40 104.0 165.56 330 626.0
10.00 50 122.0 171.11 340 644.0
15.56 60 140.0 176.67 350 662.0
21.11 70 158.0 182.22 360 680.0
26.67 80 176.0 187.78 370 698.0
32.22 90 194.0 193.33 380 716.0
27.78 100 212.0 198.89 390 734.0
43.33 110 230.0 204.44 400 752.0
48.89 120 248.0 210.00 410 770.0
54.44 130 266.0 215.56 420 788.0
60.00 140 284.0 221.11 430 806.0
65.56 150 302.0 226.67 440 824.0
71.00 160 320.0 232.22 450 842.0
76.67 170 338.0 237.78 460 860.0
82.22 180 356.0 243.33 470 878.0
87.78 190 374.0 248.89 480 896.0
93.33 200 392.0 254.44 490 914.0
98.89 210 410.0 260.00 500 932.0
9-5
INCH FRACTIONS CONVERSIONS

Decimals, Area of Circles and Millimeters
Inch Decimal Area MM Inch Decimal Area MM

Fraction Equiv. Sq. In. Equiv. Fraction Equiv. Sq. In. Equiv.
1/64 .0156 .0002 .397 1/2 .5 .1964 12.700

1/32 .0312 .0008 .794 17/32 .5312 .2217 13.494
3/64 .0469 .0017 1.191 35/64 .5469 .2349 13.891
1/16 .0625 .0031 1.587 9/16 .5625 .2485 14.288
3/32 .0937 .0069 2.381 19/32 .5937 .2769 15.081
7/64 .1094 .0094 2.778 39/64 .6094 .2916 15.478
1/8 .125 .0123 3.175 5/8 .625 .3068 15.875
5/32 .1562 .0192 3.969 21/32 .6562 .3382 16.669
11/64 .1719 .0232 4.366 43/64 .6719 .3545 17.065
3/16 .1875 .0276 4.762 11/16 .6875 .3712 17.462
7/32 .2187 .0376 5.556 23/32 .7187 .4057 18.256
15/64 .2344 .0431 5.593 47/64 .7344 .4235 18.653
1/4 .25 .0491 6.350 3/4 .75 .4418 19.050
9/32 .2812 .0621 7.144 25/32 .7812 .4794 19.844
19/64 .2969 .0692 7.540 51/64 .7969 .4987 20.241
5/16 .3125 .0767 7.937 13/16 .8125 .5185 20.637
11/32 .3437 .0928 8.731 27/32 .8437 .5591 21.431
23/64 .3594 .1014 9.128 55/64 .8594 .5800 21.828
3/8 .375 .1105 9.525 7/8 .875 .6013 22.225
13/32 .4062 .1296 10.319 29/32 .9062 .6450 23.019
27/64 .4219 .1398 10.716 59/64 .9219 .6675 23.416
7/16 .4375 .1503 11.112 15/16 .9375 .6903 23.812
15/32 .4687 .1725 11.906 31/32 .9687 .7371 24.606
31/64 .4844 .1842 12.303 63/64 .9844 .7610 25.003
9-6

AEIO-320, AEIO-360 AEIO-540 Series: Operator's Manual Lycoming

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Operator’s Manual

2nd Edition Part No. 60297-21

©2007 by Lycoming. All rights reserved.

For additional information:

Visit us on the World Wide Web at:

None November 2009

4-4, Adds page 4-4A/B, 4-5

©2009 by Lycoming “All Rights Reserved”

OWNERS, OPERATORS AND MAINTENANCE PERSONNEL

NEGLECTING TO FOLLOW THE OPERATING INSTRUCTIONS AND TO CARRY OUT PERIODIC

SERVICE BULLETINS, INSTRUCTIONS, AND LETTERS

IMPORTANT SAFETY NOTICE

Effective September 2006 Revision “M”

SECTION 1 DESCRIPTION 1-1

SECTION 2 SPECIFICATIONS 2-1

SECTION 3 INVERTED OIL SYSTEM INSTALLATION WITH PARTS LIST 3-1

SECTION 4 OPERATING INSTRUCTIONS 4-1

SECTION 5 PERIODIC INSPECTIONS 5-1

SECTION 6 MAINTENANCE PROCEDURES 6-1

SECTION 7 TROUBLE-SHOOTING 7-1

SECTION 8 INSTALLATION AND STORAGE 8-1

SECTION 9 TABLES 9-1

Valve Operating Mechanism ...................................................................................................................... 1-1

Crankcase ..................................................................................................................................................... 1-1

Crankshaft and Connecting Rods .............................................................................................................. 1-1

Pistons ........................................................................................................................................................... 1-1

Accessory Housing ....................................................................................................................................... 1-1

Oil Sump ....................................................................................................................................................... 1-2

Cooling System ............................................................................................................................................. 1-2

Induction System.......................................................................................................................................... 1-2

Lubrication System...................................................................................................................................... 1-2

AEIO-320 Series........................................................................................................................................... 2-1

AEIO-360 Series........................................................................................................................................... 2-1

AEIO-540 Series........................................................................................................................................... 2-2

AEIO-320 Series........................................................................................................................................ 2-3

AEIO-360 Series........................................................................................................................................ 2-3

AEIO-540 Series........................................................................................................................................ 2-4

Dry Weight ................................................................................................................................................... 2-4

FAA Type Certificate ................................................................................................................................. 1E12

FAA Type Certificate ................................................................................................................................. 1E10

AEIO-540 Series (Except –L)

FAA Type Certificate ................................................................................................................................... 1E4

FAA Type Certificate ................................................................................................................................... 1E4

*Accessory Drive Drive Ratio **Direction of Rotation

Starter 13.556:1 Counterclockwise

*Accessory Drive Drive Ratio **Direction of Rotation

Starter 16.556:1 Counterclockwise

*Accessory Drive Drive Ratio **Direction of Rotation

Starter 16.556:1 Counterclockwise

Standard Dry Weight

AEIO-320 Series.....................................................................................................................................306 lbs.

Principles of Operation................................................................................................................................ 3-1

Inverted Oil System Component Identification ........................................................................................ 3-2

Installation .................................................................................................................................................... 3-2

AEIO Engine Showing Oil Circulation...................................................................................................... 3-3

Installation Procedure ................................................................................................................................. 3-4

Dimensions of Inverted Oil System Components...................................................................................... 3-5

Ground Operating Check and Adjustment............................................................................................... 3-7