Location via proxy:   [ UP ]  
[Report a bug]   [Manage cookies]                

SB SI SL AD

Download as pdf or txt
Download as pdf or txt
You are on page 1of 799

SB

~evv ices

LYC Gil WIIIWC DIWl~ilQN ~--(ulletin


VVILLIAMSPO n’T, PA. 17701
_._ _.
__ _

L
November 27, Aug. e Bulletin No. 113
DATE:

SUBJECT: Dry Sump Test Stand Installation ror Lycoming ~posed Series Engines

operation, only change in the internal lubrication


For block test it is desirable to operate opposed series one

wet sump engines as dry sump engines, exclusive of system of the engine is necessary. This change con-
the 0-145 series. The reason for this is that the dry yists of removing the oil suction screen and plug and

sump type test equipment used on most engine


test using a special spring-loaded plug in the oil suction
stands pr~ovides necessary facilities for heating or screen chamber with an adapter inserted in place of

the oil suction screen plug. This arrangement seals


cooling the oil and also for measuring oil consumption
without shutting down the engine. off the opening between the oil suction screen and the
oil sump, thus allowing the oil pump to draw oil from
these series engines to dry sump an external tank Instead of from the engine sump.
in order to change

WEIGHING SCALE
HEAT,---
EXCHANGER

PUMP 10 G.PM.

TYPICAL DRY SUMP TEST STAND INSTALLATION

OIL IN FROM TANK

SECTION OF ENGINE SHOWING SPRING LOADED PLUG AND ADAPTER


-I
,,,,I..
After the oil has passed t~u´•ough the engine, it must be 4. The heat exchanger should be a liquid type to allow
either cold water steam to circulate, thus maintain-
returned to the oil tank. To return this oil, an adapter or

is installed in the oil drain plug hole in the bottom of ing proper oil temperatures.
the sump and a line run from this adapter to an external
The euteroal pump returns the oil to the oil 5. The totalquantity oloil in the Bysiem should not be
pump.
allowed to go below safe limit.
supply tank through a heat exchanger which is used to a

maintain proper oil temperature.


6. Oil lines leading to the tank should not be secured
oil return to the tank as this will alter the oil weight as recorded
Engines adaptable to oil radiators require an

line which connects between the oil cooler fitting and by the scales.

tank for by-passed oil.


7. The adapters shown for the sump drain plug hole
screen location provide a 3/4 inch
and the oil suction
The drawing showing adapters, plug, and oil line con-
nections are self-explanatory; however, the following female pipe thread. This thread allows the use of a

notes will be helpful in obtaining satisfactory operation 9/4 straight nipple to take a one inch inside dia-
inch

of the block test component: meter house coupling. The oil cooler connection is
3/4 inch pipe thread hole andwill take a standardpipe
i. The externally driven scavenge pump should have a nipple or elbow.
capacity of at least 10 gallons per minute.
CAUTION

2. The strainer in the "oil in" line which connects the


Never attempt to Install any fitting using a pipe
oil suction locati~on must be acoarse mesh strainer in
order to offer minimum restriction to oil flow. This
thread in the oil sump drain plug hole or the oil
beginning the block suction screen hole. These holes have a 1.00-20
strainer should be cleaned before
NEF-9 straight thread and will not fit pipe
test.
thread flttings.
3. All oil lines or hose should have an inside diameter
8. If installing an oil filter, locate the filter in the line
of at least one inch. The line from the oil cooler con-
between the external pump and the oil supply tank.
nectiou may be 3/4 Inch inside diameter line.

A~t a ´•-o
36´•
.9,7

;ICt~
;,p ~t"´•rtb -~O
-Im-------------

-i 8,
6

CXRMF~ hS´•’ O

i i,,,

MAYBC~
PP

S~M
IICCf~.lY
Y~ ’X AdY ~R
AI~LY ~W
1~7’?
Q
nr~

o
RI
t-i o
iq
o

ADAPTER SPRING LQADED PLUG

FROM TANK 7
1~ TO fANK

TO PUMP~f

SUMP SHOWIN~ LOCATION OF OUI LINE CONNECTION


~e vvic~

YCOIC~sltUG PIVISION
L \NILLIAMSPORT, PA. 77707

(Lj
DATE: May 6, 1957 Service Bulletin No. 183A
(Supersedes Service Bulletin No. 183)

SUBJECT: Ma6rneto Timing Discrepancies

MODE LS AFFECTED: All Lycaming Opposed Series Aircraft Engines.

TIME OF COMPLIANCE: During periodic inspection of the engine. (100 hour intervals, or more often at
discretion of operator.)
We have received complaints of faulty engine perfor- This accomplished only by the use of a timing
is
mance, burnt pistons ~uld engine failures that were light point of breaker opening and close
to indicate
traced directly to improperly timed ignition and adherence to instruction on ignition timing refere~lced
inadequate ignition inspection. In many instances this in the handbook applicable to the particular engine
condition is caused by improper technique onthe part model. Furthermore, when ignition timing marks are
of personnel engaged in making periodic inspection inaccessible or engine parts having ignition tinting
or adjuslnient to the ignition timing. Apparently, it marks have been replaced, we recomniend positioning
is thebelief of some individuals th:lt an engine is the crankshaft relative to degrees before top dead
correctly timed if: (1) number one cylinder is on its center by using Time-Hite Piston Position Indicator.
compression stroke (2) ignition timing marks on the
engine are in alignment (3) the pointer and white NOTE
notched tooth as viewed through the window of the
magneto, are in alignment. This is not true.
On engines with heavyweight magnetos, if it
L´• The degree of accuracy necessary to correctly time is found the magneto breaker point clearances
the ignition cannot be achieved by this Inethod. The have closed due to wear of fiber block, check
white notchctl tooth and the pointer on the mag´•neto as the point gap, using feeler gages, and adjust
shown in figure 1 are provided only as a means of to no less than .014 inch or to no more thrul
correctly positioning the magneto during its assem- .018 inch. (See figure 2). If it is necessary to
bly on the engine and are definitely not intended as adjust the points; it will also be necessary to
an indicator of the point of breaker opening. recheck the ignition timing, using the timing
light and in accordance with the instructions
Ilnproved engine design with higher cylinder pres- in the applicable engine manual. Breaker
sures for increased efficiency and horse power points lightweight magnetos
on are not to be
necessitates greater accuracy in ignition timing. adlusted to a given clearance.

MAGNETO BREAKE .014/.018


POINT CLEARANC

POINTER

NOPCH ED 7~0 OTH


O

F
’Figure 2 Adjusting Dr$aker Point Clearance on

Figure 1 plignment
I-
-__I....~ L -I;-
l~ls i ~i;] eycaming hie% ~N RY
Heciprocating Engine Division/
Subsidiary of Textron
tj52 Oiiver Street
inc.
SERVICE BULLETIN
~Viiliamsport,PA 17701 U.S.A

DATE: April 23, 1993 Service Bulletin No. 201E


(Supersedes Service Bulletin No. 201D)
Engineering Aspects are
FAA Approved

SUBJECT: Inspection and Straightening of Bent Crankshaft Flanges

MODELS AFFECTED: All Textron Lycoming direct drive aircraft engines.

TIME OF COMPLIANCE: Before resuming operation with any engine involved in sudden stoppage.

Engines subjected to sudden stoppage must be inspected to detect damage which can affect continued safe
operation. For additional information pertinent to sudden engine stoppage, see latest editions of Service Letter
1 No. L163 and Service Bulletin No. 475.

First remove the propeller and starter ring gear support. Then gauge the flange thickness and compare it with
the dimension’s in the table, to determine minimum permissible thickness. Check run-out of the propeller flange
with a dial indicator at the locations shown in the illustration. If run-out exceeds .005 inch total indicator reading,

I remove the crankshaft to inspect it both structurally and dimensionally, as described in the applicable Textron

Lycoming Overhaul Manuals, and in the Table of Limits, SSP-1776.

Crankshaft nanges with .018 inch or less run-out may be straightened by bending or by grinding the front sur-
face of theflange to restore maximum run-out to within .005 inch. Thickness of the flange must not be less than
that shown in the following chart.

Flange Thickness

Manufacturing Min. Permissible

.195/.025 .190
.270 .010 .255
.380 .010 .360
.440 .010 .420

I If desired, crankshafts may be returned to Textron Lycoming Service Hangar for inspection and reconditioning.

Page 1 of 2
~anerac r~iaiicn
:li,nursciviers ;;;soc:wion
Service Bulletin No. 201E

CHECK FLANGE RUN-OUT HERE.


.005" T.I.R. MAX. SERVICE LIMIT. CHECK FLANGE RUN-OUT
POINT TO POINT .005"
T.I.R. MAX. SERVICE LIMIT

PILOT DIAMETER MUST RUN TRUE WITH FRONT AND


REAR MAIN BEARINGS WITHIN .003. THE DIAMETER IS1I
NOT REPAIRABLE AND THE CRANI<SHAFT 1S NO LONGER
SERVICEABLE.

Section Thru Front of Crankshaft Showing Area for Flange Measurement

NOTE: Revision "E" revises Figure.

Page 2 of 2
1 C F~

YQ=(Zlnnl~e r~lvlsloM s~ U I I e-t; i n i


VVILLIAMSPORT, pA~ 77701

ie!
DATE: February 21, 1958 Service Bulletin No. 212B
(Supersedes Service Bulletin No. 21aA)
SUBJECT: Replacing Straight Thru-Studs with Necked Studs

MODELS SFFECTED: Lycoming opposed series aircraft engines with straight thru- studs, excepting 0-23 5-C
Series engines.

TIME OF COMPLIANCE: At next overhaul.

It Is recommended for the above mentioned engines


_I-~.-_l’_l 1-_______1_~
that all straight cylinder base thru-studs (Figure 1) be
replac ed with necked studs (Ffgure 2) at next overhaul. Figure I. Straight Thru-Stud
This change is suggested to increase stud strength.
The method for removing and replacing cylinder bose a~mrmrmrmrmm: __,::__
studs is shown in Service Bulletin No. 211.

Figure 2. Necked Thru-Stud


Part numbers have not been changed so that all studs
shipped on present orders willbe necked studs. When When replacing studs on engines with spline nuts, it is
driving necked studs that are anchored in a cylinder suggested that the engines be modernized by replacing
pad, Part Nos. 88751 and 69679, and should be driven spline nuts with Alien head nuts. The m ethod for
to a height of .82 inch and Pru´•t No. 69316 should be making the r eplac em ent i a described in Servic e Bulletin
driven to .63 inch. (See Figures 3 and 4. No. 213.

PART NO.
8751 PART NO
69376
69679

P
Figure 3. Figure 4.

"-´•t
Lycoming MAN DATO RY
652 Oliver Street
W~lliamsport,
570/323-6161
PA 17701 U.S.A.
SERVICE BULLETIN
DATE: November 1999 Service Bulletin No. 222D
(Supersedes Service Bulletin No.
222C)
Engineering Aspects are
FAA Approved

I SUBJECT: Crankshaft Renitriding Requirements

MODELS AFFECTED: All Textron Lycoming opposed aircraft engines.

I TIME OF COMPLIANCE: At overhaul, repair, or anytime crankshaft is removed from engine,

WARNING

UNDER NO CIRCUMSTANCES MAY ANY PART OF A CRANKSHAFT BE


POLISHED OR GROUND UNLESS SPECIFIED IN THE OVERHAUL MANUAL OR A
SPECIFIC SERVICE PUBLICATION.

In the event the crankshaft has been reground on the main or connecting rod journals, it is necessary that it
be renitrided. Previously, Textron Lycoming recommended renitriding only for crankshafts that were

I reground or polished .010 inch undersize; however, it is required all reground crankshafts must be nihided.
This is necessary because of the nonuniformity of grinding tools. The possibility exists wherein the grinding
wheel will cut through the nitrided surfaces on one or more of the journal radii causing areas of stress
concentration that can develop into fatigue cracks and ultimately in a broken crankshaft.

Minor wear marks on may be removed by polishing the journal diameter to a


the crankshaft journals

I maximum of.006 inch undersize. Polish with fine abrasive cloth, not to exceed 120 grit and finish using
paper of 220 grit or finer, thus providing a proper fit for .006 inch undersize bearings. Check the journals
with a calibrated micrometer. Renitriding is not required on crankshafts thus repaired.

Through an authorized Textron Lycoming distributor, the crankshaft may be returned to the factory for
reconditioning and renitriding.

WARNING

UNDER NO CIRCUMSTANCES IS IT PERMISSIBLE TO REPAIR CRANKSHAFT


JOURNAL SURFACES BY ANY OTHER METHOD THAN THOSE DESCRIBED
ABOVE. METAL SPRAY, WELDING TECHNIQUES, AND ALL PLATING METHODS
ARE ESPECIALLY PROHIBITED

NOTE: Revision "D" revises SUBJECT and TIME OF COMPLIANCE, adds WARNING at beginning of
Bulletin and revises text.

O 1999 by raxfron LWomlnR "AII Rlyhl~ Rnsrved"

Menufnctvern AsclociatMn
Lycoming MAN DATO RY
Reciprocating Engine Divisionl
Subsidiary of Textron
652 Oliver Street
Inc.
SERVICE BULLETIN
Williamsport,PA 17701 U.S.A.

DATE: March 16, 1992. Service Bulletin No. 225B


(Supersedes Service Bulletin No. 225A)
Engineering Aspects are
FAA Approved

SUBJECT: Replacement of Valve Rocker Thrust Washers

MODELS AFFECTED: All Textron Lycoming Angle Head Valve Engines.

TIME OF COMPLIANCE: When required to obtain proper service limits.

This bulletin is applicable only to those angle head to clean the surface of the inner rocker shaft
valve engines which cannot be brought within the max- support boss, removing no more metal than is
imum service Limit of .024L by the use of standard valve necessary.
rocker thrust washers. This is caused by excessive
wear on the inner rocker shaft support boss (Figure (2) Select and fit any two (2) of the three washers
i). By the use of the undersize washers and tool listed in Table I that will bring the side clearance within
in Table I of this bulletin, the affected cylinders may the maximum service limit of .024L.
be brought within limits in the following manner:
(3) Proceed to assemble the cylinder as described
(1) Use the spotfacing tool (P/N 64862, Figure 2) in the applicable Overhaul Manual.

TABLE I

Thrust Washer Color of


Lycoming P/N Description
Thickness Identifying Band

71549 Valve Rocker Thrust Washer .090-.095 None (Standard)

71549-1 Valve Rocker Thrust Washer .049-.051 Light Blue

n549-2 Valve Rocker Thrust Washer .059-.061 White

n549-3 Valve Rocker Thrust Washer .064-.066 Yellow

64862 Spotfacer, Inner Rocker Boss

Page 1 of 2
General Aviation
Manufacturers Associa~bn
Service Bulletin No. 225B

WEAR MAY OCCUR IN THIS AREA.


USE SPOTFACING TOOL TO CLEAN
WORN SURFACE.

i. View of Inner Rocker Shaft Support Boss


Figure

Figure 2. Spotfacing Tool, P/N 64862

and reinstates ’’Replacement


NOTE: Revision ’’B’’ deletes PART I "Change In Table of Limits’’ (Reference 533)
of Valve Rocker Thrust Washer" information from Inactive to Active status.

7607-A This number for Textron Lycoming reference only.

Page 2 of 2
P
6a LI i I ~-t; i ~cp
~VII_LIAMSPORT, PA. 77701

1L) _

DATE: February 7, 1958 Service gulletin No. 238

SUBJECT: Magnatized Condition of Hydraulic Tappet Plunger


Assemblies,

MODELS AFFECTED: All Lycoming Aircraft Engines.

TIME OF COMPLIANCE: At Overhaul.

Several instances have been found of magnetized parts in the hydraulic tappet
cylinder and plunger assembly, as wellas the tappet body itself. If the seat on which
the ball check valve rests becomes magnetized, the plunger will remain ~n a collapsed
position, permitting a constant flow of oil through the cylinder, defeating the purpose
of the mechanism.

It is believed that this condition is caused by either of two overhaul procedures;


inspecting the cylinder and plunger assemblies by the magnetic particle method, or
by thepractice of relxloving the cylinder and plunger assemblies fromthe crankcase
by means of a magnet.

Inspection of these parts by the magnetic particle, or magnaflux method is not


recommended because of the danger of residual magnetization remaining in the parts
after assembly and also because of the danger of iron particles from the inspection
fluid clogging the passages in the cylinder and plunger assembly.

magnet is used to withdraw the cylinder and plunger assembly from the
If a

crankcase, the parts that contact the magnet can possibly become magnetized;
consequently, this practice too is not recommended. Instead, a needle-nosed pliers
should be used to withdraw the hydraulic tappet socket. The plunger, cylinder and
spring assembly shouldbe then removed by bending a 1/8 inch right angle Fn one end
of a length of wire, inserting the bent end into the space between the plunger and
tappet body, twisting the wire 90 degrees to engage a coil of the spring, and then
pulling gently on the wire to remove the assembly.

If any doubt exists as to whether or not the parts of the hydraulic tappet assembly
are magnetized they should be checked with asmall iron wire, or compass before
assembly. In the event any of the parts are magnetized they must be replaced. Do
not attempt to demagnatize them.

_------------------------------------
Lycomi ng MAN DATO RY
052 Oliver Street
Williamsport, PA 17701 U.S.A. SERVICE BULLETIN
570/323-6181

DATE: November 10, 1999 Service Bulletin No. 240R


(Supersedes Service Bulletin No. 2404)
Engineering Aspects are
FAA Approved

SUBJECT: Mandatory Parts Replacement at Normal Overhaul and During Repair


or Normal Maintenance

MODELS AFFECTED: All Textron Lycoming reciprocating aircraft engines.

TIME OF COMPLIANCE: As specified below.

AT OVERHAUL OR UPON REMOVAL:

Any time the following parts are removed from any Textron Lycoming reciprocating engine, it is
mandatory that the parts be replaced regardless of their apparent condition.

All circlips, lockplates, retaining rings and laminated shims


All lockwashers and locknuts
Stressed bolts and fasteners, such as:

Stationary drive gear bolts (reduction gear)


Camshaft gear attaching bolts
Connecting rod bolts and nuts
Crankshaft flange bolts
Crankshaft gear bolt

AT OVERHAUL:

During overhaul of any Textron Lycoming reciprocating engine, it is mandatory that the following parts
be replaced regardless of their apparent condition.

All engine hoses


All engine hose assemblies
All oil seals
All cylinder base seals
All gaskets
Piston rings
Piston pins (thin wall)*
Piston pin plugs*
Propeller governor oil line elbow (aluminum)**
Propeller shaft sleeve rings
Propeller shaft rollers (reduction gear pinion cage)

Page 1 of2
01999 by Taxuon Lyeomlng "All RilhU Rca~rvcd"

Manuiactunwa AbaociaHon
Service Bulletin No. 240R

Propeller shaft thrust bearings tall geared drive engines)


Supercharger bearing oil seal (mechanically supercharged series)
~All exhaust valves (replace with current exhaust valves)
All intake and exhaust valve guides
All exhaust valve retaining rings
Rocker arms and (0-320-H, O, LO, TO, LTO-360-E series)
Aluminum push rod assemblies (0-235 and 0-290 series)
Hydraulic plunger assemblies (Except for P/N 78290, refer to the latest edition of
Service Instruction No. 1011.)
All bearing inserts (main and connecting rod)
Cylinder fin stabilizers
Magneto drive cushions
Thermostatic bypass valves
Damaged ignition cables
Crankshaft sludge tubes
Counterweight bushings in crankshaft and in countenveights (See latest edition of
Service Instructions No. 1142 and 1143 for instructions.)
Accessor; drive coupling springs (supercharged and VO-540 engines)
AC diaphragm-fuel pumps
Oil pump bodies´•(two-piece)
Oil pump gears (Reference latest editions of Service Bulletin No. 524 and Service
Instruction No. 1 164)
All V-band couplings and gaskets

Requirements for replacement of parts for accessories such as magnetos, carburetors, fuel injectors, AN
fuel pumps, and turbochargers are described in theapplicable manufacturer’s manual.

Heavy-wail piston pins P/N LW-14077 and P/N LW-14078 may be reused; all others should not be
reused. See latest edition of Service Instruction No. 1340 and No. 1267 for replacement data.

P/N MS-20822-6D aluminum propeller governor oil line elbow must be replaced with P/N MS20822-6
steel elbow at overhaul. It is not necessary to replace a steel elbow. (Reference latest edition of Service
Instruction no. 1435 and Service Bulletin No. 488.)

Dimensional inspections should be carried out in accordance with measurements and tolerances as listed
in "Table of Limits" (SSP-1776) for all parts approved for use.

NOTE;: Revision "R" corrects Service Instruction number.

Page 2 of2
~iervice
1 YCOMING PIVISION
VVILLIAMSPOAT, PA. 17701
F--~ U I I Pt i r?

DATE: January 15, 1980 Service Bulletin No. 271A


(Supersedes Service Bulletin No. 271)
Approved by FAA
SUBJECT: Cylinder Painting

MODELS AFFECTED: All Lycoming Engines Incorporating Cylinder Hold Down Plates

TIME OF COMPLIANCE: At Overhaul

This bulletin is being issued to alert overhaul activities to the extreme caution necessary when painting the
cylinder base flange of the subject engines. Any excessive amount of paint between the cylinder hold down plate
and die cylinder flange will lead to lose of torque on the cylinder nuts, and eventual stud and/or cylinder failure.
(See step c. below.)

The following procedure should be followed when d. Mask off the flange area shown in figure I and
painting a cylinder: proceed to paint the cylinder with a black phthalate
resin type paint, properly thinned with Toluol or
a. Remove all old paint from the cylinder. A vapor equivalent. Avoid paint ’pockets" or "rune".
degreaser is beet suited for this purpose.
e. Use a cloth dipped in thinner to clean paint from
b. Mask off the following parts of the cylinder: all surfaces where paint mag have accidentally accu-
mulated.
1. Rocker box section including the rocker box
flange. f. The beet finish will result If the cylinder is air
2. Both valve ports and flanges. dried for fifteen minutes and then baked in an oven until
3. Thermocouple hole. completely dry.
4. Spark plug holes.
5. Rocker box drain tube hole.
sPRav SHnOEO aREI\ EULU(
6. Push rod shroud tube holes.
PER STEP-~O’
7. Valve rocker shaft cover flange.
8. All other exposed threaded surfaces in which
paint might accumulate.

NOTE

Masking tape, corks, plugs, metalcovers, etc.


are acceptable for masking purposes.

e. Spmy 1 very Ifeht coat zinc chromate primer I o


0005 max, thickness) on the cylinder flange (figure
I). If the correctamount of paint has been applied the
color of the paint will be green with a yellowish tint
and the metal will show through. If the paint is too thick
the color will be a zinc chromate yellow.

NOTE

It is imperative that the paint thickness on the


flangebe held to.0005 maximum. To measure
the thiclmess of the pa~nt layer one of two O
methods must be used. A Tinsley thickness
O
gauge which incorporates a magnetic needle
and is scaled in tenths of thousandths is the
most satisfactory method. If this type equtp-
smnv wmri paEn PER STEP -~C’
ment is not available, use a micrometer to
.oooJ Mnx. ZINC CROMPTE PRIMER
measure the thickness of the flange before and
after painting. It the paint is too thick it must Figure 1. Cylinder Flange Area
be removed and repainted.

D-12
I.-
L~7AVCO LYCOMING DIVISION
WILLIAMSPORT. PENNSYLVANIA 17701

iifo00o~8w
(L)

DA1’E: February 18, 1977 Service Bulleti~´• ~o. ~018


(Supersedes Servi.ce Bulletin he. ~nlA)
Engineering are

FAA (DEt:H\ ~(,r,roved

S(I3JEC’I’: Ivlaintenance Procedures and Service Limitations for Valves

MOL)EI,S AFFECTED: All Avco Lycoming opposed series aircraft engines.

TIME OF COMPLIANCE: During periodic maintenance and intake and exhaust valves are

removed from cylinders.

Valves used
in Avco LycomFng aircraft en- to check clearance between valve tip
gines are made
from various steel alloys and and rocker every 100 hours. However,
in a variety of designs, each dependent on all other models have hydraulic valve
the requirements for the particular engine lifters and consequently, periodic
model in which it is employed. Regardless of clearance check is not necessary.
varieties, all of these valves have identical
fune t ions, serve the same purposes artd are c. If any parts in the rocker box area

subject to the same service maintenance. (includFng the cover) are broken, cracked
or show
any signs of unusual wear, the
cylinder and related parts should be
Of all of the forces that act on the valves disassembled and inspected.
to maintenance problems,
create perhaps heat
is the destructive. Heat, generated in
most 2. INSPECTION (Cylinder Removed from
VALVE
~he cylinder, is conducted to the heads of Engine). If cylinder has been removed from
the valves, and in addition, hot gas flowing engine, or if engine has been disassembled
at high velocity across them combine to make for overhaul, valves should be Inspected in
valve corrosion and distortion an ever-pres- the following manner.
ent likelihood. For these reasons. it is
necessary that all;naintenance involving the a. Remove valves from cylinder and clean
valves, valve seats, and valve guides, be to remove carbon and examine visually for
carried out with the utmost care, physical damage, damage due to face burn-
ing excessive
or corrosion in stem to
The following outline is provided to serve head fillet area. Valves that indicate
as a standard for all valve maintenance damage of this nature must not be reused.
procedures on Avco Lycoming engines. Do not reuse valves in which stem dia-
meters midway of valve measure less than
i. VALVE INSPECTION (400 Hour Maintenance that measured at key end; excepting Fn-
Inspection), During each 400 hour engine conel valves which may be .002 undersLze
maintenance check, the following procedure on stem diameter as shown in figure 1.
shall be conducted:
NOTE
a. Remove box covers and inspect
rocker
inside of covers for evidence of wear; Exhaust valve should not be reused
then make a visual inspection inside the unless they had been recently instal-
rocker box area for possible damage, led and are satisfactory in respect
paying particular attention to the valve to these inspection requirements, 2
springs, valve keys and rockers, valves a. thru i.
and guides.
b. If valves require refacing, remove

u. Kotate the engine by hand and check to only enough metal to provide a smooth
-ietennFne that all cylinders have normal surface.
~´•alve lift and that rocker arms operate
rcc2y. c. After refacing, check runout of valve
face. See figure 2. Total runout must not
NOTE exceed .0015 inch. Do not reuse any
valves that exceed this limit.
n-2:~5-C and 0-290-D models have mech-
ariical tappets, and it is necessary

ORLGINAL As
saTP Page 1 of

RECEI\l""’
Molnoc -~nMA

C;ri?ra: iivlil!:oll
Arsociatbl~ __
Service Bulletin No. 301B

TAPPING WITH WOODEN END OF e. Using an optical magnifier, examine


HAMMER HANDLE PERMISSIBLE exhaust the stem area and the
valves in
DURING ASSEMBLY.
tip for evidence of cracks, nicks, tool
marks, or other indications of damage.
FOR REJECTIDN´• Damage of this nature seriously weakens
the valve, making it liable to failure.
Any exhaust valve having a nick, with
ragged edges and more than 1/16 inch in
JX)2 IN. UNDERSIZE DIA
length should not be reused. A nick or
PERMISSIBLE IN THIS tool mark of any sort in the keeper
AREA ON INCMUEL
groove of an exhaust valve is sufficient
vnLvEs ONLY,
reason for not reusing the valve.

f. If superficial nicks and scratches on


the valve indicate that the valve might
be cracked, it should be inspected by the
L ___._.__~1 magnetic or dye penetrant method. Dye
penetrant procedures should be carried

Figure i. Diagram of Valve Showing Area out strictly within the reconm~endations
for Inspection of the manufacturer of the penetrant.

3. VALVE REPAIR. Repairs to valves are

limited to removal of carbon, regrindFng


VALVE FACE. DO NOT INCLUDE
WHEN MEASURING THICKNESS
the face, and polishing superficial scrat-
ches. Bending processes, to straighten and
the face must not be
puddling to restore
attempted.

sY

Figure 2. Valve Showing Locations for


Checking Runout and Section for Measuring
Edge Thickness

Figure 4. Method of Checking Valve Edge


valve Thickness with Dial Indicator
d. Measure edge thickness of intake
heads. See after refacFng,
figure 2, If, 4. VALVE Prior to valve in-
INSTALLATION.
"A" is less than the limit shown in the stallation, inspection of the valve guides
following chart, the valve must not be and seats should be made in accordance with
reused. instructions in the applicable overhaul
manual. Do not install either new or used
NOTE valves in cylinders with excessively worn
or damaged valve guides or valve seats. Be
The edge of intake valve heads are sure to pre-lubricate valves before assem-

generally formed as shown in figure Service Instruction No. 1059.


bly; see
3. The thickness "A" can best be valve keys when installing
Also, replace
comparator;
measured
however,
with
it
an

can
ol&teical
measured with
new exhaust valves.

sufficient by means of a tend to wear in uniform,


accuracy a. Valve keys
dial indicator and a surface plate, and therefore If
distinctive patterns
as shown in figure 4. they are to be reinstalled in the cyl-
they should be returned to the
Inder,
Face w VI\LVE MUST RUN same position as they were before re-
TAUE WITH STEL( WITHIN
.0015
moval; that Is, they must not be Fnstal-
different valve
led up-side-down at a

location.

b. If valve seats have been properly


the valve should seat without
ground,
lapping. However, if lapping is used,
care must be exercised to keep lapping
from the valve stem and
compound away
A--~te guide. Be sure all traces of lapping
from the cylinder
compound are removed
Section Thru Edge of Valve assembled.
Figure 3. parts before they are

Page 2 of 3
Service Bulletin No. 3018

CAUT ION

Do not directly tap


end of valve with
any object; the of the valve
tip
could be damaged. Instead, place the
wooden end of a hammer against the
end of the valve and strike the head
of the hammer with the palm of the
hand.

Intake Valve Minimum Permissible


Part No. Edge Thickness "A"

60037 .040 inch


65429
L~J-11901

67905 .050 inch

72625 .060 inch


73938
LW-15314

73129 .075 inch


LW-13622

67518 .085 inch


72612
73117
73876
78671
I,15-12949
LW-13087
LIJ-13262

NOTE: Revision "B" changes paragraph i, a, c; Caution note on page 3; table on page 3. Para-

graph 4 revised to add step a.

Pa~a of i
a
L 8,V C ea IM I ~h G
\NILLIAMSPORT, PA. 77701
ea ii i ~P

DATE: August27, 1971 Service Bulletin No. 340


Engineering Aspects are
FAA (DEER) Approved

SUBJECT: Bendix Electrical Components Division Magneto Bulletin No. 530A

MGDELS AFFECTED: Avco Lycoming engines with S-1200 series magnetos.

TIME OF COMPLIANCE: As required by subject bulletin.

Bendix Electrical Components Division Service Bulletin 530A is reprinted herewith. Compliance with this
bulletin is recommended for all owners of applicable Avco Lycoming powered aircraft.

lld~( Mvhbn
SERV’CE
BULLETIN’
NO´•530A
rrfnted blay 19tB
Page 1 or 1 page

AIRCRAFT
SUBJECT: Isecuring Clamp for Coil to nreeker Primary Lead.
5-1200 single Breaker Magnetos.

REASON FOR BULLETIN: To inform operators of the Availability of Secur-


ing Clamp No. l0-575Z for the Coil to Breaker
Primary Lead in Single Breaker Magnetos.

EQUIPMENT AFFECTED: s-izoo single Breaker Left Hand notation Magnetos


Only.

3/~ inch wide tape be wrapped around


the lead to provide secure clamping.

Maintenonce (Spare) Parts Affected:


None. Port, Required Per Article:
1 Clamp 10-5752
1 Screw 10-35936-7
Compliance: ’1 inch of 3/’1 inch wide X33 Scotch
First opportunity, not later than Tape
the next ignition Inspection period.

Detailed In~tructionr: Special Tools Required:


None.
Service experience indicates it is
desirable to secure the coil ~o
breaker primary lead in single break-
Mon Hours Required:
er left hand rotation S-1200 Magnetos 5 Minutes.
with a clamp as shown in sketch. Two
different diameter primary leads have
been used on the S-1200 series coils.
Weight Change:
For the
smaller diameter lead it is None.
recommended that a 1 inch piece of

COIL LEAD

CLAMP aSCREW

TAPE

’Available from Minnesota Mining and Manufacturing, St. Paul, Minn.


s~ r

Y ’d C O, t\i~ I ~I G QIVISIQN
V~ILLIAMSPORT, PA. 77707

DATE: Augusta7, 1971 Service Bulletin No. 341


Engineering Aspects are
FAA (DEER) Approved

SUBJECT: Bendix Electrical Components Division Magneto Bulletin No. 549

MODELS AFFECTED: Avco Lycoming engines with S-1200 series magnetos.

TIME OF COMPLIANCE: As required by subject bulletin.

Bendix Electrical Components Division Service Bulletin 549 is reprinted herewith; compliance with it is
recommended for all owners of applicable Avco Lycoming powered aircraft.

CanponmaEkctrU SERVICE
DM*on
Iw,l BULLETIN
NO. 549
Printed flay 1971
Page 1 of 2 PaeeF

AIRCRAFT
SUBJECT: Locating Shoulder for Carbon Brush Spring

REASON FOR BULLETIN: To inform users of a possible dimensional discrepancy


and provide a method for checking.

EQUIPMENT AFFECTED: All S-1200 Light Aircraft Magnetos

Maintenance (Spore) Parts Affected:

S-1200 Series Magneto large distri- _GEAR


butor gear assemblies, part numbers
10-349234 and 10-31t9237 and 6
cylinder´• magnetos respectively).

AXLE CARBON
Compliance: BRUSH
SPRING
I. During next removal of magnetos RECESS
from engine for bench check or over-

~aul.

2. Maintenance (sparef parts, at


first opportunity.

Detailed Inrtruction,:
I~ield reports indicate that some L 0.541
S-1200 magnetos presently in service MAX.
have locating shoulder for the
the
carbon brush spring in the large Figure i.
S-1200 Distributor Gear Detail
distributor gear incorrectly posi-
tioned. Tliis shoulder is either
missing is located deeper than
or the
0.51(1 inch maximum spring recess
depth illustrated in figure i.

’I 1 I I
Service Bulletin No. 341

Electricol
Components
SERVICE
Division
,´•n.., *.,a.´• Ilala
BULLETIN NO. 549

Printed May 1971


Page 2 of 2 Pages

ANNULAR GROOVE
0.025 DEEP X 0.050 WIDE VINYL

improper shoulder location allows


~he carbon brush to move too far
within the axle, thus reducing brush
terision against the coil tab and
under certain conditions produces are
erosion on the tab face. Operational 0.541
effect on magneto output is inconse- N0.7DRILLROD
qucntial, it however is recommended 0.201DIA.
that any gear found with the shoulder
out of dimension be removed from ser- Figure 2.
vice. Suggested Tool for Checking Carbon
Brush Spring Recess Dimension

Shoulder location can be checked with exceeding thenormal warranty time


Vfrniers or with a suggested tool (1000 hours 1 year), may be re-
or

which can be locally fabricated as turned through our distributor or-


illustrated in figure 2. ganization under recognized warranty
procedure for replacement.
To check shoulder location, remove the
carbon brush spring assembly, insert
Verniers and measure for shoulder Ports Required Per Article:
location or use the suggested tool.
The 0.541 edge of the annular groove None
of the tool shall not disappear from
view within the axle spring recess.

Spare eear assemblies must be checked Special TooII Required:


in a similar manner.
None
Reject any gear assembly which has a

shoulder incorrectly located. Repair


any coil tab showing are erosion Mon Hours Required:
following the procedure described in
Bendix Service Bulletin No. 5P6B. Negligible

Parts Dirposition:
Weight Chonge:
Kejected gear assemblies which are Not applicable
new or have seen actual service, not

Page 2 of 2
~XI PaN UATQ RY
652 Oliver Street
Williamsport, PA 17701 U.S.A. $EBV%CE BULLETIN
570/323-6181

DATE: July 10, 2001 Service Bulletin No. 342D


(Supersedes Service Bulletin No.342C)
Engineering A.spects ate
FAA Approved

SUBJECT: Fuel Line (Stainless Steel Tube Assy.) and Support Clamp Inspection and
Installation

MODELS AFFECTED: All fuelinjected Textron Lycoming engines indicated in fuel line and clamping
diagrams.

I TIME OF COMPLIANCE: Check every 100 hours, annual


clamps are serviced, removed or
inspection, overhaul
replaced.
and any time fuel lines or

There have been instances of fuel line breakages where support clamps have been omitted during field overhaul or
repair. The support clamps dampen line vibration due to the impact of cooling air and vibration from the engine
and/or aircraft. Also, the fuel supply lines between the fuel injector manifold and the nozzles can become damaged
and leak if they are severely bent or kinked during engine maintenance.

As a means of minimizing the hazards of fuel line damage, the following inspection of fuel lines and clamps is
required.

1. The fuel lines to the nozzles are made from 1/8 inch tubing. supplies fuel to the intake port of
A separate line
each cylinder. Check each line visually for any evidence of physical damage and for stains caused by fuel
leakage.

2. Remove any line that appears Do not attempt to repair any line that leaks. Bent lines may be
faulty.
straightened; however, inside
any line with
an radius less than 5/8 inch must be replaced. Do not reuse any line
that is dented; cracks can develop at the site of a dent. Also inspect solder joints at end of lines for cracks.
Replace cracked lines, they cannot be repaired. See the latest edition of Service Instruction No. 1301 for
superseded fuel line identification, bending requirements (see Figure I)and replacement information.

3. Examine the location of the clamps that secure the lines to the engine and compare them with the diagrams
shown in this bulletin. If clamps are missing, replace fuel line and install clamps as indicated. Also, examine
the lines to ensure theclamps securely support the line and for signs of chafing. Replace fuel lines that show
indications of chafing and/or have loose clamps.

4. Older engines that used metal clamps with no cushion must use the PM LW-12598 fuel line sleeve at each of
those clamping locations. The fuel line sleeve is not used with the cushioned clamps. Any cushioned clamp,
where the cushion has deteriorated or is missing, must be replaced with a new cushion clamp.

5. Compliance with the bulletin must be noted in the aircraft log book.

NOTE: If difficulty is experienced when installing clips on a cylinder fuel injector line due to aircraft baffling,
the clips may be installed in positions that provide clearance. Do not permit fuel lines to contact engine
or airframe baffle hardware; maintain minimum clearance of 3/16 inch between line and any engine

or airframe surface.

IO-
NOTE: Revision changes compliance, adds TIO-540-AKrA and AEIO-540-L1D5 models, and moves

540-V4A5 model.
0 2001 -rextron Lyroming, "All Rights Reserved" Page 1 of37
by

Manufacillvers Association
Service Bulletin No. 342][)

INDEX
(Fuel Lines, Clamps, Brackets, Attaching Hardware as shown in the following Engine Diagrams)
1 76356 TUBE ASSY., Manifold to nettle fuel line
2 76357 TUBE ASSY., Manifold to nettle fuel line
3 76358 TUBE ASSY., Manifold to nettle fuel line
4 76359 TUBE ASSY., Manifold to nettle fuel line
5 76360 TUBE ASSY., Manifold to nettle fuel line
6 76361 TUBE ASSY., Manifold to nettle fuel line
7 76362 TUBE ASSY., Manifold to nettle fuel line
8 LW-12098-0-100 TUBE ASSY., Manifold to nettle fuel line
g LW-12098-0-140 TUBE ASSY., Manifold to nettle fuel line
10 1 LW-12098-0-150 TUBE ASSY., Manifold to nettle fuel line
11 LW-12098-0-160 TUBE ASSY., Manifold to nozzle fuel line
12 1 LW-12098-0-170 TUBE ASSY., Manifold to nettle fuel line
13 1 LW-12098-0-180 TUBE ASSY., Manifold to nettle fuel line-
14 1 LW-12098-0-190 TUBE ASSY., Manifold to nettle fuel line
15 LW-12098-0-200 TUBE ASSY., Manifold to nettle fuelline
16 1 LW-12098-0-210 TUBE ASSY., Manifold to nettle fuel line
17 LW-12098-0-220 TUBE ASSY., Manifold to nettle fuel line
18 1 LW-12098-0-230 TUBE ASSY., Manifold to nettle fuel line
19 1 LW-12098-0-240 TUBE ASSY., Manifold to nettle fuel line
20 LW-12098-0-260 TUBE ASSY., Manifold to nettle fuel line
21 LMI-12098-0-270 TUBE ASSY., Manifold to nozzle fuel line
22 LW-12098-0-280 TUBE ASSY., Manifold to nettle fuel line
23 LW-12098-0-300 TUBE ASSY., Manifold to nettle fuel line
24 LW-12098-0-310 TUBE ASSY., Manifold to nettle fuel line
25 LW-12098-0-320 TUBE ASSY., Manifold to nettle fuel line
26 1 LW-12098-0-340 TUBE ASSY., Manifold to nettle fuel line
27 i LW-12098-0-350 TUBE ASSY., Manifold to nettle fuel line
28 LW-12098-0,390 TUBE ASSY., Manifold to nettle fuel line
29 LW-12098-0-412 TUBE ASSY., Manifold to noztle fuel line
30 LW-13995-0-202 TUBE ASSY., Manifold to nozzle fuel line
31 LW-13995-0-224 TUBE ASSY., Manifold to nettle fuel line
32 LW-13995´•0-271 TUBE ASSY., Manifold to nozzle fuel line
33 1 LW-13995-0-284 TUBE A,$SY., Manifold to nettle fuel line
34 1 AN735-26 CLAMP
35 1 LW-16266-10-13* CLAMP
36 LW-~ 6266-1 0-25* CLAMP
37 1 LW-16266-10-38* CLAMP
38 LW-1 6266-1 0-44* CLAMP
39 1 LW-16266-10-75* CLAMP
40 LW-16266-25-1 3* CLAMP
41 LW-1 6266-25-25* CLAMP
42 LW-1 6266-25-38* CLAMP
43 LW-16266-25-44* CLAMP

Page 2 of 37
Service Bulletin No. 342D
I:-~i-

44 LW-1 6266-25-50* CLAMP


45 LW-1 6266-25-63’ CLAMP
46 LW-1 6266-25-75* CLAMP
47 71824 CLAMP
48 73843 CLAMP
49 74733 CLIP
50 STD-692 SCREW, No. 10-32 long x 1/2
51 STD-860 SCREW, No. 10-32 long x 5/8
52 STD-921 SCREW, No. 10-32 x 7/8 long

53 STD-1925 SCREW, 1/4-20 x 5/8 long


54 1 STD-425 WASHER, No. 10 plain
55 STD-28 WASHER, No. 10 plain
56 STD-670 NUT, No. 10-32 self-locking
57 1 72815 BRACKET, 90", Twist
58 73136 BRACKET, 90"
59 73152 BRACKET, Support clamp
60 75837 BRACKET,Fuel line support
61 76735 BRACKET,SO"
62 LW-14875 BRACKET,SO"
63 75414 BRACKET, Fuel manifold
64 76868 BRACKET, Support clamp
65 74278 BRACKET ASSY., Fuel line support
66 73626 BRACKET, Extension
67 73318 BRACKET, Extension
68 LW25-0.75 BOLT, 1/4-20 x 3/4 long
69 STD-8 WASHER, 1/4 plain
70 STD-160 WASHER, 1!4 lock
71 STD-1411 NUT, 1/4-20 plain
72 AN735-32 CLAMP
73 AN735-36 CLAMP
74 STD-969 SCREW, No. 10-32 x 1/2 long
75 STD-251 WASHER, No. 10lock
76 73966 SPACER
77 STD-1916 SCREW, 1/4-20 x 1-1/8 long
78 LW25-1.13 BOLT, 1/4-20 x 1-1/8 long
79 STD-1874 SCREW, 1/4-20 x 13/16 long
80 AN4-13A BOLT, 1/4-28 x 1-13/32 long
81 LW-12598 SLEEVE

See page 4 for part number designation.

NOTE
Aircraftq~ality Phillips head screws of proper length may be used in place of

specified Lycoming screws.

Page 3 of 37
Service Bulletin No. 3423[)

.62 R. MIM.
s9
´•iNf~

Figure i. Fuel:Line Showing Minimum Dimensions for Bending

PLEASE Note When installing clamps, it does not matter whether the
clamp is installed to the rightleft of the shroud tube,
or

only that it is clampedat that location and there is 3/16


inch clearance between the line and any engine or airframe
surface.

CLAMP P/N DESIGNATIOM

SCREW SIZE DIAMETER


rCLAMP
LW-16266-10-13

10 ´•1 #10 SCREW -13 (.1.25)


-25 (.250)
-38 (.375)
-44 (.438)
-75 (.750)

25 1/4"SCREW -13 (.1.25)


-25 (.250)
-38 (.375)
-44 (.438)
-50 .500)
-63 (.625)
-75 (.750)

Page 4 of 37
Service Bulletin No. 342D

Diagram No. 1 IO-320-B1A


IO-360-B 1B, B1F, B2F, B2F6, B4A, L2A, M1A
AEIO-360-B 1 G6, B4A, HIA, HIB

~or 8

n n ur i i 1 i Irr i

’i
L7
iilC i
i
r iJ ;.i i i.j

I lih’~,1;1
i
;i OU
=7’
or 8
r

Page 5 of 37
Service Bulletin No. 3423[)

Diagram No. 2 1O-320-B1A, BIG, C1A, D1A, DIB, EIA, EIB, E2A, E2B
LIO-320-B1A,C1A
AEIO-320-D1B, D2B, EIB, E2B
IO-360-B 1 G6, CIC, C]1C6, C1D6, C1E6, CIF, C1G6, C2G6
1,10-3 60-C 1 E6
WIO-360-C 1 A, C1B, EIAD, EIBD, FIAD
TIO-360-A1B

ii~R
’V
I

In L1
‘Ir
n
rl

35X51X39

Page 6 of 37
Service Bulletin h’o. 34231)

Diagram No.3 IO-360-A1A, AIB, A1B6, A1B6D, A1C, AID, A1D6, A2A, A2B, A3B6, A3BdD,
B1D, B1F, B2F, C1A, C1B, C1D6, J1A6D
HIO-360-C1A, C1B
AEIO-360-A1A, A1B, A1B6, A1D, AIE, A1E6, B1F, B2F

f~ L]

,fil)jLI~r ii C.j j

T-J
ri-~hl
rl i., rl II ti‘
39X58X5

ii ii

Page 7 of 37
Service Bulletin No. 3421)

Diagram No. 4 IO-360-BIE

39X35X5

.j
1:I
?;J~I: 7
L

Ir
ITPhLZ

Page 8 of 37
Service Bulletin No. 342D

Diagram No.5 HIO-360-A1A

40 56

40X50X54Y56
26h I (46

54

40X75X51

Page 9 of 37
Service Bulletin No. 342D

Diagram No. 6 HIO-360-A1B

39X35XslX51X54X56X56X58)-7 p. -s

/-1 ~3,

Page 10 of 37
Service Bulletin No. 342D

Diagram No.7 HIO-360-B1A Oliew 1 of3) RosetteInstallation

1
-7_
40 I

-1
i= 1~ 40

:---7

n I II I lI

it, [_

i.

52X54X56

40X59X52X54X56
40

40
24
40X59X52X54X56t/ I I\h X,
40
r I

li21i 64X40X52X54X56

(54) ~-(27
40X50X54X5640)

Page 11 of37
Service )Bulletin No. 342D

DiagPam No. 8 HTO-360-B1A (View 2 of3) LW-12155 Manifold Assy., Fuel

w,

64X40X50X54X56
40

40
9X50X54X56
40 54156

I _)
POJ~7 12r- 1
i

I
I
r‘

40

22

40X50X54X56
40X50X54X56
40) (54 ;J/
40 54

Page 12 of 37
Service Bulletirm No. 3421[)

Diagram No. 9 HIO-360-B1A (View 3 of 3 75282 Manifold Assy., Fuel

40
39X40 2X54X56

j9Y40X51‘X54X56)-~ I,

40) (54
40X50X54X56

40
1(311
40X58X52X~4X56)-J ’-(40X58X52X54X56

Page 13 of 37
I0ewice Bulletin No. 34233

I)iagram No. 10 HIO-360-D1A

76X40

40X58X52X54XssX78XssX70X7i
F---

ian!n "L~I

35r35x5orss .i

6X40X77

Page 14 of 37
Service Bulletin No. 342D

Diagram No.ll AIO-~’LO-A1B,BIB,C1B


AIO-360-A1A, A1B, BIB

11151111116

Ilu
p,

i.r
~rrilrsrie

II 35X51X61X56

Ij 39X35X51X56

Page 15 of37
Service Bulletin No. 342D

Diagram No. 12 TIO-360-C1A6D Oliew 1 of3)

35X37X 51 56

31)(11)(16)(511

~i
35)( 51)(56)(59

1211 i i
j

H~LF1
L~-’S’U

Page 16 of37
Service Bulletin No. 342D

Diagram No.13 TIO-360-C1A6D (View20f3)

Oljtional Routing for


C I ea ra nc~

I,
i~-1

i
C_.1 7

:i.iI
´•1

I I
’l

Page 17 of 37
Service Bulletin No. 34213

Diagram No. 14 TIO-360-C1A6D (View 3 of3)

Is 12 35 31 51 56

~-=--i i
J

:.1
i L99
!ijiel
ilii
C~ i
35

7r
i 7’T~i-

ii~ ~-L--L--L-´•´•_C
-ii

iI
I
I
__i_..~ t j
---´•-ct-
I

j
f I’f
L,1 ,j L1
+´•L.C

L,r’ij
iI´•´•’:u;Ci
i
p´• I ´•‘’r
II
I
35

lo 10
40

Page 18 of 37
Service Bulletin No. 342D

Diagram No.15 IVO-360-A1A

17) ~2j

rd.i~u.nLu.

I
C-Ci i i 39 J5 51 56

j
i-,..i i.. I i
i i j
QOj5Xn)~ss)Cse I I

j i
,´•,Lt!
i! i ii ii i

O
\I j~ ,I
1,i!!!! ii
UIIII
CI
i ii it-, III

35 X 35 X 51 X51X56 ~:: : 1(1 I/ ;i i ;I .i\I Ilu


II
33)(35)(51)(51)~56
i-ii~ii
I I
ii
I I
~8000
33 35 51 51 54 56)( 56)(58

i i
i i
C..J ~o LU C..J

i ´•i
13

Page 19 of 37
Service Bulletin No. 342D

Diagram No. 16 IGO-480-A1B6

35X35XS1)(56t~ ~-(16

39)(35)(51 X56

i~ I j i

39)(35)(nl(nXssXss
IU
’b-- -t
i
´•r

35)(51)(56)(58
39 35 51 56

ii U u

l-(Ti~

Page 20 of 37
Service Builetin No. 342D

Diagram No. 17 IO-540-C4D5D, G1C5, K1A5, KIASD, K1B5, K1F5, KIFSD, K1G5, KIGSD,
K1H5, K1JSD, K1I(5

39 35 51 56

39)(35 51

51)
54 56

(S6
58 I~ I i
;I 35~( 51)(56K58

"u"li, O
i!
I I
i..,

I
i

39)(35 X 51 X56
rU 35X35X 5\ X56

Page 21 of 37
Service Bulletin No. 3421)

Diagram No. 18 10-540-A1A5, G1A5, G1B5, G1D5, G1E5, G1F5, K1A5, K1B5, K1C5, K1D5,
K1E5, KIESD, K1F5, K1J5, P1A5, S1A5, T4A5D, T4B5, T4B5D, T4C5D,

TIO-540-’U2A, AE2A, AHIA


LTIO-540-U2A

~s 12 16

3g)(35X51X56

39)( 35X 51 X 51X 56X 58


r’,
I I

51 56
I j i
i!

-li 5 ~1 i...i ai ii i..i


i
c~

r"l r"! cl---

i i

i 39X35X 51 356

WHERE CLEARANCE REQUIRES


THE CLAMP MAY 88 ANGLED
TO FIT SECURELY.

Page 22 of 37
Service Bulletin No. 342B

Diagram No. 19 AEIO-540-D4D5


T1O-540-AF1A, AFIB, AG1A, AKIA, AA1AD, AB1BD

WHERE CLEARANCE REQUIRES


THE CLAMP MAY BE ANGLED
TO FIT SECURELY.

:a 39 35 51 56

1
ii--~
Ci i; i i..j

C__
i
~il‘ iSih i
ywal.lr
ii?
51 55

Page 23 of a7
Service Bulletin No. 3421)

Diagram No. 20 IO-540-AC 1A5


TIO-540-AJ1A

i´•

~1
51X56X5e‘

jil

I I

~wd

I 51

35K35 51

Lo

"i

Page 24 of37
Service Bulletin No. 3421[)

niagram No.21-- IO-540-A1A5, C1B5, C4B5, C4D5D, D4A5, J4A5, L1C5, N1A5, R1A5, V4A5,
V4A5D, W1ASD, W3A5D, ABIAS
TIO-540-C1A, EIA, G1A, ABIAD
AEIO-540-D4A5, D4B5, L1B5, L1BSD, L1D5

WHERE CLEARANCE’REQUIRES
THE CLAMP MAY BE ANGLED
TO FIT SECURELY,

’B
JSX35X51X56

1~1) Ij jr" I!
iz’iC j.j
i,.j
n
I 7
ts~ s.~
i

ii
39X 35 X 51 X56

Page 25 of37
Service Bulletin No. 342D

Diagram No. 22 IO-540-B 1A5, B1C5, E1A5, E1B5

"VV"
34)(35)( 51)(561 1 35 58 51)(56

31
30 32

34 )(35 51 56

43
38 59
35
h
---~---o---
35)(35)(61)(51)(56 ’t
16

Lrl

351(58)(51)(56

31~ ~32
51)(56

Page 26 of 37
Service Bulletin No. 3423)

Diagram No.23~- TIO-540-A1A, A1B, A2A, A2B, A2C, F2BD, J2B, J2BD, N2BD, R2AD
LTIO-540-F2BD, J2B, J2’BD, N2BD, R2AD
OPTIONAL
CONSTRUCTION

37 35 50 56

En31 or1.
O

35 56

O
O
351(50)(56)659

a
63)(68)(69)(70)(7~
.j

j h-

Ij

I’
i..
37)(35)(50)(56

Page 27 of 37
Service Bulletin No. 342D

Diagram No. 24 IO-540-M1A5, M1BSD

0~

113´•1 3;jX35X51X5~X54X5!

r’

1~C?------

r’
i
-r
´•1
I
I ´•4´•’
!r!
B
LT’11ly‘i

j7X35XnXss

Page 28 of37
Service Sulletin No. 342D

Diagram No.25-- TiO-540-S IAD

12

35)(50)(56)(37
35)(50)(56)(58
L
i
1)
i .´•c~O
’2 59)(35)(50X56
In~
35 1( 50)( 561(37

Page 29 of 37
Service Bulletin No. 342D

Diagram No. 26 TIO-540-V2AD, W2A


LTIO-540-V2AD, W2A

ri~ r(iii) r(ij


35)(39X 51)(56

i
3539X 51 )(56

.I

i
j.! :li
L.._
J
I, :IL

i]

35 35 39 51 56

i;
U 35 39 51 56

u ul
16 20 26

Page 30 of37
Service Bulletin No. 3421)

Diagram No.27-- IGO-540-B 1A, B1C

6~
P
C´•´•´•´•:l-1, ~S
~´•;i´• P k:~ 9. P
I ’:L

25 73
25 )1

dl’; 55

a~ ILs _I VI
zS~
56

gea

n 13 15

1:

ORIGINAL
As Received By
ATP Page 31 of 37
Service BuHetin No. 342D

Diagram No. 28 IVO-540-A1A

40 59 99 69 19

404053
20
13 8

ii -Ci
o-

i 1 /-~soXs7XaoXsaXss
il´•i-
I
r-’

~.i..i. i
~-C-i
fi
ii
i
ii i ii: iij
i
i.
i rrrt’ i

i I I I I I i
/i I~
ciiiiJ..?Cii

O
3QQ
L(20~
53X69X40
69)(79

ri

Page 32 of 37
Service Bulletin No. 342D

Diagram No.29-- TIVO-540-A2A

0000
39 11 51 54 561 19

19) (49~ (65

id
~000
16\ *´•(’’~C

L ~LI

C1

’I

´•-o

39)(41)(51)(54)(56

ORIGINAL
As Received By
ATP

Page 33 of 37
Service Bulletin No. 342D

Diagram No. 30 IO-720-A1A (View 1 of2)

(6) C3

I
in nl, L’
j"Lllj

I
L
7
;i
l.il L a
´•i
39)(11XS1X~XI

O O O

Page 34 of 37
Service Bulletin No. 3423~9

Diagram No, 31 IO-720-A1A (View 2 of 2), Al B, DIB, DIED, D1C, D1 CD

OPTIONAL

I CONSTRUCTION

O
or or

!6) r(l2~
w

20 11 9
35XJ5X 51X 56

351(58X 511(56

1--)
nr~

i CI::

CZ Ii
Ir~j
35Xse

~iljl
51XJG
st)tss

ill I] u u

111) ~12) ~18

Page 35 of37
Service Bulletin No. 3421)

Diagram No. 32 IO-720-B 1B, BIBD

O O

9. g 9.

rj

i
1/1/ 7

os Os os OF II

Yi _i i
10 PLACES
35

Page 36 of 37
Service Bulletin No. 342D

Diagram No.33-- IO-720-C1B

s~Bg
‘I

i’
i--~a a

i.!-
i
c! I i

C 1_ _1

I?’i ,I
B cU-1 r;l r-´•´•

li,/

C,

Ot8sa
sl

-r-T ~6 Irl´•//! L-L[T~

i P

10 PLACES
L’
000~

Page 37 of 37
Irp COMlruc olvlsIo ru
WILLIAMSPORT, PENNSYLVANIA 17701

Oouilil~o
(L
DATE: June 23, 1972 Service Dullctin No. 343n
(Supersedcs Service Bulletin No. 343A)
Engineering Aspects are
FAA @EER) Approved

SUBJECT: Bendix Electrical Components Division Bulletin No. 551A

MODELS AFFECTED: Ilendix S-20, S-200 and S-1200 series magnetos.

TIME OF COMPLIANCE: As required by the subject bulletin.

NOTE

Dendix Electrical Components Division bulletin No. 551 stated that periodic lub-
rication of the oiling felts was not required if new lubricant distributor blocks vjere
installed. Mowever, it has been found that regardless if new lubricant distributor
blocks have been installed, inspection, lubi‘icatioii and parts replacement is nec-
the IIIO-360-
essary periodically on magneto P/N 10-349285-5 (LW-11563) used on
D1A engine installed in Muglies Model C helicopters. See Avco Lyconiing service
bulletin No. 33613 for specific iiistructions.

It will be nolctlthat the subject bulleliii No. 551A sliecificnlly recorlllncndss inslallntion of the ’’ncw
distributor blocl;s" in S-1200 soiics nlngnclos with part numbers 10-34[3285-1 aitd -5. (Avco LyconlinGG Nos.
75453 nnd LW-11563 iespec(ivcly. These particular magnetos are used ill Avco Lyconlillg IO-SGO-D1D, IO-360-

A1C, AIO-360-A1A, I-IIO-3GO-C1U, -D1A and TIO-360-A1D nilcraft eii6incs. Conlpli;lnce with Ilie modilications
and requircalenls of this bulletin is recommended for all owners and operators of applicable aircraft.

Ue~ldix Elactrica( SERV1CE


BULLEIIN
NO. 551A
SIJr,ay N Y 13038

I’i´• irited Janudry 1972

AIRCRAFT

SUBJECT: I New L~istributor´• I:lock Lubricanl.

KEASON FOR BULLtllN: ~ro advi3e Char lulure pruduction block


brollLe bushing~ aiid oiling felts will be ilnpr´•eena-
teil HiLh a new lubric~nt" instead of the preselltly
used SAE 30 non-detergent oil.

EQUIPMENT AFFECTED: All s-?o series, s-zou series and S-LZOO series
Hagnetos.

Mainlenance (Spare) ParlI Affected:

I,i~,LI_ L~isli‘il,ufol‘ (G cyl) 1FJ-S?’)L,U


Uisti´•ibutoi´• (4 cyl) 10-347211
ii.!´•c~ !:iurributor (6 c~l) 10-3’11%12
liii,ct Iiistributor (8 cy?) 10-349?1)
1U-’50752

Irom I~leccrical Compuncn~s I


Divi:;ion nistribulors in D I
ounce caiis UndrP BflldiX P/N 10-3(J1200´•I

M~llnt,L´•r ol (;nMA ORIGINAL ns Page 1 of 2

P;1
Service Bulletili 343D

NO. I OUtlll,

lot N~lf IC ~llOC


Li MAIIK

o ~O
~lg;MiT

IOLI(IITIC*IIOU
MAII

NO.l OOrltr’ \\\\~L, O

0\ /O

ALL S-20 S-200


(6´•CYL. ILLUSTRATED)

ALL S-1200
(4CYL. ILLUSTRATED)
Figure 1.

DISTRIBUTOR BLOCKS AS VIEWED FROM OUTLET END OF MACNETO

COMPLIANCE: (b.) Place distributor blBCks, (1) Observe the distribu´•


High Tension Towers B piece tor gear shaft for evidence of
Of Bbsorbant material,usP;cohn
over-
as card- heating or presence of a 3ticky"
I. It is recommended that newlubri-
board, In 2500 F oven for approx-
a residue. Normally, the shaft will
cant distributor blocks be installed
in 51200 Series Magnetos part numbers imately 4 hours. This should ca~ae have a bright, smooth steel appear-
10-349285-1 and 10-349185-5 in eccord- impregnating oil to appear on the ance.
surface of the bushing and on the
ance with the following schedule:
absorbent material. (2) Observe the dbtribu-
tor gear teeth for evidence of cracks
In use on engine with less
(a.) Remove the block from the
(C.) or excessive wear.
than 500 operating hours, at opera-
oven and using a clean, dry cloth
tor’s convenience,
immediately wipe all oil possible (3)Observe the nylon gear
In use on engines with more from the ID of the bushing. It may in the hub area for evidence of over-
(b.) be necessary to do this several times
than 500 operating hours, within the heating. Overheating can be deter-
as the pert cools. mined by noting a concentration of
next 200 hour period.
discoloration (orange/yellow) where
2. All affected magnetos except (d.) Using applicable magneto the nylon gear is molded to the steel
those listed above, at operator’s Overhaul Instructions impregnate the axle andlor cracks radiating from this
option.
bronze bushing using the new lubri- area. If any of the above items are
cant´• and an in-oven time of 2 hours. observed it is recommepded that a new
Also rewax the block surface per distributor gear be installed.
DETAILED INSTRUCTIONS: applicable instructions.

1. Distributor block bronze bush- (e.) Identify reworked distri- PARTS REQUIRED PER ARTICLE:
been impregnated with butor blocks by drilling a hole .f 25"
ings that have
the new lubricentl are identified by
dia. and .016" deep as shown in Fig- ´•Bendix Distributor Block Lubricant
me 1. P/N 10-391200.
either of two methods. (See (a.) or
(b.) and Figure (1.). j. Resent lubricant (SAE 30 non-
felt walhers can be
A boss (raised material)
(a.)
the distributor block to the left
on detergent
reworked Dilb
as ollows:
SPECIAL TOOLS REQUIRED:

and adjacent to the NO. 1 High None.


Tension Tower.
(a.) Thoroughly clean the felt
washer with trichlorethylene or sim-
ilar solvent to remove all oh. When MAN HOURS REQUIRED:
(b.) An indentation (drill point) dry, it should be nearly pure white.
.125" dia..OI6" deep In the same
location as in (a.). Replace distributor blocks in magne-
(b.) Saturate the felt washer 10.1/4 hour.
with the new lubricant’ then gently Relubricate distributor block bush-
2. Present lubricant block bush- blot excess oil until the part has a ings 1/4 hour.
ings (SAE 30 non-detergent oh) can L’frosted" appearsnfe.
be reworked to the new lubricant’
type as follows: NOTE WEIGHT CHANGE:

(a.) Remove both felt washers, If a new lubricant’ distri- None.


Kpresent. Using trichlorethytene butor block is being assem-
or similar solvent, clean the block bled to a distributor gear
surface to remove wax, oh, dirt, that has been in service, ´•AvaUable from Electrical Components
etc. the following precautions Division Aircraft Distributors In B
should be observed. ounce cans under Bendix P/N 10-391200.

REVISION "B" REWORDS NOTE AND CHANCES REFERENCE FROM 3364\ to 336B

Page 2 of 2
\A/ILLIAMSFJC3F:?T, F--’I_RJNS~VLV,11´•- i

irloilll~Uifo
I,
DATE: fury 11, 1975 Service Bulletin No. 34nA
(Supersedes Service Bulletin No. 343)
Engineering Aspects are
FAA (DEER) A\,proved

SUBJECT: Clearance f6r Valve Rocker Assembly


MODELS AFFECTED: All angle valve cylinders used on Avco Lycoming engines, except engine with uP-
exhaust system.
TIME QF COMPLIANCE: At overhaul or at any time valve rockers are assembled on engine.

A design change has been made in the valve rockers the cylinder head to provide .010 inch clearance b~-
to prevent intake and exhaust valve rockers from being tween tile cylindcl´• I~eatl alld vnlve I´•ocltcrs.
assembled in their reversed location. At the same time
cylinder heads were modified, at the base of the center
rocker shaft bosses, to accept the revised valve rocker. The valve rockers are designed tol,e installed in a
specific location in the cylinder head as shown ill fib~ re
Therefore; ifa new revisedvatve rocker is assem- 3, and are not interchangeable. If the valve rockers
bled in a cylinder that is not modified to accept it, are installetl in the reversed location, see figure 4,
there is a possibility that interference could occur, the result collld be dalnage to tile engine by the im-
See figure i. This condition, if encountered, can be proper contact between the valve rocker and I,ush rod.
corrected by grinding the cylinder head at the loca- The difference in appearance betweeii tile two valve
tion shown in figure 2. Grind only enough metal from rocker designs is shown in fi~u!´•e 5.

ORIGINAL
As Received By
ATP

POINT OFINTERFERENCE BEtWEEN _;: -TGRIND AT THIS POINT OF


TO OBTAIN OIO
CYLINDER HEAD AND VALVE ROCKER
Is CLEARANCE BETWEEN CYLINDER
HEAD AND ROCKER (BLEND GRINMNG
EDGE AS SHOWN)

8;

I~
I ~Ws

;3

Figure 1. Showing Point of Interference Figure 2. Cylinder Head Ground for Clearance

Page 1 of 2

Mn~,lbct ~II GIIMA

~h ~.nl´•i

t
Service t3ullctill No. 348A

NOTICE 7’HE ANGLE Or PVSllnoo END OF THC VAI.VE

t ROCKER.[)AMAOE WILL HESULT IF IISSEMRI.EI) IN THIS


r:
MINNER

1~%
I it~:
ti

r;
1.;,Y

111

Figure 3. Rocker Assembled in Correct Location Figure 4. Rocker Assembled Illcorrectly

W~B

ORIGINAL DESIGN REVISED DESIGN


Figure 5, View of Original and Revised Valve Rockers

NOTE: Revision "A" revises text; adds figures i, 2, 3, and 4.


ORIGINAL
Page 2 of 2
As Received By
ATP
LYCO[VIII\IG DIVISION
WILLIAMSPORT, PENNSYLVANIA 17701

~o00o08w
(L~)
Service Bulletin No. 357
DATE: September i, 1972
Engineering Aspects are
FAA (DEER) Approved

SUBJECT: Engine Inspection in Event of Immersion

MODELS AFFECTED: All Avco Lycoming Aircraft Engines

Before engine is returned to service after immersion in water.


TIME OF COMPLIANCE:

until it has been inspected. Completely dis-


An engine that has been immersed in water must not be operated
attention for evidence of corrosion, rust or contaminants
assemble engine and examine all parts paying Darticular
aluminum, magnesium or bronze surfacethat nlay
imbedded onbearing surfaces, piston, mounting flanges or any
If pitting in stressed areas is found, the part should notbe re-
be porous. Remove evidence of rust, or corrosion.
surfaces be removed. Be certain oil passages, dowel holes and similar hidden
used. Silt imbedded ill porous may
from contaminants. Test electrical components
and fuel metering
openings and recesses are thoroughly free fitness for future use.
manufacturer’s instructions to determine
devices in accordance with

nuts and crankshaft sludgetubes. All reused


Reassemblethe engine using new seals, gaskets, stressed bolts,
must conform with Table of Limits, No. SSP-2070, for fits and clearances.
parts

NOTE

Aircraft systems that supply either fuel or oil to the engine must be thoroughly
cleaned, including oil cooler, lines,valves, etc. to prevent contamination of the
engine after reassembly.

Membt!r o( GAM~

Goncrnl Iwl;ltion
Mnntllac~ulels hssoci;ltion
L~ C 63 Ta/l nr G IL, i i S I e~ nr
WILLIAMSPORT, PENNSYLVANIA 17701

OooilB~o

DATE: August 16, 1974 Service Bulletin No. 367F


(Supersedes Service Bulletin No. 3673)
Engineering Aspects are
FAA (DEER) Approved

SU EJECT: Required Inspection of Part No. 69650 Piston Pin

MODELS AFFECTED: 0- 320- B2 R; D1F, D2A; IO- 320; O- 360- A; io and LIO- 360- A, B, C, -D; AIO- 360;
11i0-380; TIG-360; 0-540-A, -D, -E, -G; IO-540-A, -B, -C, -D, -E, -G, -J, -K,
-L, -M and -P; GO-480; IGSO-480-AlE6; TIG-540 and L.TI~540-Ji IGO-540; IGSO-
540-A, -B; VO-540; TIO and’TIGO-541-E; IO-720-A, -B, -C series engines. See
pages 3 and 4 for lists of serial numbel´•s for specific applicable engines.

NOTE

This revision to Service Bulletin No. 367 has been publishedprimarily to add serial
numbers of engines that are subject to the requirements of the bulletin. This revision
supersedes all previous editions of Service Bulletin No. 367.

TIME OF COMPI,LANCE: Required within next 50 hours of engine operation or before at owners discretion.

Several part no. 69650 piston pins have failed, caused 3. Circular magnetization shall be accomplished by
by transverse grinding or heat cracks which occurred mounting the piston pins on a 3/2 in, dia. x 6 in.
during manufacture of the piston pin. There is a possi- min. long copper bar secured between the heads of

bility that a limited nun,ber of these pins were assem- the’machine. Adjust the current supply to indicate
bled in engines now in service, loao amperes.

To preclude failures of this type, removal of all 4. The pins must then be magnetized longitudinally
piston pins from affected engines is required and re- in a coil of 10, 000 ampere turns.
placement made with either new or reusable 69659
piston pins. A list of applicable engines is attached 5. application of
Use the continuous wet method for
herewith. Reusability of piston pins is determined by the magnetic fluid, either black powder or fluores-
magnetic particle inspection, those that are found to cent maybe used in a vehicle of kerosene or equiv-
be free from indications should ise reassembled in the alent petroleum distillate.
engine. New replacement pins having any one
of the three following identification markings HI3-NM 6. Use a fi-power magnifying glass to examine the
or FAAPMA or a large letterM on one end are satis- piston pins. Pay particular attention for indications

.’nctory and do not require magnetic inspection prior around the circumference of the pin; branctled
to first use. All other piston pins must be magnetic indications as figure
shown in the are conclusive

inspected prior to their use or returned through your evidence of unsatisfactory pins.
nearest Avco Lycoming Distributor for replacement
7. Piston pins that are found to be fl-ee of indications
parts. should be demagnetized, cleaned and reused. Awire,
confirming the inspection should be sent iin-
Owners and operators having access to magnetic.
mediately to Avco Lycoming, collect. Include the
inspection facilities may inspect their piston pins date of inspection and serial number of the engine.
locally rather than return then, to Avco Lycoming. The
accompanying figure shows the type of indications that
CIRCUMFERF,NTIAL INDICATION
may be encountered and the following procedure
describes the method of inspection to be used. ~-BRANCHED INDICATION
1. Clean the piston pins to remove all traces of oil,
grease or dirt; this is best done in a vapor degreaser
using trichlorethyleoe as a solvent. The pins must ‘i"
be clean and dry before proceeding with magnetic
inspection.

2. The equipmentused for magnetic inspection must


utilize either battery supplied dir´•ect current, or PISTON PINS WITH ANY INDICATIONS
full wave rectified, 3 phase alternating’ current. UKE THESE MUST NOT BE REUSED

Page 1 of 4

Member ol GAMA

I;enslsl I\viotion
M;lnufnctllleis Association
Service Bulletin No. 367F

If any piston pins are found to have magnetic indi- bly of the cylinders and pistons to accomplish piston
cations, the quantity of such pins and serial number pin inspection, in addition to a labor allowance of
of the engine from which they were removed should be $40. 00 for each cylinder.
promptly sent to Avco Lycoming by wire, or cable,
collect; and ship the properly identified pins, via air
Wherever possible claims for labor allowance
shipment collect to Avco Lycoming and mark the pack-
should be submitted to your nearest Avco Lvcoming
age for the attention of the Service DeDartment.
’distributor; in locations where this is not thepractical
claim maybe submitteddirectly toAvcoLycoming. In
Piston pins removed from applicable engines where
either case, the claim must be accompanied by the
magnetic inspection facilities are not available may model designation and serialnumber of the engine, the
be exchanged for re-inspected or new piston pins
date of compliance with this bulletin, and results of
through your nearest Avco Lycoming distributor; in- the
elude the engine model and serial number with the
inspection.
piston pins being returned.
After the inspection requirements have been com-

Avco Lycoming will furnish replace


or all neces- pleted a note indicating compliance with this bulletin

sary materialrequired for disassembly and reassem- Should be entered in the aircraft records.

PARTS DATA

Qty. Req’d. Part No. Name

1 LW-13617 Top overhaul gasket set, 4-cylinder angle valve head engines
(for 10 and I.IO- 360-A, -C engines) NOTE: 74712 or 77FJ69 intake
pipe seals must be reused; they are not, included with this kit.

1 LW- 12032 Top overhaul gasket set, g-cylinder pal´•allel valve head engines
(for 0-540-B, -E, -G; IO-540-C; T10-540-C1A)

1 LW- 12033 Top overhaul gasket set, 6-cylinder angle valve head up-exhaust
engines (for IO-540-E, -M; TIG-540-A, -J; LTIO-540-J2BD;
ICSo- 540- R)

1 LW- 12034 Top overhaul gasket set, 6- cylinder angle valve head down- exhaust
engines (forIGSO-480-A; IO-540-A, -G, -K, -L, -P; ICSO-540-A)

I LW- 12035 Top overhaul gasket set, 6- cylinder angle head top- exhaust engines
(for TIO and TIGO-541-E series engines)

1 LW- 12037 Top ove rhaulgasket set, 8- cylinder angle valve head down- exhaust
engines (forIO-720-A, -B)

1 LW- 12038 Top overhaul gasket set, ´•l-cylinder parallel valve head engines
(for 0-320-B, -D; 0-360-A)

AR 69650 or LW-13444 Piston pin (69650 piston pins are interchangeable with LW-13444
piston pins for all applicable engines)

Page 2 of 4
Senrice Bulletin No. 367F

serial numbers from August 1$, 19~3 to the


This list of engine serial numbers is a consolidated list of all previous engine
present time.
r0 8( H 10-360 SERIES -(180, I90, 200, 205 HP)

New Engines’
L-3438-51A thru L-9453-51A, L-9455-51A,
L-9409-51A, L-9410-51A, L-9415-51A thru L-9417-51A, L-9419´•51A thru L-9427-51A,
thru L-9517-51A, L-9519-51A thru L-9564-51A, L-9566-51A thN L-9616-51A, L-9618-51A,
L9457´•51A thru L-9498-51A, L´•9500-51A
L-9716-51A, L-9718-51A thru
L-9620-51A thru L´•9640-51A, L´•9642´•51A thru L-9651-51A, L-9653-51A thru L-9713-51A, L-9715-51A,
thru L-9826-51A, L-9828-51A thru L-9848-51A, L-9850-51A thru L-9930-51A,
L´•9768-51A, L-9770-51A thru L-9774-51A, L´•9776-51A
L-9964-51A thru L-9995-51A, L-9997-51A thru L-10090-51A, L-10092´•51A thru L-10113-51A, L-10115-51A
L-9932-51A thru L-9962-51A,
1-10279-51A thru L-10281-51A, L-10284-51A thru
thru L´•102c19-51A, L-10257-51A thru L-10261-51A, L-10263-51A thru L-10273-51A,
L-l 0290-51 A.

Remanufactured Engines:
RL-993-51A, RL-1267-51A, RL-127251A,
RL-191-51A, RL-591´•51A, RL-595-51A, RL-702-51A, RL-776-51A, RL-778´•51A, RL´•955-51A,
RL-1481-51A, RL-1515-51A, RL-1642´•51A, RL-1769-51A, RL-1815-51A, RL´•1847-51A, RL´•2143-51A, RL-2227-51A,
RL-1435-51A,
RL-2562-51A, RL-2629-51A, RL-2672-51A, RL-2923-51A, RL-3048-51A,
RL´•2249-51A, nL-2464-51A, RL-2476-51A, RL-2508-51A,
RL-3235-51A, RL-3318´•51A, HL-3344-51A, RL-3392-51A, RL-3427-51A. RL-3464-51A. RL-3540´•51A,
RL´•3113-51A, RL-3195-51A,
Rt-4787-51A, RL-4960-51A, RL-5082-51A, RL-5085-51A,
RL´•3573-51A, RL-3738-51A, RL-3832-51A, RL´•3868-51A, RL´•3974-51A,
RL-5685-51A, RL-5751-51A, RL-5824-51A, RL-6331-51A, RL-6345-51A, RL´•6350-51A, RL-6417-51A, RL´•6469-51A,
RL-5652´•51A,
RL-7043-51A, RL-7201-51A, RL-7357-51A,
RL-8623´•51A, RL-6652-51A, RL-6693-51A, RL´•6724-51A, RL-6744-51A, RL-6950-51A,
RL-8000-51A, R 1´•8354-51A, RL-8872-51A, RL-9611-51A, RL-9812-51A.
RL-7422´•51A, RL-7475-51A, RL-7806´•51 A, RL-7852-51A,

LIO-360 SERIES -(200 HP)

New Engines:
L-593-67A thru L-632-67A,
L´•440´•67A thru L-480-67A, L-487´•67A thru L-512-67A, L-514´•67A thru L-537-67A, L-545-67A thru L-591-67A,
L-634-67A thru L´•64&67A, L-650-67A thru L-655´•67A, L-660-67A.

0-S40-A1CS, -Al DS, -B1AS, -B2B5, -B4BS, -B4C5, -E4A5, -E4B5, -E4C5, -G1A5 -(235, 250, 260 HP)
New Engines:
L-15225-40 thru
L-15062-40, L´•15063-40, L-l[i108´•40, L-15117-40, L-15132-40, L-15133-40, L-15161-40, L-15221-40, 1-1522240,
L-15304-40 thru L-15320´•40, L-15322-40 thru L-15367-40, L-15372-40.
L-15227-40, L-15242-40 thru L-15249-40, L´•15297-40, L-15300-40,
Remanufactured Engines:
RL-11420-40,
RL-1040-40, RL-1207-40, RL-3330-40, RL-6768-40, RL-7670-40, RL´•9416´•40. qL-10859-40, RL-11312-40, RL-1137740,
RL-11862-40, RL´•13058-40, RL-13637-40, RL-14194´•40.

IO-S40-A1 AS, -B1 AS, -C1 AS, -C4 B5, -D4AS, -El AS, -El BS -G1 D5,
-j4A4, -K1 AS, -K1 BS, -K1 CS, -K1 ES, -K1 ES D (250, 260, 290, 300 HP)
New Engines:
L-10221-48 thru L-10260-48,
L-10118-48 thru L-10122-48, L-10124-48 thru L-1 0127-48, L-10144-48, L-10145-48, L-10209-48, L-10213-48,
L-10398-48. L-10459-48, L-10487-48 thru L´•10546-48, L-10548-48 thru L´•10562-48, L-1056B-48, L-1057148
L-10263-48 thru L-10267-48,
thru L-10576-48, L-l 0578-48 thru L-10584-48.

Remanufactured Engines:
R L-2271 -48, R L-2276-48,
R L-l13-48, R L-622-48, R L-91 8-48, R L.-l 170-48, R L´•1606-48, R L´•1640-48, R L´•2 015-48, R L-2050-48, R L-2210-48,
RL-4057-48, RL-410348, RL-4506-48, RL-5778-48, RL´•7116-48.
RL´•3610-48, RL-3614-48, nL´•3732-48,

r10-S40-A2B, -A2C, -C? A; LTIO-540-j 2F3D (250, 310, 350 HP)

New Engines:

L´•2412-61 thru L-2414-61, L-2416-61 thru L-2419-61, L-2489-61 thru L-2498-61, L-2’501´•61 thru L-2503-61, L-2550-61, L-2557-61,
L-2597-61.
L-2562´•61, L-2566-61, L-2567-61, L-2572-61 thru L-2583-61, L-2585´•61 thru L-2588-61, L-2590-61, L-2’591-61, L-2595-61 thru

Remanufactured Engines:
RL-2189-61.
RL-122-61, RL-226-61, RL-759-61, RL-771-61, RL-1263-61, RL´•1268-61, RL-1346-61. RL-1488-61, RL-1679-61, RL-16S3-61,

Page 3 of 4
Service Bulletin No. 367F

IGSO-540 SERIES -(380 HR


New Engines: L-306050, L-3061-50, L-3070-50, L-3071-50, 1.-3074-50, L-3085-50 thru L-3087´•50, L-3090-5D, L´•3093-50, L-3094-50.
Remanufactured Engines:

RL´•315-50, RL-518-50, RL-528-50, RL-821-50, RL-1014-50, RL-1100-50, RL-1151-50, RL-1174-50, RL-1216-50, RL-1517-50, RL´•1558-50,
Rl´•)591-50, AL´•1682-50, RL´•1694-50, RL-1700-50, RL-1773-50, RL´•1788-50, RL-1821-50, RL-2003-50, RL-2157-50, RL-2187-50,
RL-2385-50, RL-2479-50, RL-2543-50, RL-2604-50, RL-2907´•50.
10-720 SERIES -(400 HP)

New Engines:
L-505´•54. L´•506-54, L´•508-54 thru L-529-54, L-532-54 thru L-538-M, L-540-54, L-541-54, L´•546-54 thru L-549-54, L-551-54 thru L-554-54.

0320-B2B, -D1 F -1160 HP) New Engines: L-6798-39A thru L-6815-39A.


10-320 SERIES -(160 HP)´• New Engines: L-4952-55.
0-360-A SERIES -(180 HP)

New Engines:
L-17389´•36A thru L´•17408-36A, L-17410-36A thru L-17427-36A, L-17429-36A thru L-17452-36A, L-17454-36A thru L-17474-36A,
L-17481´•36A thru L´•17495´•36A, L´•17497-36A thru L-17500-36A, L-17503-36A thru L-17505-36A, L´•17516-36A thru L-17518-36A.

Remanufactured Engines: RL´•523-36A, RL-2030-36A, RL-3933-3SA, RL-7173-36A, RL´•11169-36A, RL-16937´•36A.

LTIO-540 SERIES -(350 HP)

New Engines:
L´•102-68, L´•10568, 1.-109-68, L-113-68 thru L´•117-68, L-125-68, L´•128´•68 thru L´•130-68, L-147-68 thru L´•152´•68, L-154-68, L-155-68.

Remanufactured Engines: RL-106-68.

TIG-541 SERIES ´•(380 HP) New Engines: L´•866-59 thru L-873-59.

TICO-541 SERIES [425 HP) New Engines: L´•343-62 thru L-352´•62. Remanufactured Engines: RL-161-62.
lG8-540 SERIES -(350 HP)´• New Engines: L-320-49.
VO-540 SERIES -1305 HP)- New Engines: L-2289-43, L-2281´•43.
Remanufactured Engines:

RL-343-43, RL-376-43, RL-456-43, RL-485-43, RL-522-43, RL-564-43, RL-691´•43, RL-694-43, nL-846-43, RL-849-43, RL-1125-43,
RL´•114&43, RL-1186-43, RL-1333-43, RL-1452´•43, RL-1571-43, RL-1700-43, RL-1731-43, RL´•1828-43, RL´•1913-43, RL-1929-43,
R L´•1931-43, R L-2[M1´•43, R L´•2125-43, R L-2142-43, R L-2208-43, R L´•2224-43, R L-2245-43, R L´•2269-43, R L-2 275-43 thru R L-2279-43.

GO-480-G1D6 -(295 HP)- Remanufactured Engines: RL´•288-37, RL-482-37.


IGSO-480-A ´•(340 HP)

Remanufactured Engines: RL-829-4M, RL-1258-44, RL´•1508-44, RL-1509-44, RL-1518-44, RL-1586´•44.

AIO-360 SERIES -(200 HP)- New Engines: L-165-63A thru L-171-63A.

TIG-360 SERIES ´•(200 HP) New Engines: L-l 12-64A thn, L´•l 15-64A.

NOTE: Revision "F" adds additional engine models.

Page 4 of 4
R
r t~;
t i i i
r
F
-P ~i, Pti r hb~
Be \P i r i~r7
r a e~ers r

II a I It ~I
WILLIAMSPORT, PENNSYLVANlk 1770’!

i
IIIU
UU~’
E
i
ii.
ICT

f e´• i

September 17, 1976

SUPPLEMENT NO. 1
FOR
SERVICE BULLETIN NO. 367F

Thissupplement No. 1 for Service Bulletin No. 3~7F, Required


intended to be part
Inspection of Part No. 69650 Piston Pin, is
of Service Bulletin No. 367F by adding the following serial
the inspection
numbers to the list of engines that are subject to

requirements of Service Bulletin No. 367F:-

I0-540-E1B5 (290 HP)


L-10317-48 thuu L-10320-48

I0-540-K1A5 (300 HP)


L-10303-48, L-10304-48; L-~0306-48 thru L-l0308-48; L-1056~-
48, L-10567-48, L-10569-48
IO-540-K1E5 (300 HP)
L-10564-48, L-10565-48

10-540-G~D5 (290 HP)


L-10577-48

0-360-A1F6D (180 HP)


L-17475-36 thru L-~7479-36

Member of GAMA
SERVICE
Williamsport
nortxeTtnalP
256uSlgnimocyL
Oliver Street
Wiliiamsport, PA 17701
bsidiary of

U.S.A.
Textron Inc.
BULLETIN

DATE: April 24, 1991 Service Bulletin No. 3691


(Supersedes Service Bulletin No. 369H)
Engineering Aspects are
FAA Approved

SUBJECT: Engine Inspection After Overspeed or Overboost

MODELS AFFECTED: All Textron Lycoming piston engines.

TIME OF COMPLIANCE: As required by the subject bulletin.

PART I-OVERSPEED

As shown in Chart I? every Textron Lycoming piston engine is rated at a specified rpm value above which it
may not be operated safely. Operating above
the rated engine speed can accelerate wear of stressed parts, possibly
in their or failure. Momentary overspeed can occur during a landing attempt,
when the prop
resulting damage
governor lags as the throttle is suddenly opened for a go-around.

fured-wing aircraft, momentary overspeed is defined as an increase of no more than 10% of rated engine
For
RPM for a period not exceeding 3seconds. For rotary-wing aircraft, overspeed is defmed as operating at any
for rotary-wing
speed above rated engine RPM for any period of time. No momentary overspeed is allowed
aircraft.

CAUTION

ENGINES MAY NOT BE CONTINUOUSLY OPERATED ABOVE SPECIFIED MAX-


IMUM CONTINUOUS RPM; TO DO SO WILL RESULT IN ABNORMAL WEAR
ON BEARINGS, COUNTERWEIGHT ROLLERS AND OTHER ENGINE PARTS,
CONCLUDING IN EVENTUAL ENGINE FAILURE.

Because inadvertent overspeed does occur, the information in this Service Bulletin is provided as an inspection
procedure for an engine subjected to overspeed. Record any instance of overspeed in the engine log, along with
the corrective action taken. Also note that the engine was inspected per this Service Bulletin.

NOTE

5 minute take-off rating in addition to the continuous rating. On


I A few models have a

these engines, overspeed does not exceed the take-off rating for longer than five
if
minutes it may be disregarded. Also, for these engines the take-off rating may be con-
sidered to be the maximum rated speed when considering any momentary event of
overspeed. Some engines, even though possessing parts of the same structural integrity,
have different HP RPM ratings. In these cases, when computing overspeed, the

greater RPM may be used. (Reference Chart I.)

Page 1 of 7

CenerelPwistion
Manufactvs~ A~Bodaion
Service Bulletin No. 369J

locating the rated speed in Chart I, ~nd the column for it in Chart II; then determine the percentage
After
of overspeed from the values shown in the applicable column. For example, if the rated speed of the engine was
found to be 2800 rpm and the overspeed was 2900 rpm, then from the 2800 column it can be determined that
percentage of overspeed is less than 5%. In the lower portion of the chart, across from "2800" and down from
5% or less, locate the number "1" indicating that the instructions in Note 1 should be followed before the engine
is returned to service.

CAUTION

IF OVERSPEED EXCEEDS 10% OF THE RPM VALUES IN THE COMPUTIr;JG-


OVERSPEED COLUMN IN CHART I, IT IS RECOMMENDED THAT THE PRO-
PELLER MANUFACTURER BE CONTACTED FOR POSSIBLE PROPELLER iN-
SPECTION PROCEDURES.

NOTES

1. Determine the cause for overspeed and correct it.

2. Drain the lubricating system.

a. Remove oil screens and filters and inspect for metal contamination.

b. Perform a differential pressure check on all cylinders to determine the sealing quality of the rings and

valves. See Service Instruction No. 1191 for procedure.

c. Using a borescope or equivalent instrument, examine the walls of each cylinder for scoring, which could
be caused by stuck or broken piston rings.

d. Disassemble magnetos and inspect all components for damage; recondition or replace parts as required.
Reassemble and test in accordance with the applicable magneto overhaul instruction manual. Also in-
spect condition of the magneto drive gears on the engine for looseness, which would indicate the suppor-
ting idler shafts are loose due to failure of safety attachments. If applicable, inspect condition of magneto
bearing recess in crankcase for excessive wear. Repair as necessary in accordance with Service Instruc-
tion No. 1140 or No. 1197. (Slick magneto series 4000 and 4100 are not repairable and should be replaced.
Slick 4200 series are repairable.)

3. On m~chanically supercharged engines, remove the supercharger drain cover and look for presence of engine
lubricating oil which, if found, is indicativ~ of a damaged supercharger seal. To determine the extent of damage,
permit the oil to drain from the supercharger for a period of 8 hours; if the quantity of oil accumulated is
more than a teaspoonful, the supercharger seal should be replaced.

4. Disconnect both´• the inlet and outletattaching hardware from the turbocharger and examine the compressor
and turbine wheels for possible damage. Check the shaft-wheel assembly for free turning and for vertical
and lateral motion, which is indicative of damaged center housing bearings. Damage in these areas must be
corrected before the engine is returned to service.

5. Either repeated moments or short operation in the overspeed region accelerate the rate of wear
periods of
in the parts that comprise the v~ve train and consequently reduce the reliability of the engine. In addition
to the checks normally performed on the engine during a 100 hour periodic maintenance inspection, also
accomplish the following steps on page 5 before the aircraft is returned to senrice:

Page 2 of 7
Service Bulletin No. 3691

Chart I Specified Rated Engine RPM

SPECIFIED ENGINE SPEED

ENGINE MODELS 5 Minute RPM For


Continuous Take-Off Computing
Rated RPM Rating Overspeed
O-235-C1, -C2A. -C2 -E. -G, -J; -K2q -M -N.-P 2800 2800

-H2C, -L2C,-KZC 1 2800 1 2800 1 2800

0-290-D. -D2 2600 2800 2800

0-320-A, -B, -C, -D, -E, -H; 10-320; LIO-320-B, -C; *AIO-320-A, -B,
-C: *AEIO-320-E 2700 2700

O-320-E2A, -E2 -E2F: *AEIO-320-E2A (rated atl~ 2450 2700

O- -B 2700 2700

I 0-360-A, -B, -C (except -C2D), -D, -E, -E -G; IO/LIO-360,


LO-360-E: *AIO-360; VO-360; IVO-360, HO- *AEIO-360 2700 2700

O-360-C2D 2700 2900 2900

HO-360-B: HIO-360-A -C. -E 2900 2900

HIO-360-D1A 3200 3200

HIO-360-F1AD 3050 3050

TO-360-A, -C, -E, -F; LTO- TI -C 2575 2575

O-435-A,-C 2550 2550

GO-435-C2 3100 3400 3400

VO-435-A 3200 3400 3400

VO-435-B:´• TVO-435 3200 3200

GO-480-B 3000 3400 3400

GO-480-C. -D -G. -H: IGO-480 3100 3400 3400

GSO-480: IGSO-480 3200 3400 3400

-B, -D; IO-540-C, -J’ 2575 noo

IO-540-A -E, -G, -P; HIO- TIO/LTIO-540 -S 2575 2575


0-540- -L:IO-~1´•O-W 2400 2400

IO-540-AA1A5 2425 2425

O-540-E, -G, -H; IO-540-D, -K, -L, -N. -R. -S -V: TIO-540-S 2700 2700

TIO-540-V 2600 2600

AEIO-540-D, -L 2700 2700

VO-540a 3200 3300 3300

VO-540-B: IVO-540; TIVO-540; VO-540-C 3200 3200

IGO-540 3000 3400 3400

IGSO-540 3200 3400 3400

m0-541-A1A 2575 2575

TIO-541-E 2900 2900

TIGO-541 3200 3200

10-720 2650 2650

I Io-no-D1BD, -DlCD (375 hp) 1 2400 1 1 2650

Aerobatic engines that engaged in flight maneuvers which cause engine overspeed are subject to abnormal wear
are

and possible overstress of rotating parts, which will shorten the service life of the engine. The damage accumulated
due to the amount of overspeed, along with the extent of repeated operation at alternating high and low power applica-
tions, must be evaluated by the operator to determine the inspection procedures required.

Page 3 of 7
Service Eulletin No. 3691

Chart II Inspection Requirements in Event of Overspeed

Engine
ENGINE RPM
Overspeed in
Excess of
Max. Rated RPM 2400 242512550 2575 2600 2650 2700 2800 2900 3050 3200 3300 3400

*5% 2520 2546 2675 2705 2730 2780 2835 2940 3045 3202 3360 3465 3570

*10% 2640 266812800 2830 2860 2915 2970 3080 3190 3355 3520 3630 3740

Except as defined as "Momentary Overspeed" in 2nd paragraph of Service Bulletin.

Category of Engine Types and Inspection Requirements


(Numbers Refer to Notes in Body of Text)

FIXED WING INSTALLATIONS


ROTARY
WING
DIRECT DRIVE DIRECT DRIVE GEARED DRIVE
INSTALLATIONS
(Normally Aspirated) (Turbocharged)

Specified 5% 5% 5% 5%
Engine or between over or between over or between over or between over

Speed less 5-10% 10% less 5-10% 10% less 5-10% 10% less 5-10% 100/o

2400 1 1,2,5 1,6


2425 1 1,2,5 1,6
2550 1 1,2,5 1,6
2575 1 1,2,5 1,6 1 1,2,4,5 6 1 1,2,5 6

2600 1 1,2,4,5 6

2650 1 1,2,5 1,6


2700 1 1,2,5 1,6 1 1,2,5 6

2800 1 1,2,5 1,6


2900 1 1,2,4,5 6 1,2 1,2,5 6

3050 1,2 1,2,5 6

3200 1,3 1,3,4,5 6 1,2 1,2,5 6

3300 1,2 1,2,5 6

3400 1,3 1,3,4,5 6

Page 4 of 7
Service Bulletin No. 3691

NOTES (continued)

a. Inspect all screens and filters in the lubrication system for metal contamination; if any unexplainable ac-
cumulation is discouered, the cause must be determined and corrected blfore the engine is returned to

service.

b. By means of a borescope or equivalent illuminated magnifying optical device, determine the condition
of the intake and exhaust valve faces and seat faces. Evidence of excessive wear, pounding, or grooving
is reason for the valve and seat replacement.

c. Inspect external condition of valve keys, rockers, and exhaust valve guides for damage particularly check
valvesprings for coil strikes or severe bottoming of the coils. If damage to springs Is evident, remove
them and check compression load as specified in Table of Limits; replace any that are not within limits.

d. Rotate the crankshaft by hand to determine if valve lift is uniform


or equal for all cylinders; also note

if valve rockers are free when the valves are Unequal valve lift is an indication of bent push rods;
closed.
and tight rockers, when valves are closed, indicate a tuliped valve or a damaged valve lifter. Repair any
suspected damage before the engine is returned to service.

e. Comply with Service Bulletin No. 388 to determine exhaust valve stem to valve guide clearance condition.

6. Remove the engine from the aircraft; disassemble it and inspect the parts in accordance with the applicable
overhaul manual. Replace any parts that are damaged or not within the service limits as shown in the Table
of Limits. In engines equipped with dynamic counterweights, the bushings must be replaced in both
counterweight and crankshaft.

PART II-OVERBOOST

The maximum manifold pressure of turbocharged engines is controlled by various means:

i. Throttle controlled by the pilot. Here maximum rated manifold pressure is red-line and is normally reached
somewhere before full-open throttle, depending upon density altitude.

2. Preset density controller. This controller senses compressor discharge density and varies the manifold pressure
to ensure the engine develops rated power, up to critical altitude, regardless of the density altitude. Here
takeoff is at full throttle. However the red line on the manifold pressure gage is the maximum permissible
for a hot day at high field elevation. See the airframe or engine operator’s manual for standard day manifold
pressure, realizing that full rated power will require a lower manifold pressure on a below standard temperature
day and higher on an above standard day. This further indicates that should the density controller be im-
properly adjusted or malfu;lction, it is possible to have an overboost without exceeding red-line manifold pressure.

3. Preset absolute variable pressure controller. This controller is normally used on engines incorporating a tur-
bo compressor air bleed to pressurize the aircraft cabin. The controller is preset at the factory resulting
in red-line manifold pressure at full throttle regardless of density altitude.

Overboost of Textron Lycoming supercharged or turbocharged engines is not permitted beyond the limiting
manifold pressure which appears on the Sea Level and Altitude Curves of the applicable Textron Lycoming Operator’s
Manual. Any operation of an engine beyond this limit raises the possibility of serious engine damage. Because
of this, any overboost, whether malfunction or inadvertent, which exceeds the allowable manifold pressure specified
for thecorresponding ambient pressure and temperature should be considered as shown in the following chart.
It is the
responsibility of the operator to monitor manifold pressure to ensure limits are not exceeded. The con-
tinued use of an engine after momentary overboost has occurred is at the discretion and the responsibility of
the operator.

Page 5 of 7
Service Bulletin No. 3691

NOTE

During takeoff with low oil temperature, advancing the throttle too quickly may result
in manifold pressure "overshoot". What happens is that manifold pressure advances
momentarily above maximum rated by 1 or 2 inches Hg. and then returns immediately
to the maximum rated. In this instance, the throttle is slightly ahead of the controller’s
capacity to function ndrmally. If overshoot does not exceed 2 inches and 3 seconds
duration, itmay be disregarded. However, overshoot can be prevented by interrupting
the throttle advance momentarily several inches below rated manifold pressure.

Chart III Overboost Recommendations (No Manifold Pressure Relief Valve)

IN ALL CONDITIONS LISTED BELOW, INVESTIGATE REASON FOR OVERBOOST


AND CORRECT BEFORE NEXT FLIGHT

Overboost Conditions Recommendations

Momentary overboost not exceeding 3 inches Hg. Enter inlog book. Include maximum manifold
for 5 seconds. pressure reached, duration of overboost, cylinder
head temperature, ambient air temperature, pressure
altitude.

Not exceeding 5 inches Hg. or 10 seconds. Normal 50 hour inspection plus particular attention
to items 1, 2 and 3 in the following list.
Not exceeding 10 inches Hg. Remove engine from aircraft; completely disassemble
and inspect. Replace all parts that do not come
within maximum service limits as shown in Textron
Lycoming Service Table of Limits.

Over 10 inches Hg. Complete engine overhaul required, plus replace-


ment of crankshaft.

1. Inspect cylinder assemblies signs of cracked heads, particularly around the


for lower spark plug holes; and
for cracks around the hold-down nange of cylinder barrels. Also check barrels for burned paint and for oil
leaks around cylinder base flanges.

2. Remove oil screens and inspect for metal particles using care to insure the particles are metal and not hard
carbon.

3. Remove all spark plugs and inspect them closely for physical and structural defects. Spark plugs removed
may be reused providing that each plug checks out satisfactorily in a spark plug test unit and exhibits none
of the following defects:

a. Fine wire plugs with loose center or ground electrodes.

b. Electrodes show signs of metal or impact damage.

c. Massive electrode plugs with copper run-out of center electrode.

d. Ceramic core nose with a cracked or crazed surface.

Page 6 of 7
Service Bulletin No. 3691

PART III ENGINES E&UIPPED WITH ABSOLUTE PRESSURE RELIEF VALVE

absolute pressure relief valve (often referred


equipped with
Some Textron Lycoming turbocharged engines are an

outlet and the fuel injector/carburetor


to as a "pop-off" valve). This valve is installed between the compressor
to protect the engine from surges of excessive manifold pressure.
Even though manifold pressure may continue

to rise above its normal rated value, power output will not
increase appreciably. In fact, as the valve lifts off its
decrease even if manifold pressure continues
seat, at approximately 2 inches above normal-rated, power may
to rise above normal-rated pressure.

Action required with manifold pressure overboost:

i. Determine the cause for overboost and correct it.

2. Remove the absolute pressure relief valve (pop-off valve).

3. Place the valve assembly, mounting flange down, on a calibrated scale. The valve head should protrude ap-
the
proximately 0.2 inch below the mounting flange. Ensuring that the mounting flange remains parallel to
scale surface, apply pressure to the top of the valve housing. If the valve head depresses
flush with the mounting
without exceeding the maximum pounds of force listed below, the valve is functioning.
flange surface,

divided into three categories, according to manifold pressure


following chart,
In the pressure relief valves are

requirements.

Maximum Pounds
Categories Manifold Pressure
Required to Develop Rated Power
To Depress Valve

*43 Ibs.
30.00 to 40.00 inches Hg.
*58 Ibs.
40.00 to 50.00 inches Hg.

*72 Ibs.
50.25 to 60.00 inches Hg.

*A~ lesser pressure is acceptable as long as the valve, when in service, does not lift off its seat Drier to attaining
rated manifold pressure.

NOTE

After complying with items 1 thru 3 and making appropriate logbook entry, return engine

to service. Should the relief valve fail to lift off its seat within prescribed limits, the
valve has malfunctioned. If so, refer to and comply with the Chart
III overboost recom-

mendations. Also, either reset or replace the pressure-relief valve.

CAUTION

ON ENGINES WHERE MANIFOLD PRESSURE IS THROTTLE-CONTROLLED


BY THE PILOT, IN NO CASE ADVANCE THE THRO~TLE BOOSTING
MANIFOLD
THE ABSOLUTE
PRESSURE BEYOND RED-LINE TO DETERMINE IF
PRESSURE RELIEF CONTROLLER IS FUNCTIONING. THIS IS AN EMERGEN-
MUST
CY CONTROLLER. DELIBERATE MANIFOLD PRESSURE OVERBOOST
BE AVOIDED.

NOTE: Revision "I" revises Chart I, note on page i, and step 3 on page 7

Page 7 of 7
LYCOMING DIVISION
17701
WILLIAMSPORT, PENNSYLVANIA

(L)
Service Bulletin No. 370
DATE: May 4, 1974
Engineering Aspects are
FAA (DEER) Approved

SUBJECT: Oil Filter Attaching Stud Replacement


0-540, 10-540,
MODELS AFFECTED: 0-235, 0-320, 10-320, 0-340, 0-360, IO-360, HIO-360, T1(1360,
engine mounted AC fullflow oil filters.
TID´•540 andIO-720 series engines equippedwith

installed in´•aircraft engaged in


TIME OF COMPLIANCE: Within next 10D hours of engine operation on engines
with this bulletin may be deferred untiloverhaul on engines
crop dusting. Compliance
not employed in crop dusting.

nut end of the


been hole drilled in the face of the hexagon
An improved oil filter attaching stud has pro-
Division to replace the stud. See figure.
vided by the AC Spark Plug
of higher
stud currently used. The new stud is made At time replacement is made, and at anytime filter
tensile strength steel to reduce elongation and damage i, replaced, be sure this stud is tightened with p recisely
from improper torque application.
This design is c~ 20 to 25 foot pounds torque. Overtightening can damage
and should
considerably stronger than its predecessor
occurred
~asket or stud; undertightening can result in oil re akage.
eliminate the possibility of breakage that has AC 6439529 is
in dusting. The new oil filter attaching stud,
primarily in installations engaged crop of
available until January 1, 1975 at the special price
6436624
$12. 60; new stud is packaged as part number
Although similar to the previous stud in appearance,
with stud number shown on packing box.
the new stud is identified by the approximate 1/4" dia.

29

hole at this location.


AC 6439529 Stud has approx. 1/4 in, dia. identification

Oil Filter Attaching Stud Assembly

Member of GAMP.

’Aviation
:turcrs ASsocialioll
LYCOM1NG DIVISBON
WILLIAMSPQHT, PENNSYLVANIA 17701

(L)
Service Bulletin No. 373
DATE: March 22, 1974
Engineering Aspects are
FAA (DEER) Approved

SUBJECT: Bendix Magneto Bulletin No. 566

All Avco Lycoming engines equipped with S-1200 series magnetos.


MODELS AFFECTED:

As required by subject bulletin.


TIME OF COMPLIANCE:

Bulletin No. 566, reprinted herewith pertains to rework


The Bendix Electrical Components Division’s Service
to improve the lubrication
or replacement of the distributor
block to accommodate two washers that are installed
shipped after February I, 1974 with Bendix S- 1200 series
characteristics of the magneto. All Avco Lycoming engines
in-
described installed; engines in service that have the modification
magnetos will have the mo’dification herein
either the serialnumber or the revision code on the magneto nameplate. All owners
corporated can be identifiedby
with the requirements of this bulletin at their earliest
and operators of applicable engines are urged to comply
opportunity.
NOTE

built with this change incorporated are


New Bendix -1200 series magnetos thatwere
nameplate, by the revision code letter shown in the follow-
identified, on tile magneto
ing chart. However, remanufactured -1200 series magnetos (blue label) with this
identified by serial numbers which begin with no. 346001
change incorporated are
that have been
and up. The serial numbers of additional remanufactured magnetos
modified to this change also are listed herein.
incorporate
NEW MACNETO IDENTIFICATION CHART

Revision code on magneto name-

plate indicating compliance with


Engine models that employ
number Bendix Bulletin No. 566
-1200 series magnetos Magneto part

LW-349305-1 C1
O-235-C series
LW-349365-3 C1

C1
O- 360, IO- 360, HIO-360 LW- 349285-1
C1
LW- 349305-1
except HIO-360-D C1
LW-349305-5
LW-349365-3 C1

B1
HIO- 360-D
LW-349285-5
LW-349310-3 C1
LW-349235-3 A3
LW-349235-4 A3

TIO´• 360 LW- 349285-6


LW-349305-6

LIO- 960 LW- 349305-3


LW-349365-6 C1

C1
LW- 349290-1
0-540, 10-540, TIG-540
LW-349290-10
LW-349290-11
LW-349310-1 C1
C1.
LW-349310-8
LW-349370-4 C1
LW-349370-11

Page lofG

Member ot GAMA

GencralAvintion
Mal~ufacturers Association
Service Bulletin No. 313

NEW MAGNETO IDENTIFICATION CHART (CONT.

Revision code on magneto name-

Engine models that employ plate indicating compliance with


-1200 series magnetos Magneto Dart number Bendix Bulletin No. 566

LW-349290-2 C1
TIG, TIGO-541
LW-349310-4 C1

LW- 349290-3 C1
IGSO-540
LW-349310-4 C1

LW- 349290-4 C1
VO, TVO-435
LW-349290-9 B1
VO, TVO- 549
LW-349310-10 B1
LW-349310-11 B1

LW- 349310-1 C1
GO, GSO, IGSO- 480
LW-349370-1 C1
LW-349370-2 C1
LW-349310-2 C1

IO- 720 LW- 349 300- 3 B1


LW-349300-4 C1
LW-349320-4 C1
LW-349320-5 B1

with the
Avco Lycoming engines equipped with Bendix remanufactured (blue label) -1200 series magnetos
of having been modified
following serial numbers are exempt from the requirements of this bulletin by reason
in addition to all those with
after remanufacture to incorporate the modification described herein. (These are
serial numbers 346001 and up.

Magneto no. 10-349285-1: S/N’ s 305313, 307311, 307312, 307314,316253 thru 316255; 323180 thru 323184; 323186
thru 323189; 336587, 1025022, 1029058, 1029173, 1029178.

10-349285-5: S/N’s 323190 thru 323192.

10-349290-2: SJN’s 336423, 336426, 336429, 336430, 336436, 336437, 336440, 336441.

10-349290-3: S/N’s 1149005 thru 249008; 249010, 249012, 249020, 323236, 336565.

10-349290-4: S/N 336038.

10-349300-4: S/N 323247.

10-349305-1: S/N’s 336507, 336512, 336515, 336517, 336527.

10-349310-1: S/N’s 336532, 336551, 336559.

336476.
10-349310-4: S/N’s 247061, 338449, 336452, 336455, 336457, 336468, 336472,

10-349320-4: S/N 323319.

10-349365-3: S/N’s 316345, 316351, 336480 thru 336482; 336484, 336485 thru 336488, 336492, 336494
thru 336498; 336502 thru 336504.

10-349370-1: S/N’s 323338 thru 323340.

For Bendix Bulletin No. 566: See Fiche No. 1105B; 45-4/45-7;

Page 2 of 8
´•urrt´•.~n,

SERVICE BULLETIN 566


Division
Sidney. N. Y. 13 838

January 1974
Page 1 of 4 Pages

nlRiRaFT
SUBJECT: S- t 200 Distril,utor Block anti Gear Change

REASON FOR BULLETIN: 1.To inlorm Users of Suhject Change.


2. To Recommend Conversion of, and Provide Rework Information
for Existing Magnetos.

EQUIPMENT AFFECTED: All S1200 Series Magnetos.

Maintenance (Spare) Parts Affected: boss between the high tension towers at the six o’clock
10- 34 92 1 1, 1 0´• 34 92 1 2 and 1 0´•34 9213 Distri bu for position and molded in letters as shown in figure 2.
Blocks. Reworked blocks are identified by a drill point indentation
in the same location. New and reworkerl blocks both have!
Compliance: different part numbers from the current told) block. See
At first opportunity, I,ut not later than next overhaul. Table i.

Detailed Instructions: The reworked blocks incorporate a narrower 1.219") felt


It has been found that the addition of a nylon insulating strip P/N 10´•391346. All other blocks incorpora te the
washer and steel skid washer between the distributor gear currently used 1.250") felt stri p P/N 10´• 1 633 74.
L electrode and the block bushing, as shown in figure 1, re-

duces the possibility of deterioration of the lubricant and All factory new and factory reworked distributor blocks
possible seizure of the parts. incorporate the new moisture resistant treatment.

The addition of the washers make it necessary to shorten It is recommended that all old distributor blocks be rework-
the gear end of the bushing and block. New production ed or replaced no later than the next overhaul. Users wish-
blocks incorporating the change are identified by a raised ing to rework blocks may do so in accordance with the
following:

olsrRleuroft
BLOCK DISTRIBUTOR
NnoF1 cl*a
FELI PLAIN INSULATING
RETAINHG fELT STRIP (STfR SKID) WASHLR
RING WASHER WASHER
PLAIN CARM>NBRUSH
WASH~R

B 90

Figure 1.
Bendix~A Electrical
Components SERVICE BULLETIN 566
Division
Sidney. N. Y. 13830

LUBRICATION
ID~NTIFICATION\ LUBRICATION
MARI.

o o
0~ O

111 (I~T O

BENDIX
O
"1~ 1111 1111/11,’ O

FAA-PMA
NO. I OUTLCT
NO.I OUTLET’ o

SHORT BLOCK
O
II SHORT BLOCK O O
INDLNTIFICATION
MARK n\ in ID~NTIFICATION
(.125 DI*.,al6DLLP) MARK
(RAISID 11055)

RE~HloRKLD BLOCK N~W BLOCK

Figure 2

TABLEI

No. of Old Clock Rcwntkcd Clock New Clock


\v Cyl. (Ilcwo~k or (Itlcnlify by
rcl,lncc) Point intlcntnlion) raised Boss)

4 10-340211 10-391308 10-391411


6 10´•349212 10-391414 10-301412
8 10´•349213 10-391415 10-391413
Use Felt Strip Use Felt Strip Use Felt Strip
10-163374 10-391346 10-163374

i. Clean and inspect to insure! distributoi I,)ock is suitable of reworkctl bushing. See figure 4.
for continued use before reworking.
6. Slightly chamfer all corners of reworked surfaces.
2. Fabricate an expanding arbor lathe fixture as shown in
figure 3, (Similar arbors may lie purchasetl from industry 7, Identify rcworkctl I,locks by tlrilling a flat L,ottomed hole
machine tool supply houscr.) .125" diameter anrl .016" tlcep in the six o’clock position
as shown in figure 2.
3. With arbor in lithe, slic)e distrib~itar block over arbor,

high tension outlet tower sirle first, until block L,ushinn n, niow out chips nrirl foreign malter.
bottoms on arbor sho~lltlcr. Tighten arbor c!xl,ansion
screw until block is held securely for turning olieintion. 0. Clean rlielrcrric scir laces of dislril,ulor Iilock thorounhly
of all grease and cnalinrl I,y linsir-lg in a container of
4, Use a suitable cutting tool nntl turn so that nvci;ill tiichlnrcthylcnc. Fll!l,nnt cleaning process until all coating
length of
bushing is 1.200 -1 .Ob5 .000 inch as sbowll is reinoved. Dry ill a ventilated oven at JGOO for :/,hour
in figure 4, /A Carbaloy tipperl tool is recommcntlctl.) minimum.

5. Using same cutting tool, turn tliclectric material of 10. impregnate bronze Inl~hingg and coat rlistributor block

block so that resulting surface is .015 inch ialow cnrl as follows:


Ellectrical
ComponenYs SERVICE BULLETIN 566
Division
Sidr\uv. N. Y. 1313311
130313

January 1974

Page 3 of 4 Pages
3.000-

.125 DIA 3 HOLES i


875

.250
r .750
EQUALLY SPACED
1
1j;
.8~\2 DIA SLOT

:005.DIA.031
875
’1
jj .50I1 2-.0 5-.01R’
´•.000 SPLACES
.189 DIA
-.002 .312 ALLY SPACED
(.000-.002
.99901A
´•.000 I213-..
.001

.312 D1A fi .437


f
-’.005
.06 MIN
/I .IPODIA .3770IA
VNDERCUT n´•´•---- .B12

10-32 UNC-’LB’ 1.500---- 1.C~25


HEX
COL APS~D´•.0 0
.001

10-32UNC-2A
Figure 3,

v,O
(2) Remove block from oven anti using a clean dry
00 cloth, immediately wipe all oil possil,le from insitle tlia
00 of
meter bushing. It may be necessary to do this several
Ln
o times as part cools.
O (3) Identify tlistril,utor block I,y drilling flat
(Y
bottomed intleiitaliori 0.125 inch diameter and 0.016 inch
r:
deep located as Ellown in figure 2.

b. Install a 10-7050G-10S protective cap or equivaleiit


over each end of bushing in black. Dip block in coatirig’
to cover all molded surfaces. Remove block from solution
and air dry for 30 minutes miniinurn.

c. Remove protective cap from electrode sitle of block


and fill bronze bushing with Bendix Distributor Block
Lubricant.
Figure 4.
d. Place block in oven, using care Iiot to spill any oil oil

NOTE coated surfaces. Bake block at i 900 to 210DF for 2 hours


to impregnate bushing with oil.
Care should be taken to keel, coating away from
bronze bcisliing and oil from cuatetl surfaces. e. Remove block from oven and allow it to cool to
room temperature.
a. If tlistribulqr block is not Inarkcd wi~li a raised boss
or drill Iioiiit indelltatiorl to tile left anti adjaccl\tt to the f. Caieiully rcinove protector cap anti allow remainM~g
No. 1 high tension tower (sec tiguru 2), Ic~novu old oil to drain froni bushing.
lubricant fiom bushing as follows:
(1) Place distrihu~oi block, high lension towers up,

on a piece of absoil,aiit lllatcrial, stich cartlbourd, in a


as ’Bendix Distributor Block Coating. Part No. 10-391400.
2500F oven for 4 houis. This shoulrl cause ilnl,regnating

oil to appear on the surface of the bushing and on the "´•Bendix Distributor Block Lubricant available in B ounce

absorbant material, cans, Part No. 10-391290.


Sendi#8 Electrical
Components SERVICE BULLETIN 566
C)ivision
Sidney N Y. 13838
i
PacJu 4 ol 4 PacJI:s

Iiistall a new rlry tell strip 1.219 inch witlo) P/N CAUTION
11´•
1 0- 39 1 34 G in groovu ori cl cc tiode side o i reworked Once modified, the distributor block can be

~istrihutar black. used oiily with a gear having the nylon and steel
washer irlslallud over the shaft as shown in

NOTE figure i.

Felt strip must not be lubricated.


4. Install new cail,on brush in hole in center of

Asseml,le large distributor year, nylon anti steel washers to distributor gear.

new or reworked block as follows using li(lure 1 as a guide.


Parts Reyuire3 Per Article:
i. Saturate a new lelt washer with Bendix Distributor 10391346 Felt Strip (For reworked block only)
Block Lubricant." Blot excess oil from washer until flat 10-391309 Nylon Washer

surfaces take on a "frasted" appearance, and seat washer 10-349511 Plain Washer
in recess of block.

Special Tools Required:


2. Slide nylon insulating washer 10-391309 and plain
Expandiny arl,or lattiu fixture. (Sce figure 3).
washer 10-391511 onto guar shaft.

Man Hours Required:


3. Lubricate iruide of blonzee bushiny with a light film Block Rework ~s hour.
of Bundix Dis~ributoi Block Lul,iicant. Insurl shaft of
Assembly N8gliyil,le.
geai through diStli~LltOI block and I,osi~iun I,laiii washer
on shat~. Usnlgg Ihu 113071 Retaining Ring Pliers, install

ICLillrllllY ring oil shalt. Rotate gear to insuree there is no Bcndix Distril,u toi Block Lubricaiit available in 8 ounce

inteifcrunce betweeii gear electrode aiitl block eluctrodes. cans, Part No. 10-391200.

X --B, i
(D
lL-

~navr_O LYCOMII\IG DIVISIOI\I


WILLIAMSPORT, PENNSYLVANIA 17701

D~n ~oOUoVBw G30,


(L)
Supplement No. 1´•
to Service Bulletin No. 373
January 31, 1975

SUBJECT: Bendix Bulletin No. 566

On page 2 of Avco Lycoming Service Bulletin No. 373 a list of serial numbers
of Bendix 1200 series magnetos is shown as being exempt from the requirements
of Bendix Bulletin No. 566 by reason of having been modified after remanufacture.
Since publication of Avco Lycoming Bulletin No. 373 the remanufactured "blue
label" magnetos, with the serial numbers in the following list, also have been
modified in accordance with the Bendix Bulletin No. 566:

Magneto no. 349290-1- S/N’s 316267, 323196, 336006, 336011, 336022, 336066,
409109.

349290-2 S/N’s 336424, 336433, 346128.

349290-3- S/N 323243.

349305-1- S/N 336522.

349310-1- S/N’s 316315, 336537, 336549, 336552, 336555, 409338,


409343.

349310-4 S/N’s 336460, 336464, 336467, 408054.

349365-3- S/N 323331.

General Aviation
Manufacturers Association
1_Y C d M I~I\IG D IVI SI O
\NILLIAMSPOHT, pENN5YLVANIA 17701

1975 Service Bulletin No. 382


DATE: January 17,
Engineering Aspects are
FAA (DEER) Appl´•oved

SUBJECT: Dendix Fuel System Bulletin No. RS43

IO-540,
MODELS AFFECTED: 10-320, AIO-320, 10-980, HIO-360, NO-360, TIO-360, AlO-360, IGO-480,
Irom
TIO-540, TVO-540, IGO-540 and IO-720 Avco Lycoming aircraft engines shipped
the factory prior to November 16, 1974.

TIME OF COMPLIANCE: As required by Bendix Bulletin RS43.

herewith in its entirety, pertains to


subject Bendix Energy Controls Division bulletin no. RS43, reprinted
The
replacement of the cover gasket. Engines shipped after
inspection of the flow divider ([uel manifold assembly) and
1974were built with 2524232-2 and 2524610-2 flow dividers which have the correct cover gaskets
November 16, nos.
ns43.
installed and are not subject t~ the requirements of Bendix Dulletin No.

Service Bulletin Z~
Issued 12 IB-?a
Fuel Systems RnviJcrl

Puhlished By Pro~uct Support Department Page

SIIII´•II:CT: FI.OW I)IYli)l:1(S FOR [~I´•:KI)IX rlll´•:1. IN.II:IITION SYS~I’FMS. INSPE(:TlnN Ah’l) OF

Icau~low I
I.IIP ~UIIIIISC ill IlliF RI´•T~ill. 1IIIIICIIII IS Illlnlllrm ´•p,Fl,lora o(
Illndix Fu~´•l Ini’rtical SCslrlns III;11 Illrlr In.l~ lr a pl,r;slbilily I1I

hil,ly lilr li~illlwlnll illlilill( 1IIII1C 5(111111~1 lr I´•l)llll~lir´•ll iUl(h~

I~l,e 1III~ ii.slrlI in I. n ill Il~ir Illlllrlin Sllllllld hf in-


sl,rl´•fr~l Ill Ilcllrlnillr II (:~lvEl´• (;;,skrl P 11 299101~ is inslalle~l.

enrr lil:ol´•e I. ill´•lll n). 11 llle ~lilitl IP~I (´•Olr)l I:PEkCI I) N 2531013

Nr(lPT~IIP Illill~´•l i:Il) 111III (.~nlpl. R1111´• i insl:lllcrl. Ibls Cnllrf mnv

,,o,;lln Ihr r~.insl;lli;llillll Illhtl~,rlions in Section 2.

A.(5) ivilh Ihr II[ ´•illlil.lll 11U" It´•IPkel I~iN 253nB!)R.´•I 16).

I. PI.ABNING Ihl6’TI~I;CTIONS:

n. ~:rrEcl´•lvlru:

Flow I)iv i~lp I

p.ria I,ial

2n2421R-1 2:121229-1 2524312-1

25242111- 1 2824227- 1 252430;


2621220-1 2524232´•1 2524416-1
29242211 252´•1210-1 2524´•t21-1
2824222-1 25)´•1248-1 2524571
2521223- 1 25212fi5- 1 2524583- 1
2621827´• 1 2~21610- 1
2524221- 1

CnPkct Ilclrcrn Lllr Ilnu. ~ivirlrr Iln(v pld P’N 2523711 (IIEul´•r I.
n. REASON: ’I.o prrnidr a nri. cover

item 2).

C.. DF.SCRII’TION: 7h)s challl:r rrlnsists nl n nrw gasi~rl nr; ut;rd aIKler the cover pl;llr.

D. COMPI.IANCI::

nlli\-itil´•5: the or Ihie hullclin Imlsl be cl,l,lplird ~vith wi~hin Ihr IIrxl 25 hears
OI’"Talillg
Illllr in 5STi´•l~P.

O~crkalll Arlirilics: Cnllllllinllce m1151 Ir at´•rhlnplishrd I,n all sohjcct Ilnw divldprs listrrl in 1.A prinr

E. APPROVAL: Nune.

F. MANPO\YER: IlnrlctFrminrd.

Energy Contrds
Division

717 N Bendix Dr. Sollth Bend. Indisne 46520

Page 1 of 3

M~´•rnber of

:::Plll.l´•7(
Service Bulletin No, 382

RS 43

SUI3JECT: FI,OW DIVIDERS FOR BENDIX FUE t INJ ECTION SYSTEMS. INSPECTION AND MODIFICATION OF

1. PLANNING INSTRUCTIONS: (Continued)

G. MATERIAL AVAILABILITY:

Part Number Nomenclature Availability

2538998 Gasket Bendix Product Support Centers:


902fi46K1 Screw 7262 N. W. 54 Street
Migmi, Florida 33166
Telephone: 305-887-7426

1120 Howell Street


North Kansas City, Missouri 64116
Telephone: 816-842-9093

317 C(,rey Way


South S:lll Francisco, California 94080
Telephone: 415-588-5619

130 Finn Court


Farmin~dalc, L.I.. New York 11735
Telephone: 516-293-4741

Product 84 Loctite A or C Loctite C(,l’pl,ration


Newingtoii, Connecticut 06111

H. TOOLING: None.

I. WEIGHT AND BALANCE: No effect.

J. REFERENCES: None.

K. PUBLICATIONS AFFECTED: Overhaul Manual and Illustrated Parts Breakdown Flow Dividers used
with the RS-RSA Fuel Injection System, Form 15-540A, 15 JuI~ 1974.

2. ACCOMPLISHMENT INSTRUCTIONS:

A. Operating Activities: 1

(I) Gain access to the flow divider assembly.

(2) Visually check Flow Divider Parts List Number to determine whether the provisions of this
bulletin apply.

(3) If applicable, remove all lines from the flow divider assenihlv. Cap and plug all open lines and
fittings with suitable protective coverings. Remove flow divider from engine.

(4) With the flow divider on a suitable work bench, remove the lour Coulltersurlk Screws P.’N
902646K1, Cover Assembly P ’N 2523747 and Gasket P ~N 2537013. (Rcfer to Figure 1.
index 1, 2, 3, and 4.)

NOTE

Screws 902646K1 have been installed with Loctite A or

C and may need localized heat applied for easy removal.


Use a suitable screwdriver to preclude damage to screws
and/or flow divider housing,

(5) During reassembly (refer to figure 1), install new Gasket P N 2538998, Cover P/N 2523747 and
new Screws P/N 902646K1 ii required. Prior to installation, apply Loctite, Grade A or C, to
the first two threads of screws. Tighten screws to 8- 11 pound-inches torque.

(6) Reidentify flow divider as follows:

(a) Scribe a dash 2 (-2) after P/L number.

Page 2 of 3
Service Bulletin No, 382

RS 43

SUBJECT: FLOW DIVIDERS FOR BENDIX FUE L INIECTION SYSTEMS, INSPECTION AND MODIFICATION OF

2, ACCOMPLISHMENT INSTRUCTIONS: (Continued)

REMOVE SOLID CASKETPIN 2537013 IREDI INSTALL NEW CASKET PIN 2538998(880)

2
4 4 2
3

~3u
I
b
CASKET PIN 2523548
(BLACK.ACCEPTABLEI
PAINT BLUE DOT APPROX.
PARTS LIST
NO. LOCATION 1 14 INCH DIAMETER HERE.

C-3664

Figure I.

(b) Paint a blue dot next to flow divider inlet approximately 1’4 inch in diameter.

(7) neinstall flow divider on enlSine, remove all caps and plugs from lines and fittings and reconnect.
Tighten fittings to 25-30 pound-inches torque. Use care to properly tighten fittings to prevent dam-
age and fuel leaks.

(8) Perform a ground operational check to insure satisfactory engine performance.

CAUTION

After shutdown, examine engine for evidence of fuel leaks.


Correct all fuel leaks prior to flight,

B. Overhaul Activities:

(1) Prior to return to service replace solid Gasket P/N 2537013 with new Gasket P/N 2538998.

(2) Reference: Bendix Overhaul Manual, Form 15-5401\, dated 15 July 1974.

(3) Reidentify flow divider as follows:

(a) Scribe a dash 2 (-2) after P/L number.

(b) Paint a blue dot next to flow divider inlet approximately 1/4 inch in diameter,

3. IL1ATERIAL INFORMATION:

New Part Number Quantity Nomenclature Old Pari Number Disposition

2538998 1 Gasket 2537013 Scrap


90264 6K1 4 Screws 902 64 6K1 Replace as necessary.

4. TESTING:

Nl, ell’f~1.

Page 3 of 3
Lycoming MAN DATO RY
Reciprocating Engine Divisioni
Subsidiary of Textron
6j2 Oliver Stree!
Inc.
SERVICE BULLETIN
Williamspor:,PA 17701 U.S.A

DATE: May 13, 1992 Service Bulletin No. 388B


(Supersedes Service Bulletin No. 388A)
Engineering Aspects are
FAA Approved

SUBJECT: Procedure to Determine Exhaust Valve And Guide Condition

PART 1 Use of P/N ST-n and ST-;310 Fixtures.

PART 2 Modification to P/N ST-n and ST-310 Fixtures to Allow Use


of a Dial Indicator.

PART 3 Example of Alternate Tools That Can Be Locally Manufac-


tured.

TIME OF COMPLIANCE: Helicopter engines should be inspected at 300 hour intervals; all other
engines should be inspected at 400 hour intervals, or earlier if valve stic~ng
is suspected.

To insure positive and trouble free valve train operation, the inspection procedure described in this publication
should be accomplished as recommended in the Time of Compliance section of this publication. Failure to comply
with the provisions of this publication could result in engine failure due to excessive carbon build up between
the valve guide and valve stem resulting in sticking exhaust valves ~or; broken exhaust valves which result from
excessive wear (bell-mouthing) of the exhaust valve guide.

This publication describes the approved procedures for checking exhaust valve guide condition.

PART 1

USE OF P/N ST-n AND ST-310 FIXTURES


TO DETERMINE VALVE GUIDE WEAR OR CARBON BUILD UP

The illustrations used in PART 1 are primarily of a parallel valve cylinder and the P/N ST-n fixture which uses

one adjustable self-locking screw to measure valve stem movement on all parallel valve cylinders. The procedure
for inspecting angle valve cylinders with the ST-310 Fixture is basically the same. Refer to Figure 2 for Fixture
installation. Valve guide wear (bell mouthing) occurs on the inside diameter of the valve guide in a straight line
with the centerline of the rocker arm. Valve stem movement must be measured by moving the valve stem along
this line. The ST-310 Fixture incorporates two adjustable self-locking screws located at different angles to ac-
complish this on two differently designed angle valve cylinder head configurations. Refer to Figure 2.

Page 1 of 12

~i3 Caneral Ikriation


Manufactvars Association
Service Bulletin No. 388B

i. All Engines: Remove the rocker box cover and gasket from the cylinder head.

2. All Engines Except 76 Series: Push out the valve rocker shaft and remove the exhaust rocker arm and
rotator cap.

3. 76 Series Engines: Remove valve rocker arm retaining nut, fulcrum, rocker arm, spacer washers and
rotator cap.

CAUTION

Physically separate and identify by cylinder each valve train part as it is removed, so
that each part may be reassembled in exactly the same location from which it was
removed.

4. AU Engines: Remove push rods, shroud tubes and lnldraulic tappet assemblies. Disassemble tappet and
clean as described in the applicable overhaul manual.

5. A11Engines:´• Wipe the oil from the top surface of the spring retainer by wiping with a cloth dampened
with solvent. This will increase the friction between the valve spring retainer and pressure plate and
should eliminate am slippage when the valve stem and spring are moved into position for a measurement.

6. Engines With Sodium Cooled Exhaust ~glves: Install the gage adapter over the end of the valve stem
and tighten it securely. If the adapter can be rocked on the valve stem by hand, it is not zorrectly secured.
The valve retaii~ier keys do not need to be removed from this type valve stem. Refer to Figure i.

ASSEMBLE GAGE ADAPTER


OVER VAWE STEM AND

g TIGHTE_N SECURELY

10

f’31 ADAPTER

USE ST-71-2 OR ST-310-6 ON


7/16 IN. EXHAUST VALVES AND
ST-71-8 OR SP310-9 ON 112 IN.
EXHAUST VALVES

Figure i. Gage Adapter Assembled on Exhaust Valve Stem

6A. Engines With Solid Stem Nonrotator ~pe Exhaust Valves: The tapered valve retention keys will not
allow installation of the split gage adapter and must be removed. Proceed with installation of the ST-n
or ST-310 fixtures until the valve spring is compressed and the tapered keys can be removed. See step

8 for removal of tapered keys.

7 AIIEngines: Insure the adjustable self-locking set screws on the ST-n or ST-310 fixtures are backed
out (counterclockwise) to avoid interference with the adapter post attached to the valve stem. See Figure

Page 2 of 12
Service Bulletin No. 388B

o
o
o

d
Z
o~

69
o
o

o
o

o
1

I~L
k
i

itB ;i i´•
I

rARALLEL VALVE CYLINDER


ANGLE VALVE CYLINDERS

TIGHTEN CAP SCREWS EVENLY; ON LI BEFO~E INSTALLING FIXTURE, SOMETIMES INTERFERENCE IS ENC~UNTERED
I
SOME CYLINDERS CASTING MAY BACK THIS SCREW OUT TO ALIGNING THE FIXTURE BOLT HOLES WITH
INTERFERE WITH LOWER CAP SCREW, AVOID INTERFERENCE WITH ROCKER BOX HOLES, THESE 9132 IN. DIA.
PLACE WASHER UNDER HEAD IF THIS ADAPTER INSTALLED ON HOLES CAN eE ENLARGED TO 318 IN. Dli\.
HAPPENS. VALVE STFM.

Figure 2. Colnpressor Plate Installed on Cylinder Angle and Parallel Valve Cylinders

NOTE

Older P/N ST-n fixtures may require a modification before being used on 76 series
cylinder heads. Refer to Figure 3 fi;r mo~iification dimensions and iristructions. Cur-
rent production P/N ST-n fixtures include this modification.
MILL THRU THIS AREA
TO D!MENSIONS SHOWN INSTALLED PRESSURE PLATE
SHOWING STUD PROTRUDING
O
THROUGH MILLED AREA

o!
o
9~b
CV

o
e
C~
c3’1
Ir a

Figure 3. Details for Modifying ST-~C1 Compressor Plate For Use on "76 Series" Engines

Page 3 of 12
Service Bulletin No. 388B

8. Engines Equipped With Solid Stem Exhaust Valves: Remove the tapered valve retaining keys by moving
the piston of the cylinder being inspected to near its top end of travel. This will eliminate any chance
of the valve sliding into the cylinder after the tapered keys are removed. Fabricate a small hooked tool
as shown in Figure 4 and insert it between the valve keys engaging the hook of the tool with the under-

side of the valve tip as shown in Figure 4. Tap on the fixture with a plastic headed hammer while exerting
a steady pull on the valve stem, with the hooked tool, until the valve keys release.

WIRE OR EQUIV.
6"x 3/64" DIA. APPROX.

t,,,,,,,,,

/I YIILKXEI719
SEAT

ii IIi
i i

.S,T-71
I
;:I
N ’V HOOKED TOOL

Figure 4. Method of Using Hooked Wire Tool to Pull Valve Into Position
For Removal of Tapered Keys

8A. If the valve keys do not readily release, remove the pressure plate and using air pressure or 3/8’’ rope,
as described in the latest revision to Service Instruction No. 1425, to hold the val~re in the closed posi-
tion, reinstall the fixture, tapping on it as it is drawn on the cylinder head.

8B. Once the valve keys are loosened and removed install the split gage adapter on the end of the valve
stem. Release the air pressure or remove the rope and move the piston to near the bottom of its travel.

9. AIIEngines: Push the assembled valve stem and gage adapter in against the upper spring retainer as
far as move the valve off of the seat and eliminate any interference when the valve
it will go. This will
stem is moved.

Page 4 of 12
Service Bulletin No. 388B

NOTE

In the following steps 10 and 12, a screwdriver with a 3116 inch blade x 4 inch long
shank is sufficient to move the valve both ways. Excessive pressure applied to the
screwdriver will cause erratic measurements.

10. AIIEngines: Insert the blade of a screwdriver in the area between the exhaust valve spring and ~iuture
as shown in Figure 5; and using the pressure plate as a fulcrum, press the blade of the screwdriver
against
the exhaust valve spring, forcing it toward the self-locking set screw as far as it will
go. Relax the pressure
on the screwdriver. Friction between the fixture and the outer
spring retainer should keep the valve stem
from returning to its normal position. If the valve stem does have tendency maintain
a to move, a slight
pressure on the spring with the screwdriver.

CAUTION

DO NOT BUMP ADAPTER


POST DURING MEASURING
SEQUENCE. ANY MOVE-
MENT OF GAGE ADAPTER O
ON VALVE STEM WILL
O
CAUSE FALSE READINGS
co,
.C

I
,B Ili_i
o
L1
ii
I
4.´• Oiu IN.

57-71

ST-71
C3

~II’I
a,
6, TURN SCREW IN
UNTIL IT TOUCHES
FEELER GAGE. DO
NOT TURN FAR
ENOUGH TO MOVE
INSERT SCREWDRIVER IN
ADAPTER
THESE AREAS AND USE
,o THESE TWO SURFACES AS
FULCRUMS WHEN PRYING
AGAINST VALVE SPRING
;r RETAINER

Figure 5. View Showing Screwdriver in Position Figure 6. Feeler Gage in Position Between
to Move Exhaust Valve Stem Set Screw and Adapter Post

11. AIIEngines: Using a .010 inch feeler gage between the set screw and gage adapter as shown in Figure
6, turn the set screw toward the gage until a slight drag is obtained on the feeler gage. Do not turn the
screw far enough to move the adapter and valve stem.

12. AIIEngines: Using the screwdriver push the valve spring as far away from the set screw as it will go,
and using a combination of feeler gage blades determine the gap between the tip of the set screw and
the gage adapter. Refer to the following Table for acceptable limits.

Page 5 of 12
Service Bulletin No. 388B

Valve Guide Recommended Allowable Valve Stem Movement

I.D. Minimum Clearance Maximum Clearance

.4040/.4050 .010 .030


.4360/.4370 .010 .030
.4370/.4380 .010 .030
.4375/.4385 .010 .030
.4985/.4995 .015 .030
.4995/.5005 .015 .030
.5000/.5010 .015 .035

12A. The measurement obtained in step 12 includes the .010 inch used.in step 11 as a starting dimension.
Determine the actual distance the exhaust valve stem has moved in the following manner.

EXAMPLE

.019 Total thickness of gage required to measure valve movement.


.010 Thickness of gage used to establish a s’arting point.
Actual amount the valve stem has moved: This indicates
.009
insuf6~cient clearance between the
valve stem and valve guide which can be corrected by reaming the.valve guide I.D.
to remove a buildup
of carbon deposits. (Refer to the latest revision oI’Service Instruction No. 1425 for valve guide reaming.)
Using the same procedure, if the dimension obtained in step 12 had been .038 inch, the actual amount
the valve stem moved would be .028 inch indicating that wear on the inside diameter of the valve guide
is below the maximum limit and the valve guide is suitable for further service. If valve stem movement
is in excess of the maximum limit listed in the table, the valve and guide must be replaced.

13. AI1Engines: Rotate the piston to near its top end of travel again and remove the gage adapter from
the valve stem. Install any valve keys that were removed in step 8 or 8A and insure they are properly

seated on the valve stem.

14. AIIEngines: Remove the fixture from the cylinder by backing out the capscrews alternately to release

pressure on valve springs evenly.

15. Engines Equipped With Solid Stem Exhaust Valves: The stem of an er~aust valve, installed’in an engine
that is operated on highly leaded fuels, can become damaged by erosion or "necking’’. In addition to
the preceding valve stem and guide clearance check, the exhaust valve stems must be examined for this
condition. Remove the exhaust manifold and visually inspect the exposed area of the valve stem, bet-
ween the exhaust valve seat and guide. ,9n~ eridence of erosion is reason to replace the exhaust valve

and guide.

16. A11Engines: Complete the preceding checks on all cylinders, enter the inspection results and any cor-

rective action accomplished in the engine log book.

17 All Engines Except 76 Series: Using new seals and gaskets, install the lnldraulic tappet assemblies, shroud
tubes, push rods valve rotator caps (if required), rocker arms and shafts, and check dry tappet clearance.
If all parts are returned to their original position, dry tappet clearance will not change. Refer to applicable
overhaul manual for dry tappet clearance check.

Page 6 of 12
Service Bulletin No. 388B

18. 76 Series Engines: Using new seals and gaskets, install the hydraulic tappet assembly shroud tube, push
rod, rocker arm fulcrum and spacers, valve rotator cap, and rocker arm. Check dry tappet clearance
as described in the applicable overhaul manual. If all parts are returned to their original position and are

aligned properly, the dry tappet clearance will not change.

PART 2

MODIFICATION OF P/N ST-n AND ST-310


FIXTURES TO ALLOW USE OF A DIAL INDICATOR

The procedure described in the preceding PART 1, utilizes a feeler gage to measure the distance the exhaust
valve stem has moved. Although this method is satisfactory, it has been found that it is much easier to measure
movement of the valve stem if a dial indicator is used instead of the feeler gage. Refer to Figure 7 for modi~cation
of a P/N ST-51 fixture and to E’igure 8 for modification of a P/N ST-310 fixture.

ORE~UIVALENT
~e

Figure 7 Details for Modifying Tool ST-n Figure 8. Details for Modifying Tool ST-310
For Use With a Dial Indicator For Use With a Dial Indicator
(Parallel Valve Cylinders) (Angle Valve Cylinders)

NOTE

The dial indicator shown in


Figure 7 8 9 and 10 is Model CSIQ manufactllred by Federal
ProductsCorp., Providence R.I. If a comparable dial indicator is available for use, the
adjustment screw holes in the fixtures can be drilled to accommodate the indicator.

1. Install the adapter post and fixture in the same manner as described in PART i, and push the adapter
post and valve stem in a~ainst the valve spring retainer as far as it will go.

2. Insert the blade of a screwdriver in the area between the val~e spring and fixture and push the valve
and adapter post away from the dial indicator as shown in Figure 9.

3. Move the dial indicator toward the adapter post until the indicator is preloaded approximately .010 inch,
and lock it in place with the set screw.

Page 7 of 12
Service Bulletin No. 388B

4. Adjust the dial of the indicator to read "O" (zero) as shown in Figure 9.

5. Insert the screwdriver between the fixture and valve spring on the opposite side and push the valve
spring
toward the dial indicator as shown in Figure 10. Relax the screwdriver and record the
reading on the
dial indicator. The measurement should be within the limits specified in the table with PART i. If not,
perform the required repair procedure as described in PART i.

´•FI.E.R_I_´•.E_´•´•´•´•´•´•´•´•IO_R_HAS
DRIVER TO MOVE VALVE
TOWARD DIAL INDICATOR.

8
~L- DRIVER AND RECORD INDICATOR
READING. INDICATOR READING

/o
i
’IMUM DISTANCE AWAY FROM

~1 ~‘Il I"r D!AL INDICATOH._P_RELOAI)


APPROX. AND LOCK IN PLACE
i
WITH THE SET SCREW ADJUST
a
DIAL INDICATOR TO O.
P

Figure 9. Dial Indicator in Position to Figure 10. Push:Jlg Valve Stem And Adapter
Check Valve Guide Clearance Post Toward Dial Indicator to Establish
Valve Guide Condition

PART 3

Figures 11, 13 and 15 are detailed drawings of tools that can be made locally by any machine shop. These tools
are not available for purchase.

The tool shown in Figure 11 mounts on the valve rocker shaft, of all engines except 76 series engines, and
is secured in place with set screws that lock against a valve rocker shaft bearing boss. 5/8 inch I.D. rocker arm
spacer washers are used to hold the fixture against the boss. See Figure 12. Mounting this type fixture on the
valve rocker shaft insures that the dial indicator is correctly aligned to measure valve stem movement.
Figure
13 is an example of a tool that can be made for use on 76 series cylinder heads. The fixture is attached to the
cylinder head on the 5/16-18 stud that secures the rocker arm and related
components. Use a standard 5/16-18
nut to secure the fixture bn the stud. The 17/32 in, wide x 1/8 in, deep slot that holds the rocker arm
components
in alignment also aligns the fixture. See Figure 14. An adapter post is also required to extend the length of the
valve stem. The post can be made from any suitable size, smooth finish, straight round stock. Refer to Figure
15 for dimensions and Figure 12 and 14 for installation.

To insure an accurate measurement when the inspection procedure is accomplished with either of these tools,
or similarly made tools, the exhaust valve springs must be removed before the adapter post is installed on the
tip of the valve stem. To insure that the valve seat does not interfere with the valve as it is moved from one

Page 8 of 12
Service Bulletin No. 388B

position to the other, the valve must be pushed approximately 1/2 inch into the cylinder. The valve stem can
now be pushed in either direction with fingertip pressure.

DR, COUNTERBORE AND


TAP 10-32 THRU

1-1/4

I-
DR

2 HOLES
TAP 10-32 THRU
1-1/16Ilr RM 10 SUIT D)A. OF
RDKNAHS
DIAL INDICATOR

:II -I i I I :I(
+~7 3/4

1/16 SLOT
illii
L
1-1/2 I 3/8
1-3/8
3/4 r----

1-1/4 RAD
1/2 REF

13/16 RAD
3/4
It
to k- 5/32

DR RNi 7/8 DIA, PF THRU

Figure 11. Detail of Tool for Parallel and Angle Valve Cylinders With Rocker Arm Shaft

INSTALL SPACER WASHERS ON THIS SIDE


TO LIMIT MOVEMENT OF FIXTURE WHILE
AFTER FIXTURE AND POST ARE THESE TWO SCREWS ARE TIGHTENED.
SECURED INSTALL DIAL INDICATOR
AS SHOWN AND SECURE IN FIXTURE
WITH THIS SCREW.

L
d

iJ a

Figure 12. Tool Mounted on Rocker Arm Shaft Pdl-allel Valve Cylinder

Page 9 of 12
Service Bulletin No. 388B

DR 21164 DIA, THRU

1-1/16

slgn6k 5/16
DR TAP FOR 10-32 UNC

Ij 903’
1/2 DP, FOR 10-32 X 3/4 SCREWS
2 HOLES AT ASS’Y.
1/32 REF

iI 3/4

5/16Ce TYP
.25~
REF
i~etl
k81
1-9/32 1/8 REF

BASE

DR’ AND REAM TO SUIT


DIA. OF DIAL INDICATOR.
r
3/8
OPTIONAL CONSTRUCTION
t~ """1 1/4 DR, C’BORE TAP 10-32 UNC
DP, FOR DET h10 3.

1JJ3/4 It
SLOT

2.50
i DR C’BORE FOR 10-32 SHCS
2 HOLES, AT ASS’Y.

I_t~f C
.25

GAGE PLATE

Figure 13. Detail of Tool For "76 Series" Cylinders

The procedure for measuring valve stem movement is the same as described in FART 2, except that a slight
fingertip pressure must remain against the valve stem as the dial indicator is preloaded, and again when the valve
stem and adapter post are moved toward the dial indicator until the dial indicator reading is recorded.

Page 10 of 12
Service Bulletin No. 388B

AFTER FIXTURE AND POST ARE SECURED


INSTALL DIAL INDICATOR AS SHOWN AND
IN FIXTURE WITH THIS SCREW

INSURE BASE OF FIXTURE SEATS IN SLOT


WITHOUT INTERFERENCE. OR DAMAGE TO
THE CYLINDER HEAD WILL OCCUR

USE STANDARD 5/16


NUT TO SECURE
FIXTURE

ill,
O
I O

i)(II\I/ooi
i1 II I
,11 o
6~
c

Figure 14. Tool Mounted on "76 Series" Cylinder Head

NOTE

The tools described in this section locate the tip of the measuring instrument 2-1/2
inches from the top of the valve guide. This dimension should be maintained on all
locally manufactured tools.

Page 11 of 12
Service Bulletin No. 388B

3-1/2
r

5/8

1/16 SAW
3/16

i ii
"A" DIA "B" DIA

t
L 318 DP.
DR. 3/64 DIA THRU--/ DR 1/4 DIA x

7/16 ASS’Y, 7i16 ASS’Y, A 9/16, B .402-.405 RM

1/2 ASS’Y, 1/2 ASS’Y, A 5/8, B .498-.496 RM

DIAMETERS "A" AND "B" MUST BE CONCENTRIC

Figure 15. Adapter Post Required With Both Tools

NOTE: Revision "B" changes text, changes Table on Page 3, changes method for calculating valve guide wear,

changes art figures and adds PART 3.

Page 12 of 12
Lycoming MAN DATO RY

Williamsport,PA 17701
177n1 11$,
1 SERV1CE BULLETIN
7171323-6181

December 8, 1998

Supplement No. 1

Service Bulletin No. 388B

PART I. REVISE TIME OF COMPLIANCE:

1 of Service Bulletin No. 388B the Time of Coinpliance should read as follows:
04 page

TIME OF COMPLIANCE: Helicopter Engines 300 hour intervals or earlier if valve sticking suspected.
All Other Engines 400 hour intervals or sticking suspected
earlier if valve
until exhaust valve guides are replaced with guides improved
made of
material. (Refer to latest edition of Service Instruction No. 1485.)
PART II. ADD AN O~TIONAL INSPECTION PROCEDURE THAT USES A "GO/NO-GO" GAGE:

i. Remove all spark plugs and exhaust manifold. If compressed air is to be used to hold valve, one spark
plug should not be removed.
2. Remove rocker box cover and gasket from cylinder
On-
3. On all engines except the 76 series, push out rocker shaft to remove exhaust rocker and rotator cap.
76 series engines, remove rocker box covers, rocker arm retaining nuts, rocker arm fulcrums, spacer
washers, and rocker arms.

CAUTION

PHYSICALLY SEPARATE AND IDENTIFY BY CYLINDER AND VALVE LOCATION,


THE VALVE TRAIN COMPONENTS AS THEY ARE DISASSEMBLED, SO THAT
EACH

PART MAY BE REINSTALLED IN EXACTLY THE SAME LOCATION FROM WHICH IT


WAS REMO~iED. PAY PARTICULAR A~TTENTION. TO VALVE STEM KEYS. THESE
TEND TO WEAR IN UNIFORM DISTINCTIVE PATTERNS, AND SHOULD BE RE-
TURNED TO THE SAME POSITION AS THEY WERE REMOVED.

4. Position crankshaft just after bottom center on the intake stroke.

then turn the crankshaft until the


5. Insert about 8 feet of 318 inch nylon rope through the spark plug hole;
exhaust valve.
piston moves the rope snuggly against the
air and
technique for holding the valve in position is with air pressure using shop
a com-
a. An alternate
pression check fitting.
Page 1 of 3

Manufacturers Association
Supplement No. 1 to Service Bulletin No. 388B

CAUTION

THE PISTON IS HELD AT BOT~OM DEAD CENTER BY FIRMLY HOLDING THE PRO-
PELLER TO PREVENT THE ENGINE FROM TURNING WHEN AIR PRESSURE IS AP-
PLIED THROUGH THE DIFFERENTLAL COMPRESSION DEVICE TO THE COMBUS-
TION CHAMBER. USE GLOVES OR RAGS TO PROTECT THE HANDS WHILE
HOLDING THE PROPELL~ER BLADE. ALSO, BEFORE ATTACHING THE COMPRES-
SION TESTER, CHECK THE PJR SUPPLY REGULATOR TO MAKE SURE THE AIR
PRESSURE TO THE Cr’LIM)ER IS NOT EXCESSIVE. AIR PRESSURE IN THE CYL-
INDER CAN CAUSE THE PROPELLER TO TURN. KEEP CLEAR OF THE OF THE
BLADES.

6. Compress the exhaust valve spring and remove valve keys. (The rope or air pressure inserted in the com-
bustion chamber in the preceding step provides a base to support the valve in the event the keys tend
to stick.

7. Remove the nylon rope or bleed off the air pressure and insert light through the upper spark plug hole.
Then start pushing the valve from its guide. Before the valve stem is free from the guide, secure it from
falling into the cylinder with mechanical pickup fingers, working through the spark plug holes and/or
exhaust ports as shown in Figure i.

Figure i. View Through Exhaust Port Showing Mechanical Fingers Holding Valve Stem

8. Move the valve (secured by the mechanical fingers) completely out of the guide and position it away
from the guide to avoid interference when using GOINO-GO gage made in accordance with Table i.
TABLE ‘1

Nominal Exhaust Valve Guide ID I GO Gage NO-GO Gage


.4045 1 .4040
.4375 .4370

.4380 .4375

.4990 .4985

.5000 .4995

.5005 .5000

This gage to be sized inaccordance with Table of Limits, SSP1776, for hours on engine.

Page 2 of 3
Supplement No. 1 to Service Bulletin No. 388B

for either carbon build up.


9. With the appropriate gage (GO/NO-GO), check the valve guide wear or

a. The NO-GO gage must not enter. If it is does, the valve guide has had too much wear and must

be replaced in accordance with the overhaul manual procedure.

b. The GO gage side must enter totally inside the valve guide; if such is not the case or if there is a friction

point, ream the guide in accordance with latest edition of Service Instruction No. 1425.
and very carefully
10. Using a magnetic pencil and flexible mechanical fingers, position tip of valve in guide
work the valve back into its guide. Extreme caution should be exercised during this operation, making
sure the valve is placed within the guide and not cocked, as damage
could be done to the guide or valve.

CAUTION

NEVER USE THE PISTON TO PUSH THE VALVE THROUGH THE GUIDE.

11. Install valve springs and valve spring seats in same position as removed. Compress valve spring and
install keys in their respective position. In some cases it has been found that when the valve spring is
compressed, the valve slides down the guide, making it impossible to install the keys. If this condition
exists, reinsert the nylon rope (steps 4. and 5.) to hold valve firmly on its seat while installing valve keys.
12. Remove hydraulic lifter and clean free of all oil, inspect for any malfunction. Clean ID of cam follower.
Reinstall hydraulic lifter.

13. Install push rod, then rotating cap, rocker arm and shaft.

14. Check dry tappet clearance in accordance with the Service Table of Limits in the appropriate Textron

Lycoming Overhaul Manual.

15. Install rocker box cover and new gasket.


CAUTION

IN
DURING REASSEMBLY, VALVE TRAIN COMPONENTS MUST BE REPLACED
THEIR ORIGINAL ON 76 SERIES ENGINES, GIVE SPECIAL ATTENTION
DURING REASSEMBLY TO ALIGNMENT OF ROCKER ARMS, SPACERS AND ROCK-
MUST
ER ARM FULCRUMS WITH THE ROCKER ARM RETAINING STUD. ALL PARTS
MIS-
BE IN PROPER ALIGNMENT TO ASSURE CORRECT DRY TAPPET CLEARANCE.
ALIGNMENT COULD RESULT IN ENGINE DFLMAGE.

16. Make sure flashlights, ropes, etc.


all have been removed from within the cylinder before proceeding to
the next cylinder.

17. Install spark plugs. (Install exhaust manifold after all exhaust valve guides are cleaned.)

18. Make appropriate lobgook entry.

Page 3 of 3
´•,s~e 1 121~; L..ZIV"

aS
k’. ’y
ii ai ~il lil
----.~-i--ll

i i

ii..

DATE: April 30, 1976 Service Bulletin No. 398


Engineering Aspects are

FAA (DEER) Approved

SURJECT: Recommendation Regarding Use of Incorrect Fuel

MODELS AFFECTED: All hvco Lycoming rlFrcraft engines.

TIME OF COMPLIANCE: Anytime engine has been operated with unspecified fuel.

i. Know what aviation fuel grades are

specified for your engine and their color


The incidence of engine malfunction due to code.
use fuels
of that are not suitable has
the 2. Do not accept aviation fuel that has
noticeably increased during past two any
this without the lower octane rating than that fuel specF-
years. Usually, happens a

fled for engine.


pilots knowledge at the time the aircraft is your
refueled; and the degree of inefficiency of
3. If it has been determined that the
operation, or actual damage to the engine may
from un-notFceable to severe damage or engine has been run on unspecified fuel; do
range
failure. The extent of damage varies accord- not continue to operate it unless it has
the duration of run engine power been inspected and certified to be airworthy
Lngly as
level and the type of fuel con-unspecF~led by competent maFntenance personnel.
sumed; a blend of turbine ~fuel and Avgas can
mixture in Primary damage to the engine by the use of
prove to be a particularly ruinous
short time. Actually, any mixture of unspecified fuels occurs in the combustion
a very
fuels and additive materials not approved for chrmtbers and is typically character~zed by
Avgas that result than specified
In a lower increased temperatures resulting in tulFped
octane rating are equally harmful. Conse- Fntalce valves and burned pistons. If detona-
because of the many variables that tFon been
hassevere enough further damage
quently,
will to crank pins and main bearings,
are a part of this probl.em; it is impossible occur

to determine the airworthiness for any Avco counterweFghts and valve train components. In
engine that has been operated with view of the questionable possibilities, dFs-
LycomFng
unspecified fuel except by detailed Fn- assembly and inspection of the engine parts
spectFon of the engine by qualified person- is the only safe recorrn~endatFon that can be
nel. to help combat this problem we made after the engine has been operated with
However,
recommend the followFng:- improper fuels.

:::t;
LYCOMIN~ DIVISION
WILLIAMSPORT, PENNSYLVANIA 177M

1976 Service Bullerin No. 401


DATE: June 30,
Engineering Aspects are
FAA (DEER) Approved

SUBJECT: Recommendations for Aircraft Struck by Lightning

MODELS AFFECTED: All aircraft powered by Avco Lycoming engines.

TIME OF COMPLIANCE: Anytime aircraft is struck by lightning.

to aircraft: has
which been struck by 1ightning is usually apparent and often
Damage an
theof structure. In such instances where the engine and its
confined to a specific area

accessories controls fuel or exhaust systems are involved it is necessary to evaluate and
repair the ~amage befo:e the aircraft is flown again.

the external housings of


Although the path of the lightning may appear to have been around
the components, it is nevertheless
engine impossible to assess the internal damage that might
the event the engine has
have by heat during the lightning disch;?rge. Therefore, in
occurred
been damaged by lightning, disassemble and inspect the component parts. Heat generated
irrepairable damage to the hardened
by the arcing effect of the electrical dFscharge can cause
camshaft lobes, teeth and other
surfaces of ball hearings, crankshaft bear~ng surfaces, gear
that surface hardened; these should not be reused if discoloration, cracks or other
parts are
indication of damage by lightning is evident.

Member of GAMA

~utactvers AsMK:ietion
FTmTiT~ Lycoming M AN DATO RY

652 Oliver sliest


Williamsport,PA 17701 U.S.A.
SEF~VICE BULLETIN
7171323-6181

December i, 1997 Service Bulletin No. 406A


DATE:
(Supersedes Service Bulletin No.
406)
Engineering Aspects are
FAA Approved

SUBJECT: Titan Fuel Pump Inspection

MODELS AFFECTED: All Textron Lycoming engines equipped with Titan AN type gear driven fuel
pumps.

TIME OF COMPLIANCE: At next 50 hour inspection of the engine. (Additional inspection not

required.)
be of fuel leakage. This
Insufficiently tightened cover attaching screws on AN type fuel pumps
can a source

condition may occur on new installations due to gasket material taking a


set.

condition it is recommended that the fol-


leakage in any circumstance is a potentionally hazardous
Since fuel
aircraft during next routine 50 hour
lowing inspection and retightening procedure be performed on applicable
all

inspection of the aircraft fuel system.


Determine if any are loose, that
i. With a screwdriver, check every screw that is used to assemble the pump.
is if any can be turned within the limits of
the Iockwire in a clockwise direction, and within the limits of the

torque value specified below.


the lockwire and retighten evenly all four attaching screws to the
2. If any screw appears tobe loose, remove

torque value specified.


3. Secure the screws with lockwire as shown in the illustration.

4. Note compliance with this Bulletin in the aircraft records.


of the engine the area of the fuel
repeat this procedure; however, during all inspections
It is not necessary to
examined to determine if any fuel leaks have developed at fuel line
connections.
pump should be visually

23 to 27 inch pounds
Titan Pumps..........

NOTE: Revision "A" to this Service Bulletin deletes Romec fuel pumps.
Page 1 of 2
Genersl Aviation
Manufacturers Xssociation
Service Bulletin No. 406A

TIGHTEN SCREWS
TO 23 TO 27 IN. LBS.
(4 PLACES)

HTEN SCREWS
TO 23 TO 27 IN. LBS.
(4 PLACES)

O ~-ff"i" Oi ~aK
4101-A-65
4101-8-65
FUEL PUMPS

Titan Fuel Pumps Showing Applicable Attaching Screws and Orientation of Lockwire

Page 2 of 2
CO LYCOMING DIVISION
PENNSYLVANIA 17701
WILLIAMSPORT,

Service Bulletin No, 410


DA~F: August 26, 1977
Engineering Aspects are
FAA (DEER) Approved

Bendix Service Bulletin No. 587


GUBJECf:
with D-2000 series magnetos.
MODELS AFrrCI~ED: All Avco Lycoming engines equipped
bulletin reprinted herewith.
TTME OF COMPLIANCE: As required by subject

E)eotricMl
CanponaC~ SERVICE BULLETIN NO. 51)7
Divi´•ion Enpin~ering ~p´•cU
I*,s we FAA Apporrd

Plinld F´•brwl 1811


11911018118"

AIRCRAFT
~nd UP´•clla *´•d Crimp
SUBJECT: I InlPCCIID. of 0 2000 S´•~in nupnlo F´•pr~ton
t~rmin´•ll

REASON FORBULLETIN:
of oim. urmln~ll 1n4 pald~
In~WclDn md opu’~a
Inlllucliom for rcanplilhm~nt
if b~a.L.r Iping lilt lid~ of clm lollal
II C.pri)o~
,ndiuln nnlting
1II Rlpllc~m´•nt DIB~´•UhoullnpUPT’tOlI

0 1030 Ipnlllan Slll.nx ~10* Snl* Num


EOUIPMENT AFFECTED: P,"I’ 8
tw~ 1111(4

p,,l III 0 2000 Mlgn.lo.Scll.~ *lln Sr~l´•: Numb~n ~lrc´•o 8618 Ind 9813
.nd trln.n 1544 Ind 9823 Iru 6
v~va
lot i

P.ra Alfec(ed: Generll In(o~mltion:


Msinten.nce ISp.rc)
Pl~t( I 8 II
PIII Ipare 0 2800 611n Mq~la.nd Gull Ipnllldn 5*~l.m) ´•lumWr
r,cld ILIX)II( Indlcllt Ih´•l
.nd 0 2000 Scrir~ Cipl;ito"
ol Ih. Um lUllDl(
b. falrul cloud up du´• to mclllny
Ih. b.l.LII mlln W""9 ´•I b~
dlllClly undo
Canpli´•ncs: thorn nanyl condlllon .t
Al fi~ll OPPO11YllilY LW( not I.i~r Ihln lm n~´•l rlgulI,l* (ip’~ ~..,.r´•g´•
c´•m (ollorrll
dCdolld inlDIF(lOn

BREAKER ASSEMBLY

00
O
VIEW A

~3 ~ca
NORMAL CAM FOLLOWER

VIEW B

MELTED CAM FOLLOWER

Page 1 of 4

Member o( GAMA

Cenersl k/iation
Mwfactuers Pasocistion
Service BulletLn No. 410

Electricd
SERVICE BULLETIN NO´• 687
ComPonowee
Dividon EnOjneerIftg Capecta
ate FAA Approvd
Idm.N"YaL IYlr

printed February 1977


page 2 of)Pagn

Cm follower melting uuud (1) by daterioration


may be

of the crimp pint capacitor Isad flag terminal or (2)


at the
theta capacitor
by .uplcitor internal failure. Either of
failurer uulcr cxcmrive breaker point arcing. Arcing
r´•rula INSULATION
in hearing of the breaker n~embly maintpring thut uuting
detail the
me follower to melt. partt I B II of thil bulletin
and imrmf-
action to be takan to prevent thit ocrrranca
it axitt,.
tionr to correct mit condition, if

part Ill.
It hat been dircovered that rome 0´•2000 Magneto Cap~c´•
itorr PIN (6 cyl.). )0´•382681-~ (8 cyl.) and
10´•382681
10-382807 (4 cyl.) have brarr tubular houringc. It it rscom
mended that the brarl houring capacitor, be idsn´•ifisd.
houted
removed from ~ervioe and replaced with the rteel

capacitorr. (Figure 6 illu,trater the method for identifying


capacitor, with brarr houringr.)

FiOure 3
Detailed Indructiom:
part I.
Dirarrembly. Intpection and Corrective Action.
from
A. Remove cover from magneto and capacitor
If condition 2 it dilc~rl.3. Irpl´•u rilh

8. Viwally inlpect the flag terminal crimp joint for the Iteel houting capacitor.
3. If condition 3 it evident, carefully attempt
to move
following conditionr. Inrpection will be aided by
4 power the inwlation back from the crimp area to elpou
uring magl\ification, or greater.
Ihown in figure 4. UK I non
1. Examine crimp joint for evidence of.tinmd wire bare wire Itrandr ar

bundle Lr illurtrated in figure 2. metallic probe for thi, operation. If bare Itrandr
can be expoud II hown
in figure 4. lolder con´•

ductotl to crimp area of flag terminal per loldering

procedurer outlined in paragraph D. It wire


cannot be sxpo~ed and inrulation I~pcrlrr to be
TINNED WIRE IN CRIMP
caught within the conductor crimp area. replace
the capacitor.

WIRE STRANDS

a i’

Figure 2

i. Loo~ for ovid.nc, of I burning or m Ircinp EL~;1

2´•p2~)"
appearance around the outline Mn(inemenll of

the wire bundle in the crimp area.

3. Inrpect the wire to flag terminal for evidence of


conductor inrulation extending within the confiner
of the wire crimp area. See figure 3.

C. Corrective Action.
1. If condition 1 it prerent,
lolder the conductor to
procedure
the flag terminal following the Mldering Figure 4

outlined in paragraph O.

Page 2 of 4
ServLce Bulletin No. 410

Electricd
Compone~ SERVICE BULLETIN NO´• 687
Division EnginesrinO AtpoCPl
an FAA Appwd
Idnl.l~Yo.l UB3(

printed (977
page 3 of 1 Pegn

part II.
D.Solderingproadum- when braker am follower ha
Capacitor Replacment
1. Thoroughly clean me conductor crimp area of the
oil melted.
flag terminal. UY a stin bristle brum and an
free solvent such as alcohol. methylcthylkston or am follower
A. In me event it is determined me nylon
chlonh.na. Allow terminal to air dry. where
fiux to material is melted iYe figure 1) in the loation
2. Sparingly apply In activated liquid rain spring a
the am follower contacts the breaker main
the conductor crimp area. Do not uY an aid
bae
in nature. rhorm in figure i. the breaker acmbly nd the
liquid oc paste flux which is corrosive
assodated clp´•citor must be rspl´•ccd with new parts.
3. Using I soldering iron of 60 win
maximum r~ting,

hold ms tip firmly against the side of me 1110


CAVTION
terminal. Apply the heat under the conductor wir~
Do not MY I aPacitor associated with a

crimp area.
follower braker aYrnbly.
melted am
4. Apply 50/60 or 80/40 solder of the rain core

type to the heated crimp area. feeding the solder


Pin III.
in at the open end of the crimp. Stop WhC7 molten U´•qwlo
Capacitor Replaament. Brass Housing Types.
solder appears in the area between the wire crimp information of
Serial Numbers as listed under tmerll
much
and the insulation crimp. Do not use Y
EOUIPMENT AFFECTED. part Ill.
solder that it wick, into the wire within the inPII~´• out´•
A. When complying with inspection requirements
tion crimp. A properly soldered flag terminal
lined in part also perform Imsct for housing
mould appear a chown in figure 8. follows:
material of the cspsciror a
5. Thoroughly dean the amplsted soldered tl´•~
1. Using a small magnet. determine if the tubular
terminal of all flux residue with a brush and
housing of the capacitor is steel.
solvent allsd we in step t. me
to the housing lust above
as
2. Apply the magnet
bool rhown
upper edge of the rubber rtlbili~ing a

WIRE STRANDS in fi~re 6.

SOLDERED TO TERMINAL

i
APPLY MAGNET HERE

V \t~ LEAD FORMATION

Figure 6
Figure 6
3. If the housing is not magnetic, the housing is brass
E. Reassembly.
1. Reinstall me magneto covering
capacitors in the and the entire capacitor mould be replaced with
known to have steel housing verified by the
forming the leads asshown In figure 6. Torque the one a

capacitor securing nuts to 60´•75 inch pounds. magnet checks discribed in 1. L 2. above.

2. An Engine Log Book entry indicating compiiana 4. Replacement lor the brass housing capacitors an
with this bulletin is recommended,
beprocured through arranpemen(l with recognired

Page 3 of G
Service Bulletin No. 410

Electriod
Components
Division SERVICE BULLETIN NO. 687
s.orrkrrm~ ~3838 Engineering Aspects
are FAA Approved

Printed February 1877


Pape 4 ot 4 PaOes

Bendix Central Distributors or their outlets. Rc´• SpbcialTool~ Required:


placement will be on 1 no´•ch~rgeldireel exchange None.
basis through June 30. 1978.
Man Hours Required:
5. Aher compliance with this Bulletin metal stamp Approximately 1/2 hour atter cover is removed during an

the letter ’5" in the lower right corner or the inspection procedure.
magneto name plate and also mate an appropriate
Engine Log Boo~ entry. Weight Change:
Negligible.
Parts Required:
Al by inrpection

Page 4 of 4
~AVCO LYCOMING DIVISION
WILLIAMSPOFIT, PENNSYLVANIA 17701

OooaB~o
1L)

Service Bulletin No. 415A


MTE: April 27, 1979
(Supersedes Service Bulletin No. 415)
Engineering Aspects ate
FAA (DER) Approved

BendFx Service Bulletin No. 590A


SUBJECT:

I30DELS AFIFCTED: All engines equipped with the subject magnetos.

service bulletin reprinted herewith.


TZME OF COMPLXANCE: As required by subject

to
check serial numbers of the magneto for compliance
All owners wd operators are advised to Avco tyconing.
serial numbers were not researched or recorded by
service bulletin. Engine
Comoonems SERVICE BULLETIN NO. 590A
Division
Enpienriep AcpkO Mo

~I r,. oua FAA Append

Prinnd May )8)8


PIOe1o13PeOe(

AIRCRAFT
SUBJECT:I Roulnp rnapmt to hou~ing da´•nrre. D´•?WO/D??M Scria M´•glaor.

REASON FOR BVLLETIN:I Part t: To alert nan ot D´•?MOID2na of I po~ibl´• pobln,


ad to prwida I prouduR tot dstactioo.

Put 2. To porida innrusfiml for return ot rrupntor r*Nn mory rrpair


ii rquind.

Note
nr s~,in eoouada 6 8 688 d´•osd Mn
r9n ´•nd on indk´•~d ~y blrt N~in linr
~h´• m~or ch´•nlls 9 in the megnemoerlel numb´•r Mp

nd ´•W IW ipscifi´•d undrr EOUIPMENT


IFFECTED ´•n slalrsd. nevdl~ of aeunolead
1 arvin" 6m. un~ duy hno p´•r(our cpn-

pl~mS 8.69(1

EOUIPMENTAFFECTED: Rrlt:D-naOlD?2W Snia with ad nm pmc~. hninp


~ri* numbar ot 5166 mrou(fl ~ni´•l numba I1IU ad X´•2~8)

mnuC X´•2562~im 4 hat had oprr´•m a indiuledin tipure 1.


wimout me letter A or R prModinp ma isri´•l nurnber.

Put?: D´•?WO/DZ2(D Yrin Mepnetor rrim blue nmpl´•tn h´•rinp


Ierill numban below 781881. wim hex had sep mrsm u

indiceted in flare 1, without the letter A or R pr´•csding the


rsri´•l nurnba.

nu roue nuo cAr um

FiCR 1.Pa(tion ot~ H´•i Soc~t Had Ca Scnn

Noe
Th´• A uri* rumbu psRi indiats that me uoae ot
mir bullnin hm ban eermnoiihod C B´•nb´•. Rr R

pntix indiutn that ´•IpcD ol mil hllmin hue ban

Wnio~nlv rermpllrled in me 8~d


ORIGINAL
As Received By
ATP
L
Eleot~id
Bsnd~y Components 8ERVICE BVLLETIN NO. bBOA
Divbrbn Engineerinp Aapecta are

FAA Appoyad
.lann, m ro~ -osle

Mnd my (878
hae?oflPap

Maintenance (8pare) Pam Affs*ed: pumblia.


of
Same as information in Equipment Affsctedssction. 6. Inrpa ms rotatinp mapnst far scars

marks around its diamstsr. If room marks ire sssn, me

rubbing and ma m´•plao must be re-


rator hm bean
Compliance:
moved from ssrvics end me complats mapnato rsNrnsd
I. All subjsct magneta covsrsd by .’Equipmsnt Affscted’.
no later man 10 hours in (srvice after racispt of mil Ssrvics to the mlnufrturar for RP´•IL
6. If no mom marks ara saan, due ms routins ml(plst
sullatin.
in any ons of its nsun´•l oositions.
I.Chack rotw-tohousinp pole shoe d´•´•nncs by
2. All subisct qaas mapnstor covsrsd by "Eguipm~nt
mis Service Bullatin. msmptin~ to inuR it the sama time tour dssa of
Aftscted"upan receiptof
.007" shim stock’ batwasn ms rotor outside diamstsr

and ths houling pole shoas. Ons piaca should be a sach


General Information:
Part 1. of ms 4 locations sham in Rpre
Investigation has rsvsalsd ms omsibity that 1 small

parcsnUge of 0-2000 0´•22W Ssriss mqnst~ using I

"wsdg" coil rstsntion deviea. may heva insufficiant

dsarance between ms magnsto rotor and ms houdns


pole shoes. If intemrence should occur bstwnn thess

parts. complsts loss of ipitian can rasult. To guard


alainst such failure. mmplimcs with ms instructions
in this bulletin. should be followad.

Part 2.
When it is found mat a mapnsta dmr not have idlquna
rgtOr-toh.urinp pole shos oiearancs. rstum ms complsts
mapnsto along with the two capacitors from Uhs mal-
nsto cover.dirntly to me factory for no charge warranty
Fipn 2. Positions far insarted Pisca of.007’~ slim Stack
repair. Shipmsnf should be by fastsst sulfre transpor-
t*ian and ms parcsl clearly addrsssd and idsntifisd as
The shim stock should b.db ´•nwLh to rpm ths width
follows to assura rapid handlinl rvhan rcsivsd. Do not
of aach haainp pole shas and inurtion be abls
mum the lenliioo Hrss.
to be rumpll.had at 1II positia for ms full dspth of

SHIPTO: tha rOUH´•

The Bmdix Commation


indi-
Electrical Componsnn Division Whan 111 4 p(aa of shim stock am in position. it
that ma rotor-tohaninl pole shos cfsarancs is at
cates
Sidnay. Naw Ymk13838
Attantton: Product Support Mmq.r I´•Pt M7´•´• aII around.
B. If step 7un beuxomplilhsd.´•uMlbls ms distributor
D~2WO WarranN. Slrvics 6111111111 No. 680A
block to tha housinl. install ms um m cams and tire

DMilsd Inmuctlom: ma ma(lnato followinl InlmrtiMI in ms D2MO B


0-2200 811111 Mapnato Ipnldon Syltana Ovsmaul
1. Ramous mvsr fra Mgnno and mapnsto from
manual. B´•ndix Form Lg16.
angina.
2. Rsmovs mqnoto braallsr um M cams using onn
´•Nonmqnnic shim stock is nummsndsd. (Exparisnce
sctawdriver Uoralaass main cam from shaft.
and has shown mi (BM punch card stock
3. Rsnova distributor block hold dorm acraws

be usod for this opontion´• ChrL card


thick and can
associated pB~D´•
4. Lift off distributor black toeathar with tha bn~ar thickness with mieromeor bsfors usa.)

ORIGINAL
As Received By
j
ATP
Electrical
B"~u Comconents
Division
SERVICE BULLETIN NO. 590A
Engineering Arpeets
FAA Approved
are

gid~wv N.V.~3838

Printed May 1978


Page 3 of 3 Pages

9. If step 7 cannot be accomplished, the rotor-tohousing i made upon submission of a warranty claim. The claim
be submitted through currendy authorized
pole shoe clearance is insufficient and the entire magnato must a

be 9endix distributor or Bendix service station. Reim-


with the two capacitors from the magneto cover must

returned directly to the factory as detailed by General bursement for expenses incurred in ~ccomplishing
1
Information Part 2. compliance with Service Bulletin No. 590A will be made
in accordance with established Bendix Warranty pro-
CAUTION cadures.

Under no circumstances should


magneto a Partt Required:
having less than .007" clearance all around, As determined by inspection.
be returned to service.
Gpecial Tools Required:
10. After satisfactory completion of stem 8,
7 and Timing light, Bendix 11-9110-1 or equivalent.
identify compliance with the Service Bulletin by rtclmp´• .007" shim stock.

ing the letter R ahead of the serial number on the

magneto data plate and make appropriate engine log Man Hours Required:
book entry. 2 1/2 hours maximum.

It. Compensation for the work involved in complying Weight Change:


with the provisions of Service Bulletin No. 590A will be None.
L i ~e i Lycoming MAN DATO RY

652 Oliver Street


17701 U.S.A.
SERVICE BULLETIN
Williamsport,PA
717/323-6181

DATE: March 1.4, ~997 Service Bulletin No. 425C


(Supersedes Service Bulletin No.
4258)
Engineering Aspects are
FAA Approved

Reprint of Teledyne Continental Ignition Systems Mandatory Service


Bulletin No. MSB645

MODELS AFFECTED: All Textron Lycoming aircraft engines employing TCM and Bendix S-20,
S-1200, D-2000 and D-3000 series magnetos with riveted impulse
couplings and components.

TIME OF COMPLIANCE: Same as that required for Mandatory Service Bulletin No. MS8645.

Teledyne Continental Ignition Systems Mandatory Service Bulletin No. MSB645 is reprinted in its entirety
as follows. Textron Lycoming requires compliance with this Service Bulletin.

This reprint is current at the time Service Bulletin No. 42SC is issued. However, when complying with this
Service Bulletin, insure that this reprint ofreledyne Continental Ignition Systems Mandatory Service Bulletin
No. MSB645 is still current at time of compliance.

PagelofT~I
C´•nsralAvistim
Manufactunws Associ~Hon
Service Bulletin No. 425C

CONTINENTAL~ IGNITION SYSTEMS


TELEDYNE
MANDATORY SERVICE BULLETIN CATEGORY
Incorporated In Whole Or In Part In An FAA AirworthIneea Directive

MS B 645
SUPERSEDES SERVICE BULLETIN 59913)
FAA APPROVED

SUBJECT: I INSPECTION OF RIVETED IMPULSE COUPLINGS AND STOP PINS

REASON FOR To decrease operational wear rate of impulse coupling and to prevent engine
BULLETIN: I stoppage.

with riveted
EQUlPMENT All fCM 9 Bendbe S-20, S-1200, 0´•2000 and 0-3000 series magnetos
AFFECTED: impulsecouplings as installed on fCM, Lycoming, Franklin and other manufacturer’s
engines.
lower
COMPLIANCE: NOTE...Affected magnetos with data plates identified with the letter "A" in the
right quader have the new snap ring cam assembly installed
and do not require
recuning 100 hour inspections per this bulletin.
that
Service history of magnetos equipped with snap-ring impulse couplings indicates
forwear at 500 hour intervals as specified in the latest revision
they must be inspected
of the applicable Service Support Manual, PERIODIC MAINTENANCE Section,
Paragraph 6.2.2.

A. On aircraft with affectedequipment with less than 100 operating hours since
before
the last impulse coupling wear inspection, perform this inspection at or
with
the accumulation of 100 hours and each 100 hours thereafter. On aircraft
than 1 00 hours since the last
affected equipment that have accumulated more
wear inspection, perform this inspection within the next 10
impulse coupling
hours and each 100 hours thereafter

of this bulletin must


B. Impulse coupling cam assemblies not meeting the criteria
be replaced with new snap ring cam assemblies.

C. As an altemative to recuning 100 hour inspections of RIVETED impulse


couplings, operators may at any time either install improved snapring impulse
coupling cam assemblies (349 Detailed Instructions, Paragraph 2) or retrotit
to

Shower-of-Sparks Ignition where possible. Magnetos retrafdtedwith snap-ring


impulse coupling cam assemblies may be identified as shown in Figure 6.
Magnetos retrofitted to Shower-of-Sparks may be identified by part number.

GENERAL INFORMATION
Wear may be accelerated by
A. Impulse couplings and stop pins are subject to wear during use.
countennreights improper lubrication. Engine failures have occurred on
malfunctioning engine or
maximum allowable limits. Inspection in
engines operating with impulse couplings wom beyond
accordance with this bulletin is required of all TCMIBendix magnetos with RIVETED impulse
couplings.

REVISED CONnNL~CIAI MQTORS PAGENO REVISION


ISSUED
P.O. BOX 90 MOBILE, ALABAMA 38801 1 OF 6
MO DAY MO DAY
(205) 43&341)
04 1 04 94

Page 2 of 7
Service Bulletin No. 425C

B. TCM has redesigned the cam assemblies to include snap ring fastening technology which
strengthens the cam axle and reduces wear.

WARNING... The impulse coupling will function adequately during engine start even though
condition.
the coupling is worn. Starting performance is not an indicator of coupling wear
the inspection described in this service
Such wear can only be determined by performing as

If is excessive, impulse coupling failure may occur and cause engine failure.
bulletin. wear

assembly that is found to have been repaired or modified must be


WARNING...Any cam

replaced.

DETAILED INSTRUCTIONS
1 Impulse Coupling Inspection

1.i Remove magneto from engine.


from the heel toward the
1.2 Inspect the heel of the flyweight. See Figure 2. A polished area extending
toe of the ftyweight is an indicator of severe wear and the cam assembly must be replaced.

in the magneto
1.3 Using an inspection light and 4X or greater inspection lens, inspect the stop pins
flange or housing. A shiny spot on the stop pin at the point of nyweight contact is acceptable. A
of the
wear notch at this point is unacceptable. A damaged or wom stop pin requires replacement

magneto, stop pin housing orflange depending on magneto type and extent of damage. (Refer to

the latest revision of the applicable TCM Ignition Systems Service Support Manual.)

each flyweight follows:


1.4 Inspect for fiyweight and axle wear on as

in Figure
1.4.1 Rotate the impulse coupling so the nyweight axles are positioned at the stop pins as shown
tool. Use of i 1-8485 rotor holding tool or equivalent is
2. Lock rotor in place using rotor holding
necessary.

CAUTION... Rotor is to be locked on drive end only. Do not use distributor gearlod< devices. Use
of such devices may result in geertooth damage. See Figure I.

1.4.2 For Type S-25 and S-1225 magnetos (with impulse coupling recessed into the magneto fiange)
3A. Ensure that
push on flyweight trigger ramp (see Figure 4A) using bent wire as shown in Figure
tail rests against body trip-dog. Proceed to step 1.4.4.
flyweight

1.4.3 For all other affected magneto models, form wire into hook as shoH~n in Figure 38 Reach
between
the
the cam and the dyweight with wire hook as near as possible to the stop pin. Pull outward on
flyweight as shown in Figure 48. Ensure that nyweight tail rests against body trip-dog.

while
1 .4.4 Insert feeler gage between the stop pin and flweight to determine clearance ~X of Figure 4)
the 8yweight is forced outward. Maintain constant outward force on the nyweight while measuring
clearance to ensure accuracy.

1.4.5 Remove the wire to relax the nyHleight. Add.014 in. feeler gauge to your determined
"X" value.
See Figure 5. If
Attempt to pass "X plus .014" feeler gauges between ffyweight and stop pin.
the entire impulse coupling
gauges pass, remove and discard INom cam assembly. Replace
assembly with ring impulse coupling or snap ring cam assembly as
assembly or cam new snap
specified in paragraph 2. If gauges do not pass, coupling may be retumed to service or replaced
2.
with new snap ring impulse coupling or snap ring cam assembly as specified in Paragraph

ISSUED REVISED SILTEL~YNE CONfiNPCIAL MCTTORS PAGENO REVISION

P.O. BOX 90 MOBILE, ALABAMA 38801 2 OF 6


MO DAY MO DAY
(205) 43&34~1
040494

Page 3 of 7
Service Bulletin No. 4256

ROTATING MAGNET SHAFT 1503051


BOGY TAIPD00

TOE

STOP PIN

APPAOX.
1A IN.
AILE
(RNET EXPOSED)
I HEEL
TRIGGER RAMP TAIL
FLYWE1GHtS

FIGURE 1. INSPECIION BE-UP LlGURE 2 FLYWEIGHT TERMINOLOGY


AND POSITIONING

t--t(tnlrrYUL ’X

STOP
’X

131’
7- STOP PIN
PIN

~ln
~LC
Jin
DIAECnON
OF PUSH

BEM
a. a. WIRE
S-ZS ALLOTHERMODELS (EAR)

MATERIAL: .050 in ~ta wire A 8.


(I.a. Heavy Duly Paper Clip) S-u AND MPdaII ALL OTHER MODELS

FIGURE 3. WIRE HOOK CONFIGURATIONS FIGURE k "X" VALUE MEASUREMENT


AU DIMENSIONS ARE APPROXIMATE

xPLUQ .Ols
OROREATER
STOP PIN NOT PERMISSABLE

FIGURE 5. FtYWEIGHT TO AXLE WEAR CHECK

ISSUED REVISED COMHBJIALMOIORS PAGE NO I REVISION


MO DAYIVEAR(MO IDAYIYEARI P.O.BOXW MOalLEALAaAMA300n
3056
(05) aOjql 1
04104194

Page 4 of 7
Service Bulletin No. 425C

NOTE... Main spring must always be rplaced when coupling is dlsassembled.

l.S Make an engine logbook entry indicating compliance with the inspection portion of Service Bulletin.
If coupling is retumed to service, record X values for each nylMljOhf in logbook entry.

2 Replacement of Riveted Cam Assembly \Mth SnapRing Cam Assembly

2.1 If not already accomplished, remove magneto 6001 engine.

2.2 Remove impulse coupling fmm magnate follawh~g disassembly instructions specified in the
applicable magneto manual included in TCM Ignition Systems Master Service Manual, Form
X40000. If not already accomplished, inspect stop pins as described in paragraph 1.3 of this bulletin.

2.3 Using Table 1 select the conact new impulse coupling pad number for he part number magneto
being worked on.

2.3.1 At customer’s option, a new cam assembly may be selected from Table i and field assembled into
a serviceable used body. For body inspection criteria and impulse coupling assembly instructions,
refer to General Overhaul and Assembly sections of the applicable TCM Ignition Systems Service
Support Manual.

NOTE...lmpulse coupling main spring must be replaced with a new part any time coupling body
and cam assembly am sepantad all impulse couplings use spring 10-5132A uccept those marked
with a triangle in table i.

2.4 Assemble impulse coupling and related drive pads onto magneto, follovring assembly instructions
in the applicable magneto service manual.

2.5 Mark magneto data plate uith letter "A" in lower right quarter to indicate snap ring cam assembly
has been installed.

2.6 Install magneto onto engine and ~djust timing as per engine manufacturer’s latest published
instructions.

2.7 Make an engine logbook entry indicating compliance H;ith tt~e mplacement portion of this Service
Bulletin. include magneto part number and serial number in logbook entry.

ON BaTW slots OF
~errER -s~-
FCYWEIONT IOC FOR IDbm~lC*TKN(
OF SN*P RING CIU rSSIYILY wt~TnOUT
IROU M*ONno

UIONLT
TABLE 3

SNAP AING IUPULSE


s\ v,n COUPUNG TEST UYTTS

I 1 FULL i FULL
Y*QIIETO eNOIIOEYEnf D~SENGIGEYEIIT
TYPE SPEED SPEED
SNIP RING
RET*INS fLrWEICnT
)06tN-3000 ~n Mininun 450 Muimun
06LN-2(331
t~(L ReC6NP1OUReO
FIGURE 6. SNAP-RING CAM AOotlnns. 1 0´•125Mhmun 450 Mu6mun
ASSEMBLY lDENTIFICATION

ISSUED REVISED SPTEL&IYFE CONMBCIALMCTTORS PAGENO REVISION


MO DAY MO DAY P.O. aoXOO MOB~LE. AUaAMA 36(101 4058
(205) 43b3411
040494

Page 5 of 7
Service Bulletin No. 425C

2.8 ~Jhan tasting snap ring lmpulsa coupling operation, couplings shall perform within iirnits as shown
in Table 2. Ramova and replace any coupling does not meet this tast.

TABLE i: IMPULSE COUPLING APPLICATIONS

R(VEtlb 51148 IWQ OLD NEW


1IIPULSI IYPULJO AIVETED SNAP RIWO
YAaN~O YAGNWO COUPLINQ COUPLIIIO LAQ CIIY *S3T C*Y 45117
PII( TYPE PIW PIW 41IQLL 800’1 Par PIY Plw
TO-51 SUN.21 ~Q´•dBcl* 10J003~3 25 10-52903
16-51360´•28 1 10-3~3
10-51 366´•37 1 10´•U1(131~ 25 1 14191~7 1Q-LObT61~-
10-51350-11 10-1 ~0´•Y)a301 10-59436 t

1 51360-45 54LN-21 ~a-19*74 tQ-U103~j 25 t0-~t903 10-5947


SaAN;7~ la-59~73 la-uld3c2 25 T 1333 ~Q´•59*Y1 ~a-l00la6´•2
t0-51360-47 S*LN-21 10-59474 )4400313 25 10-52903
t 586;54 S*LN.h 1 1 IS 10- T ~Qlcot ´•1
~0-51360´•M 1 15 10-52903 1 1Q-U101a7´•1
SBLN-~1 10-)0310 1 45 1~-70311 10-59412
t 51365-3* 10-891 10-400305 14-640~6631
10-51365-35 56AN.21 10-1571 14´•9~353 1QJ001669
10-59479 45 ,o-~oot(R-to
110-4136540 10-59475 1 35 10´•J 10´• I
1 a-5 1 365-*3 10- 1 1Q´•~O´•R 1 -1a
lO-J1 SBLN;I\ 10-)0310 10-400315 *5 10´•)031~ 10~001 ´•~O
t 0- 51J65-~ SgAN-Z1 ~a. t 35 1Q-JIV3 10-59I39 1 a-uJO1 w-a

I a-S t 365.54 SaR~Z1 10- t0J00304 35 10´•)1395 10´•5ous


i a-j 1 365-57 10;t6371 ~Q´•
i 323M´•~0 36 10-5909
t ~QtOJlb 10-uJa3~J 45 cQ.t03t~ (0´•59´•n 10-LCOI O
1Q-f90208 1Q- tQ1QOJts 30 (0-~0jl1 10-102052
56861-25 1_0-40030_7 30 tO´•1
la-79020´•1~ ta~aQ316 30 10-10371
1 a- 19020-1 la-~o2aj 1QUla3´•ra 1Q´•~
i 19a20-11 r 10-1 10~0016tB
10-79020-15 10-*00316 30 10-10371 1O-t 10~aOt1176
~0-2902a-19 ~Q-´•aOJOI 30 tstazp (0-laQ1193;
10-)9020-1 18 1M00316 30 10-10371
t 0-79020-~ 1 O Ta-Teaesz 30 10-75231 10-~gg(03
1 ~d;td231 TO-Tscssa
10-500550-901 1 1 160593 cO-u]OtB(U
1225 1 1_M00309 30
10-349350-5 1225 TaJ00308 10 1 r t0-4WldbS
10-349350-6 1p5 10-349344 10-400319 30 (0-70371 10-344357-3 lo-uW)l6t-)
1 10-400319 30 10-3*9157-3 1 -1
~a´•3*9386-1 1227 8 35 10´• 1 10-400167-8
~6- SILN.IPt 1 10-400317 25 t0´•119Q3 10´•J´•g35t~ 10~00161-)
10-349385-5 1227 10-349358 1 21 10´•11333 10´•3~9354-2 10-´•aQt(i~l
la-3~9385-8 S*AN~fZZf 10-349458 10-400304 25 10-51331 10-349354-2 t~CO1OS
10-349365-9 227 1QJO 10-400327 13 10´• 10-j~935t-7 10´•r001B7-2
id-3~03Bb16 t 2 15 0-51 10´•3~935Lt lO-4OllWCf
1 1 1 1 I

CO NTI~I U ED

ISSUED RRIISED PAGENO REVISION

MO DAY MO DAY p.O. 80490 Ma811E.ALABAMA380(1f 5 OF 6


(205) 43bS411
040494

Page 6 of 7
Service Bulletin No, 425C

TABLE i: IMPULSE COUPUNO APPLICATIONS (contlnwd)

nIV SNAP OLD NEw


IYPULSI IYPULIL RIVEfED 5648 R1UO
UAOWETO COUPLIIIO COuPLIWQ LIQ C*Y llSr CAY 45Sr
YACNETO
TYPI PIW PIW liN~ft M)Or,lll PIN PIW
PIN
16382753 10-60323 25 ~0´•31)2711 143*93676 1_6461187-9
diPN´•ton 16352758 t 1 10 163461563 1_6461867
iaJ82595-~
t 1 II 1 1 -3 to-Ux)I
i~07382555-C1
D1~F(-ZOZf 10-382758 1oJoo3II 20 103493~-3 (44001
Zo 16346157-4 10~001 -8

tl*FH-2l02I 10-382754 10400310 tb 103393542 164001865


i-d-382555-1g
D’FE(-la2~ t 0400311 20 10-3~n# 163493563 141441661
10-382555-lM
o4LN-7021 10-382758 20
06LN-~031 ~0´•382953 a 1 a 15 tg339357-8
osw-zo3~ tbJ~ a t~3zs a to 10´•j´•9357´•9 ~0404167´•12
to-3sz5(To-t3
O’LN-30a0 25 (Q~00lm-9
i0-dB2555-~1
i0-d82555-12 OLF*-;WXIO
D~LN-30aO taJBZIU 16404322 (5 10-319357-3
loae2M5-13
0*FU30a0 10-J827~8 t 0400311 20 10349354-3
10-d82555-li
OILN-JOQQ 1a-3827~6 10400314 70 to-Ulols7-s
i0-aB255J-1J
t O 1s 19 t63493562 1
t0-882556tl
O*RN-JOQa 10-382758 20 ca-j~nso 10-l1M1867
20 t t
Olc~.J000 ~0-382756
DBLN-JOoo lo5829s3 a a 10´•3~2957
osLN-3aoa t~jszss7 a torXIPs a ta 16382981 t ´•o
io-aaa~a-n
Olw.JaQa a ~O I t -9

a Use Sgrinp PM 10´•L00012

PARTS REQUIRED:
As determined by inspection or replacement

SPECIAL TOOLS REQUIRED:


For Inspection:
Rotor holding tool 11-8465
Stiff wire (.050 Dia. Heavy Paper Clip)

For Replacement:
Refer to TCM ignition Systems Master Service Manual, Form X40000.

MANHOURS REQUIRED:
Far impulse coupling inspection, approximately i hour.
i hour.
Far replacement of Impulse coupling or cam assembly approximately
WEIGHT CHANGE:
None

WARRANN CONSIDERATION:
The standard ignition~sylgtems warranty will apply to those units with less than 12 months or 1000
hours time in service (wnicnever comes tint) since initial installation, but limited to 24 months since
manufacture. Ons (1) hour labor will be authorired per coupling installation.

ISSUED REVISED SrTELEePM PAGENO REVISION


P.O. BOX 90 MOBILE. AUBAMA J8801 8 OF 8
MO DAY MO DAY
(205) U6j411
040494

Page 7 of 7
i‘9 C O M I N G D I V I S I N
WILLIAMSPORT, PENNSYLVANIA 17701

Ooucla~o
it)
Service Bulletin No. 427A
DATE: September 15, 1978
(Supersedes Service Bulletin No. 427)
Engineering Aspects are
FAA (DER) Approved

SUBJECT: BendLx Service Bulletin No. 600

MODELS AFFECTED: Serial numbers up to end including L-4599-76.


-A1LD -A3AD Serial numbers to and
0-360-A1F6D, -A1G6D, up

including L-25281-36A.
IO-360-A1B6D, -A3B6D, -C1E6D Serial numbers up to and including
L-19677-51A.

LO2360-A1G6n Serial numbers up to and including L-181-71A.

0-360-E1A6D Serial numbers up to and including 1-129-77.

LO-360-E1A6D Serial numbers up to and including L-140-72.

HIO-360-E1An Serial numbers up to and including L-18066-51A.


serial numbers up to and including L-295-69A.
0-540-J1A5D -J3A5D
,1..,,,
-33C5D Serial numbers up to and including L-

20226-401\.
IO-540-K1A5D -K1F5D -K1G5D -K1J5D -T4A5D -TbB5D -U1A54
-U1B5D Serial numbers up to and including L-18462-48A.

TIO-540-F2BD -J2BD -R2AD -S1AD Serial numbers up to and

including L-5669-61A.

LTIO-540-F2BD -J2BD
,,,I,
-RAD Serial numbers up to and including L-

1468-68A.
-D1CD Serial numbers up to and including L-979-54A.
IO-720-B1BD,
Remanufactured engines shipped prior to May 10, 1978.

TIME OF COMPLIANCE: As required by BendFx Bulletin No. 600.

Electrical Division Service Bulletin No. 600, reprinted


The subject Bendix Components
herewith in it’s entirety, pertains to inspection and possible replacement of the magneto rear
bearing

NOTE

that hand at the aircraft manufacturer’s


Some magnetos were on

prior delivery of aircraft, have had subject bulletin complied


to
with. Therefore some engines with serial numbers below those "up"
serial numbers listed above may have had their magnetos modifFed.~

If compliance is in question, take the following action:

600.
1. Check engine log book for entry indicating compliance with Bendix Bulletin No.

nameplate for stamped letter "B" in the center


2. If no log book entry, inspect the magneto a

of the bottom line on the nameplate.

CAUT ION

When removing magneto from engine, carefully ease magneto assembly


drive
back from accessory housing or crankcase, to avoid dropping
cushions into the sump.

Page 1 of 3

!nemberofGnMA

General Aviation
Manufacturers Association
Service Bulletin No. 427A

Electrical
Components SERVICE BULLETIN NO. 600
Division Supersedes Service Bulletin No. 589
Sidnev. N. 13838
Engineering Aspects are
FAA Approved

Printed May 1978


Page 1 of 2 Pages
AIRCRAFT

SUBJECT: 10353110 bearing in D2000/D2200 Series Magneto.

REASON FOR BULLETIN: Part i. To alert users of D-2000/D2200 Series Magnetos of possible
bearing difficulty.

Part 2. To provide a procedure for inspection of subiect bearing.

EQUIPMENT AFFECTED: Part ii D-2000/D-2200 magnetos with Red name plates having Serial
Numbers above 3000 and below 17510. (including
magnetos
identified with the letters "A" or "R" preceding the Serial
Number), which do not have the letter "B" stamped in the
approximate center of the bottom line on the name plate.

D-2000/D-2200 magnetos having Red name plates with Serial


Numbers above X2454 and below X2562 which do not have the
letter "8" stamped in the approximate center of the bottom line
on the name plate.

Aemanufactured D2000/D-2200 magnetos with Blue name


plates having Serial Numbers below 806001, (including
magnetos
identified with the letters "A" "R"
or preceding the Serial
Number), which
do not have the letter "B" stamped in the
approximate center of the bottom line on the name plate.

Part 2. Same magnetos as listed in Part 1.

Spare Parts Affected: the serial numbers shown and is not identified
10-382874 10-382505
with the letter "B" in the approximate center of
10-382876 10-382519
the bottom line on the name plate, proceed to
10-382878
Part 2 of this bulletin.

Compliance: Part i. Procedure for inspectian of


Within
bearings in affected
the next 10 hours of magneto operating time, magnetos to insure a "free" fit that will permit
the distributor block and bearing to fall from the
General Information:
shaft when the magneto is turned upside down.
Field reports indicate that occasionally the
magneto rear
bearing, Part No. 19353110. can become overheated. This A´• Place magneto in secure upright position
condition may be the result of a tight bearing fit. To insure
with drive end down.
a "frea" bearing fit, all affected magnetos should be check-
ed as outlined in this bulletin.
8. Remove cam securing screw and breaker
cam/cams.
Detailed InJtructions:
Part 1. Determine if magneto Serial Number is listed C. Remove distributor block retaining screws.
under Equipment Affected. If magneto is within

Page 2 of 3
Service Bulletin No. 427A

Electricd
Components SERVICE BULLETIN NO. 600
Division Supersedes Service &Ilktin No. 589
Engineering ~plca are
Sidney. N. Y. 13838
FAA Approved.

Printed May 1978


Page 2 of 2 pages

D. Prepare a soft urkce for me distributor part having "&ruL;r;" identifiution. The
block to drop on or petition hand to catch 11´•9998 pressing twl and 1~´•8981 baring
block when it falls from magneco shaft. support tool must bevsod for this procedure.
Invert mynato so drive end is up (6ee
Fig~He and the distributor block/bearing G. After me new bear(ng is inctlltd, repeal me

assembly should drop from me shaft. bo not block drop test dui~d in paragraph D.
side load eheft by gripping both and reassemble mlgneto Is noted.

housing and drive member. Acceptable


magnetos should be reassembled in accord H. If any magneto stiff fails the free fall test,

ance with Bendix Overhaul Manual, Publica- install a new distributor block and bearing
tion Form L-945. assembly which has been tested at the

factory. These assemblies have the following


part numbers.

Green Blocks Black Blocks


10-382974 (4 cyl.) 10´•382970 (4 cyl.i
10´•382976 16 cyl.~ 10-382972 (6 cvi.)
10´•382978 (8 cyl.)

i. Reassemble magneto in accordance with


instructions in Bendix Overhaul Manual.
Publication Form L´•945.

J. After compliance with this Bulletin. stamp


letter "B" in the approximate center of
bottom line on magneto name plate and
I make Engine Log Book entry.

Parts Required:
Ar necessary

Special Tools Required:


Partl. None

Figure 1.
Position of magneto for checking Part 2. Special tools as required in Bendix Overhaul
free fall test of bearing tolerance. Manual. Publication Form L´•945.

E. If distributor block doer not drop from shaft Man Hours Required:
in step D. procedure, insure that block is not Part i. Approximately 1-112 hours to remove and rein´•

sticking, by moving the block approximately stall magneto.

1/8 inch away from housing. If block still


doer not drop from shaft, the bearing must Part 2. Approximately 1 hour to perform inspection and

be replaced. reassemble magneto.

F. Remove distributor block from magneto and Weight Change:


replace the bearing with a new 10´•353110 None

NOTE

Prior to reinstalling magneto, apply a small amount of all purpose


grease to the magneto drive cushFon so that cushion will adhere to
the shaft while magneto is being installed.

NOTE: .Revision "A" adds new models and serial numbers to models a~fected.

Page 3 of 3
~r.
~MAVCO LYCOMING DIVISION
WILLIAMSPORT, PENNSYLVANIA 17701

~o00oD8o
(L)
Service Bulletin No. 128
DATE: July 28, 1978
Engineering Aspects are
FAA (DER) Approved

SUBJECT: Bendix Fuel Injector Bulletin No. RS-52.

MODELS AFFECTED:

BE::DIX LYCOMING
PART NUMBER PART NUMBER ENGINE SERIAL NUMBER
ENGINE MODELS
7

IO-360-A1A 2524054-5 73937 L-18505-51 thru L-l9310-1


I0-360-A1B _2_5_?_40 54 -5 73937 I--._L-l 8373-5_l_thru L-19282-51
thru L-19282-51
__

IO-360-A1B 2524550-2 LW-11848 -i--


L-18601-51
2524054-5 73937 L-18414-51 thn~ L-19350-51
IO-360-A1B6
_L-78~-856-51
c

CtV--’"~ t
´•A1B6
!IO-360-A1B6 25245 -2 48
UJ-l 848
L-18340-51 thru L-19185-51
~_

2524054-5 73937 ______J_

L-1R379-51 thTY L-19397-51


__~

2524L114-5 73937
~16063860
IO-360-A1D 25 240 54-5 7 3 937 I--i;188i~3-5
IO-360d2A 2524550-2 W-11848i18h8 ----i
2524147-7 74556 L-18962-51 thru L-19213-51 i
IO-360-B1B
360-B4A 2524147-7 L-18793]--~ i
I
!IO-360-C1C 2524450-3 L thru_L-19359-51~ -~j
!1O-360-C1C6 2524450_-3 LW-10409 L-18780-51 thru L-1943~j
252405_4-5 73997 L-18322-51 i
360-C1C6
2524054-5 73937 L-18375 ~i- thru L-1937~51
iAEIO-360-A1A
-L;-I gIi57_51
2524054-5 thru L-19096 51
AEIO-360-A1D
iAEIO-360-B1F 2524291-5
I F-~cludneL-i 4160-51.
I ----i
._

2524147-7 L8849-31thru L-19160-51


AEIO-360-B1F
2524682-2 LW-14382 L 186 1 ~-u-i;-19253-5I
AEIO- -B1G6
2524291-5 7C;STS /--All serial num6,ers up to and 1
IAEIO-360-B2F i

2524147-7 74556 L-18817;51 19327


thru L-19327-51 i
AEIO-3 60-B4A
AEIO-360-H1A 2524752-1 L-17710-51
j
___~_._

252474~2--2 LW-14578 L-17141-51


2524712-2 IW-1 9 L- 1
HIO-360-E1AD
252471-3 LW-15971 L-18651;5T
HIO-360-E1AD
2524213-5 7 176 L-l 7 84 9386-45
10-540 -C4B5
2524213-5 75176 thru L-18~49-48 1
IO- -K1C5
L-17957-48 thru L-1842~3-48 ,i
--I---

1O-540-K1G5D 2524212~ 7517


2524673-2 LW-i~ii-84 --L-1793~-7;8
10-5 40
L-
AEIO- 540 -D4B 5
3- 7 11 L;51d3;61 1

2524163-8 75311 L-5049;61 thru L-5478-61


T 540-A2C
78318 L-5056-61 thi-u L-5427-61
T 540-C1A 25__24359 -4
2524757-1 L-909-5 thru L-1008-
0-7 20 -D1_C_4
755il-7A thru
TIG-540-A 252416~i
L-3289-61, L-7~296-61 thru I
L;3 299 -61 L-3 309 L-7310-61 ,1
L-3327-61;t-3506-61 __~J
TIME OF COMPLIANCE: As required by the subject Service Bulletin.
NOTE
The subject Bendix Energy Controls Division
Bulletin No. RS-52, reprinted in part here-
Some of the engines listed above may
with pertains to incorporation of a modified be effected or may have had the
not
center body seal in the fuel injector. Para-
graph 1 "Planning Information" and sub para-
modification accomplished. Only inj-
2-C "IdentLfication" are reprinted here
ectors with the applicable Bendix
graph part number, including dash number,
~or informationpurposes. The remaining par-
3 end the Le.~ cannot positively be identified
tfons of ~paragraph 2 per8p’aph
deei with work to be accomp- as having the modification completed
the Bendix representative only and should be removed for compliance.
fished by
are not therefore reprinted.
Page 1 of 4

Mambar o( OAMA

~utsctuer´• Pu´•oc*ton
Service Bulletin No. 128

If compllsnce is in question, tekethe 2. If log book


no entry, inspect the
following action: injector identification plate for a change
in dash number, and for a blue painted dot
i. Check engine log book for entry indic- or stripe on the cover plug as shown in the
sting compliance with Bendix Energy Contr- accompanying illustration.
ols Division Service Bulletin No. RS-52.

Erurgy bnad´•
Divi+ior,

SOUfk J6620. U.S.A

Service Bulletin
Fuel Systems Bulletin No.: RS-j: 4cv.

Dfte: ~’?0’;8
Aevised: 5-1,’-79

Subject: FUEL I?I1LC~OR ill’ilf BODY S~L, ~ODITICAT:CN OF:


RSA-54BI, ESA-540l dJp ISA-IOADI.

i. INFOILYATION:

A. EFFECTIVI~Y:

~odcl N4. Lilt ~O.

BSA-546l 1,5t~25L-5
2526712-2
BSA-5´•U)I 2524054-5
?5241*7-7
2520213-5
2524291-3
2J2~359-4
2SZ4o50-3
1524550-2
2520673-2
2524682-2
25Z1702-t
2524752-1

RS1-1OAOI 2524163-6
25:0163-74
25Zsi~7-1

8. BEISON:

Zh´•re klve been recent incid´•ntJ where the exieting belloul ´•eeembly hee
been contacted by the tube buihing P/H 1538297 c´•uJing In inrern´•l .Cu´•l
l~iL which ´•y reeule in e power reduccion due ro 4n over rich conciLion.

C. DESCBI~IOW:

Replice exiseing center body bellovi end rube Suehinp uirh new
end Cube buehinp which provid´•~ berrer concentricit./ end
gre´•rer cl~´•r´•ocl beeveen piece p´•rt, end ellowe ´•dju~Em´•ne of c~´• fuel
diephrogm eeeembry for eeee in e´•libtecloo.

D. COWLIANCE:

Acrivitiee: Comply roon ee bur not lerer then the


nert 10 houre of flight.

Oveth´•ul Comply prior to che return ro eervice of ´•Ilg of the


effected unite.

Page 2 of 4
Service Bulletin No. 428

E. ~DPROVIL:

f. ~IIl1POUER:

1 *ppr..im~r.il f.ur (4) u.-h.u.´• .´•puir´•d.


C. ?UTtPIAL

part No. Nomenclature

Bellovs Bendix products Support


2510537
Centers

Spring Bendix products Support


2539510
Centers

Seal Bendix products Support


2539561
Centers

bushing, Tube Bendix products Support


2540542
Centers

Nut, Self-Locking Bendix products Support


2539449
Centers

8. TOOLING:

Nomenclature Availabilitv
Tool No.

2550066 Boldi~g Tool Locally manufsctured


2550675 Valve Seat Removal Locally manufactured
Tool

2550816 Adjusting Wrench Locally manufactured


2550990 SeatAi~cmbly Pusher Locally manufactured
Locally manufactured
2550992 Support
Bellovs push out Locally manufactured
2550993
Bellovs push in Locally manufactured
2550994
bullet, Seal guide Locally manufactured
2550996

I. W~IGBT 4ND BLAN~L:

Not affected.

J. REFE;I~NCES:

None.

it. PCBLIC~TIONS

RSB-jADI Form 1)-381, RS~-1OADI Form 15-433.


Form 15-419,

C. Identification:

be r~idcn-
revorked nodels RSA-SAB1, RSA-5AD1 and RSA-1OAD1
must
(1) 411
tified.

permissible to overstrik,
(2) If the identification plate is reused it is
the unit by installing a nev plate, and reidentify ss
or reidentify
follovs:

model number from the old identification


(a) Transfer the exact

plate,
vith the applicable parts list
(b) Rcidcnti$ the fuel injector nev

number.

(c) Reidentify the fuel injector vith the ncv applicable basic num-

ber.

I.C. this block should be left blank.


(n,

(e) paint I blue stripe Of dot on the cover plug (l), Figure 2, on

Wodels 884-5481, BSA-SADI and RSA-1OAD1.

serial number from the old identification


(f) Transfer the exact
plate.

Page 3 of 4
Service Bulletin I:o. 428

(3) ~cdel No. Old Parts No. ~cv Parts ,5s: No.

RSA-52LB1 2524254-5 rcidcnEif7 as 2524254-7


2524712-2 rcidcn~if7 as 252~712-5-3

RS1-S~U)1 2524054-5 rcidcnrih os 2524054-;


2524147-7 rcidentif; as 2526147-9
?524213-5 rcidcncif7 as 2524:33-7
2524291-5 rcidencii-~ as 2520?91-i
2524359-4 as :5?63~9-’3
2524450-3 rsz"aacciy as 2524450-5
2524550-2 rLidcnci~y as 2524550-4
2524742-2- rcidcntify as

2526752-1 reidentify as 25;4752-3


2524673-2 rcidencify as 2524673-4
2524682-? raidrnriij as ?5::68;-4

BSA-IOADI ?5;0!63-8 reideitify as 2524163-10


2524163-74 rcidenci~y as 2524163-10
252*757-1 as 25:~75;-!

Old Basic Nc. ~iev Sasic Nc.


~det No.

RSA-5~91 2524524-3 rcidentif7 as 25;L52L-P


2524i16-C raidantify as 25?4;16-~

Rsa-5ADI 2524L69-C teidcntify as 2524469-8


2524521-C rcidenEify as 2524521-E
252M;6-C reideatify as ?52~ii6-E
2521741-A reidentify as 25?~7hl-C
2524650-’c as 2524650-G

RSa-1OU)1 2526310-0 rcidencifp as 252Gj10-F


2524515-C teidencii’l as ?5245?5-2

~nl i

sjll I~

ri~ LPAINTED BLUE

20L28 These numbers for Avco Lycoming reference only.


20371,

Page 4 of 4
~AVCO LYCOMING DIVISION
WILLIAMSPORT, PENNSYLVANIA 17701

OoaaB~o
(L)
August 17, 1979

SUPPLEMENT NO. 1

FOR

SERVICE BULLETIN NO. 428

Supplement No. 1 for Service Bulletin No. 428 is a reprint of Bendix Service Bulletin No. RS-
52, RevLsion No. 3, Page i. The change made in Bendix Service Bulletin is shown in the reprint
of Page 1 as corrects tooling and test specifications.

DMun

South send. Indl´•ne 48620. US.A

Service Bulletin
Fuel Systems Bu,la,n M "I‘rl I.,.,

Date 4-20-78

Revised 1-8-70

rvar IN~ECTOR SYSTEn UITH BELL(XIS-TIPE BODY S~AL, nODITICATION OT:


Subjaa: eEaorx
RSA-SABI, RSA-5ADI AND RSA-IOADI.

i. PLANNING INFO~UTION

A. EFTEC?IVITY:

nodel No. Parts List No.

RSA-SABI 2524254-5
2524712-2
RSA-SADI 2524054-5
2524141-7
2524213-5
25!4291-5
:524359-4
2524450-3
:524550-2
2524673-2
2524682-2
2524742-2
2524752-1

RSA-IOADI 2524163-8
2:24163-74
252L~51-1

B. 81ASON:

There h´•ve been recent incident. where the exiiting bellows ´•ssembly h´•s

been contected by the tube buehing P/N 2538297 c´•using ´•n iotern´•l fuel
l´•´•t which m´•y result in Power reduction due to ´•n over rich condition.

Revision 3. l:orrecte tooling end Teet E~cciflcicionr.

C. DESCRIPtlON:

8´•pl´•c~ existins center body bellows ´•Iicmbiy end tube buihing virh new
bellows ´•ssembly end buihing which Provides better conccnrricir~ end
tube

8re´•rer cleerence between Piece Perts end eIlows ´•Jjuitmcnr of the fuel
di´•phrepm ´•erembly for epse In c´•libretion.

Member o( CAMA

Ceoerd Cwiatan

;Q; Mautactuar b~oci´•lion


LE7AVeO LYCOM(NG DIVISION
WILLIAMSPORT, PENNSYLVANIA 17701

Ool7aB~o
IL)
Service Bulletin No. 433A
MTE: January 12, 1979
(Supersedes Service 8ulletfn No. 433)
Engineering Aspects are
FAA (DER) Approved

BendLx Service Bulletin No. 88-57, Rev, 1


SUBJEC~:

I0-3 20 -B1A; L10-320-B1A; AEIO-320-E1B, -E28I IO-360-A1A, -ATB,


MODELS AFFECTED:
-A1B~, -A186D, -A1C6D, -A1D, -A28, -A3961), -B1B, -B~D, -BlE, -B4A,
-C1C, -C1C6, -C1F; AEIO-360-A1AI -A18, -8106, -B1F, -B2F, -B4A;
HIO-360-A1A, -E1AD; IVO-360-A1A; I0-540-C485, -D4AS, -J4A5, -T4A5D,
AE 10-540 -D4A5, -D485; TIO-540-A1A, -A2C, -C1A; I0-720-A18
-T4B5D;
See pages 4 of 8 thN 8 of 8 for lists of serial
Series engines.
numbers for specific applicable engines.
Bendtx Service Bulletin No. RS-57, Rev. L.
TIME OF COMPLIANCE: As re~Fred by

of 8endix Service Bulletin


Paragraph 1 "PLanning Information" end paregtaph 2-F ’aeidentify"
remainder of paragraph 2 and
No. RS-57, Rev. 1 are reprLnted for information purposes only.The
to work that ~11 be
paragraph 3 are not reprinted due to the fact that they pertain only
eccomp ii shed by Bendix personnel,
BendLx Service Bulletin No. RS-57, Rev. 1 can be verified by either the
Compliance to
book or that the fuel injector has been
reidentified
notation of completion in the engine log
as described in paragraph
2-F of the reprint of Bendix Service Bulletin.

Encngy Controb
@ei~ Division

South Bend. Indiene 46620. U.S.A.

Service Bulletin
Fuel Systems Bull.tin M.:
RS-57 IcP.1

11~11-78
Date:
Revised: 12-20-18

RSA-
Subject: IHSPECTloN OT FUEL DrCIPHAAM MSEHBLY PIN 2)2907) ON ALL RSA-5AD1,
RETWEEN
5~B1 AM) RS-IOADL FUEL INJECTORS I´•UNUFACTURED OR OVERHAULED
APRIL 1, 1977 AND Me DATE OF IHPLEHENTATION OF SIL 43 DATED AUGUST It,
1970.

Page 1 of 8

Manba ot OAMA

Ccna~buurm
Manufaclvar Asloc*tion
Service Bulletin No. 433A

I.

A. EFFECTIVLTII

The following production fuel injector assemblies


with fuel di´•phr´•p
(I)
1977´•
assembly PIN 2529671 have been chipped since April 1,

Parts List Irom: ~oc


Issue Ilodcl Serial No. Serial No.
and

ILSA-~AI)1 62999 66249


2524054-4
2524147-6 PSA-SADI 65988 65997
2524171-4 ISA-SADI 62961 65060
2524213-4 PSA-)ADI 61032 66290
2526256-4 gSAA-Ag1 637911 65862
2524291-4 RSA-~AD1 63678 65861
2524297-3 886-5601 64428 64432
2521307-3 1LSA-SADI 641)21 66854
2524335-3 RSA-~AD1 (5721 66920
2524359-3 RSA-5ADI 62501 65112
2521550-2 RSA-)ADI 61332 65987
2524550-1 856-3601 64635 65817
2524673-1 886-5601 63613 64265
RSA-~AD1 65071 65499
2526662-1
2524712-1 ILSA-~MI 63503 66027
2526723-1 RSA-5ADI 61928 (5231
2524163-7 RSA-1OAD1 63712 65720
2524175-3 RSA-lOADl 63399 66941

Rasic P/L
2524469 (5) RSA-SM)1 60915 65338

(2) Affected RSA-SADL, RSA-SABL and RSA-IOADL fuel injectors, which


are all
have been overhauled between April i, 1977 and the date of i~placnt´•-
tion of SIL 43 dated August 14, 1978. The inspection is limited to
fuel injectors using fuel di´•phr´•p assembly P/N 2529471.

g. REASON:

have recent incidents where fuel diaphragn P/N


been 2526615 separated
There
fuel supply
from the assembly P/N 2529192, resulting in the cutoff of
stem

to the aircraft’s engine.

C. DESCRLPTION:

This bulletin provides the following detailed instructions:

(1) Visual inspection of the fuel dLphregm sssembly P/N 2523471.

(2) Replacement of suspect fuel diaphragm assembly P/N 2529471.

2529671 ~cadi´•
suspect fuel diaphragm sssembly P/H
to
(3) Return of the
energy Controls L:vfl~.oa.

CAUTION: CONTINUED USE AND FAILURE K) REMOVE SUSPECT FUEL


OIAPHRAM ASSE~LY P/N 2529671 COULD CAUSE ’II1E
SEPARATION OF TLIE FUEL DIAPHRAQI FROI( TRE STEW
ASSBIISLY.

D. COWLIANCKI

Operating Activities: The provilionl of this bulletin must be complied with


within the next 10 hours time in by returning all subject fuel
service

injectors to the nearest hndix Authorized Uarranty Repair Station (AUABS).

Bendix Authorized Warranty Repsir Stltfons: Compliance must be accomplished


all subject fuel injectors listed ii; paragraph IA (1) and (2) prior
to
on

return to service.

e. APPROVAL:

Page 2 of 8
Service Bulletin No. 433A

i. DWNIZINC INFORMATION: (Continued)

I. )IANPOVml

ApproxiuLLlf 2 man-hours will he required to inspect and, if


replace the suspect fuel diaphragm p/N 2529471,

G. MATERIAL AVAlLABLLlRt

part No. 4~. Nomenc lature AvailabilitF

383333 1 Cu~cr -Ic(l. plug ~cndi´• products Support Centers


328817 1 Seal Aluminum &ndtx Products Support Centers
178491 1 Ilut ~cndix. Products Support Centers
2523328 1 AMC
Adapter Bendir Products Support Centers
2523555 1 Co´•Lct AMC Adapter Bendix Products Support Centers
2529471 1 Fuel Diaphrsgm To he furnished to ~cndi´•
AssemblJ Autharfted Uarrantl ~Lp´•ft
Station directlJ from South
Bend

H. fOOLINC:

Loc2ite applicator Tool No. 2550998 (locally manufactured),

I. VEIGHT AND BALANCE:

Not effected.

J. REFERENCES:

Service Information Letter No. 43 dated August 14, 1978.

R. PUBLICATIONS AFFECTED:

Overhaul Manuals for the following model fuel injectors:

(1) RSA-SADI Form No. 15-381.

(2) RSA-5ABI Form No. 15-419.

(3) RSA-1OAD1 Form No. 15-433.

2- P. Reidentify all inspected full injectors as follows:

(1) On all RSA-SM1 and RSA-5AB1 inspgted fuel injectors, paint a Fellow
dot 1/2 inch diameter between the throttle lever, stop boss (ia line
with the throttle bore) and the venturi hold down screw.

Page 3 of 8
Service Bulletin No. 433A

The engines identified by this list of serial rumbers are subject to the requirement of this
bulletin.

Bendix P[N 2524307-3.,., .Lycoming P/N 77260

AEIO-3P0-EIB L-5583-55A. L-5600-55A, L-5601-55A, L-5604-55A, L-5606-55A, L-5622-55A,


L-5630-55A; L-5631-55A; t-5634-55A~ t-5641-55A, t-5645-55A, L-5647-55A,
L-5649-55A, L-5653-55A1 L-5654-~5A, i-5659-55A.
AEIO-3 20 -E 2B 1-5 59 6-55A.

Bendfx P/N 2524723-1......Lycoming P/N LW-14677

AEIO-320-E2B L-5582-55A, L-5585-55A, L-5586-55A. L-5588-55A, L-5595-55A, L-5603-55A,


1-5605-55 L-5620-55A, L-5621-55A; L-5626-55A, L-5628-55A, L-5635-55A,
L-5642-55 L-5643-55A, L-5652-55A, L-5658-55A.

Bendfx P/N 2524291-4......Lycoming P/N 76817

AEIO-360-B1F L-17566-51AI L-18459-51A, L-18461-51A, L-18543-51A, L-18544-51A, L-18854-


51A.

AEIO-360-B2F L-17677-51A, L-17678-51AI L-17949-51A, L-18355-51A, L-18356-51A.

IO-360-B1D L-17899-51A, L-18101-51A.

Bendix P/N 2524682-1......LycomFng P/N LW-14382

AEIO-360-B1G6 L-17787-51A, L-17813-51A, L-17956-51A L-18020-51A, L-18021-51A, L-18079-


51A, L-18131-51A, L-18132-51A, L-182sl-51A.

BendFx P/N 2524147-6...,..Lycoming P/N 74556

IO-360-B1B L-18332-51A, L-18642-51A, L-18643-51A, L-18689-51A.

IO-360-B4A L-18309-51A, L-18392-51A, L-19108-51A.

AEIO-360-B4A L-18492-51A.

Bendix P/N 2524712-1......LycomFng P/N LW-14609

HIO-360-E1AD L-17360-51A, L-17364-51A, L-17365-51A, L-17403-51A, L-17406-51A, L-17477-


51A thru L-i7482-51A, L-17497-51A, L-17498-51A, L-17500-51A, L-17501-51A,
L-17559-51A thru L;17563-51A, L-17609-51A thru L-17613-51A, L-17757-51A
thru L-17759-51A L-17793-51A thru L-17795-51A, L-17864-51A thru L-
17869-51A, L-17421-51A thru L-17923-51A, L-17925-51A, L-17926-51A, L-
18017-51A thfil L-18019-5lA, L-18064-51A thru L-18066-51A, L-18098-51A thru
L-18100-51A, L-18103-51A3 L-18104-51A, L-18118-51A thru L-18120-51A, L-
18192-51A, L-18193-51A, L-18198-51A thru L-18200-51A, t-18250-51A, L-18
369-51A, L-18370-51A L-18472-51A, L-18474-51A, L-18475-51A, L-18507-
51A, L-18581-51A, L-lsg50-51A.

BendFx P/N 252429 7-3......Lycoming P/N 76504

IO-360-B1E L-L8291-51A, L-18614-51A, L-18729-51A, L-18997-51A.

Remanufactured RL-4089-51A.

Page 4 of 8
Service Bulletin No. 433A

Bendix P/N 2524163-7......tycoming P/N 75311

’110-540 -.Q1A L-4952-61.

TIO-540-A2C L-4838-61A L-4847-61A thru L-4853-61A L-4855-61A, L-4856-61A, L-4858-


61A, L-4s99-61A, L-4869-61 L-4870-61 t-4877-61A, L-4878-61A, L-4886-
61A L-4887-61A L-4904-61A L-4906-61A L-4912-61A thru L-4915-61A, L-
4924-61A thru L-1932-61A, L-4450-61A, L-1951-61A, L-4957-61A, L-4958-61A
L-4968-61A, L-4969-61A; L-4974-61AI L-4983-61AI L-5000-61A. L-5034-61A.
L-5035-61A. L-~067-61A L-5129-61A, L-5132-61A, L-5132-61A, L-5202-61A,
L-5206-61A L-52t0-61A.

Remanufactured RL-3909-61A.

BendLx P/N 2524673-1..... .Lycoming P/N IW-14184

10-540 -T4A5D L-l 749 5 -48A.

10-540 -T4B5D L-16580-481\, L-16637-48A, L-16640-48A, L-16743-48A thru L-16747-48A, L-


16797-48A, L-16946-48A L-16948-48A L;16971-48A, L-16972-48A L-16970-
4eA, L-17027-48A L-17C)28-48A, L-17t33-48A, L-17434-48A, L-17415-48A, L-
17469-48A, L-17170-48A, L-17471-486 L-lf496-48A thru L-17499-48A, L-
17 60 3-48A L-l 7604-48A L-17605-48A, L-17792-48A, L-17793-48A, L-17796-
L-l5 843-48A, L-l 7 Q44-48A, L-17811-48A, L-178f2-48A, L-17813-G8A, L-
9-48A thru L-17942-48A, L-18290-48A, L-18291-48A.

Bendix P/N 2524213-4......Lycoming P/N 75176

IO-540-C4B5 i-1 619 6-48A,L-16828-48, L-16829-48, L-16916-48, L-16917-48 L-17035-48,


L-17036-48 L-17043-48A, L-17044-48A, L-17097-18A, L-17098-
L-17042-48A
48A, L-17049-48A, L-1711i-48A thru L-17115-48A, L-17120-48A thru L-17123-
48A, L-17126-48A L-17127-48A, L-17164-48, L;17165-48, L-17189-48A thru
L-17192-48A, L-17194-48A thru L-17201-48A, L-17224-48 thru L-17228-48, L-
17229-48A, L-17230-48 L-17231-48A, L-17232-48A L-17233-48~, L-17237-
48A L-17238-48A, L-lj249-48A L-17250-48A L-17251-G8A L-17261-4bA, L-
172b2-48A, L-17311-48AL-17114-48~ L-17162-48A L-17189-68A L-17490-
48A L-17493-48 L-17503-48A,
L-17505-48A L-17506-Ct8A L-17522-48 L-
175i3-48 L-175i4-48A thiu L-17527-48A, L-lf563-48 L-17564-48, L-17i93-
48A, L-15597-48A, L-17607-48A thru L-17610-48A, L-lj623-48A thru L-17626-
48A, L-17650-48A thru L-17654-48A, L-17674-48, L-17675-48, L-17676-48, L-
17677-48A thru L-17681-48A, i-1 77 23-48A, L-l 77 24-48A, L-17725-h8, L-
17726-481\ L-17727-48A, L-17728-48A, L-17746-48, L-17750-G8A thru L-
17753-68A, L-17783-48, L-17784-48 L-17786-48A thru L-17789-48A, L-17822-
48A L-17824-48A thru L-17827-18A,
L-17847-48A, L-17853-48A, L-17854-
48A L-17895-48A L-17901-48A L-17916-48 L-17917-48, L-17929-48A thru
~-17934-4812 L-17443-48 L-17444-48 L-17449-48A,
L-17950-48A, L-17954-
48 L-l 79 7 4 -4 8A, L-l 79 BO -48A, L-17481-48A, L-18186-48, L-18248-48A, L-
1s174-48.
Remanuf ac tured RL-1063 2-48

10-5 40 -J4A5 L-l 7601 -48, L-l 760 2-48

Page 5 of 8
Service Bulletin No. 4331\

Bendix P/N 2524254-4......Lycaming P/N 77194

HIO-360-A1A t-17693-51A, L-18023-51A, L-18545-51A, L-18599-51A, L-18608-51A, L-18609-


51A.

Remanuf~ctuted RL-5935-51A, RL-10071-51A.

Bendix P/N 2524054-4..... .Lycoming P/N 73937

AEIO-360-A1A L-17681-51A t-17895-51A L-17902-51A, L-17950-51A1 L-18022-51A, L-18375-


51A, L-1891b-51A, L-1917~-51A.
AEIO-360-A1B L-17675-5iA L-17676-51A L-17755-51A, L-17816-51A, L-17957-51A, L-17958-
51A, t-18355-51A, L-1835Q-51A.

IO-360-A1A L-17334-51A L-17345-51A, L-r7470-51A, L-17659-51A ~-17687-


51A L-176QB-51A, L-17689-51A L-r7817-51A 5-51A L-18053-51A, L-
18542-51A, L-18611-51A, L-1915B-51A, L-1915~-51A, L-19191-51A.
IO-360-A1B L-17301-51A L-17374-51A, L-17375-51A, L-17388-51A, L-17423-51A, L-17420-
L-1742~.51A, L-17589-51A thru L-i7592-51A, L-17812-51A,
ilA
L.17440-~1:5872-51A,
L-15846-51A, L-lt847-51A, L- L-17873-51A L-17933-5~A, L-18009-
51A, L-18010-51A, L-18011-51A L-18051-51A L-18052-51A, L-18310-51A, L-
183il-51A L-18312-51A L-18173-51A, L-18174-51A L-18508-51A, L-18509-
51A, L-18J67-51A, L-18568-51A, L-18628-51A, L-18624-51A, L-18654-51A.

IO-360-A1D L-17934-51A.

IO-360-A2B L-18292-51A.

IO-360-A1B6 L-17461-51A, L-17508-51A, L-17511-51A, L-17512-51A, L-17529-51A, L-17531-


51A L-17697-51A thru L-i7709-51A, L-17729-51A, L-i7747-51A, L-17749-51A,
L-15750-51A, L-17770-51A thru L;17773-51~5
L-17885-51A,
L-17886-51~1149
17887-51A, L-17889-51A, L-17890-51A, L- 891-51A, L-17893-51A,
94-51A, L-18014-51A, L-18160-51A L-18220-51A thru L-18229-51A, L-18261-
51A thru L-18264-51A, L-18424-51A, L-18425-51A, L-18426-51A, L-18476-51A
L-18481-51A, L-18483-51 L-is484-51A,
thru L-18479-51A
18586-511, L-185B~-51A, L-18799-51A, L~44
138-51A, L-19141-51A, L-18481-51:,15;;
42-511\.

IO-360-A1B6D L-16629-51A, L-17148-51AI L-17273-51A, L-17315-51A, L-17350-51A, L-17355-


51A, L-17357-51A, L-17377-51A th~u. L-17380-51A, L-17383-51A, L-17394-51A
thru L-17397-51A, L-17399-51A, L-17400-51A, L-17401-51A, L-17411-51A
thru L-17414-51A L-17416-51A, ~L-17417-51A, L-17427-51A L-17428-51A L-
17430-51A, L-17411-51A L-17452-51A, L-17453-51A, L-17i89-51A, L-17~22-
51A, L-17543-51A L-17~78-51A, L-17580-51A, L-17582-51A, L-17587-51A, L-
17600-51A, L-17661-51A, L-17604-51A, L-176D6-51A, L-17607-51A, L-17614-
51A thru L-17620-51A L-17632-51A L-17633-51A L-17634-51A L-17636-
51A, L-17637-51A L-17~39-51A, L-17619-51A, L-17651-51A, L-17652-51A, L-

17654-511\, L-17665-51A thru L-17672-51A, L-17674-51A, L-17714-51A thru L-


17717-51A, L-17730-51A thru L-17738-51A, L-17760-51A, L-17761-51A, L-17
763-514~ thru L-17769-51A, L-17797-51A thi-u L-17803-5iA, L-17805-5rA, L-
17806-511\, L-17819-51A, L-17848-51A thru L-17853-51A, L-17855-51A thru L-
17858-51A, L-17874-51A thru L-17884-51A L-17888-51A, L-17939-51A thru L-
17948-51A, L-17959-51A L-17978-~IA,
thru L-17998-51A thru L-18008-
51A, L-18035-51A, L-18037-51A thru L-18044-51A, L-18069-51A, L-18070-51A,
L-18081-51A thru L-18089-51A, L-18091-51A,L-1 8095-~1A L-18237-51A L-
18238-51A, L-18266-51A L-18283-51A t-18319-51A L-18320-51A L-lsj21-
51A L-18311-51A, L-183sl-51A L-1846~-51A, L-18G6~-51A,
L-18340-51A L-
184d7-51A, L-18510-51A, L-19010-51A, L-191g5-51A.
IO-360-A1G6D L-17358-51A.

Page 6 of 8
Service Bulletin No. 433A

L-18214-
IO-360-A3B6D L-18175-51A L-18205-51A, L-18209-51A, L-18211-51A, L-18212-51A,
L-18286-51A thru L-19290-
51A, L-1821~-51A, L-18251-51A t-i8260-51A,
thru
L-18346-51A thru L-18352-~1A, L-18376-
51A, L-18313-51A thru L-18318-51A
L-18383-51A L-18385-~iA thru L-18389-514, L-18402-51A L-

L-18451-51A L-18495-51A L-18496-51A L-18497-51A, t-lsi98-


51A thru
18433-51A
L-18516-51A, L-18558-5rA t-19150-51A L-19202-51A L-
51A
19268-51A, L-192~9-51A L-192ll-51A, L-19k41-51A, L-19~68-51A, L-19134-
51A, C-19336-51A,
L-17878-48.
IO-540-D4A5 L-lbs23-48A, L-17247-48, 1-17494-18, L-17540-48A,

AEIO-540-D4A5 L-17125-48A.
L-16B81-48A, t-16882-
AEIO-540-D4B5 L-16536-48A, L-16538-48A, L-16539-48A, L-16880-48A,
48A, L-17070-48A, L-17492-48A.

Bendix P/N 2524550-1..... .Lycoming P/N 1W-11848


t-17871-51A, L-17935-
IO-360-A1B6 L-17657-51A, L-17844-51A, L-17845-51A, t-17870-51A,L-18179-51A, L-18269-51A
51A thru L-17938-51A L-18059-51A, L-18178-51A,
L-1S334-51A thru L-18337-51A, L-IBb14-51A, L-18415-51A,
thru L-18272-51A
L-18488-51A L-18511-51A, L-18512-
L-18416-51A, L-18486-51A L-18487-51A, L-18642-51A, L-18890-51A, L-
51A L-18570-51A L-18613-51A, L-l8656-51A,
191i8-51A, L-1945f-51A.
IO-360-A1B L-19215-51A, L-19274-51A.

Bendix P/N 2524335-3......Lycoming P/N 77597

L-5598-55A, L-5611-55A, L-5614-55A, L-5618-55A, L-5619-55A, L-5623-55A,


IO-320-B1A
L-5624-55A, L-5625-55A.

LIO-320-B1A L-313-66A.

Bendix P/N 2524175-3......Lycoming P/N 74700

L-862-54A, L-865-54A, L-866-54A, L-867-54, L-868-54Athru L-873-56A, L-


IO-720-A1B L-880-5hA L-883-54A thru L-888-54A, L-
875-54A, L-878-54A, L-879-54A,
891-54A thru L-897-54A, L-899-54A, L-900-5bA L-904-5hA thru L-907-54A,
L-914-54A thru L-919-StA, L-920-5h L-925-54A, L-
L-910-54A, L-911-54A, L-449-54A thru L-
L-929-54A, L-932-54A, L-933-54A, L-944-54A,
928-54A, L-973-5hA, L-993-
L-959-56A, L-964-54A, L-965-5GA, L-972-54A,
954-54A,
54, L-1003-54A.

Remanufactured RL-675-54.

Bendix P/N 2524171-4......Lycoming P/N 74642

IVO-3 60 -A1A L-2 33-58A.

Bendix P/N 2524359-3......Lycoming P/N 78318

TIO-540-C1A L-4738-61A, L-4755-61A, L-4756-61A, L-4757-61A, L-4767-61A, L-4769-61A,


L-4770-61A, L-4795-61A, L-4796-61A, L-4803-61A, L-4804-61A, L-4844-61A,
L-4845-61A, L-4846-61A, L-4 871-61, L-4879-61A thru L-4882-61A, L-6899-
61A thru L-4902-61A, L-4908-61A thru L-4911-61A L-4923-61A thru t-h928-
61A t-4939-61A, L-4940-61A, L-b953-61A, L-4454-61A, L-4955-61A, L-49
71-blA, L-4972-61A, L-4987-61A, L-4988-61A, L-4992-6iA, L-4996-61A, L-
L-5006-61A, L-5007-61A, L-5012-61A, L-5013-61A L-5014-61A,
L-
5005-61A,
5016-61A, L-501R-61A, L-5023-61A thru L-5026-61A, L-5032-glA, L-50G0-61A,
t-5042-61A,L-5043-61A, L-5044-61A, L-5045-61A, L-5048-61A, L-5058-61A, L-
5059-61A, L-5000-61A, L-5113-61A, L-5125-61A, L-5126-61A L-5136-61A, L-
5137-61A, L-5150-61A, L-5164-61, L-5165-61, L-5176-61A, L-~427-61, L-
5947-61A.

Page 7 of 8
Service Bulletin No. 433A

Bendix P/N 2524´•itSO-2......Lycomipg P/N LW-10409

IO-360-C1C L-16818-51A, L-16819-51A, L-17244-51A, L-17344-51A, L-17558-51A, L-17640-


51A, L-17641-51A, L-17642-51A, L-17643-51A, L-17686-51A, L-17821-51A L-
17822-51A, L-17990-51A. L-18012-51A L-18013-51A L-18024-51A, L-lg077-
51A L-18078-51A, L-18339-51A, L-ls113-51A L-lsi62-51A, L-18663-51A, L-
18464-51A L-18g03-51A L-1Sg04-51A L-1Sg07-51A L-18613-51A L-18636-
51A L-lsb62-51A, L-19147-51A, L-19148-51A, L-192j5-51A, L-193il-51A, L-
193~9-51A, L-19681-51A.
Remanufactured RL-14305-51A.

10-360-0106 L-16777-51A, L-16866-51A, L-16868-51A, L-lb870-51A, L-16871-51A L-16956-


51A, L-17002-51A, L-17050-51A, L-17052-51A, L-17087-51A, L-17084-51A L-
17091-51A, L-17100-51A t-17104-51A, L-17118-51A L-17120-51A, L-lf121-
51A L-17122-51A, L-15136-51A
L-17138-51A L-lj139-51A, L-17166-51A, L-
17151-51A, L-1717~-51A, L-17176-51A, L-17240-51A L-17311-
L-171f4-51A
51A, L-17353-51A, L-17372-51A, L-17~73-51A, L-17418-51A L-17i19-51A L-
17421-51A, L-17422-51A, L-17455-51A, L-r7456-51A, L-17514-51A, L-r7516-
5iA thru L-17521-51A, L-17546-51A thru
L-17551-51A, L-17719’51A thru L-
17728-51A, L-17739-51A L-17745-51A, L-17774-51A thru L-17785-51A, L-
thru
17807-51A thru L-17810-51A, L-17823-51A thru L-178Lt3-51A, L-17905-51A
thru L-17916-51A, L-17918-51A, L-17919-51A, L-17920-51A L-17980-51A thru
L-17989-51A, L-lf991-51A, L-17992-51A, L-17993-51A L-li(025-61A thru L-18
032-51A, L-18054-51A, L-is055-51A, L-18056-51A, L-L8068-51A, L-18071-51A,
L-18072-51A, L-18073-51A, L-18108-51A thru L-18114-51A, L-18115-51A,
L-18144-51A, L-18145-51A, L-18147-51A, L-18148-51A, L-18151-51A, L-1S
180-51A, L-18181-51A, L-18184-51A, L-18190-51A, L-18231-51A, L-18265-
51AI L-18278-51A, L-18300-51A, L-L8322-51A, L-18321-51A, L-18325-51A, L-
18326-51A, L-18328-51A thru L-18331-52A, L-18359-51A L-18361-51A, L-r836
2-51A, L-18366-51A, L-18367-51A, L-t8368-51A, L-t8191-51A, L-18393-51A
thru L-18401-51A, L-18435-51A thru L-18439-51A, L-18441-51A, L-18442-51A,
L-18454-51A thruL-18458-51A, L-18468-51A thru L-18471-51A, i-i 85 20-
thru L-18527-51A, L-18539-51A thru L-18542-51A, L-18550-51A thN L-18557-
51A, L-18559-51A thru L-18623-51A, L-18668-51A, L-18669-51A, L-18670-51A,
L-18672-51A, L-18673-51A, L-18675-51A1 L-18690-51A, L-18691-51A, L-18701-
51A thi-u L-18715-51A, L-18783-51A, L-18882-51A, L-18926-51A, L-18928-51A,
L-18929-51A, L-18981-51A, L-18982-51A L-19186-51A, L-19188-51A, L-19190-
51A, L-19191-51A, L-19192-51A, L-1921S-51A thru L-19221-51A L-19235-51A
thru L-1938-51A L-19293-51A, L-19294-51A, L-19295-51A, L-1b322-51A, L-19
346-51A, L-1934B-51A, L-19349-51A, L-19385-51A thru L-19388-51A, L-19409-
51A, L-19410-51A.

IO-360-C1F L-17241-51A, L-17644-51A, L-17645-51A, L-17646-51A, L-17647-~1A.

NOTE: Revision "A" deletes some engine models and Revision of Bendix Service Bulletin
reprint.

Page 8 of 8
~AVCO LYCOMING DIVISION
WILLIAMSPORT, PENNSYLVANIA 17701

OorjiciB~o ~oOOoDBo

1979 Service Bulletin No. 437


DATE: May 4,
Engineering Aspects are
FAA (DER) Approved

SUBJECT: BendLx Service Bulletin No. 606

All TIO-540-R Series engines with serial numbers up to and


MODELS AFFECTED:
including L-6306-61A.

serial numbers have complied to this


The following engine
Service Bulletin:

L-4106-61A, L-4107-61A, L-4182-61A, L-4602-61A, L-4603-61A,


L-5287-61A, L-5288-61A, L-5333-61A, L-5334-61A, L-5555-61A,
L-5356-61A, L-5h33-61A, L-5434-61A, L-5681-61A, L-5482-61A,
L-5593-61A, L-5594-61A, L-5622-61A, L-5646-61A, L-5607-61A,
L-5726-61A, L-5727-61A, L-5778-61A, L-5779-61A, L-5797-61A,
L-5798-61A, L-5824-61A, L-5825-61A, L-5870-61A, L-5871-61A,
L-5900-61A, L-5901-61A, L-5932-61A, L-5933-61A, L-5949-61A,
L-5950-61A, L-6008-61A, L-6009-61A, L-6010-61A, L-6011-61A,
L-6196-61A, L-6195-61A, L-6216-61A, L-6217-61A, L-6245-61A,
L-6265-61A, L-6266-61A, L-6278-61A, L-6279-61A.

with serial numbers to and


All IO-720-D1CD Series engines up
including L-1147-54A.
serial numbers have complied to this
The following engine
Service Bulletin:

L-1022-54A, L-1081-54A, L-1085-56A, L-1086-54A, L-1095-54A,


L-1098-54A, L-1104-54A, L-1105-54A, L-1110-54A, L-1113-54A,
L-1117-54A, L-1118-54A, L-1119-54A, L-1121-54A, L-1122-54A,
L-1123-54A, L-1131-54A, L-1132-54A, L-1133-5hA.

As required in Bendix Service Bulletin No. 606.


TIME OF COMPLIANCE:

Service Bulletin No. 606 reprinted herevi~h


The subject BendLx Electrical Components Division
and replacement of the green distributor block of
in its entirety pertains to the inspectFon
the magneto.

credit will be issued for


Upon receipt of a properly executed warranty application form,
No. 606.
material and labor as per Bendix Bulletin

Page 1 of 4

Manber ol GAMA

Manutae(uers Associaion
Service Bulletin No. 437

Electrbd
Companent* SERVICE BULLETIN NO. 606
Divi´•ion
Engineering are

I,nr.H´•**ol~ )*38 FAA Approved

Printed April 1878


Pagelof3Pagas

AIRCRAFT

SUBJECT: 02000/02200 Series Magnetos udnp Green Dinribvtor blocks

To alert users ofa possible problem and provide


an inspection
REASON FOR BULLETIN: P´•rc~.
procedure for detection

for dinribufor block reolacernent if


PwtZ. To provide instructions

required

follow.
EOUIPMENT AFFECTED: 02000/02200 Scrier. 6 and 8 cylinder magnetos identified as

M´•auto Type Magneto Pert Number


D6LN-2031 1038256053
D6LN2230 ~0´•U)2610´•53
O8LN2200 1038262051
D6RN2230 1038291012
D6LN2230 10-382810-17
D6LN-Z230 10-3829(0-53
D8RN2230 1Q38281WB
D8LN-2200 1038282051

Parts Affected: Detailed Instructions:


Maintenance (Spare)
Part i.
Green Distributor blocks
determine
10-382976 (6Cyl.) inspect affected D-2000/D2200 magnetos to
if the distributor pear bearing is loose in green distributor
10-382978 (8Cvl.l
block as follow:

Compliance
NOTE
Part i.
must be inspected within the next tO hours of inspection of the magneto may be performed
Magnetos
while it is on the engine, if accessibility permits.
operating time and evenl 25 hours thereafter until mlgncto
otherwise the magneto should be removed
overhaul. Green distributor block must be replaced with
previously from the engine for the requirid inspection
black block at time of magneto overhaul it not
procedure.
done.

1. Remove ventilator plugs. threaded bushing. and solid


Part 2.
it must b~ plug from both ends of magneto housing.
If bushing is loose in green distributor block

replaced immediately with a black block


oraierviceable
2. Remove Gear Axle Retaining Ring P/N 10´•92815´•37.
green block.
Plain Washer PIN 10´•50753. and Felt Washers P/N 10´•
50752 from both distributor Dear axle positions.
General Information:
oilite
Field reports indicate that occasionally the bronre
3. Fabricate 1 1/4 inch round probe of non´•melallic
bearings may become loose in green distributor bloclr.
six
the bearings may turn and wear material, preferably wood dowel rod, approximately
If this condition occurs
1/8
inches long, formed at the using end Ipproxim~tciY
the block bore enough to cause the distributor gear ~o
inch wide, 1/8 inch thick by 1 inch long to
resemble a
become mistimed and possibly result in complete ignition
screw driver blade.
failure.

page 2 of 4
437
Service Bulletin No´•

UsotrkBkl
ei~4( Commmnt´•
DM´•Ton SERVICE BULLETIN NO. 806
Engin~ring Alpectl peg
U)Y FAA Approvad

Printed April 1878


Papa 2 of 3Pages

4. insert me termed and of the fabricated tool thN the 2. Ramove cam securing screw. breakers, cams. axle

inspection hole at one end of the magneto housing and retaining ring. plain washer, felt washer. dinributor block
between two team of the diltributor pear. Gantly, with retaining screws and green dirtributor block.
moderate fores, soas not to damage the gear teeth. attempt

to push the gear back and fonh sideways while observing 3. Replace preen block, using new black block assembly
the corresponding bron2e bearing in the dinributor block. PIN 10-382698 for 8 cylinder magnetos and PM 10382972
If there is no movement detected between the bearing for 6cylinder n~atw.

and the block, next insert the fabricated tool under the flat
NOTE
surface of the gear on its outside diameter. Exert moderate
toward the If black dinributor block is not available. a
pressure on the and of me tool to litt the gear
serviceable green block be inrcllltd. Part t
dinributor block. Look for movement between the bearing can

and the block. of this Bulletin mun then be complied with at


25 h~ur intervals until I black Mock becomes

5. It no bearing movement is detected by tither of these available.

two checks. repeat thn+ procedures It the pear/bearing


location It the opposite and of the mapneto. 4. Comply with Senice Bulletin No. 600.

5. Complete rc´•u~mbly of magneto in accordance


6. If no looseness is detected re-assemble the magneto
Lg2&1 and with applicable instructions in 02000/0-2200 Series
per instructions lined in Bendix Publications
L-945 InNllltion Operation and Maintenance Innructions Magneto Ovarhaul publication, Bendir Form L945 and
and Overhaul Innrucrions respectively. inrtall magneto on engine as described in Bandix publiu-
tion Form L928 Inrtsllation. Operation and Maintenance

7. Make Engine Log Book entry to danote firn impaction Innru*ionc.

of preen distributor bled; and make additional entry at


6. Alter magneto name plate to indicate changes In
each similar 25 hour inspection thereafter.
the rru~ttoc and ignition systems as lined in table below.

8. If 1 loose dinributor pear bearing is detected proceed


to Part 2 of this Bulletin. 7. Mll;eappropriare Engine Log Book entry.

Pen 2. 8. RciMted green blocks will be exchanged for black


It a bearing is discovered at either and of the di~ri´•
loose blocks through your Authori2ed Bendix Dirlribuior A
butor block during compliance with Pert 1 of this Bulletin Labor rate allowance of 2 1/2 hours will be permlned lor

follows: compliance with Part 2 of this Bulletin.


proceed as

1. Rernove nugnto from engine, it not already ´•ccom-

plished.

Change Synem PIN U Change Magneto PIN


Blockl
From (Green Block) To (Blld Blod(l I From (Grean Block) To (BI´•c~
10385046-110 10-382910´•12 10´•3829~0-18
10385046-114
(0-385046´•115 10385046-(09 n 1038281017 10´•382910´•13

10385046)08 10´•3829~0-53 10´•382910´•13


10385046208
10´•385046´•116 10-382910-53 10-382910´•13
10385046216
10385046´•217 103850461(7 10382910-58 10´•382910´•18

10-385048´•101 10´•38292051 10-382920´•11


10-385048-201
10-385126211 10-385126´•111 10382560´•53 10´•381560´•13

10385148´•101 10382620´•51 10382520-11


(0385148-201
10´•385148-102 10-382520-51 10´•382620´•11
10´•385148202

Page 3 of 4
Service Bulletin No. 437

Electricd

~m3( Component´•
Divhion SERVICE BULLETIN NO. 606
Engineering Aspeas are
Imn*.N´•*rml~ I*)8
FAA Approved

printed April 1978


page3 of 3 pages

8. Approximatelv two hours are rquired ii it is


Parts Required:
necessary to remove the ragneto from the
pan I. None
engine to perform inspaction. hours
part 2. 8lack Distributor Blocks
One10382972 16Cyl.) warranty labor will be allowed for this type

of inspection. The labor allowance will be

One 10382998 (8Cyl.) permitted for the first inspection only.

part 2. Approximately two and one half hours are re´•


Special Tools Required:
quired to remove the magneto, replace the
None
distributor block and reinstall the mqncco on

the engine. Two and one half hours maximum


Man Hours Required:
labor will be allowed for this pro
partl. A. Approximately one hour i, rsquind if inspec- warranty

tion can be performed without removing the cedure.

magneto from the angina. No warranty labor


will be allowed for this type of inspection. Weight Chsne:
None

20851 This numher for Avco LycomFng reference only.

Page 4 of 4
~AVCO LYCOMING DIVISION
WILLIAMSPORT, PENNSYLVANIA 17701

~1 L)

Service Bulletin No. 438A


DATE: November 16, 1979
(Supersedes Service Bulletin No. 438)
Engineering Aspects are
FAA (DER) Approved

605A-Housing Distortion and Coil Retention


SUBJECT: Bendix Service Bulletin No.

MODELS AFFECTED: O-320-H2AD; 0-360-A1AD, -A1LD, -A1F6D, -A1G6D, -A3AD, -A5AD, -EIA6D;
-E1A6D; IO-360-A1B6D, -A3B6D; TO-360-C1A6D, -E1A6D;
LO-360-A1C6D,
LTO-360-E1A6D; HIO-360-E1AD -F1AD; O-540-H1B5D, -H2B5D, -J1ASD,
-J1BSD, -J2A5D, -J2B5D, -J3A5D -J3C5D, -L3C5D; IO-5c0-K1A5D, -K1F5D,
-K1C5D -K1J5D, -T4B5D; TIO-540-F2BD, -JZBD -NZBD, -R2AD, -S1AD;
LTIO-510-F2BD, -J2BD, -N2BD, -R2AD; -D1CD.

Bendix Service Bulletin No. 605A.


TIME OF COMPLIANCE: As required by

attached BendfxService Bulletin No. 605A gives detailed information concerning the in-
The
installation of the coil reten-
spection of the magneto housing for possible distortion and the
tion kit on the BendFx D-2000 and D-2200 series magnetos.

21028 This number for Avco Lycoming reference only.

Memba b~ GAMA

(-,II kiaim
Manufrt~as A´•uK*Lia,
.Elect*ical
SERVICE BULLETIN NO. 605A
Components
Division (Supersedes Service Bulietin No. 605)
Engineering Aspects are
Bldney. New Yorl; 13838
FAA Approved
L

Printed November 1979


Page 1 of 15 Pages

AIRCRAFT

SUBJECT: 1. Inspection of 0-2000/D-2200 Series Magnetos for possible housing


distortion (Ref. Section 2)

2. Use of Coil Retention Kit, Bendix P/N 10-382939 (Ref. Section 3)

3. Use of Bendix Cover Sealing Kit Bendix P/N 10-682007 Ref. Section

4. Method of return for magnetos found to be outside the housing dis-


tortion limits set forth in this Bulletin (Ref. Section 6)

GENERAL INFORMATION this, Section 4 of this Service Bulletin describes the


procedure for installation of a Dome Head, Aluminum
1. Investigation has revealed that tightening of the four Closed-End, Aluminum Mandrel "Pop"’ Rivet or

center magneto cover screws can cause a dimensional equivalent in each of the four open screw holes. Bendix

change in the magneto housing distributor block pilot Cover Sealing Kit P/N 10-682007 is to be used for this
diameter. Should the distributor block be loosened or operation if certain conditions exist as described under
removed and then reinstalled, the possibility then Section 1. Compliance.
exists that misallignment of the rotating magnet
within the magneto housing may result in rotating Incorporation of the latest method for coil securing has
magnet to housing interference. also been found to further reduce the effect on housing
distortion. Installation of Coil Securing Kit, Bendix
It has also been determined that removal of the four P/N 10-382939 is detailed in Section 3 of this Bulletin.
center magneto to harness/cover screws will eliminate
the primary force that causes housing distortion. The following Table of Contents will assist in locating
the one or more Sections found by inspection to be

Removal of the four center attaching screws requires applicable to the magneto or system being checked for
closing of these four holes in the cover. To accomplish Bulletin compliance.

"’POP~’ Rivet is the registered tiademark ot the USM Corporation. Pop Rivet Division. Shelton. CT 06484
SERVICE BULLETIN NO. 605A
(Supersedes Service Bulletin No. 605)
Engineering Aspects are
FAA Approved

Printed November 1979


Page 2 of 15 Pages

TABLE OF CONTENTS

SECTION 1 COMPLIANCE
1.1 Equipment Affected
1.2 Time Compliance
1.3 Compliance Extent
1.4 Category 1
1.5 Category 2
1.6 Category 3
TABLE1

SECTION 2 HOUSING DISTORTION CHECK


2.1 General Instructions
2.2 Method 1
2.3 Method 2
2.4 Method 3
2.5 Testing

SECTION 3 INSTALLATION OF COIL SECURING KIT

SECTION 4 INSTALLATION OF COVER SEALING KIT AND COVER DECALS

SECTION 5 IDENTIFICATION AFTER COMPLIANCE

SECTION 6 PROCEDUR E FOR RETUR N OF D-2000/D-2200 SER IES MAGNETOS FOR FACTO RY R EPAI R

SECTION 7 MAINTENANCE (SPARE) PARTS AFFECTED, WEIGHT CHANGE. TIME RE(1UIRED

SECTION 8 APPENDIX

8.1 Instructions for Gage Plate Fabrication


Electrical SERVICE BULLETIN NO. 605A
Components (Supersedes Service Bulletin No. 605)
C)ivisicn
Engineering Aspects are
Jldney~ New Yor~ 13838 FAA Approved
I

Printed November 1979


Page 3 of 15 Pages

SECTION 1 COMPLIANCE SEAL"’ on the four center screws of the magneto


cover.

1.1 Equipment Affected


1.5.3 By the presence of the letter "K" stamped after the
1.1.1 This Service Bulletin applies to all 0-2000/0-2200 serial number on the magneto nameplate.
Series Magnetos or Ignition Systems.
1.5.4 By the presence of four "Pop" Rivets in place of the
1.2 Time Compliance four center cover screws and the letter "K" after the
Serial Number.
1.2.1 At first opportunity, but in any case no later than
100 operating hours after receipt of this Service 1.5.5 If the conditions described in 1.5.2 and 1.5.3 above
Bulletin. exist, remove the four center screws and install a

"Pop" rivet in each of the four open cover holes as

1.3 Compliance Extent described in Section 4 of this Bulletin. Magneto


Systems as described in 1.5.4 above, comply with
1.3.1 The extent of compliance required shall be deter- Section 4 of this Service Bulletin. Make an engine
mined by first identifying the magneto system to be log book entry indicating compliance with Section
checked as being in one of the following "Categories" 4 of this Service Bulletin.
and then adhering to the applicable requirements as

stated. 1.5.6 However, at the next 100 hour inspection period,


or at the next removal or loosening of the magneto
1.4 Category 1 distributor block, compliance with Sections 2 and 5
must be accomplished and an engine log book entry

1.4.1 These magneto systems can be identified by the then made signifying compliance with this Bulletin
presence of four "Pop"+ rivets in place of the four 605A.
center screws in the magneto/harness cover. The
letter "D" will also be stamped on the bottom line 1.6 Category 3
of the magneto nameplate.
1.6.1 All 0-2000/0-2200 magnetos or systems not cover-

1.4.2 The "system" as described above is in full com- ed in Category 1 or 2 fall in this Category and shall
pliance with this Service Bulletin and previously first be checked for compliance with Section 2,
issued Bendix Service Bulletins 5848, 587, 590A, "Housing Distortion".
600 and 606.
1.6.2 If the magneto exceeds the specified limits of hous-
1.4.3 Make an engine log book entry signifying full com- ing distortion, the magneto must be returned to

pliance with Bendix Service Bulletin 605A. Bendix for repair. Procedure for return is covered
in Section 6 of this Service Bulletin.
1.5 Category 2
1.6.3 If the magneto is within the specified limits, check
1.5.1 These magneto systems can be identified in one of the magneto nameplate for Code letter identification
the three following ways. and Serial Number applicability for compliance
with previously issued D´•2000/D-2200 Series
1.5.2 By the presence of unbroken orange TORQUE Service Bulletins and comply as required. Table 1

´•"Pop" Rivet is the registered trademark of the USM Corporation, Pop RiMt Division. Shelton. CT 06484
"TOROUE SEAL is the registered trademark of Organic Products Inc., Irving. TX 75060. 41
SERVICE BULLETIN NO; 605A
(Supersedes Service Bulletin No. 605)
Engineering Aspects are

FAA Approved

Printed November 1979


Page 4 of 15 Pages

step-by´•step check procedure for this CAUTION


provides a

purpose.
Do not install a magnetolharness cover to a

magneto having the letter D stamped on the

1.6.4 If a Category 3 magneto inspection indicates nameplate without first installing the four POP
compliance with all the aspects of Section 2 and rivets contained in Bendix Cover Sealing Kit,

Table 1. comply with Section 4 and identify the P/N 10-682007.


magneto per Section 5.
Electrical SERVICE BULLETIN NO. 605A
Components (Supersedes Service Bulletin No. 605)
Division Engineering Aspects are
Sldnev. New YorL 13838 FAA Approved

Printed November 1979

Page 5 of 15 Pages

TABLE 1

Magneto is Megneto Palls


Acceptable identified with Acceptable within

Control SerialNo. I Control Code Ltr. I Serial No. R


Step No. Code Ltr. Range I Ves i No j Yes I No I If Bom No If one Ves

1 D Not Applicable I I I I X I Comply with Indicates complete

SE No. 605A compliance with


in its entirety SE No. 605A

Engine log book


entry only req’d.

2 K Red Label 25001 above I I I I I Comply with Comply with


I I I I I se No. 605A SE 605A
or

901001 above I I I 1 I in its entirety Section 4


Blue Label
or

Any magneto regardless of SIN, with


unbroken torque seal on 4 center

cover screws

3 C Red Label 17815 above I I I I Comply with Proceed to Step 4


SE No. 5846
or

Blue Label 806001 above (Covered in SE


No. 605A
Section 3)

q B Red Label outside S/N range I I I I I Comply with Proceed to Step 5

X2455-X2561 1 I I I SE No. 600

and
-outside S/N range 3001-17509
or

Blue Label 806001 above

5 A Red Label I I I Comply with Proceed to Step 6

or I I I I I se No. 590A

R outside SIN range X2455 X2561


and
outside s/N range 5145-11.744
Blue Label 701001 above

Note: Compliance required prior to 100 operating hours and at 1000 hour
6 None AIl
periods thereafter. Refer to SE No. 599

7 S Red Label -11, 744 above I I 1 I I Comply with Proceed to Step 8


SE No. 587
Parts 1&2

8 S Red Label (4 cyl) outside S/N range I I I I I Comply with


8618-9823 1 I I I I sB NO´• 587
Parr 3
or

Red Label (6 cyl) outside SIN range


7544-9823

´•Control Code Letter found stamped on magneto nameplate outside "Chg" Block area indicates compliance with applicable reference Bendix

Service Bulletin.
SERVICE BULLETIN NO..605A
Supersedes Service Bulletin No 605
Engineering Aspects are

FAA Approved

Printed November 1979

Page 6 of 15 Pages

SECTION 2 HOUSING DISTORTION CHECK 2.2 Method 1

Using a locally fabricated gage plate as described

2.1 General Instructions in Section 8, Appendix, attach it to either end of


the magneto housing with two 0.50 or 0.625 inch

instructions to determine if long, fillister head 10-32 screws. The heads of the
2.1.1 This section provides
the distributor block bore of the magneto housing chosen screws must not project beyond the edge
has been distorted beyond specified limits. of the gage plate when they are at the extreme

limits of the holes in the plate. Leave the two

2.1.2 Remove cover from the magneto and magneto screws just loose enough so the gage plate can just
from the engine. slide in the 0.250 inch holes.

CAUTION 2.2.2 Gage plate position as installed is shown in Figure


Do not hold magneto by clamping in a vise or 2-2. Loosen the two distributor block securing
by holding the drive end components, screws just enough to remove the spring lock
washer compression.
2.1.3 Support magneto in a work stand stand and in an
//n~
upright position, distributor block facing the

operator. A suitable work stand can be construct-


ed as shown in Figure 2-1.

~a3

/f3.0

Material 0.750 in. thick wood


Hole in center top surface 3.1250 in. diameter

Dimensions for Constructing Suitable Work Stand Gage Plate in Position on Housing
Figure 2-1 Figure 2-2

following alternative 2.2.3 Steady the magneto housing with one hand at
2.1.4 Using any one of the three
methods, check the distributor block to housing t~: gage plate end.

clearance and center the block as instructed.


Method Using locally fabricated gage plate;
1. CAUTION

Method 2. Using a depth micrometer or Method 3. Pressure applied in either direction should not

Using a dial indicator. exceed 2.50 pounds.

7
Electrical SERVICE BULLETIN NO. 605A
ComponentsDivision (Supersedes Service Bulletin No. 605)
Engineering Aspects are

Sldncv. Ne´•rv Vor~ 13838 FAA Approved

Printed November 1979


Page 7 of 15 Pages

2.2.4 With the other hand, and with finger pressure only, with finger pressure only, first away from the gage

to shift the distributor block endways in plate. Next movethe gage plate toward the block
attempt
the distributor block pilot bore of the housing as as far as it will go. Then move the distributor

shown in Figure 2-3. block endways and straight back to the limit of its
shift. Allow the gage plate to move with the
distributor block. Make sure the gage plate is

contacting both corners of the distributor block


and then tighten the gage plate securing screws.
After tightening the securing screws, recheck to
i make sure the gage plate is still in contact with
i, both ends of the block and that it did not move

when the screws were tightened.

2.2.7 With the gage plate secured, now shift the distribu-

tor block straight away from the gage plate to the


full extent of the shift, again using a maximum of
2.50 pounds to accomplish the block shift.

Y 2.2.8 While holding the bloc~ in mir parition, mearure at


points "A and B" as shown in Figure 2--4 the
extent of the block shift. Using two sets of feeler

gages check the clearance between both of the

block corners and the gage plate at the same time.

Figure 2-5 illustrates this gaging operation.

With
Gage Plate Gage Plate
at End of
Housing
I MAX

0.008
A Magneto 8 MAX
Distributor Block

Using Finger Pressure to Check Distributor Block Shift


Use Feeler Gages at Points A B
Figure 2-3.

2.2.5 If there is no evident shift or block movement, Gage Plate Position and Measuring Points
remove the gage plate and proceed to paragraph
2.2.11. Figure 2~

2.2.9 If than 0.008 inch of feeler gage stock can be


2.2.6 If a shift is present, move the distributor block, more
ORIGINAL
As Received By SERVICE BULLETIN NO: 605A
ATP (Superreder Service Bulletin No. 605)
Engineering Aspects ere
FAA Approved

Printed November 1979


Page 8 of 15 Pager

flexible hard surface card rtock ruch as used for

computer keypunch cards is acceptable.


1
2.2.14 Position the rotating magnet so the ~’K" mark on

the rotor aligns with the internal timing pointer on

the data plate side of the houring. This is the No. 1


neutral porition of the magnet. With the rotating
i i, ii ‘I magnet stabililed in this ~’neutral" position. center

the rotating magnet in the housing using the shim


stock as follows.

2.2.15 insert one piece of the shim stock between each

’n pole piece of the housing and the rooting magnet.


Angle the shim rtock to the exposed ends come
i out between the cover attaching holer in the
Y

magneto housing. Petitioning of the 4 piecer of


the rhim stock i, hown in Figure 2-6.

Feeler Gags Check at Points A and B


Fipi.sZ--. ~4r 1

inserted be::reen the block corners and the gage pc


plate at points "A" and "B" return the magneto to
the factory for correction.

2.2.10 Refer to Section 6 of this Service Bulletin for


procedurs to follow when a magneto has been
examined and found to exceed the limits as

specified in 2.2.8 above.

2.2.11 if the results of the feeler gage check indicates that


the diltributor block shift is within the limits
rpecified in 2.2.9 the magneto housing it suitable
for continued usa.

2.2.12 Before proceeding with reassembly. comply with


the instructions of Section 3 of this Service
Bulletin if applicable.

2.2.13 Prepare) piecer of rhim stock 0.007 inch thick x


1 inch wide x 4.5 inch long. The ihim stock to be Shim in Position Around Rotating Magnet
ured dhould b, nan-mapnatic. Bra.. pll,tic Figure ?-B
or
Y
ORIGINAL
As Received By
ATP

Bsnd~y Electrical
Components
SERVICE BULLETIN NO. 605A
DiYiBion (Superreder Service Bulletin Na. 605)
i
Engineering Arpectr are
s~,., N´•, ~oll 11818
FAA Approved

Printed November 1979


Page B of 15 Pager

2.2.16 Before assembling the dirtributor block-gear 2.2.18 install the distributor block
two securing screws

assembly to the magneto, inspect the block itself. with tlat washers and lock washers. Evenly tighten
Remove the distributor gears and check the block the block securing screwr to the recommended
for cracks in the block pilot skirt and for cracks torque value of 25 30 pound inches.
around the rear bearing inserts. IRefer to 8endix
Service Bulletin 588 for cracks and limits). Also ?.Z.1B Carefully pull, one at a time, the tour shimr from
check for carbon tracking between electrodes and the assembly. Observe the rhimr when removed to
any other characteristic which might cause oper- inrure that each shim war removed intact and no
ational difficultier. Replace any components pan of the rhim stock remained inside the mag´•
found to be defective. neto arrembly. If any piece of shim stock remains

inside the magneto, it will be necessary to repeat


2.2.17 Leave the shims in position as described in 2.2.15 paragraphs 2.2.14. 2.2.15. 2.2.17. 2.2.18 and
and time the distributor gears to the rotating 2.2.18 before proceeding.
magnet pinion gear as described in the D´•2000/
0´•2200 Serier Magneto Overhaul Manual. Bendix 2.2.20 When the distributor block ir secured to the
Publication Form L´•845. Seat the distributor rnagneto housing. the magneto assembly can be
block to the housing making sure none of the four completed and retimed following the innructionr
himr are caught between the distributor block contained in the 0´•2000/0-2200 Series Magneto
and the magneto housing. See Figure 2-7 for rhim Overhaul Manual. Bendix Publication Form L´•945.
positioning after installation of dirtributor block.
2.2.21 Observe all torque valuer specified by the Overhaul
Manual when tightening any and all securing screws.

2.5 Method 2

2.3.1 Checking dirtributor block to housing clearance


and centering using a Depth Micrometer. 5ee
Figure 2-8.

2.3.2 Remove the timing plug from the end of the


magneto houring. This will be the work reference

s´•Q" end.

2.3.3 Loosen the two distributor block securing screws

lust enough to remove the spring lock washer

compression.

2.3.4 Steady the magneto housing with one hand. With


the other hand, and with finger pressure only.

attempt to rhift the distributor block endways in


the distributor block pilot bore of the housing as

rhown in Figure 2-3. Method 1.

1. .......I...
exceed 2.50 pounds.
cnurlohl

Dirtributor Block Secured and Centering Shimr


Ready to be Wit hdrawn 2.3.5 if there is no evident shift or block movement
Figure 2-7. proceed to 2.3.12 of this section.
ORIGINAL
As Received By SERVICE BULLETIN NO, 605A
ATP (Supersedes Service Bulletin No. 605
Engineering Aspects are
FAA Approved

Printed November 1979

Page 10 of 15 Pager

2.3.11 if the ~rult ir more than 0.008 inch, return the

magneto to the factory for correction uring the


procedure outlined in Section 6 of thir Service

Bulletin.

2.3.12 if the result of the depth micrometer check

indicates that the dirtributor block shift is O.W8


inch or len, the magneto housing is suitable for

continued ure.

2.3.13 Before proceeding with rearrembly, comply with

the inrtructionr of Section 3 of this Service

Bulletin if applicable.

2.3.14 if Section 3 compliance is not required, the


distributor block may be centered at thir time.

Uring the depth micrameter. move the distributor

block back to a halfway reading and evenly tighten


the dirtributor block screwr to the recommended

torque of 25 30 pound incher.

2.3.15 When the distributor block is secured to the


be
magneto housing. the magneto arrembly can

completed and retimed following the inrtructionl


Depth Micrometer Poritioned Againrt Houring
contained in the 0-200010-2200 Series Magneto
Figure 2--8
Overhaul Manual, Bendix Publication. Form

if shift is prerent. the dirtributor block L-945.


2.3.6 a move

away from the working end of the housing where


2.3.16 Observe all torque valuer rpecified by the Overhaul
the timing plug war removed.
Manual when tightening any and all securing

2.3.7 Position the bar of the depth micrometer against screws.

the working end, centering the depth rod againrt


the center of the distributor block end surface as 2.4 Method 3

shown in Figure 2-8.


2.4.1 Checking distributor block to housing clearance

the and centering uring a Dial Indicator.


2.3.8 With the depth micrometer bar held againrt
houring ret the micrometer rod so it contacts the
2.4.2 Provide rigid flat mount for a dial indicator and
dirtributor block. Record the reading obtained. a

attach it to the magneto housing in a manner to

dirtributor block back toward the that showing the indicator in use in Figure 2-9.
2.3.9 Move the

working end of the houring and then take another


2.4.3 Follow the rame general procedurer and inrtrue-
reading,
tions dercribed in Method 1, paragraph 2.2.2

2.3.10 Subtract the reading obtained in 2.3.9 from that through 2.2.7 and applicable CAUTION note.

obtained in 2.3.8. The result is the total block


shift. 2.4.4 Cheek the block to houring clearance by observing
@en~y Electrical
Components
SERVICE BULLETIN NO. 605A
(Supersedes Service Bulletin No. 605)
Division
Engineering Aspects are

Sldnev. New YorL 13838 FAA Approved

Printed November 1979

Page 11 of 15 Pages

2.4.9 When the distributor block is secured to the


be
magneto housing, the magneto assembly can
completed and retimed following the instructions

contained in the 0-2000/0-2200 Series Magneto


Manual, Bendix Publication, Form
OverhaulL-945.
2.4.10 Observe all torque values specified by the Overhaul
Manual when tightening any and all securing
screws.

2.5 Testing

2.5.1 If bench and slave harness with capacitors is


a test

available, perform an operational check of the


o magneto before reinstalling it to the engine.

CAUTION
When installing a slave harness to a magneto on

a Test Bench, use the Corner Screw Location

Only. Do not exceed a tightening torque of 30


Housing to 35 pound inches when tightening the cover
Dial Indicator Mounted on

Figure 2-9 attaching screws.

SECTION 3 INSTALLATION OF COIL SECUR-


the total indicator reading (TIR) registered when
the extreme shift limits.
ING KIT
the block is moved to

than 0.008 inch return the magneto 3.1 General Information


2.4.5 If TIR is more

to the factory for correction using the procedure


3.1.1 The coils in the 0´•2000/D-2200 Series Magneto,
outlined in Section 6 of the Service Bulletin.
Serial Nos. 17815 and up are retained with a

clamp, spring, screw and elastic stop nut. Magnetos


2.4.6 If the result of the dial indicator check indicates
not in this serial number range, and not already
that the distributor block shift is 0.008 inch or
field modified, must be modified at this time to
less, the magneto housing is suitable for continued
use.
incorporate the parts in Coil Securing Kit P/N
10-382939.

with reassembly, comply with


2.4.7 Before proceeding
of Section 3 of this Service 3.1.2 This Service Bulletin mandates installation of the
the instructions
Coil Kit P/N 10-382939 regardless of
Securing
Bulletin if applicable.
Magneto Serial Number unless the Kit has already
required, the been installed.
2.4.8 if Section 3 compliance is not

distributor block may be centered at this time by


3.1.3 Looking into the magneto, after removal of the
moving the block to a halfway indicator reading,
distributor block, the presence of four elastic stop
then evenly tighten the distributor block securing
screws to the recommended torque of 25 30 nuts, one at each end of each coil core indicates
that Coil Securing Kit P/N 10-382939 has already
pound inches,
SERVICE BU LLETIN NO. 605A
Iguperseder Service Bulletin No. 605)
Engineering Alpect~ are

FAA Approved

Printed November 1979

Page 12 of 15 Pager

been installed. It the four rtop nuts cannot be

reen, the kit parts must be inrtalled.


CLOSED END
3.1.4 The procedures for installation of Coil Securing

Kit, P/N 10´•382939 are contained in Bendix


r.187 DIAnlUM,NUM
MP,NDREL
SeNice Bulletin No. 5848. Pan 3.

3.1.5 Follow the in~tructionr of Part No. 2 and Part Na.


I
3 of Service Bulletin 5848. whichever is applicable

to the magneto under wort.


DOME HEAD
3.2 Parts Required Per Magneto: MAX.
One 10382939 Coil Securing Kit.

The 10-382939 Coil Securing Kit may be obtained


$2.1
from Authori2ed Bendix Electrical Components Figure 4-1
Dome Head Clored´•End "Pop~’River
Divirion Dirtributars and their Authoriled Outletr.
(Reference: Distributors Directory, Bendix Publi-
4.1.4 The location far the installation of the four
cation L-606.)
specified rivets is rhown in Figure 4-2.

3.2.2 The kit will be charge for there


supplied at no
1000
magnetos still under the Bendix Warranty of
hours or one year, whichever occurs firrt.

3.2.3 For there magnetos outside the rtated warranty


a charge will be made for the
10´•382939
period
Coil Securing Kit.

SECTION 4 INSTAL LATION OF COVER


SEALING KIT AND COVER
DECALS:

4.1 Detailed instructions. Rivet inrtallation

4.1.1 Before attaching the magneto cover to the mag´•

neto accomplish the following:

4.1.2 install and seat in each of the four center cover Figure 4-2
Location of tour rivets
holer a Dome Head, Aluminum "Pop"’ rivet,
Bendix P/N 10-682005 or USM "Pop~’ rivet (USM
illustrated in 4.1.5 Due to the depth of the alcove in which the rivet
P/N AD-64AH or equivalentl ar

murt be seated it may be necessary to make a


Figure 4-1.
short steel adapter sleeve to be placed over the

rivet mandrel next to the rivet head. The steel


4.1.3 Cover Sealing Kit 10´•682007 conrirts of 5 each,
Dome Head, Aluminum "Pop" Rivets. 10682005 adapter rleeve (Figure 4-3) should have a center

hole of 0.125 11/8 in.) diameter and a 0.3125


and Bendix publication, Form L´•1163. The 51h
(5/16 in.) O.D. and length to suit riveting tool
rivet is included era rpare.
I i
´•..Pop.´• Rivet is rqi´•1´•rad tnd´•m´•rl of the USM Como.´•fi.n. Pop Rlvlt Divili.n. Sh´•llon. CT 06~84
Electrical SERVICE BULLETIN NO, 605A
Components (Supersedes Service Bulletin No. 605)
Division Engineering Aspects are

New York 13838


FAA Approved
Sldney.

Printed November 1979


Page 13 of 15 Pages

Non-Pressurized Magneto (Painted Black)


30-35 Pounds Inches

LENGTH TO SUIT
TOOL BEING USED Pressurized Magnetos (Painted Gray)
40-45 Pounds Inches

t--.125
.312
0. D.

1. D. MAGNETO
COVER
OUTER SURF PULLING
HEAD
Adapter Sleeve
Figure 4-3

being used. The adapter will move the pulling head


of the riveting tool to a position where seating of
ALUMINUM
the rivet and separation of the aluminum mandrel
MANDREL
can be accomplished. To guard against loss
of the
ADAPTER
adapter, it is suggested that it be securely taped SLEEVE
to riveting tool during seating installation of
the
the four rivets. Use "Pop", Riveting Tool PRP´•
26A, PRG 402 HD or PRG 111 or equivalent for
seating the rivet.
RIVET

4.1.6 When seated, the underside of the rivet head


should be flush with the outside of the magneto
surface Cross Sectional View of "Pop" Rivet
cover
Installed in Magneto Cover (4 places)
4.1.7 It ispermissible for the mandrel portion to extend Figure 4--4
slightly above the rivet head after installation.
4.2 Detailed Instructions, Decal Installation
Breakage of the mandrel below the rivet head
surface or complete separation of the mandrel
from the rivet is also acceptable. 4.2.1 After compliance with this Service Bulletin affix a
Decal as specified below to the Left magneto
end

section the fully of the magneto cover. Decal P/N 10-382993 must
4.1.8 Figure 4-4 illustrates in cross
be used only Black painted covers and Decal
position of the "Pop" rivet as well as
on
seated
the position of the adapter and tool pulling head P/N 10-282995 only on Gray painted covers as

indicated by the information printed on the


just before mandrel separation from the rivet
illustrated decals in Figure 4-5.
proper.

Assemble the cover to the magneto using only the 4.3 Parts Required per Harness Cover:
4.1.9
four outer corner screws. Use a torque wrench and
criss-cross pattern to squarely draw the cover 4.3.1 Cover Sealing Kit, Bendix P/N 10~682007, Cover
a
Decal 10382993 (Non-Pressurized Magneto) or
down to the magneto housing. Evenly tighten the
screws to the following torque values: 10´•382995 (for pressurized magneto).

CT 06484.
I~
´•"Pop" Rivet is a regiltered trademark of the USM Corporation, Pop Rivet Division, Shalton,
SERVICE BULLETIN NO. 605A
(Supersedes Service Burletin No. 605)
Engineeting Aspects are
FAA Approved

Flinted November 1979


Page 14 of 15 Pages

6.1.2 Protective packaging should be used since replace-

ment bf components damaged during shipment

TIGHTEN COVER SCREW5 TIGHTENCOVER SCREWS 1 will not be covered by warranty repair.
EVENLY TO 30-35 LB. IN. EVENLY TO )D~5 LB.-IN.

CAUTION transportation,
fastest
CAUTION 6.1.3 Shipment should be by
DO NOT addressed and
DO NOT
prepaid and the package clearly
DVERT)GHTEN OVERT,GHTErJ
identified as follows to assure rapid handling when
INSTALL ON BLACK INSTALL ON GRAY
COVERSONLY received.
cOVERSONLY

10-382993 Oecal 10-382995 Decal SHIP TO: THE BENDIX CORPORATION


E L E CTR I CA L COM PON E NTS
Figure 4-5
DrVISrON

4.3.2 Cover Sealing Kit 10-682007, and decals may be SIDNEY, NEW YORK 13838

procured on request to an Authorized Bendix

Electrical Components Division Distributor. ATT: Product Support Manager


0-2000 Magneto, Service Bulletin

IDENTIFICATION AFTER 605A


SECTION 5
COMPLIANCE
6.2 Warranty Repair

5.1 If the magneto or system has been examined and


found to be in complete compliance with TABLE 6.2.1 0-2000/0-2200 Series Magnetos with 1000 hours

1 and Section 2 (Housing Distortion Check) and is or less of accumulated operating time and having
compliance with Sec-
has been altered to be in been in service one year or less, will be repaired
or

tion 3(Coil Securing Kit inclusion) the letter "D": under full warranty coverage.

should be permanently stamped approximately


central on the bottom line of the magneto name- 6.3 Non Warrantable Repair

plate.
6.3.1 0-2000/0-2200 Series Magnetos with over 1000

When the letter "I)" is the nameplate, Section hours of accumulated operating time or having
5.2 on

been in service for more than one calendar year


4 (Cover Sealing Kit Installation) must be accom-
install- will be repaired and returned on a charge basis.
plished prior to the magneto/harness cover

ation, if not already done. For repair of those magnetos in this category a
Blanket Charge of $75.00 will be in effect for one
calendar after the issuance date of this
SECTION 6 PROCEDURE FOR RETURN OF year

D-2000/0-2200 SERIES MAG- Service Bulletin.

NETOS FOR FACTORY REPAIR


6.3.2 When returning 0-2000/0-2200 Series Magneto
AND COMPENSATION POLICY a

which is out of warranty, it must be accompanied


by a statement on your company letterhead
6.1 Return
providing the following information.
6.1.1 When it is found that a magneto does not comply
herein established by Section 2 a. Magneto Part Number and Serial No.
with the guidelines
b. Time since magneto placed in Service.
the complete magneto with the two capacitors
from the harness cover should be returned directly c. Make, Model and Year of Aircraft from which
removed.
to repair. DO NOT RETURN THE
the factory for magneto war

IGNITION HARNESS. (Ref: Section 5, paragraph d. Engine make and Model datd.

5.2.) e. Aircraft Registry No. (Tail No.).


Electrical SERVICE BULLETIN NO. 605A

B"i~Y Components
Division
(Supersedes Service Bulletin
Engineering Aspects are
No. 605)

FAA Approved
Sldnev. New Yorl, 13838

Printed November 1979


Page 15 of 15 Pages

f. Repair Purchase Order No. from an Authorized SECTION 8 APPENDIX


Bendix Electrical Components Distributor or
their Authorized Branch which will be used for 8.1 Locally Fabricated Gage Plate (ref: Section 2,
billing the repair charge back to the sender. paragraph 2.2.1).

6.3.3 In those cases where the foregoing procedure is 8.1.1 INSTRUCTIONS FOR GAGE PLATE
not followed, Billing for the repair charge will be FABRICATION
made through the Authorized Bendix Electrical
Components Distributor serving the area from 8.1.2 From 0.1250 inch aluminum, brass or steel,locally
which the magneto was originally returned, fabricate gage plate as follows:

6.4 Compensation 8.1.3 Cut the full size paper template from this page and
cement it to the selected material.

6.4.1 Compensation for the work involved in complying


with this Service Bulletin for those mangetos under 81.4 Cut the material to the form of the paper template.

warranty will be made upon the submisssion of a

Warranty Claim submitted through a currently 8.1.5 Drill the metallic gage plate in the positions shown
Authorized Bendix Electrical Components Divi- on the template using a 0.250 inch drill.

sion Distributor Compensation will be made in


accordance with established Bendix Warranty 8.1.6 Lightly deburr all edges of the finished gage plate.

procedures.
8.1.7 For those desiring to fabricate a more precise gage

6.4.2 Authorized Distributors are listed in Bendix plate, a dimensioned sketch is shown in Figure 8-1.

Publication, Form L-606 contained in the Bendix


Electrical Components Aircraft Master Manual. 2.688
1
Form L-606 may be obtained at no charge by 1.344
r0.2~0 DIA
’2 PLACES
request to the Bendix Corporation, Electrical

FI.oo"~ I-; +1
2.000 ~f
Components Div., Sidney, N.Y. 13838. 1
r0.187
SECTION 7 MAINTENANCE (Spare) PARTS
AFFECTED, WEIGHT CHANGE,
TIME REOUIRED.
1.000

7.1 Maintenance (Spare) Parts Affected:

7.1.1 Screw P/N 10-382933


Wedge P/N 10-382930
i- 3.500
1
(Replaced by Coil Securing Kit P/N 10-382939)
Reference Section 3. Dimensions for Template
Figure 8-1
7.1.2 Cover Screws P/N 10382871, 10382881, Washer 0.250 IN. DIA
10´•55501, Lockwasher 10-9287943 (Usage 4
2 PLACES
instead of 8 each per ~nagneto Coverj Reference
Section 4.
OI IO
7.2 Weight Change:
Negligible

Man ~lours I
7.3
2:deriuqeR
1/2 hours maximum Full Size Template Cut Out
biS13?iT;~ Lycoming MAN R\I’
Engine Division/
Subsidiary
652 Oliver
Stre Rciprocating
oi’ Textron Inc.
SER~ICE
Williamsport,PA 17701 U.S.A.

DATE: August 18, 1993 Service Bulletin No. 439A


(Supersedes Service Bulletin No. 439)
Engineering Aspects are
FAA Approved

SUBJECT: Inspection of Connecting Rods for Fretting and/or Galling and Repair of
Fretting.

MODELS AFFECTED: All Textron Lycoming aircraft engines.

TIME OF COMPLIANCE: During inspection and regrinding of connection rods at overhaul.

The following procedure pertains to inspecting and insert shown in Figure 2 represents a typical case of
grinding the crankpin bearing b0re of all connecting rods galling; while the connecting rod bearing bore shown
listed in the charts of this publication, .010 inch over is an example of severe galling and indicative of immi-
size; for the use of oversize bearings. Conclusive results nent failure of the connecting rod.
in the held have dictated that all connecting rods may
be reworked providing there is no fretting on the rod The seriousness of galling is illustrated in Figure 3.

and cap faces and/or galling in the critical areas. In ad- This picture was made from an unretouched photo-
dition to the usual dimensional inspection procedures micrograph of an unetched section of metal removed

performed on connecting rods during overhaul, it is from a cracked connecting rod. The gall mark that caus-

necessary to make a very thorough visual check for


ed the crack can be seen on the magnified view of the
fretting and galling. bearing surface.

between the connecting rod parting Inspection for galling must be accomplished on all
Fretting occurs

face and cap face due to motion between the mating connecting rods during overhaul. The rods and bear-
surfaces. See Figure 1. If this condition exists, the con- ing inserts must be thoroughly clean and examination
necting rod must be scrapped. During manufacturing, carried out with the aid of a 6 power magnifying glass
the contact faces of the rod and cap are ground very (minimum) or bench microscope. Do not mistake stains
or discoloration for galling; surface blemishes are easily
precisely. Fretting on this surface can induce bending
in the bolt which could result in failure of the bolt and/or removed with a fine abrasive cloth, chemical cleaner
the connecting rod. or steel wool while galling cannot be removed. Galling
is distortion in the metal and is comparable to corro-
a

Galling, as shown inby a move-


Figure 2, is caused sion in the manner in which it weakens the metallic
ment between the surfaces of the bearing insert and structure of the connecting rod. When magnified, gall
the connecting rod during periods of high loading such marks will have a surface appearance similar to the

as is produced during overspeed or excessive


manifold magnified view in Figure 3. However, the spots vary
in size and some have been found as small as
pressure operation. The visual evidence produced by shape
galling appears as if particles of metal from one con- pin heads; while in shape, they vary from circular or

tacting surface had welded to the other. The bearing oval to thin, rodlike marks.

i~ c~n,nnla
Manuiacturers Hssociation Page 1 of 6
Service Bulletin No. 439A
ORIGINAL
As Received BY FRETTING IN THIS AREA
IS
ATP RE~SON:OR RE~ECTION

Figure i. Connecting Rod and Cap Showing Damage by Fretting

It has been found that the location of galhng determines i-beam of the rod. Do not scrap a rod because of galling that
if the rod is or is not BLely to fail. Calling mar~s m the bear- is confined to this area: but also do not reuse a rod having
ing bore are critical except for the area directly under the gall mar~s in the critical area as shown in Figure 4.

CONNECTING ROD SEARING BORE


SHOWING SEVERE GALLING

CONNECTING ROD SEARING INSERT


1
SHOWING MODERATE GALLING

Figure 2. Bearing insert and Connecting Rod Showing Damage by Galling

Page 2 of 6
ORIGINAL
As Received By
ATP
Service Bulletin No. 439A

G*ILED CONNECTING ROD

SECTION 01 ROD REMOVED


FOR RHOTOMICROGRPiRHY

PHOTOMICROGR~PH OF G*ILED SECTION

Figure 3. Photo-Micrograph of Gall Mark on Connecting Rod Surface

CR(TICI\I ARE~ IDARKENEDI ROOS WITH G~LLING IN THIS I\RE~


*RE NOT ACCEPTP~BLE FOR REWORK

GI\LLING IN THIS *RE* PROVIDED IT C~N BE


REMOVEO BY GRINOING NOT EXCEEDING 010 INCH

IF I\NY EVIDENCE Or FRETTING IS I\PP~RENT ON THE MI\TING


SURMCES OF THE ROD nND CI\P IT IS NOT *CCEPT~BLE FOR REWORK.

Figure 4. Diagram of Connecting Rod Showing Area of Critical Galling

i. Cheek connecting rod by magnetic particle necting rods obsolete and limited the repair of
method to determine if rod is suitable far reuse. others. Do not reuse or pe~farm the procedure

(See latest edition of S.I. 1285.) If magnetic par- herein described an any connecting rod unless
ticle check indicates rad is cracked, do not reuse. speci~cally permitted in the chart found at the
If rod bore is wom or galling is evident as shown rear of this publication.
in Figure 4; and upon inspection it is found to
be rewarltable, it may be reworked by grinding Assemble the rod and cap using arbor
I
a.

the crankpm bore of the rod .010inch oversize. ST-236 ST-237 and applicable slave bolts
or

Product improvements have made certain can- (see Figure 5). The rod is placed over the

Page 3 of 6
Service Bulletin No. 439A

arbor with the flats perpendicular to the CRANKPIN BORE AND ACCELERATE
axis; lubricate the slave bolts and tighten STONE WEAR.
each bolt to its correct torque length. ~See
latest edition of Service Table of Limits.) A d. Dimensional inspections are made with dial
Slave bolt is made by grinding sufficient bore gage, and measurements are taken at
material from the side of the bolt to provide a minimum of two positions 90 degrees apart

clearance in the bearing area (see Figure 5). in that particular plane being measured.

b. Remove the arbor from the rod and stone e. To insure proper bore size crankpin bore
both sides of rod to remove any buns. Then must not be out-of-round more than .0005
secure the rod on a suitable face plate of an inch. Thrust faces on large end must be
internal grinding machine with the crankpin square with crankpin bore within .002 total
bore in the center of the face plate. indicator reading.

NOTE f. ’Ekrist between piston pin bore and crankpin


bore must not exceed .007 in 10 inches.
Be careful not to distort bore of rod while
securing rod to face plate.
g. Piston pin bore and crankpin bore must be
c. Proceed to grind the inside diameter of parallel with each other within .005 in 10
inches.
crankpin bore .010 inch o/s as indicated in
Figure 6. Surface finish of the ground bore
2. If it is not necessary to grind the connecting rod
must be 80 micro-inches maximum. A grin-
bearing bore, assemble the rod and cap using
ding wheel, 2 x 1-1/8 x 518, Baystate
arbor ST-236 ST-237. The rod is placed over the
A60K5V72K or equivalent is satisfactory for
arbor with the hats perpendicular to the axis;
this purpose.
lubricate the bolts and tighten each to its cor-

rect torque or stretch length; then remove the


CAUTION
arbor from the rod. See latest edition of Ser-
THE CORRECT SPINDLE SPEED FOR vice Table of Limits.
GRINDING THE CRANKPIN BORE IS
12, 250 RPM WITH CONNECTING ROD 3. Check bearing bore diameter as described in
ROTATING AT 100 RPM. EXCESSIVE paragraph l-d, e, f and g. Diameter should be
SPEED COULD CAUSE OVERSIZE within limits shown for bore. See Figure 6.

DRESS GRINDING WHEEL TO APPROXIMATE


2" RADIUS, AND GRIND 80LT AT THIS
LOCATION TO 5/64 INCH DEPTH. NOTE
0’ I LOCATION OF GROUND AREA IN f~ELATION
d/ 1 ro CHAMFER ON BOLT HEAD.

.680
.690

64

Figure 5. Method of Modifying Connecting Rad Bolt to Serve As Slave Bolt


For Use With LW-10646 Rods Only

Page 4 of 6
Service Bulletin No. 439A

NOTE PEEN PART NUMBERS, OR ANY


OTHER IDENTIFICATION ON THE
Again check rod by magnetic particle CONNECTING ROD.
method.
5. Rods that have been reground .010 o/s must be
4, Identify rods that have been ground .010 inch weighed and the correct weight identification let-
oversize by electrochemical or acid etching the ter code added to the part number on the rod.
suffix P10 on the part number. See Figure 6. See the following charts for correct code letter.
Depth of the etch should not exceed .0005 inch. Rods should be selected for replacement by
weight as described in the overhaul manual;
CAUTION however, rods in ’’s’’ weight group may be us-
ed for individual rod replacement in arry group
DO NOT METAL STAMP OR VIBRO- with the same part number.

CONNECTING ROD PERMISSIBLE REPAIR


PART NUMBERS DESCRIPTION AND REPLACEMENT
75059 Phosphate coated rod. Do not repair. Do not reuse. Replace with
LW-10646 rods.
75548 Phosphate coated rod. Do not repair. Do not reuse. Replace with
77450 rods.
77450 Tongue and grooved rod, Grind oversize and identify as T7450-P10.
not phosphate coated. Mandatory replacement for 75548.
LW-10776 Tongue and grooved rod, Grind oversize and identify as 77450-P10.
phosphate coated.
LW-10646 Tongue and grooved rod, Grind oversize and identify as LW-10~46-P10.
not phosphate coated, large
bore.
LW-19332 Tongue and grooved rod, Grind oversize and identify as LW-19332-P10.
not phosphate coated, large
bore.

On all other connecting rods listed in the chart below and reworkable identify rework in accordance
with paragraph 4.

LENGTH BETWEEN CONNECTING ROD BEARING CENTERS


ARE SHOWN IN THE FOLLOWING CHART.
DIA. A

-t -------ttt Itt--

PART NUMBER, SIZE AND WEIGHT


IDENTIFICATION TO BE ETCHED ON
THIS SURFACE. SEE PAR. 4 AND 5.

Figure 6. Diagram of Conneding Rod Bushing Bore Diameter

Page 5 of 6
Service Bulletin No. 4391\

CONNECTING ROD WEIGHT CODES AND WEIGHT

Connecting Rod Bore Diameter Bore Diameter Weight


PIN "A" Standard "A" .010" o/s Code 010" o/s Length

LW-U457, 2.2870 2.2470 A 2.121-2.160 6.7485


LW-U750, 2.2875 2.2975 *S 2.161-2.180 6.7515
LW-13937 E 2.181-2.220

77450 2.2870 2.2970 A 2 .360-2 .380 6.7485


LW-13422 2.2875 2.2975 *S 2 .381-2 .390 6.7515
E 2.391-2.410

78030 2.2870 2.2970 A 1.890-1.970 6.4985


2.2875 2.2975 *S 1.971-2 .010 6.5015
E 2.011-2.090

78029 2 .2870 2 .2970 None 2 .015-2 .045 6.4985


2.2875 2.2975 6.5015

78028 2 .2870 2.2970 None 1.965-1.995 6.4985


2.2875 2.2975 6.5015

LW-10646 2 .4205 2 .4305 A 2.220-2 .240 6.7485


LW-19332 2 .4210 2 .4310 *S 2 .241-2 .250 6.7515
E 2.251-2.270

LW-13865 2.2870 2.2970 A 1.924-1.975 6.7485


2.2875 2.2975 *S 1.976-2 .001 6.7515
E 2.002-2.053

LW-15288 2.2870 2.2970 A 1.936-1.987 6.7485


2.2875 2.2975 *S 1.988-2 .013 6.7515
E 2.014-2.065

Rods in "s" (Service) group may be used individually.


Acid etched in accordance with AS478-6A or 7A1. Code letter after P/N on rod with figures .25 high.
I -1Pound 454 Grams

SPECIAL SERVICE TOOLS

Tool No. Tool Description

ST-236 Connecting Rod Assembly Use with large bearing bore rods.

ST-237 Connecting Rod Assembly Use with small bearing bore rods.

22306, 23988, 24264, 24264A, 24264B These numbers for Textron Lycoming reference only.

Page 6 of 6
~AVCO LYCOMING DIVISION
WILLIAMSPORT, PENNSYLVANIA 17701

I~o00oilBo
1L)
1979 Service Bulletin No. 442
DATE: September 28,
Engineering Aspects are
FAA (DER) Approved

Bendix Service Bulletin No. RS-68


SUBJECT:
equipped
if with Bendix fuel
MODELS AFFE~TED: Engine serial numbers as listed but only In subject
deSh numbers as listed
injector model, part numbers wd
bulletin.

ENGINE MODELS ENGINE SERIAL NLIMBERS

IO-320-B,-C,-D,-E,-F Series Up to and including L-5741-55A.

AIO-320-B,-C Series Up to and including L-108-65A.

AEIO-320-E SerLes to wd including L-5736-55A except for L-


30-55A, L-5732-55A and L-5733-55A.

LIO-320-B1A Up to and including L-317-66A.

IO-360-A1A Up to ~nd including L-21019-51A.

IO-360-AiB Up to and including L-21078-51A.

IO-360-AiB, -A1B6 Up to and including L-21063-51A.

IO-360-A1B6D Up to and including L-21148-51A.

IO-360-A1D Up to and including L-21277-51A.

Up to and including L-21278-51A except for L-


IO-360-AiD6,-A2B, -B1B r -B1E,-B1F,-B2F,
-B2F6 -C1B -C1CD,-C1E6, -C1E6D,-D1A; 20807-51A thru L-20812-51A L-20815-51A, t-
HIO-3bO-B1A, -C1A, -C1B,-D1A, -E 2A; AEIO- 20816-516, L-20818-51A, L-i0819-51A,
L-20820-

360-A1A, -B2F, -B4A 51A, L-20824-51A, L-21018-51A, L-21084-51A.

IO-360-A3B6D Up to and including L-21129-51A except for L-


21064-51A thru L-21068-51A, L-21107-51A, L-
21108-51A, L-21109-51A, L-21120-51A thru L-
21125-51A, L-21128-51A.

IO-360-BiD Up to and including L-19452-51A.

IO-360-C1C Up to and including L-21038-51A.

Up to and including L-21175-51A except for L-


10-360-0106
2i169-51A and L-21173-51A.

AIO-360-A1A, -A1B Up to and including L-252-63A.

HIO-360-A1A Up to and including L-20858-51A.

HIO-360-E1AD Up to and including L-21139-51A.

IVO-360 Up to and including L-236-58.

Up to and including L-11O9-67A except for L-1108-


LIO-360-C1E6, -C1E6D; LHIO-360-C1A
67A.

TIO-360-AiB Up to and including L-146-64A.

Page 1 of 8

Member of GAMA

Cenerd Pwiation
Purociatioo
Service Bulletin No. 142

ENGINE SERIAL NLTMBERS


ENGINE MODELS

for L-
AEIO-360-A1D, -A1E, -B1F, -B1G6, -H1A Up to and including L-21285-51A except
21102-51A, L-21105-51A, L-21110-51A, L-21111-51A,
L-21112151A, L-21116-51A.

IGO-480 Up to and including L-108-56.

Up to and including L-19823-48A except for L-


I0-540-C4B5
19765-48A and L-19788-48A.

Up to and including L-19894-48A except for L-


10-540 -C4B5 D, -C4C 5,-D1A5,-D4A5,-G 1B5,
-G1C5,-G1D5 -J4A5 -K1C5,-K1D5 -K1F5, 19455-48A, L-19519-48A, L-19520-48A and L-19521-
-K1F5D, -K1GS -K1J~D,-M1A5,-N1A5,-N1A5D, 48A.
-R1AS,-R1A5D, -T4A5D; HIO-540-A1A
IO-540-K1A5 Up to and including L-19783-48A.

IO-540-K1B5 Up to and including L-19687-48A.

IO-540-K1G5D, -K1H5, -U1A5D Up to and including L-19827-48A.

and including L-19840-48A except for L-


IO-540-K1J5 Up to
19714-48A, L-19766-48A, L-19838-48A and L-
19839-48A.

UD to and including L-19800-48A except for L-


IO-540-S1A5
lq754-48A and L-19762-48A.

AEIO-540-D4B5 Up to and including L-19868-48A except for L-


19657-48A.

IGO-540-A1C Up to and including L-340-49.

IVO-540-A1A Up to and including L-151-60.

TIO-540-A1A Up to and including L-6707-61.

TIO-540-A2B Up to and including L-6513-61.

Up to and including L-6698-61 except for L-


TIO-540-A2C
6’602-61.

including L-6656-61A except for L-


TIO-540-C1A Up to and
6b44-61A.

-H1A Up to and including L-6720-61A.


TIO-540-E1A, -G1A,
-S1AD Up to and including L-6691-61A except for L-
TIO-540-F2BD, -J2BD, -N2BD, -R2AD,
6b13-61A, L-6628-61A, L-6631-61A, L-6642-61A,
L-6643-61A, L-6646-61A, L-6647-61A, L-6649e61A,
L-6658-61A, L-6659-61A, L-6661-61A, L-6664e61A,
L-6669-61A, L-6670-61A, L-6671-61A, L-6675c61A,
L-6686-61A.

Up to and including L-1890-68A except for L-


LTIO-540-F2BD, -J2BD, -H2BD
1875-68A, L-1876-68A, L-1877-68A.

Up to and including L-1615-59.


TIO-541-A1AI -E1A4, -E1B4, -E1C4

TIGO-541-E1A Up to and including L-752-62.

-D1CD Up to and including L-l201-54A.


IO-720-A1A, -B1B, -B1BD, -C1B,

lO-720-A1B Up to and including L-1129-54A.

Page 2 of 8
Service Bulletin No. 442

TIME OF OOMPLIANCE: As required by BendFx Service Bulletin No. RS-68.

Bendix Service Bulletin No. RS-68 is reprinted herein in its entirety. Compliance to Bendix
Service Bulletin RS-68 can be verlfiea either by the notation of completion in the engine
No.
of the
log book or the fuel injector has been reidentified as described in paragraph Z-L
reprint of Bendix Service Bulletin.

Energy Controie
Division

South Bend. Indiana 46620. U.S.A

Service Bulletin
Fuel Systems Bulletin No:
ilS-68

8/20/79
Date:
Revised:

STEH. NUT ON RSA-5/RSA-IO


Subiect: INTEGRITY INSPECTION OF ZHE RPGULATDR
FUEL LNJECTION IINITS

1. PLANNING INFORNATION:

all injectors
NOTE: Compliance with this Bulletin must be accomplished on
identified by listed parts lists if the letter "N" does not appear on
the plug.

A. EFFECTIVITY:

Model No. Parts List No.

RSA-SAB1 2524199-9, 2524216-8


2524254-7, 2524262-6
2524378-7, 2524712-3,-5.-6

RSA-SAD1 2524054-7,-8 2524147-9,-10


2524171-7,-8 2524189-7,-8
2524213-7,-8 2524242-6,-7
2524243-7,-8 2524291-7,-8
2524297-6,-7 2524307-6,-7
2524328-6,-7 2524341-6,-7
2524348-7,-8 2524359-6,-7
2524450-5,-6 2524459-5,-6
2524475-4,-5 2524550-4,-5
2524575-4,-5 2524590-4,-5
2524592-4,-5 2524623-4,-5
2524634-4,-5 2524640-4,-5
2524673-4,-5 2524682-4,-5
2524723-4,-5 2524762-4,-5
2524752-3,-4

RSA-1OAD1 25240 30-7 ,-8 ,-7


2524 152-6
2524163-10,-11 2524175-6,-7
2524255-6,-7 2524256-8,-9
2524311-6,-7 2524757-3,-4

RSA-1ODBI 2524267-6,-7 2524275-11,-12


2524276-7,-8 2524593-4,-5
2524649-6,-7

RSA-1ODB2 2524501-5.-6 2524708-4,-5

Page 3 of 8
Service Bulletin No. 442

1. PLANNING INFORMATION: (Continued)

RSA-IOEDL 2524273-8,-9 2524298-8,-9


2524366-6,-7 2524420-7,-8
2524422-5,-6 2524477-7,-8
2524491-5,-6 2524492-4,-5
2524500-5,-6 2524556-5,-6
2524582-4,-5 2524601-4,-5
2524693-4,-5,-6,-7 2324709-3,-4
2524733-3.-4

RSA-1OEDZ 2524791-1,-2,-3

B. REASON:

has
There have been in the field where the lock not on the stem
instances
cutoff of the fuel supply to the aircraft engine.
become loose and caused
The purpose of this Service Bullerin is to perform
an inspection to assure
additional locking
that the lock nut is properly engaged and to provide
means by crimping.

C. DESCRIPTION:

that least and one-half full


1. Inspect regulator stem end to verify at one

threads extend beyond the lock nut.

extending beyond the lock nut.


2. Crimp the threads of the regulator stem

D. COMPLIANCE:

Cutoff of fuel to the engine is a safety of flight


i. Operating Activities time.
condition. We therefore urge compliance at the earliest possible

2. Overhaul Activities: Comply immediately.

E. APPROVAL:

F. MAh’POWER:

a. On engine 1.0 hour.

b. Off engine 2.5 hours.

c. Overhaul Facilities 2.0 hours.

G. MATERIALS:

N/A

H. TOOLING:

local manufacture).
Crimping tool P/S 2550979 (See Figure 2 for
wrench P/N 2550816 (See Figure 1 for local manufacture).
Adjusting

I. WEIGHT AND BALANCZ:

h’/A

J. REFERENCES:

Figure i, Adjusting wrench.


Figure 2, Crimping tool.
location.
Figure 3, Regulator valve stem
Figure Regulator valve stem thread location.

K. PUBLICATIONS

Overhaul manuals for the following injectors:

1. RSA-5AB1 Form No. 15-619

Page 4 of 8
Service Bulletin No. 442

I. eLANNING I~FORYATION: (Conttnued)

2. RSA-5hD1 Form No. 15-381

3. RSA-1OADI Form No. 15-433

4. RSA-1ODB1 Form No. 15-h71C

5. RSA-10D82 Form Ho. 15-542

6. RSI-IOEDL Form No. 15-4580

2. ACCOWLIS~IENT INSTRUCT~ONS:

Check the location of the fuel injector on the aircraft for accessibility.

a. If the Injector is accessible, perform Steps 1 through 6 below;

is accessFble, remove the injector to a well


b. If the injector not

lighted work bench and perform Steps I through 7 below;

c. The nodel RSA-5AB1 with ~ucomatic ~llxcure Control (ANC) attached


must be removed from the
engine. Disassemble the ~MC from the

injector using the following sequence:

from the securing the ANC to the


(L) Remove safety wire two screws

regulator body.

(2) Loosen and remove the screws.

(3) Remove ~iC assembly and retain for reassembly.

(4) Perform Steps 1 through 7 below;

Step 1 Locate the brass plug (1 in. hex) on the injector regulator cover,

Figure 3 (1).

Step 2 Remove lockwire and seal from brass plug.

Step 3 Remove brass plug and gasket, Figure 3 (1), (2).

the end of the


Step 4 Using a 5X magnifying glass and necessary light inspect
regulator seem to verify that not less than one and one-half
full

threads extend beyond the lock nut.

a. If lees than one and one-half full threads are shoving, injector
must be sent to an overhaul facility for recalibration and
compliance with this Service Bulletin.

CAlfilON

If lock nut "bottoms our" prior to obtaining three


full threads per following step b., injector is to
be sent to an overhaul facility for recalibration
and compliance with this Service Bulletin.

b. If one and one-half threads or more are showing, adjust lock


full
out clockwise to obtain full threads.
three Crimp end of stem, and
inspect crimp per Figure 3. Mjust lock nut counter clockwise to
its original position.

c. If three full threads or more are showing, crimp only, and inspect
crimp per Figure 3.

and brass plug in the infecter. Torque plug to 40-50


Step 5 Ieinstall gasket
pound-inches.

Step 6 Safety wire the plug to the injector and seal.

Page 5 of 8
Service Bulletin No. 442

2. INSTI(UCTIONS: (C4ncinued)

HPIJDLE
DRILL 0.067 HOLE 1/2" DEEP MPX31INE O D
4/8’ OIA. PWSTIC STOCK
FOR STEM CLEARANCE
.180

Figure 2550816 ~djust:ng Girench MATERIAL:


8-32 SOCKET HEAD SCREW
LDRILI 8 TAP FCR 6-32

.080le.85 1rDI~
O
Figure 2. 2550939 Crimpl~g Tool

-1 1
.125 .010

-L
7- .023
.02 1
AFTER CRIMPING

8RPSS PLUG
FRONT SIDE
2 GASKET
j REGULATOR VALVE STEM

Ir _

0~ 0~ II

t--~--17 1
---o I

Vslvr SLem Location Mudcl HSA-S/KSn-IO


Figure 3. Hegulaior

Page 6 of 8
Service Bulletin No. 442

2. ACCONPLISH~IENT INSTRUCI~IONS: (Continued)

injector removed from the aircraft, reinstall.


Step 7 If was

reassemble
NOTE: For the Model RSA-5AB1 with an AHC, first
the AMC on the injector using the following sequence;

Install two each screws and torque to 15-20 pound/inches.


a.

b. Safety wire the two each screws.

Reinstall removed injector onto the engine.


c.

L. IDENTIFICATION:

the letter "N" on the head of the


Identify inspected injectors by stamping
brass plug. The letter to be approximately 1/8" to 3/16" in height.

I_

1~2 FULL THREIDS

Figure 4. Regulator Valve Stem Thread Inspection

K. R. Dettweiler
Technical Support Manager

Page 7 of 8
Serv~ce Bulleein No. 442

Energy Ca~b
Diviaion

South Send. Indiana 46620. U.S.A.

Service Bulletin
Fuel Systems Bulletin No.: aS-~8
Amendment 1

Date: 8-29-79
Revised:

INSPECTION DF ME REGULATOR STEX MJT ON R5A-5 IVXI


I"ECRITY
Subject:
RSA-10 FUEL INJECTOR UNITS.

Amendment 1 to Service Bulletin 86-68 dated 8-20-79 is issued to clarify the


This
following paragraph:

i. PLANNING INFORMATION:

F. HANPOVER:

Bendix Energy
(1) If the inspection can be accomplished on the aircraft,
Controls Division will allow 1.0 hour labor cost.

(2) If the fuel is inaccessible on the aircraft and must be


injector
removed aircraft’s engine, Bendix Energy Controls Division
from the
will allow 2.5 hours labor cost for removal, inspection and installa-

tion on the aircraft’s engine.

(3) If the fuel injector is rejected due to the inspection results


described in Service Bulletin 88-68 dated 8-20-79 paragraph Step 4, a´•
injector must be sent to an overhaul facility.
and CAUTION:, the fuel
allow 2.0 hours labor cost to the
Controls Division will
overhaul facility.

Bulletin No.: 88-68


Amendment 2
Date: 9-6-79
Revised:

BSb-5 rum
Subjea: zNTERcaI~n INSPECTION OP THE ILEGVLATOB STEn HUT OH
ESA-lO FUEL IIJECTOB WITS.

1. PLBNNINC rNPORPUTIOB:

A. EPPeCTIVZ~:

This supplement ia to update the parts list covered by


NOTE:
this Service Bulletin.

Hodel No. Parts List Ho.

SEA-5ADI 2824145-8,-9

I.~´• Dethreilar
Iko´•8´•t of Service

Page 8 of 8
~AVCO LYCOMING DIVISION
WILLIAMSPORT, PENNSYLVANIA 17701

OO~BBBO ~oOOoVBw
it)
October 24, 1980

SUPPLEMENT NO. 1

FOR

SERVICE BULLETIN NO. 442

On page 1 of Service Bulletin No. 442, first column titled "Engine Models," the tenth Line of engine models
should also include engine model IO-360-C1D6.

Member ol GAMP,

General AviatiM1
Manufacturers Aosociation
~AVCO LYCOMING DIVISION
j WILLIAMSPORT. PENNSYLVANIA 17701

(L)

1979 Service Bulletin No. WtS


DATE: September 28,
Engineering Aspects are
FAA (DER) Approved

SUBJECT: Bendfx Bulletin No. RS-63

MODELS AFFECTED: All Lycoming


Avco IO-51*0-G1B5 ´•G1C5, -K1A5 -K1ASD, -K1B5, -K1C5,
-K1D5. -K1E5, -K1FS, -K1F)D, -K1~5, -K1JSD, -P1A~, -S1A5; TIO-540-F2BD,
-J2BD, -NZBD; LTIO- 540-FZBD; TIO-541-E1A4, -E1B4, -E1C4; TIGO-SG1-C,
-E1A; IO-720-B1B, -BIBD series aircraft engines.

TIME OF COMPLIANCE: As required by subject bulletin.

of the fuel diaphragm assembly of


Bendix Service Bulletin No. RS-63 dealing with inspection
reprinted herewith in its entirety.
fuel injector assemblies is

Divi´•ion

SoUth Bend. Indiana 48620. V S A

Service Bulletin
i
Fuel Systems Bulletin No
8-1-79RS-63
Date
Revised

Subject. INSPECTION OF FUEL DIAPHRACM ASSEMBLY PIN 2529?93 ON All. RSA-IOEDL, RSA-
1ODB1 and RSA-1ODBZ FLZL INJECTORS MANUFACTURED OR OVERHAULED BETWEEN
APRIL I, 1977 AND THE DATE OF LMPLEMENTATION OF SIL 43 DATED AUGUST 14,
1978 ORFUEL INJECTORS UHICH HAVE BEEN OVERHAULED VITH FUEL DIAPHRAGW.
1978.
ASSEMBLY PIN 2529293 RECEIVED BETUEEN APRIL I, 1977 AND DECEMBER 31,

1. PLANNING INFORMATION:

A. EFFECTIVITY:

(1) The following production fuel injector assemblies with fuel diaphragm
assembly P/N 2529293 have been shipped since April 1, 1977 and are
affected.

From: To:
Parts List
and Issue Model Serial No. Serial Ho.

2524273-5 RSA-1OEDI 63555 66444

2524298-5 RSA-LOED1 64471 64480

2524422-2 RSA-IOEDI 63019 65130

2524477-4 RSA-IOEDI 60086 60090

2524491-2 RSA-IOED1 63463 67059

2524500-2 RSI~-IOED1 61189 66099

2524556-2 RSA- LOED1 62603 69332

2524582-1 RSA-IOEDI 61822 61831

2524275-8 RSA-IODBI 64401 65402

2524501-2 RSA-1ODB? 65131 65159

Basic P/L

RSA-1OED1 64527 65778


2524572 (C)

Page 1 of 8

Lkbr dOlLU

Crml ~*tion
Mruhctvn Auseaaim
Service Bulletfn No. 445

’1
i. PLANHINC INFORMATION: (Continued)

RSA-1ODBZ fuel injectors


(2) Affected are all RSA-IOEDI, RSA-IODBI and
which have been overhauled between April i,
1977 end the date of Im-
of SIL 43 dated August 14, 1978 or fuel injectors which
plementation
have been overhauird with diaphragm assembly
P/N 2529293 received be-
i, 1977 and December 31, 1978
tueen April

8. Rf~ASOEi:

have been recent incidents where fuel diaphraRm P/S 2529291 separated
There
fro- the assembly PIN 2529192,
stem resulting in the cutoff of fuel supply
to the aircraft’s engine

C. DESCRIP?ION:

information and tnstructlons:


This bulletin provides the following derailed

(1) Visual inspection of the fuel diaphraRm assembly P/N 2529293.

(2) Replacement of suspect fuel diaphragm assembly P/S 2529293.

Bendlx
(3) Return ofthe suspect fuel diaphragm assembly P/S 2529293 to

Energy Controls Division.

25?9293 are in limited


(4) Replacement fuel diaphragm assemblies P/N
be necessary to modify
supply. Uhen present stock is depleted, It will
Bulletin RS-58 dared
the fuel injector as per instructions in Service

;!19´•’78.

from a fuel
:S) If a fuel diaphragm P/N 2529293 has been removed
suspect
In
customer’s
sc discretion, the modification to instructions
injector,
be Incorporated at this rime
Service Bulletin RS-5H dated 7/19/78 can
and prior to the depletion of the present
stock of P/S 25?9?93 fuel

dlaphragm assembltes.

will and provide a replacement


furnish
(h) Bendix Energy Controls Division
fuel diaphragm P/S 2529293 or a new dlaphragm P:S 25398n6 and
fuel
allow up to 2.5 man-hours for the inspection of the fuel dtaphragm P/S
In Service Bulletin RS-58 dated
2529293 and the modification specified
7/19/78.

the additional parts, If fuel dlaphraRm


!7; Customer will have to purchase
assembly P/N 2539806 is elected.

ANL, FAILURE 70 RE?loVE SC;SPECT FUEL


CACT1OS: r,ON’IINUED VSE
P/S ?529293 COULD CAUSE ME
DlAPHRACM ASSEnBLY
PVEL DIAPHKACM FROM ME STEM
SEPARATIOE: OF THE
ASSEMBLY

D. COMPLIANCE:

of this bulletin must he compiled with


Operating Activfcies: The provisions
returning all subject fuel
within the next 10 hours time in service by
Bendix Authorized warranty Repair Station (AVARS).
injectors to the nearest

Bendix Authorized Varranry Repair Stations: Compliance must be accomplished


IA (1) and (2) prior to
on all subject fuel injectors listed-in paragraph
return to service.

E. APPROVAL.

F. HANPOWLH:

Inspect and, If necessary,


Approwlmately 2 man-hours uill be required
to

2529293,
replace the suspect fuel dlaphragm P/N

´•I‘ i Page 2 pf 8
i:

i-iECEIVED 3’;’
Service Bulletin No. Lh5

I. PUNNING INFORMATION: (Continued)

C. MATERIAL AVAILABILITY:

Part No. 91Y´• NDDC"ClefU’C Avsil´•bllity

Plug Bendlx Products Support Centers


3b5533 1 Casket-Reg.
1 5cai, Aluminum &ndlx Products Supp6rt Centers
328617
I Nut &ndl. Products Support Centers
178491
1 Fuel Dlaphragm To be furnished to Bendlx
2529293
Assembly Authorized Vsrranty Repair
Stations directly from South
Bend.

H. TOOLIHC:

(I) Installationof a replacement fuel diaphragm assembly P/S 2529293 or a


Service
neu diaphragm assembly P/N 2539806 uith modification per
fu~l
Bulletin RS-58 dated 7/19/78 vllf require Tool ~o. 2550998 Locrlce
Applicator,

modification Service Bulletin RS-58 dated 7/19/78 refer to the


(2) For to

bulletin for additional tool requirement.

I. YEICHT AND BALANCE:

Not affected.

J. REFERE~CES:

Letter No. 4 dated 14, 19’18 Service Bulletin RS-


Service Information August
58 dared 7/19/78.

K. PUBLICATIONS AFFECTED:

Overhaul Manuals for the folloving model fuel injectors:

(1) RSA-IOEOI Form No. 15-b58.

(2) RSA-1ODB1 Form No. 15-471.

(3) RSA-IODB2 Form No. 15-542.

2. ~CCOHPLISHnENT INSTRUCTIONS:

in accordance vith dlsassembly instructions In


A. Disassemble fuel Injectors
the latest, applicable Overhaul Manuals:

(1) For Model RSA-LOEDI use Form No. 15-458.

(2) For Model RSA-IDDBI use Form No. 15-471.

(3) For Model RSA-IODBZ use Form No. 15-542.

B. Inspect the fuel dlaphraga assembly P/N 2529293 as lolloos:

brase fillet, at the


(1) Ule figures L and 2 to inspect for adequate copper
joint of the fuel diaphagm stem and retainer,

(2) Use a 3 to 7 times msgnifying device and good light. Inspect to dcler-
mine uhcther copper brase color is seen entirely around the ~oinr ss it
should be. The clearance between the diaphragm stem and retainer must
be completely lull of braze.

assemblies exhibiting noticeable Isck of copper braze at any


(3) Diaphragm
point around the joint are suspect and should be replaced.

(4) Replace suspect fuel diaphragm assembly vith a neu fuel diaphragm
assembly P/N 2529293.

(5) Suspect end rejected fuel diaphrPg~ assembly P/N 2529293 must be

returned to the Bcndi~ Energy Controls Division.

page 3 of 8
I r~ 9
rS P

iiECEIVEC 3’~ L L´• I


Service Bulletin No. W15

2. ACCOnPtISHneNT INS?RUC?IONS: tContinued) -7

accordance with the


C. Assemble, test and calibrate the fuel injectors in
Overhaul Manuals:
inatructions and specifications in the latest applicable

(I) For Model RSA-1OED1 use Form No. 15-458.

(2) For Model RSA-1ODBI use Form No. 15-471.

(3) For Model RSA-IODBZ use Form No. 15-542.

the installation of the


D. After calibration of the fuel injector and prior to

regulator plug, perform the following operations.

All RSA-IOEDI, RSA-IODBI and RSA-100B2 fuel injectors require the


(1)
application of one drop of Loctite grade "242" to the exposed threads
of Ehe regulator adjusting nut seem. Apply Loctite grade "242" as
follows:

Pour Loctlre "242" into a small, shallow container.


a.

USE ONLY A SMALL AMOUNT OF LOCTlTE "242" APPROXI~ATELY


CAUTION:
1/16 INCH DEEP IN THE CONTAINER.

Loctite applicator Tool No. 2550998 (Figure 3) and dip


b. Use special
with the cavfry, into the Loctite "242".
the chamfered end,

the exposed threads ~i


c. Align the Loctite applicator vertically over

the regulator stem (Figure 4 and/or 5).

the cavity st
d. Exposed threads of the regulator stem must enter
Loctite applicator. Hold Loctite applicator vertically, press c~e
Turn the Loctlte applicator cloekuisp
applicator down slightly.
180 degrees tone-half turn).

Inspect the exposed threads of the


e. Remove Loctite applicator.
Loctite "242" has been applied to all
regulator stem. Make sure

exposed threads of the regulator stem.

In accordance
E. Complete assembly of the fuel injector, including loc~cuiring
with the latest applicable Overhaul Manuals:

tI) For Model RSA-IOEDL use Form No. 15-458.

(2) For Model RSA-IODBI use Form No. 15-471.

(3) For Model RSA-IODBZ use Form No. 25-542.

2529293 fuel
F. Reidentify all inspected fuel injectors with serviceable P/N
diaphragm as follows:

tI) On all RSA-IOEDI, RSA-IDDBI and RSA-10DB2 inspected fuel injectors


the metering
paint a yellow dot 1/2 in, diameter adjacent to the plug on
election.

(2) Stamp letter "B" (118 inch letter) on the data plate just below the
parts list number of the fuel injector on all inspected fuel injectors.

has been modified initructloni in Service


(3) If the fuel injector as per
Bullerin RS-58 dated 7/19/78 and a new fuel diaphrak assembly P/N
in
2539806 has been installed, follow identification instructions
Service Bulletin RS-58 dated 7/19/78.

Page 4 of 8
Service Bulletin No. 645

2. PCCOHPLISHnEN? INSTRUCTIONS: (Continued)

ACCEPTABLE HLLET

,’i~

ACCEPTABLE

Figure i. RSA Fuel Diephragm Assembly with Acceptsble


BraEe Fillet. Rerefn for use.
Copper

Page 5 of 8
Service BulLetFn No. 045

2. ACCOHPLISH~3ENT INSTROCTIONS: (Continued)


-1

ict

~I slllE7

´•E.

UNACCEPTABLE-RETURN TO BENDIX

Figure 2. RSA Fuel Diephragm Assembly with Unacceptable


Copper Braze Filler. Return to Bendix.

Pase 6 of 8
Service Bulletin No. 415

2. ACCOWLISH~ENT ~NSTRUCIIONS: ~Continued)

U-6112

Figure 3. Applicator toctite P/N 2550998

IPCCI LOClltE

´•CI

(‘1

I 1 i i.
J

´•r .
´•1 i

Figure 4. Lortite Location on Regulator Stem


Rubber Diaphregm Type Center Body Seel

tocrm

Y
21

RP´•´• B

;u
i´•

jjJ:i,.´•~* ’:´•:´•I

Figure 5. Loctire Location on Regulator Stem


Bellovs Type Center Body Sea~

Page 7 of 8
Service Bulletin No. 445

3. ~LATERIAL INFORnATION:

A. New P/N Quantity Nomenclature Old P/N Disposition

)65533 1 Caatet ReR. Plug 365533 Scrap


)28617 1 Sea I-Al uminum 328617 Scrap
178491 1 Nut Self-locking 178491 Scrap
2529293 1 Fuel DiaphraRm 2529293 See Special
Assembly instructions
Paragraph
3-6.

B. Special Instructions

(1) All suspect and rejected fuel diaphragm assemblies P/N 252929) must be
returned to Bendix Energy Controls Division, to account for all new
diaphragm assemblies P/h’ 2529293 furnished by the Bendix Energy
Controfs Division.

(2) The following information must accompany each suspect or rejected fuel
diaphragm assembly P/N 2529293.

a. Parts List Number and Serial Number of fuel injector from which the
suspect and rejected dlaphragm assembly was removed.

b. Operating time of the fuel injector (hours).

1. Uas the fuel injector new?

2. Uas the fuel injector overhauled?

c. Aircraft Registration Number.

d. Aircraft Type.

e. Warranty Claim Form No. ECD 1902.

(3) Send fuel diaphragm assembly and detailed information to:

The Bendlx Energy Controls Division


717 North Bendix Drive
South Bend, indiana 46620

Attention of: The Warranty Administrator

NOTE: Any questions concerning this bulletin should be addressed to

the Supervisor, Commercial Fuel netering (219) 237-2758.

K. R. Dettweiler
Technical Support Hanager

.S
Page B ~f B

j
L;I~AVCO LYCOMING DIVISION
WILLIAMSPORT.. PENNSYLVANIA "77C71

ililli O
j
I "dr ´•;$i-~
i’b i.~ i II
-Y-----
i

L
DATE: June 19, 1981 Service Bulletin No. 458
Engineering Aspects are

FAA (DERI Approved

SUBJECT: Bendix Service Bulletin No. 613

MODELS AFFECTED: All Avco Lycoming engines equipped with S-1200 series magnetos.

TIME OF COMPLIANCE: As required by subject bulletin.

The subject Bendix Magneto Bulletin No. 613 reprinted herewith in its entirety, pertains to the inspection and to incor-

porate the improved Diallyl Phthalate Green Distributor block with a new Gripper Oilite Bushing.

NOTE

It is recommended that necessary parts to accomplish this work be obtained from your authorized
Bendix Aircraft Distributor or Branch.

list of Authorized Aircraft Distributors and Branches is provided in this service


A complete
bulletin. See pages 7 and 8.

page 1 of 8

Membet of GAMA

Ge~L´•ral
Manufar.t~lrel Association
Service Hullctin No. 458

I
a-~u Engine
Divi~ion
SERVICE BULLETIN NO. 613
Engineering A,pects are

Sidn´•v. hi. Y. 13838 FAA A9proved

Printed April 1981


Page 1 of 5 Pager

I
SUBJECT: inspection and or replacement of green distributor blocks in S1200 Seria

REASON FOR BULLETIN:


M~gnetor.1 To announce the availability of an improved Diallyl Phthalate (DAP)

green distributor block incorporating a new design "Gripper" oilite bushing.

(I 2. To alert users of a possible loose oilite bushing in the original green


DAP

distributor block. Field reports indicate that the bronze oilite bushing in
the current green distributor block may become loose and turn wimin
the block. This condition could wear the block enough to cause the
distributor to become mistimed resulting in rough engine operation.
gear

3. To provide instructions for inspection and/or replacement of the original


dirtri´•
green distributor blocks with the new "Gripper Bushing" green
butor blocks as required.

EQUIPMENT AFFECTED: 1. All S120a Series Magnetos below serial number A279075 (red label) or

8114001 (blue label) with factory installed green distributor blocks and
identified as P/N 10-349xxx-xxD but without the letter "R" stamped on
the identification plate as indicated in figure 7 of this Service Bulletin.

Nets: "0" after the part number indicates the magneto


hasa green DAP distributor block.

2. All S1200 Series Magnetos with field installed green DAP distributor
blocks. (Ref. Bendix Service Bulletin No. 573) without the letter "R"
stamped on the identification plate as indicated in figure 7 of this Service
Bulletin.

3. All 6-1200 Series green distributor blocks not identified a indicated in

figure 1 of this Service Bulletin.

4. All green distributor blocks and block kits identified in M~intenenca


(Spere) Parts Affected.

Maintenance (6plle) PertsAffeCted: 2. All magnetos having a green distributor block with
1000 or more operating hours must have this block

Block Block Kit inspected (or replaced at owner’s option) per the
10-391331 10-391424 4 cylinder instructions in this Service Bulletin at the next regu-

10´•391319 1~391426 6 cylinder larry scheduled inspection period. This block must be
the overhaul engine

I 10-361361 10-391428 8 cylinder replaced at next magneto or

overhaul. whichever occurs first.

Complbncs:
General Information
1. All magnetos having green distributor block with
a
The "Gripper Bushing" will eliminate the possibility
less man 1000 operating hours must have this block new

replaced with the new "Gripper Bushing" block of the bushing becoming loose. The "Gripper 8ushing"
within the next 25 operating hours or at the next block can be identified by a circular shaped mark 0.188
whichever inch f 0.031 inch in diameter raised 0.010 inch to 0.030
regularly scheduled inspection, occurs

firrt. inch above the surface of the block. This mark is located
on the tower side of the block. as indicated
in figure 1.

Page 2 of 8
Service Rulletin No. 45R

Bend~fl fEneine R~oducts SERVICE BULLETIN NO.613


Division
sanrv N Y 13838 Engineering Aspects are

FAA Approved

Printed April 1981

Page 2 of 5 Pages

end to resemble a screw driver blade with a tip size


Identification Mark
1/16 inch thick and 1/4 inch wide.
approximately

CAUTION
O O
Avoid using excessive force or prying with the
fabricated probe. Excessive force could cause

damage to the gear teeth or could result in break-


BENDIX ing off a piece of the probe inside the magneto.
O O
Either condition would require complete dis´•
assembly of the magneto for repair.

5. Insert the formed end of the fabricated probe through


FAA-PMA the timing inspection hole in the magneto housing and
between two teeth of the distributor gear. Using
moderate force, so as not to damage the gear teeth,
attempt to push the gear back and forth sideways
O O .while oblerving fne bron2e bearing in the dirtributor

block.

Figure Location of Identification Mark


6. If no looseness is detected, reassemble the magneto by

reinstalling felt washer P/I\1 10-50752 and steel washer


Detailed Instructions
10-349511 and installing a new retaining ring P/N
10-92815-37. Reinstall the magnefo harness plate and
Distributor Block Inspection
the timing plug in the magneto housing.
distri-
Inspect affected S-l 200 magnetos to determine if the
7. If loose distributor gear bearing is detected, replace
butor gear bearing is loose in the green distributor block as
a

the green block with the new "Gripper Bushing"


follows
block following procedures given in this bulletin.

Note
may be Distributor Block Replacement
Inspection of the distributor block
performed with the magneto on the engine if
the Note
accessibility permits. Otherwise, remove

engine for the required If accessibility permits, replacement of the dis-


magneto from the
tributer block may be performed with the
inspection.
magneto on the engine.

i. Remove the harness plate and the top timing plug from
the magneto.
Procedureforonengine replacement.

from the WARNING


2. Remove the retaining ring P/N 10-92815-37
Ignition switch must be in the OFF position while
end of the distributor gear axle and discard.
performing any procedures on the engi~le.

3. Remove steel washer P/N 10-349511 and felt washer


1. Remove the four harness retainer plate nuts, P/N 10-
P/N 10-50752 from the gear axle.
92873-302, and lockwashers, PIN 10-92879´•43. If the
P/N
4. Fabricate a probe of 114 inch round, non-metallic magneto is pressurized, remove the packing O-ring
10-903510 under each lock washer. Now slide the
material, preferably wood dowel rod, approximately
harness away from the magneto.
six inches long. The probe should be tapered at one

Page 3 of 8
Service sullelin No 15R

"XC"
S~n´•rn r 11e1. loSinf*rlnS Alflnatt ore

FIA Appmu´•d

printed *pril (gB1


pegs 3 of I PeDe’

i. Remove mt cover nt´•ininp ursw end loe* *Irh*


PIN 1036831´•21. 11 the unit it prsnu,va*. remove the
´•ddilion~l welhsr. PIN 10-66601. If necellery for
cover rsmovel, dironnlct the ignition P-C´•d from the
uDacitor srmin´•l. Cerefully llide the covsr off of ih~
four dilribufor Murinp rtudl end dilconneil
the upacitor leed nq terminal from the contact

´•Ildmllly P~’1´•

J. Remwl the timing plug. or ifs mqnslo.


diw:annset the line end remove the fhn~dad

bulhing from the top of the hauling. On I end 6 cylin-


der mlp"lD’´• remove tbs lids plug which ii moll

eocanibls.

Note
With the engins in the No. 1 firing polition. the Figure 2. Alignment of Mlgnsl Mlrli~

timing m´•rb on the d*ributor bloF~ end the Fight Hind Ratelion
rotor mY(t be cleerly vilible through the open
plug hole(. It thil ii not oollihle. the megneto ons cylinde. firing po~ition until proper timinlmart
mutt he rsmavsd from the engine to replece the on raating m´•gnsl ii in the center of the viewing hole
bloc~ end retime the mlnsro. ISee figure 2.1

For m.nlto. which do not hns ´•n impulu coupling. 8. Chn:* Ir too timing hole in megneto to dstermine if

aroceed ´•Ifollom: the proper m´•rle on the diltritutor geer elignl wim
ths timing rib on ms dinribulor blocl.
e. Turn the engine in direction of rotetian tawerd talerencsl ere r followl:
thefiring oolition cylinder on the com-
of the No. 1
pnuion ItroLa. Al ePProeched´• the timing
thil point ii I. Four end eight cylinder. 1II NPa The timing rib

ribl m meril on me rotltinp.qnst *auld begin to on the di~tributar bloc~ MUST elign within (I? to6th

´•W´•er in the ooen viewing hole. either tide of the "L" or ´•´•RI´• m´•rk on the geer. de-
pending on megneta rotetion. ISn figure 3.1

b. Continue turning the engine timrly. Itill in the


dimnon of normel rotetion. until tbs proper timing
Mr); an the roteting mqnet it csntsred in the viewing
hole. Figure 2 illunr´•1´•l the
timing mer* centered far

rilht hend ,otnion megneto. I\ left hend roulian

megneto would heve mt left hend merl centered.

tea figure 2.) Ei~t cylinder megnstol will cha en

I´•R´•l line or en ´•ILI1 line on the roulinl megnet.

6. For with en impllu coupling proceed el

followl

Turn engine in direction of normel rotetion pell


TDC firing pnition until impllu muplinl(%lictl".

b. Turn engine in oppolite dinotian ilighuy pelt


TDCfirinppa~ifion.
Figure 3. *lipnmmt of Timing M´•rLI on Diltrihltor
c, rum engine .lowly b´•cl torr´•rd norm´•l numher Oeer ICylinder. Fight H´•nd Rotetian

Page I of 8
Service I~ulletin No. 4~R

Engine IProducts
SERVICE BULLETIN NO. 613
Divi~ion
Sldnev 13838 Engineering Atpec~s are
FAA Approved

Printed Apiil 1961


Page 4 of 5 Pages

b. Six cylinder, single breaker types The timing rib a. Remove the four distributor block retaining studs,
on the distributor block MUST lie between the "L" P/N 10-349221.
and "LB" or the ~R" and "RB" marks on the gear, and
should be nearer to the "L" or "R" mark, depending b. Slide the dirtributor block and gear assembly out

on magneto rotation. See fioure 4. of the magneto housing.

c. Separate Bear assembly from distributor block by


removing and discarding gear axle retaining ring P/N
10-92815´•37, then sliding the gear wt of the Mock
bore.

O O
d. Remove the felt washer, P/N 10-50752 from the
"old" block and discard the block.

e.Wipe all oil off the gear assembly axle, the nylon
washer, P/N 10-391309, and the two steel washers,
P/N 10-349511. Wipe all excess grease from the faces
of the gear, leaving a thin coating of grease on the

gear teeth only.

f. Inspect all parts for excessive wear and replace


Figure 4. Alignment of Timing Marks on Dirtributor Gear parts as necessary.

6 Cylinder, Single Breaker, Right Hand Rotation


8. For reassembly, reference figure 6 and proceed as

c.Six cylinder, retard breaker types The timing rib follows:


on the distributor block MUST lid between the "L"

and "LB" or the ’’R" and "RB" marks on the gear, a. Place gear assembly on a clean cloth on a flat sur-

and should be nearer to the "LB" or "RB" mark, face, with the gear axle upward.
depending on magneto rotation. (See figure 5.)
b. Slide the.nylon washer, P/N 10-391309, then we

steel washer. P/N 10-349511 onto the pear axle.

c. insure that the gear axle and surrounding area is


free of any lubricant and foreign particles.

Note
It is longer necessary
no to lubricate the Beer
axle during assembly, as the distributor Mock

bushing is impregnated with a lubricant during


the manufacturing process.

d. Remove the "Gripper Bushing" distributor block


end re-lubricate if necessary with Bendix Distributor
Block Lubricant, P/N 10-391200.

Figure 5.Alignment of Timing Marks on Distributor Gear a. install the felt washer. P/N 10-50752, in the Mock
6 Cylinder, Rstard Breaker, Right Hand Rotation and re-lubricate if necessary with Bendix Distributor
Block Lubricant, P/N 10-391200.
7. Once proper timing mark alignment is obtained, con-

tinue the disassembly process as follows: f. Place the second steel washer. P/N 10-349511, onto
the Bear axle.

PaRe 5 of 8
Service Bulletin No. 458

~u EntlineRoduct´• SERVICE BULLETIN NO. 613


Di\iidon
Sldn´•v hi Y 11838 Engineering Aspects are
FAA Approved

Printed April IsB1

’OIEEN" Page 5 of 5 Page,


#SRIWtOl DlSTEUUTOl
BLOCK RvtOR CEAI
rtu n*m mwurm,
IEI*INHO FELT sna (STEEL SKID) UYISWEI
:.hB
I#K) n*IWlil WIWII CU~
\IWISmRIL*IN

Figure 6. Distributor Gear/Block Exploded View

g. Complete the gear and block assembly by installing block must be replaced with the "Gripper Bush-
a new retaining ring, P/N 10-92815-37, onto the end of ing" block as directed in this Service Bulletin. At
the gear axle. that time the letter "R" must be stamped over
the letter "I" to indicate the bl6ck has been
h. For assembly of the magneto and setting the inter- replaced.
nal timing, refer to Bendix Publication L645-1 Over-
haul Manual.

Procedure for Off Engine Replacement


(X)
If it is impossible to remove and replace the distributor
block with the magneto mounted on the engine, proceed Figure 7. Location of Identification Lener(rl on

as follows: Identification Plate

1. Remove the magneto from the engine. Warranty Coverage

2. Comply with paragraphs 1 through B of Distributor 51200 Series Magnetos with 1000 hours or less of accumu
Block inspection in the Detailed instructions of this lated operating time end having been in service one year or
bulletin. less, will have full warranty coverage.

3. Refer to Bendix Publication L-609-3 Installation, Compensation


Operation and Maintenance, Paragraphs 3-2 through
3-5 for reinstalling magneto on engine. Compensation for the work involved in complying with mil
Service Bulletin for those magnetos under warranty will be
Identification made upon submission of a Warranty Claim submitted
through a currently Authorized Bendix Engine Products
When procedures have been completed, compliar&e with Division Distributor. Compensation will be made in ~ccor-
this Service Bulletin should be indicated as follows: dance with established Bendix Warranty procedures.

1. An appropriate Engine Log Book entry must be made, Authorized Distributors are listed in Bendix Publication

referencing magneto serial number. L606, available at no charge by request to the Bendix
Corporation, Engine Products Division, Sidney, N.Y. 13838.
2. Magnetos in which the block has been replaced must be

identified by stamping the letter "R" in the lower left Special Tool, Required:
corner of the identification plate, below the drive Refer to Bendix Publication Overhaul Manual.
screw securing the plate to the housing (See figure 7).
Men Houn Required:
3. Magnetos in which the block has been inspected, but 1.5 hours per magneto on engine
not replaced, must be identified by stamping the letter 0.5 hour per magneto on half
"I" in the location indicated in figure 7.
Weight Change:
Nos None
At engine overhaul or magneto overhaul the

Page 6 of 8
Service Bulletin No, 458

AUTHOR´•IZED AIMCRAFT Dl~fRIBUTORSS


BRANCHES

´•I a
~i i
i_

TEHNESSEE
The Oon na´•n Co
3981 Road
PO Bo1~0106
I I I \+o TNY8IIO
4707 Spnurd Orive (9011 56161(0
*nshor´•pl. 141( 98603
19071 YJ´•Y54 I TEXAS
Coope,
ARIZONA
C
Cooper Airno)iYe
2630 Feet Ha~ium 12141 68805,,
moenix.AZ 86034
((Y)1~ 2)64451( Ir YlaoUR1 V´•n Duun alrcrell Supplier

Cooper Alrrnollve 2631 Sl~aca Circle


Vn Durn Aircrelt Supplier 0´•ll.1. TX 15135
Roed SM) Mlr.u~v Blvd
2(125 Feel Air L´•ns rite) 3571611
Co114´• Pert. GA 3033) PO. Bat 56
SLI H´•rbor Airport 1~041991´•3935 Ch..l.rll.ld. MO 630()
P.O. Sox 21828 Cooper Alrrnoflve
Rocnil. AZ 85036 H.rhun r..l~
ILL(IIIOIS
1B02L 21~U8J Fl Worth TX 76106
Ven Ouun *Ilcrall Supplier Van Duun Pllrcral1 Supoliel
1e80 Loull Ave eI80 SI Andrs~ Lane 181116163195
CALIFORNIA Lun~l, Flold
Elt Grove VlIlepe. IL 60007
Omehe Airplene Supply Cooper *Irmolln
1)121~3)´•5230 PO Bo´• 10133
2825 Feel Spring SI 8305 Telephone Ro´•d
SI LWll.M06~115
Loop BCh. CAgOBm 1)1~1 ))t1100 Houllon TX
Cooper Alrmotlve
12(31 6864301 1)~31 6I5 33)6
1868 Wall Ro~l
Wheelln). fL UMW WEBR*SI(*
Cooper Airmolive (3111Y1)~0 Om´•h. Allplm. SuWII V´•n Duun
474 Whitney S,ral 5244 *nnue
Fooler P O Bo~ 1908~
Ln Lundro. CA 94571 Hd*rv A.roorr
KANSAS Oreha. NE 68119
l4161I388736 Houllon TX))06t
Cooper AIrmollve 1401)4215686
)035 Felrl´•I Tr´•lfs*.v 11131 613-5566
Vn Duun Aircre11 SUP~ILI
I(mlr City. KS86115 NCW IR8EI
190 Sou,h Airport Bird VIRGINIA
19131 3218100 V´•n Duun Alrcrlll SuPo1IeI
P.O. Box 3750 PIedmonl *rlel´•on. In.
500 Indullrlal Avenue
so Sn FsnclrD. C* B1CBO MunClpei *IrDorI
V´•n Dulsn Air~r´•11 Supplier Telerboro *Irporl
141515893(33 PO 5o´• 11138
3327 No Ilh SI Tcl~rboro. NJ OIB08
vr, 13501
I(´•nla~ Cil*. I(S 86115 11011 tss´•1~W
Cooper Airmotive 1913)3214100 15(41851-3365
1I1(Y) R´•ym´•r
NE~YYYORK
Yen Nuyl. CA 91406 Piedmont Arl´•l,on Inc
Ven Duun Alrcre1t SUpPIIeI Cooper Alrmollve
(2(31 9970242 22 W´•*wlnl Or N.W
Mdsonl;nsnl Airporl t 15 Wilbur Place
Yloodrum PIlroorr
P O. Bor 111B1.Bldg K Bohrmia. NY 11116
VeI Duun Aircrelt Suppl’n RoenoLe YA 24011
Wrhit´•.I(S 67271 1516) 561-2002
18110 SI´•O~ St. 1)031 5634401
(31(11813-9301
Vn Nur~. CA 91406
NORTH CAROLINA
(1131 9887308 LOUISIANA Piedmont *ul´•l~an. Inc PIedmonl Arlellon Inc
5400 Federel Roed
Cooper AIrmotive Smith Reynoldl *Irpo~l
COLORAW PO Bo´• 1)10 Sendllon. YA 1)150
Lele*elte Region´•l Alrporl
Cabl Getn-Dnmr.lnc (8(YI 2262110
103 Sheperd D,*. ~inll.n S´•l´•m. Nf 17107
Hnglr I
L´•m´•l~l. LA 70508 (919) 767-5(00
Slsl´•ton Int´•,rutiwl Airport 0181233´•8930
SuOpln
Vn Ouwn A´•rcrell
Rmr. CO a)X)I 18001 551-3014 onto 8*rd F~d.PO Bor 405
1303) 5PB´•U00 Seldlton. VA 23150
Cooper Alrmotlvt
4233 Alrporl Roed lsO(l
Vn Dum Airsre(t SopplM YARYLANO Clnclnner,. OH 45126
Plhont Arlelion.IK.
BICe Feet lBm Aumue. Unit G 15131 8)168)3 IAB(INaTON
Yoncpa.rl Crunfy Airport
anrr. CO B0216 Vn Dum Aircrell SupPIn
7930 Oueen Air Orire
1303) 3930BcJ Yen Duun Alrcrell Suppltel r(10 Perimeter Ro´•d
Geimereburp. YD 20780
13011 2580850 Dlyton Internullon´•t Airport Ilo´•ingF*ld
CLOII)DI
Vnd´•li´•. OH 45371 Sutlll. ar, 96(08
Avinio, Supply Corp. lacSl Ses461? 1201 7631564
YABIACHVBIrtS
Ft. Leoderd*e Inlernetion* *irpo~t
Vn Duun Aircre11 SuDplin
280 S.W 341h SI..P.O. 891 11)´•3 OILAHOUA CAWADA
395 Mevr5L Street
Ft. Lud´•rd´•*. FL 33335 U*H CoUr
P.O Bo´• 232 v´•n Duun L~lrrrlll Supplier
13051 IW1I 2802 South Uerldien C.rl´•lan Elrl.e Ltd
Feet Bolton. YCI 02128
OLI´•hDmlCII)I. 01( 73108 Prllr
18(71 cs,´•)mo
Airmotin 4820 Holler SIreel
14051 6824496
238 SW. 33rd C~url Rrhmond. BC
MICHIGAN
Ft. Lud´•rd´•*. FL 33315 Cuude VIE Is?
Ven Duun Alrcnll SYpplie( Cooper AIrmoIive
13051S2C8165 Sherlden Roed 1(10(1 1)8)184
1131 Alrporl Roed 2144 No
Panllr.MI~BOS( TUIY.OK 1´•115
Ven Dum Ainr´•(t Supplln YniloBe
13131 (YiB1~0 18181 838´•3316
5843 N.W 3(rlh 51 Stendrd Aero Ltd
Uimi Springl. FL 39(88 Na I Henoer
CooperAirmotive 011100U
005) 886Y81 Winnpp tr.l´•rlutlorul Alrporl
28300 OoddHd Roed Cooper Alrrnorlve
Rrmulul. YI48114 I580N E. 113.6 Slreel Illnnlpp UB
IrUlim Supply Corp Crude R2R 058
13())B~P110 Feirvle*r. OR 97034
M1 No. Nerrport Are 120(1 ))56111
1503)88)5088
P.O. Box 3331
YIIIIIELOT*
Tmp´•. FL 331)01 Vn Duun Ils.´•tt S~opln
Ven Curn Aircrelt Suppli~ pINIIIYLVANlA
(8(31 1116 Senlord 51rrl
5230Wnt 73rd Street Ven ~un AIrcrell Supplier

Edinu. YW 55(35 Yern T´•rmln´•l Buildlnp Wlnnp´•p~ U8. Cnde 831 229
0101101A 121111 I)ldO(Y
10121 8364088 CgllJ Ctly Aimore
Clri´•lion Supply COrpOl´•liM
N´•r CurnlrrIend. PA II0)0
AtIente Airport
YlBIIBIlPPl
IOJL Lr~l Mill Roed, SW Auletla Elcl~e Ltd
Vert Duun i~i,cr´•11 Supplin
P.O. Box 20736 200 Lurmln Bird
1~)0 B,wthmn Dlln Cooper AIrmolln
AtInte. GA 30320 Yonrleet.PO. Me HUL 446
Soumrm. YS 386)1 Gnlr* L O´•ir Rodl
14(YI 98740(10 CA 191(5 15141 lulall
Isol) 383´•~M0
12151 6774700
Ven Durn Alrcrelt SuppIret
*tl~ntl Airport
3430 L14 Avenue
p"d~u
AIlult´•. OA 30320
16011 708-8334

rem. 111

LIQ?O
*H* 1800
Prineed in LlI.A.

Page 7 of 8
Service Bulletin No. 458

OWEDBW IEW Z~LAND


IUOIUM
Airwork N.Z. Ltd.
Ouelis Aero AB
Aero Engine 8 Aircraft Servioea P.V,B,A.
P. O. Box 14009
8´•r9l´•4n, 8 Exportplrsn
P. O, Box 6093 Chriatchureh international Airport
&8480 St, ldelabald
8-40080 Gotaborg B Chriatchurch
Belgium Haw Zlll~nd
Tel: 1268) 51.14.06 Sw~den
Tel: (831) 62 03 60 Tel: 583-029
Tlx: 146L 81879
Tlx: 154) 20834 Tlx: NZ 4872

D~IIIARK lnduetriee Ltd.


OWITZRUUlD Hew Zealand Aeroapaca
Hamilton Airport
SATAIR (Scandinevian Air Trading Co. Ltd.)
Transair Suisae (formerly Air R. D. 2, Hamilton
Amager Landevej 1474 Hew Zealand
Maintenance SA)
Copenhagen Airport Tel: 438-144, 438-089
8. P. 110
0´•2770 Kslrrup
General Aviation Center Building Tlx: NZ 21242
Dsnmsrk
Gensva-Cointrin Airport
Tel: (461) 51 34 44
CH-1215 Genave 15 SIIYGAPORE
Tlx: 1551 31214
Swit2erland
Singapore General Aviation Service Co.
P. O. Box 1
JalanKayu P. O.
C.S.E. (Aircrde Servicesl Ltd.
Singapora 2879
oxford Airport NON-EUROrYAN 4812555
Tsl:
Kidlington Tlx: RS 21447
Oxford OX5 1RA
AUITR*LIA
England sOUTH AFRICA
Tel: (088-75) 4321
Civil Flying Services
Tlx: 83204
Moorabbin Airport C. W. Crice~ Company (Pty.) Ltd
P. O. Box 2(0 213 Factor House, 12 Kruis Street
~RIICE
Cheksnham 3192 P. O. Box 3071
Australia Johannesburg. 2000
E.O,E.T. (Epuipment General Electro
Tel: (031 90-8086 South Africa
TechniqueI Tlx: AA 30842 Tel: 21´•5119
10, Avenue dea Families Tlx: 8-3728
F-g4340 Joinvilk-ls-Pone
Heuvkar de Havilland Australia Pty. Ltd.
France
P. O. Box 78
Td: (3311 885.92.96
Lidcombe N.S.W.
Tlx: (42) 870567 F
Australia 2141

GEAMARY
BRAZIL
TCA Deutachland GMBH
Flughaten Halls 5 Motortec Industria Aeronautica
0-4060 Moenchengladbach 1 Av. Franklin Roosevelt
Weat Germany 137-11 andar ZC-39
Tal: 02161-884050 Rio de Jllneiro
Tlx: 852135 TCAM &slil
Tel: 283-5377
Tlx: 2121802 MTEC BR
ITALY
J´• P´• Martins Aviacao S.A.
CGA (Compagnia Generals Aeronautical
Av. Olavo Fonture
Salita Coronata3
780 Campo de Marte
1-18152 Cornigliano Genovcl
Sao Paulo SP
Italy
6ra2il
Tel: (3910) 464843, 469883, 460388
Tel: 10111 298´•8837. 2988179, 298-9968
Tlx: (43) 27559
Tlx: 294

Aerlyper S.A.
Aeropuerto de Cuatro Vientos
p~ O. Box 27045
Mdrid 24
Spain
Tal: (1) 262.12.05
Tlx: 158) 27203

21487 This number for Avco Lycoming reference only.

Page 8 of 8
~I;TAVCO LYCOMI~IG DIVISIOI\I
WILLIAMSPOHT, PENNSYLVANIA 17701

Oo00~3so
?L,
March 26, 1982 Service Bulletin No. 461
DATE:
Engineering Aspects are
FAA Approved

SUBJECT: Bendix Service Bulletin No. 617

MODELS AFFECTED: Engines listed below that are equipped with Bendix D2000 or D2200
series magnetos. Affected magneto serial numbers are; red label
magnetos with serial numbers below 35480 and blue Label magnetos
with serial numbers below 8122106. All engine serial numbers listed
below are to be read as "up to and including"

Model No. Serial No. Model No. Serial No.


Model No. Serial No.

H1O-360-E1AD L-22371-51A IO-540-M1B5D L-20913-3R~


0-320-H2AD L-8196-76T
HIO-360-E1BD L-22802-51A IO-540-M2A5D L-10627-48A
O-360-A1AD L-29577-36A
HIO-360-F1AD L-22902-51A IO-540-U 1B5D I,-17744-48A
0-360-A1LD L-23543-36A
0-540-11 1B5D L-16472-40A IO-540-W1A5D L-21358-48A
0-360-A 1 F6D L-29206-36A
0-540-H2B5D L-14957-40A 1O-540-T4A5D L-17495-48A
0-360-A1G6D L-29970-36A
O-540-51A5D L-23096-40A 1O-540-T4B5D L-20638-48A
0-360-A3AD L-26949-36A
O-540-J2A5D L-19920-40A AEIO-540-LIB5D L-21228-3X~
0-360-A5AD L-27545-36A
L:571-77 0-540-J3A5D L-23128-40A TIO-540-F2BD L-7481-61~
0-360-E1A6L)
0-540-J3C5D 1,-23109-40A T10-540-J2BD L-7488-61A
LO-360-A1G6D L-535-71A
O-540-L3C5D L-23234-40A TIO-540-N2BD L-3551-61A
LO-360-E1A6D L-524-72T
IO-540-C4D5D L-20801-48A TIO-540-R2AD L-7253-61A
IO-360-A1B6D L-22309-51A
IO-540-K1A5D L-18310-48A TIO-540-S1AD L-7996-61A
1O-360-A3B6D L-22637-51A
IO-540-K1F5D L-19684-48A LTIO-540-F2BD L-2244-68A
IO-360-C1E6D L-17351-51A
IO-540-K1G5D L-21528-48A LTIO-540-J2BD L-2286-68A
TO-360´•C1A6D L-358-69A
IO-540-K1J5D L-20674-48A LTIO-540-N2BD L-1166-68A
TO-360-E1A6D L´•156-73
IO-540-L1A5D L-18810-48A LTIO-540-R2AD L-2119-68A
TO-360-F1A6D L-348-69A
IO-540-M1A5D L-19463-48A IO-720-B1BD L-1353-5´•1A
LTO-360-EI A6D L-257-74
1O-720-D1CD L-1360-54A

Remanufactured engines, of all models listed above, shipped prior to January 15, 1982.

numbers
TIME OF COMPLIANCE: Avco Lycoming engine records show that engines with serial
above the "up" serial numbers listed were equipped with magnetos
that are in compliance with subject Service Bulletin, upon shipment
from this plant. Providing the magneto has not been removed or
replaced, no further action is required.

See "Equipment Affected" portion of Bendix Service Bulletin No. 617


for compliance information.

Page I of 4

Member of GAMA

General Aviation
Manufacturers Association
Service Bulletin No. 461

authorized Bendix Aircraft


Parts needed to accomplish this magneto repair can be obtained from your
in complying with this service bulletin will be made in accor-
Distributor. Compensation for the work involved
submission of warranty claim through a currently authorized
dance with established warranty policy upon 8

Bendix Engine Products Division Distributor.

SERVICE BULLETIN NO. 617


Engine Products
pndl~ Division Engineering Aspects are
FAA Approved

Int vem

PagelofBPages

SUBJECT: Inspection and/or replacement of distributor gears in D-2000i


2200 series magnetos.

REASON FOR BULLETIN: 1. To alert users possible loose distributor gear elec-
of a

trade on subject gears. This condition could lead to


the
rough engine operation or cylinder or engine damage.
2. To provide users with inspection and replacement proce-
dures.

EQUIPMENT AFFECTED: All D-200012200 series magnetos below serial number 35480
(red label magnetos) and below serial number 8122106 (blue
label magnetos) unless identified with an "x" in the upper left
corner of the identification plate before the word "Bendix"
(see figure 1). The "x" on plate indicates pre-
the identification
vious compliance.

hours or at the next regularly scheduled in-


X BLNDIX IONITIONSYSTEM
spection, whichever occurs fi rst, and
I ii I
reinspected every 100 operating hours until
I ii I
the magneto has 500 operating hours. If the
´•I II 1´• be replaced
gea rs fail the inspection they must
I II I immediately with new, serviceable gears; if
I they pass each inspection they may remain in
I
service until magneto overhaul, at which time
Figure 1.Location of "x" on Identification Plate they must be replaced with new, serviceable
in-
gears. At owner’s option, gears that pass
Maintenance (Spare) Parts Affected: spection may be replaced at any time during
Gear PIN 10-382894 4&8Cyl. the compliance period with new, serviceable
6 Cyl. gears as identified in this paragraph
and figure
Gear PIN 10-382896
GearKitP/N10-682014 4&8Cyl. 2. Serviceable gears are identified by the pre-

Gear Kit PIN 10-682016 6 Cyl. sence of the letter "z" or the letters "x" and "o"

appearing together, laser etched on the retain-


All new gears 10-382894 and 10-382896 should be ing ring end of the gear axle, or the letter "L"
returned to an Authorized Bendix Engine Products stamped on the electrode (see figure 2).
Division Distributor for credit.
2. All subject magnetos having 500 or more
All Gear Kits 10-682014 and 10-682016 with gears operating hours must have the distributor
not identified in paragraph 1 of Compliance must be gears inspected within the next 100 operating
returned to an Authorized Bendix Engine Products hours or at the next regularly scheduled in-
Division Distributor. spection, whichever occurs first. If the gears
fail this inspection they must be replaced im-
Compliance: mediately with new, serviceable gears; if they
pass this inspection they may remain
in ser-
1. Allsubject magnetos having from 0 to 500
operating hours m~st have the distributor vice until magneto overhaul, at which time

gears inspected within the next 100 operating

Page 2 of 4
Service Bulletin No. 461

Engine Product´• SERV~CE BULLETIN NO. 617


Divi~ion
Engineering Aspects are
FAA Approved

Printed November 1981


Page20f3Pages

pa ragraph 6 of Dera i led I nst ructions

2. If the axle ends are not identified with "7" or

"x" and "o", the magneto from the en-


remove
O) This
gine. Remove the block from the magneto and
remove the gears from the block.

Z thv;r 3. Inspect the block for serviceability and replace


any block fou nd to be u nserviceable.

4. Clean and inspect each gear. If the gear is part


L this of insulated gear kit (identifiable by the pre-
an

sence of a nylon insulating washer on the gear

axle between the gear and the block) inspect


2. Location of Identification Mark(sl for the presence of the letter "L" on the elec-
Figure
on Distributor Gear trade (see figure 21. If "L" is stamped on the
electrode, the gear is serviceable and can be
replaced
must be with new, serviceable gears, reinstalled. If "L" is not present, the gear must
they
be replaced with serviceable gear, P:N 10-
At owner’s option, gears that pass inspection may
682014 for 4 or 8 cylinder magnetos or PN 10-
be replaced at any time during the compliance
gears as identified in 682016 for 6 cylinder magnetos.
period with new,.serviceable
paragraph 1 of Compliance.
5. If the gear is the uninsulated type (no nylon
washer) inspect the gear for a loose electrode
GenBrallnformation: Grasp the gear firmly in one hand and alter-
nately exert clockwise and counterclockwise
Field reports indicate that the distributor gear elec-
force against the electrode with maximum
trade has been found to be loose on some 0-20001
2200 series magnetos. If this condition exists, the hand pressure. This should be done in a man-
ner that would attempt to pivot the electrode
distributor gear electrode may contact the dis-
tributer block stationary electrodes causing con- around the axle (see figure 3). If any movement
tamination in the distributor in the form of dusty is detected between the electrode and the

brass particles. This contamination may cause arc- gea r, the gea r must be disca rded and replaced
with serviceable gear.
ing within the distributor resulting in misfiring. This
a new,

could in turn cause rough engine operation or cylin-


If gears are found to be serviceable, they may
derorenginedamage.
be reinstalled or replaced at owner’s option.

Detailed Instructions:
to 0-2000 Installation Instructions, Bendix
CAUTION
(Refer
Publication L-92B and D-2000 Overhaul Instructions, When timing magnclo on benrh or when
Bendix Publication L-945.) reinstalling magneto on engine, no gear
holding timing device should be used as hid-
1. Remove cover from magneto and inspect the den gear tooth damage may result.
retaining ring end of the distributor gear axles
the letters "x" and "o". (The 6. If newserviceable gears, identified with the
for the letter "z" or
the "x" and "o", or the "L" are installed in
letter "x" may or may not be circled by the let- z

or the letters "x" and


"o".) If the letter "z" the magneto, identify the magneto by stamp-
ter
ing the letter "x" in the upper left corner of the
"o" together are laser etched on the end of the
axles, the gears are serviceable and the cover
identification plate, before the word "6endix"
can be reinstalled. Identify the magneto per
fseefigure 1).

Page 3 of 4
Service Bulletin No. 461

SERVICE BU LLETIN NO. 61 7


Engine Products
Division
Engineering Aspects are

FAA Approved

Printed 1981

PaRe 3 of 3 Payes

Warranty Consideration:

All D-2000 2200 series magnetos that are with;r:


Bendix Engine Products Division Standard Wa!
ranty period will be covered for these procedu~es
Standj:d Warranty period is twelve months fro;li
date of tlelivery to the first end user, or 1.000 oper;it
w~-iichever first
ing hours, occurs

Compensation:
invoivctl
Compensation for the work and pa’ts
n

those niag´•
complying with this service bulletin for
submis
netos under warranty will be made upon
sion of a Warranty Claim submitted through a cur-

’entiy Authoiized Bendix Engine Products D v sion


~cYi will be made in
Distributor. Compensation accor

dance with established Bendix Warranty proce

g~ dures.

Parts Required per Magneto


2 Kits 10-682014 4&8 Cylinder Magnetos
2 Kits 10-682016 6 Cyli nder Mag netos

Figure 3. Checking for Loose Electrode


Special Tools Required:
book entry Refer to applicable manuals
7. Make an appropriate engine log re-

indicate
cording magneto serial number to

that the distributor gears have been inspected Man Hours Required:
of this 25 hours per engine
and comply with the requirements ser-

vice bulletin, or that the gears have been re-

placed with new, serviceable gears. Weight Change:


None

Page 4 of 4
i ´•e"! jc~ IZ f
‘~X
:J "/11 3 ´•1
i
I
I

!.j j
iS--- i
´•i

-’17~01

i 1 i I
I
l;i I ii L

fi I:! i ;i
bi Id ~i

IY -II --IC
:1_

~_Li __I

DATE: October 18, 1985 Service Bulletin No, 464A


(Supersedes Service Bulletin No. 464~
Engineering Aspects are
FAA Approved

SUBJECT: Bendix Service Bulletin Revision No. 623A.

Supplement No. 1 to Service Bulletin No, 464 is a revision of Bendix


Service Bulletin No, 623,

El´•ndlx Engine Producto Division


1
Bendix
Jacksonvllle, Fl. 32P15-7880
Aerospac~

sEavicE BULLETIPI Jp- 0027S


623A
Bulletin No,
Engineering Aspects are FAA Approved
Bate 9/1982
Revlssd 8/1984

SUBJECT: Inspection of impulse coupling cam assemblies,

REASON FOR BULLETIN: I i. To alert all users of possible impulse coupling failure,
2. To provide an inspection procedure to preclude failure of the impulse coupl-
ing,

EQUIPMENT AFFECTED: All Bendix magnetos with type designations as follows:

S4LN-211122511227 S4RN-21/122511227
S4LN-200 PIN 10-163005-7 S6LN-21/23/251122511227
S6RN-21/23/251122511227 D-2021/2031
D-3000 all

(Refer to Bendix Publication L-1147 Aircraft Impulse Coupling Cross


Reference Data as reguired.l
Except Bendix Blue Label magnetos above SIN 8236001

Except Bendix Red Label magnetos above serial numbers as indicated below:

B´•001171 or A297043
S´•200: B-001732 or A297043
Sc1200:1 B-001162 or A297043
.D-i000:! 35550
ID-3000:; B-000249 or 5806

Page 1 of 3

UwnDer ol GAM~

C1~llrrai arlatlon
h´•l.mui;k-l;i~rrs hs+orl.,llon
Service Bulletin No. 464A

MAINTENANCE (SPARE) PARTS AFFECTED: 3. Use finger pressure to push inward on the toe (see
1. All impulse coupling cam assemblies. figure 1) of each flyweight so that the flyweight heel
protrudes outward.
2, All impulse coupling assemblies. least
4. Using a fine #1, double cut, 1/2 inch wide file, at

3. All spare magnetos incorporating an impulse coupling. 3/32 inch thick, pass the file across the heel of the
flyweight attempting to remove material. (See figure i.)
COMPLIANCE: If the flyweight has been properly heat treated the file
1. All magnetos having impulse couplings with less than will "glide" smoothly over the heel of the flyweight,
300operating hours must be inspected and identified as removing no material. If the flyweight is not properly
having complied with this Service Bulletin prior to the heat treated (soft), the file will not "glide" easily across
next engine start. the surface of the flyweight heel, and material will be
removed.
2. All spare parts must be inspected and identified before
being put into service.
FILE IN THIS AREA TOE
GENERAL INFORMATION: J
Some improperly heat treated (soft) flyweights have been
reported on impulse couplings currently
condition exists and is not detected, impulse coupling
in service. If this
O
failure could occur. The flyweights must be inspected in
HEEL
accordance with the instructions in this Service Bulletin
and if defective (soft) the impulse coupling or cam Il I I~C
assembly must be replaced immediately, se I
DETAILED INSTRUCTIONS:
(Refer to appropriate Bendix Magneto Overhaul Instruc´•
tions for the magneto series being inspected.)
Figure i.
NOTE Note:
The magneto should be removed from the engine by lot number
XXX indicates heat treated flyweight
only to the extent necessary to perform the in-
spection described herein. Depending on the 5. If an improperly heat treated (soft) flyweight is found,
engine application, it may not be necessary to immediately remove and replace the cam assembly
remove the harness from the magneto for the andlor the impulse coupling assembly following pro-
inspection procedure. cedures in the ma~neto overhaul instructions, and pay-
ing strict attention to notes and cautions.
NOTE
All ma~netos with the impulse coupling recessed for and
6. Inspect the impulse coupling stop pins wear
into the magneto flange must have the impulse
replace as necessary.
coupling removed from the magneto to perform
the inspection. This is a bench operation and will 7. After flyweights and stop pins have been inspected and
rerluire the magneto to be completely removed the impulse coupling reinstalled on the magneto (if
from the engine and the harness removed from removed), identify the magneto by stamping a 1116 inch
the magneto. letter "F" in the upper right corner of the identification
plate to indicate this Service Bulletin has been complied
CAUTION with.
Whenever an impulse is removed from
magneto, It must_t~e removea rollowlng puollsn- 8. Reinstall the magneto on the engine following publish-
ed rocedures, strict attention to notes ed procedures.
andcautions. Upon y, cne cas
nut securing the impulse coupling to the drive 9. Make an appropriate engine log book entry, recording
shaft must be torqued to 15 ft. Ibs. and cotter magneto serialnumber, to indicate that this Service
pinned with new_pin. If unable to instaU_pin, __ Bulletin has been complied with.
torque nut to next castle, not to exceed 25 ft.
Ibs. and install pin. Removed pin must be discard- 10.Inspect all spare parts assemblies, including
ed and replaced with a new cotter pin (PIN magnetos, following the same procedures described in
10-90751-18). steps 3 and 4 of the Detailed Instructions of this Ser-
vice Bulletin. If both flyweights are found acceptable,
Following published procedures remove the magneto identify the cam assembly by applying yellow Dykem
from the engine. or yellow
lacquer to the heel of each flyweight. On
magneto spares, stamp a 1116 inch letter "F" in the
to in-
2. Place the magneto in a suitable work stand with the upper right corner of the identification plate
impulse coupling facing up, dicate this Service Bulletin has been complied with.

Page 2 of 3
Service Bulletin No. 464A

11. Any cam assembly with an improperly heat treated


(soft) flyweight should be returned to the manufac- t WARRANTY CONSIDERATION:
None applicable
turer through a currently Authorized Bendix Engine
Products
SPECIAL TOOLS REQUIRED:
12. A method of marking is being implemented to
new
manuals.
Refer to applicable
permanently identify heat treated cam assembly
flyweights. See figure "1" for location. Pending con-
sumption of current inventory, there will be a mixture MAN HOURS REQUIRED:
of assemblies identified by the following methods.
1.0 hour per engine with shallow flange mag.
Yellow paint (Dykem Lac- 1.25 hours per engine with deep flange mag.
i. Original method or

quer) on the heel of each flyweight.


indicated in WEIGHT CHANGE:
2. New method Stamped numbers as

figure "1" on each flyweight. None

Page 3 of 3
I"

~1 B ~3
b´•-~

i; ;I

WiL_L!AMSPOnT, PEr\liYSYLVhNIA 17701

igisCi!oilsn
L

~I
cE,

DATE: August 26, 1983 Service Bulletin No. 466


Engineering Aspects are

FAA Approved

SUBJECT: Inspection of Oil Filter Base Adapter. Avco Lycoming PIN 77852. AC
PIN 5579237103~-S99.

MODELS AFFECTED: Ail Avco Lycoming Direct Drive Engines (except dual magneto
models) that are equipped with a full flow oil filter,

NOTE: "D" on model designation (4th or 5th character) indicates dual


magnetos in single housing.

TIME OF COMPLIANCE: At next periodic inspection.

1982 may have small cracks


Adapters shipped from AC during the period of January 1982 thru June as

shown in figure (1). These cracks were a result of a manufacturing process.

Although there have been no reports to Avco Lycoming of leaking or cracked adapters, we are recom-

mending this one time inspection as a necessary precaution.

If the inspection shows a crack to be present, a replacement may be obtained from any Avco LycominR
distributor.

issue full credit for the adapter plus hour labor at posted shop rates upon the
Avco Lycoming will one

return of the defective adapter.

you obtained the replacement part will initiate the


Your Avco Lycoming distributor from whom warmn-

ty application for you upon request.

NOTE

All stock of Avco Lycoming part; number 77852 or AC part number 557923710F-699 in
or not in oil filter adapter kits purchased directly from Avco Lycoming or an AC supplier
should also be inspected for this possible crack.

Page 1 of 2

Member of GP~MA

General Aviation
Mnnufacturers Association _ _
Service Bulletin No. 4Ci6

AREA TO BE INSPECTED

~3(e
CRACKS
/j

hllii~
1@ 7

j \jI

Figure i. Oil Filter Base

Page 2 of 2
A\lca~ %ycomin~
ic"lilliamsport Division
~""VZ"E
Avco LycominglS~.lbsidiar;I of Textron Inc.
652 Oliver Street
Williamsport,
U.S.A.
PA 17701 BU%EET]N

DATE: August 15, 1986 Service Bulletin No. 472


Engineering Aspects are
FAA Approved

SUBJECT: Disassembly of Wide Cylinder Flange Crankcases

MODELS AFFECTED: All Avco Lycoming Textron engines equipped with wide cylinder
flange crankcases and TIO-541, TIGO-541 series engines. (Engines
equipped with wide cylinder flange crankcases can be identified by the
suffix "A" following the engine serial number.)

TIME OF COMPLIANCE: Anytime the crankcase halves of applicable engines are separated.

NOTE

The material contained in this publication will supplement all previously written
material pertaining to the removal ofbody fit thru studs from wide cylinder flange
crankcases.

r The purpose of this bulletin is to inform all maintenance technicians thatbody fit thru studs must be driven
from wide cylinder flange crankcases prior to loosening any other hardware that holds the crankcase halves
together. Do not allow the crankcase halves to separate before all thru studs are removed.

Some new and remanufactured wide cylinder flange crankcases have been fitted with bushings at the body
fit thru stud bores. If the crankcase flange bolts are loosened before the body fit thru studs are driven from the
crankcase, the possibility of also driving the bushing from the bore is increased. If a bushing is dislodged from
its bore, the crankcase MUST BE discarded or returned to the factory for possible repair consideration.

Engine disassembly procedures should be changed to include removal of the cylinders and body fit thru
studsprior to removing the additional hardware that is used to secure the two crankcase halves together.

CAUTION

Repair procedures that require the installation of body fit thru studs as a means of
maintaining crankcase alignment, such as reboring the main bearing bore for over-
size main bearings or reaming a body fit thru stud bore to an oversize dimension,
will also requii´•e installation of the crankcase flange bolts to insure that the
bushings re;na;n in place when the body fit thru studs are removed.
Lycoming N1AN DATO R‘9
Reciprocating Engine Division/
Subsidiary of Textron Inc.
652 Oliver Street
SERVICE BULLETIN
Williamsport,PA 17701 U.S.A.

DATE: April 23, 1993 Service Bulletin No. 475B


(Supersedes Service Bulletin No. 475A)
Engineering Aspects are
FAA Approved

SUBJECT: Crankshaft Gear Modification and Assembly Procedures.

Lycoming Direct Drive Piston Aircraft Engines (including


I MODELS AFFECTED: All Textron
VO-360 and IVO-360;excepting O-320-H, O-360-E, LO-360-E, TO-360-E,
LTO-360-E, and TIG-541 series engines).

TIME OF COMPLIANCE: During overhaul, after’a propeller strike, or whenever crankshaft gear
removal isrequired.

Damage to the crankshaft gear and the counterbored threading a gearretaining bolt to the bottom of
recess in the rear of the crankshaft, as well as badly the hole and comparing the exposed length of the
worn or broken gear alignment dowels are the result bolt with the thickness of the gear and lockplate.
of improper assembly techniques or the reuse of worn

or damaged parts during reassembly. Since a failure I CAUTION


of the gear or the gear attaching parts would result in
complete engine stoppage, the proper inspection and USE EXTREME CARE WHEN CLEAN-
reassembly of these parts is very important. The pro- I ING THREADS WITH TAP.
cedures described in the following steps are mandatory.

CAUTION _
AFTER GRINDING
CHAMFER 450 x .03

PRIOR TO MAKING ANY REPAIRS TO


MACHINE TO THIS
THE CRANKSHAFT, INSURE THAT DIA. BEFORE
PLATING. PLATE
THE COUNTERBORED GEAR MOUN-
oiA. ONLY. GRIND
TING FACE OF THE CRANKSHAFT IS ’V
DIA. TO 2.126/2.125
UNDAMAGED BY FRETTING OR GALL- AFTER PLATING.

ING. DAMAGE OF THIS NATURE IS


UNREPAIRABLE. PLATING NOT PERMIT-
TED IN THESE HOLES

1. Examine the threads in the gearretaining bolt THIS SURFACE AND PILOT
tapped hole
hole of the crankshaft. Insure that the DIA. MUST RUN TRUE
.09 MAX. WITHIN .001 IN. TOTAL IN-
is clean and the threads are undamaged. The DICATOR READING. DO
threads can be cleaned by running a tap through r- NOT PLATE THIS SURFACE.
them. Use a standard .3125-24NF3 (P.D.
.2854/.2878) tap for 5/16 inch threads. Use a stan-
dard.500-20NF3 (P.D..4675/.4701) tap for 1/2´• inch Figure 1. Details for Repairing Pilot
threads. Check the depth of the thread by Diameter of Crankshaft

Page 1 of 6
CL;a~ ~:nerali-ylarlon
1)/:i!UnUI~E:CiSrS ´•.:ii.ei3ll0n
Service Bulletin No. 475B

2. Check the condition of the dowel in the end I FACE REQUIRES REPAIR OTHER THAN
of the crankshaft. It should be perfectly smooth SPECIFIED IN "CAUTION’’ ON PAGE 1,
with no indication of nicks or deformation. If it THE CRANKSHAFT SHOULD FIRST BE
is out of round, it should be removed and replac- I MEASURED AS SHOWN IN FIGURE 7
ed with a new one. Replacement instructions are I IF THE CRANKSHAFT MEASURES
in paragraph 4. If dowel condition is acceptable, I MORE THAN THE MINIMUM DIMEN-
insure that it is installed as shown in Figure 2 or 3. 1 SION SHOWN IN FIGURE 7 THE SUR-
FACE MP;Y BE REWORKED DOWN TO
CAUTION I THE DIMENSIONS SHOWN. (DO NOT
PLATE THIS SURFACE.) THE SURFACE
IF THE DOWEL MUST BE REMOVED, IT IS
MUST BE TRUE WITHIN .001 IN. TO~AL
VERY IMPORTANT TO DO SO WITHOUT
INDICATOR READING TO REAR MAIN
DAMAGING THE HOLE IN THE CRANK-
BEARING AND THE SURFACE FINISH
SHAFT. A SATISFACTORY METHOD CON-
MUST BE HELD TO 45 TO 90
SISTS OF DRILLING A 118 IN. DIA. HOLE
MICROINCHES.
THROUGH THE CENTER OF THE DOWEL;
THEN FILL THE HOLE WITH OIL AND IN- e. Chamfer edge of pilot diameter 450 x .03
SERT A PIECE OF 1/8 IN. DIA. DRILL ROD as shown in Figure 1.
IN THE HOLE. STRIKE THE END OF THE
DRILL ROD A SHARP BLOW WITH A HAM-
MER. HYDRAULIC PRESSURE OF THE OIL
WILL FORCE THE DOWEL FROM THE
CRANKSHAFT.

3. Check the pilot diameter of the counterbore STD-1065 DOWEL IS


DRIVEN TO LOCATE
on the end of the crankshaft for size and evidence
SHOULDER OF DOWEL
of damage. This diameter should not exceed .010/.020 IN. BELOW
2.1262 inches when measured at any location. If SURFACE.
found to be oversize, the crankshaft may be
repaired as described in the following steps. Do
not attempt to reuse a crankshaft with an over-
size pilot diameter.

a. After removing the dowel, machine the pilot


diameter in the end of the crankshaft to
2.129/2.130 inch as shown in the illustration. Figure 2. Section Thru End of Crankshaft
See Figure i. Also, cut the .09 deep x .06R Showing Driven Height of STD-1065 Dowel
undercut as shown.

b. Chrome or nickel plate the surface of the


pilot diameter with a firmly bonded deposit that
is free of pin holes, blisters and any other im-
perfections that could impair the function of the
parts.

c. After plating, stress relieve the shaft by bak-


ing at 3900 to 4100E for 3 to 5 hours.

d. Grind the plated pilot diameter surface to


STD-2078 DOWEL IS
2.125/2.126 inch. Note that the diameter must DRIVEN TO LOCATE
run true with rear main journal within .001 inch END OF DOWEL .160
IN. ABOVE COUNTER-
total indicator reading. BORE SURFACE OF
CRANKSHAFT
CAUTION

THE CRANKSHAFT COUNTERBORED


GEAR MOUNTING FACE SHOULD BE Figure 3. Section Thru End of Crankshaft
CHECKED FOR DAMAGE. IF THE SUR- Showing Driven Height of STD-2(n8 Dowel

Page 2 of 6
Service Bulletin No. 475B

4. If the dowel has been removed, check the con- I CAUTION


dition of the dowel hole in the crankshaft. If out-
CRANKSHAFT GEARS FOR APPLICABLE
of-round or oversize, ream as required for installa-
ENGINES ARE NOW MANUFACTURED WITH
tion of an oversize dowel. Available oversize dowels
THREE 3/4 INCH RADIUS SCALLOPS CUT INTO
and the corresponding size for reamed holes are
THE O.D. OF THE PILOT FLANGE AND A
shown in Table I.
COUNTERBORE ON THE BACK SIDE OF THE
GEAR. THESE ENLARGED SCALLOPS HAVE
5. Install a new dowel in the crankshaft as shown I BEEN ADDED TO ALLOW INSPErrION OF THE
in Figures 2 and 3. Insure that the correct dowel I GEAR AND CRANKSHAFT ASSEMBLY. SER-
is installed. I VICEABLE GEARS MUST BE MODIFIED AS
SHOWN IN FIGURE 5, PRIOR TO BEING
REASSEMBLED ON THE CRANKSHAFT, OR A
TABLE I DOWELS DOWEL HOLES I I NEW GEAR THAT HAS BEEN MANUFACTURED

Size
TO THIS CONFIGURATION MUST BE INSTALLED.
Diameter Diameter of
Code of Dowel Dowel I BEFORE MODIFYING THE GEAR, MEASURE THE
Dowel on "A" Hole in I DIAMETER OF THE PILOT FLANGE. IF IT IS LESS
Part No. Dowel (fig. 4) Crankshaft I I THAN 2.1245 INCH, IT SHOULD NOT BE REUS-
ED. THE ORIGINAL 2.1250/2.1255 DIMENSION OF
STD-1065 None .3095/.3100 .3085/.3095
THE CRANKSHAFT GEAR MUST BE RESTORED
STD-1065-P02 P02 .3115/.3120 .3105/.3115
WITH A FLASH COPPER PLATE OF UP TO .0005
STD-1065-P05 P05 .3145/.3150 .3135/.3145
INCH MAX.
STD-1065-P10 P10 .3195/.3200 .3185/.3195
STD-1065-P15 P15 .3245/.3250 .3235/.3245 TABLE II
STD-2078 None .3760/.3765 .3750/.3760 CRANKSHAFT GEAR ATTACHING PARTS
STD-2078-P02 P02 .3780/.3785 .3770/.3780
New Superseded
STD-2078-P05 P05 .3810/.3815 .3800/.3810 Crankshaft Crankshaft
STD-2078-P10 P10 .3860/.3865 .3850/.3860 Gear Gear Lockpiate Bolt Dowel
STD-2078-P15 P15 .3910/.3915 .3900/.3910 Part No. Part No. Part No. Part No. Part No.

11 13519646 61155 LW-18639 I STD-22L3 STD-1065


13S19647 67514 LW-18638 ISTD-2209 1(5/16 in. diam.
13319648 76786 LW-18638 I STD-2209

lr
13S19649 LW-10284 LW-10332 AN8-14A STD-2078
(3/8 in. diam.)
.2510

CAUTION

t~f SOME OLD CRANKSHAFT GEARS ARE CAR-


BORIZED ALL OVER. IF CARBORIZED, THEY
WILL NOT NICK WHEN A FILE IS USED ON
f- STD-1065 DOWEL SCALLOP. IF CARBORIZED ALL OVER, GEAR
SHOULD NOT BE REWORKED.

6. Assemble the gear to the crankshaft using


.3765
DIA. both
.3760 lockpiate and bolt. Refer to Figure
a new

6. The correct bolt, lockplate and dowel for each


gear are shown in Table II. Tighten the bolt to
~’A"
125 inch Ibs. torque, then with a hammer and
brass drift, tap lightly around the pilot flange of
the gear and listen for sharp solid sounds from
7- STD-2078 DOWEL the hammer blows that would indicate that the
gear is seated against the crankshaft. As a check
Figure 4. Details of Crankshaft Dowels I on the seating against the crankshaft, attempt to

Page 3 of 6
Service Bulletin No. 475B

DOWEL HOLE

600

CL?~
f
.78

BREAK ALL SHARP


EDGES OF GROUND
SURFACES WITH A
.758 3 PLACES
HAND STONE.
EQUALLY SPACED
WITHIN 50

t
.78
f
.94

L i_
P/N 13819649 P/N 13819648

i,, i,,

t
1.31

1- .94

1 56-

P/N 13819646 UT~- P/N 13819647

Figure 5. Details for Rework of Crankshaft Gears to


Current Configuration

Page 4 of 6
Service Bulletin No. 475B

insert a pointed .001 inch thick feeler gage or shim the gear attaching bolt to the proper torque.
stock between the gear and crankshaft at each Tighten the 5/16 inch bolt to 204 inch-pound tor-
of the three scallops. The .001 feeler gage, or any que or the 1/2 inch bolt to 660 inch-pound tor-
smaller feeler gage, must NOT fit between the que, Measure the clearance between the O.D. of
two surfaces at any location. (.001 feeler gage is the gear flange and the pilot I.D. of the crankshaft.
used as an indicator, however there must be no There should not be more than .0005 inch
clearance between crankshaft and gear.) Retighten clearance at any point.

NOTE

ATTACHING BOLT: REFER TO TABLE II FOR


5H6" BOLT APPLICABLE BOLT
DO NOT REUSE
HEAD MUST BE PART NO.
IDENTIFIED AS
SHOWN. L ASSEMBLE WITH THREADS
CLEAN AND DRY OF ALL
Q FOREIGN SUBSTANCES. PRIOR
TO ADDING LUBRICANT.

ADD SMALL AMOUNT OF


NOTE: IN SOME ENGINES A FELPRO FOOD GRADE AA. PIN
TANG WILL BE FOUND INSTEAD 51188. LUBE FIRST 318 INCH ~I
OF ASLOT AT THIS LOCATION. jb I DO NOT REUSE 1 OF THREADS, THEN WIPE
IT SHOULD BE FREE FROM LEAVING LURE RETAINED
NICKS AND DENTS. WITHIN THREADS ONLY.
GEAR: CHECK SLOT AND
TEETH FOR CONDITION.
CHECK DOWEL HOLE AND
AFTER GEAR IS ASSEMBLED, PILOT FLANGE FOR SIZE (SEE
ATTEMPT TO INSERT A .001 TEXT). MODIFY TO PROVIDE
INCH FEELER GAGE BETWEEN I SCALLOPS ISEE FIGURE 5).
GEAR AND CRANKSHAFT AT
EACH SCALLOP (SEE TEXTI. CRANKSHAFT: CHECK CONDITION
OF THREADS BY SCREWING IN
ATTACHING BOLT (SEE TEXT).
BE SURE MATING SUR- CHECK CONDITION AND
FACE OF GEAR AND DIAMETERS OF DOWEL, PILOT.
CRANKSHAFT COUNTER- fa DIAMETER AND FACE.
BORE ARE CLEAN AND’
DRY OF ALL FOREIGN
SUBSTANCES. GEAR
MUST SEAT FIRMLY IN
COUNTERBORE DURING
ASSEMBLY (SEE TEXTI.

Figure 6. Rear End View of Crankshaft Showing


Associated Parts

CAUTION

NO FIELD REPAIR OF CRANKSHAFT GEAR ATTACHING THREADS IS PER-


MITTED. CRANKSHAFTS REQUIRING THIS TYPE OF REPAIR MUST BE
RETURNED TO THE FACTORY THROUGH AN AUTHORIZED TEXTRON LYCOM-
ING DISTRIBUTOR.

Page 5 of 8
Service Bulletin No. 475B

7. Bend the lockplate against the bolt head. in place against the bolt head and that the inspec-
tions and rework required by Textron Lycoming
Service Bulletin No. 475B were accomplished,
8. A logbook entry, specifying the final bolt tor- should be made and signed by an authorized in-
que, verifying that the lockplate was properly bent spection representative.

THRUST
FACE
SURFACE

MINIMUM DIMENSION

4 CYLINDER 13.692 INCHES


6 CYLINDER 21.094~1NCHES
8 CYLINDER 28.226 INCHES

CAUTION

INSURE MINIMUM DIMENSION IS MEASURED BETWEEN THRUST FACE SUR-


FACE AND PILOT.

Figure 7 Minimum Dimension of Crankshaft

NOTE: Revision "B" changes all NOTES to CAUTIONS, revises Figure 5 and Figure 6, adds CAUTION about
reworking gear mounting face, adds Figure 7 and includes all information in Service Bulletin No. 475A.

15563, 16674 22644, 22644A These numbers for Textron Lycoming reference only.

Page 6 of 6
hi ~:e I ~1:1Lycoming MAN DATO RY
,6,o,,,,,,,,
PA 17701 U.S.A.
Williamsport, SERVICE BULLETIN
570/323-6181

DATE: July 13, 2000 Service Bulletin No. 4801)


(Supersedes Service Bulletin No. 480C)
Engineering Aspects am
FAA Approved

SUBJECT: I. Oil and Filter Change and Screen Cleaning


Ii. Oil Filter/Screen Content Inspection

MODELS AFFECTED: All Textron Lycoming direct drive and TIGO-54 i piston engines.

TIME OF COMPLIANCE: As required by subject bulletin.

Textron Lycoming recommends the following:

I. Oil and Filter Change and Screen Cleaning.

I A. Within 10 hours of operation, oil


suction screen check for new,

installed cylinders.
change, filter replacement or pressure screen cleaning, and oil sump
remanufactured, or newly overhauled engines and for engines with any
newly

B. At 25 hours after the first filter replacement/screen cleaning oil


replacement orchange, filter
I pressure cleaning and oil sump suction screen check for new, remanufactured or newly
screen

overhauled engines and for engines with any newly installed cylinders.

25-Hour interval oil change, cleaning, and oil sump suction


I c.

engines employing a pressure


pressure
screen
screen

system.
screen check for all

D. 50-Hour interval change and filter replacement and suction screen check for
oil all engines using
full-flow filtration system (except for engine models TIO-540-AF1A and -AF1B, which require 25
hour interval changes).

E. A total of four (4) months maximum between changes for systems listed under "A", "B", "C" and
I "D".

F. All turbocharged engines must be broken-in and operated with ashless dispersant oil. (Refer to latest
edition of Service Instruction No. 1014.)

II. Oil Filter/Screen Content Inspection.

A. Using the following methods, check for premature or excessive engine component wear, indicated by
the presence of metal particles, shavings, or flakes in the oil filter element or screens.

i. OilFilter.

Page 1 of2

8´•´•´•´•´•-´•-
Nlanufacturers Association
Service Bulletin No. 480D

Using approved method leg., for full-flow, spin-on filters, Champion Tool CT-470
1 a. use or

AirWolf Cutter AFC-470), open the filter.

b. Check condition of the oil from the filter for signs of metal contamination.

c. Remove the paper element from the filter.

d. Carefully unfold the paper element and examine the material trapped in the filter.

2. Pressure Screen.

If engine employs a pressure screen system, check the screen for metal particles.

3. Oil Sump SuctionScreen.

After draining oil, remove the suction screen from the oil sump and check for metal particles.

B. If examination of the used oil filter or pressure screen and the oil sump suction screen indicates
abnormal metal content, additional service may be required to determine the source and possible need
for corrective maintenance.

NOTE

Textron Lycoming encourages the use of spectrograph oil analysis to monitor engine
component wear rates. Refer to the latest edition of Service Letter No. L171.

NOTE: Revision "D" revises text under I. A. and I. E.

Page 2 of2
i FimF~Lycoming ´•.SERVICE
Wil amsportTextron $treetPlantSubsidiary
256Oliver
lgnimocyL
U.S.A.
of Textron Inc.
BULLETIN
Williamsport, PA 17701

August 4, 1989 Service Bulletin No. 486


DATE:
Engineering Aspects are
FAA Approved

SUBJECT: Inspection of Single Belt Driven Ring Gear Support Assemblies

NOTE

This Service Bulletin is not applictlble to ring gears with multiple belt

grooves.

MODELS AFFECTED: All new, remanufactured and overhauled engines shipped from Textron
Lycoming after June 12, 1989 are in compliance with this Service Bulletin.

Affected Starter Ring Gear Support Assembly Part Numbers are as follows:

72245, 74321 76628, 76944, 77579, 78426, 78652, LW-10552, LW-11519,


LW-12605, LW-13n6, LW-13423, LW-13675, LW-16039, LW-16470, LW-164n,
LW-16577, LW-18694 and LW-18736.

Any of the following engine models that were remanufactured or overhauled


and shipped from Textron Lycoming between January 1, 1988 to June 12,
1989 inclusive.

Affected Engine Models:


0-235 -C1, -C2A, -C2C, -H2C, -J2A, -K2B, -K2C, -L2A, -L2C, -N2A,
-N2C, -P2A; 0-320 -A2B, -A2C, -A2D, -B2A, -B2B, -B2C, -D1A, -D1C,
-D1D, -DLF, -D2A, -D2G, -DzJ, -D3G, -E1A, -IS%A, -E2D, -E2G, -E2H,
-E3D, -HBAD; 10-320 -B1A, -C1A, -D1B, -E2A; AEIO-320 -D1B, -D2B,
-E1B, -E2B; LIO-320 -B1A, -C1A; 0-360 dlA, -A1D, -A1AD, -A1F6,
-A1FGD, -A1G, -A1G6D, -A1H6, -A2n, -A2F, -A3A, -A4A, -A4G, -AQT, -AlK,
-A4M -A4N, -ASAD, -C1E, -C1F, -C1G, -C2C, -C2E, -E1A6D, -Flt\6;
10-360 -A1A, -A1B, -A1B6, -A1BGD, -A1D, -A1D6, -A3B6D,
-B1B, -B1D, -B1E -C1C6, -C1E6, -J1~C,D; 1-110-360 -AIA, -CLA, -DlA,
-E1AD, -F1AD; AEIO-360 dlA, -A1B, -A1BG, -A1D, -A1E, -B1B,
-B1F, -B1G6, -B2F, -B4A, -H1A; TIG-360 -C1AGD; TO-360 -E1AGD;
LO-360 -A1GGD, -E1AGD; LIO-360 -C1E6; LTO-360 -E1AtiD; 0-540
-A1C5, -A1D5, -A4B5, -B2B5, -B2C5, -B4B5, -F1B5, -G1A5, -G2A5, -H2A5,
-J1A5D, -J3A5, -J3A5D, -J3C5D, -L3C5D; 10-540 -B1C5, -C4B5, -C4D5D,
-E1A5, -E1B5, -G1D5, -K1A5, -K1A5D, -K1B5, -K1G5, -K1GFjD, K1H5,
-KU5D, K1K5, -L1B5D, -L1C5, -W1A5D, -V4A5D; AEIO-540
-D4A5, -D4B5, -L1B5, -L1B5D; TIG-540 -A2C, -C1A, -nBD, -J2B, -J2BD,
-S1AD, -hA1AD, -AB1AD, -V2AD, -W2A; LTIO-540 -J2RD; 10-720 -A1B,
-D1C, -D1CD, -D1BD.

Page 1 of 4

~3 -´•1~"-
Manufactvers Association
Service Bulletin No. 486

MODELS AFFECTED: qf~ected Neu, Engines:


(Continued)
0-235 -H2C with serial number G24656-15, -L2A with serial numbers
G24660-15 thru G24719-15; -L2C with serial numbers L24679-15 thru
G24723-15; -N2C with serial numbers L24680-15 thru G24700-15.

0-320 -A2B with serial numbers L50233-27A thru G50345-27A; -A2D


with serial number G50339-27A; -B2B with serial numbers L15133-39A
thruG1513539A; -B2C with serial numbers L1473839A thru G15482-39A;
-DUS. with serial numbers G14813-39A thru L15368-39A; -D2A with serial
numbers G14708-39A thru G15490-39A; -D2G with serial numbers
L15422-39A and L15491-39A; -D2T with serial numbers G14753-39A thru
G15423-39A; -D3G with serial numbers L14702-39A thru L15463-39A,
except C15445-39A, L15451-39A, G15453-39A, G15454-39A and
G15458-39A; -E2A with serial numbers G50232-27A thru L50319-27A;
-E2D with serial numbers G50235-27A thru G50334-27A; -E3D with serial
number G50239-nA.

10-320 -B1A with serial number G5913-55A.

AEIO-320 -D1B with serial numbers G5905-55A thru G55944555A.

LIO-320 -B1A with serial number L-329-66A.

0-360 -AyA with serial numbers G31731-36A thru G32024-36A; -A1D


with serial number G3198456A; -AUU) with serial numbers L31859-36A
thru G32092-3~A; -AUHG with serial numbers G32145-36A; -A2A with
serial number G3208336A; -A3A with serial numbers G31743-36A thru
G32123-36A; -A4A with serial numbers L31787-36A and G31816-36A;
-AAJ with serial number G31814-36A; -A4M with serial numbers
L31720-36A thru G3213956A; -A4N with serial number L31900-36A;
-CUF with serial numbers L3173936A thru G32063-36A; -C1G with serial
numbers G31747-36A thru G32146-36A and L32165-36A; -FlA6 with serial
numbers L31799-36A and L31815-36A,

101360 -A1A with’serial numnbers L24993-51A and L25091-51A; -A1B6


with serial numbers G24701-51A thru L25114-51A; -A3B6D with serial
numbers L24683-51A thru G251l8-51A; -C1C6 with serial numbers
G24813-51A thru G25097-51A; -C1E6 with serial number L24705-51A.

HIO´•360 -D1A with serial numbers L24679-51A thru L25101-51A; -FLAD


with serial numbers G24713-51A thru L25047-51A.

AEIO-360 -A1B with serial numbers L251l7-51A; -A1B6 with serial


numbers G24688-51A thru’L25119-51A; -A1D with serial numbe~8
L24686-51A thru G24857-51A; -A1E with serial numbers L24698-51A
thru L25068-51A; -B1B with serial number L24741-51A; -B1F with serial
number G24958-51A; -B2F with
s~rialnumbers G24708-51A thru
G251l5-51A; -B4A with serial numbei´• L24704-51A,

TIO´•880 -C1A6D with serial numbers G205-64A thru G209-64A.

Paee 2 of 4
Service Bulletin No. 486

MODELS AFFECTED: 0´•540 -B2B5 with serial number G24309-40A; -B2C5 with serial number
(Continued) G24314-40A; -B4B5 with serial numbers G24220-40A thrt G24317-40A;
-F1B5 with serial numbers L24203-40A thru L24267-40A; -G1A5 with
serial numbers Lr24206-4QA thru G24320-40A; -JLA5D with serial numbers
G24198-40A thru G24319-40A; -J3A5 with serial number L24196-40A;
-J3A5D with serial number G24197-40A thru L-24310-40A; -J3C5D with
serial numbers L24207-40A thru G24293-40A; -L3C5D with serial number
L24308-40A.

10-540-C4B5 with serial numbers L23795-1~8A thru L24116-48A; -C4D5D


with serial numbers G23784-48A thru G24133-48A; -K1B5 with serial
numbers G23940-48A thru G24132-48A; -K1G5 with serial numbers
L-23731-48A thru Ir241l9-48A; -K1GSD with serial numbers L23771-48A
thru G24122-48A and C24120-48A;-K1H5 with serial number
I/23930-48A; -KU5D with serial numbers L23738-48A thru G24076-48A;
-K1K5 with serial numbers G23720-48A thru L24134-48A; -W1A5D with
serial numbers G23733J48A thru L24096-48A.

AEIO-540 -D4A5 with serial numbers L23735-48A thru L24137-48A;


-L1BBD with serial numbers G23736-48A thro G24080-48A and
G24136-48A.

TIG-540 -A2C with serial number G8922-61A; -CLA with serial numbers
LS940-61A thru LS962-61A; -F2BD with serial numbers LS924-61A and
G8939-6UA; -J2BD with serial numbers G8912-61A thru L9053-61A;
-S1AD with serial number L9026-61A; -AA1AD with serial numbers
L8910-61A thru G9031-61A; -AB1AD with serial numbers G8950-61A
thru G9017-61A.

10-720 -A1B with serial numbers L1596-54A thru G1612-54A; -D1C with
serial numbers L1599-54A and t1601-54A.

TIME OF COMPLIANCE: At next 100 hour inspection period or earlier at owner’s discretion.

It has been discovered that a small quantity of Starter Ring Gear Support Assemblies installed on engines and
shipped as spares between January 1, 1988 and June 12, 1989 may exhibit one or more cracks on the front and/

or rear machined surfaces. The crack or cracks may appear at any point on the surfaces mating with the crankshaft/

propeller flange. See Figure 1, Page 5.

Before inspection, removal of the propeller and starter ring gear support assembly must be accomplished in
accordance with the Aircraft Manufacturer’s Service Manual. The support assembly must be removed from the
engine for inspection.

After removal of the starter ring gear support, inspect the support assembly in the areas shown in Figure 1,
Page 5, using a dye penetrant to insure no cracks are evident. Follow the penetrant manufacturer’s instructions
to perform the inspection.

If a crack is evident, the starter ring gear support assembly must be returned to Textron Lycoming through
an authorized Textron Lycoming distributor for warranty consideration.

If cracks are found, the starter ring gear support assembly must be identified with a yellow circular paint
no

mark approximately 3/4 inch in diameter located 180 degrees from top dead center mark on the rear side of the
support assembly. See Figure i, Page 5.

Page 3 of 4
Service Bulletin No. 486

be recovered by submitting warranty application through any authorized Textron Lycoming


Labor costs can a

Distributor.

Labor allowances: 2 Hours for Fixed Wing Aircraft.


6 Hours for Helicopters.

Labor allowances will be effective until one (1) year from date of this Bulletin.

After completion of this work, make a logbook entry stating that the engine has been inspected and complies
with this Service Bulletin.

Shading Shows Area To Be


Inspected On Front And Rear
Surfaces.

~i 1
I

Identity By 3/4" Crrcular Paint Mark


Approximately 1800 From Top Center
Timing Mark On Rear Side Ot aear.

Figure i, Starter Ring Gear Inspection Areas

Page 4 of 4
~jLycoming SERVICE
Williamsport Plant
Textron LycominglSubsidiary
652 Oliver Street
Williamsport.PA 17701
oi Textron Inc.

U.S.A.
BULLETIN

DATE: December 18, 1990 Service Bulletin No. 496


Engineering Aspects are
FAA Approved

SUBJECT: Reprint of Lear Romec Service Bulletin 101SB019

MODELS AFFECTED: All Textron Lycoming engine series with applicable fuel pump models and
serial numbers listed in this publication.

TIME OF COMPLIANCE: Same as that for Service Bulletin 101SB019.

Lear Romec Service Bulletin 101SB019 is reprinted in its entirety as follows. Textron Lycoming requires com-

pliance with this publication.

Page I of 3
CD
Q, CRANE LEAR ROMEG CORP. CRANE LEAR ROMEC CORP.
1 or .suauouarorc~u*Eu,

Z
.E3 SERVICE BULLETIN 8. Reason.

(1) Diaphragms(part number RA5326) manufactured between October 1986 and December 1969
I were found to be non-conforming to the elastomer manutacture~s process specifications.
fP NOTE: THIS BULLETIN REPLACES ALL PREVIOUS ISSUES OF SERVICE BULLETIN NUMBER
101SB019
(2) During the period that non-conforming material was used in manufacture, there were five
reported low-time diaphragm failures, all in a single aircraft type (Piper PA-46-350P,
e Subject: ROTARY FUEL PUMP RELIEF VALVE DlAPHRAGM REPLACEMENT
powered by Textron Lycoming TIO-540-AE2A engines).
r/)
1. Iin~nmPlianre
(3) As a result of failure reports, Lear Romec conducted a series ol tests to determine if non-
conforming material contributed to premature diaphragm failure. Factory tests could not
At next scheduled engine/aircraft inspection or earlier, at owner’s descretion.
duplicate field failures and demonstrated that performance characteristics and service life of
diaphragms made from ron-conforming materialwere comparable to pe-1986 diaphragms.
2. Plannino Information.

P~ZE: Diaphragms are made of synthetic rubber material which is subject to


A. Effectivity. deterioration over time. This bulletin addresses only premature failures in recently
manufactured or ovemauled pumps. Failure effects listed below would also occur
This bulletin applies pimps newly manufactured between October 1986 and December 1989 and
to
as a result of r~rmal deterioration. For this reason, the manufacturer emphasizes the
to pumps that were overhauled since October 1986. Pump models affected by this bulletin a~e
need for periodic fuel pump diaphragm inspection.
listed below:

(4) Depending on the fuel system arrangement, diaphragm failure could result in the following
Ainame/Enaine Mfrs PIN Awlication Unit Serial Nos.
conditions:

RG9080F2 Lycoming 68262 G~435X;O-480 Series [)6689 thru D7401


(a) In applications where the relief valve vent (supercharger) port is not plumbed to an over
Engines board drain or holding tank, fuel leakage may accumulate in an area where an ignition

source exists.
RG9080J4A Lycoming LW-13909 10-540, 10-720, LTIO-540, D6689 thru D7403
TKi0-541,TIO-360 a TIG-540 in fuel leakage into the pump
(b) In turbocharged applications, diaphragm failure may result
Series Engines
upper deck reference line resulting in an enriched fuellair mixture (See para. 2.H. fit, [2j
and [3j
RG9080J6A Lycoming LW-14444 10-720, LTK~540 6 710-540 D6689 MN D7403
Se6esEngines C. Description
RG9080J7A Lycoming LW-13920 10-540, LTK)-540, TIG-540 D6689 thru D7403
implementation of this bulletin will remove non-conforming diaphragms from the field.
610-770 Series Engines

D. Approval.
RG9080JBA Lycoming LW-15740 K3-7X), LTHr540 6.TIG-540 D6689 thruD7403
Series Engines This service bulletin contains no modification information that revises the approved configuration
and therefore does not require govenlmental or other regulatory agency approval.
RG9570P ~ycoming W-19012 TW)-540-S1AD

E. Manpower.
AG9570J/K Series Beach 50-389101 Series 50, 55, 60, 65.70 a 80 Aircraft Series
With pump removed from aircraft and in a fully equipped overhaul facility, 1.5 manhours are re-
RG347;OAIQF Beach 91-380003-Series 901~9 Airaaft Series 87034 Vuu 87582
quired to accomplish this bulletin.

RG34720D Piper 70490-3 Cheyenne Aircraft Series 87034 thru 87582


F. Tooling Price and Availability

RW7060/A 8eech 114-389042 Series 1900 Ainran Series 8329 thru 8665 set relief valve
Na special tooling is required to accomplish this bulletin. Equipment required to
alter diaphragm replacement is listed in the applicable component maintenance manual (paragraph \p?
RR3MMOC Cessna 421 Airaan Series 8815 Ihru 8855
2.H.). m
(Teledyne Continental
GTSKT520-C-N) (Cd
’AWlies to units overhauled since Oct. 1986 Only.
101SB019 101SB019
ease 1 Page 2
Jun 29/90 Jun 29/90

2-
CRANE IEARRSMECCORP- ICRANE AELac CORP.
RROMEC "o
~scsslol´•ar or cLu*a
sus~m*a´• or m

g gb
G. Weight and Balance A. Warranty Claims. a~
and retest. Operators
Not affected. Return pumps under warranty to the factory for dia~hragm replacement
Romec Service Repair
I electing to replace diaphragms in the field should contact the Lear
EP Department and state date of pump purchase and unit serial number.
H. References.

accomplished in conjunction with the applicable maintenance


This bulletin is intended to be B Routine Maintenance Replacement.
t bulletin are as tollows:
publications Publications that apply to pumps covered this
in
e,
Contact the distributor, Cucas Avitron, for price and availability of new, certified diaphragms.

(1) Textron Lycoming Service Letter No. 1446 dated August 9, 1989
(2) Piper Aircraft Service Bulletin No. 915 dated July 8, 1989.
C. Spare Diaphragms.
(3) Lycoming Service Bulletin No. 487
RG9080 Series, Oct 2/87 Return spare diaphragms to the factory for replacement.
(4)
(5) RGg570K/J Series, Mar 15/86
(6) RG34720A/D, Feb4/87
(7) RG34720C/F, Apr3/90
(8) RR36090, Dec 18/86
(9] RG37060/A, Jan 10/86

i. Other Publications Affected

None

3. Accomoiishment Instructions.

A. Disassemble pump to the extent necessary to gain access to diaphragm (par? number RA5326).

to reflect a cure date of the second


C~QIE; Replacement diaphragms must be white-ink stamped
qua~ero11990(2Q90)orsubsequent.
of 2Q90 later, reassemble,
Replace existing diaphragm.Nith a diaphragm having a cure date
or
B.
and test according to applicable publication (see paragraph 2.H.).

~IQLE: Lear Romec recommends replacement of all synthetic rubber parts remsved from pump

when accomplishing work described in this bulletin.

the serial number on unit identification plate to


C. Using metal slamp, add suffix number’-019" to
show incorporation of this bulletin.

4. Maten’al Information.

Obtain new diaphragms from the following sources.

Distributor: Lucas Avitron Factory. Lear Romec


P.O. Box 120039 P.O. Box 4014
Stamford, Connecticut 06912 Elyria. Ohio 44036

Tel: (203) 3518300 Tel: (216) 323-3211


Fax: (216) 322-3378
Fax: (203) 3518305

101SB019 101SB019
Tagf 4
Page 3
Jun 9/90
3un 29/90

3
;3 ijcz;mjwq ~i! P j i

:i´•clorcc~lna ?:´•r ;;;I::il´•


!Ibsloiarv ijl
i?? !:-i´•;st ::.´•::ii?rtJ j~ SUF ’T!icii

iliHII’S~Ori

DATE: August 16, 1993 Service Bulletin No. 510


Engineering Aspects are
FAA Approved

SUBJECT: Reprint of Precision Airmotive Corp. Service


Bulletin No. PRS-IOI.

MODELS AFFECTED: New Textron LvcominP Engines:

TIO-540-AF 1A with serial numbers 9458-61A,


9459-61A, 9460-61A, 9466-61A, 9469-61A,
9472-61A.
TZO-540-J2B with serial numbers 9456-61A,
9457-61A.
LTIO-540-J2B with serial number 2928-68A.
LTIO-540-J2BD with serial numbers 2929-68q
2930-68A.

Factory Rebuilt Textron Lvcominn Engines:

1O-540-S1A5 with serial numbers 16683-48A,


18772-48A.
TIO-540-A2C with serial numbers 1726-61A,
2909-61A, 3982-61A, 6080-61A, 6100-61A,
6646-61A, 7647-61A, 9330-61A.
TIO-540-C 1A with serial numbers 4198-61A,
603 9-61A.
T1O-540-F2BD with serial number 5995-61A.
LTIO-540-F2BD with serial number 1072-68A.
TIO-540-J2B with serial number 6423-61A.
TIO-540-J2BD with serial numbers 3545-61A,
6214-61A, 6215-61A, 6711-61A, 6752-61A,
7034-6 1A, 7 187-61 A, 73 49-6 1 A, 75 04-6 1 A,
7539-61A, 7562-61A, 7705-61A.

Page 1 of4
Service Bulletin No. 510

MODELS AFFECTED: LTIO-540-J2BD with serial numbers 1232-68A,


(Continued) 2455-68A, 2474-68A, 2543-68A, 2560-68A,
2589-68A, 2962-68A.
TIO-540-SIAD with serial numbers 5650-61A,
9452-61A.
IO-720-B1BD with serial numbers 1655-54A,
1656-54A.

All spare Precision Airmotive Corp. air bleed


nozzle assemblies, Lycoming P/N LW-18854
(2524917-1) and Lycoming P/N LW-18853
(2524923-1) shipped between April 4, 1993
and July 15, 1993.

TIME OF COMPLIANCE: Within the next 25 hours of flight or before


September i, 1993, whichever occurs first.

Precision AirmotiveCorp. ServiceBulletinNo. PRS-101 isreprinted initsentirety as

follows. Textron Lycoming requires compliance with this publication.

Thisreprintiscurrent atthetime Service BulletinNo. !10 is issued. However, when


complying with this Service Bulletin, insure that this reprint of Precision Airmotive Corp.
Service Bulletin No. PRS-101 is the current revision at time of compliance.

Page 2 of4
Service Bulletin No. 510

AIRMOTIVE CORPORATION
Service Bulletin
3210 ~00m ST. SWBLDO a
NEREZT, WASHINGTON 9~204
Fuel Systems
FAASMA
Bulletin No.: PRS´•~OI
Date: 7/19/93

SUBJECT: Recall of Fuel Injector Noule Assemblies, Part Numbers 2541946,


2524917-1 and 2524923-1,

SECTION I-PLANNING INFORMATION

A. EFFECTIVITY:

All 2541946, 2524917-1 and 2524923-1 nozzle assemblies shipped between March 24,
1993 and July 15, 1993.

B. REASON:

Incomplete machining on some of the brass nozzle bodies may cut the o-ring seal during
installation on the engine.

C. COMPLIANCE:

Within the next 25 hours of flight or before September 1, 1993, whichever occurs first.

SECTION H ACCOMPLISHMENT INSTRUCTIONS

A. REMOVAL AND INSPECTION:

Installed Parts:
All 2541946, 2524917-1, and 2524923-1 noule assemblies installed between
March 24, 1993 and luly 15, 1993 shall be removed from the engine according to
the applicable service manual. Inspect the parts per ligure i.

Stocked Parts:
All 2541946, 2524917-1, and 2524923-1 nozzle assemblies which may have been
purchased between March 24, 1993 and July 15, 1993 and are still in stock, shall
be removed from stock and inspected per tigure i.

8, REPLACEMENT:

Nozzles which conform to figure 1 (paragraph A) may be reinstalled in an engine per the
applicable service manual, or returned to stock.

Page 1 of 2

Page 3 of4
Service Bulletin No. 510

PRS-101

C. DISPOSITION OF NON-CONFORMING PARTS~

All non-conforming parts las identified in paragraph A) shall be returned to Precision


Airmotive for replacement.

D. WARRANTY INFORMATION:

Precision Airmotive Corporation will provide replacement parts at no charge. In addition,


PAC will reimburse labor expenses for removal and replacement ofnon-conforrning
nozzles at the posted shop rate. Time allowance will be per Lycoming warranty flat rate
as follows:

Remove and replace engine cowling: .5 hours


Remove and replace injector nozzle (per cyl): .25 hours

E. ADDITIONAL INFORMATION:

Contact Precision Airmotive Corporation at (206)3 53-8181 for fUrther information.

CON~ORMMG
0~o STEP)
i: NON-CONFORMMG
(.375 DIA X .05 STEP)

Figure 1

of4 Page 2 of 2
Page 4
iC"7~1:-c:

’-tcloroc3llncl ~!!ri;ns i;;´•iisian; II] =Ah


iC91illB~(i.

"2 ~livpr ~;rpei


:i(lrOP
I-C5-~Ij 1MW
j.j

November 12, 1993

Supplement No, 1

To

Service Bulletin No, 510

On page 2 of 4 of Service Bulletin No. 510, the last serial number after engine model LTIO-
540-J2BD should be 2692-68A,
Lycoming 1~194N DATE RY
Reciprocating Engine Divisionl
Subsidiary of Textron Inc.
652 Oiiver Street
SERVICE BULLETIN
iNilliamsport.PA 17701 U.S.A.

DATE: May 27, 1994 Service Bulletin No. 515


Engineering Aspects are
FAA Approved

SUBJECT: Reprint of Teledyne Continental Motors Service Bulletin No. 643

MODELS AFFECTED: All Textron Lycoming aircraft engines employing TCM and Bendix
S-20, S-200, S-1200, D-2000 and D-3000 series magnetos and com-

ponents.

TIME OF COMPLIANCE: Same as that required for Service Bulletin No. 643.

Teledyne ContinentalMotors Service Bulletin No. 643 is reprinted in its entirety as follows.
Textron Lycoming requires compliance with this Service Bulletin.

This reprint is the time Service Bulletin No. 515 is issued. However, when comply-
current at

ing with this Service Bulletin, insure that this reprint ofTeledyne Continental Motors Service
Bulletin No. 643 is still current at time ofcompliance.

i3 Gt?neral Aviation
Page I of 3
Service Bulletin No. 515

TELEDVNE CONTINENTAL IGNITION SYSTEMS

SERVICE BULLETIN CATEGORV 3

Compliance Will Enhance Safety


SB643
SUPERSEDES SERVICE BULLETIN 632A
FAA APPROVED

SUBJECT: MAINTENANCE INTERVALS FOR ALL TCM AND BENDIX


AIRCRAR MAGNETOS AND RELATED EG1UIPMENT.

REASON FOR BULLETIN: Required maintenance of TCM and Bendix Aircraft Magnetos and
Related Equipment

EQUIPIIIIENT AFFECTED: TCM and Bendix 6-20, 6-200, 6-1200, 0-2000 and 0-3000
Magnetos, Ignition Hamesses, Ignition Switches and Starting
Vibrators.

Generollnformltion: accomplished by performing a "Pre-


night Magneto RPM Drop" test in ac-
The following outlines required maintenance, cordance with the Aircraft
inspection, cleaning and overhaul intervals of Manufacturer’s Pilot’s Operating Hand-
the TCM and Bendix magnetos and related book. Switch action must be smooth
equipment listed under "Equipment Affected". and free from sticking. For key type
Detailed lnstructlons: Switches, keys must be removable only
in the "OFP’ position and the switch
´•1. 100 HOUR, ANNUAL INSPECTION, OR
must function in accordance with the
PROGRESSIVE MAINTENANCE.
requirements of Service Bulletin No.
A. Magneto-to-engine timing checks must 636.
be conducted at the shortest of the~e
C. Also at the shortest of these intervals,
intervals. Should the magneto-to-en-
all Ignition Harness spark plug termi-
gine timing require adjustment due to nals must be removed from spark
exceeding the limits apecified by the
plugs, cleaned and inspected. Clean
engine manufacturer, a visual inspec- Harness spark plug terminals following
tion of the magneto contact assemblies
procedures in CLEANING section of
must be performed. Follow procedures
the applicable Service Support Manual,
in the PERIODIC MAINTENANCE sec-
included in Form X40000 Master Serv-
tion of the applicable Service Support
ice Manual. Replace all parts found to
Manual, included in Form X40000 Mas- be broken, brittle, cracked or burned,
ter Service Manual. If internal magneto
then lubricate and reinstall Harness fol-
components require replacement or ad-
lowing procedures in ASSEMBLY sec-
justment, the magneto must be re-
Service Support
tion of the applicable
moved frc\m the engine.
Manual.
B. Ignition Switches mustalso befunction-
ally tested at the shortest of these inter-
vals. This inspection may be

ISSUED REVISED SrTB~N MQFORS PAOENO REVISION


P.o.BQXOO M0811E.AUgMM3~801 1 OF 2
MO DAY MO DAY
(205) 431)-3411
02108 94

Page 2 of 3
Service Bulletin No. 515

D. Spark plug condition has a majoreffect 4. EngineOvemaul orfourYearlnterval.


on the continued airworthiness of the
A. Magnetos are electro-mechanical de-
engine and its ignition system. fhere- vices which use rotating parts and are
fore, the importance of proper spe~k
subject to the same service treatment,
plug maintenance cannot be overem- environmental conditions and wear as
phasized. At the shortest of these int~r- the engine. Therefore, magnetos must
vals, all spark plugs must be in8pected be overhauled when the engine is over-
and maintained in accordance with the
hauled. Also at engine overhaul, Igni-
spark plug manufadurs~s inantctions, tion Harnesses must be replaced.
2. IMPULSE COUPLING INSPECTION. Ignition switches and starting vibrators
must be inspected and tested for air-
A. Magnetosequippedwith snap-ringim- worthiness in accordance with all cur-
pulse couplings must be inspected for rent service information at engine
wear at 500 hour intervals as specified
overhaul.
in the latest revision of the applicable
Service Support Manual, PER1O01C 8. Severe environmental conditions, en-
MAINTENANCE Section, Paragraph gine overspeeds, sudden stoppage, im-
6.2.2. mersion and other unusual
circumstances may require complete or
B. Magnetos with riveted impulse cou- partial engine overhaul prior to the over-
plings must be inspected for wear at haul time recommended by the engine
100 hour intervals as specified in the
manufacturer. The magneto is an inte-
latest revision of Service Bulletin 5990.
gral part of the engine and is subject to
3. 500 Hour Inspection. 1~ same deterioration as the engine
under the abnormal conditions listed
A. Magnetos, regardlessotengine manu-
above. In such circumstances the mag-
facturer application, must be inspected
neto, regardless of "ln Service" time,
every 500 hours as outlined in the PE-
must be overhauled with particular at-
R1001C MAINTENANCE section of the
tention focused on all rotating parts.
applicable Service Support Manual,
6.2.3.
bearings and electrical components.
Paragraph
C. In addition to the guidelines listed
B. Also, all Ignition Hamessoutlstplates,
above, magnetos and related equip
covers or cap assemblies must be
ment must be overhauled or replaced
cleaned and inspected at this time.
Clean grommets following procedures
at the expiration of four
years without
regard to the accumulated operating
in CLEANING section of the applicable
hours since new or last overhaul.
Service Support Manual. Replace all
parts found to be broken, brittle,
cracked or burned, then lubricate and
reinstall harnesses following proce-
dures in ASSEMBLY section of the ap
plicable Service Support Manual.

ISSUED REVISED OONnNPiffAL MOrWZS PAGENO REVISION

MO DAY MO DAY P.O. BOX 90 MOBILE, ALABMM 38601 2 OF 2


(205) 438-3411
02 08 94

Page 3 of 3
Lycoming MAP\I BATO RY
Eng ne Oiuioianl
Subsidiary of Textron Inc.
652 Oliver Street
SIERVICE BCILLETIN
Williamsport,PA 17701 IJ.S.A.

DATE: February 25, 1994 Service Bulletin No. 517


Engineering Aspects are
FAA Approved

SUBJECT: Reprint ofTeledyne Continental Motors Critical Service Bulletin


No. CSB641.

MODELS AFFECTED: All TextronLycoming aircraft engines employing TCM and Bendix
SC-20, SC-200 and S-1200 series engines.

TIME OF COMPLIANCE: Same as that required for Critical Service Bulletin No. CSB641.

ContinentalMotors Critical Service Bulletin No. CSB641 is reprinted in its entirety fol-
Teledyne as

lows. Textron Lycoming requires compliance with this Critical Service Bulletin.

This reprint is current atthe time Service Bulletin No. 517 is issued. However, when complying
with this Service Bulletin, insure that this reprint of Teledyne Continental Motors Critical Service
Bulletin is still current at time of compliance.

C.dnerai aviariun
Page 1 of 3
Q$~lanlllllctl!mts ~--;snciaiion
Service Bulletin No. 517

TELEDYNE CONTINENTAL~ IGNITION SYSTEMS


CRITICAL SERVICE BULLETIN CATEGORY 2
Compliance Necessary To Maintain Safety

CSB641
FAA APPROVED

SUBJECT: POSSIBLE OPEN CONDITION OF SC-20, SC-200 AND S-1200 SERIES


MAGNETO CAPACITOR, PIN ~0-349276.

REASON FOR Quality assurance testing has revealed the potential for incomplete internal grounding
BULLETIN: circuits on magneto capacitors PIN 10-349276 delivered to TCM by a component
supplier during the period of October through December, 1993. Although these
capacitors originally passed acceptance test, the possibility exists for the ground to
be lost with time due to operational vibration.

In the interest of safety, TCM is recalling and replacing all capacitors P/N 10-349276
with date codes 93-40 and 93-42 and will cover the customer’s cost of inspection
.tnemecalperdna
WARNING...The propeller must not be moved by hand on engines that may
contain affected capacitors until the Inspection andlor replacement instruc-
tions set forth in this service bulletin are complied with. 70 do so could cause
the engine to fire which may result in serious bodily injury or death.

EQUIPMENT 1. All new and rebuilt SC-20, SC-200 and S-1200 Series Magnetos (Part number
AFFECTED: series 10-500XXX-X, 10-600XXX-X and 10-349XXX-X, respectively~ with
manufacturing (serial) numbers: J2793XXX(R) through
)R(XXX39IOK,)R(XXX3913J
through K30g3XXX(R), LOI93XXX(R) through L2293XXX(R!
inclusive, with capacitor PIN 10-349276 marked with date code 93-40 or 9342
installed, except magnetos identified as being already in compliance with this
Bulletin as specified under IDENTIFICATION.

NOTE...The "X" numbers in the part and serial numbers have no significance in
five digits are needed. The "(R)" at the end of
determining affectivity. Only the first
the serial numbers indicates "rebuilt". The absence of an "(R)" indicates a "new"

2.magneto.Al
magnetos that have had spare capacitors PIN 10-349276 installed
subsequent to October 27, i 993 identified with date codes 93-40 and 93-42.
3. All spare capacitors, PIN 10-349276 identified with date codes 93-40 and 93-42.

COMPLIANCE: I 1. All affected magnetos and magnetos that have had spare PIN 10-349276
capacitors installed subsequent to October 27, 1993 must be inspected and
affected capacitors replaced within 25 operating hours or immediately if a "Hot
Magneto" (no R.P.M. drop) is found to exist during a magneto drop check while
performing an engine run-up. Return all capacitors that are replaced to:
Teledyne Continental Motors
Attention: Service Department
2000 9th Street Mobile, Al 36615
(205) 438-3411 Ext. 305
2. Ail spare capacitors PIN 10-349276 must be inspected and those identified with
dale codes 9340 and 95,2 lo TCM

ISSU.D IIEYISED P*GENOFtEYSON


PcBOX91 MOBILE.*UB*M*16MII
Mo 10F2
(~.)1Ibr1l
02 01 94

Page 2 of 3
Service Bulletin No. 517

GENERAL INFORIIIIATION: in. Ibs. torque to each of the four breaker

In PIN 10-349276 Capacitor Assemblies marked


cover retaining screws. When reinstalling "p-
lead", apply 15 to 17 in. Ibs torque to nut on
with date codes 93-40 and 93-42, an intermittent
stud terminal. Identify magneto as specified
open circuit condition may exist between the under IDENTIFICATION.
internal thru-lead and the "p-lead" stud terminal. If
this open circuit condition exists, the magneto 1.3 Make an engine logbook entry indicating
cannot be shut off during magneto RPM drop-off compliance with this Service Bulletin. Include
check ("Mag drop check") or at engine shut down. magneto part number and manufacturing (se-
A hazardous "Hot Magneto" condition exists under rial) number in the logbook entry. Return all
these conditions. Because of the intermittent capacitors marked with PIN 10-349276 and
nature of this open circuit condition, Teledyne date codes 93-40 or 93-42 to TCM.
Continental Motors is requiring return of all affected
2. For spare capacitors:
capacitors from the fiela.
DETAILED INSTRUCTIONS: 2.1 Return all spare capacitors marked with PIN
10-349276 and date codes 93-40 or 93-42 to
1. For affected magnetos and magnetos that TCM.
have had spare P/N 10-349276 capacitor in-
stalled subsequent to October 27, 1993. IDENTIFICAIION:

Note...lf access allows, the following pro- Upon compliance with the Detailed Instructions of
this bulletin, metal stamp the letter "E"
cedures may be performed with the mag-
approximately 118 inch high in the upper left corner
neto installed on the engine. Otherwise, the
of the magneto data plate, near the word "TYPE".
magneto must be removed from the en-
WARRANTY CONSIDERATION:
gine, following procedures performed,
the
and the magneto reinstalled on the engine All affected equipment will be covered by the TCM
following the Engine Manufacturer’s latest Gold Medallion Warranty or Ignition Systems
published procedures. Warranty as applicable, subject to its terms and
conditions. Warranty claims may be filed through
1.1 Remove the two screws securing the capaci-
any TCM Distributor. Up to 1.8 hours labor will be
magneto cover and gently slide the
tor to the allowed per magneto installed on engine. Up to 1.0
capacitor out just enough to view the ink hours labor will be allowed per magneto not
stamped date code on the side. If the date installed on engine.
code is other than 93-40 or 93-42, reinstall the
capacitor, apply 8 to 12 in. Ibs. torque to both
capacitor securing screws, and identify the
magneto as specified under IDENTIFICA-
TION.

1.2 If the capacitor is marked with date code


93-40 or 93-42, remove breaker cover to al-
low full access to the capacitor flag terminal.
Note capacitor lead routing and flag terminal
orientation. Remove capacitor from magneto
and remove o-ring packing from the capaci-
packing on a replacement capaci-
tor. Install
tor and install replacement capacitor into
cover. Apply 8 to 12 in. Ibs. torque to both

capacitor securing screws. Route lead and


install capacitor flag terminal onto breaker in
the same orientation as was noted upon re-
moval. Reinstall breaker cover. For S-1200
series magnetos, apply 30 to 35 in. Ibs, of
torque to the cover securing screw. For SC-20
and SC-200 Series magnetos, apply 20 to 25

ISSUED REVISED SrTELEIWNE CON~NPCIAL MCnORS PAGENO REVISION

DAY EAR PO BOX 90 MOBILE, ALABAMA 36601 2 OF 2 NONE


MO DAY MO
(205) 438-3411
02 1 01 94

Page 3 of 3
Lycoming MAN DATO RY

652 Oliver Street SERVICE BULLETIN


Williamsport,PA 17701 U.S.A.
7171323-6181

October 6, 1995

Supplement No.
To

Service Bulletin No. 517

On page 1 of 3 of Service Bulletin No. 517, the MODELS AFFECTED should read as follows:

MODELS AFFECTED: All Textron Lycoming aircraft engines employing TCM and
Bendix SC-20, SC-200 and S-1200 series magnetos.

8 Manufecturers Aesaclation
Lycoming MAN DATO RY
Reciprocating Engine Divisionl
Subsidiary of Texr;on Inc.
652 Oliver Stree!
~ERV1CE BU LLETIN
Williamsport.PA :7701 U.S.A.

DATE: May 2, 1995 Service Bulletin No. 518C


(Supersedes Service Bulletin No. 518B)
Engineering Aspects are
FAA Approved

SUBJECT: Inspection of Thermostatic Bypass Valves

MODELS AFFECTED: All Textron Lycoming engines employing thermostatic bypass


valves P/N 53B19600 (except with serial numbers 53788 and
higher), P/N 75944, P/N LW-13230 and P/N 533~319980 (except
with serial numbers 159 and higher).

TIME OF COMPLIANCE: At next oil change, not to exceed 50 hours, and then annually
thereafter.

TextronLycoming has received reports that a number of thermostatic bypass valves are in service
with loose crimp nuts. It has been shown that the nut can work free and drop into the engine causing
engine damage.

All subject thermostatic bypass valves must be inspected at next oil change, not to exceed 50 hours,
with subsequent inspection each year thereafter. Thermostatic bypass valve PM 53B19600 with serial
numbers 53788 and higher and P/N 53B19980 with serial numbers 159 and higher are not subject to the
initial inspection or the annual inspection.

A physical inspection crimp nut is required to ensure it is seated and solid on the shaft.
of the
Separate the seat and retaining nut by holding the valve assembly in one hand and compressing the valve
spring with the forefinger and thumb. (See Figure 1.) With the seat and nut separated, grasp the crimp
nut with the other hand and attempt to move it. The crimp nut must not move. If the
thermostatic bypass

valve assembly does not meet this inspection, it must be reworked or replaced immediately.

Rework of the thermostatic bypass valve can be accomplished by following the procedure in Service
Instruction No. 1423. Although Service Instruction No. 1423 refers only to P/N 75944 thermostatic
above.
bypass valves, for the purpose of this rework it applies to all thermostatic bypass valves specified

After rework, the thermostatic bypass valve must be reinspected annually until replacement.

Page 1 of 2
GeneralAviation
Marmfactwers Association
Service Bulletin No. 518C

i, O

Figure i.

Make appropriate log book entries for each inspection.

Normal warranty policy applies.

NOTE

All thermostatic bypass valves must be replaced at overhaul.

NOTE: Revision "C" revises text to add rework.

Page 2 of 2
Lycgming hi A ~i Din;rO RY
Reciprocating Engine Divisionl
jubsidiary of rextron
?j52 Oiiver Street
Inc. SERVICE SULLETIN
MilliamsDori.PA 17701 li.S.A.

DATE: July 22, 1994 Service Bulletin No. 520


Engineering Aspects are
FAA Approved

SUBJECT: Incorrect Piston Shipped with Cylinder Kits PM 05K21108,


PM 05K2111S and PM 05K21104

MODELS AFFECTED: All Textron Lycoming engines with piston P/N 75089, P/N
LW-1O545-S, and PM LW-1O207-S installed that were received
in Cylinder Kits PM 05K211O8, PM 05K21118 and P/N
05K21 104 that were purchased between November 1, 1993 and
April 25, 1994.

All Cylinder Kits PM 05K211OS, PM 05K2111S, and P/N 05K211O4


that were purchased between November i, 1993 and April 25, 1994.

TIME OF COMPLIANCE: For uninstalled cylinder kits immediately.


Engines with affected cylinder kits within the next 10 hours.

TextronLycoming has determined that a quantity of Cylinder Kits may have been shipped with
incorrect pistons between November 1, 1993 and April 25, 1994.

Cylinder Kit PM 05K21 108 may contain piston PM 75089 in lieu of P/N LW-10545-S.

Cylinder Kit PM 05K21 1 1 8 may contain piston PM LW-10545-S in lieu of PM LW-1O207-S.

Cylinder Kit P/N 05K21 104 may contain piston PM LW-1O207-S in lieu of PM 75089.

If you have any of these Cylinder Kits in stock thatwere purchased in the specified time frame,
Textron Lycoming requests that you inspect the Cylinder Kits for the possibility of incorrect pistons.
This inspection can be performed by visually inspecting the piston for the correct part number. The
part number is identified on the inside wall of the piston. Refer to illustrations for the location of the
part number.

If the incorrect piston part number is found, return the Warranty Application
part for credit on a

and Return Material Form and use the normal procedure for ordering replacement pistons.

Page 1 of 3
I’danu´•racrurers Association
Service Bulletin No. 520

If Cylinder Kits are installed in an engine, the following action must be taken:

Cylinder Kit PM 05K21104: The engine will not turn a full rotation with incorrect piston (PM
LW-10207-S) in the Cylinder Kit PM 05K21104. Therefore, if the Cylinder Kit has been installed and
the engine is operating, the correct piston is with the Cylinder Kit. In this case, no further action must
be taken.

CvlinderKitP/N 05K21208 and PM 05K21118: If these Cylinder Kits have been received during the
specified time frame and installed in an engine. then the pistons should be inspected visually, using a
boroscope, through the spark plugholes. Thisinspectioo should be done as soon as possible, but no
more than the next 10 hours of operation.

PM 75089 pistons have a flat top surface as shown in Figure 1.

P/N LW-10545-S pistons can be identified by a convex (crowned) top surface with two small dim-

ples as shown in Figure 2.

PM LW-10207-S pistons have a convex top surface with two large dimples, or pockets, forvalve
clearance, as shown in Figure 3.

The correct Cylinder Kit Piston combinations are:

Cylinder Kit Piston

05K21104 75089
05K21108 LW-10545-S
05K21118 LW-10207-S

If incorrect found, replace with correct pistons and file for the Warranty Claim. One hour
pistons are

of inspection time will be accepted as patt of our Warranty by Textron Lycoming. If the piston needs to
tobereplaced, labor allowance will be in accordance with thelycoming Removaland Installation
Labor Guide Book.

Make an appropriate logbook entry after compliance with tbis Service Bulletin.

Page 2 of 3
Service 8ulletin No. 520

view
Top view

part

Figure 1. Piston PM 75089

view Top view

Metal Stamp
Weight Letter

Figure 2. Piston PM LW-10545-S

view
Top view

Metal Stamp
Weight Letter

Figure 3. Piston PM LW-10207

Page 3 of 3
Lycaming MANDATORY
652 Oliver Street
Williamsport,PA 17701 U.S.A.
SERVICE BULLETIN
717/323-6181

DATE: April 18, 1997 Service Bulletin No. 527(3


(Supersedes Service Bulletin No. 527B)
Engineering Aspects are
FAA Approved

SUBJECT: Recall of Piston Pin Part No. LW-14077

The following Textron Lycoming engine models could contain P/N


I MODELS AFFECTED:
LW-14077 piston pins:
0-320, (L)IO-320, AIO-320, AEIO-320.
(L)O-360, (L)IO-360, VO/IVO-360, 1-10-360, (L)HIO-360, AIO-360,
AEIO-360, (L)TO~L)TIO-360.
0-480, 00-480, IGO-480, GSO-480, IcSO-480.
0-540 (except 0-540-J1A5D, -J1CSD, -J2A5D, -J3A5D, -J3C5D,
-L3C5D), 10-540 (except IO-540-W1A5D, -W3A5D, -AB1AS),
AEIO-540, (L)TIO-540, VO-540, IVO-540, TVO-540, TIVO-540,
HIO-540, IGO-540, IGSO-540.
TIO-541, TIGO-541.
10-720 Series aircraft engines.

Serial numbers of all engines affected and shipped from Textron Lycoming
are listed as Attachment I for this bulletin.

Cylinder kits with PM LW-14077 piston pins shipped from Textron


Lycoming during the time period December 15, 1995 thru September 17,
1996 are listed as Attachment II for this bulletin.

Piston pins PM LW-14077 shipped as spares during the time period


December 15, 1995 thru September 17, 1996.
NOTE

Revision C of this Service Bulletin adds engine models which may contain piston pin PM
LW-14077. It is mandatory that the "Models Affected" section and Attachment I be reviewed
forapplicability to engines, including cylinder kits and spares. If an engine or cylinder kit was
inspected per the requirements specified in Service Bulletin No. 527B, the requirements for
compliance to Service Bulletin No. 527C have been met.

TIME OF COMPLIANCE: Prior to accumulation of 50 hours of operation with affected parts or within
one year from the date of this Service Bulletin, whichever occurs first.
Inventory of cylinder kits within thirty days.
Textron Lycoming has determined that a quantity of piston pins have been manufactured which do not meet
Textron Lycoming manufacturing specifications. Some piston pins may have imperfections with no visual
method of detection. The subject piston pins are identified by the code number located on the end of the pin
as shown in Figure 1.

Page 1 of 4
GeneralAviation
Manufacturers Association
Service Bulletin No. S27C

The following actions are required by this bulletin:

mandatory, that all piston pins marked with code 17328 (per Figure 1) installed in engines manufac-
1. It is
tured and shipped from Textron Lycoming be removed from affected engines and returned to Textron Ly-
coming, Williamsport, PA. Subject engines are listed by models and serial numbers following the text of
this bulletin. Satisfactory replacement pins are marked with codes BN or 71238 as shown in Figure 1.

2.Engines overhauled in the field using Piston Pints) PM LW-14077 that were obtained during the time
period December 15, 1995 thru September 27, 1996 must also have the piston pints) that are marked with
code 17328 (per Figure 1) removed and returned to Textron Lycoming. Satisfactory replacement pins are
marked with codes BN or 71238 as shown in Figure 1.

3.Any cylinder kits that were obtained/installed on engines during the time period December 15, 1995 thru
September 17, 1996 that contain LW-14077 piston pins must have piston pints) that are marked with code
17328 (per Figure 1) removed and returned to TextronLycoming. Satisfactory replacement pins are-marked
with codes BN or 71238 as shown in Figure 1.

a. If the engine, the cylinder assembly rocker cover flange must be


cylinder kit has been installed on an

inspected for a lot number which is permanent ink stamped on the flange (refer to Figure 2). The rocker
cover must be removed to examine the lot number. Only the four or five digit
number should be used
for inspection. Any prefix letters should be ignored. Any five digit lot number and any cylinder marked
with a four digit lot number less than 2450 reauires the piston pin to be inspected for code marking as
per Figure 1. If the four digit lot number is 2450 or greater, no
further inst~ction is required.

b.Any cylinder kits which are still inspected for the date code which is stamped
in kit form should be
is between December 15, 1995 thru May 17, 1996 the piston pins
on top of the box. If the date code

should be inspected for the 17328 code and replaced. After this inspection the cylinder kit should be
I marked with permanent ink stating this cylinder kit complies with Service Bulletin No. 527C.

4. Any Piston Pints), LW-14077 obtained individually as spares during the time period December 15, 1995
thru September 17, 1996 that are marked with code 17328, must also be returned to Textron Lycoming,
Wiiliamsport, PA.

Satisfactory Satisfactory Must Be Replaced


Code May Be Hand Scribed)

1123~ ~27328

Ffgure 1.

Page 2 of 4
Service Bulletin No. 527Cl

Ink Stamp Lot Number May


be Marked on Both Sides

L~-7\ I /f~
O 8

~r ´•X~i a o

o o
a a

Figure 2.

Piston Pin

II 11,~11 nl~ ItP 11 nn~l,lll


I! II
II II 111(II 1II( Ilil 111111(1 )111 II ii I: 1: I--:
II IIII II II
111111~1111,

I"
i, ;I
11111111
1111

II ,I II I: II
!!!!,,,~,,,,,,,I, :I

r? ~I
1111111111 I~::
11 111111111111 II 11 II 1111
II

II
I:IIIIIIII II"’"
f
I
""""I/ III:;v
II
II
~I II II

II II II
IF’! i ~U
!I: rl

I"
,L,
~I II Ililil ii ,I
"i
:Ijl
i
1111111111 IIII
1

~III
:::1111111
I: II II II
111,, c 1III
I: II

Piston
~ylinder Head Flange"
NOTE

When removing cylinders for piston pin inspection, slide cylinder only far enough to allow
removal of the pin without allowing rings to come out of cylinder as shown in Figure 3. It
Is not necessary to remove the piston from the cylinder for this inspection.

Figure 3.

Engine models affected must have thepiston pins inspected, and if needed, replacement pins reinstalled in
accordance with the appropriate overhaul manual procedures and all applicable service literature.
After completion of this work, a logbook entry is required, stating that the engine has been inspected and com-
plies with this Service Bulletin.

WARRANTY:

Cylinder Kit or Piston Pin P/N LW-14077 It will be necessary to supply proof of purchase; copy of work
order or purchase order to a Textron Lycoming Distributor for the issuance of credit.

Page 3 of 4
Service Bulletin No. S27C

M~ERIAL: If required, by inspection, one (1) each replacement piston pin P/N LW-14077 per cylinder,
through a Textron Lycoming Distributor.
LABOR: Labor costs can be recovered by submitting a warranty application through an authorized Textron Ly-
coming Distributor.

Labor Allowances: For Fixed Wing Aircraft Not to exceed 13 Hours for 4 Cylinder Engines.
Not to exceed 22 Hours for 6 Cylinder Engines

For Turbocharged Aircraft Not to exceed 16 Hours for 4 Cylinder Engines


Not to exceed 26 Hours for 6 Cylinder Engines
Not to exceed 36 Hours for TIO-540-AE2A
Not to exceed 30 Hours for TIO-540-AF1A/B

For Helicopters Not to exceed 22 Hours for 4 Cylinder Engines


Not to exceed 30 Hours for 6 Cylinder Engines
Labor and material allowances will be effective until one (1) year from date of this Bulletin.

Replacement pins should be ordered through your authorized Textron Lycoming Distributor.
Return subject
piston pins through normal warranty procedure.

Page 4 of 4
Service Bulletin No. 527C Page 1
ATIIACHMENT II

Cylinder Kits containing P/N LW-14077 Piston Pin shipped during the time period December 15, 1995
tbru September 17, 1996 are as follows:

05K21100
05K21101
05K21102
05K21103
05K21104
05K2110S
05K21109
05K21110
05K21112
05K21116
05K21118
05K21119
05K21120
05K21121
05K21122
05K21124
05K21192
05K21204
05K21223
051(21226
053[(21228
05K21234
05K21241
05K21242
05K21260
05K21262
05K21264
05K21265
05K21269
05K21270
05K21272
05K21273

05K21276
05K21278
05K21745
05K22128
051(22129
05K22177
A~IITACHMENT.I Service Bulletin No. 5276 Page

NEW ENGINES:

0-320-B2B L-18437-39A, L-18441-39A, L-18446-39A.


0-320-D1A L-18438-39A, L-18439-39A, L-18440-39A, L-18443-39A, L-~8444-39A, L-18445-39A, L-18448-39A,
L-18483-39A.
L-18453-39A, L-18454-39A, L-18465-39A, L-18471-39~A,~-18475-394 L-18481-39A, L-18482-39A,
0-320-D1F L-18447-39A, L-~8474-39A, L-18477-39A.
0-320-D2A L-18449-39A, L-18450-39A, L-18451-39A, L-18452-39A, L-18455-39A, ~-18456-394 L-18457-39A,
L-18458-39A, 3~-18459-39% L-18460-39A, L-18461-39A, L-18462-39A, L-18463-39A, L-18464-39A, L-18466-39A,
L-18468-39A, L-18469-39A, L-18470-39A, L-18472-39A.
0-320-D36 L-18476-39A, L-18480-39A.
0-320-E2A L-50590-27A, L-50591-27A.
IO-320-D1B L-5982-55A.
0-360-A1A L-34859-36A, L-34861-36A, L-34862-36A, L-34863-36A, L-34879-36A, L-34881-36A, L-34882-36A,
L-34888-36A, L-34917-36A, L-34918-36A, L-34919-36A, L-34921-36A, L-34926-36A, L-34947-36A, L-34948-36A,
L-34950-36A, L-34990-36A, L-3499~-36A, L-35011-36A.
0-360-A1AD L-34858-36A, L-34872-36A, L-34873-36A, L-34874-36A, L-34898-36A, L-34899-36A, L-34901-36k
0-360-A1F6 L-34850-36A, L-34851-36A, L-34852-36A.
0-360-A1F6D L-34971-36A.
0-360-A1H6 L-34886-36A, L-34943-36A.
0-360-A1P L-34842-36A, L-34870-36A, L-34871-36A, L-34889-36A, L-34897-36A, L-34920-36A, L-34946-36A,
L-34949-36A, L-34956-36A, L-34966-36A, L-34987-36A.
0-360-A3A L-34843-36A, L-34884-36A, L-34885-36A.
0-360-A4H L-34518-36A.
0-360-A4M L-34833-36A, L-34848-36A, L-34849-36A, L-34854-36A, L-34855-36A, L-34860-36A, L-34876-36A,
L-34877-37A, L-34880-36A, L-34905-36A, L-34906-36A, L-34916-36A, L-34922-36A, L-34925-36A, L-34934-36q
L-34937-36A, L-34938-36A, L-34939-36A, L-34940-36A, L-34945-36A, L-34955-36A, L-34959-36A, L-34960-36A,
L-34962-36A, L-34965-36A, L-34968-36A, L-34969-36A, L-34970-36A, L-34976-36A, L-34977-36A, ~-34978-364
L-34979-36A, L-34981-36A, L-34982-36A, L-34983-36A, L-34984-36A, L-34988-36A, L-34989-36A, L-34994-36k
0-360-C1F L-34864-36A, L-34867-36A, L-34902-36A, L-34903-36A, L-34929-36A, L-34930-36A, L-34931-36A,
L-34932-36A.
0-360-C1G L-34895-36A, L-34896-36A, L-34911-36A, L-34912-36A.
0-360-52A- L-34844-36A, L-34845-36A, L-34846-36A, L-34847-36A, L-34893-36A, L-34894-36A, L-34900-36A,
L-34904-36A, L-34907-36A, L-34913-36A, L-34914-36A, L-34915-36A, L-34927-36A, L-34928-36A, L-34935-36A,
L-34936-36A, L-34944-36A, L-34953-36A, L-34954-36A, L-34957-36A, L-34958-36A, L-34963-36A, L-34964-36A,
L-34974-36A, L-34999-36A, L-35001-36A, L-35002-36A, L-35003-36A.
IO-360-A1B6 L-26793-51A, L-26794-51A, L-26795-51A, L-26800-51A, L-26801-51A, L-26805-51A, L-26814-51A,
L-268~5-51A, L-26816-51A.
IO-360-A3B6 L-26780-51A, L-26796-51A, L-26797-51A, L-26802-51A, L-26806-51A, L-26807-51A, L-26808-51A,
L-26820-51A, L-26827-51A, L-26837-51A.
IO-360-A3B6D L-26809-51A.
IO-360-B1E 2~-26829-51% L-26838-5~A, L-26840-51A.
IO-360-B1F- L-26778-51A, L-26779-51A, L-26823-51A.
IO-360-C1C6 L-26791-51A, L-26803-51A, L-26813-51A.
IO-360-C1E6 L-26776-51A, L-26777-51A, L-26787-51A, L-26834-51A.
IO-360-X128 L-26858-51A.
IO-360-X129 L-1308-00X, L-1309-00X.
HI0360-D1A L-26790-51A, L-26798-51A, L-26799-51A, L-26810-51A, L-26812-51A, L-26818-51A, L-26819-51A,
L-26821-51A, L-26822-51A, L-26828-51A, L-26836-51A.
HIO-360-F1AD L-26775-51A.
HO-360-C1A L-34865-36A, L-34866-36A, L-34868-36A, L-34869-36A, ~-34883-3614, L-34890-36A, L-34891-36A,
L-34892-36A, L-34908-36A, L-34909-36A, L-34910-36A, L-34933-36A, L-34942-36A, L-34951-36A, L-34952-364
L-34961-36A, L-34986-36A, L-34993-36A.
IVO-360-A1A L-265-58A, L-266-58A, L-267-58A, L-268-58A, L-269-58A.
LO-360-A1H6 L-586-71A, L-587-71A.
AEIO-360-A1E L-26842-51A.
AEIO-360-B2F L-26811-51A, L-26826-51A.
AEIO-360-alB L-26788-51A, L-26789-51A, L-26817-51A, L-26830-51A, L-26831-51A, L-26832-51A.
AEIO-360-A1B6- ~-26783-5144, L-26784-51A, L-26824-5114, L-26825-51A.
AEIO-360-A1E6 L-26804-51A.
0-540-B4B5 L-24960-40A.
0-540-E4AS L-24954-40A, L-24955-40A, L-24956-40A, L-24957-40A, L-24959-40A.

G
ATIIACHMENT I Service Bulletin No. 527(= Bage 2

NEW ENGINES (Continued):


0-540-E4CS L-24946-40A, L-24947-40k
L-24953-40A, L-24958-40A,
0-540-F1B5 L-24948-40A, ~-24949-404 L-24950-40A, L-24951-40A, L-24952-40A,
L-24965-40A, L-24966-40A, L-24967-40A, L-24968-40A,
L-24961-40A, L-24962-40A,L-24963-40A, L-24964-40A,
L-24974-40A, L-24975-40A, ~-24976-404 L-24977-40A, L-24978-40A,
L-24969-40A, L-24971-40A,L-24972-40A,
L-24979-40A, L-24980-40A, L-24981-40A.
L-24973-40A.
0-540-J3AS L-24944-40A, L-24945-40A, L-24970-40A,
L-25763-48A, L-25764-48A, L-25765-484 L-257B3-48k L-25784-48A, L-25790-484 ~-25791-484
IO-540-C4D5~
L-25801-48A, L-25802-48A.
IO-540-K1B5 L-25774-48A, L-25807-48A, L-25815-48k
~-25767-484 L-25768-48A, L-25781-484
IO-540-K1G5 L-25754-48A, ~-25758-484 ~-25762-484 ~-25766-484
~-25793-484 L-25795-48A, L-25803-48k
L-25782-48A, L-25785-48A, L25786-484 L-25789-484 L-25792-48A,
L-25804-48A, L-25813-48A, L-25818-48A.
10-540-’14115 L-25799-48A.
TIO-540-AB1AD L-9703-61A, L-9707-61A, L-9724-61A.
L-9674-61A, L-9685-61A, L-9687-61A, L-9688-61A, L-9689-61A, L-9690-61A, L-969161A,
TIO-540-AE2A
L9706-61A, L-9712-61A, L9713-61A, L-971461A,
L-9692-61A, L-9693-61A, L-9700-61A, L-9702-61A, L-9704-61A,
L-9715-61k L-9717-61A, L-9719-61A.
TIO-540-AF1B L-9695-61A, L-9697-61A, L-9698-61A, L-9699-61A.
T1O-540-AG1A L-9627-61A, L-9672-61A.
TIO-540-J2B L-9708-61A.
TIO-540-U2A L-9722-61A.
fl[O-540-W2A L-9705-61A.
LT10-540-J2B- L-2952-68k
L-25777-48A, L-25778-48A,
AEIO-540-D4AS 1~-25759-484 L-25761-48A, L-25772-48A, L-25775-48A,
L-25805-484 L-25808-48A, L-25809-48A, L-25810-48A,
L-25788-48A, L-25794-48A, ~-25798-484 L-25800-48A,
L-25811-48A, L-25812-484 L-25819-48A.
L-25776-48A, L-25779-48A, L-25780-48A,
AEIO-540-L1B5 -~-25755-484 L-25756-48A, ~-25769-484 L-25770-48A,
L-25787-48tlL-25796-48A, ~-25797-484 L-25806-48A.

OVERHAULED AND REMANUFACTURED ENGINES:


L-32725-27A. L-33989-27A,
0-320-A2B L-19727-27A, ~-21482-274 ~-25373-274 ~-29468-274 ~-32493-274
t40876-27A, L-41559-274 L-42408-27A, L44990-27A,
L-35896-27A, L-396~9-27A, L-39817-27A, 2~-40694-274
RL-19533-27A, RL-25674-27A, RL-40178-27A, RL-44023-27A.
0-320-A2C- L-15464-27A.
0-320-A3A L-44752-27A.
0-320-A3C- L-24900-27A.
0-320-B2B L-7107-39A, L-12182-39A, L-13030-39A,
L-15849-39A, RL-10234-39A, RL-18467-39A.
L-11517-39A, L-12105-394 L-12301-39A,
0-320-B2C L-5710-39A, L-lo23239A, L-11214-39A, L-11351-39A,
L-13614-39A, L-13971-39A, L13973-39A, L14030-39A,
L-13167-39A, L-13396-39A, L-13480-39A, L-13SS7-39A,
L-14161-39A, ~-14344-394 L-14375-39k ~-14378-394
L-14381-39A, L-14399-39A, L-14407-39A, L-14456-39A,
L-14929-39A, L-14996-39A, L-~5025-39A, L-15249-39A,
L-14494-39A, L-14527-39A, L-~4569-39A, L-14741-39A,
L-15701-39A, L-15789-394 L-15803-39A, L-15808-39A,
L-15813-39A, L-t5931-39A, L-15950-39A, L-15954-39A,
L~-16327-39k L-16425-39A, ~-16523-394 L-16539-39A,
L-16096-39A, L-16097-39A, L-16135-39A, 1-16315-39A,
L-16893-39A, L-1690139A, L-16906-39A, L-16927-39A,
L-16554-39A, L-16563-39A, L-16682-39A, L-16877-39A,
L-17~94-39A, L-17278-39A, L-17457-39A, L-17463-39A,
L-16968-39A, L-17039-39A, L-~7163-39A, L-17178-39A,
L-17733-39A, L-17974-39A.
0320-D1A RL-8499-39A.
0-320-D1D- L-15524-39A, RL-12564-39A.
L-1524-39A, L-227S-39A, L-6339-39A, L-6980-39A,
L-8836-39A, L-10261-39A, L-10681-39A,
0-320-D2A
~-14882-3944, L-15075-39A, ~-17565-394
L-10907-39A, L-11265-39A, L-12570-39A, L-13004-39A, L-14270-39A,
RL-973639A, RL-10675-39A, RL-10S74-39A, RL-11996-39A, RL-18473-39A.
0-320-D2B- L-9170-39A.
0320-D2C L-9779-39G L-10227-39A, RL-17474-39k
ATTACHMENT I Service Bulletin No. 527C Page 3

OVERHAULED AND REMANUFACTURED ENGINES (Continued)

0-320-D25 L-577-39A, L-1468-39A, L-5132-39A, L-5591;39k, L-6462-39A, L-6803-39A, L-6965-39A, L-7071-39A,


L-7326-39A, L-7340-39A, L-7581-39A, L-8166-39A, L-8745-39A, L-8755-39A, L-9100-39A, L-9228-39A, L-9345-39q
L-9650-39A, L-9830-39A, L-10073-39A, L-10901-39A, L-10917-39A, L-11175-39A, L-11626-39A, L-12003-39A,
L-12009-39A, L-12077-39A, ~-12396-394 L-12720-39A, L-12905-39A, L-12908-39A, L-13342-39A, L-13828-39A,
L-14036-39A, L-14212-39A, L-14547-39A, L-14704-39A, L-14755-39A, L-15379-39A, L-15447-39A, L-15586-394
L-15602-39A L-17305-39A, RL-7048-39A, RL-7267-39A, RL-7650-39A, RL-8043-39A, RL-8892-39A, RL-9014-39A,
RL-9107-39A, RL-9433-39A, RL-10538-39A, RL-11873-39A, RL-12447-39A, RL-13160-39A, RL-13260-39A,
RL-13819-39A, RL-14787-39A, RL-15185-39A, RL-18442-39A.
0-320-D3G L-7075-39A, ~-7749-394 L-8189-39A, L-8661-39A, L-8993-39A, L-9359-39A, L-9619-39A,
L-10004-39A, L-10126-39A, L-10217-39A, L-10497-39A, L-10765-39A, L-10787-39A, L-10905-39A, L-11120-39A,
L-11908-39A, L-11975-39A, L-12393-39A, L-12555-39A, L-12602-39A, L-12888-39A, L-12996-39A, L-13198-39q
L-13447-39A, L-13493-39A, ~-13599-394 L-13719-39A, L-14078-39A, L-14081-39A, L-14312-39A, L-14447-39A,
L-14734-39A, L-14816-39A, L-15362-39A, L-15397-39A, L-15431-39A, L-15487-39A, L-15534-39A, L-15600-39A,
L-16120-39A, L-16299-39A, L-16631-39A, L-~6694-39A, L-16932-39A, L-17020-39A, RL-7901-39A, RL-7972-39q
RL-958$-39A, RL-10485-39A, RL-10759-39A, RL-10761-39A, RL-11334-39A, RL-11480-39A, RL-12159-39q
RL-15747-39k
RL-12675-39A, RL-13075-39A, RL-13196-39A, RL-13598-39A, RL-14624-39A, RL-15344-39A,
0-320-E2A L-15671-27A, L-19451-27A, L-24467-27A, L-25749-27A, L-29779-27A, L-37568-27A, L-38786-27A,
L-39910-27A, L-44453-27A, L-44544-27A.
0-320-E2C L-17019-27A.
0-320-E2D L-15787-27A, L-~9056-27A, L-19167-27A, L-22839-27A, L-24611-27A, L-25210-27A, L-26518-27q
L-33034-27A,
L-29142-27A, L-29642-27A, L-29951-27A, L-31004-27A, L-31790-27A, L-32206-27A, L-32327-27A,
L-33305-27A, L-33359-27A, L-34028-27A, L-34817-27A, L-36244-27A, L-37172-27A, L-39009-274
L-33043-27A,
L-43133-27A,
L-39045-27A, L-39513-27A, L-39696-374 L-41169-27A, L-41292-27A, L-41880-274 L-43052-27A,
~-44533-274 ~-44545-274
L-43780-27A, ~-44133-274 L-44325-27A, L-44359-27A, L-44467-27A, L-44530-27A,
L-44787-274 L-44899-27A, L-44916-27A,
L-44549-27A, L-44562-27A, L-44606-27A, L-44712-27A, L-44745-27A,
RL-28241-27A, RL-30156-27A,
L-44945-27A, L-44953-27A, L-44961-27A, RL-17385-27A, RL-19856-27A,
RL-42588-27A, RL-43652-27A, RL-48803-27A.
0-320-E26 L-32514-27A, L-37115-27A, L-44853-27A, L-48632-27A.
0-320-E3D- L-15236-27A, L-16333-27A, L-19198-27A, L-20311-27A, L-22W5-27A, L-25852-27A,
L-25877-27A,
L-34669-27A, L-36069-27A, L-36885-27A, L-44340-27A,
L-29263-27A, L-32613-27A, L-33136-27A, L-33647-27A,
L-44956-27A, L-50420-27A, RL-25341-27A, RL-46393-27A, RL-50467-27A.
0-320-H2AD L-572-76T, L-578-76T, L-1193-76T, L-1322-76T, L-2025-76T, L-2584-7613 L-2657-7613 L-2818-76T,
L-2939-7613 L-3032-76T, L-3090-76T, L-3226-76T, L-3292-7613 L-3368-76T, L-3619-76T,
L-3823-76T, L-3838-7613
L-4346-7613 L-4487-76T, L-4494-7613 L-4507-76T, L-4515-76T, L-4580-76T, L-4663-7613
L-3888-7613 L-4157-76T,
L-5036-76T, L-5064-76T, L-5080-76T, L-5104-76T, L-5465-7613 L-5692-76T, L-5782-7613
L-4848-7613 L-4937-7613
L-5827-7613 L-5988-7613 L-6028-76T, L-6032-76T, L-6715-76T, L-6823-7613 L-6952-7613 L-710S-76T, L-7711-76T,
L-8203-76T, L-8305-76T, L-8314-76T, RL-347-76T, RL-1112-76T, RL-1584-76T,
L-8071-76T, L-8141-76T,
RL-4344-76T,
RL-2208-76T, RL-2303-76T, RL-2309-76T, RL-2758-76T, RL-3608-76T, RL-3614-76T, RL-3904-76T,
RL-8270-76T.
RL-4831-76T, RL-4857-76T, RL-5151-76T, RL-6288-76T, RL-7393-76T, RL-7808-76T,
IO-320-B1A L-965-55A, L-974-55A, L-1020-55A, L-2745-55A, L-5289-55A, L-5523-55A, L-5797-55A,
RL-3412-55A.
IO-320-C1A- L-3574-55A.
IO-320-D1B L-858-55A.
LIO-320-B1A L-W4-66A, L-307-66A.
AEIO-320-D1B- L-~021-55A, L-3607-5SA.
AEIO-320-E1B RL-2650-55A.
AEIO-320-E2B- L-5905-55A.
0-360-A1A L-3799-36A, L-12612-36A, L-19822-36A, L-27271-36A, L-27981-36A, L-29286-36A, L-2992e36A,
L-30369-36A, L-3~985-36A, RL-34924-36A.
0-360-A1AD L-15546-36A, L-15855-36A, L-18862-36A, ~-30763-364 RL-349W-36A.
0-360-A1D L-6134-36, L-7323-36A, L-8158-36A, L-8864-36A, L-11553-36A, L-12822-36A, L-23635-36A,
L-24717-36A, L-25608-36A, L-26576-36A, L-29094-36A, L-29275-36A, L-32350-36A, L-33189-36k
0360-A1F6- L-23853-36A, L-26878-36A, RL-34995-36A.
0-360-A1F6D L-18021-36A, L-18285-36A, L-20697-36A, L-21675-36A, L-22170-36A, RL-19718-36A,
RL-27679-36A.
0-360-A1G6D L-6644-36A, L-9481-36A, L-23276-36A, ~-27673-364 L-30821-36A, L-31066-36A, L-32309-36A,
RL-17491-36A, RL-22469-36A.
0-360-A2A L-9494-36A.
0-360-A2F RL-7804-36A.
ATI1ACHMENT I Service Bulletin No. 527C P;tge 4

OVERHAULED AND REMANUFACTURED ENGINES (Continued):


L-19783-36A,
0-360-A3A L-7831-36A, L-11909-36A, L-14833-36A, L-15283-36A, L-17397-36A, L-184~5-36k
~-23555-364 ~-24129-364 L-24159-36A, L-24423-364 L-25745-36A, L-27270-36A,
L-21331-36A, L-23342-36A,
L-28571-36A, L-28923-36A, L-29137-36A, L-30774-36A, L-31347-36A, L-31758-36A,
L-2788-36A, L-28236-36A,
RL-34832-36A, RL-34875-36A,
~-31795-364 L-31854-36A, RL-10566-36A, RL-30603-36A, RL-3483136A,
RL-34973-36A, RL-34996-36A.
0-360-A3AD L-18055-36A.
L-2284-36k L-3324-36A, L-11220-36A, G14007-36A, ~-14568-364 L-15225-36G
L-18625-36A,
0-360-A4A
L24126-36A, L-17507-364 L-2785636A,
L-12014-36A, L-14289-36A, L-17001-36A, L-1896736A, L-19432-36A,
RL-34972-36k RL-35021-36A..
L-32212-36A, RL-13650-36A, RL-19340-36A, RL-34856-36A,
0-360-A4G L-4533-3644, L-14903-36A, L-17997-36A, RL-34688-36A, RL-34690-36A.
0-360-A45- L-26903-36A.
L-21237-36A, L-24113-36A, ~-24448-364 L-24612-36A, L-24902-36A, L-26138-36A,
L-28467-36A,
0-360-A4K
RL-34997-36A.
L-989-36A, L-1182-36A, L-1441-36A, G1871-36A, L-3453-36A, L-11022-36A,
L-12104-36A,
0-360-A4M
L-15223-36A, L-~5979-36A, L-16316-36A, L-16710-36A, L-18506-36A, L-20531-36A,
L-12658-36A, L-13317-36A,
L-23886-36A, L-23891-36A,
L-21504-36A, L-22008-36A, L-22293-36A, L-22772-36A, L-22896-36A, L-23368-36A,
L-24917-36A, L-25726-36A, L-25774-36A, L-26648-36A, L-27005-36A, L-27025-36A,
L-23996-36A, L-24728-36A,
L-29956-36A, L-30223-36A,
L-27262-36A, L-27347-36A, L-27963-36A, L-28568-36A, L-29461-36A, L-29924-36A,
RL-25889-36A, RL-2779736A,
L-30887-36A, L-31733-36A, ~-32274-3645, RL-1355-36A, RL-22430-36A,
RL-34806-36A, RL-34813-36A,
RL-28487-36A, RL-28768-36A, RL-29383-36A, RL-30149-36A, RL-34805-36A,
RL-34830-36A, RL-34853-36A, RL34878-36A,
RL-34814-36A, RL-34826-36A, RL-34827-36q RL-34829-36A,
RL-34967-36A.
0-360-A4N L-29006-36A, L-30323-36A.
0-360-C1F L-31067-36A, RL-34941-36A.
0-360-C1C L-27646-36A.
0-360-C2E- L-14674-36A, L-22298-36A, L3059236A.
0-360-E1A6D ~-133-7713 L-286-7~7T, L-355-7~T, L-380-77T, L-421-77T, L-488-77T, RL-132-77T, RL-196-77T,
RL-373-77~.
0-360-F1A6- L-14373-36A, L-17390-36A, L-19022-36A, L-20330-36A, L-20370-36A, L-22947-36A,
L-23006-36A,
~-27647-364 L-28119-36A, L-32802-36A, RL-9393-36A, RL-10101-36A, RL-34857-36A, RL-34887-36A.
IO-360-A1A L-1332-51A, L-4207-51A, L-12756-51A, L-13861-51A, L-14628-51A, L-14663-51A, L-17744-51A,
L-18697-51A, L~-18717-51A, L-19235-51A, L-19546-51A, L-21747-51A.
IO-360-A1B L-9878-51A, RL-16682-51A.
IO-360-A1B6 L-13946-51A, L-17330-51A, L~-18231-51A, L-190W-51A, L-20003-51A,
L-20165-51A, RL-6833-51A,
RL-9773-51A, RL-13004-51A, RL-19237-51A, RL-19483-51A.
IO-360-A1B6D L-8912-51A, L-16560-51A, L-21731-51k L-24770-51A.
IO-360-A3B6D L-13530-51A, L-14358-51A, L-15567-51A, L-16284-5~A, L-16366-51A,
L-16500-51A, L-~7653-51A,
L-23111-51A, L-23277-51A, L-23984-51A, L-25427-51A, L-25565-S1A,
L-19394-51A, L-21854-51k L-22788-51A,
RL-15506-51A, RL-17176-51A.
IO-360-B1B L-11385-51k L-16833-51A, L-23793-51A.
IO-360-B1E L-18729-51A, L-22091-51A, L-24818-51A.
IO-360-B1F L-20814-51A.
IO-360-C1C- L-3040-51A, L-4385-5rA, L-4387-51A, L-10383-51A, L-11554-51A, L-12280-51A,
L-17139-51A,
L-20674-51A, L-23841-51A, L-25269-51A, L-26336-51A.
IO-360-C1C6- L-6373-51A, L-6444-51A, L-10196-51A, L-13206-51A, L-13444-51A, L-14201-51A,
L-15017-51A,
L-20955-51A, L-21193-51A, L-22405-51A, L-22698-51A, L-23070-51A, L-24817-51A.
L-18700-51A, L-20795-51A,
IO-360-C1E6- L-1009-51A, L-1606-51A, L-10605-51A, L-10804-51A, L-12406-5~A, L-16636-51A.
HIO-360-D1A L-1462-51A, L-7627-51A, L-8276-51A, L-8372-51A, L-8458-51A, L-8500-51A, L-12228-51A,
~-24666-514
L-14165-51A, L-20300-51A, L-22024-51A, L-23779-51A, L-24094-51A, L-24215-51A, L-24467-51A,
L-25294-51A, L-25571-51A, L-25690-51A, L-26320-51A, RL-4915-51A, RL-5753-51A.
L-24880-51A,
HIO-360-E1AD- RL-10100-51A.
HIO-360-F1AD RL-16623-51A, Rt-24133-51A.
LIO-360-C1E6- L-136-67A, L-339-67A, L-1001-67A.
LO-360-A1G6D L-126-71A, L-279-71A, L-357-71A, L-361-71A, L-389-71A, L-505-71A, L-535-71A, L-562-71A,
RL-416-71A, RL-567-71A, RL-570-71A.
LO-360-E1A6D- L-121-72T, L-196-72T, L-496-72T, L-530-72T, RL-204-72T, RL-312-72T.
TO-360-C1A6D L-259-69A.
TIO-360-C1A6D L-209-64A.

L3‘
Service Bulletin No. 527C Page 5
ATTACHMENT I

OVERHAULED ANI) REMANUFACTURED ENGINES (Continued):

AEI0360-A1A RL-24578-51A.
AEIO-360-A1D RL-21010-51A.
AEIO-360-B1F RL-24501-51A.
AEIO-360-B2F L-24504-51A, L-24616-51A, L-24945-51A, RL-24577-51A.
AEIO-360-alA L-20501-51A, L-24617-51A.
0-540-A1AS L-23815-40, L-23888-40.
0-540-A1D5 L-4788-40, L-5729-40, L-10097-40, L-14318-40, L-24042-40.
0-540-B1AS L-15598-40.
0-540-B2CS L-2814-40, L-10005-40, L-16701-40, L-22882-40, RL-4813-40.
0-540-B4B5 L-23318-40A.
0-540-E4AS RL-10840-40A.
0-540-E4B5 L-9204-40, L-1379-40, L-21981-40.
0-540-E4CS L-14687-40A, L-15061-40, L-16383-40, L-18136-40A, L-19499-40A, L-20412-40A, L-21948-40A,
L-22209-40A, L-22566-40A, L-22603-40A, L-23187-40A, L-23268-40, L-W871-40A, L-24119-40A, L-24353-40A,
L-24433-40A, L-24466-40A, L-24679-40A, RL-8509-40, RL-12561-40A, RL-13037-40A, RL-16073-40, RL-17887-40A,
RL-23442-40A, RL-23484-40A, RL-23567-40A, RL-24395-40A, RL-24396-40A, RL-24415-40A.
0-540-F1B5 L-24552-40A, L-24600-40A, L-24762-40A.
0-540-G1AS L-15852-40, L-24118-40.
IO-540-AA1A5 L-19180-48A.
IO-540-A1C5- L-1425-40.
IO-540-B4A5 L-4289-48.
IO-540-C4B5 L-1936-48, L-2736-48, L-10322-48, L-18973-48, L-19315-48, L-19461-48, RL-19121-48.
IO-540-C4B5- L-14091-48A, L-16014-48A, L-16849-48A, L-18738-48A, L-19241-48A, L-20820-48A, L-20851-48A,
L-21445-48A.
IO-540-C4D5D L-20470-48A, L-22388-48A, L-23644-48A.
IO-540-D4AS- L-2924-48, L-3113-48, L-3192-48, L-3243-48, L-4289-48.
IO-540-E1A5 L-17599-48, L-20126-48, L-20920-48, RL-1791-48.
IO-540-E1BS- L-1587-48, L-1817-48, L-W03-48, L-U80-48, L-2512-48, L-17598-48, L-18073-48.
IO-540-K1A5 L-13405-48A, ~-17748-484 L-18769-48, L-21767-48A, L-22185-48A.
IO-540-glA5D L-13795-48A, RL-11387-48A.
IO-540-K1B5- L-17561-48, L-21267-48A, RL-14483-48A, RL-14542-48A.
IO-540-K1GS L-4277-48A, L-5650-48A, L-13303-48A, L-14117-48A, L-15002-48A, L-16725-48A, L-16984-48A,
L-17326-48A, L-17800-48A, L-25124-48A, L-25268-48A, L-24650-48A.
IO-540-K1G5D- L-12241-48A, L-15344-48A, L-15517-48A, L-16484-48A, L-18614-48A, L-19470-48A, L-19646-48A,
L-20723-48A, L-21901-48A, L-22393-48A.
10-540-N1A5 L-7183-48A, L-17706-48A.
IO-540-S1AS L-14251-48A, L-20516-48A, ~-20864-484 RL-10798-48A, RL-15862-48A.
IO-540-T4B5- L-25134-48A.
IO-540-T4B5D L-14265-48A, L-20393-48A, RL-15001-48A.
TIO-540-A2B- L-511-61, L-1786-61.
TIO-540-A2C L-1320-61A, L-2138-61A, L-4479-61A, L-5069-61A, L-6323-61, L-6324-61, L-6937-61A, L-7095-61A,
L-7342-61A, L-7651-61A, L-7676-61A, L-8129-61A, L-8737-61A, RL-2141-61, RL-6800-61A, RL-7875-61A,
RL-7975-61A, RL-8213-61A, RL-8299-61A.
TIO-540-AE2A L-2560-61A, RL-7100-61A.
TIO-540-AF1B RL-7578-61A.
TIO-540-C1A RL-8918-61A.
TIO-540-F2BD- L-6124-61A, L-6292-61A, L-6562-61A, L-7130-61A, RL-6619-61A, RL-7770-61A.
TIO-540-J2B L-699-61A, L-1679-61A, L-1943-61A, L-3102-61A, L-3470-61A, L-4242-61A, L-4338-61A,
L-4676-61A, L-4912-61A, L-4985-61A, L-6423-61A, L-8611-61A, RL-4185-61A, RL-6555-61A, RL-8045-61A,
RL-8338-61A, RL-8762-61A, RL-9522-61A.
TIO-540-J2BD L-108-61A, L-1234-61A, L-2368-61A, L-2649-61A, L-3260-61A, L-3423-61A, L-4019-61A,
L-4217-61A, L-4433-61A, L-4551-61A, L-4552-61A, L-4614-61A, L-4710-61A, L-4732-61A, L-4835-61A, L-4875-51A,
L-5429-61A, L-6124-61A, L-6291-61A, L-6303-61A, L-6618-61A, L-6624-61A, L-6892-61A, L-7085-61A, L-7122-61A,
L-7198-61A, L-7302-61A, L-7307-61A, L-7549-61A, L-7557-61A, L-7590-61A, L-7815-61A, L-8253-61A, L-8323-61A,
L-8328-61A, L-8508-61A, L-8850-61A, L-8851-61A, L-9083-61A, RL-2841-61A, RL-4031-61A, RL-5183-61A,
RL-5300-61A, RL-7099-61A, RL-7669-61A, RL-7763-61A, RL-8938-61A, RL-8999-61A.
TIO-540-S1AD L-1839-61A, L-3023-61A, L-3673-61A, L-4446-61A, L-5187-61A, L-5444-61A, L-7112-61A,
L-7174-61A, L-7176-61A, L-8161-61A, RL-4452-61A.
iii
ATIIACHMENT I Service Bulletin No. 527C Page 6

OVERHAULED AND REMANUFACTURED ENGINES (Continued):

TIO-540-V2AD L-8482-61A, L-8522-61A.


LTIO-540-F2BD L-154-68A, L-1290-68A, L-2365-68A, L-2806-61A, RL-2039-68A, RL-2547-68A.
LTIO-540-J2B L-588-68A, L-1484-68A, L-1485-68A, L-1971-68A, L-2306-68A, L-2708-68A, RL-2722-68A.
LTIOdlO-JZBD L-345-68A, L-422-68A, L-1069-68A, L-1087-68A, L-1115-68k L-1179-68A, L-1507-68A,
L-1720-68A, L-1796-68A, L-1844-68A, L-1853-68A, L-1885-68A, L-2054-68A, L-2181-68A, L-2222-68A, L-2281-68A,
L-2311-68A, L-2320-68A, L-2406-61A, L-2484-68A, L-2680-68A, L-2730-68A, L-2743-68A, L-2883-68A, RL-211-68A,
RL-1118-68A, RL-1459-68A, RL-1594-68A, RL-1681-68A, RL-1743-68A, RL-2132-68A, RL-2232-68A, RL-2277-68A,
RL-2326-68A, RL-2482-68A, RL-2483-68A, RL-2510-68A, RL-2582-68A, RL-2590-68A, RL-2667-68A, RL-2670d8A,
RL-2706-68A, RL-2839-68A, RL-2880-68A.
LTIO-540-V2AD L-2750-68A, L-2754-68A, L-2775-68A.
AEIO-540-D4BS RL-23717-48A.
AEIO-540-L1BS L-U715-48A, L-24834-48A, L-25212-48A.
VO-540-C2A L-2304-43.
TIO-541-E1A4 L-219-59C, L-1749-59C.
RL-1774-59.
TIO-541-E1C4 L-153-59, G655-59, L-1756-59, RL-292-59, RL-1744-59, RL-1746-59, RL-1772-59,
TIGO-541-E1A L-131-62, L-440-62, L-461-62, L-702-62, RL-195-62.
IO-720-A1B L-562-54A, L-597-54A, RL-1284-54A.
IO-720-D1CD L-881-54A.

TEX~RON SERVICE CENTER:

Conversions:

TIO-540-AF1B L-9120-61A, L-9356-61A, L~-9459-61A, L-9852-61A.

Repairs:
0-320-B2C L-49834-27AC.
IO-540-S1A5 L-18211-48A.
TIO-540-AE2A L-9590-61A.
TIGO-541 RL-699-62.
rij:Cir~l:l Lycoming MAN DATO RY

652 Oliver Street


Williamsport,PA 17701 U.S.A.
SERVICE BULLETIN
717/323-6181

D~TE: January 10, 1997 Service Bulletin No. 528


Engineering Aspects are
FAA Approved

SUBJE~T: Repnnt of Teledyne Continental Ignition Systems Service Bulletin No.


SB658

MODELS AFFECTED: All Textron Lycoming aircraft engines employing TCM and Bendix S-20,
S-200, S-1200, D-2000 and D-3000 series magnetos and components.

TIME OF COMPLIANCE: Same as that required for Service Bulletin No. SB658.

Teledyne Continental Ignition Systems Service Bulletin No. SB658 is reprinted in its entirety as follows. Tex-
tron Lycoming requires compliance with this Service Bulletin.

This reprint is current at the time Service Bulletin No. 528 is issued. However, when complying with this
Service Bulletin, insure that this reprint ofTeledyne Continental Ignition Systems Service Bulletin No. SB658
is still current at time of compliance.

Page 1 of 4
General Aviation
Manufacturers Association
Service Bulletin No. 528

CONTrNENTAL~ IGNITION
TELEDYNE SYSTEMS
SERVI%E BULLETIN CATEGORY 3
Compliance WIII Enhance Satety
SB658
FAA APPROVED

SUBJECT: DISTRIBUTORGEAR MAINTENANCE,

REASON FOR To emphasize the value of the use of correct materials and practices
BULLETIN: relevant to magneto distributor gears.

EGIUIP~UENT All Bendix and TCM S-20, S-200, Si200, 0-2000, and 0-3000 Series
AFFECTED: Magnetos.

COMPLIANCE: Any time maintenance is performed on the distributor gear, any time the
magneto is installed on the engine, and any time any condition described
below i’s experienced.

GENERAL INFORMATION:

Although Bendix and TCM have previously published detailed service instructions and introduced
technological advances for distributor gears, field reports indicate that breakage of distributor gear
teeth continues to occur. cjear service life cannot be maximized unless operators perform required
maintenance using proper procedures and correct materials. The following instructions consolidate
new and previous data to focus attention on this issue.

DETAILED INSTRUCTIONS:

1. WARNING DO NOT USE ANY GEAR HOLDING TOOL AS AN AID WHILE ASSEM-
BLING THE MAGNETO OR WHILE TIMING THE MAGNETO TO THE ENGINE. SUCH
TOOLS ARE UNNECESSARY, AND USING THEM MAY CAUSE HIDDEN DAMAGE TO
THE DISTR1BUTOR GEAR. SUCH DAMAGE MAY CAUSE MAGNETO FAILURE AND
SUBSEQUENT ENGINE FAILURE, INJURY, OR DEATH MAY RESULT.
2. Anytime maintenance affords access to the distributor gear, inspect the gear according to
the latest applicable service manual and the requirements of this bulletin. Anytime cleaning
is required, clean only in accordance with published cleaning procedures as described in
the latest applicable magneto service manual. Use only the correct make-up of pads
associated with the distributor gear as detailed in the latest Illustrated Parts List chapter of
the applicable Magneto Service Manual. ’I\lhen installing magneto pressurization fittings
or similar items, ensure that such fittings will not intereee with the gear under any operating
conditions.

PAGENO REVISION
ISSUED REVISED ~TELEDVNE CONTINENTALMOTORS
MO DAY MO DAY P.O. BOX 90 MOBILE, ALABAMA J~01 1 OF 3
(334)4383411 38858
08 18 96

Page 2 of 4
Service Bulletin No. 528

3. Always use configuration distributor gears available. In S20 and S200 series
the latest
Magnetos, the earlier gears using "Captivated Washers" were superseded beginning in
1 978. Beginning with the 1 989 S-20/S-200 Service Manual, 816 earliar gears ware required
to be replaced no later than at the next magneto overhaul, which MUST occur before the
intervals defined in the latest revision of 88843 have expired. Therefore, the earlier gears
MUST now be replaced at the next opportunity wt~en maintenance allows access to the
whichever occurs
gear, not later than the next required inspection or magneto overhaul,
first. For S-1200 senes magnetos, all distributor gears without a date code and all

distributor gears with date codes 75 (1975) through 78 MUST be replaced no later than

next magneto overhaul (Refer to the latest revision of S8643) with a distributor gear with
All D-2000 and 0-3000 series magnetos MUST have
a date code of 79 or higher.
laser-welded distributor gears which display marks as required by the latest revisions of

SB617B, SB618, and SB619. (Ref. AD 82-11-05, and 81-12-06 R1)


4. Re-lubricate distributor block bushings using 16391200 lubri~nt and correct procedures
from date
only at intervals not to exceed 500 hours time-in-service or four calendar years
of factory shipment, whichever comes first Also re-lubricate distributor gear teeth using
10-27165 grease and correct procedures at the same interval. Procedures for re-lubrica-
tion are included in the applicable Magneto Service Manual.

5. Ensure distributor block bushing is not contaminated with any solvent or distributor block

coating compound following bushing re-lubrication.


6. Follow all Engine and Airframe Manufacturer’s instructions regarding engine cooling,
including but not limited to installation and maintenance of engine battles, operation of cowl
flaps,cold weather pre-heating procedures, and post-night turbocharger cool-down pr~
cedures. If an engine has been operated temperature in excess of gauge red line
at an oil
for
for any period, the dis~ibutor gear in each magneto on that engine MUST be inspected
browned color andlor missing or damaged teeth before further flight. Any gear which is

browned in color, and/or has any broken or missing teeth MUST be replaced with a
serviceable gear prior to next angina start.

7. Follow all Engine Manufacture~s instructions regarding magneto installation, including but
not limited to condition of magneto drive gear and related parts,
and correct seating of

magneto on drive pad.


Ventilation .of the magneto is essential for continued airworthiness, as the magneto
8.
generates contaminants through normal operation. Unpressurized magnetos use vent
air is introduced into the magneto during operation. Pressurired
plugs to ensure fresh
connected to pressure air source and use a calibrated orifice to maintain
magnetos are a

a pressure differential with ambient air pressure and also to enlure nushing or contami-
nated air from within the magneto. If the vent plug(s) or orifice is Mocked, the contaminants
collect inside the magneto. Any distributor gear which has operated for any period
in an
further
unvented magneto MUST be discarded and replaced with a serviceable gear prior
to
and
flight, and the distributor block MUST be replaced or completely cleaned, inspected,
r~lubricated as required by the applicable magneto service manual.

shut the engine dam and investigate


9. Following any engine kickback event during start,
the cause of the kickback. If troubleshooting does not indicate another cause for the
it is unlikely that a kickback
kickback, inspect all distributor gear teeth for damage. Although
of missing or broken
could cause gear tooth damage, engine kickback may be a symptom
distributor gear teeth.

PAGE NO REVISION
ISSUED REVISED SrtELEDYNE CO~NENTAL MOTORS I
p~g. BOX 90 MOBILE, ALABAMA 36601 2 OF 3
MO DAY MO OAY
(334)4363411 s8668
36 18 98

Page 3 of 4
Service Bulletin No. 528

broken teeth, brown


10. Any distributor gear found to have any cracks, any missing or
discoloration, or chalky or crazed surface, MUST be discarded and replaced with a
serviceable distributor gear prior to next engine start.

AfFECTED PUBLICATIOfJS:

Insert a copy of this Service Bulletin into the appropriate section of all affected magneto Service
Support Manuals.

REVISION
ISSUED REVISED 1CLfELEDVNE CONLlNENTAL MOTORS I PAGE NO

MO DAY P.O. BOXOO MoelLE,AU\BAMA383O1 3 OF 3


MO OAY
(354)4383411 88858
08 1 le se

Page 4 of 4
IY~I ~lt
MANDATORY
652 Oliver Street
wi liam~ipan. P* 1’1701 U.5.~1.

Tel. 570-323-6181
Fax. 570-327-7101
SERVICE BULLETIN
www.lycom~ng.textron.co

DATE: June 10, 2002 Service Bulletin No. 529B


(Supersedes Service Bulletin No.
529A)
Engineering Aspects are
FAA Approved

I SUBJECT: Reprint of Cranenear Romec Service Bulletin No. 101SB020, Rev. 3

MODELS AFFECTED: A11Lycoming aircraft engines employing new or overhauled "AN" rotary
fuel pump model series RG9080, RG9570 and RG17980, including:
10-320, LIO-320;
10-360, HIO-360, TIG-360;
GO-435;
GO-480, IGO-480;
10-540, AEIO-540, HIO-540, TIO-540, LTIO-540, IGO-540, TTVO-540;
TIGO-541;
and 10-720 engine models.
I (See Effectivity for Service Bulletin No. 101SB020, Rev. 3.)

NOTE

Pumps with a "/M" suffix after the Lear Romec Part Number are not subject to this Service
Bulletin.

I TIME OF COMPLIANCE: Same as that required for Service Bulletin No. 101SB020, Rev. 3.

I Crane/Lear Romec Senrice Bulletin No. 101SB020, Rev. 3 is reprinted in its entirety as follows.
Lycoming requires compliance with this Service Bulletin.

This reprint was current at the time Service Bulletin No. 529B was issued. However, when
complying
with this Service Bulletin, insure that this reprint ofCrane/Lear Romec Service Bulletin No.
101SB020,
Rev. 3 is still current at time of compliance.

NOTE

If the aircraft installation necessitates fuel pump removal for compliance, see latest revision
of Service Instruction No. 1420 for lubrication of fuel
pump drive shaft prior to reassembly.
I Consider compliance with Service Bulletin No. 539.

Page 1 of7
2002 by Lyeoming "Ail Rights RescrveJ"

)3L Gmnlbullipn
Mrx6rbmkad~bn
Service Bulletin No. 529B

eLCRANE/ UEAR ROLIEC


Imoo~

SERVICE BULLEiT~N
FUEL PUMP Torqulng of Relief Valve Cover Scmn,

THIS SERVICE BULLETIN REPLACES SERVICE BULLETIN NO, 101SBO~I FOR AFFECTED MODELS

1. Planninalnfarmatlon

NQtE: Pumps with tt~e "IM" suffix added to the Lear Romac part number are not
subfsct to this service bulletfn.

A. Effectivity

This bulletin apples to new, Iksen/lce and ne~y overhauled Lear Ramec rotary li~el pump models:

Lear Romec PIN TC Holder PMs EIloihilitv


RG9~13F2 Lymmlna 88262 00-435/00-480 Series
RG9080J4A Lycoming LW-13909
TKjOa41mObQOTT10360 Series
RGS0BOJ6A LyoMning LW-14444 10´•720nT10640m0540 Series
RGQOBOCnA Lyooming LW-13920 1064QmOS40nGO´•b50 Se(les
RG9080JBA Lycoming LW-15740 ICMZOm054WTN0540 Se~les
RG9570K1 Lycoming 63022288 AEIO´•540 Sen’as
RG95fOK1 Bech 5670, AS6TC, 60, A60 8
860
RG9570KZ Beach 50´•384141-3 8~W1, 65A80, 65-580 6 65~88
RG9570K3 Beach 50-389141´•5 65, A65 8 70
RG9570K4 Beach 51F389141-13 980
RG9570J Seech M5´•389141-7 65
RG957al1 Beach 50´•3891´•41-9 50 Series
R09;570PIP1 Lycoming LW-19012 nOSQOSIAD
RG17980 LyccwTling 74547 H~5UH10-720110´•320 Series
R017980A Lyoomhg 76188 K)-320 Series
RGlf9800 Lycownhg 76486 K1320,K1540m06401
HIOd40 Series
RG 179806. Lyooming 77443 lO36]m01-360, 10540 Series
RG1T980J Lycamhg 78993 Ea54(M10´•540 Series
RG 17960K Lyosmlng LW-11166 U032aTT#U8(HH10-36(~IO´•51Qr
AE10540 Series
RGlfSL1ON LycomfnglW-i2533 KKE480´•A186/10´•54 Series
RG17980P Lycoming Lt~N-t2534 AE1~540na54an;10540 Series
RG1~OR Lycwning LW-25506 H10-360 Series
RG17aBaU Lymmning 62021153 TIO´•540 Series

B. Reason.

There have been Lid repods of fuel leakage past the re~Uel valve gasket on several of the above listed
fuel pur~s, This condition could result in a Sre hazard, fuel ffow fluctuation, or engine stoppage.

C. Descn’ption

This bulletin describes actions to be taken to ensure that valve cover screws are tightened to the conect
torque value

Page 1 alB
Rev 3: March r5102 101SB020 Jul 08197

Page 2 of 7
Service Bulletin No. 529B

&1JCRINEICRANE LEAR F(OMEC

SERVICLE BULLE~IN
FUELPUMP Torqulng of Relief Valve Cover Screwia

~IE: Scheduled and periodic reinspecUons for torque and gaskllt extrusion are defined on

page a of this document, paragraph 2.9,

D. Compliance

(1) Inittsl inspection after 5 hours but less than 10 hours of opera6on, or 30 days whichever comes first.

(2) After H6al inspection, perform scheduled inspections as follows:

(a) ARer 20 hours but less than 25 hows of operation, or 3 months whichever comes first

(0) After 45 hours but less than 50 hours of operation, or 8 months whichever comes first

(3) After scheduled inspections, perform periodic Inspection after every 45 hours but less then 50 hours
of operation thereafter.

E. Approval.

Not applicable.

i".

Manpower required to accomplish this bulletin varies depending on the pump model, the aircraft pump
installation, and the status of the pump (orralraaWorra[nral) at the time of lm9lernenlation. Actual
torquing and safety-wiring will requke no more than 0.5 man hours.

Material Cost and Availebillty

Not applicable.

H. Tooling

Not applicable

i. Wfdght and Balance.

Not applicable

J. References

[1) This service bulletin replaces SeRice Bulletin 10158010 rot alfected models.

(2) The following component maintenance manuals are applicable

(a) R09080 Series dated Feb 07185 with Rev 3 dated Jan 00)95
(b) RG~570KllK21K311MJN 1~PIP1 dated Mar 15/88 with Rev 1 dated Nov 22/91
(c) RG17980 Series dated Sep 17~g vrilh Rev 3 dated Sep 19)91

page 2 of 6
Rev 3: March 15102 1104SB020 Jul 08197

Page 3 of7
Service Bulletin No. 529B

C/CRaNEl CRINE
4LIQIIACI
LEAR ROUEC
~lmi´•R

SERVICI~ &ULLLFTIN
NEL PUMP Torqulng of Relief Valve Cover Scmns,

2, Acctlmollshment fnsttucttons

k I~dclsllnspecrion.

(1) an aircraft,

It pump is not eccebsible on´•eireaft euch that the following Inspection require-
ments can be fully complied with or ill a pump model number RGBOBOJ~A lnotalled
on piper Malibu aircreft, tt is mandatory to remove the pump per applicable engine

maintenance manual Inetructlona and proceed according to psragtsph 1~A[Z) OH


AlmmH

SaTety-wlre need not be removad to perform the following check.

(8) if pump Is accessible wlUloul removing it from aircraft, Ulefodlowing check shall be performed.

(b) Visually inspect the split lines between the p~mp housing, relM valve housing and relief valve
cover kr evidence of fuel leakage or noticeable gasket exbuslon adSecent to the pump Inlet and

outlet ports. II there is evidence of fuel leakage or noticeable e*lruslon, replace the pump per
spplicable engine maintenance instructions. (380 Sgues 1.2,3 L 4.)

(c) Check thetightness of rellefvalve cover sttacf~lng screws using a torque Indicating screwdriver.
Minimum torque shell be 23 inch-pounds. Torque shell be checked in the tightening direction.

(d) h screv~sare loose, remove safety-wire and tighten strews evenly and progressively in a
cdss-aoss pattern to 23-25 inch-pounds tcrque in the sequence shown in figures 1 and 2.

~PZE; n ocraw torque registers greeter than 23´•25 Inch´•pwnd~ when inspected
per pangrpph above, the tcronn need not be backed an and mtorqued.
Thls bulletin appllee only if screws exhibit pteload torque of lees than 23 tnch-
poundb.

(e) Salety´•wire screws after torquing in accordance with applicable component maintenance
manual.

(2t off~n

bltlTE; Safety-wire need not be ramoued to perform the following check,

[4] Visually inspect Ihe split lines between the pump housing, relief valve housing and relief valve
cover for evidence olfuel leakage or notfoeaMe gasket extnrslon adjacent to the pump inlet and

outlet ports. II hers Is evidence of fuel leakage or nclQccab)e extrusion, replace he pump per
applicable engine maintenance instructions. (See figures 1,2,3 4 4.)

(b) Check he tightness of rellefvalve cover attaching screws using a torque indicating saewdriver.
Minimum torque shall be 23 inch-pounds. Torque shes be checked in the tightening direction,

Page 3 of 6
Rev 3: March 15102 ´•t 0’1 SB020 Jul 08/97

Page 4 of 7
Service Bulletin No. 529B

CRANE LEARRO)IEC
ro*a-
~c´•orr´•Er

SERVICE BULLETIN
FUEL PUHP torqulng of RellefValve Cover SMnns.

15i

Inepect for extruded gsllElt mats


rial or fuel leakage between pump
VIEW A
and valve haueinge and between
Tighten ecteve evenly and
valve heuslng and valve cover. In the numbered
aequence ehowm.

tarqui~g Sequence RG17880 Seriee


Figure 1

Inopect for extruded gasket mate-


rial or fuel leakage between pump
and valve hou´•inge and between
valve housing and valve cover.

gi~
3
CII.

I I((~

i i 4 2,
VIEW B
the Inotruetio~li ofthia service Tighten sclewe evenly end
bulrefln do not apply to the proereselvely in the numbered
four pump covw sorerm.
eequance ehown.

Torqulng Sequence RGSOBO and RG957D Series


Figure 2

Page 4 or a
Rev 3: Morch 15Kn 1 01 SB020 JUI os197

Page 5 of7
Service Bulletin No. 529B

a’ 1U"1"
’L"*C~

SERVICE BULLETIN onlolNaL

arp
ULUeUMe -Torqulng or Rsll.l Y.lvs Cover Serowr

.i

Normal Exbuslon-AI1Sene~
Figure 3

Exoe~illvs Exruoion -All Series


Figure 4

PagslolB
ORICIIN*L
Rov 3: Marsh 15102
~A.s.iu´•dBy 101SBOZO J.I 00147
I\TP

Page 6 of 7
Service Bulletin No. 529B

CRANE I LEAR RCIMEC


la*cll
*rl~l´•*c+

SERVICE BULLETIN
EUU PUUP Torquing of Rlllef Valve Cover Solewa.

~c) if screws are loose, tighten screws evenly and progressively in a crlss-aoss patlem to 22-25
inch-pounds torque knthe sequence shown in figures 1 end 2

NCIE; I ´•cnw torque regkterr greater then 22-25 Inch´•pound´• when inspected
per paragraph 2.A.g)tb) above, the scram need net he backed off and retorqusd.
Mie bulletin appiiee only H acrewa exhibit preload torque of ieee than 22
pounds.

(d) SBfety-wire screws after torquing in aooo~dance with applicable component maintenance
manual.

Is) Y app9a~ble. relnstall per applicable engine maintenance manual Instructlans,

8. Scheduled inspections

Sd~eduled Inspedione are to be pedbrmed in accordance with paregephe 2k(l) and IZ).

C. Perladrclnspection.

(i) Periodic inspections are to be perfonned in accordance with paragraphs 2~A(1) and ~1).

(2) inspect end verify appropriate torque, ratwqulng as necessary, until achieving 2 consecutive hspec
tlons at fitty (50) hour intervals where no retorqulng is required.

(3) Alter ed~ievlng ~wo consecutive tilty (50) where no retorouing is tequired, only vlsualb
inspect the spilt lines between the pump housing, relief valve housing and relief valve for any
evidenee of leakage or noUoeeMe gasket extrusion adjacent to the pump inlet or outlet ports.

3. Meterteiinfonnation

Not applicable.

Page 6 or B

Rev 3: Marct~ ~5E02 II 01 58020 JUI oe~97

Page 7 of7
Lycoming MAN DATO RY

652 Oliver
Stre tWi amsport,PA 17701 U.S.A. SERVICE BULLETIN
7171323-6181

DP~E: August 14, 1998 Service Bulletin No. 532


Engineering Aspects are
FAA Approved

SUBJECT: Reprint of Precision Airmotive Corporation Service Bulletin No. PRS-103

MODELS AFFECTED: This Service Bulletin applies to Textron Lycoming engines equipped with
Precision Airmotive Corporation fuel injection servos, Model RSA-10,
identified in Precision Service Bulletin No. PRS-103.

Engine models shipped from Textron Lycoming which could be affected are:

IO-540-K1A5, -K1ASD, -K1B5, -K1D5, -K1F5, -KIG5, -K1G5D,


-K1H5, -K1J5, -K1JSD, -K1K5, -S1A5, -AC1AS;
TIO-540-AE2A,-AH1A,-AJ1A,-J2B,-J2BD,-F2BD;
LTIO-540-J2B, -J2BD, -F2BD;
TIO-541, and
IO-720-B1B, -B1BD.

Other Textron Lycoming engines that could have been field-overhauled to


employ Precision Airmotive Corporation fuel injection servos identified in
Precision Service Bulletin No. PRS-103 are:

10-540 (290 and 300 HP), TIG-544 LTIO-540 (300 HP and higher),
TIG-541 and TIGO-541.

TIME OF COMPLIANCE: Same as that required for Precision Airmotive Corporation Service Bulletin
No. PRS-103.

Corporation Service Bulletin No. PRS-103 is reprinted in its entirety as follows. Textron
Precision Airmotive
Lycoming requires compliance with this Service Bulletin.
This reprint is current at the time Service Bulletin No. 532 is issued. However, when complying with this
Service Bulletin, insure that this reprint of Precision Airmotive Corporation Service Bulletin No. PRS-103 is
still current at the time of compliance.

Page 1 of 7

%ssoclation
Service Bulletin No. 532

MANDATORY

I-~ncc-la/un Service Bulletin


AIRMOTIVE. CORPORATION
3320 140~H St. SW BLDG E Fuel Systems
NEREfZ; WASHINGION98104
Fnn-PMA FACIU7Y ~PQ II 1NM
Bulletin No.: PRS-103

Date: 05/12/95

SUBJECT: RSAI10 Fuel Diaphragm Assembly, Part Number 254?803.

SECTION I-PLANNING INFORMATION

A. EFFECTIVITY:

1) All RSA-1ODB1, RSA-1ODB2, RSA-1OED1, and RSA-IOED2 fuel injection


servos manufactwred, overhauled, or repaired between 9/30/97 and the date of this
bulletin See section II for additional effectivity information.
IFn
2) All 2541803 fuel diaphragm assemblies shipped from Precision Airmotive
A
between 9/30/97 and 4/24/98 which are identified with the following lot numbers:

6744
7059 iD
7091
7430 A
7653
7839 T

These four digit lot numbers are stamped on the metal washer of the
O
diaphragm
assembly. The subject diaphragm is applicable to all R
RSA-1ODB1, RSA-1ODB2, RSA-1OED1, and IISA-1OED2 servos.
Y
B. REASON:

Insufficient heat treatment of the metal diaphragm washers may result in distortion of the
washers during operation.

C. COMPLIANCE:

At the next 100 hour inspection or next annual inspection whichever occurs first, but in
no case later than May i, 1999.

Page 2 of 7
Service Bulletin No. 5,32
Precision Airmotive Service Bulletin PRS-103

SECTION II IDENTIFICATION OF AFFECTED SERVOS

A. SERVOS MANUFACTURED, OVERHAULED, OR REPAIRED BY PRECISION


AIRMQTIVE:
Fuelinjection Servos manufactured or overhauled by Precision Airmotive Corporation must
comply with the accomplishment instructions in Section III paragraph A if the serial number is
found in the following list:

Part Serial i Part I Serial I Part Serial


Number__l Number(s) Number Number(s) Number Number(s)
2524273-12 70119201 2524273-12 71777 701 38905
2524500-9
70119209 72082
(continued) (continued) 70138906
70131005 72090 70138909
70133209 72557 70142601
70142501 73155 70142602
70142502 73198 70142603
70142504 73566 70142604
70142505 73902 70142605
70142508 74270 70142606
70145701 76225 70142607
701 45702 76417 70142608
70145703 79788 70142610
70145704 80735 701 43301
70145705 81238 70143302
701 45706 82554 70143304
70154401 82803 70143306
701 54402 54165 1 1 70143308
70154403 85392 70143309
70154404 1 I 1
12524275-16 1 18323 1 70143310
70154405 24631 11318
70154406 25590 13704
70154407 45831 14289
70154408 48937 15033
70154410 70450 15887
1782
1 1 2524422-9 1 70149901 i I 17838
17783 70149902
21617
18802 70149903
22106
20002 70149904
30050
35758 70149905
31002
45634 70153501
37770
49240 70153502 40492
50778 70153503 40502
52595 70153504 40504
54753 701 53505 40602
55467 701 53506 40725
56775 70153507 40731
57575 70153508 40767
59381 2524491-9 6824 40773
61981 47159
41515
63206 63400
41848
64038 72580
42675
64302 2524500-9 70096702
42679
67856 70138902
43838
70646 70138903
44562

Page 3 of 7
Service Bulletin No. 532
Precision Airmotive Service Bulletin PRS-103

Part Serial Part Serial Part Serial


Number INumber(s) I I Number Number(s) Number Number(s)
2524500-9 44564 2524500-9 66790 2524500-9 83399

(continued) 44605 67697 83732


(continued) (continued)
’44827 67736 83805
45486 67759 84623
45495 84914
45505 1 I 1 67817 84978
45561 67824 85379
45593 67851 87531
46969 67869 96808
46980 68127 97358
47066 68892 97624
48527 69943 70027705
48766 70031 70030901
50192 70213 1 I 1 70110007
51376 70551 84010111
51398 70571 85240039
51407 70608 1 I 1 87131130
52248 70737 1 I 1 87361592
52266 72212 1 I 1 87501959
53032 72945 2524501-9 34989
53060 72964 35043
53534 73049 41175

53543 73081 43202

53562 73850 43954


53927 74432 46263
55180 74629 2524556-9 70142209
55512 75991 1 I 1 70142210

55520 76060 70155901

55537 76132 27001

55561 76888 27002

55885 76895 55514

58521 1 I 1 77274 57393

58544 77446 64340

59373 77627 68259

60122 77723 70527

60138 1 I 1 78109 78528

00139 1; I 1 78521 78829

60194 78847 84768

60216 79695 70063006

61195 79775 2524791-7 71407


71456
61979 80003
1 I 1 78452
63226 80094
78455
63268 80473
81569
63276 80790
81590
64311 80844
1 I 1 84551
64358 80869
84553
65284 80925
84900
65450 82011
82014 2524855-4 70137205
65453
82466 2524896-4 85139
65472 1 I 1
65778 82496 2524902-6 70145801

66062 82562 70145805

66743 83358 70145806

Page 4 of 7
Service Bulletin No. 532
Precision Airmotive Service Bulletin PRS-103

Part I Seri~T- 1 JPart I Serial Part Serial


Number Number(s) Number Number(s) i I Number I Number(s)
70145807 2549038-3 70151104 2576554-1 70141805
2524902-6
70145808 70151105 1 (continued) 70144103
(continued) (continued)
70145809 70151106 70144209
70145810 70151101 70148605

2549038-3 70115704 1 I 70151108 70148606


701271 07 70151109 70148607
70131404 70151110 70148608
70133804 70152901 70148609
70139401 701 52902 701 51 801
701 39402 701 52903 70151802
70139405 1 70152904 70151803
701 39407 701 52905 70151804
70139409 70152906 70151805
70139410 70152907 70151806
70148501 70152908 70151807
70148502 70152909 70151808
70148503 70152910 70151809
70148504 70153001 70151810
70148505 70153002 1 I 1 70155701
70148506 701 53003 701 55702
70148507 70153004 70155703
70148508 70153005 70155704
70148509 70153006 70155705
70148510 70153007 70155706
701 49601 701 53008 701 55707
70149602 701 53009 701 55708
701 49603 701 53010 701 55709
701 49604 70007807 70155710
70149605 70024605 70157801
70149606 70024905 701 57802
70149607 1 1 2549056-2 1 70114304 1 I 70157803
70149608 2576554-1 70145004 70157806
70149609 70145005 701 57807
70149610 70145006 70157808
70151101 70145007 70157810
70151102 70145008
70151103 70145010

B. SERVOS OVERHAULED OR REPAIRED BY REPAIR STATIONS OTHER


THAN PRECISION AIRMOTIVE:

Fuel Injection Servos overhauled or repaired by repair stations other than Precision
Airmotive between 9/30/97 and the date of this bulletin must comply with the
accomplishment instructions in Section III paragraph B.

Page 5 of 7
Service Bulletin No. 532

Precision Airmotive Service Bulletin PRS-103

SECTION III-ACCOMPLISHMENT INSTRUCTIONS

A. SERVOS MANUFACTURED, OVERHAULED, OR REPAIRED BY PRECISION


AIRMdTIVE:
All RSA-ZODBI, RSA-IODB2, RSA-1OED1, and RSA-IOED2 servos which were
manufactured, overhauled, or repaired by Precision Airmotive between 9/30/97 and
4/24/98 and whose serial numbers appear in section II paragraph A must comply with the
following instructions:

i. Remove the servo from the aircraft in accordance with the applicable engine and
airframe maintenance publications.

2. injection servo. Send the


Do not disassemble the fuel servo to a Precision
Airmotive Warranty Repair Station (see Section IV).

3. The following steps are to be accomplished by the Warranty Repair Station:

a) Disassemble the servo applicable Precision


in accordance with the
Airmotive maintenance manual to allow inspection of the fuel diaphragm.
Verify the lot number of the diaphragm. If the diaphragm is from an
affected lot (see section I) the diaphragm must be replaced with a new
diaphragm. If the diaphragm is not from an affected lot, it may be reused.

b) Reassemble and calibrate the servo in accordance with the applicable


Precision Airmotive maintenance manual.

c) Mark a "D" on the data tag above the serial number to indicate compliance
with this bulletin.

4. Reinstall the servo on the aircraft in accordance with the applicable engine and
airframe maintenance publications and make an appropriate logbook entry.

B. SERVOS OVERHAULED, OR REPAIRED BY REPAIR STATIONS OTHER


THAN PRECISION AIRMOTIVE:
All RSA-1ODB i, RSA-IODB2, RSA-1OED1, and RSA-1OED2 servos which were
overhauled, or repaired between 9/30/97 and the date of this bulletin must comply with
the following instructions:

i. Consult the repair station that did the work on the servo to determine if it does or
may contain a diaphragm from an affected lot (see section I). If the repair
station
can provide documentation to positively identify the diaphragm as being from a

non-affected lot, removal of the servo is not required. Mark a "D" on the data tag
above the serial number and annotate the logbook(s) appropriately. If the repair
station can not provide documentation to positively identify the diaphragm as
being from a non-affected lot, the servo must be removed from the aircraft in
accordance with the applicable engine and airframe maintenance publications.

Page 6 of 7
Service Bulletin No. 532

Precision Airmotive Service Bulletin PRS-103

2. Do not disassemble the fuel injection servo. Send the servo to the originating
repair station or to a Precision Airmotive Warranty Repair Station.

3. The following steps are to be accomplished only by a qualified fuel control repair
station:

a) Disassemble the servo in accordance with the applicable Precision


Airmotive maintenance manual to allow inspection of the fuel diaphragm.
Verify the lot number of the diaphragm. If the diaphragm is from an
(see section I) the diaphragm must be replaced with a new
affected lot
diaphragm. Tfthe diaphragm is not from an affected lot, it may be reused.

b) Reassemble and calibrate the servo in accordance with the applicable


Precision Ainnotive maintenance manual.

c) Mark a "D" the data tag above the serial number to indicate
on compliance
with this bulletin.

4. Reinstall the servo on the aircraft in accordance with the applicable engine and
airfiame maintenance publications and make an appropriate logbook entry.

C. INDIVIDUAL PARTS:
All 2541803 diaphragms in inventory must be inspected to identify the lot number. The
lot number is a four digit number stamped on the metal washer of the diapbragm. If the
lot number is listed in section i paragraph A, the diaphragm must be returned to Precision
Ainnotive for replacement.

D. DISPOSITION OF
NONICONFORMI~NG PARTS:
All non-conforming parts las identified in paragraph A) must be returned to Precision
Airmotive for replacement. Please mark all returns with the notation "RMA 1973" on all
correspondence and on the outside of the package. No warranty consideration will be
made until these parts are received by the Precision Ainnotive Warranty Department.

E. WARRANTY INFORMATION:

Precision Airmotive Corporation will provide replacement parts at no charge. In


addition, Precision Airmotive will reimburse a maximum of4 hours labor expenses for
removal and replacement of affected diaphragms fiom the servo at the posted shop rate.
Labor expenses for removal and replacement of affected servos from aircraft will be
reimbursed at the posted shop rate ~ith time allowances per the Lycoming warranty flat
rate. Awarranty claim form for this bulletin is availablefrom the Precision Airmotive
Warranty Department.

F. ADDITIONAL INFORMATION:

Contact Precision Airmotive Corporation Product Support at (425)353-8181 or (877)353-


8181 (toll f~ee) for further information. Additional information may be found on our
Internet web site at http :~www.pacpac.com.

Page 7 of 7
L i ~C ii~ Lycoming M AN DATO RY

652 Oliver Street


Wiiliamsport,PA 17701 U.S.A.
SERVICE BULLETIN
717/323-6181

December 8, 1998

Supplement No. 2

I (Supersedes Supplement No. 1)

To

Service Bulletin No. 532

Textron Lycoming Service Bulletin No. 532, issued August 14, 1998, was a reprint of Precision Airmotive
Corporation Service Bulletin No. PRS-3.03, applying to Model RSA-10 fuel injection servo.
It has been determined that the following two engine models listed on Textron Lycoming Service Bulletin
No. 532 are affected by Textron Lycoming Service Bulletin No. 532 or by Precision Airmotive Corporation
Service Bulletin No. PRS-103:

I IO-540-AC1A5
TIO-540-AJ1A

=aner~l ~i;ticr,
g52 Oliver Str~et
Williamsport, PA 17701 U.S.A.
SE~I@E BULLET~N
570/323-6181

Service Bulletin No. 533A


DATE: August 9, 1999
(Supersedes Service Bulletin No. 533)
Engineering Aspects are
FAA Approved

SUBJECT: Recommendations Regarding Accidental Engine Stoppage,


Propeller/Rotor Strike or Loss of Propeller~otor Blade or Tip

MODELS AFFECTED: All Textron Lydoming aircraft engines.

TIME OF COMPLIANCE: Whenever there is propeller/rotor damage.

on whether to
On occasions Textron Lycoming has been consulted about recommendations
numerous
of the propeller/rotor blade from
continue using an aircraft engine that has been involved in the separation
accidental propeller/rotor
the hub, the loss of a propeller/rotor blade tip or sudden stoppage following
damage (such as propeller/rotor strike).

propeller strike is defined follows:


I A as

that requires repair to the propeller other than


A. Any incident, whether or not the engine is operating,
minor dressing of the blades.

a solid object which causes a


B. Any incident during engine operation in which the propeller impacts
only paint touch
drop in RPM and also requires structural repair of the propeller (incidents requiring
the
up are not included). This
is not restricted to propeller strikes against the ground, and although
engine
propeller may continue to rotate, damage to the engine may result, possibly progressing
to

failure.

C. A sudden RPM drop while impacting water, tall or similar non-solid medium, where propeller
I structural damage is not normally incurred.
grass,

The above definitions encompass any propeller strike occurring at taxi speeds, including touch-and-go
contact. In addition, they also include situations where an
aircraft
operations involving propeller tip ground
one or more blades to be substantially bent, or
where a
is stationary and the landing gear collapses causing
These should be handled sudden engine
hanger door (or other object) strikes the propeller blade. cases as

side loading on the crankshaft flange, front bearing and seal.


stoppage because of potentially severe

the circumstances of the accident


Circumstances which surround accidents are many and varied; therefore,
the extent of the damage to the engine or assure its future
can not, in our opinion, be used to predict

rel iability.

Page 1 of2

Q 1999 by Tcxlran LyMminp "All Righu Relcrved"

´•´•´•-´•:´•r´•I;´•
Service Bulletin No. 533A

Textron Lycoming must take the position that in the case of a sudden engine stoppage, propeller/rotor
strike or loss of propeller/rotor blade or tip, the safest procedure is to remove and disassemble the engine
and completely inspect the reciprocating and rotating parts including crankshaft gear and dowel parts. Any
decision to operate an engine which was involved in a sudden stoppage, propeller/rotor strike or loss of
propeller/rotor blade or tip without such an inspection must be the responsibility of the agency returning the
aircraft to service.

NOTE: Revision "A" adds the definition for propeller strike.

Page 2 of2
Lycomjng MAN DATO f"";Y
652 Oliver Street
W~lliamsport, PA 17701 U.S.A. SERVICE BULLET1N
570/323-6181

DATE: November 22, 2000 Service Bulletin No. 539A


(Supersedes Service Bulletin No. 539 andSupplement No. 1)
Engineering Aspects are
FAA Approved

SUBJECT: Reprint of Crane/Lear Romec Service Bulletins No. RG9080-73-001, No. RG9570-73-001,
and No. RG17980-73-001.

I MODELSAFFECTED: Those Textron Lycoming aircraft engines shipped before December 11, 1999, that employ
Crane/Lear Romec rotary fuel pump models identified below.

Lear Romec Bulletin Lear Romec PM Lvcoming PM

RG-9080-73-001 RG9080F2 68262, 68262-85


RG9080J4A* LW-13909+, LW-13909-85*
RG9080J6A LW-14444, LW-14444-85
RG9080J7A LW-13920, LW-13920-85
I RG9080J8A+ LW-15740, LW-15740-85+
RG9570-73-001 RG9570K1 62B22288
RG9570P/P1 LW-19012
RG 17980-73-001 RG 17980 74547, 74547-85
RG 17980A 76188, 76188-85
RG 17980D 76486, 76486-85
RG17980E 77443, 77443-85
RG 179805 78993, 78993-85
RG17980K LW-I 1166, LW-11166-85
RG17980P LW-12534, LW-12534-85
RG 17980U 62D21153, 62D21153-85

Crane/Lear Romec Service Bulletins No. RG9080-73-001, No. RG9570-73-001, and No.
RG17980-73-001 list eligible Textron Lycoming engine model numbers for each affected fuel
pump.S

TIME OF COMPLIANCE. Same as that required for Crane/Lear Romec Service Bulletins No. RG9080- 73-001, No.
RG9570-73-001, and No. RG17980-73-001.

Crane/Lear Romec Service Bulletins No. RG9080-73-001,No. RG9570-73-001, and No. RG17980-73-001 are reprinted in their
as follows. Textron Lycoming requires compliance with these Service Bulletins.
entirety

These reprints are current at the time Textron Lycoming Service Bulletin No. 539A is issued. However, when complying with
this Service Bulletin, insure that the reprints of Crane/Lear Romec Service Bulletins No. RG9080 73-001, No. RG9570-73-001,
and RG 17980-73-001 are still current at time of compliance.

Compliance with Textron Lycoming Service Bulletin No. 539A and Cranenear Romec Service Bulletins No. RG9080-73-001,
No. RG9570-73-001, or RG17980-73-001 relieves required compliance with the latest issue of Textron Lycoming Service
Bulletin No. 529 and Lear Romec Service Bulletin No. 101SB020.

I In addition to the
engine and
engines
the TIO-540-kllA
listed in Crane/Lear Romec Service Bulletin No. RG9080-73-001, the TIO-540-AE2A
engine are eligible and subject to the bulletin.
engine, the TIO-540-AH1A

Page I of23
o zooo by Tmron Lycoming "All Righb Resemd
Caneral Aviation
IManuiacturers Asscc~tion
Service Bulletin No. 539A

NOTES

Pumps with a "/M" suffix after the Crane/Lear Romec Part Number have been modified to the
configuration of
the new Textron Lycoming Part Number and are not subject to Service Bulletin No. 529. Engines shipped from
thefactory after December Il, 1999 are equipped with the new Textron Lycoming Part Number fuel pump and
arenot subject to Service Bulletin No. 529. New Textron Lycoming part numbers that are not affected
by this
Service Bulletin are Nos. 62B22580, 62B22581, 62B22582, 62E22583, 62E22584, 62E22585,
62E22586,
62D22565,62D22566,62D22567,62D22568,62D22569,62D22570,62D22572,and62D22573.

If the aircraft installation necessitates the removal of the fuel


pump for compliance, it is recommended that
Texaco Molytex EPO or an equivalent lubricant be applied to the drive spline before reassembly of the pump to
the engine.

WARRANTY: For engines in warranty, comply with normal Textron Lycoming warranty application procedures.

NOTE: Revision "A" to this Service Bulletin incorporates Supplement No. 1 and adds engine models TIO-540-AJ1A and TIO-
540-AH 1 A.

Page 2 of23
Service Bulletin No. 539A
CRANE LEAR ROMEC

SERVICE BULLETIN
FUEL PUMP Replacement of valve housing and related seals.

1. Planning Information.

A. Effectivity.

NOTE: This Service Bulletin provides an alternate means of compliance with Service
Bulletin 101SB020.

This bulletin applies to the following Lear Romec rotary fuel pump models:

LearRemec P/N TC Holder P/N’s EliClibilitv


RG9080F2 Lycoming GO-435; GO-435-C2; GO-435-C2A; GO-435-C2A2
68262 GO-435-C2B; GO-435-C2B1; GO-435-C2B2; GO-435-C2C
68262-85 GO-435-C2D; GO-435-C2E; GO-435-D1; GO-480;
GO-480-A1A; GO-480-B; GO-480-B1; GO-480-B1A6;
GO-480-B1D; GO-480-C1D6; GO-480-C2C6; GO-480-C2D6
GO-480-C2 E6; GO-480-C3A6; G O-480-E1 A6; GO-480-F6;
GO-480-F1A6; GO-480-F2A6; GO-480-F2D6; GO-480-F3A6
GO-480-F3B6; GO-480-F4A6; GO-480-F4B6; GO-480-G 1 A6
GO-480-G~ D6; GO-480-G1H6; GO-480-G 1J6; GO-480-G2D6
GO-480-G2F6

RG9080J4A Lycoming IO-540-K1E5; IO-720-A1A; IO-720-A1B; 10-720-81B;


LW-1 3909 IO-720-C1B; IO-720-D1B; LTIO-540-F2BD; LTIO-540-J2BD
LW-1 3909-85 TIGO-541-D1A; TIGO-541-D18; TIGO-541-E1A;
TIO-360-A3B6; TIO-540-A1A; TIO-540-A1 B; TIO-540-A2A
TIO-540-A2B; TIO-540-A2C; TIO-540-J2B; TIO-540-U2A

RG9080J6A Lycoming TIO-540-AB 1 AD; T1O-540-AA1AD; LTIO-540-U2A;


LW-14444 LTIO-540-J2B
L\N-14444-85

RG9080J7A Lycoming IO-540-K1F5D; LTIO-540-VV2A; ii0-540-F2BD;


LW-13920 TIO-540-J2BD; TIO-540-N2BD; TIO-540-R2AD;
LW-1 3920-85 TIO-540-T2AD; TIO-540-V2AD

RG9080J8A Lycoming IO-720-A1B; LTIO-540-V2AD; TIO-540-W2A


LW-1 5740
LW-1 5740-85

B. Reason.

To introduce pump design enhancements that provide improved relief valve housing sealing characteristics.

C. Description.

This Service Bulletin provides modification instructions to incorporate new valve housings and associated
parts to provide enhanced resistence to fuel leakage.

Page 1 of 7
RG9080-73-00~ Nov 29/99

Page 3 of 23
Service Bulletin No. 539A
CRAN E LEAR ROMEC

SERVICE BULLETIN
FUEL PUMP Replacement of valve housing and related seals.

D. Compliance.

The manufacturer recommends implementation of this bulletin at the next overhaul, earlier at owner’s
discretion.

E. Approval.

This Service Bulletin has been reviewed by Lycoming and the FAA. The repairs and modifications
herein comply with FAR Part 25 and are recorded at the supplier as FAA approved for installation on

the engine models cited in paragraph 1.A.

F. Manpower.

Approximately 3 man-hours and one person are necessary to do the modification of one pump.

G. Material.

Material required to accomplish the Service Bulletin is available for shipment from the pump
manufacturer. See paragraph 3.A. for listing of parts.

i-i. Tooling-Price andAvailability.

Only standard tools are required to accomplish this bulletin.

i. VVeight and Balance.

Not applicable.

J. References.

(1) RG9080 Series dated Feb 07/85 with Rev 3 dated Jan 06/95

2. Accomplishment Instructions.

NOTE: The following modification shall be performed at an accessory repair station which is fully
equipped and certified by the FAA to perform fuel accessory repair and modification.

A. Disassemble the Regulator Valve. See figure 1.

(1) Cut and remove all safety wire from fasteners.

(2) Remove screws and washers´•(items 2 and 3, figure 1).

(3) Separate the regulator valve components (items 4 thru 22) as shown in figure 1.

Page 2 of 7
RG9080173100~ Nov29 /99
Page 4 of23
Service Bulletin No. 539A
CRANE LEAR ROMEC

SERVICE BULLETIN
FUEL PUMP Replacement of valve housing and related seals.

5 16

4
17

O
o
´•11
i lie

i o

19
o

22

14

15
j (3
o
03)
o

C-
C3

NOTE: ITEM NUMBERS ARE THE SAME AS THOSE USED IN THE CMM

Regulator Valve Assembly Before Modification


Figure 1

Page 3 of 7
RG9080173 -00 1 Nov 29/99
Page 5 of23
Service Bulletin No. 539A
CRANE LEAR ROMEC

SERVICE BULLETIN
FUEL PUMP Replacement of valve housing and related seals.

(4) Discard the following parts:

(a) Four(4) each screws titem 2, figure 1).

(b) Four (4) each washers (item 3, figure 1).

(c) One(l)each gasket (item 22, figure 1).

(d) One (1 each valve housing assembly tconsisting of parts itemsl 9 thru 21 figurel).

te) Twot2) each diaphragms titem 15, figure 1).

(5) Remove nut titem 5, figure l)and withdraw the adjusting screw assembly titem 7, figure l)from the
valve cover (item 1 1,figure 1). Remove and discard packing with retainer (item 6, figure 1).

B. Reassemblethe RegulatorValve. Seefigure2.

(1) Lubricate the packing to-ring) portion of the packing with retainer (item 6, figure 2) with petrolatum
(petroleum jelly) and install it over the screw slot end of the adjusting screw assembly (item 7,
figure 2) and up against the screw flange. Exercise care that screw threads do not nick or cut the
packing to-ring).

(2) Insert the adjusting screw assembly titem 7, figure 2)through the valve cover titem 11, figure 2) and
thread on the locknut (item 5, figure 2). Valve adjustment will be made at test.

(3) Lubricate the ladder seal (item 22, figure 2) with petrolatum (petroleum jelly) and install it in the
groove cut in the surface of the valve housing (item 21, figure 2) that mates with the pump housing.

NOTE: Make certain ladder seal is completely seated in groove prior to assembly.

(4) Lubricate preformed packing to-ring) (item 15A, figure 2)with petrolatum (petroleum jelly) and install
it in the groove cut into the top of the valve housing assembly titem 21, figure 2).

(5) Complete assembly according to the applicable component maintenance manual and secure the
valve housing (item 11,figure 2) using screws (item 2, figure 2) and washers (item 3, figure 2).
Tighten screws evenly and progressively in a crisscross pattern to 23-25 inch-pounds torque in the
sequence shown in figure 3.

CAUTION: SEAT THE COVER BY DRAWING DOWN THE SCREWS IN GRADUAL INCREMENTS,
FOLLOWING A PROGRESSIVE CRISSCROSS PATTERN AS ILLUSTRATED IN
FIGURE 3, UNTIL THE COVER IS FIRMLY SEATED. DRAW DOWN THE SCREWS
EVENLY. DO NOT TLGHTEN SCREWS TO FINAL TORQUE DURING THE FIRST DRAW
DOWN; UNEVEN TENSION CAN CAUSE DISTORTION OR OVERSTRESSING OF
PARTS. COMPLETE THE PROCEDURE BY TIGHTENING EACH SCREW GRADUALLY
TO THE SPECIFIED TORQUE VALUE. DO NOT EXCEED THE MAXIMUM TORQUE
SPECIFIED.

Page 4 of 7

Page 6 of23
RG9080-73-001 Nov29 /99
CRA N E I LEAR ROMEC Service Bulletin No. 539A

SERVICE BULLETIN
FUEL PUMP Replacement of valve housing and related seals.

16

17

3*

18

oPREFORMEDACKING
I GROOVE t~ 21*
´•11/ I
o
6* o

12

15*

14
o

j
o-

o
o
(3
~5A*
o

r3
L-
NOTE: BOLD FACE ITEM NUMBERS DESIGNATED WITH AN ASTERISK DENOTE
PARTS SUPPLIED IN MODIFICATION KIT PART NUMBER LR22400

Regulator Valve Assembly After Modifcation


Figure 2

Page 5 of 7
RG9080´•1731001 Nov 29/99

Page 7 of 23
Service Bulletin No. 539A
CRANE LEAR ROMEC

SERVIC~ BULLETIN
FUEL PUMP Replacement of valve housing and related seals.

O O

OTP’ Ij~
IQ/ --I ´•1 ‘2
TIGHTEN SCREWS EVENLY VIEW B
AND PROGRESSIVELY IN THE
NUMBEREDSEQUENCESHOWN

Torquing Sequence RG9080 Series


Figure 3

C. Test.

(1) Test the pump and set the pressure regulating valve according to the applicable component
maintenance manual.

(2) Upon successful completion of testing, retorque valve housing screws (item 2, figure 2) to

23-25inch-poundstorque.

(3) Safety-wire regulator valve and valve cover screws (item 2, figure 2) according to applicable
component maintenance manual.

Page 6 of 7
RG9080173-00~ Nov29 /99
Page 8 of 23
Service Bulletin No. 539A
CRAN E LEAR ROMEC

SERVICE BULLETIN
FU E L PU M P Replacement of valve ho using and related seals.

3. Material Information.

A. Material Requirements

The following material is required, per engine, to accomplish this Service Bulletin and for spare part

provlslonlng:

NOTE: Price information is available from Lear Romec PH: 440-284-5411 or 440-284-5460;
FX:440-284-0221.

Pkg Replenishment
Part No. Qty Qty Lead Time (Days) Description

LR22400 (1) 1 Stock Kit, Modification


-LR47109 (1) 1 Housing, Valve Assy
-NAS1352C3H22 (4) 4 Screw, Cap
..LR47108 (1) 1 Seal
-M83248/1-126 (1) 1 Packing, Preformed
-RA5326 (2) 2 Diaphragm, Relief Valve
-RA4105 (4) 4 Washer
RB8358-515-5/16 (1) 1 Packing w/fietainer

B. Configuration Chart

New P/N Qty Key Word Old P/N Qty Disposition of Old Part

LR471091 (1) Housing, Valve Assy


Housing, Valve RD9082 (1) Scrap
Rotation Info Plate RA9099 (1) Scrap
Drive Screw MS21318-1 (2) Scrap
LR47108 (1) Seal, Ladder No Equiv.
No Equiv. Gasket RA8987 (1) Scrap
NAS1 352031-122 (4) Screw AN500A1 0-22 (4) Scrap
M83248/1-126 (1) Preformed Packing No Equiv.
RA5326 (2) Diaphragm Same (2) Scrap
RA4105 (4) Washer, Flat Same (4) Scrap
RB8358-515-5/16 (1) Packing w/Retainer Same (1) Scrap

Includes (1 ea) valve housing LR47007, (1 ea) rotation information plate RA9099 and (2 ea)drive screws RD55101

4. Re-identification

Using metal stamp or vibropeen, identify pumps modifikd according to this bulletin by adding the suffix IM

part number on the identification plate.


to the unit

Page 7 of’i
RG9080´•173100~ Nov 29/89

Page 9 of %3
Service Bulletin No. 539A

CRANE LEAR ROMEC

SER VICE BULL~TIN


FUEL PUMP Replacement of valve housing and related seals.

1. Planning Information.

A. Effectivity.

NOTE: This Service Bulletin provides an alternate means of compliance with Service
Bulletin 101SB020.

This bulletin applies to the following Lear Romec rotary fuel pump models:

Lear Romec P/N TC Holder PIN’s Eligibility


RG9570K1 Lycoming 62E22288 AEIO-540-D4D5
RG9570P/P1 Lycoming LW-19012 TIO-540-S1AD

B. Reason.

To in troduce pump design enhancements that provide improved rel ief valve housing sealing
characteristics.

C. Description.

This Service Bulletin provides modification instructions to incorporate new valve housings and
associated parts to provide enhanced resistence to fuel leakage.

D. Compliance.

The manufacturer recommends implementation of this bulletin at the next overhaul, earlier at owner’s
discretion.

E. Approval.

This Service Bulletin has been reviewed by Lycoming and the FAA. The repairs and modifications
herein comply with FAR Part 25 and are recorded at the supplier as FAA approved for installation on
the engine models cited in paragraph 1.A.

F. Manpower.

Approximately 3 man-hours and one person are necessary to do the modification of one pump.

G. Material.

Material required to accomplish the Service Bulletin is available for shipment from the pump
manufacturer. See paragraph 3.A. for listing of parts.

H. Tooling Price and Availability.

Only standard tools are required to accomplish this bulletin.

Page 1 of 7
Page 19 of 23 Nov 29199
Service Bulletin No. 539n
CRANE LEAR ROMEC

SER VICE B ULLETIN


FUEL PUMP Replacement of valve housing and related seals.

i. Weight and Balance.

Not applicable.

J. References.

(1) RG9570KIJIP Series dated Mar 15/86 with Rev 1 dated Nov 22/91

2. Accomplishment Instructions.

NOTE: Thefollowing modification shall be performed at an accessory repair station which is fully
equipped and certified by the FAA to perform fuel accessory repair and modification.

A. Disassemble the Regulator Valve. Seefigure i.

(1) Cut and remove all safety wire from fasteners.

(2) Remove screws and washers (items 2 and 3, figure i).

(3) Separate the regulator valve components (items 4 thru 22) as shown in figure i.

(4) Discard the following parts:

(a) Four(4) each screws (item 2, figure i).

(b) Four(4) each washers (item 3, figure i).

(c) One(l)each gasket (item 22, figure i).

(d) One (l)each valve housing assembly (consisting of parts items 19 thru 21 figurel).

(e) Two(2) each diaphragms (item i 5, figure i

the
(5) Remove nut (item 5, figure l)and withdraw the adjusting screw assembly (item 7, figure l)from
valve cover (item il,figure i Remove and discard packing with retainer (item 6, figure i).

Page 2 of 7
RG9570-73-001 Nov 29/99

Page 1 1 of 23
Service Bulletin No. 539A
CRA N E LEAR ROMEC

SERVICE BOLLETIN
FUEL PUMP Replacement of valve housing and related seals.

5 16

4
17
3

o
11
j 18

o
~f\ _21

I f~ 4 19

20

22

14

15
j
o
(3
o

L´•/

NOTE: ITEM NUMBERS ARE THE SAME AS THOSE USED IN THE CMM

Regulator Valve Assembly Before Modification


Figure 1

Page 3 of 7
Nov 29/99
Page 12 of 23
Service Bulletin No. 539A

CRANE LEAR ROM EC

SERVICE BULLETIN
FUEL PUMP Replacement of valve housing and related seals.

8. Reassemblethe RegulatorValve. Seefigure2.

(1) Lubricate the packing to-ring) portion of the packing with retainer (item 6, figure 2)with petrolatum
tpetroleum jelly) and install it over the screw slot end of the adjusting screw assembly (item 7,
figure 2) and up against the screw nange. Exercise care that screw threads do not nick or cut the
packing to-ring).

(2) Insert the adjusting screw assembly titem 7, figure 2)1hrough the valve cover (item 1 1 figure 2) and
thread on the locknut (item 5, figure 2). Valve adjustment will be made at test.

(3) Lubricate the ladder seal (item 22, figure 2)with petrolatum tpetroleum jelly) and install it in the
groove cut in the surface of the valve housing (item 21, figure 2) that mates with the pump housing.

NOT~ Make certain ladder seal is completely seated in groove prior to assembly.

(4) Lubricate preformed packing to-ring) (item 15A, figure 2)with petrolatum tpetroleum jellyj and install
it in the groove cut into the top of the valve housing assembly titem 21, figure 2).

(5) Complete assembly according to the applicable component maintenance manual and secure the
valve housing titem 11, figure 2) using screws (item 2, figure 2)and washers (item 3, figure 2).
Tighten screws evenly and progressively in a crisscross pattern to 23-25 inch-pounds torque in the
sequence shown in figure 3.

CAUTION: SEAT THE COVER BY DRAWING DOWN THE SCREWS IN GRADUAL INCREMENTS,
FOLLOWING A PROGRESSIVE CRLSSCROSS PATTERN AS ILLUSTRATED 1N
FIGURE 3, UNTIL THE COVER IS FIRMLY SEATED. DRAW DOWN THE SCREWS
EVENLY, 00 NOT TIGHTEN SCREWS TO FINAL TORQUE DURING THE FIRST DRAW
DOWN; UNEVEN TENSION CAN CAUSE DISTORTION OR OVERSTRESSING OF
PARTS. COMPLETE THE PROCEDURE BY TIGHTENING EACH SCREW GRADUALLY
TO THE SPECIFIED TORQUE VALUE. DO NOT EXCEED TH E MAXIMU M TOROUE
SPECIFIED,

Page 4 of 7
RG9570173100~ Nov29/99
Page 13 of 23
Service Bulletin No. 539A

CRANE LEAR ROMEC

SERVICE BULLETIN
FUEL PUMP Replacement of valve housing and related seals.

16
2*. ~31 1_ /5

17

3*

18
PREFORMED
PACKING

I GROOVE 21*
11/ I

6* r~ o‘

12

15*

o
o

o
o
C3
15A*
o

C3
L´•
NOTE: BOLD FACE ITEM NUMBERS DESIGNATED WITH AN ASTERISK DENOTE
PARTS SUPPLIED IN MODIFICATION KIT PART NUMBER LR22400

Regulator Valve Assembly After Modifcation


Figure 2

Page 5 of 7
Nov 29/99
Page 14 of23
Service Bulletin No. 539A

CRANE LEAR ROMEC

SERVICE BULLE~IN
FUEL PUMP Replacement of valve housing and related seals.

o~ ii(~i,
4/ Lh7
TIGHTEN SCREWS EVEN LY Vt EVV B
AND PROGRESSIVELY IN THE
NUMBERED SEQUENCE SHOWN

Torquing Sequence RG9570 Series


Figure 3

C. Test.

(1) Test the pump and set the pressure regulating valve to the
according applicable component
maintenance manual.

(2) Upon successful completion of testing, retorque valve housing screws (item 2, figure 2) to
23-25inch-poundstorque.

(3) Safety-wire regulator valve and valve cover screws (item 2, figure 2) according to applicable
component maintenance manual.

Page 6 of 7
RG95701731001 Nov 29/99
Page 15 of 23
Service Bulletin No. 539A

CRANE LEAR ROMEC

SERVICE BULLETIN
FUEL PUMP Replacement of valve housing and related seals.

3. Material Information.

A. Material Requirements

The following material is required, per engine, to accomplish this Service Bulletin and for spare part
provlslonlng:

NOTE: Price information is available from Lear Romec PH: 440-284-5411 or 440-284-5460;
FX:440-284-0221.

Pkg Replenishment
Part No. Qty Qty Lead Time (Days) Description

LR22400 (1) 1 Stock Kit, Modification


LR47109 (1) 1 Housing, Valve Assy
-NAS1352C3H22 (4) 4 Screw, Cap
-LR47108 (1) 1 Seal
-M8324811-126 (1) 1 Packing, Preformed
-RA5326 (2) 2 Diaphragm, Relief Valve
-RA4105 (4) 4 Washer
R88358-515-5116 (1) 1 Packing wlfietainer

8. Configuration Chart

New P/N Qty Key Word Old P/N Qtv Disposition of Old Part

LR47109’ (1) Housing, Valve Assy


Housing, Valve RD9082 (1) Scrap
Rotation Info Plate RA9099 (1) Scrap
Drive Screw MS21318-1 (2) Scrap
LR47108 (1) Seal, Ladder No Equiv.
No Equiv. Gasket RA8987 (1) Scrap
NAS1 352031 -1 22 (4) Screw AN 500A1 0-22 (4) Scrap
M83248/1-126 (1) Preformed Packing No Equiv.
RA5326 (2) Diaphragm Same (2) Scrap
RA4105 (4) Washer, Flat Same (4) Scrap
RB8358-5 i 5-511 6 (1) Packing w/Retainer R88358-321 5-5/1 6 (1) Scrap

RD55101
Includes (1 eel valve housing LR47007, (I ea) rotation information plate RA9099 and (2 ea)drive screws

4. Re-identification

Using metal stamp or vibropeen, identi~ pumps modified according to this bulletin by adding the suffix IM

Page 7 of 7
RG9570173100~ Nov29199
Page 1 6 of 23
CRANE LEAR ROMEC Service Bulletin No. 539A

SERVICE BULLETIN
FUEL PUMP Replacement of valve housing and related seals.

1. Planning Information.

A. Effectivity.

NOTE: This Service Bulletin provides an alternate means of compliance with Service
Bulletin 101SB020.

This bulletin applies to the following Lear Romec rotary fuel pump models:

Lear Romec P/N TC Holder P/N’s Eli~ibility

RG 17980 Lycoming 74547, 74547-85 10-540-G185; IO-540-GID5;


IO-540-J4A5; IO-540-K1A5;
IO-540-R1A5;10-720-A1A;
IO-720-A1B
RG 17980A Lycoming 76188, 76188-85 IO-720-A1A; 10-720-A1B
RG 17980D Lycoming 76486, 76486-85 IO-320-C1A; IO-320-F1A;
IO-540-G 1 C5; IO-540-K1 A5;
IO-540-K1 B5; IO-540-K1F5
RG17980E Lycoming 77443, 77443-85 IO-360-A1B; TIO-360-A1B
RG 17980J Lycoming 78993, 78993-85 10-360-81D; IO-540-G 1 B5;
IO-540-G 1 D5; 10-540-A15;
IO-540-K1C5; IO-540-K1D5;
IO-540-K1 F5; IO-540-LIA5;
IO-540-P1A5; IO-540-A1A5;
TIO-540-A2B; TIO-540-C1A;
TIO-540-E1A;TIO-540-G1A;
TIO-540-H 1A
RG 179801( Lycoming LW-11166, LW-11166-85 IO-540-K1 A5D; LIO-320-C1A;
TIO-360-C1A60
RG 17980P Lycoming LW-12534, LW-12534-85 10-540-M2A5D; Ti0-540-AA1AD;
TIO-540-AB1 AD
RG17980U Lycoming 62D211 53, 62D21153-85 TIO-540-AF1A; TIO-540-AF1B

B. Reason.

To introduce pump design enhancements that provide improved relief valve housing sealing characteristics.

C. Description.

This Service Bulletin provides modification instructions to incorporate valve


new housings and associated
parts to provide enhanced resistence to fuel leakage.

D. Compliance.

The manufacturer recommends implementation of this bulletin at the next overhaul, earlier at owner’s
discretion.

RG17980-73-001 voN~3i10g: 29/99

Page 17 of 23
Service Bulletin No. 539A
CRANE LEAR ROM EC

SERVIC~E BULLETIN
FUEL PUMP Replacement of valve housing and related seals.

E. Approval.

This service bulletin has been reviewed by Lycoming and the FAA. The repairs and modifications
herein comply with FAR Part 25 and are recorded at the supplier as FAA approved for installation on
the engine models cited in paragraph 1.A.

F. Manpower.

Approximately 3 man-hours and one person are necessary to do the modification of one pump.

G. Material.

Material required to accomplish the Service Bulletin is available for shipment from the pump manufac-
turer. See paragraph 3.A. for listing of parts.

H. Tooling Price and Availability.

Only standard tools are required to accomplish this bulletin.

i. Weight and Balance.

Not applicable.

J. References.

(1) RG 17980 Series dated Sep 17/86 with Rev 3 dated Sep 18!91.

2. Accomplishment Instructions.

NOTE: The following modification shall he performed at an accessory repair station which is fully
equipped and certified by the FAA to perform fuel accessory repair and modification.

A. Disassemblethe RegulatorValve. Seefigure 1.

(1) Cut and remove all safety wire from fasteners.

(2) Remove screws and washers (15 and 20, figure 1).
thru 90) shown in figure 1.
(3) Separate the regulator valve components (5 as

(a) Remove valve cover asembly (item 25, Figurel) (if necessary rap cover with a plastic hammer
to break the seal).

(b) Retrieve ball (item 35, figure l)and spring (item 40, figure 1).
from valve housing (item 85, figure 1
(c) Remove safety relief valve assembly (item 45, figure 1

and retain identiRcation


(d) Tap off valve housing (item 85, Figurel) with a plastic hammer. Remove
Ijlate (item 50, figure 1 Peel off gasket (item 90, figure 1 (if necessary remove any clinging
gasket material with a non-metalic scraper).

(e) Insert a hooking device into the hole located in the center of the bypass valve guide
suitable wire
(item 70, figure 1) and withdraw the guide. Tilt valve housing and drop out the spring (item 75,
figure l)and bypass valve (item 80, figure 1).

Page 2 of 7
RG1 Nov 29/99
Page 18 of 23
Service Bulletin No. 539A
CRANE LEAR ROMEC

SER VIC~ B UL L E TIN


FUEL PUMP Replacement of valve housing and related seals.

39 0~5
’i
35 40 45

85

C,60
;ffln
r´• a

NOTE: ITEM NUMBERS ARE THE SAME AS


THOSE USED IN THE CMM

C)

Regulator Valve Assembly Before Modification


Figure 1

Page 3 of 7
RG 1 7980-73100~ Nov 29199
Page 19 of23
CRA N E LEAR ROMEC Service Bulletin No. 539A

SERVICE BULLETIN
FUEL PUMP Replacement of valve housing and related seals.

(4) Discard the following parts:

ta) Four(4) each screws (item 15, figure i).

(b) Four(4) each washers (item 20, figure

(c) One(l)each gasket (item 90, figure i).

(l)each valve housing assembly (consisting of items 55, 60, 65 85 figure i).
td) One
plate for installation on new valve housing assembly
Remove and retain identification
titem 50, figure i).

(e) One (1 each relief valve assembly (item 45, figure 1

B. Reassemblethe RegulatorValve. Seefigure2.

(1) Bypass Valve. bypass valve (item 80, figure 2), bypass valve spring (item 75, figure 2) and
Install
bypass valve guide (item 10, figure 2) in valve housing (item 85, Figure 2). Bend prongs of bypass
valve guide (item 70, figure 2) so that they fit snugly in valve port.

(2) Lubricate the seal (item 90, figure 2) with petrolatum (petroleum jelly) and install it in the groove cut
in the surface of the valve housing (item 85, figure 2) that mates with the pump housing.

NOTE: Make certain seal is completely seated in groove prior to assembly.

(3) Lubricate preformed packing to-ring) (item 45A, figure 2) with petrolatum (petroleum jelly) and install
it in the groove cut into the top of the valve housing assembly (item 85, figure 2).

(4) Complete assembly according to the applicable component maintenance manual and secure the
valve housing (item 25, figure 2) using screws (item 15, figure 2) and washers (item 20, figure 2).
Tighten screws evenly and progressively in a crisscross pattern to 23-25 inch-pounds torque in the
sequence shown in figure 3.

CAUTION: SEAT THE COVER BY DRAWING DOWN THE SCREWS IN GRADUAL INCREMENTS,
FOLLOWING A PROGRESSIVE CRISSCROSS PATTERN AS ILLUSTRATED IN
FIGURE 3, UNTIL THE COVER IS FIRMLY SEATED, DRAW DOWN THE SCREWS
EVENLY. DO NOT TIGHTEN SCREWS TO FINAL TORQUE DURING THE FIRST DRAW
DOWN; UNEVEN TENSION CAN CAUSE DISTORTION OR OVERSTRESSING OF
PARTS. COMPLETE THE PROCEDURE BY TIGHTENING EACH SCREW GRADUALLY
TO THE SPECIFIED TORQUE VALUE. DO NOT EXCEED THE MAXIMUM TORQUE
SPECIFIED.

Page 4 of 7
RG 1 7980-731001 Nov 29/99

Page 20 of23
Service Bulletin No. 539A
C RA N E LEAR ROMEC

SER VICE B ULLETIN


FUEL PUMP Replacement of valve housing and related seals.

30

*15 L) 25

*20
35 40 *45

"55

*45 A 50

;85
*65

*_60

r´•~

75

BOLD FACE ITEM NUMBERS DES1GNATED


~s i U~ NO~´•
WITH AN ASTERISK DENOTE PARTS
SUPPLIED IN MODIFICATION K1T
PART NUMBER LR22450

Regulator Valve Assembly After Modifcation


Figure2

Page 5 of 7
RG 1 7980173-00~ Nov 29/99

Page 21 of23
Service Bulletin No. 539A
CRANE LEAR ROMEC

SERVICE &ULLETIN
FUEL PUMP Replacement of valve housing and related seals.

,w

4’"-"-5"--"2
VIEVV A
TIGHTEN SCREWS EVENLY
AND PROGRESSIVELY IN THE
NUMBEREDSEQUENCESHOWN

Torquing Sequence RG17980 Series


Figure 3

C. Test.

(1) Test the pump and set the pressure regulating valve according to the applicable component
maintenance manual.

(2) Upon successful completion of testing, retorque valve housing screws (item 15, figure 2) to
23-25 inch-pounds torque.

(3) Safety-wire regulator valve and valve cover screws (items 30 15, figure 2) according to applicable
component maintenance manual.

Page 6 of 7
RG 1 7980173100 1 Nov 29/99
Page 22 of 23
CRANE LEAR ROMEC Service Bulietin No. 539A

SERVICE BULLETIN
FUEL PUMP Replacement of valve housing and related seals.

3. Material Information.

A. Material Requirements

The following material is required, per engine, to accomplish this Service Bulletin and for spare part

prowslonlng:

NOTE: Price information is available from Lear Romec PH: 440-284-5411 or 440-284-5460;
FX: 440-2849221.

Pkg Replenishment
Part No. Qty Qty Lead Time (Davs) Description

LR22450 (1) 1 Stock Kit, Modification


-LR47067 (1) 1 Housing, Valve Assy
-NAS135263H22 (4) 4 Screw, Cap
-LR47101 (1) 1 Seal
-M8324811-126 (1) 1 Packing, Preformed
-RA4105 (4) 4 Washer
RB15985 (1) 1 Valve Assy, Safety Relief
-RD55101 (2) 2 Screw, Drive

8. Configuration Chart

New PIN Qty Key Word Old P/N Qty Disposition of Old
Part

LR470671 (1) Housing, Valve Assy


Housing, Valve RG 15982 (1) Scrap
Rotation Info Plate RA9099 (1) Scrap
RD55101 (2) Drive Screw MS21318-1 (4) Scrap
LR47101 (1) Seal No Equiv.
No Equiv. Gasket RA15981 (1) Scrap
NAS1352C3H22 (4) Screw, soc hd cap MS35265-69 (4) Scrap
M83248/1-126 (1) Preformed Packing No Equiv. (1)
RB1 5985 (1) Valve Assy, Safety Relief Same (1) Scrap
RA4105 (4) Washer, Flat Same (4) Scrap

Includes (1 ea) valve housing LR47102, (I ea) rotation information plate RA9099 and (2 ea)drive screws RD55101
4. Re-identification

Using metal stamp, identify pumps modified according to this bulletin by adding the suffix IM to the unit part
number an plate (item 50, figurel) and attach to valve housing (item 85, figure 2) using two
the identification
(2) drive screws (item 55, figure 2).

Page 7 of 7
RG 1 7980173100 1 Nov 29/99

Page 23 of 23
Lycoming MAN DATO RY
652 Oliver Street
Williamsport, PA 17701 U.S.A. SERVICE BULLETIN
5701323-6181

DATE: February 22, 2000 Service Bulletin No. .441


Engineering Aspects are
FAA Approved

SUBJECT: Reprint of Teledyne Continental Motors (TCM) Ignition Systems Critical


Service Bulletin No. CSB662A

MODELS AFFECTED: All Textron Lycoming aircraft engines employing:


i. All new and rebuilt D4-3000 series and D8-3000 series magnetos and
ignition systems of or below manufacturing number S/N L169901G(R)
with less than 200 hours, and all new and rebuilt D6-3000 series magnetos
and ignition systems of or below manufacturing number S/N
K179901G(R) with less than 200 hours, unless already in compliance.
NOTE

To clarify the meaning of manufacturing numbers found on TCM Ignition


System Data Plates, refer to TCM Service Information Letter SIL642,
attached.

2. All TCM D-2000 and D-3000 series magnetos that have had P/N’s 10-
382807, 10-382681 or 10-382681-1 replacement capacitors installed and
have less than 300 hours must be inspected to determine the date code of
the capacitor. If the date code is 9942 or below the capacitor must be
replaced.
3. All spare capacitors P/N’s 10-382807, 10-~82681 and 10-382681-1 that
have not been installed and have date codes hf 9942 or below must not be
used.

Following is a list of Textron Lycoming engine models which are dual


magneto certified:
0-320-H 1 AD, -H2AD, -H2BD, -H3AD, -H3BD;
0-360-A 1 AD, -A 1 F6D, -A 1 G6D, -A 1 LD, -A3AD, -A4AD, -A5AD, -E1A6Dr
LO-360-A 1 G6D, -E 1 A6D:
TO-360-A1A6D,-C1A6D.-E1AGD.-F1AGD;
LTO-360-A 1 AD, -E1AGD:
1O-360-A 1 B6D, -Al D6D, -Aj B6D, -Aj D6D, -C 1 E6D, -J 1A6D;
TIO-360-C 1 A6D;
HIO-360-E 1 AD, -E1BD, -F 1 AD;
LHIO-360-F I AD;
0-530-H 1AjD, -H1BjD, -H2AjD. -H2B5D, -J1ASD. -JIBSD, -J1CjD.
-J 1 DSD, -J2ASD, -J2BjD, -J2C5D, -J2DjD, -J3A5D, -JjCSD, -LjC5D;
1O-540-CJD5D. -K1ASD, -K1BSD, -KIE5D. -KIFSD, -K1GSD.-KIJZD.
-L 1A5D. -LIBSD, -M 1 A5D, -M 1 B5D. -M2A5D,-T4A5D, -T-rBSD. -T4C5D.
-U1ASD. -UIBSD, -V3A5D, -W1ASD, -W3AjDI (continued on page 2)

Page 1 of6
C lo~,n h. I.\´•cuminu ~i\ll Riuht~ Reroned"
Service Bulletin No. 541

TIO-540-K1A5D, -SIAD, -AAIAD, -ABIAD, -F2BD, -J2BD, -N2BD,


-R2AD, -T2AD, -V2AD;
LTIO-540-K 1 AD, -F2BD, -J2BD, -N2BD, -R2AD, -V2AD;
AEIO-540-L1B5D;
TIGO-S41-GI AD;
IO-720-A 1 ED, -B 1 ED, -C 1 ED, -DIBD, -DICD

TIME OF COMPLIANCE: Same that required for Teledyne Continental


as
Ignition Systems Critical
Service Bulletin No. CSB662A.

Teledyne Continental Ignition Systems Critical Service Bulletin No. CSB662A is reprinted in its entirety
asfollows. Textron Lycoming requires compliance with this Service Bulletin.

This reprint
is current at the time Service Bulletin No. 541 is issued. However, when
complyiny with this
Service Bulletin, insure that this reprint of Teledyne Continental Ignition Systems Critical Service
Bulletin No. CSB662A is still current at the time of compliance.

Page 2 of6
Service Bulletin No. 541

TELEDYNE CONTINENTAL IGNITION SYSTEhiTS CATEGORY 2

CRITICAL SERVICE BULLETIN


Compliance Necessary to R~Iaintain Safety

CSB 662A
Technical Portions
FAA Approved

SUBTECT: TCM D-2000 AND D-3000 SERIES MAGNETO CAPACITORS, P/N’S 111-382807, 10-382681,
AND 10-382681-r

PURPOSE: To provide instructions for the replacement of affected capacitors, to revise overhaul replacement
requiremen~s for D-2000 and D-3000 capacitors, and to emphasize existing required safety practices.
BACKGROUND: Investigation of field returns has revealed thepotential for incomplete control terminal connections
and internal connections to ground in magneto capacitors, PM’s 10-382807, 10-382681, and
some

10-382681-1, delivered to TCM prior to December 1999. Although these capacitors originally passed
acceptance test, the possibility exists for the connections to be lost after a short time in service.
In the interest of safety, TCM is requiring replacement of all capacitors PM’s 10-382807, 10-382681,
and 10-382681-1 marked with date codes up to and including 9942, and less than 200 hours.

WARNING: THE PROPELLER MUST NOT BE MOVED BY HAND ON ENGINES


THAT MAY CONTAIN AFFECTED CAPACITORS UNTIL THE REPLACEMENT
INSTRUCTIONS SET FORTH IN THIS SERVICE BULLETIN ARE COMPLIED WITH,
TO DO SO COULD CAUSE THE ENGINE TO FIRE WHICH MAYRESULT IN
SERIOUS BODILY INJURY OR DEATH.

COMPLIANCE: All affected magnetos, ignition systems, and magnetos that have had spare affected capacitors
installed with less than 200 hours time in service must have affected capacitors replaced within the
next 50 hours, or at the next scheduled maintenance event, whichever occurs first.

All D-2000 and D-3000 series magneto capacitors must be replaced with new capacitors at the
time of magneto overhaul.

EQUIPMENT
AFFECTED: 1. All new and rebuilt D4-3000 Series and D8-3000 Series magnetos and ignition systems pnor
to manufacturing number (Serial Number) L169901G(R) (which indicates a build date of
December 16, 1999) with less than 200 hours, and all new and rebuilt D6-3000 magnetos and

ignition systems prior to manufacturing number (Serial Number) K179901G(R) (which


indicates build date of November 17, 1999) with less than 200 hours, e~tcept magnetos
a

identified as already in compliance as specified under IDENTIFICATION. Refer to TC;M


Ignition Systems Service Information Letter SIL642 to interpret manufacturing numbers.

2. All D-2000 and D-3000 Series magnetos that have had spare capacitors PM’s 10-382807, 10-
382681, and 10-382681-1 marked with date codes prior to and including 9942 with less than
200 hours, except magnetos identified as already in compliance as specified under
IDENTIFICATION. Refer to GENERAL INFORMATION section of this bulletin to interpret
capacitor date codes.

3. All TCM D-2000 and D-3000 Series spare capacitors P/N’s 10-382807, 10-382681, and 10-
382681-1 marked with date codes prior to and including 9942 with less than 200 hours. Refer
to GENERAL INFORIMATION section of this bulletin to interpret capacitor date codes.

ISSUED REVISED i´•r´•a*´•


-z
PAGE NO REVISIDN

Mo oAv YEAR MO DAY YEAR CONTINENTAL MOTORS 1 of 3 A


A r´•l´•dyn´• r´•CMMogm Company
2000 CSB 662
01 24 P.O. MIX 90 MOBILE I\LIUUM*)MOI 1~4-13(´•1411

Page i of6
Service Bulletin No. 541

GENERAL INFORMATION: week of the year, etc.). Therefore, date code 0001 is
newer than date code 9942. See ftgure i.

Investigation of field returns has revealed that some

affected D-2000 and D-3000 capacitors for 4, 6, and 8 All D-2000 and D-3000 capacitors must be replaced
cylinder applications may experience open circuit with new capacitors at the time of magneto overhaul.
conditions within a short installation.
time alter
Symptoms include (a) engine will crank but will not DETAILED INSTRUCTIONS:
start, (b) engine will crank and start normally but have 0
(zero) RPM Magneto drop, (c) engine will crank and For affected magnetos, ignition systems, and magnetos
start normally but will have an excessive magneto drop, that have had spare affected TCM 10-382807, 10-
382681, and 10-382681-1 capacitors installed:
As always, the importance of the magneto drop-off
I. Remove all harness spark plug leads from the
check, as specified in the pilot’s operating handbook
and TCM Ignition System Service Bulletin SE 653, in sparkplugs. Obtainaccessto themagneto.
determiningthe airworthiness of the aircraft cannot be
overemphasized. Indications exceeding the pilot’s 2. Label and disconnect p-leads and any
handbook limits for investigation applicable retard or tachometer leads to the
operating are cause

and corrective action prior to further flight, magneto.

3. Disassemble four screws that secure harness


WARNIN(I1
cover to the magneto. Discard lockwashers,
crushwashers, and self-locking screws.
ZERO RPM MACNETO DROP INDICATES AN if used.
Remove and discard pressure gasket,
UNAIRWORTHY CONDITION, 1NCLUDINC
THE POSSIBILITY OF A HOT MAGNETO
4. Remove nut and lockwasher fiom capacitor.
WHICH MAY BE A PRELIMINARY SYMPTOM
Using a screwdriver or needle nose pliers,
LEAI)ING TO MAGNETO FAILURE. THIS
remove capacitor lead fiom breaker points.
CONDITION MUST BE CORRECTED PRIOR TO
Remove capacitors from harness cover.
FURTHER OTHERWISE
FLIGHT,INJURY,
DEATH, OR DAMAGE TO PROPERTY MAY for both
EVENT OF A HOT
5. Measure magneto-to-engine timing
RESULT. IN THE
magnetos. timing exceeds engine
If
MAGNETO, THE ENGINE MAY
manufacturer’s limits, remove the magneto
INADVERTENTLY EXPERIENCE IC;NITION OR
fiom the engine to inspect breaker points.
START-UP ANY TIME THE PROPELLER IS
Replace breaker assemblies if damage to the
MOVED. INJURY, DEATH, OR DAMAGE TO
cam follower is evident. Adjust breaker points
PROPERTY MAY RESULT. PLACE A SIGN ON
as necessary in accordance with D-2000 and D-
THE PROPELLER INDICATING YHOT
3000 Service Support manual, Form X42003
MAGNETO",
or later revision.

WARNING with date code 9943


6. Install new capacitors or

newer, and replace attaching hardware and


HIGH RPM MAGNETO DROP OR gasket (if used) in accordance with D-2000 and
INOPERATIVE MACNETO INDICATES AN D-3000 Service Support manual, Form X42003
UNAIRWORTHY CONDITION, WHICH MAY BE or later revision, SB651, and SB653.
A SYMPTOM OF MAGNETO FAILURE OR A
PRELIMINARY SYMPTOM LEADING TO
MAGNETO FAILURE. EITHER OF THESE
CONDITIONS MUST BE CORRECTED PRIOR
TO FURTHER FLIGHT, OTHERWISE INJURY,
DEATH, OR DAMAGE TO PROPERTY MAY
RESULT.

Capacitors are marked with a four-digit date code. The

first two digits represent the year (99=1999, 00-2000),


and the last two digits represent the week (01= first

ISSUED REVISED PAGE NO REVISION

Mo oAv YEAR MO DAY YEAR CONTINENTAL MOTORS 2 of 3 A


comwmv
01 1 24 2000 P.O. BOY 56601 ~314)(-Jll I
CSB 662

Page 4 of 6
Service Bulletin No. 541

IDENTIFICATION: WARRANTY:

Identify magnetos in compliance with this bulletin by All affected equipment will be covered by the
stamping or vibro-peening a letter W in the upper right applicable TCIM Ignition Systems warranty subject to its
comer of the magneto data plate. Make an engine terms and conditions. Warranty claims may be filed
logbook entry indicating compliance with this bulletin. through any TCM distributor. Up to 2.0 hours labor
will be allowed per magneto.

CODE

ri;s

FIGURE 1
Capacitor date code marking.

ORIGINAL
As Received By
ATP

ISSUED REVISED PAGENO REVISION

Mo DAv YEAR MO DAY YEAR CONTINENTAL MOTORS 3 of 3 A


*~r´•avn´•
CSB 662
01 24 2000 PO. BOX PO MOllllr LI*8*MA)MO1 JJ11)131)1

Page 5 of6
Service Bulletin No. 541

TELEDYNE CONflNENTAL~ IGNITION SYSTEMS


INFORMATION
S~RVICE
Contains Useful Information Pertaining To Your
~ETTER
Ignition Systems
CATEGORY 5

SIL642
SUPERSEDES SERVICE BULLETIN 633
FAA APPROVED

SUBJECT: MANUFACTURING NUMBER (SERIAL NUMBER) INTERPRETING

REASON FOR To Clarify The Meaning Of Manufacturing Numbers Found on TCM


BULLETIN: Ignition Systems Data Plates.

EQUIPMENT All TCM S-20, S-200, S-~200 and 0-3000 Series Magnetos, New or
AFFECTED: Factory Rebuilt, Gold Seal Harnesses, Ignition Switches and Starting
V~brators.

GENERAL INFOR~IIATION: Current Manufacturing numbers may be read as

follows:
FieldReports indicate occasional difficulty when
determining Service Bulletin applicability based Example: B159301FR
on Serial Numbers.

Manufacturing numbers, commonly referred to 8 15 93 01 F R


as serial numbers, are currently used to identify

ignition system equipment built by TCM in


Atlanta, GA. These manufacturing numbers
I I I I 1 1
employ a coding system shown below. The build Month D,yol Year kpuanY Product Factory
Rebuilt
A: January Month (1993) Number code
date derived from this code, rather than the (OI U~L O: S´•2Q (NO
B: rebNary
magnitude of the numbers, determines the time c: March Begins E: S´•200
F: S´•1200
LF~e’
with 01
of manufacture. Therefore, for Service Bulletin o: April New)
E: Mg Each Oily G:
compliance purposes, all magnetos F: June (~aSnclos H:Swtn
manufactured or rebuilt by TCM may be c: July Only) I: Vbntcr
HarneJs
considered to have a "highe~’ serial number than H: Auguse

magnetos manufactured or "Remanufactured"


by Bendix in Sidney, New York, or in K: November
DecBmbe’
Jacksonville, FL. Corporate identification and
factory location is found on the Unit’s Data Plate.

MOTORS PAGE NO REVISIO:;


ISSUED REVISED ~PCTELEUYNE
P.O. BOX 90 MOBI~E, ALABAMA 3660( 1 OF 1´•
MO DAYIYEAR MO DAY
(205) 438´•~11
02 1 01 94

Page 6 of6
n~ 1 ~1Fycomi ng M AN DATO RY
652 Oliver Street
PA 17701 U.S.4. SEBV1CE BWLLETIN
570/323-6181

DATE: August 30, 2000 Service Bulletin No. 543A


(Supersedes Service Bulletin No. 543)
Engineering Aspects are

FAA Approved

SUBJECT: Oil Filter Converter Plate Gasket Replacement

MODELS AFFECTED: All Textron Lycoming:


0-320-H1AD, -H 1 ED, -H2AD, -H2BD, -H3AD, -H3BD;
(L)O-360-A I AD, -A 1 F6D, -A 1 G6D, -A 1 LD, -A3AD, -A4AD, -ASAD, -EIA6D;
1O-360-A 1 B6D, -A 1 D6D, -A3 B6D, -A3 D6D, -C 1 E6D, -J I AD, -J I A6D;
(L)TO-360-A 1 A6D, -C 1 A6D, -E 1 A6D, -FIA6D;
TIO-360-C1A6D;
(L)HIO-360-EIAD, -EIBD, -F IAD;
0-540-H1A5D, -H1BSD, -H2A5D, -H2B5D, -J 1A5D, -J I B5D, -JICSD, -J 1 D5D, -JZASD,
-J2B5D, -J2CSD, -J2D5D, -J3A5D, -J3C5D, -L3C5D;
IO-540-C4D5D, -KIASD, -K1BSD, -K1ESD, -KIFSD, -KIGSD, -KIJSD, -L I A5D, -LIBSD,
-MIASD, -MIBSD, -M2A5D, -T4A5D, -T4B5D, -T4C5D, -UIASD, -UIBSD, -V4A5D,
-W1A5D,-W3A5D;
(L)TIO-540-K1AD, -S1AD, ED, -F2BD, -JZBD, -NZBD, -R2AD,
-AA 1 AD, -AB 1 AD, -AB 1
-T2AD,-V2AD;
AE1O-540-L1B5D;
TIO-541-E Series; TIGO-541-DIA, -D IB, -EIA;
IO-720-AIBD,-BIBD,-CIBD,-DIBD,-DICD
aircraft enginesthat were shipped from the factory after April i, 1999 or that have had field
replacement of the oil f~ltet converter plate PM LW-13904 and/or oil filter converter plate
gasket PR\I LW-13388 after April i, 1999.

TIME OF COMPLIANCE: Before further flight and at each 50 hour oil change thereafter.

Textron Lycoming has received reports indicating that operation at high oil temperatures can cause the converter plate gasket on

the oil filter base to become extruded from its seat, allowing oil to leak out between the plate and the accessory housing.

Textron Lycoming requires the following:

1. Remove the oil filter and the converter plate (Figure 1). Remove the gasket from the plate in accordance with Textron

Lycoming Service Instruction No. 1453.

2. Replace the gasket with a new gasket P/N LW-13388. Bond the gasket in place and reinstall plate per Textron Lycoming
Service Instruction No. 1453. Reinstall oil filter.

3. Make appropriate logbook entry ofcompliance.

4. Replace this gasket at every 50 hour oil change thereafter per this Service Bulletin.

WARRANTY:

with normal Textron Lycoming Warranty procedures through a Textron Lycoming distributor. Warranty is available for
Comply
the oil filter converter plate gasket (PM LW-13388) and up to two hours labor.

Page 1 of2
O 2000 by Textron Lycominl "All Rishcl Rclcrvcd

Manufacturws Assoc~ation
Service Bulletin No. 543A

ORIGINAL
As Received By
ATP
Location of Dual Magneto
Single Drive

Oil Filter
Converter
Plate

Figure I

Gasket
bonded to
back of plate

NOTE: Revirion "A" revirer the entire Service Bulletin

Poge 2 of2
Lycom i ng N1AN DATO RY
:´•´•´•;ill´•-´•~l´•:::’i
652 Oliver Street
Williamsport, PA 17701 U.S.A. SERVICE BULLETIN
570/323-6181

October 4, 2000

Supplement No. 1

To

Service Bulletin No. 543A

This Supplement No. 1 to Service Bulletin No. 543A provides an alternate means of compliance with Service Bulletin No.
543A.

SERVICE BULLETIN NO. 543A AFFECTS THE TEXTRON LYCOMINC ENGINES LISTED
UNDER MODELS AFFECTED ONLY IF:
1. THEY WERE SHIPPED FROM THE FACTORY BETWEEN APRIL 1, 1999, AND OCTOBER 4,
t000.
2. THEY HAVE HAD THE OIL FILTER CONVERTER PLATE GASKET FIELD REPLACED
AFTER APRIL 1, 1999, WITH P/N LW-13388.
3. THEY HAVE HAD THE OIL FILTER CONVERTER PLATE FIELD REPLACED AFTER APRIL
1, 1999, WITH P/N LW-13904.

ALTERNATE COMPLIANCE INSTRUCTIONS:

Compliance with PART I, PART II OR PART III, below relieves the requirements of Service Bulletin No. 543A and
eliminates the need for gasket replacement every 50 hours.

PARTI

Engines shipped from the factory after October 4, 2000, do not require oil filter converter plate gasket replacement at every 50
hours.

PART II

i. Replace the PM LW-13388 gasket with a new gasket PM 06823072 in accordance with Textron Lycoming Service
Instruction No. 1453. For identification, new gaskets P/N 06823072 have been stamped with their part number.
2. After bonding the PM 06823072 gasket in place, vibropeen the number 543 anywhere along the outer surface of the plate
flange as shown in Figure A.

3. Reinstall the plate and oil filter in accordance with Service Instruction No. 1453. This relieves the requirement of the
replacement of the converter plate gasket at every 50 hours.

Vibropeen
number 543
I anywhere on
this surface.

ORIGINAL
As Received By FigureA
ATP
JBFa
O 2000 by Texuon Lycoming "All Righu Rerdrvcd"

6 Generai Aviation
Manufacturers Association
Supplement No. 1 to Service Bulletin No. 543A

NOTE

After converter plate is marked with 543, P/N LW-13388 gasket may never be used again.

4. Make appropriate logbook entry of compliance with Service Bulletin No. 543t2, Supplement No. I.

PART III

installation of Textron Lycoming converter plate kit P/N 54E23073 eliminates the 50 hour replacement requirement. Installation
of Textron Lycoming oil filter kit PM 05K23074 (0-320-H series only) eliminates the 50 hour
replacement requirement.

NOTE

After kit P/N 54E23073 kit P/N 051<23074 is installed, PIN LW-13388 gasket be used
or
may never again.
The converter plate included in each of these kits is identified with the part number 54E23073
permanently niarked on the plate in the same location as shown in Figure A.

WARRANTY:

Comply with normal Textron Lycoming warranty procedures through a Textron Lycoming distributor. Warranty for the oil
filter converter plate ~gasket and for up to two hours for installation labor for compliance with Service Bulletin No. 543A and
Supplement No. I to Service Bulletin No. 543A is available only through December 1,2000.
SI
d
Service Ir?structior\

YCOMING DIVISION
VVILLIAMSPORT, PA. 17701

cu
DATE: March 4, 1980 Service Instruction No 1002
Approved by FAA
SUBJECT: Proper Maintenance of Carburetor Air Filters

MODELS AFFECTED: All Lycoming Opposed Series Aircraft Engines

TIME OF COMPLIANCE: Daily Inspection

It has become increasingly evident that operators carburetor air heat should be used in this type of tn-
are not adhering to carburetor air filter maintenance stallation, is when icing conditions encountered on the
instructions as set forth by aircraft manufacturers. ground might affect take-off. If the hot air duct to the

This shows up in complaints on parts removed from carburetor is fitted with a filter,this too must be maln-
service before their normal service life has expired. tained in the same manner and with the same freguency
Inpractically all of those cases analyzed by our labo- as the carburetor air filter. It is recommended the

rsltories, deposits have been found which conclusively operator run up his engine on a hard surface ramp or
where dirt is at a minimum.
prove the engine has been operated after dirt has en-
tered the engine through the carburetor.

The purpose of the carburetor air filter is to re-


imperative that the carburetor air filter
It is also

move dirt and abrasive particles from the air before


be properly installed. If it fits loosely so that the air
it enters the carburetor. Whenthe carburetor air fil- passes around rather than through the mesh, unfiltered

ter has not been properly maintained, the result is the


dirty air will enter the carburetor. If there are any
t7. leaks in the induction system between the air filter and
.gme yiopenting 7vithout n filter. The most common
t_c;~ result of dirt entering the engine is worn piston rings
the carburetor the same problem will exist.

and excessive ring groove wear. As ring groove wear


There are two types of carburetor air filters in use
progresses, ring breakage will eventually result.
in installations which use Lycoming engines. These
Too much emphasis can not be put on the importance are a dry type paper filter and an oil wetted type mesh

of keeping ground operation at a minimum. On some filter. The two types are serviced in a different
installations the air coming into the carburetor com- manner, and the following procedure is a general
pletely by-passes the carburetor air filter when the recommendation. The airframe manufacturer should
carburetor air heat is turned on. The only time the be consulted for specific recommendations.

itr~

i´•.
~li F li~
i’

::c.:: i’
i i

I~
j(j

I;
:ii j
4
:::1:i:
ii: ’iij Irl i ;;3
j
-’2"i:´• 3 ii~ hi
:ZI
t i i3 ji:
i i 1
I;:’6B
s.-
:1
j~
.´•Y~

Figure 1. Example of Deteriorated Carburetor Air Filter

Pagelofa
Service Instruction Na. 1002
March 4, reeo

RRY FILTER8: OIL WETTED TYPE FILTER:

a. The filter must be cleaned daily when operating The filter must be inspected daily for dirt accumu-
in dusty conditions. When operating in other than dusty lation and proper oiling. When dirt is found the filter
should be cleaned(recommended daily when operating
conditions, inspect the filter daily and clean when re-
in dusty conditions); or if the filter requires oiling, the
quired. If any holes or tears are noticed, the filter
following procedure should be followed:
must be replaced immediately. The required maxi-
mum time for servicing these filters is 25 hours.
a. Thoroughly wash the filter in petroleum solvent.
Make certain all dirt is removed from the filter, and
b. Remove the filter element and shake off loose dirt the tilter unit is in serviceable condition.
by rapping on a hard fiat surface, being especially
careful not to crease or dent the sealing ends. b. Dry the filter at room temperature making certain

itis thoroughly dry before proceeding with the next step.


CAUTION If the filter is not dry, the solvent will prevent the oil
from adhering to the small surfaces of the filter, and
Never wash the filter element in any liquid,
thereby decrease its efficiency.
or soak it in oil. Never attempt to blear
off dirt with compressed air, c. Immerse the filter in the recommended grade of
oil for a period of five minutes.
c. Thefilter housing can be cleaned by wiping with a
cloth soaked in gasoline. When the housing is dry, d. After removal of the filter from the oil, allow to
reinstall and seal the filter element. drain thoroughly before installation in the aircraft.

Page 2 of 2
c;e,,ice Instructio~
VCOMING DIVISION
VVILLIAMSPORT, PA. 17701

July 15, 1966 Service Instruction No. 1008B


DATE:
(Supersedes Service Instruction No. 1008A)
Approved by FAA

SUBJECT: Instructions for Installation of Thermostatic Oil Cooler By-Pass and


Pressure Relief Valve

MODELS AFFECTED: A11O-320, 10-320, 0-340, 0-360, 10-360, VO-360, HIO-360, 1VO-360,
0-540, 10-540, 10-720 and TIG-541 Series Engines

TIME OF COMPLIANCE: Optional, at owner’s discretion

Owners and operators of drcraftequipped with any 3. Remove connector and oil temperature bulb from
of the engines listed above can install a thermostatic end of oil pressure screen housing. Also remove oil
oil cooler by-pass valve to provide better control of pressure housing and screen.
the engine oiltemperature. Regulated oil temperature
tends to reduce wear of engine parts, thereby permitting 4. Thoroughly clean the oil pressure screen in petro-
leum solvent and install it in a new housing, P/N 69510.
longer periods of operation between engine overhauls.
Assemble the new housing and screen assembly on the
Also, the thermostatic valve will reduce the time for
warm-up after a cold start; however, when operating engine using a new gasket, P/N 61173.
in extreme cold temperatures, it may be necessary to
baffle part of the oil coolerto prevent excessively low 5. Install a P/N 75944 thermostatic valve assembly
oil temperature, usingthe TA-21083 gasket ~Avco Lycoming PJN 76510
that is part of the valve assembly. Reassemble the oil
The thermostatic controlled oil cooler by-pass valve
temperaturebulb and electrical connector using a new
is installed as follows:
STD-294 gasket.
NOTE
6. Check connections of oil lines at engine and oil
Many of the above listed engines were built
cooler for tightness.
withthe thermostatic controlled oil cooler
by-pass valve; these can be identified by 7. Check system for proper lunctioningby observation
the location of the oiltemperature bulb on
of oil temperature gage during engine operation.
the oilpressure screen housing. On engines
equipped with the pressure relief by-pass
valve, the temperature bulb is installed
"r
concentric with the oil pressure screen

housing; while on engines equipped with


the thermostatic by-pass valve, the valve
is installed concentric with the oil pressure
screen housing and the temperature bulb
Is located along side of the valve. See
figure i. Also, before performing the
following procedure, make sure sufficient
clearance is available between the firewall
of the aircraft and the P/N 69510 oil pres-
sure screen housing for installation of oil

temperature bulb and connection.

1. Remove plug, gasket, spring, and plunger from


location "A’; as shown in figure 2. Reinstall plug and
new gasket, STD-294, if line for oil passage to the
oil cooler is tobe installed at "B" instead of this loca-
15; .~..LAS L-
tion. (Oil to cooler can be routed from "A" to "B"
depending on installation.

2. If "oll to cooler" line is to be attached at "A",


remove "oil to cooler" line from opening at "B" and
Figure 1. Location of Thermostatic Oil Cooler
install a STD-784 plug to close the opening.
By-Pass and Relief Valve and Oil Temperature
Bulb Connection

Page 1 of 2
Service Instruction No. 1008B
July 15, 1966

´•´•A´•´•

EMOVC PLVO.SP*ING. L (LLVNOER. ,~a´•17 PLVO


PLVO IF ´•’QIL TO COOLER" LINE Is TD BE I\ I _STO´•19´• GABB(ET
CONNECTED *I"B"

E913B ERRING

I I/ e?Ils PLVNOER

~k?J//
VALVE ASSEMBLY
u.
S;’ (INtLVDED W1T*
.::?´•r´•~: VLLVEAEOEHBLI)

:’b~
CROH OLD ASSEMBLI)

BRSlO ~OVSINCI

OIL FROM COOLER~’ LINE CONNECTED HERE.


E1173 C´•~5*IT(DO NOT ATTEMPT
CnEC~ FOb TIGHTNESS ’iz TO REUSE OLD GAIII(ET)

L.~J.

:i PIT.6V.E .CsLL. ´•*aU51*0


REPLACE WITIl B9S10

j’
LOCaTION FOR CONNECTING
OIL TEMPERITVRE

i
BVLB ON
PRESSVRE OPERATED Oft COOLER
sv.Pnss VL~LYE´•
SEE FIGVRE i. FOR LOCe~TION
THERMOSTITIC OIL~ C
6r
4~´•,´•´•
COOLER VALVE
i

1;
’j I I, i,
I\ IF "OIL tOOLLR" LINE 15TO BE

i’
\r´•.I CONNECTED IT"A"-CLOSE T~15
OPENING WIT~ ~20´•781PLUc

,´•2 .~´•t´•. oljs;

Figure 2. View of Accessory Housing Showing Details of Installation of Thermostatic Oil Cooler By-Pass Valve
and Pressure Relief Valve

NEW PARTS REQUIRED: Qty. Avco Lye. P/N Na~ne

2 STD-294 Gasket
1 75944 Thermostatic valve assembly (NOTE: The 75944 valve
assembly replaces No. 69451 valve as-
sembly. The new valve has a stainless
steel shaft and
crimplock nutfor secur-
ing spring and conicalseat. Gasket
the
No. TA-21083 (Avco Lpc. P/N 76510) is
included with valve assembly,
1 60510 Oil pressure screen housing
1 61173 Gasket
1 STD-784 Plug (requircd only if "oil to cooler" line is connected
at location "A" see figure 2)

PARTS REMOVED: 1 62417 Plug (renlovcd only if "oil to cooler" line is connected
at location "A" see fi~re 2)

1 69436 Spring
1 62415 Plunger

NOTE: Revision "B" to Service Instructlo~l No. 1008 ch:lnb´•cs P/N 69451 to P/N 74944; adds VO-360, tiIO-360,
1VO-360, 10-720 and TIG-541 models; and adds Avco Lyconling P/N 76510.

Page 2 of 2
~Ly"""i"s I SERVICE
652 Ollve~
Williamsport.
570/323-6182
PA 17701 U.S.A.
INSTRUCTION
DATE: January 17, 2001 Service Instruction No. 1009AQ
(Supersedes Service Instruction No. 1009AP and
Supplement No. 1 to Service Instruction No. 1009AP)
Engineering Aspects are
FAA Approved

SUBJ-ECT: Recommended Time Between Overhaul Periods

~VIODELS AFFECTED: All Textron Lycoming Piston Aircraft Engines

Thefollowing chart shows the established time between overhaul (TBO) for Textron Lycoming piston
aircraft
engines. TBO’s can be established on engines that incorporate GENUINE TEXTRON LYCOM~G
PARTS only, and are not applicable if the engine contains parts other than those supplied by Textron
Lycoming. Service experience, variations in operating conditions, and frequency of operation are some of
the factors taken into consideration when a TBO is established. Because of variations in the manner in
which engines are operated and maintained, Textron Lycoming can give no assurance that any
individual operator will achieve the recommended TBO.

Continuous service assumes that the aircraft will not be out of service for any extended period of time.
Refer to latest revision of Service Letter No. L1SO if the aircraft is to be out of service for a period of time
greater than 30 days.

Engine deterioration in the form of corrosion trust) and the drying out and hardening of
composition materials such as gaskets, seals, flexible hoses and fuel pump diaphragms can occur if an
engine is out of service for an extended period of time. Due to the loss of a protective oil film after an
extended period of inactivity, abnormal wear on soft metal bearing surfaces can occur during engine
start. Therefore, all engines that do not accumulate the hourly period of time between overhauls

specified in this publication are recommended to be overhauled in the twelfth year.

Engine accessories and propellers may require overhaul prior to engine overhaul and should be
accomplished in accordance with the accessory manufacturer’s recommendation.

The TBO’s in the chart do not apply to engines engaged in crop dusting or other chemical-application
flying. These engines should be overhauled at 1500-hour intervals or at recommended TBO, w~hichever is
lower.

Reliability and average service life cannot be predicted when an engine has undergone any modification
not approved by Textron Lycoming. The TBO’s shown in the table are recommendations for engines as
manufactured, without considering any modifications that may alter the life of the engine.

Page 1 of4
O 2001 by Tuthnn Lycoming ~UI Righu Reserved"
Service Instruction No. I009AQ

RECOI~IRIIENDED TIitlE BETWEEN OVER~UL PERIODS

FIXED W~G AIRCRAFT


Enoi rvIodels See Note Hours
0-23 5 Series (exceDt -F. -G. -J 12 2400
O-235-F -G -J 13 2000
0-290-D 2000
0-290-D2 1500
0-320 Series (except O-320-H): IO-320-A. -E 1.10, 11 2000
0-320-H 11 2000
1O-320-B -D -F 461011 2000
1O-320-C 2.4.10.11 1500
AIO-320 (160 HP) 6 1600
AEIO-320 Series 6 1600
0-340 Series 1 2000
0-360 Series (exceDt 0-360-E. -J2A): IO-360-B. -E. -F, -R/[IA (180 HP) 1.4. 10. 11 2000
0-360-E 4.11 2000
IO-360-L2A 11 2000
IO-360-G -C. -D. -J (200 HP) 4. 5.6. 10, 11 2000

TO-360-E (180 HP) 3,4, 1 1 1500


AIO-360 (200 HP) 6 1400

AEIO-360 Series(l80 HP) 6 1600


AEIO-360 Series (200 HP) 6 1400
0-435: GO-435 1200
GO. GSO-4SO: IGSO-480 1 1400
0-540-A. -B. -E4A5: IO-540-C. -D 1.10 2000
0-540-E4B5. -E4C5 1.11 2000
0-540-G. -H. -J: TO-540-N. -T. -V. -W 10. 11 2000
O-540-L3 C 5 D 2. 1 i 2000
IO-540-A. -B (290 HP) 1.10. 11 1400
IO-540-E. -G. -P 1.10. 11 1600
IO-540-S. -AA 2. 10 1800
IO-540-J. -R 2. 10 1800
IO-540-AB 1 A5. -AC 1 A5 11 2000
IO-540-K. -L. -M 10. 11 2000
IO-540-K1B5. -K1G5 10.11 2000
AEIO-540 Series 6 1400
IGO IGSO-540 Series 1200
TIO-540-V, -W, -AE 3.4.11 2000
TIO-540-C. -AA. -AB. -AF. -AG. -AH. -AJ 3.4,7. 11 2000
TIG-540-A, -F. -J. -N. -R -S, -U 3.4. 11.14 1800
TIG-541-A (320 HP) 3 1300
TIO-541-E (380 H~P) 3,9 1600
TIGO-541 (425 HP) 3 1200

I 10-720 Series 11 1800

Page 2 of4
Service Instruction No. 1009AQ

TI~ZE BETWEEN OVERHAUL PERIODS (CONT.)

ROTARY WTNG AIRCRAFT

Models See Note Hours


Engine
II 0-320-A2C. -B2C 11 2000

HO-360-C 1A 11 2000

0-360-C2B.-C2D: 1-10-3 60 (excePt -C 1A): 1-110-3 60-B iso0


O-360-J2A 11 2000

HIO-360-A. -C. -D. -E. -F Series 1500

VO-360-A Series 600


1000
VO-3 60-13, IVO-3 60
VO-43 5-A Series 1200

VO-435-B Series 1200


3 1000
TVO-4j5 Series
11 2000
I O-540-F1B5
1200
VO-540 Series 8

IVO-540 Series 600


3.5 1200
TVO. T1VO-540 Series

NOTES

i. Only engines built with ~z inch dia. exhaust valve stems. Engines of this series with 7/16 inch dia.
exhaust valves should not exceed 1200 hours between overhauls repardless of the tvoe of operation.
New and remanufactured engines built with ’/2 inch dia. exhaust valve stems are identified, respectively,
by serial numbers and date in the latest revision ofService Instruction No. 1136.

2. These engines are designed to incorporate exhaust turbocharging.


3. Turbochargers recluire removal, prior to engine overhaul, for carbon removal and repair.
may
rotation engines.
4. Engines with reverse rotation have same overhaul times as corresponding normal
than
5. 1200 HOURS: Engines that do not have large main bearing dowels should not be operated more
1200 hours between overhauls.

1400 HOURS:Engines that have large main bearing dowels may be operated to 1400 hours between
overhauls. These include engines with serial numbers L-7100-51A and up, and L-101-67A and up; engines
which are in compliance with the latest revision of Service Bulletin No. 326; and remanufactured engines
shipped after January 26, 1970.
be operated
2000 HOURS: Engines that have large main bearing dowels and redesigned camshafts may
to 2000 hours between overhauls. These include engines
with serial numbers L-9762-51A and up; IO-360-
numbers L-524-
C1E6 engines with serial numbers L-9723-51A and up; LIO-360-C1E~ engines with serial
revision of Service Bulletin No. 326 and Service
67A and up; engines that are in compliance with the latest
2000 hours
Instruction No. 1263. Remanufactured engines shipped after October i, 1972 may be operated to
which do not have the
between overhauls except those with serial numbers L-2349-51A and L-7852-51A
overhauls.
redesigned camshaft and must not exceed 1400 hours of operating time between
reliability and service life of engines can be detrimentally affected if they are repeatedly operated
a
6. The
alternating high and low power applications which cause extreme changes in cylinder temperatures. Flight
also contribute abnormal characteristics that tend to
maneuvers which cause engine overspeed
to wear

shorten engine life. These factors must be considered to establish TBO of aerobatic engines; therefore it is
is used for aerobatics and
the responsibility of the operator to determine the percentage of time the engine
establish his own TBO. The maximum recommended is the time specified in this instruction.
Page 3 of4
Service Instruction No. 1009AQ

7. TIO-540-C Series engines with serial numbers L-1754-61 and up, TIO-540-C Series engines that wer
remanufactured or overhauled at Textron Lycoming, Williamsport, PA after March i, 1971 and TIO-540-C
series engines that have been modified toincorporate large main bearing dowels as described in the latest
revision of Service Instruction No. 1225 may be operated to 2000 hours. Engines that do not incorporate this
modification must not exceed 1500 hours between overhauls.

8.VO, TVO and TIVO-540 engines built with P/N 77450 connecting rods as described in the latest revision
of Service Bulletin No. 371 may be continued in service to 1200 hours. Engines that do not incorporate this
new connecting rod are restricted to 1000 hours for VO-540 models and 900 hours for TVO and TIVO-540.

See latest revision of Service Bulletin No. 371 for improved connecting rod assembly.

9. TIO-541-E series engines with serial numbers L-S04-59 and up, remanufactured engines shipped after
March i, 1976 and all engines that incorporate the improved crankcases and cylinder assemblies described
in the latest revision to Service Bulletin Nos. 334 and 353 may be operated for 1600 hours before overhaul.
Engines not in compliance with these requirements are limited to 1200 hours recommended time between
overhaul.

10. Some engines in the field have been altered to incorporate an inverted oil system in order to perform
aerobatic maneuvers. Whenever this modification is done to an engine, the TBO of the engine must be
determined in the same manner listed for AEIO engines of the same model series.

11. If an engine is being used in "freauent" type service and accumulates 40 hours or more per month, and
has been so operated consistently since being placed in service, add 200 hours to TBO time.

12. Toqualify for the 2400 hour TBO, high-compression 0-235’s must have the increased stren,oth pistons
(P/N LW-18729). See latest revision of Service Letter No. L213.

13. The high-compression 0-235-F, -G and -J series do not have the increased-strength pistons (P/N LW-

18729); therefore, they do not clualify for the 2400 hour TBO.

14. TIG-540-A series with serial numbers L-1880-61 and up, TIG-540-A series engines that wer
engines
remanufactured or overhauled at Textron Lycoming, Williamsport, PA after March i, 1971 and TIG-540-A
series engines that have been modified to incorporate large main bearing dowels as described in the latest
revision of Service Instruction No. 1225 may be operated to 1500 hours. Engines that do not incorporate this
modification must not exceed 1500 hours between overhauls.

Page 4 of4
SERVICE
2Oliver
56AP
Stre71 32-618
Williamsport, 17701 U.S.A.
INSTRUCTION
Service Instruction No. 1011H
DATE: May 23, 1997
(Supersedes Service Instruction No. 1011G)
Engineering Aspects are
FAA Approved

SUBJECT: PART I: Table of Current Hydraulic Tappet Bodies, Plunger Assemblies and
Hydraulic Lifter Assemblies

PART II: Inspection Procedures for Hydraulic Lifters

lifters.
)MODELS AFFECTED: All Textron Lycoming engines employing hydraulic

TIME OF COMPLIANCE: At overhaul or before at owner’s discretion.

PART I

in Textron
plunger assemblies and hydraulic lifters presently used
The following table lists the tappet bodies,
assemblies whenever replacement becomes nec-
Lycoming engines and supersedes all previous hydraulic lifter
essary.

Two types of hydraulic lifters are used in Textron Lycoming engines. One type is composed of a mushroomed
the second design is a
head tappet body with a replaceable plunger assembly (see Figure 1-A and B) while
straight bodied lifter assembly with a (Figure l-C). This latter type of hydraulic lifter
non-replaceable plunger
complete assembly because of the matched fit between the body and plunger.
must be replaced as a

CAUTION

ANY DISASSEMBLY OF THE VALVE TRAIN MUST BE


FOLLOWED BY BLEEDING
FAILURE TO COM-
DOWN OF THE HYDRAULIC LIFTER PRIOR TO REASSEMBLY.
FAILURE OF PUSH
PLY CAN RESULT IN IMMEDIATE BENDING AND EVENTUAL
RODS.

Plunger Assy. Hydraulic Lifter


Engine Model Series Tappet Body
Assy.

O-290-D2; 0-320; 10-320; AIO-320;


AEIO-320; LIO-320; 0-340; 0-360; 10-360;
LIO-360; MO-360; AIO-360; AEIO-360;
72877 78290
HIO-360*; TIG-360**; 0-435
LW-168~2

I
O-320-H; O-360-E; LO-360-E
or
TO,LTO-360-E
LW-16586

72877 78290
VO-360; IVO-360
HIO-360-D1A; HIO-360-F1AD; TO-360-C;
15B21318 78290
TIO-360-C
15B21318 78290
GO-435

Page 1 of 6
Deneral Pnriation
Manufacturers Association
Service Instruction No. 1011H

Engine Model Series Tappet Body Plunger Assy. Hydraulic Lifter,


Assy.
VO-435; TVO-435 15B21318 78290
GO-480, GSO-480 15B21318 78290
IGSO-480 15B21318 78290
0-540; 10-540; AEIO-540; TIG-540; LTIO-540 72877 78290
IGO-540; IGSO-540-A; IGSO-540-B 15B21318 78290
VO-540; IVO-540; TIVO-540 15B21318 78290
TIO-541-E LW-~5861
TIGO-541 LW-15861
10-720 72877 78290

Except HIO-360-D1A and HIO-360-F1AD models.


Except TIO-360-C.
CAUTION

DO NOT MIX PLUNGER OR LIFTER ASSEMBLIES WITH DIFFERENT PART NUM-


BERS IN THE SAME ENGINE. THE DIFFERENT LEAK DOWN R~ES WILL CAUSE
ERRP;rIC ENGINE OPERATION.

PART II

During inspection of the hydraulic lifter components the following steps 1. thru 15. must be observed.

1. If a new camshaft is installed in the engine or the cam lobes are reconditioned by regrinding, all of the tappet
bodies must be replaced.
2. Check the tappet bodies and plunger assemblies for identification. Those bodies with no identification on the
stem or at the head must be discarded. (See Figure i.)
3. Check the face of the tappet body for signs of spalling or
pitting (Figure 2). Any part which shows this condi-
tion should be rejected and replaced. A magnifying glass (min. 10
power) should be used for this purpose.

A.LYCPIN 15821318 B. LYC P/N 72877 C. LYC P/N LW-~5861


LW-16812
LW-18586~

BODYSTAMP
g,
STRAIGHT ON
BODY~

HYPERBOLIC
P/N SINGLE RIB
BODY P/N
STAMPED TO IDENTIFY
STAMPED
HERE 72877
HERE

Figure i. Identification of Straight and Hyperbolic Tappet Bodies


and Hydraulic Lifters in Current Use
Page 2 of 6
Service Instruction No. 1011H

4. When a tappet body is rejected because of spalling, a visual inspection of the cam lobe must be made. Any
surface irregularity scuffing, pitting or feathering at the edge of the lobe is cause for rejection of the camshaft.

li~i’

SPALLED CONDITION

Figure 2. Spall Marks on Face of Hydraulic Tappet Bodies

NOTE

The tappet face may have one or more Rockwell marks (Figure 3) which are not cause for rejec-
tion. This is not to be confused with a spalle’d or pitted condition as shown in Figure 2. Rockwell
marks appear round, while a spall mark has an irregular pattern.

ROCKWELL MARKS

Figure 3. Rockwell Marks on Face of Hydraulic Tappet Bodies

5. Circular wear the face of the tappet body are also cause for rejection of the part. The face may
patterns on

have circular discoloration due to rotation of the body which is not cause for rejection. However, if the surface
has a wavy appearance the part should be rejedted (Figure 4).
NOTE

Indication of non-rotation of the hydraulic lifters is not cause for rejection unless the lifter face
is damaged as described in the preceding paragraphs.

IF THESE SURFACES APPEAR WAW


THE PART MUST BE REJECTED

Figure 4. Face of Tappet Body to be Checked for Circular Wear Pattern

6. Examine the interior bore of the tappet body (P/N’s 72877 only). If any appreciable wear has
15B21318
occurred at the interior shoulder (which serves as a seat for the plunger assembly), a feathered or chipped edge
will be visible around the shoulder (Figure 5) and the body must be replaced.

Page 3 of 6
Service Instruction No.

Rough Feathered Smooth Machined


Edge Edge

Wom Body New Body

Figure 5. Feathered Edge in Hydraulic Tappet Face

MAGNETIC PARTICLE INSPECTION

7. For magnetic particle inspection of the tappet bodies, special precautions must be taken according to the type
the following
of tappet body to be inspected. The tappet bodies are subjected to magnetic particle inspection in
manner.

CAUTION

UNDER NO CIRCUMSTANCES SHOULD THE PLUNGER ASSEMBLIES OF THE HY-


DRAULIC LIFTERS BE SUBJEC~ED TO MAGNETIC PARTICLE INSPECTION.

A. 72877 AND 15B21318 TAPPET BODIES

1. A special holding fixture PM ST-387 and copper adapter P/N 64899 must be used to inspect these tappet
bodies.

2. Clean any Ferrox coating from the edge of the face with a medium grade sandpaper (See Figure 6). Do not

touch the face of the tappet body with any abrasives.


and magne-
3. Place the tappet body in the holding fixture with adapter inserted in the body. Tighten securely
tize between heads at 300 amps, using the continuous method for application of fluid.

Remove Ferrox Coating


From This Surface Before
Magnafluxing

Figure 6. Surface to be Cleaned of Ferrox Coating Before Magnetic Particle Inspection

B. LW-15861, LW-168~2, LW-16586 HYDRAULIC LIFTER ASSEMBLIES


i. Disassemble lifter byremoving retainer clip and push rod socket, then using extractor tool ST-474, remove
the plunger assembly and plunger spring.
CAUTION

THE PLUNGERS IN THE HYDRAULIC LIFTER ASSEMBLIES ARE NOT IN-


TERCHANGEABLE. IF THE PLUNGER ASSEMBLIES ARE DAMAGED OR BECOME
INTERMIXED, THE COMPLETE LIFTER ASSEMBLY MUST BE REPLACED.

2. Place the lifter bodies between the heads and magnetize at 300 amps. Inspect using continuous fluid ap-

plication.
Page 4 of 6
Service Instruction No. 1011H

3. Clean and lightly coat the lifter parts with engine oil before assembly. Inspect the plunger check valve for
proper operation by temporarily placing the plunger assembly and push rod socket into the lifter body without
the plunger spring. Quickly depress the push rod socket. If the plunger and socket bounce back, the lifter is
acceptable; if it does not bounce back, but instead collapses, the lifter must be replaced.
4. Remove the push rod socket and plunger assembly from the lifter body and install the plunger spring. Re-
making sure the retaining clip is properly seated. After this final assembly, make sure the
assemble the lifter
plunger can be bottomed in the hydraulic unit.
78290 PLUNGER ASSEMBLIES

8. As thehydraulic plunger assemblies are removed from the engine, check for chipping of the shoulder (Fig-
ure 7). Do not use a magnet to remove the plunger assembly from the engine as this could magnetize the check

valve ball making the unit inoperative.

Chipped Shoulder

Figure 7. Chipped Shoulder on Hydraulic Plunger Assembly


9. Line thehydraulic plunger assemblies side by side on a flat surface and lay a straight edge across the shoul-
der surface (Figure 9). Any plunger assembly that is more than 1/32" below the straight edge is collapsed and
must be rejected.

10. Make a visual inspection of the body of the plunger assembly for cracks.

11. The hydraulic plunger assembly may now be disassembled and cleaned with clean solvent and then back
flushed with clean solvent.

CAUTION

ALL PARTS OF EACH HYDRAULIC PLUNGER ASSEMBLY ARE SELECTIVELY


FITTED AND ARE NOT INTE RCHAN GEABLE. IT IS THAT MATING
PARTS BE KEPT TOGETHER. IF ANY DOUBT EXISTS AS TO WHETHER THE PARTS
HAVE BECOME MIXED, INSTALL NEW PLUNGER ASSEMBLIES.

12. Check the plunger assembly for a leaking check valve in the following manner.

a. Dip the plunger in light machine or engine oil.

b. Hold the hydraulic cylinder between the thumb and middle finger in a vertical position with one hand,
then place the plunger in position so that it just enters the cylinder (Figure 8).
NOTE

Thumb of hand holding hydraulic cylinder must not be covering the tube extending from bottom
of plunger or check will not be satisfactory.
c.Depress the plunger quickly with the index finger and if the plunger bounces back, the unit may be consid-
ered satisfactory.

Page 5 of 6
Service Instrucxtion No. 1011H

Figure 8. Proper Method of Checking Hydraulic Plunger Assembly


indication that the check valve is not
d. If theplunger does not bounce back but remains collapsed, it is an
seating properly. When this condition e~ists, replace the plunger.
NOTE

exhaust valve must also be


plunger assembly proves defective, the related intake or
re-
When a

placed.
thin clean bronze wire through the oil inlet hole.
13. To assemble the plunger, unseat the ball by inserting a

With the ball off its seat insert the plunger and twist clockwise until the spring catches.
in their original location in the engine. Liberally
14. When returning parts to service, all parts must be installed
coat the faces and cams with an approved prelubricant such as "Moly-Tex Grease "EPO", Lubribond,
tappet
I 600W oil,~etc. See latest edition of Service Instruction No. 1059 for approved prelubricants.

15. Check dry tappet clearance and adjust as necessary according


to specifications set forth in the appropriate
Overhaul Manual.

MACHINE SURFACE

Figure 9. Checking for Collapsed Hydraulic Plunger Assemblies

NOTE: Revision "H" revises parts table and text.

Page 6 of 6
Lycoming I SERVICE
Oliver Street
of Textron Inc.

U.S.A.
INSTRUCTION
Williamsport. PA 17701

October 31, 1988 Service Instruction No. 1012F


DATE:
(Supersedes Service Instruction No. 1012E)
Engineering Aspects are
FAA Approved

PARTI: Correct Location for Counterweights and Rollers on a


SUBJECT:
Crankshaft
PART II: Proper Assembly Procedure for Counterweights and Rollers
on a Crankshaft

MODELS AFFECTED: All Textron Lycoming engines employing counterweights.

TIME OF COMPLIANCE: As Required.

The purpose of this service instruction is to provide material improvements and improvements in manufac-
turing methods have resulted in number of
correct assembly procedures and identify the correct
counterweight supersedures. The following table lists
location on the crankshaft for the various
counterweights and rollers utilized on Textron Lycom- applicable counterweight part number supersedures in
the sequence of occurrence. The referenced notes
ing reciprocating aircrrdt engines. Since the original edi-
tion of this publication; counterweight design changes, following the table describe the supersedure.

COUNTERWEIGHT AND ROLLER SUPERSEDURE HISTORY

Original Superseding Original Superseding


Counterweight Roller Roller
Counterweight
Part Number Part Number Part Number Part Number

69393 71904 t 76787 73648

*69394 71905
69349 71905
65602 71904
65640 71904
71904 LW-19225
71905 LW-19226
72801 LW-19227
72534 LW-19213
73643 LW-19211
73644 LW-19210
73812 LW-19212

P/N 69393 and 69394 counterweights are cast iron and did not incorporate bushings in the roller bores.’These
counterweights must be replaced at overhaul. (Not interchangeable.)
to secure the rollers
P/N’s 69349, 65602 and 65640 counterweights incorporate screw in plugs and circlips
it becomes to replace one of these counterweights, all counterweights
in the counterweight. When necessary
on that certain cranksha~t must be replaced. (Not interchangeable.)
been superseded as a result
P/N’s 71904, 71905, 72801, 72534, 73643, 73644 and 73812 counterweights have
is completely interchangeable with its respective replacement
of manufacturing process changes. Each one
counterweight. Existing stock of these counterweights is usable until depleted.
and to eliminate a dispensible part.
t P/N 76787 roller was replaced by P/N 73648 as a product improvement

Page 1 of 7

General ~kriation
Manufacturers ~sociation
Service Instruction No. 1012F

PART I
NOTE

Part I separates applicable engines into groups that


Any 0-540-A1A model engine installed in a
utilize the same basic crankshaft design with the same
Piper aircraft must be converted to the
0-540-A1A5 configuration at overhaul. This counterueight and roller configu~tion. The location col-
in the table that accompanies each group
is accomplished by installing two (2) ftfth umn

order counterweight rollers P/N 72022, in


references the group to a numbered figure which is an
illustration that is typical of the crankshaft installed in
place of two (2) of the four (4) sixth order
the engines listed with the group. Each counterweight
P/N 70416 rollers, on one of the two (2) rear
lobe position is numbered on the illustration and the
crankshaft lugs. When this modification has
location column in the table assigns each counterweight
been completed, stamp the number "5"
model number the engine and roller combination to one or more of these
after the on
numbered positions.
nameplate.

Figure 1.
Group 1
Counterweights and Rollers

Counterweights Qty. Roller Bty´•


No. PIN No. Location
P/N
Group
Figure 1
Group 1 (4 Cyl. Direct Drive Engines) Either Position
LW-19227 1 LW-10977 2
0´•360´•A1F6,-A1F6D,-A1GG,-A1GGD,-E1AGD, 2 Either Position
LW-19227 1 LW-10945
-F1A6, -G1A6; LO-36~A1G6D, -E1A6D; IG-360
A1BG,-A1BGD,-A1DG,-A1D6D,-A3B6D,
-A3D6D, -B2F6, -C1C6, -C1D6, -C1E6, -J1ASD;
AEIO-360´•A1B6, -B1G6; LIO´•36(FC1E6; T0360-
C3A6D, -E1A6D, -F1A6D; LT0360E1A6D; TIO-
360´•A3B6, -C1A6D

Page 2 of 7
Service Instruction No. 1012F

sh~

,I

Figure 2.
Counterweights and Rollers Group 2, 3, 4, 5, 6, 7

Counterweights Qty. Roller Qty.


PIN No. PIN No. Location
Group
Figure 2
Group 2 (6 Cyl. Direct Drive Engines)
LW-19225 2 70416 4 Position 1, 2
0-540-A1D -A2B
Figure 2
Group 3 (6 Cyl. Direct Drive Engines)
LW-19225 1 70416 2 Either Position
0-540-A1A, -A1A5, -A1B5, -A1C5, -A1D5,
LW-19225 1 72022 2 Either Position
-A3D5, -B1A5, -B1B5, -B2B5, -B2C5,
-F1A5, -F1B5, -G1A5, -G2A5, -H1B5D,
-H2AS, -H2B5D; IO-540-C1BS, -C1C5.
Figure 2
Group 4 (6 Cyl. Direct Drive Engines)
LW-19227 1 72965 2 Either Position
0-540´•A4D5, -B4B5, -E4AS, -E4B5, -E4C5,
LW-19227 1 72797 2 Either Position
-J1A5D; IO´•540-A1A5, -B1A5, -B1B5, -B1C5,
-C1B5, -C4B5, -C4C5, -C4DSD, -D4A5, -E1A5,
-E1B5.-G1A5,-G1B5,-G1C5,-G1DS,-G1ES,
-G1F5, -J4A5, -P1A5, -T4A5D, -T4B5D, -T4C5D,
-W1A5D; AEIO´•540-D4AS, -D4B5, -LIB5D; TIO-
SUH=1A, -EIA, -G1A, -H1A, -AA1A5, -AB1AD.
Group 5 (6 Cyl. Direct Drive Engines) Figure 2
LW-19210 1 73648 2 Either Position
IO-540-K1A5, -K1A5D, -K1B5, -K1C5, -K1D5,
LW-19210 1 76788 2 Either Position
-K1ES, K1ESD, -KIF5, -K1F5D, -K1G5,
-K1G5D,-K1H6,-K1J5,-K1JSD,-KIK5,-L1A5,
-L1A5D, -L1B5D, -L1C5, -M1A5, -M1A5D,
-M1B5D, -M2A5D, -N1A5, -R1A5, -R1A5D,
-S1A5, -U1B5D, -AALAS; AEIO-540-L1B5D;
HIO-540-A1A; TI1-5t0-A1A, -A1B, -A2A,
-A2B, -A2C, -F2BD, -J2B, -JBBD, -NPBD, -R2AD,
-S1AD, -TBAD, -U2A, -VPAD, -W2A; LTIOS~U)-
FBBD, -3211, -JPBD, -N2BD, -U2A, -VPAD, -W2A.
Figure 2
Group 6 (6 Cyl. Direct Drive Engines)
LW-19210 1 LW-15558 2 Either Position
0-5U0-J3A5, -J3A5D, -J3CSD, -L3C5D; IO-5U)-
LW-19210 1 76788 2 Either Position
W3A5D
Figure 2
Group 7 (6 Cyl. Direct Drive Integral
Accessory Housing Engines)
76044 1 76042 2 Either Position
TI0541-AIA
76044 1 76043 2 Either Position

Page 3 of 7
Service Instruction No. 1012F

Figure 3.
Caunterweights and Rollers Group 8, 9, 10, 11, 12, 13, 14

Counterweighks ~ty. Roller Bty.


Group P/N No. PM No. Location
8
Group (6 Cyl. Geared Engines) Fignre 3
GO-435C2, -C2A, -C2A2, 62B, -C2B1, LW-19225 6 69433 12 All Positions
-C2B2, -C2C, -C2E; G0480´•B series (except
-B1A6, -BIE6) -C2C6, -C2D6, -D series;
IGO-480-A1B6
Group 9 (6 Cyl. Geared Engines) Figure 3

GO-435-C2B2-6; GO-480-B1A6*, -B1E6, LW-19225 4 69433 8 Positions 1, 2, 3, 4


-C series; -F series, -G series; 650480 LW-19225 1 70416 2 Position 6
series (e~cept -B1B3); 1GS0480 series LW-19226 1 69433 2 Position 5
(except -klF3)
Group Cyl. Geared Engines) (Special)
10 (6 Figure 3
GO-480B1A6 with the following SIN’s: LW-19225 6 70416 12 Ah Positions
L-667-28,L-569-28, L-573-28,G574-28,
L-575-28,L576-28.
Group 11 (6 Cyl. Geared Engines) Figure 3
GSO´•180-B1B3; IGSO-480-A1F3. LW-19210 2 76788 4 Positions 1, 2
LW-19213 4 69433 8 Positions 3, 4, 5, 6

Group 12 (6 Cyl. Geared Engines) Figure 3


1GO-540A, -B series LW-19213 4 73287 8 Positions 1, 2, 3, 4
LW-19225 1 70416 2 Position 6
LW-19226 1 73287 2 Position 5

Group 13 (6 Cyl. Geared Engines) Figure 3

ICSO-~10´•A, -B series LW-29213 4 69433 8 Positions i, 2, 3, 4


LW-19225 1 70416 2 Position 6
LW-19226 1 69433 2 Position 5

Group 14 (6 Cyl. Vertical Engines) Figure 3


VO´•540´•B1B3, -C1C3 LW-19213 6 73338 12 All Positions

See Group 10 also.

Page 4 of 7
Service Instruction No. 1012F

Figure 4.
Counterweights and Rollers Group 15

Counterweighes Qty. Roller Qty.


Group PIN No. PIN No. Location

Group 15+ (6 Cyl. Direct Drive Integral Figure 4


Accessory Housing Engines)
TIO-541´•E1A4, -E1B4, SIN’s 101-59 thru 75637 1 77386 2 Position 1
SIN’s 297-59 76044 1 76042 2 Position 3
76044 1 76043 2 Position 4
75636 1 77385 2 Position 2

TIG541-E1A4, -E1B4, SIN’s 298-59 and 75637 1 77386 2 Position 1


up,-E1C4, -E1D4 76044 1 76042 2 Position 3
76044 1 76043 2 Position 4
78988 1 77385 2 Position 2

Change 77887 crankshaft and counterweight assembly to 78989 at engine overhaul by using 78988 counterweight
instead of 75636.

F~´•´•
3i

;r‘j

Figure 5.
Counterweights and Rollers Group 16

Counterweights Qty. Roller Qty.


Group PIN No. PIN No. Location

Group 16 (6 Cyl. Geared Integral Accessory Figure 5


Housing Engines)
T1GO-542-B1A, -DIA, -D´•1B. -EIA 75637 5 75631 10 Positions 2, 3, 4,
5, 6
77002 1 77007 2 Position 1

When assembling T1GO-541 counterweight P/N 77002 to No. 1 positioh on the crankshaft, do not
use71906 or LW-14820 circlips and 71907 washers. Use washerPIN 77004 and circlip PIN 77005.

Page 5 of 7
Service Instruction No. 1012F

Figure 6.
Counterweights and Rollers Group 6

Counterweights QtY´• Rdler Qty´•


No PIN No. Location
PIN
Group
Group 17 (8 Cyl. Direct Drive Engines)
6 73649 12 i, a. 4.
LW19211
ID-?1OA, -B. -C, -D series
1 73814 2 Position 3
LW-19212
1 73648 2 Position 6
LW 19210

P~SSEMBLE CIRCUP
WITH SH*RP EOGE OF
CIRCLIP TOW~RDS
ourslo~

Figure 8.
Figure 7
Assembly of Circlips in Counterweight
Typical Counterweight Installation

uwnp yKNTlfElrNX(
54892-2 PLL CIY~
11906 892
9-14820 .892 6)892-2 *LL C/Y~B FREE MPI. mXE SIZE I
T1005 1 Il~t 245 64892-) LIRGLVW
1056 1.012/060 91 71906
10~6 0931016 I__Hlh_ ILW-14BM
1.)441 ´•090iOi6 1 HA 111005
’4’ MU UINIWU ~RMI
DISTPJK~L
BOITOU a uloove ro opwslrr
~8’DIM UNIMY BPP TREE DIP.
LOCE a aRLIP

BIDENTICITON
WD HOLE SIZES
HPIRI((S, IF PHI

9.
Figure 10.
Figure
Circlip Identification
Diagram of Assembled Counterweight
Showing Dimensions for Checking Circlip

Page 6~of 7
Service Instruction No. 1012F

PAT~T II number and size by using the table at the


end of this instruction.

Insert one end of the counterweight circlip gap gage,


CAUTION
P/N 64892-2 or -3 between the ends of the circlip; see
9 for gap dimension and gage selection. Be sure
figure
The pi~gctice of marking crankshafts,
to insure proper
the gage isresting on the bottom of the groove. The
counterweights and rollers,
gage must pass between the ends of the circlip and
location at reassembl~t, should not be ac-
when rocked back and forth, must clear the inside edge
complished with permanent markings of any
of the top of the circlip. If the gage does not pass free-
kind. Refer to the latest Revision of Service
Instruction No. 1152. Scoring, scratching, et- ly between the ends and under the top of the circlip,
the circlip is not properly seated. Insure all circlips are
ching or other type of permanent marking
could result in counterweight failure. See
properly seated.
figure 7
NOTE

Install washers, P/N 71907 and circlips, P/N 71906 A recent revision to P/N 64892 gage set
and place
or LW-14820 on one side of the counterweight eliminated the 64892-1 gage from the set.
crankshaft iobe. In-
the counterveight on the proper The 64892-2 gage that is to be used for
in-
sert the proper rollers and secure the assembly by checking both the 71906 and LW-14820
of the
stalling washers and circlips on the other side circlips, must be modified to the speciti~ca-
counterweight (refer to figure 71. Circlips are inserted tions listed in the table section of figure 9
with the sharp edge outward (see figure 8).’I~o gages or a new gage set P/N 64892 can be pur-
will check all circlips installed in any Textron Lycoming chased through any Textron Lycoming
counterweight. See table with figure 9. authorized Distributor.

CAUTION SPECIAL TOOLS REQUIRED:

Textron Lycoming P/N 64892 gage set, now consists of:


Install the correct rollers in identical pairs
dif-
only. Under no circumstance are two 64892-2 Gage
ferent rollers to be installed on any one
64892-3 Gage
counterweight installation. Check roller part

ROLLER OUTSIDE DIAMETERS

OD P/N OD
P/N OD P/N
73648 .6572/.6567 76788 .6895/.6890
69433 .5050/.5045
.6098/.6093 77007 .5167/.5162
70416 .6950/.6945 73649
.5652/.5647 77385 .5845/.5840
72022 .6655/.6650 73814
4741/ 4736 77386 .5333/.5328
72797 .6915/.6910 75631
.6420/.6415 LW-10945 .6915/.6910
72965 6602/ 6597 76042
76043 .6795/.6790 LW-10977 .n41/.fl36
73287 .5194/.5189
LW-15558 .6451/.6446
73338 .5260/.5255

Revision F" adds new models, changes text, updates part numbers as applicable.
NOTE:

22734B These numbers for Textron Iycoming reference


18297, 19215, 19563, 19215A, 20196, 22251, 22636, 22734A,
only.

Page ’7 of 7
Lycoming
SERVICE
Reciprocating Engine Divisionl
Subsidiary
652 Oliver
of Textron Inc.

Stre tWil amsport,PF~ 17701 U.S.A.


INSTRUCTION

May 28, 1992

Suppiement No. 1

for

Service Instruction No. 1012F

A recent revision to P/N’s LW-19225, LW-19226 and been discontinued and all applicable cour~terwelghts will
LW-19227 counterweight assemblies changes the be manufactured to the original ’’A’’ dimension which

distance from the centerline of the counterweight is hsted with the part number that contains the "D"
suf6x in the revised Figure 6. New counterweights that
bushing bore to the nat edge of the countenveight on
identified with the are manufactured to the original "A" dimension will
be
applicable counterweights that are

letter "E", as a suffix to the counterweight part identified with the letter "F" or a subsequent letter
(G,’ H, etc.) suffur to the part number.
number. (Refer to Dimension ’.aA’, in the revised Figure as a

6, from Supplement No. 2 to Service Instruction No.


1143B which is also included with this supplement for CAUTION
reference purposes.) Applicable counterweights that
were placed in service, prior to distribution
of this Sup-
TO INSURE PROPER COUNTER.-
not identified with letter suffix in
plement, that are a
WEIGHT OPERATION DO NCrT ASSEM-
the part number will have to be measured to deter-
BLE A P/N LW-19225E, LW-19226E OR
mine the "A" dimension. After the "A" dimension has
LW-19227E AT ANY DESIGNATED LOCA-
been determined, vibropeen the correct identificati~n
TION ON THE CRANKSHAFT OF A
letter on the counterweight as a suffix to the part
REDUCTION GEAR EQUIPPED
number.
ENGINE. USE THESE COUNTER-
identi~ed WEIGHTS ON DIRECT DRIVE
Although applicable counterweights that are

with the letter "E" suffix in the part number, fit and
CRANKSHAFTS ONLY. APPLICABLE
COUNTERWEIGHTS THAT ARE IDEN-
perform perfectly on the lobes of crankshafts installed
in dired drive engines it is impossible to assemble them TIFIED WITH REVISION LETTERS D, F

crankshafts thatinstalled in reduction gear equip-


are
OR SUBSEQUENT LETTERS CAN BE
on
USED AT ANY DESIGNATED LOCA-
ped engines. For this reason production of
TION.
counterweights with the relocated bushing bores has

Page 1 of 2
caaelAriabn
Maufaohasm A~ocLtbn
:ti
Service instruction No. 1~12E; Supplen~ent So. I

Spacer Dimensions ~ieight


L)etail (Lbs .j
Countenveight
A B .002 hlinimum
Part No. Part No.

.825 .425 1.796


n904 12
.855 .395 1.796
LW-19225D 27
.875 .375 1.796
LW-19225E 17
.825 .425 1.752
71905 12
.855 .395 1.756
LW-19226D 27
.875 .375 1.756
LW-19226E 17
.715 .535 1.846
72801 10
.740 .510 1.846
LW-19227D 28
.760 .490 1.846
LW-19227E* 30
13 .950 .300 2.246
72534
29 .965 .285 2.246
LW-19213
.805 .445 2.212
73643 15
.825 .425 2 .212
LW-19211 12
.741 .509 2.166
73644 11
30 .762 .489 2.166
LW-19210
.908 .342 2.266
73812 16
.923 .327 2.266
T,W-19212 31
.720 .530 1.;170
74901 20
20 .720 .530 1.600
75636
.875 .375 1.678
75637 17
.730 .~20 1.810
76044 18
.730 .520 1.600
78988 18

achieve .490 spacer ihickness when ~indiny


Use spacer No. 30 and .001 inch thick shim stock to

the bushirlgs in a P/N LW-192nE counterweight.

Spacer Required With Tool No. 64878 to

Center Counterweight Bushings For


Grinding.
_C-

t-

Counterweight

"A" and "B"


Figure 6. (Revised) Identification of Dimension
included for reference purposes)
(From Supplement No. 2 to Service Instruction No. 1143B,

Page 2 of 2
SERVICE
Reciprocating Engine Division/
Subsidiary of Textron Inc.
INSTRUCTION

DATE: May 22, 1995 Service Instruction No. 1014M


(Supersedes Service Instruction No. 1014L)
Engineering Aspects are
FAA Approved

SUBJECT: Lubricating Oil Recommendations

MODELS AFFECTED: All Textron Lycoming opposed series aircraft engines.

TIME OF COMPLIANCE: When preservation oil is removed after initial 25 hours, or when
lubricating oil is changed or added.

Textron Lycoming Specification No. 301F approves for use lubricating oils which conform to both
MIL-L-6082 or SAEJ1966 straight mineral type and MICG22851 or SAET1899 ashless dispersant type

lubricants for aircraft engines. Any brand name lubricating oil in accordance with these specifications is
acceptable for use; proof of such conformity is the responsibility of the lubricating oil manufacturer.

PART I LUBRICATING OIL RECOMMENDATIONS

MIcL-6082 or MIL-L-22851 or

Average Ambient SAEJ1966 Spec. SAEJ 1899 Spec.


Air Temperature Mineral Grades Ashless Dispersant
(NOTE A) (NOTE B) Grades (NOTE C)

All Temperature SAE15W50 or SAE20W50


Above 80"F. SAEGO SAE~O
Above 60"F. SAESO SAE;40 or SAESO
30"F. to 90"F. SAE40 SAE40
O"F. to 70"F. SAE30 SAE30, SAE40 or SAE20W40
O"F. to 90"F. SAE20W50 SAE20W50 or SAE 15W50
Below 10"F. SAE20 SAE30 or SAE20W30

A. AVERAGE TEMPERATURES The ambientground air temperatures listed in the chart are meant
only as a guide. Actually a great deal of personal judgement must be used when selecting the seasonal
grade of oil to put into the engines. For example, if an aircraft is to be flown into an area which is much
warmer or colder, only personaljudgement on the part of the operator can determine what grade oil to

use. When oil inlet temperatures approach the maximum allowable during operation, it is a good indica-

tion that a higher viscosity oil should be considered.

Auoci´•tion
Page I of 3
Service Instruction No. 1014M

B. MINERAL GRADES Included in this classification


aviation-grade, mineral lubricating oils. The
are

SAE straight mineral grades, 20, 30, 40, 50 and 60, shown in the chart, are the equivalent to Commercial
Grades 55, 65, 80, 100 and 120, and to Militsuy Grades 1040, 1065, 1080, 1100 and 1120 respectively.
This classification also includes a multiviscosity 20W50 oil.

C. ASHLESS DISPERSANT GRADES This classification contains additives, one of which has a
viscosity stabilizing effect, which removes the tendency of the oil to thin out at high oil temperatures and
thicken at low oil temperatures. The additives in these oils extend operating temperature range, improve
cold engine starting and lubrication of the engine during the critical warm-up period, thus permitting flight
through wider ranges of climatic changes without the necessity of changing oil. The ashless dispersant
grades are recommended for aircraft engines subjected to wide variations of ambient temperature particu-
larly the turbocharged series engines which requires oil to activate the various turbo controllers. The SAE
Grades 30, 40, 50 and 60 shown on the chart are equivalent to grades of 65, 80, 100 and 120 respectively.
It must not be presumed however, that these oils will alleviate ail of the problems encountered in extreme-
ly cold environments @elow $10"F.). At these temperatures preheating of the engine and oil supply tank
will be required regardless of the type of oil used.

PART II OIL RECOMMENDATIONS FOR ENGINE OPERATION AND BREAK-IN

A. All turbocharged e~ines must be broken-in and operated with ashless dispersant oil only.

I B.0-320-H; O/LO-360-E series engines may be operated using either straight mineraloil or ashless oil.
However, if the engine is delivered with ashless dispersant oil, it must remain on ashless dispersant oil.
The Textron Lycoming oil additive P/N LW-16702 mustbe added to the 0-320-1-1 and O/LO-360-E
engines at airframe installation, and every 50 hours thereafter or at every oil change. This lubrication re-
commendation supersedes the lubrication recommendations in Service Instruction No. 1392.

NOTE

If it is determined that a FAA approved lubricating oil being used contains, in the proper
amount, an oil additive equivalent to LW-16702, the provisions of this Service Instruction
are met.

C. In all IGSO-480 and IGSO-540 series engines equipped with Simmonds fuel injection systems, it is al-
lowable to use SAES0 or SAE60 grade lubricant providing the engine oil pressure does not exceed the
limits set forth in the Operator’s Manual.

D. Allother engines must be operated on mineral oilduring the first 50 hours of


operation, or until oil
consumption has stabilized. LW-16702 additive may be used. If an ashless dispersant oil is used in a new
engine, or a newly overhauled engine, high oil consumption might possibly be experienced. The additives
in some of these ashless dispersant oils may retard the break-in of the piston rings and cylinder walls. This
condition can be avoided by the use of mineral oil until normal oil consumption is obtained, then change
to the ashless dispersant oil. Mineral oil must also be used following the replacement of one or more
cylindkrs or until the oil consumption has stabilized.
Page 2 of 3
Service Instruction No. 1014M

CAUTION

AIRCRAFT MANUFACTURERS MAY ADD APPROVED PRESERVATIVE LUBRICATING


OIL TO PROTECT NEW ENGINES FROM RUST AND CORROSION AT THE TIME THE
AIRCRAFT LEAVES THE FACTORY. THIS PRESERVATIVE OIL MUST BE REMOVED
AT END OF THE FIRST 25 HOURS OF OPERATION. WHEN ADDING OIL DURING THE
PERIOD PRESERVATIVE OIL IS iN THE ENGINE, USE ONLY AVIATION GRADE
STRAIGHT MINERAL OIL OR ASHLESS DISPERSANT OIL, AS REQUIRED, OF THE
VISCOSITY DESIRED.

PART III -RECOMMENDATIONS FOR CHANCING OIL

In engines that have been operating on straight mineral oil for several hundred hours, a change to
ashless dispersant oil should be made with a degree of caution as the cleaning action of some ashless
dispersant oils will tend to loosen sludge deposits and cause plugged oil passages. When an engine has
been operating on straight mineral oil, and is known to be in excessively dirty condition, the switch to
ashless dispersant oil should be deferred until after the engine is overhauled.

When changing from straight mineral oil to ashless dispersant oil, the following precautionary steps
should be taken:

i. Do not add ashless dispersant oil to straight mineral oil. Drain the straight mineral oil from the
engine and fill with ashless dispersant oil.

2. Do not operate the engine longer than five hours before the first oil change.

3. Check all oil filters and screens for evidence of sludge or plugging.
Change oil every ten hours
if sludge conditions are evident. Repeat 10 hour checks until clean screen is noted, then
change
oil at recommended time intervals.

CAUTION

THE TERMS "DETERGENT, ADDITIVE, COMPOUNDED" AND "ASHLESS DISPERSANT"


USED HEREIN ARE INTENDED TO REFER TO A CLASS OF AVIATION ENGINE LUBRI-
CATING OILS TO WHICH CERTAIN SUBSTANCES HAVE BEEN ADDED, AT THE
REFINERY, TO IMPROVE THEM FOR AIRCRAF~ USE. THESE TERMS DO NOT REFER
TO SUCH MINERALS COMMONLY KNOWN AS "TOP CYLINDER
LUBRICANT",
"DOPES", "CARBON REMOVER" WHICH ARE SOMETIMES ADDED TO FUEL OR OIL.
THESE PRODUCTS MAY CAUSE
DAMAGE TO THE ENGINE (PISTONS, RING
STICKING, ETC.) AND THEIR PRESENCE IN AN ENGINE WILL VOID THE OWNER’S
WARRANTY. UNDER NO CIRCUMSTANCES SHOULD AUTOMOTIVE OIL BE USED.
THE USE OF AUTOMOTIVE LUBRICANTS IN TEXTRON LYCOMING ENGINES IS NOT
RECOMMENDED BECAUSE ITS USE COULD CAUSE ENGINE FAILURE.

NOTE: Revision "M" revises Part II, steps A. and B.

Page 3 of 3
Lycoming
Avco
Williamsport Division
SERVICE
Avco LycominglSubsidiary of Textron Inc.
652 Oliver Street
Williamsport,
717/323-6181
PA 17701 U.S.A. INSTRUCTION

DATE: August 15, 1986 Service Instruction No. 1029D


(Supersedes Service Instruction No. 1029C)
Engineering Aspects are

FAA Approved

SUBJECT: Tightening Procedures for Crankcase Thru-Studs and Bolts

MODELS AFFECTED: All Avco Lycoming piston engines.

TIME OF COMPLIANCE: When assembling cylinder(s) to engines.

cedure, shown in PART I, is to be used when the


All Avco Lycoming aircraft engines incorporate
bolts and long thru studs that extend through the engine has been completely disassembled, or when

c’ankcase halves primarily for holding them all the have been removed; the second pro-
cylinders
t
together. The studs also secure the cylinders to their cedure, shown in part II, is used when individual
mounting decks the crankcase. cylinders are replaced on an assembled c~gine. The
i on

procedure shown in PART II is simpler to under-

Two basic types of thru studs are used: anchored take, because bearing loading is localized.
and free-thru.
PART I: TIGHTENING PROCEDUI1E FOR
CRANKCASE THRU-STUDS. (Disassembled
The anchored-thru studs are threaded into one of
engines, or engines on which all cylinders have been
the crankcase halves; the free-thru studs are not. In-
removed.)
stead, the free-thru studs extend through both
crankcase halves. Because of their interference fit in
NOTE
the main bearing webs, the free-thru studs also
serve as dowels to align the crankcase halves. Before installing cylinder hold-down nuts,
lubricate crankcase thru stud threads with
To insure uniform loading on the main bearings, it any one of the following lubricants, or com-

is necessary totighten these studs and bolts in a se- bination of lubricants.


quence beginning at the approximate center
of the
engine and progressing evenly to both front and rear 1. 90~0 SAE 50W engine oil and 10% STP
of the engine as described in detail in the following 2. Parker Thread Lube
procedures. 3. SAE 30W engine oil
4. 60% SAE 30W engine oil and 40C;/o Parker

Two different procedures are shown. The first pro- Thread Lube.

Page 1 of 9
Service Instruction No. 1029~

1. Before thecylinders are assembled on the a. Four Cylinder Engines, Wide Cylinder Flange
crankcase, install torque plate PIN 81’-222 over the (See Figure i).
1/2 inch thru-studs to simulate the thickness of the
cylinder base flange; then install nuts on the free
ends of 1/2 inch thru-studs and tighten each to 300
in. Ibs. (25 ft. Ibs.) Use tightening sequences that
follow Figures 1 through 11.
3RD TIGHTEN BOTH SIDES
ATSAMETIME
NOTE
1ST TIGHTEN BOTH SIDES
AT SAME TIME
On 0-235 Series crankcases, install spacers
or flat washers over the 3/8 in, or 7116 f~ n r2ND TIGHTEN
Y /I ~t,n
in. thru-studs (since torque plate PIN ON LEFT SIDE

ST-222 does not apply) and torque to 300 in.


Ib. (25 ft. Ib.). r~ rllPI 4/P ~/I ~-GTHTIGHTEN
LEFT SIDE

2. Using same sequence as specified in paragraph


i, retorque the 1/2 in. thru-studs to 600 in. Ibs. tor-
que (50 ft. Ibs). On 0-235 model engines using
7116-inch thru studs, retorclue to 420-in. Ib. (35 ft. o o
Ib.). Where 3I8-inch nuts are used, do not tighten
4TH TIGHTEN ON LEFT SIDE
more than 300 in. Ib. (25 ft. Ib.).
5TH TIGHTEN CRANKCASE FASTENINGS

O THRU IN SEQUENCE SHOWN


NOTE

Before tightening free-thru studs, make


sure that they extend equally from both
sides of crankcase. Figure 1. Left Side of Crankcase

3. Using sequences shown in figures 1 thru 11,


tighten the 3/8-inch and 1/4-inch nuts at the Ist Tighten both ends of free-thru studs simul-
crankcase parting flange. Torque values are: taneously at rear of No. 2 cylinder and at
front of No. 3 cylinder.
3/8-inch nuts, 300 in. Ib. (25 ft. Ib.); 2nd Tighten thru studs at rear of No. 4
1/4-inch nuts and capscrews, 96-108 in. Ib.; cylinder.
l/´•l-inch shear nuts, 55-60 in. Ib. 3rd Tighten both ends of free-thru studs simul-
taneously in front of No. 2 cylinder and at
NOTE front of No. 1 cylinder.
4th Tighten 3/8-inch nuts at front main bear-
The tightening sequence procedures follow- ing (left side) to 300 in. Ib. (25 ft. Ib.).
ing the illustrations are numerically keyed 5th Tighten crankcase fastenings 5 thru 9 in
to the legends in the illustrations. As for sequence shown.
those crankcase fastenings specifically
not 6th Tighten 3/8-inch nut 10 at camshaft bear-
covered, use any sequence and tighten to ing location (left side) to 300 in. Ib. (25 ft.
torque values listed in paragraph 3, Part I. Ib.).

Page 2 of 9
Service Instruction No, 1029D

1ST TIGHTEN ON
LEFT SIDE

3RD TIGHTEN ON 2ND TIGHTEN Oh


b. Four Cylinder Engines, Standard Cylinder
RIGHT SIDE LEFT SIDE
Flange (See Figure 2).

3RD TIGHTEN RIGHT SIDE

1 ST TIGHTEN LEFT SIDE 14"

~s, r2ND TIGHTEN 1 r4-´•


LEFT SIDE I

6TH TIGHTEN
O O
LEFT SIDE

4TH TIGHTEN ON LEFT SIDE

5TH TIGHTEN CRANKCASE FASTENINGS,


6) OTHRU IN SEOUENCE

4TH TIGHTEN LEFT SIDE Figure 3. Left Side of Crankcase

5TH TIGHTEN CRANKCASE FASTENINGS,


0 THRU O, IN SEaUENCE ist Tighten thru studs at rear of No. 2
cylinder.
2nd Tighten thru studs at rear of No. 4
cylinder.
Figure 2, Left Side of Crankcase 3rd Tighten thru studs at front of No. 1
cylinder.
Ist Tighten thru studs at rear of No. 2 4th Tighten 3/8-inch nuts at front main
cylinder, bearing (left side) to 300 in. Ib. (25 ft. Ib.).
2nd Tighten thru studs at rear of No, 4 5th Tighten crankcase fastenings 5 thru 10 in
cylinder, sequence shown.
3rd Tighten thru studs at front of No. I

cylinder,
front main bearing Cylinder Engines (0-540 Type),
d, Six Wide
4th Tighten 3/8 nuts at
to 300 in. Ib, (25 ft. Ib,),
(left side) Cylinder Flange (See Figure 4),
5th Tighten crankcase fastenings 5 thru 9 in
sequence shown.
6th Tighten 3/8-inch nut and bolt 10 at rear
-4TH TIGHTEN BOTH SIDES AT SAME TIME
camshaft bearing location (left side) to 300 3RD TIGHTEN BOTH SIDES AT SAME TIME
in. Ib. (25 ft. Ib.), IST TIGHTEN BOTH SIDES AT SAME TIME

"’P~1
-2NO TIGHTEN BOTH SIDES

Flange~
AT SAME TIME

bl
c. Four Cylinder Engines, Wide Cylinder 7TH TIGHTEN RIGHT SIDE
"76" Series (See Figure 3).
g e
_

NOTE
e--vi
On 76 series engines, initially torque all 1/2-
inch free-thru and anchored-thru studs to
/.’11"1 GIIITEN
1
Hf:FOI~;HGIRRIT~HTISIDt \9B~H
1 FN r)N
ON IIGHTEN CRPINKCASE

FASTENINGS rHRU a

300 in. Ib. (25 ft. Ib.). Then apply a final IN SEOUENCE INDIC~TED

torque of 600 in.-lb. (50 ft. Ib.). Tighten


3/8-inch nuts at front main bearings to 300
in.-lb. (25 ft. Ib.). Figure 4. Left Side of Crankcase

Page 3 of 9
Service Instruction No. 1029D

Ist Tighten both ends of free-thn~ studs simul- 2nd Tighten both ends of free-thru studs simul-
taneously at rear of No. 4 cylinder and at taneously at front of No. 3 cylinder and
front of No. 5 cylinder. at rear of No. 2 cylinder.

2nd Tighten both ends of free-thru studs simul- 3rd Tighten nuts on thru bolts at rear of No. 6
taneously at rear of No. 6 cylinder and be- cylinder.
hind No. 5 cylinder. 4th Tighten both ends of free-thru studs simul-
3rd Tighten both ends of free-thru studs simul- taneously at front of No. 1 cylinder and
taneously at rear of No. 2 cylinder and at in front of No. 2 cylinder.
front of No. 3 cylinder. 5th Tighten 1/2-inch bolt in front of No. 1 cyl-
4th Tighten both ends of free-thru studs simul- inder.

taneously in front of No. 2 cylinder and at 6th Tighten 1/2-inch stud in front of No. 1 cyl-
front of No. 1 cylinder. inder.
5th Tighten 3/8-inch nuts at front main bear- 7th Tighten 5116-inch camshaft bearing nuts 7

ing (right side) to 300 in. Ib. (25 ft. Ib.). thru 10 to 125-170 in. Ib. (10-14 ft. Ib.).
6th Tighten crankcase fastenings 6 thru 12 in
sequence shown.
7th Tighten 3/8-inch nut 13 at rear camshaft f. Integral Accessory Engines Drive

bearing location (right side) to 300 in. Ib. (TIGO-541), Wide Cylinder Flange (See Figure 6).
(25 ft. Ib.).

e. Integral Accessory Drive Engines (TIO-541), 5TH TIGHTEN ON LEFT SIDE ONLY

Wide Cylinder Flange (See Figure 5). 4TH TIGHTEN BOTH SIDES AT SAME TIME

,2ND TIGHTEN BOTH SIDES nT SAME TIME


TIGHTEN BOTH SIDES
ilST
AT SAME TIME

O- 3RD TIGHTEN ON
TIGHTEN BOTH SIDES AT SAME TIME RIGHT SIDE ONLY

HTEN ON LEFT SIDE IST

TIGHTEN BOTH SIDES AT SAME TIME


-4TH

TIGHTEN BOTH
SIDES AT
TIME DR3YLNO
TIGHTEN ON
RIGHT SIDE

7TH TIGHTEN 3/ t
NUT IlD

O THRV
6TH TIGHTEN THRU STUDS.
BOTH SIDES AT SAME TIME

IN SEOUENCE
i~H TIG)ITEN THESE FLISTENINGS IN THE
SE(1UENCE INDICATED SEOUENCE IS
OPTIONAL FOR ALL OTHERS

--~--7th 6. Left Side of Crankcase


6TH
Figure
TIGHTEN THESE FASTENINGS

TIGHTEN ON IN THE SEQUENCE INDICATED

LEFT SIDE SEQUENCE OPTIONAL FOR ALL


OTHER CRANKCASE
IstTighten both ends of free-thn~ studs simul-
FASTENINGS taneously at front of No. 5 cylinder and at
rear of No. 4 cylinder.

Figure 5. Left Side of Crankcase 2nd Tighten both ends of free-thru studs simul-
taneously at front of No. 3 cylinder and at
ist Tighten both ends of free-thru studs simul- rear of No. 2 cylinder.

taneousiy at front of No. 5 cylinder and 3rd Tighten 1/2-inch thru bolts at rear of No. 6
at rear of No. 4 cylinder. cylinder.

Page 4 of 9
Service Instruction No. 1029D

4TH TIGHTEN ON RIGHT SIDE

4th Tighten both ends of free-thru studs simul- 3RD TIGHTEN LEFT SIDE
taneously at front of No. 1 cylinder and in
front of No. 2 cylinder.
5th Tighten i/a-inch thru stud in front of No. 1 1ST TIGHTEN ON LEFT SIDE
cylinder.
6th In sequence, tighten both ends simultan- 6 s 7

eously of free-thru studs, 6 thru 12.


a
2ND TIGHTEN

7th Tighten 3/8-inch nut, 13, at front main "II O// "y/ LEFTSIDE

bearing to 300-in. Ib. (25 ft. Ib.).


8th Tighten 5116-inch camshaft bearing nuts
14 thru 17 to 125-170 in. Ib. (10-14 ft. Ib.).

Cylinder Geared Engines (Wrap-Around


g. Six
Cranbcase), Standard Cylinder Flange (See Figure 5TH TIGHTEN CRANKCASE FASTENINGS

7). O THRU O IN THE SEQUENCE INDICATED

4TH TIGHTEN ON RIGHT SIDE Figure 8. Left Side of Crankcase

3RO TIGHltN RIGHT S DE


Ist Tighten thru studs at rear of ND. 4 eyl-
inder.
2nd Tighten thru studs at rear of No. 6 cyl-
1ST TIGHTEN ON LEFT SIDE
inder.
3rd Tighten thru studs at rear of No. 2 cyl-
6 a 7
2ND TIGHTEN ON inder.
LEFT SIDE 4th Tighten thru studs at front of No. 1 cyl-
inder.
5th Tighten 3/8-inch nuts 5 thru 12 in sequence
shown (left side) to 300 in. Ib. (25 ft. Ib.).

O O i. Six Cylinder Direct Drive Engines,


5TH TIGHTEN CRANKCASE FASTENINGS 0-435AlO-540 type, Standard Cylinder Flange (See
O THRU O IN THE SEOUENCE INDICATED Figure 9).

Figure 7. Left Side of Crankcase 4TH TIGHTEN ON RIGHT SIDE


3RD TIGHTEN ON LEFT SIDE
1ST TIGHTEN ON LEFT SIDE
Ist Tighten thru studs at rear of No. 4 cyl-
2ND TIGHTEN ON
inder.
LEFT SIDE
2nd Tighten thru studs at rear of No. 6 cyl-
inder.
3rd Tighten thru studs at front of No. 3 cyi- I \--7TH TIGHTEN
RIGHT SIDE
inder.
4th Tighten thru studs at front of No. 1 cyl-
inder.
5th Tighten 3/8-inch nuts 5 thru 12 in sequence
shown (left side) to 300 in. Ib. (25 ft. Ib.). cf~ h cjt,
5TH TIGHTEN RIGHT SIDE 6TH TIGHTEN CRANKCASE
FASTENINGS O THRU
;1~
Cylinder Geared Engines (Open Bottom
h. Six IN SEQUENCE INDICATED

Crankcase), Standard Cylinder Flange (See Figure


Figure 9. Left Side of Crankcase
8).

Page 5 of 9
Service Instruction No. 1029D

Ist Tighten thru studs at rear of No. 4 cyl- 5th Tighten both ends of free-thru studs simul-
inder. taneously at front of No. 1 cylinder and in
2nd Tighten thru studs at rear of No. 6 cyE the crankcase in front of No. 2 cylinder.
inder. 6th Tighten 3/8-inch nuts at front bearing
3rd Tighten thru studs at rear of No. 2 cyl- location (right side) to 300 in. Ib. (25 ft. Ib.).
inder. 7th Tighten crankcase fastenings 7 thru 15 in
4th Tighten thru studs at front of No. 1 cyl- sequence shown.
inder. 8th Tighten 3/8-inch nut 16 at right rear cam
5th Tighten 3/8-inch nuts at front main bearing shaft bearing location to 300 in. Ib. (25 ft.
(right side) to 300 in. Ib. (25 ft. Ib.). Ib.).
6th Tighten crankcase fastenings 6 thru 12 in
sequence shown.
7th Tighten 3/8-inch nut 13 at rear camshaft
bearing location (right side) to 300 in. Ib. Eight Cylinder Engines, Standard Cylinder
k.
(25 ft. Ib.). Flange (See Figure 11).

j. Eight Cylinder Engines, Wide Cylinder Flange r


5TH TIGHTEN ON RIGHT SIDE
4TH TIGHTEN ON LEFT SIDE
(See Figure 10). IST TIGHTEN ON LEFT SIDE
2ND TIGHTEN ON
LEFT SIDE
3RD TIGHTEN
ON LEFT SIDE

5TH TIGHTEN BOTH SIDES AT SAME TIME


4TH TIGHTEN BOTH SIDES AT SAME TIME I Y I- Y/ YI XI X I ’8TH TIGHTEN
1ST TIGHTEN BOTH SIDES AT SAME TIME
RIGHT SIDE
2ND TIGHTEN BOTH SIDES AT
SAME TIME
O //O NO
3RD TIGHTEN BOTH SIDES
AT SAME TIME

8TH TIGHTEN RIGHT SIDE

6TH TIGHTEN ON RIGHT SIDE

d 7TH TIGHTEN CRANI<CASE FASTENINGS


O THRU i~ IN SEQUENCE INDICATED

6TH TIGHTEN ON RIGHT SIDE Figure 11. Left Side of Crankcase


7TH TIGHTEN CRANKCASE FASTENINGS
O THRU O IN SE(1UENCE INDICATED
Ist Tighten thru studs at rear of No. 4 cyl-
inder.
2nd Tighten thru studs at rear of No. 6 cyl-
Figure 10. Left Side of Crankcase inder.
3rd Tighten thru studs at rear of No. 8 cyl-
Ist Tighten both ends of free-thru studs simul- inder.
taneously at rear of No. 4 cylinder and at 4th Tighten thru studs at rear of No. 2 cyl-
front of No. 5cylinder. inder.
2nd Tighten both ends of free-thru studs simul- 5th Tighten thru studs at front of No. 1 cyl-
taneously at rear of No. 6 cylinder and at inder.
front of No. 7 cylinder. 6th Tighten 3/8-inch nuts at front main bear-
3rd Tighten both ends of free-thru studs simul- ing (right side) to 300 in. Ib. (25 ft. Ib.).
taneously at rear of No. 8 cylinder and in 7th Tighten crankcase fastenings 7 thru 15 in
the crankcase behind No. 7 cylinder, sequence shown.
4th Tighten both ends of free-thru studs simul- 8th Tighten 3/8-inch nut 16 at right rear cam-

taneously at rear of No. 2 cylinder and at shaft bearing location to 300 in. Ib. (25 ft.
front of No. 3 cylinder. Ib.).

Page 6 of 9
Service Instruction No. 1029D

4. Install sump, accessory housing, reduction gear


Remove
unit and supercharger where applicable.
PIN ST-222 from the thn~-
nuts and torque plate
studs on both rear cylinder mounting pads
4~
and 4 on four cylinder engines; 5 and 6
(cylinders 3
and numbers 7 and 8 on
on six cylinder engines;

eight cylinder engines).

the pads from which the


5. Install cylinders on

nuts were removed in the previous step. Initially


of 300
tighten cylinder hold-down nuts, to a torque
in the shown in Fig. 12. On
in. Ib. (25 ft. Ib.) sequence
with cylinder hold-down plates, follow in-
engines
structions in Figure 13.

6. Proceed to install the remaining cylinders on

in
the engine in pairs, proceeding toward the front,
described in paragraphs 4 and
the same manner as
Figure 12. Sequence for Tightening
Cylinder Basenuts

7. Install 3/8 inch nuts on the remaining cylinder


34Y 340
base studs and torque to 300 in. Ibs. (25 ft. Ibs.). The ´•J

sequence for tightening these nuts is optional.


Cvlll\de~

s. Using the same sequence as described in hold dilwn alate

paragraphs 5 and 6, and shown in Figure 12, check


all 1/2-inch nuts for tightness by bringing torque to
600 in. Ib. (25 ft. Ib.). Be H~,r!lnnlJi cenlPr

before final torqu~ng engines using cylinder


hold- I~llne oc Innme

0-235 engines using 7116-inch thru


down plates. On
to 420-in. Ib. (35 ft. Ib.). Where
studs, retorque
3/8-inch nuts are used, do not tighten more than 300
inches (25 ft. Ib.).

9. Check 3/8-inch nuts for tightness on


the remain’ i/ Shlm I req.d pc’ cvllllder
50 70
to 300 1010 tiller
ing cylinder base studs by bringing torque up
In 1~1

Inlll,ll tlclhrellln!l. r~o shll,ls


DurlnR Ilsr

in. Ib. (25 ft. Ib.). Sequence is optional. b~!rween edcll I~ldtU.llld IIIC t)ilr(el
be
losaled 35 51~0Wll RrnlUVL’

fole 111,51 Ill)hlC1I11111(

10. After all cylinder base nuts have been tighten-


fins by burring or Figure 13. Location of Shims Between Cylinder
ed, remove any nicks in cylinder
Barrel and Hold-Down Plates
filing.

Page 7 of 9
NOTE
PART TI: TIGHTENING PROCEDURE FOR
CYLINDER REPLACEMENT. (Assembled
For those 0-235 model engines using 3/8
engines.)
inch thru studs, do not exceed torque of
300 in. Ib. (25 ft. Ib.). And if 7/16-inch
NOTE
studs areused, torque initially to 300 in. Ib.
(25 ft. Ib.); then, following the same se
final torque of
The tightening procedure for cylinder quence in Figure 12, apply
replacement on all wide cylinder flange 420 in. Ib. (35 ft. Ib.).

engines is the same as the following pro- the thru-stud nuts the opposite
cedure, except that both ends of free-thru
4. Torque on

cylinder in the same manner as described above.


studs must be tightened simultaneously. At
are replaced,
any time one or more cylinders 5. Install 3/8-inch nuts on remaining cylinder
it is necessary to retorque the thru-studs on base studs and torque to 300 in. Ib. (25 ft. Ib.). The
the cylinder on the opposite side of the
tightening sequence for these nuts is optional.
engine; the procedure is as follows:
6. Recheck all thru studs and 3/8-inch cylinder
basenuts on both the installed cylinder and its op-
1. Lubricate the threads of the thru´•studs with
posing cylinder by applying maximum torque
any of the lubricants listed in the note preceding
values given.
paragraph 1, Part I.
NOTE

cylinder on its mounting pad.


2. Install the If
If thru studs and other cylinder basenuts
the engine employs hold-down plates, shim as it is not necessary
are tightened properly,
shown in Figure 13. Initially torque the l/ft-inch Pal-Nuts for security
to use lockwire or
thru studs to 300 in. Ib. (25 ft. Ib.) per sequence in the prerogative
purposes. However, this is
Figure 12.
of the mechanic.

3. Then all shims from hold-down plates,


remove
7. After all cylinder basenuts have been tighten-
if fitted, and retorque the 1/2-inch thru studs to 600 ed, remove any nicks in cylinder fins by burring or

in. Ib. (50 ft. Ib.) per Figure 12. filing.

Page 8 of 9
Service Instruction No. 1029D

1 ,n (2
Six Cylinder Models (Exclusive
3
3 of Integral Accessory Drive Models)
4 4

5 c~---h ~--iJ 5
p~
6 11 1 6

tJ 18

Eight Cylinder Models


Integral Accessory Drive Models I’_n_ I
Four Cylinder Models
o.a. 3049

Figure 14. Cylinder Numbering System


(Viewed from Top)

TOOL DATA:

CYLINDER BASE NUT STUD


PART NUMBER TYPE SIZE WRENCH PART NUMBER

71134 Alien head 3/8 64943 and ST-84 (3/8-inch Alien head)
71133 Alien head 1/2 64942 and ST-83 (1/2-inch Alien head)

383B Hex head 3/8 ST-374 (9/16-inch Hex head)


STD-2090 Hex head 1/2 STD-375 (3/4-inch Hex head)
STD-2106 Hex head 7116 ST-322 (5/8-inch Hex head)
68515 Spline head 3/8 64700 (9116´•inch spline head)
68514 Spline head 1/2 64701 (3/4-inch spline head)

Down Plate ST-222


Torque Hold

NOTE: Revision "D" revisee text, artworb, format and part numbers; also adds wide cylinder flange 4-,
6-, and &cylinder engines.

Page 9 of 9
EZ~Lycomlng SERVICE
Reciprocating Engine Divisionl
Subsidiary of Textron
652 Oliver Street
Williamsport.PA 17701
Inc.

U.S.A.
INSTRUCTION

March 5, 1993

Supplement No, 1

To

Service Instruction No, 1029D

of step 8, should read


On page 7 of 9 of Service Instruction No, 1029D, the first sentence
as follows:

8. Using the same sequence as described in paragraphs 5 and 6, and shown in Figure 12, check all 1/2-inch
nuts for tightness by bringing torque to 600 in, Ib, (50 ft, Ib,).

WBeloil
Aaaoeiation
SERVICE
Reciprocating Engine Divisionl
Subsidiary of fextron
652 Oliver Street
Williamsport,PA
Inc.

17701 U.S.A.
INSTRUCTION

April 23, 1993

Supplement No. 2

To

Service Instruction No. 1029D

On page 9 of 9 of Service Instruction No. 1029D, the


wrench part number STD-375 (3/4 inch
should be wrench part number ST-375
Hex head) for cylinder base nut part number STD-2090
(3/4 inch Hex head),

6--*-- Manufacturers Association


rageloil
652 Oliver Street
SERVICE
INSTRUCTION
Willramsport, PA 17701 U;S.A.

Tel. 570323-6181
Fax. 570-327-7101
www. lycoming.textron. com

DATE: July 8, 2002 Service Instruction No. 1037M


(Supersedes Service Instruction No. 10371,)
Engineering Aspects are
FAA Approved

SUBJECT: Approved Piston, Rings and Cylinders for Use on Lycoming Aircraft Engines

MODELS AFFECTED: All Lycoming opposed series aircraft engines.

TIME OF COMPLIANCE: When installing new rings, pistons, valves and cylinders.

piston, ring, cylinder and valve combinations that are currently available for use in Lycoming engines. It will
This list: shows the
be noted that ring cylinder barrel materials. These various differences must be observed when making
combinations vary with
piston ring replacement.
CAUTION

CHROME PLATED RINGS (DESIGNATED BY "c") ARE USED IN PLAIN OR NITRIDED STEEL
CYLINDER BARRELS, BUT NEVER IN CHROME PLATED BARRELS. SERIOUS ENGINE DAMAGE
WILL OCCUR IF CHROME PLATED PISTON RINGS ARE USED IN CHROME PLATED CYLINDER
BARRELS.

Engine models listed as having serial number suffix "A" are built with crankcases designed for wide cylinder base mounting
flanges, and consequently must be assembled with cylinders so specified.
NOTE

Chrome plated cylinder assemblies and kits containing chrome plated cylinders are no longer available from
Lycoming. However, compatible piston and ring combinations used with chrome cylinders are still available
and listed herein.

Alphabetical symbols used in the list to describe the components are defined as follows:

C* Chrome plated steel cylinder barrel


FW Full-Wedge compression ring
HW Half-Wedge compression ring
I\I Nitride hardened steel cylinder barrel
P Plain steelcylinder barrel
S Suffix piston part number to indicate service application
to

a 3/16 inch "wide" oil regulating ring


b 5/32 inch "narrow" oil regulating ring
c Chrome plated piston ring
d Cold forged piston
e Requires long reach spark plugs
f 1/2 inch diameter Inconel sodium cooled exhaust valve

g 1/2 inch diameter sodium cooled exhaust valve


h 7/16 inch diameter sodium cooled exhaust valve
j 1/2 inch diameter chrome plated sodium cooled stem exhaust valve
k Solid stem exhaust valve
m 112 inch diameter Nimonic sodium cooled exhaust valve (TIO/TIGO-541)
p Plain steel
piston ring
Angle valve cylinder head (cylinders not marked "r" have parallel valves)
NOTE

If choked chrome cylinder assemblies are used in any of the engine applications listed, the compression ring
gap must be increased to .045/.055 inch which is the same for nitrided cylinder assemblies. Refer to SSP-1776,
Table of Limits.
Page 1 of7
O 2002 by Lycoming "All Rights Reserved"
General Pwiation
Marmfacturers Association
Service Instruction No. 1037M

CYL.
evLi IPISTONI I IDP I 1 300 011 1 I I I PISTON
BARREL RING COMP. 2’ COMP. CDMP. OIL REG. SCRAPER CYL. ASSY. EXHAUST INTAKE AND RING
ENGINE MOOEL I TYPE.ITYPE I PISTON RING I RING I RING RING RING NO. VALVE VALVE ASSY.KIT
023561,-016, -CIC, P FW 73851 68195e 1 68196r LW´•16867e 600728 16119731 178197121( 66429 NIA
´•C2A. ´•C2C. E2A, H2C
(low Eomprsssion~ II P FW 73851 68196e 68195e LW16867c 600721, LW1G704 LW-19O34h LW´•I1I)OI 05K21232

P I FW 73851 68196e 68196e LW-16867e 60072p 16423034 LW´•19034h LW-119O1 05K23039

C I FW LW14233p LW-14233p LW18352p 60072p 1 NIA N/A


0235Fl0, -F2A, F26, N HW LW-18725 78862e 78862e I 1 78864e 1 I LW16703 LW19O34h LW119O1 051(21233
-clA.´•czn,´•Jzn
Ihigh Eomprassion) II N HW LW18725 78862e 78862E 78664e 16423033 LW-19O34h LW-I1SDI 05K23O4O

C HW LW14234p I LW-14234p I I LW-14235p I I NIA I I I NIA


0235-KZA, -K28, K2C, N HW LW18729 1 78862E 78862e 1 1 76864E LW-1G703 lLW-19034h LW´•I(BDII 05821114
L2A, -L2C, -M1, ´•M2
Ihigh compraJsiod It N HW LW18729 1 38862e 78862e 78864e 1 \6A23033 1 CW-\9034h ~W´•\1SO\ 1 0aC23033

C LW~14234o I LW14234D I I LW14235D I I NIA NIA


0235N2A, ´•N2C. ´•P1. N HW LW18729 1 78862e 1 78862e I 1 78864e L118290 LW19O34h LW~1SDI 051(21123
´•P2A, ´•P2C. ´•P3C
N HW LW´•18729 78862e 78862e 78864e 161\23035 LW19O34h I LW´•1(901 051(23038
0-290-0 P FW 69958 62916e 62916e 69401c( NIA 17B197121r 66429 N/A
Ilow compression)
C FW 1 69958 LW~13883p LW´•13883p 68338pa EIIA 17B19712k 66429 NIA
Cylinder Aeay’e. No
Avlilsble
029002 P FW 69841 1 62916e 62916E 69401cs NIA 17619712k 73938 NIA
Ihiph compression)
C FW 69841 LW´•13883p LW´•13883p 68338p~ NIA 17819712k 73938 NIA
Cylinder Aety’e. No
Availlble
0290028, ´•D2C P I FW 1 70396 62916e 1 62916e 68338pa NIA 17819712t 73938 N/A
Ilow compresJion)
C L FW 1 70396 LW-~3883p LW-t3883p 68338pa NIA 17819712k 73938 NIA
Cylinder Arsy’o. No
Available
03204, ´•E N I HW 75413 74241s 74241e 14H21950cb LW-1241G LW´•19001j 73938 05K21237´•A
Ilow Eompression)
ISIN Suffix ’A’I P HW 75413 1 74989e 74989e 14H21950cb N/A LW´•ISDOII 73938 NIA

C HW 75413 1 746738 1 74673p 1 1 73998111 1 I NIA LW190O1il 73938 NIA


0´•320´•8, ´•D N HW 75089 74241e 74241e 14H21950eb LW12416 LW-19OO1jl 73938 1 05K21100
~D´•320-B1A, -B1C, ´•B10,
-B1E, 624, ´•D1A. -OIAD. C i HW 75089 74673p 74673p 73998pb NIA LW´•ISDOlj 73938 N/A
´•D1B. ´•DtC
L1O320B1A
A1O320A(B, ´•B1B. ´•C1B
AE1032OO1B, ´•028
Ihigh comprs,,ion)
ISIN Suffix ’A’)
0320E2A, E2C N I HW 75413 1 74241e 74241e 1 I 14H21950cb CW´•12416 LW19OO1j 73938 105K21237A
1O320E1A, ´•D1B. ´•E2A,
´•E2B
AE1O32D-E1A. E1B, E2A,
E2B
(low compression
(SIN Suffix ’A’)
0320H2AO, ´•HJAD N HW LW´•15357 74241e 74241e 1 I 14H21950ch LW15318 LWISOO1i LW-15314 051(21119
(76 Series)
c HW 1 74673p 74673O 73998Db I I NIA I I I Nln
1O32OC1A. -C1B. ´•CIF N HW 75089 1 74241e 74241e 14H2195Ocb I I LW-12418e LW-190O1j 73938 051(21242
L1O320C1A
Ihigh compression)
ISIN Suffix ’A’I
0320-A, ´•E N I HW 75413 74241e 1 74241e 14H21950cb 16821508 LW-19OO1i 73938 05K21423´•A
Ilow comoression)
P I HW 75413 74989e 74989r 14H21950cb NIA LW´•19001j 73938 NIA

c I HW 1 ?54~3 1 746738 1 74673p 1 7399Bpb NIA I LW´•19001i 1 73938 1 NIA


10320´•B1A N HW 75089 74241e 74241e 14H21950cb I I LW´•12413 LW-ISOOli 73938 05K211O1
L10320´•B1A

Page 2 of 7
Service Instruction No. 1037M

cvL.
CYL. PISTON TOP 3"0 oil I I I I PISTON
BARREL RING CDMP. 2’ COMP. COMP. OILREG. ISCRAPER CYL. ASSY. EXHAUST INTAKE AND RING
ENGINE MODEL TYPE TYPE PISTON RING RING RING RING I RING NO. VALVE I VALVE ASSY. KIT
0´•320´•B, ´•DIA, 024, -028 P HW 75089 74989e 74989e 14H21950cb NIA LW-ISOOlj 73938 NIA
thigh compression)
P FW 1 71594 68513e 68513e 69457c~ NIA LW-19OO1j 73938 NIA

N I HW 1 75089 74241e 74241e 1 I 14H21950eb LW-12913 LW-I900lj 73938 05821101

C FW 1 71594 LW´•14253p LW-14253p 7245481 NIA LW-ISM)11 73938 NIA

c HW 75089 1 74673p 1 74673p 1 1-1499Bpb I I NIA ILW-19OO1il 73938 NIA


0´•340´•A P HW 75089 74989e 74989e 14H21950cb Nm LW~19001i 73938 NIA
Ihigh compression)
N HW 75089 74241e 74241e 14H21950cb NIA LWISOOlj 73938 NIA

C FW 71594 LW14253p LW´•14253p 72454p~ 1 I NIA LW´•19001j 73938 NIA

c HW 75089 1 74673p 1 746731 L I 7399895 I I NIII LW-ISWIII 73938 ISIA


0-360-A, -C N HW 75089 74241e 74241e 14H21950cb LW12425 LW19O01i 73938 05KZ1102
Ihigh compression)
P HW 75089 74989e 1 74989e 14H21950cb NIA LW´•ISM)II 73938 NUA

P FW 1 71594 1 68513e 1 68513e 1 I 69457cs Nm LW-ISOOlil 73938 1 NIA

C HW 75089 74673p 74673p 73998pb NIA LW19O01j 73938 NIA

C FW 71594 lW14523p I LW14523p i I 72454pa I NIA IW~1SOOlil 73938 NIA


0360´•8, -D N HW 75413 1 74241e 74241e 14H21950cb LW-12425 LW-19O01i 73938 051(21103
(low comprassionl
P HW 75413 74989e 74989e 14H21950cb NIA IW´•19001i 73938 NIA

c HW 75413 1 7467~p1 746731 1 I 73998pb I NIA IW-19OO1il 73938 NIA


HO-360A1A, BtA, ´•BtB N HW 1 75089 74241e 74241e 14H21950cb LW12425 IW´•19001j 73938 051(21102
thigh compressionl
c HW 75089~ 7467~pl 746738 1 I 73998Db I I NIA LW190O1il 73938 NIA
HIO´•360´•A1A N HW LW-IOZD’ISd 74241e 74241e 14H21950cb LW´•19046r LW1674q LW´•129491 051(21224
thigh compression)
N HW NIA 74241e 74241e 74241e 69457ca LW~19046r LW´•16740i I LW´•12949 NIA
10360~A1A N I HW LW~10207Sdl 74241e 1 74241e 14H21950cb LW-13530r LW´•16740i LW´•136221 051(21112
thigh compression)
N HW NIA 74241e 74241e 74241e 694570 LW1353Or tW´•16740i I LW´•13622 NIA
10360´•B1A, -BtB N HW 75089 74241e 74241e 14H21950cb LW´•12425 LW19001i 73938 051(21102
HIO´•360´•B1A

0´•360B2C N HW 75413 74241e 74241e 14H21950cb lW´•12427 IW´•19001j 73938 051(21192


Ilow compression)
ISIN Suffix ’A"I
036DJ2A N HW 75089 74241e 74241e 14H21950cb LW13870 LW´•1SDOI( 73938 05K21745
Ihigh compression)
ISIN Suffix’A")
036D´•A. -C, ´•F1A6, ´•G1A6 N HW 75089 74241e 74241e 14H21950cb LW12427 LW´•19001j 73938 051(21104
10360´•B, L2A, ´•M11\
HD360-C1A 6 HW 75089 74673p 74673p 73996pb NIA LW´•~9001j 73938 NIA
HIO´•360B1A
LO´•360-A1G6D, ´•A1H6
AE10360B, H1A, ´•H1B
Ihigh compressionl
ISIN Suffix’A")
IO´•360A, ´•C, ´•DIA. ´•J1A60, N HW LW´•10207Sd 74241e 74241e 14H21950Eb LW-12993r LW16740i LW´•13622 05K21120
´•K2A
AIO-360A1A. A1B. ´•B1B N HW NIA 74241e 74241e 74241e 69457cs LW-12993r LW-16740j LW´•13622 NIA
AE1036D´•A1A, ´•A1B.
´•A186, ´•AID, ´•AIE, ´•A1E6. C HW NIA 74673p 74673p 74673p 72454pa NIA LW´•16740j LW-13622 NIA
´•A2B
LIO´•360´•C1E, ´•C1E6, C HW LW10207Sd 746738 74673p 73998pb NIA LW16740j LW-13622 NIA
CIEGD
Ihigh compression)
ISIN Suffix ’A")
HIO´•360´•A1A. ´•A1B. ´•CIA. N HW LW10207Sd 74241e 74241e 14H21950cb LW´•19047r LW16740j LW-12949 051(21281
-C18
LH10360C1A N HW NIA 74241e 74241e 74241e 69457ca LW´•19047r LW-16740i LW´•12949 NIA
Ihigh compressionl
ISIN Suffix ’A") C HW NIA 74673p 746738 74673p 72454pa NIA LW´•16740i LW´•12949 NIA

c HW 74673p 1 I 7399Bpb I I NIA LW-16740i I LW´•12949 NIA


HIO´•360´•D1A N HW LW´•11487Sd 74241e 74241e 14H21950cb LW´•19047r LW-16740j 73117 051(21124
Ihigh compression)
ISIN Suffix ’A"

Page 3 of7
Service Instruction No. 1037M

cn.
CYL. PISTON TOP 3"0 011 1 I I I PISTON
6ARAEL RING COMP. 2L COMP. COMP. 011 REG. SCRAPER CYL. ASSY. EXHAUST INTAKE ANO RING
ENGINE MDDEL TYPE TYPE PISTON RING RING RING RING I RING I NO. VALVE VALVE ASSY. KIT
HIO´•360´•E1AD, ´•E~BD. I N I HW IW13358S 1 74241e T4241e \4HZt950cb I LW´•\2988sr LW-\6740j Cl-136221 D5K2t2T5
FIAO
Ihiph compression) N I HW lW14610SI 74241e 74241f 14H2195Ocb LW12988ar LW´•16740j LW´•13622 05K21274
ISIN Sut(ix ’A’)
TO3MOC1A60, FIAGD N HW LW~10545Sd 74241e 74241e 14H2195Ocb LW-13964r LW´•18491 LW13262 05K21276
T10360´•C1A6D
(low cwnpression)
(SIN SuKix ’A’)
T10360-A1B. ´•A386 N I HW LW1O545Sd 74241e 74241e 14H21950Eb 77544er LW-16740i LW´•12949 051(21277
(low cempretsion)
(SIN Sutfix’A’I
IO´•360´•C1~ N HW LW1O2O7Sd 74241e 1 74241e 14H2195Ocb 77544sr LW-16740i LW12949 051(21278
Ifer
1O36OA386D Ifor N HW LW1D207Sd 74241e 74241e 14H21950cb I I LW12988er LW-16740j LW-13622 051(21279
-CIF
0-360E1A60 N HW LW-15357 74241e 74241t 14H21950cb LW-15322 LW-19OO1j 11´•15314 05K21121
LO36OE1A6D
(76 Seriesl
TO36O-E1A6D N HW LW12733 74241e 74241e 14H2195Ocb LW~16290e LW190O1j LW´•15314 051(21122
LTO´•360´•E1A6D
176 SerieJ)
IVO´•360´•A1A I N HW 1 75089 74241e 74241e 1 I 14H2195Ocb 74498 NIA 73938 NIA
(hiph FMnpressionI I I I I I I I I I or

LW12432
V0360-A1A.A18,B1A N HW 75089 74241F 74241e 14H2195Ocb NIA NIA 73938 NIA
Ihiph compracsion)
C FW 71594 LW-12453p LW12453p 72454pb NIA NIA 73938 NIA

C I HW 75089 1 74673D 1 746731, 1 I 73998ob I I NIA NIA 73938 NIA


1\10360´•A1A N I HW 1 75089 74241e 1 74241e 14H21950cb LW´•19001j 73938 0511122294
Ihiph com’presrion)

04354 P I FW 69958 52916e 1 62916E 69401cs 71854 66531k 66429 NIA


(low
GO-935-C2 N HW 75984 73933e 73933e 73934Eb 1 I LW19035r LW´•16740i 73129 05K21229
(hiph compression)
C HW 75984 749848 749848 75985pb NIA LW´•16740j 73129 NIA

P FW 67266 62916e 62916e 69401cs 69322e 77604r LW-1674Oj 73129 NIA

C FW 67266 LW´•138B3p I LW13883p I I 68338ps 1 61824p 1 NIA LW-16740i 1 73129 NIA


VO-435Al8, ´•AIC. ´•A1D. E HW 1 75984 1 73933e 73933e 73934Eb 1 I LW´•19036r LW1674Oj 73129 05~21214
AIE. AIF
Ilow compressionl N HW 75984 1 73833e 73933e 73934cb LW1903Gr LW´•16740j 73129 05K21215´•A

C HW 75984 1 74984p 1 74984p 1 I 75985pb ´•I I NIA LW-1G740il 73129 NIA


VO-435A1D, -AIE, -AIF, N HW 75984 1 73833e 73933E 73834cb 74218er LW-16740j 73129 051(21212
TVO´•435´•A1A, -814, -B1B,
´•D1A D1B, ´•FIA. ´•G1A. N HW 75984 73933e 73933e 73934cb 74218er LW-16740j 73129 0SK21213-A
G1B
Ilaw compressienl I C HW 75984 1 74984p 1 74984p i 1 75985pb 1 I NIA LW´•16740i 1 73129 NIA
VO´•435A1F N HW 1 75984 73933e 73933e 73934cb LW19O36r LW16740~ 73129 05K21214
ND´•435´•A1 A
Illow Eomprnsion) I N HW 1 75984 73933e 73933E 73934cb LW19O36r LW1674Oil 73129 05K21215A
N HW 76172 73933e 73933e 73939Eb 74218er LW16740i 73129 051(21216
Ihiph comptessionl
N HW 761 72 73933e 73933e 73934cb 74218er LW´•16740il 73129 05K21217-A
CO-480´•B. ´•D, ´•F N HW LW-1O208Sd 74241e 74241e 14H21950cb LW19037r LW-16740J 73129 05121273
(low cempression)
P FW 69236 68513( 68513e 69457ca 69330e 18A21005r LW16740j 73129 051(21283

C FW 69236 LW´•14253p LW14253p 72454pb 692358 NIA LW´•16740i 73129 NIA

C HW 73976Sd 74673p 74873p 746738 73998pb 69235p NIA LW16740j 73129 1 NIA

C HW LW102O8Sd 74673p 1 74673p 1 I 73998pb I I NIA LW-16740il 73129 NIA


G0~4BOC1B6. C1D6, -C2 N HW LW-102O7Sd 74241e 74241e 14H21950cb I I 75215er LW-16740j 73129 1 05K21272
Series
60-4800146, ´•G1B6. C HW 73947Sd 74673p 746738 746738 73998pb 69235p NIA LW16740j 73129 NIA
0108,0206-0166
G1F6, ´•G2F6. 6166, C HW LW-102O7Sd 74673p 74673p 73998pb NIA LW16740j 73129 NIA
-G1J6

604806106 IHelio) N HW LW´•10207Sd 74241e 74241e 14H21950cb 75215er LW16740j 73129 051(21272’

Page 4 of7
Service Instruction No, 1037M

cuL.
CYL. PISTON TOP 3"" 011 1 I I I PISTON
8ARRELI RING I I COMP. 2’ COMP. COMP. OILREG. ISCRAPER CYL. ASSY. EXHAUST INTAKE AND RING
ENGINE MODEL TYPE I TYPE I PISTON RING RING RING RING RING NO. VALVE I VALVE ASSY. KIT
IGO-480-A186 (Helio) N I HW LW~10207Sd 74241( 1 74241e 14H21950cb I I LW19O38er IW16740j 73129 051(21271
60-480-6146 IHelio)

GS0480´•A, ´•B N HW LW´•10208Sd 74241e 74241e 14H21950cb 75215er LW1674Oj 73129 051(21270
IGSO-480-A
Ilow compression) C FW 71545 LW-14253p LW~14253p 72454pb 692358 EIIA LW´•16740j 73129 NIA

C HW 72578 746738 746738 74673p 72454pb 69235p NIA LW-16740i 73129 NIA

C HW 73976Sd 746738 74673p 74673p 73998pb 69234 NIA LW-16740j 73129 NIA

C HW LW1O2OBSd 1 746730 1 746730 1 I 73998ob I I NIA LW16740i 1 73129 NM

0-540-A, ´•F N HW 75089 74241e 74241e 1 I 14H21950Eb LW-)2425 LW19OO1i 73938 05t211O2
thigh compressionl
P HW 75089 74989e 74989e 14H21950cb NIA LW´•19001j 73938 NIA

C FW 71594 LW-14253o I LW)4253o I I 72454pb EIIA LW´•1SOOlj 73938 NIA


0´•540-A C HW 75089 746738 74673p 73998pb EIIA LW19001j 73938 NIA
IO-540C

0-540-8 N HW 75413 74241e 74241e 14H2195Ocb LW´•12425 LW´•19001j 73938 051(21103


(low comptessionl
P HW 75413 74989e 74989e 14H21950cb NIA LW19001j 73938 NIA

C HW 75413 1 746730 1 74673p 1 1 73998Db 1 I NIA LW´•19001i 1 73938 NIA


0540-E1A, -E4A5, ´•E485. N HW 75089 74241e 74241e 14H21950cb LW´•12425 LW´•19001j 73938 1 65K21102
E4C5. 61A5, G2A5
IO´•540´•C. -0445, -0485,
-N1A5

ID540-M1A5 N HW LW-1O2O7Sdl 74241e 74241e 14H21950cb LW13533er LW´•16740j LW´•13622 051(21226


10-540-E185 Ifor
turbochargar)

ID540-A, ´•G. ´•K. ´•L N HW LW1O207Sd 74241e 74241e 14H21950Eb LW13530r LW´•16740j LW13622 051(21112
H1O540A1A
Ihigh compression) N HW NIA 74241e 74241e 74241e 69457ca LW13530r LW16740i LW´•13622 NIA

C HW NIA 74673p 74673p 746738 72454pb NIA LW´•16740j LW-13622 NIA

C HW LW-10207Sdl 74673p 1 746730 1 1 73998pb 1 I NIA LW´•16740i I LW´•13622 NIA

IO´•MOB, -E N HW LW-102O7Sd 74241F 74241e 14H21950cb LW13532r LW´•1674Dj LW´•13622 05K21110


Ihigh compression)
N HW NIA 74241e 74241e 74241e 69457ca LW-13532r LW´•16740i LW13622 NIA

C HW i LW1O2O7Sd 74673p 74673p 73998pb NIA LW´•)6740i LW´•13622 NIA

6 HW NIA 1 74673p 1 74673p 1 746738 1 72454pb I I NIA LW´•16740i I LW´•13622 NIA


10´•540´•6, -K, ´•P, ´•S N HW llW1O2O7Sd 74241e 74241e 14H21950cb LW13534er LW´•16740j LW-I 3622 051(21204

IhigIl compression)
C HW LW´•10207Sd 1 746730 1 746730 1 i 73998pb 1 I NIA LW´•16740i I LW-13622 NIA
IO´•540´•J4A5, -R1A5 N HW 75089 74241e 74241e 14H21950cb LW12433a LW´•19001j 73938 05K21241
T1O-540-G1A
compression)
TID540´•A1A. ´•A1B, ´•A2A, N HW LW´•10545Sd 74241e 74241e 14H2195Ocb LW´•13447er LW´•16740i ;W13622 05K21109
´•A2B. ´•A2C
(low compressionl I 6 HW LW´•10545Sdl 746730 1 7467311 1 1 73998pb I I NIA LW-16740i I LW-13622 FIIA
T~O-540´•C1A.-E1A, H1A N HW 75413 74241e 74241e 14HZ1950cb LW-12433e LW´•19001i 73938 05K21234
Ilow
0´•540´•A4D5, ´•E. ´•G, ´•H N HW 75089 74241e 74241e 14H21950cb LW12427 LW´•19001j 73938 D5K21104
IO´•540´•C. ´•D. ´•N, :T, -V
AEIO-540;04A5. ´•D4B5
Ihigh compression)
ISIN Sutfix’A")
0´•540´•8 N HW 75413 74241e 74241e 14HZ1950cb LW´•12427 LW´•19001j 73938 05K21192
Ilow campression~
ISIN Suffix’A’) P HW 75413 74989e 74989e 14H2195OEb NIA LW´•19001il 73938 NIA
0540´•L3C5D N HW 75089 74241e 74241e )4H21950Eb LW-15605e LW´•19001j 73938 051(21231

Ihigh compression)
ISIN Suftix’A")
0´•540´•J 1 A5O, ´•J 1 C50, N HW LW-13396 74241e 74241e 14H21950cb LW´•13870 LW´•19001j 73938 05KZ1117

´•J2A5D. ´•J3A5, J3A50,


J3C50
IO-540´•AB1A5.-W1A5,
´•W1A50.´•W3A5D
Ihigh compressionl
ISIN Suffix’A")
Page 5 of7
Service Instruction No. 1037M

CYL.
CYL. PISTON TOP 3m Dll I I I I PISTON
BARRELI RING I I COMP. 2’ COMP. COMP. OIL REG. SCRAPER CYL. ASSY. EXHAUST I INTAKE AND RING
ENGINE fdOOEL I PIPE I TYPE I PISTON 1 RING I RING I RING RING I RING I NO. VALVE I VALVE ASSY. KIT
0540F185 N I HW 75089 74241e 74241e 14H21950Eb LW13870 LWISOOli 73938 051(21745
Ihiph compratsionl
ISIN Suffix ’A’)
1O540K1A5, ´•K1A5D, N HW LW´•10207Sd 74241e 74241e 14H21950Eb LW-12993r LW-16740j LW13622 05K2112O
K1BS,-K1D5.K1FS,
-K1F5D.K1G5,K1G5D,
KIHS.K1J5,KIJ5D,
K1K5, -K2A5, L1ASD,
L185D, -L1C5
AE10540´•L1B5, ´•L1B50.
L1D5
Ihiph eomprestion)
(SIN Suffix ’A3
1054011145, MIA5D, N HW llW´•10207Sd 74241e 74241e 14H21950cb LW190Q8er LW16740i LW13622 051(21263
-M1B5,´•M185D, ´•M1C5,
´•ulnso.´•uteso
thigh compretsion)
ISIN Suffix ’A’)
10540G105, K1B5, N HW LW10207Sd 74241e 74241e 14H21950cb LW-12988er LW´•16740j LW´•13622 051(21118
K1C5, ´•K1E5. -KIE5D,
S1A5
AE1054011B5. ´•LIBSD,
-L1D5
Ihiph Eompression)
ISIN Suffix ’A’)
1O540AA1A5, AA185, N I HW LW´•10545Sd 74241e 74241F 14H21950cb LW-12988er CW´•16740i CW´•13622
´•U2A
LTIO´•540´•U2A
Ilow
(SIN Suffix’A’1
T1O540AE2A, -AH1A N HW LW´•10545Sd 74241e 74241e 14H21990eb LW-12988er LW16749i I LW13622
T10540RK1A N HW LW12733 1 74241e 1 74241e 1 I 14H21950cb 16422130, LW´•19001 73938 051(23161
10540AC1A5 N HW LW1O207Sd 74241e 74241e 14H21950cb 16A22541e LW´•18491 LW´•13262 051(22672
Ihigh compression)
ISIN Sultix’A’)
T10540-C1A, -CIAD N HW 75413 74241e 74241e 14H21950cb 16A22130a LWI900lj 73938 05K22128
Ilow compressionl
ISIN Suffix’A’)
T10540´•A2C. ´•FPBD. 528, N HW LW10545Sd 74241r: 74241( 14H21950cb LW~12966er LW-16740j LW´•13622 05K21108
J2BD, ´•NZBD, R2AD,
SIAO C HW LW1O545Sd 746738 74673p 73998pb NIA LW16740j LW´•13622 NIA
LT10540F2BD. -528,
J280, ´•N2BD. R2AO
low eompessionl
(SIN Suffix ’A’)
TIO-540-V2AO N HW LW1O545Sd 74241e 1 74241e 14H2195pcb 16A19516er lW-18497j LW-13262 051(21260
LT10540V2AD
Ilow Eompression)
(SIN Suffix’A’)
T10540W2A N HW LW´•19176Sd 74241e 74241~ 14H2195Ocb 16A19516er LW´•18497j LW´•13262 05K21261
Ilow compression)
ISIN Suffix ’A’1
TID540´•K1AD, AA1AD, N HW LW´•12733 1 74241e 1 74241e 14H21950cb 16A22130er LW´•19001j 73938 051(22129
ABIAO, -A8IBD, ´•AFIA,
AG1A
Ilow Eompressionl
ISIN Suffix’A")
T10540´•AF1B N HW LW12733 74241e 1 74241e 14H21950Eb 16A22023er tW´•1SOOti 73938 051(22177
IOil Cooled Valve Guides)
(low compression)
ISIN Suffix ’A"1
71O540-AJ1A N I HW LW-10545Sd 74241e 74241e 14H21950cb 16A22541a LW´•18497j LW´•13262 051(22680
Ilow Eompression)
ISIN Suffix’A’)
TIO-541A~A N HW ILW´•10545Sd 74241e 74241e 14H2195Ocb NIA LW-16740j 73117 NIA
Ilow
TID´•541´•E1A4. ´•Et 84, N HW LW´•10545Sd 74241e 74241e 14H21950cb LW-14116er LW´•18498j LW´•13262 051(21116
´•E1C4, ´•E104
TIGO´•541´•E1A N HW LW-10545Sd 74241e 74241e 14H21950cb LW´•13097er LW´•18498j LW´•13262 LW´•139B7
(low compresriaol I I I I I I I I I Kit"
TICO´•541´•01B N HW LW10545Sd 74241e 74241e 14H21950cb LW-13121er LW´•18498i LW´•13262 051(21259
Ilow

Page 6 of7
Service Instruction No, 1037M

CYL.

CYL. PISTON I I TDP 3"" 011 1 I I I PISTDN


BARREL RING COMP. 2’ COMP. COMP. 011 REG. SCRAPER CYL. ASSY. EXHAUST INTAKE AND RING

ENGINE MODEL TYPE TYPE PISTON RING RING RING I RING RING NO. VALVE VALVE ASSY. KIT

IGO-548A1A, ´•AIC N I HW LW-1O207Sd 74241r. 1 74241e 14H21950cb 75281er LW-16740i LW´•12949 051(21265

thigh compracsionl
N HW NIA 74241e 74241e 1 i 14H2195Ocb 76281ar LW-16740j LW´•12949 NIA

C HW 73947Sd 746731 746738 74673p 73998pb 79235p NIA LW´•16740j LW~12949 I NIA

C HW LW´•10207Sdl 74673p 1 74673p 1 I 73998pb I NIA LW´•16740i I LW-12949 NIA


IGO-54OB1A. -BtC N HW LW1O2O7Sd 74241e 74241e 14HZ195Ocb 76187er LW´•16740j LW-12949 051(21267

Ihigh compresion)
N HW NIA 74241e 74241e 14H2195Ocb 761 87sr LW16740j LW12949 NIA

C I HW 73947Sd 7467313 746731 74673p 73998pb 69235p NIA LW-16740j LW´•12949 NIA

C HW LW´•10207Sdl 746730 1 746730 1 I 73998pb I I NIA LW-16740i I LW12949 NIA

IGSO-54OA1A, -AIC, ´•AlO. N HW LW´•10208Sd 74241e 74241e 14H21950cb LW12714er LW-16740i LW13622 05K21264

´•A1E. -AIH
Ilow compression) C HW LW1O208Sd 74673p 746738 73998pb NIA LW´•16740j LW´•13622 NIA

C HW I 7397661 1 746730 1 74673D 17467381 73998pb 1 692358 1 NIA LW1674Di I LW´•13622 NA

IGSO540-81A, -D1C N I HW LW-10208Sd 74241e 74241e 1QH2195Ocb LW13447er LW´•16740j LW-13622 051(21269

Ilow compresrion)
C I HW ILW-1O2O8Sd 74673p 74673p 73998pb NIA LW´•16740j LW-13622 NIA

C HW 73976Sd 74673p 746738 74873p 73998pb 692358 NIA LW1674Oj LW-13622 NIA

C HW 72578 1 746730 1 746730 174673pl 72454pb 1 69235p 1 NIA LW16740i I LW´•13622 NIA

VD-540´•A. ´•B N HW NIA 74241e 74241e 74241e 14H21950Eb 69330e 1 75137sr LW-1G740i LW-12949 051(21227

TVO-540A1A
LW-1O208Sd 74241e 74241e 1 I 14HZ1950eb 75137sr LW1G740j LW-12949 051(21228
Ihigh compression) I N HW

C HW NIA 74673p 74673p 74673p 73998ph 69235p NIA lW´•16740j LW´•12949 NIA

C HW LW102OBSd 746730 1 746730 1 1 739988b 1 I NIA LW-16140i 1 LW12949 1 NIA


VO54O-C N HW NIA 74241e 74241e 74241e 14H21950cb 69330e 75137e1 LW16140j LW´•129491 051(21222

(hiph compression)
N HW LW-1O207Sd 74241e 74241e 14H21950cb 75137er LW-16740i LW-12949 051(21223

C HW NIA 74673p 74673p 74673p 73998pb 69235p NIA LW-I 6740 LW´•12949 NIA

C HW LW´•10207Sd 746730 1 746730 1 I 73998pb I I EIIA LW-1674Oi 1 LW´•12949 NIA


IVO-540´•A1A N HW LW´•10207Sd 74241e 74241e 14H21950cb 74236er LW16740j LW12949 05K21220

Ihigh compression)
N HW NIA 74241e 74241e 74241e 14H2195Ocb 69330e 74236ar LW-16740i I LW´•12949 05K21221

TIVO540A2A, ´•A2B N HW NIA 74241e 74241e 74241e 14H21950cb 69330e 74236er LW16740j LW´•12949 05K21218

Ilow compreJsionl
N HW LW´•10208Sd 74241e 74241e 14H21950Eb 74238er LW´•16740i I LW-12949 05K21219

IO-720´•All\. -01B N HW LW-1O2O7Sd 74241e 74241e 14H21950cb LW13530r LW´•16740j LW-13622 05K21112

Ihigh compression)
N HW NIA 74241e 74241e 74241e 69457ca LW´•13530( LW-16740i I LW-13622 NIA

IO´•720Als N HW LW-1O207Sd 74241e 74241e 14H21950cb LW1353Or I LW´•16740i LW-13622 051(21112

Ihigh compressionl
N HW LW1O207Sd 74241e 74241e 14H21950cb LW13534er LW-16740i I LW´•13622 05K21204

10720-818, -C18 N HW LW:1O2O7Sd 74241e 74241e 14H21950cb LW13532r LW´•16740j LW-13622 05K21110

thigh compression)
N HW LW´•10207Sd 74241e 74241e 14H21950cb LW-13533er LW´•16740j LW13622 1 05K21226

N HW LW´•10207Sd 74241e 74241e 14H21950cb LW13537r LW´•16740i I LW13622 LW´•19144

IO´•720´•A1B, -D1B, -DIC, N HW ILW-1O207Sd 74241~ 74241e 14H21950cb LW-1298Bel IW´•1674Dj LW´•13622 051(21118

-I)1CD
N HW LW-102O7Sd 74241e 74241e 14H21950cb LW-15438er LW16740j LWI3622 LW´•15465
Ihigh compressionl
ISIN Suffix’A’I
10´•720818. -B1BD N HW LW´•10207Sd 74241e 74241e 14H21950cb LW-19O48er LS16740j LW´•13622 05K21283

Ihigh comptessionl
ISIN Suffix ’A’1

NOTE: VO, TVO-435 Kits with P/N employ heavy piston pin LW-13445 (1) and plugs 77856 (2).
having a suff~x "A"
Interchangeable engine only. sets (low compression)- Kits having a suffix "A" employ heavy piston pin
0-320, 10-320
LW-13445, Plugs unchanged. Interchangeable engine sets only,

05K21272 Kit is for use with 71265 and 71266 high lift rocker assemblies to be used with 77134 camshaft assembly. New

engines serial numbers 425-37 and up, Remanufactured engines Built after 12-14-166.

LW-13907 Kit (Detail of LW-13987 Kit) contains LW-141 16 cylinder assembly with compatible shroud tubes required when

servicing superseded cylinder assemblies and their shroud tubes.


NOTE: Revision "M" to Service Instruction No. 1037 adds new engine models and revises part numbers.
Page 7 of7
652 Oliver Street
SERVICE
Williamsport, PA 17701 U.S.A.
Tel.
Fax.
570-323-6181
570-327-7101
INSTRUCTION
www.lycoming .textron.com

DATE: July 9, 2002 Service Instruction No. 1042X


(Supersedes Service Instruction No. 1042W)
Engineering Aspects are
FAA Approved

SUBJECT: Approved Spark Plugs


This publication lists spark plugs that are approved and not approved by Lycoming for its piston aircraft
engines. Lycoming advises that only those spark plugs listed as approved be used.
CAUTION

DO NOT DEPEND ON ENGINE MODEL DESIGNATION FOR SPARK PLUG


APPLICATION. THE SAME ENGINE MODEL MAY USE SHORT OR LONG REACH
SPARK PLUGS. ENGINES WITH LONG REACH SPARK PLUGS ARE IDENTIFIED
BY YELLOW PAINT ON THE CYLINDER FINS BETWEEN THE SPARK PLUG HOLE
AND THE ROCKER COVERS. ENGINES WITH SHORT REACH SPARK PLUGS
HAVE NO IDENTIFYING COLOR. SEE LATEST EDITION OF SERVICE
INSTRUCTION NO. 1181. THE REACH CAN ALSO BE DETERMINED BY
MEASURING THE DEPTH OF THE THREADED INSERT. LONG REACH THREADED
DEPTH ´•IS APPROXIMATELY 5/8", SHORT REACH THREADED DEPTH IS
APPROXIMATELY 3/8".

To use the charts on the following pages, first determine the spark plug reach and connector-wire size of
your engine. The table below provides a quick reference for locating a chart that lists a specific spark plug
reach/connector-wire configuration.

CHART I, Page 2 Short reach, 5/8-24 wire end


CHART II, Page 3 Short reach, 3/4-20 wire end
CHART III, Page 3 Long reach, 5/8-24 wire end
CHART IV, Page 4 Long reach, 3/4-20 wire end

spark plugs approved for models shown.


The letter "A" indicates A dash signifies that spark plugs are

neither recommended nor approved by Lycoming for the model.

NOTE

Spark plug gage must be set at .016-.022 inch. Installation torque for all spark plugs is 420
inch-pounds (35 foot-pounds). Installation torque for 5/8-24 lead nuts is 80-90 in. Ibs. and
110-120 in. Ibs. for 3/4-20 lead nuts. Always use new gaskets (P/N STD-295) when
reinstalling spark plugs.
Lycoming reserves the right to substitute an equivalent plug whenever the plug ordered is not available.

Unison Industries, Inc. has acquired the Autolite aircraft spark plug line. This publication lists the new

Unisonpartnumbers.

Page 1 of 5

Manufactwers Association
Service Instructiori No. 1042X

CHARTI

MASSIVE I FINE WIRE


SHORTREACH I I I CHAM-
5/8-24 CHAMPION SL AUBURN UNISON PION SL AUBURN
REM REM REM I r 1 I UREM I UREM
ENGINE MODEL 40E 38E 37BY SR88 SR87 8986 40E 38E 37BY REM38S 8993 SR83P

0-235-C;-E,-H A A A A A I A I I A I A I A I A
0-235-N,-P A A A I A I 1 A A I A I A I A I A
0-235-K,-L;,-M A A A I A I I A
0-235-F,-G,-J I I I I
9-290 1 A A A A A I I A I I A r A A I A
0-320-A,-C,-E
IO-320-A,-E
AEIO-320-E A A A A A I I A I I A A A A
0-320-B,-D
IO-320-B:-C;-D
AEIO-320-A,-B,-C,
-D
LIO-320-B A I A A I I A A A A A A A A
0-360-B,-D I A I A A A A I I A I I A I A I A I A
VO-360-A,-B
HIO-360-A,-B
HO-360-B A A A I I A A A A A A A A
*0-360-A,-C,-F,-J
*IO-360-B,-E,-F,´•H,
-L,-M
AEIO-360-B,-H
*LO-360-A,-C
HO-360-A,-C A A A I I A A A A A A A I A
+IO-360-A,-C,-D,-J
LIO-360-C
AIO-360-A,-B
*AEIO-360-A I I A A I I A A A A A A A I A
HIO-360-C,-D
LHIO-360-C I I A I I A A I I A I A A I A
*GO-435-C
VO-435-A
*GO-480-B,-D
*GO-480-F
GSO-480-A,-B
IGSO-480 A A 1 I I A A A A I I A A A
$0-540-B I A A L I A A I I A I I I A I A r A
*0-540-A
*IO-540-C,-J A A I I A A A A I I I A A I A
*0-540-E,-F,-G,-H
*10-540-D,-N,-T
AEIO-540-D I A A I I I A A A A I I A A I A
*IO-540-K,-L
-*AEIO-540-L I I A I I I A A I A A I I A A I A
*IO-540-A,-B,-E,
-G,-AB I I A I I A A A A I I A A A
VO-540-C2A I A I r I A I 1 I A

May have 3/4-20 wire end.

Page 2 of 5
Service Instruction No. 1042X

CHART II

SHORT REACH MASSIVE FINE WIRE


3/4-20 CHAM-
CHAMPION SL AUBURN UNISON PION SL AUBURN
ENGINE MODEL RHM RHM URHM URHM
40E 38E HsR88 HSR87 HSR86 40E 38E RHM3gS HSR93 HSR83P
0-320-H A A A A A A A A A
0-360-E
LO-360-E A A A A A A A A A
*0-360-A,-F
*LO-360-A
*IO-360-B A A A A A A A A A
*IO-360-A,-J
LIO-360-A
*AEIO-360-A A A A A A A
*GO-435-C
*GO-480-B.-D.-F A A A A A A A A A
*0-540-B A A A A A A A
*IO-540-C A A A A A A A A A
*0-540-E,-G,-H,-J
*IO-540-N,-T,-V,-W A A A A A A A A A
*IO-540-K,-L
*AEIO-540-L A A A A A A A A
*IO-540-A,-B,-G A A A A A A A A
IO-720-A,-B,-C,-D A A A A A A

May also have 5/8-24 wire end.

CHART III

LONG REACH MASSIVE FINE WIRE


5/8-24 CHAMPION SL AUBURN UNISON SL AUBURN

ENGINE MODEL REB37E REB32E 171 UREB37E 181

IO-320-C 1 A,-C 1 B,-F1A


LIO-320-C1A A A A A
IO-360-F1A A A A A
"10-3 60-A 1 B6,-C 1 A A A A A
*1O-540-J
*T1O-540-C1A A A A A A
*1O-540-R A A A A A
*T1O-540-E A A A A A
*TIO-540-H A A A A A
*1O-540-K
I ´•AEIO-540-L A A A A A
*IO-540-E,-P A A A A A

May also have 3/4-20 wire end.

Page 3 of5
Service Instruction No. 1042X

CHART IV

LONG REACH MASSIVE FINE WIRE


3/4-20 CHAMPION SL AUBURN UNISON CHAMPION SL AUBURN
RHB RHB URHB URHB RHB RHB
37E 32E 271 273 37E 32E 36S 32S 281 291
ENGINE MODEL 283

IVO-360 A A A A A A A
HIO-360-F
LHIO-360-F G/ A A A A A A A
HIO-360-E A A A A A A A
J
TO-360-E
LTO-360-E/ A A A A A A A A
t1O-360-A,-C, A A A A A A A A A A A
*T1O-360-A A A A A A A A A A A
TO-360-C,-F
T1O-360-C J A A A A A A A A A A
TVO-435-A,-B,-C,-D,
-E,-G, A A A A A A A A A A A
VO-435-A
TVO-435-F A A A A A A A A A A
VO-435-B A A A A A A A A I A A
GO-480-G2 A A A A A A A A A
GO-480-G 1 A A A A A A A A A
1GO-480-A A A A A A A A A A
GSO-480,
1GSO-480 A A A A A A A A A
i
,LT10-540-U:-V A A A A A A A A A A
T1O-540-G, A A A A A A A A A
0-540-L, A A A A A A A A A A
*10-540-5 c~

*TIO- K,-W

I A A A A A A A A A A
*1O-540-R A A A A A A A A A A
*T1O-540-E A A A A A A A A A I A A
*IO-540-AA, C A A A A A A A A A A
*T1O-540-H A A A A A A A A A A A
*10-540-K,-M,-U,-S, A A A A A A A A A A A
I *AEIO-540-L
T1O-540-S A A A A A A A A A A A
*1O-540-E,-G,-P A A A A A A A A A I A A
TIG-540-A cr A A A A A A A A A A
O A A A A A A A A A A
TIO,L 540-J,-N,
-R J A A A A A A A A A A
TIO-540-T A A A A A A A A A A
0-540-9
VO-540-A,-B,-C
1VO-540-A A A A A A A A I A A
TIVO-540-A A A A A A A A A A A A
1GO-5540A,-B A A A A A A A A A A A
IGSO-540-A,-B A A A A A A A A A A
TIG-541 -E A A A A A A A A A A
TIGO-541-E A A A A A A A A A A
1O-720-A,-B A A A A A A A A I A A
1O-720-D A A A A A A A A A A

May also have 5/8-24 wire end.

Page 4 of 5
Service Instruction No, 1042X

314-20 UNEF-3A
18MM METRIC THREAD 5/8-24 UNEF-3A
MASSIVE THREAD THREAD
SINGLE
EXTENDED DUAL
FINE WIRE
ELECTRODE

i....T:\ I~jl r
(lii~ ~.4?i
‘´•~´•:_:´•I:i SHORT REACH (~lr’)
MASSIVE MASSIVE ---´•´•--´•--´•-i j´•--´•-------- LONG REACH (13/16")
DOUBLE
DUAL TRIPLE
FINE WIRE
ELECTRODE ELECTRODE

XXX-XXX

r
Y EXTENDED ELECTRODE
S
ALTITUDE

H-R-RESISTORHIGH
SHIELDED ~I7T P PLATINUM ELECTRODE

HEAT RATING (3, 8. 7 8


XXXXXXX 8)
LOW NO. COLD
B MASSIVE TWO PRONG
8 i 8MM (PLATINUM)
TANGENT TO CENTER
9 i 8MM IRIDIUM GROUND
E MASSIVE TWO PRONG
8 PLATINUM CENTER
P- PLATINUM DOUBLE FINE WIRE
R-RESISTOR1 III 1 I W IRIDIUM DOUBLE FINE WIRE
_
TWO DIGIT TYPE (SHORT REACH)
NONE NO S IRIDIUM SINGLE FINE WIRE
RE XXX
HEAT RANGE

B LONG REACH
LOW NO. COLD
1 5/&24 THD.II LOW NO. HOT
2 3/4-20 THD.
M-SHORTREACH
7-MASSIVE
8-PLATINUM
E 5/8-24 THD.
9 PLATINUM CENTER 8
H- 3/4-20 THD.
IRIDIUM GROUND

THREE DIGIT TYPE (LONG REACH)

CHAMPION PART NO. DESIGNATION SL AUBURN PART NO. DESIGNATION


’.._- -_- ._.-- .-_

NOTE: SL AUBURN"SPITFIRE" DESIGNATES


MASSIVE DUAL ELECTRODE AND "CLASSIC"
DESIGNATES MASSIVE TRIPLE ELECTRODE

Y EXTENDED ELECTRODE

UXXXXXXX B MASSIVE TWO PRONG


I
UNISON PART NO. DESIGNATION TANGENT TO CENTER
E MASSIVE TWO PRONG

HEAT RANGE LOW NO. COLD

R RESISTOR B LONG REACH


NONE M-SHORTREACH

RESIS
E 5/&24 THD.
H 3/4-20 THD.

NOTE: Revision ’X" adds AEIO-540-L approved for long reach charts, and adds new engine model TIO-
540-AK 1A,
Page 5 of 5
LierviC~ Ir?StrUCtion
’51’´•:

.t:O r; LYCOMING DIVISION


VVILLIAMSPORT, PA.´• 17701-

7L,
DATE: Service Instruction No. 1043A
September 19, 1369
(Supersedes Servic:e Instruction No. 1043)
Engineering Aspects are
FAA (DEER) Approved

SUDJECT: Spark Plug Deli-Coil Insert Replacement

MODELS AFFECTED: All Avco Lycoming aircraft engines.

TIME OF COMPLIANCE: As Iequired during maintenance or overhaul.

Installation of the incorrect size Deli-Coil insert 2. Using the .010 in. oversize Lap, No. 64596-1
in thespark plug hole is the cause of many instances retap the spark plug hole. II this operation is per-
of damage found in this area of the cylinder head; fornied with the cylinder assembled on the engine,
standard size inserts have been found in spark plug some provision must be Iiiade for preventing the
holes Lliat had i,ccn tapped oversize also, standard aluminum sha\’ings from entering the ronil,ustion
size inserts have been found in holes with badly dam- chamber. This can be accoinppisshel by turning the
aged threads that had not been repaired by retapping. crankshaft to tile start of the compression stroke;
Avco LycominR does not reconimend standard size then insert a 3 loot lengtll of 3/8 dia. nylon rope
IIeli-Coil inserts for
replacenlent in the spark plug through the opposite spark plug hole. Turn the
holes; nor does Avco Lycoining furnish standard size crankshaft to force the rope against tile bottolll of
spark plug inserts to our distributors. To avoid these the spark plug Iiole that is to be tapped. Coat the
difficulties, repair facilities are urged to stock only tap liberally u´•ith grease and proceed to tap the
.010 in. oi’eisize Deli-Coil spark plug inserts: tliese hole. De sure all chips and shavings are renio\cd
are itlentifietlbv tile three marks on the tang of the in- before remol~ing the rope from the coml,uslion
sert as shown in tile acco!nppanying figure. Also, the chan~bcr.
.010 in. o~’ersize spark plug.thread tap No. 64596-1
should be used at anytime the spark plug inserts are 3. Install .010 in.
a oi.crsize Deli-Coil insert in
replated. The iollowing procedure is reconi!ncndcd tilesl,ark I,lug hole, (Use Pi~L’ 69260-P10 insert in
for Deli-Coil spark plug insert replacement. cylinders using long leach spark plugs: P:N
use
1. Spark plug insert replncement should I,e made 6679G-P10 ill cyliiidcr using short reach spark
at ally tinie it is apparent that dnmage has occurred plugs). P/N 64593 inscrlingtool is used for instal-
to tile threads i II the spark plug hole in the cylinder, ling the insert: P/’N 64593 cspnnding and staking
Dainaage of this sort usually occurrs when hard car- tool is used for securing it ill the hole. Coinl,lctr
bon, on the end of the spark plug forces the insert details for Deli-Coil spark plug inseit inslnllation
to unwjnd as the spark plug is removed, at the sanle is Provided in all Avco Lyc~onting o~’erhau I mnnuals.
time damaainn: the tllreads in tile spark plug hole.

3 MARKS INDICATE
.010 iN. OVERSIZE

69260-PIG FOR 66796-PIG FOR


LONG REACH SPARK PLUGS SHORT REACH SPARK PLUGS

Deli-Coil Spark Plug Inserts

QRIGINAL As Page 1 of 2

RECE\VED BY ATP
Service Instruction No. 1013A

DARTS AND TOOL DATA:

PART NO. NAME

6D260- P10 IIeli-Coilspark plug Lhread insert (use in cylinders eml,loyinfi long reach sparl plugs)
66706- P10 Hell-Coil spark plug thread insert (use in cylinders employing shor t reach spatk plugs)
64596-1 Spark plug thread tap (for installation oT.010 in. oversize Heli-C oil inseitb~
64504 Hell-Coil inserting tool
64593 Hell-Coil insert expanding and staking tool

NOTE: Revision "A" adds replacement procedure with parts and tool data.

Page 2 of 2
It;evvice Instvuctic>n
LY C O M I N G DIVIS I O N
VVILLIAMSPORT, PA. 77701

(Lj
DATE: November 24, 1967 Service Instruction No. 104713
(Supersedes Service Instruction No. 1047A)
Engineering Aspects are
FAA (DEER) Approved

SUBJECT: Inspection and Reconditioning Procedures for Nitride Hardened Steel Cylinders
MODELS AFFECTED: All Avco Lycoming engines with nitride hardened steel cylinder barrels

TIM E OF COMPLIANC E: During overhaul of the engine

Many~Avco Lycoming engines are presently manu- (1) Measure diameter a and diameter b at 90’
facturcd with cylinder assemblies that incorporate from each other, 4 inches above the bottom of
nitride hardened steel cylinder bar~els. Because this the cylinder skirt.
cylinder barrel surface is hardened,’ the repair pro-
cedures al´•e different from those for plain steel or
chl´•ome plated steet-cylinders. Worn nitride hardened
(2) Add diamcters a and b and divide the sum by
2 to obtain the average diameter.
cylinder may be returned to Avco Lycoming to be re- for exan;ple: a 5. 1285
built with new barrels.
b=5. 1315

NOTE
a+b 5. 1285+5. 1315 10. 260
5. 130 in.
2 2 2
v Nitrided cylinders are identified with blue
paint in the fin area below the spark plug
hole. See Service Instruction No. 1181 for To measure cylinder taper:
cotnplete color identification. Determine average diameter at lower portion of
the barrel as described above. Then determine

1.
average diameter at the top of the barrel (about
CYLINDER INSPECTION
2 inches from the top~. The difference between
the two average diameters represent the average
a. A visual
inspection of the cyl- taper of the barrel.
inder begins with observation of the top two inches
of the cylinder barrel. It is in this area that the top
a b- x -e y= 5. 131+ 5. 132- 5. 1285+ 5. 1315
con7pression ring may cause barrel we’ar.at the
2 2 2 2
point where the piston reverses travel at the top of
thestroke; this appears as a "step" which may be 5. 1315 5. 13 =.0015 inch taper
measured and removed asdescl;ibed herein. In some
cylinders, a small roug’h area mby be found at
either end of the barrel, extending less than.250 To measure cylinder out-of-round:
inch from the end. This condition is caused by manu- Subtract diameter a Iron? diameter b; also sub-
facturing processes and has no effect on the quality tract diameter x fr0171 diameter y. Add the re-
or condition of the barrel, mainders and divide by 2.

.003 +.001 =.004 =.002 in.


b. Dimensional inspection
2
of the cylinder barrel is limited to the area within
taper
four inches fr~m the bottom of the barrel. See fig-
ure 1. A bol´•e i:age, with three poi::ts of contact and
NOTE
fitted with adizl;~dicator is preferable to an inside
micrometer for measuringthe cylinderbarrel. Di-
men´•ional inspe~3ticjn of the cylinder barrel should When checking piston ring gap in nitrided
be accnnlplishedd in accordance with the following barrels, make sure that tile top compres-
descrip,lc~:n explains how al ave~age measure-
´•~hich sion piston ring, positioned at the top limit
ment made, t!:ereby avoiding uxtren;cs that
can u
of its travel, has a gap of at least.0075
~t´•

can occur when only a single measurement is taken, inch. See Table of Limits, Service Bulletin
The diagram, figure 2, illustrates the following No. 268 for complete piston ring gap
description. To measure cylin~zr diameter: information.

Page 1 of 4
Service Instruction No. 1047B

V ISUAL Lr CHECK AN D BLEND OUT ANY RING WEAR

STEPS IN THIS AREA

EXAGGERATED VIEW DF L1CHOKE"IN

CYLINDER] BARREL

MEASURE AT THIS
LOCATION

ABRASIVE BUILD UP IN

THIS RECESS MUST BE

REMOVED
BORE DIAM.

41~

Figure i. Section Tliruugh Cylinder Assembly Showing Locations for Checking Diameter and Removal of Wear Step

Pal~e 2 of 4
Service Instruction No. 1047B

I_IMITS FOR NITRIDED CYLINDER BARREI,S

For inspection of worn cylinders For regrinding worn cylinders

Minimum Maximum .010 o/s

4-7./8 inch dian:eter bore 4. 87125 4. 8805 4. 884/4. 886


5-1/8 inch diameter bore 5. 1245 5. 1305 5. 1345/5. 1370
Taper ;u~d out-of- round .0045 .0025

2. REMOVAL~ OF CYLINDER BARREL GLAZE d. Install the deglazing hone in a low speed dl´•ill.

If nitride hardened steel Surface hone each cylinder using a minimum of 6


a cylinder barrel acquires
varnish to 8 passes over glazed surface. Use a sn~ooth up
a or the wall surface, it ca~i be rc-
glaze on

Inoved by a sell centering hone (Snap-O Tool Co. part and down motion of the hone to achieve a good cross-

no. C F- 60C with C F- 60C-1 abrasive cloth, or C F- 60CS


hatch pattern on cylinder wall. The honesdescrii,ed
hone ii ttcd with No. C F- 61- 125 mediu m above are self- ccnte ri ng and se I f- botto niing Nid wi 11
gritstones or

The follow the chokein the top oflhe barrel. Use kcro-
equivalent. following is the procedure for glaze
renioval. sene or light engine oil for lubrication while honing,
e. Clean hone and abrasive thoroughly before honing
a. Fasten cylinder securely in a suitable position
another cylinder.
for using the Iione.

b. Remove any hard cal´•bon deposits within cylinder f. When de-glazing procedure Iias been nccon~-

barrel and wipe out bari´•cl with clean cloth, plished, wipe as niuch as possible of the al,rasive
build-up froni cylinder walls aid recesses. Pay
c. a clean cloth,
Dip string mop or similar fabric particular attention to recess formed by top of cyl-
in clean SAE 10 engine lubricating oil and swab inder barrel and bottom of cylinder head. Fabricate
cylinder wall surface with oil, a hooked tool from soft wire aJid run the tool around
in the recess to loosen build up of abrasive. This
TdP OF CYLINDER BARREL operation must be perfor nied each ti me the cy lindcr
is flushed. No abrasive must reniain in this area.
See figure i. Proceed to clean cylinder as follows:

g. Flush cylinder thoroughly with a hydro-carbon

T
c
solvent (Varsol or equivalent). Use solvent under
air pressure. The use of a soft bristle brush is
recommended in conjunction with flushing, to re-
2" move abrasive build-up in difficult to reach areas.
1;
y x
´•J_L Do not use a wire brush. At t)le conclusion of first

flushing operatioll, wipe out cylinder with a clean


white cloth,
/1 dipped in SAE 10 engine oil. Examine
cloth carefully under a light for evidence of abra-
sive rcniaining in cylinder. If abrasive is found on
the cloth repeat flushing operation.

h. After cleaning, oil the cylinder thoroughly with


SAE 50 engine oil or rust preventive oil conforming
with specification MIL-C-6529.

3. REMOVAL OF WEAR STEP

Since wear steps generally occur at a localized


area at top and bottom of ring travel, a step with a
depth of .0025 inch may be removed. The procedure
4~1 for removalis the same as for glaze removal described
in paragraph 2. If nitrided steel barrel contains

-jl
a wenr
step exceeding.0025 inch in depth, the cylinder must
be reground oversize or reconditioned by chronie
plating, as described in paragraphs 4 and 5. Measure-
nient of the weal´• step cru~ be made by using the dial
bore gage usually used Ic~r measuring cylinder
diameter.

4. CHROME PLATING NITRIDE HARDENED CYL-


3M OF CYLINDER BARRE~ INDERS

Figure 2. of Cylinder Barrel When a nitrided barrel has worn beyond service
Showing Locxt ,ns of Measurements limits it can be reconditioned at one of the approved

Page 3 of 4
Service Instruction No. 1047B

chrollleI,lr~linfi facilities listed in Service Instruction chrome plated piston rings be assembled in chrome
No. 1054. Before plating to st~uldard size, the cylinder plated barrels. When nitrided .cylinders have been re-
t,ores are ground Iro:h .015 to .018 inch oversize. conditioned by chrome plating, the color identification
on cylinder head fins between shroud tubes must be
5. REGIIINDINC NITNIDE HARDENED CYLINDERS clianged from blue to orange. Also, certain compres-
sion piston rings, .010 o/s for use in.010 o/s cyl-
NOTE inder barrels have a ring gap of only .025 inch. This
isinsufficient gap for cylinders with choke barrel.
’F
he
following procedure for regrinding ni- Therefore make sure to check for minimum ring
gap
tride hardened cylinder barrels is re- as indicated at reference no. 615 in Table of Limits.
stiicted to low compression engines O-
360- -D and O-540-B series. 7. PRESERVATION OF EN~INES WITH NITRIDED
CYLINDERS
Although the
depth of the nitride hardened surface
is tlelei´•mincd during the manufacturing process, the The following preservation procedures are recom-
Ilnrdllcss of the nitrided steel decreases quite rapidly mended for oiling and preserving engines removed
beyond .005 inch froin the surface. However, it is from service.
possible to remove as much as.010 inch from a ni-
tiided I,arrel and still maintain a surface that is some- a. Remove top spark plugs. Start with cylinder No.
what Iiarder than an unhardened barrel. True, re- 1 making certain that the piston is just at the bot-
ground nitrided cylinder barrels are not equivalent to tom of the cdmpression stroke.
new cyliilders; however, regrinding is comparatively
inexl,ensive and the service life
of the reground bar- b. Fill the cylinder with preservative oil conlorm-
rcls hns been found to be comparable to cylinders re- ing to specification MIL- L- 6529. If preservative oil
stored by plating or rebarreling. The regrinding opera- is not available, use aviation SAE No. 30.
tion niny be performed as described in the Direct
D1´•ive Overhaul Manual. IT possible, employ a profile
c. Rotate crankshaft until
piston is at top dead
grinding method that will retain the choke in the upper
center. Oil will spill out of the
spark plug hole. In
end of the barrel. In tui that is being overhauled,
order to preserve the top wall of the cylinder, it
if one or niore cylinders require regrinding, all of the
will be necessary toeither rock the engine, or blow
cylinders should tie similarly reground. The dimen-
sional liinits for regrinding the cylinders are shown
dry compressed air at a very light pressure into the
in the nl,ove ta.ble.
spark plug hole.

d. Following the engine firing order, preserve the


6. REASSEMDLY PRECAUTIONS
remainder of the cylinders in the same manner.
Replacethe chrome plated piston rings’used in ni-
tridcd cylinders with plain piston rings when going to Replace top spark plugs, install
e. or dehydrator
chronne cyiirtdcrs. Under no circuh7stances should plugs.

NOTE: Revision "B" to Service Instruction No. 1047 adds color code note; changes out-of-round and taper limit.
Changes inspection procedure. Adds procedure for reb~rinding nitride hardened cylinder barrels.

13272 1317’3 These numbers for Avco Lycoming reference only.

L/

Pnge 4 of 4 ORIGINAL As
RECEIVED BY ATP
Avco Lycoming Li~CirT´•l:l
Williamsport Division
SERVICE
Avco LycominglSubsidiary of Textron Inc.
652 Oliver Street
Williamsport, PA 17701
U.S.A.
INSTRUCTION
5/30/86

May 19, 1987 Service Instruction No. 1059C


(Supersedes Service Instruction No. 1059B)
Engineering Aspects are
FAA Approved

SUBJECT: Pre-Lubrication of Parts Prior to Assembly

MODELS AFFECTED: All Avco Lycoming opposed series aircraft engines.

TIME OF COMPLIANCE: At engine assembly.

Many premature parts failures have been traced 5. Supercharger Bearing (where applicable)
directly to improper pre-lubrication at engine 6. Piston Pin Plugs
assembly. The purpose of this Service Instruction is 7. Connecting Rod Bearing’
to set forth recommended procedures and approved 8. Crankshaft Thrust Bearing Surface
products for pre-lubricating of parts prior to engine
All other parts should be coated with a mixture of
assembly.
15% pre-lubricant and 85% SAE No. 50 mineral
If parts are not properly lubricated, or if an in base aviation grade lubricating oil.
ferior lubricant is used, many of the engine parts
will become scored before the engine oil goes NOTE

through its first cycle and has had a chance to


lubricate the engine. This, of course, will lead to The factory has had success with the
premature parts failure and in some cases, lead to following lubricants for coating the
engine failure before normal service hours have been parts prior to assembly. This is not to
accumulated, imply that these are the only lubricants
that will satisfactorily "do the job", but
It is of the utmost importance, therefore, that the is merely a listing of lubricants which

following recommendations be adhered to at engine have been factory tested and used suc-
assembly. Coat the following parts with undiluted cessfully.
lubricant:
1. Texaco Thuban 140
1. Camshaft Lobes 2. Kendall Refining Co., Kendor 155 Compound
2. Face of Tappet Body 3. Atlantic Richfield Co. Modoc 165
3. Valve Stems 4. Lubri-bond (A) Fulfills MIL-L-23398 Spec.
4. Valve Guides 1 5. Texaco Moly-Tex Grease EPO

High-crush bearings (LW-13212) require Fel-Pro C5-A or Cop-Graf as a pre-lubricant between the bearing
bearings may be pre-lubricated with engine oil. Fel-Pro C5-A or Cop-Graf is procuable
and the rod; all other
locally.
NOTE: Revision "C" changes Texaco Molytex "O" to Texaco Molytex EPO.
17911-A, 18250 These numbers for Avco Lycoming reference only.
Lycoming
SERVI CE
2Oliver
56AP Stre71 32-618
Williamsport, Iimi usa
I INSTRUCTION
D~E: May 4, 1998 Service Instruction No. 1060H
(Supersedes Service Instruction No.
1060G)
Engineering Aspects are
FAA Approved

SUBJECT: Push Rod Identification

MODELS AFFECTED: All Textron Lycoming aircraft engines.

TIME OF COMPLIANCE: Anytime push rod replacement is necessary.

The following table is provided to simplify the identification and selection of push rods. Individual push rod
assemblies are listed by part number together with the approximate length of the push rod.

CAUTION

HEAVY WALL PUSH RODS MAY BE USED INDIVIDUALLY AS ALTERNPiI~ES TO


STANDARD WALL PUSH RODS OF COMPARABLE LENGTHS. DO NOT USE STAN-
DARD WALL PUSH RODS WHERE THE HEAVY WALL RODS ARE SPECIFIED.

NOTE

I Old part numbers may be used interchangeably with eqivalent new part number
0-235 engines, refer to latest edition of Service Instruction No. 1480).
(except on

STANDARD WALL TABLE I

PUSH ROD SUPERSEDED APPROXIMATE


P/N PUSH ROD P/N LENGTH ENGINE MODELS*
15F19957-11 73411 11.882 (Intake and Exhaust)
15F19957-12 73412 11.909 O-290-D2; 0-320; 10-320; AIO-320;
15F19957-13 73413 11.936 LIO-320
15F19957-14 73414 11.963
15F19957-15 73415 11.990

15F19957-1’7 73417 12.033 (Intake and Exhaust)


15F19957-18 73418 12.060 0-340
15F19957-19 73419 12.087
15F19957-20 73420 12.114
15F19957-34 73434 12.483 (Intake and Exhaust)
15F19957-35 73435 12.510 0-360; LO-360; IO-360-B, -E, -F, -L;
15F19957-36 73436 12.537 HO-360-C1A;HIO-360-B;VO,IVO-360;

I
15F19957-37 73437 12.564 GO-435; VO-435; TVO-435; GO, GSO,
IGSO-480;0-540-A, -B, -E, -F, -G, -H,
-J, -L;IO-540-C, -D, -J, -N, -R, -T, -W,
-AB;AEIO-SjO-D;TIO-540-C,-E,-G,
-H, -kA, -AB, -AF, -AG
GecHlral Aviation
Manufsctuers Association Page 1 of 3
Service Instruction No. 1060H

STANDARD WALL TABLE I (CONT.)

PUSH ROD SUPERSEDED APPROXIMATE


P/N PUSH ROD P/N LENGTH ENGINE MODELS*

15F19957-45 73445 12.777 (Exhaust Only)


15F19957-46 73446 12.804 IO-540-B, -E, -M, -U; TIG-540-A, -F,
15F19957-47 73447 12.831 -J, -N, -R, -S; LTIO-540-F, -J, -N, -R;
15F19957-48 73448 12.858 IO-720-B, -C
15F19957-55 73455 13.034 Ontake Only)
15F19957-56 73456 13.061 IO-540-B, -E, -M, -U; TTO-540-A, -F,
15F19957-57 73457 13.088 -J, -N, -R, -S; LTIO-540-F, -J,-N, -R;
15F19957-58 73458 13.115 IO-720-B, -C

STANDARD WALL TABLE II

PUSH ROD SUPERSEDED APPROXIMATE


P/N PUSH ROD P/N LENGTH ENGINE MODELS*

15F19957-55 73455 13.034 Ontake and Exhaust)


15F19957-56 73456 13.061 IO-360-A, -C; AIO-360; HIO-360-A,
15F19957-57 73457 13.088 -C, -E;LIO-360-C; TIG-360; IO-540-A,
15F19957-58 73458 13.115 -G, -K, -L, -P, -S, -AA; HIO-540-A;
I TIO-540-U, -AE, -AH; LTIO-540-U;
IO-720-A,-D
15F19957-62 73462 13.225 (Intake and Exhaust)
15F19957-63 73463 13.252 TO-360-C, -F; TIO-360-C1A6D
15F19957-64 73464 13.279

15F19957-63 73463 13.252 (Intake and Exhaust)


15p19957-64 73464 13.279 no-540-y -w; Lno-s~o-y -w
15F19957-65 73465 13.306
15F19957-66 73466 13.333
15F19957-67 73467 13.360
15F19957-68 73468 13.387

LW-15315 13.410 (Intake and Exhaust)


O-320-H

LW-15324 13.960 (Intake and Exhaust)


O-360-E; LO-360-E; TO, LTO-360-E

HEAVY WALL TABLE I

PUSH ROD SUPERSEDED APPROXIMATE


P/N PUSH ROD P/N LENGTH ENGINE MODELS"

76180 13.963 (Intake and Exhaust)


76181 14.000 TIO-541-E; TIGO-541
76182 14.037
76183 14.074

15F21362- 11 73545 12.777 (Exhaust Only)


15F21362-12 73546 12.804 IGO-540-B; IGSO-540-B
153~21362-13 73547 12.831
15F21362-14 73548 12.858

Page 2 of 3
Service Instruction No. 1060H

HEAVY WALL TABLE I (CONT.)

PUSH ROD SUPERSEDED APPROXIMATE


P/N PUSH ROD P/N LENGTH ENGINE MODELS*
15F21362-21. 73555 13.034 Ontake Only)
15F21362-22 73556 13.061 IGO-540-G; ICSO-540-B
15F21362-23 73557 13.088
15F21362-24 73558 13.115

HEAVY WALL TABLE H

PUSH ROD SUPERSEDED APPROXIMATE


P/N PUSH ROD P/N LENGTH ENGINE MODELS*
15F21362-19 73553 12.980 (Intake and Exhaust)
15F21362-20 73554 13.007 HIO-360-D, -F
15F21362-21. 73555 13.034
15F21362-22 73556 13.061
15F21362-23 73557 13.088
15F21362-24 73558 13.115

15F21362-21 73555 13.034 (Intake and Exhaust)


)115F21362-22 73556 13.061 TIO-540-AE, -AH; VO, TVO, TIVO-
15F21362-23 73557 13.088 540; IGO-540-A; IGSO-540-A
15F21362-24 73558 13.115
15F22200 73806***´• 11.558 (Intake and Exhaust) 0-235
62156-k 11.933 (Intake and Exhaust) 0-290

AEIO-320, -360 and -540 series use same push rods as their comparable IO models.

See latest edition of Service Bulletin No. 453.

It Do not reuse these part numbers at overhaul. Refer to latest edition of Service Bulletin No. 240.

I •´.0841
P/N 73806 push rod is no
tion No.
longer available from Textron Lycoming. Refer to latest edition of Service Instruc-

NOTE: Revision "H" adds new engine model to Standard Wall Table II and Heavy Wall Table II.

Page 3 of 3
A Toxbon

852 Ollver Street


Company
SERVICE
Willlamsport, PA in01 U.S.A.
Tel.
Fax.
570´•323-6181
570-327-7101
INSTRUCTION
www. lycoming.textron.com

DATE: March 7, 2002 Service Instruction No. 1070M


(Supersedes Service Instruction No. 10701,)
Engineering Aspects are
FAA Approved

SUBJECT: Specified Fuels


MODELS AFFECTED: Textron Lycoming opposed series aircraft engines.

TIME OF COMPLIANCE: When refUeling aircraft.


A low lead contentfuel, currently designated "100LL" has been available since the discontinuance of
leaded commercial grades 91/96 and 115/145 fuels and the limited
availability of 80/87 grade in U.S. as
well as overseas countries. Also, the colorless unleaded fuel,
currently designated 91/96 UL is in use in a
limited area of Europe, Fuels currently designated B91/115 and B95/130
are available for use in the CIS
(Commonwealth of Independent States). Fuel currently designated 91 is available for use in the Ukraine. A
summary ofcunent grades as well as the previous fuel designations is shown in the following list.

FUEL GRADE LIST

Original Fuel Grades Current Fuel Grades


ASTM-D910 -D91 Fore Fuel Grades
Max, TEL Max, TEL Max. TEL
M1/U,S. M1/U,S, MI/U.S.
Grade Color Grade Color Grade Color i,
80/87 Red 0.5 80 Red 0.5 91/96UL None O
91/96 Blue 2.0 1100LL Blue 2.0 +B91/115 Green
100/130 Green **3.0 100 Green **3.0 ´•k91 Yellow
115/145 Purple 4.6’ ~895/130 Amber

Grade 100LL fuel in some overseas countries is colored green and designated as "100LL".
I Commercial fuel
for in all
grades 100 and 100/130 having TEL content of up to 4ml/U.S, gallons are approved
use engines certified for use with grade 100/130 fuel.

I ~t B91/115 and B95/130 are specified by GOST1012-72. Max. TEL content is


2.5gfl<g (B91/115)
3.lgflcg (B95/130). Ukrainian 91 is specified by TU38.5901481-96. Max. TEL content is 2.5g/kg.
and

The importance of using the fuel


specified for a specific model Textron Lycoming engine has always been
stressed in Textron Lycoming service publications. However, if the specified fuel is not available, a higher
grade fuel may be used, subject in some instances to the restrictions described in the footnotes to the
following Table of Specified Fuels. The chart showing specified and alternate fUels that can be safely used
in no instance permits use of fuels of lower grade than that which is
specified. Also, it is not permissible in
any instance to use automotive fuel in aircraft engines, regardless of octane or advertised features because of
the corrosive effect of its chlorine content and because of
vapor lock that could result due to its high vapor
pressure. Any fuei used in Textron Lycoming engines must conform with Specifications ASTM-D910 or
MIL-G-5572F.

Page 1 of i
02002 by Lycamlnll *All Rilh~l Rnc~nl"
Canerd Pu~tion
Mwfactuas Aasodetlon
Service instruction No. 1070M

NOTE

I:sopropylalcohol in amounts not to exceed 1% per volume may be added to the fuel to
prevent ice formation in fuel lines and tanks. Although approved for use in Textron
Lycoming engines, isopropyl alcohol should not be used in the aircra8 fuel systems unless
recommended by the aircraft manufacturer.

TABLE OF SPECIFIED FUELS

SPECIFIED FUELS I Alternate Military


Certificated For Use Commercial Grade and
Engine Models With Grade i Designation I Commercial Grades
0-235-C, -E, -H; 0-290-D; 0-435-A,-C 80 91/96 UL
0-290-D2; 0-320-A, -C, -E; 1O-320-A, I I I 1 ~891/115
-E; AEIO-320-E; ~g;j40-B; 0-360-B, -D; I I I I ´•r

GO-435-C2*; VO-435-A; GO-480-B, -D, I I I 1 ~91


-F; 0-540-B; VO-540-A, -B 80/87 80 1 Or

Q~ 100LL

~QO 100

0-320-B, -D; 1O-320-B, -D; LIO-320- 91/96UL


BIA; AEIO-320-D; A1O-320-A, -B, -C; I I I _
or

0-480-A; 0-360-A, -C; 1O-360-B, -E, -L, 100LL I I ~B91/115


-M; AEIO-360-B, -H; VO-360’A, -B; I I I I or

IVO-360-A; MO-360-A, -B, -C; HIO- 91/96 or I 1


360-8; O-435-A2; GO-435-C2*; 0-540- 1 I I or

A, -D, -E, -F, -G, -H; O-540-C, -D, -E, 100 ~100/130
-N, -T; AEIO-540-D I I or

@,115/145
O-23S-F,-G,-J,-K,-L;IO-320-C,-F;
L~O-320-CiA;IO-360-A,-C,-D,-F;
LIO-360-C; AEIO-360-A; AIO-360-A, 100LL ~100/130
-B; H10-360-A, -C, -D, -E; LIO-360-A; I I I I Or

VO-435-A, -G; GO-480-C, -G; IGO-480- 100/130 1 or I 1 ~B95/130


I
A; IO-540-A, -B, -E, -G, -J, -K, -L, -M, I I I Or

-P, -R, -S, -U, -V, -W, AB, -AC, -AE; 100 ~115/145
HIO-540-A; VO-540-C; 1VO-540-A;
IGO-540-A, -B; -C, -D
TO-360-A, -C; TIG-360-A; TVO-435-A,
-B, -C, -D, -E, -F, -G; GSO-480-A, -B; 100LL ~100/130
IGSO-480-A,; TIG-540-A, -C, -D, -E, -F,
-G, -H, -J, -N, -R, -S, -U, -V, -W, -AA, 100/130 or or
-AB, -AE, -AF, -AG, -AH, -AJ, -AK;
LTIO-540-F, -J, -N, -R, -U, -V; TIVO- 100 ~115/145
540-A; 1GSO-540-A, -B; TIG-541-A, -E;
TIGO-541-B, -C, -D, -E
0-320-H; 0-j60-E; LO-360-E; 0-540-5,
-L 100LL or 100 100LL or 100 0100/130 or ~115/145

GO-435-C2 engines with M~svel-Schebler carburetor No. 10-3991 are certificated to use 91/96 fuel.

Page 2 ofj
Service Instruction No. 1070M

O Grade 100LL 100L in which the lead content is limited to 2 mi. of TEL
per gallon are approved for
or

continuous use in all Textron Lycoming engines listed herein.


Inspection procedures described in the
following footnotes are not required for engines using this fuel.

O 0-235-C, 0-290-D, -D2 and 0-435-A2, -K1 (0-435-4) engines


built with solid stem exhaust valves.
are
The use of fUels withhigher lead content of more than 2 mi. of TEL per U.S. gallon must be limited to
25% of the operating time. If used for longer periods of time the same 150 hour
inspection requirement,
described in the following note is applicable. O-235-C and 0-290-D models cari‘be~isonverted to
use
sodium cooled exhaust valves. See latest revision of Service Instruction No. 1246 for
procedure.

O Early production 0-320-A, -C, -D; GO-435; VO-435-A and GO-480-B, -D, -F were built with solid
stem exhaust valves and their use with fuels having lead content of more than 2 mi. of TEL
per U.S.
gallon is limited to 25% or operating time. If specified fuel is not available and usage with high leaded
fuel exceeds 25% of the operating time, the valve stems should be
inspected at 150 hour intervals for
erosion or "necking". This inspection is accomplished by removing the exhaust manifold and
visually
inspecting the valves through
exhaust ports. To determine if an engine has solid stem exhaust valves,
remove the rocker cover and look for valve rotor caps which are used with sodium cooled valves but not
with solid stem valves in these particular engines.

Continuous use of high lead fuels can result in increased lead deposits both in combustion chambers and
spark plugs causing engine roughness and scored cylinder walls. It is recommended that the use of this
fuel be limited wherever possible; however, when high lead fuel is used, periodic
inspections of
combustion chambers, valves and valve ports should be conducted more
frequently and spark plugs
rotated or cleaned whenever lead fouling is experienced. See latest revision of Service Letter No. L192.

O See latest revision of Service Letter No. L185 for operating recommendations.

NOTE: Revision "M" adds new engine models and B91/115 and B95/130 fuels.

Page 3 of3
A Tawtrw,

g52 Ollver Str~et


Compsy
SERVICE
WTlllamsport, PA U.SA.

Tel.
Fax.
570-3238181
570-327-7101
INSTRUCTION
www.lycoming.t~txtron.com

March21,2002

Supplement No. 1

To

Service Instruction No. 1070M

On page 2 of Service Instruction No. 1070M, in the TABLE OF SPECIFIED FUELS, the third row of
Engine Models has an incorrect prefix. The engine model listed in bold below denotes the correct prefix.

0-320-0, -D; 10-320-0, -D; LIO-320- 91/96UL


BIA; AEIO-320-D; AIO-320-A, -8, -C; or

0-360-A,-C;IO-360-B,-E,-L,
Y

-M; AEIO-360-B, -H; VO-360-A, -0;


IVO-360-A; MO-360-A, -B, -C; H10-
GO-435-C2*; 0-540-
91/96
100LL

or
I ~B91/115
or

~91
or

A,-D,-E,-F,-G,-H;IeS40-C,-D,-E, 100 ~100/130


-N,-T; AEIe540-D or

~115/145

Grwrd Arhtbn
Q2M~ by Ly+oming ’All Rip~ul Ramed"
Mrxlhcbnn AaaOChtkn
Instvuc~ion
VCOMING DIVISION
VVILLIAMSPORT, PA. 17701

(L)
DATE: March 22, 1963 Service Instruction No. 1076
Approved by FAA
SUBJECT: Pitch Alignment and Backlash In Bevel Gear Assemblies

MODELS AFFECTED: All Lycoming Engines Employing Angle Drives

TIME OF COMPLIANCE: During Overhaul

During disassembly of engines returned to

h
our

facto ry,lnspection per sonne 1 oc cas ionally find evidence


of incorrectly assembled gears. This condition appears
to be wholly confined to bevelgear assemblies wherein
one of the gears had been replaced; that is, instances
where a comparatively new bevel gear is meshed with
Q
an olderworn gear. An exaggerated example of this sort

is shown in figure I. Note that the edges of the gear are


not even; the one gear is too far forward on its longi-
tudinal axis.

During manufacture of bevel gears, the relationship


between the edges of the gear (or tooth length) is care-
fully controlled. This is shown in figure 2 as the rela-
tionshipbetween dimensions A and B. Because of this
relationship, the correct location of the interlocking
teeth (pitch alignment)
of the two bevel gears can be
maintained if the mating edges of the gears are even.

ORIGINAL
As Received
i.
By
ATP

Figure 2. Relationship of Tooth Length to


Pitch Diameter

Lycoming aircraft engines where bevel gears


In
are employed, the gear mountings are similar to the
arrangement shown in figure 3.That is,a laminated shim
GEAA LOCaTIDN is usually provided between the mounting adal,ter and
Taann*r~ucm
IN THIS DIREGTION th~ housing. Lhus ~ermllting each gear to be moved in
either direction, along its longitudinal axis.

Designs such as this not only provide a means of


obtaining cor rect bac klas h be twe e n the mating gear s but
also permit adjustmentto correct pitch alignment, by
correcting unevenness of the edges of the gears. The
following procedure is suggested for obtaining both
Figure I. Bevel Gears Showing Extreme backlash and pitch alignment during assembly of bevel
Pitch Misalignment gears.
r
Not all bevel gears are controlled by shims, for example, the magneto drive used in the reduction gear unit
of some engines employs shims at the drive adapter and selective fit spacers on the pinion shaft. Also, there

are a few instances where no adjustment is ever required; for example, the magneto drive on VO-360 engines.

Another variation is to be found in the governor drive on the 0-540 engines where one of the gears only is

adjustableto control backlash.


Pagelofa
March 22, 1963 Service Instruction No. 1076

i. Assemble each gear and its associated parts in NOTE -1

its housing using such gaskets and shims as are


specified by the applicable parts catalog and over- It is possible to perform step (3) prior to
haul manual.Secure the gear mountings temporarily. step (2); that is, pitch alignment can be
corrected before adjustment for backlash
2. Remove or add shim laminations as required to is made,~ provided these precepts are ob-
obtain correct backlash. served. The removal or addition of an equal
amount of shim material from both gear
3. Visually, and by feel, determine If the edges of mountings will change backlash but not
the mating gears are even. If the edge of one gear pitch alignment: The removal or addition
protrudes beyond the edge of the other,remove shims of shim material from only will
one gear
from the protruding gear and add shims of equal change backlash and pitch alignment. And,
thickness’to the other gear to achieve pitch align- the removal of shim material from one gear
ment of the gears. with the addition of an equal amount of shim
material to the other gear, will change
pitch alignment but not backlash

It is strongly recommended that all overhaul lacili-


ties adapt a firm
policy of checking pitch alignment of
bevel gears at the same lime backlash is adjusted during
engine overhaul.

PITCH ALIGNMENT
OF GEARS IS COR-
RECT WHEN THESE
SURFACES ARE
EVEN

SHIMS AT THESE
LOCATIONS CONTROL
BACKZ_ASH AND
PITCH ALIGNMENT
OF GEARS

Figure 3. Typical MountiFg for Supporting Bevel Gears

Page 2 of 2
LYCOMING VVILLIAMSPORT DIV~SION
AV C O COR PORATI( IN
VV I L L I A NI S P 0 RT, PEN N SYLVAN IA 1 /701

DATE: January 27, ~978 Service Instruction No. 1080A


(Supersedes Service Instruction No. 1080)
Engineering Aspects are
FAA (DER) Approved

SUBJECT: Maintenance Items for Special Attention

MODELSAFFECTED: All Avco Lycoming Opposed Series Aircraft Engines

TIME OF COMPLIANCE: IXlring Periodic Inspection of the Engine

It has been determined that careful Inspec- check important to distinguish between
it is
tion and maintenance at precise, specified areas paint has scaled or peeled from
where
intervals will contribute inmneasurably to the the cylinder and areas where the paint has
life of the engine and the avoidance of actually burned. Burned or overheated areas
eventual damage or failure of the engine. It have a dark or discolored and blistered

is the purpose of this instruction to point appearance, while unburned metallic sur aces paint
out items for inspection that are areas of appear bright or clean with definite sharp
extreme importance in detecting symptoms of edges where paint has chipped.
abnormal engine condition; that is, conditions
that if uncorrected
left will eventually MAGNETOS. Inefficient engine operation, rou-

result inshortened engine life or actual ghness, loss of power, and detonation deve-
engine failure. loping into pre-ignition can all be the
result of lack of magneto maintenance. The
CARBURETOR AIR FILTER. Excessive wear and following inspection should take place at 100
early failure of reciprocating parts is due hours on all Avco Lycomlng engines: Check
in many instances to contaminents introduced the condition of the is
through the carburetor air intake. This con- important that only magnetothe
spec
dition can be controlled only by strict breaker point assemblies approved for the mag-
maintenance of the carburetor air filter. netos are used. Also, check for excessive
The aircraft manufacturer’s instructions for oil in the breaker compartment; if found the
maintenance of the air filter must be stric- compartment must be wiped dry with a clean
try adhered to. When operating in extreme cloth. The felt located at the breaker
dusty or sandy conditions it may be necessary points should be lubricated in accordance
to service the filters daily or every five with the magneto manufacturer’s instructions.
hours in accordance with aircraft manufac- The magnetos must be timed in accordance
turer’s recommendations. with instructions in the operator’s manual.

CYLINDER BAFFLES. Loose or damaged cylinder


baffles may seem trivial; however, their EXHAUST SYSTEM. Leaking connections between
effect on the temperature characteristics of the exhaust system and the exhaust ports of
the cylinders may be considerable. There- the cylinders not only can cause damage to
fore, inspection of the baffle should be a 50 spark plugs and ignition cables by excessive
hour procedure. heat, but also can cause the head tocylinber
overheat. Inspection of the exhaust system
OVERHEATING. Overheating of the engine may for leaks should be made at 50 hour inter-
be due to a variety of causes; among them are vals. A leaking exhaust connection can be
improper operation, faulty exhaust connec- detected by paint burned off around spark
grade of fuel, incorrect and exhaust flange bosses or light
tions;
magne~o
Incorrect
timing, loose baffles or improperly ~1Ug
eposlts on surfaces near the leak. Ccn-
installed cowling. This condition is evi- erally, such leaks are caused by warping of
dcnced by paint burned off the cylinder the exhaust flange adjacent to the exhaust
assembly. The cylinder assembly should be port. This can only be repaired by removing
chec~ed Ear thir condielon after every 50 Che exhaust manifold and rcgrinding or
hours of operation and if discoloratFon is ping the flange flat. Merely tightening
found, the cause should be determined and attaching nuts will not seal the leak. Check
corrected before further operation of the mufflers for loose baffles.
aircraft is attempted. When making this

Mem~ ol CALIA

Gsnaol kYDn
Manufactva.k´•oc*ton Page 1 of 2
Service Instruction No. 1080A

SPARK PLUGS. Make certain that only approved fuel or fuel dye; however, if a visible
spark plugsare used in the engine. The quantity of oil is also present the super-
latest revision of Avco LycomLng Service charger oil seal must be replaced.
Instruction No. 1042 ives the specified
plugs for all engine:ro~els. Inspect the curbocharger moun-

tFng brackets and attaching parts for tight-


MANUAL MIXTURE CONTROL. Insufficient travel ness and security. Check all connections in
of the manual mixture control will not permit the induction and exhaust for air
system
the mixture control valve on the carburetor leaks. Pay particular attention to the
to be set in the full rich position. The flexible hoses used in the induction system.
mixture control linkage should be checked at Stiffness of these hoses is indicative of
50 hour intervals for this condition as well deterioration and sufficient cause for repla-
as for freedom of movement, security and cement.
adequate lubrication. When making this check
be certain that there is no interference Check for dirt or carbon build-up within
between the control linkage and the web on the turbocharger and uneven deposits on the
the carburetor. compressor or turbine wheel. Consult the
turbocharger overhaulmanual for
SUPERCHARGER OIL SEALS (GSO IGSO Series On- da~plicable
tailed service and repair procedure.
ly). Failure of the supercharger oil seal
permits oil to enter the supercharger housing FUEL INJECTORS. Check tightness and lock-
where it becomes mixed with the fuel. The wiring of all nuts and screws which fasten
presence of oil reduces the octane rating of the injector to the engine. Check all fuel
the fuel and increases combustion chamber lines and nozzles for tightness and evidence
deposits. Erratic or oil con-
increasing of leakage. A slight fuel stain adjacent to
sumption and possible discoloration of de- the air bleed nozrles is not cause for
in the augmentor tubes are indications
~Ofsits
supercharger oil seal failure. After each
concern.
control
Inspect throttle and mixture
rods and levers for tightness, lock-
50 hours of operation, or at any time any of wiring, and correct travel. Remove and clean
these conditions are observed, the super- the injector fuel inlet strainer at the first
charger drain cover, located at the bottom of 25 hour inspection and each 50 hour inspec-
the supercharger housing, should be removed tion thereafter. Damaged strainer "0" rings
and the housing drained into a small contain- should be replaced.
er. The drainage will normally consist of

NOTE: Revision "A" adds maintenance recommendations for turbochargers and


fuel injectors.

Page 2 of 2
~CB L~a IV1818~1
VVILLIAMSPORT, PA, 17701

DATE: April 2, 1971 Service Instruction No. 1092A


(Supersedes Service Instruction No. 1092)
Engineering Aspects are
FAA (DEER) Approved

SU~ECT: Valve Seat Replacement Tools and Procedures

MODELS AFFECTED: All Avco Lycoming opposed series aircraft engines.

TIME OF COMPLIANCE: During cylinder repair.

This service instruction describes a new and sim- CAUTION


plified method for removing valve seatsl eliminating
the necessity for counterboring. Also included is a At no time is it permissible rouse a torch
complete list of valve seat replacement tools as shown to heat seat area or any other local portion
in Table II. along with pertinent data necessary to re- of the cylinder assembly,
place valve seats. 2, Secure cylinder to suitable holding fixture, Avco
NOTE Lycoming T/N ST-250 for parallel valve engines,
or No. ST-232 for angle valve engines.
It is recommended that the use of earlier
valve seat reconditioning tools be discon-
3. Soak sponge end of tool in cold water.
tinued and the new tools, shown in Table II,
implemented in their place, The tighter 4, Insert sponge end of tool in valve seat and hold
valve seat fit, and reduced seat leakage that it squarely in position.
will result from use of the new tools will
more than justify replace ment of old ones,
5, The valve seatwill shrink, and adhere to sponge(
surface, perinitling removal from seat recess.
The procedure for removing valve seats without
counterboring requires no special tpols exce~l for one 6. proceed with valve seat replaceluent.
that may be fabricated, figure 1. To make this tool,
In order to assu re increased strength and maxi mu tn
se lect a piece of 1/2 inch bar stock fifteen inches long
accuracy in valve seat replacement tools, a new series
for a handle, and thread two inches of one end. Cut a
of tools has been designed for boring valve seat recess
round piece fro~n a one and one half inch (1-1/2) thicle
in cy lintler head. The se inc orporate si b?ii Eicant changes
Cellulose sponge. Be sure that the outside diameter of
fi´•om those service tools presently available. Tile most
the sponge is somewhat larger than the minor diameter
importaiit change involves the pilot, which no loiiger
of valve seat, about 2-1/2 inches. Cuta hole in center
engages the valve ~ide ID to locate and align the cutter.
of sponge large enough bar to fit
Retain the
over stoclr.
The new pilots are niachined tocng~ge STD, .005 inch,
sponge on rod with 1,/2 inch nuts and flat washers. It is ,010 inch., 020 inch and .030 inch ove rsi ze valve guide
used for valve seat removal in thu following manner:
holes in the cylinde r head. A fu rthe r improvement is to
NOTE run pilot through center and entire length of cutter,
While ri6~lre 2. The pilot is secured to the cutler by threaded
cylinder is still cold, rctnove valve
nut attop of cutter. Sis carbide tipl,cd cuttiiig flutes are
guides by employing valve guitie puller,
Avco Lycoming T/N ST-49. Do not heat employed on the stepped cutters for cutting recess for
Allison type valve seats. Cuttei’s for plain oi. flat seats
cylinder to remove guides.
are similarly consli´•uctcd except that they cut one dia-
1. Heat cylinder to 600" to 6500 in oven.
ntetcronly. Allvalve seatrcccsscutters ~rcnvailable
ilr,410,.020, .030 inch oversize, See figure 3 foi

t 8*R

CCLLUU)5C SWME

Ztoll.XliLO~--
B
FLnr ~YIEn 121

t-´•
C.
Figure I. Valve Seat Removal Tool Figure 2. SectionalView of Pilotand Cutter Assembly

Page 1 of 6
Service Instruction No. 1092A

1. Se cu
re cylinder in valve seat replacement fixture, 6. Position cutter assembly carefully into cylinder
Avco Lycoming T/N ST-250, for parallel valve en- head and proceed to cut seat recess in cylinder head.

gines, and Avco Lycoming T/N ST-232 for angle


valve engines.
CAUTION
2. Position applicable fixture on drill press table.
Be very careful to remove no more metal
3. Choose proper cutter, 010, .020, .030
figure 3, from the bottom of the recess than is abso-
inch ove rsize), and proper pilot, figu re 2, (STD,. 005, lutely necessary to clean up the surface.
.010, .020 or .030 inch oversize for valve guide
hole in cylinder head). Assemble pilot through valve
seat cutter, and secure by tightening nut at the top
7. Heat cylinder to 600" to 650" F., place new valve
of the cutter.
seat on replacement drift, Avco Lycoming T/N’s
ST-64 or ST-65.
4. Attach assembled pilot and cutter to the special
length, tapered shank, driver, Avco Lycoming T/N
NOTE
ST-62.

5. Attach special length, tapered shank, driver and


Valve seat replacement drifts, figure 4,
assembled cutter and pilot to drill press spindle.
have also been redesigned to afford maxi-
NOTE mum coverage at minimum cost. Both
ST-64 and ST- 65 have been designed with a
If the cutting of the valve seat recess is to handle, and three detailed plug drives
be hand operation, assemble hand drive
a each. These twohandles and six plug dri-
adapter, Avco Lycoming T/N ST-63 to vers will install valve seats in any cylinder
thatassembly described in step (4). ST-63 manufactured by Avco Lycoming. See
incorporates a square 1/2 inch socket Table I.
drive for hand cutting purposes, and a
through slot to permit use of "T" handle.
8. Drive valve seat to firm position by short sharp
TABLE I blows of a hammer on seat replacement drive handle..

Plug Plug
Redsgn. Obsoleted I Applicable Driver Driver 9. When new seats have been installed, follow appli-
Drift Drift Seat No. DetailNo. Size (In. cable Avco Lycoming overhaul publications’for
grinding, etc.

ISTGI 64521
64525
72212
66720
6
5
2.040
1.930 STEP CIITTUI1 STRhlCHT CUTTER
64695 71895 5 1.930
72057 4 1. 870

ST-65 64642 66528 6 I. 710


61258 6 i. 710
71894 5 1. 667
67835 5 1. 667
72058 4 1. 575
60337 4 i. 575
Figure 3. Step and Straight Cutters

DETAIL 6

2I
4

ODETAIL 5

DETAIL 4
~I
Fi6~re 4. Valve Seat Replacement Drift

Page 2 of 6
TABLE II

INTAKE VALVE SEATS ’EXHAUST VALVE SEATS

Cylinder (1)- (3) (2) Superseded (1)- (3) (4)* (2) Superseded Superseded
Assembly Seat Cutter Ct-bore Cutter Seat Cutter Pilot Ct-bore Cutter Pilot
En~ine Model Number Number Number Sizes Nu mbe r Number Number Nu mbe r Sizes Number Number

0-235 71828 61258 ST-57 2. 088 64787- 1-2-3 60337 ST-58 ST-66 i. 995 64789-1-2-3 64788-1

0-290 71831 66528 ST-56 1. 919 64793-1-2-3 72058 ST-52 ST-66 i. 734 64795- 1-2-3 64788-2
71832 2.235 I I I 1 2. 110

0-290-D2 71837 72057 ST-53 2. 074 64794- 1-2-3 72058 ST-52 ST-66 1. 734 64795- 1-2-3 64788-2
71838 2. 390 1 I I I 1 2. 110

0-320 71840 72057 ST-53 2. 074 64794- 1-2-3 72058 ST-52 ST-66 1. 734 64795- 1-2-3 64788-2
71811 2.390 1 I I I 1 2. 110
71844
71969
73149

0-320, IO- 320, 74468 72057 ST-53 2. 074 64794-1-2-3 72058 ST-52 ST-67 i. 734 64795-1-2-3 64788-3
LIO- 320 75042 2.390 1 I I I 1 2.110
75183
75184
75168
75361
75868
75307
76086
77476

0-340 718´•16 72057 ST-53 2. 074 64794- 1-2-3 72058 ST- 52 ST-66 1. 734 64795- 1-2-3 64788-2
71968 2. 390 1 I I I 1 2. 110
73150
77603 1 I I I I I I ST-67 64788-3
vl

0-360, HO- 360, 71848 72057 ST 53 2. 07´•1 64794-1-2-3 72058 ST-52 ST-66 i. 734 64795- 1-2-3 64788-2
10-360 71970 2. 390 2. 110 o
73134 o

73156 1 I I I I I I I I I 1 5

0-360, HO-360. 7-1024 72057 ST-53 2. 074 64794- 1-2-3 72058 ST-52 ST-67 1. 734 64795- 1-2-3 64788-3
1-110-360. I0-360. 74925 2.390 1 I 1 1 2.110
TIO-360, AIO-3GO, 75166 1 I I I ’I I I I I I I
0-510 75362 Z
75363
w
75ST~
759$1 co
N
INTAKE VALVE SEATS EXHAUST VALVE SEATS

I I Cylinder (1)- (3) (2) Superseded (1)- (3) (4)f (2) Superseded Superseded
Assembly Seat I Cutter Ct-bore Cutter Seat Cutter Pilot Ct-bore Cutter Pilot
Number Number Sizes Nu mbe r Nu mber Nu mber Nu mber Sizes Nu mber Nu mbe r
p Engine Model Number

IO-360, HIO- 360, 73948 72212 ST-51 2. 281 64922-1-2-3 71894 ST-54 ST-67 1. 927 64883- 1-2-3 64788-3
AIO- 360, TIO- 360, 74914 2.596 1 I I I 1 2.230
IO-540 175911
775-14

72114 72057 ST-53 2. 074 64794-1-2-3 72058 ST-52 ST-68 1. 734 64795-1-2-3 64788-2
VO- 360, IVO- 360
73924 2.390 1 I I 1 2.110
74498

0-435 71854 66528 ST-56 1. 919 64793-1-2-3 72058 ST- 52 ST-66 L. 734 64795- 1-2-3 64788-2
2.235 1 I I I 1 2.110

GO-435 72994 71895 ST-55 2. 160 64882-1-2-3 71894 ST-54 ST-66 1. 927 64883- 1-2-3 64788-2
72995 2.476 1 I I i 2.230

76646 71895 ST-55 2. 160 64882- 1-2-3 71894 ST-54 ST-67 1. 927 64883-1-2-3 64788-3
76647 2.476 I I 2.230
77604

VO-435 72436 66720 ST-50 2. 307 64790- 1-2-3 67835 ST-57 ST-66 2. 089 64791- 1-2-3 64788-1

71895 ST-55 2. 160 64882-1-2-3 71894 ST-54 ST-67 1. 927 64883- 1-2-3 64788-3
VO´•435, TVO-435 73704
73935 2.476 1 I 2.230
74218
76397
76614
76645
76662

GO- 480, GSO- 480, 71893 71895 ST-55 i 2.160 64882-1-2-3 71894 ST-54 ST-66 1. 927 64883-1-2-3 64788-2
IGSO-480 72991 2.476 1 I I I 1 2.230
72992 1 I I I I 1 I I I I I
76552 1 I i I I I I I I I I

73114 71895 ST-55 2. 160 64882- 1- 2-3 71894 ST-54 ST-67 1. 927 64883- 1-2-3 64788-3
74446 2.476 1 1 I 1 2.230
75215
75393 o

75409 1 I I I I I I I I I I
75928 1 I I I I I I I I I I
r.
75929 o

76040
76369 1 I I I I I I I I I I b
o
76480 cs
p
F

INTAKE VALVE SEATS EXHAUST VALVE SEATS

Cylinder (1)- (3) (2) Superseded (1)- (3) (4)* (2) Superseded Superseded
Assembly Seat Cutter Ct-bore Cutter Seat Cutter Pilot Ct-bore Cutter Pilot
En~ine ~odel I Number Number Number Sizes Nu mbe r Number Number Number Sizes Number NumL~r

10-540 73707 72212 ST-51 2. 281 64922-1-2-3 71894 ST-54 ST-66 1. 927 64883- 1-2-3 64788-2
72633 2.596 1 I 1 I 1 2.230
73236

TIO- 540 73948 72212 ST-51 2. 281 6492 2- 1-2-3 71894 ST-54 ST-67 i. 927 64883-1-2-3 64788-3
10- 540,
73949 2. 596 I I I 1 2. 230
73951
74507
74561
74562
74563
74564
75163
75415
75717
76185
76189
76190
LW- 10800
j LW- 11443
74924 72057 ST-53 2. 074 6492 4-1-2-3 72058 ST-52 ST-67 1. 927 64795- 1-2-3 61788-3
74925 2.390 1 I I I 1 2.230
76087

TIG-541 74781 72212 ST-51 2. 281 64922-1-2-3 71894 ST-54 ST-67 1. 927 64883- 1-2-3 64788-3
2.596 1 I I I 1 2.230

TIO-541, TIGO-541 LW- 10039 72212 ST-51 2.281 64922- 1-2-3 71894 ST-54 ST-257 1. 927
LW-11607 2.596 1 I I I 1 2.230
vl

IGO- 540 72733 72212 ST-51 2. 281 64922-1-2-3 71894 ST-54 ST- 67 1. 937 64883-1-2-3 64788-3

74004 2.596 I I I 1 2.230 m

75054
75055
75057
75058
7618-1
"J z
r; 76186
T~ 76187
u, 76261
~3
0
76183 N

r’
CJ 1 I INTAKE VALVE SEATS EXHAUST VALVE SEATS

Cyliiider (1)- (3) (2) Supci´•seded (1)- (3) (4)’ (2) Superseded ISupersei’ed
rio Cutter Seat Cutter Pilot Ct-bore Cutter- Pilot
Seat Cutte 1´• Ct- bore
Numl>er Sizes Numbe Number Number Number Sizes Num’oer Nu m,e r
c~
Engine Model Number Numt~r r´•

72568 72212 ST-51 2. 281 64922- 1-2-3 71894 ST- 54 ST-67 1. 927 64883- 1-2-3 64788-3
IGSO-540
73977 2.596 1 I I I 1 2.230
74217
76184
76187
76372
78283

72636 72212 ST-51 2. 281 64922- 1-2-3 71894 ST- 54 ST-66 i. 927 64883- 1-2-3 64788-2
VO- 540
2.596 1 I I 1 2.230

73881 72212 ST-51 2. 281 64922- 1-2-3 71894 ST- 54 ST-67 i. 927 64883-1-2-3 64788-3
VO-540
74158 2.596 1 1 I 1 2.230
7´•1558
75137
75171
75172
75173

72212 ST-51 2. 281 64922- 1-2-3 71894 ST- 54 ST- 67 i. 927 64883-1-2-3 64788-3
IVO- 540, TTVO- 540 74236
2.596 I I 1 2.230

10-720 73948 72212 ST-51 2. 281 64922-1-2-3 71894 ST-54 ST-67 i. 927 64883-1-2-3 64788-3
74507 2.596 1 I I I 1 2.230
74563
74564

(1) ST-66 Cutter Pilot is used with all intake val\´•e cutters.
64788-1 is superseded pilot nuinbcr for all intake valve cutters.
(2) Counterbore sizes are nominal. Two di~ineteis are shown for Allison type seats. The cutters are stepped.
Permissible tolerance .001 inch.
(3) Cutter numbers shown are stalldard size. -ljndicates.010" oversize, -2 indicates .020" oversize and -3 indicates .030" oversize. 2
(4) Pilot numbfr sho~.n in table is standard. Pilots R1´•e svailnblf as follo~s: -1 indicates .010" oversize, -2 indicates.020" oversize, 3 indicates
.030" o~´•ersize and -5 indicates .005" oiersize. o

The pilot number shows applicable pilot cylinder assemblies. Use pilot ST- 66 for valve guide hole in cylinder head used with 7/16
for current
1
inch eshaust \´•al~´•fsl and ST-67 for val~.´•e guide hole ill cylinder´• head used with 1/2 inch esl~aust valves, e?tcept for cylinder assemblies LW
10039 and LW-11607 use pilot ST-257, and cylinder assernhlies 72114. 73924, 7´•1498 use ST-68.

tooling. P
NOTE: Revision "A" adds current en~ine niodels. cylinder nssemblies and
Lycoming
SERVICE
Reciprocating Engine Divisionl
Subsidiary of Textron Inc.
652 Oliver
Stre tWil amsport,PA 17701 U.S.A.
INSTRUCTION

DATE: March 25, 1994 Service Instruction No. 1094D


(Supersades Service Instruction No. 1094C)
Engineering Aspects are
FAA Approved

SUBJECT: Fuel Mixture Leaning Procedures


MODELS AFFECTED: All Taxtron Lycoming Opposed Series Engines

TIME OF COMPLIANCE: As required during aircraft operation.

Revision "D" to Service Iclstruction No. 1094 supersedes all previous recommendations and should
be used for engine leaning during normal flight operations. ALL LEANING RECOMMENDATIONS
ARE BASED ON CALIBRATED INSTRUMENTATION.

Textron Lycoming strongly recommends that all engine instrumentation be calibrated annually. All
instrumentation for manifold pressure, engine RPM, oil temperature, cylinder head temperature, exhaust
gas temperature, and turbine inlet temperature in the aircraft should be included in this annual calibration.

Regardless of the fuel metering device, fuel management of normally aspirated engines is primarily
dependant on the instrumentation available. The method is the same for both fixed and controllable pitch
propellers.

Lycoming recommendations for leaning turbocharged engines in this Service Instruction


Taxtron
refers to Textron Lycoming supplied turbocharged engines. For aftermarket turbocharger installations,
contact STC holder for proper leaning instructions.

C~T (cylinder head temperature) and TIT (turbine inlet temperature) probes are required for leaning
turbocharged engines. Raferto latest edition of Service Instruction No. 1422 for proper T~ probe
locations and depth.

A. GENERAL RULES.

1. Without exception, observe the red line temperature limits during take-off, climb and high
performance cruise power operation.

Psgelaf 6
Manufectven
Service Instruction No. 1094D

(a) Cylinder head temperature maximum limit listed in the Textron Lycoming oper-
ator’s manual.

O>) Oil temperature limit maximum limit listed in the Textron Lycoming operator’s
manual.

(c) TIT- maximum allowable limit specified in the Textron Lycoming operator’s
manual.

2. Whenever mixture is adjusted, rich or lean, it should be done slowly.

3. ALWAYS RETURN MIXTURE SLOWLY TO FULL RICH BEFORE INCREASING POWER


SEITINGS.

4. At all times, caution must be taken not to shock cool the cylinders. The maximum recommended
temperature change should not exceed 500F. per minute.

B. LEANING THE NORMALLY ASPIRATED ENGINES.

I. Use full rich mixtureduring take-off or climb. Careful observation of engine temperature instruments
should be practiced limits specified in Textron Lycoming operator’s manual are never
to ensure
exceeded. Refer to the aircraft POH (pilot’s operating handbook) or AFM (aircraft flight manual)
for more specific instructions.

2. For 5000 ft. density altitude high ambient temperatures, roughness or reduction of
and above or

power may occur at full rich mixture. The mixture may be adjusted to obtain smooth engine opera-
tion. For tired pitch propeller, lean to maximum RPM at full throttle prior to takesflt~where airports
are 5000 ft. density altitude or higher. Limit operation at full throttle on the ground to a minimum.

For direct drive normally aspirated engine with a prop governor but without fuel flow or EGT, set
throttle at full power and lean mixture at maximum RPM with smooth operation of the engine as a
deciding factor.

3. For cruise powers wherebest powermixture operation is allowed, slowly lean the mixture from
full rich to maximum power. Best power mixture operation provides the most miles per hour for a
given power setting. For engines equipped with fixed pitch propellers, gradually lean the mixture
until either the tachometer or the airspeed indicator reading peaks. For engines equipped with con-
trollable pitch propellers, lean until a slight increase of airspeed is noted.

4. For a power setting, best economy mixture provides the most miles per gallon. Slowly lean
given
the mixture until engine operation becomes rough or until engine power rapidly diminishes as
noted by an undesirable decrease in airspeed. When either condition occurs, enrich the mixture
suff~ciently to obtain an evenly firing engine or to regain most of the lost airspeed or engine RPM.
Some engine power and airspeed must be sacrificed to gain a best economy mixture setting.

Page 2 of 6
Service Instruction No. 1094D

NOTE

When leaned, engine roughness is caused by misfiring due to a lean fUellair mixture
which will not support combustion. Roughness is eliminated by enriching slightly
until the engine is smooth.

4. The exhaust gas temperature (EGT) offers little improvement in leaning the float-type carburetor
over the proce~ures outlinerl above because of imperfect mixture distribution. However,if the

EGT probe is installed, lean the mixture to 1000F. on the rich side of peak EGT for best power
operation. Forbest economy cruise, operate atpeak EGT. If roughness is encountered, enrich
the mixture slightly for smooth engine operation.

5. When installing an EGT probe, the probe must be installed in the leanest cylinder. Contact the
airframe kit manufacturer forthe correct location. In experimental or custom applications,
or

multiple probe instrumentation is required and several power settings should be checked in order
to determine the leanest cylinder for the specific application.

6. During normal operation, maintain the following recommended temperature limits:

(a) Cylinder head temperature limit listed in the Textron Lycoming operator’s manual.

(b) Oil temperature limit listed in the Textron Lycoming operator’s manual.

7. For maximum service life,maintain the following recommended limits for continuous
cruise operation:

(a) Engine Power Setting 65´•/0 of rated or less.

(b) Cylinder head temperatures 4000F. or below.

(c) Oil temperahrre~ 1650F. ~2200F.

C. LEANING THE TURBOCHARGED TEXTRON LYCOMING POWERPLANT,

1. The cylinder head temperature (CHT) and turbine inlet temperature (TIT) gages are required
instruments forleaning with turbochargingby Textron Lycoming. EGT probes on individual
cylinders should not be used for leaning.

2. During manual leaning,the particular engine must not be ex-


maximum allowable TIT for a

ceeded. Check the POWAFM ortheTextron Lycoming operator’s manual to determine these
temperatures and fuel flow limits.

3. Maintaining engine temperature limits may require adjustments to fuel flow, cowl flaps, or air-
speed for cooling.

Page 3 of 6
Service Instruction No. 1094D

4. All normal take-offs, with turbocharged powerplants must be atfull rich mixture regardless of
airport elevation.

5. If manual leaning of the mixture is permitted at take-off, climb power, or high performance cruise,
it will be specified in the POWAFM and will list required ranges for fi~el flow, power settings, and
temperature limitations.

6. Leaniug to best economy mixture.

(a) Set manifold pressure and RPM for the desired cruise power setting per the aircraft
POWAFM.

(b) Lean slowly in small steps, while monitoring instrumentation, to peak TIT or maximum
allowable TIT whichever occurs first.

7. Leaning to best power mi´•turc.

Beforeleaningto bestpowermixture, it is necessary to establish a TIT reference point. This is


accomplished as follows:

(a) Set manifold pressure and RPM for the highest cruise power setting where leaning to best
economy is permitted per the aircraft POWAFM.

(b) Lean slowly in small steps untilpeak TIT of maximum allowable is reached. Record peak
T~ as a reference point.

(c) Deduct 125"F. from this reference and thus establish the TIT temperature for best power
mixture operation.

(d) Return the mixture to full rich and adjust manifold pressure and RPM for the desired cruise
conditions.

(e) Lean mixture to the TIT temperature for best power mixture operation established in step
(c).

8. During normal operation, maintain the following limits:

(a) Engine power setting rating listed in the Textron Lycoming operator’s manual.

Cylinder head temperature limit listed in the Textron Lycoming operator’s manual.

(c) Oil temperature limit listed in the Textron Lycoming operator’s manual.

(d) Turbine inlet temperature limit listed in the Textron Lycoming operator’s manual.

Page 4 of 6
Service Instruction No. 1094D

service life, maintain the following recommended limits for continuous


9. For maximum
operation:

Engine letting 65´•/´• of rated or less.


(a) power

Cylinder head temperature 4000F. or below.


(b)

(c) Oil temperatnre 11650F. ~2200F.

Turbine inlet temperature maintain 1000F. os rich side of maximum allow~blt.


(d)

POWERPLANTS.
D. LEANING THE SUPERCHARGED TEXTRON LYCOMLNG

i. All take-offs with supercharged powerplants must be at full rich mixture regardless of the airport
elevation.

in the POW
2. leaning of the mixture is permitted at climb power, it will be specified
if manual
limitations.
AFM and will list required ranges for fuel flow, power settings, and temperature

3. Recommended standard cruise power for the supercharged engine is 65%. At 65% power or less,
and temp
this type of engine may be leaned as desired as long as the engine operates smoothly,
eratures and pressures are within manufacturer’s prescribed limit.

4. The exhaust gas temperature ~GT) gage is a helpfulinstnunent for leaning the supercharged
engine at cruise power with a manual mixture control.

Page 5 of 6
Service Instruction No. 1094D

rn uAx
rOmR
~uwcr I Mna

C"
8
I
Ww
OR

-loo

-200

i
Eil ~40

100O ~00

95

TOO BEST MAX FULL RICH


LEAN ECONOMV POWER TAKE OFF
CRUISE CRUISE

MIXTURE RICH

THIS REPRESENTATIVE DIAGRAM SHOWS THE EFFECT OF LEANING ON: CYLINDER HEAD
TEMPERATURE, EXHAUST GAS TEMPERATURE ORTIT, ENGINEPOWER, AND SPECIFIC
FUEL CONSUMPTION FOR A CONSTANT ENGINE RPM AND MANIFOLD PRESSURE.

NOTE

TEXTRON LYCOMZNG DOES NOT RECOMMEND OPERATING ON THE LEAN SIDE OF


PEAK EGT.

Page 6 of 6
I SERVICE
652 Oliver Street
Williamsport,
570/323-6181
PA 17701 U.S.A.
INSTRUCTION
DATE: April 30, 2001 Service instruction No. 1098G
(Supersedes Service Instruction No. 1098F)
Engineering Aspects are

FAA Approved

SUBJECT: Propeller Flange Bushing Location

MODELS AFFECTED: All Textron Lycoming direct drive engines.

TIME OF COMPLIANCE: At owner’s discretion.

These charts, pages 2 thru 5, in conjunction with Figures 1 and 2, show the correct locations, and
part numbers for propeller
flange bushings on all Textron Lycoming direct drive engines. When replacing flange bushings, it is extremely important that the
correct size and location be observed. Ifa propeller is not indexed correctly, excessive propeller blade stresses
mayresult.
To determine the correct propeller flange bushings:
(1) Measure crankshaft flange to determine the flange thickness. (Textron Lycoming has standardized the crankshafts and
bushings, refer to the latest edition ofTextron Lycoming Service Instruction No. 1473.)

(2) From the attached list, identify correct bushings for engine model and flange thickness.
(3) Measure bushing bore in the crankshaft flange and select bushing that will give a .0005-.0020 tight fit between the bushing
and bore.

Using the measurements and the engine model, select the appropriate part number from the following tables.

NO. 1 I NO. i
CRANKPIN CRANKPIN

F
d-~´•Q B O O
-1- -ff~f--t-t Et~fft-t

E C O O
O O I

NOTE: These are viewed from the front of the engine looking aft.

Figure i. Type 2. Prop. Flange Bushing Location (4-3/4 in. dia.) Figure 2. Type i. Prop. Flange Busing Location (4-3/8 in. dia.)

NOTE

The propeller ffange type can be identified by measuring from one prop. attaching bushing across the center of
the crankshaft to the opposite bushing. The center to center measurement of Type 1 is 4-i/8 inches. Type 2 is 4-
3/4 inches.

Ganorsi k~iation
Page I of5
02001 by Tcxlron Lyeoming "All Righc~ Rexrved"
Manufactuars Association
Service Instruction No. 1098G

NOTE

For 0-340-A and 0-320 constant speed models incorporating 3/8 inch bolts, see latest edition of Textron
Lycoming Service Bulletin No. 253.

INDEXING BUSNINC* Fllnge Thickness BUSI1INC LOCATION


TYPE 1 FIGURE NO. 2 .19 .27 .38 .44 A B C D E F
0-235-GIB, -C2A, -C2B, X 60814-5 60814-S 6(1814-S 638 14-S 73757-S 60814-S
-C2C, -FZA, -F2R, -H2C,
-JZA, -K2A, -KZB, -K2C,
-L2A,-L2C,-N2A,-N2C
Pitch
0-235-EZA,-G2A,-P2A

IIVDEXII"IG BUSHINC* Flanee a’bickness BUQIING LOCATION


TYPE 2 FIGURE NO. 1 .19 .27 .38 .44 A B C D E F
0-235-Cl, CIB(Constant XI I I 1 60814-S 1 60814-S 60814-S 60814-S 60814-S 60814-S

0-235-01, GIB, -CIC, XI I I 1 73757-S 60814-S 60814-S 60814-S 60814-S 60814-S


-F1B, -M1 (Fixcd Pitch
0-290 Series I I X 72067-S 72067-S 72067-S 72067-S 72067-S 72067-S
0-320-A2A, -A2B, -A2C, X 72066-S 72067-S 72067-S 72067-S 72067-S 72067-S
-A2D,-B2q-B2B, -82C, I I I I
-DZA,-DZB,-D2C,-D3G,
-E2A, -E2B, -E2C, -E3D, X LW-I 8921-S LW.1 8922-8 LW-I 8922-S LW-I 8922-S LW-18922-S LW-18922-S
-E3H
IO-320-E2A.-E2B
AEIO-320-E2A, -E2B
0-320-A I A, -AIB, -A3A, X. I I 1 72065-S 72063-S 72064-S 72063-S 72063-S 72,64-S
-A3B, -A3C, -B1A, -BIB,
-B3A,-B3B,-B?C,-D1A.
-DIC,-DID,-DIF,-EIA,
-EIC. -EIF. -EIJ X LW-I 8817-S LW-IG815-S LW-18816-S LW-18815-S LW-18815-S LW-18816-S
0-320-H2AD "76" Series
-HICD
IQ´•320-DIA,-D1B,-EIA,
-EIB
AE1O-320-D18, -E1A,
-E1B
AIO-320-AIB,-B1B,-CIB
L10-320-B 1 A. -C 1A. -DIA
0-320-D2F, -D2G, -D2J, X 72065-S 72063-S 72063-S 72063-S 72063-8 72063-S
-UF, -E2G, -E2H
IO-320-B2A
0-320-H2AD "76" Series I I IX LW-1881 7-8 LW´•18815-S LW-18815-S LW-18815-S LW-18815-S LW-18815-S
ixed Pitch
AEIO-320-D2B
1O-320-BIA, -BIC, -BID, X 72065-S 72064-S 72063-S 72063-S 72064-S 72063-S
-CIA,-FIA

X LW-18817-S LW-18816-S LW-18815-S LW-18815-S LW-18816-S LW-IS815-S

O-360-AIA,-AIAD,-AIB, X 72062-S 72062-S 72061-S 72062-S 72062-S 72060-S


´•AIC,-AID,-AIF,-AIF6,
-AIG,-AIG6,-AIG6D,
-AIH, -AIK6, -A1H6, I I I IX 75656-S 75656-S 72155-S 75656-S 75656-S 75657-S
-AILD, -A2A, -A2D,
-AUE, -A2F, -A2G, -A4D,
-A4G,-A4J,-A4JD,-A4K,
´•A4N, -A4P, ´•ASAD,
-BIA,-BIB,-B2A,-BZC,
´•CIA, -CIC, -CIE, -CIF,
-CZA,´•C2B, ´•’C2C,
-CZD, ´•C2E, -CJF, -C4P,
´•DZA,´•DZB,-D2C,-FIA6,
-GIA6
0-360-EIAD,-E1A6D
"76" Series

r*
Not used if wooden propeller is installed.

Page 2 ofj
Service Instruction No. 1098G

INDEXING BUSH]NG+ I FIPnpe Thickntss BUSHING LOCATION


TYPE 2 FIGURE NO. 1 .19 .27 38 .44 A B C D E F
IO-360-A1q -AIB, -A1B6, X 72062-S 72062-S 72061-S 72062-S 72062-S 72060-S
-AIB6D, -AIC, ´•A1C6.
-AID,-AIDQ´•AID~D,
-A2A. -A2B, -A2C, -BIA, I I I IX 75656-S 75656-S 72155-S 75656-S 75656-S 75657-S
-BIB,-BIBD,-BID,-BIE,
-BIF,-B1G6,-B2E,-B2F6,
-Clt/-CIB, -CIC, C1C6,
-C1D6, -CICD, -CIE,
-C1E6, -C 1 E6D, -C1F,
-C1G6, -DIA, -EIA. -FIA,
-MIA
AI0360-A1A, -AIB, -B1B,
-A2B
AEIO-360-A1A, -AIB,
-AIB6.-AIC,-AID,-AIE,
-A2A, -A2B, -A2C, -BIB,
-BID,-BIF,-BIF6,-B2F6,
-B1G6, -HIA -HIB
TIO-360-E1A6D "76"
-C1A6D. -FIA6D
TIO-360-A1B, -A1A6D,
-B1A6D. -CIA6D
VO-360-A1A. -AIB, -B14
-GIA
1VO-360-A1A
HO-360-A1A -BIA, -BIB,
-CIA
HIO-360-A1A, -BIA, -BIB,
-C1G-CIB. -DIA
LO-360-A1G6D "76" Series
LHIO-360-CIA
LO-360-A1H6, -A2D

360-C1G X 72061-S 72062-S 72062-S 7206 I-S 72062-S 72074-S


O-360-A1P. -A3D6D
1O-360-A3B6, -A3B6D.
-JIA6D I I I IX172155-S 75656-S 75656-S 72155-S 75656-S 79024-S

II a-lsa~l* X 01K22155-S

74249-S
OIK22155-S

74249-S
OIKUISS-S 01K22155-S OIK22155-S 01K22156-S

0-360-A3q -PJAD, ´•A4A, X 74249-S 74249-5 74249-S 74248-3


-A4AD. -A4M
1O-360-B2F. -B4A
AEIO-360-BZF, -B4A I I IX LW-18819-S LW-18819-S LW-18819-S LW-18819-S LW-18819-S LW-18818-S

O-360-CZC (Wooden Prop.) X 75561-8 75561-8 75561-S 75561-S 75561-S 75560-3


(Long Bushings)

X 01K21700-S 0IK2I700-S 01K21700-S 01K21700-S 01K21700-S 01K21699-S

1O-360-KZA I I 1 IX 75656-8 75656-S 75656-S 75656-3 75656-S 79024-3

HIO-360Clt/-CIB, X 72061-S 75561-S 75561-S 72061-S 75561-S 75560-3


-EIAD, -EIBD, -FIAD
Enstrom (Long Bushings)
X 72155-S 01K21700-S 01K21700-S 72155-S O1KZ1700-S 01K21699-S

LO-360-EIAD,-E1A6D X 72062-S 72061-8 72062-3 72062-S 72061-3 72074-S


"76" Series
LIO-360-C1E6, -CIE6D
tTO-360-E1A6D "76" 1 I I IX 75656-5 72155-S 75656-S 75656-S 721jj-S 79024-S
Series
T1O-360-A3B6 X 72062-S 72062-S 72062-S 72062-S 72061-S 72074-S

X 75656-S 75656-S 75656-S 75656-3 72155-S 79024´•S

t Reindexed propeller bushings. Refer to the latest edition of Textron Lycoming Service Instruction No. 1 45’.
Page i of5
Service Instructior. No. 1098G

INDEXIWC BUSHINC* Flange Thickness I


TYPE 2 FIGURE NO. 1 .19 1 .27 .38 .44 A B C D E F
O-SJO-AIA,-XIAS,-AIB5, X 72062-S 72062-S 72061-S 72062-8 72062-S 72060-S
-AICS, -A1D, -AID5, I I I I I I. I I I
-A3DS, -A4AS, -AJRS,
-A4D5, ´•81A5, -8185, I I I X I 7J656-S 75656-S 72155-S 7S656-S 75656-S 75657-8
-82AS,-B2B5,-BZCS,
-B4A5,-84B5,-E4A5,
-E4BS,-E4C5.-FiAS,
-FIBS, -GIA5, -G2A5,
-H2AS,-HIBSD.-H2BSD,
-JIASD, -J2ASD, -J3A5,
-13A5D, -J3CSD, -UCSD
IO-540-R1CS (Wide Cyl.
Flange), -CIBS, -CICS,
-C4B5, C4R5D, C4CS,
-C4D5, -C4DSD, -D4AS,
-13485, -D4CS, -J4A5
(Standard Cyl. Flange),
-T4ASD, -T485, -T4B5D,
-T4CZD,-V4A5,-V4ASD,
-W1A5,-W1A51, -W3ASD
IO-540-KIA5,-K1A5D,
-KIBS,-KIDS,-KIES,
´•KIE5D,-KIGS,-KIGSD,
-KIHS,-K1K5,-L1AS,
-LIASD, -L1C5, -MIASD,
-MIR~,´•MIBSD,-AAIBS
AEIO-540-D4A5, -WBS,
-D4DS, -L1ft5. -L1B5D
TIO-540-A1A, -AIB,
-AAIAD, -ABIAD,
-AslaD, -AFIA, -AF1B,
-AGIA, -AHIA, -AKIA
-CIA,-CIAD, -EIA,
-GIA,-HIA
0-540-A2& 1 I Ixl 1 72062-S 72061-S 1 72062-5 1 72062-S 1 72061-S 72074-S
IO´•540-C2C, -G1C5, -J1A5
(Wide Cyl. Flangc). -KIC5
X 1 75656-8 72155-S 75656-8 75656-S 72155-8 79024-S

IO-540-AIA5, -B1AS, I 1 lX1172062-S 1 72062-8 1 72062-8 72062-S 72061-S 72074-S


-BICJ (Standard Cyl.
Flangc), -E1A5, ´•EIBS,
-G1A5, ´•GIBS, -G1DS, I I I IX 75656-S 75656-S 75656-8 75656-S 72155-8 79024-S
GIE~,GIF -P1A5
IO-~40:K1FSD, ´•KIJSD, I I- 1 ]X175656-5 1 75656-S 1 72155-S 1 75656-S 75656-S 79024-S
1 -M1A5,´•M1CS
T10-540-A2A, -A2B, -AZC,
-F2BD,´•J2B,-J2BR,
-NZBD, -WAD, -V2AD
LTIO-540-F2BD,-JZB,
-JZBD, -N2BD, -IUAD,
-V2AD
IO-540-AA1AS, 75656-S 72155-S 79024-S
-K1CS,-K1F5,´•K1JS,
-S1A5
T10-540-U2A, -W2q
-AE2A
LTIO-540-U2A
IO´•540-M2A5D
r i I IX1 72155-S 1-72155-S 1 72155-S 1 72155-S 1 72155´•S 1 75657-8

10-540-K2AS
I I I I xl 72’56-S r 72156-S r 75656-8 1 72156-S 1 72156-S 1 75657-S

IO-540-N1A5, -N1ASD. j I 1 X)72155-S 1 75656-S 75656-S 72155-S 75656-S 79024-S


-R1AS,´•RIASD

IO-540-AC I A5 I I I 1x175656-S 1 75656-S 1 75656-8 75656´•S 75656´•S 75657-S


T~O-UO-AJIA

Page 4 of5
Service Instruction No. 1098G

INDEXING BUSHING* Flange Thickness BUSIIINC LOCATION


TYPE 2 FIGURE NO. 1 .19 .21 .38 .4´•1 A R_ C D E E’
TIO-S40-S I AD X 75656-S 72155-S 75656-S 75656-S 72155-S 7902j-S

TIO-541-AiA X 75656-S 75656-S 72155-S 75656-S 75hS6-S 75657-S

TIO-541-EIA4,-E184. X 72156-S 72156-S 72155-S 72156-S 72156-S 73811-S


-E1C4

IO-720-A1A, -AIB, -BIB, X 1 72156-S 72156-S 72156-S 72156-S 72155-S 7381 I-S
-BIBD,-CIB,-DIB,
-DIBD,-DIC,-DICD

PROP, BOLT
BUSHING THREAD DIMENSION DIMENSION
PART NO. SIZE A B
608 14-S 3/8" .6255-.6260 .95
72060-S In" .7818-.7823 .59
72061-S 1/2" .7505-.7510 .59
72062-S In" .7505-.7510 .78
72063-S 7/1 6" .6255-.6260 .90
72064-S 7/1 6" .6255-.6260 .48
72065-S 7/16" .6725-.6730 .90 1 A
72066-S 3/8" .6725-.6730 1.02
72067-S 3/8" .6255-.6260 1.02
72074-S In" .7818-.7823 .78
72155-S 1/2" .7505-.7510 .65
72156-S In" .7505-.7510 .97
73757-S
73811-S
74248-S
74249-5
3/8"
1/2"
In"
1/2"
In"
.6725-.6730
.7818-.7823
.7818-.7823
.7505-.7510
.7818-.7823 1.63
.95
.97
.98
.98
1
T I !L L~!
I

1
75560-S
75561-S In" .7505-.7510 1.63
75656-S IR" .7505-.7510 .84
75657-S In" .7818-.7823 .65
79024-S 1/2" .7818-.7823 .84
LW-18815-S 7/1 6" .6255-.6260 1.01
LW-I 8816-S 7/1 6" .6255-.6260 .59 1 NOTE
LW-18817-S 7/1 6" .6725-.6730 1.01
LW-lsslB-S In" .7818-.7823 1.04
Service replacements for all
LW-18819-S In" .7505-.7510 1.04
LW-18921´•S 3/8" .6725-.6730 1.13 flange bushings are available in

LW-18922-S 3/8" .6255- 6260 1.13 the following oversizes.


01K21699-S I/Z" .7818-.7823 1.69
O1K21700-S In" .7505-.7510 1.69 P05 P10 P15 P20

I OIK22155-S
O1K2Z156-S
3/8"
3/8"
.7505-.7510
.7818-.7823
1.19
1.19
1 .005 .010 .015 .020

Tool No. ST-115 is used to remove and replace all propeller flange bushings.

NOTE: Revision "G" adds Note to Figures 1 and 2, adds new models and bushings.

Page 5 of5
~AVCO LYCOMlNG DIVISION
WILLIAMSPORT, PENNSYLVANIA 17703

Service Instruction No. 1106D


DATE: June 9, 1972
(Supersedes Service Instruction No. 1106C)
Engineering Aspects are
FAA @EER) Approved

SUBJECT: Connecting Rod Bolt Nut Crimping Requirements

MODELS AFFECTED: All Avco Lycoming aircraft engines

TIME OF COMPLIANCE: At any time connecting rods are assembled.

haul facilities advised that they may do likewise.


The "crimp" feature for securing connecting rod are

nuts was introduced to replace connecting rod bolts As present crimped nuts and bolts are ex-
stocks of
pins. This change
and nuts secured with cotter and roll hausted, they willbe replaced with identicalbolts and
produced uniformity in manufacturing procedures and nuts, but without the crimp feature. The part numbers
consistent torque values because with the new nut it of all connecting rod bolts will remainunchanged; how-
rod bolt
was no longer necessary to over or under tighten
to ever, the part number for the new connecting
match pin holes, nut is LW-12f86.

We have had opportunities to study connecting rods This supersedes and obsoletes all previous informa-
that subject to operating conditions that ranged
were tion covering the safe tying of connecting rods.
the spectrum from normal wear to complete failure.
Perhaps one of the most significant observations made CAITIION
was that crimping the nut had no effect on security of

the bolt or the rod: if properly tightened speci- to its


connecting rod bolt cannot be tight-
The
fied torque, the connecting rod bolt will not become
enedcorrectly if t he nut is installed up 6 ide
loose even during the most severe engine operating
down. The raised edge, or lip on the one
conditions. Conversely, if improperly tightened, the
face of the nut must be on the free end of
connecting rod bolt will loosen if unde r-torqued and can
the bolt; the flat face must be in contact
fail if over-torqued, with the rod. See figure. Some rod bolts
are tightened by measuring stretch while
The result of these studies has been to eliminate
others are tightened to specific torque
the crimping requirement from allconnecting rod bolts values. See reference 829 in Table of
and nuts; Avco Lycoming aircraft engines shipped from
Limits (SSP 2070) for correct tightening
the factory after February, 1971 will have the connect-
values.
ing rod nuts in the uncrimped condition and all over-

Ra~Fed lIp oway froun rod

f~bt foce ~wordrod

Connecting Rod Bolt Nut, LW12186

NOTE: Revision "D" adds illustration and caution.

16332 This number for Avco Lycoming reference only.

Member of GAMI\

~3 --’-1-
Mr~ufactusrl
ev vic e In --tv uction

YCOMING DIVISION
\NILLIAMSPORT, PA. 17701

iW
DATE: September 25, 1964 Service Instruction No. 1111
Approved by FAA

SUBJECT: Recondition Worn Crankshaft Oil Seal Surface

MODELS AFFECTED: All direct drive models

TIME OF COMPLIANCE: During engine overhaul

Oil leaks that develop at the front crankshaft oil 9. After plating, bake the crankshait at 275"F.
seal usually be eliminated by removing nicks,
can 10"F. for 5 hours to eliminate possibility of surface
scratches, or similar physical damage from the oil embrittlement.
sealarea of the crankshaft and by restoring its surface
finishto like-new condition. The crankshaft is repaired 10. See the parts catalog for the particular engine
as follows: model for correct propeller flange bushings and
install new plated service bushings in the Ilange.
i. Remove propeller flange bushings from crank- Chill the by refrigeration and install with
shaft and note locations for short and long bushing
tool No. ST 115.
replacement. Do not scribe on shaft. Use tool No.
ST 115 to remove bushings. 11. Support crankshaft in vee blocks at number 2
2. Strip cadmium propeller flange
plate from the and number 4 main bearing journals and measure
and the area of the oil seal by immersing the shaft run-out at refinished area. Total indicated run-out
in a solution of ammonium nitrate tone pound of must not exceed .002 inch. (On six cylinder crank-
ammonium nitrate for each gallon of water). shafts, support the shaft at number 1 and number 5
main bearing journals.
3. Set up the crankshaft in an external grinder and
center carefully.
12. Examine crankshaft by the magnetic particle
4. Use a No. 54 grit wheel and grind the area method.
between the propeller flange and the oil seal face
to remove surface nicks and scratches. Depth of
REMOVE PROPELLER FLANGE BUSHING BEFORE
grind must not exceed .005 inch. 010 u/s diameter)
GRINDING. M~SK HOLES BEFORE PLATING. REPLACE
NOTE \WITH NEW BUSHING AFTER PLL\TING.

The grinding wheel, on the corner toward


must be dressed to DRESS WHEEL FOR .50 IN. RADIUS
the propeller flange
.50 inch radius while the opposite side,
DRESS WHEEL FOR .13 IN. RADIUS
toward the oil slinger, must be dressed
.13 inch radius. Both radii must blend
perfectly. permit the side
Do not of the
wheel to touch the propeller flange or the
face of the oil slinger. See figure, ii
5. A No. 54 grinding wheel will produce a
or 60
finish of approximately 8 to 10 microns. The sur-
face roughness olthe oilseal area ahould not exceed
10 microns before polishing with crocus cloth.
l_i--1-------
6. Polish the oil seal area of the shaft with crocus
cloth while the shaft is rotated counter-clockwise
MAXIMUM UNDERSIZE MUST NOT
when viewed from the flange (front) end of the’shalt. EXCEED .010 IN. DI~.
Do not move the cloth while polishing because the
DO NOT PERMIT GAINDING WHEEL
area must be free of spiral marks.
TO TOUCH THESE FACES.
7. Clean the shaft to remove all traces of grinding
dust and mask the bushing holes in the flange.
r-
8. Cadmium plate tin accordance with AMS 2400)
CADIMUM PLATE OVER THIS P~REA
the flange and oil seal area of the crankshaft as
indicated in the illustration. Do not plate beyond
the .13 radius. See figure. Flange Area of Direct Drive Crankshaft
SERVICE
Oliver Street
PA 17701
iary of

U.S.A.
Textron Inc.
INSTRUCTION
Williamsport,

DATE: October 31, 1988 Service Instruction No. 1112E


(Supersedes Service Instruction No. 1112D)
Engineering Aspects are

FAA Approved

SUBJECT: Repair of Fretted Crankcases

MODELS AFFECTED: All Textron Lycoming Standard Cylinder Flange Piston Engines and
76T Series Engines.

NOTE

Standard cylinder flange engines can be identified by the anchored


thru-studs at all thru-stud locations and alien head (internal hex type)
nuts that are used to secure the cylinders to the crankcase assembly:
76T series engines are; 0-320-11 series (serial number suffix -76T);
O-360-E series (serial number suffix -77T~; LO-360-E series (serial
number suffix -72T); TO-360-E series (serial number suffix -73T) and
LTO-360-E series (serial number suffix -74T). These engines incor-
porate an integral crankcase and accessory section assembly with an-
chored thru-studs at all thru-stud locations.

TIME OF COMPLIANCE: As required.

Fretting on parting surfaces of an in-


the eventual bearing failure. If it isever necessary to

termediate main bearing support web of a crankcase tighten a cylinder hold down nut at any thru-stud

can occur on applicable engines. This condition


is location, during the normal service life of an engine,
caused by a slight motion between the contacting a bearing clearance check, as described in the latest
surfacesof the bearing support webs of both revision of Textron Lycoming Service Bulletin No.
crankcase halves and results in erosion of the metal 272, must be accomplished. Fretting can be
surfaces. The affected areas will have tiny pit holes misleading because of its trivial appearance, but if it
and a frosted appearance as compared to adjacent is not detected and corrected, severe engine damage
unaffected surfaces. (See Figure i.) can result.

Fretting, by itself, does not appreciably damage Applicable crankcases that aredamaged by fret-
the basic structure of the metal, but the metal ting at any intermediate bearing web can be
removed by the fretting action can cause loose thru- repaired by installing steel spacers and thru-stud
studs, which if retightened to the specified torque, dowels at the affected bearing web as described in
will create an undersize main bearing bore and cause the following procedure.

Page 1 of 8

8 Mamlfacturers Associatior)
Service Instruction Na. 1112E

Figure i. Interior of a Crenkcase Showing Moderate Fretting


at the intermediate Rearing Webs

ORIGINAL
As Received By
Page 2 of 8
ATP
Service Instruction No. 1112E

1. Remove the anchored thru-studs from the can be obtained from the Bendix Scully
affected intermediate bearing web. Jones Tool Company, Chicago, Illinois.

2. Remove the crankcase positioning dowels. 8. Attach the milling fixture to the crankcase,
The dowels be removed with a 7/16-20
can use 1/4 inch hardware to secure the fixture
inch thread tap attached to a slide hammer in place. Use PIN ST-144 with standard

type puller. cylinder flange crankcases. Use PIN ST-467


with 76T series crankcases.
3. Inspect the bearing webs for cracks. Use a
fluorescent dye penetrant method for this 9. Mill each applicable bearing web face. In-

purpose. Ifany cracks are found the sure that no more than .026 inch is removed
crankcase must be discarded. Cracked from each face.
crankcases may not be reused.
10. Remove the milling fixture from the
4. Secure one of the crankcase halves squarely crankcase.
on the bed of a drill press and install the ap-
plicable bushing plate. Use ST-123 for stan- NOTE
dard cylinder flange crankcases and ST-466
for 76’1 series crankcases. Refer to the latest revision of S.I. 1123 for
installation of PIN STD-2013 o-ring seals at
5. Install the special drill P/N ST-124 in the main bearing webs reworked as described in
drill press spindle. Drill each thru-stud bore this publication.
to a depth of 5/8 inch. The PIN ST-124 drill
is designed to pilot in the bushing plate and NOTE
it has a step which indicates the correct
drilling depth. In the following step, the PIN ST-332 drift
is designed to drive the 1 inch long PIN
6. Install the P/N ST-156 stop chuck on the 75302 dowel 1/2 inch into the thru-stud
PIN ST-125 reamer and set it to prevent the bore. This centers the dowel between the
reamer from cutting deeper than .052 inches two crankcase halves when they are assem-
into the thru-stud bore. Ream each ap- bled. After the bearing web surface of the
plicable thru-stud bore. Remove the bushing crankcase has been milled, the dowel should
plate from the crankcase and check each be driven to a depth of .475 inch. This will
reamed hole for correct diameter and depth leave .525 inch of the dowel exposed. To ac-

with the P/N ST-126 gage. complish this with the PIN ST-332 drift,
fabricate a 1-3/8 inch dia. x .025 thick metal
NOTE spacer with an approximate 41/64 inch
center hole. Place the.spacer between the
As required, refer to the latest revision of bearing web surface $nd the drift while the
Service Instruction No. 1123 for installa- dowel is being driven into the thru-stud
tion of oversized dowel P/N 75302-P10. bore.

7. Assemble the end cutter PIN ST-269 or 11. Using the PIN ST-332 drift and
ST-145 in the tool holder P/N ST-146 and prefabricated spacer install PIN 75302
set the stop collar of the tool to allow the dowels at all applicable thru-stud bores.
tool to mill each applicable thru-stud loca-
tion to a depth of .024 to.026 inch. The PIN 12. Repeat steps 1 thru 10 on the opposite
ST-146 tool holder has a No. 4 Morse Taper crankcase half. Insure that the bushing
Shaft. If the spindle of the drill press will plate is properly installed so that dowel hole
not accept the tool holder an adapter for it alignment is maintained.

Page 3 of 8
Service Instruction No. 1112E

NOTE positions, to simulate the thickness of a

cylinder base flange, and secure these with


Standard cylinder flange crankcases that cylinder base nuts. Using the proper
are modified to incorporate anchored body cylinder base torquing sequence, tighten all
fit thru-studs as described in Service thru-studs to 500 in. Ibs.
Bulletin No. 273A will have P/N 72698-P07
thru-studs installed. These thru-studs will 16. Measure the diameter of the reworked main
not fitthrough the I.D. of the PIN 75302 bearing bores in a plane 90 to the crankcase
dowels. Replace all P/N 72698-P07 thru- parting line. If the bearing bore is within the
studs, that were installed at applicable bear- dimensions specified paragraph 14, the
in
ing webs with P/N 68751-P07 or P12 thru- .0500 (PIN suffix -3) spacer is the correct
studs. spacer. If the required dimension is not
achieved with the .0500 spacer, the required
13. Reinstall all anchored thru-studs removed in
spacer dimension can be calculated from the
step i. Driving torque of anchored thru-
measurement obtained with the .0500 (PIN
studs is from 20 to 80 foot pounds. If any of
suffix -3) spacer. The following examples are
the thru-studs do not meet these torque for 1 size bore only. The procedures remain
specifications, install the next larger over- the same for all bore sizes.
size thru-stud.
If the Bearing Bore
14. Determine the diameter of the main bearing is Oversized
bore of the crankcase. Crankcases that are
~pplicable to this instruction are manufac- Measured diameter of
tured with one of three different diameter in- bore 2.5693
termediate main bearing bores. A crankcase Maximum permissible
that is machined to accept a crankshaft with
diameter of bore 2.5670
2-3/8 inch intermediate main bearing jour-
nals and thin wall main bearings will have a Amount oversize .0023
2.566/2.567 inch main bearing bore, a
crankcase that is machined to accept a
Thickness of spacer
crankshaft with 2-3/8 inch main bearing
used for measurement .0500
journals and thick wall main bearings will
have a 2.6865/2.6875 inch main bearing bore Amount oversize .0023
and crankcases that machined to accept
are
Correct spacer
a crankshaft with 2-5/8 inch intermediate
thickness .0477
main bearing journals and thick wall main
bearings will have a 2.9365/2.9375 inch
If the Bearing Bore
main bearing bore. is Undersized

15. Refer the parts data section of this


to

publication for spacer dimensions and ap-


Minimum permissible
diameter of bore 2.5660
plication. To compensate for differences in
the depth of the milling on each bearing Measured diameter of
bore 2.5639
web, each basicspacer is supplied in five dif-
ferent sizes. To determine the spacer re-
Amount undersize .0021
quired, install the applicable .050 inch
spacer(part number suffix -3) over the thru-
stud and dowel of each reworked bearing Thickness of spacer
web. Assemble the two halves of the used for measurement .0500

crankcase using tool PIN ST-122 to draw Amount undersize .0021


the two halves together. See Figure 6. Place
spacers or P/N ST-222 torque hold-down Correct spacer
plates over the thru studs at all cylinder thickness .0521

Page 4 of 8
Service Instruction No. 1112E

USING HAND TOOLS, FILE OR GRIND PROTRUDING


EDGE OF SPACER EVEN WITH SURFACE
OF BEARING BORE;
In the previous examples since the correct spacer
thickness for the oversized bore was found to be
.0477 the applicable spacer with the part number
suffix -1 is the correct spacer to install. The correct
spacer thickness for the undersize bore was
found to
be .0521 and the applicable spacer with the part
number suffix -5 is the correct spacer for this ap-
plication. (Refer to PARTS DATA section for
spacer part numbers and dimensions.)

17. After the correct spacers have been selected,


identify the location for each one by vibro-
peening the location symbol, as shown in
figure 2, on the face near the part number.

THIS CONDITION IS NOT PERMISSIBLE. OL


WILL ESCAPE IF S~Z\CEA EDGE IS MORE
THAN .002 INCH BELOW BEARING SURFACE.

NOTE: M 27 P~ND 28
Fal 4-O(LINCER MOMS

3T 2T

O O
O

o o

o o
Figure 3. Section Thru Bearing Saddle
Showing Spacer Protruding into the Bearing
~2) (oX lol lo)\lol a/ Bore and the Effect of an Incorrect Finish
je ee

TANG OF BEARING INSERT USED AT NO2 AND 3 MAIN


XXIRNALS MUST BE REM)RKEDH THIS MANNER
Figure 2. Location Designation for Marking TO PROVIDE CLE~RANCE FOR SPACER
Spacers

18. The inner edge of the spacers will protrude


into the bearing bore a slight distance, as
shown in figure 3. This edge must be bled
or ground to produce a line to line match with

the bearing bore surface; however, it is per-


missible for the edge of the spacer to be i
recessed up to but no more than .002 inch
away from the bore as shown in figure 3, but
it must not protrude into the bore.

19. The main bearing inserts that are to be in-


stalled at the reworked main bearing posi-
tions must be modified to accept the new Figure 4. Main Bearing Showing Modified
spacers as shown in figure 4. This can be ac- Tang for Installation at Reworked
complished with a small file. ´•Main Bearing Webs

Page 5 of 8
Service Instruction No. 1112E

DIM.B
NOTE

Crankcases modified at the factory in accor-


dance with the procedure herein described,
are identified by the suffix "-8F;?" following
the part number.

20. Proceed with the


as described in
assembly of the crankcase
the applicable overhaul
ii, DIM. A
manual using the selected spacers and
reworked bearing inserts as required. Figure 5. Example of a Main Bearing Spacer

PARTS DATA:

SPACER DIMENSION A.
PART NO. (Refer to Figure 5) APPLICATION

75727-1 .0475-.0485 Std. cyl. flange engines with 2.6865/2.6875 inch


75727-2 .0485-.0495 main bearing bore.
75727-3 .0495-.0505
75727-4 .0505-.0515
75727-5 .0515-.0525

76499-1 .0475-.0485 Std. cyl. flange engines with 2.566/2.567 inch


76499-2 .0485-.0495 main bearing bore.
76499-3 .0495-.0505
76499-4 .0505-.0515
76499-5 .0515-.0525

LW-12895-1 .0475-.0485 Std. cyl. flange engines with 2.9365/2.9375 inch


LW-12895-2 .0485-.0495 main bearing bore.
LW-12895-3 .0495-.0505
LW-12895-4 .0505-.0515
LW-12895-5 .0515-.0525

01L19812-1 .0475-.0485 76T series crankcases with 2.566/2.567 inch


01L19812-2 .0485-.0495 intermediate main bearing bore.
01L19812-3 .0495-.0505
01L19812-4 .0505-.0515
01L19812-5 .0515-.0525

PART NO. DESCRIPTION APPLICATION

75302 Dowel Thru-stud As required.


68751-P07 Thru-Stud As required to replace 72698-P07 thru-stud.
68751-P12 Thru-Stud As required to replace 72698-P07 or 72698-P12
thru-stud.
STD-557 Dowel-Crankcase As required.
locating

Page 6 of 8
Service Instruction No. 1112E

TOOLS REQUIRED:

PART
NO. DESCRIPTION

ST-122 Plate (Assemble and disassemble doweled crankcases).


ST-123 Bushing Plate (Drill and ream dowel holes in std. cyl. flange crankcases).
ST-124 Dri11,.620 inch dia. (Drill dowel holes).
ST-125 Reamer,.6252 inch dia. (Finish ream dowel holes).
ST-126 Gage (Check dowel holes for proper diameter and depth).
ST-144 Fixture (Mill main bearing webs on std. cyl. flange crankcases).
ST-145 Cutter (Mill main bearing webs on std. cyl. flange and 76T series crankcases,
if available. If not available, use ST-269.).
ST-146 Tool Holder (Use with ST-145 or ST-269).
ST-156 Stop Collar (Use with ST-125).
ST-222 Plate (Torque crankcase thru-studs One plate per cylinder).
ST-264 Cutter (Mill main bearing webs).
ST-332 Drift (Install thru-stud dowels).
ST-466 Bushing Plate (Drill and ream dowel holes in 76T series crankcases).
ST-467 Fixture ~Mill main bearing webs on 76’1 series crankcases).

NOTE

A rental tool kit PIN ST-468, that includes the tools listed below, is available for
repair of fretted 76T series crankcases. Contact the Textron Lycoming
Williamsport Plant, Product Support Department for information pertaining to the

rental fee and availability of the kit.

ST-124 Drill ST-269 Cutter


ST-125 Reamer ST-332 Drift
ST-126 Gage ST-466 Bushing Plate
ST-146 Tool Holder ST-467 Fixture
ST-156 Stop Collar

NOTE=: Hevision "E" deletes references to large cylinder flange engines, deletes tooling and parts
specifically related to large cylinder flange engines, adds 76’I~ series engines, atlds tooling and
parts for 76T series engines and changes procedures and text.

22809 This number for’l‘extron Lycoming reference only.

Page 7 of 8
ORIGINAL
As Received By
Service Instruction No. 1112E
ATP

NOTE

in the
Tool No. ST-122 may be used on four cylinder and eight cylinder engines
for six cylinder engines. Tool No. ST-122 consists of
same manner as shown here
and eight tapped bolts.
two pressure plates, eight flat washers, eight nuts

TO 1’0

SEPARATE DOWELED CXANKCASES ASSEMRI~E

INSTALL BOL1S ON THESE THRU-STUDJ

nND IHAU STUDS ON THE LEFT SIDE AS


SHOWN IN STEP 3 TIGHTEN FIRMLY

PIQIL .Nlil PNISS ,iGnlliS: li~rSI T1:i:lii,illi

CnnN~IASES nRI SEPeRhliLI

Sidf i,f Craltkcilse .:1:´•~;1ilil


Step i. Right
Strl’ i. Llighr Side of Clallkc2tst´• StloiFin- I(olL~ IIi-
tion of Rnltn on Ilal:-lnch Cviil~dii, 51,11,i~
stallcd on’l’i~ru-Stutll
~-IIYHIIIS hLi: \;_re
A55LMBI.E PLATES OVFi( HOL;S AND
THHV iTili´•;..: 1 ii~l i.’
NL)I TiCii(liN ENOUGH iii Pi(iSS A-n

r
aria
:c-´•

our J I

wasntH
ii*SiiiH
I’LnTE

Sten 2. I(ighl Sitle oi Urankcase Silowln~ l’;ai:


Step 2. Right Side of Crankcase Showing Inst~allu
i~ssonll,lcil C)vc!r nolis
tion of Plale

li(;H! il.l iiUI:i IN I.P: ~Yi N :i!


C*USI THF CRANKCASt HPIIVLS r0 SiF\R~TI
illF CllnNY.t*SI INSli)li lili Pl"ii’; iiiii’
OIIENI:I ON Ll(\rll SIUIC Or iiii ii(iliyE’:hl.: r.l.!, "i i.ithiii:(:n~; lin:´•Il- 4ii! I’::i t

PhHAIIIL iO li(F (:YIIIUlltl) I)i:(:hS n´•.n r,lF ~i:i´•nllnli


EvINIi :i

´•1! \r.Cp.

~7

(a

~55[MLllE PLAIE. NUT AND WASl(tll IN Si\MI: Mnl~lNIR


.\i
SHOWN IN STLI’

Step 3. IlighL Side of Clankcase Showing Pressure


Step 3. Left Side of Crankcase Showing Installation
L’late Utilizcd to Pull IIalves of Cmnkcase l’ogethcr
of Plate

Figure 6. Instructions for Use of Crankease Tool P/N ST-122


Page 8 of 8
rr~1: I Lycoming
SERVICE
Reciprocating Engine Divisionl
Subsidiary of Textron
652 Oliver Street
Williamsport,PA
Inc.

17701 U.S.A.
INSTRUCTION

March 5, 1993

Supplement No. 1

To

Service Instruction No. 1112E

On page 6 of 8 of Service Instruction No. 1112E, the Note preceding step 20. should be deleted.

ol3*nan
Manufactuw~ LI~´•ocMkn Page 1 of 1
~--´•evvice Instvuction
YCQMING DIVISION
VVILLIAMSPORT, PA. 17701

(W
DATE: September 9, 1966 Service Instruction No. 1113A
(Supersedes Service Instruction No. 1113)
Approved by FAA

S UBJE CT: Crankshaft Assembly Revised to Eliminate Sludge Tubes

MODELS AFFECTED: Avco Lycoming opposed series aircraft engines as indicated herein

TIME OF COMPLIANCE: At any time crankshaft is replaced

Manufacture of crankshafts in which sludge tubes are affected by this change. Orders for crankshafts with
crankpin journals has been discontinued,
installed in the sludge tubes willbe supplied as long as they are avail-
This change simplifies manufacturing processes, elim- able. Replacement crankshafts, without sludge tubes
inates possibility of oil leaks, and simplifies overhaul for applicable Avco Lycoming engines, are shown in
procedures. Although the sludge tube crankshaft will the accompanying chart.
no longer be manufactured for the engines listed in the

accompanying chart, adequate supplies of sludge tubes The crankshaft assemblies marked with an asterisk
will be kept available for servicing the older crank- in the chart indicate the crankshaft does not have
shafts and crankshafts of certain engines that are not lightelling holes in the front flange.

CAUTION

This service instruction must not be interpreted to imply that sludge tubes may be
omitted during assembly of crankshafts designed to use them; these crankshafts must
be assembled with sludge tubes. Engine failure will result if sludge tubes are omitted
from crankshafts designed to use them. Also, it is impossible to convert such
crankshafts for use without sludge tubes. VO-540-B1 and -C1 model engines employing
crankshaft Avco Lycoming P/N 71930 may be converted for use on spring drive
coupling series by adding one 69843 tube to the 71930 crankshaft assembly. The
shaft thereby becomes the same as, or interchangeable with, crankshaft assembly
74626. However, crankshaft Avco Lycoming P/N 74886 (without sludge tubes) is not
interchangeable with shaft assembly No. 74416 (without sludge tubes). Oilholes have
not been drilled in 74886 crankshaft assembly to supply oil to spring drive coupling
series.

NOTE: Revision "A" to Service Instruction No. 1113 adds crankshafts without lightening holes in the flange,
changes crankshaft listing for Avco Lycoming model GSO and IGSO-480 engines, adds reference to Avco
Lycoming Service Instruction No. 1145, and adds crankshaft application for additional models.

11523, 12055, 12060, 12085, 12088, 12089, 12101, 12103-A, 12104, 12108, 12114, 12118, 12393, 13165- These
numbers for Avco Lycoming reference only.

Page 1 of 2
September 9, 1966 Service Instruction No. 1113A

Cranks haft C ranks haft


ENGINE MODELS With Sludge Tubes Without Sludge Tubes

0-320-A2A -A2B,-A2C,-B2A,-B2B,-B2C,-D2A,-D2B,-D2C,
-E2k, -E2B, -E2C. 68606 and 75065* 75010*
0-320-A1A, -A1B, -A3A, -A3B, -A3C, -B1A, -B1B, :sjA,
-B3C, -D1A, -E1A. 720;49 and 75067* 75011*
IO-320-D Series, IO-320-C1A 74779 and 75028* 75012*
IO-320-E2D. 76999
0-360-A1A, -A;B,’-A1C: -A1D, -B1A, -;31];, -’Clk, -C1C,
HO-360-A, IO-360-B1A, -B1B, -B1D, -B1E 71324 74966
0-360-C2C (Wide Deck). 75559. 76374
0-360-A4A 77037
IO-360-A1A, -C1A,-C1B,-D1A .............74708
O-360-C2D, HO-360-B1A, -B1B, HIO-360-A, -B Series 75208
0-360-A2A,-A2D,-A2E,-B2A,-B2B,-C2A,-C2B,-C2C,:CiD,
-D2A, -D2B, -D2C. 71541. 74968
HIO-360-A1A, -B1A, Vd-360 Series’, TVO:3$0 series: 71541. .74968
IO-360-A2A, -A2B, HIO-360-C1A 75157
HIO-360-C1A (Long Propeller Flange Bushingsj .76428
0-360-A3A 74250. 74970
IMO-360-B Series 72225. 75020
GO-435-C2A, -C2B, -C2E, :CiA2: -d2B’2 69493.....=15003
VO-435 Series, TVO-435 Series. 70433. 72469**
GO-480-B1B, -B1C, -B1D, -B1F, -C2C6, C2D6, -C2E6 69493 75003
GO-480-B1A6, -B1E6, -C1D6, -G1A6, -G1D6, -G1F6, -G2D6,
-G2F6, -G1H6 70417. 75005
GO-480-D Series 69857. 74419
GO-480-G1B6, -G1E6 70463 74418
GO-480-F Series, -F2A6, GO-435-C2B2-6 71789. 75018
GO-480-B1A6 71700 75016
GSO-480 Series, IGSO-480 Series 70420. 74995 and 75259***
o-540-A1As,-A1Bs,-A1c5,-A1D5,:AjD5,-B1A5,:B2A$,
-B1B5, -B2B5, -F1A5, -F1B5, IO-540-C1B5, -C1C5 72727. 74582 and 75073*
0-540-A2B, -A2D, IO-540-C2C 72646. 74579 and 75076C
IO-540-A1A5,-B1A5, -81C5, -E1A5, -E’lsb, -‘G1;45:-dlsj 73997. 74576 and 75079L
0-540-A4A5, -B4B5, -E4A5, -E4B5, -E4C5, IO-540-D4A5,-j4A5 74953 and 75040*
IO-540-K Series, IO-540-M1A5, TIO-540-A1A 76801
0-540-A1D. 73170. 74583 and 75080t
IO-540-C4B5 .....75976"
TIG-541 Series 74955
VO-540-A1A, -B1A, -’B1B, ~B;C, 1B;D,’-B;E,’-BiF: -Bld,
-C1A, -C1B (See Caution on Page 1) 71930. 74886**
TVO-540-A1A, nr0-540-A1A (See Caution on Page’ i): 71930. .74886*C
VO-540-A2A, -B2A, -B2C, -B2D, -B2E, -C2A, -C2B, -C2C 74626. 74416**
TIVO-5 40-A2A. 74626. .....74416""
VO-540-B1B3, -C1C3 73337. 74988**
IGO-540 Series 72902. 74982
ZGSO-540 Series 72890. 74980
10-720 Series 74125. 75310

Indicates crankshaft without lightening holes.

Indicates front crankshaft plug No. 72470 is used in the new crankshafts without sludge tubes instead of
plug No. 72305.

Indicates rear spline bushing No. 72536 is usedinstead of No. 72308 or 69642. See Avco Lycoming Service
Instruction No. 1145 for further information.

Page 2 of 2
6
Ej~rvice Ir7StiUCti0t7
LYCDMING DIVISION
VVILLIAMSPORT, PA. 17701

1L~
DATE: Dcc´•clul,rr is. 1964 Service IllstttI(lioIl ~ii,. 1120
A~,l,l’clvcrl I,!´• F‘~A
SLTnJECT: Scin~ills Di~’ision Service 13ullclin h’o. 502

~IODELS AFFECTED: Lvconiin~ 10-720 Series AirCr;Fft EII~IIICS

TIhlE OF COXIPLIA~CE: As required duriiig majiileto maintcllallre

The Srilitilln Service t3ullctin I´•el,rinted hcrewit)l Pcrtnills to ma~iictos usctl on Lrronlil:t: ail’craTt cll~llles.

\~´•llcre al,l,lic;tl,lc, coml,liance With tNs bulletin is reconlmendetl.

BULLET No. 502


Printed November 1964

~IRCRAFI

SUBJECT: Important dLllerences and proper internal tim~ng o~ 5700 series


magnetos.

REASON FOR BULLETIN: To advise users of the subject equipment as to proper internal
timing procedures.

EQUIPMENT AFFECTE D: s700 series s cylinder aircraft ignition systems:

Original Magnetos S8LN-701, Part No. 10-1711i0-1

Original Magnetos SBLh’-705, Part No. 10-171175-1

~iigh Output, Altitude 58LN-701, Part No. 10-111335-1

High Output, High Altitude 58LN-705, Part No. 10-171340-1

Note
Main)enance (5pore) Port) Alfecled:
None Later production 10-171323-1 trans-
former a ssemblie high 6 used with
output, high altitude
systems, are
Comp]ionce clrctrically compatible and have
Whenever noce sisary to adjust internal timing slotted holes in the mounting brackets
of subject magnetos, to permit installation on original

Inagnetos. However, under no cir-


cumslancas may original 10-171206-1
transformer assemblies be installed
De,oiled Inrtruc,ioni:
on high output, high altitude magnetos.
I. Two somewhat di~fcrent S700 series
ignition systems are presently in use in the
field. Although they appear similar, there 3. Magnetos of late manufacture have a
are important difference s that mu st be taken brou-n stripe of glyptal painted across the
into consideration when complete internal cam retaining nut and the cam flangr u~hich
timing of the majin~!lo is required. I‘he ori- ~nskrs it possible to dcterniine if the Eani
Kinal nagn~´•los carry Part No. 10-171170-1 Iias disturbed since n,anulacturi or

andljari No. 10-171175-1. ?‘hl:y alsocan ovcrliaul. I[(he can, has been disturbed
be idcn(ilird due to the use of a black back- proceed directly parai2raph (ori;inilto 4
ground nanie plate. ?’he hipli output, hifih IriaCn~lo) ur paragraph 6 (hifih output, high
altitude versions, Part No. 10-171335-1 and altitude II it can be dclinircly
l)artNo. 10-171310-1. can be disiin~uishod rll´•tcrll,ln~´•d Ilial the cam, whic h i 6 on a

due to the u se of a red back~round iiaiiic ta),ur~´•d s h a ft, has not bi!en dl~lurbld or

plate. nNlvcd,, tile Iiiain contact ashrnibly ~ioinlH


carl bi adJuhll.d or replaced by setting them
to 0.019 inch clearance onthe high point
L. The original, and thr hifil, output, of any carii lobu. if the retard conreci

high altitude colnponcnlss arl´• not iii(i:r- assl´•nlllly point s require adjustnlcntt or
changeable due to electrical and I~r:cilanical rllllaccllc´•nl. the i n s I r u c t i o n s g~ven in
differences. Only complclr syslunlaa cun- paragraph 4. i. and j. to r i fi i n a I niaCncto)
sisting of magnetos, tranhlormcrs, Iiarncse or 6. i. and j. thigh output, hish altitude
assembly, etc., are inti:rchangcablc. nlagnctu)) must be followed.

ORIGINAL As, Pn~e 1 o[ 4

RECEIVED sY A7PI
Dccclnber 18. 1964 Service Illstruction I~o. 1120

~1-5/641N.

I,,,~ -1 /-1111

I.ooo
1210
-LI,,,,
Figure 3
Figure 1

c. Reinove cam securing nut and


4, The
original magnetos (10-171170-1 lift out cam. Position distributor finger
and 10-171175-1) have raised timing marks on flange and file a notch on edge
earn of
(sce figure 1) repre senting magnetic neutral, cun aligned with proper timing mark on
"E" g ap for r ig ht or le ft -hand rotation finger (sce figure 4). Reposition cam on

and retard contact assembly opening also rotor and install flush with
securing nut
tor right or left-hand rotation. All of these end of rotor shalt. Be sure notch on cam

timing marks should be disregarded; TI flange can be seen when looking in contact
complete internal timing olthemagncto is assembly end of magncto.
required, nowtiming marks must be scribed
in accordance with figure 1 and the following
instructions.

Note

The timing marks located on the ilange


of the housing were originally used to
time the magneto, Ifowcvcr, the new

coiland lamination assembly now used


FILED NOTCH
in the
magncto makes those timing
marksunusablc. Therefore, it will
be necessary to scribe two new timing
marks on the Ilango of the magneto Figure 4
housing.
d. Looscndrive shaft nut and install
the 11-8465 Tool on rotor shaltas
a. Using a pair of dividers, scribe
shown in figure 5, Stide the 11-8464 Timing
two lines on magneto flange 13/16 and Pointer on rotor shalt between drive plate
1-3/64 inches from "L" depending and oil slinger. Securely tighten and nut
on direction of rotation of magneto. See
washer down on holding tool. Place mag-
figure i, The scribed line at the 13/16
neto in vertical position, drive end up.
location represents 270 past the full register
(see figure 2) position of thl: rotor and is:
the main contact assembly point opening.
The other scribed line, at the 1-3/64
dimension, represents 7-1/20 past niain
cbntact assembly point opcnjnfi and is the
retard contact asscn,bly point opening. The
width of the scribed lines should be ai,proxi-
mately the same as the line on the 11-8464
Timing Pointer,

COll
CORE

POLE

POLE, N
SHOE
ROTOR i
fuLe RCGISTER IIEUTRAt
ARROW LINES R~PRt´•SENT MAGNLTIC FLVX DRIVE PLATE

Figure 2
Figure 5

h. Loosen cam securing nut and run e. R o t a t c r o t o r in dirt:ction of


nut up flush with end of shaft. Loosen nut on rotation until timing mark on drive plate
drive end of rotor shaft. Remove main and is between the two scribed line s and indented
retard contact assemblies and capacitor from dot on flange of housing, Lightly flick
breakfr support assembly. Rework a plain adjusting knob of the 11-8465 Ilolding Tool
washer as shown in figure 3. Slide inside and allow rotor to come to rest. This is the
diameter of washer against rotor shaft be- full register position of the rotating magnet
twcen cain and hreaker support assembly. (see iiQure 2), nolthe neutral position that
Tighten nut on drive end of magneto until is used as the point of reference or bcgin-
cam is loose on rotor shaft. Remove re- ning on our other light aircraft magnetos.
work wastier from housing. With rotor in this position, align timing line

Pa ~!c 2 of 4

p"
ORIGINAL As
RECEIVED BY ATP
I)cccniber 18. 1964 Service Instfuction No. r120

of the 11-8464 Timing Pointer with the verti- 5, Complete internal is


magneto timing
cal line of"fJ’ or"R" depending on direction
accomplished as follows:
of rotation magncto. of timing Rechcck
pointer position by again flicking 1 1 -8465 a. Loosen cam securing nut and run

Holding Tool. Pointer should come to rest nut up flush with end of shaft. Loosen nuton
aligned with the"L" or"R". Tighten adjust- drive end of rotor shalt. Remove main and
ment knob of 11-8465 Holding Tooluntil retard contact assemblies and capacitor
pressure is applied on housing Ihnge pre- from breaker support assembly. Rework a

venting rotor from turning freely. plain wisher figure 3.


as shown in Slide
inside diameter of washer against rotor
Note shalt between and breaker
cam support
assembly. Tighten nut on drive end of
Be sure the 11-8464 Timing Pointer magneto until cam is loose on rotor shaft,
does not on the rotor shalt after Remove reworked washer from
move
housing,
it has beenaligned with the" L’ or "R"

f. Turn rotor shaft in direction of ntl~nb CONT*CT


rotation until timing line of 11-8464 Timing I I~OPENINC POINt

Pointer is directly over scribed line for main I M*IN CONUCI


contact assembly point opening. Tighten I /--3.r.r"´•´•r~COPtNING POINI

adjusting knob 60 rotor cannot turn but not ~UllltCISIIP


POSIIION
tight enough to cause damage to drive end
bc.ring.

Install
and
g.
tighten pivot
main
screw.
contact
Turn cam
assemblyuntil
filed notch on cam is approximately centered
when viewed through hole marked T". Turn
cam in direction of rotation untilCam
follower of main contact assembly is on

high point of cam lobe, Set contact clearance


to 0.019t0,001, Torque securing screws
to 20-25 Ib. in, and pivot screw to 12-15
Figure 6
Ib, in.

h. Turn cam until notch on cam b. Remove cam securing nut and
flange is approdma(cfy aligned with screw lift out cam. Position distributor
finger of
hole nearest hole marked "T". Connect the cam flange and file
edge of cam
a notch on

11-851 Timing Light, or equivalent, across Ilange aligned with proper tirrung mark on
main contact assembly, Turn cam in finger (seefigure4), Reposition cam on
direction of rotation slowly until timing light rotor and install securing nut flush with end

goesout (contactpoints open). While holding of rotor shalt. Be sure notch on cam can be
cam in this position, tighten cam securing seen when looking in contact assembly end
nut. Be sure cam does not move while of magneto.
tightening nut. Torque nut to 20-251b.in.
Be sure timing light is still out, c. Loosen drive shaft nut and
install the 11-8465 ~lolding Tool on rotor
i. adjusting knob of the
Loosen shalt as shown in figure 5. Slide the
11-8465 Holding Tool and torn shalt
Rotor 11-8464 Timing Pointer on rotor shaft
until 11 -8464 T i mi ng Pointer i 6 aligned between drive plate and oil slinger. Securely
with timing mark for retard contact aesem- tighten nut and washer down on holding
bly point opening. Tighten adjusc~nR knob tool. Place magneto in vertical position,
of 11-8465 Holding Toolenough to hold rotor drive end up.
in this position.
d. Turn rotor in direction of rot´•-
J´• Install retard contact assembly tion until timing mark on drive plate is
and tighten pivot scrcu. Using the 11-851 between the outside timing mirk on the "L"
Timing Light, set contact points to open at side and indented dot on Ilange of housing.
this point. Torque securing screws to 20-25 Lightly nick adjusting knob of the 11-8465
Ib. in. and pivot screw to 12-15 Ib. in. Holding Tool and allow rotor to come to
rest. With rotor in this position, align
Loosen adjusting knob of 11-8465 Holding
Tool. Turn rotor in direction of rotation limini: line of the 11-8464 TirTiins Pointer
until follower of retard contact assembly ~´•itl, center timing mark. Rcchrck lim~ng
cairi

is on high paint lobc. of


Check contact
cam pointer position by again flicking 11 -8165
clcaranci:. it must be from O, 018 to O. OL3 Welding Tool. Pointer should come to rest
inch. If clearance does not fall within limits, aligned with the timing mark. Tighten ad-
justment knob of 11-8465 Holding Tool until
replace the contact assembly,
pressure is applied on housing Ilange pre-
k, Apply a stripe ol plyptal, any venting rotor from turning freely.
color, across cam retaining nut and cam
Note
flange.
Be sure the 11-8464 Timing Pointer
4. The high output, high altitude version does not move on the rotor shaft airer
ofthe S700 systems has raised timing marks it has been aligned with the center
as shown in figure 6. The center timing timing mark.
mark is the reference or beginning point for
proper tj ming and repr sents the lull r e, Turn rotor shalt in dir~clion of
register position of the rotating magnet. The relation until tilling line of ll-H~lb4 Timinfi
"R" and L" identify the two additional marks Pointer is directly ov e r timing mark for
to be used for timing pither a right-hand or main contact assembly I,oint opening.
left-hand rotating majinilo. The first mark, Tifih’"n adJu"linE knob so rotor cannot ~urn
in the di: a ired di re ction of rotat ion, ide ntLlic a but not tight enough to cause damage to drive
the 270 past lull refiis~cr instant of main end braring.
contact assembly opening. The second,
7-1/20 later, identifies the instant of retard I. Install main contact assembly
contact assembly opening on the S8LN-501 and tifihrcn pivot screw. Turn cam until
or SBRN-501 only (retard contact assembly filed notch on cam is approximately in
magnetos), center of hole marked "T’. Then continue

Page 3 of 4

I_, QBBaBGSNAL A,
RECEIYED BY A-6$
Dcccuibei´• 18. 1064 Service Instructioll Ko. 1120

turning cam in direction of rotation until i. Install retard contact assembly


cam follower of main contact assembly is and tighten pivot screw. Using the 11-851
on high point toho.ofSet contact
cam Timing Light, set contact points to open at
clearance Lo 0.419 t0.001.´• Torqur se- Lhi. point. ,orque securins to LO-L5

curing screws to 20-25 Ib. in. andpivot Ib. in. and pivot screw to 12-15 Lb, in.
s~rcw to 12-15 Ib. in. Loosen adjusting knob of 11-8465 Holding
Tool. Turn rotor in direction of relation
g. Turn cam until notch on cam until cam follower of retard contact assembly
Ilanga is approximately aligned with screw is on high point of cam lobc. Check contact
hole nearest hole marked "T". Connect the clearance. It must be from 0. 018 to 0. 023
11-851 Timing Light, or equivalent, across inch. II clearance does not fallwithin
main c ont ac I b I y. Turn cam in
a s s e m limits, replace the contact assembly.
direction of rotat ion slowly until timing light
goes out (contact points open). While holding j. Apply a stripe of Rlyptal, any
cam in this position. tighten cam securing color, across retaining nut and
cam distri-
nut. Dc sure cam does not move while butor rotor mounting surface.
tightening nut. Torqiie nut to 20-25 Ib. in.
Be sure timing light is still out. Por~s Required Per Arhcle.
Not applicable.
h. R c 5 Ct t h e 1 i 8~164 T i m i n fi
Pointer ~imind mark for main contact
over Special Tools Required
assembly point opening. Loosen adjusting 11-851 Timing Light or Equivalent.
knob of the 11-8465 Rotor Holdinb: Tool and 11-8464 Timing Pointer.
turn shalt until Timing 11-846~ Pointer is 11-8465 Rotor Welding Tool.
aligned with scribed line for retard contact
assembly point opening. Tighten adjusting
knob of 11-8465 tlolding Tool enough to hold Mon Hours Required.
rotor in this position. Not applicable.

+hlagnetos S/N 0621 and up are adjusted to Weigh, Change


0. 016 ~0. 002. Not applicable.

QWIGBNAL ns
’.S.’."
RLCEIUEDBYATP
L
L L,Y C Q nn IIV G
\NILLIAMSFORT, PA. 17701
D IVI S I Q N
I n ~-a; v Lit cti 0 ~7

ii´•!
DATE: December 24, 1964 Service I~lstruction No. 1121
Approved by FAA

SUDJECT: Identification of Starters and Ring Gears

MODE LS A FFECTED: All direct drive Lyconling aircraft engines

TTME OF COMPLLANCE: Al ally tinie starter or ring gear support is replaced.

?’hcre have been several reporletl instarices of count the teeth oil startel´• rillg gears (li6~1re 1) aiid
starter drive failure that were caused by instnllation nzeasure shaft diameter, on starterdrivfs (Iib~re 2) to
of incorrect starters or starter iing gear supports. distiii6´•uish conipoiients with tiiflcrctit diaiiietr;il Pitch
Failure of tliis type is tile result of the misniatch that gears. ?’hclollowing chartlists the characteristics of
occurs between the starter drive geni~ and the I´•ing gear. both:

Theie are two different drive gears employed in


st;uters and starter ring gears on Lycoming aircraft RING GEAR SUPPORT STARTER DRTVE GEAR
eiigines: rrlic fiist tyye is chaiaclcrizcd by gears
tlnvil~gg a 10/12 tlinincli´•al I,itch*, while the diamctral Dianlcll´•al No. of No, of Dianicter
pilcll of tile gcai~ tectll in tile sccontl type is 12/14. Pitch of Gcais Teeth Teeth "A
coa1‘5 With 10/12 D. P. caiiiiol be nieslietl with gears
havini~12/14 n. P. Conscqucnlly, a Lyconling starter. 10/12 122 9 9/16
with;l 10/12 D P. caiinot be used on an ei~briiic haviiiLr
a ri116 gear supl,ui.t with 12/14 1). i’. gear teeth. 12/14 149 9 13/32

The gear teeth oil both the starter drive and the
rintg gear Inust be of the san~e diamcti~al pitch. The Ineasuicnicnt of dianleler A on the starter gcai
sul,port shaft can be taken as a means of deterlnilling
Zii appeai´•ance, gear teeth on both starter drive and the clian~etral pitch of the gcai. A pair of dividers, or

ring gea~s, are similai~, therefore, it is necessary to a verniei caliper may be used for nleasurillg.

12/14 DIAMETRAL PITCH GEAR


149 TEETH. NOTE "U"SHAPED
ROOT OF TEETH.

o ~-----7 O
I~´•´•I´•´•
´•:i*..

1´•\ C~1Q
Ifl

10/12 DIAMETRAL PITCH GEAR


j
122 TEETH. NOTE "V"SHAPED O O
ROOT OF TEETH.

Figure i. Segl!lent of Starter IZing Ge~u´•s Showing Fit~ure 2. noltom View of Starter Showing Section
Dilfel´•ence in Gcur’reeth at End of Drive Shaft

nixlllctrall pitch (D. P.) pertaills to tile Illllllber Of teeth per iiich of tiiainceei´• of the gear. In tile sysle rii enil,loycd
in this illst:lllce, the nulllerator illtlicates tile pitch delermiiiiiig the nunlber of teeth while the denominator
iiitlicates the pitch governiiig tile height of the Leeth.
BRAGINAL As

4ECEI\,ED A7F)
SERVICE
(7101 US´
INSTRUCTION
DPLI*E: May 23, 1997 Service Instruction No. 1123D
(Supersedes Service Instruction No. 1123C)
Engineering Aspects are
FAA Approved
SUBJE~T: Installation of Dowels and Rubber O-Ring Seals at Crankcase Thru-Stud
Locations

PART I. Installation of P/N 75302 Dowel at Thru-Stud Locations

PART II. Installation of P/N 75302-P10 Oversize Dowel at Thru-Stud


Locations

PART III. Installation of P/N STD-2013 O-Ring Seal at Doweled


Thru-Stud Locations

MODELS AFFECTED: All Textron Lycoming Standard Cylinder Flange Piston engines that are
equipped provisions for piston cooling nozzles, and wide cylinder
with
flange engines with thru-stud bores that are oversized to the extent that a .010
inch oversize body fit thru-stud will not maintain a line to line to .0035 tight
fit.

NOTE

Throughout this publication, the reference to "anchored thru-studs" refers to thru-studs that are
threaded into one half of the crankcase assembly. The term "driving torque" refers to the torque
required to turn the threaded stud into the threaded bore in the crankcase. This type of stud is
used in Textron Lycoming "Standard Cylinder Flange" type engines and the rear main bearing
bore of Textron Lycoming Four Cylinder "Wide Cylinder Flange" engines. Textron Lycoming
"Wide Cylinder Flange" engines can be identified by the drive thru "body fit thru-studs" that
are driven in place by use of a hammer and special drift. Body fit thru-studs support the crank-

case halves with an interference fit at the crankcase parting surfaces and are tensioned at both

ends with 1/2-20 nuts.

TIME OF COMPLIANCE: As required during engine overhaul.

P/N 75302 dowels are installed at the thru-stud bore preventing fretting at the main bearing
as a means of
web parting surfaces.Fretting slight
is caused by a parting surfaces of the main bearing
movement between the
webs and results in erosion of the contacting metal surfaces. An example of a fretted bearing web parting surface
and a repair procedure for this condition is contained in the latest edition of Service Instruction No. 1112.

While previous editions of this publication required the installation of P/N 75302 dowels during overhaul for
most Textron Lycoming piston engines, experience has shown that these dowels are not required on low com-

pression engines. Standard cylinder flange engines which require modification to include P/N 75302 dowels
can be identified by machined piston cooling nozzle ports, regardless of whether nozzles or plugs are installed.

(Refer to applicable Parts Catalog to determine the standard flange engine models with provisions for piston
cooling nozzles.)
GeneralAxiation Page 1 of 7
Manuiacturere Association
Service Instruction No. P~i23D
Body fit thru-studs are available in .001, .002, .005 and .010 inch oversize configurations for use on wide
cylinder flange engines. Consequently, wide cylinder flange crankcases do not require the installation of P/N
75302 dowels except as explained in the latest edition of Service Instruction No. 1290.

PM 75302 dowels are installed at all intermediate


bearing saddles on applicable four, six and eight cylinder
direct drive crankcases as well as the intermediate saddles on applicable VO-435, TVO-435, VO-540,
IVO-540 and TIVO-540 series engines. Applicable GO-480 series engines and all GSO-480, IGSO-480,
IGO-540 and IGSO-540 series engines require thru-stud dowel installation at all main bearing web locations.

Applicable crankcases that are not damaged by fretting can be modified to include the P/N 75302 dowel as

described in Part I of this instruction. In the event a PM 75302 dowel becomes loose in its bore or the bore be-
comes elongated due to improper assembly or disassembly of the crankcase a PM 75302-P10 oversize dowel
can be installed as described in Part II. Occasionally, oil may seep past a dowel and become evident as an oil

leak in the area ofa cylinder mounting pad. This condition can be prevented by installing P/N STD-2013 o-ring
seals around the dowels. This procedure is described in PART III of this instruction.

PART I. INSTALLATION OF P/N 75302 DOWEL AT THRU-STUD LOCATIONS

NOTE

The crankcase should be inspected and deemed otherwise serviceable prior to this or any other
major repair work being accomplished.
1. Asrequired, to allow installation of the special Textron Lycoming bushing plate, either P/N ST-123 or P/N
ST-270, remove thru-studs and positioning dowels from both crankcase halves. The dowels can be removed
with a 7/16-20 inch thread tap attached to a slide hammer type puller or any similar device that will pull the
dowels from the seats in the crankcase.

1 2. Secure one of the crankcase halves separately on the bed of a drill press and mount the applicable bushing
plate on the crankcase. Insure locating pins are properly installed. PM ST-123 bushing plate is for use with
STANDARD CYLINDER FLANGE ENGINES. PM ST-270 bushing plate is for use with WIDE CYL-
INDER FLANGE ENGINES.

3. Using the special drill PM ST-124, drill each applicable thru-stud bore. The PM ST-124 drill is specifical-
ly made to pilot in the guide bushing of the bushing plate and stop at the correct depth of 518 inch.
4. Install PM ST-156 stop collar on P/N ST-125 reamer and set it to allow the reamer to cut into the thru-stud
bore to a depth of 0.52 inch. Ream ail applicable thru-stud bores. Finished dimensions of the dowel recess
is .6250/.6255 inch diameter x .52 depth. This can be checked with gage PM ST-126 after the bushing plate
is removed.

5. Remove the bushing plate. Clean the thru-stud bore of all chips and shavings and using gage PM ST-126,
check the dowel recesses for correct sizing.
6. Remove the crankcase half and opposite crankcase half on the bed of the drill press. Mount the
secure the
special bushing plate on this half as described in step 2. Insure the bushing plate is inverted to maintain align-
ment of dowel holes and locating holes.

7. Repeat steps 3. thru 5. on this crankcase half.

8. Install P/N 75302 thru-stud dowels in the newly reamed holes using PM ST-332 drift. The sleeved portion
of the drift over the dowel prevents the dowel from being driven beyond the correct height of.500 inch.

9. Reinstall all anchored thru-studs and positioning dowels removed in step 1. Driven torque of all anchored
thru-studs is from 20 to 80 ft. Ibs. Install studs with oversized anchoring threads if required to obtain this
torque limit.

Page 2 of 7
ORIGINAL
A8 Received By service instruction No. 1123D

ATP
To TO
SEPARP~E DOWELED CRANKCASES I ASSEMBLE DOWELED CRANKCASES

’NIT*’L BOLrE ON T*~II T*aYETYOI

iiNO r*’U liUOS ON Tnl LITI ilDI II


1N lirP I TI~*TIN rlllMLI

’J
P*LS~ InNIT Tnrir T*I~UITUDI LS

C*nN~CISLS liar IPllsllrD XI~IMBLL BOiTl DYLII II~ TnaU ITUOS ON 801* I orI Oi TUr CIII´•NXCII(

Side of Crankcase Showing Instal- Step i. Right Side of Crankcase Showing Bolts
Step 1. Right
lation of Bolts on Half-inch Cylinder Studs Installed on Thru-Studs
arrihleu PLiiTrI aum sovi ano nrinc* w T* wainins nNo NUTI 00 ISSIMBLI s~iilIS OVIR Tyr BOLI~ ON BOT* ilI)r10( T*r C.INICIII..ND I~
NoT O*TIN rNOUan TO PRIES IIGI~INIT T*aU ITUoI "T Tn E TIMI T*-C* T*iM WII* W*I*IRI aND NUTS 00 NDr iuaN NUTS INOYC* TO pyli ON
T*r iTUOI iiT I*I ´•IIML

r*PU IrUOs

PLl(Tr

BOLT

wnrirn I NuT

w~mm

Step 2. Right Side of Crankcase Showing Step 2. Right Side of Crankcase Showing
Installation of Plate Plate Assembled Over Bolts
Pr r,l.,rs lar no*~rrra r*r plarri Will PRrsr ON T*s T*sU ITUYS 1NO TYaN T*i NUIIIN1N rYrN IrOYrNCr ON BOTn 111)1~ OT I*IClllhXCIIL mi
CIYIL T*L CIIIIN*CIII nl\LYrl TO SLPLIIIII T T*TLN NUTI iN LN IVLN if P(lrllURI mt NuT aN r*r pi*rr will T*r caaarcasr na~vtr
ON sOr* r oii Oi r*r caaN*casr uiunr r*r plaTlI rrIr slarrr nrM1IN wlI* Tnr csuaorn orcrS o~
TO r*r cIL Nora orcri aNo mt cnLNncnri *a~urr rrpan~rr T*l CaiiNl(Clls aNo mi cnaurcnsr *n~vrr aar PYLLIO T061T1ra rVINLI

LIIIMBLIPL*lr NYT INO WII*L" IN ilMr MINNts *I IYIININ~


UII WIIINC* rO IrlP
i*OWY NII(P1

Step 3. Left Side of Crankcase Showing Step 3. Side of Crankcase Showing Pressure
Right
Installation of Plate Plate Utilized to Pull Halves of Crankcase Together

Figure 1. Instructions for Use of Crankcase Tool, ST-122

Page 3 of 7
Service Instruction No. 1123D

10. Assembly and disassembly of standard cylinder fiange crankcase with anchored thru-studs and thru-stud
dowels is accomplished with special service tool P/N ST-122. See Figure 1 for instructions pertaining to the
use of P/N ST-122 tool. Wide cylinder flange crankcases that utilize drive thru body fit thru-studs and have

been modified to include the P/N 75302 thru-stud dowel are assembled as described in the applicable over-
haul manual except that the halves can only be brought together to the point where the dowels are in contact
with the opposite half. At this point, the thru-studs must be installed through both crankcase halves until they

appear approximately centered. P/N ST-222 hold down plates must be installed on all cylinder mounting pads
and secured in place with 1/2-20 inch nuts. To eliminate the possibility of elongating the dowel holes as the
crankcase is pulled together, the 1/2-20 inch nuts should be tightened evenly and in sequence across the entire
length of the crankcase.
CAUTION

STANDARD SIZE DRIVE THRU BODY FIT THRU-STUDS MUST BE USED IN ALL
THRU-STUD BORES THAT ARE FITTED WITH A P/N 75302 DOWEL. OVERSIZED
BODY FIT THRU-STUDS WILL NOT PASS THROUGH THE DOWEL.

11. To separate doweled crankcases with drive thru body fit thru-studs, the thru-studs must be removed from
the engine. Tool P/N ST-271 is used to body fit thru-studs. Remove the connecting rods from the
remove

crarikshaft and turn the crankcase on its side. If possible select a cylinder that is between the dowels and turn
the connecting rod crankpin down. Install tool P/N ST-389 as illustrated in Figure 4 of this instruction. Turn
the pusher screw of the tool in until it makes contact with the crankpin. Observe the separation of the crank-
case. If it does not separate evenly, move the separator to another cylinder and proceed as above. Failure to

maintain an even separation will loosen the dowels and elongate the dowel holes.

CAUTION

DO NOT USE O-RING SEALS DOWELED THRU-STUD LOCATIONS UNLESS PART


III OF THIS SERVICE INSTRUCTION HAS BEEN COMPLIED WITH.

12. Crankcases that have been modified to accept dowels as herein described should have been identified by
stamping the suffix "-4" to the part number. However, some early crankcases did not actually have part num-
bers on the top rearengine between the back-bone and mounting ear and therefore were not marked.
of the
Once a crankcase has been identified
as having dowels or once dowels are incorporated, the crankcase must

be identified by stamping or vibropeening the word "DOWEL" near the crankcase P/N on the top rear of the
engine (See Figure 4) using approximately 1/8 inch high letters. Additionally, using steel stamps with 1/8"
high letters, "DL" must be stamped on the cylinder mounting pad of the crankcase near the affected thru-stud
bore. Use a small abrasive stone to smooth off the raised edge of the stamped letters.

13. Make an entry in the engine log book specifying that P/N 75302 dowels have been installed.
PART II. INSTALLATION OF P/N 75302-P10 DOWELS AT THRU-STUD LOCATIONS

P/N 75302 dowels installed at thru-stud locations can become loose and allow oil to leak into the thru-stud
passage. This oil leakage will become evident in the area of the cylinder mounting pad of the crankcase. Leaks
of this nature are generally caused by uneven separation or assembly of the crankcase halves and can be con-
trolled by insuring that all dowels fit tightly in one half of the crankcase and that all dowel holes in the opposite
crankcase half are not oversized.

I
Loose dowels and oversized dowel holes can be
repaired by installing .010 oversized dowels as described in
the following steps. Also, the possibility of future oil leaks can be prevented by installing P/N STD-2013 o-ring
seals around the dowels. This procedure is explained in PART III of this instruction.
Page 4 of 7
Service Instruction No. 1123D

NOTE

PM 75302 dowels are available in eitherstandard:´•size i6260/.6265 diameter or .010 oversized


.6360/.6365 diameter.

Factory installation of these dowels includes either standard size dowels or .005 oversize .6360/.6365 diame-
ter dowels. The maximum dowel hole diameter for standard size dowels is 0.6255 inch. The maximum dowel
hole diameter for .005 oversize is 0.6305 inch. If dowel holes exceed these dimensions, P/N 75302-P10 (.010
oversize) dowels will have to be installed.

1. Place one crankcase half on a work surface and install P/N ST-327 bushing plate over the dowel holes.
Insert the correct size locating pin and clamp the plate securely in place.
2. Remove the locating pin from the hole to be reamed and using reamer PM ST-328-2, ream the dowel hole
.6350/.6355 inch diameter x .52 inch deep. Repeat this procedure on any remaining holes that require rework.

3. Prepare the other crankcase half as described in step 1. and ream the corresponding holes as required.
4. Clean the crankcase halves of all chips and shavings and using gage P/N ST-331, check all newly reamed
holes for depth and diameter. Maximum hole diameter is 0.6355 inch.

5. Using drift PM ST-332, install new dowels PM 75302-P10 in the newly reamed holes.

CAUTION

DO NOT USE O-RING SEALS ON THRU-STUD DOWELS UNLESS THE PROCEDURE


OUTLINED IN PART III IS COMPLETED.

Sm-20~3SEAL a 8TD-29I38EAL

I I I r 9
p I X Y ’iK x\ I I I C~

REF. 76502 DOWEL-" .055 REF. 71302 DOWEL


r .055
.048 .048
MACHINE THIS HALF SPACERS 75727, 78499, LW-10037,
LW-12898

MACHINE BOTH HALVES

Figure 2. Installation of O-Ring Seals Over Figure 3. Installation of O-Ring Seals Over
Dowels Dowels on Crankcases with Bearing Saddle Spacers

Page 5 of 7
Service Instruction No. 1123D

PART III. INSTALLATION OF P/N STD-2013 O-RING SEALS AT DOWELED THRU-SSUID


LOCATIONS

NOTE

The following procedure is not applicable to wide cylinder crankcases with drive thru body fit
thru-studs that have been modified to include P/N 72075 seals as described in the latest edition
of Service Instruction No. 1290.

1. Place the crankcase half that does not contain the P/N 75302 dowels on a suitable work surface.

2. Assemble P/N ST-323 counterbore, ST-324 pilot and ST-325 stop collar. Set the stop collar to allow the
counterbore to cut to a depth of.048/.055 inch.

3. Cut a recess in each applicable thru-stud bore. Refer to Figure 2 for finished dimensions of the recess.

4. Clean all chips and shavings from the crankcase and check recess for proper dimensions.

i o

db

ti.;’w \&a´•

(B
´•.´•.:~a IF~ ~B

;r

a,
B

Vibropeen or Stamp
the Word DOWEL Here

Figure 4. View Showing Service Tool ST-389 Separating Drive Thru Body Fit Thru-Stud Type Crankcase

Page 6 of 7
Service Instruction No. 1123D

NOTE

Crankcases that have been modified to include spacers as described in the latest edition of Ser-
require a recess in each crankcase half and the installation of two
vice Instruction No. 1112 will
o-ring seals. Refer to Figure 3 for an example.
PARTS DATA:

OTY. PART NO. DESCRIPTION

AR STD-557 Dowel, Crankcase positioning


AR 75302 Dowel, Crankcase thru-stud
AR 75302-P10 Dowel, Crankcase thru-stud (.010 o/s on O.D.)
AR STD-2013 O-Ring Seal

SPECIAL TOOLS:

OTY. PART NO. DESCRIPTION

1 ST-122 Plates (assemble and separate STANDARD cylinder flange crankcases)


1 ST-123 Bushing Plate (drill dowel holes in STANDARD cylinder flange crankcases)
1 ST-~24 Drill (.620 diameter dowel holes in crankcase)
1 ST-125 Reamer (.6252 diameter for standard size dowel holes)
1 ST-156 Stop Collar (used with ST-125)
1 ST-270 Bushing Plate (drill dowel holes in WIDE cylinder flange crankcases)
ST-323 Counterbore (.81 diameter oil seal recess in crankcase)
1 ST-324 Pilot (used with ST-323)
1 ST-325 Stop Collar (used with ST-323)
1 ST-327 Bushing Plate (ream o/s dowel hole used with ST-328-2)
1 ST-328-2 Reamer (.6350 diameter for .010 o/s dowels)
1 ST-331 Gage (check .010 o/s dowel holes)
1 ST-332 Drift (install thru-stud dowels)
1 ST-389 Separator (WIDE cylinder flange crankcases)
1 ST-126 Gage (check standard dowel holes)
1 ST-271 Puller, Crankcase Thru-Stud
AR ST-222 Plate, Torque Hold-Down

NOTE: Revision "D" revises text.

Page 7 of 7
I SERVICE
Wllliamsport Plant
Textron LycominglSubsidiary qfTextron
652 Oliver Street
Wil!iamsport, PA 17701 U.S.A.
Inc.
INSTRUCTION

DATE: July 18, 1990 Service Instruction No. 1125B


(Supersedes Service Instruction No. 1125A)
Engineering Aspects are
FAA Approved

SUBJECT: Alternate Crankcase Parting Surface Sealants

MODELS AFFECTED: All Textron Lycoming Opposed Cylinder Engines.

TIME OF COMPLIANCE: During engine assembly.

The use POB" sealant and silk thread has been used generally for sealing finished parting surfaces that
of
do not employ gaskets. This practice has always been satisfactory when correctly applied. However, we have
tested and approved General Electric Company’s RTV-102 and LOCTITE-515 as alternate sealants which may
be used at field service overhaul facilities where trouble may have been experienced in applying POB and silk
thread. See Figure 1 for proper application of POB and silk thread or Figure 2 for application of RTV-102 or
LOCTITE-515 sealants.

Sealing of c~-dnkcase parting surfaces with POB sealant and "00" silk thread is as follows:

POB sealant, a non-hardening compound, is to be applied only to one half of the crankcase. On the
outside mating surfaces, as shown in Figure 1, apply a thin film of POB sealant. No build-up is per-
missible. Visibly, where sealant is applied, it should produce only a wet appearance on the machined
surface. Note that this sealant is u:;ccl primarily to hold the silk thread in place. Be certain to wipe
clean ail inne:r zi]gcs of arly excess sealant. A!sct, ilsceri:~lin illat no scaiarll has con;e in conl~i.!
the bolt holes or arly surf~ct;s other th4n the shadt:d;~rens ghc,wn in E’i~r:i-e i.

s Rftt´•r sealant is properly applied, run lengths of "00" silk thread on the lus;de uf the bolt holes
touching together alld press firmly into sealant to keep thread in place.

Sealing of crankcase parting surfaces with RTV-102 or LOCTITE-515 sealant is as follows:

RTV-108 LOCTITE-515 is to be applied only to one half of the crankcase. On the outside mating
or

surfaces, shown in Figure 2, apply a thin film of sealant. No build-up is permissible for this applica-
as

tion. Visibly, where sealant is applied, it should produce only a wet appearance on the machined sur-
face. Be certain to wipe clean all inner edpIes of any excess sealant. Also, ascertain that no sealant
has come in contact with bolt holes or any surface other than the shaded areas shown in Figure 2.

NOTE: Silk thread is not required when RTV-108 or LOCTITE-515 is used.

Pa~elofZ
Marmfactuers Association
Service Instruction No. 1125B

’’POB No. 4 Perfect Seal-" sealing compound is available from POB Manufacturing Compaml, Inc., Cincin-
nati, Ohio. Am commercial grade of No. "00’.’ silk thread is satisfactory for use with POB.

O C O O

2:i
O
O
NOTE

INSURE THAT THE AREA ABOVE


CAMSHAFT IS FREE OF SEALANT.

O O O
o O

Figure 1. Sealing Area For POB Sealant And "00" Silk Thread

01 Ko~ Ko~ lo
o

j
Figure 2. Sealing Area For RTV-102 And LOCTITE-515

IITV-102 is available from: LOCTITE-515 is available from:

General Electric Co. LOCTITE Corporation


Silicone Products Division 705 N. Mountain Rd.
Waterford,NY 12188 Newington, CrT 06111

NOTE: Revision "B" revises text and views for Figures 1 and 2.

11770, 12470, 20987 These numbers for Textron Lycoming reference only.

Page 2 of 2
~CB wn oivlslo pa
\S~ILLIAMSPORT, PA. 17701

iLi
Service Instruction No. 1126
DATE: February 19, 1965
Approved by FAA

SUBJECT: Scintilla Division Service Bulletin No. 503

MODELS AFFECTED: All Lycoming opposed series aircraft engines

TIME OF COMPLIANCE: At any time magneto is reinstalled on engine

is removed.
Seizure of the magneto drive coupling can result in damage tothe magneto shaft when the coupling
This can be prevented by lubrication during assembly as described in the Scintilla Service Bulletin reprinted
herewith; compliance with the lubrication methods described is recommended.

´•i´•i´•~-´• 1 ‘ii~
NO. 503

Printed january 19(15


Page 1 oil page

b AIRCRAFT

SUBJECT: "S" S~rics Magn~tos.


I Lubrication of Tapered Drive Shaft on

REASON FOR BULLETIN: To recommend lubrication of tlic tapered section of "S" series

ma~ncto drive sha[ts. ExpcriRncr has rcvcalcrl that tile shall may
be damaged due to diificulty in removing the drive mcnibcr.
of the drive
Compliance with this bulletin will prevent st:izure

member, thereby facilitating its reriioval.

EQUIPMENT AFFECTED: Ail"s" series majinilos.

Maintenance (Spare) Parts Affected: Weight Change


Nonu. None.

Compliance *ManuIacturt:d by Gojur Inc.,Akron Ohio.

Al every installation of drive member.

Detailed Instructions
i. Apply a light coaling of GO-JO NO
LOI<-72 Con?pound~r to the Laporcd section
of the magneto drive shalt. (Sce figure I.)
LUBRICITE
2. Installdrive gear onto siiaft immediately
after applying compound.

3, Wipe excess compound from shaft.

Parts Required Per Article

None.

Special Tools Required:


None.

4~AGa hs~b ns
Man Hours Required;
aeplie’b’´•. PiX~’. I

PECtlVtU BY i~i;rP
SERVICE
652 Oliver Street
Williamsport,
570/3236181
PA 17701 U.S.A.
INSTRUCTION

DATE: May 18, 2000 Service Instruction No. 1129B


(Supersedes Service Instruction No. 1 129A)
Engineering Aspects are
FAA Approved

SUBJECT: Methods of Checking DC Alternator and Generator Belt Tension

MODELS AFFECTED: All Textron Lycoming direct drive engines.

TIME OF COMPLIANCE: During periodic maintenance inspection of the engine and at anytime the
I alternator
or generator belt is replaced.

If properly installed, tensioned and checked periodically, the DC alternator or generator drive belt will
give very satisfactory service. However, an improperly tensioned belt will wear rapidly and may slip and
reduce electrical energy output. Consequently, a belt should be checked for proper tension at the time it is
installed, again after 25 hours operation and each 100 hours thereafter.

There are satisfactory methods of checking belt tension; however, the first method described will be
three
found preferable by most maintenance personnel because it is technically simple, and requires little time for
accomplishment.

i. Torque Method: This method of checking belt tension consists of measuring the torque required to

slip the belt at the small pulley and is accomplished as follows:

I a. Secure the propeller to prevent rotation of the engine.

b. Apply a torque indicating wrench to the nut that attaches the pulley to the generator or alternator
and turn it in a clockwise direction. Observe the torque shown on the wrench at the instant the
pulley slips.

c. Check torque indicated in step a. with torque specified in the following chart. Adjust belt tension
accordingly.

Width of Belt Condition Torque Indicated at Generator or Alternator Pulley

3/8 inch New 11 to 13 ft. Ibs.


3/8 inch Used 7 to 9 ft. Ibs.
1/2 inch New 13 to 15 ft. Ibs.
1/2 inch Used 9 to 11 ft. Ibs.

I Ilmm
Ilmm
New
Used
22 to 24 ft. Ibs.
15 to 17 ft. Ibs.

Page 1 of2

~3 CbUKHclatkn O 2000 by Textron Lycominll "All Righll ReKlved"


Service Instruction No. 1 129B

NOTE

that takes
The higher tension specified for a new belt is to compensate for the initial stretch
be applied to belts
place as soon as it is operated. These higher tension values should not
which have been used previously. Although the specified torque values for DC alternators
and generators are the same, the tension for alternator belts should be slightly higher than the
tension applied to the DC generator belts. Also, Chrysler alternators do not have a nut on the
shaft and therefore cannot be checked by this method.

2. Deflection Method: Belt tension may be checked by measuring the amount of deflection caused by a

predetermined amount of tension; this is accomplished in the following manner:

Attach the hook of a small spring-scale to the belt at the approximate mid-point between the ring
a.

gear support and the alternator or generator.

b. Pull on the scale until a reading of 14 pounds is obtained. (10 pounds for used belts.)

Measure the distance the belt has moved with the 10 or 14 pound load applied. The distance
c.

(deflection) should be 5/1~ inch. If less than 5/16 inch, belt is too tight.

3. Belt Tension Gage: A belt tension gage that measures belt tension by indicating the amount of
deflection of the belt under a preset spring load is available as Textron Lycoming tool number ST-

13 1. This tool and its method of use is described in Service Letter No. L160.

NOTE: Revision "B" adds torque for 1 Imm belt.

Page 2 of2
In
I
ur~l on
YCO BIJIING DIVISIQ NI
\NILLIAMSPORT, PA. 17701

(L,
DATE: June 4, 1965 Service Instruction No. 1130
Approved by FAA

SUBJECT: Marking or Identifying Crankshaft Counterweights and Crankshafts

MODELS AFFECTED: All Lycoming opposed series aircraft en6ines.

TIME OF COMPLIANCE: During ellgine overhaul.

COUNTERWEIGHTS Several examples have been structural damage to the counterweight, must be
found of counterweights marked for identification at strictly avoided.
overhaul facilities by methods that are lalown to cause
failure of counterweights. These methods of marking The only method for marking crankshaft counter-
include metalstamping, "electro-etch" and to a lesser weights that is currently approved is vibro-peelling;
extent, "acid-etch".* The electro-etch (electric are that is, shallow marks produced by a hand 6ruidcd,
scribe) marks the part by the action of an electric are rapidly vibrating tool. The marks are Ilot to exceed
between the surface and an electrode which acts as a 0. 006 i~ich in depth. ki addition? marks must not be
scribe; acid-etch produces a mark on the part by the made on any bearing surface or nearer than 0.031 inch
action of a strong acid. Allthree methods damage the to ally corner fillet or edge.
surface structure of the metal and produce areas that
are susceptible to cracks. Consequently, the use of CRANI(SHAFTS Except for pencil, crayoii, or dye,
these methods, or any other method that can cause marking on the crankshaft is not permitted.

(r
IDENTIFICATION FOR"B"SIZE BORE
VIBRO-PEENED AT THESE LOCATIONS.

r,

r------

WARNING:DO NOT PART NO. VIBRO-PEENED


VIBRO-PEEN ON ANY BEARING AT THIS LOCATION.
SURF~ACE NOR ON ANY AREA
CLOSER THAN 0.031 IN. TO ANY
CORNER FILLET aR EDGE.

Counterweight Showing Location of Vibro-Peened Identification Marks

During manufacture, crankshafts as well as other engine parts, are marked by acid etching; however, this

practice is coIifined to specific areas and is done under controlled conditions.


In~-trc4ction

,:-b4?diL L~ C O ~n I Fu G
\NILLIAMSPORT, PA. 17701
r,l vl s I o

iLi
DATE: February 2, 1968 Service Instruction No. 1132A
(Supersedes Service Instruction No. 1132)
Engineering Aspects are
FAA (DEER) Approved

SUBTECT: Magneto Drop-off

MODELS AFFECTED: All Avco Lycoming Opposed Series Aircraft Engines

TIME OF COMPLIANCE: During Pre- Flight Inspection

Preflight inspection of the aircraft invariably in- 2. If the aircraft is equipped with a controllable
eludes a magneto drop-elf check to determine the op- pitch propeller, set blade angle at minimum.
erating condition of the ignition system. This test is 3. Set throttle to 50 to 65To
produce rated power as
accomplishedby switching from both to either the right indicated the manifold pressure gage.
by
or left magneto and noting any appreciable variance or

loss in RPM. Excessive loss, or variance in loss of 4. Turn magneto switch from "BOTH" to "LEFT"
RPM warns the pilot of some defective part in the igni- and note drop in engine RPM. Return the magneto
tion system, usually a spark plug or a magneto. switch to "BOTH" position.

Limits for magneto drop-off (loss in engine speed NOTE


when magnetos are switch from "BOTH" to either
"RIGHT" or "LEFT") is indicated in most Avco Ly- Operation on one magneto should not cs-
coming Dubli cations in terms of maximum permissible ceed 10 seconds.
drop in RPM from a STATED ENGINE SPEED.
5. Turn ma6neto switch from "BOTH’’ to "RIGIIT"

This method is for most normal


position and again note drop in engine RPM.
satisfactory con-

ditions but does not


permit any latitude in unusual cir-
cumstances of temperature, hu~nidity and engine wear.
6. Drop in RPM (Inxgneto drop- off) must not cscecd
200 RPM for helicopter engines and 175 RPM for all
Therefore, a method of checking magneto drop-off,
other models. Also, the difference in drop-elf be-
based on engine manifold pressure, will be found satis-
tween both I~agnetos should not esceed 50 RPh´•I.
factory under more diverse environmental conditions
than the method based engine speed
on alone. Conse- 7. In the event magneto drop-elf persistently es-
quently, following proceciure is recomniencled for
the ceeds mnsimum perlnissiblc, an inspection of the
all Avco Lycoming opposed series aircraft, engines and engine shou Id be carried out to deter mine the cause.
will be adapted in all new editions o f ope rate rs manu als. Common causes for excessive
ninjincto drop-oil
include incorrect grade of fuel; fou led or incor rcctly
1. Warm up the aircraft in accordance with mnnu- gapped spark plugs, incorrect timed magnetos; in-
facturers instructions. correct fuel/air ratio.

MAGNETO CHECK BY POWER REFERENCE:

Ma,v. Drol,-Off
All geared and direct drive engines. *175 RPM
All helicopter engines 200 RPh´•I

MACN ETO eII Ec K I3Y-I~NGIN E SP E ED

Engine Speed Mns. Drop-Off


All geared and direct drive engines (2000-2100 RPM) 175 RPI\-I
All helicopter engines (Rated RPM) 200 RPhl

Operators ll7anuals for 0-290-D2 engines specify 100 RPM masimum n~agncto drop-elf when the engine is
properly timed at 18 degrees spark advance. Since 100 RPM drop-elf is soinetimes difficult to obtain at this
critical spark setting it is recommended that spark plug gaps be maintained nt.025 inch for best results.
175 RPM maximum ma6neto drop-off is permissible.

NOTE: Revision "A" increases permissible magneto drop-off to 175 RPM for geared and direct drive engines.
V C O I"bJI I Go I vl s I o N
VVILLIAMSPORT, PA. 17701

DATE: June 25, 1965 Service Instruction No. 1133


Approved by FAA

SUBJECT: Timing Procedure for S-700 Series Magnetos

MODELS AFFECTED: Lycoming 10-720 Series Aircraft Engines

TIME OF COMPLIANCE: At any time the magneto is timed to the engine, when
or magneto timing is checked
during periodic engine maintenance.

The magnetic force in the 5-700 series magnetos 2. Turn the crankshaft to set No. 1 cylinder at the
tends to act in the direction in which the rotor is turned 20" advance timing mark.
during thetiming operation. This causes the backlash
in the magneto drive gears to accumulate in the same 3. Loosen the magneto mounting clamps sufficiently
direction. Consequently, as the magneto is beingtimed, to hold the in
magneto position and yet permit it to
the backlash can be overlooked and result in a timing be rotated.
error as much as 6 to 8 degrees. To eliminate this
possibility, the following timing procedure is recom- 4. Connect a timing light to the switchwire (shietded
mended: capacitor wire) and to a good ground.

A. PROCEDURE FOR MAGNETOS INSTALLED ON 5. Insert small screwdriver


a through´•the "T"
ENGINES marked opeIlinbr and engage the painted rotor timing
groove. (The painted lines on the distributor block
i. Remove the screw, lockwasher and dust shield and finger will be found in approximate alignmeiit.
from the opening marked "T" on the side of the With a lightforce depress the screwdriver, moving
magneto. Then, with a box-wrench, remove the the rotor in a counterclockwise direction, as viewed
breather. See figure i. from the rear, sufficiently to remove any backlash
while at the same time, rotate the magneto back
NOTE and forth in both directiolls untilthe breaker points
just bebil~ to open, as indicated by the timing light.
If the "T" marked opening is not conven-

iently located, or if it is obstructed by NOTE


accessories, controls, or lines, it will be If inaccessability to the "T" marked hole
necessary to remove the distributor cap prevents it froni being used for holdiiig out
and holdthe rotor as describedin the note
backlash, the Ina6~icto distributor block
following step 5. must be removed aiid the nlngneto rotor
utilized for this purpose. This is accom-

plished as follows:

a. Disconnect the switch, coil and retard leads


PAINTED LINE ON DISTRIBUTOR BLOCK
from their sockets in tile cable outlet plate.

b. Re move the four screws that attnc h the i5´•nition


harness to the magneto.

o I i c. Remove the switch, coil and retard leads from


their terminals in the distributor block.

T (((jg~ o)) I I d. Loosen the two setscrews mounted radially


in the rear flaiige of the mngncto and carefully
remove the distributor block from the Inagllcto..

e. Reach into the magneto aiid grasp the rotor.


PAINTED LINE ON DISTRIBUTOR FINGER
Note that when the rotor is turned countcrclock-
wise to the point of breaker opening it will spring
forward in a clockwise direction if it is released, i:
therefore it must be held in the counterclockwise
Figure i. Location of Painted Lines as Seen Thru position while the magneto is related back and
"T" Opening forth until the breaker points begin to open.

Page 1 of 2
June 25, 1965 Service Instruction No. i133

6. Tighten the Inagncto niounting clamps aiid replace 2. Ali617 the timing mark on the drive plate with
the breather plug, shieldl lockwasher anti screw in the indent on the housing. See figure 2.
the "T" opening, or if the distributor block was

removed:
3. Hold the ma6´•neto in this position and assemble
iton the en5ine and tighten the
mounting clamps
a. Connect the capacitor, coil and retard lexds
to their tel´•minais in the distributor block and
sufficiently to hold the magneto in position and yet
permit it to be rotated.
position the distributor block carefully in place
in the mai~leto. I3e sure the coil and retard leads
are not pinched between the block and the housing. 4. Proceed as directed in "A" above, omitting
step 3.
b. Tighten the two setscrews that secure the
block in the

ALIGN TIMING MARK ON DRIVE PLATE WITH


c. Secure the harness to the magneto with four
setscrews. Be sure the coil and retard leads are INDENT ON HOUSING:
not pinched between the ma~neto and the cable
outlet plate.

d. Replace switch, coil and retard leads.

NOTE

When this has beenaccomplis hed the engine


isproperly timed. If a recheck is required,
or at anytitne magneto timing is checked,

it is necessary to hold out the backlash


from the gears as described in step 5 and
the accompanying note, while a second
person turns crai~kshaft through 20 degrees
tofiring position of No. 1 cylinder.

B. PROCEDURE FOR MAGNETOS REMOVED FROM


ENGINES

1 Turn the La set No. 1 cylinder at the Figure 2. Alignment of Drive Plate and Housing
20 degrees advance timing mark. Timing Marks

Page 2 of 2
Ins-truction
LY C O nn I N E D I v is I o N
VVILLIAMSPORT, PA. ’17701

ILi
DATE: April 12, 1968 Service Instruction No. 1135A
(Supersedes Service Bulletin No. 270
and Service Instruction No. 1135)
Engineering Aspects are

FAA @EER) Approved


SUBJECT: Cylinder Head Inspection, Repair and Modlllcatlon

MODELS AFFECTED: All Avco Lycoming opposed series aircraft engines

TIME OF COMPLIANCE: During overhaul, or at any time a cylinder is inspected prior to reuse

The
possibility of cracks in the cylinde r he ads makes
careful inspection an essential operation prior to reuse
of any cylinder assembly. After removal of paint and
thorough cleaning, the inspection procedure is best
accomplished with the aid of a fluorescent penetrant.
The fluorescent penetrant process employed should
conform with Specification AMS 2645 or MIL-1-6866,
Type I.

On cylinders employedin geared high compression


six cylinder engines and supercharged engines, cracks
may be found in the area between the 13th and 20th
cylinder fins (counting from top of cylinder) on the
exhaust port side of the cylinder, particularly between
the 17th and 18th and 19th fins half way between the
exhaust port and the casting parting line (figure 1).
Cracks in this may be very difficult to see because
area

of the rough casting surface at root of the fins. Another


criticalarea is that around the lower spark plug gasket
counterbore (figure 2). Cracks in these areas can pro-
gress to the point where a cylinder may fail completely.
Any cracks in these areas, regardless of length of
depth, are cause for rejection of the cylinder.

Cracks that originate in the cylinder dome area may Figure 1. Cylinder with Fin Cut Away to Show Crack
be evaluated as follows: in Cylinder Head

Location of crack:

Spark plug hole threads not acceptable

Valve seat- counterbore´• I not acceptable

Spark plug hole fillet radius tin direction of valve seat


see figure 3) not acceptable

Spark plug hole fillet radius tin direction away from valve
seat see figure 3):

a. Parallel valve cylinder acceptable up to 1. 75 in, dia.

b. Angle valve cylinder with short reach plugs acceptable up to 1. 50 in. dia.

c. Angle valve cylinder with long reach plugs acceptable up to 1. 75 in, dia.

Page 1 of 2
Service Instruction No. 1135A

EDGE OF SPARK PLUG HOLE AFTER


REWORK, BLEND RADIUS(APPROX.I/B
ACL AROUND EDGE OF SRRK PLUG HOLES.

6
(I?
1111~

e:´•:
c

o~ c,

a~ :Q

EDGE OF SPARK PLUG HOLE BEFORE REWORK


CRACKS CAN ORIGINATE AT THESE AREAS
NEAREST EXHAUST VALVE PORT.

Figure Interior View of Cylinder Showing


Figure 2. Cylinder with Crack Extending into Spark Appearance of Spark Plug Hole Before and After
Plug Counterbore Grinding

After inspection, each acceptable cylinder should in the radius on the edge of the spark plug holes to
be examined to determine if a radius (see figure 4) is approximately 1/8 inch, Its surface should be smooth’
provided at the edge of the sparkplug hole; if the radius and as uniform as possible, particularly that portion
is not found, acceptable cylinders should be reworked of the radius nearest the exhaust valve port. Possible
by increasing the radius around the edge of the spark damage to the spark plug threads canbe eliminated by
plug hole as shown in figure 4 to reduce the possibility covering them before grinding the cylinder head.
of developing cracks. This can be accomplished by
means of a small, hand held, power burring tool and NOTE
finished with 400 grit emery cloth. See figure 5. Blend
Nearly all cylinder assemblies installed
after June 1964 have a large radius at the

edge of the spark plug holes anddo not re-


quire further modification as described
above

OISC C~N BE OBTP.IHED


FROM:
FIELD *BRISIVE YFO. CO.,INC.
IJ03 STINLEI P~VE.
DP.YTON 4. OHIO

CRACKS IN THE AREA OF SPARK


PLUG HOLES ARE ACCEPTABLE
ONLY IN SHADED AREAS

OVERL~PPINO P~BRIZSIVE
DIED I´•I/Z IN. DIA. -ORIT
MOUNTED OH 1/4 IN. ROD

Z Oe,~:.’S:

;ti

Figure 3. Inside View of Cylinder Head Showing Area


Around Spark Plug Holes Where Cracks are Figure 5. Using Haltd Held Power Tooling for
Permissible I~zcreasing Radius of Spark Plug Hole

NOTE: Revision "A" combines Service Instruction No. 1135A and Service Bulletin No. 270; adds inspection pro-
cedure and limitations for acceptance; and adds procurement reference to figure 5.
I VCOIVIING DIVISIO~
WILLIAMSPORT, PENNSYLVANIA 17701

~Li
L-~
DATE: April20, 1973 Service Instruction No. 1138B
(Supersedes 1138A)
Service Instruction No.
Engineering Aspects are
FAA (DEER) Approved

SUBJECT: Replacement Connecting Rods for 10-720 Series Engines

MODELS AFFECTED: AllIO-720-A1A, -A1B, -B1A, -B1B and -C1B Engines.

TIME OF COMPLIANCE: At overhaul.

The 75059 specifiedin the previous


connecting rod
revision of this bulletin (1138A)
is no longer recom-
mended; the phosphate coating used on this rod has PRESS FIRMLY BOTH UPWARD AND
been discontinued. Instead, a new tongue and grooved INWARD TO LOCATE TOOL ON ROD.

rod (LW10646-S) without the phosphate coating and


usedwith a plain-backedbearing is now recommended
----a--~,_
for replacement on engines. The same stretch-
these
type connecting rod attaching bolts, 75060 are used
with the new rod. Replacement should be made only
in complete sets.
The rod bolts are tightened to a stretched length of E: IN THIS
2. 255/2. 256 inches; whichis checked withthe special INST~INCE,W\GE iY~S
SET IWITH KPSTERIPT
assembly tool No. 64945. Tightening the bolt with 38 22551N IND!CP~TlhlG THE
foot pounds torque will stretch the bolt to almost its STRETCHED LENG7H OF

correct length. Slight, additional tightening will be 1C~ IHE BOLT IS N5W 225:9 Ihi.

necessary to stretch the bolt to its specified length.


Bolts stretched beyond 2. 25 6 inches must be discarded.
Unles s the stretch gage, ToolNo. 64945, is properly
Measuring Connecting Rod Bolt Length with
applied, difficutly can be encountered in reading the Stretch Gage No. 64945
indicator. Set the indicator so that no more than one
revolution of the hand on the dial occurs when the set- PARTS REQUIRED FOR REPLACEMENT:
master is inserted or removed from the frame. Each
time the gage is applied to the bolt, make certain pres-
One set of Connecting Rods for these engines con-
sure is used as shown in the illustration.
sist of:
CAUTION

On some engines, the increased size of the (8) LW10646-S Connecting Rod
rod may cause interference between the (16) 74309 Bearing
rod and the crankcases. Therefore, after (16) 75060 Bolt
crankcase is assembled, check clearance (16) *74646 Nut
between rod and crankcase by rotating the
crankshaft and measuring any close clear- SPECIAL TOOI~j:
ances 0. 030 inch feeler gage; each
with a

rod must be supportedin its normal oper- 64945 Gage Stretch Bolt Length
ating position while this check is made. (Suitable for 2-1/8 and2-1/4 in. b~lts)
Grind material from the crankcase as re-

quired to provide 0.030 inch minimum CAUTION


clearance; but do Ilot grind crankcase at
any area to produce clearance greater than
0. 060 illch. Polish the ground area to re- Engines inwhich the new LW10646-S rods
are installed are subject to the same over-
move any sharp corner that could become
an area of stress concentration. Be sure speed limitations as stated in Service In-
all traces of nletal particles and gl´•inding struction No. 1023D.
materials are removed before the engirte
is assembled.

74646 nut is replaced by LW1218G nut; see Service Instruction No. 11OGD.

NOTE: Revision "B" to Service h~struction No. 1138A changes rod and bearing part number andprices; I´•clnoves
crimping requirement of nuts; removes toolprices; clarifies illustration. Revised first and sccoltd para-
graphs.
Membcro(GAMA

8 Cenernl Aviation
Mal~u(acturers Association
Page 1 of 1
~evvice I I-~ st v u ctio rc~

YCOMlfWG C3IVISION
VVILLIAMSPORT, PA, 17701
I
cu
DATE: March 11, 1966 Service Instruction No. 1139
Approved by FAA

SUBJECT: Scintilla Division Service Bulletins 510 and 511

MODE LS A FFECTED: All Avco Lycoming opposed series aircraft engines

TIME OF COMPLIANCE: As required by specific Scintilla publication.

The subject Scintilla Division publications are reprinted herewith in their


entirety. Since they pertain to items of product improvement as well as corrective
nlaintenance, we recommend compliance on all applicable Avco Lycoming powered
aircraft.

13258 This number for Avco Lycoming reference only.

Pag-e 1 of 3
Service Instruction No. ´•1139

Sclntllla Division SERVICE


Ila*r* hT*IYXL I)~1(I
tll)PI1(111
BULLETIN N0,510
Printed August 1965
Page 1 of L pages

AIRCRAFT

SUBJECT: Inspection and Replacement of 10-357060 and 10-357060A Distri-


butor Gears in 5-600 Series Magnetos.

REASON FOR BULLETIN: ro advise inspecl 10-357060 and 10-357060A distributor


users to

Bears at operating period and to rccoinincnd that


each 100 hour
these gears be replaced with tile 10-357060 B gear at the next
overhaul period or before, if inspection sliows it necessary. In-
corporation of 10-357060 B gears will oliniinate the 100 hour in-
spection periods.

EQUIPMENT AFFECTED: I s-6oo Series Magnetos.

Maintenance (Spare) Par~r Affected:


10-357060 and 10-357060A Distributor
Gears.

Compliance:
Insp L‘ctioll At each 100 Ilour period, f
Replacement
necessary.
At next ovcrliaul or before if *d’
Detailed InJlructions: ~i
At each 100 hour operating period, check a.,
S-600 series Inagneros containing 10-357060
and 1 0- 35 7 06 OA di;;tr ibutor ge ar s for exce s

give end play of the distributor gear shalt.


To make the check, rernovr: tile inspection
window plug front top of magneto and the four
screws securing the cable outlet plate to
breaker end of magneto. Figure I

The pr e s su r e exerted by tile six carbon tained in the overhaullnanual. Replace the
brush springs in distributor block norinally 10-357060 or 10-357060A gear with the
holds tile distributor gear as far towards
10~ 357060B gear and reassemble the
drive end of mayneto it will go. identified
Inagneto, 10-3570608 gear s can be
as

by the letter B, stamped after the part


Check to assure position by in-
it is in this the gears.
number on
scrting an ice crcain shaped
stick or similar
wooden object through inspection window and S-b00 series magnetos incorporating the
pushing on distributor gear.
10- 357060B distributor gear shall be identi-
fled by eramping the letter Mafter the aerial
Secure an Ideale dial indicator or equivalent
number on the identification plate,
to the magneto as shown in figure i, Adjust
indicator so it rests against center shaft of be made after each
distributor gear, and so the dial of indicator
A log book entry should
inspection period or when a gear is re-
reads "zero." De sure leads secured to

distributor block will nor interfere witli placed,


indicator reading.

Position the ice cream slick through in-


spcction window aiid push distributor gear
Part~ Required Per Article:
towards: breaker end of Inagneto. Pressure 10-3570608 Distributor Gear
One per
sufficient to ovrrcoine the force of the six
Magnate.
carbon brusli springs must be applied. ’I’he
dial indicator sliould iiot read more than Special Tools Required:
0.005 incli. Gear s successfully Ineeting Ideal* Dial Indicator or eo,uivalent,
check are acceptable for another 100 hour
period. Gears with end
play in excess of ’Man Hour, Required:
0. 005 inch shallbe replaced. Negligible
At the Ilcxt over haul period or any time Weight Change:
10-357060 or IO-3570bOA distributor gears
Not applicable,
require 1´• e i, I rn e n t,
a c e disasst?niblt´• t II e
may ncto in ace ordance witii instructions con-

*Ideal Tool Co., Rochester, New York,


*Ide al Tool C o., Rochester, New York,

OR1GE NAL A´•


RECEIVED BY APP
Page 2 of 3
Service Instruction No, 1139

Scintilla Division
6111NL1 hlW~LIHIII.IH-IU
SERVICE
BULLETIN
NO. 511
Printed Se pte rnber 1965
Page 1 of 1 page

AIRCRAFT
SUBJECT: N,, oe sip, Replaceable Electrode for S700 Series Magnetos.

REASON FOR BULLETIN: service experiencehas revealed an occasional problem on 8 cy-


linder aircraft engines employing the S700 series ignition system
due to hard starting and engine kickback. To eliminate this prob-
lemn it is recommended a new design replaceable electrode be
installed on the distributor finger.

EQUIPMENT AFFECTED: S8LN-701 Magneto P/N 10-171335-1.


StJLN-705 Magneto P/N 10-171340-1.
Mointenonce (Spare) Porls Affected: 2~ Upon installation
of the improved
P/N 10-171341 Electrode. electrode iris imperative that the mag-
neto be inturnally timed in accordance
Compliance: with applicable Overhaul Instructions,
Next 100 hour inspection ~,criod or Form L-565, the tnain
sooner except contact
at u scrl s discrc~ion. a s s e m b ly clearance In u s t be set to
o. 016 +0. 001 -0. 002.
Detailed Instructions:
i. Dc sign of the distri~uror finger replace- 3. Compliarice w it h t h i s bulletin should
able electrode for P/N 10-171335-1 be indicatctl the
on nia~neto name
and P/N 1 0 -17 1 340- 1 magnetos Iia s been plate, St a m p o u t a n y iduntification
changed to provide ii-riproved perform- that may be in the change block and
ance by elirninating any possibility of stamp "B1" in its place.
cr o s s- firing between adj acent elects ode s

of the distributor block during the start Note


cycle. The new electrode, P/N 10-
377006, Iias considerably more material The ref e r ence timing mark (white
on the trailing edge than the original line) on the distributor finger is in-
elects ode P/N 10- 1 7 1 341 (See Figure 1 dexed to i
a m a n c ont a c t assembly
These electrodes are physically inter- clearance of 0, 019. Adjustment to a
changeable and installation is accom- 0.016 clearance as specified in this
plished in the same manner by securing bulletin may r e s ult in slight mis-
to the distributor finger with a self alignment of this mark with the white
tapping screw. ti2ning line on the distributor block.
Some misalignment of these marks
should be considered normal and not
an indication of improper internal
timing of the magneto. The marks
are only intended to correlate the
magneto to No. 1 cylinder on the
engine.
Parts Required Per Article:
1 each 10-377006 electrode pc~r magneto.

Special Tools Required:


None.
OID NEW
ELECTRQDE ELECTRODE Man Hours Required:
10-171341 10-377006 Approximately 1 hr. per system.

Weight Change:
Figure 1 Negligible.

8 FB B G ~IA L As
PaFe 3 of 3
RECEIYED BY 6\TP
YCO na I aa Ivlslo Fu
VVILLIAMSPORT, PA. 17701

--c*I---- ----------Jr -r
_ ,1

?Lj
1967 Service Instruction No. 1141
DATE: October 20,
Approved by FAA

SUBJECT: Replacement of Worn Starter Ring Gears

MODELS AFFECTED: All Avco Lycoming direct drive engines

TIME OF COMPLZANCE: Whenever starter ring gear replacement is necessary

T his se rvice ins truction des c ribe s a fie Id procedure operation. Ring gear will sprillgopen ;uid is c;tsilv
damaged starter ring gears with- removed.
for replacing worn or

out replacing the support assembly.


4. Examine ring gear support lace. Do not reuse
the ring gear support if found to be d;lmaged.
i. Checkpropeller bolt holes in support assembly.
If any worn out-of-round,
are the entire starter flat suifnce with generator
5. Place support on a

and support assembly must be replaced


ring gear belt groove upward. See fibilre.
with a new one.

6. Select a new rillfi gear No. 60882, 10/12 I,itch or

a No. 72566, 12/14 pitch. See table foi correct pitch


2. Il the propeller bolt holes are satisfactory, grind
through ring gear leaving only thin ring of ring ~ear ring gear for each support assembly.
metal. Do not grind into support assembly.
7. Heat the l‘ing gear in an ove~l ol´• by loc:11 al,l,li-
catioiiof he:itby atorch. Teiiipcr;iture sliouldl,e
3. Place the assembly on a flat metal surface and npproxinlatcly 450 F.
break thin metal ring remaining from grinding
8. Assemble heated gear, will~ tooth chamifr up-

PLACE SUPPORT ON FLAT SURFACE


war´•d, on support.
WITH BELT GROOVE UPWARD
9. Using a .0015 iiichfee~cr ~ge,chfck for cle;ii-
SHRINK GEAR IN PLACE WITH TOOTH ance between ring gear artd sul,l,ort, aroullrl e~ltil´•e
CHAMFER ON THIS SIDE AND CHECK FOR cil´•cumfercnce. Clearallce ;~t nl~y is indi-
C~EARENCE WITH.0015 FEECER GAGE
cation of incomplete assembly or. warl,;lge nllrl must
be corrected.

10. Gear will shriiik to support as it cools.

ACID ETCH EXTENSION OF


TIMING MARK ON THIS SURFACE 11. Fi~td tinting I~lal.k orl the ril~g gear supl,ort
extend it across the ring gear. Acid etch the timing
mark extension 017 the ring gear.
00 NOT REUSE SUPPORT IF
DAMAGED
12. Identify the newly overhauled ring gcal´• nsscm-
bly by adding the suffix "-85" to the part ~lulllber
Section Through Ring Gear Support by vibro-peening or by light impression slamp.

Ring Gear and Ring. Gear and RiIlg Gear and


Gear Tooth Support Assembly Gear Tooth
Support Assembly Gear Tooth Support Assembly
Pitch Part No. Pitch
Part No. Pitch Part No.

71328 10/12 74329 12/14


69340 10/12
72287 10/12 74977 12/14
68942 10/12
72245 12/14 74321 10/12
76124 10/12
72565 12/14 74460 10/12
75312 12/14
75221 12/14 75550 10/12
68867 10/12
75030 12/14 76173 10/12
74414 12/14
72287 12/14 72899 12/14
s ~-;I aA e=~i e~ ~7

c
e Y C O ~bl I 3U G

VVILLIAMSPORT, PA. 17701


C)lhCI S I C3 IU

DATE: Slay 7, 1’)71 Service Instruction No. 1142n


(Supcrsedcs Service Instruction No. 1142A)
Engineerin~ Aspects are

FAA (DEER) Approved

SUIUECT: Replace ment of Crankshaft Counterweight Dushin~s

MODE LS AFFECTED: 0-360-A1E6, -A1F6, -A1C6, IO-360-A1BG, -A1CG. -A1DG. -C1DG, -C1E6, LIO-3GO-
C1E6, CO-435, 00-480, C;SO-480, IGSO-480, 0-540, 10-540. IGO-540, IGSO-540.
VO-540, TIO-541, TIGO-541 and 10-720 series engiiics.
TIME OF COMPLIANCE: At overhaul.

All of the al,ove enginesincol.poratc tlynamic coun- PLUGS --7, SET SCREW
te rwei ght aiid ol le r combi nati on s as an e ffe c tive me an s

of
r

dampening Vibr~tiOllS. Each roller used to attach


I~
the counterweight is supportetlby tliree hardened steel
I,ushinjis, two of which are located in the counter- /II
illd m, olnLr in fhe lu;

Wear on the steel bushings in the cranksha[t coun-

lerweifiht lugs is confined to a localizetl area opposite


the longitudinal centerline of the cranksl~aft. This wear

will appear as all out-of-rountl colldition, whicli can

readily be measurvd.
CAUTION

Ii an engine is disassemblecl Drier to its


nor~nnl overhaul titne.’check the inside
dinmeter of the counterwei~rht Inlshinrrss in
b´•´•l ´•~II-´•´•’´•´•DU

the crnnkshaft. If any


bushing more thaii is
.0007 inch out-of-round, it must be re-
placed.

Also, the bushings are occasionally found to be


cracked on the outside surface, a condition not visible
until the bushing has been removetl. Consequently, all
I,ushings in the crankshaft lugs should be replaced WITH PLUGS IN PLACE TIGHTEN SET SCREW
during overhaul. The crankshaft niay be returned to
the factory for rcbushing, or it n~ay be accoinplished
Figure 2. No. ST-280 Rc~ining Fislure
in the followillg manner:
Assembled to Cl.n:lksha[t
NOTE
2. Measu re the hole and dctcl´• nline whit s i zF i,u shin~
For replacement of the bushings in the is required hy the following chai~t. II the hole is

counterwcights at overhaul, see the latest within standard liniits, reamill~ tile hole is not Iiec-

edition of Service Instiuclioii No. 1143, cssary, II, however, it is tlclcrmincd lhnt a InrScr´•
ovcisize hushjllg is I´•ecluirctl, stel,s 3 aiitl 4 Iiiust
i. Asscn~hle I,uller (Avco Lye. P/N 64872. fi6~re 1) be conlpletetl before inst~lliilg the new bushirlg.
and remove the old bushiiig Irom ciankshaft lug.
Noin inal
I-Iole Size Size Rcnlncr Si%E
sC, C~q\
YI~B .D369/. 0377 Std. Noiic
Pi D~Zo/. 0421 P05 64874 005 c,./s)
i i, .9445/. 9450 P075 ST 210 0075 o/s
.9470/. 0475 P010 64875 0010 o//s)
Figure i, No. 64872 Puller to Reinove nntl .9495/. 9500 P0125 ST 211 0125 o/s
Install I3ushings i. 9520/, 9525 P15 64876 015 o/’s)

Page 1 of 2

j:
Service Instruction No. 11421~

3. Dclci´•n~ine rcamer Iiecdcd 005 (,/s,.OO75 o/s, 5. Asscnil,le tile IicwI,ushilljion the puller and I,ro-
.010 o/s..0125 o/s oi .015 o/s) and nsscml,le the cccd to I,ull the bushing into the hole. (f~clFrcnce
578, ´•I~able ~,i Lilnits. Service Dillle(ill Na. 268.
rr´•alllill~ ii~tol.e (Avcn Ly~:. P/N S.I--280) OYCT (bC

crallltsllnf( lu~. I,r"videtl to line up


Use the two plugs
CAUTION
tile Iiolcs aiicl secure the fixture I,y tightening the

Alien heatl set screws. Sec figure 2.


Tile iiiside tliamelcr of this t,ushiiig is

fiiiishcd at tile lactoiy and Iio further liit-


NOTE
ishing of the Inlshinfii is necessary. Caution
011 fistuic ST-280 select pro(,er set of Inust I,e esorcisetl when iiistnltiiiC: thcl

rennied. Wide I,~ishi Iig sc, tlint the lilliSI1CdID is :10t d;llll-
Iiolcs loi´• ci´•ankshaft l)eing
13ccause of I,ossil,le tlamage to the
set of holes ai.e spaced 2. 125 apart. The agetl.
crnnkshalt lug. Iicvcr under anv cir~unl-
rinirow set are spaced 1. 800 apart.
staiiccs rcmo\e or install these I,ushinjis

to used with univer- by use oC a drift.


4. Asscml,le the reamer be a

plug from the fixture


sal joint drive. Remove one

hnlldd the hole to proper sizf. 6. Alter the I,ushin~ is installed, chcc’k its
and proceed to ream

Following the above procedure renm the with the main I,carin~s I,y plncillg the crnnksli;~ll in
vee blocks on a surlnce plate. iiistall the
holt!.
blocks, Tool No. ST-212, bushin~ and rc,ln-
in the

wedge blocks
of the with that of
NOTE pare parallclisin
main jouriials witiiin .002 per incli. Sul,port the

a~us! be in fixture when crankshnlt ill the ~.ce bloclts at journals adjacent to
One location plug
spacing. the bushing location.
rcnlllingg to assure proper

SPECIAL TOOLS REQUIRED:

Part No. Nomciiclature

64872. Puller nemove and install countfrweight bushillgss


ST-280 Fixture Ream crankshalt counlcl‘wci~ht holes
64874. .005 o/s counlciwei~ht t,\lshinA holes
S1’-210 ncan~er .0075 o/s countcrwcight I,usliin~ holes
64875. Iienmcr .0 10 o/s counterwci~ill I,ushin~ holes
ST-211 Rca!ncr .0125 o/s coulltcl´•weipllll I,usliiiiC: hr,les
64876. Reamer .015 o/s counterwcight I,uslling holes
ST-212 Wedge blocks, parallel countcrwcight bushing

PARTS REQUIRED:

Part No. Nomeiiclatuie

70256. I3ushiny Crankshalt couiiterweifiht Sttl.


70256-P05 13ushinfi Crankshaft coulltelweifiltl. 005 o/s
70256-D075. Bushinfi Crankshaft counterwfi~ilt .0075 o/s
70256-P10 nushing Crallkshaft counterwcight .010 o/s
70256-P125. Uushing- Crankshafl coulltelweighl.0l25 o/s
70256-P15 Bushing- Cranksha[t counterwciRllt .015 o,/s
73810. I3ushing Crankshaft counlerwcighl Std.
73810-P05 Dushing Crankshaft countci.wei~ht .005 o/s
73810-P075. Bushing Crankshaft countcl.weight .0075 o/s
73810-Z’10 Dushing CrankshnIt counterwcight .010 ojs
73810-P125. Bushing- Crankshafl couiiteiwci~ht .0125 o;/s
73810-P15 ~ushing Crankshaft counterweight .015 o/s

74876. Bushinbr Cranksha[t counterwci~ht Std.


74876-P05 Dushing Crankshalt counterweight .005 o/s
74876-P075. I3ushing Crankshalt counterweight .0075 o/s
74876-P10 nushing- Crankshalt countci´•wci~ht .010 ojs
_
~.nr

nushiiil: Urankshalt .V1~3 O/s


74876-1’ 125
74876-P15 Gushing Crankshalt countcrweigllt .015 o/s

NOTE

for correct bushing part nunlber for installation in


See apDlicable parts catalog
particular cranlrshalls.
plug and 64873 fisturt.
NOTE: Revision "n" adds model TIGO-541; additional fixture renlooess

nnlv-
12170. 13623, 08-5084 These numbers for Avco Lycomin~

Page 2 oC 2
--~i
SERVICE
Williamsport Plant
Textron LycominglSubsidiary
652 Oliver Street
Williamsport, PA 17701
of Textron Inc.

U.S.A.
INSTRUCTION

DATE: April 11, 1988 Service Instruction No. 1143B


(Supersedes Service Instruction No. 1143A)
Engineering Aspects are
FAA Approved

SUBJECT: PART I Counterwight Bushing Tooling Update.

PART II Counterweight Bushing Replacement.

MODELS AFFECTED: All Textron Lycoming piston aircraft engines with dynamic
counterweights employing 3/4 inch I.D. bushings.

TIME OF COMPLIANCE: During engine overhaul.

Dynamic counterweights are installed on piston procedures has affected the finished dimensions of
engine crankshafts to eliminate vibrations that are some~of the counterweights that were included in
caused by torsional frequency changes that occur at previous editions of this publication. This change in
different engine speeds and operating conditions. the finished dimensions of the counterweight re-
The counterweight is mounted on the crankshaft quires changes in some of the special counterweight
with two steel rollers that allow the counterweight bushing tooling listed in the special tools section of
to move as required to maintain crankshaft balance, this publication. Textron Lycoming Service Letter
Both the counterweight supporting lug of the No. L217 briefly describes these tooling changes
crankshaft and the counterweight contain hardened and offers update kits on a limited time special price
steel bushings that are ground to a very smooth and basis. This publication will completely describe the
annular finish. If any of these bushings become tooling changes and include the necessary illustra-
damaged or worn out of round, the counterweight tions and dimensions of the detail parts required to
will become ineffective and cause vibrations that update each tool.
will lead to severe engine damage or failure.
To control the inventory of new and superseded
The procedure for inspecting and replacing the counterweights, all counterweights that are machin-
hardened steel bushings in a crankshaft is described ed to the new specifications have been issued new
in the latest revision of Service Instruction No. part numbers. The table with Figure 6 of this
1142. This publication describes the procedures and publication matches new counterweight part
tooling required to inspect and replace the steel numbers with the respective superseded
bushings installed in a counterweight assembly. counterweight part number. All new counterweights
are completely interchangeable with the respective

A recent change in counterweight manufacturing superseded counterweight.

Page 1 of 10

~3 --´•-i´•´•-
Manufecturars Association
Service Instruction No. 1143B

PART I, COUNTERWEIGHT BUSHING


TOOLING UPDATE

fixture to shown in Figure 1. Stamp or vibra-peen each spacer


Spacers are used with the P/N 64878 will
with the with the correct part number on a surface that
align the bushing bore of the counterweight
from not interfere with counterweight alignment.
center of the fixture. The "A" dimension
which is the distance from the center line of
Figure 6 for the PIN ST-94
A set-master is required
the counterweight bushing bore to the flat edge of new
illustrates the set
gaging fixture. Figure 2 new
the counterweight determines the thickness of the
master and finish grinding dimensions. Stamp
or
be in the table with Figure 6, the
spacer. As can seen
dimension, on each step,
that machined to the new vibra-peen the step height
counterweights are
shown in Figure 2. This dimension is the distance
specifications do not have the same "A" dimension as

that they replace. Owners of from the center line of the set master to the surface
as the counterweights

fixtures who do not wish to purchase the of the step which can be matched with an "A"
PIN 64878
dimension in the table with Figure 6. This tool is
PIN 64878-50 update kit can make the spacers re- to the
from made from oil hardened tool steel and ground
quired to align these new counterweights
steel using the dimensions finish dimensions.
hardened and ground

DRILL AND TAP 1/4-20 3 PLACES

1/4"

-i: STAMP PART NO. AND "A" DIMENSION


FROM FIGURE 6 ON THIS SURFACE.

2.125

7-’/21’ 2.125

.t
1-5/8~’
DETAIL "B" DIM.

PART NO. .0005 inch.


64878-27 .395
64878-28 .510
64878-29 .285 oiM.

64878-30 .489
64878-31 .327

1. Dimensionsof New Spacers for


Figure
PIN 64878 Fixture

Page 2 of 10
Service Instruction No, 1143B

+.0005
7482
.O

PLACES

5-112"

MARK STEP HEIGHT ON


EACH STEP AS SHOWN.

’41 STEP HEIGHT MUST BE


:´•92~ WITHIN ~t .0005 INCH
OF DIMENSION SHOWN.

1_.7(0
761

855

1.8000

m ,i.´•ii 965

Figure 2, Dimensions of New Set Master P/N ST-94-10

To insure the counterweightis properly and dimensions, Refer to Figure 3 for part numbers,
squarely mounted to the PIN ST-91, fixture finished dimensions, and application of these
of the
spacers have been added,
These spacers are spacers, Figures 9 and 10 illustrate use
made from hardened steel and ground to finish spacers.

314"
STAMP DETAIL PIN ON THIS SURFACE

DETAIL PART USE WITH

NUMBER DIMENSION "0" COUNTERWEIGHT P/N

ST-91-7 5164 73643, 73644, 72534, 73812


ST-91-8 11164 72801

ST-91-9 13164 71904, 71905, LW-19210


ST-91-10 7164 LW-1 922 5, LW-1 922 6, 7 5637

ST-91-11 7/32 LW-19227

ST-91-12 9/64 LW-19211


ST-91-13 1/32 LW-19212

ST-91-14 114 75636, 76044, 78988

Figuie 3, Dimensions of New Spacers for ST-91 Gage

Page 3 of 10
Service Instruction No. 1143B

PART II. COUNTERWEIGHT BUSHING REPLACEMENT

The procedure for replacing counterweight and square with the arbor press spindle. Press both
bushings is as follows: bushings from one side of the counterweight, turn
the counterweight over and press out the remaining
1.Counterweight Bushing Inspection Wear in two bushings.
the counterweight bushings is usually evident as
out-of-round on the inside diameter. Check each 3. Counterweight Bushing Bore Inspection

bushing with the P/N ST-73 bore gage. The -Visually examine the bushing bore. The bore must
diameter should be between 0.7485 and 0.7505 inch be smooth and free of scratches, tool marks, galling
and the out-of-round should not exceed 0.0005 inch. or other surface damage. Any evidence of damage is

The PIN ST-73 gage can be set with a micrometer. If reason to scrap the counterweight. Measure the
the diameter of any bushing is oversize or out-of- bushing bore diameter; bushing bores will be found
round all of the bushings in the counterweight must to be either .9369/.9377 or .93841.9392.
be replaced. Counterweights having the larger diameter bore are
marked with the letter "B" near each bore. Refer to
2. Counterweight Bushing Removal The the "Parts Required" section of this publication.
bushings can be pressed from the counterweight Using the magnetic particle method check the
with an arbor press and special driver PIN ST-92. counterweight for cracks. Any indication of cracks
Refer to Figure 4. Insure the counterweight lays flat is reason to reject the counterweight.

ARBOR PRESS SPINDLE

BE SURE SPACER IS INSERTED IN COUNTER-


WEIGHT BEFORE PRESSING IN BUSHING

ST-92 DRIVER

e,
e,
e ST-93 FIXTURE

ST-93-3 SPACER--/ ST-93-5 SPACER

Figure 4. Installing Counterweight Bushing Using Fixture ST-93 and Driver ST-92

Page 4 of 10
ORIGINAL
As Received By
ATP Service Instruction No. 1143B

CAUTION locating pins in these holes. Refer to Figure 4. In-


in
stall the correct spacer either ST-93-3 or ST-93-6
eir- the counterweight and position it an the PIN ST-S3
It is not permissible under any
fixture with the PIN ST-93-2 pins located in the
cumstance to attempt toenlarge the
bushing bares. Using an arbor press and the PIN
bushing bore in a counterweight. Eventual
ST-92 driver press the new bushings in place. Turn
engine damage will result from any opera-
tion that will reduce the snap ring groove the caunterweight over and install new bushings in

in the counterweight bushing bores. the opposite side of the eounterweight in the same
depth
manner.

4. Counterweight Bushing Installation


5. Finishgrinding of the counterweight bushing
CAUTION I.D. grinding the inside diameter of the new
bushing to the correct size and surface finish is the
most important step in the rebushing procedure.
Do
fixture PIN
The spacers provided with
to substitute any other process for the
ST´•93 are used to control the depth that the not attempt
driven into the counterweight. one herein described.
bushings are
The bushing must be flush to .002 inch from
the slot of the counter- NOTE
protruding into
weight.
The fixture PiN 64878 is sold without any

Measure the center to center distance of the mounting or locating holes drilled in its
bore in the caunterweight. Select the two base. This allows the fixture to be mounted
bushing
an any suitable machine without
interfer´•
holes in the PIN ST-93 fixture that correspond with
ham pre-drilled holes.
this measurement and install the two PIN ST-93-2 ence

FIXTURE PIN 64878 MOUNTEO ON AN INTER-


IHE
NAL GRINDER. CONSTRUCTION HOLE OF
FIXTURE MUST BE CONCENTRIC WITH THE
FACEPLATE OF THE MACHINE WITHIN i .0005
INCH.

314 x 1 x 1/4 GRINDING;


WHEEL RAY STATE
SEE TABLE WITH FIGURE
PlaRASIVE CO PIN
FOR CORRECT SPACER
3A-100N6V22 OR
EOUIVALENT

and 64878 i;inture Assembled on an Internal Grinding Machine


Figure 5 Counterweight

I’s~e 5 of 10
Service Instruction No. 114313

Secure the P/N 64878 fixture on the


A. NOTE

faceplate of an internal grinding machine. Insure


the 1-1/8 inch diameter construction hole in the Locating pin PIN 64878-2 is used to align
center of the fixture is concentric with the center of the counterweight through an unfinished
the faceplate. Concentricity must be held to within bushing. PIN 64878-6 locating pin is larger
+.0005 inch total indicated reading. Refer to Figure and is used to align the fixture through
5. bushings that have been ground to size.
These locating pins are off-set to accom-
NOTE modate the two different center to center
bushing bore distances that will be found on
In the following table the new superseding counterweights.
counterweight part number is listed in the
same block with the part number of the C. Install and rotate the smaller pin PIN
counterweight that it replaces. The new 64878-2 to the position required to place one set of
number is the lower number in each block. bushings on the center line of the fixture. Lock the
locating pin in this position by tightening the 10-32
B. Select and install the correct spacer on the socket head screw that secures the PIN 64878-23
fixture and secure it to the alignment bar of the fix- locating clamp.
ture with the three 1/4-20 socket head screws. The
detail part number is stamped on the spacer. Refer D. Install thecounterweight on the fixture as
to the table with Figure 6 for the correct spacer to
shown in Figure 5. Insure the counterweight and fix-
use with each counterweight. ture mating surfaces are clean. Tighten the ap-
Spacer Weight plicable knurled head screw to secure the
Dimensions
Counterweight Detail (Lbs.) If the threaded
Part No. A B .002 Minimum
counterweight against the spacer.
Part No.
end of the screw attempts to enter the slot in the
71904 12 .825 .425 1.796
LW-19225 27 .855 .395 1.796 counterweight, install the metal block PIN 64878-21
1.752 on the end of the screw. Adjust the fibre block of the
71905 12 .825 .425
LW-19226 27 .855 .395 1.756 hold down clamp over the center of the
72801 10 .715 .535 1.846 1 counterweight and tighten the socket head screw to
LW-19227 28 .740 .510 1.846 1 secure the counterweight to the fixture.

72534 13 .950 .300 2.246


LW-19213 29 .965 .285 2.246
E. Grind the inside diameter of both bushings
73643 15 .805 .445 2.212
to 0.748510.7505 inch diameter. Surface finish of the
LW-19211 12 .825 .425 2.212
finished bushing must be 15 micro inches. The 3/4 x
73644 11 .741 .509 2.166
30 .761 .489 2.166 1 x 1/4 grinding wheel shown in Figure 5 is satisfac-
UN-19210
73812 16 .908 .342 2.266 tory for this purpose. It can be purchased from Bay
LW-19212 31 .923 .327 1 2.266 State Division, Dresser Industries Inc., 12 Union
74901 20 .720 .530 1.470 Street, Westboro, Mass. 01681. Order PIN

75636 20 .720 .530 1.600 1 3A-100-N6-V22.


75637 17 .875 .375 1.678

76044 18 .730 .520 1.810 F. Remove the counterweight from the fixture
78988 18 .730 .520 1.600 1 and remove the small locating pin PIN 64878-2. In-
stall the larger locating pin PIN 64878-6 in the op-
SPACER USED WITH TOOL NO. 64878 posite hole. Rotate the pin to align the unground
COUNTERWEIGHT BUSHINGS.
FOR GRINDING ~_L bushings with the center line of the fixture. Secure
the pin and counterweight as described in steps C
and D. Proceed to grind the remaining bushing as

described in step E.

COUNTERWEIGHT 6. Inspection of Finished Counterweight


Figure 6. Identification of Dimension "A" and "B" Bushings

Page 6 of 10
Service Instruction No. 1143B

either PIN ST-94-5 or ST-94-10 set-master in the


Inspect the newly ground counterweight
A.
bushings using the magnetic particle method to following manner. Place the set-master over the
determine if grinding cracks are present in the locating pins of the fixture (refer to Figure 7), pre-
finished bushing. Replace any bushings that are load the depth gage approximately .010 inch, set the
found to be cracked, dial gage to "O" with the plunger resting on the ap-
propriate step of the set-master. The steps are iden-
B. Fixture P/N ST-94 is used to check the tified by the "A" dimensions from the table with
finished bushing bores for correct location. To set up Figure 6. Remove the set-master and install the
the fixture, install the P/N ST-94-2 relieved locating counterweight over the pins. Set the depth indicator
pin in the center hole with the locating diameters in thru the fixture and onto the counterweight. Refer
the vertical position as shown in Figure 7. Install to Figure 8. No more than .004 inch difference
the PIN ST-94-3 solid locating pin in the outside between this measurement and the measurement
hole that has the same center to center distance as obtained with the set-master is allowed.
the counterweight bushingbores. The P/N ST-94-2
pin can remain permanently installed in the center r INDICATED
hole with the PIN ST-94-3 being moved as required VARIANCE FROM

to adapt to the counterweight being inspected. If


the pins do not fit into the newly ground bushing, it MUST NOT EXCEED

may be concluded that the bores are mislocated and


.004 INCH.

the bushings must be replaced and reground again.


If the counterweight fits, proceed to step C.

ADJUST DIAL FOR "O"


RIIDING WITH PLUNGER

b o" SET-MASTER

FIXTURE

k(~

19
Figure 8. Checking Center Line Position of
Counterweight Using Gage Fixture ST-94
LOCATE PLUNGER ON COR-
RECT STEP OF SET-MASTER.
REFER TO THE TABLE WITH
SET-MASTER
2 FIGURE 6 FOR THE CORRECT NOTE
STEP.

During the following step (D) if erratic or


Figure 7. Depth Gage Adjusted with Set-Master excessively "out of limits" measurements
Preparatory to Checking Line Position are observed, remove the counterweight
of Counterweight Bushings and insert it on the PIN ST-91 fixture so

that the opposite inner face of the counter-


weight is located against the fixture. Then
C. Also check the distance from the center of repeat the measurements. Only one of the
the bushing bore to the flat edge of the inner faces of the counterweight is square
counterweight with the fixture PIN ST-94 and with the bushing bores.

Page 7 of 10
Service Instruction No. 11´•43B

DIFFERENCEININ-
DICATED MEASURE-
D. Select the proper spacer either PIN
MENT OF EACH END
ST-91-7, ST-91-8, ST-91-9, ST-91-10, ST-91-ii, MUST NOT EXCEED .003
ST-91-12, ST-91-13, or ~T-91-14 and install it and INCH PER INCH.

the counterweight on the fixture. Refer to Figure 3


for spacer application. Press the counterweight O

squarely against the spacer and tighten the knurled O


screw to secure the counterweight firmly against

the locating surface of the fixture. Install the gaging


d/
arbors P/N ST-91-3 through each of the finished
bushings as illustrated in Figure 6. Place the fixture
on a surface plate and indicate both ends
of each ar-
bor as illustrated in Figure 9. Turn the fixture over
3
to rest on its adjacent side and again indicate both
ends of the gaging arbors. See Figure 10. The dif-
ference in measurements from one end of the gaging SPACER
o
arbor to the other must not exceed .003 inch per inch
IP g
in any instance.
BE SURE SURFACE IS FLAT AND CLEAN.
DIFFERENCE IN IN-
DICATED MEASURE-
MENT OF EACH END Figure 10. Checking Parallel and Squareness of
MUST NOT EXCEED .003 Counterweight Bushings with Gage Fixture
INCH PER INCH.-;I _
ST-91 Horizontal Position
SPACER 7 ~p

A. Install the counterweight on the correct


a
P/N ST-96 balancing arbor, either the PIN ST-96-1
i for the 3/8 inch hole or PIN ST-96-2 for the 1/4 inch
hole, and place the arbor on a pair of balancing
the ar-
ways. Insure each blade of the ways engages
bor at a point not more than 1-1/2" from each end.

tl ri IF COUNTERWEIGHT IS IN BALANCE
I‘F WILL REMAIN STATIONARY IN ANY
POSITION.

BE SURE SURFACE IS FLAT AND CLEAN.

Figure 9. Checking Parallel and Squareness of


Counterweight Bushings with Gage Fixture
ST-91 Vertical Position

7. Counterweight Balance Procedure The


ARBOR
center of gravity of the counterweight is located at
ST-96
the centerof the 1/4 inch or 3/8 inch diameter drilled
hole that is located between the bushing bores. The
balance of the counterweight in relation to its center
of gravity is quite important and may have been
changed when the new bushings were installed.
Figure 11. Counterweight Mounted ST-96 Arbor
Check the balance of the counterweight in the
on

following manner,
for Balancing

Page 8 of 10
Service Instruction No. 1143B

balance by placing the center of the PIN ST-95


NOTE
weight not more than 1" from the center of the ar-
bor. See Figure 12. If the counterweight can be
The center of both of the PIN ST-96 arbors
is tapered to compensate for slight
vari- brought into balance with the addition of this
ations in the diameter of the hole. The first weight the balance can be considered satisfactory.
1-1/2 inches. of each end of the arbor is
carefully ground to insure concentric diame- C. If the counterweight cannot be brought in-
ters. to balance by the addition of the PIN ST-95 weight,
carefully grind the heavy end at the locations shown
BALANCE MUST BE ACHIEVED BY in Figure 13.
PLACING WEIGHT NOT MORE
THAN 1 INCH FROM CENTER OF A
8. Counterweight Weight Limitations
COUNTERWEIGHT
1~1 L weight check is not necessary unless the

ground to correct im--


ST-95 counterweight has been an

WEIGHT If the counterweight has


proper balance condition.
been ground it must meet the minimum weight re
quirements shown in the table with Figure 6. Do
not

install any counterweight weighing less than the


minimumweight, listed in the table, in any engine.

COUNTERWEIGHT MAY BE GROUND AT


ANY OF THESE LOCAT1ONS TO CORRECT
BALANCE.

Figure 12. Counterweight Balanced by Weight


800
ST-95 Placed Within One Inch from Center

B. If the counterweight is in perfect balance it


Figure 19. Location of Areas on Counterweight
will remain in any position it is placed. See Figure
it in for Grinding
11. If it has a tendency to move, try to keep

PARTS REQUIRED:

Part No. Nomenclature

71903-A Bushing, dynamic counterweight


(Identification letter "A" .93951.9390 OD)
71903-B Bushing, dynamic counterweight
(Identification letter "B" .94101.9405 OD)

Page 9 of 10
Service Instruction No. 114311

SPECIAL TOOLS REQUIRED:

Tool No. Nomenclature

ST-73 Dial bore gage (measure .74851.7505 inside diameter of bushing)


ST-91 Squareness gage (check parallel and squareness of finished bushing
bores)
ST-92 Driver (remove and install bushings)
ST-93 Assembly fixture (install bushings in counterweight)
ST-94 Location Gage (check hole location after grinding)
ST-95 Weight, balance (.004 pound check balance of counterweight after
rebushing)
ST-96 Balancing arbor (check balance of counterweight after rebusl;ing)
64878 Grinding fixture (hold counterweight during bushing grinding)

NOTE: Revision "B" changes text, adds tooling update, adds new counterweight part numbers.

22254, 22734, 22734-A, 22734-B These numbers for Textron Lycoming reference only.

Page 10 of 10
Lmrr~8 Lyc""’"g
SERVICE
Reci~rocating Engine Division/
Subsidiary of Textron
65~ Oliver Street
Wi!liamsport.PA 17701
Inc.

U.SA
INSTIRUCTION

May 28, 1992

Supplement No. 2

for

Service Instruction No. 1143B

This
publication replaces Supplement No. 1 for Service Instruction No. 1143B in its entirety.
Remo-tre and discard Supplement No. i.

.4 recent revision to WN’s LW-19225, LW-19226 and is listed with the part number that contains the "D"
LW-19227 counterweight assemblies changes the suffix in the revised Figure 6. New counterweights that
distance from the centerline of the counterweight are manufactured to the original "A" dimension will be
bushing bore to the flat edge of the counterweight on identi~ed with the lettei "F" or a subsequent letter
applicable counterweightS that are identified with the (G, H, etc.) as a suffix to the part number.
letter "E", as a suffix to the counterweight part
number. (Refer to Dimension "A~ in the revised Figure CAUTION
6, included with this Supplement.) Applicable
counterw~ights that were placed in service, prior to TO INSURE PROPER COUNTER-
distribution of this Supplement, that are not identified WEIGHT OPERATION DO NOT ASSEM-
with a letter suffix in t~ie part number will have to be BLE A PiN LW-19225E, LW-1~3226E OR
measured to determine the "A" dimension. After the LW-19227E AT ANY DESIGNATED LOCA-
"A" dimension has been determined, vibropeen the TION ON THE CRANKSHAFT OF A
correct identif;.cation letter on the counterweight as a REDUCTION GEAR EQUIPPED
suffix to the part number. ENGINE. USE THESE COUNTER-
WEIGHTS ON DIRECT DRIVE
Although applicable counterveights that are identified CRANKSHAFTS ONLY. APPLICABLE
with the letter "E" suffix in the part number, fit and COUNTERWEIGHTS THAT ARE IDEN-
perform perfectly on the lobes of crankshafts installed TIFIED WITH REVISION LETTERS D, E;
in direct drive engines it is impossible to assemble them OR SUBSEQUENT LETTERS CAN BE
on cl-ankshaits that installed in reduction gear equip-
are USED AT AMT DESIGNATED LOCA-
ped engines. For this reason production of TION. REFER TO THE LATEST REVI-
counterweights with the relocated busl;ing bores has SION TO SERVICE INSTRUCTION NO.
been discontinued and all applicable counterweights will 1012 FOR COUNTERWEIGHT
be manufactured to the original "A" dimension which APPLK=ATION.

C~nl IM#kn
Maufachrs~ A~ochtbn Page I of 4
Service Instruction No. 1143B, Supplement No. 2

Spacer Dimensions U’eight


Countenveight Detail (Lbs.)
Part No. Part No. A B .002 Minimum

71904 12 .825 .425 1.796


LW-19225D 27 .855 .395 1.796

LW-19225E 17 .875 .375 1.796

71905 12 .825 .425 1.752

LW-19226D 27 .855 .395 1.756


LW-19226E 17 .875 .375 1.756

72801 10 .715 .535 1.846


LW-192nD 28 .740 .510 1.846

LW-19227E* 30 .760 .490 1.846

72534 13 .950 .300 2.246


LW-19213 29 .965 .285 2.246

73643 15 .805 .445 2.212


LW-1921l 12 .825 .425 2.212

73644 11 .741 .509 2.156


LW-19210 30 .761 .489 2.166

73812 16 .908 .342 2 .266

LW-i9212 31 .923 .327 2 .266

74901_ 20 .720 .530 1.470

75636 20 .720 .530 1.600

75637 17 .875 .375 1.678

76044 18 .730 .520 1.810

78988 18 .730 .520 1.600

Use spacer No. 30 and .001 inch thick shim stock to achieve .490 spacer thickness when grinding
the bushings in a P/N LW-19227E counterweight.

Spacer Required With Tool No. 64878 to


Center Counterweight Bushings For
Grinding.
f_

r t

Counterweight

Figure 6. (Revised) Identification of Dimension "A" and "B"

Page 2 of 4
Service ins::ruction No. 1143~3. Supple:llc´•nt No. 2

spacer to a;iKn the P/N i,t~-19%37E


TOOL DATR:
countenveight.
There is no change to the tooling update kits offered
in Service Letter No. L217; however, as can Se seen 2. When checking the distance fronl tile centerline
by the dimensional changes listed in the revised Figure of the bushing bore to the flat edge of the P/N
LW-19227E counterweight with the P/N ST-94 fixture,
6, different tools and set-up procedures are required
with counterweights that are identified with the letter use the .0761 step of the P/N ST-94-10 set master, set
the preloaded dial indicator to .001 inch to compen-
"E" as a suffix to the part number.
sate for the .001 difference between the counterweight
These changes are:
measurement and the set master.

i. Use spacers as listed in the revised Figure 6. 3. Figure 3 is revised and included with this Supple-
ment, to show spacer application for the revised

NOTE counterweights. Figure 3A is added to illustrate an

undercut to the P/N ST-91-6 knurled screw. This under-

Use .001 inch thick shim stock between the cut is required to allow use of existing spacers with

P/N 64878 fixture and the P/N 6´•1´•878-30 the revised counterweights.

3/4’
8 -amp Detail P/N on this Surface

5"

DETAIL PART USE WIT~I

NUMBER DIMENSION "C" COUNTERVJEIGHT F/N

ST-91-7 5/64 73643, 73644, 72534, 73812


ST-91-8 ’1/64 72801, I,W-19225E, LW-19226E
ST-91-9 13/64 71904, 71905, LW-19210
ST-91-10 7/,, LW-19225D, LW-19226D, 75637
ST-91-ii 7/32 LW-19227D
ST-91-12 9/64 LW-19211, LW-19227E
ST-91-13 1/32 LW-19212

ST-91-14 1/4 75636, 76044, 78988

Figure 3. (Revised) Dimensions of New Spacers for ST-91 Gage

Page 3 of 4
Service Jnstruction No. 1143B, Supplement No. 2

Grind an Undercut on the


Shank of the Screw.

This Length
This Diameter

.195f .005 Dia.

Figure 3A. Modifications to P/N ST-91-6 Knurled Screw

229n, 229fl-A These numbers for Textron Lycoming reference only.

Page 4 of 4
LYCO~ING WILLIAMSPORT DIVISION
AVCO CORPOR AT ION
VVILLIAMSPORT, PENNSYLVANIA 17701

DATE: August 3, 1979 Service Instruction No. 1152A


(Supersedes Service Instruction No. 1152)
Aspects
EngineeriFA4 IgDER) Approved
are

SUBJECT: Punch Marks on Crankshaft Counterweight Lobes.

MODELS AFFECTED: All engines employing counterweight crankshaft.

TIME OF COMPLIANCE: IXlring overhaul.

Occasionally a crankshaft is removed from particular area because of the count~rweight


an engine overhauled in the field and is lobes are case hardened by thp nitride pro-
found to be marked by a punch on the counter- cess and an indentation such as a mark
weight lobe as shown in Figure 1. It is produced by a punch, will affect the area
apparent that such marks are made by mainte- much in the same manner as a scratch on the
nance personnel to identify the lobe from surface of a sheet of glass. In addition, thf
which a particular set of rollers and count- section formed by the lobes is very heavily
erweight has been removed. stressed by the centrifugal force of the
count erwe ight consequently, rupture at a

section marked by a punch is a definite


CAUTION possibility.
Under no circumstances shall a crank-
shaft mutilated by a punch mark on
the counterweieht lobe be reassembled
in an engine without first being
reworked to remove the mark as herein
described.

A mark of this sort is dangerous in that

O
t

1~
;a

1
WARNRYG
OCKmU1TLHV dLIRXS av CR~NISH4FT
Laws UN causE 358 IN. MINIMUM AT ANY POINT
fllLURE aF T~F CI~NXSHLIFT

Figure i. View of Crankshaft Counterweight Figure 2. End View of Crankshaft Sho~ing


Lobe ShowingProbable Location of Minimum Wall Thickness at Countcr-
Unauthorized Punch Mark weight Lobe

~kmberofGAMA Page 1 of 2

G´•n)~LUa
Maufr(un´• A´•´•ocam
Service instruction Na. 1152A

A crankshaft marked in this manner can be 4. If the .358 inch minimum dimension is
reworked to useful service provided the fol- compiled with, the crankshaft may be reha-
rdened by nitrFding in accordance with Avco
lowing can be performed,
Lycomtng process spec i ffc at ions. This is
suitable all
tool, blend out accomplished by the return of the crank-
i. Using a

traces of the punch marks from the area of shaft to Avco Lycoming.
the crankshaft counterwefght lobes. Do not
remove any more metal than is necessary to
clean off the punch marks.

the to NOTE
~eryscratches ~Ohaclishmay have
cloeh, area
been
produced by the blending operation in Step To any personnel who finds it nece-
i. ssary to mark crankshafts, it is
suggested that instead of using a
3. Measure the thickness of metal remaining punch, that a metal tag be fabricat-
at the section from which the punch mark ed, marked with the necessary inEor-
was removed. See Figure 2. If the remaining matlon and tied with a suitable wire
.358 the the appropriate location; then
thickness is less than inch, at
crankshaft must not be assembled in an removed when the crankshaft is reas-

sembled in the engine.


engine.

NOTE: Revision "A" changes Models Affected and revises text.

Page 2 of 2
A Textron

g52 Oliver Street


Company
SERVICE
Wllliamsport, PA 17701 U.S.A.
Tel.
Fax.
570-323-6181
570-327-7101
INSTRUCTION
www. lycoming.taxtron. com

DATE: March 21, 2002 Service Instniction No. 11545


(Supersedes Service Instruction No. 115411)
Engineering Aspects are
FAA Approved

SUBJECT: FAA Approved Starters, Generators, Alternators, Regulators and Relays

MODELS AFFECTED: Lycoming engines as herein specified.

TIME OF COMPLIANCE: As required for replacement.

Thefollowing is a list of FAA approved starters, generators, alternators, regulators and relays for
Lycoming engines. Current and interchangeable part numbers are listed as an aid in ordering replacement
items.

NOTE

Delco-Remy starters, generators, alternators, and related regulators and relays are no longer
available from Lycoming. Lycoming will, however, continue to supply mounting brackets
and attaching parts for the life of units now in use.

STARTERS´•

PART NUMBER DESCRIPTION


L Vendor Vendor No. T V Pinion Pitch ENGINE SERIES
69953 Delco- 1109669 Direct Drive 24V. 10/12 235, 290, 320
72279 Deico- 1113471 Geared 12V. 10/12 720
75699 M2-4207 Geared 12V. 12/14
LW-14211 MZ-4219 Geared 12V. 12/14 TIG-541-A
LW-15575 MZ-4223 Geared 12V. 12/14
75700 MHB-4002 Geared 24V. 12/14
LW-14212 MHB-4011 Geared 24V. 12/14 TIO-541-E
LW-15576 MHB-4017 Geared 24V. 12/14
75787 M2-4208 Geared 12V. 16 Pitch VO-43 5-B 1 A
76210 M2-4204 Direct Drive 12V. 10/12 235, 290, 320
76211 Electrosystems MZ-4206 Geared 12V. 12/14
LW-I 4207 Inc. MS-4218 Geared 12V. 12.14 235, 290, 320, 340. 360, 540
LW-15571 MZ-4222 Geared 12V. 12/14
76212 MHB-400 1 Geared 24V. 12/14
LW-14208 MHB-4010 Geared 24V. 12/14 320. 340. 360, 540
LW-15572 MHB-4016 Geared 24V. 12/14
76213 MZ-4205 Geared 12V. 12/14
LW- 14209 MZ-4217 Geared 12V. 12/14 300
LW-15573 MZ-4221 Geared 12V. 12/14
Starters to be ordered us L numbers.

Page 1 ofb
oaeerel ArhUon
’o 2002 by Lyfoming "All Righn Rnervcd"

Manufactulrr Aaaedatbe
Service Instruction No, 115~J

STARTERS (Cont.)´•
PART NUMBER DESCRIPTION
Lvcominn I Vendor Vendor No. Twe I Voltacre IPinionPitch ENGINE SERIES
76214 MHB-4003 Geared 24V. 12/14
LW-14210 MHB-4012 Geared 24V. 12/14 360
LW-15574 MHB-4019 Geared 24V. 12/14
77879 MHJ-4004 Geared 24V. 10/12 720
78791 MHB-4005 Geared 24V. 12/14 TIGO-541
LW-10556* MZ-4216 Geared 12V. 12/14 LIO-320,LO-360; LIO-360
LW-14215* MZ-4220 Geared 12V. 12/14
LW-11936 MHB-4007 Geared 24V. 12/14
LW- 14213 MHB-4013 Geared 24V. 12/14 540
LW-15577 Electrosystems MHB40ls Geared 24V. 12/14
LW-12023 I I"c. IR/iHB-4008 JGeared I 24V. 1 12/14 1 TVO-435, VO-435
LW-12159* MHB-4009 Geared 24V. 12/14 LTIO-540
LW-14214* MHB4014 I Geared 24V. 12/14
LW-12787 MHJ-4005 Geared 24V. 10/12 720
LW-15483 MHB4015 Direct Drive 24V. 1 10/12 235
LW-14447 MHB-EO- Geared 24V. 12/14 360
26102
LW-16207 MMU4001 Direct Drive 24V. 10/12 235
LW-16460 I 1 1112-4224 Geared 12V. 12/14 320
LW-1 8047 M2-4225 Geared 12V. 12/14 360
LW-1 8989 M2-4226 Geared 12V. 12/14 360
LW-1 8990 MHB-4020 Geared 24V. 12/14 360
31A21210 Geared 12V. 10/12 235, 320, 360, 540
31A21198 Lvcomine I I Geared 12V. 12/14 235, 320, 260, 540
31A22102 122-12PM Geared 12V. 10/12
31A22106 122-12LS Geared 12V. 10/12 235, 320, 360, 540
31A22112 122-12H1’ Geared 12V. 10/12
31A22100 Sky-Tee 149-12PM Geared 12V. 12/14
31A22104 149-12LS Geared 12V. 12/14 235, 320, 360, 540
31A22110 149-12HT Geared 12V. 12/14
31A22206 PM1201 Geared 12V. 12/14 320, 360, 540
31A22361 Lamar PM 1203 Geared 12V. 10/12 235, 320
31A22470 M2-6222 Geared 12V. 12/14 235, 290, 320, 340. 360, 540
31A22471 Electrosystems Ey12-6224 Geared I 12V. 12/14 320
31A22472* Inc. MZ-6220 Geared 12V. 12/14 LIO-320, LO-)60, LIO-360
31A22473 M2-6204 Direct Drive 12V. 10/12 235, 290, 320
31B21064 Geared 24V. 12/14 235, 320, 360, 540
31B21211 Lycoming Geared 24V. 10/12 235, 320, 360, 540
31B22207 Lamar PM2401 Geared 24V. 12/14 320, 360, 540
31B22103 122-24PM Geared 24V. 10/12
31B22107 122-24LS Geared 24V. 10/12 235, 320, 360, 540
31B22113 122-24HT Geared 24V. 10/12
31B22101 Sky-Tee 149-24PM Geared 24V. 12/14
31B22105 149-24LS Geared 24V. 12/14 235, 320, 360, 540
31B22111 149-24HT Geared 24V. 12/14
31B22362 Lamar PM2403 Geared 24V. 10/12 235, 320
31B22462 MHB-4016~A Geared 24V. 10/12 720
31B22474 MHB-6016 Geared 24V. 12/14 320, 240. 260, 540
31B22475 Electrosystems MMU-6001 Direct Drive 24V. 10/12 ,35
31B22476 Inc. MHB-6018 Geared 24V. 12/14 540
31B22477* MHB-6014 Geared 24V. 12/14 I.T10-540
31B22553* Lamar PM2404 Geared 24V. 12ilJ
Starters to be ordered by using Lycoming pal´•t ~lumbers.
Reverse rotation.

Page 2 of6
Service Instruction No. 11543’

GENERATORS´•
I

PART NUMBER
L Vendor Vendor No. DESCRIPTION ENGINE SERIES
68764 1101899 12V.-20A. 235, 290, 320, 340, 360, 540
68767 1101900 12V-35A. 235, 290, 320, 340, 360
71744 1101915 12V,50A. ?35,290,320,540
71980 Delco-Remy 1105052 24V.-40A. 320, 360, 540
72695 1105055 24V.-50A. 320, 360, 540, ’720
LW-11429* 1101923 IZV.-5OA. LIO-320
Generators no longer available from Lycoming.
Reverse rotation.

ALTERNATORS´•

Lycoming
Lycoming Basic Alternator Assy. Vendor Alternator
Alternator P/N Vendor P/N* P/N Assv. P/N Series
74319 1100717 74880 12V.-70A. 320, 360, 540, 720
74319 1100717 76165 12V.-70A. 360
74884 1100749 75273 12V.-70A. TIG-541
73808 ALE-8406 12V.-40A. 235, 320, 360, 540
LW-14300 ALE-8420 12V.-40A 235, 320, 360, 540
I LW-14308 ALY-8520 12V.-60A. 235,320,360,540
LW-14313 ALY-8520LS. LW-14371~ 12V.-60A. 235, 320, 360, 540
73810 ALX-8403 12V.-70A. 320, 360, 540, 720
LW-14316 ALX-8421 LW-12840** ALX-8421 "G" 12V.-70A. 320, 360, 540, 720
LW-14316 ALX-8421 12V.-70A. 235, 320, 360, 540, 720
LW-14318 ALX-8521LS 32B19549* 12V.-70A. 235, 320, 360, 540, 720
78312 ALT-8404 24V.-50A. 235, 320, 360, 540, 720
LW-14319 ALT-8421 24V.-50A. 235, 320, 360, 540, 720
LW-14321 ALT-8421 LS 32C19551~ 24V.-50A. 235, 320, 360, 540, 720
78314 ALU-8403 24V.-70A. 320, 360, 540, 720
LW-14324 ALU-8421 LW-12845+* ALU-8421 "G" 24V.-70A. 235, 320, 360, 540, 720
LW-14326 ALU-8521LS 32C19553~ 24V.-70A. 235, 320, 360, 540, 720
78401´• ALE-6406 12V.-40A. 235, 320, 360, 540
LW-14302´• ALE-6420 12V.-40A. 235, 320, 360, 540
78403 ALZ-8401 12V.-50A. 320, 360, 540
LW-14304 ALX-8423 12V.-50A. 320, 360, 540
78405 EO-2004 1 -LB 12V.-50A. 320, 360, 540
LW-14306´• 12V.-50A. 320, 360, 540
78407 ALY-8403 12V.-60A. 235, 320, 360, 540
LW-14308 ALY-8420 LW-12832** ALY-8420 "G" 12V.-60A. 235, 320, 360, 540
784n9´• ALY-6403 12V.-60A. 235, 320, 360, 540
LW-1~4310´• ALY-6420 LW-12834** ALY-6420 "G" 12V.-60A. 235, 320, 360, 540
LW-14310´• ALY-6420 LW-15404 12V.-60A. 360
LW-14310´• ALY-6420LS LW- 14373~ 12V.-60A. 235, 360, 540
78411$ ALX-9404L LW-12819** ALX-9404L "G" 12V.-70A. GO-480, VO-435
LW-14220~ ALX-9422L LW-I 2843** rZLX-9422L "G" 12V.-70A. GO-480, vO-435
78412 ALX-8403LS 12V.-70A. 360
LW-14318 ALX-s521LS LW-12842** ALX-8521 "G" 12V.-70A. 360
LW-1J318 ALX-8521LS LW-14353* ALX-8521 12V.-70A. 360
Alternators to be ordered
by using Lycoming pan numbers.
Seven digit numbers are Delco-Remy. Letter prefix numbers are Electrosystems, Inc.
**Assembly includes ~round strap.
Assembly includes l.ycoming supplied pulley.
Less blast tube.
Flanrred.

Page 3 of6
Service Instruction No. 1 i 54J

ALTERNATORS (Cont.)´•

Lycoming
Lycoming Basic Alternator
Assy. Vendor Alternator
Alternator P/N Vendor P/N* P/N .PM on Series
78414 ALT-g404LS LW-13352~ 24V.-50A. 720
LW-14321 ALT-8421LS LW-14361~ 24V.-50A. 720 Grooved Pulley
LW-14321 ALT-8421LS LW-14358~ 24V.-50A. 360 Steel
79036 ALU-8403LS 24V.-70A. 360, 540
LW-14326 ALU-8521 LS LW-I 2847**~ ALU-8521 "G" 24V.-70A. 540
LW-12849**+ ALU-8521 "G" 24V.-70A. 360
LW-12850*** ALU-8521 "G" 24V.-70A. 360
LW-14354~ 24V.-70A. 540
LW-14356~ ALU-8521 24V.-70A. 540, 720 Grooved Pulley
LW-14357~ ALU-8521 24V.-70A. 360
ALU-8521LS LW-14363~ 24V.-70A. 540
24V.-70A. 235, 320, 360, 540, 720
LW-10009´• ALY-6406 12V.-60A. 540
LW-14315´• ALY-6527 LW-12836** ALY-6527 "G" 12V.-60A. 540
LW-10256 ALV-9401LS 24V.-100A. TIGO-541
LW-I 8873 ALV-9510L 24V.-100A. TIGO-541
LW-12882 ALV-9405L 24V.-100A. VO-435
LW-18874 ALV-9511L 24V.-1 OOA. VO-435
LW-10372 ALY-8405 12V.-60A. 320
LW-14312 ALY-8426 LW-12839** ALY-8426 "G" 12V.-60A. 320
LW-14335 ALY-8426LS LW-14375~ 12V.-60A. 320
LW-10511 ALY-8403LS LW-10513~ 12V.-60A. 360 Steel Pulley
LW-14313 ALY-8520LS LW-12837**~ ALY-8520 "G" 12V.-60A. 360 Steel Pulley
LW-14351~ ALY-8520 12V.-60A. 360 Steel
LW-10544´• ALV-6403LS LW-10979´•* 24V.-100A. 360, 540, 720
LW-18888´• ALV-8512 LW-I 8904´•~ 24V.-100A. 360, 540, 720
LW-10966 ALV-8402L 24V.-1 OOA. 360 (Kit, LW-13479)
LW-148 17 24V.-100A. 540
LW-1 0967 24V.-100A. 540, 720
LW-lsssS ALV-8511 LW-18905* 24V.-100A. 360 (Kit, LW-13479)
LW-1X906* 24V.-100A. 540
LW-18900* 24V.-1 OOA. 540, 720
LW-11648$ ALU-9404L 24V.-70A. VO, TVO-435, GO-480
LW´•-14222 ALU-9422L LW-12851** ALU-9422L "G" 24V.-70A. VO, TVO-435, GO-480
LW-11884 ALV-9406L 24V.-100A. 1GO-540
LW-18871 ALV-9412L 24V.-100A. 1GO-540
LW-12277 24V.-50A. 540
LW-14322 24V.-50A. 540
LW-14329´• ALU-6521LS LW-14365~ 24V.-70A. TIG, LTIO-540-U2A
LW-14336 ALU-8521LS~ 32B19550* 12V.-70A. 235, 320, 360, 540
LW-14327 ALU-8521LS~ 32C19554* 24V.-70A. 235, 320, 360, 540, 720
LW-14333 ALY-7420LS 31B19555~ 12V.-60A. 360
1.W-14336 ALX-8521LSa 32B19560~ 12V.-70A. 360
LW-14318 ALX-8521LS 32B19561~ 12V.-70A. 360
Alternators to be ordered
by using Lycoming part numbersl
Seven digit numbers are Delco-Remy. Letter prefix numbers are Electrosystems, Inc.
**Assembly includes ground strap.
Assembly includes Lycoming supplied pulley.
Less blast tube.
Flanged.
led.

Page 4 of6
Service Instruction No, 1 1545

ALTERNATORS (Cont~)´•

Lycoming
Lycoming Basic Alternator
Assy. Vendor Alternator
Alternator PM Vendor P/N* PM I Assv. PM I Description I Engine Series
LW-14326 ALU-8521LS 32C19556~ 1 I 24V.-70A. 540
32C19558~ 1 I 24V-70A. 540
32C19559~ 1 I 24V.-70A, 540
LW-14327 ALU-8521LSz 32C19562~ 1---------- I 24V.-70A.
32C19565~ 1 I 24V.-70A. 540
32C21355 ES-401 8LS 32C19563~ 1 I 24V.-70A. 540
32C19564~ 1 I 24V.-70A. 540
32C21356~ 1 1 24V.-70A. 540
32C21673~ 1 I 24V.-70A. 540
32C20114 ES-4011LS 32C22786~ 1 I 24V.-90A. 540

32C2 1447 ES-4011LSz 32C21448~ 1 I 28V.-90A. 320, 360, 540, 720


32(=20114 ES-4011LS 32C21681~ 1 I 28V.-90A. 320, 360 (Kit 05K21701),
540, 720
32C22375~ 1 I 28V.-90A. 540
32(321420 ES-4019LS 1 I 28V.-130A. 320, 360, 540
32C21997 ALU-8532LS I---------- I---------- I 24V.-75A. 360
24V.-75A. 360
32C22029 ES-4019LSz 32C22030 I i 28V.-130A. 360, 540
32(=22491 ES-4011-1LS 32C22492~ 1 I 24V.-90A. 540 (Pack, 05J22487)
1 I 24V.-90A. 540 (Kit. 0
32622515 ALU-8539LS 32C22527~ 1 I 24V.-75A. 540 It.
32(322528~ 1 I 24V.-75A. 540 Rt.
32C22737 ES-4019LS I I I 24V.-130A. 360 (Kit, 05K22739)

by using Lycoming part numbers.


Alternators to be ordered
Sevendigit numbers are Delco-Remy. Letter prefix numbers are Electrosystems, Inc.

Assembly includes Lycoming supplied pulley.

VOLTAGE REGULATORS´•

PART NUMBER
L Vendor Vendor No. DESCRIPTION ENGINE SERIES
71745 Delco- 1119224 24V.-50A* 235, 290, 320, 340, 360, 540
72205 De 1119226 12V.-20A.* 235, 290, 320, 340, 360, 540
62833 De 1118704 12V.-35A.* 235, 290, 320, 340, 360, 540
68263 Bendix 1589-1-E 24V.-50A. GO-435, GO-480
68872 De 1118799 24V.-25A.* 235, 290, 320, 340, 360, 540
68626 De 1119145 12V.-35A.** 320, 340, 360, 540
68810 De 1119139 12V.-20A.** 320, 360, 540
71350 1118976 24V.-25A.** 320, 360, 540
71979 Deico- 1119237 24V.-40A.** 320, 360, 540
72077 Delco- 1119246 12V.-50A.I* 320, 340, 360, 540
72311 Delco- 1119273 24V.-40A.* 320, 360, 540
7340 Delco- 24V.-50A.* 320, 360, 540
74291 Deico- 9000590 12V. 320, 360, VO-435, 540, TIO-541, 720
77347 Prestolite VSF-7402 24V. 235, 320, 360, VO335, TVO-435,
LW-10179 Prestolite VSF-7403 24V. 540, IGO-540, TIGO-541, 720
Voltage Regulators no longer available from Lycoming.
Non-paralleling.
**Paralleling.
Transistor.

Page 5 ofb
Service Instruction No. 11545

VOLTAGE REGULATORS (Cont.)´•

PART NUMBER
Lvcomine: Vendor Vendor No. DESCRIPTION ENGINE SERIES

74292 Delco-Remv 19000951 1 24V~ 1 320, 360, 540, 720

LW-11140 Prestolite EO-20713 24V.*** I Optional twin engine installations.


72696 Delco-Remv 1 1119656 24V. 360, 540, 720
LW-10185 Prestolite VSF-7203 12V. 235, 320,
LW-11139 Prestolite EO-20803 12V.*** Optional twin engine installations.
LW-12749 Prestolite FVR-4002~ I 12V.**~ 235, 320, 360~i40, 720
LW-11357 Wico X-17990´• 12V.~ 235, 320, 360, 540, \JO-4~20
LW-12747 Prestolite FVR-L~OO´•Q 12V. 235, 320, 360, 540, VO-435, 720
LW-I 5895 Prestolite FVR-4224 12V. 235, 320, 360, 540, VO-43~720
LW-12748 Prestolite FVR-4005 24V. 235, 320, 360~i40, VO-435
LW-12750 Prestolite FVR-4003P I 24V.*** 320, 360, 540
LW-12364 Lear-Siealer 1 51565 24V. 360

Voltage Regulators no longer available from Lycoming.


*+Paralleling.
Transistor.
Single engine, internally grounded field alternator installations only.
Twin engine, internally grounded field alternator installations

RELAYS´•

PART NUMBER
L Vendor Vendor No. DESCRIPTION ENGINE SERIES

68628 Delco- 1116887 12 Volt 290, 320, 340, 360, 540


71349 Delco- 1116902 24 Volt 320, 360, 540, 720
74461 Delco- 1115831 12 Volt 320, 360, VO-435, 540, 720
74804 Delco- 1115832 24 Volt 320, 360, 540, 720
78059 Prestolite FOC-4002A 12 Volt 235, 320,
78060 Prestolite FOC-4003A 24 Volt 320, 360, TVO-435, 540, IGO-540,
TIGO-541, 720
Re no available from L

NOTE: Revision "J" updates Starter part numbers.

Page 6 of6
Instruc~ion
B
DIVISION
VVILLIAMSPORT, PA. 17701

iu
DATE: August 5, 1966 Service Instruction No. 1157
Approved by FAA

SUBJECT: Periodic Mailltenance of Starter Motors

MODELS AFFECTED: Starters for all Avco Lycoming direct drive engines including 0-235, 0-290, 0-320,
10-320, 0-340, 0-360, 10-360, VO-360, TVO-360, HO-360, HIO-360, VO-435,
0-540, 10-540, TIO-541, 10-720

TIME OF COMPLIANCE: During engine overhaul

Delco-Remy and Prestolite starters furnished with lights, the fields are grounded. Repair or replace.
Avco Lycoming air craft e ngines are des i gned to require Inspect allconnections to make sure they are clean
a minimum of maintenance during the normal service and tight and inspect insulation for deterioration. I

life of the engine; except for inspection of electrical


terminals and checkfor security of mounting bolts, no 5. Brush HoldertTo test brush holders, touch one
maintenance is required. test probe to the brush place and the other to each
brush holder. The test lamp should light when the
However, during engine overhaul, the starter should grounded brush holders are touched and should not
be disassembled in accordance with the manufacturer’s light when the insulated brush holders are touched.
instructions and the following inspections and repairs
accomplished: 6. Gear and Pinion Housing: Inspect housings for
cracks and bearings for excessive wear. Remove
1. Bearings: Replace any bearings that are exces-
rust, paint or grease from mounting surfaces.
sively worn or damaged:
2. Brushes: Check brushes to see that they slide

holders, make full contact with the


commutator and have good springtension. Replace
brushes that are worn more than 1/3 of their normal
length and springs that have insufficient tension.
New brushes should be properly seated when in-
stallingby wrapping a strip of 00 sandpaper around
the commutator (with the sanding side out). Do not
wrap more than one and one half turns. Drop brushes
on sandpaper covered commutator and turn the LUBRICATE THESE
armature slowly in the direction of rotation. Dust
DETENTS WITH SAE
should be blown out of the motor after sanding.
30 OIL TO PREVENT
3. Armature: Check the commutator for uneven STICKING.
wear, excessive glazing or evidence of excessive
arcing. If only slightly dirty, glazed or discolored,
the commutator may be cleaned with 00 or 000 abra-
sive cloth. If the commutator is rough or worn, it
should be turned down in a lathe. The armature
should be inspected for roughbearing surfaces and
rough or damaged splines. Check the inside of the
cover band for evidence of thrown solder which is
indicative ofoverheating and possible open circuits
to the commutator bars. A quick check for opens
can be made by inspecting the trailing edge tin
direction of rotation) of the commutator segments
for excessive discoloration. This condition indi-
cates an open circuit.

4. Field Coils: Checkthe field coils for grounds by


placing one test probe on the frame and the other

on the starter terminal. Be sure the brushes are Cut-Away View of Dendix Drive Showing Detents That
not accidentally touching the frame. If the lamp Require Lubrication to Prevent Sticking

Page 1 of 2
Service Ir~struction No. 1157
August 5, 1966

7. Bendix Drive: The Bendix Drive should be wiped Base Grease H1925 Molytex "O" or equivalent.
cloth. The pinion should turn Check the position ofthe pinion to be sure the unit
will mesh properly with the ring gear. See spccifi-
smoothly in one direction and should lock in the other
direction. Replace drive if it fails to check in this cations for particular unit for correct dimensions.

manner or pinion teeth are excessively worn


if the The starting motor should be operated for a few
or damaged. Tile "folo-thru", barrel type Bendix seconds with the ignition switch off to make sure that
the pinion engages properly and that it turns freely
drive, as shown in the illustration, has delent locking
pins which lock the drive in the cranking, position to withoutbinding or excessive noise. Thentheengine
false starts. should be started two or three times to see that the
prevent disengagemellt on

pinion disengages prope rly when the engine is turned


When assemblingthe starting motor, off.
8. Assembly:
always use arbor press and the proper bearing
an

arbor for installing graphitized bronze and roller 9. Bench Tests: Tests for voltage, current, speed

bearings. Lubricate the entire Bendix Drive shaft; and torque should be carried out in accordance with
fill grooves in armature shaft at drive end and pack the manufacturer’s specifications for the specific
of Lithium Soap starter motor.
gear box with 1. 3 to 2. 6 ounces

Pa~e 2 of_Z
LW"*"’"" 1 SEWVICE
Wiiiis;rnsport Plant
TF:xt!on LycorrlinyiSujsid;u~:;´•
~S2 r?!iuer Street
Williamsport,PA 17701
c.;:

U.S.k
i;:e
INSTRUCTION

DATE: November 25, 1991 Service Instruction No. 1161A


(Supersedes Service Instruction No. 1164)
Engineering Aspects are
FAA Approved

SUBJECT: Oil Pump Application

MODELS AFFECTED: All direct drive Textron Lycoming engines except engines that incorporate
an integral crankcase and accessory housing assembly.

TIME OF COMPLIANCE: When oil Dump replacement is necessary.

Replacement parts for the original two piece oil pump rotation, magneto application and fuel pump application
body and cover assembly are no longer available. One as the descriptive Olders. The current oil pump replace-
piece oil pump bodies which have been designed to ment components are listed with each engine group.
eliminate the possibility of oil leakage between the oil These oil pump components are to be used in com-
pump body and cover assembly are now installed on plete sets only. Refer to the latest revision of the follow-
allnew applicable engines and are the recommended ing Textron Lq´•coming publications for additional i~lfor-
replacement pumps for gll applicable engines in ser- mation: Service Bulletin No. 381, Service Bulletin No.
vice at this time. 385 Service Bulletin No. 454, Service Bulletin No. 455
and Service Bulletin No. 456.
Refer to the latest revision to Textron Lycoming Ser-
vice Instruction No. 1341 when installing a new oil pump
with a rotating driven impeller shaft in place of an older NOTE

pump with a pinned in stationary shaft.


Righ~-hand rotation is clockwise as viewed
The following table lists engines in 4, 6 and 8 cylinder from the accessory end of the engine. Left-
categories. Each category is further broken down into hand rotation is counterclockwise as view-
groups that are
identi~ed by using engine crankshaft ed from the accessory end of the engine.

Page 1 of 3
Service Instruction No. 1164A

4 CYLINDER

Oil Pump Drive Shaft/


Engine Group Body Part Drive ImpellerlDriven Impeller Drive Gear
Number Part Number Part Number Part Number

1. Right-hand rotation, individual magneto 78531 LW-18109 LW-18110 61174


units, provisions for A.C. plunger
operated fuel pump or no fuel pump.
2. Right-hand rotation, individual magneto 78528 LW-18109 LW-18110 61174
units, provision for AN type fuel
pump.

3. Right-hand rotation, dual magneto LW-10342 LW-18109 LW-18110 LW-14040


unit, all fuel pump applications.
4. Left-hand rotation, individual magneto LW-11839 LW-18109 LW-18110 61174
units, all fuel pump applications.
5. Left-hand rotation, dual magneto unit, LW-15567 LW-18109 LW-18110 LW-14040
all fuel pump applications.

6 CYLINDER

1. Right-hand rotation, individual magneto 78531 LW-18109 LW-18110 74641


units, provisions for A.C. plunger
operated fuel pump or no fuel pump.

2. Right-hand rotation, individual magneto 78528 LW-18109 LW-18110 74641


units, AN fuel pump drive. (See No. 3
also.)
3. Right-hand rotation, individual magneto 75287 61297 61298 76784
units, AN fuel pump drive. (Large oil
pump for turbocharged engines,
IO-540-P1A5, -S1A5.)
4. Right-hand rotation, dual magneto LW-10344 61297 61298 LW-10318
unit, all fuel pump applications.
5. Left-hand rotation, individual magneto LW-16718 61297 61298 76784
units, all fuel pump applications.
6. Left-hand rotation, dual magneto unit, LW-11253 61297 61298 LW-10318
all fuel pump applications.

8 CYLINDER

1. Right-hand rotation, individual maaneto 75287 61297 61298 73281


units, AN fuel pump drive.

2. Right-hand rotation, dual magneto LW-10344 61297 61298 LW-10318


unit, AN fuel pump drive.

Page 2 of 3
Service Instruction No. 1164A

8 CYLINDER (Cont.)

Oil Pump Drive Shaft/


I
Body Part Drive Impeller Driven impeller Drive Gear
Engine Group
Number Part Number Part Number Part Number

individual magneto LW-14389 61297 61298 73281


3. Right-hand rotation,
units, AN fuel pump drive,.59:1 ratio
hydraulic pump drive. (Special Riley
IO-720-A1B installation.)

individual magneto 78890 LW-18297 LW-18299 73281


4. Right-hand rotation,
units, AN fuel pump drive. (Optional
20-25% greater flow capacity oil
pump.)
dual magneto LW-16601 LW-18297 LW-18299 LW-10318
5. Right-hand rotation,
unit, AN fuel pump drive. (Optional
20-25% greater flow capacity oil
pump.)

CAUTION

ALTHOUGH SOME OIL PUMP BODIES APPEAR TO BE IDENTICAL IN COhT-


STRUCTION, INSTALLATION OF AN OIL PUMP BODY OTHER THAN WH~ IS
IN LOW ENGINE OIL
LISTED IN THE PRECEEDING TABLES COULD RESULT
PRESSURE OR ENGINE FAILURE DUE TO A LACK OF LUBRICATING OIL TO
CERTAIN ISOLATED BEARING SURFACES.

NOTE: Revision "A" changes text and updates part numbers.

Page 3 of 3
J I,

~ievvicE3 In st ru Cti0l7

Y C O 1Vt I N G b IV1S I:0 N


VVILLIAMSPORT, PA. 17701

cLi
DATE: November 10, 1967 Service Instruction No. 1170
Approved by FAA
SUBJECT: Generator Mounting Bolt Replacement

MODELS AFFECTED: IO-720-A and -B engines

TT~VIE OF COMPLIANCE: At owner’s discretion

On the 10-720, there are two generator mounting 1. Drill hole .328 .334 inch diameter to a depth
pads. In earlier models, the tapped holes in the rear of.75 inch. See figure.
pad are equipped with Bell-Coil inserts and take a
5/16 bolt .69 inchlong. The holes in the front pad are 2. Tap hole and install Heli-Coil thread insert,
not equipped with Hell-Coil inserts, but use a 5/16 bolt
No. STD-1164, as described in Avco Lycoming
.94 inch long. If the longer bolts are inserted in the
Service Letter No. L162.
rear mounting pad, damage to the crankcase may result.

On present production 10-720 engines, all generator


mounting pad bolts are .69 inch long, and Heli-Coil 3. Replace long bolts, No. STD-1838, with shorter
inserts are used in all tapped holes. To avoid the bolts, No. STD-1909. This change will make all
possibility of crankcase damage on earlier engines, generator mounting pad bolts identical.
the owner may chooseto make this change as follows:

THIS HOLE NOT DRILLED


IN SOME CRANKCASES

ORILL,TAP,AND INSTALL
HELI COIL THREADS IN
THESE TWO HOLES.

Partial View of Crankcase Showing Location of Generator Bracket Mounting Pads

12895 This number for Avco Lycoming reference only.


LYCOI~1I[VG VVILLIANIS PO RT DIVISION
AVCr 1 CORPr IRATIOIV
VVI LLIANI S F>O RT, P E N IV SY LVA 1\1 I A 1 /701

-iL)
DATE: January 28, 1983 Service Instruction No. 1172C
(Supersedes Service Instruction No. 1172B)
Engineering Aspects are
FAA Approved

SUBJECT: Adjustable Oil Pressure Relief Valve Installation and Valve Seat
Repair or Replacement

MODELS AFFECTED: All direct drive Avco Lycoming aircraft engines and TIGO-541 Series.

TIME OF COMPLIANCE: As required.

Toprovide a simplified method for adjusting oil Ii pertains to repairing a damaged valve seat, on

pressure, an adjustable oil pressure relief valve


PIN 0-320-11; O, LO, TO, LTO-360-E series crankcases
77808 is available for all applicable engines. This ad- with a .500 inch oil supply galley. Part III describes

justable valve is interchangeable with oil pressure installation and adjustment procedures for PIN
relief plug PIN 76529 and can be installed on any ap- 77808 and PIN 76529 oil relief valve assemblies.

plicable engine that is not equipped with a cage type PART I


valve seat. Crankcases incorporating a cage type
valve seat can be modified to accept either of these 1. Remove the oil pressure relief valve cover,
oil pressure relief valve assemblies by removing the from the oil pressure relief
gasket, spring, and ball
oil relief cage seat and installing a PIN 76530 valve valve port. Use a 1/2 inch pipe thread tap or

seat insert. This valve seat insert is also available in similar device to the cage or valve seat insert
pull
oversized PIN 76530-P01 and P/N 76530-P04, as a away from its seat in the crankcase.

repair item for damaged or worn seats in crankcases 2. Check the diameter of the recess (Diameter A
incorporating a cast in seat or a standard size PIN
in Figure 1) with a small hole gage and compare it
76530 valve seat insert.
with the diameters shown in the following chart.
If the diameter of the recess is found to be .814 or
Engines that have the oil relief valve cage or a less and the surface is smooth, no additional
damaged insert seat PIN 76530 in the crankcase do is required. Proceed to installs
preparation
not need to be disassembled when installing a stan- standard valve seat insert as described in Steps 3
dard or oversized valve seat insert. Crankcases with and 4. If the diameter of the recess is larger than
a cast in oil pressure relief seat must be split to
in-
.814 or rough, or if repairing a case in valve seat, it
sure all metal chips and shavings are removed after will be necessary to either clean up the existing
reaming the recess, recess or ream a recess to accept an oversize valve

seat. Install the applicable drill bushing, either


Part I of this instruction pertains to converting P/N ST-243 or PIN ST-245 and assemble a stop
crankcases from the cage type valve seat to the PIN collar or other limiting device on the reamer and
76530 valve seat insert and repairing damaged set it to 1.015 -1.025 inch (Dimension B in Figure
valve seats by reaming a recess to accept an oversiz- i).Proceed to ream the recess to the specified
ed valve seat insert applicable engines except
on all dimension. reaming
After remove the drill
O-320-H; O, LO, TO, LTO-360-E series engines. Part bushing and clean all metal chips from the recess.

Member of GAMA

8 Page 1 of 6
Service Instruction No. 1172C

Outside Maximum Drill


Part No. of Diameter of Recess Diameter Bushing
Valve Seat Oversize Valve Seat (see figure 2) Tool No. Reamer

76630 Standard .814 ´•.815 .814


76630´•P01 .001 .815 -.816 .815 ST-243 ST-244 (.814 die.)
76530´•P04 .004 .818 -.819 .818 ST-245 ST-246 (.817 ~lia.)

3. Install the PIN ST-245 bushing. This will clean the carefully all metal
recess to chips
remove
serve as a guide for driving the valve seat insert and shavings. If the crankcase is
split, remove the
into place in the recess. two PIN STD-1108 1/8-27 NPT plugs from each
end of the crankcase oil galley. Wash the
4. Cover the end of the PIN ST´•249 drift with a crankcase with solvent and blow the oil galley and
small amount of grease and place the correct size oil return hole out with compressed air to remove
valve seat on the drift with the chamfered edge all metal chips.
outward. The grease will hold the valve seat insert
in place on the drift until it is seated in the recess CAUTION
(see Figure 2).
If all metal
chips and shavings are not
5. After the valve seat insert is installed, insert removed, they could cause serious
the PIN ST-248 countersink through the PIN damage to the engine bearings and
ST-245 bushing and cut a 1/16 inch wide chamfer rotating parts.
on the the seat (see Figure 3). After
inner edge of
the chamfer is cut, insert the PIN ST-340 former 7. Install r,nd adjust the oil pressure relief valve
through the bushing and tap the former lightly assembly as described in Part III of this in-
with hammer. This will form the chamfered seat
a struction.
to the radius of the oil pressure relief valve ball.

8. Accomplishment of this modification should


6. Remove the P/N ST-245 drill bushing and be recorded in theengine log book.

ST-249 DRIFT

AFTER REMOVAL OF CAGE CHECK APPLY GREASE ON


THIS DIAMETER BEFORE PROCEEDING THIS END
WITH STEP 2.
RILL BUSHING
A
P P/N’s ST-243
OR ST-245

NO. 76530 VALVE SEAT--\

(INSTALL ON DRIFT WITH


CHAMFER OUTWARD)

Figure i. Section Through Crankcase Showing Figure 2. Oil Relief Valve Seat and Installation
Recess for Installing Valve Seat Tool

Page 2 of 6
Service Instruction No. 1172C

NOTE
WIDTH OF CHAMFER
NOT TO EXCEED 1116 1Installation proesdures for the PIN
LW-18166 and PIN LW-18166-P04
bushings are identical with the excep-
tion of dimensions specified in the
following paragraph 4. Paragraph 4
specifies dimensions for PIN LW-18166
bushing. Paragraph 4 A. specifies
dimensions for PIN LW-18166-P04
bushing.

P/N 76530 VALVE SEAT


i. Disassemble the crankcase and position the
INSTALLED IN RECESS lathe drill press
right crankcase half on a or

NOTE: capable of performing the necessary work. Dimen-


BE SURE PIN ST-245 BUSHING sions specified within this instruction are
measured from the oil pressure relief plug gasket
IS INSTALLED WHEN C~TTING
surface of the crankcase (see Figure 4). All
CHAMFER
machine work must be concentric with the pitch
diameter of the threads within .004 inch total in-
dicator reading.
Figure 3. Section Through Crankcase Showing Oil
Relief Valve Seat Installed 2. Using a .578 inch diameter drill, drill to a

depth of 1.28 inch (see Figure 4).

3. Counterbore.94 inch diameter x .03 radius to a

PART II depth of .97 inch, countersink the inner edge 900

by .68 inch diameter. Lycoming Service tool PIN

Oil pressure relief valve seats in 76 series ST-248 countersink and PIN 5T-245 bushing may
crankcases with a .500 inch oil supply passage (see be used for the countersink operation. (See Figure

Figure 4) can be repaired by installing a PIN 4.)


LW-18166 bushing or a PIN LW-18166-P04 oversize
Due to insufficient material on the 4. Finish ream the .578 diameter recess using a
bushing.
crankcase casting, crankcases with a .406 diameter .619/.620 inch diameter bottom reamer with a .02
If the oil sup- radius to a depth of 1.25 inches. PIN LW-18166
oil passage cannot be repaired.
supply
ply passage measures .500 inch the bushing may be bushing. (See Figure 4.)
installed as specified in paragraphs 1 thru 12.
A. Finish ream the bushing recess to a depth
section view of 1.25 inches. Use a .625i.626 diameter reamer
Figure 4 of this instruction is a cross
with .02 radius. PIN LW-18166-P04 bushing.
of the oil pressure relief seat area showing the area, a

and dimensions to be reworked for bushing installa-


tion, and a cross section view of the bushing with 5. Clean the bushing and recess per Loctite in´•
5 is section structions. Apply Loctite 270 or equivalent
fabricating dimensions. Figure a cross

view of the oil pressure relief seat area with the material. Press the bushing into the recess tight

bushing installed showing the dimensions for against the flat surface as shown in Figure 5.
finishing the bushing. The PIN LW-18166 and the
6. Counterbore the bushing head to depth of
P!N LW-18166-P04 bushing can be purchased from a

from AI\IIS 4118 aluminum. .8601.870 inch (see Figure 51.


Avco I,ycoming or made

Page 3 of 6
Service Instruction No. 1172C

7. Drill the ID of the bushing .500 inch diameter CAUTION


to a depth of 1.28 inches (see Figure 5).
If all metal
chips and shavings are not
removed, they could cause serious
8. Countersink the oil relief ball seat 800
x .60
damage to the engine bearings and
inch diameter. Use PIN ST-439 countersink and
rotating parts.
PIN ST-245 bushing (see Figure 5).
11. Install and adjust the oil pressure relief valve
9. Insert the PIN ST-340 former thru the PIN a99embly as described in Part III of this instruc-
tio".
ST-245 bushing, tap the former lightly with a

hammer. This will form the seat to the radius of


12. Crankcases modified as described above
the oil relief ball.
should be identified with the suffix "-85" follow-
ing the part number. Accomplishment of this
10. Remove all metal chips and shavings from the modification should also be recorded in the engine
crankcase. log book.

Oil supply passage must


.619
-1620t ybefhisdiametei
~i;57 8-t~--; ´•i

.61 9-.620
I’sooii4f to this hsinFhtped
ream

Countersink 90 O
by .68 die. it; Ijj

Counterbore .94 dia.


this
depthU
to Drill .578 die.
1.28
,to this depth
K:’
.97
_I
i
Dimensions are measured
from this surface
DIA.

13

.25
rl-t~ I
~.02R Max.
7 i
f
ici.468"r.
j´•F.dia.
88--c/
dia.

Part Number Size Dia. "A"

LW-18166 Standard .6211.627


LW-18166-P04 .004 oversize .6251.626

Figure 4. Section Through Crankcase Showing Recess


for Bushing Installation

Page 4 of 6
Service Instruction No. 1172C

PART III Then finish tightening by turning the assemb


900.

assembly, 3. Oil pressure is adjusted by turning the


slotted
i. Install the oil pressure relief valve
valve assembly screw or the hex nut on the
end of the adjustable
either the PIN 77808 adjustable
with oil relief valve PIN 77808 or by increas-
or the PIN 76529 valve assembly plug, along
pressure
ing decreasing the number of PIN STD´•425
a PIN STD-1045 gasket, PIN 1028B ball and the or

washers installed between the spring and the base


appropriate spring in the oil pressure relief port, of the PIN 76529 oil pressure relief plug (see
Apply an anti-seize compound, FEL-PRO, C5A or Figure 8). Adjust the oil pressure aft~r the engine
an equivalent material,
to the threads prior to be
iS thoroughly warm. Normal oil pressure can
assembly. Consult the applicable Avco Lycoming expected to vary from 100 psi during starting and
Parts Catalog for the correct spring. warm up to 25 psi at idle when
the engine is warm.
See the oil pressure specifications in the ap-

2.Tighten assembly until the


the oil relief valve plicable Operator’s Manual before making any ad-
contact with the mating surfaces, justments.
gasket is in

PARTS DATA:

SPECIAL TOOLS REQUIRED:

PART NUMBER DESCRIPTION

ST-243 DRILL BUSHING (.001 ols)


ST-245 DRILL BUSHING (.004 ols)
ST-244 REAMER, Valve Seat Recess (.001 ols) (.814 dia.)
ST-246 REAMER, Valve Seat Recess (.004 0/9) (.817 dia.)
ST-249 DRIFT, Bushing
ST´•248 COUNTERSINK, Valve Seat Chamfer (900)
ST-340 FORMER, Oil Relief Valve Seat
ST-439 COUNTERSINK, Valve Seat Chamfer (800)

PARTS REQUIRED:

PART I:

Oil Pressure Relief Valve consists of:


PIN 77629 Kit Adjustable
PIN 77808 adjustable valve assembly: PIN 76530
PIN STD-1045 gasket: PIN 1028-B ball: PIN 61084 spring;
76530-P04 (.004 ols) seat.
Std. seat; PIN 76530-P01 (.001 ols) seat; PIN

PART II:

PIN LW-18166 Bushing.


PIN LW-18166-P04 Bushing.

NOTE: Revision "C" changes text, adds models and adds tools.

Page 5 of 6
Service Instruction No. 1172C

Bottom drill .94 dia.


to this depth

~l"oo_r-
Press bushing tight
with this surface

1.250

.860
.870

:60
Countersink 800 x Ream.SOO dia.
.60 diameter. Seat to this depth
must be concentric
with pitch diameter
of threads within
.004 total indicator
reading.

Figure 5. Section Through Crankcase Showing Bushing


Installed

P/N 77808 OIL PRESSURE


RELIEF VALVE ASSEMBLY

P/N STD-1045 GASKET

SPRINGrP/N 1028-B BALL

Q
P/N STD-425 WASHER
Use as required for oil pressure
adjustment up to a maximum of
P/N 76529 VALVE ASSEMBLY PLUG 9 pCS´•

Figure 6. Oil Pressure Relief Valve


Component Parts

Page 6 of 6
~--´•evvice Instruction
YCOMING DIVISION
VVIL,LIAMSPORT, PA. 17701

1L~
DATE: Service Instruction No. 1173
Approved by FAA

SUBJECT: Intake Pipe Mounting Stud

MODE LS A FFE CTED: All Avco Lycoming aircraft engines

TIME OF COMPLIANCE: At owner’s discretion

On all Avco Lycoming engines now production,the intake pipes are being
in
attached with capscrews instead of studs. If the´•intake pipe studs are removed from
previous production cylinders, it is suggested that STD-1215 capscrews be used to
attach the intake pipes.

"r:

Q.

REMOVE THESE TWO STUDS AND


REPLACE WITH STO-1215 CAPSCREWS

ORIGINAL
As Received By
ATP

View of Cylinder Head Showing Locations f Studs at Intake Ports


rlaclrr~:l Lycoming
SERVICE
Reciprocating Engine Division/
Subsidiary of Textron Inc.
652 Oliver Street
Williamsport.PA 17701 U.S.A.
INSTRUCTION

DATE: June 25, 1993 Service Instruction No, 1177B


(Supersedes Service Instruction No. 1177j\)
Engineering Aspects are
FAA Approved

SUBJECT: Governor Drive Bearing Repair in Crankcase

MODELS AFFECTED: 0-540, 10-540, TIO-540, TIG-541 and 10-720 Series,

TIME OF COMPLIANCE: During engine overhaul.

The governor drive and governor idler shah bores in the to determine if equipment and facilities are ade-
crankcase are subject to appreciable wear, which in some quate, It is imperative that locating distances,
instances exceeds the amount of normal wear in other areas concentricity, parallelism and squareness limita-
of the crankcase, To alleviate this condition, the following tions must be maintained as shown in the ac-

repair procedures are offered as a means of restoring an companying drawings.


otherwise good crankcase for further service.
1. Inspect area of governor drive mounting as follows:
CAUTION refer to figure i.

Because of the wide variety of machine tool a, Visually check .75-16 NF3 threads for damage.
equipment available at different overhaul
no specific methods are given herein
b. Check .6885/.6875 diameter.
facilities,
for performance of these salvage procedures, c. Check .500/.501 diameter.
Therefore, before any attempt is made to per-
form these operations, a review should be made d, Check .876/.875 diameter. (This diameter is not

on TIG-541 engines.)
repairable
e. Check 1.376/1.374 diameter.

1.3425
1J7
1.3405

.16
4l~tW.D.
i CHAMPER 450 X

6875 .500 N.D.


.626 DIA.
.6885 .501
625
’O’jJR :j76
1.02 lilli I t CHAMFER
::Y28 ;7J
1.25 OIA. ITRI 1 I II IV/I 450 X .03
DIA.
V1 1.19
i5-16NF3 r~t-YI V 7;´•1 DIA.
i.ooo~l .B70W.D.~
DRILL .946-.953
TAP 1.00-20 NEF-3
P.D. .9675-.9709

CHAMFER 450 X .03

.875
i
´•876C 1.501 DIA.
1.500
1.374

r"igure i. Section Thru Governor Drive i~Iountlncr Figure 2. Machining Details for Preparing Governor
r3rankcase Showing Areas for Inspection Drive Mounting for Bushing Installation

~i3 G~nerd Ariatlon


Menufectus~´• PuMciation Page 1 of 3
Service Instruction No. llT7B

1.22 DIA.--, t1.00-20 NEF-8 P.D..9641-.9875


_t TCHAMFEP
.25 LP--T--F~ 450 X .03 I94--1MIN. FULL THD
TIC-lj,-71 t 56 f
1.503 1.0000
1.502 .9928

DETAIL OF BUSHING
REF. NO. 1 :OZR
MAX. .46 X .03
MATERIAL-ALUMINUM

DETAIL OF BUSHING
REF. NO. 2
MATERIAL AMS 4842 BRONZE

W.D.
.4.97:41-clW.D. 32~W.O.

84
C

450 X.03
)W.D.L 1.8
450 X .03
.1
i /.02 R MAX.
1.00
w.D.
1.31 .85 1.003
.628 .6890 DIA. DIA.
:02 R MAX. DIA. DIA. 1.092
.627 .6885

DETAIL OF BUSHING
REF. NO. 3
MATERIAL-AMS 4842 BRONZE DETAIL OF BUSHING
REF NO. 4
MATERIAL-AMS 4842 BRONZE

Figure 3. Details for Preparing Salvage Bushings

REAM .088-.089-DEPTH .56 PRESS OF REAMED BUSHINGS MUST BE


IN DOWEL-STD-876 FINISH FLUSH PARALLEL WITH C OF CAMSHAFT
WITH SURFACE /I BORE WITHIN .00~5 IN. PER IN.
REAM .6875-.6885
THRU BUSHING RADIAL LOCATION OF DOWEL TO BE
REAM .500-.501
IN HEAVIEST SECTION OF BOSS
REAM .6900-.6910 DIA.
X .34 DEEP 1.3425
1.47
C’SINK 900 X .75 DIA. 1.3405 ~--F CAMSHAFT BORE
TAP .75-16 NF 3 DEPTH
.34 FULL THD. (MAX.
2 INCOMPLETE THDS.) NIO
(01(0
P.D. .7094-.7126 hi
d~
Ln
J

APPLY P.O.B. SEALER TO

THREADSREF. NO. 2
ii.,3 REF. NO. 3
colao

DRILL-DEPTH .19 REAM .088-.089


’‘A
DRILL-DEPTH .47 REAM .088-.089 i~M .16 PRESS IN DOWEL-STD-19
DEPTH .41 PRESS IN DOWEL
STD-875
REAMED BUSHINGS MUST
8E CONCENTRIC WITHIN
.003 IN. TIR

REF. NO. x~
REF. NO. 4

.5761 ii \.450
THIS DIA MUST BE SQUARE WITH .875
THIS FACE WITHIN .0005 IN. PER IN. I1l,376 DIA._j LS--THESE DIAMS. MUST BE
1.374 11 CONCENTRIC WITHIN .003 TIR

~-1.44 DIA.

Fi~ure 4. Details for Bushing Installation and Finish Machining

Page 2 oi 3
Service Instruction No. 1177B

ceed the extreme by more than 75% of the tolerance.


For example, diameter .6885/.6875 should not be greater
than 0.6893.

200
3. Prepare the bores, as required, for installation of
.7 bushings as indicated in figure 2.
t
NOTE

In frgure 2, dimensions 1.406 and 1.19 indicate


amount that must be milled from end of boss to

provide clearance for flange of bushing. See

di details of bushing Ref. No. 3 and Ref. No.


figure 3.
4 in

4. Manufacture bushings as required and as shown In

figure 3.

Figure 5. Section Thru Governor Drive Pad Showing NOTE


Details and Drilling Oil Hole Thru Newly
Installed Bushing Shrink bushings in place by heating casting to
200oE and chill bushing in dry ice before
inserting.
f. Check 1.3425/1.3405 distance.

I g. Check 1.0948/1.0928 distance, for narrow deck and Ei. Install


as
bushings as shown in
indicated. Note that along with
figure 4 and finish machine

being reamed to size


all flanged bushings, alter installation, are milled to ;I
h. Check 1.47 distance.
specified length on the flanged end.
i. Check 1.2625/1.2605 distance.
6. If the Ref. No. 4 bushing has been installed it will be
’2. It is not necessary to repair any of the three areas necessary to drill anoil supply hole through it as shown
that are undamaged and whose dimensions do not ex- in figure 5.

NOTE: Revision ’’B" adds dimensions for wide deck enmnes.

Page 3 ui;j
~I´•%

i´•i
L
,´•.c:

L’b 63 ~9 Tsbl i BaB ~ji


\NIL-LIAMSPORT, PA´• 17701
ga 1~ D S 1 9 IB1

1Li
December 15, 1967 Service Instruction No. 1181
DATE:
(Supersedes Service Letter No. L135A)
Engineering Aspects are
FAA (DEER) Approved

SUBJECT: Color Code oi´•1 Cylinder for Avco Lycoming Engines

MODELS AFFECTED: All A~co Lycoming aircraft engines

TIME Or: COMPLIANCE: When cylinder identification is required

color coding cylinders was confined to bands of color around


Prior to January 1961, on

the mounting Ilange and the fins. However, new


the cylinder barrelin the area between
methods of enatneling engines m~de this practice impracticaland the color code was moved
and between the spark plugs and the cyl-
to the cylinder head fins, between the push rods,
inder barrel. to
Additionalcolor coding, cylinders designed for use~ with long reach
identify
anti the rocker
has recently been added to the fin area between the spark plug
spark plugs,
2. Note that color codes previously used have not changed; also,
box. See figure on page
the color codes are applicable to new or re~nanulaclured cylinder assemblies.

Color Code for Fin Area between Spark Plug and Cylinder Barrel

unpainted Standard steel cylinder barrels


Engine grey or

Chrome plated cylinder barrels


Orange.

Blue. Nitride hardened cylinder barrels

Steel cylinder 0. 010 oversize


*Green

Steel cylinder 0. 020 oversize


*Yellow

NOTE

When engines are painted blue, nitride hardened cyl-


inder barrels are identified with grey paint.

Color Code for Fin Area between Spark Plug and Rocker Box

unpainted. Cylinder designed for short reach spark plugs


Engine grey, blue or

yellow Cylinder designed for long reach spark plugs

CAUTION

It is vei´•y iinporlant only approved spark plugs


to use

for all models of Avco Lycoming engines. Severe en-


of long reach plugs
gine damage will result Irotn use
See latest
in engines designed for short reach plugs.
revisioti of Service Instruction No. 1042 for spark plugs
far Avco Lycoming engines:
approvetl
engines overhauled in the fieltl; Avco Lycoming
These color codes ni´•e applicable only to
does not sell ovei´•size cylinders.

NOTE: This revision ndtls coloi´• code for blue painted engines.

Page 1 of 2
Service Instruction No. 1181

IYELLOW PAINT ON EDGE


OF THESE FINS INDICATES
lLONG REACH SPARK PLUGS
~MUST BE USED. SEE
SERVICE INSTRUCTION
´•´•l´•iB~lh.lPPllpll2plpl
NO. 1042 FOR APPROVED
’o~
Yha~ SPARK PLUGS.
´•r´•~´•;
Yo~
~J

ORANGE, BLUE, GREEN, GREY


I~ OR YELLOW PAINT ON
EDGE OF THESE FINS
INDICATES TYPE OF
-pMLI*ll
CYLINDER OR BARREL
~CPIIIPBI IIII_II_DEQ~ OVERSIZE.

4~

S~

Cylinder Assembly Showing Color Coded Areas

Page 2 of 2
SERVICE
INSTRUCTION
DPI~TE: September 28, 1998 Service Instruction No. 1191A
(Supersedes Service Instruction No. 1191)
Engineering Aspects are
FAA Approved

SUBJECT: Cylinder Compression

MODELS AFFECTED: All Textron Lycoming aircraft engines.

TIME OF COMPLIANCE: required to determine cylinder compression.


As

The condition of the working parts in the combustion chamber of a cylinder can be determined by measuring
the static leak rate of the cylinder as compared to the leak rate through an orifice of specified size. This is accom-
plished by attaching a differential compression measuring device, which incorporates the orifice, to one spark
plug hole of the cylinder while the piston is at top center of the compression stroke.
CAUTION

I TAKE ALL NECESSARY PRECAUTIONS AGAINST ACCIDENTAL FIRING OR ROTA-


TION OF THE ENGINE.

The piston is held at top dead center by firmly holding the propeller to prevent the engine from turning when
air pressure is applied through the differential compression device to the combustion chamber.

CAUTION

USE GLOVES OR RAGS TO PROTECT THE HANDS WHILE HOLDING THE PROPEL-
LER BLADE. ALSO, BEFORE ATTACHING THE COMPRESSION TESTER, CHECK THE
AIR SUPPLY REGULATOR TO MAKE SURE THE AIR PRESSURE TO THE CYLINDER
IS NOT EXCESSIVE. AIR PRESSURE IN THE CYLINDER CAN CAUSE THE PROPEL-
I LER TO TURN; KEEP CLEAR OF THE PATH OF THE BLADES.

To assure piston rings are seated, the propeller is moved slightly back and forth with a rocking motion
that the
while air pressure is applied; thus providing a more accurate reading; Meanwhile, a second person adjusts the
air supply pressure to 80 psi, indicated on the supply pressure gage of the differential compression device. Then,
observation of the engine cylinder pressure gage will give an indication of the condition of the parts in the com-
bustion chamber of the cylinder.

NOTE

The orifice size of the differential compression measuring device is critical if consistent and
meaningful cylinder analysis are to be obtained; the larger the orifice the less chance of detecting
potential problems. Therefore, a specific orifice size that provides an acceptable leak rate has
been selected for all Textron Lycoming engines; the instructions described herein are based on
this orifice which is .040 in. dia. (No. 60 drill) x .250 in.iong, with entrance angle of 59"/60".

At any time loss of power, increasing oil consumption, hard starting or other evidence of unexplained abnor-
mal operation is encountered, a compression check of the cylinders is recommended with equipment and in the
manner described above by personnel experienced with the equipment
and with the type of engine to be
checked. In practice the procedure is as follows:

GeneralA/iation Page 1 of 2
Manufachrws Aaaocietion
Service Instruction No. 1191A

AIR SUPPLY PRESSURE


ENGINE CYLINDER PRESSURE

AIR TO ENGINE CYLINDER r~ L----- AIR SUPPLY PRESSURE REGULATOR


k~ AIR SUPPLY

~Lpical Di´•fferential Compression Measuring Device


1.Operate the engine until normal cylinder head and oil temperatures are attained; then shut down the engine
making sure that magneto switches and fuel supply valves are shut off. Proceed with the test as soon as pos-
sible after shut down.

2. Conduct the test in accordance with the test equipment manufacturer’s recommendations.
3.Interpretation of the results of the test is highly dependent on the skill and judicious opinion of the tester;
however, the following observations cover the principle factors to be noted:

a. Pressure readings for all cylinders should be nearly equal; a difference of 5 psi is satisfactory; a difference
of 10 to 15 psi indicates an investigation should be made.

NOTE

Unless the pressure difference exceeds 15 psi the investigation should not necessarily mean re-
moval of the cylinder; often a valve will reseat itself and result in acceptable compression during
a later check which should be made within the next 10 hours of operation.

b. If the pressure reading for all cylinders is equal and above 70 psi; the engine is satisfactory; less then
65 psi indicates wear has occurred and subsequent compression checks should be made at 100 hour intervals
to determine rate and amount of wear. If the pressure reading is below 60 psi or if the wear rate increases

rapidly, as indicated by appreciable decrease in cylinder pressure, removal and overhaul of the cylinders
should be considered.

c. Low pressure in a single cylinder is indicative of air passing by the piston or by the valve.

d. Air discharged from the breather or oil filler tube indicates leakage in the area of the piston and rings.
e. Air discharged through the intake system indicates leakage at the intake valve.

f. Air discharged from the exhaust system indicates leakage at the exhaust valve.

Page 2 of 2
It?~trurtican
L
I

VVILLIAMSPORT, PA. 17701

DATE: June 12. 1970 Service Instluclioll No. 1193A


(Supe Isetles Se Ivice Iiistru clioii No.1193)
En~inEerillfii Asl,ccts are
FAA (DEER; Apl,rc,\´•cd

SI113JEC~I’: Inspection in Event of Valve Failure

TIME OF C OMP LIANC E: As required.

In some instances, when a valve or one of its related parts is replaced because of fnilulE, a sul,sequciit lailulee
of the same part is experienced. This is the result of neglecting to determine Ulce cause or failure.

the fai lu ie of a valve I,y i nstallation of a pu sh 1´• od of in cor re ct leiigth or a collapscci 11Yd nu ii plu nge I´•.
c an be cau sell r c

Failure to detect the incorrect pusll rod will result in further failure of parts in the valve train. Thci’eloie, in ~he
eveiit of a valve failure or any other part of the valve mechanism all of the valve train I,arts nlustt be checked I,i‘ic,i’
to replacement of the failed part. The following is a description of the various inspections that shoulrl I,e ninclc:

1. Checle the inside tappet for chipped or badly worn shouldei’. Inspect the cam face of the lal,pct foi
of the
sculfiii~, scolillg, chippinfi. Also, inspect the opposite tappet on the snnie cniii for the sanlo coilditicllls.
or

Illdications of distress on eithei part is sufficient reason for rcplaciiig all tappets and cnmshflft. ?’his will I´•c-
quiI´•e complete engine lear-down. See applicable ovcrhjul manual for Incthotl of Checkill~ LiflEL.S.

2. It is very important that even though the hydraulic tappet cylinder and plun~cr nssenil,l~ al,l,car to I,(´• ill

~ood contlition. do not reuse them. Use a new hydraulic cylinder and plunger asscn~l,iy Whell the (I.;Lill

I,arts are reassenil,lcd.

3. Inspect the piston for danlajie.. Severe damajic to the piston indicates the connecting rod n~ay be aiici
should also t,e checked for paiallelism and alignment.

4. If valves are Ieplaced, also replace tile valve keys.

5. I1 insl,eclion proves Ihnt the above paris ai’e satisfnctory the engine iuay I,e ieasscnil,lcd using only sucll

necessary Iiew parts as are required.

CAUTION

Do not hamniei oil end of exhaust valves in attFmpting to seat tiicni. Also, select tile
proper length push rods to obtaill correct valve See oveiiiaul maiiu;~i lor
Inethod of selectinfi correct length rod. Dry tappet clearance (hycll’aulic Inp(,c~s)
are as follows:

TIO-541. TIGO-541 .040:/. 105 Inc:h


Allothers .028/. 080 Inch

14961 This number for Avcn Lycoming reference only.

NOTE: In revision "A" step 2 c:haiigcd to require replacement of hydraulic pluiigoi nssenil,ly. Atldcd val~´•e key
re place ment.

BRrGINb\L~s
RECEIVED gy 84TP
LYCOMIT\IG DIVISION
WILLIA~ISPORT, PENNSYLVANIA 17701

DATE: March 29, 1974 Service Instruction No. 1197A


(Supersedes Service Instruction No. 1197)
Engineering Aspects are
FAA (DEER) Approved

SUBJECT: Repair of Idler Gear Shaft Recesses

MODELS AFFECTED: All Avco Lycoming direct drive engines.

TIME OF COMPLIANCE: As required during overhaul.

Damaged idler gear shaft recesses in the crank-


case or accessory housing can be repaired as herein
desc ribe d. The proc edure consi sts of boring the recess,
fabricating and installing a bushing, and reboring the
DRILL .7344 -DEPTH .21 tN.
bushing to the originai size of the recess. REAM .750 -.731 DEPTH .19 IN.

PART I: REPAIR RECESS IN CRANKCASE

1. Using suitable equipment, set up crankcase to


machine the recess bore. The idler shaft center
can be located from the center of the main bearing
bore as shown in figure 1.

NOTE

It is essential that the rear face of the


crankcase be square with the boring ma- Figure 2. Machining of Crankcase for
cMne spindle within. 001 inchper 6 inches. Idler Shaft Bushings

3. Make the crankcase bushing from material speci-


fication AMS 4118 or equivalent as follows. Bushing
o O. I). to be .752/. 753 in. dia. Bushing I. D. must be
615/. 618 in. Length must be 17. One end must be
chamfered 450 x.02. See figure 3.

o o

61 li~
a
r"
.61 5

Figure 1. Location of Idler Shaft CHAMPER 45"X.02


Recesses in Crankcase

2. Drill the idler shaft recess .7344 in. diam.,


depth to .21 inch. Then ream the hole.750-.751, Figure 3. Detail of Idler Shaft
depth .19 inch. Bushing for Crankcase

NOTE: Revision "A" removes limit on wall thickness and limits hole size.

O6-5481, 05-5496, OS-5118 These numbers for Avco Lycoming reference only.

Page 1 of 2

MemberofGAM~

Generol ~iation
Manufactuas Association
Service Instruction No. 1197A

with NOTE
4. Install bushing in the idler shaft recess,
chamIered end downward, stake, countersink, and
It is essentialthat the face of the accessory
finish in accordance with figure 4. Make sure that
hou sing be square with the boring m ill spin-
the bushing does not extend above the machined sur-
die within .001 inch per 6 inches.
face of the surrounding boss.

STAKE BUSHING 4 PLACES THEN b. Bore the idler shaft recesses as shown in
COUNTERSINK 90DX.72 DIA.BORE.625 1.626
figure 6.
To n DEPTH OF.17-21

BUSHING MUST NOT DRILL .7344 IN. DIA.- DEPTH .40 IN.
EXTEND ABOVE THIS REAM .750-.751 IN. DIA. DEPTH 38 IN.

CHPhlFEAED END OF BUSHING Figure 6. Machining of Idler Shaft


Recesses in Accessory Housing

Figure 4. Idler Shaft Bushing


c. Make thebushing from material specification
Installation in Crankcase
AMS 4118 or equivalent using dimensions given
in figure 7.
5. Before installing the idler gear shaft check to
make sure the screw holes in the boss are not worn.

If so, repair with Hell-coil inserts. CH4MFER 450X.02


PART II: REPAIR OF RECESS IN
ACCESSORY HOUSING

1. On most direct drive, six and eight cylinder


.618
engines the idler gear shafts are supported in the
crankcase. IL
accessory housing a. wall as at the
idler shaft recesses in the accessary housing are C
worn, they may be repaired as follows:
.753
a.Using a suitable machine, set up accessory .752
housing to bore the recess. The idler shaft center
can be located from the upper dowel hole as

shown in figure 5. Figure 7. Detail of Idler Shaft Bushing


for Accessory Housing

MIS UNE MUST BE d. Install the bushing in the idler shaft recess,
with chamfered end down and stake. Finish in
WNELHXE1 I accordance with figure 8. Make sure bushing is
flush with surface of boss.
STAKE 4 PLACES THEN
8085.625-.626 TO
DEPTH OF.38 H

CHAMFEAED END
OF BUSHING

Recess in Figure 8. Idter Shaft Bushing Installation


Figure 5. Location of Idler Shaft in Accessory Housing
Accessory Housing

Page 2 of 2
LYCOMING VVILLIAM SPO RT DIVI SIO N

AV C O C O R P O R AT ION
VVILLIAM SPORT, P E 1V 1\1 SY LVA N I A 17701

(L1
October I, 1982 Service Instruction No. 1200A
DATE:
(Supersedes Service Instruction No. 1200)
Engineering Aspects are

FAA Approved

SUBJECT: Honing Exhaust Valve Guide During Replacement

ni-resist valve
MODELS AFFECTED: Avco Lycoming reciprocating engines employing
guides.

At overhaul anytime new guides are installed.


TIME OF COMPLIANCE: or

operators are failing valve guide as instructed in the manual; it is recom-


It has been found that many
surface finish (30 micro in- mended that the valve guide be either honed, or
to achieve the specified
chesl maximum when reaming valve guide ID and rough reamed and finish honed to the specified
is occuring between diameter. A reamer (ST-267) has been provided by
consequently, accelerated wear
guide. Avco Lycoming that will ream to within .0005
the valve stem end valve
.0025 inch of the specified diameter.

Service experience has shown that if the valve


the desired The "Sunnen Portable Honing Assembly" il-
guide is honed to specified dimensions,
resultant better be ob- lustrated has been used successfully at Avco
smoothness and wear may
tained. Lycoming for honing valve guides. This assembly
can be obtained from Sunnen
Products Co., 7910

for removing used valve guides Manchester Avenue, St. Louis, Mo. 63143. Each
The procedures
and installing new guides are described in the
valve assembly ordered includes a bulletin containing all
the information necessary to successfully operate
applicable Avco Lycoming Overhaul Manual.
of the the hone.
However, instead of finish reaming the ID

MemberolGAMA
Page 1 of 2
~3 ons.al~isrsn
Manufactus*s Arsociation
Service Instruction No. 1200A

TOOLS REQUIRED:

ST-267- Reamer
Sunnen Portable Honing Assembly consists of:

1 P-1SO Honall
1 PL-1P-A Adapter
1 L12-479 AS Mandrel
1 S479 Truing Sleeve
6 L12-J59 Honing Stones
6 L12-J69 Honing Stones (produces finer finish than L12´•J59)

MANDREL
.133_ ~LILL12-479AS L-12-J59 OR J69
HONING STONES

P-180 HONALL_t r
PL-12A ADAPTER

5-479 TRUING SLEEVE ------~I

ORIGINAL
As Received By
ATP

NOTE: Revision "A" rewritten to change the surface finish from 50 to 30 micro inches, and to delete MB-30-1
Honing oil from tools required list. (Petroleum products no longer sold by Avco Lycoming).

Page 2 of 2
Avro Lycomlng
Williamsport Division SERVICE
Avco Lycoming/Subsidiary of Textron Inc.
652 Oliver Street
Williamsport, PA 17701
U.S.A.
INSTRUCTION

DATE: April 25, 1986 Service Instruction No. 1204B


(Supersedes Service Instruction No. 1066A and No. 1204A)
Engineering Aspects are
FAA Approved

SUBJECT: Exhaust Flange Gaskets

MODELS AFFECTED: All Avco Lycoming Piston Engines using either V´•Shaped Spiral
Wound or Beaded Exhaust Flange Gaskets.

TIME OF COMPLIANCE: During overhaul or whenever exhaust nange gaskets are replaced.

Exhaust flange gaskets made of V-shaped, spiral-wound layers of stainless st~el and asbestos are available
forall Avco Lycoming engines using the 2- or 5-hole gasket design. (See Figure i.) This gasket design provides
a resillent action that automatically adjusts for mechanical compression, internal
pressure variations, and
temperature changes.

The Bat, earbon´•steel ring that surrounds the spiral windings serves to center the gasket and to control
gasket compression when the exhaust manifold attaching bolts are tightened. In addition to their superior
sealing qualities, these gaskets are reusable for those occasions when the exhaust manifold is loosened or
removed, However, they should be replaced at time of engine overhaul.

V-SHAPED, SPIRAL-WOUND
LAYERS OF STAINLESS
STEEL AND ASBESTOS

CENTERING AND COMPRESSION GAGE RING


O.A. 1116

Figure i. V-Shaped Exhaust Flange Gasket Configuration

Pagelofa
Service Instruction No. 1204B

Where beaded exhaust flange gaskets are used, they must be assembled (two each per exhaust port flange)
with their beads interlocking. The flat side of the gasket must face toward the cylinder head, and the raised or
bead aide, toward the exhaust stack. (See Figure 2.)

After initial installation, retorque the exhaust fiange nuts after first 26-hours of engine operation have been
completed, to allow for permanent seating of beads. This gasket should not be reused.

ASSEMBLE GASKETS WITH FLAT SIDE TOWARD CYLINDER


AND BEAD SIDE TOWARD EXHAUST STACK FLANGE.

ASSEMBLE WITH
BEADS INTERLOCKING

8
d
SECTION A-A
SCALE: TWICE SIZE
R 0.A. 1095

Figure 2. Beaded Exhaust Flange Gasket Configuration

PARTS DATA:

BTY. PART NO. DESCRIIYTION

AR 77811 Gasket, Exhaust Flange, V´•Shaped Spiral Wound, O´•hole: alternate to


LW´•19298, 65321, 67196, 73720, and 75118 gaskets.
AR LW-164BB Gasket, Exhaust Flange, V-Shaped Spiral Wound, 3-hole: alternate to
74736 gasket.
2 75118 Gasket, Exhaust Flange, Beaded, 2-hole (copper).
i 2 LW-16667 Gasket, Exhaust Flange, Beaded, 9-hole (stainless).
2 LW-16619 Gasket,´• Exhaust Flange, Beaded, 8-hole (stainless).

j; 2
2
78048
78056
Gasket, Exhaust Flange, Beaded, I-hole (copper).
Gasket, Exhaust Flange, Beaded, I-hole (stainless).
2 LW-13938 Gasket, Exhaust Flange, Beaded, i-hole (stainless).
2 LW-18234 Gasket, Exhaust Flange, Beaded, a´•hole (stainless).

NOTE: Revision "B" includes additional part´•numbers and art.

10864, 19854 These numbers for Avco Lycoming reference only.

i Page a of 2

;h

Ki´•
In~i-e, ru6tion

C e% ols~ I rr~ s~ rc~ Iv Is I ~a IBI


VVILLIAMSPQRT, PA. 17701

-------?L‘i----------
DAT E: March28, 1969 Service Instruction No, 1205
Engilleerinl: Aspects al´•e
FAA (DEEn) Apl,roi~cd

SUBJECT. Standards for Crankshaft Journal Diameters

MODELS AFFEC’T’ED: All Avco Lycon~ing airciaft engines. 8 R 6 G W iV A A::

TIME OF COMPLIBNCE: DurinCo?erhaui.

In order to increase production of cranksllalls crankshafts for direct tlri~´•e model the palt no nil,ci is
tvithoulappreciable cost increase, a new definition for located on the edge of tile Ilanjic; on othci cl;lnksh;lTtss
dimensional acceptance has been established for the the number will I,e found on the fioiit of the Ilaiigc. 1I1
crankDin and niain journaldiamelers. Essentially, this addition to the undersize code syml,ol, the letters "RN"

change provides for two diameters for crankpin and are stamped on the cranksliaft as a suffis to tile serial
main bearing journaldiameler: Stand;ird and .003 inch number indicating that the crankshall Iias I,ccn reni-
undersize. This is accomplished with no loss to the trided after the journals were finished .003 inch un-

operator by the introduction of .006 inch undersize dersize. The serial number is located ntljacent to the

bearings for replacement; thus crankshalts with .003 part number on the crnnkshaft. The suflis code sym-
inch undersize journals can be lapped to .006 inch bols indicatiiig undersize bc;~ling journals are
undersize in the san~e manner as standard size jour- follows:-
nals are lapped to .003 inch undersize.

In practice, all crankshafts will fall into four cate- M03MP Main ~und c~nllki,in bcni´•iiig joui.iials 003 ill(´•jl
gories of bearing journal size:- undersize.

i. All main and crankpin journals at standard


M03M Main bearing journals.003 ilic’h undersize.
diatneters.
M03P Crankpin bearing journals .003 inch untlci-
size.
2. All main journals .003 inch undersize in dia-
meter, all crankpin journals standard diameter.
NOTE
3. All main journals standard diameter; all crankpin
journals.003 inch undersize. The practice of buildinji riew ciigincs with
crankshaft having .003 illch ulldcrsizce
4. All main journals and all crankpin journals bearing journals began on April 18, 1SG8.
.003 inch undersize. Sizing of the I,earinbr joul.nals w~s ori~irlal-
In addition to the above four categories for size, a iv plannctl to I,e accolnplishctl i,y Ilanti
recluirement for uniform case hardncss is provided: Dolishing, a process which clocs not rc-
All crankshafls witli ,003 inch undersize journals are
quire renitiiding wlien polishing is limileti
to.003 inch undersize. Crankslialts of
renitrided after finishing to undersize dimensions.
This insures that crankshafts with undersize journal
some of the engines built uncicr this
first
new practice were ]land polislied to size.
diameters will have a service life as long as crank-
diarneters. Engines built with Lhese ciankshafts com-
shafts with standard journal
prise the followinglist. Special consitler-
Crankshafts with undersize bearing journals are ation is provided for these cn~ines as cle-
idei~tified by a code symbol stamped on the front flange scril,ed in the Repair Chart, following
of the crankshaft, as a suffix to the part numl,cr. On Chart I of this pt.occdul~e.

SEIIIAL NUMBERS OF ENGINES WITH .003 UNDERSIZE JOURNALS AND UN-RENITRIDED CRANKSHAFTS

0-320 Series: (-27A)


22923, 22926, 22927, 22928, 22937, 22938, 22942, 22943. 22944, 22945, 22946, 22949, 22950. 22951, 22964, 22965,
22966, 22978, 22982, 23000, 23001, 23002, 23003, 23248, 23249, 23253, 23255, 23257, 232621 23263, 23264. 23266.
23267, 23274, 23275, 23279, 23667.

0-360 Series: (-39A)

13120, 13122, 13129, 13133, 13136, 13137, 13138, 13139, 13146, 13260, 13261, 13262, 13263, 13265. 13266, 13267,
13268, 13269, 13273, 13274, 13329, 13383, 13385, 13434, 13435, 13436, 13437, 13465.

Page 1 of 4
´•-I:.
Service Instruction No. 1205

SERIAL NUMBERS OF ENGINES WITH 003 UNDERSIZE JOURNALS AM) UN- RENITRIDED CRANKS HAFTS
(CONT.

10-360 and HIO-360 Series: (-51A)

5467,5652,5653,5654,5659,5886,5690,5740,

TVO-435 Series: (-52)

2685, 2724.

1G90-480 Series: (-44)

1637, 1639.

0-540 Series: (-40)

12382, 12439, 12408, 12411, 12420, 12423, 12429, 12430, 12440, 12469, 12470, 12472, 12474, 12475, 12476, 12477,
12483, 12484, 12485, 12489.

10-540 Series: (-48)

6245, 6251,
6220, 6221, 6222, 6226, 6227, 6228, 6229, 6230, 6231, 6233, 6234, 6236, 6237, 6238, 6239, 6240, 6244,
6268, 6269, 6270, 6288, 6296, 6305, 6338, 6354, 6357, 6388, 6441, 6451, 6452.
6252, 6253, 6254, 6259, 6265, 6266,

1GSO-540 Series: (-50)

2220.

VO-540 Series: (-43)

Z010.a(lBZ.

TIO- 540 Series: (-61)

714, 715, 716, 717, 718,


660, 670, 675, 676, 677, 679, 680. 681, 683, 685, 686, 687, 688, 689, 690, 700, 705, 712, 713,
120,721,722,724,725,72~,728,729,730,733,735

serial no. 1531-31, 1775-50, 384-52


All remanufactured engines shipped after January 1, 1969 (except engine
undersize main and rod bearings; remanufactured engines ship-
and 1866-52) are suitable for use with .006 inch
have crankshafts that require renitriding as desc ribed i n C hart n of the following procedu re.
ped before this date may

MAINTENANCE PROCEDURE FOR UNDERSIZE 3. Verify the undersize indicated by the part num-
JOURNAL CRANKSHAFTS ber suffix by checking the diameters of the jour-
nals with the sizes shownin Chart I.

During overhaul of the crankshaft, the operator


must determine if it has standard or undersize bear- 4. II the diameter of any of the bearing journals are
ing journals then proceed with its overhaul accord- found to be more than.0015 inch less than the
ingly. The following procedure explains this process minimum diameter shown on the chart, it can be
in detail. concluded that the crankshaft hasworn to a point
where the next undersize classification must be
undertaken. PI´•oceed with repair as directed in
i. Examine the front flange of the crankshaft to
Chart Il.
determine the status of the crankshaft: II the
suffix M03P, M03M, or MOJMP is not found with
5. During reassembly of the engine, crankshafts
the part number, the crankshaf can be considered
be standardin respect ofbearing journal dia- that have undersize bearing journals must be
to
meters and overhaul is carried out as usual. fitted with bearings that are correspondingly
undersize; .003, .006, or .010 inch undersize
2. II the suffix M03P, M03M, or M03MP is found journals must be fitted with .003, .006, or .010
with the part number the bearing journals are Inch undersize bearings. Consult the applicable
undersize and the crankshnft must be processed parts catalog for correct bearings for specific
as hereafter described.
engine models.

Page 2 of 4

J,18 i
Service Instruction No. 1205

CRANKSHAFT JOURNAL SIZES I

STANDARD 1 003 UNDERSIZE


;´•lo;:i Mai!l Main Rod FrontMain I Main Rod
Engine Model

O-235-C 2. 374/2. 375 2. 374/2. 37512. 124/2, 12512. 371/2. 372 2. 371/2. 372( 2. 121/2. 122

O- 290-, O- 320, O- 340,


O- 360. AIO- 360. IO- 360,
TIO´• 360, VO-360, 0~435,
00-435, VO-435, TVO-435, 2~ 375/2. 376 2. 375/2. 37612. 124/2. 12512. 372/2. 373 2. 372/2. 3731 2. 121/2. 122
480, CSO- 480, IGS O- 480
0-54D,IGSO-540,IGO-540
TIO-540-C, TVO-540, TIVO-
540

HIO- 360, O- 540 2. 3755/2. 3760 )2. 375/2. 376 12. 124/2. 12512. 3725/2. 3730~ 2. 372/2. 373 12. 121/2. 122

10-540

IO- 540-K, M, TIO- 540-A 2. 6255/2. 6260 12. 625/2. 626 (2. 249/2. 25012. 6225/2. 6230~ 2. 622/2. 623 2.1 246/2. 247

IO- 720

TIG-541 2. 6255/2. 6250 12. 625/2. 62612. 249/2. 25012. 6220/2. 622512. 622/2.
10-360 2. 375/2. 376 2. 375/2. 376)2. 249/2. 250(2. 372/2. 373 2. 372/2. 37312. 246/2. 247

shown may be found on some


NOTE: Due to manufacturing variance .0005 inch less than the minimum diameters
crankshaft journals.

CRANKSHAFT BEARING JOURNAL REPAIR II

STANDARD SIZE JOURNALS .003 UNDERSIZE JOURNALS


OVERHAUL PERIOD

are not more than If all journals are not more thar
If all journals
.0015 in. less than the minimum .0015 in. less than the minimum
diameter shown for standard size diameter shown for .003 under-
size journals, rework is re-
journals, no rework is required no

for the journals. quired for the journals.

First Overhaul If one or more journals is more If one or more journals is more

than .0015 in. less than the mini- than.0015 in. less than the mini-
mum diameter shown for standard mum diameter shown tor.003

size journals, the journals may undersize journals, the journals


be polished to.003 in. undersize may be polished to .OOti in. un-
dersize described in the
as described in the overhaul as

manual. overhaul manual.

NOTE

If crankshaft is from an engine


with serial number listed above,
the crankshaft must be returned
to Avco Lycoming for renitrid-
ing. This w iilbe done at no co

to the owner.

Subsequent Overhauls If one or more journals is more If one or more journals is more

than.0045 in. under the minimum than.0075 in. less than the mini-
diameter shown for standard size mum diameter shown for.003

journals, the journals must be re- undersize journals, the journals


ground to .006 or.010 in. under- must be ground to.010 in, un-
size and the crankshaft renitrided. dersize and the crankshaft re-

nitrided.

Avco Lycoming is the only authorized faclility for crankshaft renitriding.

15006 This number for Avco Lycoming use only.

Page 3 of 4

J-18
Service Iiistruction No.U~OS

REARING APPLICATION CHART

inch undersize, Because of


Tile I,cnrinjis shown on this chart are available in standard, ,003, .006, and,010
installation, the bearing requirements for certain engines may not
oil sul,plv requirements for special propeller
la as intlicntcd. See the parts catalog for the correct bearings for use in any specific
model en6ine,

ENGINE MODELS FRONT MAIN BEARING MAIN BEARING ROD BEARING

60810 60810 69373


0-23j-C: O-290-D: 0-435-A

77044 60810 69373


0-290-D2A

67447 69373
GO-435-C2: GO-480-13

77044 67447 69373


0-320-A.-E1A: IO-320-A

77044 77034 69373


0-320-D.-C,-D.-E2D: IO-320-B.-C,-E;
0-340

77034 72218
CO-180-CICG. -G1A6. -G1F6, -G2D6,
G2 F6. -Gln6, G1EG, -C II36:
GSO-480:IGSO-480

67447 72218
VO-435-A, -D: TVO-435, GO-480-D1A.
D1I3. -E3

77044 77034 72218


0- 3GO-A. -D. -C. -D: 10-360- B, -E. -F; HO- 360
A. -il: MIG-360-A. -B; VO-360; IVO- 360,
0-540-A.-~,-E: IO-540-A,-D,-E.-C1~5,
-C1CS. -(;1A5, -G1135, -G1D5, -C1E5, -D4A5;
TIO-540-C1A

77034 75547
VO- 540. IVO-540: TIVO-540; IGO-540;
1GSO-540

IO-540-K. -hl: TIG-540-A; 10-720 78319 74303 7550[)

77044 77034 75509


IO-360-A.-C,-D

TIO-541-A1A.-E 74801 76393 75509

AIO-360 77044 77033 72217

TIO-360-A1U 77044 77034 72217

0-540-C1A5, -(;2A5 78319 74303 72218

~IG INAL as,.


Page 4 of 4

RECEIVED BY ATP-
J-ie
~ervice In ~-t; r u cti o rc~
Ct;

LY C O M I N G DIVISION
~NILLIAMSPORT, PA. 17701 .i

Iw
1969 Service Instruction No. 1215
DATE: July 18,
Engineering Aspects are

FAA (DEER) Approved

SU UJECT: C orrect Installation of Shroud Tubes for U p- Exhaust


Engines

MODELS AFFECTED: IO- 540- B, -E, -M; TIG-540-A. IGO-540-B; IGSO-540-B.


IO- 720-13 series engines.

TIME OF COMP LIANCE: At anytime shroud tubes are removed or replaced.

tubes
reports have been received that indicate that nylon shroud are some-
A few
times being installed at the exhaust and intake position on the above listed, appli-
shroud
cable engines. Because of their close proximity to the exhaust ports, nylon
all
tul,es at these locations are subject to damage by excessive heat. Consequently.
cautioned to make that glass reinforced nylon shroud
maintenance personnel are sure

tubes are not installed on these engines at any time. See figure.

PARTS DATA:

72257 Eshaust shi´•oud tube, metal (do not use 75776 nylon shroud tube)
72255 Intake shroud tube, n~etal (do not use 75773 nylon shroud tube)

INTAKE SHROUD TUBE USE 72255


DO NOT USE NYLON SHROUD TUBE

nnmr3uI~ I
/i-rili
gi:
1’
jI :I
1

ii

i ´•´•ran a
i:9 llr

EXHAUST PORT FLANGE EXHAUST SHROUD TUBE USE P/N 72257


DO NOT USE NYLON SHROUD TUBE

Relative Location of
3
Top View of Engine at Left Rear Cylinder Location Showing
Shroud Tubes

14202 14977, 15303 These numbers for Avco Lycoming Reference only.
P"""
Ic3evvice In--tvurtion
YCOMING DIVISION
VVILLIAMSPORT, PA. 17701

ILi
DATE: October 30, 1969 Service Instruction No. 1221A
(Supersedes Service Instruction No. 1221)
Engineering Aspe cts are
FAA (DE ER) Approved

SUBJECT: Dry Air Pump Drive Oil Seal Replacement

MODE LS AFFECTED: All Avco Lye oming direct drive ai re raft e ngine s on whi ch
a dry air pump is installed.

TIME OF COMPLIANCE: As required by Airborne Manufacturing Co. Service


Letter No. 10.

Malfunction of dry air pumps, due to oil seal leakage is evidenced by the Air-
borne Manufacturing Co. Service Letter No. 10, reprinted herewith in its entirety.

To reduce the of air pump damage by oil sealleakage we have changed


possibility
to aChicago Rawhide seal for the dry air pump drive. This new seal is installed in
all production engines beginning with serial numbers as follows:

O-235-C, 9841-15; O-290-D Series, 8550-21; 0-320-A, -E Series, 26020-27A;


O-320-B, -C, -D Series, 6499-39A; 10-320, 4366-55A; 0-340, 436-30; 0-360,
14258-36A; 10-360, 6517-51A; AIO-360, 131-63A; TIO-360, 109-64A; 0-540,
13319-40; 10-540, 7453-48; TIO-540, 1148-61; TIO-541, 571-59; 10-?20, 443-54.

It is recommended that allowners and operators of applicable aircraft inspect the


dry air pump drive for leakage as explained in the Airborne Manufacturing Co.
Service Letter. If leakage is indicated, replace the seal with an Avco Lycoming
P/N STD-208, Chicago Rawhide Corp. Seal No. 515748. Seals may be obtained
through your authorized Avco Lycoming distributor.

PARTS DATA:

STD-208 Seal, Chicago Rawhide No. 515748 (replaces Garlock Seal Nos. 21996-
0215 and 21161-0215),

C- Revision "A" to Service Instruction No. 1221 deletes application to geared


and vertical drive engines.

15508 This number for Avco Lycoming reference only.

Page 1 of 2
Service Instruction No. 1221A

SE R~I%E AIRBORN LETTER

June 11, 1969

SERVICE LETTER NO. 10 CANCELS 9 E 9A

SUBJECT: AIRBORNE AIR PUMP SERVICE INFORMATION

COMPLIANCE: AS INDICATED IN TEXT

Long life and dependable operation of the Airborne Dry Air Pumps
relies on conscientious service personnel understanding the princi-
ples of the dry pump operation and the proper diagnosis of vacuum

or pressure systems.

The Airborne Dry Air Pumps must operate free from oils or degreasing
fluids. These fluids may be introduced from leaking drive seals in
the engine,or high pressure degreasing guns directed at the pump
drive area or unprotected ports. Oil detected on the lower side or

drive area of the pump is a general indication of a leaking


accessory
drive seal. If this condition is observed, seal replacement should
be accomplished immediately.
erratic
Oil entry into pump may be indicated by inadequate or
the
vacuum or a complete loss of vacuum. With small amounts of oil in
the pump, unusually low vacuum may be indicated during idle RPM and
taxi while full vacuum may be present throughout that particular
flight. During warm weather, this cycle may repeat many times before
of interior results in
complete loss of vacuum. In
gumming the pump
cold weather, failure can occur suddenly.

free of oil contami-


Inlet filterspressure systems should be kept
or

nates and serviced at intervals prescribed by the airframe manufact-


urers. These filters should be either replaced or carefully cleaned
with a mild detergent soap solution, rinsed, and air dried. Inline

system filters should also be replaced at the intervals prescribed


by the airframe manufacturers or at pump replacement.

All Dry Air Pumps are produced with a flexible drive coup-
Airborne
ling designed to protect the engine gear train, absorb shock and to
afford a mechanical "fuse" in the air system.

PRP/cac

Page 2 of 2
r-. i
´•-.-I
Sl~b

VVILLIAMSPORT, PENI\ISYI_VANIA 17’7C31

F30uaB~o
-------iT~------
Srrvice rnstruction No. 122’,[)
July 22, 1977
D~TrE:
(Sup’´•’""des Service instruction No.
Eugincrring ~Rpects nre

FAh (D~I;:R)

SURJECT: Crankcase Hearing Dowel. ReplacemcluT


-EP1~;
MODELS AFFEC~F,D: O, IO, AIO, LIO-320 (exceptr 0-320-A21,, -E2D, -E2G, -E21~, -E7D,
IO-320-E2B and AEIO-320-E2R) wide cylinder rlange series; 0, NO, IO-
-B wide cylinder flsnge series; 0, IO, TIO-
160-R,
540
-E,
series;
-l.lIHIO-360-A,
0-541 series; IO-720 series; VO, IVO, TVO, TIVO-540
IGSO-
series; GO-´•480-G1~6, -G1D6, -G2 series; GSO-480-8, -82 series;
480-A series; TIGO-541 series. (See Service RulletLn No. 326A for
additional models subject to dowel replacement.)

TIME OF COMPLIANCE: At overhaul.

In orderto strengthen the components in 2


the mainbearing area, a straight crankcase
bearFng dowel ~Fs beFng used in applicable
proauctFon engines. This ’5 rSi16 i

straight~II$-
current
dowel
usedi
replaces the stepped dowel formerly 1~
CAUT ION j

Three types of crankcase bearing do- L*ICZI~I*anl


weis have been used in these engines: ‘rl
coilared, stepped and straight as MPHOCE

shown in figure 3. The procedure MnrERlnL-

described herein pertains only to


replacement of stepped dowels with
Figure 2. Puller, CrankcRse nearinR Dowrls
straight donels; it does not apply to
replacement of collared dowels. Nei-
ther stepped.nor straight dowels may
be used in crankcases for the col-
place crankcase half on a flat surface
lared dowel.
and using no. 21 drill (.350) drill
dowel used in all crankcase through dowel to a depth of 1/2 Inch.
The straight Fs
drill and using 10-32 tap, to
main bearing Saddl.es on the geared and verti- Remove tap, a

5/16
inch. and
cal engines and in all saddles except the a depth of Remove tap
InstaZla- install iabricatcd
fixture, as showtl in
front main on direct drive engines
of the straight dowels requires the use thi´• I,vnl-lng ERddlr´• Place
tion
of main bearings with larger dowel holes. a (AN3C21A) through cfnter hole
Dowels and bearings must \,e replaced in in plate and scrrw into dowel. (:ontirn~r
turning bolt: until rlowcl is pulled from
complete sets
dowel hole.
Stepped dowels are removed and straight
2. Measure dowel hol~´•, if dorJel. hole is
dowels installed in the following manner:
between 0.2500 and 0.2505 inch dia. a

standard dowel may bcl usc~l for rc´•placemcnt.


MF:nSURE DEmH FROM SURFACE OF WER dowel hole is greater than 0.2505 inch
If
11811

~3´•I
I
-I
fZx
OaeYI
STRAIGHT COLLAR STEP

AEAMER DEPTH

of Cranltcase I)owels
Figure 1. Bearing Saddles Figure 3. Types

Page 1 r,f 2

Member o( GAMA

Caheral Avi~tion
MRnulacturerfi Association
Service Instruction No. 1225D

stentlard 0.005 o/s or 0.010 inch dia. o/s


less than 0.2550 inch, ream holr
a
di3´• but.
whFchevcr is applicable, in the
rN´•i n a 0,2545 inch dia. flat bottom raamer dowal.,
lo] lowF~ manner. Slide the tool into the
o the dimension "h" shown in
applicable
´•iile table and use a 0.005 Fnch
accompanying bearing saddle until the tapered end of tht´•
oversFze dowel; If hole is greater than dowels drop into the dowel hole. Drive the
inch dowel iintF1 the driver bottoms. Dowel sho-
0.2555 inch, ream hole with a 0.2595
uld be 0.070-0.090 inch above the bearing
flat bottom reamer to the applicable dimen-
"A" in the accompanying table and use bore ill the crankcase.
sion
a 0.01.0 inch oversize dowel. Clean the hale
thoroughl.y.
4.When modification is completed, stamp -5
dowel driver top rlb of cranlccase halves approxi-
3. Use the applicable bearing on

(seE accompanying table) to install either mately six inches from the rear flangc.
Dimensions i
"R" Rearing
Reamer HA(~peD Bearing Bore DFa. i
Engine Models Inches I Inches (Sce parts data) DrFvcr
(_~

O,;C,AIO,i10-320 (except 0-320-A2D,


-2 23, 2~a, 2H, -E3D, -E5H; 10-3 20-
E2a and WF,i0-320-E2R)wide cylinder
1.851-1.792 2.6875-2.6865 LW-L1020 57.-291
Elange series

0,~0, 0-360iB,-E,-F,HI0"36O-A,-B ST-291


w~de cyl.inder flange series 1.851-1.792 2.6875-2.6865 1 LW-11020
1 851-1 79 2 2. 687 5-2. 6865 I,W-11.020 ST-291
0-540-A, -B,-E
0-54G -CiAS -G 2A5 -H2A5 1 9 7 6-1 91 7 2.9375-2.9765 LW-11575 ST-705
1 851-1 792 2 687 5-2. 6865 LW-11020 ST-291
E0,540 -A, -B,-C,-D,-E, -G,-J,-P
1.97 6-1,917 2.9375-2.9365 LW-L1575 ST-705
:Ci-540-K, -M, -N,-R ST-291
T_;j-540-C 1.851-1..792 2.6875-2.6 865 LW-11020
1.97 6-1.917 2.9375-2.9365 I,W-3 575 ST-105
1.986-1.927 2.9375-2.9365 LW-1~575 ST-305
7I0-543
1 851-1 792 2. 6875-2.6865 LW-1I 0 20 ST-291
V\I, 0 IVO,TVO,TIVO-540
1 .976-1. 917 2.9375-2.4365 LW-1 1 57 5 ST-705
10-7 20
1.851-1.792 2.6875-2.6865 LW-I. 1020ST-291
GO-480-G1BG, -G1D6,-G2
3.. 851-1. 792 2. 687 5-2. 6865 LW-13020 ST-291
GSO-480 -8,-82
1.851-1.792 2.6875-2.6865 LW-11020 ST-291
IGSO-480-A
.1.986-1.927 2.9375-2.9365 LW-11575 ST-305
TIGO-541
PARTS DATA:

Part Number Nomenclature

UvJ-10647 Dowel, craukcase bearing (repleces 69796 and LW-10734)


.0D5 inch oversize
iW-:06G7 P05
Z~T-10647 P10
Dowel,
Dowel,
crank6ase
crankcase
bearing
bearing I
.010 inch oversize
77034)
LM-;’I02U
M03
Bearing,
Bearing,
mainrepl.aces.003
main inch undersize
inch undersize
W-iiC20 M06
~jJljlC20 M10
Bearibg,
,gnFraeBniammain j .006
inch uhdersize
.010
iW-~1021 Bearing, main (alfernate for U´•I-11020) (repleces LW-10124)
(.003 inch
;W-;1G23. M03
W-i;021. M06
Bearing,
Bearih~,
maFn
main (.006 hcnFezisrednu
undersFze
_~-i1021 M10 Bearing, main ~.010 inch undersize)
main 74303)

jreplaces
~hi-i1575 Bearing,
.~111575 M03 Bearing, main .003 inch undersize
;;Gj-I.1575 iu106 Bearing, main .006 inch undersize
~iW-11575 M10 Bearing, main .010 inch undersize
iW-11576 Bearing, main (alternatc! for UJ-11575) (rcplaces 76393)
LW111576 M03
L,W-11S76 M06
Beari~,
Bearing,
main
main
(.003 inch
(.006 inch undersize undersFze1
ZW111576 M10 Bearing, main (.010 inch undersize)
SPECIAI, TOOLS REQUI1ED:

Part Number Nomenclature

Fixture, fabricated as shown in figure 2

ST-291 Driver, bearing dowel


SI-305 Driver, bearing dowel

"D" to Service instruction No. 1.225 exempts IO and AEIO-320-E2B models from
NOTE: Revision
models affected.

.15571, 16525 These numbers for Avco Lycoming reference only.

Page 2 of 2

i
i:
n u CA 6~i 8 ~7

.1,

LYCB~IIMG DIVISION
VVILLIAMSPORT, PA. 17701

it)
DATE: January 30, 1970 Service Instruction No. 1226
Engineering Aspects are
FAA (DEER) Approved

SUBJECT: Bendix Magneto Service Bulletin No. 545

MODELS AFFECTED: Avco Lycoming aircraft engines employing Bendix -1200 series magnetos.

TIME OF COMPLIANCE: At overhaul.

The Bendix Magneto Service Bulletin No. 545, printed herewith in its entirety, pertains to the chafing, through
vibration, of the coil lead against the cover hold down screw on those magnetos where leads cross the breaker
compartment. All owners and operators of applicable Avco Lycoming powered aircraft are urged to comply with
this bulletin at next overhaul.

SERVICE
Division BULLETIN
N0.545
s~an´•v. NY13038

printed ::cvca~cr 1959


Page 1 of 1 page

AIRCRAFT
SUBJECT: I Tubing for S-1Z00 cover hold down screw.

REASON FOR BULLETIN: I To inform users of tubing to prevent chafing of coil


lead against cover hold down screw.

EQUIPME’NT AFFECTED: Counterclockwise, retard and tachometer treaker


S-1200 magnetos.

Main~enonce (Spare) Parts Affec)ed: 10-180046-2E tubing (0.75 inches)


over exposed portion of threads
None.
See figure 2.

Complionce: The 10-162046-28 tubinj (0.75 ir.cr.es)


may also be purchased palt
At overhaul,
10-180046-15 (25 feet) -r 10-77210-5;
(100 feet).
Detailed Instructions:

Field experience has shown that


improper lay of leads and vibration may
F
cause chafing of the coil lead against
the threads of the cover hold down
screw magnetos where the
on leads cross

the breaker compartnent.

To prevent this
chafing action pos-
ition leads illustrated in figure
as

i. Install 10-35973-24 securing screw


in breaker cover and slide a piece of

RETARD TERMINAL

xatw
TUIING

Figure

Ports Required Per Article:

1 ~0-1803´•6-18 Tubing.

Speciol Tools Required:


None.
Q
Mon Hours Required:
CAPACITOR
Negligible.
Weigh) Change:
ORIGII\IBL As
K120
Figure i. Hegligible.
RECEIVED BY aTP.
L\dGaMINe p~vlsloN
WILLIAMSPORT, PENNSYLVANIA 17701

L
DATE: Service Instruction No. 1228A
(Supersedes Service Instruction h’o. 1228)
June 29, 1973 Engineering Aspects are
FAA (DEER) Approved

.SUBJECT: Modification of Cylinder Hold-Down Plates

MODELS AFFECTED: O-320-B, -D, 10-320, 0-360, HO-360, HIO-360 conventional cranlrcase series, 0-340,
VO-360, IVO-360, GO-480-C, -G, GSO-480, IGSO-480, 0-540, 10-540, IGO-540,
IGSO-540, TIO-540, VO-540, NO-540, TTVO-540 and 10=720 series aircraft engines.

TIME OF COMPLIANCE: At overhaul or at anytime a cylinder is replaced.

To facilitate assembly and insure clearance with When reassemblingthe hold-down plates, assemble
shims shown in figure 2. Tighten the 1/2 inch nuts,
cylinder in the area of the hold-down plate a modifica- as

tion of the hold-down plate has been accomplished to in clockwise sequence starting at top right to 300 inch

provide chamfer, on both ends of the inside edge, as


a pounds torque. Remove shims and tighten 1~2 inch Iluts,
in the same sequence, to 600 inch pounds torque. Tight
shown infigure 1. It is recommended that hold-down
enthe 3/8 inch nuts to 300 inchpounds torque; the se-
plates not conforming to this modification be ground
accordingly. quence is optional.

O o

´•1-o
3
1

2,94 2.94
ii 5
16

1
2. 82 2.82

Figure 1. Hold-Down Plate

Member o( GAMA
Page 1 of 2

O Manu(ilcturera Associic(ion
Service Instruction No. 1228A

34DICIC-34D
Cylinder
hokl- down plate
I

Horizontal center
line of engine

I ~CC>Y/O,

Shim- 4 req’d per cylinder


(.010 IN. thick X.50/.70IN.wide
During initial tightening,use two shims
between each plate and the barrel,
located as shown. Remove shims be-
fore finoltightening.
Barrel and Hold-Down Plate
Figure 2. Location of Shims Between Cylinder

Revision "A" to Service I~lstruction 1228 corrects dimension


on Figure i.

12703 This number for Avco Lycoming reference only

Page 2 of 2
I r~ C~r C4Ctjon

Yea ~BI I nle a Ivl s 1 a N


WILLIAMSPORT, PA. 17701
i
iLi
DATE: May 7, 1971 Service instruction No. 12371\
(Supersedes Service Instruction No. 1237)
~gineering Aspects are
FAA (DEER) Approved

SUBTECT: Prestolite Service Bulletins No. ASM-5 and ASM-4. Aircraft Charging System
Service Precautions

MODELS AFFECTED: Avco Lycoming powered aircraft employing Prestolite belt driven alternators.

TIME OF COMPLIANCE: At any time alternators are removed or installed.

Prestolile Service Bulletins No. ASM-J and ASM-4 are reprinted herewith in their entirety. Compliance with
them is recommended to all owners of applicable Avco Lycoming powered aircraft.

NUMBER ASM-I_ ISSUCD.JIIOUBTy 20, 1971


~_

suwrcr __Nr_craf(_Ch~?yglpg_Syntem_Service Precautions

*PPLIC*TION
Aircraft with Belt Driven Prestollte Alternators
1 I
P*GIWO. 0( ~ltrl

i. Before removing any unit or wiring for service, make sure master switch is In the

off position to prevent accidental shorting or grounding of electrical components.

2. Before removal of any unit and after Installation of any unit, a visual inspection of

parts Involved should be considered an Important part of service.

3. POINTS Of VISUAL INSPECTION SHOULD INCLUDE:

A. All Safety wire and mounting bolts.


Safety wires must be locked in position.

All bolts must be torqued properly. (Looae bolts will allow


alternator to shift and vibrate.)
Over torque may cause alternator mounting lugs and/or mounting
brackets to crack or break. Pulley nut over torque may cause fan
blade to crack or break.

B. Make sure all electrical connections are made to the proper terminals
and are clean, and connections properly torqued.

REMEMBER: When an alternator or regulator is installed, the


mounting bolts or screws become an electrical connection. They
must be clean, and properly torqued.

4. DRIVE BELTS Inspect condition of belt and ad)ust tension properly. A loose
belt will cause slippage and loss of alternator ougu(. An over tensioned belt

may break and also will cause extreme side loading pressure Jn alternator
shaft, bearings and seals, which will contribute to early failure of the unit.
When ad]usting belt tension, do not pry on alternator fan or pulley.

5. THE ALTERNATOR FAN It cools the alternator by causing air to now thru In

the proper direction. Inspect the fan condition, check for being beet, or having
cracked or broken welds. U any of these conditions are found, replace fan and
properly torque pulley nut. Torque the pulley nut to 35 Ft. Lbe. min. to 45

Ft. Lbs. max. Be sure fan is clear of brackets and baffles.

Prestollte Technical Service

Toledo, Ohio 13801

BRDGINAL As Page 1 of 2

&Y A-$P
Service Instruction No. 1237A

ASYI-3 ISSUED
3-1-71
NUMBER
Unbalanced Output Readings
sueJEcT
Dual Alternator Installations Using One- Regulator for Control
APPLICATION
1 1
PACE .NO. OF PAGES

Inquiries have been received from aircraft owners concerning unbalanced


output between alternators.

Most people are interpreting unbalanced output as an indication of a

it
faulty alternator, yet when the alternator is removed for testing,
checks to the proper specifications.

There several reasons why this type of application may shaw ~mbalanced
are
in
output between the alternators. These reasons include voltage drops
the charging system wiring, voltage drops in the ground circuit connections,
and manufacturing tolerances in the alternators.

Any variation in the overall resistance characteristics between the two


charging circuits will cause output readings.

The for this is that the voltage regulator can control only the
reason

amount of field current required for sufficient current output from the
two charging circuits. The regulator cannot control the amount of field
current going into each alternator.

If, for example, the load requirement is 60 amperes from the two charging
flow thru the
systems, the voltage regulator will all~J enough current to
field circuits to meet that requirement. However, the charging c´•ircuit
with the lesser amount of overall resistance will use more of that current
and therefore produce more output than the other charging circuit. One
alternator may be producing 33 amperes while the other alternator is
producing only 27 amperes, yet they are still producing the required 60
amperes

Alternator charging systems, unlike generator systems that had to have


balanced output to prevent component damage, Do Not require balanced
output.

Prestolite Technical Service


Toledo, Ohio 43601

Page 2 of 2
r-*Ilr~ IIIB-R;-J
OEi~3 Lycoming I SERVICE
Williamsport Plant
Textron LycominglSubsid:ary
652 Oliver Street
Williamsport, PA 17701 U.S.A.
of Textron Inc.
INSTRUCTION

October 3, 1991 Service Instructions No. 1240C


DATE:
(Supersedes Service Instruction No. 1240B)
Engineering Aspects are
FAA Approved

SUBJECT: Valve Spring Replacement

MODELS AFFECTED: All Textron Lycoming aircraft engines.

During engine overhaul or earlier at owner’s discretion.


TIME OF COMPLIANCE:
erratic valve action.
A change in heat-treatment specifications for valve
springs has provided improved springs with better load Th, dampener end of the coil (closed coil) of the
retention characteristics. These valve springs are us- newer identified by blue, white and pink
springs are

ed in current production engines and are recommend- dye spots, 1800 apart. Older springs, as well as
ed for installation during engine overhaul, or at anytime superseded springs are marked with yellow, red, green
or white dye on the dampener end of
the spring.
it is determined poor engine performance is caused by

VALVE SPRING IDENTIFICATION CHART

New Springs Superseded Springs


Dampener Approximate Dampener
Wire Diameter Coil Color Free Length P/N Coil Color
P/N
Yellow 2.2 65567 Yellow
LW-ll795 jr .134 1.136
White
Blue ac*

Red 2.4 68328 Re’d


Auxiliary Spring LW-11797 .141/.143
1-1/4" OD White u*

Green 2.5 76352 Green


LW-ll799 a (.141/.143)*
.147/.149 White
Pink
Blue ~k*

Red (2.81)* 68326 Red


LMt11796 a (.176/.178)*
.181/.183 White 2.4

Green 2.5 76351 Green


Outer Spring LW-11798´• (.1861.188)*
1-11116" OD .191/.193 White
Pink

Blue** 2.5 65427 Red


LW-11800 ~t .176/.178
76994 White

Superseded size.
2 spots at approximately 1800 apart.
jr Parallel valve cylinder heads.
Angle valve cylinder heads.

Page 1 of 3
Service Instruction No. 1240C

COMPRESSION LOAD CHART

COMPRESSION LOADS

SPRING P/N COMPRESSION SPRING P/N COMPRESSION

29 to 33 Ibs., Compressed 59 to 65 Ibs., Compressed


to 1.64’’ to 2.130"
LW-11795 LW-11798
61to 67 Ibs., Compressed 136 to 144 Ibs., Compressed
to 1.17" to 1.610"

53 to 59 Ibs., Compressed 41to 45 Ibs., Compressed


to 1.93" to 1.977"

LW-11796 LW-11799

116 to 124 Ibs., Compressed 86 to ~4 Ibs., Compressed


to 1.43" to 1.480"

40 to 44 Ibs., Compressed 60 to 661bs., Compressed


to 1.80" to 1.77"

LW-11797 L~J-11800

75 to 83 Ibs., Compressed 112 to 120 Ibs., Compressed


to 1.33" to 1.30"

The following cylinder assemblies that were manufactured prior to 1967, or any parallel valve cylinder assembly
superseded by one of the assemblies listed below, were Inanufactured with a smalle; spring seat counterbore
in the cylinder head.

A slight interference exists between the O.D. of the new springs and the subject cylinder head assemblies listed
on the Cylinder Assembly Chart.

Textron Lycoming has determined that when the new springs are installed they will seat themselves into the

cylinder head. This will have no adverse affect on the valve train ope~-ation.

NOTE

Spring P/N 65427 and Spring P/N 76C394 are obsolete parts. Prior io this publication,
P/N 76994 superseded P/N 65427 The current service P/N LW-11800 supersedes both
obsolete parts.

Page 2 of 3
Service Instruction No. 1240C

CYLINDER ASSEMBLY CHART

CYLINDER HEAD CYLINDER HEAD


DETAIL ENGINE MODEL
ASSEMBLY

75360 0-320
75184
75360 0-320
75183
75360 0-320
75361
75360 0-320
75188
74553 0-320
74468
75042 74553 0-320*

75868 75360 0-320*


76084 0-320*
76086
75907 74553 0-320*
75360 0-340
75187
75156 ?5360 0-360
75360 0-360
75363
75362 75360 0-360

75185 75360 0-360, 0-540


74924 74553 0-360, 0-540
74925 74553 0-360, 0-540
75971 74553 0-360*, 0-540*
75874 74553 0-360*, 0-540*
78825 76084 0-360*
72113 VO-360
72114
72113 VO-360
73924
74497 VO-360
74498
76084 0-540
76087
75363 0-540
78597
78603 76084 0-540

Wide Cylinder Flange Cr?cnkcase Models.

NOTE: Revision "C" revises text for cylinder head modification procedures.

These numbers for Textron Lycoming reference only. I


16013-A, 16013-B, 14301

Page 3 of 3
SERVICE
INSTRUCTION
DATE: April 18, 1997 Service Instruction No. 1241C
(Supersedes Service Instruction No. 1241B)
Engineering Aspects are
FAA Approved

SUBJECT: Pre-Oiling Engines Prior to Initial Start

MODELS AFFECTED: All Textron Lycoming engines.

TIME OF COMPLIANCE: Prior to initial start after engine change, overhaul, oil cooler replacement or
draining or any prolonged period of inactivity.
all aircraft
To avoid possible high speed bearing failure reSulting from lack of lubrication during initial starts
oil change or whenever
engines should be pre-oiled prior to first start. Engines need not be pre-oiled after an
the oil lines
the oil lines have been disconnected. However, on dry sump engines after an oil change or whenever
and drain a
have been disconnected it will be necessary to disconnect the oil inlet connection at the oil pump
oil pump.
sufficient amount of oil from the tank to be certain there are no obstructions or air in the inlet line to the
The following procedure is intended to apply to wet sump and dry sump engines.

i. Fill the oil tank or sump to the proper level. In all turbocharged engines use only ashless dispersant oil con-
I forming to specification MIL-L-22851 or SAEJ1899.
2. External oil tanks and turbocharged engines.
the oil and drain suffi-
(a) On engines with external oil tanks, disconnect the oil inlet connection at pump a

cient amount of oil to eliminate any possible obstructions or air in the inlet passage. Reinstall oil inlet con-
nections to the oil pump.

and the front lines to the exhaust


(b) On turbocharged engines, disconnect the inlet lines at the turbocharger
inlet. Fill
valve guide oiler if applicable. Also disconnect the engine air duct from the compressor housing
the turbochargeroil inlet port with clean engine oil and manualry turn the compressor
wheel several revolu-
air duct.
tions in both directions to coat all journal and bearing surfaces with oil. Reconnect the

3. For wet sump engines, except TIO-541-E series, fill the cooler with oil.

4. Remove one spark plug from each cylinder of the engine.


"oW’ position. If the engine
5. Place the mixture control in idle cut-off and the fuel selector or shut off in the
is not equipped with idle cut-off, open throttle to full open position and put fuel and ignition switches in "off’
position.
visible at the end of the oil lines
6. Turnengine with starter (or external power source, if available) until oil is
disconnected in steps 2 and 3. Reconnect the oil lines. Turn engine with starter (or
external power source, if
until minimum pressure of 20 Ibs. is indicated on the oil pressure gage.
available) a

NOTE

If oil pressure is not attained after cranking for 10-15 seconds, allow starter to cool.

I 7. Energize starter for 2 or more 10-15 seconds periods.

Manufacturers Association
Service Instruction No. 1241C

CAUTION

I DO NOT ENERGIZE STARTER FOR PERIODS OF OVER 10-15 SECONDS. ALLOW TO


COOL AFTER EACH ENERGIZING.

Lack of pressure build-up or rapid drop-off of pressure is an indication of the presence of air in the line and
the engine is not being pre-oiled. To remedy this, repeat steps 2 and 3 and continue until oil pressure is indicated.

8. The line disconnected in step 2 may be reconnected after the oil pressure is attained and the oil is flowing
from the disconnected lines.

1 9. Turn the engine with the starter for approximately 10 seconds to check for continued oil pressure.

‘10. Reinstall spark plugs and proceed with normal starting procedure which should not be later than three
hours after pre-oiling.

11. When engine is started it should be run for about three minutes at approximately 1000 RPM for fixed wing
applications, and idle RPM on helicopters before increasing power for other ground operations or take-off
power.

CAUTION

ON TURBOCHARGED ENGINES MAINTAIN LOW SPEED OPERP~ION UNTIL PRES-


SURE HAS STABILIZED. OVERBOOST CAN OCCUR IF ABNORMAL OIL PRESSURES
ARE PRESENT IN THE TURBOCHARGER CONTROL SYSTEM; DUE TO OIL BELOW
MINIMUM OPERATION TEMPERATURE.

Page 2 of 2
I
’ilu´•u´•!
el-´•t,?, EP ~´•aA y7
~"4 i ii ,i
r

8121181831U
\NILLIAMSPOHT, PA. 17701

Imar*lm´•m

k
DATE: Decc~nber 3, 1971 Service Instruction So. 1243
Enginecrin~ Asl,c~ls are
FAA (DEER) Approled

SUUJECT: Piston Identification and Inspection

R~IODEIS AFFECTED: All Avco Lycoming engines

’rIME OF COnlPLlANCE: During engine overhaul

I3y the nunil,ei’ of inquiries ;lddicsscel to Avco Ly- must be considci´•ed to be the only RlflllOriti\~r IllC3nS
collling rCg:lrdillg P1s1OIIS, it is CVidCllt niany nlain- for its itlentification (sce figure 1). If tliis Ilun,l,cr
cannot I,e matched witli itlcnticnl in the
tcnnnc´•e I,crsonll~ll have difficllll~ in selectin::. pistons all

for I´•cplncclllclltt or reuse dulin~ eiigine ovcrtiaul. Tliis Piston Data Chart, it. may I,e picsunictl tile Ili;ton is
is due, eritlcntly, to the silllilnrit4. in;~ypenrance of no loiiRcr recn!nmcntlotl [oi´• use; in Iliis rnsc, nil ´•li
all t,istons nntl to tile liiiiited np\,licntion of any t,arti- tile pistons in the set should I,e rcl,lncctl ~ji!l n ~clt tl:al
culai´• piston. Also, it nia~ t,r clac to the tlifliculty in is cu rrently rccom nicnded. See tl:e a(ll,lic n~,!f !,n rrs
the latest etlition of Service Iiisriac~ilin
ol,taii-iiii:: consistent n~easure nients. Tlie pui´•pose of catalofi or

Illis sappl~ the necessary tlata


iilstructioll is tl, No. 1037 for this iiiformation.
for selecliii~ pistoiis anti loi adecll.lale inspection: tile
tl;itn Ilcrcin supcl~ctlcs ail tlnla Iiifviously pul,lisliod All A~co Lycomill6´• pistons are nlnllufnc:tu!´•cd \?´•ith
in Avcc, Lpcomin~ nnd ~rnl,le of L,iniits. a l:ipcr which cstcntls Trom tile tot, of the skii´•L t:, tlic
bcitto m of the ski rt ith the s nlaa Lie 1´• tlin;nelce a~ tile tcl;,.
r

I’iioi to Iijl:l:,lls SI1OUld he cleaned.


usotl In ntitlition to the tatter on ttic sltiit of Ihe I,i~l,n, n:;tllv

all acceptnlilr lo~´• this pUrp(,y(l al- pi´•lons are also cani gl´•outltl ill the nren oi tlic skii´•i
thou~h rlcnllinfi ci,nll,uulltlyy that cunlnin alknlis slic,ultt (sce figure 2); that is. the skirt of the pi~Lua ill ;Itltliti:,i~
I,e n~oidetl. Ilar~l carbon nia~ be 1´•einovctl iroin the to bciiig cone shapctl is alst, uial shnl,ctl. ~lilcu ti,o.
IlcntlR13d Srr~/;[116. Ne~rr cleaii the most pistons hnve an ndtlitionnl tnpel´•cc( ~ul´•lnc-e nL ~l;e
rillfi ~rOOVeS
I’ill~ lands anti skir´•t of a I,isioii with a steel buffing top of the piston above the I´•iiigs. C‘OIIYC(ILlC:1::S., tile

hrush. Such brushes tend to scratch the sides of pis- points at whi c II nlcnniugful nlensulce n,en tj of Pi~loltt
ton rin~ 6roovc.c; and I´•ountl off trio outer coiner of the dianlctcrss call be tntrEn is liinitetl, as Sho\~n in 2..

I´•ing laiitls. to only places; near the I,ottoin ot tile sbirr ni:r!
two
between tile tot) ;Illd SCrOlld r01111)rCSSi011 Tillt: ~1.00i.CS.
both points bciii~- at right ~nglcs to the nsis oi tile I,is-
Afler clenning pisloiis, esainine Iheai
ton t,in hole.’l’lle piston pin hc,le nlu:;L t,e \I.~i!hjn !he
cRrclull~ for crarlts in tile hencl or sliirt an(l for l,cnt or
dimensional limits sliawn ill the’l’nble of Liniits.
I,rolrc´•,n lands. Pistons these tlelccls or with scored
skirts shoultl I,e replaced.

The weight of any new pistcr~s sliould also be co~n-


with the weight. of pistons removed.
D~i’etl In some NOTE
cases the weight, letter of the piston will be found
stnmYcd on the inside of the piston. See figure 1 and If inspection of the piston showsthe oi~iS’i-
cllart for weig\it identiiication. Any sul,stantial differ- nal ground surface of the skirt to be

ence in weight n~ay cause serious engine unbalance undamnged, it may be presunled the Piston
and vibration. is suitable for reuse. Durin~ nornlnl
operation the t,iston skirt will Ifl;is ~´•itil
In all cases the pall nunll,cr oltlle piston, which conscqucnl c\iniijics in the dian,etcr at the
will be found stan~ped on the inside of each piston, bottom of the skirt.

Page 1 of 4

ORIGINAL ~s
RECaVED sY ATP
Service Instruction No. 1243

APPROX.
.0~5
THIS SURFACE OF
PISTON SKIRT IS CAM GROUND IS
AS INDICATED. NOT VALID-
FOR ALL PISTONS.

.000 --’---C---- t4-- .000

PART No.

WEIGHT LETTER

Figure i. View of Bottom of Piston Showing Location of Identification Stnnips.

If tile piston grooves Ilave wor~l to the extent that to increase the gap, file the ends of the carefully.
relatively high steps or ridges exist on the lower lantls, See Table of Liniits for correct ring gal,.
the! piston should be replaced because the steps will
Clearance between cvliuder and I,islon is obtained
inter:ei´•e with the operation of new rings and ring
by measuring cylinder dian~elcl´• at light angles to Lhe
clearances will be excessive. I>iston rings are not
crankshaft in the lower, least worn Portion of the cvlin-
furnished in oversize widths to compensate for ring
der: then mensuring the tfianletcr of the piston I:car the
groove wear.
bottom of the skirt, at right angles to the pistoii pin
holes. Sec figure 2. The difference between the two
nieasurements is the I,iston clearance.
To chcckthe end gap of piston rings, place the ring
in the cylinder in whcih it will be used. Squnre it in Assemble rings as descril,ed in the o\erhnul lllanual
by tai,ping with the lowel´• end
the b!,l´•e of tile piston, and check fol´• riug~ clearance i!~ \,iston grooves. See
then measure the gapwith feeler gauges. If necessary Table of Limits, SSP-2070.

DO NOT MEASURE
DIAM. IN THIS AREA
DIAMETER AT TOP OF PISTON
aT
I c_ i o

PISTONS ARE TAPER GROUND


c
SMALLER AT THIS POINT THAN
AT BOTTOM OF SKIRT.

PISTON PIN HOLE: V~--MEASURE DIAMETER APPROX.


~d
ALL PISTON DIAMETERS ARE 1/8 INCH ABOVE BOTTOM OF SKIR‘T
MEASURED AT 90" FROM PISTON-
PIN HOLE.
Q
Figure 2. Section Thru Piston Showing Points for Measuring Diameter.

Page 2 of 4
PISTON DATA CHART

Minimum Min. Dia.


Part No. Diameter at bottom of Number Half Full
of at top of .skirt (see Cam Round of Wedgel Wedge Cbmp. Wt.
Piston Piston ’test g~ fiJrr~ 2)1GIIOUllcl Rings Rings RingslCast.lForg. Ratio
roU Code Wt.Std. t..010 o/ t..020 o/s

61147 4.3470 4.3555 X 4 x x 6.75:1 1.940/1.97011.950/1.98011.960/1.990

61333 4.3470 4.3555 X 4 X x 6.75:1 1.865/1.89511. 878/1. 90811. 891/1.921

61266 4. 8395 4.8540 X 4 X x 1 7. 30:1 2.355/2. 39512.395/2.42512. 425/2.455

69236 5.0905 5.1040


X 4 X x 7.30:1 2.590/2.62012.620/2.650/2.650/2.680
69337 5.079 5. 1090 X 3 X x 7.00:1 2.487/2.517)2.507/2. 53712. 527/2.557
69841 4.8290 4.8620 X 3 x x 7.50:1 2.41/2.44 2.43/2.46 2.45/2.48
69958 4.8290 4.8620 X 3 x x 6.50:1 2.00/2.23 2.22/2.25 2.24/2.27
70396 4.8290 4.8620 X 3 X X 7.00:1 2.32/2.35 2.34/2.37 2.36/2.39
71545 5. 0905 5. 1025 X 4 X X 1 7. 30:1 2. 590/2. 620

71553 4.8395 4.8540 X 4 X X 7.30:1 2.355/2.395


71594 5.0790 5. 1090 X 3 X X 8.50:1 2.70/2.74 2.72/2.76 2.74/2.78
71608 5.0905 5. 1025 X 4 X X 1 8.70:1 2.985/3.015
71940 5.0905 5. 1040 X 5 X X 7.30:1 2.640/2.670
72249 5.0905 5.1040 X 5 X X 8.70:1 2.836/2.876
72578 5.0905 5. 1040 X 5 X X 7. 30:1 2.680/2. 710

72967 5.079 5.1090 X 4 X X 8.50:1 2.685/2.715


73196 5.079 X 3 X i X 7.00:1 2.476/2.50612.496/2.52612.516j2.546
5.1090
73264 5.079 5.1090 X 4 X X 8.70:1 2.865/2.895
73620 4.8395 4.8540 X 5 X X 7.30:1 2.295/2.325
73628 4.8395 4.8540 X 5 X x 7.30:1 2.295/2.32512.325/2.35j12.355/2.385
73851 4.3470 4.3555 X 4 x x 6.75:1 1.87/1.90 1.88/1.91 1.89/1.92
73932 4.8395 4.8540 X a X X 7.30:1 2.295/2.325

73947 X 5 X X 8.70:1 A 79/2.83


5.0905 5.1040
11 12. 83/2. 87
73947-S 5.0905 1 5. 1040 X 5 X X18.70:1l S 12.82/2.84 S.

73976 5.0905 X 5 X X 7.30:1 A 74/2.78


5.1040
B 12. 78/2. 82
73976-S 5.0905 5. 1040 X 5 X x 7.30:1 S 12.77/2.79 1 I
71059 5. 079 5. 1090 X 3 rr
X I X 7. 00:1 2. 46/2. 50 2. 48/2. 52 12. 505,’2. 545
’d J
X 3 X X 7.30:1 A 2.79/2.83
74242 5.079 5.1090
B 2.83/2.87 C’ I
w 742~2-S 5.079 5. 1090 X 3 X X 1 7.30:1 S 2. 82,’2. 8´•1
r
o
N

wa
V1
’d m

PISION DalA CHaRT (CONIINUEG)


---r--- n
P
m
o i ~linilllunl
j
P3r! N3. Din!neter at butiuiii of Fu: I v:

nt top o( skii: (3cC n.~::d j ill Wctl-e Wcd~: Cunll,.. Wt. r


Pistun i Puton rezt k

Ti~. ~rlanJJ 1Gruuntl! nill~s Riii~E Riii~ nsl. ForclRn~iu Code Wt.Sttl. .010 oi’s)Wt..020 o/s

7´•1930 i 5.079 5. 1030 i S i S X I i 8.j0:1 2. 72 2.75 1 I


73089 i. 079 5. 1090 S n S S 8. 50.1 2. 76 2.80 2. 79,~2. 83 2. 812. 85 Z

75413 5.079 5.1090 g 3 S S 7.09:1 2.19’2.53 2.51/2.55 2.53 2.57


r
N
S 3 S 8. 70.1 X 2. 91 2. 35 ~p
75617 5.079 5. 1090 w
13 1 2.95 2.99

75617-5 5.079 5. 1090 N 3 X S 6.;0:1 S 2.91 2.96

75961 5. 079 5. 1090 X 3 S S 7. 30:1 A 2. 96. 3. 00


B 3.00 3.04

75961-5 5.079 5. 1090 X 3 X X i 7. 30:1 S 2.99 3.01

7598-1 4. 8395 4. 859 r; 3 X X 7.30:1 A 2.2~,´•2.2´•1


B 2.212.26
75991-5 4.8395 4.859 3 X X 7.30:1 S 2.23 ’2.25

76172 8395 4. 859 3 .Y X 8.10:1 2.´•170 2.j10/


76258 5.OTS 5. 1090 1 3 X X B.iO:l 2.83 2.87

76966 5. 079 5. 1090 X 3 7.30:1 A 2. 96,3. 00


B 3. 00,3.04

76966-8 5.079 5.1090 X 3 X 1 7.30:1 S 2.99´•3.01

78203 5. 079 5. 1090 ,Y 3 X S 8.70:1 A 2. 91.;2. 95


13 2. 95 2.99

78?03-5 j.019 5.10911 S 3 X X B.SO:1 S 2.9~,2.9fi

78762 5. 079 5. 1090 i 7.30:1 2. 79,1. 33


X 3 X S A
13 2. 83/2. 87

78762-S 5.079 5. 1090 3 X X 7.30:1 S 2.82 2.81

L\Y1OZOi j.079 5.1090 S 3 X h 8.i0:I .4 2.81.2.95


B 12.95 2.99

LW10207-SI 5.079 5. 1090 3 S i 8.70.1 S 2. 94.2. 96

LW10200 5. 079 5. 1090 r; 3 X I S 7.30:1 A 2. 79.2. 83


B 2. 83´•~2. 87

LW10208-S/ 5.079 5. 1090 X 3 X ;Y 7.30:1 S 2. 82, 2. 64

LW10j45 5.079 5.1090


X 3 X X 1 7.30:1 A
B 2.96~3.00
3.00 3.04

LW10545- 5. 079 5. 1090 X 3 X X 7. 30:1 S 2. 99/3. 01

LW11487 5. 079 5. 1000 X 3 X X 10. 0:1 A 2. 91/2. 95


B 2.95/2.99
LWlllfi7- 5. 079 5. 1090 X 3 X X 10. 0:1 S 2. 942. 96

LW116"1 C
329 4. 3605 X 3 u 9. 7:1 2. 07:2. 11

L
Y
~MAVCO LYCOMING WILLIAMSPORT DIVISION
AV C O C O R P O R AT ION
VV I LLIAM S PO RT, PENN SYLVANIA 17701

(L)
DATE: June 1, 1879 Service Instruction No. 1252(3
(Supersedes 1252B)
Service Instruction No.
Engineering Aspects are
FAA (I)EER) Approved

SUBJECT: Bendix 1200 Series Magneto Installation

MODELS AFFECTED: IO´•720-A1A engines.

TIME OF COMPLIANCE: At overhaul or before at owner’s option.

The use of -700 series magnetos presently installed from IO-720-A1A to IO-720-AlB and IO-720-B1A to
in 1O-720-A1A engines is to be discontinued. Their re- IO-720-B1B. See Service Instruction 1304.
placement is the newer -1200 series magnetos which In order to accomplish this conversion certain
have replaced nearly all other Bendix models on current must be made to the accessory drive gears
changes
production Avco Lycoming engines. Among other design because of the different driving speeds required for the
improvements the -1200 series magnetos provide -700 and -1200 series magnetos.
greatly improved maintenance characteristics. And,
because of its wide- spread usage parts procurement is Briefly, these changes involve that of the magneto
less ofa problem for remote service facilities. Con- and hydraulic pump drive gears. Currently, hvo hy-
draulic pump drive speed ratios are available, there-
sequently, all aircraft operators with IO-720-A1A in-
stallations are urged to replace the -700 series mag- fore, a parts group to cover both the standard drive

netos with -1200 series. The installation of 1200 series and slow speed drive (pneumatic pump), is shown in
magnetos on this engine changes the model number the following table.

Standard I Slow Speed Drive


Drive Riley Conversion
Part Number Description 59:1) Remarks

LW- 11489 GEAR ASSY., Crankshaft idler 2 1


LW- 13740 GEAR ASSY. Crankshaft idler 1 Assemble on right crankcase half.
LW- 16304 GEAR ASSY., Magneto
LW- 349 320- 4 MAGNETO, SBLN- 1209 1 I
LW- 349300-4 MAGNETO, SBLN-1208 1 1
73000 COUPLING, Magneto drive 2 2

LW- 12136 MAGNETO, Drive cushions 4 4


LW-12239 WASHER, 3/8 2 2
LW- 620 570- 4 HARNESS ASSY. 1 1
75965 CLAMP 4 4
LW- 12707 ADAPTER, Magneto 2 2
62224 GASKET, Magneto adapter 2 2
LW- 12681 GASKET, Magneto 2 2
STD-8 WASHER, 1/4 plain 6 6
STD 1874 SCREW, 1/4-20 x 7/8 17 17
LW- 12540 ADAPTER ASSY., Hyd. pump 1
LW- 13742 ADAPTER ASSY., Hyd. pump 1
LW-12538 GEAR ASSY., Hyd. pump 1
LW-13738 GEAR ASSY., Hyd. pump 1
71596 WASHER 1
LW- 14389 BODY ASSY., Oil pump 1 Provides idler gear clearance
.59:1 drive)
61548 NAMEPLATE 1 1 See S. I. No. 1304 for instructions to
obtain new nameplate.
STD 1901 DRIVE STUD 4
10-176487-122 STARTING VIBRATOR AR AR For 12 volt systems.
10-176487-242 STARTING VIBRATOR AR AR For volt systems.

NOTE: Revision "C" changes Magneto Gear Assembly part number and deletes 71596 washer for slow speed drive.

16578, 16765A, 17062, 18502A, 20591 These numbers for Avco Lycoming reference only.

Page 1 of 2

Membec o( OAMA

Cencrd Ilvi~tion
Mwfsc(varl A´•HKi´•lion
N

h>

SERES MAGNETO

KEY
LW11489 CRAMCSHM IDLER
PIN

75965 CLAMP
-12707 MAGNETO
ADAPTER
rWP~SMR
SHP~FT NUT
GASKET

~E MAGMTO
DRIVE
CUSMOI
75965 CLAMP

a
73000 MABNETO
DRIVE COUWNG

62224 GASKET

LW-11489 CRANKSHAFT IDLER GEAR


OR
LW-13740 CRANKSHAFT IDLER GEAR
LW(2540 1.59.1 SLOW SPEED 77438 MAONEm GEAR
mDRAUIC PUMP ADAPTER ASSEMBLY ASSEMBLY
OR
LW-13742 HYDRAULIC PUMP ADAPTER ASSEMBLY
L~ :I SLOWSPEEDDRIVE)
71536
i WASHER
(NOTVSEDWITH L"a7"
a;( HYDRAULIC PUMP
DRIYEN GEna
;r WIVEN GEAR
´•i-~-
,.1-´• (1.30.1.08818) 1.59:1 SLOW SPEED DRIVE)

1
41
m
rr

TZ

i0-720 1400 Series Magneto Conversion


h,
C,
LYCQMI~G DIVISI~I\I
WILLIAMSPORT, PENNSYLVANIA 17701

DATE: August 4, 1972


,L) Service! Instruction No. 1255

Engineering Aspects ~re


FIZA (T)EER) ~pprovrtl

SUBJECT: Thermostatic Oil Cooler Bypass Valve Replacement


MODELS AFFECTED: Avco Lycoming engines usihg thermostatic oil cooler by-pass valve except 0-235
series; 0- 320 series engine that are not equipped with AC lull Ilow oil filters are also
exempt from the replacement requirements of this instruction.
TIME OF COMPLIANCE: At 100 hour inspection or when high oil temperature is noted.

The illustration shows the difference in construction of the thermostatic oil cooler bypass valve P/N 75044 and

its alternate P/N LW-10269.

It has been determined that the alternate valve LW-10269 does not function properly in some instances. Thrre--

fore, it is recommended that the thermostatic bypass valve LW-10269 he replaced by 759114 immediately if IiiRh

oil temperatures have been encountered or at the next 100 hour Inspection to forestall :Iny possible future high

temperature malfunction.

~--METAL DISCS

P/N LW10269

SPRING

P/N 75944
r-

Temperature Control and Oil Cooler Bypass Valves

16807, 17167 These numbers for Avco Lycoming reference only.


Member of GAMA

C´•Rr´•l~iilLbn P1Fe L r´•f 1


Manufacturers Association
Lycoming
SERVICE
Reciprocating Engine Division/
Subsidiary of Textron Inc.
652 Oliver Street
Williamsport,PA 17701 U.S.A.
INSTRUCTION

DATE: March 22, 1993 Service Instruction No. 1256B


(Supersedes Service Instruction No, 1256D)
Engineering Aspects are

FAA Approved

SUBJECT: Valve Guides For Service Use

MODELS AFFECTED: Intake and exhaust valve guides on all Textron Lycoming engines except
as listed below:

Intake valve guides only on 0-235 and 0-290 series unless modified in
accordance with Service Instruction No. 1246.

TIME OF COMPLIANCE: When replacing valve guides.

Flangeless valve guides listed in Service Instruction No. 1256D will no longer be available for service use.

The flanged valve guide will be used to facilitate ease of installation.

Installation and removal procedures for the valve guides are outlined in the applicable Overhaul Manual. Refer
to Table 1 for valve guide installation drift and Table 2 for proper reamer and gage.

CAUTION

Under no circumstance should nitrogen be used to cool valve guides for installation.

’I~dble i. Replacement Drift

64505 All intake valve guides


64505 Exhaust valve guides with .4040/.4050 I.D.

64796 Exhaust valve guides with .4360!.4370, .4370!.4380, .4375/.4385 I.D,

64923 Exhaust valve guides with .4985/.4995, .4995!.5005 I.D.

NOTE

Under circumstances may the valve guide be driven into a cold cylinder head. Heat
no

the cylinder between 4000 to 4250F. for a period of at least 2 hours.

~ggeluL3
Mwf~ctusn Ib´•oci~tbn
Service Instruction No. 12563

’Igble 2.

SUPERSEDED
FLANGED FLANGELESS I.D. VALVE GUIDE
VALVE GUIDE VALVE GUIDE HOiE IN CYL.
PART NO. PART NO. OVERSIZE HEAD DIAMETER REAMER GAGE
61681-P05 76943-P05S .005 .5963-.5973 ST-430-5* ST-429-5*
61681-P10 76943-P10S .010 .6013-.6023 ST-430-1* ST-429-1*
61681-P20 76943-P20S .020 .6113-.6123 ST-430-2* ST-429-2*
61681-P30 76943-P303 .030 .6213-.6223 ST-430-3* ST-429-3*
61681-P40 76943-P40S .040 .6313-.6323 ST-430-4* ST-429-4*
66529-P05 66529-P05S .005 .5963-.5973 ST-430-5* ST-429-5*
66529-P10 66529-P10S .010 .6013-.6023 ST-430-1* ST-429-1*
66529-P20 66529-P203 .020 .6113-.6123 ST-430-2* ST-429-2*
66529-P30 66529-P30S 1 .030 .6213-.6223 ST-430-3* ST-429-3*
66713-P05 LW-11956-P05S .005 .5963-.5973 ST-430-5* ST-429-5*
66713-P10 LW-11956-P10S .010 .6013-.6023 ST-430-1* ST-429-1*
667l3-P20 LW-11956-P20S .020 .6113-.6123 ST-430-2* ST-429-2*
66713-P30 LW-11956-P30S .030 .6213-.6223 ST-430-3* ST-429-3*
66713-P40 LW-11956-P40S .040 .6313-.6323 ST-430-4* ST-429-4*
72897-P05 LW-11957-P05S .005 .6663:6673 ST-432-5 ST-431-5
72897-P10 LW-11957-P10S .010 .6713-.6723 ST-432-1 ST-431-1
72897-P20 LW-11957-P20S .020 .6813-.6823 ST-432-2 ST-431-2
72897-P30 LW-11957-P30S .030 .6913-.6923 ST-432-3 ST-431-3
72897-P40 LW-11957-P40S .040 .7013-.7023 ST-432-4 ST-431-4
74230-P05 7n60-P05S .005 .6663-.6673 ST-432-5 ST-431-5
74230-P10 7n60-P10S .010 .6713-.6723 ST-432-1 ST-431-1
74230-P20 7n60-P20S .020 .6813-.6823 ST-432-2 ST-431-2
74230-P30 7n60-P30S .030 .6913-.6923 ST-432-3 ST-431-3
74230-P40 7n60-P40S .040 .7013-.7023 ST-432-4 ST-431-4
75838-P05 LW-11958-P05S .005 .6663-.6673 ST-432-5 ST-431-5
75838-P10 LW-ll958-P10S .010 .6713-.6723 ST-432-1 ST-431-1
75838-P20 LW-11958-P20S .020 .6813-.6823 ST-432-2 ST-431-2
75838-P30 LW-11958-P30S .030 .6913-.6923 ST-432-3 ST-431-3
75838-P40 LW-11958-P40S .040 .7013-,7023 ST-432-4 ST-431-4
76(n7-P05 1´• LW-18753-P05S .005 .5963-.5973 ST-430-5* ST-429-5*
76077-P10 LW-18753-P10S .010 .6013-.6023 ST-430-1* ST-429-1*
76077-P20 LW-18753-P20S .020 .6113-.6123 ST-430-2* ST-429-2*
76077-P30 LW-18753-P30S .030 .6213-.6223 ST-430-3* ST-429-3*
76077-P40 LW-18753-P40S .040 .6313-.6323 ST-430-4* ST-429-4*
LW-11626-P05 LW-12137-P05S .005 .5963-.5973 ST-430-5* ST-429-5*
LW-ll626-P10 LW-12137-P10S .010 .6013-.6023 1 ST-430-1* ST-429-1*
LW-11626-P20 LW-l2137-P20S .020 .6113-.6123 ST-430-2* ST-429-2*
LW-11626-P30 LW-12137-P30S .030 .6213-.6223 ST-430-3’* ST-429-3*
LW-11626-P40 LW-12137-P40S .040 .6313-.6323 ST-430-4* ST-429-4*

Page 2 of 3
Service Instruction No. 12563

’Igble 2. (Continued)

SUPERSEDED
FLANGED FLANGELESS I.D. VALVE GUIDE
VALVE GUIDE VALVE GUIDE HOLE IN cn.
PART NO. PART NO. OVERSIZE HEAD DIAMETER REAMER GAGE

LW-15680-P05 LW-15680-P05S .005 .6663-.6673 ST-432-5 ST-431-5


LW-15680-P10 LW-15680-P10S .010 .6713-.6723 ST-432-1 ST-431-1
LW-15680-P20 LW-15680-P20S .020 .6813-.6823 ST-432-2 ST-431-2
LW-15680-P30 LW-15680-P30S .030 .6913-.6923 ST-432-3 ST-431-3
LW-15680-P40 LW-15680-P40S .040 .7013-.7023 ST-432-4 ST-431-4

16R21705-P05** LW-14045-P05S .005 .6983-.6993 ST-258-5 ST-259-5


16R21705-P10** LW-14045-P10S .010 .7033-.7043 ST-258-1 ST-259-1

16R21705-P20** LW-14045-P20S .020 .7133-.7143 ST-258-2 ST-259-2


16R21705-P30** LW-14045-P30S .030 .7233-.7243 ST-258-3 ST-259-3

16R21705-P40** LW-14045-P40S .040 .7333-.7343 ST-258-4 ST-259-4

LW-18753-P05S .005 .5963-.5973 ST-430-5* ST-429-5*


16R21709-P05t
LW-18753-P10S .010 .6013-.6023 ST-430-1+ ST-429-1*
16R21709-P10t
LW-18753-P20S .020 .6113-.6123 ST-430-2’ ST-429-2*
16R21709-P20t
LW-18753-P30S .030 .6213-.6223 ST-430-3* ST-429-3*
16R21709-P30t
LW-18753-P40S .040 .6313-.6323 ST-430-4* ST-429-4’
16R21709-P40t
LW-18833-P05S .005 .6663-.6673 ST-432-5 ST-431-5
16R21710-P05t
LW-1SS33-P1OS .010 .6713-.6723 ST-432-1 ST-431-1
16R21710-P10t
LW-18833-P20S .020 .6813-.6823 ST-432-2 ST-431-2
16R21710-P20t
LW-18833-P30S .030 .6913-.6923 ST-432-3 ST-431-3
16R21710-P30t
LW-18833-P40S .040 .7013-.7023 ST-432-4 ST-431-4
16R21710-P40t

Reamer and gage applicable to intake and exhaust valves. All others applicable to exhaust only.

I t
TO-360-CUS~D and TIO-360-C1A6D.
LTIO, TIO-540-mAD, -W2A only.

NOTES: 1. Valve guides are not available for service use in standard size.
2. Guides do not have to be used in sets.

NOTE: Revision "E" deletes flangeless valve guides for service use, and introduces new nanged valve guides.

22640-C, 23870, 24075, 24148, 23485 These numbers for Textron Lycoming reference only.

Page 3 of 3
LY COMING DIVISION
WILLIAMSPORT, PENNSYLVANIA 17701

(L)
December 1, 1972 Service Instruction No. 1260
DATE:
Engineering Aspects are
FAA (DEER) Appioved

SUBJECT: Bendis Seivice Bulletin No. 533A

MODELS AFFECTED: Avco Lycoming aircraft engines equipped with S-1200 series magnetos.

TIME OF COMPLIANCE: As required by the subject bulletin.

All owners and operators of applicable Avco Lycoming aircraft engines are urged to comply with Bendix Service

Bulletin No. 533A, printed herewith in its entirety.

S’""’C’
conyx~nem.
Diui´•ion BULLETIN N0.533A
Printed July 1972
Page 1 of 4 pages

B AIRCRAFT
SUBJECT: All s-izoo series Light Aircraft Magnetos.

REASON FOR BULLETIN: To provide operators with information pertaining to


acceptable stress relief fissures, flow lines, and
cracks which are characteristic of magnesium die
castings

EQUIPMENT AFFECTED: s-izoo series Light Aircraft Hagnetos.

Maintenance (Spare) Port, Af~ected:


None. Flow lines, stress relief fissures
and cracks may be noted on some S-1200
series magneto housings, covers and
Zlange adapters. These particular
Complionce: lines, fissures and cracks should be
At regular mayneto inspection and ovcr- judged for acceptability using the
haul periods, pictures and text provided. Hagnetos
found to be acceptable as defined
above shbuld be continued in service.

Detailed In,truction,:
A flow line (See figure i) is charac-
teristic of pressure casting and is
sometimes visible on the surface of Parte Required Per Article:
the casting. n stress relief fissure None.
(See fi~ure 4) is caused by casting
stresses initially created by the
cooling of two dissimilar metals in
close proximzty to one another, i.e.
Iron laminations cast into magnesium. Special ToolI Required:
Fissures are found on that portion of None.
the castin? which covers the liunina-
tion stdcxs.

Exhaustive vibration tests have been


conducted magnetos
on exhibiting the Man Hour~ Required:
charncteristic lines. These trstin~q- Neyliqible.
netos were Int~ntionally vibrated to
destrustion of either the internal
components or breakage of the housirigs
in other locat~ons. In no instance
did che Lnitial lines or fissures pro- Weigh~ Chonge:
qrcss. Negligible.

Mwnbe~ o( GAM*

ORIGe NAL As
Guard IClutar~
MNulst~´•ss Arsoc~ecm I’at~e 1 of -1

RECEIVED BY aTP
r’‘
r(

AG&EPTABLE
m
a 4- Q
x
r
n
onr?
1-(.: I.I

FLOW LINES
’Y
~:sf
m~
6’X
a
~...´•´•´•´•t. L.C.
ii~)-"k cjL a

;´•:i´•-:-;
~if B
I´•´•(

~_
7 1
´•i

-e

F.
r; u
i
f´•´•::
r´•*
~b;9L,, ,i,.~´•
.U´•-: ;i J: .I
t pP
6~
8~ ’I r::-:’:
yl
t~=,

Figure 1
Figure 2

I-´•-,
s~

Flow lines may appear in various


ra .a

ii´•-- h2j~ areas

in
of
figures
the housing as illustrated
1 through 3.
m
v,
rn
;o

t I; 5´•::
n
5 ´•~L´• Z
;i: fl

rd’d
7
´•-U
sr- v,

I,-
r
O
:1..L´•~
;i 4
o
,c,
a
in s
F;
.A pr Gib)
L<
~ilS
=I o,
sn,cn
P

Figure 3

8R ~5 I 6t~iae
e\~J
e
la n~
,s
RECEiuilD;I-r A%P
Service Instruction No. 1260

SERVICE
Electrioal

Compor~entsBUILETIN No.533A
Printed July 1972
Page 3 of 4 pages

ACCEPTABLE
1
r

t 1~9--le C

I
a;:

LSTRESS RELIEF FISSURE


a´•i#"

Figure 4

’’;j I´•´•I

lit;

3~
ii

´•i´• ´•i

og Q
´•i

I~ *i
i

Q)
Figure 5

Housings are acceptable if stress relief fissures or cracks


do not extend beyond the limits shown in figure 4 or no more
than one fissure or crack appears at any particular screw
hole as in figure 5.

-J
ORIGINAL
As Received By
Page 3 of 4
ATP
D

Electrical
Components
SERVICE
No.533A
C Division BULIETIN
Printed July 1972
Page 4 of 4 pages

N8T

iS:
;_:lay,

I:i

II: r
r jl

ihE-;hi

Figure 6

P
F~

Figure 7
r

Stress relief fissures or cracks ex-

"I’ tending into the flange as shown in


figure 6 or beyond the limits illus-
I~
trated in figure i.

Cracks extending completely through


the housing as shown in figures 6 anc´• 7.

~z\j´•:
,-I-
Holes in housing as shown in figure L

?:i r?´•

L-".i,.

´•"i;

.C,
i’ i i ure 8

ORIGINAL
As Received By
ATP
~AVCO LYCOMING DIVISIOI\I
WILLIAMSPORT, PENNSYLVANIA 17701

DAT E: November 24, 1372 Service Instruction No. 1266


Engineering Aspects are
FAA (DEER) Approved

SUBJECT: Alternator Ground Strap

MODELS AFFECTED: All Avco f~ycoming aircraft engines employing Prestolite alternators

TIME OF COMPLIANCE: When replacing alternator

When replacing an alternator that has the letter "G"


stamped in the part number suffix (example: ALY- CAUTION
8403-G) the ground strap must be removed from the
replaced alternator and installed on the new alternator Alternators with the letter "G" inthe suffix
as shown on the accompanying illustration. are used in conjunctionwith Wico regula-
tors. Do not use alternators that have the
Stamp the letter "G" into the
nameplate of the new ground strap and the "G" suffix with the
alternator so that the part number will designate the PrestoIite VSF type regulator.
addition of the ground strap.

TERMINAL

GROUND STRAP

f;];li Ij~h Tj~´•BAUSH


HOLDER
SCREW

311
o

Rear View of Alternator Showing Ground Strap Installed

--c

Member of GAMA

General Aviation Page 1 of 1


Manufacturers Association
SERVICE
652 Oiiver Street
Williamsport, PA 17701 U.S.A.
570/323-6181
INSTRUCTION
DATE: February 26, 1999 Service Instruction No. 1267C
(Supersedes 1267B)
Service Instruction No~
Engineering Aspects are
FAA Approved

SUBJECT: Piston Pin Plug Usage

MODELS AFFECTED: All Textron Lycoming engines 0-320;with 5-1/8 inch cylinder bore:

10-320; 0-340, 0, IO, HO, LO, LIO, AIO,~HIO, TIG, VO and IVO-360;
I GO, VO and TVO-435; GO, GSO, IGSO-480; O, ICS, VO,~TIO, TVO, TIVO
and ´•IGSO-540; TIO and TIGO-541; 10-720.

TIME OF COMPLIANCE: Any time piston pin plugs are replaced.


There are currently used in the above mentioned models of Textron Lycoming
three different piston pin plugs
must be of the same
aircraft engines. The various plugs fit interchangeably; however, both plugs in a cylinder

I part number. To preclude the possibility of mixing two


ment, at the next piston pin plug replacement, plug P/N
different plugs in a cylinder and to simplify plug replace-
LW-11775 should be replaced with P/N 72198. In a

complete engine piston pin plug replacement, all plugs should be replaced
for allowable replacements.
NOTE
with P/N 72198. See the illustrations

Although piston pin P/N LW-14077* was designed to accommodate the P/N LW-11775 plug,

I P/N 60828 and P/N 72198


applications listed below.
plugs may be used with P/N LW-14077 pins.
Follow the

be exercised to be sure the


replacement

pin plug replacement is mandatory during engine overhaul and care should
Piston
service maximum .0025L.
I clearance between the plug and piston is not excessive; normal fit is .0002W.0015L,
CAUTION
in accordance
I Both pin plugs in a cylinder must be of the same part numbers and must be replaced
other pre-
with the illustrated applications. Coat thrust face of plugs with Texaco Tuban 140 or
lubricant before assembly. See latest edition of Service Instruction No. 1059 for approved lubri-
cants. .5665
.5655

GP´• 1.1247
1.1242
C~ 1.1247
1.1242

P/N LW-11775 ALUMINUM


P/N 60828 ALUMINUM P/N 72198 ALUMINUM BRONZE
PISTON PIN PLUG PISTON PIN PLUG
PISTON PIN PLUG

Replace both plugs in cylinder Remove from service. Replace


cylinders, replace

htiwhtob
In individual

I with P/N 60828 Piston Pin


complete engine, replace
P/N 72198.
Plugs. In
all

Chart
with P/N 72198 Piston Pin

Showing Section Thru Piston Pin


Plug.

Plugs
both pin plugs in cylinder with
Piston Pin Plug P/N 72198.

Page 1 of 2

Q 1999 by Texlron Lycomins "All Righa Renerved"

Manufacturers Association
Service Instruction No~ 1267C

NOTE

For 0-320-E2A, when piston pin P/N LW-14077 is installed, a logbook entry is required.

P/N
pins PIN’s 69650, LW-12383, LW-13444 and LW-13446 are allsuperseded by piston pins
Piston
LW-14077 and LW-14078; see latest edition of Service Instruction No. 1340 for parts information.

NOTE: Revision "C" removes P/N LW-11775 piston pin plug from service.

Page 2 of 2
I SERVICE
652 Oliver Street
Williamsport,
717/323-6181
PA 17701 U.S.A
INSTRUCTION
DATE: November 20, 1995 Service Instruction No. 12686
(Supersedes Service Instruction No.1268B)
Engineering Aspects are
FAA Approved

SUBJECT: Exhaust Valve ~ocker Assembly

MODELS AFFECTED: Textron Lycoming IGO-540-B, IGSO-540-B, IO-720-B, -C series


engines.

TIME OF COMPLIANCE: For IGSO-540-B: At overhaul or sooner at owner’s discretion. For


IGO-540-B and IO-720-B, -C: At owner’s discretion.

Exhaust valve rockerassembly P/N 17F21189 is incorporated in current production of new, remanu~actured
and overhauled subject engines. This assembly includes a new forging and valve rocker bushing, P/N
LW-12588, having an annulus groove around its OD.
Service information gained from the use of similar assemblies shows that the additional oil spray to the valve

I stem has proven helpful in extending the service life of the exhaust valve guides.
Therefore, it is recommended that assembly P/N 17F21189 be installed. However, valve rocker assembly P/N
72628 can be modified to P/N LW-12702 by replacing bushing P/N 72705 with bushing P/N LW-12588 and
reidentifying the assembly as P/N LW-12702 by vibropeen. After this modification and reidentification, P/N
LW-12702 may be installed.

PARTS DATA:

Superseded Superseded
Part No. Part No. Part No. Qty. Nomenclature

17F21189 LW-12702 72628 1 Valve Rocker Assy.


17F21181 72629 72629 1 Valve Rocker
LW-12588 LW-12588 72705 1 Bushing

P;1Se 1 of 2
Service Instruction No. ~2686

VIBROPEEN NEW PART NUMBER


AT ONE OF THESE LOCATIONS

72629 72629

i~´• LW-12588 72705

a s

L~ NO GROOVE
ANNULAR GROOVE
IN BUSHING IN BUSHING

LW-12702 VALVE ROCKER ASSEMBLY 72628 VALVE ROCKER ASSEMBLY

NOTE: Revision "C" revises text.

17038 This number for Textron


Lycoming reference only.

Page 2 of 2
L~MAVCO LYCQMING WILLIAMSPORT DIVISION
AV C Q C C) R P Q R AT ION
\nli LCIAM spnRr, PEN N SY LVA N I A 177C)1

(L)
1977 Service Instruction No. ~2708
DATE: February 18,
(Supersedes Service Instruction No. 1270)
Engineering Aspects are
FAt\ (DEEK) Approvcld

SUUJECT: Alternator Mounting Bracltet Shlms

0-360, 10-360, HIO-360 and TIO-360, 0-540, 10-540


MODI~LS AF1’ECTED: 0-:120 alldd 10-320,
and TIG-540; I0-720 series engines.

?’IME OF COMPLIANCF,: As req~lLre.d.


ca~iscd hy
There t-~ave been several instances of alternator bracket breakage that may have been
order to
excessive clearance between t~emounting bracket: and the lugs on the alternator. iii
control this clearance, part number 76534 have been incorporated in current protluction
el-lgi.nes.
L‘ecl.fr at
the alternator mouriting to determine if a clearance problem exists; gagcl
use
Check
bracket location indicated by the arrow in the illustration. Asseinble no. 76534
the mounting
than .004 inch. The shFms are .005
shirns at this location to obtain required clearance of less
inch thick.

NO’IE

avoid belt special attention should be given to


In order to preinature wear,
installation of the niounting bracket ind al.ternator to insure correct nliglnnent
of the pulley with the ring gear belt groove.

PAKTS C~TA:

Part tlumber Nomenclature


Qty.
ShFms for Alternator !(ra~icll
AK 76534

I
aSSEMtllE NO rsSj4
t;HlMS Al liilS .I)LAIION 10
OBlgIN HEOUIHED CL.EARANCE
(004 IN MAX i

,le

a´•i~l E´•l´•n~lil i iii: Showing Location for Clcnrancv


Alternator
i~:lr,lln´•llt alldd Shin~ Instal.latFon

~i(,’Ti´•: "A" adds nol:~.´• i,l-~ illli´•li~illilr

1672RA This nunlber for Avco lyci,lililli: rt´•fcrcnce only.


Memtm ol GAMA

53 Gellpral Auia(ion
Association
L~AVCO LYCDMING VVILLIAMSPORT DIVISION
~4V C ~7 Cr IR PC7R~TIC3C\I
VVILL1ANIS PO RT, PEN~SYLVANIA 1 /701

OooOoa~OBoo
(C)
DATE: Januay 29, 7982 Gervioe Instruction No. 12’14B
(Supersedes Service instruction No. 127IAI
Engineering Aspects are
FAA (DERI Approved

SUBJECT: Gilicone Coated Fuel and Oil Hoses for Service Replacement

MODELS AFFECI1ED: Ah ´•pplicable Avco Lycoming engines.

TIME OF COMPLIANCE: When replacing fuel and oil ha hoses.

Avco Lycoming has introduced Tenon hoses with silicone coated fire slaves for field arvice usage to eliminate the
~helf´•life limihtions’ that are associated with other type hoas. Although new and remanufactured engines may be shipped
from the factory with rubbersteel a fiber banded hoses, only Teflon hoses or Tenon hoses with silicone costed fire slaves
am available for nplcement.

A numbering system has been adopted for ah fuel and oil hoses that provide an identity code. For example, part
i number LW´•12798-ISOll; "LW" indicates that part is from the Avco Lycoming facility at Williamsport; "12798" is the
basic number peculiar to a series of hoses of a single type: "I" indicates the cross actional or nominal diameter of the hoa:
"S" indicates the hose is silicone coated; "011" indicates the length of the hose, in this case I inches; the third digit in-
dicates 118’s of an inch. Thus 011 indicates length of ~´•118 inches.

The following List is comprised of all the fuel and oil hoses currently in use on Avco Lycoming engines: when a replacement
hose is required compare the numbers on the old hose with the number shown in the list. then order the equivalent Tenon
hose or Tenon hose with silicone coated fire slave.

INT~RCHANCUBII LIST OF FLiEL AND 011 HOSES

Current Terfon Current Hose


inactive Inactive Current Hose (UK this With Silicone
Rubber Hose 7efion Hose Rubber Hose Number for Coated Fire
part Number part Number part Number Replacement) Sleeve Hose Type

123117 LW´•131 744´•120 LW´•12798´•1´•120 LW-12798-4S120 Stnight


72388 LW´•]31744044 LWLZt08-4-04a LW-12798´•IS014 Stnight
72$20 LW´•33373´•3´•052 1#-36142´•3´•052 Stnight
72461 LW´•13181a´•196 LW´•12783´•6´•196 Stnight
72474 LW131754´•172 LW´•12784~-172
72766 LW´•131744´•160 LW´•)2784-4-160 Stnlght
73151 IW-131916´•Js0 LW´•12783´•6´•380 Stnighl
73169 LW´•I 31754´•147 LW´•12784´•4´•147 Stnight
33223 lW´•131816´•2~0 LW´•1278J6´•210 Stnight
73238 LW´•12784´•1480
73258 lW´•131154´•183 LW 32784´•4´•183 Straight
73319 LW´•)2798-1´•011 IW´•l 2798JS071 Stnipht
13320 LW12799´•6´•110 IW-12199´•6S1)0 Stnight

R~101(
MrJrbm’
SCrVjOt NO. 12718

)WTLRCHAIIGEABlt IIS~ Of RIEL AIID 011 HOSES (Cont)

Cwmwt 741106 Clmcnt Here


Iluctin I teutire I Cumnt Hosc(UKthis With Silicone
Rubber Hose I feflon Hose I Rubbc~Hose )lumberFor CostedFire
Put bomber I Put #umkr I Pertllumber I Rcpleument) Slme Host Tlpe

73321 1 LW-12199a´•lll I LW-127996Slll Stnight


13323 1 _1 LW´•127996r150 I LW-127996S150
73912 LW-13173´•3´•075 7 LW-12786´•3´•075 1 I Str~ight
73942 LW´•131826´•1~3 LW´•12f99a´•113 LW-12799aS113 Stnight
73970 LW´•131754´•303 LW´•12t844´•303 Stnight
1J974 LW´•1Jlf54´•274 LW-12784~´•274 Stnight
74066 LW´•~3183´•6´•330 IW-127836´•330
74071 LW´•131826´•086 1 LW´•127996-090 1 LW´•12799-6S090 Str/l~ht
74145 ~1-133826´•094 lW´•127836094 Stnight
74146 LW´•131126074 lW´•127836´•074 Stnilht
71222 LW´•131816´•254 LW-]27836´•251 Stnight
LW´•1J17&4-062 LW-1287W-062 LW´•12876-4S062 900 elbow
74458
14463 LW-131816-322 LW´•127836´•322 Stnight
74528 LW-Ijlt84-032 LW´•127854´•032 900 elbow
74532 LW´•131f54´•3~0 LW´•127844´•340 Stnight
74533 LW-131844´•075 LW´•134274´•075 90" elbow. both ends
74543 1 ~I 1VY´•328764´•224 1 LW´•1287645224 1 tO"elbow
74565 LW-13181a´•112 11´•12783´•6-312 Streilht
74586 LW´•131754´•102 lW´•12784C102 Stnilht
74587 LW´•1J1924´•334 LW´•13192~S334 Stnight
14587 LW-127984´•334 LW´•127984S334 Stnight
1 IW-1J1836-161 I I LW´•IJI 83´•651C1 900Llbow
74590
LW´•128776-161 LW´•12877aS161 90’ elbow
74590
lW´•131774´•084 lW-127854´•084 900 elbow
74732
74784 LW´•1J1816´•360 lW´•127836´•360 Stnight
75045 LW´•1JlfSS´•214 lW-12784~´•214 Stnipht
7508) IW´•131t54´•290 lW-321844´•290
lW´•127854´•334 90’ elbow
75203~- 1 ~´•331774´•334
75386 LW´•13175$´•3a3 LW-1278a4´•343
75427 1 1 LW´•12786´•3-073 Stnight
15429 ~W-127984´•212 lW-12798~S212 Stnight
LW´•1287&4´•llfi LW´•128784Slf6 45’ elbow
15431
LW´•12879-6-120 LW´•12879-6S120 IS’ elbow
75433
75665 LW´•127984´•190 LW´•127984S´•190
1 I LW-128764Q16 90’ elbow, tire dme
75666
75667 LW´•1279&4Q54 LW´•121984S051 I Stnight
75841 LW-12183a´•194 Stnipht
LW´•12783´•6´•tZO
75945 LW´•131754´•252 1W-327844´•252
75949 LW´•12798´•4S150 I Stnight
76411 lW-121996´•070 LW-127996S070 I Stnipht
76517 lW´•127984´•204 LW´•12198-4S204 Stnipht
LW´•128796´•OSZ LW´•12B79´•6S082 45’ elbow
76668
lW´•128796´•060 _1 IW´•)2879´•BS060 45’ elbow
76679
76822 LW´•131754´•202 LW´•127WS´•202 S(nigU
I LW´•128784SZ24 IS’ elbow
11306 1 I ,LW-13186-4´•224 LW´•128784´•224

P´•ge 2 af I
8snrice Instruction No. 12’1413

IWTERCHANCtABIE LIS~ OF fllEL AND 011 HOSLS (Cont.)

Current ’lelfon Current Hox


Inactire I Inactire Current Hox (Ux thit With Silicone
Rubber Hox fcllon Here Rubber Hose lumber for Coated fire
fart lumber I fart Number fart Number Rcpbcement) Slet Hox T~ge

76926 1 I LW-1J193´•6-160 LW´•12799-6´•160 11´•12799´•63360


77452 1 I Lw´•12799-6S180 I Straight
77469 LW´•1J1936´•322 LW´•13193-63322 Straight
77469 LW-12799-S-322 IW´•12799-6S322 Straight
77713 7 LW-127984S082 Straight
17815 lW´•12199a-100 LW-]2799-6S100 Straight
’77844 LW´•128776´•)42 LW´•128776S112 90" elbow
77956 LW-12799´•6-074 LW´•121996S071 Straight
77957 LW-12799´•6-270 LW-12199-6S270
77958 1IN´•327984´•340 LW-127984S340 Straight
17979 LW-12784-4´•260 Straight
78035 LW´•12~84-I´•310 Straight
78037 LW´•12799´•6´•240 LW´•12799´•bS240 Straight
78700 1 IW´•12799d-3BO IW´•12799-6S380
79018 ´•_1 1 LW´•128764-334 IW-1287LaS334 I 90’tlbow
79049 LW-12798$´•222 1 LW-12798SSZZZ Straight
IW-10038 LW-1287~4-066 LW-12876´•4S056 900 elbow
lW´•10474 lW´•12879-6´•380 lW-12879´•6S380 45’ elbow
LW´•10567 IW´•lj18Ja´•114 900 elbow, bath ends
LW-10715 LW-I 3176´•8´•220 LW´•13176-8S220 Straight
Iw´•1 0642 1 LW131754´•352 LW´•127844-352 Straight
LW´•11124 lW´•12798aS074 Straight
LW-11125 lW´•12799´•SS110 Straight
LW´•11215 LW-]2879´•6S300 45’ elbow
LW´•12061 LW´•128764´•172 LW-12876SS172 90E elbow
lW´•12062 LW´•12799´•6-116 LW´•I 2799´•65116 Strci
LW-IZ096 LW-128764´•250 LW-128764S250 90’ elbow
lW-12354 lW-327844´•130 Straight
LW´•12355 lW´•127844990 Straight
LW´•12356 lW´•127845-226 Straight
LW-12459 lW´•12785´•4´•300 1 90eclbow
LW´•12460 1 LW-12r85´•4-26j 1 90:tlbow

lW´•12482 LW´•12877a´•160 LW´•12877aS160 90’ elbow


LW-127984´•111 I LW-127984S1]1 Straight
lW´•12798-4´•130 1VV´•32798´•4S130 Straight
LW´•12798-4´•172 IW´•12798-4Si72
LW´•127984´•274 LW127984S274 Straight
LW´•12799B´•130 lW12799-6S130 Straight
LW´•12799´•S-222 IW-12799´•SS222 Straight
LW´•]2799´•6´•254 LW´•12799-LSZ54 Straight
LW´•12199´•6´•~13 IW-12799´•6SllJ
iW-12876J´•062 LW´•128764S062 90’ elbow
LW-128776QIIZ LW´•]2817a´•066 IW´•12871aS066 90" elbow
LW´•10819
LWL28116-l?l 90" elbow
lW´•128776´•051 LW´•128776S051 90’ elbow

Pegs 9 of I
i’

8crvice lnetruction No. ln(B

U1T1RCHAIY08A8LL LISI OF FUEL AIID 011 HOSES (Cant.)

Cumnt Wfon Cunent Hose


Inlctire huctire Current Hose (UK this lith Silirone
Rubber Hose ~cflon Hose Rubber Hose Uumbet Foc beled Fire
Pert Rumber Pert Humber Qlrt #umkr Reepbcement) Slme Hose Ilpe

LW-128776254 LW-12877aS251 90" elbow


LW-128776´•J57 LW´•~21716S357 9(r elbow
LW´•128776413 LW-128776S113 900 elbow
LW-128784´•lt0 LW´•12818~S110 IS’ elbow
LW´•128784´•260 lW´•1281848260 65’ elbow
~1´•12879´•6´•350 LW´•128796S350 IS’ elbow
1W-12877aS110 917 elbow
LW´•128TtbS170 900 elbow
LW´•13180~-106 LW-13180JS106 Streight L 90P elbow
LW-I 484~´•11-186 LW´•11818´•8S186 90" elbow

NOTE: Revision "B" updates text and adds dlicone coated hoses.

7’7238, r7238-A, 17238´•B, 1’7854, 2’7808, 20544 These numbers for Avco Lycoming reference only.

page I of
LYCOMING WILLIAMSPORT DIVISIOT\I
AV C O C O F~ F" O R AT I O IU
~n/i LLIAM S PO RT, PENNSYLVANIA 17701

it)

1978 Service Instruction No. 1275B


DATE: October 6,
(Supersedes Service Instruction No. 1275A)
Engineering Aspects are
FAA (DER) Approved

SUBJECT: Cleaning Fuel Injector Nozzles

MODELS AFFECTED: Bendix Model RS and RSA fuel injectors installed on Avco Lycoming
aircraft engines.

TIME OF COMPLIANCE: As required.

ID of 0.080 inch. (For W-14540 nozzles the


Field reports have shown that solid parti-
minimum ID of the supply should be 0.125
cles carried by the fuel become lodged in the
fuel nozzles installed in the cylinders and inch.)
induction housings of applicable Avco Lyco- NOTE
ming engines. This condition is indicated by
idle, cold The for measuring fuel inlet
rough engine operation, uneven gage
cylinders or unusually high fuel flow indi- pressure must be at the same height
cation on the gage. Should these indications or level as the nozzle.
occur after starting, run the engine about 2
minutes, shut down the engine and touch the 2. Test limits are based on naphtha (0.7-
cylinders. A cold cylinder has localized the 32/0.734 specific gravity at 70~/800F.) at

an inlet pressure of 12 psi.


problem,
When of these symptoms are found, 3. Nozzle flow shall be 32 phr. 2 (For
any
remove clean them with acet-
the nozzles and LW-14540 nozzles flow shall be 57.5 to 59.5
one or methyl-ethyl ketone and compressed air phr.)
as described in Bendix Energy Controls Divi-
Bleed Nozz- The specifications for air flow are as
sion publication No. 15-541, "Air
les Maintenance." follows:

After the nozzles should be tes- 1. Airtest nozzle assemblies 74151, L~J-
cleaning,
ted for total fuel and air flow. The specif- 10476 and LW-10475 as sho~n in Figure i. If
ications for fuel flow are as a nozzle assembly does not meet the requi-
rements of Figure 1., recycle the assembly
i. Connect the nozzle assembly to the test through the cleaningcycle and retest bef-
stand using a supply line having a minimum ore rejecting the assembly.

TEST REOUIREMENTS
WITH 14-16 INCHES HG I\T
VI\CUUM SOURCE THE H20
MANOMETER SHALL NOT
H20
M4~NO
RUBBERHOSEHG ExCEED 20 INCHES OF H20.

ATMOS P~TMOS

LLMBlENT
D~IR

TEE ,VL\LVE

vnCuuM
SOURCE

Figure 1. Air Testing Nozzle Assemblies

Member of GAMA

General Aviation
Manufilctulers Associi~ion Page 1 of 2
Service Instruction No. 1275B

where the aontirrue to elghtEn until fhe letter or


I-n
installed number stamped on the hex of the nozzle body
nozzles, are

hori tent al ly, particular attention should be points downward.

paid to the ihentificatFon marks stamped on


one of the hex flats on the nozzle body. This During the reassembly of nozzles P/N LW-
mark is located 1800 from the air bleed hole 14540 LW-11982
or inspect packing ring for
and must appear in the lower side of the possible damage or deterioration. If necess-
nozzleto assure that: the air bleed hole is on ary replace with P/N LW-12081 packing ring.
top in order to reduce fuel bleeding from Also use new lockplate P/N LW-11602 and
this opening just after shutdown. To assure washer P/N STD-2173’ if applicable (FLgure 2)
nozzle is correctly torqued, tighten nozzle when installing nozzles in induction housing.
to a little less than 60 in. Ibs. torque, Tighten nozzle to 15 ft. Ibs. torque.

NOZZLE BODY
--7

P/N LW12081
PACKING RING
SHIELD NOZZLE

TORQUE 15 FT. LBS.


SCREEN~~----WASHER STD.-2173
P/N78336 TE USE WITH NOZZLE
TORPUE601N.LBS. RETAINING RING LW116O2 LW-14540
P/N 74151 NOZZLE
USED IN NORMALLY ASPIRATED ENGINES P/N LW-14540, P/N LW11982 NOZZLES

(EXPLODED VIEW TO SHOW PARTS ONLY) USED IN TIO ond TIGO-541 ENGINES

Figure 2. Exploded View of Fuel Injection Nozzles

Nozzles P/N LW-10475 or LW-10476 (Figure 3)


are tightened to 60 in. Ibs. torque. Replace CAUTION
packing rings if they show any sign of damage
and deterioration. Also check the rubber hose
that connects the tube assembly of the nozzle
Do not immerse packing rings at any-
time Fnto the cleaning fluid. The
with the vent line for possible damage and
deterioration, rings may swell.

TUBE ASSEMBLY AIR BLEED BODY


P/N2525892
TU8EASSEMBLY--\ AIR BLEED BODY
P/N2525894
7,
SPRINP/N25 1863
P/N2521863 SPRING HOLDER
SPRING HOLDER

P/N951391
PREFORMED PACKING PREFORMEO PACKING
P/N951391 TORQUE 60 IN. LBS.
SPRING TORQUE 60 IN. LBS.
"N LWlo475 NOZZLE P/N2521864
P/N2521864 P/N LW10476 NOZZ~E
USED ON TURBOCHARGED ENGINES
USED ON TURBOCHARGED ENGINES

Figure 3. Exploded View of Air Bleed Nozzles

NOTE: Revision "B" changes P/N LW-11980 to P/N LW-14540; adds to Ist paragragh; revises text;
adds Figure 1 and revises Figure 2 to add washer.

18867 This number for Avco Lycoming reference only.

Page 2 of 2
LYCO~VIII\IG DIVISIOT\I
WILLIAMSPORT, PENNSYLVANIA 17701

L
Service ~lstruction I´•Jo. 1276
DATE: April 20, 1973
Engineering Aspects are
FAA @EER) Approved

SUBJECT: Bendix Electrical Components Division Bulletin No. 529A

MODELS AFFECTED: All Avco Lycoming aircraft engines using S-20 and S-1200 series magnetos.

TIME OF COMPLIANCE: During magneto overhaul.

As the subject bulletin (reprinted here- ing is to be avoided. Consequently, all mailltenance
explained in
with in its proper torque on the drive shaft
entirety) personnel are urged to comply with the specified torque
nut is imperative if damage to the sinterediron bush- requirements anytime the magneto drive shaft nut is
tightened.
Electrical SERVICE
CprltponentsBULLETIN NO. 529A
Revised September 1911
Page 1 of 1 Page

AIRCRAFT

SUBJECT: Torque Values for Drive Shaft Nut.

REASON FOR BULLETIN: To ahvise that, on magnetos which use the impulse
coupling bushing(Table I), there are, depending
on bushing material, two torque values for the
drive shaft nut.

EQUIPMENT AFFECTED: Is-2a ana S-1200 Series magnetos listed in Table I.

Maintenance (Spare) Parts Affected: note that it has a gray,


bushing,
None. frosted appearance while the ma-
chined steel bushing has a smooth
black finish.
Compliance:
Next Overhaul.
Parts Required Per Article:

Detailed Instructions: None.

Sintered bushings may be damaged if Special Tools Required:


they over-torqued.
are Therefore,
when a sintered inpulse coupling None.
bushing is installed, torque the
drive shaft nut to 10 to 15 Ib ft.
When a machined bushing is installed,
Man Hours Required:
torque nut to 15 to 25 Ib ft. It Not Applicable.
is Imperative that the torque be
within these limits.
Weight Change:
To visually identify a sintered None.

TABLE I

TO b ft
Bushing PIN Sintered Iron Mach. Steel

10-51651 10-15

10-51655 10-15

10-51659 10-15

10-56591 10-15

10-116861 10-15

10-163048 15-25

10-1630~9 15-25
Mombero(GAMA

8 Gonoral kiiltion
Mnnu~sctul´•s15 Association Page 1 of 1
n~"Za I’:
´•i~/J/":
e__a~ e:~ ~Ji I F~ E a iv I I,
i h3 i~
WILLIAM.F;PORT, PENNSVLVANIA 17701

L
DATE: March 23, 1973 Service Instruction So. 12;6
EngincerinS´• Aspects are
FAA (DEER) Appro:’cd

SUI3JECT: Starter Drive Lubrication

MODELS AFFECTED: All Avco Lycoming direct drive engines

TIME OF COMPLIANCE: During 100 hour inspection of the engine.

Operation of starting motors furnished on these en-


gines c an be improved, especially during cold weathe r, CA ZTI IOiL’
if the following procedure is accomplished periodically
after each 100 hours of engine operation. Do not use solvents to wash the starter
drive. Also, do not use grease, oil, or
1. Thoroughly wash Bendix starter drive assemb].y graphite lubricants; only silicone* sprav
with c lean petroleum spirits Or arsol or equivalent). lubrica!i:s are recommended for satisiac-
tory operation.
2. Lubricate Bendix starter drive assembly with
spray silicone.

A suitable spray lubricant is Crown IndustrialProducts Co’s. "Silicone Spray" product Code h’o. 8034; avail-
able from Avco Lycoming.

Page 1 of 1

Mcmhcr or GAME

Mlllllll.lC1111(115 A!i(iOCiilfil~ll
~AVCO LYCOMING DIVISION
WILLIAMSPORT, PENNSYLVANIA 17707

DATE: August 39, 1875 Service Instruction No, 1280C


(Supersedes Service Instruction No. 1280B)
Engineering Aspects are
FM (DEER) Approved
SUBJECT: Rotator Type Intake Valves

MODE1S AFFECTED: All Avco Lycoming engines built with the conventional, large head intake valve no.
73117: 1O360-A, -C, -D; AIO-360-A, -B; HIO-360-A, -C; LIO-360, TIO´•360-A,
I 1O720-A,
-B, iC; VO, NO, TV4 TIVO-540; 1GO, 1GSO-540. _

Engines modified In accordance with factory approval no. 2158 to incorporate rotator
Intake valves are not subject to the modification described herein.

NOTE

Although rotator Intake valves are specified for use in models HIO-360-A and -C,
valve tip failure can occur if the engine is subjected to overspeed; In no event should
these valves be installed in HIO-360-D1A engines.

TIME OF COMPLIANCE: Anytime at owners discretion. NOTE: The Intake valve modi(iealion desrribed In
Service Instruction No. 12624\ is not related to this modiIication. Engines whicl~ have
had the small Intake valve installed as described in Service Instruction No. 1262r
should not be changed to incorporate rotator intake valves as hel´•ein described.
In order to improve valve seatinc. and minimize compression loss at the intake valve seat, a new intake valve,
Incorporating rotator cap is available for installation in applicable aircralt engines now in service. This rotator
a

valve, tW-12949 and its associated parts replace the conventional intake valve, 73117 that has been used in these
engines.

Owners and operators who have experienced problems associatedwith intake valve leakage are advised to install
These kits are available from Avco Lycoming distributors.
the rotator intake valve kit.

PARTS DATA:

Kit No. LW-13292, Rotator Valve Replacement for one cylinder consists of:

1 No. LW- 12949 Intake Valve (replaces 73117 intake valve)


1 No. 69532 Upper Spriiig Seal (replaces ~W-10077 spring seat)
2 No. 72050 Valve Key (replaces 60009 valve key)
1 No. 62388 Valve Stem Cap (added part)

62388 Valve Jem cop -odded

r----72050 Volvekey-reploces
I 60009 Valve key
Vdve not porlbl kit
spingj
Q)*"

No 6953;! Utper sping seol-


"s
rep(oces LW-10077 spnog ~eol

Lwr sprinp seol´•nol part or kit


f
LW-12949 Rolor intake valve
replaces 73117 inlok valve

Rotator Intake Valve Components


Models IO-540-A,B,E,C,K,L,M,P,S; TIO-540-A,F,J,N and LT10340-FC,N omitted above up applicable to this modification,

NOTE: Revision "C" adds note restricting use of rotator valves in 1110360 models.
oembsr ol OU1*

Cann) *rYb,
k´•ocwon
I VCOIVII~IE
WILLIAMSPORT, FJENNSYLVANIA 17701

]E
DATE: June i, 1973 Service Instruction No. 1282
Engineering Aspects are
FAA (DEER) Approved

SUEJECT: Bendix Magneto Bulletin No. 560 (FAA Airworthiness Directive AD 73-7-4)

MODELS AFFECTED: Avco Lycoming aircraft engines equipped with applicable E3endix magnetos.

TIME OF COMPLIANCE: As required by the subject bulletin and directive.

Eendix Electrical Components Division Bulletin No. 560, reprinted herewith in its eritirety, pertains to re-
placement of transformer coils and rotating magnets during overhaulof the magneto. All owners and operators of
applicable Avco Lycoming aircraft engines are advised to comply with the requirements of this bulletin.

Electrical
Caponem~ SERVICE
Division
BULLETIN
NO 56O
l-tv.Jvv
Sidney. NY15838

Printed August 1972


Page 1 of 3 pages

AIRCRAFT
SUBJECT: Replacement of Magneto Transformer Coils and
Rotating Magnets.

retire from service certain older


REASON FOR BULLETIN To
transformer coils and rotating magnets.

EQUIPMENT AFFECTED: All 5-20, 5-200, s-6oo and 5-1200 series magnetos.

Maintenance (Spare) Ports Affected:


See Detailed Instructions. during overhaul. h’hile current rotat-
ing magnets differ in shaft length,
thread pitch, magnet size, etc., they
all incorporate completely round mag-
Compliance: nets and laminations of a solid dull
At next overhaul, iron color.

The transformer coil and rotating


Detailed In,tructions: magnet part numbers called out in
the current magneto parts list are

A. Transformer coils. To main- acceptable replacements for the


tain a high degree of magneto relia- corresponding outdated coil and mag-
bility, coils which may have exceeded net removed in any particular appli-
their normal service life must be cation.
replaced by current versions when en-
countered during overhaul. Since
markings will likely have been oblit-
erated, these outdated coils may be
best identified by having an internal
Parts Reqvired Per Article:
ground connection (absence of ground One transformer coil and/or one ro-

lead) in 5-20 and 5-200 series magne- tating magnet asdetermined during
tos. Coils to be replaced in 5-1200 overhaul. 5oe Detailed Instructions.
series magnetos will exhibit a ground
lead externally swaged or crimped in-
to one end of the coil core. Figures
1A (5-20 and 5-200) and LB (5-1200)
illustrate acceptable replacement Special Tools Required:
transformer coils. None.

Rotating magnets.
B. For the
same given above, rotating
reasons

magnets which display the characteris-


tics shown in Figure 2 (i.c. flat mag- Weight Change:
net sides or brass lamination inserts) None.
must be replaced when fncountRred

Page 1 of 3

MemberofGAMA

C.ene,-al Avintion
Manufacturers Association
Service Instruction No. 1282

Electrical
Components
Dividon SERVICE
Sidney. N. Y. 13838 BULLETIN N0.560
Printed August 1972
Page 2 of 3 pages

F$
B

:r*

619

I"p~Jf

Figure 1A. Acceptable Transformer Coils, S-20 and 5-200 Series Magnetos.

3~
ig~
r:

d I ffi;i~

Figure 1B. Acceptable Transformer Coil, S-1200 Series Magneto.

Page 2 of 3
ORIGINAL
As Received By
ATP
Service Instruction No. 1282

IElectrical
Components
Division
BU N0.560
Sidney N Y 13838
Printed August 1972
Page 3 of 3 pages

88
BRASS INSERTS 8´•\ ROTOR FLATS

I I

Figure 2. Rotating Magnet Types to be Replaced.

Page 3 of 3
´•reC~´•D

L~AVCO LYCOMING WILLIAMSPORT DIVISION


AV C C3 C O R P O R AT ION
VVILLIAMSPORT, PENNSYLVANIA 17707

OooaB~o
it)
Service InstNction No. 1283A
DATE: May 6, 1977
(Supersedes Service Instruction No. 1283)
Engineering Aspects are
FAA (DEER) Approved

Installation or Altcmator Cog Belt and rullcy


SUBJECI:

MODELS AFFE~TED: TIO-540-A2C, LTIO-540-F2BD, LTIO-540-J2BD, IO-720-C1B.

TIME OF COMPLIANCE: At owner’s discretion.

drive system applicable CAUTION


The alternator on

engines equipped with a freon compressor can


belt Do not force the belt over the idler
be improved by using a cog-constructed other
conventional belt usually pulley with screwdrivers or
rather than the
employed for this application. Although both similar sharp objects. These objects
are 11MM belts, the cog-construction belt is
create locally high belt cord stress
which failure of some belt
a high strand tension, low stretch drive unit can cause

drive during ad- cords on one side of the? belt. Load-


providing more a positive transferred locally to
ing 15 then
verse weather conditions and improved service
life. Therefore, all o~7ers and operators of the remaining sound belt cords which
the belt to twist. In this
applicable aircraft are advised to replace
causes

drive belt as herein des- condition the belt may eventually


the alternator
crFbed.
"roll-over" in the driving groove.

i. At the time the new alternator drive cog


the 6. Increased belt system "slack" (with
belt was introduced in production,
not idler pulley eccentric adjustment relaxed)
corresponding alternator pulley was
consequently some engines were can be obtained by removing the cast idler
available, attachment bolt, located at the alter-
shipped from the factory with the new cog
arm

alterna- nator mounting lug. Loosen both alternator


belt but with the old conventional
bolts. This permits the alterns-
tor pulley. Check the alternator drive mounting
tor to be rolled invard towards the starter
pulley and belt to determine if the belt the
is
belt installation without exert-
segmented and if ridges are evident on
to permit
ing undue
groove of the pulley as shown in the pressure.
illustration.
LW 13347 ALTERNATOR
2. If the belt is segmented and the groove PUUEY FOR USE WITH
of the pulley is smooth, then replace the COG- CONSTRUCTED
alternator with pulley no, w-13347.
pulley
BELT
Use a strap wrench to’hold the alternator
assembly while the pulley retaining nut is
being removed. Use tool no. ST-158 puller
to remove the pulley from the shaft.

3. Install the U´•J-13347 pulley over the


lofkwashcr and
the CM(VENIICHP BELT
arms~ure

retaining nut tighten it to 450 in. (SMOCITH CONTNUOUS


Ibs. or 37.5 ft. Ibs. torque.
SURFACE)
4. If the new cog-constructed alternator
drive belt is already installed on the
it will be necessary only to fit it
engine
over the and adjust the tension.
pulley
conventional belt has been
However, if a
to
used, no. LW-12701, it will be necessary
remove the to install the new
propeller
belt, part no. LW-13349. LW 13348 COG-CONSTRUCTED BELT

relaxa-
(SEGMENTEO CONTIICTING SURFACES)
5. When installing this belt, full
eccentric not
tion of the idler pulley may
of Cog-Constructed
adequate "slack" to permit easy Details Showing Appearance
provide Belt and Pulley
belt instalrstion.

Page 1 of 2
Manbar o( C*MA

8 GnsrJ Ivulon
Mrulrtval
Service Instruction No. 1283A

following chart; value shown are with freon


WARNING
compressor installed. Torque the alternator
To prevent electrical contact between mounting bolts to 420 in. Ibs. and safety
the alternator and the starter the with cotter pins. Torque the cast idler arm
attaching bolt to 204 in. Ibs. and safety
battery cable should be removed at
wire. Torque the idler arm pulley eccentric
the battery and also disconnected at
nut to 85 Ibs. Install battery cable to
ft.
the starter terminal post. Failure to
the terminal post and torque to 24
starter
remove the battery cable at the star-
ter may restrict full inboard move- in. Ibs. Reinstall battery cable to the
ment of the alternator. battery. After 1 to 1.5 hours operation the
belt tension n~nist be checked, if it is
bolt, found to be less than the figure shown for
7. During reinstallation of idler arm

alternator avoid putting used belt it must be retensioned up to


attachment at
undue lateral pressure fside loading) on the value for a used belt. Again after 8

the cast idler arm bracket. hours operation recheck the tension and
if necessary, retensfon it to the
again, up
belt tension indicated in the value of a used belt.
8. Adjust as

LOAD USING
BELT GATES NO. 150 ACTUAL MEASURDIE~
BELT I CONDITION I TENS IOMETER LOAD VS DEFLECTION

11 mn.
New 99 Ibs. 6.31 Ibs. .16 in.
Alternator
After 1.5 hours 66 Ibs. 4. Ibs. -.16 in.
P/N LW-13348

.50 HC Freon
New 104 Ibs. i 6,75 Ibs. .14 in.
Conpressor 4.50 Ibs. .14 in.
1. hours 69 Lbs.
P/N UJ-10954 er

PARTS DATA:

LW-14356 24V. 70A. alternator and pulley assembly (replaces LW-12234, llJ-
13344 on TId-540-A2C; LTEO-540-F2BD, LTIO-540-JZBD)

LJ-14361 24V. 50A. alternator and pulley assembly (repLaces LW-12779, LW-
1335i on 1OL720-C1B)
UJ-13347 Alternator pulley (wLth ridged grooves for use with cog-constructed
belt; replaces LW-12230)

UJ-13348 Alternator drive belt (cog-consti-ucted for use on engines equipped


with belt driven cor~ressors; replaces UI~-12701)

NOTE

alternator belt and (1) LW-13347


Kite consisting of (1) LW-13348 cog-constructed
pulley available from Piper Aircraft Corporation for
ridged groove alternator are

installation on factory equipped TIO-540-A2C, LTIO-540-F2BD and


affects
engines having freon compressor installed. Check Piper flight manual for
of this modification. Replacement parts for all other applicable installations
thru Avco LycomLng distributors.
may be obtained

SPECIAL TOOLS REQUIRED:

ST-158 Puller, ("V" Pulley) Alternator

Revision "A" to Service Instruction No. 1283 revises text and adds tooling.
NOTE:

These numbers far Avco Lycoming reference only.


17721, 18726

Page 2 of 2
~slL7AVCO LYCOMINE DIVISIOI\I
WILLIAMSPQnTi PENNSYLVANIA 17701

BovilB~o
(L)
DATE: May 6, 1977 Service Instruction No. 1284A
(Supersedes Service Instruction 1284)No.
Engineering Aspects are
FAA (DF:ER)~ Approved

SUBJECT: Shroud Tube Retaining SprFng- Replacement

MODELS AFFECTED: All engines with angle valve cylinders: 10-360-A, -C; HIO-360-A, -C,
D; AIO-360 and TIG-360; G0-435, V0-435, TVO-435; GO-480, GSO-4BO,
IGSO-480i IO-540-A, -B -E -K, -M, -S; TIG-540-A, -D, -E -F, -J,
-N -R; IGO-540; TIO-5tl; ~ICO-541-E; ICSO-540; VO-540; 1VO-5iO TIVO-
546; 10-720.

TIME DF COMPLIANCE: During overhaul, or at owners discretion if oil leaks are encountered.

In order reduce
to the incidence of oil leakage at shroud tube seal locations on engines
the 14051
shroud tube new springs have been intradufed in current production
using
engines. Figure 1 deals with TIO- sprtn$;2ltwo
and TICO-541 model engines. Figure 2 deals with all other
models listea in the models affected column above.

install the LW-13565 shroud tube TIG-541 TrM-541 madrl engillol,


certain modifications are requir:b~iPg On

See Avco LycomFng-ServLce instruction No.


parts requirements.

No parts are required to install the LW-13077 spring on engines applicable


new to Eigurr´• 2.
These springs, identified by the number "077" stamped on the rang, have increased hardness and
always used A19" In order to obtain loading n~d sccuriry, mlnLm~uh of
are
one or a
maxFmuminoPfeils´•
three 66728 washers may between the spring and
a

the seal.

All owners and operators who have experienced oil leaking in this area are urged co inst~all
the new springs during next engine inspection.

It is also suggested that the shroud seal seating surface in the cylFndfr head be iiispec~etl
for rough abrasion marks from working of the seal. If this condition exists, the sealing
surface should be cleaned up with service tool no. 64974, as described in Avco Lycoming Service
Instruction No. 1347.

~alGAMA Page 1 oi: 2

Manufactuas AssocWia,
Service Instruction No. 1284A

PARTS MTA:

Qty. Per Cylinder

Direct Drive,
Integral Drive Vertical and
Engine Geared Engines
Part No. N~ane

Shroud tube 1
LW-13566 4
70310 Shroud eube
2
LW-13565 Spring, Shroud tube 6
LW-13340 Washer, 25/32 SD x 31/32 OD x 1/32 thick 2, 4,
2
LW-13339 Tube, Push rod shroud
LW-13077 Spring, Shroud tube 2, 4, 6
66728 Washer, 25/32 TD x 1-1/4 OD x 1/32 thick

j
74906 GasKET
"g_ OBSOLETE SPRINFS

79051 DO NOT USE

,´•---´•-~&e ~eF/ 020 IN THICK OTHEWISE


SIMILAR TO LW-13077)
-Is
a ADAPTER
C
L~3566

aC292 714 9SEAL


~I
LW13340 WASHER

bl;tail ´•~c? -r t’-.~ ONE, TWO OR THREE


MAY. BE USED.

13565 SPHING
06717

66728 WASHER
Lii(

6-’
,TWO OR
THREE MAV Be;
USED.

70310 SEAL-a ~,L113071 SPRING


´•l(~d, ALWAYS IISF IN

LW14015 SHROUD T

62922 SEAc----~-._

70310 SEAI---L--~O 61503 SLEEV~----

DIRECT, VERTICAL ond GEARED MIIVE ENGINES


INTEGRAL DRIVE ENGINES.

FIGURE 2
FIGURE 1

of Shroud Tube End Seal Components Angle Valve Cylinders


Exploded Views

revises text.
NOTE: Revision "A" adds latest parts for TIG-541 and TIGO-541 engines,
These numbers for Avco Lycoming reference only.
L-2170, 17530, 17999, 18480

Page 2 of 2
SERVICE
INSTRUCTION
DF;I~: May 23, 1997 Service Instruction No. 1285B
(Supersedes 1285A)
Service Instruction No.
Engineering Aspects are
FAA Approved

SUBJECT: Magnetic Particle Inspection

MODELS AFFECTED: All Textron Lycoming engines.

TIME OF COMPLIANCE: During engine overhaul.

The possibility of structural failures in engine parts makes careful inspection an essential operation for the
reuse of all parts. Structural defects in ferro-magnetic steel parts can be detected by magnetic particle inspec-
tion.

Special attention should be given to the proper cleaning of parts to ensure complete removal of all traces of
oil, grease, and dirt prior to magnetic particle inspection. This can be accomplished best in a vapor degreaser
using trichlorethylene as a solvent or an equivalent environmentally friendly cleaning method. A 3 to 7 power
magnifying glass should be used to aid in inspection of the parts. Once parts are deemed acceptable, they should
be cleaned and demagnetized before being reused.

PERSONNEL QUALIFIC~IONS:

Personnel performing Magnetic Particle Inspection shall be qualified and certified in accordance with ASNT
Personnel Qualification SNT-TC-1A or MIL-STD-410.

INSPECTION TECHNIQUE:

A technique shall be used that is capable of detecting the smallest indication regardless of its orientation to

the magnetic flux. This technique shall establish at least two magnetic fields, perpendicular to one another, in

aplane parallel to the surface being inspected;


Magnetic Particle Inspection shall be performed in accordance with a written procedure which describes the
technique, how to perform the inspection based on the technique, and the equipment being used.
The Wri.tten Procedure and Inspection Technique shall be approved by a person who is qualified and certified
to Level III, in accordance with ASNT Personnel Qualification SNT-TC-1A or MIL-STD-410. ASTM E 1444
Standard Practice to Magnetic Particle Examination shall be used as a guideline for Magnetic Particle Inspection
requirements.
Some odd shaped parts may require alternate methods of non-destructive testing such as fluorescent dye
penetrant.

NOTE: Revision "B" is a complete rewrite of this Service Instruction.

o~,um
Manvfactrers Association
SERVICE
INSTRUCTION
D~TE: May 23, 1997 Service Instruction No. 1290E
(Supersedes Service Instruction No.1290D)
Engineering Aspects are
FAA Approved

SUBJECT: Repair of Oil Leakage at Crankcase Thru-Stud Locations; Assembled and


Unassembled Engines

MODEfLS AFFECTED: All Textron Lycoming wide cylinder flange engines identified by the suffix
"A" after the engine serial number and incorporating body-fit thru-studs
such asO, IO, AIO, AEIO and LIO-320; O, IO, AIO, AEIO, HIO, LIO, TO
and TIG-360; O, IO, AEIO, TIO and LTIO-540; 10-720 series engines. All
TIG-541 and TIGO-541 series engines.
NOTE

Engines incorporating body-fit thru-studs can be identified by the presence of spacers and
1/2-20 nuts securing the thru-studs just forward of the no. 2 cylinder location.

TIME OFCOMPLIANCE: As required.

Engines listed in the MODELS AFFECTED section of this publication achieve crankcase alignment thru the
interference fit of the body-fit thru-studs and the crankcase thru-stud bores located in the main bearing webs.
This interference fit is illustrated in Figure 1 which shows a section through the crankcase at a thru-stud loca-
tion; note the two halves of the crankcase are supported at the parting surface by the body of the stud. Evidence
of oil on the crankcase or cylinder mounting flange which can be traced to a thru-stud location indicates that
the seal formed by the interference fit between the stud and the crankcase is incomplete. This can be the result
of an oversized bore or a groove traced in the bore during installation of the thru-stud.

CAUTION

DO NOT AITEMPT TO INSTALL A .005 OR .010 INCH OVERSIZED THRU-STUD IN A


THRU-STUD BORE THAT IS NOT REAMED TO THE CORRECT DIAMETER. TO DO SO
MAY CAUSE THE AFFECTED BEARING SUPPORT WEB TO CRACK.

CAUTION

STANDARD SIZE DRIVE-THRU BODY-FIT THRU-STUDS MUST BE USED IN ALL


THRU-STUD BORES THAT ARE FITTED WITH P/N 75302 DOWELS.

This publication is divided into 3 sections to fully separate and explain the approved methods of repairing
an oil leak at a body-fit thru-stud location. For example, oil leaks at a body-fit thru-stud can be repaired by

either installing a .001 or .002 inch oversize stud in the original factory thru-stud bore, or reaming the thru-stud
bore to accept a .005 or .010 inch oversize thru-stud or by installing a Textron Lycoming P/N 72075 oil seal,
around the thru-stud at the main bearing web parting surface.

Page 1 of 7
Service Instruction No. 1290E

Installation of an oversize body-fit thru-stud can beaccomplished on an assembled engine as explained in


PART I. Installation of a P/N 72075 oil seal can be accomplished only when the engine is Tiris
procedure is explained Occasionally it may be necessary to install a .005 or .010 inch oversize thru-
in PART II.
stud in a thru-stud bore that also incorporates a PM 72075 oil seal. This condition can only be determined when
the engine is disassembled and the procedure for this repair is contained in PART III.

An additional repair procedure for body-fit thru-stud bores that have become worn or damaged to the extent
that a .010 inch oversize body-fit thru-stud will not maintain a .0000 inch (line to line) to .0035 inch tight fit
is the installation of a P/N 75302 dowel. This procedure is explained in the latest revision of Service Instruction
No. 1123.

PART I INSTALLATION OF AN OVERSIZE THRU-STUD; ASSEMBLED ENGINE

The following procedure is used to repair oil leaks at body-fit thru-stud locations on assembled engines. .001
I and .002 inch oversize thru-studs can be installed in the original bore provided the bore is clean and smooth
and no STD-2013 o-rings or P/N 75302 dowels are installed. The thru-stud bore can also be reamed to accept
a .005 or .010 inch oversize thru-stud if required.

1. Remove the applicable thru-stud using thru-stud puller P/N ST-271.

2. Using a boroscope with a 700 angle of view or similar internal examining device, check the bore for
4x
any trace of a trough or groove. Also, check for the presence of a dowel. To check for a dowel, insert a pencil
or pocket magnet (max. dia. 5/16") approxiamtely 4-1/2 to 5 inches into the center of the thru-stud bore. If

the magnet is drawn to the side of the bore, a dowel is present in the crankcase.

CAUTION

STANDARD SIZE DRIVE-THRU BODY-FIT THRU-STUDS MUST BE USED IN ALL


THRU-STUD BORES THAT ARE FITTED WITH P/N 75302 DOWELS.

3. If the thru-stud bore is damaged, or it is determined that the bore is oversize and cannot be repaired as de-
1 scribed in step 2 and no dowel is present, a.005 or .010 inch oversize thru-stud may be installed. Remove
the applicable cylinders and install PM ST-222 hold down plates in place of them. Only one thru-stud bore
may be reamed at a time. All remaining thru-studs must be tightened to the required engine assembly torque
limits. Refer to the applicable Table of Limits.

CAUTION

DO NOT ~ITEMPT TO INSTALL A .005 OR .010 INCH OVERSIZED THRU-STUD IN A


THRU-STUD BORE THAT 1S NOT REAMED TO THE CORRECT DIAMETER. TO DO SO
MAY CAUSE THE AFFECTED BEARING SUPPORT WEB TO CRACK.

4. Using piloted reamer ST-366-5, (.005 inch o/s dia.) proceed to ream the thru-stud bore in the crankcase.

I Use kerosene for a lubricant. Check reamed hole to insure diameter is .503/.505.

5. Using a cylindrical brush and compressed air, clean the reamed bore of all traces of chips or other particles
that may be in the bore.

6. Using borescope or equivalent internal examining device, check the newly reamed bore to determine if
a

any trace of the trough or groove which caused the leak still remains. Also, check for cleanliness. If the bore
is not perfectly smooth and clean, again ream the bore, this time using ST-366-1 reamer (.010 inch o/s dia.).

I Check reamed hole to insure diameter is .508/.510. Repeat the cleaning and borescopic inspection procedures.
If the bore is not clean and smooth at this time, refer to PART II of this publication. If the bore appears clean
and smooth, continue with step 7.

Page 2 of 7
Service Instruction No. 1290E

7. Install a P5 or P10 oversize thru-stud, applicable, in the newly reamed bore using engine oil in the hole
as

..and 04 the stud prior to its installation. Use drive no. ST-316 or ST-317 as required, to drive the stud to its
correct location.

8. Remove the ST-222 torque hold down plate and on cylinder mounting pad, near the new stud, stamp
the
the oversize designation, P1, P2, P5 or P10, stamp the opposite pad also. Use a small abrasive stone to smooth
off the raised edges of the stamped designation.
9. Install and torque the cylinders as described in the applicable overhaul manual or the latest revision of Ser-
vice instruction No. 1029.

PART II INSTALLATION OF P/N 72075 OIL SEAL AT THRU-STUD BORE LOCATIONS;


DISASSEMBLED ENGINE

NOTE

Refer to latest revision of Service Bulletin No. 472 for body-fit thru-stud removal instructions.
An optional repair procedure for an oil leak at the interference fit of a body-fit thru-stud and crankcase thru-
stud bore is to modify the crankcase to include a recess, in the right crankcase half, for a P/N 72075 oil seal.
These seals can be added to any bearing web that is supported by a drive-thru body-fit thru-stud except crank-
cases that have been modified to include thru-stud dowels. Refer to the latest revision of Service Instruction
No. 1123 for installation of PM STD-2013 "o" ring seals at doweled thru-stud locations. This repair procedure
can only be accomplished when the crankcase halves are separated. Field maintenance experience and engine

maintenance records should be used to determine when this repair procedure is required on any disassembled

engine.
NOTE

The crankcase should be inspected and deemed otherwise serviceable prior to this or any other
major repair work being accomplished. Refer to the applicable Textron Lycoming Overhaul
Manual for inspection procedures.

The following steps describe the modification of the right crankcase half for installation of P/N 72075 oil
seals, using service Tool Kit PM ST-463. Refer to the Special Service Tools section of this publication for a
description of Tool Kit PM ST-463.
CAUTION

ANCHORED THRU-STUDS, SIMILAR TO THE STUDS USED WITH STANDARD CYL-


INDER FLANGE ENGINES, WERE USED ON WIDE CYLINDER FLANGE ENGINES
DURING THE EARLY DEVELOPMENT STAGES OF THIS TYPE CRANKCASE. HOW-
EVER THE DRIVE-THRU BODY-FIT THRU-STUD THAT IS NOW USED ON ALL
WIDE CYLINDER FLANGE ENGINES PROVED TO BE A MORE EFFECTIVE METHOD
OF CONTROLLING CRANKCASE FRETTING AND OIL LEAKS. A FEW CRANKCASES
THAT WERE MACHINED TO ACCEPT THESE ANCHORED THRU-STUDS HAVE
BEEN MODIFIED TO INCORPORATE THE DRIVE-THRU BODY-FIT THRU-STUD
BORES. THESE BUSHINGS DO NOT AFFECT THE PERFORMANCE OR RELIABILITY
OF THE CRANKCASE, HOWEVER, IF A CRANKCASE THAT INCORPORATES THESE
BUSHINGS IS TO BE MODIFIED TO INCORPORATE "O" RING SEALS AS DESCRIBED
IN THE FOLLOWING STEPS, CAREFUL ATTENTION MUST BE PAID TO THE SEC-
TION OF BUSHING THAT REMAINS AROUND THE O.D. OF THE "O" RING RECESS.
THESE BUSHINGS ARE PRESSED INTO A BORE THAT IS REAMED TO A DIAMETER
OF .7030 INCH. AS CAN BE SEEN IN FIGURE 1, THE DIAMETER OF THE "O" RING
RECESS IS .6875, THIS LEAVES A BUSHING WALL THICKNESS OF APPROXIMATE-

Page 3 of 7
Service Instruction No. 1290E

CAUTION (CONT.)
LY .007 TO .008 INCH AROUND THE RECESS. IF THIS THIN SECTION OF BUSHING
REMAINS INTACT AFTER THE "O" RING RECESS IS CUT IT CAN REMAIN IN THE
CRANKCASE, BUT IF IT APPEARS DAMAGED, TORN OR CRACKED IT SHOULD BE
REMOVED. REMOVING THIS SECTION OF METAL FROM THE RECESS WILL NOT
AFFECT THE SEALING CAPABILITIES OF THE "O" RING SEAL.

NOTE

It is recommended that the Tool Kit P/N ST-463 be used with a drill press. However, if neces-
sary, the tool can be used with a hand held variable speed electric drill turned at a low to medium
speed. Turning the tool too fast will cause it to chatter.

1. Mount the right crankcase half on the bed of a drill press.

2. Select the applicable pilot, either the standard bore pilot ST-463-2, the .005 inch oversize ST-463-3 or

the .010 inch oversize ST-463-4 and assemble it in the ST-463-1 counterbore. Tighten the alien head set
screw to secure the pilot.
3. Assemble the P/N ST-463-5 stop collar on the ST-463-1 counterbore. Set the stop collar to allow the coun-
terbore to cut to a depth of .063/.070 inch. Refer to the accompanying figure.
4.Using a liberal amount of kerosene or cutting oil to clear the flutes of the counterbore and prevent the stop
collar or chips from scoring or marking the bearing web parting surface, proceed to cut the recess.

5. Clean the seal recess and thru-stud bore of all chips and shavings. Use a small abrasive stone to smooth
the edge of the recess.

6. Measure the depth of the recess with a depth micrometer. Insure the depth is within the dimensions specified
in step 3 and illustrated in the accompanying Figure 1.

7.Using steel stamps, with letters approximately 1/8 inch high, stamp the letters "OR" on the cylinder mount-
ing pad of the crankcase near the afffected thru-stud bore. Use a small abrasive stone tosmooth off the raised
edges of the stamped letters. Also make an entry in the engine logbook specifying that a P/N 72075 oil seal
has been installed and at what location it was installed.

EXAMPLE:

P/N 72075 oil seal installed at #3 cylinder lower front thru-stud location. Reference Service Instruction No.
1290E.

CAUTION

TO INSURE THE P/N 72075 OIL SEAL REMAINS IN PLACE IN THE RECESS DURING
ASSEMBLY OF THE CRANKCASE HALVES, THE SEAL MUST BE LIBERALLY
CO~ED WITH GREASE PRIOR TO BEING PLACED IN THE RECESS. A SUBSTANCE
SUCH AS FEL-PRO FOOD GRADE AA ANTI-SEIZE LUBRICANT P/N 51168 OR AN
EQUIVALENT IS IDEAL. (MANUFACTURED BY FEL-PRO INCORPORATED SKOK-
IE, IL 60076.) ALSO COAT THE TAPERED SHOULDERS AND BODY OF THE THRU-
STUD WITH ENGINE OIL. THIS WILL AID IN EXPANDING THE SEAL OVER THE
STUD AND INTO THE RECESS.

Page 4 of 7
Service Instruction No. 1290E

PART III INSTALLATION OF AN OVERSIZE THRU-STUD IN A THRU-STUD BORE


,~MODIFIED TO INCLUDE THE P/N 72075 OIL SEAL; DISASSEMBLED ENGINE

It must be remembered that crankcase alignment is provided by the interference fit of the thru-stud and the
thru-stud bore of the crankcase. Loose body-fit thru-studs can allow movement between the crankcase halves
causing fretting of the bearing web parting surfaces. Always use a thru-stud that will provide a .000 (line to
line) to .0035 tight fit. If examination shows that the thru-stud bore must be reamed and an oversize thru-stud
installed in the the same location that will also incorporate a P/N 72075 oil seal, the reaming procedure must
be accomplished prior to final assembly of the engine. The procedure for reaming a thru-stud bore on a disas-
sembled engine is as follows:

1. Assemble the crankcase halves, without the crankshaft and main bearings, using all thru-studs, bolts and
nuts that support the main bearing webs except the thru-stud at the location to be reworked. Only one thru-
stud bore may be reworked at a time. All other attaching parts must be installed and properly torqued.

2. Install P/N ST-222 hold down plates on each cylinder mounting pad. The P/N ST-222 plates will simulate
the thickness of the cylinder flange and protect the pad.
3. Torqueall 1/2-20 thru-stud nuts to 42 ft. Ibs. Torque all 3/8-24 bolts and nuts to 25 ft. Ibs. This reduced
torque is sufficient for crankcases assembled without the crankshaft and main bearings. Use standard torque
on peripheral attaching hardware.

4. Ream the bore to the required oversize dimension described in PART I, step 4. Clean and
as inspect the
reamed bore as described in PART I, steps 5 and 6. Identify the oversized bore as described.

If it is determined at overhaul that an oversize thru-stud must be installed to maintain the .000 (line to line)
to .0035 inch tight fit and the crankcase is not, and will not be, modified to accept P/N 72075 oil seal. The ream-

ing procedure can be delayed and completed when the engine is reassembled as specified in PART I.
PARTS DATA:

QTY. PART NO. DESCRIPTION MODELS AFFECTED

AR 76220-P1, -P2, -P5 or P10 Crankcase thru-stud with .001, All 4, 6 and 8 cyl. wide cyl.
.002,.005 or .010 inch oversize flange engines
body diameter

AR 74888-P1, -P2, -P5 or P10 Crankcase thru-stud with .001, TIG-541 and TIGO-541
.002,.005 or.010 inch oversize
body diameter

AR 75170-P1, -P2, -P5 or P10 Crankcase thru-stud with .001, TIG-541 and TIGO-541
.002,.005 or .010 inch oversize

body diameter

AR 75712-P1, -P2, -P5 or P10 Crankcase thru-stud with .001, TIGO-541


.002,.005 or.O~O inch oversize
body diameter

AR 75713-P1, -P2, -P5 or P10 Crankcase thru-stud with .001, TIGO-541


.002,.005 or .010 inch oversize
body diameter

Page 5 of 7
Service Instruction No. 1290E

PARTS (CONT.):
QTY. PART NO. DESCRIPTION MODELS AFIFECTED

AR 75714-P1, -P2, -P5 or P10 Crankcase thru-stud with .001, TIGO-54~


002,.005 or.010 inch oversize
body diameter

AR 75782-P1, -P2, -P5 or P10 Crankcse thru-stud with .001, TIGO-541


.002,.005 or.010 inch oversize
body diameter

AR 75799-P1, -P2, -P5 or P10 Crankcase thru-stud with .001, TIGO-541


002,.005 or.010 inch oversize
body diameter

AR 72075 Sea’l, oil All Models

SPECIAL TOOLS:

QTY. PART NO. DESCRIPTION MODELS AFFECTED

AR ST-222 Plate, Torque Hold-Down All Models

1 ST-271 Thru-stud puller (to remove thru- All Models


studs in crankcase)

AR ST-316 Driver, crankcase thru-stud TIG-541 and TIGO-541

AR ST-317 Driver, crankcase thru-stud All 4, 6 and 8 cyl. wide


cyl. flange engines

1 ST-366-5 Piloted reamer (to ream thru-stud All Models


hole in crankcase .005 inch over-

size)

1 ST-366-1 Piloted reamer (to ream thru-stud All Models


hole in crankcase .010 inch over-

size)

1 ST-463 Kit, counterbore, pilot and stop All Models


collar. Contains 1 each ST-463-1
counterbore; 1 each ST-463-2,
ST-463-3, ST-463-4 pilots; 1
each ST-463-5 stop collar (to
ream recess in crankcase for P/N
72075 oil seal)

Page 6 of 7
Service Instruction No. 1290E

CRANKCASE LEFT HALF CRANKCASE RIGHT HALF

.063
~DEPM .070

DIA. .6875

i\
SUFFIX: P1, -P2. -P5 OR -P10
INDICATES BODY OF STUD. \u I I I I INTERFERENCE FIT BETWEEN
NOT THREADS. IS OVERSIZE I/ CRANKCASE AND BODY OF
STUD INSURES ALIGNMENT OF
A GROOM OR WORN CONDITION IN (I I CRANKCASE HALMS
THIS REAMED HOLE CAN RESULT IN Y I I NOTE: NEITHER SEALS NOR
OIL LEAKAGE AT END OF STUD I I 1 DOWELS ARE USED IN THE
ORIGINAL ASSEMBLY

i. Section Through Crankcase at Thru-Stud Location Showing Dimensions


Figure
of Recess for the P/N 72075 Oil Seal

NOTE: Revision "E" revises text.

Page 7 of 7
J~L7AVCO LYCOMING DIVISION
WILLIAMSPORT, PENNSYLVANIA 17701

OooDuo~OBoo

DATE: February 22, 1974 Service Instruction No. 1298


Engineering Aspects are
FAA (DEER) Approved

SUBJECT: Engine Mounting Dowel Removal

MODELS AFFECTED: All 0-540, 10-540, TIO-540, LTIO-540, and 10-120


series engines.

TIME OF COMPLIANC E: When replacing engine mounting brackets.

It has been determined that dowels are no longer required for the security of
engine mounting brackets in subject Avco Lycoming aircraft engines. The new
brackets, installed in current production, are of the same size and configuration as
those in service use and are mounted and secured in the same manner.

For short interim period some engines will be built with drilled crankcases
a

now in stock, though the dowels are not required and will not be included
in the

engine assembly. Neither new engine mountingbrackets nor new engine crankcases
are drilled to accept the dowels.

When matching new parts with old parts, remove dowels where necessary.

17668 This number for Avco Lycoming reference only.

Membec o( GAMA

O Mau(utur´• ~loci*kn
hlE~3lycoming SERVICE
Williamsport Plant
Textron LycominglSubsidiary
652 Oliver Street
Williamsport, PA 17701
of Textron Inc.

U.S.A.
INSTRUCTION

DATE: May 24, 1988 Service Instruction No. 1301A


(Supersedes Service Instruction No. 1301)
Engineering Aspects are

FAA Approved

SUBJECT: Identification of Primer and Fuel Injector Lines

MODELS AFFECTED: All Textron Lycoming Piston Aircraft Engines.

TIME OF COMPLIANCE: Any time fuel injector, primer or fuel manifold lines are assembled or

replaced.

The various fuel lines used on Textron Lycoming engines are similar in appearance, and, in some instances,

can bedistinguished only by measuring the inside diameter of the tubing. Care must be exercised when repair-
ing or replacing fuel lines since engine operation can be adversely affected if the improper lines are installed or
if a fuel line is bent beyond the limits shown in Figure 1. Before replacing a fuel line, refer to Chart I for fuel
line part numbers, application and dimensions. Fuel line inside diameters can be measured with drill rod of the
appropriate size. Refer to Chart II for a fuel line part number history.

.62 R. MIN.
.69 MIN:

Figure 1. Fuel Line Showing Minimum Dimensions for Bending

0 GeneralAvintion
AssocLtion
Page 1 of 4
Service Instruction No. 1302A

CHART I. FUEL LINE IDENTIFICATION

Fuel Line Engine Inside

PIN Identification Use on Model Diameter

Engine Application of Tubing


Prefix Marking

primer line All models .06051.0775


61581 red paint
red injector line IO-540-B -E .06051.0775
61581-A paint
73842 white paint injector line IO-360-B1A .0581.060

76356* no marking injector line IO-720-A1A .08651.0995


76357* no marking injector line IO-720-A1A .08651.0995
76358* no marking injector line IO-720-A1A .08651.0995
76359* no marking injector line IO-720-A1A .08651.0995
76360* no marking injector line IO-720-A1A .08651.0995

76361* no marking injector line IO-720-A1A .08651.0995

76362* no marking injector line IO-720-A1A .08651.0995

LW-12098 no marking primerlinjector line All models .08651.0995


injector line 10-540-B -E .05851.0715
LW-13995 yellow paint
injector line IO-360-B1A .0651.069
LW-16948 green paint

Special Riley installation.

CHART II. FUEL LINE REPLACEMENTS AND SUPERSEDURES

Original PIN Replaced By Superseded By

61581-1 LW-12098-1-153 LW-1 2098-0-160


61581-2 LW-12098-1-116 LW-12098-0-120
61581-3 LW-12098-0-100
61581-4 LW-12098-1-160 LW-1 2098-0-1 60
61581-5 LW-1 2098-1-146 LW-1 2098-0-1 50
61581-7 LW-12098-1-183 LW-12098-0-190
61581-9 LW-12098-1-170 LW-1 2098-0-170
61581-10 LW-12098-0-050
61581-12 LW-12098-1-284 LW-12098-0-280
61581-14 LW-1 2098-2-194 LW-1 2098-0-200
61581-15 LW-1 2098-2-200 LW-1 2098-0-200
61581-16 LW-12098-2-224 LW-1 2098-0-230
61581-17A* LW-12098-1-224 LW-1 2098-0-230
61581-18 LW-12098-0-100
61581-19 LW112098-0-160
61581-20A* LW-13995-0-284
61581-21A* LW-13995-0-271
61581-23A* LW-13995-0-224
61581-24A* LW-13995-0-202
61581-25 LW-12098-1-261 LW-1 2098-0-260
61581-26 LW-12098-0-134 LW-12098-0-140
61581-27 LW-1 2098-2-230 I,W-1 2098-0-230
61581-28 LW-1 2098-1-200 LW-1 2098-0-200

Page 2 of 4
Service Instnlction No. 1301A

CHART II. FUEL LINE REPLACEMENTS AND SUPERSEDURES (Continued)

Original PIN Replaced By Superseded By

61581-29 LW-12098-2-210 LW-12098-0-210


61581-32 LW-12098-1-320 LW-12098-0-320
61581-35 LW-12098-4-124 LW-12098-0-130
61581-40 LW-12098-0-130
61581-41 LW-12098-0-160
61581-42 LW-1 2098-0-092 LW-12098-0-100
73224 LW-12098-2-200 LW-12098-0-200
73226 LW-12098-1-160 LW-12098-0-160

73237 LW-12098-1-180 LW-1 2098-0-180


73796 LW-12098-1-134 LW-12098-0-140

73842 LW-16948
73963 LW-12098-1-200 LW-1 2098-0-200
73964 LW-12098-1-170 LW-1 2098-0-170
74413 LW-12098-1-230 LW-1 2098-0-230
74647 LW-12098-1-210 LW-1 2098-0-210
74648 LW-1 20982-180 LW-1 2098-0-180
74649 LW-1 2098-2-276 LW-1 2098-0-280
74650 LW-12098-3-260 LW-12098-0-260
74831 LW-12098-1-240 LW-1 2098-0-240
74850 LW-12098-4-320 LW-1 2098-0-320

74851 LW-12098-4-390 LW-1 2098-0-390


74853 LW-12098-3-334 LW-12098-0-340
75091 LW-12098-3-320 LW-12098-0-320
75092 LW-12098-4-390 LW-12098-0-390
75093 LW-12098-2-256 LW-1 2098-0-260
75094 LW-1 2098-3-334 LW-1 2098-0-340
75469 LW-12098-0-100
75828 LW-12098-3-252 LW-1 2098-0-260
75829 LW-1 2098-3-412 LW-1 2098-0-412
75830 LW-12098-1-174 LW-12098-0-180
75831 LW-12098-3-350 LW-12098-0-350
75832 LW-12098-1-092 LW-12098-0-100
76356 LW-12098-3-310 76356
76357 LW-12098-3-340 76357
76358 LW-1 2098-3-312 76358
76359 LW-12098-3-294 76359
76360 LW-12098-4-390 76360
76361 LW-12098-4-386 76361
76362 LW-12098-4-476 76362
LW-10419 LW-12098-4-412 LW-1 2098-0-412
LW-10420 LW-12098-4-350 LW-12098-0-350
LW-11961 LW-12098-2-210 LW-12098-0-210
LW-12098-1-100 LW-1 2098-0-100
LW-12098-2-100 LW-1 2098-0-100
LW-12098-0-116 LW-1 2098-0-1 20
LW-1 2098-0-1 24 LW-1 2098-0-130
LW-1 2098-2-134 LW-12098-0-140
LW-1 2098-0-153 LW-12098-0-160

Page 3 of 4
Service Instruction No. 1301A

CHART II. FUEL LINE REPLACEMENTS AND SUPERSEDURES (Continued)

Original P/N Replaced By Superseded By

LW-12098-3-160 LW-12098-0-160
LW-1 2098-2-170 LW-12098-0-170
LW-12098-0-183 LW-12098-0-190
LW-12098-2-190 LW-12098-0-190
LW-12098-2-216 LW-12098-0-220
LW-1 2098-2-226 LW-1 2098-0-230
LW-1 2098-2-240 LW-12098-0-240
LW-1 2098-3-240 LW-12098-0-240
LW-12098-0-256 LW-12098-0-260
LW-12098-2-264 LW-12098-0-270
LW-1 2098-0-274 LW-12098-0-270
LW-12098-0-276 LW-12098-0-280
LW-1 2098-2-284 LW-12098-0-280
LW-1 2098-0-296 LW-12098-0-300
LW-1 2098-2-296 LW-12098-0-300
LW-12098-3-296 LW-12098-0-300
LW-1 2098-4-310 LW-12098-0-310
LW-1 2098-0-334 LW-12098-0-340
LW-1 2098-3-336 LW-12098-0-340

The "A" suffix on the part number indicates these fuel lines are used
as injector lines on IO-540-B and -E series engines.

Replacement made to simplify the part numbering of fuel lines and

permit easier identification.

´•k To standardize fuel line part numbers for inventory purposes by


removing the P/N 71811 sleeves from the fuel line assembly. When
ordering fuel lines, you must order separately the same quantity of
PIN LW-12598 fuel line sleeves as is installed on the line that you are

replacing.
00
NOTE: Example: LW-xxxxx-4-412

OThe single digit in the middle of the part number as


listed in the "Replaced By" column indicates the
number of sleeves previously on the fuel line.

OThe last three digits of the fuel line part number in-
dicate length. (412 41Y, inches).

NOTE: Revision "A" changes text and lists supersedures.

16437, 18460, 18470, 18470-A, 21253, 22713, 22713-A These numbers for Textron Lycoming reference only.

Page 4 of 4
SERVICE
652 Oliver Street
Williamsport,
570/323-6181
PA 17701 U.S.A.
INSTRUCTION
DATE: November 12, 1999 Service Instruction No. 1304J
(Supersedes Service Instruction No. 1304H)
Engineering Aspects are
FAA Approved

SUBJECT: Engine Nameplate Replacement

MODELS AFFECTED: All Textron Lycoming aircraft engines.

nameplate is lost engine modification


designation.Whenever a or an affects model

A replacement nameplate, to replace one that has been lost, will be issued only upon written request when
accompanied by a document from the FAA authorizing a replacement nameplate.

Upon receipt of the FAA letter, your written request, and a check for $125.00, a new nameplate will be
furnished.

Field facilities may not change data contained on an engine data plate; however, they may add a suffix
stamped at the end of the engine serial number to indicate alteration/conversion as follows:

.For all commercial engines in which the basic model has been altered or converted to another model
designation, the letter "C" added as a suff~x on the engine serial number indicates a change ~o;n its
original manufacture.

.For all military designated engines rebuilt to commercial standards, the letters "MC" added as a suffix
on the engine serial number indicates a change from its original manufacture.

It will be the sole


responsibility of the altering agent to attach the necessary service parts information
alongwith FAA Form 337, or its equivalent, to the permanent engine records and/or log book, and attest to
the Federal Aviation Agency as to the airworthiness of the alteration, conversion, or modifications
accomplished. In addition, all provisions of FAR 45.13 must be adhered to.

Replacement nameplates furnished by Textron Lycoming will reflect the configuration of the engine when
it left the
factory. Replacement nameplates for altered or converted engines require the addition of a suffix,
as above.

NOTE: Revision "J" revises TIME OF COMPLIANCE and text.

O 1999 by Tcnmn Lyecming "All Righu Remed"

Manufachren, I~ociation
LYC O M I N G VV I L L I A ~V1 S i" O R 7- D i VISION
AV C O CQ F3 O R AT I r~-)
VVI LLIANI s F>O RT, P E 1\1 1\1 SY LVA 1\1 1A ~7 /0~

DATE: September 21, 1984 Service Instruction No. 1307B


(Supersedes Service Instruction No. 1307A)
Engineering Aspects are
FAA Approved

SUBJECT: Connecting Rod Bolt Assembly and Torque Application

MODELS AFFECTED: 0-360, HO-360, 10-360, 1110-360, AIO-360, TIO-360, LIO-360,


VO-360, IVO-360, 0-540, 10-540, TIO-540, VO-540, IVO-540,
TVO-540, IGSO-540, 10-720, TIG-541 and TIGO-541 Series Engines
using either 75060, LW-12596 stretch or 75061 and LW-12595 torque
connecting rod bolts.

TIME OF COMPLIANCE: Whenever connecting rod bolts are tightened.

Many of the above engine models were built with 75060 and 75061), place a .010 inch shim in the
connecting rod bolts having an angle line straight recess between the bolt head and the counterbore
across the bolt head. All engines now being built, of the connecting rod cap. The shim will prevent
however, incorporate bolts with a curved angle line the bolt from turning when it is tightened.
across the bolt head.

Insure that the tapered portion of the bolt head


NOTE
faces away from the cap counterbore, with the

Connecting rod bolts with PIN 75060 and angle line parallel to the crankshaft centerline
75061 were originally manufactured with
(note Figure i). If the bolt is not installer’, pro-
the straight line configuration. Since 1976, perly, as shown in Figure 2, damage to the engine
could result.
however, they have been manufactured with
only the curved angle line configuration.
Connecting rod bolts with PIN LW-12595 Tighten bolt 75060 to a stretch length of 2.255
and LW-12596 have always been manufac- -2.256 inches; torque 75061 bolt to 40 foot pounds.
tured with the curved angle line configura-
tion only. 2. To install
a connecting rod bolt with the

curved angle line, which is the current production


Installation and tightening requirements are as configuration, tighten bolts with PIN 75060 and
follows: LW-12596 to a stretch length of 2.255 2.256 in-
ches. Torque P/N 75061 and LW-12595 to 40 foot
i. When installing connecting rod bolts that pounds. These bolts do not require shimming
have the straight angle line configuration (P/N when tightened.

Member o( GAMA

General Pa~iation
MPnufactuers Association

Page 1 of 2
Service Instruction No. 1307B

.010 IN. SHIM INSTALLED


IN RECESS BETWEEN
CONNECTING ROD AND BOLT

CRANKSHAFT
CENTERLINE

LINE MADE BY CUT-AWAY PORTION


OF CONNECTING ROD BOLT SHOULD
BE PARALLEL TO CRANKSHAFT

cr~
BOLT WITH ANGLE
LINE STRAIGHT
ACROSS HEAD

Figure 1. Connecting Rod Showing Shim Installed

CRANKSHAFT
CENTERLINE

BOLT WITH ANGLE


LINE IN RELATION TO
RADIUS OF HEAD

THIS LINE MUST BE PARALLEL


WITH CENTERLINE OF CRANKSHAFT
TO PREVENT DAMAGE

Figure 2. Connecting Rod Showing Incorrect Position of Polt

NOTE: Revision B changes text regarding connecting rod bolt configuration and adds new illustrations.

18342, 18361, 19666 These numbers for Avco Lycoming referenc;e only.

Page 2 of 2
Lycoming
SERVICE
Reciprocating Engine Division/
Subsidiary of Textron Inc.
652 Oliver Street
Williamsport,PA 17701 U.S.A.
INSTRUCTION

DATE: March 24, 1995 Service Instruction No. 1308D


(Supersedes Service Instruction No. 1308C)
Engineering Aspects are
FAA Approved

SUBJECT: Pressurized Magneto Pressure Test

TextronLycoming TIO-540-A2B, -A2C; TIO-540-F, -J, -V;


LTIO-540-F, -J, -V; TIO-540-R, -U, -W, -AE, -AF, -AG; TIGO-541;
IO-720-B 1B and IO-720-B 1BD series engines.

TIME OF COMPLIANCE: At 100 hour engine inspections or anytime magneto is replaced.

The Model 11-10090 Air Flow Tester is available for testing thepressurization system of the Bendix
1200, D3000, D3200 and Unison Slick 6200 and 6300 series magnetos used on applicable Textron
Lycoming engines.

I The air flow tester is used to


perform three checks of the magneto pressurization system on the
TIO-540-A2B, -A2C; TIO-540-F,-J,-V; LTIO-540-F,-J,-V; TIO-540-R,-U,-W, -AE, -AF, -AG and
TIGO-541 series engines. The air flow tester can only be used on IO-720-B 1B, -B 1BD series engines to
make the magneto air leakage check and relief valve and adapter check of the pressurization system of
the magneto. The three checks of the pressurization magneto system are as follows:

i. The operation of the pressurized magneto system is checked by measuring the pressure at magneto
when engine manifold pressure is maintained at a specified limit. See figure 1.

2. Magneto air leakage is measured by supplying air from the tester to the magneto at a predetermined
air pressure and recording leak down time. See figure 2.

3. Proper operation of the relief valve is checked by measurement of the valve and adapter air input to
the air output. See figure 3.

A detailed procedure for the complete test of the magneto pressurization system and relief valve is in-
cluded with the Air Flow Tester Model 11-10090. This unit is available from Kell-Strom Tool Company,
Inc., 214 Church Street, Wethersfield, CT 06109.

Page I oi 6
Service Instruction No. 1308D

NOTE

For the operation check, run the engine at 2400 RPM and 37 to
38 Hg. inches of manifold pressure.

Operation Check (Figure i):


NOTE

The operation check can not be performed on the IO-720-B 1B


and -B 1BD.

i. Remove hose P/N LW-12784-4-160 from elbow P/N MS%0822-4 at magneto.

2. Connect hose PN LW-12784-4-160 to tee of tube assembly P/N 1 1-10097 and short hose of tube as-

sembly to elbow in magneto.

3. Connect tube assembly P/N 1 1-10097 to regulated output fitting of air flow tester. See figure i.

NOTE

Observe standard safety precautions when running the engine.


Be careful that the tube assembly does not touch the exhaust
system.

4. With the engine running, set governor control for a speed of 2400 RPM. Open throttle to a manifold
pressure of 37 to 38 Hg. inches. The regulated pressure gage (G1) should read 3 Ibs. 1/4 Ib. Failure
to obtain the specified pressure indicates improper air flow through the magneto or incorrect adjust-
ment of relief valve.

PI NM520822~
REGULATED PRESSURE
GAGE Oi

REGULATED OUTPUT

OUTPUT

TUBE ASSY.
11-10097

O
ASSY.
P/hl LW-12784-4-180

O
Y
TO MAONETO
INPUT PRESSURE
ADAPTER
TESTER

Figure i. Connections for Operation Check


Page 2 of 6
Service Instruction No. 1308D

Magneto Air Leakage Check (Figure 2):

1. Disconnect hose P/N LW-12784-4-160 from tee and the tube assembly from tester.

NOTE

leakage check on the IO-720 series engines,


For the magneto air
assembly P/N 11-10097 direct and the elbow fitting
connect tube
P/N MS20822-4 at the magneto. Then proceed to step 3.

2. Install cap on open end of tee. See figure 2.

3. Place air valve lever in the open (up) position. Turn pressure regulator fully counterclockwise (mini-
mum pressure).

4. Connect air source of 100 psi maximum to air input fitting. Turn pressure regulator clockwise to
increase pressure on regulated pressure gage (G1) to 10 psi.

5. Install tube assembly into regulated output fitting of tester. Pressure on the gage (G1) will drop
momentarily when connection is made, then return to 10 psi setting. If necessary readjust regulator
to 10 psi on gage.

6. Close air valve (down) position and record the time required for the pressure on gage (G1) to drop
from 10 psi to 1 psi. Time interval must be between 9 and 45 seconds.

ELBOW
PI NMS20822~

REGULATED PRESSURE
GAGE G1
REGULATED OUTPUT FITTING

OUTPUT
AIR INPUT
FITTING 100
MAX Z
B TUBE
AS Y.i -10 97 CAP

PRESSURE

AIR VALVE LRIER

INPUT

TESTER

Figure 2. Connections for Magneto Air Flow Check

Page 3 of 6
Service Instruction No. 1308D

7. If the leak down is less than 9 seconds, check all connections of the test to be sure they are tight. If all
connections are tight, check seal at parting of cover, cover screws and around ignition leads at mag-
neto. Replacement of magneto is necessary if everything is tight and the recheck of steps 4 thru 6 is
less than 9 seconds. If the leak down is more than 45 seconds, the bleed hole in the plug on bottom of
magneto is restricted. Remove the plug and clean hole to .015 inch. Replace plug and repeat steps 4
thru 6.

Relief Valve and Adapter Check (Figure 3):

i. Remove the hose P/N LW-12784-4-160 from the engine, also remove relief valve P/N LW-13134,
LW-13697, LW-14443 or 66N21020 and adapter P/N LW-13227.

NOTE

On adapter assemblies removed from the IO-720-B 1B with tee fitting


P/N AN825-4, one end of the tee must be capped for this check.

2. Install adapter with relief valve into end of short hose, P/N 11-10120 furnished with the tester. The
other end of hose is installed in the regulated output fitting.

3. Connect hose P/N LW-12784-4-160 between outlet fitting of adapter and adapter input of tester as

shown in figure 3.

4. Turn pressure regulator counterclockwise (minimum pressure) and connect the air source to air input
of tester.

TUBE ASSY. RELIEF VALVE


11-10120
PM LW-13134,
LW-13887,
REGULATED OUTPUT FITTING LW-14443 OR
88N21
OUTPUT

O
PRESSURE

YL iB VALVE ASSY.
P/N LW-13227

.,,,~4" ("a
ADJUSTABLE
FIXTURE O

HOSE ASSY.
INPUT
P/N LW-12784-4-180
TESTER REMOVED FROM ENGINE
ADAPTER PRESSURE
GAGE G2 ADAPTER INPUT FITTING

Figure 3. Connections for Relief Valve and Adapter Check

Page 4 of 6
Service Instruction No. 1308D

5. Turn pressure regulator clockwise until the pressure of Column "A" (See Table 1) is indicated on

the regulated pressure gage (G1). The adapter pressure of Column "B should be seen on the adapter
Column
gage (G2). Readjust the regulator until the regulator pressure gage (G1) reads the same as
"C" of Table i. The adapter gage (G2) should remain the same as Column "B If the relief valve
does not maintain the adapter pressure (Column "B") throughout the regulated pressure range of
Column "A" and "C", the orifice in the relief valve adapter may be restricted with foreign matter or
the relief valve setting is in need of adjustment.

6. Remove the relief valve adapter from the hose assembly. Check the orifice by inserting a No. 55
drill (.052 inch) consequently cleaning out any foreign matter that may be present.

7. Reset the relief valveby removing it from the adapter and placing the valve into the relief valve ad-
justing fixture of tester making sure the small nut of the valve engages the socket in the fixture.
Using a standard screwdriver, adjust the spring tension. Turning the screw clockwise will increase
the pressure, counterclockwise will decrease the pressure.

8. Reassemble the relief valve into the adapter and recheck as described in step 5. Repeat step 7 until
the relief valve will maintain the proper adapter pressure throughout the regulated pressure range.

9. Lockwire the relief valve to the adapterand install inthe air inlethousing. Connect hose P/N
LW- 12784-4-160 to adapter.

10. Recheck the magneto system of TIO-540-A2B, -A2C; TIO-540-F, -J, -V; LTIO-540-F, -J, -V; TIO-
540-R, -U, -W, -AE, -AF, -AG ai:d TIGO-541 as described under operation check.

ii. After the above checks have been made and are acceptable, remove the tester and return all lines
back to the original setup.
I TABLE 1II
COLUMN "A" COLUMN "B" COLUMN "C" RELIEF
ENGINE REGULATED ADAPTER REGULATED VALVE
MODELS PR. PR. PR. P/N

TIO-540-F,-J,-R,-U ,-V 4 psi 3 psi 1/4psi 8 psi LW-13134


(L)TIO-540-F,-J ,-R,-U,-V 4 psi 3 psi 1/4psi 8 psi LW-13134
TIO-540-A2B,-A2C 6 psi 5psi r 1/4psi 10 psi 66N21020
(L)TIO-540-U2A 6 psi 5 psi 1/4psi 10 psi 66N21020
(L)TIO-540-J2B 6 psi 5 psi 1/4psi 10 psi 66N21020
TIO-540-AE 6 psi 5 psi 1/4psi 10 psi 66N21020
TIO-540-AF 6 psi 5psi ´•i´• 1/4psi 10 psi 66N21020
TIO-540-AG 6 psi 5 psi 1/4psi 10 psi 66N21020
TIO-540-W 6 psi 5 psi 1/4psi 10 psi 66N21020
TIGO-541 4 psi 3 psi 1/4psi 8 psi LW-13134
IO-720-B 1B 6 psi 4-1/2psi ´•r 1/4psi 10 psi LW-13697
IO-720-B 1BD 8 psi 7 psi 1/4psi 12 psi LW-14443

Bendix Magneto Unison Slick Magneto Page 5 of 6


Service Instruction No. 1308D

of the pressurized magneto system on the TIO-540-


checking the operation
I An alternate method for
A2B, -A2C; T10-540-F,-J,-R,-U, -V, -W, -AE, -AF, -AG; LTIO-540-F,-J,-V
follows:
and TIGO-541 series

engines without air flow tester is as

1. Remove the top plug from the magneto,

2. Install a gage which will read from one (1) to ten (10) psi. Gage must be able to be read in 1/4 psi
increments

3. Run engine at 2400 RPM and 37 to 38 inches Hg. manifold pressure.

4. The gage must read 3 psi 1/4 psi.

The following is a list of the common troubles which may be encountered with the pressurized magneto.
with the troubles is the probable causes and remedies.
Along

TROUB LE PROBABLE CAUSE REMEDY

Pressure More Magneto, Bleed Clean bleed hole to


1.Magneto
Than 3 psi 1/4 psi. I~Iole Clogged .015 inch (38 mm drill).

Relief Valve Inoperative Replace relief valve.

Orifice in Pressure Relief Clean orifice with No. 55


2. Magneto Pressure Less
Than 3 psi f 1/4 psi. Valve Adapter Clogged drill.

Hoses and Fittings Loose Tighten same.

Leaking Pressure Tighten same, if unable


at Magneto Cover to tighten, replace magneto.

or Ignition Leads Replace grommets.

Relief Valve Inoperative Replace relief valve.

Leaking Pressure at Magneto Replace magneto.


Shaft Bearing

NOTE

After each change that is performed, the operation check as stated in step 3
and 4 should be made. Do not try more than one change at a time.

NOTE: Revision "D" adds new engine models.

24604 This number for Textron Lycoming reference only.

Page 6 of 6
LYCOMII\IG DIVISION
WILLIAMSPORT, PENNSYLVANIA 17701

Service Instruction No, 1310A


DATE: February 25, 1977
(Supersedes Service Instruction No, 1310)
Engineering Aspects are
FAA (DEER) Approved

SURJECT: Lockwire for Idler Shafts

0-540 Series: EngFnes with serial numbers up to and including


MODELS AFFECTED:
17172-40(A),
10-540 Series: Engines with serial numbers up to and including
12987-48(A),
IO-540-K1F5: Engines with serial numbers up to and including
12975-48(A),
AEIO-540 Series: Engines with serial numbers up to and including
12982-48(A),
TIG-540 Series: Engines with serial numbers up to and including
3701-61(A),
to and including 720-
10-720 Series: Engines with serial numbers up
54,

As required on: 0-320, 10-320 AIO-320 AEIO-320, 0-360 10-360,


LI~-360, AIO-460, HO-360, HIO-360, AEIO-160, TIO-
360,

TIME OF COMPLIANCE: During engine overhaul,

NOTE

SOME CRP~NKCL1SES MAY


BE FOUND THAT ARE
TAPPED TO USE 1/4 IN
HARDWARE, IN SUCH STUD. P/N LW-13794 OR (LW-13793. 4 CYLI
CASE, IT WILL BE STUD. P/N 31C-B OR 175156, 4 CYL I
NECESSARY r0 REDRILLSOME ENGINES ONLY. SEE PARTS
SECnLPERATbD
AND TAP THE HOLES
FOR 5/16 IN STUDS
AND CAPSCREWS

P/N

.IUN86i~DTS H6PLCTT\
SMEAR
~J
STD-1410 NUT
1??i S/ ´•~1
Ij\ ii

js‘i j

ca~r
i´•8; rn7~i
T
r
. .I.e

IDLER GEAR SHAFT,


i

ik
-;rSI
i P/N LW-13795 OR
P/N LW-10575 OR
DATA
(LW-13796, 4 CYL REPLACES
(75158, 4 CYL I SEE PARTS
571)2167
DRII.LED HEAD CAPSCREW
REPLACES CAPSCREW, HEX
~IEAD, STD-1838

Idler Gear Shalt


and par~s Tor Lockwiring
Figure i. Removal Replacement

holes, Removes 3,
NOTE: Revision "A" adds note on 1/4 inch tapped page

18275 These numbers for Avco Lycoming reference only,


18274,
Page 1 ul 2
Member of GAMA

6 Manufacturers Association
Service Instruction No. 1310A

The lockplates customarily used to secure NOTE


the crankshaft idler gear shafts have been
replaced with lockwire in current production Some engines do
not have a stud
of the above engines. Essentially, this ch- located inidler shaft mounting
the
afige requires replacement of the stud that is pad as described in step 1. If the
located in the left crankcase of some en- crankcase does not have a stud at

Sines. Also, replacement of the idler gear this location do not install one
shafts and attaching screws are required. omit step 1.
It is recommended that C~is
change be made on
all applicable engines because of the limited 2. Replace the LW-10575 idler gear shafts
supply of Lockplates that is presently avail- with LW-13795 shafts on six cylinder en-
able. Parts replacement requirements are sh- gFnes (use LW-13796 shafts instead of 75158
own in figurel. In detail the procedure is shafts on four cylinder models). The new
as follows: shafts differ from the old in that they
have small holes drilled in the edge of the
1. Check the idler shaft location in the mounting flange for Lacing the lockwire.
rear of the left crankcase if a stud is Because’ of the case hardness of the idler
foundin the upper hole o~
the mounting gear shafts it is impractical to attempt to
pad,
determine if it is drilled near the utilize the old shafts by drilling holes in
outer end for lacing lockwire. If the stud the flange.
is drilled the crankcase has already been
3´• As s embl e the new idler gear shafts on
prepared for securing tl´•ie idler shafts with
lockwlre. If the stud is not drilled, the rear of the crankcase with STDT2167
remove it and, an six cyl inder ~engine s capscrews. If a stud is located in the
install LW-13794 stud in its idler shaft mounting pad in the left crank-
four
a

cylinder engines use a


LW-l~lace;
Un

793 stud case, use a STD-2169 slotted nut to attach


instead of 75156. Some crankcases may be the shaft. Capscrews are tightened to 200
found that are tapped to use 1/4 inch inch Ibs. torque, and the slotted nuts to
hardware. In such instances it will be 150 inch Ibs. torque.
necessary to redrill and tap the hole for
5/16 inch studs and capscrews. The driven 4. Secure the idler gear shaft fastenings
height of the stud is 0.49/0.53 inch. If a with STD-1823 lorkwire (or equivalent) as
standard sFze stud does not fit securely, shown in figure 2.
use an oversize one.

CP~PSCREW, STUD a NUT


(LEFT CRIPNKCASE,SOME CAPSCREWS
WOINES ONLY)

Figure 2. Method of LockwFring Crankshaft Idler Gear Shaft

PARTS DATA:

Parts required for this modification are:

2 ~W-13796 Idler Gear Shaft (replaces 75158 on 4 cylinder engines)


2 ’LW-1~795 Idler Gear Shaft (replaces lkJ-10575 on 6 and 8 cylinder engines)
1 I,W-1?794 Dril~ed Stud (replaces 31C-8 Iri left crankcase some engines only)
6 c~!inder engines
i Dril;ed Stud (replaces 75156 irr left crankcase some engines only)
4 cyli.nder engines
AK Llv~-´•^’794-P3 Drilled Stud (coarse threai .00.i in. oversize)
AR 5793-P3 DrilLctl ctud (coarse thread
AR :j,-.1794-P7 Drill´•id 51_~r’ (cgarse thread ,O; ’r, oversize)
AK -:i 17 L)7-P7 I)rillfc! (coarsf thrcac’ :II _I´•!. oversize)
AK L;J-l i7 94-P12 Dri.lL~´•i (coarse threaci oversize)
AK IW-11793-P12 Dri:lccljt_l~l (coarse thread oversize
/1 STD-2167 Capsc-´•c~e /replac~s STD-1BiY, ´•:!ld. on engines with LW-13794
s!-´•´•´•" (-~:´•r?laces STD-39~h on ~-:gnes with LW-13793 stud)
!iTU--’;I~II, in engiues I1´•ith L1J-13794 or
I Slnl~::c´•c: \:;C
(re~lecl´•s
xtud
AK Lacic~y-’l; i:?.,32 in. !lia. corrohio; resistant)

Page 2 of 2
LVCOMI~G DIVISIOI\I
WILLIAMSPORT, PENNSYLVANIA 17701

L,
1976 Srrvirr Illsll´•urtioll No. 1J11~
DATE: Jallunrg 2,
(Sul,Frscdrs Sri´•virr Illstrurlion No. 1:111)
Engiiirt?ring Aspects ale
F1Z\ (I)EER) Al,t,rovcd

SUBJECT: Oversize Connecting Rod Bolts

MODELS AFFECTED: All Avco Lycoming aircraft engines.

TIME OF COMPLIANCE: At anytime connecting rods are assembled in the engine.

In order to increase production of connecting rods


cost increase, a new definition for ENTIRE SURFACE Or
without appreciable
0050/s BOL~T IS BLACK
dimensional identification has been established for the
OXIDE COATED
attaching bolt hole diameter; essentially, this change
provides for two diameters; Standard and .005 inch
oversize. This is accomplished with no loss to the NOTE: PART NUMBER
oper:ltor by the introduction of .005 inch oversize OF 0050~sooCT HaS
CHARPCTERS’.H5’.
SVFFIX-"HS’~
attaching bolts for replacement. ML1RKED ON THIS PART
OF BOLT HEAD
Connecting rods with .005 inch oversize holt holes
and connecting rod bolts with .005 inch oversize body
diameter are identified as shown in the accompauying 011 Or SmNDARD ROLT; 38clf~, inln

illustrations. Note that oversize connecting rod bolts DIA OF 0050/s RCII.T
are identified by the black oxide coating and the char-

acters, "Hr," on the truncated surface of the bolt head; 1. Tvl,ical Connecting Rod Bolt Shc~wills
col7necting rods with.005 inch oversize bolt holes are IddlltifiCRtiOll MnrkS oil Head
stamped with "H5" on both sides of the rod atld cap.
Basic Connecting Basic Connrcting Ilntl
Also, the part number, whicli appears on the side of
ffix "H5" to indicate the oversize bolt Rod Pal´•t Numl:,er Bolt Part Null~l,rl´•
rod, bears the su

holes. If any doubt exists as to the size of;lny bolt or 60483 74669
bolt hole, checlr the diameter with the dimensions 75060
77450
shown in the illustration. 78027
78028
WARNING 78029 78027
78030 78027
no NOT, UNDER ANY CIRCUMSTANCE, LW-10646 75060
ASSEMBLE STANDARD SIZE CONNECT- LW- 11457 75061
INC ROD BOLTS IN CONNECTING RODS LW- 11750 75061
TIJAT HAVE .005 O/S HOLES; TO W SO LW- 13422 LW- 12596
COULD CAUSE ABRUPT ENGINE FAIL- LW-13037 LW-1259:i
URE. CONNECTING RODS WITH
USED
STANDARD SIZE BOLT HOLES CANNOT
BE REWORKED TO ACC:OMMODATE X i

!ill

The
OVERSIZE BOLTS.

followinglist contains the part numbers of


con-liI 115

necting rods and corresponding attaching bolts that al´•c!


11004 WIIII rlOC Oii -1-111 iDI i’ 1~C

currently being made with.005 inch oversize bolt holes Ohl IlilTII SII)FS OF H~n ~ND r.B)’
and.005 inch oversize body diameters, respectively.
During manufacture, connecting rods with .005 over-
size bolts and connecting rods with st;~ndartlsize bolts
are not intermixed in the same engine; however, during
overhaul it is: permissible loinlermix rod assemblies
with oversize bolts and rod assetnblies with standard Figure! 2. TypicRI Counecling Roll Assen~l,ly SLiowiiig
size bolts. Location of Oversize Idrlltilicntion Mnrkin~s

NOTE: Revision "A" adds connecting. rods with 2-7/16 in. diaun, bore.

18481, 19100 These numbers for Avco Lycoming refei´•ence oiily.


Membnrof GAMA

8 Grnsral Aviation
Marlllfecll,rers Aenocia~ion
Avco Lycoming tT~:l
Williamsport Division SERVICE
Avco Lycoming/Subsidiary of Textron Inc.
652 Oliver Street
Williamsport, PA 17701
U.S.A.
INSTRUCTION
5/30/86

Service Instruction No. 1316A


DATE: April 25, 1986
(Supersedes Service Instruction No. 1316)
Engineering Aspects are

FAA Approved

SUBJECT: Repair of Oil Cooler By-Pass Valve Seat

with P/N
MODELS AFFECTED: PART I: All Avco Lycoming piston engines equipped a

75944 oil cooler bypass valve.

PART II: All Avco direct drive engines that incorporate


Lycoming
oil
either a dual magneto drive accessory housing or a PIN 69510
screen and temperature valve housing on an individual
pressure
magneto drive accessory housing.

During engine overhaul earlier if oil leakage past the valve seat is
or
TIME OF COMPLIANCE:
determined to be the cause of high oil temperature.

filter base assembly, an oil filter adapter assembly,


Applicable Avco Lycoming engines installed in an
or it is machined into the accessory housing.
Refer
aircraft that employs an external oil cooler to main-
to Figures 1, 2 and 3 of this instruction for valve and
tain oil temperature are equipped with a PIN 75944
valve assembly temp, control. The P/N 75944 seat locations on applicable engines.
valve operates in a normally open position which
1’
allows engine oil to flow directly from the oil pump There are two separate repair procedures for worn

through the oil filter to the engine lubrication or damaged by-pass valve seats. Part I of
oil cooler
this instruction describes a minor repair that in-
cavities. As the oil becomes hotter the valve moves
volves reshaping of the valve seat by cutting a small
toward the closed position forcing oil to circulate
the external cooler before it passes through chamfer on the valve seat edge. This chamfer will
through
from the seat and allow
slight irregularities
the filter into the engine. If either the valve face of remove

more surface contact between the valve seat and


the PIN 75944 valve assembly or the seat that it
acts against becomes worn or damaged to the extent
valve face. This repair is applicable to all by-pass
valve seats regardless of location. Oil cooler by-pass
can pass through without being routed
that oil to

the external oil cooler, the engine oil will become too valve seats that are an integrally machined surface
of housing assembly and that become
hot. A worn valve seat or face is evidenced by an accessory
the seating sur- damaged chamfer will
to the extent that the
uneven or eccentric wear marks on
worn or

not sufficiently correct the problem can be repaired


face of the valve.
the procedure outlined in PAR’I‘ II. This pro-
by
Depending on the basic engine configuration Ihe cedure involves reworking the valve seat area and
PIN 75944 valve is installed at different locations on installing a replacement bushing that is finished to
the accessory housing. In all applications the valve original specifications forming a new valve seat.
is This procedure is not applicable to any by-pass
seat that the PIN 75944 valve acts against
located in an oil passage between the oil pump and valve seat locntcd in an oil filler base assembly or an
seat is located either in an oil oil filter adapter assembly. To facilitate clean up of
oil filtering device. The

Page 1 of 6
Service Instruction No. 1316A’’

Seat for P/N 75944 Valve


Assembly When P/N 69510
Housing Oil Pressure Screen,
is Used

S´•--!
Integral Port and Seat
1:
in the Oil Filter Base
Assembly

R~ji i

Oil Filter Pad 3036

Figure I.

Individual Magneto Accessory Housing With Optional Oil Filter Base Assembly
or Oil Pressure Screen Housing

5 C Location of the Integral Port

v and Seat in the Oil Filter Adapter


Assembly

Location of Integral
Y

7 ds´•jB
h,
Valve Port and Seat c~.
´•´•i:ir,
in theAccessory
Housing i

r:l
3038

Oil Filter Pad


3037
Figure 2,
Figure 3.
Dual Magneto Accessory Housing With
Integral Valve Port and Seat Integral Accessory Housing 76 Series Engines

Page 2 of 6
Service Instruction No. 1316A

the aluminum chips produced during this procedure, CAUTION


the accessory housing assembly must be removed
from the engine. The oil pump must also be removed AVCO LYCOMING SPECIAL SERVICE
from the accessory housing. If the accessory hous- TOOLS PIN ST-388-1 REAMER, PIN
ing is removed from an engine prior to any schedul- ST-457 P/N ST-459 REAMER
DRILL,
ed engine tear down the sump gasket must also be AND SPOTFACER AND ST-462
replaced. Remove the sump and all related attaching REAMER ARE ALL DESIGNED TO BE
parts as required to facilitate installation of a new USED WITH PIN ST-388-2 GUIDE
gasket. Reassemble the sump and related parts us- BUSHING AND ST-388-3 STOP COL-
ing new gaskets and seals as required. Use new LAR. INSURE THE CORRECT CUT-
gaskets and seals as required, during installation of TING TOOL IS UTILIZED FOR THE
the accessory housing assembly also. OPERATION BEING ACCOMPLISHED.

PART I 1. Apply a small amount of all-purpose grease


on the fluted end of PIN ST-388-1 reamer. Insert the
Refacing of the Oil Cooler By-Pass Valve Seat PIN ST-388-1 Reamer thru the ST-388-2 guide
bushing and install it in the oil cooler bypass valve
NOTE housing. Engage the threads of the guide bushing
with the threads of the valve housing and tighten
Figure 4 of this instruction shows the P/N the guide bushing firmly. See Figure 4.
ST-388 reaming tool assembled in an oil
filter base assembly. This installation is 2. Insure the chamfered end of the reamer is in
typical for all locations of the oil cooler by- contact with the valve seat in the housing.
pass valve.
3. Place a .010 inch thickness gage on top of the
bushing. Install the PIN ST-388-3 stop collar on the
reamer and move it down against the thickness
f-
gauge. Lock the stop collar in place by tightening
ST-388 Reamer for
the 10-32 x 3/8 inch set screw on the side of the col-
Cutting Oil Cooler
By-Pass Valve Seat lar. Remove the thickness gage.
Stop Collar
(Hold Against
Thickness Gage CAUTION
.010" Thickness Gage
Secure With
(Install Between
Set Screw)
Bushing and Stop
Collarl IF THE CHAMFER IS CUT TO A
DEPTH EXCEEDING THE .010 INCH
LIMIT, THE EXTENDED VALVE FACE

1
Beamer Bushing
WILL NOT MAKE POSITIVE CONTACT
(Tighten Securelyl
WITH THE SEAT.

4. Place a tee-handle on the reamer and turn the


Oil Filter Adapter reamer until the stop collar is in contact with the
(Used Between Filter
Cutting Edge outer surface of the bushing.
and Accessory
of Reamer in
Housing on Some
Contact With
Installations.
Valve Seat 5. Remove the ST-388 tool from the housing and
seHousing
for Oil Cooler divorPyB clean all grease and metal chips from the rewol´•ked
Pass Valve. See Testl
area. Where the operation has been accomplished
1918
through the oil pressure screen housing, remove the
3039
housing, screen and gasket. Clean the seat area and
parts. Reassemble with a new gasket.
Figure 4.

Oil Filter Base Assembly Showing 6. Reassemble any parts that have been remov-
Reamcr Cutting Edge in Position ed in accordance with the applicable overhaul

Page 3 of 6
Service Instruction No. 1316A

manual. Refer to the oil filter manufacturers recom- ing. Refer to figure 6 for a typical example of an

mended torque when installing a new oil filter. The assembled bushing, stop collar and cutting tool.
oil cooler by-pass valve PIN 75944 is torqued to 300
inch Ibs. Clamp the accessory housing assembly in a
3.
suitable holding fixture. Install the assembled cut-
PART II ting tool in the valve housing. Insure the guide
bushing is turned tight against the outer gasket sur-
Oil Cooler By-Pass Valve Seat Replacement face.

NOTE 4. Using a tee-handle and an adequate amount


of cutting lubricant turn the tool in until the stop
As stated before; this procedure is ap- collar contacts the top surface of the guide bushing.
plicable to oil cooler bypass valve seats that Remove and disassemble the tool. Clean all chips
are an integrally machined surface of an ac- and shavings from the recess.

cessory housing assembly only. The pro-


cedure is not applicable to oil cooler valve 5. Install P/N ST-462 reamer into PIN ST-388-2
seats that are located in an adapter
oil filter guide bushing. Install PIN ST-388-3 stop collar on
assembly or an oil filter base assembly. the reamer. Set the stop collar to allow the reamer to
cut 3.520/3.530 inch from the gasket surface, refer
1. Fabricate a repair bushing from A.M.S. 4118 to figure 6 and figure 7. Ream the recess using the
aluminum, refer to Figure 5 for bushing dimensions, procedures outlined in step 4. Disassemble the stop
collar reamer and guide. Remove all chips and shav-
ings from the valve housing.
.50 ID
.28

Chamfer 450 x .04 r .752


.753
OD
CAUTION

IN THE FOLLOWING STEP, DO NOT


EXERT MORE FORCE OR HAMMER
THE DRIFT MORE THAN IS RE-

3040 QUIRED TO SEAT THE REPAIR


BUSHING IN THE RECESS. TO DO SO
WILL EXPAND THE ID OF THE
Figure 5. Repair Bushing Dimensions RECESS AND LOOSEN THE BUSHING.

CAUTION 6. Coat the tip of PIN ST-458 drift with a small


amount of all purpose grease. This will hold the
AVCO LYCOMING SPECIAL TOOLS repair bushing in place on the drift. Insert the drift
PIN ST-388-1 REAMER, PIN ST-457 through the P/N ST-388-2 guide bushing. Set the
DRILL, P/N ST-459 REAMER AND repair bushing into the grease on the tip of the drift
SPOT FACER AND ST-462 REAMER with the chamfered edge facing away from the drift.
ARE ALL DESIGNED FOR USE WITH Install the guide bushing in the valve housing and
P/N ST-388-2 GUIDE BUSHING AND press or drive the repair bushing into the recess.
ST-388-3 STOP COLLAR. INSURE THE Remove the drift and guide bushing from the valve
CORRECT CUTTING TOOL IS UTILIZ- housing.
ED FOR THE OPERATION BEING AC-
COMPLISHED. 7. Insert the combination reamer and spotfacer
PIN ST-459 through the PIN ST-388-2 guide
2. Insert the P/N ST-457 drill through the PIN bushing. Install PIN ST-388-3 stop collar and set it
ST-388-2 guide bushing. Install the P/N ST-388-3 to allow the spotfacing edge of the tool to cut to a
stop collar on the drill, shank and set the stop collar depth of 3.277/3.283 inch, refer to figure 8. This tool
to allow the drill to cut to a depth of 3.51013.520 in- arrangement will ream the bushing ID to the
ches from the outer gasket surface of the valve hous- original dimension and cut the valve seal edge to the

Page 4 of 6
Service Instruction No. 1316A

Inner Face of
The Specified Cutting---~ the Guide Bushing
Depth is Set Between
Tighten Alien set Screw
These Two Surfaces
to Maintain the Cutting
of the Assembled Tool
Depth of the Tool

i_l

Cutting Edge
This Surface Must
of Tool
be Turned Tight
Against Outer Gasket
Surface of the Valve
Housing During the
Cutting Procedure

3041

Figure 6

Typical View of Assembled Bushing,


Stop Collar and Cutting Tool

.750 Machined
.751 i Y1 Gasket Surface

3.520
3.530
3042

Figure 7. Dimensions of Recess for Repair Bushing in Valve Housing

Page 5 of 6
Service Instruction No. 1316A

and disassemble the cutting tool, stop collar and


proper depth. Install the guide bushing in the valve
housing; insure the bushing head is turned tight bushing.
against the gasket surface. Using a tee handle and and shavings from the
8. Clean all chips ac-
an adequate amount of cutting lubricant, turn
the
the collar contacts the cessory housing.
cutting tool in until stop
guide bushing head. Do not force the cutting tool in-
NOTE
to the repair bushing. Apply a light and even

tool. Rotate the If it is deemed necessary at a later date, the


pressure while turning the cutting
tool four or five extra revolutions to insure the procedure outlined in Part I of this instruc-
repair bushing is finished flat and smooth. Remove tion may be applied to the repair bushing.

.555
ID
.44 Minimum Depth --tLtzl 1 .564

3.277
3.283
3043

Figure 8. Finished Dimensions of Repair Bushing and Valve Housing

SPECIAL TOOLS:

QTY. TOOL NO. CONSISTS OF

1 ST-388 ST-388-1 Reamer, ST-388-2 Guide Bushing, ST-388-3 Stop


Collar. (To cut chamfer on valve seatedge.)

1 ST-457 Drill (Ist step in cutting recess)

1 ST-462 Reamer (Final step in cutting recess)

1 ST-458 Drift (Install repair bushing)

1 ST-459 Reamer and Spotface (Finish repair bushing to original


dimensions)

NOTE: Revision "A" changes text; adds additional repair procedure and adds special tools.

Page 6 of 6
Avco Lycoming E i ~rC
Williamsport Division
SERVltr
Avco LycomingiSubs;diary of Textron Inc
SiZ C re~

Williamsport. PA
USA
jl´•ecl
INSTRUCTIQN
5130/86

September 17, 1987

Supplement No. 1

Service Instruction No. 1316A

The repair bushing described on page 4 of 6 of Service Instruction No. 1316A is now

available through authorized Avco Lycoming Textron Distributors as PIN 01K19728

Bushirrg-Repair oil cooler bypass valve seat.

22679 This number for Avco Lycoming Textron reference only.


~AVCO LYCOMING WILLIAMSPORT DIVISION
AV C O COH POF~ATI( IN
VVI LLIAN1S PO RT, P E N N SY LVA N I A 17 /01

-(L)
DATE: October 24, 1980 Service Instruction No. 13241\
(Supersedes Service Instruction 1324) No.
Engineering Aspects are
FAA (DER) Approved

SUBJECT: Crankshaft Oil Seals

MODELS AFFECTED: All direct drive series engines.

TIME OF COMPLIANCE: At anytime the front crankshaft oil seal is replaced.

The two crankcase front bearing oil seals


used in LycomFng direct drive engines
Avco
are the split seal and the solid ring rt´•retch
seal. The split seal is open to permit OVERSIZE SEAL OVERSIZE SEli
around the crankshaft. The solid IDENTIFICATION- I DENT IFIC PIT ICri --C~-
assembly BY PART NO BY PART NO
I.

seal is made from a highly elastic material 78443 P50 LW-11997-PSO


that allows the seal to be stretched over the MOLDED ON i
MOLDED ON
crankshaft flange during assembly. FRONT FACE FRONT FACE
OF SEAL OF SEAL

To minimize oil leaks that occur in the


area of the front crankshaft oil seal and

preventcase the seal from rotating in the crenk-


bore, a thorough cleaning of the crank-
II
THIS OVERSIZE SEAL
case bore and use of the correct sealant Is THIS OVERSIZE SEAL
’S AVAILABLE ONLY IS AVAILABLE ONLY
necessary. The crankcase must be cleaned of FOR ENGINES WITH
FOR ENGINES WITH
all traces of the old sealant and dil before LARGE; BORE SMALL BORE

a new seal is installed. To accomplish the cRANKcnsE. SEE CRANKCASE. SEE


TEYT
cleaning, use one of the following solvents;
methyl ethyl ketone, acetone, Napasco SC-200,
M-17 or M-114.

Figure 2. Identification of Oversize


Crankshaft Seal

To repair the crankcase in which the oil

CRllhxCdSE5
seal bore is complete disas-
worn oversize,
BORE CRPINICISLS L~RGE BORE
sMaLL
sembly of engine is necessary.A .050 inch
oversize split seal (P/N 78443-P50) and .050
inch overrire solid seal (P/N LW-15628-P50)
´•C have been provided engines with large for
bore crankcases. New inch oversize sp~lit
.050
t
r seal (LW-11997-P50) and .050 inch oversize
solid seal (LW-13792-P50) has been introduced

1-:w~
i I c

for engines with small bore crankcases. Both


i
i i,
1 solid and split seals are available in stan-

~sis i

flf dard as well as oversize.

To accommodate the oversize seal, it is


lit
1 necessary to increase the crankcase nose seal
bore on both large and small bore crankcases.
i o,
The diameter on-large bore crankcases should
be increased to 31482/3.486 inch, and on
small bore crankcases to 3.357/3.362 inch.
This can be any suitable
accomplished on

boring machine; follow the dimensions shown


in figure 1 being careful to keep the con-
centricity of the 3.482/3.486 inch bore on
large bore crankcases and the 3.357/3.362
inch bore on small bore crankcases within
005 T.I.R. with the front bearing bore of
Figure i. Crankcase Bore Dimension for
each.
Oversize Crankshaft Seal

MsmberofGAMA Page 1 of 3
Gansrsl kia(kn
Maufsctvas
Service Instruction No. 1324A

The .050 inch oversize nose seals are 3. Inspect the propeller flange, cranks-
identified by the part numbers 78443-P50 or heft sealing surface and the crankcase seal
LW-11997-P50 molded on the face of the seals bore recess for wy scratches or nicks that
shown in figure 2. Except for the revised damage or causethe seal to leak; if found
cloth or a small
as
outside diameter of the sears, they are remove with fine emery
identical in other aspects to the standard abrasive stone.

seals, P/N 78443 and P/N LW-11997.


4. Remove the spring from the inside of a

new se~l and ~mhbok spring.


ROTATE HANDLE

5. a thin film of LubrLko M-6 grease


Apply
(Master Lubricants Co., Philadelphia Pa.)
on the sealing surface of the seal; ~round
the crankshaft at the sealing surface; and
on the outer edge of the crankshaft flange.

,ST-383 TOOL
NOTE
aPPOx 9/3z"o~n
sRmss
PIN7 If the crankshaft is not reFnstalled
it in vise
in
other
an
suitabengineie secure a

support to prevent it
or

from moving during assembly of the


INSTALL stretch seal.
SOLID TYPE
OIL SEALS WITH
REAR OF SEAL
TOwaRos EDGE ~LrR cRANKSHAFT 6. Place seal over edge of crankshaft
OF CRANKSHP~FT
PROPELLER FLP~NGE
PROPELLER
propeller flange with rear (open portion)
’FLANGE of seal towards the flange. See figure 3.

7. Slip brass pin approximately 9/32


Figure 3. Crankshaft Propeller Flange Showing inch diameter x 3 inch long through crank-
Installation of Stretch Seal
shaft propeller flange bushing to retain
both sides of stretch seal. (See figure 3).
The installation of the split nose seals
76940 75443 78443-P50, LW-11997 or LW- 8. Install tool ST-383 under seal and over
P/N
11997-P50 js as f~llows: edge of crankshaft propeller flange as

1. Assemble the split seal on the czllnk-


shaft with the flat side toward the crank-
shaft propeller flange.
2. Apply coat of adhesive (Goodyear
Pliobond No. 20 or Dow CornFng Silastic No.
to the outside diameter and
the split
140)
of the seal. Care should be exercised to
surface of the
keep any adhesive from the
cranksllaft

3. Assemble the seal with the split at


1:00 o’clock on the standard rotation eng-
ines and at 11:00 o’clock on reverse rota-
tion engines. (Viewed when facing the pro- IF AVAILABLE
Press the
peller end of the crankshaft). the cran- PART NO 67394
seal firmly against the seat in OR 68293. PINION
kcase bore. -CAGE OIL RETAINING
.’~B HOUSING,MAY BE
for the solid ring nose USED AS A GUARD
The installation
seals P/N LW-13792, LW-13792-P50, I~J-15628
and LW-15628-P50 is as follows:

1. Remove propeller and starter ring gear


support from the crankshaft propeller fla- i
nge.

2. Remove the front crankshaft oil seal


from the crankcase and clean the recess
with a cloth and one of the following Figure 4. Crankshaft Propeller Flange Showing
solvents; methyl ethyl ketone, acetone, Installation of Stretch Seal Using a Guard
M-114. Over the Front of the Flange
Napasco SC-200, M-17 or

page 2 of 3
Service Instruction No. 1324A

should be continuous circle


shown in the figures, and ~Fth even pres- The sprFng a

the crankshaft with no kinks or


force the seal over the around
sure on the handle
Check to be tuF sts.
crankshaft propeller flange.
certain no damage occurred to the seal
into position in the
10. Work the spri
while it was being installed over the
rtioT~ provided in the rear
flange.
NOTE
11. film from the crankshaft
Wipe grease
and from
cage oil retaining housing flange; outer surface of the seal
A pinion Apply a
P/N 67394 or 68293 may be used as a the crankcase seal bore recess.

the front of the crank- coat of adhesive (Goodyear Pliobond No. 20


guard over
interference SLlastic No. 140) to the
shaft flange to minimize or Dow Coming
the hub seal. Care
from the flange bushings and outside diameter of the nose

while the seal is being inst- should be exercised to avoid any adhesive
pilot sho~m
alled. The use of the guard is contacting the crankshaft.
in figure 4. in crankcase bore.
12. Insert the seal
all around the nose seal
the crank- Apply pressure
9. place the seal spring around until it is seated firmly in the bore.
shaft, the two ends together and hook.
join

PARTS DATA:
solid
LW-13792 Crankshaft Oil Seal (molded lip on outside surface type
three grooves for glue retention)
crankcases solid
U~-13792-P50 Crankshaft Oil Seal (.050 o/s O.D. for small bore
type three grooves for glue retention)

Crankshaft Oil Seal (molded lip on outside surface split type)


LW-11997

Seal (.050 o/s O.D. for small bore crankcases


Uil-11997-P50 Crankshaft Oil
split typ’e)
Crankshaft Oil Seal (molded lip on outside surface split type)
78443

Crankshaft Oil Seal (.050 o/s O.D. for large bore crankcases spilt
78443-P50
type)
solid type
UW-15628 Crankshaft Oil Seal (no molded lip on outside surface
three grooves for glue retention)
bore crankcases solid
UW-15628-P50 Crankshaft Oil Seal (.050 o/s O.D. for large
type three grooves for glue retention)

Crankshaft Oil Seal (no moldea lip on outside surface split type)
76940

ST-383 Oil Seal Installation Tool

(may be used to aid in installing seal)


67394 or 68293 Oil Retaining Housing

NOTE: Revision "A" adds new seals and revises text.

20787 These numbers for Avco Lycoming reference only.


17326, 18196-C, 18203-A, 20732,

Page 3 of 3
LYCOMII\IG DIVISIO~
WILLIAMSP0ISIT, F>ENNSYLVANIA 177Q1

-iL)
February 27, 1976 Service Instruction No. 1327
DATE:
Engineering Aspects are
FAA (DEER) Ay[,lo~´•rd

SUBJECT: Bendix Magneto Bulletin No. 580 (Breaker Securing Screws)

MODELS AFFECTED: All Avco Lycoming engines employing Bendix magnetos.

TIME OF COMPLIANCE: As required by the subject bulletin.

to
The Bendix Electrical Components Division Bulletin No. 580, reprinted herewith in its entirety, pertains
replacement and tightening of the captive lockwasher screws that are used to attach various parts in the bl´•cakcl
of this bulletin.
housing of the magneto. All maintenance personnel are urged to comply with the rerluirements

Ekctriccll
~u
Compo~m
Dhridon SERVICE BULLETIN NO. 580
Sidnev.N.Y.13838
Printed February (975
Page o(lPage

AIRCRAFT

SUBJECT: Breakage of Captive Lockwashar~.

REASON FOR BULLETIN: To recommend inrpection of Captive Lockwarher whenever a screw

10-359367~1wrsnsdorremoved.

EQUIPMENT AFFECTED: All s-lo, s-zoo, s´•600. s´•l 200 end 0-2900 Series Magnetos.

Maintenance (Sparel Parts Affected: CAUTION

16359367 Screw with lockwasher. Se sure all piecer of a broken washer are

removed from the inside of the magnelo.


Ccmpliance:
Any time the loosened or removed. Per Article:
rcrewr are Parts Required
Not applicable.
Application of parts:
520 Serier breaker contact securing screws and capacitor Special Tools Required:
securingrcrew. None.

5-200. 5-600, D´•ZOW Series breaker contact securing

meM.
Man Houis Required:
Negligible.
5-1200 breaker contact securing screws and coil lead

damp securing screw.


Weight Change:
Not spplicahle.
Detailed tnstructianr:
The captive lockwalher on some Icrewr 10-359367 is
breaking or cracking after the rcrew i, tightened. Thir O:
breakage is due to hydrogen embrittlement of a certain
the lockwasher
group of parts. For all practical purporer
will perform normally until the screw ir loosened or

removed.

Whenever a 16359367 screw is loosened or removed for

any reason. carefully inspect lockwarher for breakage or

cracki ng las evidenced by lorr of normal off set I.

If the lockwalher is intact, the rcrew may be retightsned


to 2025 Ib.-in. of torqut’.

NOTE
All rcrewr with lockwarherr must be replaced SCREW 10-35(336-7
at overhaul. (Torc(ur to 20-25 Il,.-il,.)
Member of GAMA
If th~ IOCkWBlhel ii mi.ring, hra~an or craclad. replaes
General Aviation with captive Typical 5-20 Series Magnslo
’hB screw With a new 1035936-7 screw
Association
F-inllre
lockwarher and lighten

IAS
to

r\lAL
~7F(7Fl\iFcPY aBP
~7AVCO LYCOMING DIVISION
WILLIAMSPORT, PENNSYLVANIA 77707

Service Instruction No. 1332


DATE: January 10, 1976
Engineering Aspects are

FAA (DEER) Approved

SUBJECT: Bendlx MaRneto Bulletin No, 573 (Green Distributor nlock)

MODELS AFFECTED: Avco Lycomlng aircraIt engines equipped with 1200 series magnetos.

TIME OF COMPLIANCE: At owner’s discretion,

to Installation of a new premium


The aublect Bendix Magneto Bulletin No. 513, reprinted herewith pertains
red distributor block replacement more often than usual should consider
distributor block. operators who have requl
this block to improve service life. The preassembled kits with gear, and the block assenlblies shown In
using
Table 1 are available through all Avco Lycoming dtstr~butors.

~idq(
Uscterctl
COmaaOneepta SERVICE BVLLETIN NO. 573
Dhriibn EnginHering Alpcte
Bldn´•y. N. Y. 15838 areFAA Appro*r(

Printd Octohsr. 19)5

Pq´•lot?PaPa

AIRCRAFT

SUBJECT: NswS´•1MOMsguto DillributM BlocL.

REASON: To nffar to uurl of Bendil S´•1100 Mwnuta a new "p´•mlum" diltri~utor


bloc~ *hlrh can he flelJ Inltall´•d at an ~ppuv´•d FAAIPM* pnt

~ub)ilul´•on.

EOUIPMENT AF FECTED: r Ail S 1 2to Seriet 8´•ndl* M´•pn´•tol.

The "prsmium"pmn bloc~L: will be ´•rlil´•bl´• in p´•num


Maintenance (Sp´•n P´•m) Aftnnd:
Diltributor BlocL AarmMin. M´•d Lit form. o~ a an imli*idual pH(.

The new bloct incarpor´•fal the ~’lhort now" eonli9~r´•tion


Compliance:
for uu only with the inwlated par at d~nib´•d in ma
Alullr, option.
Ehangsl out(ind in Bandir service Bulletin 566. The pr

Dec~il´•d Innruetionr: ~it mn,i,llar Ih~ peen "pr´•mium" di,tributor

Thit bulletin end ollrr~ to u*l\ ol the S-~100 bloc~. I new di~tribulor pear. clrhon bruh Ilrmbly, nylon

optional diltributor Moc~ molded of and 11´•´•I w´•h´•r~. 1eltr end r´•t~lninp rlnp iiiurtrated in
SITill Mlpnsto( In

di.lectric mll´•ri.l. materi´•l, preen ~xplod´•d ri´•~ (orm in (ipure 1


a new ’.premium"
in Color, relult( in I dilttiblll(tl bloc~ Ixoviding
bloElcl in Applieable plrt numban lor 4. 6 and 8 eylindo plmum-
tially grs~(lr Isrvic´• lit. over Ihl nova

rhat fhi, it bled ~i(l and m´• 1~ 6 ´•nd 8 cylinder bloc~t are li~ld in
VH. Field taltinp experience indic.tsr

true for tho~ ilnition ´•pplie.lione where lne )ircr~l( it Table I

ooeratad 11 ´•Ititudcr of 29.000 fat or more

in´• TABLE I
Thil lield experience hat ~IH, indic´•led that the unw

crs´•ud wnic~ lite can be elrrpected in vibrator tOrfing aP


CYL. KIT P/N BLOCK Prm
plicstiom where the ignition ~yltem i~ lubiccl´•d to a preat
4 10-391424 10391331
Ir number of "Shomr of S~MrLI´•´• It.rtinO CVCIe( WCh a)

uud G 10391426 10-391319


´•~lo4unt.r´•d with either fixed or rot.ry.ring.ircrlh
inrlruc(ionll purpo~n, B 10391426 10391361
for apriculture( or

’Ollfn´•
OllrlUK*
llOCI
IYM(I Ot*l
HL1 etAm eapotATmo
HU raw Bnr~rlc) uaara(pa
IIWU~OIIWO w*wa c*ar*e

P
i"
Beurn

\Ih*w I~
n
wAu(tB

Page 1 of 2
Mnnkr of OAMA

General kislion
Ihk~(rlur´• A´•uKLtion
A~CE\VED BY
Service Instruction No. 1332

Electrical
SERVICE BULLETIN NO, 573
Components
Division Engineering Aspects
areFAA Approved
Sidney, N. Y. 13838

Printed October, 1975

Page 2 of 2 Pages

The preassembled kit configuration can be easily inter- Magnetos carrying the following part numbers have the new
blocks installed as an original part and should be re-identi-
changed with the similar "black" block/gear assembly,
fled by removing the original part number suffix and then
insulated or non´•insulated, without removing the magneto
the plate the part number as
from the engine if accessibility permits. Magneto distributor restamping name to new

follows:
Bear timing is accomplished the same as currently specified
10´•349290-12 re-identified -20
in applicable publication covering Bendix S-1200
the as

10-349310-12 re-identified as -40


Magneto Overhaul operations.

CAUTION An entry should be made reflecting part number changes

The new "premium" green distri- in the log book.


butor block can be used as an

individual part only if the insulated Should a replacement and/or a spare magneto be required,
is also incorpo- the new "0" part number should be used.
gear configuration
rated as in Service Bulletin 566.
Parts Required per article:
10-391424 Kit, 4 cylinder
Black distributor blocks removed from the magneto may
other applications if inspected according to 10-391426 Kit, 6 cylinder
be reused on
10-391428 Kit, 8 cylinder
current overhaul publications and then reworked in com-
pliance with Service Bulletin 566.
Special Tools Required:
Pert Identification Required: None

When a green distributor block, or a kit with the green

block, has been installed in S´•1200 Magneto, the mag-


an
Man Hours Required:
nato name plate must be restamped by adding the letter "D" At overhaul Negligible
On Aircraft 1 hour
immediately after the magneto part number suffix. (exam-
pie: P/N 10´•349290-1 becomes new P/N 10-349290-10.)

Page 2 of 2
~DLycomlng SERVICE
Williamsport Plant
Textron LycominglSubsidiary
652 Oliver Street
Williamsport, PA 17701 U.S.A.
of Textron Inc.
INSTRUCTION
DATE: July 21, 1989 Service Instruction No. 1334A
(Supersedes Service Instruction No,‘1334)
Engineering Aspects are
FAA Approved

SUBJECT: Crankcase Tappet Bore Repair

MODELS AFFECTED: All Textron Lycoming reciprocating aircraft engines.

TIME OF COMPLIANCE: As required, when tappet bores are worn beyond normal service Limits.
(Refer to the applicable Table of Limits for dimensions.)

Crankcase tappet bores that are worn beyond nor- are used when reworking a tappet bore, it is necessary
mai service limits can be repaired by reaming the bore to separate the engine models that are applicable to
oversize and installing bushings that are ~lish reamed this publication into four groups with the appropriate
to manufacturing specifications, dimensions and procedures to be followed listed with
To insure that the correct procedures and dimensions each group.

GROUP 1-- 0-235, O-290-D Series (Solid’Igppet Bodies)

1. Fabricate therequired number of bushings from screw in the location shown in Figure 1. Install
the specified material and to -the dimensions and tighten the set screw to .060 inch below the
shown in Figure 1. surface and stake in place.

2. Drill and ream the tappet bores in the crankcase 4. Finish ream or bore the bushing I.D. to
.8120/.8125 inch I.D. to a depth of 3.53 inch from .6250/.6260 inch. Machine a 450 chamfer to a
the crankcase parting nange. Wall thickness after depth of .060 inch. As shown in Figure 1, the
reaming must be .110 inch. finished bore must De square with the center Line
thru the camshaft bearing bore within 005’
3. Install the bushing. Drill and tap a hole for a set (.0042 inch in 3 inches).

Manufacturen, Associatbn
Page 1 of 10
Service Instruction No. 1334A

DRILL NO. 38 (.1085)-DEPTH .44


TAP NO. 6-32 NC-8-DEPTH .34
BREAK EDGE .01~ Y STAKE
P.D. .1177;1196

1060 TAP IN THICK SECTION OF WALL


.42

.8125

.110 MIN.
WALL THICKNESS L 3.53 FINISH REAM
.6250 .06 NO. 6-32 NC-3
.6260 CHAMFER

BREAK EDGES .03

.610´•~
.615
vin.
BOTH ENDS
~.25

i-- ---i
t------------1
.8135
.8140
I
DIA.
MATERIAL SPEC. AMS 4118,
TUBINGaMS-4088 OR
ALLEN HEAD SET SCREW
MATERIAL-STEEL
r;

BAR-AMS-4120

Figure i. Tappet Bore Repair; 0-235 and 0-290-D Models With Solid Tappets

GROUP 2 All Direct Drive, Geared, Geared Supercharged, and Vertical Models Except
Tho~se Included in Group 1, Group 3, and Group 4

i. Fabricate the required number of bushings from 7) and using a No. 30 (.1285 inch dia.) drill, locate
the specified material and to the dimensions the jig with
the oil transfer hole. Determine the
shown in Figure 2. correct thicl~ness of shim stock or spacer washers
required to hold the drilljig at the proper
depth.
2. Determine the angle of the oil transfer hole to the Scribe location mark the
a on edge of the tappet
tappet bore in relation to the tappet bore center boss adjacent to the scribe mark on the jig.
line.
4. Drill and ream the tappet bore to .9050/.9055 inch
NOTE
I.D. and to the required depth.
Due to the different locations of the
main oil galleys in the various c~ank- 5. Check the wall thickness of the tappet boss. As
case assemblies of this group, the oil shown by the "A" section of Figure 2, a .1l0 inch
transfer hole to the tappet bore is drill- wall thickness is required on earlier style
ed at two different angles in respect to crankcases to maintain sufficient material for the
the center line of the tappet bore; 160 set screw. This type crankcase can be easily iden-
f 1’ or 250 f i’. Determine this angle titied by the fact that the tappet bosses project
before installing the new bushing so out from the inside wall of the crankcase around
that the oil transfer hole will be drill- their entire circumference. See ’’A’’ (Figure 2).
ed through the bushing at the proper Later design crankcases shown in the "B" sec-
angle, tion of Figure 2 only require .090 inch wall
thickness in the area shown as they possess suf-
3. Before reaming the tappet bore oversize, tem- ficient material in the area where the set screw
porarily install the correct drilljig, (refer to Figure is installed.

page 2 of 10
Service Instruction No. 1334A

6. Install the bushing. Drill and tap a hole for


new ing a No. 30 (.1285 dia.) drill bit.
the set screw in the
appropriate location. (Refer
to Figure 2.) Install and tighten the set screw to 8´• Finish ream or bore the
bushing to .7187/.7~7 inch
.060 inch below the surface and stake in place. I.D. Machine chamfer of 450 to a depth of .050
a

inch on the I.D. of the bushing as shown in Figure


2 and break the sharp edge of the oil transfer hole
7. Reinstall the drill jig in the bore with the scribed with burring tool. The finished bore must be
a
marks located as described iTl step 3. Secure the
square with the center Line thru the camshaft
jig in.pkce with a 3/8-16 bolt and spacing washers, bearing bore within rt 0"5’ (.0042 inch in 3
(Refer to Figure 7.) Drill through the bushing us- inches).

DRILL NO. 36 (.1065)-DEmH .44


"A" TAP NO. 6-32 NC-IDEPTH .34
EARLIER STYLE CASTINGS P.D. 1177-1196
IDENTIFIED BY PROTRUDING .TAP IN THICK SECTION OF WALL
TAPPET BOSS
2.19 ------r

BREAK EDGE .OI

\~PBlr
/m .9050 DIA. SEE TEXT
-e
.9055 REAM
t i

45".

.7187 f
.110 MIN. FINISH REAM
WALL THICKNESS
.7197
j1,.050
CHAMFER
DRILL NO. 30 (.12861
Ic- 2.19
"B" REMOVE SHARP EDGE
LATER STYLE CASTINGS t~l OFHOLEWITHBURRING I ~L DRILL NO. 36 1.1065)-DEPTH .44
BREAK EDGE .01 TOOL. I I TAP NO. 8-32 NC-8-DEPTH .34
30´• P.D~1177;1198
STAKE

.9050 DIA. SEE TEXT


.9055 REAM

450
.09 MIN. WALL----,_ FINISH .7187

I_ _,,,
-1"" .7197

6-32 NC-3
CHAMFER
REMOVE SHARP EDGE
2.25
.703
.706
DIA. P BREAK EDGES .03
OF HOLE WITH BURRING
TOOL.
.9065
DIA.
.9070
ALLEN HEAD SET SCREW
MATERIAI -STEEL
N
01
MATERIAL SPEC. AMS 4118. 01
TUBING-AMS-4088 OR 01

BAR-AMS-4120

Figure 2. Tappet Bore Repair; Ad Direct Drive, Geared, Geared Supercharged


and Vertical Models Except Those Included in Group 1, Group 3 and Group 4

Fage 3 of 10
Service Instruction No. 1334A

GROUP 3 TIG, TIGO-541 Series

i. Fabricate the required number of bushings from 4. Install the new bushings. Drill and tap a hole for
the specified material and to the dimensions the set screw in the location shown in
Figure 3.
shown in Figure 3. Install and tighten the set screw to a depth of .060
inch below the surface and stake in place.
2. Temporarily install the correct drilljig (refer to
Figure 7) and using a No. 30 (.1285 inch dia.) drill 5 Reinstall the drill jig in the tappet bore with the
bit, locate it with the oil transfer hole. Determine scribed marks located as described in step 2.
the correct thickness of shim stock or spacer Secure the jig in place with a 3/8-16 bolt and spac-
washers required to hold the drill jig at the pro- ing washers. (Refer to Figure 7.) Drill through the
per depth. Scribe a location mark on the edge of bushing using a No. 30 (.1285 inch) drill.
the tappet boss adjacent to the scribe mark on
the jig. 6. Finish ream or bore the bushing to 1.0005/1.0015

inch I.D. and break the sharp edge of the oil


3. Drill and ream the hydraulic lifter bores in the transfer hole with a buning tool. The finished bore
crankcase to 1.1860/1.1865 inch I.D. Insure that must be square with the center line thru the cam-
the wall thickness of the tappet boss is at least shaft bearing bores within ~t 005’ (.0042 inch in
.090 inch after reaming. 3 inches).

DRILL NO. 38 (.1085)-DEPTH .44


TAP NO. 6-32 FIC-3 DEPTH .34
BREAK EDGE .01~ R~ r-------~_ p.D. .1177-.1168-\

4
1.1860 DIA.
1.1865 REAM
i
FINISH REAM
1.0005
.09 MIN.
1.0015
WALL THICKNESS

BREAK EDGES .03 1


2.22
BOTH ENDS
´•I´•´•r~’´•’" 8-32 NC~3

--------j
1.1880
hfi6
ALLEN HEAD SET SCREW
MATERIAL SPEC. AMS-4118,
MATERIAL-STEEL
TUBING-AMS-4088 OR
BAR-AMS-4120

Figure 3. Tappet Bore Repair; TIG-541 and TIGO-541 Series Engines

GROUP 4 76T Series Engines (includes O-320-H Series, Serial Number Suffix -76T;
0-360-E Serieq Serial Number Suffix 77T; LO-360-E Series, Serial Number Suffix -72T;
TO-860-E Serieq Serial Number Suffix -73T; LTO-360-E Series, Serial Number Suffix -74T).

i. Fabricate the required number of bushings from 2. Temporarily install the correct drill jig (refer to
the specified material and to the dimensions Figure 7) and using a .19 inch dia. drill bit, locate
shown in Figure 4. it with the oil transfer hole. Determine the cor-

Page 4 of 10
Service Instruction No. 1334A

rect thickness of shim stock or spacer washers scribe marks located described in step 2. as

required to hold the drilljig at the proper


depth. Secure the jig in
place with a 3/8-16 bolt and spac-
Scribe a location mark on edge of the tappet
the ing washers. (Refer to Figure 7) Drill through the
boss adjacent to the scribe mark on the jig. bushing using a .19 inch drill bit.

3. Drill and ream the lifter bore in the crankcase to 7´• Using the original vent hole in the crankcase as
a guide (refer to Figure 5) and a .19 inch dia. drill
1.0900/1.0905 inch dia. and to the required depth.
Insure that the wall thickness of the tappet boss bit, reopen the vent hole into the tappet bore.
is at least .110 inch after reaming. (Refer to Figure
8. Finish ream or bore the bushing to .9545/.9555
4.)
inch I.D. and break the sharp edge of the oil
transfer hole and vent hole with a burring tool.
4. Install a new bushing using the appropriate The finished bore must be within .005 inch of true
bushing driver.
position and square with the center line thru the
camshaft bearing bores within 005’ (.0042 inch
5. Drill and ream a hole for the P/N STD-394 pin. in 3 inches).
Press in the pin and peen the edge of the hole
as shown in Figure 4. 9. Install the reaming fixture detailed in Figure 12,
as shown in Figure 6 and ream the oil groove in
6. Reinstall the drill jig in the tappet bore with the the top of the tappet bore.~

,,r\
.015

.Ilo MINIMUM DRILL .019 THRV


BUSHING. REMOVE
SHARP EDGE OF
HOLE WITH BURRING
´•J8 TOOL

i- 1
NO. 46 1.081)

L IHDNIS ERP.URHT98068 0.
THAV. REAM

f-- STD-394 AS SHDWN.


PEEN EDGE OF HOLE
~3"
PERMISSIBLE AFTER

__L_ rlNISH MACHINING


l.D. OF BUSHING
VIEW "A"
ENLARGED
BREAK EDGE
.03 BOTH ENDS

MATERIAL SPEC. AMS 4118.


TUBING- AMS-4088.
BAR- AMS´•4120

Figure 4. Tappet Bore Repair; 76T Series Engines

Page 5 of 10
Service Instruction No. 1334A

i USING .19 INCH DIA. DRILL;


DRILL THRU BUSHING TO
OPEN VENT HOLE. BREAK
SHARP EDGE OF HOLE WITH
BURRING TOOL.

Figure 5. Example of Vent Hole 76T Series Engines

REAM GROOVE TO THIS DEPTH

FIXTURE

2.12

STOP
REAMER COLLAR

Figure 6. Installation of Oil Groove Reaming Fixture

Fage 6 of 10
Service Instruction No. 1334A

3/8-16 BOLT

TAPERED WASHER

DRILL JIG I

SPACER SHIMS
OR WASHERS

Figure 7 Typical Installation of an Oil Transfer Hole Drill Jig

TOOLS RE&PJIRED:

The following illustrations detail the suggested tooling for performing this repair procedure. The figure title
of each illustration assigns the tools to a specific engine group. These tools can be made from SAE-1018 steel
or an equivalent material.

5-3/8

W i--´•i´•~´•´•´•l´•´•
BUSHING DRIVER

Figure 8. Tooling for Tappet Bore Repair; Group 1 Engines

Rage 7 of 10
Service Instruction No. 1334A

.LINE
SCRIBE LINE

~n30 DR. THRU (.1285)


1 DIA.
430 DRILL THRU (.1285)
26",

DIA. ´•3~
I I 5-3/8
13d
-1
2C
,,!e 1-3/4

~-118
1- 4

CONST.

.700
61-8/3.LH
TAP

d .700
DIA.
CONST. HL.

3/8-16 TAP
DIA.

DRILL JIGS

700

BUSHING DRIVER

Figure 9. Tooling for Tappet Bore Repair; Group 2 Engines


SCRIBE LINE

#30 DRILL THRU (.1

300 -C(
5-318

li
;t
1.04

D.
f 2-114

i! I II\
1
cu
m
C -I
.981

DIA.
I~ .981_L~
DIA.
~CONST. HL.

3/8-16 TAP

BUSHING DRIVER
DRILL JIG

Figure 10. Tooling for Tappet Bore Repair; Group 3 Engines

Rage 8 of 10
Service Instruction No. 1334A

scRleE LINE

t~’‘""1 ~I
.06 x
45"-\;

19 DR. THRU

5-318
,zi\1-11425".

t
2.b0
ei;
--r- _t

;lrll it T~P4.
U’CUT
\-CON5T HoLE

936
i
~0.001

L i
.935
~0.001

BUSHING DRI~ER

Figure 11. Tooling for Tappet Bore Repair; Group 4 Engines. (See Figure 12 Also)

Page 9 of 10
Service Instruction No. 1334A

ii
.50
REAM HOLE FOR .250 REAMER
PRIOR TO ASSEMBLY ~c-1.50----c(
I
UNDERCUT2.50
f;Is~
1-1/4 DIA.
1.00 DIA.

3.00 11 I1 2.50

CENTER BOTH ENDS


.06
TAPER
x

PLUG
45"

I
1 INCH DIA.
PRESS FIT WITH

J,4 .03 x 45 TAPER

PRESS FIT WITH ASSEMBLED


PLUG AND PLATE
PLUG

BUSHING
I i-i
r it
t I i

~t,,,? PLATE

cu
lr .00
I
.9540+
0003
1 3645

FINISH GRIND TO THIS


L
DIAMETER AFTER ALL I I DRILL AND REAM .410 DIA.
PARTS ARE ASSEMBLED THRU ASSEMBLED PLATE
AND PLUG. PRESS FIT WITH
BUSHING.

ASSEMBLED FIXTURE

Figure 12. Fixture for Reaming the Oil Groove in the Top of the Tappet Bore; Group 4 Engines

NOTE: Revision "A" changes text, adds Group 4, adds Tooling for Group 4.

Page 10 of 10
LV G"w 8~a li~l f rv I~ c, i V I S I O Iv
\A/I L.I._IAnLISPrC3R~T, PENNSYLVANIA 1770’1

iLj
DATE: April 2, 1976 Service Instruction No. 1336
Engineering Aspects art´•
I’AA (DEEK) Apl,rovc´•d

~UHJECT: Tapper Body identification

MOI)EI,S ~I;’FEC’TE:I): All Avco Lycoming engines IIXCEPT 0-235, TO-360, HIO-3hO, TVO-435, CO,
GSO, IGSO-480;IVO, VO, TVO, TIVO, IGO, ICSO-540; TIG-541 and TIGO-541.

rlhlli 01; (:OMP[,IANC1;:: IXlrLng inspection of part number 72877 tapper bodicts. Also, at any
time new 72877 tapper bodies are selected for install.ation.

IlntiL Marc~-l, 1976 the cast iron tapper body number anti tlaTe code, intlicating the month
72~77 !las been iclentirietl hy two rFl,s, LOCa-- and year or manufacturr arc´• etched ori the
in the oil aronncl the tapp’t tappet body.
i,ody. Also, this tapper hadquality control
a

i. ~ntbol etched the cylindrical Maintenance I,ersonncl shoultl limit the usc´•

~uvface as shown in the figure, of 72877 tal,Pct bodi~´•s to those that are

identified by either of 1-li(´• following two


1 :,8’7 7 t app or bod i es ~nanu lac t ur ctl aT ter Mar- Inc´•thocls:
i´•li i, subj cc the same manii-
t

are to

~iiicl
duality coiitrol sl,cle i f Le at lolls i. 72877 ta[,I,ct boclFc~ LI~;:tt havc´• ~wo ril,:;
its appl.ica~,l.c´•,inclucling x-ray ex- in the oil anrlulus and sylilbol "X-MY"
nlninatic,, n; however, they are identif~ied dif- etched on the body.
?crcntly: Only a single rib, the one nearest
Che open end of the tapper body remains to
i ticnt i f-v the tappet body as being 72877. 2. 72877 tappet bodic´•s that havc~ olle rih in
~lso, the symbol. "X-KAY" is no longer etched the oil, annul.us and a c)aLe synll~oll c!tchtd on

on i-he surlace of the body, ilowever, the part the body.

NEWER TAPPET BODIES


i HAVE SINGLE RIB
LOCATED HERE.

~---NEW TAPPETS WITH SINGLE


RIB AND TWO DIGET
NEWER TAPPET BODIES
DATE SYMBOL ARE
DO NOP HAVE RIB AT
ACCEPTABLE FOR USE.
THIS LOCATION
THESE TAPPETS HAVE
BEEN X-RAYED ALTHOUGH
OLDER TAPPETS WITH THE TERM THE TERM IIX-RAY" IS NO
"X-RAY" AND TWO RIBS LOCATED LONGER USED.
IN CIRCULAR GROOVE ARE
ACCEPTABLE FOR USE.

No. 72877 Tapper Body rdentification MarkLngs

9014 This nlunber for Avco Lycoming Reference only.

ORIGINAL As
RECE~IVED BY ATP
Meml,c~ ~I( ~AMA
/b~h
~AVeO LYCOMING DIVISION
WILLIAMSPORf, PENNSYLVANIA 17701

L
DATE: May 21, 1976 Service Instruction No. 1340
Engineering Aspects are
FAA (DEER) Approved

SUBJECT: Piston Pin Identification

MODELS AFFECTED: All Avco LycomLng aircraft engines except the following: 0-235, 0-290,
0-320-A, -E; IO-320-A, -E; 00-435-02; V0-435, TVO-435.

TIME OF COMPLIANCE: At anytime heavy-wall piston pins are selected for use.

Heavy-wallpiston pins LW-14077 and LW-14078 supersedepFston pins 69650, tW-13444, LW-12383
and LW-13446. The superseded pins are no longer used in the assembly of new and remanufactured
engines, nor should theFruse be continued inengines rebuilt at overhaul facilities.

To distinguish the new pins, a small, circular indentation has been placed on the end of the
pin as shown in the figure.
Before assembly in an engine, all piston pins must be inspected to determine if this small
dot is on the end of the pin. Use care when looking for this mark because on some pins the mark
is even smaller than the one shown in the figure. Do not use any new or reuse any used heavp-
wall pins that do not have this identifying mark.

PARTS DATA:

LW-14077 piston pin use to replace LW-12383 and 2kJ-13446 piston pins (to be used with
piloted piston pin pl~gs)
LW-14078 piston pin; use to replace 69650 and LkJ-13444 piston pins

DOT USED TO IDENTIFY


LW-14077 AND LW-14078 PISTON PINS

Heavy Wall. Piston Pin Showing Location of Identification Mark on End of Pin

18h08, ~.8608-A, 18608-n These numbers For Avco Lycoming reference only.
Member of GAMA

General I\viation
Manufacturerr. Associatiorl
LYCONIINr~ DIVISION
WILLIAMSPC>RT, PENNSYLVANIA 17701

Service Instruction No. 1342


DATE: August 6, 1976
Engineering Aspects are
FAA (DEER) Approved

SUBJEC~: Increased Exhaust Valve Guide Clearance

IO-720-B.
MODELS AFFECTED: IO-540-B, -E, -M; IGO-540-A, -B; ICSO-540-A, -B;
NOTE

that have specified exhaust valve


There are many other engine models a

4995/.5005 inch. See Reference 527


inside diameter of in Table
guide
of Limits, Avco Lycoming publication SSP-2070 for valve guide Fnforma-
tion on any engine not covered by this Service Instruction.

TIME OF COMPLIANCE: At any time valve guides are replaced.

To provide
more uniform manufacturing procedures as well as to preclude problems that are
diameter of
associated with close valve and guide tolerances ~n some Installations, the inside
the exhaust valve guide has been increased from.4985/.4995 inch diam. to .4995/.5005 inch

diam. on the engine n~odels listed above.

cylinders listed in the following


Anytime the exhaust valve guides are replaced in any of
the
ST-143 and
chart, they should be reamed to the new larger diameter, .4995/.5005 inch; reamer,
a

provided for this purpose.


a plug gage ST-115 are

Cylinder Assemblies
Engine Models
UJ-12989, 2W-12991, LW-12990, LW-12992
IO-540-B (W D)".
UJ-12989, lW-12992, LW-12990, U~-12991
IO-540-E (WD)*
IO-540-M (WD)* LW-12997
IO-540-B LW-13532, LW-13536
Lk~-13535, LW-13536, LW-13537
IO-540-E
IO-540-M LW-13538
ICO-540-A 75057, 76261
IGO-540-B 76184, 76186, 76187
ICSO-540 Se;i~s: LW-12714, LW-12716, LW-12717

IO-720-B 76190

such engines
t( The letters (WD) indicates engines having wide cylinder base flange; are

identified by the suffix (A) with the serial number of the engine.

.i
19439 This number for Avco Lycoming reference only.

Llanba o( OAMA
C~ar´•l ki*i~n
~U1YtMI
Lycoming SERVICE
Williamsport Plant
Textron LycominglSubsidiary
652 Oliver Street
Williamsport, PA 17701
of Textron Inc.

U.S.A.
INSTRUCTION

DATE: February 4, 1991 Service Instruction No. 1343A


(Supersedes Service Instruction No. 1343)
Engineering Aspects are
FAA Approved

SUBJECT: Set Screw for Propeller Governor Idler Shaft

MODELS AFFECTED: O, IO, LIO, AIO, AEIO-320 Series; O, LO, IO, LIO, AIO, AEIO, TO,
TIG-360 Series; O, IO, AEIO, TIG, LTIO-540 Series; 10-720 Wide
Cylinder Flange Engines that are equipped with a front crankcase mounted

propeller governor. Wide cylinder flange engines are identified by the sufhx
"A" in the serial number.

TIME OF COMPLIANCE: At next overhaul.

Applicable engines in service that still utilize a P/N hole to peen on top of the screw, select a screw that
MS-9048-ill spri~lg pin to secure the propeller gover- is shorter than the one that was previously removed.
nor idler shaft must be reworked to incorporate a 10-32
Refer to the accomparrying table for applicable set screw

set screw. This is accomplished by drilling and tapping part number and length.
the existing spring pin hole as shown in the illustra-
tion. To allow access for peening the set screw in place NOTE

during reassembly, the area around the hole must also smaller diameter
In the following step, a
be spotfaced, if not already accomplished, as shown
center punch may be used if required to
in the illustration.
reach the top of a shorter set screw. The
tip of a center punch utilized by Textron
Engines that are built with the set screw incorporated Lycoming personnel for this purpose is
are assembled with P/N LW-14021 idler gear shaft.
a
ground to an approximate 500/600 included
Engines that were built with the P/N MS-9048-ill angle.
spring pin incorporated P/N 77876 idler gear shaft.
a

If, after inspection, a P/N 77876 idler gear shaft is deter- Assemble the idler shaft together with the idler gear
mined to be serviceable, it may also be used and and thrust washer and secure the idler shaft with the
secured with a set screw, set screw. Insure that the set screw enters the hole

in the idler shaft before tightening the screw. Using a

Prior to reassembling an engine with damaged center punch with a 3/32 inch diameter shaft, at the

threads in the set screw hole, retap the hole with a top of the tapered point, peen the threads of the hole
10-32 UNF-SB, P.D. .1697/.1726 tap. If necessary, to directly on top of the set screw to prevent the screw

insure that there is adequate threads in the set screw from backing out.

Page 1 of 2
Service Instruction No. 1343A

DESCRIPTION PART NUMBER

Set.Screw 10-32 x .19 long AN565B1032H3

Set Screw 10-32 x .25 long AN565B1032H4

Set Screw 10-32 x .31 long AN565B1032H5

Drill .159-.165 (No. 20)


Tap No. 10-32 UNF-3B
P.D. .0697-.1726

O
O
Tip Has A 500/600
Included Angle

3/8 Spot Face Square


With Drilled Screw Hole
To Depth Shown

100

f Example Of Tool In Position


Crankcase Parting For Peening Set Screw In Place.
Surface Peen Threads Of Hole Onto
TOP Of Set Screw To Insure
Screw Will Not Back out.
.6725
SECTION A-A

Machining of Threads and Installation of Set Screw

information, changes peening


NOTE: Revision "A" changes text, adds alternate set screws, adds spotface
information.

These numbers for Textron Lycoming reference only.


19368, 23507

Page 2 of 2
LYCOMING DIVISION
WlLLIAMSPQRT, PENNSYLVANIA 17701

QowB~o
DATE: May 6, L977 Service Instruction No. 1347
Engineering Aspects are
FAA (DEER) Approved

SUBJECT: Repair of Shroud Tube Seal Surface

MODELS AFFECTED: All eng Fne s angle valve cylinders: IO-360-A, -C, -D; LIO-360-C;
with
HIO-360-A -C -E; LHIO-360-C; AIO-360; AEIO-360-A; TIG-360; GO-
-D
435; V0-435; TGO-43~; GO-480; GSO-480; IGSO-480; IO-540-A, -B, -E, -G,
-K -L, -M -P, -S, -U; HIO-5403 TIG-540-A, -D, -F, -J, -N, -R; ICO-
546; IGSO-546; VO-540; IVO-540; TIVO-540; 10-720.

TIME OF COMPLIANCE: Anytime cylinder head shroud tube seal surface requires rerLnishing
beca~ise of wear.

NO’rE

This procedure is not applicable to TO-360, LTO-360, TIG-541 and TIGO-541


series engines.

i. Install a one-inch diameter, cloth-backed 3. Proceed to clean-up the seating surface


medium grit abrasive dFsc* in the No. 6497t for the shroud tube seal.
tool as shown in the illustration, with the
grit side facing away from the fiber dFsc. 4. stock removed is between .005 to .015
If
Insert a 3/16 inch diameter rod through the inch, No. 66728 washer between the spring
one
hole in the tool to hold it while tightening and seal should be sufficient; however, if
the screw. .015 to 630
inch of material is removed, two
No. 66728 washers will be necessary to obtain
2. Insert the tool, from the outside through sufficient tension.
The shroud tube port in the cylinder head
into the rocker box. Then secure the shank o~
the tool in a hand held power drill.

T’OOL DATA:

Part No. Name

64974 Tool, rework shroud tube seal surface in cylinder head

One-inch diameter overlapping medium size grit abrasive discs can be obtained from Field
Abrasive Manufacturing Co., Inc., 1303 Stanley Ave., Dayton, Ohio 45404.

MEDIUM GRIT ABRASIVE


DISC (I" OVERLAPPING)
1/4 IN. DIA. X I IN. 1/4 IN. X .92 DIA.
T´•DRIVE SHAFT /FISER DISC

C~
u-
NO. 10-32 X
-´•-~L..
1/2 IN. LONG
FLAT HD. SCREW
GRIT SIDE OF~’
ABRASIVE DISC

No. 64974 Tool for Repair of Shroud Tube Seal Area in Cylinder Head

Member ot GAMA

O Generd Auiation
Manufactuera
~AVCO LY C O N1 I N G VVI LLIANI SPO RT DIVISION
AV C O COH PORATlr IN
VVI LLIANI S PO RT, P E N N SY LVA N I A 17 /0~

OooDao~OBoo
DATE: Service Instruction No. 1354B
September 25, 1981
(Supersedes Service Instruction No. 1354A)
Engineering Aspects are

FAA (DER) Approved

SUBJECT: Crankcase Thrust Face Repair

MODELS AFFECTED: All four and six cylinder direct drive WIDE CYLINDER FLANGE
crankcases with a 2.566 2.567 diameter front main bearing bore.
(Wide cylinder Range crankcases are identified with the suffix "A" in
the engine serial number). All four, six and eight cylinder direct drive
crankcases with 2.816 2.817 diameter front main bearing bore. All
TIG-541 series with serial numbers up to and including
engines
L-1411-59 and remanufactured engines shipped before July 12, 1977.

TIME OF COMPLIANCE: Anytime the thrust face is damaged on any applicable crankcase. At
next overhaul on TIG-541 series crankcases.

Applicable damaged thrust face


crankcases with Machining specifications for direct drive wide
areas can be repaired by reworking the thrust face cylinder Range crankcases with 2.566 2.567

diameter front bore are shown in figure 3. Direct


area to permit installation of new thrust bearing

washers. Figures 1 and 2 of this instruction contain drive crankcases with 2.816 2.817 diameter bore
are applicable to figure 4. TIG-541 series crankcases
an illustration of the new thrust bearing washer and

a plan view of the reworked crankcase thrust face are applicable to figure 5.

area. Thrust bearing washers are available as repair

items for applicable four, six and eight cylinder Recent crankcases incorporate an oil
TIG-541
of the left
direct drivecrankcases. A similar thrust bearing passage in the lower thrust face section
washer is now being installed on all new and crankcase half. This oil passage must align with the
remanufactured TIO´•541 crankcase. These thrust oil supply hole in the thrust bearing washer to in-
bearing washers can be reused at subsequent sure proper lubrication. Early TIG-541 crankcases

overhauls if the bearing surface is flat and smooth did not have this oil hole and it is not necessary to
with no galling or radial wear marks in evidence, add this hole as long as PIN LW-12267 thrust bear-
Bearing thickness must be sufficient to maintain ing washer is used.

compliance with the crankshaft and crankcase end


clearance specifications in the applicable Table of Before reworking any crankcase, remove the front
Limits. main bearing dowels, clean the crankcase parting
surfaces and front main bearing bore. Using hold
Three different size main bearing bores are incor- down plates or other acceptable methods to protect
the cylinder mounting pads assemble the crankcase
porated on applicable crankcases. In order to insure
that the correct machining specifications are used halves with standard attaching parts. Using the

measure the front main bearing bore of the tightening sequence specified in the applicable
crankcase to be reworked and compare this with overhaul manual, torque the nuts on all 1/2 inch thru

dimensions illustrated in either Figure 3, 4 or 5. bolts to 42 ft. Ibs. Install the two crankcase nose

M*nbse ol GIIMA
Ps~o 10(4
8---´•
Manutsctvar´• knocltia,
Service Instruction No. 1354B

bolts. Torque all 3/8 inch nose bolts to 25 ft. Ibs., tor- and mill the thrust bearing retainer tang areas.
que the 112 inch nose bolts on TIG-541 crankcases to After all machining operations are complete stamp
42 ft. Ibs. -8 on the front face of the right crankcase half.
Remanufactured engines in service before the
Using boring machine and necessary tooling,
a publication date of the original service instruction

proceed with the machining operation until the no. 1354 dated August 26, incorporating these
1977

specified amount of material is removed from the new bearings, are also identified with a -8 stamped

crankcase thrust face. Disassemble the crankcase on the front face of the right crankcase half.

RIGHT CRANKCASE

LEFT CRANKCASE

LW12267
THRUST BEARING
WASHER.

OIL SUPPLY PASSAGE L- OIL SUPPLY PASSAGE OIL RESERVOIR

Figure i. Crankcase Thrust Face Repair TIG-541 Series Crankcases

RIGHT CRANKCASE

LEFTCRANKCASE )I I)./ LW14414


x~

LW-14062

THRUST BEARING
WASHER

Figure 2. Crankcase Thrust Face Repair Four, Six and Eight Cylinder Direct Drive
Crankcases (except TIG-541)

Page 2 of 4
Service Instruction No. 1354B

STAMP /RIGHT CRANKCASE


-8 HERE
2 PLACES LEFT CRANKCAS ~LY
2.315 MA. MAIN JOURNAL FOUR AND SIX

4842
~L3e
GRINDER WIDE GRINDER FLANGE
CRANKCASES 1
.120 .03 825

MA
MUST BE CONCEFI-
TRIC WITHIN.OO5 TOTAL
.00
I .06
.04

~566 H I I/\ INDICATOR READING

Ar llA

SURFACE MLIST BE RAT AND


SQUARE WITH CENTERLINE
.028
THRU BEARING BORES WITHIN
CUTTER .0005 PER INCH LYAX CUTTER MA.

VIEW A- A
BORE TO THIS DIMENSION

CRANKCASE

Figure 3. Crankcase Thrust Face Repair Four and Six Cylinder Wide Cylinder Flange
Crankcases with 2.566 2.567 Front Main Bearing Bore

SIX AND EIGHT CYLINDER


AL STAMP /f(lGHT CRANKCASE STANDARD CYLINDER FLANGE 2 PLACES LEFT CRANKCASE ONLY
-8 HERE CRAN KCASES

.635

49~
FOUR, SIX AND EIGHT CYLINDER
WI(L~ CYLINDER FLP~NGE
(13 1 I .625

4.942 1’ CRANKCASES .00


.04.06 R

50

*1. R
ERS MUST BE CONCEN-
28 Ob TRIC WITHIN 005 TOTIL
2816 ~g INDICP~TOR REIDING
~9L!
~nt AI It4.o75aln
SURFACE MUST BE FLAT AND AX CUTTER DIA.
SQUARE WITH CENTERLINE
.028
THRU BEARING BORES WITHIN
n CUTTER .0005 PER INCH
VIEW A-A

BORE TO THIS DIMENSION

T CRANKCASE

Figure 4. Crankcase Thrust Face Repair Four, Six and Eight Cylinder Crankcases
with 2.816 2.817 Front Main Bearing Bore

NOTE

A coating of grease, such as Lubriko Mg or equivalent, may be used to hold the


new bearing in place during re-assembly of the crankcase halves.

Page 3 of 4
Service Instruction No, 13548

STAMP
2.19 R
--8 HERE FLAT

.130 2 PLACES RIGHT CRANKCASE ONLY


%´•U1 /.120
i 535
r
MUST BE CON- 825
A R
A CENTRIC WITHIN .005
DIA. TOTAL INDICATOR READING

.04
200
SURFACE MUST BE FLAT AND
SPUARE WITH CENTER LINE
THRU BEARING BORES WITHIN
MAX. MAX CUTTER DIB.
.0005 PER INCH

VIEW A--A

CK BORE TO THIS DIMENSION

Figure 5, Crankcase Thrust Face Repair TIG-541 Series Engines

CAUTION

Prior to reassembling the engine, install the new thrust bearing washer and check
crankshaft end clearance as.described in the appropriate overhaul manual.

PARTS DATA:

PART NO. DESCRIPTION APPLICATION

LW-14414 Thrust Bearing Washer Four and six cylinder direct


drive wide cylinder flange
crankcases with 2.566-2.567
front main bearing bore.

LW-14062 Thrust Bearing Washer Four, six and eight cylinder


direct drive crankcases with
2.816-2.817 front main bearing
bore.

LW-12267 Thrust Bearing Washer TIG-541 series crankcases

NOTE

Pa.
This service is available at the Avco Lycoming manufacturing plant Wiliiamsport,
thru any authorized Avco Lycoming distributor, or can be accomplished by any suitably
equipped machine shop.

NOTE: Revision "B" revises models affected and text.

18593, 18593-A, 18593-B, 18593-C. 19803, 19851, 20401, 20548, 21338


These numbers for Avco Lycoming
reference only.

Page 4 of 4
VV OeLi A;V; S F-)U RT, P E 1\1 N 5 L._VA ~\II A 177U1

Oo~OuooVBoril

DATE: July 22, 1977 Service Lnstr~!ctlon No. 1755


Engineering Aspects are
FAA (DEER) ~pl,ro\´•rtl

SURJEGT: Intake pipe ~xtensions and Clamps

MO))ELS AFFECTEI): Six and eight cylinder Avcn Lycoming cnginr´• models r Il,r´•tl
induction systems.
TIME OF COMPLTANCE: Anytime intake pipe extensions become loose, if induction
or systrm
was built prior to September, 1969.

Damage could occur ta intake pipe extt´•n- NOTE


s~ons that become loose due to broken clamps.
To of loose intake pipe
prevent
extensLons,
tP~ssibiliry
the following
e steps.
nifferencr
the Width. ];11n(, 1./\;
the
721HO
two
.56 jn.
is
cl.amps is

wide wheil~:, nNlpp r/TY’ 1.W-11277 is


1. Loosen holding clamps F/N 72180 or
stud .75 in.,j,,
iW-li273; remove leaking or dfur~aged intake
pipe extensions from oil sump P/N 74833,
I,W-13232, LW-10454, LW-1494h, 7 or LW- sg107
].2(j34. APPLY :’i

JOINT Ah´•te~ .1FJII SPIN

and IN PLeCE d~ 9HOWN


2. Clean iilrake pipe It
extensrohs free oil or grease. Coat
joint area with loctlte "A"* or equivalent.
See figure i.
1 t i
t
3. Pl.ace P/N ST-2HC) against the coun-
tool
teri~o´•re of the
face intake pipe bore Ii
pipe extension against tooi
´•a
insert intake
a~d spin extension in place. This will
control the .44 dimension as shown in
SFgure i. ,j
4. %nstalL current clamps, P/N LW-11273 and
secure Intake pipe extensions in place by
driving intake. pipe ext(Jnsion studs to a Figure i. Section Through Intluction
driven height as shown in 2 and 3. Showing l.ocation nimension anti Tubc´•
Spun in Place
Loctite hAli Quicle Set Adhesive is available from Loctite Corp., 705 N. E´•lountRFn Road,
Ne\uingron Conn. 06111.

’j‘j
\j;;i
e:It
Mx\’ ´•,iii
:C g
~I;?i;i PbRTING LINE

~i?
721LW-1 ~73on8o
CLAMP

Figure 2. Section ’rl~+ough Six Cylinder S~rmp Assembly Showing Clamps nrld Flcight:
To DrFv~ Intalce Ext’c´•nsLol-~ Studs

OR(GINAL
ManneldG1~ As Received By
Q ~C.eheral kla(lon
Mnnuf aclurn, F Aesocin~ion ATP
Service ~o.

i 1 gi
S, ~Or

PARTING LINE

1.13

72180
os

LHI-I 1273
CLAMP

Section Through Eight Cylinder Sump Assembly Showing Clamps and Height
I"igure’3.
to Drive Intake Extension Studs
PARTS DATA:

Qty. Part Number Nomenclature

3 for 6 cyls. Ull-11273 Clamp, Intake Pipe Extension


4 for 8 cyls. Un~-11273 Clamp, Intake Pipe Extension

catai~g for correct intake pipe extensions and proper location for
See applicable parts
installation.

INTAKE PIPE EXTENSIONS AND TOOLING DATA CHART

Part No. of Inside Die. of Outside Die. of Swaging


Intake Pipe Extensions Intake Pipe EktensLons Material Tool No,
ilnrake Pipe Extensions
(Tuned Induction)
1.512-1.537 1.620-1.625 Aluminum ST-289
72167
1.512-1.537 1.620-1.625 Aluminum ST-2R9
74168
1.512-1.537 1.620-1.625 Aluminum ST-289
72169
1.512-1..537 1.620-3..625 Aluminum ST-289
75121
1.51211.537 1.620-1.625 Aluminum ST-289
751.23
1.512-1.537 1.620-1.625 Aluminum ST-2R9
75125

AboJe i’nfsrmati~on provided for purpgseof selecting comparable extensions, along


with, proper tloolirigt

16633 These numbers for Auco Lycoming reference only.


1
;1569!,
ORIGINAL
Page 2 df 2
As Aeceived By
ATP
~IAVCC) LYCOMING WILLIAMSPORT DIVISION
AVCO CORPOR AT ION
VV I LLIAM S PO RT, PENN SYLVANIA 17701

80oeBco
115751 Hatch Service Instruction No. 1365
3, 1978
Engineering Aspects are
FAA (DER) Approved

SUBJECT: BendFx Service Bulletin No. 597

M)DELS AFFECTED: All Avco LycomFng engines equipped with the Bendix Light-
weight Aircraft Ignition Harness.

TIME OF COMPLIANCE: As required by subject bulletin reprinted herewith.

Electriod
Component´•
Division
*P~ 138)8 SERVICE BULLETIN NO. 597
L~dn, n..

Printed February 1878


PeO1 of 2 Pager

AIRCI*FT

SUBJECT: r Cleaning 8´•ndix Liphtlvsighl Ipnition Hlrnsu Spark Plup ~nQ

REASON FOR BULLETIN: To reuwnrend d´•´•ninp nethodr and to be uud

EOUIPMENT AFFECTED: All Bendil Liphtweipht Aircraft (pnition Harmael

lMeitttettence 1Spare) Pertt Affected: a Ulinp I clean lint free cloth moirtenad with

None Mslhyl´•Ethyl´•Ke~one IMEKI or unlelded palOline


wipe the inrulating aleava until free of contamlnantl

Complisnes:
Whenever apark plup terminal endr are withdrawn from CAUTION
apark plup~ V1I only MEK or unleaded pllolinel

GenMrsl Intnunionc: b. Clean the contact Iprinp in a,imilar manner

Field Reporu indicata that occaaionally the mil´•d aorinp c. Cry end cpina with a penile blarf of

contwtl. M the hlmerr apark plup end.ere Coksn. fomprlr~ed air I´•aeding 30 pip
not

d. Inrpect terminal Ilaevel for ripnr ol taarr. crackl or

Invenip~lion ha, determined tclrt braaka´•a can be uuvd deepaurlaa Untaminalion RaplKe any Ilwrcl
by chlorin.Rd aprayr or liquidl u~ed either for claaninp the eppearinp oueationable
inwlrtorr or aI a "non´•ctic~" apray on the lnauletor. a. Inrpect contact aprina for ignr of ercing. cor

Chlorinated natariall attack me yplinp material. Than rorion or lack of normal lenpth or compralcion pe~

under temperature. ewnprcrrion and vibration within tha aura. Replace any rpinpr appearinp quertionab(e
aealed ,prrk plup wall. the aprinp braakl Ind hiph volupa
ercinp aEeeleratar deterioration of the broken parta. 2. Raplacementl

5ping braakape due to me ouu and affect deacribed can Rafer to Bandit Lipht Aircraft Ipnition H´•rnn~

be NOidld by U*ng only moaeclaaninp colr´•nU and "lnlt.ll.lion and Maintenance Inr(ructionl". Public

lubricanU apecified in followinp procedure,. ation Form L´•2039 for pmdurn coverinp individual

oartt replacement.
Dnsilsd Innructionc:
In,pection and Claaninp 3. LubriutionL lnrtallation
a. Lubrication
WARNING I. To pravant alickinp of inlulatinp Iln*cl to the

Mlthyl´•Ethyl´•K´•ton~ Iplrr plup barrel. spray the ,lesra with either


Fed 8pec TT´•M´•ZBI 5ilicone Spray S´•5(1´• or Flurourbon br´•y~
e Fhmm´•bl. Keep away from h..l.,pr~c. MS´•I2?’ in area indicated. (See Fipura II
and open fIame(.

Uu only with adequate vmtllltion. ´•Silicona 5´•111. IMS Company


a Avoid polonped or rapeated breathinp of 24050 Commerce Park Road

vlporl. Cleveland. ohio 48I22


Avoid proionped or repeatad contact with or

akin. Prolonged contact may cauaa dryinp Flurwrbon Spray MS1?)

and irritation of akin. Mill´•r´•StlphlnMn Ch´•miul Co )K


a
Keep in approved ul.fy container 18 Super HollDr, 8d.. Oanbury. Conn 06810

OR1(31NAL ~s
Umbr d (UYA

CrvJ *rIetbn
AuooYioo page 1 of 2

RECEIVED BY ATP
Service Instruction No. 1365

Elect~ical
Components
Division
S*n*.N´•rVoll 13838 SERVICE BULLETIN NO. 597

printed February 1978

page 2 ol 2 Pager

lulalc*rr

(ccc*~1

Figure 1.Araa of Inwllting Sleeve to Apply Lubrication Figure 2. Area of Ferrule Shoulder to lubricate

2. Torque coupling nutr ar Ipecified in Table 1.


2. To reduce friction of coupling nut to ferrule

rhoulder, lubricate the ferrule Ihoulder ar Ihown

in figure 2 with GO´•JO´•NO LOK" or Molykota TABLE 1


Type G
Spark Plup Torque
b. Inrtallarion I
1. Innall the harnmr lpark plug andr in thair 5/8´•24 ga-QS

1 3/0´•20 110-120
proper Ipark plug barrelr.

CAUTION parts Required per Article:


Avoid contamination of terminal rleevo during Not Applicable
inrtallalion to Ipark plug wellr.

Special Tools Required:


Not Applicable

Man Hours Required:


"GO´•JO´•NO LOK.
Not Applicable
Gojer. Inc.. Atron. Ohio 44309

Molykote Type G.
Weight Change:
Nor Applicable
The Alpha Molykote Corp. Stamford. Conn. 06904

Page 2 of 2
ORIGI´•I\IAL
~ECEIVED BY aTP
~AVCO LYCOMING WILLIAMSPORT DIVISION
AVCO CORPORATION
WILLIAMSPORT. PENNSYLVANIA 17701

Service instruction No. 1367


DATE: June 16, 1978
Engineering Aspects are
FAA (DER) Approved

BendLx Service Bulletin No. 588


SUBJECT:
with the Bendix mtal Magneto (I)-
MODELS AFFE~TED: All Lycoming engines equipped
Avco
2000/D-2200 Series)
bulletin reprinted heret~ith.
TIME OF COMPLIANCE: As required by subject

Electrical

Printed May 1978


Page 1 of 1 Page

AIRCR*FT

0-2000/0-2200 Serier Magnetos.


SUBJECT: I stress relief lines in distributor blocks of

permirrible rtrerr liner in distributor blocks of


REASON FOR BULLETIN: To ertablirh limits for
02000/0-2200 magnetos.

02000/D´•2200 series Magnetos with black distributor blocks.


EQUIPMENT AFFECTED:

Maintenance (Spare) Parts Affected:


None.

Compliance:
At magneto overhaul.

General Information:
There have been a limited number of field reports partain-
distributor blocks in
ing to "crackr" in the inner web of
02000/02200 magnetos. There "crackr" are actually
stress relief liner caused by stress at
the joining point of
has
material flow during molding. No ignition difficulty
resulted from mere strerr liner and this bulletin
is prerented
a preventative maintenance information only.

Detailed Instructions:
side
1. During magneto overhaul inspect the electrode
of the distributor block.

2. If mere i, more than one stress line extending from


Figure 1
be
the bearing bore the distributor block mould
Permissible stress Line in
replaced. if the stress line extends beyond the per
the D´•2000/D2200 Distributor Block
mirrible length shown in Figure 1 or penetrates
be
vertical area of me piiot skirt the block should
replaced.
Man Hours Required:
None.
Parts Required:
As determined by inspection.
Weight Change:
None.
Special Tools Required:
None.
Member dOAMA

General kWon
Mnufrtura k´•oc~Pn
ORIGINAL As

RECEII(ED BY ATP
~AVCO LYCOMING WILLIAMSPORT DIVISION
AVCO COR PORATIO N
VVILLIAMSPORT, PENNSYLVANIA 77701

DATE: January 12, 1979 Service Instruction No. 1375


Engineering Aspects are
FAA (DER) Approved

SUBJECT: Bendix Scintilla Service Bulletin No. 603

MODELS AFFEC~ED: All Avco Lycoming aircraft engines employing Bendfx ScLntilla
Dura-blue ignition harness assemblies.

TIME OF COMPLIANCE: As required by subject bulletin.

~au EocMaal
Canpomb
DlvWm
Ch kZ´•l UY SERVICE BULLETIN NO. 603

printed Novernber 1978


Plge 1 ollP´•pn

AIRCRAFI

SU&IECT: Ignition noire in eirsreft communicltione squipment.

REASON FOR BULLETIN: To dercribe I oorrible uure for ignition noire end provide inrtructlonr (a

corrsctivs mestura rsllted to 8sndix Durl´•Blue hernerrer whish nuy


ellsviets ignition noire.

EQUIPMENT AFFECTED: Airete(t ipnition ryrt´•ml utililinp tbs 8andix Dur´•-Blue Ipnition H´•rm,

AwmMin.

MainteMn~ (Sparo) Plrtr Aff´•ct~d:


Naw

Compli´•na:
Ar requind

C~nerel Intonn~tion:
Field rsporte iodicete met Ipnltion noire in crmmuniudora
equlpmmt 711 be seursd by insuHieient la~tinp 0( as a

mon of the Upcrad fsrrula which providee grwndinp


peth betwssn me ipition seble rhieldinp end the rneOnsto
wvlr or edsptsr plete. Inruffisient shield proundinp a the
rperk plup a rperl( plup elbowe mly elro be uw~aibu(ory
to Ipnition induced mmmuniucion qulprrmt nobs.

should ipniti~n noire be enoountered. It I, rrommsnd´•d


thet ALL ms rhisldinp IlrNla be raelted rt´•ording to me
Dluild Innnr;tione met follow.

Detailed Inctructiom:
Raect fsrrulsr in ms cover a edepter pllte a tollowr:

1. Rnnovs eyelet (P/N 10183012) end dirserd.

2. Qrstully pull promm´•r (P/N 10-320771) from wire


end ave for reuu.

3. Seet ferrule (P/N 10820009) urinp the 61ndix II´•


10386 Ferrule Seetinp Tool a tdlowc:

ORIGINAL As It ir not neCene)y to


Note
rernove the hernerr fTM
Fipure I.&ltinp Fsrruler in cover or Adapter Pllte
urinl the 1110386 Ferrule Ssslinp Tool.

the sngine when urinp tbs ((´•(0386 tool.

RECEIVED BY ATP
around hernerr leed.
I. Innlll tool on hlmat isld a lllurtreted In ~ipura
Rsmovlbla ~eetion of tool hwld be pleeed b. Thrs´•d ccrsw into nmovlble pert until tool ultl

over urmirution,of leed ion ms inride of rnepneto Iplinrt sever or edlpter plets lurteee. Ferrute will

sever or edepter pllel. nu open end of tool now be fully rested.


MAanba cl QIUIU

Csnanl kaon
MruMvrl AeeooIotion
Page 1 of 4
Service InstructLon No. 1375

Electricd
Componwnto
Dividon

SERVICE BULLET1N NO. 603

printed November 1878


PIOC2d4PIOCI

Non tleeve (P/N 10320456) and captivated tpring


Regardlett of ms method or tooling Md. attembly (PM 109422521 from mt cable.
ferrule mutt be teated fluth to .03t inch c. Uring the 1110386 Ferrule Seating Tool in a
below me adjacent turface of dw covr or rimilar psvianly dcrcribd, melt the
manner
adapter plan. tapered ferrule (P/N 10620000).
d. Reinrtall the captivated tpring and rilieon inw-
4. Reinrtall grommet (P~ 10320777) and new syelet
kting tleeve over cable.
(PIN 10´•163012) crimping the eyelet to the conductor. Thread me
a. rpark plug contct tpring on the
conductor termination.
5. Repeat the
procedure until each ferrule me f.
on Repeat the procedure until all frrruln have been
magneto end hat been reteated. rereated.

Rereat ferruler on the Ipark plug end at followr: 3. For ttraight hlmnKI. 5/824 tcrmirutiom:
Remove the coiled contact tprinp (PM 10323261
1. For elbow type harnertet: the rparlr plup end of the harneu lead.
Fully tighten all the coupling nun between ma b. Carefully the rilicon
remove imulating Ilaeve
harner, and harness elbowr at the rpark plug endr. (P~ 10´•320473) from me cable inwlation.
c. Uling the 5/8-24 end of the locally fabricatd ~t-
2. For ttraight harnetrer. 3N´•20 termin~tionr:
tembly Tool tree figure 2). thread tool into
a. Remove the coiled contact rpring (P/N 1032326)
plug tecuring nut. While holding fabricated tool
It me tpark plug end of the harnert leed. Itationary, tighten tecuring nut until ferrule it
b. Carefully remove me white tilicone intulating fully teated.

.C250-24NLT-ZA

62) 1 .62)

;~dbl
43

Lbo’alo

5
.360

.a60 11 ~.000

.030
~.000 ~P
NE~-

Figure 2. Dimenriont for Fabricating Alrembly Tool


(For Seating Ferrulel on Spark Plup End of 5/8´•24 3/4´•20 Straight T~r-´•ination,)

Page 2 of 4
Service Instruction No. 1375

(sn uw SERVICE BULLETIN NO. 803

Printed NovMbrr (878


Page 3 of 4 Plg~

.375-16UNC-2A
o
REMOVABLE SECTION

.625 DIAr 1 3.750


APPROX

L/
.375 DIA

.251

D~*.875 II

--I
I I
L
4.500

250014
2.125
BALL, CHROME STEEL
.250 D1A

.027

.209 DIA

jLli .310

.437
DIAU DIA3.000
.125 R
_f
n
r~-t
t DOWEL
I I I .5PO
I.ooo

U.500 PIN
2.750
_I
.187
DIA~Ur
BOTTOM VIEW

Figure 3. Dimenlion for Flbricltinp 1(-10386 Ferrule Seating Tool

Page 3 of 4
Service Instruction No. 1375

@-d~

UU tLRVICE BULCETIN NO.(K)3

printed NovHnt*r 1075


P´•Ollal~PIOI

Wo~ Plm llocolnd:


Do nor excetd 85 inch pound of torOw on the Eyrlsa n r´•quired (P/N 101030121
Ip´•tk plu~ tscurinp not.
Spscilll Tooll lloquirotl:
inwl,tor end ooilcd c~nUct I. Bsndix 11-10386 Ferruk Lltinp Tool or loullv
d. Reinrt~ll
hkiut~d equivllent I(ee fipun 3).
~pring.

2. Louny febilceted Arrcmbly Tool, lur 2).


11011
If further inrrructionr for ~lrambly or pertl ere

rdquired, refer to Inrtallation end Mlintcrunu Min Houn Requirrd:


Apptoximllt\y 1 houn to rMlt dl tsrrulei ton both ende
Inrtruclionr L2039 or Air~tatt Mntcr Ssnia

Mlnual. of the la´•dr).

possible of ignition noise


BendFx ScintLlla Service BulletFn No. 603, pertaining to the cause

aircraft comnunications equipment, is reprinted herewith in its entirety.


in

Page 4 of 4
~nA\lr,C) LY~7 O I iu G ~a/l ~I s p0 RT DIVI SION
AV r. O IN
VV I L LI A N1 S F3 O R T, i~ (~3 NIA 17 /01

OooU~ooOBoo
?L,
DATE: May 1, 1981 Service Instruction No. 1377
Engineering Aspects are
FAA (DER) Approved

SUBJECT: Crankcase Main Bearing Bore Repair and Oversize Main Bearings.

MODELS AFFECTED: All current production Lycoming aircraft engines.

TIME OF COMPLIANCE: As required at overhaul.

Clankcases with main bearing bores that have worn The following instructions apply to all models with the
beyond the dimensions specified in the applicable Table of basic difference being in the finished bore diameters. This
Limits can be repaired and returned to service by install- information is obtained from Table I, Table II is provided
ing oversize main bearings. Basically this procedure in- as a guide for manufacturing an alignment bar and Table

volves machining the crankcase main bearing bores to ac- III is provided as a guide to assist in bearing dowel
cept.0l5 inch oversize main bearings. replacement.

NOTE I

Any text or column in this instruction referring to rear bearings or rear bearing saddles is
also applicable to all intermediate bearings and bearing saddles.

PROCEDURE

i. Remove all main bearing dowels. The latest revision all 1/2-20 nuts to 42 ft. Ibs., all 3/8-24 nuts to 25 ft. Ibs.,
of Service Instruction No. 1225 explains the correct and all 7116-20 nuts (0-235 series only) to 35 ft. Ibs.
procedure for removing and installing bearing dowels.
Other dowel information is contained within this in- 3. Gage all main bearing bore diameters and match the
struction. figures obtained with those in Table I listed under the
column "Standard Main Bearing Bore Size". This will
2. Using hold down plates or other acceptable methods determine the correct engine Model Category to be
to protect the cylinder mounting pads, assemble the utilized in obtaining the correct oversize bore dimen-
crankcase halves with standard attaching parts. Torque sions and bearing part numbers.

NOTE II

As an aid in matching bearings with proper dowels, the dowel type has been Listed under the
bearing part numbers in Table I. The original dowel installation will determine whether the
new dowel is to be a collared or collarless dowel.

Membw ot GAMA

6 General Pviation
Manufectvas Paaoeiation
Page 1 of 6
Service Instruction No. 1377

TABLEI

CRANKCASE MAIN BEARING BORE SIZES AND OVERSIZE BEARING PART NUMBERS

Standard .015 Oversize .015 Oversize


Main Bearing Main Bearing Main Bearing Buantity
Engine Model I Bore Size I Bore Size I Part Number I Per
Category Front Rear Front Rear Front Rear Engine
4 Cylinder Direct Drive 2.566 2.566 2.581 2.581 LW´•14451-P15 LW-14451-P15 8
(small straight bore) 2.567 2.567 2.582 2.582 stepped dowel stepped dowel
4 Cylinder Direct Drive 2.566 2.566 2.581 2.581 LW-12940-P15 LW-14451-P15 2 Front
(small straight bore) 2.567 2.567 2.582 2.582 stepped dowel stepped dowel 4 Rear

4 Cylinder Direct Drive 2.566 2.566 2.581 2.581 LW-14105´•P15 LW-14105-P15 8


(small straight bore 2.567 2.567 2.582 2.582 no dowel no dowel

0-320-1-1 without prop.


gov. provision)
4 Cylinder Direct Drive 2.566 2.566 2.581 2.581 LW-12940-P15 LW-14105-P15 2 Front
(small straight bore 2.567 2.567 2.582 .582 stepped dowel no dowel 4 Rear
0-320-11 with prop.
gov. provision)
4 Cylinder Direct Drive 2.566 2.566 2.581 2.581 LW-18017´•P15 LW-15328-P15 2 Front
(small straight bore 2.567 2.567 2.582 2.582 stepped dowel no dowel 4 Rear
0ILO-360-E with prop.
gov. provision)
4 Cylinder Direct Drive 2.566 2.6865 2.581 2.7015 LW-12940-P15 LW´•12939-P15 2 Front
(small stepped bore) 2.567 2.6875 2.582 2.7025 stepped dowel straight dowel 4 Rear

4 Cylinder Direct Drive 2.816 2.816 2.831 2.831 LW-12941-P15 LW-13683-P15 2 Front
(large straight bore) 2.817 2.817 2.832 2.832 stepped dowel no dowel 4 Rear

6 Cylinder Direct Drive 2.566 2.566 2.581 2.581 LW-12940-P15 LW-15278-P15 2 Front
(small straight bore) 2.567 2.567 2.582 2.582 stepped dowel no dowel 6 Rear

6 Cylinder Direct Drive 2.566 2.6865 2.581 2.7015 LW´•12940-P15 LW-12939-P15 2 Front
(small stepped bore) 2.567 2.6875 2.582 2.7025 stepped dowel straight dowel 6 Rear

6 Cylinder Direct Drive 2.816 2.816 2.831 2.831 LW-12941-P15 LW-14830-P15 2 Front
(large straight bore) 2.817 2.817 2.832 2.832 stepped dowel no dowel 6 Rear

6 Cylinder Direct Drive 2.816 2.9365 1 2.831 2.9515 LW-12941-P15 LW-12938-P15 2 Front
(large stepped bore) 2.817 2.9375 2.832 2.9525 stepped dowel straight dowel 6 Rear

6 Cylinder Geared 2.566 2.566 2.581 2.581 LW-14451-P15 LW-14451-P15 8


Vertical Drive 2.567 2.567 2.582 2.582 stepped dowel stepped dowel
(small straight bore)

6 Cylinder Geared 2.6865 2.6865 2.7015 2.7015 LW-12939-P15 LW´•12939-P15 8


Vertical Drive 2.6875 2.6875 2.7025 2.7025 straight dowel straight dowel
(large straight bore)
6 Cylinder TIG-541 2.9365 2.9365 2.9515 2.9515 LW-13982-P15 LW-12938-P15 2 Front
(large bore) 2.9375 2.9375 2.9525 2.9525 stepped dowel straight dowel 6 Rear

6 Cylinder TIGO-541 2.9365 2.9365 2.9515 2.9515 LW-13983-P15 LW-12938-P15 2 Front


(large bore) 2.9375 2.9375 2.9525 2.9525 stepped dowel straight dowel 8 Rear

2.816 2.816 2.831 2.831 LW-12941-P15 LW-14830-P15 2 Front


8 Cylinder Direct Drive
(large straight bore) 2.817 2.817 2.832 2.832 stepped dowel nodowel 8 Rear

2.9365 2.831 2.9515 LW-12941-P15 LW-12938-P 15 2 Front


8 Cylinder Direct Drive 2.816
(large stepped bore) 2.817 2.9375 2.832 2.9525 stepped dowel straight dowel 8 Rear

For crankshafts with undersizedl main bearing journals, all bearings listed in Table I are also
available in undersized M3, M6 and M10 sizes.

Page 2 of 6
Service instruction No. 1377

4. Using equipment capable of maintaining specified dicatQr reading. The main Bearing bore and accessory
tolerances, line bore the crankcase main bearing saddles driveshafl bearing bore on ’r1O-541 and T1GO-541
to the applicable dimensions listed in Table I. During erankcases must be concentric within .003 inch total in-
the machining operation the bearing bore must be held dicator reading. Geared and vertical drive crankcase
square with the crankshaft thrust faces within.0005 per bearing bores must be concentric with the gear housing
inch. The bearing bore diameter must be held within pilot reading.
diameter within .002 inch total indicator
.001 inch, and the out of round must not exceed .0005 After the completed break the sharp
boring operation is
inch. On engines that employ a crankshaft oil seal in the edges .005 to .015 on both sides of all bearing saddles.
front of thecrankcase, the bearing bore must be concen- Refer to Figures 1, 2, 3, 4 and 5 for examples of areas
tric with the oil seal recess within .005 inch total in and dimensions described in this paragraph.

MAIN BEARING BORE MUST BE


SOUARE WITH THRUST PACE AREAS
WITHIN 0005PERINCH
SEE FIG

SEE FIG 4

MAIN BEARING BORE MUST BE


CONCENTRIC WITH OIL SEAL
PILOT DIAMETER ~ITHIN 005
TOTAL INDICATOR READING

Figure 1. Example of 4, 6, and 8 Cylinder Direct Drive Main


Bearing Bore and Front Main Bearing Bore of TIO-541.

MAINBEARING BORE MUST BE


SOUARE WITH THRUST PACE AREAS
WITHIN 0005 PER INCH

SEE FIG
SEE FIG

fi

a´•:d
MAIN BEARING BORE MUST BE
CONCENTRIC WITH GEAR HOUSING
PILOT DIAMETER WITHIN .002 TOTAL
INDICATOR READING

Figure 2. Example of 6 Cylinder Geared or vertical Drive Main Bearing Bore

Pagtt 3 of 6
Service Instruction No. 1377

SEE FIG 5

SEE FIG 5
/1\ FIG 4
SEE FIG 4 ~--7-- SEE

MAIN BEARING BORE MUST BE


MAIN BEARING BORE MUST BE
CONCENTRIC WITH ACCESSORV DRIVE
SOUARE WITH THRUST FACE AREAS
SHAFT BEARING BORES WITHIN
WITHIN 0005 PER INCH.
003 TOTAL INDICATOR READING
TiGO 541 AND 710-541
TIG0541 ONLY: FOR TIG-541 SEE FIG 1

and Rear Main


Figure 3. Example of TICO-541 Main Bearing Bore
Bearing Bore of TIG-541

.005 APPROXIMATE
.005 APPROXIMATE
RADIUS
.016
RADIUS I I 1 .015

Figure 4. Area for Breaking Sharp Edge on Figure 5. Area for Breaking Sharp Edge on
Bearing Saddles Having a Previously Cut Bearing Saddles Having a Previously Cul
Chamfer Radius

through all bearing bores verify that correct align-


to
6. Using an alignment bar or equivalent method gauge
this ment has been maintained. See Figure 6 for an example
the alignment of all main bearing bores. Table II of
of both straight and stepped alignment bars.
instruction lists dimensions needed to manufacture an
alignment bar. The alignment bar must pass freely

Page 4 of 6
Service Instruction No. 1377

TABLE II

ALIGNMENT BAR DIMENSIONS

Engine Model Minimum


Category Front Diameter Rear Diameter Lengthof Bar

4 Cylinder Direct Drive 2.5794 2.5794


(small straight bore) 2.5796 2.-~796 19.88

4 Cylinder Direct Drive 2.5794 2.6999


(smaU. stepped borel 2.5796 2.7001 19.86

4 Cylinder Direct Drive 2.8294 2.8294


(large straight bore) 2.8296 2.8296 19.86

6 Cylinder Direct Drive 2.5794 2.5794


(small straight bore) 2.5796 2.5796 26.99

6 Cylinder Direct Drive 2.5794 2.6999


(small stepped bore) 2.5796 2. 7001 26.99

6 Cylinder Direct Drive 2.8294 2.8294


(large straight bore) 2.8296 26.99

6 Cylinder Direct Drive 2.8294 2.9499


(large stepped bore) 2.8296 2.9501 26.99

6 Cylinder Geared 2.5794 2.5794


Vertical 2.5796 2.5796 23.50
(small straight bore)
6 Cylinder Geared 2.6999 2.6999
Vertical 2.7001 2.7001 23.50
ilarge straight bore)
TIO-S41 Series 2.9499 2.9499
2.9501 2.9501 26.99

TIGO-541 Series 2.9499 2.9499


2.9501 2.9501 33.75

8 Cylinder Direct Drive 2.8294 2.8294


(large straight bore) 2.8296 2.8296 34.12

8 Cylinder Direct Drive 1 2.8294 2.9499


(large stepped bore) 2.8296 2.9501 34.12

DIAMETERS MUST BE CONCENTRIC OVER

DIAMETER MUST BE CONCENTRIC OVER ENTIRE LENGTH OF BAR


ENTIRE LENGTH OF BAR
FRONT DIAMETER
BEE TABLE II

FOR DIAMETER II II REAR DIAMETER


70 70 1 11 70
8EE TABLE 11 8EE TABLE II
~L C 1] 4e

BARIrrlr i~LL sTEPPED.ls-I kl


i-,
I
LENGTH OF ALIGNMENT ~t_l.SB
TABLE II
BOREB
LENGTH OF ALIGNMENT BAR
BEE TABLE II

BTRAIQHT BORE ITEPPED BORE

Figure 6. Configurations of Alignment Bars

Page 5 of 6
Service Instruction No. 1377

6. Install new bearing dowels in all bearing saddles re and Table III for installation instructions. See Note II
dowel. See Figure 7 for dowel identification and Table I for additional information.
quiring a

TABLE III

DOWEL APPLICATION AND INSTALLATION

PART NUMBER LOCATION USED DRIVEN HEIGHT


DOWEL TYPE

69796 ~All bearing saddles. Drive shoulder of dowel


stepped .007 inch above to
.005 inch below bore
surface.

LW-10647 All bearing saddles. Drive to .077 inch


Straight to.097 inch above
except front.
bore surface.

´•AU bearing saddles. seat cellar


Stepped collar 67459

LW´•14450 All bearing saddles. Drive to seat collar


Straight collar in bore.
except front.
LW-10734 Front 2 bearing saddles Drive shoulder of dowel
Stepped flush to .005 inch
(TIGO-541 only).
below bore surface.

Depending on bearing installation.

STRAIGHT STEP STEP STRAIGHT


LW-1O734 COLLAR COLLAR

LW-10647 69796 67453 LW-14450

Figure 7. Types of Crankcase Dowels

approximately 118 inch high. An entry showing com-


7. Stamp "P-15" on the area of the crankcase illustrated
pliance with this instruction should be made in the
in Figure 8. This will identify crankcases requiring .015
engines maintenance record.
oversize main bearings. Stamped figures should be

AMP "P-16" FIGURES


0.13 INCH HIGH

r,

dl_b T100-641-E
a CYLINDER GEARED AND
VERTICALENGINES

STAMP "P-16" FIGURES


0.~3 INCH HIGH

4. 6 and B CYLINDER DIRECT DRIVE ENGINES

of Crankcases Requiring "P-15" Bearings


Figure 8. Identification

18929A, 18929B, 18937, 19692 These numbers for Avco


17345, 17345A, 17345B, 17345C, 17345D, 18603, 18606, 18929,
Lycoming reference only.

Page 6 of 6
~AVCO LYCOMING WILLIAMSPORT DIVISION
AVC O CC3RF30 RATION
VVILLIAMSPORT, PENIVSYLVANIA 17701

May 28. 1982

SUPPLEMENT NO. 1

FOR

SERVICE INSTRUCTION NO. 1377

Some oversized main bearings listed in Service Instruction No. 1377 are not available at the present time.
Prior to
modifying any main bearing bore as described in Service Instruction No. 1377, contact your Avco
Lycoming distributor as to the availability of the required bearings.

manaK ot OAMA
General kia~ion
Manufsctven A´•wncLtion
~AVCO LYCOMING VVILLIAMSPORT DIVISION
AV C O CO R PORATION
VV I LLIAM S PO RT, PENNSYLVANIA 17701

Service instruction Na. 1378


DATE: March 9, 1979
Engineering Aspects are
FAA (DER) Approved

Bendix Service Bulletin No. SSB-317


SUBJECT:

engines equipped with RS and RSA Fuel injectors


MODELS AFFE~TED: All Avco LycomLng
and Carburetors,

bulletin reprinted herewith.


TIME OF (X)MPLIAN~E: As required by subject

b~qrpyConbd´•
Diwia(on

South Bend, lnd(ene 16620. U.S.A.

Service Bulletin
Fuel Systems BulletinNo.: SS1-)l7

12-1-78
Date:
Revised:

SUBJECT: OVERHEATING OF BENDIX FULL IKIE~)RS AND CARBORE’fl)RS.

l. PLAh’NINC INToRLUTION:

A. EFFECTIVITY: Iannediately All RS and RSA Fuel Injectors and C´•rhuretor´•.

I). REASON: Overheating RS and RSA type fuel injectors and carhuretors during
in low tsnpcr´•rure regions
engine preheating procedures in cold weather or
of Nbbcr end plastic parts of such
say cause partial eelting or distortion
injectors and

C. OESCRIPrION:

i. this service bulletin issues the following CAUTION:

CAUTInN: MO NOT DIRECT ENGINE PREHEATER DISCHARGE AIR TOWARDS


BENDIX RS AND RSA FUEL INJEC’TORS OR CARBURE’K)RS. IN
THE EVENT THAT AIRCRAFT CONFIGURATION UILL WOT PERI(IT
AVOIDANCE nF DIRECT HEAT ON THE INJECTOR OR CARBUREMR,
THE TEMPERATURE Ar THE OUTLET OF THE HEATER DUCT SHOULD
NOT EXCEED 155 DECREES FAHRENHEIT (6~.6 DECREES CELSIUS).

cold westher or
2. cssier atarts of the aircraft’s engine in
To facilitate
air should be directed
taperature regions, the prehester discharge
low
Lou~ the aircraft’s engine
oil only.

l.R. Dettweiler
Technical Support )(anager

Umbr o( G*YA

CamJ Lvi*ion
Meulacturs
~AVCO LYCOMING WILLIAMSPORT DIVISION
AVCO CORPORATION
VVILLIAMSPORT, PENNSYLVANIA 17701

June 22, 1979 Service Instruction No. 1380


DATE:
Engineering Aspects are
FAA (‘-~ER)’ Approved

Bolts
SUBJECT: Engine Mounting Bracket Attaching Nuts or

MODELS AFFECTED: 0-320-H; 0-360-E, M -3 60 -E; G0-435, GO-480, GSO-480, IGSO-480;


IGO-540, IGSO-540; 0-540, 10-540, AEIO-540, TIO-540, LTIO-540;
TIO-541, TIGO-541 and 10-720 Series aircraft engines.

TIME OF COMPLIANCE: At first 100 hour inspection after engine is placed in service.

As part of good maintenance it is recommended that the engine mounting bracket


attaching nuts or bolts be inspected for proper torque values after the first 100 hours of
operation following any engine repl ac ement. This procedure should be carried out on nev
aircraft as well.

The specific torque values for the bracket attaching nuts or bolts are listed as follows
according to their thread size.

THREAD SIZE TORQUE

3/8-16 and 3/8-24 360 inch pounds


5/16-18 and 5/16-24 204 inch pounds

Further inspection of the engine mounting installation may also include a check of the rubber
shock mounts and engine mount bolts. Refer to the appropriate airframe service publication for
detailed procedures.

Repeated compliance with this instruction at subsequent 100 hour inspections is not required.

Membe~ ot GAMA

General ~viation
Mwfaftuer~ As~ocilPn
~IAVCO LYCOMING WILLIAMSPORT DIVISION
AVCO CORPORATION
WILLIAMSPORT, PENNSYLVANIA 77701

(Li
Service Instruction No, 1382
DATE: April 20, 1979
Engineering Aspects are
FAA (DER) Approved

BendFx Service Bulletin No. 592


SUBJECT:

All Avco Lycoming engines equipped with the Bendix Magnetos (S-
MODELS AFFECTED:
20, S-200 and S-1200 Series).
bulletin reprinted herewith.
TIME OF COMPLIANCE: As required by subject

Ebotriocl
B~nay
Dhriibn
SERVICE BULLETIN NO. 592

printed Aupult 1877


papa ol?P*pl

*IRCRAFI

SUBJECT: Inlpection of breaker contact ´•lamblin and opwilo, flap terminal

crimpe uud in certain S´•20. S´•200 and 51200 S~in MeOnetol

To recommend inlpction 01 brearer contact aIlembly and repa’l o’


REASON FOR BULLETIN:
if lipnl of burnlnp and
replacement of capacitorlll and breaker pointl
lootinp are a*ident

8 ?o 51ri´•l Mlgnsto~ P/N 1051351. 45. 41. 48. 55. 1051365 51.
EOUIPMENT AFFECTED:
IO´•180XI´•ll. -17. -18. ´•18;.II 8300 51ric1 Mapnetol urlng opr,torl
PIN
P/N 10´•(53131; and 1II S1?M S´•rin Magnatol ulinp cepacltorl
10´•U8276.

MlInDnanop (Sparel P´•ro Affecnd: 8 Viruailv in,pet the flap terminal crimp lolnt
for the followinp conditionl. Inlpection uill be aided
S´•10. 8-300 and S´•IMO Scri´•~ Mapnetor utili~ing uplcitorl
10´•163(31´•nd/cw 10-348276. by ulinp nupnl(iution.~ pomr or preater.

1. Elamine crimp joint for e*idanu of a rlnred


Compli~nea:
but not later tnen the next rqularly rrire bundlear illurirated in
It tint opportunity
achedulad inrpCtion.
TINNED WIRE IN CRIMP
Ollur~l Intormltion:
Field rapora indicate that oculionally a breaker ´•rumbly
found uverely burned due toafaulty capacitor Flpure 1
eborn uuerely burned poina of I breaker contact alumbly

mulling from I dCIKtilL capacitor flap terminal crimp joint

ct
Fip,a

1 Look for evidence ofa burnllls at anarcln9


ol
appearance around the outline coll(lnnacl~l
tke rrire bondle in the crimp

U
J Inrpct the to flap terminal lor evidence

of conductor InUII´•llOn ertandinp *ilthln the


confiner of the crimp area see (Ipurl 3

0 CorrectlveActlon

Fipure I
1. if eondltioll 1 ilpll~cl’l IOlder the condYC

tot to thl !lag t.rn,inal following the lolderlng


D´•(ail´•d Inccru*ionc:
p~ocedulr outlined In (urapraph D
Diurumbly. ln(pectionand Corr´•nive Action

3 If condition 7 ii dl~corlr´•d. replace v~lth a


I Remove cover from mapneto and flap terminal

from. breaker point tab


nerr capacitor

ORIGINAL As Page 1 of 2

RECOVED BY ATP
8 CenerJ kytatton
Mwtuluas A.MCSDI
Service InstructLon No. 1382

E~otrb´•l
a~u ComPawnt´•
DMibn
Ipn Ir,a
*up~lt 1817
Plint´•d
P´•gloff?Plpn

lt1f( brirll´• brulk ´•nd In oil fru ~olr´•nt wch

ct ´•Imhol, or chlw´•th´•ru
Aiio*r I~rmlnll 10 ´•ir dry

INSULATION
i ´•pplv in rtlr~l´•d llMu1d rolin flux
1 to th. conductor crimp Do not uu ´•n rid

bcrc liquid or pno flux ~ch it corrai*, In

ru~un

3. V~inp I lold´•ring iron of Ba *Rtl nuximum


rllinp, hold Ik~ tip firmly ´•plinct Ih´• ed´• of tlu

flu 1´•rmirul Apply thlhul und~r tk´• mnduc´•

tor ´•xlr´• ~lmp ~ru.

Apply M/SO or BONO lold´•r of th´• roun

uw~ typo to ch´• crimp frdinp th´•


´•r´•´•.

~old´•, in ct th´• opn ´•nd of tk´• crimp Stop


uh´•n molt~n ~old´•r Ipplrl in th~ b´•tmn

(hc wir´• crimp ~nd thc inwl~tion crimp. Do not

Flgun 3 uu uo much loidcr th´•1 it dctl into th´• rnrc

~ithin th~ inwl~tion crimp A pop´•,ly ~old´•r´•d


1110 t~rmWI Ihwldlppul v in figurl 5.
3. 11 condition 3 it niant, orlfullv mlmpt
to mor. ttw inrulltlon bur from th´• crimp
Iho*m in 6. Thorou~ly dun th~ roldn´•d 11~
to ´•xWu b~r. wir~ rtrlnde ct

I Kn´•Nl~llic probe for mit tnminll of cII flux 11115 c bruh ~nd
fipur. Vu.
o(*rltion. clpoud or
if b~r´• rtrlnd~ un n d~crib´•d in n~p 1.

ho*m in tlpur~ sondunor~ to crimp


lru of flu 1´•rmin~l pr procodurct
WIRE STRANDS
wtlind in D. if *rir´• Ilrlndlunnot
b. ~.poud .nd inull´•tion Ippurl to bc uu~l SOLDERED TO TERMINAL
dthin mc conductor crimp ull, r´•plM Ih´•
oourtor.

WIRE STRANDS

3:

Flplr~S

Pora R´•quird:
Norw

Sp´•cill Toole Rquind:


NO~
Figure I
Mon Hwn R´•quind:
D. Sold´•ringProc~durn. Apporinuely 1# hour Ih´•, cowl it r´•mor´•d durinp ~n

in~p´•clion pos~dur,.
1. Thorouphly cl´•´•n th~ conductor crimp ´•rl~

O( m. flu urminll in.w~ll vonlil´•t.d.r´•l. Vu WliSht chIttOp:


Nqlipibl´•

Page 2 of 2
LYCOMING WILLIAMSPORT DIVISION
I ~7AVe0
AVCO CORPORATION
WILLIAMSPORT, PENNSYLVANIA 17701

June 20, 1980 Service Instruction No. 1400


DATE:
Engineering Aspects are
FAA (DER) Approved

SUBJECT: Bendix Service Bulletin No. 608

All Avco Lycoming engines employing Bendix 1200 and D2000 series
MODELS AFFECTED:
magnetos.

TIME OF COMPLIANCE: As required by subject Bendix Bulletin.

of the self-locking retaining screw is


Bendix Service Bulletin No. 608 dealing with the proper torque
cam

reprinted herewith in its entirety.

Electrical
Components
Division
SERVICE BULLETIN NO. 608
Sidney N Y 13838

Printed November 1979


Page 1 of 2 Pages

AIRCRAFT
10~382959
SUBJECT: Self-locking Cam Retaining Screws P/N 10-391213 and P/N

retaining incorporating a self-


REASON FOR BULLETIN: i. To announce availability of cam screws

locking feature.

2. production magnetos of the 81200 Series and


To advise that current
0-2000 Single Cam Series incorporate P/N 10~391213 self-locking
screw; and that 0-2000
Double Cam Series incorporate P/N 1Q
382959 self-locking screw.

first opportu-
3. To recommend that operators install subject screws at
nity, but no later than next magneto overhaul.

P/N
EOUIPMENT AFFECTED: All 81200 Series and 0-2000 Single Cam Series magnetos require
10-391213 self-locking screw. All 0-2000 Double Cam Series magnetos
require P/N 10´•382959 self-locking screw.

Manba of GAMA

O Ge~nlLwidion
MPnufrtvsr´• k´•od´•ti~n
Page 1 of 2
Service Instruction No. 1400

Electric~l
Comporwnt´•
Divbion
SERVICE BULLETIN NO. 608
Sidn´•y.N.Y.13838

Printed November 1979

Page 2 of 2 Pages

Parts Required per Magneto: Special Tools Required:


screw, fillister None
One 10-391213 self-locking cam retaining
head
or
Man Hours Required:
One 10-382959 self-locking cam retaining screw, fillister Negligible
head
Weight Change:
Negligible

Maintenance (Span) Parts Affected:


10-35936-10 Screw, fillister head
SCREW 10-391213 SCREW 10-382959
10-35936-18 Screw, fiilister head TORQUE TO TORQUE TO
21-25in.lbs. 21-25in.lbs.
Compliance:
At first opportunity, but no later than next magneto

overhaul.

retaining screw is essential.


i. Proper torquing of the cam

there is possibility it will


If inadequately torqued, a
CAM
"back-out". resulting in magneto malfunction.
The use
reduces the
i.i i~r-)

o: a self-locking cam retaining screw


possibility of "back-out" (by means of a nylon patch
that creates an interference fit of the
threads) in the J

event that incorrect torque is applied.

in all new 8-1200,


2. Self-locking screw 10-391213 is being used D-2D00 Double Cam
Series 0-2000 Single Cam
and remanufactured magnetos of the 8-1200
and the D-2000 Single Cam Series. Self locking
screw

and remanufactured to 21-25 inch pounds.


10-382859 is being used in all new

Double Cam Series. P/N 10-


magnetos of the 0-2000
main- CAUTION
391213 and P/N 10-382959 will be available as a
in affect- If self-locking screw is removed at any time,
tenance and overhaul item for incorporation
always replace with a new self-locking screw
ed magnetos.
and torque to the specified value.

Detailed Instructions:
3. If this bulletin is complied with prior to engine over-
i. Removeoriginal screwanddiscard.
haul time, it is recommended that an appropriate

retaining and torque notation be made in the Engine Log Book.


2. Install new self-locking cam screw

Page 2 of 2
L-~AVCO LYCOMING WILLIAMSPORT DIVISION
AVCO CORPORATION
VVILLIAMSPORT, PENNSYLVANIA 17701

(L)
DATE: September 2lj~ 1981 Service Instruction No. 1404A
(Supersedes Service Instruction No. 1404)
Engineering Aspects are
FAA (DER) Approved

Overhaul Periods for Bendix Fuel System Components Bendix


SUBJECT:
Bulletin No. SB-318, Rev. 2.

MODELS AFFECTED: Avco Lycoming aircraft engines equipped with Bendix fuel system

components.

TIME OF COMPLIANCE: As required by the subject bulletin.

hwevContro~
DMuon

South Bend. Indiene 48820, U.S.A.

Service Bulletin
Fuel Systems Bulletin No.:
Rev.SE-3182
Date: 12/19/79
Revised: 3/15/81

Subject: OVERHAUL PERIODS FOR BENDIX COMPONENTS UTILIZED IN REcIPROCATING


ENGINE FUEL SYSTEMS.

NOTE: This Revision 2 supersedes all previous revisions to Service


Bulletin SB-318,

i. PLANNING INFORMATION:

A. EFFECTIVITY:

All pressure-type carburetors end fuel injectors, flow dividers, diaphragm


operated discharge nozzle assemblies, flowmeter modulators and distribu-
tors manufactured by the Bendix Energy Control Division, South Bend,
Indiana.

8. REASON:

To establish overhaul periods for Bendix components utilized in recipro-


cating engine fuel systems used on general aviation aircraft.

C. DESCRIPTION:

D. COMPLIANCE:

Manbr ol OAMA

O CawnlAristion
Mr~actuas A´•u~ci*ion
Page 1 of 2
Service Instruction No. 1404A

E. APPROVAL:

P. IUNPOWER:

G. MATERIAL A71AILAB~:

8. TOOLING:

I. WEIGHT AND
BALANCE’.
J. REFERENCES:

NONE.

K. PUBLICATIONS

2. ACCOMPLISHMENT INSTRUCTIONS:

A. The time between overhaul (TBO) for all pressure-type carburetors and
fuel system components designated in 1.A. of this service bulletin
utilized on general aviation aircraft is the same as the TBO specified
by the engine manufacturer for the engine on which the Bendix eguip-
ment is installed.

B. Air bleed nozzles are to be cleaned and inspected at overhaul. Reuse


is permissible after satisfactory flow test.

C. A complete overhaul is mandatory regardless of any FAR operational


category when the carburetor or fuel system component has been subjected

to a severe environment such as but not limited to:

(1) Engine fire, external or prolonged air intake manifold fire.

(2) Contaminated fuel such as water, rust, sand, etc.

Fuel that does not meet engine manufacturer’s requirements may be


detrimental to engine operation. If non-specified fuel is inad-
vertently pumped into the aircraft fuel system and drained, injector
overhaul is not required.

(3) If uncertainty exists regarding the need for overhaul, contact


Bendix Energy Controls Service Department, 717 North Bendix
Drive, South Bend, Indiana 46620, (219) 237-5938 for consultation.

K. R. Dettweiler
Manager of Service

NOTE: Revision "A" revises Section 2, Accomplishment Instructions.

Page 2 of 2
Lycoming SERVI CE
652 Oliver Street
Williamsport,
570/323-6181
PA 17701 U.S.A. INSTRUCTION
DATE: March 10, 1999 Service Instruction No. 1409B
(Supersedes Service Instruction No. 1409A
and Supplement No. 1)
Engineering Aspects are
FAA Approved

SUBJECT: Textron Lycoming LW-16702 Oil Additive

MODELS AFFECTED: All Textron Lycoming piston engines except for installations that
aircraft
utilize a friction type clutch and a common engine oil system for the
transmission and clutch assembly. Check with airframe manufacturer prior to
use in these installations.

At initial oil fill and every oil change thereafter.


I TIME OF COMPLIANCE:

Textron Lycoming has approved an oil additive LW-16702that has an anti-scuffing agent. This characteristic
serves to reduce wear. For engines already in service, the use of the additive may
be started at the next oil change.

Use oil additive, as shown in the following chart.


Use tone) 6 ounce can (LW-16702) per 6-8 quart sump.
Use (two) 6 ounce cans (LW-16702) per 12-15 quart sump.
Use (three) 6 ounce cans (LW-16702) per 17-19 quart sump.
Use (four)6 ounce cans (LW-16702) per 23 quart sump.

This oil additive may be purchased from your Textron Lycoming distributor.
NOTE

additive than recommended in the chart above. If it is determined that an FAA


I Do not use more

approved lubricating oil.being used contains, in the proper amount, an oil additive equivalent
of this Service Instruction being met, and LW-16702 additive
dluohsehtused.provisions
to LW-16702 are

I not lie

incorporates Supplement No. 1.


NOTE: Revision "B" revises TIME OF COMPLIANCE and NOTE and

Menuiactuera Ib~ociation
LYCOMII\IG VVILLIAMSPORT DIVISIOI\I
AVCr 1 C O R P O F~ AT I O Iv
VVILLIAM SPO RT, P E 1\1 I\I SY LVA 1\1 I A 17701

DATE: October 18, 1985 Service Instruction No. 1414A


(Supersedes Service Instruction No. 1414)
Engineering Aspects are
FAA Approved

SUBJECT: Bendix Service Bulletin No. RS-77, Rev. 1

MODELS AFFECTED: All Avco Lycoming engines employing Bendix RS or RSA fuel inj ector
systems.

TIME OF COMPLIANCE: As required by subject service bulletin.

reprinted in its entirety pertains to the installation of


Bendix Service Bulletin No. RS-77, Rev. 1 herewith
the new two piece air bleed injector nozzles.

21809, 21824, 21824-A, 21993 These numbers for Avco Lycoming reference only.
Member of GAMA

~3 Manufactuers Associa~ion
Page I of 5
Cd

h,
O 1
m Divhon
HS-77, Rev.

cn
South Bend. Indiana 46620. USA
F. Material Availability:

Service Bulletin ParT~No-

951)91
Nomenclature

Preformed Packing Bendix


Availabil-icy

Distributors
2521863 Spring Holder Bendix Distributors
Fue I System s Bullerin No: R5-77
Rev. 1
1 254L847
2521864
Sgecial
Spring
Plut Bendix
Bendix
Di.Lriburorn
Distributors
Date: 6-15-81 2522020 Shipping Cap Bendix Distributors

Revised: 4-15-85 2525892 Tube Assembly Bandix Distributors


2525894 Tube Assembly Bendix Distributors

Subjea: AIK BLEED NOZZLE, RS-RSA FUEL INJECTION SYSTEMS, TYO PIECE ASSEMBLY. 1 2541494 Body Assembly Bendix Distributors
2541946 Body Assembly Bendix Distributors
2541949 Body Assembly Bendix Distributors
i. PLANNING INFORMATION: 2524864 Airbleed Nozzle Assembly Bendix Distributors
2524865 Airbleed Nozzle Assembly Not Available
A. Effectivity: 2524866 Airbleed Nozzle Assembly Not Available
2524881 Airbleed Nozzle Assembly Superceded by P/N 2524926
Bendix Part No. Lycoming Part No. Nomenclature 1 2524917 Airbleed Nozzle Assembly Not Available
2524923 Airbleed Norcle Assembly Limited Availability’
2524864 LW-18265 Air Bleed Nozrle Assembly 1 2524925 Airbleed Nozzle Assembly Not Available
1
2524865 j LU-18266 Air Bleed Nozzle Assembly 1 2524926 Airbleed NozEle Assembly Not Available
2524866 LW-18267 Air Bleed No~Ele Assembly
2524881 LW-18182 Air Bleed Nozzle Assembly I NOTE: t Refer to Figures 2 through 8. Procure individual replacemene
2524917 LW-18854 Air Bleed Nozzle Assembly I parts as necessary to form assembly.
2524923 i LW-18853 Air Bleed Nozrle Assembly
2524925 i Air Bleed Nozrle Assembly G. Tooling:
2524926 1 Lw-18855 Air Bleed Nozzle Assembly
No effect.
B. Reason:
H. Weight and Balance:
(1) To introduce the new two piece nozzle with a removable fuel restrictor.
No effect.
(2) To provide installation instructions.
I. References:
(3) To provide cleaning inscructions.
Lycoming Service Instruction No. 1414.
C. Compliance:
2. ACCOMPLISHMENT INSTRUCTIONS:

Operating activities: At owner’s discretion.


CAUTION: W NOT INTERCHANGE PARTS OF ONE AND TWO NOTCH FUEL
Overhaul accivities: Information. I RESTRICTORS.

restrictor
I
3
D. Approval: NOTE: Each nozzle shown in Figures 1 through 5 has a

with one ring located in the approximate center Df the

None. I assembly.
i;’
E. A. Installation (Naturally Aspirated). Refer to Figure 1 of this directive. (D
Manpower:
C~

(1) in 1/2
well inch socket tt
No change. Install nozzle cylinder using a clean deep
wrench. Tighten and torque nozzle to 60 pound-inches.

NOTE: Do noc remove shipping cap from nozzle is

B
1 2 z

ORIGINAL As r

,cUvu, BY ATP
I ~S-77, Rev. 1
RS-i7, Kcv.

2. ACCOMPLIS~MENT INSTRUCTIONS: (Continued)


2. ACCOPIPLISHHEM INSTRUCTIONS: (Concinued)
fuel line union nut from nozzle. Remove fuel restriccor from
nozzle. fuel linr. (I) Remove
Tighten
(2) Remove shipping cap and connect fuel line to nozzle body and clean in H.E.K. or P.cecone. Fuel reserictors should be
It is
union (AN-805-2) to a torque value of 25-50 pound-inches.
nut
cleaned annually. More frequent cleaning may be required, not to exceed
also permissible to tighten fuel line union nut, finger
right, and ~hen
100 hrs. operational time, based upon air-raff/engine service history.
30 to 60 degrees (1/2 to I flat
continue tightening nut with a wrench
result in damage
Torque in excess of 50 pound-inches may
of the
the
n~c).
parts.
(2) Use air pressure to clean the nozzle body in
from the
the cylinder. It is not

cylinder for cleaning,


to
necessary to remove the nozzle body
be removed annually to reduce
however, it is recoormended that the body
Care should be taken not to drop the fuel restrictor clean
NOTE: seizure of the body to the cylinder. Do not any
Ensure fuel restricror is still in possibilities for
during installation. internal passages with any sharp instruments such as drills, pins,
place prior to attaching fuel lines. needles, etc.

(Turbocharged). Refer to Figures 2 through 5 of this directive.


tl. Installation NOTE: In instances, keep each restrictor with its respective
all

A. (1). body. MEK, acetone or Hoppes Number 9 gun cleaning


Use
Proceed specified in paragraph
(1) the same as
fluid to clean nozzle body removed Eran cylinder.

(2) Remove shiping cap and assemble packings, tube assembly, spring and
3. MATERIAL INFORMATION:
holders. For nozzle assembly Figures 4 and 5, tighten special
spring in
nut 5-10 Ib-in. torque. Connect fuel line union nut as specified Old Part No. Disposition
New Part No. 4~ Nomenclature
paragraph 2. A´• (2).
951391 B
951391 A/R packing
NOTE: Care should be taken not to drop the fuel restrictor 2521863 Use
in 2521863 A/R Spring Holder
fuel restrictor is still
during installation. Ensure
2541847 A/R Special Nut 2541847 Use
attaching fuel lines.
placeprior to
2521864 AIR Spring 2521864 Use

2522020 A/R Shipping Cap


Norzles shown in Figures through 6 8 are not interchangeable 2525892 Use
in Figures 2 2525892 A/R Tube Assembly
vith similar looking nozzle assemblies shown
alR Tube Assembly 2525894 Use
2525894
through 5. 2541945 A
2541946 AIR Body Assembly
6 through 8 of 2541949 A/R Body Assembly
C. Installation (Turbocharged) Hiflou norzles. Refer to Figures 2524107 A
2524864 A/R Airbleed Norzle
this directive. I As sembly
2524865 A/R Airbleed Nolzle
and assemble packings, cube assembly, spring and
(1) Remove shipping cap Assembly
fuel line union nuc as specified in paragraph
spring holders. Connect Airbleed Nozzle
2524866 A/R
Z.A.(2). I Assembly
2524917 A/R Airbleed Nozlle
should be taken not to drop the fuel restrictor
NOTE: Care
is still Assembly
installation. Ensure fuel restrictor
during 2524923 A/R Airbleed No+zle
in place prior to attaching fuel lines.
Assembly
2524925 A/R Airbleed Nozzle
Assembly
D. Cleaning. 2524881 B
2524926 A/R Airbleed Nozzle
As sembly
ij´•
ETHYL KETONE (PIEK) API~ ACETONE. ARE FLA~IMAaLE (D
WAXNING: METHYL
PASSAGES. KEEP
AND EYES, SKIN, AND BREATHING
HARMFUL TO
serviceable.
C´•l
A Retain for if
IGNITION SOURCES AWAY, PROVIDE ADEQUATE
VENTILATION AND use
tt
WEAR PROTECTIVE

AND
CLOTHING.

FUEL LINE LMION NUTS MUST BE TOdQUED TO


I B SErap. P
NOZZLBS
ALL
SPECIFIED IN PARAGRAPHS 2.A. (1) AND (2) OR NOTE: ~e new part number nozrle is physically
and functionally F:
THE VALUES
EXCEEDING THE VALUES SPECIFIED MAY interchangeable vith the corresponding old nozzle. i;’
2.8 (1) AND (2,.
TO THE PARTS. r
RESULT IN DAHAG~

Cd o

w
ORIGINAL As 3 4

o
n,

01
RECEIVU) BY ATP
a

cn
1 RS-77, Rev. 1
RS-77. Rev.

INFORMATION: (Coneinued) 13. MATEBIAL INFORMATION: (Continued)


3. ~ATERIAL

Key Co Figure 1 I I Key to Figure 3

P/N 2524864 1. Spring P/N 2521863


Holder
1. Body Assembly
P/N 2522020 2. Spring PIN 2521864
2. Shipping Cap
3. Spring Holder P/N 2521863
4. Preformed Paclting- P/N 951391
5. Tube Assembly P/N 2525894
6. Preformed Packing P/N 951391 5

7. Body Assembly P/N 2541946


8. Shipping Cap PIN 2522020 1

LA-t)250Ar
NOTE. OWE NOTCH OW
RESTRICTOR

2( NOTE: ONE NOTCH OH


RESTRICTOR

Ajrbleed Noz2le Assembly 2524864


Figure i.

LA-8248
Airbleed Nozzle Assembly 2524866
2 1 Figure 3.
Key to Figure

1. Spring P/N 252186)


Bolder
2. Spring PIN 2521864
Key to Figure 4
3. Spring Bolder P/N 2521863
4. Preformed Packing P/N 951391
5. Tube Assembly P/N 2525892 1. Spring Holder P/N 2521863
6. Preformed Packing P/N 951391 2. Spring P/N 2521864
7. PN 2541946 3. Special Nut P/N 2541847
Body Assembly
P/N 2522020. 4. Preformed Packing P/N 951391
8. Shipping Cap
5. Tube Assembly P/N 2525894
6. Preformed Packing P/N 951391
7. Body Assembly P/N 2541946
P/N 2522020 ~fl
8. Shipping Cap
1 1 I
RESIRICTOR
NOTE: ONE NOTCH
ON P
RESTRltTOR
CI

LA-8249A O
LA-8251A
Airbleed Nozzle Assembly 2524865 Airbleed Nozzle Assembly 2524917
Figure 4.
Figure 2.

ORIGINAL AS 5 6 olpr
r

F(ECEIVED gy ABP p
KS-77, Rev. I KS-77, Kev. I

HATERlAL INFORMATION: (Concinued)


E1ATERIrV. INFORMATION: (Continued) 13.

7
Key to Figure 5 1 Key to Figure

i. Spring Holder P/N 2521863


i. Spring Holder P/N 2521863
P/N 2521864 2. Spring P/N 2521864
2. Spring
P/N 2541847 3. Special Nut P/N 2541947
3. Special Nut
4. Preformed Packing P/N 951391
4. Preformed Packing P/N 951391

L~9
P/N 2525892 5. Tube Assembly P/N 2525894
5. Tube Assembly
6. Preformed Packing P/N 951391
6. Preformed Packing P/N 951391

1],r
P/N 2541946 7. Body Assembly P/N 2541159
7. Body Assembly

h
P/N 2522020 8. Shipping Cap P/N 2522020
8. Shipping Cap

1
NOTE. ONE NOTCn ON
RESTRICTOR
1ii5 NOTE: TWO NOTCHES OH
RESTRICTOR

SUPERtEDED BI 2524926

lA-8333
lA-8334
Airbleed Nozzle Assembly 2524881
Airbleed Nestle Assembly 2524923
Figure 7.
Figure 5.

Key to Figure 8

Key to Figure b
L. Spring Holder P/N 2521863
P/N 2521863 2. Spring P/N 2521864
i. Spring Holder
P/N 2521864 3. Special Nut P/N 2541847
2. Spring
P/N 2541847 4. Preformed Packing P/N 951391
3. Special Nut
4. Preformed Packing- P/N 951391 5. Tube Assembly P/N 2525894
5. Tube Assembly P/N 2525892 6. Preformed Packing P/n 951391
6. Preformed Packing P/N 951391 7. Assembly P/N 2541949
P/N 2541949 8. Shipping Cap P/N 2522020
7. Body Assembly
8. Shipping Cap P/N 2522020 NOTE:OIESTEPON
RETTRICTOR

Airbleed Nozzle Assembly 2524926 r´•

.i NOTE:ONESTEPON FigureB. 8
RESTRICTOR

K. R. Deteveiler
LA-8335
Airbleed Nazele Assembly 2524925
Manager, Product Support O~
r´•

Figure 6. o

’d ORIGR ~1d!Atb PS 7 8

?~7- 1P
a
cn Fi‘t""?’c^ ~y d~a
i!
cn
LYC O IV1 I N G VV I L LI A nn s p n a T i iv is I o N
AVCr 1 Ct IRPORATIOI\I
VVI LLIANI S PO Fz\T, P E N I\I SY LVA N I A 1 /701

~Li
DATE: October 1, 1982 Service Instruction No. 1417
Engineering Aspects are

FAA Approved

SUBJECT: Crankcase Gear Shaft Bore Repair

MODELS AFFECTED: All Avco Lycoming reciprocating engines equipped with a Bendix
dual magneto except 0-320-11; O, LO-360-E; TO, LTO-360-E.

TIME OF COMPLIANCE: As required.

The purpose of this instruction is to


allow the repair of crankshaft idler gear
and accessory drive gear shaft bores
located in the rear of the crankcase on ap-
plicable engines. Gear shaft bores that
are determined to be worn oversize can be
repaired by machining the bore to a

specified oversize dimension and install-


ing a bushing. nl\ \O

Figure 1 of this instruction identifies


-L
each repairable by number. These
bore
numbers are used in conjunction with
Figures 3, 4 and 5 to clarify each bushing
application. Figure 1 also specifies the
dimensional relationship of each bore to
the centerline of the crankshaft bore.
Figure 2 is a plan view of the two
bushings (with dimensions) that are re-
quired. These bushings are identified
with the letters "A" and "B" which are
also used in conjunction with Figures 3, 4
and 5 to insure correct bushing al;plica-
tion. Use AMS 4118 aluminum to
manufacture these bushings.
Figure i. Location of Repairable Gear Shaft Bores
and Shaft Bore Relationship to Crankshaft Bore
Center Line

MembetofOAMA
Page 1 of 4

~3 -´•´•1*-
Manufactuers AsMcietion
Service Instruction No. 1417

Break Edge .03


Break Edge .03~

Install this end of j Install this end of


bushing in the bushing in the
crankcase crankcase

.814 .814
Dia Dia
.815; 815

66 Dia. t 1 .66 Dia

Itssci I-l.na-l

Bushing "A" Bushing "B"

Figure 2. Bushing Dimensions

Six and driven gear shaft


eight cylinder magneto
i. With the exception of the magneto driven gear
shaft bore (Position on Figure 1) all bore bores are reworked to the dimensions specified in
Figure 3 and the bushing is installed flush with
dimensions and bushing installations are identical
the bore face. All other shaft bores are
in each respective bore on all four, six and eight gear
reworked and the bushings are installed shown
cylinder crankcases. Figure 3 specifies a bore
as

of .66 inch which is applicable to six and in the applicable illustration.


depth
eight cylinder crankcases. Four cylinder
crankcases are approximately .60 inch thick in NOTE
this area, consequently the bore is machined thru
into the number four cylinder area of the
bushing in four The face of each bore boss on
crankcase. When installing a a

cylinder magneto driven gear shaft bore the the accessory housing side of the
crankcase is thrust face. All
bushing is pressed flush with the bore face on the
the crankcase and machined flush bushings must be pressed or machined
cylinder side of
with the bore face on the accessory housing side. flush with this surface.

Bushing "A"
Assemble bushing flush
with this surface. Machine
To this depth 6 and 8 cyl. if necessary.
thru on 4 cyl.

STD-’IO Dowel
.812 See Figure 6 7 ,Countersink 900 to .76 die.
.813

.66

.010 maximum radius Press bushing ID to


Finish bushing
flush with
6 and 8 cylinder .691/.692 and to a depth
this surface
of .66 after installation of
(4 cyl.)
dowel

ENLARGE BORE TO BUSHING INSTALLATION


THESE DIMENSIONS

Figure 3. Installation of Bushing "A" in Magneto Driven Gear Bore Position R1

Page 2 of 4
Service Instruction No. 1417

.010 maximum
radius

STD-19 Dowel
Sea Figure 6

.66 Bushing "A"


Assemble bushing flush
with this surface. Machine
YI~I’ Y.’\J /‘Y~CY if necessary.

.812 Countersink 90" to .76 dia.


.813 Finish ID to
bushing
.691/.692 and to a depth
of .66 after installation of
dowel

ENLARGE BORE TO BUSHING INSTALLATION


THESE DIMENSIONS

Figure 4. Installation of Bushing "A" in Magneto Idler Gear and Fuel Pump Idler Gear Bore
Positions 12 and IY3

Bushing "B"
Assemble bushing flush
with this surface. Machine
if necessary.

Countersink
.812 900 to .76 die.
.813
STD-19 Dowel

18~ SBB Figure 6

1.28

.010 maximum radius


Finish bushing ID to .691/.692
and to a depth of 1.25

after installation of dowel

ENLARGE BORE TO
THESE DIMENSIONS
BUSHING INSTALLATION

Figure 5. Installation of Bushing "B" in Crankshaft Idler Gear Bore Position 14

2. A STD-19 dowel is used to secure the bushings ing U45 drill bit (.0820 diameter), drill the dowel
a

inplace. This dowel can be installed in any radial hole to a depth of .19. Finish ream the dowel hole
position, but it must be installed at the depth and to a diameter of.088 .089 and a depth of.16 inch.
angle specified in the applicable illustration. Us- Press in the dowel. See Figure 6.

Page 3 of 4
Service Instruction No. 1417

3. Oilsupply passages for these gear shaft bores into the gear shaft bore. Redrill these oil passages
originate in the rear main bearing bore of the .1875 dia. thru the bushing into the bore (See
crankcase. With the exception of the magneto Figure 7).
driven gear shaft bore (Position l)in four cylinder
crankcases all oil supply passages are drilled
.1875 inch diameter thru into the gear shaft bore. 4. Figures 3, 4 and 5 also specify the finish ID of
The oil supply passage to the magneto driven the bushing. After the STD-19 dowel is pressed
gear shaft bore of four cylinder crankcases is drill- into place and the oil passages are opened,
ed.1875 dia. approximately two inches into the countersink the ID of the bushing 900 to a
crankcase and drilled .081 the remainder of the diameter of .76 inch and machine the bushing to
distance into the gear shaft bore. Redrill the .081 the specified ID and depth. Finished bushing ID’s
orifice thru the bushing into the gear shaft bore. must be square with the rear face of the crankcase
Do not redrill the .1875 dia. passage. Six and eight within .0005 inch per inch. Figure 1 specifies the
cylinder, magneto driven, gear shaft bore oil dimensional relationship of the centerline of each
passages and oil supply passages to positions 2 gear shaft bore to the centerline of the crankshaft
and 4 on all crankcases are drilled .1875 dia. thru bore. These dimensions must also be maintained.

300 /C Drill .082 dia. to a

depth of .19
Ream .0881.089 dia. to
B depth of .16
.19
Press in STD-19 Dowel

Radial position of dowel is


optional at this depth and
angle.

Figure 6. Installation of STD-19 Dowel All Positions

Redrill .1875 dia. thru


bushing into bore. IrPositiqn2
(6 and 8 cyl.) \Y I I C Redrill .1875 die. thru
bushing into bore.
Position 1

Redrill stepped
passage .081 die. thru
bushing into bore.
(4 cyl.)

Position 4
Position 3

Figure 7. RRdrilling Oil Supply Passages

Page 4 of 4
C) LYC O M I 1\1 G VV I L L I A M S P O R T D I V I S I ON
AV C n C O R P n RATION
VV I L L I A NI S F" 0 F~ T, F> E 1\1 1\1 S Y LVA f\l 1 A 17701

(L)
DATE: March 26, 1982 Service Instruction No. 1418
Engineering Aspects are
FAA Approved

SUBJECT: Combustion Chamber Cleaning Procedure

MODEL AFFECTED: All Avco Lycoming Piston Engines.

TIME OF COMPLIANCE: As required.

Numerous reports from the field, along with tests WARNING


conducted at Avco Lycoming show that cylinder
head combustion deposits which are mainly caused Walnut shells (Type 12/20 Grit 17) are
by tetraethyl lead in fuel can result in fouled spark the only blasting material approved for use
plugs or an indication of a reduction of engine per- with the cylinder cleaning procedure.
formance. While combustion chamber deposits form
in all engines, the degree is affected by the type of PART I
operation, such as training or short flights, poor fuel
management, improper leaning, and ~the amount of Anytime an indication of a reduction of engine
tetraethyl lead in the fuel, performance is determined to be the result of com-
bustion deposit buildup, the following procedure
may be followed:
In view of this condition Avco Lycoming has bor-
rowed an approved and proven walnut shell blasting WARNING
procedure from our turbine division. This procedure
allows cleaning of the combustion chamber without Make certain that the ignition switch
removing the cylinder assemblies from the engine. is in the off position and the
Normal trouble shooting procedures such as an in- magneto switch wires are connected to the
spection of the induction system, air filters, car- magneto and switch. This will prevent
buretor heat; if applicable, throttle and mixture con- accidental firing of the engine as it is
trols, fuel metering device for over-rich or over-lean rotated.
conditions, magnetos, spark plugs, valve clearance,
cylinder compression and calibration of tachometer i. Remove intake and exhaust pipes. This step is
and manifold pressure gauge should be accomplish- not mandatory but in order to insure that both the
ed before proceeding with this cleaning procedure. intake and exhaust valves closed
are during the
Part I of this instruction explains the procedure us- cleaning operation, it is a recommended part of
ed to prepare and clean the combustion chambers on the procedure.
applicable engines. Part II defines parts required to
assemble an inexpensive blast gun, and lists 2. Remove spark plugs from the cylinder to be
assembly instructions. cleaned.

Member of OAMA

Page 1 of 5
Service Instruction No. 1418

3. Cover the and accessories with a drop


engine, recommends the use of a boroscope to

cloth, canvas tarp other suitable material. Seal


or determine when the combustion chamber
the crankcase breather, this will keep loose par- is completely clean.
tides from being blown into the crankcase.
7. Using air pressure and the vacuum cleaner
4. Rotate the engine moving the piston thru the hook up, clean the cylinder of any residue of
intake stroke until both valves of the cylinder to walnut shells and combustion deposits. Walnut
be cleaned are closed, Valve position can be shells can be reused if care is exercised to insure
observed thru the intake and exhaust ports if the they are not contaminated by material other than
that removed from the cylinder during the clean-
pipes are removed. A compression gage or similar
method can also be used to determine if both ing operation.
valves are closed.
8. Replace the spark plugs. This will keep foreign
WARNING material from entering the cylinder while the re-

maining cylinders are being cleaned.


Due to the abrasive quality of walnut
shells, the operator, or anyone in the
9. Rotate the engine and clean the remaining
vicinity, should have a full face shield cylinders using the same procedure.
and have no bare skin exposed during
10. Reassemble the engine, using new gaskets as
the blasting operation.
required.
NOTE
11. Remove the seal from the crankcase breather.

We recommend that a vacuum cleaner


12. Make an entry in the engine logbook for future
be connected to the lower spark plug port, establish the
reference, this will enable you to
this will pull most of the used material
engine operating time required for the lead build
from cylinder during the blasting
the
up to recur.
procedure. A used spark plug may be
drilled through to make a vacuum cleaner NOTE
hose adapter.

Approximately I gallon of walnut shells


5. Using approximately 80 Ibs. psi air pressure, this
is sufficient to complete cleaning
insert the blast nozzle into the top spark plug port operation if the walnut shells are reclaimed
and open the air valve. thru a clean vacuum system.

6. Slowly rotate the blast nozzle in the spark PART II


plug port until all lead deposits are removed.
Approximately 5 minutes of blasting; alternating Parts illustrated in Figure 1 of this instruction
from the bottom to the top spark plug port should will enable you to assemble a suitable blasting gun,
remove all deposits from the combustion These parts are available in most hardware or plum-
chamber. The vacuum cleaner hook up should be bing supply stores.
attached opposite spark plug port during
to the
the blasting operation. A source for bags of walnut shell blasting material

NOTE
COMPOSITION MATERIALS INC.
If the intake and exhaust pipes are not 26 Sixth Street
removed, it may be difficult to insert Stamford, Connecticut 06905
the cleaning nozzle into the bottom spark
plug port. However, it is possible to Order Type 12/20 Grit 17
clean the combustion chamber from the
TELEX: 131454
top spark plug port but Avco Lycoming PHONE: (203) 324-0000 or

Page 2 of 5
Service Instruction No. 1418

318" x 114" BUSHING


II E~chl

DRILL 114" THRU


THIS FITTING ONLY

114 NPT x 1/4" COMPRESSION COUPLING


r 12 Each)

(4" LENGTH 318" FAUCETTUBE


ii..

c-’ 1 111 ~t
\C’
114"AIR VALVE
(1 Each)

~e
318" x 1.1/2" NIPPLE
(2 Eschl

112" FAUCET SUPPLY NUT


(1 Eachl

112" x 318" BUSHING


(1 Eachl

AIR COUPLING
(t Eachl

1 3/8" TEE
(1 Eachl

Build Suggested Blasting Gun


Figure 1. Individual Components Required to

Blast Gun Material

DESCRIPTION
QUANTITY

2
1/4 NPT x 114" Compression Coupling
3/8"x 1/4" Bushing

1
318" Tee

2
3/8"x 1-1/2" Nipple
112" 318" Bushing
x
1
1
112" Faucet Supply Nut

1
3/8" Faucet Supply Tube
1/4" Copper Tubing 5-1/2" Long
1 PC
1/4" Valve

1
Air Connector Coupling
5/8" ID Clear Plastic Hose
4 to 6 ft.
2
1" Hose Clamps
1/2" Copper Tubing
3 in.
1/2" Copper Tee
1
1 Gal. or Larger Metal Can
1

Page 3 of 5
Service Instruction No. 1418

ASSEMBLY INSTRUCTIONS SUPPLY TANK DESCRIPTION


AND ASSEMBLY

1. Drill a 114" hole completely through one of the


Any suitable metal(l gal, or larger) container may
1/4 NPT x 1/4" compression couplings.
be used. Use a 112" copper tee and pipe, solder or

2. Assemble one end of the 114" tube into the braze into bottom of the tank as shown in Figure 3.
unmodified 1/4 NPT x 1/4" compression coupling
NOTE
and tighten.
Do not block off tee as this is a vent.
3. Pass the tubethrough the drilled out 114"
A better pattern of shells may be
compression coupling but do not tighten at this
obtained by blocking off part of the
time.
vent opening with piece of tape.
4. Place one of the 3/8" x 1/4" bushings on the See Figure 3. We recommend experiment-
tube and tighten to the compression coupling. ing with the vent opening size until the
best spray pattern is achieved.
5. Slide tube through coupling and extend ap-
A heavy walled clear plastic supply hose is prefer-
proximately 4-318" past the end of the inner
nut. See Figure i. The tube should end in red. However, any correct size hose that won’t col-
coupling
the chamber of the 1/2 x 3/8" bushing. See Figure lapse from the suction required to pull the walnut
2. shells from the tank can be used.

6. Using Figure 1 ~and 2 as a guide, finish There are many and varied ways and materials
assembling the blast gun. that could be used to manufacture a similar blasting
gun and achieve the same results. However, Avco
7. The 3/8" faucet supply tube comes in various Lycoming has used a gun such as described in this
lengths. We recommend bending the tube as instruction with excellent results.
shown in Figure 1 prior to cutting it to length.
If you decide to make a gun of your own design,
NOTE please take note that the 1/4" air tube must extend
into a larger area such as the 1/2" x 3/8" bushing as

Care must be exercised when bending the walnut shells must pass out the nozzle around
the tube. To prevent crimping the tube, the tube and that this larger area creates a suction
a suitable tube bending tool must be used. effect. See Figure 2.

114" COPPER TUBE MUST END IN


THE CHAMBER CREATED BY
"211EHT
x 318" BUSHING~
1
Connect The 5/8" ID Plastic Hose:
From The Walnut Shell Supply Tank
To This Fitting
7) /ft.

:i

~-a

Figure 2, View of Assembled Blast Nozzle

Page 4 of 5
Service Instruction No. 1418

1 GAL. OR II~
LARGER METAL
CONTAINER

WALNUT SHELL FLOW


TO BLASTING NOULE
CAN BE CONTROLLED
BY BLOCKING A PORTION
OF THIS VENT WITH
TAPE

112" ID COPPER
TUBING AND TEE

1" HOSE CLAMP


HEAVY WALLED
CLEAR PLASTIC
HOSE

Figure 3. View of Walnut Shell Container

Page 5 of 5
~7AVe0 LYCOMING WILLIAMSPORT DIVISION
AV C Q C O ct F> n R AT i n N
VV ILLIANI~PO R~T, F~ENI\ISYI \/ANIA 17 /Q’1

(L)
DATE: August 26, 1983 Service Instruction No. 1420
Engineering Aspects are
FAA Approved

SUBJECT: Fuel Pump Drive Spline Lubrication.

MODELS AFFECTED: All Avco Lycoming reciprocating aircraft engines equipped with AN

type gear driven fuel pump.

TIME OF COMPLIANCE: As required.

As a means of reducing wear on fuel pump drive spline, it is recommended that Texaco Molytex type "O"

(or equivalent) grease be applied to drive spline before assembly of pump to engine.

21635 This number for Avco Lycoming reference only.


Member ot GAMA

8 GenerdPubtion
Maufachras As´•ocistion
~IA\ IC O LYC O M I N G VV I LLI ANI S PO RT D I V I S 1 ON
AVCr 1 ~ORP( )HATlr II~
VV I LLI A N1 S P 0 R T, P E 1\1 1\1 S Y LVA I\J I A 17 /01

(Li
DATE: Janusrv 28, 1983 Service instruction No. 1423
Engineering Aspects are
FAA Approved

SUBJECT: Thermostatic Oil Cooler Bypass Valve PIN 75944

MODELS AFFECTED: All Avco Lycoming Reciprocating Engines using a Thermostatic Oil
Cooler Bypass Valve P/N 75944.

TIME OF COMPLIANCE: At next oil change.

A recent manufacturing improvement has been 2. With the seat and nut separated, insert a wire
made by using Loctite and crimping the valve seat of approximately .050 .060 thick or a large wire
retaining nut. Avco Lycoming recommends that paper clip around the shaft, Release the valve
this be accomplished on all thermostatic valves seat. Take another piece of wire or paper clip and

presently in service, insert it through the safety wire holes in the valve
hex head as shown in figure 2.
Before Loctite can be applied to the valve seat re-

taining nut, it must be cleaned with


methyl ethyl 3. Pour an amount of Loctite -290 into a bottle
ketone or a comparable solvent. Do not use lacquer cap or other small container to a depth of about
thinner or ether as either one will damage the viton 118 inch.
seal in the valve seat.
4. Immerse the crimped portion of the nut into
1. To separate the seat and retaining nut hold the the Loctite for 1 to 2 seconds. Keeping the valve
valve assembly in one hand and compress the suspended’ by the wire in the hex head, hang it in
valve spring with the forefinger and thumb. (See this position for at least 2 hours to allow the Loc-
figure i.) tire to cure.

Member ct GAMA

General Aviation
Marmtacturers Association Page 1 of 2
Service Instruction No. 1423

NOTE

Once the nut has been immersed in Loctite, it must be maintained in a perfectly vertical
position (nut down) at all times until the Loctite is cured. If the Loctite is allowed to get
on any part other than the nut end, it will render the valve inoperable.

5. After the Loctite has cured, remove the wire for applicability.
from between the valve seat and nut. Repeat the
Whenever a thermostatic valve has been treated
procedure in figure 1 to assure that the valve
with Loctite in the field, the letter "L" (appmx-
operates freely,
imately 1/4-incfi high) should be vibro-peened on the
hex head, below the part number, to indicate com-
The hex head of the valve barrel will have one of piiance with this Service Instruction, (See Figure 4,)
three designations to indicate whether the valve has This procedure should then be recorded in the
been previously secured with Loctite. See figure 3 logbook.

2-

i i

v;

Figure 1.

Figure 2.

as,75944
75944
5944-

LOCTITE APPLIED BY MANVFACTURER-OISREGARD.

O 75944
Figure 4.

LOCTITE NOT APPLIED BY MANUFACTUAER SERIAL NUMBERS UP


TO ANO INCLUDING S/N t 24418 MUST HAVE LOCTITE.

Figure 3.

Page 2 of 2
LY C O N1 I 1\1 G \n/ I LL I A rvl S P O R T O I vl SION
AV C C1 C O R P n R A Tr cl r~
VVILLIANISPaR"T, 1 /701

(Li
DATE: October i. 1982 Service instruction iVo. 1424
Engineering Aspects are
FAA Approved

SUBJECT: Installation Procedure for P/N 78290 Hydraulic Tapper/Plunger


Assemblies

1LIODELS AFFECTED: AIlAvco Lycoming reciprocating engines e~cept: 0-235 series;


0-320-H series: 0. tO. TO. LTO-360-E series: and TfO. TIGO-j41
series.

TIIME OF COMPLIANCE: Any time new hydraulic cappet plunger assemblies are installed.

Whenever a new plunger assembly is installed. the following steps should be undertaken to insure that the
plunger does not stick in the
collapsed position.

PART I AT ENGINE ASSEMBLY PRIOR TO ADDING OIL


(Plunger Assemblies Installed Dryt

(1) Set dry tappet clearances. as described in (4) Push on push rod end of rocker with
the applicable overhaul manual. chumb check hydraulic plunger spring
to

action. If spring action is present. no fur-

least ten (10)


cher action is required.
(2) Rotate engine at complete
revolutions.
151 if spring action is felt. remove and
no

replace plunger assembly and repeat pro-


(3) Return each piston to TDC. compression cedure of setting dry tapper clearance:
stroke. as requited to set dry tapper rotate engine and check for spring action
clearance. on replaced unit.

PART II WHEN REPLACING PLUNGER ASSEIMBLIES IN ENGINES


INSTALZED TN AIRCRnFT

Accomplish seeps I through i as previously through the 10 revolutions as in Step you


described in Part I of this Instruction. may not be able to"feel" the spring action of
che plunger. As a result. the rocker arm will not
yield when pushed This is normal and if this
Recognizing that it is possible to pump up the on.

plunger with oil while turning the engine condition e.uists. no further action is required.

Page 1 of 2
53 Mauiecn*a~
Service Instruction No. 1424

If, however. the rocker arm will MOVE when NOTE


grasped pushed Cirmly
or witha rocking or

pivoting motion and no spring action is felt. Do not attempt to reuse any plunger
remove and replace the plunger assembly and assembly that has been stuck in the col-
again accomplish steps in Part I and Part 11. lapsed position. Refer to the latest edition
of Service Instructions Nos. 1011 and
1193 Tor further details on Plunger
Assemblies -Hydraulic Tappets.

Page of 2
Lycoming I SERVICE
Williamsport,PA 17701 U.S.A.
IINSTRUCTION

1988 Service Instruction No. 1425A


DATE: January 19,
(Supersedes Service Instruction No. 1425)
Engineering Aspects are
FAA Approved

SUBJECT: Suggested Maintenance Procedures to Reduce the Possibility of Valve


Sticking.

MODELS AFFECTED: All Textron Lycoming Reciprocating Engines.

TIME OF COMPLIANCE: As required.

Field experience has shown that engine oil con- is important for keeping dirt
also from ac-

of sticking cumulating in the oil supply. Therefore, the entire


tamination increases the possibility
andlor stuck valves. This situation occurs when the air induction system should be well sealed to pre-
contaminants in the engine lubrication oil become vent the entry of unfiltered air.

deposited on the valve stems, restricting the valve


movement, and resulting in intermittent; engine important that the cooling air baffles
It is also

hesitation or miss. If corrective action is not taken and baffle strips be in good condition to prevent
to remove the deposits, a valve could become stuck localized overheating problems.
causing engine damage.
When the aircraft cannot be flown frequently, the
Since the rate of oil contaminant accumulation is oil should be changed even sooner than the 50-hour
increased by high ambient temperatures, slow flight interval. The oil should then be changed every 25
with reduced cooling, and high lead content of fuel, hours to eliminate moisture and acids that collect in

owners and operators experiencing these


conditions the oil of an inactive engine. For aircraft that are not
flown for of time, the oil should be
long periods
are encouraged to consider the following sugges-
tions for operation and maintenance if they have ex- changed every four (4) months, if the aircraft is not
flown at least 25 hours within this 4-month period.
perienced valve sticking.
Short ground runs should be avoided.
PART I OIL AND FILTER CHANGES
Exposing the engine to sudden cool down, as in a
The prime cause of valve sticking is the accumula- rapid descent with the power reduced, or shutting
tion of harmful contaminants in the oil and oil filter. the engine down before it has sufficiently cooled
Textron Lycoming recommends 50-hour interval oil down can also induce valve sticking.

change and filter replacement for all engines using


full-flow filtration system and 25-hour intervals for PART Il

oil change and screen cleaning for pressure screen


Investigations have shown that exhaust valve
systems. Opera ting the engine with a clean air filter

Page 1 of 4

O Manufactu,´•c?l´•s Association
Service Instruction ~io. 1425A

hot ambient exactly the location from which it


sticking occurs more frequently during same

conditions. The lead salts that accumulate in the was removed. Pay particular attention to
valve stem keys. These tend to wear in
lubricating oil from the use of leaded fuels con-
tribute to the deposit build up in the valve glides. uniform distinctive patterns, and should
are mostly eliminated each time
the oil and be returned to the same position as they
They
are changed. Depending
filter on the amount of were before removal.

deposits, sticking between the valve stem and guide


can restrict the valve movement. This condition is 4. Position crankshaft just after bottom center on

often identified by an intermittent engine hesitation the intake stroke.

or miss.
6, :;lsert about 8 feet of 3i8 inch nylon rope
with any of the following conditions through the spark I,lug hole; then turn the
Operating
present can promote deposit build-up reducing valve crankshaft until the piston moves the rope snugly
guide clearance and result in valve sticking. against the exhaust valve.

a. High ambient temperaturt?s (a) An alternate technique for holding the


valve in position is with air pressure using shop air

b. Slow flight vvit~l reduced cooling and a compl´•ession check fitting.

c. High lead content of fuel CAUTION

If any of the above is present or hesitation is The piston is held at bottom dead center
observed, then inspection and cleaning is recom- by firmly holding the propeller to prevent
mended (Refer to Part III of this instruction). In- the engine from turning when air pressure

spection and cleaning intervals can only be deter- is applied through the differential com-
mined as a function of individual operating condi- pression device to the combustion
tions. chamber.

PART III CLIEANING PROCEDURE Use gloves or rags to protect the hands
while holding the propeller blade. Also,
1. Remove allspark plugs andlor exhaust before attaching the compression tester,
be used to reseat check the air supply regulator to make
manifold. If compressed air is to
valve, the exhaust manifold should not be removed, surethe air pressure to the cylinder is not
excessive.
2. Remove rocker box cover and gasket from

cylinder. 6. Compress the exhaust valve spring and remove


valve keys. (The rope or air pressure inserted in the
3. On all engines except the 76 series, push out combustion chamber in the preceding step prL,rides
exhaust rocker and rotator a base to support the valve in the event
the keys
rocker shaft to remove

cap. On 76 series engines, remove rocker box covers, tend to stick.)


rocker arm retaining nuts, rocker arm fulcrums,
spacer washers, and rocker arms. 7. nylon rope or bleed off the air
Remove the
pressure and insert light through the upper spark
CAUTION plug hole. Then start pushing the valve from its
guide. Before the valve stem is free from the guide,
Physically separate and identify by secure it falling into the cylinder with
from

cylinder and valve location, the valve mechanical pickup f’ingers, working through the
train components as they are disassembl- spark plug holes andlor exhaust port. ~s shown in
ed, so that each part may be I´•einstalled in I’ig. 1.

Page 2 of 4
Service Instruction No. 1425A

11. Wash the guide with Varsol or equivalent sol-


vent and blow out with compressed air. Check the
ID of the valve guide using the correct plug gage.
Inspect the reamed hole to determine if the reamer

has cut all the way to the exhaust port end of the
guide; if it has not, and the exhaust port end of the
hole appears dark colored it, is evident the guide is
bell-mouthed and should be replaced. Lubricate
valve guide.

3$
ti~l YI
Figure 1. View Through Exhaust Port Showing
Mechanical Fingers Holding Valve Stem

8. Move the valve (secured by the mechanical


fingers) completely out of the guide and position it
away from the guide to avoid interference when the
guide is reamed. See figure 2.

NOTE

Refer to Textron Lycoming, Service Figure 2. View Through Exhaust Port Showing
Table of Limits and Torque Value Recom- Mechanical Fingers Supporting Exhaust Valve
mendations, SSP1776 or latest revision Away From Guide
thereof, for valve guide dimensions when
selecting a reamer. See special tools sec-

tion of this instruction for reamer part 12. Using a magnetic pencil (reference Special
numbers. Tool List) and flexible mechanical fingers, position
tip of valve in guide and very carefully work the
9. Place ordinary cup grease on the flutes of the valve back into its guide. Extreme caution should be
reamer, so the deposits will be removed with the exercised during this operation, making sure the
reamer. valve is placed within the guide and not cocked, as
damage could be done to the guide or valve.
10. Work the reamer by hand and make sure cut-
ting position has gone through entire length of CAUTION
guide. The one-inch pilot should be completely visi-
ble through the exhaust port or through spark plug Never use the piston to push the valve
hole using a dental mirror, through the guide.

Page 3 of 4
8eru-ic~ Instruction luo. 42~t2

13. Install valve springs and valve spring seats in per alignment to assure correct dry tap-
same position as removed. Compress valve spring pet clearance. Misalignment could result
and install keys in their respective position. In some in engine damage.
cases it has been found that when the valve spring is
17. Make sure flashlights, ropes, etc, have been
all
compressed, the valve slides down the guide, mak-
removed from within the cylinder before proceeding
ing it impossible to install thekeys. If this condition
the nylon rope (steps 4 5) to hold to the next cylinder.
exists, reinsert
valve firmly on its seat while installing valve keys.
!p~ Icstall spark plugs (Install exhaust manifold
lifter and clean free of all after all exhaust valve guides are cleaned).
l´•t. Remove hydraulic
oil, inspect for any malfunction. Clean ID of cam
~IOTE
follower reinstall hydraulic lifter.

Any available reamer that is of the cor-


15. Install push rod, then rotating cap, rocker arm
rect dimension can be used for this valve
and shaft.
guide cleaning procedure. The following
special tools section lists all l’extron
16. Install rocker box cover and new gasket.
Lycoming valve guide leamers along with
the reamer dimensions and corresponding
CAUTION
plug gage. X’leamers are manufactured
During reassembly valve train com- with cutting tips made froln various
ponents must be replaced in their original materials to ream valve guides made from
location. On 76 series engines, give different materials. Always consult Tes-
special attention during reassembly to tron Lycoming Tool Catalog SSP-578, or

alignment of rocker arms, spacers and the latest revision thereof, for the correct
rocker arm fulcrums with the rocker arm reamer when finish reaming a newly in-

retaining stud. All parts must be in pro- stalled valve guide.

SPECIAL TOOLS REQUIRED:

Lycoming
PIN Nomenclature ?lug Gage

64684 Reamer.40401.4050 Finished ID 611614

Reamer.4370/4380 Finished ZD ST-26


ST-27
Reamer.43751.4385 Finished ID 64901
64900
Reamer (Ni-Resist) .49851.4995 Finished ID 64927
ST-113-1
ST-113-2 Reamer (Ni-Resist) .49851.4995 Finished ID 64927

Reamer (Ni-Resist) .49951.5005 Finished ID ST-155


ST-143-1
ST-143-2 Reamer ~Ni-Resist) .49951.5005 Finished ID ST-155
Reamer (Ni-Resist) .50001.5010 Finished ID ST-314
ST-309-1
ST-309-2 Reamer (Ni-Resist) .5000/.5010 Finished ID ST-314

ST-315 Reamer (Bronze) .50001.5010 Finished ID ST-314

ST-338 Reamer (Hand Expansion) .50001.5010 Finished ID ST-314

ST-25 Compressor, Valve Spring and Bar tall engines except


76 series and TIG-541
ST-266 Compressor, Valve Spring and Bar (TIO/I’IGO-541)
ST-´•119 Compressor, Valve Spring and Bar (76 Series)
A E’lexible Two-Prong Mechanical Finger
A (pencil) Magnet (Nlaximum diameter 318") capable
of reaching a minimum of 4"

NO’I’E: Revision "A" adds changes for oil and filter recommendations.

Page 4 of 4
SERVICE
Reciprocating Engine Divisionl
Subsidiary of Textron Inc.
652 Oliver Street
Williamsport,PA 17701 U.S.A.
INSTRUCTION

DATE: February 8, 1993 Service Instruction No. 1427B


(Supersedes Service Instruction No. 1427A
and Service Instruction No. 1124B)
Engineering Aspects are
FAA Approved

SUBJECT: Textron Lycoming Reciprocating Engine Break-in and Oil Consumption


Limits

MODELS AFFECTED: All Fixed Wing and Rotory Wing Aircraft (Horizontal Installations Only)
with Textron Lycoming Reciprocating Aircraft Engines Installed.

TIME OF COMPLIANCE: i. When installing factory overhauled, remanufactured or new Textron


Lycoming engines.

2. After held overhaul (field overhauled engine or engine with piston ring
change after one or more cylinders are honed or replaced).

3. When one or more cylinders have rings replaced or cylinders are

replaced (requiring new rings).

NOTE

All engines that have had initial run-in conducted in a test cell (in-
eluding all Ilextron Lycoming factory new, remanufactured and
overhauled) should proceed directly to the FLIGHT TEST section of
this Service Instruction that is applicable to your aircraft.

Ideally,newly overhauled aircraft engine should be


a should be properly tested after it has been installed
tested in a operating conditions can be
test cell where in the aircraft. If the engine is run in the aircraft, it
closely monitored. If the engine is test cell run, the should still use a club propeller for proper air flow cool-
engine must have intercylinder baffles in place, cool- ing. However, the aircraft propeller may be used. In
ing shroud and club propeller to provide engine RPM either case, the intercylinder baffles must be in place.
requirements. Where a test cell is not available, the The engine to cowling baffles must be new or in good
engine should be tested on a test stand with a club pro- condition to assure proper cooling air flow differential
peller andcooling shroud. However, it is not always
a across the engine. The cylinder head temperature gage,

convenient to test an engine in this manner. oil temperature gage, oil pressure gage, manifold
pressure gage and tachometer must be calibrated to
if a test cell or a test stand is not available, the engine assure accuracy.

General Ayiation
Manufacturers Association Page 1 of 6
Service Instruction No. 1427B

The purpose of a test cell or ground run test if done 2. It is particularly important that the cylinder
in the aircraft is to assure that the engine meets all head temperature gage, oil temperature
specifications, RPM, manifold pressure, fuel flow and gage, oil pressure gage, manifold pressure
oil pressure. The oil cooler system must hold oil gage, and tachometer be calibrated prior to
temperatures within limits shown in applicable Textron testing.
Lycoming Operator’s Manual.
3. Engine accessories, such as the fuel pump,
NOTE fuelmetering unit, and magnetos, should be
overhauled in accordance with accessory
Extended ground operation can cause ex- manufacturer’s recommendations, or replac-
cessive cylinder and oiltemperatures. Prior ed with new units before testing engine. This
to start of aground run, the oil cooler system applies to overhauled engines only.
should be inspected for metal contamination
and be free from air locks. When the engine
oil is at operating temperature, oil goes CAUTION

through cooler first then through oil filter.


If a previous engine failed, the oilcooier, pro- CHECK THAT ALL VENT AND
BREATHER LINES ARE PRO-
peller and governor may be contaminated
and should be replaced cleaned and in- PERLY INSTALLED AND
or
SECURED AS
DESCRIBED IN
spected by an approved repair facility.
THE AIRFRAME MAINTE-
The purpose for engine break-in is to seat the piston NANCE MANUAL.

rings and stabilize the oil consumption. -There is no dif-


ference 4. Install all intercylinder baffles. Install all air-
or greater difficulty in seating the piston rings
of frame baffles and cowling.
a top overhauled engine versus a complete engine
overhaul.
5. For optimum cooling during ground testing,
a test club should be used. Where this is
NOTE
not possible, the
regular flight propeller can
The maximumn allowable oil consumption be substituted
but cylinder head
limits for aLlTextron Lycoming aircraft temperature must be monitored closely.
engines can be determined by using the
following formula: B. GROUND TEST.

.006 x BHP x 4 7~4 Qt/Hr. 1. Face the aircraft into the wind.

The following procedure provides a guideline for 2. Starttheengine andobservetheoilpressure


testing a newly overhauled engine that is mounted in gage. If adequate pressure is not indicated
the aircraft. Information on the ’’ground run after top within 30 seconds, shut the engine down and
overhaul or cylinder change with new rings" and the determine the cause. Operate the engine at
’’flight test after top overhaul or cylinder change with 1000 RPM until the oil temperature has
new rings’’ procedures are published in the applicable stabilized
or reached 1400E After warm-up,

Textron Lycoming Operator’s Manual. the oil pressure should not be less than the
minimum pressure specified in the applicable
operator’s manual.
I. FIXED WING
3. Check magneto drop-off as described in the
A. PREPARATION FOR TEST WITH ENGINE latest edition of Service instruction No. 1132.
INSTALLED IN AIRCRAFT.
4. Continue operation at 1000/1200 RPM for
1. Pre-oil the engine in accordance with latest 15 minutes. Insure that cylinder head
edition of Service Instruction No. 1241. temperature, oil temperature and oil

Page 2 of 6
Service Instruction No. 1427B

pressure are within the limits specified in


pressure, oil
temperature and cylinder head
the operator’s manual. Shut the engine down temperatures.
and allow it to cool if necessary to complete
this portion of the test. If any malfunction 3. Assoonaspossible, reducetoclimbpower
is noted, determine the cause and make the specified in operator’s manual. Assume a
necessary correction before continuing the shallow climb angle to a suitable cruise
test, altitude.
Adjust mixture per pilot’s operating
handbook.
5. Start the engine again and monitor oil
pressure. Increase engine speed to 1500 4. After establishing cruise altitude, reduce
RPM for a 5 minute period. Cycle propeller power to approximately 75% and continue
pitch and perform feathering check as ap- night for 2 hours. For the second hour, alter-
plicable per airframe manufacturer’s nate power settings between 65% and 75"70
recommendation. power per operator’s manual.

6. Run engine to full-static airframe recom- NOTE


mended power for a period of no more than
If the
engine is normally aspirated
10 seconds.
(non-turbocharged), it will be
necessary to cruise at the lower
7 After operating the
engine at full power, altitudes to obtain the required
allow it to cool down moderately. Check idle
cruise power levels. Density
mixture adjustment prior to shutdown.
altitude in excess of 8,000 feet

(5,000 feet is recommended) will


8. Inspect the engine for oil leaks.
not allow the engine to develop
sufficient cruise power for a good
9. Remove the oil suction screen and the oil break-in.
pressure screen oroil ~ter to determine any
contamination. If no contamination is evi- 5. Increase engine power to maximum airframe
dent, the aircraft is ready for flight testing. recommendations and maintain for 30
minutes, provided engine and aircraft are
NOTE performing within operating manual
specifications.
Compile log of all pertinent data
a

accumulated during both the CAUTION


ground testing and flight testing.
AVOID LOW-MANIFOLD PRES-
C. FLIGHT TEST. SURE DURING HIGH ENGINE
SPEEDS (UNDER 15" HG.) AND
RAPID CHANGES IN ENGINE
WARNING
SPEEDS WITH ENGINES THAT
HAVE DYNAMIC COUNTER-
ENGINE TEST CLUBS MUST BE
WEIGHT ASSEMBLIES. THESE
REPLACED WITH APPROVED
CONDITIONS CAN DAMAGE THE
FLIGHT PROPELLERS BEFORE
FLYING AIRCRAFT.
COUNTERWEIGHTS, ROLLERS
OR BUSHINGS, THEREBY CAUS-
ING DETUNING.
1. Start the engine and perform a normal
preflight run-up in accordance with the 6. Descend at low cruise power while closely
engine operator’s manual. monitoring the engine instruments. Avoid
ion)! descents at low manifold pressure. Do
2. Take off at airframe recommended take off not reduce altitude too rapidly or the engine
power, while monitoring RPM, fuelflow, oil temperature may drop too quickly.

Page 3 of 6
Service Instruction No. 1427B

CAUTION RPM required during break-in must be under-


taken with the helicopter on-ground and with
AVOID ANY CLOSED THROTTLE
the rotor engaged. During flight, all power
DESCENTS. CLOSED THROTTLE reductions must be made by manifold pressure
OPERATION DURING DESCENTS alone.
WILL CAUSE RING FLUTTER
CAUSING DAMAGE TO THE
Manifold Pressure Values. Some helicopters do
CYLINDERS AND RINGS.
not have red line on the manifold pressure gage
and therefore use all rated power. Some are red-
7 After landing and shutdown, check for leaks lined to airframe limitations and not to engine
at fuel and oil fittings and at engine and ac-
performance parameters. In the case of Tex-
cessory parting surfaces. Compute fuel and tron Lycoming model HIO-360-D1A, it has
oil consumption and compare the limits given
graduated manifold pressure values that can be
in operator’s manual. If consumption ex- obtained from the Textron Lycoming Operator’s
ceeds figures shown in manual, determine Manual.
the cause before releasing the aircraft for
service. The method of rotor engagement, centrifugal
clutch or manually operated belt drive must also
8, Remove oil suction screen and oil pressure be considered.
screen oil filter to check again for
or

contamination. NOTE

NOTE
Because of the difference in helicopter
models, refer to the helicopter pilot’s
To seat the piston rings in a newly
operating handbook (POH) for specific
overhauled engine, cruise the air- methods of operation for a particular
craft at 65% to 75% power for
helicopter concerning rotor engage-
the hrst 50 hours, or until oil con-
ment and manifold pressure ratings.
sumption stabilizes.

A. GROUND TEST.

II. ROTORY WING (HORIZONTAL INSTALLATIONS


1 Check that engine is serviced with proper
ONLY)
grade and quantity of oil.

Proper break-in of helicopter engines is accomplish- 2. Review the appropriate starting procedure
ed by following a sequence of steps ranging from ser- detailed in the helicopter pilot’s operating
vicing the engine on the ground to progressively in- handbook (POH).
creasing its power output during operation. Although
this Service Instruction contains detailed information 3. Position the helicopter to take advantage of
pertaining break-in, it is impossible to cover all,
to
prevailing wind to assist in engine cooling.
aspects of break-in for individual helicopter models. For
that reason, consult the pilot’s flight manual or pilot 4. Insurethatthrottle andmixturecontrolare
operating handbook (POH) for a particular helicopter at the full-off position.
model. Also, refer to the Textron Lycoming Operator’s
Manual for the engine. NOTE

Some facts should be kept in mind regarding break- In following step, if adequate oil
in of piston engines employed in helicopters. They are pressure is not indicated within 30
as follows: seconds, shut the engine down and
determine the cause.

Because helicopters always operate at a fixed


or rated engine speed, any reduced engine 5. Refer to helcopter pilot’s operating hand-

Page 4 of 6
Service Instruction No. 1427B

book (POH) for proper starting procedures, per torque, service engine with correct
Start engine and run 5 minutes at idle RPM grade and quantity of oil. (Refer to latest edi-
(1200-1450 RPM). tion of Service Instruction No. 1014.)

6. Adjust idle mixture and oil pressure as 16. Start engine and idle at 1450 RPM.
required.
17 Engage rotor, if required, and increase
7 Shut engine off. engine RPM to 2000 RPM. Warm engine to
ground-run check as described in helicopter
8. Inspect the engine for oil and fuel leaks, pilot’s operating handbook (POH).

9. If plug fouling is noted on magneto check, 18. At this time perform magneto check per
remove, inspect and test spark plugs. Clean helicopter pilot’s operating handbook (POH).
oil and lead from plug. Reinstall spark plugs
and leads. Torque as required. (Refer to B. FLIGHT TEST.
latest edition of Service Instruction No.
1042.) Start engine and warm up at 1450 RPM. Engage
rotor, if required, increase engine speed to 75%
10. Restart engine and run for 5 minutes at idle RPM. Warm up the engine and conduct a ground
speed (1200-1450 RPM). check in accordance with the helicopter pilot’s
flight manual, including magneto check.
11. Engage rotor, if
required, and increase RPM
to 50%-60% of rated engine speed for 5 NOTE
minutes with rotor blades at flat pitch (col-
lective full down). It is advisable to have two quali~ed crew
members aboard to perform the various
12. Then increase engine RPM to 80% of rated control operations and to monitor the
engine speed for 5 minutes, followed by engine instruments. All aircraft and
100% airframe manufacturer’s rated engine engine operating temperatures and
speed for another 5 minutes, provided that pressures are to be monitored. If any ex-

oil pressure is normal and that oil ceed the helicopter pilot’s flight manual
temperature is between 1800F.-2000F., with or engine and aircraft oper;lting manuals

the cylinder head temperatures between limitations, the break-in is to be discon-


3500F.-4000F. tinued until corrective maintenance has
been performed.
NOTE
1. Put helicopter into a hover mode for 10
For proper break-in, do not exceed minutes while charting manifold pressure,
4200F. cylinder head temperature. fuelpressure, oiltemperature, oilpressure
and cylinder head temperature, etc.
13. After running engine for the last 5 nlinute
segment, cool down as recommended in 2. If engine instruments prove satisfactory,
helicopter pilot’s operating handbook (POH), climb to cruise altitude.
then shut engine down.
3. Cruise at 70%-75% of engine rated power
14. Drain oil and clean the suction screen in the for 30 minutes atan airspeed that will allow

sump. Also clean oil pressure screen, or for a constant safe altitude.
replace pressure oil filter Make proper oil
pressure adjustments at this time. 4. At termination of 30 minute flight at
70%-75% power, chart manifold pressure
15. After reinstalling the suction screen and and engine temperature. Increase engine
pressure screen (or new oil filter) to pro- RPM and manifold pressure to maximum

Page 5 of 6
Service Instruction No. 1427B

limits allowed in helicopter pilot’s operating 2. Compute fuel and oil consumption. If figures ex-

handbook (POH). Maintain this power set- ceed limits, determine cause(s) and correct
ting for 45 minutes at a constant safe before releasing aircraft.
altitude.
3. Remove oil suction screen and pressure screen
5. At the end of 45 minutes, again chart (01 Oil filter). Inspect for contamination.
manifold pressure and engine temperatures.

4. After reinstalling the suction screen and


6. Return to base and hover aircraft for 10
pressure screen (or new filter) to proper tor-
minutes or cool down time recommended
que, service engine with correct grade and quan-
in helicopter pilot’s operating manual. Again tity of oil. (Refer to latest edition of Service In-
chart manifold pressure and engine struction No. 1014.)
temperatures.

C. AFTER FLIGHT-ON GROUND. After the aircraft has been released, the engine must
be operated on straight mineral oil during the first 50
NOTE hours of operation or until the oil consumption stabilizes.
(Refer edition of Service Instruction No. 1014.)
to latest
Reference helicopter pilot’s operating During this time, maintain engine power above 65%
handbook (POH) for cool-down and and insure that all aircraft and engine operating
shut-down procedures. temperatures and pressures are monitored and main-
tained within limits. Refer to NOTE under step II.B.
i. Inspect engine for leaks. FLIGHT TEST.

NOTE: Revision "B" adds engine break-in for rotary wing aircraft (horizontal installations only) and adds
the oil consumption limits formula for all Textron Lycoming aircraft engines.

Page 6 of 6
LYCOMING WILLIAMSPORT DIVISION
AVr O CORF"C)
VV I L L I A N1 5 F" 0 F~ ~r, P E f\l I\I SY LVA I\I I A 1 770 1

(L)
May 4, 1984 Service Instruction No. 11130
DATE:
Engineering Aspects are
PAA Approved

SUBJECT: Exhaust Valve Replacement

All engines incorporating exhaust valves PIN 73111.


MODELS AFFEC’1’ED:

At overhaul whenever valves are installed.


TIME OF COMPLIANCE: or new

Avco Lycoming can no longer supply exhaust valves, PIN 73111. These valves are superseded by
NIMONIC exhaust valves, PIN LW-16740.

CAUTION

NIMONIC
WHEN EXHAUST VALVES, PIN 73111, ARE REPLACED WITH
EXIIAUS’I’ VALVES, PIN LW-16740, TMI´•: EXISTING BRONZE VAI,VE
’rHE
GUIDES MUST BE REPLACED WITH NI-KESIST GUIDES. IF
BRONZE VALVE GUIDES ARE NOT REPLACED, THEY MAY WEAR
PI1E M ATU I1E LY.

"-2"
When an engine is converted in the field to accept NIMONIC valves and NI-RESIST bruides, the suffix
after the stamped cylinder assembly part number.
must be stamped

PARTS DATA:

NEW SUPERSEDED

UESCIIIPTION PAI1T NUMBER DESCRIPTION


PART NUMBER

Exhaust Valve 73111 Exhaust Valve


LW-16740

Valve Guide 72897 Valve Guide


75838
(Ni-Iiesist)

SPECIAII TOOLS REqUII1EII):

Avco I,ycoming Tool Number Description

ST-302
Valve Guide Installation Drift

NO’I~IS

For information on reaming I’IN 75838 ni-rt´•sist valve guides, refer to the latest

revision of Service Instruction No. 1200.

22039, ~2039-A, 22039-C -’l’hese numbers for Avco I,ycoming reference only.
Memberof GAMA

General AviatiM1
Manufacturers Associatl~
~s?L7AVeO LYCOMING WILLIAMSPORT DIVISION
AVCr 1 COR PnRATlr ,IV
VVI LLIANI S PO RT, PE 1\1 SY LVA N I A 1 /701

~Li
DATE: August 161 1985 Service Instruction No. 1433
Engineering Aspects are
FAA Approved

SUBJECT: Bendix Service Bulletin No. 626.

MODELS AFFECTED: All Avco Lycoming Piston Engines with Bendix S-20, S-200, S-1200,
D-2000 and D-3000 series magnetos.

TIME OF COMPLIANCE: Whenever impulse coupling assemblies are installed.

This Service Instruction is a reprint of Bendix Service Bulletin No.


626 in its entirety.

~LUEU Bendix
Aerospace
Bendix Engln~ Product~ Dlvl~lon
Jacksonville, Fl. 92245-7880

SERVICE BULLETIN Jp. 00301


Bulletin No. 626
Bate 1/16/85
Revlaed

SUBJECT: Installation of Impulse Coupling Assemblies

REASON FOR BULLETIN: To provide a revised procedure for installation of impulse coupling assemblies.

EQUIPMENT AFFECTED: All S-20, S-200, S-1200, D-2000, and D´•3000 series magnetos which use im-
pulse couplings.

MAINTENANCE SPARE PARTS AFFECTED:


None

COMPLIANCE:
At time of installation

GENERAL INFORMATION:
Reports indicate the impulse coupling cam may crack from the keyway to the outer diameter during nut tor-
quing procedures. See Figure i.

NOTE:
IF THE CAM CRACKS, A CRACKING NOISE IS AUDIBLE AND THE
NUT TORQUE REDUCES IMMEDIATELY.

Member of GAMA

General Avia~ion
Manufactvws Association
Page 1 of 2
Service Instruction No. 1433

Bendix Engine Producte Dlvleion


Service Bulletin Ne. 626
2 2 Pages
Page oi

Typical Crack
(Either Corner of Keyway)

Figure 1

DETAILED INSTRUCTIONS:
When installing the impulse coupling on the magneto shaft, first apply a thin coating of GO-JO NO-LOK*
Compound 72 to the taper of the rotor shaft. This reduces seizure of the cam assembly to the shaft.

Install impulse coupling and associated hardware following Bendix published procedures. Using a torque
wrench, tighten the castellatednut to 15 lb. ft. and install new cotter pin. If unable to install pin, tighten
nut to next castle NOT TO EXCEED 25 LB. FT. and install pin.

NOTE:
DO NOT REUSE REMOVED COTTER PIN.

CAUTION:
IF DURING INSTALLATION THE CAM SHOULD CRACK IT MUST
BE REPLACED AND NO ATTEMPT MADE TO SALVAGE THE CAM
ASSEMBLY.

WARRANTY CONSIDERATION:
Any new cam that cracks during installation will be replaced following published warranty procedure.

SPECIAL TOOLS REQUIRED:


None

MANHOURS REQUIRED:
None

WEIGHT CHANGE:
None

*(GO-JER, Inc. Akron, Ohio 44309)

Page 2 of 2
C) VVILLIAIVI SPr IRT ’C31VISlr 1~1
AVCr 1 Ct IRPnF~AT-IOI\I
VV I LLIANI ~5 F30 RT, P E 1\1 1\1 SY LVA i\l I A 1 /701

OnoOuo~VBoo
DATE: October 18, 1985 Service Instruction No. 1434
Engineering Aspects are
FAA Approved

SUBJECT: Improved Oil Pump Impeders

MODELS AFFECTED: 10-720 Model Engines using greater flow capacity oil pumps.

TIME OF COMPLIANCE: Any time oil pump impellers are replaced.

Avco Lycoming no longer supplies Impeller, P/N 78888 and Impeller, PIN 78889. Superseding Im-
parts are
peller, Pump driving, PIN LW-18297 and Impeller Assy., Pump driven, PIN LW-18299. When ordering, Kit
P/N 05K19422-S includes these parts.

NOTE

Impeller, Oil pump driving, P/N LW-18297 is nitrided case hardened and is iden-
tifiable
by the letter "N" on centerline of one tooth.l3 high x .01 deep.

Impeller and Bushing Assy., Oil pump driven, P/N LW-18299 is carburized case
hardened and is identifiable by the letter "C" on centerline of one tooth .13 high x
.01 deep.

CAUTION

NEW IMPELLERS ARE IN?’ERCHANGEABLE IN SETS ONLY. DO NOT


MIX WITH ALUMINUM OR NON-HARDENED STEEL IMPELLERS.

LW-18297
Impeller
Oil pump driving

it
LW-18299
Impeller and Bushing Assy~I
Oil pump driven
j
C c

KIT
05K19422-S

20734, 21514, 21787 These numbers for Avco Lycoming reference only.
Member of GAM~
General Aviation
Manufacturers Association
Avco Lycoming LiS:Cii~l:l
Williamsport Division SERVICE
Avco Lycoming/Subsidiary of Textron Inc.
652 Oliver Street
Williamsport, PA 17701
U.S.A.
INSTRUCTION
5/30186

DATE: April 25, 1986 Service Instruction No. 1435


Engineering Aspects are

FAA Approved

SUBJECT: PART I: Conversion from Constant Speed to Fixed Pitch Propeller


and Vice Versa

PART II: Propeller Governor Oil Line Nut and Elbow

MODELS AFFECTED: Avco Lycoming Direct Drive Engines

TIME OF COMPLIANCE: At next overhaul or earlier at owner’s discretion.

PARTI: CONVERSION

A change from constant


speed to fixed pitch and be converted to constant speed models because the
vice versa dictates
change in model designation.
a inside front of the crankshaft has not been machin-
Replacement nameplates are only issued if the ed. Also, those models with a 4-piece split front
original nameplate is lost. Refer to the latest edition main bearing andlor no oil transfer tube cannot be
of Service Instruction No. 1304. Engines may be converted.
changed from constant speed to fixed pitch installa-
tions or vice versa if the serial number on the When changing from a constant speed to a fixed

nameplate is stamped with a letter "C" to denote a pitch propeller, itis necessary to pierce a 1/8" to
model conversion and 3116" hole in (or remove) the plug behind the oil
a copy of FAA Form 337
listing all parts used with part numbers included, ’etu’" tube, and install an expansion plug in the

and a description of the conversion or alteration are front of the crankshaft. See Figure i. As in Figure 2,
accomplished. Also, the proper logbook entry if the crankshaft incorporates a 1/8" 1102 pipe plug,
should be made. In does it must be removed when making this conversion.
some cases, conversion re-

quire changing propeller flange bushings. Refer the


REAR MOUNTED PROPELLER GOVERNOR
latest edition of Service Instruction No. 1098 for ap-
propriate bushing part numbers. When changing from a fixed pitch to a constant
speed propeller, it is necessary to remove the expan-
FRONT MOUNTED PROPELLER GOVERNOR sion plug in the front of the crankshaft, and install a
plug behind the oil return tube. See Figure i. A pro-
When changing from a fixed pitch to a constant peller governor, adapter, oil line and fittings must
speed propeller, it is necessary to remove the expan- be installed. See Parts Data for application. Some
sion plug from the front of the crankshaft, and in- crankshafts for fixed pitch propellers cannot be con-
stall a plug behind the oil return tube. See Figure 1. verted to constant speed models because the inside
Some crankshafts for fixed pitch propellers cannot front of the crankshaft has not been machined.

Page 1 of 5
Service Instruction No. 1435

When changing from a constant speed to a fixed longer required and should be removed. Install the
pitch propeller with crankshafts as shown in Figure proper plugs in the accessory housing and crankcase
1, it is necessary to remove or pierce a 1/8" to after removal.
3116" hole in the plug behind the oil return tube, and
install an expansion plug in the front of the CAUTION
crankshaft. If the crankshaft incorporates a 1/8"
1102 pipe plug as shown in Figure 2, it must be WHEN PIERCING THE PLUG BEHIND
removed when making this conversion. The pro- THE OIL RETURN TUBE, BE CARE-
peller governor, adapter, oil line and fittings are no FUL NOT TO DAMAGE THIS TUBE.

REMOVE EXPANSION PLUG FOR


CONSTANT SPEED OPERATION.

INSTALLED FOR CONSTANT SPEED


OPERATION ONLY-PIERCE OR RE-
MOVE FOR FIXED PITCH.

Figure 1. Plug Installations for Propeller Conversion

IF THIS PLUG IS DAMAGED,


CRANKSHAFT MUST BE RE-
TURNED TO FACTORY FOR REPAIR.

STD-1211

1102 PIPE PLUG

REMOVE FOR
FIXED PITCH PROPELLER OPERATION

Figure 2. 1/8" Plug for Propeller Conversion

Page 2 of 5
Service Instruction No. 1435

PART II: PROPELLER GOVERNOR OIL LINE NUT AND ELBOW

As a product improvement, the propeller governor ways to identify which nut you have; (1) aluminum
oil line now comes equipped with a steel connecting nuts are anodized making them blue in color or ~2)
nut P/N AN818-6. This nut is a component of the the use of a magnet to determine aluminum from
tube assembly and has been
changed from steel. Also, the aluminum elbow at the front of the
aluminum to steel without changing the tube crankcase has been replaced by a steel elbow PIN
assembly part number. Therefore, there are two MS20822-6. See Figure 3 and Parts Data.

RnS20B22-6
STEEL ELBOW

AN818-6
STEEL NUT

1~1

:R
I
W’"4o

i
Figure 3. Propeller Governor Oil Line Nut and Elbow

Page 3 of 5
Service Instruction No. 143~

PARTS DATA:
WIDE CYLINDER FLANGE CRANKCASE MODEL ENGINES

Engine Tube Engine Tube Engine Tube


Model Assy. Model Assy. Model Assy.
0-235-E2A 75167 0-360-A1A 75166* IO-360-B 1B 75166*
0-235-G2A 75167 75166** 75166**
0-235-M1 75167 75167~ 75167~t
0-235-P2A 75167 75167´• 75167´•
0-360-A1D 75166" IO-360-B1BD LW-12920
0-320-A3B 75166* 75166** IO-360-B1D 75167
75167 75167 10-3 60-B 1E 75167
75730 75167~ IO-360-B 1F 75167
0-320-B3B 75166* 0-360-A 1F 75167 IO-360-C1B 75167
75166"* 0-360-A 1 F6 75167 IO-360-C1C 75167´•
75167+ 0-360-A1F6D LW-12920 LW-10494
75167´• 0-360-A1G 75167 LW-12213´•
0-320-B3C 75166 0-360-A 1G6D LW-12920 IO-360-C1C6 LW-12213
O-320-D1A 75166* 0-360-A1H 75167 IO-360-C1D 75167
75166** 0-360-A2A 75167 IO-360-C1D6 75167
75167´• 0-360-C1A 75167 IO-360-C1F 75167
0-320-D1D 75167 0-360-C1C 75167 IO-360-F1A 77775
0-320-E 1A 75167 0-360-C1E 75167
0-320-E 1C 75167 0-360-C1F 75167 AEIO-360-A1A 75730
AEIO-360-A1B 75167
IO-320-B1A 75167 IO-360-A1A 75730 AEIO-360-A1B6 75167
10-320-11 1C 75167 IO-360-A1B 75167 AEIO-360-A1D 75167
IO-320-B1D 75167 75730$ 75730$
IO-320-C1A 75167 LW-10494 AEIO-360-B1G6 75167
IO-320-D 1A 75167 IO-360-A1B6 75167~t AEIO-360-H1A 75166
IO-320-E 1A 75167 75167´•
IO-320-E1B 75167 LW-10494 LO-360-A1G 6D LW-12920
IO-360-A1B6D LW-12920
AEIO-320-E1B 75166** IO-360-A1C 75167´• TIO-360-A1B 77775
75167´• 7573061 TIO-360-A3B6 77775
IO-360-A1D 75167
LIO-320-B 1A 75167 LW-10494
LIO-320-C1A 75167 IO-360-A2A 75167
IO-360-A3B6D LW-12920

Used with P/N 75739 straight nipple at governor adapter set-up used with generator.

Used with P/N 75739 straight nipple at governor adapter set-up used with alternator.

Used with P/N 74070 elbow (450) at governor adapter set-up used with generator.

Used with P/N 74070 elbow (450) at governor adapter set-up used with alternator.

Used with P/N 74070 elbow (450) at governor adapter set-up used with alternator for Mooney.
Used with P/N 74070 elbow (450) at governor adapter set-up used with generator for Mooney.
Used with PIN 74070 elbow (450) at governor adapter set-up used with generator for Air and Space.

Page 4 of 5
Service Instruction No. 1435

STANDARD CYLINDER FLANGE CRANKCASE MODEL ENGINES

Engine Tube Engine Tube Engine Tube


Model Assy. Model Assy. Model Assy.
0-320-A1B 68532* 0-320-D1A 68532* 0-360-A1D 71612*
0-320-A2A 68532* 68532** (Continued) 71612**
68532 0-320-E 1A 68532 71622*
0-320-A3A 68532* IO-320-B1A 71622** 75758**
71011~ 0-360-C1A 68532"
0-320-A3B 68532* 0-360-A1A 68532* 68532**
68532** 68532** 0-360-010 68532*"
O-320-A3C 68532* 710111t IO-360-A1A 68532*
68532** 71612* 68532**
0-320-B1A 68532* 71622* IO-360-B1A 71622*
0-320-B1B 68532* 71622** 74807*
0´•320-B3B 68532" 0-360-A1C 68532* IO-360-B 1B 68532*"
68532 0-360-A1D 68532* 71622
O-320-B3C 68532** 68532** 74807

Used with PIN 75153 adapter assembly; Woodward governor.

Used with PIN 75545 adapter assembly; "AN" governor.

Used with P/N 75722 adapter assembly; Woodward governor, Colonial installations.

21043, 21043A, 2104311 These numbers for Avco Lycoming reference only.

Page 5 of 5
I SERVICE
Willlamsport Plant
Textron Lycoming/Subsidiary of Textron Inc.
652 Oliver Street
Williamsport, PA 17701 U.S.A.
INSTRUCTION

April 24, 1990

Supplement No, 1

For

Service Instruction No. 1435

This supplement for Senrice Instruction No, 1435 authorizes the use of a nexible hose in place
of the existing stainless steel tube assembly for the propeller governor oil line on engines with
rear mounted governors.

The following are Textron Lycoming tenon hoses with steel braiding and Eiresleeving conform-
ing to FAA TSO-C53A Type "D" specifications which must be used for this installation, It
is required that they be ordered by specific lengths.

PART NUMBER I,D. LENGTH FITTING

LW-12799-6S-360 3/8" 36 inches Straight


LW-12799-6S-380 3/8" 38 inches Straight
LW-12799-6S-400 3/8" 40 inche’s straight
LW-12799-6S-420 3/8" 42 inches Straight

Installation is as follows:

a, Determine proper hose length from table above as required for your particular installation.

b, No sharp bends are permissible, Ascertain that no "kinks" exist while routing and clamping hose,

c. Hose must not be routed near a heat source, such as any portion of the exhaust system.

d. Hose is to be clamp supported to the engine (not to an airframe component) at a minimum of two locations,

e. No clamping to cylinder head drain back tubes is allowed.

f. After installation is complete, ensure that hose is not pinched. Make certain that engine motion during start-

up and shutdown does not pull or pinch the hose.

General PP~iation
Manufectuera Association Page 1 of 2
Service Instruction No. 1435, Supplement No. 1

NOTE

If -5 (5/16") fittings have been installed on some standard cylinder flange crankcase
model engines, the propeller governor drive fitting and front crankcase fitting must
bechanged to the appropriate steel ~tting to accommodate the new -6 (3/8’’) line. When
re-installing new stainless steel tube assembly, appropriate -5 steel fittings must be
re-installed.

CAUTION

IT IS MANDATORY THAT THIS FLEXIBLE HOSE BE


REPLACED AT EACH OVERHAUL.

When this engine modification is accomplished, Textron Lycoming recommends that a copy of the approved
FAA Form 337 plus the proper logbook entry become a permanent part of the aircraft records.

P/N M520822-6
ITypical)

~"(;/.2´•6

//i) 9I
i
i" ai
i3iiC i Approximate
Clamp Location
For Hose

j ’3‘ Installation

iI
I ‘3 ii
\\i
’3

´•:rl~$
P/N 74070
Sfeel Nipple
P/N 75739
(Typical)
Chart on

Figure i. Routing, Fittings and Clamping Detail

23582 This number for Textron Lycoming reference only.

Page 2 of 2
Avco Lycoming n~titT´•l:l
Williamsport Division SERVICE
Avco Lycoming/Subsidiary of Textron Inc.
652 Oliver Street
Williamsport, PA 17701 U.S.A.
7171323-6181
INSTRUCTION

DATE: August 15, 1986 Service Instruction No. 1437


Engineering Aspects are
FAA Approved

SUBJECT: Engine Timing Marks

MODELS AFFECTED: All Avco Lycoming Direct Drive Engines

TIME OF COMPLIANCE: Each 100 hour inspection.

During each 100 hour inspection, Avco Lycoming mark on the front face of the starter ring gear sup-
Textron recommends the use of one of two methods port lines up with the small dot (hole) located at the
for checking alignment of engine timing marks prior two o’clock position on the front face of the starter
to timing magneto to engine. Bendix gear housing. See Figure 1. Leave the
crankshaft in this position until the magneto timing
NOTE has been checked and any corrections to the timing
have been made.
Refer to the applicable Operator’s Manual;
Section 2 for correct advance timing mark The second method requires bringing the No. 1
and Section 5 for correct magneto to engine cylinder into the compression stroke in the same
timing procedures, manner as in the first method. Then
clamp the igni-
tion timing pointer (Avco Lycoming Tool PIN
WARNING 64697) on the appropriate advance timing mark on
the back face of the starter ring gear support as
TO ELIMINATE THE POSSIBILITY OF shown in Figure 2. Continue rotating the crankshaft
THE ENGINE STARTING WHILE until the ignition timing pointer and the split line of
TURNING THE PROPELLER BY the two crankcase halves align. Leave the
HAND, INSURE THAT THE MAG- crankshaft in this position until the magneto timing
NETOS ARE GROUNDED AND THE has been checked and any corrections to the timing
FUEL METERING DEVICE IS LOCKED have been made.
INTO THE IDLE CUT-OFF POSITION.
In addition, a further
inspection should be made
The first method requires removing a spark plug to determine that the alignment is still correct as
from No. 1 cylinder and placing your thumb over the manufactured by making sure the starter ring gear
spark plug hole. Rotate the crankshaft in the direc- is still in it’s original installed position and has not
tion of normal rotation until No. 1 cylinder is in the moved on the ring gear support. See Figure i. Dur-
compression stroke, indicated by a positive pressure ing assembly, the identification mark "O" on the
inside thecylinder tending to push the thumb off front face of the starter support assembly is lined up
the spark plug hole. Continue rotating the with the identification mark "O" on the crankshaft
crankshaft until the appropriate advance timing face. See Figure 3.

Page 1 of 3
Service Instruction No. 1437

NOTE

MARKS ON THE RING GEAR AND SUPPORT HOUSING


SHOULD BE IN ALIGNMENT. IF THESE MARKS ARE NOT
IN ALIGNMENT, IT CAN BE DETERMINED THAT THE
RING GEAR HAS MOVED ON THE SUPPORT HOUSING
AND THE ENTIRE ASSEMBLY MUST BE REPLACED
BEFORE RE-TIMING THE ENGINE.

0/ \O

(ij~

TIMING MARKS

ALIGNMENT
o\ /O DOT (HOLEI
ON THE STARTER
I BENDIX GEAR
HOUSING

STARTER RI
GEAR SUPPORT
ASSEMBLY

Figure i. Correct Alignment of Advance Timing Marks with Starter Housing

Page 2 of 3
Service Instruction No. 1437

AVCO LYCOMING TOOL PIN 64697


STEP 1.
USING EITHER INNER EDGE;
ALIGN THE EDGE WITH THE
PROPER TIMING MARK.

STEP 2.
USING THE MATCHING EDGE
THL I\LIONMENT POINT.R´•
INSURE THAT IT PROPERLY
LINES UP WITH THE CENTER
LINE OF THE CRANKCASE.

1 -j
-:1 I:’

Figure 2. Use of Avco Lycoming Tool PIN 64697

IDENTIFICATION MARK "O"

Ba9 ON THE FRONT FACE OF THE


STARTER SUPPORT ASSEM-
BLY IS LINED UP WITH IDEN-
TIFICATION MARK "O" ON
~3’ THE CRANKSHAFT FACE DUR-
ING ASSEMBLV.

Figure 3. Alignment of Identification Marks at Assembly

Page 3 of 3
SERVICE
Williamsport Plant
Textron LycominglSubsidiary
652 Oliver Street
Williamsp0rt,PA 17701
of Textron Inc.

U.S.A.
INSTRUGTION

DATE: June 7, 1989 Service Instruction No. 1444


Engineering Aspects are
FAA Approved

SUBJECT: TCM Ignition Systems Service Bulletin No. 630

MODELS AFFECTED: All Textron Lycoming 10-720 Engines Equipped With S-1200 Series
Magnetos With Retard Contact Assembly Installed.

TIME OF COMPLIANCE: As required by subject bulletin.

TCM Ignition Systems Bulletin No. 630 is reprinted herewith in its entirety.

O GeneralAviation
Manufact~usrs Association
Page 1 of 4
Service Instruction No. 1444

TCM IGNITION
3lrTUEWNE CONFINPCTAL MCrTORS SYSTEMS
Aircraft Products
PO. BOX 90 MOBILE, ALABAMA 36601 SERVICE BULLETIN NO. 630
OTELE DYNE I NDUSTR IES,INC.1 989 printed Melch 1989
Psg´•l 0(3 PlOs~
Englnwrmg Porllon´• ere FAA Approved

SUBJECT: Revised timing procedures for eight cylinder S-1200 Series Magnetos with retard
contact assembly Installed.

REASON FOR
BULLETIN: To Improve timing procedure.

EQUIPMENT Magneto Models: S8LN-1208 and S8LN-1258


AFFECTED: Magneto Part Numbers: 10´•349300-4 and 10´•349500´•1

NOTE: The letter’D"tollowing the pan number Indicates the magneto was originally
supplied with a green distributor block, These magnetos are also affected.

Malntena nce (Spare) Parts Affected:


a. Following instructions specified in DIS-
None ASSEMBLY of S-1200 Service Support
Manual (Form X42001). Disassemble
Compliance: magneto to extent necessary to com-
plete procedures.
Al first magneto maintenance opportunity or earlier at
user’s discretion.
b. Adjust main contact clearance as spec-
itied in ASSEMBLY paragraph 9.2.10
General Infonatlon:
step C, except that main contacts must
be adjustedto 0.013 i 0.001 inch point
Field reports indicate timing of affected magnetos ad-
opening on high lobe of cam.
justed specifications may rapidly degrade in‘
to current
service, leading to hard starting and/or kick back during
engine start which could cause damage to the engine or
starter and associated components.
/caunoN:/
CAUTION

NOTE: When timing magneto on bench or when

Prior to compliance with the following reinstalling magneto on engine, nogear


detailed instructions, black distributor holding timing device should be used as
hidden gear tooth damage may result.
blocks must be replaced with brown
distributor blocks (P/N 10-391588). Green
distributor blocks do not need to be c. Adjust cam for main contact opening aI
12’+ l’past neutral in normal direction
replaced. Follow
applicable procedures in
of rotation (E-Gap) as specified in AS
S-1200 Service Support Manual (Form SEMBLY, paragraph 9.2.10, step D. If
X42001) for distributor block replacement. after tightening screw, E-Gap is not 12’
i 1’, loosen screw, pry cam loose and
Detailed Instructions: reset E-Gap. Secure cam with new
screw.
With magneto removed from engine, adjust timing as

follows:

i. Main and retard contact timing.

Page 2 of 4
Service Instruction No. 1444

TCM IGNITION
SYSTEMS

SERVICE BULLETIN NO. 630

Prlntod M´•rch 1989


PIO´• 2 of 3 PIO´•o
Englnurlng Portkn~ o,´• FAA Approwd
At E-Gap, Gear aligned correctly
with timing rib within this range.

O ol I I IL

Figure 2
PermlssaMe Range of Timing Alignment
O O
Figure 1 at E-Gap
Alignment of Timing Marks
and Rib at E-Gap 2. Distributor Gear Timing

NOTE: a. With distributor Mock and distributor


gear disassembled from magneto, set
Eight cylinder S-1200 series magnetos
have a relatively soft "hold point" at rotor
rotating ´•magnet in E-Gap position as
described in ASSEMBLY, paragraph
neutral position. The true zero degree
9.2.14, step A.
neutral position necessary for optimum
performance is best located by using the b. Ensure L mark adjacent to numeral 8
11-8150-1 timing kit. Accurate rotor ongear Is painted with red dykem.
neutral can be determined without
removal of coil by carefully
the c. With distributor gear assembled to dis-
determining precise middle point
the tributer Mock, tum gear until rib on
between left and right positions where the Mock lines up with peak of tooth which
falls immediately to the left of painted
rotating magnet breaks free of the
mark.
magnetic field. The neutral position can
also be determined In the conventional
d. Holding the distributor gear and Mock
fashion with the coil removed from the
aligned as described above, assemble
magneto housing. Do not refer to the Mock and gear Into the housing,
silkscreentiming marks on rotating meshing distributor and drive gears to-
magnet for determining rotor neutral gether. See Figure i. Rib alignment
position, with tooth peak shown in Figure 2 Is
preferable, however, rib alignment with
d. Adjust retard contact to open 15" 2" valley is permlssable.
O" after main contact opening. Follow
NOTE:
procedure In ASSEMBLY, paragraph
9.2.10, step E, except that maximum Proper alignment of the pinion gear with
retard contact clearance shall be 0.015 the rotating magnet keyway Is Important
i 0.005 Inch.
for ease and accuracy of distributor gear
timing. Refer to ASSEMBLY, paragraph
9.2.2 far
description of correct pinion gear
alignment.

Page 3 of 4
Service Instruction No. 1444

TCM IGNITION
SYSTEMS

SERVICE BULLETIN NO. 630

OTELE DYNE I NDUSTR IES,INC.1989 Printed March 1989


Psge3o13Papel
En(llneerlnp Portions FAA Approved
are

e. Cbntinue assembly of block to housing


as described in ASSEMBLY, paragraph
9.2.14, steps E and F.

f. Re-assemble remainder of magneto in


accordance with 5-1200 Service Sup-
port Manual Form X42001.

g. Install magneto on engine in accordance


with engine manufacturer’s instructions.
Apply 20 Ib-in to harness securing nuts.

Parts Required:

None

Special iools Required:

Refer to 5-1200 Service Support Manual Form X42001,


includ~d in TCM Ignition Systems MasterService Manual,
Form X40000.

Warranty Consideration:

All affected magnetos built by TCM in Atlanta, GA prior to


Serial Number 8138901 F will be covered by the standard
TCM Ignition Systems Warranty Policy. 1.5 hours labor
for timing adjustments will be allowed for eligible units.
Manufacturing codes may be read as follows:

B 13 89 01 F P

Month
I 1
Day of Year
I
Serial S1200 Factory
A: January Month for Day Series Ovemeul
B: February Magneto
Etc.

Weight Change:

None

Page 4 of 4
SERVICE
Williamsport Plant
Textron Lycoming/Subsidiary
652 Oliver Street
Williamsport, PA 17701 U.S.A.
of Textron Inc.
INSTRUCTION

DATE: August 9, 1989 Service Instruction No. 1446


Engineering Aspects are
FAA Approved

Possible Ruptured Pressure Regulator Diaphragm in AN Fuel Pump


SUBJECT:

MODELS AFFECTED: All Textron Lycoming engines equipped with AN type fuel pumps.

TIME OF COMPLIANCE: At next scheduled inspection or earlier at owner’s discretion.

All Textron Lycoming engines equipped with an AN type fuel pump should be checked periodically to make
sure that the diaphragm has not ruptured.

CAUTION

THE AIRCRAFT ENGINE SHOULD BE COOL, TO PREVENT APJY FIRE POTEN-


TIAL, BEFORE ANY PROCEDURES TO CHECK FOR FUEL LEAKS DUE TO RUP-
TURED DIAPHRAGMS ARE STARTED.

On normally aspirated engines, a check can be made by turning on the aircraft boost pump and observing
for fuel discharging from the pump vent. This would indicate rerouting of fuel due to a tear or rupture in the diaphragm.

On turbocharged engines, a check can be made by disconnecting the fuel pump vent line first. Then, turning
on the aircraft boost pump and observing for fuel discharging from the pump vent.

If there is indication of a possible ruptured diaphragm in the fuel pump, the fuel pump should be replaced

immediately.

Page 1 of 1
rz~s3Lvc""’"B
Willlamgport Plant
I SERVICE
INSTRUCTION
Textron Lycoming/Subsidiary of Textron Inc.
652 Oliver Street
Williamsport, PA 17701 U.S.A.

DATE: May 9, 1991 Service Instruction No. 1453


Engineering Aspects are
FAA Approved

SUBJECT: Replacement of Oil Filter Converter Plate Gasket

MODELS AFFECTED: Al Textron Lycoming dual ma~neto engines and TIO-541-E TIGO-541
series engines.

TIME OF COMPLIANCE: At overhaul or anytime converter plate is removed.

It is recommended at overhaul that a new Oil Filter Cornverter Plate Kit P/N LW-13904 be installed to prevent

any of
possibility oil leakage. Also, it is crucial that anytime the oil filter is removed between periods of overhaul
and the converter plate becomes loose, the mounting and plate surfaces must be thoroughly cleaned with Metlnll
Ethyl Ketone or equivalent after removal of bonded gasket.

After preparation of surfaces, a new Gasket P/N LW-13388 must then be bonded to the converter plate. The
bonding material to be used is 3M Scratch Grip Industrial Adhesive No. 847. This adhesive must be applied accor-
ding to the manufacturer’s recommendation.

Following the gasket bonding procedures, the comrerter plate should be torqued to 50 to 60 ft. Ibs. before in-

stalling a new oil fitter.

Run engine and check for oil leaks.

Ger~d Pviakn Page 1 of 1


Manufactusn A~odaLkn
Lycomrne I SERVICE
Reciprocating Engine Division/
Subsidiary of Textron Inc.
652 Oliver Street
Williamsport,PA 17701 U.S.A.
INSTRUCTION

DATE: April 7, 1992 Service Instruction No. 1457


Engineering Aspects are

FAA Approved

SUBJECT: Textron Lycoming Remote Mount Oil Filter Kit

MODEIS AFFECTED: All 235 With The Accessory f-Iousing Machir,ed For Oil Cooler
En,aines
Installation. All 320, 360, 540 and 10-720 Direct Drive Series Engines
Equipped With Two Individual Magnetos (See Note).

TIME OF COMPLIANCE: At owner’s discretion.

Textron Lycoming is pleased to announce a new the present remote filter system:

simplified version of a remote mounted oil filtering


shown in Figure 1. 1. Fewer hose connections to the acc~ssorF hous-
system as
ing are required.
The Kits are as follows:
2. New Engine mounted cover plate, containing

Kit P/N 05K21645, 235 Series Engines. the oil temperature probe, requires less space
Kit P/N 051321437, 320, 360 540 Series than those parts on ~he current system:
Engines.
Kit P/N 05K21646, 10-720 Series Engines. In addition, these remote filter kits, as with all remote
mounted filters, offer the following advantages:
Each kit provides a copy of the Installation drawing
and a complete listing of parts, i. Location and positior~ng of parts can be
selected to offer maximum accessibility.
NOTE
2. Orientation of the oil Nter minimizes clean-up
These Kits arecompatible with single
not during filter change.
drive dual magneto engine models.
Further inquiries of availability and cost of these kits
may be acknowledged by contacting local Textron
This new remote filter system is installed in the oil vour

cooler circuit and offers the following advantages over Lycoming Distributor.

Page 1 of 3
Service Instruction No. 1457

IN I~n OIL
COOLER
FLO~

FLOW
6/´•
i~:.e ´•I"~

FLOW
OIL
INLET I/’;j’
ISEE FIGURE2 Y ~j

Oil
OUTLET

Figure i. Remote Mount Oil Filter Installation

Notes for Figure 1.

i. Hose size requirements are minimum -8, FAA- must be positioned at the height of the oil
TSO-C53A, Type "D". If existing hoses are ’’Out’’ port or lower with the filter oriented
larger than -8, they must be used. Mixing of down as shown.
sizes is not permissible.
4. The tee must be installed at the "In" port,
2. Hose length is to be as short as possible. Ac-
as shown, to permit proper functioning of the
tual hose length is to be determined at time
oil cooler bypass.
of installation, depending on firewall location
of the oil filter adapter assembly.
5. Fittings, hosesandthermostatic bypassvalve
3. The firewallmounted oilfilteradapterassembly are not supplied with subject Kits.

Page 2 of 3
Service Instruction No. 1457

I SEE
I NOTE 31 ~6

518-18 UNF-3 THREAD

ACCEPTABLE PROBE LENGTHS


ARE FROM 7/8" TO 1-3/8".

Figure 2. Engine Mo~mted Cover And Probe

Notes for Figure 2.

typical oil temperature


2 shows views of 3. One drilled head bolt is provided for safety wir-
i. Figure
measurement probe length, size requirements ing of the oil temperature probe.
and location in cover. The thermocouple and
NOTE
gasket are supplied by the customer and are
not included in the sub~ect Kits.
If this installation is not a factory airframe
2. Thestandardairframe suppliedoiltemperature option, an approved FAA Form 337 may be
measurement probe may not be compatible required. Proper logbook entry is to become
with remote mount oil filter kits. a permanent part of the aircraft records.

Page 3 of 3
Lycoming SERVI CE
652 Oliver Street
Williamsport,
570/323-6181
PA 17701 U.S.A. INSTRUCTION

DATE: March 6, 2001 Service Instruction No. 1458B


(Supersedes Service Instruction No.
1458A)
Engineering Aspects are
FAA Approved

SUBJECT: Connecting Rod Bolts

MODELS AFFECTED: All Textron Lycoming reciprocating aircraft engines.

TIME OF COMPLIANCE: Whenever new connecting rods and/or new connecting rod bolts are being
installed.

Refer to Figure for proper installation of connecting rod bolts.

When installing connecting rod bolts:

TOROUE BOLTS: Torque bolts must be tightened using a calibrated torque wrench. If a torque bolt
yields before reaching the specified torque value (40 ft.-lbs.), the bolt must be returned to Textron
Lycoming.

STRETCH BOLTS: If 35 ft.-lb. of torque fails to give minimum stretch (2.255 length) additional
I torque can be applied until proper stretched length results. If 35 ft. Ib. results
in an over-stretched
variables in the joint that
bolt (greater than 2.256 length) it must be replaced. Considering possible
could increase the to achieve specified stretch, including thread irregularities and
torque required
possible dirt, maximum torque of 55 ft.-lb. is hereby recommended for assembling connecting rods
a

with stretch bolts. The recommended range of torque for assembling connecting rods with stretch
bolts is the following (thread lubrication with Loctite 51168 Food Grade Anti-Seize Lubricant is a
I stretch
requirement to fall within specified limits):

I InitialTorque: 35 ft.-lb.
Maximum Torque: 55 ft. Ib.

If proper stretched length (2.2550/2.2560) is not achieved within these values, the bolt must be discarded

and replaced.

CAUTION

THE CONNECTING ROD BOLT CANNOT BE TIGHTENED CORRECTLY IF THE


ONE
NUT IS INSTALLED UPSIDE DOWN. THE RAISED EDGE, OR LIP ON THE
FACE OF THE NUT MUST BE ON THE FREE END OF THE BOLT; THE FLAT FACE
MUST BE IN CONTACT WITH THE ROD. SEE FIGURE.

Page 1 of2

General ~biation O 2001 by Tcxtron Lycoming "All Right, Reserved"


Manufactuen, Association
Service Instruction No. 1458B

Raised Lip Away


From Rod

Flat Face
Toward Rod

Connecting Rod Bolt Nut

NOTE

Textron Lycoming recommends the use of Genuine Textron Lycoming Parts only; however,
if other than
Lycoming parts are used the person installing the parts must refer to the PMA
Part Manufacture Installation procedures for the
part being installed.

NOTE: Revision "B" adds new torque requirements for stretch bolts.

Page 2 of2
SERVICE
Reciprocating Engine Divisionl
Subsidiary of Textron
652 Oliver Street
Williamsport,PA
Inc.

17701 U.S.A.
INSTRUCTION

DATE: May 14, 1993 Service Instruction No. 1464


Engineering Aspects are
FAA Approved

SUBJECT: Reprint of Aeroquip Bulletin No. AA91

MODELS AFFECTED: All Textron Lycoming aircraft engines.

TIME OF COMPLIANCE: Whenever experiencing hose line problems.

with this
Aeroquip Bulletin No. AA91 is reprinted in its entirety. Textron Lycoming recommends compliance
publication whenever hose line problems occur.

Cec~el Pviation
Manufachrers Aosociation
Page 1 of 3
Service Instruction No.;464

7
eulktln M01

Quick Ways
To Spot Hose Line Problems
Before They Cause Big Trouble

Usually is a result of Teflon’ hose being improperly


handled. Fluid flow is reduced. A break is in the
making.

’Teflhn is a OuPon( tadsmetk

Incorrectly installed, easy to spot. Flow is cut down. If


the hose is permanently defamed, replace it at once.

Results from abrasion against a frame, an engine


component, another hose, or from incorrect
or

clamping. Hard to detect on unsleeved wire-braided


hose. Sleeved hoses usually exhibit evidence of wear
if this problem is present.

Rubber hose that’s hardened, no longer flexible. Feel


far stiffness. Wiggle and listen for crackling. Tempera-
ture and time produce this effect. Be sure you have
the correct type of hose for the application.

Fq~HOqUiP
0 Asrogulp Corpa~Dllon 1991

Page 2 of 3
Service Instruction No. 1464

First appears as a slow leak, look for wetness on the


hose or dripping at the socket, instead of disappearing,
leakage will get worse. Inspect hose routing to insure
that the hose has some straight length when it exits
the fitting.

Indicated when outer rubber cover is split, abraded or


cracked. This means wire braid is corroding inside and
cannot be seen. Check carefully.

Danger signals which can be costly if they’re missed.


Easy to see if you take the time to check carefully. Wear
a leather glove and run hand lightly along the hose.
Broken braids can lead to multiple problems.

When you find any of these warning signs, replace the hose line
immediately with Aeroquip Hose and Fittings. Check to see if newer
hose products are now approved for the application. Regular inspection
at least once a year and replacement of rubber hose styles every three
years helps prevent the costly results of hose line failure.

Aerospeee Group

~4eraquip 300 S. East Avenue, Jeckson. MI 49203-1972


Phone: 517-787-8121, Telex: 223412, Pax: 517-787-5758

A TR)RIOVI AEROoU’P CORPORATION I MAUMEE, OHIO, U.S.A. 43537


COmpany
lubj~r ro rb~ rdrkou~ Mr~u Anaputp pmdwr~ m´• por~l´•d by prmu
A erogu~jp products are avai/able around the corner. around the world

UmohU.S~A.

Page 3 of 3
Lycoming
SERVICE
Reciprocating Engine Divisionl
Subsidiary of Textron
652 Oliver Street
Williamsport,PA
Inc.

17701 U.S.A.
INSTRUCTION
DATE: September 3, 1993 Service Instruction No. 1469
Engineering Aspects are
FAA Approved

SUBJECT: Connecting Rod with High Tensile Stength Bolts

MODELS AFFECTED: All Textron Lycoming Ib-360-A1A; 1O-540-H1A5,


-K1A5, -K1B5, -K1C5, -K1D5, -K1E5, -K1F5, -L1A5,
-M1A5, -S1A5; TIO-540-A1A, -AIB, -A2A, -A2B,
-A2C; TIO-541-E; IO-720-A, -B, -C, -D series narrow
deck engines; IO-360-A1A, -A1B, -AIC, AID, -A2A,
-CIA, -CIB, -C1C, -C1CD, -C1F, -DIA, -K2A;
HIO-360-C1A,-C1B, -EIAD, -EIBD; LHIO-360-C1A;
AEIO-360-A1A, -A1B, -AID, -AIE, -A2B; IO-540-
AAIAS, -K1A5, -K1ASD, -K1B5, -K1D5, -K1E5,
-KIESD, -K1F5, -KIFSD, -K1G5, -KIGSD, -K1H5,
-K1J5, -KIJSD, -K1K5, -LIASD, -MIASD, -M1B5,
-MIBSD, -M2A5D, -SIA5, -UIBSD; TIO-540-A2C,
-FZBD, -J2B, -J2BD, -N2BD, -R2AD, -SIAD, -SIASD;
AEIO-540-L1B5D; LTIO-540-F2BD, -J2B, -J2BD,
-N2BD, -R2AD; IO-720-A, -B, -C, -D series wide deck
engines.

TIME OF COMPLIANCE: At overhaul or earlier at owner’s discretion.

As product improvement, a new connecting rod assembly with the high tensile strength
a

rod bolt iscurrently being used in the production of the above listed Textron Lycoming
engines. The high tensile strength connecting rod bolt used in this assembly has a heavier
head section.

I CAUTION
cAunar

CONNECTING ROD ASSEMBLY P/N LW-193 3 2 MUST ONLY BE


INSTALLED IN COMPLETE ENGINE SETS.

Page 1 of2

Manufactuers Association
Service Instruction No. 1469

Connecting rod, P /N LW-10646, that is in satisfactory condition for reuse may be


assembled with the high tensilestrength connecting rod bolts P /N LW-12596. Reidentify
connecting rod by acid etch in accordance with AS478-6A or 7A1 on the edge of the
connecting rod with the new assembly part number LW-19332. Figures .25 high. (Refer to
illustration.)

In addition to the rod and cap, the following parts are required for converting P N LW-
10646 rod to P/N LW-19332.

2 LW-12596 Bolt thigh tensile strength)


2 LW-12186 Nut (connecting rod bolt attaching)

Consult the proper overhaul manual for the correct procedure of installing the connect-
ing rods. During assembly make sure the underside of the bolt head fits flush against the
boss on the rod, then tighten the connecting rod bolt P N LW-12596 to a stretched length
of2.255/2.256 inches. To easure the stretched length of the connecting rod bolt use gage
64945.

ACID ETCH NEW


ASSEMBLY PART
NUMBER HERE

Surface to be Acid Etched on Connecting Rod

22306 This number for Textron Lycoming reference only.

Page 2 of2
SERVICE
Reciprocating Engine Divisionl
Subsidiary of Textron
652 Oliver Street
Williamsport,PA
Inc.

17701 U.S.A
INSTRUCTION

DATE: August 12, 1994 Service Instruction No. 1472


Engineering Aspects are
FAA Approved

SUBJECT: Removal of Preservative Oil From Engine

MODELS AFFECTED: All Textron Lycoming reciprocating aircraft engines.

TIME OF COMPLIANCE: Prior to installation of engine in aircraft.

Prior toshipment from Textron Lycoming, an engine undergoes a preservative treatment. In order
to protect the cylinders and related parts preservative oil is sprayed into each cylinder. If an intake
valve is open, it is possible for oil to get into the induction system of the engine. For this reason, care-
ful depreservation of an engine is important.

1. PREPARATION OF ENGINE FOR INSTALLATION.

Before installing an engine that has been prepared for storage, remove all bags of desiccant and
preservative oil from the engine. If the fuel servo was installed on the engine, it should be removed.
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. 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 to one side with bottom spark plug hole oriented vertically and the crankshaft is
rotated at least two revolutions. Tilt the engine to the other side and repeat this procedure. When instal-
ling spark plugs, make sure that they are clean, if not, wash them in clean petroleum solvent.

CAUTION

DO NOT ROTATE THE CRANKSHAFT OF AN ENGINE CONTAINING PRESERVATIVE


OIL BEFORE REMOVING THE SPARK PLUGS, BECAUSE IF THE CYLINDERS CON-
TAIN ANY APPRECIABLE AMOUNT OF THE MIXTURE, THE RESULTING ACTION,
KNOWN AS HYDRAULIC LOCKING WILL CAUSE DAMAGE TO THE ENGINE. ALSO,
ANY CONTACT OF THE PRESERVATIVE OIL WITH PAINTED SURFACES SHOULD
BE AVOIDED.

P~. loil
Menofsctvsr~
Service Instruction No. 1472

2, DRAINING THE OIL SUMP AND ADDING LUBRICATING OIL.

Preservative oil which has accumulated in the sump can be drained by removing the oil sump plug.

After the oil sump has been drained, the plug should be replaced and safety-wired. Fill the sump with
lubricating oil.

3, INSPECTION OF INDUCTION RISER TO ENSURE IT IS CLEAN AND DRY PRIOR TO


INSTALLING FUEL SERVO.

If significant oil is noted, it is necessary to clean the induction system in the sump. It may also be
reinstalled properly.
necessary to inspect, clean and reinstall intake pipes. Be sure the intake pipes are

4. GENERAL.

The oil screens should be removed and cleaned in gasoline or some other hydrocarbon solvent. The
fuel drain screen located in the fuel inlet of the carburetor or fuel injector should also be removed and
cleaned in a hydrocarbon solvent.

S1INSPECTION OF ENGINE MOUNTING.

If the aircraft is one engine has been removed, make sure


from which an that the engine mount is not
bent or damaged by distortion or misalignment as this can produce abnormal stresses within the engine.

6, ATTACHING ENGINE TO MOUNTS.

See airframe manufacturer’s recommendations for method of mounting the engine.

7. OIL AND FUEL LINE CONNECTIONS.

The oil and fuel line connections are called out in the applicable operator’s manual.

8. PROPELLER INSTALLATION.

Consult the airframe manufacturer for information relative to propeller installation.

9. PREPARATION OF CARBURETORS AND FUEL INJECTORS FOR INSTALLATION,

Carburetor assembly and clean in


Remove the fuel inlet strainer a hydrocarbon solvent. Reinstall the
fuel drain plug and fuel inlet strainer assembly.

Fuel Iniector Remove and clean the fuel inlet strainer assembly and reinstall. Inspect the impact tubes,
throttle body area and venturi to ensure that it is clean and dry prior to installation.

Page 2 of 3
Service Instruction No. 1472

There may be a small amount of preservative oil remaining in the engine ,but this can harm.
cause no
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.

NOTE

Dispose of all materials according to Federal, State and Local Regulations.

Page 3 of 3
SERVICE
INSTRUCTION
DATE: April 18, 1997 Service Instruction No. 1481
Engineering Aspects are
FAA Approved

SUBJECT: Factory Engine Preservation

MODELS AFFECTED: All Textron Lycoming reciprocating aircraft engines.

TIME OF COMPLIANCE: Not applicable.

New, remanufactured, and overhauled engines purchased from Textron Lycoming are preserved for either
60 or days.
180 preservation
The date of printed
is the date on the sticker on engine
the outside corner of the
box with the gross.weight; or it may be written on the top of the box following a "Preservation Date" stamp.
This preservation is intended to protect the engine from corrosion for the specified time interval. It is not in-
tended to protect the engine indefinitely. Corrosion is warrantable only during the specified preservation
period. If at the end of the specified preservation period the owner elects to keep an engine in storage, the fol-
lowing steps are recommended, but do not extend corrosion warranty.
For 60 day preservation:
1. After the first 60 days, and every 60 days thereafter, boroscope the cylinders (do not rotate the engine) and
remove the rocker box covers and visually inspect for any evidence of corrosion.

2. If there is evidence of corrosion, every 60 days thereafter, remove the accessories and
no visually inspect
the drives and shafts to ensure no moisture or corrosion is evident.

3. At the first sign of corrosion contact a Textron Lycoming distributor or the Textron Lycoming Service De-
partment for further instruction and evaluation.
For 180 day preservation:
1. Inspect the moisture indicator for signs of moisture. Moisture indicators are only supplied with the long
term, i80 day foam pack. In order to complete this inspection, it will be necessary to remove some of the
engine packaging. Instructions for the removal of the top foam pillow are located on a sticker on the outside
of the engine box. It is not necessary to remove the engine from the box. Do not disturb the clear plastic
bap-in which the engine is sealed. The indicator is resting on top of the cylinders on one side of the engine
and is visible through the bag.

2. Inspect plastic engine container to be


the clear sure there are no visible signs of damage. Damage to the
container could cause the preservation to be lost.

3. At the end of 180 days, if the moisture indicator shows no signs of moisture, the preservation may be ex-
tended 60 days. As long as no moisture is indicated, the preservation can be extended in 60 day intervals for

up to one year from the preservation date on the engine box. After a period of one (1) year, the engine must
either be placed in service immediately or returned to Textron Lycoming for reconditioning. To return an en-
gine for reconditioning, contact a Textron Lycoming distributor for the return authorization and the estimated
cost, excluding any replacement parts which may be required.

PagcloE2
Manufactuers Association
Service Instruction No. 1481

4. If during any inspection, the bag is found to be torn or the indicators have turned from blue to pink indicat-
ing moisture is present, the engine must be inspected as specified in the above 60 day preservation steps 1
and i. If corrosion is present, contact a Textron Lycoming distributor or the Textron Lycoming Service De-
partment for further instruction and evaluation.

NOTE

Regardless of thepreservation period for the engine (10 or 180 days), after a period of
one (1) year, the engine must be either placed in service immediately or returned to Tex-

tron Lycoming for reconditioning. To return an engine for reconditioning, contact a Tex-
tron Lycoming distributor for the return authorization and the estimated cost, excluding
any replacement parts which may be required.

Page 2 of 2
SERVICE
652 Oliver Street
"5* INSTRUCTION
February 27, 1997 Service Instruction No. 1483
DP~E:
Engineering Aspects are
FAA Approved

SUBJECT: Valve Leak Check

MODELS AFFECTED: All Textron Lycoming reciprocating aircraft engines.

intake exhaust valves removed from a cylinder for


TIME OF COMPLIANCE: Anytime or are

maintenance or troubleshooting.

for maintenance or troubleshooting, the fol-


Anytime intake or exhaust valves are removed from a cylinder
reinstalled. The valve leak check is to be accom-
lowing valve leak check must be performed when they ate
valve springs.
plished with the intake and exhaust waive assembled with the
VALVE LEAK CHECK PROCEDURE:

1. After valves installed, place the cylinder assembly


are on a table with the intake and/or exhaust ports up

and the open end of the barrel toward the operator.

NOTE

Primer/fuel nozzle holes should be temporarily plugged.


fill each port with varsol equivalent to completely cover the valve face.
2. Sufficiently or

check for valve leakage by looking down the barrel into the combustion chamber area.
3. Visually
4. If leakage is detected at any valve:

a. Wipe the cylinder bore and combustion chamber dry. Monitor the rate of leakage. Seating is acceptable
if seeping does not develop into a run within 5 seconds.

b. If leakage rateexceeded, the valve may be seated by placing a wooden hammer handle against the tip
is
used. Recheck for
of the valve and hitting the hammer with the palm of the hand. No other means may be
leakage after seating as described above.

Any cylinder assembly not meeting the above acceptance criteria is to be repaired in accordance with the ap-
propriate section of the Overhaul Manual.
Varsol in
these Ports

Inspect for
Leakage

~a*nb.
Manufacturers Association
SERVICE
INSTRUCTION
1998 Service Instruction No. 1484
DATE: May 4,
Engineering Aspects are
FAA Approved

SUBJECT: Installation Torque for Fuel Metering Device, Carburetor or Fuel Injector
Servo Unit Hold Down Nuts

MODELS AFFECTED: All Textron Lycoming reciprocating aircraft engines.

TIME OF COMPLIANCE: When installing a fuel metering device, carburetor or fuel injector servo unit.

unit is installed Textron Lycoming en-


Anytime a fuel metering device, carburetor or fuel injector servo
on a

gine the following torque values should apply:


crisscross pattern,
specified washers, lock washers, nuts, gaskets and spacers as applicable.
In a
1. Install the
carburetor fuel injector servo
tighten the nuts finger tight so that the flange of the fuel metering device,
or

unit is flat to the attaching flange.

2. Torque nuts in a crisscross pattern to initial torque value from table below.

nuts in a crisscross pattern to final torque value from the table below.
3. Torque the a

Nut Size Initial Torque Final Torque

1/4-20 48 inch pounds 96 inch pounds


5/16-18 90 inch pounds 204 inch pounds
(17 foot pounds)

Manufacturers Association
SERVICE
17101 USA
INSTRUCTION
DATE: December 8, 1998 Service Instruction No. 1485
Engineering Aspects are
FAA Approved

SUBJECT: Exhaust Valve and Guide Identification Procedure

MODELS AFFECTED: All Textron Lycoming reciprocating aircraft engines unless installed in a

rotary-wing aircraft.

TIME OF COMPLIANCE: Half way to recommended TBO or at 1000 hours of operation, whichever
occurs first.

As a product improvement, Textron Lycoming has introduced a new exhaust valve guide material with an
increased chrome content for improved wear characteristics. The incorporation of this guide material has signif-
icantly reduced the amount of valve guide wear (bell-mouthing) seen by some operators of Textron Lycoming
engines.
Improved exhaust valve guides were initially incorporated into some cylinder assemblies beginning in April
1996. Since March 1, 1998, all engines, cylinder kits and spare exhaust valve guides shipped from Textron Ly-
coming contain the improved material.
Cylinder assemblies which incorporated the improved "Hi-Chrome" exhaust valve guides when the engine
was shipped from Textron Lycoming are identifiable by the letter "C" stamped inside a circle on the boss for
the drain back fitting. The individual guides made with the improved material can be identified by a 5 chamfer
at the top of the guide (See Figure 1).

Once guides made from the improved material are installed in ail cylinders on an engine, it is no longer neces-
sary to complete the mandatory 400 hour inspections specified in the latest edition of Service Bulletin No. 388.
It is recommended that the inspection procedure from Service Bulletin No. 388 be completed at 1000 hours of
operation or half way to recommended TBO whichever occurs first. (For recommended TBO, refer to the latest
edition of Service Instruction No. 1009.)

~L_

Figure 1.
GeneralPvi~lon
Manufaotvon Association
Page 1 of 2
Service Instruction No. 1485

NOTE
Prior to discontinuing the mandatory 400 hour inspections specified in the latest edition of Ser-
vice Bulletin No. 388, you must confirm that all cylinders on the subject engine have the new
exhaust guides installed. A logbook entry should be made for future reference.

Page 2 of 2
SERVICE
2Oliver
56AP
Stre71 32-618
Williamsport, 17701 U.S.A.
INSTRUCTION
1998 Service Instruction No. 1487
DATE: September 25,
Engineering Aspects are
FAA Approved

SUBJECT: Oil Drainback Tube Clearance

MODELS AFFECTED: All Textron Lycoming reciprocating aircraft engines.

TIME OF COMPLIANCE: At the next regularly scheduled maintenance and thereafter as required.

the cylinder oil drainback tubes from the cylinder heads to


To prevent contact and the possibility of chafing,
and other components. Any time an engine
the crankcase should be checked for clearance between the tubes
inch minimum) are present. Left unattended,
is serviced, the mechanic must ensure that proper clearances (1/8
contact could cause wear and damage to a tube and
could result in loss of oil.

damage and replace if necessary.


If there is evidence of contact, check the tube for

~3 Manufactuers Association
SERVICE
652 Oliver Street
Williamsport, PA
5701323-6181
17701 U.S.A. INSTRUCTION

DATE: July 14, 2000 Service Instruction No. 1492C


(Supersedes Service Instruction No. 1492B)
Engineering Aspects are
FAA Approved

SUBJECT: Piston Pin Plug Wear Inspection


MODELS AFFECTED: All ’TextronLycoming new or factory remanufactured or factory overhauled
engines shipped from Textron Lycoming after January 1, 1994, and all
engines which have had a Textron Lycoming Cylinder Kit installed after
January i, 1994, except 0-235 models.

TIME OF COMPLIANCE: At next oil change/oil filter replacement, not to exceed 50 hours of engine
operation (first 10 hours and next 25 hours for new, remanufactured, or newly
overhauled engines) and´• at each 50 hours of operation thereafter.

Field reports indicate an increase in incidents of abnormally worn piston pin plugs in some units shipped
after January 1, 1994. Evidence of such wear can be detected by use of an oil filter content inspection or
spectrographic oil analysis.
Refer to the latest edition of Textron Lycoming Service Bulletin No. 480 for oil and filter change intervals
and procedures.
I. Oil Filter/Screen Content Inspection:
NOTE

Toinsure that no external contaminants enter the oil filter/screens, use clean containers for

collecting oil; and perform inspections on clean surfaces.

i. For engines employing a.presswe screen system, remove the screen and check for metal particles.

Champion Tool CT-470 Airwolf


2. Using approved method (e.g., for full flow, spin-on filters, use or

Cuttei AFC-470) open the filter.

3. Check the condition of the oil from the filter. Inspect for a high concentration of aluminum in the oil,
indicated by a shining, metallic residue.

4. After draining oil, remove the suction screen from the oil sump and check for metal particles.

5. Remove the ´•paper element from the filter.

trapped in the filter.


6. Carefully unfold the paper element and examine the material
excessive of piston
7. When performing the regular filter/screen inspection, check for premature or wear

pin plugs, indicated by the presence of metal particles, shavings, or flakes.

Page i of3

~3--- Maxlfeetuers Aaseehaeo


´•-´•--´•´•-´•i´•~´•´•´•´•´•-´•
Service Instruction No. 1492(3

NOTE

In newly overhauled engines some small particles of metallic shavings might be


new or

found, but these


are generally of no consequence and should not be confi~sed with particles

produced by impacting, abrasion or pressure.

8. Evidence of metal contamination found in the filter element or screen requires fiuther examination to
determine the cause. Below is a list of recommended actions based on the
appearance and
approximate quantity ofparticles.

a. 5 or fewer small (1/16 inch diameter or less) pieces of metal place aircraft back in service and
check oil filter or screen at next scheduled oil change/oil filter replacement.
b. 10 to 20 small (1/16 inch diameter or less) pieces of shiny flake-like, nonmagnetic, or 10 or fewer
short hair-like pieces of magnetic material place engine back in service and again check oil filter
or screen in 25 hours.

c. 20 to 40 small pieces as in step b. place the aircraft back in service and check oil filter or screen
at the next 10 hours.

d. As in step b., but larger amount, such as 45-60 small pieces change filter or clean screen, drain
oil, and refill. Run engine on ground for 20-30 minutes. Inspect filter/screen. If clean, fly aircraft
for 1 to 2 hours and again inspect filter/screen. Ifclean, inspect filter/screen after 10 hours of
night
time.

NOTE

In items e. through j. below, the


engine should be removed from service until the source of
the metal is determined and corrective maintenance has been accomplished.

e. Pieces of metal ranging in size of broken lead pencil point or greater. Remove suction (sump)
screen to check for
pieces of metal that may have fallen into the sump. In any event, ground
aircraft and conduct investigation. A mixture of magnetic and nonmagnetic material in this case
often times means valve or ring and pistonfailure. Removing bottom spark plugs usually reveals
the offending cylinder.

f. Nonmagnetic plating averaging approximately 1/16 inch in diameter; may have copperish tint.
Quantity found ’/4 teaspoonfUl or more; ground aircraft and investigate.

g. Same as in step b. but may be slightly larger in size and minus copperish tint. On direct drive
engines, propeller action may be impaired. Ground aircraft and investigate.

h. Nonmagnetic metal brass or copperish colored. Resembles sand in


coarse consistency. Quantity of
1/4 teaspoonful or more ground aircraft and investigate.
_

i. Anytime metal is found in the amount of ’/2 teaspoonful it is


or more, justification for engine
removal.

j. If any single or several pieces of magnetic or nonmagnetic metal larger than previously mentioned
are found, ground aircraft.

Page 2 of 3
Service Instruction No. 1492(3

NOTE

If the origin of the metal contamination cannot be determined, a call may be made to the
Textron Lycoming Product Support Department. A good description of the metal may result
in placing its origin. When phoning Textron Lycoming or when returning metal removed
from engines, supply the complete engine model designation, serial number, history of
engine, oil temperatures, oil pressures, and any unusual behavior of the engine on the ground
or during flight. Do not ship material to Textron Lycoming without first calling the Product

Support Department.
9. If examination of the oil filter or screen, per the above, indicates abnormal aluminum or iron content,
contact a technical representative of the Textron Lycoming Product Support Department at 1 -800-258-
3279.

NOTE

I Warranty for the metal analysis is available for engines listed under Models Affected only if
the engine from which the sample is taken is a new, remanufactured, or overhauled engine
from the Textron Lycoming factory.

II. Spectrographic Oil Analysis:


NOTE

Spectrographic oil analysis does not replace recommended maintenance practices, such as oil

I filter, pressure screen, suction screen content inspection, cylinder differential pressure

compression checks, and boroscopic examination, however, Textron Lycoming does


encourage the use of spectrographic oil analysis at every oil change as a method of
monitoring engine component wear rate. Refer to the latest edition´• of Textron Lycoming
Service Letter No. L171. Use the recommended procedures to insure that the oil sample is
1 free of outside contaminants.

i. in accordance with the latest edition of Textron Lycoming Service Letter No. L171, collect an oil
sample analysis by qualified facility. Textron Lycoming recommends using a
and submit it for a

I Spectrographic oil analysis facility that specializes in aircraft engines, and also using the same facility
for each analysis, due to the differences in laboratory testing standards.

NOTE

Typically, the first oil analysis of a new, remanufactured, or newly overhauled engine will
indicate higher concentrations of metal. After an initial break-in period, metal content should
decrease rapidly to a level that remains essentially constant.

2. If an analysis report indicates elevated levels of aluminum (above 30 parts per million for non-
oil
turbocharged engines; above 40 parts per million for turbocharged engines) or iron (above 100 parts
I per million for non-turbocharged engines; above 130 parts per million for turbocharged engines),
contact a technical representative at the Textron Lycoming Factory Product Support Department.

3. If in continuing program of oil analysis, results show a trend toward an increase in aluminum or iron
a

content, inspect contents of the t?lter and screen in accordance with the procedures in Part i. Oil
Filter/Suction Screen Inspection.

NO’TE: Revision "C" adds NOTE under Oil Filter/Screen Content Inspection and revises test.

Page 3 of3
c’g~e setgnaP ~Wlgh ~9*OC ~O*(r)h ~DwOlh ~Ow(gh ~DWQh

LycomlnEl

WARRANTY EXTENSION
FOR

PISTON PIN PLUG WEAR

The engine warranty period with respect to Textron Lycoming piston pin plug wear is being extended to a full
three years from the in service date or to TBO, whichever occurs first. This warranty extension will cover any
engine damage caused by excessive wear of Textron Lycoming piston pin plugs installed in Textron Lycoming
cylinders. This extension is valid for all new, remanufactured, and overhaul engines, for cylinder kits, and for
piston pin plug spare parts shipped from Textron Lycoming on or after January i, 1996. Piston pin plug wear or
engine damage caused by rust or corrosion, improper operation, or improper maintenance is excluded from this
must be
warranty extension. Proof of purchase of Textron Lycoming cylinder kits and/or piston pin plugs
submitted with warranty applications.

Textron Lycoming continues to stress the importance of good maintenance, including mandatory oil filter
element checks and recommended oil analysis trending. These checks are intended to identify any excessive wear
before it causes damage to the engine. Recently issued Service Instruction No. 1492A puts special emphasis on
the importance of these good maintenance procedures.
This is an extension to the warranty period of your existing Textron Lycoming Warranty Policy. All other

procedures, obligations, and limitations remain in effect as stated in the original warranty.

LIMITATION OF LIABILITY

IN NOEVENT, WHETHER AS A RESULT OF A BREACH OF WARRANI7l, CONTRACT OR ALLEGED


NEGLIGENCE, SHALL TEXTRON LYCOMING BE LIABLE FOR SPECIAL OR CONSEQUENTIAL OR
ANY OTHER DAMAGES, INCLUDING BUT NOT LIMITED TO LOSS OF PROFITS OR REVENUES, LOSS
OF USE OF THE ENGINE OR COST OF A REPLACEMENT.

agreement varying this warranty or Textron Lycoming’s obligations under it will be binding upon Textron
No
Lycoming unless in writing signed by a duly authorized representative of Textron Lycoming.

E~ective February 1, 1999


Lycoming
Textron
Williamsport, Pennsylvania

the right to revise terminate the terms of this Extension without prior notice.
Textron Lycoming reserves or

JbWCBu 4Q*QU rA3Yt3v J3m3V ´•I~k

14´•
652 Oliver Street
SERVICE
Williamsport, PA 17701 U.S.A.
Tel.
Fax.
570-323-6181
570-327-7101
INSTRUCTION
www.lycoming.textron.com

DATE: July i, 2002 Service Instruction No. 1505


Engineering Aspects are
FAA Approved

SUBJECT: Cold Weather Starting

MODELS AFFECTED: All Lycoming aircraft engines.

TIME OF COMPLIANCE: At engine start in cold weather.

In extremely low temperatures, oil congeals, battery capacity is lowered, and the starter can be
overworked. Improper cold weather starting can result in abnormal engine wear, reduced performance,
shortened time between overhauls, or failure for the engine to operate properly.

The of pre-heat will facilitate starting during cold weather, and is required when the engine has been
use

allowed to drop to temperatures below +10"F/-12"C (+20"F/-6"C for -76 series engine models).

Be sure that the engine oil is in compliance with the recommended grades.

NOTE

The use of a heated approved because heat is not distributed throughout the
dipstick is not
engine, and concentrated heat may damage non-metal engine parts. Proper pre-heat requires a
thorough decongealing of all oil.

To pre-heat using hot air:

1. Use a high-volume hot air heater.

CAUTION

DIRECT THE HOT AIR CAREFULLY TO AVOID HEAT DAMAGE TO NON-METAL


PARTS. OPEN COWL FLAPS IF INSTALLED, SO THAT HEAT BUILD-UP DOES NOT
DAMAGE WIRING, HOSES, ETC.

2. Apply hot air directly to the oil sump, external oil lines, cylinders, air intake, oil cooler and oil filter in
5 to 10 minute intervals. Between intervals, feel the engine to be sure that it is retaining warmth. Also
check to be sure that there is no damaging heat build-up. During the last 5 minutes, direct heat to the
top ofthe engine.

Page 1 of2
´•-´•´•--i´•~´•

Manufach´•era AeMK:ietien
Service Instruction No. 1505

3. Immediately after pre-heating, start the engine according to the normal starting process. Avoid
cranking for more than 5 seconds each start attempt.

NOTE

Due to the battery being cold and subject to rapid discharge, an auxiliary power source is
recommended.

4. Avoid rapid acceleration after a cold start. Do not exceed idle RPM, recommended in the engine
Operator’s Manual, until oil pressure is stabilized above the minimum idling range. Allow up to one
minute for oil pressure to stabilize, since lines to the gage may remain cold. If oil pressure is not
indicated within 30 seconds, shut down the engine and determine the cause. If no leaks or damage is
found, repeat the pre-heat before restarting.

5. Allow the engine to warm up at idle speed until oil pressure and temperature are stabilized within
normal limits andproceed to ground check in accordance with the airframe manufacturer’s Pilots
Operating Handbook.

6. Cycle the propeller control in accordance with the airframe and propeller manufacturer’s instructions
to insure warm oil is circulated into the propeller dome.

7. Aftercompleting the ground check, and before attempting takeoff, check oil pressure, oil temperature,
and cylinder head temperature to be sure that all are well within their normal operating ranges.

8. Insure that when takeoff power is applied smoothly, oil pressure, fuel flow, manifold pressure, and
RPM are steady. Surges or fluctuations may indicate that the engine is not warm enough for takeoff.

CAUTION

THE ENGINE MAY NOT BE WARM ENOUGH FOR TAKEOFF IF THERE ARE
INDICATIONS OF:

I. ENGINE ROUGHNESS
2. LOW, HIGHORSURGINGRPM
3. HIGH, LOW, OR FLUCTUATING OIL PRESSURE
4. HIGH OR LOW FUEL FLOW
5. EXCESSIVEMANIFOLD PRESSURE

Page 2 of2
SL
SERVICE
652 Oliver Street
W~lliamsport, PA~7701 U.S.A.
570/3236181
LETTER

Service Letter No. L1 14AK


(Supersedes Service Letter No. L I 14AJ)
August25,2000

TO: Owners and Operators of Textron Lycoming Aircraft Engines

SUBJECT: Reciprocating Engine and Accessory Maintenance Publications

NOTE

direct from Textron


Allpublications may be ordered through authorized Textron Lycoming distributors, or
Lycoming. Payment must be remitted in U.S. dollars when ordering directly from the factory.
consists of the following. NOTE: Parts
The available maintenance publications for Textron Lycoming engines and accessories
be drilled. Binders can be purchased separately for
Catalogs will no longer be shipped with separate binders, but will
%J.OO.
Complete engine model
ENGINE SPECIFICATIONS Engine specifications may be purchased for a list price of %8.00.
specifications but be
information must be supplied when ordering. NOTE: Installation drawings are not included with engine
can

purchased separately.
list price of S35.00. Complete engine model
INSTALLATION DRAWINGS Installation drawings may be purchased for a

information must be supplied when ordering.


It
OPERATOR’S MANUALS The Operator’s Manual contains information of use to pilots and maintenance personnel.
information and is used in conjunction with the aircraft owner’s
contains engine specifications, inspection procedures, operational
manual. NOTE: All current revisions are included with Operator’s Manuals.

Current Latest List


Part
Edition Revision Price
Number Engine Application
60297-3 O-340-A1A Engines June 1975 I %15.00
May 1976 60297-8-1 15.00
60297-8 VO-435; TVO-435 Series
Jan. 1988 15.00
60297-9 0-235; 0-290 Series
60297-10-4 15.00
60297-10 0-540, 10-540 Series March 1991
1 15.00
VO-360, 1VO-360 Series Dec. 1999
60297-11
July 2000 60297-12-6 15.00
60297-12 O, HO, IO, AIO, HIO, T10-360 Series
June 1973 60297-13-2 15.00
60297-13 TIG-541 Series
July 1973 60297-14-2 15.00
60297-14 GO-480, GSO-480, 1GO-480, 1GSO-480 Series
July 1974 60297-15-1 15.00
60297-15 100-540, 1GSO-540 Series
March 1973 60297-16-4 15.00
60297-16 0-320, 10-320, AIO-320, L1O-320 Series
Dec. 1978 15.00
60297-17 VO-540, 1VO-540, T1VO-540 Series
Jan. 1988 15.00
60297-19 10-720 Series
Feb. 1976 60297-20-3 15.00
60297-20 TO-360 Series
Oct. 1974 60297-21-8 15.00
60297-21 AEIO-320, -360 and -540 Series
May 1976 60297-22-1 15.00
60297-22 0-320-1-1 "76" Series
March 1987 60297-23-8 15.00
60297-23 TIG-540 Series
May 1978 60297-25-1 15.00
60297-25 O-360-E "76" Series
Oct. 1980 15.00
60297-26 TO-360-E "76" Series
Sept. 1988 60297-27-2 15.00
60297-27 TIO-540-AE2A Engines
15.00
60297-28* 10-580 Series
Nov. 1988 15.00
SSP1570 TIGO-541-E 1A Engines
Contact Textron Lycoming for availability.
Page 1 of9
O ZWO by Tcxlron Lycaming ..All RighU ~arvld..
Service Letter No. L1 14AK

OPERATOR’S MANUAL REVISIONS Operator’s manual revisions may be purchased for a list price of S5.00 each.
Complete engine model information must be supplied when ordering.

OVERHAUL MANUALS The Overhaul Manual is a guide for major repair of the engine. complete disassembly,
It contains

inspection, repair, reassembly and test procedures Lycoming reciprocating engines. When used in
for the various Textron
conjunction with the applicable parts catalog and service bulletins, service instructions and service letters; this manual provides an
authoritative text for complete overhaul of the engine. Overhaul Manuals for current Textron Lycoming engines are published in
loose-leaf format to permit addition of revised or additional information without disturbing the unaffected portions. Each manual
contains a registration card which, when properly executed and returned to Textron Lycoming, assures that the owner will receive
any additions or revisions that are made to the manual within a specified time. Although the Table
of Limits, SSP1776 is a

necessary part of the Overhaul Manual, it is not included with it, instead the Table of Limits and all revisions to it are sent to
Overhaul Manual owners who have returned their registration card to Textron Lycoming. Therefore, it is essential that Overhaul
Manual owners return their registration cards. NOTE: All current revisions are included with Overhaul Manuals.

Part Current Latest List


1

Number Engine Application Edition Revision Price

60294-5 Geared and Geared Supercharged Models April 1970 60294-5-6 %55.00
62094-6 Integral Accessory Drive Models Oct. 1975 60294-6-3 55.00
60294-7 Direct Drive Models Dec. 1974 1 60294-7-8 55.00
60294-8 Vertical Helicopter Models April 1978 60294-8-2 55.00
60294-9 "76" Series Models Aug. 1980 60294-9-2 55.00

OVERHAUL MANUAL REVISIONS Overhaul Manual revisions may be purchased for a list price of%10.00 each.

PARTS CATALOGS Textron Lycoming Parts Catalogs are illustrated to permit identification of parts; they are kept up to date
by revision and supplemental listings. A referenced numerical index is also included. Price includes latest published supplements.
Parts catalogs indicated by a are currently only available as photocopies which may be purchased for one-half the list price.
NOTE: All current revisions are included with Parts Catalogs.

Part Cyt. Current Revision Revision List


Number Revision NUmbeT, Dale Price

PC-102-1 0-290-D,-D2,-D2B,-D2C Engines Jan. 1988 PC-102-1BQ May 1991 $25.00

PC- 1 03 0-3 20-A2A,-A2B,-k2C,-A3 A,-A3 B,


-A3C,-B2A,-BZB.-B3A,-B3B,-B3C,
-D IA,-D I F,-D2A,-D2B,-D2C;E I A,
-E 1 F,-E2A,-E2B,-E2C,-E2D,-E2G,
-E3D; IO-320-BIA,-BIC,-C1A,-DIA,
-D 1 B,-EZA; AIO-320-E 1 B,-EZB;
LIO-320-BI -CIA Std. ii 1970 SSP488 1988 30.00

PC-105´• 0-340 Series Feb. 1970 20.00

PC-I 06~ 0-360-A 1 A,-AZA,-A3A,-A 1 C,-A 1 D,


-A2D,-A2E,-B2A,-C2A,-C2C,-C2D,
-D2A,-D2B; IO-360-AIA,-81A,-BI B;
HO-360-B I A,-B 1 B; H1O-3 60-A I A,-B 1 A Std. April 1985 30.00

PC-107 VO IVO-360 July 1963 12.00

PC-IIO VO TVO-435 SSP3071 Jan. 1972


Feb. 1963 SSP3071-1 Oct. 1972 25.00

PC-III GO-480-B,-B 1 A6.-BIB,-BIC.-Bi D,-D 1 A,


-F6,-F 1 A6,-F2A6,-F4A6 Feb. 1969 25.00

PC-114~ GSO IGSO-480 Series PC-114-1 March 1970


SSP2471 Nov.1971
PC-114-2 March 1974
Oct. 1968 SSP780 Oct. 1980 25.00

~-Reprinted ´•-Photocopy

Page 2 of9
Service Letter No. LI 14AK

Part Cyl. Current Revision Revision I.ist


Number Engine Application Flange Edition Number’ Date I’rice

PC-I 15-1 0-540-A I A,-A I A5,-A 1 B5,-A 1 CS.


-A I D, -A 1 DS, -A2B, -A3 D5 Std. March 1991 PC-II5-IA Oct. 1991 $30.00

PC-115-2 0-540-B1AS,-B1B5.-B2BS,-82CS.
-B4BS,-E4AS,-E4B5,-E4CS,-GIAS.
-G2AS Std. I:cb. 1991 PC-II5-2A Oct. 1991 30.00

PC-116 IGO 1GSO-540 Series June 1981 30.00

PC-119 1O-720-A 1 A,-A 1 B,-B I B,-B I BD,-C 1 B, Std. SSP778 May 1978
-DIB Wide Nov. 1977 PC-II9-A Jan. 1983 25.00

PC-119-1 1O-720-D 1C Wide Oct. 1982 10.00

PC-120 TIG-541 Series Sept. 1974 PC-120-I Jan. 1982 25.00

PC-121~ TIGO-541 Series PC-121-I Sept. 1976


1177 ncc. 1977 25.00

PC-122 0-320-1-1 "76" Series April 1976 PC-122-I Dec. 1980 20.00

PC-123~ O 8r. LO-360-E1A6D "76" Series July 1978 25.00

PC-124 TO LTO-360 "76" Series Dec. 1980 PC-124-I May 1985 25.00

PC-203-i 0-320-A2B,-A2C,-A2D,-A3B,-EIA,
-E I F,-E2A, -E2B,-E2C,-E2D,- E2F,
-E2G,-E2H,-E3D,-E3H Wide July 1984 25.00

PC-203-2 0-320-B2B,-B2C,-B3B,-DIA,-DID,
-D 1 F,-D2A,-D2B,-D2C,-D2G,-D2J,
-D3G Wide July 1984 PC-203-2A Dec. 1985 25.00

PC-215-1 IO-540-A 1 A5,-B I A5,-B 1 CS,-C 1 B5,


-C4 B5,-C4CS,-D4A5,-E1 AS,-E 1 B5,
-G I A5,-G 1 B5,-G I C5,-G 1 D5,-G I E5,
-G1F5 Std. June 1993 3(1.00

PC-215-2 IO-540-J4AS,-K 1 A5,-K IBS,-KICS,


-K IDS,-KIES,-KIFS,-MI AS,-N I A5,
-P1A5,-R1A5,-S1AS Std. June J 993 SS1’593 June 1993 30.00

PC-302 0-23 5-C1 ,-C I B,-C 1 C,-C2A,-C2C,-F2A,


-F2B,-t-12C,-J2A,-K2A,-K2B,-K2C, PC-302A I:cb. 1984
-L2A,-L2C,-M 1,-N2A,-N2C June 1982 PC-302B Jan. 1987 25.00

PC-302-1 O-235-P2A Aug. 1985 10 n:)

PC-303 IO-320-B1A;B1C,-CIA,-DIA,-DIB,
-E I A,-E 1 B,-E2A,-E2B; AIO-320-U 1 B,
-C 1B; L1O-320-B 1 A,-C IA; AEIO-320-
DIB,-DZB,-EI A,-E2A,-E I B,-E2B Wide June 1976 SSI’ 1184-1 Jan. 1985 25.00

PC-306-I 0-360-A 1 A,-A I AD,-A I D,-A 1 F6,


-A 1 F6D,-A 1 G6,-A 1 G6D,-A I LD,-AZA,
-A2 D,-A2 F,-A2 G,-A3 A,-A3 AD,-A4A, PC-306- 1 A March 1981
-A4G,-A4J,-A4K,-A4M,-ASAD Wide July 1980 PC-306-18 Nov. 1981 25.00

PC-306-2 0-360-B2A,-C I A,-C 1 C,-C 1 E,-C 1F,


-C2A.-C2C,-C2E.-D2A,-F I A6; LO-360-
AICi6D: TO-360-C 1 A6D Wide Aun. 1981 PC-306-2A June 1986 25.00

PC-306-3 O-360-A4N Wide Oct. 1982 10.00

PC-306-4 O-360-C 1G Wide Feb. 1987 PC-306-4A March 1994 10.00

*-Reprinted ´•-Photocopy
Page 3 of9
Service Letter No. L1 14AK

I’Brt Cyl. Current Revision Revision List


Number Engine Application Flange Edition Number’ Date Price

PC-306-5 O,LO-360-A 1116 Wide Nov. 1989 Slo.oo

PC-306-6 0-360-A IP Wide March 1994 10.00

PC-306-7 0-360-82(3 Wide 1994


Sept. 10.00

PC-306-8 0-360-C41~.-C4P Wide Oct. 1995 10.00

l’C-306-9 0-360-A4P Wide Nov. 1995 10.00

PC-306-10 I IO-360-C IA Wide March 1996 10.00

PC-306-ii 0-360-J2A Wide Jan. 1996 PC-306-11A Sept. 1998 10.00

PC-306-12 IO-360-L2A Wide May 1996 PC-306-12A Sept. 1998 10.00

PC-306-13 10-360-8 i G6 Wide June1999 10.00

I’C-306-I 4 IO-360-M 1A Wide Jan. 2000 10.00

’1‘1O,LTIO-540-U2A Wide Feb. 1983 PC-315-1A Feb. 1995 10.00

PC-3 15-2 ’1’1O, LT1O-540-V2AD Wide Dec. 1983 PC-315-2A July 1986 10.00

PC-3 15-3 TIO-540-AB I AD Wide May 1985 10.00

PC-3 15-4 1’10-540-AAIAD Wide Jan. 1987 10.00

PC-3 15-5 TIO-540-A2I3.-A2C.-C I A,-FZBD, PC-315-5A Oct. 1992


-J28.-J2BD.-N2BD.-R2AD..S I AD; SSP493 June 1993
LTIO-540-F2BD.-J2B,.J2BD. PC-315-5B Feb. 1995
-N2DD,-R2AD Wide Oct. 1991 PC-315-5C Dec. 1996 30.00

PC-3 15-6 1’10-540-A I A.-A 1[3.-A2A.-A2B.


-A?C.-C I A,-E I A.-G IA,-HIA Std. Oct. 1991 PC-315-6A Oct. 1992 30.00

PC-3 15-7 1’10-5´•IO-AEZA PC-31 5-7A Feb. 1995


Wide March 1989 PC-315-7B Dec. 1996 10.00

PC-3 15-8 TIO-540-AFiA Wide: Sept. 1989 PC-31 5-8A Feb. 1995 10.00

PC3 15-9 T1O-540-AG 1A Wide Sept. 1995 10.00

PC-3 15-10 TIG-530-AH IA Wide July 1998 10.00

PC-3 15-1 1 TIO-5´•IO-W?A Wide Jan. 1999 10.00

PC-3 15-17 1’10-5´•IO-AJ IA Wide Ma): 1999 15.00


PC-J06-I 10-360-A I A,-A I B,-A I B6.-A 1 B6D,
SSP291 April 1991
-A I C.-A I D.-A I D6.-A?A.-A2B.
SSP295 Feb. 1995
-A3D6D.-U IB.-BID.-I3IE.-BIF. PC-406-1A Oct. 1995
-B21:.-B2F6.-BJA: A10-360-A1A. PC-406-1B Nov. 1995
-A 1 B.-B IB Wide April 1991 PC-406-IC Dec. 1996 30.00

PC-J06-2 1O-360-C I A,-C I B,-C IC.-CIC6.


-C I D6,-C 1 E6,-C I F.-J I A6D:
LI 0-3 60-C 1 E6; H 10-360-A I A,-B 1 A.
-C I A.-C I B.-DIA.-EIAD.-EIBD.
-F I AD; TIG-360-A 1 B; AEIO-360-
PC-406-2A Nov. 1984
A1E.-BIG6.-HIA Wide April 1983 PC-406-2B March 1986 30.00

~-Reprinted ´•-Photocopy

Page 4 of9
Service Letter No. L1 14AK

Cyl. Current Revision Revision List


Part
lication Edition Number’ Date Price
Number

TIO-360-C 1 A6D Wide March 1986 PC-106-3A Dec. 1996 S10.00


PC-406-3

PC-415-1 O-540-J 1ASD,-J3A5,-J3A5D,


Wide March 1994 30.00
-J3C5D,-L3C5D

PC-515 0-540-B2B5,-B2CS,-B4BS,-E4A5,
-E4BS,-E4CS,-G 1 AS,-H 1 B5D,
-H2B5D Wide Dec. 1978 PC-515-I March 1979 30.00

Wide Aug. 1993 PC-515-2A Sept. 1998 10.00


PC-515-2 O-540-F1BS

PC-615 IO-540-C4B5,-D4AS,-G1DS,-K1A5, SSP 1080 Nov. 1980

-K1ASD,-KIBS,-K1 DS,-KIES, SSP881 Aug. 1981


SSP1084-1 lan. 1985
-K1F5,-K1 FSD,-KIGS,-KIGSD,
SSP290 April 1990
-KIJS,-KIJSD,-SIAS,-T4ASD,
-T4BSD Wide Oct. 1979 SSP192 Jan. 1992 30.00

1O-540-C4D5D Wide July 1982 10.00


PC-615-1

IO-540-K1KS Wide Nov. 1983 PCa15-2A June 1985 10.00


PCd15-2

10-540-V4A5D Wide Dec. 1984 10.00


PC615-3

IO-540-W Series Wide Oct. 1993 30.00


PC-615-4

IO-540-L ICS Wide July 1986 10.00


PC-615-5

AEIO-540-L 1 B5D Wide March 1987 10.00


PC-61 5-7

PC-615-8 1O-540-T Series (-T4A5D,-T4BS,


Wide Oct. 1992 30.00
-T4B5D,-T4CSD)

PC-615-9 AEIO-540-LIBJ Wide Dec.1989 10.00

PC-615-10 1O-540-AB I A5 Wide April 1997 PC615-IOA Sept. 1998 10.00

Wide Oct. 1991 10.00


PC-61 5-11 AEIO-540-D4A5,-D4BS

IIPC-615-12 IO-540-AC IA5 Wide Feb. 1999 IO.M1

Binders

*-Reprinted ´•-Photocopy

*PARTS CATALOG REVI[SI[ONS Parts catalog revisions may be purchased for a lisi ~rice of S5.00 each. Complete er~p,ine
model information must be supplied when ordering.

SERVICE BULLETINS, INSTRUCTIONS, LETTERS These publications are issued as required. Service Bulletins are
mandatory and require some modification or inspection to be accomplished on the engine within a specified time. Service
Instructions cover a variety of subjects; such as repair processes, modification procedures, inspection procedures and overhaul
methods. Service Letters usually pertain to service policy or vendor products. The latest index of these publications is available as
listed under SPECIAL SEKVICE PUBLICATIONS.

NOTE: Customers that have purchased complete sets of active bulletins, letters and instructions including subscription
will receive notice when their subscription is due for renewal.

Page 5 of9
Service Letter No. L1 14AK

Part Number Description List Price

BS- 147+ Complete set of active bulletins, letters and instructions


(Domestic)
BS-150’ Complete set of active bulletins, letters and instructions
%125.00
(Export, Canada, Mexico)
BS-1482 Complete set of active bulletins, letters and instructions
S125.00
including one year subscription (Domestic)
BS-l49’ Complete set of active bulletins, letters and instructions
S150.00
including one year subscription (Export, Canada, Mexico)

-Includes Index.

CD-ROM PUBLICATIONS

Title List Price


Part Number

CD-ROM Complete Set of Active Service Bulletins, Letters and Instructions, Including One-Year
S315.00
Subscription Note 1
.%199.00
CD-4 Cyl Single CD 4 Cylinder Engines Note 2
.S299.00
CD-4 Cyl-S Single CD 4 Cylinder Engines with Annual Subscription Note 2
%199.00
CD-6 Cyl Single CD 6 Cylinder Engines Note 2
S299.00
CD-6 Cyl-S Single CD 6 Cylinder Engines with Annual Subscription Note 2
´•%199.00
CD-8 Cyl Single CD 8 Cylinder Engines Note 2
.%299.00
CD-g Cyl-S Single CD 8 Cylinder Engines with Annual Subscription Note 2
3199.00
CD-Heli Single CD Helicopter Engines Note 2
.%299.00
CD-Heli-S Single CD Helicopter Engines with Annual Subscription Note 2
S199.00
CD-Aero Single CD Aerobatic Engines Note 2
%299.00
CD-Aero-S Single CD Aerobatic Engines with Annual Subscription Note 2
.%699.00
CD-Library Complete Set Note 2
Complete Set with Ann;al’S;dscrjption Note 2 %999.00
CD-Library-S
10-360 Training Guide %249.00
CD IO-360

NOTE 1 Includes one-year subscription which provides an updated CD every 8 weeks.


Contains Operator’s Manuals, Overhaul Manuals, Parts Catalogs, Special Publications and Price Lists.
Annual
NOTE 2
subscriptions provide updated CD’s quarterly. For international shipments, add %30.00 shipping/handling.

concerned with topics of general interest subjects that are


SPECIAL SERVICE PUBLICATIONS These publications are or

too lengthy for inclusion in maintenance manuals.

Publication List
Title Date Price
Part Number

s.oo
SSP-3867 Schematic Turbocharger Control System (TVO-435-A 1A)
System (TIO-541-A) 5.0´•i~
SSP-3967 Schematic Turbocharger Control
System (T10-540-A Series) 5.00
SSP-1668-1 Schematic Turbocharger Control
5.00
SSP-669 Schematic Turbocharger Control System (TIO-540-C IA)
5.00
SSP-1169 Engine Test Equipment
Schematic RSA-IODB2 Fuel Injector System 5.00
SSP-1670-1
5.00
SSP-871 T10-360 Turbocharger System Chart
Schematic TIO-540-J2BD 5.00
SSP-1272
SSP-1872 Engine Log Book I N/C
5.00
SSP-973 Schematic RSA-5 and RSA-IO Fuel Injector System
Schematic RS-IOBI Fuel System 5.00
SSP-1173
1977 5.00
SSP-475 Trouble-Shooting Manual
Book 40.00
SSP- 1776 Table of Limits, Complete
April 1979 15.00
SSP-1776-PT I Table of Limits, Part I Direct Drive Only
July 1979 15.00
SSP-1776-PT2+ Table of Limits, Part II Integral Only
Jan. 1 980 15.00
SSP- I 776-PT3 Table oflimits, Part III Geared Only
Feb. 1 980 15.00
SSP-1776-PT4+ Table of Limits, Part IV Vertical Only

Page 6 of 9
Service Letter No. L114AK

SPECIAL SERVICE PUBLICATIONS (CONT.)

Publication List
Part Number Title Date Price

SSP-479 Schematic Turbocharger Control System (TIO, TIGO-541-E,


T10-540-R) 5.00
SSP-384 Special Service Toots Jan. 1985 5.00
SSP-885-1 Oil Filter Replacement Kits Nov. 1987 5.00
SSP-397 Certificated Engine List May 1997 5.00
SSP-490 Component Maintenance Manual (Textron Lycoming Lightweight Starter) Jan. 1991 10.00
SSP-399 Index of Service Bulletins, Letters and Instructions May 1999 5.00
SSP-499A Numerical Parts I~listory June 2000 10.00
Form SFN-880-3 Cylinder, Piston, Piston Ring and Gasket Set Application List March 2000 10.00

These publications are sent to Overhaul Manual owners who have returned their registration cards to Textron Lycoming.
Direct Drive and 76 Series Overhaul Manual owners get Pan i, Integral Overhaul Manual owners get Part Il, etc.

IA1TENTION:I
ATTENTION

OWNERS AND OPERATORS OF TEXTRON LYCOMING ENGINES

To reduce exposure to legal action, which is highly probable due to the present product liability crisis, Textron Lycoming
can no longer resell/distribute any vendor publication.

Vendor publications can be obtained directly from the vendor. Current vendor addresses are listed on pages 7, 8 and 9 of
this Service Letter.

Further, all Textron Lycoming publications are to be considered copyrighted and may not be reproduced without
permission of the company.

VENDOR ADDRESSES

ALTERNATOR ELECTROSYSTEMS, INC.


Airport Complex
P.O. Box 273
Fort Deposit, AL 36032
Phone: (334) 227-8306
Fax: (334)227-8596
STARTER
ELECTROSYSTEMS, IINC.
Airport Complex
P.O. Box 273
Fort Deposit, AL 36032
Phone: (334) 227-8306
Fax: (334)227-8596

SKY-TEC
133 Business Blvd.
Granbury, TX 76049
Phone: 1-800-476-7896
Fax: (817)573-2252

PRECISION AIRMOTIVE
14800 40’h Ave. N.E.
Marysville, WA 98271
Phone: (360) 651-8282
Fax: (360)651-8080
Web Site: www.precisionairmotive.com

Page 7 of9
Service Letter No. L1 14AK

VENDOR ADDRESSES (CONT.)

CARBURETOR PRECISION AIRMOTIVE


14800 40TH Ave. N.E.
Marysville, WA 98271
Phone: (360) 651-8282
Fax: (360)651-8080
Web Site: www.precisionairmotive.com

CARBURETOR, PRESSURE PRECISION AIRMOTIVE


1480040’" Ave. N.E.
Marysvil)e, WA 98271
Phone: (360) 651-8282
Fax: (360)651-8080
Web Site: www.precisionairmotive.com

F_U_EL PUMP CRANE LEAR ROMEC


241 South Abbe Road
Elyria, OH 44035
Phone: (440) 343-3211
Fax: (440) 322-3378

FUEL INJECTOR PRECISION AIRMOTIVE


14800 40’h Ave. N.E.
Marysville, WA 98271
Phone: (360) 65 1-8282
Fax: (360)651-8080
Web Site: www.prec isionairmotive.com

MAGNETO, BENDIX TELEDYNE CONTINENTAL


MOTORS
Aircraft Products Division
P.O. Box 90
Mobile, AL 36601
Phone: (334) 438-3411
Fax: (334)432-7352

MAGNETO, SLICK UNISON INDUSTRIES


SLICK AIRCRAFT PRODUCTS
550 Blackhawk Park Avenue
Rockford, IL 61104
Attn: Publications Dept.
Phone: (815) 965-4700
Fax: (815)965-2457

TURBOCHARCER ALLIED-SIGNAL INC.


GARRETT AUTOMOTIVE
NORTH AMERICA
3201 W. Lomita Boulevard
Torrance, CA 90505
Attn: Don Winters
Phone: (3 10)517-1927
Fax: (310)534-5941

Page 8 of9
Service Letter No. L1 14AK

VENDOR ADDRESSES (CONT.)

TURBOCHARGER CONTROLLER CONSOLIDATED FUEL


SYSTEMS, INC.
1400 East South Blvd.
Montgomery, AL 36116-2320
Phone: (334) 286-8551
Fax: (334)286-8018

CHRISTEN AEROBATIC SYSTEM AVIAT, INC.


P.O. Box 1149
South Washington Street
Afton, WY 83110
Phone: (307) 886-3151
Fax: (307) 886-9674

NOTE

TEXTRON LYCOMING WILL NO LONGER BE THE SUPPLIER OF AIRESEARCH OVERHAUL


MANUALS, MAINTENANCE MANUALS AND PARTS CATALOGS.

Page 9 of9
TE(TRON LYCOMI

DOMESTIC PUBLICA’TIONS ORDER FORM

652 Oliver Street


I Lycoming W~lliamsport, PA 17701 U.S.A.
Attention: Publications

PHONE ORDERS (570)-327-7091 FAX ORDERS (570) 327-7275 Credit Card Only
OR (570)-327-7274

*OVERNIGHT DELIVERY AVAILABLE FOR $15.00 EXTRA

Qty. Unit Price Total Price


Part No. Description

SUBTOTAL
All orders are F.O.B. Shipping Point. Shipping and handling charges will be
*’SHIPPING AND
added to invoice. No P.O. Box for overnight delivery.
HANDLING:

$0-$20 $5.00
wu PAYMENT C1 Check Enclosed $10.00
$21-$50
Do not send cash. O Money Order 9518 UP $15.00
O Master Card
O V’SA
Overnight Service
O American Express
SUBTOTAL OF ORDER

PA residents add 6%
Account No.
sales tax
Exp. Date

Name on Card TOTAL ORDER

Signature

PLEASE TYPE OR PRINT

Name

Company
Street
State Zip
City
Country
AREA
Phone CODE
Fax

FORM SL114A (5/00)


10
TU(TRON LYCOMING

EXPORT PUBLICATIONS ORDER FORM

652 Oliver Street


Lycoming W~lliamsport, PA 17701 U.S.A.
Attention: Publications

FAX ORDERS (570) 327-7275 Credit Card Only


PHONE ORDERS (570)-327=1091
OR (570)-327-7274

Part No. Description Qty. Unit Price Total Price

SUBTOTAL
’All orders are F.O.B. Shipping Point. Shipping and handling charges will be added

to invoice.
’SHIPPING AND
HANDLING:
PAYMENT OCheckEnclosed
_~Li
I~
~a Do not send cash. O Money Order $0-$50 $30. 00
L~ Master Card $51-$~00 $45.00
OvaA 6101& UP $60. 00

C1 American Express
TOTAL ORDER
Account No.

Exp. Date

Name on Card

Signature

PAYMENT IN tlS DOLLARS ONLY CHECI<S MUST BE DRAWN ON U.S. BANK


PLEASE TYPE OR PRINT

Name

Company
Street

City State Zip

Country
AREA
Phone Fax
CODE

FORM SL114 (5/00)


~7A\11(10 Ly C O M I N G VVI LLI AM S PO RT DIVISION
AV C n Ct lR PORATlnN
VVI LLIANI S PO RT, PENNSYLVANIA 1 /701

iLi
Service Letter No. L142B
(Supersedes Service Letter No. L142A)
December 23, 1977

TO: All Owners and Operators of Avco Lycoming Engines

SUBJECT: Policy Relative to Alterations Affecting Engine


Performance

Gentlemen:

AvcoLycoming Williamsport Division, Avco Corporation warrants each new


engine to be -~ree from i~efects In material and workmanship, under normal
use and service, for six calendar months from the date of first operation
by the first user. This warranty also states that it is not applicable
to any engine which has been subjected to accident or used, adjusted,
altered, handled, maintained or stored other than as directed in Avco
Lycoming’s Operator’s Manual.

We and
h ave had
are encount ering in st anc e s, where accessories are
installed Avco Lycoming engines, without the approval of the factory,
on
which change or alter engine performance and operation. Unless such
accessories are tested and approved by Avco Lycoming, all engine war-
ranties are void even though the~ accessory has FAA approval.

NOTE: Revision "B" updates text.

Uanbr dOA~P,

Canl k*ton
AuocY(an
II1I1)V I´•lllll-0´•U LI~I1 IIL´•´•LII

LYCOMING WILLIAMSPORT DIVISION


AVCr 1 CC3RPr IRATIC3N
VVILLIANIS PO RT, PENNSYLVANIA 17 /01

(W
Service Letter No. L147B
(Supersedes Service Letter No. L147A)
January 25, 1980

TO: All ~nd Operators of Avco Lycomfng Aircraft Engines.

SUBJECT: Andetol 471 All-Climate Synthetic Aircraft Lubricant.

All-climate aircraft engine operation is attainable by use of a Low compounded synthetic


lubricant, This p roduc t, And erol 471, in one grade encompasses petroleum oil grades SAE 10W
through SAE 40 suitable for both winter and sumner operation. It offers the aircraft industry
a lugrlcant that remains fluid at temperatures to -400 F. This feature materially aids in
cranking and starting cold engines. It also provides adequate lubrication during the initial
periods of engine warn-up.

NOTE

Field service reveals that Anderol 471 tends to swell rocker box drain beck
hoses. This swelling restricts passage of the lubricant. When Anderol 471
is used, it is reconnnended that these hoses be replaced at 400 hour
intervals.

For aLre raf t ins t allat ions where the engine lubricating oil is also used to lubricate or
cool other assembly drives that are part of the airframe mechanism, it is recormnended that the
aircraft manufacturer be consulted prior to using this synthetic lubricant,

is the technical information regarding the use of Anderol 471.


Following

I. Flushing Engine Prior to Use of Anderol 471.

In order for the user to realize the maxFrmun benefits afforded by this lubricant, it is
imperative that all petroleum residue be removed from the engine. At any time a change is made
from a mineral base lubricant to Anderol 471, the recorrrmended Anderol flushing procedure ~rmst
be performed.

a. Drain petroleum oil from engine. (When oil is hot to insure adequate draining).

b. Install Anderol 471.

period of from 10 to 15 hours.


c. Operate engine for a

d. Drain Anderol 471 rJhLle hot, and clean screens.

e. Install clean Anderol 471 to desired level,

f. Run engine briefly to insure complete circulation.

with controllable piteropellers end more than 100 hours total time since new
For engines
or overhauled, follow "a" through "f" in addition:
aAaoa dOML*

Caml Lwi´•Um
Mrulw*rrl

Page 1 of 2
Service Letter No. L147B

g. Check propeller hub area for possible sludge residue.


h. After twenty (20) hours of operation of Anderol 471, again clean screens (particularly on
Sinnnonds fuel injected series engines) ~nd filters whichprotect the oil supply to the ~fuel
injector.

2. Reconnnended Oil Change Periods.

Previously reco~nended oil change periods have been reduced, as shown because it is
Impassible to filter suspended resiaue from the oil that results from the use ol highly leeded
aviation fuels.

With FAA filCer insrellarionb 100 hourr (wLeh fLl~er cer~rldge 50


a.
hour intervals~proved chenge~ a~

b. Without filter installations 50 hours.

3. Crankcase Breather Icing.

Under low temperature operating conditions and ideal atmospheric conditions, crankcase
moisture can freeze in the outlet area of breather tubes, causing an increase in crankcase
pressure, with possible damage to nose seals. The major airframe manufacturers have issued
bulletins describing procedures to eliminate this problem.

Field experience has shown that the oil temperature of engines using Anderol 471 tends to run
significantly lower (from 150 to 400F.) than those engines using standard lubricants. In the
interest of safety, we suggest that the aircraft manufacturer’s bulletins be strictly complied
with.

NOTE

In direct drive engines with thermostatic bypass control valve, the higher
flow of Anderol 471 through the oil cooler at low ambient temperatures will
result in lower engine oil temperatures. The oil temperature should be kept
in the normal operating range to achieve maximum engine service life. To
accomplish This, it may be necessary to baffle or restrict the flow of air
through the engine oil cooler. Normal engine operating temperatures must he
maintained to minimize the formation of moisture in the crankcase and to
reduce breather icing.

All inquiries as to availability or additional information concerning this product should be


addressed in the U.S. to the Tenneco Chemical Co., Turner Place, P. O. Box 365 Piscataway, New
Jersey 08854; or in Canada: Nuodex, 34 Industrial~Street, Toranto, Canada.

NOTE: Revision "B" revises text.

Page 2 of 2
LYCDMING WILLIAMSPORT DIVISION
AV C O CORPO AT I O
VVILLIAMS PO RT, PEI\II\ISYLVANIA 17701

OooclB~o
Service Letter No, L154B
November 23, 1984

TO: All Owners and Operators of Avco Lycoming Piston Engine~

SUBJECT: I. Engine Ordering


II. Return of Runout Engines
III. Return of Engines for Special Adjustment Consideration

Gentlemen:

I. Engine Ordering

ordered, must have the following infor-


When new or remanufactured exchange replacement engines are we

mation:

1. SERIAL NUMBER OF ENGINE BEING REPLACED.

2. Model of engine being replaced.

3. Total time of engine being replaced.

4. Condition of engine being replaced as follows: (A) Normal runout, (B) Failed, (C) Accident in-
volvement.

EXAMPLE: SIN: L-62345-51A


Model: 1O-360-A1G6D
T. T.: 2000 hours
Condition: Normal Run-Out

cooperation in furnishing this information to the Authorized Avco Lycoming Distributor with
We solicit
whom you place your engine order. The distributor will pass this information on to our factory when he places
model replacement engine is shipped.
your order, thereby insuring the correct

II. Return of Runout Engines

EXCHANGE BASIS ONLY and an operable engine or car-

I
Remanufactured engines are sold on an

cass of like model must be returned with the Exchange Engine Tag (Form 156C-5M-76) listing ap-
plicable data.

ENGINE LOGBOOK MUST ALSO BE RETURNED WITH ENGINE.

Member ol GAMA

8 Page 1 of 2
Service Letter No. L154B

3. Failure to return a carcass on a remanufactured exchange transaction inconveniences our distributor


and puts a future customers in a situation where his ordered engine cannot be shipped until we
receive the carcass. Furthermore, the exchange engine carcass must be returned within 45 days,
unless approval is granted for an extension.

4. If the exchange engine is to be credited against a transaction older than 2 years, a copy of the invoice
must be forwarded to Avco Lycoming.

5. Deviating from this policy is permissible only when an outright remanufactured engine sale is approv-
ed in advance by authorized factory personnel. Of course, factory-new engines may always be purchas-
ed on an outright basis.

III. Return of Engines for Special adjustment Consideration

for warranty or special adjustment consideration MUST HAVE ENGINE LOGBOOK,


Engines returned
SPARK PLUGS AND ALL PARTS INCLUDING CARBURETORS AND FUEL INJECTORS,
MAGNETOS AND IGNITION HARNESS RETURNED IN "AS IS" CONDITION TO FULLY
EVALUATE THE ENGINE PROBLEM.

NOTE

IF ALL OF THE ABOVE INFORMATION IS NOT FURNISHED, NO IN-


VESTIGATION WILL BE MADE AND THE ENGINES WILL BE ACCEPTED
FOR EXCHANGE CREDIT ONLY.

Your cooperation will enable us to continue to promptly provide correct model replacement engines.

and the return of the


I NOTE: Revision "B" adds text to paragraph II pertaining to
Exchange Engine Tag and engine logbook.
engine-exchange policy

Page 2 of 2
~AVCO LYCOMING WILLIAMSPORT DIVISION
AV C O C O R P O R AT ION
VV I LLIAM S P 0 RT, PENNSYLVANIA 17701

aoWo~
(W
Service Letter No. L159D
(Supersedes Service Letter No. L159C)
May 28, 1982

Owners of Avco Lycoming Opposed Series Aircraft Engines


TO:

SUBJECT: Facilities for Cylinder Barrel Repair

Avco Lycoming will no longer list those facilities that are approved by respective country regulating
agencies, for chrome plating cylinder barrels.
receive in country authorization from the
Facilities that wish to chrome plate cylinder barrels must now

FAA or its equivalent.

CAUTION

Do not under any circumstances assemble chrome plated piston rings in a chrome plated
cylinder barrel.

NOTE: Revision "D" omits list of facilities.

Msman of GAMA

CenaalPviation Jrrs
Manufactuas Association
LYCOMING WILLIAMSPORT DIVISION
PIVCr 1 IN
VVI LLIANIS PO RT, PEN N SYLVAN IA 1 1701

aooooo
(L)
Service Letter No. L161C
(Supersedes Service Letter No. L161B)
August 26, 1983

TO: Users of Avco Lycoming Publications

SUBJECT: Overhaul Manual Revision Policy

Previous editions of this service letter stated that revisions to the various overhaul manuals would be
furnished toowners of the manuals for a period of at least three years.
Until now it has not been necessary to
ask anyone for payment for revision material although many owners have had their manuals for over ten years.
limit revi-
However, printing and paper costs, along with ever increasing postal rates have made it necessary to
sion service for these manuals to a period of three years.

Consequently, all owners of overhaul manuals whose names are currently in our files, and who have their
manuals longer than three years will be notified that a fee of $10.00 must be paid if revision service for the

manual is to be continued for the next three years.

NOTE

This service letter is not a request for payment, a notice will be sent to each overhaul
manual owner when the revision service period for his manual has expired.

The overhaul manuals applicable to the various Avco Lycoming engines are:

No. 60294-5 Geared and Geared Supercharged Models


No. 69294-6 Integral Accessory Drive Models
No. 69294-7 Direct Drive Models
No. 60294-8 Vertical Helicopter Models
No. 60294-9 "76" Series Overhaul Manual

These manuals are available through all Avco Lycoming distributors. Revision material for overhaul
manuals is mailed directly from Avco Lycoming to owners of the manuals at the time the revision is published;
revisions to overhaul manuals are not otherwise available.

NO’rF:: Revision "C" is comprised of a fee increase and addition of Manual No. 60294-9.

Membero(GAMA

0-----
Menufactuars As´•ociation
::r:;rAVCO LYCOMII\IG VVILLIANISPORT DIVISION
AVCO CORPOR AT ION
VVILLIANISPDRT, PENNSYI VANIA 17 ~01

(L)
Service Letter No. L162B
(Supersedes Service Letter No. L162A)
January 29, 1982

TO: All Owners, Operators and Service Facilities


SUBJECT: Q Hell-Coil Service Repair Kit

Gentlemen:

The repair of threaded holes is a problem often en´• ject to frequent removal and where corrosion may be
countered in aircraft engine maintenance. Corr~. a factor,

sion, tight fits between dissimilar metals and the ef-


In order to promote the use of Hell-Coil thread in´•
fects of repeated heating and cooling, are the usual
sertsas a means of thread repair in Avco Lycoming
contributing causes for damaged threads, or loose
fits between threaded parts. Conventional methods
engines, as well as to provide maintenance facilities
with an efficient, time-saving tool. Avco Lycoming
of repair to threaded parts include retapping end
threaded parts; installation of
has designed 8 kit, containing inserts and tools for
use of oversize
repair of the most common sizes of threaded holes in
bushings; and redrilling and tapping to ~ccam-
Avco Lycoming engine parts. These tools and in-
modate step´•threaded parts. Except for the use of
serts are specially designed for use in aluminum
oversized threaded parts supplied by Avco Lycom-
ps’ts.
ing, none of these methods of repair are generally ac´•
ceptable because of structural weakness introduced The kit is made up of eight repair pecks, each pack
by enlarging the tapped hole, containing thread inserts, tap and installing tool for
a particular size thread. Heli´•Coi) thread
inserts are
The Heli´•Coil thread insert is an ideal method for
i"gtelled in the following manner:
repair of many types of thread damage. It requites
very little enlargement of the tapped hole.
and being
CAUT~ON
made of stainless steel provides a better thread than
Do not install Heli´•Coil inserts in any
the original. Consequently, Hell-Coil inserts are not
through-hole an assembled engine
only recommended for repair of thread damage but
on

aircraft because of the possibility of metal par-


are used extensively in new Avco Lycoming
where threaded are sub´• tides entering the engine,
engines at locations parts

1. Drill hole to adequate depth using the drill site as shown in the following chart.

THREAD INSERT DRILL SIZE DRILLED HOLE DIAMETER

1/4´•20 NC H .2640´•.2710
~116´•18 NC B .9300´•.8370
318-16 NC X .3950´•.4020
1/2´•13 NC 93164 .6]36´•.52~
118´•27 NPT U .3660´•.3730
10´•24 NC 18164 .2011´•.20’11
10-32 NF 7 .1990-.2050
1116´•37 NPT 9132 .2790-.2860

Heli´•Coi] products, Div. of Mite Corp.. Danbury, Connecticut.

Y´•nbrdOMU. ~e r G I rVB4b A~;´• page 1 of 2

RECEIVED BY ATP
.´•S

cv I’
Service Latter No. L162B

2.Tap the drilled hole using the Hell-Coil tap CAUTION


supplied with the pack. Check thread size on
shank to make certain correct aile is used. Do not Hell-Coil insert installing tangs can
become airborne when broken off with a
attempt to use any other tap. On pipe threads, tap
the depth indicated by the copper wire wrapped hammer and rod. Care must be exercised to
around the tap. For shallow holes it may be prevent injury to anyone in the vicinity.
necessary to mind-off and Fechamfer the end of
NOTE
the pipe tap.
Any time that a cylinder hold-down stud
3. For thread series Heli-Coil thread in-
coarse
hole thread is repaired by installation of a
serts, screw the thread insert on the mandrel of
Bell-Coil insert, the limits for stud driving
the installation tool; be sure tang of the insert is
torque must be maintained. See Table of
fully engaged in slot of mandrel. For pipe thread Limits, SSP1776.
inserts and fine thread series, thread insert should
be pieced in well of the prewinder, tang end for´• I, th,,,,,t it is ever necessary to remove a Heli-
ward. Rotate mandrel through insert until driving Coil insert, itcan be accomplished as follows:
tang is fully engaged in slot of mandrel. Continue
to rotate until insert is engaged on 1 or 2 threads With a small triangular file, cut a notch in the top
in prewinder body, coil of the insert about 1/4 turn from the end of the
wire. Be careful not to damage the thresds in the
4. Screw the insert into the tapped hole until the tapped hole. Then place one edge of a 3edge scraper
top of the insert is 1/4 to 1/2 turn below the top in the notch; while maintaining a steady downward
surface of the hole, pressure, turn the scraper counter-clockwise until
the entire insert is backed out. Scrap the insert and
ii. Remove the tang from the insert by breaking retap the hole to insure it is clean, then install a new
it off with a rod having a diameter that fits into insert.
the assembled insert. Strike the rod sharply with a
hammer, the tang is notched to insure that it will Any of the packets, or individual inserts contain´•
break off easily. Tangs on pipe thread and large ed in the kit may be replaced by reordering through
diameter inserts can be removed with long´•nosed any Avco Lycoming distributor. Be sure to state
pliers. part number as shown below for each item required.
Part No. ST-184 Hell-Coil Thread Repair Kit Consists of:

Minimum
Quantity
Qty. Part No. Description Part No. Individual Inserts Peckage

1 1028´•4 Repair Pkg. (30 114´•20 NCI


nc. STD´•1173 Insert, ~/4´•20 NC 15
1 4028´•5 Repair Pkg. (24 pc. 5116-18 NC) STD´•1164 Insert, 6116´•16 NC 12
1 1028´•6 Repair Pkg. (18 pc. 818´•16 NCI STD´•I~’I1 Insert, 9/8´•~6 NC 9

Pkg. (12 pc. 1/2-13 NCI STD-1642 Insert, 113´•13 NC 6


1 4028´•8 Repair
STD´•)872 Insert, 118´•27 NPT 5
1 4029-2 Repair Pkg. (10 pc. 1/8-27 NPT)
STD´•1353 Insert, 10-24 NC IS
1~ 4028´•3 Repair Pkg. (30 pc. 10´•24 NC)
STD´•2163 Insert, ]0-32 NF 15
1 1024´•3 Repair Pkg. (30 pc. 10´•32 NF)
STD´•22r2 Insert, 1116´•27 NPT 5
1 4029´•1 Repair Pkg. (10 pc. 1116´•27 NPT)

NOTE
Any of the above repair packages may be purchased separately. In addition to con-
taining inserts, each package contains a special Heli-Coil tap and installing man-
drel. Individual replacement inserts are packaged and sold as listed.

NOTE: Revision "B" adds repair packages to kit; changes text; eliminates illustration and changes
drilled hole diameters.
21(91 This number for Avco ~ycoming reference only.

page 2 of Z
SERVICE
652 Oliver Street
Williamsport, PA 17701 U.S.A.
570/323-6181
LETTER

Service Letter No. L171


November 26, 1971

TO: All owners and operators of Avco Lycoming Aircraft Engines.

SUBJECT: General Aspects of Spectrometric Oil Analysis.

As the use of spectrometric lubricating oil analysis cessively high concentrations of the metal of which it
has become more widespread in the field of general is made willbe deposited in the oil and this wear can
aviation, the problems of methods, procedures, sched- increase periodof time untilpremature failure
over a

ules and interpretation of data have become prevalent, results. By analydng the oil spectrochemically for
This service letter is an attempt to clarify the subject this metalcontent, the increasing concentrations can
and to define how lubricating oil analysis can be used be detected and corrective action taken.
as another tool in the maintenance sf modern recipro-

cating aircraft piston engines. of


The most important aspect monitoring engine
wear by oil analysis is safety. As
long as the wear
First of all, it must be rememberedthat oil analy- rates of the various elements do not show a sharp rise,
sis does not replace other maintenance techniques as th,,perator can be assured that his engine is in good
differential cylinder pressure checks, boroscopic ex- thealth" at the time of the analysis. Oil analysis will
amination, and filter content inspection. However, quickly detect dirty induction systems and it is
very
oil analysis can be used to estimate wear rate values
as illustrated by the shown herein. These
examples
examples are actual instances taken from analysis
reports submitted from a single laboratory.

PRINCIPLE OF SPECTROGRAPH OIL ANALYSIS:

parts of any engine are comprised of


The various
different metalsor alloys and in the case of the Avco

Lycoming aircraft engines these essentially consist of


aluminum pistons, chrome plated or steel piston rings,
steel or chrome cylinders, aluminum or aluminum
bronse piston pin plugs, etc. These parts are subject
to wear and they normally deposit minute particles of
metal in the oil. If a part is wearing abnormally, ex-

Figure i. Typical Metallic Concentration in Figure 2. Typical Spectrometric Oil Analysis


Engine Lube Oil R.elative to Time Showing Abnormal Wear Due to High Silicon
Since Overhaul Content 300 Hours

Gen~nal PviaHon Page 1 of 3


Manutachrrna A(mocintinn
Service Letter No. L171

most important that clean air be provided to engines 1. In Figure 2, it is noted that the dirt ingested by
to obtain recommended "TBO’s". Worn, dirty, mis- the engine (silicon content) increased rapidly from
aligned, etc. air filters are often in use and this con- about 5 PPM (parts per million) to about 30 PPM
dition is frequently ignored by operators, resulting in increased wear to the rings and cylin-
ders as shown by the sharp rise in chrome and iron
PRACTICAL APPLICATION OF OIL ANALYSIS: content.Correctiveaction in this caseby theoper-
ator (filter change
and better fit) quickly resulted
Referringto Figure i, the amount of metal carried in normal wear again with resultant good health to
in theengine oil is most often high in a new engine or the engine.
an overhauled engine during its break-in period be-

cause of new parts mating together. After about 25 2. Figure 3 illustrates how spectrometric oil analy-
hours of operating time the metal content decreases sis can aidin the prevention of a major failure. At
rapidly to a level that essentially remains constant 900 hours, the wear rate for copper content in this
unless abnormalwear occurs due to dirt in the Induc-
engine increased from 10 PPM to 50 PPM, indica-
tionsystem or for other causes. Abnormal wear will ting serious bearing wear. Subsequent inspection
be quickly’indicated by a "break" in the curve also proved this to be the case and a major failure was
shown in Figure 1. It should be emphasized that this prevented.
"break" in the normal wear rate does not necessarily
mean that failure is imminent; but it does mean that It should be noted in Figure 3 that the metallic con-
an investigation (filters checked, bore-scope examin- tent of the various elements in the lube oil sampled at
ation, compression pressure check, etc. should be each check point are plotted against a "normal-wear-
undertaken to determine the cause for abnormal wear rate" expected for these elements.
as illustrated by the following examples:

NOTE CAUTION

Avco Lycoming claims no responsibility These values are published as a guide and
for engines remaining in service or re- may or may not be directly applicable to
moved from service solely on the basis of all engines or laboratories providingthis
a spectrometric oil analysis report, service.

Each of the organizations specializing In oil analy-


sis has its own specifications for sampling oil to be
analyzed; but, in general the following procedure is
typical and acceptable by the major companies.

1. An oil sample may be submitted for analysis at


any time during the life of the engine, preferably,
Imn a Sample should be submitted at specified intervals
and a running log maintained, somewhat like the
chart, Figure 2. The sample should be taken
.ynapmocmorf
the engine in the manner specified by the analyzing

6 2. Unless otherwise specifiedby the analyzing com-


pany the oil sample taken from the engine should be
e obtained as follows:

a. Operate the engine untiloil temperature sta-

bilizes, then shut it down, check the amount of


oil in the engine and take the oil sample.

e b. It is best to take the sample at the time of oil


B change; but if this is not convenient, the oil may
be sampled anytime after it has been in the engine
Silken
for 10 hours operating time.

c. The oil sample must be clean; be sure the


100 IOD 100 ~00 tea area around the drain, orthe filler tube is per-
Time Since Overhaul fectly clean before the sample is taken.

Figure 3. Typical Spectrometric Oil Analysis d. If the sample is taken when the oil is drained,
Showing Serious Bearing Wear (Cu) let half the oil run out, then take the sample by
at 900 Hours holding the sample bottle in the oil stream.

Page 2 of 3
Service Letter No. L171

e. If desired, the may be taken from the


sample last oil change, date sampled, and oil levelat sam-
oil filler tube by of a rubber bulb and a
means pling time. Also, indicate if cylinders are chrome
suction hose. If this method is used be sure the plated at overhaul; describe any major repair or
hose and bulb are cleaned with petroleum sol- top overhaul.
vent before and after the sample is taken and
that the solvent has evaporated. NOTE

3. There certain items of information that must


are Avco Lycoming does not recommend any

accompany the oil sample which are as follows: particular company provide spectrome-
to

Engine model number, engine serial number, air- tricoilanalysis service for aircraft main-
craft manufacturer, aircraft model, aircraft regis- tenance. Bowever, at the present time
tration number, total hours on engine, hours since only those companies affiliated with the
overhaul, brand of fuel, octane rating of fuel, brand Spectrometric Oil Analysis Laboratory
of oil, viscosity of oil; type of oil- straight mineral, Association (SOALA) are considered to be
or ashless dispersant; oilconsumption, hours since adequately qualified.

Page 3 of 3
JAVCO LYCOMING WILLIAMSPORT DIVISION
AV C O C O R P O R AT ION
VVILLIANISPORT, PENNSYLVANIA /701

(W
Service Letter No. L172B
(Supersedes Service Letter No. L172A)
January 25, 1980
TO: All Owners and Operators of Avco Lycoming Aircraft Engines.

SUBJEC~: Use of Ethylene Glycol Mon~methyl Ether (Ea3E)* Fuel Additive


Such as "Prist"

This to
is inform all owners and operators of Avco Lycoming aircraft engines that tests
conducted with EGME used as i~n ice inhibiting fuel additive have shown to be satisfactory for
used in
use in all Avco Lycoming engines with no adverse affects on engine operations ~Jhen
fuel additive
concentrations up to 0.15% by volume in Aviation Gasoline. The use of "ECME" as a
in Avco Lycoming engines is approved by Avco Lycomfng ~md FAA.

in aircraft
The use of "EGME" as a fuel additive does not replace the procedures as presented
fuel system icing prevention
and engine operating manuals for use of carburetor heat or other
procedures.

CAI1~ION

"EGME" is only slightly soluble in gasoline simply be


and therefore cannot
fnto the fuel tank. To assure is completely dispersed in the
that it
and mixed while the fuel Fs flowing. The
it must
proportion of
,~p,roportioned
in the fuel must not exceed 0.19% by volume end the
manufacturer’s instructions must be followed.

PFA 55 MB.
EGME is covered by specification MIL-I-27686D ~nd is sometimes referred to as

additive.
"Prist" is the registered trademark of PPG Industries, Inc. for an

Ether (EGME) fuel additive.


NOTE: Revision "B" adds the use of Ethylene Glycol Monomethyl as a

ol OALU

O Csnanl kltim
Mru(´•ctvrl ~´•ocWa,
SERVICE
652 Oliver Street
Williamsport,
570/323-6181
PA 17701 U.S.A.
LETTER

Service Letter No. L180B


(Supersedes Service Letter No. L180A)
November 13, 2001

TO: All Owners and Operators of Textron Lycoming Aircraft Engines

SUBJECT: Engine Preservation for Active and Stored Aircraft

Engines in aircraft that only occasi6nally may not achieve normal service life because of
are f~own
corrosion. This occurs when moisture from the air and products of combustion combine to attack cylinder
walls and bearing surfaces during periods when the aircraft is not used. The procedures for combating this
condition consist of coating the Mllnerable surfaces’with rust inhibitive compounds as herein described.

NOTE

Need for preservation must be evaluated


by the owner or operator of the aircraft ´•based on

environmental conditions and frequency of~aircraft activity. The time periods given are

recommendations based on normal conditions.

Our experience has shown that in regions of high humidity, active corrosion can be found on cylinder
walls of new engines inoperative for periods as brief as twq.daJ(s. In engines that have acdumulated 50 hours
or more time in service in a short period, the cylinder walls ~sill have acquired a varnish that tends to protect

them from corrosive action; such engines under favorable atmospheric conditions can remain inactive for
several weeks without evidence of damage by corrosion.

Aircraft operated close to oceans, lakes, ~rivers and in humid regions have a greater need for engine
preservation than engines operated in arid regions.
ACTIVE ENGINES:

Engine temperature and length of operating time are very important in controlling rust and corrosion. The
desired flight time for air cooled engines is at least one continuous hour at oil temperatures of 1650F to
200"F a’t intervals not to’exceed 30 days, depending on location and storage conditions. This one hour does
not include.taxi, ta~ie-off and ianding’time.’ If recommended oil temperatures are not obtainabie, contact
aircraft manufacturer for availability of oil cooler winterization plates.

The aircrsLft temperciture gages should be checked to make sure that they are accurate.

The cooling air baffles need to be in good condition and fitted properly to assure proper cooling air flow.

The oil cooler system needs to be of the proper size for the engine and airframe installation. Oil coolers
that are sized incorrectly can cause over-heating or below minimum temperatures. Low temperatures are
just as harmfUl as high temperatures due to build-up of water and acids.

Page 1 of4

O 2001 by TnMn Ly~oming "AIl Righu Resaved"

Manufactuers As~ociation
Service Letter No. Lt 80B

Oil changes are very important in minimizing corrosion. Reference latest revision of Textron
rust and

Lycoming Service Bulletin No. 480 for recommended oil/filter change intervals and procedures.

week or so is not
Pulling engines through by hand when the aircraft is not run or flown for a
recommended. Pulling the engine through by hand prior to start or to minimize rust and corrosion does more
and vapor
harm than good. The cylinder walls, piston, rings, cam and cam follower only receive splash
walls. The cam load
lubrication. When the prop is pulled through by hand, the rings wipe oil from cylinder
the engine
created by the valve crain wipes oil off the cam and followers. After two or three times of pulling
through by.hand without engine starts, the cylinders, cam and followers are left without a proper oil film.
in excessive
Starting engines without proper lubrication can cause scuffing and scoring of parts resulting
wear.

INACTIVE ENGINES:

If it is known that anaircraft is to remain inactive for 30 or more days, the following procedure should be
applied to the engine, especially if the aircraft is located near salt water or similar humid environment.

1. Install a preservative by one of the following methods:

a. Drain thelubricating oil from the sump or system and replace with a preservative oil mixture. This
concentrated
preservation mixture consists of one part by volume MIL-C-6529C Type I
Grade
preservative compound added to three parts by volume of MIL-G6082C (SAE J1966),
the
1100, mineral aircraft engine oil or oil conforming to MIL-C-6529C Type II. Follow carefully
manufacturer’s instructions before use.

b. An alternative method is the of Cottec VC1-326


use preservative concentrate added to the original
oil at a ratio of 1 part VC1-326 to 10 parts ofoil.

2. Operate the engine until normal temperatures are obtained.

below
Do not stop engine until oil temperature has attained 1800F (820C). If weather conditions are

freezing, oil temperature should reach at least 1650F (73"C) before shut down.

3. Remove sufficient cowling to gain access to the top spark plugs and remove them.

of the
4. Through the spark plug hole, spray the interior of each cylinder with approximately two ounces
preservative oil mixture using an airless spray gun (Spraying Systems Co., Gunjet Model 24A-8395 or
installed in the
equivalent). In the event an airless spray gun is not available, a moisture trap may be
air line ofa conventional spray gun.

5. Reinstall spark plugs and do not turn crankshaft after cylinders have been sprayed.

NOTE

Oils of the type mentioned are to be used in Lycoming aircraft engines for preservation only
and not for lubrication. See the latest revision of Textron Lycoming Service Instruction No.
1014 for recommended lubricating oil.

Page 2 of4
Service Letter No. L180B

6. If the aircraft is stored in


region of high humidity, or near a sea coast, it is better to use dehydrator
a

plugs instead of merely replacing the spark plugs as directed in the preceding step. Cylinder
dehydrator plugs, MS-27215-2 or equivalent may be used.

7. Preferably before theengine has cooled, install small bags of desiccant in exhaust and intake ports and
seal with moisture impervious material and pressure sensitive tape. Any other opening from the
engine to the atmosphere, such as the breather, and any pad from which an accessory is removed,
should likewise be sealed.

Desiccant may be obtained through a Textron Lycoming distributor using the following part numbers:

Part No. 40249 1/2 Ib. Desiccant


Part No. 40249-1 1 Ib. Desiccant
Part No. 40249-2 1/8 Ib. Desiccant
Part No. 40249-3 1/4 Ib. Desiccant

8. Firmly attach red cloth streamers to any desiccant


bags installed in the intake and exhaust passages to
insure material is removed when the engine is made ready for flight. Streamers should be visible from
outside the aircraft. Propeller should be tagged, "Engine preserved do not turn propeller".

9. At 15-day maximum intervals, a periodic check should be made of the cylinder dehydrator plugs and
desiccant. When the color of the desiccant has turned from blue to pink the preservation procedure
must be repeated.

10. To return the aircraft to service, seals, tape, and desiccant bags. Use a solvent to remove tape
remove

residue. Remove spark plugs or dehydrator plugs. With the magnetos off rotate the propeller by hand
through sufficient rotation to remove excess preservative oil from the cylinders. Drain the remaining
preservative from the engine through the sump.
WARNING

TO PREVENT SERIOUS BODILY INJURY OR DEATH, BEFORE MOVING THE


PROPELLER TAKE ALL PRECAUTIONS TO PREVENT THE FIRING OF THE
ENGINE. DISCONNECT SPARK PLUG LEADS; INSURE MAGNETOS ARE
SWITCHED OFF AND P-LEADS ARE GROUNDED; INSURE THAT THE THROTTLE
IS CLOSED AND THE MIXTURE IS IN "IDLE CUT-OFF". DO NOT STAND WITHIN
THE ARC OF THE BLADE. EVEN WITHOUT SPARK, COMPRESSION CAN CAUSE
THE PROPELLER TO MOVE WITH SUFFICIENT FORCE TO CAUSE SERIOUS
~JURY.

Installspark plugs and reconnect all parts in accordance with manufacturer’s instructions. Service the
engine with approved lubricating oil.
NOTE

Althoughthe above procedures should prevent corrosion under favorable conditions, it is


recommended that the engine be periodically inspected for evidence of corrosion.

The foregoing are general recommendations for proper engine care. Since local conditions may differ and
Textron Lycoming has no over the application of these recommendations, no warranty against
control
corrosion is intended.

Page 3 of4
Service Letter No. L180B

NOTE

i. Cortec Corp. manufactures preservative oils


4119 White Bear Parkway
St. Paul, MN 55510
Phone: 612-429-1100
800-4-CPORTEC
Fax: 612-429-1122

2. ProtectAirMfgs. -MS27215-2plugs
Fernandina Beach, FL 32034
Phone:
or 904-261-0601
Fax:

Page 4 of4
LY C O M I N G C3 IV I S I r\l
WILLIAMSPI~Ri, PENNSYLVANIA 17701

OooaB~o aoOVo~
(L)
DATE: October 11, 1974 Service Letter No. L181

TO: All owners and operators of Avco Lycomlng aircraft engines.

SUBfEer: Intake Valve Replacement: Service Instructions 1280A, 1262A and 1302.

Reports have been received of wrong Intake valves being Installed when corrective action is taken for Intake
valve leakage. Consequently owners and operators who have changed or are going to change intake valves are
advised to ascertain that the correct intake valve is installed.

There are presently three Avco Lycomf ng publications dealing with corrective measures for intake valve
prob-
lems. Each of these publications is concerned with a different intake valve from the other two; generally the dif-
ferences are as follows:

Service Instruction Intake Valve


Number Part Number Description

(1) 1280A LW- 12949 Intake Valve with large diameter head and rotator cap.
Replacing 73117*

(2) 1262A 73129 Intake valve with small diameter head for cylinders
with venturf valve seats.

(3) 1302 LW-13622 Intake valve with small diameter head and rotator cap
Replacing 73129 for cylinders with venturi valve seats.

In particular these service instructions differ as follows:

(1)Service Instruction No. 1280A: Intended for an interim, In-service correction for valve leakage. B provides
akit LW-13292 for field installation of a large diameter head intake valve with rotator cap. It is not used In newer
cylinders that are already fitted with small diameter head valves and venturl seats.

(2)
Service Instruction No. 1262A: Pertains to the field application of a production change which provides a new
cylinder with venturi intake seats to accommodate small diameter head intake valves. R describes how older cyl-
inders can be converted to use the venturi seat and small diameter head valves.

(3) Service Instruction No. 1302: Pertains to the field application of a production change whid~ provides a new
small head diameter intake valve and rotator cap, kit no. LW-13677. It describes how cylinders already fittedwith
small diameter head valves can have the new valve and rotator cap installed. R also includes a supersedure list
to permit conversion of older cylinders that have large diameter intake valve seats.

It is
suggestedthat if a new Intake valve is to be installed, all three of these service instructions be reviewed
for engine model application and status of the engine. For example, if the engine is in service and the cylinder
has large diameter head valves Installed, consideration should be given to replacing the intake valve with a ro-
tator valve and cap as described in Service Instruction No. 1280A. If the cylinder is of the newertype with venturi
seats and small diameter head intake valve installed, then the small head valve can be replaced with a rotator
valve as described in Service Instruction No. 1302. However, if the engine Is being overhauled, ft is recommen-
ded that all cylinders be reassembled with the small diameter head rotator intake val~ a as described In Service
Instruction No. 1302 unless the engine modelis not applicable; in this event the non-rotator intake valve should
be installed as described in Service Instruction No. 1262A.

A lew engines will he found with an alternate intake valve, 73876 installed instead of 73117. These valves are
identical but numbered differently to identify source.

Membw o( GA#A

General Aviation
Asaocidion
)I,

oo~svca LYCOMIT~G DIVISIOI\I


WILLIAMSP0RT, PE;~INSYLVANIA 177[31

(L)

Service Letter No. L182


October 25, 1974

SUl3jECT: Piston Pin Finish

TO: Ail owners and operators of Avco Lycoming engines.

Approximately November i, 1974 some of the piston pins shipped


on
from Avco Lycoming will. appear black in color instead of the usual highly
perished steelthat is customary. The black pins are no different struct-
urally and dimensionally from the others and have no specialassembly re-
quirements; the black appearance merely indicates the pin has had a temper
etch inspection process applied after the final finish process.

Ma~w at GAMA

Cmad &iann
Lycoming SE RVICE
Williamsport Plant
Textron Lycoming/Subsidiary
652 Oliver Street
Williamsport,PA 17701 U.S.A.
of Textron Inc.
LETTER

Service Letter No. L185B


(Supersedes Service Letter No. I,185A)
,ranuary 19, 1988

TO: All Owners and Operators of Textron Lycoming Aircraft Engines

SUBJECT: The Use of Higher Octane Aviation Fuel, 100 I,L Blue or 100 Green,
for Engines Rated for 80/87 Octane Fuel

We have received many inquiries from the field expressing concern over the limited availability of 80/87
grade fuel and associated questions from use of higher leaded fuel in engines rated for grade 80187 fuel. The
leading fuel suppliers indicate that in some areas 80/87 grade aviation fuel is not available. It is further in-
dicated that the trend is toward phase out of 80/87 aviation grade fuel. The low lead 100 LL Avgas, blue color,
which is limited to 2ml tetraethyl lead per gallon and the higher 100 aviation fuel, color green, with a max-
imum of 4.0ml tetraethyl lead per gallon are available. Whenever 80/87 is not available you should use the
lowest lead 100 grade fuel available. Automotive fuels should never be used ds a substitute for aviation fuel in
aircraft engines.

The continuous use, more than 25% of the operating time, with the higher leaded fuels can result in increas-
ed engine deposits both in the combustion chamber and in the engine oil. It may require increased spark plug
maintenance and more frequent oil changes. The frequency of spark plug maintenance and oil drain periods

will begoverned by the amount of lead per gallon and the type of operation. Operation at full rich mixture re-
quires more frequent maintenance periods; therefore it is important to use proper approved mixture leaning
procedures.

To reduce or keep engine deposits at a minimum when using the higher leaded fuels, 100 LL Avgas, blue or

100, green, it is essential that the following four conditions of operation and maintenance are applied.

A. Fuel management required in all modes of flight operation. (See A, GENERAL RULES.)

B. Prior to engine shutdown run up to 1800 RPM for one minute to clean out any unburned fuel after taxiing
in. (See B, ENGINE GROUND OPERATION.)

C. Replace lubricating oil and filter each 50 hours of operation, under normal environmental conditions. (See
C, LUBRICATION RECOMMENDATIONS.) Reference latest edition of Service Bulletin No. 480.

D. Proper selection of spark plug types and good maintenance are necessary. (See D, SPARK PLUGS.)

The use of economy cruise engine leaning whenever possible will keep deposits to a minimum. Pertinent por-
tions of the manual leaning procedures as recommended in the latest edition of Textron Lycoming Service In-
struction No. 1094 are reprinted here for reference.

Gsn~Hal Pviation
Manufectuers AsM~cietion Page 1 of 3
Service Letter No. L185B

A. GENERAL RULES.

high performance cruise operation unless


i. Never lean the mixture from full rich during take-off, climb or

the airplane owners manual advises otherwise. However, during


take-off from high elevation airports or dur-
mixture. In such a case
ing climb at higher altitudes, roughness or reduction of power may occur at full rich
obtain smooth engine operation. Careful observation of
the mixture may be adjusted only enough to

temperature instruments should be practiced.

performance cruise powers and at l,est economy


2. Operate the engine at maximum power mixture for

mixture for economy cruise power; unless otherwise specified in the airplane owners Inanual.

3. Always return the mixture to full rich before increasing power settings.

be necessary to manually lean or leave mix-


4. During let-down and reduced power flight operations it may
ture setting at cruise position prior to landing. During
the landing sequence the mixture control should then
high elevation fields where leaning may b~l necessary.
be placed in the full rich position, unless landing at

5. Methods for manually setting maximum power or best economy mixture.

Indicator Method: The tachometer and/or the airspeed indicator may


a. Engine Tachometer Airspeed
mixture ranges. When a fixed pitch pro-
be used to locate, approximately, maximum power and best economy
indicators. When the airplane uses a constant speed pro-
peiler is used, either or both instruments are useful
peller, the airspeed indicator is useful. Regardless of the propeller type, set the controls for the desired cruise
manual. Gradually lean the mixture from full rich until either the tachometer or
power as shown in the owners
indicator are reading peaks. At peak indication the engine is operating in the maximum power
the airspeed
range.

the manufacturer, the mixture is


b. For Cruise Powers: Where best economy operation is allowed, by
then leaning is slowly continued until engine operation becomes
first leaned from full rich to maximum power,
noted by undesirable decrease in airspeed. When
rough or until engine power is rapidly diminishing as an

either condition occurs, enrich the mixture sufficiently to obtain an evenly firing
engine or to regain most of
and airspeed must be sacrificed to gain a best
the lost airspeed or engine RPM. Some slight engine power
economy mixture setting.

edition of Service Instruction No 1094 for


c. Exhaust Gas Temperature Method -(EGT): Refer to latest
procedure.
result in less engine deposits and reduced
Recommended fuel management, manual leaning, will not only
fuel saving.
maintenance cost but will provide more economic operation and

B. ENGINE GROUND OPERATION.

of lead salt deposits on spark plugs and exhaust


The engine ground operation greatly influences formation
taxi and engine shut-down) can
valve stems. Proper operation of the engine on the ground (warm-up, landing,
formation which cause spark plug fouling and exhaust valve
greatly reduce the deposition rate and deposit
sticking.

fuel mixture and Irlainlenance of Lhe induction air


i.Proper adjustment of the idle speed (600 to 650 I1PM)
and eliminate excessively Ilch fuellair mixtures at idle speeds.
system will ensure smooth engine operation
of the high leaded aviation fuels greatly
This will minimize the separation of the non-volatile components
retarding the deposition rate.

Page 2 of 3
Service Letter No. L185B

2. The engine should be operated at engine speeds between 1000 and 1200 RPM after starting and during
the initial warm-up period. Avoid prolonged closed throttle idle engine speed operation (when possible). At
engine speeds from 1000 to 1200 RPM, the spark plug core temperatures are hot enough to activate the lead
scavenging agents contained in the fuel which retards the formation of the lead salt deposits on the spark
plugs and exhaust valve stems. Avoid rapid engine speed changes after start-up and use only the power set-
tings required to taxi.

3. Rapid engine cool down from low power altitude changes, low power landing approach andlor engine
shut-down too soon after landing or ground runs should be avoided.

4. Prior to theengine shut-down, the engine speed should be maintained between 1000 and 1200 RPM un-
til theoperating temperatures have stabilized. At this time the engine speed should be increased to approx-
imately 1800 RPM for 15 to 20 seconds, then reduced to 1000-1200 RPM and shut-down immediately using
the mixture control.

C. LUBRICATION RECOMMENDATIONS.

Many of the engine deposits formed, regardless of the lead content of fuel used, are in suspension within the
engine oil and are not removed by a full flow filter. When sufficient amounts of these contaminants in the oil
reach high temperature areas of the engine they can be baked out, resulting in possible malfunctions such as in
exhaust valve guides, causing~sticking valves. The recommended periods of 50-hour interval oil change and
filter replacement for all engines using full-flow filtration system and 25-hour intervals for oil change and
screen cleaning for pressure screen systems must be followed. If the occurences of valve sticking is noted, all

guides should be reamed using the procedures as stated in latest editions of Service Instruction No. 1116
and/or Service Instruction No. 1425, and a reduction in oil drain periods and oil filter replacement used.

D. SPARK PLUGS.

Spark plugs should be rotated from top to bottom on a 50 hour basis and serviced on a 100 hour basis. If ex-

cessivespark plug lead fouling occurs the selection of hitter


plug, from the approved list in the latest edition
a

of Service Instruction No. 1042 may be necessary; however, depending on the type of lead deposit formed, a
colder plug from the approved list may better resolve the problem. Depending on the lead content of the fuel
and the type of operation, more frequent cleaning of the spark plugs may be necessary. Where the majority of
operation is at low power, such as patrol, a hotter plug would be advantageous. Where the majority of opera-
tion is at high cruise powers a colder plug is recommended.

NOTE: Revision "B" Text revised to include lubrication recommendations and engine ground operations.

Page 3 of 3
I;MAVCO LYCOMING WILLIAMSPORT DIVISIOI\I
AV C O C O R P O R AT ION
VVILLIAMSPORT, PENNSYLVANIA 17701

aoWoc~
(L)

Service Letter No. L188


July 14, 1~78

SUBJECT: Cylinders Treated With Black Oxide Finish

TO: All ok~ers and operators of Avco LycomFng engines.

As a product improvement, all of the nitrided cylinders shipped from Avco Lycoming will
black in color inside the cylinder barrel, instead of the usual highly polished sterl
at is customary. The black cylinders are no different structurally and dimensionally from the
others and have no special assembly requirements;the black appearance merely indicates that
has had a temper etch preservative process (called black oxide) applied after ehe
::~BLCflFnde’
inish process.

Cylinders applicable to specific engine models can be found in Avco Lycoming’s publication
Cylinder, Piston, Piston Ring and Gasket Set Application List, Form 880, and the latest edition
of Service Instruction No. 1037.

19813 This number for Avco Lycomlng ~reference only..

Mamb´•r ol GAM*

O Gensr´•l ~Um
Mru(ectuer~
~7AVCO LYCOMING VVILLIAMS PO RT DIVISION
AVCO CORPOR AT ION
VV I LLIAM S P~ RT, PENN SYLVANIA 17701

it)
Service Letter No. L189
December i, 1978

TO: All Owners and Operators of Avco Lycoming Aircraft Engines


Employing Prestolite VSF7200 and VSF7400 Series Regulators.

SUBJECL~: Prestolite Service Bulletin No, ASM-11

Prestolite Service Bulletin No, ASM-11, dealing with equipment and procedures used to bench
rest the VSF type aircraft regulator, is reprinted herewith in its entirety,

NUMBER ASM-11 ssuro_L301Z~--


suslEcr Benchfaslina Solid StnteRPnlllntnrr

APPLICITIOC! VSF 7200 and VSF 7400 Series Raolllntnr~


nor*of_ or 1 ncrr

The following squlpnsnt end procedures can be used to bench tsst ms VSF type alroraft
regulator. This a O~-No Go procedure to detennlne whether or not the regulator le funcUoning

Equipment required: VSn200 Series VSR400 Senes


12V Regulators 24V Regulators
de power supply variable between 13 to 15V 25 to 30V
(current capability of 1 Ampere is sufficient)
-dc voltmeter. fullscale 15V 30V
(no accuracy or calibration required)
resistor, approximately 2001. 10W, to 40n 20W, to
(valMs are not critical) son, sw loon. lOw

Conned parts as shown. The regulator need not be mounted on a heat sink.

O O

Resistor VSF
Power Supply

Vollmeler O O

Test:
1. Set power supply voltage to approximately 13V (25V).
2. Voltmeter must read "low" that is, 1 volt or less.
3. Slowly increase power supply’s output voltage At approximately 14V (28V) external voltmeter
must (suddenly) read "high" that is. supply voltage level.
9. Slowly decrease supply voltage by approximately 0.5V. External voltmeter must (suddenly) read
"low" again.
it the voltmeter reacts as described.lhe regulator is functioning properly.
if the voltmeter does not react as dese ribed, the regulator Is not tunctionlng properly

Note: Although the regulalor~s exact electrical characteristics cannot be evaluated by this test
alone, it will be sunicient (or most cases.

For measurement of the actual voltage levels at which the regulator switches between "high’~
a digital voltmeter across the power supply’s terminals is required.
and "low states,
Member of GUU

8 Cwr´•l Ariation
Mputrtua´• Aseoc*tlQl I*ul~
LY C O n~ I N r vv I L LI A rvi s p n a T oivisir IN
AVCO CORPOR AT ION
VVILLIAMSPORT, PE N N SY LVA N I A 77701

aoDVorjl
(L)
Service Letter No. L190
March 16, 1979

TO: All Owners and Operators of Avco Lycoming Normally Aspirated


(Non-Turbocharged) Aircraft Engines.

SUBJE(5l: Use of "’lpp" as a Fuel Additive

This inform
is toall owners and operators of Avco Lycoming normally aspirated (non-

turbocharged) aircraft engines that our test conducted with ’TCP" used as a fuel additive
indicated no deterioration in the detonation characteristics or detrimental effect of Avco
LycomLng aircraft engines. The ’~CP" additive may be used in aircraft fuel supplied to the
engines when mixed according to the instructions provided by Alcor,
Inc.

It must be clearly understood that, although’TTCP" is approved for use in Avco Lycoming
in aircraft
engines, this approval does not imply approval by any airframe manufacturer for use
should be
in which Avco LycomLng engines are used. Approval by the aircraft manufacturer
obtained prior to use.

wrCp fuel additive is distributed by:

Alcor, Inc.
10130 Jones~altsberger Road
P.O. Box 32516
San Antonio, Texas 73284

L(anb´•r o( G~*

6 CanaJ
A~UKU(On
Fn;r~ Lycom’ns I SE RVICE
Williamsport Plant
Textron LycominglSubsidiary
652 Oliver Street
Williamsport, PA 17701
of Textron Inc.

U.S.A.
LETTER

Service Letter No. L192B


(Supersedes Service Letter No. L192A)
January 19, 1988

TO: All Owners and Operators of Textron Lycoming Aircraft Engines.

SUBJECT: Spark Plug Fouling

In many cases spark plug fouling resulting from Do not simply replace the same part number of
the tetraethyl lead (TEL) in aviation fuels can be those removed. A previous mechanic may have in-
reduced or eliminated by proper operating techni- stalled the wrong plugs. Reference latest edition
ques. of Service Instruction No. 1042.

The problem of lead fouling arises when low 2. Rotate top and bottom spark plugs every 25 to
engine operating temperatures coupled with rich 50 hours. Top plugs scavenge better than bottom.
mixture prevent the complete vaporization of the
TEL. Under these conditions, lead deposits can 3. Proper adjustment of the idle speed (600 to
form in the spark plug electrodes, causing misfiring. 650 RPM) fuel mixture and maintenance of the in-
By establishing and maintaining proper engine duction air system will ensure smooth engine
operating temperatures, the TEL can be kept pro- operationand eliminate excessively rich fuellair
perly vaporized and pass out the exhaust system, mixtures at idle speeds. This will minimize the
separation of the non-volatile components of the
However, the Champion Spark Plug Company has high leaded aviation fuels greatly retarding the
designed a spark plug which will reduce or eliminate deposition rate.
the effects of lead fouling. The spark plug REM-37-
BY can be used in the following engines: 0-235; 4. The engine should be operated at engine
0-320; IO-320-B, -F; AIO-320; LIO-320-B; IO-320-A, speeds between 1000 and 1200 RPM after star-
D, -E; AEIO-320; HIO-360-B; HO-360; 0-360-A, -C, ting and during the initial warm-up period. Avoid
-E, -F; IO-360-B, -E, -F; AEIO-360-B, -H; 0-360-B, prolonged closed throttle idle engine speed opera-
-D; IVO-360, VO-360-A, -B. tion (when possible). At engine speeds from 1000
to 1200 RPM, the spark plug core temperatures
For operators experiencing lead fouling, the are hot enough to activate the lead scavenging

following operating recommendations are made: agents contained in the fuel which retards the for-
mation of the lead salt deposits on the spark plugs
and exhaust valve stems. Avoid rapid engine
1. By use of the spark plug recommendation speed changes after start-up and use only the
charts, be certain the proper plugs are installed. power settings required to taxi.

PaClolZ
Manufactve~
Service Letter No. L192B

5. After flooded start, slowly run the engine to


a or carburetor heat. If aircraft is used
as a trainer,

high power to burn off harmful lead deposits, then schedule cross country operation whenever possi-
return the engine to normal power, ble.

8. Rapid engine cool down from low power


6. Keep engine operating temperatures in the altitude changes, low power landing approach
normal operating range. Too many people think
andlor engine shut-down too soon after landing or
the lower the temperatures the better. Keep
ground runs should be avoided.
cylinder head temperatures in normal operating
range by use of normal power and proper leaning. 9. Prior to engine shut-down the engine speed
Use oil cooler baffles to keep oil temperature up in should be maintained between 1000 and 1200
winter. RPM until the operating temperatures have
stabilized. At this time the engine speed should be
7. Use normal recommended leaning techniques increased to approximately 1800 RPM for 15 to 20
at cruise conditions regardless of altitude and re seconds, then reduced to 1000-1200 RPM and
lean the mixture with application of alternate air shut-down ’immediately using the mixture control.

NOTE: Revision "B" revises model designation for 0-235 and engine ground operations.

Page 2 of 2
LYCOMING VVILLIAMSPORT DIVISION
AV C ~7 Ct IR PORATION
VVI LLI ANI S PO RT, P E N N SY LVA N i A 1 /701

~Li
Service Letter No. L193
July 20, 1979
M: All Owners end Operators of Avco Lycoming Aircraft Engines.
SUBJECT: Engine Firing Order

This is to inform all owners and operators of the proper firing order of Avco Lycoming
aircraft engines.

All of Avco Lycoming aircraft engines are numbered from the front or propeller end
cylinders
to the with cylinder no. 1 being furthest forward. Most of the engines have the odd number
rear

cylinders on the right side and even number cylinders on the left side. However, the TIO and
TIGO-541 series engines are numbered with the odd number cylinders on the left side and even
number cylinders on the right side of the engine.

Engines with the letter ’2" in the model prefix, such as LTIO-540-J2BD, denotes that the
engine has counterclockwise rotation of the crankshaft, when viewed from the rear of the
engine.

The firing orders of all Avco Lycoming engines are as follows:

ENGINE ROTATION OF CRANKSHAFT ENGINE FIRING ORDER

4 Cylinder Clockwise 1-3-2-4


4 Cylinder CounterclockwLse (L) 1-4-2-3
6 Cylinder Clockwise 1-4-5-2-3-6
6 Cylinder CounterclockwFse (L) 1-6-3-2-5-4
8 Cylinder Clockwise 1-5-8-3-2-6-7-4

20590 This number for Avco LycomFng reference only.

Member ol GAMA

Genaal Ariatian
Manurectuae A´•socidicn
~LMAVCO LYCOMING WILLIAMSPORT DIVISION
AV r.O CC3R F>nRATlr 1 N
VVI LLIANI S PO RT, P E N r\l SY LVA N I A 1 7 /01

OooilB~o
Service Letter No. L195
July 2, 1982

TO: Owners of Avco Lycoming ST-172 Seal Puller Set.

SUBJECT: Revision to Pullers.

Oil seal design and material changes have made it necessary to change the design of five of the seal pullers
contained in the ST-172 seal puller set.

In order to pull the


lightweight seals found in some applications on Avco Lycoming reciprocating
newer

engines, the seal puller must thread


deeper into the metal seal frame. ST-172-5, ST-172-6, ST-172-7, ST-172-8
and ST-172-10 seal pullers already in use can be updated by machining the shaft recess of the puller to a depth
of 13/32 inch. This allows the puller to be threaded deeper into the seal. See Figure 1, A Dimension. No revision
is necessary on ST-172-9 tachometer seal puller.

CAUTION

Do not increase the diameter of the recess, Dimension B in Figure i, when reworking the
puller.

As an aid in replacing broken or damaged pullers, individual pullers from the ST-172 puller set can be pur-
chased. Order individual tool numbers as listed in the chart in Figure 1.

Tool
No. A D1M 5DIM

ST´•172´•5 406 .570


ST´•172-6 406 (.130
ST-172-7
.406 875
ST´•172-8
.406 .754
ST´•172´•9
.3125 .4375
ST´•172´•10 .406 1.000

Figure 1. Seal Puller Showing Increased Shaft necess Depth


and Recess Dimensions

Member d GAMA

CenerdPuiation
Manufaetuers Peeoe*tion
SERVICE
Williamsport Plant
Textron LycominglSubsidiary of Textron Inc.
652 Oliver Street LETTER
Williamsport, PA 17701 U.S.A.

Service Letter No. L197A


(Supersedes Service Letter No. L197)
January 19, 1988

All Owners and Operators of Textron Lycoming Piston Aircraft


TO:
Engines

SUBJECT: Recommendations to Avoid Valve Sticking.

Letter should be
In order to rmlllrmze sticking problems, procedures recommended in this Service
valve
the valve stem and guide can severely
followed. Depending on the degree of intensity, sticking between
A sticking valve condition is often identified by an inter-
restrict the valve’s opening and closing movements.
mittent hesitation, or miss, in engine speed.

combustion residues. These form deposits


Valve sticking can be promoted by contaminants in the oil and by
interfere with the stem’s movements. If the valve cannot open or close properly, in-
on the stem and guide that
the formation of more deposits and increased valve
complete combustion will result. This, in turn, can lead
to

sticking.

The wrong grade of fuel can sticking. For example, the extensive use of a fuel with a
also contribute to valve
the formation of lead deposits. For that reason,
lead content that is higher than recommended, can intensify
warns against using any brand of automotive fuel in its engines. For infor-
among others, Textron Lycoming
of fuel to for specific engine models, refer to the latest edition of Service Instruc-
mation as to what grades use

tion No. 1070.

least minimize, the formation of lead, varnish and


Several procedures can be undertaken to prevent, or at
carbon deposits the prime reasons for valve sticking.

clean air filter. If the engine is exposed to extremely dusty


One, is to make sure the engine operates with a
should be reduced accordingly. It is important, too,
conditions, the time intervals between filter maintenance
the rest of the air-induction system have no leaks for
unfiltered air to
that the air filter have a good seal, and
enter.

clean. Textron Lycom-


Another meansminimizing contaminant build-up is to keep the lubrication system
of
filtration
filter replacement for all engines using full-flow
ing recommends 50-hour interval oil change and Refer to latest
and screen cleaning for pressure screen systems.
system and 25-hour intervals for oil change
edition of Service Bulletin No. 480.

NOTE

can be converted to
The pressure-screen filter used on some Textron Lycoming engines
consult the latest edition
the newer, more efficient full-flow oil filter design. For details,
of Special Service Publication SSP-885.

Fags I of 2
Manufactuers Association
Service Letter No. L197A

If the aircraft is not flown regularly, sticking is increased due to the build-up of moisture,
the risk of valve
when flying, vaporizes
acids, gums and lead sludge in the oil. Operating the engine for sustained periods, as
harmful moisture and eliminates most of the other contaminants responsible for valve sticking.

can also
Infrequent periods of ground running that do not allow the engine to reach operating temperature
contribute to valve sticking. On the other hand, should the engine be ground-run too long, overheating may
on a richer
become a problem. Another drawback to prolonged ground-running is that the engine operates
and much of its lead
mixture than when flying. During flight at cruise power, the mixture is normally leaned
at cruise
content vaporizes. Ideally, the engine should be leaned to peak exhaust gas temperature (EGT)
combustion and lessens contaminanl build-up. Your Pilot’s Operating
power settings. This produces optimum
f-Iandbook should be consulted for proper leaning procedures.

the
Even in flight possible for an engine to overheat. For example, if the baffles that direct cool air over
it is
The baffles or ducts rontroll-
cylinders are deteriorated or improperly fitted, the engine can develop hot spots.
the oil cooler must also be maintained in good condition.
ing air flow to

Rapid engine cool down hom low power altitude changes, low power landing approach and/or engine shut-
down too soon after landing or ground runs should be avoided.

1000 and 1200 RPM until the


Prior to engine shut-down, the engine speed should be maintained between
operating temperatures have stabilized. At this time the engine speed should be increased to approximately
immediately using the mix-
1800 RPM for 15 to 20 seconds, then reduced to 1000-1200 RPM and shut-down
ture control.

the
The engine should be operated at engine speeds between 1000 and 1200 RPM after starting and during
initial warm-up period. Avoid prolonged closed throttle idle engine speed operation (when possible).
At engine
speeds from 1000 to 1200 RPM, the spark plug core temperatures are hot enough to activate the lead scaveng-
salt deposits on the spark plugs and
ing agents contained in the fuel which retards the formation of the lead
exhaust valve stems. Avoid rapid engine speed changes after start-up and use only the power setting required
to taxi.

NOTE

For information on reaming valve guides, refer to the latest edition of Textron

Lycoming Service Instruction No. 1116.

NOTE: Revision "A" Text revised to include lubrication recommendations and engine ground operations.

Page 2 of 2
LYC n IV1 I 1\1 G VV I L L I A IVI 5 P O F~ T D I V I S I O l\i

~V C O COR F"ORATlr IN
VV I L LIANI S P 0 RT, F3 E I\j 1\1 SY LVA f\l I A 1 770’1

aoooou
(L)
Service Letter No. L199
January 28, 1983

TO: Owners and Operators of Avco Lycoming Reciprocating Aircraft


Engines.

SUBJECT: Recommendations Regarding USE OF FUEL

This Service Letter is to clarify Avco Lycoming’s position on the fuel grades that are specified for use in
our reciprocating engine models.

AVCO LYCOMING DOES NOT APPROVE the use of any fuel other than those aviation grades
specified in our latest edition of Service Instruction No. 1070.

OUR POSITION IS CLEAR; do not operate your aircraft any fuel which is not
on specified.

NOTE

Avco Lycoming Service Bulletin No. 398 is entitled "Recommendations Regarding Use
of Incorrect Fuel". Please refer to this bulletin if your engine has been operated on
any
fuel that is not specified in Service Instruction No. 1070.

Member o( GAMA

~3 --*´•~i-
Marmlactwers Association
~6g LyC O nn I ru r~ vv I L r~l A r~ s p o H T D I v is I o ru
AV C 0 C 0 H P n R AT i n 1\1
VVI LLIANI S F>C3 RT, F3 E 1\1 1\1 SY LVA 1\1 I A 17 /01

OooeB~o aoOVo~
(Li
Service Letter No. L200
January 28, 1983

SUBJECT: "Disclaimer" Statement

MODELS AFFECTED: All Avco Lycoming reciprocating and turbine engines.

For all purposes, the disclaimer included below is released to the aviation community and is hereby
incorporated in all appropriate Avco Lycoming documents.

Publications affected include all Overhaul Manuals, Parts Catalogs, Parts Lists, Service Bulletins, Ser-
vice Instructions, Service Letters, Maintenance Manuals, Operator’s Manuals, Commercial Service Let-
ters, Special Service Publications (SSP), Training Manuals, Promotional Literature or any other Avco
Lycoming publication that refers to a vendor by name or product identification.

"Any reference in this document to supplierslparts manufacturers’ product, by name,


a

trademark, part number or otherdescription is solely for the purposes of identification


and does not indicate or infer that Avco Lycoming accepts responsibility for quality con-
trol and/or airworthiness of parts which do not pass through the Avco Lycoming quality
control system."

Member of GAMA

O General Aviation
Menu~actuers Association
dl~ C~ LYC C~ M I 1\1 VV I L L I A~1 S P O R T D I V I S I O ~I
AVCr 1 C O R F> ORAT I O ~I
VVI LLIAIVI S PO RT, F3 E I\j 1\1 SY LVA f\l I A 1 /701

aoVV~u
(Ei
Service Letter No. L203

May 4, 1984

TO: All Owners and Operators of Avco Lycoming Reciprocating Aircraft


Engines.

SUBJECT: Lubricating Oil Recommendations.

Avco Lycoming Specification Number 301F lubricating oils which conform to both MIL-
approves for use

L-6082 straight mineral type and MIL-L-22851 ashless dispersant type lubrication for aircraft engines. Any
brand name lubricating oil in accordance with these specifications is acceptable for use in Avco Lycoming
reciprocating aircraft engines.

NOTE

Prodf of such conformity is the responsibility of the lubricating oil manufacturer.

The purpose of this service letter is to remind all of our customers that Avco Lycoming does not recommend

engine lubricating oil by the brand name.

Obtaining FAA approval for oils andlor additives is the responsibility of the oil supplier. Avco Lycoming is
in no way involved in this approval.

Mam(wr o( GAMA

Maxllactuers Association
LYC ~7 n~ I ru vv L LI A nn s p o a -r c, I v Is I o ru
AV C n COH PO AT I O IV
VV I L L I A N1 S P 0 T, F"E 1\1 1\1 SY LVA IV i A 1 /701

(L)
Service Letter No. L206A
(Supersedes Service Letter No. L206)
May 3, 1985

B SUBJECT: Field-Reconditioned Tapper Bodies/Cam Followers

MODELS AFFECTED: All Avco Lycoming Piston Aircraft Engines

I It has come

reconditioned" with FAA


to our attention at Avco
approval. We find
Lycoming
that,
that tapper bodieslcam followers
in many cases,
are
t~e field-reconditioned tapper
being
does not
"fieid-
con-
form to original manufacture data.

B Ourinvestigation shows that using field-reconditioned tappet bodies/cam followers often leads to camshaft
and tapper body problems in a very short time, thereby necessitating their removal and replacement. Severe
wear or spalling of the cam lobes and tappets can result in metal particles contaminating the oil supply.

Avco Lycoming continues to recommend that, anytime a camshaft andlor tappets are replaced, only new

Avco Lycoming tappets be installed.

NOTE: Revision "A" changes the word "remanufactured" to "field-reconditioned" and changes "FAA-
PMA" to read "FAA".

Member or GAMA

Cenerd Aviation
Manufactuns Association
SERVICE
Williamsport Plant
iextron LycominglSubsidiary
652 Oliver Street
Williamsport, PA 17701 U.S.A.
of Textron Inc.
LETTER

Service Letter No. L209A


(Supersedes Service Letter No. L209)
March 2, 1988

TO: All Owners and Operators of Textron Lycoming Piston Engines.

SUBJECT: Utilization of Textron Lycoming Piston Engine Overhaul Manuals


and Parts Catalog.

This Service Letter is to inquiries we have been receiving from the field. Please be ad-
published in response
vised that Service Bulletins, Service Instructions, and Operator’s Manuals are FAA approved documents.
Those sections of the overhaul manual containing the instructions for disassembly, assembly, inspection and
as the engine run-in procedure after overhaul. are
well FAA approved. Parts catalogs are
repair procedures, as

not FAA approved and, when used with appropriate overhaul manuals, shall only be used to identify parts or
Parts catalogs shall not be used for engine or part conformity deter-
to establish engine model configuration.
mination, or asan assembly or installation document, The owner-operator is responsible for providing proper
documentation to the FAA stating that approved parts have been purchased from either Textron Lycoming
or another FAA-authorized supplier. This documentation can
be in the form of an invoice or a purchase order.

NOTE: Revision "A" revises text.

Page 1 of 1

Aaaoelaaen
mrm~ Lycomlns I SERVICE
Williamsport Plant
Textron LycominglSubsidiary
652 Oliver Street
of Textron Inc.

U.S.A.
LETTER
Williamsport, PA 17701

Service Letter No. L214A


(Supersedes Service Letter No. L214)
June 28, 1989

TO: All Owners and Operators of Textron Lycoming Piston Aircraft Engines

SUBJECT: Discontinuance of Reconditioned Camshaft Exchange Program

Please be advised that the Reconditioned Camshaft Exchange Program as released on Service Letter No. L214,

dated April 25, 1986, has been discontinued due to lack of interest from the field.

Generai Aviation
Manufacturers Association
Avco Lycoming
Wiiliamsport Division
SERV1CE
Avco Lycoming/Subsidiary of Textron Inc.
652 Oliver Street
Williamsport, PA 17701
U.S.A.
LETTER
5/30/86

Service Letter No. L216


April 10, 1987

TO: Owners and Operators of Avco Lycoming Aircraft Engines

SUBJECT: Copyright of Avco Lycoming Williamsport Publications

All Avco Lycoming Williamsport publications will bear the copyright notice O Avco Lycoming 1986, "All

Rights Reserved", and all Avco Lycoming publications are to be considered copyrighted and may not be

reproduced without permission of the company.


SERVI(E
Williamsport Plant
Textron LycominglSubsidiary
652 Oliver.Street
Williamsport,PA 17701 V.S.A.
oi Textron Inc.
LETTER

Service Letter No. L217

April 11, 1988

TO: Owners of Textron Lycoming Special Counterweight Fixtures PIN


64878, ST-91 and ST-Sh.

SUBJECT: Counterweight Tooling Update Kits.

A recent change in counterweight manufacturing procedures has resulted in counterweight part number

changes that will supersede most of the counterweight part numbers listed in Service instruction No. 1143A.
This manufacturing change also affects some of the special counterweight tooling that is used to replace and
inspectcounterweight bushings. Service Instruction No. 1143B is currently being revised to include the new
counterweights and tooling changes.

Basically the tooling changes are: Additional spacers for the PIN 64878 fixture, new spacers for the PIN
ST-91 gaging fixture and a new Set-Master for the PIN ST´•94 gaging fixture. These new pieces are made from
tool steel that is hardened and ground to the finished dimensions. The material requirements and finished
dimensions of these new tool parts will also be included in Service Instruction No. 1143B. Customers who do
not possess the grinding equipment required to make the new parts, or who wish to purchase them during a
one-time special price offer, to take advantage of the substantial savings that can be realized from ordering in
quantities as opposed to making one piece at a time, may do so by ordering the kits Listed in the Parts Data
section of this publication. The following procedure will be used:

The kits must be ordered before September 30, 1988. Only the exact number of kits that are required to fill
existing orders will be made. There will be none held in stock. Kits will be shipped from the factory approx-
imately 90 days after September 30, 1988.

PARTS DATA:

Part No. Description Qty. Price

64878-50 Kit Update 64878 Fixture 1 $365.00

Consists of
64878-27 Spacer 1
64878-28 Spacer 1

64878-29 Spacer 1
64878-30 Spacer 1

64878-31 Spacer 1

Page 1 of 2

Menufacture~s Association
Service Letter No. L217

PARTS DATA:

Part No. Description Qty. Price

ST-91-50 Kit Update ST-91 Fixture 1 $100.00


Consists of
ST-91-7 Spacer 1
ST-91-8 Spacer 1
ST-91-9 Spacer 1
ST-91-10 Spacer 1
ST-91-ii Spacer 1
ST-91-12 Spacer 1
ST-91-13 Spacer 1
ST-91-14 Spacer 1

ST-94-50 Kit Update ST-94 Fixture 1 ~500.00


Consists of
ST-94-10 Set-Master 1

Page 2 of 2
Lycoming
i SERVICE
652 Oliver Street
Williamsport,PA
7171323-6181
17701 U.S.A.
LETTER
Service Letter No. L220B
(Supersedes Service Letter No. L220A)
November 4, 1998

TO: All Owners and Operators of Textron Lycoming Direct Drive Engines
Except 0-235 Series

SUBJECT: Non-Availability of New Standard Cylinder Flange Engines


Textron Lycoming has not supplied ~I direct drive Standard Cylinder
Flange Engines (narrow deck) since
July i, 1987 for any models except the 0-235 series. New directreplacement Wide Cylinder Flange Engines
of the same models continue to be available.

Standard Cylinder Flange engine models will no longer be available as remanufactured or overhauled.
Engine
sales of remanufactured and overhaul units will be based on like model; however, a wide deck version will be
supplied.
NOTE

There is no certification difference to these engines.


I Textron Lycoming will, however, continue to maintain the current support and sales bf parts for remanufac-
tured and overhauled narrow deck engines, including new cylinder kits.

NOTE

Propeller governor drive speeds are slightly faster on Wide Cylinder Flange -540 Model En-
gines than on Standard Cylinder Flange Engines. If such a change is made, the customer must
also change the propeller governor. The gear ratio is .947:1 versus .895:1.

Also, a replacement from Standard Cylinder Flange Engines to Wide Cylinder Flange Engines
may entail slight modification to the Airframe Manufacturer’s engine baffling.

I center directly (717) reC


n i
narrow
a t
at
deck
engines will continue to be available
.s(717)
liate
327-7308
phone, fax,d
through
or 368-2735
our

for
service center only. Contact the service

Manufactve~ Aaaeeiatien
SERVICE
652 Oliver Street
W~lliamsport,
5701323-6181
PA 17701 U.S.A.
LETTER

Service Letter No. L221B


(Supersedes Service Letter No. L221A)
June 21, 2001

TO: All Owners and Operators of Textron Lycoming Piston Aircraft Engines
SUBJECT: Warranty Repair of Precision Airmotive Corporation Fuel Control Products

Textron Lycoming requires that any Precision Airmotive Corporation fuel control product that needs
repair, within the warranty period, be sent directly to Authorized Precision Airmotive Corporation Product
Support Center for verification and corrective action.
The return of Precision Airmotive Corporation Fuel Control Products to Textron Lycoming for warranty
consideration is not necessary or~recommended. EFFECTIVE IMMEDIATELY, all applications for
warranty submitted to Textron Lycoming will be held until a disposition of the unit can be obtained from
Precision Airmotive Corporation. If the warranty is denied by Precision Airmotive Corporation, the unit will
be returned to you, at your expense, and the warranty application closed.

The attached Precision Airmotive prevail, except that claims for


Corporation warranty procedures will
removal and installation labor of the component must be submitted through an authorized Textron
Lycoming distributor. Applications for labor will be considered only if the appropriate Warranty
Application is properly executed and is submitted with a copy of the Precision Airmotive Corporation
Warranty Form showing acceptance of the claim.
Corporation, be all important information is
When submitting your part to Precision Airmotive sure

provided to include:

AIRCRAFT OWNERS NAME AND ADDRESS


AI~CRAFT MODEL, S/N, DELIVERY DATE AND DATE OF OCCURRENCE (of problem)
ENGINE MODEL AND S/N
PRECISION AIRMOTIVE CORPORATION UNIT MODEL, PART NUMBER AND S/N
HOURS SINCE NEW OR O/H

Failure to supply the above infonnation will result in rejection of your claim by~ Precision Airmotive
Corporation,
Complying with this new procedure will benefit all involved.

Any questions regarding warranty of Precision Airmotive Corporation components should be directed to

the attention of the Warranty Administrator:

Corporation
Precision Airmotive
1480040" Avenue, N.E.
Marysville, WA 98271
Tel: (360) 651-8282
Fax: (360)651-8080
NOTE: Revision "B" revises Precision Airmotive Corporation address and telephone and fax numbers.

8--- Manufacturwn Ilbsociatkn


O 2001 by Te~tron Lycoming "All Riahll Rcwrved"
Service Letter No, L221B

E:UEL CONTROL
AVAILABILITY
MSAI)IST
RSA DISTy I AIRMOTIVE CORPORATION

Country Distributor WRS~tl


Argentina SIPER AVIAflOh’ S.A.

Australia C.ELSIUS HAWKER PACIFIC PTY. LTD. I


Listing of United States and Foreign

II
Belgium AERO ENGINE AIRCRAFT SERVICES

Brazil AEROMOT AERO~AVES E MOTORES

JPMARTINS AIRCRAFT
Canada CANADIAN AERO ACCESSORIES 11~1).

LEA~ENS AVIATION Lm.

PROGRESSIVF, AIR SERVICE LTD.


]hi~UEL CONTROL
Denmark SA?’A1R A/S

SCANAVIATIONA:S

England C.S.E. AVIATION LTD.


DISTRIBUTORS
France AERO ENGINE FRANCE II AND
Gennan)´• RODER PRAZISION GMRH
SUPPORT CENTERS/

C
Italy AERMECCANICA

Japan KOMATSU ZENOAH C’O.


FVARRANTY REPAIR
N. Zealand AEROMOTIVE CORPORATION LTD.

S. Africa CW PRICE COMPANI’ STATIONS


Singapore C&A AVIATION (PTE) LTD.

Sweden OSTERMAN’S AERO A.B.


L’SA L
AARDISTRIBUTION _II
AIRMOTIVE CARBURE1’OR CO.

API

AVAILL. )NC.

AVITEC:H ENGINEERING C’ORP

8&S AIRCRAFT PARTS ACCESSORIES


CESSNA AIRCRAFT CO. II
FLIGHTCRAFT, Ih’C.
PRECISION AIRMOTIVE CORPORATION
G&N AIRCRAFT, INC.
14800 40th Avenue N,E.
HATFIELD AVIATION
Marysville, WA 98271
MATTITUCK AVIATION
Pb:(360)65I-8282
OMAHA AIRPLANE SUPPLY
Fax:(360)651-8080
PENN YAN AEROPARTS
_sl Web Site: www.precisionaimlotive.com
PRECISION AIR, INC.

SUPERIOR AIR PARTS

5/00

Denotes

Page 2 of 4
Service Letter No. L221B

-G’

AIRMOTIVE CORPORATION

FUEL CONTROL DISTRIBUTORS

Distributor Address Country


)I I I Nicholas lilk(irove Villaltc. II. h1)007 (li.l)IX47) 35()-4(H)O I~SA
AAR I)ISTKIRUTI(IN

(FAX) (X47) 350-4229

AERO EN(;INE ~Yr A1RC’RAF1. SI.R\’I(.I:S X I~-Xh70 Kokhijde (l~e1)132) SXS 2021)0 (I:AX) (32)5X 521141111 Ilcleiulll /I´•rance
I:ilh~, pt’) I~l,x X03 I Po~o Alcgre Kio (i. Sul l~l’c1)(55) 513372’)77 L~razil
AER()MOT AER()NA~ES t MOT()RI:.S Aeroporto Saleado
(FAX)(55) 513 371 2117
Halnilton R1)2 ilal´•lillon (31) h4 7X4-331-9’)();AX) (h4) 71(43 hllh Nuu i~ealand
AER()MOTIVF. COKPOKA1.I()N 1.I)1.. Airpnn
3111 Ib I~el)(Y(II) 365-347(1(1;hX) 1’)1)1) 375-262(, IISA
API 3778 I)istriplcx I)r. N. Mcmphi,.’l’~i
[)itllas. ~’X’ 75234 ISec hrallch) 17rl) (L)72) 40h-21H)O W~,rldwide
A~IALI.. INC. 21)75 I)iplolllal noarrsl

(FAX) (97?) 406-2071


(31h)K31-3017 I1SA
CESSNA A1RC’RAFT C’O SI(OI) I’awnee Wichita. KS h721X (l’c1)(31h) X31-4975 (FAX)
Hollse 16X5 (11;1.)127) 11 11115 4721) S. Atiiua
(..W PRl(.ti (:OMP.4N~. hX9 I’endulum Hd Ilalfws!~
(FAX) L27)27 11 315 h275

I)o Marte Sao Paula SP (To1)(.55) I 129911 555 Hrazil


JP MARTINS A~. Ola\´•o Fonloura 71111 (:ampo
(FAX) (55) 112 91)9 7X7
(l’c1)(711)347-hhhh tl;AX) 1712)347-hhl)(, I!Sh
OMAHA AIRPI.ANT: SUI’PLY I’() I~ox 19()X4()maha. NI: hS119
(FAX) (41)7) IIL)S-2954 IISA
PENN YAN AEKOPARTS h15(’ Hcmdon Avenue ()rlando, FI. 321(0.1

I~C C:anada V2t~ 7WX (lel)(25l)) 37h-h22h (:anada


PRO<jffF.~SIVE AIR SEKVIC.E I.Ti) 2965 Airport I)r. Kaml~H,p´•.
II:AX) (250) 37h-19YS
I)cnlnark
SATAIR A.S Amapcr l.andevcj 147A(.c~penhaeen Airpon I)K-Z7711 Kaslrup (~’c1)(45) 324-70-10(1
IFAX) (45)3151 14311

142XO I;iIlis Road [)allas, TX 75244 (Sec ncarcsl hranc)l) (Icl) 1972) 233-4433 I!SA
SUPERIOR AIK PARTS

(I:AX) (1101)) 23X-H471

Page 3 of4
Service Letter No. L221B

AIRMOTIVE %ORPORA’TION

FUEL CONTROL STATIONS


antlservice n,´•e ovailnblt´•,l,ro~gh ~hese Prod~ta Cenrers

International Domestic
AEKMECCANICA LEAVENS AVIA1’ION, INC. AIRMOTIVE G&N AIRCRAFI; INC.
Via Monte GraFpa 2555 Derry Reed East CARBURETOR COMPANY 1701 East Main St.
21015 Lonate Mississauga, Ontario L4T IAl 475-479 Riverside Drive Griffith, RJ 46319
Pozzolo (Varese), Italy Canada Burbank, CA 91506 Ph: (219) 924-7110

Ph: (39) 331301750 Ph: (905) 678-1234 Ph: (818) 845-7455 Fax: (219) 924-1059
Fax: (3()) 331301760 Fax: 1905) 678-7028 Fax: (818) 845-6329
HATFIELD AVIATION
C&A AVM’I’ION (rTE) I,TD. AVITECH 8109 Braniff
OSTERMAN’S AREO A.B.
Jalan Kayu Box 1 16, SE-19046 ENGINEER(NG CORP. Houston, TX 77061
Post Of’iice Box 59 21300 Cloud Way Ph: (713) 644-1464
Stockholm-Arlanda, Sweden
9180 Hayward, CA 94545-1217 Fax: (713) 645-7127
Singnpote Ph: (46) 859378700
Ph: (65) 4812233 I;ax: (46) 859378790 Ph: (510)782-281 i
MA’ITITUCK AVIATION
Fax:(65)3810827 Faxx:(1107822-122!
RODER PRAZ1SION CMBH
410 Airway Drive
C.S.F:. ENGINEEKING Bs(S ALRCRAFF PARTS Manituck, NY 11952
Am Flu~cplatz
Oxford AND ACCESSORIES Ph: (631) 298-8386
Airport EglesbacNHessen
1414 S. Mosley Fax: (631) 298-8210
Kidliugton. Oxford OX5 lRA Federal Republic ofGennany
Witchita, KS 672 11 Parts: 888-655-7278
Enelnnd Ph: ~49) 6103-4002-990
Ph:(44) 1865841234 Fax:(49)h]03-4002-710 Ph:(316)264-2397
PRECISION AIR,INC.
Fax:(44) 1865379123 Fax:(316)264-7898
1880 NW 97th Ave.
SCANA\’IATION A/S
CANADIAN AERO FI,IGHTCR~FT, INC. Miami, FL 33172
Copenhaceen Airport 7505 NE
ACCESSORIES P.O. Box 139 DK 2770Kastrup
Airport Way Ph: (305) 594-9662
170 Gcoree Craig Blvd. NE Derunark
Portland, OR 97218 Fax: (305) 594-8661
Alberta T2E 7H2 Ph: (503) 33 1 -4272
Calgary, ph, (45) 32514222
Canada Fax:(503)282-2055
Fax:(45)32527168
Ph:(4031250-9077 1-800-547-9307
Fax: (´•10~) 250-684 1 SLPER AMACION S~A.
3 De Febrero 2080
CELSIUS HA\VKER PACIFIC San Fennando(I646)
PO Box 172 Buenos Aires, Argentina
Yagoona, New So. Wales 2199 ph: (54) 17444433
Australia Fax: (54) 17461963
Ph:(61)2970885555
Fax: (61) 297903306 TRANSAIRCO S~A.
P.O. Box 836
KOMATSU ZENOAH CO. CH.1215 Geneve 15 Aeroport
Aviation Division Switzerland
2-142-i Sakuragaoka Ph: (411 22798?400
Higashiyamato, Tokyo, Japan Fax: (41) 227984508 or 5941
Ph:(81)425651971
Fax:(811425653206

Page 4 of~4
SERVICE
652 Oliver Street
Williamsport, PA
570/323-6181
17901 U.SA.
LETTER

June 21, 2001

Supplement No. 1

To

Service Letter No. L221B

The list of repair and maintenance centers authorized by Precision Airmotive is subject to change. In order
to be assured of the most recent contact information, please use the following sources.

i. See the Precision website:

~tzrcp//www.precisionairmotive.com

2. Contact Precision at:

Precision Airmotive Corporation


14800 Fortieth Ave. N.E.
Marysville, WA 98271
Phone: (360) 651-8282
Fax: (360) 651-8080

rP General krietion
d/ ´•-´•rr-´•~-´•-
Avco Lycoming
Wilriamsport Division
SE BVICE
Avco Lycoming/Subsidiary of Textron Inc.
652 Oliver Street
Williamsport, PA 17701
U.S.A.
LETTER
5130/86

Service Letter No. L222


July 20, 1987

TO: All Owners and Operators of Avco Lycoming Piston Aircraft Engines

SUBJECT: Warranty Repair of Teledyne Continental Motors Ignition Com-


ponents (Previously Bendix)

Avco Lycoming Textron recommends that any TCM Ignition component that requires repair, be repaired in
the field in lieu of complete replacement of the unit. This work must be done by personnel or shops ap-
propriately certified to perform the repairs i.e. A P Mechanic, E Mechanic or FAA repair station. The re-
quest for warranty can be submitted through any authorized Teledyne Continental Motors Ignition System
distributor.

The return of TCM Ignition Components to Avco Lycoming Textron for warranty consideration, is not

necessary or recommended. EFFECTIVE IMMEDIATELY, all applications for warranty submitted to


Lycoming will be held until a disposition of the unit can be obtained from TCM. If the warranty is denied by
TCM, the unit will be returned to you, at your expense, and the warranty application denied.

Repairing your unit in the field and submittal for warranty consideration through an authorized TCM. _Igni-
tionSystems distributor will avoid lengthy delays and prevent the possibility that you purchase a new unit
and then have your unit returned.

The attached TCM warranty procedures will prevail, except that claims for removal and installation labor of
the component must be submitted through an Avco Lycoming Textron authorized distributor. Application
for labor will be considered only if the appropriate Warranty Application is properly executed and is submit-
ted with a copy of the TCM Warranty Form showing acceptance of the claim.

When your request for warranty is submitted to a TCM Ignition Systems distributor, be sure that all impor-
provided such as:
tant information is

OWNER, NAME AND ADDRESS, REPAIR FACILITY NAME AND ADDRESS.


ENGINE MODEL, S/N, HOURS, AIRCRAFT MODEL, S/N, DELIVERY DATE.
TCM UNIT MODEL, PART NUMBER, S/N, HOURS SINCE NEW OR OIH.
DATE OF OCCURRENCE.

Failure to supply the above information will result in rejection of your claim by TCM.

Complying with this new procedure will benefit all involved.

Page 1 of 6
Service Letter No. L222

TCM IGNITION 3c‘ TELEDYNE CONTINENTAL


Aircraft Products
SYST E M S P O BOX 90 MOBILE. ALABAMA 36601

ill

APRIL 20, 1987


Date
X41401
No.

TELEDYNE CONTINENTAL MOTORS


AIRCRAFT PRODUCTS DIVISION
GENERAL AVIATION IGNITION SYSTEMS WARRANTY

(a) Teledyne Continental Motors Aircraft Products Division, hereinafter


referred toas Teledyne Continental Motors, warrants to the original owner of aircraft

in which Teledyne Continental Motors Ignition Systems Products thereinafter


"Products") are placed that at the time of delivery to such owner, and for a specified
period thereafter as set forth in paragraph (c) the Products will be free iron! defects in
material and workmanship and will substantially conform to the applicable Teledyne
Continental Motors specifications.
(b) The owner’s remedies Teledyne Continental Motors obligations
and
described below are only have force and effect provided that such
exclusive but shall
owner informs Teledyne Continental Motors or its Authorized Representative of such

defect in material or workmanship of the Product within thirty (30) days after
discovery of such defect and provided that it is proven to the satisfaction of Teledyne
Continental Motors that the defect was in existence at the time of delivery or within
such specified period of time and was not caused by misuse, neglect, or negligence;
and further provided that all other conditions, qualifications, and restrictions
enumerated below are met.

(c) FOR THE FIRST 1000 ENGINE OPERATING HOURS OR A PERIOD OF


TWENTY FOUR (24) MONTHS FROM DATE OF SHIPMENT BY TELEDYNE
CONTINENTAL MOTORS OR TWELVE (12) MONTHS FROM DATE OF DELIVERY TO
THE FIRST END USER, WHICHEVER SHALL FIRST OCCUR.

Teledyne Continental Motors will, at its option: (1) repair at its factory; (2) replace
on an exchange basis, or (at Teledyne Continental Motors’ option) issue an appro-
priate credit through a Teledyne Continental Motors Distributor; or (3) permit the
owner to repair any such defective Product and will pay the owner a fixed sum
established by Teledyne Continental Motors for such repairs pursuant to a schedule of
costs and labor hours in effect at the time of repair, a schedule of which will be
furnished on request. Material required for such repair by owner will be furnished by
Teledyne Continental Motors or at Teledyne Continental Motors’ option, Teledyne
Continental Motors will issue an appropriate credit through a Teledyne Continental
Motors Distributor, if replacement parts are obtained from the distributor’s stock of
Teledyrie Continental Motors’ material provided that the defective part or material is
not considered to be readily repairable according to the then current Teledyne
Continental Motors service instructions and parts list.

On the other hand, shoulda Product which is not defective or nonconforming be

returned unnecessarily to Teledyne Continental Motors or its Authorized


Representative, charges to the owner for inspection, testing, and return transporta-
tio~ will be applicable.

Page 1 of 2

Page 2 of 6
Service Letter No. L222

(d) containing an alleged defect in material or workmanship, and


Products
requested by Teledyne Continental Motors for examination, shall be
return of which is
returned to Teledyne Continental Motors at the address stated below properJy
reimbursed for
packaged, with transportation charges prepaid. The owner shall be
such charges upon confirmation of the defect. Reasonable surface transportation
assumed and paid for by
charges for the ~return of the Product to the owner shall be
Continental Motors. The risk of damage or loss of such Products while in
Teledyne
transit shall be assumed by the party initiating the transportation thereof.

(e) Anything to the contrary notwithstanding, Teledyne Continental Motors


which in the
shall not be obligated or liable under this warranty for apparent defects
sole judgment of Teledyne Continental Motors are due to tampering, misuse, abuse,
lack of filtration (where, applicable), accident,
neglect, improper storage, proper
and workmanship
improper installation, in all instances except for defect in material
under the conditions set forth in paragraph’ (a) above.
this warranty warranted for the
(f) repaired or replaced under
Products are

unexpired portion of the original warranty.


(g) Teledyne Continental Motors reserves the right to change any Product
responsibility with regard to the Products
specification or price without incurring any
previously sold or replaced.
of
(h) Teledyne Continental Motors accepts no responsibility for the failure any
Product which it does not manufacture or suppljl. The use of FAA-PMA replacement
Continental Motors’ Product.
parts will not affect the warranty on any Teledyne
tort claims arising out
Teledyne Continental Motors will not defend product liability or
manufactured by Teledyne Continental Motors.
of the failure of any Product not

(i) wairanty also applies only to Products on´• which the inspection,
This
in the
maintenance and operating instructions and recommendations contained
manual and applicable service bulletins have been
appropriate operating or repair
must be
compiled with. Performance of recommended inspections and maintenance
documented by appropriate logbook entries, copies of which shall be furnished upon
request.
(j) The provisions of this warranty do not apply to normal maintenance service
(such as adjustments, inspections, etc.).
THE SOLE AND EXCLUSIVE REMEDY UNDER THIS WARRANTY IS
LIMITED
OTHER
TO REPAIR OR REPLACEMENT AS SPECIFIED ABOVE. THERE ARE NO
WARRANTIES EXPRESSED OR IMPLIED. SPECIFICALLY, BUT WITHOUT
OR
LIMITATION, THERE ARE NO IMPLIED WARRANTIES OF MERCHANTABILITY
FITNESS FOR A PARTICULAR PURPOSE. IN NO EVENT WILL TELEDYNE
CONTINENTAL MOTORS BE RESPONSIBLE FOR ANY INCIDENTAL OR
CONSEQUENTIAL DAMAGES ARISING OUT OF ANY DEFECT IN ANY PRODUCT
OR
ARISING OUT OF THE FAILURE OF ANY PRODUCT TO OPERATE PROPERLY,
is
ARISING OUT OF ANY BREACH OF THE WARRANTY MADE HEREIN. No person
authorized to give any other warranty or to assume any additional obligation or

liability on behalf of Teledyne Continental Motors.

TELEDYNE CONTINENTAL MOTORS


AIRCRAFT PRODUCTS DIVISION
2000 Ninth Street
Brookley Industrial Complex
Mobile, Alabama 36615

Page2 of 2

Page 3 of g
Service Letter No. L222

IGNITION SYSTEMS
DOMESTIC DISTRIBUTORS

AVIALL OMAHA AIRPLANE SUPPLY


2075 Diplomat Epply Airfield
Dallas, TX 75234 P.O. Box 19084
Omaha, NE 68119
P. O. Box 7086 (402) 422-6666
Dallas,TX 75209-0086

(214) 357-1811

AVIATION ELECTRIC LTD. PIEDMONT AVIATION, INC,


P. O. Box 2140, St. Laurent Smith Reynolds Airport
Montreal, Quebec H4L 4X8 P. O. Box 2720
Canada Winston-Salem, NC 27156
(514) 744-2811 (919) 767-5100

AVIATION SUPPLY CORPORATION STANDARD AERO INTERNATIONAL


5125 Blalock industrial Blvd. One Corporate Center
P. O. Box 20735 7301 Ohms Lane
Atlanta Airport Minneapolis, MN 55435
Atlanta, GA 30320-0735 (612) 835-9250
(404) 765-1850

CESSNA AIRCRAFT COMPANY


Supply Division
P. O. Box 1521
Wichita, KS 67201
(316) 685-9111

Page 4 of 6
Service Letter No. L222

IGNITION SYSTEMS
INTERNATIONAL DISTRIBUTORS

ARGENTINA BRAZIL (Cont’d)

Sadelco J, P Martins Avlacao Llmitads


Casilla Correo No 2693 Av. Olavo Fontoura
100 Buenos Aires 780 Campo De Marte

Buenos Aires Sao Paulo SP

Argentina Brazil
Ph: Ph: 299-8555
Telex: 23817 Sadel AR Telex: (011) 23492

Lider Taxi Aero S.A.


Av Santa Rosa
AUSTRALIA 123 Pampulha
Belo Horizonte/MG
Civil Flying Services PTY,, LTD, Brazil
Moorabbin Airport Ph:
P O. Box 210 Telex:
Cheltenham, Victoria 3192
Australia Motortec Industria Aeronautics
Ph: (03) 586-8333 Avenida Franklin Roosevelt
Tele‘x: 30842 137-11 Andar ZC-39
2000 Rio de Janero 6B

Hawker Pacific Pty,, Ltd, Ph: 3025


4 Harley Crescent, Condell Park Telex: 213339

P O. Box 172
N.S.W. Yagoona 2199 Marte De Aviacao SA
Australia Av. Olavo Fontoura, 484 CEP02012
Ph: (02) 708-8555 Sao Paulo SP
Telex: 21168 (Fax) (02) 708-1480 Brazil
Ph: (011) 299-2666
Telex: 21823 CARP BR
BELGIUM
UTA-Uniao Taxi Aereo Ltda,
Aero Engine Aircraft Services Aeroporto Sta. Genoveva
Berglaan 8 Gioana Hangar Piper
8-8460 St. Idesbald Gioana

Belgium Brazil 7
Ph: 058/5114 05 Ph:

Telex: 81679 Telex: 622358 UTAL BR

BRAZIL DENMARK

Aeromot Aeronaves E, Motores SATAIR (Scandanavian Air Trading)


P. O. Box 8031 Aneger Landeve J 147A

Aeroporto Salgado Filhos Copenhagen Airport


Porto Alegre RS DK-2770 Kastrup

Brazil S00000 Denmark

Ph: (0512) 41-2867 Ph: 45 1 51 34 44

Telex: 511991 AEMT BR Telex: 31214 STA DK

Page 5 of 6
Service Letter No. L222

IGNITION SYSTEMS
INTERNATIONAL DISTRIBUTORS
(Continued)

ENGLAND SOUTH AFRICA

CSE Aviation Ltd. C.W. Price S Co. (pty) Ltd.


Oxford Airport, Kidlington 5, Marlboro 2063
Oxford OX5 InA 2000 Johannesburg
England South Africa
Ph: 44-(0)8675-4321 Ph: (27) (011) 786-3116
Telex: 83204 Telex. 4-31285

FRANCE SPAIN

E.G.E.T. Aerlyper S.A.


Equipment General Electro-Technique Aeropuerto De Cuatro Vientos
10, Avenue Des Famillies P O. Box~27045
F-94340 Joinville-Le-Point Madrid 25
France Spain
Ph: 885 92 96 Ph: 34(0)1-208-9940
Telex: 670557 F Telex: 27203 AERSA

HONG KONG SWEDEN

Hawker Pacific Ltd. Ostermans Aero AB


401 Enterprise Centre 8ox 442
Harte Avenue, TSIM SHA TSUI S-175 25
Kowloon Jarfalla
I-long Kong Sweden
Ph: (3) 673025 Ph: 08-760 27 20
Telex: 43257 AMOTH HX Telex: 134 85

ITALY SWITZERLAND

Boaio Motori Avio S.R.L. Lirness Aviation AG


VIA Trenponti 10 Flughafenstr. 22
25080 Virle Treponti CH-9302 Kloten
(Brescia) Switzerland
Italy Ph: 01-8137033
Ph: Telex: 5296 LIZU CH
Telex: MICRO

NEW ZEALAND WEST GERMANY

Pacific Aerospace Corporation Ltd. Roeder Praezlslon


Hamilton Airport Flugplatz
Private Bag D-6073 Egelsbach
Hamilton Federal Republic of Germany
New Zealand Ph: 06103/4131
Ph: 436-144/ 436-069 Telex: 415023
Telex: NZ 21242

Page 6 of 6
SERVICE
Williamsport Plant
Textron Lycoming/Subsidiary
652 Oliver Street
Williamsport,PA 17701
of Textron Inc.

U.S.A.
LETTER

Service Letter No. L223


October 5, 1987

TO: Users of Textron Lycoming Publications

SUBJECT: New Part Number Code

Textron Lycoming is presently updating its part numbering system.

The old’system consists of a 5 digit number or a 5 digit number preceded by an LW. The new system con-
sists of 8 characters, the first 3 describe the part location on the engine. The next 5 are the part number itself.

Example: 13_S19649
Part Number

Part Name Gear, crankshaft


Sub Division Crankshaft

Major Division Power Section

New parts are assigned to the new system, but older parts retain their original part number.

This system has been developed in order to keep better track of parts, and to make it easier to trace parts or

their location, when only the part number is known.


SERVICE
Williamsport Plant

256uSlgnimocyL
Textron
Oliver Street
bsidiary of Textron Inc.
LETTER
Williamsport, PA 17701 U.S.A.

Service Letter No. L226


January 11, 1989

TO: All Owners and Operators of Textron Lycoming Engines

SUBJECT: LW-16702 Oil Additive Discoloration.

Alert No. 123,


REFERENCE: FAA General Aviation Airworthiness Alerts AC. No. 43.16
October, 1988.

amber color change when exposed to sunlight.


shipment of oil additive, Part No. LW-16702, exhibited an
A recent
laboratories. In the process of this evaluation, a
Bench testing was conducted at Textron Lycoming and
other
included
of the formulation. These tests
substance was found in the additive, Part No. LW-16702, that is not part
oxidation-corrosion and materials compatibility.
side by side evalu~ition of wear characteristics,

Textron Lycoming that the additive, Part No.


Based the results of these tests, it has been determined by
on
affect performance of the additive and will have no harm-
LW-16702, revealing the color change does not adversely
ful effect on the engine.

Page 1 of 1

General Aviation
Manufactuere Association
Lycoming SERVICE
Reciprocating Engine Divisionl
Subsidiary of Textron Inc.
652 Oliver Street
Williamsport,PA 17701 U.S.A.
LETTER

Service Letter No. L2nA


January 13, 1993

TO: Owners and Operators of Textron Lycoming Aircraft Engines

SUBJECT: Parts Catalogs and Applicable SSP’s and/or Revisions

This is a current listing of all Parts Catalogs and their respective SSP’s and/or revisions available for purchase
through Textron Lycoming. See latest edition of S.L. L114 for complete information on how to order and pricing
of all maintenance and accessory publications.

PC CURRENT SSP’S AND/OR REVISION


NUMBER ENGINE MODELS EDITION REVISIONS DATE

PC-102-1 O-290-D Series January 1988 PC-LOB-1-A September 1988

PC-103 0-320-A, -B, -D, -E; IO-320-B, -E;


LIO-320 Series (Standard Cylinder) April 1970 SSP-488 August 1988

PC-105 0-340 Series Februry 1970


PC-106 O, IO, HO, HIO-360 Series
(Standard Cylinder) April 1985
PC-107 VO IVO-360 Series July 1963
PC-108 0-435-A, -A2 Engines July 1967
PC-109 GO-435-C2 Engines September 1961
PC-110 VO TVO-435 Series February 1963 SSP-30n January 1972
SSP3(MI-1 October 1972

PC-111 GO-480-B, -D, -F6 Engines February 1969


PC-112 GO-480-C, -G, -G2 Engines July 1969

PC-114 GSO IGSO-480 Series October 1968 PC-114-1* March 1970


January 1991 PC-114-2* March 1974
SSP-24n November 1971
SSP-780 October 1980
PC-115-1 O-540-ALA, -A1A5, -A1B5, -A1C5, March 1991 PC-115-1A October 1991
-A1D, -A1D5, -A2B, -A3D5
(Standard Cylinder)
PC-115-2 O-540-B1A5, -B1B5, -B2B5, -B2C5, February 1991 PC-115-2A October 1991
-B4B5, -E4A5, -E4B5, -E4C5,
-G1A5, -G2A5 (Standard Cylinder)

Reprinted.
These revisions included at reprint.

General Aviation
Manufackr~ Ib´•odatbn Page 1 of 3
Service Letter No. L227A

PC CURRENT SSP’S AND/OR REVISION


NUMBER ENGINE MODELS EDITION REVISIONS DATE

PC-116 IGO IGSO-540 Series June 1981


PC-ll8 VO TIVO-540 Series February 1970 SSP-1473 November 1973
PC-119 10-720 Series November 1977 PC-119-A January 1983
(Standard Wide Cylinder) SSP-778 May 1978
PC-ll9-1 IO-720-D1C Engines October 1982
PC-120 TIG-541 Series September 1974 PC-120-1 January 1982
PC-121 TIGO-541 Series November 1975 PC-121-1 September 1976
SSP-1177 December 1977
PC-122 O-320-H "76" Series April 1976 PC-122-1 December 1980
PC-123 O LO-360 "76" Series May 1988
PC-124 TO LTO-360 "76" Series December 1980 PC-124-1 May 1985
PC-203-1 0-320-A Engines (Wide Cylinder)
E July 1984
PC-203-2 O-320-B DEngines (Wide Cylinder) July 1984 PC-203-2A December 1985
PC-215 10-540 Series (Standard Cylinder) May 1972 SSP-574 March 1974
PC-302 0-235 Series June 1982 PC-302A February 1984
PC-302B January 1987
PC-302-1 O-235-P2A Engines August 1985
PC-303 IO, AIO, LIO, AEIO-320 Series June 1976 SSP-1184-1 January 1985
PC-306-1 0-360-A Engines (Wide Cylinder) ~uly 1980 PC-306-1A March 1981
PC-306-1B November 1981
PC-306-2 O-360-B, -C, -F; LO TO-360 Series August 1981 PC-306-2A June 1986
PC-306-3 O-360-A4N Engines October 1982
PC-306-4 O-360-C1G Engines February 1987
PC-306-5 O LO-360-A1H6 November 1989
PC-315-1 TIG, LTIO-540-U2A Engines February 1983
PC-315-2 TIG, LTIO-540-V2ADEngines December 1983 PC-315-2A July 1986
PC-315-3 TIO-MO-ABLAD Engines May 1985
PC-315-4 TIO-540-AA1AD Engines January 1987
PC-315-5 TIG, LTIO-540 Series (Wide Cylinder) October 1991
PC-315-6 TIG-540 (Standard Cylinder) October 1991
PC-315-7 TIO-540-AE2A Engines March 1989
PC-315-8 TIO-540-AF1A Engines September 1989
PC-406-1 IO, AIO-3604, -B Series April 1991 SSP-291 April 1991
PC-406-2 IO-360-C, -J1AGD; LIO-360-C; April 1983 PC-406-2-A November 1984
HIO-360-A, -B, -C, -D, -E, -F; PC-406-2-B March 1986
TIG-3604; AEIO-360alE, -B1G6,
-H1A Series
PC-406-3 TIO-360-C1A6D Engines March 1986
PC-415 0-540-5 L Series Sept~mber 1978 PC-415-1 January 1982
PC-415-2 April 1985
PC-415-3 April 1986

d
Reprinted.

Page 2 of 3
Service Letter No. ~nA

PC CURRENT SSP’S AND/OR REVISION


ENGINE MODELS EDITION REVISIONS DATE
NUMBER

PC-515 0-540 Series (Wide Cylinder) December 1978 PC-515-1 March 1979

PC-615 10-540 Series (Wide Cylinder) October 1979 SSP-1080 November 1980
SSP-881 August 1981
SSP-1084-1 January 1985
SSP-290 April 1990

PC-615-1 IO-540-C4D5D Engines July 1982


PC-615-2 IO-540-K1K5 Engines November’l983 PC-615-2-A June 1985
PC-615-3 IO-540-V4A5D Engines December 1984
IO-540-W3A5D Engines December 1985 PC-615-4A November 1986
PC-615-4
PC-615-5 IO-540-L1C5 Engines July 1986
PC-615-7 AEIO-540-L1B5D Engines March 1987

PC-615-8 IO-540-T Series May 1987


(T4A5D, T4B5D, T4C5D)
PC-615-9 AEIO-540-L1B5 Engines December 1989

PC-615-ii AEIO-540-D4A5 D4B5 Engines October 1991

Page 3 of 3
Lycoming SERVICE
LETTER
652 Oliver Street
Williamsport, PA 17701 U.S.A.
7171323-6181

Service Letter No. L229B


(Supersedes Service Letter No. L229A)
January 10, 1997

TO: All Owners and Operators of Textron Lycoming Reciprocating Aircraft


Engines.

SUBJECT: Discontinuance of the Use of Mobil AV 1 Synthetic Lubricating Oil in


Textron Lycoming Reciprocating Engines

is longer commercially available.


Mobil AV synthetic lubricating oil no

Additional maintenance is not required on engines that previously utilized this synthetic lubricant in accor-
dance with Lycoming published recommendations.
LI~C I;t~I8 Lycoming
Reciprocating Engine Divisionl
SERVICE
Subsidiary of Textron Inc.
652 Ollver Street
Williamsport,PA 17701 U.S.A. LETTER

Service Letter No. L230


June 25, 1992

TO: Owners and Operators of Textron Lycoming Aircraft Engines

Textron Lycoming Publications Available on Microfiche.


SUBJECT:

Textron Lycoming has entered into agreement with Aircraft Technical Publishers (ATP) to supply Technical
Publications on Microfiche.

NOTE

All Microfiche must be ordereddirectly from Textron Lycoming, Reciprocating Engine


Division. Payment must be remitted in U.S. dollars when ordering directly from factory.

The Textron Lycoming Technical Publications available on Microfiche consist of the follo~ting:

SERVICE INFORM~TION (BULLETINS, LETTERS, INSTRUCTIONS, ETC.):

NOTE

In the following list, the Price column reflects the price to be paid for the original
microfiche requested. The Annual Revision Price column reflects the price to be paid
made
tin addition tooriginal microfiche price) if you desire any of the revisions that are
to the original microfiche in a one year period.
Annual
Revision
Fiche
Description Price Price
Number

$20.00 $30.00
MFSI-002 0-235, 0-290
25.00 35.00
MFSI-003 0-320, 10-320, LIO-320, AIO-320, AEIO-320
20.00 30.00
MFSI-004 0-340
20.00 30.00
MFSI-005 0-435
20.00 25.00
MFSI-006 GO-435
20.00 25.00
MFSI-007 GO-480, IGO-480
20.00 25.00
MFSI-008 GSO-480, IGSO-480
20.00 30.00
MFSI-009 0-540
25.00 35.00
MFSI-010 10-540, 1110-540, AEIO-540
25.00 35.00
MFSI-O11 TIO-540, LTIO-540
20.00 25.00
MFSI-018 IGO-540, IGSO-540
20.00 30.00
MFSI-013 TJO-541

Gener$ ArlaUa, 1 of 5
Manufactvas A~socieHon
Page
Service Letter No. L230

Annual
Fiche Revision
Number Description Price Price

MFSI-014 10-720 $20.00 $30.00


MFSI-015 0-360, HO-360, LO-360, TO-360. LTO-360 25.00 30.00
MFSI-016 10-360, AIO-360, AEIO-360, HId-360, LHIO-360, LIO-360, TIG-360 25.00 35.00
MFSI-O1’I TIGO-541 20.00 30.00
MFSI-018 VO-435, TVO-435 20.00 25.00
MFSI-019 VO-540, IVO-540, TIVO-540 20.00 25.00
MFSI-020 0-360, HO-360, VO-360, IVO-360 20.00 25.00

OVERHAUL MANUALS:

Fiche
Number Description Price

M60294-5 Geared and Geared Supercharged Models $zo.oo


M60294-6 Integral Accessory Drive Models 20.00
M60294-7 Direct Drive Models 20.00
M60294-8 Vertical Helicopter Models 20.00
M60294-9 "76" Series Models 20.00

PARTS CATALOGS:

Fiche Cylinder
Number Description Flange Price

MPG-102-1 0-290-D, -D2, -D2B, -D2C $15.00


MPG-103 0-320-A2A, -A2B, -A2C, -A3A, -A3B, -A3C, -B2A, -B2B, -B3A,
-B3B, -B3C, -D1A, -D1F, -D2A, -D2B, -D2C, -E1A, -E1F, -E2A,
-E2B, -E2C, -E2D, -E2G, -E3D; IO-320-B1A, -B1C, -C1A, -D1A,
-D1B, -E2A; AEIO-320-E1B, -E2B; LIO-320-B1A, -C1A Standard 15.00
MPG-105 0-340 Series 15.00
MPG-106 0-360-A1A, -A2A, -A3A, -A1C, -A1D, -A2D, -A2E, -B2A, -C2A,
-C2C, -C2D, -D2A, -D2B; IO-360-A1A, -B1A, -B1B; HO-360-B1A,
-B1B; HIO-360-A1A, -B1A Standard 15.00
MPC-1(Y/ VO-360, IVO-360 Series Rotor 15.00
MPC-1OS 0-435a, 0-435-A2 15.00
MPG-109 GO-435-C2 15.00
MPC-IlO VO-435, TVO-435 Series Rotor 15.00
MPG-111 GO-480-B, -B1A6, -B1B, -B1C, -B1D, -D1A, -F6, -FlA6, -F2A6, -F4A6 15.00
MPG-112 GO-480-C1D6, -G1A6, -G1D6, -G1H6, -GU6, -G2D6, -G2F6, -G1B6,
-G1E6 15.00
MPG-11´•1 GSO-480, IGSO-480 Series 15.00
MPG-115-1 0-540-A1A, -A1A5, -A1B5, -A1C5, -A1D, -A1D5, -A2B, -A3D5 Standard 15.00
MPG-115-2 0-540-B1A5, -B1B5, -B2B5, -B2C5, -B4B5, -E4A5, -E4B5, -E4C5,
-G1A5, -G2A5 Standard 15.00
MPG-116 IGO-540, IGSO-540 Series 15.00
MPG-118 VO-540, TIVO-540 Series Rotor 15.00

Page 2 of 5
Service Letter No. L230

Fiche Cylinder
Number Description Flange Price

MPG-119 IO-720-A1A, -A1B, -B1B, -CIR, -D1B Standard IO-720-A1B, -B1B,


-B1BD, -D1B Wide Std. Wide 15.00
MPG-119-1 IO-720-D1C Wide 15.00

MPG-120 TIG-541 Series 15.00

MPG-121 TIGO-541 Series 15.00

MPG-122 0-320-H "76" Series 15.00


15.00
MPG-123 0-360, LO-360 "76" Series
15.00
MPG-124 TO-360, LTO-360 "76" Series
MPG-203-1 0-320-A2B, -A2C, -A2D, -A3B, -E1A, -E1F, -E2A, -E2B, -E2C,
Wide 15.00
-E2D, -E2F, -E2G, -E2H, -E3D, -E3H
MPG-203-2 0-320-B2B, -B2C, -B3B, -D1A, -D1D, -D1F, -D2A, -D2B, -D2C,
Wide 15.00
-D2G, -D2J, -D3G
MPG-215 IO-540alA5, -B1A5, -B1C5, -C1B5, -C4B5, -C4C5, -D4A5, -E1A5,
-E1B5, -G1A5, -G1B5, -G1C5, -G1D5, G1E5, -G1F5, -J4A5, -K1A5,
-K1B5, -K1C5, -K1D5, -K1E5, -K1F5, -M1A5, -N1A5, -P1A5, -R1A5,
-S1A5 Standard 15.00

MPG-302 0-235-C1, -CIB, -C1C, -C2A, -C2C, -F2A, -F2B, -H2C, -J2A, -K2A,
15.00
-K2B, -K2C, -L2A, -L2C, -M1, -N2A, -N2C
0-235-P2A 15.00
MPG-302-1
MPG-303 IO-320-B1A, -B1C, -C1A, -DLA, -D1B, -E1A, -Elg, -E2A, -E2B;
AIO-320-B1B, -C1B; LIO-320-B1A, -C1A; AEIO-320-D1B, -D2B,
Wide 15.00
-E1A, -E2A, -E1B, -E2B
MPC306-1 0-360-A1A, -A1AD, -A1D, -A1F6, -A1F6D, -A1G6, -A1GGD, -A1LD,
-A2A, -A2D, -A2F, -A2C, -A3A, -A3AD, -A4A, -A4G, -A4J, -A4K,
Wide 15.00
-A4M, -A5AD
MPG-306-2 0-360-B2A, -C1A, -C1C, -C1E, -C1F, ~C2A, -C2C, -C2E, -D2A,
Wide 15.00
-F1A6; LO-360-A1G6D; TO-360-C1A6D
0-360-A4N Wide 15.00
MPG-306-3
0-360-C1G Wide 15.00
MPG-306-4
Wide 15.00
MPG-306-5 0-360-A1H6, LO-360-A1H6
Wide 15.00
MPG-315-1 TIO-540-U2A, LTIO-540-U2A
Wide 15.00
MPG-315-2 TIO-540-V2AD, LTIO-540-V2AD
TIO-540-AB1AD Wide 15.00
MPG-315-3
TIO-540-AA1AD Wide 15.00
MPG-315-4
MPG-315-5 TIO-540-A2C, -C1A, -F2BD, -J2B, -J2BD, -N2BD, -R2AD, -SLAD;
Wide 15.00
LTIO-540-F2BD, -J2B, -J2BD, -N2BD, -R2AD
Standard 15.00
MPG-315-6 TIO-540-A1A, -A1B, -A2A, -A2B, -A2C, -C1A, -E1A, -GLA, -HLA
Wide 15.00
MPG-315-7 TIO-540-AE2A
TIO-540-AF1A Wide 15.00
MPG-315-8
MPG-406-1 IO-360-A1A, -A1B, -A1B6, -A1B6D, -A1C, -A1D, alD6, -A2A, -A2B,
-A3B6D, -B1B, -B1D, -B1E, -B1F, -B2F, -B2F6, -B4A;
Wide 15.00
AIO-360-A1A, -A1B, -B1B
MPG-406-2 IO-360-C1A, -C1B, -C1C, -C1C6, -C1D6, -C1E6, -C1F, -J1AGD;
LIO-360-C1E6; HIO-360-A1A, -B1A, -C1A, -C1B, -D1A, -E1AD,
Wide 15.00
-E1BD, -F1AD; TIO-360-A1B; AEIO-360-A1E, -B1G6, -H1A
Wide 15.00
MPG-415 0-540-J1A5D, -J3A5D, -J3C5D, -L3C5D
MPG-515 0-540-B2B5, -B2C5, -B4B5, -E4A5, -E4B5, -E4C5, -G1A5, -H1B5D,
Wide 15.00
-H2B5D

Page 3 of 5
Service Letter No. L2~30

Fiche Cylinder
Number Description Flange Price

MPG-615 IO-540-C4B5, -D4A5, -G1D5, -K1A5, -K1A5D, -K1B5, -K1D5, -K1E5,


-K1F5, -K1F5D, -K1G5, -K1G5D, -KU5, -KU5D, -S1A5, -T4A5D,
-T4B5D Wide 15.00

MPG-615-1 IO-540-C4D5D Wide 15.00

MPG-615-2 IO-540-K1K5 Wide 15.00

MPG-615-3 IO-540-V4A5D Wide 15.00

MPG-615-4 IO-540-W3A5D Wide 15.00

MPG-615-5 IO-540-L1C5 Wide 15.00

MPG-615-7 AEIO-540-L1B5D Wide 15.00

MPG-615-8 IO-540-T4A5D, -T4B5D, -T4C5D Wide 15.00


MPG-615-9 AEIO-540-L1B5 Wide 15.00

MPG-615-11 AEIO-540-D4A5, -D4B5 Wide 15.00

MPG-151 Parts Price List 15.00

OBSOLETE PUBLICATIONS:

R-680 0-145, GO-145

Overhaul Manual $15.00 Handbook. of Instructions and Parts Catalog $15.00


15.00 Operators Manual 0-145-B2 15.00
Parts Catalog
Service Information 15.00

Page 4 of 5
ORDER FROM:

Name:

Company Name:
Street Address:

State:
City:
Zip: Country:
Phone: (AC
Telex:

Description Oty. Unit Price Total Price


Part No.

TOTAL PRICE

ALL ORDERS MUST BE ACCOMPANIED BY POSTAGE AND


CHECK OR MONEY ORDER MADE PAYABLE TO: HANDLING:

$0-$20 $3.00
TEXTRON LYCOMING $20-$50 $5.00
$50 up $8.00

TOTAL OF ORDER

SEND ORDERS TO:

TEXTRON LYCOMING
652 Oliver Street
Williamsport, PA 17701
Attn: Publications (Mailing)

Page 5 of 5
SERVICE
Reciprocating Engine Divisionl
Subsidiary of Textron Inc,
652 Oliver Street
LETTER
Williamsport,PA 17701 U.S.A.

January 13, 1993

Supplement No, 1

For

Senrice Letter No, L230

For the convenience of customers, Textron Lycoming now accepts 3 payment options (U.S, dollars;
our
Pubtications on microfiche directly from the
check/money order, VISA, MasterCard) when ordering Technical
factory, A revised order form is attached,

Marmfactuen, Association

;:´•:´•:´•:´•:´•:´•:´•:´•:´•:´•:´•:´•:´•:´•:i:´•:::´•´• ....:..:.I´•.;.´•‘ ‘:‘::’i’:’-‘:::::’´•‘:’’’:’~‘:‘:


TEXTRON LYCOMING RECIPROCATING ENGINE DIVISION
PUBLICATIONS ORDER FORM

Ci~C7 Lycoming
652 Oliver Street
Reciprocating Engine Division/
Williamsport,PA 17701 U.S.A.
Subsidiary of Textron Inc.
Attention: Customer Service

PHONE ORDERS (717) 323-6181 FAX ORDERS (717) 327-7101


OVERNIGHT DELIVERY AVAILABLE FOR $15.00 EXTRA (UP TO 5 LBS.)

I Qty. Unit Price Total Price


Part No. Description

SUBTOTAL
All orders are FC.S. Shipping Point. Shipping and handling charges
will be added to invoice. SHIPPING AND
HANDLINGI

PAYMENT $0-$20 $5.00


$20-$50 $8.00
$50&up $10.00
O Check Enclosed
Overnight Service
O Master Card Account No.
C] VISA SUBTOTAL OF ORDER
Exp. Date

PA residents add
Name on Card
60/b sales tax

TOTAL ORDER
Signature

MINIMUM ORDER FOR CREDIT CARD IS $25.00.


INCLUDES SHIPPING HANDLING.

Name

Company
Street

City State ZiP

Country
AREA
Phone: Fax
coDE
L1S:ti~l:l Lycoming
SERVICE
Reciprocating Engine Divisionl
Subsidiary of Textron Inc.
652 Oliver Street
Williamsport,PA 17701 U.S.A.
LETTER

May 13, 1993

Supplement No, 2

For

Service Letter No. L230

Due to the higher cost of export shipping and handling, a separate order form has been provided for export
and domestic publication orders. Revised order forms are attached.

8 Manufacturers Association Page 1 of 1


TEXTRON LYCOMING RECIPROCATING ENGINE DIVISION

DOMESTIC PUBLICATIONS ORDER FORM

Lycoming
Reciprocating Engine Divisionl 652 Oliver Street
Subsidiary of Textron Inc. Williamsport,PA 17701 U.S.A.
Attention: Customer Service

PHONE ORDERS (717) 323-6181 FAX ORDERS (717) 327-7101 Credit Card Only
OVERNIGHT DELIVERY AVAILABLE FOR $15.00 EXTRA (UP TO 5 LBS.)

Part No. Description Qty. Unit Price Total Price

SUBTOTAL
All orders are F.O.B. Shipping Point. Shipping and handling charges
will be added to invoice.
SHIPPING AND

PAYMENT
I-
$0-$20HANDLINGI$5.00
$21-$50 $10.00
i? Check Enclosed
$51 up $15.00
C Money Order
C Master Card Account No. Overnight Service
Z VISA
Date I SUBTOTAL OF ORDER
Exp.
PA residents add
Name on Card
6% sales tax

TOTAL ORDER
Signature

MINIMUM ORDER FOR CREDIT CARD IS 325.00.


INCLUDES SHIPPING HANDLING.

Name _

Company
Street

City State Zip


Country
Phone: ACRoEDAE( Fax

2-
TEXTRON LYCOMING RECIPROCATING ENGINE DIVISION

EXPORT PUBLICATIONS ORDER FORM

652 Oliver Street


Reciprocating Engine Divisionl
of Textron Inc. Wiliiamsport,PA 17701 U.S.A.
Subsidiary
Attention: Customer Service

PHONE ORDERS 323-6181 FAX ORDERS (717) 327-7101 Credit Card Only
(717)

Description Qty. Unit Price Total Price


Part No.

SUBTOTAL
All orders are F.O.B. Shipping Point. Shipping and handling charges
will be added to invoice. Fed Ex Delivery Only No P.O. Box SHIPPING AND
HANDLINGr

PAYMENT IMwl $0-$50 $30.00


$51-$100 $45.00
O Check Enclosed $101 6 up $60.00
O Money Order
O Master Card Account No. I TOTAL ORDER
II! VISA
Exp. Date

Name on Card

Signature

MINIMUM ORDER FOR CREDIT CARD IS $25.00.


INCLUDES SHIPPING HANDLING.

PAYMENT IN U.S. DOLLARS ONLY CHECKS MUST BE DRAWN ON U.S. BANK.

Name

Company
Street

City State Zip

Country
Phone: ACRdd4E~ Fax
Lycoming
SERVICE
Reciprocating Engine Divisioni
Subsidiary of Textron
652 Oliver Street
Williamsport,PP,
inc.

1770! U.S.A.
LETPER

Service Letter No. L232


December 2, 1992

TO: All Owners and Operators of Textron Lycoming Piston Aircraft Engines.

SUBJECT: Discontinuance of Tool Loaning.

Over the past several years Textron Lycoming has had an informal special tool loan program. Please be advised
that as of January i, 1993 Textron Lycoming is discontinuing that tool loan service. However, we are looking at

introducing a formal program and any comments /suggestions in that regard would be appreciated. Any cor-
respondence should be mailed to:

Manager of Customer Senrice


652 Oliver Street
Williamsport, PA 17701

Tools are available for purchase through any Textron Lycoming Distributor nearest you.

~3 Manufacturers Association Rge 1 of 1


A Textron Company
SERVICE
652 Olever Street
Williamsport, PA. 17701 U.S.A.

Tel.
Fax.
570-323-6181
570-327-7101
LETTER
www. lycom i ng.textro n.com

Service Letter No. L234A


(Supersedes Service Letter No, L234)
July 10, 2002

All Owners and Operators of Lycoming Reciprocating Aircraft Engines

SUBJECT: Tool Rental Program

Lycoming Engines pleased to announce a special tool rental program, This program is designed to
is
support your need for special tools required for maintaining Lycoming reciprocating engines. Please check
Eycoming Special Tool Catalog SSP-384 for proper tool application.

I This tool rental program will be available through the normal Lycoming parts distribution network.

I Contact your local Lycoming distributor to arrange for tool rental. Many tools are available for rental on a
first come, first serve basis. A rental fee of $50.00 per tool will be charged. The distributor will provide the
factory with customer name and shipping address.

NOTE

No P.O. Boxes please, as tools will be shipped Federal Express Economy. Shipping charges
will be the responsibility of the customer,

Tools must be returned in satisfactory condition, within 30 days domestic and 45 days international, Tools
are to be returned, Fed Ex Economy Prepaid to:

I Lycoming Engines
652 Oliver Street
Williamsport, PA U.S.A. 17701
Attn: Customer Service

,,,,.._,
Manufactuers Association
SERVICE
652 Oliver Street
W~lliamsport,
570/323-6181
PA 17701 U.S.A. LETTER
Service Letter No. L237
December 30, 1998

and Distributors of Textron Lycoming Aircraft


TO: All Owners, Operators,
Engines

Area Code for Textron Lycoming, Williamsport, Pa.


SUBJECT: Change in Telephone

have code of 570. Please remember to make the


As of January 8, 1999, Textron Lycoming will a new area

change in programmable equipment such as modems, speed dialing, fax machines, cellular phones, etc.
SERVICE
652 Oliver Street
W~lliamsport,
5701323-6181
PA 17701 U.S.A. LETTER

Service Letter No. L239


June 18, 2001

TO: All Lycoming Aircraft Engine Owners, Operators and Distributors

SUBJECT: Preservation of Warranty Return Parts

Proper evaluation of parts returned factory for warranty investigation requires that a part be received
to the
at the factory was removed from service. Any additional corrosion or damage
in the condition in which it
that occurs after removal or during shipping prevents accurate evaluation of the part and its condition.

Please insure that any part being returned to Lycoming for warranty investigation is properly protected,
preserved, packed and shipped.

will also help facilitate warranty investigation and help avoid


Observing these additional procedures
delayed or denied claims:

Engine components such as starters, magnetos, alternators, etc., must not be disassembled.

Cylinders must not be sandblasted and valves, guides, etc., must not be removed.

Written description of problems must include specific details, not just "Defective" or "Inoperative".

Effective immediately, warranty return parts will be examined upon receipt. If damage or corrosion has
resulted from improper handling and preservation, warranty will be rejected and the affected parts will be
returned collect to the sender.

Ge~el Arietion O 2001 by Texlmn Lycoming "All Righu Rocrvcd"


Manufach´•crm Pa~ocletion
ADs
73-23-01 AVCO LYCOMING: Amendment 39-1738 as amended by
Amendment 39-1825, 39-1984 and 39-2188 is further amended by Amendment 39-2804.
Applies to all
Lycoming series
engines and all
engines overhauled
by Lycoming (also known
as remanufactured) listed below and in Lycoming Service Bulletin No. 367F and in Supplement

No. 1 for Lycoming Service Bulletin No. 367F.

0-320 Series
L16798-39A thru L-6815-39A

GO-320 Series
L-4952-55

0-360 Series
-17389-36A thru L-17408-36A, L-17410-36A thru L-17427-36A, L-17429-36A thru L-17452-
36A, L-17454-36A thru L-17479-36A, L-17481-36A thru L-17495-36A, L-17497-36A thru L-
17500-36A, L-17503-36A thru L-17505-36A, L-17516-36A thru L-17518-36A

RL-523-36A, RL-2030-36A, RL-3933-36A, RL-7173-36A, RL-11169-36A, RL-16937-36A

10 8 HIO-360 Series
1,-9409-5 1A, 1,-94 1 0-51A, L-941 5-51 A th n! L-941 7-5 1A, L-941 9-51 A th ru L-9427-5 1A, L-9438-
51A thru L-9453-51A, L-9455-51A, L-9457-51A thru L-9498-51A, L-9500-51A thru L-9517-51A,
L-9519-51A thru L-9564-51A, L-9566-51A thru L-9616-51A, L-9618-51A, L-9620-51A thru i,-
9640-51A, i,-9642-51A thru L-9651-51A, L-9653-51A thru L-9713-51A, L-9715-51A, L-9716-
51A, L-9718-51A thru L-9768-51A, L-9n0-51A thru L-9n4-51A, L-9776-51A thru L-9826-51A,
L-9828J1A thru 9848-51A, L-9850-51A thru L-9930-51A, L-9932-51A thru L-9962-51A, L-
9964-51A thru L-9995-51A, L-9997-51A thru L-10090-51A, L-10092-51A thru L-10113-51A,
L-l 01 15-51A thru L-10249-51A, L-l 0257-51A thru L-10261-51A, L-l 0263-51A thru L-l 0273-
51A, L-10279-51A thru L-10281-51A, L-10284-51A thru L-10290-51A

RL-191-51A, RL-591-51A, RL-595-51A, RL-702-51A, RL-776-51A, RL-778-51A, RL-955-51A,


RL-993-511, RL-1267-51A, RL-1272-51A, RL-1435-51A, RL-1481-51A, RL-1515-51A, Ri,-
1642-51A, RL-1769-51A, RL-1845-5iA, RL-1847-51A, RL-2143-51A, RL-2227-51A, RL-2249-
51A, RL-2464-51A, RL-2476-51A, RL-2508-51A, RL-2562-51A, RL-2629-51A, RL-2672-51A,
RL-2923-51A, RL-3048-51A, RL-33-13-51A, RL-3195-51A, RL-3235-51A, RL-3318-51A, RL-
3344-51A, RL-3392-51A, RL-3427-51A, RL-3464-51A, RL-3540-51A, RL-3573-51A, RL-3738-
51A, RL-3832-51A, RL-3868-51A, RL-3974-51A, RL-4787-51A, RL-4960-51A, RL-5082-51A,
RL-5085-51A, RL-5652-51A, RL-5685-51A, RL-5751-51A, RL-5824-51A, RL-6331-51A, RL-
6345-51A, RL-6350-51A, RL-6417-51A, RL-6469-51A, RL-6623-51A, RL~652-51A, RL-6693-
51A, RL-6724-51A, RL-6744-51A, RL-6950-51A, RL-7043-51A, RL-7201-51A, RL-7357-51A,
RL-7422-51A, RL-7475-51A, RL-7808-51A, RL-7852-51A, RL-7886-51A, RL-8000-51A, RL-
8354-51A, RL-8872-51A, RL-9611-51A, RL-9812-51A

A VCO L YCOMING DIVISION TZMRON L YCOMING


AIO-360 Series
L-165-63A thru L-171-63A

T10-360 Series
L-l 12-64A thru L-115-64A

LIO-360 Series
L-440-67A thN L480-67A, L487-67A thru L-512-67A, L-514-67A thru L-537-67A, L-545-67A
thru L-655-
thru L-591-67A, t-593-67A thru L-632-67A, L-634-67A thru L-648-67A, L-650-67A
67A, L-660-67A

D6 Series
RL-288-37, RL-482-37

IGSO-480-A1E6 Series
RL-829-44, RL-1258-44, RL-1508d4, RL-1509-44, RL-1518d4, RL-1586-44

IGO-540 Series
L-320-49

VO-540 Series
L-2280-43, L-2281-43

RL-343-43, RL-37643, RL456-43, RL-485-43, RL-52243, RL-564-43, RL-691-43, RL-694-43,


RL-
RL-846-43, RL-849-43, RL-1125-43, RL-1148-43, RL-118643, RL-1333-43, RL-1452-43,
RL-
1571-43, RL-1700-43, RL-1731-43, RL-1828-43, RL-190043, RL-1913-43, RL-1929-43,
1931-43, RL-2041-43, RL-2125-43, RL-2142-43, RL-2208-43, RL-2224-43, RL-224543, RL-
2269-43, RL-2275-43 thru RL-2279-43

0-540-A1C5. -A1D5. -B1A5. -6265. -8485. -B2C5. -E4A5. -E4B5. -E4C5. G1A5 Series
L-15062-40, L-15063-40, L-15108-40, L-15117-40, L-1513240, L-1513340, L-1516140, L-
15221-40, L-l 5222-40, L-15225-40 thru L-15227-40, L-15242-40 thru L-1524940, L-l 5297~0,
L-15300-40, L-15304-40 thru L-15320-40, L-15322-40 thru L-15367-40, L-15372-40

RL-~ 040-40, RL-I 207-40, RL-3330-40, RL-6768-40, RL-7670-40, RL-9416-40, RL-10859-40,


RL-1 1312-40, RL-1 1377-40, RL-1 1420-40, RL-1 i 86240, RL-13058-40, RL-1363740, RL-
14194-40

IO-540-A1A5. -81A5. -C1A5. -C4B5. -D4A5. -E1A5. -6185. -G1D5. J4A5. -K1A5. -K1B5.
K1C5. -K1E5. -K1ESD Series
L-l 01 8-48 thru L-10122-48, L-l 0 1 24-48 thru L-l O 1 27-48, L-l 0 1 44-48, L-l 0145-48, L-l 0209-
i,-
48, L-10213-48, L-1022148 thru L-10260-48, L-10263-48 thru L-10267-48, L-1030348,
10304-48, L-10306-48 thru L-10308-48, L-10317-48 thru L-10320-48, L-10398-48, L-10459-48,

A 1/CO L YCOMING D/1~SlaN L YCOMING


L-10487-48 thru L-10546-48, L-10548-48 thru L-10562d8, L-10564-48 thru L-10569-48, L-
10571-48 thru L-10584-48

RL-113-48, RL-622-48, RL-918-48, RL-1170-48, RL-1606-48, RL-1640-48, RL-2015-48, RL-


2050-48, RL-2210-48, RL-2271-48, RL-2276-48, RL-3610-48, RL-3614-48, RL-3732d8, RL-
4057-48, RL~103-48, RL-4506-48, RL-5778-48, RL-7116-48

TIO-540-A2B. -A2C. -ClA. TIO-540J2BD Series


L-2412-61 thru L-2414-61, L-2416-61 thn! L-2419-61, L-2489-61 thru L-2498-61, L-2501-61
thru L-2503-61, L-2550-61, L-2557-61, L-2562-61, L-2566-61, L-2567-61, L-2572-61 thru L-
2583-61, L-2585-61 thru L-2588-61, L-2590-61, L-2591-61, L-2595-61 thru L-2597-61

RL-122-61, RL-226-61, RL-759-61, RL-771-61, RL-1263-61, RL-1268-61, RL-1346-61, RL-


1488-61, RL-1679-61, RL-1683-61, RL-2189-61

LIO-540 Series
L-102-68, L-105-68, L-~09-68, L-i 13-68 thru L-l 17-68, L-125-68, L-128-68 thru L-130-68, L-
147-68 thru L-152-68, L-154-68, L-155-68

RL-1 06-68

IGSO-540 Series
L3060-50, L-3061-50, L-3070-50, L-3071-50, L-3074-50, L-3085-50 thru L-3087-50, L-3090-
50, L-3093-50, L-3094-50

RL-315-50, RL-518-50, RL-528-50, RL-821-50, RL-1014-50, RL-1100-50, RL-1~51-50, RL-


1174-50, RL-1216-50, RL-1517-50, RL-1558-50, RL-1591-50 RL-~682-50, RL-1694-50, RL-
1700-50, FIL-~ 773-50, RL-1788-50, RL-1821-50, RL-2003-50, RL-2157-50, RL-2187-50, RL-
2385-50, RL-2479-50, RL-2543-50, RL-2604-50, RL-2907-50

TIG-541 Series
L-866-59 thru L-873-59

TIGO-541 Series
L-343-62 thru L-352-62

RL-161-62

IO-720-A. -B and -C Series


L-505-54, L-506-54, L-508-54 thru L-529-54, L-532-54 thru L-538-54, L-540-54, L-541-54, L-
546-54 thru C-549-54, L-551-54 thru L-554-54

Compliance required within 50 hours in service after the effective date ofthis AD, unless
already accomplished.

A ~CO L YCOMING DI1~SION TiCX7~RaN L YCOMING


Toprevent piston pin failures resulting from grinding cracks which occurred during
manufacture, comply with Lycoming Service Bulletin No. 367F or equivalent procedure
approved by Chief, Engineering and Manufacturing Branch, FAA, Eastern Region.

The manufacturer’s specifications and procedures identified and described in this


directive are incorporated herein and made a part hereof pursuant to 5 U.S.C. 552(a)(1). All

persons affected by this directive who have not already received these documents from the
manufacturer, may obtain copies upon request to Avco Lycoming Division, Service
Department, Williamsport, Pennsylvania 17701. These documents may also be examined at
the Engineering and Manufacturing Branch, Federal Aviation Administration, Eastern Region,
Federal Building, John F. Kennedy International Airport, Jamaica, New York 11430. A
historical file on this AD which includes the incorporated material in full is maintained by the
FAA at its Eastern Region Headquarters.

Amendment 39-1738 was effective November 1, 1973.


Amendment 39-1825 was effective May 1, 1974.
Amendment 39-1984 was effective October 10, 1974.
Amendment 39-2188 was effective April 30, 1975.
This amendment 39-2804 is effective January 13, 1977.

A C/CO L YCOMING DIV~SION 7EMRCMI L YCOMING


d-"
75-09-~5 LYCOMING: Amendment 39-2187. Applies to Lycoming
Model 10-320, AIO-320, 10360, LIO-360, HIO-360-C Series, IVO-360, T10-360, AIO-360, IGO-
480, 10-540, TIO-540, IVO-540, IGO-540, AND 10-720 Series Engines equipped with the
following listed Bendix Fuel Injector Flow Divider part numbers. 2524218-1 thru 2524225-1,
2524227-1, 2524232-1, 2524240-1, 2524248-1, 2524265-1, 2524327-1, 2524342-1, 2524397-
1, 2524416-1, 2524421-1, 2524571-1, 2524583-1, 2524610-1.

Compliance required within the next 25 hours’ time in service after the effective date of
this AD, unless already accomplished.

To prevent possible fuel starvation to the engine accomplish the following:

Remove Bendix P/N 2537013 fuel flow divider cover gasket and in~stall Bendix PIN
2538998 gasket in accordance with Lycoming Service Bulletin No. 382 or equivalent
cover

procedure approved by Chief, Engineering 8 Manufacturing Branch, FAA, Eastern Region.

(Bendix Energy Controls Division Fuel System Bulletin No. RS43 also covers this
subject).

This amendment is effective April 30, 1975.

A i/CO L YCOMING DIWSION TiCXTRON L YCOMING


78-23-~0 AVCO LYCOMING: Amendment 39-3333. Applies to all fuel
injected Lycoming series engines equipped with the following Bendix Fuel Injector Models and
Parts List Numbers.

Model Number Parts List Number

RSA-5AB1 2524254-5
252471 2-2
RSA-SAD~ 2524054-5
25241 47-7
252421 3-5
2524291-5
2524359-4
2524450-3
2524550-2
2524673-2
2524682-2
2524742-2
2524752-1
RSA-7AA1 2524347~
RSA-1OAD1 2524163-8
2524163-7A
2524757-1
RSA-1ODB1 2524275-9
2524649-3
RSA-10DB2 2524708-1
RSA-1OED~ 2524273-5A
2524273-6
2524298-6
2524491-3
2524500-2A
2524500-3
2524693-2
2524709-1

Compliance required within the next 10 hours in service after the effective date of this
AD, unless previously accomplished.

io prevent an in-flight power loss due to an over rich condition caused by the failure of
the center body bellows seal assembly, replace the center body bellows seal assembly and
tube bushing in accordance with Accomplishment and Identification instructions in the
applicable Bendix Energy Controls Division Service Bulletin No. RS-52 Rev. 2 revised May 12,

A V%O L YCaMING DIVISION 7~7RON L YCOMING


1978, No. RS-53 Rev. 2 revised May 12, i 978, and No. RS-54 Rev. 2 revised May 10, 1978,
or FAA approved equivalent.

Equivalent methods of compliance must be approved by the Chief, Engineering and

Manufacturing Branchi Federal Aviation Administration (FAA), Eastern Region.

permitted by FARs 21.197 to 21.199, aircraft may be flown to a


As base where the
modification required by this Airworthiness Directive can be accomplished.

NOTE: AVCO Lycoming Service Bulletins No. 428, No. 429 and No. 430 also pertain
to this subject.

This amendment is effective November‘7, 1978.

A I/CO L YCOMING DIVISION TZMRON L YCaMING


79-04-05 AVCO LYCOMING: Amendment 39-3418 as amended by
Amendment 39-3570. Applies to all fuel injected Lycorning series engines equipped with the

following Bendix Injector Models and Parts List Numbers:

Parts List
Model and Issue Serial Numbers

RSA-5A81 2524254-4 63758 thru 65862


2524712-1 63503 thru 66027
RSA-5AD1 2524054-4 62999 thru 65249
25241476 65988 thru 65997
2524171-4 64961 thru 65060
2524213~ 61032 thru 66290
2524291-4 63678 thru 65867
2524297-3 64428 thru 64432
2524307-3 64828 thru 66854
25243353 65721 thru 66920
2524359-3 62401 thN 65412
2524450-2 61392 thru 65987
2524550-1 64635 thru 65887
2524673-1 63643 thru 64265
2524682-1 65071 thru 65499
2524723-1 61928 thru 65231
2524469(8) 64915 thru 65338

RSA-1OAD1 2524163-7 63742 thru 65720


2524175-3 63399 thru 66941

and to all Lycorning fuel injected engines irrespective of parts list number or serial number
whose Bendix Injector Models RSA-SADI RSA-SAB~,and RSA-1OAD1 have been overhauled
by a Bendix Authon’zed Warrant Repair Station or by AVCO Lycoming between April 1, 1977,
and August 14, 1978, and to all Lycoming fuel injected engines irrespective of parts list number
or serial number, whose Bendix Models RSA-SAB 1, RSA-SAD1, and RSA-1 OAD1 fuel injectors

have been overhauled after March 31, 1977, by repair stations other than the above in which
the fuel diaphragm has been replaced with a new P/N 2529471 diaphragm assembly.

Compliance required within the next 10 hours in service after the effective date of this
AD, unless previously accomplished.

To prevent in-flight power loss due to the separation of the P/N 2529192 regulator
an

diaphragm stem assembly, the P/N 2529471 regulator diaphragm assembly must be removed,
inspected, and replaced if necessary, in accordance with the Accomplishment Instructions

A VCO L YCOMING DII~SION T;E~MRON L YCOMING


Division Service Bulletin No. RS-ST Rev. 1 or FAA approved
listed in Bendix Energy Controls
equivalent.

Equivalent methods of compliance must be approved by the Chief, Engineering and


Manufactun’ng Branch, Federal Aviation Administration, Eastern Region. Upon submission of
the Chief,
substantiating data by an owner or operator through an FAA Maintenance inspector,
Engineering and Manufacturing Branch, FAA Eastern Region may adjust the compliance time
specified in this AD.

NOTE: AVCO Lycorning Service Bulletin No. 433A also pertains to this subject.

Amendment 39-3418 was effective Feb~ruary 26, 1979.


This Amendment 393570 is effective September 26, 1979.

A L/CO L YCaMING DIVISION TZMRON L YCOMING


Correction issued September 1994 to paragraph (b)(4).

91 -08-07 TEXTRON LYCOMING: Amendme. 396962 Ducket

No. 91 -AN E-08.

Applicability: TIG-360 Series engines with serial numbers up to L-215-64A inclusive;


TIG-540 Series engines with serial numbers up to L-9245-61/61A inclusive, except TIO-540-
AE2A engines for which the requirements of AD 89-15-10 are met; LTIO-540 Series engines
with serial numbers up to L-2911-68A inclusive; TIGO-541 Series engines with serial numbers
up to L-780-62 inclusive; all TIG-541 Series engines; and all TIVO-540 Series engines. Also
applies to overhauled and manufactured engines of these models shipped from the factory
prior to November 15, 1990, and to any Textron Lycoming Engine that has been modified to
use a turbocharger and that has the fuel pump vent vented to the induction system.

Compliance: Required within the next 15 hours in service for paragraph (a) and within
the next 50 hours in service for paragraph (b), after the effective date of this AD, unless
already accomplished.

To prevent engine power loss and possible loss of the aircraft, accomplish the following:

(a) Perform a fuel leak check at the fuel pump vent hose fitting as follows:

(1) Disconnect the fuel pump vent hose at the engine fuel pump. Then
proceed to turn on the aircraft boost pump and visually inspect for any fuel draining out from
the engine pump vent port.

(2) Prior to further flight, remove and replace with a serviceable pump, engine
fuel pumps which exhibit leakage. Repeat the leak check following pump replacement to verify
no fuel is passing through the fuel pump vent port.

(3) Reconect the fuel pump vent hose at the engine fuel pump.

(b) Inspect and replace if necessary, the fuel pump vent restrictor fitting as follows:

(1) Remove fiting from the pump vent port and measure the orifice opening
using an appropriate size wire gauge or drill bit. The orifice diameter must be within .014-.020
inch and the fitting must have the code letter "R" impression stamped on a flat surface.

(2) Prior to further flight, replaceany restrictor fitting that has an orifice
diameter out of limits, or if no restrictor orifice exists. Install a new or serviceable restrictor
fitting with a proper size orifice, and identified with the letter "R", using Loctite hydraulic sealant
or equivalent on the pipe threads.

TEXTRON LYCOMING
(3) Ensure that the orientation of the reinstalled fitting is the same as the
original fitting.

(4) Reconnect the pump vent line.

NOTE: TextronLycoming Service Bulletin Nos. 494 and 497 and Service
Instruction No. 1446 pertain to this subject. Fuel pump vent fittings supplied by Textron
Lycoming with the proper size orifice are identified by the letter "R" stamped on each fitting.

Engine models TIG-541 and TIVO-540 series are not specified in the service bulletins,
for these engines the engine driven pump and vent fitting were furnished by the aircraft
manufacturer.

(c) Aircraft may be ferried in accordance with the provisions of Federal Aviation
Regulations 21.197 and 21.199 to a base where the AD can be accomplished.

(d) Upon submision of substantiating data by an owner or operator through an FAA


Inspector (maintainance, avionics, or operations, as appropriate), an alternate method of
compliance with the requirements of this AD or adjustments to the compliance schedule
specified in this AD may be approved by the Manager, New York Aircraft Certification Office.
Engine Propeller Directorate, Aircraft Certification Service, FAA, New England Region,
Room 202, 181 South Franklin Avenue, Valley Stream, New York 11581.

Ail persons affected by this directive who have not already received the appropriate
service information from the manufacturer may obtain copies upon request to Textron
Lycoming/Subsidiary of Textron Inc., 652 Oliver Street, Williamsport, Pennsylvania 17701.
This information may be examined at the FAA, New England Region, Office of the Assistant
Chief Counsel, Room 311, 12 New England Executive Park, Burlington, Massachusetts.

This amendment becomes effective on May 6, 1991.

91-08-07 C
TEXTRON LYCONIING
91-14-22 TEITRONCICOMMG: (Amendment 39-6916,
Docket No. 89-ANE-10)

Applicability Lycoming (formerly Avco Lycoming) direct drive piston aircraft


All Textron
engines (except: 0-320-H, 0-360-8, LO-360-E, TO-360-E, LTO-360-E and TIG-541 series
engines).

Compliance: Required at each engine overhaul, after a propeller strike, sudden

stoppage, or whenever gear train repair is required. A propeller strike for the purpose of this
AD is defined as a sudden engine stoppage, or loss of a propeller blade or tip.

NOTE: Avco Lycoming Service Letter No. L163B dated December 23, 1977,
"Recommendations Regarding Accidental Engine Stoppage, Loss of Propeller Blade or Tip,
contains additional information on the subject.

prevent loosening or failure of the crankshaft gear retaining bolt,


To which may cause

sudden engine failure, accomplish the following:

(a) Inspect the crankshaft counterbored recess, the alignment dowel, the retaining
bolt and lock plate, the bolt hole threads, and the crankshaft gear for wear, galling, corrosion,
and fretting in accordance with sections 1 through 7, including all tables and figures, in Textron
Lycoming Service Bulletin (SB) No. 475, Revision A, dated July 16, 1990.

(b) Prior to further flight, repair, rework, or replace damaged or worn parts as

identified in paragraph (a) of this AD.

(1) Repair and rework crankshaft pilot diameter in accordance with Textron
Lycoming SE 475, Revision A, dated July 16, 1990, and replace dowel pin with appropriate
size dowel as shown in Table 1 of the service bulletin.

(2) Insure that the tapped retaining bolt hole of the crankshaft
threads in the gear
are clean and undamaged. If threads damaged, replace crankshaft with a serviceable unit,
are

or have threads repaired by an FAA approved facility specifically approved to do that repair.

(3) Inspect the counterbored gear mounting face of the crankshaft to ensure there is
no damage due to fretting or galling, as damage of this nature is unrepairable.

(4) Repair crankshaft counterbore pilot diameter, if necessary, in accordance with


section 3 of Textron Lycoming SE No. 475, Revision A, dated July 16, 1990.

(5) Verify that the crankshaft gear incorporates three .75 inch radius scallops on the
flange as shown in Figure 5 of Textron Lycoming SE No. 475, Revision A, dated July 16, 1990.
Assemble gear on to crankshaft using a new retaining bolt and lock plate and insure fit of
mating parts as described in Section 6 and Figure 6 of the Textron Lycoming Service Bulletin
No. 475, Revision A, dated July 16, 1990.

TEXTRON LYCOMING
(c) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and
21.199 to a base where the AD can be accomplished.

(d) Upon submission of substantiating data by an owner or operator through an FAA


Inspector (maintenance, avionics, or operations, as appropriate), an alternate method of
compliance with the requirements of this AD or adjustments to the compliance schedule
specified in this AD may be approved by the Manager, New York Aircraft Certification Office,
Engine and Propeller Directorate, Aircraft Certification Service, FAA, 181 South Franklin
Avenue, Room 202, Valley Stream, New York 11581.

The inspection procedure shall be done in accordance with the following Textron

Lycoming document:

DOCUMENT NO, PAGE NO. ISSUUREV. DATE

SE 475 1-4 A 07116/90

This incorporation by reference was approved by the Director of the Federal Register in
accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Textron
Lycoming, Oliver Street, Williamsport, Pennsylvania 17701. Copies may be inspected at the
FAA, New England Region, Office of the Assistant Chief Counsel, 12 New England Executive
Park, Burlington, Massachusetts 01803, or at the Office of the Federal Register, 1 100 L Street,
NW., Room 8401, Washington, DC.

This amendment (39-6916, AD 91-14-22) becomes effective on August 19, 1991.

FOR FURTHER INFORMATION CONTACT:

Mr. Pat Perrotta Mr. N. Minnitti, Propulsion Branch, New York Aircraft Certification Office,
or

ANE-174, FAA, Engine and Propeller Directorate, Aircraft Certification Service, 181 South
Franklin Avenue, Room 202, Valley Stream, New York 11581; telephone number (516)
791-7421.

91-14-22
TU(TRON LYCOMING
92-1 2-05 TEXTRON LYCOMING: Amendment 39-8265. Docket

No. 91-ANE-48.

Applicability: Textron 0-320 series, 10-320 series, LIO-320 series, AIO-320


Lycoming
series, AEIO-320 series, 0-340 series, 0-360 series, LO-360 series, MO-360 series, VO-360
series, IVO-360 series, 10-360 series, AIO-360 series, 1-110-360 series, LHiO-360 series,
LIO-360 series, AEIO-360 series, TO-360 series, LTO-360 series, TIG-360 series, 0-480 series,
GSO-480 series, 1GSO-480 series, IGO-480 series, GO-480 series, 0-540 series (excluding
models 0-540-J and 0-540-L), VO-540 series, 10-540 series (excluding model IO-540-W),
HIO-540 series, AEi0-540 series, IGSO-540 series, IGO-540 series, TVO-540 series, TIVO-540
series, IVO-540 series, TIG-540 series, L7i10-540 series, T10-541 series, TIGO-541 series, and
10-720 series opposed piston engines; and those engine models and serial numbers listed in
Textron Lycoming Service Bulletin No. 501, Revision B, dated November 15, 1991;
(SB)
installed on but not limited to Cessna 172 and Piper PA-28 aircraft.

Compliance: Required as indicated, unless accomplished previously.

To prevent piston pin failure, piston release, and engine failure, accomplish the following.

(a) For with serial numbers listed in Textron Lycoming SE No. 501, Revision
engines
B, dated November 15, 1991, with more than 75 hours time in service (TIS) since new, since
remanufacture, or since factory overhaul on the effective date of this AD, remove all piston pins,
Part Number (P/N) LW-14077, within 25 hours TIS after the effective date of this AD, and
replace with serviceable parts.

(b) For with serial numbers listed in Textron Lycoming SE No. 501, Revision
engines
B, dated November 15, 1991, with 75 hours or less TIS since new, since remanufacture, or since
factory overhaul on the effective date of this AD, remove all piston pins, P/N LW-14077, within
100 hours TIS since new, since remanufacture, or since factory overhaul and replace with
serviceable parts.

(c) engines not listed in Textron Lycoming


For SE No. 501, Revision B, dated
November 15, 1991, accomplish the following:

(1) Within 15 days after the effective date of this AD, conduct a search and review of
maintenance and purchase records to determine if piston pin, P/N LW-14077, had been

purchased from Textron Lycoming or a Textron Lycoming distributor from June 18, 1991,

through August 5, 1991.

(2) For installed piston pins, P/N LW-14077, purchased from Textron Lycoming or a

Textron Lycoming distributor from June 18, 199l,through August 5, 1991, accomplish the
following:

TEXTRON LYCOMING
(i) For engines with more than 75 hours TIS since
piston pin installation on the
effective date of this AD, remove piston pins,
all purchased from Textron
P/N LW-14077,
Lycoming or a Textron Lycoming distributor from June 18, 1991, through August 5, 1991, within
25 hours TIS after the effective date of this AD, and replace with serviceable parts.

(ii) For engines with 75 hours or piston pin installation on the effective
less TIS since
date of this AD, remove all
piston pins, purchased from Textron Lycoming or a
P/N LW-14077,
Textron Lycoming distributor from June 18, 1991, through August 5, 1991, within 100 hours TIS
since piston pin installation and replace with serviceable parts.

(d) Piston pins, P/N LW-14077, purchased from Textron Lycoming or a Textron
Lycoming distributor from June 18, 1991, through August 5, 1991, that are not installed in
engines are considered unairworthy and shall not be placed in service.

(e) An altemative method of compliance or adjustment of the compliance time that


provides an acceptable level of safety may be used if approved by the Manager, New York
Aircraft Certification Office, Engine and Propeller Directorate. The request should be forwarded
through an FAA Principal Maintenance Inspector, who may add comments and then send it to
the Manager, New York Aircraft Certification Office.

NOTE: Information conceming the existence of approved alternative methods of


compliance with this airworthiness directive, if any, may be obtained from the New York
Certification Office.

(f) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to

operate the airplane to a location where the requirements of this AD can be accomplished.

(g) engines to which this AD is applicable


The identification of certain shall be done in
accordance with the following Textron Lycoming service document:

DOCUMENT NO. PAGES REVISION DATE


SE No. 501 1-3 Rev. BNov. 15, 1991

Total pages: 3

This incorporation was approved by the Director of the Federal Register in accordance with 5
U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Textron Lycoming, 652 Oliver
Street, Williamsport, PA 17701. Copies maybe inspected at the FAA, New England Region,
Office of the Assistant Chief Counsel, Room 31 1, 12 New England Executive Park, Burlington,
Massachusetts; or at the Office of the Federal Register, 1100 L Street, NW., Room 8401,
Washington, D.C.

(h) This amendment becomes effective on July 10, 1992.

FOR FURTHER INFORMATION CONTACT:

92-1 2-05
TEXTRON LYCOMING
Mr. Nick Minniti or Mr. Pat Perrotta, Propulsion Branch, ANE-174, New York Aircraft Certification
Office, Engine Propeller Directorate, Aircraft Certification Service, FAA, 181 South Franklin
Avenue, Room 202, Valley Stream, New York 11581, telephone (516) 791-7421.

92-1 2-05
TEXTRON LYCOMING
93-02-05 Textron Lycoming: Amendment 39-8487.

Docket 92-ANE-56.

Applicability: Textron Lycoming reciprocating opposed piston engines


incorporating fuel injection lines as listed in Textron Lycoming Service Bulletin No. (SB)
342A, dated May 29, 1992, except for Model T10-540-S1AD engines. Affected engine
models are installed on but not limited to Piper PA-24 Comanche, PA-30 and PA-39
fwin Comanche, PA-28 Arrow, and PA-23 Aztec; Beech 60 Duke and 23 Musketeer;
Mooney M2G; and Cessna 177 Cardinal aircraft.

NOTE: Engines with an "1" in the prefix of the model designation incorporate fuel

injection.

Compliance: Required as indicated, unless accomplished previously.

prevent failure of the fuel injector fuel lines allowing fuel to spray
To into the

engine compartment, resulting in an engine fire, accomplish the following:

(a) Within 25 hours time in service after the effective date of this AD, inspect
the lines between the fuel manifold and the fuel injector nozzles in
fuel injector fuel
accordance with Textron Lycoming Service Bulletin No. 342A, dated May 26, 1992.

(b) Prior to further flight, replace any fuel injector fuel line that does not meet
all the return to service conditions specified in Textron Lycoming SE No. 342A, dated
May 26, 1992.

(c) Thereafter, at each annual inspection, at each 100-hour inspection, at


each engine overhaul, and after any maintenance has been performed on the engine
where the fuel injector fuel lines have been disconnected, moved, or loosened,
reinspect the fuel injector fuel lines in accordance with Textron Lycoming SE No. 342A,
dated May 26, 1992, and replace as necessary any fuel injector fuel line that does not
meet all the return to service conditions specified in that SE.

(d) An alternative method of compliance or adjustment of the compliance


time that provides an acceptable level of safety may be used if approved by the
Manager, request should be forwarded
New York Aircraft Certification Office. The
through an appropriate FAA Maintenance Inspector, who may add comments and then
send it to the Manager, New York Aircraft Certification Office.

NOTE: Information concerning the existence of approved alternative methods of


compliance with this airworthiness directive, if any, may be obtained from the New York
Aircraft Certification Office.

Textron Lycoming
(e) Special flight permits may be issued in accordance with FAR 21.197 and
21.199 to operate the airplane to a location where the requirements of this AD can be

accomplished.

(f) The inspection, replacement, if necessary of the fuel injector fuel


and
lines shall be done in accordance with the following service document:

Document No. Pages Date

Textron Lycoming SE
Nb. 342A 1-31 May 26, 1992

Total pages: 31

This incorporation by reference was approved by the Director of the Federal Register in
accordance with 5 U.S.C. 552(0) and 1 CFR Part 51. Copies may be obtained from
Textron Lycoming Reciprocating Engine Division, 652 Oliver Street, Williamsport,
Pennsylvania 17701. Copies may be inspected at the FAA, New England Region, 12
New England Executive Park, Burlington, Massachusetts; or at the Office of the Federal
Register, 800 North Capitol Street, NW., Suite 700, Washington, DC.

(g) This amendment becomes effective on June 14, 1993.

FOR FURTHER INFORMATION CONTACT:


Nick Minniti, Aerospace Engineer, New York Aircraft Certification Office, ANE-170,
FAA, New England Region, 181 South Franklin Street, Valley Stream, New York 11581;
telephone 516-791-7421; fax 516-791-9024.

93-02-05
Textron Lycoming
This is the final rule of Priority Letter 95-07-01 issued on March 17, 1995.

95-07-01 TEXTRON LYCOMING: Amendment 39-9183. Docket

95-AN E-l 4.

Applicability: The following Textron Lycoming reciprocating engine models, assembled


on or after February 15, 1994, and that contain connecting rod bolts shipped directly or

indirectly from Superior Air Parts, Inc., on or after February 15, 1994:

0-360iA1A, -A1AD, -A1C, -A1D, -AIF6, -A1FGD, -A1G6, -A1GGD, -A1LD, -A2A, -A2D,
-A2E, -A2F, -A2G, -A3A, -ASAD, -A4A, -A4G, -A4J, -A4K, -A4M, -A4N, -ASAD, -82A, -C1A,
-C1C,-C1E,-C1F,-C1G,-C2A,-C2C,-C2D,-C2E,-D2A,-D2B,-F1A6;10-360-A1A,-A1B,
-A1BG,-A1BGD,-A1C,-A1D,-A1DG,-A2A,-A2B,-A3BGD,-B1A,-B1B,-B1D,-B1E,-B1F,
-82F, -8286, 84A, -C1A, -Ct 8, -C1C6, -C1D6, -C1E6, -C1F, -J1AGD; A10-360-A1A, -Af 8,
-818; LO-360-A1G6D; HO-360-B1A, -818; HIO-360-A1A, -81A, -C1A, -Ct 8, -E1AD, -E 1BD;
L10-360-C1E6; TIO-360-A1B; AEIO-360-A1E, -81G6, -H1A; 0-540-A1A, -A1A5, -A1B5,
-A1CS,-A1D,-A1DS,-A2B,-A3D5,-B1A5,-B185,-B2B5,-B2C5,-B4B5,-E4A5,-E4B5,
-E4C5, -F1A5, -F185, -G1A5, -G2A5, -H1B5D, -H285D, -J1A5D, -J3A5D, -J3C5D, -L3C5D;
10-540-A1A5, -81A5, -81C5, -C1B5, -C485, -C4C5, -C4D5D, -D4A5, -E1A5, -8185, -G 1 A5,
-G1B5, -G1C5, -G 1 D5, -G 1 85, -G 1 F5, -J4A5, -K1A5, -K1A5D, -K185, -K1C5, -K1D5, -K1E5,
K1K5, -M1A5, -N1A5, -P1A5, -R1A5, -T4C5D -K1F5, -K1F5D, -K1G5, -K1G5D, -K1J5D,
-K1K5, -M1QAS, -M185D, -N1A5, -P1A5, -R1A5, -S1A5, -T4A5D, -T485D, -T4CTD, -V4A5D,
-W1A5D, -W3A5D, -AA1A5; T10-540-A1A, -A1B, -A2A, -A2B, -A2C, -C1A, -E1A, -G1A, -H1A,
-J28, -F2BD, -J28D, -N28D, -R2AD, -S1AD, -AA1AD, -AB1AD; LTIO-540-J28, -F2BD, -J28D.
-N28D, -R2AD; IVO-540-A1A; AEIO-540-D485; T10-541-A1A, -E1A4, -8184, -E1C4; 10-720-
A1A, -A 1B, -B1B, -818D, -C1B, and -018.

These engines are installed on but not limited to the following aircraft: 8eech series
95, 23, 76, 60; Piper series PA-24, PA-44, PA-28, PA-34, PA-23, PA-25, PA-32, PA-60,
PA-31; Aero Commander (Intermountain, Callair, Aeronautical Agricola Mexicana, Twin
Commander Aircraft Corp.) series A-6, A-9, 100, 500; Lake Aircraft Corporation (Consolidated
Aero., Inc., REVO) series C-2, LA-4; Mooney Aircraft Corp. series M-20, M-22; Sud Aviation
GY-180; Partenavia series P-68; Siai-Marchetti (Agusta S.p.A) series S.205, S.210, F.260,
S.206; Procaer series F 15; SOCATA series TB10, MS-893, 235, TB20, T821; Cessna series
172, 177, 177RG, 182, TR182, 182RG; TealAircraft Corporation (8ohica) TWC-1; Avions
Mudry et Cie CAP 10; Augustair (Montanair, Inc.) 2150; Grumman American (American
General Aircraft Holding Co., Inc.) AA-5 series; Fuji Heavy Industries, Ltd. FA-200 series;
Bellanca (American Champion Aircraft Corp.) Aircraft 8GCBC, 8KCAB; Maule Aerospace
Technology Corp. series MX-7, M5, M-6; Christen A-i, (Pitts) S1T; Schweizer Aircraft
Corp.(Hughes, McDonnell Douglas) 269A series; Rockwell (Commander Aircraft Company)
seriesll2, 114; Moravan ZLIN Z 242L; Slingsby Aviation Limited T67M;

TEXTRON LYCOMING
Enstrom F-28 series; Found Brothers Aviation Ltd. FBA-2C, FBA Centennial "100"; Dornier
Luftfahrt GmbH DO-28 series; Spinks Industries, M.H. Spinks, Sr. Rawdon T-l; Pilatus Britten-
Norman BN-2 series; Omega Aircraft Corporation BS-12D1; Robinson R-44 series; Aerostar
Aircraft Corp. (Piper, Smith); Brantly Helicopters Industries U.S.A. Co., Ltd.305; Pacific
Ted
Aerospace Corp., Ltd. FU-24-954 series.

NOTE: This AD applies to each engine identified in the


preceding applicability
provision, regardless of whether it has been modified, altered, or repaired in the area subject
to the requirements of this AD. For engines that have been modified, altered, or repaired so
that the performance of the requirements of this AD is affected, the owner/operator must use
the authority provided in paragraph (g) to requiest approval from the FAA. This approval may
address either no action, if the current configuration eliminates the unsafe condition, or
different action necessary to address the unsafe condition described in this AD. Such a
request should include an assessment of the effect of the changed configuration on the unsafe
condition addressed by this AD. In no case does the presence of any modification, alteration,
or repair remove any engine from the applicability of this AD.

Compliance: Required as indicated, unless accomplished previously.

To prevent engine failure due to connecting rod bolt failure, which could result in
damage to or loss of the aircraft, accomplish the following:

(a) Prior to further flight, determine if the engine has been assembled on or after
February 15, 1994. This AD does not apply to engines assembled prior to February 15, 1994.

(b) For the purpose of this AD, assembled is defined as the construction of an
engine from its component parts for any purpose, such as, but not limited, overhaul and
inspection.

(c) engines assembled on or after February 15, 1994, prior to further flight,
For
determine if any connecting rod bolts were replaced during assembly. This AD applies only to

engines that had connecting rod bolts replaced on or after February 15, 1994.

(d) For engines that contain replacement connecting rod bolts installed on or after
February 15, 1994, prior to further flight, determine ii any of those replacement connecting rod
bolts were purchased directly from Textron Lycoming or Aircraft Technologies, Inc. This AD
does not apply to engines with replacement connecting rod bolts purchased directly from
Textron Lycoming or Aircraft Technologies, Inc. In addition, this AD does not apply to engines
that were manufactured or remanufactured at Textron Lycoming.

95-07-01
TEXTRON LYCOMING
(e) For engines that contain replacement connecting rod bolts installed on or after
February 15, 1994, that were not purchased directly from Textron Lycoming or Aircraft
Technologies, Inc., prior to further flight, visually inspect to determine if the connecting rod
bolts are clearly identified by raised letters SPS, S, C, or FC, identifying them as Textron
Lycoming parts, or SL75060 etched on the head, identifying them as PMA parts manufactured
by Superior Air Parts, Inc., or AL75060 forged into the head, identifying them as PMA parts
manufactured by Aircraft Technologies, Inc. If the connecting rod bolts can be positively
identified as provided in this paragraph, no further action is required.

(f) If the connecting rod bolts can not be positively identified in accordance with
paragraph (e) of this AD, prior to further flight remove unapproved connecting rod bolts and
replace with serviceable parts.

NOTE: Further information may be found in Superior Air Parts Service Bulletin
No. 95-002, dated March 3, 1995, or by contacting Superior Air Parts, Inc., 14280 Gillis Rd.,
Dallas, TX 75244-3792; telephone (800) 487-4884.

(g) compliance that provides an acceptable level of


An alternative method of
safety may be used if approved by the Manager, Special Certification Office. The request
should be forwarded through an appropriate FAA Maintenance Inspector, who may add
comments and then send it to the Manager, Special Certification Office.

NOTE: Information concerning the existence of approved altemative methods of


compliance with this airworthiness directive, if any, may be obtained from the Special
Certification Office.

(h) Special flight permits shall not be issued.

(i) This amendment becomes effective April 12, 1995, to all persons except those
persons to whom itwas made
immediately by priority letter AD 95-07-01, issued
effective
March 17, 1995, which contained the requirements of this amendment.

FOR FURTHER INFORMATION CONTACT:


Richard D. Karanian, Aerospace Engineer, Special Certification Office, FAA, Rotorcraft
Directorate, 2601 Meacham Blvd., Fort Worth, TX 76137-4298; telephone (817) 222-5195, fax
(817) 222-5959; or Locke Easton, Aerospace Engineer, Engine and Propeller Standards
Staff, FAA, Engine and Propeller Directorate, 12 New England Executive Park, Burlington, MA
01803-5299; telephone (617) 238-7113? fax (617) 238-7199.

95-07-01
TEXTRON LYCOMING
97-1 Avco Lycoming and Textron Lycoming:

Amendment 39-10085. Docket 97-ANE-26-AD. Supersedes AD 97-01-03, Amendment


39-9874.

Applicability: Avco Lycoming and Textron Lycoming 0-320, 10-320, LIO-320,


AIO-320, AEIO-320, 0-360, LO-360, 10-360, LIO-360, VO-360, IVO-360, HO-360,
HIO-360, LHIO-360, AIO-360, AEIO-360, TIO-360, TO-360, LTO-360, LTIO-360,
0- 480, GO-480, IGO-480, GSO-480, IGSO-480, 0-540 (except 0-540-J1A5D,
-J1C5D, -J2A5D, -J3A5D, -J3C5D, -L3C5D), 10-540 (except IO-540-W~A5D, -W3A5D,
-AB1A5), AEIO-540, TIO-540, LTIO-540, VO-540, IVO-540, n/O-540, TIVO-540,
HIO-540, IGO-540, IGSO-540, TIO-541, TIGO-541, and 10-720 series reciprocating
engines, that meet any one of the following conditions:

1. Engines with serial numbers (S/Ns) listed in Textron Lycoming Mandatory


Service Bulletin (SB) No. 527C, dated April 18, 1997; or

2. Engines that had Textron Lycoming cylinder kits installed after December 15,

1995; or

3. Engines that have been overhauled, or had cylinder head maintenance


performed, by a repair facility other than Textron Lycoming after December 15, 1995.

These engines are installed on but not limited to reciprocating engine powered aircraft
manufactured by Aerospatiale, Bellanca, Cessna, The New Piper Company, Beech,
Schweizer, Maule, and Mooney.

Note A maintenance records check may allow an owner or operator to


determine if this AD applies.

Note 2: (AD) applies to each engine identified


This airworthiness directive
in the preceding applicability provision, regardless of whether it has been modified,
altered, or repaired in the area subject to the requirements of this AD. For engines that
have been modified, altered, or repaired so that the performance of the requirements of
this AD is affected, the owner/operator must request approval for an alternative method
of compliance in accordance with paragraph (e) of this AD. The request should include
an assessment of the effect of the modification, alteration, or repair on the unsafe

condition addressed by this AD; and, if the unsafe condition has not been eliminated,
the request should include specific proposed actions to address it.

Compliance: Required as indicated, unless accomplished previously.

To prevent piston pin failure, which could result in engine failure, accomplish the

following:
AVCO LYCOMING AND TEXTRON LYCOMING
(a) No action is required for engines that have been inspected in accordance
with AD 97-01-03.

(b) For engines that have not been inspected in accordance with AD
97-01-03, and with S/Ns listed in Textron Lycoming Mandatory SE No. 527C, dated
April 18, 1997, accomplish the following:

(1) Check the piston pin code in accordance with Textron Lycoming
SE No. 527C, dated April 18, 1997 in accordance with the following schedule:

(i) For engines with 45 hours or more time in service (TIS)


since the engine was shipped from Textron Lycoming, since overhaul, since installation
of a cylinder kit, or since installation of a replacement piston pin, as applicable,
accomplish within 5 hours TIS after the effective date of this AD.

(ii) engines with less than 45 hours TIS since the engine
For
was shipped from Textron Lycoming, since overhaul, since installation of a cylinder kit,

or since installation of a replacement piston pin, as applicable, accomplish prior to

accumulating 50 hours TIS since the applicable date.

(2) Remove from service piston pins, Part Number (P/N) LW-14077,
code 17328, and replace with serviceable piston pins.

(c) engines that have not been inspected in accordance


For all other affected
with AD 97-01-03, determine if a suspect piston pin, P/N LW-14077, code 17328 could
have been installed, in accordance with Textron Lycoming Mandatory SE No. 527C,
dated April 18, 1997, and accomplish the following:

(1) suspect piston pins, P/N LW-14077, code


If it is determined that
17328 could have been installed, accomplish paragraphs (b)(l) and (b)(2) of this AD

(2) If it is determined that suspect piston pins, P/N LW-14077, code


17328 could not have been installed, no further action is required.

(3) If it can not be determined if thesuspect piston pins, P/N


LW-14077, code 17328 were installed, accomplish paragraphs (b)(l) and (b)(2) of this
AD.

(d) For the purpose of this AD, a serviceable piston pin is a piston pin, P/N
LW-14077, with a piston pin code of "BN" or "71238." Installation of a piston pin, P/N
LW-14077, with a piston pin code of "17328" is prohibited after the effective date of this
AD.

97-1 5-11
AVCO LYCOMING AND TEXTRON LYCOMING
(e) An alternative method of compliance or adjustment of the compliance time
that provides an acceptable level of safety may be used if approved by the Manager,
New York Aircraft Certification Office. Operators shall submit their requests through an
appropriate FAA Maintenance Inspector, who may add comments and then send it to
the Manager, New York Aircraft Certification Office.

Note 3: Information concerning the existence of approved alternative


methods of with this airworthiness directive, if any, may be obtained from
compliance
the New York Aircraft Certification Office.

(f) may be issued in accordance with sections 21.197


Special flight permits
and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate
the aircraft to a location where the requirements of this AD can be accomplished.

(g) The actions required by this AD shall be done in accordance with the

following Textron Lycoming Mandatory SE:

Document No. Pages Date


527C 1-4 April 18, 1997
Attachment 1 1-6 April 18, 1997
Attachment II April 18, 1997
Total pages: 11.

This incorporation by reference approved by the Director of the Federal Register in


was

accordance with 5 U.S.C. 552(a) and 1 CFR part 51. Copies may be obtained from
Textron Lycoming, 652 Oliver St., Williamsport, PA 17701; telephone (717) 327-7278,
fax (717) 327-7022. Copies may be inspected at the FAA, New England Region, Office
of the Assistant Chief Counsel, 1 2 New England Executive Park, Burlington, MA; or at
the Office of the Federal Register, 800 North Capitol Street, NW., suite 700,
Washington, DC.

(h) This amendment becomes effective on August 12, 1997.

FOR FURTHER INFORMATION CONTACT:


Aerospace Engineer, New York Aircraft Certification
France Pieri and Pat Perrotta,
Office, FAA, Engine and Propeller Directorate, 10 Fifth St., Valley Stream, NY 11581;
telephone (516) 256-7526 and (516) 256-7534, fax (516) 568-2716.

97-1 5-11
AVCO LYCOMING AND TEXTRON LYCOMING
98-1 8-~2 Textron Lycoming: Amendment

39-10728. Docket 97-ANE-50-AD.

Applicability: Textron Lycoming 10-320, LIO-320, 10-360, HIO-360,


TIO-360, LTIO-360, GO-435, GO-480, IGO-480-A1B6, 10-540, IGO-540,
AEIO-540, HIO-540, TIO-540, LTIO-540, TIGO-541, 10-720, and TIG-720 fuel
injected reciprocating engines, with Crane/Lear Romec "AN" rotary fuel pump
model series, RG9080, RG9570, and RG17980 installed. These engines are
installed on injected, reciprocating engine powered aircraft
but not limited to fuel
manufactured by Cessna, The New Piper, Inc., Mooney, Raytheon (Beech),
Bellanca, Champion, Partenavia, Rockwell, Schweizer, Enstrom, Aerospatiale
(SOCATA), Maule, Aero Commander, Hello, Hiller, and Pacific Aerospace Corp.

Note i: (AD) applies to each engine


This airworthiness directive
identified in the preceding applicability provision, regardless of whether it has
been modified, altered, or repaired in the area subject to the requirements of
this AD. For engines that have been modified, altered, or repaired so that
the performance of the requirements of this AD is affected, the owner/operator
must request approval for an alternative method of compliance in accordance
with paragraph (b) of this AD. The request should include an assessment of the
effect of the modification, alteration, or repair on the unsafe condition addressed
by this AD; and, if the unsafe condition has not been eliminated, the request
should include specific proposed actions to address it.

Compliance: Required as indicated, unless accomplished previously.

To prevent rotary fuel pump leaks, which could result in an engine failure,
engine fire, and damage to or loss of the aircraft, accomplish the following:

(a) repetitive torque check inspections of pump


Perform initial and
relief valve attaching screws Accomplishment Instructions
in accordance with the
of Textron Lycoming Service Bulletin (SB) No. 529, dated December 1, 1997, as
follows:

(1) Within 10 hours time in service (TIS), or 30 days after the


effective date of this AD, whichever occurs first, perform the initial torque check
inspection. If the torque does not meet the specifications in Textron
Lycoming SE No. 529, dated December 1, 1997, tighten screws to the required
torque in accordance with that SE.

TEXTRON LYCOMING
(2) follow-up torque check inspection after
Perform a

accumulating 50 hours TIS, or 6 months since the initial torque check inspection,
whichever occurs first. If the torque does not meet the specification in Textron
Lycoming SE No. 529, dated December 1, 1997, during this follow-up inspection,
tighten screws to the required torque in accordance with that SE.

(3) Continue the repetitive torque check inspections required by


paragraph (a)(2) of this AD until:

(i) The accumulation of 100 hours TIS since the initial


inspection with the torque remaining within the SE specification for 50 hours TIS;

(ii) The torque meets the SE specification during the


initial inspection and a subsequent inspection taking place at least 50 hours TIS
later.

(b) An alternative method of compliance or adjustment of the


compliance time that provides an acceptable level of safety may be used if
approved by the Manager, New York Aircraft Certification Office. Operators shall
submit their requests through an appropriate FAA Principal Maintenance
Inspector, who may add comments and then send it to the Manager, New York
Aircraft Certification Office.

Note 2: Information concerning the existence of approved alternative


methods of with this airworthiness directive, if any, may be obtained
compliance
from the New York Aircraft Certification Office.

Special flight permits may be issued in accordance with sections


(c)
21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.1 97 and
21.199) to operate the aircraft to a location where the requirements of this AD
can be accomplished.

(d) The actions required by this AD shall be done in accordance with


the following Textron Lycoming SE:

Document No. Pages Date


529 1-6 December 1, 1997
Total Pages: 6.

This incorporation by reference was approved by the Director of the Federal


Register in accordance with 5 U.S.C. 552(8) and 1 CFR part 51. Copies may be
obtained from Textron Lycoming, 652 Oliver St., Williamsport, PA 17701;
telephone (717) 327-7080, fax (717) 327-7100. Copies may be inspected at the
FAA, New England Region, Office of the Regional Counsel, 1 2 New England

98-18-12
TEXTRON LYCOMING
Executive Park, Burlington, MA; or at the Office of the Federal Register, 800
North Capitol Street, NW., suite 700, Washington, DC.

(e) This amendment becomes effective on September 28, 1998.

FOR FURTHER INFORMATION CONTACT: Ray O’Neill, Aerospace Engineer,


New York Aircraft Certification Office, FAA, Engine and Propeller Directorate, 10
Fifth St., 3rd Floor, Valley Stream, NY 11581-1200; telephone (516) 256-7505,
fax (516) 568-2716.

98-1 8-’12
TEXTRON LYCOMING
2 002-1 2107 Ts´•hon Lycomln(l: I\mendmenl

39-12779. Docket No. 2000-NE-36-AD. Supersedes AD 2000-18-53.

Applicability: This airworthiness directive (AD) is applicable to the reciprocating


engine models in the following Table, that were shipped from the factory between April
1, 1999 and October 4, 2000, or rebuilt, or overhauled, or had the oil filter converter
plate kit part number (P/N) LW-13904 or gasket P/N LW13388 replaced:

ENGINE APPLICABILITY TABLE


0-320 -HIAD -HIBD -H2AD -H2BD -HSAD -H3BDI
__

_~

10-360 -A1DGD -A3B6D,-A3D6D,-C1E6D,-J1AD,-J1AGD


-AIBGD..I~...._....

__AIAGD,~CIAGD, -EIA~I -F1~D


TIG-360 -C1A6D
[UHIO-360 -E1AD. -E1BD. -F1AD
0-540 -HIA5D, -H1B5D, -H2A5D, -H2B5D, -J 1 A5D, -J 1 650, -J1C5D, -J 1 D5D,
-J2A5D -J2B5D -J2C5D -J2D5D, -J3A5D, -J3C5D, -L3C5D
1
1....1..._1.... _ _
..~I_,,,
__~_

10-540 -C4D5D,-K1A5D,-K185D,-K1E5D,-K1F5D,-K1G5D,-K1JSD,-L1A5D,
-L1B5D, -M1A5D, -M1850, -M2A5D, -T4A5D, -T4B5D, -T4C5D, -U1A5D,
-U1B5D -V4A5D -W1ASD -W3A5D
,,,,,,~.,_lii*,,,,,..._.,,,,.....
.i~-?IU..

(L)TIO-540 -K1AD, -S1AD, -AA1AD, -AB1AD, -AB1BD, -F2BD, -J2BD, -N2BD, -R2AD,
-T2AD -V2AD
....,.__.._.....
._~,I;

AEIO-540 -L1B5D
TIG-541 -E Series
TIGO-541
._ ..___.., __.
-E1A
-D1A, -D1B ,._......
1.~;;.

-A!BD, TB1BD, -C1BD, -D1BDI -D1CD


_

applies to each engine identified in the preceding


Note 1: This AD
applicability provision, regardless of whether it has been modified, altered, or repaired in
the area subject to the requirements of this AD. For engines that have been modified,
altered, or repaired so that the performance of the requirements of this AD is affected,
the owner/operator must request approval for an alternative method of compliance in
accordance with paragraph (f) of this AD. The request should include an assessment of
the effect of the modification, alteration, or repair on the unsafe condition addressed by
this AD; and, if the unsafe condition has not been eliminated, the request should include
specific proposed actions to address it.

Compliance

Compliance with this AD is required as indicated, unless already done.

TEXTRON LYCOMING
To prevent complete loss of engine oil and subsequent seizing of the engine and
possibility‘of fire, caused by oil leakage between the converter plate and accessory
housing, do the following:

(a) For engines with than 50 hours time-since-new (TSN), time-since-


more

overhaul (TSO), or time since the last replacement of the oil filter converter plate gasket,
P/N LW-13388, or the converter plate kit, P/N LW-13904, replace the converter plate
gasket or converter plate kit in accordance with paragraphs 1 and 2 of Textron
Lycoming Mandatory Service Bulletin (MSB) 543A, dated August 30, 2000, and Textron
Lycoming Service Instruction (SI) No. 1453, dated May 9, 1991, or Part II of Supplement
No. 1 to MSB 543A, dated October 4, 2000, before further flight.

(b) For engines with fewer than 50 hours TSN, TSO, or time since the last
replacement of the oil filter converter plate gasket, P/N LW-13388, or the oil converter
plate, P/N LW-13904, inspect the gasket within 10 hours time-in-service (TIS) or within
3 days after the effective date of this AD, whichever occurs earlier, for the following:

(1) Inspect the oil filter base for both:

(i) Signs of oil leakage between the oil filter base and the
accessory housing; and

(ii) Any evidence of the gasket extruding beyond the perimeter


of the base.

(2) If there is any oil leakage, or if the seal is damaged, extruded,


displaced, or deteriorated, replace the converter plate gasket or converter plate kit in
accordance with paragraphs 1 and 2 of Textron Lycoming MSB 543A, dated August 30,
2000, and Textron Lycoming SI No. 1453, dated May 9, 1991,or Part II of Supplement
No. 1 to MSB 543A, dated October 4, 2000, before further flight.

(c) Thereafter, replace the converter plate gasket, P/N LW-13388, or the oil
converter plate kit, P/N LW-13904, at intervals not to exceed 50 hours TIS since the last
replacement.

(d) Before October 1, 2003, replace the oil filter converter plate gasket or oil
filter converter plate kit, in accordance with Part II or Part III respectively, of Supplement
No. 1 to MSB 543A, dated October 4, 2000.

Terminating Action

(e) Replacement plate gasket, or oil filter converter plate


of oil filter converter
in accordance with Part II or Part III of Textron Lycoming Supplement 1 to MSB 543A,
dated October 4, 2000, constitutes terminating action to the repetitive gasket
replacement specified in paragraph (c) of this AD.

2002-1 2-07
TEXTRON LYCOMING
Alternative Methods of Compliance

(f) An alternative method of compliance or adjustment of the compliance time


that provides an acceptable level of safety may be used if approved by the Manager,
New York Aircraft Certification Office. Operators must submit their requests through an
appropriate FAA Maintenance Inspector, who may add comments and then send it to
the Manager, New York Aircraft Certification Office.

Note 2: Information concerning the existence of approved alternative


methods of compliance with this airworthiness directive, if any, may be obtained from
the New York Aircraft Certification Office.

Special Flight Permits

(g) Special flight permits may be issued in accordance with Sees. 21.197 and
21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the

airplane to a location where the requirements of this AD can be done.

Documents That Have Been Incorporated by Reference

(h) The inspections and replacements must be done in accordance with the
following Textron Lycoming mandatory service bulletin (MSB), MSB supplement, and
Service Instruction (SI):

Document No. Pages Revision Date

Revision A August 30, 2000.


__

All October 4, 2000.

._...~!I_......_ origi?a!_ May 9, 1991.


..._

_
The incorporations by reference were the Director of the Federal
approved by
Register in accordance with 5 U.S.C. 552(0) and 1 CFR part 51. Copies may be
obtained from Textron Lycoming, 652 Oliver Street, Williamsport, PA 17701, U.S.A.
telephone: 570-323-6181. This information may be examined, by appointment, at the
FAA, New England Region, Office of the Regional Counsel, 12 New England Executive
Park, Burlington, MA; or at the Office of the Federal Register, 800 North Capitol Street
NW, suite 700, Washington, DC.

Effective Date

(i) This amendment becomes effective July 3, 2002.

2002-12-07
TEXTRON LYCOMING
FOR FURTHER INFORMATION CONTACT: Rocco Viselli, Aerospace Engineer, New
Fifth Street,
York Aircraft Certification Office, FAA, Engine and Propeller Directorate, 10
3rd Floor, Valley Stream, NY 11581-1200; telephone (516) 256-7531, fax
(516) 568-2716.

Issued in Burlington, Massachusetts, on June 4, 2002.


Francis A. Favara, Acting Manager, Engine and Propeller Directorate, Aircraft
Certification Service.

2002-1 2-07
TEXTRON LYCOMING

You might also like