SB SI SL AD
SB SI SL AD
SB SI SL AD
~evv ices
L
November 27, Aug. e Bulletin No. 113
DATE:
SUBJECT: Dry Sump Test Stand Installation ror Lycoming ~posed Series Engines
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
WEIGHING SCALE
HEAT,---
EXCHANGER
PUMP 10 G.PM.
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
line which connects between the oil cooler fitting and by the scales.
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
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
FROM TANK 7
1~ TO fANK
TO PUMP~f
YCOIC~sltUG PIVISION
L \NILLIAMSPORT, PA. 77707
(Lj
DATE: May 6, 1957 Service Bulletin No. 183A
(Supersedes Service Bulletin No. 183)
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.
POINTER
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
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
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
.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
Page 2 of 2
1 C F~
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.
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
WARNING
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.
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
NOTE: Revision "D" revises SUBJECT and TIME OF COMPLIANCE, adds WARNING at beginning of
Bulletin and revises text.
Menufnctvern AsclociatMn
Lycoming MAN DATO RY
Reciprocating Engine Divisionl
Subsidiary of Textron
652 Oliver Street
Inc.
SERVICE BULLETIN
Williamsport,PA 17701 U.S.A.
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
Page 1 of 2
General Aviation
Manufacturers Associa~bn
Service Bulletin No. 225B
Page 2 of 2
P
6a LI i I ~-t; i ~cp
~VII_LIAMSPORT, PA. 77701
1L) _
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.
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
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.
AT OVERHAUL:
During overhaul of any Textron Lycoming reciprocating engine, it is mandatory that the following parts
be replaced regardless of their apparent condition.
Page 1 of2
01999 by Taxuon Lyeomlng "All RilhU Rca~rvcd"
Manuiactunwa AbaociaHon
Service Bulletin No. 240R
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.
Page 2 of2
~iervice
1 YCOMING PIVISION
VVILLIAMSPOAT, PA. 17701
F--~ U I I Pt i r?
MODELS AFFECTED: All Lycoming Engines Incorporating Cylinder Hold Down Plates
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
NOTE
D-12
I.-
L~7AVCO LYCOMING DIVISION
WILLIAMSPORT. PENNSYLVANIA 17701
iifo00o~8w
(L)
TIME OF COMPLIANCE: During periodic maintenance and intake and exhaust valves are
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
Figure i. Diagram of Valve Showing Area out strictly within the reconm~endations
for Inspection of the manufacturer of the penetrant.
sY
can
ol&teical
measured with
new exhaust valves.
location.
Page 2 of 3
Service Bulletin No. 3018
CAUT ION
NOTE: Revision "B" changes paragraph i, a, c; Caution note on page 3; table on page 3. Para-
Pa~a of i
a
L 8,V C ea IM I ~h G
\NILLIAMSPORT, PA. 77701
ea ii i ~P
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.
COIL LEAD
CLAMP aSCREW
TAPE
Y ’d C O, t\i~ I ~I G QIVISIQN
V~ILLIAMSPORT, PA. 77707
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
AXLE CARBON
Compliance: BRUSH
SPRING
I. During next removal of magnetos RECESS
from engine for bench check or over-
~aul.
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
ANNULAR GROOVE
0.025 DEEP X 0.050 WIDE VINYL
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
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.
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-
NOTE
Aircraftq~ality Phillips head screws of proper length may be used in place of
Page 3 of 37
Service Bulletin No. 3423[)
.62 R. MIM.
s9
´•iNf~
PLEASE Note When installing clamps, it does not matter whether the
clamp is installed to the rightleft of the shroud tube,
or
Page 4 of 37
Service Bulletin No. 342D
~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)
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Page 8 of 37
Service Bulletin No. 342D
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Page 9 of 37
Service Bulletin No. 342D
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Page 10 of 37
Service Bulletin No. 342D
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Page 11 of37
Service )Bulletin No. 342D
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Service Bulletirm No. 3421[)
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Page 13 of 37
I0ewice Bulletin No. 34233
76X40
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Page 14 of 37
Service Bulletin No. 342D
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Service Bulletin No. 342D
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Page 16 of37
Service Bulletin No. 342D
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Page 17 of 37
Service Bulletin No. 34213
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Service Bulletin No. 342D
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Service Bulletin No. 342D
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Service Builetin No. 342D
Diagram No. 17 IO-540-C4D5D, G1C5, K1A5, KIASD, K1B5, K1F5, KIFSD, K1G5, KIGSD,
K1H5, K1JSD, K1I(5
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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,
~s 12 16
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Page 22 of 37
Service Bulletin No. 342B
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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,
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Service Bulletin No. 342D
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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
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Service Bulletin No. 342D
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Service Bulletin No. 342D
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ORIGINAL
As Received By
ATP Page 31 of 37
Service BuHetin No. 342D
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Service Bulletin No. 342D
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Page 33 of 37
Service Bulletin No. 342D
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Service Bulletin No. 3423~9
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Service Bulletin No. 342D
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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
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.
AIRCRAFT
EQUIPMENT AFFECTED: All s-?o series, s-zou series and S-LZOO series
Hagnetos.
P;1
Service Bulletili 343D
NO. I OUtlll,
o ~O
~lg;MiT
IOLI(IITIC*IIOU
MAII
0\ /O
ALL S-1200
(4CYL. ILLUSTRATED)
Figure 1.
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:
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
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
8;
I~
I ~Ws
;3
Figure 1. Showing Point of Interference Figure 2. Cylinder Head Ground for Clearance
Page 1 of 2
~h ~.nl´•i
t
Service t3ullctill No. 348A
1~%
I it~:
ti
r;
1.;,Y
111
W~B
~o00o08w
(L~)
Service Bulletin No. 357
DATE: September i, 1972
Engineering Aspects are
FAA (DEER) Approved
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
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.
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-
sary materialrequired for disassembly and reassem- Should be entered in the aircraft records.
PARTS DATA
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
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,
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,
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
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.
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.
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.
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.
TIG-360 SERIES ´•(200 HP) New Engines: L-l 12-64A thn, L´•l 15-64A.
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
SUPPLEMENT NO. 1
FOR
SERVICE BULLETIN NO. 367F
Member of GAMA
SERVICE
Williamsport
nortxeTtnalP
256uSlgnimocyL
Oliver Street
Wiliiamsport, PA 17701
bsidiary of
U.S.A.
Textron Inc.
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
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
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
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
NOTES
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
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
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- -B 2700 2700
O-540-E, -G, -H; IO-540-D, -K, -L, -N. -R. -S -V: TIO-540-S 2700 2700
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
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
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
2600 1 1,2,4,5 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.
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
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.
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.
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:
Page 6 of 7
Service Bulletin No. 3691
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.
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,
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-
CAUTION
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
29
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
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
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
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
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.
10-349290-2: SJN’s 336423, 336426, 336429, 336430, 336436, 336437, 336440, 336441.
10-349290-3: S/N’s 1149005 thru 249008; 249010, 249012, 249020, 323236, 336565.
336476.
10-349310-4: S/N’s 247061, 338449, 336452, 336455, 336457, 336468, 336472,
10-349365-3: S/N’s 316345, 316351, 336480 thru 336482; 336484, 336485 thru 336488, 336492, 336494
thru 336498; 336502 thru 336504.
For Bendix Bulletin No. 566: See Fiche No. 1105B; 45-4/45-7;
Page 2 of 8
´•urrt´•.~n,
January 1974
Page 1 of 4 Pages
nlRiRaFT
SUBJECT: S- t 200 Distril,utor Block anti Gear Change
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.
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)
Figure 2
TABLEI
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
January 1974
Page 3 of 4 Pages
3.000-
.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
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.
oil to appear on the surface of the bushing and on the "´•Bendix Distributor Block Lubricant available in B ounce
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.
Asseml,le large distributor year, nylon anti steel washers to distributor gear.
surfaces take on a "frasted" appearance, and seat washer 10-349511 Plain Washer
in recess of block.
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-
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.
General Aviation
Manufacturers Association
1_Y C d M I~I\IG D IVI SI O
\NILLIAMSPOHT, pENN5YLVANIA 17701
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.
Service Bulletin Z~
Issued 12 IB-?a
Fuel Systems RnviJcrl
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
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
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:
p.ria I,ial
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
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
G. MATERIAL AVAILABILITY:
H. TOOLING: None.
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
(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
(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.
Page 2 of 3
Service Bulletin No, 382
RS 43
SUBJECT: FLOW DIVIDERS FOR BENDIX FUE L INIECTION SYSTEMS, INSPECTION AND MODIFICATION OF
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.
CAUTION
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.
(b) Paint a blue dot next to flow divider inlet approximately 1/4 inch in diameter,
3. IL1ATERIAL INFORMATION:
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
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
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
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.
g TIGHTE_N SECURELY
10
f’31 ADAPTER
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
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
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
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
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
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
14. AIIEngines: Remove the fixture from the cylinder by backing out the capscrews alternately to release
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-
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
PART 2
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
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
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.
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
Figure 11. Detail of Tool for Parallel and Angle Valve Cylinders With Rocker Arm Shaft
L
d
iJ a
Figure 12. Tool Mounted on Rocker Arm Shaft Pdl-allel Valve Cylinder
Page 9 of 12
Service Bulletin No. 388B
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
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
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
ill,
O
I O
i)(II\I/ooi
i1 II I
,11 o
6~
c
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
NOTE: Revision "B" changes text, changes Table on Page 3, changes method for calculating valve guide wear,
Page 12 of 12
Lycoming MAN DATO RY
Williamsport,PA 17701
177n1 11$,
1 SERV1CE BULLETIN
7171323-6181
December 8, 1998
Supplement No. 1
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
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
.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
a. The NO-GO gage must not enter. If it is does, the valve guide has had too much wear and must
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
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.
17. Install spark plugs. (Install exhaust manifold after all exhaust valve guides are cleaned.)
Page 3 of 3
´•,s~e 1 121~; L..ZIV"
aS
k’. ’y
ii ai ~il lil
----.~-i--ll
i i
ii..
TIME OF COMPLIANCE: Anytime engine has been operated with unspecified fuel.
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
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.
Member of GAMA
~utactvers AsMK:ietion
FTmTiT~ Lycoming M AN DATO RY
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
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,
E)eotricMl
CanponaC~ SERVICE BULLETIN NO. 51)7
Divi´•ion Enpin~ering ~p´•cU
I*,s we FAA Apporrd
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
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
BREAKER ASSEMBLY
00
O
VIEW A
~3 ~ca
NORMAL CAM FOLLOWER
VIEW B
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
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
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´•
WIRE STRANDS
a i’
Figure 2
2´•p2~)"
appearance around the outline Mn(inemenll of
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,
crimp area.
follower braker aYrnbly.
melted am
4. Apply 50/60 or 80/40 solder of the rain core
SOLDERED TO TERMINAL
i
APPLY MAGNET HERE
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
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)
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
AIRCRAFT
SUBJECT:I Roulnp rnapmt to hou~ing da´•nrre. D´•?WO/D??M Scria M´•glaor.
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
pl~mS 8.69(1
Noe
Th´• A uri* rumbu psRi indiats that me uoae ot
mir bullnin hm ban eermnoiihod C B´•nb´•. Rr R
FAA Appoyad
.lann, m ro~ -osle
Mnd my (878
hae?oflPap
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
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
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
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.
magneto data plate and make appropriate engine log Man Hours Required:
book entry. 2 1/2 hours maximum.
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
MS B 645
SUPERSEDES SERVICE BULLETIN 59913)
FAA APPROVED
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
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.
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
replaced.
DETAILED INSTRUCTIONS
1 Impulse Coupling Inspection
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.)
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
Page 3 of 7
Service Bulletin No. 4256
TOE
STOP PIN
APPAOX.
1A IN.
AILE
(RNET EXPOSED)
I HEEL
TRIGGER RAMP TAIL
FLYWE1GHtS
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)
xPLUQ .Ols
OROREATER
STOP PIN NOT PERMISSABLE
Page 4 of 7
Service Bulletin No. 425C
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.
2.2 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
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
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.
CO NTI~I U ED
Page 6 of 7
Service Bulletin No, 425C
PARTS REQUIRED:
As determined by inspection or replacement
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.
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
including L-25281-36A.
IO-360-A1B6D, -A3B6D, -C1E6D Serial numbers up to and including
L-19677-51A.
20226-401\.
IO-540-K1A5D -K1F5D -K1G5D -K1J5D -T4A5D -TbB5D -U1A54
-U1B5D Serial numbers up to and including L-18462-48A.
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.
NOTE
600.
1. Check engine log book for entry indicating compliance with Bendix Bulletin No.
CAUT ION
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
REASON FOR BULLETIN: Part i. To alert users of D-2000/D2200 Series Magnetos of possible
bearing difficulty.
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.
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.
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.
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.
ance with Bendix Overhaul Manual, Publica- install a new distributor block and bearing
tion Form L-945. assembly which has been tested at the
Parts Required:
Ar necessary
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´•
NOTE
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
MODELS AFFECTED:
BE::DIX LYCOMING
PART NUMBER PART NUMBER ENGINE SERIAL NUMBER
ENGINE MODELS
7
CtV--’"~ t
´•A1B6
!IO-360-A1B6 25245 -2 48
UJ-l 848
L-18340-51 thru L-19185-51
~_
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
._
Mambar o( OAMA
~utsctuer´• Pu´•oc*ton
Service Bulletin No. 128
Erurgy bnad´•
Divi+ior,
Service Bulletin
Fuel Systems Bulletin No.: RS-j: 4cv.
Dfte: ~’?0’;8
Aevised: 5-1,’-79
i. INFOILYATION:
A. EFFECTIVI~Y:
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:
Page 2 of 4
Service Bulletin No. 428
E. ~DPROVIL:
f. ~IIl1POUER:
8. TOOLING:
Nomenclature Availabilitv
Tool No.
Not affected.
J. REFE;I~NCES:
None.
it. PCBLIC~TIONS
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:
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.
(e) paint I blue stripe Of dot on the cover plug (l), Figure 2, on
Page 3 of 4
Service Bulletin I:o. 428
(3) ~cdel No. Old Parts No. ~cv Parts ,5s: No.
~nl i
sjll I~
Page 4 of 4
~AVCO LYCOMING DIVISION
WILLIAMSPORT, PENNSYLVANIA 17701
OoaaB~o
(L)
August 17, 1979
SUPPLEMENT NO. 1
FOR
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
Service Bulletin
Fuel Systems Bu,la,n M "I‘rl I.,.,
Date 4-20-78
Revised 1-8-70
i. PLANNING INFO~UTION
A. EFTEC?IVITY:
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.
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
Ool7aB~o
IL)
Service Bulletin No. 433A
MTE: January 12, 1979
(Supersedes Service 8ulletfn No. 433)
Engineering Aspects are
FAA (DER) Approved
Encngy Controb
@ei~ Division
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
Rasic P/L
2524469 (5) RSA-SM)1 60915 65338
g. REASON:
C. DESCRLPTION:
2529671 ~cadi´•
suspect fuel diaphragm sssembly P/H
to
(3) Return of the
energy Controls L:vfl~.oa.
D. COWLIANCKI
return to service.
e. APPROVAL:
Page 2 of 8
Service Bulletin No. 433A
I. )IANPOVml
G. MATERIAL AVAlLABLLlRt
H. fOOLINC:
Not effected.
J. REFERENCES:
R. PUBLICATIONS AFFECTED:
(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.
AEIO-360-B4A L-18492-51A.
Remanufactured RL-4089-51A.
Page 4 of 8
Service Bulletin No. 433A
Remanufactured RL-3909-61A.
Page 5 of 8
Service Bulletin No. 4331\
IO-360-A1D L-17934-51A.
IO-360-A2B L-18292-51A.
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-
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.
LIO-320-B1A L-313-66A.
Remanufactured RL-675-54.
Page 7 of 8
Service Bulletin No. 433A
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
Page 1 of 4
Manber ol GAMA
Manutae(uers Associaion
Service Bulletin No. 437
Electrbd
Companent* SERVICE BULLETIN NO. 606
Divi´•ion
Engineering are
AIRCRAFT
required
follow.
EOUIPMENT AFFECTED: 02000/02200 Scrier. 6 and 8 cylinder magnetos identified as
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.
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
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
plished.
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
Page 4 of 4
~AVCO LYCOMING DIVISION
WILLIAMSPORT, PENNSYLVANIA 17701
~1 L)
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.
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.
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
AIRCRAFT
3. Use of Bendix Cover Sealing Kit Bendix P/N 10-682007 Ref. Section
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
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 6 PROCEDUR E FOR RETUR N OF D-2000/D-2200 SER IES MAGNETOS FOR FACTO RY R EPAI R
SECTION 8 APPENDIX
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
purpose.
Do not install a magnetolharness cover to a
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,
Page 5 of 15 Pages
TABLE 1
cover screws
and
-outside S/N range 3001-17509
or
or I I I I I se No. 590A
Note: Compliance required prior to 100 operating hours and at 1000 hour
6 None AIl
periods thereafter. Refer to SE No. 599
´•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
Page 6 of 15 Pages
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
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.
~a3
/f3.0
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.
Method 2. Using a depth micrometer or Method 3. Pressure applied in either direction should not
7
Electrical SERVICE BULLETIN NO. 605A
ComponentsDivision (Supersedes Service Bulletin No. 605)
Engineering Aspects are
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
2.2.7 With the gage plate secured, now shift the distribu-
With
Gage Plate Gage Plate
at End of
Housing
I MAX
0.008
A Magneto 8 MAX
Distributor Block
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~
Bsnd~y Electrical
Components
SERVICE BULLETIN NO. 605A
DiYiBion (Superreder Service Bulletin Na. 605)
i
Engineering Arpectr are
s~,., N´•, ~oll 11818
FAA Approved
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
2.5 Method 2
s´•Q" end.
compression.
1. .......I...
exceed 2.50 pounds.
cnurlohl
Page 10 of 15 Pager
Bulletin.
continued ure.
Bulletin if applicable.
dirtributor block back toward the that showing the indicator in use in Figure 2-9.
2.3.9 Move the
2.3.10 Subtract the reading obtained in 2.3.9 from that through 2.2.7 and applicable CAUTION note.
Page 11 of 15 Pages
2.5 Testing
CAUTION
When installing a slave harness to a magneto on
FAA Approved
Page 12 of 15 Pager
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
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
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
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
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
4.3.2 Cover Sealing Kit 10-682007, and decals may be SIDNEY, NEW YORK 13838
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.
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
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
IGNITION HARNESS. (Ref: Section 5, paragraph d. Engine make and Model datd.
B"i~Y Components
Division
(Supersedes Service Bulletin
Engineering Aspects are
No. 605)
FAA Approved
Sldnev. New Yorl, 13838
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.
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.
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.
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
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.
SUBJECT: Inspection of Connecting Rods for Fretting and/or Galling and Repair of
Fretting.
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-
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
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
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.
Page 2 of 6
ORIGINAL
As Received By
ATP
Service Bulletin No. 439A
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.
.680
.690
64
Page 4 of 6
Service Bulletin No. 439A
On all other connecting rods listed in the chart below and reworkable identify rework in accordance
with paragraph 4.
-t -------ttt Itt--
Page 5 of 6
Service Bulletin No. 4391\
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
Page 1 of 8
Member of GAMA
Cenerd Pwiation
Purociatioo
Service Bulletin No. 142
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.
Page 2 of 8
Service Bulletin No. 442
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
Service Bulletin
Fuel Systems Bulletin No:
ilS-68
8/20/79
Date:
Revised:
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:
Page 3 of 8
Service Bulletin No. 442
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:
D. COMPLIANCE:
E. APPROVAL:
F. MAh’POWER:
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
h’/A
J. REFERENCES:
K. PUBLICATIONS
Page 4 of 8
Service Bulletin No. 442
2. ACCOWLIS~IENT INSTRUCT~ONS:
Check the location of the fuel injector on the aircraft for accessibility.
regulator body.
Step 1 Locate the brass plug (1 in. hex) on the injector regulator cover,
Figure 3 (1).
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
c. If three full threads or more are showing, crimp only, and inspect
crimp per Figure 3.
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
.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
Page 6 of 8
Service Bulletin No. 442
reassemble
NOTE: For the Model RSA-5AB1 with an AHC, first
the AMC on the injector using the following sequence;
L. IDENTIFICATION:
I_
K. R. Dettweiler
Technical Support Manager
Page 7 of 8
Serv~ce Bulleein No. 442
Energy Ca~b
Diviaion
Service Bulletin
Fuel Systems Bulletin No.: aS-~8
Amendment 1
Date: 8-29-79
Revised:
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.
BSb-5 rum
Subjea: zNTERcaI~n INSPECTION OP THE ILEGVLATOB STEn HUT OH
ESA-lO FUEL IIJECTOB WITS.
1. PLBNNINC rNPORPUTIOB:
A. EPPeCTIVZ~:
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
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)
Divi´•ion
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.
Basic P/L
Page 1 of 8
Lkbr dOlLU
Crml ~*tion
Mruhctvn Auseaaim
Service Bulletfn No. 445
’1
i. PLANHINC INFORMATION: (Continued)
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:
Bendlx
(3) Return ofthe suspect fuel diaphragm assembly P/S 2529293 to
;!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.
D. COMPLIANCE:
E. APPROVAL.
F. HANPOWLH:
2529293,
replace the suspect fuel dlaphragm P/N
´•I‘ i Page 2 pf 8
i:
i-iECEIVED 3’;’
Service Bulletin No. Lh5
C. MATERIAL AVAILABILITY:
H. TOOLIHC:
Not affected.
J. REFERE~CES:
K. PUBLICATIONS AFFECTED:
2. ~CCOHPLISHnENT INSTRUCTIONS:
(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.
(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
page 3 of 8
I r~ 9
rS P
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).
In accordance
E. Complete assembly of the fuel injector, including loc~cuiring
with the latest applicable Overhaul Manuals:
2529293 fuel
F. Reidentify all inspected fuel injectors with serviceable P/N
diaphragm as follows:
(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.
Page 4 of 8
Service Bulletin No. 645
ACCEPTABLE HLLET
,’i~
ACCEPTABLE
Page 5 of 8
Service BulLetFn No. 045
ict
~I slllE7
´•E.
UNACCEPTABLE-RETURN TO BENDIX
Pase 6 of 8
Service Bulletin No. 415
U-6112
IPCCI LOClltE
´•CI
(‘1
I 1 i i.
J
´•r .
´•1 i
tocrm
Y
21
RP´•´• B
;u
i´•
jjJ:i,.´•~* ’:´•:´•I
Page 7 of 8
Service Bulletin No. 445
3. ~LATERIAL INFORnATION:
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.
d. Aircraft Type.
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
MODELS AFFECTED: All Avco Lycoming engines equipped with S-1200 series magnetos.
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.
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
I
SUBJECT: inspection and or replacement of green distributor blocks in S1200 Seria
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
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.
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.
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
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
FAA Approved
Page 2 of 5 Pages
CAUTION
O O
Avoid using excessive force or prying with the
fabricated probe. Excessive force could cause
block.
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
i. Remove the harness plate and the top timing plug from
the magneto.
Procedureforonengine replacement.
Page 3 of 8
Service sullelin No 15R
"XC"
S~n´•rn r 11e1. loSinf*rlnS Alflnatt ore
FIA Appmu´•d
´•Ildmllly P~’1´•
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
followl
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
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
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
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
Note
It is longer necessary
no to lubricate the Beer
axle during assembly, as the distributor Mock
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
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.
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.
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
´•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
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
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
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
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"
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.
Page I of 4
Member of GAMA
General Aviation
Manufacturers Association
Service Bulletin No. 461
Int vem
PagelofBPages
REASON FOR BULLETIN: 1. To alert users possible loose distributor gear elec-
of a
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.
Gear Kit PIN 10-682016 6 Cyl. sence of the letter "z" or the letters "x" and "o"
Page 2 of 4
Service Bulletin No. 461
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,
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
Page 3 of 4
Service Bulletin No. 461
FAA Approved
Printed 1981
PaRe 3 of 3 Payes
Warranty Consideration:
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-
g~ dures.
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-
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
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,
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
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
Page 3 of 3
I"
~1 B ~3
b´•-~
i; ;I
igisCi!oilsn
L
~I
cE,
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,
Although there have been no reports to Avco Lycoming of leaking or cracked adapters, we are recom-
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
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
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
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.
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
CAUTION _
AFTER GRINDING
CHAMFER 450 x .03
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.
Page 2 of 6
Service Bulletin No. 475B
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.
lr
13S19649 LW-10284 LW-10332 AN8-14A STD-2078
(3/8 in. diam.)
.2510
CAUTION
Page 3 of 6
Service Bulletin No. 475B
DOWEL HOLE
600
CL?~
f
.78
t
.78
f
.94
L i_
P/N 13819649 P/N 13819648
i,, i,,
t
1.31
1- .94
1 56-
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
CAUTION
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
CAUTION
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
MODELS AFFECTED: All Textron Lycoming direct drive and TIGO-54 i piston engines.
installed cylinders.
change, filter replacement or pressure screen cleaning, and oil sump
remanufactured, or newly overhauled engines and for engines with any
newly
overhauled engines and for engines with any newly installed cylinders.
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.)
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
b. Check condition of the oil from the filter for signs of metal contamination.
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.
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.
Page 2 of2
i FimF~Lycoming ´•.SERVICE
Wil amsportTextron $treetPlantSubsidiary
256Oliver
lgnimocyL
U.S.A.
of Textron Inc.
BULLETIN
Williamsport, PA 17701
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:
Page 1 of 4
~3 -´•1~"-
Manufactvers Association
Service Bulletin No. 486
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.
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/
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
Distributor.
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.
~i 1
I
Page 4 of 4
~jLycoming SERVICE
Williamsport Plant
Textron LycominglSubsidiary
652 Oliver Street
Williamsport.PA 17701
oi Textron Inc.
U.S.A.
BULLETIN
MODELS AFFECTED: All Textron Lycoming engine series with applicable fuel pump models and
serial numbers listed in this publication.
Lear Romec Service Bulletin 101SB019 is reprinted in its entirety as follows. Textron Lycoming requires com-
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.
(4) Depending on the fuel system arrangement, diaphragm failure could result in the following
Ainame/Enaine Mfrs PIN Awlication Unit Serial Nos.
conditions:
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.
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.
(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
None
3. Accomoiishment Instructions.
A. Disassemble pump to the extent necessary to gain access to diaphragm (par? number RA5326).
~IQLE: Lear Romec recommends replacement of all synthetic rubber parts remsved from pump
4. Maten’al Information.
101SB019 101SB019
Tagf 4
Page 3
Jun 9/90
3un 29/90
3
;3 ijcz;mjwq ~i! P j i
iliHII’S~Ori
Page 1 of4
Service Bulletin No. 510
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
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.
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
D. WARRANTY INFORMATION:
E. ADDITIONAL 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:
Supplement No, 1
To
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.
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
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.
Page 2 of 3
Service Bulletin No. 515
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.
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
CSB641
FAA APPROVED
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
Page 2 of 3
Service Bulletin No. 517
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.
Page 3 of 3
Lycoming MAN DATO RY
October 6, 1995
Supplement No.
To
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.
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.
NOTE
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.
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.
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 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.
P/N LW-10545-S pistons can be identified by a convex (crowned) top surface with two small dim-
PM LW-10207-S pistons have a convex top surface with two large dimples, or pockets, forvalve
clearance, as shown in Figure 3.
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
Metal Stamp
Weight Letter
view
Top view
Metal Stamp
Weight Letter
Page 3 of 3
Lycaming MANDATORY
652 Oliver Street
Williamsport,PA 17701 U.S.A.
SERVICE BULLETIN
717/323-6181
Serial numbers of all engines affected and shipped from Textron Lycoming
are listed as Attachment I for this bulletin.
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
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.
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.
1123~ ~27328
Ffgure 1.
Page 2 of 4
Service Bulletin No. 527Cl
L~-7\ I /f~
O 8
~r ´•X~i a o
o o
a a
Figure 2.
Piston Pin
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
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:
G
ATIIACHMENT I Service Bulletin No. 527(= Bage 2
L3‘
Service Bulletin No. 527C Page 5
ATTACHMENT I
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
Conversions:
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
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
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
5. Ensure distributor block bushing is not contaminated with any solvent or distributor block
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
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.
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
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
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
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
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:
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
SERVICLE BULLE~IN
FUELPUMP Torqulng of Relief Valve Cover Screwia
~IE: Scheduled and periodic reinspecUons for torque and gaskllt extrusion are defined on
D. Compliance
(1) Inittsl inspection after 5 hours but less than 10 hours of opera6on, or 30 days whichever comes first.
(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.
Not applicable.
H. Tooling
Not applicable
Not applicable
J. References
[1) This service bulletin replaces SeRice Bulletin 10158010 rot alfected models.
(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
(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
[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
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.
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~
arp
ULUeUMe -Torqulng or Rsll.l Y.lvs Cover Serowr
.i
Normal Exbuslon-AI1Sene~
Figure 3
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
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.
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
Page 7 of7
Lycoming MAN DATO RY
652 Oliver
Stre tWi amsport,PA 17701 U.S.A. SERVICE BULLETIN
7171323-6181
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:
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
Date: 05/12/95
A. EFFECTIVITY:
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
Page 3 of 7
Service Bulletin No. 532
Precision Airmotive Service Bulletin PRS-103
Page 4 of 7
Service Bulletin No. 532
Precision Airmotive Service Bulletin PRS-103
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
i. Remove the servo from the aircraft in accordance with the applicable engine and
airframe maintenance publications.
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.
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
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:
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:
F. ADDITIONAL INFORMATION:
Page 7 of 7
L i ~C ii~ Lycoming M AN DATO RY
December 8, 1998
Supplement No. 2
To
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
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).
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
rel iability.
Page 1 of2
´•´•´•-´•:´•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.
Page 2 of2
Lycomjng MAN DATO f"";Y
652 Oliver Street
W~lliamsport, PA 17701 U.S.A. SERVICE BULLET1N
570/323-6181
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.
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.
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:
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
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.
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.
(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
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.
(d) One (1 each valve housing assembly tconsisting of parts itemsl 9 thru 21 figurel).
(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).
(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
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
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
B. Configuration Chart
New P/N Qty Key Word Old P/N Qty Disposition of Old Part
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
Page 7 of’i
RG9080´•173100~ Nov 29/89
Page 9 of %3
Service Bulletin No. 539A
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:
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.
Page 1 of 7
Page 19 of 23 Nov 29199
Service Bulletin No. 539n
CRANE LEAR ROMEC
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.
(3) Separate the regulator valve components (items 4 thru 22) as shown in figure i.
(d) One (l)each valve housing assembly (consisting of parts items 19 thru 21 figurel).
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
Page 3 of 7
Nov 29/99
Page 12 of 23
Service Bulletin No. 539A
SERVICE BULLETIN
FUEL PUMP Replacement of valve housing and related seals.
(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
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
Page 5 of 7
Nov 29/99
Page 14 of23
Service Bulletin No. 539A
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
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
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
8. Configuration Chart
New P/N Qty Key Word Old P/N Qtv Disposition of Old Part
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:
B. Reason.
To introduce pump design enhancements that provide improved relief valve housing sealing characteristics.
C. Description.
D. Compliance.
The manufacturer recommends implementation of this bulletin at the next overhaul, earlier at owner’s
discretion.
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.
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.
(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
(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
39 0~5
’i
35 40 45
85
C,60
;ffln
r´• a
C)
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.
(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).
(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.
(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
30
*15 L) 25
*20
35 40 *45
"55
*45 A 50
;85
*65
*_60
r´•~
75
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
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
8. Configuration Chart
New PIN Qty Key Word Old P/N Qty Disposition of Old
Part
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
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.
Page 1 of6
C lo~,n h. I.\´•cuminu ~i\ll Riuht~ Reroned"
Service Bulletin No. 541
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
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.
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
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.
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.
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
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
Page 5 of6
Service Bulletin No. 541
SIL642
SUPERSEDES SERVICE BULLETIN 633
FAA APPROVED
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.
follows:
FieldReports indicate occasional difficulty when
determining Service Bulletin applicability based Example: B159301FR
on Serial Numbers.
Page 6 of6
n~ 1 ~1Fycomi ng M AN DATO RY
652 Oliver Street
PA 17701 U.S.4. SEBV1CE BWLLETIN
570/323-6181
FAA Approved
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.
1. Remove the oil filter and the converter plate (Figure 1). Remove the gasket from the plate in accordance with Textron
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.
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
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
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.
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
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.
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~
Pagelofa
Service Instruction Na. 1002
March 4, reeo
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
Page 2 of 2
c;e,,ice Instructio~
VCOMING DIVISION
VVILLIAMSPORT, PA. 17701
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
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
Page 1 of 2
Service Instruction No. 1008B
July 15, 1966
´•´•A´•´•
E913B ERRING
I I/ e?Ils PLVNOER
~k?J//
VALVE ASSEMBLY
u.
S;’ (INtLVDED W1T*
.::?´•r´•~: VLLVEAEOEHBLI)
:’b~
CROH OLD ASSEMBLI)
BRSlO ~OVSINCI
L.~J.
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
Figure 2. View of Accessory Housing Showing Details of Installation of Thermostatic Oil Cooler By-Pass Valve
and Pressure Relief Valve
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
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
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
Page 2 of4
Service Instruction No. 1009AQ
HO-360-C 1A 11 2000
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.
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
lifters.
)MODELS AFFECTED: All Textron Lycoming engines employing hydraulic
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
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
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.
BODYSTAMP
g,
STRAIGHT ON
BODY~
HYPERBOLIC
P/N SINGLE RIB
BODY P/N
STAMPED TO IDENTIFY
STAMPED
HERE 72877
HERE
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
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
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.
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.
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
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
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
Chipped Shoulder
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
12. Check the plunger assembly for a leaking check valve in the following manner.
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
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.
MACHINE SURFACE
Page 6 of 6
Lycoming I SERVICE
Oliver Street
of Textron Inc.
U.S.A.
INSTRUCTION
Williamsport. PA 17701
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.
*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
Figure 1.
Group 1
Counterweights and Rollers
Page 2 of 7
Service Instruction No. 1012F
sh~
,I
Figure 2.
Counterweights and Rollers Group 2, 3, 4, 5, 6, 7
Page 3 of 7
Service Instruction No. 1012F
Figure 3.
Caunterweights and Rollers Group 8, 9, 10, 11, 12, 13, 14
Page 4 of 7
Service Instruction No. 1012F
Figure 4.
Counterweights and Rollers Group 15
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
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
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
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.
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:
Page ’7 of 7
Lycoming
SERVICE
Reciprocating Engine Divisionl
Subsidiary
652 Oliver
of Textron Inc.
Suppiement No. 1
for
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
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
Page 1 of 2
caaelAriabn
Maufaohasm A~ocLtbn
:ti
Service instruction No. 1~12E; Supplen~ent So. I
t-
Counterweight
Page 2 of 2
SERVICE
Reciprocating Engine Division/
Subsidiary of Textron Inc.
INSTRUCTION
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.
MIcL-6082 or MIL-L-22851 or
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-
Auoci´•tion
Page I of 3
Service Instruction No. 1014M
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.
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.
CAUTION
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
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
FAA Approved
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
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-
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
Page 2 of 9
Service Instruction No, 1029D
1ST TIGHTEN ON
LEFT SIDE
6TH TIGHTEN
O O
LEFT SIDE
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
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
O- 3RD TIGHTEN ON
TIGHTEN BOTH SIDES AT SAME TIME RIGHT SIDE ONLY
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
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 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
7th Tighten 3/8-inch nut, 13, at front main "II O// "y/ LEFTSIDE
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).
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
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
in. Ib. (25 ft. Ib.). Sequence is optional. b~!rween edcll I~ldtU.llld IIIC t)ilr(el
be
losaled 35 51~0Wll RrnlUVL’
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
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
TOOL DATA:
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)
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
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
Supplement No. 2
To
Tel. 570323-6181
Fax. 570-327-7101
www. lycoming.textron. com
SUBJECT: Approved Piston, Rings and Cylinders for Use on Lycoming 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:
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
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
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 HW 73976Sd 74673p 74873p 746738 73998pb 69235p NIA LW16740j 73129 1 NIA
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
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
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
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
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.
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
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
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
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
(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
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
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
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
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.
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
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
Page 2 of 5
Service Instruction No. 1042X
CHART II
CHART III
Page 3 of5
Service Instruction No. 1042X
CHART IV
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
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
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
Y EXTENDED ELECTRODE
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’´•:
7L,
DATE: Service Instruction No. 1043A
September 19, 1369
(Supersedes Servic:e Instruction No. 1043)
Engineering Aspects are
FAA (DEER) Approved
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
QRIGINAL As Page 1 of 2
RECE\VED BY ATP
Service Instruction No. 1013A
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
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.
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
CYLINDER] BARREL
MEASURE AT THIS
LOCATION
ABRASIVE BUILD UP IN
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
2. REMOVAL~ OF CYLINDER BARREL GLAZE d. Install the deglazing hone in a low speed dl´•ill.
Inoved by a sell centering hone (Snap-O Tool Co. part and down motion of the hone to achieve a good cross-
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:
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
-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.
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.
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.
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
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
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
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
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
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
Page 2 of 3
Service Instruction No. 1060H
AEIO-320, -360 and -540 series use same push rods as their comparable IO models.
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
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.
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.
Q~ 100LL
~QO 100
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
-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
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,
Tel.
Fax.
570-3238181
570-327-7101
INSTRUCTION
www.lycoming.t~txtron.com
March21,2002
Supplement No. 1
To
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.
0-360-A,-C;IO-360-B,-E,-L,
Y
or
I ~B91/115
or
~91
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
h
our
ORIGINAL
As Received
i.
By
ATP
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
PITCH ALIGNMENT
OF GEARS IS COR-
RECT WHEN THESE
SURFACES ARE
EVEN
SHIMS AT THESE
LOCATIONS CONTROL
BACKZ_ASH AND
PITCH ALIGNMENT
OF 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
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.
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-
Page 2 of 2
~CB L~a IV1818~1
VVILLIAMSPORT, PA, 17701
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.
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
DETAIL 6
2I
4
ODETAIL 5
DETAIL 4
~I
Fi6~re 4. Valve Seat Replacement Drift
Page 2 of 6
TABLE II
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
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
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
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.
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.
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.
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.
(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:
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.
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.
(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.
(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).
(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
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
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
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
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.
r*
Not used if wooden propeller is installed.
Page 2 ofj
Service Instruction No. 1098G
II a-lsa~l* X 01K22155-S
74249-S
OIK22155-S
74249-S
OIKUISS-S 01K22155-S OIK22155-S 01K22156-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
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
Page 4 of5
Service Instruction No. 1098G
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
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
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
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
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.
U.S.A.
Textron Inc.
INSTRUCTION
Williamsport,
FAA Approved
MODELS AFFECTED: All Textron Lycoming Standard Cylinder Flange Piston Engines and
76T Series Engines.
NOTE
termediate main bearing support web of a crankcase tighten a cylinder hold down nut at any thru-stud
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
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
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
Page 4 of 8
Service Instruction No. 1112E
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
Page 5 of 8
Service Instruction No. 1112E
DIM.B
NOTE
PARTS DATA:
SPACER DIMENSION A.
PART NO. (Refer to Figure 5) APPLICATION
Page 6 of 8
Service Instruction No. 1112E
TOOLS REQUIRED:
PART
NO. DESCRIPTION
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
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.
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
r
aria
:c-´•
our J I
wasntH
ii*SiiiH
I’LnTE
´•1! \r.Cp.
~7
(a
17701 U.S.A.
INSTRUCTION
March 5, 1993
Supplement No. 1
To
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
MODELS AFFECTED: Avco Lycoming opposed series aircraft engines as indicated herein
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
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 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
The Srilitilln Service t3ullctin I´•el,rinted hcrewit)l Pcrtnills to ma~iictos usctl on Lrronlil:t: ail’craTt cll~llles.
~IRCRAFI
REASON FOR BULLETIN: To advise users of the subject equipment as to proper internal
timing procedures.
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
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
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.
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
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
COll
CORE
POLE
POLE, N
SHOE
ROTOR i
fuLe RCGISTER IIEUTRAt
ARROW LINES R~PRt´•SENT MAGNLTIC FLVX DRIVE PLATE
Figure 2
Figure 5
Pa ~!c 2 of 4
p"
ORIGINAL As
RECEIVED BY ATP
I)cccniber 18. 1964 Service Instfuction No. r120
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
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
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
Page 3 of 4
I_, QBBaBGSNAL A,
RECEIYED BY A-6$
Dcccuibei´• 18. 1064 Service Instructioll Ko. 1120
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.
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
?’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:
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.
o ~-----7 O
I~´•´•I´•´•
´•:i*..
1´•\ C~1Q
Ifl
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
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
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.
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.
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.
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
’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
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
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
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
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
Sm-20~3SEAL a 8TD-29I38EAL
I I I r 9
p I X Y ’iK x\ I I I C~
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
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:
SPECIAL TOOLS:
Page 7 of 7
I SERVICE
Wllliamsport Plant
Textron LycominglSubsidiary qfTextron
652 Oliver Street
Wil!iamsport, PA 17701 U.S.A.
Inc.
INSTRUCTION
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.
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.
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
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
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
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
b AIRCRAFT
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
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.
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
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
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.
I Ilmm
Ilmm
New
Used
22 to 24 ft. Ibs.
15 to 17 ft. Ibs.
Page 1 of2
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
Attach the hook of a small spring-scale to the belt at the approximate mid-point between the ring
a.
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.
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
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------
During manufacture, crankshafts as well as other engine parts, are marked by acid etching; however, this
,:-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
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.
Ma,v. Drol,-Off
All geared and direct drive engines. *175 RPM
All helicopter engines 200 RPh´•I
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
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.
plished as follows:
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
NOTE
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
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.
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 fillet radius tin direction away from valve
seat see figure 3):
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
6
(I?
1111~
e:´•:
c
o~ c,
a~ :Q
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
OVERL~PPINO P~BRIZSIVE
DIED I´•I/Z IN. DIA. -ORIT
MOUNTED OH 1/4 IN. ROD
Z Oe,~:.’S:
;ti
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
correct length. Slight, additional tightening will be 1C~ IHE BOLT IS N5W 225:9 Ihi.
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-
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
Pag-e 1 of 3
Service Instruction No. ´•1139
AIRCRAFT
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
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
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.
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
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
c
e Y C O ~bl I 3U G
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
readily be measurvd.
CAUTION
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
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
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
PARTS REQUIRED:
NOTE
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
MODELS AFFECTED: All Textron Lycoming piston aircraft engines with dynamic
counterweights employing 3/4 inch I.D. bushings.
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
Page 1 of 10
~3 --´•-i´•´•-
Manufecturars Association
Service Instruction No. 1143B
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
1/4"
2.125
7-’/21’ 2.125
.t
1-5/8~’
DETAIL "B" DIM.
64878-30 .489
64878-31 .327
Page 2 of 10
Service Instruction No, 1143B
+.0005
7482
.O
PLACES
5-112"
1_.7(0
761
855
1.8000
m ,i.´•ii 965
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
Page 3 of 10
Service Instruction No. 1143B
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.
ST-92 DRIVER
e,
e,
e ST-93 FIXTURE
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
in the counterweight bushing bores. the opposite side of the eounterweight in the same
depth
manner.
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
I’s~e 5 of 10
Service Instruction No. 114313
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.
Page 6 of 10
Service Instruction No. 1143B
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.
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.
tl ri IF COUNTERWEIGHT IS IN BALANCE
I‘F WILL REMAIN STATIONARY IN ANY
POSITION.
following manner,
for Balancing
Page 8 of 10
Service Instruction No. 1143B
PARTS REQUIRED:
Page 9 of 10
Service Instruction No. 114311
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
Supplement No. 2
for
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
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.
r t
Counterweight
Page 2 of 4
Service ins::ruction No. 1143~3. Supple:llc´•nt No. 2
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
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"
Page 3 of 4
Service Jnstruction No. 1143B, Supplement No. 2
This Length
This Diameter
Page 4 of 4
LYCO~ING WILLIAMSPORT DIVISION
AVCO CORPOR AT ION
VVILLIAMSPORT, PENNSYLVANIA 17701
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
~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-
Page 2 of 2
A Textron
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´•
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
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
PART NUMBER
Lvcomine: Vendor Vendor No. DESCRIPTION ENGINE SERIES
RELAYS´•
PART NUMBER
L Vendor Vendor No. DESCRIPTION ENGINE SERIES
Page 6 of6
Instruc~ion
B
DIVISION
VVILLIAMSPORT, PA. 17701
iu
DATE: August 5, 1966 Service Instruction No. 1157
Approved by FAA
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
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
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.
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
MODELS AFFECTED: All direct drive Textron Lycoming engines except engines that incorporate
an integral crankcase and accessory housing assembly.
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
Page 1 of 3
Service Instruction No. 1164A
4 CYLINDER
6 CYLINDER
8 CYLINDER
Page 2 of 3
Service Instruction No. 1164A
8 CYLINDER (Cont.)
CAUTION
Page 3 of 3
J I,
~ievvicE3 In st ru Cti0l7
cLi
DATE: November 10, 1967 Service Instruction No. 1170
Approved by FAA
SUBJECT: Generator Mounting Bolt Replacement
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.
ORILL,TAP,AND INSTALL
HELI COIL THREADS IN
THESE TWO HOLES.
-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.
Toprovide a simplified method for adjusting oil Ii pertains to repairing a damaged valve seat, on
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.
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
Member of GAMA
8 Page 1 of 6
Service Instruction No. 1172C
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.
ST-249 DRIFT
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.
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
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
Page 3 of 6
Service Instruction No. 1172C
.61 9-.620
I’sooii4f to this hsinFhtped
ream
Countersink 90 O
by .68 die. it; Ijj
13
.25
rl-t~ I
~.02R Max.
7 i
f
ici.468"r.
j´•F.dia.
88--c/
dia.
Page 4 of 6
Service Instruction No. 1172C
PARTS DATA:
PARTS REQUIRED:
PART I:
PART II:
NOTE: Revision "C" changes text, adds models and adds tools.
Page 5 of 6
Service Instruction No. 1172C
~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.
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´•
Page 6 of 6
~--´•evvice Instruction
YCOMING DIVISION
VVIL,LIAMSPORT, PA. 17701
1L~
DATE: Service Instruction No. 1173
Approved by FAA
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.
ORIGINAL
As Received By
ATP
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-
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
.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
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
THREADSREF. NO. 2
ii.,3 REF. NO. 3
colao
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.
Page 2 oi 3
Service Instruction No. 1177B
200
3. Prepare the bores, as required, for installation of
.7 bushings as indicated in figure 2.
t
NOTE
figure 3.
Page 3 ui;j
~I´•%
i´•i
L
,´•.c:
1Li
December 15, 1967 Service Instruction No. 1181
DATE:
(Supersedes Service Letter No. L135A)
Engineering Aspects are
FAA (DEER) Approved
Color Code for Fin Area between Spark Plug and Cylinder Barrel
NOTE
Color Code for Fin Area between Spark Plug and Rocker Box
CAUTION
NOTE: This revision ndtls coloi´• code for blue painted engines.
Page 1 of 2
Service Instruction No. 1181
4~
S~
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
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
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
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
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
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.
5. I1 insl,eclion proves Ihnt the above paris ai’e satisfnctory the engine iuay I,e ieasscnil,lcd using only sucll
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:
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
NOTE
o o
61 li~
a
r"
.61 5
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.
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
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
ni-resist valve
MODELS AFFECTED: Avco Lycoming reciprocating engines employing
guides.
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
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
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
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 WITH
BEADS INTERLOCKING
8
d
SECTION A-A
SCALE: TWICE SIZE
R 0.A. 1095
PARTS DATA:
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).
i Page a of 2
;h
Ki´•
In~i-e, ru6tion
-------?L‘i----------
DAT E: March28, 1969 Service Instruction No, 1205
Engilleerinl: Aspects al´•e
FAA (DEEn) Apl,roi~cd
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.
SEIIIAL NUMBERS OF ENGINES WITH .003 UNDERSIZE JOURNALS AND UN-RENITRIDED CRANKSHAFTS
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.
5467,5652,5653,5654,5659,5886,5690,5740,
2685, 2724.
1637, 1639.
12382, 12439, 12408, 12411, 12420, 12423, 12429, 12430, 12440, 12469, 12470, 12472, 12474, 12475, 12476, 12477,
12483, 12484, 12485, 12489.
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,
2220.
Z010.a(lBZ.
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.
Page 2 of 4
J,18 i
Service Instruction No. 1205
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
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
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
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
NOTE
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
nitrided.
Page 3 of 4
J-18
Service Iiistruction No.U~OS
67447 69373
GO-435-C2: GO-480-13
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
77034 75547
VO- 540. IVO-540: TIVO-540; IGO-540;
1GSO-540
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
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)
nnmr3uI~ I
/i-rili
gi:
1’
jI :I
1
ii
i ´•´•ran a
i:9 llr
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
MODE LS AFFECTED: All Avco Lye oming direct drive ai re raft e ngine s on whi ch
a dry air pump is installed.
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.
PARTS DATA:
STD-208 Seal, Chicago Rawhide No. 515748 (replaces Garlock Seal Nos. 21996-
0215 and 21161-0215),
Page 1 of 2
Service Instruction No. 1221A
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
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
F30uaB~o
-------iT~------
Srrvice rnstruction No. 122’,[)
July 22, 1977
D~TrE:
(Sup’´•’""des Service instruction No.
Eugincrring ~Rpects nre
FAh (D~I;:R)
straight~II$-
current
dowel
usedi
replaces the stepped dowel formerly 1~
CAUT ION j
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
~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
(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
(_~
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:
"D" to Service instruction No. 1.225 exempts IO and AEIO-320-E2B models from
NOTE: Revision
models affected.
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
MODELS AFFECTED: Avco Lycoming aircraft engines employing Bendix -1200 series magnetos.
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
AIRCRAFT
SUBJECT: I Tubing for S-1Z00 cover hold down screw.
To prevent this
chafing action pos-
ition leads illustrated in figure
as
RETARD TERMINAL
xatw
TUIING
Figure
1 ~0-1803´•6-18 Tubing.
L
DATE: Service Instruction No. 1228A
(Supersedes Service Instruction h’o. 1228)
June 29, 1973 Engineering Aspects are
FAA (DEER) Approved
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.
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
O o
´•1-o
3
1
2,94 2.94
ii 5
16
1
2. 82 2.82
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,
Page 2 of 2
I r~ C~r C4Ctjon
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.
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.
*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
2. Before removal of any unit and after Installation of any unit, a visual inspection of
B. Make sure all electrical connections are made to the proper terminals
and are clean, and connections 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
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
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.
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
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
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
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 LOADS
LW-11796 LW-11799
LW-11797 L~J-11800
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
75360 0-320
75184
75360 0-320
75183
75360 0-320
75361
75360 0-320
75188
74553 0-320
74468
75042 74553 0-320*
NOTE: Revision "C" revises text for cylinder head modification procedures.
Page 3 of 3
SERVICE
INSTRUCTION
DATE: April 18, 1997 Service Instruction No. 1241C
(Supersedes Service Instruction No. 1241B)
Engineering Aspects are
FAA Approved
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.
3. For wet sump engines, except TIO-541-E series, fill the cooler with oil.
NOTE
If oil pressure is not attained after cranking for 10-15 seconds, allow starter to cool.
Manufacturers Association
Service Instruction No. 1241C
CAUTION
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
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
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
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.
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.
PART No.
WEIGHT LETTER
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
Page 2 of 4
PISTON DATA CHART
wa
V1
’d m
Ti~. ~rlanJJ 1Gruuntl! nill~s Riii~E Riii~ nsl. ForclRn~iu Code Wt.Sttl. .010 oi’s)Wt..020 o/s
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
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.
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
1
41
m
rr
TZ
The illustration shows the difference in construction of the thermostatic oil cooler bypass valve P/N 75044 and
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-
FAA Approved
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.
Flangeless valve guides listed in Service Instruction No. 1256D will no longer be available for service use.
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.
NOTE
Under circumstances may the valve guide be driven into a cold cylinder head. Heat
no
~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
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
MODELS AFFECTED: Avco Lycoming aircraft engines equipped with S-1200 series magnetos.
All owners and operators of applicable Avco Lycoming aircraft engines are urged to comply with Bendix Service
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.
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.
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~
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;:
Figure 4
’’;j I´•´•I
lit;
3~
ii
´•i´• ´•i
og Q
´•i
I~ *i
i
Q)
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
~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
MODELS AFFECTED: All Avco f~ycoming aircraft engines employing Prestolite alternators
TERMINAL
GROUND STRAP
311
o
--c
Member of GAMA
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.
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,
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
htiwhtob
In individual
Chart
with P/N 72198 Piston Pin
Plugs
both pin plugs in cylinder with
Piston Pin Plug P/N 72198.
Page 1 of 2
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
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
P;1Se 1 of 2
Service Instruction No. ~2686
72629 72629
a s
L~ NO GROOVE
ANNULAR GROOVE
IN BUSHING IN BUSHING
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
NO’IE
PAKTS C~TA:
I
aSSEMtllE NO rsSj4
t;HlMS Al liilS .I)LAIION 10
OBlgIN HEOUIHED CL.EARANCE
(004 IN MAX i
,le
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
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.
R~101(
MrJrbm’
SCrVjOt NO. 12718
P´•ge 2 af I
8snrice Instruction No. 12’1413
Pegs 9 of I
i’
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)
MODELS AFFECTED: Bendix Model RS and RSA fuel injectors installed on Avco Lycoming
aircraft engines.
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
Member of GAMA
General Aviation
Manufilctulers Associi~ion Page 1 of 2
Service Instruction No. 1275B
NOZZLE BODY
--7
P/N LW12081
PACKING RING
SHIELD NOZZLE
(EXPLODED VIEW TO SHOW PARTS ONLY) USED IN TIO ond TIGO-541 ENGINES
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
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.
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
MODELS AFFECTED: All Avco Lycoming aircraft engines using S-20 and S-1200 series magnetos.
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
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.
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
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
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:
r----72050 Volvekey-reploces
I 60009 Valve key
Vdve not porlbl kit
spingj
Q)*"
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.
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
AIRCRAFT
SUBJECT: Replacement of Magneto Transformer Coils and
Rotating Magnets.
EQUIPMENT AFFECTED: All 5-20, 5-200, s-6oo and 5-1200 series magnetos.
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
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~
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
Page 3 of 3
´•reC~´•D
OooaB~o
it)
Service InstNction No. 1283A
DATE: May 6, 1977
(Supersedes Service Instruction No. 1283)
Engineering Aspects are
FAA (DEER) Approved
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
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)
NOTE
Revision "A" to Service Instruction No. 1283 revises text and adds tooling.
NOTE:
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
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.
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.
Manufactuas AssocWia,
Service Instruction No. 1284A
PARTS MTA:
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
13565 SPHING
06717
66728 WASHER
Lii(
6-’
,TWO OR
THREE MAV Be;
USED.
LW14015 SHROUD T
62922 SEAc----~-._
FIGURE 2
FIGURE 1
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
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
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
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.
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
CAUTION
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
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.
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.
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
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
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.
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
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.
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
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:
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
Page 5 of 7
Service Instruction No. 1290E
PARTS (CONT.):
QTY. PART NO. DESCRIPTION MODELS AFIFECTED
SPECIAL TOOLS:
size)
size)
Page 6 of 7
Service Instruction No. 1290E
.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
Page 7 of 7
J~L7AVCO LYCOMING DIVISION
WILLIAMSPORT, PENNSYLVANIA 17701
OooDuo~OBoo
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.
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
FAA Approved
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:
0 GeneralAvintion
AssocLtion
Page 1 of 4
Service Instruction No. 1302A
Page 2 of 4
Service Instnlction No. 1301A
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
Page 3 of 4
Service Instruction No. 1301A
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.
replacing.
00
NOTE: Example: LW-xxxxx-4-412
OThe last three digits of the fuel line part number in-
dicate length. (412 41Y, inches).
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
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.
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.
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~
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.
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
Member o( GAMA
General Pa~iation
MPnufactuers Association
Page 1 of 2
Service Instruction No. 1307B
CRANKSHAFT
CENTERLINE
cr~
BOLT WITH ANGLE
LINE STRAIGHT
ACROSS HEAD
CRANKSHAFT
CENTERLINE
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
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 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.
2. Connect hose PN LW-12784-4-160 to tee of tube assembly P/N 1 1-10097 and short hose of tube as-
3. Connect tube assembly P/N 1 1-10097 to regulated output fitting of air flow tester. See figure i.
NOTE
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
1. Disconnect hose P/N LW-12784-4-160 from tee and the tube assembly from tester.
NOTE
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
INPUT
TESTER
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.
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
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.
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
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
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
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
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.
Page 6 of 6
LYCOMII\IG DIVISION
WILLIAMSPORT, PENNSYLVANIA 17701
NOTE
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
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
holes, Removes 3,
NOTE: Revision "A" adds note on 1/4 inch tapped page
6 Manufacturers Association
Service Instruction No. 1310A
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
PARTS DATA:
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
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.
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.
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
FAA Approved
with P/N
MODELS AFFECTED: PART I: All Avco Lycoming piston engines equipped a
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.
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
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
Page 1 of 6
Service Instruction No. 1316A’’
S´•--!
Integral Port and Seat
1:
in the Oil Filter Base
Assembly
R~ji i
Figure I.
Individual Magneto Accessory Housing With Optional Oil Filter Base Assembly
or Oil Pressure Screen Housing
Location of Integral
Y
7 ds´•jB
h,
Valve Port and Seat c~.
´•´•i:ir,
in theAccessory
Housing i
r:l
3038
Page 2 of 6
Service Instruction No. 1316A
1
Beamer Bushing
WILL NOT MAKE POSITIVE CONTACT
(Tighten Securelyl
WITH THE SEAT.
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.
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
.750 Machined
.751 i Y1 Gasket Surface
3.520
3.530
3042
Page 5 of 6
Service Instruction No. 1316A
.555
ID
.44 Minimum Depth --tLtzl 1 .564
3.277
3.283
3043
SPECIAL TOOLS:
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
Supplement No. 1
The repair bushing described on page 4 of 6 of Service Instruction No. 1316A is now
-(L)
DATE: October 24, 1980 Service Instruction No. 13241\
(Supersedes Service Instruction 1324) No.
Engineering Aspects are
FAA (DER) Approved
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
~sis i
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.
,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
page 2 of 3
Service Instruction No. 1324A
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 (.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
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
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
10-359367~1wrsnsdorremoved.
EQUIPMENT AFFECTED: All s-lo, s-zoo, s´•600. s´•l 200 end 0-2900 Series Magnetos.
16359367 Screw with lockwasher. Se sure all piecer of a broken washer are
meM.
Man Houis Required:
Negligible.
5-1200 breaker contact securing screws and coil lead
removed.
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
MODELS AFFECTED: Avco Lycomlng aircraIt engines equipped with 1200 series magnetos.
~idq(
Uscterctl
COmaaOneepta SERVICE BVLLETIN NO. 573
Dhriibn EnginHering Alpcte
Bldn´•y. N. Y. 15838 areFAA Appro*r(
Pq´•lot?PaPa
AIRCRAFT
~ub)ilul´•on.
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
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
in´• TABLE I
Thil lield experience hat ~IH, indic´•led that the unw
’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
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
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
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
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.
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
.8125
.110 MIN.
WALL THICKNESS L 3.53 FINISH REAM
.6250 .06 NO. 6-32 NC-3
.6260 CHAMFER
.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
\~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
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
Fage 3 of 10
Service Instruction No. 1334A
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
4
1.1860 DIA.
1.1865 REAM
i
FINISH REAM
1.0005
.09 MIN.
1.0015
WALL THICKNESS
--------j
1.1880
hfi6
ALLEN HEAD SET SCREW
MATERIAL SPEC. AMS-4118,
MATERIAL-STEEL
TUBING-AMS-4088 OR
BAR-AMS-4120
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
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
i- 1
NO. 46 1.081)
L IHDNIS ERP.URHT98068 0.
THAV. REAM
Page 5 of 10
Service Instruction No. 1334A
FIXTURE
2.12
STOP
REAMER COLLAR
Fage 6 of 10
Service Instruction No. 1334A
3/8-16 BOLT
TAPERED WASHER
DRILL JIG I
SPACER SHIMS
OR WASHERS
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
Rage 7 of 10
Service Instruction No. 1334A
.LINE
SCRIBE LINE
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
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
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
PLUG
45"
I
1 INCH DIA.
PRESS FIT WITH
BUSHING
I i-i
r it
t I i
~t,,,? PLATE
cu
lr .00
I
.9540+
0003
1 3645
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
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
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
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
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
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
IO-720-B.
MODELS AFFECTED: IO-540-B, -E, -M; IGO-540-A, -B; ICSO-540-A, -B;
NOTE
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
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
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.
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
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
O
O
Tip Has A 500/600
Included Angle
100
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
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
T’OOL DATA:
One-inch diameter overlapping medium size grit abrasive discs can be obtained from Field
Abrasive Manufacturing Co., Inc., 1303 Stanley Ave., Dayton, Ohio 45404.
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
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.
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.
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.
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.
RIGHT CRANKCASE
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
4842
~L3e
GRINDER WIDE GRINDER FLANGE
CRANKCASES 1
.120 .03 825
MA
MUST BE CONCEFI-
TRIC WITHIN.OO5 TOTAL
.00
I .06
.04
Ar llA
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
.635
49~
FOUR, SIX AND EIGHT CYLINDER
WI(L~ CYLINDER FLP~NGE
(13 1 I .625
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
T CRANKCASE
Figure 4. Crankcase Thrust Face Repair Four, Six and Eight Cylinder Crankcases
with 2.816 2.817 Front Main Bearing Bore
NOTE
Page 3 of 4
Service Instruction No, 13548
STAMP
2.19 R
--8 HERE FLAT
.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
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:
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.
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
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.
’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:
catai~g for correct intake pipe extensions and proper location for
See applicable parts
installation.
80oeBco
115751 Hatch Service Instruction No. 1365
3, 1978
Engineering Aspects are
FAA (DER) Approved
M)DELS AFFECTED: All Avco LycomFng engines equipped with the Bendix Light-
weight Aircraft Ignition Harness.
Electriod
Component´•
Division
*P~ 138)8 SERVICE BULLETIN NO. 597
L~dn, n..
AIRCI*FT
lMeitttettence 1Spare) Pertt Affected: a Ulinp I clean lint free cloth moirtenad with
Complisnes:
Whenever apark plup terminal endr are withdrawn from CAUTION
apark plup~ V1I only MEK or unleaded pllolinel
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
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
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
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
1 3/0´•20 110-120
proper Ipark plug barrelr.
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
Electrical
AIRCR*FT
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.
General kWon
Mnufrtura k´•oc~Pn
ORIGINAL As
RECEII(ED BY ATP
~AVCO LYCOMING WILLIAMSPORT DIVISION
AVCO COR PORATIO N
VVILLIAMSPORT, PENNSYLVANIA 77701
MODELS AFFEC~ED: All Avco Lycoming aircraft engines employing Bendfx ScLntilla
Dura-blue ignition harness assemblies.
~au EocMaal
Canpomb
DlvWm
Ch kZ´•l UY SERVICE BULLETIN NO. 603
AIRCRAFI
REASON FOR BULLETIN: To dercribe I oorrible uure for ignition noire end provide inrtructlonr (a
EQUIPMENT AFFECTED: Airete(t ipnition ryrt´•ml utililinp tbs 8andix Dur´•-Blue Ipnition H´•rm,
AwmMin.
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
Detailed Inctructiom:
Raect fsrrulsr in ms cover a edepter pllte a tollowr:
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
Csnanl kaon
MruMvrl AeeooIotion
Page 1 of 4
Service InstructLon No. 1375
Electricd
Componwnto
Dividon
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~-
Page 2 of 4
Service Instruction No. 1375
.375-16UNC-2A
o
REMOVABLE SECTION
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
Page 3 of 4
Service Instruction No. 1375
@-d~
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.
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
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
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.
SEE FIG 4
SEE FIG
SEE FIG
fi
a´•:d
MAIN BEARING BORE MUST BE
CONCENTRIC WITH GEAR HOUSING
PILOT DIAMETER WITHIN .002 TOTAL
INDICATOR READING
Pagtt 3 of 6
Service Instruction No. 1377
SEE FIG 5
SEE FIG 5
/1\ FIG 4
SEE FIG 4 ~--7-- SEE
.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
Page 4 of 6
Service Instruction No. 1377
TABLE II
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
r,
dl_b T100-641-E
a CYLINDER GEARED AND
VERTICALENGINES
Page 6 of 6
~AVCO LYCOMING WILLIAMSPORT DIVISION
AVC O CC3RF30 RATION
VVILLIAMSPORT, PENIVSYLVANIA 17701
SUPPLEMENT NO. 1
FOR
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
b~qrpyConbd´•
Diwia(on
Service Bulletin
Fuel Systems BulletinNo.: SS1-)l7
12-1-78
Date:
Revised:
l. PLAh’NINC INToRLUTION:
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:
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
Bolts
SUBJECT: Engine Mounting Bracket Attaching Nuts or
TIME OF COMPLIANCE: At first 100 hour inspection after engine is placed in service.
The specific torque values for the bracket attaching nuts or bolts are listed as follows
according to their thread size.
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
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
*IRCRAFI
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.
ct
Fip,a
U
J Inrpct the to flap terminal lor evidence
0 CorrectlveActlon
Fipure I
1. if eondltioll 1 ilpll~cl’l IOlder the condYC
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
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
ru~un
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.
WIRE STRANDS
3:
Flplr~S
Pora R´•quird:
Norw
in~p´•clion pos~dur,.
1. Thorouphly cl´•´•n th~ conductor crimp ´•rl~
Page 2 of 2
LYCOMING WILLIAMSPORT DIVISION
I ~7AVe0
AVCO CORPORATION
WILLIAMSPORT, PENNSYLVANIA 17701
All Avco Lycoming engines employing Bendix 1200 and D2000 series
MODELS AFFECTED:
magnetos.
Electrical
Components
Division
SERVICE BULLETIN NO. 608
Sidney N Y 13838
AIRCRAFT
10~382959
SUBJECT: Self-locking Cam Retaining Screws P/N 10-391213 and P/N
locking feature.
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
Page 2 of 2 Pages
overhaul.
Detailed Instructions:
3. If this bulletin is complied with prior to engine over-
i. Removeoriginal screwanddiscard.
haul time, it is recommended that an appropriate
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
MODELS AFFECTED: Avco Lycoming aircraft engines equipped with Bendix fuel system
components.
hwevContro~
DMuon
Service Bulletin
Fuel Systems Bulletin No.:
Rev.SE-3182
Date: 12/19/79
Revised: 3/15/81
i. PLANNING INFORMATION:
A. EFFECTIVITY:
8. REASON:
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.
K. R. Dettweiler
Manager of Service
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
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.
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.
This oil additive may be purchased from your Textron Lycoming distributor.
NOTE
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
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
MODELS AFFECTED: All Avco Lycoming engines employing Bendix RS or RSA fuel inj ector
systems.
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:
951)91
Nomenclature
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
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:
restrictor
I
3
D. Approval: NOTE: Each nozzle shown in Figures 1 through 5 has a
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.
B
1 2 z
ORIGINAL As r
,cUvu, BY ATP
I ~S-77, Rev. 1
RS-i7, Kcv.
(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
AND
CLOTHING.
Cd o
w
ORIGINAL As 3 4
o
n,
01
RECEIVU) BY ATP
a
cn
1 RS-77, Rev. 1
RS-77. Rev.
LA-t)250Ar
NOTE. OWE NOTCH OW
RESTRICTOR
LA-8248
Airbleed Nozzle Assembly 2524866
2 1 Figure 3.
Key to Figure
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
7
Key to Figure 5 1 Key to Figure
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
.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
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.
MembetofOAMA
Page 1 of 4
~3 -´•´•1*-
Manufactuers AsMcietion
Service Instruction No. 1417
.814 .814
Dia Dia
.815; 815
Itssci I-l.na-l
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
Page 2 of 4
Service Instruction No. 1417
.010 maximum
radius
STD-19 Dowel
Sea Figure 6
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
1.28
ENLARGE BORE TO
THESE DIMENSIONS
BUSHING INSTALLATION
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.
depth of .19
Ream .0881.089 dia. to
B depth of .16
.19
Press in STD-19 Dowel
Redrill stepped
passage .081 die. thru
bushing into bore.
(4 cyl.)
Position 4
Position 3
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
Member of OAMA
Page 1 of 5
Service Instruction No. 1418
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
c-’ 1 111 ~t
\C’
114"AIR VALVE
(1 Each)
~e
318" x 1.1/2" NIPPLE
(2 Eschl
AIR COUPLING
(t Eachl
1 3/8" TEE
(1 Eachl
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
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.
:i
~-a
Page 4 of 5
Service Instruction No. 1418
1 GAL. OR II~
LARGER METAL
CONTAINER
112" ID COPPER
TUBING AND TEE
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
MODELS AFFECTED: All Avco Lycoming reciprocating aircraft engines equipped with AN
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.
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
MODELS AFFECTED: All Avco Lycoming Reciprocating Engines using a Thermostatic Oil
Cooler Bypass Valve P/N 75944.
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-
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-
O 75944
Figure 4.
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
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.
(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
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
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
Field experience has shown that engine oil con- is important for keeping dirt
also from ac-
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
Page 1 of 4
O Manufactu,´•c?l´•s Association
Service Instruction ~io. 1425A
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.
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.
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 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
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
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.
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-
Lycoming
PIN Nomenclature ?lug Gage
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
MODELS AFFECTED: All Fixed Wing and Rotory Wing Aircraft (Horizontal Installations Only)
with Textron Lycoming Reciprocating Aircraft Engines Installed.
2. After held overhaul (field overhauled engine or engine with piston ring
change after one or more cylinders are honed or replaced).
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.
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
.006 x BHP x 4 7~4 Qt/Hr. 1. Face the aircraft into the wind.
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
Page 3 of 6
Service Instruction No. 1427B
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.
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.
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
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.
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
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
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
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
MODELS AFFECTED: All Avco Lycoming Piston Engines with Bendix S-20, S-200, S-1200,
D-2000 and D-3000 series magnetos.
~LUEU Bendix
Aerospace
Bendix Engln~ Product~ Dlvl~lon
Jacksonville, Fl. 92245-7880
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.
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
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.
MANHOURS REQUIRED:
None
WEIGHT CHANGE:
None
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
MODELS AFFECTED: 10-720 Model Engines using greater flow capacity oil pumps.
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
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
FAA Approved
PARTI: CONVERSION
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-
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.
STD-1211
REMOVE FOR
FIXED PITCH PROPELLER OPERATION
Page 2 of 5
Service Instruction No. 1435
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
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
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
Supplement No, 1
For
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.
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,
f. After installation is complete, ensure that hose is not pinched. Make certain that engine motion during start-
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
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
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
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
0/ \O
(ij~
TIMING MARKS
ALIGNMENT
o\ /O DOT (HOLEI
ON THE STARTER
I BENDIX GEAR
HOUSING
STARTER RI
GEAR SUPPORT
ASSEMBLY
Page 2 of 3
Service Instruction No. 1437
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:’
Page 3 of 3
SERVICE
Williamsport Plant
Textron LycominglSubsidiary
652 Oliver Street
Williamsp0rt,PA 17701
of Textron Inc.
U.S.A.
INSTRUGTION
MODELS AFFECTED: All Textron Lycoming 10-720 Engines Equipped With S-1200 Series
Magnetos With Retard Contact Assembly Installed.
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.
NOTE: The letter’D"tollowing the pan number Indicates the magneto was originally
supplied with a green distributor block, These magnetos are also affected.
follows:
Page 2 of 4
Service Instruction No. 1444
TCM IGNITION
SYSTEMS
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
Page 3 of 4
Service Instruction No. 1444
TCM IGNITION
SYSTEMS
Parts Required:
None
Warranty Consideration:
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
MODELS AFFECTED: All Textron Lycoming engines equipped with AN type fuel pumps.
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
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.
MODELS AFFECTED: Al Textron Lycoming dual ma~neto engines and TIO-541-E TIGO-541
series engines.
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-
FAA Approved
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).
Textron Lycoming is pleased to announce a new the present remote filter system:
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
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
Page 3 of 3
Lycoming SERVI CE
652 Oliver Street
Williamsport,
570/323-6181
PA 17701 U.S.A. INSTRUCTION
TIME OF COMPLIANCE: Whenever new connecting rods and/or new connecting rod bolts are being
installed.
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
Page 1 of2
Flat Face
Toward Rod
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
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
Fq~HOqUiP
0 Asrogulp Corpa~Dllon 1991
Page 2 of 3
Service Instruction No. 1464
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
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
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
Page 1 of2
Manufactuers Association
Service Instruction No. 1469
In addition to the rod and cap, the following parts are required for converting P N LW-
10646 rod to P/N LW-19332.
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.
Page 2 of2
SERVICE
Reciprocating Engine Divisionl
Subsidiary of Textron
652 Oliver Street
Williamsport,PA
Inc.
17701 U.S.A
INSTRUCTION
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.
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
P~. loil
Menofsctvsr~
Service Instruction No. 1472
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.
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.
The oil and fuel line connections are called out in the applicable operator’s manual.
8. PROPELLER INSTALLATION.
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
Page 3 of 3
SERVICE
INSTRUCTION
DATE: April 18, 1997 Service Instruction No. 1481
Engineering Aspects are
FAA Approved
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.
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
maintenance or troubleshooting.
NOTE
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
TIME OF COMPLIANCE: When installing a fuel metering device, carburetor or fuel injector servo unit.
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
Manufacturers Association
SERVICE
17101 USA
INSTRUCTION
DATE: December 8, 1998 Service Instruction No. 1485
Engineering Aspects are
FAA Approved
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
TIME OF COMPLIANCE: At the next regularly scheduled maintenance and thereafter as required.
~3 Manufactuers Association
SERVICE
652 Oliver Street
Williamsport, PA
5701323-6181
17701 U.S.A. INSTRUCTION
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
i. For engines employing a.presswe screen system, remove the screen and check for metal particles.
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.
Page i of3
NOTE
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
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.
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.
Spectrographic oil analysis does not replace recommended maintenance practices, such as oil
I filter, pressure screen, suction screen content inspection, cylinder differential pressure
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
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
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.
the right to revise terminate the terms of this Extension without prior notice.
Textron Lycoming reserves or
14´•
652 Oliver Street
SERVICE
Williamsport, PA 17701 U.S.A.
Tel.
Fax.
570-323-6181
570-327-7101
INSTRUCTION
www.lycoming.textron.com
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.
CAUTION
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
NOTE
purchased separately.
list price of S35.00. Complete engine model
INSTALLATION DRAWINGS Installation drawings may be purchased for a
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.
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.
~-Reprinted ´•-Photocopy
Page 2 of9
Service Letter No. LI 14AK
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-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-122 0-320-1-1 "76" Series April 1976 PC-122-I Dec. 1980 20.00
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-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
*-Reprinted ´•-Photocopy
Page 3 of9
Service Letter No. L1 14AK
PC-3 15-2 ’1’1O, LT1O-540-V2AD Wide Dec. 1983 PC-315-2A July 1986 10.00
PC-3 15-8 TIO-540-AFiA Wide: Sept. 1989 PC-31 5-8A Feb. 1995 10.00
~-Reprinted ´•-Photocopy
Page 4 of9
Service Letter No. L1 14AK
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
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
-Includes Index.
CD-ROM PUBLICATIONS
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
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
Publication List
Part Number Title Date Price
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
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
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
Page 8 of9
Service Letter No. L1 14AK
NOTE
Page 9 of9
TE(TRON LYCOMI
PHONE ORDERS (570)-327-7091 FAX ORDERS (570) 327-7275 Credit Card Only
OR (570)-327-7274
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
Signature
Name
Company
Street
State Zip
City
Country
AREA
Phone CODE
Fax
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
Name
Company
Street
Country
AREA
Phone Fax
CODE
iLi
Service Letter No. L142B
(Supersedes Service Letter No. L142A)
December 23, 1977
Gentlemen:
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.
Uanbr dOA~P,
Canl k*ton
AuocY(an
II1I1)V I´•lllll-0´•U LI~I1 IIL´•´•LII
(W
Service Letter No. L147B
(Supersedes Service Letter No. L147A)
January 25, 1980
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,
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).
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
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.
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.
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
Gentlemen:
I. Engine Ordering
mation:
4. Condition of engine being replaced as follows: (A) Normal runout, (B) Failed, (C) Accident in-
volvement.
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
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.
Member ol GAMA
8 Page 1 of 2
Service Letter No. L154B
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.
NOTE
Your cooperation will enable us to continue to promptly provide correct model replacement engines.
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
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
CAUTION
Do not under any circumstances assemble chrome plated piston rings in a chrome plated
cylinder barrel.
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
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
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:
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
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,
1. Drill hole to adequate depth using the drill site as shown in the following chart.
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
RECEIVED BY ATP
.´•S
cv I’
Service Latter No. L162B
Minimum
Quantity
Qty. Part No. Description Part No. Individual Inserts Peckage
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
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-
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.
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
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.
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
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
ol OALU
O Csnanl kltim
Mru(´•ctvrl ~´•ocWa,
SERVICE
652 Oliver Street
Williamsport,
570/323-6181
PA 17701 U.S.A.
LETTER
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
environmental conditions and frequency of~aircraft activity. The time periods given are
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
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.
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.
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
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:
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
Installspark plugs and reconnect all parts in accordance with manufacturer’s instructions. Service the
engine with approved lubricating oil.
NOTE
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
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
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:
(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.
(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,
(L)
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
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.
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.
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.
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-
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)
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.
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
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,
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
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
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.
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
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
high power to burn off harmful lead deposits, then schedule cross country operation whenever possi-
return the engine to normal power, ble.
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.
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
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.
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
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.
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.
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
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.
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
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
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
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.
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
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
The purpose of this service letter is to remind all of our customers that Avco Lycoming does not recommend
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
I It has come
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
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
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.
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
TO: All Owners and Operators of Textron Lycoming Piston Aircraft Engines
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
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
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:
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:
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
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
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.
for
service center only. Contact the service
Manufactve~ Aaaeeiatien
SERVICE
652 Oliver Street
W~lliamsport,
5701323-6181
PA 17701 U.S.A.
LETTER
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.
provided to include:
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
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.
E:UEL CONTROL
AVAILABILITY
MSAI)IST
RSA DISTy I AIRMOTIVE CORPORATION
II
Belgium AERO ENGINE AIRCRAFT SERVICES
JPMARTINS AIRCRAFT
Canada CANADIAN AERO ACCESSORIES 11~1).
SCANAVIATIONA:S
C
Italy AERMECCANICA
API
AVAILL. )NC.
5/00
Denotes
Page 2 of 4
Service Letter No. L221B
-G’
AIRMOTIVE CORPORATION
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
142XO I;iIlis Road [)allas, TX 75244 (Sec ncarcsl hranc)l) (Icl) 1972) 233-4433 I!SA
SUPERIOR AIK PARTS
Page 3 of4
Service Letter No. L221B
AIRMOTIVE %ORPORA’TION
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
Supplement No. 1
To
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.
~tzrcp//www.precisionairmotive.com
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
TO: All Owners and Operators of Avco Lycoming Piston Aircraft Engines
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
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
Failure to supply the above information will result in rejection of your claim by TCM.
Page 1 of 6
Service Letter No. L222
ill
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.
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.
Page 1 of 2
Page 2 of 6
Service Letter No. L222
(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
Page2 of 2
Page 3 of g
Service Letter No. L222
IGNITION SYSTEMS
DOMESTIC DISTRIBUTORS
(214) 357-1811
Page 4 of 6
Service Letter No. L222
IGNITION SYSTEMS
INTERNATIONAL DISTRIBUTORS
Argentina Brazil
Ph: Ph: 299-8555
Telex: 23817 Sadel AR Telex: (011) 23492
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:
BRAZIL DENMARK
Page 5 of 6
Service Letter No. L222
IGNITION SYSTEMS
INTERNATIONAL DISTRIBUTORS
(Continued)
FRANCE SPAIN
ITALY SWITZERLAND
Page 6 of 6
SERVICE
Williamsport Plant
Textron Lycoming/Subsidiary
652 Oliver Street
Williamsport,PA 17701
of Textron Inc.
U.S.A.
LETTER
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
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
256uSlgnimocyL
Textron
Oliver Street
bsidiary of Textron Inc.
LETTER
Williamsport, PA 17701 U.S.A.
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
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.
Reprinted.
These revisions included at reprint.
General Aviation
Manufackr~ Ib´•odatbn Page 1 of 3
Service Letter No. L227A
d
Reprinted.
Page 2 of 3
Service Letter No. ~nA
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
Page 3 of 3
Lycoming SERVICE
LETTER
652 Oliver Street
Williamsport, PA 17701 U.S.A.
7171323-6181
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
Textron Lycoming has entered into agreement with Aircraft Technical Publishers (ATP) to supply Technical
Publications on Microfiche.
NOTE
The Textron Lycoming Technical Publications available on Microfiche consist of the follo~ting:
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
OVERHAUL MANUALS:
Fiche
Number Description Price
PARTS CATALOGS:
Fiche Cylinder
Number Description Flange Price
Page 2 of 5
Service Letter No. L230
Fiche Cylinder
Number Description Flange Price
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
OBSOLETE PUBLICATIONS:
Page 4 of 5
ORDER FROM:
Name:
Company Name:
Street Address:
State:
City:
Zip: Country:
Phone: (AC
Telex:
TOTAL PRICE
$0-$20 $3.00
TEXTRON LYCOMING $20-$50 $5.00
$50 up $8.00
TOTAL OF ORDER
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.
Supplement No, 1
For
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
Ci~C7 Lycoming
652 Oliver Street
Reciprocating Engine Division/
Williamsport,PA 17701 U.S.A.
Subsidiary of Textron Inc.
Attention: Customer Service
SUBTOTAL
All orders are FC.S. Shipping Point. Shipping and handling charges
will be added to invoice. SHIPPING AND
HANDLINGI
PA residents add
Name on Card
60/b sales tax
TOTAL ORDER
Signature
Name
Company
Street
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
Supplement No, 2
For
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.
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.)
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
Name _
Company
Street
2-
TEXTRON LYCOMING RECIPROCATING ENGINE DIVISION
PHONE ORDERS 323-6181 FAX ORDERS (717) 327-7101 Credit Card Only
(717)
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
Name on Card
Signature
Name
Company
Street
Country
Phone: ACRdd4E~ Fax
Lycoming
SERVICE
Reciprocating Engine Divisioni
Subsidiary of Textron
652 Oliver Street
Williamsport,PP,
inc.
1770! U.S.A.
LETPER
TO: All Owners and Operators of Textron Lycoming Piston Aircraft Engines.
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:
Tools are available for purchase through any Textron Lycoming Distributor nearest you.
Tel.
Fax.
570-323-6181
570-327-7101
LETTER
www. lycom i ng.textro n.com
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
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
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.
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.
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
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
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
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
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,
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
TIG-541 Series
L-866-59 thru L-873-59
TIGO-541 Series
L-343-62 thru L-352-62
RL-161-62
Compliance required within 50 hours in service after the effective date ofthis AD, unless
already accomplished.
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.
Compliance required within the next 25 hours’ time in service after the effective date of
this AD, unless already accomplished.
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
(Bendix Energy Controls Division Fuel System Bulletin No. RS43 also covers this
subject).
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,
NOTE: AVCO Lycoming Service Bulletins No. 428, No. 429 and No. 430 also pertain
to this subject.
Parts List
Model and Issue Serial Numbers
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
NOTE: AVCO Lycorning Service Bulletin No. 433A also pertains to this subject.
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.
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.
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.
91-08-07 C
TEXTRON LYCONIING
91-14-22 TEITRONCICOMMG: (Amendment 39-6916,
Docket No. 89-ANE-10)
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.
(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
(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.
(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.
The inspection procedure shall be done in accordance with the following Textron
Lycoming document:
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.
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.
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.
(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,
(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.
(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.
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.
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.
NOTE: Engines with an "1" in the prefix of the model designation incorporate fuel
injection.
prevent failure of the fuel injector fuel lines allowing fuel to spray
To into the
(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.
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.
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.
93-02-05
Textron Lycoming
This is the final rule of Priority Letter 95-07-01 issued on March 17, 1995.
95-AN E-l 4.
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.
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.
(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.
95-07-01
TEXTRON LYCOMING
97-1 Avco Lycoming and Textron Lycoming:
2. Engines that had Textron Lycoming cylinder kits installed after December 15,
1995; or
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.
condition addressed by this AD; and, if the unsafe condition has not been eliminated,
the request should include specific proposed actions to address it.
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:
(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,
(2) Remove from service piston pins, Part Number (P/N) LW-14077,
code 17328, and replace with serviceable piston pins.
(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.
(g) The actions required by this AD shall be done in accordance with the
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.
97-1 5-11
AVCO LYCOMING AND TEXTRON LYCOMING
98-1 8-~2 Textron Lycoming: Amendment
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:
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.
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.
98-1 8-’12
TEXTRON LYCOMING
2 002-1 2107 Ts´•hon Lycomln(l: I\mendmenl
_~
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.~;;.
Compliance
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:
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:
(i) Signs of oil leakage between the oil filter base and the
accessory housing; and
(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
2002-1 2-07
TEXTRON LYCOMING
Alternative Methods of Compliance
(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
(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):
_
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
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.
2002-1 2-07
TEXTRON LYCOMING