172SP Lycoming

OPE RATO RS MAN UAL
TEXTRON Aircraft
I
vrONIING
Engines
SERIES
0-360, HO-360, 10-360, AIO-360, HIO-360 TIG-360
60297-12
652 Oliver Street Williamsport, PA 17701 U,S.A.
570/323-6181
Operators
Manual
Lycoming
0-380, 00-380,; 10-300, AIO-360,

H101360
T101360 ~eries
Approved by
FAA
8h
Edition
Part No. 60297-12
652 Oliver Street
October 2005
17701
Williamsport,
570/323-6181
PA.
U.S.A.
O, HO, IO, AIO, HIO, TIG-360 Series Operators Manual
Lycoming Part Number:
60297-12
bylycoming. All rights reserved. Lycoming and "Powered by Lycoming" Lycoming.

O 2005
are
trademarks
or
registered trademarks~
of
product names referenced in trademarks of their respective companies.

All brand and
this
publication
are
trademarks
or
registered
For addition information:
.Mailing
address:
Lycoming Engines
652 Oliver Street
Williamsport,PA
Phone:
17701 U.S.A.
Factory: Sales Department:

Fax:
570-323-6181
570-327-7268
570-327-7101
from 8:00 AM
Lycomings regular business hours are Monday through Friday through 5:00 PM Eastern Time (-5 GMT)
Visit
us on
the World Wide Web at:
http://www.lycoming.com
A Textron Company
OPERATOR'S MANUAL REVISION

REVISION NO. PUBLICATION PUBLICATION NO. PUBLICATION DATE
0-360, HO-360, 10-360, AIO-360, HIO-360 & 60297-12 October 2005 60297-12-5 TIO-360 Series The page(s) in this revision replace, add to, or delete current pages in the operator's manual. PREVIOUS REVISION CURRENT REVISION
June 2007
December 2009 2-7
Web Page; 3-38 September 2007 3-8, 3-9, 3-11 December 2007 3-4,3-5 March 2009 1-5; Section 2 Index, 2-3, 2-8, 2-11; 3-5, 3-21, 3-41
02009 by Lycoming "All Rights Reserved" Lycoming Engines. a division of AVCO Corporation, a wholly owned subsidiary of Textron Inc.
NOTE
In order to accommodate clearer type,
larger
charts and graphs, and
move
detailed illustrations, this edition

HIO-360
of the 0-360, H01360, 10-360, AIO-360,

Part Number
_and
TIG-360
Operators Manual, Lycoming

art
60297-12, is presented in
8-172
II inch
format.
This edition is
complete manual,
current as
of the date ofissue.
The manual
incorporates
allpreviously issued revisions.
This manual will be
kept
current ~y revisions available
from Lycomirtg
an
dislvi~utors
Or
from
the factory. All revisions will be which will
accompanied by
Operator s Manual Revision page

date
identi~jt the revision level,

or
the
of the revision;
and the pages revised, added
deleted.
Ah
revisions
will be
supplied in the 8-1/2 x II inch format.
I
A Textron
Company
~ARRANTY
NEW AM) REBUILT ENGINES
Lycoming Engines, a division of Avco Corporation thereinafter "Lycoming") Lycoming reciprocating engine to be free from defect in material or workmanship under normal use and service. Lycomings sole obligation under this warranty is limited to replacement or repair of parts which are determined by Lycoming to have been defective within a period of twenty-four (24) months after new aircraft delivery to the original retail purchaser or first user, or twenty-four (24) months from the date of first operation. The warranty period of twenty-four (24) months commences on the ~earlier of the date of first operation after new aircraft delivery to the original retail purchaser or first user, or twenty-four (24) months from the date of shipment from Lycoming. Lycoming will, in connection with the foregoing warranty, cover reimbursement of reasonable freight charges with respect to any such warranty replacement or repair. (1)
WARRANTY AND REMEDY:
warrants
each
new
and rebuilt
period, Lycoming will reimburse the Purchaser for labor charges associated with warranty Lycoming will only reimburse the cost of such labor charges in connection with repair or replacement of parts as provided in Lycomings then current Removal and Installation Labor and Allowance Guidebook. Spare parts installed as warranty replacement on engines which are covered by this New Engine Warranty will be warranted for the balance of the original warranty period or for the spare part warranty, whichever is the greater. Replacement of parts may be with either new or reconditioned parts, at Lycomings election. A claim for warranty on any part claimed to be defective must be reported in writing to Lycomings Warranty Administration within 60 days of being found to require repair or replacement by the purchaser or service facility. Warranty adjustment is contingent upon the Purchaser complying with the Lycomings Warranty Administration disposition instructions for defective parts. Failure to comply with all of the terms of this paragraph may, at Lycomings sole option, void this warranty.
(2)
Within the warranty related issues.
(3)
THIS WARRANTY IS GIVEN AND ACCEPTED M PLACE OF

EXPRESS OR
(i)
ALL OTHER WARRANTIES OR
IMPLIED, INCLUDING BUT NOT LIMITED TO THE IMPLIED WARRANTIES CONDITIONS, OR CONDITION OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE AND (ii) ANY
OBLIGATION, LIABILITY, RIGHT, CLAIM OR
REMEDY IN
CONTRACT OR IN TORT
(DELICT),
INCLUDING PRODUCT LIABILITIES BASED UPON STRICT LIABILITY, NEGLIGENCE, OR IMPLIED WARRANTY IN LAW AND PURCHASER HEREBY WAIVES SUCH RIGHTS AND CLAIMS.
(4)
THIS WARRANTY IS THE ONLY WARRANTY MADE BY LYCOMING.
THE PURCHASERS SOLE
REMEDY FOR A BREACH OF THIS WARRANTY OR ANY DEFECT IN A PART IS THE REPAIR OR
REPLACEMENT OF ENGINE PARTS AND REIMBURSEMENT OF REASONABLE FREIGHT CHARGES AS

PROVIDED HEREIN.
LYCOMING EXCLUDES LIABILITY, WHETHER AS A RESULT OF A BREACH OF
CONSEQUENTIAL DAMAGES, INCLUDING, BUT NOT LIMITED TO, DAMAGE TO THE ENGINE OR OTHER PROPERTY (MCLUDING THE AIRCRAFT M WHICH THE ENGINE IS INSTALLED), COSTS AND EXPENSES RESULTING FROM REQUIRED CHANGES OR MODIFICATIONS TO ENGINE COMPONENTS
AND FEES AND
ASSEMBLIES, CHANGES IN RETIREMENT LIVES AND OVERHAUL PERIODS, LOCAL CUSTOMS TAXES, AND COSTS OR EXPENSES FOR COMMERCIAL LOSSES OR LOST PROFITS DUE TO
LYCOMINGS TOTAL
LOSS OF USE OR GROUNDING OF THE AIRCRAFT M WHICH THE ENGINE IS INSTALLED OR

OTHERWISE.
LIABILITY:FOR;ANY
AND ALL CLAIMS RELATED TO ANY
ENGINE SHALL IN NO CASE EXCEED THE ORIGINAL SALES PRICE OF THE ENGINE. SELLER MAKES NO WARRANTY AND DISCLAIMS ALL LIABILITY WITH RESPECT TO COMPONENTS OR PARTS DAMAGED BY, OR WORN DUE
TO, CORROSION.
A Textron
Company
(5) This warranty shall not apply to any engine or part thereof which has been repaired or altered outside Lycomings factory in any way so as, in Lycomings sole judgment, to affect its durability, safety or reliability, or which has been subject to misuse, negligence or accident. Repairs and alterations whichuse or incorporate parts and components other than genuine Lycoming parts or parts approved by Lycoming for dirkct acquisition from sources other than Lycoming itself are not warranted by Lycoming, and this warranty shall be void to the extent that such repairs and alterations, in Lycomings sole judgment, affect the durability, safety or reliability of the engine or any part thereof, or damage genuine Lycoming or Lycoming-approved parts. No person, corporation or organization, including Distributors of Lycoming engines, is authorized by Lycoming to assume for it any other liability in connection with the sale of its engines or parts, nor to ma.ke any warranties beyond the foregoing warranty nor to change any of the terms hereof. NO STATEMENT, WHETHER WRITTEN ORIORAL, MADE BY ANY
PERSON, CORPORATION OR ORGANIZATION, lNCl,UDING DISTRIBUTORS
TERMS
OF
THIS WARRANTY OF LYCOMING ENGINES
IT
MAY BE TAKEN AS A WARRANTY NOR WILL IT BIND LYCOMING. NO AGREEMENT VARYING THE OR LYCOMINGS OBLIGATIONS
UNDER IS BINDING UPON
LYCOMING UNLESS IN WRITING AND SIGNED BY A DULY AUTHORIZED REPRESENTATIVE OF LYCOMING
legal actions based upon claims or disputes pertaining to or involving this warranty including, but not limited Lycomings denial of any claim or portion thereof under this warranty, must be filed in the courts of general jurisdiction of Lycoming County, Commonwealth of Pennsylvania or in the United States District Court for the Middle District of Pennsylvania located in Williamsport, Pennsylvania. In the event that Purchaser files such an action in either of the court systems identified above, and a final judgment in Lycomings favor is rendered by such court, then Purchaser shall indemnify Lycoming for all costs, expenses and attorneys fee incurred by Lycoming in defense of such claims. In the event Purchaser files such a legal action in a court other than those specified, and Lycoming successfUlly obtains dismissal of that action or transfer thereof to the above described court systems, then Purchaser shall indemnify Lycoming for all costs, expenses and attorneys fees incurre~ by Lycoming in obtaining
(6)
to,
All
such dismissal
or
transfer.
and in the event of
(7) Any invalidity
finding
of such
provision of this Warranty shall not affect any other provision, invalidity, this Agreement shall remain in force in all other respects.
of
a
judicial
Effective April 2007 Revision
"N"
Lycoming Engines
652 Oliver Street
Williamsport, Pennsylvania
17701
(570)
www.
323-6181
lycoming. textron. com
A Textron
Company
~NARRANTY
a 1
(LIMITED)
REPLACEMENT PART RECIPROCATING AIRCRAFT ENGINE
WHAT LYCOMING PROMISES YOU

new reciprocating aircraft engine.replacement part sold by it to be free from workmanship for a period of twelve (12) months from the date of first operation. Cylinder Kits are warranted for a period of twenty-four (24) monthss. The date of first operation must not exceed two (2) years from the date of shipment from Lycoming.
Lycoming
warrants each
I 1
defects in material and
Lycomings obligation under this warranty shall be limited to its choice of repair or replacement, on an exchange basis, of the engine or any part of the engine, when Lycoming has determined that the engine is defective in material or workmanship. Such repair or replacement will be made by Lycoming at no charge to you. Lycoming will also bear the cost for labor in connection with the repair or replacement as provided in Lycomings then current Removal and Installation Labor Allowance Guidebook.
Any part
so
repaired
or
replaced will
be warranted for the remainder of the
original warranty period.
YOUR OBLIGATIONS
engine in which the replacement part is installed must have received normal use and service. You must apply for warranty with an authorized Lycoming distributor within 30 days of the appearance of the defect in material or workmanship.
The
Lycomings warranty does not cover normal maintenance expenses or consumable items. The obligations on the part of Lycoming set forth above are your exclusive remedy and the exclusive liability of Lycoming. This warranty allocates the risk of product failure between you and Lycoming, as permitted by applicable
law.
Lycoming reserves the right to deny any warranty claim if it reasonably determines that the engine or part subject to accident or used, adjusted, altered, handled, maintained or stored other than as directed in your operators manual, or if non-genuine Lycoming parts are installed in or on the engine and are determined to be a possible cause of the incident for which tlie warranty application is filed.
has been
Lycoming may change the construction ofengines atany incorporate such alterations in engines or parts previously sold.
time without
incurring
any
obligation
to
*Excluding 0-235
series
cylinders.
~13Y,
c~Y1
c~yl
A Textron
Company
THIS LIMITED WARRANTY IS EXCLUSIVE AND IN LIEU OF ALL OTHER WARRANTIES AND
REPRESENTATIONS, EXPRESS OR IMPLIED OR STATUTORY, WHETHERIWRIITEN OR ORAL,

INCLUDING BUT NOT LIMITED TO ANY WARRANTY OF MERCHANTABILITY OR FITNESS FOR ANY PARTICULAR PURPOSE, AND ANY IMPLIED WARRANTY ARISING FROM ANY COURSE OF PERFORMANCE OR DEALING OR TRADE USAGE. THIS WARRANTY 1S ALSO 1N LIEU OF ANY OTHER OBLIGATION, LIABILITY, RIGHT OR CLAIM, WHETHER 1N CONTRACT OR IN TORT, INCLUDING ANY RIGHT IN STRICT LIABILITY IN TORT OR ANY RIGHT ARISING FROM NEGLIGENCE ON THE PART OF LYCOMING, AND LYCOMINGS LIABILITY ON SUCH CLAIM SHALL IN NO CASE EXCEED THE PRICE ALLOCABLE TO THE ENGINE OR PART WHICH GIVES RISE TO THE CLAIM.
~3
LIMITATION OF LIABILITY
IN NO EVENT, WHETHER AS A RESULT OF A BREACH OF WARRANTY, CONTRACT OR ALLEGED NEGLIGENCE, SHALL LYCOMING BE LIABLE FOR SPECIAL:OR CONSQUENTIAL OR ANY OTHER DAMAGES, INCLUDING BUT NOT LIMITED TO LOSS OF PROFITS OR
g
a
REVENUES, LOSS OF USE OF
THE ENGINE OR COST OF A REPLACEMENT.
No agreement varying this warranty or Lycomings obligations under it will be unless in writing signed by a duly authorized representative of Lycoming.
binding
upon
Lycoming
E,fjcective March
2002 Revision "K"
Lycoming Eng~nes
652 Oliver Street
Williamsport, Pennsylvania
17701
(570) 323-6181
www. textron.
lycoming. com
ci~cl6k
~Y c~V cl~WQy dSH~h) c~coeb
i
A Textron
Company
WARRANTY
(LIMITED)
OVERHAULED RECIPROCAT~G AIRCRAFT ENIGNE
WHAT LYCOMING PROMISES YOU
Lycoming warrants each overhauled reciprocating engine sold by it to be free from defects in material and workmanship for a period of twelve (12) months from date of first operation. Cylinders are warranted for a period of twenty-four (24) months*. The date of first operation must not exceed two(2) years from the date of shipment from Lycoming. Lycomings obligation
basis, of the engine
or or
any part of the
under this warranty shall be limited to its choice of repair or replacement, on an exchange engine, when Lycoming has determined that the engine is defective in material
workmanship.
Such
repair
or
bear the cost for labor in connection with the
replacement will be~made by Lycoming at no charge to you. Lycoming repair or replacement as provided in Lycomings then current
will also Removal
and Installation Labor Allowance Guidebook.
Any engine
or
part
so
repaired
or
replaced
will be entitled to warranty for the remainder of the
original warranty
period.
YOUR OBLIGATIONS
The
engine
must
have received normal
use
and service. You must
distributor within 30
days
of the appearance of the defect in material
apply for warranty or workmanship.
with
an
authorized
Lycoming
Lycomings warranty does not cover normal maintenance expenses or consumable items. The obligations on the part Lycoming set forth above are your exclusive remedy and the exclusive liability of Lycoming. This warranty allocates the risk of product failure between you and Lycoming, as permitted by applicable law.
of
Lycoming reserves the right to deny any warranty claim if it reasonably determines that the engine or part has been subject to accident or used, adjusted, altered, handled, rhaintained or stored other than as directed in your operators manual, or if non-genuine Lycoming parts are installed in or on the engine and are determined to be a possible cause of the incident for which the warranty application is filed. Lycoming
may change the construction of engines alterations in engines or parts previously sold.
at any
time without
incurring
any
obligation
to
incorporate such
*Excludes 0-235 series
cylinders that have
the
same
warranty
as
the
engine.
ci~QccQv
d3~r
rq~L)Ob 41~k
IO~QY
riMIC~ r(g*e~ C~Oh ~eP) CYI~ l~*eP ~*P)F
L~Oh ~Oh
(Oe~h
THIS LIMITED
WARRANTY
IS
EXCLUSIVE AND
IMPLIED
IN
LIEU
OF ALL
OTH~R
FROM
WARRANTIES OR
AND
H
B
REPRESENTATIONS, EXPRESS OR
PARTICULAR
OR
STATUTORY,
WHETHEd
WRITTEN
ORAL,
OF
INCLUDING BUT NOT LIMITED TO ANY WARRANTY OF MERCHANTABILITY OR FITNESS FOR ANY
PURPOSE,
AND
ANY
IMPLIED
WARRANTY
ARISING
ANY
i3O11RSE
PERFORMANCE OR DEALING OR TRADE USAGE. THIS WARRANTY IS ALSO 1N LIEU OF ANY OTHER
OBLIGATION, LIABILITY, RIGHT OR CLAIM,
WHETHER IN CONTRACT OR IN
TORT, INCLUDING
IN NO EVENT, WHETHER AS A RESULT OF A BREACH OF WARRANTY, CdNTRACT OR ALLEGED NEGLIGENCE, SHALL LYCOMING BE LIABLE FOR SPECIAL OR CONSEQUENTIAL OR ANY OTHER DAMAGES, INCLUDING BUT NOT LIMITED TO LOSS OF PROFITS OR REVENUES, LOSS OF USE OF
THE ENGINE OR COST OF A REPLACEMENT.

No
agreement varying this warranty

a
writing signed by
duly
authorized
or Lycomings obligations representative of Lycoming.
under it will be
binding
upon
Lycoming
unless, in
1
s
Effective March
2002 Revision "K"
LlycominSI En~nes
652 Oliver Street
1
1
Willia47sport, Pennsylvania
17701
(570)
www.
323-6181
lycoming. fextron. com
~b CI~V JawQv
LYCOMING OPERATORS MANUAL
ATTENTION
OWNERS, OPERATORS, AND MAINTENANCE PERSONNEL

This
operators
manual contains
description
of the
engine,
its
specifications,
and detailed information
on
how to operate and maintain it. Such maintenance procedures that may be required in conjunction with periodic inspections are also included. This manual is intended for use by owners, ijilots and maintenance
personnel responsible for care of Lycoming powered aircraft. Modific~itions and repair procedures are contained in Lycoming overhaul manuals; maintenance personnel should refer to these for such procedures.
SAFETY WARNING NEGLECTING TO FOLLOW THE OPERATING INSTRUCTIONS AND TO CARRY OUT PERIODIC
U4INTENANCE PROCEDURES CAN RESULT IN POOR ENGINE PERFORU4NCE AND POWER LOSS. ALSO, IF POWER AND SPEED LIMITATIONS SPECIFIED IN THIS MANUAL ARE EXCEEDED, FOR ANY REASON; DAMAGE TO THE ENGINE AND PERSONAL INJURY CAN HAPPEN. CONSULT YOUR LOCAL FAA APPROVED M4INTENANCE FACILITY:
SERVICE BULLETINS,
INSTRUCTIONS,
AND LETTERS
Although the information contained in this manual is up-to-date at time of publication, users are urged to keep abreast of later information through Lycoming Service Bulletins, Instructions and Service Letters which are available from all Lycoming distributors or from the factory by subscription. Consult the latest revision of Service Letter No. LZ 14 for subscription information.
SPECLQL NOTE
The illustrations,
pictures and drawings shown

are
in this
as
portray; in
thereo~
no
instance
they
to
be
interpreted
publication are typical of the subject matter they examples of any speciJic engine, equipment or part
IMPORTANT SAFETY NOTICE
service
Proper service and repair is essential to increase the safe, reliable operation of all aircraft engines. The procedures recommended by Lycoming are effective methods for performing service operations.
Some of these
operations require
as
the
use
of tools
specially designed
for the task. These
special tools
must be
used when and It is
recommended. and Cautions which of
important to note that most Lycoming publications contain various Watnings carefully read in order to minimize the risk of personal injury or t~e use methods that may damage the engine or render it unsafe.
must be
improper
service
It is also
not
important
to understand that these
Warnings
and Cautions
are
not
alllinclusive.
Lycoming
could
possibly know, evaluate or advise the service trade of all conceivable ways,in which service might be done or of the possible hazardous consequences that may be involved. Accordingly, anyone who uses a
service will be
procedure must first satisfy themselves thoroughly that neither their safetl nor aircraft safety jeopardized by the service procedure they select.
TABLE OF CONTENTS
Page
SECTION 1 DESCRIPTION
1-1
SECTION 2
SECTION 3 SECTION 4 SECTION 5
SPECIFICATIONS OPERATING INSTRUCTIONS

PERIODIC INSPECTIONS MAINTENANCE PROCEDURES
2-1 3-1 4-1 5-1
SECTION 6 SECTION 7 SECTION 8
TROUBLE-SHOOTING
INSTALLATION AND STORAGE
TABLES
6-1
7-1 8-1
rn
sc
;e
~t-
a
-ra
PW
;;sJ
[E)
Figure
i. 3/4
Right Side View
IO-360-AIA
ORIGINAL
As Received ATP
By
rll,
O\
,o
"a
vl
)-3 M
x
~"3
e
r,
c%
3:
CI
o
a
v,
r:
Cd
t~S
cl
Figure 2. 3/4 Left Rear
View
TIO-360-A1B
ORIGINAL As Received By
ATP
SECTION P
DESCRIPTION
Page
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1-1 1-1
1-1
Cylinders
Valve
.........................................................................................................................i
Operating Mechanism
Crankcase
1-1 1-1 1-2 1-2 1-2 1-2 1-2 1-2 1-3

9-3 1-3
Crankshaft
Connecting Rods
Pistons
AeEessoly Housiag
Oil Sump
Cooling System
Induction
System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Lubrication
Priming System
Ignition System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Counterweight System
Model
1-3
13
Application
Table. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LYCOMING OPERATORS MANUAL 0-360 AND ASSOCIATED MODELS
SECTION 1
DESCRIPTION
SECTION 1
DESCRIPTION
The O. HO, IO, AIO, HIO, LIO and TIG-360 series

air-cooled
In
are
four
cylinder,
direct drive,
horizontally opposed,
engines.
to the location of the various
referring
engine components, the parts
are
described
as
installed in the
the bottom and the
airframe. Thus, the power take-off end is the front and the accessory drive end the rear. The sump section is opposite side of the engine where the shroud tubes are located the top. Reference to the
left and
right side is made with the observer facing the rear of the engine. The cylinders are numbered from front to rear, odd numbers on theright. The direction of rotation of the crankshaft, viewed from the rear, is clockwise. Rotation for accessory drives is determined with the observer facing the drive pad.
NOTE
of the basic model. Example: model IO-360-C has clockwise rotation of the Therefore, LIO-360-C has counterclockwise rotation of the crankshaft. Likewise, the rotation of the accessory drives of the LIO-360-C is opposite those ofthe basic model as listed in Section 2 of this manual.
reverse
The letter "L
in the
modelprefix
denotes the
rotation
The letter "D model
used
as
the
4h
or
Sh
character in the model
dual magnetos housed in a single housing. to the O-360-AIF6 will apply to the O-360-A1F6D. pertinent
employs
suffix denotes that the particular Example. All information
Operational aspects of engines the basic model will apply.
are
the
same
andperformance
curves
and
speciJicationsfor
Cylinders The cylinders are of conventional air-cooled construction with the two major parts, head and barrel, screwed and shrunk together. The heads are made from an aluminum alloy casting with a fully machined combustion chamber. Rocker shaft bearing supports are cast integral with the head along with housings to form the rocker boxes. The cylinder barrels have deep integral cooling fins and the inside of the barrels are ground and honed to a specified finish.
Operating Mechanism A conventional type camshaft is located above and parallel to the crankshaft. The camshaft actuates hydraulic tappets, which operate the valves through push rods and valve rockers. The valve rockers are supported on full floating steel shafts. The valve springs bear against hardened steel seats and are retained on the valve stems by means of split keys.
Crankcase The crankcase
Valve
assembly
are
consists of two reinforced aluminum
by means of studs, bolts and nuts. gasket, and the main bearing bores
The
alloy castings, fastened together mating surfaces of the two castings are joined without the use of a machined for use of precision type main bearing inserts.
a
Cranlishaft
surfaces
are
The crankshaft is made from

nitrided.
chrome nickel
molybdenum
steel
forging.
All
bearing journal
1-1
0-360 AND ASSOCIATED MODELS
Connecting Rods The connecting rods are made in the form of "H" sections from alloy steel forgings. They have replaceable bearing inserts in the crankshaft ends and bronze bushin~s in the piston ends. Two bolts and nuts through each cap retain the bearing caps on the crankshaft ends.
alloy. The piston pin is of a full floating type with a plug located in each end of the pin. Depending on the cylinder assembly, pistons may be machined for either three or four rings and may employ either half wedge or full wedge rings. Consult the latest revisionof Service Instruction no. 1037 for proper piston and ring combinations.
Pistons
The
pistons
are
machined from
an
aluminum
Accessory Housing
the crankcase and the top drives.
The accessory housing is made from an aluminum casting and is fastened to the rear of rear of the sump. If forms a housing for the oil pump and the various accessory
Sump (Except AIO Series) The sump incorporates an oil drain plug, for carb~iretor or fUel injector, the intake riser and intake pipe connections.
Oil
Crankcase Covers
oil suction screen,
mounting pad
(AIO Series)
Crankcase
covers are
employed
an
on
the top and bottom of the

cover
These
covers
incorporate
a
oil suction screens, oil scavenge line connections. The top

cover a
engine. incorporates a
connection for
breather line and the lower
connection for
oil suction line.
engines are designed to be cooled by air pressure. Baffles are provided to build up a pressure and force the air through the cylinder fins. The air is then exhausted to the atmosphere through gills or augmentor tubes usually located at the rear of the cowling. Cooling System engines are equipped iyith either a float type or pressure type carburetor. See Table 1 for model application. Particularly good distribution of the fuel-air mixture to each cylinder is obtained through the center zone induction system, which is integral with the oil sump and is submerged in oil, insuring a more uniform vaporization of fuel and aiding in cooling the oil in the sump. From the riser the fuel-air mixture is distributed to eachcylinder by individual intake pipes.
Induction
These
System
Lycoming
0-360 and MO-360 series
Lycoming 10-360, AIO-360, HIO-360 and TIG-360 series engines are equippeh with a Bendix type RSA fuel injector, with the exception of model 1O-360-B1A that is equipped with a Simmonds type 530 fUel injector. (See Table 1 of model application.) The fuel injection system schedules fuel flow in proportion to air flow and fuel vaporization takes place at the intake ports. A turbocharger is mounted as an integral part of the TIG-360 series engines. Automatic waste gate control of the turbocharger provides constant air density to the fuel injector inlet from sea level to critical altitude.
A brief description of the carburetors and fuel
injectors
follows:
of the
The Marvel-Schebler MA-4-5 and HA-6 carburetors manual mixture control and
an
are
single
barrel
?oat type equipped
with
idle cut-off.
The Marvel-Schebler MA-4-5AA carburetor is of the
single
barrel float type with automatic pressure

not have
a
altitude mixture control. This carburetor is

control.
equipped with idle cut-off but does
manual mixture
Bendix-Stromberg PSH-SBD is a pressure operated, single barrel horizontal carburetor, incorporating an airflow operated power enrichment valve and an automatic mixture control ui~it. It is equipped with an idle cut-off and a manual mixture control. The AMC unit works independently of, and in parallel with, the
The
manual mixture control.

1-2
0-360
Al\jD ASSOCIATED MODELS
air flow
pressure
The Bendix RSA type fuel injection system is based on the principle of measuring air flow and using the signal in a stem type regulator to convert the air force into a fuel force. This fuel force (fuel
across
differential) when applied proportional to airflow.

The Simmonds type 530 is
a
the fuel
metering
section
(jetting system) makes fuel flow
continuous flow fuel
injection system. This continuous flow system has three
separate components:
1. 2.
3.
Afuelpumpassembly. Athrottlebody assembly.

Fourfuel flownozzles.
This system is throttle actuated. Fuel is injected into the engine intake valve ports by the nozzles. The system continuously delivers metered fuel to each intake valve port in response to throttle position, engine
position. Complete flexibility of operation is provided by the manual mixture control, which permits the adjustment of the amount of injected fuel to suit all operating conditions. Moving the mixture control to "Idle Cut-Off results in a complete cut-off of fuel to theengine. speed
and mixture control Lubrication
accessory
(All models except AIO-360 series). An impeller type System housing actuates the 111 pressure wet sump lubrication system.
The AIO-360 series is
on
pump contained within the
AIO-360 Series
scavenge pump is installed
the accessory
designed for aerobatic flying and housing.

is
is of the
dry
sump type. A double
Priming System.- Provision for a primer system injected engines do not require a priming system. Ignition System application.
Dual
provided
on
all
engines employing
carburetor. Fuel
ignition is furnished by
two Bendix
magnetos. Consult Table 1 for model
Counterweight System Models designated by the numeral 6 in the suffix of the model number (Example: O-360-A1G6) are equipped with crankshafts with pendulum type counterweights attached.
TABLE 1 MODEL APPLICATION
Model
0-360
Left"
Right"
Carburetor
-AIA, -A2A, -A3A, -A4A -A1C, -C2D -A1D, -A2D, -A3D, -A4D, -A2E -A1F, -A2F, -A1F6~ -A1G, -A2G, -A4G, -A1G6 -A1H, -A2H, -A4J
-A1H6
S4LN-21
S4LN-20
MA-4-5
S4LN-200
S4LN-200
S4LN-204
S4LN-204
PSH-SBD
MA-4-5 MA-4-5
S4LN-1227 S4LN-1227 S4LN-21
S4LN-1209 S4LN-I 209 S4LN-204 4270

4370
HA-6
HA-6
HA-6
MA-4-5
4273
4373
-A1P, -A4P, -B2C, -C4P -A4K,-CIF,-C4F

-A4M
4371 4371.
4370 4370
HA-6
MA-4-5
Models with counterclockwise rotation
employ
S4RN series.
See latest revision of Service Instruction No. 1443 for alternate magnetos.
1-3
SECTION 1
DESCRIPTION
TABLE
1(CONT.)
MODEL APPLICATION Model
Left**
Ri ght*
Carburetor
0-360 (Cont.)
-A4N
4251
4251 S4LN-20 S4LN-204

4050
1 MA-4-5 I MA-4-5 I MA-4-5 1 MA-4-5 I PSH-SBD

I
-B1A, -B2A, -CIA, -CIG, -C2A -BIB; -B2B, -C1C, -C2C
S4LN-21 S4LN-200
4051
-CIE, -C2E,
-C2B
-A4M
S4LN-21
S4LN-20
S4LN-20
-D1A, -D2A
-D2B
I S4LN-21 S4LN-200
4191
I MA-4-5
S4LN-204
4191
4251 4370
I MA-4-5 1 HA-6
1 HA-6 1 MA-4SPA
-F1A6
-G1A6 -J2A
1 4251
4347
0-360 Dual Ma~neto
-AIAD, -A3AD, -ASAD -AIF6D, -AILD

-A 1 G6D
I I
D4LN-3021 D4LN-3021 D4LN-3021
MA-4-5
I MA-4-5
I HA-6
MO-360
-A1A -B1A
-B1B
S4LN-200
S4LN-200
S4LN-204
S4LN-204
MA-4-5AA
I PSH-SBD
PSH-SBD
1 HA-6
I S4LN-200
4347
S4LN-200
4370
-C1A
HIO-360
Fuel Iniector S4LN-200 S4LN-200 S4LN-1 208 S4LN-200

i
-AIA, -BIA, -B1B -AIB, -CIA

-CIB
-D1A
I RSA-SAB 1
RSA-SADI
S4LN-204 S4LN-I 209 S4LN-1208

4370
I
1 RSA-SAD 1 I RSA-7AAI
1 RSA-SAD 1
S4LN-1208
4347
-GIA HIO-360 Dual Marzneto

-E1AD
D4LN-3021 D4LN-3200 10-360

1
I RSA-SAB1
I RSA-SAB1
-EIBD, -FIAD
-A1A, -A2A, -B1B, -B 1C -AIB, -A2B, -A1B6 -AIC,-A2C,-CIB -A1D6, -BIE, -BE
-A3B6
S4LN-200
S4LN-204 S4LN-1 209 S4LN-1209 S4LN-1209 4370 S4RN series.
I RSA-SAD 1
S4LN-1227 S4LN-1208 S4LN-1227

4372
1 RSA-SAD 1
RSA-SADI RSA-SADI RSA-SADI
employ
1-4

TABLE
I(CONT.)
MODEL APPLICATION
Model
Left""
Right""
Fuel Iniector
10-360 (Cont.)
-B1A
S4LN-200
S4LN204
S4LN-204
530 RSA-SADI RSA-SADI
-B1D, -C 1A -BIF, -B2F, -B2F6 -B4A, -K2A
S4LN-200 S4LN-I 227

S4LN-21
S4LN-I 227 S4LN-20

S4LN-1209
RSA-SADI
RSA-SADI
-CIC,-C1C6,-C1D6 -C 1 E6, -C 1 F, -F 1A -D1A, -EIA

-A1D
S4LN-1227
S4LN-1227 S4LN-1208
S4LN-1209
S4LN-I 209 S4LN-204 4371 4370
4345
I RSA-SADI
RSA-SADI RSA-SADI RSA-SADI RSA-SADI RSA-SADI
S4LN-21
-L2A
-M 1B, -B 1G6
1 4371
4371 4345 10-360 Dual Ma~neto
-C1G6
-A 1 B6D,
-A3B6D, -J 1 AD, -J 1 A6D

AIO-360
D4LN-3021 D4LN-3000
RSA-SADI RSA-SADI
-A 1 D6D, -A3D6D
-A 1 -A 1
A, -A2A B, -A2B, -BIB

TIG-360
S4LN-I 208 S4LN-1227
S4LN-1209 S4LN-1209
RSA-5ADI
RSA-SADI
-A 1A, -A 1B, -A3B6
S4LN-1208
S4LN-1209
RSASADI
TIG-360 Dual Maaneto
-C 1 A6D
D4LN-3021 S4RN series.
RSA-SADI
employ
For information
pertaining
to
engine
model
(L)IO-360-M1A, refer
to
Operation
and Installation
Manual P/N 60297-36 models with letter "D"
Engine
models
as
4h
or
5"
Basic models
employing employing -200 and

uses
-21
or
-1227
-1208
(impulse coupling magnetos) use (retard breaker magnetos) use D4LN or
character in suffix denotes dual magnetos in single housing. DILN or D4RN-3021. Basic D4RN-3000.
Example
Basic
model IO-360-C1C
D4LN-3021.
S4LN-1227 and S4LN-1209, therefore model 1O-360-C1CD would
employ
Revised March 2009
1-5
LYCOMING OPERATORS MANUAL SECTION 2 SPECIFICATIONS
Page Specifications
0-360-A) -C, -F . . . . . . . . .
2-1
0-360-B) -D . . . . . .. . . . . . . . . . . . .. . . . .
0-360-52A . . . . . . . . . . .. .. . . .. . . . . . . . . . . . . . . .
2-1
2-1 2-2 2-2 2-2 2-3 2-3
HO-360-A) -C
HO-360-B . . . .. . .. . . .. . . . . . .;. IO-360-L2A
(IO-360-B1G6,*,-M1B
IO-360-A, -C, -D, -J, -K. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IO-360-B, -E, -F
AIO-360-A, -B HIO-360-A, -B
HIO-360-C HIO-360-D HIO-360-E HIO-360-F1AD.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2-4 2-4
2-4
2-5
2-5 2-5 2-6
HIO-360-G1A.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TIG-360-A
TIO-360-C
2-6 2-6 2-7

2-7
Accessory
Detail
Drives
Weights
2-7
2-9
Dimensions
For information
pertaining
to
engine
model
(L)IO-360-M1A, refer
to
Operation
and Installation
Manual P/N 60297-36.
Revised March 2009
LYCOMING OPERATORS MANUAL 0-360 AND ASSOCIATED MODELS SECTION 2 SPECIFICATIONS
SECTION 2
SPECIFICATIONS
0-360-A, -C,
-F Series*
Type Certificate horsepower. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .180 Rated speed, RPM.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ;. . . . . . . . . . . . . . . . . . 2700

FAA
....................................................................................................................................286
Rated
Bore, inches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5.125 Stroke, inches
...........................................................................................4.375
Displacement, cubic inches.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 361.0 Compression ratio Firing order Spark occurs, degrees ETC Valve rocker clearance (hydraulic tappets collapsed) Propeller drive ratio Propeller driven rotation (viewed from rear)
......~.......................................................................................................................................1-3-2-4
..............................................................................................................................25
8.5:1
.028-.080 I-1
..........................................................;...........................Clockwise
0-360-C2D
only. Take-offrating
180 HP
2900 RPM and 28 in.
hg.
0-360-B, -D Series
FAA
Type Certificate horsepower. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,. . . . . 168 Rated speed, RPM.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2700

Rated
....................................................................................................................................286
Bore, inches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5.125 Stroke, inches
..............................................................................................................................................4.375
Displacement, cubic inches.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ;. . . . . . . .36 Compression ratio Firing order Spark occurs, degrees ETC Valve rocker clearance (hydraulic tappets collapsed) Propeller drive ratio Propeller driven rotation (viewed from rear)
..............................................................................................................................25
1.0 7.2:1
1-3-2-4
.028-.080
1:1
......................................................................................Clockwise
0-360-52A
Type Certificate Rated horsepower. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .145 Rated speed, RPM.. . . . . . . . . . . . . . ;. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

FAA
. . . . . .:. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 286
2400 thru 2700
................................................................................,.............................................................4.375
Displacement, cubic inches.. . . . . . . . . . . . . .;. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 361.0 Compression ratio Firing order Spark occurs, degrees ETC Valve rocker clearance (hydraulic tappets collapsed) Propeller drive ratio Propeller driven rotation (viewed from rear)
..............................................................................................................................................1-3-2-4
..............................................................................................................................25
8.5:1
.028-.080 1:1
......................................................................................Clockwise
2-1
SECTION 2 SPECIFICATIONS
SPECIFICATIONS
(CONT.)
HO-360-A, -C
Type Certificate Rated horsepower. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .180 Rated speed, RPM.. . . . . . . . . . . . . . . . . t. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2700

FAA
...............................................................................................;.....................................286
Bore, inches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5.125 Stroke, inches
..............................................................................................................................................4.375
Displacement, cubic inches.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .;. . . . . . . . . . . . 361.0 Compression ratio Firing order Spark occurs, degrees ETC Valve rocker clearance (hydraulic tappets collapsed) Propeller drive ratio Propeller driven rotation (viewed from rear)..........
..............................................................................................................................................1-3-2-4
8.5:1
...i.....................................
............................25
.028-.080
1:1
..................................................:.........................Clockwise
HO-360-B Series
Type Certificate Rated horsepower.; . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .180 Rated speed, RPM.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2900

FAA
..............................................................................................................1.....................286
Bore, inches. . . . ;. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . :. . . . . . . . . . . 5.125 Stroke, inches
............................................................................................................i.................................4.375
Displacement, cubic inches.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . :. . . . . . . . . . . . . . . . .361.0 Compression ratio Firing order Spark occurs, degrees ETC Valve rocker clearance (hydraulic tappets collapsed) Propeller drive ratio Propeller driven rotation (viewed from rear)
..............................................................................................................................25
8.5:1
1-3-2-4 .028-.080
1:1
.......................................................................,..............Clockwise
IO-360-L2A*
FAA
Type Certificate
1E10
Rated horsepower. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .160 Rated speed, RPM.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2400
Bore, inches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1. . . . . . . . . . . 5.125 Stroke, inches
...............................4.375
Displacement, Compression ratio Firing.order Spark occurs, degrees

Propeller Propeller driven
This
2-2
cubic inches.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 361.0

8.5:1 1-3-2-4 ETC
..............................................................................................................................25
Valve rocker clearance

drive ratio
(hydraulic tappets collapsed)

(viewed
~om
.028-.080
1:1
rotation
an
rear). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . :. . . . . . . . . . . . .Clockwise
engine
has
alternate
rating
of 180 HP at 2700 RPM.

SECTION 2
SPECIFICATIONS
SPECIFICATIONS (~ONT.)
IIO-360-B1G6,~.-M1BI
FAA
Type horsepower Rated speed, RPM

Rated
Certificate
1E10
180
2700
5. 125
Bore, inches Stroke, inches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.375
Displacement, cubic inches Compression ratio;. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . :. . . . . . . . 8.5:1 Firing order Spark occurs, degrees ETC . . . . . . . i. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ;. . . . . . . . . . . . . . . . .25 Valve rocker clearance (hydraulic tappets collapsed) Propeller drive ratio Propeller driven rotation (viewed from rear). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . :. . . .~. .
361.0
1-3-2-4
.028-.080
1:1
Clockwise refer to
and Installation
For information 60297-36.
(L)IO-360-M1A, pertaining engine N/PlaunOperation M a

to
model
This
engine
has
an
alternate
rating
of 160 HP at 2400 RPM.
IO-360-A, -C, -D, -J, -K Series
Type Certificate horsepower Rated speed, RPM

FAA
1E10 200
Rated
2700
5;125
Bore, inches Stroke, inches. . . . . . . . . . . . .. . . . . . :. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
..........................................................................................1.....................................................
4:375
........................................................................................................................361
Displacement, Compression ratio. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .,. . . . . . . . . . . . . . . . . . . . . . . . . . . .1. . . . . . . . 8.7:1 Firing order. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -. . . . . . . . . . . . . . . .:. . . . . . . . . . . Spark occurs, degrees ETC Valve rocker clearance (hydraulic tappets collapsed) Propeller drive ratio Propeller driven rotation (viewed from rear). . . . . . . . . ,. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
.........................................................................................................................25**
cubic inches
.0 1-3-2-4
.028-.080
1:1
Clockwise
NOTE** On the
before
following model engines, timing magnetos.
the magneto
spark
occurs
at 20" ETC. Consult
nameplate
Serial No.
Models IO-360-A Series
(Except
-A 1B6D)
L-14436-51 and up L-14436-51 and up L-13150-51 and up

L- 1 4446-5 1 and up
IO-360-C, -D Series (Except -CIC, -C1F, -CIC6, -C1D6) IO-360-CIC, -CIF

10-3 60-C 1 D6 LIO-360-C 1E6
AIO-360-A 1A,
-AIB, -BIB HIO-360-C1A, -CIB

IO-360-C 1 C6
L-1064-67 and up L-220-63 and up
L-14436151
All All
All
and up
IO-360-C 1G6
IO-360-51AD, -K2A
Engines Engines Engines

2-3
Revised March 2009
SECTION 2
SPECIFICATIONS SPECIFICATIONS

(CONT.)
1O-360-B, -E, -F Series*

FAA
Type Certificate
...........................,....................................................................1................................
1E10 180 2700

5.125
Rated Rated
horsepower
speed,
RPM
Bore, inches
Stroke, inches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ;. . . . .4.375
Displacement, cubic inches Compression ratio Firing order Spark occurs, degrees ETC Valve rocker clearance (hydraulic tappets collapsed) Propeller drive ratio Propeller driven rotation (viewed from rear). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ;. . . . . . . . . . . .
................-........................................................................................................361.0
....................................................................................................i.........:..........................
8.5:1
1-3-2-4
25 .028-.080
1:1
Clockwise
IO-360-B 1C
only
is rated at 177 HP.
AIO-360-A, -B Series
Type Certificate horsepower Rated speed, RPM

FAA Rated
1E10
200 5. 125
361.0 1 1-3-2-4
..............................................................................................................................;........2700
Bore, inches
Stroke, inches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . :. . . . . . . . . . . . . . . . 4.375 Displacement, cubic inches
Compression Firing order Spark occurs, degrees
ratio
...................................................;..................................:.................................................8.7:
ETC
25** .028-.080 I:1
(hydraulic tappets collapsed) (viewed

from
Propeller Propeller
drive ratio driven rotation
rear). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .,. . . . . . . . . . . .
HIO-360-A, -B Series
Clockwise
See Note
Page 2-3.
FAA
Type Certificate Rated horsepower Rated speed, RPM

Bore, inches
1E10 180"
2900
5. 125 361.0
Stroke,
inches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ;. . . . . . . . . . . . . . .4,375
Displacement, cubic inches Compression ratio, -A series Compression ratio, -B series Firing order Spark occurs, degrees ETC Valve rocker clearance (hydraulic tappets collapsed) Propeller drive ratio Propeller driven rotation (viewed from rear). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
......................................................................................,.................................8.7:1
"""""""""""""""""""""""""""""""""""""""""""1
................................8.5:1
1-3-2-4 .028-.080
1:1
....................................................................................................1..;.............;...................
Clockwise manifold at standard

sea
HIO-360-A has
standard
2-4
altitude with 25
rating
of 180 HP at 26.1
Hg.
level conditions to 3900 feet
in.
Hg.
manifold pressure.

0-360 AND ASSOCIATED MODELS SPECIFICATIONS
(CONT.)
HIO-360-C Series
FAA
Rated Rated
Type Certificate horsepower. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .205
1E10
speed,
RPM.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2900
Bore, inches. . . . . . . . . . . . . . . . . . . . ,. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .;. . . .;. . . . . . . . . . . . . 5.125 Stroke, inches
..............................................................................................................................................4.375
Displacement, cubic inches.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 361.0 Compression ratio Firing order Spark occurs, degrees BTC.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .;. . . . . . .25** Valve rocker clearance Olydraulic tappets collapsed) Propeller drive ratio Propeller driven rotation (viewed from rear) . . . .;. . . . . . . . . . . . . . . ;. . . . . . . . . . . . . . . . . . . . . . . .Clockwise
..............................................................................................................................................1-3-2-4
8.7:1
.028-.080
1:1
See Note
Page 2-3.
HIO-360-D Series
Type Certificate Rated horsepower. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .190

FAA
1E10
Rated
speed,
RPM.. . . . . . . . . . . . . . . . . . . . . . . . . . ,. ;. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3200
..............................................................................................................................................4.375
Displacement, cubic inches.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,. . . . . . .;. . .361.0 Compression ratio Firing order Spark occurs, degrees ETC Valve rocker clearance (hydraulic tappets collapsed) Propeller drive ratio Propeller driven rotation (viewed from rear)
10.0:1
1-3-2-4 ".028-.080
1:1
........................................................................................20
......................................................................................Clockwise
Consult Service Bulletin No. 402 for valve rocker clearance of HIO-360-D 1A.
HIO-360-E Series*
FAA
Rated Rated
Type Certificate horsepower. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .190
1E10
speed,
RPM.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2900
..............................................................................4.375
Displacement, cubic inches.. . . . . .;. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 361.0 Compression ratio Firing order Spark occurs, degrees ETC Valve rocker clearance (hydraulic tappets collapsed) Propeller drive ratio Propeller driven rotation (viewed fmm rear)
HIO-360-E has
a
8.1:1
1-3-2-4
...........................................................................................20
.028-.080
1:1
......................:........................................._.....................Clockwise
rating
of205 HP at 2900 RPM and 36.5 in.

or
Hg. manifold pressure
when
equipped
with 2-5
turbocharger
kit SK-28-121000
equivalent.
LYCOMINC OPERATORS MANUAL 0-360 AND ASSOCIATED MODELS
SPECIFICATIONS (CONT.)
HIO-360-F1AD Series
FAA Type Certificate Rated horsepower. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1. . .. . . 190

Rated
......................................................................................i.....:.:..................................
1E10
speed,
RPM.. . . . . . . . . . . . . . . . . . . . . . . . ... . .. . . .. .3050
Bore, inches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... . . 5.125 Stroke, inches........
............;..............4.375
Displacement, Compression ratio Firing order Spark occurs, degrees
cubic inches...................
...............................................................................i.........................................
..............................................~........:..................................36
1.0 8.0:1
.........................................................................;.1-3-2-4
BTC.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..:. . . .. . . . 20
(hydraulic tappets collapsed)
.............................................1...............:...........
.028-.080
1:1
..1.....
Propeller drive ratio Propeller driven rotation (viewed from rear)

HIO-360-G1A
FAA
....Clockwise
Type Certificate Rated horsepower.....
1E10
i.............180
Rated
speed,
RPM. . . . . . . . . . . . . . . . . . . .270 ..........4.375 .O

85:1
Bore, inches. . . . . . . . . . . . . . . . ; 5125 Stroke, inches...........
........._,_
Displacement, cubic inches. . . . . . . . . . . . . . . . . . . 361 Compression ratio Firing order Spark occurs, degrees ETC................ Valve rocker clearance (hydraulic tappets collapsed) Propeller drive ratio Propeller drive rotation (viewed from rear)
1-3-2-4 ...........,.25 .028-.080 1:1
.......................................................................Clockwise
TIG-360-A Series
Type Certificate Rated horsepower. . . . . . . . . . . . ; 20

FAA
E 16EA
Rated
speed,
RPM. . . . . . . . . . . . . . . . . . . . . . . .. . 2575
....4.375
..1......
Bore, inches. . . . . . . . . . . . 5125 Stroke, inches
Displacement, cubic inches. Compression ratio Firing order Spark occurs, degrees ETC............... Valve rocker clearance (hydraulic tappets collapsed) Propeller drive ratio Propeller dnven rotation (viewed from rear). . . . . . . - - - - - --Clockwise
..........................................................-1-3-2-4
....361.0
73:1
i..
...........,.20
.028-.080 1:1
2-6
LYCOMING OPERATOR'S MANUAL 0-360 AND ASSOCIATED MODELS
SECTlONZ SPECIFICATIONS
TIO-360-C Series
FAA Type Certificate ............................................................................................................................... E 16EA Rated horsepower ................................................................................................................ ;......................... 210 Rated speed, RPM ....................................................................................................................................... 2515 Bore, inches ................................................................................................................................................ S.125 Stroke, inches ................................ ~ ............................................................................................................. 4.375 Displacement, cubic inches ........................................................................................................................ 361.0 Compression ratio ........................................................................................................................................ 7.3: 1 Firing order .............................................................................................................................................. 1-3-2-4 Spark occurs, degrees BTC ............................................................................................................................. 20 Valve rocker clearance (hydraulic tappets colhipsed) .......................................................................... 028-.080 Propeller drive ratio ........................................................................................................................................ 1: 1 Propeller driven rotation (viewed from rear) ...................................................................................... Clockwise *Accessory Drive Starter Generator Generator Alternator*** Tachometer .Magneto Vacuum Pump Propeller Governor (Rear Mounted) Propeller Governor (Front Mounted) Fuel Pump AN2001 0 Fuel Pump AN20003 t Fuel Pump - Plunger Operated Dual Drives Vacuum - Hydraulic Pump Vacuum - Prop. Governor Drive Ratio 16.556:1 1.910:1 2.500:1 3.20:1 0.500:1 1.000:1 1.300:1 0.866:1 0.895:1 0.866:1 1.000:1 0.500:1 1.300:1 1.300:1 **Direction of Rotation Counterclockwise Clockwise Clockwise Clockwise Clockwise Clockwise Counterclockwise Clockwise Clockwise Counterclockwise Counterclockwise Counterclockwise I Clockwise
*- When applicable. ** - Viewed facing drive pad. *** - HIO-360-DIA - Alternator drive is 2.50: 1. t - TIO-360-CIA6D, HIO-360-E, -F have clockwise fuel pump drive.
NOTE Engines with letter "L" in prefIX will have opposite rotation to the above.
DETAIL WEIGHTS
1. ENGINE, STANDARD, DRY WEIGHT.
Includes carburetor or fuel injector, magnetos, spark plugs, ignition harness, intercylinder baffles, tachometer drive, starter and generator or alternator drive, starter and generator or alternator with mounting bracket. Turbocharged models include turbocharger, mounting bracket, exhaust manifold, controls, oi1lines and baffles. 60297-12-5 - Revised December 2009 2-7
LYCOMING OPERATOR'S MANUAL 0-360 AND ASSOCIATED MODELS DETAIL WEIGHTS (CONT.)
Model
Lbs.
0-360 Series -C4P ..................................................................................................................................... 275 -D2A ...................................................................................................................................... 282 -B2A, -B2C ............................................................... _........................................................... 284 -c 1E, -C2E ............................................................................................................................ 285 -AIAD, -A3AD, -CIF, -C2D ................................................................................................ 288 -AIC, -AID, -A2D, -A3D, -C2B, -C2C, -J2A .................................................... ;................. 289 -AlA, -A2A, -A3A, -AILD, -CIA, -C2A ........................................................... ~ ................. 290
-A2F ................................................................................................................................... ,...... 291 ~
-AlP, -CIO ..............................................................................................................................., 292 .. -AIO, -A20 .............................................................................................................. :............ 293 -AIH ................. ,.....................................'.................................................................... ;.......... 294 -A4M, -A4P, -AIF6D, -C4F ..... ;............................................................................................ 295 -A4K, -A4N, -ASAD .............................................................................. ~.,............................ 296 -A4D, -AI06D ................................................................................ ;.................................... 297 -A4A, -AIF6, -AIH6 ............................................................................................................. 298 -A4J, -AI06, -FIA6 .............................................................................................................. 300 -A4G ...................................................................................................................................... 301 -GIA6 .......................................................................................... 303
!'
- Weight does not include alternator. HO-360Series -AlA ................................................................... .,................................................................. 285 -BIA, -BIB, -CIA ............................................................... ;...............................................'..288 10-360 Series -L2A ........................................................................................................... ;........................... 278 -BIC ....................................................................................................................................... 289 -BIA ......................................................................,................................................................ 295 -B I E....................................................................................................................................... 296 -BID ...................................................................................................................................... 297 -BIB ....................................................................................................................................... 299 ., -M 1B.................................................................................................................................. 300 -BIF, -B2F ............................................................................................................................. 301 -BI06 .................................................................................................................................... 305 -B4A ...... ;............................................................................................................................... 307 -B2F6 ..................................................................................................................................... 308 -K2A ...................................................................... ~ ............................................................... 311 -AID6D, -A3D6D, -CIA ...................................................................................................... 319 -CIB ....................................................................................................................................... 320 . . -CIC, -DIA ........................................................................................................................... 322 -J I AD ..................................................................................................................................... 323 For information pertaining to engine model (L)10-360-MIA, refer to Operation and Installation Manual PIN 60297-36. . Revised March 2009
I2-8

DETAIL WEIGHTS
SECTION 2
SPECIFICATIONS
(CONT.)
Lbs.
Model
10-360 Series (Cont.)
TAIA, -A2A, -~1F, -C 1 G6........... -AIC, -A2A, -A1D -AIB, -A2B......

.........................................................................;.............;......................325
....................;.................................................................,..324
...........................................................326
-C1D6.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .;. . . . . . . . ,. . . . . .328 -C1C6....,.,

...................................329
-A1B6D, -A3B6D, -J 1 A6D -A1B6, -A3B6

-A 1 D6
....................................................................................................................................335
.......330 ...............333
-C 1 E6
.....................................................................................................................................337
AIO-360 Series
-A1A, -A2A
...........................................................................................................................331
-A1B, -A2B, -B 1B
............................................................................................................,,...332
HIO-360 Series
-G1A
........................................................................;.............................................................283
-B 1A, -B 1B -A 1A..........-..
....290 .........,.311 .........,.321
-AIB. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .312
-D 1 A,
-EIAD, -EIBD..
-CIA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .,. . . . . .322

-C1B.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 323
-FIAD
.........,.324 TIG-360 Series
-CIA6D
........379 ........386
-A1A, -AIB.....
-A3B6.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 407
DIMENSIONS, INCHES
MODEL 0-360 Series HEIGHT WIDTH
LENGTH
-AIA, -A 1 P, -A2A
-AIC
-A 1
24.59
33.37
29.56
19.68
24.59
33.37 33.37
33.37
30.67 29.81 30.70 30.70

31.82
D, -A2D
-A 1 F, -A2F -A 1 F6
-A 1 G, -A2G -AIH,-A2H
24.59 24.59
19.22
33.37
33.37
19.22
33.37
31.82
2-9
DIMENSIONS, INCHES (CONT.)

MODEL
0-360 Series (Cont.)
-A1H6 19.33 -A4P
HEIGHT
WIDTH
LENGTH
33.38 33.37 33.37

i
1
1 1
1
1
31,81,
29.56 29.81
-A3A, -A4A, -A4M, -A3D, -A4D, -A2E -A4G, -A4J, -A4K -A I G6, -AIG6D, -CIF, -C4F
-A4N
24.59 24.59 19.22 19.22
33.37 33.37 33.37
1
1
31.82
31.82 29.05
1
1
24.59 24.59 24.59 24.68 24.68
-AIAD, -A3AD, -A5AD -AIASD, -A1F6D, -A1LD -BIA, -B2A, -B2C -B 1 B, -B2B -C1A, -C2A -C1C, -C2C, -C4P -C 1 E, -C2E -C2B, -C2D -CIG, -D 1 A, -D2A
-D2B
33.37
1
i
31.33 31.33
29.56 29.81 29.56 29.81 29.05 30.67 29.56
33.37
33.37 33.37 33.37
1.
1 1 1
i i
1
24.72 24.59 24.59 19.68
33.37 33.37
33.37
1
1
1 1
24.59
33.37 33.37 32.24 33.38 33.37

1
1
1
24.59
22.99 19.96
29.81 -29.81
31.81
-J2A
-F1A6 -G1A6
1
1
19.96 MO-360 Series
31.83
-A1A
24.59
33.37 33.37 33.37

1
1 1
29.81 30.67 31.82
-BIA, -B 1B
-CIA
20-360 Series
19.68
19.22
-AIA, -A2A, -A1D -A1B, -A2B -A1B6, -A3B6
1
1
19.35 19.35 19.35
34.25 34.25
i
1
1
1
29.81
30.70 30.70
29.30 30.70 31.33
34.25 34.25
i
i
1
1
1
-A1C, -A2C
-A 1 D6
19.35
19.35
34.25
34.25
1
1
-A1B6D, -A3B6D, -JIAD -A 1D6D, -A3 D6D

-BIA
19.35
1
1
19.35 22.47 24.84 20.70

20.70
34.25 33.37
1
1
1
31.33
32.81
-BIB, -BID, -L2A

-BIC
-BIE
33.37
33.37
33.37
1
1 1
29.81
30.68
32.09
-BIF, -B2F, -B2F6

-B4A -C 1 A, -C 1B
24.84
33.37 33.37
34.25 3;4.25
30.70
24.84 19.48 19.48
1
1
29.56
31.14
-CIC, -C1C6 -C 1 E6, -C 1F

2-10
19.48
34.25
1 1
33.65
33.65
DIMENSIONS, INCHES (CONT.)

MODEL
10-360 Series (Cont.) HEIGHT
WIDTH
LENGTH
-D1A, -C 1 D6, -C 1G6 -EIA, -F1A, -B1G6

-K2A AIO-360 Series
19.48 20.70
34.25
31.14 32.09
33.37
34.25 33.38
19.35
20.26
29.81 32.75
-A1A, -A2A -A 1 B, -A2B

-B 1B
20.76
34.25 34.25
30.08
20.76 20.76
30.08 30.08
34.25
HIO-360 Series
-AIA, -A1B
-B 1A
-BIB
19.48 19.38 19.38 19.48
35.25 33.37 33.37
33.65
32.09 30.68
-C 1A, -C 1B
-DIA
34.25
35.25 33.37 34.25
31.14 35.28 31.81 31.36
19.48 19.68
-A 1
-G1A
-EIAD,
ED, -F 1AD
19.97
TIG-360 Series -A1A 21.43 19.92 21.65 34.25
45 .41 45 .41
35.82
-A1B, -A3B6
-C1A6D
34.25 19.09
For information 60297-36.
Npertaining engine aunOperation M /Pl (L)IO-360-M1A, a

to
model
refer to
and Installation
Revised March 2009
2-11
SECTION 3
OPERATING INSTRUCTIONS
Page
Gene~81.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3-1
of Maintenance
Prestarting Items
3-1 3-1
Starting Procedures
Cold Weather Ground
Starting
3-3
3-3 3-4 3-5
3-10
Running and Warm-Up
GIOUdd Check
Operation
in
Flight
..............................................................................................0......................1...........
Engiae Flight Chart
Operating Conditions
Shut Down Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Performance Curves
3-11 3-16
3-17

SECTION 3
SECTION 3 OPERATING INSTRUCTIONS GENERAL. Close adherence to these instructions will satisfactory operation ofthe engine. I.
NOTE
greatly contribute
to
long life,
economy and
YOUR ATTENTION IS DIRECTED TO THE WARRANTIES THAT APPEAR IN THE

FRONT OF THIS MANUAL REGARDING ENGINE SPEED, THE USE OF SPECIFIED FUELS AND LUBRICANTS, REPAIR AND ALTERATIONS. PERHAPS NO -OTHER ITEM
OF ENGINE OPERATION AND MAINTENANCE CONTRIBUTES
eUITE
SO MUCH TO
SATISFACTORY PERFORMANCE AND LONG LIFE AS THE CONSTANT USE OF

CORRECT GRADES OF FUEL AND OIL, CORRECT ENGINE TIMING, AND FLYING THE AIRCRAFT AT ALL TIMES WITHIN THE SPEED AND POWER RANGE SPECIFIED FOR THE ENGINE. DO NOT FORGET Ttt4T VIOLATION OF THE OPERATION AND MAINTENANCE SPECIFICATIONS FOR YOUR ENGINE WILL NOT ONLY VOID YOUR WARRANTY BUT WILL SHORTEN THE LIFE OF YOUR ENGINE AFTER ITS WARRANTY PERIOD HAS PASSED.
engines have been carefully run-in by Lycoming and therefore, no further break-in is necessary operation is concerned; however, new or newly overhauled engines should be operated on straight mineral oil for a minimum of 50 hours or until oil consumption has stabilized. After this period, a change to an approved additive oil may be made, if so desired.
New
insofar
as
NOTE
Cruising should be done at 65% to 75% power until a total of50 hours has accumulated or oil consumption has stabilized. This is To ensure proper seating of the rings and is applicable to new engines, and engines in sewicefollowing cylinder replacement or top overhaul of one
or more
cylinders.
rating is listed in the flight chart, Part 8 of this section. Under no circumstances should fuel of a lower octane rating or automotive fuel (regardless of octane rating) be used.
The minimum fuel octane
2. PRESTARTING ITEMS OF MAINTENANCE. Before starting the aircraft engine for the first flight of the day, there are several items of maintenance inspection that should be performed. These are described in Section 4 under
3.
Daily Pre-Flight Inspection. They must be
observed before the
engine
is started.
STARTING PROCEDURES. 0-360 HO-360, 10-360 AIO-360, HIO-360, TIG-360 Series.
The
following starting procedures

some
are
installations will necessitate
variation from these
recommended, however, the starting characteristics of various procedures.
a.
Engines Equipped with Float Type Carburetors. (1)

Perform
pre-flight inspection.
3-1
SECTION 3
(2)
(3)
Set carburetor heat control in "off" Set
position. position (where applicable).
propeller
governor control in "Full RPM"
(4)
(5)
Turn fuel valves "On". Move mixture control to "Full Rich".

Turn
(6)
on
boost pump. /4 travel.
(7) Open throttle approximately

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

starter.
(consult airfkame
manufacturers handbook for correct
position).
(10) Engage (11) (12)

When
engine fires,
move
the magneto switch to "Both".
Check oil pressure gage. If minimum oil pressure is not indicated within engine and determine trouble.
Pressure Carburetors Be~dir Fuel Injectors.
thirty seconds, stop
b.
Engines Equipped with
or
(1) (2) (3)

(4)
Perform
pre-flight inspection.
or
Set carburetor heat Set
alternate air control in "Off
position.
propeller
governor control in "Full RPM"
position (where applicable).
Turn fuel valve "On".
(5)
Turn boost pump "On".
(6) Open throttle wide open, move mixture control to "Full Rich" until a slight but steady fuel flow is noted (approximately 3 to 5 seconds) then return throttle to "Closed" and return mixture control to
"Idle Cut-Off.
(7)
Turn boost pump "Off.

/4 oftravel.
(8) Open throttle
(9)
Set magneto selector switch

starter.
(consult
aiiframe manufacturers handbook for correct
position).
(10) Engage
3-2

SECTION 3 OPERATING INSTRUCTIONS "Full Rich".
0)
(11)Move mixture crm~ol slowly and smoothly to
(12)
Simmdnds
c.
Engines Equipped with
Type 530 Fuel Injector.
(1) Performpre-flight inspection.
(2)
(3)
Set alternate air control in "Off

Set
position.
position.
propeller governor control
in "Full RPM"
(4)
Turn fuel valve "On".
(5) Turnboostpump On".
(6) Open throttle approximately /4 travel, move mixture control to "Full Rich" until a slight steady fuel flow is noted (approximately 3 to 5 seconds) then return throttle to "Closed"
return mixture control to "Idle Cut-Off.
but
and
(7) Turnboostpump"Off.
(g) Open throttle
/4 travel.
(9)
Move combination magneto switch to
"Start", using accelerator pump
as a
primer while cranking
engine.
(10)
(11)
When
engine
fires allow the switch to return to "Both".
4.
COLD WEATHER STARTING.
During
extreme
cold weather, it may be necessary to
preheat
the
engine
and oil before

5.
starting.
GROUND RUNNINGAND WARM~UP.

The
engines
covered in this manual
are
air-pressure
cooled and
depend
on
the forward
speed
of the aircraft
on
to
cooling. ground. To prevent overheating,
maintain proper
Particular
care is necessary, therefore, when operating these engines it is recommended thiit the following precautions be observed.
the
NOTE
Any ground check that requires full throttle operation must be limited to three minutes, less if the cylinder head temperature should exceed the maximum as stated in this manual.
or
3-3
SECTION 3 OPERATING INSTRUCTIONS

a.
FixedWing (1)
Head the aircraft into the wind.
Leave mixture in "Full Rich".
(2)
(3) Operate only with the propeller in minimum blade angle setting.
(4) Warm-up
RPM
on
to
the
approximately ground.
1000-1200 RPM.
~void prolonged idling and do
not exceed 2200
(5) Engine is
to
warm
a
I Take-off with
enough for take-off when the throttle can be opened without the engine faltering. turbocharged engine must not be started if indicated lubricating oil pressure, due
can
cold temperature is above maximum. Excessive oil pressure
cause
overboost and
consequent engine damage.

b.
Helicopter.
(1) Warm-up
at
approximately
2000
RPM
with rotor
engaged
as
directed
in the
airframe
manufacturers handbook.
6
a.
GROUND CHECK.
Warm-up
as
directed above.
b.
Check both oil pressure and oil temperature. Leave mixture control in "Full Rich".
c.
d.
Wing Aircraft (where applicable). Move the propeller control through its complete range to operation and return to full low pitch position. Full feathering check (twin engine) on the ground is not recommended but the feathering action can be checked by running the engine between 1 1000-1500 RPM, then momentarily pulling the propeller control into the feathering position. Do not allow the RPM to drop more than 500 RPM.
check
Fixed
magneto check is important. Additional factors, other than the ignition system, affect magneto drop-off. They are load-power output, propeller pitch, and mixture strength. The important point is that the engine runs smoothly because magneto drop-off is affected by the variables listed above. Make the magneto check in accordance with the following procedures.
A proper
(I)
Fixed
WingAircraft.
(a) (Controllable pitch propeller). With the propeller in minimum pitch angle, set the engine to produce 50-65% power as indicated by the manifold pressure gage unless otherwise specified in the aircraft manufacturers manual. At these settings, the ignition system and spark plugs must work harder because of the greater pressure within the cylinders. Under these conditions, ignition problems can occur. Magneto checks at low power settings will only indicate fuel/air distribution quality.
3-4
Revised December 2007

are
(b) (Fixedpitch propeller).

with
Aircraft that
approximately
(c)
manifold pressure gage, may 1800 RPM (2000 RPM
pitch propellers, or not equipped check magneto drop-off with engine operating at maximum). drop-off; drop-off,
return to both until
equipped
with fixed
Switch from both magnetos to one and note and switch to the other magneto and note
engine regains speed Drop-off must not exceed 175 RPM and must not exceed 50 RPM between magnetos. Smooth operation of the engine but with a drop-off that exceeds the normal specification of 175 RPM is usually a sign of propeller load condition at a rich mixture. Proceed to step e. (1) (d).
then return to both.
(d)
exceeds 175 RPM, slowly lean the mixture until the RPM peaks. Then retard the throttle to the RPM specified in step e.(l)(a) or e.(l)(b) for the magneto check and repeat the check. If the drop-off does not exceed 175 RPM, the difference between the magnetos does If the RPM
drop
not exceed 50
RPM, and the engine is running smoothly, then the ignition system is operating
properly.
(2) Helicopter.
Return the mixture to full rich.
Raise collective
pitch
stick to obtain 15 inches manifold pressure at 2000 RPM.
Switch from both magnetos to one and note drop-off; return to both until engine regains speed and switch to the other magneto and note drop-off. Drop-off must not exceed 200 RPM. Drop-off
between magnetos must not exceed 50 RPM. A smooth too lean or too rich mixture.
f
drop-off past normal
is
usually
sign
of a
Donatoperateonasinglemagnetofortoolongaperiod;afewsecondsisusuallysufficienttocheck drop-off and to minimize plug fouling.

OPERATIONINFLIGHT.
7.
a.
See airframe manufacturers instructions
forrecommended power settings.
I
c.
Throttle movements from full power to idle or from idle to full power are full range movements. Full range throttle movements must be performed over a minimum time duration of 2 to 3 seconds.
Performing
lead
to
full range throttle movement at
rate of less than 2 seconds is considered a
rapid
or
instant movement. failure
Performing rapid movements may result in detuned counterweights of the counterweight lobes and subsequent engine damage.
which may
Fuel Mixture
Leaning Procedure.
mixture
Improper~ fuel/air
during flight
is
responsible
for
engine problems, particularly during
take-
off and climb power settings. The procedures described in this manual provide proper fuel/air mixture when leaning Lycoming engines; they have proven to be both economical and practical by eliminating
consumption ~and reducing damaged parts replacement. It is therefore recommended that operators of all Lycoming air~raft engines utilize the instructions in this publication any time the fuel/air mixture is adjusted during flight.
excessive fuel Manual
leaning
may be monitored
by observation of engine speed monitoring the mixture, the following general aircraft engines.
Revised March 2009
exhaust gas temperature indication, fuel flow indication, and and/or airspeed. However, whatever instruments are used in
by
rules must be observed
by
the operator of
Lycoming
3-5
SECTION 3
OPERATING INSTRUCTIONS GENERAL RULES
Never exceed the maximum red line
cylinder head temperature
limit.
For maximum sewice
life, cylinder
operation
head temperatures should be maintained below 435"F
(2240C) during
high performance
Do not
cruise
and beldw 400"F
(205"C) for economy
cruise powers.
manually lean enginRs equipped with automatically controlledfuel system.

mixture
"positionfor rated takeof~ climb, and maximum cruise powers (above approximately 75~. However, during take-offfYom high elevation airport or during climb, roughness or loss ofpower may resultfrom over-richness. In such a case adjust mixture control only enough to, obtain smooth operation notfor economy. Obsewe instrumentsfor temperature rise. Rough operation due to over-rich fuel/air mixture is most likely to be encountered in carbureted engines at altitude above 5, 000feet.
On
engines with manual
control, maintain
mixture control in "Fuul Rich
Always
return
the mixture
tofull rich before increasing power settings.

and
at
Operate the engine at maximum power mixture for performance cruise powers mixturefor economy cruise power; unless othenuise speciJied in the airplane owner s
During letdownflight operations it may be injected engines to obtain smooth operation.
On i.
necessary tc7
best economy
manual.
manually
lean
uncompensated carbureted orfuel
turbocharged engines
never
exceed 1650"F turbine inlet temperature
(TIT).
LEANING TO EXHA UST GAS TEMPERATURE GAGE.
a.
Normally aspirated engines withfuel injectors (I)

Maximum Power Cruise
or
uncompensated carburetors.
peak
EGT
unless
(approximately aircraf~ operators
75%
power)
Never lean
beyond
150"F
on
rich side of head
manual
shows
otherwise.
Monitor
cylinder
temperatures
(2)
b.
Best
Economy
Cruise
(approximately
75% power and
below)
Operate
at
peak
EGT.
Turbocharged engines.
(I)
Best
Economy Cruise
first.
Lean to
peak
turbine inlet temperature
(TIT)
or
16500F, whichever
occurs
(2)
Maximum Power Cruise TIT. Before

to
The
engine
must
always
be
operated
on
the rich side of
peak
a
EGT
or
point.
(a)
obtain maximum power mixture it is necessary to establish leaning This is accomplished as follows:
a
reference
peak EGT or TIT for power without exceeding 1650"F.

Establish
best economy
operation
at the
highest
economy cruise
3-6
LLCOMING OPERATORS MANUAL

BEST ECONOMY RANGE
MAX POWER RANGE
P
W
+10
O
a:
I-;-:..
PEAK EGT OR TIT
Li
MAX, TEMP,
rr
5
o
o
z
:;i;;
-100
9
I
-la
L~
0~
i-
Ci4s
1
9
O
.I
-20
i-:
-300
4
5 -301
CI
100
.._i-i
-400
95
LIPI:
I I
i:;
o~
to
Wa
90
85
w a
ii::
I II:::::-~
80
;j:
;_
iB
i;illi:
Il
O:::
F
a
!zi3jC:;l~; -$i9s
.i.
-r:
V) Z
i.
8
o
u.
.I-~:--
:18;:::::i
a u,
il::~i;"c.lfi
~de:i*
i9;it~
f;ii
FULL RICH
TOO LEAN
BEST ECONOMY CRUISE
MAX POWER CRUISE
TAKE OFF
LEAN
MIXTURE
RICH
Figure 3-1. Representative Effect of Fuel/Air Ratio on Cylinder Head Temperature, Power and Specific Fuel Consumption at Constant RPM and Manifold Pressure in Cruise Range Operation
ORIGSMAL As
3-7
Receiiared:&3y
ATP
SECTION 3

(b)
Deduct 125"F from this temperature and thus establish the temperature reference when operating at maximum power mixture.
Return mixture control to full rich and
point
for
(c)
adjust
the RPM and manifold pressure for desired
performance (d)
cruise
operation.
or
Lean out mixture until EGT

at best power.
TIT is the value established in
step (b). This
sets the mixture
2. LEANING TO FLOWMETER. Lean to
applicable
fuel-flow tables
or
lean to indicator marked for correct fuel flow for each power
setting.
3. LEANING WITI-I MANUAL MIXTURE CONTROL.
(Economy cruise,
75% power
or
less, without
flowmeter
a.
or
EGT
gauge.)
Carbureted Engines.
(1) Slowly move
mixture control from "Full Rich"
position
toward lean
position.
(2) Continue leaning until engine roughness is noted. (3) Enrich until engine
b Fuel
runs
smoothly and
power is
regained.
Injected Engines.
(1) Slowly move mixture control from "Full Rich" position toward lean position.
(2) Continue leaning until slight accompanied by roughness.

(3)
Enrich until
loss of power is noted
(loss
of power may
or
may not be
engine
runs
smoothly
and power is
regained.
WARNING REFER TO
THE
PILOTS
OPERA TING
HANDBOOK
OR
AIRFRAME
MANUFACTURER S MANUAL FOR ADDITIONAL, INSTRUCTIONS ON THE USE OF
CARBURETOR HEAT CONTROL. INSTRUCTIONS FOUND IN EITHER PUBLICATION

SUPERSEDE THE FOLLOWING INFORMA TION.
c.
Use
of Carburetor Heat Control humidity of 50% or greater) and

induction system. Even in
the carburetor venturi and the
Under certain moist

at
atmospheric
conditions
(generally
at a
relative
summer
temperatures of 20" to 900F it is possible for ice to form in the weather ice may form. This is due to the high air velocity through
of heat from this air
absorption
by vaporization
of the fuel. The
temperature in the mixture chamber may d.rop as much as 70"F below the temperature of the incoming air. If this air contains a large amount of moisture, the cooling process can cause precipitation in the form of ice. Ice formation generally begins in the vicinity of the butterfly and
may build up to such an extent that a drop in power output could result. In installations equipped with fixed pitch propellers, a loss of power is reflected by a drop in manifold pressure and RPM. I~ installations equipped with constant speed propellers, a loss of power is reflected by a drop ifil manifold pressure. If not
3-8
corrected, this condition may
cause
complete engine stoppage.

Revised
September
2007

To avoid
SECTION 3
this, all installations
are
equipped
with
system for preheating the incoming air supply
to
the carburetor. In this way sufficient heat is added to replace the heat loss of vaporization of fuel, and the mixing chamber temperature cannot drop to the freezing point of water (32"F). The air preheater is
jacket through which the exhaust pipe from one or more cylinders is passed, and the air flowing.over these surfaces is raised to the required temperature before entering the carburetor. Consistently high temperatures are to be avoided because ofa loss in power and a decided variation of mixture. High charge temperatures also favor detonation and preignition, both of which are to be avoided if normal service life is to be expected from the engine. The following outline is the proper method of utilizing the carburetor heat control.
a
tube
or
(I)
Ground
Operation
Use of the carburetor air heat
on
the
ground
must be held to
an
absolute
minimum. On
I 112,
carburetor air heat
secnatsbus.ylreporp functioning ground

on
some installations the air does not pass through the air filter, and dirt and foreign can be taken into the engine with the resultant cylinder and piston ring wear. Only use
the
to make certain it is
Take-Off- Set the carburetor heat in full cold position. For take-off and full throttle operation possibility of expansion or throttle icing at wide throttle openings is very remote. Climbing
When
the
climbing at part throttle power settings of 80% or above, set the carburetor heat control in the full cold position; however, if it is necessary to use carburetor heat to prevent icing it is possible for engine roughness to occur due to the over-rich fuel/air mixture produced by the I additional carburetor heat. When this happens, lean the mixture with the mixture control only enough to produce smooth engine operation. Do not continue to use carburetor heat after flight is out of icing conditions, and return mixture to full rich when carburetor heat is removed.
(4)
During normal flight, leave the carburetor air heat control in the full cold Flight Operation position. On damp, cloudy, foggy or hazy days, regardless of the outside air temperature, be alert for loss of power. This will be evidenced by an unaccountable loss in manifold pressure or RPM or both, depending on whether a constant speed or fixed pitch propeller is installed on the aircraft. If this happens, apply full carburetor air heat and open the throttle to limiting manifold pressure and RPM. This will result in a slight additional drop in manifold pressure, which is normal, and this drop will be regained as the ice is melted out of the induction system. When ice has been melted from the induction system, return the carburetor heat control to the full cold position. In those aircraft equipped with a carburetor air temperature gauge, partial heat may be used to keep the mixture temperature above the freezing point of water (32"F).
WARNING
CAUTION MUST BE EXERCISED
WHEN OPERATING
WITH PARTIAL HEAT ON
AIRCRAFT THAT DO NOT HA VE A CARBURETOR AIR TEMPERATURE GA UGE USE EITHER FULL HEA T OR NO HEA T IN AIRCRAFT THA T ARE NOT EeUIPPED WITH A
CARBURETOR AIR TEMPERA TURE GA UGE.
(5)
Landing Approach In making a landing approach, the carburetor heat is generally in the "Full Cold" position. However, if icing conditions are suspected, apply "Full Heat". In the case that full power needs to be applied under these conditions, as for an aborted landing, return the carburetor heat to "Full Cold" after full power application. September 2007
3-9
Revised
SECTION 3
g.
ENGINE FLIGHTCHART.
FUEL AND OIL
*Aviation Grade Fuel

Model Series Minimum Grade
O-360-B,-D O-360-A1P, -C1F, -C4F; HO-360-C1A 0-360-C, -F; MO-360-A, -B; 1O-360-B, -E; HIO-360-B
O-360-52A
80/87
91/96
91/96
91/96
91/96
or
100/130
100LL 100LL
or
100/100LL
1O-360-L2A, -M1A, -M1B

HIO-360-G1A
or
91/96
or
0-360-A, -CIG, -C4P, -A1H6; TIO-360-C1A6D IO-360-B 1 G6, -C1G6, -J, -K2A, -AID6D, -A3B6, -A3D6D;
H1O-360-A1B
100/100LL
100/100LL
100/130 100/130 100/130 NOTE
AIO-360-A, -B; 1O-360-A, -C, -D, -F HIO-360-A,-C,-D,-E,-F

TIG-360-A
grade IOOLL fuels in which the lead content approvedfor continuous use in the above listed engines.
Aviation
is limited to 2
c.c.
per
gal.
are
Refer to latest revision of Service Instruction No. 1070.

FUEL PRESSURE, PSI Model
0-360 Series
Max.
Desired
Min.
(Except -A1C, -C2B, -C2D); MO-360-A, -C Series

Inlet to carburetor 8.0 3.0 0.5
O-360-A1C,-C2B,-C1D;
HO-360-B Series
Inlet to carburetor
18
30
13
9.0
-2
HIO-360-A1B
Inlet to fuel pump
10-360 Series
(Except -BIA, -FIA);
A1O-360 Series, H1O-360 Series
(Except-A1B)
Inlet to fuel pump 35 35 -2
-2
IO-360-F1A
Inlet to fuel pump
10-360
Series~Except
-BIA),
45
AIO-360 Series; H1O-360 Series Inlet to fuel injector IO-360-B 1A Inlet to fuel
3-10
14 -2
injector

SECTION 3
FUEL PRESSURE,
Model
PSI(CONT.)Max.
Desired
Max.
HIO-360-E, -F Series
Inlet to fuel pump Inlet to fuel injector 55
55
-2
27
TIG-360-A Series
Inlet to fuel pump Inlet to fuel injector 50
45 65 65 -2
20
-2 22
TIO-360-C 1 A6D
Inlet to fuel pump Inlet to fuel injector
OIL
(All Models)*Recommended Grade Oil

MIL-L-22851
Average
Ambient Air
All
MIL-L-6082B Grades
Ashless
Dispersant
Grades
SAE 15W-50
or
Temperatures
SAE 60 SAE 50
SAE 40 SAE 30
20W-50
Above 80"F
Above 60"F
SAE60 SAE 40
or
SAE 50
20W40
30" to 90"F
O" to 700F
SAE 40
SAE 40, 30
or
Below 100F
SAE 20
SAE 30
or
20W30
Refer to latest revision of Service Instruction No. 1014.

OIL SUMP CAPACITY
I All Models (Except AIO-360 Series, 0-360-52A) Minimum Safe Quantity in Sump
................................................8
U.S.
U.S.
Quarts
Quarts
(Except IO-360-M1A, -M1B; HIO-360-G1A) IO-360-M1A, -MIB; HIO-360-G1A..................................................................4

AIO-360 Series
................................................2
U.S. Quarts
U.S.
1 0-360-52A.,. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
OPERATING CONDITIONS
Dry Sump Quarts
Average
Ambient Air
Above 80"F Above 60"F
*Oil Inlet Desired
Temperature
Maximum
30"
to
900F
O" to 700F
Below 1 O"F
(82"C) (82"C) 180"F (82"C) 1700F (77"C) 160"F (71"C)

180"1-
180"F
245"F(118"C) 245"F (118"C) 245"F (118"C) 245"F (118"C) 245"F (1180C) (600C) during continuous operation.
3-11
Engine
Revised
oil temperature should not be below 140"F

2007
September
SECTION 3
Oil Pressure,
(CONT.)
Minimum
psi (Rear)
Maximum
Idling
Normal
Operation, All Models (Except Below)
95 95
55
25 25
TIO-360-C1A6D
Oil Pressure,
50
psi (Front)
90
O-360-A4N, -FIA6
50
20
Start, Warm-up, Taxi, and Take-off
(All Models)
115
Fuel Cons.
Max. Oil Cons.
*Max.
Operation
RPM
HP
GaVHr.
Qts./Hr.
Cyl. Head Temp.
0360-A, -C"" Series

Normal Rated Performance Cruise 2700
180 .80
500"F
(260"C) (2600C)
(2600C)
(75% Rated~ Economy Cruise (65% Rated)
2450
2350
135
117
10.5 9.5
-D Series
.45
.39
500"F
500"F
O-360-B,
Normal Rated 2700 168
126
.75 11.6 .42
500"F
500"F
(260"C) (260"C) (260"C)
Performance Cruise
(75% Rated) Economy Cruise (65% Rated)
2450 2350
109
9.0
Series
.37
5000F
O-360-A1P, -A4D, -A4P, -C4P, -F, -G

Normal Rated Performance Cruise 2700
180
.80
500"F (2600C) 5000F 500"F

At
2450
2350
135
117
9.7
8.3
.45 .39
(2600C) (260"C)
Bayonet Location
For maximum service life of the
engine maintain cylinder
head temperature
between 150"F and 400"F
during continuous operation.

180 HP at 2900 RPM, 28 in.
O-360-C2D
3-12
Only
Take-offrating
Hg.

0-360 AND ASSOCIATED MODELS OPERATING CONDITIONS
Fuel Cons.
SECTION 3
(CONT.)
Max.
*Max.
Oil Cons.
Operation
RPM
HP
Gal./Hr.
O-360-52A
Qts./Hr.
Cyl. Head Temp.
Normal Rated
Performance Cruise
2400/2700 1800/2025 1560/1755
145 109 94 9.3

6.8
.50
500"F 500"F 5000F
(260"C) (2600C)
(260"C)
(7 5% Rated) Economy Cruise (65% Rated)
.36
.31
MO-360-A, -C Series; HIO-360-G1A

Normal Rated
2700 2450 2350 180 135 117 9.7 .80 .45 .39
500"F 500"F
5000F
(260"C) (2600C) (2600C)
Performance Cruise
9.0
HO-360-B Series
NormalRated Performance Cruise
2900 2700 2700
180
.80 10.5 9.0
500"F
(260"C)
135 117
.45
.39
500"F
500"F
(260"C)
(260"C)
IO-360-A, -C, -D, -J, -K; AIO-360 Series

Normal Rated 2700
2450 2350
200
150 130 12.3 9.5
.89
.50 .44
500"F
500"F
(2600C)
(260"C) (260"C)
Performance Cruise
500"F
10-360-13, -E, -F Series (Except -B1C); IO-360-M1A"", -M1B""

Normal Rated
2700
180 135 117

11.0 8.5
.80
.45
5000F 5000F
(2600C) (260"C)
performance Cruise

At
2450 2350
.39
500"F(260"C)
Bayonet Location
engine
maintain
cylinder
head temperature
between 150"F and 400"F This
during rating
continuous
operation.
engine
has
an
alternate
of 160 HP at 2400 RPM. 3-13
OPERATING CONDITIONS (CONT.)

Fuel
Cons.
RPM
Max.
Oil Cons.
*Max. Cyl. Head
Operation
HP
Gal./Hr.
Qts./Hr.
Temp.
IO-360-B1C Normal Rated Performance Cruise

2700
177
.79
500"F
(2609C) (260"C) (260"C)
2450 2350
133
115
11.0 8.5
.45 .39
500"F
500"F
IO-360-]L2A
Normal Rated Performance Cruise
2400 2180 2080
160 120 8.8
.52
500"F
(2600C)
(2600C) (2600C)
(75% Rated)
Economy Cruise (65% Rated)
.39 .34
500"F
500"F
104
7.6
HIO-360-A Series Normal Rated Performance Cruise

2900 2700
2700
1809
135
117
.80 11.0
9.5
5000F(260"C)
500"F sooor:
.45
.39
(2600C)
(26D"C)
HIO-360-B Series
Normal Rated
Performance Cruise
2900 2700
2700
180
135
117
.80
5000F 500"F
500"F
(260"C) (260"C)
(2600C)
(75% Rated)
12.0
10.0
.45
.39
HIO-360-C Series
Normal Rated Performance Cn~ise
2900
2700
205
154 133 12.5
.91
.52
500"F
500"F 500"F
(2600C) (2600C)

At
2700
10.5
.45
(260"C)
For maximum service life of the engine maintain cylinder head temperature Bayonet Location between 150"F and 400"F durii~g continuous operation.
At 26 in.
Hg. manifold pressure.
3-14
LYCOMING OPERATORS MANUAL 0360 AND ASSOCIATED MODELS

SECTION 3
(CONT~
Max.
Fuel
Cons.
*Max.
Oil Cons.
cyl Head
Temp.
Operation
RPM
HP
Gal.iHr.
Qts./Hr.
HI0360-D Series
3200
3200
3200
190 142 123
.85
12.0 .48 .41
500"F (260"C)
500"F 5000F
(75% Rated)
Economy Cruise
(2600C)
(2600C)
(65% Rated)
10.0
HIO-360-E Series
2900
190
.85 11.8 10.0
500"F
(2600C) (2600C) (2600C)
(75% Rated)
2700
2700
142
123
.47
.41
500"F
S00"F
HIO-360-F Series
Normal Rated PerEonmance Cruise
3050
2700
190 142 123
.84
11.8 .47 .46
500"F
500"F
(260"C)
(75% Rated)
(260"C) (260aC)
2700
10.0
500"F
TIG-360-A Series*"
2700
200 150
.89
500"F
(260DC) (2600C)
(75% Rated)
2450
14.0 10.2
.50
500"F
2350
130
.44
500"F (2600C)
TIO-360-C Series*"
2575
210 157.5
13.2
.70
5000F
500"F 500"F
(2600C)
(2600C)
(75% Rated)
At
2400
2200
.53 .46
136.5
10.2
(2600C)
Bayonet Location
engine maintain cylinder head temperature
between 150"F and 400"F
during continuous operation. (898.80C).

3-15
MAXIMUM TURBINEINLET TEMPERATURE 16SOOF
SECTION 3

9.
SHUT DOWNPROCEDURE.
a.
FixedWing.
(1)
Set
propeller governor control

a
for minimum blade

in
angle when applicable.
(2) Idle until there is
decided
drop
cylinder head temperature.
(3)
(4)
b.
Move mixture control to "Idle Cut-Off. When
engine stops,
turn offswitches.
Helicopters.
(1) Idle
as
directed in the airframe manufacturers handbook, until there is
decided
dropin cylinder
head temperature.
(2)
Move mixture control to "Idle Cut-Off.
(3) When engine stops,
turn
off switches.
3-16

0360 AND ASSOCIATED MODELS
SEA LEVEL POWER CURVE LYCOMING MODEL O-360-B and -D SERIES

COMPRESSION RATIO 7.20:1 25"BTC SPARKADVANCE CARBURETOR MARVEL-SCHEBLER MA-4-5 FUEL GRADE, MINIMUM 80/87 MIXTURE SETTING FULL RICH
C-10818
180
NORMAL RATED POWER

170
FULL THROTTLE POWER

160
150
i3
u)
130
e
d
a
i,,
Iio
I
100
I/
PROPELLER LOAD HORSEPOWER
90
vj
z
65
FULL THROTTLE SPEC.FUELCONS.
u.I
a
.55
.so
a
PROPELLER LOAD
SPEC. FUELCONS.
1800
2000 2200 2400
2600
v,
2800
ENGINE SPEED
RPM
Figure
3-2. Power Curve
0-360-B, -D Series
3-17

PART THROTTLE FUEL CONSUMPTION LYCOMING MODEL O-360-C2B and -C2D

CARBURATOR, BENDIX-STROMBERG PSHdBD 91/96 FUEL, MINIMUM GRADE
MIXTURE SETTING FULL RICH COMPRESSION RATIO 8.50:1 SPARK TIMING 250 ETC OPERATING CONDITIONS STD. SEA LEVEL FUEL CONSUMPTION TOLERANCE 4% OPERATION WITH EXTERNAL COOLING SUPPLY
C-12121-B
17
16
15
14
~F:
LL
13
12 11 U.S. GAL PER HOUR
~U
LLj
10
vj
8,
W
.BO 2900 RPM .55 .50 LBSIBH P/H R
~hI
0$
a v,
m
2700
2600
u-~
.45C
.40
I
80
100
120
140
160
180
ACTUAL HORSEPOWER
Figure
3-3, Part Throttle Fuel
Consumption
0-360-C2B,-C2D
3-18
CURVE NO 12880
PART THROTTLE FUEL CONSUMPTION
LYCOMING ENGINE MODEL

HO-360-B-SERIES
COMPRESSION RATIO 8.5:1 SPARK TIMING 25" ETC BENDIX PSH 580 CARBURETOR FUEL GRADE, MINIMUM 91/96 OR 100/130 OPERATION CONDITIONS STANDARD SEA LEVEL OPERATION WITH EXTERNAL COOLING SUPPLY FULL RICH MXTURE
F16!
15
14
13 12 11 10
LL4 -lo b;
u.~: i;aL:
PER HR
~5vj
LLj
tF.6
8~
JI
iile
L~HI-
P~
ii
o~
I;c-te
i
;40 80
100
120
140
160
180
ACTUAL BRAKE WORSEPOWER
Figure
3-4. Part Throttle Fuel
Consumption
HO-360-B Series
BRIGINAL
3-19
AS Received By
ATP
SECTION 3
CURVE NO. 126998
PARTTHROTTLE
FUEL CONSUMPTION
LYCOMING ENGINE MODEL
IO-360-A,-6,-D,-4 AND -K SERIES

AIO-360-A SERIES COMPRESSION RATIO SPARK TIMING FUEL INJECTOR, FUEL GRADE MINIMUM MIXTURE CONTROL8.70:1 25" ETC BENDIX RSA-SAD1 100/130 MANUAL TO BEST ECONOMY OR BEST POWER AS INDICATED
85
PERCENT
RATED POWER
MIXTURE SETTING
75
pj7
~F
O
II
65 55
5II
v)
45
O
O
w
LL
RE SETTING
BEST ECONOMY
100
120
140
160
180
200
ACTUAL BRAKE HORSEPOWER
Figure
Consumption
IO-360-A, -C, -D, -J, -K; AIO-360 Series

3-20


CURVE NO. 12849-A
PARTTHROTTLE FUEL CONSUMPTION LYCOMING ENGINE MODEL
IO-360-B,-E,-F AND M1A SERIES

COMPRESSION RATIO SPARK TIMING FUEL INJECTOR, MIXTURE CONTROLFUEL GRADE MINIMUM
8.50. 1 25" ETC
PACTYPE RSA5AD1 MANUAL TO BEST ECONOMY OR BEST POWER AS INDICATED
91/96
PERCENT
RATED POWER 80
II
17
~70
O
a
2
55
fI
z
I
c~
I
45
S
W
8~
v,
wfm "llr%
E
40-~
30
80
100
120
140
160
180
I IO-360-B, -E, -F,
Figure
Consumption
refer to and Installation
-M 1B Series
to
(Excepting
IO-360-B IA, -B 1C); HIO-360-G1A
For information
pertaining engine model(L)IO-360-M1A, N/PlaunOperation M a 60297-36.

3-21
Revised March 2009

PART THROTTLE
FUEL CONSUMPTION
LYCOMING ENGINE MODEL IO-360-B1A

COMPRESSION RATIO
SPARK TIMING 8.5:1 25" ETC SIMMONDS TYPE 530
91/96
FU EL I NJ ECTOR FUEL GRADE MINIMUM MIXTURE CONTROL-MANUAL TO BEST ECONOMY OR BEST POWER AS INDICATED
C-l 2731
90
PERCENT RATED
POWER
2700 RPM
85
2600
2500
80
75
2400
70
Ir
m-11-t-tt ~l;tfc;d~
+ittttt-t~ E~ljtiljdi ~EiilNG

BEST POWER
mtm~ BE ST ECON OM Y tm+r~wt
Cd
75
0 60
2600
32400 22
V)
55
2000 1800
0 50
O
45
W
u-
40
30
80
100
120
140
160
180
Figure
3-7. Part Throttle Fuel IO-360-B1A
Consumption
3-22
SECTION 3
CURVE NO. 12952
PARTTHROTTLE
FUEL CONSUMPTION LYCOMING MODEL IO-360-B1C SERIES 8.5:1
COMPRESSION RATIO SPARK TIMING

FUEL INJECTOR
250 ETC
BENDIX MODEL RSA-5AD1
MIXTURE CONTROL-MANUAL TO BEST ECONOMY OR BEST POWER AS INDICATED
FUELGRADE, MINIMUM
90
1001130
oq
80 L
I I
PERCENT
RATED
POWER
7~5
Ol 70 I
I
0
I
5
65
60
O
O
w
50
c3
z
a
V)a
w
W-co
ws wmOz
40
Xo
-w
30
80
100
120
140
160
180
Figure 3-8.
Part Throttle Fuel

IO-360-B 1C
Consumption
3-23
SECTION 3
CURM N013518
PART THROTTLE FUEL CONSUMPTION
LYCOMING MODEL: IO-360-L2A

COMPRESSION RATIO: 8.50:1 SPARKTIMING: 25 ETC PAC RSA-SADI FUEL INJECTOR: MIXTURE CONTROL: MANUAL TO BEST ECONOMY OR BEST POWER AS INDICATED FUEL GRADE, MINIMUM: 91196
80
m,
O
70
PERCENT RATED POWER
75
as
60
I
I
55
50
lu
u.mB
40
30
80
100
120
140
160
Figure
3-9. Part Throttle Iuel IO-360-L2A
Consumption
3-24

FUEL FLOW vs PERCENT RATED POWER LYCOM ING MODEL TIG-360-A SERIES
COMPRESSION RATIO 7,30:1 SPARK ADVANCE 25 ~BTC FUEL INJECTOR BENDIX RSA-SAD1 TURBOCHARGER AIRESEARCH 7504 MIXTURE CONTROL-MANUAL TO FLOWMETER GAGE
FUEL
GRADE, MINIMUM
100/130
CURVE NO. 13078
130
110
90
O
U,
70
w
50
30
50
60
70
80
90
100
PERCENT RATED POWER
Figure 3-10.
Fuel Flow
vs
Percent Rated Power
TIG-360-A Series 3-25

FUEL FLOW
LYCOMING ENGINE SPEED
vs
PERCENT RATED POWER
HIO-360-D SERIES 3200 RPM MANUAL MIXTURE CONTROL TO FLOW METER GAGE
CURVE NO. 130636
100
90
80
~111
i~ 60
V
50
40
50
60
70
80
90
100
PERCENT RATED POWER
Figure
3-11. Fuel Flow
vs
Percent Rated Power-
HIO-360-D 3-26
BRIGINAL
As Received Bar
ATP
C-130846Shtiof2~
TO FIND ACTUAL HORSEPOWER FROM
oo\
W
ALT(TUDE. R.PM.. MANIFOLD PRESSURE

ANDAIR INLET TEMPERATURE.
1. LOCATE A ON FVU THROTTLE ALTITVDE
SEA LEVEL PERFORMANCE
PERFORMANCE
LYCOMING HELICOPTER ENGI PERFORMANCE DATA

HIO-360-DiA ENGINE MODEL 10.0:1 COMPRESSION RATIO FUEL INJECTOR BENDIX RSA-7AAI 1001130 FUEL GRADE.MIN.
CURVE FOR OMN R.PM. MANIFOLD PRESSURE. 2. LOCATE B ON SEA LEVEL CURVE FOR RP.U. AND LMNIFOLD PRESSURE AND TRANSFER TO C. 1. CONNECTAAND C BY STR*IOI(T ,E AND READ HORSEPOWER AT ONEN ALTITUMD. 4. MODIFY HORSEPOWER AT D FOR VARIATION OF AIR INLET TEMPERATURE
T FROM STANDARD ALTITUDE
GUARANTEED MAX. :POWER o .500 B.S.FC.
ABS. DRY MANIFOLD PRESSURE IN. HG
O
r;n ~O
O
26
1
C)
Y
TEMPERATURE
TQ
BY FORMULA.
c3
I
II\
r
r.
\460+TI
ACTUAL
J"
W1
ALT TEMP.
CORRECTFOR DIFFERENCE BEMIEEN STD. T, AND ACTUAL INLETAIR TEMP.

IN ACCORDANCE WITH NOTE 4
mO a 7~
o
w1
a:
0
A
D E
22
h)
31
r~
O OP, wr
O\~P
FH.P FH.P
3200 R.PM.=
3000 R.P.M.=
THROinE R.Fi.M.
F
R.PM.
be
o
r
0( a
c~a
u,
to
gg
o
P
B
d
I
w
"a
(j
tt,z
B
16
O
Cd
a a
g
ct
O
0, STANDARD ALTTTUDE TEMPERATURE
0
TS
8
F
-50 50
11 12 13 14
51
15 16 17 18 19 20 21 22 23 24
17
18
19
20
21
22
23
24
25
26
27
ABSOLUTE MANIFOLD PRESSURE. IN. HG.
285
U)
lo
r;n
M
PRESSURE ALTITUDE IN THOUSANDS OF FEET
WOO
h,
Z Z
mw
QRIGI NAL
k~
As Received ATP
By
C-i3064-C Sht.
o
d
~2
d2
TO FIND ACTVAL HORSEPOWER FROM
t~ NOMINAL SEA
PERFORMANCE
Mnn
~TrmoE. R.PM.. MANIFOU) PRESSURE

ANDAIR MLET TEMPERATURE. 1. LOCATEA ON FUu THROTTLE ALTnUDE CVRM FOR OMN R.P.M. lMNIFOLD PRESSURE. 2. LOU\TE B ON SEA LML CURM FOR R.PM. AND MANIFOU) PRESSURE AND TRANSFERTOC.
3. CONNECTAAND C BY STRAIG~T UNE
muDE PERFORMANCE ABS. DRY MANIFOLD PRESSURE IN. HG
LYCOMING HELICOPTER PERFORMAN~E DATA

HIO-380-DiA ENGINE MODEL iO.O:i COMPRESSION RATIO BENDIX RSA-IAAI FUEL INJECTOR 100H30 FUEL GRADE,MIN.
O
Z O
w
POWER .SM) 6.S.F.C;
28
AND READ
AT GI\IEN
Crl
r.
ALTITUDE D. MODIFY HORSEPOWER AT D FOR WIATK)NOFAIRINLETTEMPERATURE TFROM STANDARD ALTITUDE TEMPERATURE TQ BY FORMUU
1
~tt-trrtrtttl
I
I
II~
II
I
I
I
I
I
1
1711
1_1:
C-t-
CORRECTFOR DIFFERENCE BETWEEN STD. ALT. TEMP. T, AND ACTUAL INLETAIR TEMP.
C~ C3
ct
09
9
W
[(B.H.P. F.H.P.)X(~0.8 i
460*
460
-F.H.P.
O 2~
k+......... ..--1177I177~7774
D
w
FULL THROTTLE R.PM.
co
F F.H.P. .H.P
3200 R.PM.=s2 3000 R.PM.=37 R.P.M.
z
wr
0\9
_rll
a~l
LIMITINGMANIFOLD PRESS. FOR CONTINUOUS OPERATION
CD
v
I?
rrj w
h)cd
18
X1
CD1
B
i1
d~bd
O
w Q\
C1
O
21
v,
is
o~
1
~O
~,Cd
T%!
s
o
o
I I I 1
STANDARDALTTTUDE TEMPERATURE.
TS
F
I I
I I
17
18
19
20
21
22
23
24
25
26
27
28
m
ABSOLUTE MANIFOLD PRESSURE, IN. HG.
r/0r

SECTION 3
FUEL FLOW vs PERC.ENT RATED POWER LYCOMING ENGIF~E MODEL HIO-360-A SERIES
FUEL INJECTOR ENGINE SPEED
BENDIX RSA-SAB1 2900 RPM
C12944
MANUAL MIXTURE CONTROL TO FLOWMETER GAGE
110
100
90
80
70
50.
40
50 60 70 80 90 PERCENT RATED POWER 100
Figure 3-14.
Fuel Flow
vs
Percent Rated Power
HIO-360-A Series
ATP
3-29
SECTION 3

FUEL FLOV~
PERCENT RATED POWER LYCOMING ENGINE MODEL

vs
HIO-360-B SERIES
FUEL INJECTOR ENGINE SPEED
BENDIX RSAdAB1
2500,2700,2900 RPM
C-i 2940
MANUAL MIXTURE CONTROL TO FLOWMETER GAGE
110
100
90
80
70
60
50
40
50
60
70
80
90
100
PERCENT RATED POWER
Figure
3-15. Fuel Flow
vs
Percent Rated Power
HIO-360-B Series 3-30
BRIGINAL
as Received
ATP.
By

FUEL FLOW vs PERC~NT RATED POWER LYCOMING MODEL H1O366-C1A,-C1B

ENGINE SPEED
120
2900 RPM MANUAL MIXTURE CONTROL TO FLOWMETER GAGE
C12972
110
100
90
80
70
60
50
40
50
60
70
80
90
100
PERCENT RATED POWER
Figure 3-16.
Fuel Flow vs Percent Rated Power HIO-360-C Series
ORIGINAL
As Received ATP
3-31
By
W U
ORIGINAL
As aeceived
h,
By
gm
ATP
I
CURVE NO. 10350A
LYCOMINGAIRCRAFT ENGINE PERFORMANCE DATA
co
o wZ Zw n
TO FIND ACTUAL HORSEPOWER FROM ALTITUDE. RP.M, MANIFOLD PRESSURE AND AIR INLET TEMPERATURE. 1. LOCATE AON PILL THRDmE ALTITUDE CURVE FOR GIVEN RP.IY MANIFOLD
PRESS. 2 LOCATE B ON SEA LML CURVE FOR RP~M a MANIFOLD PRESSURE a
~tfFf+l ABS. DRY MANIFOLD PRESSURE- IN HG
ic,
Q\ O
TRANSFER TO C. C BY STRAIGHT UNE AND READ HORSEPOWER AT GIVEN
rr
MODIFT HORSEPOWER AT D FOR VARIATION OF AIR INLET
h
C) CD
r
r.
TEMPERATURE T FROM
BY FORMULA HP. AT D
FULLTHROTnER.P.M.~
TS
ACTUAL H.P. tx
FULLTHROTTLE ZERO RAM

z
MAXIMUM POWER MIXTURE UNLESS OTHER WISE NOTED ENGINE MODEL 0-360-A SERIES COMPRESSIONRATIO 8.50:1 CARBURETOR MARVELSCHEBLER FUEL GRADE, MINIMUM 91/96 NO EXTERNAL MIXTURE HEATER USED
C)
C/I1
(APPROXlmAnr
CORRECTIONFOR EACH 1C F.VARIATION FROM
H)
NORMALRATEDPOWER 2700 RPM FULL RICH MIXTURE
5
O
c~
rr,
CORRECT FOR DIFFERENCE BETWEEN STD.ALTTEMP.Te ANDACTUALINLETAIR TEMP. IN ACCORDTANCE WITH NOTE 4
"--1
22
cL
y o
rl
--1
to
g_l
a
18
16
w
(D
LL I
P O
v
Cd
15--P--1
LIMITING MAN.
FOR CONTINUOUS OPERATION
14
12+-tl
dil~
O
Q\
ef~
WO
PERCENT RATED
>~12-f:W
w
o\o
o
POWER
o
c
11-~
B
(D
:I-1 =9
o
sa
rn
mCS~
=r.
~8
O
STANDARD ALTITUDE TEMPERATURE -F
-50
18
19
20
21
22
23
24
25
26
27
28
29
12w-I
v,
lo
11
tr
13
(4
ls
l6
lr
Is
l8 2021
2223242~
M
O
M r
Fn
ORIGINAL
As Received ATP
CURM N0.12122-8
By
Q\CI
TO FIND ACTUAL HORSEPOWER FROM ALTITUDE, R.PM., MANIFOLD PRESSURE AND AIR INLET TEMPERATURE. LOCATE A ON FULL THROTTLE ALTITUDE CURVE FOR GIVEN R.PM. MANIFOLD PRESS. LOCATE B ON SEA LEVEL CURVE FOR R.P.M. 8 MANIFOLD PRESSURE 8 TRANSFER TO C. CONNECTA 8 C BY STRAIGHT LINE AND READ ALTITUDE PERFORMANCE HORSEPOWERAT GIMNALTITUDE D. .MODIN HORSEPOWER AT D FOR VARIATION OF AIR INLET TEMPERATURE T FROM STANDARD ALTITUDE TEMPERATURE T S BY FORMULA
LYCOMING AIRCRAFT HELICOPTER ENGINE

PERFORMANCE DATA MAXIMUM POWER MIXTURE UNLESS OTHERWISE NOTED
00
IJ
E
r) O
vj
LEVELPERFORMANCE
cr
a
rn ed
ABS. DRY MANIFOLD PRESSURE- IN HG

FULL THROTTLE R.PM.
O M
C~ ~d c3
ENGINE MODEL 0-360-C2B,- C2D

COMPRESSION RATIO 8.5:1 CARBURETOR BENDIX PSHdBD FUEL GRADE, MINIMUM 91/96
c~
180
o
mO
O
r
460+
tJ ~d
TS
170
a:
HP AT DX
a
w
460*T ACTUAL H.P
99
~d
APPROXIMATELY i% CORRECTION FOR EACH 10" F VARIATION FROM
NO EXTERNAL MIXTURE HEATER USED.
TS
160
2
CORRECT FOR DIFFERENCE BETWEEN STD. ALT TEMP. T AND ACTUAL INLET AIR TEMP. IN ACCORDANCE WITH NOTE 4
~9
P
9
O
h,
p,
r
NORMAL RATED POWER 2700 R.PM. FULL RICH MIXTURE 036~C2D
TAKE OFF RA
a
150
ed
140
h,tj
180HP2900RPM LIMITING MAN. PRESSURE 28.(rHG. S. L. FT 1000 FT.
130
ENGINE R.P.M.
FULL THROTTLE
ZERO
HORSEPOWER RAM
120
117-111
1111
O
Cd
1101
+50 0
111
11111111111111
b
Z O
I I Ilrlr u i u u 1 I I I I I T7KLL I
STANDARD ALTITUDE TEMPERATURE T -F
II
-50
is
is 20
50
1 2
C3
21
22
23
24
25
26
27
28
29
10
ii
12
13
14
15
16
17
1819
20
2122 23
24
6~0
C]1
cl
w
C
w
00 Z~
r;nw
C
P
O~n
CURVE NO. 10819
cdM
TO FINDACTUAL HORSEPOWER FROM ALTITUDE, R. PM., MANIFOLD PRESSURE AND AIR INLET TEMPERATURE. .LOCATE A ON FULL THROTTLE ALTITUDE CURVE FOR GIVEN R.P.M. a MANIFOLD PRESS. LOCATE B ON SEA LEVEL CURVE FO R R.PM. MANIFOLD PRESSURE 8 TRANSFER TO C.
SEA
READ HORSEPOWER AT GIVEN ALTITUDE D 3. CONNECT A~C BY STRAIGHT LINE 4. MODIFY HORSEPOWER AT D FOR VARIATION OF AIR INLET TEMPERATURE T FROM STANDARDALTITUDETEMPERATURE TS BY FORMULA:(APPROXIMATELY 1% CORRECTION FOR EACH 10" F
c3
ct
O 2:
2: n
w
VARIATION FROM
180
TS)
HP AT D
x
\1460 +TS,
V 460+T
ACTUAL H.P
5!
r~
LEVEL PERFORMANCE~FULL THROTTLE ZERO RAM
ALTITUDE PERFORMANCE
ttttj TEXTRON LYCOMINGAIRCRAFT

ENGINE PERFORMANCE DATA
NOR;h~t4L RATED PCU\IER noo RP.M NU_ WCH MXTURE
160
uj
a
ABS. DRY MANIFOLD PRESSURE-IN. HG
140
k~
I-iirl
II-nivil/iI
~m
II
#BRAKE
120
MAXIMUM POWER MIXTURE UNLESS OTHERWISE NOTED ENGINE MODEL 0-360-6 8-6 SERIES COMPRESSION RATIO 7.20:1 CARBURETORMARVEL SCHEBLER MA-4-5 FUEL GRADE. MINIMUM 80/87
FULL THROTTLE R.PM.
c~
O Z
~S
t;l
C~
6
100
v,
14
rt.
80
LIMITING MAN PRESS. FOR CONTINUOUS OPERATION

CORRECT FOR DIFFERENCE BETWEEN STD. ALT TEMP. TR AND ACTUAL INLET AIR TEMP.
IN
X
RATED PWVER
cp
CONSUM
60
ACCORDATJCE WITH NOTE
r/~cd
ao ~o
0~6
Y
m
Oc3
O -50
56
STANDARD ALTITUDE TEMPERATURE

1 6 8 9 10 11 12 13 14 15 16 171819 20 2122 23 24 25 7 PRESSURE ALTITUDE IN THOUSANDS OF FEET
5
18
19 20 21 22 23 24 25 26 27 28 ABSOLUTE MANIFOLD PRESSURE, IN. HG.
29.
-50
2 3
4
cj~
ATP
Or
CURVE NO.12881
TO FIND ACTUAL HORSEPOWER FROM ALTITUDE. R.PM.. MANIFOLD PRESSURE
AND AIR INLET TEMPERATURE.
1. LOCATE A ON FULL THROTTLE ALTITUDE-CURVE FOR GIVEN R.PM. MANIFOLD PRESS.
wCC
LYCOMING AIRCRAFT
HELICOPTER ENGINE
tl
~n
P
O
2. LOCATE B ON SEA LEVEL CURVE FOR R.P.M. 8 MANIFOLD PRESSURE 8 TRANSFER TO C. 3. CONNECT A 8 C BY STRAIGHT LINE AND READ HORSEPOWER AT GIVEN ALTITUDE D.
4. MODIFY HORSEPOWER AT D FOR VARIATION OF AIR INLET TEMPERATURE T FROM
PERFORMANCE DATA
MAXIMUM POWER MIXTURE
UNLESS OTHERWISE NOTED
TS
ENGINE MODEL HO-360-B SERIES
8~
~TS
HP AT D
SEA LEVEL
PERFORMANCE
c, ~d cc
XV
460
ABS. DRY MANIFOLD PRESSURE IN HG

o z
ACTUAL H.P.
C~J
r.
APPROXIMATELY 1% CORRECTION FOR EACH 10 F FROM T
FULLTHROTTLE R.P.M.
180
COMPRESSION RATIO 8.5:1 CARBURETOR BENDIX PSH-SBD FUEL GRADE, MINIMUM 91196
NO EXTERNAL MIXTURE HEATER USED.
Ocl
O
MZ r d
r
89
VARIATIONS
a H
w
160
o 180 HP
RATED POWER 2900 R.P.M.

v,
I I
24
TEMP. T
CORRECT FOR DIFFERENCE BETWEEN STD. ALT AND ACTUAL INLET AIR TEMP. IN
ACCORDANCE WITH NOTE 4
ENGINE
R.P.M.
I II/I II 1
I
140
O" c
oo\ tio
=r.
120
I
g
I I
I
II
~t)
100
w
14
80
60
O
Cd
tJ
+50 0
STANDARD ALTITUDE TEMPERATURE T
50
la
19
c3
20
21
22
23
24
25
26
27
28
29 (I)
10
11
12
13
14
15
16 17
18 19 20 21
22 23 24
O
2j
ORIGINAL
As Received
u,
By
d~
c~ c~
BTP
zz
rnw
G
Ch
gvl
CURVE NO. 12700-A
Cdm
TO FIND ACTUAL HORSEPOWER FRO M ALTITUDE, R.PM., MANIFOLD PRESSURE AND AIR INLET
TEMPERATURE. i. LOCATE A ON FULL THROTTLE ALTITUDE CURVE FOR GIVEN R.PM. MANIFOLD PRESS. 2. LOCATE B ON SEA LEVEL CURVE FO R R.PM. st MANIFOLD PRESSURE 8 TRANSFER TO C.
4. MODIFY HORSEPOWERAT D FOR VARIATION
TEXTRON LYCOMING AIRCRAFT ENGINE PERFORMANCE DATA

MAXIMUM POWER MIXTURE UNLESS OTHERWISE NOTED ENGINE MODEL AEIO -360-A SERIES COMPRESSION RATIO 8.7. i
g
cc
O
Z
w
3. CONNECTA 8 C BY STRAIGHT LINE AND READ HORSEPOWER AT GIVEN ALTITUDE D. OFAIR INLETTEMPERATURE T FROM STANDARD ALTITUDE TEMPERATURE TS BY FORMULA: APPROXIMATELY 1% CORRECTION FOR EACH 10" F.VARIATION FROM T
HP AT
Z O
460
ACTUAL H.P.
v, v,
rr
OZi.
ALTITUDE PERFORMANCE ZERO RAM

ABS. DRY MANIFOLD PRESSURE-IN. HG FULL THROTTLE R.PM.
FUEL INJECTOR- BENDIX, RSA-5AD1 FUEL GRADE, MINIMUM 100/1 NO EXTERNAL MIXTURE HEATER USED,
cl
cc
Os
200
RATED POWER 2700 R.PM.

ENGINE R.P.M.
~A
180
2
c) r
a
CORRECT FOR DIFFERENCE BETWEEN STD.

160
t~J
22
ALT. TEMP. T~ AND ACTUAL INLET AIR TEMP. IN ACCORDATJCE WITH NOTE 4
"B
o
k
140
20
1
o
a
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120
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100
w Y
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LIMITING MAN PRESS. fOR CONTINUOUS OPERATION
mCd 80
+50
O
0
M56
STANDARDALTITUDE TEMPERATURE T
-"F
10 ii
n
I_ri
I
I
lhl
t~
11(1
-50 18 19 20 21 22 23 24 25 26 27 28 ABSOLUTE MANIFOLD PRESSURE, IN. HG. 29

1
50;LI-I
2 3
4
5
I-~
I r-LI-LLW
IIII-LL~LhLL50
12
13 14 15
16 17 18 19 20 2122 23 24
PRE SSURE ALTITUDE IN THOUSANDS OF FEET
tJ~
M r
r;n
ORIGINAL
As Received
By
APP
ORIGINAL
As Received
ATP
j
C-12850
70 FIND ACTUAL HORSEPOWER FROM ALTITUDE. RPM.MANIFOLD PRESSURE
By
Or
w~
0\ ALTITUDE PERFORMANCE
ZERO RAM
C1
SEA LEVEL
PERFORMANCE
LYCOMING AIRCRAFT ENGINE PERFORMANCE DATA

MAXIMUM POWER MIXTURE UNLESS OTHERWISE NOTED
00
2~
Z
rn
LOCATE A ON FULL MROTfLE ALTITVDE FOR GIVEN RPM MANIFOLD PRESSURE 2 LOCATE B ON SEA LEVEL CURVE FOR R PM AND MANIFOLD PRESSURE AND TRANSFER TO C 3 CONNECT AAND C BY STRAIGHT LINE
I
RATED POWER
So HP 2700 RPM ENGINE MODELS COMPRESSION RATIO
I
I I
10-360-8 SERIES 8.5:1

CONT. FLOW BENDIX TYPE RSA-BAD1
n O
I!
I~ABS.DRYMANIFOLD
PRESSURE
IN. HG
AND READ HORSEPOWER AT GIVEN ALTITUDE D

4. MODIFY
FUELINJECTION FUEL INJECTOR
O
C~
C4
HORSEPOWER AT D FOR
FUEL GRADE.MINIMUM
91196
VARIPITION OF AIR INLET TEMPERATURE
TFROMST~NOARDALTITUDE
~F=f
I I I I 1 I I
I
F:~
I I I
P
5~
O
T~I
AT D X
7~=
460 fB
460
ACN~L
I
o
CD
W
I I
APPROXIMArrLV 196 CORRECTION FOR EAM 1, VARIATION FROM TS
W1
CORRECT FOR DIFFERENCE BETWEEN STD. TEMP. T, AND ACTUAL INLET AIR TEMP.
I,
rlll
111
vl
h, *~3
ENGINE
IW a
p
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b
r
a I
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ct
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LIMITING MAN. PRESS. FORCONTINUOUS
g
Cl
OPERATION
=I
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O
ct
0,
Z
V1
13
14
TS
8
so
18
19
20
21
22
23
24
25
26
27
28
29
9~
~O
11
12
15
16
171819
20 21
22 23
-so 24
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C~ C~
clC1
00
Z Z
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CdM
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C-12732-A
cc

1
ALTITUDE. RPM.. MANIFOLD PRESSURE

FIND AIR INLET TEMPERATURE
LOCATE AON FULL THROTTLE ALTITUDE CURVE FOR GIVEN RPM. MANIFOLD PRESSURE. 2. IOCATE B ON SEA LEVEL CURVE FOR RPM AND MANIFOLD PRESSURE AND
ALTITUDE PERFORMANCE 7 ZERO RAM

1
I I I I I I I
LYCOMING AIRCRAFT ENGINE
c3
-1
PERFORMANCE DATA
MAXIMUM POWER MIXTURE UNLESS OTHERWISE NOTED ENGINE MODELS COMPRESSION RATIO IO-360-B1ASERIES
8.5:1 CONT. FLOW SIMMONDS TYPE 530 91/96
Z Zw
cc
CI
171
RATED POWER 80 HP 2700 RPM
TRANSFER TO C
3 CONNECT AAND C BY STRAIGHT LINE
V1
I_._.~_._...I__.._.I_ ABS DRY MANIFOLD

I I
FUEL INJECTION FUEL INJECTOR
AND READ HORSEPOVIU~R AT GIVEN ALTITUDE D

4
PRESSURE
IN HG
MOOIFY HORSEPOVMR AT D FOR

VARIATION OF AIR INLET TEMPERATURE TFROM STANDARD ALTITUDE TEMPERATURE
Ci
LL1
lunt
FUELGRADE.MINIMUM
LTHROTTLE RPM
NO EXTERNAL MIXTURE HEATER USED
TS
sY FORMULA.
--.CL~
CI c3
ct
r
HP AT D X
7~
;ACTUAL HP
O
wl
CORRECT FOR DIFFERENCE BETYUEtN SiO ALT TEMP Ti AND ACTUAL INLET AIR TEMP
*PPROXIMIITELI146CORRECTI~NFOR
EACH 10;F VARIATION FROM
TS
h,
W
r
1;-1
ii
ENGINE RPM
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14
8
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o
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t--f-----t;--t--t
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so
cl
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I FOR CONTINVOVS
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e~
T,
O
w
t0,
,O STANDARDALTITUDE TEMPERATURE
1,
,O
c3
cD
TS
8
F
50 50 11 12 13 14 15 16 17
m 56
a
18
19
20
21
22
23
24
25
26
27
28
29
sr
I~W
10
18
19
20
21
22 23 24
cD
ABSOLL~TE MANIFOLD PRESSURE. IN HG

i
1JZ
M r
r;n
ORIGINAL As Received ATP
By
C120U
O~
C~
cn
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o
TO FIND ACTUAL K)RSEPOIIIIER FROM ALTITUDE. R.PM.. MANIFOLD PRESSURE
SEA LEVEL
PERFORMANCE
LYCOMING AIRCRAFT ENGINE
00
tCtt
ZERORAM
fff
PERFORMANCE DATA
MAXIMUM POWER MIXTURE UNLESS OTHERWISE NOTED ENGINE MODELS COMPRESSION RATIO FUEL INJECTION
s~
r;n
1. LOCATE A ON FULL THROTTLE ALTITUDE
(P
D P
6)
CURVE FOR GNEN R.PM. MANIFOLD PRESSURE. i. LOCATE B ON SEA LEVEL CURVE FOR R.PM. AND MANIFOLD PRESSURE AM) TRANSFER TO C.
9. CONNECTAAND C BY STRAIGHT LINE AND READ HORSEWWERATOMN ALTITUDE D.
RATED POWER 177 HP
2700 RPM ABS. DRY MANIFOLD PRESSURE IN. HG
10360-B1C SERIES
8.5:1 CONT FLOW BENDU( TYPE RSASAD1
9168
r"
FUEL INJECTOR
FUEL
TJO
b<
r
MODIFY HORSEPOWERAT D FOR VARIATION OF AIR INLET TEMPERATURE T FROM STANDARD ALT(TVDE
TEMPERATURE
GRADE.MINIMUM
THROTnE R.P.M.
TS
BY FORMULA.
HP AT D X
7~.
M O
ACTUAL HP FOR
56
APPROXIMATELY 1X EACH ~m. VARIATION
wl
FROMTS
CORRECT FOR DIFFERENCE BET\IMEN STD. ALT TEMP. T. AND ACTUAL INLET AIR TEMP. IN ACCORDANCE WITH NOTE 4
O
a
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H-+f+t ENI;NE
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g
I
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a
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LIMITING MAN. PRESS. FOR CONTINUOUS OPERATION
O
0,
0
.,.,,,,,,,O
TS
8
F -50 50
11 12 13 14 15 16 17 19
18
19
20
21
22
23
24
25
26
27
28
29
-J
10
20 21
22 23 24
r;n
ABSOLLm MANIFOLD
PRESSURE. IH. HG.
O~
PRESSURE ALTITUDE IN MOUSANDS OF FEET
m CI C~
w w
00 ZZ
r;nw
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w
6$y
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BTP
TO FIND ACTUAL HORSEPOWER FRO MALTITUDE, R.P.M., MANIFOLD PRESSURE AND AIR INLET TEMPERATURE. i. LOCATE A ON FULL THROTTLE ALTITUDE CURVE FOR GIVEN R.PM. MANIFOLD PRESS. 2. LOCATE B ON SEA LEVEL CURVE FO R R.PM. MANIFOLD PRESSURE g TRANSFER TO C.
C BY STRAIGHT LINE AND -READ~HORSEPOWER AT GIVEN ALTITUDE D. 4. MODIFY HORSEPOWERATD FORVARIATION OFAIR INLETTEMPERATURE TS FROM STANDARD ALTITUDE TEMPERATURE BY FORMULA: 3. CONNECT A
mm
CURVE NO. 13516A
II
lill
11
III
LYCOMING AIRCRAFT ENGINE PERFORMANCEDATA MAXIMUM POWER MIXTURE
gc3
cc
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TS
APROXIMATELY 1% CORRECTION FOR EACH 10" F.VARIATION FROM
460
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TS
ENGINE:
IO-360-L2A
C~l
SEA LEVEL
RATED POWER 160 HP -2400 R.P.M.
cfFj
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PERFORMANCE
180
ABS. DRY MANIFOLD
FUEL GRADE:
PRESSURE-IN. HG
MINIMUM 91/96
(Ij
CORRECT FOR DIFFERENCE
ul
~1 Ir
1
,r
I
FULL
II
BETWEEN
STD.ALT.TEMP.TS
AND ACTUAL INLET AIR TEMP.
1/3
YI\_1
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r
13
z
26 140
T~HROTTLE R.P.M.
Ci
c~e O
o
00
Q: Q-
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24
H
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10
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26
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10111213141516 1718192021222324
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LEVEL
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O 13
o"
T;t
SEALEVEL
PERFORMANCE
CURVE NO.13549
t~Z
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h)
w
LYCOMING
TO FIND ACTUPIL HORSEPOWER FROM ALTITVDE, R.PM., M~NIFOLD PRESSURE AND AIR INLET TEMPE~TURE. i. LOCATE A ON FULL THROTTLE ALTITUDE CURVE FOR GIVEN R.PM. MANIFOLD PRESS.
0\
ENGINE
PERFORMANCE DATA
O
71
0 o
\o
0 1
LOCATE B ON SEA LEVEL CURVE FOR R.PM. 8 MANIFOLD PRESSURE 8 TRANSFER TO C.

CONNECT A 8 C BY STRAIGHT LINE AND READ
p
cD
=t
E.
3
HORSEPOWER AT GIVEN MODIFY HORSEPOWER

AT D FOR VARIATION OF
ALT(TUDE
180
D.
V) w
rr
a
ABS. DRY MAN IFOLD

ENGINE
RATED POWER
~;1ODEL,
p~
m
IO-360-M1A
AIRINLET TEMPERATURE T
2700 RPPM.
180
o Z
el 3
FULL THROTTLE R.P.M.
COMPRESSION RATIO 8.5:1 FUEL INJECTOR: PAC
O
C"
o~
rr
FROM STANDARD
T
ALTITUDE
~SA-5AD1
09
a
(P
TEMPERATURE
BYFORMULA
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FUEL
GRADE, MINIMUM: 91/96
~E
O
ENGINE SPEED: 2700 RPM
o~
3
CD
h,
HP. AT D
XV
.~TS
460+
160
a
T-
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ACTUAL H.P APPROXIMATELY 1% CORRECTIONFOR EACH

10".F.VARIATION
I
w
m Z
NO EXTERNAL MIXTURE
HEATER USED.
r e
r
V)
0
a CD
140
r
v
CORRECT FOR DIFFERENCE
20
BETWEEN STD.ALT.
TEMPTS

n,
0\
ENGINE
R.P.M.
120
O
w
OP~
i~
IN
ACCORDANCE
WITH NOTE 4
~3 a
F
O\
16!
=f.
m
a
(D
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ccI
1/1
YI
In
Inl
Ixl
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-50
18
so
1
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19
20
21
22
23
24
25
26
27
28
29
a 5
ABSOLUTE MANIFOLD PRESS
IN. HG
9~ m~
10
11
12
13
14
15
16
17
1819
20
21
22 23
24
PRESSURE ALTITUDE IN THOUSANDS. OF FEET
C I~
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Zz
cnw
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iO C1Z
ct
SEALEVEL PERFORMANCE
i-----;
i_L~I1:_-II-
::l:_i:::::i
RATED POWER LIMITING MAN. PRESSI

-1
CURVE NO. 12945

LYCOMING HELICOPTER ENGINE PERFORMANCE DATA
UNLESS OTHERWISE NOTED ENGINE MODEL HIO-360- A SERIES
ALTITUDE, R.P.M.MANIFOLD PRESSURE AND

AIR INLET TEMPERATURE. 1. LOCATE A ON FULL THROTTLE ALTITUDE
-i--i
G1
~n
I~I_ILi
RATED HP 180 2900 RPM-.50 BSFC
v,
ALTITUDE PERFORMANCE ZEROW\M
CURVE FOR GIVEN R.PM. MANIFOLD PRESS.

2LD~AIEBONSD\LEVELCURYEHYIRPM
C3 C C) C1
BMANIFOLDPRESSURE BTRANSFERTOC. 3. CONNECT A 8 C BY STRAIGHT LINE AND

READ HORSEPOWER AT GIVEN ALTITUDE D.
4. MODIFY HORSEPOWER AT D FOR
LIMITING
POWER
LU
a:
a
Crl
09
(D
OF AIR INLET TEMPERATURE T FROM STANDARDALTITUDETEMPERATURET S 8Y FORMULA
Bj
180
i=
COMPRESSION RATIO FUELINJECTORBENDIX
8.70:1 RSA-5AD1
FUELGRADE, MINIMUM 1001130

o
._:.
i-
FULLTHROTTLER.P.M,
HPATDXV460tT
APPROXIMATELY 1X CORRECTION FOR EACH
:ACTUALH.P.
i-i-i
a
00
5
i_
_~_
-I
m
CD
1~ F.VARIATION
FROM T
_.1_-,
CORRECT FOR DIFFERENCE BETWEEN STD. ALT TS AND ACTUAL INLETAIR TEMP. IN ACCORDANCE WITH NOTE 4
TEMP.
99
170
o
~d r o S
c~
0\
I
-i-
160
-f~-,
p,
=t
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[L
150
i--t-Li~------:
B
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P.
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ENGINE R.PM.
140
if"
i-
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i----i----i---: --~-i-t-h---t-in,
W Y
i-
120
o\O O~
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16 17 18
19
9,-50
22 23 24 25
26
TS
11
c~ "C3
13 14 15 18
20
21
27
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10
11
1718
19
19 21
92 2j 24
II
ABSOLUTE MANIFOLD PRESSURE, IN. HG
C356 m
a
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zc
~nr
Or
00
CURVE N0.12941A
TO FIND ACTUAL HORSEPOWER FROM ALTITUDE, R.PM., MANIFOL) SEA LEVEL PRESSURE AND AIR INLET TEMPERATURE. #1 PERFORMANCE 1. LOCATE A ON NLL THROTTLE ALTITUDE CURVE FOR GIMN R.P.M. MANIFOLD PRESS. LOCATE B ON SEALML CURVE FOR R.P.M. I MANIFOLD PRESSURE (L TRANSFER TO C. CONNECTA 8 C BY STRAIGHT LINE AND READ HORSEPOWER AT GNEN v, ALTITUDE D. /FRfffFRfl MODIFY HORSEPOWERAT D FOR VARIATION OFAIR INLET ~j a: TEMPERATURE T FROM A75FRFRTRFR a T STANDARDALTITUDETEMPERATURE S BYFORMULA
HP AT D
LYCOMING HELICOPTER
ENGINE
PERFORMANCE DATA
MAXIMUM POWER MIXTURE UNLESS
n 1%10 O
Cd
-i I I
Ass. DRYMANIFOLD PRESSURE IN HG
OTHERWISE NOTED ENGINE MODELHD~B(FB SERIES COMPRESSIONRATIO 8.5:1 FUELINJECTORBENDIXRSA-5AB1 FUEL MINIMUM GRADE 91/96
M O
r
op
~j 36
XV460+T-
ACTUAL H.P.
NORMAL RATED WWER AT.50
D Z
S~ O
M P
I~
t~3
\O
APPROXIMATELY 1% CORRECTION FOR EACH 1(P F.VARIATION
-1
a
g
-1
o
FULL THROTTLE R.P.M.
F~
Lu
1
c.
ENGINE R.PM.
CORRECT FOR DIFFERENCE BEMIEEN STD. ALT ANDACTUALINLETAIRTEMP. IN ACCORDANCE WITH NOTE 4
TEMPTS
-1
I~ CD
0
a
=1.
vi
w-1
m
Cd
CD
30
120
NLLTHR(TT~LE
CD
d
110
18
is
20
21
22
23
24
25
26
27
28
29
V)f~
_1
STANDARDALTITUDE TEMPERATURE
1
2 5 4
TS
11
F,
ul
Z C1
15 26 21 22 2524
11
10
12
15
14
15
16
17 15
51
m
ABSOLUTE MANIFOLD PRESSURE,.IN. HG.
C)CI
w
ORIGINAL
As Received ATP
t]
b
w
By
~nw
cl2a73-n TO FIND ACTUAL HORSEPOWER FROM
ALTITUDE. R.P.M.. MANIFOLD PRESSURE
SEA LEVEL
PERFORMANCE

MAXIMUM POWER MU(TURE UNLESS OTHERWISE NOTED
6S
C1
Ct
m ~I
=I
~w
I I
i. LOCATEAON FULLMROTTLEALTITUDE CURVE FOR GIVEN R.P.Y. MANIFOLD
I-
PRESSURE.
2 LOCATE B ON SEA LEVEL CURVE FOR PRESSURE AND CONNECTAAND C BY STRAIGHT LINE AND READ HORSEPOWER AT CIMN ALTITUDE D. MODIFY HORSEPOWERAT D FOR VARIATION OF AIR INLET TEMPERATURE T FROM STANDARD ALTITUDE TEMPERATURE TQ BY FORMULA.
TED HP-2900 .50 BSFC
H1O360C SERIES ENGINE MODELS 8.7:1 COMPRESSION RATIO BENDIX TYPE RSASAD1 FUEL INJECTOR 100H30 FUEL GRADE,MINIMUM
Z
rn
NOEXTERNAL.M"R.E
HEATERUSED
C)
1
W
W
O
480+T APPROXIMATELY I~ CORRECTION FOR EACH 1~F. VARIATION FROMTL
w
I111
CORRECT FOR DIFFERENCE BETWEEN STD. ALT TEMP.
P
C13
a P
~ttttt iNdlN~ dpd
T,
AND ACTUAL INLETAIR TEMP.
V)
IN ACCORDANCE WITH NOTE 4 24
a
a
OD c
W aD
I
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1 I
11-fill
Ilnl
61
O0\ h
o
r~
k
CD
is
=r.
(P
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a
wl
o
14
cD
1
ZP
o
r;ncd
O
f
---Lt-t,
II
1..
C~
C~cl
0
111110
TS
8
F -50 -50 22 23 24
F~5d
r3
~n
18
19
20
21
22
23
24
25
26
27
28
29
g
cn
10
11
12
13
14
15
16
17
18
19
20 21
O
1~3
ORIGINAL
As Received
&y
ATP
0-19070 shoot 1 of 5
SEA LEVEL
ALTITUDE
PERFORMANCE~--C--F
PERFORMANCE
ZERO RAM

TIO-360A SERIES ENGINE MODEL 7.3:1 COMPRESSION RATIO BENDDX TYPE RSASADI FUEL INJECTOR AIRESEARCH T04
00
Z O O
~Q
ALTITUDE. RPM. MANIFOLD PRESSURE

ANDAIRINLETTEMPERATURE
i. LOCATE AON ALTITUDE CURVE FOR GIVEN MANIFOLD PRESSURE AND
ALTITUDE AT R.PM. SHOWN.

2. MODIFY HORSEPOWER AT A FOR
ABS. DRY MANIFOLD PRESSURE

IN. HG
GRADE, MINIMUM
MIXTURE STRENGTH ALTITUDE POWER TOLERANCE
100/130
.60 LBIBHP~R
rn
VARIATION OF AIR INLET TEMPERATURE TO THE TURBOCHARGER Ta FROM STANDARD ALTITUDE TEMPERATURE Ts
BY FORMULA:
~-29(
2575
nP AT A X
ACTUAL HP
APPROXIMP~LY 1% MRRECTION FOR
EAW l(rF VARIATION FROM
TS
CORRECT FOR DIFFERENCE BETWEEN STD. ALT TEMP. T,ANDACTUAL INLETAIR TEMP. TO TURBOCHARGER.
MO
a 56
(SEE
NOTE
2)
1
w
NORMAL RATED POWER 200 HP. 34.0" HG M.A.P
o a
M
=1"
O
W
z
n
I
(;13
(D
1 I I I 1 I I
rlrrllll
III
o It
O\P,
32
"F B m$
(5
WGINERPM
=r,
(5
rn
g
(5
o
(z
w v,
o
ul
~1
m
I
It
O
Cd
ct
0
TS
8
F 50
Tn
16
18
20
22
24
26
28
30
32
34
36
38
U)gLU51
10
11
12
13
14
15
16
17
18
19
20 21
22 23 24
B CIC~
m
clC3
QRIGINAL
o O z z
Fllw
d~ Weeeived By
ATP
P Q\
C-13078 Sheet 2 of 5
cl
cl
SEALEVEL
TO FIND ACTUAL HORSEPOWER FROM ALTITUDE, R.PM., MANIFOLD PRESSURE AND AIR INLET TEMPERATURE.
i. LOCATE A ON ALTITUDE CURVE FOR GIVEN MANIFOLD PRESSURE AND
PERFORMANCE

ENGINE MODEL
O 2!
W
TIG-360-A SERIES
7.3:1
C1
rn
COMPRESSION RATIO
FUEL INJECTOR
I
I
BENDIX TYPE RSA-5AD1
ALTITUDE AT R.PM. SHOWN.

2. MODIFY HORSEPOWER ATA FOR
I
I
I
1
I
I
I
I
I
I
I
I
I
I
i
I
I
I
I
I
II
n
VARIATION OFAIRINLETTEMPERANRE TO THE TURBOCHARGER T~ FROM STANDARD ALTITUDE TEMPERATURE Ts BY FORMULA:
TURBOCHARGER FUEL GRADE. MINIMUM MIXTURE STRENGTH
AIRESEARCH T04
100/130 .60 LB/BHP/HR */-2%
II
II
111
Ir
ALTITUDE POWER TOLERANCE
CI
OQ~
W
e!
CCC~CCCCI
CORRECTFOR OIFFERENCEBETWEEN sm.
hp*r*X
ALT. TEMP.
T,
APPROXIMATELY 1% CORRECTION FOR
TOTURBOCHARGER.
ABS. DRY MANIFOLD

PRESSURE-IN.HG
a 2500
cn
vo
(SEE NOTE 2)
~I
EACH 10F. VARIATION FROM
TS
O
Wa
I
I
I I
I 1
I I
I
I
1
I
I
I
I
I
1
I
Irrll
I I I
I
I
1
I
I
I
Illla
I I I
Q\ P,
Ilrl
III
la
o
Or
~s
I
i
I I I 1 1llrl
1 I
IYlrl
III
1~1
ENGINE RPM
F
d
r6.
h,
o~d
ul~t,
v
ra
g
w
9 Y 6
24
s
(D
22
5!
n
r;ncd
EO
M
TS
8
16
18
20
22
24
26
28
30
32
34
36
38
~w
10
11
12
13
14
15
16
17
18
19
20 21
22 23 24
Ilj>
cow
-I
O
F,m
As FPeceived
B~
ATP
Or
C-13079Shee13o(5
SEALEVEL
~ALTITUDE PERFORMANCE
ZERO RAM
PERFORMANCE

TIO-36~A SERIES ENGINE MODEL 7.3:1 COMPRESSION RATIO BENDIX TYPE RSA5AD1 FUEL INJECTOR AIRESEARCHT04 NRBOCHAROER 100/130 FUEL GRADE. MINIMUM MAXIMUM POWER MIXTURE +/-2% rALTITUDE POWER TOLERANCE
643 0\ O
O
Z
ALTITUDE. R.P.M.. MANIFOLD PRESSURE AND AIR INLET TEMPERATURE.

1. LOCATE AON ALTITUDE CURVE FOR GIVEN MANIFOLD PRESSURE AND
C1
~LnruoEnrR.w.sHovw 2. MODIFY HORSEPOWER AT A FOR VARIATION OFAIR INLET TEMPERATURE TO THE TURBOCHARGER Tn FROM STANDARD ALTITUDE TEMPERATURE Ts
BY FORMULA:
y)~
O
cl m O
nP AT A X
1460
Ts
_
V460+TI-
ACTUAL HP
CORRECT FOR DIFFERENCE BETWEEN STD.

ALT TEMP.
r
AP~ROXIMATELY 1% CORRECTION FOR ABS. DRY MANIFOLD
T,
ToTuRBoCHARGER.(sEENoTE2)
cn
~#.A(E?5URL-NHG
k~
w
I
1_1
ll1r111l11l~
am
re
r
O
wcD
o
z
g\lu
O
C;,
(D
1111
IIlll
I~
d
=1.
g
w
"B
u,
24
O
0 0 0
TS
8
IB
18
~O
22
24
26
28
~U)
~2
36
38
g~
10
11
12
13
14
15
18
17
18
19
20 21
22 23
24-50
CI
c3
WP
ORIGINAL
As aeceived
O1!
By
AVP
P
oo
O;n
ce~M
C-13079 Sheet 4 015
CI
SEA LEVEL
TO FIND ACTUAL HORSEPOWER FROM ALTITUDE. R.P.M.. MANIFOLD PRESSURE
AND AIR INLET TEMPERATURE. i. LOCATE AON ALTITUDE CURVE FOR
PERFORMANCE

ENGINE MODEL COMPRESSION RATIO
O Z
ZW
TIO-360A SERIES
7.3:1
t--tt-ttttf-~
I
II II
1
GIVEN MANIFOLD PRESSUREAND ALTITUDE AT R.PM. SHOVI~.

2. MODIFY HORSEPOWER AT AFOR
I
I I I
I
I
I I
171 I I I
II
I
LLII_III
11 117 1
L_11
VARIATION OFAIR INLETTEMPERATURE TO THE TURBOCHARGER TA FROM
t+-tttftt-I
I I I
I
I
I I I
BENDIX TYPE RSA-5AD1 I:FUELINJECTOR AIRESEARCH T04 ITURBOCHARGER 100H30 .IFUELGRADE,MINIMUM

I I
MAXIMUM POWER MIXTURE ALTITUDE POWER TOLERANCE +/-20m
B
O
Z
rn
STANDARD ALTITUDE TEMPERATURE Ts BY FORMULA:
0~
HP AT A X
V460*TI-
E
66 W
APPROXIMATELY 19b CORRECTION FOR
CORRECT FOR DIFFERENCE BENVEEN STD. ALT. TEMP. T, AND ACTUAL INLETAIR TEMP.
TOTURBOCHARGER. (SEE NOTE 2)
i
w
ABS. DRY MANIFOLD PRESSURE

w
O
wCD
cr
Il
I 1
IN.HG
0\ 95
III
III
a
o
z
R.P
OP
~(P
(P
a~l
I
=1
B
Q
I
ENGINE RPM
iii
I1IIIII1Y1111111111
I~j
3~ E?;
CD~
PCD
~1
oCd
rCD
vl~t,
wl
v, a:
OCC
CI
o 66
~1
m
Z O
O O 56
0,
~L
-I-
11
10~
TS
8
F so
C1 m
Is
Is
20
ZZ
24
16
28
30
32
34
36
58
qd
50
11
10
12
13
14
15
16
17
18
19
2021
2223
24
ORIGINAL As Received
M r rnr
ur~yB
Py
Or
clsor~sheetsors
TO FIND ACTUAL HORSEPOWER FROM ALTITUDE, R.PM.. MANIFOLD PRESSURE ANDAIRINLETrrMPERATURE. 1. LOCATE A ON ALTITUDE CURVE FOR GNEN MANIFOLD PRESSURE AND ALTITUDE AT R.P.M. SHOVIM. 2. MODIFY HORSEPOWERATA FOR VARIATION OFAIR INLET TEMPERATURE TCmE TURBOCHARGER T* FROM STANDARD ALTITUDE TEMPERATURE Ts BY FORMULA:
HP AT A X
3 SEA LEVEL PERFORMANCE

TIO-380~A SERIES ENGINE MODEL COMPRESSION RATIO 1.3:1 FUEL INJECTOR BENDIX TYPE RSA5AD1 TURBOCHAROER AIRESEARCH T04 FUEL GRADE, MINIMUM 100/130 MAXIMUM POWER MIXTURE Ir ALTITUDE POWER TOLERANCE +1-2%
m rn
171
g
CJ
r
ACTUAL HP
,1
gq t
1% CORRECTION FOR
W
CORRECT FOR DIFFERENCE BETWEEN STD. ALT TEMP Ts ANO *CIUAL INLETAR TEMP
M O
TO~TURBOCHARGER. (SEE NOrr 2)
9
w
ABS. DRY MANIFOLO

(n
PRESSURE-IN.HG
~Lh
O
CR
Wa
lu
rr
a
O\P)
Ota E~
a
=1.
a
w
3
P~C.
k
ENGINE RPM
g
u,w
Iq
ulX,
-1
a
o,
O
-L
S
O
,,,,,,,.o
TS
8
F
50
16
18
20
22
24
26
28
30
32
34
36
38
10
11
12
13
14
15
16
17
18
19
20 21
so 22 23 24
c~cl
O
Z
p \o
ORIGINAL
As Received
By
vlw
ATP
SECTION 3
FUEL FLOW
vs
PERCENT RATED POWER
LYCOMING HIO-360-SERIES 2900 RPM ENGINE SPEED MANUAL MIXTURE CONTROL TO FLOMETER GAGE
10
90
r 80
S
i~ t
70
60
50
40
60 0 0
90
00
PERCENT RATED POWER
Figure
3-36. Fuel Flow
vs
Percent Rated Power
HIO-360-E,
3-50
-F Series
ORIGIPIAL As Received By
ATP
CURVE
TO FINDACTUAL HORSEWWER FROM ALTITUDE, R.PM., MANIFOLD PRESSURE AND AIR INLET TEMPERATURE. 1. LOCATE AON PILL THROTTLE ALTITUDE CURVE FOR GMN RPM. MANIFOLD PRESS. 2. LOCATE B ON SEA LEVEL CURVE FOR RP.M. 8 MANIFOLD PRESSURE d TRANSFER TO C. 3.CONNECTA(L C BY STR91GHT LINE AhlD READ HORSEPOWERAT GIVEN ALTITUDE D. 4. MODIM HORSEPOWERAT D FOR VARIATION OF AIR INLET TEMPERATURE T FROM STANDARDALTITUDE TEMPERATURE T BY FORMULA
HP. AT D
~F
N0.13308o\ g
a
ENGINE
m a
SEA LNEL PERFORMANCE
LYCOMING HELICOPTER
PERFORMANCE DATA
MAXIMUM POWER MIXTURE UNLESS
cn
am
a
r
09
ABS. DRY MANIFOLD
PRESSURE
IN HG
]Y~
460+
OTHERWISE NOTED ENGINE MODEL H1(1360-E1AD COMPRESSION RATIO 8.00:1 FUEL INJECTOR BENDIXRSA-SAB1 1001130 FUEL MINIMUM GRAOE
j=
E
a
ACTUAL H.P.
NORMALRATED
D HPZBOO RPM
APPROXIMATELY1% CORRECTIONFOR EACH10 F.VARIATION FROM
a tl~
MZ r d
FULL THROTTLE R.PM.
TS
-200
o
(rc,
O
1
CORRECT FOR DIFFERENCE BETWEEN STD. ALT TS AND ACTUAL INLETAIR TEMP. IN ACCORDANCE WITH NOTE 4
TEMP.
t~j
-1
w
r.
~O
ENGINE R.P.M.
om
I
a
(O
~-1 00
FUUTHRO~LE HORSEPOIMR ZERO RAM
Y
d
m
80
lb II,
ABSOLUTE MANIFOLD
11 2: 25 2$
5" ~oZ
25 26 27 28 29
STUID*ROUTITUOE
-50
2
10
11
12
1)
14
11
16
11 18
18
20 21 22 2224
PRESSURE, IN. HG.
j~ul
c ct
t~ce
k,
clh
WO
Z
(Ih
h,
O~n
Cb
IZ
TO FIND ACTUAL HORSEPOWER FROM ALTITUDE, RP.M.. MANIFOLD PRESSURE ANDAIR INLET TEMPERATURE 1. LOCATE A ON ALTITUDE CURVE FOR GIVEN MANIFOLD SHOWN. PRESSANDALTrmDEATRP.M..
c(
SEA LEEL PERFORMANCE
TITUDE PERFORMANCE
CURVENO. 13309-A
ENGINE MODEL HIO-360-EiAD COMPRESSION RAT108.00:1 FUELINJECTORBENDIX RSA-SABI FUEL GRADE, MINIMUM 100/130 ENSTROM KIT SK-28-121000 MIXTURE STRENGTH .69LB~WHR
ZERQRA~
Z, O
uj
2 MO01N HORSEWWERAT "A FOR VARIATION OF INLETAIR~FFFFFFFfffffrffA TEMPERATURE TOTHE~URBOCHARGERTA FROM
a:
a
Co
Tn
CD
STANDARDALTITUDETEMPERATURE BYMRMULA:4M)+Te 460~T
TS
2900RPM~t--tl
ra
a
CI
cl
HP AT D
ACTUAL H.P.
(AP~ROXIMATELY1%
CORRECTION FOR EACH l(rF.vARIATloN
a
S
~1
FROMH)
P
205 HP
CORRECT FOR DIFFERENCE BETWEEN STD. ALT TEMP. TS AND ACTUAL INLETAIR TEMP. TO
aK
36.51N.HG
i~IjCd
O
a
36.5
P01
lr
200
~jb7
(1
5
~1
ct
Wh O\v
md--1
120
51
O O
r;/lcd
m
i
O
h,
c.
C,~
r
STANDARDALTITUDE TEMPERATURE T
-50
26 27 28
29
30
31
32
33
34
35
36
37
e o
ABSOLUTE MANIFOLD
PRESSURE, IN. HG.
~4
v,
10
1I
12
13
14
11
18 11
18
18 20 tl
22 23 24
c3
PRESSURE
IN THOUSANDS OF FEET
~U,
O
m
O 56
BRIGINAL
As Received ATP
E:
By
6)
FUEL FLOW VS. PERCENT RATED POWER LYCOMING 0-360, 180 HP SERIES 8.50:1 COMPRESSION RATIO
SPARKADVANCE
25" ETC
CU RVE NO.1 3357
16
o~
I
14
(3
12
j
o,
u.
I
~9i
to
~SI)
8
UI
LL
50
60
70
80
90
100
PERCENT RATED POWER

Figure
3-39. Fuel Flow
vs
Percent Rated Power
0-360-A, -C, -F, -G Series; HO-360-C1A

3-53
Curve No. 13514
FUEL FLOVV VS. PERCEG\IT RATED POWER LYCOMING 0-360-J 145 HP

COMPRESSION RATIO SPARK ADVANCE 8.5:1 25" ETC
LL
~L
50
60
70
SO
90
100
PERCENT RATED POWER
Figure3-40.
Fuel Flow
vs
Percent Rated Power
0-360-J2A
3-54
TO FIND ACTUAL HORSEPOWER FROM TITUDE. R.PM., MANIFOLD PRESSURE AIR INLET TEMPERATURE.
CURVE NO. 13513
LOCATE AON FULL THROTTLE ALTITUDE CURVE FORGIVEN R.PM. MANIFOLD PRESS. LOCATE B ON SEALEVELCURVE FOR R.PM. TRANSFER TO C. 8 MANIFOLD PRESSURE CONNECT A 8 C BY STRAIGHT LINE AND READ HORSEPOWER AT GIVEN ALTITUDE D. MODIFY HORSEPOWER AT D FOR VARIATION OFAIR INLETTEMPERATURE T FROM STANDARD ALTITUDE TEMPRATURE T S BY FORMULA
I I
I I I
I
I
I
I
I
I
III
TEXTRON LYCOMING AIRCRAFT ENGINE PERFORMANCEDATA

MAXIMUM POIIKR MIXTURE
ui
I I I
I I
I
1~
n
a
at
T;n
m
ABS. DRY MANIFOLD
ENGINE MODEL 0-380, 145 HP COMPRESSION RATIO 8.5:1
t~tl-le
PRESSURE-INHG
FULL THROTTLE
C1
mO
a
HP AT D
XV 460
+T= ACTUAL H.P
5~
1
o
ALT TEMP. T
APROXIMATELY 1% CORRECTION FOR

w
CORRECT FOR DIFFERENCE BETWEEN STD. AND ACTUAL INLET AIR TEMP. IN ACCORDANCE WITH NOTE 4
EACH 10 F.VARIATION FROM
TS
U
r
09
b@
R.PM.
o"B a
5
"g
oX
O
+59
STANDARDALTITUD~ TEMPERATURE T
do
18 19
II
ii
It~l
18 19 20 21
~hu
C1
20
21
22
23
24
25
26
27
ABSOULUTE MANIFOLD PRESSURE, IN. HG
g=
6 8 9 10 11 13 14 5 7 15 16 17 12 PRESSURE ALTITUDE IN THOUSANDS OF FEET
22 23 24
41
M
CICI
c3
w~I
ul
ORIGI NAL As Received ATP
By
8
Tn w
ORIGINAL
As Received
~I
By
dm
c3
cl
ATP
L
CURVE NO.13358
zw
O
SEALEVEL PERFOF~MANCE
RATED 2700 POWER RPM
ZERO
RAM LYCOMING AIRCRAFT ENGINE PERFORMANCE DATA
I]c,
O
ALTITUDE.R.P.M., MANIFOLD PRESSURE

i. LOCATE A ON FULL THROTTLE ALTITUDE
CURVE FOR GIVEN R.PM. MANIFOLD PRESS.

2. LOCATE B ON SEA LEVEL CURVE FOR R.P.M. 8 MANIFOLD PRESSURE 8 TRANSFER TO C.
3
r
ABS. DRY MANIFOLD PRESSURE- IN HG

MAXIMUM POWER MIXTURE UNLESS OTHERWISE NOTED
CONNECTA L C BI STRAIGHT LINE~WDREAD HORSEPOWER AT GIVEN ALTITUDE D. FULL THROTTLE R.PM.
CI cl
Y
E~Oq
rtl ,O\
c-
4. MODIFY HORSEPOWER AT D FOR VARIATION OFAIR INLETTEMPERATURE T FROM
ENGINE MODELO-360. COMPRESSION RATIO
180 HP
O
Z
8.50:1
STANDARD ALTITUDE TEMPERATURE T S BY FORMULA
vj
g
o
h,
HP AT D X 460
S
T ACTUAL H.P APPROXIMATELY 1% CORRECTION FOR EACH 10" F.VARIATION FROM TS
180
Cd
CORRECT FOR DIFFERENCE BETWEEN STD. ALT TEMP. TS AND ACTUAL INLETAIR TEMP. IN ACCORDANCE WITH NOTE 4
C-] h) r -sg r
j-j
s
ENGINE R.PM.
hPrv,140
r
120
a
dC
loo
o
Wh
O\v
Q
O\CD
P
;9
m
O
.0\
o
tlP
r;nM
60 T
+50
B h
50
+50
j=
"O
O 56
rn
is
is
20
21
22
23
24
25
26
27
28
29
~d
-50
ABSOLUTE MANIFOLD
PRESSURE.
IN. HG.
6~
m r
Or
C-13359
TO F~ND ACTUU HORSEWWER FROY ALTITUDE RP~.. MANIFOLD PRESSURE AID AIR INLET TEMPERATURE.
uo\
O
LYCOMING HELCOPTER ENGINE PERFORMANCE DATA

MAXIMUM POWER MlxrURE -UNLESS OTHERWISE NOTED ENGINE MODEL H1O380-FiAD 8.0:1 COMPRESSION RATIO FUEL INJECTOR BENDU( RSASAB1 FUEL GRADE. MINIMUM
CURVE FOR GIVEN R.PU. UANIF)LD PREBWRE.

z LOCATE B ON SEA LEVEL cURVE FOR RPY. AND YANIFOU) PRESSURE AND
~n
c! O
TRANSERTOC.
5. CONNECTAAND C BY STRAIGHT LINE AND READ HOR8EPOHIER AT GIVEN
ALTITUDE D.
uoom HOR8EPOWERAT D FOR VARIATION OFAIR INLET TEMPERATURE
100/130m
O
m
Tg BY FORMULA
~P AT D X
21
7~
O
FULL THROTTLE R.PM.
w
ncTUAL ~P
O
W
~ppRoXIUAmvlrCoRREm4NFOR EAO( i, VARLATION
L~
ALT. TEMP. NORMAL RATED POWER

w
CORRECT FOR DIFFERENCE BETWEEN STD. T, AND ACTUAL INLET AIR TEMP.
190HP3050RPM
i i i i i i i i i i
a
o
i i i
i,
z
i~
Mr
ENGINE
a
I
rll-1/1 I I
"rru/lnl
I~
o
o\ o
Crl
a
m
i
~t,
a
1~1
LU
S
o. STANDARD ALTITUDE TEMPERATURE
o
TS
8
F so
r;n
.so
11
18
19
20
21
22
23
24
25
26
27
28
29
gW
-I
10
12
13
14
15
16
17
18
19 20
21
2223
24
C~
cc
w u,
ORIGINAL
As Received
o o
2~z
By
vlw
ATP
cln
oo
ORIGINAL
As Received
r
6~ d
By
CURVE NO. 13360
ATP
b
o
Z
c3
cl
o
1!
w

b
P
I I
/ENGINE MODELHIO-360-FiAD
COMPRESSION RATIO 8.00:1 FUEL INJECTOR BENDIX RSAdAB1
cc
ALTITUDE, R.P.M., MANIFOLD F)RESSURE

ZERO RAM ALTITUDE PERFORMANCE
r
CD
1. LOCATE "A" ON ALTITUDE CURVE FOR GIVEN MANIFOLD PRESSURE AND ALTITUDE AT
FUELGRADE, MIN.
3050
ENSTROM KIT
1001130
R.P.M., SHOWN.
2. MODIP/ HORSEPOWER AT "A" FOR VARIATION OF AIR INLET TEMPERATURE TO THE
SK-28-121000 MOD.
MIXTURE STRENGTH: 69 LBIBHPIHr.
O 1!
~n
D
O
TURBOCHARGER TA FROM STANDARD ALTITUDE TEMPERATURE TS BY FORMULA:
(HP.AT"A~
460+TA ~BDITA
=ACTUAL H.P.
240
v,

CORRECT FOR DIFFERENCE BETWEEN STD. ALT TEMP
TS
AND ACTUAL INLET AIR
(APPROXIMATELY
1% CORRECTION FOR EACH iOOF VARIATION FROM TS)
TEMP. TO TURBOCHARGER.
(SEE NOTE 2)
39.0
Ir
i
a
~f
~,o""
gi
u,
G,
225HP.39.01N.HG.
~--CI
I
Y
Q\
160
a
re
(IIIIIIIIIIIII I I I I I I I I 1 1 I I Il
Pn
O
140 +50
~O
0 56
IIIIIIIIIIIIII~=
w>
h,
r
c,w
OI
-50
STANbAkDkTITUbE TEMP;RA~VR; TSbF

1 2
I
-50
10 11 12 13 14 1516 17 1819 2021222324
L~ICI
O0O
24
30
31
32
33
34
35
36
37
38
39
40
ABSOLUTE MANIFOLD PRESSURE IN HO.
PRESSURE ALTITUDE IN THOUSANDS OF
FEETg
P

SECTION 3
FUEL FLOW VERSUS PERCENT RATED POWER LYCOMING TIO-360-C1A6D 140 130 120 110
or I
Curve No.i3429-A
100
LEAN LIM
90
80
70
60
50 40 30 20 100
120 140
160
180
200
BRAKE HORSEPOWER
Figure 3-45.
Fuel Flow
vs
Brake
Horsepower
TIO-360-C 1 A6D 3-59
ORIGINAL
As Received
o\ O
By
d
ATP
ZERO RAM
TO FINDACTUAL HORSEPOYIIER FROM ALTITVDE. R.P.M..MANIFoLD PRESSVRE AND AIR INLET TEMPERATVRE.
1. LOCATEAON MmuDE CURM FOR
LYCOMING AIRCRAFT PERFORMANCE DATA
g
51
w
OIMN UANIFOLD PRESSVRE AND ALTITuDE AT RPM. SHOWN. 2. MODIFY HORSEPOWER ATAFOR VARIATION OF AIR INLET TEMPERATURE
TO THE TURBOC~UROER a, FROM
STANDARDALTITVDE
BY FORYULA:
~TERUTAREPMET
ACTUAL HP
Tlo-Ss0-clAsD ENGINE MODEL 7.30:1 COMPRESSION RATIO: BENDIX RSA-SADI FUEL INJECTOR 1001100LL FUEL GRADE MINUMUM 2575 RPM ENGINE SPEED .80 LBII)HP-HR MIX~URE STRENGTH
I
I I I I I I
I
HP AT A X
)--+t-tS~-+Htl
I
II
C)
*PPROXI~UTUI ~tL U)RREWION FMI

C
111
EACH 185 VARIATION FROM B

I 1 rl
I
ao
II
2575 R.P.M
8
I
wY
W
I I I I I
-1
11~111
1111
~n
III-I
Irl
1~!
V)
P O\
NORMAL RATED POWER 210 HP. 44" Ho MAP
CORRECT FOR DIFFERENCE BETWEEN STD. ALT TEMP.
o:
a
T,
C/3
TOTUReOCHnRGER.(SEENOTE2)
44
w~
oy
a
h3 B
ENGINE RPM
Pt
r+
B1
O
a
I
CD
L1
YI
IW
o Cd rcD
w~t,
orw
Y
d
Oo
WO o\
CP
5!
O
rnd
1201
1 I I I-~L1
1 1
ill
ill
11171
~n
O
Ts
O 56
TS
8
50
22 24 26
28
30
32
34
38
38
40
42
44
9~
V)W
10
11
12
13
14
15
16
1718
19
20
21
222324
tjf
O
M r
rn
PRESSURE ALTITUDE IN THOUSANDS OF-FEET
Or
C-13430SheelZa13
TO FD(D ACIIIAIHORSEPOINER FROM ALTrrvDE. RP.H.. MANIK)U) PRESGURE
ZERO RAM _CIALTITUDE PERFORMANCE
LYCOMINO AIRCRAFT PERFORMANCE DATA

TIO-380-CiABD ENGINE MODEL 7.30:1 COMPRESSION RATIO: INJECTOR BENDIX RSA-SADI FUEL 1001100LL FUEL GRADE MINUMUM 2400 RPM ENGINE SPEED .80 LBIBHP-HR MIXTURE STRENGTH
i. LOCATE A ON ALTITUDE CURM FOR
ONUJ ~ANIFOU) PRE~SVREAND ALTrmwAT RPU. SHOWN. i. rcoom HORSEPMIIIER ATATOR VARIATION OF AIR INLET TE~PERATURE
E
O O O
~e Ar Ax
ACnuL Hp
AP~ROXILWUY 1+ CORRECTION FOR VARIATION FROU n EACH
osd
W
r
C
9
~J
CORRECT FOR DIFFERENCE BETWEEN STD. ALT. T~MP. T, AND ACTUAL INLET AIR TEMP.
TO TURBOCHARGER.
o
z
=i
P
ABS. DRY MANIFOLD
(SEE NOTE 2)
m P
OFI1 w~ o~
PRESSURE-IN. HG
~I
ENGINE RPM
0~
9
tl
tj
2400
h)
ik
Cb
(D
w=t,
d
m
O
(P
Cd
g
o
TS
8
22
24
26
28
30
32
34
36
38
40
42
44
gU)
10
11
12
13
14
15
16
17
18
19
20 21
22 2324
B
o
C~ CI
8RIGIMAL
As #eceived
By
B~P
ORlelMAL
w
.ca~ aeceived APP
By
ro FIND ACTUAL HORBEWHIER FROM ALTITUDE. RP.U.. ~UNIFOU) PRE8SURE AND AIR INLET TEUPUUNRE.
ZERO RAM ALTITUDE PERFORMANCE
LYCOMINO AIRCRAFT PERFORMANCE DATA

ENGINE MODEL n0-380-C1A8D COMPRESSION RATIO: 7.30:1 BENDU( RSA-SAD~ FUEL INJECTOR FUEL GRADE MINUMUM 1001100LL ENGINE SPEED 2200 RPM .80 LB/BHP-HR MIXTURE STRENGTH
LOCATE A ON ALTITUDE CURM FOR OMN LUINIFOU) FREB8UREAND ALTINDEAT RFU. (WOWN.
2. uoDm WOR8EPOWER AT AFOR VARIATION OF AIR INLET TE~E TO THE TURBOCHAROER 71 FRW RIBVFORUULA:
I
C1 c3
Tn
t3
W
)9 AT A X
7~
ACTUAL NP
APPROXILUTELY 1L U~CTK)N FOR
EACnlPF.VARIATK~U FROUI
O
00
a:
p
ALT TEMP.
CORRECT FOR DIFFERENCE BETWEEN STD. T, AND ACTUAL INLET AIR TEMP.
Till
z
TO TURBOCHARGER.
(SEE NOTE 2)
W(P
g~P,
Or
P:
h~
g
a
wcD
FFR+FFFFFFFFffFFFFFFFFFFRe
o
ABS. DRY MANIFOLD PRESSURE-IN.HG
2200
oCd
r(D
v,
P
I I I I I
"o~,
80
iUUI ENGINE RPM
OCC C)
Q\
34WO
r;ncd
Tn
O
ct
O
k
o
O
STANDARDALTITVDE TEMPERATURE
TS
8
F ~so
ma
O
a ri5
9 10
11
22
21
Z6
25
30
32
54
38
38
40
42
41 V)W
12
1114
1516
171819
2021122321
a
M r
~1
SECTION 4 PERIODIC INSPECTIONS
Page
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4-1 q-l
Pre-Starting Inspection
.i
Daily Pre-Flight Dai?v PreFLight

25-Hour
50-Hour
Engine.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Turboehlrgsr. . . . . . . . . . . .;. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . .i
4-2 4-2 4-2

4-2
Inspection
Inspection
100-Hour 400-Hour
Inspection Inspection Inspections
4-4 4-5 4-5
Non-Scheduled

SECTION 4
PERIODIC INSPECTIONS
SECTION 4 PERIODIC INSPECTIONS NOTE
otherfactor is quite so important to safety and durability of the aircraJt and its components are faithJ~ul and diligent attention to regular checks for minor troubles and prompt repair when they arefound
no
Perhaps
The operator should bear in mind that the items listed in the following pages do not constitute a complete aircraft inspection, but are meant for the engine only. Consult the airframe manufacturers handbook for additional instructions.
Pre-Starting
first
Items
flight of the
of Maintenance The daily pre-flight inspection is a check of the aircraft prior day. The inspection is to determine the general condition of the aircraft and engine.
of proper
occur
to the
The
importance
hundred accidents
pre-flight inspection cannot be over emphasized. Statistics yearly directly responsible to poor pre-flight.
of poor
prove several
Among the major acknowledge the need
causes
for
check list, carelessness bred
pre-flight inspection are lack of concentration, by familiarity and haste.
reluctance to
4-1
SECTION 4
I.

DAILYPRE-FLIGHT.
a.
Engine. (1) (2)

Be Be
sure
all switches
are
in the "Ofr
position.
sure
magneto ground wires
are
connected.
(3) Checkoillevel.
(4) Seethatfueltanks
arefull.
(5)
Check fuel and oil line connections; note minor indications for Repair any leaks before aircraft is flown. fuel drain to
remove
repair
at
50-hour
inspection.
(6) Open the (7)

Make
or
any accumulation of water and sediment.
sure
all shields and
cowling
are
in
place
and
secure.
If any
are
missing
or
damaged, repair
replacement
should be made before the aircraft is flown. for
(8) Check controls
general condition, travel,

air filter should be
~uld freedom ofmovement. and serviced in accordance with the airframe
(9) Induction system
inspected
manufacturers recommendations. b.
Turbocharger. (1) Inspect mounting

and connections of turbocharger for
security,
lubricant
or
air
leakage.
(2) Check engine crankcase breather for restrictions to breather.
(ENGINE). After the first twenty-five hours operation time; new, rebuilt or newly overhauled engines should undergo a 50-hour inspection including draining and renewing lubricating oil. If engine has no full-flow oil filter, change oil every 25 hours. Also, inspect and clean suction and
2.
25-HOUR INSPECTION
pressure
screens.
3.
SO-HOUR INSPECTION
(ENGINE).
In addition to the items listed for
daily pre-flight inspection, the
following
a.
maintenance checks should be made after every 50 hours of operation.
Ignition System. (1)

If fouling of spark
plugs
is apparent, rotate bottom
plugs to
upper
position.
(2) Examine spark plug leads of cable and ceramics for corrosion deposits. This condition is evidence of either leaking spark plugs, improper cleaning of the spark plug walls or connector ends. Where this condition is found, clean the cable ends, spark plug walls and ceramics with a dry, clean cloth or a clean cloth moistened with methyl-ethyl-ketone. All parts should be clean and dry before reassembly.
4-2
SECTION 4
PERIODIC INSPECTIONS be
(3) Check ignition harness for security of mounting clamps and plug and magneto terminals.
b. Fuel and Induction
sure
connections
are
tight
at
spark
security of the clamps. Remove and linkage for travel, freedom of of the clamps and lubricate if necessary. Check the air intake ducts for leaks, movement, security security, filter damage; evidence of dust or other solid material in the ducts is indicative of inadequate filter care or damaged filter. Check vent lines for evidence of fuel or oil seepage; if present, fuel pump may require replacement.
System
clean the fuel inlet strainers. Check the mixture control and throttle
Check the
primer lines
for leaks and
c.
Lubrication
System.
oil filter element.
(1) Replace external full flow renew lubricating oil.
(Check
used element for metal
particles.)
Drain and
(2) (Engines Not Equippeci with Note carefully for presence Change oil every 25 hours. (3)
Check oil lines for
External of metal
Filter.) Remove oil pressure screen and clean thoroughly. particles that are indicative of internal engine damage.
rubbing
d Exhaust
are
or
leaks, particularly at connections for security of anchorage and for vibration, for dents and cracks.
Check
wear
due to
System loose, they
attaching flanges general
at exhaust
ports
must be
removed and machined flat

condition.
cylinder for evidence of leakage. If they before they are reassembled and tightened.
on
Examine exhaust manifolds for
e.
Check cowling and baffle for damage and secure anchorage. Any damaged or Cooling System of the cooling system must be repaired or replaced before the aircraft resumes operation. missing part
J:
Cylinders
screws
Check rocker box
cover
for evidence of oil leaks. If
found, replace gasket and tighten
to
specified torque (50 in.-lbs.).

evidence of excessive heat which is indicated
Check
cylinders for
by
burned
if
paint
on
the
cylinder.
must be
This condition is indicative of internal
damage
to the
determined and corrected before the aircraft
resumes
cylinder and, operation.
found, its
cause
Heavy discoloration and appearance of seepage at cylinder head and barrel attachment area is usually due to emission of thread lubricant used during assembly of the barrel at the factory, or by slight gas leakage which stops after the cylinder has been in. service for awhile. This condition is neither harmful nor detrimental to engine performance and operation. If it can be proven that leakage exceeds these conditions, the cylinder should be replaced.
g.
All fluid power lines and mounting brackets should be checked for leaks, tightness and any damage that may
Turbocharger
incorporated
cause a
in
turbocharger system
restriction.
between the
Check for accumulation of dirt

the actuator which may
or
other interference with the Clean
linkage
or
bypass
valve- and
impair operation of turbocharger.
correct cause of interference.
4-3
SECTION 4 PERIODIC INSPECTION The vent line from the actuator should be checked for oil for

leakage. Anj~
constant oil
leakage
is
cause
replacement of piston
seal.
sure
Check alternate air valve to be

h. Carburetor Check throttle
it
swings
free and seals
tightly.
The correct torque for~these
screws
body attaching
screws
for
tightness.
is 40-50 in.-lbs.
4.
100-HOUR INSPECTION. In addition to the items listed for
daily pre-flight
and 50-hour
inspection,
the
following
a.
maintenance chedks should be made after
one
hundred hours of operation.
Electrical
System.
(1)
Check all
should
wiring connected to the engine be replaced. Replace clamps or
or
accessoiies.
Any shielded
cables that
loose wires and check terminals
are damaged for-security and
cleanliness.
(2)
b.
c.
Remove
spark plugs; test,
clean and regap.

renew
Replace
ail.
if necessary.
Lubrication
System
Drain and
lubricating
Magnetos
Check breaker
compartment, if
points for pitting and minimum gap. Check for excessive oil in the breaker found, wipe dry with a clean lintless cloth. The felt located at the breaker points
should be lubricated in accordance with the magneto manufacturers instructions. Check magneto to engine timing. Timing procedure is described in Section 5, 1, b of this manual.
d
Engine
Accessories
Engine
mounted accessories such
as
pumps, temperature and pressure
sensing
milts should be checked for

e.
secure
mounting, tight
cracked
connections. broken fins.
Cylinders
Check
cylinders visually for
or
J:
Engine Mounts Check engine mounting any bushings that are excessively worn.
Fuel
bolts and
bushings
for
security
and excessive
wear.
Replace
Injection
Nozzles and Fuel Lines
Check fuel
injector
nozzles for looseness,
Ibs. torque. Check fuel line for dye stains at connection indicating leakage and or replacement must be accomplished before the aircraft resumes operation.
tighten to 60 in.security of line. Repair
h.
Turbocharger Inspect all air ducting and collllections in turbocharger system for leaks. Make both with engine shut down and with engine running. Check at manifold connections to inspection turbine inlet and at engine exhaust manifold gasket, for possible exhaust gas leakage.
CAUTION
DO NOT OPERATE THE TURBOCHARGER IF LEAKS EXIST IN THE DUCTING, OR IF

AIR CLEANER .IS NOT FILTERING. EFFICIENTL Y. DUST LEAKING INTO AIR DUCTING
CAN DAMA GE TURBOCHARGER AND ENGINE.
Check for dirt
or
dust
build-up
within the
turbocharger.
Check for
uneven
deposits
on
the
impeller.
Consult AiResearch Div. Manual TP-21 for method to

4-4
remove
all such
foreign matter.

0360 AND ASSOCIATED MODELS 5. 100-HOUR INSPECTION. In addition to the itemslisted for
SECTION 4
daily pre-flight,
50-hour and 100-hour
inspection,
Valve
the
following
maintenance check should be made after every 400 hours of operation.

covers
Inspection
and
Remove rocker box
and check for freedom of valve rockers when valves
are
closed. Look for evidence of abnormal
wear or
springs
removed
spring Seats. If any indications are (including the piston and connecting rod assembly)
broken parts in the area of the valve tips, valve keeper, found, the cylinder and all of its components should be
and
parts that do not conform \jvith~limits shown in the latest revision of SSP1776.
6
inspected for further damage. Replace any Special Service Publication No.
Occasionally, Service Bulletins or Service Instructions are issued by Lycoming that require inspection procedures that are not listed in this manual. Such publications usually are limited to specified engine models and become obsoleteafter corrective modification has been accomplished. All such publications are available ~om Lycoming distributors, or from the factory by subscription. Consult the latest revision of Service Letter No. L114 for subscription information. Maintenance facilities should have an up-to-date file of these publications available at all times.
NON-SCHEDULED INSPECTIONS
4-5
SECTION 5 MARYTENANCE PROCEDURES
Page
GeI1e~81. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-1
Ignition and Electrical System

Ignition Harness an;l Wire Replacement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Timing Magneto Single Mag;netO
Dna1
to
5-1
Engine
5-1
5-1
. . . . . . . . . . . . . . . . . . .i(
Magneto
or
Generator
Alternator
Output
5-4
Fuel
System
Leaks.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-4
Repair of Fuel
Carburetoror Fuel Injector Inlet Screen Assembly,. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Fuel Grades and Limitations
Air Intake Ducts and Filter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-4 5-4 5-4 5-4
Idle
Speed
and Mixture
Adjustment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Lubrication
System
5-4 5-5
Oil Grades and Limitations

Oil Suction and Oil Pressure Screens.. . . . . . . . . . . .;. . . . . . . . . . . . . . . . . . . . . . ,. . . . . . . . . . . . . . . . Oil Pressure Relief Valve.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
C~linders
5-5
5-5
Generator
or
Alternator Drive Belt Tension.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5-9 5-9
Turb~chsrger Controls

SECTION 5 MAINTENANCE PROCEDURES
SECTION 5
MAINTENANCE PROCEDURES
procedures described in this section are provided to guide and instruct personnel in performing such maintenance operations that may be required in conjunction with the periodic inspections listed in the preceding section. No attempt is made to include repair and replacement operations that will be found in the applicable Lycoming Overhaul Manual.
I.
The
IGNITIONAND ELECTRICAL SYSTEM.

a.
Ignition Harness and Wire Replacement In the event that an ignition harness or an to be replaced, consult the wiring diagram to be sure harness is correctly installed. clamps and clips to be certain the replacement is clamped at correct locations.
TimingMagnetos (1)
Remove
a
individual lead is
Mark location of
b.
to
Engine.
from No. 1
place a thumb over the spark plug hole. Rotate the compression stroke is reached, this is indicated inside the cylinder tending to push the thumb off the spark plug hole. by a positive pressure Continue rotating the crankshaft until the advance timing mark on the front face of the starter ring gear is in alignment with the small hole located at the two oclock position on the front face of the starter housing. (Ring gear may be marked at 200 and 25". Consult specifications for correct timing mark of your installation.) At this point, the engine is ready for assembly of the magnetos.
crankshaft in direction of normal rotation until the
spark plug
cylinder
and
(2) Single Magneto
inspection plugs from both magnetos and turn the drive shaft in (-20 and -200 series) the first painted chamfered tooth on the distributor gear is aligned in the center of the inspection window; (-1200 series) the applicable timing mark on the distributor gear is approximately aligned with the mark on the distributor block. See Figure 5-2. Being sure the gear does not move from this position, install gaskets and magnetos on the engine. Note that an adapter is used with impulse coupling magneto. Secure with (clamps on -1200 series) washers and nuts; tighten only finger tight.
direction of normal rotation until
a
Remove the
(3) Using
battery powered timing light,
attach the
positive
lead to
suitable terminal connected to
the switch terminal of the magneto and the negative lead to any unpainted portion of the engine. Rotate the magneto in its mounting flange to a point where the light comes on, then slowly turn it
in the
just
(4)
comes on.
opposite direction until the light goes out. Bring Repeat this with the second magneto.
a
the magneto back
slowly
until the
light
Back off the crankshaft
few
degrees,
point,
the
slowly back in direction housing are in alignment. specified torq;e.

(5)
Dual
of normal rotation until the

At this
both
timing lights should go out. Bring the crankshaft timing mark and the hole in the starter lights should go on simultaneously. Tighten nuts to
timing window plug from the most convenient and the plug from the rotor viewing location in the center of the housing.
Magnetos
Remove the Turn the
side of the
housing
(6)
rotating magnet drive shaft in direction of normal rotation until the painted tooth of the distributor gear is center in the timing hole. Observe that at this time the built in pointer just ahead of the rotor viewing window aligns with either the L or R (depending on rotation).
5-1
SECTION 5
FIRING ORDER
C wise Rotationi-3-2-4
d*
C.C wise Rotationl-472-3
c,
~I I I
Figure
5-1.
Ignition Wiring Diagram
RIB ON BLOCK
Figure
5-2
5-2.
Timing Marks
41
Cylinder -1200
Series
SECTION 5
(7)
Hold the magneto in this position and install and nuts tightened only finger tight.
a
gasket
and magnetos. Secure with
clamps,
washers
(8) Using
lead to
battery powereTd timing light, attach one positive lead to left switch terminal, right switch terminal and the ground lead to the magneto housing.
one
positive
(9)
Turn the entire magneto in direction of rotation until the timing light comes on, then slowly turn it in the opposite direction until the light goes out. Bring the magneto back slowly until the light
just comes
(10)
on.
Back off the crankshaft
few
degrees,
the
slowly
back in direction of normal rotation
timing lights should go out. Bring the crankshaft until the lights just come on. Both lights should go on
2" ofNo. 1
engine firing position.

NOTE
Some
timing lights operate in the reverse manner as described. The light breakerpoints open. Checkyour timing light instructions.
comes on
when the
Internal
the
Timing Dual Magneto following manner.

Main Breakers
Check the magneto internal
timing
and breaker
synchronization
in
(1)
Connect the
Connect
one
positive
lead to any unpainted surface of the magneto. lead to the left main breaker terminal and the second positive lead to the
timing light negative
right
(2)
main breaker terminal.
Back the
engine up a few degrees andagain bump forward toward number one cylinder firing position observing timing lights. Both lights should go out to indicate opening of the main breakers when the timing pointer is indicating within the width of the "L" or "R" mark. If breaker timing is incorrect, loosen breaker screws and correct. Retorque breaker screws to- 20-25 in.-lbs.
while
Remove
(3) Retard Breaker positive lead to terminal, ifused. (4)
timing light
leads from the main breaker terminals. Attach

to
one
retard breaker
terminal, and second positive lead
the tachometer breaker
Back the engine up a few degrees and again bump forward toward number one cylinder firing position until pointer is aligned with 150 retard timing mark. See Figure 5-6. Retard breaker should just open at this position. If retard
(5)
timing
is not correct, loosen
cam
required
to make retard breaker open per
securing screw and turn the retard paragraph c (4). Retorque cam screw to
the
cam
breaker
cam as
16-20 in.-lbs.
(6) Observe the tachometer breaker required.
is
opened by
lobe. No
synchronization
of this breaker is
(7)
Check action of
impulse coupling (D-2000/3000 series only). With the ignition~switch off observe breaker cam end of rotor while manually cranking engine through a firing sequence. Rotor should alternately stop and then (with an audible snap) be rotated rapidly through a retard firing position.
5-3
SECTION 5
d Generator
or
Alternator
checked to determine
2.
Output The generator or alternator (whichever is applicable) that the specified voltage and current are being obtained.
should be
FUELSYSTEM.
a.
Repair of Fuel Leaks
frtting in the fuel system is replaced, only a fuel soluble lubricant such as clean engine oil or Loctite Hydraulic Sealant may be used on tapered threads. Do not use Teflon tape or any other form of thread compound. Do not apply sealant to the first two threads.
In the event
a
line
or
b.
Injectors) Fuel Inlet Screen Assembly Remove the or openings in the strainer. Replace for either of these screen assembly conditions. Clean screen assembly in solvent and dry with compressed air and reinstall. The fuel inlet screen assembly is tightened to 35-40 in.-lbs. on carburetors and 65-70 in.-lbs. on fuel injectors. The hex head plug on pressure carburetor is tightened to 160-175 in.-lbs.
Carburetor
or
Fuel
Injector (Except
Simmonds
and check the
for distortion
c.
Fuel Grade and Limitations

Section 3, Item 8. In the event that the
octane fuel. Fuel of
a
The recommended aviation
grade
fuel for the
subject engines
is listed in
specified
fuel is not available at of octane
some
locations, it is permissible
no
to use
higher
lower octane than
automotive fuel be used
(regardless
specified rating).
NOTE
is not to be used. Under
circumstances should
it ir rrcommended dal
1070 d.
eib.fanu~Por with iare~l regarding speciJiedJi~elfor Lycoming engines.
revision
ofServicr Inmuerion No
Air Intake Ducts and Filter
Check all air intake ducts for dirt
or
restrictions.
Inspect
and service air
filters
as
instructed in the airframe manufacturers handbook.
e.
Idle
SpeedandMixture Adjustment.
Start the normal.
(I)
engine
and
warm
up in the usual
manner
until oil and
cylinder
head temperatures
are
(2) Check magnetos.
If the
"mag-drop"
is
normal, proceed with idle adjustment.
(3)
Set throttle stop screw so that the engine idles at the airframe manufacturers recommended idling RPM. If the RPM changes appreciably after making idle mixture adjustment during the
succeeding steps, readjust the
idle
speed.to the desired RPM.
(4) When the idling speed has been stabilized, move the cockpit mixture control lever with a smooth, steady pull toward the "Idle Cut-Off position and observe the tachometer for any change during the leaning process. Caution must be exercised to return the mixture control to the "Full Rich" position before the RPM can drop to a point where the engine cuts out. An increase of more than 50 RPM while "leaning out" indicates an excessively rich idle mixture. An immediate decrease in RPM (if not preceded by a momentary increase) indicates the idle mixture is too lean.
5-4

0-360 AND ASSOCIATED MODELS If step
SECTION 5
(4) indicates that the idle adjustment is too rich or too lean, turn the idle mixture adjustment in direction required for correction, and check this new position by repeating the above procedure. Make additional adjustments as necessary until a check results in a momentary pick-up of approximately 50 RPM. Each time the adjustment is changed, the engine should be run up to 2000 RPM to clean the engine before proceeding with the RPM check. Make final adjustment of the idle speed adjustment to obtain thedesired idling RPM with closed throttle. The above method aims at a setting that will obtain maximum RPM with minimum manifold pressure. In case the setting does not remain stable, check the idle linkage; any looseness in this linkage would cause erratic idling. In all cases, allowance should be made for the effect of weather conditions and field altitude upon idling adjustment.
3.
LUBRICATIONSYSTEM.
Oil Grades and Limitations Service the
a.
engine
in accordance ~ith the recommended
grade
oil
as
specified in
b.
Section 3, Item 8.
At each 100-hour
Oil Suction and Oil Pressure Screens for metal
inspection
remove
suction
screen.
Inspect
particles;
clean and reinstall.

~alve
Inspect
and clean pressure
screen
every 25 hours.
c.
Oil Pressure
Relief
adjustable
oil pressure
Subject engines may be equipped with either relief valve. A brief description of both types follows:
an
adjustable
or non-
(1) Non-Adjustable Oil Pressure Relief Valve The fi~nction of the oil pressure relief~valve is to maintain engine oil pressure within specified limits. The valve, although not adjustable, may control the oil pressure with the addition of a maximum of nine (9) P/N STD-425 washers between the cap and spring to increase the pressure. Removal of the washers will decrease the oil pressure. Some early model engines use a maximum of three (3) P/N STD-425 washers to
increase the oil pressure and the use of a P/N 73629 or P/N 73630 spacer between the cap and crankcase to decrease the oil pressure. Particles of metal or other foreign matter lodged between the ball and seal will result in faulty readings. It is advisable, therefore, to disassemble, inspect and clean the valve if excessive pressure fluctuations
are
noted.
(2)
Relief Valve (Adjustable) The adjustable oil relief valve enables the operator to maintain engine oil pressure within the specified limits. If pressure under normal operating conditions should consistently exceed the maximum or minimum specified limits, adjust the
Oil Pressure valve
as
follows:
warmed up and running at approximately 2000 RPM, observe the reading on the oil pressure gage. If the pressure is above maximum or below minimum specified limits, stop engine and screw the adjusting screw outward to decrease pressure or inward to increase
With the
engine
pressure. Depending turned with a screw

nut and may be
on instaliation, the adjusting screw may have only a screw driver slot and is driver; or may have the screw driver slot plus a pinned .375-24 castellated
turnedl with either a
screw
driver
or a
box wrench.
as a field operation, cylinder maintenance be confined to replacement of the entire assembly. For valve replacement, consult the proper overhaul manual. This should be undertaken only as an emergency measure.
4.
CYLINDERS: It is recommended that
5-5

a.

Removal
ofCylinderdssembly.
(1)
(2)
Remove exhaustmanifold. Remove rocker box drain
tube, intake pipe, baffle and
any
clips
that
might
interfere with the
removal ofthe
cylinder.
(3)
(4)
Disconnect
ignition cables and remove the bottom spark plug.

cover
Remove rocker box
and rotate crankshaft until
piston
is
compression
stroke. This is indicated
by
positive
pressure inside of
approximately at top center of the cylinder tending to push
thumb off of bottom
spark plug hole.
(5)
Slide valve rocker shafts from

can
be removed when the
cylinder head and remove the valve rockers. Valve rocker shafts cylinder is removed from the engine. Remove rotator cap from exhaust
valve stem.
(6)
Remove
by grasping ball end and pulling rod spring and lock plate and pull shroud tubes through holes
push
rods
NOTE:
out of shroud tube. Detach shroud tube
in
cylinder head.
hydraulic tappets, push rods, rocker locationJiom which they were removed.
The
armS and valves must be assembled in the
same
(7)
cylinder base nuts and hold down plates (where employed) then pulling directly away from crankcase. Be careful not to allow the piston crankcase, as the piston leaves the cylinder.
Remove
remove
to
cylinder by drop against the
b.
of Piston Jiom Connecting Rod Remove the piston pin plugs. Insert piston pin puller through piston pin, assemble puller nut; then proceed to remove piston pin. Do not allow connecting rod to rest on the cylinder bore of the crankcase. Support the connecting rod with heavy rubber band, discarded cylinder base oil ring seal, or any other non-marring method.
Removal
c.
Removal
bleed the
of Hydraulic Tappet Sockets and Plunger Assemblies It will be necessary to remove and hydraulic tappet plunger assembly so that dry tappet clearance can be checked when the cylinder assembly is reinstalled. This is accomplished in the following manner:
(1)
hydraulic tappet push rod socket by inserting the forefinger into the concave end of the socket and withdrawing. If the socket cannot be removed in this manner, it may be removed by grasping the edge of the socket with a pair of needle nose pliers. However, care must be exercised to avoid scratching the socket.
Remove the
(2)
To
in
event the tool is not
wire.the
5-6
hydraulic tappet plunger assembly, use the special Lycoming service tool. In theavailable, the hydraulic tappet plunger assembly may be removed by a hook the end of a short piece of lockwire, inserting the wire so that the hook engages the spring of plunger assembly. Draw the plunger assembly out of the tappet body by gently pulling the
remove
the

CAUTION
NEVER USE A MAGNET TO REMOVE HYDRAULIC PLUNGER ASSEMBLIES FROM THE CRANKCASE. THIS CAN CAUSE THE CHECK BALL TO REMAIN OFF ITSSEAT,
RENDERING THE UNITINOPERATIVE.
Assembly ofhlydraulic Tapper Plunger Assemblies To assemble the unit, unseat the ball by inserting a thin clean wire through the oil inlet hole. With the ball off its seat, insert the plunger and twist clockwise so that the spring catches. All oil must be removed before the plunger is inserted. Assembly of Cylinder and Related Parts Rotate the crankshaft so that the connecting rod of the cylinder being assembled is at the top center of compression stroke. This can be checked by placing two fingers on the intake and exhaust tappet bodies. Rock crankshaft back and forth over top center. If the tappet bodies do not move the crankshaft is on the compression stroke.
(1)
e.
plunger assembly plunger assembly.
Place each
in its
respective tappet body
and assemble the socket
on
top of
(2) Assemble piston with rings so that the number stamped on the piston pin boss is toward the front of the engine. The piston pin should be a handpush fit. If difficulty is experienced in inserting the piston pin, it is probably caused by carbon or burrs in the piston pin hole. During assembly, always use a generous quantity of oil, both in the piston hole and on the piston pin. (3)
Assemble around the
one
piston pin plug at each end of the piston pin and place a new rubbei oil seal ring cylinder skirt, Coat piston and rings and the inside of the cylinder generously with oil.
at
(4) Using
piston ring compressor, assemble the cylinder over the piston so that the intake port is the bottom of the engine. Push the cylinder all the way on, catching the ring compressor as it pushed off.
a
is
NOTE
Before installing cylinder hold-down nuts, lubricate crankcase one ofthefollowing lubricants, or combination of lubricants I. 90%SAESOWengine oilandlO%STP.
2.
thru-stud threads with any
Parker ThreadLube. 60% SAE 30
3.
engine oil and 40% Parker Thread Lube.
(5)
Assemble hold-down directed in the
plates (where applicable) following steps.

NOTE
and
cylinder
base hold-down nuts and
tighten
as
Ar any time a cylinder is replaced, it is necessary to retorque the thru-studs on the opposite side ofthe engine.
on
the
cylinder
(a) (Engines using hold-down plates) Install shims between cylinder base hold-down plates and cylinder barrel, as directed in Figure 5-3, and tighten ~z inch hold-down nuts to 300 in.-lbs. (25 ft.-lbs.) torque, using the sequence shown in Figure 5-3.
5-7
SECTION 5
(b)
Remove
Ibs.
shims, and using the (50 ft.-lbs.) torque.
same
sequence,
tighten the
~z inch
cylinder base
nuts to 600 in.-
NOTE
assemblies not using hold-down omitting the shims.
Cylinder
plate
are
tightened
in the
same manner as
above
34"
34"
O
4
HOLD-DOWN
(O
0\
HORIZONTAL CENTER
LINE OF ENGINE
"\c~
O
C)
SHIM-4 REQD PER CYLINDER

IN. THICK 4 .50/.70 IN. WIDE) DURING INITIAL TIGHTENING, USE TWO SHIMS BETWEEN EACH PLATE AND THE BARREL, LOCATED AS SHOWN. REMOVE SHIMS BEFORE FINAL TIGHTENING.
(.010
Figure
5-3. Location of Shims Between
Hold-Down Plates
(where applicable) Cylinder Base Hold-Down Nuts
and
Cylinder Barrel and Sequence of Tightening
5-8
LYCOMING OPERATORS MANUAL O-360AND ASSOCIATED MODELS
(c) Tighten the is optional.
/8 inch hold-down nuts to 300 in.-lbs.
(25 ft.-lbs.) torque. Sequence
of tightening
(d)
As
not
final
check, hold the torque wrench
on
each nut for about five seconds. If the nut does

correct
turn, it may be
presumed to be tightened to
CAUTION
torque.
AFTER ALL CYLINDER BASE NUTS HA VE BEEN TIGHTENED,REMOYE ANY NICXS IN THE CYLINDER FINS BYFILING OR BURRING.
(6)
Install
new
shroud tube oil seals
on
both ends of shroud tube. Install shroud tube and lock in
place
as
required for type
of cylinder.
(7) Assemble each push rod in its respective shroud tube, and assemble each rocker in its respective position by placing rocker between bosses and sliding valve rocker shaft in place to retain rocker. Before installing exhaust valve rocker, place rotator cap over end of exhaust valve stem.
(8)
Be
is at top center of compression stroke and that both valves are closed. Check clearance between the valve stem tip ~and the valve rocker. In order to check this clearance,
sure
that the
piston
place
down
the thumb of one hand

so as
to compress the
directly over the end of the push rod and push hydraulic tappet spring. While holding the spring compressed, the
on come
the valve rocker
valve clearance should be between .028 and .080 inch. If clearance does not
within these
to correct
limits,
remove
the
push
rod and insert
longer
or
shorter
push rod,
as
required,
clearance.
NOTE
Inserting a longer push (9)

5.
rod will decrease the valve clearance.
Install
intercylinder baffles,
rocker box covers, intake
pipes,
rocker box drain tubes and exhaust
manifold.
GENERATOR OR ALTERNATOR DRIYE BELT TENSION.

Check the tension of
a new
belt 25 hours after installation. Refer to latest revision of Service Instruction
No. 1129 and latest revision of Service Letter No. L160 for methods of
checking generator
or
alternator
drive belt tension. 6.

a.
TURBOCHARGER CONTROLS.
Density Controller
constant for desired
density horsepower.
The
controller is
adjusted
at the
factory
to maintain
predetermined
The
stabilized at If it is
density controller is set to the curve, see Figure 5-4, under the following operating conditions, full throttle with oil pressure at 80 psi 5 psi. suspected that the manifold pressure is not within limits,
EXAMPLE
conditions:
Engine
it may be checked to the
curve.
Operating at the stated conditions with manifoldpressure should be 34. 8 in. Hg.
compressor ~t.3 in. Hg.
discharge temperature of 120"F,
the
5-9
SECTONS
LYCOMMG OPERATORS MANUAL

0-360 AND ASSOCIATED.MODELS
controller, the differential pressure controller, overhaul facility check these controls.
Exhaust
If the manifold pressure is found to be out of limits, the cause might be found either in the density or the waste gate, It is recommended that an authorized
Bypass
Valve
(TIO-360-A Series).
This valve is actuated
These clearances
by engine oil pressure and is and the procedures for setting them are (TIO-360-CIA6D).
controlled
predetermined shown in Figure 5-5.

set to
open and closed clearances.
Exhaust Bypass Valve This valve is
mechanically
arm.
by
flexible
linkage
connected to the
injector
throttle
arm
and the
wastegate control
Adjust linkage
(1) (2)
Move Insert
as
follows:
injector throttle arm to full open position.

a
.005-.015 inch feeler gage between the
bypass butterfly valve,
in the closed
position,
and
the
bypass housing.
control
arm
(3) Adjust linkage until the bypass valve
is at the full closed stop
position.
5-10

0-13104
POWER CONTROL CHART

ENGINE MODEL TURBOCHARGER
200 HP 2575 RPM
TIG-360-A SERIES T-04
DENSITY CONTROL FULL THROTTLE SETTING LIMITS

250
240
230
220
210
u,
200
180
170
160
150
140
130
120
110
100 33
34
35
36
37
38
39
MANIFOLD PRESSURE IN HG ABS
Figure
ORIGINBb
As Received
5-4.
Density
Control Full Throttle
Setting Limits
5-11
By
BTP

WITH 60 50 PSI PRESSURE IN CYLINDER ADJUST CLOSED POSITION OF VALVE SO THAT CLEARANCE B" IS .005 .020"
AFTER ADJUSTING CLOSED POSITION AND WITH O" PRESSURE IN CYLINDER ADJUST FULL OPEN STOP SCREW TO PROVIDE .700 -.800 CLEARANCE RANGE OFC"
~RIGINAb aecc?ived By
VALVE IS SPRING LOADED NORMALLY OPEN
~TP
Figure
5-5. Exhaust
Bypass
Valve
Open and Closed Setting
oz
RETARDANGLES
;5"
3r 20"\
;0~
Z
tt~
r
Z-I-----~
CL9h~
.E. GAPANGLES
RTL
Figure
5-12
5-6.
Timing Marks on Rotating Magnet
SECTION 5
2
P
I 1
4
9~
o
Figure
5-7.
Ignition Wiring Diagram,
Dual
Magneto
5-13
SECTION 6 TROUBLE-SHOOTING
ENGINE
Page
Failure of Engine to Start. . . . . . i. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Failure of Engine to Idle Low Power and Uneven Failure of Engine to
6-1
6-2 6-2
Properly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .;. Running.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Develop Full Power.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-3 6-3 6-3

6-3
RoUgh Engine
..............................................................................................................................i
Low Oil Pressure. . . . . . . . . . . . . . . . . . . .;. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Higb
Oil
Excessive Oil
Consumption.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TROUBLE-SHOOTING TURBOCHARGER
6-4
Excessive Noise
or
Vibration.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-4
6-4 6-5 6-6
Engine Will Not Deliver Rated Power

Critical Altitude Lower Than
Specified.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Surges
or
Smokes
High
Deck Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-6
SECTION 6 TROUBLE-SPIOOTING
Experience has proven that the best method of trouble-shooting given trouble and then to eliminate causes one by one, beginning
charts list
some
is to decide
on
the various
causes
of
with the most
probable.
The
following
of the
more common causes
troubles, which may be encountered in maintaining engines and
turbochargers;
I.
their
probable
and remedies.
TROUBLE-SHOOTING
ENGINE.
PROBABLE CAUSE Lack of fuel
REMEDY
TROUBLE Failure of Engine to Start
Check fuel system for leaks. Fill fuel tank. Clean dirty lines,
strainers,
or
fuel valves.
and mixture
Overpriming
Leave
ignition "ofr
control in "Idle Cut-Off, open throttle and "unload" engine by
cranking for a few seconds. Turn ignition switch on and proceed to

start in
a
normal
manner.
Defective
spark plugs
Clean and
adjust or replace spark
plugs.
Defective
ignition wire
Check with electric tester, and replace any defective wires.
Defective
battery
Replace
Clean
with
charged battery.
internal
Improper operation of magneto

breaker Lack of sufficient fuel flow
points. Check timing of magnetos.
Disconnect fuel line and check fuel flow.
Water in fuel
injector or carb.
Drain fuel
injector or carburetor
and fuel lines.
Internal failure
Check oil
screens
for metal
particles.
indicated.
If found,
overhaul of the
complete engine may be
6-1
SECTION 6
TROUBLE-SHOOTING
TROUBLE Failure of Engine to Idle PROBABLE CAUSE

REMEDY
Properly
Incorrect idle mixture
Adjust mixture. Tighten all connections in the induction system. Replace any
parts that
are
Leak in the induction system
defective.
obtain
Incorrect idle mixture
Adjust throttle stop to

correct idle.
Uneven
cylinder compression
Check condition of piston and valve seats.
rings
Faulty ignition system

Insufficient fuel pressure
Low Power and Uneven
Check entire
ignition system.
Adjust fuel pressure.

by
Running
Mixture too rich indicated
sluggish engine operation, red exhaust flame at night. Extreme cases indicated by black smoke
from exhaust.
Readjustment of fuel injector or carburetor by authorized personnel is indicated.
Mixture too lean indicated
by
Check fuel lines for dirt restrictions.
or
other
of fuel
overheating
or
backfiring
Readjustment injector or carburetor by authorized personnel is indicated.
Leaks in induction system
Tighten all
connections.
Replace
defective parts.
Defective
spark plugs
Clean and gap
or
replace spark
plugs.
Improper fuel
Fill tank with fuel of recom-
mended
grade.
Magneto breaker points working properly

Defective
not
points. Check internal timing ofmagnetos.

Clean Check wire with electric tester.
ignition wire
Replace
Defective
defective wire.
connectors
spark plug terminal
Replace
wire.
on
spark plug
conoectors
6-2
LYCOMING OPERATORS MANUAL 0-360 AND ASSOCIATED MODELS TROUBLE Failure of Engine to PROBABLE CAUSE
REMEDY
Develop
Leak in the induction system
Full Power
Throttle lever out of adjustment
Tighten all connections replace defective parts.

Adjust throttle
lever.
and
Improper fuel
flow
Check strainer, gage and flow at the fuel inlet.
Restriction in air scoop
Examine air scoop and restrictions.
remove
Improper
fuel
Drain and refill tank with
recommended fuel.
Faulty ignition
Tighten all
connections. Check
tester. Check
system with
ignition timing.
Rough Engine
Cracked
engine
mount
Replace or repair mount.

Install
Check
new
Defective
mounting bushings
mounting bushings.
6)
Low Oil Pressure
Uneven
compression
compression.
Insufficient oil
Fill to proper level with recommended oil.

Remove and clean oil pressure
Air lock
or
dirt in relief valve
relief valve. Leak in suction line

line
or
pressure
Check
gasket between accessory housing and crankcase.

See
High
oil temperature
"High
Oil
Temperature"
in
"Trouble" column. Defective pressure gage
Replace.
Check line for obstruction. Clean
Stoppage
passage
in oil pump intake
suction strainer.
High
Oil
Temperature
Insufficient air
cooling
Check air inlet and outlet for
deformation
Insufficient oil
or
obstruction.
supply
Fill to proper level with oil.
specified
6-3
SECTION 6
LYCOMING OPERATORS MANUAL 0-360 AND ASSOCIATED MODELS PROBABLE CAUSE

Low
TROUBLE-SHOOTING
TROUBLE
REMEDY
High
Oil
Temperature (Cont.)
grade of oil
Replace with oil conforming to specifications.

or
Clogged
oil lines
strainers
Remove and clean oil strainers.
Excessive
blow-by
Usually rings.
caused
by
worn or
stuck
Defective temperature gage Excessive Oil
Replace gage.
Fill tank with oil
Consumption
Low
grade of oil
conforming to
specifications. Failing
Worn
or
failed
bearings
Check sump for metal Install

Install
new
particles.
piston rings
rings. rings.
Incorrect installation of piston
new
rings
Failure of rings to seat nitrided
(new
Use mineral base oil. Climb to
cylinders)
cruise altitude at full power and operate at 75% cruise power
setting until
stabilizes.
2.
oil
consumption
TROUBLE-SHOOTING- TURBOCHARGER.
PROBABLE CAUSE
or
TROUBLE Excessive Noise Vibration
REMEDY
Improper bearing
lubrication
Supply required oil pressure. Clean or replace oil line; clean oil strainer. Iftrouble persists, overhaul turbocharger. Tighten loose connections or replace manifold gaskets as
necessary.
Leak in
engine
intake
or
exhaust
manifold
Dirty impeller blades

Engine
Will Not Deliver
Disassemble and clean.

Clear all
Clogged manifold system
ducting.
Rated Power
Foreign material lodged in compressor impeller or turbine

6-4
Disassemble and clean.
LYCOMING OPERATORS MANUAL 0-360 AND ASSOCIATED MODELS TROUBLE PROBABLE CAUSE Excessive dirt
compressor
REMEDY
EngineWillNotDeliver Rated Power (Cont.)
build-up
in
Thoroughly clean compressoi assembly. Service air cleaner and check for leakage.
Overhaul
Rotating assembly bearing seizure

Restrictions in return lines from
actuator to waste
turbocharger.
Remove and clean lines.
gate controller
Have exhaust
bypass controller is i~ need ofadjustment

Exhaust Oil pressure too low
bypass
controller
adjusted. Tighten fittings. Replace

lines
or
hoses. Increase oil pressure to desired pressure. Inlet orifice to actuator
clogged
Remove inlet line at actuator and
clean orifice. Exhaust
bypass
controller
Replace
unit.
malfunction
Exhaust
bypass butterfly not
closing
Low pressure. Clogged orifice in inlet to actuator.
Butterfly bearings.
Turbocharger impeller binding, frozen or fouling housing
Piston seal in actuator Check
shaft
binding.
Check
bearings. Replace turbocharger.

Remove and
leaking. (Usually accompanied by oil leakage at drain line.)

Critical Altitude Lower Than Controller not
disassemble
replace actuator or and replace packing.
getting enough oil
Specified
pressure to close the waste gate
Check pump outlet pressure, oil filters, external lines for leaks or
obstructions.
Chips under metering valve in controller holding it open

Metering jet
Actuator in actuator
Replace controller.
plugged
Remove actuator and clean jet.
piston seal leaking excessively
failed and
If there is oil
leakage at actuator
drain, clean cylinder and replace
piston seal.
6-5
SECTION 6

0-360 AND ASSOCIATED MODELS PROBABLE CAUSE
Ulaust
TROUBLE-SHOOTING
TROUBLE
REMEDY
Critical Altitude Lows. Than
bypass valve sticking
Clean and free action.
Specified (Cont.)
Engine Surges or
Smokes Air in -oil lines dr actuator Controller seal Bleed system.
metering valve stem leaking oil into manifold
Replace controller.
Clogged breather
NOTE Smoke would be normal
Check breather for restrictions

to air flow.
if engine
has
idledfor aprolongedperiod.
Replace controller assembly replace aneroid bellows.
or
High Deck Pressure-(Compressor Discharge Pressure)
Controller
metering
valve not
opening,
Exhaust
aneroid bellows
leaking
bypass sticking
closed
Shut off valve in return line not
working. Butterfly bearings.

shaft
binding.
Check
Replace bypass valve
or correct
linkage binding.
Controller return line restricted
Oil pressure too
Clean
or
replace line.
high
Check pressure 75 to 85 psi (80 psi desired) at exhaust bypass

actuator desired.
if pressure
on
outlet side of
actuator is too
high, have exhaust bypass controller adjusted. piston position. (Usually accompanied by oil leakage at actuator drain line.) NOTE: Exhaust bypass normally
actuator
Exhaust
bypass
Remove and disassemble
locked in full closed
actuator, check condition of piston and packing or replace

actuator
assembly.
closed in idle and low power condition. Should open when

actuator inlet line is disconnected.
Exhaust
bypass
controller
Replace controller.
malfunction
6-6
SECTION 7
Page
Preparation
of Engine for Installation
7-1 7-~
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Inspection
of Engine
Mounting
7-1
7-1
An~hing Engine
fo Mount.
Oil and Fuel Line Connections
7-1
Propeller Installation
..............................................................................iii
7i2
Preparation
of Carburetors and Fuel
Injectors
for Installation
7-2
Corrosion Prevention in
Engines
Installed in Inactive Aircraft..............................................................
7-2

SECTION 7
SECTION 7
INSTALLATION AND STORAGE I. PREPARATION OF ENGINE FOR INSTALLATION. Before installing an engine that has been prepared for storage, remove all dehydtator plugs, bags of desiccant and preservative oil from the engine.
Preservative oil
by removing the bottom spark plugs and turning the crankshaft three or by preservative oil will then drain through the spark plug holes. Draining will be facilitated if the engine is tilted from side to side during the above operation. Preservative oil which has accumulated in the sump can be drained by removing the oil sump plug. Engines that hav~e been stored in a cold place should be removed to an environment of at least 700F (210C) for a period of 24 hours before preservative oil is drained from the cylinders. If this is not possible, heat the cylinders with heat lamps before attempting to drain the engine.
can
be removed
four revolutions
hand. The
After the oil sump has been~ drained, the plug should be replaced and safety-wired. Fill the sump or external tank with lubricating oil. The crankshaft should again be turned several revolutions to saturate the
wash them in clean
engine with the clean:oil. When installing spark plugs, make sure that they are clean, if not, petroleum solvent. Of course, there will be a small amount of preservative oil remaining in the engine, but this can cause no harm. However, after twenty-five hours of operation, the lubricating oil should be drained while the engine is hot. This will remove any residual preservative oil that may have been
interior of the
present.
CAUTION
DO NOT ROTATE THE CRANKSHAFT OF AN ENGINE CONTAINING PRESERVATIVE OIL BEFORE REMOVING THE SPARKPLUGS, BECAUSE IF
THE
CYLINDERS
RESULTING
CONTAIN ANY APPRECIABLE AMOUNT OF
THE MLYTURE, THE
ACTION, KNOWN AS HYDRAULICING, WILL CAUSE DAMAGE TO THE ENGINE. ALSO, ANY CONTACT OF THE PRESERVATIVE OIL WITH PAINTED SURFACES
SHOULD BE A VOIDED. General Should any of the dehydrator plugs, containing crystals of silica-gel or similar material, bebroken during their term of storage or upon their removal from the engine, and if any of the contents should fall into
the
engine. gasoline or some other hydrocarbon solvent. The fuel drain screen located in the fuel inlet of the carburetor or fuel injector should also be removed and cleaned in a hydrocarbon solvent. The operator should also note if any valves are sticking. If they are, this condition can be eliminated by coating the valve stem generously with a mixture of gasoline ~and lubrication oil.
The oil strainers should be removed and cleaned in
If the aircraft is
or one
engine,
that
portion
of the
engine
must be disassembled and
thoroughly
cleaned before
using
the
Inspection of Engine Mounting

that the
stresses
from which
or
engine
mount is not bent
damaged by
distortion
engine misalignment
an
has been removed, make

as
sure
this
can
produce
abnormal
with the
engine.
to Mounts
Attaching Engine engine.
See airframe manufacturers recommendations for method of
mounting
the
Oil and Fuel Line Connections installation drawings.
The oil and fuel line connections
are
called out
on
the
accompanying
7-1
SECTION 7 INSTALLATION AND STORAGE
Propeller Installation
I.
CO"SUlt the airframe manufacturer for information relative to
propeller installation.
PREPARA TION OF CARBURETORS AND FUEL INJECTORS FOR INSTALLA TION.
injectors that have procedures before being placed in service.
Carburetors and fuel
been
prepared
for storage should
undergo the following
Remove the fuel drain plug and drain preservative oil. Remove the fuel Carburetor (U4-4-5, U4-4-5AA) inlet strainer assembly and clean in a hydrocarbon solvent. Reinstall the fuel drain plug and fuel inlet
strainer
assembly.
Remove the fuel inlet strainer and all plugs~leading to the fuel chambers. Drain Carburetor (PSH-SBD) preservative oil from the carburetor. Clean the fuel inlet strainer in a hydrocarbon solvent. Reinstall fuel
inlet strainer and

Remove
replace
all
plugs.
mixture control needle and drain any accumulated moisture from the air
chamber.
plug opposite the manual Replace plug.
With the throttle lever in the wide open position and the manual mixture control in the full rich position, inject clean fuel through the fuel inlet connection at 5 gsi until clean fuel flows from the discharge nozzle. CAUTION
DO NOTALLOW FUEL OR OIL TO ENTER INTO THE AIR CHAMBER.
Move the throttle lever to the closed
position
and the mixture control lever to the idle cut-off

as
position.
Because this carburetorhas
closed fuel system, it will remain full of fuel
long
as
the mixture control
lever is in the idle cut-off position.

NOTE It is necessary that this carburetor
soakfor
an
The
Fuel
soakingperiod may be performedprior
to or
eight hour period before starting aJier installation on the engine.

assembly
the
engine.
clean fuel
Injector (Bendix)
Remove and clean the fuel inlet strainer
and reinstall.
Inject
into the fuel inlet connection with the fuel outlets exceed 15
uncapped
until clean fuel flow from the outlets. Do not
psi
inlet pressure.
CORROSION PREVENTION IN ENGINES INSTALLED IN INACTIVE AIRCRAFT
especially in new or overhauled engines, on cylinder walls of engines that will be inoperative periodsas brief as two days. Therefore, the following preservation procedure is recommended for inactive engines and will be effective in minimizing the corrosion condition for a period up to thirty days.
can
Corrosion
occur,
for
NOTE
running the engine for brief periods of time procedure; in fact, the practice of ground running
Ground
minimize this colirosion condition
is not
substitute
for
the
following
will tend to aggravate rather than
7-2

a.

move
As
soon as
where the b.
possible after the engine is stopped, preservation process is to be performed.
the aircraft into the
hangar,
or
other shelter
Remove sufficierit
cowling
to
gain
access
to the
spark plugs
and
remove
both
spark plugs
from each
cylinder.
c.
Spray
while
the interior of each
cylinder
with
approximately
two
(2)
ounces
of corrosion
preventive
oil
cranking the engine about five (5) revolutions placed in either of the spark plug holes.
NOTE
with the starter. The spray gun nozzle may be
Spraying should be accomplished using an airless spray gun (Spraying Systems Co., "Gunjet Model 24A-8395 or equivalent). In the event an airless spray gun is not available, personnel should install a moisture trap in the air line ofa conventional spray gun and be certain oil is hot at the nozzle before spraying cylinders.
d. With the crankshaft
stationary, again spray each cylinder through the spark plug approximately two (2) ounces of corrosion preventive oil. Assemble spark plugs and crankshaft after cylinders have been sprayed.
holes with do not turn
foregoing procedure should conform to specification MILL-6529, Type i, heated to 2000F/2200F (930C/1040C) spray nozzle temperature. It is not necessary to flush preservative oil from the cylinder prior to flying the aircraft. The small quantity of oil coating the cylinders will be expelled from the engine during the first few minutes of operation.
The corrosion
preventive
oil to be used in the
NOTE
the type mentioned are to be used in Lycoming aircraft engines for corrosion prevention only, and not for lubrication. See the latest revision of Lycoming Service Oils
of
Instruction No.
1014 and latest revision
of
Service Bulletin No. 318
for
recommended
lubricating oil.
7-3
SECTION 7
FUEL PRESSURE CONN. .4375-20 UNF 3 THD IDLE SPEED

ADJUSTMENT
FUEL PRESSURE CONN. .125-27 NPSF FULL RICH

IDLEMIXTURE
THROTTLE OPEN
a~
s3"
ADJUSTMENT
THROTTLE OSED
820 78"
CUT OFF
THROTnE CLOSED
LIDLECUTOFF
76030
IDLE SPEED ADJUSTMENT
680
oY
FUEL OUTLFT .4375-20 UNFA THD

FUEL INLET .5825-18 UNFA THD
FULL RICH
THROTnE OPEN IDLE MIXTURE ADJUSTMENT
FUEL INLET .250-18 NPSF
RSA-5ADI
L
FUEL DRAIN
MA-4-5
IDLE MIXTURE ADJUSTMENT
FUEL INLET
THROTTLECONTROL
MIXTURE CONTROL
IDLE SPEED ADJUSTMENT

PIMER NOZZLE CONN.
HAS
.125-27 A NPT
THROTnE CLOSED
THROTTLE OPEN
RETURN FUEL LINE CONN. :125-27 NPT
70"
FUEL INLET .250-18NPT
YRES~h
~p;g.)o
PSH-SBD IDLE CUT OFF
FUELPRESSURE CONN. .125-27 NPT
FULL RICH
IDLE MIXTURE ADJUSTMENT
Figure 7-1. Fuel Metering System

7-4
ORIGINAL Received By
ATP
LYCOMMG OPERATORS MANUAL 0-360 AND ASSOCIATED MODELS
SECTION 7
GROUND TERMINAL
O
GROUND TERMINAL
S4LN-21
S4LN-20
ORIGINAL as Received By
ATP
RETARD TERMINAL
GROUND8
TERMINAL
S4LN-200
S4LN-204
RETARD TERMINAL
SWITCH TERMINAL
S4LN-1208
S4LN-1209
~R\
TERMINAL SWITCH
S4LN-1227
S4LN-1209
TERMINAL
SWITCH
SLICK 4100 SERIES MAGNETO 4200 SERIES MAGNETO
Figure
7-2.
Magneto
Connections
7-5
OIL TO COOLER .375-18 NPT

OIL FROM COOLER
.375-18 NPT
Y(~
SPECIAL TEMPERATU RE CONNECTION
STANDARD TEMPERATURE CONNECTION TO TAKE MS28034-1 TEMPERATURE BULB OR EQUIVALENT
011 TO COOLER .625-18 NF-3 FOR CONNECTING FLARED TUBE COUPLING
OIL FROM COOLER .375-18 NPT
--7
STANDARD TEMPERATURE CONNECTION TO TAKE MS28034-1 TEMPERATURE BULBOREOUn/ALENT
MERMOSTATIC OIL BY-PASS VALVE
ORIGINAL
R~i
C3y
b~lP
CAN BE ROTATED TO ANY RADIAL POSITION
~Bh
OIL TO COOLER .750-16NF-3
OIL TO COOLER 37518 NPT CONNECTION
FOR CONNECTING FLARED TUBE COUPLING
Figure
7-6
7-3.
Optional
Oil Cooler Connections
TACHOMETER CONN.
BREAIHER FITTING 1
OIITEMP. CONN.**
rMOUNTING PAD FOR DUAL DRIVES

VACUUM PUMP PAD
OIISC~EEN HSG.
**01LFROM00OLER7
*MAGNETO
rO11 PRESS. CAGE CORN.

MAGNETO*
IS~
O
"Ko i
/-011 FILLER PLUG

011 LEVEL GAGE
E!~:C"
00
b
L~d
MANIFOLD PRESS.
CONN.
6/011 LINE TO PROPELLER

**011 TO FUEL PUMP
(WHERE APPLICABLE)
OUTLET-r"U"~
VENT LINE CONN.
I I
i) ~-AccEssoRv oil R~CURN

OIISUCTION SCREEN
~c- 011 DRAIN
E~
Fj
c~
011 DRAIN
~FUEL PUMP INLET

(ALL MODELS U(CEPT A2E)
LDIAPHRAGM TYPE FUEL PUMP

SEE FIG. 1-2 FOR MAGNETO CONNECTIONS
SEE FIG. 13 FOR OPTIONAL CONNECTIONS
ORIGINAL
As Received
By
E
m
ATP
d,
si~
i
TACHOMETER CONNECTION
8 Z
MOUNTING PAD FOR DUAL DRIVES

c(
BREATHER FITTING
VACUUM PUMP PAD OIL PRESS. SCREEN HSG.
O Z
OIL FROM COOLER O1L TEMP. CONN.
rn
RETARD TERMINAL
OIL PR ESS.
0/
GROUND TERMINAL
O
m
OIL FILLER PLUG OIL
LEVELGAGE
o~f
o
ek~III______ 14 1
O
i$r-~
MANIFOLD PRESS.CONN.
(k,
MAGNETO PIPE
S4LJ-200
MAGN ETO TYPE S4LN-204
C)
OC~
GROUND TERMINAL
iQB3lli
1314C1)
OILTO COOLER
~d
C1
FUEL PUMP PAD
t~
cn ce~
80m
~i
ACCESSORY OIL
OIL ORAEI
RETURN1
SEE FIG. 7-3 FOR OPTIONAL CONNECTIONS
oe
As Re@eiued
AVP
R\em
Or
TACHOMETER CONN.
BREATHER FITTING
7
MOUNTING PADS FOR DUAL DRIVES

VACUUM PUMP PAD
OIL PRESS. SCREEN HSG.

OIL FROM COOLER"
OIL PRESS. GAGE CONN.

OIL FILLER PLUG OIL LEVEL GAGE
rn
MAGNETO*
i
8
c
~MAONETO.
mO
$T:
O~
h
LI
OIL TEMP. CONN.
a ~u
r
I
1
MANIFOLD PRESS. CONN.
7\
r\
t~
OIL LINE TO PROPELLER
FUEL PUMP OUTLET
(I
\II
ACCESSORY OIL RETURN
OL DRAIN
Z
I t~
PROP. GOV DRIVE PAD
j3
VENT LINE CONN.
~OIL DRAIN
OIL TO COOLER
h
OIL SUCTION SCREEN
FUEL PUMP INLET
SEE FIG. 7-2 FOR MAGNETO CONNECTIONS SEE FIG. 7-3 FOR OPTIONAL CONNECTIONS
v! O
ORIGINBL
;o
As Receiveef ATP
By
O z
M~
TACHOMETER CONN. BREATHER FITTING

1
OIL TEMP. CONN.
MOUNTING PADS FOR DUAL DRIVES
OILPRESS. SCREEN HSG.

OIL FROM COOLER ""7 MAGNETO
"7
I
1 I
I
I
rVACUUM
PUMP PAD
OIL PRESS. GAGE CONN. OILTO COOLER OIL FILLER PLUG OIL LR/EL GAGE
ES
O
m
I~
O
Q
ill
0)~
~I IY~
htE1
a
o
G,
a
9
FUEL PUMP PAD
OIL DRAIN
MANIFOLD
O
O
PRESS. CONN. ACCESSORY OIL RETURN
~FUEL DRAIN VALVES

OIL SUCTION SCREEN
.g
O
~F!
ORIGINAL
As Received
IBy
ATP
Or
OIL TEMP. CONN. TACHOMETER CONN.7
VACUUM PUMP PAD MOUNTING PAD FOR DUAL DRIVES
O
THERMOSTATIC BY-PASS VALVE
FUEL MANIFOLDS OIL PRESS. GAGE CONN.
o ~ng
OIL
FROMBREATHER
FITTING 7
OIL FILLER PLUG OIL LEVEL GAGE
mO
(O
MAGNETO*
(IP
-7
ol
e~
dO
Y,
o\
OILTO COOLER"
VENT LINE
r
~t=bu
MAGNETO
O\ o
g
r~
51
CONNECTION
I-c:
OIL LINE TO PROPELLER ACCESSORY OIL RETURN
OIL DRAIN FUEL PUMP INLET FUEL DRAIN
g
O
C)
OIL DRAIN
OIL SUCTION SCREEN
ORIGINBL
As Received
By
oz
M~
ATP
h,
ORIGINAL As Received BY
ATP
OIL PRESS SCREEN HSG. BREATHER FITTING TACHOMETER CONN.
5!~
OIL TEMP. CONN.
B B
OIL FROM COOLER VENT RETURN RETARD TERMINAL

7
OIL PRESS. CONN.

r
OIL TO COOLER
GROUND TERMINAL O
:i
GROUND TERMINAL
OIL FILLER TUBE AND OIL LEVEL GAGE
o~
\1IF~ II
I~
6
MANIFOLD
H
a~ /hb~
PRESS. CONN.
OC
ia
FUEL INLET
OIL LINE TO
PROPELLER
C)
ACCESSORY OIL RETURN MIXTURECONTROL

J
~O
O
It,
OIL DRAIN OIL
DRAINM
1
r
POWER GAGE CONN.
OIL SUCTION SCREEN
Or
FUEL MANIFOLD OILTEMP. CONN.~
BREATHER FITTING OIL PRESS SCREEN HSG. OIL FROM COOLER
r
TACHOMETER CONN.
r
o\G,
00
VACUUM PUMP PAD. MOUNTING PAD FOR DUAL DRIVES.
I
\I II
I
)1 I
OIL PRESS. GAGE CONN. GROUND TERMINAL

O1L FILLER TU BE AND OIL LEVEL GAGE
~5: O
RETARD TERMINAL
I
b
a
o
11111~
1~1 II
I
e
II~
C~B
V1~
O GROUND TERMINAL
T\S~o
OIL LINE TO PROPELLER
tjd
DIAPHRAGM FUEL PUMP (B1B ONLY)
\_ OIL TO
r /I
~OIL DRAIN
COOLER
VENT LINE CONN.J
OIL SUCTION SCREEN OIL DRAIN-/
FUEL PUMP INLET

THROTTLE CONTROL LEVER
ORIGINAL
As Received
w
c3
By
ATP
SECTION 7
**THERMOSTATIC OIL-BY PASS VALVE
--1
~--TACHOMETER CONN.
BREATHER FITTING--~
FUEL MANIFOLD **O1L FROM COOLER-~ *MAGNETO
--7
I I
i-- OIL TEMP. CONN**
OIL PRESS. GAGE CONN. ~-MAGNETO* MANIFOLD PRESS. CONN.
L,
OIL LINE
TOPROPEL ER
(10-360 ONLY)
OIL TO COOLER""
a
VENT LINE CONN. THROTTLE LEVER
ACCY. OIL RETURN
FUEL PUMP INLET
MIXTURE CONTROL LEVER
OIL SUCTION SCREEN
OIL DRAIN FUEL DRAIN
(2)
*SEE FIG. 7-2 FOR IWAGNETO CONNECTIONS

**SEE FIG. 7-3 FOR OPTIONAL CONNECTIONS
Figure
7-14
7-11. Installation
Drawing- I0360-C1A, -C1B, -D1A; HIO-360-C1A,
-C1B
TACHOMETER CONN; MOUNTING PAD FOR DUAL DRIVES

BREATHER FITTI VACUUM PUMP PAD
*O1L FROM COOLER
,OIL PRESS. SCREEN HSG.

OIL TEMP. CONN.
RETARD TERMINAL SWITCH TERMINALS
MAGNETO TYPE S4LN-200 RETARD TERMINAL
OIL TO COOLER"
VENT LINE CONN.--/
NOZZLE PRESS.
GAGE CONN.
FUEL PUMP OUTLET
FUEL PRESS.
FUELPUMP INLET
FUEL DRAIN
(2)
OIL DRAIN
L OIL SUCTION
SCREEN
*SEE FIG. 7-3 FOR OPTIONAL CONNECTIONS
Figure
7-12. Installation
Drawing
HIO-360-A1A
7-15
SECTION 7
ORLGINAL
As
0)
Received By
ATP
TACHOMETER CONNECTION
BREATHING FITTING --7 *01L TEMPERATURE CONN;7
OIL PRESS. SCREEN HSG.7
rMOUNTING PAD DUAL DRIVE

1
~-VACUUM PUMP PAD
/-01L TO COOLER"
~OIL PRESS GAGE CONN.
*O1L FROM COOLER
GNETO TYPE S4LN-200

L FILLER PLUG OIL LEVEL GAGE
MAGNETO TYPE S4LN-
RETARD TERMINAL
Q~
MANIFOLD PRESS. CONN. SWITCH TERMINAL
SWITCH
TERMINAL
O
DIAPHRAGM TYPE FUEL PUMP-BIA ONLY
ARD TERMINAL
ACCY OIL RETURN
VENT LINE
CON.FUEL
iFUEL
INLET OIL DRAIN
NOZZLE PRESS.
GAGE CONN.
DRAIN VALVES
-FUEL PRESS. CONN. OIL SUCTION SCREEN
*SEE FIG. 7-3 FOR OPTIONAL CONNECTIONS
Figure
7-16
7-13. Installation
Dmwing
HIO-360-B 1A, -B1B
i)
SECTION 8 TABLES
Page
Table of Limits 8-1
Ground Run After
Top
Overhaul
8-2
8-3
Flight Test
Alter
Top
Overha~l. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Full Throttle HP at Altitude.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Table of Speed.Equivalents
8-4
8-4 8-5 8-6
Centigrade
Fahrenheit Conversion Table
Inch Fraction Conversions

SECTION 8
TABLES
SECTION 8
TABLES
FOR
TIGHTENING
TORQUE
RECOMMENDATIONS
AND
INFORMATION
CONCERNING TOLERANCES AND DIMENSIONS THAT MUST BE MAINTAINED

IN
LYCOMING
AIRCRAFT
ENGINES, CONSULT THE LATEST EDITION OF
SPECIAL SERVICE PUBLICATION NO. SSP-1776.
CONSULT
LATEST
REVISION
OF TO
SERVICE
INSTRUCTION
NO.
1029
FOR
INFORMATION
ASSEMBLY.
PERTINENT
CORRECTLY
INSTALLING
CYLINDER
8-1
1~
r
Z
oo
FIXED WING ONLY
GROUND RUN AFTER TOP OVERHAUL

OR CYLINDER CHANGE WITH NEW RING
Type Aircraft
Registration No.
(DO
1. 2. 3. 4. 5. 6. NOT USED AFTER MAJOR
OVERHAUL)
Aircraft No.
Avoid
All
dusty
location and loose stones.

Owner
Headaircraftintothe wind.
cowling should be in place, cowl flaps open. Accomplish ground run in full flat pitch. NeverexceeTd200"F. oiltemperature. If cylinder head temperature reach 400"F., shut down to cool before continuing.
Engine
and allow
Model
SM
engine
Date
Run-Up By
GROUND RUN
Pressure Pressure
Fuel Flow Amb. Air
Time
RPM
MAP
L. oil
R. oil
L.cvl.
R.cvl.
I L.oil
R. oil
L. fuel
R. fuel
L. carb.
Rcarb.
Left
10
minSmii~ 10001200
1300
I0min
minSmin 15001600
1700 1800
P
Adjustment Required
After
1. 2.
5 min Smin
Mag.
Check
Completion ofGround Run

O
Power Check Idle Check
Visually inspect engine(s)

IdleCheck
mpi
i
Or
GcC
o\C~ 00
FLIGHT TEST AFTER TOP OVERHAUL OR CYLINDER CHANGE WITH NEW RINGS
1. 2.
rnO O
Testfly
aircraftone hour.
3. 4.
Use standard power for climb, and at least 75% power for cruise. Make climb shallow and at good airspeed for cooling. Record
mO
engine
instrument
readings during climb and
cruise.
Tested
$r"
by
M
rd
m
FLIGHT TEST RECORD
TemDerature
I I
R.cvl.
Pressure
TemDerature
R. fuel L. carb R. carb
Fuel Flow Left
Time Climb Cruise
RPM
MAP
L. oil
R. oil
L.cvl.
L.oil
R. oil
L. fuel
Amb. Air
Adjustment Required After Flight

i.
2.
After Test Make careful visual
Flight.
inspection ofengine(s).
Checkoillevel(s).
If oil
remove
3.
consumption is excessive, (see operators manual for limits), spark plugs and check cylinder barrels for scoring.
CI1
r;noo
SECTIONS TABLES
FULL THROTTLE HE AT ALTITUDE
(Normally Aspirated Engines)

Altitude
Ft.
S.L. H.P.
Altitude
Ft.
S.L.
H.P.
Altitude
Ft.
S.L. H.P.
0
500
100 98.5
1,000 2,000 2,500 3,000 4,000 5,000 6,000 7,000 8,000 9,000
96.8 93 .6 92.0
90.5
10,000 11,000 12,000 13,000

14.000
70.8
68.3
65.8
63.4 61.0
58.7
19,500 20,000 20,500 21,000 21,500

22,000 22,500
49.1 48.0
47.6
46.0 45.2
44.0 43.3 42.2
Is,boo
16,000 17,000 17,500 18,000 18,500 19,000
87.5
56.5 54.3
53.1
84.6
81.7.
78.9
76.2 73.5
52.1
51.4
50.0
23,000 23,500 24,000 24,500 ss,aDo
41.4 40.3 39.5

38.5
TABLE OF SPEED
EQUIVALENTS
M.P.H. 150 160 170 180 190
Sec./Mi.
72.0
60.0
M.P.H.
Sec./Mi. 24.0
22.5 21.2 20.0 .18.9 18.0 17.1
16.4
Sec.Ni. 14.4
13.8 13.3 12.8 12.4 12.0 11.6
11.2
M.P.H. 250
260 270
50
60 70 80 90
51.4 45.0 40,0
280 290 300
36.0 32.7
30.0
100 110
120
200 210
220
310
320
27.7
25.7
130 140
15.6
230
10.9
330 340
15.0
240
10.6
8-4
SECTION 8 TABLES
CENTIGRADE
FAHRENHEIT CONVERSION TABLE
Example:
the
To convert 20"C to
the column
(F)
to the
right.
To convert 20"F to
Fahrenheit, find 20 in the center column headed (F-C); then read 68.O"F in Centigrade; find 20 in the center column and read ~.67"C in
(C)
C
column to the left. F-C

-70 F
C
104.44
F-C
220
-56.7
-51.1
-94.0
-76.0 -58.0 -40.0
428.0 446.0 464.4

482.0 500.0
-60
-50 -40 -30 -20 -10
0
110.00 115.56
121.11 126.67
230
240
-45.6
-40.0
250
260
-34.0
-28.9
-22.0
-4.0
132.22 137.78 143.33
270 280
290
518.0
536.0 554.0 572.0 590.0
-23.3
-17.8 -12.22 -6.67 -1.11 4.44
14.0 32.0
50.0 68.0
-10 20 30 40 50 60 70 80
148.89
154.44
300
310 320 330
86.0
160.00
608.0 626.0 644.0

662.0
104.0
122.0 140.0
165.56
171.11
176.67
10.00 15.56
21.11 26.67 32.22 37.78 43.33
340 350 360

370
158.0 176.0
194.0 212.0
182.22
680.0 698.0 716.0 734.0 752.0 770.0

788.0
187.78
193.33 198.89
90
100 110
380
390
230.0
248.0 266.0 284.0
204.44
400
410 420 430
48.89
54.44
120
130
140
210.00
215.56 221.11
60.00 65.56
806.0
150
160
302.0
226.67
232.22
440 450
460
824.0
842.0 860.0
71.00
76.67
320.0
338.0 356.0 374.0 392.0 410.0
170
180 190 200
237.78
82.22
243.33
248.89 254.44
470 480
490
878.0
896.0
87.78
93.33 98.89
914.0
210
260.00
500
932.0
8-5
SECTION 8 TABLES
INCH FRACTIONS CONVERSIONS
Decimals,
Inch Decimal
Area
Area of Circles and Millimeters
MM
Inch Fraction
112
Decimal
Area
MM
Fraction
1/64 1/32
3/64
Equiv.
.0156 .0312 .0469
.0625
Sq.
In.
Equiv.
.397 .794
1.191
Equiv.
.5
Sq.
In.
Equiv.
12.700
.0002
1964 .2217
.0008 .0017 .0031 .0069 .0094 .0123 .0192 .0232 .0276
17/32
35/64 9/16
.5312 .5469
.5625
13.494 13.891 14.288 15.081 15.478

15.875
.2349
.2485 .2769 .2916 .3068 .3382
.3545
1/16 3/32
1.587
.0937 .1094 .125 .1562 .1719

.1875
2.381
2.778 3.175 3.969 4.366 4.762 5.556 5.593
6.350
19/32
39/64 5/8
.5937 .6094
.625 .6562 .6719 .6875 .7187 .7344 .75
7/64
1/8 5/32 11/64 3/16
21/32
43/64 11/16
16.669
17.065
.3712
17.462 18.256 18.653 19.050
7/32
15/64 1/4
.2187
.2344
.25
.0376
.0431 .0491 .0621
.0692
23/32
47/64 3/4
.4057
.4235 .4418
9/32
19/64
.2812
.2969
7.144
7.540
25/32
51/64
.7812
.7969
.4794
.4987
.5185
19.844
20.241 20.637
5/16
11/32 23/64 3/8 13/32 27/64 7/16 15/32
.3125 .3437 .3594 .375
.0767 .0928 .1014

.1105
7.937 8.731 9.128 9.525 10.319 10.716 11.112 11.906 12.303
13/16
.8125 .8437 .8594 .875 .9062
27/32 55/64
7/8
.5591
.5800
21.431 21.828 22.225 23.019 23.416 23.812
.6013
.4062
.4219 .4375 .4687 .4844
.1296
.1398 .1503 .1725
29/32 59/64
15/16
.6450
.6675
.6903
.9219
.9375
31/32 63/64
.9687
.9844
.7371
.7610
24.606
25.003
31/64
1842
8-6

172SP Lycoming

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OPE RATO RS MAN UAL

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

652 Oliver Street Williamsport, PA 17701 U,S.A.

0-380, 00-380,; 10-300, AIO-360,

Part No. 60297-12

652 Oliver Street

O, HO, IO, AIO, HIO, TIG-360 Series Operators Manual

Lycoming Part Number:

bylycoming. All rights reserved. Lycoming and "Powered by Lycoming" Lycoming.

product names referenced in trademarks of their respective companies.

For addition information:

Factory: Sales Department:

the World Wide Web at:

OPERATOR'S MANUAL REVISION

December 2009 2-7

charts and graphs, and

detailed illustrations, this edition

of the 0-360, H01360, 10-360, AIO-360,

Operators Manual, Lycoming

of the date ofissue.

allpreviously issued revisions.

This manual will be

current ~y revisions available

the factory. All revisions will be which will

Operator s Manual Revision page

identi~jt the revision level,

and the pages revised, added

supplied in the 8-1/2 x II inch format.

THIS WARRANTY IS GIVEN AND ACCEPTED M PLACE OF

ALL OTHER WARRANTIES OR

OBLIGATION, LIABILITY, RIGHT, CLAIM OR

THIS WARRANTY IS THE ONLY WARRANTY MADE BY LYCOMING.

THE PURCHASERS SOLE

REPLACEMENT OF ENGINE PARTS AND REIMBURSEMENT OF REASONABLE FREIGHT CHARGES AS

LYCOMING EXCLUDES LIABILITY, WHETHER AS A RESULT OF A BREACH OF

LOSS OF USE OR GROUNDING OF THE AIRCRAFT M WHICH THE ENGINE IS INSTALLED OR

AND ALL CLAIMS RELATED TO ANY

LYCOMING UNLESS IN WRITING AND SIGNED BY A DULY AUTHORIZED REPRESENTATIVE OF LYCOMING

(7) Any invalidity

Effective April 2007 Revision

lycoming. textron. com

WHAT LYCOMING PROMISES YOU

defects in material and

be warranted for the remainder of the

original warranty period.

REPRESENTATIONS, EXPRESS OR IMPLIED OR STATUTORY, WHETHERIWRIITEN OR ORAL,

REVENUES, LOSS OF USE OF

THE ENGINE OR COST OF A REPLACEMENT.

2002 Revision "K"

~Y c~V cl~WQy dSH~h) c~coeb

any part of the

bear the cost for labor in connection with the

will also Removal

and Installation Labor Allowance Guidebook.

will be entitled to warranty for the remainder of the

have received normal

and service. You must

of the appearance of the defect in material

apply for warranty or workmanship.

*Excludes 0-235 series

cylinders that have

riMIC~ r(g*e~ C~Oh ~eP) CYI~ l~*eP ~*P)F

riMIC~ r(ge~ C~Oh ~eP) CYI~ l~eP ~*P)F