LYCO'UTTNEA Textron Compdny

OPERATOR'S MANUALREVISION

KI!VISIUN NU.

60297-12-6

TU|'LTLA I IUN

o, Ho, Io, AIO,HIO, T10-360

SERIES

TUDLILA I IUI\

NO.

60297-t2

TUBLICAI' IUNDATE

April 1989

The page(s) in this revision replace, add to, or delete curent pages inthe operator's manual.

PREVIOUS REVISIONS CURRENT REVISIONS

t -<

2-135-4

July l9E93-5

March 1990l-6; 2-9, 2-10, 2-ll, 2-12,

Added page 3-l8A; 3-29;

May 1996l-5, l-6, l-7;' 2-2, Added page2-2A/B; 2-9, 2-10, 2-ll, 2-12,2-13,2-14; 3-12, Added page3-l2A/B; 3-14, Added page3-l4A/B; 3-15, 3-16, Addedpages 3-16A, 3- l68; 3-17, 3-18,3-26, Added pages 3-26A18,3-40A/B; 3-50, Added pages3-50A, 3-50B; 3-51

April 19983 -3, 3-4, Added page 3-4A/B

December 19991-7; 2-2A, Added page 2-28;2-10, 2-13; 3-12, 3-15, 3-23,3-40A, Added page 3-408; 8-l

May 2000

3-12A, Adds page 3-l28; 3-13

O, HO, lO, AIO, HIO, T10-360 Series Operator's Manual:Textron Lycoming Part Number: 60297-12

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MANUAL

LycomingAircraft Engines

SERIES0-360, HO-360, 10-360,

Ato-360, Hto-360 & T10-360

OPERATOR'S

LYCOnntUGA Textron Company

652 Oliver StreetWilllamsport, PA. 17701 U.S.A.570/323-6181

60297-12

Printed in U.S.A.

TEXTRON LYCOMINGOPERATOR'S MANUAL

SECTION 1

SECTION 2

SECTION 3

SECTION 4

SECTION 5

SECTION 6

SECTION 7

SECTION 8

TABLE OF CONTENTS

DESCRIPTION

SPECIFICATIONS

OPERATING INSTRUCTIONS

PERIODIC INSPECTIONS

MAINTENANCE PROCEDURES

TROUBLE-SHOOTING

INSTALLATION AND STORAGE

TABLES

Page

1-1

2.7

3-1

4-l

5-1

6-1

7- l

8-1

TEXTRON LYCOMINC OPERATOR'S MANUAL

DESCRIPTION

Page

General . . . . . .1-1Cyl inders . . . . .1-1ValveOperat ingMechanism . . . . . . .1-1Crankcase . . . .1- lCrankshaft . . . . ' l -2Connect ingRods . . . - .1-2Pistons . .1-2AccessoryHousing . . . .1-2Oi l Sump . . . . . .1-2Cool ingSystem . . . . . .1-2fnduct ionSystem . . . . .1-2Lubr icat ionSystem . . . .1-4PrimingSystem . . . . . .1-4lgni t ionSystem . . . . . . ' l -4Model Appl icat ionTable. . . . . .1-5

TEXTRON TYCOMI NC OPERATOR'S MAN UAI

0-360 and ASSOCIATED MODELS sEcTroN 1

SECTION 1

DESCRIPTION

The O, HO, IO, AIO, HIO, LIO and T10-360 series are four cyl inder,direct dr ive, hor izontal ly opposed, air cooled engines.

In referr ing to the location of the various engine components, the partsare described as instal led in the airframe. Thus, the power take-off end isthe front and the accessory drive end the rear. The sump sectiorr is thebottom and the opposite side of the engine where the shroud tubes arelocated the top. Reference to the left and r ight side is made with theobserver facing the rear of the engine. The cyl inders are nunrbered frornfront to rear, odd numbers on the r ight. The direct ion of rotat ion of thecrankshaft, viewed from the rear, is clockwise. Rotation for accessorydri ' res is determined with the observer facing the drive pad.

NOT'IJ

Tbe lctter "L" in tbe model prefix dcttotas tbe reuersc roidtion of tbabasic rnotlel. Exantple: model I0-360-C bas clockwisc rotdtiott ol' thecranksbaft. Tberefore, LIO-360-C l)ds counter-clockwise rotatioD of tbccrankshaft. Likewise, tl)e rotntion of the accessory driacs of tha LI0-360-Care opposite those of tbe basic nndel as listed in Scction 2 of tbis manuol.

Tbe letter "D" used as tbe 4th or 5tb cbtrracter in tbe ntodel suffixdenotes tltat thc particular nodel employs dual magnetos l:oused in asingle bousing. Example: All inlormation pertinent to tlte 0-360-4II;6zuill apply to 0-360,411;6D.

Operational asPects of engines are tbe sanrc and lrarformanca curuas andspecifications for tbe basic ttrodel will apply.

Cyl inders - The cyl iuders are of conventional air cooled construction withthe two major parts, lread and barrel, screwed and shrunk together. Theheads are made from an aluminum al loy casting with a ful ly machinedcombustion chamber. Rocker shaft bearing supports are cast integral withthe head along with housings to form the rocker boxes. The cyl inderbarrels have deep integral cooling fins and the inside of the barrels areground and honed to a specif ied f inish.

l -1

TEXTRONsEcTtoN 1

LYCOMING OPERATOR'S MAN UAL

0-360 and ASSOCIATED MODELS

Valac Operatiug Mecltanism A conventional t;-pe camshaft is locatedabove and paral lel to the crankshafi . The camshaft actuates hydraul ictappets which operate the valves through push rods and valve rockers. Thevalve rockers are supported on ful l f loating steel shafts. The valve springsbear against hardened steel seats and are retained on the valve stems bymeans of spl i t keys.

Crankcase - The crankcase assembly consists of two reinforced aluminumalloy castings, fastened together by means of studs, bolts and nuts. Themating surfaces of the two castings are joined without the use of a gasket,and the main bearing bores are machined for use of precision type mainbearing inserts.

Cranksltolt - The crankshaft is made from a chrome nickel molybdenumsteel forging. AII bearing journal surfaces are nitr ided.

Conuecting Rods - The connecting rods are made in the form of "H"seci ions from al loy steel forgings. They have replaceable bearing inserts inthe crankshaft ends and bronze bushings in the piston ends. The bearingcaps on t lre crankshaft ends are retained by two bolts and nuts througheach cap.

Pistotts - The pistons are machined from an aluminum al loy. The pistonpin is of a ful l f loating type with a plug located in each end of the pin.Depending on the cyl inder assembly, pistons may be machined for eitherthree or four r ings and may employ either half wedge or ful l wedge r ings.Consult the latest revision of Service Instruct ion No. 1037 for properpiston and r ing combinations.

Accessory Housing - The accessory housing is made from an aluminumcasting and is fastetred to the rear of the crankcase and the top rear of thesump. It forms a housing for the oil pump and the various accessory drives.

Oil Sump (h.xcept -AIO Seies) - The sump incorporates an oil drain plug,oi l suction screen, mounting pad for carburetor or fuel injector, the intakeriser and intake pipe connect. ions.

Crankcasc Couers (AIO Seies) - Crankcase covers are employed on thetop and bottom of the engine. These covers incorporate oil suctionscreens, oil scavenge line connections. The top cover incorporates aconnection for a breather line and the lower cover a connection for an oilsuction l ine.

t-2

TEXTRON TYCOMING OPERATOR'S MANUAL0-360 and ASSOCIATED MODELS SECTION 1

Coolittg Systern - These engines are designed to be cooled by air pressure.Baffles are provided to build up a pressure and force the air through thecylinder fins. The air is then exhausted to the atmosphere through gil ls oraugmentor tubes usual lv located at the rear of the cowl ing.

I t tduct iou S.yste nt L1'coming O-360 and H0-360 series engines areequippt 'd with eit ,her a f loal t ! 'pe or pressure type carburetor. See Table 1for model appl icat ion. Part icularly good distr ibution of the fuel-airmixture to each cyl inder is obtained through the center zone induct ionsystem, which is integral wi th the oi l sump and is submerged in oi l ,insuring a more uniform vaporization of fuel and aiding in cool ing the oi liu the sump. From the r iser the fuel-air mixture is distr ibuted to eachcyl inder by indiv idual intake pipes.

Lycoming IO-360, AIO-360, H10-360 and TIO-360 ser ies enginesare equipped with a Bendix t1'pe RSA fuel injector, with the exception ofmodel 10-360-81A which is equipped with a Simmonds type 530 fuelinjector. (See Table 1 lor model appl icat ion.) The fuel inject ion systemschedules fuel f lorv in proport ion to air f low and fuel vaporization takesplace at the intake ports. A turbocharger is mounted as an integral part ofthe' I IO-360 ser ies engines. Automat ic waste gate control of theturbocharger provides constant air density to the fuel injector inlet fromseal level to cri t ical alt i tude.

A brief descript ion of the carburetors and fuel injectors fol lows:

The Marvel-Schebler MA-4-5 and HA-6 carburetors are of the singlebarrel f loat type equipped with a manual mixture control and an idlecu t-of f .

The N{arvel-Schebler MA-4.5AA carburetor is of the single barrel f loattype with automatic pressur,e alt i tude mixture control. This carburetor isequipped with id le cut-of f but does not have a manual mixture control .

The Bendix-Stromberg PSH-5BD is a pressure operated, single barrelh oriz.ontal carburetor, incorporating an airf low operated powerenr ichment valve and an automat ic mixture control uni t . I t is equippedu' i th an idle cut-off and a manual mixture control. The AMC unit worksindependently of , and in paral lel with, the manua.l mixture control.

1-3

TEXTRON

SECTION 1

LYCOMING OPERATOR'S MANUAL

0-360 and ASSOCIATED MODELS

The Bendix RSA type fuel injection system is based on the principle ofmeasuring air f low and using the air f low signal in a stem type regulator toconvert the air force into a fuel force. This fuel force (fuel pressuredifferential) when applied across the fuel metering section (jetting system)makes fuel f low proportional to air f low.

The Simmonds type 530 is a continuous flow fuel injection system.This continuous flow system has three separate components:

1. A fuel pump assembly.2. A throttle body assembly.3. Four fuel f low nozzles.

This system is throttle actuated. Fuel is injected into the engine intakevalve ports by the nozzles. The system continuously delivers metered fuelto each intake valve port in response to throttle position, engine speed andmixture control position- Complete flexibil i ty of operation is providcd bythe manual mixture control which permits the adjustment of the amountof injected fuel to suit all operating conditions. Moving the mixturecontrol to "Idle Cut-Off" results in a complete cut-off of fuel to theengine.

Lubrication System - (All models except A10-360 series). The full pressurewet sump lubrication system is actuated by an impeller type pumpcontained within the accessory housing.

(A10-360 seies). The 410-360 series is designed for aerobatic flyingand is of the dry sump type. A double scavenge pump is installed on theaccessory housing.

Priming System - Provision for a primer system is provided on all enginesemploying a carburetor. Fuel injected engines do not require a primingsystem.

Ignition System - Dual ignition is furnished by two Bendix magnetos.Consult Table 1 for model application.

Counterweigbt System - Models designated by the numeral 6 in the suffixof the model number (example: O-360-A1G6) are equipped withcrankshafts with pendulum type counterweights attached.

7-4

TEXTRON

SECTION 1

LYCOMING OPERATOR' S MANUALO-360 and ASSOCIATED MODELSTABLE 1(CONT.)

t

T

T

T

I* - Models with counterclockwise rotation employ S4RN series.t* - See latest edition of Service Instruction No. 1443 for alternate mag-netos.

1-6 Revised May 1996

MODEL APPLICATION

Model Left** Right** Carburetor

0-360 (Cont.)-A1F6D, -A1LD-A1G6D-G1A6-J2A

D4LN-3021D4LN-3021

4251 42514347 4370

MA-4-5HA-6HA-6MA-4SPA

HO-360-A1A-B1A-B1B-C1A

s4LN-200 S4LN-204s4LN-200 S4LN-204s4LN-200 S4LN-2004347 4370

MA-4-5AAPSH-5BDPSH-5BDtIA-6

HIO-360-A1A -B1A -B1B-A1B, -C1A_C1B-D1A-ElAD-EIBD, _F1AD

s4LN-200 S4LN-200s4LN-200 S4LN-204s4LN-120s s4LN-1209s4LN-1208 S4LN-1208

D4LN-3021D4LN-3200

Fuel InjgrtorRSA-sAB1RSA-5AD1RSA.5AD1RSA.7AA1RSA-5AB1RSA-5AB1

ro-360-41A, -A2A, -818,-B1C-A1B, -A2B, -.4186-41C, -AzC, -ClB-A1D6, -B1E,i-B2E-A3B6-B1A-81D, -ClA

s4LN-200 S4LN-204s4LN-1227 S4LN-1209s4LN-1208 S4LN-1209s4LN-7227 S4LN-12094312 4370s4LN-200 S4LN-204s4LN-200 S4LN-204

RSA-5AD1RSA-5AD1RSA-5AD1RSA_5AD1RSA_sAD1530RSA-5AD1

TEXTRON LYCOMINCOPERATOR'S MANUAL

SPECIFICATIONS

SpecificationsO-360-A,-8,-C,-D,-F. . . . . . . .2- lHO-360-A,-B . . . . . . . .2-2IO-360-A,-8,-C,-D,-E,-R-J,-K . ....2-3A10-360-A,-8. . . . . . .2-4HIO-360-A,-B.. . . . . .2-4HIO-360-C.-D.. . . . . .2-5HIO-360-8,-F. . . . . . .2-6TIO-360-A,-C.. . . . . .2-7

Accessory Drives. .. . .2-8Detail Weights

Enginee. . . . . .2-gDimensions . . .2-10

TEXTRON TYCOMING OPERATOR'S MANUAI

O-360 and ASSOCIAIED MODELS SECNION 2

SPECIFICATIONSIO-360-A,.C,-D,-J,-K SERIES

IO-360-8,.8,-F SERIES"FAA Type Certi-ficate. .1E10Rated horsepower. . . . . . . . .180Rated speed, RPM,Bore, inches.. . . .

.27005.1254.575361.0.8.5:1

. . . . .250.028-.080

. .1:1rear). Clockwise

**NOIE

On the following model engines, the magneto spark occurs at 20" BTC. Con-sult nameplate before timing magnetos.

Models

I()-360-4 Series (Except -A1B6D)IO-360-C,-D Series (Except -C1C,-C1F,-C1C6,-C1D6)IO-360-ClC,-ClFIO-360-C1D6LIO-360-C1E6AIO-360-A1A.-A18.-81BHIO-360-CrA,-C1Bro-360-clc6IO-360-J1AD, -K2A

Serial No.

l-14436-51 and upL14436-51 and upL8150-51 and upL14446-51 and upl-l0M-67 and upl-220-63 and up

I-14436-51 and upAll EnginesAI Engines

2-3

TEXTRON LYCOMING OPERATOR'S MANUAL

SECTION 2 0-360 and ASSOCIATED MODELS

*Accessory Drive

StarterGeneratorGeneratorAlternatortThchometerMagnetoVacuum PumpPropeller Governor

(Rear Mounted)Propeller Governor

(Front Mounted)Fuel Pump AN20010Fuel Pump AN20003***Fuel Pump - Plunger

operatedDual Drives

Vacuum - Hyd. pumPVacuum - Prop. Gov.

Drive Ratio

16.556:11.910:12.500:l3.20:l

0.500:11.000:11.300:10.666:1

0.895:1

0.866:11.000:10.500:1

1.300:11.300:1

NOTE

**Direction of Rotation

Counter-ClockwiseClockwiseClockwiseClockwiseClockwiseClockwise

Counter-ClockwiseClockwise

Clockwise

Counter-ClockwiseCounter-Clockwise

Counter-ClockwiseCounter-Clockwise

Engines with letter "L" in prefi* wilt haue opposite rotation to the aboae'

* - When applicabler"'. - Viewed facing drive Pad"* - TIO-360-C1A6D, HIO-360-E, -F have clockwise fuel pump drive

t - HIO-360-D1A - Alternator drive is 2.50:1

2-8

TEXTRON LYCOMING OPERATOR'S MANUAL

SECTION 2 0-360 and ASSOCIATED MODELS

DETAIL WEIGHTS (CONT,)

Model

HIO-360 Series

-AlA. . . .285-BrA, -BrB, -CrA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 288

l0-360 Series

-L2A. . . .278-Blc. . . .289-BlA. . . . .295-BlE.. . . . . . . .296-BrD. . . .297-BlB. . . .299-MrA. . . 300-BrF,-B2F . . . . .301-BlG6 . . .30-5-84A.. . . . . . . . .307-82F6. . . . . . . . .308-K24. . . .311-AID6D, -A3D6D, -CrA. . . . . .319-clB . . . .320-clc,-DrA.. . . . . . . . .322-JIAD . . .323-AlA, -42A, -ClF. -ClG6 . . . . .324-Alc. -A2C.-AID. . . . .325-AlB, -A2B . . , . 326-clD6 . . .328-clc6 . . .329-AIB6D, -A3B6D, -JrA6D . . . .330-,4186, -A386 . .333-AlD6 . . .335-clE6. . . . . . . .337

Lbs

2-10 Revised December 1999

II

TEXTRON LYCOMING OPERATOR'S MANUAL

0-360 and ASSOCIATED MODELS

I

SECTION 2

2- I3Revised December 1999

DIMENSIONS, INCHES (CONT.)

MODEL HEIGHT WIDTH LENGTH

HO-360

.AIA

.BIA, -BIB

.CIA

24.5919.68t9.22

)J.J I

33.37) ) . - t I

29.8130.673t.82

.A-A-A-A-A-A-A-Bl-B-B-B-B-flz

-cr-c l-c l-D-El-K:-M

ro-360

A, -A2A, -A IDB, -A2B86, -A386C, -A2CD6B6D, -A3B6D, -J IADD6D, -A3D6DAB, -B ID, -L2ACEF. -82F. -82F6AA. -CIBC, -CIC6E6, -CI FA, -C I D6, .C IG6A, -FIA. -BIG6AA

19.3519.35t9.3519.35t9.35t9.3519.3 5

1a A1:L.A T

24.8420.1020.'7024.8424 8419.48r9.4819.4819.4820.'70| 9.3520.26

34.2534.2534.2534.2534.2534.2534.25J. ' .J I

J) . ) I

- tJ.J /

- r ) . t I

, ) . -) |) ) . ) I

34.?s34.2534.2534.25t ) . . ) r

34.?533.38

29.8130.1030.7029.3030.703r.3331.3332.8 r29.8130.6832.0930.7029.56l t . t43 3.6533.65l t . t432.0919.8 t- t ' . / )

Aro-360

-AIA, -A2A-AIB. -A2B

20.1620.76

34.2534.25

30.0830.08

LYCOMING OPERATOR’S MANUAL

SECTION 3OPERATING INSTRUCTIONS

Page

General.......................................................................................................................................................... 3-1

Prestarting Items of Maintenance .............................................................................................................. 3-1

Starting Procedures ..................................................................................................................................... 3-1

Cold Weather Starting ................................................................................................................................ 3-3

Ground Running and Warm-Up................................................................................................................ 3-3

Ground Check .............................................................................................................................................. 3-4

Operation in Flight ...................................................................................................................................... 3-5

Engine Flight Chart ................................................................................................................................... 3-10

Operating Conditions ................................................................................................................................ 3-11

Shut Down Procedure................................................................................................................................ 3-16

Performance Curves .................................................................................................................................. 3-17

This Page Intentionally Left Blank

LYCOMING OPERATOR’S MANUAL SECTION 3O-360 AND ASSOCIATED MODELS OPERATING INSTRUCTIONS

SECTION 3

OPERATING INSTRUCTIONS

1. GENERAL. Close adherence to these instructions will greatly contribute to long life, economy andsatisfactory operation of the engine.

NOTE

YOUR ATTENTION IS DIRECTED TO THE WARRANTIES THAT APPEAR IN THEFRONT OF THIS MANUAL REGARDING ENGINE SPEED, THE USE OF SPECIFIEDFUELS AND LUBRICANTS, REPAIR AND ALTERATIONS. PERHAPS NO OTHER ITEMOF ENGINE OPERATION AND MAINTENANCE CONTRIBUTES QUITE SO MUCH TOSATISFACTORY PERFORMANCE AND LONG LIFE AS THE CONSTANT USE OFCORRECT GRADES OF FUEL AND OIL, CORRECT ENGINE TIMING, AND FLYINGTHE AIRCRAFT AT ALL TIMES WITHIN THE SPEED AND POWER RANGE SPECIFIEDFOR THE ENGINE. DO NOT FORGET THAT VIOLATION OF THE OPERATION ANDMAINTENANCE SPECIFICATIONS FOR YOUR ENGINE WILL NOT ONLY VOID YOURWARRANTY BUT WILL SHORTEN THE LIFE OF YOUR ENGINE AFTER ITS WARRANTYPERIOD HAS PASSED.

New engines have been carefully run-in by Lycoming and therefore, no further break-in is necessaryinsofar as operation is concerned; however, new or newly overhauled engines should be operated on straightmineral oil for a minimum of 50 hours or until oil consumption has stabilized. After this period, a change toan approved additive oil may be made, if so desired.

NOTE

Cruising should be done at 65% to 75% power until a total of 50 hours has accumulated oroil consumption has stabilized. This is to ensure proper seating of the rings and is applicableto new engines, and engines in service following cylinder replacement or top overhaul of oneor more cylinders.

The minimum fuel octane rating is listed in the flight chart, Part 8 of this section. Under no circumstancesshould fuel of a lower octane rating or automotive fuel (regardless of octane rating) be used.

2. PRESTARTING ITEMS OF MAINTENANCE. Before starting the aircraft engine for the first flight of theday, there are several items of maintenance inspection that should be performed. These are described inSection 4 under Daily Pre-Flight Inspection. They must be observed before the engine is started.

3. STARTING PROCEDURES. O-360, HO-360, IO-360, AIO-360, HIO-360, TIO-360 Series.

The following starting procedures are recommended, however, the starting characteristics of variousinstallations will necessitate some variation from these procedures.

a. Engines Equipped with Float Type Carburetors.

(1) Perform pre-flight inspection.

3-1

SECTION 3 LYCOMING OPERATOR’S MANUALOPERATING INSTRUCTIONS O-360 AND ASSOCIATED MODELS

(2) Set carburetor heat control in �off� position.

(3) Set propeller governor control in �Full RPM� position (where applicable).

(4) Turn fuel valves �On�.

(5) Move mixture control to �Full Rich�.

(6) Turn on boost pump.

(7) Open throttle approximately ¼ travel.

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

(9) Set magneto selector switch (consult airframe manufacturer�s handbook for correct position).

(10) Engage starter.

(11) When engine fires, move the magneto switch to �Both�.

(12) Check oil pressure gage. If minimum oil pressure is not indicated within thirty seconds, stopengine and determine trouble.

b. Engines Equipped with Pressure Carburetors or Bendix Fuel Injectors.

(1) Perform pre-flight inspection.

(2) Set carburetor heat or alternate air control in �Off� position.

(3) Set propeller governor control in �Full RPM� position (where applicable).

(4) 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�.

(8) Open throttle ¼ of travel.

(9) Set magneto selector switch (consult airframe manufacturer�s handbook for correct position).

(10) Engage starter.

3-2

LYCOMING OPERATOR’S MANUAL SECTION 3O-360 AND ASSOCIATED MODELS OPERATING INSTRUCTIONS

(11) Move mixture control slowly and smoothly to �Full Rich�.

(12) Check oil pressure gage. If minimum oil pressure is not indicated within thirty seconds, stopengine and determine trouble.

c. Engines Equipped with Simmonds Type 530 Fuel Injector.

(1) Perform pre-flight inspection.

(2) Set alternate air control in �Off� position.

(3) Set propeller governor control in �Full RPM� position.

(4) Turn fuel valve �On�.

(5) Turn boost pump �On�.

(6) Open throttle approximately ¼ travel, move mixture control to �Full Rich� until a slight but steady fuel flow is noted (approximately 3 to 5 seconds) then return throttle to �Closed� and return mixture control to �Idle Cut-Off�.

(7) Turn boost pump �Off�.

(8) Open throttle ¼ travel.

(9) Move combination magneto switch to �Start�, using accelerator pump as a primer while crankingengine.

(10) When engine fires allow the switch to return to �Both�.

(11) Check oil pressure gage. If minimum oil pressure is not indicated within thirty seconds, stopengine and determine trouble.

4. COLD WEATHER STARTING. During extreme cold weather, it may be necessary to preheat the engineand oil before starting.

5. GROUND RUNNING AND WARM-UP.

The engines covered in this manual are air-pressure cooled and depend on the forward speed of the aircraftto maintain proper cooling. Particular care is necessary, therefore, when operating these engines on theground. To prevent overheating, it is recommended that the following precautions be observed.

NOTE

Any ground check that requires full throttle operation must be limited to three minutes, orless if the cylinder head temperature should exceed the maximum as stated in this manual.

3-3

SECTION 3 LYCOMING OPERATOR’S MANUALOPERATING INSTRUCTIONS O-360 AND ASSOCIATED MODELS

a. Fixed Wing.

(1) Head the aircraft into the wind.

(2) Leave mixture in “Full Rich”.

(3) Operate only with the propeller in minimum blade angle setting.

(4) Warm-up to approximately 1000-1200 RPM. Avoid prolonged idling and do not exceed 2200RPM on the ground.

(5) Engine is warm enough for take-off when the throttle can be opened without the engine faltering.Take-off with a turbocharged engine must not be started if indicated lubricating oil pressure, dueto cold temperature is above maximum. Excessive oil pressure can cause overboost andconsequent engine damage.

b. Helicopter.

(1) Warm-up at approximately 2000 RPM with rotor engaged as directed in the airframemanufacturer’s handbook.

6. GROUND CHECK.

a. Warm-up as directed above.

b. Check both oil pressure and oil temperature.

c. Leave mixture control in “Full Rich”.

d. Fixed Wing Aircraft (where applicable). Move the propeller control through its complete range tocheck operation and return to full low pitch position. Full feathering check (twin engine) on theground is not recommended but the feathering action can be checked by running the engine between1000-1500 RPM, then momentarily pulling the propeller control into the feathering position. Do notallow the RPM to drop more than 500 RPM.

e. A proper magneto check is important. Additional factors, other than the ignition system, affectmagneto drop-off. They are load-power output, propeller pitch, and mixture strength. The importantpoint is that the engine runs smoothly because magneto drop-off is affected by the variables listedabove. Make the magneto check in accordance with the following procedures.

(1) Fixed Wing Aircraft.

(a) (Controllable pitch propeller). With the propeller in minimum pitch angle, set the engine toproduce 50-65% power as indicated by the manifold pressure gage unless otherwise specifiedin the aircraft manufacturer’s manual. At these settings, the ignition system and spark plugsmust 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/airdistribution quality.

3-4 Revised December 2007

LYCOMING OPERATOR�S MANUAL SECTION 3O-360 AND ASSOCIATED MODELS OPERATING INSTRUCTIONS

(b) (Fixed pitch propeller). Aircraft that are equipped with fixed pitch propellers, or not equippedwith manifold pressure gage, may check magneto drop-off with engine operating atapproximately 1800 RPM (2000 RPM maximum).

(c) Switch from both magnetos to one and note drop-off; return to both until engine regains speedand switch to the other magneto and note drop-off, then return to both. Drop-off must notexceed 175 RPM and must not exceed 50 RPM between magnetos. Smooth operation of theengine but with a drop-off that exceeds the normal specification of 175 RPM is usually a signof propeller load condition at a rich mixture. Proceed to step e. (1) (d).

(d) If the RPM drop exceeds 175 RPM, slowly lean the mixture until the RPM peaks. Then retardthe throttle to the RPM specified in step e.(1)(a) or e.(1)(b) for the magneto check and repeatthe check. If the drop-off does not exceed 175 RPM, the difference between the magnetos doesnot exceed 50 RPM, and the engine is running smoothly, then the ignition system is operatingproperly. Return the mixture to full rich.

(2) Helicopter.

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 speedand switch to the other magneto and note drop-off. Drop-off must not exceed 200 RPM. Drop-offbetween magnetos must not exceed 50 RPM. A smooth drop-off past normal is usually a sign of atoo lean or too rich mixture.

f. Do not operate on a single magneto for too long a period; a few seconds is usually sufficient to checkdrop-off and to minimize plug fouling.

7. OPERATION IN FLIGHT.

a. See airframe manufacturer�s instructions for recommended power settings.

b. Throttle movements from full power to idle or from idle to full power are full range movements. Fullrange throttle movements must be performed over a minimum time duration of 2 to 3 seconds.Performing a full range throttle movement at a rate of less than 2 seconds is considered a rapid orinstant movement. Performing rapid movements may result in detuned counterweights which maylead to failure of the counterweight lobes and subsequent engine damage.

c. Fuel Mixture Leaning Procedure.

Improper fuel/air mixture during flight is responsible for engine problems, particularly during take-off and climb power settings. The procedures described in this manual provide proper fuel/air mixturewhen leaning Lycoming engines; they have proven to be both economical and practical by eliminatingexcessive fuel consumption and reducing damaged parts replacement. It is therefore recommendedthat operators of all Lycoming aircraft engines utilize the instructions in this publication any time thefuel/air mixture is adjusted during flight.

Manual leaning may be monitored by exhaust gas temperature indication, fuel flow indication, andby observation of engine speed and/or airspeed. However, whatever instruments are used inmonitoring the mixture, the following general rules must be observed by the operator of Lycomingaircraft engines.

Revised March 2009 3-5

SECTION 3 LYCOMING OPERATOR’S MANUALOPERATING INSTRUCTIONS O-360 AND ASSOCIATED MODELS

GENERAL RULES

Never exceed the maximum red line cylinder head temperature limit.

For maximum service life, cylinder head temperatures should be maintained below 435°F (224°C) duringhigh performance cruise operation and below 400°F (205°C) for economy cruise powers.

Do not manually lean engines equipped with automatically controlled fuel system.

On engines with manual mixture control, maintain mixture control in “Full Rich” position for rated take-off, climb, and maximum cruise powers (above approximately 75%). However, during take-off from highelevation airport or during climb, roughness or loss of power may result from over-richness. In such a caseadjust mixture control only enough to obtain smooth operation – not for economy. Observe instruments fortemperature rise. Rough operation due to over-rich fuel/air mixture is most likely to be encountered incarbureted engines at altitude above 5,000 feet.

Always return the mixture to full rich before increasing power settings.

Operate the engine at maximum power mixture for performance cruise powers and at best economymixture for economy cruise power; unless otherwise specified in the airplane owner’s manual.

During letdown flight operations it may be necessary to manually lean uncompensated carbureted or fuelinjected engines to obtain smooth operation.

On turbocharged engines never exceed 1650°F turbine inlet temperature (TIT).

1. LEANING TO EXHAUST GAS TEMPERATURE GAGE.

a. Normally aspirated engines with fuel injectors or uncompensated carburetors.

(1) Maximum Power Cruise (approximately 75% power) – Never lean beyond 150°F on rich side ofpeak EGT unless aircraft operator�s manual shows otherwise. Monitor cylinder headtemperatures.

(2) Best Economy Cruise (approximately 75% power and below) – Operate at peak EGT.

b. Turbocharged engines.

(1) Best Economy Cruise – Lean to peak turbine inlet temperature (TIT) or 1650°F, whicheveroccurs first.

(2) Maximum Power Cruise – The engine must always be operated on the rich side of peak EGT orTIT. Before leaning to obtain maximum power mixture it is necessary to establish a referencepoint. This is accomplished as follows:

(a) Establish a peak EGT or TIT for best economy operation at the highest economy cruisepower without exceeding 1650°F.

3-6

LYCOMING OPERATOR’S MANUAL SECTION 3O-360 AND ASSOCIATED MODELS OPERATING INSTRUCTIONS

Figure 3-1. Representative Effect of Fuel/Air Ratio on Cylinder HeadTemperature, Power and Specific Fuel Consumption at Constant RPM and

Manifold Pressure in Cruise Range Operation

3-7

SECTION 3 LYCOMING OPERATOR’S MANUALOPERATING INSTRUCTIONS O-360 AND ASSOCIATED MODELS

(b) Deduct 125°F from this temperature and thus establish the temperature reference point for usewhen operating at maximum power mixture.

(c) Return mixture control to full rich and adjust the RPM and manifold pressure for desiredperformance cruise operation.

(d) Lean out mixture until EGT or TIT is the value established in step (b). This sets the mixtureat best power.

2. LEANING TO FLOWMETER.

Lean to applicable fuel-flow tables or lean to indicator marked for correct fuel flow for each powersetting.

3. LEANING WITH MANUAL MIXTURE CONTROL. (Economy cruise, 75% power or less, withoutflowmeter or EGT gauge.)

a. 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 runs smoothly and power is regained.

b. Fuel Injected Engines.

(1) Slowly move mixture control from “Full Rich” position toward lean position.

(2) Continue leaning until slight loss of power is noted (loss of power may or may not beaccompanied by roughness.

(3) Enrich until engine runs smoothly and power is regained.

WARNING

REFER TO THE PILOT’S OPERATING HANDBOOK OR AIRFRAMEMANUFACTURER’S MANUAL FOR ADDITIONAL INSTRUCTIONS ON THE USE OFCARBURETOR HEAT CONTROL. INSTRUCTIONS FOUND IN EITHER PUBLICATIONSUPERSEDE THE FOLLOWING INFORMATION.

c. Use of Carburetor Heat Control – Under certain moist atmospheric conditions (generally at a relativehumidity of 50% or greater) and at temperatures of 20° to 90°F it is possible for ice to form in theinduction system. Even in summer weather ice may form. This is due to the high air velocity throughthe carburetor venturi and the absorption of heat from this air by vaporization of the fuel. Thetemperature in the mixture chamber may drop as much as 70°F below the temperature of theincoming air. If this air contains a large amount of moisture, the cooling process can causeprecipitation in the form of ice. Ice formation generally begins in the vicinity of the butterfly andmay build up to such an extent that a drop in power output could result. In installations equippedwith fixed pitch propellers, a loss of power is reflected by a drop in manifold pressure and RPM. Ininstallations equipped with constant speed propellers, a loss of power is reflected by a drop inmanifold pressure. If not corrected, this condition may cause complete engine stoppage.

3-8 Revised September 2007

LYCOMING OPERATOR’S MANUAL SECTION 3O-360 AND ASSOCIATED MODELS OPERATING INSTRUCTIONS

To avoid this, all installations are equipped with a system for preheating the incoming air supply tothe carburetor. In this way sufficient heat is added to replace the heat loss of vaporization of fuel, andthe mixing chamber temperature cannot drop to the freezing point of water (32°F). The air preheater isa tube or jacket through which the exhaust pipe from one or more cylinders is passed, and the airflowing over these surfaces is raised to the required temperature before entering the carburetor.Consistently high temperatures are to be avoided because of a loss in power and a decided variation ofmixture. High charge temperatures also favor detonation and preignition, both of which are to beavoided if normal service life is to be expected from the engine. The following outline is the propermethod of utilizing the carburetor heat control.

(1) Ground Operation – Use of the carburetor air heat on the ground must be held to an absoluteminimum. On some installations the air does not pass through the air filter, and dirt and foreignsubstances can be taken into the engine with the resultant cylinder and piston ring wear. Only usecarburetor air heat on the ground to make certain it is functioning properly.

(2) Take-Off – Set the carburetor heat in full cold position. For take-off and full throttle operation thepossibility of expansion or throttle icing at wide throttle openings is very remote.

(3) Climbing – When climbing at part throttle power settings of 80% or above, set the carburetor heatcontrol in the full cold position; however, if it is necessary to use carburetor heat to prevent icingit is possible for engine roughness to occur due to the over-rich fuel/air mixture produced by theadditional carburetor heat. When this happens, lean the mixture with the mixture control onlyenough to produce smooth engine operation. Do not continue to use carburetor heat after flight isout of icing conditions, and return mixture to full rich when carburetor heat is removed.

(4) Flight Operation – During normal flight, leave the carburetor air heat control in the full coldposition. On damp, cloudy, foggy or hazy days, regardless of the outside air temperature, be alertfor loss of power. This will be evidenced by an unaccountable loss in manifold pressure or RPMor both, depending on whether a constant speed or fixed pitch propeller is installed on theaircraft. If this happens, apply full carburetor air heat and open the throttle to limiting manifoldpressure and RPM. This will result in a slight additional drop in manifold pressure, which isnormal, and this drop will be regained as the ice is melted out of the induction system. When icehas been melted from the induction system, return the carburetor heat control to the full coldposition. In those aircraft equipped with a carburetor air temperature gauge, partial heat may beused to keep the mixture temperature above the freezing point of water (32°F).

WARNING

CAUTION MUST BE EXERCISED WHEN OPERATING WITH PARTIAL HEAT ONAIRCRAFT THAT DO NOT HAVE A CARBURETOR AIR TEMPERATURE GAUGE. USEEITHER FULL HEAT OR NO HEAT IN AIRCRAFT THAT ARE NOT EQUIPPED WITH ACARBURETOR AIR TEMPERATURE GAUGE.

(5) Landing Approach – In making a landing approach, the carburetor heat is generally in the “FullCold” position. However, if icing conditions are suspected, apply “Full Heat”. In the case thatfull power needs to be applied under these conditions, as for an aborted landing, return thecarburetor heat to “Full Cold” after full power application.

Revised September 2007 3-9

SECTION 3 LYCOMING OPERATOR’S MANUALOPERATING INSTRUCTIONS O-360 AND ASSOCIATED MODELS

8. ENGINE FLIGHT CHART.

FUEL AND OIL �

*Aviation Grade FuelModel Series Minimum Grade

O-360-B, -D 80/87O-360-A1P, -C1F, -C4F; HO-360-C1A 91/96O-360-C, -F; HO-360-A, -B; IO-360-B, -E; HIO-360-B 91/96 or 100/130O-360-J2A 91/96 or 100/100LLIO-360-L2A, -M1A, -M1B 91/96 or 100LLHIO-360-G1A 91/96 or 100LLO-360-A, -C1G, -C4P, -A1H6; TIO-360-C1A6D 100/100LLIO-360-B1G6, -C1G6, -J, -K2A, -A1D6D, -A3B6, -A3D6D;

HIO-360-A1B 100/100LLAIO-360-A, -B; IO-360-A, -C, -D, -F 100/130HIO-360-A, -C, -D, -E, -F 100/130TIO-360-A 100/130

NOTE

Aviation grade 100LL fuels in which the lead content is limited to 2 c.c. per gal. areapproved for continuous use in the above listed engines.

* - Refer to latest revision of Service Instruction No. 1070.

FUEL PRESSURE, PSI �

Model Max. Desired Min.

O-360 Series (Except -A1C, -C2B,-C2D); HO-360-A, -C SeriesInlet to carburetor 8.0 3.0 0.5

O-360-A1C, -C2B, -C1D;HO-360-B SeriesInlet to carburetor 18 13 9.0

HIO-360-A1BInlet to fuel pump 30 ----- -2

IO-360 Series (Except -B1A, -F1A);AIO-360 Series, HIO-360 Series(Except -A1B)Inlet to fuel pump 35 ----- -2

IO-360-F1AInlet to fuel pump 35 ----- -2

IO-360 Series (Except -B1A),AIO-360 Series; HIO-360 SeriesInlet to fuel injector 45 14

IO-360-B1AInlet to fuel injector 2 -2

3-10

LYCOMING OPERATOR’S MANUAL SECTION 3O-360 AND ASSOCIATED MODELS OPERATING INSTRUCTIONS

FUEL PRESSURE, PSI (CONT.) –

Model Max. Desired Max.

HIO-360-E, -F SeriesInlet to fuel pump 55 -2Inlet to fuel injector 55 27

TIO-360-A SeriesInlet to fuel pump 50 -2Inlet to fuel injector 45 20

TIO-360-C1A6DInlet to fuel pump 65 -2Inlet to fuel injector 65 22

OIL – (All Models) –*Recommended Grade Oil

MIL-L-22851Average MIL-L-6082B Ashless Dispersant

Ambient Air Grades Grades

All Temperatures --------- SAE 15W-50 or 20W-50Above 80°F SAE 60 SAE60Above 60°F SAE 50 SAE 40 or SAE 5030° to 90°F SAE 40 SAE 40

0° to 70°F SAE 30 SAE 40, 30 or 20W40Below 10°F SAE 20 SAE 30 or 20W30

* - Refer to latest revision of Service Instruction No. 1014.

OIL SUMP CAPACITY

All Models (Except AIO-360 Series, O-360-J2A) ................................................8 U.S. QuartsMinimum Safe Quantity in Sump

(Except – IO-360-M1A, -M1B; HIO-360-G1A) ................................................2 U.S. QuartsIO-360-M1A, -M1B; HIO-360-G1A..................................................................4 U.S. Quarts

AIO-360 Series ...........................................................................................................Dry SumpO-360-J2A..............................................................................................................6 U.S. Quarts

OPERATING CONDITIONS

Average *Oil Inlet TemperatureAmbient Air Desired Maximum

Above 80°F 180°F (82°C) 245°F (118°C)Above 60°F 180°F (82°C) 245°F (118°C)30° to 90°F 180°F (82°C) 245°F (118°C)

0° to 70°F 170°F (77°C) 245°F (118°C)Below 10°F 160°F (71°C) 245°F (118°C)

* - Engine oil temperature should not be below 140°F (60°C) during continuous operation.

Revised September 2007 3-11

SECTION 3 LYCOMING OPERATOR’S MANUALOPERATING INSTRUCTIONS O-360 AND ASSOCIATED MODELS

OPERATING CONDITIONS (CONT.)

Oil Pressure, psi (Rear) Maximum Minimum Idling

Normal Operation, All Models(Except Below) 95 55 25

TIO-360-C1A6D 95 50 25

Oil Pressure, psi (Front)

O-360-A4N, -F1A6 90 50 20

Start, Warm-up, Taxi, and Take-off(All Models) 115

Fuel Max. *Max.Cons. Oil Cons. Cyl. Head

Operation RPM HP Gal/Hr. Qts./Hr. Temp.

O-360-A, -C** Series

Normal Rated 2700 180 ----- .80 500°F (260°C)Performance Cruise

(75% Rated) 2450 135 10.5 .45 500°F (260°C)Economy Cruise

(65% Rated) 2350 117 9.5 .39 500°F (260°C)

O-360-B, -D Series

Normal Rated 2700 168 ----- .75 500°F (260°C)Performance Cruise

(75% Rated) 2450 126 11.6 .42 500°F (260°C)Economy Cruise

(65% Rated) 2350 109 9.0 .37 500°F (260°C)

O-360-A1P, -A4D, -A4P, -C4P, -F, -G Series

Normal Rated 2700 180 ----- .80 500°F (260°C)Performance Cruise

(75% Rated) 2450 135 9.7 .45 500°F (260°C)Economy Cruise

(65% Rated) 2350 117 8.3 .39 500°F (260°C)

* - At Bayonet Location � For maximum service life of the engine maintain cylinder head temperaturebetween 150°F and 400°F during continuous operation.

** - O-360-C2D Only � Take-off rating 180 HP at 2900 RPM, 28 in. Hg.

3-12

LYCOMING OPERATOR’S MANUAL SECTION 3O-360 AND ASSOCIATED MODELS OPERATING INSTRUCTIONS

OPERATING CONDITIONS (CONT.)

Fuel Max. *Max.Cons. Oil Cons. Cyl. Head

Operation RPM HP Gal./Hr. Qts./Hr. Temp.

O-360-J2A

Normal Rated 2400/2700 145 ----- .50 500°F (260°C)Performance Cruise

(75% Rated) 1800/2025 109 9.3 .36 500°F (260°C)Economy Cruise

(65% Rated) 1560/1755 94 6.8 .31 500°F (260°C)

HO-360-A, -C Series; HIO-360-G1A

Normal Rated 2700 180 ----- .80 500°F (260°C)Performance Cruise

(75% Rated) 2450 135 9.7 .45 500°F (260°C)Economy Cruise

(65% Rated) 2350 117 9.0 .39 500°F (260°C)

HO-360-B Series

Normal Rated 2900 180 ----- .80 500°F (260°C)Performance Cruise

(75% Rated) 2700 135 10.5 .45 500°F (260°C)Economy Cruise

(65% Rated) 2700 117 9.0 .39 500°F (260°C)

IO-360-A, -C, -D, -J, -K; AIO-360 Series

Normal Rated 2700 200 ----- .89 500°F (260°C)Performance Cruise

(75% Rated) 2450 150 12.3 .50 500°F (260°C)Economy Cruise

(65% Rated) 2350 130 9.5 .44 500°F (260°C)

IO-360-B, -E, -F Series (Except -B1C); IO-360-M1A**, -M1B**

Normal Rated 2700 180 ----- .80 500°F (260°C)Performance Cruise

(75% Rated) 2450 135 11.0 .45 500°F (260°C)Economy Cruise

(65% Rated) 2350 117 8.5 .39 500°F (260°C)

* - At Bayonet Location � For maximum service life of the engine maintain cylinder head temperaturebetween 150°F and 400°F during continuous operation.

** - This engine has an alternate rating of 160 HP at 2400 RPM.

3-13

SECTION 3 LYCOMING OPERATOR’S MANUALOPERATING INSTRUCTIONS O-360 AND ASSOCIATED MODELS

OPERATING CONDITIONS (CONT.)

Fuel Max. *Max.Cons. Oil Cons. Cyl. Head

Operation RPM HP Gal./Hr. Qts./Hr. Temp.

IO-360-B1C

Normal Rated 2700 177 ----- .79 500°F (260°C)Performance Cruise

(75% Rated) 2450 133 11.0 .45 500°F (260°C)Economy Cruise

(65% Rated) 2350 115 8.5 .39 500°F (260°C)

IO-360-L2A

Normal Rated 2400 160 ----- .52 500°F (260°C)Performance Cruise

(75% Rated) 2180 120 8.8 .39 500°F (260°C)Economy Cruise

(65% Rated) 2080 104 7.6 .34 500°F (260°C)

HIO-360-A Series

Normal Rated 2900 180� ----- .80 500°F (260°C) Performance Cruise

(75% Rated) 2700 135 11.0 .45 500°F (260°C)Economy Cruise

(65% Rated) 2700 117 9.5 .39 500°F (260°C)

HIO-360-B Series

Normal Rated 2900 180 ----- .80 500°F (260°C)Performance Cruise

(75% Rated) 2700 135 12.0 .45 500°F (260°C)Economy Cruise

(65% Rated) 2700 117 10.0 .39 500°F (260°C)

HIO-360-C Series

Normal Rated 2900 205 ----- .91 500°F (260°C)Performance Cruise

(75% Rated) 2700 154 12.5 .52 500°F (260°C)Economy Cruise

(65% Rated) 2700 133 10.5 .45 500°F (260°C)

* - At Bayonet Location � For maximum service life of the engine maintain cylinder head temperaturebetween 150°F and 400°F during continuous operation.

� - At 26 in. Hg. manifold pressure.

3-14

LYCOMING OPERATOR’S MANUAL SECTION 3O-360 AND ASSOCIATED MODELS OPERATING INSTRUCTIONS

OPERATING CONDITIONS (CONT.)

Fuel Max. *Max.Cons. Oil Cons. Cyl. Head

Operation RPM HP Gal./Hr. Qts./Hr. Temp.

HIO-360-D Series

Normal Rated 3200 190 ----- .85 500°F (260°C)Performance Cruise

(75% Rated) 3200 142 12.0 .48 500°F (260°C)Economy Cruise

(65% Rated) 3200 123 10.0 .41 500°F (260°C)

HIO-360-E Series

Normal Rated 2900 190 ----- .85 500°F (260°C)Performance Cruise

(75% Rated) 2700 142 11.8 .47 500°F (260°C)Economy Cruise

(65% Rated) 2700 123 10.0 .41 500°F (260°C)

HIO-360-F Series

Normal Rated 3050 190 ----- .84 500°F (260°C)Performance Cruise

(75% Rated) 2700 142 11.8 .47 500°F (260°C)Economy Cruise

(65% Rated) 2700 123 10.0 .46 500°F (260°C)

TIO-360-A Series**

Normal Rated 2700 200 ----- .89 500°F (260°C)Performance Cruise

(75% Rated) 2450 150 14.0 .50 500°F (260°C)Economy Cruise

(65% Rated) 2350 130 10.2 .44 500°F (260°C)

TIO-360-C Series**

Normal Rated 2575 210 ----- .70 500°F (260°C)Performance Cruise

(75% Rated) 2400 157.5 13.2 .53 500°F (260°C)Economy Cruise

(65% Rated) 2200 136.5 10.2 .46 500°F (260°C)

* - At Bayonet Location � For maximum service life of the engine maintain cylinder head temperaturebetween 150°F and 400°F during continuous operation.

** - MAXIMUM TURBINE INLET TEMPERATURE 1650°F (898.8°C).

3-15

SECTION 3 LYCOMING OPERATOR’S MANUALOPERATING INSTRUCTIONS O-360 AND ASSOCIATED MODELS

9. SHUT DOWN PROCEDURE.

a. Fixed Wing.

(1) Set propeller governor control for minimum blade angle when applicable.

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

(3) Move mixture control to �Idle Cut-Off�.

(4) When engine stops, turn off switches.

b. Helicopters.

(1) Idle as directed in the airframe manufacturer�s handbook, until there is a decided drop in cylinder head temperature.

(2) Move mixture control to �Idle Cut-Off�.

(3) When engine stops, turn off switches.

3-16

TEXTRON LYCOMING OPERATOR'S MANUAL

0-360 and ASSOCIATED MODELS

80 100

ACTUAL

J:isurc _t-7. parl

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Revised Decenrber 1999

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10-360.8, .E,-F AND MIA SERIES

COMPRESSION RATIO 8 50:1SPARK TIMING 25" BTCFUELINJECTOR, PACTYPE RSA-5AD1MIXTURECONTROL. MANUALTOBESTECONOMY

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45

LYCOMING OPERATOR’S MANUAL SECTION 3O-360 AND ASSOCIATED MODELS OPERATING INSTRUCTIONS

Figure 3-22. Sea Level and Altitude Performance � IO-360-B, -E, -F Series (Excepting IO-360-B1A, -B1C)

HIO-360-G1A

3-37

MP PA HP % pwr MP PA HP % pwr MP PA HP % pwr MP PA HP % pwr MP PA HP % pwr MP PA HP % pwr22" SL 108 60% 22" SL 112 62% 22" SL 116 64% 22" SL 120 67% 22" SL 123 68% 22" SL 126 70%

2000 112 62% 2000 116 64% 2000 120 67% 2000 123 68% 2000 127 71% 2000 130 72%4000 115 64% 4000 119 66% 4000 122 68% 4000 126 70% 4000 130 72% 4000 134 74%6000 118 66% 6000 122 68% 6000 126 70% 6000 130 72% 6000 134 74% 6000 136 76%8000 121 67% 8000 125 69% 8000 129 72% 8000 132 73% 8000 138 77% 8000 140 78%

10000 124 69% 10000 128 71% 10000 133 74% 10000 136 76% 10000 141 78% 10000 144 80%23" SL 115 64% 23" SL 119 66% 23" SL 123 68% 23" SL 127 71% 23" SL 130 72% 23" SL 134 74%

2000 118 66% 2000 122 68% 2000 126 70% 2000 131 73% 2000 134 74% 2000 138 77%4000 120 67% 4000 126 70% 4000 130 72% 4000 134 74% 4000 138 77% 4000 142 79%6000 123 68% 6000 129 72% 6000 133 74% 6000 139 77% 6000 142 79% 6000 146 81%8000 126 70% 8000 132 73% 8000 136 76% 8000 142 79% 8000 146 81% 8000 150 83%

24" SL 121 67% 24" SL 125 69% 24" SL 130 72% 24" SL 134 74% 24" SL 139 77% 24" SL 142 79%2000 125 69% 2000 129 72% 2000 134 74% 2000 138 77% 2000 143 79% 2000 144 80%4000 128 71% 4000 133 74% 4000 138 77% 4000 142 79% 4000 148 82% 4000 149 83%6000 132 73% 6000 136 76% 6000 141 78% 6000 146 81% 6000 151 84% 6000 153 85%

25" SL 127 71% 25" SL 132 73% 25" SL 137 76% 25" SL 142 79% 25" SL 146 81% 25" SL 149 83%2000 131 73% 2000 136 76% 2000 141 78% 2000 145 81% 2000 150 83% 2000 153 85%4000 134 74% 4000 140 78% 4000 145 81% 4000 148 82% 4000 154 86% 4000 158 88%6000 138 77% 6000 143 79% 6000 149 83% 6000 6000 157 87% 6000 161 89%

26" SL 134 74% 26" SL 140 78% 26" SL 142 79% 26" SL 141 78% 26" SL 154 86% 26" SL 156 87%2000 139 77% 2000 144 80% 2000 148 82% 2000 150 83% 2000 158 88% 2000 161 89%4000 143 79% 4000 146 81% 4000 151 84% 4000 157 87% 4000 162 90% 4000 166 92%

27" SL 27" SL 146 81% 27" SL 151 84% 27" SL 158 88% 27" SL 160 89% 27" SL 166 92%2000 150 83% 2000 156 87% 2000 160 89% 2000 166 92% 2000 170 94%4000 154 86% 4000 160 89% 4000 164 91% 4000 170 94% 4000 174 97%

2700 RPM2200 RPM 2300 RPM 2400 RPM 2500 RPM 2600 RPM

TEXTRON TYCOMING OPERATOR'S MANUAL

PERIODIC INSPECTIONS

Page

Pre-Start ing Inspect ion. . . . . . . . . . .4- lDaily Pre-FlightEngine . . . . . . 4-2I f r rbocharger . . . . . . . . . . . . 4-2

25 Hour InspectionEngine . . . . . . 4-2

50 Hour InspectionEngine . . . . . . 4-3Tfrrbocharger. . . . . . . . . . . .4-4

100 Hour InspectionEngine . . . . . .4-5I \ r rbocharger. . . . . . . . . . . . 4-6

400 Hour InspectionEngine . . . . . . 4-6

Non-Scheduled Inspections. .. . ...4-6

TEXTRON

SECNION 4

LYCOMTNG OPERATOR'S MAN UAI

0'360 and ASSOCIAIED MODELS

1. DAILY PRE-FLIGHT.

a. Engine

(l) Be sure all switches are in the "Off" position.

(2) Be sure magneto ground wires are connected.

(3) Check oil level.

(4) See that fuel tanks are full.

(5) Check fuel and oil line connections; note minor indications forrepair at 50 hour inspection. Repair any leaks before aircraft is flown.

(6) Open the fuel drain to remove any accumulation of water andsediment.

(7) Make sure all shields and cowling are in place and secure. If anyare missing or damaged, repair or replacement should be madebefore the aircraft is flown.

(8) Check controls for general condition, travel, and freedom ofoperation.

(9) Induction system air filter should be inspected and serviced inaccordance with the airfranre manufacturer's recommendations.

b. Turbocharger

(1) Inspect mounting and connections of turbocharger for securittIubricant or air leakage.

(2) Check engine crankcase breather for restrictions to breather.

2. Z5-HOUR INSPECTION (ENCINE). After tlre first twenty-five hoursoperation time; new, remanufactured or newly overhauled engines shouldundergo a 50 hour inspection including draining and renewing lubricatingoil. If engine has no full-flow oil filter, change oil every 25 hours. Also, in-spect and clean suction and pressure screens.

4-2

TEXTRON LYCOMING OPERATOR'S MANUAL

G360 and ASSOCIATED MODELS SECTION 6

sEcTloN 6

TROUBLE.SHOOTING

Experience has proven that the best method of trouble-shooting is todecide on the various causes of a given trouble and then to eliminatecauses one by one, beginning with the most probable. The following chartslist some of the more common troubles, which may be encountered inmaintaining engines and turbochargen; their probable causes and remedies.

I. T RO U B L E-SHOOTING _ENGINE.

TROUBLE PROBABLE CAUSE REMEDY

Failure of Engine Lack of fuelto Start

Overpriming

Check fuel system forleaks. Fil l fuel tank.Clean dirty lines, strain-en or fuel valves.

Leave ignition "off" andmixture control in "IdleCut-Off"', open throttleand "unload" engine bycranking for a few secondsT[rn ignition switch onand proceed 0o start in anormal manner.

Clean and adjust or replacrspark plugs.

Defective sparkplugs

Defective ignition Check with electric tester,wire and replace any defective

wrres.

Defective battery Replace with chargedbattery.

6-l

TEXTRONsEcTtoN 6

TROUBLE

Failure of Engineto Start (Cont.)

Failure of Engineto Idle Properly

Low Power andUneven Running

6-2

O-360 and

PROBABLE CAUSE

Improper operationof magneto breaker

Lack of sufficientfuel flow

Water in fuel in-jector or carb.

Intemal failure

Incorrect idlemixture

Leak in the induc-tion system

Inconect idleadjustment

Uneven cylindercompression

Faulty ignitionsystem

Insufficient fuelprcssure

Mixture too rich in-dicated by sluggishengine operation,redexhaust flame atnight. Extreme casesindicated by blacksmoke from exhaust.

ASSOCIATED MODELS

REMEDY

Clean points. Check in-ternal timing ofmagnetos.

Disconnect fuel line andcheck fuel flow.

Drain fuel injector orcarburetor and fuel lines.

Check oil screens formetal particles. If found,complete overhaul of theengine may be indicated.

Adjust mixture

Tighten all connections inthe induction system. Re-place any parts that aredefective.

Adjust throttle stop toobtain correct idle.

Check condition of pistonrings and valve seats.

Check entire ignitionsystem.

Adjust fuel pressure.

Readjustment of fuel in-jector or carburetor byauthorized personnel isindicated.

LYCOMING OPERATOR'S MAN UAL

TEXTRON LYCOMING OPERATOR'S MAN UAL

0-360 and ASSOCIATED MODELS sEcTIoN6

TROUBLE

Low Power andUneven Running(Cont.)

Failure of Engineto Develop FullPower

PROBABLE CAUSE

Mixture too lean;indicated by over-heating or back-firing

Leaks in inductionsystem

Defective sparkplugs

Improper fuel

Magneto breakerpoints not workingproperly

Defective ignitionwirc

Defective sparkplug terminalconnectors.

Leak in the in-duction system

Throttle leverout of adjustment

Improper fuelflow

Restriction in airscoop

REMEDY

Check fuel lines fordirt or other restrictions.Readjustment of fuelinjector or carburetorby authorized personnelis indicated.

Tighten all connections.Replace defective parts.

Clean and gap or replacespark plugs.

Fill tank with fuel ofrecommended grade.

Clean points. Checkintemal timing ofmagnetos.

Check wire with elec-tric tester. Replacedefective wire.

Replace connectors onspark plug wire.

Tighten all connectionsand replace defectiveparts.

Adjust throttle lever.

Check strainer, gageand flow at the fuelinlet.

Examine air scoop andremove restrictions.

6-3

TEXTRON LYCOMING OPERATOR'S MANUAL

SECTION 6

TROUBLE

Failure of Engine Improper fuelto Develop FullPower (Cont.)

Faulty ignition

Rough Engine

0-360 and ASSOCIATED MODELS

PROBABLE CAUSE REMEDY

Low OilPressure

High OilTemperature

6-4

Cracked enginemount

Defective mount-ing bushings

Unevencompression

Insufficient oil

Air lock or dirtin relief valve

Leak in suctionline or pres-sure line

High oiltemperature

Defective pres-sure gage

Stoppage in oilpump intake pas-sage

Insufficient aircooling

Drain and refill tankwith recommended fuel.

Tighten all connections.Check system withtester. Check ignitiontiming.

Replace or repair mount.

Install new mountingbushings

Check compression.

Fil l to proper level withrecommended oil.

Remove and clean oilprressure relief valve.

Check gasket betweenaccessory housing andcrankcase.

See "High Oil Temp-erature" in "Trouble"column.

Replace

Check l ine for obstruction.Clean suction strainer.

Check air inlet and out-let for deformation orobstruction.

TEXTRON LYCOMING OPERATOR'S MANUAL

0-360 and ASSOCIATED MODELS SECTION

TROUBLE

High OilTemperature(Cont. )

Excessive OilConsumption

PROBABLE CAUSE REMEDY

Insuff ic ient o i lsuppll '

Low grade of o i l

Clogged oi l l inesor strainers

Excessi veblow-by

Fail ing or fai ledbearing

Defective tem-perature gage

Low grade of oi l

Fai l ing or fai ledbearings

Worn piston r ings

Incorrect instal la-t ion of piston r ings

Failure of ringsto seat (newnitr ided cyls.)

Fi l l to proper level wi thspeci f ied oi l .

Replace with oi l con-forming to speci f icat ions.

Remove and clean oi lstra l ne rs.

Usuall l ' caused by wornor stuck r ings.

Examine sump for metalpart icles. I f found,over-haul of engine is indicated.

Replace gage.

Fi l l tank wi th oi l con-forming to speci f icat ion.

Check sump for metalpart icles.

Instal l new rings.

Instal l new rings.

Use mineral base oi l .Cl imb to cruise alt i tudeat ful l power and op-erate at 757o cruise potversett ing unti l oi l consump-t ion stabi l izes-

6.5

TEXTRON TYCOMING OPERATOR'S MANUAI

sEcTtoN 6 0-360 and ASSOCIATED MODELS

2. T RO U B LE.S HOOTIN G _TU R BOCH A RG E R

TROUBLE

Excessive Noiseor Vibration

Engine wil l notlhliver RatedPower

PROBABLE CAUSE

Improper bearinglubrication

Leak in engineintake or ex-haust manifold

Dirty impellerblades

Clogged manifoldsystem

Foreign materiallodged in com-pressor impelleror turbine

Excessive dirtbuild.up in com-pressor

Leak in engineintake or ex-haust

Rotating assemblybearing seizure

Restriction in re-turn lines fromactuator to wastegate controller

REMEDY

Supply required oilpressure. Clean or re.place oil l ine; clean oilstrainer. If troublepersists, overhaulturbocharger.

Tighten loose connec-tions or replacemanifold gaskets asnecessary.

Disassemble and clean,

Clear all ducting.

Disassemble and clean.

Thoroughly clean com-pressor assembly.Service air cleaner andcheck for leakage.

Tighten loose connec-tions or replace mani-fold gaskets asnecessary.

Overhaul turbocharger.

Remove and clean lines.

&6

TEXTRON TYCOMINC OPERATOR'S MANUAL

0-360 and ASSOCIATED MODELS SECTION 6TROUBLE PROBABLE CAUSE REMEDYEngine wil l notDeliver RatedPower (Cont.)

Crit ical AltitudeLower thanSpecified

Exhaust bypass con-trollcr is inneed of adjust.ment

Oil pressuretoo low

Inlet orif iceto actuatorclogged

Exhaust bypass con-troller malfunc.tion

Exhaust bypassbutterfly notclosing

Turbocharger im.peller bindingfrozen or foulinghousing.

Piston seal inactuator leak-ing. (Usuallyaccompanied byoil leakage atdrain l ine)

Controller notgetting enoughoil pressure toclose the wastegate

Chips undermetering valvein controllerholding itopen

Have exhaust bypass control-ler adjusted.

Tighten fitt ings. Re-place l ines or hoses.Increase oil pressureto desired pressure.

Remove inlet l ine atactuator and cleanorif ice.

Replace unit.

Low pressure. Cloggedorif ice in inlet, toact,uator.

Butterfly shaft binding.Check bearings.

Check bearings. Replaceturbocharger.

Remove and replaceactuator or disassembleand replace packing.

Check pump outlet pres-sure, oil f i l ters, externall ines for leaks or ob-structions.

Replace controller.

6-7

TEXTRON LYCOMING OPERATOR'S MANUAL

sEcTroN 6TROUBLE

Critical AltitudeLower ThanSpecified (Cont.)

Engine Surges orSmokes

High Deck Pres-sure (CompressorDischarge Pres-sure)

O-360 and

PROBABLE CAUSE

Metering jet inactuator plugged

Actuator pistonseal failed andleaking exces-sively

Exhaust bypass valvesticking

Air in oi l l inesor actuat,or

Controller meter-ing valve stemseal leaking oi linto manifold

Clogged breather

Control ler meter-ing valve notopening, aneroidbel lows leaking

Exhaust bypasssticking closed

ASSOCIATED MOD-LS

REMEDY

Remove actuator andclean jet.

I f there is oi l leakageat actuator drain, cleancyl inder and replacepiston seal.

Clean and free action.

Bleed system.

Replace control ler.

Replace control ler as-sembly or replaceaneroid bel lows.

Shut off valve in returnl ine not working.

Butterf ly shaft binding.Check bearings.

Replace bypass valveor correct linkagebinding.

Check breather for re-str ict ions to air f low.

NOTt.

Smoke would be normal il'enginc has idled lor a prolonged period.

6-8

TEXTRON TYCOMINC OPERATOR'S MANUAL0-360 and ASSOCIATED MODELS

TROUBLE

High Deck Pres-sure (CompressorDischarge Pres-sure) (Cont.)

PROBABLE CAUSE

Controller re-turn l ine re-stri cted

Oil pressuretoo high

Exhaust bypass actua-tor piston lockedin ful l closed po-sit ion. (Usuallyaccompanied by oi lleakage at actuatordrain l ine).NOTE:Exhaust bypass nor-mally closed inidle and low powercondit ions.Shouldopen when actuatorin let l ine isdisconnected.

Exhaust bypass con-trol ler mal-function

SECTION

REMEDY

Clean or replace l ine,

Check pressure 75 to 85psi (80 psi desired) atexhaust bypass actuatorin let .

If pressure on outletside of actuator is toohigh, have exhaust bypasscontroller adjusted.

Remove and disassembleactuator, check condi-tion of piston and pack-ing or replace actuatorassembly.

Replace control ler.

6-9

TEXTRON LYCOMINGOPERATOR'S MANUAL

TABLES

pase

Tableof Linr i ts . . . . . .8-1GrourrdRunAfterTopOvcrhaul . . . . . .8 '2Fl ight Test After Top Overhaul . .8-3Ful l Tlrrot t le HP at Al t i tude . . . .8-4Table of Speed Ecluiv.r lents . . . .8-4Cent igrade-Falrrenhei tCorrversiorrTable . . . . . .85lrrch Fract iorr Corrversiolrs . .8-6

@

t.'

FIXED WING ONLY

GROUND RUN AFTER TOP OVERHAUL Qpe AircraftOR CYLINDER CHANGE WITH NEW RINGS

Registration(DO NOT USE AFTER MAJOR OVERHAUL)

Aircraft No.1. Avoid dusty location and loose stones.

No.

2. Head aircraft into wind.3. All cowling should be in placc,,cowl flaps open.4. Accomplish ground run in full flat pitch.5. Never exceed 200oF. oil t'emperature.6. If cylinder head temperatures reach 400oF.,shut down and allow ergine to cool beforeeontinuing.

Owner

Engine Model s/N _

Date

Run-Up By

GROUND RUN

Time RPM MAPTbmperature Pressure Temperature Fuel Flow

Left RishtL.oi .oil L.cv R.cY L,oI a.ot l L.fuel R.fuel L.carb .carb Amb.Aib nun IOUUu mrn0 min 13005 min 15005 min 16005 min 17015 min 1800

Vlag. Check

Power Check

ldle Check

Adjustment Required Aftcr Completion of Ground Run

1. Visually inspect engine(s)2. Check oil level(s)

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FLIGHT TEST AFTER TOP OVERHAULOR CYLINDER CHANGE W]TH NEW RINGS

1. Test f ly a i rcraf t one hour.2. Use stanciard power for cl imb, and 75<.)| power for cruise.3. Make cl imb shal low and at good airspeed for cool ing..1. Record engine instrument readings dur ing c l imb and cruise.

F'LIGHT TEST RECORDmDerature

L.oi l R.cvl R.oi1 R.carb Amb.Air

Adjustnrents Required After F l ight After Test [ ' l ight

1. l \ lake carelLr l v isual inspect ion of engine(s; .2. Check oi l level(s,y.3. I f o i l consr-rrnpt ion is e.rcessive (see olrerator 'smantral for l i rn i ls l Lhen remove spark plugs andcht.ck ct l inder barrels for s<'r-rnng.

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