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A Textron Compdny






o, Ho, Io, AIO,




April 1989

The page(s)in this revisionreplace,addto, or deletecurent pagesin
May 2000
July l9E9
3-12A,Addspage3-l28; 3-13
March 1990
t - < l-6; 2-9, 2-10, 2-ll, 2-12,
2-13 Addedpage3-l8A; 3-29;
May 1996
l-5, l-6, l-7;' 2-2, Addedpage
2-2A/B;2-9, 2-10, 2-ll, 2-12,
2-13,2-14; 3-12, Added page
3-l2A/B; 3-14, Added page
3-l4A/B; 3-15, 3-16, Added
3-16A,3-l68; 3-17,3-18,
3-26, Added pages 3-26A18,
3-40A/B; 3-50, Added pages
April 1998
3-3, 3-4,Addedpage3-4A/B
1-7; 2-2A, Added page 2-28;
2-10, 2-13; 3-12, 3-15, 3-23,

O, HO, lO, AIO, HIO, T10-360 SeriesOperator's Manual:
Textron Lycoming PartNumber: 60297-12
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Ato-360,Hto-360& T10-360


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Oil Sump

. . . .1-l
... -.1-2
. .1-2

6D. Rotation for accessory dri'resis determined with the observerfacing the drive pad. hor iz ont al l y o p p o s e d . The cylinder barrels have deep integral cooling fins and the inside of the barrels are ground and honed to a specified finish. is clockwise.The cyliuders are of conventional air cooled construction with the two major parts. l -1 . HO.TEXTRONTYCOMI NC OPERATOR'S MANUAI 0-360andA S S OCIAT EMO D DE L S sEcTroN 1 SECTION1 DESCRIPTION The O. The cylinders are nunrbered frorn front to rear. AIO. Operational asPects of engines are tbe sanrc and lrarformanca curuas and specifications for tbe basic ttrodel will apply. The direction of rotation of the crankshaft.LIO andT10-360 series arefourcylinder. viewed from the rear. Tberefore. dir ec t dr iv e. The heads are made from an aluminum alloy casting with a fully machined combustion chamber.a i r c o o l e d e n g i n e s .411. Rocker shaft bearing supports are cast integral with the head along with housings to form the rocker boxes. LIO-360-C l)ds counter-clockwise rotatioD of tbc crankshaft.HIO. screwed and shrunk together. The sump sectiorr is the bottom and the opposite side of the engine where the shroud tubes are located the top.6 zuill apply to 0-360. odd numbers on the right. Reference to the left and right side is made with the observer facing the rear of the engine. Cylinders . Thus. lread and barrel. NOT'IJ Tbe lctter "L" in tbe model prefix dcttotas tbe reuersc roidtion of tba basic rnotlel. IO. Example: All inlormation pertinent to tlte 0-360-4II. tl)e rotntion of the accessorydriacs of tha LI0-360-C are opposite those of tbe basic nndel as listed in Scction 2 of tbis manuol. the parts are describedas installed in the airframe. Exantple: model I0-360-C bas clockwisc rotdtiott ol' the cranksbaft. Likewise. the power take-off end is the front and the accessorydrive end the rear. In referring to the location of the various engine components. Tbe letter "D" used as tbe 4th or 5tb cbtrracter in tbe ntodel suffix denotes tltat thc particular nodel employs dual magnetos l:oused in a single bousing.

Cranksltolt .The crankcaseassembly consistsof two reinforced aluminum alloy castings. 1037 for proper piston and ring combinations. Accessory Housing .Crankcase covers are employed on the top and bottom of the engine. and the main bearing bores are machined for use of precision type main bearing inserts. mounting pad for carburetor or fuel injector. The camshaft actuates hydraulic tappets which operate the valvesthrough push rods and valve rockers. Crankcase. t-2 . They have replaceablebearing insertsin the crankshaft ends and bronze bushings in the piston ends.The pistons are machined from an aluminum alloy.-pe camshaft is located above and parallel to the crankshafi. These covers incorporate oil suction screens. It forms a housing for the oil pump and the various accessorydrives. The bearing caps on tlre crankshaft ends are retained by two bolts and nuts through each cap. The piston pin is of a full floating type with a plug located in each end of the pin. Conuecting Rods .The accessory housing is made from an aluminum casting and is fastetred to the rear of the crankcase and the top rear of the sump.fastened together by means of studs. bolts and nuts.The sump incorporates an oil drain plug. Consult the latest revision of Service Instruction No.The crankshaft is made from a chrome nickel molybdenum steel forging. oil scavenge line connections. oil suction screen. Depending on the cylinder assembly. The valve springs bear against hardened steel seats and are retained on the valve stems by m eansof s plit k ey s .pistons may be machined for either three or four rings and may employ either half wedge or full wedge rings.MANUAL LYCOMINGOPERATOR'S TEXTRON sEcTtoN 1 0-360 and ASSOCIATEDMODELS Valac Operatiug Mecltanism A conventional t.The connecting rods are made in the form of "H" seciions from alloy steel forgings.xcept -AIO Seies) . The top cover incorporates a connection for a breather line and the lower cover a connection for an oil suction line. the intake riser and intake pipe connect. Pistotts . Oil Sump (h. The valve rockers are supported on full floating steel shafts.ions. The mating surfacesof the two castingsare joined without the use of a gasket. AII bearingjournal surfacesare nitrided. Crankcasc Couers (AIO Seies) .

A I O . whic h is int eg r a l w i t h t h e o i l s u m p a n d i s s u b m e r g e d i n o i l .lmixture control.3 6 0 s e r i e se n g i n e s are equipped with a Bendix t1'pe RSA fuel injector.81A wh i c h i s e q u i p p e d w i t h a S i m m o n d s t y p e 5 3 0 f u e l injector. Bafflesare providedto build up a pressure and force the air throughthe cylinderfins.3 6 0 . the manua. incorporating an airflow operated power enr ic hm ent v alv e and a n a u t o m a t i c m i x t u r e c o n t r o l u n i t . The Bendix-Stromberg PSH-5BD is a pressure operated. I t i s e q u i p p e d u'ith an idle cut-off and a manual mixture control. A brief description of the carburetorsand fuel injectors follows: The Marvel-ScheblerMA-4-5 and HA-6 carburetors are of the single barrel float type equipped with a manual mixture control and an idle c ut .3 6 0 a n d T I O . (See Table 1 lor model application. This carburetor is equipped wit h idle c ut . From the riser the fuel-air mixture is distributed to each c y linder by indiv idual in t a k e p i p e s .360.360 s er ies e n g i n e s . A turbocharger is mounted as an integral part of t he' I I O .TEXTRONTYCOMINGOPERATOR'S MANUAL 0-360andA S S OCIAT EMO D DE L S S E CT I O N1 CoolittgSystern. single barrel h oriz.ontal carburetor.5AA carburetor is of the single barrel float type with automatic pressur. The N{arvel-Schebler MA-4. SeeTable 1 for model application. The air is then exhaustedto the atmosphere throughgillsor a u g m e n totu r b e su s u a ll vl ocatedat the rearof the cow l i ng.3 6 0 . 1-3 . and in parallel with. The AMC unit works independently of .ysten t L1'comingO-360and H0-360 seriesenginesare equippt'd with eit. Ly c om ing I O . with the exception of m odel 10.of f .Theseenginesare designedto be cooledby air pressure.hera floal t!'pe or pressuretype carburetor. H 1 0 .o f f b u t d o e s n o t h a v e a m a n u a l m i x t u r e c o n t r o l .) The fuel injection system schedulesfuel florv in proportion to air flow and fuel vaporization takes place at the intake ports. A u t o m a t i c w a s t e g a t e c o n t r o l o f t h e turbocharger provides constant air density to the fuel injector inlet from seallevel to critical altitude. I ttd u ctio u S. insuring a more uniform vaporization of fuel and aiding in cooling the oil iu the sump.ealtitude mixture control. Particularly good distribution of the fuel-air m ix t ur e t o eac h c y lind e r i s o b t a i n e d t h r o u g h t h e c e n t e r z o n e i n d u c t i o n s y s t em .

The systemcontinuouslydeliversmeteredfuel to eachintakevalveport in response to throttle position.Models designatedby the numeral6 in the suffix of the model number (example:O-360-A1G6) are equipped with crankshaftswith pendulum type counterweightsattached. The Simmondstype 530 is a continuousflow fuel injectionsystem. This continuousflow systemhasthreeseparate components: 1. Lubrication System. Priming System .enginespeedand mixture control position-Completeflexibility of operationis providcdby the manualmixture control which permitsthe adjustmentof the amount of injected fuel to suit all operatingconditions. A throttle body assembly. Ignition System .Dual ignition is furnished by two Bendix magnetos.Fuel injectedenginesdo not requirea priming system. 7-4 .LYCOMING TEXTRON OPERATOR'S MANUAL S E CTION1 0 -3 6 0a n dA S S O CI A T EMO D DE L S The Bendix RSA type fuel injectionsystemis basedon the principleof measuring air flow and usingthe air flow signalin a stemtype regulatorto convert the air force into a fuel force. This systemis throttle actuated. This fuel force (fuel pressure differential)when appliedacrossthe fuel meteringsection(jettingsystem) makesfuel flow proportionalto air flow. ConsultTable 1 for model application. A doublescavenge pump is installedon the accessoryhousing. 2.Provisionfor a primer systemis provided on all engines employinga carburetor. (A10-360 seies).The full pressure wet sump lubrication system is actuated by an impeller type pump containedwithin the accessory housing.Moving the mixture control to "Idle Cut-Off" resultsin a complete cut-off of fuel to the engine. CounterweigbtSystem . Four fuel flow nozzles. A fuel pump assembly. 3.(All modelsexcept A10-360 series).Fuel is injectedinto the engineintake valveports by the nozzles. The 410-360 seriesis designedfor aerobaticflying and is of the dry sump type.

5AD1 RSA. t* . 1443 for alternatemag- I netos. -.TEXTRON LYCOMINGOPERATOR'S MANUAL O-360andASSOCIATED SECTION1 MODELS TABLE 1(CONT. -B1C -A1B. -ClA s4LN-200 s4LN-1227 s4LN-1208 s4LN-7227 4312 s4LN-200 s4LN-200 RSA-5AD1 RSA-5AD1 RSA-5AD1 RSA_5AD1 RSA_sAD1 530 RSA-5AD1 HO-360 T T T S4LN-204 S4LN-204 S4LN-200 4370 S4LN-204 S4LN-1209 S4LN-1209 S4LN-1209 4370 S4LN-204 S4LN-204 * .4186 -41C.) MODEL APPLICATION Model 0-360 (Cont.) -A1F6D.Models with counterclockwise rotation employ S4RN series. 1-6 RevisedMay 1996 . _F1AD s4LN-200 S4LN-200 s4LN-200 S4LN-204 s4LN-120s s4LN-1209 s4LN-1208 S4LN-1208 D4LN-3021 D4LN-3200 Fuel Injgrtor RSA-sAB1 RSA-5AD1 RSA. -C1A _C1B -D1A -ElAD -EIBD.7AA1 RSA-5AB1 RSA-5AB1 ro-360 -41A. -A2B.Seelatest edition of Service Instruction No.i-B2E -A3B6 -B1A -81D. -AzC. -ClB -A1D6. -A2A.-A1LD -A1G6D -G1A6 -J2A t Left** Right** Carburetor D4LN-3021 D4LN-3021 4251 4251 4347 4370 MA-4-5 HA-6 HA-6 MA-4SPA -A1A -B1A -B1B -C1A s4LN-200 s4LN-200 s4LN-200 4347 MA-4-5AA PSH-5BD PSH-5BD tIA-6 HIO-360 -A1A -B1A -B1B -A1B. -818. -B1E.

TEXTRONLYCOMINCOPERATOR'S MANUAL SPECIFICATIONS Specifications O-360-A . .-8. .-D. . . . 2 -6 . 2 -2 . . . Dimensions .. . TIO-360-A . .. . 2 -5 . . .-E. HO-360-A .-B IO-360-A. 2 -4 . HIO-360-8.2-10 .-C.-B . 2 -g . . Accessory Drives. A 10-360-A . Detail Weights E nginee. . . .. . . ..-K .. . . . -D. .-R-J.-C. . . . . . . 2 -l .-C. HIO-360-C.-F.. . .2-3 . . . .. .. 2 -7 . 2 -4 .2-8 . -F .-8. .-D.. HIO-360-A .. . .-8. . .

. Bor e. R a te d h o rs e p o w e r.-ClF L8150-51 and up IO-360-C1D6 L14446-51 and up LIO-360-C1E6 l-l0M-67 and up AIO-360-A1A.250 . Consult nameplatebeforetiming magnetos. . . .5:1 Rated speed.0 . ..the magnetospark occurs at 20" BTC..C. .-C1F.-FSERIES" FAA Type Certi-ficate. RPM. . .2700 5.-81B l-220-63 and up HIO-360-CrA. AI Engines 2-3 .-J.028-.-C1C6.180 ..8. . . Models Serial No.-A18.-D.125 4.. . inc hes .-C1B I-14436-51 and up ro-360-clc6 All Engines -K2A IO-360-J1AD.575 361..1E 10 .8.080 rear).-C1D6)L14436-51 and up IO-360-ClC.-K SERIES IO-360-8...-DSeries(Except-C1C. I()-360-4 Series(Except-A1B6D) l-14436-51 and up IO-360-C..1:1 Clockwise **NOIE On the followingmodel engines.TEXTRONTYCOMINGOPERATOR'S MANUAI SECNION2 O-360and ASSOCIAIEDMODELS SPECIFICATIONS IO-360-A...

.000:1 1.500:l 3.300:1 0. 0-360 and ASSOCIATED MODELS Drive Ratio **Direction of Rotation 16.556:1 1.50:1 t 2-8 .895:1 Clockwise 0.Alternator drive is 2.300:1 1.Hyd.HIO-360-D1A . pumP Vacuum .TIO-360-C1A6D.000:1 0.500:1 1.500:1 Counter-Clockwise Counter-Clockwise 1. Gov.Plunger operated Dual Drives Vacuum . HIO-360-E.When applicable r"'.TEXTRON LYCOMING OPERATOR'SMANUAL SECTION2 *Accessory Drive Starter Generator Generator Alternatort Thchometer Magneto Vacuum Pump Propeller Governor (Rear Mounted) Propeller Governor (Front Mounted) Fuel Pump AN20010 Fuel Pump AN20003*** Fuel Pump .866:1 1.Viewed facing drive Pad pump drive "* .Prop.666:1 Counter-Clockwise Clockwise Clockwise Clockwise Clockwise Clockwise Counter-Clockwise Clockwise 0.20:l 0.300:1 Counter-Clockwise Counter-Clockwise NOTE Engines with letter "L" in prefi* wilt haue opposite rotation to the aboae' * .910:1 2. -F have clockwise fuel .

-A2C.299 . 326 .. ...-ClG6 -Alc.320 .-CrA . . . . 2 8 8 l0-360Series I I -L2A. . ..289 .. . -JIAD -AlA. .295 . .. -clB . .. . . 2-10 .297 .319 . -BlB.-A3B6D.-DrA..... 300 .... .... ..337 RevisedDecember1999 . -A2B -clD6 -clc6 -AIB6D. . . .329 .30-5 .. .. .. -BlE..301 .. .MANUAL TEXTRONLYCOMINGOPERATOR'S 0-360and ASSOCIATEDMODELS SECTION2 DETAILWEIGHTS(CONT... .-CrA.285 -B rA .333 .... .-A386 -AlD6 -clE6.. .322 . ... -82F6.307 .324 ... . .. ...278 .. .311 . -AlB.. ... ..-JrA6D -.. ...325 .. -BrF.. ... .. -AID6D. . -Blc.-A3D6D....308 .. .. -MrA.. ...) Model Lbs HIO-360Series -Al A. .... . .330 . -K24...... -BlA. ..-ClF.323 .. -BrD.. .. .296 ..328 ... -42A.-B2F -BlG6 -84A.... -clc... .-AID.-B rB .4186..335 .

48 r9.) I 34.48 19.t4 32.76 34.-A3B6D. -CI D6.25 -tJ.81 30.A J.25 34.70 29.35 t9.35 t9. -A2B -A 86.J I 33.35 19.67 3t. -BID.3 5 34.65 33.t4 33.68 t9.t I 29.AIA .-)| ) ) .81 30.16 20.37 ) ) .-BIG6 -K: A -M A 19. -A 2 B r 999 R e v i s e dD e c e m b e 1 30.48 19.TEXTRONLYCOMING OPERATOR'SMANUAL SECTION 2 0-360 and ASSOCIATEDMODELS INCHES(CONT. -A2A.25 34. -CIB -cl C.70 3r.65 lt.84 20.25 34.-82F.38 20. -A2 A -A IB.25 34.'70 | 9.C IG6 -El A. MODEL HEIGHT WIDTH LENGTH HO-360 .25 34.56 lt.30 30.22 ) J.25 34.I3 .) DIMENSIONS.8t -t '.?s 34.10 30. -BIB .48 20. -A2C -A D6 -A B6D.35 t9..25 t) . -L2A -B C -B E -B F. -FIA.84 24 84 19. /) Aro-360 -A IA.33 32.68 32.09 30.J / -r )..-A3D6D -Bl A -B B.-82F6 -flz A -crA.26 34.25 34.25 34.25 34.A A.-JIAD -A D6D.09 19.t I .-A ID -A B. -A386 -A C.70 29.'.) I 24.J I J).08 2.10 20.35 20.25 1a A1 T :L.BIA.59 19..35 19.'70 24.) r 29.82 ro-360 I .8r 29.?5 33.35 19.CIA 24. -CIC6 -cl E6.81 30.33 31.-CIF -D A. ).08 30.

.............................................................................................................................. 3-17 ........................LYCOMING OPERATOR’S MANUAL SECTION 3 OPERATING INSTRUCTIONS Page General................. 3-11 Shut Down Procedure.................. 3-3 Ground Running and Warm-Up ................................................................... 3-1 Cold Weather Starting ...................................................................................................... 3-1 Starting Procedures .................................................................................................................... 3-5 Engine Flight Chart ........................................................................................................................................................................................................................................................... 3-3 Ground Check .......... 3-10 Operating Conditions .......... 3-16 Performance Curves ..................................................................................................................................................................................................................................................................................................................................................................................................... 3-1 Prestarting Items of Maintenance . 3-4 Operation in Flight ............................................................................................................................................................................................................................................................................................................

This Page Intentionally Left Blank .

This is to ensure proper seating of the rings and is applicable to new engines. THE USE OF SPECIFIED FUELS AND LUBRICANTS. 3-1 . the starting characteristics of various installations will necessitate some variation from these procedures. IO-360. Before starting the aircraft engine for the first flight of the day. 3. (1) Perform pre-flight inspection. AND FLYING THE AIRCRAFT AT ALL TIMES WITHIN THE SPEED AND POWER RANGE SPECIFIED FOR THE ENGINE. STARTING PROCEDURES. HIO-360. They must be observed before the engine is started. NOTE Cruising should be done at 65% to 75% power until a total of 50 hours has accumulated or oil consumption has stabilized. HO-360. AIO-360. PRESTARTING ITEMS OF MAINTENANCE. economy and satisfactory operation of the engine. there are several items of maintenance inspection that should be performed. CORRECT ENGINE TIMING. These are described in Section 4 under Daily Pre-Flight Inspection. TIO-360 Series. NOTE YOUR ATTENTION IS DIRECTED TO THE WARRANTIES THAT APPEAR IN THE FRONT OF THIS MANUAL REGARDING ENGINE SPEED.LYCOMING OPERATOR’S MANUAL O-360 AND ASSOCIATED MODELS SECTION 3 OPERATING INSTRUCTIONS SECTION 3 OPERATING INSTRUCTIONS 1. 2. The following starting procedures are recommended. O-360. After this period. and engines in service following cylinder replacement or top overhaul of one or more cylinders. Close adherence to these instructions will greatly contribute to long life. GENERAL. The minimum fuel octane rating is listed in the flight chart. a change to an approved additive oil may be made. a. new or newly overhauled engines should be operated on straight mineral oil for a minimum of 50 hours or until oil consumption has stabilized. PERHAPS NO OTHER ITEM OF ENGINE OPERATION AND MAINTENANCE CONTRIBUTES QUITE SO MUCH TO SATISFACTORY PERFORMANCE AND LONG LIFE AS THE CONSTANT USE OF CORRECT GRADES OF FUEL AND OIL. if so desired. DO NOT FORGET THAT VIOLATION OF THE OPERATION AND MAINTENANCE SPECIFICATIONS FOR YOUR ENGINE WILL NOT ONLY VOID YOUR WARRANTY BUT WILL SHORTEN THE LIFE OF YOUR ENGINE AFTER ITS WARRANTY PERIOD HAS PASSED. however. no further break-in is necessary insofar as operation is concerned. Part 8 of this section. Engines Equipped with Float Type Carburetors. however. REPAIR AND ALTERATIONS. Under no circumstances should fuel of a lower octane rating or automotive fuel (regardless of octane rating) be used. New engines have been carefully run-in by Lycoming and therefore.

(5) Move mixture control to “Full Rich”. (10) Engage starter. (4) Turn fuel valves “On”. (10) Engage starter. (6) Open throttle wide open. move the magneto switch to “Both”. (6) Turn on boost pump. (11) When engine fires. stop engine and determine trouble. (8) Open throttle ¼ of travel. Engines Equipped with Pressure Carburetors or Bendix Fuel Injectors. (9) Set magneto selector switch (consult airframe manufacturer’s handbook for correct position). (12) Check oil pressure gage. (7) Turn boost pump “Off”. If minimum oil pressure is not indicated within thirty seconds. (5) Turn boost pump “On”. 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) Open throttle approximately ¼ travel. (1) Perform pre-flight inspection. (3) Set propeller governor control in “Full RPM” position (where applicable).SECTION 3 OPERATING INSTRUCTIONS LYCOMING OPERATOR’S MANUAL O-360 AND ASSOCIATED MODELS (2) Set carburetor heat control in “off” position. 3-2 . (3) Set propeller governor control in “Full RPM” position (where applicable). b. (4) Turn fuel valve “On”. (9) Set magneto selector switch (consult airframe manufacturer’s handbook for correct position). (8) Prime with 1 to 3 strokes of manual priming pump or activate electric primer for 1 or 2 seconds. (2) Set carburetor heat or alternate air control in “Off” position.

4. GROUND RUNNING AND WARM-UP. 5. stop engine and determine trouble. 3-3 . The engines covered in this manual are air-pressure cooled and depend on the forward speed of the aircraft to maintain proper cooling. (1) Perform pre-flight inspection. (2) Set alternate air control in “Off” position. c. stop engine and determine trouble. it is recommended that the following precautions be observed. To prevent overheating. During extreme cold weather. NOTE Any ground check that requires full throttle operation must be limited to three minutes. when operating these engines on the ground. (7) Turn boost pump “Off”. (9) Move combination magneto switch to “Start”. (3) Set propeller governor control in “Full RPM” position. If minimum oil pressure is not indicated within thirty seconds. (8) Open throttle ¼ travel. (5) Turn boost pump “On”. it may be necessary to preheat the engine and oil before starting. 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”. (10) When engine fires allow the switch to return to “Both”. Engines Equipped with Simmonds Type 530 Fuel Injector. (6) Open throttle approximately ¼ travel. (12) Check oil pressure gage. using accelerator pump as a primer while cranking engine. (4) Turn fuel valve “On”. (11) Check oil pressure gage. therefore. Particular care is necessary.LYCOMING OPERATOR’S MANUAL O-360 AND ASSOCIATED MODELS SECTION 3 OPERATING INSTRUCTIONS (11) Move mixture control slowly and smoothly to “Full Rich”. or less if the cylinder head temperature should exceed the maximum as stated in this manual. If minimum oil pressure is not indicated within thirty seconds. COLD WEATHER STARTING.

c. Full feathering check (twin engine) on the ground is not recommended but the feathering action can be checked by running the engine between 1000-1500 RPM. Make the magneto check in accordance with the following procedures.SECTION 3 OPERATING INSTRUCTIONS LYCOMING OPERATOR’S MANUAL O-360 AND ASSOCIATED MODELS a. A proper magneto check is important. b. Excessive oil pressure can cause overboost and consequent engine damage. Leave mixture control in “Full Rich”. Magneto checks at low power settings will only indicate fuel/air distribution quality. affect magneto drop-off. a. Do not allow the RPM to drop more than 500 RPM. d. (1) Warm-up at approximately 2000 RPM with rotor engaged as directed in the airframe manufacturer’s handbook. Warm-up as directed above. With the propeller in minimum pitch angle. (3) Operate only with the propeller in minimum blade angle setting. (1) Fixed Wing Aircraft. Additional factors. ignition problems can occur. (a) (Controllable pitch propeller). due to cold temperature is above maximum. Take-off with a turbocharged engine must not be started if indicated lubricating oil pressure. and mixture strength. (4) Warm-up to approximately 1000-1200 RPM. the ignition system and spark plugs must work harder because of the greater pressure within the cylinders. 3-4 Revised December 2007 . propeller pitch. Avoid prolonged idling and do not exceed 2200 RPM on the ground. b. GROUND CHECK. (5) Engine is warm enough for take-off when the throttle can be opened without the engine faltering. e. (1) Head the aircraft into the wind. Fixed Wing Aircraft (where applicable). At these settings. The important point is that the engine runs smoothly because magneto drop-off is affected by the variables listed above. other than the ignition system. Check both oil pressure and oil temperature. set the engine to produce 50-65% power as indicated by the manifold pressure gage unless otherwise specified in the aircraft manufacturer’s manual. 6. Helicopter. (2) Leave mixture in “Full Rich”. Move the propeller control through its complete range to check operation and return to full low pitch position. then momentarily pulling the propeller control into the feathering position. Under these conditions. They are load-power output. Fixed Wing.

(1)(a) or e. Performing rapid movements may result in detuned counterweights which may lead to failure of the counterweight lobes and subsequent engine damage. Raise collective pitch stick to obtain 15 inches manifold pressure at 2000 RPM. the following general rules must be observed by the operator of Lycoming aircraft engines. then the ignition system is operating properly. Do not operate on a single magneto for too long a period. Throttle movements from full power to idle or from idle to full power are full range movements. then return to both. The procedures described in this manual provide proper fuel/air mixture when leaning Lycoming engines. (c) Switch from both magnetos to one and note drop-off. b. OPERATION IN FLIGHT. whatever instruments are used in monitoring the mixture. (1) (d). a few seconds is usually sufficient to check drop-off and to minimize plug fouling. (d) If the RPM drop exceeds 175 RPM. See airframe manufacturer’s instructions for recommended power settings. Performing a full range throttle movement at a rate of less than 2 seconds is considered a rapid or instant movement. Switch from both magnetos to one and note drop-off. Improper fuel/air mixture during flight is responsible for engine problems. c. fuel flow indication. Drop-off must not exceed 200 RPM. Proceed to step e. and the engine is running smoothly.LYCOMING OPERATOR’S MANUAL O-360 AND ASSOCIATED MODELS SECTION 3 OPERATING INSTRUCTIONS (b) (Fixed pitch propeller). Drop-off between magnetos must not exceed 50 RPM. However. particularly during takeoff and climb power settings. Manual leaning may be monitored by exhaust gas temperature indication. they have proven to be both economical and practical by eliminating excessive fuel consumption and reducing damaged parts replacement. slowly lean the mixture until the RPM peaks. 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. return to both until engine regains speed and switch to the other magneto and note drop-off. It is therefore recommended that operators of all Lycoming aircraft engines utilize the instructions in this publication any time the fuel/air mixture is adjusted during flight. f. Then retard the throttle to the RPM specified in step e. may check magneto drop-off with engine operating at approximately 1800 RPM (2000 RPM maximum). return to both until engine regains speed and switch to the other magneto and note drop-off. the difference between the magnetos does not exceed 50 RPM. Full range throttle movements must be performed over a minimum time duration of 2 to 3 seconds. 7. (2) Helicopter. Return the mixture to full rich. Fuel Mixture Leaning Procedure. If the drop-off does not exceed 175 RPM. and by observation of engine speed and/or airspeed. Revised March 2009 3-5 . Drop-off must not exceed 175 RPM and must not exceed 50 RPM between magnetos. or not equipped with manifold pressure gage. Aircraft that are equipped with fixed pitch propellers.(1)(b) for the magneto check and repeat the check. a. A smooth drop-off past normal is usually a sign of a too lean or too rich mixture.

Normally aspirated engines with fuel injectors or uncompensated carburetors. and maximum cruise powers (above approximately 75%). Rough operation due to over-rich fuel/air mixture is most likely to be encountered in carbureted engines at altitude above 5. roughness or loss of power may result from over-richness.000 feet. Monitor cylinder head temperatures. (2) Best Economy Cruise (approximately 75% power and below) – Operate at peak EGT. climb. unless otherwise specified in the airplane owner’s manual. a. b. Before leaning to obtain maximum power mixture it is necessary to establish a reference point. cylinder head temperatures should be maintained below 435°F (224°C) during high performance cruise operation and below 400°F (205°C) for economy cruise powers. For maximum service life. During letdown flight operations it may be necessary to manually lean uncompensated carbureted or fuel injected engines to obtain smooth operation. during take-off from high elevation airport or during climb. Observe instruments for temperature rise. (2) Maximum Power Cruise – The engine must always be operated on the rich side of peak EGT or TIT. 3-6 . (1) Best Economy Cruise – Lean to peak turbine inlet temperature (TIT) or 1650°F. Do not manually lean engines equipped with automatically controlled fuel system. This is accomplished as follows: (a) Establish a peak EGT or TIT for best economy operation at the highest economy cruise power without exceeding 1650°F. maintain mixture control in “Full Rich” position for rated takeoff. (1) Maximum Power Cruise (approximately 75% power) – Never lean beyond 150°F on rich side of peak EGT unless aircraft operator’s manual shows otherwise. In such a case adjust mixture control only enough to obtain smooth operation – not for economy. On turbocharged engines never exceed 1650°F turbine inlet temperature (TIT).SECTION 3 OPERATING INSTRUCTIONS LYCOMING OPERATOR’S MANUAL O-360 AND ASSOCIATED MODELS GENERAL RULES Never exceed the maximum red line cylinder head temperature limit. LEANING TO EXHAUST GAS TEMPERATURE GAGE. However. Turbocharged engines. whichever occurs first. On engines with manual mixture control. Operate the engine at maximum power mixture for performance cruise powers and at best economy mixture for economy cruise power. Always return the mixture to full rich before increasing power settings. 1.

LYCOMING OPERATOR’S MANUAL O-360 AND ASSOCIATED MODELS SECTION 3 OPERATING INSTRUCTIONS 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 3-7 .

(3) Enrich until engine runs smoothly and power is regained. b. a loss of power is reflected by a drop in manifold pressure and RPM. Lean to applicable fuel-flow tables or lean to indicator marked for correct fuel flow for each power setting. 2. without flowmeter or EGT gauge. the cooling process can cause precipitation in the form of ice. (3) Enrich until engine runs smoothly and power is regained. In installations equipped with fixed pitch propellers. Fuel Injected Engines. this condition may cause complete engine stoppage. (2) Continue leaning until slight loss of power is noted (loss of power may or may not be accompanied by roughness. c. (c) Return mixture control to full rich and adjust the RPM and manifold pressure for desired performance cruise operation. 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. LEANING WITH MANUAL MIXTURE CONTROL. (d) Lean out mixture until EGT or TIT is the value established in step (b). 3-8 Revised September 2007 . In installations equipped with constant speed propellers. 3. (2) Continue leaning until engine roughness is noted. WARNING REFER TO THE PILOT’S OPERATING HANDBOOK OR AIRFRAME MANUFACTURER’S MANUAL FOR ADDITIONAL INSTRUCTIONS ON THE USE OF CARBURETOR HEAT CONTROL. Even in summer weather ice may form. Use of Carburetor Heat Control – Under certain moist atmospheric conditions (generally at a relative humidity of 50% or greater) and at temperatures of 20° to 90°F it is possible for ice to form in the induction system.SECTION 3 OPERATING INSTRUCTIONS LYCOMING OPERATOR’S MANUAL O-360 AND ASSOCIATED MODELS (b) Deduct 125°F from this temperature and thus establish the temperature reference point for use when operating at maximum power mixture. If this air contains a large amount of moisture. The temperature in the mixture chamber may drop as much as 70°F below the temperature of the incoming air. 75% power or less. INSTRUCTIONS FOUND IN EITHER PUBLICATION SUPERSEDE THE FOLLOWING INFORMATION. Carbureted Engines.) a. This is due to the high air velocity through the carburetor venturi and the absorption of heat from this air by vaporization of the fuel. a loss of power is reflected by a drop in manifold pressure. (1) Slowly move mixture control from “Full Rich” position toward lean position. (Economy cruise. (1) Slowly move mixture control from “Full Rich” position toward lean position. If not corrected. This sets the mixture at best power. LEANING TO FLOWMETER.

LYCOMING OPERATOR’S MANUAL O-360 AND ASSOCIATED MODELS SECTION 3 OPERATING INSTRUCTIONS To avoid this. Do not continue to use carburetor heat after flight is out of icing conditions. WARNING CAUTION MUST BE EXERCISED WHEN OPERATING WITH PARTIAL HEAT ON AIRCRAFT THAT DO NOT HAVE A CARBURETOR AIR TEMPERATURE GAUGE. If this happens. apply “Full Heat”. if icing conditions are suspected. When this happens. However. regardless of the outside air temperature. 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 additional carburetor heat. On damp. Only use carburetor air heat on the ground to make certain it is functioning properly. all installations are equipped with a system for preheating the incoming air supply to the carburetor. High charge temperatures also favor detonation and preignition. lean the mixture with the mixture control only enough to produce smooth engine operation. and the mixing chamber temperature cannot drop to the freezing point of water (32°F). the carburetor heat is generally in the “Full Cold” position. In the case that full power needs to be applied under these conditions. however. (1) Ground Operation – Use of the carburetor air heat on the ground must be held to an absolute minimum. and dirt and foreign substances can be taken into the engine with the resultant cylinder and piston ring wear. and return mixture to full rich when carburetor heat is removed. When ice has been melted from the induction system. return the carburetor heat to “Full Cold” after full power application. leave the carburetor air heat control in the full cold position. cloudy. This will result in a slight additional drop in manifold pressure. Consistently high temperatures are to be avoided because of a loss in power and a decided variation of mixture. both of which are to be avoided if normal service life is to be expected from the engine. This will be evidenced by an unaccountable loss in manifold pressure or RPM or both. The following outline is the proper method of utilizing the carburetor heat control. (4) Flight Operation – During normal flight. and this drop will be regained as the ice is melted out of the induction system. USE EITHER FULL HEAT OR NO HEAT IN AIRCRAFT THAT ARE NOT EQUIPPED WITH A CARBURETOR AIR TEMPERATURE GAUGE. (5) Landing Approach – In making a landing approach. In this way sufficient heat is added to replace the heat loss of vaporization of fuel. On some installations the air does not pass through the air filter. which is normal. Revised September 2007 3-9 . (3) Climbing – When climbing at part throttle power settings of 80% or above. In those aircraft equipped with a carburetor air temperature gauge. set the carburetor heat control in the full cold position. apply full carburetor air heat and open the throttle to limiting manifold pressure and RPM. and the air flowing over these surfaces is raised to the required temperature before entering the carburetor. partial heat may be used to keep the mixture temperature above the freezing point of water (32°F). depending on whether a constant speed or fixed pitch propeller is installed on the aircraft. return the carburetor heat control to the full cold position. For take-off and full throttle operation the possibility of expansion or throttle icing at wide throttle openings is very remote. The air preheater is a tube or jacket through which the exhaust pipe from one or more cylinders is passed. as for an aborted landing. (2) Take-Off – Set the carburetor heat in full cold position. foggy or hazy days. be alert for loss of power.

-K2A. AIO-360 Series. -M1B HIO-360-G1A O-360-A. Desired Min. -C2B. -F. -C. -E. 8. AIO-360 Series. -A1H6. -A3D6D. -C1F. -M1A. -C2D).0 3. per gal. HO-360-A.c. ENGINE FLIGHT CHART. PSI – Model O-360 Series (Except -A1C. are approved for continuous use in the above listed engines. IO-360-B. FUEL AND OIL – *Aviation Grade Fuel Minimum Grade Model Series O-360-B. -C1G.Refer to latest revision of Service Instruction No. -B. -C4P. -C2B. HO-360-B Series Inlet to carburetor HIO-360-A1B Inlet to fuel pump IO-360 Series (Except -B1A. HO-360-A. -F TIO-360-A 80/87 91/96 91/96 or 100/130 91/96 or 100/100LL 91/96 or 100LL 91/96 or 100LL 100/100LL 100/100LL 100/130 100/130 100/130 NOTE Aviation grade 100LL fuels in which the lead content is limited to 2 c. * . FUEL PRESSURE. TIO-360-C1A6D IO-360-B1G6. -C1D. 1070. -B. -F HIO-360-A. -C1G6. -C Series Inlet to carburetor O-360-A1C. HIO-360 Series (Except -A1B) Inlet to fuel pump IO-360-F1A Inlet to fuel pump IO-360 Series (Except -B1A). HO-360-C1A O-360-C. -D O-360-A1P. -D. -J.5 18 13 9. -A1D6D. HIO-360-B O-360-J2A IO-360-L2A. HIO-360-A1B AIO-360-A. -C. -C4F. -F1A).SECTION 3 OPERATING INSTRUCTIONS LYCOMING OPERATOR’S MANUAL O-360 AND ASSOCIATED MODELS 8.0 30 ----- -2 35 ----- -2 35 ----- -2 45 14 2 -2 . -E. -D. -A3B6. HIO-360 Series Inlet to fuel injector IO-360-B1A Inlet to fuel injector 3-10 Max.0 0. IO-360-A.

..................................................S.............. 55 55 -2 27 50 45 -2 20 65 65 -2 22 OIL – (All Models) – *Recommended Grade Oil Average Ambient Air All Temperatures Above 80°F Above 60°F 30° to 90°F 0° to 70°F Below 10°F MIL-L-6082B Grades MIL-L-22851 Ashless Dispersant Grades --------SAE 60 SAE 50 SAE 40 SAE 30 SAE 20 SAE 15W-50 or 20W-50 SAE60 SAE 40 or SAE 50 SAE 40 SAE 40........... 30 or 20W40 SAE 30 or 20W30 * ........ O-360-J2A) ..... -F Series Inlet to fuel pump Inlet to fuel injector TIO-360-A Series Inlet to fuel pump Inlet to fuel injector TIO-360-C1A6D Inlet to fuel pump Inlet to fuel injector Max...............S...2 U................................ OIL SUMP CAPACITY All Models (Except AIO-360 Series... Quarts IO-360-M1A.... -M1B.................... Quarts OPERATING CONDITIONS Average Ambient Air *Oil Inlet Temperature Desired Maximum Above 80°F Above 60°F 30° to 90°F 0° to 70°F Below 10°F 180°F (82°C) 180°F (82°C) 180°F (82°C) 170°F (77°C) 160°F (71°C) 245°F (118°C) 245°F (118°C) 245°F (118°C) 245°F (118°C) 245°F (118°C) * ........ -M1B............ Revised September 2007 3-11 .......................... Quarts AIO-360 Series .......... HIO-360-G1A) ........... Quarts Minimum Safe Quantity in Sump (Except – IO-360-M1A.... 1014......LYCOMING OPERATOR’S MANUAL O-360 AND ASSOCIATED MODELS SECTION 3 OPERATING INSTRUCTIONS FUEL PRESSURE..... PSI (CONT...........................4 U.......... Desired Max....6 U.8 U....S.............S...............) – Model HIO-360-E.............................Engine oil temperature should not be below 140°F (60°C) during continuous operation.... Dry Sump O-360-J2A..Refer to latest revision of Service Instruction No........... HIO-360-G1A .....................................

39 500°F (260°C) O-360-B. -A4P. Head Temp. -C4P.O-360-C2D Only – Take-off rating 180 HP at 2900 RPM.39 500°F (260°C) .37 500°F (260°C) O-360-A1P.80 500°F (260°C) 2450 135 10. -G Series Normal Rated Performance Cruise (75% Rated) Economy Cruise (65% Rated) * 2700 180 ----- . -A4D. psi (Rear) Maximum Minimum Idling Normal Operation. -D Series Normal Rated Performance Cruise (75% Rated) Economy Cruise (65% Rated) 2700 168 ----- .42 500°F (260°C) 2350 109 9. 3-12 .45 500°F (260°C) 2350 117 8. Cyl.6 .) Oil Pressure. and Take-off (All Models) Operation RPM 115 HP Fuel Cons. Warm-up. Oil Cons. Gal/Hr. 28 in. -C** Series Normal Rated Performance Cruise (75% Rated) Economy Cruise (65% Rated) 2700 180 ----- . -F1A6 Start.3 ./Hr. O-360-A. All Models (Except Below) 95 55 25 TIO-360-C1A6D 95 50 25 90 50 20 Oil Pressure. ** . psi (Front) O-360-A4N. Taxi.At Bayonet Location – For maximum service life of the engine maintain cylinder head temperature between 150°F and 400°F during continuous operation.5 . Max.75 500°F (260°C) 2450 126 11.0 . Hg.5 . -F.SECTION 3 OPERATING INSTRUCTIONS LYCOMING OPERATOR’S MANUAL O-360 AND ASSOCIATED MODELS OPERATING CONDITIONS (CONT.80 500°F (260°C) 2450 135 9.45 500°F (260°C) 2350 117 9.7 . Qts. *Max.

80 500°F (260°C) 2450 135 9.3 .5 . HP Max. -D.0 .At Bayonet Location – For maximum service life of the engine maintain cylinder head temperature between 150°F and 400°F during continuous operation. Cyl. -C. -K.5 . AIO-360 Series Normal Rated Performance Cruise (75% Rated) Economy Cruise (65% Rated) 2700 200 ----- ./Hr./Hr.44 500°F (260°C) IO-360-B.45 500°F (260°C) 2700 117 9. Gal.45 500°F (260°C) 2350 117 8.LYCOMING OPERATOR’S MANUAL O-360 AND ASSOCIATED MODELS SECTION 3 OPERATING INSTRUCTIONS OPERATING CONDITIONS (CONT.This engine has an alternate rating of 160 HP at 2400 RPM. O-360-J2A Normal Rated Performance Cruise (75% Rated) Economy Cruise (65% Rated) 2400/2700 145 ----- . 3-13 .) Operation RPM Fuel Cons.7 .0 . -M1B** Normal Rated Performance Cruise (75% Rated) Economy Cruise (65% Rated) * 2700 180 ----- . IO-360-M1A**. -C Series.39 500°F (260°C) IO-360-A.3 .31 500°F (260°C) HO-360-A. -J.50 500°F (260°C) 2350 130 9. -E. ** . *Max.5 . HIO-360-G1A Normal Rated Performance Cruise (75% Rated) Economy Cruise (65% Rated) 2700 180 ----- .36 500°F (260°C) 1560/1755 94 6.39 500°F (260°C) HO-360-B Series Normal Rated Performance Cruise (75% Rated) Economy Cruise (65% Rated) 2900 180 ----- .39 500°F (260°C) .80 500°F (260°C) 2450 135 11. Oil Cons.80 500°F (260°C) 2700 135 10. Qts.45 500°F (260°C) 2350 117 9.0 . -F Series (Except -B1C). Head Temp.8 .89 500°F (260°C) 2450 150 12.50 500°F (260°C) 1800/2025 109 9.

3-14 .39 500°F (260°C) 2080 104 7.5 .39 500°F (260°C) IO-360-L2A Normal Rated Performance Cruise (75% Rated) Economy Cruise (65% Rated) 2400 160 ----- .39 500°F (260°C) HIO-360-B Series Normal Rated Performance Cruise (75% Rated) Economy Cruise (65% Rated) 2900 180 ----- . Head Temp.45 500°F (260°C) 2700 117 10.0 .39 500°F (260°C) HIO-360-C Series Normal Rated Performance Cruise (75% Rated) Economy Cruise (65% Rated) 2900 205 ----- .45 500°F (260°C) * .80 500°F (260°C) 2700 135 11.6 . † ./Hr.5 .80 500°F (260°C) 2700 135 12. IO-360-B1C Normal Rated Performance Cruise (75% Rated) Economy Cruise (65% Rated) 2700 177 ----- .91 500°F (260°C) 2700 154 12. Hg. Max.0 .52 500°F (260°C) 2700 133 10.) Operation RPM HP Fuel Cons.At Bayonet Location – For maximum service life of the engine maintain cylinder head temperature between 150°F and 400°F during continuous operation.45 500°F (260°C) 2700 117 9.45 500°F (260°C) 2350 115 8.0 .5 . Cyl. Qts. Gal.0 .8 .79 500°F (260°C) 2450 133 11. *Max.52 500°F (260°C) 2180 120 8. Oil Cons.At 26 in./Hr.34 500°F (260°C) HIO-360-A Series Normal Rated Performance Cruise (75% Rated) Economy Cruise (65% Rated) 2900 180† ----- . manifold pressure.SECTION 3 OPERATING INSTRUCTIONS LYCOMING OPERATOR’S MANUAL O-360 AND ASSOCIATED MODELS OPERATING CONDITIONS (CONT.5 .

8°C). Qts. 3-15 .85 500°F (260°C) 2700 142 11.50 500°F (260°C) 2350 130 10.2 .0 .85 500°F (260°C) 3200 142 12./Hr.70 500°F (260°C) 2400 157.47 500°F (260°C) 2700 123 10.) Operation RPM HP Fuel Cons.0 .41 500°F (260°C) HIO-360-F Series Normal Rated Performance Cruise (75% Rated) Economy Cruise (65% Rated) 3050 190 ----- .8 . Head Temp.41 500°F (260°C) HIO-360-E Series Normal Rated Performance Cruise (75% Rated) Economy Cruise (65% Rated) 2900 190 ----- .LYCOMING OPERATOR’S MANUAL O-360 AND ASSOCIATED MODELS SECTION 3 OPERATING INSTRUCTIONS OPERATING CONDITIONS (CONT. *Max.5 13. ** . Max. Oil Cons.0 .44 500°F (260°C) TIO-360-C Series** Normal Rated Performance Cruise (75% Rated) Economy Cruise (65% Rated) * 2575 210 ----- .5 10.84 500°F (260°C) 2700 142 11. HIO-360-D Series Normal Rated Performance Cruise (75% Rated) Economy Cruise (65% Rated) 3200 190 ----- .53 500°F (260°C) 2200 136.2 .MAXIMUM TURBINE INLET TEMPERATURE 1650°F (898.2 ./Hr.46 500°F (260°C) TIO-360-A Series** Normal Rated Performance Cruise (75% Rated) Economy Cruise (65% Rated) 2700 200 ----- .46 500°F (260°C) .0 . Gal.At Bayonet Location – For maximum service life of the engine maintain cylinder head temperature between 150°F and 400°F during continuous operation.48 500°F (260°C) 3200 123 10.47 500°F (260°C) 2700 123 10. Cyl.0 .8 .89 500°F (260°C) 2450 150 14.

(3) Move mixture control to “Idle Cut-Off”. (1) Idle as directed in the airframe manufacturer’s handbook. (1) Set propeller governor control for minimum blade angle when applicable. turn off switches. SHUT DOWN PROCEDURE. Fixed Wing. (2) Move mixture control to “Idle Cut-Off”. a.SECTION 3 OPERATING INSTRUCTIONS LYCOMING OPERATOR’S MANUAL O-360 AND ASSOCIATED MODELS 9. (2) Idle until there is a decided drop in cylinder head temperature. Helicopters. 3-16 . (4) When engine stops. until there is a decided drop in cylinder head temperature. b. (3) When engine stops. turn off switches.

TEXTRONLYCOMINGOPERATOR'SMANUAL 0-360 and ASSOCIATED MODELS SECTION3 C U R VEN O 12849.8 l A .E .1 6 0 .-M lA S e r i r 's( L : r c e p t i r r .a E.B Revised Decenrber 1999 lc ) -)-iJ . M IXT URECON TR OL. -F.d r! l 40: = .l O . F UELGRADEMIN IMU M 8 50:1 25" BTC P A C TY P E R S A -5A D 1 MA N U A LTOB E S TE C ON OMY OR B E S TP OWE R A SIN D IC A TE D 91/96 P E R C E IT RATEDPOIruER -t 8C- I t '4.E X 80 I 100 140 160 180 120 ACTUAL BRAKEHORSEPOWER 'l 'l r r o t l l e J:isurc _t-7.-F A N D MIA S E R IE S COM PRESS ION R A TIO SPARKTIMING F UEL INJECTOR . -1.parl Fuel Consrrnrption r()-lbO-8. ..r/ 'z 2ffi@ /t l <n z '50 () ^rC '/ tsz 45 o9?I z=o :.4 PA R TTH R OTTLEFU E LC ON S U MP TION LYCOMINGENGINEMODEL 10-360. .8. I o 70z o .60 o_ - z a/ '/ .

-B1C) HIO-360-G1A 3-37 .LYCOMING OPERATOR’S MANUAL O-360 AND ASSOCIATED MODELS SECTION 3 OPERATING INSTRUCTIONS Figure 3-22. -F Series (Excepting IO-360-B1A. -E. Sea Level and Altitude Performance – IO-360-B.


MP 22" 23" 24" 25" 26" 27" 2200 RPM PA HP % pwr SL 108 60% 2000 112 62% 4000 115 64% 6000 118 66% 8000 121 67% 10000 124 69% SL 115 64% 2000 118 66% 4000 120 67% 6000 123 68% 8000 126 70% SL 121 67% 2000 125 69% 4000 128 71% 6000 132 73% SL 127 71% 2000 131 73% 4000 134 74% 6000 138 77% SL 134 74% 2000 139 77% 4000 143 79% SL MP 22" 23" 24" 25" 26" 27" 2300 RPM PA HP % pwr SL 112 62% 2000 116 64% 4000 119 66% 6000 122 68% 8000 125 69% 10000 128 71% SL 119 66% 2000 122 68% 4000 126 70% 6000 129 72% 8000 132 73% SL 125 69% 2000 129 72% 4000 133 74% 6000 136 76% SL 132 73% 2000 136 76% 4000 140 78% 6000 143 79% SL 140 78% 2000 144 80% 4000 146 81% SL 146 81% 2000 150 83% 4000 154 86% MP 22" 23" 24" 25" 26" 27" 2400 RPM PA HP % pwr SL 116 64% 2000 120 67% 4000 122 68% 6000 126 70% 8000 129 72% 10000 133 74% SL 123 68% 2000 126 70% 4000 130 72% 6000 133 74% 8000 136 76% SL 130 72% 2000 134 74% 4000 138 77% 6000 141 78% SL 137 76% 2000 141 78% 4000 145 81% 6000 149 83% SL 142 79% 2000 148 82% 4000 151 84% SL 151 84% 2000 156 87% 4000 160 89% MP 22" 23" 24" 25" 26" 27" 2500 RPM PA HP % pwr SL 120 67% 2000 123 68% 4000 126 70% 6000 130 72% 8000 132 73% 10000 136 76% SL 127 71% 2000 131 73% 4000 134 74% 6000 139 77% 8000 142 79% SL 134 74% 2000 138 77% 4000 142 79% 6000 146 81% SL 142 79% 2000 145 81% 4000 148 82% 6000 SL 141 78% 2000 150 83% 4000 157 87% SL 158 88% 2000 160 89% 4000 164 91% MP 22" 23" 24" 25" 26" 27" 2600 RPM PA HP % pwr SL 123 68% 2000 127 71% 4000 130 72% 6000 134 74% 8000 138 77% 10000 141 78% SL 130 72% 2000 134 74% 4000 138 77% 6000 142 79% 8000 146 81% SL 139 77% 2000 143 79% 4000 148 82% 6000 151 84% SL 146 81% 2000 150 83% 4000 154 86% 6000 157 87% SL 154 86% 2000 158 88% 4000 162 90% SL 160 89% 2000 166 92% 4000 170 94% MP 22" 23" 24" 25" 26" 27" 2700 RPM PA HP % pwr SL 126 70% 2000 130 72% 4000 134 74% 6000 136 76% 8000 140 78% 10000 144 80% SL 134 74% 2000 138 77% 4000 142 79% 6000 146 81% 8000 150 83% SL 142 79% 2000 144 80% 4000 149 83% 6000 153 85% SL 149 83% 2000 153 85% 4000 158 88% 6000 161 89% SL 156 87% 2000 161 89% 4000 166 92% SL 166 92% 2000 170 94% 4000 174 97% .

25 Hour Inspection Engine 50 Hour Inspection Engine Tfrrbocharger........ 4-2 ...... 4-3 .TEXTRONTYCOMINGOPERATOR'S MANUAL PERIODIC INSPECTIONS Page Pre-StartingInspection.. ..... 4-6 ............ 400 Hour Inspection Engine Non-ScheduledInspections.. ...4-5 ........... ... .. Daily Pre-Flight Engine Ifrrbocharger..... 4-2 4-2 ..4-4 . . 100 Hour Inspection Engine I\rrbocharger... 4-6 ......4-l .......4-6 .....

(4) See that fuel tanks are full. (8) Check controls for general condition. inspect and clean suction and pressure screens. DAILY PRE-FLIGHT. a. (2) Be sure magneto ground wires are connected. new. 4-2 . change oil every 25 hours. repair or replacement should be made before the aircraft is flown. (6) Open the fuel drain to remove any accumulation of water and sediment. travel. (2) Check engine crankcase breather for restrictions to breather. (5) Check fuel and oil line connections. Repair any leaks before aircraft is flown. Turbocharger (1) Inspect mounting and connections of turbocharger for securitt Iubricant or air leakage. (7) Make sure all shields and cowling are in place and secure. If engine has no full-flow oil filter. 2. After tlre first twenty-five hours operation time. If any are missing or damaged. Engine (l) Be sure all switches are in the "Off" position.MANUAI OPERATOR'S TEXTRONLYCOMTNG SECNION4 0'360 and ASSOCIAIED MODELS 1. Z5-HOUR INSPECTION (ENCINE). (9) Induction system air filter should be inspected and serviced in accordancewith the airfranre manufacturer's recommendations. note minor indications for repair at 50 hour inspection. b. and freedom of operation. (3) Check oil level. remanufacturedor newly overhauledengines should undergo a 50 hour inspection including draining and renewing lubricating oil. Also.

6-l . S HO O T I NG Experiencehas proven that the best method of trouble-shootingis to decide on the various causesof a given trouble and then to eliminate causesone by one. and remedies. Defectiveignition wire Checkwith electrictester.Fill fuel tank. and replaceany defective wrres.TEXTRONLYCOMINGOPERATOR'S MANUAL G360 andA S S OCIA T EMO D DE L S 6 S E CT I O N s E c T lo N 6 T RO UB L E . Overpriming Leaveignition "off" and mixture control in "Idle Cut-Off"'.which may be encounteredin maintainingenginesand turbochargen.The followingcharts list some of the more common throttle and "unload" engineby crankingfor a few seconds T[rn ignition switch on and proceed0o start in a normal manner. Defective spark plugs Cleanand adjustor replacr sparkplugs.strainen or fuel valves. Defective battery Replace with charged battery. Cleandirty lines. TROUBL E-SHOOTING TROUBLE PROBABLECAUSE REMEDY Failure of Engine to Start Lack of fuel Checkfuel systemfor leaks. I. beginningwith the most probable. their probablecauses _ENGINE.

Mixture too rich indicated by sluggish engineoperation.Replaceany partsthat are defective.If found. Insufficient fuel prcssure Adjust fuel pressure. Inconect idle adjustment Adjust throttle stop to obtain correct exhaust flame at night. Waterin fuel injector or carb.) Improperoperation of magnetobreaker Cleanpoints. Incorrect idle mixture Adjust mixture Leak in the induction system Tightenall connections in the inductionsystem. Faulty ignition system Checkentire ignition system. Lack of sufficient fuel flow Disconnectfuel line and checkfuel flow. Unevencylinder compression Checkcondition of piston ringsand valveseats.TEXTRON LYCOMINGOPERATOR'S MANUAL sEcTtoN6 O-360and A S S OC IA TE D MOD E LS TROUBLE PROBABLECAUSE REMEDY Failureof Engine to Start (Cont. Extremecases indicatedby black smokefrom exhaust. Intemal failure Checkoil screensfor metal particles. Drain fuel injector or carburetorand fuel lines.Checkinternal timing of magnetos. Failureof Engine to Idle Properly Low Powerand Uneven Running 6-2 . Readjustment of fuel injector or carburetor by authorizedpersonnelis indicated. completeoverhaulof the enginemay be indicated.

Improper fuel Fill tank with fuel of recommendedgrade. Failure of Engine to Develop Full Power 6-3 . Improper fuel flow Checkstrainer. Magnetobreaker pointsnot working properly Cleanpoints. Replacedefectiveparts.) Mixture too lean.gage and flow at the fuel inlet. Replaceconnectorson sparkplug wire. Readjustmentof fuel injector or carburetor by authorizedpersonnel is indicated. Throttle lever out of adjustment Adjust throttle lever. Leaksin induction system Tightenall connections. Defectiveignition wirc Checkwire with electric tester.Replace defectivewire. Defectivespark plugs Cleanand gapor replace sparkplugs. Defectivespark plug terminal connectors.MANUAL TEXTRONLYCOMINGOPERATOR'S sEcTIoN6 0-360andASSOCIATED MODELS TROUBLE PROBABLECAUSE REMEDY Low Power and Uneven Running (Cont. indicatedby overheatingor backfiring Checkfuel lines for dirt or other restrictions. Restrictionin air scoop Examineair scoopand removerestrictions. Leak in the induction system Tightenall connections and replacedefective parts.Check intemaltimingof magnetos.

Checksystemwith tester. Highoil temperature See"High Oil Temperature" in "Trouble" column.MANUAL TEXTRONLYCOMINGOPERATOR'S S E CTION 6 MODELS 0-360andASSOCIATED TROUBLE PROBABLE CAUSE REMEDY Failureof Engine to DevelopFull P o w e r(C o n t. with recommended Faulty ignition Tightenall connections. Air lock or dirt in relief valve Removeand cleanoil prressure relief valve. Crackedengine mount Replaceor repairmount. RoughEngine Low Oil Pressure HighOil Temperature 6-4 . Defectivemounting bushings Install new mounting bushings Uneven compression Checkcompression. Defectivepressuregage Replace Stoppagein oil pump intakepassage Checkline for obstruction. Insufficientair cooling Checkair inlet and outlet for deformationor obstruction. Cleansuctionstrainer.Checkignition timing.) Improper fuel Drain and refill tank fuel. Insufficientoil Fill to properlevelwith recommended oil. Leakin suction line or pressureline Checkgasketbetween accessoryhousingand crankcase.

Incorrect installation of piston rings Install new rings. Worn piston rings Install new rings.overh a u l o f e n g i n ei s i n d i c a t e d .) Use mineral baseoil. Defective temperature gage Replacegage.) Insufficientoil suppll' Fill to proper levelwith s p e c i f i e do i l .TEXTRONLYCOMINGOPERATOR'S MANUAL 0 -3 6 0a n dA S S OC IATED MODELS SECTION T R OU BL E PROBABLE CAUSE REMEDY HighOil Temperature (C o n t. Lo w g r a d e o f o i l R e p l a c ew i t h o i l c o n forming to specifications. Low grade of oil Fill tank with oil conforming to specification. Climb to cruise altitude at full power and operate at 757ocruise potver setting until oil consumption stabilizes- ExcessiveOil Cons um pt ion 6. Excessive blow-by Usualll' causedby worn or stuck rings. Cl o g g e do i l l i n e s or strainers Remove and clean oil stral ners.If found. Failing or failed bearings Check sump for metal particles.5 . Failing or failed bearing Examine sump for metal particles. Failure of rings to seat (new nitrided cyls.

S HOOTIN G_TU R BOCHA RGER T R OU BL E PROBABLECAUSE REMEDY Excessive Noise or Vibration Improperbearing lubrication Supplyrequiredoil pressure. overhaul turbocharger. Leak in engine intake or exhaust Tighten looseconnections or replacemanifold gasketsas necessary. Serviceair cleanerand checkfor leakage.upin compressor Thoroughlycleancompressorassembly. . placeoil line.If trouble persists. C l ogged mani fol d Clearall ducting. Enginewill not lhliver Rated Power &6 system Foreignmaterial lodgedin compressorimpeller or turbine Disassemble and clean. Excessive dirt build. Restrictionin return linesfrom actuatorto waste gatecontroller Removeand cleanlines.TEXTRONTYCOMINGOPERATOR'S MANUAI sEcTtoN6 0-360 and ASSOCIATEDMODELS 2.Cleanor re. TRO UBLE.cleanoil strainer. Dirty impeller blades Disassemble and clean. Leakin engine intakeor exhaustmanifold Tightenlooseconnections or replace manifoldgaskets as necessary. Rotating assembly bearingseizure Overhaulturbocharger.

uator.Replacelinesor hoses.Clogged orificein inlet. ment Haveexhaustbypasscontroller adjusted. pellerbinding frozen or fouling housing. Checkbearings. Checkbearings.(Usually accompanied by oil leakageat drai nl i ne) Removeand replace actuatoror disassemble and act. Inlet orifice to actuator clogged Removeinlet line at actuatorand clean orifice. Butterflyshaftbinding. Chipsunder meteringvalve in controller holdingit open Replacecontroller.TEXTRON MANUAL TYCOMINC OPERATOR'S 0-360andASSOCIATED MODELS SECTION6 TROUBLE PROBABLE CAUSE REMEDY Enginewill not DeliverRated Power(Cont. Controllernot gettingenough oil pressureto closethe waste gate Checkpump outlet pressure. Increaseoil pressure to desiredpressure. Pistonsealin actuatorleaking.oil filters. Exhaustbypass butterfly not closing Low pressure. Exhaustbypasscontrollermalfunc.) Exhaustbypasscontrollcr is in needof adjust. tion Replaceunit. CriticalAltitude Lower than Specified Turbochargerim.external linesfor leaksor obstructions. 6-7 . Oil pressure too low Tightenfittings. Replace turbocharger.

Exhaust bypass sticking closed Shut off valve in return line not working. NOTt. High DeckPressure(Compressor DischargePressure) Controller metering valve not opening.) Meteringjet in actuatorplugged Remove actuator and clean jet. Controllermetering valvestem Replacecontroller. Butterfly shaft binding. sticking EngineSurgesor Smokes A i r i n oi l l i nes or actuat. seal leaking oil into manifold Cloggedbreather Check breather for restrictions to air flow. aneroid bellows leaking Replacecontroller assembly or replace aneroid bellows. Replace bypass valve or correct linkage binding. clean cylinder and replace piston seal. Smoke would be normal il'enginc has idled lor a prolonged period.or Bleed system. Check bearings. Exhaustbypassvalve Clean and free action. Actuatorpiston sealfailedand leakingexcessively If there is oil leakage at actuator drain. 6-8 .MANUAL TEXTRONLYCOMINGOPERATOR'S 6 sEcTroN O-360 and A S S O CI A T EMO D D-L S T R OU BL E PR OB A B LEC A U S E REMEDY CriticalAltitude Lower Than Specified(Cont.

checkcondition of pistonand packing or replaceactuator assembly. Checkpressure75 to 85 psi (80 psi desired)at exhaustbypassactuator i nl et. Removeand disassemble actuator. Exhaust bypassactuator piston locked in full closed position. (Usually accompaniedby oil leakage at actuator dr a i n l i n e ) .Should open when actuator in l e t l i n e i s disconnected.) Oil pressure too high S E CT I O N REMEDY Clean or replaceline. N O T E : Exhaust bypass normally closed in idle and low power conditions.haveexhaustbypass controlleradjusted. If pressure on outlet sideof actuatoris too high.TEXTRONTYCOMINCOPERATOR'S MANUAL 0-360andA S S OCIA T EMO D DE L S TROUBLE PR OB A B LEC A U S E High DeckPresControllerresure(Compressor turn line reDischargePresstricted s u re )(C o n t. Exhaust bypasscontroller malfunction Replacecontroller. 6-9 .

.8-6 . . . ..8-1 . . .... .MANUAL TEXTRONLYCOMINGOPERATOR'S TABLES pase Tableof Linrits GrourrdRunAfterTopOvcrhaul Flight Test After Top Overhaul Full Tlrrottle HP at Altitude Tableof SpeedEcluiv.. .8-3 .8'2 .. . ... .8-4 . . .rlents Centigrade-FalrrenheitCorrversiorrTable lrrchFractiorrCorrversiolrs .. .85 .8-4 .

carb ..i (DO NOT USE AFTER MAJOR OVERHAUL) Aircraft No.Check PowerCheck ldle Check AdjustmentRequired Aftcr Completion of Ground Run 1.':l v zF RegistrationNo.oI a.fuel L.' GROUND RUN AFTER TOP OVERHAUL OR CYLINDER CHANGE WITH NEW RINGS (n Qpe Aircraft trl . Headaircraft into wind.cowlflaps open.fuel R.F I X E DW I N GO N L Y @ t. If cylinder head temperaturesreach 400oF.carb R. Neverexceed200oF.oi . All cowling should be in placc. Accomplishgroundrun in full flat pitch. Checkoil level(s) =z =tf E' t!F o - .cY L. @A z F < o 3 z Owner EngineModel s/N_ Date Run-UpBy GROUND RUN Fuel Flow Pressure Tbmperature Temperature Time RPM MAP L.Ai Left Risht b nun IOUU . iA u mrn (nAA 0 min 1300 5 min 5 min 5 min 5 min ri L^J =X r. shut down and allow ergine to cool before eontinuing. 6. 3.'\ . 5. Avoid dusty location and loosestones. 2. I O\!l DEI o tt 1500 1600 Ea E3 U 1701 1800 Vlag. Visuallyinspectengine(s) 2.oil L. 1.o tl L. oil t'emperature. 4.

R e c o r d e n g i n e i n s t r u m e n t r e a d i n g sd u r i n g c l i m b a n d cr u i se .r ce ssi ve( se e o l r e r a to r 's tn m m a n tr a l fo r l i r n i l sl L h e n r e m o ve sp a r k p l u g s a n d o ch t.oil R . Test fly aircraft one r b Am b. power for cruise.. C h e ck o i l l e ve l ( s.r n n g . and 75<. C o o = z F' LIGHTTEST RECO RD L. If o i l co n sr .)| 3 . . 2 ct l i n d e r b a r r e l sfo r s<'r . Air rf1 a T' FN F d A d j u s t n r e n t sR e q u i r e d A f t e r F l i g h t 4 v1 Afte r Te st ['l i g h t 1 . 3 .r r n p ti o ni s e . 1 .cvl R . l \l a ke ca r e l L r lvi su a l i n sp e cti o n o f e n g i n e ( s. M a k e c l i m b s h a l l o w a n d a t g o o d a i r s p e e df or co o l i n g .o i 1 m D e r a tu r e R . -{ z 3 z C .i rn x FLIGHT TEST AFTER TOP OVERHAUL OR CYLINDER CHANGE W]TH NEW RINGS -{ F z 1. Use stanciardpower for climb. 2.