Manual Operador IO540 Series

ATP
INDEX COPYRIGHT 2009
COPYRIGHT IS NOT CLAIMED AS TO ANY PART OF AN ORIGINAL WORK

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ATP Grid Index to Manufacturer’s Publications:
Textron Lycoming
0-540 10-540 Series
Operator’s Manual
Section Topic
General Information
Title Page
Warranty
List of Chapters (Table of Contents)
Manufacturer’s Introduction
Record of Revisions
Record of Temporary Revisions
Letter of Transmittal (Highlights of Changes)
01 Description
General
Cylinders
Valve Operated Mechanism
Crankcase
Crankshaft
Connecting Rods
Pistons
Accessory Housing
Oil Sump
Oil Sump and Induction System
Cooling System
Induction System
02 Specifications
O-540-A,-B,-E,-G,-H. Series
IO-540-F,-J,-L Series; IO-540-A,-B,-E,-G,-P Series
IO-540-C.-D.-J.-N.-R.-T.-V Series
IO-540-K,L,M,S,W,-AA Series
IO-540-AB,-AC,-AE Series
06/15/2009 Copyright Aircraft Technical Publishers Page 1 of 3
AV 0970 OV
Section Topic
Standard Engine Weights

Accessory Drives
03 Operating Instructions
General
Prestarting Items of Maintenance
Starting Procedures
Cold Weather Starting
Ground Running and Warm-Up
Ground Check
Operating in Flight
Use of Carburator Heat Control
Engine Flight Chart
Operating Conditions
Engine Shut Down Procedures
Performance Curves
04 Periodic Inspections
General
Pre-Starting Inspection
Daily Pre-Flight Inspection
10 Hour Inspection
25 Hour Inspection
50 Hour Inspection
100 Hour Inspection
400 Hour Inspection
Non-Scheduled Inspections
05 Maintenance Procedures
General
Ignition and Electrical System
Ignition Harness and Wire Replacement
Timing Magneto to Engine
Generator or Alternator Output
Fuel System
Repair of Fuel Leaks
Carburetor or Fuel Injector Inlet Screen Assembly
Fuel Grades and Limitations
Air Intake Ducts and Filter
Idle Speed and Mixture Adjustment
Lubrication System
06/15/2009 Copyright Aircraft Technical Publishers Page 2 of 3
(AV 0970 OV
Section Topic
Oil Grades and Limitations

Oil Suction and Pressure Screens
Oil Relief Valve
Cylinders
Generator or Alternator Drive Belt Tension
06 Troubleshooting
Failure of Engine to Start
Failure of Engine to Idle Properly
Low Power and Uneven Running
Failure of Engine to Develop Full Power
Rough Engine
Low Oil Pressure
High Oil Temperature
Excessive Oil Consumption
High Fuel Flow Indication on Fuel Gage
07 Installation and Storage

Preparation of Engine for Installation
General
Inspection of Engine Mounting
Attaching Engine to Mounts
Oil and Fuel Line Connections
Propeller Installation
Preparation of Carburetors Fuel Injectors For Instl
Carburetor
Fuel Injector
Corrosion Prevention in Eng Installed in Inactive A/C
Installation Drawing
08 Tables
Table of Limits
Ground Run After Top Overhaul
Flight Test After Top Overhaul
Full Throttle HP at Altitude
Table of Speed Equivalents
Centigrade-Fahrenheit Conversion Table
Inch-Fractions Conversions
End of Index J~k´•k
06/15/2009 C0pytnight Aircraft Technical Publishers Page 3 of 3
(AV 0970 OV)

NI FG I
INTRO
Operatorss Manual
Lycoming
0-540, 10-546 Series
Approved by FAA
4’h Edition Part No. 60297-10
ATextmnCompany June 2006

652 Oliver Street
Williamsport, Pk 17701 U.S.A.
570/323-6181
0-540, 10-540 Series Operator’s Manual
Lycoming Part Number: 60297-10
02006 by Lycoming. All rights reserved.

Lycoming- and "Powered by Lycoming" are trademarks or registered trademarks of
Lycoming.
All brand and product names referenced in this publication are trademarks or registered
trademarks of their respective companies.
For additional information:
Mailing address:
Lycoming Engines
652 Oliver Street
Williamsport,PA 17701 U.S.A.
Phone:
Factory: 570-323-6181
Sales Department: 570-327-7268
Fax: 570-327-7101
Lycoming’s regular business hours are Monday through Friday from 8:00 AM
through 5:00 PM Eastern Time (-5 GMT)
Visit us on the World Wide Web at:

http:~www. lycoming. textron. com
NOTE
In order to accommodate cleaver type, larger charts and graphs, and more
detailed illustrations, this edition of the 0-540, 10-540 Series Operator’s
Manual, Lycoming Tart Number 60297-10 is presented in an 8-1/2 x II
inch format. This edition is a complete manual, current as of the date of

issue. The manual incorporates allpreviously issued revisions.
This manual will be Ikept current by revisions available from Lycoming

distributo‘rs orfrom thefactory. All revisions will be accompanied by an
Operator’s Manuai Revision page which will identifj, the revision level, the
date of the revision, and the pages revised, added or deleted. All revisions
will be supplied in the 8-1/2 x II inch format.

RECORD OF REVISIONS
MFG REV
NO DESCRIPTION ISSUEDATE ATPREVDA~ INSERTED BY
60297-10-51See Highlights 1/03 4/30/03 ATP/MG
60297-10-11See Highlights 8/06 8/9/07 ATP/MT
60297-10-21See Highlights 9/08 10/16/08 ATPNP
3109 6/25/09 ATPNP

60297-10-31See Highlights
RECORD OF TEMPORARY REVISIONS
TEMP ATP REV INSERT DATE REV REMOVE

REV NO DESCRIPTION ISSUE DATE DATE BY REMOVED INCOR BY
A Textron Company
OIPERATOR’S MANUAL
REVISION
REVISION NO. PUBLICATION PUBLICATION NO. PUBLICATION DATE
60297-10-3 0-540, 10-540 Series 1 60297-10 June 2006
The page(s) in this revision replace, add to, or delete current pages in the operator’s manual.
PREVIOUS REVISION CURRENT REVISION
August 2006 1 March 2009
3-4 5-7
September 2008
3-7, 3-8; Added page 3-8A/B
92009 by Lycoming "All Rights Reserved"

Lycoming Engines, a division of AvCo Corporation, a wholly owned subsidi~uyof Textron Inc.
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A Textron Company
~NARRANTY
(LIMITED)
Q NEW AND REBUILT

RECIPROCATING AIRCRAFT ENGINE
WHAT LYCOMING PROMISES YOU
Lycoming warrants each new and rebuilt reciprocating engine sold by it to be free from defects in material
and workmanship for a period of twelve (12) months from date of first operation, excluding necessary
aircraft acceptance testing. Cylinders are warranted for a period of twenty-four (24) months*. The date of
first operation must not exceed two (2) years fiom the date of shipment from Lycoming.
Lycoming’s obligation under this warranty shall be limited to its choice of repair or replacement, on an
exchange basis, of the engine or any part of the engine, when Lycoming has determined that the engine is
defective in material or workmanship. Such repair or replacement will be made by Lycdming at no charge
to you. Lycoming will also bear the cost for labor in connection with the repair or replacement as provided
in Lycoming’s then current Removal and Installation Labor Allowance Guidebook.
In addition, if Lycoming determines that the engine proves to be defective in material or workmanship
during the period until the expiration of Lycoming’s recommended Time Between Overhaul (TBO), or two
(2) years from the date of first operation, whichever occurs first, Lycoming will reimburse you for a pro
rata portion of the charge for the repair or replacement (at its choice) with Lycoming parts, or parts required
to be repaired or replaced, or a replacement engine, if it determines that engine replacement is required.
g Lycoming’s obligation during the proration period extends to major parts of the engine, which are limited
to crankcase, crankshaft, camshaft, connecting rods, pistons, sump, accessory housing and gears. The
proration policy does not extend to labor or to accessories, including but not limited to magnetos,
carburetors or fuel injectors, fuel pumps, starters, alternators and turbochargers and their controllers.
Any engine or part so repaired or replaced will be entitled to warranty for the remainder of the original
warranty period.
YOUR OBLIGATIONS
The engine must have received normal use and service. You must apply for warranty with an authorized
Lycoming distributor within 30 days of the appearance of the defect in material or workmanship.
Lycoming’s warranty does not cover normal maintenance expenses or consumable items. The obligations
on the part of Lycoming set forth above are your exclusive remedy and the exclusive liability of Lycoming.
This warranty allocates the risk of product failure between you and Lycoming, as permitted by applicable
law.
+Excludes 0-235 series cylinders that have the same warranty as the engine.
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Lycoming reserves the right to deny any warranty claim if it reasonably determines that the engine or parts
has been subject to accident or used, adjusted, altered, handled, maintained or stored other than as directed
in your operator’s manual, or if non-genuine Lycoming pans are installed in or on the engine and are
determined to be a possible cause of the incident for which the warranty application is filed.
Lycoming may change the construction of engines at any time without incurring any obligation to
incorporate such alterations in engines or parts previously sold.
THIS LIMITED WARRANTY IS EXCLUSIVE AND IN LIEU OF ALL OTHER WARRANTIES AND
REPRESENTATIONS, EXPRESS ORIMPLIED OR STATUTORY, WHETHER WRITTEN OR ORAL,
INCLUDING BUT NOT LIMITED TO ANY WARRANTY OF MERCHANTABILITY OR FITNESS
FOR ANY PARTICULAR PURPOSE, AND ANY IMPLIED WARRANTY ARISING FROM ANY
COURSE OF PERFORMANCE OR DEALING OR TRADE USAGE. THIS WARRANTY IS ALSO 1N
LIEU OF ANY OTHER OBLIGATION, LIABILITY, RIGHT OR CLAIM, WHETHER 1N CONTRACT
1
OR IN TORT, INCLUDING ANY RIGHT IN STRICT LIABILITY 1N TORT OR ANY RIGHT
ARISING FROM NEGLIGENCE ON THE PART OF LYCOMING. AND LYCOMING’S LIABILITY
ON SUCH CLAIM SHALL M NO CASE EXCEED THE PRICE ALLOCABLE TO THE ENGINE OR
PART WHICH GIVES RISE TO THE CLAIM.
LIMITATION OF LIABILITY
IN NO EVENT, WHETHER AS A RESULT OF A BREACH OF WARRANTY, CONTRACT OR

ALLEGED NEGLIGENCE, SHALL LYCOMING BE LIABLE FOR SPECIAL OR CONSEQUENTIAL
OR ANY OTHER DAMAGES, INCLUDING BUT NOT LIMITED TO LOSS OF PROFITS OR
j
REVENUES, LOSS OF USE OF THE ENGINE OR COST OF A REPLACEMENT.
No agreement varying this warranty or Lycoming’s obligations under it will be binding upon Lycoming
unless in writing signed by a duly authorized representative of Lycoming.
Effective March 2002 Revision "L
rucomins En~ites
652 Oliver Street
Williamsport, Pennsylvania
17701 ~g
(570) 323-6181
www. lycoming. textron. com
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MrARRANTY
(LIMITED)
REPLACEMENT PART RECIPROCATING AIRCRAFT ENGINE
B WHAT LYCOMING PROMISES YOU
1
f
Lycoming warrants eachnew reciprocating aircraft engine replacement part sold by it to be free from
defects in material and workmanship for a period of twelve (12) months from the date of first operation.
Cylinder Kits are warranted for a period of twenty-four (24) months’. The date of first operation must not
exceed two (2) years from the date of shipment from Lycoming.
Lycoming’s obligation under this warranty shall be limited to its choice of repair or replacement, on an
B exchange basis, of the engine or any part of the engine, when Lycoming has determined that the engine is
defective in material or workmanship. Such repair or replacement will be made by Lycoming at no charge
to you. Lycoming will also bear the cost for labor in connection with the repair or replacement as provided
Removal and Installation Labor Allowance Guidebook.
´•L Lycoming’s then current
in
Any part so repaired or replaced will be warranted for the remainder of the original warranty period.
YOUR OBLIGATIONS
The engine in which the replacement part is installed must have received normal use and service. You must
apply for warranty with an authorized Lycoming distributor within 30 days of the appearance of the defect
in material or workmanship.
Lycoming’s warranty does not cover normal maintenance expenses or consumable items. The obligations
on the part of Lycoming set forth above are your exclusive remedy and the exclusive liability of Lycoming.
This warranty allocates the risk of product failure between you and Lycoming, as permitted by applicable
law.
Lycoming reserves the right to, deny any warranty claim if it reasonably determines that the engine or part
subject to
has been accident or used, adjusted, altered, handled, maintained or stored other than as directed
in your operator’s manual, or if non-genuine Lycoming parts are installed in or on the engine and are
determined to be a possible cause of the incident for which the warranty application is filed.
Lycoming may change the construction of engines at any time without incurring any obligation to
incorporate such alterations in engines or parts previously sold.
*Excluding 0-235 series cylinders.
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A Textron Company
THIS LIMITED WARRANTY IS EXCLUSIVE AND IN LIEU OF ALL OTHER WARRANTIES AND
REPRESENTATIONS, EXPRESS OR IMPLIED OR STATUTORY, WHETHER WRITTEN OR ORAL.
INCLUDING BUT NOT LIMITED TO ANY WARRANTY OF MERCHANTABILITY OR FITNESS
FOR ANY PARTICULAR PURPOSE, AND ANY IMPLIED WARRANTY ARISING FROM ANY
COURSE OF PERFORMANCE OR DEALING OR TRADE USAGE. THIS WARRANTY 1S ALSO IN ~3
LIEU OF ANY OTHER OBLIGATION, LIABILITY, RIGHT OR CLAIM, WHETHER IN CONTRACT.
OR IN TORT, INCLUDING ANY RIGHT IN STRICT. LIABILITY IN TORT OR ANY RIGHT ~5
ARISING FROM NEGLIGENCE ON THE PART OF LYCOMING, AND LYCOMING’S LIABILITY
ON SUCH CLAIM SHALL IN NO CASE EXCEED THE PRICE ALLOCABLE TO THE ENGINE OR ~3
PART WHICH GIVES RISE TO THE CLAIM.
LIMITATION OF LIABILITY
IN NO EVENT, WHETHER AS A RESULT OF A BREACH OF WARRANTY, CONTRACT OR

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

NEGLIGENCE, SHALL LYCOMING BE LIABLE FOR SPECIAL OR CONSEQUENTIAL OR ANY OTHER
DAMAGES, INCLUDING BUT NOT LIMITED TO LOSS OF PROFITS OR REVENUES, LOSS OF USE OF ~5
B
THE ENGINE OR COST OF A REPLACEMENT.
No agreement varying this warranty or Lycoming’s obligations under it will be binding upon Lycoming unless in
writing signed by a duly authorized representative of Lycoming.
Effective March 2002 Revision "K"
Eng~nes
652 Oliver Street
17701
(570) 323-6181
www. lycoming. textron. com
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LYCOMING OPERATOR’S MANUAL
ATTENTION
OWNERS, OPERATORS, AND MAINTENANCE PERSONNEL
This operator’s manual contains a description of the engine, its specifications, and detailed information on
how to operate and maintain it. Such maintenance procedures that may be required in conjunction with
periodic inspections are also included. This manual is intended for use by owners, pilots and maintenance
personnel responsible for care of Lycoming powered aircraft. Modifications and repair procedures are
contained in Lycoming overhaul manuals; maintenance personnel should refer to these for such procedures.
SAFETY WARNING
Neglecting tofollow the operating instructions and to carry out periodic maintenance procedures can result
in poor engine performance and power loss. Also, if power and speed limitations specified in this manual
are exceeded, for any reason, damage to the engine andpersonal injury can happen. Consult your local
FAA approved maintenancefacility.
SERVICE BULLETINS, INSTRUCTIONS, AND LETTERS
Although the information contained in this manual is up-to-date at time ofpublication, users are urged to
keep abreast of later information through Lycoming Service Bulletins, Instructions and Service Letters
which are available ~om all Lycoming distributors or fiom the factory by subscription. Consult the latest
revision of Service Letter No. L1 14 for subscription information.
NOTE
The illustrations, pictures and drawings shown in this publication are typical of the subject matter they
portray; in no instance are they to be interpreted as examples of any specific engine, equipment or part
theveof:
IMPORTANT SAFETY NOTICE
Proper service and repair is essential to increase the

safe, reliable operation of all aircraft engines. The
service procedures recommended by Lycoming are effective methods for performing service operations.
Some of these operations require the use of tools specially designed for the task. These special tools must be
used when and as recommended.
important to note that most Lycoming publications contain various Warnings

It is and Cautions which
must be carefully read in order to minimize the risk of personal injury or the use of improper service
methods that may damage the engine or render it unsafe.
It is alsoimportant to understand that these Warnings and Cautions are not all inclusive. Lycoming could
not possibly know, evaluate or advise the service trade of all conceivable ways in which service might be
done or ofthe possible hazardous consequences that may be involved. Accordingly, anyone who uses a
service procedure must first satisfy themselves thoroughly that neither their safety nor aircraft safety will be
jeopardized by the service procedure they select.
TABLE OF CONTENTS
Page
SECTION 1 DESCRIPTION 1-1
SECTION 2 SPECLFICATIONS 2-1
SECTION 3 OPERATING INSTRUCTIONS 3-1
SECTION 4 PERIODIC INSPECTIONS 4-1
SECTION 5 MAINTENANCE PROCEDURES 5-1
SECTION 6 TROUBLE-SHOOTING 6-1
SECTION 7 INSTALLATION AND STORAGE 7-1
SECTION 8 TABLES 8-1

3/4 Right Front View Typical IO-540-B
ORIGINAL
As Received BY
ATP
Right Rear View Typical 10-540-C

WARNING
THESE ENGINES ARE EeUIPPED WlTH A DYNAMIC COUNTER WEIGHT SYSTEMAND

MUST BE OPERATED ACCORDINGLY; AVOID HIGH ENGINE SPEED, LOW
MANIFOLD PRESSURE OPERATION. USE A SMOOTH, STEADYMOVEMENT OF THE
THROTTLE (AyOlD RAPIDOPENING AND CLOSING), IF THIS WARNING IS NOT
HEEDED, THERE COULD BE SEVERE DAMAGE TO THE COUNTERWEIGHTS,
ROLLER AND BUSHINGS.
V11
01
SECTION 1
DESCRIPTION
Page
General´•´•´•´•´•´•´•´•´•´•´•´•´•´•. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Cylinders 1-1
Valve Operating Mechanism .......................................i..............................................................................

1-1
Crankcase 1-1
Crankshaft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Connecting Rods 1-1
Pistons 1-1
Accessory Housing 1-1
Oil Sump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Oil Sump and Induction System.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Cooling System 1-2
Induction System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2

LYCOMING OPERATOR’S MANUAL SECTION 1
0-540, 10-540 SERIES DESCRIPTION
SECTION 1
DESCRIPTION
The 0-540 and IO-540 series are six cylinder, direct drive, horizontally opposed, air cooled engines.
In referring to the location of the various engine components, the parts are described in their relationship
to the engine as installed in the airframe. Thus the power take-off end is considered the front; the accessory
drive end, the rear. The sump section is considered the bottom and the opposite side of the engine where the
shroud tubes are located the top. Reference to the left and right side is made with the observer facing the
rear of the engine. The cylinders are numbered from front to rear, odd numbers on the right, even numbers
on the left. The direction of rotation for accessory drives is determined with the observer facing the drive
pad.
Cylinders The cylinders are of conventional air cooled construction with the two
major parts, head and
barrel, screwed and shrunk together. The heads are made from an aluminum alloy casting with a fUlly
machined combustion chamber. Rocker shaft bearing supports are cast integral with the head along with
housings to form the rocker boxes for both valve rockers. The cylinder barrels, which are machined from
chrome nickel molybdenum steel forgings, have deep integral cooling fins and the inside of the barrels are
ground and honed to a specified finish.
Valve Operating Mechanism A conventional type camshaft is located above and parallel to the crankshaft.
The camshaft actuates hydraulic tappets which operate the valves through push rods and valve rockers. The
valve rockers are supported on full-floating steel shafts. The valve springs bear against hardened steel seats
and are retained on the valve stems by means of split keys.
Crankcase The crankcase assembly consists of two reinforced aluminum alloy castings, fastened together
by means of studs, bolts and nuts. The mating 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 main bearing inserts.
Cranlishaft The crankshaft is made ~om a chrome nickel molybdenum steel forging. All bearing journal
surfaces are nitrided. Freedom from torsional vibration is assured by a system of pendulum type dynamic
colpntenveights.
Connecting Rods The connecting rods are made in the form of"H" sections from alloy steel forgings.
They have replaceable bearing inserts in the crankshaft ends and bronze bushings in the piston ends. The
bearing caps on the crankshaft ends are retained by two bolts and nuts through each cap.
Pistons The pistons are machined from an alloy forging. The piston pin is a full floating type
aluminum
with a plug located in each end of the pin. Depending the cylinder assembly, pistons may be machined
on
for either three or four rings and may employ either half-wedge or full-wedge rings. Consult the latest
revision of Service Instruction No. 1037 for proper piston and ring combinations.
Accessory Housing The accessory housing is made from an aluminum casting and is fastened to the rear of
and the tap rear of the sump. It forms a housing for the oil pump and the various accessory
~nkcase
1-1
SECTION 1 LYCOMING OPERATOR’S MANUAL
DESCRIPTION 0-540, 10-540 SERIES
OilSump (0-540 IO-540-C, -D, -J, -N, -R) Thesump incorporates an oil drain plug, oil suction screen,
mounting pad for carburetor or fuel injector, the intake riser and intake pipe connections.
Oil Sump Assembly (Except 0-540 IO-540-C, -D, -J, -N, -R) This assembly consists of the
and Induction
oil sump bolted to a mated cover containing intake pipe extensions for the induction system. When bolted
together they form a mounting pad for the air inlet housing. Fuel drain plugs are provided in the cover and
the sump incorporates oil drain plugs and an oil suction screen.
Cooling System These engines are designed to be cooled by air pressure actuated by the forward speed of
the aircraft. Baffles are provided to build up a pressure and force the air through the cylinder fins. The air is
then exhausted to tht atmosphere through gills or augmentor tubes usually located at the rear of the cowling.
Induction System Lycoming 0-540 series engines are equipped with a Marvel-Schebler MA-4-5
carburetor. Particularly good distribution of the fuel-air mixture to each cylinder is obtained through the
center zone induction system, which is integral with the oil sump and is submerged in oil, insuring a more
uniform vaporization of fuel and aiding incooling the oil in the sump. From the riser the fuel-air mixture is
distributed to each cylinder by individual intake pipes.
Lycoming 10-540 series engines are equipped with either a Bendix type RS or RSA fuel injector. The fuel
injection system schedules fuel flow in proportion to air flow and fuel vaporization takes place at the intake
ports.
A brief description of the carburetor and fuel inj ectors follows:
The Marvel-Schebler MA-4-5 carburetor is of the single barrel float type and is equipped with a manual
mixture control and an idle cut-off.
The Marvel-Schebler HA-6 is a horizontal mounted carburetor equipped with a manual mixture control
and idle cut-off.
The Bendix RS type fuel injection system operates by measuring the air flow through the throttle body of
the servo valve regulator controls, and uses this measurement to operate a servo valve within the control.
The regulated fuel pressure established by the servo valve is used to control the distributor valve assembly,
which then schedules fuel flow in proportion to air flow.
The Bendix RSA type fuel injection system is based on the principle of measuring air flow and using the
air flow signal in a stem type regulator to convert the air force into a fuel force. This fuel force (fuel
pressure differential) when applied across the fuel metering section O’etting system) makes fuel flow
proportional to air flow.
NOTE
The letter ’rD used as the 4’h or 5’h character in the model suffix means that the basic model
conJiguration has been altered by the use of dual magnetos housed in a single housing.
Example basic model iO-540-KIA5 becomes IO-540-KIASD.
Operational aspects of engines are the same, andperformance datafor the basic model still
opply.
1-2
02
SECTION 2
SPECIFICATIONS
Page
0-540-A, -B, -E, -G, -H Series 2-1
O-540-F, -J, -L Series; IO-540-A, -B, -E, -G, -P Series 2-2
IO-540-C, -D, -J, -N, -R, -T, -V Series 2-3
IO-540-K, -L, -M, -S, -W, -AA Series 2-4
IO-540-AB, -AC, -AE Series 2-5
Standard Engine Weights. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• 2-6
Accessory Drives 2-7

0-540, IO-540 SERIES SPECIFICATIONS
SECTION 2
SPECIFICATIONS
0-540-A* SERIES
FAA Type Certificate ....................................................................................................................................295
Rated horsepower. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .250

Rated speed RPM.. . . . . . . . . . . . . . . . . . . . . . . . . .;. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2575
Bore, inches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5.125
Stroke, inches ..............................................................................................................................................4.375
Displacement, cubic inches.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 541.5

Compression ratio 8.5:1
Firing order 1-4-5-2-3-6
Spark occurs, degrees ETC ..............................................................................................................................25
Valve rocker clearance (hydraulic tappets collapsed) .028-.080

Prop. drive ratio 1:1
Prop. driven rotation ..........................................................................................................................,Clockwise
0-540-B SERIES

Rated speed RPM.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2575
Bore, inches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5.125
Stroke, inches ..............................................................................................................................................4.375

Spark occurs, degrees ETC .........,.,25
Prop. drive ratio 1:I
Prop. driven rotation ...........................................................................................................................Clockwise
0-540-E, -G, -H SEREIS

Rated speed RPM.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2700
Bore, inches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5.125
Stroke, inches .........,4.375
Firing order .........___
1-4-5-2-3-6
Spark occurs, degrees ETC ..........25
0-540-A series engines (except -A3D5) has an alternate rating of 235 horsepower at 2400 RPM.
2-1
SPECIFICATIONS 0-540, 10-540 SERIES
SPECIFICATIONS (CONT.)
0-540-5, -L SERIES

Rated speed RPM.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2400
Bore, inches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5.125
Stroke, inches ..................................;...........................................................................................................4.375
Displacement cubic inches.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .541.5


Prop. drive ratio I:1
0-540-F SERIES

Rated speed RPM.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2800
Bore, inches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5.125
Stroke, inches ..............................................................................................................................................4.375
Displacement cubic inches.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .541.5

Spark occurs, degrees ETC .............................................................................................................................,25

IO-540-A, -B, -E, -G, -P SERIES
FAA Type Certificate 1E4

Rated speed RPM.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2575
Bore, inches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5.125
Stroke, inches ..............................................................................................................................................4.375
Displacement cubic inches.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .541 .5

Valve rocker clearance (hydraulictappets collapsed) .028-.080

2-2
0-540, 10-540 SERIES SPECIFICATIONS
IO-540-D, -N, -R, -T*, -V SERIES

Rated horsepower. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ......260
Rated speed RPM.. . . .;. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2700
Bore, inches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5.125
Stroke, inches ..;........;........................................4.375

Firing order 1-4-5-2;3-6
Sparkoccurs, degrees ETC ..............................................................................................................................2$

Prop. drive ratio . . . . .;. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .t. . . . . 1:I
IO-540-T4B5 model engine has an alternate rating of 250 horsepower at 2575 RPM. When operated at
alternate rating, all performance data pertinent to the IO-540-C series is applicable.
IO-540-C* SERIES
FAA Type Certificate ..........................................................................................i.........................,..............

1E4
Rated speed RPM.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2575
Bore, inches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5.125
Stroke, inches... ......4.375
Displacement, cubic inches.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ;. . . . . . .541.5
Spark occurs, degrees ETC .......25
Prop. driven rotation .....Clockwise
IO-540-C4D5D model engine has an alternate rating of 235 horsepower at 2400 RPM. When´•operated at
alternate rating, all performance data pertinent to the IO-540-W series is applicable.
IO-540-J SERIES

Rated speed RPM..... .......2575
Bore, inches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .$.125
Stroke, inches
Displacement, cubic inches...... ..........541.5
Compression ratio 8,5:1

Spark occurs, degrees ETC ......25
2-3
IO-540-K*, -L, -M, -S* SERIES

Rated speed RPM.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2700
Bore, inches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .;. . . . . . . . . . . . . . . . . . . . . . . . . . . . .5.125
Stroiter ~inches ...;....................................................................4.375
Displacement, cubic inches.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .............................................541
.5
Spark occurs, degrees ETC ..............................................;................................................................................20

Prop. driven rotation ...1.......................................................................................................................Clockwise
IO-540-K1C5, -K1F5, -K1J5 and -S1A5 model engines have alternate rating of 290 horsepower at 2575
RPM. When operated at alternate rating, all performance data pertinent to the IO-540-G series is
applicable.
IO-540-W SERIES

Rated horsepower. . .: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .235
R~ited speed RPM.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2400
Bore, inches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5.125
Stroke, inches ..........................................4.375
Displacement, cubic inches.. . . . . . . . . ;. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .541,5

Compression ratio. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.5:1
Spark occurs, degrees ETC ..................................................23

Prop. driven rotation... .......................,........Clockwise
IO-540-AA SERIES

Rated speed RPM.. . . . . . . . . . . . . . . . . . . . . . ;. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2425
Bore, inches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5.125
Stroke, inches..... ..........................................4.375


Prop. drive ratio 1:I
Prop. driven rotation .......................Clockwise
2-4
IO-540-AB SERIES

Rated speed RPM.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2400
Bore, inches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5.125
Stroke, inches ..............................................................................................................................................4.375

Spark occurs, degrees ETC........ ............................23
Valve rocker clearance (hydraulic tappets collapsed) .028.-.080

Prop. drive ratio I:l
IO-540-AC SERIES

Rated horsepower. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,. . . . . . .30
Rated speed RPM.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2700
Bore, inches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5.125
Stroke, inches .......................................................;......................................................................................4.375

Spark occurs, degrees ETC ...........................;..................................................................................................20

IO-540-AE SERIES

Rated horsepower. . . . . . . . . . . . . . . . . i. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .235
Rated speed RPM.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2800
Bore, inches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5.125
Stroke, inches ............................................................................................;.................................................4.375
Displacement, cubic inches.. . . . . . . .;. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 541.5

Spark occurs, degrees BTC.. . . .,. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .;. . . . . . . . . . . . . . . . . .20
2-5
i. STANDARDENGINE,DRYWEIGHT
MODEL LBS.
O-540-L3C5D ...........................................................................................................................................387.00
O-540-J1A5D, -J2A5D, -J1B5D, -J2B5D ................................................................................................387.00
O-540-J3A5D, -J3C5D .............................................................................................................................388.00
0-540-B1A5, -B2A5, -B4A5 .....................................................................................................;..............395.00
O-540-B1B5, -B2B5, -B4B5, -J3A5.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 395.00

O-540-A2B, -B1D5.. . . . . . . . . . . . . . . . .,. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 396.00
O-540-F1B5 ..........................................................................................................................~...................400.00
0-540-B2C5, -E4A5 .............................................................................................................~...................402.00
0-540-E4B5 ..............................................................................403.00
O-540-E4C5 ..............................................................................................................................................404.00
O-540-A1A, -A1A5, -A4A5 .....................................................................................................................405.00
0-540-A1B5, -A1C5, -A4B5.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .406.00

O-540-A1D, -A4C5, -A1D5, -A4D5 ............,...........................................................................................406.00
0-540-A3D5, -H1BSD, -H2BSD.. . . . . . . . . . . . . . . . . . . . . . . . ´•. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .412.00

0-540-G1A5, -G2A5 ................................................................................................................................415.00
O-540-H1A5, -H2A5 ................................................................................................................................416.00
IO-540-AB 1A5 .........................................................................................................................................382.00
1O-540-W1A5, -WIASD......... ....................................................400.00
1O-540-W3A5D ..............................401
.00
1O-540-C1C5, -C2C, -C4C5, -C4D5 ........................................................................................................402.00
IO-540-C1B5, -C4B5 .....404.00

1O-540-J4A5 .............................................................................................................................................409.00
IO-540-C4B5D, -C4D5D.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .410.00

IO-540-D4A5, -D4B5, -T4A5D, -T4B5D ................................................................................................412.00
IO-540-~4A5D .........................................................................................................................................414.00
IO-540-T4B5.......................................................................... .................41 8.00

IO-540-T4C5D................................ .424.00
1O-540-N1A5 ............................................................................................................................................428.00
IO-540-R1A5 ............................................................................................................................................437.00
IO-540-B1A5, -B 105, -E1A5. ....442.00

IO-540-A1A5, -E1B5 ..........,.443.00
IO-540-E1C5, -G1A5, -AE1AS ................................................................................................................447.00
1O-540-G1E5 ............................................................................................................................................448.00
IO-540-G1F5.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 449.00
1O-540-G1B5 ............................................................................................................................................453.00
1O-540-G1C5, -G1D5, -ACIAS ...............................................................................................................454.00
IO-540-P1A5............. .........,.,455 .00

1O-540-K1E5D .........................................................................................................................;...............466.00
1O-540-M1A5, -M1B5D ......467.00

1O-540-K165, -K1H5, -K1JSD, -L1A5D, -M1C5 ...................................................................................468.00
IO-540-K1A5, -K2A5, -K1B5, -K1C5, -K1K5 .....469.00

1O-540-K1F5D, -KIGSD.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .´•469.00
1O-540-K1E5, -K1ASD ...............................t............................................................................................470.00
2-6
I. STANDARD ENGINE DRY WEIGHT(CONT)
MODEL LBS.
IO-540-L1C5, -L1BSD .............................................................................................................................471

.00
1O-540-KLJ5 ..............................................................................................................,..............................472.00
1O-540-K1D5, -K1F5 ...............................................................................................................................473.00
IO-540-S1A5.. .,. .,. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .,. . . . . . . . . 475.00

IO-540-AA1A5, -AAIBS .............,.........................................................................................,.................479.00
I. ACCESSORYDRIVES
*Accessory Drive Drive Ratio. **Direction of Rotation
Starter 16.556:1 Counterclockwise

Generator 1.910:1 Clockwise
Generator (Optional) 2.500:1 Clockwise
Alternator 3 .200:1 Clockwise
Alternator (Optional) 3.630:1 Clockwise
Vacuum Pump 1.300:1 Counterclockwise
Hydraulic Pump 1.385:1 Clockwise
Hydraulic Pumpt 1.300:1 Clockwise
Tachometer .500:1 Clockwise
Propeller Governor .895:1 Clockwise
Propeller GovernorS .947:1 Clockwise
Magneto Drive: Single 1.500:1 Clockwise
Magneto Drive: Dual .750:1 Clockwise
Fuel Pump AN (Singie Mag) 1.000:1 Counterclockwise
Fuel Pump AN (Dual Mag) 1.000:1 Clockwise
Fuel Pump Plunger Operated .500:1 Counterclockwise
When applicable.
Viewed facing drive´• pad NOTE that engines with "L" in prefix will have opposite rotation to the
above.
t Dual magneto drive.
Wide cylinder flange series.
2-7
03
SECTION 3
OPERATING INSTRUCTIONS
Page
General´•´•´•´•´•´•´•´•´•´•´•´•´•´•. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Prestarting Items of Maintenance 3-1
Starting Procedures .............................................................i.......................................................................

3-1
Cold Weather Starting 3-2
Ground Running and Warm-Up 3-2
Ground Check 3-2
Operating in Flight 3-4
Use’of Carburetor Heat Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
Engine Flight Chart 3-8
Operating Conditions 3-9
Engine Shut Down Procedures 3-13
Performance Curves 3-14

0-540, 10-540 SERIES OPERATING INSTRUCTIONS
SECTION 3
OPERATING INSTRUCTIONS
I. GENERAL. Close adherence to these instructions will greatly contribute to long life, economy and
satisfactory operation of the engine.
NOTE
YOUR ATTENTION IS DIRECTED TO THE WARRANTIES THAT APPEAR IN THE

FRONT OF THIS MANUAL REGARDING ENGINE SPEED, THE USE OF SPECIFIED
FUELS AND LUBRICANTS, REPAIR AND ALTERATIONS. PERHAPS NO OTHER ITEM
OF ENGINE OPERATION AND MAINTENANCE CONTRIBUTES eUITE SO MUCH TO
SATISFACTORY PERFOR~MANCE AND LONG LIFE AS THE CONSTANT USE OF
CORRECT GRADES OF FUEL AND OIL, CORRECT ENGINE TIMING, AND FLYING
THE AIRCRAFT AT ALL TIMES WITHIN THE SPEED AND POWER RANGE SPECIFIED
FOR THE ENGINE. DO NOT FORGET 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.
New engines have been carefully run-in by Lycoming and therefore, no further break-in is necessary
insofar asoperation is concerned; however, new or newly overhauled engines should be operated using only
the lubricating ails recommended in the latest revision of Service Instruction No. 1014.
NOTE
Cruising should be done at 750/0 power until a total of 50 hours has been
650/0 to
accumulated or the oil consumption has stabilized This is to insure the proper seating of the
rings and is applicable to new engines and engines in servicefollowing cylinder replacement
or top overhaul of one or more cylinders.
The minimum fuel octane rating is listed in the flight chart, Part 9 of this section. Under no circumstances
should fuel of a lower octane rating or automotive fuel (regardless of octane rating) be used.
2. PRESTARTING ITEMS OF MAINTENANCE. Before starting the aircraft engines for the first flight of
the day; there are several items of maintenance
inspection that should be performed. These are described in
Section 4 under Daily Pre-Flight inspection. They must be observed before the engine is started.
3. STARTING PROCEDURES.
The following starting procedures are recommended; however, the starting characteristics of various
installations will necessitate some variation from these procedures.
NOTE
Cranking periods should be limitedfrom ten (10) to twelve (12) seconds with 5 rest
between crankingperiods.
3-1
OPERATING INSTRUCTIONS 0-540, 10-540 SERIES
a. O-5IOSeries
(1) Perform pre-flight inspection.
(2) Set carburetor heat control in "cold" position.
(3) Set propeller governor (if applicable) in "Full RPM" position.
(4) Turn fuel valve to "on" position.
(5) Move mixture control to "Full Rich".
(6) Turn on boost pump.
(7) Pump throttle to full open and back to idle position for 2 to 3 strokes for a cold engine. If engine is
equipped with a priming system, cold engines may be primed with 1 to 3 Strokes of the priming
pump.
(8) Open throttle approximately ’/4 travel.
(9) Sd magneto selector switch. Consult airframe manufacturer’s handbook for correct position.
(10) Engage starter.
(11) When engine starts, place magneto selector switch in "Both" position.
(12) Check oil pressure gage for indicated pressure. If ail pressure is not indicated within thirty
seconds, stop engine and determine trouble.
b. 10-540 Series (ColdEngine).
(1) Perform pre-flight inspection.
(2) Set propeller governor in "Full RPM".
(3) Turn fuel valve to "on" position.
(4) Open throttle approximately ’/4 travel.
(5) Turn boost pump on and move mixture control to "Full Rich" position until a slight but steady
flow is indicated.
(6) Return mixture control to "Idle Cut-Off’ position.
(7) Set magneto selector switch. Consult airframe manufacturer’s handbook for correct position.
(s,B,,,,,,,
3-2
(9) When engine starts, place magneto selector switch in "Both" position.
(10) Move mixture control slowly and smoothly to "Full Rich".
(11) Check oil pressure gage for indicated pressure. If oil pressure is not indicated within thirty
seconds, stop the engine and determine trouble.
NOTE
If engine fails to achieve a normal start, assume it to be flooded. Crank engine over with
throttle wide open and ignition ofJ: Then repeat above procedure.
Hot Engine Because fuel percolates, the system must be cleared ofvapor; it is recommended that the same
procedure, as outlined on page 3-2, be used for starting a hot engine.
4. COLD WEATHER STARTING. During extreme cold weather, it may be necessary to preheat the engine
and oil before starting.
5. GROUND RUNNING AND WARM-UP. Subject engines are air pressure cooled and depend on the
forward movement of the aircraft to maintain proper cooling. Particular care is necessary, therefore, when
operating these engines on the ground. To prevent overheating, it is recommended that the following
precautions be observed.
NOTE
Any ground check that reyuires full throttle operation must be limited to three minutes, or
less ifinclicated cylinder head temperature should exceed the maximum stated in this manual.
a. Headthe aircraftinto thewind.
b. Leave mixture in "Full Rich".
c. Operate the engine on the ground only with the propeller in minimum blade angle setting.
d. Warm up at approximately 1000-1200 RPM. Avoid prolonged idling and do not exceed 2200 RPM on
th~ ground.
e. Engine is warm enough for take-offwhen the throttle can be opened without the engine faltering.
6. GROUND CHECK.
a. Warm up as directed above.
b. Check both oil pressure and oil temperature.
c. Leave mixture in "Full Rich"
3-3
OPERATING INSTRUCTIONS 0-540, 10-541i SERIES
d. (Where applicable) Move the

propeller control through its complete range to check operation and
return to full low pitch position. Full feathering check (twin engine) on the ground is not
recommended but the feathering action can be checked by running the engine between 1000-1500
RPM; then momentarily pulling the propeller control into the feathering position. Do not allow the
RPM to drop more than 500 RPM.
e. A proper magneto check is important. Additional factors, other than the ignition system, affect
magneto drop-off. They load-power output, propeller pitch and mixture strength. The important
are
thing is that the engine runs smoothly because magneto drop-off is affected by the variables listed
above. Make the magneto check in accordance with the following procedures.
(1) (Controllable Pitch Propeller) With propeller in minimum pitch angle, set the engine to produce
I 50-65% power as indicated by the manifold pressure gage unless other specified in the aircraft
manufacturer’s manual. Set the mixture control to the full rich position. At these settings, the
ignition system and spark plugs must work harder because of the greater pressure within the
cylinders. Under these conditions, ignition problems can occur. Mag checks at low power settings
will only indicate fuel-air distribution quality.
NOTE
Aircraft that are equipped withfixed pitch propellers, or not equipped with manifold
pressure gage, may check magneto drop-off with engine operating at approximately 2100-
2200 RPM.
(2) Switch from both magnetos to one and note drop-off; return to both until engine regains speed and
switch to the other magneto and not drop-off, then return to both. Drop-off should not exceed 175
I RPM and should not exceed 50 RPM between magnetos. A smooth drop-off past the normal
specification of 175 RPM is usually a sign ofa too lean or too rich mixture.
(3) If the RPM drop exceeds 175 RPM, slowly lean the mixture until the RPM peaks. Then retard the
throttle to the RPM specified in step e.(1) for the magneto check and repeat the check. If the drop-
off does not exceed 175 RPM, the difference between the magnetos does not exceed 50 RPM, and
the engine is running smoothly, then the ignition system is operating properly. Return the mixture
to full rich.
f. Do not operate on a single magneto for too long a period; a few seconds is usually sufficient to check
drop-off and will minimize plug fouling.
7. OPERAT~NG INFLIGHT.
a. Subject engines are equipped with a dynamic counterweight system and must be operated accordingly.
Use a smooth, steady movement (avoid rapid opening and closing) of the throttle.
b. See airframe manufacturer’s instructions for recommended power settings.

c. Fuel Mixture Leaning Procedure.
Improper fuel/air mixture during flight is responsible for many engine problems, particularly during
take-off and climb power settings. The procedures described in this manual provide proper fuel/air
mixture when leaning Lycoming engines; they have proven to be both economical and practical by
eliminating excessive fuel consumption and reducing damaged parts replacement. It is therefore
recommended that operators of all Lycoming aircraft power-plants utilize the instructions in this
publication any time the fuel/air mixture is adjusted during flight.
3-4 Revised August 2006
Manual leaning by exhaust gas temperature indication, fuel flow indication, and
may be monitored
by observation of engine speed and/or airspeed. However, whatever instruments are used in leaning
the mixture, the following general rules should be observed by the operator of Lycoming aircraft
engines.
GENERAL RULES
Never exceed the maximum red line cylinder head temperature limit.
For maximum sewice life, cylinder head temperatures should be maintained below 435"F (224"C) during
high performance cruise operation and below 400"F (20S"C)for economy cruise powers.
On engines with manual mixture control, maintain mixture control in "Full Rich
"positionfor rated take-
ofJ; climb and maximum cruise powers (above approximately 75~. However, during take-offfrom high
elevation airport or during climb, roughness or loss ofpower may resultfrom over-richness. In such a case
adjust mixture control only enough to obtain smooth operation notfor economy. Observe instrumentsfor
temperature rise. Rough operation due to over-rich fuel/air mixture is most likely to be encountered at
altitudes above 5, 000feet.
Always return the mixture tofull rich before increasingpower settings.
Operate the engine at maximum power mixture for performance cruise powers and at best economy
mixturefor economy cruise power; unless otherwise speciJied in the airplane owners manual.
During let-down flight operations it may be necessary to manually lean carbureted or fuel injected
engines to obtain smooth operation.
A. LEANING TO EXHAUST GAS TEMPERATURE GAGE.
I. Normally aspirated engines withfuel injectors or carburetors.
(a) Maximum Power Cruise (approximately 75% power) Never lean beyond I50"F on rich side of
peak EGT unless aircraft operator’s manual shows otherwise. Monitor cylinder head
temperatures.
(b) Best Economy Cruise (approximately 75% power and below) Operate at peak EGT.
B. LEANING TOFLOWMETER.
Lean to applicable fuel-flow tables or lean to indicator markedfor correct fuel-Jlow for each power
setting.
C LEANING WITHMANUAL MIXTURE CONTROL (CYithoutflowmeter or EGTgage).

I. Carbureted Engines.
(a) Slowly move mixture controlfrom ’~ull Rich position toward lean position.
(b) Continue leaning until engine roughness is noted.
(c) Enrich until engine runs smoothly andpower is regained.
3-5
SECTION 3 LYCOMING OPERATOR’S MANiTAL
BEST MAX
ECONOMY POWER
RANGE I RANGE
w
C3
W
´•i"::::: 5 LL’ MAX.
PEAKEGTORTIT
I +10 L3
O Q:
y TEMP.
a
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w 0 ;"i:’’"
-100
z Lu
oLU.nl´• O
-200
LU
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I
a:
ct 1;1
rr
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-20 w -300
O
Z ii,; err
7.
ui
-so 100 -400
´•i::
!h:
t~ 95
3 6
;I~1´•.
LL[L ~141SFli5
oc~ 90
i
~-5 i;"
zO
wa
0 85
a
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a ´•a:::
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80 _´•;
s.i´•
i::
ii:
;z o~
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3 ;’Ls nu=::
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UI
v
a
(I) I
TOO BEST MAX FULL RICH

LEAN ECONOMY POWER TAKE OFF
CRUISE CRUISE
f-~------- LEAN MIXTURE RICH
Figure 3-1. Representative Effect of Leaning on Cylinder

Head Temperature, EGT (Exhaust Gas Temperature), Engine
Power and Specific Fuel Consumption at Constant Engine
RPM and Manifold Pressure
3-6
REFER TO THE PILOT’S OPERA TING HANDBOOK OR AIRFRAME

MANUFACTURER ’S M4NUAL FOR ADDITIONAL INSTRUCTIONS ON THE USE OF
CARBURETOR HEAT CONTROL. INSTRUCTIONS FOUND IN EITHER PUBLICATION
SUPERSEDE THE FOLLOWING INFORMA TION.
8. USE OF CARBURETOR HEAT CONTROL (0-540 SERIES) 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. Even in summer weather ice may form. 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. The temperature in the mixture chamber may drop as much as 70"F below the temperature of the
incoming air. If this air contains a large amount of moisture, the cooling process can cause precipitation in
the form of ice. Ice formation generally begins in the vicinity of the butterfly and may build up to such an
extent that a drop in power output could result. In installations equipped with fixed pitch propellers, a loss of
power is reflected by a drop in manifold pressure and RPM. In installations equipped with constant speed
propellers, a loss of power is reflected by a drop in manifold pressure. If not corrected, this condition may
cause complete engine stoppage.
To avoid this, all installations are equipped with a system for preheating the incoming air supply to the
carburetor. In this way sufficient heat is added to replace the heat loss of vaporization of fuel, and the
mixing chamber temperature cannot drop to the freezing point of water (32"F). The air preheater is a tube or
jacket through which the exhaust pipe from cylinders is passed, and the air flowing over these
one or more
surfaces is raised to the required temperature before entering the carburetor. Consistently high temperatures
are to be avoided because of a Ibss of power and a decided variation of mixture. High charge temperatures
also favor detonation and preignition, both of which are to be avoided if normal service life is to be expected
from the engine. The following outl.ine is the proper method of utilizing the carburetor heat control.
a. Ground Operation Use of the carburetor air heat the

ground must be held to an absolute
on
minimum. On some installations the air does not pass through the air filter, and dirt and foreign
substances can be taken into the engine with the resultant cylinder and piston ring wear. Only use
carburetor air heat on the ground to make certain it is functioning properly.
b. Take-Off- Set the carburetor heat in full cold position. For take-off and full throttle operation the
possibility of expansion or throttle icing at wide throttle openings is very remote.
c. Climbing When climbing at part throttle power settings of 80% or above, set the carburetor heat
control in the full coldposition; however, if it is necessary to use carburetor heat to prevent icing it is
possible for engine roughness to occur due to the over-rich fuel/air mixture produced by the additional
carburetor heat. When this happens, lean the mixture with the mixture control only enough to produce
smooth engine operation. Do not continue to use carburetor heat after flight is out of icing conditions,
and return mixture to full rich when carburetor heat is removed.
d. Flight Operation During normal flight, leave the carburetor air heat control in the full cold position.
On damp, cloudy, foggy or hazy days, regardless of the outside air temperature, be alert for loss of
power. This will be evidenced by an unaccountable loss in manifold pressure or RPM or both,
depending on whether a constant speed or fixed pitch propeller is installed on the aircraft. If this
happens, apply full carburetor air heat and open the throttle to limiting manifold pressure and RPM.
RevisedSeptember 2008 3-7

This will result in a slight additional drop

in manifold pressure, which is normal, and this drop will be
regained as the ice is melted out of the induction system. When ice has been melted from the
induction system, return the carburetor heat control to full cold position. In those aircraft equipped
with a carburetor air temperature gauge, partial heat may be used to keep the mixture temperature
above the freezing point of water (32"F).
CAUTION MUST BE EXERCISED WHEN OPERATING WITH PARTIAL HEAT ON

AIRCRAFT THAT DO NOT HAVE A CARBURETOR AIR TEMPERATURE GAUGE. USE
EITHER FULL HEA T OR NO HEA T IN AIRCRAFT THA T ARE NOT EeUIPPED WITH A
CARBURETOR AIR TEMPERA TURE GA UGE
Landing Approach In making a landing approach, the carburetor heat is generally in the "Full Cold"
position. However, if icing conditions are suspected, apply "Full Heat". In the case that full power
needs to be applied under these conditions, as for an aborted landing, return the carburetor heat to
"Full Cold" after full power application.
9. ENGINE FLIGHT CHART.
-Fuel Requirements-
0-$40 MODELS *Aviation Grade Fuel
-B Series 80/87 Octane, Minimum

-A3D5, -E Series 91/96 Octane, Minimum
-A, -G, -H Series 91/96 or 100/100LL Octane, Minimum
-F, -J, -L Series 100/100LL Octane, Minimum
10-540 MODELS
-C*, -D, -N, -V Series 91/96 or 100/100LL Octane, Minimum

-A, -B, -E, -G, -J, -K, -L, -M, -P, -R, -S, -T, -W,
-AA, -AB, -AC, -AE Series 100/100LL Octane, Minimum
Refer to latest revision of Service Instruction No. 1070.
NOTE
Aviationgrade IOOLL fuels in which the lead content is limited to 2 c.c. per gal. are
approvedfor continuous use in the above listed engines.
3-8 Revised September 2008

LYCOMING OPERATOR’ S MANUAL SECTION 3
-Oil Requirements-
ALL MODELS
*Recommended Grade Oil

MIL-L-22851 Ashless
Average Ambient Air MIL-6082B Grades Dispersant Grades
AllTemperature SAE 15W-50 or 20W-50

Above 80"F (27"C) SAE 60 SAE 60
Above 60"F (16"C) SAE 50 SAE 40 or SAE 50
30"F to 900F (-1"C to 320C) SAE 40 SAE 40
O"F to 700F(18"C to 21"C) SAE 30 SAE 40, 30, 20W-40
Below 10"F (12"C) SAE 20 SAE 30, 20W-30
Refer to the latest revision of Service Instruction No. 1014.
Oil Sump Capacity
0-540 MODELS
All Series
Except Below.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 U.S. Qts.
(Minimum safe quantity in sump) .............................................................................................2-3/4
U.S. Qts.
O-540-L3C5D, -J3C5D 8 U.S. Qts.
(Minimum safe quantity in sump) 2 U.S. Qts.
´•I Refer
requirements.
to the latest revision of Service Bulletin No. 480 for oil and filter change and screen cleaning
Added September 2008 3-8A/B

9.ENG17VE FLIGHT CHART (CONT.)
Oil Sump Capacity (Cont.)

10-540 MODELS
All Series
Except Below 12 U.S. Qts.
(Minimum safe quantity in sump). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3/4 U.S. Qts.
IO-540-AB1A5, -T4A5D, -T4B5, -T4B5D, -V4A5D,
-W1A5, -WIASD, -W3A5D.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 U.S. Qts.
IO-540-T4C5D.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 U.S. Qts. (10 U.S. Qts. Max.)
IO-540-ACIA5 11U.S. Qts.
(Minimum safe quantity in sump). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 U.S. Qts.
(Minimum safe quantity in sump -AB1AS, -AC1AS)........ 4 U.S. Qts.
Oil Pressure, psi Max. Min. Idling Start and Warm-Up

Normal Operation
All Models 95 55 25 115
Oil Temperature: The maximum permissible oil temperature is 245"F (118"C). For maximum engine life,
desired oil temperature should be maintained between 165"F (73.8"C) and 200"F (93.3"C) in level flight
cruise conditions.
OPERATING CONDITIONS
FUEL PRESSURE (PSI) MIN. MAX. IDLE MIN.
0-540 Series (Except -L3C5D) 0.5 8.0

-L3C5D* 3 30
Above compressor outlet pressure.
1O-540-AB 1 A5, -C 1B5, -C1C5, -C4B5,

-C4B5D,-C4D5,-C4D5D,-D4A5,-D4B5,
-N1A5,-T4A5D,-T4B5,-T4B5D,-T4C5D,
-V4A5D, -W1A5, -W1ASD, -W3A5D
Inlet to fuel pump -2 35
Inlet to fuel injector 14 45 12
IO-540-K 1 G5, -K1H5

IO-540-L1B5D
Inlet to fuel pump -2 40 12
Inlet to fuel injector 20 55
IO-540-LIC5
IO-540-M1A5, -M1C5
3-9
OPERATING CONDITIONS (CONT.)
FUEL PRESSURE (PSI) MAX. IDLEMIN.
IO-540-A1A5,-B1A5,-BIC5,-E1AS,
-E1B5, -G1A5, -G1E5, -G1F5, -K1C5,
-K1E5, -K1ESD
Inlet to fuel injector 20 26
IO-540-AA1A5,-AA1B5
1O-540-AC 1 A5
IO-540-AE 1 A5
NOTE
All 10-540 models listed have 55 psi maximum tofuelpump inlet with thefuel injector in idle
cut-off:
Fuel Max. *Max.
Cons. Oil Cons. Cyl. Head
Operation RPM HP Gal.Mr. Qts./Hr. Temp.
0-540-A Series
Normal Rated 2575 250 0.83 500"F (260"C)

Performance Cruise
(75% Rated) 2350 190 16.3 0.63 500"F (2600C)
Economy Cruise
(60% Rated) 2200 150 12.5 0.50 500"F (260"C)
O-540-B Series
Normal Rated 2575 235 0.78 500"F (260"C)

Performance Cruise
(75% Rated) 2350 175 15.5 0.58 500"F (260"C)
Economy Cruise
(60% Rated) 2200 140 12.2 0.47 500"F (260"C)
0-540-E,-G,-H
Normal Rated 2700 260 0.87 500"F (2600C)

Performance Cruise
(75% Rated) 2450 195 19.0 0.65 500"F (260"C)
Economy Cruise
(60% Rated) 2350 155 14.0 0.52 500"F (260"C)
At Bayonet Location For maximum service life of the engine maintain cylinder head temperature
between 150"F and 435"F during continuous operation.
3-10
OPERATING CONDITIONS (CONT.)
Fuel Max. *Max.

Operation RPM HP GaVHr. Qts./Hr. Temp.
0-540-F Series
Normal Rated 2800 235 0.78 500"F (260"C)

Performance Cruise
(75% Rated) 2800 175 15.0 0.58 500"F (260"C)
Economy Cruise
(60% Rated) 2800 155 13.5 0.51 500"F (2600C)
0-540-J Series"*
Normal Rated 2400 235 0.78 500"F (260"C)

Performance Cruise
(75% Rated) 2200 175 14.0 0.58 500"F (260"C)
Economy Cruise
(60% Rated) 2000 140 10.2 0.47 500"F (260"C)
0-540-L3C5D***
Normal Rated 2400 235 0.78 500"F (260"C)

Performance Cruise
(75% Rated) 2200 175 15.0 0.58 500"F (260"C)
Economy Cruise
(60% Rated) 2000 140 10.3 0.47 500"F (260"C)
At Bayonet Location For maximum service life of the engine maintain cylinder head temperature
Model 0-540-5 Engines Manual leaning to best economy is permitted at cruise conditions up to 75%
power resulting in a BSFC of.430 Ibs./BHP./hr. Minimum allowable BSFC at take-off and climb
conditions is .500 Ibs./BHP./hr.
Model 0-540-J3A5D Engines Manual leaning is permitted at cruise conditions up to 85% power
resulting inBSFCa of.420 Ibs./BHP./hr. at best economy and .460 Ibs./BHP./hr. at best power.
Minimum allowable BSFC at take-off and climb conditions is .500 Ibs./BHP./hr.
Model O-540-L Engines’- Manual leaning at best economy is permitted at cruise conditions up to
75% power resulting in a BSFC of.430 Ibs./BHP./hr. Minimum allowable BSFC at take-off and climb
is .550 Ibs./BHP./hr.
3-11
OPERATING CONDITIONS (CONT,)
Fuel Max. "Max.

Operation RPM HP Gal./Hr. Qts./Hr. Temp.
IO-540-A, -B, -E, -G, -P Series
Normal Rated 2575 290 0.97 500"F (260"C)

Performance Cruise
2350 220 16.5 0.73 500"F (260"C)
(75% Rated)
Econoiny Cruise
(60% Rated) 2200 175 12.0 0.5 500"F (260"C)
IO-540-C, -J Series**
Normal Rated 2575 250 0.83 500"F (260"C)

Performance Cruise
(75% Rated) 2350 190 16.5 0.63 500"F (260"C~
Economy Cruise
2200 150 12.5 0.50 500"F (2600C)
(60% Rated)
IO-540-D, -N, -R, -T, -V Series
Nonnal~ Rated 2700 260 _____ 0.87 500"F (2600C)

Performance Cruise
2450 195 15.0 0.65 soooF (2600C)
(75% Rated)
Economy Cruise
(60% Rated) 2350 155 12.0 0.52 500"F (2600C)
IO-540-K, -L, -M, -S Series
Normal Rated 2700 300 1.0 500"F (2600C)

Performance Cruise
(75% Rated) 2450 225 18.0 0.75 500"F (2600C)
Economy Cruise
2350 180 12.8 0.60 500"F (260"C)
(60% Rated)
IO-540-W Series
Normal Rated 2400 235 0.78 500"F (2600C)

Performance Cruise
(75% Rated) 2200 175 12.5 0.58 500"F (260"C)
Economy Cruise
(60% Rated) 20P0 140 10.1 0.47 500"F (260"C)
At Bayonet Location For maximum service life of the engine maintain cylinder head temperatures
Limiting manifold pressure for continuous operation of IO-540-C4B5, -C4C5, -J4A5 with Hartzell
propeller HCE2Y type hub and 8465-7R blades. Do not exceed 27 inches manifold pressure below
2300 RPM.
3-12
OPERATING CONDIITONS (CONT.)
Fuel Max. *Max.

Operation RPM HP Gal./Hr. Qts./Hr. Temp.
1O-540-AA Series
Normal Rated 2425 250 0.83 500"F (260"C)

Performance Cruise
(75% Rated) 2200 190 14.5 0.63 500"F (260"C)
Economy Cruise
(60% Rated) 1900 150 11.5 0.50 500"F (260"C)
IO-540-AB Series
Normal Rated 2400 230 0.78 5000F (260"C)

Performance Cruise
(75% Rated) 2200 175 12.5 0.58 500"F (2600C
Economy Cruise
(60% Rated) 2000 140 10.1 0.47 500"F (260"C)
1O-540-AC Series
Normal Rated 2700 300 23.7 0.98 500"F (260"C)

Performance Cruise
(75% Rated) 2400 225 19.0 0.73 500"F (260"C)
Economy Cruise
(60% Rated) 2200 180 12.6 0.58 5000F (2600C)
IO-540-AE Series
Normal Rated 2800 235 0.78 500"F (260"C)

Performance Cruise
(75% Rated) 2800 175 15.0 0.58 5000F (260"C)
Economy Cruise
(65% Rated) 2800 155 13.5 0.51 500"F (260"C)
At Bayonet Location For maximum service life of the engine maintain cylinder head temperatures
e. EngineShutDown- J
(1) Set propeller at minimum blade angle.
(2) Idle until there is a decided decrease in cylinder head temperature.
(3) Move mixture control to "Idle Cut-Off’.
(4) When engine stops, turn ignition switch off.

3-13
CURVEN0.11800
PART THROTTLE FUEL CONSUMPTION

LYCOMING MODEL 0-540-A SERIES
COMPRESSION RATIO 8.50:1
SPARK TIMING 250BTC
CARBURETOR, MARVEL-SCHEBLER MA-4-5
MIXTURE SETTING FULL RICH
OPERATING CONDITIONS STD SEA LEVEL
24 1 I I FUELGRADE, MINIMUM 91/96
23
22
21
20
19
18
ENGINE
rr
RPM
17
j
4 1 I I 1 1 75
~j 16
PERCENT
j I I RATED
POWER 70
z 15
as
LIMITING MAN. PRESS.
FOR CONTINUOUS
V)
60Y/ V X I/ ,’I OPERATION
13
0 55
12
11
a ´•i9~ NOTE
10Y- 1~ 1 I 1 TO OBTAIN FUEL CONSUMPTION AT
ALTITUDE, ENTER THIS CURVE WITH

EQUIVALENT SEA LEVEL MAN. PRESS.
91 1 I I 1 I IFORACTUAL ALTITUDE POWER.
SEE POINT "G" OF EXAMPLE ON
ALTITUDE PERFORMANCE CURVE
18 20 22 24 26 28
ABSOLUTE MANIFOLD PRESSURE IN. HG.
Figure 3-2. Part Throttle Fuel Consumption Curve

0-540-A
3-14
O-540, 10-540 SERIES OPERATING INSTRUCTIONS
CURVE NO. 11799
SEA LEVEL POWER CURVE

LYCOMING MODELO-540-A SERIES
SPARK ADVANCE 250BTC
FUEL GRADE, MINIMUM 91/96
MIXTURE SETTINGS FULL RICH
RATED
POWER
250
FULL
THROTTLE
POWER
B 200
o
a
cn
Ir
O
I
150
y
m
PROPELLER
LOAD
POWER
100
50
z
o I I I I\ I I FULL THROTTLE
F 1 I I I I I SPEC. FUEL CONS.
n 60
r
v,
or
z 55
oh
oa
wm 50
~m
PROPELLER LOAD
u,-l
SPEC. FUELCONS.
O
45
LL
O
w
a
v, 1600 1800 2000 2200 2400 2600
ENGINE SPEED RPM
Figure 3-3. Sea Level Power Curve 0-540-A
3-15
W
Cdm
0\ C1
C-11801
TO FIND I\CTL~L HORSEWWER FROM
SEALNEL LYCOMING AIRCRAFT ENGINE
O.
ALTITUDE. R.P.M.. MANIFOLD PRESSURE ALTITUDE PERFORMANCE
AND AIR INLET TEMPERATURE. PERFORMANCE PERFORMANCE DATA ctZ
Zw
1. LOCATE A ON FULL THROTTLE ALTITUDE
CURVE FOR GIVEN R.P.M. MANIFOLD
NORMAL RATED
MAXIMUM POWER MIXTURE O
PRESSURE.
POWER 2575 RPM UNLESS OTHERWISE NOTED
2. LOCATE B ON SEA LEVEL CURVE FOR
RPM. ANoMANIFOLD PRESSURE AND t FULL RICH MIXTURE I I I I I I I I I I 1 -I I 1 1 ENGINEMODEL
TRANSFER TO C.
0-540A SERIES
3. CONNECTAAND C BY STWAIGHT LINE
r AND READ HORSEPOWERATGMN I I 11 111 11 I I I I I I ABS. DRY MANIFOLD I I I I r COMPRESSIONRATIO 8.50:1
r´• ALTITUDE D. PRESSURE IN. HG
4. MODIFYHORSEPOWERATDFOR FULLTHROTnE
CARBURETOR
VARIATION w AIR INLET TEMPERATURE HORSEPOWER MARVEL SCHEBLER MA-4-
T FROM STANDARD ALTITUDE
ZERO RAM
C1
FUEL GRADE, MIN. 91/96
TEMPERATURE TS BY FORMULA. c3
w NO EXTERNAL MIXTURE
P V460+T FULL THROTTLE R.PM. HEATER USED O
APPROX1MATELY 1K CORRECTION FOR Z
V\CH IO~F.
VARIATION FROM TS a In I\ lh I /1 I 1 1 1 CORRECTFOR DIFFERENCE BETWEEN STD. Cn
CD
ALT TEMP. T, AND ACTUAL INLET AIR TEMP.
IN ACCORDANCE WITH NOTE 4
w
C I I I I I I 1 I Il I I I I I I In I i/i vlw II I Ip
CD 21
D
z
R.P.M~-
B
a
r
F
I I
F
F:
k
Cd
a I’
o ol
I
cp
I I I c~
F: O
(D I I I/Yn I
Ilxlinl
Z
o n
Ch
FOR CONTINUOUS
O
OP 1
pi(h
EPUIVALENT SEA
LMLMANIFOLD
PRESSURE
P
O
u
E
cIO
o,,, o
05a
STANDARDALTTTUDE TEMPERATURE TS ’F
ol~n
-50 -50 p
18 19 20 21 22 23 24 25 26 27 28 29 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 Is 20 21 2223 24
ABSOLUTE MANIFOLD PRESSURE, IN. HG

v,g
PRESSURE ALTITUDE IN THOUSANDS OF FEET
ct
Fn
CURVE NO. 10822-8

LYCOMING MODEL 0-540-8 SERIES
SPAR~ TIMING 250BTC
24 ---T-1 OPE RATING CONDITIONS STD SEA LEVEL
23
22
21
20
19
I I I I I I I n I/ I/I
18
ENGINE R.P.M.
(3 1
vj 17
PERCENT
z 16 RATED 7
I
O
POWER I
I
H 15 7
v,
14
d 60y n Kri~w X Y I LIMITING MAN.

3 13 PRESS. FOR
u-
Ib~ I/ I/I’ I I CONTINUOUS
OPERATION
12
~K 2~
11
I NOTE
TO OBTAIN FUEL CONSUMPTION AT

FOR ACTUALALTITUDE POWER.
9
SEE POINT "G" OF EXAMPLE ON
ALTITUDE PERFORMANCE CURVE.
18 20 22 24 26 28
ABSOLUTE MANIFOLD PRESSURE IN HG

0-540-B
3-17
SECTION 3 LYCOMING OPERATOR)S MANUAL
C-10821-B
SEA LEVEL POWER CURVE

LYCOMING MODEL 0-540-B SERIES
SPARK TIMING 250BTC
240
220
200’ FULL
THROTTLE --1 I Y RATED
POWER I I /I POWER
180
160
O
a
140
I~
O
I
120
PROPELLER
Y Lone POWER
’00
d
m
80
60
FULLTHROTTLE
SPEC. FUEL CONS.
.65
OI´•60
oa
_IL
wm .55
cb PROPELLER LOAD
U.-l
SPEC. FUELCONS.
O
.50
u-
1800 180() 2000 2200 240() 2600

ENGINE SPEED RPM
Figure 3-6. Sea Level Power Curve 0-540-B
3-18
Or
C-10823A
ul
C~
TO FIND ACTUAL HORSEPOWER FROM
PCI
SEA LEVEL ALTITUDE PERFORMANCE LYCOMING AIRCRAFT ENGINE O
ALTITUDE. R.P.M.. MANIFOLD PRESSURE
PERFORMANCE
O
AND AIR INLET TEMPERATURE. PERFORMANCE DATA
1 ON FULL T~ROTTLE *LTITUOE
CURVE FOR GIVEN R.P.M. MANIFOLD MAXIMUM POWER MIXTURE
PRESSURE. UNLESS OTHERWISE NOTED VI
ENGINE MODEL
P G~
R.P.M. AND MANIFOLD PRESSURE AND o
TRP~NSERTOC. ttt FULL THROTTLE O-540-B-SERIES vl
O
3. CONNECTAAND C BY STRAIGHT LINE HORSEPOWER
AND READ HORSEPOWER AT GIVEN tf-t ZERORAM
ABS. DRY MANIFOLD 1 I I I I 1 COMPRESSIONRATIO 7.20:1 M Cd
PRESSURE IN. HG
k
ALTITUDE D.
MODIFY HORSEPOWER AT D FOR
VARIATION OF AIR INLET TEMPERATURE
CARBURETOR
MARVEL SCHEBLER MA-4-
if!
r T FROM STANDARD ALTITUDE
NORMALRATED M
POWER 2575 FUEL GRADE, MIN. 80/87 m
TEUPERI\NRETSBYFORMU cl
9~ NO EXTERNAL MIXTURE
O
D x nP trmt#mtl FULL iHRO~iE R.PM.~ HEATER USED
56
w APPROXIMATELY 1X CORRECTION FOR
EACH Im. VARIATION FROM Ts
CD
a
r
v,
v,
a
a
a
021
CORRECT FOR DIFFERENCE BETWEEN STD.
i
d
24
I I I I I 1 I 1 1771111 1 Iln I 1/1 r rrrl
1$
CD~ I I I I I 1 I Ilrrl rr7ir/,n
ENUM
B
a
I I I-I I I I I I I I 1 I I~/l/l-nvlivlr Int Id
r I I 1 I r 1 r 17 1 1 I t;j
k
e
a
cD I1
Cd o
a
(P
1 a
r v,
n
CD
C)
LIMITING MAN. PRESS:
FOR CONTINUOUS O
CD
OPERATION Cd
Q ii’.
ul MANIFOLD
P PRESSURE
O ct
Z
t;l C)
0, O ,,.,,,,,,,,,,D
STANDARDALTITUDE TEMPERATURE TS -OF g

-50
18 19 20 21 22

23 24 25 26 27 28 29
g
1 2 3 4 5 6 7 8 9 10 11

12 13 14 15 15 17 18 19 20 21 2223 24
B r;n
M
w
O O
ZZ
~nw
\o
C-12954

LYCOMING MODEL 0-540-E,-G,-H SERIES
SPARK TIMING 250BTC
26
25
24
23
22
21
ENGINE RPM
20
I I I I I v /I I/ Y n
a
19
PERCENT
i RATED f-t I I-/ A Yl
POWER
z 18
~17
I I I YI/I/I/I//
Is
15
55
2~9 FOR CONTINOUS
OPERATION
14
2~
n I v I I I I I
13 L/
12
TO OBTAIN FUEL CONSUMPTION AT
11 FOR ACTUAL ALTITUDE POWER.
SEE POINT"G" OF EW\MPLE ON
18 20 22 24 26 28
ABSOLUTE MANIFOLD PRESS IN. HG.

0-540-E,-G,-H
3-20
Or
C-12955 ce
TO FIND ACTUAL nORSEFOWER FROM
*LTITUOE..P... U**I.OLO PR.SIUR.
*ND*IR INLET
SEA LEVEL
PERFORMANCE
ITUDE PERFORMANCE LYCOMING AIRCRAFT ENGINE
PERFORMANCE DATA
%8
v
1. LOCATE A ON FULL THROTTLE ALTITVDE

CURVE FOR GIVEN R.P.M. MANIFOLD
O
MAXIMUM POWER MIXTURE
PRESSURE. ulZ
2. LOCATE B ON SEA LEVEL CURVE FOR t RATED POWER ff] I I I ABS. DRYMANIFOLD UNLESS OTHERWISE NOTED PC)
PRESSURE AND
~NCIFOLD 27W RPM.52 BSFC PRESSURE IN. HG ENGINE MODEL o
O
3. CONNECTAAEID C BY STRAIGnT LINE v,
0-540-E,-G-H SERIES
r
AND READ nORSEPOWER AT GIVEN
n ~a
ALTINDE D. THROTTLE R.PM. COMPRESSION RATIO 8.50:1
I. MODIFY HORSEPOWER AT D FOR
9 vaRI*TIO. (X 1IR INLET TEHPERITURE

TEMPERATURE TS BY FORMULA.
CARBURETOR
MARVEL SCHEBLER MA-4-
FUEL GRADE, MIN.
M
w 91/96
HPATDX _
V4BO*T
ACTUAL HP
NO EXTERNAL MIXTURE O
\D
APPROXIMATELY 14: CORRECTION FOR
I 1 I Y 11I1I 1 1
,,,2401 1 1\ I I I I I I I I I 1 I HEATER USED
V1
cD
pr
s CORRECT FOR DIFFERENCE BETWEEN STD.
r ENGINE R.PM. w ALT TEMP.
T, AND ACTUAL INLET AIR TEMP.
(D a:
a IN ACCORDANCE WITH NOTE 4
C Z
4
o’ 22
a
p ITTI 1I11I1I 1 Inn/I vlrlv~l I I I I~
v,
a
~D k
’d
8 E
c~ n
0
(D
VtfHP~f/KfR FOR O
O
ul
p
0
E
Ct
z
(I o
cl
STANDARDALTTTUDE TEMPERATURE TS -OF
Z
.50 r;n
18 19 20 21 22 23

24 25 26 27 28 29
v,1 -J
2 3 4 5 6 7 8 9 10

11 12 13 14 15 16 17 18 19 20 21 2223 24
B M
~1CI
clC3 cc
ct
w 00
Z Z
r
C-128l3-A

HELICOPTER ENGINE MODEL O-540-F SERIES

SPARK TIMING 250siC
FUEL CONSUMPTION TOLERANCE +/-4%
25
FUELC’ONSUMbTION I I
US.GAL.IHR.
d
cn
z 20
O
a
r
PERCENT RATED POWE
V)
Z
O
O
70
W
u.
10
18 20 22 24 26 28
ABSOLUTE MANIFOLD PRESSURE IN HG
.60
z
O
SPECIFIC FUEL CONSUMPTION

cn
rr
Z
UO aI .ssj ~S;;o 260~j’

3CLI
u-~
o
i´•
U.
.50
O
w To OBTAIN FUEL CONSUMPTION AT
a ALTITUDE, ENTER THIS CURVE WITH
V) ACTUAL ALTITUDE POWER
OBTAINED FROM FLIGHT CONDITION
AS POINT "F" OF EXAMPLE ON
I
125 150 175 200 225 250
ACTUAL HORSEPOWER

0-540-F Series
3-22
0-12614-9 9cnPCI
TO FIND ACTUAL HORSEPOWER FROM SEA LEVEL
ALTITUDE. R.P.M., MANIFOLD PRESSURE
TITUDE PERFORMANCE LYCOMING HELICOPTER ENGINE 00
u
PERFORMANCE
AND AIR INLET TEMPERATURE. PERFORMANCE DATA ct
i. LOCATE A ON FULL THROTTLE ALTITUDE

ABS. DRY MANIFOLD O
TAKE-OFF POWER
PRESSURE IN. HG
CURVE FOR GNEN R.PM. MANIFOLD
PRESSURE.
2800 RPM
vl
Z
2. LOCATE B ON SEA LEVEL CURVE FOR tFLULL RICH UNLESS OTHERWISE NOTED P t~
R.PM. AND MANIFOLD PRESSURE AND FULL THROTTLE O
ENGINE MODEL O-540-F SERIES O
TRANSFER TO C.
3. CONNECTAAND C BY STRAIGHT LINE COMPRESSION RATIO 8.50:1
r AND READ HORSEPOWERATGMN M Ca
ALTITUDE D. CARBURETOR
MODIFYHORSEPOWERATDFM1 260
VARIATION OF AIR INLET TEMPERATURE PRECISION AIRMOTIVE MA-4-5
T FROM STANDARD ALTITUDE M
a FUEL GRADE, MIN. 91/96
TEMPERATURE TS BY FORMULA. ~n
w NO EXTERNAL MIXTURE
HP AT D X 7~5. ACTUAL HP
HEATERUSED
O
56
APPROXIMATELY 1PC CORRECTION FOR 340
I..
i
0/3
a V)
9, NORMAL RATED FULL CORRECT FOR DIFFERENCE BETWEEN STD.
w
2800 RPM ALT. TEMP.
r HORSEPOWER T, AND ACTUAL INLET AIR TEMP.
FuLLncHucrmRE ~RoRnm
g
9 ~no
IN ACCORDIINCE WITH NOTE 4
B
ENGINE
2
P
a
a
a
B o
a I I I 1 111111 1 I I I Il I I I I I I I I I I I I I I I W
C1
140
a
O
0 Im/n I I I I I IIlrll I I 11111,1 1 I I 1 I I II r I I I I III I I I I I \h\~4
V1
p 120
O
cc
I~ ~1
C1
o o
a
v,
I I I I I I I I I I I rl I I I I I I I II I I 1 I I ~STANDARDALTITUDE TEMPERATURE TS -"F Z
-50
18 19 20 21 22 23 24 25 28 27 28 29
gd 1 2 3 4 S 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 2223 24
m
ABSOLUTE MANIFOLD PRESSURE. IN. HG PRESSURE ALTITUDE IN THOUSANDS OF FEET m
c"
w 00
h, 2:
w cnw
W O"
N
P C~
cl
41w
r!
SEA LEVEL w
TO FIN)ACTUAL HORSEPOWER FROM ALTITUDE. R.PM., MANIFOLD ALTITUDE PERFORMANCE CURVE NO. 13293
PRESSUREAND AIR INLETTEMPEW\TURE.
Z
r 1. LOCATE AON FULL THROTTLE ALTITUDE CURVE FOR GIMN R.PM. MANIFOLD LYCOMING AIRCRAFT ENGINE
r. PRESS. PERFORMANCE DATA
2. LOCATE B ON SEA LEVEL CURVE FOR R.PM. i MANIFOLD PRESSURE 8
TRANSFERTOC. ABS. DRY MANIFOLD
v, UNLESS OTHERWISE NOTED
3. CONNECTAEL C BY STRAIGHT LINE AND READ HORSEPOWER AT GIVEN PRESSURE IN. HG
W ALTITUDE D.
3 ENGINE MODEL O-540-J,-L SERIES
4. MODIM HORSEPOWER AT D FOR VARIATION OF Aiff INLET
a
a
COMPRESSION RATIO 8.50:1 ~3
FULLTHROTTLE R.PM. cl
TEMPERATURE T FROM CARBURETOR MARVEL SCHEBLER
h,
STANDARDALTITUDETEMPERANRE T FUEL GRADE, MINIMUM 1001130
O
S
I~ BYFORMULA Z
(P
pi IIP*iOi~ T *CTWY KLZ
r;A
r
(APPROXIMATELY 1% POWER-
CORRECTIONFOR EACH RPM-FULLRICH CORRECT FOR DIFFERENCE BETWEEN
lo’ F.VARIATION FROM
5 ~_ 250
STD. ALT TEMP. TS AND ACTUAL INLET AIR
TEMP. IN ACCORDANCE WITH NOTE 4
a FTHORSEPOWER o
ZERO RAM 230
ENGINER.P.M. ’’’’’’’’’’’7’’’’’’ Y1 Y’lh

~tlPtK26
´•d
B~- 190
i,
_~_n: 170
C) I I
C1
1 1 cn I I Y. Ihl
O
cD
6 z
-~-1
0 ct
"p 4
o
o ´•d
L gm
12
O
STANDARDALTITUDE TEMPERATURE TS -’F~ i
O
18 19 20 21 22 23 24 25 26 27 28 29
O 5a
13 14 15 16 17 18 19 20 21 22 23 2425
I\BSaUTEMPN1FnDPRCSSURE IN~G
"B
v,
VI
P
O
1%1
~1
CURVE NO. 12742-A

LYCOMING MODEL IO-540-A,-B,-E,-G,-P
SPARK TIMING 200BTC
FUEL INJECTOR BENDIX RS-10
MIXTURE CONTROL MANUAL TO BEST ECONOMY
OR BEST POWER AS INDICATED
23
22
PERCENT
RATED
21
POWER
85
20
19
181 1 I I I 1 75
NOTE
FUEL CONSUMPTION
17 FOR RATED POWER
a MIXTURE SETTING_ I I IS 24.6 U.S. GAL.IHR.
BESTPOWER 65
16
clj
z 15
55
14
13~45
12
MIXTURE SETTING
BEST ECONOMY
10
100 120 140 160 180 200 220 240 260 280 300
ACTUAL BRAKE HORSEPOWER
Figure 3-13. Part Throttle Fuel Consumption

IO-540-A,-B,-E,-G,-P
3-25
W
h, Cdm
0\ C)
To FIND ACTUAL HORSEPOWER FROM

ALTINDE. R.P.M.. MP~NIFOLD PRESSURE
I\NDIIR IWLETTEMPEaauRE
~F SEALEVEL
PERFORMANCE
I I I I ALTITUDE PERFORMANCE
ZERO RAM
LYCOMING AIRCRAFT ENGINE
PERFORMANCE DATA
C-12834
gZ
ct
cl
ct
RI\TED POWER
Zw
1. LOCATE AON FULCMROTTLE ALTITUDE
CURVE FOR GIVEN R.PM. MANIFOLD 290HP-25!5RPM rt4# 1 II I I I I I I I I I 1 MAXIMUMPOWERMIXTURE r!
PRESSURE. cc
r 2. LOCATE B ON SEA LEVEL CURVE FOR UNLESS OTHERWISE NOTED
R.PM. AND MANIFOLD PRESSURE AND
Z
r´•
ENGINE MODEL r~
TRANSFERTOC.
3. CONNECTAAND C BY STRAIGHT LINE
ABS. DRY MANIFOLD
IO-540-A,-G,-P SERIES
AND READ HORSEPOWER AT GIVEN
a
ALTITUDE D. PRESSURE-IN.HG COMPRESSION RATIO 8.7:1
w I MODIFYnORSEPOWERATD FOR
FUEL INJECTION CONT FLOW
T FROM STANDARD ALTITUDE FUEL INJECTOR- C1
p TEMPERATURE TS BY FORMULA.
BENDIX RS-IO
c3
a
AT D X 7~’ 460
ACTUAL ~P
FULL THROTTLE R.PM.
FUEL GRADE, MIN. i 00/130 Ocl
APPROXIMATELY 1X CORRECTION FOR
NO EXTERNAL MIXTURE Z
HEATERUSED V1
EIO(
(qF.V*RUTIOW FROMT5 I_H----.t~t_--1
a a

a
a: T, AND ACTUAL INLETAIR TEMP.
ALT. TEMP.
w
r-IIl I IENGINER.P.M.
cD
´•a 1 11111 1 lrl IYII/IAI/II/I IlI I I I II~

B
(I, A
a
a o E
I P
C~ 1
Y D 1
ct
h~
a I 1 Irlrvvllrll I I_Q\YIIT I Iv 1’1 I I 1 1 1 1 I-lm O
1501 1 I I
u, O
p r IIr n n n n I v 1 1~I I~ I 1 n FULL THROTTLE 8
o 1 I11I1I1I/I/I Int I a I II I vll LIMITING O
i coNnNuous
1
gm
Cd
ul
P
O
E
Cd cO
o o
033
STANDARD ALTITUDE TEMPERATURE -OF
TS
vlv,
so so f~
18 19 20 21 22 23 24 25 26 27 28 29
9~ 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 2223 24 o 3:
ABSOLUTE MANIFOLD PRESSURE. IN. HG PRESSURE ALTITUDE IN THOUSANDS OF FEET
r%l
Or
C-12743
ul
CC
TO FIND ACTUAL HORSEPOWER FROM SEA LEVEL ALTITUDE PERFORMANCE P O
ALTITUDE. R.PM.. MANIFOLD PRESSURE LYCOMING AIRCRAFT ENGINE 00
PERFORMANCE ZERO RAM u
AND AIR INLET TEMPERATURE.
PERFORMANCE DATA
RATED POWER
1. LOCATE PI ON FULL THRO~E PILTT~UDE
290 nP.2575 RPM
CURVE FOR GNEN R.PM. MANIFOLD MAXIMUM POWER MIXTURE
PRESSURE. ulZ
2. LOCATE B ON SEA LEVEL CURVE FOR UNLESS OTHERWISE NOTED PO
R.P.M. AND MANIFOLD PRESSURE AND ABS. DRY MANIFOLD ENGINE MODEL o
TR*NSFERTOC
PRESSURE IN. HG cn
O
5. CONNECTAAND C BY STRAIGHT LINE 1O-540-8,-E SERIES
I\NDREI\DnORSEPOWERITGIMN
m ’d
r
g
ALTITUDED.
~.MODIFYHORSPOmRI\TDFa(
FUEL INJECTION- CONT FLOW
VUIII\TION wun
ZB
TFROMSTANDARDALTln~DE FVLLTHROrrLE FUEL INJECTOR- M
1
TEMPERATURE TS BY FORMULA r;n
a BENDIX RS-1OB1
w
ACTUAL HP P\ II Y nll 1 \717 17 1 1I111
FUEL GRADE, MIN. i 001130 O
w
APPROXIMATELY 1% CORRECTION FOR n: NO EXTERNAL MIXTURE
ul
EACH 10r VARIATION FROMTS HEATER USED
B
10
m IIII I 111 III11111 I(IT1V)
a DI
P, P
r I 1 1111 I I I I I I I I I V I1II1YI 171 1 I IC]

a
c I r I I I I I I I i 1 I I II I Ilor I Y7
I II ´•I I I I
Q CORRECT FOR DIFFERENCE BETWEEN STD. d
I I I I I I 1
a:
Y -L ALT TEMP. Ts AND ACTUAL INLET AIR TEMP.
IIYI \1/1 IINACCORDANCEWITHNOTE4

ENGINE R.PM.
a
d,,
r´•
i~
a
a
I I I I I I I I 1 1I1I n I1I r I vl Ivll I I I 1
Cd 1O
A
E
e
1
B D
cD 3
a
O
FULL THROTTLEB
ct
LIMITING
O COMINUOUS
i,
P
OPERATION-~ 1
P
0 c3
61
I/lvllnl I vll I I I II I ’I 1 Irlrll I I I
O
O 0 ~,,,,,,,,,,,,O
STANDARDALTITUDE TEMPERATURE TS -’F I I I 1 I-sv I II u I 7~f Z

50
1~
-I
18 19 20 21 22 23 24 25 28 27 28 29 1 2 3 4 5 6 7 B 9 10 11 12 13 14 15 16 17 18 19 20 21 2223 24
ABSOLUTE MANIFOLD PRESSURE, IN. HG v, PRESSURE ALTITUDE IN THOUSANDS OF FEET M

C~CI
c3C1
w
h, ZZ
CURVE NO. 12838
PART TH ROTTLE FUEL CONSUMPTION

LYCOMING MODEL IO-540-C SERIES
SPARK TIMING 250BTC
FUEL INJECTOR BENDIX RSA-SAD1
21
20
PERCENT
RATED
POWER
19
85
18
17
I I I I I i!
3 16
65
~j 15
i
z 14
O 55
13
4
12
o rr
W
11
wB
mg
lo~wl
wt
9~x1m0
100 120 140 160 180 200 220 240 260


IO-540-C
3-28
Or
rn
PC3
00
M. MANIFOLD PRESSURE
SEA LEVEL
ALTITUDE PERFORMANCE
LYCOMING cl
ALTITUDE. R. PERFORMANCE
AIRCRAFT ENGINE O ct
WRM FOR GIVEN R. P M. MANIFOLD PRESS. NORMAL RATED WWER PERFORMANCE ul

Z
2. LOCATE B ON SEA LNEL CURVE FOR
R. P M. a MANIFOLD PRESSURE a TRANSFER
2575~R.P.M. I P tl
_ _ MAXIMUM POWER MIXTURE O
TOC.
3. CONNECTA a C BY STRAIGHT L1NEAND
ABS. DRY MANIFOLD
PRESSURE-IN. HG
UNLESS OTHERWISE NOTED rn
O
READ HORSEPOWER AT GIVEN ALTITUDE
4. MODIFY HORSEPOWER AT D FOR VARIATION
D.
ENGINE MODEL 1O-5406, SERIES
M Na
r
OFAIR INLETTEMPERATURE T FROM
STANDARD ALTITUDE TEMPERATURE
sv FORMULA
HP.ATDXV 460IT.ACTUALH.P.
TS B
250
FULL THROTTLE R. P M.
COMPRESSION RATIO
FUEL INJECTOR
BENDIX MODEL
FUEL GRADE. MINIMUM
8.50:1
RSA-MD1
91196
M g
O
28 NO EXTERNAL MIXTURE
W
APPROXIMATELY 1%CORRECTION FOR
EACH 10 ’F.VARIATION FROM T, I\u I 1 /I I I I 1 I I I I II I
HEATERUSED 56
vj
NLLTHROrnE
HORSEPOWER
f41 11 1 I I I I I I I I r I I I I I I I I I I
ZERO RAM CORRECT FOR DIFFERENCE BETWEEN STD.

C~ 230
ALT TEMP. TS AND ACTUAL INLETAIR TEMP.
ENGINE
a
R.PM. IN ACCORDANCE WITH NOTE 4
Eo Z
r
a
LIMITING MAN. PRESS ~1
FORCONTINUOUS 24
c
OPERATIONOF
a 210
10540C4B5 WITH
HARTZELL
HCElm2W84657R I I ~lrvY171 1/1 IrJ. I I I I
d
22
a
190
20
t
Cd
170
a
cl V"1’’1’1’ Y~1’-PC1 NK~-’
18
s
C150
a 1
a
C] I I-I 1/1 V 1/1 Yinlinnn 17/int I I I I I 1~
1:o O
a Cd
LIMlilNG MAN: PRESS. Y
t~H/
CI Lll/lllll/llln I´•XI I IW FORCONTINUOUS
O OPERATION m
ih i V’" 11117 1 I I I I I I I I I
HO
I I I. I I 1 I 1 I I I I i~i x r~ii u YT1~12
P ct
O Z
h +50 +50 +50
O
ct
01 1 I’ I I I I I I I V I 1 721Y _n. I~I wt ~Y-I Z
STANDARD ALTITUDE TEMPERATURE Ts- "F
Bm
.50 so
18 19 20 21 22 23 24 25 26 27 28 29 _1 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
AQSOLUTE MANIFOLD PRESSURE. IN. HG ~5 PRESSUREALTITUDE IN THOUSANDS OF FEET

C~C1
c3C1 w
ct
w
O O
ZZ
r;nw
\o
CURVE NO. 12957

LYCOMING MODEL IO-540-D,-N,-R,-T,-V SERIES
SPARK TIMING 250BTC
FUEL INJECTOR BENDIX RSA-5AD1
FUEL GRADE, MINIMUM -D,-N 91/96
-R 100/130
22
21
20
85
191 1 I I
PERCENT
RATED
POWER
18
75
17
16 a
j
vj 15
j I I 1 (55
z 14
13 45
E
z Ir
i
_I mb
w a
11
~o
wt
mO
w
9
100 120 140 160 180 200 220 240 260 280

IO-540-D,-N,-R,-T,-V
3-30
Or
C-12958 vl
C~
TO FIND ACTUAL HORSEPOWER FROM SEALEVEL I~ I I I 1 ALTITUDE PERFORMANCE
LYCOMING AIRCRAFT ENGINE
ALTITUDE. R.P.M.. MANIFOLD PRESSURE PERFORMANCE ZERO RAM
P O
AND AIR INLET TEMPERATNRE. PERFORMANCE DATA
1. LOCATE AOtl FULL THROTTLE ALTITUDE
RATEDPOWER Ow
2700 RPM.51 BSFC
CURVE FOR GIVEN R.PM. MANIFOLD MAXIMUM POWER MIXTURE
VI
Z
PRESSURE.
r 2. LOCATE B ON SEA LEVEL CURVE FOR
UNLESS OTHERWISE NOTED P G~
R.PM. AND MANIFOLD PRESSURE AND o
r.
ABS. DRY MANIFOLD ENGINE MODEL O
TRANSFER TO C.
3. CONNECTAAND C BY STRAIGHT LINE PRESSURE IN. HG IO-540-D,-N,-R,-T, -V SERIES
AND READ HORSEPOWER AT GIVEN M Cd
ALTITUDE D. COMPRESSION RATIO 8.5: i
w I M001FY FUEL INJECTOR-
VARIATION OF AIR INLET TEMPERATURE FULL THROTTLE R.P
T FROM STANDARD ALTITUDE BENDIX RSA-SAD1 M
\o TEMPERATURE TS BY FORMULA. ~n cl
FUEL GRADE, MIN. 91/96
v, HP AT D X ACTUAL HP -R 100/1
O
a Lu
p, t APPROXIMATELY 1% CORRECTION FOR
1111/16 1/111 1 Ia NO EXTERNAL MIXTURE
EACH Im VARIATION FROM TS ~j 1 I
r I I I I
I I I 1 HEATER USED
a 8
z
4 CORRECT FOR DIFFERENCE BETWEEN STD. d
TEMP. T~ AND ACTUAL INLET AIR TEMP.
ENGINE R.P.
d
a
a
~d I III I I I I I IrYll/lnln 1~71111111 1~
B1
o
a a
a In IIUII111 1-10
C) 1
Y
a II I 1 I/I1I n I/ II v ~hv I vlvrl I I 1 I I I I Im
cc I I IIYA vlnlllll/lVII11 1(1 I I I I 1\1 I I I

1
O
ul
O
p Cd
o FORCONTINUOUS
OPERATION
cl
z
o
01 o
C(
~-3 ~I s-n~nno ALTITUDE TEMPERATURE TS i´F Z

.50 so
is 19 20 21 22 23

24 25 26 27 28 29 1 2 3 4 5 6 7 8 9 10 11 12

13 14 IS 16 17 18 19 20 21 22 23 24
B m
clcl
~I
w
O O
w
ZZ
c~t,
CURVEN0.13002
NO RMALLY ASPI W~TE D F U EL CONSUM PTI O N

LYCOMING MODEL IO-540-J SERIES
SPARK TIMING 250BTC
FUEL INJECTOR BENDIX RSA-SAD1
MIXTURE CONTROL MANUAL TO BEST ECONOMY OR BEST
POWER AS INDICATED
21
20
PERCENT
RATED
POWER
19
85
18
17
I I I I I 1 7,
j 16
g
65
uj 15
j
z 14
13
12
S
a a
10~wl
wt
9~x1m0
100 120 140 160 180 200 220 240 260

ACTUAL BRAKE ~1ORSEPOWER
Figure 3-20. Normally Aspirated Fuel Consumption Curve

IO-540-J
3-32
VI1~5
C-13003-A
00
u
SEALEVEL
ALTITUDE. R. P M. MANIFOLD PRESSURE PERFORMANCE
LYCOMING
1. LOCATE A ON FULL THROTTLE ALTITUDE AIRCRAFT ENGINE O ct
CURVE FOR GIVEN R. P M. MANIFOLD PRESS. tNORMAC RATED ~OWER

2. LOCATE B ON SEA LEVEL CURVE FOR 2575 R. P M.
PERFORN4NCE _I=ttj PERFORMANCE
R. P M. 8 MANIFOLD PRESSURE 8 TRANSFER
O
STR41GHrLINEl\hlO
FFFAfRfR i I I 1 1 II 1 I I I I I II MAXIMVM POWER MIXTURE vl
O
READ HORSEPOWERATGIVENALTITUDE D.
4. MODIFY HORSEPOWER AT D FOR VARIATION
1 I I I 1 1 I I I I I I I I UNLESS OTHERWISE NOTED M Cd
is~
b
OF AIR INLET TEMPERATURE T FROM
ABS. DRY MANIFOLD
r STANDARD ALTITUDE TEMPERATURE 5 V1 ENGINE MODEL SERIES
PRESSURE IN. HG
BY FORMULA
r´• COMPRESSION RATIO 8.50:1
09
FUEL INJECTOR
F: HPATDXV 4SO*T:ACTUALH.P
BENDIX MODEL RSA-5ADI
250 I I n I I 1 1 I I I 1 I I I I O
APPROXIMATELY 1% CORRECTION FOR FUELGRADE, MINIMUM 1001100LL
W EACH 10 ´•F VARIATION FROM T,
FULL THROTTLE R. P. M. 16
d
h) I I I I I 1 i 1 I M__I I I I I I I 1 I 1 NOEXTERNALMIXTURE rn
HORSEPOWER h I I I I I I I I I I I HEATERUSED
ZERO RAM
V) 230
~D
ENGINE 26 ;p
R.PM.
p, a.
r LIMITING MAP FOR
3 ALT. TEMP. TS AND ACTUAL INLETAIR TEMP.
cD
CONT OPERATION OF
C IN ACCORDANCE WITH NOTE 4
IO-540-J4A5WITH 24
CD HARIZELL
210
HC-E2YTYPEHUB8
ii ’I ilTn /I VIIIIUI’I 1 i
d
e.
22
190
r.
cc
a I I ulh
(D
Cb
170
CD
1
g 16
i 1
150
O
CP I i I i i/iii/I n 1/1 ~/I wt I I’/ I I I u x LL~I
C1~
B
130 O
cD 14
ce~
LIMITING PRESS- tt~
FORCONTINUOUS hi
OPERATION +tl
O m
uc
12 c3
P cc
O I~1YT I lli I 1 1 1 1 1llrT1lr1 1
Z
+50 +50
L,
O
ct
01 I 1 Y
1~1Xhl\lRI\TVI Z
STANDARD ALTITUDE TEMPERATURE T,- ’F V1
B
50 1 1 i,,,,,, -50
jo
18 19 20 21 22 23 24 25 26 27 28 29 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 r;n
ABSOLUTE MANIFOLD PRESSURE. IN. HG
m
PRESSUREALTITUDEINTHOUSANDSOFFEET
c3C1
wC~
w OO
w
Z Z
w rnw
CURVE NO. 1~01Z

LYCOMING MODEL IO-540-K,-L,-M,-S SERIES
SPARK TIMING 200BTC
FUEL INJECTOR BENDIX RS 8 RSA-10
MIXTURE CONTROL MANUAL TO BEST ECONOMY OR BEST
POWER AS INDICATED
25
24
23
22
85
21
PERCENT
RATED
POWER
20
19
i 18
(3 1 I I I I 1 6$
(fl; 17
Z
16
O 5
15
v,
45
B 14
13
mO
a
11
~o
wt
mO
10 t-t ~I Y
100 120 140 160 180 200 220 240 260 280 300 320

IO-540-K,-L,-M,-S
3-34
Or
C13013
or
~C
P C~
TO FIND ACTUAL HORSEPOWER FROM SEA LEVEL ALTITUDE LYCOMING AIRCRAFT ENGINE
ALTITUDE. R.PM.. MANIFOLD PRESSURE
O O
PERFORMANCE Y
AND AIR INLET TEMPERATURE. PERFORMANCE DATA
F~TED POWER
1. LOCATE A ON FULLTHROTTLE ALTITUDE CI
300 n´•P´• 2700 R.P.M.
CURVE FOR GIVEN R.PM. MANIFOLD MAXIMUM POWER MIXTURE ulZ
PRESSURE.
2. LOCATE B ON SEA LEVEL CURVE FOR UNLESS OTHERWISE NOTED P rl
R.PM. AND MANIFOLD PRESSURE AND o
ABS. DRY MANIFOLD ENGINE MODEL
r TRANSFERTOC
V1
O
3. CONNECT A AND C BY STRAIGHT LINE PRESSURE IN. HG IO-540-K,-L,-M,-S SERIES
os
uoaEao.oasrwmaaroM.
a ALTITUDE D.
4. MODIFY HORSEPOWER AT D FOR
COMPRESSION RATIO
FUEL INJECTOR-
8.7:1
w
THROTTLE R.PM. M
26
T FROM STANDARD ALTITUDE BENDIX RS RSA-10
TEMPERATURE TS BY FORMULA.
FUEL GRADE, MIN. 1001130
w
HP AT D X 7~ ACTUAL HP NO EXTERNAL MIXTURE O
w
L 2601 RI I\ I hll~l I 1 1 I I I I f HEATER USED
56
APPROXIMATELY 116 CORRECTION FOR
a
01
EACH 10r. VARIATION FROMTS Int \Iru 1\241 1 I I I I I I I I I I I 1 71111_1 1~
B
w
a a
p
C
a IIII I I I I Il I I I 1 I1I IIIIIIIl/llIIo
I\
:;tf_f CORRECTFOR DIFFERENCE BETWEEN STD.
ENGINE R.P.M.
a~
a
II 1 llr1Il 1 I 1 1 I1I1I T.O~i 1/1 1/111 1 1 I~
t.
´•d
op
II
I I
I
I
I
I
I
I
I
1
I
11171/1
Iln
n
vlll~
v-oil
i/i
Iri
I
II/i;IriI
in 1, I I I I
I
I
1
I
I~
a II
a ’.1
C1 1
10
o O
Cd
ul
P
o
Ts
i
72~- 1 r\ I1I 1\, 1 \I Z
LIMITING MANIFOLD r!
PRESSURE FOR 0,
comlnuousopERanoN STANDARDALTTTUDE TEMPERATURE -’F
TS
-50
m
18 19 20 21 22 23 24 25 26 27 28 29 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
ABSOLUTE MANIFOLD PRESSURE, IN. HG v, PRESSURE ALTITUDE IN THOUSANDS OF FEET M

CICI
clC~
w
w
Z Z
vl
~nw
FUEL FLOW vs PERCENT RATED POV~ER

LYCOMING IO-540-W SERIES
C-13383
20
18
j 14
h 12
10
50 60 70 80 90 100
PERCENT RATED POWER
Figure 3-24. Fuel Flow vs Percent Rated Power Curve

IO-540-W Series
3-36
0-13384 VI
SEA LEVEL ZERO RAM
LYCOMING AIRCRAFT ENGINE 00
PERFORMANCE ALTITUDE PERFORMANCE V
AND AIR INLET TEMPERATURE PERFORMANCE DATA

a~
CURVE FOR GIVEN R.PM. MANIFOLD
PRESSURE.
ulZ
UNLESS OTHERWISE NOTED PO
R.PM. AND MANIFOLD PRESSURE AND ENGINE MODEL o
TRANSFER TO C. O
3. CONNECTAAND C BY STRAIGHT LINE IO-540-W SERIES
r AND READ HORSEPOWER AT GIVEN RATED POWER ABS. DRY MANIFOLD m ´•d
r-
ALTITUDED.
4. MODIFY HORSEPOWER AT D FOR
2400 PRESSURE-IN. HG
FUEL INJECTOR- 55~
TFROMSTANDARDALTITUDE BENDIX RSA-5AD1 M
u TEMPERATURE TS BY FORMULA. FUELGRADE, MIN. 100/100LL c3
h, HP AT D X
--I~M)*TS _
ACTUAL HP
O
V~gg*T
~h
?8, 1 I I I I FULLTHROTTLE’R.P.M. ga
APPROXIMATELY Ik CORRECTION FOR
EACH lVF VARIATION FROM Tg
111/111111>
0) ~III I I I I I I I I I I IITI l1rlll-nll 1 IV)
r w
a rz CORRECT FOR DIFFERENCE BETWEEN STD.
C ALT. TEMP. T, AND ACTUAL INLET AIR TEMP. Z
a O21
I’. INACCORDANCE WITH NOTE 4
ENGiNER.b.hi.. ’j
24
I III 1 1 I I III III In~lYIVllnl)l I~

I III I I I I III I I Id
I I 1111771TITIYIYIYI 1/1 In 1 I i I~ I I \I h Ix I ´•ivn r~-
a
a t
E
B of
A
B wv,
cr C
a
cD
c~ I I I I III/I V;Olln’I 1 11~111111 1 I ~S
4
a
O
O Cd
ul
I/In vi/i I I I I I 1 111 1 I I I I I I I I I I I I
P 11
O
I~
a O
3. Of I I I I I I I I I I 1 If
I 1 111 1 1 I I 1 1 1 1 II I I I Irr rrlrl rl ~STANDARDALTITUDE TEMPERATURE TS ;OF
50
~n
18 19 20 21 22 23 24 25 26 27 28 29 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 18 17 18 19 20 21 2223 24
r;n
ABSOLUTE MANIFOLD PRESSURE. IN. HG V)~ PRESSURE ALTITUDE IN THOUSANDS OF FEET
M
OO
c3C~
w
ilE;
Z
w
rnw
FUEL FLOW vs PERCENT RATED POWER

LYCOMING IO-540-AA1A5
NORMALLY ASPI RATED
C-13386
22
20
18
16
h 14
12
10
50 60 70 80 90 100
PERCENT RATED POWER
Figure 3-26. Fuel Flow vs Percent Rated Power

IO-540-AA 1 A5
3-38
Or
cn
PC)
P O
CURM NO. 133876 cc
TO FIND ACTVAL HORSEPOWER FROM SEA LEVEL ZERO RAM O

ALTITUDE. R.PM.. MANIFOLD PRESSURE PERFORMANCE ALTITUDE PERFORMANCE LYCOMING
AND AIR INLET TEMPERATURE. AIRCRAFT ENGINE PG~
~.LOCATE A ON FULL THROTTLE ALTI1IIDE RATED POWER ABS. DRY MANIFOLD PERFORMANCE DATA o
CURM FOR GIVEN R.P.M. MANIFOLD ttt 2700006 T-T--t~-PL PRESSURE-IN.HG
t IMXIMIMPOWUIMO[TURE
a
;i:
TI~ANSFER TO C.
AND READ HORSEPOWER AT GIVEN
NU THROTTLE RPM.
ENGINE MODEL IOW~AA SERIES
~F
M
rn
W
ACTITUDED. c3
MODIFY HORSEPOWER AT D FOR
tC, VARIATION OF AIR INLET TEMPERATURE
COMPRESSION RATIO 7.30:1 O
TFROMSTANDARDALTm~DE P
28
T~MPERATURE TS BY FORMULA. f FUELIKIECTOR PAMRSA´•1OED1
V, ,,.x~;wnuu*P FUELORADE. MINIMUM 100HOOU
APPROXIMATELY 1X U)RRECTION FOR

EAOn 10F. VARIATION FROMTS
C T.DIFFERENCE
ALT.CORRECT FOR PMET.DTSBETWEEN
IN ACCORDAJ~CE WITH NOTE 4 d

ENGINE
RP.M.
thl-l I/f+tfff-ll i"

rrl I I I I-~lll;rs/l I
200
a
(p
Cd
07 a 1
iso
is
o
´•d
(I,
p
o
T
s z
o
p o o
z
ALTITUDE TEMPERATURE TS -’F _
rn
50
18 is 20 21 22 23 24 25 26 27 28 29
3 6 7 8 9´• 10 ii 12 13 1415 181716182021222324 cn
ABSOLUTE MANIFOLD PRESSURE, IN. HG PRESSURE ALTITUDE IN THOUSANDS OF FEET M
CIC)
c3t!
w 00
ZZ
~D rnw
W O"
P Cd M
O C)
rl
c tsslo c
II I I I I I I I
AcirmdE PERFOkh~MAFjCE O
TO FIND ACTUAL HORSEPOWER FROM LYCOMING C~
RPM. MPINIFOLO PRESSURE PWORMANCE Z
AIRCRAFT ENGINE w
1. LOCATE A ON FULL MRO~LE ALTITUDE
PERFORMANCE DATA
CURVE FOR GIVEN R.PM. MANIFOLD
C1
PRESSURE.
r 1 I I I I I I I I
--tt’~H MAXIMUMPOWERMUCTURE Z
2. LOCATE B ON SEALNEL CURVE FOR
R.PM. AND MANIFOLD PRESSURE AND L ABS. DRY MANIFOLD
TW\NSFERTOC. P PRESSURE-IN. HG ENOINEMODEL 10s40-AB
AND READ HORSEPOWER AT GIMN
W ALTITUDED. COMP. RATIO: B.50:1

4. MODIFY HORSEPOWER AT D FOR RATED POWER
~3 VARIATION OF AIR INLET TEMPERP~TURE 230-2400 FULL THRO‘T~LE RP.M.
oo T FROM STANDARD ALTITUDE P FUEL INJECTOR:
TEMPERATURE TS BY FORMULA. cl
PAC RSA5AD~ cc
CA
CD nPATDX 7~h=650*Ts
460
ACTUAL WP 230
28
FUELGRPSE:
MINIMUM 1001100U
O
APPROXIMATELY 196 CORRECT1ON FOR
Z
EACH 16F VARIATION FROM .n I I I 1 I I I I I 1 I Irlll~llll I
T~
C
ENGINE 28 ALT TEMP. TsAND ACNAL INLETAIR TEMP.
RP.M. 210 IN ACCORDAFICE WITH NOTE 4
a
24
190
~a 22
CD
B
Cd
l_r~ 1 1171
Il 17 1 I 1 I 1 I 1 II II n 1 I 1
1170
20
I A
is
o 150
o B
r
cC
P is
o 130 O
Ou
cln m
Ilottl I I I I I I I 1 1 I I ’~I I\r\r’

O
Ts
*50 +50
Cn
(p
=t.
o
STANDARD ALTITUDE TEMPERATURE Ts -’F

0 o
ul
p
o
E
G~ so
O
so
~s 19 20 21 22 23 24 25 26 27 28 29 ’I 1 2 3 4 S B 7 8 a 10 11 12 14 15 iB 17 18 is 20 21 22 23 24
ABSOLUTE MANIFOLD PRESSURE. IN. HG PRESSURE ALTITUDE IN THOUSANDS OF FEET mmp
M
MININIUM FUEL FLOW vs PERCENT RATED POWER

LYCOMING IO-540-AC SERIES
C-13544
160
150
140
130
cr
I 120
Iia
O
LL
w
100
LL
90
80
70
60
50 60 70 80 90 100
PERCENT RATED POWER

IO-540-AC Series
3-41
W O"
n
P
t3 CI
cl
C-13541 r

SEA LEVEL O
PERFORMANCE LYCOMING AIRCRAFT ENGINE
ct Z
AND AIR INLET TEMPERATURE. PERFORMANCE
PERFORMANCE DATA
Zw
1. LOC\TEAON FULLTHROTTLEALT~DE t RATED WWER
CURVE FOR GIVEN R.PM. MANIFOLD ~300 HP´•~270P RPM~ I I 1 i I I I I I I I I I I IMAXIMUM POWER MIXTURE C!
PRESSURE. CII
r 2. LOCATE B ON SEA LEVEL CURVE FOR UNLESS OTHERWISE NOTED
R.P.M. AND MANIFOLD PRESSURE AND
Z
TRANYERTOC.
ENGINE MODEL IO-540-AC V1
3. CONNECTAAND C BY STRAIGHT LINE rrTI I I 1 I I n I i. COMPRESSION RATIO 8.7:1
ANO READ HORSEPOWER PIT GNEN
ALTITUDE D. FUEL INJECTOR- PAC RSA-IO
w P. MODIFYHORSEPOWERATDFOR
VARIATION OF AIR INLET TEMPERATURE ABS. DRY MANIFOLD FUELGRAPE, MIN. 1001100LL
w T FROM STANDARD ALTITUDE PRESSURE 1N. HG C~
O TEMPERATURE TS BY FORMULA. c3
h I\ I\ I\ I I I I I I I I 1 1111 1
nP a 3 X HP
CD 480
pi APPROXIMP~TELY (k CORRECTION FOR Z
r EACH Iw. VARIATION FROMTS
FULL THROTTLE R.PM.
cp
v,
C
I III I I I I I I I I I Ilno-llnllllnl
cD 1W
a
ALT. TEMP. T, AND ACTUAL INLET AIR TEMP.
a ’INACCORDANCEWITH NOTE4
rp c;
Cd
k
o
B
o
(D v,
~1 E
A
Y F C)
CD O
’UU~
cc
n/vl
O I
T~I 4 Inlrrrrrl I vi rlnl I r I
~r Z
p
o O
gmca
TS VI
P
O
CD
cn o
cO
o o
O~a
STANDARDALTTTUDE TEMPERATURE Ts -OF
VI
18 19 20 21 22
ABSOLUTE MANIFOLD PRESSURE. IN. HG

23 24 25 26 27 28 29
gWd 1 2 3 4 5 B I 9
50
10 11

12 19 1~ IS IB 1118(920
.501
21221324
P
M
B
M
m
FUEL FLOW vs PERCENT RATED POWER
LYCOMING IO-540-AE1A5
C-13569
5 MINUTE
TAKE-OFF POWER
130
NORMAL RATED
POWER
120
110
~i4
h
loo
90
5 80
70
60
50
50 60 70 80 90 100
PERCENT RATED POWER

IO-540-AE Series
3-43
W Ocn
P M
P C)
cl
C13587 cc
TO FIND ACTUAL HORSEPO\NER FROM

SEA LNEL
O
MP~NIFOLD PRESSURE TITUDE PERFORMANCE LYCOMING AIRCRAFT ENGINE
AND AIR INLET TEMPERATURE. PERFORMANCE
PERFORMANCE DATA
Zw
CURVE FOR GNEN R.PM. MANIFOLD MAXIMUM POWER MIXTURE CI
PRESSURE.
UNLESS OTHERWISE NOTED
R.PM. AND MANIFOLD PRESSURE AND ENGINE MODEL IO-540-AE1A5
TRANSFERTOC. 8%1
AND READ HORSEPOWER AT GMN
FUEL INJECTOR PAC RSA-1 0
ALTITUDE D.
(D 4. MODIFY HORSEPOWER AT D FOR FUELGRADE, MIN. 1001100LL
p, VARIATION OF AIR INLET TEMPERATURE
TAKE-OFFPOWER ENGINE SPEED 2800 RPM O
r TEMPERATURE TS BY FORMULA. 260 2800 RPM
c3
CI
ABS. DRY MANIFOLD NO EXTERNAL MIXTURE
83
w nr D X acruL~L O
PRESSURE- IN. HG HEATER USED
APPROXIMATELY 1% CORRECTION FOR Z
FULL THROTTLE R.PM.
a I 111 1lllrrl 1 I I I I I I11IYI111 I liij3
t+fS-L~ 1 I I I I I I I
I Irlll~
1111 I ~235-?800RPM1 u I11II 1 I I I I I Ih
e CORRECT FOR DIFFERENCE BETWEEN STD.
z
A 1 I
t ALT. TEMP. T, AND ACTUAL INLET AIR TEMP.
Cd
I f II Irll I I 1 17771 Yn II 11 1
17rl~ 1 I I I I I I I I
I I I I 111 17 1 III 1 1 T111 I 1 1 IlrlrlP
ENGINE
E
F
83
C)
cD L_LII III1I 1 Yln711 11111171 II1IV)
I I i IlIII I III I,I I I I 1 1111 1 1 I I 1 II

O Y C1
ul O
p m
o
Z
M C1
83 O
=f.
cD
O
ul
p
E
VO O
01 O
1 7 1 I 1 I I I
cc~d
ALTITUDETEMPERATURE TS -"F
0;;
so .50
IT Il 19 26 21 22 23 Z1 25 Z6 27 28 1 2 3 1 5 6 7 8 2 1D 11 12 1J 14 151617(81820
O
ABSOLUTE MANIFOLD PRESSURE. IN. HG PRESSURE ALTITUDE IN THOUSANDS OF FEET
M
04
SECTION 4
PERIODIC INSPECTIONS
Page
General. . . . . . .,. . . . . . . . . . . . . . . . . . . . . . . . . . . ,. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
Pre-Starting Inspection 4-1
Daily Pre-Flight Inspection 4-2
1 O-Hour. Inspection 4-2
25-Hour Inspection 4-2
1 GO-Hour Inspection 4-3
Non-Scheduled Inspections 4-4

LYCQMING OPERATOR’S MANUAL SECTION 4
0-540, 10-540 SERIES PERIODIC INSPECTIONS
SECTION 4
PERIODIC INSPECTIONS
NOTE
Perhaps otherfactor is quite so important to safety and durability of the aircraft and its
no
components as faithful and diligent attention to regular checl~s for minor troubles and
prompt repair when they arefound.
The operator should bear in mind that the items listed in the following pages do not constitute a complete
inspection, but are meant for the engine only. Consult the airframe manufacturer’s handbook for
aircraft
additional instructions.
Pre-Starting Inspection The daily pre-flight inspection is a check of the aircraft prior to the first flight of
the day. This inspection is to determine the general condition of the aircraft and engine.
The importance of proper pre-flight inspection cannot be over emphasized. Statistics prove several
hundred accidents occur yearly directly responsible to poor pre-flight.
Among the major causes of poor pre-flight inspection are lack of concentration, reluctance to
acknowledge the need for a check list, carelessness bred by familiarity and haste.
4-1
PERIODIC INSPECTIONS 0-540, 10-540 SERIES
I. DAILYPRE-FLIGHT (ENGINE).
a. Be sure all switches are in the "Off’ position.

b. Be sure magneto ground wires are connected.
c. Checkoillevel.
d. Check fuel level.
e. Check fuel and oil line connections, note minor indications for repair at 50-hour inspection. Repair
any leaks before aircraft is flown.
f Open the fuel drain to remove any accumulation of water and sediment.
g. Make sure all shields and cowling are in place and secure. If any are missing or damaged, repair or
replacement should be made before the aircraft is flown.
h. Check controls for general condition, travel and freedom of operation.
i. Induction system air filter should be inspected and serviced in accordance with the airframe
manufacturer’s recommendations.
2. 10-HOUR INSPECTION (ENGINE). After the first ten (10) hours of operating time, new, rebuilt, or
newly overhauled engines replace the oil filter, and conduct an inspection of the contents of the used oil
filter for traces of metal particles.
3. 25-HOUR INSPECTION (ENGINE). At twenty-five (25) hours of operating time since the first
inspection, new, rebuilt, or newly overhauled engines should undergo a 50-hour inspection including
draining and renewing lubricating oil, replacing the oil filter, and inspecting the contents of the used oil
filter.
NOTE
If the engine does not have afull-flow oilJilter, change oil every 25 hours; also, inspect oil
pressure and suction screens for metal contamination, and clean thoroughly before
reinstallation.
4. 50-HOUR INSPECTION (ENGINE). In addition to the items listed for daily pre-flight inspection, the
following maintenance checks should be made after every 50 hours of operation.
a. Ignition System-
(1) If fouling of spark plugs has been apparent, clean them and check electrode gap. Rotate bottom
plugs to upper position.
(2) Examine spark plug leads of cable and ceramics for corrosion and deposits. This condition is
evidence of either leaking spark plugs, improper cleaning of the spark plug walls or connector
ends. Where this condition is found, clean the cable ends, spark plug walls and ceramics with a
dry, clean cloth or a clean cloth moistened with methyl-ethyl-ketone. All parts should be clean and
dry before reassembly.
(3) Check ignition harness for security of mounting clamps and be sure connections are tight at spark
plug and magneto terminals.
4-2
0-540, 10-540 SERIES PERIODIC INSPECTIONS
b. Fuel Line and Induction System Check the primer lines for leaks and security of the clamps.
Remove and clean the fuel inlet strainers. Check the mixture control and throttle linkage for travel,
freedom of movement, security of the clamps and lubricate if necessary. Check the air intake ducts for
leaks, security, damage; evidence of dust or other solid material in the ducts is indicative of
filter
inadequate filter care or damaged filter. Check vent lines for evidence of fuel or oil seepage; if
present, fuel pump may require replacement.
c. Lubrication Systsm-
(1) Check oil lines for leaks, particularly at connections; for security of anchorage and for wear due to
rubbing or vibration, for dents and cracks.
(2) Replace elements on external full-flow oil filters. Before disposing of used element check interior
folds for traces of metal particles that might be evidence of internal engine damage. Drain and
renew lubricating oil. (Reference latest revision of Service Instruction No. 1014 for proper oil.)
d. Exhaust System Check attaching flanges at exhaust ports on cylinders for evidence of leakage. If
they are loose, they must be removed and machined flat before they are reassembled and tightened.
Examine exhaust manifolds for general condition.
e. Cooling System Check cowling, baffles and baffle seals~ for damage and secure anchorage. Any
damaged or missing part of the cooling system must be repaired or replaced before the aircraft
resumes operation.
J: Cylinders Check rocker box covers for evidence of oil leaks. If found, replace gasket and tighten
screws to specified torque (50 in.-lbs.).
Check cylinders for evidence of excessive heat which is indicated by burned paint on the cylinder.
This condition is indicative of internal damage to the cylinder and, if found, its cause must be
determined and corrected before the aircraft resumes operation.
Heavy discoloration and appearance of seepage at cylinder head and barrel attachment area is
usually due to emission of thread lubricant used during assembly of the barrel at the facory, or by
slight gas leakage which stops after the cylinder has been in service for awhile. This condition is
neither harmful not detrimental to engine performance and operation. If it can be proven that leakage
exceeds these ~onditions, the cylinder should be replaced.
5. IOO-HOUR INSPECTION. In addition to the items listed for daily pre-flight, and 50-hour inspection, the
following maintenance checks should be made after every one hundred hours of operation.
a. ElectricalSystem
(1) Check allwiring connected to the engine or accessories. Any shielded cables that aredamaged
should be replaced. Replace clamps or loose wires and check terminals for security and
cleanliness.
(2) Remove spark plugs; test, clean, regap, and rotate them. Replace if necessary.
4-3
PERIODIC INSPECTIONS 0-540, 10-540 SERIES
b. Lubrication System Drain and renew lubricating oil.
c. Magnetos Check breaker points for pitting and minimum gap. Check for excessive oil in the breaker
compartment, if found, wipe dry with a clean lintless cloth. The felt located at the breaker points
shouldbe lubricated in accordance with the magneto manufacturer’s instructions. Check magneto to
engine timing. (Timing procedures for Bendix and Slick magnetos are covered in the Maintenance
Procedures Section.)
d. Engine Accessories Engine mounted accessories such as pumps, temperature and pressure sensing
units should be checked for secure mounting, tight connections.
e. Cylinders Check cylinders visually for cracked or broken fins.
f: Engine Mounts Check engine mounting bolts and bushings for security and excessive wear. Replace
any excessive wear. Replace any bushings that are excessively worn.
g. Primer Nozzles Disconnect primer nozzles from engine and check for equal flow.
h. Fuel Injector Nozzles and Lines Check fuel injector nozzles for looseness. Tighten to 60 in.-lbs.
torque. Check fuel line for dyi: stains at connections (indicating leakage) and security of lines. Repair
or replacement must be accomplished before aircraft resumes operation.
i. Carburetor Check throttle body attaching screws for tightness; the correct torque for these screws is
40-50 in.-lbs.
6 100-HOUR INSPECTION. In addition to the items listed for daily pre-flight, 50-hour and 100-hour
inspections, the following maintenance check should be made after every 400 hours of operation.
Valve Inspection Remove rocker box covers and check for freedom of valve rockers when valves are
closed. Look for evidence of abnormal wear or broken parts in the area of the valve tips, valve keeper,
springs and spring seats. If any indications are found, the cylinder and all of its components should be
removed (including the piston and connecting rod assembly) and inspected for further damage. Replace any
parts that do not conform with limits shown in the latest revision of Special Service Publication No. SSP-
1776.
7. NON-SCHEDULED INSPECTIONS. Occasionally, service bulletins or service instructions are issued by

Lycoming that require inspection procedures that are not listed in this manual. Such publications, usually
are limited to specified engine models and become obsolete after corrective modification has been
accomplished. All such publications are available from Lycoming distributors, or from the factory by
subscription. Consult the latest revision of Service Letter No. L114 for subscription information.
Maintenance facilities should have an up-to-date, file of these publications available at all times.
4-4
05
SECTION 5
MAINTENANCE PROCEDURES
Page
5-1
Ignition and Electrical System
Ignition Harness and Wire Replacement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
Ti~ing Magneto to Engine.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
Generator or Alternator Opltput 5-7
Fuel System
Repair of Fuel Leaks.. . . . . . .,. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Carburetor or Fuel Injector Inlet Screen Assembly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Fuel Grades and Limitations 5-7
Air Intake Ducts and Filter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Idle Speed and Mixture Adjustment 5-7
Lubrication System
Oil Grades and Limitations 5-8
Oil Suction and Oil Pressure Screens.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-8
Oil Relief Valve 5-8
Cylinders 5-9
Generator or Alternator Drive Belt Tension 5-12

0;540, 10-540 SERIES MAINTENANCE PROCEDURES
SECTION 5
MAINTENANCE PROCEDURES
The procedures described in this section are provided to guide and instruct personnel in performing such
maintenance operations that may be required in conjunction with the periodic inspections listed in the
preceding section. No attempt is made to include repair and replacement operations that will be found in the
applicable Lycoming Overhaul Manual.
I. IGNITIONAND ELECTRICAL SYSTEM.
a. Ignition Harness and Wire Replacement In the event that an ignition harness or an individual lead is
to be replaced, consult the wiring diagram to be sure harness is correctly installed. Mark location of
clamps and clips to be certain the replacement is clamped at correct locations.
b. TimingMagnetos to Engine (Bendix)-
(1) Remove a spark plug from No. 1 cylinder and place athumb over the spark plug hole. Rotate the
crankshaft in direction of normal rotation until the compression stroke is reached, which is
indicated bypositive pressure inside the cylinder tending to push the thumb off the spark plug
a
hole. Continue rotating the crankshaft un;il the advance timing mark on the front face of the starter
ring gear is in alignment with the small hole located at the two o’clock position on the front face
of the starter housing. (Refer to Specification chapter or to engine nameplate for designated
number of degrees of spark advance.) At this point, the engine is ready for assembly of the
magnetos.
(2) Single Magneto Remove the

inspection plugs from both magnetos and turn the drive shaft in
direction of normal rotation until (-20 and -200 series) the first painted chamfered tooth on the
distributor gear is aligned in the center of the inspection window (-1200 series) the applicable
timing mark on the distributor gear is approximately aligned with the mark on the distributor
block. See Figure 5-2. Being sure the gear does not move from this position, install gaskets and
magnetos on the engine. Note that an adapter is used with all magnetos. Secure with (clamps on
1200 series) washers and nuts; tighten only finger tight.
(3) Using a battery-powered timing light, attach the positive lead to a suitable terminal connected to
the switch terminal of the magneto and the negative lead to any unpainted portion of the engine.
Rotate the magneto in its mounting flange to a point where the light comes on, then slowly turn it
in the opposite direction until the light goes out. Bring the magneto back slowly until the light just
comes on. Repeat this with the second magneto.
(4) Back off the crankshaft a few degrees; thetiming light should go out. Bring the crankshaft slowly
back in direction of normal rotation until the timing mark and the hole in the starter housing are in
alignment. At this point, both lights should go on simultaneously. Tighten nuts to specified torque.
(5) Dual Magnetos Place the engine in the No. 1 advance firing position as directed in paragraph
Ib(l).
(6) Install the magneto-to-engine gasket on the mounting flange.
5-1
MAINTENANCE PROCEDURES 0-540, 10-540 SERIES
2
~i´•
3
~11
III
1 5
Firing order:
6 1-4-5-2-3-6 I
O
O
O
O
,y
V, I/
‘\1-"~------
Figure 5-1. Ignition Wiring Diagram
ale ON BLOCK
Figure 5-2. Timing Marks 6 Cylinder 1200 Series
5-2
0-540, 10-5411 SERIES MAINTENANCE PROCEDURES
WARNING
DO NOT ATTACH HARNESS SPARK PLUG ENDS TO THE SPARK PLUGS UNTIL ALL
MA GNETO- TO-ENGINE TIMING PROCED URES AND MA GNETO- TO-S WITCH
CONNECTIONS ARE ENTIIIEL Y COMPLETED.
(7) To remove engine-to-magneto drive gear train backlash, turn engine magneto drive as far as possible
in direction opposite to normal rotation; then return in the direction of normal rotation to timing mark
on starter support.
(8) Remove the timing window plug from the most convenient side of the magneto housing and the plug
from the rotor viewing location in the center of the housing.
(9) Turn the rotating magnet drive shaft in the normal direction ofmagneto rotation until the painted tooth
of the large distributor gear is centered in the timing hole.
(10) Observe pointer just ahead of the rotor viewing window aligns with the
that at this time the built in
R or L mark on depending on whether the magneto is of right or left hand rotation as
the rotor
specified on the magneto nameplate.
(11) Hold the magneto in its No. 1 firing position (tooth in window center and pointer over R or L mark
on rotor) and install magneto to the engine and loosely clamp in position.
(12) Attach red lead from the timing light to left switch adapter lead, green lead of timing light to right
switch adapter lead and the black lead of the light to magneto housing.
(13) Turn the entire magneto in direction of rotor rotation until the red timing light comes on.
(14) Rotate the magneto in the opposite direction until the red light just goes off indicating left main
breaker has opened. Then evenly tighten the magneto mounting clamps.
(15) Back the engine up approximately 10" and then carefUlly "bump" the engine forward at the same
time observing the timing lights.
(16) At the No. 1 firing position of the engine, the red light should go off indicating left main bearing
opening. The right main breaker, monitored by the green light, must open within 2 engine degrees
o~the No. 1 firing position.
(17) Repeat steps (13) thru (15) until the condition described in paragraph (16) is obtained.
(18) Complete tightening of the magneto securing clamps by torquing to 150 in.-lbs.
(19) Recheck timing once more and if satisfactory disconnect timing light. Remove adapter leads.
(20) Reinstall plugs in timing inspection holes and torque to 12-15 in.-lbs.
5-3
1 ~-1
3 I I
r
I
4 I
r- I
5 I I
Firing order:
I
6 1-4-5-2-3-6 I II ,I I
I I
I I
I
I
O /I
,O I
I
II- II
I II .II II II I
I
O
O I
.\Y \Y/ I
I I /r
\I II
I/
Y
Figure 5-3. Ignition Wiring Diagram Dual Magneto
5-4
c. Timing Magnetos to Engine (Slick)
(1) Remove a spark plug from No. 1 cylinder and

place a thumb over the spark plug hole. Rotate the
crankshaft in direction of normal rotation until the compression stroke is reached; this is indicated
by a positive pressure inside the cylinder tending to push the thumb off the spark plug hole.
Continue rotating the crankshaft until the advance timing mark on the front face of the starter ring
gear is in alignment with the small hole located at the two o’clock position on the front face of the
starter housing. (Refer to Specification chapter or to engine nameplate for designated number of
degrees of spark advance.) At this point, the engine is ready for assembly of the magnetos.
(2) Remove the ignition harness from the left (retard breaker) magneto, if installed. Insert the Slick T-
1 18 timing pin in the hole marked "L" on the face of the distributor block. Apply a slight inward
pressure to the pin and slowly rotate the magneto drive shaft clockwise until the shoulder of the
pin seats against the distributor block. When properly engaged, the timing pin will be inserted 7/8
inch into the distributor block.
NOTE
If the magneto shaft cannot be rotated and if the timing pin is not seated 7/8 inch into the
distributor block, remove the pin, rotate the drive shaft 1/8 turn and repeat the insertion
procedure.
CAUTION
DO NOT ROTATE THE MAGNETO ROTOR SHAFT WITH THE TIMING P/N INSERTED
INTO THE DISTRIBUTOR BLOCK. THIS COULD DAMAGE THE INTERNAL
COMPONENTS OF THE MA GNETO.
(3) Inspect the left magneto accessory housing mounting pad to ensure that magneto drive dampers,
adapter, and gaskets are there and installed properly. Position the magneto on its side with the top
of the magneto located outboard away from the accessory housing vertical centerline. Install the
magneto onto the mounting pad. Be sure the drive dampers remain in place whe~ the magneto
drive is inserted into the drive gear. Secure the magneto to the accessory housing with the proper
clamps, washers, and nuts. Tighten nuts only finger tight.
CAUTION
DO NOT ROTATE THE MAGNETO OR ENGINE WITH THE TIMING PIN INSERTED
INTO THE MAGNETO DISTRIBUTOR BLOCK. THIS COULD CA USE DAMAGE TO THE
INTERNAL COMPONENTS OF TIIE MA GNETO.
(4) Remove the timing pin from the distributor block.
(5) Repeat steps (2), (3), (4) for the right (plain) magneto.
WARNING
DO NOT ATTACH HARNESS SPARK PLUG ENDS TO TIIE SPARK PLUGS UNTIL ALL
MA GNETO- TO-ENGINE TIMING PROCED URES AND MA GNETO- TO-S WITCH
CONNECTIONS ARE ENTIREL Y COMPLETED.
5-5
(6) Attach a timing light

IIB’L
to
LV
the
L1L* magneto
Illn~ll*´•Y
condenser stud according
IYIIYLII~LI LILYY
nllYIYY16
to
LY
the
UI* timing light
L1111111~
116111 IIIYIYI~IIYILI 1
(7) Rotate the magneto assembly in the direction of rotor rotation until the timing light comes on. If
the light is on initially, rotation of the magneto is not required. This indicates the breaker points
are closed.
(8) Slowly rotate the magneto assembly in the opposite direction, until the light goes out or the
breaker points open.
(9) Alternately tighten the magneto mounting nut clamps to 8 ft.-lbs. torque. Continue to tighten both
nuts alternately, in several steps, to 17 ft.-lbs. torque.
(10) Repeat steps (6) thru (9) for the second magneto.
(II) Rotate the engine approximately 10" opposite to the normal rotational direction. The timing
lights light. Slowly (bump) rotate the engine in the normal direction until the timing
should
lights go out. Both lights should go out within ~t 1" of the designated timing mark on ring gear
with the dot on the starter housing as referenced in step (1).
(12) Repeat steps (6) thru (10) until the condition described in step (11) is satisfied.
(13) If the magneto position 15" from the mounting pad horizontal centerline allowed)
interference is encountered, which is unlikely, the magneto must be removed and the drive gear
in the, accessory housing repositioned. Care must be taken not to drop the dampers into the
engine during the repositioning of the drive gear.
(14) Remove timing light leads from the magnetos.
(15) Attach the appropriate switch or P-Leads to the condenser terminal of each magneto using a
lockwasher and nut. Torque nut to 13-15 in.-lbs.
(16) Retard Breakei- positive lead of the timing light to retard breaker terminal and the
Attach one
negative lead to
ground. Set the
engine required number of degrees before top center on the
compression stroke of the number 1 cylinder. The timing light should be on, indicating the
retard breaker points are closed. Slowly rotate the engine in the normal direction until the timing
light goes out indicating the points opened. The TC #1 timing mark on the ring gear should be
aligned with the dot on the starter housing within 3". If the timing of these points is incorrect,
refer to the Slick Maintenance Manual for the procedure and proper adjustment of the contact
points.
(17) Attach the switch retard breaker lead to the retard post on the magneto (left magneto only) using
a lockwasher and nut. Torque nut to 13-15 in.-lbs.
(18) Install ignition harness assemblies on the magnetos. The left magneto harness is marked "left"
and the right magneto harness is marked "right". Check for proper installation of the "0" ring
seal in the wire cap. Torque cap-mounting screws to 18-20 in.-lbs.
5-6
NOTE
Some timing lights operate ~n the reverse manner as described. The light comes on when the
breakerpoints open. Checkyour timing’light instructions.
Check the alternator (whichever is

determine that rothe~
taspecified
or
renOutput
e G.deniagenerator
Alternator
voltage tbeing
bo and current are
or applicable)´• to
2. FUEL SYSTEM.
a. Repair of Fuel Leaks In the event a line or fitting in the fuel system is replaced, use only a fUel-
soluble lubricant, such as Loctite Hydraulic Sealant. Do not use Teflon tape or any other~form of
thread compound. Do not apply sealant to the first two threads.
b. Carburetor or Fuel Injector Inlet Screen Assembly’- Remove the assembly and check the screen for
distortion or’openings in the strainer. Replace for either of these conditions. Clean screen assembly in
solvent and dry with compressed air. To install the screen assembly, place the gasket on the screen
assembly and installthe assembly in the throttle body and tighten to 35-40 inch pounds torque for
I carburetor or 60-70 inch pounds torque for fuel injector.
c. Fuel ´•Grades and Limitations See recommended fuel grades in Section 3, or reference latest revision
of Service Instruction Wo. 1070.
In the event that the specified fuel is not available at some locations, it is permissible to use´• higher
I regardless
octane fuel. Fuel of
of octane
a lower octane than
rating.
specified is not to be used. Do not use automotive fuel
NOTE
IRefer to the latest revision of Service Instruction No. 1070 regarding speciJiedfuel for
Lyc~ming engines.
d Air Intake Ducts and Filter Check all air intake ducts for dirt or restrictions. Inspect and service air
filters as instructed in the airframe manufacturer’s handbook.
e. Idle SpeedandMixtureAdjustment
(I;) Start the engine and warm up in the usual manner until oil and cylinder head temperatures are
i~ornial.
1(2) Check magnetos. If the "mag-drop" is normal (refer to Section 3.6), proceed with idle adjustment.
(3) Set throttle stop screw so that the engine idles at the aircraft manufacturer’s recommended idling
RPM. If the RPM changes appreciably after making idle mixture during the adjustment
succeeding steps, readji~st the idle speed to the desired RPM.
60297-10-3 Revised March 2009 5-7

(4) When the idling speed has been stabilized, move the cockpit mixture control lever with a very
slow, steady pull toward the "Idle Cut-Off’ position and observe the tachometer for any change
during the leaning process. Caution must be exercised to return the mixture control to the "Full
Rich!’ position before the RPM can drop to a point where the engine cuts o~it. An increase of more
than 35 RPM while "leaning out" indicates an excessively rich idle mixture. An immediate
decrease in RPM (ifnot preceded by a momentary increase) indicates the idle mixture is too lean.
If the above indicates that the idle adjustment is too rich or too lean, turn the.idle mixture
adjustment in the direction required for correction, and check this new position by repeating the
above procedure. Make additional adjustments as necessary until a check results in a momentary
pickup of approximately 10 to 25 RPM. Each time the adjustment is changed, the engine should
be run up to 2000 RPM to clear the engine before proceeding with the RPM check. Make final
adjustment of the idle speed, adjustment to obtain the desiied idling RPM with closed throttle. The
above method aims at a setting that will obtain maximum RPM with minimum manifold pressure.
In case the setting does not remain stable, check the idle linkage; any looseness in this linkage
would cause erratic idling. In all cases, allowance should be made for the effect of weather
conditions and field altitude upon idling adjustment.
3. LUBRICATIONSYSTEM.
a. Oil Grades and Limitations Service the engine in accordance with the recommendations shown in
Section 3.
b. Oil Suction and Oil Pressure Screens At each fifty hours inspection remove, inspect for metal
particles, clean and reinstall.
NOTE
if an engine does not have oilfilter, change oil every 25 hours; also, inspect oil
pressure and suction screens for metal contamination, and clean thoroughly before
reinstallation.
c. Oil Relief Valve (Non-Adjustable) The fUnction of the oil pressuri: relief valve is to maintain engine
oil pressure within specified limits. The valve, although not adjustable, may be controlled by the
addition of a maximum of nine STD-425 washers under The cap to increase pressure or the use df a
spacer (Lycoming P/N 73629 or 73630) to decrease pressure. A modification on later models has
eliminated the need for the spacers. Particles of metal or other foreign matter lodged between the ball
and seat will result in faulty readings. It is advisable, therefore, to disassemble, inspect and clean the
valve if exCessive,Ijressure fluctuations are noted.
d Oil Relief Valve (Adjustable) The adjustable oil relief valve enables the operator to maintain engine
oilpressure within the specified limits. If the pressure under normal operating conditions should
consistently exceed the maximum or minimum specified limits, adjust the valve as follows.
With the engine warmed up and running at approximately 2000 RPM, observe the reading on the oil’
pressure gage. If the pressure is above maximum or below minimum specified limits, stop engine and
screw the adjusting screw out to decrease pressure and in to increase pressure. Depending on
installation, the adjusting screw may have only driver slot; or it may have the screw driver slot
a screw
plus a pinned .375-24 castellated nut aiid may be turned with either a screw driver or a box wrench.
5-8
NOTE
Check applicable parts catalogfor optional size/pressure capacity relief- valve springs.
4. CYLINDERS. It is recommended that as a operation, cylinder maintenance be confined to

field
replacement of the entire assembly. For valve replacement consult the proper overhaul manual. This should
be undertaken only as an emergency measure.
a. Removal ofCylinderAs~embly-
(1) Remove exhaust manifold and cooling baffles.
(2) Remove rocker box drain tube, intake pipe, baffle and any clips that might interfere with the
removal of the cylinder.
(3) Disconnect ignition cables and remove the bottom spark plug.
(4) Remove rocker box cover~ and rotate crankshaft until piston is approximately at top center of the
compression stroke. This is indicated by a positive pressure inside of cylinder tending to push
thumb off of bottom spark plug hole.
(5) Slide valve rocker shafts from cylinder head and remove the valve rockers. Valve rocker shafts
can be removed after the cylinder is removed ~om the engine. Remove rotator cap from exhaust
valve stem.
(6) Remove push rods by grasping ball end and pulling rod out of shroud tube. Detach shroud tube
spring and lock plate and pull shroud tubes through holes in cylinder head.
NOTE
Thehydraulic tappets, push rods, rocker arms and valves must be assembled in the same
locationfrom which they were removed.
(7) Remove cylinder base nuts and hold down plugs (where employed), then remove cylinder by
pulling directly away fkom crankcase. Be careful not to allow the piston to drop against the
crankcase as the piston leaves the cylinder.
b. Removal of Piston from Connecting Rod Remove the piston pin plugs. Insert piston pin puller (P/N
64843) through piston pin, assemble puller nut; then proceed to remove piston pin. Do not allow
connecting rod to rest on the cylinder bore of the crankcase. Support the connecting rod with heavy
rubber band, discarded cylinder base oil ring seal, or any other non-marring method.
c. Removal of Hydraulic Tappet Sockets and Plunger Assemblies It will be necessary to remove and
bleed the hydraulic tappet plunger assembly so that dry tappet clearance can be checked when the
cylinder assembly is reinstalled. This is accomplished in the following manner:
(1) Remove the hydraulic tappet push rod socket by inserting the forefinger into the concave end of
the socket and withdrawing. If the socket cannot be removed in this manner, it may be removed by
grasping the edge of the socket with a pair of needle nose pliers. However, care must be exercised
to avoid scratching the socket.
5-9
(2) To remove the

hydraulic tappet plunger assembly, use the special Lycoming service tool. In the
event that the tool is not available, the hydraulic tappet plunger assembly may be removed by a
hook in the end of a short piece of lockwire, inserting the wire so that the hook engages the spring
of the plunger assembly. Draw the plunger assembly out of the tappet body by gently pulling the
wire.
CAUTION
NEVER USE A MAGNET TO REMOVE HYDRAULIC PLUNGER ASSEMBLIES FROM

THE CRANKCASE. THIS CAN CAUSE THE CHECK BALL TO REMAIN OFF ITS SEAT,
RENDERING THE UNITINOPERATIVE.
d. Assembly of Hydraulic Tappet Plunger Assemblies To assemble the unit, unseat the ball by inserting
a thin clean wire through the oil inlet hole. With the ball off its seat, insert the plunger and twist
clockwise so that the spring catches. All oil must be removed before the plunger is inserted.
e. Assembly of Cylinder and Related Parts Rotate the crankshaft so that the connecting rod of the
cylinder being assembled is at the top center of compression stroke. This can be checked by placing
two fingers on the intake and exhaust tappet bodies. Rock crankshaft back and forth over top center. If
the tappet bodies do not move, the crankshaft is on the compression stroke.
34~ 34"
J
HOLD-DOWN
O /t\ O ~c/-
4
/O O\ 1
HORIZONTAL CENTER
LINE OF ENGINE
O ~V- O
SHIM-4 REQ’D PER CYLINDER

(.010 IN. THICK X .50/.70 IN. WIDE)
DURING INITIAL TIGHTENING, USE TWO SHIMS
BETWEEN EACH PLATE AND THE BARREL. LOCATED
AS SHOWN. REMOVE SHIMS BEFORE FINAL TIGHTENING.
Figure 5-4. Location of Shims Between Cylinder Barrel and Hold-Down Plates
(where applicable) and Sequence of Tightening Cylinder Base Hold-Down Nuts
5-10
(1) Place each plunger assembly in its respective tappet body and assemble the socket on top of
plunger assembly.
(2) Assemble piston with rings so that the number stamped on the piston pin boss is toward the front
of the engine. The piston pin should be of a hand push fit. If difficulty is experienced in inserting
the piston pin, it is probably caused by carbon or burrs in the piston pin hole. During assembly,
always use a generous quantity of oil, both in the piston pin hole and on the piston pin.
(3) Assemble one piston pin plug at each end of the piston pin and place a new rubber oil seal ring
around the cylinder skirt. Coat piston and rings and the inside of the cylinder generously with oil.
(4) Space piston ring gaps. Then, using a piston ring compressor, assemble the cylinder over the
piston so that the intake port is at the bottom of the engine. Push the cylinder all the way on,
catching the ring compressor as it is pushed off.
NOTE
Before installing cylinder hold-down nuts, lubricate crankcase thru-stud threads with any
one ofthefollowing lubricants, or combinations oflubricants.
i. 90% SAE SOWengine oil and 10% STP.

2. Parker ThreadLube.
3. 60% SAE 30 engine oil and 40% Parker Thread Lube.
(5) Assemble hold-down plates (where applicable) and cylinder base hold-down nuts and tighten as
directed in the following steps.
NOTE
At any time a cylinder is replaced, it is necessary to retorque the thru-studs on the cylinder
on the opposite side of the engine.
(a) (Engines using hold-down plates) Install shims between cylinder base hold-down plates and
cylinder barrel, as directed in Figure 5-4, and tighten ~z inch hold-down nuts to 300 in.-lbs. (25
ft.-lbs.) torque, using the sequence shown in Figure 5-4.
(b) Remove shims, and using the same sequence, tighten the ’/2 inch cylinder base nuts to 600 in.
Ibs. (50 ft.-lbs.) torque.
NOTE
Cylinder assemblies not using hold-down plate are tightened in the same manner as above
omitting the shims.
(c) Tighten the 3/8 inch hold-down nuts to 300 in.-lbs. (25 ft.-lbs.) torque. Sequence of tightening
is optional.
(d) After completing tightening sequence, recheck final torque value.
5-11
CAUTION
AFTER ALL CYLINDER BASE NUTS HA VE BEEN TIGHTENED,REMO VE ANY NICKS I"\I
THE CYLINDER FINS BY FILING OR BURRING.
(6) Install new shroud tube oil seals on both ends of shroud tube. Install shroud tube and lock in place
as required for type ofcylinder.
(7) Assemble each push rod in itsrespective shroud tube. Then place rotator cap over end of exhaust
valve stem. Assemble each rocker in its respective position by placing rocker between bosses and
by sliding valve rocker shaft in place to retain rocker.
(8) Be sure that the is at top center of compression stroke and that both valves are closed.
piston
Check clearance between the valve stem tip and the valve rocker. In order to check this clearance,
place the thumb of one hand on the valve rockerdirectly over the end of the push rod and push
down so as to compress the hydraulic tappet spring; While holding the spring compressed, the
valve clearance should be between .028 and .080 inch. If clearance does not come within these
limits, remove the push rod and insert a longer or shorter push rod, as required to correct
clearance.
NOTE
Inserting a longer push rod will decrease the valve clearance.
(9) Install intercylinder baffles, rocker box covers, intake pipes, rocker box drain tubes and exhaust
manifold.
5. GENERATOR OR ALTERNATOR DRIVE BELT TENSION.
Check the tension of a new belt 25 hours after installation. Refer to latest revision of Service Instruction
No. 1 129 for methods of checking generator or alternator drive belt tension.
5-12
06
SECTION 6
TROUBLE-SHOOTING
Page
Failure of Engine to Start. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
Failure of Engine to Idle Properly. . . . . . . . . . . . . . . . . . . . . . . . . . . . .;. .,. . . . . . . . . . . . . . . . . . . . . . . . 6-2
Low Power and Uneven Running.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Failure of Engine to Develop Full Power 6-3
Rough Engine 6-3
Low Oil Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
High Oil Temperature 6-4
Excessive Oil Consumption 6-4
High Fuel Flow Indication on Fuel Gage 6-4

0-540, 10-540 SERIES TROUBLE-SHOOTING
SECTION 6
TROUBLE-SHOOTING
Experience has proven that the best method of trouble-shooting is to decide on the various causes of a
given trouble and then to eliminate causes one by one, beginning with the most probable. The following
charts list some of the more common troubles, which may be encountered in maintaining engines; their
probable causes and remedies.
I. TROUBLE-SHOOTING ENGINE.
TROUBLE PROBABLE CAUSE REMEDY
Failure of Engine to Start Lack of fuel Check if fuel valve is on. Check
fuel system for leaks. Fill fuel
tank. Clean dirty lines, strainers or
fuel valves.
Overpriming Leave ignition "off’ and mixture

control in "Idle Cut-Off’, open
throttle and "unload" engine by
cranking for a few seconds. Turn
ignition switch on and proceed to
start in a normal manner.
Defective spark plugs Clean and adjust or replace spark

plugs.
Defective ignition wire Check with electric tester, and

replace any defective wires.
Defective battery Replace with charged battery.
Improper operation of magneto Checkmag switch is on. Clean

breaker points. Check internal timing of
magnetos.
Lack of sufficient fuel flow Disconnect fuel line and check

fuel flow.
Water in fuel injector or carb. Drain fuel injector or carburetor

and fuel lines.
Internal failure Check oil screens for metal

particles. If found,complete
overhaul of the engine may be
indicated.
6-1
TROUBLE-SHOOTING 0-540, 10-540 SERIES
Failure of Engine to Idle Incorrect idle mixture Adjust mixture.

Properly
Leak in induction system Tighten all connections in the

induction system. Replace any
parts that are defective.
Incorrect idle adjustment Adjust throttle stop to obtain

correct idle.
Uneven cylinder compression Check condition of piston rings

and valve seats.
Faulty ignition system Check entire ignition system.
Insufficient fuel pressure Adjust fuel pressure.
Leak in air bleed nozzle balance Check connection and replace if

line necessary.
Plugged fuel injector nozzle Clean or replace nozzle.
Flow divider fitting plugged Clzan fining.
Low Power and Uneven Running Mixture too rich; indicated by Readjustment of fuel injector or
sluggish engine operation, red carburetors by authorized
exhaust flame at night. Extreme personnel is indicated.
cases indicated by black smoke
from exhaust
Mixture too lean; indicated by Check fuel lines for dirt or other
overheating or backfiring restrictions.Readjustment of fuel
injector or carburetor by
authorized personnel is indicated.
Leaks in induction system Tighten all connections. Replace

defective parts.
Defective spark plugs Clean and gap or replace spark

plugs.
Improper fuel Fill tank with fuel of

recommended grade.
Magneto breaker points not Clean points. Check internal

working properly timing ofmagnetos.
6-2
0-540, 10-540 SERIES TROUBLE-SHOOTING
Low Power and Uneven Running Defective ignition wire Check wire with electric tester.
(Cont.) Replace defective wire.
Defective spark plug terminal Replace connectors on~spark plug

connectors wire.
Failure of Engine to Develop Leak in induction system Tighten all connections and
Full Power replace defective parts.
Defective tachometer Replace tachometer.
Plugged fUel injector nozzle Clean or replace nozzle.
Throttle lever out of adjustment Adjust throttle lever.
Improper fuel flow Check strainer,.gage and flow at

the fuel line.
Restriction in air scoop Examine air scoop and remove
restrictions.
Improper fuel Drain and refill tank with

recommended fuel.
Faulty ignition Tighten all coI1I´•iections. Check

system with tester. Check ignition
timing.
Rough Engine Cracked engine mount Replace or repair mounting.
Defective mounting bushings Install new mounting bushings.
Uneven compression Check compression.
Low Oil Pressure Insufficient oil Fill sump to proper level with
recommended oil.
Defective pressure gage Replace.
Air lock or dirt in relief valve Remove and clean oil pressure
relief valve.
6-3
TROUBLE-SHOOTING 0-540, 10-540 SERIES
Low Oil Pressure (Cont.) Leak in suction line or pressure Check gasket between accessory
line housing and crankcase.
High oil temperature See "High Oil Temperature" in

"Trouble" column.
Stoppage in oil pump intake Check line for obstruction. Clean

passage suction strainer.
High Oil Temperature Insufficient air cooling Check air inlet and outlet for
deformation or obstruction.
Insufficient oil supply Fill oil sump to proper level with

specified oil.
Defective temperature gage Replace gage.
Low grade of oil Replace with oil conforming to
specifications.
Clogged oil lines or strainers Remove and clean oil strainers.
Excessive blow-by Usually caused by worn or stuck

rings.
Failing or fa~led beanng Enaminesump formclaiparticles

If found, overhaul of engine is
indicated.
Excessive Oil Consumption Low grade of oil Fill tank with oil conforming to
specification.
Failing or failed bearings Check sump for metal particles.
Worn piston rings Install new rings.
Incorrect installation of piston Install new rings.

rings
Failure of rings to seal (new Use mineral base oil. Climb to
nitrided cylinders) cruise altitude at full power and
operate at 75% cruise power
setting until oil consumption
stabilizes.
High Fuel Flow Indication on Plugged fuel injector nozzle Clean or replace nozzle.
Fuel Gage
6-4
07
SECTION 7
INSTALLATION AND STORAGE
Page
Preparation of Engine for Installation 7-1
General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i. . . . . . . . . . . . 7-1
Inspection of Engine Mounting.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
Attaching Engine to Mounts 7-1
Oil and Fuel Line Connections 7-1
Propeller Installation 7-1
Preparation of Carburetors and Fuel Injectors for Installation 7-2
Carburetor 7-2
Fuel Injector 7-2
Corrosion Prevention in Engines Installed in Inactive Aircraft.............................................................. 7-2
Installation Drawing 7-4

0-540, 10-540 SERIES INSTALLATION AND STORAGE
SECTION 7
INSTALLATION AND STORAGE
I. PREPARATION OF ENGINE FOR INSTALLATION. Before installing an engine that has been prepared
for storage, remove all dehydrator plugs, bags of desiccant and preservative oil fkom the engine.
Preservative oil can be removed by removing the bottom spark plugs and turning the crankshaft three or
four revolutions by hand. The preservative oil will then drain through the spark plug holes. Draining will be
facilitated if theengine is tilted from side to side during the above operation. Preservative oil which has
accumulated in the sump can be drained by removing the oil sump plug. Engines that have been stored in a
cold place should be removed to an environment of at least 70"F (21"C) for a period of 24 hours before
preservative oil is drained from the cylinders. If this is not possible, heat the cylinders with heat lamps
before attempting to drain the engine.
After the oil sump has been drained, the plug should be replaced, safety wired, and the sump refilled with
lubricating oil. The crankshaft should again be turned several revolutions to saturate the interior of the
engine with the clean oil. When installing spark plugs, make sure that they are clean; if not, wash them in
clean petroleum solvent. Of course, there will be a small amount of preservative oil remaining in the engine,
but this can cause no harm. However, after twenty-five hours of operation, the lubricating oil should be
drained while the engine is hot. This will remove any residual preservative oil that may have been present.
CA UTION
DO NOT ROTA TE THE CRANKSHAFT OF AN ENGINE CONTAINING PRESER VA T/VE

OIL BEFORE REMOVING THE SPARK PLUGS, BECAUSE IF THE CYLINDERS
CONTAIN ANY APPRECIABLE AMOUNT OF MIXTURE, RESULTING THE THE
ACTION, KNOWN AS HYDRAULICING, WILL CAUSE DAMAGE TO THE ENGINE.
ALSO, ANY CONTACT OF THE PRESERVATIVE OIL WITH PAINTED SURFACES
SHOULD BE A VOIDED.
General Should any of thedehydrator plugs, containing crystals of silica-gel or similar material, be broken
during their term of storage or upon their removal from the engine, and if any of the contents should fall into
the engine, that portion of the engine must be disassembled and thoroughly cleaned before using the engine.
The oil strainers should be removed and cleaned in gasoline or some other hydrocarbon solvent. The fuel
drain screen located in the fuel inlet of the carburetor or fuel injector should also be removed and cleaned in
a hydrocarbon solvent. The operator should also note if any valves are sticking. If they are, this condition
can be eliminated by coating the valve stem generously with a mixture of gasoline and lubrication oil.
Inspection of Engine Mounting If the aircraft is one from which an engine has been removed, make sure
that the engine mount is not bent or damaged by distortion or misalignment as this can produce abnormal
stresses within the engine.
Attaching Engine to Mounts See airframe manufacturer’s recommendation for method of mounting the
engine.
Oil and Fuel Line Connections The oil and fuel line connections are called out on the accompanying
installation drawings.
h´•opeNerlnslailoiion Consult the airframe manufacturer far mfarmation relative to propeller installation.
7-1
INSTALLATION AND STORAGE 0-540, 10-540 SERIES
2. PREPARA TION OF CARE URETORS AND FUEL INJECTORS FOR INSTALLA TION.
Carburetors and fuel injectors that have been prepared for storage should undergo the following procedure
before being placed in service.
Carburetor (MA-4-5) Remove the fuel drain plug and drain preservative oil. Remove the fuel inlet strainer
assembly and clean in a hydrocarbon solvent. Reinstall the fuel drain plug and fuel inlet strainer assembly.
Fuel Injector (Bendix)- Remove and clean the fuel inlet strainer assembly and reinstall. Inject clean fuel
into the fuel inlet connection with the fuel outlets uncapped until clean fuel flows from the outlets. Do not
exceed 15 psi inlet pressure.
CORROSION PRE VENTION IN ENGINES INSTALLED IN INA CTlyE AIR CRAFT
Corrosion can especially in new or overhauled engines, on cylinder walls of engines that will be
occur,
inoperative for periods as brief as two days. Therefore, the following preservation procedure is
recommended for inactive engines and will be effective in minimizing the corrosion condition for a period
up to thirty days.
NOTE
Ground running the engine for brief periods of time is not a substitute for the following
procedure; in fact, the practice of ground running will tend to aggravate rather than
minimi~e this corro~ion eonlr~on.
a. As soon as possible after the engine is stopped, move the aircraft into the hangar, or other shelter
where the preservation process is to be performed.
b. Remove sufficient cowling to gain access to the spark plugs and remove both spark plugs from each
cylinder.
c. Spray the interior of each cylinder with approximately two (2) ounces of corrosion preventive oil
while cranking the engine about five (5) revolutions with the starter. The spray gun nozzle may be
placed in either of the spark plug holes.
NOTE
Spraying should be accomplished using an airless spray gun (Spraying Systems Co.,
"Gunjet" Model 24A-8395 or equivalent). In the event an airless spray gun is not available,
personnel should install a moisture trap in the air line ofa conventional spray gun and be
certain oil is hot at the nozzEe before spraying cylinders.
d. With the crankshaft stationary, again spray each cylinder through the spark plug holes with
approximately two ounces of corrosion preventive oil. Assemble spark plugs and~ do not turn
crankshaft after cylinders have been sprayed.
The corrosion preventive oil to be used in the foregoing procedure should conform to specification MIL-
1,-6529, Type I heated to 2000F/2200F (93"0/104"0) spray nozzle temperature.
7-2
NOTE
Oils the type mentioned are to be used in Lycoming aircraft

of engines for corrosion
prevention only, and not for lubrication. See the latest revision of Lycoming Sewice
Instruction No. 1014 and Service Bulletin No. 318for recommended lubricating oil.
7-3
011 LEVEL GAGE

G(MRNOR MOUNTING FW] I rBffE\THER FITT~JG
TACHOMETER CONN.
U~
VENT LINE.CONN.
FUEL PL~MP OUTLET
~--FRMER LHIE aYLN
~-----01L SUCT~ SCREEN

MANIFOLD PRESSURE CONN. n lo.
CILNDER NO.I OR NO2
OF GRAVITY
DRAIN PLLIG
/P
Figure 7-1. Installation Drawing Left Side View 0-540 Series
TACHOMETER CONN.-l I-VAC. P~MP MOUNT~NG PAD

BREATHER FTTnNGS
OIL PRESS. GAGE ~ONN.
OIL FROM
MPI;NETO
MAGNE TO
ii
SWITCH ~II J
TERMNAL ~OOLER
FUEL INLET I A~CESSORY
OIL OIL RETURN
SCREE
ALTERNATE ACCY.
HvoRnule laVs OIL RETURN
MOUNTING PAD
CENTER OF GRAVITY
Figure 7-2. Inrtallation Drawing Rear Vi~w 0-540 Srries
7-4
NEL ~MNIFOtD ~SSY.

011 LEVEL GAGE
N(VtLE P~SSURE CONN.--
r.:rJF~RFK‘9 HPt, n I rBREATHER FITTING
--TACHOMETER CONN
i.il~ VENT LINE CONN.
011 SUCTK)N SCREEN

MAhllFOU) P~ESSURE GONN
NO I~Y, Na2 CYLINDER
CErJTsP Or:GRAVITY
OIL DRAIN
FULL RIC;c( POSlflON
IC’.F: CuT-r?Ft ~OSlr!ON
Figure 7-3. Installation Drawing Left Side View IO-540-C, -D, -J, -N
TIMOUETER CONN.
BRE~LTWER FIITHG PUUP U~UNTlr(G FILD
I I I FOL PRESWIE C*GE OOP;H
~oaRo 1L~ TERMP(P~L

tROUD v~161 A\V-~ U/YNTO
OLTUIPERATCRECOHJ´•
OILS~REEN ~USMi
cnmlcrc~ann
‘a~
VENT UNE CONN. -----IWXSYIPI OL RfU*e
a XI maLER ---------HID~UUC SYPPbO
at SUtTDLI SCREEN
FUEL RDP b*ET
Figure 7-4. Installation Drawing Rear View IO-540-C, -D, -J, -N
7-5
OIL LEVEL. GAGE

BREATHEH FITTING
GOVERNOR PAD
CONN.
I,Ir´•
IDCE
POSITION
Q ;L,
MIXTURE C~HITHOL
---~--II ~I L,lry,l
´•LEVER
FUEL. MANIFOLD ASSY. ii
THROTTLE
E‘)-- (CLOSED)
NOZZLE PRESSURE OONN.
CENTER OFGRAVITY
THROTTLE
OIL DRAINS (OPEN)
FUCL DRAIN FUEL PRESSURE CCXVN.
OIL SUCTION SCF~EEN
Figure 7-5. Installation Drawing Left Side View IO-540-B, -E
TACHOMETER CONN. OI1 TEMPERATURE CONN.

/-ClkCUUM PUMP PAD
BREATHER FITTING --7
MLPRESS.GPGECOF~.
OIL FROM COOLER GROUND TERMINAL
OIIPRESSURE SCREEN HSG.
-/i
RETARD TERMINL\L
OkM CMKER
GROUND TERMINAL
ACCESSORY O(L RETURN
VENT UNE COhN.
ACTERNCQE ACCY.
011 RETURN
:C
On-´• SUCTION SCREEN
HWX(AUUC PUhlP F#D
CENTER OF GRIMTY
NLET
Figure 7-6. Installation Drawing Rear View IO-540-B, -E
7-0
LYGIOMING OPERATOR’S MANUAL SECTION 7
´•--FUE’L. I\IIANIFOL.D PRESSURE

H\O
I LEVEL GAGE
BRECtl~HER
FITTING
’TACI´•IOME’I’ER
;i""l-´•e
6_´•2
o
I,CONNEGTION
IDI-E CUT--OFF
r
POSITION
MIXTURE
CONTROL LEVER
MANIFOLD PRESSCIRE
CXXJNECTF3N
CENTER OF GRAVITY- iIIl// I I
OIL SUCTK)N SCREEN
011. DRAIN PLUGS

FUEL DRAIN
Figure 7-7. Installation Drawing Left Side View IO-540-A, -G, -P, -S
F1IEL iMAPUFOLD L\SSY

TEMPERATURE CONN.
~1OME1’EH GONN.
r’
BREATHER FITTING VACUUM PUMP F#D
Olt FROM 011 PRESS. GAGE CC~N.
RETARD Tt~MaUAL: TERMINAL

GROUND
O(LTO
COOLER
1- 7‘~---’ 11~ II/ I\/Jq‘Y L’ ACCV.O(L RETURN

BY-F~RSS ~LM
PUMP PL\D
FUEL PUMP F#D
ALTERNATE AGCY.
at RETURN
CENTER OF GRAVITY
o o
INLET
THROTTLE LEVER
o
FUEL RETURN
Figure 7-8. Installation Drawing Rear View IO-540-A, -G, -P, -S
7-7
INSTALLATION AND STORAGE 0-540, 1[0-540 SERIES
OIL FILLER GAGE

GOV. ~OUNnNG F#0
BF~EATHER FTT~NG
BNELFUU, ~TACHOMET ER
CON13ECTION
FUEL
I o
MAN, PRESS. CONN: r~
CENTER OF GRAVITY
OIL SUCTION SCREEN --~v tFUEL DRAIN
OIL DRAIN PLUGS
FUEL INJECTOR
Figure 7-9. Installation Drawing Left Side View IO-540-K
TACHOME~TER CONN. -I rVAC. PUM~ MOUNTING PAD

BREATHER FITTINGS
OIL FROM OIL PRESS. GAGE CONN.
MAGNE~TO
MAGNETO
5
SWITCH 1’ J _Y TO
TEf~MINAL I COOLER
FUEC INL~T ACCESSORV
OIL OIL RETURN
SCR~E
ALTERNATE ACCY,
moRAuLle taV OIC RETU~W
MOUNTING PAD
CENTER O~ G~AVITY
Figure 7-10. Installation Drawing Rear View IO-540-K
7-8
OIL TO COOLER THERMOSTATIC IJWE os PRESSURE

at FRO~ COOLER SOREEN HOUS(NO
TO COOLER
IOIL rOlL TEMPERATURE CONH

O(L PRESSURE GAGE CO~JN.
TERMINAL
t
GROUND TERMINAL
TO COOLER
FUEL INLET STRAINER
M~TURE CONTROL
THROTTLE
FUEL PRESSURE
CC~JNECTION
BOJL DRAIN PLUG
Figure 7-11. Installation Drawing Alternate Oil Line Connections,

Magnetos and View of Carburetor 0-540 Series
7-9
08
SECTION 8
TABLES
Page
8-2
8’3
Flight Test After Top Overhaul. . . . . . . . . . . . . . ´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•.´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•
Full Throttle HP at Alti ude. . . . . . . . . . . . . . . . .´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´•

8’4
84
Table of Speed Equivalents
Conversion. . . . . . . . . . . . ´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´• 8-5

Ceutigrade-Fahrenbeit
Inch Fraction Conversion. . . . . . . . . . . . . . .´•. ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• 8’6

0-540, 10-540 SERIES TABLES
SECTION 8
TABLES
FOR TIGHTENING TORQUE RECOMMENDATIONS AND INFORMATION
CONCERNING TOLERANCES AND DIMENSIONS THAT MUST BE MAINTAINED
M LYCOMING AIRCRAFT ENGMESI CONSULT THE LATEST REVISION OF
SPECIAL SERVICE PUBLICATION NO. SSP-1776.
CONSULT THE LATEST REVISION OF SERVICE INSTRUCTION NO. 1029 AND
NO. 1150 FOR INFORMATION PERTINENT TO CORRECTLY INSTALLING
CYLINDER ASSEMBLY.
8-1
00
c3~
enc~
rC1
cnO
Z
oo
FIXED WING ONLY
GROUND RUN AFTER TOP OVERI-IAUL Type Aircraft

OR CYLINDER CHANGE WITH NEW RINGS
Registration No.
(DO NOT USE AFTER MAJOR OVERI-IAUL)
Aircraft No.
i. Avoid dusty location and loose stones.
2. Head aircraft into the wind. Owner
3. All cowling should be in place, cowl flaps open.
4. Accomplish ground run in full flat pitch. Engine Model S/N
5. Neverexceed2000F. oiltemperature.
6. If cylinder head temperatures reach 400"F., shut down and allow Date
engine to cool before continuin%.
Run-Up By
GROUND RUN
Tem~erature I Pressure Terrmerature Fuel Flow

Time RPM MAP L. oil R. oil L. cvl. R. cvl. L. oil R. oil L. fuel R. fuel L. carb. R. carb. Amb. Air Left Ri P
5 min 1000
10 min 1200
O
10 nlin 1300
5 min 1500
Z
Smin 1600 O
5 min 1700 O
5 min 1800 Ce~
gm
Mag. Check Adjustment Required After Completion of Ground Run

cln g
OL~
O
Power Check 1. Visually inspect engine(s) O ~J
2. Check oil levels r~ ~jj
p
Idle Check
mZ
mr
Or
~cC
gel
O
O
~nZ
m0
FLIGHT TEST AFTER TOP OVERHAUL
OR CYLINDER CHANGE WITH NEW RINGSM
vlcl
i. Testfly aircraftone hour. O
56
2. Use standard power for climb, and at least 75% power for cruise.
r;n
3. Make climb shallow and at good airspeed for cooling.
4. Record engine instrument readings during climb and cruise.
Tested by
FLIGHT TEST RECORD
TemDerature I Pressure TemDerature I Fuel Flow

Time RPM MAP L. oil R. oil L.cvl. I R.cvl. I L.oil R. oil L. fuel R. fuel L. carb R. carb Amb. Air Left
Climb)
Cruise
Adjustment Required After Flight After Test Flight.
i. Make careful visual inspection ofengine(s).

2. Checkoillevel(s).
3. If oil consumption is excessive, (see operator’s manual for limits),
remove spark plugs and check cylinder barrels for scoring.
r;n
M
C3
cl
r0
oo mZ
~noo
TABLES 0-540, 10-540 SERIES
FULL THROTTLE HP AT ALTITUDE

OVormally Aspirated Engines)
Altitude S.L. Altitude S.L. Altitude S.L.

Ft. H.P. Ft. H.P. Ft. H.P.
0 100 10,000 70.8 19,500 49.1

500 98.5 11,000 68.3 20,000 48.0
1,000 96.8 12,000 65.8 20,500 47.6
2,000 93.6 13,000 63.4 21,000 46.0
2,500 92.0 14,000 61.0 21,500 45.2
3,000 90.5 15,000 58.7 22,000 44.0
4,000 87.5 16,000 56.5 22,500 43.3
5,000 84.6 17,000 54.3 23,000 42.2
6,000 81.7 17,500 53.1 23,500 41.4
7,000 78.9 18,000 52.1 24,000 40.3
8,000 76.2 18,500 51.4 24,500 39.5
9,000 73.5 19,000 50.0 25,000 38.5
TABLE OF SPEED EQUIVALENTS
Sec./Mi. M.P.H. Sec./Mi. M.P.H. Sec./Mi. M.P.H.
72.0 50 24.0 150 14.4 250

60.0 60 22.5 160 13.8 260
51.4 70 21.2 170 13.3 270
45.0 80 20.0 180 12.8 280
40.0 90 18.9 190 12.4 290
36.0 100 18.0 200 12.0 300
32.7 110 17.1 210 11.6 310
30.0 120 16.4 220 11.2 320
27.7 130 15.6 230 10.9 330
25.7 140 15.0 240 10.6 340
8-4
LYCOMNG OPERATOR’S MANUAL SECTION 8
0-540, TO-540 SERIES TABLES
CENTIGRADE-FAHRENHEIT CONVERSION TABLE
Example: To convert 20"C to Fahrenheit, find 20 in the center column headed (F-C); then read 68.0"F in
the column (F) to the right. To convert 20"F to Centigrade; find 20 in the center column and read -6.67"F in
the (C) column to the left.
C F-C F C F-C F
-56.7 -70 -94.0 104.44 220 428.0

-51.1 -60 -76.0 110.00 230 446.0
-45.6 -50 -58.0 115.56 240 464.0
-40.0 -40 -40.0 121.11 250 482.0
-34.0 -30 -22.0 126.67 260 500.0
-28.9 -20 -4.0 132.22 270 518.0
-23.3 -10 14.0 137.78 280 536.0
-17.8 0’ 32.0 143.33 290 554.0
-12.22 10 50.0 148.89 300 572.0
-6.67 20 68.0 154.44 310 590.0
-1.11 30 86.0 160.00 320 608.0
4.44 40 104.0 165.56 330 626.0
10.00 50 122.0 171.11 340 644.0
15.56 60 140.0 176.77 350 662.0
21.11 70 158.0 182.22 360 680.0
26.67 80 176.0 187.78 370 698.0
32.22 90 194.0 193.33 380 716.0
37.78 100 212.0 198.89 390 734.0
43.33 110 230.0 204.44 400 752.0
48.89 120 248.0 210.00 410 770.0
54.44 130 266.0 215.56 420 788.0
60.00 140 284.0 221.11 430 806.0
65.56 150 302.0 226.67 440 824.0
71.00 160 320.0 232.22 450 842.0
76.67 170 338.0 237.78 460 860.0
82.22 180 356.0 243.33 470 878.0
87.78 190 374.0 248.89 480 896.0
93.33 200 392.0 254.44 490 914.0
98.89 210 410.0 260.00 500 932.0
8-5
TABLES 0-540, 10-540 SERIES
INCH FRACTIONS CONVERSIONS

Decimals, Area of Circles and Millimeters
Inch Decimal Area MM Inch Decimal Area MM

Fraction uiv. In. uiv. Fraction uiv. In. v.
1/64 .0156 .0002 .397 1/2 .5 .1964 12.700

1/32 .0312 .0008 .794 17/32 .5312 .2217 13.494
3/64 .469 .0017 1.191 35/64 .5469 .i349 13.891
1/16 .0625 .0031 1.587 9/16 .5625 .2485 14.288
3/32 .0937 .0069 2.381 19/32 .5937 .2769 15.081
7/64 .1094 .0094 2.778 39/64 .6094 .2916 15.478
1/8 .125 .0123 3.175 5/8 .625 .3068 15.875
5/32 .1562 .0192 3.969 21/32 .6562 .3382 16.669
11/64 .1719 .0232 4.366 43/64 .6719 .3545 17.065
3/16 .1875 .0276 4.762 11/16 .6875 .3712 17.462
7/32 .2187 .0376 5.556 23/32 .7187 .4057 18.256
15/64 .2344 .0431 5.593 47/64 .7344 .4235 18.653
1/4 .25 .0491 6.350 3/4 .75 .4418 19.050
9/32 .2812 .0621 7.144 25/32 .7812 .4794 19.844
19/64 .2969 .0692 7.540 51/64 .7969 .4987 20.241
5/16 .3125 .0727 7.937 13/16 .8125 .5185 20.637
11/32 .3437 .0928 8.731 27/32 .8437 .5591 21.431
23/64 .3594 .1014 9. 128 55/64 .8594 .5800 21.828
3/8 .375 .1105 9.525 7/8 .875 .6013 22.225
13/32 .4062 .1296 10.319 29/32 .9062 .6450 23.019
27/64 .4219 .1398 10.716 59/64 .9219 .6675 23.416
7/16 .4375 .1503 11.112 15/16 .9375 .6903 23.812
15/31 .4687 .1725 11.906 31/32 .9687 .7371 24.606
31/64 .4844 .1842 12.303 63/64 .9844 .7610 25.003
8-6

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ATP

INDEX COPYRIGHT 2009

COPYRIGHT IS NOT CLAIMED AS TO ANY PART OF AN ORIGINAL WORK

"ATP" is a registered trademark of Aircraft Technical Publishers. All original

ALL RIGHTS RESERVED. NO PART OF THIS PUBLICATION MAY BE

ATP Grid Index to Manufacturer’s Publications:

06/15/2009 Copyright Aircraft Technical Publishers Page 1 of 3

Standard Engine Weights

06/15/2009 Copyright Aircraft Technical Publishers Page 2 of 3

Oil Grades and Limitations

07 Installation and Storage

End of Index J~k´•k

06/15/2009 C0pytnight Aircraft Technical Publishers Page 3 of 3

(AV 0970 OV)

0-540, 10-546 Series

4’h Edition Part No. 60297-10

ATextmnCompany June 2006

02006 by Lycoming. All rights reserved.

For additional information:

Visit us on the World Wide Web at:

detailed illustrations, this edition of the 0-540, 10-540 Series Operator’s

Manual, Lycoming Tart Number 60297-10 is presented in an 8-1/2 x II

inch format. This edition is a complete manual, current as of the date of

This manual will be Ikept current by revisions available from Lycoming

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

60297-10-51See Highlights 1/03 4/30/03 ATP/MG

60297-10-11See Highlights 8/06 8/9/07 ATP/MT

60297-10-21See Highlights 9/08 10/16/08 ATPNP

3109 6/25/09 ATPNP

TEMP ATP REV INSERT DATE REV REMOVE

REVISION NO. PUBLICATION PUBLICATION NO. PUBLICATION DATE

60297-10-3 0-540, 10-540 Series 1 60297-10 June 2006

August 2006 1 March 2009

3-7, 3-8; Added page 3-8A/B

92009 by Lycoming "All Rights Reserved"

Q NEW AND REBUILT

WHAT LYCOMING PROMISES YOU

cdI~k c10~01v ~mCb cdQc~b cq~b c~Y c~b

incorporate such alterations in engines or parts previously sold.

IN NO EVENT, WHETHER AS A RESULT OF A BREACH OF WARRANTY, CONTRACT OR

Effective March 2002 Revision "L

B WHAT LYCOMING PROMISES YOU

incorporate such alterations in engines or parts previously sold.

*Excluding 0-235 series cylinders.

c~k c4~QV ~Qy c~kr da~b rdQ*~k,

IN NO EVENT, WHETHER AS A RESULT OF A BREACH OF WARRANTY, CONTRACT OR

Effective March 2002 Revision "K"

~lv ~k Cm~QY cdQ~63

WHAT LYCOMING PROMISES YOU

clQccQv ~k CQ#QI ClOS~b

IN NO EVENT, WHETHER AS A RESULT OF A BREACH OF WARRANTY, CONTRACT OR ALLEGED

Effective March 2002 Revision "K"

c~k c~ccQu rQc~b

OWNERS, OPERATORS, AND MAINTENANCE PERSONNEL

FAA approved maintenancefacility.

SERVICE BULLETINS, INSTRUCTIONS, AND LETTERS

IMPORTANT SAFETY NOTICE

Proper service and repair is essential to increase the

important to note that most Lycoming publications contain various Warnings

SECTION 1 DESCRIPTION 1-1

SECTION 2 SPECLFICATIONS 2-1

SECTION 3 OPERATING INSTRUCTIONS 3-1

SECTION 4 PERIODIC INSPECTIONS 4-1

IO-540-K, -L, -M, -S SERIES