Manual Lycoming PDF

OPE RATO R’S
MAN UAL
TEXTRON I vrONIING
Aircraft Engines
SERIES
0-360, HO-360, 10-360,
AIO-360, HIO-360 TIG-360
60297-12
652 Oliver Street

Williamsport, PA 17701 U,S.A.
570/323-6181
Operator’s Manual
Lycoming
0-380, 00-380,;
10-300, AIO-360,
H101360 T101360 ~eries
Approved by FAA
8’h Edition Part No. 60297-12
October 2005
652 Oliver Street
Williamsport, PA. 17701 U.S.A.
570/323-6181
O, HO, IO, AIO, HIO, TIG-360 Series Operator’s Manual
Lycoming Part Number: 60297-12
O 2005 bylycoming. 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 addition 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.com
A Textron Company
OPERATOR'S MANUAL
REVISION
REVISION NO. PUBLICATION PUBLICATION NO. PUBLICATION DATE
0-360, HO-360, 10-360,
60297-12-5 AIO-360, HIO-360 & 60297-12 October 2005
TIO-360 Series
The page(s) in this revision replace, add to, or delete current pages in the operator's manual.
PREVIOUS REVISION CURRENT REVISION
June 2007 December 2009
Web Page; 3-38 2-7
September 2007
3-8, 3-9, 3-11
December 2007
3-4,3-5
March 2009
1-5; Section 2 Index, 2-3, 2-8, 2-11; 3-5, 3-21, 3-41
o 02009 by Lycoming "All Rights Reserved"
Lycoming Engines. a division of AVCO Corporation, a wholly owned subsidiary of Textron Inc.
NOTE
In order to accommodate clearer type, larger charts and graphs, and move
detailed illustrations, this edition of the 0-360, H01360, 10-360, AIO-360,
HIO-360 _and TIG-360 Operator’s Manual, Lycoming Part Number
60297-12, is presented in art´• 8-172 x II inch format. This edition is a
complete manual, current as of the date ofissue. The manual incorporates
allpreviously issued revisions.
This manual will be kept current ~y revisions available from Lycomirtg
dislvi~utors Or from the factory. All revisions will be accompanied by an
Operator ’s Manual Revision page which will identi~jt the revision level, the
date of the revision; and the pages revised, added or deleted. Ah revisions
will be supplied in the 8-1/2 x II inch format.

I
A Textron Company
~ARRANTY
NEW AM) REBUILT ENGINES
(1) WARRANTY AND REMEDY: Lycoming Engines, a division of Avco Corporation thereinafter "Lycoming")
warrants each new and rebuilt
Lycoming reciprocating engine to be free from defect in material or workmanship
under normal use and service. Lycoming’s sole obligation under this warranty is limited to replacement or repair of
parts which are determined by Lycoming to have been defective within a period of twenty-four (24) months after
new aircraft delivery to the original retail purchaser or first user, or twenty-four (24) months from the date of first
operation. The warranty period of twenty-four (24) months commences on the ~earlier of the date of first operation
after new aircraft delivery to the original retail purchaser or first user, or twenty-four (24) months from the date of
shipment from Lycoming. Lycoming will, in connection with the foregoing warranty, cover reimbursement of
reasonable freight charges with respect to any such warranty replacement or repair.
(2) Within the warrantyperiod, Lycoming will reimburse the Purchaser for labor charges associated with warranty
related issues. Lycoming will only reimburse the cost of such labor charges in connection with repair or
replacement of parts as provided in Lycoming’s then current Removal and Installation Labor and Allowance
Guidebook. Spare parts installed as warranty replacement on engines which are covered by this New Engine
Warranty will be warranted for the balance of the original warranty period or for the spare part warranty, whichever
is the greater. Replacement of parts may be with either new or reconditioned parts, at Lycoming’s election. A claim
for warranty on any part claimed to be defective must be reported in writing to Lycoming’s Warranty
Administration within 60 days of being found to require repair or replacement by the purchaser or service facility.
Warranty adjustment is contingent upon the Purchaser complying with the Lycoming’s Warranty Administration
disposition instructions for defective parts. Failure to comply with all of the terms of this paragraph may, at
Lycoming’s sole option, void this warranty.
(3) THIS WARRANTY IS GIVEN AND ACCEPTED M PLACE OF (i) ALL OTHER WARRANTIES OR
CONDITIONS, IMPLIED, INCLUDING BUT NOT LIMITED TO THE IMPLIED WARRANTIES
EXPRESS OR
OR CONDITION OF MERCHANTABILITY AND FITNESS FOR A PARTICULAR PURPOSE AND (ii) ANY
OBLIGATION, LIABILITY, RIGHT, CLAIM OR REMEDY IN CONTRACT OR IN TORT (DELICT),
INCLUDING PRODUCT LIABILITIES BASED UPON STRICT LIABILITY, NEGLIGENCE, OR IMPLIED
WARRANTY IN LAW AND PURCHASER HEREBY WAIVES SUCH RIGHTS AND CLAIMS.
(4) THIS WARRANTY IS THE ONLY WARRANTY MADE BY LYCOMING. THE PURCHASER’S SOLE
REMEDY ´•FOR A BREACH OF THIS WARRANTY OR ANY DEFECT IN A PART IS THE REPAIR OR
REPLACEMENT OF ENGINE PARTS AND REIMBURSEMENT OF REASONABLE FREIGHT CHARGES AS
PROVIDED HEREIN. LYCOMING EXCLUDES LIABILITY, WHETHER AS A RESULT OF A BREACH OF
CONSEQUENTIAL DAMAGES, INCLUDING, BUT NOT LIMITED TO, DAMAGE TO THE ENGINE OR
OTHER PROPERTY (MCLUDING THE AIRCRAFT M WHICH THE ENGINE IS INSTALLED), COSTS AND
EXPENSES RESULTING FROM REQUIRED CHANGES OR MODIFICATIONS TO ENGINE COMPONENTS
AND ASSEMBLIES, CHANGES IN RETIREMENT LIVES AND OVERHAUL PERIODS, LOCAL CUSTOMS
FEES AND TAXES, AND COSTS OR EXPENSES FOR COMMERCIAL LOSSES OR LOST PROFITS DUE TO
LOSS OF USE OR GROUNDING OF THE AIRCRAFT M WHICH THE ENGINE IS INSTALLED OR
OTHERWISE. LYCOMING’S TOTAL LIABILITY:’FOR;ANY AND ALL CLAIMS RELATED TO ANY
ENGINE SHALL IN NO CASE EXCEED THE ORIGINAL SALES PRICE OF THE ENGINE. SELLER MAKES
NO WARRANTY AND DISCLAIMS ALL LIABILITY WITH RESPECT TO COMPONENTS OR PARTS
DAMAGED BY, OR WORN DUE TO, CORROSION.
A Textron Company
(5) This warranty shall not apply to any engine or part thereof which has been repaired or altered outside
Lycoming’s factory in any way so as, in Lycoming’s sole judgment, to affect its durability, safety or reliability, or
which has been subject to misuse, negligence or accident. Repairs and alterations which’use or incorporate parts and
components other than genuine Lycoming parts or parts approved by Lycoming for dirkct acquisition from sources
other than Lycoming itself are not warranted by Lycoming, and this warranty shall be void to the extent that such
repairs and alterations, in Lycoming’s sole judgment, affect the durability, safety or reliability of the engine or any
part thereof, or damage genuine Lycoming or Lycoming-approved parts. No person, corporation or organization,
including Distributors of Lycoming engines, is authorized by Lycoming to assume for it any other liability in
connection with the sale of its engines or parts, nor to ma.ke any warranties beyond the foregoing warranty nor to
change any of the terms hereof. NO STATEMENT, WHETHER WRITTEN ORIORAL, MADE BY ANY
PERSON, CORPORATION OR ORGANIZATION, lNCl,UDING DISTRIBUTORS OF LYCOMING ENGINES
MAY BE TAKEN AS A WARRANTY NOR WILL IT BIND LYCOMING. NO AGREEMENT VARYING THE
TERMS OF THIS WARRANTY OR LYCOMING’S OBLIGATIONS UNDER IT IS BINDING UPON
LYCOMING UNLESS IN WRITING AND SIGNED BY A DULY AUTHORIZED REPRESENTATIVE OF
LYCOMING
(6) Alllegal actions based upon claims or disputes pertaining to or involving this warranty including, but not limited
to, Lycoming’s denial of any claim or portion thereof under this warranty, must be filed in the courts of general
jurisdiction of Lycoming County, Commonwealth of Pennsylvania or in the United States District Court for the
Middle District of Pennsylvania located in Williamsport, Pennsylvania. In the event that Purchaser files such an
action in either of the court systems identified above, and a final judgment in Lycoming’s favor is rendered by such
court, then Purchaser shall indemnify Lycoming for all costs, expenses and attorneys’ fee incurred by Lycoming in
defense of such claims. In the event Purchaser files such a legal action in a court other than those specified, and
Lycoming successfUlly obtains dismissal of that action or transfer thereof to the above described court systems, then
Purchaser shall indemnify Lycoming for all costs, expenses and attorneys’ fees incurre~ by Lycoming in obtaining
such dismissal or transfer.
(7) Any invalidity ofprovision of this Warranty shall not affect any other provision,
a and in the event of a judicial
finding of such invalidity, this Agreement shall remain in force in all other respects.
Effective April 2007 Revision "N"
Lycoming Engines
652 Oliver Street
Williamsport, Pennsylvania
17701
(570) 323-6181
www. lycoming. textron. com
A Textron Company
~NARRANTY
a REPLACEMENT PART
(LIMITED)
RECIPROCATING AIRCRAFT ENGINE
I
1 WHAT LYCOMING PROMISES YOU
1
I
Lycoming warrants each new 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) monthss. 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 or any part of the engine, when Lycoming has determined that the engine is
defective in material or workmanship. Such repair or replacement will be made by Lycoming at no charge
to you. Lycoming will also bear the cost for labor in connection with the repair or replacement as provided
in Lycoming’s then current Removal and Installation Labor Allowance Guidebook.
Any part so repaired or replaced will be warranted for the remainder of the original warranty period.
YOUR OBLIGATIONS
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
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 tlie 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.
i
~13Y, c~Y1 c~yl
A Textron Company
THIS LIMITED WARRANTY IS EXCLUSIVE AND IN LIEU OF ALL OTHER WARRANTIES AND
REPRESENTATIONS, EXPRESS OR IMPLIED OR STATUTORY, WHETHERIWRI’ITEN OR ORAL,
INCLUDING BUT NOT LIMITED TO ANY WARRANTY OF MERCHANTABILITY OR FITNESS
FOR ANY PARTICULAR PURPOSE, AND ANY IMPLIED WARRANTY ARISING FROM ANY
COURSE OF PERFORMANCE OR DEALING OR TRADE USAGE. THIS WARRANTY 1S ALSO 1N
LIEU OF ANY OTHER OBLIGATION, LIABILITY, RIGHT OR CLAIM, WHETHER 1N CONTRACT
OR IN TORT, INCLUDING ANY RIGHT IN STRICT LIABILITY IN TORT OR ANY RIGHT
ARISING FROM NEGLIGENCE ON THE PART OF LYCOMING, AND LYCOMING’S LIABILITY
ON SUCH CLAIM SHALL IN NO CASE EXCEED THE PRICE ALLOCABLE’ TO THE ENGINE OR
PART WHICH GIVES RISE TO THE CLAIM. ~3
LIMITATION OF LIABILITY
IN NO EVENT, WHETHER AS A RESULT OF A BREACH OF WARRANTY, CONTRACT OR

g
I
ALLEGED NEGLIGENCE, SHALL LYCOMING BE LIABLE FOR SPECIAL:OR CONSQUENTIAL
OR ANY OTHER DAMAGES, INCLUDING BUT NOT LIMITED TO LOSS OF PROFITS OR
REVENUES, LOSS OF USE OF THE ENGINE OR COST OF A REPLACEMENT.
No agreement varying this warranty or Lycoming’s obligations under it will be binding upon Lycoming
a
unless in writing signed by a duly authorized representative of Lycoming.
E,fjcective March 2002 Revision "K"
Lycoming Eng~nes
652 Oliver Street
Williamsport, Pennsylvania
17701
j
(570) 323-6181
www. textron. lycoming. com
ci~cl6k ~Y c~V cl~WQy dSH~h) c~coeb

i
A Textron Company
1
WARRANTY
a
(LIMITED)
OVERHAULED
RECIPROCAT~G AIRCRAFT ENIGNE
WHAT LYCOMING PROMISES YOU
Lycoming warrants each overhauled reciprocating engine sold by it to be free from defects in material and
workmanship for a period of twelve (12) months from date of first operation. Cylinders are warranted for a period of
twenty-four (24) months*. The date of first operation must not exceed two(2) years from the date of shipment from
Lycoming.
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 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 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 has been
subject to accident or used, adjusted, altered, handled, rhaintained 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 same warranty as the engine.
ci~QccQv d3~r rq~L)Ob 41~k ´•IO~QY

riMIC~ r(g*e~ C~Oh ~eP) CYI~ l~*eP ~*P)F L~Oh ~Oh (O´•e~h
THIS LIMITED WARRANTY IS EXCLUSIVE AND IN LIEU OF ALL OTH~R WARRANTIES AND
H
REPRESENTATIONS, EXPRESS OR IMPLIED OR STATUTORY, WHETHEd 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 i3O11RSE OF
PERFORMANCE OR DEALING OR TRADE USAGE. THIS WARRANTY IS ALSO 1N LIEU OF ANY OTHER
OBLIGATION, LIABILITY, RIGHT OR CLAIM, WHETHER IN CONTRACT OR IN TORT, INCLUDING
B
IN NO EVENT, WHETHER AS A RESULT OF A BREACH OF WARRANTY, CdNTRACT OR ALLEGED
NEGLIGENCE, SHALL LYCOMING BE LIABLE FOR SPECIAL OR CONSEQUENTIAL OR ANY OTHER
1
DAMAGES, INCLUDING BUT NOT LIMITED TO LOSS OF PROFITS OR REVENUES, LOSS OF USE OF
THE ENGINE OR COST OF A REPLACEMENT.
No agreement varying this warranty or Lycoming’s obligations under it will be binding upon Lycoming unless, in
writing signed by a duly authorized representative of Lycoming.
1
Effective March 2002 Revision "K"
LlycominSI En~nes
652 Oliver Street
Willia47sport, Pennsylvania
17701
(570) 323-6181
www. lycoming. fextron. com
~b CI~V JawQv
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, ijilots and maintenance
personnel responsible for care of Lycoming powered aircraft. Modific~itions and repair procedures are
contained in Lycoming overhaul manuals; maintenance personnel should refer to these for such procedures.
SAFETY WARNING
NEGLECTING TO FOLLOW THE OPERATING INSTRUCTIONS AND TO CARRY OUT PERIODIC

U4INTENANCE PROCEDURES CAN RESULT IN POOR ENGINE PERFORU4NCE AND POWER
LOSS. ALSO, IF POWER AND SPEED LIMITATIONS SPECIFIED IN THIS MANUAL ARE EXCEEDED,
FOR ANY REASON; DAMAGE TO THE ENGINE AND PERSONAL INJURY CAN HAPPEN. CONSULT
YOUR LOCAL FAA APPROVED M4INTENANCE FACILITY:
SERVICE BULLETINS, INSTRUCTIONS, AND LETTERS
Although the information contained in this manual is up-to-date at time of publication, users are urged to
keep abreast of later information through Lycoming Service Bulletins, Instructions and Service Letters
which are available from all Lycoming distributors or from the factory by subscription. Consult’ the latest
revision of Service Letter No. LZ 14 for subscription information.
SPECLQL NOTE
The illustrations, pictures and drawings shown in this publication are typical of the subject matter they
portray; in no instance are they to be interpreted as examples of any speciJic engine, equipment or part
thereo~
IMPORTANT SAFETY NOTICE
Proper service and repair is essential to increase the safe, reliable operation of all aircraft engines. The
serviceprocedures 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 Watnings

It is and Cautions which
must be carefully read in order to minimize the risk of personal injury or t~e use of improper service
methods that may damage the engine or render it unsafe.
It is also important to understand that these Warnings and Cautions are not alllinclusive. Lycoming could
notpossibly know, evaluate or advise the service trade of all conceivable ways,in which service might be
done or of the possible hazardous consequences that may be involved. Accordingly, anyone who uses a
serviceprocedure must first satisfy themselves thoroughly that neither their safetl nor aircraft safety will be
jeopardized by the service procedure they select.
TABLE OF CONTENTS
Page
SECTION 1 DESCRIPTION 1-1
SECTION 2 SPECIFICATIONS 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

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-ra
P’W
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C
Figure i. 3/4 Right Side View IO-360-AIA p
ORIGINAL
As Received By
ATP
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O\ M
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Figure 2. 3/4 Left Rear View TIO-360-A1B
ORIGINAL
As Received By
ATP
SECTION P
DESCRIPTION
Page
General´•´•´•´•´•´•´•´•´•´•´•´•´•´•. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
Cylinders .........................................................................................................................i´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•
1-1
Valve Operating Mechanism 1-1
Crankcase 1-1
Crankshaft 1-1
Connecting Rods 1-2
Pistons 1-2
AeEessoly Housiag 1-2
Oil Sump 1-2
Cooling System 1-2
Induction System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
Lubrication System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Priming System 9-3
Ignition System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Counterweight System 1-3
Model Application Table. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

LYCOMING OPERATOR’S MANUAL SECTION 1
0-360 AND ASSOCIATED MODELS DESCRIPTION
SECTION 1
DESCRIPTION
The O. HO, IO, AIO, HIO, LIO and TIG-360 series are four cylinder, direct drive, horizontally opposed,
air-cooled engines.
In referring to the location of the various engine components, the parts are described as installed in the
airframe. Thus, the power take-off end is the front and the accessory drive end the rear. The sump section is
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 theright. The direction of rotation of the crankshaft, viewed from the rear, is
clockwise. Rotation for accessory drives is determined with the observer facing the drive pad.
NOTE
The letter "L in the modelprefix denotes the of the basic model. Example:
reverse rotation
model IO-360-C has clockwise rotation of the Therefore, LIO-360-C has
counterclockwise rotation of the crankshaft. Likewise, the rotation of the accessory drives of
the LIO-360-C is opposite those ofthe basic model as listed in Section 2 of this manual.
The letter "D used as the 4’h or S’h character in the model suffix denotes that the particular
model employs
dual magnetos housed in a single housing. Example. All information
pertinent to the O-360-AIF6 will apply to the O-360-A1F6D.
Operational aspects of engines are the same andperformance curves and speciJicationsfor
the basic model will apply.
Cylinders The cylinders are of conventional air-cooled construction with the two major parts, head and
barrel, screwed and shrunk together. The heads are made from an aluminum alloy casting with a fully
machined combustion chamber. Rocker shaft bearing supports are cast integral with the head along with
housings to form the rocker boxes. The cylinder barrels have deep integral cooling fins and the inside of the
barrels are ground and honed to a specified finish.
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 from a chrome nickel molybdenum steel forging. All bearing journal
surfaces are nitrided.
1-1
SECTION 1 LYCOMING OPERATOR’S MANUAL
DESCRIPTION 0-360 AND ASSOCIATED MODELS
Connecting Rods The connecting rods are made in the form of "H" sections from alloy steel forgings.
They have replaceable bearing inserts in the crankshaft ends and bronze bushin~s in the piston ends. Two
bolts and nuts through each cap retain the bearing caps on the crankshaft ends.
Pistons The pistons are machined from an alloy. The piston pin is of a full floating type with a
aluminum
plug located in each end of the pin. Depending on the cylinder assembly, pistons may be machined for either
three or four rings and may employ either half wedge or full wedge rings. Consult the latest 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
the crankcase and the top rear of the sump. If forms a housing for the oil pump and the various accessory
drives.
Oil Sump (Except AIO Series) The sump incorporates an oil drain plug, oil suction screen, mounting pad
for carb~iretor or fUel injector, the intake riser and intake pipe connections.
Crankcase Covers (AIO Series) Crankcase covers are employed on the top and bottom of the engine.
These covers incorporate oil suction screens, oil scavenge line connections. The top cover incorporates a
connection for a breather line and the lower cover a connection for an oil suction line.
Cooling System These

engines are designed to be cooled by air pressure. Baffles are provided to build up a
pressure and force the air through the cylinder fins. The air is then exhausted to the atmosphere through gills
or augmentor tubes usually located at the rear of the cowling.
Induction System Lycoming 0-360 and MO-360 series

engines are equipped iyith either a float type or
pressure type carburetor. See Table 1 for model application. Particularly good distribution of the fuel-air
mixture to each cylinder is obtained through the center zone induction system, which is integral with the oil
sump and is submerged in oil, insuring a more uniform vaporization of fuel and aiding in cooling the oil in
the sump. From the riser the fuel-air mixture is distributed to each’cylinder by individual intake pipes.
Lycoming 10-360, AIO-360, HIO-360 and TIG-360 series engines are equippeh with a Bendix type RSA
fuel injector, with the exception of model 1O-360-B1A that is equipped with a Simmonds type 530 fUel
injector. (See Table 1 of model application.) The fuel injection system schedules fuel flow in proportion to
air flow and fuel vaporization takes place at the intake ports. A turbocharger is mounted as an integral part
of the TIG-360 series engines. Automatic waste gate control of the turbocharger provides constant air
density to the fuel injector inlet from sea level to critical altitude.
A brief description of the carburetors and fuel injectors follows:
The Marvel-Schebler MA-4-5 and HA-6 carburetors are of the single barrel ?oat type equipped with a
manual mixture control and an idle cut-off.
The Marvel-Schebler MA-4-5AA carburetor is of the single barrel float type with automatic pressure
altitude mixture control. This carburetor is equipped with idle cut-off but does not have a manual mixture
control.
The Bendix-Stromberg PSH-SBD is a pressure operated, single barrel horizontal carburetor, incorporating
an airflow operated power enrichment valve and an automatic mixture control ui~it. It is equipped with an
idle cut-off and a manual mixture control. The AMC unit works independently of, and in parallel with, the
manual mixture control.
1-2
0-360 Al\jD ASSOCIATED MODELS DESCRIPTION
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 (jetting system) makes fuel flow
proportional to airflow.
The Simmonds type 530 is a continuous flow fuel injection system. This continuous flow system has three
separate components:
1. Afuelpumpassembly.
2. Athrottlebody assembly.
3. Fourfuel flownozzles.
This system is throttle actuated. Fuel is injected into the engine intake valve ports by the nozzles. The
system continuously delivers metered fuel to each intake valve port in response to throttle position, engine
speed and mixture control position. Complete flexibility of operation is provided by the manual mixture
control, which permits the adjustment of the amount of injected fuel to suit all operating conditions. Moving
the mixture control to "Idle Cut-Off’ results in a complete cut-off of fuel to theengine.
Lubrication System (All models except AIO-360 series). An impeller type pump contained within the
accessory housing actuates the 111 pressure wet sump lubrication system.
AIO-360 Series The AIO-360 series is designed for aerobatic flying and is of the dry sump type. A double
scavenge pump is installed on the accessoryhousing.
Priming System.- Provision for a primer system is provided on all engines employing a carburetor. Fuel
injected engines do not require a priming system.
Ignition System Dual ignition is furnished by two Bendix magnetos. Consult Table 1 for model
application.
Counterweight System Models designated by the numeral 6 in the suffix of the model number (Example:
O-360-A1G6) are equipped with crankshafts with pendulum type counterweights attached.
TABLE 1
MODEL APPLICATION
Model Left" Right’" Carburetor
0-360
-AIA, -A2A, -A3A, -A4A S4LN-21 S4LN-20 MA-4-5

-A1C, -C2D S4LN-200 S4LN-204 PSH-SBD
-A1D, -A2D, -A3D, -A4D, -A2E S4LN-200 S4LN-204 MA-4-5
-A1F, -A2F, -A1F6~ S4LN-1227 S4LN-1209 MA-4-5
-A1G, -A2G, -A4G, -A1G6 S4LN-1227 S4LN-I 209 HA-6
-A1H, -A2H, -A4J S4LN-21 S4LN-204 HA-6
-A1H6 4273 4270 HA-6
-A1P, -A4P, -B2C, -C4P 4373 4370 MA-4-5
-A4K,-CIF,-C4F 4371 4370 HA-6
-A4M 4371. 4370 MA-4-5
Models with counterclockwise rotation employ S4RN series.

See latest revision of Service Instruction No. 1443 for alternate magnetos.
1-3
DESCRIPTION 0-360 AND ASSOCIATED MODELS
TABLE 1(CONT.)
MODEL APPLICATION
Model Left** Ri ght* I Carburetor
0-360 (Cont.)
-A4N 4251 4251 1 MA-4-5

-B1A, -B2A, -CIA, -CIG, -C2A S4LN-21 S4LN-20 I MA-4-5
-BIB; -B2B, -C1C, -C2C S4LN-200 S4LN-204 I MA-4-5
-CIE, -C2E, -A4M 4051 4050 1 MA-4-5
-C2B S4LN-21 S4LN-20 I PSH-SBD
-D1A, -D2A I S4LN-21 S4LN-20 I I MA-4-5
-D2B S4LN-200 S4LN-204 I MA-4-5
-F1A6 4191 4191 1 HA-6
-G1A6 1 4251 4251 1 HA-6
-J2A 4347 4370 1 MA-4SPA
0-360 Dual Ma~neto
-AIAD, -A3AD, -ASAD I D4LN-3021 MA-4-5

-AIF6D, -AILD I D4LN-3021 I MA-4-5
-A 1 G6D D4LN-3021 I HA-6
MO-360
-A1A S4LN-200 S4LN-204 MA-4-5AA

-B1A S4LN-200 S4LN-204 I PSH-SBD
-B1B I S4LN-200 S4LN-200 PSH-SBD
-C1A 4347 4370 1 HA-6
HIO-360 Fuel Iniector
-AIA, -BIA, -B1B S4LN-200 S4LN-200 i I RSA-SAB 1

-AIB, -CIA S4LN-200 S4LN-204 RSA-SADI
-CIB S4LN-1 208 S4LN-I 209 1 RSA-SAD 1
-D1A S4LN-1208 S4LN-1208
I
I RSA-7AAI
-GIA 4347 4370 1 RSA-SAD 1
HIO-360 Dual Marzneto
-E1AD D4LN-3021 I RSA-SAB1

-EIBD, -FIAD D4LN-3200 1 I RSA-SAB1
10-360
-A1A, -A2A, -B1B, -B 1C S4LN-200 S4LN-204 I RSA-SAD 1

-AIB, -A2B, -A1B6 S4LN-1227 S4LN-1 209 1 RSA-SAD 1
-AIC,-A2C,-CIB S4LN-1208 S4LN-1209 RSA-SADI
-A1D6, -BIE, -BE S4LN-1227 S4LN-1209 RSA-SADI
-A3B6 4372 4370 RSA-SADI

1-4
0-360 AND ASSOCIATED MODELS DESCRIPTION
TABLE I(CONT.)
MODEL APPLICATION
Model Left"" Right"" Fuel Iniector
10-360 (Cont.)
-B1A S4LN-200 S4LN´•204 530

-B1D, -C 1A I S4LN-200 S4LN-204 RSA-SADI
-BIF, -B2F, -B2F6 S4LN-I 227 S4LN-I 227 RSA-SADI
-B4A, -K2A S4LN-21 S4LN-20 RSA-SADI
-CIC,-C1C6,-C1D6 S4LN-1227 S4LN-1209 RSA-SADI
-C 1 E6, -C 1 F, -F 1A S4LN-1227 S4LN-1209 I RSA-SADI
-D1A, -EIA S4LN-1208 S4LN-I 209 RSA-SADI
-A1D S4LN-21 S4LN-204 RSA-SADI
-L2A 1 4371 4371 RSA-SADI
-M 1B, -B 1G6 4371 4370 RSA-SADI
-C1G6 4345 4345 RSA-SADI
10-360 Dual Ma~neto
-A 1 B6D, -A3B6D, -J 1 AD, -J 1 A6D D4LN-3021 RSA-SADI

-A 1 D6D, -A3D6D D4LN-3000 RSA-SADI
AIO-360
-A 1 A, -A2A S4LN-I 208 S4LN-1209 RSA-5ADI

-A 1 B, -A2B, -BIB S4LN-1227 S4LN-1209 RSA-SADI
TIG-360
-A 1A, -A 1B, -A3B6 I S4LN-1208 S4LN-1209 RSA´•SADI

TIG-360 Dual Maaneto
-C 1 A6D D4LN-3021 RSA-SADI

For information pertaining to engine model (L)IO-360-M1A, refer to Operation and Installation
Manual P/N 60297-36
Engine models with letter "D" as 4’h or 5’" character in suffix denotes dual magnetos in single housing.
Basic models employing -21 or -1227 (impulse coupling magnetos) use D´•ILN or D4RN-3021. Basic
models employing -200 and -1208 (retard breaker magnetos) use D4LN or D4RN-3000. Example Basic
model IO-360-C1C uses S4LN-1227 and S4LN-1209, therefore model 1O-360-C1CD would employ
D4LN-3021.
Revised March 2009 1-5

SECTION 2
SPECIFICATIONS
Page
Specifications
0-360-A) -C, -F´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• .´• ´• ´• ´• ´• ´•. ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´•. ´•. . . . .´• ´• .´• ´• ´• ´• 2-1
0-360-B) -D´• ´• ´• ´• ´• ´• ´• ´• ´• .´• ´• ´• ´• ´• ´• ´•.´• ´• .´• ´•. . ´• .´•. . ´•.´• ´• ´• ´• . . . . . .´• ´• ´• ´• ´• ´• ´• ´• ´• ´• .´• .´• ´• .´• ´•.´•. . . . ´•. 2-1
0-360-52A´• ´• ´• ´• ´• ´• . . . . . . ´• ´•.´• .´• . ´•.´• ´• ´•.´•.´• ´• .´•. ´• .´• . .´•.´• ´• ´• ´• ´• ´•.´• ´• ´• ´• ´• ´• ´• . ´•. . ´•. . ´•. . ´• . . . . . ´•. ´•.´• ´• ´• ´• ´• 2-1
HO-360-A) -C 2-2
HO-360-B´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• . ´• ´• ´•. ´•. ´•.´•. ´• ´• .´• ´• ´• ´• .´•.´• ´• ´• ´•. ´•. ´• ´• ´• ´• ´•.´•. ´• ´• ´• ´• ´• ´• ´•. ´• ´• ´•.´• ´• . ´•.´• ´•.´• .;´•.´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• 2-2
IO-360-L2A 2-2
(IO-360-B1G6,*,-M1B 2-3
IO-360-A, -C, -D, -J, -K. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
IO-360-B, -E, -F 2-4
AIO-360-A, -B 2-4
HIO-360-A, -B 2-4
HIO-360-C 2-5
HIO-360-D 2-5
HIO-360-E 2-5
HIO-360-F1AD.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
HIO-360-G1A.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
TIG-360-A 2-6
TIO-360-C 2-7
Accessory Drives 2-7
Detail Weights 2-7
Dimensions 2-9
For information pertaining to engine model (L)IO-360-M1A, refer to Operation and Installation
Manual P/N 60297-36.
Revised March 2009

0-360 AND ASSOCIATED MODELS SPECIFICATIONS
SECTION 2
SPECIFICATIONS
0-360-A, -C, -F Series*
FAA Type Certificate ....................................................................................................................................286
Rated horsepower. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .180

Rated speed, RPM.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ;. . . . . . . . . . . . . . . . . . 2700
Bore, inches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5.125
Stroke, inches ...........................................................................................4.375
Displacement, cubic inches.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 361.0

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

Propeller drive ratio I-1
Propeller driven rotation (viewed from rear) ..........................................................;...........................Clockwise
0-360-C2D only. Take-offrating 180 HP 2900 RPM and 28 in. hg.
0-360-B, -D Series
FAA Type Certificate ....................................................................................................................................286
Rated horsepower. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,. . . . . 168

Rated speed, RPM.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2700
Bore, inches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5.125
Stroke, inches ..............................................................................................................................................4.375
Displacement, cubic inches.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ;. . . . . . . .36 1.0

Firing order 1-3-2-4

Propeller drive ratio 1:1
Propeller driven rotation (viewed from rear) ......................................................................................Clockwise
0-360-52A
FAA Type Certificate . . . . . .:. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 286

Rated speed, ’RPM.. . . . . . . . . . . . . . ;. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2400 thru 2700
Bore, inches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5.125
Stroke, inches ................................................................................,.............................................................4.375
Displacement, cubic inches.. . . . . . . . . . . . . .;. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 361.0

Firing order ..............................................................................................................................................1-3-2-4

2-1
SPECIFICATIONS 0-360 AND ASSOCIATED MODELS
SPECIFICATIONS (CONT.)
HO-360-A, -C
FAA Type Certificate ...............................................................................................;.....................................286

Rated speed, RPM.. . . . . . . . . . . . . . . . . t. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2700
Bore, inches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5.125
Stroke, inches ..............................................................................................................................................4.375
Displacement, cubic inches.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .;. . . . . . . . . . . . 361.0

Firing order ..............................................................................................................................................1-3-2-4
Spark´• occurs, degrees ETC ...i..................................... ............................25

Propeller driven rotation (viewed from rear).......... ..................................................:.........................Clockwise
HO-360-B Series
FAA Type Certificate ..............................................................................................................1.....................286
Rated horsepower.; . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .180

Rated speed, RPM.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2900
Bore, inches. . . . ;. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . :. . . . . . . . . . . 5.125
Stroke, inches ............................................................................................................i.................................4.375
Displacement, cubic inches.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . :. . . . . . . . . . . . . . . . .361.0


Propeller driven rotation (viewed from rear) .......................................................................,..............Clockwise
IO-360-L2A*
FAA Type Certificate 1E10

Rated horsepower. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .160
Rated speed, RPM.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2400
Bore, inches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1. . . . . . . . . . . 5.125
Stroke, inches ...............................4.375

Firing.order 1-3-2-4

Propeller driven rotation (viewed ~om rear). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . :. . . . . . . . . . . . .Clockwise
O
This engine has an alternate rating of 180 HP at 2700 RPM.
2-2
SPECIFICATIONS (~ONT.)
IIO-360-B1G6,~.-M1BI
Rated horsepower 180
Rated speed, RPM 2700
Bore, inches 5. 125
Stroke, inches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.375
Displacement, cubic inches 361.0
Compression ratio;. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . :. . . . . . . . 8.5:1
Spark occurs, degrees ETC . . . . . . . i. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ;. . . . . . . . . . . . . . . . .25
Propeller driven rotation (viewed from rear). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . :. . . .~. . Clockwise
I For information
Npertaining
/P engine
60297-36. la(L)IO-360-M1A,
unOperation
aM to model refer to and Installation
IO-360-A, -C, -D, -J, -K Series

Rated speed, RPM 2700’
Bore, inches ..........................................................................................1.....................................................
5;125
Stroke, inches. . . . . . . . . . . . .´•. . . . . . :. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4:375
Displacement, cubic inches ........................................................................................................................361
.0
Compression ratio. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .,. . . . . . . . . . . . . . . . . . . . . . . . . . . .1. . . . . . . . 8.7:1
Firing order. . . . . . . . . . . ’. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -. . . . . . . . . . . . . . . .:. . . . . . . . . . . 1-3-2-4
Spark occurs, degrees ETC .........................................................................................................................25**

Propeller driven rotation (viewed from rear). . . . . . . . . ,. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clockwise
NOTE**
On the following model engines, the magneto spark occurs at 20" ETC. Consult nameplate
before timing magnetos.
Models Serial No.
IO-360-A Series (Except -A 1B6D) L-14436-51 and up

IO-360-C, -D Series (Except -CIC, -C1F, -CIC6, -C1D6) L-14436-51 and up
IO-360-CIC, -CIF L-13150-51 and up
10-3 60-C 1 D6 L- 1 4446-5 1 and up
LIO-360-C 1E6 L-1064-67 and up
AIO-360-A 1A,-AIB, -BIB L-220-63 and up
HIO-360-C1A, -CIB L-14436151 and up
IO-360-C 1 C6 All Engines
IO-360-C 1G6 All Engines
IO-360-51AD, -K2A All Engines

1O-360-B, -E, -F Series*
FAA Type Certificate ...........................,....................................................................1................................
1E10
Bore, inches 5.125
Stroke, inches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ;. . . . .4.375
Displacement, cubic inches ................-........................................................................................................361.0

Spark occurs, degrees ETC 25
Propeller drive ratio ....................................................................................................i.........:..........................
1:1
Propeller driven rotation (viewed from rear). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ;. . . . . . . . . . . . Clockwise
IO-360-B 1C only is rated at 177 HP.
AIO-360-A, -B Series
Rated speed, RPM ..............................................................................................................................;........2700
Bore, inches 5. 125

Stroke, inches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . :. . . . . . . . . . . . . . . . 4.375
Compression ratio ...................................................;..................................:................’.................................8.7:
1
Spark occurs, degrees ETC 25**
Propeller drive ratio I:1
Propeller driven rotation (viewed from rear). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .,. . . . . . . . . . . . Clockwise
See Note Page 2-3.

HIO-360-A, -B Series
Rated horsepower 180"
Bore, inches 5. 125
Stroke, inches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ;. . . . . . . . . . . . . . .4,375
Compression ratio, -A series ......................................................................................,.................................8.7:1
Compression ratio, -B series """""""""""""""""""""""""""""""""""""""""""’1’ ................................8.5:1

Spark occurs, degrees ETC
Propeller drive ratio ....................................................................................................1..;.............;...................
1:1
Propeller driven rotation (viewed from rear). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clockwise
HIO-360-A has a rating of 180 HP at 26.1 Hg. manifold at standard sea level conditions to 3900 feet
standard altitude with 25 in. Hg. manifold pressure.
2-4
HIO-360-C Series

Rated speed, RPM.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2900
Bore, inches. . . . . . . . . . . . . . . . . . . . ,. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .;. . . .;. . . . . . . . . . . . . 5.125
Stroke, inches ..............................................................................................................................................4.375

Firing order ..............................................................................................................................................1-3-2-4
Spark occurs, degrees BTC.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .;. . . . . . .25**

Valve rocker clearance Olydraulic tappets collapsed) .028-.080
Propeller driven rotation (viewed from rear) . . . .;. . . . . . . . . . . . . . . ;. . . . . . . . . . . . . . . . . . . . . . . .Clockwise
See Note Page 2-3.
HIO-360-D Series

Rated speed, RPM.. . . . . . . . . . . . . . . . . . . . . . . . . . ,. ;. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3200
Bore, inches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5.125
Stroke, inches ..............................................................................................................................................4.375
Displacement, cubic inches.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,. . . . . . .;. . .361.0

Spark occurs, degrees ETC ........................................................................................20
Valve rocker clearance (hydraulic tappets collapsed) ".028-.080

Consult Service Bulletin No. 402 for valve rocker clearance of HIO-360-D 1A.
HIO-360-E Series*

Rated speed, RPM.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2900
Bore, inches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5.125
Stroke, inches ..............................................................................4.375
Displacement, cubic inches.. . . . . .;. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 361.0

Spark occurs, degrees ETC ...........................................................................................20
Valve rocker clearance (hydraulic tappe’ts collapsed) .028-.080

Propeller driven rotation (viewed fmm rear)
O ......................:........................................._.....................Clockwise
HIO-360-E has a rating of205 HP at 2900 RPM and 36.5 in. Hg. manifold pressure when equipped with
turbocharger kit SK-28-121000 or equivalent.
2-5
SECTION 2 LYCOMINC OPERATOR’S MANUAL
SPECIFICATION‘S (CONT.)
HIO-360-F1AD Series
FAA Type Certificate ......................................................................................i.....:.:..................................

1E10
Rated horsepower. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1. . ´•.´•. ´•´•. . 190
Rated speed, RPM.. . . . . . . . . . . . . . . . . . . . . . . . .´•´•´•´•´•´•.´•´•. . .´•´•´•´•´•´•´•´•´•´•. . . ´•´•´•´•´•´•´•´•´•´•´•.´•´•´•´•´•´•´•´•´•´•´•´•. .3050
Bore, inches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ´•. . . . ´•´•´•.´•´•.´•´•´•. . . ´•´•´•´•´•´•´•´•´•5.125
Stroke, inches........ ............;...´•´•´•...´•........´•´•´•´•´•´•´•´•´•4.375
Displacement, cubic inches................... ..............................................~........:..................................36

1.0
Compression ratio ........................................................................´•´•´•´•´•´•´•´•´•´•´•.......´•´•´•i.........................................

8.0:1
Firing order ........................................................................´•´•´•.´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•;´•´•´•´•´•´•´•´•´•´•´•.´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•1-3-2-4
Spark occurs, degrees BTC.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .´•.:. . . .´•´•´•´•´•´•´•´•´•´•. . . . ´•´•´•´•´•´•´•´•´•´•´•´•´•´•20

Valve rocker clearance (hydraulic tappets collapsed) .............................................1...............:...........
.028-.080
Propeller driven rotation (viewed from rear) ..´•´•´•´•´•´•´•´•1.....

....Clockwise
HIO-360-G1A

Rated horsepower..... ´•i.............180
Rated speed, RPM. . . . . . . . . . . . . . . ´• . . . ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• . .270
Bore, inches. . . . . . . . . . . . . . . . ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ;´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• 5´•125
Stroke, inches........... ........._,_
..........4.375
.O
Displacement, cubic inches. . . . . . . . . . . . . . . . . ´•. ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´•.´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• 361
8´•5:1
Compression ratio
1-3-2-4
Firing order
...........,.25
Spark occurs, degrees ETC................
1:1
Propeller drive ratio
Propeller drive rotation (viewed from rear) ............................................................´•........´•´•´•´•´•´•´•´•´•´•..´•.´•´•´•´•´•Clockwise
TIG-360-A Series
FAA Type Certificate ´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•E 16EA

Rated horsepower. . . . . . . . . . ´• ´• ´• ´• . . ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ;´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• 20
Rated speed, RPM. . . . . . . . . . . . . . . . . . . . . . . .´•.´• ´• ´• ´• ´• ´• ´• ´•.´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´•2575
Bore, inches. . . . . . . . . . . .´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´• ´•5´•125
Stroke, inches ´•´•´•´•´•´•´•....4.375
Displacement, cubic inches. .´•´•´•.1...... ´•´•´•´•´•´•´•....361.0

7´•3:1
Compression ratio
Firing order .................................................´•..´•´•´•´•´•.......´•´•´•´•´•´•´•-´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•1-3-2-4
Spark occurs, degrees ETC............... ´•´•´•´•´•´•´•´•´•´•´•i.. ...........,.20

1:1
Propeller drive ratio
Propeller dnven rotation (viewed from rear). . . . . . . - ´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•- - - - -´•´•´•´•´•´•-´•Clockwise
O
2-6
LYCOMING OPERATOR'S MANUAL SECTlONZ
o TIO-360-C Series
FAA Type Certificate ............................................................................................................................... E 16EA

Rated horsepower ................................................................................................................ ;......................... 210
Rated speed, RPM ....................................................................................................................................... 2515
Bore, inches ................................................................................................................................................ S.125
Stroke, inches ................................ ~ ............................................................................................................. 4.375
Displacement, cubic inches ........................................................................................................................ 361.0
Compression ratio ........................................................................................................................................ 7.3: 1
Firing order .............................................................................................................................................. 1-3-2-4
Spark occurs, degrees BTC ............................................................................................................................. 20
Valve rocker clearance (hydraulic tappets colhipsed) .......................................................................... 028-.080
Propeller drive ratio ........................................................................................................................................ 1: 1
Propeller driven rotation (viewed from rear) ...................................................................................... Clockwise
*Accessory Drive Drive Ratio **Direction of Rotation
Starter 16.556:1 Counterclockwise

Generator 1.910:1 Clockwise
Generator 2.500:1 Clockwise
Alternator*** 3.20:1 Clockwise
Tachometer 0.500:1 Clockwise
.Magneto 1.000:1 Clockwise
Vacuum Pump 1.300:1 Counterclockwise
Q Propeller Governor (Rear Mounted) 0.866:1 Clockwise
Propeller Governor (Front Mounted) 0.895:1 Clockwise
Fuel Pump AN2001 0 0.866:1 Counterclockwise
Fuel Pump AN20003 t 1.000:1 Counterclockwise
Fuel Pump - Plunger Operated Dual Drives 0.500:1
Vacuum - Hydraulic Pump 1.300:1 Counterclockwise
Vacuum - Prop. Governor 1.300:1 I Clockwise
*- When applicable.
** - Viewed facing drive pad.
*** - HIO-360-DIA - Alternator drive is 2.50: 1.
t - TIO-360-CIA6D, HIO-360-E, -F have clockwise fuel pump drive.
NOTE
Engines with letter "L" in prefIX will have opposite rotation to the above.
DETAIL WEIGHTS
1. ENGINE, STANDARD, DRY WEIGHT.
Includes carburetor or fuel injector, magnetos, spark plugs, ignition harness, intercylinder baffles,
tachometer drive, starter and generator or alternator drive, starter and generator or alternator with mounting
o bracket. Turbocharged models include turbocharger, mounting bracket, exhaust manifold, controls, oi1lines
and baffles.
60297-12-5 - Revised December 2009 2-7

SECTION 1 LYCOMING OPERATOR'S MANUAL
DETAIL WEIGHTS (CONT.)

(
Model Lbs.
0-360 Series
-C4P· ..................................................................................................................................... 275
-D2A ...................................................................................................................................... 282
-B2A, -B2C ............................................................... _........................................................... 284
-c 1E, -C2E ............................................................................................................................ 285
-AIAD, -A3AD, -CIF, -C2D ................................................................................................ 288
-AIC, -AID, -A2D, -A3D, -C2B, -C2C, -J2A .................................................... ;................. 289
-AlA, -A2A, -A3A, -AILD, -CIA, -C2A ........................................................... ~ ................. 290
-A2F ...........................................................................................................................~ ........ ,...... 291
-AlP, -CIO ...............................................................................................................................,.. 292
-AIO, -A20 .............................................................................................................. :............ 293
-AIH ................. ,.....................................'.................................................................... ;.......... 294
-A4M, -A4P, -AIF6D, -C4F ..... ;............................................................................................ 295
-A4K, -A4N, -ASAD .............................................................................. ~.,..................•.......... 296
-A4D, -AI06D ................................................................................ ;.................................•... 297
-A4A, -AIF6, -AIH6 ............................................................................................................. 298
-A4J, -AI06, -FIA6 .............................................................................................................. 300
-A4G ...................................................................................................................................... 301
-GIA6 .......................................................................................... 303
!' •••••••••••••••••••••••••••••••••••••••••
• - Weight does not include alternator.

HO-360Series
c
-AlA .............................................................•...... .,................................................................. 285
-BIA, -BIB, -CIA ............................................................... ;...............................................'..288
10-360 Series
-L2A ........................................................................................................... ;........................... 278
-BIC ....................................................................................................................................... 289
-BIA ......................................................................,................................................................ 295
-B I E....................................................................................................................................... 296
-BID ...................................................................................................................................... 297
I
-BIB ....................................................................................................................................... 299
., -M 1B.................................................................................................................................. 300
-BIF, -B2F ............................................................................................................................. 301
-BI06 .................................................................................................................................... 305
-B4A ...... ;............................................................................................................................... 307
-B2F6 ..................................................................................................................................... 308
-K2A ...................................................................... ~ ............................................................... 311
-AID6D, -A3D6D, -CIA ...................................................................................................... 319
-CIB .......................................................................................................................................
. . 320
-CIC, -DIA ........................................................................................................................... 322
I•-
-J I AD ..................................................................................................................................... 323
For information pertaining to engine model (L)10-360-MIA, refer to Operation and
Installation Manual PIN 60297-36. .
2-8 Revised March 2009

DETAIL WEIGHTS (CONT.)

Model Lbs.
10-360 Series (Cont.)
TAIA, -A2A, -~1F, -C 1 G6........... ....................;.................................................................,..324
-AIC, -A2A, -A1D .........................................................................;.............;......................325
-AIB, -A2B...... ...........................................................326
-C1D6.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .;. . . . . . . . ,. . . . . .328

-C1C6....,., ...................................329
-A1B6D, -A3B6D, -J 1 A6D .......330

-A1B6, -A3B6 ...............333
-A 1 D6 ....................................................................................................................................335
-C 1 E6 .....................................................................................................................................337
AIO-360 Series
-A1A, -A2A ...........................................................................................................................331
-A1B, -A2B, -B 1B ............................................................................................................,,...332
HIO-360 Series
-G1A ........................................................................;.............................................................283
-B 1A, -B 1B ....290
-A 1A..........-.. .........,.311
-AIB. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .312
-D 1 A, -EIAD, -EIBD.. .........,.321
-CIA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .,. . . . . .322
-C1B.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 323
-FIAD .........,.324
TIG-360 Series
-CIA6D ........379
-A1A, -AIB..... ........386
-A3B6.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 407
DIMENSIONS, INCHES
MODEL HEIGHT WIDTH LENGTH

0-360 Series
-AIA, -A 1 P, -A2A 24.59 33.37 29.56

-AIC 19.68 33.37 30.67
-A 1 D, -A2D 24.59 33.37 29.81
-A 1 F, -A2F 24.59 33.37 30.70
-A 1 F6 24.59 33.37 30.70
-A 1 G, -A2G 19.22 33.37 31.82
-AIH,-A2H 19.22 33.37 31.82
2-9
DIMENSIONS, INCHES (CONT.)
MODEL HEIGHT WIDTH I LENGTH

-A1H6 19.33 33.38 1 31,81,

-A3A, -A4A, -A4M, -A4P 1 24.59 33.37 i 1 29.56
-A3D, -A4D, -A2E 24.59 33.37 1 1 29.81
-A4G, -A4J, -A4K 19.22 1 33.37 1 1 31.82
-A I G6, -AIG6D, -CIF, -C4F 19.22 33.37 1
1 31.82
-A4N 1 24.59 33.37 i 1 29.05
-AIAD, -A3AD, -A5AD 24.59 33.37 1 31.33
-AI´•ASD, -A1F6D, -A1LD 1 24.59 1 33.37 i 1. 31.33
-BIA, -B2A, -B2C 24.68 33.37 i 1 29.56
-B 1 B, -B2B 24.68 33.37 i 1 29.81
-C1A, -C2A 1 24.72 33.37 1 1 29.56
-C1C, -C2C, -C4P 24.59 33.37 1 29.81
-C 1 E, -C2E 24.59 33.37 1 29.05
-C2B, -C2D 19.68 33.37 1
1 30.67
-CIG, -D 1 A, -D2A 1 24.59 1 33.37 1 29.56
-D2B 24.59 33.37 1 29.81
-J2A 22.99 32.24 1 1 -29.81
-F1A6 19.96 33.38 1 1 31.81
-G1A6 19.96 33.37 1 31.83
MO-360 Series
-A1A 24.59 33.37 1 29.81

-BIA, -B 1B 19.68 33.37 30.67
-CIA 1 19.22 33.37 1 1 31.82
20-360 Series
-AIA, -A2A, -A1D 1 19.35 34.25 i 1 29.81

-A1B, -A2B 19.35 34.25 1 1 30.70
-A1B6, -A3B6 1 19.35 34.25 i 1 30.70
-A1C, -A2C 19.35 34.25 1 29.30
-A 1 D6 19.35 1 34.25 i 1 30.70
-A1B6D, -A3B6D, -JIAD 19.35 34.25 1 1 31.33
-A 1D6D, -A3 D6D 1 19.35 34.25 1 31.33
-BIA 1 22.47 33.37 1 32.81
-BIB, -BID, -L2A 24.84 33.37 1 1 29.81
-BIC 20.70 33.37 1 30.68
-BIE 20.70 33.37 1 32.09
-BIF, -B2F, -B2F6 24.84 33.37 i 1 30.70
-B4A 1 24.84 33.37 1 1 29.56
-C 1 A, -C 1B 19.48 34.25 1 31.14
-CIC, -C1C6 19.48 3;4.25 1 33.65
-C 1 E6, -C 1F 19.48 1 34.25 i 1 33.65
2-10
DIMENSIONS, INCHES’ (CONT.)
MODEL HEIGHT WIDTH LENGTH

-D1A, -C 1 D6, -C 1G6 19.48 34.25 31.14

-EIA, -F1A, -B1G6 20.70 33.37 32.09
-K2A 19.35 34.25 29.81
20.26 33.38 32.75
AIO-360 Series
-A1A, -A2A 20.76 34.25 30.08

-A 1 B, -A2B 20.76 34.25 30.08
-B 1B 20.76 34.25 30.08
HIO-360 Series
-AIA, -A1B 19.48 35.25 33.65

-B 1A 19.38 33.37 32.09
-BIB 19.38´• 33.37 30.68
-C 1A, -C 1B 19.48 34.25 31.14
-DIA 19.48 35.25 35.28
-G1A 19.68 33.37 31.81
-EIAD, -A 1 ED, -F 1AD 19.97 34.25 31.36
TIG-360 Series
-A1A 21.43 34.25 45 .41

-A1B, -A3B6 19.92 34.25 45 .41
-C1A6D 21.65 19.09 35.82
I Npertaining
/P
For information
la
engine
60297-36. unOperation
(L)IO-360-M1A,
to model
aM refer to and Installation

SECTION 3
OPERATING INSTRUCTIONS
Page
Gene~´•81´•´•.´•´•´•´•´•´•´•´•´•´•. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
Prestarting Items of Maintenance 3-1
Starting Procedures 3-1
Cold Weather Starting 3-3
Ground Running and Warm-Up 3-3
GI´•OUdd Check 3-4
Operation in Flight 3-5
Engiae Flight Chart ..............................................................................................0......................1...........

3-10
Operating Conditions 3-11
Shut Down Procedure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
Performance Curves 3-17

0-360 AND ASSOCIATED MODELS OPERATING INSTRUCTIONS
SECTION 3
I. GENERAL. Close adherence to these instructions will greatly contribute to long life, economy and
satisfactory operation ofthe 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 PERFORMANCE AND LONG LIFE AS THE CONSTANT USE OF
CORRECT GRADES OF FUEL AND OIL, CORRECT ENGINE TIMING, AND FLYING
THE AIRCRAFT AT ALL TIMES WITHIN THE SPEED AND POWER RANGE SPECIFIED
FOR THE ENGINE. DO NOT FORGET Ttt4T VIOLATION OF THE OPERATION AND
MAINTENANCE SPECIFICATIONS FOR YOUR ENGINE WILL NOT ONLY VOID YOUR
WARRANTY BUT WILL SHORTEN THE LIFE OF YOUR ENGINE AFTER ITS WARRANTY
PERIOD HAS PASSED.
engines have been carefully run-in by Lycoming and therefore, no further break-in is necessary
New
insofar operation is concerned; however, new or newly overhauled engines should be operated on straight
as
mineral oil for a minimum of 50 hours or until oil consumption has stabilized. After this period, a change to
an approved additive oil may be made, if so desired.
NOTE
Cruising should be done at 65% to 75% power until a total of50 hours has accumulated or
oil consumption has stabilized. This is To ensure proper seating of the rings and is applicable
to new engines, and engines in sewicefollowing cylinder replacement or top overhaul of one
or more cylinders.
The minimum fuel octane rating is listed in the flight chart, Part 8 of this section. Under no circumstances
should fuel of a lower octane rating or automotive fuel (regardless of octane rating) be used.
2. PRESTARTING ITEMS OF MAINTENANCE. Before starting the aircraft engine for the first flight of the
day, there are several items of maintenance inspection that should be performed. These are described in
Section 4 under Daily Pre-Flight Inspection. They must be observed before the engine is started.
3. STARTING PROCEDURES. 0-360 HO-360, 10-360 AIO-360, HIO-360, TIG-360 Series.
The following starting procedures are recommended, however, the starting characteristics of various
installations will necessitate some variation from these
procedures.
a. Engines Equipped with Float Type Carburetors.
(1) Perform pre-flight inspection.
3-1
OPERATING INSTRUCTIONS 0-360 AND ASSOCIATED MODELS
(2) Set carburetor heat control in "off" position.
(3) Set propeller governor control in "Full RPM" position (where applicable).
(4) Turn fuel valves "On".
(5) Move mixture control to "Full Rich".
(6) Turn on boost pump.
(7) Open throttle approximately ’/4 travel.
(8) Prime with 1 to 3 strokes of manual priming pump or activate electric primer for 1 or 2 seconds.
(9) Set magneto selector switch (consult airfkame manufacturer’s handbook for correct position).
(10) Engage starter.
(11) When engine fires, move the magneto switch to "Both".
(12) Check oil pressure gage. If minimum oil pressure is not indicated within thirty seconds, stop
engine and determine trouble.
b. Engines Equipped with Pressure Carburetors or Be~dir Fuel Injectors.
(1) Perform pre-flight inspection.
(2) Set carburetor heat or alternate air control in "Off’ position.
(3) Set propeller governor control in "Full RPM" position (where applicable).
(4) Turn fuel valve "On".
(5) Turn boost pump "On".
(6) Open throttle wide open, move mixture control to "Full Rich" until a slight but steady fuel flow is
noted (approximately 3 to 5 seconds) then return throttle to "Closed" and return mixture control to
"Idle Cut-Off’.
(7) Turn boost pump "Off’.
(8) Open throttle ’/4 oftravel.
(9) Set magneto selector switch (consult aii´•frame manufacturer’s handbook for correct position).
(10) Engage starter.
3-2
(11)Move mixture crm~ol slowly and smoothly to "Full Rich".

0)
c. Engines Equipped with Simmdnds Type 530 Fuel Injector.
(1) Performpre-flight inspection.
(2) Set alternate air control in "Off’ position.
(3) Set propeller governor control in "Full RPM" position.
(4) Turn fuel valve "On".
(5) Turnboostpump ’’On".
(6) Open throttle approximately ’/4 travel, move mixture control to "Full Rich" until a slight but
steady fuel flow is noted (approximately 3 to 5 seconds) then return throttle to "Closed" and
return mixture control to "Idle Cut-Off’.
(7) Turnboostpump"Off’.
(g) Open throttle ’/4 travel.
(9) Move combination magneto switch to "Start", using accelerator pump as a primer while cranking
engine.
(10) When engine fires allow the switch to return to "Both".
4. COLD WEATHER STARTING. During extreme cold weather, it may be necessary to preheat the engine
and oil before starting.
5. GROUND RUNNINGAND WARM~UP.
The engines covered in this manual are air-pressure cooled and depend on the forward speed 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 thiit the following precautions be observed.
NOTE
Any ground check that requires full throttle operation must be limited to three minutes, or
less if the cylinder head temperature should exceed the maximum as stated in this manual.
3-3
a. FixedWing
(1) Head the aircraft into the wind.
(2) Leave mixture in "Full Rich".
(3) Operate only with the propeller in minimum blade angle setting.
(4) Warm-up to approximately 1000-1200 RPM. ~void prolonged idling and do not exceed 2200
RPM on the ground.
(5) Engine is warm enough for take-off when the throttle can be opened without the engine faltering.
I Take-off with a turbocharged engine must not be started if indicated lubricating oil pressure, due
to cold temperature is above maximum. Excessive oil pressure can cause overboost and
consequent engine damage.
b. Helicopter.
(1) Warm-up at approximately 2000 RPM with rotor engaged as directed in the airframe
manufacturer’s handbook.
6 GROUND CHECK.
a. Warm-up as directed above.
b. Check both oil pressure and oil temperature.
c. Leave mixture control in "Full Rich".
d. Fixed Wing Aircraft (where applicable). Move the propeller control through its complete range 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
1 1000-1500 RPM, then momentarily pulling the propeller control into the feathering position. Do not
allow the RPM to drop more than 500 RPM.
I’
A proper magneto check is important. Additional factors, other than the ignition system, affect
magneto drop-off. They are load-power output, propeller pitch, and mixture strength. The important
point is that the engine runs smoothly because magneto drop-off is affected by the variables listed
above. Make the magneto check in accordance with the following procedures.
(I) Fixed WingAircraft.
(a) (Controllable pitch propeller). With the propeller in minimum pitch angle, set the engine to
produce 50-65% power as indicated by the manifold pressure gage unless otherwise specified
in the aircraft manufacturer’s manual. At these settings, the ignition system and spark plugs
must work harder because of the greater pressure within the cylinders. Under these conditions,
ignition problems can occur. Magneto checks at low power settings will only indicate fuel/air
distribution quality.
3-4 Revised December 2007

(b) (Fixedpitch propeller). Aircraft that are equipped with fixed

pitch propellers, or not equipped
with manifold pressure gage, may check magneto drop-off with engine operating at
approximately 1800 RPM (2000 RPM maximum).
(c) Switch from both magnetos to one and note drop-off;

engine regains speed return to both until
and switch to the other magneto and note drop-off,
Drop-off must not then return to both.
exceed 175 RPM and must not exceed 50 RPM between magnetos. Smooth operation of the
engine but with a drop-off that exceeds the normal specification of 175 RPM is usually a sign
of propeller load condition at a rich mixture. Proceed to step e. (1) (d).
(d) If the RPM exceeds 175 RPM, slowly lean the mixture until the RPM peaks. Then retard
drop
the throttle to the RPM specified in step e.(l)(a) or e.(l)(b) for the magneto check and repeat
the check. If the drop-off does not exceed 175 RPM, the difference between the magnetos does
not exceed 50 RPM, and the engine is running smoothly, then the ignition system is operating
properly. Return the mixture to full rich.
(2) Helicopter.
Raise collective pitch stick to obtain 15 inches manifold pressure at 2000 RPM.
Switch from both magnetos to one and note drop-off; return to both until engine regains speed
and switch to the other magneto and note drop-off. Drop-off must not exceed 200 RPM. Drop-off
between magnetos must not exceed 50 RPM. A smooth drop-off past normal is usually a sign of a
too lean or too rich mixture.
f Donatoperateonasinglemagnetofortoolongaperiod;afewsecondsisusuallysufficienttocheck
drop-off and to minimize plug fouling.
7. OPERATIONINFLIGHT.
a. See airframe manufacturer’s instructions for’recommended power settings.
Throttle movements from full power to idle or from idle to full power are full range movements. Full
I‘ range throttle movements must be performed over a minimum time duration of 2 to 3 seconds.
Performing
instant movement.
lead to failure
a full range throttle movement at a rate of less than 2 seconds is considered a
Performing rapid movements may result in detuned counterweights

of the counterweight lobes and subsequent engine damage.
rapid
which may
or
c. Fuel Mixture Leaning Procedure.
Improper~ fuel/air mixture during flight is responsible for engine problems, particularly during take-
off and climb power settings. The procedures described in this manual provide proper fuel/air 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 air~raft engines utilize the instructions in this publication any time the
fuel/air mixture is adjusted during flight.
Manual leaning may be monitored exhaust gas temperature indication, fuel flow indication, and
by
by observation of engine speed and/or airspeed. However, whatever instruments are used in
monitoring the mixture, the following general rules must 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 (2240C) during
high performance cruise operation and beldw 400"F (205"C) for economy cruise powers.
Do not manually lean enginRs equipped with automatically controlledfuel system.
On engines with manual mixture control, maintain mixture control in "Fuul Rich
"positionfor rated take-
of~ climb, and maximum cruise powers (above approximately 75~. However, during take-offfYom high
elevation airport or during climb, roughness or loss ofpower may resultfrom over-richness. In such a case
adjust mixture control only enough to, obtain smooth operation notfor economy. Obsewe instrumentsfor
temperature rise. Rough operation due to over-rich fuel/air mixture is most likely to be encountered in
carbureted engines at altitude above 5, 000feet.
Always return the mixture tofull rich before increasing power settings.
Operate the engine at maximum power mixture for performance cruise powers and at best economy
mixturefor economy cruise power; unless othenuise speciJied in the airplane owner ’s manual.
During letdownflight operations it may be necessary tc7 manually lean uncompensated carbureted orfuel
injected engines to obtain smooth operation.
On turbocharged engines never exceed 1650"F turbine inlet temperature (TIT).
i. LEANING TO EXHA UST GAS TEMPERATURE GAGE.
a. Normally aspirated engines withfuel injectors or uncompensated carburetors.
(I) Maximum Power Cruise (approximately 75% power) Never lean beyond 150"F on rich side of
peak EGT unless aircraf~ operator’s manual shows otherwise. Monitor cylinder head
temperatures
(2) Best Economy Cruise (approximately 75% power and below) Operate at peak EGT.
b. Turbocharged engines.
(I) Best Economy Cruise Lean to peak turbine inlet temperature (TIT) or 16500F, whichever
occurs first.
(2) Maximum Power Cruise The engine must always be operated on the rich side of peak EGT or
TIT. Before leaning obtain maximum power mixture it is necessary to establish

to a reference
point. This is accomplished as follows:
(a) Establish peak EGT or TIT for

a best economy operation at the highest economy cruise
power without exceeding 1650"F.
3-6
’LLCOMING´• OPERATOR’S MANUAL SECTION 3
BEST MAX
ECONOMY POWER
RANGE RANGE
a
P Li MAX,
W PEAK EGT OR TIT
I-´•;-:..
+10 D TEMP,
O rr
a: o
:;i;;
5 P
-100
z
Z
o
a i- Ci4s 9
9 -la
L~ ’.I
O
I
0~ 1
-20
i-:
-300
p CI
4
5 -301 100
.´•.´•_i-i´•´•
-400
95
LIPI: I I´•´• i:;
o~ 90
to
Wa I I
85
w ii::
a I II:::::´•-~
;_
80
;j: i´•B
´•i;illi:
Il
z
O:´•´•’::
F !z´•i3’jC:;l’~; -$i9s
-r:´•´•
a .´•i.
i.
V)
Z
o
u.
´•.´•I-~:--´•
’:18;:::::i
a
il´•::~i;"c.l’fi
u,
~de:i*
i9;it~ f;ii
TOO BEST MAX FULL RICH

LEAN ECONOMY POWER TAKE OFF
CRUISE CRUISE
LEAN MIXTURE RICH
Figure 3-1. Representative Effect of Fuel/Air Ratio on Cylinder Head

Temperature, Power and Specific Fuel Consumption at Constant RPM and
Manifold Pressure in Cruise Range Operation
ORIGSMAL 3-7
As Receiiared:&3y´•
ATP
(b) Deduct 125"F from this temperature and thus establish the temperature reference point for
when operating at maximum power mixture.
(c) Return mixture control to full rich and adjust the RPM and manifold pressure for desired
performance cruise operation.
(d) Lean out mixture until EGT or TIT is the value established in step (b). This sets the mixture
at best power.
2. LEANING TO FLOWMETER.
Lean to applicable fuel-flow tables or lean to indicator marked for correct fuel flow for each power
setting.
3. LEANING WITI-I MANUAL MIXTURE CONTROL. (Economy cruise, 75% power or less, without
flowmeter or EGT gauge.)
a. Carbureted Engines.
(1) Slowly move mixture control from "Full Rich" position toward lean position.
(2) Continue leaning until engine roughness is noted.
(3) Enrich until engine runs smoothly and power is regained.

b Fuel Injected Engines.
(1) Slowly move mixture control from "Full Rich" position toward lean position.
(2) Continue leaning until slight loss of power is noted (loss of power may or may not be
accompanied by roughness.
(3) Enrich until engine runs smoothly and power is regained.

WARNING
REFER TO THE PILOT’S OPERA TING HANDBOOK OR AIRFRAME

MANUFACTURER ’S MANUAL FOR ADDITIONAL, INSTRUCTIONS ON THE USE OF
CARBURETOR HEAT CONTROL. INSTRUCTIONS FOUND IN EITHER PUBLICATION
SUPERSEDE THE FOLLOWING INFORMA TION.
c. Useof Carburetor Heat Control Under certain moist atmospheric conditions (generally at a relative
humidity of 50% or greater) and at temperatures of 20" to 900F 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 d.rop as much as 70"F below the temperature of the
incoming air. If this air contains a large amount of moisture, the cooling process can cause
precipitation in the form of ice. Ice formation generally begins in the vicinity of the butterfly and
may build up to such an extent that a drop in power output could result. In installations equipped
with fixed pitch propellers, a loss of power is reflected by a drop in manifold pressure and RPM. I~
installations equipped with constant speed propellers, a loss of power is reflected by a drop ifil
manifold pressure. If not corrected, this condition may cause complete engine stoppage.
3-8 Revised September 2007

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
I the mixing chamber temperature cannot drop to the freezing point of water (32"F). The air preheater is
a tube jacket through which the exhaust pipe from one or more cylinders is passed, and the air
or
flowing.over these surfaces is raised to the required temperature before entering the carburetor.
Consistently high temperatures are to be avoided because ofa loss in power and a decided variation of
mixture. High charge temperatures also favor detonation and preignition, both of which are to be
avoided if normal service life is to be expected from the engine. The following outline is the proper
method of utilizing the carburetor heat control.
(I) Ground Operation Use of the carburetor air heat on the ground must be held to an absolute
minimum. On some installations the air does not pass through the air filter, and dirt and foreign
I can be taken into the engine with the resultant cylinder and piston ring wear. Only use
secnaground
tsbus.ylrep
carburetor air heat on orp
functioning
the to make certain it is
112, Take-Off- Set the carburetor heat in full cold position. For take-off and full throttle operation
possibility of expansion or throttle icing at wide throttle openings is very remote.
the
Climbing When climbing at part throttle power settings of 80% or above, set the carburetor heat
control in the full cold position; however, if it is necessary to use carburetor heat to prevent icing
it is possible for engine roughness to occur due to the over-rich fuel/air mixture produced by the
I additional carburetor heat. When this happens, lean the mixture with the mixture control only
enough to produce smooth engine operation. Do not continue to use carburetor heat after flight is
out of icing conditions, and return mixture to full rich when carburetor heat is removed.
I (4) 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. This will result in a slight additional drop in manifold pressure, which is
normal, and this drop will be regained as the ice is melted out of the induction system. When ice
has been melted from the induction system, return the carburetor heat control to the full cold
I position. In those aircraft equipped with a carburetor air temperature gauge, partial heat may be
used to keep the mixture temperature above the freezing point of water (32"F).
WARNING
CAUTION MUST BE EXERCISED WHEN OPERATING WITH PARTIAL HEAT ON

AIRCRAFT THAT DO NOT HA VE A CARBURETOR AIR TEMPERATURE GA UGE USE
EITHER FULL HEA T OR NO HEA T IN AIRCRAFT THA T ARE NOT EeUIPPED WITH A
CARBURETOR AIR TEMPERA TURE GA UGE.
(5) Landing Approach In making a landing approach, the carburetor heat is generally in the "Full
Cold" position. However, if icing conditions are suspected, apply "Full Heat". In the case that
full power needs to be applied under these conditions, as for an aborted landing, return the
carburetor heat to "Full Cold" after full power application.
Revised September 2007 3-9

OPERATING ’INSTRUCTIONS 0-360 AND ASSOCIATED MODELS
g. ENGINE FLIGHTCHART.
FUEL AND OIL
*Aviation Grade Fuel

Model Series Minimum Grade
O-360-B,-D 80/87
O-360-A1P, -C1F, -C4F; HO-360-C1A 91/96
0-360-C, -F; MO-360-A, -B; 1O-360-B, -E; HIO-360-B 91/96 or 100/130
O-360-52A 91/96 or 100/100LL
1O-360-L2A, -M1A, -M1B 91/96 or 100LL
HIO-360-G1A 91/96 or 100LL
0-360-A, -CIG, -C4P, -A1H6; TIO-360-C1A6D 100/100LL
IO-360-B 1 G6, -C1G6, -J, -K2A, -AID6D, -A3B6, -A3D6D;
H1O-360-A1B 100/100LL
AIO-360-A, -B; 1O-360-A, -C, -D, -F 100/130
HIO-360-A,-C,-D,-E,-F 100/130
TIG-360-A 100/130
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.

Refer to latest revision of Service Instruction No. 1070.
FUEL PRESSURE, PSI
Model Max. Desired Min.
0-360 Series
(Except -A1C, -C2B,
-C2D); MO-360-A, -C Series
Inlet to carburetor 8.0 3.0 0.5
O-360-A1C,-C2B,-C1D;
HO-360-B Series
Inlet to carburetor 18 13 9.0
HIO-360-A1B
Inlet to fuel pump 30 -2
10-360 Series (Except -BIA, -FIA);
A1O-360 Series, H1O-360 Series
(Except-A1B)
IO-360-F1A
10-360 Series~Except -BIA),
AIO-360 Series; H1O-360 Series
Inlet to fuel injector 45 14
IO-360-B 1A
Inlet to fuel injector 2 -2
3-10
FUEL PRESSURE, PSI(CONT.)-
Model Max. Desired Max.
HIO-360-E, -F Series
TIG-360-A Series
TIO-360-C 1 A6D
OIL (All Models)-

*Recommended Grade Oil
MIL-L-22851
Average MIL-L-6082B Ashless Dispersant
Ambient Air Grades Grades
All Temperatures SAE 15W-50 or 20W-50

Above 80"F SAE 60 SAE60
Above 60"F SAE 50 SAE 40 or SAE 50
30" to 90"F SAE 40 SAE 40
O" to 700F SAE 30 SAE 40, 30 or 20W40
Below 100F SAE 20 SAE 30 or 20W30
Refer to latest revision of Service Instruction No. 1014.
OIL SUMP CAPACITY
I All Models (Except AIO-360 Series, 0-360-52A) ................................................8

U.S. Quarts
Minimum Safe Quantity in Sump
(Except IO-360-M1A, -M1B; HIO-360-G1A) ................................................2
U.S. Quarts
IO-360-M1A, -MIB; HIO-360-G1A..................................................................4 U.S. Quarts
AIO-360 Series Dry Sump
1 0-360-52A.,. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 U.S. Quarts
OPERATING CONDITIONS
Average *Oil Inlet Temperature

Ambient Air Desired Maximum
Above 80"F (82"C)

180"1-’ 245"F(118"C)
Above 60"F 180"F (82"C) 245"F (118"C)
30" to 900F 180"F (82"C) 245"F (118"C)
O" to 700F 1700F (77"C) 245"F (118"C)
Below 1 O"F 160"F (71"C) 245"F (1180C)
Engine oil temperature should not be below 140"F (600C) during continuous operation.
Revised September 2007 3-11

OPERATING CONDITIONS (CONT.)
Oil Pressure, psi (Rear) Maximum Minimum Idling
Normal Operation, All Models

(Except Below) 95 55 25
TIO-360-C1A6D 95 50 25
Oil Pressure, psi (Front)
O-360-A4N, -FIA6 90 50 20
Start, Warm-up, Taxi, and Take-off

(All Models) 115
Fuel Max. *Max.

Cons. Oil Cons. Cyl. Head
Operation RPM HP GaVHr. Qts./Hr. Temp.
0360-A, -C"" Series
Normal Rated 2700 180 .80 500"F (260"C)

Performance Cruise
(75% Rated~ 2450 135 10.5 .45 500"F (2600C)
Economy Cruise
(65% Rated) 2350 117 9.5 .39 500"F (2600C)
O-360-B, -D Series
Normal Rated 2700 168 .75 500"F (260"C)

Performance Cruise
(75% Rated) 2450 126 11.6 .42 500"F (260"C)
Economy Cruise
(65% Rated)´• 2350 109 9.0 .37 5000F (260"C)
O-360-A1P, -A4D, -A4P, -C4P, -F, -G Series
Normal Rated 2700 180 .80 500"F (2600C)

Performance Cruise
(75% Rated) 2450 135 9.7 .45 5000F (2600C)
Economy Cruise
(65% Rated) 2350 117 8.3 .39 500"F (260"C)
At Bayonet Location For maximum service life of the engine maintain cylinder head temperature
between 150"F and 400"F during continuous operation.
O-360-C2D Only Take-offrating 180 HP at 2900 RPM, 28 in. Hg.
3-12
Fuel Max. *Max.

Operation RPM HP Gal./Hr. Qts./Hr. Temp.
O-360-52A
Normal Rated 2400/2700 145 .50 500"F (260"C)

Performance Cruise
(7 5% Rated) 1800/2025 109 9.3 .36 500"F (2600C)
Economy Cruise
(65% Rated) 1560/1755 94 6.8 .31 5000F (260"C)
MO-360-A, -C Series; HIO-360-G1A
Normal Rated 2700 180 .80 500"F (260"C)

Performance Cruise
(75% Rated) 2450 135 9.7 .45 500"F (2600C)
Economy Cruise
(65% Rated) 2350 117 9.0 .39 5000F (2600C)
HO-360-B Series
NormalRated 2900 180 .80 500"F (260"C)

Performance Cruise
(75% Rated) 2700 135 10.5 .45 500"F (260"C)
Economy Cruise
(65% Rated) 2700 117 9.0 .39 500"F (260"C)
IO-360-A, -C, -D, -J, -K; AIO-360 Series
Normal Rated 2700 200 .89 500"F (2600C)

Performance Cruise
(75% Rated) 2450 150 12.3 .50 500"F (260"C)
Economy Cruise
(65% Rated) 2350 130 9.5 .44 500"F (260"C)
10-360-13, -E, -F Series (Except -B1C); IO-360-M1A"", -M1B""
Normal Rated 2700 180 .80 5000F (2600C)

performance Cruise
(75% Rated) 2450 135 11.0 .45 5000F (260"C)
Economy Cruise
(65% Rated) 2350 117 8.5 .39 500"F’(260"C)
3-13
Fuel Max. *Max.

Operation RPM HP Gal./Hr. Qts./Hr. Temp.
IO-360-B1C
Normal Rated 2700 177 .79 500"F (2609C)

Performance Cruise
(75% Rated) 2450 133 11.0 .45 500"F (260"C)
Economy Cruise
(65% Rated) 2350 115 8.5 .39 500"F (260"C)
IO-360-]L2A
Normal Rated 2400 160 .52 500"F (2600C)

Performance Cruise
(75% Rated) 2180 120 8.8 .39 500"F (2600C)
Economy Cruise
(65% Rated) 2080 104 7.6 .34 500"F (2600C)
HIO-360-A Series
Normal Rated 2900 1809 .80 5000F(260"C)

Performance Cruise
(75% Rated) 2700 135 11.0 .45 500"F (2600C)
Economy Cruise
(65% Rated) 2700 117 9.5 .39 sooor: (26D"C)
HIO-360-B Series
Normal Rated 2900 180 .80 5000F (260"C)

Performance Cruise
(75% Rated) 2700 135 12.0 .45 500"F (260"C)
Economy Cruise
(65% Rated) 2700 117 10.0 .39 500"F (2600C)
HIO-360-C Series
Normal Rated 2900 205 .91 500"F (2600C)

Performance Cn~ise
(75% Rated) 2700 154 12.5 .52 500"F (2600C)
Economy Cruise
(65% Rated) 2700 133 10.5 .45 500"F (260"C)
between 150"F and 400"F durii~g continuous operation.
t At 26 in. Hg. manifold pressure.
3-14
SECTION 3
0360 AND ASSOCIATED MODELS
OPERATING CONDITIONS (CONT~
Fuel Max. *Max.

Cons. Oil Cons. cyl´• Head
RPM HP Gal.iHr. Qts./Hr. Temp.
Operation
HI0360-D Series
3200 190 .85 500"F (260"C)

Normal Rated
Performance Cruise
3200 142 12.0 .48 500"F (2600C)
(75% Rated)
Economy Cruise
3200 123 10.0 .41 5000F (2600C)
(65% Rated)
HIO-360-E Series
Normal Rated 2900 190 .85 500"F (2600C)

Performance Cruise
2700 142 11.8 .47 500"F (2600C)
(75% Rated)
Economy Cruise
2700 123 10.0 .41 S00"F (2600C)
(65% Rated)
HIO-360-F Series
Normal Rated 3050 190 .84 500"F (260"C)

PerEonmance Cruise
2700 142 11.8 .47 500"F (260"C)
(75% Rated)
Economy Cruise
2700 123 10.0 .46 500"F (260aC)
(65% Rated)
TIG-360-A Series*"
Normal Rated 2700 200 .89 500"F (260DC)

Performance Cruise
2450 150 14.0 .50 500"F (2600C)
(75% Rated)
Economy Cruise
2350 130 10.2 .44 500"F (2600C)
(65% Rated)
TIO-360-C Series*"
Normal Rated 2575 210 .70 5000F (2600C)

Performance Cruise
2400 157.5 13.2 .53 500"F (2600C)
(75% Rated)
Economy Cruise
2200 136.5 10.2 .46 500"F (2600C)
(65% Rated)
MAXIMUM TURBINEINLET TEMPERATURE 16SOOF (898.80C).
3-15
9. SHUT DOWNPROCEDURE.
a. FixedWing.
(1) Set propeller governor control for minimum blade angle when applicable.
(2) Idle until there is a decided drop in cylinder head temperature.
(3) Move mixture control to "Idle Cut-Off’.
(4) When engine stops, turn offswitches.
b. Helicopters.
(1) Idle as directed in the airframe manufacturer’s handbook, until there is a decided dropin cylinder
head temperature.
(2) Move mixture control to "Idle Cut-Off’.
(3) When engine stops, turn off switches.
3-16
0360 AND ASSOCIATED MODELS OPERATING INSTRUCTIONS
SEA LEVEL POWER CURVE

LYCOMING MODEL O-360-B and -D SERIES
COMPRESSION RATIO 7.20:1

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

170
FULL THROTTLE POWER

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

LYCOMING MODEL O-360-C2B and -C2D
CARBURATOR, BENDIX-STROMBERG PSHdBD

FUEL, MINIMUM GRADE 91/96
MIXTURE SETTING FULL RICH
SPARK TIMING 250 ETC
OPERATING CONDITIONS STD. SEA LEVEL
FUEL CONSUMPTION TOLERANCE 4%
OPERATION WITH EXTERNAL COOLING SUPPLY
C-12121-B
17
e´•
´•16 ~F:
15
a 14
LL 13
~U’ 12
U.S. GAL
LLj PER HOUR
11
10
vj
.BO
8, 2900 RPM
W 2700
.55 LBSIBH P/H R
~hI
m 2600
0$ .50
u-~
.45C I
a
v,
.40
80 100 120 140 160 180
ACTUAL HORSEPOWER
Figure 3-3, Part Throttle Fuel Consumption

0-360-C2B,-C2D
3-18
CURVE NO 12880

LYCOMING ENGINE MODEL
HO-360-B-SERIES
SPARK TIMING 25" ETC
CARBURETOR BENDIX PSH 580
FUEL GRADE, MINIMUM 91/96 OR 100/130
OPERATION CONDITIONS STANDARD SEA LEVEL
OPERATION WITH EXTERNAL COOLING SUPPLY
F16! M’XTURE FULL RICH
15
14
13
b;
12
u.~: i;aL:
11 PER HR
10
LL4
-lo 9
~5vj
LLj
tF.6
8~ iile P~
JI
L~HI-
ii
o~
I;c-te
´•4
i
;40
80 100 120 140 160 180
ACTUAL BRAKE WORSEPOWER
Figure 3-4. Part Throttle Fuel Consumption

HO-360-B Series
1
BRIGINAL 3-19
AS Received By
ATP
CURVE NO. 126998
PARTTHROTTLE FUEL CONSUMPTION

IO-360-A,-6,-D,-4 AND -K SERIES
AIO-360-A SERIES
FUEL INJECTOR, BENDIX RSA-SAD1
FUEL GRADE MINIMUM 100/130
MIXTURE CONTROL- MANUAL TO BEST ECONOMY
OR BEST POWER AS INDICATED
85
PERCENT
RATED POWER
75
MIXTURE SETTING
65
pj7
55
~F
O
II
5II ´•45
v)
Z
O
O
LL
RE SETTING
BEST ECONOMY
100 120 140 160 180 200
ACTUAL BRAKE HORSEPOWER

IO-360-A, -C, -D, -J, -K; AIO-360 Series
3-20
CURVE NO. 12849-A

IO-360-B,-E,-F AND M1A SERIES
COMPRESSION RATIO 8.50. 1
FUEL INJECTOR, PACTYPE RSA5AD1
MIXTURE CONTROL- MANUAL TO BEST ECONOMY
PERCENT
RATED POWER
80
II I I I I I 1 17
~70
2´•
O
55
a
fI I I
45
z c~
S 8~
W
wfm "llr%
v,
40-~ E
30
80 100 120 140 160 180

I IO-360-B, -E, -F, -M 1B Series (Excepting IO-360-B IA, -B 1C); HIO-360-G1A
´•I For information

N
60297-36.
pertaining
/P engine model(L)IO-360-M1A,
launOperationto
aM refer to and Installation
Revised March 2009 3-2’1


LYCOMING ENGINE MODEL IO-360-B1A

FU EL I NJ ECTOR SIMMONDS TYPE 530
MIXTURE CONTROL-MANUAL TO BEST ECONOMY
C-l 2731
90
PERCENT
RATED
POWER 2700 RPM
85
2600
80
2500
75 2400
70
Ir m-11-t-tt ~l;tfc;d~ +ittt’tt-t~ E~ljtiljdi ~EiilN’G’
mtm~ BE ST ECON OM Y tm+r~wt BEST POWER
Cd
75
I
0 60
2600
32400
22
55
V)
2000
Z
0 50
1800
O
45
W
u-
40
30
80 100 120 140 160 180

IO-360-B1A
3-22
CURVE NO. 12952

LYCOMING MODEL IO-360-B1C SERIES

SPARK TIMING 250 ETC
FUEL INJECTOR BENDIX MODEL RSA-5AD1
MIXTURE CONTROL-MANUAL TO BEST ECONOMY
FUELGRADE, MINIMUM 1001130
90
oq
80 L I I PERCENT
RATED
POWER
7~5
Ol 70
I
I I I I I 1 65
0 5
60
Z 50 c3
O z a
O
W-co
ws
w V)a
w
40
wmOz
Xo
-w
30
80 100 120 140 160 180


IO-360-B 1C
3-23
CURM N013518

LYCOMING MODEL: IO-360-L2A
COMPRESSION RATIO: 8.50:1
SPARKTIMING: 25’ ETC
FUEL INJECTOR: PAC RSA-SADI
MIXTURE CONTROL: MANUAL TO BEST ECONOMY
FUEL GRADE, MINIMUM: 91196
80
I PERCENT
RATED
70 POWER
m, 75
O
as
60
H
I
I
55
O
50
lu
u.mB
40
n p
30
80 100 120 140 160

Figure 3-9. Part Throttle I’uel Consumption

IO-360-L2A
3-24
FUEL FLOW vs PERCENT RATED POWER

LYCOM ING MODEL TIG-360-A SERIES
COMPRESSION RATIO 7,30:1

SPARK ADVANCE 25 ~BTC
FUEL INJECTOR BENDIX RSA-SAD1
TURBOCHARGER AIRESEARCH 7504
MIXTURE CONTROL-MANUAL TO FLOWMETER GAGE
CURVE NO. 13078
130
110 1 I I I I I I I I
90
O
U,
70
w
50
30
50 60 70 80 90 100
PERCENT RATED POWER
Figure 3-10. Fuel Flow vs Percent Rated Power

TIG-360-A Series
3-25
LYCOMING HIO-360-D SERIES

ENGINE SPEED 3200 RPM
MANUAL MIXTURE CONTROL TO FLOW METER GAGE
CURVE NO. 130636
100
90
80
~111
i~ 60
V
50
40
50 60 70 80 90 100
PERCENT RATED POWER
Figure 3-11. Fuel Flow vs Percent Rated Power-

HIO-360-D
3-26
BRIGINAL
As Received Bar
ATP
TO FIND ACTUAL HORSEPOWER FROM LYCOMING HELICOPTER ENGI

C-130846Shtiof2~ oo\
W
SEA LEVEL PERFORMANCE

ALT(TUDE. R.PM.. MANIFOLD PRESSURE
ANDAIR INLET TEMPERATURE.
PERFORMANCE PERFORMANCE DATA
1. LOCATE A ON FVU THROTTLE ALTITVDE

CURVE FOR OMN R.PM. MANIFOLD GUARANTEED MAX. ENGINE MODEL HIO-360-DiA
PRESSURE. :POWER ABS. DRY MANIFOLD COMPRESSION RATIO 10.0:1 O
2. LOCATE B ON SEA LEVEL CURVE FOR PRESSURE IN. HG
RP.U. AND LMNIFOLD PRESSURE AND o .500 B.S.FC. FUEL INJECTOR BENDIX RSA-7AAI
r;n
E
TRANSFER TO C. FUEL GRADE.MIN. 1001130 ~O
1. CONNECTAAND C BY STR*IOI(T ,E
AND READ HORSEPOWER AT ONEN O
ALTITUMD.
4. MODIFY HORSEPOWER AT D FOR
26 C)
1 Y
VARIATION OF AIR INLET TEMPERATURE
T FROM STANDARD ALTITUDE
TEMPERATURE TQ BY FORMULA. c3
mO
CORRECTFOR DIFFERENCE BEMIEEN STD.
\460+TI J’’"’’’
I II\ 1 I I I I r
a 7~
r ALT TEMP.
T, AND ACTUAL INLETAIR TEMP.
r.
ACTUAL W1
IN ACCORDANCE WITH NOTE 4
o
w
h)
w1
a:
0
p
A
22
z D THROinE‘ R.Fi.M.
FH.P 3200 R.PM.=
31 r~
FH.P 3000 R.P.M.=
O OP,
E
F
R.PM.
wr
O\~P
0(
a u,
be to
c~a
gg o
P
o
r
B
I 3
´•d
"a w
(j
tt,z
1
a
m
B O
Cd
a
16
r
g
ct
Z
O
0, 0
STANDARD ALTTTUDE TEMPERATURE F

51
TS
-50 50
17 18 19 20 21 22 23 24 25 26 27 1 2 3 4 5 6 7 8 lo 11 12 13 14 15 16 17 18 19 20 21 22 23 24 r;n
ABSOLUTE MANIFOLD PRESSURE. IN. HG.

285 U)
PRESSURE ALTITUDE IN THOUSANDS OF FEET
M
WOO
h, Z Z
mw
QRIGI NAL
k~
As Received By o
´•d
ATP
C-i3064-C Sht. ~2 d2
LYCOMING HELICOPTER O
TO FIND ACTVAL HORSEPOWER FROM t~ NOMINAL SEA muDE PERFORMANCE
~TrmoE. R.PM.. MANIFOU) PRESSURE PERFORMANCE PERFORMAN~E‘ DATA
ANDAIR MLET TEMPERATURE.
ABS. DRY MANIFOLD Z w
Mnn
1. LOCATEA ON FUu THROTTLE ALTnUDE
POWER PRESSURE IN. HG O
CVRM FOR OMN R.P.M. lMNIFOLD ENGINE MODEL HIO-380-DiA
.SM) 6.S.F.C;
PRESSURE. COMPRESSION RATIO iO.O:i
2. LOU\TE B ON SEA LML CURM FOR
FUEL INJECTOR BENDIX RSA-’IAAI
R.PM. AND MANIFOU) PRESSURE AND
TRANSFERTOC.
28 1 I I I 1 I I I I FUEL GRADE,MIN. 100H30
3. CONNECTAAND C BY STRAIG~T UNE
AND READ AT GI\IEN
ALTITUDE D.
MODIFY HORSEPOWER AT D FOR 1
WIATK)NOFAIRINLETTEMPERATURE ~tt-trrtrtttl I I I R I R II~ I I I I I I I I I I 1 1711 1_1: C~
TFROM STANDARD ALTITUDE C-t- II I I 1 CORRECTFOR DIFFERENCE BETWEEN STD. C3
TEMPERATURE TQ BY FORMUU ct
Crl ALT. TEMP. T, AND ACTUAL INLETAIR TEMP.
r.
O
09
[(B.H.P. F.H.P.)X(~0.8 i 460*
460
-F.H.P.´•
2~
9
W k+......... ..--1177I177~7774
D
w w
a FULL THROTTLE R.PM.
co F
e F.H.P. 3200 R.PM.=s2 z E

wr .H.P 3000 R.PM.=37
a
0\9 R.P.M.
I I _rll I a I
LIMITINGMANIFOLD PRESS.
a~l FOR CONTINUOUS OPERATION
CD
I?
rrj
w
18
h)cd
v
CD1
X1 B
d~bd O
C1
w
Q\ O
i-
o
1
v, is
21
z ~O
o~ ~,Cd
´•1 T%!
t
O
s
o o o
M
STANDARDALTTTUDE TEMPERATURE. TS F
I I I I I I I 1
17 18 19 20 21 22 23 24 25 26 27 28
m
ABSOLUTE MANIFOLD PRESSURE, IN. HG. PRESSURE ALTITUDE IN THOUSANDS OF FEET
M
r/0r
FUEL FLOW vs PERC.ENT RATED POWER

LYCOMING ENGIF~E MODEL
HIO-360-A SERIES
FUEL INJECTOR BENDIX RSA-SAB1
MANUAL MIXTURE CONTROL TO FLOWMETER GAGE
C12944
110
100
90
80
70
50.
40
50 60 70 80 90 100
PERCENT RATED POWER

HIO-360-A Series
ORIGINAL 3-29
As Received By
ATP
FUEL FLOV~ PERCENT RATED POWER

vs
HIO-360-B SERIES
FUEL INJECTOR BENDIX RSAdAB1

ENGINE SPEED 2500,2700,2900 RPM
C-i 2940
110
100
90
80
70
60
50
40
50 60 70 80 90 100
PERCENT RATED POWER

HIO-360-B Series
3-30 BRIGINAL
as Received By
ATP.
FUEL FLOW vs PERC~NT RATED POWER

LYCOMING MODEL H1O366-C1A,-C1B

C12972
120
110
100
90
80
70
60
50
40
50 60 70 80 90 100
PERCENT RATED POWER

HIO-360-C Series
ORIGINAL 3-31
As Received By
ATP
W I ORIGINAL
gm
m
U
As aeceived By
I
h,
ATP
o
wZ
Zw
CURVE NO. 10350A
n
TO FIND ACTUAL HORSEPOWER FROM ALTITUDE. RP.M, MANIFOLD
PRESSURE AND AIR INLET TEMPERATURE.
1. LOCATE AON PILL THRDmE ALTITUDE CURVE FOR GIVEN RP.IY MANIFOLD LYCOMINGAIRCRAFT ENGINE
PRESS. ~tfFf+l PERFORMANCE DATA
O
2 LOCATE B ON SEA LML CURVE FOR RP~M a MANIFOLD PRESSURE a
ic, MAXIMUM POWER MIXTURE
TRANSFER TO C. ABS. DRY MANIFOLD
Q\ co UNLESS OTHER WISE NOTED
C BY STRAIGHT UNE AND READ HORSEPOWER AT GIVEN PRESSURE- IN HG
O ENGINE MODEL 0-360-A SERIES
MODIFT HORSEPOWER AT D FOR VARIATION OF AIR INLET
rr
COMPRESSIONRATIO 8.50:1 C)
P
TEMPERATURE T FROM FULLTHROTnER.P.M.~ CARBURETOR MARVELSCHEBLER
r FULLTHROTTLE
TS FUEL GRADE, MINIMUM 91/96
h r.
BY FORMULA
ZERO RAM
NO EXTERNAL MIXTURE
z HEATER USED
HP. AT D ACTUAL H.P. C/I1
w NORMALRATEDPOWER
C) (APPROXlmAnr tx
2700 RPM P
CD CORRECT FOR DIFFERENCE BETWEEN
CORRECTIONFOR EACH r
1C F.VARIATION FROM FULL RICH MIXTURE STD.ALTTEMP.Te ANDACTUALINLETAIR
H)
TEMP. IN ACCORDTANCE WITH NOTE 4
5´• c~
O rr,
r "--1
22
cL
--1
y to
o
rl
18
g_l
16
a
(D LL
w I 15--P--1 LIMITING MAN.
14
Cd FOR CONTINUOUS
P
O OPERATION
v 12+-tl O
dil~
ef~
PERCENT
RATED
>~12-f:W
z
w
Q\
WO POWER o 11-~
o\o c
o O
B :I-1
=9 sa
o mCS~
(D rn
=r. ~8
O
STANDARD ALTITUDE TEMPERATURE -F
-50
18 19 20 21 22 23 24 25 26 27 28 29
1 2 t 4 s 6 1 a s lo 11 tr 13 (4 ls l6 lr Is l8 2021 2223242~
ABSOLUTE MANIFOLD PRESSURE, IN. HG. 12w-I v,

M
O
M
r
Fn
ORIGINAL
As Received By
ATP
CURM N0.12122-8
Q\CI
TO FIND ACTUAL HORSEPOWER FROM ALTITUDE, R.PM., MANIFOLD PRESSURE AND AIR INLET TEMPERATURE.
00
LYCOMING AIRCRAFT
LOCATE A ON FULL THROTTLE ALTITUDE CURVE FOR GIVEN R.PM. MANIFOLD PRESS.
LOCATE B ON SEA LEVEL CURVE FOR R.P.M. 8 MANIFOLD
PRESSURE 8 TRANSFER TO C.
HELICOPTER ENGINE
PERFORMANCE DATA
IJ
E
CONNECTA 8 C BY STRAIGHT LINE AND READ ALTITUDE PERFORMANCE
r)
HORSEPOWERAT GIMNALTITUDE D. MAXIMUM POWER MIXTURE O
.MODIN HORSEPOWER vj rn ed
AT D FOR VARIATION OF LEVELPERFORMANCE UNLESS OTHERWISE NOTED O M
ABS. DRY MANIFOLD
AIR INLET TEMPERATURE cr PRESSURE- IN HG ENGINE MODEL C~ ~d
T FROM STANDARD a
ALTITUDE FULL THROTTLE R.PM.

0-360-C2B,- C2D
c3 c~
TEMPERATURE T 180
BY FORMULA
S mO
COMPRESSION RATIO 8.5:1 tJ ~d
r o
CARBURETOR BENDIX PSHdBD
460+ TS
HP AT DX 460*T FUEL GRADE, MINIMUM 91/96
ACTUAL H.P 170 O
a
w a:
APPROXIMATELY i% I NO EXTERNAL MIXTURE
CORRECTION FOR EACH HEATER USED.
99
10" F VARIATION ~9
160
2 P
~d FROM
TS
CORRECT FOR DIFFERENCE BETWEEN STD.
p, d
9 r ALT TEMP. T AND ACTUAL INLET AIR TEMP. IN
ACCORDANCE WITH NOTE 4
NORMAL RATED
O 150
POWER
h,
2700 R.PM.
ed FULL RICH
MIXTURE
h 036~C2D
140
h,tj TAKE OFF RA’

180HP2900RPM
a
LIMITING MAN. a
PRESSURE 130
28.(r’HG. S. L.
FT 1000 FT.
O
ENGINE FULL THROTTLE
R.P.M. HORSEPOWER 120 i I I I i 117-111 1 1111
O
ZERO RAM
Cd
1101 1 I I 1 111 1 1 11111111111111

b
Z
+50
O
0
STANDARD ALTITUDE TEMPERATURE T -’F II i I 1 I I I Ilrlr u i u u 1 I I I I I T7KLL I m
-50
C3’
50
is is 20 21 22 23 24 25

26 27 28 29 1 2 3 4 5 6 7 8 9 10 ii

12 13 14 15 16 17 1819 20 2122 23 24
6~0
C]1
cl
w
w 00
C Z~
w r;nw
W
O~n
C cdM
P CURVE NO. 10819
TO FINDACTUAL HORSEPOWER FROM ALTITUDE, c3
3. CONNECT A~C BY STRAIGHT LINE READ HORSEPOWER AT GIVEN ALTITUDE D ct
R. PM., MANIFOLD PRESSURE AND AIR 4. MODIFY HORSEPOWER AT D FOR VARIATION OF AIR INLET TEMPERATURE T O
INLET TEMPERATURE. 2 FROM STANDARDALTITUDETEMPERATURE TS BY FORMULA:- 2:
.LOCATE A ON FULL THROTTLE ALTITUDE CURVE 2:
(APPROXIMATELY 1% CORRECTION FOR EACH 10" F w
FOR GIVEN R.P.M. a MANIFOLD PRESS. VARIATION FROM n
TS)
LOCATE B ON SEA LEVEL CURVE FO R R.PM.
180 HP AT D x
\1460 +TS, ACTUAL H.P 5!
MANIFOLD PRESSURE 8 TRANSFER TO C. V 460+T’
r~
SEA LEVEL PERFORMANCE~FULL THROTTLE ZERO RAM
ALTITUDE PERFORMANCE ttttj TEXTRON LYCOMINGAIRCRAFT
ENGINE PERFORMANCE DATA
NOR;h~t4L RATED PCU\IER
noo RP.M 160
ABS. DRY MANIFOLD
uj MAXIMUM POWER MIXTURE c~
NU_ WCH MXTURE PRESSURE-IN. HG
UNLESS OTHERWISE NOTED
a ENGINE MODEL 0-360-6 8-6
O
SERIES
Z
140
k~ I-iirl II-nivil/iI ~m II
CARBURETOR-
#BRAKE MARVEL SCHEBLER MA-4-5
FUEL GRADE. MINIMUM 80/87
120
FULL THROTTLE R.PM.
O a
C~
~S c´•
6
t;l 100
v,
14
4 80
rt. e LIMITING MAN PRESS.
FOR CONTINUOUS
OPERATION
P
X CONSUM 60 ALT TEMP. TR AND ACTUAL INLET AIR TEMP.
IN ACCORDATJCE WITH NOTE 4
RATED
a
PWVER
cp 0
ao
o ~o
r/~cd
Y
0~6
m S
Oc3
0 O
56
STANDARD ALTITUDE TEMPERATURE
-50 -50
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 171819 20 2122 23 24 25
cj~
ORIGINAL
As Received By
ATP
Or
wCC
TO FIND ACTUAL HORSEPOWER FROM ALTITUDE. R.PM.. MANIFOLD PRESSURE

AND AIR INLET TEMPERATURE.
1. LOCATE A ON FULL THROTTLE ALTITUDE-CURVE FOR GIVEN R.PM. MANIFOLD PRESS.
2. LOCATE B ON SEA LEVEL CURVE FOR R.P.M. 8 MANIFOLD PRESSURE 8 TRANSFER TO C.
LYCOMING AIRCRAFT
HELICOPTER ENGINE
PERFORMANCE DATA
CURVE NO.12881
tl
P
3. CONNECT A 8 C BY STRAIGHT LINE AND READ HORSEPOWER AT GIVEN ALTITUDE D.
4. MODIFY HORSEPOWER AT D FOR VARIATION OF AIR INLET TEMPERATURE T FROM MAXIMUM POWER MIXTURE ~n O
TS
ALTITUDE PERFORMANCE
ENGINE MODEL
8~
c, ~d
~TS’ SEA LEVEL W
ABS. DRY MANIFOLD
HO-360-B SERIES cc
HP AT D XV 460 T COMPRESSION RATIO 8.5:1

ACTUAL H.P.
PERFORMANCE
o
PRESSURE IN HG
CARBURETOR BENDIX PSH-SBD Ocl
z FULLTHROTTLE R.P.M.
C~J APPROXIMATELY 1% FUEL GRADE, MINIMUM 91196
r.
89 CORRECTION FOR EACH NO EXTERNAL MIXTURE

180
10’ F
FROM T VARIATIONS a’
H
HEATER USED. O
w
CORRECT FOR DIFFERENCE BETWEEN STD. ALT MZ
160 24 TEMP. T AND ACTUAL INLET AIR TEMP. IN r d
o RATED POWER
ACCORDANCE WITH NOTE 4
180 HP 2900 R.P.M.
r
ENGINE v,
R.P.M. I I I II/I II 1 I I 1
140
O"
c
oo\ 120
1 1 1 1 I I I I
tio I
g I I I I I I I I II 1 Y
~t)
100
=r.
B w
14
1 I I I I I 1 I 1 1 I I I I I I I
80
60
O
a +50
Cd
0 tJ STANDARD ALTITUDE TEMPERATURE T F
50
c3
la 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
(I)
Z
O
2j
M
ORIGINAL c~ c~
As Received By d~
BTP zz
u, rnw
W
gvl
G Cdm
Ch CURVE NO. 12700-A
TO FIND ACTUAL HORSEPOWER FRO M ALTITUDE, R.PM., MANIFOLD PRESSURE AND AIR INLET
TEMPERATURE.
i. LOCATE A ON FULL THROTTLE ALTITUDE CURVE FOR GIVEN R.PM. MANIFOLD PRESS.
TEXTRON LYCOMING AIRCRAFT
ENGINE PERFORMANCE DATA
MAXIMUM POWER MIXTURE

g
cc
O
Z
2. LOCATE B ON SEA LEVEL CURVE FO R R.PM. st MANIFOLD PRESSURE 8 TRANSFER TO C. UNLESS OTHERWISE NOTED Z w
3. CONNECTA 8 C BY STRAIGHT LINE AND READ HORSEPOWER AT GIVEN ALTITUDE D. ENGINE MODEL O
4. MODIFY HORSEPOWERAT D FOR VARIATION OFAIR INLETTEMPERATURE T AEIO -360-A SERIES
FROM STANDARD ALTITUDE TEMPERATURE TS COMPRESSION RATIO 8.7. i
BY FORMULA: APPROXIMATELY 1% CORRECTION FOR EACH 10" F.VARIATION FROM T FUEL INJECTOR- BENDIX,
S
RSA-5AD1
v,
HP AT ACTUAL H.P. v, FUEL GRADE, MINIMUM 100/1
460 T w
rr
NO EXTERNAL MIXTURE
ALTITUDE PERFORMANCE cl
O- HEATER USED, cc
Zi. ZERO RAM
Os 200
RATED POWER ABS. DRY MANIFOLD
o PRESSURE-IN. HG ~A
O 2700 R.PM.
ENGINE R.P.M. FULL THROTTLE R.PM.

180
2
c) r CORRECT FOR DIFFERENCE BETWEEN STD.
a ALT. TEMP. T~ AND ACTUAL INLET AIR TEMP.
t~J 160 22 IN ACCORDATJCE WITH NOTE 4
"B
k 20
140
o 1
c o
a´•
r
120
~a O
w
1 O
~I
v,
G
O
a O
I
a S) 100 t~
w ~301 2:
Y
LIMITING MAN PRESS. mCd

fOR CONTINUOUS
80
OPERATION O
+50
O
0 M56
STANDARDALTITUDE TEMPERATURE T -"F n I I I I_ri I I I I I I I 1 I lhl I I t~ 11(1
-50 50;LI-I I-~ I r-LI-LLW I

IIII-LL~LhLL50
18 19 20 21 22 23 24 25 26 27 28 29 1 2 3 4 5 6 7 8 9 10 ii 12 13 14 15 16 17 18 19 20 2122 23 24
ABSOLUTE MANIFOLD PRESSURE, IN. HG. g PRE SSURE ALTITUDE IN THOUSANDS OF FEET
tJ~
M
r
ORIGINAL r;n
As Received By
A’PP
ORIGINAL
As Received By
ATP Or
j w~
C-12850 0\ C1
00
70 FIND ACTUAL HORSEPOWER FROM SEA LEVEL LYCOMING AIRCRAFT ENGINE
ALTITUDE. RPM.MANIFOLD PRESSURE
PERFORMANCE
ZERO RAM PERFORMANCE DATA 2~
I LOCATE A ON FULL MROTfLE ALTITVDE MAXIMUM POWER MIXTURE
Z
FOR GIVEN RPM MANIFOLD
PRESSURE
UNLESS OTHERWISE NOTED n
RATED POWER
2 LOCATE B ON SEA LEVEL CURVE FOR
R PM AND MANIFOLD PRESSURE AND
So HP 2700 RPM ENGINE MODELS 10-360-8 SERIES
rn O
TRANSFER TO C COMPRESSION RATIO 8.5:1
I~ABS.DRYMANIFOLD I I T O
P
3 CONNECT AAND C BY STRAIGHT LINE I! I I I h I I I I I I I 1 FUELINJECTION CONT. FLOW
AND READ HORSEPOWER AT GIVEN
ALTITUDE D
PRESSURE IN. HG FUEL INJECTOR BENDIX TYPE RSA-BAD1 C~
FUEL GRADE.MINIMUM 91196 C4
4. MODIFY HORSEPOWER AT D FOR
VARIPITION OF AIR INLET TEMPERATURE p
TFROMST~NOARDALTITUDE ~F=f
F:~
O
T~I
AT D X 7~=460 fB
460
ACN~L
I I I I 1 I I I I I I I 1 I I I I I I I I I
a 5~
I APPROXIMArrLV 196 CORRECTION FOR W1 CORRECT FOR DIFFERENCE BETWEEN STD.
EAM 1, VARIATION FROM TS TEMP. T, AND ACTUAL INLET AIR TEMP.
o
CD
W I I I, rlll I 1 111 1 I vl I I I I IW
a
m Z
ENGINE
h, p r
*~3 o
tn~ a
b r
=1. r a
3: a(P ´•I
ct v, re
o
Oh CD
,M
o\ x~
o, a
h ci~ p
a~ 0
a
14
w
co´•
O CD
0 1
w I
0\
w
O
"B O
a
t;j~8
v
LIMITING MAN. PRESS.
FORCONTINUOUS
g
C´•l
OPERATION =I __~t;T, Z
O
ct
0, I Z
STANDARD ALTITUDE TEMPERATURE TS F V1
so -so
18 19 20 21 22 23 24 25 26 27 28 29 1 2 3 4 S 6 7 8 9 ~O 11 12 13 14 15 16 171819 20 21 22 23 24
~n
9~ M
ABSOLUTE MANIFOLD PRESSURE. IN. HG. PRESSURE ALTITUDE IN THOUSANDS OF FEET C~ C~
clC1
w 00
w Z Z
rn 104
w
CdM
Oo
C-12732-A cc
TO FIND ACTUAL HORSEPOWER FROM ALTITUDE PERFORMANCE 7 LYCOMING AIRCRAFT ENGINE

O
SEA LEVEL c3
ALTITUDE. RPM.. MANIFOLD PRESSURE
PERFORMANCE ZERO RAM PERFORMANCE DATA -1 Z
cc
FIND AIR INLET TEMPERATURE
Zw
LOCATE AON FULL THROTTLE ALTITUDE 1 171 1 I I I 1 I I I I I I I I MAXIMUM POWER MIXTURE
CURVE FOR GIVEN RPM. MANIFOLD
PRESSURE. RATED POWER CI
2. IOCATE B ON SEA LEVEL CURVE FOR
80 HP 2700 RPM ENGINE MODELS IO-360-B1ASERIES
RPM AND MANIFOLD PRESSURE AND
TRANSFER TO C COMPRESSION RATIO 8.5:1 V1
3 CONNECT AAND C BY STRAIGHT LINE I_._.~_._...I__.._.I_ ABS DRY MANIFOLD FUEL INJECTION CONT. FLOW
AND READ HORSEPOVIU~R AT GIVEN t PRESSURE IN HG SIMMONDS TYPE 530
I I r FUEL INJECTOR
ALTITUDE D
FUELGRADE.MINIMUM 91/96
4 MOOIFY HORSEPOVMR AT D FOR Ci LL’1 I lunt I
1
TFROM STANDARD ALTITUDE LTHROTTLE RPM NO EXTERNAL MIXTURE HEATER USED CI
TEMPERATURE TS sY FORMULA. --.CL~ c3
ct
r
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*PPROXIMIITELI146CORRECTI~NFOR wl CORRECT FOR DIFFERENCE BETYUEtN SiO
Z
EACH 10;F VARIATION FROM TS ALT TEMP Ti AND ACTUAL INLET AIR TEMP
W
h,
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W
I I ii I_! I I I I I I RI/YV:Uibi~Ci I 1 I I
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8 I t-
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B C1
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Z Z
t--f-----t;--t--t i i i i i i i
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I
4U. e~
FOR CONTINVOVS O
t-
OPERATION T,
w
E
0, ,O ,O c3
m 56
1,
STANDARDALTITUDE TEMPERATURE TS F
cD
a 50 50
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
sr
ABSOLL~TE MANIFOLD PRESSURE. IN HG
I~W O
cD 1JZ
i M
8 r
r;n
I ORIGINAL
As Received By
ATP
C120U O~ C~
cn TO FIND ACTUAL K)RSEPOIIIIER FROM
SEA LEVEL ALTITUDE PERFORMANCE LYCOMING AIRCRAFT ENGINE
00
;ZI Q
ALTITUDE. R.PM.. MANIFOLD PRESSURE
PERFORMANCE tCtt ZERORAM fff PERFORMANCE DATA s~
1. LOCATE A ON FULL THROTTLE ALTITUDE
MAXIMUM POWER MIXTURE
o CURVE FOR GNEN R.PM. MANIFOLD
(P 6) PRESSURE. RATED POWER

i. LOCATE B ON SEA LEVEL CURVE FOR
R.PM. AND MANIFOLD PRESSURE AM)
177 HP 2700 RPM
ENGINE MODELS 10360-B1C SERIES
r;n O
TRANSFER TO C. COMPRESSION RATIO 8.5:1
’D 9. CONNECTAAND C BY STRAIGHT LINE ABS. DRY MANIFOLD FUEL INJECTION CONT FLOW O
P AND READ HORSEWWERATOMN PRESSURE IN. HG FUEL INJECTOR BENDU( TYPE RSASAD1
r" ALTITUDE D.
MODIFY HORSEPOWERAT D FOR
FUEL GRADE.MINIMUM 9168
TJO VARIATION OF AIR INLET TEMPERATURE
b< T FROM STANDARD ALT(TVDE THROTnE R.P.M. NO EXTERNAL MIXTURE HEATER USED
M O
TEMPERATURE TS BY FORMULA.
r
HP AT D X 7~. ACTUAL HP 56
APPROXIMATELY 1X FOR wl CORRECT FOR DIFFERENCE BET\IMEN STD.
EACH ~m. VARIATION FROMTS ALT TEMP. T. AND ACTUAL INLET AIR TEMP.
w
H-+f+t ENI;’NE
´•----´•-´•´•´•´•´•S
g
IN ACCORDANCE WITH NOTE 4 O
a
m
P
E
p p
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i i i ill i i I I I I I I
I I I I I I I 1 I I I 1 7, r
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C36´• g
g
a
Cd I
a
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O
Cd
a
LIMITING MAN. PRESS.

FOR CONTINUOUS
OPERATION
O
0, 0 .,.,,,,,,,O
STANDARD ALTITUDE TEMPERATURE TS F
-50 50
18 19 20 21 22 23 24 25 26 27 28 29 -J 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 19 20 21 22 23 24
r;n
m
ABSOLLm MANIFOLD PRESSURE. IH. HG.
O~ PRESSURE ALTITUDE IN MOUSANDS OF FEET CI C~
cc
w 00
w ZZ
\o r;nw
~s 8eceived 6$y
w
b BTP mm
o
TO FIND ACTUAL HORSEPOWER FRO MALTITUDE, R.P.M., MANIFOLD PRESSURE AND AIR INLET TEMPERATURE.
i. LOCATE A ON FULL THROTTLE ALTITUDE CURVE FOR GIVEN R.PM. MANIFOLD PRESS.
2. LOCATE B ON SEA LEVEL CURVE FO R R.PM. MANIFOLD PRESSURE g TRANSFER TO C. I I
CURVE NO. 13516A
LYCOMING
gc3
cc
3. CONNECT A C BY STRAIGHT LINE AND -READ~HORSEPOWER AT GIVEN ALTITUDE D. II lill AIRCRAFT ENGINE W
4. MODIFY HORSEPOWERATD FORVARIATION OFAIR INLETTEMPERATURE TS FROM 11 III PERFORMANCEDATA G~
BY FORMULA:
TS w
Z
MAXIMUM POWER
MIXTURE
ACTUAL H.P.
460 T APROXIMATELY 1% CORRECTION FOR EACH 10" F.VARIATION FROM TS ENGINE: IO-360-L2A
SEA LEVEL n RATED POWER FUEL GRADE:

C~l ALTITUDE PERFORMANCE ABS. DRY MANIFOLD
180 MINIMUM 91/96
cfFj’ II PERFORMANCE 160 HP -2400 R.P.M. PRESSURE-IN. HG O
(Ij CORRECT FOR DIFFERENCE

w
~1 ,r c
I I I II BETWEEN STD.ALT.TEMP.TS
ul Ir AND ACTUAL INLET AIR TEMP.
1/3 1 I I I I I I YI\_1
13 FULL T~HROTTLE R.P.M. Ci IN ACCORDANCE WITH NOTE 4
55 z 26
r 140
24´•
c~e
O 00 a:
H
Q: w
Q-
o
120
5j C
I I ,I n /I/v I R1
~100 1
w
B O
801 11 1 I I I INI I--r~l I ~lu 171
G, O
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I ~zl
60
m
~n
O
-150 ~t-- TS -L I- I I I I -150 I I I I I I I I I I I 1+5:0 ~3
01 1 I -1 I I
STANDARD ALTITUDE TEMPERATURE T

I I 1 10
-"F
F~ ~d
-88
18 ZO 22 24 26 28 1 2 3 4 S 6 7 8 g 10111213141516 1718192021222324
~Z
SEA
ABSOLUTE MANIFOLD PRESSURE. IN. HG. PRESSURE ALTITUDE IN THOUSANDS OF FEET
O~
LEVEL
me
Or’
u
cdCT~ o\C1
a.
~3:
O SEALEVEL PERFORMANCE ALTITUDE PERFORMANCE CURVE NO.13549 Z
13 o" t~Z
S´• LYCOMING ENGINE o
TO FIND ACTUPIL HORSEPOWER FROM ALTITVDE, R.PM., M~NIFOLD PRESSURE AND AIR INLET TEMPE~TURE.
h)
w T;t i. LOCATE A ON FULL THROTTLE ALTITUDE CURVE FOR GIVEN R.PM. MANIFOLD PRESS. PERFORMANCE DATA rn O
0\ 0 vl
0 LOCATE B ON SEA LEVEL CURVE FOR R.PM. 8 MANIFOLD 71
o 1 t PRESSURE 8 TRANSFER TO C. MAXIMUM POWER MIXTURE O m
\o
p CONNECT A 8 C BY STRAIGHT LINE AND READ V)
cD HORSEPOWER AT GIVEN ALT(TUDE D. w ABS. DRY MAN IFOLD UNLESS OTHERWISE NOTED
=t MODIFY HORSEPOWER
rr p~
~;1ODEL, el ´•´•´•3
RATED POWER a
ENGINE IO-360-M1A
E. AT D FOR VARIATION OF
3 AIRINLET TEMPERATURE
180 2700 RPPM. FULL THROTTLE R.P.M. COMPRESSION RATIO 8.5:1 m O
180
o~ T
ALTITUDE
FROM STANDARD
FUEL INJECTOR: PAC ~SA-5AD1
C"
rr
a
09 TEMPERATURE T
s
o ~o FUEL GRADE, MINIMUM: 91/96 ~E
Z
(P
BYFORMULA
Q ENGINE SPEED: 2700 RPM O
o~ w .~TS 160
m Z
HP. AT D XV 460+ T-
3 h,
a 4 NO EXTERNAL MIXTURE r e
ACTUAL H.P I
CD O\
w HEATER USED.
V) APPROXIMATELY 1% r
0 CD CORRECTIONFOR EACH 140
a CORRECT FOR DIFFERENCE
10".F.VARIATION
r d
20 BETWEEN STD.ALT. TEMPTS
AND ACTUAL INLET AIR TEMP.
ENGINE j
v
0\
OP~
n,
R.P.M. 120 i~ IN ACCORDANCE WITH NOTE 4
O
w
~3
a
O\
F 16!
=f.
m
a
(D
ccI I 1/1 I YI In Inl Ixl 1 I I 1 I r ~lr r 1 I I a

;t: 80
2‘ w 7
c! v,
1 or
3 O
I
0 3 i i i i i i i i i i i L I I I I I I I I I I I_U 60 O
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CD
Y
b
I
Ir~lll I III I ~rll Ililil I I I I Im

B
c3
w
+50 Z
a
3 o
vl Z
rn
-50 so c3
18 19 20
ABSOLUTE MANIFOLD PRESS
21 22 23 24 25 26 27 28
IN. HG
29
9~
m~
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 1819 20 21 22 23 24
a PRESSURE ALTITUDE IN THOUSANDS. OF FEET C I~

5
~t]
w o o
P Zz
cnw
W
O’;"
iO
C1Z
ct
TO FIND ACTUAL HORSEPOWER FROM SEALEVEL PERFORMANCE

i_L~I1:_-II- I ::l:_i:::’::i
CURVE NO. 12945 Z w
RATED POWER
ALTITUDE, R.P.M.MANIFOLD PRESSURE AND LIMITING MAN. PRESSI LYCOMING HELICOPTER ENGINE
G1
AIR INLET TEMPERATURE.
i-----; -i--i -1
PERFORMANCE DATA
1. LOCATE A ON FULL THROTTLE ALTITUDE I~I_ILi ALTITUDE PERFORMANCE
CURVE FOR GIVEN R.PM. MANIFOLD PRESS. ZEROW\M MAXIMUM POWER MIXTURE ~n
2LD~AIEBONSD\LEVELCURYEHYIRPM RATED HP 180 UNLESS OTHERWISE NOTED C3
BMANIFOLDPRESSURE BTRANSFERTOC. 2900 RPM-.50 BSFC
ENGINE MODEL HIO-360- A SERIES
Bj
3. CONNECT A 8 C BY STRAIGHT LINE AND v, C
READ HORSEPOWER AT GIVEN ALTITUDE D. LU ABS. DRY MANIFOLD COMPRESSION RATIO 8.70:1
LIMITING a: C)
4. MODIFY HORSEPOWER AT D FOR PRESSURE IN HG
a FUELINJECTOR- C1
OF AIR INLET TEMPERATURE T FROM POWER
Crl BENDIX RSA-5AD1
STANDARDALTITUDETEMPERATURET
09 S
FUELGRADE, MINIMUM 1001130 O
8Y FORMULA
o
NO EXTERNAL MIXTURE
(D i-´•
._:. I i FULLTHRO‘TTLER.P.M, HEATER USED
W HPATDXV460tT :ACTUALH.P.
180
a CORRECT FOR DIFFERENCE BETWEEN STD. ALT
i-i-i
00 APPROXIMATELY 1X 5
TEMP.TS AND ACTUAL INLETAIR TEMP. IN
CORRECTION FOR EACH i_ _~_ -I
m i= ACCORDANCE WITH NOTE 4
1~´• F.VARIATION
CD 170
99 FROM T
~d r _.1_-, o
o S
c~ I 160
0\ -i-
p,
o =t -f~-,
´•i
[L 150
c~
p B i--t-Li~------:
(P B
o
3. a
CP
vn P. ENGINE 140
(D R.PM. if" v,
i-´• u
o
BI r
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0" 130 O cC
3 1-
o\O
i----i----i---: --~-i-t-h---t-i- O~
120 w
__:_-_.1__ W
n,
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ZZ
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O
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+50 1~
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O
0 c~
a 9,-50
STANDARD ALTITUDE TEMPERATURE TS F "C3
-soI O
16 17 18 19 20 21 22 23 24 25 26 27 ~Uj 1 1 3 4 i 8 7 8 9 10 11 11 13 14 15 18 1718 19 19 21 92 2j 24 C356
m
II ABSOLUTE MANIFOLD PRESSURE, IN. HG PRESSURE ALTITUDE IN THOUSANDS OF FEET a ~n
zc
~nr
Or
00
CURVE N0.12941A
TO FIND ACTUAL HORSEPOWER FROM ALTITUDE, R.PM., MANIFOL) SEA LEVEL ALTITUDE PERFORMANCE
PRESSURE AND AIR INLET TEMPERATURE. #1 PERFORMANCE LYCOMING HELICOPTER ENGINE n
1. LOCATE A ON NLL THROTTLE ALTITUDE CURVE FOR GIMN R.P.M. MANIFOLD PERFORMANCE DATA
PRESS. 1%10
LOCATE B ON SEALML CURVE FOR R.P.M. I MANIFOLD PRESSURE (L Cd
TRANSFER TO C. MAXIMUM POWER MIXTURE UNLESS O
CONNECTA 8 C BY STRAIGHT LINE AND READ HORSEPOWER AT GNEN OTHERWISE NOTED
ALTITUDE D. /FRfffFRfl v, -i ENGINE MODELHD~B(FB SERIES
MODIFY HORSEPOWERAT D FOR VARIATION OFAIR INLET ~j I I
COMPRESSIONRATIO 8.5:1
TEMPERATURE T FROM A75FRFRTRFR a: Ass. DRYMANIFOLD
STANDARDALTITUDETEMPERATURE T
a
PRESSURE IN HG
FUELINJECTOR- BENDIXRSA-5AB1
M O
S
r BYFORMULA
FUEL MINIMUM GRADE 91/96 ~j 36
op HP AT D XV460+T-
APPROXIMATELY 1%
ACTUAL H.P. NORMAL RATED WWER
AT.50
D
Z
NO EXTERNAL MIXTURE
HEATER USED S~
O
W CORRECTION FOR EACH -1
M
t~3 1(P F.VARIATION a
FULL THROTTLE R.P.M. P
\O g I~
F~ -1
Lu o
o 1
CORRECT FOR DIFFERENCE BEMIEEN STD. ALT
s c. ENGINE ANDACTUALINLETAIRTEMP. IN
TEMPTS
R.PM. ACCORDANCE WITH NOTE 4
-1
c
I~
0
CD a F
=1.
w-1
vi m
Cd
CD 30
120
NLLTHR(TT~LE
O
CD d
110
0 Z
C1
V)f~ STANDARDALTITUDE TEMPERATURE TS F, h ul I 1 I
18 is 20 21 22 23 24 25 26 27 28 29 _1
1 2 5 4 5 6 ´•7 11 6 10 11 12 15 14 15 16 17 15 15 26 21 22 2524 51
m
ABSOLUTE MANIFOLD PRESSURE,.IN. HG. PRESSURE ALTITUDE IN THOUSANDS OF FEET
M
C)CI
ORIGINAL t]
w
b As Received By
w ~nw
ATP
W
m
~I
TO FIND ACTUAL HORSEPOWER FROM

ALTITUDE. R.P.M.. MANIFOLD PRESSURE
SEA LEVEL
ZERO RAM
LYCOMING HELICOPTER ENGINE
PERFORMANCE DATA
cl2a73-n
6S =I
PERFORMANCE
~w
i. LOCATEAON FULLMROTTLEALTITUDE MAXIMUM POWER MU(TURE C1
CURVE FOR GIVEN R.P.Y. MANIFOLD UNLESS OTHERWISE NOTED
I I 1 1 1 I I I I- 1 I I r Ct
PRESSURE.
2 LOCATE B ON SEA LEVEL CURVE FOR TED HP-2900
Z
ENGINE MODELS H1O360C SERIES
PRESSURE AND
.50 BSFC
rn
CONNECTAAND C BY STRAIGHT LINE FUEL INJECTOR BENDIX TYPE RSASAD1
AND READ HORSEPOWER AT CIMN ABS. DRY MANIFOLD 100H30
FUEL GRADE,MINIMUM
ALTITUDE D. PRESSURE IN. HG
MODIFY HORSEPOWERAT D FOR
NOEXTERNAL.M’"R.E HEATERUSED 1
VARIATION OF AIR INLET TEMPERATURE C)
T FROM STANDARD ALTITUDE
TEMPERATURE TQ BY FORMULA.
r
O
1’ 480+T
APPROXIMATELY I~ CORRECTION FOR

EACH 1~F. VARIATION FROMTL
I111
W
w CORRECT FOR DIFFERENCE BETWEEN STD.
W
ALT TEMP. T, AND ACTUAL INLETAIR TEMP.
P ~ttttt iNdlN~ dpd
V) IN ACCORDANCE WITH NOTE 4
C13 24
a a
P a
o
z
O’D
c
aD I I I I I I 1 11-fill Ilnl 1 I
61
W
O0\
h o
r~
o
=r. k
is
(P
rn
CD
Cd a
a
wl O
o W
ZP
14
cD
o
1
r;ncd
O
f ---Lt-t, II I I I I I 1.. C~
C~cl
0’
O 1 111110
F~5d
r3 ~n
-50 -50
I
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
g
cn O
ABSOLUTE MANIFOLD PRESSURE. IN. HG. PRESSURE ALTITUDE IN THOUSANDS OF FEET 1~3
ORIGINAL
As Received &y
ATP
0-19070 shoot 1 of 5 W
SEA LEVEL I I I ALTITUDE PERFORMANCE~--C--F LYCOMING AIRCRAFT ENGINE
00
TO FIND ACTUAL HORSEPOWER FROM PERFORMANCE ZERO RAM PERFORMANCE DATA
ALTITUDE. RPM. MANIFOLD PRESSURE
ANDAIRINLETTEMPERATURE TIO-360A SERIES
ENGINE MODEL
COMPRESSION RATIO 7.3:1 Z
i. LOCATE AON ALTITUDE CURVE FOR
GIVEN MANIFOLD PRESSURE AND
FUEL INJECTOR BENDDX TYPE RSASADI O
ALTITUDE AT R.PM. SHOWN.
AIRESEARCH T04
2. MODIFY HORSEPOWER AT A FOR
ABS. DRY MANIFOLD
GRADE, MINIMUM 100/130 rn O
PRESSURE IN. HG
VARIATION OF AIR INLET TEMPERATURE MIXTURE STRENGTH .60 LBIBHP~R ~Q
TO THE TURBOCHARGER Ta FROM ALTITUDE POWER TOLERANCE ~-29( O
STANDARD ALTITUDE TEMPERATURE Ts
BY FORMULA:
nP AT A X ACTUAL HP
2575 a
CORRECT FOR DIFFERENCE BETWEEN STD. MO
APPROXIMP~LY 1% MRRECTION FOR
EAW l(rF VARIATION FROM TS
ALT TEMP. T,ANDACTUAL INLETAIR TEMP. a 56
r TO TURBOCHARGER. (SEE NOTE 2)
=1"
O
W
O\P,
1
w
(;13
(D I 1 I I I 1
NORMAL RATED POWER
200 HP. 34.0" HG M.A.P
I I rlrrllll I III I I I I I f
z
n
4
o
It 32
o
a
M
I
"F
B WGINERPM w
m$
(5
=r,
(5
rn k
g o
(5 (z
w
v,
o
ul
~1
m I I It’
O
Cd
ct
0’ 0
50 Tn
BCIC~
16 18 20 22 24 26 28 30 32 34 36 38 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
U)gLU51 m
clC3
w QRIGINAL o O
p z z
d~ Weeeived By Fllw
ATP
W
P
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cl
C-13078 Sheet 2 of 5
SEALEVEL ALTITUDE PERFORMANCE O

LYCOMING AIRCRAFT ENGINE
PERFORMANCE ZERO RAM 2!
TO FIND ACTUAL HORSEPOWER FROM PERFORMANCE DATA
ALTITUDE, R.PM., MANIFOLD PRESSURE W
ENGINE MODEL TIG-360-A SERIES
C1
i. LOCATE A ON ALTITUDE CURVE FOR
GIVEN MANIFOLD PRESSURE AND FUEL INJECTOR BENDIX TYPE RSA-5AD1

TURBOCHARGER AIRESEARCH T04 rn
ALTITUDE AT R.PM. SHOWN. I I I I I I I I i I I II
2. MODIFY HORSEPOWER ATA FOR I I 1 I I I I I I I I n FUEL GRADE. MINIMUM 100/130

VARIATION OFAIRINLETTEMPERANRE MIXTURE STRENGTH .60 LB/BHP/HR
TO THE TURBOCHARGER T~ FROM II II 1 1 111 1 I I I I 1 1 1 I 1 I Ir ALTITUDE POWER TOLERANCE */-2%
STANDARD ALTITUDE TEMPERATURE Ts CI
BY FORMULA:
e!
OQ~ hp*r*X CCC~CCCCI ’’’’’’’’CORRECTFOR OIFFERENCEBETWEEN sm.
ALT. TEMP. T, AND ACTUAL INLETAIR TEMP.
TOTURBOCHARGER. (SEE NOTE 2) ~I
APPROXIMATELY 1% CORRECTION FOR ABS. DRY MANIFOLD
W t EACH 10F. VARIATION FROM TS PRESSURE-IN.HG
W a
2500
cn
O vo
Wa I I I I I I I I I 1 I I 1 Irrll I I 1 I Illla
Q\ P, I I I 1 I Ilrl I I I I I I I I III I I I I I I la
Or o
~s i
I I I I 1 1llrl 1 I I I I I I IYlrl III I
1~1
B ENGINE RPM
F
8 d
r6. k
h,
o~d g
ra
ul~t, w
O
v 9 24
s Y
6’
22
5!
(D
r;ncd
O
g
o o o
EO
STANDARD ALTITUDE TEMPERATURE TS F M
16 18 20 22 24 26 28 30 32 34 36 38 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
B
~w
Ilj>
cow
-I
O
M
F,m
As FPeceived B~
ATP
Or
C-13079Shee13o(5 643
0\
SEALEVEL ~ALTITUDE PERFORMANCE O O
PERFORMANCE ZERO RAM
ALTITUDE. R.P.M.. MANIFOLD PRESSURE
ENGINE MODEL TIO-36~A SERIES Z
1. LOCATE AON ALTITUDE CURVE FOR
COMPRESSION RATIO 7.3:1 C1
FUEL INJECTOR BENDIX TYPE RSA5AD1
GIVEN MANIFOLD PRESSURE AND
~LnruoEnrR.w.sHovw NRBOCHAROER
FUEL GRADE. MINIMUM
AIRESEARCHT04
100/130
y)~
2. MODIFY HORSEPOWER AT A FOR O
e
VARIATION OFAIR INLET TEMPERATURE MAXIMUM POWER MIXTURE
TO THE TURBOCHARGER Tn FROM I I I I I 1 1 I 1 I rALTITUDE POWER TOLERANCE +/-2%
BY FORMULA:
cl
1460 Ts CORRECT FOR DIFFERENCE BETWEEN STD.
m O
nP AT A X ACTUAL HP
a
_
V460+TI-
ALT TEMP. T, AND ACTUAL INLET AIR TEMP.
r
ToTuRBoCHARGER.(sEENoTE2) cn
AP~ROXIMATELY 1% CORRECTION FOR ABS. DRY MANIFOLD
~#.A(E?5URL-NHG
k~ I I 1_1 I I I I I I I I I I I 1
ll1r111l11l~ am
re
w
O r
o
wcD z
g\lu
O
C;, i i i 1 1111 1 I 1 I I 1 IIlll I I I

I~
(D d
=1.
g
w
F g
"B
u, 24
6’
Z
O
0 0 0
IB 18 ~O 22 24 26 28 ~U) ~2 36 38 5 24-50
g~
1 2 3 4 6 7 8 9 10 11 12 13 14 15 18 17 18 19 20 21 22 23
M
ABSOLUTE MANIFOLD PRESSURE. IN. HG. PRESSURE ALTITUDE IN THOUSANDS OF FEET CI

c3
WP ORIGINAL’ O1!
As aeceived By
AVP
W
O’;n
P
oo
ce~M
C-13079 Sheet 4 015 CI
SEA LEVEL ALTITUDE PERFORMANCE O

TO FIND ACTUAL HORSEPOWER FROM
PERFORMANCE ZERO RAM Z
PERFORMANCE DATA
ALTITUDE. R.P.M.. MANIFOLD PRESSURE ZW
ENGINE MODEL TIO-360A SERIES
O
i. LOCATE AON ALTITUDE CURVE FOR t--tt-ttttf-~ COMPRESSION RATIO 7.3:1
GIVEN MANIFOLD PRESSUREAND I I I I 1 I 1 I I:FUELINJECTOR BENDIX TYPE RSA-5AD1
B
ALTITUDE AT R.PM. SHOVI~. II II 1 1 171 1 I I I I I II ITURBOCHARGER AIRESEARCH T04
2. MODIFY HORSEPOWER AT AFOR LLII_III I I I L_11 I I I I I i I I .IFUELGRADE,MINIMUM 100H30
VARIATION OFAIR INLETTEMPERATURE I I
t+-tttftt-I MAXIMUM POWER MIXTURE
TO THE TURBOCHARGER TA FROM 11 117 1 I I I I I 1 I I I I 1 I I I I ALTITUDE POWER TOLERANCE +/-20m
BY FORMULA:
0~ HP AT A X
V460*TI-
CORRECT FOR DIFFERENCE BENVEEN STD. O
ALT. TEMP. T, AND ACTUAL INLETAIR TEMP.
E Z
TOTURBOCHARGER. (SEE NOTE 2) rn
66 APPROXIMATELY 19b CORRECTION FOR
W i
w
P ABS. DRY MANIFOLD

PRESSURE IN.HG
O
w
wCD cr
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ABSOLUTE MANIFOLD PRESSURE. IN. HG. PRESSURE ALTITUDE IN THOUSANDS OF FEET

M
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ORIGINAL
As Received
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Or
clsor~sheetsors W
SEA LEVEL 3 1 I ALTITUDE PERFORMANCE

PERFORMANCE ZERO RAM
ALTITUDE, R.PM.. MANIFOLD PRESSURE
ANDAIRINLETrrMPERATURE.
ENGINE MODEL TIO-380~A SERIES
1. LOCATE A ON ALTITUDE CURVE FOR
FUEL INJECTOR BENDIX TYPE RSA5AD1
GNEN MANIFOLD PRESSURE AND m
ALTITUDE AT R.P.M. SHOVIM. TURBOCHAROER AIRESEARCH T04
rn
2. MODIFY HORSEPOWERATA FOR FUEL GRADE, MINIMUM 100/130
VARIATION OFAIR INLET TEMPERATURE MAXIMUM POWER MIXTURE
O
g
TCmE TURBOCHARGER T* FROM I 1 I 171 1 I I I I 1 1 1 Ir ALTITUDE POWER TOLERANCE +1-2%
BY FORMULA:
HP AT A X ACTUAL HP CORRECT FOR DIFFERENCE BETWEEN STD. M O

ALT TEMP Ts ANO *CIUAL INLETAR TEMP CJ
,1 TO~TURBOCHARGER. (SEE NOrr 2)
gq t 1% CORRECTION FOR
9
w
lu
W
(n
ABS. DRY MANIFOLO
PRESSURE-IN.HG
8
r
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CR
Wa z
O\P)
Ota
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a P
=1.
a
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k
3´• ENGINE RPM
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-1 a S
O
o, O -L ,,,,,,,.o
50 so
16 18 20 22 24 26 28 30
ABSOLUTE MANIFOLD PRESSURE, IN. HG.

32 34 36 38
g
4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
B
c~cl
w
ORIGINAL O
p Z
\o vlw
As Received By
ATP

LYCOMING HIO-360-SERIES
MANUAL MIXTURE CONTROL TO FLOMETER
GAGE
10
90
r 80
S
i~ t 70
60
50
40
60 0 0 90 00
PERCENT RATED POWER

HIO-360-E, -F Series
3-50
ORIGIPIAL
As Received By w ~F
ATP
CURVE
N0.13308o\ g a
TO FINDACTUAL HORSEWWER FROM ALTITUDE, R.PM., MANIFOLD SEA LNEL
PRESSURE AND AIR INLET TEMPERATURE. PERFORMANCE ZERO RAM LYCOMING HELICOPTER ENGINE m a
1. LOCATE AON PILL THROTTLE ALTITUDE CURVE FOR GMN RPM. MANIFOLD PERFORMANCE DATA
PRESS. am
2. LOCATE B ON SEA LEVEL CURVE FOR RP.M. 8 MANIFOLD PRESSURE d a
TRANSFER TO C.
3.CONNECTA(L C BY STR91GHT LINE AhlD READ HORSEPOWERAT GIVEN
ALTITUDE D. cn
MAXIMUM POWER MIXTURE UNLESS
OTHERWISE NOTED
ENGINE MODEL H1(1360-E1AD
j= E
4. MODIM HORSEPOWERAT D FOR VARIATION OF AIR INLET w COMPRESSION RATIO 8.00:1 a
TEMPERATURE T FROM STANDARDALTITUDE TEMPERATURE T a ABS. DRY MANIFOLD
r FUEL INJECTOR BENDIXRSA-SAB1
BY FORMULA PRESSURE IN HG
FUEL MINIMUM GRAOE 1001130
09
HP. AT D ]Y~
460+ ACTUAL H.P.
D
a
NORMALRATED
W APPROXIMATELY1% CORRECTIONFOR HPZBOO RPM
tl~
EACH10’ F.VARIATION FROM MZ
TS r d
m
FULL THROTTLE R.PM.
-200
o
O c
(rc, 1
CORRECT FOR DIFFERENCE BETWEEN STD. ALT
O
TEMP.TS AND ACTUAL INLETAIR TEMP. IN
t~j ACCORDANCE WITH NOTE 4
-1
w
r.
O
~O F
ENGINE
om
I
R.P.M.
1
a
(O ~-1 00
Y
FUUTHRO~LE
HORSEPOIMR d
m
ZERO RAM
80
STUID*ROUTITUOE
5" -50
~oZ
lb II, 11 2: 25 2$ 25 26 27 28 29 4
j~ul
2 i i T 8 B 10 11 12 1) 14 11 16 11 18 18 20 21 22 2224

c
ct
t~ce
k,
clh WO
Z
W
O~n
(Ih Cb
h,
r
TO FIND ACTUAL HORSEPOWER FROM ALTITUDE, RP.M.. MANIFOLD SEA LEEL
PERFORMANCE
TITUDE PERFORMANCE CURVENO. 13309-A
IZ
Z,
c(
PRESSURE ANDAIR INLET TEMPERATURE ZERQRA~

1. LOCATE A’ ON ALTITUDE CURVE FOR GIVEN MANIFOLD
O
PRESSANDALTrmDEATRP.M.. SHOWN. LYCOMING HELICOPTER ENGINE
w uj ABS. DRY MANIFOLD PERFORMANCE DATA
2 MO01N HORSEWWERAT "A’ FOR VARIATION OF INLETAIR~FFFFFFFfffffrffA PRESSURE IN HG
Co TEMPERATURE TOTHE~URBOCHARGERTA FROM a: ENGINE MODEL HIO-360-EiAD
a
STANDARDALTITUDETEMPERATURE TS 2900RPM~t--tl
Tn COMPRESSION RAT108.00:1
BYMRMULA:-
CD FUELINJECTOR-
CI
ra HP AT D
4M)+Te
460~T ACTUAL H.P.
a
z
BENDIX RSA-SABI
cl
4
(AP~ROXIMATELY1%
CORRECTION FOR EACH a
ENSTROM KIT SK-28-121000
MIXTURE STRENGTH .69LB~WHR S
~1
a
l(rF.vARIATloN
FROMH) P CORRECT FOR DIFFERENCE BETWEEN STD. ALT
TEMP. TS AND ACTUAL INLETAIR TEMP. TO
205 HP
aK
36.51N.HG
i~IjCd
O
a
36.5
O z
P- 200
01
lr ~jb7
(1
5´•
~1
1 O
ct
Wh
Y O\v
md--1
51
O
120 O
r;/lcd
m
O i
C,~
STANDARDALTITUDE TEMPERATURE T r F
h,
-50 O
26 27 28 29 30 31 32 33 34 35 36 37 c3
c. 1 2 3 4 1 6 7 8 8 10 1I 12 13 14 11 18 11 18 18 20 tl 22 23 24 56
e
o ABSOLUTE MANIFOLD PRESSURE, IN. HG. ~4
v, PRESSURE IN THOUSANDS OF FEET ~U,
BRIGINAL
As Received
O
m
E:
g
By
ATP
6) FUEL FLOW VS. PERCENT RATED POWER

LYCOMING 0-360, 180 HP SERIES
SPARKADVANCE 25" ETC
CU RVE NO.1 3357
16
o~ 14
I
a
(3
12
´•j ~9i
o, to
u.
I ~SI)
UI
8
LL
50 60 70 80 90 100
PERCENT RATED POWER

0-360-A, -C, -F, -G Series; HO-360-C1A
3-53
Curve No. 13514
FUEL FLOVV VS. PERCEG\IT RATED POWER

LYCOMING 0-360-J 145 HP
SPARK ADVANCE 25" ETC
LL ~L
50 60 70 SO 90 100
PERCENT RATED POWER
Figure3-40. Fuel Flow vs Percent Rated Power

0-360-J2A
3-54
TO FIND ACTUAL HORSEPOWER FROM SEA LEVEL CURVE NO. 13513
PERFORMANCE
TITUDE. R.PM., MANIFOLD PRESSURE
at
TEXTRON LYCOMING
AIR INLET TEMPERATURE.
AIRCRAFT ENGINE
LOCATE AON FULL THROTTLE ALTITUDE I I I I I I 1 I I I I I I I I I 1 III PERFORMANCEDATA
CURVE FORGIVEN R.PM. MANIFOLD PRESS. I I I I I ui
LOCATE B ON SEALEVELCURVE FOR R.PM. I I 1 1~ I I I I I I I 1 I I I 1 I I 1 MAXIMUM POIIKR MIXTURE
n
8 MANIFOLD PRESSURE TRANSFER TO C. a
CONNECT A 8 C BY STRAIGHT LINE AND UNLESS OTHERWISE NOTED
READ HORSEPOWER AT GIVEN ALTITUDE D. T;n m

ABS. DRY MANIFOLD ENGINE MODEL 0-380, 145 HP
MODIFY HORSEPOWER AT D FOR VARIATION
OFAIR INLETTEMPERATURE T FROM t~tl-le PRESSURE-INHG C1
STANDARD ALTITUDE TEMPRATURE T
S FULL THROTTLE
BY FORMULA
mO
a‘
HP AT D XV 460 +T= ACTUAL H.P
5~ CORRECT FOR DIFFERENCE BETWEEN STD.
AND ACTUAL INLET AIR TEMP. IN
ALT TEMP. T
APROXIMATELY 1% CORRECTION FOR 1 ACCORDANCE WITH NOTE 4
EACH 10 F.VARIATION FROM
w TS
b o
U
r
09
b@ R.PM.
o"Ba 5
"g
oX’
O
+59
STANDARDALTITUD~ TEMPERATURE T F II I I I I I ii I It~l ~hu C1

do
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24
41
18 19 20 21 22 23 24 25 26
ABSOULUTE MANIFOLD PRESSURE, IN. HG
27
g= PRESSURE ALTITUDE IN THOUSANDS OF FEET
M
CICI
c3
ORIGI NAL
w~I 8
ul As Received By Tn w
ATP
w ORIGINAL O
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As Received By
ATP L c3
cl
o
zw
CURVE NO.13358
O TO FIND ACTUAL HORSEPOWER FROM SEALEVEL ZERO RAM
I]c, ALTITUDE.R.P.M., MANIFOLD PRESSURE PERFOF~MANCE ALTITUDE PERFORMANCE
AND AIR INLET TEMPERATURE. LYCOMING AIRCRAFT ENGINE
O i. LOCATE A ON FULL THROTTLE ALTITUDE RATED POWER
PERFORMANCE DATA
CURVE FOR GIVEN R.PM. MANIFOLD PRESS. 2700 RPM
ABS. DRY MANIFOLD
2. LOCATE B ON SEA LEVEL CURVE FOR R.P.M. MAXIMUM POWER MIXTURE CI
PRESSURE- IN HG
8 MANIFOLD PRESSURE 8 TRANSFER TO C. UNLESS OTHERWISE NOTED cl
3 CONNECTA L C BI STRAIGHT LINE~WD- Y
r´• READ HORSEPOWER AT GIVEN ALTITUDE D. ENGINE MODELO-360. 180 HP O
E~Oq 4. MODIFY HORSEPOWER AT D FOR VARIATION FULL THROTTLE R.PM. COMPRESSION RATIO 8.50:1 Z
OFAIR INLETTEMPERATURE T FROM
rtl
,O\ STANDARD ALTITUDE TEMPERATURE T
S
vj
W BY FORMULA
g
c-´•
h, ’S CORRECT FOR DIFFERENCE BETWEEN
Cd HP AT D X 460 T ACTUAL H.P o STD. ALT TEMP. TS AND ACTUAL INLETAIR
TEMP. IN ACCORDANCE WITH NOTE 4
APPROXIMATELY 1% CORRECTION FOR 180
C-] h) r EACH 10" F.VARIATION FROM TS
-sg
r
ENGINE
j-j R.PM.
hPrv,140
r
120
a o
Wh
dC O\v
loo
Q
O\CD
P
O tlP
.0\
;9 r;nM
o
h
B m
60
+50
T
+50
’50 j= O
o "’O 56
rn
is is 20 21
ABSOLUTE MANIFOLD
22 23 24 25
PRESSURE.
26 27
IN. HG.
28 29
~d -50

6~
m
r
Or
C-13359 uo\
LYCOMING O O
TO F~ND ACTUU HORSEWWER FROY SEA LEVEL ALTITUDE PERFORMANCE
ALTITUDE RP~.. MANIFOLD PRESSURE HELCOPTER ENGINE
AID AIR INLET TEMPERATURE. PERFORMANCE ZERO RAM
PERFORMANCE DATA
CURVE FOR GIVEN R.PU. UANIF)LD
PREBWRE. MAXIMUM POWER MlxrURE c!
z LOCATE B ON SEA LEVEL cURVE FOR
-UNLESS OTHERWISE NOTED
RPY. AND YANIFOU) PRESSURE AND
ENGINE MODEL H1O380-FiAD
~n O
100/130m
TRANSERTOC.
5. CONNECTAAND C BY STRAIGHT LINE COMPRESSION RATIO 8.0:1 O
AND READ HOR8EPOHIER AT GIVEN ABS. DRY MANIFOLD
FUEL INJECTOR BENDU( RSASAB1
ALTITUDE D. PRESSURE IN. HG
uoom HOR8EPOWERAT D FOR FUEL GRADE. MINIMUM
VARIATION OFAIR INLET TEMPERATURE
Tg BY FORMULA
O
~P AT D X 7~ D ncTUAL ~P
FULL THROTTLE R.PM.
21 ~ppRoXIUAmvlrCoRREm4NFOR
I
w
O
EAO( i, VARLATION L~
CORRECT FOR DIFFERENCE BETWEEN STD. O
T, AND ACTUAL INLET AIR TEMP.
ALT. TEMP.
NORMAL RATED POWER w
a IN ACCORDANCE WITH NOTE 4 m
190HP3050RPM o
W i i i i i i i i i i i i i i i i i i i i i,
z
i~ Mr
ENGINE
a I I I I 1 I I 1 I I 1 I I 1 rll--
0 ’"’’’’’’rru/lnl 1/1 I I I~
o\
i
o
Crl
1~1
LU
a
m
Y
~t,
a S
o. o

r;n
so .so
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 2223 24
gW
-I
ABSOLUTE MANIFOLD PRESSURE, IN. HG. PRESSURE ALTITUDE IN THOUSANDS OF FEET C~
cc
w ORIGINAL o o
u, 2~z
As Received By vlw
ATP
W
cln
oo
ORIGINAL 6~
´•d
r
As Received
ATP
By
b c3
cl
o
1!
w
CURVE NO. 13360
o
LYCOMING
W SEA LEVEL PERFORMANCE HELICOPTER ENGINE Z
b PERFORMANCE DATA
P
TO FIND ACTUAL HORSEPOWER FROM I I I I I I I I I I I I I I /ENGINE MODELHIO-360-FiAD
ALTITUDE, R.P.M., MANIFOLD F)RESSURE
AND AIR INLET TEMPERATURE. ZERO RAM ALTITUDE PERFORMANCE COMPRESSION RATIO 8.00:1
FUEL INJECTOR
r BENDIX RSAdAB1
CD 1. LOCATE "A" ON ALTITUDE CURVE FOR GIVEN
cc
MANIFOLD PRESSURE AND ALTITUDE AT FUELGRADE, MIN. 1001130
R.P.M., SHOWN. ENSTROM KIT
O
3050
2. MODIP/ HORSEPOWER AT "A" FOR VARIATION SK-28-121000 MOD. 1!
B OF AIR INLET TEMPERATURE TO THE
´•TURBOCHARGER TA FROM STANDARD
MIXTURE STRENGTH:
~n
69 LBIBHPIHr.
D
ALTITUDE TEMPERATURE TS BY FORMULA:
ABS. DRY MANIFOLD
PRESSURE IN. HG
=ACTUAL H.P.
(HP.AT"A~ 460+TA
~BDITA CORRECT FOR DIFFERENCE BETWEEN
240 STD. ALT TEMP TS AND ACTUAL INLET AIR
TEMP. TO TURBOCHARGER. (SEE NOTE 2)
(APPROXIMATELY 1% CORRECTION FOR
O EACH iOOF VARIATION FROM TS)
v,
39.0
Ir
~,o"´•"
i
a
gi´•´• o
~f
G,
Pn
u, Q\
225HP.39.01N.HG. ~--CI I
160
a (IIIIIIIIIIIII Y
I I I I I I I I 1 1 I I Il
re
140 ~O
+50
0 56
IIIIIIIIIIIIII~=
w>
L~ICI
h,
r
c,w
OI STANbAkDkTITUbE TEMP;RA~VR; TSbF I
-50 O
-50
O0O 24 30 31 32 33 34 35 36 37 38 39 40 1 2 3 4 5 6 7 8 9 10 11 12 13 14 1516 17 1819 2021222324
ABSOLUTE MANIFOLD PRESSURE IN HO. PRESSURE ALTITUDE IN THOUSANDS OF
FEETg P
B
FUEL FLOW VERSUS PERCENT RATED POWER

LYCOMING TIO-360-C1A6D
Curve No.i3429-A
140
130´•
120
110
or LEAN LIM
I 100
90
80
3 70
60
50
40
30
20
100 120 140 160 180 200
BRAKE HORSEPOWER
Figure 3-45. Fuel Flow vs Brake Horsepower

TIO-360-C 1 A6D
3-59
ORIGINAL
As Received By
o\
O
ATP ´•d
TO FINDACTUAL HORSEPO’YIIER FROM

ALTITVDE. R.P.M..MANIFoLD PRESSVRE
SEA LEVEL
ZERO RAM
LYCOMING AIRCRAFT
g
AND AIR INLET TEMPERATVRE.
51 w
1. LOCATE’A’ON MmuDE CURM FOR
OIMN UANIFOLD PRESSVRE AND
ENGINE MODEL Tlo-Ss0-clAsD
ALTITuDE AT RPM. SHOWN. COMPRESSION RATIO: 7.30:1
2. MODIFY HORSEPOWER AT’A’FOR BENDIX RSA-SADI
_
FUEL INJECTOR
TO THE TURBOC~UROER a, FROM FUEL GRADE MINUMUM 1001100LL
~TERUTAREPMET
STANDARDALTITVDE
BY FORYULA:
ABS. DRY MANIFOLD
PRESSURE IN. HG MIX~URE STRENGTH .80 LBII)HP-HR
I I I II I I I I I I I I I I I I I I I I I I I I I I
HP AT A X ACTUAL HP
)--+t-tS~-+Htl C)
I 1 I I I I I I I i 1 111 1 I I I
*PPROXI~UTUI ~tL U)RREWION FMI
8
C´•´• EACH 18’5 VARIATION FROM B
ao I 1 rl I I I 1 7 1 I I I I 1 II 1 2575 R.P.M
wY 11~111 1111 I I I 1
~n
I I I I 1 I I I I I -1 I 1
W I I I I I III-I I I I 1 1 1 Irl 1~!

P
V) CORRECT FOR DIFFERENCE BETWEEN STD.
NORMAL RATED POWER w
O\ o: ALT TEMP. T, AND ACTUAL INLETAIR TEMP.
210 HP. 44" Ho MAP a
O C/3 o
TOTUReOCHnRGER.(SEENOTE2)
w~
44
oy a
h3
d
ENGINE RPM
B
Pt
r+
CD I I I L1 I I I I I I I I I I YI I I I I I I I I I
IW
B1
O
a
o Cd
rcD
w~t, orw
I
O
Y
WO
o\
d
Oo
CP
5!
O
rn’d
1201 1 I I I-~L1 1 1 ill ill 1 11171 1 I I 1 ~n
O
Ts
O
o o
56
50
22 24 26 28 30 32 34 38 38 40 42 44
9~ 1 2 3 4 5 8 7 8 9 10 11 12 13 14 15 16 1718 19 20 21 222324 tjf
V)W O
ABSOLUTE MANIFOLD PRESSURE, IN. HG. PRESSURE ALTITUDE IN THOUSANDS OF-FEET
M
r
rn
Or
C-13430SheelZa13
ZERO RAM O O
TO FD(D ACIIIAIHORSEPOINER FROM SEA LEVEL _CI- LYCOMINO AIRCRAFT
ALTrrvDE. RP.H.. MANIK)U) PRESGURE ALTITUDE PERFORMANCE
i. LOCATE ’A’ ON ALTITUDE CURM FOR

ONUJ ~ANIFOU) PRE~SVREAND
ENGINE MODEL TIO-380-CiABD

E
ALTrmwAT RPU. SHOWN. I I 1 I 1 I I I 1 I COMPRESSION RATIO: 7.30:1 O
i. rcoom HORSEPMIIIER AT’ATOR INJECTOR BENDIX RSA-SADI
FUEL
VARIATION OF AIR INLET TE~PERATURE
FUEL GRADE MINUMUM 1001100LL
O
ENGINE SPEED 2400 RPM O
MIXTURE STRENGTH .80 LBIBHP-HR
~e Ar Ax ACnuL Hp
osd
AP~ROXILWUY 1+ CORRECTION FOR
EACH VARIATION FROU n
r
C’
W
9 CORRECT FOR DIFFERENCE BETWEEN STD.

~J ALT. T~MP. T, AND ACTUAL INLET AIR TEMP. m
P TO TURBOCHARGER. (SEE NOTE 2) P
=i o
z
ABS. DRY MANIFOLD
OFI1 PRESSURE-IN. HG
w~
o~
~I
0~ d
ENGINE RPM 2400
tj
9’
tl
h)
ik
Cb
(D
w=t,
v d
m
O
Cd
(P
g
o o o
22 24 26 28 30 32 34 36 38 40 42 44
gU)
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 2324
B
ABSOLUTE MANIFOLD PRESSURE, IN. HG. PRESSURE ALTITUDE IN THOUSANDS OF FEET C~ CI
w 8RIGIMAL o
As #eceived By w
B~P
ORlelMAL
w
.ca~ aeceived By
APP
ro FIND ACTUAL HORBEWHIER FROM

ALTITUDE. RP.U.. ~UNIFOU) PRE8SURE
AND AIR INLET TEUPUUNRE.
LOCATE ’A’ ON ALTITUDE CURM FOR

OMN LUINIFOU) FREB8UREAND
ALTINDEAT RFU. (WOWN.
SEA LEVEL
PERFORMANCE
ZERO RAM
ENGINE MODEL
COMPRESSION RATIO:
LYCOMINO AIRCRAFT
PERFORMANCE DATA
n0-380-C1A8D
7.30:1
I t3
2. uoDm WOR8EPOWER AT ’A’FOR

VARIATION OF AIR INLET TE~E
FUEL INJECTOR BENDU( RSA-SAD~
TO THE TURBOCHAROER 71 FRW FUEL GRADE MINUMUM 1001100LL
RIBVFORUULA:
MIXTURE STRENGTH .80 LB/BHP-HR
)9 AT A X 7~´• ACTUAL NP
C1
c3
APPROXILUTELY 1’L U~CTK)N FOR
EACnlPF.VARIATK~U FROUI
O Tn

00 ALT TEMP.
a:
p
T, AND ACTUAL INLET AIR TEMP.
O Till TO TURBOCHARGER. (SEE NOTE 2)
W(P z
g~P,
Or P:
h~ FFR+FFFFFFFFffFFFFFFFFFFRe
o ABS. DRY MANIFOLD

PRESSURE-IN.HG
g
a o 2200
wcD
oCd v,
r(D P
"o~, ENGINE RPM
i’UUI I I I I I I I 1 1 1 I I I I I I I I I I I I I 1 I
OCC
C)
Y
34WO
Q\
80
r;ncd
Tn
O
ct k
o
O ’O
STANDARDALTITVDE TEMPERATURE
ma
a ri5
TS F
~so
22 21 Z6 25 30 32 54 38
ABSOLUTE MANIFOLD PRESSURE, IN. HG.

38 40 42 41
V)W
1 2 1 1 5 B r 8 9 10 11

12 1114 1516 171819 2021122321
O
a
E
M
r
~1
SECTION 4
PERIODIC INSPECTIONS
Page
General´•´•´•´•´•´•´•´•´•´•´•´•´•´•. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
Pre-Starting Inspection .i´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´• q-l
Daily Pre-Flight Engine.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Dai?v PreFLight Turboehlrgsr. . . . . . . . . . . .;. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
25-Hour Inspection . . . . . . . . . . .i´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´• 4-2
50-Hour Inspection 4-2
Non-Scheduled Inspections 4-5

0-360 AND ASSOCIATED MODELS PERIODIC INSPECTIONS
SECTION 4
PERIODIC INSPECTIONS
NOTE
Perhaps otherfactor is quite so important to safety and durability of the aircraJt and its
no
components are faithJ~ul and diligent attention to regular checks 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
aircraft inspection, but are meant for the engine only. Consult the airframe manufacturer’s handbook for
additional instructions.
Pre-Starting Items of Maintenance The daily pre-flight inspection is a check of the aircraft prior to the
first flight of the day. The 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 0-360 AND ASSOCIATED MODELS
I. DAILYPRE-FLIGHT.
a. Engine.
(1) Be sure all switches are in the "Ofr’ position.
(2) Be sure magneto ground wires are connected.
(3) Checkoillevel.
(4) Seethatfueltanks arefull.
(5) Check fuel and oil line connections; note minor indications for repair at 50-hour inspection.
Repair any leaks before aircraft is flown.
(6) Open the fuel drain to remove any accumulation of water and sediment.
(7) 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.
(8) Check controls for general condition, travel, ~uld freedom ofmovement.
(9) Induction system air filter should be inspected and serviced in accordance with the airframe
manufacturer’s recommendations.
b. Turbocharger.
(1) Inspect mounting and connections of turbocharger for security, lubricant or air leakage.
(2) Check engine crankcase breather for restrictions to breather.
2. 25-HOUR INSPECTION (ENGINE). After the first twenty-five hours operation time; new, rebuilt or
newly overhauled engines should undergo a 50-hour inspection including draining and renewing lubricating
oil. If engine has no full-flow oil filter, change oil every 25 hours. Also, inspect and clean suction and
pressure screens.
3. SO-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 is apparent, rotate bottom plugs to upper position.
(2) Examine spark plug leads of cable and ´•ceramics for corrosion deposits. This condition is
evidence of either leaking spark plugs, improper cleaning of the spark plug walls or connector
ends. Where this condition is found, clean the cable ends, spark plug walls and ceramics with a
dry, clean cloth or a clean cloth moistened with methyl-ethyl-ketone. All parts should be clean
and dry before reassembly.
4-2
0-360 AND ASSOCIATED MODELS PERIODIC INSPECTIONS
(3) Check ignition harness for security of mounting clamps and be sure connections are tight at spark
plug and magneto terminals.
b. Fuel 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, filter damage; evidence of dust or other solid material in the ducts is indicative of inadequate
filter care or damaged filter. Check vent lines for evidence of fuel or oil seepage; if present, fuel pump
may require replacement.
c. Lubrication System.
(1) Replace external full flow oil filter element. (Check used element for metal particles.) Drain and
renew lubricating oil.
(2) (Engines Not Equippeci with External Filter.) Remove oil pressure screen and clean thoroughly.
Note carefully for presence of metal particles that are indicative of internal engine damage.
Change oil every 25 hours.
(3) Check oil lines for leaks, particularly at connections for security of anchorage and for wear due to
rubbing or vibration, for dents and cracks.
d Exhaust System Check attaching flanges at exhaust ports cylinder for evidence of leakage. If they
on
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 and baffle 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 cover 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 factory, or by
slight gas leakage which stops after the cylinder has been in. service for awhile. This condition is
neither harmful nor detrimental to engine performance and operation. If it can be proven that leakage
exceeds these conditions, the cylinder should be replaced.
g. Turbocharger All fluid power lines and mounting brackets incorporated in turbocharger system
should be checked for leaks, tightness and any damage that may cause a restriction.
Check for accumulation of dirt or other interference with the linkage between the bypass valve- and
the actuator which may impair operation of turbocharger. Clean or correct cause of interference.
4-3
PERIODIC INSPECTION 0-360 AND ASSOCIATED MODELS
The vent line from the actuator should be checked for oil leakage. Anj~ constant oil leakage is cause
for replacement of piston seal.
Check alternate air valve to be sure it swings free and seals tightly.
h. Carburetor Check throttle body attaching screws for tightness. The correct torque for~these screws
is 40-50 in.-lbs.
4. 100-HOUR INSPECTION. In addition to the items listed for daily pre-flight and 50-hour inspection, the
following maintenance chedks should be made after one hundred hours of operation.
a. Electrical System.
(1) Check all wiring connected to the engine or accessoi´•ies. Any shielded cables that are damaged
should be replaced. Replace clamps or loose wires and check terminals for-security and
cleanliness.
(2) Remove spark plugs; test, clean and regap. Replace if necessary.
b. Lubrication System Drain and renew lubricating ail.
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
should be lubricated in accordance with the magneto manufacturer’s instructions. Check magneto to
engine timing. Timing procedure is described in Section 5, 1, b of this manual.
d Engine Accessories Engine mounted accessories such as pumps, temperature and pressure sensing
milts should be checked for secure mounting, tight connections.
e. Cylinders Check cylinders visually for cracked or broken fins.
J: Engine Mounts Check engine mounting bolts and bushings for security and excessive wear. Replace
any bushings that are excessively worn.
g Fuel Injection Nozzles and Fuel Lines Check fuel injector nozzles for looseness, tighten to 60 in.-
Ibs. torque. Check fuel line for dye stains at connection indicating leakage and security of line. Repair
or replacement must be accomplished before the aircraft resumes operation.
h. Turbocharger Inspect all air ducting and collllections in turbocharger system for leaks. Make
inspection both with engine shut down and with engine running. Check at manifold connections to
turbine inlet and at engine exhaust manifold gasket, for possible exhaust gas leakage.
CAUTION
DO NOT OPERATE THE TURBOCHARGER IF LEAKS EXIST IN THE DUCTING, OR IF

AIR CLEANER .IS NOT FILTERING. EFFICIENTL Y. DUST LEAKING INTO AIR DUCTING
CAN DAMA GE TURBOCHARGER AND ENGINE.
Check for dirt or dust build-up within the turbocharger. Check for uneven deposits on the impeller.
Consult AiResearch Div. Manual TP-21 for method to remove all such foreign matter.
4-4
0360 AND ASSOCIATED MODELS PERIODIC INSPECTIONS
5. 100-HOUR INSPECTION. In addition to the itemslisted for daily pre-flight, 50-hour and 100-hour
inspection, 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 \jvith~limits shown in the latest revision of Special Service Publication No.
SSP1776.
6 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 obsoleteafter corrective modification has been
accomplished. All such publications are available ~om Lycoming distributors, or from the factory by
subscription. Consult the latest revision of Service Letter No. L114 for subscription information.
Maintenance facilities should have an up-to-date file of these publications available at all times.
4-5
SECTION 5
MARYTENANCE PROCEDURES
Page
GeI1e~´•81´•´•´•´•´•´•´•´•´•´•´•´•. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
Ignition and Electrical System
Ignition Harness an;l Wire Replacement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
Timing Magneto to Engine
Single Mag;netO . . . . . . . . . . . . . . . . . . .i´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•(´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•

5-1
Dna1 Magneto 5-1
Generator or Alternator Output 5-4
Fuel System
Repair of Fuel Leaks.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Carburetor’or Fuel Injector Inlet Screen Assembly,. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Fuel Grades and Limitations 5-4
Air Intake Ducts and Filter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Idle Speed and Mixture Adjustment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Lubrication System
Oil Grades and Limitations 5-4
Oil Suction and Oil Pressure Screens.. . . . . . . . . . . .;. . . . . . . . . . . . . . . . . . . . . . ,. . . . . . . . . . . . . . . . 5-5
Oil Pressure Relief Valve.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
C~linders 5-5
Generator or Alternator Drive Belt Tension.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
Turb~chsrger Controls 5-9

0-360 AND ASSOCIATED MODELS 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.
(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. (Ring gear may be marked at 200 and 25". Consult specifications for correct
timing mark of your installation.) At this point, the engine is ready for assembly of the magnetos.
(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 impulse coupling magneto. 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, the timing lights 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 torq;e.
(5) Dual Magnetos timing window plug from the most convenient
Remove the side of the housing
and the plug from the rotor viewing location in the center of the housing.
(6) Turn the rotating magnet drive shaft in direction of normal rotation until the painted tooth of the
distributor gear is center in the timing hole. Observe that at this time the built in pointer just
ahead of the rotor viewing window aligns with either the L or R (depending on rotation).
5-1
MAINTENANCE PROCEDURES 0360 AND ASSOCIATED MODELS
FIRING ORDER
C’ wise Rotationi-3-2-4
1
C.C’ wise Rotationl-472-3
d*
2
1 3
4 ’c,
~I
I
I
Figure 5-1. Ignition Wiring Diagram
RIB ON BLOCK´•
Figure 5-2. Timing Marks 41 Cylinder -1200 Series
5-2
(7) Hold the magneto in this position and install gasket and magnetos. Secure with clamps, washers
and nuts tightened only finger tight.
(8) Using abattery powereTd timing light, attach one positive lead to left switch terminal, one positive
lead to right switch terminal and the ground lead to the magneto housing.
(9) Turn the entire magneto in direction of rotation until the timing light comes on, then slowly turn
it in the opposite direction until the light goes out. Bring the magneto back slowly until the light
just comes on.
(10) Back off the crankshaft a few degrees, the timing lights should go out. Bring the crankshaft
slowly back in direction of normal rotation until the lights just come on. Both lights should go on
2" ofNo. 1 engine firing position.
NOTE
Some timing lights operate in the reverse manner as described. The light comes on when the
breakerpoints open. Checkyour timing light instructions.
c Internal Timing Dual Magneto Check the magneto internal timing and breaker synchronization in
the following manner.
(1) Main Breakers Connect the timing light negativelead to any unpainted surface of the magneto.
Connect one positive lead to the left main breaker terminal and the second positive lead to the
right main breaker terminal.
(2) Back the engine up a few degrees andagain bump forward toward number one cylinder firing
position while
observing timing lights. Both lights should go out to indicate opening of the main
breakers when the timing pointer is indicating within the width of the "L" or "R" mark. If breaker
timing is incorrect, loosen breaker screws and correct. Retorque breaker screws to- 20-25 in.-lbs.
(3) Retard Breaker Remove timing light leads from the main breaker terminals. Attach one
positive lead to retard breaker terminal, and second positive lead to the tachometer breaker
terminal, ifused.
(4) Back the engine up a few degrees and again bump forward toward number one cylinder firing
position until pointer is aligned with 150 retard timing mark. See Figure 5-6. Retard breaker
should just open at this position.
(5) If retard timing is not correct, loosen cam securing screw and turn the retard breaker cam as
required to make retard breaker open per paragraph c (4). Retorque cam screw to 16-20 in.-lbs.
(6) Observe the tachometer breaker is opened by the cam lobe. No synchronization of this breaker is
required.
(7) Check action of impulse coupling (D-2000/3000 series only). With the ignition~switch off
observe breaker cam end of rotor while manually cranking engine through a firing sequence.
Rotor should alternately stop and then (with an audible snap) be rotated rapidly through a retard
firing position.
5-3
MAINTENANCE PROCEDURES 0-360 AND ASSOCIATED MODELS
d Generator or Alternator Output The generator or alternator (whichever is applicable) should be

checked to determine that the specified voltage and current are being obtained.
2. FUELSYSTEM.
a. Repair of Fuel Leaks In the event frtting in the fuel system is replaced, only a fuel soluble
a line or
lubricant such as clean engine oil or Loctite Hydraulic Sealant may be used on tapered threads. Do not
use Teflon tape or any other form of thread compound. Do not apply sealant to the first two threads.
b. Carburetor or Fuel Injector (Except Injectors) Fuel Inlet Screen Assembly Remove the
Simmonds
assembly and check the
screen or openings in the strainer. Replace for either of these
for distortion
conditions. Clean screen assembly in solvent and dry with compressed air and reinstall. The fuel inlet
screen assembly is tightened to 35-40 in.-lbs. on carburetors and 65-70 in.-lbs. on fuel injectors. The
hex head plug on pressure carburetor is tightened to 160-175 in.-lbs.
c. Fuel Grade and Limitations The recommended aviation grade fuel for the subject engines is listed in
Section 3, Item 8.
In the event that the specified fuel is not available at some locations, it is permissible to use higher
octane fuel. Fuel of a lower octane than specified is not to be used. Under no circumstances should
automotive fuel be used (regardless of octane rating).
NOTE
it ir rrcommended dal eib.fanu~Por with iare~l revision ofServicr Inmuerion No

1070 regarding speciJiedJi~elfor Lycoming 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 SpeedandMixture Adjustment.
(I) Start the engine and warm up in the usual manner until oil and cylinder head temperatures are
normal.
(2) Check magnetos. If the "mag-drop" is normal, proceed with idle adjustment.
’(3) Set throttle stop screw so that the engine idles at the airframe manufacturer’s recommended
idling RPM. If the RPM changes appreciably after making idle mixture adjustment during the
succeeding steps, readjust the idle speed.to the desired RPM.
(4) When the idling speed has been stabilized, move the cockpit mixture control lever with a smooth,
steady pull toward the "Idle Cut-Off’ position and observe the tachometer for any change during
the leaning process. Caution must be exercised to return the mixture control to the "Full Rich"
position before the RPM can drop to a point where the engine cuts out. An increase of more than
50 RPM while "leaning out" indicates an excessively rich idle mixture. An immediate decrease in
RPM (if not preceded by a momentary increase) indicates the idle mixture is too lean.
5-4
If step (4) indicates that the idle adjustment is too rich or too lean, turn the idle mixture
adjustment in direction required for correction, and check this new position by repeating the above
procedure. Make additional adjustments as necessary until a check results in a momentary pick-up
of approximately 50 RPM. Each time the adjustment is changed, the engine should be run up to
2000 RPM to clean the engine before proceeding with the RPM check. Make final adjustment of
the idle speed adjustment to obtain thedesired idling RPM with closed throttle. The above method
aims at a setting that will obtain maximum RPM with minimum manifold pressure. In case the
setting does not remain stable, check the idle linkage; any looseness in this linkage would cause
erratic idling. In all cases, allowance should be made for the effect of weather conditions and field
altitude upon idling adjustment.
3.´• LUBRICATIONSYSTEM.
a. Oil Grades and Limitations Service the engine in accordance ~ith the recommended grade oil as
specified in Section 3, Item 8.
b. Oil Suction and Oil Pressure Screens At each 100-hour inspection remove suction screen. Inspect
for metal particles; clean and reinstall. Inspect and clean pressure screen every 25 hours.
c. Oil Pressure Relief ~alve Subject engines may be equipped with either an adjustable or non-
adjustable oil pressure relief valve. A brief description of both types follows:
(1) Non-Adjustable Oil Pressure Relief Valve The fi~nction of the oil pressure relief~valve is to
maintain engine oil pressure within specified limits. The valve, although not adjustable, may
control the oil pressure with the addition of a maximum of nine (9) P/N STD-425 washers
between the cap and spring to increase the pressure. Removal of the washers will decrease the oil
pressure. Some early model engines use a maximum of three (3) P/N STD-425 washers to
increase the oil pressure and the use of a P/N 73629 or P/N 73630 spacer between the cap and
crankcase to decrease the oil pressure. Particles of metal or other foreign matter lodged between
the ball and seal will result in faulty readings. It is advisable, therefore, to disassemble, inspect
and clean the valve if excessive pressure fluctuations are noted.
(2) Oil Pressure Relief Valve (Adjustable) The adjustable oil relief valve enables the operator to
maintain engine oil pressure within the specified limits. If pressure under normal operating
conditions should consistently exceed the maximum or minimum specified limits, adjust the
valve as follows:
With the warmed up and running at approximately 2000 RPM, observe the reading on
engine
the oil pressure gage. If the pressure is above maximum or below minimum specified limits, stop
engine and screw the adjusting screw outward to decrease pressure or inward to increase
pressure. Depending on instaliation, the adjusting screw may have only a screw driver slot and is
turned with a screw driver; or may have the screw driver slot plus a pinned .375-24 castellated
nut and may be turnedl with either a screw driver or a box wrench.
4. CYLINDERS: It is recommended thatas a field operation, cylinder maintenance be confined to
replacement of the entire assembly. For valve replacement, consult the proper overhaul manual. This should
be undertaken only as an emergency measure.
5-5
a. Removal ofCylinderdssembly.
(1) Remove exhaustmanifold.
(2) Remove rocker box drain tube, intake pipe, baffle and any clips that might interfere with the
removal ofthe 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 when the cylinder is removed from the engine. Remove rotator cap from exhaust
valve stem.
(6) Remove push by grasping ball end and pulling rod

rods out of shroud tube. Detach shroud tube
spring and lock plate and pull shroud tubes through holes in cylinder head.
NOTE:
The hydraulic tappets, push rods, rocker armS and valves must be assembled in the same
locationJiom which they were removed.
(7) Remove cylinder base nuts and hold down plates (where employed) then remove cylinder by
pulling directly away from crankcase. Be careful not to allow the piston to drop against the
crankcase, as the piston leaves the cylinder.
b. Removal of Piston Ji´•om Connecting Rod Remove the piston pin plugs. Insert piston pin puller
through piston pin, assemble puller nut; then proceed’ to remove piston pin. Do not allow connecting
rod to rest on the cylinder bore of the crankcase. Support the connecting rod with heavy rubber band,
discarded cylinder base oil ring seal, or any other non-marring method.
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.
(2) To remove the

hydraulic tappet plunger assembly, use the special Lycoming service tool. In the-
event 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
plunger assembly. Draw the plunger assembly out of the tappet body by gently pulling the
wire.the 0
5-6
CAUTION
NEVER USE A MAGNET TO REMOVE HYDRAULIC PLUNGER ASSEMBLIES FROM

THE CRANKCASE. THIS CAN CAUSE THE CHECK BALL TO REMAIN OFF ITSSEAT,
RENDERING THE UNITINOPERATIVE.
d Assembly ofhlydraulic Tapper Plunger Assemblies To assemble the unit, unseat the ball by inserting
a thin clean wire through the oil inlet hole. With the ball off its seat, insert the plunger and twist
clockwise so that the spring catches. All oil must be removed before the plunger is inserted.
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.
(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 a handpush fit. If difficulty is experienced in inserting the
piston pin, it is probably caused by carbon or burrs in the piston pin hole. During assembly,
always use a generous quantity of oil, both in the piston hole and on the piston pin.
(3) Assemble one piston pin plug at each end of the piston pin and place a new rubbei oil seal ring
around the cylinder skirt, Coat piston and rings and the inside of the cylinder generously with oil.
(4) 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 combination of lubricants
I. 90%SAESOWengine oilandlO%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
Ar any time a cylinder is replaced, it is necessary to retorque the thru-studs on the cylinder
on the opposite side ofthe engine.
(a) (Engines using hold-down plates) Install shims between cylinder base hold-down plates and
cylinder barrel, as directed in Figure 5-3, and tighten ~z inch hold-down nuts to 300 in.-lbs.
(25 ft.-lbs.) torque, using the sequence shown in Figure 5-3.
5-7
(b) Remove shims, and using the same sequence, tighten the ~z 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.
34" 34"
HOLD-DOWN
O O
4
(O 0\ ´•1
HORIZONTAL CENTER
LINE OF ENGINE
"\c~
O C)
SHIM-4 REQ’D PER CYLINDER

IN. THICK 4 .50/.70 IN. WIDE)
(.010
DURING INITIAL TIGHTENING, USE TWO SHIMS
BETWEEN EACH PLATE AND THE BARREL, LOCATED
AS SHOWN. REMOVE SHIMS BEFORE FINAL TIGHTENING.
Figure 5-3. Location of Shims Between Cylinder Barrel and

Hold-Down Plates (where applicable) and Sequence of Tightening
Cylinder Base Hold-Down Nuts
5-8
O-360AND ASSOCIATED MODELS MAINTENANCE PROCEDURES
(c) Tighten the ’/8 inch hold-down nuts to 300 in.-lbs. (25 ft.-lbs.) torque. Sequence of tightening
is optional.
(d) As a final check, hold the torque wrench on each nut for about five seconds. If the nut does
not turn, it may be presumed to be tightened to correct torque.
CAUTION
AFTER ALL CYLINDER BASE NUTS HA VE BEEN TIGHTENED,REMOYE ANY NICXS IN

THE CYLINDER FINS BYFILING OR BURRING.
(6) Install new shroud tube oil seals on both ends of shroud tube. Install shroud tube and lock in
place as required for type of cylinder.
(7) Assemble each push rod in its respective shroud tube, and assemble each rocker in its respective
position by placing rocker between bosses and sliding valve rocker shaft in place to retain rocker.
Before installing exhaust valve rocker, place rotator cap over end of exhaust valve stem.
(8) Be 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 rocker
directly 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 DRIYE BELT TENSION.
Check the tension of a new belt 25 hours after installation. Refer to latest revision of Service Instruction
No. 1129 and latest revision of Service Letter No. L160 for methods of checking generator or alternator
drive belt tension.
6. TURBOCHARGER CONTROLS.
a. Density Controller Thedensity controller is adjusted at the factory to maintain a predetermined

constant for desired horsepower.
The density controller is set to the curve, see Figure 5-4, under the following conditions: Engine
stabilized at operating conditions, full throttle with oil pressure at 80 psi 5 psi.
If it is suspected that the manifold pressure is not within limits, it may be checked to the curve.
EXAMPLE
Operating at the stated conditions with a compressor discharge temperature of 120"F, the
manifoldpressure should be 34. 8 in. Hg. ~t.3 in. Hg.
5-9
SECTONS LYCOMMG OPERATOR’S MANUAL
MAINTENANCE PROCEDURES 0-360 AND ASSOCIATED.MODELS
If the manifold pressure is found to be out of limits, the cause might be found either in the density
controller, the differential pressure controller, or the waste gate, It is recommended that an authorized
overhaul facility check these controls.
Exhaust Bypass Valve (TIO-360-A Series).
This valve is actuated by engine oil pressure and is set topredetermined open and closed clearances.
These clearances and the procedures for setting them are shown in Figure 5-5.
Exhaust Bypass Valve (TIO-360-CIA6D).
This valve is mechanically controlled by a flexible linkage connected to the injector throttle arm and the
wastegate control arm.
Adjust linkage as follows:
(1) Move injector throttle arm to full open position.
(2) Insert a .005-.015 inch feeler gage between the bypass butterfly valve, in the closed position, and
the bypass housing.
(3) Adjust linkage until the bypass valve control arm is at the full closed stop position.
5-10
0-13104
POWER CONTROL CHART 200 HP 2575 RPM

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

250
240
230
220
210
u, 200
180
0 170
160
150
140
130
120
110
100
33 34 35 36 37 38 39
MANIFOLD PRESSURE IN HG ABS
Figure 5-4. Density Control Full Throttle Setting Limits
ORIGINBb 5-11
As Received By
BTP
SECTION 5 LYCOMING ´•OPERATOR’S MANUAL
WITH 60 50 PSI PRESSURE IN CYLINDER

ADJUST CLOSED POSITION OF VALVE SO
AFTER ADJUSTING CLOSED POSITION AND
THAT CLEARANCE ’B" IS .005 .020"
WITH ’O" PRESSURE IN CYLINDER ADJUST
FULL OPEN STOP SCREW TO PROVIDE
.700 -.800 CLEARANCE RANGE OF’C"
~RIGINAb
aecc?ived By
VALVE IS SPRING LOADED NORMALLY OPEN
~TP
Figure 5-5. Exhaust Bypass Valve Open and Closed Setting
oz RETARDANGLES
;5"
3r 20"\
;0~
Z
tt~ Z-I-----~ .E. GAPANGLES
r
CL9h~
RTL
Figure 5-6. Timing Marks on Rotating Magnet
5-12
0360 AND ASSOCIATED MODELS MAINTENANCE PROCEDURES
u
2 I Q
P
I 1 3
4 9~
o
’P
Figure 5-7. Ignition Wiring Diagram, Dual Magneto
5-13
SECTION 6
TROUBLE-SHOOTING ENGINE
Page
Failure of Engine to Start. . . . . . i´•´•´•. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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 ..............................................................................................................................i´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•

6-3
Low Oil Pressure. . . . . . . . . . . . . . . . . . . .;. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
Higb Oil 6-3
Excessive Oil Consumption.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
TROUBLE-SHOOTING TURBOCHARGER
Excessive Noise or Vibration.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
Engine Will Not Deliver Rated Power 6-4
Critical Altitude Lower Than Specified.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Engine Surges or Smokes 6-6
High Deck Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6

0-360 AND ASSOCIATED MODELS TROUBLE-SHOOTING
SECTION 6
TROUBLE-SPIOOTING
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 and
turbochargers; their probable causes and remedies.
I. TROUBLE-SHOOTING ENGINE.
TROUBLE PROBABLE CAUSE REMEDY
Failure of Engine to Start Lack of fuel Check fuel system for leaks.
Fill fuel tank. Clean dirty lines,
strainers, or fuel valves.
Overpriming Leave ignition "ofr’ 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 Clean points. Check internal

breaker 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 0-360 AND ASSOCIATED MODELS
Failure of Engine to Idle Properly Incorrect idle mixture Adjust mixture.
Leak in the induction system Tighten all connections in the

induction system. Replace any
parts that are defective.
Incorrect idle mixture 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.
Low Power and Uneven Running Mixture too rich indicated by Readjustment of fuel injector or
sluggish engine operation, red carburetor 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 author-
ized personnel is indicated.
Leaks in induction system Tighten all connections. Replace

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

plugs.
Improper fuel Fill tank with fuel of recom-

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

working properly timing ofmagnetos.
Defective ignition wire Check wire with electric tester.

Replace defective wire.
Defective spark plug terminal Replace connectors on spark plug

conoectors wire.
6-2
Failure of Engine to Develop Leak in the induction system Tighten all connections and
Full Power replace defective parts.
Throttle lever out of adjustment Adjust throttle lever.
Improper fuel flow Check strainer, gage and flow at

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

recommended fuel.
Faulty ignition Tighten all connections. Check

system with tester. Check
ignition timing.
Rough Engine Cracked engine mount Replace or repair mount.
Defective mounting bushings Install new mounting bushings.
6) Uneven compression Check compression.
Low Oil Pressure Insufficient oil Fill to proper level with

recommended oil.
Air lock or dirt in relief valve Remove and clean oil pressure
relief valve.
Leak in suction line or pressure Check gasket between accessory

line housing and crankcase.
High oil temperature See "High Oil Temperature" in

"Trouble" column.
Defective pressure gage Replace.
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 to proper level with specified

oil.
6-3
High Oil Temperature (Cont.) 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.
Defective temperature gage Replace gage.
Excessive Oil Consumption Low grade of oil Fill tank with oil conforming to
specifications.
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 seat (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.
2. TROUBLE-SHOOTING- TURBOCHARGER.
Excessive Noise or Vibration Improper bearing lubrication Supply required oil pressure.
Clean or replace oil line; clean
oil strainer. Iftrouble persists,
overhaul turbocharger.
Leak in engine intake or exhaust Tighten loose connections or

manifold replace manifold gaskets as
necessary.
Dirty impeller blades Disassemble and clean.
Engine Will Not Deliver Clogged manifold system Clear all ducting.
Rated Power
Foreign material lodged in Disassemble and clean.

compressor impeller or turbine
6-4
EngineWillNotDeliver Excessive dirt build-up in Thoroughly clean compressoi

Rated Power (Cont.) compressor assembly. Service air cleaner and
check for leakage.
Rotating assembly bearing seizure Overhaul turbocharger.
Restrictions in return lines from Remove and clean lines.

actuator to waste gate controller
Exhaust bypass controller is i~ Have exhaust bypass controller

need ofadjustment adjusted.
Oil pressure too low Tighten fittings. Replace lines or
hoses. Increase oil pressure to

desired pressure.
Inlet orifice to actuator clogged Remove inlet line at actuator and

clean orifice.
Exhaust bypass controller Replace unit.

malfunction
Exhaust bypass butterfly not Low pressure. Clogged orifice in

closing inlet to actuator.
Butterfly shaft binding. Check

bearings.
Turbocharger impeller binding, Check bearings. Replace

frozen or fouling housing turbocharger.
Piston seal in actuator leaking. Remove and replace actuator or

(Usually accompanied by oil disassemble and replace packing.
leakage at drain line.)
Critical Altitude Lower Than Controller not getting enough oil Check pump outlet pressure, oil
Specified pressure to close the waste gate filters, external lines for leaks or
obstructions.
Chips under metering valve in Replace controller.

controller holding it open
Metering jet in actuator plugged Remove actuator and clean jet.
Actuator piston seal failed and If there is oil leakage at actuator

leaking excessively drain, clean cylinder and replace
piston seal.
6-5
Critical Altitude Lows. Than Ulaust bypass valve sticking Clean and free action.
Specified (Cont.)
Engine Surges or Smokes Air in -oil lines dr actuator Bleed system.
Controller metering valve stem Replace controller.

seal leaking oil into manifold
Clogged breather Check breather for restrictions

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

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

psi desired) at exhaust bypass
actuator desired.
if pressure on outlet side of

actuator is too
high, have
exhaust bypass controller
adjusted.
Exhaust bypass piston
actuator Remove and disassemble
locked in full closedposition. actuator, check condition of
(Usually accompanied by oil piston and packing or replace
leakage at actuator drain line.) actuator assembly.
NOTE: Exhaust bypass normally
closed in idle and low power
condition. Should open when
actuator inlet line is disconnected.
Exhaust bypass controller Replace controller.

malfunction
6-6
SECTION 7
INSTALLATION AND STORAGE
Page
Preparation of Engine for Installation 7-1
General´•´•´•´•´•´•´•´•´•´•´•´•´•´•. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-~
Inspection of Engine Mounting 7-1
An~hing Engine fo Mount. 7-1
Oil and Fuel Line Connections 7-1
Propeller Installation ..............................................................................i´•´•´•´•´•´•i´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•i´•´•´•´•´•´•

7i2
Preparation of Carburetors and Fuel Injectors for Installation 7-2
Corrosion Prevention in Engines Installed in Inactive Aircraft.............................................................. 7-2

0-360 AND ASSOCIATED MODELS 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 dehydt’ator plugs, bags of desiccant and preservative oil from the engine.
Preservative oil can by removing the bottom spark plugs and turning the crankshaft three or
be removed
four revolutions by hand. The
preservative oil will then drain through the spark plug holes. Draining will be
facilitated if the engine is tilted from side to side during the above operation. Preservative oil which has
accumulated in the sump can be drained by removing the oil sump plug. Engines that hav~e been stored in a
cold place should be removed to an environment of at least 700F (210C) for a period of 24 hours before
preservative oil is drained from the cylinders. If this is not possible, heat the cylinders with heat lamps
before attempting to drain the engine.
After the oil sump has been~ drained, the plug should be replaced and safety-wired. Fill the sump or
external tank with lubricating oil. The crankshaft should again be turned several revolutions to saturate the
interior of theengine 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.
CAUTION
DO NOT ROTATE THE CRANKSHAFT OF AN ENGINE CONTAINING PRESERVATIVE

OIL BEFORE REMOVING THE SPARK´•PLUGS, BECAUSE IF THE CYLINDERS
CONTAIN ANY APPRECIABLE AMOUNT OF THE MLYTURE, THE RESULTING
ACTION, KNOWN AS HYDRAULICING, WILL CAUSE DAMAGE TO THE ENGINE.
ALSO, ANY CONTACT OF THE PRESERVATIVE OIL WITH PAINTED SURFACES
SHOULD BE A VOIDED.
General Should any of the dehydrator plugs, containing crystals of silica-gel or similar material, bebroken
during their term of storage or upon their removal from the engine, and if any of the contents should fall into
the engine, that portion of the engine must be disassembled and thoroughly cleaned before
engine. using the
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.
If the aircraft is one from which an engine has been removed, make sure
Inspection of Engine Mounting
that the engine mount is not bent or damaged by distortion or misalignment as this can produce abnormal
stresses with the engine.
See airframe manufacturer’s recommendations for method of mounting the

Attaching Engine to Mounts
engine.
Oil and Fuel Line Connections The oil and fuel line connections are called out on the accompanying
installation drawings.
7-1
INSTALLATION AND STORAGE 0-360 AND ASSOCIATED MODELS
CO"SUlt the airframe manufacturer for information relative to propeller installation.

Propeller Installation
I. PREPARA TION OF CARBURETORS AND FUEL INJECTORS FOR INSTALLA TION.
Carburetors and fuelinjectors that have been prepared for storage should undergo the following
procedures before being placed in service.
Carburetor (U4-4-5, U4-4-5AA) 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.
Carburetor (PSH-SBD) Remove the fuel inlet strainer and all plugs~leading to the fuel chambers. Drain
preservative oil from the carburetor. Clean the fuel inlet strainer in a hydrocarbon solvent. Reinstall fuel
inlet strainer and replace all plugs.
Remove plug opposite the manual mixture control needle and drain any accumulated moisture from the air
chamber. Replace plug.
With the throttle lever in the wide open position and the manual mixture control in the full rich position,
inject clean fuel through the fuel inlet connection at 5 gsi until clean fuel flows from the discharge nozzle.
CAUTION
DO NOTALLOW FUEL OR OIL TO ENTER INTO THE AIR CHAMBER.
Move the throttle lever to the closed position and the mixture control lever to the idle cut-off position.
Because this carburetorhas a closed fuel system, it will remain full of fuel as long as the mixture control
lever is in the idle cut-off position.
NOTE
It is necessary that this carburetor soakfor an eight hour period before starting the engine.
The soakingperiod may be performedprior to or aJier installation on the engine.
Remove and clean the fuel inlet strainer assembly and reinstall. Inject clean fuel
Fuel Injector (Bendix)
into the fuel inlet connection with the fuel outlets uncapped until clean fuel flow from the outlets. Do not
exceed 15 psi inlet pressure.
CORROSION PREVENTION IN ENGINES INSTALLED IN INACTIVE AIRCRAFT
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
minimize this colirosion condition
7-2
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 sufficierit 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 nozzle before spraying cylinders.
d. With the crankshaft stationary, again spray each cylinder through the spark plug holes with
approximately two (2) ounces of corrosion preventive oil. Assemble spark plugs and do not turn
crankshaft after cylinders have been sprayed.
The corrosion preventive foregoing procedure should conform to specification MIL-

oil to be used in the
L-6529, Type i, heated to 2000F/2200F (930C/1040C) spray nozzle temperature. It is not necessary to flush
preservative oil from the cylinder prior to flying the aircraft. The small quantity of oil coating the cylinders
will be expelled from the engine during the first few minutes of operation.
NOTE
Oils ofthe type mentioned are to be used in Lycoming aircraft engines for corrosion
prevention only, and not for lubrication. See the latest revision of Lycoming Service
Instruction No. 1014 and latest revision of Service Bulletin No. 318 for recommended
lubricating oil.
7-3
FUEL PRESSURE CONN.

FUEL PRESSURE CONN. THROTTLE
.4375-20 UNF 3 THD
.125-27 NPSF OPEN
IDLE SPEED
FULL RICH
ADJUSTMENT
IDLEMIXTURE a~ s3"
ADJUSTMENT
THROTTLE 820 CUT OFF

OSED
78"
THROTnE
CLOSED
76030’
i LIDLECUTOFF
IDLE SPEED
680 ADJUSTMENT
FUEL OUTLFT FULL RICH
oY .4375-20 UNFA THD
FUEL INLET
.5825-18 UNFA THD
THROTnE OPEN FUEL INLET .250-18 NPSF

RSA-5ADI
L
IDLE MIXTURE FUEL DRAIN MA-4-5
ADJUSTMENT
IDLE MIXTURE
FUEL INLET
ADJUSTMENT
MIXTURE CONTROL
THROTTLECONTROL
IDLE SPEED
HAS
ADJUSTMENT
PIMER NOZZLE CONN.

.125-27 A NPT
THROTnE
THROTTLE
CLOSED
OPEN I RETURN FUEL LINE
CONN. :125-27 NPT
70"
FUEL INLET YRES~h ~p;g.‘)o‘

.250-18NPT
PSH-SBD FUELPRESSURE
IDLE CUT OFF CONN. .125-27 NPT
FULL RICH IDLE MIXTURE

ADJUSTMENT
Figure 7-1. Fuel Metering System
7-4 ORIGINAL
Received By
ATP
LYCOMMG OPERATOR’S MANUAL SECTION 7
GROUND
TERMINAL
O
ORIGINAL
GROUND
TERMINAL S4LN-21 S4LN-20 as Received By
RETARD TERMINAL ATP
GROUND8
TERMINAL
S4LN-200 S4LN-204
RETARD TERMINAL
SWITCH
TERMINAL
S4LN-1208 S4LN-1209
~R\ TERMINAL
SWITCH
S4LN-1227 S4LN-1209
TERMINAL
SWITCH
SLICK
4100 SERIES MAGNETO
4200 SERIES MAGNETO
Figure 7-2. Magneto Connections
7-5
OIL TO COOLER .375-18 NPT

OIL FROM COOLER
.375-18 NPT
Y(~
SPECIAL TEMPERATU RE
CONNECTION
STANDARD TEMPERATURE
CONNECTION TO TAKE 011 TO COOLER .625-18 NF-3 FOR CONNECTING
MS28034-1 TEMPERATURE ´•FLARED TUBE COUPLING
BULB OR EQUIVALENT
STANDARD TEMPERATURE
OIL FROM COOLER .375-18 NPT --7 I CONNECTION TO TAKE
MS28034-1 TEMPERATURE
BULBOREOUn/ALENT
MERMOSTATIC
OIL BY-PASS VALVE
ORIGINAL
R~i C3y
b~lP
CAN BE ROTATED TO ANY

RADIAL POSITION
OIL TO COOLER
37518 NPT CONNECTION
~Bh
OIL TO COOLER .750-16NF-3
FOR CONNECTING FLARED
TUBE COUPLING
Figure 7-3. Optional Oil Cooler Connections
7-6
TACHOMETER CONN. OIITEMP. CONN.** O O
BREAIHER FITTING 1 rMOUNTING PAD FOR DUAL DRIVES

OIISC~EEN HSG. VACUUM PUMP PAD
**01LFROM00OLER7 rO11 PRESS. CAGE CORN. IS~
*MAGNETO MAGNETO*
"Ko i /-011 FILLER PLUG O
011 LEVEL GAGE
E!~:C"
00
MANIFOLD PRESS.
b CONN.
6/011 LINE TO PROPELLER

L~d (WHERE APPLICABLE)
**011 TO
FUEL PUMP OUTLET-r"U"~ I I I I i) ~-AccEssoRv oil R~CURN

OIISUCTION SCREEN
VENT LINE CONN.
~c- 011 DRAIN
E~ 011 DRAIN I ~FUEL PUMP INLET

Fj LDIAPHRAGM TYPE FUEL PUMP
c~ (ALL MODELS U(CEPT A2E)
SEE FIG. 1-2 FOR MAGNETO CONNECTIONS
SEE FIG. 13 FOR OPTIONAL CONNECTIONS
ORIGINAL
As Received By
E
m
ATP
d, si~
i 8
Z
TACHOMETER CONNECTION MOUNTING PAD FOR DUAL DRIVES
7 r c(
O
Z
BREATHER FITTING VACUUM PUMP PAD
OIL PRESS. SCREEN HSG.’

OIL FROM COOLER rn
O1L TEMP. CONN.
RETARD TERMINAL OIL PR ESS.

O
0/ m
GROUND TERMINAL
OIL FILLER
PLUG
OIL
LEVELGAGE
o~f
o ek~III______ 14 i$r-~ MANIFOLD
O 1 PRESS.CONN.
(k, O
MAGNETO PIPE
S4LJ-200 MAGN ETO TYPE r
S4LN-204 OC~
C)
O GROUND
C TERMINAL iQB3lli I I 1314C1) OILTO COOLER
t~
~d
C1 cn ce~
FUEL PUMP PAD
80m
~i
OIL ORAEI
ACCESSORY OIL RETURN1 O
SEE FIG. 7-3 FOR OPTIONAL CONNECTIONS
oe
As Re@eiued R\em
AVP
Or
TACHOMETER CONN. 7 r MOUNTING PADS FOR DUAL DRIVES
BREATHER FITTING’ VACUUM PUMP PAD
OIL PRESS. SCREEN HSG. OIL PRESS. GAGE CONN.
OIL FROM COOLER" OIL FILLER PLUG rn

OIL LEVEL GAGE O
$T:
MAGNETO*
~MAONETO.
i mO
c
m
B
a MANIFOLD
O~ ~u PRESS. CONN.
h LI r I 1 7\ r r\ OIL LINE TO
PROPELLER
t~ OIL TEMP. CONN.
FUEL PUMP OUTLET (I I I \II ACCESSORY OIL RETURN
O’L DRAIN Z PROP. GOV DRIVE PAD
j3 I t~ ~OIL DRAIN
VENT LINE CONN. OIL TO COOLER
h
OIL SUCTION SCREEN ‘FUEL PUMP INLET
SEE FIG. 7-2 FOR MAGNETO CONNECTIONS v!

SEE FIG. 7-3 FOR OPTIONAL CONNECTIONS O
ORIGINBL
As Receiveef By O z
;o M~
ATP
o
TACHOMETER CONN. OIL TEMP. CONN.
BREATHER FITTING 1 I r MOUNTING PADS FOR DUAL DRIVES
OILPRESS. SCREEN HSG. "7 I I rVACUUM PUMP PAD
OIL FROM COOLER ""7 1 I OIL PRESS. GAGE CONN.
MAGNETO I OILTO COOLER
OIL FILLER PLUG

ES’ OIL LR/EL GAGE
O
m
I~
O Q
ill
0)~ I ~I IY~
htE1 a
o
G,
a MANIFOLD
PRESS. CONN.
O
9
O
FUEL PUMP PAD ACCESSORY OIL RETURN
O
~F!
OIL DRAIN ~FUEL DRAIN VALVES OIL SUCTION SCREEN .g
SEE FIG. 7-2 FOR MAGNETO CONNECTIONS O
ORIGINAL
As Received IBy
ATP
Or
O O
OIL TEMP. CONN. VACUUM PUMP PAD
TACHOMETER CONN.7 MOUNTING PAD FOR DUAL DRIVES
THERMOSTATIC BY-PASS VALVE I FUEL MANIFOLDS o

~ng
OIL PRESS. GAGE CONN.
FITTING 7
FROMBREATHER
OIL FILLER PLUG
OIL LEVEL GAGE
OIL
mO
MAGNETO* (O ol I e~
-7
I
I
(IP
M
dO
Y, r
o\ MANIFOLD
PRESS. CONN.
OILTO r ~t=bu I ’t MAGNETO’

O\ COOLER"
o
g 51
r~ VENT LINE OIL LINE TO
g
CONNECTION I I-c: PROPELLER
ACCESSORY
OIL RETURN
OIL DRAIN
O
FUEL PUMP INLET I OIL DRAIN
FUEL DRAIN OIL SUCTION SCREEN
’SEE FIG. 7-2 FOR MAGNETO CONNECTIONS

C)
ORIGINBL SEE FIG. 7-3 FOR OPTIONAL CONNECTIONS
As Received By o
oz
ATP M~
ORIGINAL 5!~
h,
As Received BY
ATP
B
B
OIL PRESS SCREEN HSG. TACHOMETER CONN.
BREATHER FITTING I r OIL TEMP. CONN.
OIL FROM COOLER OIL PRESS. CONN.
VENT RETURN 7 r OIL TO COOLER
RETARD TERMINAL GROUND TERMINAL
GROUND TERMINAL OIL FILLER TUBE AND

O :i‘ O OIL LEVEL GAGE
o~
\1IF~ II
H 6
I~
MANIFOLD
PRESS. CONN.
a~ /hb~
OC OIL LINE TO
O
FUEL INLET G
PROPELLER
C)
ia
ACCESSORY ~O
OIL RETURN
J
MIXTURECONTROL 1 It, o O
OIL DRAIN a
OIL
DRAINM
POWER GAGE CONN. 1 r ’OIL SUCTION SCREEN

I
Or
FUEL MANIFOLD r TACHOMETER CONN.

o\G,
00
OILTEMP. CONN.’~ i r VACUUM PUMP PAD.
BREATHER FITTING MOUNTING PAD FOR DUAL DRIVES.
OIL PRESS SCREEN HSG. I I r OIL PRESS. GAGE CONN. ~5: O

OIL FROM COOLER
RETARD TERMINAL
\I II
I
)1 I
b
GROUND TERMINAL
O1L FILLER TU BE AND

OIL LEVEL GAGE a
a
o 1 11111~ 1~1 II M
I II~ I C~B I
e
MANIFOLD
PRESS. CONN.
V1~ T\S~o
OIL LINE TO
O PROPELLER
GROUND TERMINAL
ACCESSORY
tjd OIL RETURN
DIAPHRAGM FUEL
PUMP (B1B ONLY) \_ OIL TO COOLER
a VENT LINE CONN.J r /I ~OIL DRAIN
OIL SUCTION SCREEN
OIL DRAIN-/ FUEL PUMP INLET
THROTTLE CONTROL LEVER
SEE FIG. 7-3 FOR OPTIONAL CONNECTIONS c3

ORIGINAL
As Received By
a
F a
w
ATP
**THERMOSTATIC OIL-BY PASS VALVE --1 ~--TACHOMETER CONN.
BREATHER FITTING--~ I i-- OIL TEMP. CONN**
FUEL MANIFOLD I OIL PRESS. GAGE CONN.
**O1L FROM COOLER-~ L, ~-MAGNETO*
*MAGNETO --7 MANIFOLD PRESS. CONN.
OIL LINE
TOPROPEL ER
(10-360 ONLY)
OIL TO COOLER""
a ACCY. OIL RETURN
FUEL PUMP INLET
VENT LINE CONN.

MIXTURE CONTROL LEVER
THROTTLE LEVER
OIL SUCTION SCREEN

OIL DRAIN
FUEL DRAIN (2)
*SEE FIG. 7-2 FOR IWAGNETO CONNECTIONS

**SEE FIG. 7-3 FOR OPTIONAL CONNECTIONS
Figure 7-11. Installation Drawing- I0360-C1A, -C1B, -D1A; HIO-360-C1A, -C1B
7-14
TACHOMETER CONN;
MOUNTING PAD FOR DUAL DRIVES
BREATHER FITTI
VACUUM PUMP PAD
*O1L FROM COOLER I I I ,OIL PRESS. SCREEN HSG.
OIL TEMP. CONN.

RETARD TERMINAL
MAGNETO TYPE
S4LN-200
SWITCH
TERMINALS RETARD TERMINAL
OIL TO COOLER"
ACCESSORY OIL
RETURN
VENT LINE CONN.--/ NOZZLE PRESS.

GAGE CONN.
FUEL PUMP
OUTLET I FUELPUMP
INLET
FUEL PRESS.
FUEL DRAIN (2) L OIL SUCTION
OIL DRAIN SCREEN
*SEE FIG. 7-3 FOR OPTIONAL CONNECTIONS
Figure 7-12. Installation Drawing HIO-360-A1A
7-15
ORLGINAL 0)
As Received By
ATP
TACHOMETER CONNECTION rMOUNTING PAD DUAL DRIVE

BREATHING FITTING --7 1 ~-VACUUM PUMP PAD
*01L TEMPERATURE CONN;7 /-01L TO COOLER"

OIL PRESS. SCREEN HSG.7 I ~OIL PRESS GAGE CONN.
GNETO TYPE S4LN-200

*O1L FROM COOLER
L FILLER PLUG
MAGNETO TYPE S4LN-
OIL LEVEL GAGE
RETARD
TERMINAL
Q~
MANIFOLD
PRESS. CONN.
SWITCH
SWITCH
TERMINAL
TERMINAL
O ARD
TERMINAL
ACCY OIL RETURN

DIAPHRAGM TYPE
FUEL PUMP-BIA ONLY
VENT LINE
CON.FUEL
iFUEL DRAIN VALVES
NOZZLE PRESS.
GAGE CONN.
’-FUEL PRESS. CONN.
INLET OIL DRAIN OIL SUCTION SCREEN
*SEE FIG. 7-3 FOR OPTIONAL CONNECTIONS
Figure 7-13. Installation Dmwing HIO-360-B 1A, -B1B i)

7-16
SECTION 8
TABLES
Page
Table of Limits 8-1
Ground Run After Top Overhaul 8-2
Flight Test Alter Top Overha~l. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
Full Throttle HP at Altitude.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
Table of Speed.Equivalents 8-4
Centigrade Fahrenheit Conversion Table 8-5
Inch Fraction Conversions 8-6

0-360 AND ASSOCIATED MODELS TABLES
SECTION 8
TABLES
FOR TIGHTENING TORQUE RECOMMENDATIONS AND INFORMATION
CONCERNING TOLERANCES AND DIMENSIONS THAT MUST BE MAINTAINED
IN LYCOMING AIRCRAFT ENGINES, CONSULT THE LATEST EDITION OF
SPECIAL SERVICE PUBLICATION NO. SSP-1776.
CONSULT LATEST REVISION OF SERVICE INSTRUCTION NO. 1029 FOR
INFORMATION PERTINENT TO CORRECTLY INSTALLING CYLINDER
ASSEMBLY.
8-1
1~
r
Z
oo
FIXED WING ONLY
GROUND RUN AFTER TOP OVERHAUL Type Aircraft

OR CYLINDER CHANGE WITH NEW RING
Registration No.
(DO NOT USED AFTER MAJOR OVERHAUL)
Aircraft No.
1. Avoid dusty location and loose stones.
2. Headaircraftintothe wind. Owner
3. All cowling should be in place, cowl flaps open.
4. Accomplish ground run in full flat pitch. Engine Model SM
5. NeverexceeTd200"F. oiltemperature.
6. If cylinder head temperature reach 400"F., shut down and allow engine Date
to cool before continuing.
Run-Up By
GROUND RUN
Pressure Pressure 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. Rcarb. Amb. Air Left r
10 minSmii~ 10001200
I0min
5
1300
minSmin 15001600 P
5 min 1700
Smin 1800
Mag. Check Adjustment Required After Completion ofGround Run

O
Power Check 1. Visually inspect engine(s)
2. IdleCheck
Idle Check
mpi
i
Or
GcC
o\C~
00
rnO
FLIGHT TEST AFTER TOP OVERHAUL
O
OR CYLINDER CHANGE WITH NEW RINGS
1. Testfly aircraftone hour.

mO
2. Use standard power for climb, and at least 75% power for cruise.
3. Make climb shallow and at good airspeed for cooling.
$r"
4. Record engine instrument readings during climb and cruise.
Tested by M
rd
m
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.
M
CI1
c r;noo
SECTIONS LYCOMING OPERATOR’S MANUAL
TABLES 0-360 AND ASSOCIATED MODELS
FULL THROTTLE HE AT ALTITUDE

(Normally 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 Is,boo 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 ss,aDo 38.5
TABLE OF SPEED EQUIVALENTS
Sec./Mi. M.P.H. Sec./Mi. M.P.H. Sec.Ni. 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
0-360 AND ASSOCIATED MODELS TABLES
CENTIGRADE FAHRENHEIT CONVERSION TABLE
Example: To convert 20"C to Fahrenheit, find 20 in the center column headed (F-C); then read 68.O"F in
the column (F) to the right. To convert 20"F to Centigrade; find 20 in the center column and read ~.67"C 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 -58.0 115.56 240 464.4
-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 60 140.0 176.67 350 662.0
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 1 204.44 400 752.0
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 1 237.78 460 860.0
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 0360 AND ASSOCIATED MODELS
INCH FRACTIONS CONVERSIONS

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

Fraction Equiv. Sq. In. Equiv. Fraction Equiv. Sq. In. Equiv.
1/64 .0156 .0002 .397 112 .5 1964 12.700

1/32 .0312 .0008 .794 17/32 .5312 .2217 13.494
3/64 .0469 .0017 1.191 35/64 .5469 .2349 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 .0767 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
15/32 .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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OPE RATO R’S

652 Oliver Street

H101360 T101360 ~eries

8’h Edition Part No. 60297-12

O 2005 bylycoming. All rights reserved.

For addition information:

through 5:00 PM Eastern Time (-5 GMT)

Visit us on the World Wide Web at:

June 2007 December 2009

Web Page; 3-38 2-7

3-8, 3-9, 3-11

1-5; Section 2 Index, 2-3, 2-8, 2-11; 3-5, 3-21, 3-41

o 02009 by Lycoming "All Rights Reserved"

detailed illustrations, this edition of the 0-360, H01360, 10-360, AIO-360,

HIO-360 _and TIG-360 Operator’s Manual, Lycoming Part Number

60297-12, is presented in art´• 8-172 x II inch format. This edition is a

complete manual, current as of the date ofissue. The manual incorporates

allpreviously issued revisions.

This manual will be kept current ~y revisions available from Lycomirtg

dislvi~utors Or from the factory. All revisions will be accompanied by an

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

Effective April 2007 Revision "N"

incorporate such alterations in engines or parts previously sold.

*Excluding 0-235 series cylinders.

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

E,fjcective March 2002 Revision "K"

ci~cl6k ~Y c~V cl~WQy dSH~h) c~coeb

WHAT LYCOMING PROMISES YOU

ci~QccQv d3~r rq~L)Ob 41~k ´•IO~QY

OWNERS, OPERATORS, AND MAINTENANCE PERSONNEL

NEGLECTING TO FOLLOW THE OPERATING INSTRUCTIONS AND TO CARRY OUT PERIODIC

SERVICE BULLETINS, INSTRUCTIONS, AND LETTERS

IMPORTANT SAFETY NOTICE

important to note that most Lycoming publications contain various Watnings

SECTION 1 DESCRIPTION 1-1

SECTION 2 SPECIFICATIONS 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

Valve Operating Mechanism 1-1

Connecting Rods 1-2

AeEessoly Housiag 1-2

Oil Sump 1-2

Cooling System 1-2

Induction System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2

Lubrication System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3

Priming System 9-3

Ignition System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3

Counterweight System 1-3

Model Application Table. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

Cooling System These

Induction System Lycoming 0-360 and MO-360 series

manual mixture control and an idle cut-off.

-AIA, -A2A, -A3A, -A4A S4LN-21 S4LN-20 MA-4-5

Models with counterclockwise rotation employ S4RN series.

-A4N 4251 4251 1 MA-4-5

-AIAD, -A3AD, -ASAD I D4LN-3021 MA-4-5

-A1A S4LN-200 S4LN-204 MA-4-5AA

-AIA, -BIA, -B1B S4LN-200 S4LN-200 i I RSA-SAB 1

-E1AD D4LN-3021 I RSA-SAB1