Operator s Manual Lycoming Operator Manual... · Operator s Manual Lycoming TO-360 Series Approved by FAA 2nd Edition Part No. 60297-20 652 Oliver Street Williamsport, PA. 17701 U.S.A

Operator�s Manual

Lycoming

TO-360 Series

Approved by FAA

2nd Edition Part No. 60297-20

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

January 2008

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TO-360 Series Operator�s Manual Lycoming Part Number: 60297-20

© 2008 by Lycoming. All rights reserved.Lycoming and �Powered by Lycoming� are trademarks or registered trademarks of Lycoming.

All brand and product names referenced in this publication are trademarks or registeredtrademarks of their respective companies.

For additional information:

Mailing address:

Lycoming Engines652 Oliver StreetWilliamsport, PA 17701 U.S.A.

Phone:

Factory: 570-323-6181Sales Department: 570-327-7268Fax: 570-327-7101

Lycoming�s regular business hours are Monday through Friday from 8:00 AMthrough 5:00 PM Eastern Time (-5 GMT)

Visit us on the World Wide Web at:http://www.lycoming.com

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 onhow to operate and maintain it. Such maintenance procedures that may be required in conjunction withperiodic inspections are also included. This manual is intended for use by owners, pilots and maintenancepersonnel responsible for care of Lycoming powered aircraft. Modifications and repair procedures arecontained 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 maintenance procedures can resultin poor engine performance and power loss. Also, if power and speed limitations specified in this manualare exceeded, for any reason; damage to the engine and personal injury can happen. Consult your localFAA approved maintenance facility.

SERVICE BULLETINS, INSTRUCTIONS, AND LETTERS

Although the information contained in this manual is up-to-date at time of publication, users are urged tokeep abreast of later information through Lycoming Service Bulletins, Instructions and Service Letterswhich are available from all Lycoming distributors or from the factory by subscription. Consult the latestrevision of Service Letter No. L114 for subscription information.

SPECIAL NOTE

The illustrations, pictures, and drawings shown in this publication are typical of the subject matter theyportray; in no instance are they to be interpreted as examples of any specific engine, equipment or partthereof.

iii


IMPORTANT SAFETY NOTICE

Proper service and repair is essential to increase the safe, reliable operation of all aircraft engines. Theservice procedures recommended by Lycoming are effective methods for performing service operations.Some of these service operations require the use of tools specially designed for the task. These special toolsmust be used when and as recommended.

It is important to note that most Lycoming publications contain various Warnings and Cautions whichmust be carefully read in order to minimize the risk of personal injury or the use of improper servicemethods that may damage the engine or render it unsafe.

It is also important to understand that these Warnings and Cautions are not all inclusive. Lycoming couldnot possibly know, evaluate or advise the service trade of all conceivable ways in which service might bedone or of the possible hazardous consequences that may be involved. Accordingly, anyone who uses aservice procedure must first satisfy themselves thoroughly that neither their safety nor aircraft safety will bejeopardized by the service procedure they select.

iv


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

v


Right Side View � TO-360-C

¾ Left Rear View � TO-360

vi


SECTION 1DESCRIPTION

Page

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

Cylinders....................................................................................................................................................... 1-1

Valve Operating Mechanism ...................................................................................................................... 1-1

Crankcase ..................................................................................................................................................... 1-1

Crankshaft .................................................................................................................................................... 1-1

Connecting Rods .......................................................................................................................................... 1-1

Pistons ........................................................................................................................................................... 1-1

Accessory Housing ....................................................................................................................................... 1-2

Oil Sump ....................................................................................................................................................... 1-2

Cooling System............................................................................................................................................. 1-2

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

Turbocharger System .................................................................................................................................. 1-2

Lubrication System...................................................................................................................................... 1-2

Priming System ............................................................................................................................................ 1-3

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

This Page Intentionally Left Blank.

LYCOMING OPERATOR�S MANUAL SECTION 1 TO-360 SERIES DESCRIPTION

SECTION 1

DESCRIPTION

The TO-360 series is a direct drive, four cylinder, carbureted, horizontally opposed, turbocharged, aircooled engine.

In referring to the location of the various engine components, the parts are described in their relationshipto the engine as installed in the airframe. Thus, the power take-off end is considered the front and theaccessory drive end the rear. The sump section is considered the bottom and the opposite side of the enginewhere the shroud tubes are located is the top. Reference to the left and right side is made with the observerfacing the rear of the engine. The cylinders are numbered from front to rear, odd numbers on the right, evennumbers on the left. The direction of rotation for accessory drives is determined with the observer facing thedrive pad. The direction of rotation of the crankshaft, viewed from the rear, is clockwise.

NOTE

The letter �D� used as the 4th or 5th character in the model suffix means that the basic modelhas the dual magnetos housed in a single housing.

Cylinders � The cylinders are of conventional air cooled construction with the two major parts, head andbarrel, screwed and shrunk together. The heads are made from an aluminum alloy casting with a fullymachined combustion chamber. Rocker shaft bearing supports are cast integral with the head along withhousings to form the rocker boxes for both valve rockers. The cylinder barrels, which are machined fromchrome nickel molybdenum steel forgings, have deep integral cooling fins and the inside of the barrels areground 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. Thevalve rockers are supported on full floating steel shafts. The valve springs bear against hardened steel seatsand are retained on the valve stems by means of split keys.

Crankcase � The crankcase assembly consists of two reinforced aluminum alloy castings fastened togetherby means of studs, bolts and nuts. The mating surfaces of the two castings are joined without the use of agasket, and the main bearing bores are machined for use of precision type main bearing inserts.

Crankshaft � The crankshaft is made from a chrome nickel molybdenum steel forging. All bearing journalsurfaces are nitrided.

Connecting Rods � The connecting rods are made in the form of �H� sections from alloy steel forgings. They have replaceable bearing inserts in the crankshaft ends and bronze bushings in the piston ends. Thebearing caps on the crankshaft ends are retained by two bolts and nuts through each cap.

Pistons � The pistons are machined from aluminum alloy. The piston pin is of the full floating type with aplug located in each end of the pin. Depending on the cylinder assembly, pistons may employ either halfwedge or full wedge rings. Consult the latest revision of Service Instruction No. 1037 for proper piston andring combinations.

1-1

SECTION 1 LYCOMING OPERATOR�S MANUAL DESCRIPTION TO-360 SERIES

Accessory Housing � The accessory housing is made from an aluminum casting and is fastened to the rear ofthe crankcase and the top rear of the sump. It forms a housing for the oil pump and the various accessorydrives.

Oil Sump � The sump incorporates an oil drain plug, oil suction screen, the intake riser and intake pipeconnections.

Cooling System � These engines are designed to be cooled by air pressure. Baffles are provided to build upair pressure and force the air through the cylinder fins. The air is then exhausted to the atmosphere throughgills or augmenter tubes usually located at the rear of the cowling.

Induction System � This engine employs Marvel-Schebler type HA-6 manual altitude mixture controlcarburetor.

Turbocharger System � A turbocharger is mounted as an integral part of the engine.

A manual controlled waste gate is provided with an adjustable linkage system between the carburetorthrottle and the waste gate. The engine is provided with a manifold pressure relief valve, which limits themanifold pressure, thus preventing the possibility of overboosting.

Lubrication System � The lubrication system is of the pressure wet sump type. The main bearings,connecting rod bearings, camshaft bearings, valve tappets, push rods and crankshaft idler gears arelubricated by means of oil collectors and spray. The oil pump, which is located in the accessory housing,draws oil through a drilled passage leading from the oil suction screen located in the sump. The oil from thepump then enters a drilled passage in the accessory housing, where a flexible line leads the oil to theexternal oil cooler. In the event that cold oil or an obstruction should restrict the flow of oil to the cooler, anoil cooler bypass valve is provided. Pressure oil from the cooler returns to a second threaded connection onthe accessory housing from which point a drilled passage conducts the oil to the oil pressure screen, whichis contained in a cast chamber located on the accessory housing below the tachometer drive.

The oil pressure screen is provided to filter from the oil any solid particles that may have passed throughthe suction screen in the sump. After being filtered in the pressure screen chamber, the oil is fed through thedrilled passage to the oil relief valve located in the upper right side of the crankcase in front of the accessoryhousing.

This relief valve regulates the engine oil pressure by allowing excessive oil to return to the sump, whilethe balance of the pressure oil is fed to the main oil gallery in the right half of the crankcase. During itstravel through the main gallery, the oil is distributed by means of separate drilled passages to the mainbearings of the crankshaft. Separate passages from the rear main bearings supply pressure oil to bothcrankshaft idler gears. Angular holes are drilled through the main bearings to the rod journals. Oil from themain oil gallery also flows to the cam and valve gear passages and is then conducted through branchpassages to the hydraulic tappets and camshaft bearings. Oil enters the tappets through indexing holes andtravels out through the hollow push rods to the valve mechanism, lubricating the valve rocker bearings andvalve stems. Residual oil from the bearings, accessory drives and the rocker boxes is returned by gravity tothe sump, where after passing through a screen it is again circulated through the engine. Pressure build-upwithin the crankcase is held to a minimum by means of a breather located on the accessory housing.

In addition the engines incorporate positive internal piston cooling provided by oil jets in the crankcase.The oil jet furnishes a spray of oil for the pistons.

1-2

LYCOMING OPERATOR�S MANUAL SECTION 1 TO-360 SERIES DESCRIPTION

Priming System � Provision for a primer system is provided on all engines employing a carburetor.

Ignition System � Dual ignition is furnished by Bendix Type D4LN-2021 magneto. The magnetoincorporates an integral feed thru capacitor and requires no external noise filter in the ground lead.

1-3



SECTION 2SPECIFICATIONS

Page

TO-360-C, -F Series ..................................................................................................................................... 2-1

Accessory Drive

Drive Ratio................................................................................................................................................. 2-1

Direction of Rotation ................................................................................................................................ 2-1

Standard Dry Weight .................................................................................................................................. 2-1


LYCOMING OPERATOR�S MANUAL SECTION 2 TO-360 SERIES SPECIFICATIONS

SECTION 2

SPECIFICATIONS

TO-360-C, -F SERIES

FAA Type Certificate ..............................................................................................................................E26EARated horsepower, RPM ................................................................................................................210 @ 2575*Performance cruise horsepower.......................................................................................... 157.5 @ 2400 RPMEconomy cruise horsepower ............................................................................................... 136.5 @ 2200 RPMBore, inches.................................................................................................................................................5.125Stroke, inches..............................................................................................................................................4.375Displacement, cubic inches............................................................................................................................361Compression ratio ....................................................................................................................................... 7.3:1Firing order ............................................................................................................................................. 1-3-2-4Spark occurs, degrees BTC............................................................................................................................20°Valve rocker clearance (hydraulic lifters collapsed) ........................................................................... .028-.080Prop. drive ratio ............................................................................................................................................. 1:1Prop. shaft rotation..............................................................................................................................Clockwise

* - Rated max. H. P. @ 42.0 inches of mercury.

Accessory Drive Drive Ratio *Direction of Rotation

Starter 16.556:1 CounterclockwiseAlternator 3.25:1 ClockwiseMagneto Drive 1.000:1 ClockwiseTachometer Drive 0.5:1 ClockwiseVacuum Pump Drive 1.300:1 CounterclockwiseHydraulic Pump Drive 1.300:1 ClockwisePropeller Governor .895:1 Clockwise

* - Facing drive pad.

Standard Engine Dry Weight

MODEL LBS.

TO-360-C1A6D, -F1A6D.........................................................................................................................374.00

The above weight includes carburetor, turbocharger, magneto, starter drive, starter, alternator drive,alternator, tachometer drive, ignition harness, spark plugs, fuel pump and oil filter.

2-1



SECTION 3OPERATING INSTRUCTIONS

Page

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

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

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

Ground Running and Warm-Up................................................................................................................ 3-2

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

Operation in Flight

Leaning Procedure.................................................................................................................................... 3-4

Use of Carburetor Heat Control.............................................................................................................. 3-5

Engine Flight Chart .................................................................................................................................. 3-7

Operating Conditions ............................................................................................................................... 3-8

Engine Shut Down Procedure.................................................................................................................. 3-9

Performance Curves ............................................................................................................................... 3-10


LYCOMING OPERATOR�S MANUAL SECTION 3 TO-360 SERIES OPERATING INSTRUCTIONS

SECTION 3

OPERATING INSTRUCTIONS

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

NOTE

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

New engines have been carefully run-in by Lycoming and therefore no further break-in is necessaryinsofar as operation is concerned; however, engines should be operated using multi-viscosity ashlessdispersant oil conforming to specification MIL-L-22851. Oil grades are listed in the flight chart, Part 9 ofthis section.

The minimum fuel octane rating is listed in the flight chart, Part 9 of this section. Under no circumstancesshould fuel of a lower octane rating or automotive fuel (regardless of octane rating) be used.

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

3. STARTING PROCEDURES.

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

a. Carbureted Engines (Cold).

(1) Perform pre-flight inspection.

(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�.

3-1

SECTION 3 LYCOMING OPERATOR�S MANUAL OPERATING INSTRUCTIONS TO-360 SERIES

(6) Turn boost pump on.

(7) Open throttle approximately ¼ travel.

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

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

(10) Engage starter.

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

(12) Check the oil pressure gauge. If minimum oil pressure is not indicated within thirty seconds, stopthe engine and determine the trouble.

NOTE

If engine fails to achieve a normal start, assume it to be flooded and use standard clearingprocedure, the repeat previous steps.

b. Carbureted Engines (Hot) � Proceed as outlined in preceding steps omitting step (8).

4. COLD WEATHER STARTING. In cold weather it is important to use the proper viscosity of engine oil. Italso may be necessary during extremely cold weather to preheat engine and oil before starting.

5. GROUND RUNNING AND WARM-UP.

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

NOTE

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

a. Head the aircraft into the wind.

b. Leave mixture in �Full Rich�.

c. Operate only with the propeller in minimum blade angle setting.

d. Warm up at approximately 1000-1200 RPM. Avoid prolonged idling and do not exceed 2200 RPM onthe ground.

e. The engine is warm enough for take-off when the throttle can be opened without the engine faltering.

3-2


6. GROUND CHECK.

a. Warm-up as directed above.

b. Check both oil pressure and oil temperature.

c. Leave mixture in �Full Rich�.

d. (Where applicable.) Move the propeller control through its complete range to check operation andreturn to full low pitch position. Full feathering check (twin engine) on the ground is notrecommended but the feathering action can be checked by running the engine between 1000-1500RPM, then momentarily pulling the propeller control into the feathering position. Do not allow theRPM to drop more than 500 RPM.

e. A proper magneto check is important. Factors other than the ignition system affect magneto drop-off.They are load-power output, propeller pitch and mixture strength. The important thing is that theengine runs smoothly because magneto drop-off is affected by the variables listed above. Make themagneto check in accordance with the following procedure.

(1) Controllable Pitch Propeller � With propeller in minimum pitch angle, set the engine to produce50-65% power as indicated by the manifold pressure gauge. Mixture control should be in the fullrich position. At these settings the ignition system and spark plugs must work harder because ofthe greater pressure within the cylinders. Under these conditions ignition problems, if they exist,will occur. Magneto checks at low power settings will only indicate fuel-air distribution quality.

NOTE

Aircraft that are equipped with fixed pitch propellers, or not equipped with manifoldpressure gauge, may check magneto drop-off with engine operating at a maximum of2000/2100 RPM.

(2) Switch from both magnetos to one and note drop-off, return to both until engine regains speed andswitch to the other magneto and note drop-off, then return to both. Drop-off should not exceed 175RPM and should not exceed 50 RPM between magnetos. A smooth drop-off past normal is usuallya sign of a too lean or too rich mixture.

f. Do not operate on a single magneto for longer than 10 seconds. This is sufficient time to checkmagneto drop-off and will minimize plug fouling.

7. OPERATION IN FLIGHT.

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

b. Fuel Mixture Leaning Procedure.

Improper fuel/air mixture during flight is responsible for many engine problems, particularly duringtake-off and climb power settings. The procedures described in this manual provide proper fuel/airmixture when leaning Lycoming engines; they have proven to be both economical and practical byeliminating excessive fuel consumption and reducing damaged parts replacement. It is thereforerecommended that operators of all Lycoming aircraft power-plants utilize the instructions in thispublication any time the fuel/air mixture is adjusted during flight.

3-3


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

GENERAL RULES

Never exceed the maximum red line cylinder head temperature limit.

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

Maintain mixture control in �Full Rich� position for rated take-off, climb and maximum cruise powers(above approximately 75%). However, during take-off from high elevation airport or during climb,roughness or loss of power may result from over-richness. In such a case adjust mixture control onlyenough to obtain smooth operation � not for economy. Observe instruments for temperature rise. Roughoperation due to over-rich fuel/air mixture is most likely to be encountered in carbureted engines at altitudeabove 5,000 feet.

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

Operate the engine at maximum power mixture for performance cruise powers and at best economymixture for economy cruise power, unless otherwise specified in the airplane owners manual.

During let-down flight operations it may be necessary to manually lean uncompensated carburetedengines to obtain smooth operation.

On Rajay turbocharged engines do not exceed 1725°F turbine inlet temperature (TIT).

1. LEANING TO TURBINE INLET TEMPERATURE GAUGE.

a. Turbocharged Engines.

(1) Best Economy Cruise � Lean to peak turbine inlet temperature (TIT) or 1725°F, whichever occursfirst.

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

(a) Establish a peak TIT for best economy operation at the highest economy cruise power withoutexceeding 1725°F TIT.

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

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

3-4


(d) Lean out mixture until TIT is the value established in Step (b). This sets the mixture at bestpower.

NOTE

For maximum turbocharger lift it is recommended that turbine inlet temperature be held toobserved 1700°F or less.

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 WITH MANUAL MIXTURE CONTROL (Economy Cruise, 75% power or less withoutflowmeter or TIT gauge).

(a) Carbureted Engines.

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

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

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

As shown in Figure 3-1, if engine speed and throttle setting are kept constant at normal cruise conditions,the affect of leaning on engine power and engine temperatures will be as shown. Power drops rapidly whenthe engine is leaned beyond peak exhaust gas temperature; also, best power is attained on the rich side ofpeak exhaust gas temperature.

8. USE OF CARBURETOR HEAT CONTROL. Under certain moist atmospheric conditions when therelative humidity is more than 50%, and a temperature of 20° to 90°, it is possible for ice to form in theinduction system, even in summer weather. This is due to the absorption of heat from this air byvaporization of the fuel. The temperature in the mixture chamber may drop as much as 70°F below thetemperature of the incoming air. If this air contains a large amount of moisture, the cooling process cancause precipitation in the form of ice. Ice formation generally begins in the vicinity of the butterfly and maybuild up to such an extent that a drop in manifold pressure in installations equipped with constant speedpropellers and a drop in manifold pressure and RPM in installations equipped with fixed pitch propellers. Ifnot corrected, this condition may cause complete engine stoppage.

The above condition does not apply to the turbocharged engine power setting at cruise or above. Theturbocharger will supply sufficient heat to prevent ice formation in the vicinity of the butterfly. Althoughduring let down, low power, landing approach, it is possible for ice to form. If icing condition occurs duringthis power setting it will be necessary to use carburetor heat or alternate air as applicable. After alternate airis applied and icing is still evident, it will be necessary to apply power to heat turbocharger to relieve theicing conditions.

a. To avoid this, all installations are equipped with a carburetor air heating system capable ofmaintaining above freezing temperatures throughout the entire induction system. A simple exhaust/airheat exchanger or alternate air inlet is used for this purpose.

3-5


Figure 3-1. Representative Effect of Leaning on Cylinder Head Temperature,TIT (Turbine Inlet Temperature), Engine Power and Specific Fuel Consumption

at Constant Engine RPM and Manifold Pressure

3-6


Since an increase in induction air temperature results in a loss in power (about 1% for each 10°Fincrease in air temperature) it is desirable to use carburetor heat only as required to prevent oreliminate ice. The following outline indicates the factors to be considered for proper use of carburetorheat.

(1) Ground Operation � Use of the carburetor air heat on the ground should be held to a minimum.On some installations the air does not pass through the air filter, and dirt and foreign substancescan be taken into the engine with resultant cylinder and piston ring wear. In dirt and dust free areascarburetor air heat should be used on the ground to make certain it is functioning properly, orwhen carburetor icing conditions require it.

(2) Take-Off � Take-offs and full throttle operation should be made with carburetor heat in full coldposition. The possibility of throttle icing at wide throttle openings is very remote, so remote infact, that it can be disregarded.

(3) Climbing � When climbing at part throttle power settings of 80% or above, the carburetor heat oralternate air, as applicable, control should be set in the full cold position; however, if it isnecessary to use carburetor heat to prevent icing, it is possible for engine roughness to occur dueto the over-rich fuel-air mixture produced by the additional carburetor heat. When this happens,carefully lean the mixture with the mixture control only enough to produce smooth engineoperation. Do not continue to use carburetor heat after flight is out of icing conditions, and adjustmixture according to percent of power and altitude.

(4) Flight Operation � During normal flight, leave the carburetor air heat control in the cold position.On damp, cloudy, foggy, or hazy days, regardless of the outside air temperatures look out for lossof 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 thishappens, apply full carburetor air heat and increase the throttle, if available to compensate forpower loss. This will result in a slight additional drop in manifold pressure, which is normal, andthis drop will be regained as the ice is melted out of the induction system. When ice has beenmelted from the induction system, heat should be used as long as known or suspected icing exists.Only in those aircraft equipped with a carburetor air temperature gauge may partial heat be used tokeep the mixture temperature above freezing point (32°F). Be alert to the threat of carburetor icingduring reduced power operation on or above water.

(5) Landing Approach � In making a landing approach, the carburetor heat should usually be in the�Full Cold� position. However, if icing conditions are known or suspected, �Full Heat� should be applied. In the case that full power need be applied under these conditions, as for an abortedlanding, the carburetor heat should be returned to �Full Cold� after full power application. See theaircraft flight manual for specific instructions. There is no objection to the use of carburetor heatduring landing approach provided that on a go-around, or touch-and-go landing, the carburetorheat is returned promptly to the cold position.

9. ENGINE FLIGHT CHART.

Model *Aviation Grade Fuel

TO-360-C1A6D, -F1A6D 100/130 octane minimum

NOTE: Aviation grade 100LL fuels in which the lead content is limited to 2 c.c. per gal. are approved forcontinuous use in the above listed engines.

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

3-7


ALL MODELS

*Recommended Grade Oil

MIL-L-22851Average Ashless Dispersant

Ambient Air Grades

Above 60°F SAE 50 or SAE 6030°F to 90°F SAE 50

0°F to 70°F SAE 40Below 10°F SAE 30

* - Refer to the latest revision of Service Instruction No. 1014 for complete lubricating oilrecommendations.

Oil Sump Capacity.........................................................................................................................8 U.S. QuartsMinimum Safety Quantity in Sump...............................................................................................2 U.S. Quarts

OPERATING CONDITIONS

AverageAmbient Air Desired Maximum

Above 60°F30°F to 90°F

0°F to 70°FBelow 10°F

180°F (82°C)180°F (82°C)170°F (77°C)160°F (71°C)

245°F (118°C)245°F (118°C)225°F (107°C)210°F ( 99°C)

Oil Pressure, psi Maximum Minimum Idling

Normal operating 95 50 25Start and Warm-Up 115

Fuel Pressure, psi Max. Min.

TO-360-C1A6D, -F1A6DInlet to fuel pumpInlet to carburetor

3030

-2.015

3-8


TIO-540-C1A6D, -F1A6D

Operation RPM HP

FuelCons.

Gal./Hr.

Max.Oil Cons.Qts./Hr.

*Max.Cyl. Head

Temp.

Normal RatedPerformance Cruise

(75% Rated)Economy Cruise

(65% Rated)

2575

2400

2200

210

157.5

136.5

-----

13.2

10.2

0.93

0.53

0.46

475°F

475°F

475°F

* - At Bayonet Location � For maximum service life of the engine maintain cylinder head temperaturesbetween 150°F and 435°F during continuous operation.

10. ENGINE SHUT-DOWN.

a. Set propeller at minimum blade angle (where applicable).

b. Idle engine until there is a decided decrease in cylinder head temperature.

c. Move mixture control to �Idle Cut-Off�.

d. When engine stops, turn ignition switch off.

3-9


Figure 3-2. Fuel Flow vs Percent Rated Power � TO-360-C, -F Series

3-10


Figure 3-3. Sea Level and Altitude Performance � TO-360-C, -F Series � Sheet 1 of 3

3-11


Figure 3-4. Sea Level and Altitude Performance � TO-360-C, -F Series � Sheet 2 of 3

3-12


Figure 3-5. Sea Level and Altitude Performance � TO-360-C, - F Series � Sheet 3 of 3

3-13



SECTION 4PERIODIC INSPECTIONS

Page

General.......................................................................................................................................................... 4-1

Pre-Starting Inspection ............................................................................................................................... 4-1

Daily Pre-Flight............................................................................................................................................ 4-2

25-Hour Inspection ...................................................................................................................................... 4-2

50-Hour Inspection ...................................................................................................................................... 4-2

100-Hour Inspection .................................................................................................................................... 4-4

400-Hour Inspection .................................................................................................................................... 4-5

Non-Scheduled Inspections ......................................................................................................................... 4-5


LYCOMING OPERATOR�S MANUAL SECTION 4 TO-360 SERIES PERIODIC INSPECTIONS

SECTION 4

PERIODIC INSPECTIONS

NOTE

Perhaps no other factor is quite so important to safety and durability of the aircraft and itscomponents as faithful and diligent attention to regular checks for minor troubles andprompt repair when they are found.

The operator should bear in mind that the items listed in the following pages do notconstitute a complete aircraft inspection, but are meant for the engine only. Consult theairframe manufacturer�s handbook for additional instructions.

Pre-Starting Inspection � The daily pre-flight inspection is a check of the aircraft prior to the first flight ofthe day. This inspection is to determine the general condition of the aircraft and engine.

The importance of proper pre-flight inspection cannot be over emphasized. Statistics prove that severalhundred accidents occur yearly which are directly attributable to poor pre-flight inspection.

Among the major causes of poor pre-flight inspection are lack of concentration, reluctance toacknowledge the need for a check list, and carelessness bred by familiarity and haste.

4-1

SECTION 4 LYCOMING OPERATOR�S MANUAL PERIODIC INSPECTIONS TO-360 SERIES

1. DAILY PRE-FLIGHT.

a. Engine.

(1) Be sure all switches are in the �off� position.

(2) Be sure magneto ground wires are connected.

(3) Check oil level.

(4) See that fuel tanks are full.

(5) Check fuel and oil line connections; note minor indications for repair at 50-hour inspection. Repairany major 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 orreplacement should be made before the aircraft is flown.

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

(9) Induction system air filter should be inspected and serviced in accordance with the airframemanufacturer�s recommendations.

b. Turbocharger.

(1) Inspect mounting and connections of the turbocharger for security, lubricant or oil leakage.

(2) Check engine crankcase breather for restrictions.

2. 25-HOUR INSPECTION. After the first twenty-five hours operating time, new, remanufactured or newlyoverhauled engines should undergo a 50-hour inspection including draining and renewing lubricating oil. Ifthe engine does not have a full-flow oil filter the oil must be changed every 25 hours.

3. 50-HOUR INSPECTION. In addition to the items listed for daily pre-flight inspection, the followingmaintenance checks should be made after every 50 hours of operation.

a. Ignition System.

(1) If fouling of spark plugs has been apparent, rotate bottom plugs to top position.

(2) Examine spark plug leads of cable and ceramics for corrosion and deposits. This condition isevidence of either leaking spark plugs, improper cleaning of the spark plug walls or connectorends. Where this condition is found, clean the cable ends, spark plugs walls and ceramics with adry, clean cloth or a clean cloth moistened with methyl-ethyl-ketone. All parts should be clean anddry before reassembly.

(3) Check ignition harness for security of mounting clamps and be sure connections are tight at sparkplug and magneto terminals.

4-2


b. Fuel and Induction System � Check the primer lines (where applicable) for leaks and security of theclamps, remove and clean the fuel inlet strainers. Check the mixture control and throttle linkage fortravel, freedom of movement, security of the clamps and lubricate if necessary. Check the air intakeducts for leaks, security, filter damage; evidence of dust or other solid material in the ducts isindicative of inadequate filter care or damaged filter. Check vent lines for evidence of fuel or oilseepage; if present, fuel pump may require replacement. Check throttle body attaching screws fortightness. The correct torque for these screws is 25 to 35 in.-lbs.

c. Lubrication System.

(1) Remove oil suction and oil pressure screens and check carefully for presence of metal particlesthat are indicative of internal engine damage.

(2) Replace external full flow oil filter element. Before disposing of used element, check interior foldsfor traces of metal particles that might be evidence of internal engine damage.

(3) Drain and renew lubricating oil.

(4) Check oil lines and oil cooler for leaks (particularly at connections), for security of anchorage, forwear due to rubbing or vibration, and for dents and cracks.

d. Exhaust System � Check attaching flanges at exhaust ports on cylinder for evidence of leakage. If theyare 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 baffles for damage and secure anchorage. Any damaged ormissing part of the cooling system must be repaired or replaced before the aircraft resumes operation.

f. Cylinders � Check rocker box covers for evidence of oil leaks. If found, replace gasket and tightenscrews 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 bedetermined and corrected before the aircraft resumes operation.

Heavy discoloration and appearance of seepage at cylinder head and barrel attachment area isusually due to emission of thread lubricant used during assembly of the barrel at the factory, or byslight gas leakage which stops after the cylinder has been in service for awhile. This condition isneither harmful nor detrimental to engine performance and operation. If it can be proven that leakageexceeds these conditions, the cylinder should be replaced.

g. Turbocharger � All fluid power lines and mounting brackets incorporated in turbocharger systemshould be checked for leaks, tightness and any damage that may cause a restriction.

Check for accumulation of dirt or other interference with the linkage which may impair operation ofturbocharger. Clean or correct cause of interference.

Check manual controlled wastegate linkage for freedom of movement.

4-3

SECTION 4 LYCOMING OPERATOR�S MANUAL PERIODIC INSPECTIONS TO-360 SERIES

4. 100-HOUR INSPECTION. In addition to the items listed for daily pre-flight and 50-hour inspection, thefollowing maintenance checks should be made after every one hundred hours of operation.

a. Electrical System.

(1) Check all wiring connected to the engine or accessories. Any shielded cables that are damagedshould be replaced. Replace clamps or loose wires and check terminals for security andcleanliness.

(2) Remove spark plugs; test, clean and regap. Replace if necessary.

b. Magnetos � Check breaker points for pitting and minimum gap. Check for excessive oil in the breakercompartment; if found, wipe dry with a clean line free cloth. The felt located at the breaker pointsshould 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.

c. Engine Accessories � Engine mounted accessories such as pumps, temperature and pressure sensingunits should be checked for secure mounting and tight connections.

d. Cylinders � Check cylinders visually for cracked or broken fins.

e. Engine Mounts � Check engine mounting bolts and bushings for security and excessive wear. Replaceany bushings that are excessively worn.

f. Primer Nozzles � If primer system is used for thermal shocking, disconnect primer nozzles andascertain that fuel flow is nearly equal at all nozzles.

g. Turbocharger � Inspect all air ducting and connections in turbocharger system for leaks. Makeinspection both with engine shut down and with engine running. Check at manifold connections toturbine 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 IFAIR CLEANER IS NOT FILTERING EFFICIENTLY. DUST LEAKING INTO AIR DUCTINGCAN DAMAGE TURBOCHARGER AND ENGINE.

Check for dirt or dust build-up within the turbocharger. Check for uneven deposits on the impeller.Consult Rajay maintenance and overhaul manual no. 3F581 for method to remove all such foreignmatter.

Check the condition of the flexible hoses in the turbocharger system. Stiffness of the hose isindicative of deterioration and if this condition is noted the hose should be replaced before furtherflight.

Inspect the turbocharger center section clamp to be sure it is secure and properly torqued. The torqueof the self-locking nut is 15-20 in.-lbs. After retorqeing, tap lightly around the circumference toposition the clamp. Recheck the torque.

4-4


5. 400-HOUR INSPECTION. In addition to the items listed for daily pre-flight, 50-hour and 100-hourinspections, 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 areclosed. 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 beremoved (including the piston and connecting rod assembly) and inspected for further damage. Replace anyparts that do not conform with limits shown in the latest revision for Table of Limits Publication No. SSP-1776.

6. NON-SCHEDULED INSPECTIONS. Occasionally, service bulletins or service instructions are issued byLycoming that require inspection procedures that are not listed in this manual. Such publications, usuallyare limited to specified engine models and become obsolete after corrective modification has beenaccomplished. All such publications are available from Lycoming distributors, or from the factory bysubscription. 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 5MAINTENANCE PROCEDURES

Page

General.......................................................................................................................................................... 5-1

Ignition and Electrical System

Ignition Harness and Wire Replacement................................................................................................ 5-1

Timing Magnetos to Engine ..................................................................................................................... 5-1

Internal Timing � Dual Magnetos ........................................................................................................... 5-3

Generator or Alternator Output ............................................................................................................. 5-4

Fuel System

Repair of Fuel Leaks................................................................................................................................. 5-4

Carburetor Inlet Screen Assembly.......................................................................................................... 5-4

Fuel Grades and Limitations ................................................................................................................... 5-4

Air Intake Ducts and Filter...................................................................................................................... 5-5

Idle Speed and Mixture Adjustment ....................................................................................................... 5-5

Lubrication System

Oil Grades and Limitations...................................................................................................................... 5-5

Oil Relief Valve ........................................................................................................................................ 5-5

Cylinders....................................................................................................................................................... 5-6

Alternator Drive Belt Tension .................................................................................................................... 5-8

Turbocharger ............................................................................................................................................... 5-8


LYCOMING OPERATOR�S MANUAL SECTION 5 TO-360 SERIES MAINTENANCE PROCEDURES

SECTION 5

MAINTENANCE PROCEDURES

The procedures described in this section are provided to guide and instruct personnel in performing suchmaintenance operations that may be required in conjunction with the periodic inspections listed in thepreceding section. No attempt is made to include repair and replacement operations that will be found in theapplicable Lycoming Overhaul Manual.

1. IGNITION AND ELECTRICAL SYSTEM.

a. Ignition Harness and Wire Replacement � In the event that an ignition harness or an individual lead isto be replaced, consult the wiring diagram to be sure harness is correctly installed. Mark location ofclamps and clips to be certain the replacement is clamped at correct locations.

b. Timing Magnetos to the Engine � Magnetos are timed to the engine in the following manner:

(1) Remove the spark plug from No. 1 cylinder and place a thumb over the spark plug hole. Rotate thecrankshaft in direction of normal rotation until the compression stroke is reached; this is indicatedby a positive pressure inside the cylinder tending to push the thumb off the spark plug hole.Continue rotating the crankshaft in direction of normal rotation until the advance timing mark onthe front face of the starter ring gear is in exact alignment with the small hole located at the twoo�clock position on the front face of the starter housing. (Starter ring gear may be marked at 20°and 25°. Consult engine specifications, or nameplate, for correct timing mark for yourinstallation.) At this point the engine is ready for the assembly of the magneto.

NOTE

If the crankshaft is accidentally turned in the direction opposite normal rotation, repeat theabove procedure as accumulated backlash will make the final timing incorrect.

(2) Dual Magnetos � Place the engine in the no. 1 advance firing position as directed in paragraph1.b.(1).

WARNING

DO NOT ATTACH HARNESS SPARK PLUG ENDS TO SPARK PLUGS UNTIL ALLMAGNETO-TO-ENGINE TIMING PROCEDURES AND MAGNETO-TO-SWITCHCONNECTIONS ARE ENTIRELY COMPLETED.

(3) Install the magneto-to-engine gasket on the magneto flange.

(4) Remove the engine-to-magneto drive gear train backlash by turning engine in reverse rotation onehalf revolution. In the direction of normal rotation return engine to timing mark as described inparagraph 1.b.(1).

(5) Remove the timing window plug from the most convenient side of the magneto housing and theplug from the rotor viewing location in the center of the housing.

5-1

SECTION 5 LYCOMING OPERATOR�S MANUAL MAINTENANCE PROCEDURES TO-360 SERIES

Figure 5-1. Ignition Wiring Diagram

(6) Turn the rotating magnet drive shaft in the normal direction of magneto rotation until the paintedtooth of the large distributor gear is centered in the timing hole.

(7) Observe that at this time the built in pointer just ahead of the rotor viewing window aligns with theR or L mark on the rotor depending on whether the magneto is of right or left hand rotation asspecified on the magneto nameplate.

(8) Hold the magneto in its no. 1 firing position (tooth in window center and pointer over R or L markon rotor) and install magneto to the engine and loosely clamp in position with the magnetosecuring clamp finger tight.

(9) To facilitate connection of a timing light to the switch terminals, it is recommended that shortadapter leads be fabricated. These can be made by using two ground terminal lead kits and twoshort pieces of insulated wire. Install the fabricated adapter leads in the switch outlet terminals ofthe cover.

5-2


(10) Attach red lead from the timing light to left switch adapter lead, green lead of timing light to rightswitch adapter lead and the black lead of the light to magneto housing.

(11) Turn the entire magneto in direction of rotor rotation until the red timing light comes on.

(12) Rotate the magneto in the opposite direction until the red light just goes off indicating left mainbreaker has opened. Then evenly tighten the magneto mounting clamps.

(13) Back the crankshaft up approximately 10° and then carefully �bump� the crankshaft forward at the same time observing the timing lights.

(14) At the No. 1 firing position of the engine, the red light should go off indicating left main breakeropening. The right main breaker, monitored by the green light, must open within ± 2 enginedegrees of the no. 1 firing position.

(15) Repeat steps (11) thru (13) until the condition described in paragraph (14) is obtained.

(16) Complete tightening of the magneto securing clamps by torqueing accordingly to 150 in.-lbs.

(17) Recheck timing once more and if satisfactory disconnect timing light. Remove adapter leads.

(18) Reinstall plugs in timing inspection holes and torque to 12-15 in.-lbs.

NOTE

Some timing lights operate in the reverse manner as described. The light comes on when thebreaker points open. Check your timing light instructions.

c. Internal Timing � Dual Magnetos � Check the magneto internal timing and breaker synchronization inthe following manner.

(1) Main Breakers � Connect the timing light negative lead to any unpainted surface of the magneto.Connect one positive lead to the left main breaker terminal and the second positive lead to theright main breaker terminal.

(2) Back the engine up a few degrees and again bump forward toward number one cylinder firingposition while observing timing lights. Both lights should go out to indicate opening of the mainbreakers, 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 to 25 in.-lbs.

(3) Retard Breaker � Remove timing light leads from the main breaker terminals. Attach one positivelead 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 firingposition until pointer is aligned with 15° retard timing mark. See Figure 5-2. Retard breakershould just open at this position.

5-3


Figure 5-2. Timing Marks on Rotating Magnet

(5) If retard timing is not correct, loosen cam securing screw and turn the retard breaker cam asrequired to make breaker open per paragraph c(4). Retorque cam screw to 16 to 20 in.-lbs.

(6) Observe that tachometer breaker is opened by the cam lobe. No synchronization of this breaker isrequired.

(7) Check action of impulse coupling (D-2000 series only). With the ignition switch off observebreaker cam end of rotor while manually cranking engine through a firing sequence. Rotor shouldalternately stop and then (with an audible snap) be rotated rapidly through a retard firing position.

d. Generator or Alternator Output � The generator or alternator (whichever is applicable) should bechecked to determine that the specified voltage and current are being obtained.

2. FUEL SYSTEM.

a. Repair of Fuel Leaks � In the event a line or fitting in the fuel system is replaced, only a fuel solublelubricant, such as clean engine oil or Loctite Hydraulic Sealant may be used. Do not use any otherform of thread compound.

b. Carburetor Inlet Screen Assembly � Remove the assembly and check the screen for distortion oropenings in the strainer. Replace for either of these conditions. Clean screen assembly in solvent anddry with compressed air. To install the screen assembly, place the gasket on the screen assembly andinstall the assembly in the throttle body and tighten to 35 � 40 in.-lbs.

c. Fuel Grades and Limitations � See recommended fuel grades on page 3-7.

In the event that the specified fuel is not available at some locations, it is permissible to use higheroctane fuel. Fuel of a lower octane than specified is not to be used. Under no circumstances shouldautomotive fuel be used (regardless of octane rating).

5-4


NOTE

It is recommended that personnel be familiar with the latest revision of Service InstructionNo. 1070 regarding specified fuel for Lycoming engines.

d. Air Intake Ducts and Filter � Check all air intake ducts for dirt or restrictions. Inspect and service airfilters as instructed in the airframe manufacturer�s handbook.

e. Idle Speed and Mixture Adjustment �

(1) Start the engine and warm up in the usual manner until oil and cylinder head temperatures arenormal.

(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 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 duringthe 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 than50 RPM while �leaning out� indicates an excessively rich idle mixture. An immediate decrease inRPM (if not preceded by a momentary increase) indicates the idle mixture is too lean.

If the above indicates that the idle adjustment is too rich or too lean, turn the idle mixtureadjustment in the direction required for correction, and check this new position by repeating theabove procedure. Make additional adjustments as necessary until a check results in a momentarypick-up of approximately 50 RPM. Each time the adjustment is changed, the engine should be runup to 2000 RPM to clear the engine before proceeding with the RPM check. Make finaladjustment of the idle speed adjustment to obtain the desired idling RPM with closed throttle. Theabove 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 linkagewould cause erratic idling. In all cases, allowance should be made for the effect of weatherconditions and field altitude upon idling adjustment.

3. LUBRICATION SYSTEM.

a. Oil Grades and Limitations � Service the engine in accordance with the recommended grade oil asspecified in Section 3, item 9, page 3-8.

b. Oil Relief Valve (Non-Adjustable) � The function of the oil pressure relief valve is to maintain engineoil pressure within specified limits. The valve, although not adjustable, may be controlled by theaddition of a maximum of nine STD-425 washers under the cap to increase pressure or the use of aspacer (Lycoming P/N 73629 or 73630) to decrease pressure. A modification on later models haseliminated the need for the spacers. Particles of metal or other foreign matter lodged between the balland seat will result in faulty readings. It is advisable, therefore, to disassemble, inspect and clean thevalve if excessive pressure fluctuations are noted.

5-5


c. Oil Relief Valve (Adjustable) � The adjustable oil relief valve enables the operator to maintain engineoil pressure within the specified limits. If the pressure under normal operating conditions shouldconsistently exceed the maximum or minimum specified limits, adjust the valve as follows.

With the engine warmed up and running at approximately 2000 RPM, observe the reading on the oilpressure gauge. If the pressure is above maximum or below minimum specified limits, stop the engineand screw the adjusting screw out to decrease pressure or in to increase pressure. Depending oninstallation, 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 turned with eithera screw driver or a box wrench.

4. CYLINDERS. It is recommended as a field operation, that cylinder maintenance be confined to thereplacement of the entire cylinder assembly. For valve replacement consult the proper overhaul manual.This should be undertaken only as an emergency measure.

a. Removal of Cylinder Assembly.

(1) Remove exhaust manifold.

(2) Remove rocker box drain tube, baffle, intake pipes, and any clips that might interfere with theremoval of the cylinder assembly.

(3) Disconnect ignition cable and remove the bottom spark plug.

(4) Rotate crankshaft until piston is approximately at top center of the compression stroke. This isindicated by a positive pressure inside of cylinder tending to push thumb off of bottom spark plughole.

(5) Remove the rocker box cover, remove the valve rocker arms by sliding the valve rocker shaft justenough to release the rocker arms. The valve rocker shaft can be removed from cylinder head afterthe assembly is removed from engine.

(6) Remove push rods by grasping ball end and pulling rod out of shroud tube. Remove rotator capfrom valve stem. Remove shroud tube from cylinder.

(7) Remove the hydraulic tappets from the crankcase.

NOTE

The hydraulic tappets, push rod, rocker arms must be assembled in the same location fromwhich they were removed.

(8) Remove the cylinder base nuts. Remove the cylinder by pulling directly away from crankcase. Becareful not to allow the connecting rod and piston to drop against the crankcase as the cylinder isremoved.

b. Removal of Piston from Connecting Rod � Remove the piston pin plugs. Insert the piston pin pullerthrough piston pin, assemble the puller nut; then proceed to remove the piston pin. Do not allow theconnecting rod to rest on the cylinder bore of the crankcase. Support the connecting rod with heavyrubber band, discarded cylinder base oil ring seals or any other non-marring method.

5-6


c. Removal of Hydraulic Tappet Sockets and Plunger Assembly � It will be necessary to remove andbleed the hydraulic plunger assembly so that the dry tappet clearance can be checked when thecylinder assembly is reinstated.

(1) Remove the hydraulic tappet socket by inserting the forefinger into the concave end of the socketand withdrawing. If the socket cannot be removed in this manner, it may be removed by graspingthe edge of the socket with a pair of needle no

(2) se pliers. Care must be taken to avoid scratching the surface of the socket.

(3) The removal of the hydraulic tappet plunger assembly can be accomplished by the use of thespecial Lycoming service tool (64941). In the event that the tool is not available, the hydraulictappet plunger assembly may be removed by a hook bent in the end of a short piece of lockwire.Insert hook under edge of plunger assembly and draw the plunger assembly out of tappet body.

CAUTION

NEVER USE A MAGNET TO REMOVE THE HYDRAULIC PLUNGER FROM THETAPPET BODY IN THE CRANKCASE. THIS CAN CAUSE THE BALL CHECK TOREMAIN OFF ITS SEAT, RENDERING THE UNIT INOPERATIVE.

d. Assembly of Hydraulic Tappet Plunger Assembly � To assemble the hydraulic unit, unseat the ballcheck by inserting a thin clean wire through the oil inlet hole. With the check ball of its seat, insert theplunger and twist clockwise so that the spring catches. All oil must be removed before the plunger isinserted.

e. Assembly of Cylinder and Related Parts � Rotate the crankshaft in direction of rotation until theconnecting rod is at top center of the compression stroke. This can be checked by placing two fingerson the intake and exhaust tappet body. Rock the crankshaft back and forth over top center. If thetappet bodies do not move the crankshaft is on the compression stroke.

(1) Clean the oil from the inside of tappet body and place each hydraulic plunger unit in its respectivetappet body and assemble the socket on the plunger assembly.

(2) Assemble the piston with rings on connecting rod with the number stamped on piston pin bosstoward the front of engine. The piston pin should be a hand push fit. If trouble is encountered ininserting the piston pin it is probably caused by carbon or burrs in the piston pin hole. Duringassembly, always use a generous amount of oil both in the piston pin hole and on the piston pin.

(3) Assemble one piston pin plug at each end of piston pin and place a new cylinder base oil sealaround the cylinder skirt. Coat the piston and ring and the inside of the cylinder barrel with agenerous amount of oil.

(4) Using a piston ring compressor, assemble the cylinder over the piston so that the intake port is atthe bottom of the engine. Push the cylinder all the way on catching the ring compressor as it ispushed off.

NOTE

Before installing cylinder base nuts lubricate the crankcase stud threads with any one of thefollowing lubricants or combination of lubricants.1. 90% SAE 50W engine oil and 10% STP.2. Parker Thread Lube.3. 60% SAE 30 engine oil and 40% Parker Thread Lube.

5-7


(5) Assemble cylinder base nuts and tighten as directed.

NOTE

At any time a cylinder is replaced it is necessary to retorque the thru-studs of the oppositecylinder.

(a) Tighten the cylinder base nuts to 300 in.-lbs. torque beginning with the top left and proceedingclockwise. In the same sequence tighten the ½ inch cylinder base nuts to 600 in.-lbs. torque.

(b) Tighten the 3/8 cylinder base nuts to 300 in.-lbs. torque. Sequence of tightening is optional.

(c) As a final check, hold the torque wrench on each nut for about 5 seconds. If nut does not turnit may be presumed to be tightened to the proper torque.

CAUTION

AFTER ALL CYLINDER BASE NUTS HAVE BEEN TIGHTENED, REMOVE ANY NICKSFROM THE CYLINDER FINS BY FILING OR BURRING.

(6) Install new shroud tube oil seals on both ends of shroud tube. Install shroud tube and lock in placeas required for the type of cylinder.

(7) Assemble each push rod in its respective shroud tube and assemble each rocker arm in itsrespective position by placing rocker between bosses and sliding valve rocker shaft in place toretain the rocker. Before installing exhaust valve rocker, place rotator cap over end of exhaustvalve stem.

(8) Be sure that the piston is at top center of the compression stroke and that both valves are closed.Check the dry tappet clearance between the valve stem tip and the rocker arms. With the thumbpush down on the valve rocker directly over the push rod. Measure the clearance between thevalve rocker and the valve stem. The clearance should be as stated in Section 2, Specifications,Page 2-1. If the clearance does not come within the limits, remove the push rod and insert a longeror shorter push rod, as required to correct clearance.

NOTE

A longer push rod will decrease the valve clearance.

(9) Install inter cylinder baffles, rocker box, cover, intake pipes, rocker box drain tubes, and exhaustmanifold.

5. ALTERNATOR DRIVE BELT TENSION. Check the tension of a new belt 25 hours after installation. Referto latest revision of Service Instruction No. 1129 for methods of checking alternator drive belt tension.

6. TURBOCHARGER.

a. Wastegate � The manual wastegate is controlled by a flexible linkage between the carburetor throttlearm and wastegate.

5-8


To set the linkage:

(1) Place the thickness gauge .005 to .015 between butterfly and housing in the closed position.

(2) Set carburetor in full throttle position.

(3) Adjust the linkage until the wastegate control arm is against its full closed stop.

5-9



SECTION 6TROUBLE-SHOOTING � ENGINE

Page

Failure of Engine to Start............................................................................................................................ 6-1

Failure of Engine to Idle Properly.............................................................................................................. 6-2

Low Power and Uneven Running............................................................................................................... 6-2

Failure of Engine to Develop Full Power................................................................................................... 6-3

Rough Engine ............................................................................................................................................... 6-3

Low Oil Pressure.......................................................................................................................................... 6-3

High Oil Temperature ................................................................................................................................. 6-3

Excessive Oil Consumption......................................................................................................................... 6-4

TROUBLE-SHOOTING � TURBOCHARGER

Excessive Noise or Vibration....................................................................................................................... 6-4

Engine Will Not Deliver Rated Power ....................................................................................................... 6-5


LYCOMING OPERATOR�S MANUAL SECTION 6 TO-360 SERIES TROUBLE-SHOOTING

SECTION 6

TROUBLE-SHOTING

Experience has proven that the best method of trouble-shooting is to decide on the various causes of agiven trouble and then to eliminate causes one by one, beginning with the most probable. The followingcharts list some of the more common troubles, which may be encountered in maintaining engines; theirprobable causes and remedies.

1. TROUBLE-SHOOTING � ENGINE.

TROUBLE PROBABLE CAUSE REMEDY

Failure of Engine to Start Lack of fuel. Check fuel system for leaks. Fillfuel tank. Clean dirty lines,strainers or fuel valves.

Overpriming. Leave ignition �off� and mixture control in �Idle Cut-Off�, open throttle and �unload� engine by cranking for a few seconds. Turnignition switch on and proceed tostart in a normal manner.

Magneto improperly timed toengine.

Check magneto timing asdescribed in Section 5, 1b(1).

Defective spark plugs. Clean and adjust or replace sparkplugs.

Defective ignition wire. Check with electric tester, andreplace any defective wires.

Defective battery. Replace with charged battery.

Improper operation of magnetobreaker.

Clean points. Check internaltiming of magnetos.

Lack of sufficient fuel flow. Disconnect fuel line and checkfuel flow.

Water in carburetor. Drain carburetor and fuel lines.

Internal failure. Check oil screens for metalparticles. If found, completeoverhaul of the engine may beindicated.

6-1

SECTION 6 LYCOMING OPERATOR�S MANUAL TROUBLE-SHOOTING TO-360 SERIES


Failure of Engine to Idle Properly Incorrect idle mixture. Adjust mixture.

Leak in induction system. Tighten all connections in theinduction system. Replace anyparts that are defective.

Incorrect idle adjustment. Adjust throttle stop to obtaincorrect idle.

Uneven cylinder compression. Check condition of piston ringsand valve seats.

Faulty ignition system. Check entire ignition system.

Insufficient fuel pressure. Check fuel pump and drive.

Low Power and Uneven Running Mixture too rich indicated bysluggish operation, red exhaustflame at night. Extreme casesindicated by black smoke fromexhaust.

Readjustment of the carburetor byauthorized personnel is indicated.

Mixture too lean; indicated byoverheating or backfiring.

Check fuel lines for dirt or otherrestrictions. Readjustment of thecarburetor by authorizedpersonnel is indicated.

Leaks in induction system. Tighten all connections. Replacedefective parts.

Defective spark plugs. Clean and gap or replace sparkplugs.

Improper fuel. Fill tank with fuel ofrecommended grade.

Magneto breaker points notworking properly.

Clean points. Check internaltiming of magnetos.

Defective ignition wire. Check wire with electric tester.Replace defective wire.

Defective spark plug terminalconnectors.

Replace connectors on spark plugwire.

6-2



Failure of Engine to Develop FullPower

Leak in induction system. Tighten all connections andreplace defective parts.

Throttle lever out of adjustment. Adjust throttle lever.

Improper fuel flow. Check strainer, gauge and flow atthe fuel inlet.

Restriction in air scoop. Examine air scoop, filter andremove restrictions.

Improper fuel. Drain and refill tank withrecommended fuel.

Faulty ignition. Tighten all connections. Checksystem with tester. Check ignitiontiming.

Rough Engine Cracked engine mount. Replace or repair mount.

Defective mounting bushings. Install new mounting bushings.

Uneven compression. Check compression.

Low Oil Pressure Insufficient oil. Fill to proper level withrecommended oil.

Air lock or dirt in relief valve. Remove and clean oil pressurerelief valve.

Leak in suction line or pressureline.

Check gasket between accessoryhousing and crankcase or sump.

High oil temperature. See �High Oil Temperature� in �Trouble� column.

Defective pressure gauge. Replace.

Stoppage in oil pump intakepassage.

Check oil passage and sumpgasket for obstruction. Cleansuction strainer.

High Oil Temperature Insufficient air cooling. Check air inlet and outlet fordeformation or obstruction.

Insufficient oil supply. Fill to proper level with specifiedoil.

6-3

SECTION 6 LYCOMING OPERATOR�S MANUAL TROUBLE-SHOOTING TO-360 SERIES


High Oil Temperature (Cont.) Low grade of oil. Replace with oil conforming tospecifications.

Clogged oil lines or strainers. Remove and clean oil strainers.

Excessive blow-by. Usually caused by worn or stuckrings.

Failing or failed bearing. Examine sump for metal particles.If found, overhaul of engine isindicated.

Defective temperature gauge. Replace gauge.

Defective oil cooler and lines. Check ID of lines for obstructionand flush oil cooler.

Excessive Oil Consumption Low grade of oil. Fill tank with oil conforming tospecifications.

Failing or failed bearings. Check sump for metal particles.

Worn piston rings. Install new rings.

Incorrect installation of pistonrings.

Install new rings.

Failure of rings to seat (newnitrided cylinders).

Use mineral base oil. Climb tocruise altitude at full power andoperate at 75% cruise powersetting until oil consumptionstabilizes.

2. TROUBLE-SHOOTING � TURBOCHARGER.


Excessive Noise or Vibration Improper bearing lubrication. Supply required oil pressure.Clean or replace oil line; clean oilstrainer. If trouble persists,overhaul turbocharger.

Leak in engine intake or exhaustmanifold.

Tighten loose connections orreplace manifold gaskets asnecessary.

Dirty impeller blades. Disassemble and clean.

6-4



Engine Will Not Deliver RatedPower

Clogged manifold system. Clear all ducting.

Foreign material lodged incompressor impeller or turbine.

Disassemble and clean.

Excessive dirt build-up incompressor.

Thoroughly clean compressorassembly. Service air cleaner andcheck for leakage.

Leak in engine intake or exhaust. Tighten loose connections orreplace manifold gaskets asnecessary.

Turbocharger impeller binding,frozen or fouling housing.

Check bearings. Replaceturbocharger.

Rotating assembly bearingseizure.

Overhaul turbocharger.

Linkage between wastegate andcarburetor out of adjustment.

Readjust as described in Section5, paragraph 6, page 5-8.

6-5



SECTION 7INSTALLATION AND STORAGE

Page

Preparation of Engine for Installation....................................................................................................... 7-1

General....................................................................................................................................................... 7-1

Inspection of Engine Mounting ............................................................................................................... 7-1

Attaching Engine to Mounts .................................................................................................................... 7-1

Oil and Fuel Line Connections ................................................................................................................ 7-2

Propeller Installation ................................................................................................................................ 7-2

Preparation of Carburetors for Installation.............................................................................................. 7-2

Corrosion Prevention in Engines Installed in Inactive Aircraft.............................................................. 7-2


LYCOMING OPERATOR�S MANUAL SECTION 7 TO-360 SERIES INSTALLATION AND STORAGE

SECTION 7

INSTALLATION AND STORAGE

1.PREPARATION OF ENGINE FOR INSTALLATION. Before installing an engine that has been preparedfor storage, remove all dehydrator plug bags of desiccant and preservative oil from the engine. Preservativeoil can be removed by removing the bottom spark plugs and turning the crankshaft three or four revolutionsby hand. The preservative oil will then drain through the spark plug holes. Draining will be facilitated if theengine is tilted from side to side during the above operation. Preservative oil which has accumulated in thesump can be drained by removing the oil sump plug. Engines that have been stored in a cold place should beremoved to an environment of at least 70°F (21°C) for a period of 24 hours before preservative oil is drainedfrom the cylinders. If this is not possible, heat the cylinders with heat lamps before attempting to drain theengine.

After the oil sump has been drained, the plug should be replaced and safety-wired. Fill the sump withlubricating 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 inclean 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 bedrained 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 PRESERVATIVEOIL BEFORE REMOVING THE SPARK PLUGS, BECAUASE IF THE CYLINDERSCONTAIN ANY APPRECIABLE AMOUNT OF THE MIXTURE, THE RESULTINGACTION, KNOWN AS HYDRAULICING, WILL CAUSE DAMAGE TO THE ENGINE.ALSO, ANY CONTACT OF THE PRESERVATIVE OIL WITH PAINTED SURFACESSHOULD BE AVOIDED.

General � Should any of the dehydrator plugs, containing crystals of silica-gel or similar material, be brokenduring their term of storage or upon their removal from the engine, and if any of the contents should fall intothe engine, that portion of the engine must be disassembled and thoroughly cleaned before using the engine.The oil strainers should be removed and cleaned in gasoline or some other hydrocarbon solvent. The fueldrain screen located in the fuel inlet of the carburetor or fuel injector should also be removed and cleaned ina hydrocarbon solvent. The operator should also note if any valves are sticking. If they are, this conditioncan be eliminated by coating the valve stem generously with the mixture of gasoline and lubricating oil.

Inspection of Engine Mounting � If the aircraft is one from which an engine has been removed, make surethat the engine mount is not bent or damaged by distortion or misalignment as this can produce abnormalstresses within the engine.

Attaching Engine to Mounts � See airframe manufacturer�s recommendations for method of mounting theengine.

Oil and Fuel Line Connections � The oil and fuel line connections are called out on the accompanyinginstallation drawings.

7-1

SECTION 7 LYCOMING OPERATOR�S MANUAL INSTALLATION AND STORAGE TO-360 SERIES

Propeller Installation � Consult the airframe manufacturer for information relative to propeller installation.

2. PREPARATION OF CARBURETORS FOR INSTALLATION.

Carburetors that have been prepared for storage should undergo the following procedures before beingplaced in service.

Remove the fuel drain plug and drain preservative oil. Remove the fuel inlet strainer assembly and cleanin a hydrocarbon solvent. Reinstall the fuel drain plug and fuel inlet strainer assembly. Tighten to 35-40 in.-lbs. torque.

CORROSION PREVENTION IN ENGINES INSTALLED IN INACTIVE AIRCRAFT

Corrosion can occur, especially in new or overhauled engines, on cylinder walls of engines that will beinoperative for periods as brief as two days. Therefore, the following preservation procedure isrecommended for inactive engines and will be effective in minimizing the corrosion condition for a periodof up to thirty days.

NOTE

Ground running the engine for brief periods of time is not a substitute for the followingprocedure; in fact, the practice of ground running will tend to aggravate rather thanminimize this corrosion condition.

a. As soon as possible after the engine is stopped, move the aircraft into the hangar, or other shelterwhere the preservation process is to be performed.

b. Remove sufficient cowling to gain access to the spark plugs and remove both spark plugs from eachcylinder.

c. Spray the interior of each cylinder with approximately two (2) ounces of corrosion preventive oilwhile cranking the engine about five (5) revolutions with the starter. The spray gun nozzle may beplaced 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 of a conventional spray gun and becertain oil is hot at the nozzle before spraying cylinders.

d. With the crankshaft stationary, again spray each cylinder through the spark plug holes withapproximately two ounces of corrosion preventive oil. Assemble spark plugs and do not turncrankshaft after cylinders have been sprayed.

The corrosion preventive oil to be used in the foregoing procedure should conform to specification MIL-L-6529, Type 1 heated to 200°F/220°F (93°C/104°C) spray nozzle temperature. It is not necessary to flushpreservative oil from the cylinder prior to flying the aircraft. The small quantity of oil coating the cylinderswill be expelled from the engine during the first few minutes of operation.

7-2

LYCOMING OPERATOR�S MANUAL SECTION 7 TO-360 SERIES INSTALLATION AND STORAGE

NOTE

Oils of the type mentioned are to be used in Lycoming aircraft engines for corrosionprevention only, and not for lubrication. See the latest revision of Service Instruction No.1014 and Service Bulletin No. 318 for recommended lubricating oil.

Figure 7-1. Installation Drawing � Left Side View � TO-360-C

7-3

SECTION 7 LYCOMING OPERATOR�S MANUAL INSTALLATION AND STORAGE TO-360 SERIES

Figure 7-2. Installation Drawing � Rear View � TO-360-C

Figure 7-3. Installation Drawing � Accessory Housing � TO-360-C

7-4


SECTION 8TABLES

Page

Table of Limits ............................................................................................................................................. 8-1

Ground Run After Top Overhaul .............................................................................................................. 8-2

Flight Test After Top Overhaul.................................................................................................................. 8-3

Full Throttle HP at Altitude........................................................................................................................ 8-4

Table of Speed Equivalents ......................................................................................................................... 8-4

Centigrade-Fahrenheit Conversion............................................................................................................ 8-5

Inch-Fraction Conversion ........................................................................................................................... 8-6


LYCOMING OPERATOR�S MANUAL SECTION 8 TO-360 SERIES TABLES

SECTION 8

TABLES

FOR TIGHTENING TORQUE RECOMMENDATIONS AND INFORMATION

CONCERNING TOLERANCES AND DIMENSIONS THAT MUST BE MAINTAINED

IN LYCOMING AIRCRAFT ENGINES, CONSULT LATEST REVISION OF TABLE OF

LIMITS PUBLICATION NO. SSP-1776.

CONSULT LATEST REVISION OF SERVICE INSTRUCTIONS NO. 1029 AND NO.

1150 FOR INFORMATION PERTINENT TO CORRECTLY INSTALLING CYLINDER

ASSEMBLY.

8-1

SECTION 8 LYCOMING OPERATOR�S MANUAL TABLES TO-360 SERIES

8-2


8-3


FULL THROTTLE HP AT ALTITUDE(Normally Aspirated Engines)

AltitudeFt.

% S.L.H.P.

AltitudeFt.

% S.L.H.P.

AltitudeFt.

% S.L.H.P.

0500

1,0002,0002,5003,0004,0005,0006,0007,0008,0009,000

10098.596.893.692.090.587.584.681.778.976.273.5

10,00011,00012,00013,00014,00015,00016,00017,00017,50018,00018,50019,000

70.868.365.863.461.058.756.554.353.152.151.450.0

19,50020,00020,50021,00021,50022,00022,50023,00023,50024,00024,50025,000

49.148.047.646.045.244.043.442.241.440.339.538.5

TABLE OF SPEED EQUIVALENTS

Sec./Mi. M.P.H. Sec./Mi. M.P.H. Sec./Mi. M.P.H.

72.060.051.445.040.036.032.730.027.725.7

5060708090

100110120130140

24.022.521.220.018.918.017.116.415.615.0

150160170180190200210220230240

14.413.813.312.812.412.011.611.210.910.6

250260270280290300310320330340

8-4


CENTIGRADE-FAHRENHEIT CONVERSION TABLE

Example: To convert 20°C to Fahrenheit, find 20 in the center column headed (F-C); then read 68.0°F inthe column (F) to the right. To convert 20°F to Centigrade; find 20 in the center column and read �6.67°C in the (C) column to the left.

C F-C F C F-C F

-56.7-51.1-45.6-40.0-34.0-28.9-23.3-17.8

-12.22-6.671.114.44

10.0015.5621.1126.6732.2237.7843.3348.8954.4450.0065.5671.0076.6782.2287.7893.3398.89

-70-60-50-40-30-20-10

0102030405060708090

100110120130140150160170180190200210

-94.0-76.0-58.0-40.0-22.0

-4.014.032.050.068.086.0

104.0122.0140.0158.0176.0194.0212.0230.0248.0266.0284.0302.0320.0338.0356.0374.0392.0410.0

104.44110.00115.56121.11126.67132.22137.78143.33148.89154.44160.00165.56171.11176.67182.22187.78193.33198.89204.44210.00215.56221.11226.67232.22237.78243.33248.89254.44260.00

220230240250260270280290300310320330340350360370380390400410420430440450460470480490500

428.0446.0464.0482.0500.0518.0536.0554.0572.0590.0608.0626.0644.0662.0680.0698.0716.0734.0752.0770.0788.0806.0824.0842.0860.0878.0896.0914.0932.0

8-5


INCH FRACTIONS CONVERSIONSDecimals, Area of Circles and Millimeters

InchFraction

DecimalEquiv.

AreaSq. In.

MMEquiv.

InchFraction

DecimalEquiv.

AreaSq. In.

MMEquiv.

1/641/323/641/163/327/641/8

5/3211/643/167/3215/64

1/49/3219/645/1611/3223/64

3/813/3227/647/1615/3231/64

.0156

.0312

.0469

.0625

.0937

.1094.125

.1562

.1719

.1875

.2187

.2344.25

.2812

.2969

.3125

.3437

.3594.375

.4062

.4219

.4375

.4687

.4844

.0002

.0008

.0017

.0031

.0069

.0094

.0123

.0192

.0232

.0276

.0376

.0431

.0491

.0621

.0692

.0767

.0928

.1014

.1105

.1296

.1398

.1503

.1725

.1842

.397

.7941.1911.5872.3812.7783.1753.9694.3664.7625.5565.5936.3507.1447.5407.9378.7319.1289.525

10.31910.71611.11211.90612.303

1/217/3235/649/1619/3239.645/8

21/3243/6411/1623/3247/64

3/425/3251/6413/1627/3255/64

7/829/3259/6415/1631/3263/64

.5.5312.5469.5625.5937.6094.625

.6562

.6719

.6875

.7187

.7344.75

.7812

.7969

.8125

.8437

.8594.875

.9062

.9219

.9375

.9687

.9844

.1964

.2217

.2349

.2485

.2769

.2916

.3068

.3382

.3545

.3712

.4057

.4235

.4418

.4794

.4987

.5185

.5591

.5800

.6013

.6450

.6675

.6903

.7371

.7610

12.70013.49413.89114.28815.08115.47815.87516.66917.06517.46218.25618.65319.05019.84420.24120.63721.43121.82822.22523.01923.41623.81224.60625.003

8-6

Documents

Operator s Manual Lycoming Operator Manual... · Operator s Manual Lycoming TO-360 Series Approved by FAA 2nd Edition Part No. 60297-20 652 Oliver Street Williamsport, PA. 17701 U.S.A