OPERATOR'S MANUAL REVISION - MMOPAs manual revision revision no. publication publication publication no. date tio-540-ae2a 60297-27-2 operator's manual 60297-27 september 1988

OPERATOR'S MANUALREVISION

REVISION NO. PUBLICATION PUBLICATION PUBLICATIONNO. DATE

TIO-540-AE2A60297-27-2 Operator's Manual 60297-27 September 1988

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

PREVIOUS REVISIONS CURRENT REVISIONS

January 1990 March 19993-10, 3-11, 3-13 4-2, 4-3

TEXTRON LycomingWilliamsport PlantTextron Lycoming/Subsidiary ol Textron Inc

OPERATOR'S MANUALREVISION

REVISION No. PUBLICATION

6029/-27-1 Operator's ManualOperator's Manual

PUBLICATION No.

60297-27

PUBLICATION DATE

September, 1988

The page(s) in this revision replace, add to, or delete current pages in theoperator's manual.

PREVIOUS REVISIONS CURRENT REVISION

3-10, 3-11, 3-13

TEXTRON LYCOMING OPERATOR'S MANUAL

TIO-540-AE2A

AIRCRAFT ENGINE

1st Edition September, 1988

Approved by F.A.A.

Part No. 60297-27


ATTENTION

OWNERS, OPERATORS ANDMAINTENANCE PERSONNEL

This operator's manual contains a description of the engine, itsspecifications, and detailed information on how to operate and maintainit. Such maintenance procedures that may be required in conjunctionwith periodic inspections are also included. This manual is intended foruse by owners, pilots and maintenance personnel responsible for care ofTextron Lycoming powered aircraft. Modifications and repair pro-cedures are contained in Textron Lycoming overhaul manuals;maintenance personnel should refer to these for such procedures.

SAFETY WARNING

Neglecting to follow the operating instructions and to carry outperiodic maintenance procedures can result in poor engine performanceand power loss. Also, if power and speed limitations specified in thismanual are exceeded, for any reason, damage to the engine and personalinjury can happen. Consult your local FAA approved maintenance facili-ty.

SERVICE BULLETINS, INSTRUCTIONS AND LETTERS

Although the information contained in this manual is up-to-date attime of publication, users are urged to keep abreast of later informationthrough Textron Lycoming Service Bulletins, Instructions and ServiceLetters which are available from all Textron Lycoming distributors orfrom the factory by subscription. Consult the latest edition of ServiceLetter No. L114 for subscription information.

SPECIAL NOTE

The illustrations, pictures and drawings shown in this publication aretypical of the subject matter they portray; in no instance are they to beinterpreted as examples of any specific engine, equipment or partthereof


IMPORTANT SAFETY NOTICE

Proper service and repair is essential to increase the safe, reliableoperation of all aircraft engines. The service procedures recommendedby Textron Lycoming are effective methods for performing serviceoperations. Some of these service operations require the use of toolsspecially designed for the task. These special tools must be used whenand as recommended.

It is important to note that most Textron Lycoming publications con-tain various Warnings and Cautions which must be carefully read inorder to minimize the risk of personal injury or the use of improper ser-vice methods that may damage the engine or render it unsafe.

It is also important to understand that these Warnings and Cautionsare not all inclusive. Textron Lycoming could not possibly know,evaluate or advise the service trade of all conceivable ways in which ser-vice might be done or of the possible hazardous consequences that maybe involved. Acordingly, anyone who uses a service procedure must firstsatisfy themselves thoroughly that neither their safety nor aircraft safe-ty will be jeopardized by the service procedure they select.

WARRANTY(LIMITED)

NEW AND REMANUFACTUREDRECIPROCATING AIRCRAFT ENGINE

WHAT TEXTRON LYCOMING PROMISES YOU

Textron Lycoming warranty each new and remanufactured reciprocating engine sold by it to be free from defects inmaterial and workmanship appearing within one (I) year from die date of first operation, excluding necessary arcraftacceptance testing. The date of first operation must not exceed two (2) years from the date of shipment from TextronLycoming

Textron Lycoming's obligation under lu; warranty shall be linmted to its choice of repair or replacement, on an ex-

THIS LIMITED WARRANTY IS EXCLUSIVE AND IN LIEU OF ALL OTHER WARRANTIES AND REPRESEN-TATIONS, EXPRESS OR IMPLIED OR STATUTORY, WHETHER WRITTEN OR ORAL, INCLUDING BUT NOTLIMITED TO ANY WARRANTY OF MERCIIANTABILITY OR FITNESS FOR ANY PARTICULAR PURPOSE,AND ANY IMPLIED WARRANTY ARISING FROM ANY COURSE OF PERFORMANCE OR DEALING ORTRADE USAGE. THIS WARRANTY IS ALSO IN LIEU OF ANY OTHER OBLIGATION, LIABILITY, RIGHT ORCLAIM, WHETHER IN CONTRACT OR IN TORT, INCLUDING ANY RIGHT IN STRICT LIABILITY INTORT OR ANY RIGHT ARISING FROM NEGLIGENCE ON THE PART OF TEXTRON LYCOMING, ANDTEXTRON LYCOMING'S LIABILITY ON SUCH CLAIM SHALL IN NO CASE EXCEED THE PRICE ALLO-CABLE TO THE ENGINE OR PART WHICH GIVES RISE TO THE CLAIM.

LIMITATION OF LIABILITY

IN NO EVENT, WHETHER AS A RESULT OF A BREACH OF WARRANTY, CONTRACT OR ALLEGED NEG-LIGENCE, SHALL TEXTRON LYCOMING BE LIABLE FOR SPECIAL OR CONSEQUENTIAL OR ANY OTHERDAMAGES, INCLUDING BUT NOT LIMITED TO LOSS OF PROFITS OR REVENUES, LOSS OF USE OF THEENGINE OR COST OFA REPLACEMENT.

No agreemeru varying this warranty orTextron Lycoming's obliganons ulder it wil be binding upon TextronLycoming unless in writing signed by a duly authorized representative of T.xiton Lyconmmg.

Effective October 1, 1995 Revision "]'

Textron LycomingWilliamsport, Pennsylvania

I

WAR RANTY(LIMITED)

REPLACEMENT PART - RECIPROCATING AIRCRAFT ENGINE


4

> <>

LIMITATIONOF LIABILITY

> IN NO EVENT, WHETHER AS A RESULT OF A BREACH OF WARRANTY, CONTRACT OR ALLEGED NEG> LICENCE, SHALL TEXTRONLYCOMING BE LIABLE FOR SPECIAL OR CONSEQUENTIAL OR ANY OTHER

WARRANTY(LIMITED)

OVERHAULEDRECIPROCATING AIRCRAFT ENGINE


LIMITATION OF LIABILITY

IN NO EVENT, WHETHER AS A RESULT OF A BREACH OF WARRANTY, CONTRACT OR ALLEGED NEG-LIGENCE, SHALLTEXTRON LYCOMING BE LIABLE FOR SPECIAL OR CONSEQUENTIAL OR ANY OTHERDAMAGES, INCLUDING BUT NOT LIMITED TOLOSS OFPROFITSOR REVENUES, LOSS OF USE OFTHEENGINE OR COST OF A REPLACEMENT.

No agreement` varying this warranty or Textron Lycoming's obligations under it will be binding upon TextronLycoming unless in writing signed by a duly authorized representative of TeXtron Lycoming.

Effective October 1, 1995 Revision "J"

Textron LycomingWilliamsport, Pennsylvania


TABLE OF CONTENTS

SECTION 1

SECTION 2

SECTION 3

SECTION 4

SECTION 5

SECTION 6

SECTION 7

SECTION 8

DESCRIPTION

SPECIFICATIONS

OPERATING INSTRUCTIONS

PERIODIC INSPECTIONS

MAINTENANCE PROCEDURES

TROUBLESHOOTING

INSTALLATION AND STORAGE

TABLES

Page

1-1

2-1

3-1

4-1

5-1

6-1

7-1

8-1


Left Side View - TIO-540-AE2A

WARNING

This engine is equipped with dynamic counterweights. Avoid high engine speedsand low manifold pressures. Operate the throttle smoothly; do not open andclose it rapidly. If this warning is not heeded, severe damage could occurto the counterweights, rollers, and bushings.


DESCRIPTION

Page

G eneral ................................................ 1-1Cylinders .............................................. 1-1Valve Operating Mechanism ............................. 1-1Crankcase ............................................. 1-2Crankshaft ............................................ 1-2Connecting Rods ....................................... 1-2Pistons .................................. ............ 1-2Accessory Housing ................................... 1-2Oil Sump and Induction Assembly ........................ 1-2Lubrication System ..................................... 1-3Cooling System ........................................ 1-3Fuel Injection System ................................ 1-3Turbocharger System ................................... 1-3Ignition System .................... .................. 1-3


TIO-540-AE2A SECTION 1

SECTION 1

DESCRIPTION

The TIO-540-AE2A is a direct-drive, six-cylinder, fuel-injected,horizontally opposed, turbocharged, air-cooled engine with down ex-haust and two induction air coolers. This engine is supplied with anautomotive-type starter and two (2) alternators. Drives for two (2)AN- type accessories and a propeller governor are supplied as stan-dard equipment. A V-belt drive and mounting bracket are also sup-plied as standard equipment for mounting a Freon compressor.

In referring to the location of the various engine components, theparts are described in their relationship to the engine as installedin the airframe. Thus the power-takeoff end is considered the frontand the accessory drive end the rear. The sump section is consideredthe bottom and the opposite side of the engine where the shroudtubes are located is the top. Reference to the left and right side ismade with the observer facing the rear of the engine. The cylindersare numbered from front to rear, odd numbers on the right, evennumbers on the left. The direction of rotation for accessory drivesis determined with the observer facing the drive pad.

Cylinders - The cylinders are of conventional air-cooled construc-tion with the two major parts, head and barrel, screwed and shrunktogether. The heads are made from an aluminum alloy casting witha fully machined combustion chamber. Rocker shaft bearing supportsare integral with the head along with housings to form the rockerboxes for both valve rockers. The cylinder barrels, which are machin-ed from chrome nickel molybdenum steel forgings, have deep in-tegral cooling fins and the inside of the barrels are ground and hon-ed to a specified finish.

Baffles are provided to build up a pressure and force the air throughthe cylinder fins. The air is then exhausted to the atmosphere throughopenings located at the rear of the cowling.

Valve Operating Mechanism - A conventional type camshaft is locatedabove and parallel to the crankshaft. The camshaft actuates hydraulictappets which operate the valves through push rods and valve rockers.The valve rockers are supported on full-floating steel shafts. The valve

1-1


SECTION 1 TIO-540-AE2A

springs bear against hardened-steel seats and are retained on the valvestems by means of split keys.

Crankcase - The crankcase assembly consists of two reinforced aluminumalloy castings, fastened together by means of studs, bolts, and nuts. Themating surfaces of the two castings are joined without the use of a gasket,and the main bearing bores are machined for use of precision type mainbearing inserts. Internal piston cooling is provided by six nozzles, one foreach piston, located in the crankcase.

Crankshaft - The crankshaft is made from a chrome nickel molybdenumsteel forging. All bearing journal surfaces are nitrided. Freedom from tor-sional vibration is assured by a system of pendulum-type dynamiccounterweights.

Connecting Rods - The connecting rods are made in the form of H" sec-tions from alloy steel forgings. They have replaceable bearing inserts inthe crankshaft ends and bronze bushings in the piston ends. The bearingcaps on the crankshaft ends are retained by two bolts and nuts througheach cap.

Pistons - The pistons are machined from an aluminum-alloy forging. Thepiston pin is a full-floating type with a plug located in each end of the pin.The pistons are machined for three rings and may employ either half-wedgeor 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 aluminumcasting fastened to the rear of the crankcase and the top rear of the sump.It forms a housing for the oil pump and the various accessory drives.

A thermometer well with a .4375-20 NF-3 thread is provided in the ac-cessory housing for the installation of an MS28034-3 or equivalent standard-type thermometer bulb for measurement of oil temperature.

Oil Sump and Induction Assembly - This assembly consists of the oil sumpbolted to a mated cover containing intake pipe extensions for the inductionsystem. When bolted together they form a mounting pad for the air inlethousing. Fuel drain plugs are provided in the cover, and the sump incor-porates oil drain plugs and an oil suction screen.

1-2



Lubrication System - A full-flow oil filter, oil cooler, and thermostatic bypassvalve are remote mounted.

Cooling System - This engine is designed to be cooled by air pressure ac-tuated by the forward speed of the aircraft. Baffles are provided to buildup a pressure and force the air through the cylinder fins. The air is thenexhausted to the atmosphere through exits at the rear of the cowling.

Fuel Injection System - This engine is equipped with a Bendix servoregulator continuous flow type RSA1OED1 fuel injector. This fuel injectormeters fuel to the nozzles at each individual cylinder intake port in propor-tion to induction airflow. Manual mixture control and idle cutoff are provided.

The engine is equipped with a fuel pump as part of the fuel system. Ex-ternal fuel filter requirements are 150 micron maximum.

Turbocharger System - This engine has two integrally mounted tur-bochargers, one on each side. An automatic control system monitors com-pressor outlet pressure from sea level to critical altitude by regulating theamount of exhaust gases fed to the turbine wheel.

The automatic control system comprises the variable pressure controllerand the exhaust bypass valve, or wastegate. Exhaust gas flow to the tur-bine wheel is regulated by the wastegate, which is dependent on the oilpressure metered to it from the variable pressure controller.

An absolute pressure relief valve, installed at the fuel injector inlet, pro-tects the engine from excessive surges of manifold pressure.

Intercoolers, one for each turbocharger, cool the compressed air beforeit enters the fuel injector.

Two sonic nozzles are also incorporated in the turbocharger system toprovide air for cabin pressurization.

Ignition System - This engine is equipped with two Slick pressurizedmagnetos. The left magneto has a fixed retard and long-duration boosted

1-3



spark for starting. A DC-power source and a starting vibrator are re-quired for operation. The magnetos incorporate an integral, feed-throughcapacitor. An engine equipped with one retard-breaker magneto musthave the plain magneto grounded during the starting cycle.

It is recommended that the magneto manufacturer be contacted for in-formation on the various vibrator and switching arrangements available.

This engine is equipped with radio-shielded, all-weather, long-reachspark plugs, in accordance with the latest issue of Textron LycomingService Instruction No. 1042.

An all-weather-shielded harness, braid-on-wire type, is part of the igni-tion system.

1-4


SPECIFICATIONS

Page

Basic Engine Specifications .............................. 2-1External Dimensions .................................... 2-1Standard Engine Weight ................................ 2-1Accessory Drives ....................................... 2-2

2-0



SECTION 2

SPECIFICATIONS

FAA Type Certificate E14EARated horsepower 350

Rated speed RPM 2500Bore, inches 5.125Stroke, inches 4.375Displacement cubic inches 541.5Compression ratio 7.3:1Firing order 1-4-5-2-3-6Spark occurs degrees BTC 20°

Valve Rocker Clearance .028-.080(hydraulic tappets collapsed)Prop. Drive Ratio 1:1Prop. Drive Rotation Clockwise

External Dimensions (inches):Height 27.75Length 46.52Width 42.02

STANDARD ENGINE, DRY WEIGHT:

595 pounds (±2%)

2-1



SPECIFICATIONS (Cont.)

Accessory Drive

StarterAlternator (2)Tachometer*Propeller GovernorMagneto DrivesFuel Pump - ANFreon Compressor DriveAccessory Drive #1Accessory Drive #2

Drive Ratio

16.556:13.80:1

.947:11.500:11.000:11.462:1

1.3:11.385:1

Direction of Rotation

Counter-ClockwiseClockwise

ClockwiseClockwise



* The tachometer is an electronically operated component supplied by the airframemanufacturer.

2-2


OPERATING INSTRUCTIONS

Page

General .................................................. 3-1Prestarting Items of Maintenance ............................. 3-2Starting Procedures ........................................ 3-2Cold Weather Starting ......... . .. .................. 3-3Ground Running and Warm-Up .............................. 3-3Ground Check ............................................. 3-4Operating in Flight

Leaning Procedure ...................................... 3-6Engine Flight Chart .................................... 3-8Operating Conditions .................................... 3-8

Engine Shut-Down Procedure .............................. 3-10Performance Curves ....................................... 3-11



SECTION 3OPERATING INSTRUCTIONS

1. General. Close adherence to these instructions will greatly contributeto long life, economy and satisfactory operation of the engine.

NOTE

YOUR ATTENTION IS DIRECTED TO THE WARRANTIES THATAPPEAR IN THE FRONT OF THIS MANUAL REGARDINGENGINE SPEED, THE USE OF SPECIFIED FUELS ANDLUBRICANTS, REPAIRS AND ALTERATIONS. PERHAPS NOOTHER ITEM OF ENGINE OPERATION AND MAINTENANCECONTRIBUTES QUITE SO MUCH TO SATISFACTORY PERFOR-MANCE AND LONG LIFE AS THE CONSTANT USE OF CORRECTGRADES OF FUEL AND OIL, CORRECT ENGINE TIMING, ANDFLYING THE AIRCRAFT AT ALL TIMES WITHIN THE SPEEDAND POWER RANGE SPECIFIED FOR THE ENGINE. DO NOTFORGET THAT VIOLATION OF THE OPERATION ANDMAINTENANCE SPECIFICATIONS FOR YOUR ENGINE WILLNOT ONLY VOID YOUR WARRANTY BUT WILL SHORTEN THELIFE OF YOUR ENGINE AFTER ITS WARRANTY PERIOD HASPASSED.

New engines have been carefully run-in by Textron Lycoming;therefore, no further break-in is necessary insofar as operation is con-cerned. New or newly overhauled engines should be operated using onlythe lubricating oils recommended in the latest edition of Service Instruc-tion No. 1014.

NOTE

Cruising should be done at 65% to 75% power until a total of 50 hourshas accumulated or oil consumption has stabilized. This is to insure pro-per seating of the rings and is applicable to new engines, and engines inservice following cylinder replacement or top overhaul of one or morecylinders.

The minimum fuel octane rating is listed in the flight chart, Part 9 ofthis section. Under no circumstances should fuel of a lower octane ratingor automotive fuel (regardless of octane rating) be used.

3-1



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

3. STARTING PROCEDURES.

The following starting procedures are recommended; however, thestarting characteristics of various installations will necessitate somevariation from these procedures.

NOTE

Cranking periods should be limited to ten (10) to twelve (12) seconds with5 minutes rest between cranking periods.

a. (Cold Engine).

(1) Perform pre-flight inspection.

(2) Set propeller governor in "Full RPM".

(3) Turn fuel valve to "on" position.

(4) Open throttle approximately 1/4 travel.

(5) Turn boost pump on and move mixture control to "Full Rich"position until a slight but steady flow is indicated.

(6) Return mixture control to "Idle Cut-Off" position.

(7) Set magneto, selector switch. Consult airframe manufacturer'shandbook for correct position.

(8) Engage starter.

(9) When engine starts, place magneto selector switch in "Both"position.

(10) Move mixture control slowly and smoothly to "Full Rich".

3-2



(11) Check oil pressure gage for indicated pressure. If oil pressure isnot indicated within thirty seconds, stop the engine and determinetrouble.

NOTE

If engine fails to achieve a normal start, assume it to be flooded Usestandard clearing procedure of cranking engine over with throttle wideopen and ignition off.

Hot Engine - Because fuel percolates, the system must be cleared ofvapor; it is recommended that the same procedure, as outlined above, beused for starting a hot engine.

4. COLD WEATHER STARTING. During extreme cold weather, it maybe necessary to preheat the engine and oil before starting.

5. GROUND RUNNING AND WARM-UP. Subject engines are airpressure cooled and depend on the forward movement of the aircraft tomaintain proper cooling. Particular care is necessary, therefore, whenoperating these engines on the ground. To prevent overheating, it isrecommended that the following precautions be observed.

NOTE

Any ground check that requires full throttle operation must be limited tothree minutes, or less if indicated cylinder head temperature should ex-ceed the maximum stated in this manual

a. Head the aircraft into the wind.

b. Leave mixture in "Full Rich".

c. Operate the engine on the ground only with the propeller inminimum blade angle setting.

d. Warm up at approximately 1000-1200 RPM. Avoid prolonged idlingand do not exceed 2200 RPM on the ground.

e. Engine is warm enough for take-off when the throttle can be opened

3-3



without the engine faltering. Take-off with turbocharged enginesshould not be started if indicated lubricating oil pressure due tocold temperature is above maximum. Excessive oil pressure cancause over boost and consequent engine damage.

6. GROUND CHECK.

a. Warm up as directed above.

b. Check both oil pressure and oil temperature.

c. Leave mixture in Full Rich".

d. Move the propeller control through its complete range to checkoperation and return to full low pitch position. Full feathering checkon the ground is not recommended but the feathering action canbe checked by running the engine between 1000-1500 RPM; thenmomentarily pulling the propeller control into the feathering posi-tion. Do not allow the RPM to drop more than 500 RPM.

e. A proper magneto check is important. Additional factors, otherthan the ignition system, affect magneto drop-off. They are load- power output, propeller pitch and mixture strength. The im-portant thing is that the engine runs smoothly because magnetodrop-off is affected by the variables listed above. Make the magnetocheck in accordance with the following procedures.

(1) With propeller in minimum pitch angle, set the engine toproduce 50-65% power as indicated by the manifold pressuregage. Mixture control should be in the full rich position. At thesesettings, the ignition system and spark plugs must work harderbecause of the greater pressure within the cylinders. Therefore,any weakness in the ignition system will be more apparent. Magchecks at low power settings will only indicate fuel - air distribu-tion quality.

(2) Switch from both magnetos to one and note drop-off, returnto both until engine regains speed and switch to the othermagneto and note drop-off, then return to both. Drop-off shouldnot exceed 175 RPM and should not exceed 50 RPM betweenmagnetos. A smooth drop-off pastl normal is usually a sign ofa too lean or too rich mixture.

3-4



f. Do not operate on a single magneto for too long a period; a few secondsis usually sufficient to check drop-off and will minimize plug fouling.

7 OPERATING IN FLIGHT.

a. Subject engines are equipped with a dynamic counterweight systemand must be operated accordingly. Use a smooth, steady movement(avoid rapid opening and closing) of the throttle.

b. See airframe manufacturer's instructions for recommended powersettings.

c. Fuel Mixture Leaning Procedure.

Improper fuel/air mixture during flight is responsible for many engineproblems, particularly during take-off and climb power settings. The pro-cedures described in this manual provide proper fuel/air mixture when lean-ing Textron Lycoming engines; they have proven to be both economical andpractical by eliminating excessive fuel consumption and reducing damagedparts replacement. It is therefore recommended that operators, of all Tex-tron Lycoming aircraft power-plants, utilize the instructions in this publica-tion any time the fuel/air mixture is adjusted during flight.

Manual leaning may be monitored by exhaust gas temperature indica-tion, fuel flow indication, and by observation of engine speed and/orairspeed. However, whatever instruments are used in leaning the mixture,the following general rules should be observed by the operator of TextronLycoming aircraft engines.

GENERAL RULES

Never exceed the maximum red line cylinder head temperature limit of 500°F.(260°C).

All take-offs are to be made with the mixture controls in the full rich posi-tion regardless of field elevation. Turbocharging permits the engine to developrated power regardless of field elevation. However, it may be necessary tomanually lean the engine forground operation at idle or offidle engine speeds.

3-5



Leaning during climb, usually 85% of rated power, is permitted only ifand to the limits described in the aircraft operator's handbook. Enginetemperature instruments must be monitored and temperatures must be main-tained within the prescribed limits.

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

On turbocharged engines never exceed 1750°F turbine inlet temperature(TIT).

A. Leaning to Turbine Inlet Temperature or Exhaust Gas TemperatureGage.

(1) Best Economy Cruise - Lean to peak turbine inlet temperature(TIT) or 1750°F., whichever occurs first.

(2) Maximum Power Cruise - The engine must always be operatedon the rich side of peak TIT. Before leaning to obtain maximumpower mixture it is necessary to establish a reference point. Thisis accomplished as follows:

(a) Establish a peak TIT for best economy operation at thehighest economy cruise power without exceeding 1750°F.

(b) Deduct 125°F. from this temperature and thus establish thetemperature reference point for use when operating at max-imum power mixture.

(c) Return mixture control to full rich and adjust the RPM andmanifold pressure for desired performance cruise operation.

(d) Lean out mixture until TIT is the value established in Stepb. This sets the mixture at best power.

B. Leaning to Flowmeter.

Lean to applicable fuel-flow tables or lean to indicator marked for cor-rect fuel-flow for each power setting.

3-6



9. ENGINE FLIGHT CHART.

Fuel - 100/100 LL octane, minimum (*Aviation Grade Fuel)

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

Oil -

Average AmbientTemperature

All TemperaturesAbove 80°F.Above 60°F.30°F. to 90°F.0°F. to 70°F.

Below 10°F.

*Recommended Grade OilMIL-L-22851

MIL-L-6082B Ashless DispersantSAE Grade SAE Grades

-15W-50 or 20W-5060 6050 40 or 5040 4030 30, 40 or 20W-4020 30 or 20W-30

* - Refer to the latest edition of Service Instruction No. 1014.

Oil Sump CapacityMaximum: 12 U.S. Qts.

OPERATING CONDITIONS

AverageAmbient Air

*Oil Inlet TemperatureDesired Maximum

Above 60°F.30 to 90 F.0° to 70°F.

Below 10°F.

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

245°F. (118°C.)245°F. (118°C.)245°F. (118°C.)245°F. (118°C.)

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

Oil Pressure, psi(Normal Operation)

Maximum Minimum Idling Start andWarm-Up

95- 55 25 115

3-8



OPERATING CONDITIONS (CONT.)

Fuel Pressure (psi) MIN. MAX. IDLE MIN.

Inlet to fuel pump -2 65Inlet to fuel injector 29 65 12

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

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

Normal Rated 2500 350 38.5 1.16 500°F. (260°C.)Performance Cruise

(75% Rated) 2400 260 22.0 0.86 500°F. (260°C.)Economy Cruise

(60% Rated) 2200 210 15.0 0.70 500°F. (260C.)

* Maximum-permissible cylinder head temperature, as measured with abayonet-type AN5541 thermocouple. For maximum engine life the cylinderhead temperature should not exceed 475°F. above 85% power, and 435°F.at 85% power and below in level-flight cruise conditions.

Fuel Injector Air Inlet Temperature: 400°F. (204°C.)

Maximum Turbine Inlet Temperature: 1750°F. (953°C.)

Engine Restart: Engine restarts should not be attempted above 23,000 feetaltitude.



10. ENGINE SHUT-DOWN PROCEDURE.

(1) Set propeller at minimum blade angle.

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

(3) Increase throttle to 1000 RPM. Maintain speed for approximately20-30 seconds to insure adequate scavenging of turbocharger oilsystem.

(4) Move mixture control to Idle Cut-Off'".

(5) When engine stops, turn ignition switch off.

3-10 Revised January, 1990



Figure 3-2. Maximum Manifold Pressure vs. Altitude

Revised January, 1990 3-11



190

Figure 3-3. Fuel Flow vs. Percent Rated Power



USING CURVE TO FIND ACTUAL HORSEPOWER

The Sea Level and Altitude Performance Curves, Figures 3-4 through3-6, are used to determine actual horsepower delivered by the engine fora given altitude, RPM, manifold pressure, and inlet air temperature.

STANDARD ALTITUDE: TEMPERATURES IN DEGREES F.

PRESSURE ALTITUDE(Thousands)

SL2468

1012141618202224

STANDARD ALTITUDE(Temperature °F.)

5952453831231692

-5-12-19-27

Correct power approximately 1% for each 10° variation in air inlettemperature from standard altitude temperature. Add correction fortemperature below standard; subtract correction for temperatures abovestandard.

Revised January, 1990 3-13

TE

XT

RO

N L

YC

OM

ING

OP

ER

AT

OR

'S M

AN

UA

L

SEC

TIO

N 3

TIO

-540-AE

2A

3-14

CURVE NO 13482LYCOMING Sheet 2

ENGINEPERFORMANCE DATA

MAXIMUM POWER MIXTUREUNLESS OTHERWISE NOTEDENGINE MODEL. TIO-540AE2ACOMPRESSION RATIO 7S301FUEL INJECTOR

BENDIX RSA-IOEDIFUEL GRADE. MINIMUM.

rFigure 3-5. Sea Level/Altitude Performance Curve

(Sheet 2 of 3)

Figure 3-6. Sea Level/Altitude Performance Curve(Sheet 3 of 3)


PERIODIC INSPECTIONS

Page

G eneral ................................................ 4-1Pre-Starting Inspection ................................ 4-1Daily Pre-Flight - Engine ............................... 4-2Daily Pre-Flight -Turbochargers .......................... 4-225 Hour Inspection - Engine ......... .... ........... . 4-250 Hour Inspection ................ ................... 4-2100 Hour Inspection ..................................... 4-4400 Hour Inspection ..................................... 4-6Non-Scheduled Inspections ............................ 4-6

TEXTRON LYCOMING OPERATOR'S MANUALTIO-540-AE2A SECTION 4

SECTION 4PERIODIC INSPECTIONS

NOTE

Perhaps no other factor is quite so important to safety and durability ofthe aircraft and its components as faithful and diligent attention toregular checks for minor troubles and prompt repair when they arefound.

The operator should bear in mind that the items listed in the followingpages do not constitute a complete aircraft inspection, but are meant forthe engine only. Consult the airframe manufacturer's handbook for addi-tional instructions.

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

The importance of proper pre-flight inspection cannot be over em-phasized. Statistics prove several hundred accidents occur yearly direct-ly responsible to poor pre-flight inspections.

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

4-1



1. DAILYPRE-FLIGHT(ENGINE).

b. Be sure magneto ground wires are connected.a. Be sure all switches are in the "off' position.c. Check oil level.

d. See that fuel tanks are full.e. Check fuel and oil line connections, note minor indications for re-pair at 50 hour inspection. Repair any leaks before aircraft is flown.f. Open the fuel drain to remove any accumulation of water and sedi-ment.

g. Make sure all shields and cowling are in place and secure. If any aremissing or damaged, repair or replacement should be made before theaircraft is flown.

h. Check controls for general condition, travel, and freedom of opera-tion.

i. Induction system air filter should be inspected and serviced in accor-dance with the airframe manufacturer's recommendations.

DAILY PRE-FLIGHT(TURBOCHARGERS).

a. Inspect mounting and connections of turbochargers for security, oilleakage and air or exhaust gas leakage.b. Check engine crankcase breather for restrictions to breather.

2. 10-HOURINSPECTION (ENGINE). Within ten (10) hours of operat-ing time, for new, remanufactured, or newly overhauled engines, replacethe oil filter, and conduct an inspection of the contents of the used oil fil-ter for traces of metal particles.

2a. 25-HOURINSPECTION (ENGINE). After twenty-five (25) hoursof operating time since the first inspection, new, remanufactured or new-ly overhauled engines should undergo a 50-hour inspection includingdraining and renewing lubricating oil, replacing the oil filter, and con-ducting an inspection of the contents of the used oil filter for traces ofmetal particles.

3. 50 HOUR INSPECTION (ENGINE). In addition to the items listed fordaily pre-flight inspection, the following maintenance checks should be

4-2 Revised March 1999



made after every 50 hours of operation.

a. Ignition System -

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

(2) Examine spark plug leads of cable and ceramics for corrosionand deposits. This condition is evidence of either leaking sparkplugs, improper cleaning of the spark plug walls or connector ends.Where this condition is found, clean the cable ends, spark plugwalls and ceramics with a dry, clean cloth or a clean cloth mois-tened with methyl-ethyl ketone. All parts should be clean and drybefore reassembly.

(3) Check ignition harness for security of mounting clamps and besure connections are tight at spark plug and magneto terminals.

b. Fuel andInduction System -Remove and clean the fuel inlet strain-ers. Check the mixture control and throttle linkage for travel, freedomof movement, security of the clamps and lubricate if necessary. Checkthe air intake ducts for leaks, security, filter damage; evidence of dustor other solid material in the ducts is indicative of inadequate filtercare or damaged filter. Check vent lines for evidence of fuel or oilseepage; if present, fuel pump may require replacement.

c. Lubrication System -

(1) Check oil lines for leaks, particularly at connections; for securi-ty of anchorage and for wear due to rubbing or vibration, for dentsand cracks.

(2) Replace external full flow oil filter. Before disposing of usedelement check interior folds for traces of metal particles that mightbe evidence of internal engine damage.

d. Exhaust System -Check attaching flanges at exhaust ports on cylin-ders for evidence of leakage. If they are loose, they must be removedand machined flat before they are reassembled and tightened. Ex-amine exhaust manifolds for general condition.

Revised March 1999 4-3



e. Cooling System - Check cowling and baffles for damage and secureanchorage. Any damaged or missing part of the cooling system mustbe repaired or replaced before the aircraft resumes operation.

f Cylinders - Check rocker box covers for evidence of oil leaks. Iffound, replace gasket and tighten screws to specified torque (50 inchlbs.).

Check cylinders for evidence of excessive heat which is indicated byburned paint on the cylinder. This condition is indicative of internaldamage to the cylinder and, if found, its cause must be determined andcorrected before the aircraft resumes operation.

Heavy discoloration and appearance of seepage at cylinder head andbarrel attachment area is usually due to emission of thread lubricant us-ed during assembly of the barrel at the factory, or by slight gas leakagewhich stops after the cylinder has been in service for awhile. This condi-tion is neither harmful nor detrimental to engine performance and opera-tion. If it can be proven that leakage exceeds these conditions, thecylinder should be replaced.

g. Turbochargers - All fluid power lines and mounting brackets incor-porated in turbocharger system should be checked for leaks, tightnessand any damage that may cause a restriction.

Check for accumulation of dirt or other interference with the linkagebetween the bypass valve and the actuator which may impair operationof turbocharger. Clean or correct cause for interference.

The vent line from the actuator should be checked for oil leakage. Anyconstant oil leakage is cause for replacement of piston seal.

Check alternate air valve to be sure it swings free and seals tightly.

4. 100 HOUR INSPECTION. In addition to the items listed for dailypre-flight and 50 hour inspection, the following maintenance checksshould be made after every one hundred hours of operation.

a. Electrical System -

(1) Check all wiring connected to the engine or accessories. Any

4-4



shielded cables that are damaged should be replaced. Replaceclamps or loose wires and check terminals for security andcleanliness.

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

b. Lubrication System - Drain and renew lubricating oil.

c. Magnetos - Check breaker points for pitting and minimum gap.Check for excessive oil in the breaker compartment, if found, wipe drywith a clean lintless cloth. The felt located at the breaker points shouldbe lubricated in accordance with the magneto manufacturer's instruc-tions. Check magneto to engine timing. Timing procedure is describedin Section 5,1,b of this manual.

NOTE

The pressurized ignition system should be checked using the Bendixmodel 11-10090 airflow tester as described in Service Instruction No.1308.

d. Engine Accessories - Engine mounted accessories such as pumps,temperature and pressure sensing units should be checked for securemounting, tight connections.

e. Cylinders - Check cylinders visually for cracked or broken fins.

f. Engine Mounts - Check engine mounting bolts and bushings forsecurity and excessive wear. Replace any bushings that are excessive-ly worn.

g. Fuel Injector Nozzles and Lines - Check fuel injector nozzles forlooseness. Tighten to 60 in. lbs. torque. Check fuel line from dye stainsat connections (indicating leakage) and security of lines. Repair orreplacement must be accomplished before aircraft resumes operation.

h. Turbochargers - Inspect all air ducting and connections in tur-bocharger system for leaks. Make inspection both with engine shutdown and with engine running. Check at manifold connections to tur-bine inlet and at engine exhaust manifold gasket, for possible airleakage.

4-5



CAUTION

Dust leaking into air ducting can damage turbocharger and engine.

Check for dirt or dust build-up within the turbochargers. Check foruneven deposits on the impellers. Consult AiResearch Industrial Div.Manual TP-21 for method to remove all such foreign matter.

Check the condition of the flexible hoses in the turbocharger system.Stiffness of the hose is indicative of deterioration and if this conditionis noted the hose should be replaced before further flight.

5. 400 HOUR INSPECTION. In addition to the items listed for daily pre-flight, 50 hour and 100 hour inspections, the following maintenance checkshould be made after every 400 hours of operation.

Valve inspection - Remove rocker box covers and check for freedom of valverockers when valves are closed. Look for evidence of abnormal wear orbroken parts in the area of the valve tips, valve keeper, springs and springseats. If any indications are found, the cylinder and all of its componentsshould be removed (including the piston and connecting rod assembly) andinspected for further damage. Replace any parts that do not conform withlimits shown in the latest revision for Special Service Publication No.SSP1776.

6. NONSCHEDULED INSPECTIONS. Occasionally, service bulletinsor service instructions are issued by Textron Lycoming that require inspec-tion procedures that are not listed in this manual. Such publications, usual-ly are limited to specified engine models and become obsolete after cor-rective modification has been accomplished. All such publications areavailable from Textron Lycoming distributors, or from the factory bysubscription. Consult the latest edition of Service Letter No. L114 forsubscription information. Maintenance facilities should have an up-to-datefile of these publications available at all times.

4-6


MAINTENANCE PROCEDURES

Page

G eneral ............................................. 5-1Ignition and Electrical System

Ignition Harness and Wire Replacement .............. 5-1Timing Magnetos to Engine ............................ 5-1

Alternator Output ................................. 5-4Fuel System

Repair of Fuel Leaks .............................. 5-5Fuel Injector Inlet Screen Assembly ................. 5-5Fuel Grades and Limitations ........................ 5-5Air Intake Ducts and Filter ......................... 5-5Idle Speed and Mixture Adjustment .................. 5-5

Lubrication SystemOil Grades and Limitations ......................... 5-6Oil Suction Screen................................ 5-6Oil Relief Valve ................................... 5-6

Cylinders ............................................ 5-7Turbochargers ...................................... 5-11Alternator and Compressor Drive Belt Tension ........... 5-11



SECTION 5MAINTENANCE PROCEDURES

The procedures described in this section are provided to guide and instructpersonnel in performing such maintenance operations that may be requiredin conjunction with the periodic inspections listed in the preceding sec-tion. No attempt is made to include repair and replacement operations thatwill be found in the applicable Textron Lycoming Overhaul Manual.

1. IGNITION AND ELECTRICAL SYSTEM.

a. Ignition Harness and Wire Replacement - In the event that an igni-tion harness or an individual lead is to be replaced, consult the wiringdiagram to be sure harness is correctly installed. Mark location of clampsand clips to be certain the replacement is clamped at correct locations.

b. Timing Magnetos to Engine -

(1) Remove a spark plug from No. 1 cylinder and place a thumb overthe spark plug hole. Rotate the crankshaft in direction of normal rota-tion until the compression stroke is reached; this is indicated by apositive pressure inside the cylinder tending to push the thumb offthe spark plug hole. Continue rotating the crankshaft until the ad-vance timing mark on the front face of the starter ring gear is in align-ment with the small hole located at the two o'clock position on thefront face of the starter housing. (Ring gear is marked at 20°) Atthis point, the engine is ready for assembly of the magnetos.

(2) Remove the ignition harness from the left (retard breaker)magneto, if installed. Insert the Slick T-118 timing pin in the hole mark-ed "L" on the face of the distributor block. Apply a slight inwardpressure to the pin and slowly rotate the magneto drive shaftclockwise until the shoulder of the pin seats against the distributorblock. When properly engaged, the timing pin will be inserted 7/8 inchinto the distributor block.

NOTE

If the magneto shaft cannot be rotated and if the timing pin is not seated7/8 inch into the distributor block, remove the pin, rotate the drive shaft 1/8turn and repeat the insertion procedure.

5-1



Figure 5-1. Ignition Wiring Diagram

CAUTION

Do not rotate the magneto rotor shaft with the timing pin inserted into thedistributor block. This could damage the internal components of the magneto.

(3) Inspect the left magneto accessory housing mounting pad to en-sure the magneto drive dampers, adapter, and gaskets are there andinstalled properly. Position the magneto on its side with the top ofthe magneto located outboard away from the accessory housing ver-tical centerline. Install the magneto onto the mounting pad. Be surethe drive dampers remain in place when the magneto drive is insertedinto the drive gear. Secure the magneto to the accessory housingwith the proper clamps, washers, and nuts. Tighten nuts only fingertight.

5-2



CAUTION

Do not rotate the magneto or engine with the timing pin inserted into themagneto distributor block. This could cause damage to the internal com-ponents of the magneto.

(4) Remove the timing pin from the distributor block.

(5) Repeat steps 2, 3, 4 for the right (plain) magneto.

WARNING

Do not attach harness spark plug ends to the spark plugs until all magneto-to-engine timing procedures and magneto-to-switch connections are entirelycompleted.

(6) Attach a timing light to the magneto condenser stud accordingto the timing light manufacturer's instructions.

(7) Rotate the magneto assembly in the direction of rotor rotationuntil the timing light comes on. If the light is on initially, rotation ofthe magneto is not required. This indicates the breaker points areclosed.

(8) Slowly rotate the magneto assembly in the opposite direction,until the light goes out or the breaker points open.

(9) Alternately tighten the magneto mounting nut clamps to 8 lbs-ft.torque. Continue to tighten both nuts alternately, in several steps,to 17 lbs-ft. torque.

(10) Repeat steps 6 thru 9 for the second magneto.

(11) Rotate the engine approximately 10° opposite to the normal rota-tional direction. The timing lights should light. Slowly (bump) rotatethe engine in the normal direction until the timing lights go out. Bothlights should go out within ± 1° of the 20° timing mark on ring gearwith the dot on the starter housing as referenced in step 1.

5-3



(12) Repeat steps 6 thru 10 until the condition described in step 11is satisfied.

(13) If magneto position (± 15° from the mounting pad horizontalcenterline allowed) interference is encountered, which is unlikely, themagneto must be removed and the drive gear in the accessory hous-ing repositioned. Care must be taken not to drop the dampers intothe engine during the repositioning of the drive gear.

(14) Remove timing light leads from the magnetos.

(15) Attach the appropriate switch or P-Leads to the condenser ter-minal of each magneto using a lockwasher and nut. Torque nut to13-15 lbs-inches.

(16) Retard Breaker - Attach one positive lead of the timing light toretard breaker terminal and the negative lead to ground. Set theengine 20° before top center on the compression stroke of the number1 cylinder. The timing light should be on, indicating the retard breakerpoints are closed. Slowly rotate the engine in the normal directionuntil the timing light goes out indicating the points opened. The TC#1 timing mark on the ring gear should be aligned with the dot onthe starter housing within ±3°. If the timing of these points is incor-rect, refer to the Slick Maintenance Manual for the procedure andproper adjustment of the contact points.

(17) Attach the switch retard breaker lead to the retard post on themagneto (left magneto only) using a lockwasher and nut. Torque nutto 13-15 lbs-inches.

(18) Install ignition harness assemblies on the magnetos. The leftmagneto harness is marked "left" and the right magneto harnessis marked "right". Check for proper installation of "O" ring sealin the wire cap. Torque cap-mounting screws to 18-20 lbs-inches.

NOTE

Some timing lights operate in the reverse manner as described. The light comeson when the breaker points open. Check your timing light instructions.

c. Alternator Output - The alternators should be checked to determinethat the specified voltage and current are being obtained.

5-4


2. FUEL SYSTEM.

a. Repair of Fuel Leaks - In the event a line or fitting in the fuel systemis replaced, only a fuel-soluble lubricant, such as clean engine oil or Loc-tite Hydraulic Sealant may be used. Do not use any other form of threadcompound.

b. Fuel Injector Inlet Screen Assembly - Remove the assembly and checkthe screen for distortion or openings in the strainer. Replace for eitherof these conditions. Clean screen assembly in solvent and dry with com-pressed air. To install the screen assembly, place the gasket on thescreen assembly and install the assembly in the throttle body and tightento 60-70 inch pounds torque.

c. Fuel Grades and Limitations - See recommended fuel grades in Sec-tion 3.

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 thanspecified is not to be used. Under no circumstances should automotivefuel be used (regardless of octane rating).

NOTE

It is recommended that personnel be familar with Service Instruction No.1070 regarding specified fuel for Textron Lycoming engines.

d. Air Intake Ducts and Filter - Check all air intake ducts for dirt orrestrictions. Inspect and service air filters as instructed in the airframemanufacturer's handbook.

e. Idle Speed and Mixture Adjustment -

(1) Start the engine and warm up in the usual manner until oil andcylinder head temperatures are normal.

(2) Check magnetos. If the mag-drop" is normal, proceed with idleadjustment.

(3) Set throttle stop screw so that the engine idles at the airframemanufacturer's recommended idling RPM. If the RPM changes ap-preciably after making idle mixture adjustment during the succeedingsteps, readjust the idle speed to the desired RPM.

5-5



(4) When the idling speed has been stabilized, move the cockpit mix-ture control lever with a smooth, steady pull toward the "Idle Cut-Off" position and observe the tachometer for any change during theleaning process. Caution must be exercised to return the mixturecontrol to the "Full Rich" position before the RPM can drop to apoint where the engine cuts out. An increase of more than 50 RPMwhile "leaning out" indicates an excessively rich idle mixture. Animmediate decrease in RPM (if not preceded by a momentary in-crease) indicates the idle mixture is too lean.

If the above indicates that the idle adjustment is too rich or too lean,turn the idle mixture adjustment in the direction required for correction,and check this new position by repeating the above procedure. Make addi-tional adjustments as necessary until a check results in a momentary pick-up of approximately 50 RPM. Each time the adjustment is changed, theengine should be run up to 2000 RPM to clear the engine before proceedingwith the RPM check. Make final adjustment of the idle speed adjustmentto obtain the desired idling RPM with closed throttle. The above methodaims at a setting that will obtain maximum RPM with minimum manifoldpressure. 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 fieldaltitude upon idling adjustment.

3. LUBRICATION SYSTEM.

a. Oil Grades and Limitations - Service the engine in accordance withthe recommendations shown in Section 3.

b. Oil Suction Screen - At each oil change, remove and inspect for metalparticles; clean and reinstall.

c. Oil Relief Valve - The adjustable oil relief valve enables the operatorto maintain engine oil pressure within the specified limits. If the pressureunder normal operating conditions should consistently exceed the max-imum or minimum specified limits, adjust the valve as follows:

With the engine warmed up and running at approximately 2000 RPM,observe the reading on the oil pressure gage. If the pressure is above max-imum or below minimum specified limits, step engine and screw the ad-justing screw out to decrease pressure and in to increase pressure.Depending on installation, the adjusting screw may have only a screw

5-6



driver slot and is turned with a screw driver; or may have the screw driverslot plus a pinned .375-24 castellated nut and may be turned with eithera screw driver or a box wrench.

4. CYLINDERS. It is recommended that as a field operation, cylindermaintenance be confined to replacement of the entire assembly. For valvereplacement consult the proper overhaul manual. This should be under-taken only as an emergency measure.

a. Removal of Cylinder Assembly -

(1) Remove exhaust manifold.

(2) Remove rocker box drain tube, intake pipe, baffle and any clipsthat might interfere with the removal of the cylinder.

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

(4) Remove rocker box cover and rotate crankshaft until piston is ap-proximately at top center of the compression stroke. This is indicatedby a positive pressure inside of cylinder tending to push thumb offof bottom spark plug hole.

(5) Slide valve rocker shafts from cylinder head and remove the valverockers. Valve rocker shafts can be removed when the cylinder isremoved from the engine. Remove rotator cap from exhaust valvestem.

(6) Remove push rod by grasping ball end and pulling rod out of shroudtube. Detach shroud tube spring and lock plate and remove shroudtubes from cylinder head.

NOTE

The hydraulic tappets, push rods, rocker arms and valves must be assembledin the same location from which they were removed.

(7) Remove cylinder base nuts, then remove cylinder by pulling directlyaway from crankcase. Be careful not to allow the piston to drop againstthe crankcase, as the piston leaves the cylinder.

5-7



b. Removal of Piston from Connecting Rod - Remove the piston pin plugs.Insert piston pin puller through piston pin, assemble puller nut; thenproceed to remove piston pin. Do not allow connecting rod to rest onthe cylinder bore of the crankcase. Support the connecting rod withheavy rubber band, discarded cylinder base oil ring seal, or any othernon-marring method.

c. Removal of Hydraulic Tappet Sockets and Plunger Assemblies - It willbe necessary to remove and bleed the hydraulic tappet plunger assemblyso that dry tappet clearance can be checked when the cylinder assemblyis reinstalled. This is accomplished in the following manner:

(1) Remove the hydraulic tappet push rod socket by inserting the foref-inger into the concave end of the socket and withdrawing. If the socketcannot be removed in this manner, it may be removed by graspingthe 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 specialTextron Lycoming service tool. In the event that the tool is notavailable, the hydraulic tappet plunger assembly may be removed bya hook in the end of a short piece of lockwire, inserting the wireso that the hook engages the spring of the plunger assembly. Drawthe plunger assembly out of the tappet body by gently pulling the wire.

CAUTION

Never use a magnet to remove hydraulic plunger assemblies from thecrankcase. This can cause the check ball to remain off its seat, renderingthe unit inoperative.

d. Assembly of Hydraulic Tappet Plunger Assemblies - To assemblethe unit, unseat the ball by inserting a thin clean wire through theoil inlet hole. With the ball off its seat, insert the plunger and twistclockwise so that the spring catches. All oil must be removed beforethe plunger is inserted.

e. Assembly of Cylinder and Related Parts - Rotate the crankshaft sothat the connecting rod of the cylinder being assembled is at the top

5-8



center of compression stroke. This can be checked by placing two fingerson the intake and exhaust tappet bodies. Rock crankshaft back and forthover top center. If the tappet bodies do not move the crankshaft is onthe compression stroke.

(1) Place each plunger assembly in its respective tappet body andassemble the socket on top of plunger assembly.

(2) Assemble piston with rings so that the number stamped on thepiston pin boss is toward the front of the engine. The piston pin shouldbe of a handpush fit. If difficulty is experienced in inserting the pistonpin, it is probably caused by carbon or burrs in the piston pin hole.During assembly, always use a generous quantity of oil, both in thepiston pin hole and on the piston pin.

(3) Assemble one piston pin plug at each end of the piston pin andplace a new rubber oil seal ring around the cylinder skirt. Coat pistonand rings and the inside of the cylinder generously with oil.

Figure 5-2. Sequence of Tightening Cylinder Base Hold-Down Nuts

5-9



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

NOTE

Before installing cylinder hold-down nuts, lubricate crankcase through studthreads with any one of the following 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.

NOTE

At any time a cylinder is replaced, it is necessary to retorque the thru-studson the cylinder on the opposite side of the engine.

(a) Tighten 1/2 inch cylinder base nuts to 300 inch lbs. (25 foot lbs.)torque, using the sequence shown in figure 5-2.

(b) Using the same sequence, tighten the 1/2 inch cylinder base nuts,to 600 in. lbs. (50 foot lbs.) torque.

(c) Tighten the 3/8 inch hold-down nuts to 300 inch lbs. (25 foot lbs.)torque. Sequence of tightening is optional.

(d) As a final check, hold the torque wrench on each nut for about fiveseconds. If the nut does not turn, it may be presumed to be tightenedto correct torque.

CAUTION

After all cylinder base nuts have been tightened, remove any nicks in thecylinder fins by filing or burring.

(5) 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.

5-10



(6) Assemble each push rod in its respective shroud tube, and assem-ble each rocker in its respective position by placing rocker betweenbosses and sliding valve rocker shaft in place to retain rocker. Beforeinstalling exhaust valve rocker, place rotator cap over end of exhaustvalve stem.

(7) Be sure that the piston is at top center of compression strokeand that both valves are closed. Check clearance between the valvestem tip and the valve rocker. In order to check this clearance, placethe thumb of one hand on the valve rocker directly over the end ofthe push rod and push down so as to compress the hydraulic tappetspring. While holding the spring compressed, the valve clearanceshould be between .028 and .080 inch. If clearance does not comewithin these limits, remove the push rod and insert a longer or shorterpush rod, as required to correct clearance.

NOTE

Inserting a longer push rod will decrease the valve clearance

(8) Install intercylinder baffles, rocker box covers, intake pipes, rockerbox drain tubes and exhaust manifold.

5. TURBOCHARGER.

a. Variable Pressure Controller - Refer to Textron Lycoming Service In-struction No. 1431 for adjustment procedure.

6. ALTERNATOR AND COMPRESSOR DRIVE BELT TENSION.

Check the tension of new belts 25 hours after installation. Refer to Ser-vice Instruction No. 1129 for methods of checking tension of drive belts.

5-11


TROUBLE-SHOOTING - ENGINE

Page

Failure of Engine to Start ............. ................. 6-1Failure of Engine to Idle Properly ......................... 6-2Low Power and Uneven Running ......................... 6-3Failure of Engine to Develop Full Power ................... 6-4Rough Engine ................. 6................. .... 6-4Low Oil Pressure .............................. ....... 6-4High Oil Temperature ....................... ........... 6-5Excessive Oil Consumption ........................... 6-5High Fuel Flow Indicated on Fuel Gage ................... 6-6

TROUBLE-SHOOTING - TURBOCHARGER

Excessive Noise or Vibration ............................. 6-6Engine Will Not Deliver Rated Power ..................... 6-6Critical Altitude Lower Than Specified .................... 6-8Engine Surges or Smokes .............................. 6-8High Deck Pressure ..................... ........... 6-9



SECTION 6TROUBLE-SHOOTING

Experience has proven that the best method of trouble-shooting is todecide on the various causes of a given trouble and then to eliminatecauses one by one, beginning with the most probable. The followingcharts list some of the more common troubles, which may be en-countered in maintaining engines and turbochargers: their probablecauses and remedies.

1. TROUBLE-SHOOTING - ENGINE.

TROUBLE

Failure ofEngine toStart

PROBABLE CAUSE

Lack of fuel

Overpriming

REMEDY

Check fuel system forLeaks. Fill fuel tank.Clean dirty lines, strainersor fuel valves.

Leave ignition "off" andmixture control in "IdleCut-Off", open throttleand "unload" engine bycranking for a fewseconds. Turn ignitionswitch on and proceed tostart in a normal manner.

Defective spark plugs

Defective ignitionwire

Defective battery

Improper operation ofmagneto breaker

Clean and adjust orreplace spark plugs.

Check with electric tester,and replace any defectivewires.

Replace with charged bat-tery.

Clean points. Check inter-nal timing of magnetos.

6-1


SECTION 6

TROUBLE

TIO-540-AE2A

PROBABLE CAUSE REMEDY

Failure ofEngine toStart (Cont.)

Lack of sufficient fuelflow

Water in fuel injector

Disconnect fuel line andcheck fuel flow.

Drain fuel injector andfuel lines.

Internal failure Check suction screen formetal particles. If found,complete overhaul of theengine may be indicated.

Failure ofEngine to IdleProperly

Incorrect idle mixture

Leak in inductionsystem

Adjust mixture.

Tighten all connections inthe induction system.Replace any parts that aredefective.

Incorrect idle adjust-ment

Uneven cylinder com-pression

Faulty ignitionsystem

Insufficient fuelpressure

Leak in air bleednozzle balance line

Plugged fuel injectornozzle

Flow divider fittingplugged

Adjust throttle stop toobtain correct idle.

Check condition of pistonrings and valve seats.

Check entire ignitionsystem.

Adjust fuel pressure.

Check connection and re-place if necessary.

Clean or replace nozzle.

Clean fitting.

6-2

TEXTRON LYCOMING OPERATOR'S MANUALTIO-540-AE2A

TROUBLE

SECTION 6

PROBABLE CAUSE REMEDY

Low Powerand UnevenRunning

Mixture too rich; indi-cated by sluggishengine operation, redexhaust flame atnight. Extreme casesindicated by blacksmoke from exhaust

Mixture too lean;indicated by overheat-ing or backfiring

Leaks in nductionsystem

Defective spark plugs

Improper fuel

Magneto breakerpoints not workingproperly

Defective ignitionwire

Defective spark plugterminal connectors


Readjustment of fuelinjector by authorizedpersonnel is indicated.

Check fuel lines for dirtor other restrictions.Readjustment of fuel injec-tor by authorized person-nel is indicated.

Tighten all connections.Replace defective parts.

Clean and gap or replacespark plugs.

Fill tank with fuel ofrecommended grade.

Clean point. Check inter-nal timing of magnetos.

Check wire with electrictester. Replace defectivewire.

Replace connectors onspark plug wire.


6-3


SECTION 6

TROUBLE

Failure ofEngine toDevelop FullPower

TIO-540-AE2A

PROBABLE CAUSE

Leak in inductionsystem


Throttle lever out ofadjustment

Improper fuel flow

Restriction in airscoop

Improper fuel

Faulty ignition

REMEDY

Tighten all connectionsand replace defectiveparts.


Adjust throttle lever.

Check strainer, gage andflow at the fuel line.

Examine air scoop and re-move restrictions.

Drain and refill tank withrecommended fuel.

Tighten all connections.Check system with tester.Check ignition timing.

Replace or repair moun-ting.

install new mountingbushings.

Check compression.


Fill sump to proper levelwith recommended oil.

Remove and clean oil pres-sure relief valve.

Rough Engine

Low OilPressure

Cracked engine mount

Defective mountingbushings

Uneven compression


Insufficient oil

Air lock or dirt inrelief valve

6-4


TROUBLE PROBABLE CAUSE REMEDY

Low OilPressure(Cont.)

Leak in suction lineor pressure line

High oil temperature

Defective pressuregage

Stoppage in oil pumpintake passage

Insufficient oilsupply

Check gasket betweenaccessory housing andcrankcase.

See "High Oil Tempera-ture" in "Trouble"column.

Replace.

Check line for obstruction.Clean suction strainer.

High OilTemperature

Fill oil sump to properlevel with specified oil.

Low grade of oil

Clogged oil lines orstrainers

Excessive blow-by

Failing or failedbearing

Defective temperaturegage

Replace with oil conform-ing to specifications.

Remove and clean oilstrainers.

Usually caused by wornor stuck rings.

Examine sump for metalparticles. If found, over-haul of engine is in-dicated.

Replace gage.

Excessive OilConsumption

Low grade of oil Fill tank with oil conform-ing to specification.

Check sump for metalparticles.

Failing or failed bear-ings

6-5


SECTION 6

TROUBLE PROBABLE CAUSE

TIO-540-AE2A

REMEDY

Excessive OilConsumption(Cont.)

Worn piston rings

Incorrect installationof piston rings

Failure of rings toseat (new nitridedcylinders)

Install new rings.

Install new rings.

Use mineral base oil.Climb to cruise altitude atfull power and operate at75% cruise power settinguntil oil consumptionstabilizes.

High FuelFlow Indicatedon Fuel Gage



2. TROUBLE-SHOOTING -TURBOCHARGER.


ExcessiveNoise orVibration

Improper bearing lub-rication

Leak in engine intakeor exhaust manifold

Dirty impeller blades

Supply required oil pres-sure. Clean or replace oilline; clean oil strainer. Iftrouble persists, overhaulturbocharger.

Tighten loose connectionsor replace manifoldgaskets as necessary.

Disassemble and clean.

Engine will notDeliver RatedPower

Clogged manifoldsystem

Foreign materiallodged in compressorimpeller or turbine

Clear all ducting.

Disassemble and clean.

6-6


TIO-540-AE2A

TROUBLE PROBABLE CAUSE

SECTION 6

REMEDY

Engine will notDeliver RatedPower (Cont.)

Excessive dirt build-up in compressor

Thoroughly clean com-pressor assembly. Serviceair cleaner and check forleakage.

Leak in engine intakeor exhaust

Rotating assemblybearing seizure

Restriction in returnlines from actuator toexhaust bypass con-troller

Exhaust bypass con-troller is in need ofadjustment

Oil pressure too low

Inlet orifice toactuator clogged

Exhaust bypass con-troller malfunction

Exhaust bypass but-terfly not closing

Tighten loose connectionsor replace manifoldgaskets as necessary.

Overhaul turbocharger.

Remove and clean lines.

Have exhaust bypass con-troller adjusted.

Tighten fittings. Replacelines, or hoses, increase oilpressure to desiredpressure.

Remove inlet line atactuator and clean orifice.

Replace unit.

Low pressure. Cloggedorifice in inlet to actuator.

Butterfly shaft binding.Check bearings.

6-7


SECTION 6

TROUBLE

TIO-540-AE2A

Engine will notDeliver RatedPower (Cont.)

CriticalAltitude LowerThan Specified

PROBABLE CAUSE

Turbocharger impellerbinding, frozen orfouling housing.

Piston seal in actuatorleaking. Usuallyaccompanied by oilleakage at drain line

Controller not gettingenough oil pressure toclose the exhaustbypass

Chips under meteringvalve in controllerholding it open

Metering jet inactuator plugged

Actuator piston sealfailed and leakingexcessively

Exhaust bypass valvesticking

Air in oil lines oractuator

Controller meteringvalve stem seal leak-ing oil into manifold

Clogged breather

Remove and replaceactuator or disassembleand replace packing.

REMEDY

Check bearings. Replaceturbocharger.

Check pump outletpressure, oil filters, exter-nal lines for leaks orobstructions.

Replace controller.

Remove actuator andclean jet.

If there is oil leakage atactuator drain, cleancylinder and replacepiston seal.

Clean and free action.

Engine Surgesor Smokes

Bleed system.

Replace controller.

Check breather for restric-tions to air flow.

NOTESmoke would be normal if engine has idled for a prolonged period.

6-8


TIO-540-AE2A

TROUBLE

High DeckPressure (Com-pressor Dis-charge Pres-sure)

SECTION 6

PROBABLE CAUSE

Controller meteringvalve not opening,aneroid bellows leak-ing

Exhaust bypass stick-ing closed

Controller return linerestricted

Oil pressure too high

REMEDY

Replace controllerassembly or replaceaneroid bellows.

Shut off valve in returnline not working.

Butterfly shaft binding.Check bearings.

Replace exhaust bypassvalve or correct linkagebinding.

Clean or replace line.

Check pressure 75 to 85psi (80 psi desired) at ex-haust bypass actuator in-let.

If pressure on outlet sideof actuator is too high,have exhaust bypass con-troller adjusted.

Remove and disassembleactuator, check conditionof piston and packing orreplace actuator assembly.

Exhaust bypass valveactuator piston lockedin full closed position.(Usually accompaniedby oil leakage at ac-tuator drain line)NOTE: Exhaustbypass normally clos-ed in idle and lowpower conditions.Should open when ac-tuator inlet line isdisconnected.

6-9


ION 6 TIO-540-AE2ASECT


High DeckPressure (Com-pressor Dis-charge Pres-sure) (Cont.)

Exhaust bypass con-troller malfunction.

Replace controller.

6-10


INSTALLATION AND STORAGE

Page

Preparation of Engine for Installation ..................... 7-1G eneral ............................................ 7-2Inspection of Engine Mounting ....................... 7-2Attaching Engine to Mounts .................... ..... 7-2Oil and Fuel Line Connections ........................ 7-2Propeller Installation ................................ 7-2

Preparation of Fuel Injector for Installation ................ 7-2Corrosion Prevention in Engines Installed

in Inactive Aircraft .................................. 7-3



SECTION 7INSTALLATION AND STORAGE

1. PREPARATION OF ENGINE FOR INSTALLATION. Before install-ing an engine that has been prepared for storage, remove all dehydratorplugs, bags of desiccant and preservative oil from the engine. Preservativeoil can be removed by removing the bottom spark plugs and turning thecrankshaft three or four revolutions by hand. The preservative oil will thendrain through the spark plug holes. Draining will be facilitated if the engineis tilted from side to side during the above operation. Preservative oil whichhas accumulated in the sump can be drained by removing the oil sump plug.Engines that have been stored in a cold place should be removed to anenvironment of at least 70°F. (21°C.) for a period of 24 hours before preser-vative oil is drained from the cylinders. If this is not possible, heat thecylinders with heat lamps before attempting to drain the engine.

After the oil sump has been drained, the plug should be replaced, safety-wired, and the sump refilled with lubricating oil. The crankshaft should againbe turned several revolutions to saturate the interior of the engine withthe 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 asmall amount of preservative oil remaining in the engine, but this can causeno harm. However, after twenty-five hours of operation, the lubricating oilshould be drained while the engine is hot. This will remove any residualpreservative oil that may have been present.

CAUTION

Do not rotate the crankshaft of an engine containing preservative oil beforeremoving the spark plugs, because if the cylinders contain any appreciableamount of the mixture, the resulting action, known as hydraulic locking,will damage the engine. Also, any contact of the preservative oil with paintedsurfaces should be avoided.

7-1



General - Should any of the dehydrator plugs, containing crystals of silica-gel or similar material, be broken during their term of storage or upon theirremoval from the engine, and if any of the contents should fall into theengine, that portion of the engine must be disassembled and thoroughlycleaned before using the engine. The oil strainers should be removed andcleaned in gasoline or some other hydrocarbon solvent. The fuel drainscreen located in the fuel inlet of the fuel injector should also be removedand cleaned in a hydrocarbon solvent. The operator should also note if anyvalves are sticking. If they are, this condition can be eliminated by coatingthe valve stem generously with a mixture of gasoline and lubrication oil.

Inspection of Engine Mounting - If the aircraft is one from which an enginehas been removed, make sure that the engine mount is not bent or damagedby distortion or misalignment as this can produce abnormal stresses withinthe engine.

Attaching Engine to Mounts - See airframe manufacturer's recommenda-tion for method of mounting the engine.

Oil and Fuel Line Connections - The oil and fuel line connections are call-ed out on the accompanying installation drawings.

Propeller Installation - Consult the airframe manufacturer for informationrelative to propeller installation.

2. PREPARATION OF FUEL INJECTOR FOR INSTALLATION.

A fuel injector that has been prepared for storage should undergo thefollowing procedure before being placed in service.

Fuel Injector (Bendix) - Remove and clean the fuel inlet strainer assemblyand reinstall. Inject clean fuel into the fuel inlet connection with the fueloutlets uncapped until clean fuel flows from the outlets. Do no exceed 15psi inlet pressure.

7-2



CORROSION PREVENTION IN ENGINES INSTALLEDIN INACTIVE AIRCRAFT

Corrosion can occur, especially in new or overhauled engines, oncylinder walls of engines that will be inoperative for periods as brief astwo days. Therefore, the following preservation procedure is recom-mended for inactive engines and will be effective in minimizing the corro-sion condition for a period of up to thirty days.

NOTE

Ground running the engine for briefperiods of time is not a substitute forthe following procedure; in fact, the practice of ground running will tendto aggravate rather than minimize this corrosion condition.

a. As soon as possible after the engine is stopped, move the aircraft in-to the hangar, or other shelter where the preservation process is to beperformed.

b. Remove sufficient cowling to gain access to the spark plugs andremove both spark plugs from each cylinder.

c. Spray the interior of each cylinder with approximately (2) ounces ofcorrosion preventive oil while cranking the engine about five (5) revolu-tions with the starter. The spray gun nozzle may be placed in either ofthe spark plug holes.

NOTE

Spraying should be accomplished using an airless spray gun (SprayingSystems Co., "Gunjet" Model 24A-8395 or equivalent). In the event anairless spray gun is not available, personnel should install a moisturetrap in the air line of a conventional spray gun and be certain oil is hot atthe nozzle before spraying cylinders.

d. With the crankshaft stationary, again spray each cylinder through

7-3



the spark plug holes with approximately two ounces of corrosionpreventive oil. Assemble spark plugs and do not turn crankshaft aftercylinders have been sprayed.

The corrosion preventive oil to be used in the foregoing procedureshould conform to specification MIL-L-6529, Type 1 heated to200°F./220°F. (93°C./104°C.) spray nozzle temperature. It is notnecessary to flush preservative oil from the cylinder prior to flying theaircraft. The small quantity of oil coating the cylinders will be expelledfrom the engine during the first few minutes of operation.

NOTE

Oils of the type mentioned are to be used in Textron Lycoming aircraftengines for corrosion prevention only, and not for lubrication. See thelatest edition of Textron Lycoming Service Instruction No. 1014 and Ser-vice Bulletin No. 318 for recommended lubricating oil.

7-4

TIO

-540-AE

2Ai

TE

XT

RO

N LY

CO

MIN

G OP

ER

AT

OR

'S

MA

NU

AL

SEC

TIO

N

7

7-5

SEC

T

TE

XT

RO

N LY

CO

MIN

G O

PE

RA

TO

R'S

MA

NU

AL

ION

7 T

IO-540-A

E2A

TEXTRON LYCOMING OPERATOR’S MANUAL

TABLES

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


SECTION 8

TABLES

FOR TIGHTENING TORQUE RECOMMENDATIONS AND IN-FORMATION CONCERNING TOLERANCES AND DIMENSIONSTHAT MUST BE MAINTAINED IN TEXTRON LYCOMING AIR-CRAFT ENGINES, CONSULT LATEST EDITION OF SPECIALSERVICE PUBLICATION NO; SSP1776.

CONSULT LATEST EDITION OF SERVICE INSTRUCTION NO.1029 AND NO. 1150 FOR INFORMATION PERTINENT TO COR-RECTLY INSTALLING CYLINDER ASSEMBLY.

8-1

FIXED WING ONLYGROUND RUN AFTER TOP OVERHAUL Type Aircraft

OR CYLINDER CHANGE WITH NEW RINGS

(DO NOT USE AFTER MAJOR OVERHAUL)

1. Avoid dusty location and loose stones.2. Head aircraft into wind.3. All cowling should be in place, cowl flaps open.4. Accomplish ground run in full flat pitch.5. Never exceed 200°F. oil temperature.6. If cylinder head temperatures reach 400°F.,shut down and allow engine to cool beforecontinuing.

Registration No.

Aircraft No.

Owner

Engine Model S/N_

Date

Run-Up By

Time RPM MAP

10 min 120010 min 13005 min 15005 min 16005 min 17005 min 1800

Mag. Check

Power Check

Idle Check

Temperature

Oil Cylinder

GROUND RUNPressure Temperature

Oil Fuel Injector Amb. Air

Fuel Flow

0

CAdjustment Required After Completion of Ground Run

1. Visually inspect engine2. Check oil level

FLIGHT TEST AFTER TOP OVERHAULOR CYLINDER CHANGE WITH NEW RINGS

1. Test fly aircraft one hour.2. Use standard power for climb, and at least 75% power for cruise.3. Make climb shallow and at good airspeed for cooling.4. Record engine instrument readings during climb and cruise.

Tested by

FLIGHT TEST RECORD

TimeClimb

Cruise

TemperatureRPM MAP Oil Cylinder

PressureOil Fuel

Temperature Fuel FlowInjector Amb. Air -

After Test Flight

z

Adjustments Required After Flight

1. Make careful visual inspection of engine.2. Check oil level.3. If oil consumption is excessive, (see operator'smanual for limits), remove spark plugs and checkcylinder barrels for scoring.



FULL THROTTLE HP AT ALTITUDE(Normally Aspirated Engines)

% S.L. Altitude % S.L. Altitude % S.L.H.P. Ft. H.P. Ft. H.P.

AltitudeFt.

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

49.148.047.646.045.244.043.342.241.440.339.538.5

TABLE OF SPEED EQUIVALENTS

Sec./Mi.

72.060.051.445.040.036.032.730.027.725.7

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

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



CENTIGRADE-FAHRENHEIT CONVERSION TABLE

Example: To convert 20°C. to Fehrenheit, find 20 in the center columnheaded (F-C); then read 68.0°F. in the column (F) to the right. To convert20°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 -70 -94.0 104.44 220 428.0-51.1 -60 -76.0 110.00 230 446.0-45.6 -50 -58.0 115.56 240 464.0-40.0 -40 -40.0 121.11 250 482.0-34.0 -30 -22.0 126.67 260 500.0-28.9 -20 -4.0 132.22 270 518.0-23.3 -10 14.0 137.78 280 536.0-17.8 0 32.0 143.33 290 554.0

-12.22 10 50.0 148.89 300 572.0-6.67 20 68.0 154.44 310 590.0-1.11 30 86.0 160.00 320 608.04.44 40 104.0 165.56 330 626.0

10.00 50 122.0 171.11 340 644.015.56 60 140.0 176.67 350 662.021.11 70 158.0 182.22 360 680.026.67 80 176.0 187.78 370 698.032.22 90 194.0 193.33 380 716.037.78 100 212.0 198.89 390 734.043.33 110 230.0 204.44 400 752.048.89 120 248.0 210.00 410 770.054.44 130 266.0 215.56 420 788.060.00 140 284.0 221.11 430 806.065.56 150 302.0 226.67 440 824.071.00 160 320.0 232.22 450 842.076.67 170 338.0 237.78 460 860.082.22 180 356.0 243.33 470 878.087.78 190 374.0 248.89 480 896.093.33 200 392.0 254.44 490 914.098.89 210 410.0 260.00 500 932.0

8-5



INCH FRACTIONS CONVERSIONSDecimals, 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 1/2 .5 .1964 12.7001/32 .0312 .0008 .794 17/32 .5312 .2217 13.4943/64 .0469 .0017 1.191 35/64 .5469 .2349 13.8911/16 .0625 .0031 1.587 9/16 .5625 .2485 14.2883/32 .0937 .0069 2.381 19/32 .5937 .2769 15.0817/64 .1094 .0094 2.778 39/64 .6094 .2916 15.4781/8 .125 .0123 3.175 5/8 .625 .3068 15.875

5/32 .1562 .0192 3.969 21/32 .6562 .3382 16.66911/64 .1719 .0232 4.366 43/64 .6719 .3545 17.0653/16 .1875 .0276 4.762 11/16 .6875 .3712 17.4627/32 .2187 .0376 5.556 23/32 .7187 .4057 18.25615/64 .2344 .0431 5.593 47/64 .7344 .4235 18.653

1/4 .25 .0491 6.350 3/4 .75 .4418 19.0509/32 .2812 .0621 7.144 25/32 .7812 .4794 19.84419/64 .2969 .0692 7.540 51/64 .7969 .4986 20.2415/16 .3125 .0767 7.937 13/16 .8125 .5185 20.63711/32 .3437 .0928 8.731 27/32 .8437 .5591 21.43123/64 .3594 .1014 9.128 55/64 .8594 .5800 21.828

3/8 .375 .1105 9.525 7/8 .875 .6013 22.22513/32 .4062 .1296 10.319 29/32 .9062 .6450 23.01927/64 .4219 .1398 10.716 59/64 .9219 .6675 23.4167/16 .4375 .1503 11.112 15/16 .9375 .6903 23.81215/32 .4687 .1725 11.906 31/32 .9687 .7371 24.60631/64 .4844 .1842 12.303 63/64 .9844 .7610 25.003

Documents

OPERATOR'S MANUAL REVISION - MMOPAs manual revision revision no. publication publication publication no. date tio-540-ae2a 60297-27-2 operator's manual 60297-27 september 1988