Operator's Manual

O PE RATO R’S
MAN UAL
TE~CTRON LYCONIING
Aircraft Engines
SERIES
0-360, HO-360, 10-360,
AIO-360, HIO-360 TIG-360
60297-12
I Lycoming
652 Oliver Street

Williamsport, PA 17701 U.S.A.
570/323-6181
Island Enterprises
O PE RATO R’S
MAN UAL
rixclt~:l Lycoming
0-360, HO-360, 10-360

AIO-360, HIO-360 T10-360
SERIES AIRCRAFT ENGIN~S
7’h Edition
July, 2000
Approved by F.A.A.
Part No. 60297-7 2
Printed in U.S.A.
Island Enterprises
Lycoming
OPERt~TOR’S MANUAL
REVISION
REVISION NO. PUBLICATION T PUBLICATION I PUBLICATION

O, HO, 1O, AIO, NO. DATE
60297-1 2-6 HIO, TIG-360
SERIES 60297-12 April 1989
The page(s) in this add to, or deletecurrentpages~
the operator’s manual.
PREVIOUS REVISIONS I CURRENT REVISIONS
July 1989 1 May 2000
3-5
March 1990
3-12A, Adds page 3-12B; 3-13
1-5, 1-6; 2-9, 2-10, 2-11, 2-12,
2-13; Added page 3-18A; 3-29;
5-4
May 1996
1-5, 1-6, 1-7; 2-2, Added page
2-2A/B;2-9, 2-10, 2-11, 2-12,
2-13, 2-14; 3-12, Added page
3-12A/B; 3-14, Added page
3-]4A/B; 3-15, 3-16, Added
pages 3-16A, 3-16B; 3-17, 3-18,
3-26, Added pages 3-26A/B,
3-40A/B; 3-50, Added pages
3-50A, 3-50B; 3-51
April 1998
3-3, 3-4, Added page 3-4A/B
December 1999
1-7; 2-2A, Added page 2-2B;
2-10, 2-13, 3-12, 3-15, 3-23,
3-40A, Added page 3-40B; 8-1
Island Enterprises
O, HO, IO, AIO, HIO, TIG-360 Series Operator’s Manual:
Textron Lycoming Part Number, 60297-12~.;
O 1989, Lycoming. All Rights Reserved

2000 Textron
Lycoming and "Powered by Lycoming" are trademarks or registered
trademarks of Textron Lycoming.
All brand and product names referenced in this publication are
trademarks or registered trademarks of their respective companies.
For additional information:
Mailing address:
Textron Lycoming
652 Oliver Street
Wijliamsport, PA 17701 U.S.A.
Phone:
Factory: 570-323-6181
Sales Department: 570-327-7268
Fax: 570-327-7101
Textron Lycoming’s regular business hours are Monday

through Friday from 8:00 AM through 5:00 PM Eastern Time
(+5 GMT)
Visit us on the World Wide Web at:
http ://www. lycoming.textron.com
Island Enterprises
rlnlr~:llycoming
WAR RANTY
(LIMITE D)
REPLACEMENT PART RECIPROCATING AIRCRAFT ENGINE
WHAT TE´•XTRON LYCOMING PROMISES YOU
Textron Lycoming warrantp each new reciprocating aircnft engine replacement part sold by it to be me f~m defects
inmaterial and wo~nnanship appearing within one (1) yeat from its date of first operrtion. The date of first opera-
tion, must not exceed two (2) years from the date of shipment from Textton Lycoming.
Textron Lycoming’s obligation under this warranty shall be limited to its choice of repair or replacement, on anex-
change basis, of the replacement part, when Textron Lycaaning has determined that the part is defective inmaterial or
worlannnFhiD. Textron Lycoming will also reimtRlrse you for the costs for labor in connection with the repair or replace-
ment as provided in Textron Lycoming’s then cumnt Removal and Installation Labor Allowance Guidebook.
Any pan so repaired or replaced will be warmnted for the remainder of the original warranty period.
YOUR OBLIGATIONS
The engine in which the replacement part is imtalled must have received normal use and service. You must apply for
warranty with an authorized Textron Lycoming distributor within 30 days of the appearance of tbe defect in material or
worbnanship.
Textron Lycoming’s warranty does not cover nonnal maintenance expenses or consumable items. The obligations on
the part of Textron Lycoming set forth above are your exclusive remedy and the exclusive liability of Textron Lycoming.
This warranty allocates the risk of product failure between you and Textron Lycoming, as permitted by applicable law.
Textron Lycoming rrseIves the right to deny any waranty claim if it reasonably determines that the engine orpart has
been subject to accident or used, adjusted, altered, handled, maintained or stored other than as directed in your operator’s
manual, or ifmn-germine Texuon Lycoming parts are installed in or on the engine and are determiwd to be a possible
cause of the incident for which the warmnty application is filed.
Textron Lycoming may change the construction of engines at any time without incurring any obligation to incorporate
such alterations in
engines or pans previously sold.
THIS LIMITED WARRANTY IS EXCLUSIVE AND IN LIEU OF ALL OTHER WARRANTIES AND REPRESEN-
TATIONS, EXPRESS OR IMPLIED OR STATUTORY, WHETHER WRI~ITEN OR ORAL, INCLUDING BUT NOT
LIMITED TOANY WARRANTY OFMERCHANTABILITY OR FITNESS FOR ANY PARTICULAR PURPOSE,
AND ANY IMPLIED WARRANTY ARISING FROM ANY COURSE OF PERFORMANCE OR DEALING OR
TRADE USAGE. THIS WARRANTY IS ALSO IN LIEU OF ANY OTHER OBLIGATION, LIABILITY, RIGHT OR
CLAIM, WHETHER IN CONTRACT OR IN TORT, INCLUDING ANY RIGHT IN STRICT LIABILITY IN
TORT OR ANY RIGHT ARISING FROM NEGLIGENCE ON THE PART OF TEXTRON LYCOMING, AND
TEXTRON LYCOMING’S LIABILITY ON SUCH CLAM SHALL IN NO CASE EXCEED THE PRICE ALLO-
CABLE TO THE ENGINE OR PART WHICH GIVES RISE TO THE CWM.
Island Enterprises
ckl, ~IWlle (1~ ~C c~h ~h (aYBe, rktBlh
LIMITATION OF LIABILITY
IN NO EVENT, WHETHER AS A RESULT OFA BREACH OPWARRANTY, CONTRA~ OR ALLEGED NEG-

LIGENCE, SHALL TMTRON LYCOMING BE LIABLE FOR SPECW, OR CONSEQUENTLAL OR ANY OTHER
DAMAGES, INCLUDING BUT NOT LIMITED TO LOSS OFPROE~IS OR REVENUES, LOSS OF USE OFTHE
ENGINE OR COST OFA
No agreement varying this warmnty or Textron Lycoming’s obligations ~mdet it will be binding upon Textron
Lycoming unless in writing signed by a duly authorized representative of Textmn Lycoming.
E$ective October 1, 1995 Revision "J"
Temron Lycoming
Williamsport, Pennrylvania
~bw(Dv JWOr ~DwQ*r dlDQQldDclu ~DwQ ~b*cllv
Island Enterprises
rnrclr~;l Lycomlng
WAR RANTY
(LIMITED)
NEW AND REMANUFACTURED
RECIPROCATING ArRCRAFT ENGINE
WHAT TEXTRON LYCOMING PROMISES YOU
Textron Lycoming wanants each new and remarmfactured reciprocating engine sold by it to be free from defects in
materialand worbnanship appearing within one (1) year from the date of first operation, excluding necessary aircraft
acceptance testing. The date of first operationmust not exceed two (2) years from the date of shipment from Textron
Lycoming.
Textron Lycoming’s obligation under this warranty shall be limited to its choice of repair or replacement, on an ex-
’change basis, of the engine or any part of the engine, when Textnm Lycoming has determined that the engine is defective
in material or workmanship. Such repair or replacement will, be made by Textron Lycoming at no charge to
you. Textron
Lycoming will also bear the cost for labor in connection with the repair or replacement as provided in Textron
Lycoming’s then current Removal and Installation Labor Allowance Guidebook.
In addition, ifTextron Lycoming determines that the engine proves

to be defective in material or workmanship during
the period until the
expiration of Texaon Lycoming’s recommended Time Between Overhaul(TBO), or two (2) years
frmn the date of first operation, whichever occurs first, Textron Lycoming will reimburse you for a
pro rata portion of the
charge for the repair or replacement (at its choice) with Textron Lycoming parts, of pans required to be repaired or re-
placed, ora replacement engine, if it determines that engine replacement is required. Textron Lycoming’s obligation
during the proration period extends to major pans of the engine, which are limited to crankcase, crankshaft, camshaft,
cylinders, connecting rods, pistons, sump, accessory housing and gears. The proration policy does not extend to labor or
to accessories, including but not limited to magnetos, carburetors or fwlinjectors, fuel
pumps, starters, alternators and
turbochargers and their controllers.
Any engine or part so repaired or replaced will be entitled to warimty for the remainder of the original waranty period.
YOUR OBLIGATIONS
The engine must have received normal use and service. Youmust apply for warranty with an authorized Textron
Lycoming distributor within 30 days of the appearance of the defect in material or worlonanship.
Textron Lycomiy’s warranty does not cover normal maintenance expenses or consumable items.’Ihe obligations on
the pan of Textron Lycoming set fonh above are your exclusive remedy and the exclusive liability of Texton Lycoming.
This warranty allocates the risk of product failure between you and Textron Lycoming, as permitted by applicable law.
Textron LycominC: -reserves the right to deny any warranty claim if it reasonably determines that the engine or part has
been subject to accident or used, adjusted, altered, handled, maintained or stored other than as directed in your operator’s
manual, or if non-genuine Textron Lycoming parts are installed in or on the engine and are determined to be a possible
cause of the incident for which the warranty application is filed.
Textron Lycoming may change the consauction of engines at any time without incurring obligation to incorporate
any
such alterations in engines or pans previously sold.
~P*IC)U
Island Enterprises
~RUJh E~kBh I~q*Oh ~O*(Qh
TATIONS, EXPRESS OR IMPLIED OR STATUTORY, WHETHER WRI?TEN OR ORAL, ~NCLUDING BUT NOT
LIMITED TO ANY WARRANTY OFMBRCHANTABILITY OR FITNESS FOR ANY PARTICULAR PURPOSE,
TRADF.USAGE. THIS WARRANTY IS ALSO IN LIEU OFANY OTHER OBLIGATION, LIAB~LITY, RIGHT OR
CLAIM, WHETHER IN CONTRACT OR IN TORT, INCLUDING ANY RIGHT IN STRICT LIABILITY IN
TORT OR ANY ARISING FROM NEGLIGENCE ON THE PART OF TEXTRON LYCOMING, AND
TEXTRON 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, WHBIHER AS A RESULT OF A BREACH OF WARRANTY, CONTRACT OR ALLEGED NEG-

LIGENCE, SHALL TEXTRON LYCOMING BE LIABLE FOR SPECIAL OR CONSEQUENTIAL OR ANY OTHER
DAMAGES, INCLUDING BUT NOT LIMITED TO LOSS OF PROFITS OR REVENUES, LOSS OF USE OF THE
ENGINE OR COST OF A REPLACEMENT.
No agreement varying this warranty orTextron Lycoming’s obligations under it will be binding upon Textron
Lycoming unless in writing signed by a duly authorized representative of Textron Lycoming.
Eaecrive Octobe; 1, 1995 Revision "J"
Textron Lycaming
Williamsport, Pennsylvania
j
~D*Ou ~O*Du ~WUDV ~bwQ1´• ´•m~r ~U(QI,
Island Enterprises
~99w(FT
Lycoming
WAR RANTY
(LIMITE D)
OVE R HAU LE D
RECIPROCATING AIRCRAFT ENGINE
WHAT TEXTRON LYCOMING PROMISES YOU
Textron Lycoming warrants each overhauled reciprocating engine sold by it to be free from defects in material and
worlrmnnship appearing withinone (1) year from the date of firstoperation, excluding necessary aircraft acceptance
testing. The date of first operation must not exceed two (2) years from the date of shipment from Textron Lycoming.
Textron Lycoming’s obligation under this warmnty shall be limited to its choice of repair or replacement, on an ex-
change basis, of the engine or any partof the engine, when Textron Lycoming has determined that the engine is defecti~e
in material or worlrmanship. Such repair or replacement will be made by Textron Lycoming at no charge to you. Textron
Lycoming will also bear the cost for labor in connection with the repair or replacement as provided in Texton
Lycoming’s then current Removal and Installation Labor Allowance Guidebook.
Any engine or paa so repaired or replaced will be entitled to warranty for the remainder of the original wafidnty period.
YOUR OBLIGATIONS
The engine mustbave received normal use and service. You must apply far warranty with an authorized Texcron
Lycoming distributor within 30 days of the appeamnce of the defect in material or worlrnanship.
Textr(,nLycoming’s warranty does not cover normal maintenance expenses or consumable items. The obligations on
the part of Textron Lycoming set forth above are your exclusive remedy and the exclusive liability of Textron Lycoming.
This warranty allocates the risk of product failure between you and Texaon Lycoming, as permitted by applicable law.
TextronLycoming reserves the right to deny any warranty claim if it reasonably determines that the engine orpart has
beensubject to accident or used, adjusted, altered, handled, maintained or stored other than as directed in your operator’s
manual, or ifnon-genuine Textron Lycoming parts are installed in or on the engine and are determined to be a possible
cause of the incident for which the warranty application is filed.
Textron Lycoming may change the constnrtion of engines at any time without incurring any obligation to incorporate
such alterations inengines orparts previously sold.
TATIONS, EXPRESS OR IMPLIED OR STATUTORY, WHETHER WRI?TEN OR ORAL, INCLUDING BUT NOT
LIMITED TO ANY WARRANTY OF MERCHANTABILITY OR FITNESS FOR ANY PARTICULAR PURPOSE,
TRADE USAGE. THIS WARRANTY IS ALSO IN LIEU OF ANY OTHER OBLIGATION, LIABILITY, RIGHT OR
CLAIM, WHETHER IN CONTRACT OR IN TORT, INCLUDING ANY RIG~ STRICT LIABILITY IN
TORT OR ANY RIGHT ARISING FROM NEGLIGENCE ON THE PART OF TEXTRON LYCOMING, AND
TEXTRON 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.
Island Enterprises
LIMITATION OF IlABIIlTY
IN NO EVENT, WHFI~R AS A RESULT OF A BREACH OPWARRANTY, CONTRA~T OR ALLEGED NEG-

LIGENCE, SHAtLTE]CTRON LYCOM[NG BE L[ABLB tcOR SPECIAL OR CONSEQUENTIAL OR ANY OTHER
DAMAGES, INCLUDING BUT NOT LIhaBD TO LOSS OFPROPITS OR REVENUES, LOSS OF USIEi OFTHE
BNGINB OR COST OFA REPLACEMENT.
No agnement varying this w9rraay or Tcxtnm Lycomiqg’s oblieatioas under it will be binding upon Textron
Lycoming unless in writing signed by a duly authorized npcscntative of Tatron Lycomiqg.
Egective October 1, 1995 Revision "J"
Teftron Lycoming
WilliMtsport, Pennsylvania
drily ~llu Jnalv clllllv JtIBlv -s~ .mh.
Island Enterprises
TEXTRON tYCOMING OPERATOR’S MANUAL
ATTENTION
OWN E RS, OPE RATORS, AN D

MAINTENANCE PERSONNEL
This operator’s manual contains a description of the engine, its

specifications, and detailed information on how to operate;~d-maintain
it. Such maintenance procedures that may be required in conjunction with
periodic inspections are also included. This manual is intended for use by
owners, pilots and maintenance personnel responsible for care of
Lycoming powered aircraft. Modifications and repair procedures are
contained in Lycoming overhaul manuals; maintenance personnel
should refer to these for such procedures.
SAFI~ TY WARNING;
Nc~lectinl: f’olluu, the operating instructions and to carry out periodic

to
maintenance procedures can result in poor engine perJbrmance and po´•wer

loss. Also, if power and speed limitations specified in this manual are
exceeded, j’or any reason; damaKe to the engine and personal injury call
happc?n. Consult your local ~An 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 to keep abreast of later information
through Lycoming Service Bulletins, Instructions and Service Letters
which are available from all Lycoming distributors or from the
factory by subscription. Consult the latest edition of Service Letter No.
L114 for subscription information.
SP~CIA L NO TIS
7;be illustrations, pictures and drawings shown in this publication are

typical of the subject matter they portray; ill no instance are they to be
interpreted as e~camyles of any specific engine, equipment or part thereof.
Island Enterprises
TEXTRON LYCOMING OPERATOR’S MANUAL
IMPORTANT SAFETY NOTICE
Proper service and repair is essential to increase the safe, reliable

operation of all aircraft engines. The service procedures recommended
by Textron 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 tools must be used when
and as recommended.
It is important to note that most Textron Lycoming publications con-

tain various Warnings and Cautions which must be carefully read in
order 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 understand that these Warnings and Cautions

to
are 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 may
be involved. Acordingly, anyone who uses a service procedure must first
satisfy themselves thoroughly that neither their safety nor aircraft safe-
ty will be jeopardized by the service procedure they select.
?i:
Island Enterprises
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 ?-1
SECTION 8 TABLES 8-1
Island Enterprises
-I
rn
X
Fdl;~
O
_~ _~
3
Z
n
o
-e
m
Island Enterprises
P
Z
C
Figure i. 3/4 Right Side View IO-360-A1A r
ORIGINAL
As Received By
ATP
c3
o\ M
cl
a
~d
rn ~21
r
m O
a
o Z
a O
Cd
Island Enterprises
B
~1
O
rn
C]
C1 d
View TIO-360-A1B Z r
Figure 2. 3/4 Left Rear
ORIGINAL
As 8eceived By
ATP
SECTION
DESCRIPTION
Island Enterprises
DESCRIPTION
Page
General ............1-1
Cylinders ...........1-1
Valve Operating Mechanism .1-1
Crankcase ..........1-1
Crankshaft ..........1-2
Connecting Rods .1-2
Pistons ............1-2
Accessory Housing .1-2
Oil Sump ...........1-2
Cooling System .1-2
Induction System .1-2
Lubrication System .1-4
Priming System .1-4
Ignition System .1-4
Model Application Table .1-5
Island Enterprises
0-360 and ASSOCIATED MODELS SECTION 1
SECTION 1
DESCRIPTION
The O, HO, IO, AIO, HIO, LIO and TIG-360 series are four cylinder,
direct drive, horizontally opposed, air cooled engines.
In referring to the location of the various engine components, the parts

are described as installed in the airframe. Thus, the power take-off end is
the front and the accessory drive end the rear. The sump section is the
bottom and the opposite side of the engine where the shroud tubes are
located the top. Reference to the left and right side is made with the
observer facing the rear of the engine. The cylinders are numbered from
front to rear, odd numbers on theright. The direction of rotation of the
crankshaft, viewed from
the rear, is clockwise. Rotation for accessory
drives is determined with the observer facing the drive pad.
NOTE
The letter "L" in the model pY~fi´•r denotes the reverse rotation of the
basic model. Exanzple: n?odel IO-360-C has clockwise! rotation of the
crankshaft. LIO-360-C has counter-clockwise rotatio~l the of
crankshaft. Likewise, tlje rotatiolz of the accessory drives of t~e LIO-360-C
are opposite those of the hasic nrodel as listed in Section 2 of this ntartual.
The letter "D" used as the 4th or 5th character in tlJe nzodel suffix
denotes that the flaYtiCLllaY nrodel employs dual masletos housed in a
single housiztg. Example: nll iltJbrmatiorz pertinent to the 0-360-AI~’6
will apply to 0-360-A 1F6L).
Operational aspects of el7gil?es are the same and performance curves arzd
specifications for the basic Inon~l will apply.
Cjllinders The cylinders are of conventional air cooled construction with

the two major parts, head and barrel, screwed and shrunk together. The
heads are made from an aluminum alloy casting with a fully machined
combustion chamber. Rocker shaft bearing supports are cast integral with
the head along with housings to form the rocker boxes. The cylinder
barrels have deep integral cooling fins and the inside of the barrels are
ground and honed to a specified finish.
1-1
Island Enterprises
SECTL.ON 1 0-360 and ASSOCIATEa MODELS
Valve OperntinR Mecl,anism

A conventional type camshaft is located
above and parallel to the crankshaft. The camshaft actuates hydraulic
tappets which operate the valves through push rods and valve rockers. The
valve rockers are supported on full floating steel shafts. The valve springs
bearagainst hardened steel seats and are retained on the valve stems by
means of split keys.
Crankcase The crankcase

assembly consists of two reinforced aluminum
alloy castings, fastened together by means of studs, bolts and nuts. The
mating surfaces of the two castings are joined without the use of a gasket,
and the main bearing bores are machined for use of precision type main
bearing inserts.
Cmltksbnf’t Tile crankshaft is made from a chrome nickel molybdenum

steelforging. All bearing journal surfaces are nitrided.
Connecting Hens The

connecting rods are made in the form of "H"
sections from alloy forgings. They have replaceable bearing inserts in
steel
the crankshaft ends and bronze bushings in the piston ends. The bearing
caps on the crankshaft ends are retained by two bolts and nuts through
each cap.
Pistons The pistons are machined from an aluminum alloy. The piston
pin is of a full floating type with a plug located in each end of the pin.
Depending o? the cylinder assembly, pistons may be machined for either
three or four rings and may employ either half wedge or full wedge
rings.
Consult the latest revision of Service Instruction No. 1037 for proper
piston and ring combinations.
Accessory Housing The accessory housing is made from an aluminum

casting and is fastened to the rear of the crankcase and the top rear of the
sump. It forms a housing for the oil pump and the various accessory drives.
Oil Sump (Except -AIO Series) The sump incorporates an oil drain plug,
oil suction screen, mounting pad for carburetor or fuel injector, the intake
riser and intake pipe connections.
Crankcase Covers (-AIO Series) Crankcase covers are employed on the

top and bottom of the engine. These covers incorporate oil suction
screens, oil scavenge line connections. The top cover incorporates a
connection for a breather line and the lower cover a connection for an oil
suction line.
1-2
Island Enterprises
Coolinl: Systeln These engines are designed to be cooled by air pressure.

Baffles are provided to build up a pressure and force the air through the
cylinder fins. The air is then exhausted to the atmosphere through gills or
augmentor tubes usually located at the rear of the cowling.
Iirnuctio,i Systeri? Lycoming 0-360 and MO-360 series engines are

equipped with either a float type
pressure type carburetor. See Table 1
or
for model application. Particularly good distribution of the fuel-air
mixture to each cylinder is obtained through the center zone induction
system, which is integral with the oil sump and is submerged in oil,
insuring a more uniform vaporization of fuel and aiding in cooling the oil
in the sump. From the riser the fuel-air mixture is distributed to each
cylinder by individual intake pipes.
Lycoming 10-360, AIO-360, HIO-360 and TIG-360 series engines

are equipped with a Bendix type RSA fuel injector, with the
exception of
model ~0-360-B1A which is equipped with a Simmonds type 530 fuel
injector. (See Table 1 for model application.) The fuel injection system
schedules fuel flow in proportion to air flow and fuel vaporization takes
place at the intake ports. A turbocharger is mounted as an integral part of
the TIG-360 series engines. Automatic waste gate control of the
turbocharger provides constant air density to the fuel injector inlet from
seal level to critical altitude.
A brief description of the carburetors and fuel injectors follows:
The Marvel-Schebler MA-4-5 and HA-6 carburetors are of the single

barrel float type equipped with a manual mixture control and an idle
cut-off.
The Marvel-Schebler MA-4-5AA carburetor is of the single barrel float

type with automatic pressure altitude mixture control. This carburetor is
equipped with idle cut-off but does not have a manual mixture control.
The Bendix-Stromberg PSH-5BD is a pressure operated, single barrel

horizontal carburetor, incorporating an airflow operated power
enrichment valve and an automatic mixture control unit. It is equipped
with an idle cut-off and a manual mixture control. The AMC unit works
independently of, and in parallel with, the manual mixture control.
1-3
Island Enterprises
SECTION 1 0-360 and ASSOCIATED MODELS
The Bendix RSA type fuel injection system is based on the principle of
measuring air flow and using the air flow signal in a stem type regulator to
convert the air force into a fuel force. This fuel force (fuel pressure
differential) when applied across the fuel metering section (jetting system)
makes fuel flow proportional to air flow.
The Simmonds type 530 is a continuous flow fuel injection system.

This continuous flow system has three separate components:
i. A fuel pump assembly.

2. A throttle body assembly.
3. Four fuel flow nozzles.
This system is throttle actuated. Fuel is injected into the engine intake
valve ports by the nozzles. The system continuously delivers metered fuel
to each ´•intake valve
port in response to throttle position, engine speed and
mixture control position. Complete flexibility of operation is provided by
the manual mixture control which permits the adjustment of the amount
of injected fuel to suit all operating conditions. Moving the mixture
control to "Idle Cut-Off" results in a complete cut-off of fuel to the
engine.
Lubrication System (All models except AIO-360 series). The full pressure
wet sump lubrication system is actuated by an impeller type pump
contained within the accessory housing.
(AIO-360 series). The AIO-360 series is designed for aerobatic flying

and is of the dry sump type. A double scavenge pump is installed on the
accessory housing.
Priming System Provision forprimer system is provided on all engines

a
employing a carburetor. Fuel injected engines do not require a priming

system.
Ignition Systenz Dualignition is furnished by two Bendix magnetos.

Consult Table 1 for model application.
Countenueight System Models

designated by the numeral 6 in the suffix
of the model number (example: 0-360-A1G6) are equipped with
crankshafts with pendulum type counterweights attached.
1-4
Island Enterprises
0-360 and ASSOCIATED MODELS SECTION

TABLE
MODEL APPLIC~ION
Model Left"" Right** Carburetor
0-360
-A1A, -A2A, -A3A,
-A4A S4LN-21 S4LN-20 MA-4-S
-A~C,-C2D S4LN-200 S4LN-204 PSH-SBD
-A1D, -A2D, -A3D,
-A4D, -A2E S4LN-200 S4LN-204 MA-4-5
-A1F, -A2F, -A~F6 S4LN-~227 S4LN-~209 MA-4-S
-A1G, -A2G, -A4G,
-A~G6 S4LN-~227 S4LN-~209 HA-6
-A1H, -A2H, -A4J S4LN-21 S4LN-204 HA-6
-A~H6 4273 4270 HA-6
-A1P, -A4P, -B2C,
-C4P 4373 4370 MA-4-5
-A4K, -C~F, -C4F 437~ 4370 HA-6
-A4M 4371 4370 MA-4-5
-A4N 4251 4251 MA-4-5
-B1A, -B2A, -C~A,
-C~G,-C2A S4LN-21 S4LP~-20 M;A-4-5
-B1B,-B2B,-C1C,
-C2C S4LN-200 S4LN-204 MA-4-5
-C~E, -C2E, -A4M 4051 4050 MA-4-5
-C2B S4LN-2~ S4LN-20 PSH-SBD
-D1A, -D2A S4LN-2~ S4LN-20 MA-4-5
-D2B S4LN-200 S4LN-204 MA-4-5
-F1A6 4191 419~ HA-6
-A~AD, -A3AD,
-ASAD D4LN-302~ MA-4-5
Models with counterclockwise rotation employ S4RN series.

See latest edition of Service Instruction No. ~443 for alternate
mag-
netos.
Revised May 1996 1-5
Island Enterprises
TEXTRON LYCOIMING OPERATOR’S MANUAL
SE~TION 3L 0-360 and ASSOCIA’P’E~ MODELS
TABLE ‘1 (CONT.)
MODEL APPLIC~ION
Model Left"" Right"" Carburetor
0-360 (Cont.)
-A~F6D, -AlLD D4LN-3021 MA-4-5
-A1G6D D4LN-302~ HA-~
-G1A6 4251 4251 HA-6
-J2A 4347 4370 MA-4SPA
MO-360
-A1A S4LN-200 S4LN-204 MA-4-5AA
-B~A S4LN-200 S4LN-204 PSH-SBD
-B1B S4LN-200 S4LN-200 PSH-SBD
-C~A 4347 4370 HA-6
HIO-360 Fuel Iniectop

-A~A, -B~A, -BlB S4LN-200 S4LN-200 RSA-SAB~
a -A1B,-C1A S4LN-200 S4LN-204 RSA-SAD1
-C1B SLhN-~208 S4LN-1209 RSA-SAD1
-D~A IS4LN-~208 S4LN-~208 RSA-7AA~
-E~AD D4LN-302~ RSA-SAB~
-E~BD, -F1AD D4LN-3200 RSA-SAB1.
10-360
-A1A, -A2A, -B~B,
-B~C S4LN-200 S4LN-204 RSA-SAD1
-A1B, -A2B, -A~B6 S4LN-~227 S4LN-1209 RSA-SAD~
-A1C, -A2C, -C1B S4LN-~208 S4LN-1209 RSA-SAD1
-A1D6, -BlE, -B2E S4LN-1227 S4LN-1209 RSA-SAD1
-A3B6 4372 4370 RSA-SAD~
-B~A S4LN-200 S4LN-204 530
-B~D, -ClA S4LN-200 S4LN-204 RSA-SAD1
Models with counterclockwise rotation employ S4I~N series.

See latest edition of Service Lnstruction No. 1443 for alternate mag-
netos.
~-d Revised May 1996
Island Enterprises
TABLE I(CONT.)
MODEL APPEICATION
Model Left"" Ri t** Fuel Iniector
10-360 (Cont.)
-B 1 F, -B2F, -B2F6 S4LN-1227 S4LN-1227 RSA-SAD 1
-B4A, -K2A S4LN-21 S4LN-20 RSA-SAD 1
-C 1 C, -C 1 C6, -C1D6 S4LN-1227 S4LN-1209 RSA-SAD1
-C I E6, -C 1F, -FIA S4LN-1227 S4LN-1209 RSA-SADI
-D 1 A, -E IA S4LN-1208 S4LN-1 209 RSA-SADI
-A ID S4LN-21 S4LN-204 RSA-SADI
-L2A 4371 4371 RSA-SADI
I -M 1 A, -B 1G6
-C 1G6
4371
4345
4370
4345
RSA-SAD1
RSA-SAD1
-A1B6D,-A3B6D,
-J 1 AD, -J 1 A6D D4LN-3021 RSA-SAD I
-AID6D, -A3D6D D4LN-3000 RSA-SAD1
AIO-360
-A 1A, -A2A S4LN-1208 S4LN-1 209 RSA-SAD 1
-A 1B,.-A2B, -B 1B S4LN-1 227 S4LN-1209 RSA-SAD1
TIG-360
-A 1 A, -A 1B, -A3 B6 S4LN-1208 S4LN-1209 RS’A-SADI
-C 1A6D D4LN-3021
Models with counterclockwise rotation employ S4RN series.

See latest edition of Service Instruction No. 1443 for alternate
magnetos
Engine models with letter "D" as 4’k or 5’" character in suffix denotes
dual magnetos rnsingle housing. Basic models employing -21 or
1227 (impulse coupling magnetos) use D4LN or D4RN-3021. Basic
models employing -200 and -1208 (retard breaker magnetos) use
D4LN or D4RN-3000. Example Basic model 1O-360-C1C uses
S4LN-1227 and S4LN-1209, therefore model IO-360-C1CD would
employ D4LN-3021.
Revised December 1999 1-7
Island Enterprises
SECTION
SPECIFICATION
Island Enterprises
SPECIFICATIONS
Specifications
F´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´•´• ´•2-1
´•´•.´•2-2
IOI3601A,-B,IC,ID,~E ´•´•´•´•´•´•´•´•´•´•2-3
AI01360~A,IB ´•´•´•´•´•2~4
HI013601A,IB ´•´•´•´•´•2-4
HI013601C,ID ´•´•´•´•´•2~5
HI013601E,~F ´•´•´•´•´•2~6
T101360~A,IC ´•´•´•´•´•217
Accessory Drives ...2-8
Detail Weights
Engines ..........2-9
Dimensions .......2110
Island Enterprises
TEXTRON LYCOMINC OPIERATOR’S MANUAL
OL360 and ASSOCIATED MODELS SECTION 2
SECTION 2
SPE CI F I CAT IONS
0-360-A, -C, -F SERIES"
FAA Type Certificate 286

Rated horsepower 180
Rated speed, RPM .2700
Bore, inches ............5.125
Stroke, inches ...........,4.375
Displacement, cubic inches 361.0
Compression ratio 8.5:1
Firing order 1-3-2´•4
Sparkoccurs,degreesBTC .....~.25
Valve rocker clearance (hydraulic tappets collapsed) ........028-.080
Propeller drive ratio .1:1
Propeller drive rotation (viewed from rear) .Clockwlse
"0-360-C2D only. Take-off rating 180 HP 2900 RPM and 28 in. hg.
SPECIF=ICATIONS
0-360-B, -D SERIES
FAA Type Certificate 286

Bore, inches .............5.125
Stroke, inches ....’.......4.376
Displacement,cubic inches 361.0
Firing order 1-3-2´•4
Spark occurs,degreesBTC 25
Propeller drive rotation (viewed from rear) .Clockwise
2-1
Island Enterprises
SPECIFI C~I ON S
0-360-J2A
FAAType Certificate. 286

Rated horsepower. 145
Rated speed. RPM, .2400 thru 2700
Bore, inches. 5.~25
Stroke, inches..... 3.875
Displacement. cubicinches. .............361,0
Compression ratio 8.5:~
Firing order ~-3-2-4
Sparkoccurs, degrees ETC. .........,,.25
Valve rocker clearance (hydraulic tappets collapsed) .028-.080
Propellerdrive ratio 1:1
Propeller drive rotation (viewed from rear), Clockwise
SPE CIFI C~I ON S
I HO-360-A, -C
FAA Type Certificate. 286

Rated horsepower. 180
Rated speed, RPM 2700
Bore, inches ,,,,,,,5,125
Stroke, inches. 4.375
Compression ratio. 8.5:1
Firing order. 1-3-2-4
Sparkoccurs, degreesBTC, 25
Propeller drive ratio 1:1
Propeller drive rotation (viewed from rear), Clockwise
2-2 Revised May ~996
Island Enterprises
0-360 and ASSOCIATED MODELS SECTIOIY 2
SPECIFICATIONS
HO-360-B SERIES
FAA Type Certificate. 286

Rated horsepower ..180
Bore, inches 5.125
Stroke, inches ...4.375
Firing order 1-3-2-4
Spark occurs, degrees ETC ..............25
Propeller drive ratio I:I
Propeller drive rotation (vie\Ned fiom rear) Clockwise
SPECIFICATIONS
I 10-360-L2A*
FAA Type Certificate 1E10

Rated horsepower .....160
Rated speecf, RP~ 2400
Bore, inches .....5.125
Stroke, inches.........................................4.375
Spark occurs, degrees ETC 25
Valve rocker clearance (hydraulic.tappets collapsed) ........028-.080
Propeller drive ratio 1:1
Propeller drive rotation (viewed from rear) Clockwise
This engine has an alternate rating of 180 HP at 2700 RPM.
I Revised December 1999 2-2A
Island Enterprises
SPECIFICATIONS
10-3 60-B I G6, -M 1 A

Bore, inches ....5.125
Spark occurs, degrees ETC 25
Propeller drive ratio I:1
1O-360-C 1 G6

Rated horsepower ..200
Bore, inches ....5.125
Displacement, cubic inches ...........361.0
Compression ratio .8.7: 1
Firing order ...1-3-2-4
Sparkoccurs, degrees ETC 20
Valve rocker clearance, (hydraulic tappets collapsed) .......028-.080
Propeller drive ratio I: I
2-2B Added December 1999
Island Enterprises
0-360 and ASSOCIATED MODELS SECI~ION 2
SPE CI F I CATI ONS

IO-360-A,-C,-D,-J,-K SERIES
FAA Type Certificate. ..1E10
Rated horsepower ......200
Rated speed, RPM .....2700
Bore, inches .........5,125
Stroke, inches... ....4.375
T)isplacement, cubic inches .361.0
Compression ratio .....8.7:1
Firing order .........1-3-2-4
Spark occurs, degrees BTC...................................250**
Propeller drive ratio .....1:1
IO-360-B,-E,-F SERIES*
FAA Type Certificate. ..1E10
Rated horsepower ......180
Rated speed, RPM .....2700
Bore, inches .........5.125
Stroke, inches ........4.375
Displacement, cubic inches...................................361.0
Compression ratio .....8.5:1
Firing order .........1-3-2-4
Spark occurs, degrees I3~C... .................................250
Valve rocker clearance (hydraulic tappets collapsed).............028-.080

Propeller drive ratio .....1:1
Propeller drive rotation (viewed from rear)..................Clockwise
IO-360-B1C only. Rated 177 HP
**NOTE
On the following model engines, the magneto spark occurs at 200 ETC. Con-
sult nameplate before timing magnetos.
Models Serial No.

IO-360-A Series (Except -A1BGD) L14436-51 and up
IO-360-C,-D Series (Except -C1C,-C1F,-C1CG,-C1D6) L14436-51 and up
IO-360-C1C,-C1F L13150-51 and up
IO-360-C106 L14446-51 and up
LIO-360-C1E6 G1064-67 and up
AIO-3~0-A1A,-A1B,- B1B G220-63 and up
HIO-360-C1A,-C1B G14436-n and up
IO-360-C1C6 All Engines
IO-360-J1AD, -K2A All Engines
2-3
Island Enterprises
SPECI FICATIONS
AIO-360-A, -B SERIES

Bore, inches .............5.125
Stroke, inches ............4.375
Spark occurs, degrees Bn=
Valve rocker clearance (hydraulic tappets collapsed) ..028-.080
SPECIFICATIONS
HIO-360-A, -B SERIES

Rated horsepower .180"
Bore, inches ............5.125
Stroke, inches ...........4.375
Compression ratio, -A series 8.7:1
Compression ratio, -B Series 8.5:1
Spark occurs, degrees ETC .......................25
Valve rocker clearance (hydraulic tappets collapsed)

_
..028-.080
HIO-360-A has a rating of 180 HP at 26.1 in. Hg. manifold at standard

sea level conditions to 3900 feet standard altitude with 25 in. Hg.
manifold pressure.
See Note Page 2-3.
2-4
Island Enterprises
SPECIFICATIONS
HIO-360-C SERIES
FAA TS’pe Certificate 1E10

Rated speed,RPM .%900
Bore, inches .............5.125
Stroke, inches... .........~.375
Spark occurs,degrees ETC .25""
Valve rocker clearance (hydraulic tappets collapsed) ..028-.080
SPEC(FICATIONS
HIO-360-D SERIES
FAA Type Certificate IE10

Bore, inches ..............5.125
Stroke, inches ~..........3.375
Compression ratio .10.0:1
Spark occurs,degrees ETC 20
Valve rocker clearance (hydraulic tappets collapsed) ".028-.080
Consult Service Bulletin No. 402 for valve rocker clearance of

HIO-360-D1A.
See Note Page 2-3.
2-5
Island Enterprises
SPECIFICATIONS
HIO-360-E SERIES

Rated Horsepower ...r90
Rated Speed RPM ................._
..2900
BoreInches ................._
.......5.125
Stroke Inches ......4.375
Displacement, Cubic Inches .............361.0
Compression Ratio ..8.1:1
Firing Order ................._ ................._
1-3-2-4
Spark occurs, Degrees ETC ........._,,20"
Valve Rocker Clearance
(hydraulic tappets collapsed) ........028 -.080
Propeller Drive Ratio .1:1
Propeller Drive Rotation
(viewed from rear) Clockwise
HIO-360-E has a rating of 205 HP at 2900 RPM and 36.5 in. Hg.
manifold pressure when equipped with turbocharger kit SK-28-121000
or equivalent.
HIO-360-F1AD SERIES
FAA TypeCertificate .’.1E10

Rated Horsepower ...190
Rated Speed RPM ..3050
BoreInches
Stroke Inches .....4.375
Compression Ratio ..8.0:1
Firing Order 1-3-2-4
Spark occurs, Degrees ETC ........._,,,,
.........,,,20"
(hydraulic tappets collapsed) ........028 .080
Propeller Drive Ratio .1:1
(viewed from rear) .........,,,_,
Clockwise
Island Enterprises
SPECIFICATIONS
TIG-360-A SERIES
FAA Type Certificate....................................E1GEA

Rated Speed RPM ..2575
Bore Inches .......5.125
Stroke Inches. .....4.375
Compression Ratio ..73:1
Firing Order .....1-3-2-4
Spark occurs, Degrees BTC.................................200
(hydraulic tappets collapsed) .........028-.080
Propeller Drive Ratio.......................................1:1
TIO-360-C SERIES
FAA ?’ype Certificate E1GEA

Rated Speed RPM. ..........__., ....2575
Bore Inches .......5.125
Stroke Inches ......4.375
Displacement, Cubic Inches .........,..361.0
Compression Ratio ..73:1
Firir!g Order .....1-3-2-4
Spark occurs, Degrees BTC.................................200
(hydraulic tappets collapsed) .........028-.080
Propeller Drive Ratio.......................................1:1
2-7
Island Enterprises
SECTION 2 0360 and ASSOCIATED MODELS
"Accessory Drive Drive Ratio **Direction of Rotation
Starter 16.556:1 Counter-Clockwise

Gene~ator 1.910:1 Clockwise
Gene~ator 2 .500:1 Clockwise
Alternatort 3.20:1 Clockwise
Tachometer 0.500:1 Clockwise
Magneto 1.000:1 Clockwise
Vacuum Pump 1.300:1 Counter-Clockwise
Propeller Governor 0.866:1 Clockwise
(Rear’Mounted)
Propeller Governor 0.895:1 Clockwise
(Front Mounted)
Fuel Pump AN20010 0.866:1 Counter-Clockwise
Fuel Pump AN20003*** 1.000:1 Counter-Clockwise
Fuel Pump-Plunger 0.500:1
operated
Dual Dri~es
Vacuum- Hyd. pump 1.300:1 Counter-Clockwise
Vacuum- Prop. Gov. 1.300:1 Counter-Clocicwise
NOTE
E~zgines un’th letter ’2" in ~reftx utill have ~posite rotation to the above.
When applicable
Viewed facing drive pad
TIO-360-C1A6D, HIO-360-E, -F have clockwise fuel pump drive
t HIO-360-D1A Alternator drive is 2.50:1
2-8
Island Enterprises
TEXTRON LYCOMING OPERATOR’S.MANUAL
DETAIL ~IEIGHTS
i, ENGINE, STANDARD,DRY WEIGHT.
Includes carburetor or fuel

injector, magnetos, spark plugs, ignition
harness, intercylinder baffles, tachometer drive, starter and generator or
alternator drive, starter and generator or alternator with mounting brack-
et. Turbocharged models include turbocharger, mounting bracket, ex-
haust manifold, controls, oil lines and baffles.
Model Lbs.
0-360 Series
JI-C4P*.
-D2A.
-B2A, -B2C.
-C1E, -C2E,
-A1AD, -A3AD, -C1F, -C2D. ,.,,,..,,288
I -A1C,-A1D,-A2D, -A3D, -C2B, -C2C, -J2A.....,....,.. 289
-A~A, -A2A, -A3A, -A~LD, -C~A, -C2A, 290
-A2F,
a -A1P,-C1G.
-A~G, -A2G. 293
-A4M, -A4P, -A~F6D, -C4E ..........295

-A4K, -A4N, -ASAD. 296
-A4D, -A1G6D, 297
-A4A, -A~F6, -A1H6 ,,,,,,..........298
-A4J, -A~G6, -F~A6. ................300
-G~A6. ......,~303
1~( Weight does not include alternator.
Island Enterprises
DETAIL WEIGHTS (CONT.)
Model Lbs.
HIO-360 Series
-A 1A ........285
-BIA, -BIB, -CIA ................288
10-360 Series
-L2A ........278
-B 1C ........289
-BIA ..........295
-BIE..............................................296
-B 1D ........297
-B 1B ........299
-M IA .......300
I -BIF,-B2F.........................................301
I -B1G6.............................................305
-B4A... ....307
-B2F6 .......308
-K2A ........311
-AITj6D, -A3D6D, -CIA ...........319
-C 1B ........320
-CIC, -DIA ..322
-JIAD .......323
I -AIA, -A2A, -CIF, -C1G6 ..........324
-AICI-A2C, -AID ................325
-a 1B, -A2B ..326
-C 1 D6 .......328
-C1C6.............................................329
-AIB6D, -A3B6D, -JIA6D .........330
-A1B6, -A3B6 333
-A I D6 .......335
-CIE6 .......337
2-10 Revised December 1999
Island Enterprises
DETAIL WEIGHTS (CONT.)

Model Lbs,
ATO-360 Series
-A~A, -A2A,
-AlB, -A2B, -B1B, 332
HIO-360 Series
-A1B.
-D1A, -E1AD, -E1BD,
-C1A,
-C1B.
-F1AD.
TIG-360 Series
-C~A6D. ,,,,,,,379
-A1A, -A~B. ,,,386
-A3B6, ,,,,.,,,,407
Revised May 1996
Island Enterprises
TEXTI~ON LYC~IMING OPERATOR’S IMANUAL
SEC’P’ION 2 0-360 and ASSOCIA~I‘ED

MODE~S
DIMENSIONS, INCHES
MODEL HEIGHT WIDTH LENGTH
0-360
)I-AIA, -A1P, -A2A 24.59 33.37 29.56

-Al C 19.68 33.37 30.67
-A1D, -A2D 24.59 33.37 29.81
-A1F, -A2F 24.59 33.37 30.70
-A1F6 24.59 33.37 30.70
-AlG, -A2G 19.22 33.37 31.82
-A1H, -A2H 19.22 33.37 31.82
-A1H6 19.33 33.38 31.81
-A3A, -A4A, -A4M, -A4P 24.59 33.37 29.56
-A3D, -A4D, -A2E 24.59 33.37 29.81
-A4G, -A4J, -A4K 19.22 33.37 31.82
-A1G6, -A1G6D, -ClF,
-C4F 19.22 33.37 31.82
-A4N 24.59 33.37 29.05
-AlAD, -~3AD, -ASAD 24.59 33.37 31.33
-A1ASD, -A1F6D, -AlLD 24.59 33.37 31.33
(l-BIA, -B2A, -B2C 24.68 33.37 29.56
-BlB, -B2B 24.68 33.37 29.81
-ClA, -C2A 24.72 33.37 29.56
I -C1C,-C2C,-C4P 24.59 33.37 29.81
-C~E, -C2E 24.59 33.37 29.05
-C2B, -C2D 19.68 33.37 30.67
-C1G, -DIA, -D2A 24.59 33.37 29.56
-I)2B 24.59 33.37 29.81
II -J2A 22.99 32.24 29.81
-F1A6 19.96 33.38 31.81
-G1A6 19.96 33.37 31.83
2-12 Revised May 1996
Island Enterprises
TEXTRON LYCOMING OPERATOR)S MANUAL
0-360 and ASSOCIATED MODELS SECTI~N 2
DIMENSIONS, INCHES (CONT.)
MO-360
-A 1A 24.59 33.37 29.81

-B 1 A, -B 1B 19.68 33.37 30.67
-C 1A 1 19.22 33.37 31.82
10-360
-A I A, -A2A, -A 1D 19.35 34.25 29.81

-A 1 B, -A2 B 19.35 34.25 30.70
-A 1 B6, -A3 B6 19.35 34.25 30.70
-A 1C, -A2C 19.35 34.25 29.30
-A I D6 19.35 34.25 30.70
-A 1 B6D, -A3 B6D, -J I AD 19.35 34.25 3 1 .33
-A 1 D6D, -A3 D6D 19.35 34.25 31.33
-BIA 22.47 33.37 32.81
-BIB, -B 1 D, -L2A 24.84 33.37 29.81
-B 1C 20.70 33.37 30.68
-BIE 20.70 33.37 32.051
-BIF. -B2F, -B2F6 24.84 33.37 30.70
-B4A 24.84 33.37 29.56
-C 1A, -C 1B 1().48 34.25 31.14
-C I C, -C 1 C6 19.48 34.25 33.65
-C 1 E6, -C 1F 19.48 34.25 33.65
-DIA, -C 1 D6, -C1G6 19.48 34.25 31.14
-EIA, -FIAI -BIG6 20.70 33.37 32.09
-K2A 19.35 34.25 29.8 1
I j-M’A 20.26 33.38 32.75
AIO-360
-A 1A, -A2A 20.76 34.25 30.08

-A IB, -A2B 20.76 34.25 30.08
Island Enterprises
TEXTRON LYCOIMING OPEBATOII~’S 1MANUAL
SECI’ION 2 0-360 and ASS~CIATED IMODELS
DIMENSIONS, INCHES (CONT.)
AIO-360 (Cont.
-B~B 20.76 34.25 30.08
HIO-360
(I-A1A, -AIB ~9.48 35.25 33.65

-B~A 19.38 33.37 32.09
-B~B 19.38 33.37 30.68
-C1A, -C1B 19.48 34.25 31.14
-D1A 19.48 35.25 35.28
-E~AD, -E~BD, -F~AD 19,97 34.25 31.36
TIG-360
-A~A 2~.43 34.25 45.4~

-A~B, -A3B6 19.92 34.25 45.41
-C~A6D 2~.65 ~9.09 35.82
2-14 Added May 1996
Island Enterprises
SECTION
OPERATING
INSTRUCTIONS
Island Enterprises
TEXTRON tYCOMING OPERATOR’S MANUAL
OPERATING INSTRUCTIONS
Page
General ,,,3-1
Prestarting Items of Maintenance., ....311
Starting Procedures 312
Cold Weather Starting 314
Ground Running and Warm-Up...........................314
Ground Check .....3~4
Operation in Flight......................................3-6
Engine Flight Chart............,.......................3-12
Operating Conditions 3-13
Skut Down Procedure 3-17
Performance @urves 3-19
Island Enterprises
0-360 and ASSOCIAVED MODELS SECTION 3

SECTION 3
OP E RAI I N G I N ST R UCT IONS
I. GENERA L. Close adherence to these ins tru ction s will
greatly
contribute to long life, economy and satisfactory operation of the engine.
NOTE
YOUR ATTENTION IS DIRECTED TO THE WARRANTIES THAT

APPEAR 1N THE FRONT OF THIS MANUAL REGARDING ENGINE
SPEED, THE USE OF SPIS CI Flf3D FUELS AND L UBRICA NTS,
REPAIRS AND ALTI3RATIONS. PERHAPS NO OTHER ITEM OF
ENGINE OPERATION AND MAINTENANCE CONTRIBUT~S OUITE
SO MUCH TO SATISI;ACTOR Y PI’RFORMANCE AND LONG LIFE AS
THE CONSTANT USE OF CORRECT GRADES OF FUEL AND O1L,
CORRECT ENGINE TIMING, AND FL YING THE AIRCRAFT AT A LL
TIMES WITHIN THE SPE’ED AND POWI~R RANGE SPECIFIED FOR
THE ENGINE. DO NOT FORGET THAT VIOLATION OF THE
OPERATION AND MAINTENANCE SPECIFICATIONS FOR YOUR
ENGINE WILL NOT ONLY VOID YOUR WARRANTY BU?’ WILL
SHORTEN THE LIFE’ OF YOUR ENGINE AFTI’R ITS WARRANTY
PERIOD HAS PASSED.
New engines have been carefully run-in by Lycoming and

therefore, no fu rther break-in is necessary insofar as operation is
concerned; however, new or newly overhauled engines should be operated
on straight mineral oil for a minimum of 50 hours or until oil consumption
has stabilized. After this period, a change to an approved additive oil may
be made, if so desired.
NOTE
Cnrising should be done at 65% to 75% po~wer until a total of 50 hours has
accumulated or oil consumption has stabilized. This is to ensure proper
of the vings and is applicable to neul engines, and engines in smvice
seating~
follozulng cylinder replacement or toj, overhaul of one or more cylinders.
The minimum fuel octane rating is listed in the flight chart, Part 8 of
this section. Under no circumstances should fuel of a lower octane rating
or automotive fuel (regardiess of octane rating) be used.
2. PRESTARTING ITI3MS OF MAINTENANCE.Before starting the

aircraft engine for the first flight of the day, there are several items of
maintenance inspection that should be performed. These are described in
Section 4 under Daily Pre-Flight Inspection; They must be observed before
the engine is started.
3-1
Island Enterprises
TEXTRON LVCOMIN~ OPERATOR’S MANUAL
SECTION 3 0-360 and ASSOCIATED MOBELS
3. STARTIN~ PROCEDURES 0-360, 110-360, 10-360, AIO-360i

HIO-360, TIG-360 Series.
The following starting procedures are recommended, however, the

starting characteristics of various installations will necessitatt~ some
variation from these procedures.
a. Engines Equipped 2ujth Float Type Carburetors.
(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".
(6) Turn on boost pump.
(7) Open throttle approximately 1/4 travel.
(8) Prime with 1 to 3 strokes of manual priming pump or activate

electric primer for 1 or 2 seconds.
(9) Set magneto selector switch (consult airframe manufacturer’s

handbook for correct position).
(10) Engage starter.
(11) When engine fires move the magneto switch to "Both".
(12) Check oil pressure gage. If minimum oil pressure is not

indicated within thirty seconds, stop engine and determine trouble.
b. Engines Equipped zujth Pressure Carburetors or Bendix Fuel

Injectors.
(1) Perform pre-night inspection.
(2) Set carburetor heat or alternate air control in "off" position.
3-2
Island Enterprises
TEXTRON LYCOMING OPERATOR’S It2ANUAL
(3) Set propeller governor control in "Full RPM" position (where

applicable).
(4) Turn fuel valve "On"
(5) Turn boost pump "On"
(6) Open throttle wide open, move mixture control to "Full Rich"
until a slight but steady fuel flow is noted (approximately 3 to 5 sec-
onds) then return throttle to "Closed" and return mixture control to
"Idle Cut-Ofjr’.
(7) Turn boost pump "Off’.
(8) Open throttle 1/4 of travel.
(9)Set magneto selector switch (consult airframe manufacturer’s

handbook for correct position).
(10) Engage starter.
(11) Move mixture control slowly and smoothly to "Full Rich"
Check oil pressure gage. If minimum oil pressure is not indi-

´•(12)
cated within thirty seconds, stop engine and determine trouble.
c. Engines Equipped with Simmonds Type 530 Fuel Injector.
(1) Perform pre-flight inspection.
(2) Set alternate air control in "Off’ position.
(3) Set propeller governor control in "Full RPM" position.
(4) Turn fuel valve "On"
(5) Turn boost pump "On"
6) Open approximately 1/4 travel, move mixture control to

throttle
"Full Rich" until a slight but steady fuel flow is noted (approxi-
mately 3 to 5 seconds) then return throttle to "Closed" and return
mixture control to "Idle Cut-Of~.
Revised April 1998 3-3
Island Enterprises
TEXTRON LYCOMING OPERATOR’S M[ANUAL
SECTION 3 0-360 and ASSOCLATED MODELS
(7) Turn boost pump "Off’.
(8) Open throttle 1/4 travel.
(9) Move combination magneto switch to "Start", using accelerator

pump as a primer while cranking engine.
(10) When engine fires allow the switch to return to "Both".
(11) Check oil pressure gage. If minimum oil pressure is not indi-
cated within thirty seconds, stop engine and determine trouble.
4. COLD W~ATHER During extreme cold weather, it may

be necessary to preheat the engine and oil before starting.
5. GROUND RUNNING AND WARM-UIT
The engines covered in this manual are air-pressure cooled and de-
pend on the forward speed of the aircraft to maintain proper cooling. Par-
ticular care is necessary, therefore, when operating these engines on the
ground. To prevent overheating, it is recommended that the following
precautions be observed.
NOTE
Any ground check that requires full throttle operation

must be limited to three minutes, or less ifthe cylinder
head temperatures should exceed the maximum as
stated in this manual.
a. Fixed Wing.
(1) Head the aircraft into the wind.
(2) Leave mixture in "Full Rich".
(3) Operate only with the propeller in minimum blade angle setting.
(4) Warm-up to approximately 1000-1200 RPM. Avoid prolonged
idling and do not exceed 2200 RPM on the ground.
3-4 Revised April 1998
Island Enterprises
LYCOMING OPERATOR’S IMANUAL
0-360 and ASSOCLATED MODELS SECTION 3
(5) Engine is warm enough for take-off when the throttle can be
opened without the engine faltering. Take-off with a turbocharged
engine should not be started if indicated lubricating oil pressure,
due to cold temperature is above maximum. Excessive oil pressure
can cause overboost and consequent engine damage.
b. Helicopter.
(1) Warm-up at approximately 2000 RPM with rotor engaged as di-
rected in the airframe manufacturer’s handbook.
6. GROUND CHECK.
a. Warm-up as directed above.
b. Check both oil pressure and oil temperature.
c. Leave mixture control in "Full Rich"
d. Fired WingAircraF (where applicable). Move the propeller control

through its complete range to check operation and return to full low
pitch position. Full feathering check (twin engine) on the ground is not
recommended but the feathering action can be checked by running the
engine between 1000-1500 RPM, then momentarily pull the propeller
control into the feathering position. Do not allow the RPM to drop
more than 500 RPM.
Added April 1998 3-4AjB
Island Enterprises
TEXTIRO~al L~COMING ~OPERATOR’S MANUAL
01360 and ASSOCIATED MODELS SECTION 3
e. A proper magneto check is important. A magneto preflight test is
useful to determine that both magnetos are functioning properl~i and

that no spark plug is misfiring. Additional factors, other than the igni-
tion system, affect magneto drop-off. They are load-power output, pro-
peller pitch, and mixture strengtl~. The important thing is ´•that the engine
runs smoothly because magneto drop-off is affected by the variables listed
above. Make the magneto check in accordance with the following

procedures:
(I) Fixed Wirtg Aircraft.
(Controllable ~itch propeller)´• With propeller in minimum pitch angle,
set theengine to produce 50 65% power as indicated by manifold
pressure gage. At these settings, the ignition system and spark plugs
must work harder because of the greater pressure within the
cylinders. Under these conditions, ignition problems, if they errist,
will occur. Magneto checks at low power settings will only indicate
fuel air distribution quality.
(Fixed Pitch pro~eEler). Aircraft that are equipped with fixed pitch pro-
pellers, or not equipped with manifold pressure gage, may check
magneto drop-off with engine operating at approximately 1800 RPM
(2000 RPM maximum).
Switch from both magnetos to one and note drop-off; return to both
until engine regains speed and switch to the other magneto and note
drop-off. Magneto drop-off at 2000 RPM should not exceed 200 RPM
on either magneto; but under some conditions; i.e., field elevations,
temperature and carburetor characteristics, a drop in excess of 200

RPM (plus 25 RPM) may be experienced. If engine speed stabilizes
and if the engine continues to operate smoothly, the ignition system
is operating satisfactorily.
(2) Helico~ter.
Raise collective pitch stick to obtain 15 inches manifold pressure at
2000 RPh´•I.
Svr;itch fi~om both magnetos to one and note drop-off; return to both
until en~ine regains speed and switch to the other magneto and note
drop-off. Drop-off should not exceed 200 RP1M. Drop-off between
magnetos should not exceed 50 RPM. A smooth drop-off past nor-
mal is usually a sign of a too lean or too rich r_ixture.
f. Do not operate on a single magneto for too long a period; a few seconds
is usually sufficient to check drop-off and to minimize plug fouling.
Revised July, 1989 3-5
Island Enterprises
TEXTRON LYCORIING OPERATOR’S IMANUAL
7. OPERA TION IN FLIGHT.
a. See airframe manufacturer’s instructions for recommended power

settings.
b. Move the controls slowly and

smoothly. In particular, avoid rapid
opening and
closing of the throttle
on engines with counterweighted
crankshafts. There is a possibility of detuning the counterweights with

subsequent engine damage.
c. Fuel Mixture L~aning Procedure.
Improper fuel/air mixture during flight is responsible for engine

problems, particularly during take-off and climb power settings. The
procedures described in this manual provide proper fuel/air mixture
when leaning Lycoming engines; they have proven to be both
economical and practical by eliminating excessive fuel consumption and
reducing damaged parts replacement. It is therefore recommended that
operators, of all Lycoming aircraft power-piants, utilize the
instructions in this publication any time the fuel/air mixture is adjusted
during flight.
Manual leaning may be monitored by exhaust gas temperature

indication, fuel flow indication, and by observation of
engine ipeed
and/or airspeed. However, whatever instruments are used in monitoring
the mixture, the following general rules should be observed by the
operator of Lycoming aircraft engines.
L R ULES
Never exceed the maximum red line cylinder head temperature limit.
For maximum service life, cylinder head temperatures should be

maintained belozu 4350F. (2240C.) during high performance cruise
operation and belozu 4000F. (2050C.) for economy cruise pozuers.
3´•6
Island Enterprises
0-360 and ASSOCIATE D MODELS SECTIOIV 3
J)o 11ot manually lean engines equipped with autozl2aticall_y controlled

fuel systc´•~n.
On ev~ines with manual mixture control, maintain nzixturu colltvol

"Full Hich position for voted take-off, climb and nzaxirnutll cvr~ise pozuc´•rs
(above clf~PYOXil"ately 75%). However, during take-offJiOm high clevatioll
airport or during climb, roughness or loss of pozuer ma3r result froln
over-richness. In such a case adjust mixture control only enough to obtqiil
smooth operatio~l not for economy. Observe instruments for tempeuature
rise. Hough opt´•vatiol? due to over-rich J~el/air mixture is most likely to be
encountered in carbureted engglzes at altitude above 5, 000 feet.
Always return the mixture to full rich before incrtrasillg pozuer scttil?gs.
Operate the
engine at maximum pozuer mixture for performance cruise
powers and at best economy mixture fbr economy cruise power; unless
otherwise specified in the airplane owllers manual.
Duvi~R let-down flight operations it may be necessary to manually lean

unconzpensated carbureted or fuel injected engines to obtain smooth
operation.
On turbocharXed e~gines never exceed 165 00 t;, turbine inlet

temperature (TI?~.
I. TO EXHA I/ST T;AS TEMPERA TUBE GAG’E.
a. Normally aspirated engines with fuel injectors or uncompensated

carburetors.
(I) Maximum Yower Cruise (approximately 75% power) Never lean

beyond 1500F. on rich side of peak EGT unless aircraft operator’s
manual shows otherwise. Monitor cylinder head temperatures.
(2) Best Economy Cruise (approximately 75% power and below)

Operate at peak EGT.
b. Turbocharged engines.
(I) Best Economy Cruise -Lean to peak turbine inlet temperature

(TIT) or 16500F., whichever occurs first.
3-7
Island Enterprises

w
REST MAX
ECONOMY POWER
RANGE RANGE
W
O P u.
PEAK OR Tn
+10 Y MAX
rr TEMP
5 03
~i
-100
Q a
O
a
C
i -200
I-i o
W i
PC
W
C3
Q W -300
P
3
90lioo ....i...... 4M)
01
I I:::::
~i
mW
LLPC :::::I:::::
BO
OW
FZ I I´•´•´•´•´•´•´•´•´•´•´•
to
wa 85
o I I´•´•´•´•´•~´•´•´•´•´•
LIC :::::r::::
a 80
a
Z
O :::::r::::
F
a
5
I
d ""I""’
O
W
TOO BEST MAX FULL RICH

LEAN ECONOMY POWER TAKE OFF
CRUISE CRUISE
LEAN MIXTURE RICH
Figure 3-1.
Representative Effect of Fuel/Air Ratio
on Cylinder Head Temperature, Power and Specific Fuel
Consumption at Constant RPM and Manifold Pressure in

Cruise Range Operation
58
Island Enterprises
TEXTB8N LYCOMING OPERATOR’S MANUAL
0-360 a nd ASSOC IATE D MO D E LS SECTION 3
(2) Muximum I’ozoer Cn~ise The engine must always be operated on

the rich side of peak EGT or 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 EGT or TIT for best economy operation at

the highest economy cruise power without exceeding 16500F.
Deduct 1250F. from this temperature and thus establish the

(b)
temperature reference point for user when operating at maximum
power mixture.
(c) Return mixture control to full rich and adjust the RPM and
manifold pressure for desired performance cruise operation.
(d) Lean out mixture until EGT or TIT is the value established in
Step b. This sets the mixture at best power.
2. L,I:ANIN(; 7’0 I´•’I,OWMI:’T~I:K.
Lean to applicable fuel-flow tables or lean to indicator marked for

correct fuel flow for each power setting.
3. LIIANING WIII’II MANC~31, MIXTUHI~ CONTHOL.. (Economy cruise,

75’r~ power or less) wi thou t flowmeter or EGT gage.)
n. Cnv~Nrrten Ijv~il?cs.
(1) Slowly move mixture control from "Full Rich" position toward
lean position.
(2) Continue leaning until engine roughness is noted.
(3) Enrich until engine runs smoothly and power is regained.
h. ~=uc´•l Irljcctc~ I~i7Kines.
(1) Slowly move mixture control from "Full Rich" position toward
lean position.
(2) Continue leaning until slight loss of power is noted (loss of

power may or may not be accompanied by roughness).
(3) Enrich until engine runs smoothly and power is regained

3-9
Island Enterprises
SECTION 3 0-360 and ASSOCLQTED MODELS
c.Usc´• o~ Herrt Contr~l Under certain moist

atmospheric
conditions at temperatures of 200 to 900, it is possible for ice to form
in the induction system, even in summer weather. This is due to the
high air velocity through the carburetor venturi and the
absorption of
heat from this air by vaporization of the fuel. The
temperature in the
mixture chamber mav drop as much as 700F. below the of
temperature
the incoming air. If this air contains a large amount of moisture, the
cooling process call cause precipitatioii in the form of ice. Ice formation
generally begills in the of the butterfl\´• and ma\~ build
up to
such an extent that a drop in power output could result. A loss of
power is reflected by a drop in manifold pressure in installations
equipped with constant speed propellers and a drop in manifold
pressure and RPM in installations equipped with fixed pitch
propellers.
If Inot corrected, this coi~dition may cause complete
stoppage.
To avoid
this, all installations are equipped with a system for
preheating the
incoming air supply to the carburetor. In this way
sufficient heat is added to replace the heat loss of
vaporization of fuel,
and the mixing chamber temperature cannot drop to the
freezing ~oint
of water. This air preheater is essentially a tube or
jacket through which
the exhaust pipe from one or more cylinders is
passed, and the air
flowing over these surfaces is raised to the required temperature before
entering the carburetor. Consistently Iligh temperatures are to be
avoided because of loss in power and a decided variation of mixture.
a
High charge temperatures also favor detonation and preignition, both of

which are to be avoided if normal service life is to be
expected from the
engine. The following outline is the proper method of utilizing the
carburetor heat control.
(I) Grounn Operation

Use of the carburetor air heat on the ground
must be held to an absolute minimum. On some installations the air
does not pass through the air filter, and dirt and
foreign substances
can be taken into the engine with the resultant
cylinder and piston
ring wear. Carburetor air heat should be used on the ground only to
make certain it is functioning properly.
(2) Take-Off Take-offs and full throttle operation should be made

with carburetor heat in full cold position. The possibility of
expansion or throttle icing at wide throttle openings is very remote,
so remote in fact, that it can be
disregarded.
3-10
Island Enterprises
0-360 and ASSOCI ATE D MODE LS SECTION 3
(3) Climbing When climbing at part throttle power settings of 80~e

or above, the carburetor heat control should be set in the full cold
position; however, if it is necessa~ to use carburetor heat to prevent
icing it is possible for engine roughness to occur due to the over-rich
fuel/air mixture produced by the additional carburetor heat. When
this happens, carefully lean the mixture with the mixture control
only enough to produce smooth engine operation. Do not continue
to use carburetor heat after flight is out of icing conditions, and
return mixture to full rich when carburetor heat is removed.
(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, loo;< out for loss of
power. This will be evidenced by an unaccountable loss in manifold
pressure or RPM or both, depending on whether a constant speed or
fixed pitch propeller is installed on the aircraft. If this happens,

apply full carburetor air heat and open the throttle to limiting
manifold pressure and RPM. This will result in a slight additional
drop in manifold pressure which is normal, and this drop will be
regained the ice is melted out of the induction system. When ice
as
has been melted from the induction system, the carburetor heat
control should be returned to the cold position. In those aircraft
equipped with a carburetor air temperature gage, partial heat may be
used to keep the mixture temperature above freezing point (320F.).
WA K NINC;
Caution must be exercised when operating with partial heat on aircraft

that do not have a carburetor air temperature gage. It is advisable, to use
either full heat or no heat in aircraft that are not e~uipped with a
carburetor air temperature gage.
(5) Landing Approach In making a landing approach, the

carburetor heat should generally be in the "Full Cold" position.
However, if icing conditions are suspected, the "Full Heat" should
be applied. In the case that full power need be applied under these
conditions, as for an aborted landing, the carburetor heat should be
returned to "Full Cold" after full power application. See the aircraft
flight manual for specific instructions.
3-11
Island Enterprises
8. ENGINE FLIGHT CHART
FUEL AND OIL
"Aviation Grade Fuel

Model Series Minimum Grade
0-360-B, -D 80/Sj
0-360-A I P, -C 1 F, -C4F; HO-360-C 1A 91/96
0-360-C, -F; HO-360-A, -B; IO-360-B,
-E; H1O-360-B 91/96 or 100/130
0-360-52t2 91/96 or 100/100LL
I 1O-360-L2A, -MIA 91/96 or 100LL
0-360-A, -C I G, -C4P, -A I H6; TIO-360-C 1 A6D 100/100LL
I 1O-340-B 1 G6, -C 1 G6, -J, -K2A, -A 1 D6D,
-A3B6, -A3D6D; H1O-360-A 1B 100/100LL
AIO-360-A, -B; IO-360-A, -C, -D, -F 100/130
H1O-360-A, -C, -D, -E, -F 100/130
TIG-3 60-A 1 00/ 1 J 3
NOTE
Aviation grade IOOLLfuels in which the lead content

is limited to 2 c.c. per gal. are approved Sor
continuous use in the above listed engines.
Refer to latest edition of Service Instruction No. 1070.
Fuel Pressure, psi

Model Max. Desired Min.
0-360 Series (Except -A 1 C, -C2B,

-C2D); HO-360-A, -C Series
Inlet to carburetor 8.0 3.0 0.5
0-360-A 1C, -C2B, -C 1D;
HO-360-B Series
Iniet to carburetor 18 13 9.0
3-12 Revised December 1999
Island Enterprises
TEXTRON LYCOMING OPIEIPATOR’S MANUAL
Fuel Pressure, psi

Model Max. Desired Min.
Hi0-360-A1B
inlet to fuel pump 30 -2
10-360 Series (Except -B 1A, -F I A)
AIO-360 Series, HIO-360 Series
(Except -A IB)
Inlet to fuel pump 35 -2
10-3 60-F I A
10-360 Series (Except -B 1A),
AIO Series; HIO Series
Inlet to fuel injector 45 14
IO-360-B 1A
Inlet to fuel injector 2 -2
HIO-360-E, -F Series
TIG-360-A Series
TIG-3 60-C 1 A6D
Inlet to fi~el injector 65 22
I Revised May 2000 3-12A
Island Enterprises
ALLMODELS,
"Recommended Grade Oil

MIL-L-22851
Average MIL-L-6082B Ashless Dispersant
Ambient Air Grades Grades
All Temperature SAE 15W50 or 20W50

Above 80"F. SAE 60 SAE 60
Above 60"F. SAE 50 SAE 40 or SAE 50
30"F. to 900F. SAE 40 SAE 40
O"F. to 700F. SAE 30 SAE 40, 30 or 20W40
Below 100F. SAE 20 SAE 30 or 20W30
Refer to the latest edition of Service Instruction No. 1014.
OIL SUMP CAPACITY
All Models (Except AIO-360 Series) 8 U.S.

Quarts
I Minimum
IO-360-M1A
Safe Quantity in Sump (Except -MIA) ......2 U.S. Quarts
...............4 U.S. Quarts
AIO-360 Series Dry Sump
OPERATING CONDITIONS
Average Oil Inlet Temperature

Ambient Air Desired Maximum
Above 80"F. 180"F. (82"C.) 245"F. (118"C.)

Above 60"F. 180"F. (82"C.) 245"F. (118"C.)
30"F. to 90"F. 180"F. (82"C.) 245"F. (118"C.)
O"F. to 700F. 170"F. (770C.) 245"F. (1180C.)
Below 10"F. 160"F. (71"C.) 245"F. (118"C.)
Engine oil temperature should not be below 140"F. (60"C.) during

continuous operation.
3-12B Added May 2000
Island Enterprises
OPERATING CONDITIONS (CONT.)
Oil Pressure, psi (Rear) Maximum Minimum Idling
Normal Operation,
All Models (Except
Below) 95 55 25
TIO-360-C 1 A6D 95 50 25
Oil Pressure, psi (Front)
0-360-A4N, -F1A6 90 50 20
Start, Warm-up, Taxi

and Take-Off
(All Models) 115
Island Enterprises
OPERATDNG CONDITIONS
Fuel Max. *Max.

Cons. Oil Cone. Cyl. Head
Operation RPM HP Gal./Hr. Qts./Hr. Temp.
0-360-P~ -C* I Series
Normal Rated 2700 180 .80 500" F. (2600 C.)

Perfonnance Cruise
(75% Rated) 2450 135 10.5 .45 500" E (260" C.)
Economy Cruise
(65% Rated) 2350 117 9.0 .39 500"E(260" C.)
0-360-B, -D Series
Normal Rated 2700 168 .75 500"E(260" C.)

Performance Cruise
(75% Rated) 2450 126 11.0 .42 5000 E (260 "C.)
Economy Cruise
(65% Rated) 2350 109 9.0 .37 5000 E (2600 C.)
0-360-A~P, -A4D, -A4P, -C4P, -F, -G Series
Normal Rated 2700 180 .80 500"E(260" C.)

Performance Cruise
(75% Rated) 2450 135 9.7 .45 500"E(260" C.)
Economy Cruise
(65% Rated) 2350 117 8.3 .39 500"E(260" C.)
At Bayonet Location For maximum service life of the engine main-
tain cylinder head temperature between 1500F. and 400aF. during con-
tinuous operation.
O-360-C2D Only Take-off rating 180 HP at 2900 RPM, 28 in.Hg.
3-~4 Revised May 1996
Island Enterprises
~EXTRON LYCOMING OPERAT~rOR’S MANUAL
OI’ERATIN~ CONDITI<)NS (CONI:)
Fuel Max. *Max.

Cons. OiI Cons. Cyl. Head
0-360-52A
Normal Rated 24001 145 500" E (260" C.)
2700
Performance Cruise
(75% Rated) 1800/ 109 9.3 .36 500" F. (260" C.)
2025
Economy Cruise
(65% Rated) 1560/ 94 6.8 500" E (260 "C.)
1755
MO-360-A, -C Series
Normal Rated 2700 ’180 .80 500"E(260 "C.)

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

Performance Cruise
(75% Rated) 2700 135 10.5 .45 500" F.(260" C.)
Economy Cruise
(~5% Rated) 2700 117 9.0 .39 500" F.(260" C.)
At Bayonet Location For maximum service life of the engine anain-
tain cylinder head temperature between 150"E and 400"E during con-
tinuous operation.
Added May 1996 3-14A/B
Island Enterprises
Fuel Max. Max.

Cons. Oil Cons. Cyl. Head
Operation RPM HP Gal./Hr. Qts./Hr Temp.
1O-360-A, -C, -19, -J, -Kr AIO-360 Series
Normal Rated 2700 200 .89 500"F. (260"C.)

Performance Cruise
(75% Rated) 2450 150 12.3 .50 500"F. (260"C.)
Economy Cruise
(65% Rated) 2350 130 9.5 .44 500"F. (260"C.)
10-360-B1 -E, -F Series (Except -B IC); 10-360-M 1A**
Normal Rated 2700 180 .80 500"F. (260"C.)

Performance Cruise
(75% Rated) 2450 135 11.0 .45 500"F. (260"C.)
Economy Cruise
(65% Rated) 2350 117 8.5 .39 500"F. (260"C.)
1O-360-B IC
Normal Rated 2700 177 .79 500"F. (260"C.)

Performance Cruise
(75% Rated) 2450 133 11.0 .45 500"F. (260"C.)
Economy Cruise
(75% Rated) 2350 115 8.5 .39 500"F. (260"C.)
Ar Bayonet Eocation For maximum service life of the engine

maintain cylinder head temperature between 150"F. and 400"F during
continuous operation.
Island Enterprises
OPERAT~G CONDITIONS (CONT.)
Fuel Max. *Max.

Cons. OilCons. Cyl. Head
IO-360-L2A
Normal Rated 2400 160 .52 500"F. (260"C.)

Performance Cruise
(75% Rated) 2180 120 8.8 .39 500"E (260"C.)
Economy Cruise
(65% Rated) 2180 104 7.6 .34 500"E (260"C.)
HIO-360-A Series
Normal Rated 2900 180t .80 5000F. (2600C.)

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

Performance Cruise
(75% Rated) 2700 135 12.0 .45 500"E (260"C.)
Economy Cruise
(65% Rated) 2700 10.0 .39 500"E (260"C.)
tain cylinder head temperature between 150"E and 400"E during con-
tinuous operation.
t at 26 inches Hg. manifold pressure.
3-16 Revised May 1.996
Island Enterprises
TEXTRON LYCBMING OPERATOII~’S MANUAL
OPERATING CONDIIIONS (CONT.)

Fuel Max. *Max.
Cons. Oil Cone. Cyl. Head
Operation RPM HP Qts./Hr. Temp.
WIO-360-C Series
Normal Rated 2900 205 .91 5000F. (2600C,)

Performance Cruise
(75% Rated) 2700 154 12.5 .52 500"E (2600C.)
Economy Cruise
(65% Ratedj 2700 133 10.5 .45 500"F. (260"C.)
HIO-360-D Series
Normal Rated 3200 190 .85 5000F. (260"C.)

Performance Cruise
(75~G Rated) 320() 142 12.0 .48 500" F. O
(260 C.)
Economy Cruise
(65~c. Rated) 3200 123 10.0 .41 5000F. (2600C.)
HIO-360-E Series
Normal Rated 2900 190 .85 500"E (260"C.)

Performance Cruise
(75cio Rated) 2700 142 11.8 .47 500"F. (2600C.)
Economy Cruise
(65% Rated) 2700 123 10.0 .41 500"E (260"C.)
At Bayonet Location For maximum service life of the
engine main-
tain cylinder head temperature between 150"F. and 400"F. during con-
tinuous operation.
Added May 1996 3-16A
Island Enterprises
SECTION 3 0-360 and ~SSOCIATED MODELS
Fuel Max. *Max.

Cons. OilCons. Cyi. Head
Operation RPM HP Gal./Hr. Qts.Mr. Temp.
HIO-360-F Series
Normal Rated 3050 190 .84 500"E (260"C.)

Performance Cruise
(75% Rated) 2700 142 .47 500"F. (260"C.)
Economy Cruise
(65% Rated) 2700 123 10.0 .46 500"F. (260"C.)

taincylinder head temperature between 150"F. and 400"E during con-
tinuous operation.
3-16B Added May 1996
Island Enterprises

Fuel Max. *Max.
Cone. Oil Cons. Cyl. Head
Operation RPM HP Gal./Hr. Qts;/Hr. Temp.
TIG-360-A Series**
Normal Rated 2700 200 .89 500"F. (260"C.)

Performance Cruise
(75% Rated) 2450 150 14.0 .50 500"F. (260"C.)
Economy Cruise
(65% Rated) 2350 130 10.2 .44 500"F. (260"C.)
TIO-360-C Series**
Normal Rated 2575 210 .70 500"F. (260"C.)

Performance Cruise
(75% Rated) 2400 157.5 13.2 .53 500"F. (260"C.)
Economy Cruise
(65% Rated) 2200 136.5 10.2 .46 500"F. (260"C.)
tain cylinder head temperature between 150"F. and 400"E during con-
tinuous operation.
MAXIMUM TURBINE INLET TEMPERATURE ~650"E

(898.8"C.)
9. SHUT DOWN PRO@EDURE
a. Fixed Wing
(1) Set propeller governor control for minimum blade angle when
applicable,
(2) Idle until there is a decided drop in cylinder head temperature.
Island Enterprises
TEXTRON LYCOIMING OPERATOR’S RZ~IUYUAL
9. SHUTDOWN PROCEDURE (CONT.)

a. Fixed Wing (Cont.)
(3) Move mixture control to "Idle Cut-O~’.
(4) When engine stops, turn off switches.
b. Helicopters
(1) Idle as directed in the airframe manufacturer’s bandboolt, until

there is a decided drop in cylinder head temperature.
(2) Move mixture control to "Idle Cut-O~’.
(3) When engine stops, turn off switches.
3-~8 Revised May ~996
Island Enterprises
TEXTRON LYCOhaING OPERATOR’S MANUAL
NOTE
Figure 3-2 (Power Cz´•crue ()-360-A-C Senes) Previous

in
editions mnnunl hns been by Ftgure 3-34,
on 3-50.
Added March, 1990 3-1SA
Island Enterprises
TEXTRON LVCOMIING OPERATOR’S MANOAL
03~0 and ASSOCIATED MODELS SECTION 3
CURVE NO. 10818
se
Figure 3-3. Power Curve 0-360-B, -D Series
3-~9
Island Enterprises
CURVE Ne 12121-8
Figure 3-4. Part Throttle Fuel Consumption

0-360-C2B,-C2D
3-20
Island Enterprises
TEXTRON LYCOMING BPERATOR’S MANUAL

CURVE NO 12880
PART THROTTLE FUEL CONSUMPTION
LYCOMING ENGINE MODEL
HO-360-BSERIES
COMPRESSION RATIO 8.5:1
SPARK TIMING 25" ETC
CARBURE1’OR BENDIX PSH 5BD
FUEL GRADE, MINIMUM 91/96 OR 100/130
17 OPERATION CONDITIONS STANDARD SEA LEVEL
OPERATION WITH EXTERNAL COOLING SUPPLY
16~ MIXTURE FULL RICH
14
13
12
11
10
~4#9
5uj
LLj
8ai
~JI
.40
80 100 120 140 160 180
ACTUAL BRAKE HORSEPOWER

HO-360-B ,Ceries
3-21
Island Enterprises
TEXTRON LYCOMING OPERATOR)S MANUAL
CURVE NO. 126998

IO-360-A,C,D AND -J SERIES
AIO-360-A SERIES
FUEL INJECTOR, BENDIX RSA-SAD1
FUEL GRADE MINIMUM 1001130
MIXTURE CONTROL- MANUAL TO BEST ECONOMY
OR BEST POWER AS INDICATED
85
PERCENT
RATED POWER
75
I~ BESTPOWER
h 65
Pd 70
t 55
O
Z
O
O
W
3
u.
SETTING
ECONOMY
100 120 140 160 180 200
Figure 316. Part Throttle Fuel Consumption

IO-380-A, -C, -D, -J, -K; AIO-360 Series
3-22
Island Enterprises
0-360 and ASSOCIATED MODELS SECTIOIY 3

CURVE NO 12849-A
PARTTHROTTLE FUEL CONSUMPTION

IO-360-B,-E,-F AND MIA SERIES

FUEL INJECTOR, PAC TYPE RSA-SAD1
MIXTURE CONTROL- MANUAL TO BEST ECONOMY
FU EL GRADE MINIMUM 91/96
PERCENT ld0~
Z
RATED POWER 85
hl__ I I I I 75
ai
o
55
~I i I 1 /u/Z’
u)l 45
z ,g
OYr"’~n
~J
iL1
3~´•
rg
~JB
30
80 100 120 140 160 180

10-360-B. -E, -F. -M 1A Series (Escepting IO-360-B 1 A. -B 1C)
Island Enterprises

CURVEIJO. 12731
11111~

IO´•360-B~A
3-24
Island Enterprises
TEXTRON LYCOMING:~PERATOR’S MANUAL
0-360 and ASSOCIATED I~ODELS SECTION 3
PARTTHROTTLE FUEL CONSUMPTION

LYCOMING MODEL IO-360-B1C SERIES

SPARK TIMING 250 ETC
FUEL INJECTOR BENDIX MODEL RSA-SAD1
MIXTURE CONTROL-MANUAL TO BEST ECONOMY
FUELGRADE, MINIMUM 100/130
CURVE NO. 12952
90
O0~
i PERCENT
80
RATED
M 70
m 65
O
60
c-
a
oo~
z 50 o
O z
o
ts:
W W-m
V)
51)
u. w~
40 ct ~o
Xo
5
30
80 100 120 140 160 180

Figure 3-9. Part.Throttle Fuel Consumption

10-3 60-B 1 C
3-25
Island Enterprises

CURVE N013518
LYCOMING MODEL: 10360-L
COUPRESslON RATIO:
sF~RK TIMING: 15’ ETC
FUU E3JECTDR: PAC RSAMDI
YUCNRE COHIROL: LMNUM TO BEsT ECONOMY
OR 8E8T PO\NER As INDICATED
FUEL GRADE, MINIMVM: OllPa
Cro PERCENT
RATED
POWER
85
IE
o "I~
50
etl
EE
80 100 l40 180

Figure 3-9A. Part Throttle Fuel Consumpti~n

IO-360-L2A
3-26 Revised May 1996
Island Enterprises
0-360 and ASSOCIATED MODELS SECTIBN 3
FUEL FLOWvs PERCENT RATED POWER

LYCOMING MODEL TIO-360d SERIES

SPARI< ADVANCE 250sTC
FUEL INJECTOR BENDIX RSA-5AD1
TURBOCHARGER AIRESEARCH TE04
MIXTURE CONTROL-MANUAL TO FLOWMETER GAGE
FUEL GRADE, MINIMUM 100/130
CURVE NO. 13078
130
L
m’
90
O
-J
LL
W
70
I~
LL
50
30
50 60 70 80 90 100
PERCENT RATED POWER
Figure 3-10. Fuel Flow Percent Rated Power

vs
TIG-360-A Series
Added May 1996 3-26A/B
Island Enterprises
FUEL FLOW vs PERCENT RATED POWER
LYCOMING HIO-360-D SERIES

ENGINE SPEED 3200 RPM
MANUAL MIXTURE CONTROL TO FLOW METER GAGE
CURVEN0.13063A
100
90
80
I
00
70
O
u,
d 60
L~i
LL
50
40
50 60 70 80 90 100
PERCENT RATED POWER

vs
HIO-360-D Series
3-27
Island Enterprises
~WET I OF? CURIF WO. ISOII-~
cn
cl
M
d
X
g c3
z36
WO
S Z
180
I~
~60
51
C,
B o\ O
a ~’d
140
a
Island Enterprises
B
~n ~3
TJg
C"
Y O
O
120
ti5
*so
-sx M
a
Z
e d
a
Figure 3-12. Sea Level and Altitude Performance HIO-360-D Sheet of 2 m r
r
~d CURVE NO- 13444-0
O
SHEET 2
(p
NOMINAL SEA LEVEL PERFORMANCE NOMINAL ALTITUDE PERFORMANCE
C Lvcoming Helicopter Engine W
r´• Nominal Max. Q,
r 42 Performance Data
V, F.HP.~D 3200 RPM
F.HP. O 3000 RPM 37 Cent. Power .50 B.S.F.C. O
(D
a Pressure In. Hg. 10.0:1
Compression Ratio: 4
DPV
_
Fuellnjealor: Bendi. RSA-7*PII
Fuel Grade: Min. 1001130
a
B
190
C--C- --c---r-- c I :I. TO FIND ACTUAL HORSEPOWER FAOM
S
SP
AND AIR INLET TEMPERATURE.
-~t- a i. LOCATE A ON FVLL THROTTLE ALTI.TVDE o O
CURVE FOR GIVEN R.P.M. MANIFOLD PRESS
t~ 180 2. LOCATE B DN SEA LEVEL CURVE FOR Z
tQ R.PM. a MANIFOLD PRESSURE a TRANSFER
c
O t .t t~l TOC.
3. CONNECT A a c sv STRAIGHT LINE ANO
I~ r
~5!
READ HORSEPOWER AT GIVEN ALTITUDE D. n It
170 4. MODIFY HORSEPOWER ~T D FOR VARIATION
OF AIR INLET TEMPERATURE T FROM n

S"NDARD*LTI~UDE TEMRRATURE~TB
d
eY FORMULA. O
I I
[IBH.P FHP)´•(~PO=T: )08) FHp.
o
1BO
t ncTunL B.H.P
e~
,7, I 1 l\r 1 I I-1 I
Correct ForDilterence Bet~vreen Std
M Z
Alt. Tem, TS And Actual Inlet Ai. r
For Continuous Temp. In AEcortiance Wtth Note 4.
r/l
150
Operation
I O
a
Island Enterprises
i ttr I
140rtt m
~FI
H
130 25~ --I
Y g
O
o 249.
120 23-
5-
8 E_
2I- 150 E
TS r
o
sEn
STANDARD ALTITUDE TEMPERATURE TS OF LEVEL Z
50
17 18 19 20 21 22 23 24 25 26 27 28 1 2 3 4 5 6 7 B 9 10 11 12 13 14 15 16 17 Is 19 2021222324
m C
ABSOLUTE MANIFOLD PRESSURE. IN. HG. PRESSURE ALTITUDE IN THOUSANDS OF FEET
c4
r
O
W HIO-360-D Sheet 2 of 2
Figure 3-13. Sea Level and Altitude Performance
co w
CURM: N0.12944
FUEL FLOW VS. PERCENT RATED POWER

TEXTRON LYCOMING MODEL HIO-3s0-A SERIES
FUEL INJECTOR BENDIX RSA-5AB1

110
100
90
i"
w’ io
so
so
40
50 60 70 80 90 100
PERCENT RATED POWER
Figure 3-14. Fuel Flow prs Percent Rated Power

HIO-360-A Series
3´•30
Island Enterprises
TEXTRON LYCOMING OIPERATOR’S MANUAL
FUEL FLOWVS. PERCENT RATED POWER

LYCOMING MODEL HIO360-B SERIES
FUEL INJECTOR BENDIX RSILSAB1
ENGINE SPEED 2500, 2700, 2900 RPM
100
90
B
80
70
IL
60
50
40
50 60 70 80 90 100
PERCEIVT RATED POWER

vs
HIO-360-B Series
3-31
Island Enterprises
CURVE NO. 12972
FUEL FLOW vs PERCENT RATED PC~NER

AVCO LYCOMING ENGINE NOOa
HIO-360-C SERIES
FUEL INJECTOR BENDIX RSA-SADI
MANUAL MIXTURE CONTROL TO FLOWMETER GAGE
Ls~h)
49
50 (iO lo ´•so 100
PERCENT ~TED POWER P
Figure 3-16. Fuel Flow vs Percent Rated Power
HIO-3~0-C Series
3-32
Island Enterprises
~7
8~
~II1I z
t
II O
II11I~IIP1IBII 3
t~l 18111I~I%Bll z
O
181~1111 O
1 8"
Island Enterprises
5S
%Btlil~
P 6
z
;4
5:
Figure 3117. Sea Level and Altitude Performance

0-360-A, -C Series (except those listed for Figure
3-35);t:m
r v,
cu 02
(p
LYCOMPn~3AIACRAFT O
toum~on CUM FI# ONER RP$L LLAF(FOU) PRESI.
LOCATE B 43 8EALElfiLCURIIE FOR RPY A YAHOU) HEUCOPIER ENGINE
PwESSRIETRRA#FFRTO C. PERFORMANCE DATA
CONNCTAIC 8T~UIOHTUNEAH)-READ ALTITUDE PERFORYAWCE O 00
D. MAWMUM POWER MUCTURE
Y001FvHoRsEPCm~R Z X
UNLESS OMERIMSE NOTED
ABs.DRYLUHMLD
PRESSURE W Ri 1
B ENGINE MODU W
T FROM 8TANLIIRD
Kmu# TRROTRE RPY.
0200020,- C2D
TEUPBUTIFIE Ts II O
BYMRUM COMPRESSION RATIO B.5:~
BENMX Z
HP.ATDX
S FUEL GRADE, MINIMUM 21101
Y’
IACTUAL KP. "’l70 1
1)C NO DC~ERNAL MUCNRE

1 I I 1 1 I I II II I´•
CORRECTKmFMIEACH" II! HEATERUSED A
FROM 1(#) O
Tg CORRECT MR DIFFERENCE REIHlEEN
ALTTEMRT
ACCORDANCE HIIM NOfE 4
NORMAL RATED 150
#MIW Z
nmo RP~I.
O
FULL ~wcn
t O
MMNRE
Ij
aF o
C"O
lOCPZRX)IIPM B I~
UITISOUm
P~BLSUIE 130 21 m
w
Island Enterprises
2hQHO SL n.
PKi~NE FULL tHROTTLE e

1I 1
RP.M. HORSEPOWER
ZERO RAM 1/I
m O XI
IIo C) Cjj
o --1
Y
T -r
02
,S i, (I ,11D 22 ,7; Z
MsoumluwaDPRssurwne
~e
0-360C2B, -C2D ~Im
v,
CURVE NO. 10819 Q
TO FINDACTUAL HORSEPOWER FROM ALTITUDE, 3. CONNECT ABC BY STRAIGHT LINE L READ HORSEPOWER AT GIVEN
ALTITUDE D. W
R.PM., MANIFOLD PRESSURE AND AIR 4. MODIFY HORSEPOWER AT D FOR VARIATION OF AIR INLET TEMPERATURE
INLET TEMPERATURE. T O\
FROM STANDARD ALTITUDE TEMPERATURE
LOCATE A ON FULL THROTTLE ALTITUDE CURVE TS BY FORMULA:- o
(APPROXIMATELY i% CORRECTION FOR EACH 10" F
FOR GIVEN R.PM. 8 MANIFOLD PRESS.
VARIATION FROM TS) P) m
LOCATE B ON SEA LEVEL CURVE FOR R.PM. (L
MANIFOLD PRESSURE 8 TRANSFER TO C. Isb HP AT S= ACTUAL H.P.
X
I
D~y 460 +T
SEA LEVEL PERFORMANCEtlFULLTHRO‘TT~E ZERO RAM
ALTITUDE PERFORMANCE TECTRON LYCOMING AIRCRAFT
NOfrmYVRATEDP(U\ER ENGINEPERFoRMANCEDATA vl O
2700 RPM 160
ABS. DRY MANIFOLD v,
FUL ACH MXFUF~E vj MAXIMUM POWER MIXTURE Z
PRESSURE-IN. HG O
UNLESS OTHERWISE NOTED
ENGINE MODEL 0-38~8 8-D O r
SERIES
140
o CARBURETOR-
r)
BRAKE HORSEPOWER f MARML- SCHEBLER MA-4-5
m
O
FUEL MINIMUM 80/87
120
FULL THROTTLE R.PM.
Z
100
o n
tJ
O
r
so V]
LIMITING MAN PRESS. m
Island Enterprises
FOR CONTINUOUS
OPERATION
CORRECT FOR DIFFERENCE BETWEEN STD.
60 ALT TEMP. Tfi AND ACTUAL INLETAIR TEMP.
IN ACCORD~UCE WTTH NOTE 4 C)
I r I ii I 1 I I I I I I I I I I 1 1 1 I I 1 I I I I 1 III I I I I 1 1171 1 I ~fl
0~ III I V,
r
1 ii I I I rr~l
~rl
a Z
v,
m C
c>
i TI i i i T i i i i T’ o
STANDARD ALTITUDE TEMPERATURE Tr -’i~ft+tt+t’ --i r
-so .50
c* 18 19 20 21 22 23 24 25 28 27 28 29 1 2 3 4 5 7 68 9 1011 12 131415 Is 1118192021222324 O
ABSOLUTE MANIFOLD PRESSURE. IN. HO PRESSURE ALTITUDE IN THWSANDS OF FEET
U1
1~ Z
w
Figure 3-19. Sea Level and Altitude Perfonnance
0-360-B, -D Series
CURVE NO.12881
TO FINDACTUM HORSEPOWER FROMALTITUDE, R.P.M., MANIFOLD PRESSCIRE
t-ttt-I LYCOMING AIRCRAFT V)
AIRPILETTMPE6ATURE.
W 1~ LOCATE A ON FULL THROTTLEALTITUDE CURVE FOR OVEN R.PM. MANIFOLD PRESS HELICOPTER ENGINE 66
63 LOCATE B ON SEA LEVEL CURVE FOR R.PIL st MANIFOLD PRESSU~E a TRANSFER TO C. -~-t-t-t-’ C)
PERFORMANCE DATA
3. CONNECT Aa C BY STRAK;HTUNE AND ~EAD HORSEPOWER AT GIVEN ALTITUDE D.
i. MODIFY HORSEPOWERAT D FOR VARIATION OFAIR INLET TEMPERATURE T FROM MAXIMUM PO\IMR MDCTURE
STANDARD ALTITUDE TEMPERATURE UNLESS OTHERWISE NOTED
d
O m
BY FORMULA ENGINE MODEL
Z
HO-3~0-B SERIES
g ABS. DRY MANIFOLD
PRESSURE- IN mG COMPRESSION RATIO 8.5:1 W
HP. AT D X v 400+ T
CARBURETOR BENDU( PSHSBD
A
HP.
q NLLTHRO~E R.PM. FUEL GRADE, MINIMUM 91196 O
APPROXIMATUY 110 sf28 NOEXTERNALMIXTURE
~g) Z
CORRECTION FOR HEATER USED.
10’ F.VAR1AtlON
FROM
P
TS CORRECT FOR DIFFERENCE BETWEEN
180 STD. ALT TEMP. T AND ACTUAL INLET
120 HP 28#) RP.M. TEMP. IN ACCORDANCE WITH NOTE 4
1 O
ENGINE 10
R.PII.’ 142
Z
~o
o
100
TI
Island Enterprises
8 P.
a,
~I
q VIVI O
mao O
n
+50
0 STANDAID ALTITUDE TEMPERANRE T F

--i
m
ts to 20 21 22 22 21 25 25 n 25 20 1 4~50 1 2 j 4 5 B 7 a g 10 11 12 1J 14 151817~8192021pp21
ABSOLUTE MANIFOLD PRESSURE, IN. HO PRESSURE ALTITUDE IN THOUSANDS OF FEET
Z
Figure 3-20. Sea Level and Altitude Performance o

HO-360-B Series b
655
r
vl
NO.1
TO FINDACNAL HORSEPOWER FROM ALTITUDE, R.P.M., MANIFOLD PRESSURE AND AIR INLET
TE(TRON LYCOMING AIRCRAFT
TEMPERATURE. ENGINE PERFORMANCE DATA
i. LOCATE A ON FULL THROTTLE ALTITUDE CURVE FOR GIVEN R.PM. MANIFOLD PRESS.
MAXIMUM POWER MIXTURE
2. LOCATE B ON SEA LEVEL CURVE FORR.PM. 8 MANIFOLD PRESSURE 8 TRANSFER TO C.
UNLESS OTHERWISE NOTED P)
3. CONNECTA C BY STRAIGHT LINE AND READ HORSEPOWER AT GIVEN ALTITUDE D.
ENGINE MODEL 13
4. MODIFY HORSEPOWERAT D FOR VARIATION OFAIR INLETTEMPERATURE T AEIO -360-A SERIES P1 m
FROM STANDARDALflTUDE TEMPERATURE TS COMPRESSION RATIO 8.7:1 X
BY FORMULA: APPROXIMATELY i% CORRECTION FOR EACH 10’ F.VARIATION FROM FUEL INJECTOR BENDIX.
v, RSA-SAD´•1
HP.ATACTUAL H.P.
460+T Y FUEL GRADE, MINIMUM ~0011
NO EXTERNAL MIXTURE O
SEA LF~B PEBOF~M9M: g ALTITUDE
HEATER USED.
ZERO RAM CI Z
200
RATED POWER ABS. DRY MANIFOLD
2700 PRESSURE-IN. HG
LI:’’~ I Is In-n
ENGINE R.PM.
FULL THROTTLE R.PM.
i80 t~
O
CORRECT FOR DIFFERENCE BEIWEEN STD.
ALT TEMP. Ts AND ACTUAL INLET AIR TEMP.
160
IN ACCORDATilCE WITH NOTE 4 Z
n
r O
k vl
140
O
Island Enterprises
1~0
t~
8 O
100
LIMITING MAN PRESS. m

FOR CONTINUOUS
80
OPERATION
+50
Z
O
STANDARDALTITUDE TEMPERATURE i -’F
-50
18 13
20 21 r
ABSOLUTE MANIFOLD PRESSURE, IN. HG
1 2 3 4 5 8 7 8 0 10 11 12
PRESSURE ALTITUDE IN THOUSANDS OF FEET
13 11 15 is 17 18 13 20 2122 23 24
T1c
w
O O
Z
Figure 3-21. Sea Le~el and Altitude Performance W
IO-360-A, -C, -D, -J, -K; AIO-360 Series
CURVE Nc. 12850
r V)
m
c>
O
Z
w
r
a
O
Z
r
O Z
HI cn
a ~4
Island Enterprises
a’zi
O
c>
-I53
m
if c;l Z
C
O
IO-360-B, -E, -F Series 13
Excepting IO-360-B1A, -B~C m
r
m
x
Z
(3
O
c~ ~t
z
o o
o
o
t;
Island Enterprises
flillreilE13c3 d~UIPI
:%6~lbLll"cih;
5
z
7F
O
Figure 3-23. Sea Level and Altitude Performance Z
IO-360-B~A
~P rn
7
O ~t
z
5~ w
r
A
O
E Z
r7
O
o z
rj O
K o, ~p
~o =J h
Island Enterprises
n
R
v, ’II
O
O $p
cii
-13
m
c~ Z
Figure 3-24. Sea Level and Altitude Performance C
IO-360-B1C
O
tl
m
r
1~
TO FIND ACTUAL HORSEPOWER FRO MALTITUDE, R.P.M.T MANIFOLD
~d PRESSUREANDAIR INLETTEMPERATVRE.
CURVE NO. 13516A
CURVEN013516-A1
(O 1. LOCATE A ON FULL THROTTLE ALTITUDE CURVE FOR GIVEN R.P.M.
MANIFOLD PRESS O
2. LOCATE B ON SEA LEVEL CURVE FORR.P.M. B MANIFOLD PRESSURE 8
TRANSFER TO C. LYCOMING
rn
3. CONNECT A 8 C BY STRAIGHT LINE AND -READ HORSEPOWER AT
GIVEN ALTITUDE D. AIRCRAFT ENGINE
W
1
(D 4. MODIFIHORSEPOWERATD FOR VARIATION OFAIR INLETTEMPERATURE TS FROM
j! jj 0\
PERFORMANCEDATAl O
a STANDARD ALTITUDE TEMPERATURE
BY FORMULA:
TS
MAXIMUM POWER 93
tJ r J ~3
(D I MIXTURE
o a m
as HP.AT ACTUAL H.P.
CD C 460 T APROXIMATELY1D~CORRECTION FOR EACH 10’ F.VARIATION FROM ENGINE: IO-360-UAI X
TS
CD SEA LEVEL RATED POWER I~
b ALTITUDE PERFORMANCE ABS. DRY MANIFOLD FUEL GRADE:
1 rn iC~
CD W PERFORMANCE 160 HP -2400 R.P.M. MINIMUM 91/96
PRESSURE-IN. HG
13
O O
P CORRECT FOR DIFFERENCE C~ 2:
‘O
BETWEEN STD. ALT.TEMP.T
-11-1~_ ~a I 9 r
\O a
i ´•---C IN ACCORDANCE WITH NOTE 4 C3 C(
CD FULL THROTTLE RP.M
I B 26 M r)
9) -t--
i-- O
r L
C -C- i
(D i
,_ i*d~
0< __~ i f-
1
cD r O
w i i z
.120 C-C-C--i--
0\ pi o ~-´•i ti El
t-i O
OJ ~e :-i-$ m
o, t--´• t ~CI-l
Island Enterprises
r o
h~ .ir, V)
,loo
9, M
---i il-J i~J
n0
ac
cD w 80~-- i~ t---t -I----f-~ cl
’d i-- i----- ~_..i _cl i_._,. ._-___i O
(p B ;a
i-- i ~--1- 1___~ _I. i
t--l w 60~----1- i V1
ct y
--.i -i--i i-
._..
i i I- I
_~.
i-i !_i._li m i__ irl i---i _T_I -C-
J
-t- i-t- - i i t iii 4
O f-- ´•---t-- I_ +50 +50
TS +50 Z
rp 1 I
L4 .c~ F1 ,I------c-.c-
t i:ir t-- aCM
STANDARDALTIT!~DE TEMPERATURET "F C~
._
i. __iL.. i~, I[I r
w
cl
18 20 22 24 26 28 1 2 3 4 5 a 7 s 9 11
SEA 10 12 13 14 15 16 17 16 19 202122 2324
P i ABSOLUTE MANIFOLD PRESSURE, IN HG LEVEL PRESSURE ALTITUDE IN THOUSANDS OF FEET O
o z
w
W
m
o c~
S~A LEVEL PERFORMANCE ALTITUDE PERFORMANCE CURVE NO.13549
m c3
LYCOMING ENGINE Y
TO FIND ACTUAL HORSEPOWER FROM ALTINDE. RP.IK. MANIFOLD PRESSURE AND AIR INLET
1. LOCATE A ON FULL THROrnr ALTITUDE CURVE FOR ONEN R.P.M. MI\NIFOLO PRESS. PERFORMANCE DATA 8
LOCATE B DN SEA LEVEL CURVE FOR R.P.M. Mb~NIFOLD
cl
r PRESSURE a TRANSFER TO C. Z m
MAXIMUM POWER MIXTURE
CONNECTA a C Br STRAKiHT LEE AND READ
(JQ w X
HORSEPOWER AT GIVEN ALTITUDE D. W UNLESS OTHERWISE NOTED
C ABS. DRY WNIFOLD
MODIFI HORSEPOWER
CI g
ATDFORVARUTKONOF RATEDPOWER ENGINE MODEL, IO-360-M1A
60
AIR INLET TELRERATURE 180 2100 RP.H. FULL THROTTLE R.P.M. COMPRESSION RATIO 8.5:1
W T FROH STANDARD 180
ALTITUDE FUEL INJECTOR: PAC RSA-SAD1
h) TEMPERATURE T FUEL GRADE, MINIMUM: 91196 Z
,,~wo a ENGINE SPEED: 270(1 RPY r
t5P+TS 160
HP. AT D 455+1
C~
P NO EXTERNAL MIXTURE
ACTUAL z C)
Co HEATER USED.
P, O
CORRECTION FOR EACH 140
c(
P 10’ 5.ARRATnol CORRECT FOR DIFFERENCE
60 FRom d L~
e> TS BETWEEN STD. ALT TEMP. T
00 O Z
W, ENGINE
O\ 120 O
pi R.P.M. W
03 Q\ O
a 6 o
k F CFI
oo D)
m
4 3
a
Island Enterprises
c
a so L´•j
(0
~n
lr
rn O
o 3c~
Co I
O
a 60 C,
Ic, ~n
a Y
~E m ~3
a g "z
(0 o
o +50 C1 C
(0
(p
Et o
ST*IYD*I~DILTITVDE IWPERANRE T -’F
b O
~D .50
1 1~ 20 P p 24 25 1 II 2) 29 2 J 4 5 S I I D (O 1( 12 1J 15 15 15 (7 1((9 20 2122 23 21 e~
ABSOLUTE MANIFOLD )N. HG. m
L__ PRESSURE
__~L"LYUV"L nLII IN THOUSANDS OF FEET
I Y´•
ALTITUDE
\O P
~O rn
\o
g Z
r7
n
O
c~ 3:
Z
d O
O
Island Enterprises
8
C~
Figure 3-25. Sea Level and Altitude Performance r

HIO-360-A Series
CURVE N0.12~41-A
O
b m
h3
7
O m
,P ZX
--I
W
O
I
I
z
a
w C)
~o
P,
3
Island Enterprises
v,
v, O
O
Ijj
1]
m
Figure 3-26. Sea Level and Altitude Performance Z

HIO-360-B Series iC C
O
FS;
Q
w
CYRVEN..12973-A O
--I
I "m
P.
X
a C~
n v,
O
O Z
c>
,Ym m O
n3
z
1~0 00
r
O
v,
Island Enterprises
m
r
a
120
cj
100 :.-"i’":_:l’"’-"- XI
V)
-:i,::::;:
M Z
o
m C
i--:(
"-:I’::
__: i :_,
_
__ ::l.i:’.::::’:;:’’il-´•:::::_-:
a ii´•~s W´•8~"i-
.r ~1 r
~O
O
b Z
cu Figure 3-27. Sea Level and Altitude Performance
b,
HIO-360-C Series
SHLET I OF 3 CURVE NO. 13019
i8
:-"’"’’’"X’ i"" :i~"-" ~-´•kl
-:s~:-5
FT
~P
´•~a::i"
rn
-I
O m
´•i z X
Z
-I
w
a
5
~W O
z
r
O
3:
Q Z
C wO
40
o O
ru Ig
20
3
Island Enterprises
9.
V,
C+50
v, O
O
r,
v,
-50
-I
m
Z
Figure 3-28. Sea Level.and Altitude Performance TIG-360-A Series Sheet of 3 OKF
tl
m
r
O
SHEET ZOF 3 CURVE NO. 13079 w C1
a\o
o~
X
3 cl
a
56
k O
v,
P O
C)
C)
m O
0 ~;2
a C31
160
MO
r
v, ’d
Island Enterprises
140
$Y
O
100
(n
o m
n ~z:
50.
d
w op
b zr
vl w
Figure 3-29. Sea Level and Altitude Performance TIG-360-A Series Sheet 2 of 3
a YIEET 3 OF 3 CORVE WO. 11019
o
E
a
E O
u
o 53~
CY
w a
Island Enterprises
P~ o
o
d
Z
E
O
u
z 9
O rc~
z
o
x F:
w u
CI w
Figure 3-30. Sea Level and Altitude Performance TIG-360-A Series Sheet 3 of 3
Fig\lre 3-31. Fuel Flow Percent

vs Povver
PIIO-36~-E, -F Series
3-97
Island Enterprises
Co
b m C1
oo C)
n
M
f X
2~a
s
~O
0 C9
G,
Q
120 o Cd
Y P
1
e
Island Enterprises
3´•
vl ~3
C"
~o O
O
r) 56
~iS
m
a
~sI 2!
o d
a
Figure 3-32. Sea Level and Altitude Perfonnance HIO-360-E Series m r
r
rn
cl
M
C ~x
c3
a
5~
O
v, Z
o
C c,
mO
a
cl
o Z
a
a O
F~
m Cd
Island Enterprises
8
~I
I"
m
r, Z
C1 d
w O
b Z r
(O
Figure 3-33. Sea
Level and Altitude Performance with Turbochager W
Kit SK-28-12~000 HIO-360-E Series
LYCOIMING OPERAa’OR’S MANU~QL
SEC~IOl\a 3 ~-368 and ASSOCIATEI~

IMODE~S

LYCOMING 0-360, 180 HP SERIES
SPARK ADVANCE 25"BTC
CURVE N0.13357
16
n~ 14
12
~j
q 10
so 60 70 80 90 100
PERCENT RATED POWER
Figure 3-34. Fuel Flow vs Percent Rated Power

B 0-360-A, -C, -F, -G Series; HO-360-C1A
3-50 Revised May ~996
Island Enterprises
TEXTRON L~COMING
Curve No. 13514

TEXTRON LYCOMING 0-360-J ~45 HP
SPARK ADVANCE 25 ETC
50 80 70 80 80 100
PERCENT RATED POWER
Figure 3-34A. Fuel Flow vs Percent Rated Power-

0-360-52A
Added May 1996 3-508
Island Enterprises
W
ro FIND*CTUII HM1SP~R FROU SEA LEML
On
i ILTITUDE. RPH. U*NYCCD PRESSVRE
~n ,ND,IR INLET r;.,,,,, PERFORMANCE Fl
ALTITUDE PERFORMANCE
(LCUTEAUVFUUMROnLEILTITUU EMINE d
O CURM FOR ~YPI R PH PRESS
~NIFOU) C1
I LOUTE B ar sE~ LMLCVRM F(31RPU NORMAL
~LUN(FOLDPRESSW)E .IR~WFERTOC CDNT. POYMR PERFORMe~NCe WT~
3 CCNNECT* 6 C BY STR*ICHT LINE*NO W
d
REID HM(SEP(IVW L~T UVW ~LTITUOE O W
1 HrmM HORS~OYIERAT D FM( VUllalON
g MUMLM POYIER MIXTVRE
ABS. DRY MANIFOLD
CF*IRINLRTEMPERITUHE TSFROLH PRESSURE-IN HG UNLESS OTHERVI~SE NOTED
STIND*RDILTITUDE TEUPRITURE T
F,,,
S
~HOINE MODEL 0-3Q.1~5
O
9
O
CCMPRESSK)hl RATIO 1.1.I Z 56
HP L~T D ,CTWL HP R.PM. O
W
1´• CORRECTION Fal
i,,,,,,, Tg 180
Z
t"
r CORRECT FOR DIFFERENCE BET\MEN
STD.ALTTEMP T ANDAtTUALINLETAIR
1, TEMP. INACCORDANCE WITH NOTE 4
R.P.M.
R 06
W
t I I I I I T,T o\ Z
O
120 01
,F
H a
O
Cd
Y! V~
Pi ~n E
Island Enterprises
Oy
CI O
g BOF3
a
+So
00
a t~
Ou 1~ 19 20 21 22 21 24 2~ 2~ 27 1 2 J 4 7 B 10 (2 13 1~ II 1~ II 1~
~1 18 202( 21 212~
r ABS~ULVTE MANIFOLD PRESSURE. IN. g9 PRESSURE ALTITUDE IN THO1ISANDS OF FEET
8
CI V
\O Piigure 3-34B Sea Level/Altitude Performane Curve M
0-360-J2A r
cn
76 O
(D SEALE\IB.
ZERO RAM CURVE NO.1J358
ALTITUDE. RPM.. MANIFOLD PRESSURE
PB(FC~M
C ANDAIR INLET TEMPERATURE. ALTITUDE PERFORMANCE cj
LYCOMINGAIRCRAFT ENGINE W
1. LOCATEAON NLLTHROTNALmUDE
cn PERFORMANCE DATA
CURVE FOR GNEN R.P.M. MANIFOLD PRESS. 2700 RPM o\ t’l
(P 2. LOCATE B ON CURM K)R MANIFOU)
MAXIMUMPOWERMI[TURE o
a MANIFOLD PRESSURE a TRANSFER TO C. PRESSURE IN HG X
a UNLESS OTHERWISE NOTED
3. CONNECTA I C BY STRAIGHT LINE AND
E; cl
READ HORSEPOWERAT ONENALTIIUDE D.
ENGINEMODELO-360. 1BOHP
RIILII(ROTTLE mMPRE~SCIITUnO 85~:1 ~a
OFAIRIMETTMPERANRE T FROM
9, srANDARoALmuoErrMPERATVRE
a
TS O
´•e eY FORMULA D
C1 YP Q
HP.ATDX 460+T ACTUALH.P. CORRECT FOR DIFFERENCE BETWEEN vl
~o STD. ALTTEMP. TS AND ACTUAL IMETAIR
o V)
\O APPROXIMATELY 1K CORRECTION FOR TEMP. IN ACCOR6ANCE WITH NOTE 4 E
Q\ EACH 10’ FROM O
180
I C~ C1
R.PM.
25- O
160d
140
1’1 Z
Island Enterprises
B
O ed
4~ tj
I r ~ff-tt ~-f-l m
Y I ITll I 1 I 1 I I 1 I I r
I" t-t--t´•-t--t cn
O
t_ 56
ST4NDAPDAL;TrmPE’~- p’tttt f V1
18 19 20 21 22 23 24 25 27 28 29 i
1 2 3 4 5 5 7 B 9 10 H 12 1314 15 18 1718 18 202( a232i
gW n
ABSOLUTE MANIFOLD PRESSURE. IN. HG PRESSURE ALTITUDE IN MOUSANDS OF FEET
I
cl
w Figure 3-35. Sea ~evel and Altitude Performance F;O
ul
0-360-A1A,-A1D,-A1 P,-A2A,-A2D,-A2F,-A3A,-A4A,-A4D, -A4M, Z
r -A4N,-A4P,-A1F6,-A1H6,-C1P,-C1G,-C4F,-C4P,-F1A6;He360´•C1A w
TOFINDACTUAL HORSEPOWERFROM I ISEPILBVBL( I I I L1 I r I InLtlTUdEPCRFORYA~ICEl I I CURVENO13U9
ALTITUDE. RPM., MANIFOLD PRESSURE I I I I IZERORAMI I I I I LICOMING
00 AND blR INLET TEMPERATURE HELICOPTER ENGINE
01 1 I LOCATE n ON FULL THROTTLE ALTITUDE I I I I I I 1 1 r-n L1 1 I I I 1 I I I I I I PERFORMANCE DATA
CURVE FOR BIVEN R.PM MANIFOLD PRESS
00 MAXIMUM POWER MIXTURE
P.toCATE B ON SEA LEVEL CURVE FOR
I I I I I I "n~ ´•´•´•L"r~l n I I I I
a MANIFOLD PRESSURE 8 TRANSFER TO cHttCCH-CCI W UNLESS OTHERWISE NOTED
ICDNNECT A8C Dr STRAIGHT LINE AND- Y ENGINE MODEL HIO-360-FIBD
READ HORYPMA ATcNEN ALTITUDE a o, Ct
COMPRESSION RATIO 800:1
4CIEAD HORSEPOUVER AT D R3R VARIATION
OfAJR INLET TEMPERATURE T FROM
FUEL INJECTOR- O m
ALTITUDE TEMPER~LTVRE TS F BENDIX RSA-SABI Z X
sr FORMULA: FUEL GRADE. MINIMUM
e w II
4
,,,~i; ncrua~HF! ee
ITr111111112001 1 /I I I Y I I I I I I I 1 I I T 1 I I 1 I I I O
I 1
Z
tao r
Z
140
&F1 n
I,,
o
Island Enterprises
I,,
a
80
v,
50
a
~50
18 19 20 21 22 23 24 25 26 27 28 29 2 3 4 5 7
6 8 9 10 II 12 13 14 15 16 17 18 13 20 21 22 23 24
Z
ABSOLUTE MANIFOLD PRESSURE, IN m 9 PRESSURE ALTITUDE IN THOUSANDS OF FEET
F C
F
Figure 3-36. See ~evel sad Aititude Performance
HIO-360´•F Seaies B
Q
w
a m
p X
a
~n
in
O
O
D
C1
E n
tl
O
a
~s O
DI ej
220
m Z
t
r O
O
IZIJ
m
Island Enterprises
:::a~ V)
Z
n C
:::"D:a~
-:It
Cj r
O
C~5Figure 3-37. Sea Level and Altitude Performance
w
w2:
With Turbocharger Mit SK-28-121000
HIO-360-F Series
140
CURVE NUMBER 13429-A
130
FUEL FLOW VERSUS BRAKE HORSEPOWER
LYCOMING TIO-360-C1A6D
120
110
LEAN LIMIT
100
5~ 90
6 80
70
60
50
40
30
20
100 120 140 160 180 200
BRAKE HORSEPOWER
Figure 3-38. Fuel Flow vs Brake Horsepower

TIO-360-C1A6D
3-54
Island Enterprises
TO FINO ACTUAL HORSEPOWER FROM SEA LEVEL I I I I I I 2280 RIM
CURVE NO (3(30
ALTITUDE. R P M .MINIFOLD PRESSURE AND PERFORMANCE I I I I I I I I ALTITUDE PERfORU*NCL
3
AIR INLET TEMPERATURE O
1 LOWTE ..C.. ON ALTITUDE CURVE FOR I I 1 j I I I I I I I I I I I I 1 I I PtRTORUP~NCt D~rL c3
1 I
GIVEW MIIWIFOLD PRESSURE IND ~LTITUDL I I I I I I I I I I I I I I I 1 1 II IrtNCINtHODtl I O\
T103M)C116n M
AT R PM. SHOWN D ABS DRI MANIFOLD COMPRLSSIONRAIIO 130 t O
2 MODIFY HORSEPOWER AT .A’ FOR VAR~´• g PRESSURE-IN HG FUEL INJECTOR X
O
not OF INLET AIR TEMPERATURE TO THE I I I I I I I \I I I I j I I I I I I BLNDIX RSI UD(
J C1
TURBOCHIAGER FROY STINDARO CR*Df UINIUUM IM)/(WLI
TI a
ALTITUDE TEMPERATURE BY FORMULA fNGINE SPEED 3515 RPM
TS 2515 RPU
MIXrURE STRtNGIH
(H P ~T
f M1IB/BHP HR O
ACTUAL H P l;n
160+
A rn
(~PPROXIUITELY 1X CORRECTION FOR
EACH I(pF VARIATION FROM rOR DIFFERENCE BtlWtEN STD
TS1
4 Alr IEMP IS ANO ACTUAL INLtT C~IR I~UP
NORMAL RATED POWER
10 rURBOCHARCER (SEE NOTE 11 Ct
210 nP. C(" Hg MIP
220
EIICIWER.P.Y. o
mO
,I 1 I I 1 r I I I I I ~lrul III I I C~ g
I", ct
~o
O Z
m
o a
el II I 1 36 1 I I 1/1 I I 1 I 1 1111 I I I hi I I m
r O
3( rn
Island Enterprises
’d
i,
32"
Ito
B
O
120
Y
I
~A
*M ~U)
D
STANDARD ALTITUDE TEMPERATURE ’F
15
50 m
50
22 2( 26 28 30 32 U 36 38 O 12’81 I 1 2 3 5 5 1 11 9 10 ii (2 13 11 15 ib 11 1111920 21 )213 2~ Z
~BSOLUTE YAWIFOLD PRESSURE. IW ~C
ct
PAtSSURL ALTITUDE II THOUSIWDS O~ FELI I c3 d
O
E Z r
Sea Level and Altitude Performance w
Figure 3-39.
TIO-3~0-C1A6D
SEA LEVEL I I I I I 1 I I ZERO RAY
TO FIND ACTUAL HORSEPOWER FROM CURVE NO 13430
P~RFOAIIANCE
ALTITUDE. R.PM.. MANIFOLD PRESSURE ANO ALTITUDEPEPFORE(AWCE I I I I I LYCOMING SHEET 2 ol 3
AIR INLET TEMPERATURE. AIRCRAFT ENGINE
rn
H LO~ATE ..A.. ON ILTITUDE CURVE FOR I I I I I I I I I I I I I I i I I I I I I PERFORMANCE DC~TI m c~
GIVEN MANIFOLD PRESSURE AND ALTITUDE I I 1 I 1 rl lrl r 1 111 11 1 r 1 I ENGINEHDDEL TIO-JM)-C1ASD c~ M
AT R.PM.. SHOWN.
ABS. DR~ MANIFOLD COMPRESSION RATIO 1301 ~3
2. MODIFY HORSEPOWER AT "A" FOR PRESSURE-IN. HG. FUEL INJECTOR Ct X
VARIA-
TIOW DF IIILET AIR TE)IPLRATURE TO THE BENDIX RSA-SAD( O
TVRBOCHIRCER T FROU STIHOIRD FU~L B,,, UINIUUU 1M1100LL
~I
ALTITUDE BY MRUUU ENGINE SPEED 2400 RPM
z 56
TS 24110 RPM
YILIUUM 4)IY~R UIX1URE W
..I f O
IETUIL HP
7/ ~bOtTI-
IAPPROXIMATfLY 1K CORRECTION FOR
~Z!
~ACII 10´•F. YARUTIOII FROY rS) CORRECT FOR OIFFERENCE BETWEEN STD
a UT TEMP. T AND ACTUAL INLET AIR TEYP
r
TO TURBOCHiRGER. ISEE NOTE 2) CC
R.P.Y.
,p O
5!
O
w
g O
o ’d
160 1
as
lrr I 1 13~
Island Enterprises
1U,
E
i-i
r, C"
I o
O
28 ~d
120
2s
+50 g
o o
m
STINOIRD ILTITUM TEMPERATURE TS -’F
Sb ~o 50
n n a 2e Jo 32
ABSOLUTE YAW~MU)
r jB ~b
IW. m.
Q u i 3 1 1
PRESSURE UTITUOE IN
9 10 It 12 (3 14
OF FEET
15 16 1) (B 19 202( ZZnH
5f
E
d
o
a
Figure 340. Sea Level and Altitude Performance
rn
TI0360-C1A6D
SU LEVEL ZERO W\M
TO FIND ACTUAL HORSEPOWER FROM CURVE NO 13430
PERFORMANCE ALTITUDEPERFOAMANCE
ALTITUDE. R P M. MANIFOLD PRESSURE ANO i i i I i LVCOMING SHEET ol J
AIR INLET TEMPERATURE AIRCRAFT ENGINE O

PEAfORMANCE DATA c3
t LOCATE "P~" ON ALTITUDE CURVE FDR
GIVEN MANIFOLD PRESSURE PINO ALTITUDE ENGINE MODEL TIO-360-C1A6D I O\ M
AT R.PM.. SHOWN D ABS. ORY MANIFOLD COMPRESSION RATIO 7301 O
PRESSURE-IN HG. FUEL INJECTOR X
o P,
2 MUDIFY HORSEPOWER AT "A’~ FDR VARIA-
BENDIX RSP~-SAO1
TOY (lr (II1ET *R rruprRlrU~ TO TH~
.U~L EAIDI Hli YUY IMIIMII
TURBOCHARGER FROM STANDARD
a
TA ENGINE SPEED 2200 RPM
2200 RPV
ALTITUDE TEMPERP~TURE TS BY FDAMULP~ MAXIMUM WWER MIXTURE
L"
IHP AT..A Inl
S c~
O
=ACTUA~HP
-TZ 4W+TA rn Z
IAPPROXIMATELY 1% CORRECTION FOR O
CDRRECT FOR DIFFERENCE BETWEEN STO
EACH 100F VARIATION FROM TS) ALT TEMP TS AND ACTUAL INLET AIR TEMP C]1
I 1 1 II I I I I I I I I
TO TURBOCHARGER (SEE NOTE 2) CI
EHGIHE
RPM. m O
tj
O
t~
8
P
v! Cd
Island Enterprises
160
140
I i I11;INI I I I I I 1 I I O
’"L u
1201 1 I I II I I 11 I 1V r rr r r rl
*50 +50
0’ -1 1 126
o o
STANDARD ALTITUDE TEMPERITUPE
C"
"F
TS
51) 50 m
22 24 26 28 M
30 32 34 35 38 4~ 42 4~ 1 2 3 5 6 1 B 9 10 11 12 1~ 14 15 16 1r 18 19 20 21 22 23 24 C)
ABSOLUTE MANIFOLO PRESSURE. IN HG 2 PAESSUAF ALTITUDE IN THOUSANOS OF FEET
I -1 C
O
z r
Figure Sea Level and Ipltitude Performance
ec,
T110-360-C1A6D
SECTION
PERIODIC
INSPECTION
Island Enterprises
PERIODIC INSPECTIONS
Page
Pre-Starting Inspection ................4-1

Daily Pre-Flight
Engine 4-2
Turbocharger ....4-2
25 Hour Inspection
Engine .......4-2
50 Hour Inspection
Engine ...........4-3
TUrbocharger ´•´•´•´•..´•.4~4
100 Hour Inspection
Engine ...........4-5
~rbdcha-rger ....4-6
400 Hour Inspection
Engine .............4-6
NonlScheduled Inspections ............4-6
Island Enterprises
SECTION 4
PERIODIC INSPECTIONS
NOTE
Perhaps no other factor is guite so important to safety and durability of

the aircraft and its components as faithful and diligent attention to
regular
checks for minor troubles and prompt repair when they ave found.
The operator should bear in mind that the items listed in the following
pages do not constitute a complete aircraft inspection, but are meant for
the engine only. Consult the airframe manufacturer’s handbook for
additional instructions.
Pre-Starting Inspection The daily pre-flight inspection is a check of the

aircraft prior to the first flight of the day. This inspection is to determine
the general condition of the aircraft and engine.
The importance of proper pre-flight inspection cannot be over

emphasized. Statistics prove several hundred accidents occur yearly
directly responsible to poor pre-flight.
Among the major causes of poor pre-flight inspection are lack of

concentration, reluctance to acknowledge the need for a check list,
carelessness bred by familiarity and haste.
4-1
Island Enterprises
i. DAILY PRE-FLIGH~
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. Repair any leaks before aircraft is down,
(6) Open the fuel drain to remove any accumulation of water and
sediment
(7) Make sure all shields and cowling are in

place and secure. If any
are missing or damaged, repair or replacement should be made
before the aircraft is flown.
(8) Check controls for gene~al condition, travel, and freedom of

operation
(9) Induction system air filter should be inspected and serviced in

accordance with the airfranle manufacturer’s recommendations.
b. Turbocharger
(1) Inspect mounting and connections of turbocharger for security,

lubricant or air leakage.
(2) Check engine crankcase breather for restrictions to breather.
2. 25-HOUR INSPECTION(ENGINE). After the first twenty-~ve hours

operation time; new, remanufactured or newly overhauled engines should
undergo a 50 hour inspection including draining and renewing lubricating
oil. If engine has no full-now oil filter, change oil every 25 hours. Also, in-
spect and clean suction and pressure screens.
4-2
Island Enterprises
TEXTRON LVCOMING OPERATOR’S MANUAL
0~360 and ASSOCIATED MODELS SECTION 4
3. 50 HOUR INSPECTION (ENGINE). In addition to the items listed

for dsilv pre-flight inspection, thefollowing maintenance checks should be
made after every 50 hours of operation.
a. Ignition System
(1) If fouling of spark plugs is apparent, rotate bottom plugs to up-
per position.
(2) Examine spark plug leads of cable and ceramics for corrosion
and deposits. This condition is evidence of either leaking spark plugs,
improper cleaning of the spark plug walls or connector ends. Where
this condition is found, clean the cable ends, spark plug walls and
ceramics with a dry, clean cloth or a clean cloth moistened with
methyl-ethyl ketone. All parts should be clean and dry before
reassembly.
(3) Check ignition harness for security of mounting clamps and be

sure connections are tight at spark plug and magneto terminals.
b. Fuel and Induction SystemCheck the primer lines for leaks and
security of the clamps. Remove and clean the fuel inlet strainers. Check
the mixture control and throttle linkage for travel, freedom of move-
ment, security of the clamps and lubricate if necessary. Check the air
intake ducts for leaks, security, filter damage; evidence of dust or other
solid material in the ducts is indicative of inadequate biter care or damag-
ed filter. Check vent lines for evidence of fuel or oil seepage; if pre-
sent, fuel pump may require replacement.
c. Lubrication System
(1) Replace external full flow oil biter element. (Check used element
for metal particles.) Drain and renew iubricating oil.
(2) (Engines Not Equi~ged Euith External Filter) Remove oil pressure
screen and clean thoroughly. Note carefully for presence of metal
particles that are indicative of internal engine damage. Change oil
every 25 hours.
4-3
Island Enterprises
TEXTRON LYCOMING OPERATOR’S h4ANUAL
(3) Check oil lines for leaks, particularly at connections for security
of anchorage and for wear due to rubbing or vibration, for dents and
cracks.
d. Exhanst System Check attaching flanges at exhaust ports on

cylinder for evidence of leakage. If they are loose, they must be
removed and machined flat before they are reassembled and tightened.
Examine exhaust manifolds for general condition.
e. Cooling System cowling and baffles for damage and secure

Check
anchorage. Any damaged or missing 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 tighten screws to specified torque (50 inch
Ibs.).
Check cylinders for evidence of excessive heat which is indicated by
burned paint on the cylinder. This condition is indicative of internal
damage to the cylinder and, if found, its cause must be determined and
corrected before the aircraft resumes operation.
Heavy discoloration and appearance of seepage at cylinder head and

barrel attachment area is usually due to emission of thread lubricant
used durilig assembly of the barrel at the factory, or by slight gas
leakage which stops after the cylinder has been in service for awhile.
This condition is neither harmful nor detrimental to engine
performance and operation. If it can be’proven that leakage exceeds
these conditions, the cylinder should be replaced.
g. Turbocbarger All fli~id

power lines and mounting brackets
incorporated in turbocharger system should be checked for leaks,
tightness and any damage that may cause a restriction.
Check for accumulation of dirt or other interference with the
linkage between the bypass valve and the actuator which may impair
operation of turbocharger. Clean or correct cause of interference.
The vent line from the actuator should be checked for oil leakage.
Any constant oil leakage is cause for replacement of piston seal.
Check alternate air valve to be sure it swings free and seals tightly.
4-4
Island Enterprises
h. Carl~uvetorCheck throttle body attaching screws for tightness. The

correct torque for these screws is 40 to 50 inch pounds.
4. 100 HOUK INSPliCTlOh~. In addition to the items listed for daily

pre-flight and 50 hour inspection, the following maintenance checks
should be made after every one hundred hours of operation.
a. I~k´•ctrical ~iystem
(1) Check all wiring connected to the engine or accessories. Any

shielded cables that are damaged should be replaced. Replace clamps
or loose wires and check terminals for security and cleanliness.
(2) Remove spark plugs; test, clean and regap. Replace if necessary.
t~. Luhrication System Drain and renew lubricating oil.
c. Mn~netss points for pitting and minimum gap. Check

Check breaker
for excessive oil in the breaker compartment, if found, wipe dry with a
clean lintless cloth. The felt located at the breaker points should be
lubricated in accordance with the magnelo manufacturer’s instructions.
Check magneto to engine timing. Timing procedure is described in
Section 5, 1, b of this manual.
n. t~I1Kine Engine mounted accessories such

Acccrssories as pumps,
for
temperature and pressure sensing units should be checked‘ secure
mounting, tight connections.
Check cylinders visually for cracked broken fins.

e. (:ylilldcrs or
f: Mounts Check engine mounting bolts and bushings for

security and excessive wear. Replace any bushings that are excessively
worn.
Fuel Lines Check fuel injector nozzles

K´• I´•’uel Injection No~zles ann
for looseness, tighten to 60 inch pounds torque. Check fuel line for dye
stains at connection indicating leakage and security of line. Repair or
replacement must be accomplished before the aircraft resumes
operation
4-5
Island Enterprises
SECTION 4 0-360 and ASSOCIATED MODEtS
h.Turt~ochatger Inspect all air ducting and connections in turbocharger

system for leaks. Make inspection both with engine shut down and with
engine running. Check at manifold connections to turbine inlet and at
engine exhaust manifold gasket, for possible exhaust gas leakage.
CAUTION
Do not operate t~ze turbocha7ger tf teaks exist in the ducting, or if air cleaner
is not Fltering efficientl~ Dust leaking into air ducting can damage tur-
bocharger and engine.
Check for dirt build-up within the turbocharger. Check for

or dust
uneven deposits on the impeller. Consult AiResearch Industrial Div.
Manual TP-21 for method to remove all such foreign matter.
5 400 HO UR INSPECTION. In addition to the items listed for daily pre-

night, 50 hour and 100 hour inspections, the following maintenance check
should be made after every 400 hours of operation.
Tralve Inspection Remove rocker box covers and check for freedom of valve
rockers when valves are closed. Look for evidence of abnormal wear or
broken parts‘in the area of the valve tips, valve keeper, springs and spring
seats. If any indications are found, the cylinder and all of its components
should be removed (including the piston and connecting rod assembly) and
inspected for further damage. Replace a~y parts that do not conform with
limits shown in the latest revision of Special Service Publication No. SSP1R6.
6 NON-SCHED ULED INSPECTIONS. Occasionally, service bulletins

or service instructions are issued by Lycoming Division that require
inspection procedures that are not listed in this manual. Such publications,
usually are limited to specified engine models and become obsolete after
corrective modification has been accomplished. All such publications are
available from Lycoming distributors, or from the factory by subscription.
Consult the latest edition of Service Letter No. Lll4 for subscription infor-
mation. Maintenance facilities should have an up-to-date file of these publica-
tions available at all times.
4-6
Island Enterprises
SECTION
MAINTENANCE
PROCEDURES
Island Enterprises
MAINTENANCE PROCEDURES
Page
Ignition and Electrical System
Ignition HarnessandWire Replacement ..............5-1

Timing Magnetos to Engine .....5-1
Generator orAlternatorOutput ..5-5
Fuel System
Repair of Fuel Leaks ...........5-5

Carburetor or Fuel Injector Inlet
Screen Assembly .............5-5
Fuel Grades and Limitations .....5-5
Air Intake Ducts and Filters ......5-5
Idle Speed and Mixture Adjustment ;..5-5
Lubrication System
Oil Grades and Limitations ......5-6

Oil Suction and Oil Pressure Screens .......5-6
Oil Pressure Relief Valve .5-6
Cylinder Assembly ..............5-7
Generator orAlternator Drive BeltTension .5-12
Turbocharger Control System ....5-12
Island Enterprises
0-360 and ASSOCIATED MODE LS SECTION 5
SECTION 5
MAINTENANCE PROCEDURES
The procedures described in this section are provided to guide and

instruct personnel in performing such maintenance operations that may be
required in conjunction with the periodic inspections listed in the
preceding section. No attempt is made to include repair and replacement
operations that will be found in the applicable Lycoming Overhaul
Manual.
I. IGNITION AND ELECTRICAL S YS TEM.
a. Ignition Harness and Wire Replacement In the event that an ignition

harness or individual lead is to be replaced, consult the wiring
an
diagram to be sure harness is correctly installed. Mark location of

clamps and clips to be certain the replacement is clamped at correct
locations.
b. Timing Magnetos to Engine

(1) Remove spark plug from No. 1 cylinder and place a thumb over
a
the spark plug hole. Rotate the crankshaft in direction of normal

rotation until the compression stroke is reached, this is indicated by
a positive pressure inside the cylinder tending to push the thumb off
the spark plug hole. Continue rotating the crankshaft until the
advance timing mark on the front face of the starter ring gear is in
alignment with the small hole located at the two o’ciock position on
the front face of the starter housing. (Ring gear may be marked at
200 and 250. Consult specifications for correct timing mark for your
installation.) At this point, the engine is ready for assembly of the
magnetos.
(2) Single magneto Remove the inspection plugs from both

magnetos and turn the drive shaft in direction of normal rotation
until (-20 and -200 series) the first painted chamfered tooth on the
distributor gear is aligned in the center of the inspection window
(-1200 series) the
applicable timing mark on the distributor gear is
approximately aligned with the mark on the distributor block. See
figure 5-2. Being sure the gear does not move from this position,
install gaskets and magnetos on the engine. Note that an adapter is
used with impulse coupling magneto. Secure with (clamps on -1200
series) washers and nuts; tighten only finger tight.
5-1
Island Enterprises
TEXTRON LYCOMING OPEIRATOR’S M~NUAL
RING ORDER n d:’

C’wise Rotation -1-3-2-4 1
C.C’wise R.otal;ion -1-4-2-3
~I
II /I
3
II II
g
II
I
I
IL I
I Ii
ii II
I Y/ I’’ II
II!:I
~Cigure 5-/. /pnit~HI WIiIkp Diogrom
BP19 ONBLOCK
fi~ure 5-2. T/in/i~g Morks- 4 cy~ /2OOSer/gs

5-2
Island Enterprises
(3) Using a battery powered timing light, attach the

positive lead to
a suitable terminal connected to the switch terminal of the magneto
and the negative lead to any unpainted portion of the engine. Rotate
the magnet(, in its mounting flange to a point where the light comes
on, then slowly turn it in the opposite direction until the light goes
out. Bring the magneto back slowly until the light just comes on.
Repeat this with the second magneto.
(4) Back off the crankshaft a few degrees, the timing ligh ts should go
out. Bring the crankshaft slowly back in direction of normal rotation
until the timing mark and the hole in the starter housing are in
alignment. At this point, both lights should go on simultaneously.
Tighten nuts to specified torque.
(.5) Dual Mir~wetos Remove the timing window plug from the most
convenient side of the housing and the plug from the rotor viewing
location in the center of the housing.
(~j) ?’urn the rotating magnet driveshaft in direction of normal

rotation until the painted tooth of the distributor gear is centered in
the timing hole. Observe that at this time the built in pointer just
ahead of the rotor viewing window aligns with either the L or R
(depending on rotation).
(7’) Hold the magneto in this

position and install gasket and
magnetos. Secure with clamps, washers and nuts tightened only
finger tigh t.
(8) Using battery powered timing’ light, attach one positive lead to
a
left switch terminal, one positive lead to right switch terminal and
the ground lead to the magneto housing.
(9) ?’urn the entire niagneto in direction of rotation until the timing
light comes on, then
slowly turn it in the
opposite direction until the
light goes out. Bring the magneto back slowly until the light just
comes on.
(1()) Back off tile craiikslraft few

degrees, the timing lights should
a
go out. Bring the crankshaft

slowly back in direction of normal
rotation until the lights just come on. Both lights should go on 20 of
No. 1 engine firing posil.ion.
5-3
Island Enterprises
SECTION 5 01360 and ASSOCIATED MODELS
NOTE
Some timi~g lights opemte in the reverse manner as described. The ligW comes
on when the boints Chec~ your timing Is;pht instructions.
c. Internal
Timing Dual Magneto Check the magneto internal timing
and breaker synchronization in the following manner.
(1) Main Br~QKers 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 the right
main breaker terminal.
(2) Back the engine up a few degrees and again bump forward toward
number one cylinder ~ing position while observing timing lights. Both
lights should go out to indicate opening of the main breakers when

the timing pointer is indicating within the width of the "L" or ’’R"
mark. If breaker timing is incorrect, loosen breaker screws and cor-
rect. Retorque breaker screws to 20 to 25 in. Ibs.
(3) Retard Breaker Remove timing light leads from the main breaker
terminals. Attach one positive lead to retard breaker terminal, and
second positive lead to the tachometer breaker terminal, if used.
(4) Back the engine up a few

degrees and again bump forward toward
number one cylinder firing position until pointer is aligned with 150
retard timing mark. Set: fig~u´•e 5-5. Retard breaker should just open
at this position.
(5) If retard timing is not correct, loosen cam securing screw and
turn the retard breaker cam as required to make retard breaker open
per paragraph c(4). Retorque cam screw to 1~ to 20 in. Ibs.
(6) Observe that tachometer breaker is opened by the cam lobe. No

synchronization of this breaker is required.
(7) Check action of impulse coupling (D-2000/3000 series only). With

the igni~ion switch off observe breaker cam end of rotor while manually
cranking engine through a firing sequence. Rotor should alternately
stop and then (with an audible snap) be rotated rapidly through a retard
firing position.
5-4 Revised March, 1990
Island Enterprises
0-360 and ASSOCIATE D MODE LS SECTION 4
d. Generator or Alternator Output The generator or alternator

(whichever is applicable) should be checked to determine that the
specified voltage and current are being obtained.
2. FUEL SYSTEM.
a. Repair of Fuel Leaks In the event a line or fitting in the fuel system
isreplaced, only a fuel soluble lubricant such as clean engine oil or
Loctite Hydrauiic Sealant may be used on tapered threads. Do not use
any other form of thread compound.
6. Carburetor or Fuel Injector (Except Simmonds Injectors) Fuel Inlet

Screen Assembly Remove assemblythe screen for
and check the
distortion or openings in the strainer. Replace for either of these
conditions. Clean screen assembly in solvent and dry with compressed
air and reinstall. The fuel inlet screen assembly is tightened to 35--40
inch pounds on carburetors and 65--70 inch pounds an fuel injectors.
The hex head plug on pressure carburetors is tightened to 160--175
inch pounds.
c. Fuel Grades and Limitations The recommended aviation grade fuel

for the subject engines is listed in Section 3, item 8.
In the event that the specified fuel is not available at some locations, it
is permissible to use higher octane fuel. Fuel of a lower octane than
specified is not to be used. Under no circumstances should automotive
fuel be used (regardless of octane rating).
NOTE
It is recommended that personnel be familiar 2uith Service Instruction No.

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 air filters 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 are normal.
(2) Check magnetos. If the "mag--drop" is normal, proceed with idle

adjustment.
5-5
Island Enterprises
SECI’ION 5 01360 and ASSOCIA3L~ED MODEIS
(3) Set throttle stop that the engine idles at the ai~ame
screw so
manufacturer’s recommended idling RPM. If the RPM changes ap-
preciably ~ter making idle mixture adjustment during the succeeding
steps, readjust the idle speed to the desired RPM.
(4) When the idling speed has been stabilized, move the cockpit mixt-
uree control lever with a smooth, steady pull toward the "Idle-Cut-
Off’’ position and observe the tachometer for any change during the
leaning process. Caution must be exercised to return the mixture
control to the "Full Rich" position before the RPM can drop to a
point where the engine cuts out. Am increase of more than 50 RPM
while "leaning out" indicates an excessively rich idle mixture. An
immediate decrease in RPP~I (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 repe~ating the above pro-
cedure. additional adjustments as necessary until a check
results in a momentary pick-up of approximately 50 RPM. Each time
the adjustment is changed, the engine should be run up to 2000 RPM
to clear the engine before proceeding with the RPM check, Make
final adjustment of the idle speed adjustment to obtain the desired
idling RPM with closed throttle. The above method aims at a set-
ting that will obtain ~PM with minimum manifold pressure.
In case the setting does not remain stable, check the idle linkage;
am looseness in this linkage would cause erratic idling. In allcases,
allowance should be made for the effect of weather conditions and
bled altitude upon idling adjustment.
3. SYSTEM.
a. Oil Grades and Limitations Service the engine in accordance with

the recommended grade oil as in Section 3, item 8.
speci~ed
b. Oil Suction and Oil Pressure Screens At each 100 hour inspection
remove suction screen. Inspect for metal particles; clean and reinstall.
Inspect and clean pressure screen every 25 hours.
c. Relief
Oil Pressure Subject engines may be equipped with either
an adjustable non-adjustable oil pressure relief valve. A brief descrip
or
ion of both types follows.
5-6
Island Enterprises
(I) Non-Adjustable Oil Relief Valve The function of the

Pressure
oil pressure relief valve is to maintain engine oil pressure within
specified limits. The valve, although not adjustable, may control the
oil pressure with the addition of a maximum of nine (9) P/N
STD-425 washers between the cap and spring to increase the
pressure. Removal of the washers will decrease the oil pressure.
Some early model engines use a maximum of three (3) PIN STD-425
washers to increase the oil pressure and the use of a P/N 73629 or
P/N 73630 spacer between ~the cap and crankcase to decrease the oil
pressure. Particles of metal or other foreign matter lodged between
the ball and seal will result in faulty readings. It is advisable
therefore, to disassemble, inspect and clean the valve if excessive
pressure fluctuations are noted.
(2) Oil Pressure Relief Valve (Adjustable) The adjustable oil relief
valve enables the operator to maintain engine oil pressure within the
specified limits. If pressure under normal operating conditions
should consistently exceed the maximum or minimum specified
limits, adjust the valve as follows:
With the engine warmed up and running at approximately 2000

RPM, observe the reading on the oil pressure gage. If the pressure is
above maximum or below minimum specified limits, stop engine and
screw the adjusting screw outward to decrease pressure or inward to
increase pressure. on installation, the adjusting screw may
Depending
have only a driver slot and is turned with a screw driver; or
screw
majr have the screw driver slot plus a pinned .375-24 castellated nut
and may be turned with either a screw driver or a box wrench.
4. CYLINDERS. It is recommended that as a field operation, cylinder

maintenance be confined to replacement of the entire assembly. For valve
replacement, con sul t the proper overh aul manual. Th is should be
undertaken 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 clips
that might interfere with the removal of the cylinder.
(3) Disconnect ignition cables and remove the bottom spark plug.
5-7
Island Enterprises
TEXTRON LVCOMINC OPERATOR’S MANUAL
(4) Remove rocker box cover and rotate crankshaft until piston is
approximately at top center of the compression stroke. This is
indicated by a positive pressure inside of cylinder tending to push
thumb off of bottom spark plug hole.
(5) Slide valve rocker shafts from cylinder head and remove the valve
rockers. Valve rocker shafts can be removed when the cylinder is
removed from the engine. Remove rotator cap from exhaust valve
stem.
(6) Remove push rods by grasping ball end and pulling rod out of
shroud tube. Detach shroud tube spring and lock plate and pull
shroud tubes through holes in cylinder head.
NOTE
The hydraulic tappets, push rods, rocker arms and valves must he
assembled in the same location from which they were removed.
(7) Remove cylinder base nuts and hold down plates (where
employed) then remove cylinder by pulling directly away from
crankcase. Be careful not to allow the piston to drop against the
crankcase, as the piston leaves the cylinder.
b. Removal of Piston from Connecting Rod Remove the piston pin

plugs. Insert piston pin puller through piston pin, assemble puller nut;
then proceed to remove piston pin. Do not allow connecting rodto rest
on the cylinder bore of the crankcase. Support the connecting rod with
heavy rubber band, discarded cylinder base oil ring seal, or any other
non-marring method.
c. Removal of Hydt´•aulic TaPPet Sockets and Plunger Assemblies It

will be necessary to remove and bleed the hydraulic tappet plunger
assembly so that dry tappet clearance can be checked when the cylinder
assembly is reinstalled. This is accomplished in the following manner:
(1) Remove the hydraulic tappet push by inserting the

rod socket
forefinger into the concave end of the socket and withdrawing. If
the socket cannot be removed in this manner, it may be removed by
grasping the edge of the socket with a pair of needle nose pliers.
However, care must be exercised to avoid scratching the socket.
5-8
Island Enterprises
0-360 and ASSOCIATED MODEtS SECTION 5
(2) To remove the hydraulic tappet plunger assembly, use the special
Lycoming service tool. In the event that the tool ´•is not
available, the hydraulic tappet plunger assembly may be removed by
a hook in the end of a short piece of lockwire, inserting the wire so
that the hook engages the spring of the plunger assembly. Draw the
plunger assembly out of the tappet body by gently pulling the wire.
CA UTION
Never use a magnet to remove hydraulic plun~er assemblies from the

crankcase. This can cause the check ball to remain off its seat, rendering
the unit inoperative.
d. Assembly of’ Hydraulic TaPPet Plun~er Assemblies To assemble the

unit, unseat the ball by inserting a thin clean wire through the oil inlet
hole. With the ball off its seat, insert the and twist clockwise so
plunger
that the spring catches. All oil must be removed before the plunger is
inserted.
e. Assembly of Cylinder and Related Parts Rotate the crankshaft so

that the connecting rod of the cylinder being assembled is at the top
center of compression stroke. This can be checked by placing two
fingers on the intake and exhaust tappet bodies. Rock crankshaft back
and forth over top center. If the tappet bodies do not move the
crankshaft is on the compression stroke.
(1) Place each plunger assembly in its respective tappet body and
assemble the socket on top of plunger assembly.
(2) Assemble piston with rings so that the number stamped on the
piston pin boss is toward the front of the engine. The piston pin
should be a handpush fit. If difficulty is experienced in inserting the
piston pin, it is probably caused by carbon or burrs in the piston pin
hole. During assembly, always use a generous quantity of oil, both in
the piston hole and on the piston pin.
(3) Assemble one piston pin plug at each end of the piston pin and
place a new rubber oil seal ring around the cylinder skirt. Coat
piston and rings and the inside of the cylinder generously with oil.
5-9
Island Enterprises
TEXTRBN LYCO~ING OPERATOR’S MANUAL
(4) Using a piston ring compressor, assemble the cylinder over the
piston so that the intake port is at the bottom of the engine. Push
the cylinder all the way on, catching the ring compressor as it is
pushed off.
340 340
SHIM
4 REQ(D PER CYLINDER
O O
(.01O IN. THICK X.5O/.7O IN. WIDE)
O O
HORIZONTAL CENTER
LIME OF ENGINE
O O
3 2
O O
CYLINDER HOLD-DOWN PLATE
ENGINES USING CYLINDER HOLD-DOWN

PLATES, DURING INITIAL TIGHTENING, USE
TWO SHIMS BETWEEN EACH PLATE AND
THE BARREL,LOCATED AS SHOWN. REMOVE
SHIMS BEFORE FINAL TIGHTENING.
Figure 5-2A. Location of Shims Between Cylinder Barrel

and Hold-Down Plates (where applicable) and
Sequence of Tightening Cylinder Base Hold-Down Nuts
5-10
Island Enterprises
TEXTRON LYCBMING OPERATOR’S MANUAL
NOTE
Before installing cylinder hold-down nuts, lubricate crankcase through

stud threads with any one of the following lubricants, or combination of
lubricants.
i. 90% SAE SOW engine oil and 1046 STP.
2. Parker Thread Lube.
3. 60% SAE 30 engine oil and 40% Parker Thread Lube.
(5) Assemble hold-down plates (where applicable) and cylinder base

hold-down nuts and tighten as directed in the following steps:
NOTE
At any tirne a cylinder is replaced, it is necessary to retorqus the

thru-studs on the cylinder on the opposite side of’the engine.
(a) (Engines using hold-down plates) Install shims between

cylinder base hold-down plates and cylinder barrel, as directed in
figure 5-2A, and tighten 1/2 inch hold-down nuts to 300 inch Ibs.
(25 foot Ibs.) torque, using f~e sequence shown in figure 5-2A.
(b) Remove shims, and using the same sequence, tighten the 1/2
inch cylinder base nuts, to 600 in. Ibs. (50 foot Ibs.) torque.
NOTE
Cylinder assemblies using hold-down plate

not are tightened in the same
manner as above omitting the shims.
(c) Tighten the 3/8 inch hold-down nuts to 300 inch Ibs. (25 foot
Ibs.) torque. Sequence of tightening is optional.
(d) As a final check, hold the torque wrench on each nut for
about five seconds. If the nut does not turn, it may be presumed
to be tightened to correct torque.
CA UTION
After all cylinder base nuts have been tightened, remove ally nicks in the
cylinder fins by filing or bu wing.
5-11
Island Enterprises
(6) Install new shroud tube oil seals on both ends of shroud tube.
Install shroud tube and lock in place as required for type of cylinder.
(7) Assemble each push rod in its respective shroud tube, and
assemble each rocker in its respective position by placing rocker
between bosses and sliding valve rocker shaft in place to retain
rocker. Before installing exhaust valve rocker, place rotator cap over
end of exhaust valve stem.
(8) Be sure that the piston is at top center of compression stroke and
that both valves are closed. Check clearance between the valve stem
tip and the valve rocker. In order to check this clearance, place the
thumb of one hand on the valve rocker directly over the end of the
push rod and push down so as to compress the hydrauiic tappet
spring. While holding the spring compressed, the valve clearance
should be between .028 and .080 inch. If clearance does not come
within these limits, remove the push rod and insert a longer or
shorter push rod, as required, to correct clearance.
NOTE
Inserting’ a longer puste rod will decrease the valve clearance.
(9) Install intercylinder baffles, rocker box covers, intake pipes,

rocker box drain tubes and exhaust manifold.
5. GENERATOR OR ALTERNATOR DRIVE BELT TENSION.
Check the tension of a new belt 25 hours after installation. Refer to

Service Instruction No. 1129 and Service Letter No. L160 for methods of
checking generator or alternator drive belt tension.
6. TURBOCHARGER CONTROLS.
a Density Controller. The density controller is adjusted at the factory

to maintain a predetermined constant for desired horsepower.
5-12
Island Enterprises
0-360 and ASSOCIATE D MODE LS SECTION 5
The density controller is set to the curve, see figure 5-3, unde~ the
following conditions: Engine stabilized at; operating conditions,
throttle with oil pressure at 80 psi 5 psi.
If it is suspected that the manifold pressure is not within limits, it may

be checked to the curve.
EXAMPLE
Operating at stated conditions with a compressor discharge

the
temperature of 120"F., the manifold pressure should be 34.8 in. Hg. rfr .3
in. Hg.
If the manifold pressure is found to be out of limits, the cause might be

found either in the density controller, the differential pressure controller,
or the waste gate. It is recommended that an authorized overhaul facility
check these controls.
Exhaust Bypass Valve (T10360´•A Series).
This valve is actuated by engine oil pressure and is set to predetermin-

ed open and closed clearances. These clearances and the procedures for
setting them are shown in Figure 5-4.
Exhaust Bypass Valve (T1,0360-C1A6D~
This valve is mechanically controlled by a flexible linkage connected to

the injector throttle arm and the wastegate control arm.
Adjust linkage as follows:
(1) Move injector throttle arm to full-open position.
(2) Insert a .005-.015 inch feeler gage between the bypass butterfly
valve, in the closed position, and the bypass housing.
(3) Adjust linkage until the bypass valve control arm is at the full-
closed stop position.
5-13
Island Enterprises
TEXTRON LP~COMING OPERATOR’S MANUAL

0300 110 131011
1
i::-:ia F
tll~
ii ii :::-I.:ii i ::;i :r i ::-li, n.s B8::a´•:
a-;::´•:S:´•F~-´•3R’i
Figure 5-3. Density Control Full Throttle Setting Limits
5-14
Island Enterprises
w~n 60-50PS/p/8sru~ L~ oSl/ie~i7g Md

od/i~s/ dvo/vs so /nat H/~r, ~b pressu~e od/isl
c/8oranceI~B h .005-.aZO fu// open s/op screw /o prov/o’e
.~DO-. B00 cAeomnce dli~
D\
L- ya/ya SPNh4 C)DBn
Figure 5-4 Exhaust Bypass Valve Open and Closed Setting
c~/ RETARD
N "/c.
II ANGLES
GC~ 2~0
=c~/200
~CI 80
-z z Ell GAP
r
~30
cv
20 20
R L
N
I I
figure 5-5 Timing Marks on Rotating Magnet
5-15
Island Enterprises
3
~I
(5
4 V
II d
r4
~-igure 5-4 /gnition W~ili7g Diagram, Duo/ Magneto
5-16
Island Enterprises
SE %TION
TROU B LES HOOTI NG
Island Enterprises
TEXTRQN LYCOMING OPERATBR’S MANUAL
T RO U BL E-SH OOT I NG-E N G I N E
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 .6-4
Low Oil Pressure .6-4
High Oil
Temperature .6-4
Excessive Oil Consumption .6-5
T RO U BL E -SH OOT I N G -T U R BOC H A RG E R
Excessive Noise or Vibration .6-6

Engine Will Not Deliver Rated Power .6-6
Critical Altitude Lower Than Specified .6-7
Engine Surges or Smokes .6-8
High Deck Pressure .6-8
Island Enterprises
TEXTRON LYCOhalNG OPERATOR’S MANUAL
SECTION 6
TROUBLE-SHO OT ING
Experience has proven that the best method of trouble-shooting is to

decide on the various causes of a given trouble and then to eliminate
causes one by one, beginning with the most probable. The following charts
list
some of the
more common troubles, which may be encountered in
maintaining engines and turbochargers; their probable causes and remedies.
i. TRO UBLE-SHOOTING-ENCINE.
TROUBLE PROBABLE CAUSE REMEDY
Failure of Engine Lack of fuel Check fuel system for

to Start leaks. Fill fuel tank.
Clean dirty lines, strain-
ers or fuel valves.
Overpriming Leave ignition "off" and

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

plugs spark plugs.
Defective ignition Check with electric tester,

wire and replace any defective
wires.
Defective battery Replace with charged

battery.
6-1
Island Enterprises
TROUBLE PROBABLE CAUSE REME DY
Failure of Engine Improper operation Clean points. Check in-

to Start (Cont.) of magneto breaker ternal timing of
magne tos.
Lack of sufficient Disconnect fuel line and

fuel flow check fuel flow.
Water in fuel in- Drain fuel injector or

jector or carb. carburetor and fuel lines.
Internal failure Check oil screensfor

metal particles. If found,
complete overhaul of the
engine may be indicated.
Failure of Engine Incorrect idle Adjust mixture
to Idle Properly mixture
Leak in the induc- Tighten all connections in

tion system the induction system. Re-
place any parts that are
defective
Incorrect idle Adjust throttle stop to

adjustment obtain correct idle.
Uneven cylinder Check condition of’piston

compression rings and valve seats.
Faulty ignition Check entire ignition

system system.
Insufficient fuel Adjust fuel pressure.
pressure
Low Power and Mixture too rich in- Readjustment of fuel in-
Uneven Running dicated by sluggish jector or carburetor by
engine operation,red authorized personnel is
exhaust flame at indicated.
night. Extreme cases
indicated by black
smoke from exhaust.
6-2
Island Enterprises
Low Power and Mixture too lean; Check fuel lines fox
Uneven Running indicated by over- dirt
or other restrictions.
(Cont.) heating or back- Readjustment of fuel
firing injector or carburetor
by authorized personnel
is indicated.
Leaks in induction Tighten all connections.

system Replace defective parts.
Defective spark Clean and gap or replace
plugs spark plugs.
Improper fuel Fill tank with fuel of
recommended grade.
Magneto breaker Clean points. Check
points not working internal timing of
properly magnetos.
Defective ignition Check wire with elec-
wire tric tester. Replace
defective wire.
Defective spark Replace connectors on
plug terminal spark plug wire.

connectors.
Failure of Engine Leak in the in- Tighten all connections

to Develop Full duction system and replace defective
Power parts.
Throttle lever Adjust throttle lever.
out of adjustment
improper fuel Check strainer, gage
flow and flow at the fuel
inlet.
Restriction in air Examine air scoop and

scoop remove restrictions.
6-3
Island Enterprises
TEXTRO~ LYCOMINC OPERATOR’S MANUAL
Failure of
Engine Improper fuel Drain and refill tank
toDevelop Full with recommended fuel.
Power (Cont.)
Faulty ignition Tighten all connections,

Check system with
tester. Check ignition
timing.
Rough Engine Cracked engine Replace or repair mount.

mount
Defective mount- Install new mounting

ing bushings bushings
Uneven Check compression.
compression
Low Oil Insufficient oil Fill to proper level with
Pressure recommended oil.
Air lock or dirt Remove and clean oil

in relief valve pressure relief valve.
Leak in suction Check gasket between

line or pres- accessory housing and
sure line crankcase.
1
High oil See "High Oil Temp-

temperature erature" in "Trouble"
column.
Defective pres- Replace

sure gage
Stoppage in oil Check line for obstruction.

pump intake pas- Clean suction strainer.
sage
High Oil Insufficient air Check air inlet and out-

Temperature cooling let for deformation or
obstru ction.
6-4
Island Enterprises
TEXTRON LYCOMlr~G OPERATOR’S MANUAL
High Oil Insufficient oil Fill to proper level with

Temperature supply specified oil.
(Cont.)
Low grade of oil Replace with oil con-

forming to specifications.
Clogged oil lines Remove and clean oil

or strainers strainers.
Excessive Usually caused by worn
blow-by or stuck rings.
Failing or failed Examine sump for metal

bearing particles. If fou nd,over-
haul of engine is indicated.
Defective tem- Replacegage,

perature gage
Excessive Oil Low grade of oil Fill tank with oil con-
Consumption forming to specification.
Failing or failed Check sump for metal

bearings particles.
Worn piston rings Install new rings.
Incorrect installa- Install new rings.

tion of piston rings
Failure of rings Use mineral base oil.

to seat (new Climb to cruise altitude
nitrided cyls.) at full power and op-
erate at 75% cruise power
setting until oil consump-
tion stabilizes.
6-5
Island Enterprises
3. TR O UBLE-SHO O TINC TUR BOCHA R CER
Excessive Noise Improper bearing Supply required oil

or Vibration lubrication pressure. Clean or re-
place oil line; clean oil
strainer. If trouble
persists, overhaul
turbocharger.
Leak in engine Tighten loose connec-
intake or ex- tions replace
or
haust manifold manifold gaskets as
necessary.
Dirty impeller Disassemble and clean.

blades
Engine will not Clogged manifold Clear all ducting.

Deliver Rated system
Power
Foreign material Disassemble and clean.

lodged in com-
pressor impeller
or turbine
Excessive dirt Thoroughly cleat! com-
build-up in com- presser assembly.

presser Service air cleaner and
check for leakage.
Leak in engine Tighten loose connec-

intake or ex- tions or replace mani-
haust fold gaskets as
necessary.
Rotating assembly Overhaul turbocharger.

bearing seizure
Restriction in re- Remove and clean lines.
turn lines from
actuator to waste
gate controller
66
Island Enterprises
TEXTRON LYCOMING OPEIPATOR’S MANUAL

Engine will not Exhaust bypass con- Have exhaust bypass control-
Deliver Rated troller is in ler adjusted.
Power (Cont.) need of adjust-
ment
Oil pressure Tighten fittings. Re-

too low place lines or hoses.
Increase oil pressure
to desired pressure.
Inlet orifice Remove inlet line at

to actuator actuator and clean
clogge d ori fice
Exhaust bypass con- Replace unit.

troller malfunc-
tion
Exhaust bypass Low pressure. Clogged

butterfly not orifice in inlet to
closing actuator.
Butterfly shaft binding.

Check bearings.
Turbocharger im- Check bearings. Replace
peiler binding turbocharger.
frozen or fouling
housing.
Piston seal in Remove and replace
actuator leak- actuator or disassemble
ing. (Usually and replace packing.
accompanied by
oil leakage at
drain line)
Critical Altitude Controller not Check pump outlet pres-
Lower than getting enough sure, oil filters, external
Specified oil pressure to lines for leaks or ob-
close the waste structions.
gate
Chips under Replace controller.
metering valve
in controller
holding it
open
6-7
Island Enterprises
SECTION 6 0-360 and ASSOCIATED MOD;LS
Critical Altitude Metering jet in Remove actuator and

Lower ThaI1 actuator plugged clean jet.
Specified (Cont.)
Actuator piston If there is oil leakage
seal failed and at actuator drain, clean
leaking exces- cylinder and replace
sively piston seal.
Exhaust bypass valve Clean and free action.
sticking
Engine Surges or Air in oil lines Bleed system.

Smokes or actuator
Con troller meter- Replace controller.

ing valve stem
seal leaking oil
into manifold
Clogged breather Check breather for re-

strictions to air flow.
NOTE
Sma~e would be normal ij’ enRine has idled for a prolonged period.
High Deck Pres- Controller meter- Replace controller as-
sure (Compressor ing valve not sembly or replace

Discharge Pres- opening, aneroid aneroid bellows.
sure) bellows leaking
Exhaust bypass Shut off valve in return

sticking closed line not working.
Butterfly shaft binding.

Check bearings.
Replace bypass valve

or correct linkage
binding.
6-8
Island Enterprises
TEXTRON LYCOMING OP~RATOR’S MANUAL
High Deck Pres- Controller re- Clean or replace line.

sure (Compressor turn line re-
Discharge Pres- stricted
sure) (Cont.)
Oil pressure Check pressure 75 to 85

too high psi (80 psi desired) at
exhaust bypass actuator
inlet.
If pressure on outlet
side of actuator is too
high,have exhaust bypass
controller adjusted.
Exhaust bypass actua- Remove and disassemble

tor piston locked actuator, check condi-
in full closed po- tion of
piston and pack-
sition. (Usually ing replace actuator
or
accompanied by oil assembly.

leakage at actuator
drain line).NOTE:
Exhaust bypass nor-
mally closed in
idle and low power
conditions.Should
open when actuator
inlet line is
disconnected.
Exhaust bypass con- Replace controller.

troller mal-
function
6-9
Island Enterprises
SECTION
INSTALLATION AND
STO RAG E
Island Enterprises
INSTALLATION AND STORAGE
Page
Preparation of Engine for Instaliation .7-1

General
Inspection of Engine Mounting .7-2
Oil and Fuel Line Connections .7-2
Preparation of Carburetors and
Fuel Injectors for Installation .7-2
Corrosion Prevention in Engines
Installed in inactive Aircraft .7-3
Island Enterprises
0-360 and ASSOCIATED MODELS SECIION 7
SECTION 7
INSTALLATlON AND STORAGE
I. YH~YAKATION OF ENG’INI~ I;OH INSTALLATlOhl. Before installing

an engine prepared for storage, remove all dehydrator plugs,
that has been
bags of dessicant and preservativ~ oil from the engine. Preservative oil call
be removed by removing the bottom spark plugs and turning the
crankshaft three or four revolutions by hand. The preservative oil will then
drain through spark plug holes. Draining will be facilitated if the
the
engine is tilted from side to side during the above operation. Preservative
oil which has accumulated in the sump can be drained by re;rioving the oil
sump plug. Engines that have been stored in a cold place should be
removed to an environment of at least 700F. (210C.) for a period of 24
hours before preservative oil is drained from the cylinders. If this is not
possible, heat the cylinders with heat lamps before attempting to drain the
engine.
After´•the oil sump has been drained, the plug should be replaced and
safety-wired. Fill the sump or external tank with lubricating oil. The
crankshaft should again be turned several revolutions to saturate the
interior of the engine with the clean oil. When installing spark plugs, make
sure that they are clean, if not, wash them in clean petroleum solvent. Of
course, there will be a small amount of preservative oil remaining in the

engine, but this can cause no harm. However, after twenty-five hours of
operation, the lubricating oil should be drained while the engine is hot.
This will remove any residual preservative oil that may have been present.
CA LITION
Do not rotate crankshaft of an engine containing preservative oil

the
before removing spark plugs, because if the cylinders contain any
the
appreciable allpount of the mixture, the resulting action, known as
hydraulicing, will cause damage to the engine. Also, ally contact of the
preservative oil with painted surfaces should be avoided.
7-1
Island Enterprises
SEC710N 7 0-360 and ASSOCIATED MODELS
Cencml Should any of the

dehydrator plugs, containing crystals of
silica-gel or similar
material, during their term of storage or
be broken
upon their removal from the engine, and if any of the contents should fall
into the engine, that portion of the engine must be disassembled and
thoroughly cleaned before using the engine. The oil strainers should be
removed and cleaned in gasoline or some other hydrocarbon solvent. The
fuel drain screen located in the fuel inlet of the carburetor or fuel injector
should also be removed and cleaned in a hydrocarbon solvent. The
operator should also note if any valves are sticking. If they are, this
condition can be eliminated by coating the valve stem generously with a
mixture of gasoline and lubrication oil.
Illspt?ction of If the aircraft is one from which an

Mounting
engine has been removed, make sure that the engine mount is not bent or
damaged by distortion or misalignment as this can produce abnormal
stresses with the engine.
Attachil~R E ngin e to Moumts See airframe man u facture r’ s

recommendations for method of mounting the engine.
Oil aid Fuel Liile Conl?ections The oil atld fuel line connections are
called out on the accompanying installation drawings.
Propeller Illstallatioil Consult the airframe manufadturer for information

relative to propeller installation.
2. PREPARATION Or; CARBURETORS AND FUEL INJECTORS FOR

INS TA L Ln TION.
Carburetors and fuel injectors that have been prepared for storage
should undergo the following procedures before being placed in service.
Carburetor (MA-4-5, MA-4-5AA) Remove the fuel drain plug and drain
preservative oil. Remove the fuel inlet strainer assembly and clean in a
hydrocarbon solvent. Reinstall the fuel drain plug and fuel inlet strainer
assembly.
Carburetor (PSH-SBD) Remove the fuel inlet strainer and all plugs
leading to the fuel chambers. Drain preservative oil from the carburetor.
Clean the fuel inlet strainer in a hydrocarbon solvent. Reinstall fuel inlet
strainer and replace all plugs.
Remove plug opposite the

manual mixture control needle and drain any
accumulated moisture from the air chamber. Replace plug.
7-2
Island Enterprises
With the throttle lever in the wide open position and the manual
mixture control in the full rich position, inject clean fuel through the fuel
inlet connection at 5 psi until clean fuel flows from the discharge nozzle.
CAUTION
Do not allow fuel or oil to enter into the air chamber.
Move the throttle lever to the closed position and the mixture control
lever to the idle cut-off position. Because this carburetor has a closed fuel
system, it will remain full of fuel as long as the mixture control lever is in
the idle cut-off position.
It is necessary that this carhuretor soak for an eight hour period before
starting the engine. The soaking period may he performed prior to or after
installation on the engine.
t;u~l Injector (Bendix). Remove and clean the fuel inlet strainer assembly
and reinstali. Inject clean fuel into the fuel inlet connection with the fuel
outlets uncapped until clean fuel flows from the outlets. Do not exceed 15
psi inlet pressure.
CORH OSION PRE VENTION IN INS l’A I,L ED

IN INA ~TI VII AIR CRA FT
Corrosion occur, especially in new or overhauled engines, on

can
cylinder walls of engines that will be inoperative for periods as brief as two
days. Therefore, the following preservation procedure is recommended for
inactive engines and will be effective in minimizing the corrosion condition
for a period up to thirty days.
NOTI~
G’round running the engine fbr brief periods of’ time is not a substitute f;or
the following procedure; in pbct, the practice of ground running will tend
to aggrauate rather than minimize this corrosion condition.
a. As soon as possible after the engine is stopped, move the aircraft into
the hangar, or other shelter where the preservation process is to be
performed.
7-3
Island Enterprises
TEXTRON LYCO~ING OPERATOR’S IMANUAL
b. nemove sufficient cowling to gain access to the spark plugs and

remove both spark plugs from each cylinder.
c. Spray the interior of each cylinder with approximately (2) ounces of

corrosion preventive oil while cranking the engine about five (5)
revolutions with the starter. The spray gun nozzle may be placed in
either of the spark plug holes.
Sprc!yil~e sboultl ~t´• an nil´•lc´•ss sl,my ~un

(:o., itlotlrl or In the cvc´•nt an
rlirlcss spruy IC"" i" ""t ’’U"ilahlc, pc´•rso~,,lel sboN~I jllstall a ~noisture tra~ in
th(´• air oj’ a co,lvc’llti,,i~nl sl~mV RU17 (INn he cc!rtain oil is hot at the
sl,vqyir~
d. With the crankshaft stationary, again spray each cylinder through the
spark plug holes with approximately two ounces of corrosion
preventive oil. spark plugs and do not turn crankshaft after
cylinders liave been sprayed.
The corrosion prr,vt)iiCive oil to be used in the foregoing procedure

should con form to spec i Ti cation MIL-L-6529, Type i, heated to
2000~‘.12200F. i 9,3 OC. i 104 OC. i spray nozzle temperature. It is not
necessary to flush preservative oil from the cylinder prior to flying the
aircraft. The small quantity of oil coating the cylinders will be expelled
from the engine during the first few minutes of operation.
NO
Oils ol’ the arc~ to he Nscn in aircraf~

clgii~c´•s fior corrosion ol~ly, atld ~lclt fbr lubrication. Sec the
latest enitjon of I,yco,nillbr Scr~ice instruction No. 1014 Sc!mice
Hulk´•tilt No. 3 ~X for rc´•com~entk´•d lubricating oil.
7-4
Island Enterprises
9
FUEL PRESSIRE CONN.---, THROTTLE OPEN W
4375-X)UN) THD
RICH
FUEL PRESSURE CONV, I as: O\
125-27 NPSF o
IDLE SPEED IDLE MIXTURE---\
--I
m
ez´•
79. 3X
IDLE CUT OFF e
THROTTLE
.I
CLOSED
aJTOFF
v, O
THMTTLE Q 76"30’ SPEED I~
720 OUTLET /LDX)STMENT O Z
4375-20 UNFA THD
FULL RK~H r
IDLE MIXNRE u FUEL NLET
5625-1 NEL ELET 2F,-, NPSF
P~DJUSTMENT THo n
r~ar
THROTTLE OPEN
~o
RSn-5nDI MA-4-5
IDLE MIXTURE JT~ ,~--FUEL INLET 2

/LDJUSTMENT
on
MIXTURE CONTROL
O
THROTTLE r ~´•eJ
vl
Island Enterprises
IDLE SPEED ADJUSTMENT HA-6
THROTTLE CLOSED
Ci
MROTTLE OPEN
FUEL LWE CONJ
FUEL ~LET 125-27 NPT
SPEED
.2X)-18 NPT ADJUSTMENT
INLET
2508 NPT
Z
MXTURE mC
ADJUSTMNT c,
PRESStFIE CONN .125-27 NPT --I
FULL r
6(P ~’--IDLE Wf OFF PSH-58D
3
Z
Cn 7-1. Fuel
Figure Metering Systems
TEXTRON LYCOIMING OPERATOR’S M[ANUAL
/---f- GROUND
TERMINAL
\O
GROUND
TERMINAL
S4LN-21 S4LN-20
RETARD TERMINAL
GROUND
TERMINAL
S4LN-200 S4LN-204
RETARD
TERMINAL
SWITCH
TERMINAL
S4LN-1 208 S4LN-1 209
0‘
TERMINAL
SWITCH
S4LN-1227 S4LN-1209
SWITCH
SLICK
4100 SERIES MAGNETO
4200 SERIES MAGNETO
Figure 7-2. Meeneto Connectia~LI

7$
Island Enterprises
TEXTRON LYCOMING OPERA´•I;OR’S MANUAL
OIL TO C0OLER.375-18 NPT

O~L FROM COOLER
.315-8 NPf
SPECIAL TEMPERATURE
CONNECTION
STANDARD TEMPERATURE
CONN~TK)N TO TAKE
MS 28034-1 TEMPERATURE
BULB OR EOWVALENT
OIL TO C00LER.5625-18 NF-3 FOR CONNECTING

.375 FLAREP TUBE COUPLING
OIL FROM CO0LER.375-18 NPT
OIL BY-PASS VALVE
tCAN BE ROTATED TO ANY

30 RADIAL POSITION
OIL TO COOLER .375-18 NPT
CONNECTION
OILTO C00LER.750-16 NF 3
AOR CONNECTING FLARED
TUBE COUPLING
Figure 7-3. Optional Oil Cooler Connections

7-7
Island Enterprises
vl
m
TACHOMETER CONhl7 rOlL TEMP CONN. ille ~e n
gREATHER FITTING --I
MOUNTING PAD FOR DUAL DRIVES
~e ?ic OIL SCREEN O
VACUUM PUMP PAD X
Ic ~e OIL
Z
FROM COOLER OIL PRESS. GAGE CONN.
~ic MAGNETO
MAGNETO X
O
FILLER PLUG 8 Z
OIL LEVEL GAGE
r
O
Z
MANIFOLD PRESS.
CONN.
OIL LINE TO PROPELLER

~e ~e OILTO COOLER
Island Enterprises
(WHERE APPLICABLEI
P
FUEL PUMP OUTLET
ACCESSORY OIL RETURN
OIL SUCTION SCREEN VI
VENT LINE CONN:
O A
OIL DRAIN
OIL r, <ii
FUEL PUMP INLET
TYPE FUEL PUMP
[ALL MODELS EXCEPT-A2E) m
FIG. 7-2 Ft~ ~U4CjZILr7D CON~CTIONS Z
’Ile 7;3 C)OTI~N4L C
O r
Figure 7-4. Installation Drawing 0-360-A, -B Series P
m
Excepting -A1C, -Ale r
tn
w
TACHOMETER CONNECTK~N rMOUNTlNG PAD R)R DUAL DRIVES O

--I
~VACUUM PUMP PAD ~u m
BREATHER FITTING I\ I rJ
OIL PRESS. SCREEN HSG. ~e ~L r
~e OIL FROM COOLER
TEMP CONN.
RETARD TERMINAL O
o TERMINAL
O Z
r) r
It
r,
OIL FILLER O
8 C
Q OILLEV LPUG
~p_ GAGE Z
a
Q,
on
MAGNETO TYPE PRESS. CONN. O
o r
S4U\1-200 o vl
m
Island Enterprises
MAGNETO TYPE
S4LN-204
GROUND
TERMINAL LTO COOLER ~k O
FUEL PUMP PAD v,
OIL DRAIN---~ ACCESSORY OIL RE

tn Z
~F SEE F/G. 7-3 FOR OPT/On/AL CONNECT70NS
r
O
;I 0-360-A1C, IO-360-B1C Z
Figurp 7-5. Installation Drawing
rn
o
TACHOMETER CONN. MOUNTING PAD FOR DUAL DRIVES m cl
BREATHER VACUUM PUMP PAD M
Yc~cOlL PRESS. SCREEN HSG.7 I I I O(L PRESS. GAGE CONN.
=3 x
o cl
FROM COOLER7 rOlL FILLER PLUG 8 Z ~d
w MAGNETO OIL LEVEL GAGE
O
MAGNETO a
E
O
Q~: C4
Z
Q o
OIL LINE TD O
PROPELLER Cd
a a OIL TEMP a
CONN.-/ m i I a ACCESSORY OIL RETC
Island Enterprises
FUEL PUMP OUTLET PROP. GOV DRIVE PAD rn
O
OIL DRAIN OIL DRAIN
C)
VENT LINE COFEI: OIL TO COOLER a 3
OIL SUCTION SCREEN FUEL PUMP INLET m
i t~
a SZ1F f~G. 7-2 FOI~ MAGN~7D CONNZGT;C~VS
a a fK~ 7-3 fOR OP7KM14L O
Figure 7-6. InstallationDrawing 0-360-0, -D Series

Excepting -C2B, -C2D
TACHOMETER CONN.--~7 rOiL TEMP. CONN. ~ic ~t w
BREATHER FITT~NG o~
rMOUNTING PAD FOR DUAL DRIVES o
U~OILPREISS.SCREEN HSG---~ I rVACUUM PUMP PAD ru m
OLFROM i i rOLPRESSGAGE CONN.

MAGNETO OIL TO COOLER ~e t
011 FILLER PLUG 8
~51 O
o Z
OIL LEVEL n r
GAGE
n
~lo
Q
MANIFOLD z
O O
PRESS. CONN. C~
m
r
O
cn
Island Enterprises
m
ACCESSORY
01 OIL
a
FUEL PUMP PAD--/ v,
g ~tdU ~T OIL SUCTKON SCREEN
OIL DRAIN FUEL DRAIN VALVES
vl Z
~e SEE 7-2 FORMAGNETO CONNEC770NS
C
f f 7-3~9 OPnCUVAL COMEC7iY3NS O
O
Figure! 7-7. Installation Drawing -0-360-C2B. -C2D, HO-360-B1A, -B1R Z
f~
~COILTEMP CONN. m´•´•
VACUUM PUMP PAD
CI M
TACHOMETER CONN. MOUNTING PAD FOR DUAL DRIVES =j x
THERMOSTATIC BY- PASS VALVE FUEL MANIFOLD 0 c3
BREATHER FITTING OIL PRESS. GAGE CONN. z a
u OIL TO COOLER O
01L FILLER TUBE 8
I MAGNETO
OIL LEVEL GAGE
-r’
"11‘1 O
w
Z
O
EI b
**OIL FROM
MANIFOLD
COOLER
a~
Island Enterprises
PRESS. CONN.
UNE
MAGNETO
COr\BJECTIONVENT ~1
OIL LINE TO vl
O
PROPELLER
OIL DRAN
AC~ESSORY r~
FUEL PUMP INLET
OIL RETUF~N
m
OIL DRAIN a
FUEL DRAIN ~--01L SUCTION SCREEN
o f/G: 7-2 f~P
7-5 fZ~Q Q07iY~4L
Figure 7-8. Installation Drawing IO-360-A Series

O
OIL PRESS SCREEN HSG. TACHOMETER CONN. t~
BREATHER FITTING TEMP. CONN. ?r

O ’I(
OIL FROM COOLER OIL PRESS. CONN. 03
VENT RETURN 3 X
OIL TO COOLER
e I
RETARD TERMINAL
GROUND TERM~NAL
GROUND TERMINAL
FILLER TUBE AND
LEVEL IO
GAGE
O
O Z
r, r
~fo
II ~I Z
O n
PRESS. CONN. "O
r
v,
10
m
Island Enterprises
FUEL #LET LINE TO PROPELLER
MIXTURE CONTROL~ ’C~IL y~ACCESSORY OIL RETURN Cj
(I OIL SUCTION SCREEN
OIL DRAIN V,
POWER GAGE CONN.
v, Z
C
w S~ nG 7-3 FOR C~077CM64L
r
;1 O
7-9. Installation Z
Figure Drawing IO-360-B1A
w
;1
cp M
FUEL MANIFOCD TACHOMETER CONK
OILTEMP. CONN; WMP PAD
Fl
BREATHER FITTr(G MOUNTING 1#0 FOR DUAL DRNES X
OIL PRESS. SCREEN HSG. 011 PRESS GAGE CONN.
011 FROM COOLER GROUND TERMIF~V
RESARD TERMINAL 011 FILLER TUBE
O
LIODNA
LEVEL GAGE
B
n
E:
,AMFoLo ~o
PRESSOONN. Cd
011 LINE TO
GROUND a
PROPELLER
Island Enterprises
TERMINAL
ACCESSORY OIL RETL~N
MAPHRAI;M FIIEL WMP
OL TO COOLER C"
(eie ONLY) O d
OIL SUCTION SCREEN
VENT LINE CONY. r)
on DRAIN 011 DRAIN
FUEL PU~P IYLET
THROTTLE CONTROL LEVER13
o d
a ihJ FaP aP7iWCldL
M
r
v,
Figure 7-10. installation Drawing Iq-360-B1B, -B1D
O
~t THERM(rSTATK: 011 BY-PASS VALVE7 rTACHOMETER COFIN.
BREA’I~HER Oil TEMP. (30NN.+ a o\
o --I
FUEL MANI~OLD7 _I I ,OIL PRESS GAGE CONN.
m
J J X
_
a a OIL FROM COOLER I MAGNETO a e
MAC;NETO MANIFOLD PRESS. CONN. $0
g
O
VI O
Z
O
ii C~ r
II(
ii m~ O
Z
OIL LINE TO
o~ C~
o PROPELLER
"O
r (10-360 ONLY)
m
Island Enterprises
OIL TO COOLER aa
0~
ACCY. OIL RETURN Cj
FUEL PUMP INLET v,SP
VENT LINE CONN: MIXTURE CONTROL LEVER
THROTTLE LEVER OIL SUCTION SCREEN
OIL DRAIN--/ LFUEL DRAIN (2)
V~ Z
It S~E FIG 7-2 fOR uaGNETD CONNt-CnONS m C
a fiG. 7-3 ~23R OPTIONAL COMV~TIONS c,
r
O
T: Figurr 7-11. Inslallation Drawing Z
;I
rn
cn
M
x
BREATHER FITTING7 rTACHOMETER GONN. 0 c3
z ~d
w OIL FROM GOOLER 1 i I rMOUNTING PAD FOR DUAL DRIVES O
RETARD TERMINAL: VAGUUM PUMP PAD Z
OIL PRESS. SCREEN HSG. r
CC
MAGNETO TYPE 51
S4LN-200 O G~
a~Cd
TERMINAL
SWITCH
OILTOGOOLER~e I
Island Enterprises
VENT LINE ~ON .TERMINALS ~1
ACCESSORY OR O
RETURN
IS
FUEL PUMP 56
OUTLET NOZZLE PRESS.
GAGE CO~UIU.
FUEL PRESS
~MP INLET
FUEL DF~AIN(2)
OIL DRAIN ~-01L SUCTION SCREEN
O1
g p,
Figure 7-12. Installation Drawing HIO-360-A~A
O
o\
TACHOMETER CONNECTION MOUNTING F#D FOR DUAL o
BREATHER FITTING WM3 PAD pt
3
m
x OILTEMPERATURE TO COOLER ~e n
r
u OIL PRESS. SCREEN HSG; PRESSGAGE CONN.
~t
OIL FROM COOLER MAGNETO TYPE S4LN-;m> v, O
MAGNETO TYPE S4LN-200 OO
OIL FILLER PLUG 8
OILLO/ELC~E:
--1 g
i i
m O
illi i
~3
PRESS. CO~JN.
SWITCH o Z
TERMINAL o n
SIMTCH TERMINAL ~1
~ARD r O
MAPtRLY;M TYPE a
v,
TERMINAL m
Island Enterprises
F~EL PVMP-BIA ONLY
~FI
ACCY. O1L RET~N
MSJT LINE CONN.
FUEL INLET
8
Df~lVENOZL
PRESS.
64GE CONN.
FUEL PRESS. CONN
OIL SUCTION SCREEN

FUEL DRAIN LC4LVES
Cj
rn
v,
OIL DRAIN m
Z
o C
F/O. 7;3 FOR
r
O
--I
Installalion z
Fi~ure 7-13. Drawing HIO-3fiO-H1A. -13113
--´•1
SECTION
TAB LES
Island Enterprises
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 Fahrenl~eit Conversion Table .8-5
Inch Fraction Conversions .8-6
Island Enterprises
SECTION 8
TABLES
FOR TIGHTENING TORQUE RECOMMENDATION S AND
INFORMATION CONCERNING TOLERANCES AND
DIMENSIONS THAT MUST BE MAINTAINED IN TEXTRON
LYCOh´•IING AIRCRAFT ENGINES, CONSULT THE LATEST
I EDITION OF SPECIAL SERVICE PUBLICATION NO. SSP-1776.
CONS‘ULT LATEST EDITION OF SERVICE INSTRUCTION NO.
1029’ FOR INFORMATION PERTINENT TO CORRECTLY
INSTALLING CYLINDER ASSEMBLY.
Island Enterprises
IX E D W ING ON LY
GROUND RUN AFTER TOP OVERHAUL Type Aircraft cl

OR CYLINDER CHANGE WITH NEW RINGS
Registration No.
’Zj X
(DO NOT USE AFTER MAJOR OVERHAUL) 0 c3
z 35
Aircraft No.
0"
i. Avoid dusty location and loose stones. O
2, Head aircraft into wind. Owner
3. All eowling should be in place,lcowl flaps open. r
C;C
Accomplish ground run in full flat pitch. Engine Model S/N CI
Never exceed 2000F. oil temperature.
If cylinder head temperatures reach 4000F., Date
down and allow engine to cool before P
tinuing. Run-Up ~y
o G~
GROUND RUN G
O
Pressure Flow Cd
Time -;"D -´•"D -"’b--:"r A´•nllD C´•´•nllr Anr~ Amt
RPMIMAPI’ ^’-’Left Ri~ht E
5 min11000 a
Island Enterprises
1Omin11200
m i-3
10 min11300
O
O
5 min11500
5 min11600
5 min11700
5 min11800
Check Adjustment Required After Completion of Ground Run EC

o d
wer Checlr i. Visually inspect engine(s)
2. Check oil level(s) P
Check v,
I
m
X
FLIGHT TES~T AFTER TOP OVERHAUL
OR CYLINDER CHANGE WI-TH NEW RINGS
O
Z
i. Test fly aircraft one hour.
2. Use standard power for climb, and 750~ power for cruise. IF! ~7
3. Make climb shallow and at good airspeed for c;ooling. n
4. Record engine instrument readings during climb and cruise. O
~1 3
Tested by IJ
r(l
FLICIHT TEST RECORD O

Temperature Pressure Temperature FuelFlow~ O
m
Time RPMIMAPI L.oilJ R.oil I L.cvll R.cvll L.oilTR.oil/ L.fuellR.fuel 1L.carbl R.carb IAmb.AirlLeft Righ t r m
Island Enterprises
v, irO
Climb ;I
Cruise O
After Test vi
Adjustments Required After Flight Flight
i. Make careful visual inspection of engine(s).

2. Check oil level(s). Z
3. if oil consumption is excessive (see operator’s v, C
manual forlimits) then remove spark plugs and
check cylinder barrels for scoring.
o
~3 Z
oo
FULL T)-CROTTLE HP AT ALTITUDE

(Normally Aspirated Engines)
Altitude 8. L. Altitude 8. L. Altitude 8. L.
Ft. H. P. Ft. H. P. Ft. H. P.
0 100 10,000 70,8 19,500 49.1

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

60.0 60 22.5 160 13.8 260
51.4 70 21.2 170 13.3 270
45.0 80 20.0 180 12.8 280
40.0 90 18.9 190 12.4 290
36.0 100 18.0 200 12.0 300
32.7 110 17.1 210 11.6 320
30.0 120 16.4 220 11.2 320
27.7 130 15.6 230 10.9 330
25.7 140 15.0 240 10.6 340
84
Island Enterprises
TEXTRON LYGOA41NG OBERATORS MANUAL
0-3d0 and ASSOCIATED MODELS SECTION 8
C ENTIC RA D E- FA H RE N Hi E IT CONV E RS1ON TAB L E
Example: To convert 200C, to Fahrenheit, find 20 in the center column

headed ~F--C); then read 68.00F, in the~coiumn (F) to the rigpt, To
convert 200F. to Centigrade; find 20 in the center column and read
-6.670C. in the (C) cdumn to~ the left.
C F-C F C F-C F
-56.7 -70 ´•9´•d.0 104.44 220 428.0

-51.1 -60 -76.0 1 10.00 230 446.0
-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 -Q,O 132,22 270 518.0
´•23.3 -~O 14.0 137.78 280 536.0
´•17,8 0 32.a 143.33 290 554 .0
-12.22 10 50~0 148,89 300 572~0
´•fi.67 20 68.0 15´•4.44 310 590.0
30 863.0 160.00 320 608.0
4 .44 40 504.0 165.56 330 626.0
10.00 50 122.0 171.11 340 644 .0
15.56 60 140.0 176.67 350 662.0
21.11 70 158.0 182,22 360 680.0
26.67 80 176.0 187,78 370 698.0
32,22 90 104 .0 103 .33 380 716,0
37.78 100 212.0 198 .89 390 734 .0
43.33 110 230.0 204.44 400 752.0
48.89 120 24 8,0 210.00 410 770.0
54 .44 130 266.0 215.56 420 788.0
60.00 140 284 .0 221.11 430 806 ,0
65.56 150 302.0 226.67 440 824.0
71.00 160 320.0 232.22 460 842.0
76,67 170 338.0 237.78 460 860.0
82.22 180 356.0 243 ,33 470 878.0
87.78 190 374.0 248.89 460 896.0
93.33 200 392.0 254 .4´•1 490 914.0
98.89 210 4 10.0 260.00 500 932.0
8-5
Island Enterprises
INCH FRACTIONS CONVERSIONS

Decimals, Area of Circles and Mi(iimeters
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 12.700

1/32 .0312 .0008 .794 17/32 .5312 .2217 13.494
3/6´•4 .0469 .0017 1.191 35/64 .5469 .2349 13.891
1/16 .0625 .0031 1.587 9/16 .5625 .2485 14.288
3/ 32 .0937 .0069 2.381 19132 .5937 .2769 15.081
7/64 .1094 .0091 2,778 39/64 .6094 .2416 15.478
1/8 125 .0523 3. 175 5/8 .625 .3068 15.875
5132 .1562 .0192 3.969 21/32 .6562 .3382 16.669
11/64 .1719 .0232 4.366 43/64 .6719 .3545 17,065
3/16 .1875 .0276 4.’762 11/16 .6875 .3712 17.462
7/32 .2187 .0376 5.556 23/32 .7187 .4057 18.256
15164 .2344 .0431 5.593 47/6´•(1 .7341 .11235 18.653
1/4 .25 .0491 6.350 3/4 .75 .4418 19.050
9/32 .2812 .0621 7.144 25/32 .7812 .4794 19.844
19/64 .2969 .0692 7.540 51/61 .7969 .4987 20.241
5/16 .3‘125 .0767 7.937 13116 .8125 .5185 20.637
11/32 .3437 .0928 8.731 27332 .8437 .5591 21.431
23/64 .3594 .1014 9. 128 55/64 .8594 .5800 21.828
3/8 .375 .1105 9.525 7/8 .875 .6013 22.225
13/32 .4062 .1296 10.319 29/32 .9062 .6450 23.019
27/611 .4219 .1398 10.716 59164 .9219 .6675 23.416
7/16 .4375 .1503 11.112 15/16 .9375 .6903 23.812
15/32 .4687 .1725 1‘1.906 31132 .9687 .7371 24.606
31164 .4844 .1842 1.2.303 63/ 64 .9134 4 .7610 25.003
8-6
Island Enterprises

Operator's Manual

Uploaded by

Copyright:

Available Formats

Operator's Manual

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Operator's Manual

Uploaded by

Copyright:

Available Formats

O PE RATO R’S

652 Oliver Street

0-360, HO-360, 10-360

Part No. 60297-7 2

REVISION NO. PUBLICATION T PUBLICATION I PUBLICATION

O 1989, Lycoming. All Rights Reserved

All brand and product names referenced in this publication are

trademarks or registered trademarks of their respective companies.

For additional information:

Textron Lycoming’s regular business hours are Monday

Visit us on the World Wide Web at:

http ://www. lycoming.textron.com

WHAT TE´•XTRON LYCOMING PROMISES YOU

IN NO EVENT, WHETHER AS A RESULT OFA BREACH OPWARRANTY, CONTRA~ OR ALLEGED NEG-

E$ective October 1, 1995 Revision "J"

~bw(Dv JWOr ~DwQ*r dlDQQldDclu ~DwQ ~b*cllv

WHAT TEXTRON LYCOMING PROMISES YOU

In addition, ifTextron Lycoming determines that the engine proves

IN NO EVENT, WHBIHER AS A RESULT OF A BREACH OF WARRANTY, CONTRACT OR ALLEGED NEG-

Eaecrive Octobe; 1, 1995 Revision "J"

WHAT TEXTRON LYCOMING PROMISES YOU

IN NO EVENT, WHFI~R AS A RESULT OF A BREACH OPWARRANTY, CONTRA~T OR ALLEGED NEG-

Egective October 1, 1995 Revision "J"

drily ~llu Jnalv clllllv JtIBlv -s~ .mh.

OWN E RS, OPE RATORS, AN D

This operator’s manual contains a description of the engine, its

Nc~lectinl: f’olluu, the operating instructions and to carry out periodic

maintenance procedures can result in poor engine perJbrmance and po´•wer

SERVICE BULLETINS, INSTRUCTIONS, AND LETTERS

Although the information contained in this manual is up-to-date at time

7;be illustrations, pictures and drawings shown in this publication are

IMPORTANT SAFETY NOTICE

Proper service and repair is essential to increase the safe, reliable

It is important to note that most Textron Lycoming publications con-

It is also important understand that these Warnings and Cautions

ty will be jeopardized by the service procedure they select.

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 ?-1

SECTION 8 TABLES 8-1

Figure i. 3/4 Right Side View IO-360-A1A r

0-360 and ASSOCIATED MODELS SECTION 1

In referring to the location of the various engine components, the parts

Cjllinders The cylinders are of conventional air cooled construction with

Valve OperntinR Mecl,anism

Crankcase The crankcase

Cmltksbnf’t Tile crankshaft is made from a chrome nickel molybdenum

Connecting Hens The

Accessory Housing The accessory housing is made from an aluminum

Crankcase Covers (-AIO Series) Crankcase covers are employed on the

Coolinl: Systeln These engines are designed to be cooled by air pressure.

Iirnuctio,i Systeri? Lycoming 0-360 and MO-360 series engines are

Lycoming 10-360, AIO-360, HIO-360 and TIG-360 series engines

A brief description of the carburetors and fuel injectors follows:

The Marvel-Schebler MA-4-5 and HA-6 carburetors are of the single

The Marvel-Schebler MA-4-5AA carburetor is of the single barrel float

~bw(Dv JWOr ~DwQr dlDQQldDclu ~DwQ ~bcllv