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Lycoming

C1-s~35 and ~,2ge) SERlcS

~ea Ia6ralei~pl FRIC~i IRI I-S

4th Edition January 1988

Approved by F.A.A.

Par´•t; IVo. 60~97-9

LYCOMING OPERATOR’S MANUAL

ATTENTION

OWNERS, OPERATORS ANDMAINTENANCE PERSONNEL

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

SAFETY WARNING

Neglecting to follow the operating instructions and to carry out

periodic maintenance procedures can result in poor engine performanceand power loss. Also if power and speed limitations specified in thismanual are exceeded, for any reason; damage to the engine and personalinjury can happen. Consult your local FAA approved maintenance facili-tY´•

SERVICE BULLETINS, INSTRUCTIONS AND LETTERS

Although the information contained in this manual is up-to-date attime of publication, users are urged to keep abreast of later informationthrough Avco Lycoming Service Bulletins, Instructions and Service Let-ters which are available from all Avco Lycoming distributors or from thefactory by subscription. Consult the latest edition of Service Letter No.X1114 for subscription information.

SPECIAL; NOTE

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

TEXTRON LYCOMING OPERATOW’S MANUAL

IMPORTANT SAFETY NOTICE

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

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

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

Williamsport Plant

TEXTRON LYCOMING WILLIAMSPORT PLANT

WARRANTY

RECIPROCATING AIRCRAFT ENGINE

WHAT TEXTRON LYCOMING PROMISES YOU

BASIC WARRANTY:

Textron Lycoming Williamsport Plant warrants each new, remanufactured, and factory overhauledreciprocating aircraft engine and each new replacement part therefor, sold by it to be free from defects inmaterial and workmanship appearing within 6 calendar months from the date of first operation, excludingnecessary aircraft acceptance testing.

Textron Lyconmng’s obligation under this warranty shall be limited to its choice of repair or replacement,on an exchange basis, of the engine or any part of the engine or the replacement part. when Textron Lycom-ing has determined that the engine is defective in material or workmanship. Such repair or replacement willbe made by Textron Lycoming at no charge to you. Textron Lycoming will also bear the costs for labor inconnection with the repair or replacement as provided in Textron I,ycoming’s then current Removal and In-stallation Labor Allowance Guidebook.

Any engine or part installed during such repair or replacement will be warranted for the remainder of thebasic warranty period.

PRORATION POLICY:

In addition, if Textron Lycoming determines that the engine proves to be defective in material orworkmanship during the period until the expiration of Textron Lycoming’s recommended Time BetweenOverhaul (TBO), or 3 years, whichever occurs first, Textron Lycoming will reimburse you for a pro rats por-tion (TBO minus hours of operation, divided by TBO) of the charge for the repair or replacement (at itschoice) with Textron Lycoming parts, of parts required to be repaired or replaced, or a replacement engine,if it determines that engine replacement is required. Textron Lycoming’s obligation during the prorationperiod does not extend to accessories, including but not limited to magnetos, carburetors or fuel injectors.fuel pumps, starters, alternators and turbochargers and their controllers.

Any engine or part so repaired or replaced will be entitled to proration for the remainder of the originalengine proration period.

YOUR OBLIGATIONS

The engine must have received normal use and service. You must make a warranty claim with an

authorized Textron Lycoming distributor within 30 days of the appearance of the defect in material orworkmanship.

Textron Lycoming’s warranty does not cover normal maintenance expenses or consumable items. Theobligations on the part of Textron Lycoming set forth above are your exclusive remedy and the exclusiveliability of Textron Lycoming. This warranty allocates the risk of product failure between you and TextronLycoming, as permitted by applicable law.

Textron Lycoming reserves the right to deny any warranty claim if it reasonably determines that theengine or part has been subjected to accident or used, adjusted, altered, handled, maintained or stored otherthan as directed in your operator’s manual.

Textron Lycoming may change the construction of engines at any time without incurring any obligationto incorporate such alterations in engines or parts previously sold.

THIS WARRANTY IS EXCLUSIVE AND IN LIEU OF ALL OTHER WARRANTIES ANDREPRESENTATIONS, EXPRESS OR IMPLIED OR STATUTORY, WHETHER WRITTEN OR

ORAL, INCLUDING BUT NOT LIMITED TO ANY WARRANTY OF MERCHANTABILITY ORFITNESS FOR ANY PARTICULAR PURPOSE, AND ANY IMPLIED WARRANTY ARISING FROMANY COURSE OF PERFORMANCE OR DEALING OR TRADE USAGE. THIS WARRANTY ISALSO IN LIEU OF ANY OTHER OBLIGATION, LIABILITY, RIGHT OR CLAIM, WHETHER INCONTRACT OR IN TORT, INCLUDING ANY RIGHT IN STRICT LIABILITY IN TORT OR ANYRIGHT ARISING FROM NEGLIGENCE ON THE PART OF TEXTRON LYCOMING, AND TEX-TRON LYCOMING’S LIABILITY ON SUCH CLAIM SHALL IN NO CASE EXCEED THE PRICEALLOCABLE TO THE ENGINE OR PART WHICH GIVES RISE TO THE CLAIM.

LIMITATION OF LIABILITY

IN NO EVENT, WHETHER AS A RESULT OF A BREACH OF WARRANTY, CONTRACT ORALLEGED NEGLIGENCE, SHALL TEXTRON LYCOMING BE LIABLE FOR SPECIAL OR CON-SEQUENTIAL OR ANY OTHER DAMAGES, INCLUDING BUT NOT LIMITED TO LOSS OF PRO-FITS OR REVENUES, LOSS OF USE OF THE ENGINE OR COST OF A REPLACEMENT.

No agreement varying this warranty or Textron Lycoming’s obligations under it will be binding uponTextron Lycoming unless in writing signed by a duly authorized representative of Textron Lycoming.

Effective November 19 1987 Revision

Textron Lycoming Williamsport PlantWilliamsport Pennsylvania

G

LycomingWilliamsport Plant

TEXTRON LYCOMING WILLIAMSPORT PLANT

WARRANTY

REPLACEMENT PART RECIPROCATING AIRCRAFT ENGINE

WHAT TEXTRON LYCOMING PROMISES YOU

BASIC WARRANTY:

Textron Lycoming Williamsport Plant warrants each new reciprocating aircraft engine replacement partsold by it to be free from defects in material and workmanship appearing within 6 calendar months from itsdate of first operation.

Textron Lycoming’s obligation under this warranty shall be limit~d to its choice of repair or replacement,on an exchange basis, of the replacement part, when Textron Lycoming has determined that the part isdefective in material or workmanship. You will be reimbursed for the charge for the part or parts repaired orreplaced. Textron Lycoming will also reimburse you for the costs for labor in connection with the repair orreplacement as provided in Textron Lycoming’s then current Removal and Installation Labor AllowanceGuidebook.

Any part so repaired or replaced will be warranted for the remainder of the basic warranty period.

PRORATION POLICY:

In addition, for a period until the expiration of Textron Lycoming’s recommended Time BetweenOverhaul (TBO), or 3 years, whichever occurs first, on the Textron Lycoming engine in which the replace-ment part is installed, Textron Lycoming will reimburse you for a pro rats portion (TBO minus hours ofengine operation divided by TBO) of the charge for the repair or replacement with´•a Textron Lycomingpart, of parts required to be repaired or replaced, if Textron Lycoming determines that the replacementpart is defective in material or workmanship during the proration period. Textron Lycoming’s obligationduring the proration period does not extend to accessories, including but not limited to magnetos, car-buretors or fuel injectors, fuel pumps, starters, alternators and turbochargers and their controllers.

Any part so repaired or replaced will be entitled to proration for the remainder of the original engine pro-ration period.

YOUR OBLIGATIONS

The engine in which the replacement part is installed must have received normal use and service. Youmust make a warranty claim with an authorized Textron Lycoming distributor within 30 days of the ap-pearance of the defect in material or workmanship.

Textron Lycoming’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 exclusiveliability of Textron Lycoming. This warranty allocates the risk of product failure between you and TextronLycoming, as permitted by applicable law.

Textron Lycoming reserves the right to deny any warranty claim if it reasonably determines that theengine or part has been subjected to accident or used, adjusted, altered, handled, maintained or stored otherthan as directed in your operator’s manual.

Textron Lycoming may change the construction of its engines at any time without incurring any obliga-tion to incorporate such alterations in engines or parts previously sold.

THIS WARRANTY IS EXCLUSIVE AND IN LIEU OF ALL OTHER WARRANTIES ANDREPRESENTATIONS, EXPRESS OR IMPLIED OR STATUTORY, WHETHER WRITTEN OR

ORAL. INCLUDING BUT NOT LIMITED TO ANY WARRANTY OF MERCHANTABILITY ORFITNESS FOR ANY PARTICULAR PURPOSE, AND ANY IMPLIED WARRANTY ARISING FROMANY 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 on ANYRIGHT ARISING FROM NEGLIGENCE ON THE PART OF TEXTRON LYCOMING, AND TEX-

TRON LYCOMING’S LIABILITY ON SUCH CLAIM SHALL IN NO CASE EXCEED THE PRICEALLOCABLE TO THE ENGINE OR PART WHICH GIVES RISE TO THE CLAIM.

LIMITATION OF LIABILITY

IN NO EVENT, WHETHER AS A RESULT OF A BREACH OF WARRANTY, CONTRACT ORALLEGED NEGLIGENCE, SHALL TEXTRON LYCOMING BE LIABLE FOR SPECIAL OR CON-

SEQUENTIAL OR ANY OTHER DAMAGES, INCLUDING BUT NOT LIMITED TO LOSS OF PRO-FITS OR REVENUES, LOSS OF USE OF THE ENGINE OR AIRCRAFT OR COST OF A REPLACE-MENT.

No agreement varying this warranty or Textron Lycoming’s obligations under it will be binding uponTextron Lycoming unless in writing signed by a duly authorized representative of Textron Lycoming.

Effective November 19 1987 Revision "F"

Tejctron Lycoming WiEliamsport PlantWilliamsport PennsyEvania

LYCOMIN~ OPEqATOR’S MANUAL

TABLE OF CONTENTS

Page

SECTION 1 DESCRIPTION 1-1

SECTION 2 SPECIFICATIONS 2-1

SECTION 3 OPERATING INSTRUCTIONS 3-1

SECTION 4 PERIODIC INSPECTIONS 4-1

SECTION 5 MAINTENANCE PROCEDURES 5-1

SECTION 6 TROUBLE-SHOOTING 6-1

SECTION 7 INSTALLATION AND STORAGE 7-1

SECTION 8 TABLES 8-1

SECTION

DESCRIPTION

LYCOMIN~ OPERATOR’S MANOAL

IPESCRIPTION

Page

General,

Cylinders ,...,,,,1.1Valve Operating Mechanism ,,,,,.,,,,1-1Crankshaft 1-2Crankcase ,1.2Oil Sump ~1-2Connecting Rods ,1-2Pistons

Accessory Housing 1.2Gears

Cooling System 1.3Lubricating System 1.3Induction System .13Ignition System ,,,1.3Table of Models ..1-4


0-236 AND 0-298 SERIES SECTION 1

SECTION 1

DESCRIPTICN

The Avco Lycoming 0-235 series, 0-290-D series and 0-290-D2 seriesengines are four cylinder, direct drive, horizontally opposed, wet sump,air-cooled models.

In referring to the location of the various engine components,the partsare described in their relationship to the engine as installed in conven-tional airframes. Thus the power take-off end is considered the front andthe accessory drive section the rear. The sump section is considered thebottom and the opposite side of the engine where the shroud tubes arelocatf~l is the top. References to the left and right side of the engine aremade with the observer facing the rear of the engine. Thus the frontcylinder on the left bank is number 2 and the rear cylinder is number 4.The front cylinder on the right bank is number 1 and the rear cylinder isnumber 3. The direction of rotation for accessory drives is determined bythe observer facing the drive pad. The direction of rotation of thecrankshaft, viewed from the accessory end of the engine is clockwise.

eylindeP´•s The cylinders are of conventional ah-cooled constructionwith the two major parts, head and barrel, screwed and shrunk together.The heads are made f~om an aluminum alloy casting with a fully machin-ed combustion chamber. The barrels, which are machined from chromenickel molybdenum steel forgings with deep in~egral cooling fins, areground and honed to a specified finish.

The valve rocker shaft bearing supports and the rocker box housingare cast integrally with the head. The valves are cooled by means of finswhich completely surround the area of the exhaust valve and portions ofthe intake valves. Valve guides and valve seats are shrunk into machin-ed recesses in the head.

~alve Operating Mechanism The valve operating mechanism is locatedon the tap side, The camshaft is located parallel to and above thecrankshaft and operates in aluminum bearings. The camshaft in turn ac-tuates the valves by means of tappets. The valve rockers are supportedon full floating, steel shafts. The valve springs bear against hardenedsteel seats.

1-1


8EC1L‘ION 1 0-236 AND 0´•290 SERIES

NOTE

Hydraulic tappets which automatically keep the valve clearance at zeroare employed on the 020OD2 series engines while solid tappets are

employed on the 0-235 and series. Proper valve clearance on thelatter models is maintained by means of an adjusting screw located inthe valve rocker.

@rankshaft Made from a chrome nickel molybdenum steel forging. Allbearing surfaces are nitride hardened. The expansion plug in thecrankshaft must be removed on those models employing a two positionhydro control or variable pitch propeller.Crankcase Crankcase assembly consists of two reinforced aluminumalloy castings divided at the center line of the engine and fastenedtogether by belts and nuts. The mating surfaces of the crankcase are

joined without the use of a gasket, and main bearing bores are machinedfor use of precision type main bearing inserts.

Oil Sump Incorporates an oil suction screen, carburetor mounting pad,the intake riser and intake pipe connections. The fuel-air mixture, as itpasses through the riser, is vaporized by the heated oil that surroundsthe riser.

Connecting Rods Made in the form of "H" sections from alloy steelforgings. They have replaceable bearing inserts in the crankshaft endsand split type bronze bushings in the piston ends. The bearing caps onthe crankshaft ends are retained by means of two bolts and nuts througheach cap.

Piston Machined from an aluminum alloy. Two compression rings andan oil regulating ring are employed on all pistons. In addition, the 0-236series employs an oil scraper ring below the piston pin. The piston pin isof the full floating type with a plug located at each end to prevent the pinfrom t~uching the cylinder wall.

Accessory Housing Made from an aluminum casting and is fastened tothe rear of the crankcase and the top rear of the oil sump. It forms a

housing for the oil pump and the various accessory drives.

Gears Are of the conventional type and precision machined, hardenedto insure long life and satisfactory operating qualities.

1-2


0-235 AM) 0-290 SERIES SECTION 1

CoolinR System These engines are designed t~ he co~lPcl by air pressureactuated by the forward speed of the aircraft. Close fitting baffles buildup a pressure and force the air through the cylinder fins. The air is thenexhausted through gills or augmentor tubes usually located at the rearof the cowling.

LLLbrication System The full pressure wet sump lubrication system isactuated by an impeller type oil pump contained within the accessoryhousing.

Induction System These engines are equipped with either of twoNarvel-Schebler carburetors, MA-3A or MA-3SPA. See Table 1 formodel application. Both carburetors are of the single barrel float typeand are equipped with manual mixture control and "idle cut-off". Par-ticularly good distribution of the fuel-air mixture to each cylinder is ob-tained from the center zone induction system, which is integral with thesump and is submerged in oil, insuring a more uniform vaporization offuel and aiding in cooling the oil in the sump. From the riser the fuel-airmixture is distributed to each cylinder by individual intake pipes.

Ignition System Dual ignition is furnished by two magnetos. ConsultTable 1 for proper model application. Depending on installation the igni-tion wiring is so arranged as shown in either figure 5-1, 5-2 or 5-3.

1-.3


TABLE 1

MODEL APPLICATION

PropellerMagneto Carburetor Flange

Specification’Model Left Right (Modified)

0-235-C S4LN-21 S4LN-20 MA-3A or -3PA AS-127-2

0-235-C l,-El,-F1,-G1 S4LN-21 S4LN-20 MA-3A or -3PA AS-127-2

0-235-C1B,-E1B,-F1B,-G1B S4LN-200 S4LN-204 MA-3A or -3PA AS-127-2

0-235-C2A,-E2A,-F2A,-C2A,-K2A,-J2A S4LN-21 S4LN-20 MA-3A or -3PA AS-127-1

0-235-L2A",-N 2A",-P2A" S4LN-81 S4LN-20 MA-3A or -3PA AS-127-1or

S4LN-204

0-235-M1" S4LN-21 S4LN-20 MA3A-3PA AS-127-2or

S4LN-204

0-235-C2B,-E2B,-F2B,-G2B,-K2B,-J2B S4LN-1227 S4LN-1209 MA-3A or-3PA AS-127-I

0-235-C2C,-H2C 4251 4250 MA-3A or -3PA AS-127-1

0-235-K2C 4252 4250 MA-3A or -3PA AS-127-1or

4252

0-235-L2C, -N2C"" 4252 4250 MASA or -3PA AS-127-1or or

4281 4281

Q-290-D S4LN-21 S4LN-20 MA-3SPA AS-127-2

0-290-D2 S4LN-21 S4LN-20 MA-3SPA AS-127-20-290-D2A S4LN-21 S4LN-20 MA-3SPA AS-127-20-290-D2B S4LN-21 S4LN-20 MA-SSPA AS-127-20-290-D2C S4LN-200 S4LN-204 MA-3SPA AS-127-2

0-235-IJ2A, -MI, -N2A, -P2A may have two (2) S4LN-21 magnetos as

optional equipment.

0-235-L2C, -N2C may have two (2) 4252 magnetos as optional equipment.

1-4

SECTION

SPECIFICATIONS

LYCOhbllNG OPERATOR’S MANUAL

SPECIFICATIONS

Page

Specifications- 0-235. ..............~.2.1Specifications- 0-290. .............~,,2-2Accessory Drives. .2-2Alternate Power RatingsDetail Weights. ~.2-4


SECTION 2 0´•236 AND 0´•290 SERIES

SPECIFICATIONS0-235 SERIES

"-C-E -CIC -F-G-J -N-P

FAA Type Certificate 223 223 223 223Take-off horsepower 115 115 125 116Take-off RPM 2800 2800 2800 2800Rated horsepower 115 108 125 116Rated RPR;I 2800 2600 2800 2550Bore, inches 4.375 4.375 4.375 4.375Stroke, inches 3.875 3.875 3.875 3.875Displacement, cu. in. 233.3 233.3 233.3 233.3Compression ratio 6.50:1 6.75:1 9.7:1 8.1:1Prop. drive ratio 1:1 1:1 I:1 1:1Prop. driven rotation(viewed from rear) Clockwise Clockwise Clockwise Clockwise

Firing orders 1-3-2-4 1-3-2-4 1-3-2-4 1-3-2-4Spark occurs, ETC 250 250 ´•250 200Rocker clearance, cold .0071.009 .0071.009 .0071.009 .007/.009

0-235-C1 has provision for two position prop. control valve.-K-L-M -H -K2C

FAA Type Certificate 223 223 223Take-off horsepower 118 115 118Take-off RPM 2800 2800 2800Rated horsepower 118 108 115Rated RPM 2800 2600 2700Bore, inches 4.375 4.375 4.375Stroke, inches 3.875 3.875 3.875Displacement, cu. in. 233.3 233.3 233.3Compression ratio 8.5:1 6.75:1 8.5:1Prop. drive ratio 1:1 1:1 1:1Prop. drive rotation(viewed from rear) Clockwise Clockwise Clockwise

Firing orders 1-3-2-4 1-3-2-4 1-3-2-4Spark occurs, ETC 200 250 200Rocker clearance,cold .0071.009 .0071.009 .007/.009

NOTEEngine models are categorized according to their basic series. Anymodel that varies in specification within a series is listed separately.Spark advance is also found on name plate.

2-1


0-236 AM) 0´•290 SERIES SECTION 2

SPECIFICATIONS

0-290 SERIES

-D -D2, -D2B,-D2A -D2C

FAA Type Certificate 229 229 229Take-oil horsepower 130 140 140Take-oil RPM 2800 2800 2800Rated horsepower 125 135 136Rated RPM 2600 2600 2600Bore, inches 4.875 4.875 4.875Stroke, inches 3.875 3.875 3.876Displacement, cubic in. 289.0 289.0 289.0Compression ratio 6.50:1 7.50:1 7.00:1Propeller drive ratio 1:1 1:1 1:1

Propeller driven rotation(viewed ~from rear) Clockwise Clockwise Clockwise

Firing order 1-3-2-4 1-3-2-4 1-3-2-4Spark occurs, ETC 250 180 250Valve rocker clearance(hyd. tappets collapsed) .028-.080 .028-.080

Valve rocker clearance(cold) .0071.009

Accessory Drive Drive Ratio fDirection of Rotation

Starter .13.566:1 Counter-ClockwiseGenerator 1.910:1 ClockwiseGenerator (Optional) 2.500:1 ClockwiseAlternator 3.250:1 ClockwiseVacuum Pump 1.300:1 Counter-ClockwiseHydraulic Pomp 1.300:1 Counter-ClockwiseTachometer 0.500:1 ClockwiseMagneto 1.000:1 ClockwiseFuel Pump 0.600:1 Plunger OperatedProp. Governor 0.866:1 ClockwiseAN Drive 1.000:1 Counter-Clockwise

Facing Drive Pad.

2-2


SECTION 2 0-235 AND 0-290 SERIES

ALTERNATE POWER RATINGS0-235 SERIES

0-235-C2C..... ...100 hp/2400 rpm

.0-235-H2C.....´• 100 hp/2400 rpm

0-235´•L Series.......´•.´• .105 hp/2400 rpm110 hp/2550 rpm112 hp/2600 rpm115 hp/2700 rpm

0-235-M Series....... 105 hp/2400 rpm110 hp/2550 rpm112 hp/2600 rpm115 hp/2700 rpm

0-235-N Series...... 103 hp/2400 rpm108 hp/2550 rpm110 hp/2600 rpm113 hp/2700 rpm

0-235-P Series.........- .103 hp/2400 rpm110 hp/2600 rpm113 hp/2700 rpm

2-3

LYCOR(IING OPERPITOR’S MANUAL


DETAIL WEIGHTS

i. STANJ~IARD ENGINE (Average)

1MODEL

0-235-C. .....240.00 Ibs.0-235-C1B ....241.001bs.0-235-C1, -C2A. 242.00 Ibs.0-235-C1C, -C2B, -H2C ............243.00 Ibs.0-235-C2C ....244.00 Ibs.0-235-K2C, -L2C 248.00 Ibs.0-235-E1B, -F1B, -N2C. ...........249.00 Ibs.0-235-E2A, -F2A. 250.00 Ibs.0-235-F2B ....251.001bs.0-235-K2A, -L2A ......252.001bs.0-235-N2A ...252.00 Ibs.0-235-G1, -G2A, -J2A, -K2B ........253.001bs.0-235-M1, -P2A. 255.00 Ibs.0-290-D ......260.001bs.0-290-D2A, -D2C 264.00 Ibs.0-290-D2B

.........___,_...265.00 Ibs.

2-4

SECTION

OPERATINGINSTRUCTIONS


OPERATING INSTRUCTIONS

Page

General... ............3-1Prestarting Items of Maintenance... ..3-2Starting Procedure 3-2Cold Weather Starting ...............3-3Ground Running and Warm-Up. .3-3Checks Before Take-Off ..............3-3Operation in Flight 3-4Use of Carburetor Heat Control. ......3-6Engine Flight Chart. 3-8Operating Conditions ................3-8Shut-Down Procedure .............3-10APerformance Curves 3-11



SECTION 3

OPERATING INSTRUCTIONS

1. GENERAL. Close adherence to these instructions will greatly con-

tribute to long life, economy and satisfactory operation of the engine.

NOTE

YOUR ATTENTION IS DIRECTED IN PARTICULAR TO THEWARRANTIES THAT APPEAR IN THE FRONT OF THISMANUAL REGARDING ENGINE SPEED, THE USE OFSPECIFIED FUELS AND LUBRICANTS, REPAIRS ANDALTERATIONS. PERHAPS NO OTHER ITEM OF ENGINEOPERATION AND MAINTENANCE CONTRIBUTES- QUITE SOMUCH TO SATISFACTORYPERFORMANCEAND LONGLIFEASTHE CONSTANT USE OF CORRECTGRADES OFFUELAND OIL,CORRECT ENGINE TIMING, AND FLYING THE AIRPLANE ATALL TIMES WITHIN THE SPEED AND POWER RANGESPECIFIED FOR THE ENGINE. DO NOT FORGET THAT VIOLA-TION OF THE OPERATION AND MAINTENANCE SPECIFICA-TIONS FOR YOUR ENGINE WILL NOT ONLY VOID YOUR WAR-RANTY BUT WILL SHORTEN THE LIFE OF YOUR ENGINEAFTER ITS WARRANTY PERIOD HAS PASSED.

New engines have been carefully run-in by Avco Lycoming andtherefore no further break-in is necesssly insofar as operation is concern-ed; however, new or newly overhauled engines should be operated usingonly the lubricating oils recommended in the latest edition of Service In-struction No. 1014.

NOTE

Cruising should be done at 55% to 75% power until a total of50 hours hasaccumulated or oil consumption has stabilized. This is to insure properseating of the rings and is applicable to new engines, and engines in se~e

vice following cylinder replacement or top overhaul at one of morecylinders.

The minimum fuel octane rating is listed in the Flight Chart, Part 8 ofthis section. Under no circumstances should fuel of a lower octane ratingor automotive (regardless of octane rating) be used.

3-1



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

3. ST~QRTING PROCEDURE.

a. Perform pre-flight inspection.

b. Head airplane into wind.

c. Lock wheels by either wheel brakes or chocks.

d. Set carburetor heat control in "cold" position.

e. Set propeller governor (if applicable) in "Full RPM" position.

f. Turn fuel valve to "on" position.

g. Set throttle at 1/4 travel.

h. Move mixture control to "Full Rich".

i. Turn boost pump on.

j. Pump throttle to full open and back to idle position for 2 to 3 strokesfor a cold engine. If engine is equipped with a priming system, coldengine may be primed with 1 to 3 strokes of the priming pump.

k. Set magneto selector switch. Consult airframe manufacturer’shandbook for correct position.

i. Engage starter.

m. When engine fires, place magneto switch in "Both" position.

n. Check oil pressure gage. If oil pressure is not indicated within thirtyseconds, stop engine and determine trouble.

3-2



4. COLD WEATHER STARTING. During extreme cold weather, it maybe necessary to preheat the engine and oil before starting.5. GROUND RUNNINGAND WARM-UP. Subject engines are airpressure cooled and depend on the forward movement of the aircraft tomaintain proper cooling. Particular care is necessary, therefore, whenoperating these engines on the ground. To prevent overheating, it isrecommended that the following procedures be observed.

NOTE

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

a. Head the aircraft into the wind.

b. If a controllable pitch propeller is installed, operated the engine onthe ground only with the propeller in minimum blade angle setting.c. Leave the mixture control in "Full Rich".

d. Avoid prolonged idling at low RPM as this practice may result infouled plugs. Limit ground running to minimum time necessary to

warm engine for take-off.

e. Use of the carburetor air heat on the ground must be held to an ab-solute minimum. On some installations the air does not pass throughthe air filter and dirt and foreign substances can be taken into theengine with the resultant cylinder and piston ring wear. Carburetor airheat should be used on the ground only to make certain it is function-ing properly.

6. CHECKS BEFORE TAKE-OFF.

a. Warm up as directed above.

b. Check both oil temperature and oil pressure.

c. Set carburetor air heat control for "full heat" to check operation.Loss of manifold pressure or RPM (or both), depending on whether afixed pitch or controllable pitch propeller is installed on the aircraft,will result if the control is working properly. Return control to "cold"position after check.

3-3


SECTION 3 0´•235 AND 0-290 SERIES

d. A proper magneto check is important. Additional factors, other thenthe ignition system, affect magneto drop-off. They are, load-poweroutput, propeller pitch and mixture strength. The important thing isthat the engine runs smoothly because ~op-off is affected by thevariables listed above. Make the magneto check in accordance with thefollowing procedures:

(II Controllable Pitch Propeller With propeller in minimum pitchangle, set the engine to produce 50 to 65% power as indicated by themanifold pressure gage. Mixture control should be in the fullrichposition. At these settings the ignition system and spark plugs mustwork harder because of the greater pressure within the cylinders.Under these conditions, ignition pro61ems, if they exist, ~K11l occur.Magneto checks at low power settings will only indicate fuel-airdistribution quality.

NOTE

Aircraft that are equipped with fixd pitch propellers, or not equippedwith manifold pressure gage may check magneto drop-off with engineoperating at approximately 1800 RPM (2000 RPM maximum).

(2) Switch from both magnetos to one and note drop-off, return toboth until engine regains speed and switch to the oth~r magneto andnote drop-off, then returnto both. Drop-off should not exceed 175and should not exceed 50 RPM difference between magnetos. Asmooth drop-off past normal is usually a sign of a too lean or too richmixture.

(3) Do not operate on a single magneto for too long a period, 2 to 3seconds is usually sufficient to check drop-off and minimize plugfouling.

7 OPERATION IN FLIGHT.

A. See airframe manufacturer’s instructions for correct manifoldpressure for power settings.

B. Fuel Mixture Leaning Procedure Improper fuel-air mixture duringflight is responsible for many engine problems, particularly duringtake-off and climb power settings. The ~rocedures described in thismanual provide proper fuel-air mixture when leaning Avco Lycomingengines, they have proven to be both economical and practical byeliminating excessive fuel consumption and redui~ing damaged partsreplacement. It is therefore recommended that operators of all Avco

3-4


0´•235 AND 0-290 SERIES SECTION 3

Lycoming ~craft powerplants utilize the instructions in this publica-tion any time the mixture is adjusted during flight.

LEANING PRECAUTIONS

Never exceed the ~maximum red line cylinder head temperature limit.

For continuous operation cylinder head temperatures should be main-tained below 435"F. (2240C.).

On direct drive engines with manual mixture control, maintain mixturecontrol in "Full Rich"position for rated take-off, rated maxmimum con-

tinuous, climb and cruise powers above 75%. i;lowever, during take-offfrom high elevation airport or during climb, roughness or loss ofpowermay result from ove~richness. In such a case adjus t minture control onlyenough to obtain smooth operation not for economy. Observe in-struments for temperature rise Rough operation due to oue~n’ch fuel-airmixture is most likely to be encountered at altitude above 5,000 feet.

Always enr’ch mixture before increasing power.C. LEANING TO EXHAUST GAS TEMPERATURE GAGE.

(1) Above 75% power Never lean beyond 1500F. on rich side of peakEGT unless aircraft operator’s manual shows otherwise. Monitorcylinder head temperature.

(2) 75% power and below Operate at peak EGT.

D. LEANING WITH MANUAL MIXTURE CONTROL. (At 75%power or less without flowmeter or EGT gage.)

(1) Slowly move mixture control from "Full Rich" position towardlean posifion.(2) Continue leaning until engine roughness is noted.

(3) Enrich until engine runs smoothly and power is regained.E ALTERNATEMETHOD. (In calm air and engines with fixed pitchpropellers.)(1) Slowly move mixture control toward lean position while closelywatching tachometer. Continue leaning until RPM decreases.

(2) At this point enrich until RPM just peaks. Correct fuel-air ratiois obtained at this point.

3-5

LYGOMING OPERATOR’S MANUAL

SE~TION 3 0-235 AND 0-290 SERIES

NOTE

may be done at any altitude that the engine will accept leaning:li~Ro greater the altitude the more important leaning becomes. Properleaning is important because more engine power and increased air speedare obtained along with decreased fuel consumption, longer spark pluglife, less lead fouling, and more normal oil and cylinder headtemperatures. Engine damage from leaning the mi=cture does not occurat the specified cruise power for the model engine in a basically healthypowerplant, but is the result of improper leaning atpower settings aboverecommended cruise.

e~se of Carburetor Heat Control Under certain moist atmosphericconditions, it is possible for ice to form in the induction system even insummer weather. This is due to the high ah velocity through the car-buretor venturi and the absorption of heat from this air byevaposizatiorn of the fuel. The temperature in the mixture chambermay drop 200F. to 700F. below the temperature of the incoming air. Ifthis air contains a large amount of moisture, the cooling process willcause precipitation in the form of ice. These ice formations generAUvbegin in the vicinity of the butterfly and will often build up to such anextent that a drop in manifold power output results. This loss of poweris reflected by a drop in manifold pressure in installations equippedwith constant speed propellers and a drop in manifold pressure and]RPM in installations equipped with fixed pitch propellers. If notdetected, this condition will continue to such an extent that theseduced power will cause complete engine stoppage.To avoid this condition, all installations are equipped with a systemfor preheating the incoming air supply to the carburetor. In this way,sufficient heat is added to replace the heat loss to vaporization of fuel,and the mixing chamber’s temperature cannot drop to the freezingpoint of water. This air preheater is essentirillv a tube or jacketehrough which the exhaust pipe from one or more cylinders is passed,and the air flowing over these surfaces is raised to the requiredtemperature before entering the carburetor. Consistently hightemperatures are to be avoided because of a loss of power and adecided variation of the mixture. High charge temperatures also favor

c~eblaation and preignition, both of which are to be avoided if normalservice life is to be expected from the engine. The following outline isthe proper method of utilizing the carburetor heat control.

3-6

LYCOR(IING OPERATOR’S MANUAL


(1) Take-Off Take-off should be made with carburetor heat in fullcold position. The possibility of icing at wide throttle opening is veryremote.

(2) Flight Operation The carburetor air heat control should be left inthe cold position during normal flight operations. On damp, cloudy,foggy or hazy days, regardless of outside temperature, keep a sharplookout for loss of power. This loss of power will be shown by unac-countable loss in manifold pressure or RPM or both, depending onwhether a constant speed or fixed pitch propeller is installed on theaircraft. When this situation arises, apply full carburetor air heatand open the throttle to limiting manifold pressure. This will resultin a slight additional drop in manifold pressure which is normal andthis drop will be regained as the ice is melted out of the inductionsystem. When the ice 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 thefreezing point (320F.).

WARNING

Caution must be exercised when operating with partial heat on aircraftthat do not have a carburetor air temperature gage. Moisture in crystalform that would ordinarily pass through the induction system, can beraised in temperature by use of partial heat to the point where thecrystals are melted into liquid form. This moisture can form carburetorice due to the temperature drop as it passes through the venturi of thecarburetor. It is advisable, therefore, to use either full heat or no heat inaircraft that are not equipped with a carburetor air temperature gage.

(3) Landing Approach In making an approach for a landing, car-buretor air heat should usually be in the "Full Cold" position.However, if icing conditions are known or suspected, then "FullHeat" should be applied. In the case that full power need be appliedunder these conditions, as for an aborted landing, the carburetorheat should be returned to "Full Cold" prior to power application.See aircraft flight manual for specific instructions.

.1-7

LYCOIMING OPERATOR’S MANUAL


8. ENGINE FLIGHT CHART.

Fuel and Oil

Model "Aviation Grade Fuel

O-235-C, -E, -H2C ..............80/87 octane minimumO-235-F, -G, -J, -K, -L, -PI/I, -N, -P 1001100LL octane minimumO-290-D, -D2 80/87 octane minimum

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

NOTE

Aviation grade 100LL fuels in which the lead content is limited to 2 c. c. per gallonare approved for continuous use in the above listed engines.

""Recommended Grade OilMIL-L-22851

Average MIL-L-6082 Ashless DispersantAmbient Air Grades Grades

All Temperatures SAE 15W50 or 20W50Above 800F. (26.60C.) SAE 60 SAE 60Above 600F. (15.50C.) SAE 50 SAE 40 or SAE 50300 (-1.110C.) to 900F. (32.20C.) SAE 40 SAE 4000 (-17.80C.) to 700F. (21.10C.) SAE 30 SAE 40, 30 or 20W40Below 100F. (-12.20C.) SAE 20 SAE 30 or 20W30

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

0-290-D,0-235 Series -D2 Series

Oil Sump Capacity 6 Qts. 8 Qts.Minimum Safe Quantityof Oil in Sump 2 Qts. 2 Qts.It is recommended that the lubricating oil be changed every 50 flying hours (orevery 25 hours, if engine does not have a full-flow oil filter).

OPERATING CONDITIONS

Oil Pressure, psi Maximum Minimum Idling0-235 Series-C,-E,-F,-G,-H2C,-J,-K,-M 90 60 25-B,-L*,-N 90 60 15-P 90 55 15Front of engine 90 50 15

3-8

LYCOMING OP.ERATOR’S MANUAL


OPERATING CONDITIONS (Cont.)

STARTIWARM-UP

All 0-235 series, except below 100

-L,-N,-P 115

0-290 Series Maximum Minimum Idling-D 85 60 25-D2 90 60 25

STARTIWARM-UP

-D2 100

Fuel pressure (psi) Maximum Desired Minimum

All 0-235 models, O-290-D2 S 3 0.50-290-D 5 3 0.5

Average Ambient Air Oil Inlet TemperatureTemperature

Desired Maximum

Above 600F. (15.50C.) 1800F. (820C.) 2450F. (1180C.)300 (-l.lloC.) to 900F. (32.20C.) 1800F. (820C.) 2450F. (118UC.)00 (-17.80C.) to 700F. (21.10C.) 1700F. (770C.) 2450F. (1180C.)Below 100F. (-12.20C.) 1600F. (710C.) 2450F. (1180C.)

Engine oil temperatures should not be below 1400F. (600C.) during continuousoperation.

3-8A



OPERATING CONDITIONS (CONT.)

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

Operation RPM HP Gal./Hr. Qts./Hr. Temp.0-235-C, -E

Normal Rated 2800 115 10.7 0.52 5000F. (2600C.)Performance Cruise(75% Rated) 2350 86 7.3 0.29 5000F. (2600C.)

Economy Cruise(65% Rated) 2250 75 5.8 0.25 5000F. (2600C.)

0-235-F,-G,-J

Normal Rated 2800 125 10.7 0.56 5000F. (2600C.)Performance Cruise(75% Rated) 2500 94 7.3 0.31 5000F. (2600C.)


0-290-D Series

Take-Off 2800 130 5000F. (2600C.)Normal Rated 2600 125 11.9 0.56 5000F. (2600C.)Performance Cruise(75% Rated) 2350 94 7.5 0.31 5000F. (2600C.)


0-290-D2 Series

Take-Off 2800 140 5000F. (2600C.)Normal Rated 2600 135 12.6 0.60 5000F. (2600C.)Performance Cruise(75% Rated) 2350 101 7.2 0.34 5000F. (2600C.)


At Bayonet Location For maximum service life of the engine, maintaincylinder head temperatures between 1500F. (650C.) and 4000F. (2040C.) dur-ing continuous operation.

3-9



OPERATING CONDITIONS (CONT.)

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

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

0-235-K, -L, -M

Normal Rated 2800 118 9.5 .39 5000F. ~2600C.)Performance Cruise(75% Rated) 2500 89 6.7 .30 5000F. ~2600C.)

Economy Cruise(65% Rated) 2400 77 5.8 .27 5000F. (2600C.)

0-235-K2C

Take-off 2800 118 5000F. (2600C.)Normal Rated 2700 115 9.2 .38 5000F. (2600C.)Performance Cruise(75% Rated) 2425 86 6.4 .29 5000F. (2600C.)


0-235-H Series

Take-off 2800 115 5000F. (2600C.)Normal Rated 2600 108 10.7 .36 5000F. (2600C.)Pel´•formance Cruise(75% Rated) 2350 81 7.3 .27 5000F. (2600C.)


0-235-N, -P

Take-off 2800 116 5000F. (2600C.)Normal Rated 2550 108 9.2 .36 5000F. (2600C)Performance Cruise(75% Rated) 2300 81 6.2 .27 5000F. ~2600C.)

Economy Cruise650/’0 Rated) 2200 70 5.3 .23 5000F. (2600C.)

3-10

LVCOMING OPERATOR’S MANUAL


9. SHUT-DOWN PROCEDURE.

a. Idle engine at approximately 800 to 900 RPM until there is adecided drop in cylinder head temperature.b. Move mixture control to "Idle Cut-Off".

c. After engine stops, set magneto switch at the "off" position; thiswill prevent after-firing.

Revised March, 1982 3-10A



CURVE ~O. 82K)

Figure 3-1. Power and Fuel Consumption Curve0-235-C

ORIGINAL .3.11

As Received E3yATP

LYCOMING OPERATOR’S MANUAt


CW(VE NO. 13133

Figure 3-3. Fuel Flow vs Percent Rated Power0-235-Cl, -El, -H2 Series

ORIGINAL 3´•13

As Received BynT~


0-235 AND 0´•290 SERIES SECTION 3

CURVE NO. 8583-A

Figure 3-5. Power and Fuel Consumption Curve0-290-D

ORIGINAL 3´•15As Received By

dTP

LYCOMINC OPERATOR’S MANUAL

0´•235 AND 01290 SERIES SECTION 3

NO. 8938-8

Figure 3-7. Power and Fuel Consumption Curve0-290-D2, -D2A

ORIGINAL 3-17As Received By

~TD

L~JAVCO LVCOMING OPERATOR’S MANUAL


USING CURVE ?’O FIND ACTUAL HORSEPOWER

The following is an example of how to use the Sea Level and AltitudePerformance curves, printed on these pages, to determine actualhorsepower being delivered by the engine for given altitude, RPM,manifold pressure and air inlet temperature. This example (using figuresfrom curve on opposite page) is for illustration purposes only.

I. Determine equivalent full throttle horsepower on altitude perfor-mance cur´•ve for observed manifold pressure and RPM (Example At2400 RPM and 23.8 in. Hg., locate Point "A").

2. Repeat above procedure on sea level performance curve (Example-Point "B").

3. Transfer value obtained in Step 2 to the altitude performance curve(Example Point "C").

4. Connect point "A" and point "C" with a straight line.

5. Read horsepower on line "CA" for given altitude (Example At 1800feet with a power setting of 2400 RPM and X3.8 in. Hg.. horsepower is99.5, Point "D").

6. Correct power approximately 1% for each IOOF. variation in intakeair temperature from the standard altitude temperature shown below.Add corrections for temperatures below standard, subtract fortemperatures above standard. (Example With an air inlettemperature of 220F. at an altitude of 1800 feet, 520F. 22"F; r 300F.variation. 1D/o for each 100 variation is 3%. 34b of 99.5 horsepower isapproximately 3 horsepower. Since temperature is below standard,add correction: 99.5 3 102.5 horsepower, Point "E").

STANDARD ALTITUDE TEMPERATURES IN DEGREES F.

Pressure Altitude(Thousands) SL 2 4 6 8 10 12 14 16 18 20 22 24

Standard Altitude(Temperature OF.) 59 52 45 38 31 23 16 9 2 -5 -12 -19 -27

3-19


SECTION 3 0-235 AND 0-290 SERIESCURVE NO. 10446

Figure 3-9. Power and Fuel Consumption Curve0-290-D2B, -D2C

ORIGINAL3-20

As Received ByATP

LPAVICO LYCOMING OPERATOR’S MANUAL


CURVE NO. 13181

Figure 3-10. Fuel Flow vs Percent Rated Power0-235-F, -G Series

3-21ORIGINAL

As Received ByATP

tYCOMING OPERATOR’S MANUAL


FUEL FLOW VS. PERCENT RATED POWERAVCU LYCOMING 0-235-K, -L, -M SERIESCOMPRESSION RATIO 8.50:1SPARK ADVANCE 200 ETCCARBURETOR, MARVEL SCHEBLER MA-SA or MA-SPAFUEL GRADE, MINIMUM 1OO/1O0LL

CURVE NO. 13264-A

I I I I iitr~‘a J~

70 so 90 100

PERCENT RATED POWER

Figure 3-12. Fuel Flow vs Percent Rated Power0-235-K, -L, -M Series

3-23

r

w m;P~ CURVE no. ncp TO FIND ACTUAL HORsEPOWER FROM RRR)IIIIWCE LUrmOE POIHIRYIICE

ALTITUDE. R.P.M. MANIMLD PRESSURE LICOMINSO AWD AIR INLET TEMPERATURE. AIRCRAFT ENGINE

R~TEDA)YIER tt~ II 1 1 1 1 PERFORMANCE 0171 c3i. LOCATE ")1" OW FULL THROTTLE ILTITUDEZIOOIRi CICURVE MR OIMn R.P.M. WI\*IFPU) PRESS.

O 2. B OW CURVE MR R.P.M. I 1 1 I I 1 ~BS.DRYIINIFOU) OMINIFOLO PRESSURE 6 TRIWSRR TO C. PRESSURE m. Rs. MAxlMUM POWER MIXTURE

3´• I I C BI LIWE ,no i i UNLESSO~HEAWISEWOTEO Z(p nCRSEMWER AT 61160 ALTlTUOE O. ´•d

I C~P) 4. WOOln HORSOOWER ET D FOR VIRllrlOW OF CIIR IHLn TEMPERATURE T FROU STINOIRD FULLTRROTiLE, ENCINEMOOEL O-23CK.-LSERIES

r ILTITUOE TEMPERITURE TS BI FORMULA FR=FFFFRFR C--f---t--ftf--Hf I ---c, COMPRESSIUNRATIO 0.50:1160 TS g CIRBURETOR-(D HP. M O P.CTWL H.P 4

C 160 T MARVEL SCHEBLER MA-SA. MA-SPAFUELGRIOE.MIHI*UM 1001150

SPC (IPPROXIMITELY 1X tDRRECTIOH FOR EICH 12010´•F. YIRlalON FROM T5)´•

P CORRECT FOR DIFFERENCE BETWEEN STD.

r ALT. TEMP. TS ANO ACTUAL INLET AIR TEMP.IN ACCORDANCE WITW NOTE I.e

p p R.P.M.

e C)c+-

Oc~ too

P LF

Zw C)mH O

am

I ae

70 OO r; Or o5

cn aoul 60 v,

i,o

,LmUDE TEMPERI~URE TS ´•F ~E1( 19 m 21 22 n a 25 26 21 CC)

I 1 i ""’I ’I ’""nna gCI~SOLUTE IH. H6. IW TnOU,DS OF FEET m

m r

a w

n

LYCOMING OPERATOR’S MANUAL0-235AND 0-290 SERIES SECTION 3

FUEL FLOW vs. HORSEPOWERAVCO LYCOMING 0-235-N, -P SERIES

CURVE NO. 13401

10

MINIMUM--ALLOWABLE FUEL FLOW

rrI

i

8uj

Iu-

w

u.

60 70 80 90 100 110 120

BRAKE HORSEPOWER

Figure 3-14. Fuel Flow vs. Horsepower0-235-N, -P Series

3-25

o mc; LYCOMING AIRCRAFT ENGINE PERFORMANCE DATA C~

c3SEA LEVEL PERFORMANCE ZERO RAM ALTIIUOE PERFORMANCE ct

CURYEN013402 OTO FIND ACTUAL ~ORSEPOWER FROM( I I I I I I i I I I I I i MP~XIMUM POWER MIXTUREUNLESSOTHER´• ZALTITUDE R P M MANIFOLD PRESSURE AND

WISE NOTED OA1R INLET TEMPERATURE

ENGINE MODEL 0´•235´•N. -P SERIES COMPRES´•Ii LOCATE A ON FULL THROTTLE ALTITUDE

SION RATIO 81 CARBURETORCURVE FOR GIVEN RPM MANIFOLDr PRESS I I I I i I t 1 I I I I 1 I i I I I MARVEL SCHEBLER Md´•3PI MA-3PI FUEL

q~ d rOC I i I RI~EO WWEI2 LOCATE B ON SEA LEVEL CURVE FOR R P M GRADE MINIMUM 100/1WLL

~I 28W RPM3 CONNECT A B C 9Y STRAIGHT LINE ANDCI)

READ HORSEPOWER AT GIVEN ALTITUDE O ENGINE V)

0 4 MODIFY HORSEPOWER AT O FOR VARIATION t RPM 1 I II( i 120

OF AIR INLLT TEMPERATURE T FROMI _i I+ I I a L28 I I /t~ FULLTnqorrLERP,MCn´• ST"NDARO ALTITUDE TEMPERATURE TS BY I I I

FORMULA Z r1/3 1 /60´•Ts(D a r)

o P) H P AT D 460 i ACTUAL H P I PIBS 3RY MANIFOLD

PRESSURE IN HG CtjrcD 100

w APPROXIMATtiY 1% CORRECTION FOR

U1 C EACH IOOF VARIATION FROMTSOCD v, Z

4 901 1 I I I I ii i I i I I I I i I C,r

~da Ox

CD c~ 90 mr~ en,c´• lrmC o

Q r w(p I I I I v/lv /I I I 1 70 cn

OCd Y

(D CORRECT FOR OIFFERENCE BETWEEN STD ALT ~L: 7cIP 60 .I,H ,,r,, v,TEMP TS I\ND PICTUAL INLET TEMP ;N F~C´• t~

+50O

P~ eor I I i II I I I I I O STIINDARD ALIITUDE IEMPERATURE iS OF o go ~3 Z(P 50 50

is 19 20 21 22 23 21 21 11 !8 29. 1 1 5 6 S a !O ii 12 11 1L IS 16 i~ is :9 20 11 Z? 2321 M CSEA ~dABSOLUTE MANIFOLO PRESSURE. IN. HG. LEVEL PRESSURE ALTITUDE IN THOUSANDS UF FEET

w

n rV3

SECTION

PERIODICINSPECTIONS

LYCOMING! OPERATOR’S MANUAL

PERIODIC INSPECTIONS

Pl~ge

Pre-Starting Inspection It-iDaily Pre-Flight ..$-225-Hour Inspection 4-250-Hour Inspection 4-2100-Hour Inspection 4-4400-Hour Inspection 4-5Non-Scheduled Inspection ............4-5



SECTION 4

PERIODIC INSPECTION

NOTE

Perhaps no other factor is quite so important to safety and durability ofthe aircraft and its components as faithful and diligent attention to

regula.r checks for minor troubles and prompt repair when they are

found.

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

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

The importance of proper pre-flight inspection cannot be over em-

phasize. Statistics prove several hundred accidents occur yearly directlyresponsible to poor pre-flight,

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

4-1



I. DAILY PRE-FLIGHT.

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

d. See that fuel tanks are full.

e. Check fuel and oil line connections, note minor indications for repairat 50 hour inspection. Repair any major leaks before aircraft is flown.

f. Open the fuel drain to remove any accumulation of water and eedi-ment.

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

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

i. Induction system air filter should -be inspected and serviced in ac-

cordance with the airframe manufacturer’s recommendations.

2 25-HOUR INSPECTION. After the first twenty-five hours operatingtime, new, remanufactured or newly overhauled engines should undergoa 50 hour inspection including drcllning and renevvng lubricating oil.

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

a IRnition System Remove spark plugs; test, clean and regap.Replace if necesssrv.Examine spark plug leads of cable and ceramics for corrosion and

_

deposits. This condition is evidence of either leaking spark plugs, im-proper cleaning of the spark plug walls or connector e~ds. Where thiscondition is found, clean the cable ends, spark plug walls and ceramicswith a dry, clean cloth or a clean cloth moistened with methyl-ethylketone. Ali parts should be clean and dry before reassembly.

Check ignition harness for security of mounting clamps and be sureconnections are tight at spark plugand magneto tenni~nals.

4-2


0-235 AMD 0-290 SERIES SECTION 4

6. Fuel and Induction S~stem Check primer lines for leaks andsecurity of clamps. Drain carburetor and clean carburetor fuelstrainer. Check mixture control and throttle linkage for travel,freedom of movement, security of clamps and lubricate if necessaryCheck carburetor air intake ducts for leaks, security, filter damage;evidence of dust or other solid material in the ducts is indicative ofinadequate filter care or damaged filter. Check vent lines for evidenceof filter or oil seepage; if present, fuel pump may require replacement.

c. Lubrication System Check oil lines for leaks, particularly at con-nections; for security of anchorage and for weardue to rubbing or

vibration, for dents and cracks.

Drain and refill sump with new oil on installation not employingreplaceable external oil filter. See the latest revision to Service In-struction No. 1014 for recommended lubricating oils. Seasonal gradesare listed in Section 3, Paragraph 8 of this manual.

Remove oil suction and oil pressure screens and clean thoroughly.Note carefully for presence of metal particles that are indicative ofinternal engine damage.

If engine is equipped with external oil filters, replace at this time.Before disposing of filter, check interior for traces of metal particlesthat might be evidence of internal engine damage.

d. Exhaust System Check attaching flanges at exhaust ports on

cylinders for evidence of leakage. If they are loose, they must beremoved and machined flat before they are reassembled and tightened.Examine exhaust manifolds for general condition.

e. Cooling System Check cowling for damage and secure anchorage.Any damaged or missing part of the cooling system must be repairedor replaced before the aircraft resumes operation.

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

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

4-3

~LPAVCO LYCOMING OPERATOR’S MANUAL

SECTION 4 0-236 AND 0´•290 SERIES

Heavy discoloration and appearance ofseepage at the cylinder headand barrel attachment area is usu~llv due to emission of thread lubri-cant used during assembly of the barrel at the factory, or by slight gasleakage which stops after cylinder has been in service for awhile. Thiscondition is neither harmful nor detrimental to the engine performanceand operation. If it can be proven that the leakage exceeds these con-ditions, the cylinder should be replaced.

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

a. Electrical System Check all wiring connected to the engine or ac-cessories. Any shielded cables that are damaged should be replaced.Replace faulty clamps or loose wires and check terminals for securityan~ cleanliness.

b. MaRnetos Check condition of breakers points. Check for excessiveoil in t~he brealrer compartment, if found, ~Klpe dry with a clean lintlesscloth. The felt locate~t at the breaker points shbuld. be lubricated inaccordance with the magneto manufacturer’s instructions. Checkmagneto to engine timing. Timing procedure is described in Section 5,Paragraph Ib of this manual.

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

d Cylinders Check visually for cracked or broken fins.

e. Engine Mounts Check engine mounting bolts and bushings forsecunty and excessive wear. Replace any bushings that are excessively worn.

f. Primer Nozzles Disconnect primer nozzles from engine and check~for equal flow.

n. Value Rockers (0´•235 and 0-2~0-0)- Check clearance. See Page 5-15,Paragraph 11 for valve rocker clearance.

h. Carburetor Check throttle body. attaching screws for tightness.The correct torque for these screws Is 40 to 50 inch pounds.

4´•4



i. Lubrication System Drain and renew lubrication oil. Replace oilfilter.

5. 466-HOUR INSPECTION. In addition to the items listed for dailypre-flight, 50 hour and 100 hour inspections, the following maintenancecheck should be made after every 400 hours of operation.

Value Inspection Remove rocker box covers and check for freedom ofvalve rockers when valves are closed. Look for evidence of abnormalwear or broken parts in the area of the valve tips, valve keeper, springsand spring seat. If any indications are found, the cylinder and all of itscomponents should be removed (inciuding the piston and connecting rodassembly) and inspected for further damage. Replace any parts that donot conform with limits shown in the latest publication of Special Ser-vice Publication No. SSP1776.

6 N~N-SCHEL)ULED INSPECTIONS. Occasionally, service bulletinsor service instructions are issued by Avco Lycoming Division that re-quire inspection procedures that are not listed in this manual. Suchpublications, usually are limited to specified engine models and becomeobsolete after corrective modification has been accomplished. All suchpublications are available from Avco I,ycoming distributors, or from thefactory by subscription. Consult Service Letter No. L114 for subscrip-tion information. Maintenance facilities should have an up-to-date file ofthese publications available at all times.

4-5

SECTION

MAINTENANCEPROCEDURES

LYCOMIN~ OPERATOR’S MANUAL

MAINTENANCE PROCEDURES

Page

Ignition and Electrical System

Harness and Wire Replacement 5-1

T~ming Magnetos to Engine .........5-1Generator or Alternator Output ,,,,,,5-6

Fuel System

Repair of Fuel Leaks ...............5.7Carburetor Inlet Screen Assembly 5-7Fuel Grades and Limitations ........5-7Air IntakeDucts and Filters ......,.5-7Idle Speed and Mixture adjustment 5-7

Lubrication System

Oil Grades and Limitations ~5-8Oil Sump Capacity ~5.8Oil Suction and Oil Pressure Screens ,,5-8Oil Relief Valve 5.9

Cylinder Assembly

Removal of Cylinder Assembly ,,,,,,5-9Assembly of CylinderAssembly ....5-12

Generator Drive Belt Tension ,,,,,,,,5-14



SECTION 5

MAINTENANCE PROCEDURES

The procedures described in this section are provided to guide and in-struct personnel in performing such maintenance operations that may berequired in conjunction with the periodic inspections listed in thepreceding section. No attempt is made to include repair and replacementoperations that will be found in the applicable Avco Lycoming OverhaulManual.

1. IGNITION AND ELECTRICAL SYSTEM.

a. Ignition Harness and Wire Replacement In the event that an ig-nition harness or an individual lead is to be replaced, consult the wir-ing diagram to be sure harness is correctly installed. Mark location ofclamps and clips to be certain the replacement is clamped at correctlocations

b. Timing Magnetos to Engine Although several combinations ofmagnetos are used on this series engines, (see Table of Models formodel application) the timing procedures, in the following paragraphs,are the same for all magnetos.

NOTE

Either the impulse coupling or retard breaker magneto (whicheuer is ap-plicable) is installed on the left side of the engine.

(1) Remove a spark plug from No. 1 cylinder and place a thumb overthe spark plug hole. Rotate the crankshaft in direction of normalrotation until the compression stroke is reached, this is indicated bya positive pressure inside the cylinder tending to push the thumb offthe spark plug hole. Continue rotating the crankshaft in direction ofnormal rotation until the advance timing mark on the front face ofthe starter ring gear is in exact alignment with the small hole locatedat the two o’clock position on the front face of the starter housing.Consult specification for correct timing mark for your installation.At this point, the engine is ready for assembly of the magnetos.

6-1



II B

7v Il L~p

I/1 3

4I\

IP

\Z~4

\I C’(I

I I~,e

FIRING ORDER 1-3-2-4

Figure 5-1. Ignition Wiring Diagram

5-2


0-236 AND 0´•290 SERIES SECTION 5

2

Il ItII III i I IIr I

3

4I

I Iii I\I II I/ I I)I II III ii iiir

IIII

I I


Figure 5-2. Ignition Wiring Diagram (Optional)

5-3

LYCOMINC OPERATOR’S MANUAL


iXg

P


Figure 5-3. Ignition Wiring Diagram (Optional)

5-4



All timing procedures, except positioning the magneto in the numberone cylinder advance engine firing position, are the same for allmagnetos.

The method of positioning the Slick magnetos in the number one

cylinder advance engine firing position is contained in the followingpara~aphs. The method for Bendix magnetos may be found on page 5-6.

(Impulse CouplingMagneto) Hold the No. 1 lead wire spring 1116 in. to1/8 in. away from the magneto frame and turn the impulse coupling oneclick at a time until a strong spark jumps between the spring and theframe. Hold the magneto firmly so the coupling will not move beyondthe point where it trips and the spark occurs. Reverse the rotation ap-proximately 250 until the timing pin hole appears in the center of thevent plug hole. Hold the rotor by inserting the timing pin, and line thetiming pin with the center of the vent plug hole.

(Conventional Magneto) Hold the No. 1 lead wire spring 1/8 in. awayfrom the frame. Turn the gear counter-clockwise vigorously through theflux lines until a strong spark occurs at the lead. Reverse the rotation in-to the flux until the timing pin hole appears in the center of the vent plughole and insert the timing pin into the hole.

5-5

LYCOM ING OPERATOR’S MANUAL


NOTE

If the crankshaft is accidently turned in the direction opposite normalrotation, repeat the above procedure as accumulated backlash utill makethe final timing incorrect.

(2) Remove the inspection plugs from both magnetos and turn thedrive shafts in direction of normal rotation until the first paintedchamfered tooth on the distributor gear is aligned in the center ofthe inspection window. Being sure that the gear does not move fromthis position, install gaskets and magnetos on the engine. Securewith washers and nuts; tighten only finger tight.

NOTE

In order to turn the shaft on an impulse coupling magneto, depress thepaul on the impulse coupling with the Fnnge.

(3) Using a battery powered timing light, attach the positive lead toa suitable terminal connected to the ground terminal~of the magnetoand the negative lead to any unpainted portion of the engine. Rotatethe magneto in its mounting flange to a point where thelight comeson, then slowly turn it in the opposite direction until the light goesout. Bring the magneto back slowly until the light just comes on.Repeat this with the second’magneto.

NOTE

Some timing lights operate in the reverse manner as described above, thelight comes on whenhe breakerpoints open. Check your timing light in-structiotts.

(4) After both magnetos have been timed, check, as described below,to ascertain that both magnetos are set to fire simutaneously.

(5) Back off the crankshaft a few degrees, the timing lights should goout. Bring the crankshaft slowly back in direction of normal rotationuntil l;hetiming mark and the hole in the starter housing are inalignment. At this point, both lights should go on simultaneously.Tighten nuts to specified torque (150 inch pounds).

c.Generator or Alternator Output The generator or alternator(whichever is applicable) should-be checked to determine that thespecified voltage and current are being obtained.

5-6



2. FUEL SYSTEM.

a Repair ofFuel Leaks In the event a line or fitting in the fuel systemis replaced, only a fuel soluable lubricant, such as clean engine oil orLoctite Hydraulic Sealant, may be used on the threads. Any otherthread lubricant or compound must not be used.

b. Carburetor Inlet Screen Assembly Remove and check the screen fordistortion or .nRs in the strainer. Replace for either of these con-ditions. Clean assembly in solvent and dry with compressed air. To in-stall the screen asembfy, place the gasket on the assembly and installin the throttle body, then tighten to 35 40 inch pounds torque.c. Fuel Grades and Limitations The recommended aviation grade forsubject engines is listed in the Engine Flight Chart on page 3-8 of thismanual. In the event that the specified fuel is not available at somelocations, it is permissible to use higher octane fuel. Fuel of a loweroctane then specified is not to be used. Under no circumstances shouldautomotive fuel be used (regardless of octane rating).

NOTE

These engines are equipped with solid stem values and should use higheroctane fuel only for limited operation. It is recommended that personnelbe familiar with Service Instruction No. 1070 regarding specified fuel forAvco Lycoming engines.

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

e. Idle Speed and Mixture Adjustment

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

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

(3) Set throttle stop screw 90 that the engine idles at the airframemanufacturer’s recommended idling RPM. If the RPM changesappreciably after making idle mixture adjustment during the suc-ceeding steps, readjust the idle speed.

Fi-7


SECTION 5 0´•23Ei ANI) 0-290 SERIES

(4) When the idling speed has been stabilized, move the cockpitmixture control lever with smooth, steady pull toward the "Idle Cut-Off’’ positiori and observe the tachometer for any change during theleaning process. Caution must be exercised to return the mixturecontrol to the "Fuil Rich" position before the RPM can drop to a

point where the engine cuts out. An increase of more than 50 RPMwhile "leaning" out indicates an excessively rich idle mixture. Animmediate decrease in RPM (if not preceded by a momentary in-crease) indicates the idle mixture is too lean.

If the above indicates that the idle adjustment is too rich or toolean, turn the idle mixture adjustment in the direction required forcorrection,´•and check this new position by repeating the aboveprocedure. Make additional adjustments as necessary until a checkresults in a momentary pick-up of approximately 50 RPM. Eachtime the adjustment is changed, the engine shouldbe run up to 2000RPM to clear the engine before proceeding with the RPM check.Make the final adjustment of the idle speed adjustment to obtainthe desired idling RPM with closed throttle. The above method aimsat a setting that will obtain maximum RPM with minimum manifoldpressure. Tn case the setting does not remain stable, check the idlelinkage; an3! looseness in this linkage would cause erratic idling. Inall cases, allowance should be made for the effect of weather condi-tions and field altitude upon idling adjustment.

3. LUBRICATION SYSTEM.

a. Oil @rades and Limitations Service the engine with grade recom-mended in Flight Chart, Section 3-8.

b. Oil Sump Capacity

0-235 Series .6 U.S. Quarts0-290-D and -D2 Series .....8 U.S. &uartsMinimum Safe Quantity In Sump .................2 U.S. Quarts

c. Oil Suction and OilPressure Screens. For engines without a full-flowoil filter, change oil and inspect and clean screens every 25 hours.

NOTE

On installations employing full-flou! oil filters, step c. is not practical atthis time, but should be observed at the 100 hourinspection.

5-8

LYCOMING OPERATOR’S ~ANUAL

0-235 AM) 0-290 SERIES SEC1~ION 5

c. Oil Relief Valve Subject engines are equipped with either an ad-justable or a non-adjustable oil relief valve located in the rightcrankcase half to the rear of no. 3 cylinder pad. The adjustable valvewill maintain the oil pressure within specified iimits by screwing theadjusting screw inward to increase pressure and outward to decreasepressure. The non-adjustable valve can control pressure by the addi-tion of a maximum of nine STD-425 washers under the cap to increasepressure or a spacer (PIN 73629 or 73630) under the cap to decreasepressure.

d. Oil Relie~ Valve (Adjustable)- The adjustable oil relief valve enablesthe operator to maintain engine oil pressure within the specified limits.If the pressure under normal operating conditions should consistentlyexceed the maximum or minimum specified limits, adjust the valve asfollows:

With the engine warmed up and running at approximately 2000RPM, observe the reading on the oil pressure gage. If the pressure isabove maximum or below minimum specified limits, stop engine andscrew the adjusting screw out to decrease pressure and in to increasepressure. Depending on installation, the adjusting screw may have on-ly a screw driver slot and is turned with a screw driver; or may havethe screw driver slot plus a pinned .375-24 castellated nut and may beturned with either a screw driver or a box wrench.

4 CYLINDER ASSEMBLY. Although the complete procedure fordisassembly and reassembly is given here, it is recommended that, as afield operation, cylinder maintenance be confined to replacement of theentire assembly. Valve replacement 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, priming lines and anyclips that interfere with the removal of cylinder.

5-9

LYCO~ING OPERAVOR’S MANUAL


(3) Disconnect ignition cable at spark plugs and remove spark plugs.Remove rocker box cover and rotate crankshaft until piston isapproximately at top center of the compression stroke.

(4) Remove valve rockers by sliding the valve rocker shaft asideenabling the valve rockers to be removed. Valve rocker shaft can beremoved when the cylinder is taken from the engine.

(5) Remove push rods by grasping the ball end and puiling rod out ofshroud tube.

(6) Remove cylinder base nuts and pull cylinder directly away fromthe crankcase. Do not allow the piston to drop against the crankcaseas the piston leaves the cylinder. Hold shroud tubes to prevent theirfalling.

NOTE

The tappets, push rods, rocker arms and valves must be identified so

that they can be assembled in the same location from which they were

removed.

b. Removal of Valves and Valve Springs from Cylinder Place thecylinder over a block of wood so as to hold the valves in a closed posi-tion. Compress the valve springs using the valve spi´•ing compressor.Remove the split keys from the end of the valve stem. The valve spr-ings and valve spring seats may now be removed from the cylinderhead. Hold the valve stems so that the valve will not fall out andremove the cylinder from the holding block. The valves may now beremoved from the inside of the cylinder.

c. Removal of Piston from Connecting Rod Remove the piston pinplugs. Insert piston pin puller through piston pin, assemble puller nut;then proceed to remove piston pin. Do not allow connecting rod to reston cylinder pad of the crankcase. Support with heavy rubber bands,discarded cylinder base oil ring seals or any other method.

5-10



d Removal of Hydraulic Tappet Sockets and Plunger Assemblies(0-200-112 Series) It will be necessary to remove and bleed thehydraulic tappet plunger assembly so that dry tappet clearance can bechecked when the cylinder assembly is reinstalled. This is accomplish-ed in the following manner: A special Avco Lycoming tool is availablefor removal of the sockets and plunger assemblies. In the event thetool is not available, proceed as described below.

The hydraulic tappet socket may usually be removed by insertingthe forefinger into the concave end of the socket. The socket will usual-ly stick to the finger firmly enough to be pulled out of the tapper body.If the socket cannot be removed in this manner, it may be removed bygrasping the edge of the socket with a pair of needle nose pliers.However, care must be exercised to avoid scratching the socket. Toremove the hydraulic tappet plunger assembly, use special AvcoLycoming service tool. In the event that the tool is not available, thehydraulic tappet plunger assembly may be removed by bending a hookin the end of a short piece of lockwire, inserting the lockwire aroundthe edge of the plunger assembly, and turning the wire so that thehook engages the spring of the plunger assembly. Draw the plungerassembly out of the tappet body by gently pulling the wire.

CAUTION

Never use a magnet to remove hydraulic plunger assemlies F´•om thecrankcase. This can cause the check ball to remain off its seat, renderingthe unit inoperative.

e. Assembly of Valves in Cylinder Prelubricate valve stems withMolytex Grease O or equivalent and insert each valve stem in itsrespective valve guide. Place cylinder over a block of wood so that thevalves are held against the seats and assemble the lower valve springseat, auxiliary valve seat and outer valve spring over the valve stemand guide. Place the upper valve spring seat on top of the springs.

NOTE

When installing valve springs, place the dampener end of spring (closewound coils marked with dye or lacquer) toward the cylinder.

5-11



Using a valve spring compressor, compress the valve springs andplace the split keys in the groove around the upper end of the valvestem. Slowly release the pressure on the valve spring compressor andallow the upper spring seat to lock itself in place around the valvekeys

f. Assembly of Hydraulic Tappet Plunger Assemblies (0-290-D2Series) To assemble the unit, unseat the ball by inserting a thin cleanbronze wire through the oil inlet hole. With the ball off its seat, insertthe plunger and twist clockwise so that the spring catches.

g. Assembly of Cylinder and Related Parts Rotate the crankshaft sothat the connecting rod of the cylinder being assembled is at the topcenter position with both tappets on the low side of the cam in a posi-tion that corresponds with both valve closed.

(1) 0-29002 Series Place each hydraulic tappet plunger assembly inits respective body and assembly socket on top of plunger assembly.(2) Assemble piston so that the cylinder number stamped on thepiston pin boss is toward the front end of the engine. The piston pinshould be a push fit. If difficulty is experienced in inserting thepiston pin, it is probably caused by carbon or burrs in the piston pinhole. During assembly, always use a generous amount of oil, both inthe piston pin hole and on the piston pin.(3) Assemble one piston pin plug at each end of the piston pin andplace a new cylinder base oil seal ring around the cylinder skirt. Coatpiston, rings and the inside of the cylinder generously with oil.

(4) Using a piston ring compressor, assemble the cylinder over thepiston so that the intake and exhaust ports are toward the bottom ofthe engine.

(5) Push the cylinder down onto the cylinder mounting studs.

(6) Insert a new shroud tube oil seal over each end of shroud tube.

(7) Pull the cylinder back far enough to insert one end of each shroudtube into position in the cylinder head, and hold shroud tube so thatrubber seals will enter the seal seats in the crankcase. Push thecylinder all the way down.

5-12

CYCO~1ING OPEWATOR’S MANUAL


NOTE

Before installing cylinder base hold down nuts, lubricate the crankcasethru-stud threads with any one of the following lubricants.

i. 90% SAE 50W engine oil and 10% STP.

2 Parker Thread Lube.

3 60% SAE 30W engine oil and 400~0Parker Thread Lube.

(8) Assemble the cylinder base hold down nuts and tighten as

directed in the following steps.

NOTE

At anytime a cylinder is replaced it is necessary to retorque the thru-studs on the cylinder on the opposite side of the engine

(a) Tighten the 1/2 inch or 7116 inch hold down nuts to 300 inchpounds (25 foot pounds) torque in the following sequence: Beginwith the upper right hand nut and proceed in a clockwise direction.

(b) Repeat the above steps and tighten the 1/2 inch hold down nutsto 600 inch pounds (50 foot pounds) or 7116 inch hold down nuts to420 inch pounds (35 foot pounds) torque using the exact sequencestated.

(C) Tighten the 3/8 inch hold down nuts to 300 inch pounds ~25 footpoureds) torque; sequence of tightening is optional.

NOTE

Some 0´•235 c~en’es engines employ only 3/8 inch hold down nuts. Tightenthese nuts to 300 inch pounds (25 foot pounds) torque using the tighten-ing sequence stated in step (a~

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

Fi-l

LYCOM)NG OPERATOR’S MANUAL


CAUTION

After all cylinder base nuts have been tightened remove any nicks in thecylinder fins by filing or burn’ng.

(9) Assemble each push rod in its respective shroud tube, andassemble each rocker in its respective position by placing rockerbetween bosses and sliding valve rocker shaft in place to ret’ainrocker.

(10) 0-29~-02 Series Be sure that the piston is at top center com-pression stroke and that both valves are closed. Check clearance bet-ween the valve stem tip and the valve rocker. In order to check thisclearance, place the thumb of one hand on the valve rocker directlyover the end of the push rod and push down so as to compress thehydraulic tappet spring. While holding the spring compressed,check valve clearance, which should be between .028 and .080 inch.If the clearance does not come within these limits, remove the pushrod and insert a longer or shorter push rod, as required to correctclearance.

NOTEInserting a long rod toill cause a decrease in valve clearance.

(11) 0-235 Series Be sure that the piston is at top centercompression stroke and that both valves are closed. Assembleadjusting screw in valve rockers and using clearance gage adjust theclearance between the valve tip and valve rocker. Ad3iust in thefollowing manner:

Set tappets with .007 in. .009 in. clearance cold. Recheck tappetclearance after run-in, clearance should be from .006 in. to .012 in.After adjusting, lock the adjusting screw in place with the locknut.

(12)All Engines Install gaskets and rocker box covers, intake pipes,drain tubes and exhaust manifold. Install spark plugs and ignitionharness.

5 GENERATOR DRIVE BELT TENSION. Check the tension of a newbelt 25 hours after installation. Refer to Service Instruction No. 1129 formethods of checking generator drive belt tension.

5-14

SECTION

TROUBLESHOOTING

kYCOh~lllNG OPERATBR’S MANUAL

TBOUBEE-SHBOTING

Page

Failure of Engine to StartFailure of Engine to Idle Properly 6.2Low Power and Uneven Running. &2Failure of Engine to ~evelop FullPower 6~3Rough Engine ~6-3Low Oil Bressure ~6-4High 8il %emperature ~6-4Excessive Qil Consumptisn ~6-5Cold Weather Difficulties 6-5Engine Does Not Stop



SECTION 6

TROUBLE-SHOOTING

General Experience has proven the best method of "trouble-shooting"is to decide on the various possible causes of a given trouble and then toeliminate these causes one by one, beginning with the most probable.The following chart lists some of the more commdn engine troublesusually found in maintaining aircraft engines.

TROUBLE PROBABLE CAUSE REMEDY

Failure of Engine Lack of fuel Check fuel system forto Start leaks. Fill fuel tank. Clean

dirty lines, strainers orfuel cocks.

Underpriming Prime with engine primingsystem.

Overpriming Open throttle and "unload"engine.

Incorrect throttle Set at 1/4 open position.setting

Defective spark Clean and adjust or replaceplugs spark plug or plugs.

Defective battery Replaced with chargedbattery.

Improper operation Clean points. Check inter-of magneto breaker nal timing of magnetos.points

Water in carburetor Drain carburetor and fuellines.

6-1


SECTION 6 0´•235 AND 0-290 SERIES


Failure of Engine Internal failure Check oil sump strainerto Start (Cont.) for metal particles. If

found, complete overhaulof engine is indicated.

Failure of Engine Incorrect carburetor Adjust throttle stop toto Idle Properly idle adjustment obtain correct idle.

Idle mixture Adjust mixture.

Leak in the induc- Tighten all connections intion system induction system. Replace

any parts that are defec-tive.

Low cylinder Check condition of pistoncompression rings, and valves.

Insufficient spark Check entire ignitionsystem.

Low Power and Mixture too rich; Check primer shut-offUneven Running indicated by sluggish valve for leakage. Read-

engine operation, justment of carburetor byred exhaust flame at authorized personnel isnight. Extreme cases indicated.in2licated by blacksmoke from exhaust.

Mixture too lean; Check fuel lines and filtersindicated by over- for dirt or other restric-heating or back- tions. Readjustment offiring, carburetor is indicated.

Leaks in induction Tighten all connections.system Replace defective parts.

Defective spark Clean or replace sparkplugs plugs.

Poor fuel Fill tank with fuel ofrecommended grade.

6-2


0´•235 AM) a-290 SERIES SECTION 6


Low Power and Magneto breaker Clean points. Check inter-Uneven Running points not working nal timing of magnetos.(Cont.) properly

Defective ignition Check wire with electricwire tester.. Replace any defec-

tive ~re.

Improper ignition Check magnetos for timingtiming and synchronization.

Defective spark Replace connectors onplug terminal spark plug wire.connectors

Incorrect valve Adjust valve clearance.clearance

Failure of Engine Throttle lever out Adjust throttle lever.to Develop Full of adjustmentPower

Leak in the induc- Tighten all connections,tion system and replace defective

parts.

Restriction in Examine air scoop andcarburetor air remove restrictions.scoop Clean air filter.

Improper fuel Fill tank with recom-mended fuel.

Faulty ignition Tighten all connections.Ch~eck system with tester.Check ignition timing.

Rough Engine Cracked engine Replace mount.mount.

Unbalanced Remove propeller and havepropeller it checke~ f~r balance.

6-3

tYCOMING OPERATOR’S MANUAL



Rough Engine Defective mounting Install new mounting(Cont.) bushings bushings.

Malfunctioning Check entire engine.engine

Low Oil Pressure Insufficient oil Fill sump to proper levelwith oil of recommendedgrade.

Air lock or dirt in Remove and clean oilrelief valve pressure relief valve.

Leak in suction line Check gasket betweenor pressure line. accessory housing and

crankcase.

Dirty oil strainers Remove and clean oilstrainers.

High oil See "High Oil Temp-temperature erature" in "Trouble"

column.

Defective pressure Replace gage.gage.

Stoppage oil pump Check line for obstructionintake passage Clean suction strainer.

High Oil Insufficient air Check air inlet and outletTemperature cooling for deformation or

obstruction

Insufficient oil Fill oil sump to propersupply level with oil of recom-

mended g-rade.

Low grade of oil Replace with oil conform-ing to specification.

Clogged oil lines or Remove and clean oilstrainers strainers.

6-4

LYCOMING OPERATOR’S MANUA1,



High Oil Excessive blow-by Usually caused by wornTemperature or stuck rings. Complete(Cont.) overhaul required.

Failing or failed Examine sump for metalbearing particles. If found, com-

plete overhaul of engine19 Indicated.

Defective tempera- Replace gage.ture gage

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

Failing or failed Check sump to metalbearing particles.

Worn piston rings. Install new rings.Incorrect instal- Install new rings.lation of pistonrings

Cold Weather Cold oil Move aircraft into aDifficulties heated hanger. Heat oil.

Inaccurate pres- In extreme cold weather,sure readings oil pressure readings up

to approximately 100 lbs.do not necessarily indicatemalfunctioning.

Weak battery Install fully chargedbattery.

Overpriming Leave throttle open andignition "off". Put mixturecontrol in "Idle Cut-Off"and crank until enginestarts. Immediately returnto "full rich" mixture.

6-5




Engine Does Linkage does not Readjust linkage for fullNot Stop permit full travel travel.

of "Idie Cut-Off"

Leaking Overhaul carburetor."Idle Cut-Off"

Faulty ignition Check ground wires,switch overhaul switch.

6-6

SECTION

INSTALLATION ANDSTORAGE

LYCOM ING.OPERATOR’S MANUAL

INSTALLATION AND STORAGE

Page

Preparation of Engine for Installation ..7-1

General.. ......7-2

Inspection of Engine Mounting ....,.7-2

Attaching Engine to Mounts ........7-2Oil and Fuel Line Connection ........7-2

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

Preparation of Carburetor for Installation 7-2

Corrosion Prevention in Engine Installedin Inactive Aircraft .............7´•3

Installation Drawing ..,,.,.,.,...,.7-5


0-235 AND 0-290 SERIES SECTION’B

SECTION 7

INSTALLATION AND STORAGE

1. PREPARATION OF ENGINE FOR INSTALLATION. Before in-stalling an engine that has been prepared for storage, remove alldehydrator plugs, bags of dessicant and preservative oil from the engine.Preservation oil can be removed by removing the bottom spark plugsand turning the crankshaft three or four revolutions by hand. Thepreservative oil will then drain through the spark plug holes. Drainingwill be facilitated if the engine is tilted from side to side during the aboveoperation. Preservative oil which has accumulated in the sump can bedrained by removing the oil sump plug. Engines that have been stored ina 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 thecylinders. If this is not possible, heat the cylinders with heat lampsbefore attempting to drain the engine,

After the oil sump has been drained, the plug should be replaced,safety-wired, and the sump refilled with lubricating oil. The crankshaftshould again be turned several revolutions to saturate the interior of theengine with the clean oil. When installing spark plugs, make sure thatthey 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 opera-tion, the lubricating oil should be drained while the engine is hot, Thiswill remove any residual preservative oil that may have been present.

CAUTION

Do not rotate the crankshaft of an engine containing preservative oilbefore removing the spark plugs, because if the cylinders contain ap-preciable amount of mi~eture, the resulting action Known as hydraulic-ing, will cause damage to the engine. Also, any contact of the prese~vative oY with painted surfaces should be avoided

7-E

LVCO~1ING OPERATOR’S MANUAt


General Should any of the dehydrator plugs, containing crystals of

silica-gel or similar material, be broken during their term of storage or

upon their removal from the engine, and if any of the contents should fallinto the engine, that portion of the engine must be disassembled andthoroughly cleaned before using the engine. The oil strainers should beremoved and cleaned in gasoline or some other hydrocarbon solvent. Thefuel drain screen located in the fuel inlet of the carburetor should alsobe removed and cleaned in a hydrocarbon solvent. The operator shouldalso note if any valves are sticking. If they are, this condition can beeliminated by coating the valve stem generously with a mixture of

gasoline and lubrication oil.

Inspection of Engine Mounting If the aircraft is one from which an

engine has been removed, make sure that the engine mount is not bent ordamaged by distortion or misalignment as this can produce abnormalstresses within the engine.

Attaching Engine to Mounts See airframe manufacturer’s reconunen-dations for method of mounting the engine.

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

Propeller Installation Consult the airframe manufacturer for informa-tion relative to propeller installation.

2. PREPARATION OF CARBURETORS FOR INSTALLATION.

Carburetors that have been prepared for storage should undergo the

following procedures before being placed in service.

Carburetor Remove the fuel drain plug and drain preservative oil.Remove the fuel inlet strainer assembly and clean in a hydrocarbon sol-vent. Reinstall the fuel drain plug and fuel inlet strainer assembly.

7-2

LVCOMING OPERATOR’S MANUA1,


CORROSION PREVENTION IN ENGINES INSTALLEDIN INACTIVE AIRCRAFT

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

NOTE

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

a; As soon as possible after the engine is stopped, move the aircraftinto the hanger, or other shelter where the preservation process is tobe performed.

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

c. Spray the interior of each cylinder with approximately (2) ounces ofcorrosion preventive oil while cranking the engine about five ~5)revolutions with the starter. The spray gun nozzle may be placed ineither of the spark plug holes.

NOTE

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

d. With the crankshaft stationary, again spray each cylinder throughthe spark plug holes with approximately two ounces of corrosionpreventive oil. Assemble spark plugs and do not turn crankshaft aftercylinders have been sprayed.

7-3

LYCOM ING OPERATOR’S MANUAL.


The corrosion preventive oil to be used in the foregoing procedureshould conform to specification MIL-L-6529, Type 1 heated to2000F./2200F. (930C.11040C.) spray nozzle temperature. It is not

necessary to flush preservative oil from the cylinder prior to flying theaircraft. The small quantity of oil coating the cylinders will be expelledfrom the engine during the first few minutes of operation.

NOTE

Oils of the type mentioned are to be used in Avco Lycoming aircraft forcorrosion prevention. only, and not for lubrication. See the latest editionofA vco Lycoming Service Ins truction No. 1014 and Service Bulletin No.318 for recommended lubricating oil.

7-4

MANIFOLD PRESSURE CONN.BREATHER FITTINGPRIMER CONN. SSTARTER

RING GEARVACUUM PUMP PAD Q

r;O

ACCESSORY OIL ZRETURN 6,

i 1 O

VENT CONN. m;R

-IFUEL PUMP OOUTLET

STARTER I V,

PRIMER OR MANIFOLD I LINE CONN.

PRESSURE CONNECTION-~ tOIL SUCTION SCREEN .MOUNTING PAD C

011 DRAIN PLUG I

Zc~n Figure 7-1. Installation Drawing Left Side View 4~

;1 WTACHOMETER CONN. OIL PRESSURE SCREENm mOIL FROM COOLER VACUUM PUMP PAD OIL PRESSURE GAGE CONN.

rjTYPE S4LN-204 CIRETARD TERMINAL O

TYPE S4LN-200 ZOIL FILTER PLUG AND

OIL LEVEL GAGE

0\) I/O

r~Tln ~D\Gzh ii

Ob ~Ct

ZI~

o O

TERMINAL

´•pGROUND m

ACCESSORYOIL RETURN e

i~n o

VENT LINE CONN. n I I FUEL PUMP INLET

v,

OIL TO COOLERZC

OIL SUCTION SCREEN .u,m rPmFigure 7-2. Installation Drawing Recu:View m

e

UI

MAGNETO S4LN-2 rM~jPEIO SI~LN-ZO

fo m

m

re~-<r,

GROUND TERMINALS OVIEW SHOWING S4LN-20 a S4LN-21 (IMPULSE) MI~GNETOS

ZC)

FUEL INLET7~7 O

m7c~

THROTTLE CLOSEDO

42"-30v,

IDLE CUT

MAY BE CHANGED TO SUIT INSTALLATIONANGULAR POSITION OF THROTTLE

64" CmVIEWS OF CARBURETOR

rw

oZ

3 Figure 7-3. Installation Drawings

SECTION

TABLES

LYCOMING! OPER~ATOR’S MANUAL

TABLES

Page

Table of Limits ...8-1

Inspection Forms

After Top Overhaul or Cylinder Change with New RingsGround Run ..8-2

Flight Test 8-3

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

Table o~ Speed Equivalents ...........8-4

Centigrade Fahrenheit Conversion Table. 8-5

Inch Fraction Conversions ............8-6

LYCOh~llNG OPERATOR’S MANUAL


SECTION 8

TABLES

FOR TIGHTENING TORQUE RECOMMENDATIONS AND IN-

FORMATION CONCERNING TOLERANCE~S AND DIMENSIONSTHAT MUST BE MAINTAINED IN AVCO LYCOMING AIRCRAFT

ENGINES, CONSULT LATEST EDITION OF SPECIAL SERVICEPUBLICATION NO. SSP1776.

CONSULT LATEST EDITION.OF SERVICE INSTRUCTION NO.

1029 AND NO. 1150 FOR INFORMATION PERTINENT TO COR-

RECTLY INSTALLING CYLINDER ASSEMBLY.

8-1

mFIXED WING ONLY

GROUND RUN AFTER TOP OVERHAUL Type Aircraft r!OR CYLINDER CHANGE WITH NEW RINGS O

(DO NOT USE AFTER MAJOR OVERWAUL) Registration No.

i. Avoid dusty location and loose stones. Aircraft No.2. Head aircraft into wind.3. All cowlinR should be in place, cowl flaps open. Owner4. Accomplish ground run in full flat pitch.5. Never exceed 2000F. oil temperature. Engine Model r6. If cylinder head temperatures reach 4000F.,shut down and allow engine to cool before S/N Date C,

Ocontinuing. ~LRun-Up ByZ

GROUND RUN C,

Temperature Pressure Temperature Fuel Flow ORPM Icl

Time oil cy oil fuel carb Amb. mMAP L R L R L R L R L R Air L R A

5 min 100010 min 1200 O10 min 1300 5~35 min 1500 ~5:

VI5 minFj min 160017005 min 1 1600 e Z

Mag. Check Adjustment Required After Completion of Ground Run C2*Power Check i. Visually inspect engine(s)

2. Check oil level(s) 56Idle Check c~

FLIGHT TEST AFTER TOP OVERHAPSC"OR CYLINDER CHANGE WITH NEW RINGS

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

r

Tested by O

FLIGHT TEST RECORD ZCI

Temperature Pressure Temperature Fuel Flow ORPM

Time oil oil fuel carb Amb. mMAP Air L R ;RL R L R L R L R L R

(CLimbll I I I I I I I I I I I I l~dCruise I I I I I I I i I I I I I I I I ~f: ~O,

vl

Adjustments Required After Flight After Test Flighte Z

i. Make careful visual inspection of engine(s). C2. Check oil level(s).3. If oil consumption is excessive, (see operator’s r

manual for limits), remove spark plugs and checkZ cylinder for seeling. I


SECTION 8 0-235 ArVD a-290 SERIES

FULL THROTTLE HP AT ALTITUDE(Normally Aspirated Engines)

Altitude "/o S. L. Altitude S. L. Altitude S. L.Ft. H. P. Ft. H. P. Ft. H. P.

0 100 10,000 70.8 19,500 49.1500 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 39.59,000 73.5 19,000 50.0 25,000 38.5

TABLE OF SPEED EQUIVALENTS

Sec.lMi. M. P. Il. Sec.lMi. M. P. H. Sec.lMi. M. P. Il.

72.0 50 24.0 150 14.4 25060.0 60 22.5 160 13.8 26051.4 70 21.2 170 13.3 27045.0 80 20.0 180 12.8 28040.0 90 18.9 190 12.4 29036.0 100 18.0 200 12.0 30032.7 110 17.1 210 11.6 31030.0 120 16.4 220 11.2 32027.7 130 15.6 230 10.9 33025.7 140 15.0 240 10.6 340

8-4



CENTIGRADE-F’AHRENMEIT CONVERSIOI TABLE

Example: To convert 200C. to Fahrenheit, find 20 in the center columnheaded (F-C); then read 68.00F. in the column (F) to the right. To convert200F. to Centigrade; find 20 in the center column and read -6.670C. in the(C) column to the left.

C F-C F C F-C F

56.7 -70 -94.0 104.44 220 428.0-51.1 -60 -76.0 110;00 230 446.0-45.6 -50 -58.0 115.56 240 464.0-40.0 -40 -40.0 121..11 250 482.0-34.0 -30 -22.0 126.67 260 500.0-28.9 -20 -4.0 132.22 270 518.0-23.3 -10 14.0 137.78 280 536.0-17.8 0 32.0 143.33 290 554.0-12,22 10 50.0 148.89 300 572.0-6.67 20 68.0 154.44 310 590.01.11 30 86.0 160.00 320 608.04.44 40 104.0 165.56 330 626.010.00 50 122.0 171.11 340 644.015.56 60 140.0 176.67 350 662.021.11 70 158.0 182.22 360 680.026.67 80 176.0 187.78 370 698.032.22 90 194.0 193.33 380 716.037.78 100 212.0 198.89 390 734.043.33 110 230.0 204.44 400 752.048.89 120 248.0 210.00 410 770.054.44 130 266.0 215.56 420 788.060.00 140 284.0 221.11 430 806.065.56 150 302.0 226.67 440 824.071.00 160 320.0 232.22 450 842.076.67 170 338.0 237.78 460 860.082.22 180 356.0 243.33 470 878.087.78 190 374.0 248.89 480 896.093.33 200 392.0 254.44 490 914.098.89 210 410.0 260.00 500 932.0

8-5


SECTION 8 0-235 AM) 0-290 SERIES

INCH FRACTIONS CONVERSIONSDecimals, Area of Circles and Miilimeters

Inch Decimal Area MM Inch Decimal Area MMFraction Equiv. Sq. In. Equiv. Fraction Equiv. Sq. In. Equiv.

1/64 .0156 .0002 .397 1/2 .5 1964 12.7001/32 .0312 .0008 .794 17/32 .5312 .2217 13.4943/64 .0469 .0017 1.191 35/64 .5469 .2349 13.8911116 .0625 .0031 1.587 9116 .5625 .2485 14.2883/32 .0937 .0069 2.381 19/32 .5937 .2769 15.0817/64 .1094 .0094 2.778 39/64 .6094 .2916 15.4781/8 .125 .0123 3.175 5/8 .625 .3068 15.8755/32 .1562 .0192 3.969 21/32 .6562 .3382 16.66911/64 .1719 .0232 4.366 i 43/64 .6719 .3545 17.065

3116 .1875 .0276 4.762 1 11/16 .6875 .3712 17.4627/32 .2187 .0376 5.556 23/32 .7187 .4057 18,25615/64 .2344 .0431 ’5.593 47/64 .7344 .4235 18.6531/4 .25 .0491 6.350 3/4 .75 .4418 19.050

9/32 .2812 .0621 7.144 25/32 .7812 .4794 19.84419/64 .2969 .0692 7.540 51/64 .7969 .4987 20.241

5116 .3125 .0767 7.937 13116 .8125 .5185 20.63711/32 .3437 .0928 8.731 27/32 .8437 .5591 21.43123/64 .3594 .1014 9. 128 55/64 .8594 .5800 21.8283/8 .375 .1105 9.525 7/8 .875 .6013 22.22513/32 .4062 .1296 10.319 29/32 .9062 .6450 23.01927/64 .4219 .1398 10.716 59/64 .9219 .6675 23.416

7116 .4375 1503 11.112 15116 .9375 .6903 23.81215/32 .4687 .1725 11.906 31/32 .9687 .7371 24.60631/64 .4844 .1842 12.303 63/64 .9844 .7610 25.003

8-6

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