Mm-Io-360-N1a - 3-31-2016

Engine Maintenance Manual
(Principal Manual)
IO-360-N1A Engine
February 2016
Part No. MM-IO-360-N1A
© 2016 Avco Corporation. All Rights Reserved.

IO-360-N1A Engine
Maintenance Manual
Lycoming Part Number: MM-IO-360-N1A
Contact Us:
Mailing Address:
Lycoming Engines
652 Oliver Street
Williamsport, PA 17701 USA
Phone:
U.S. and Canada Toll Free: +1 (800) 258-3279

Factory
Direct: +1 (570) 323-6181
Lycoming’s regular business hours are Monday through Friday from 8:00AM through 5:00PM
Eastern Time (-5 GMT).
Visit us Online: www.Lycoming.com

IO-360-N1A Engine Maintenance Manual
RECORD OF REVISIONS
Revision Revised
Revision Date By Revision Description
Original Original Release of Maintenance Manual - Part No. MM-IO-360-N1A
© 2016 Avco Corporation. All Rights Reserved Record of Revisions

February 2016 Page i
This page intentionally left blank.
Record of Revisions © 2016 Avco Corporation. All Rights Reserved

Page ii February 2016
SERVICE DOCUMENT LIST

NOTICE: The following is a list of service documents referenced in or incorporated into the
information in this manual. Always refer to the latest revision of any service document
(including any supplements) for changes or additional information.
Number Incorporation Subject

Date
S.B. 201 02/16 Inspection of Crankshaft Flange
S.B. 240 02/16 Mandatory Parts Replacement at Overhaul and During
Repair or Maintenance
S.B. 342 02/16 Fuel Line (Stainless Steel Tube Assy.) and Support
Clamp Inspection and Installation
S.B. 369 02/16 Engine Inspection after Overspeed
S. B. 388 02/16 Procedure to Determine Exhaust Valve and Guide
Condition
S.B. 398 02/16 Recommended Corrective Action for Use of Incorrect
Fuel
S.B. 399 02/16 Action to Take If Loss of Oil Pressure
S.B. 401 02/16 Recommendations for Aircraft Struck by Lightning
S.B. 475 02/16 Crankshaft Gear and Crankshaft Gear End Inspection
and Corrective Action
S.B. 505 02/16 Inspection of Crankshaft I.D. for Corrosion
S.B. 533 02/16 Recommended Action for Sudden Engine Stoppage,
Propeller/Rotor Strike or Loss of Propeller/Rotor
Blade or Tip
S.I. 1009 02/16 Recommended Time Between Overhaul Periods
S.I. 1011 02/16 Tappets and Lifters
S.I. 1029 02/16 Tightening Procedures for Crankcase Thru-Studs and
Bolts
S.I. 1037 02/16 Approved Pistons, Rings and Cylinders for Use on
Lycoming Aircraft Engines
S.I. 1042 02/16 Approved Spark Plugs
S.I. 1043 02/16 Spark Plug Heli-Coil® Insert Replacement
S.I. 1047 02/16 Inspection and Reconditioning Procedures for Nitride
Hardened Steel Cylinders
S.I. 1059 02/16 Pre-Lubrication of Parts Before Assembly
S.I. 1060 02/16 Push Rod Identification
S.I 1070 02/16 Specified Fuels for Spark Ignited Gasoline Aircraft
Engine Models
© 2016 Avco Corporation. All Rights Reserved Service Document List

February 2016 Page iii
SERVICE DOCUMENT LIST (CONT.)

Incorporation
Number Subject
Date
S.I. 1080 02/16 Maintenance Items for Special Attention
S.I. 1098 02/16 Propeller Flange Bushing Location
S.I. 1154 02/16 FAA-Approved Starters and Alternators
S.I. 1243 02/16 Piston Identification
S.I. 1285 02/16 Non-Destructive Testing of Lycoming Engine Parts
S.I. 1301 02/16 Identification of Primer and Fuel Injector Lines
S.I. 1324 02/16 Crankshaft Oil Seals
S.I. 1425 02/16 Suggested Maintenance Procedures to Reduce the
Possibility of Valve Sticking
S.I. 1427 02/16 Field Run-In and Break-In
S.I. 1458 02/16 Connecting Rod Bolts (Identification and Installation)
S.I. 1514 02/16 Roller Tappets Part Information Update
S.I. 1530 02/16 Engine Inspection in Particulate-Laden Environments
S.I. 1555 02/16 Piston Removal, Cleaning, Inspection, and Installation
L114 02/16 Reciprocating Engine and Accessory Maintenance
Publications
L180 02/16 Engine Preservation for Active and Stored Aircraft
L197 02/16 Recommendations to Avoid Valve Sticking
L221 02/16 Warranty Repair of Precision Airmotive Corporation
Fuel Control Products
L247 02/16 Shelf Life Requirements
L253 02/16 Warranty Repair of AVStar Fuel Systems, Inc. Fuel
Control Products
Service Document List © 2016 Avco Corporation. All Rights Reserved

Page iv February 2016
TABLE OF CONTENTS
Subject Page
Title Page _______________________________________________________________________

Record of Revisions .............................................................................................................................. i
Service Document List ....................................................................................................................... iii
Table of Contents ................................................................................................................................ v
Abbreviations and Acronyms ........................................................................................................... xi
Introduction ...................................................................................................................................... xiii
Airworthiness Limitations............................................................................................................... xix
Required Maintenance ................................................................................................. 05-00
— Required Maintenance ............................................................................................................. 1
— General ..................................................................................................................................... 1
—Table 1 - Tools for Service and Maintenance ...................................................................... 1
— Time Between Overhaul (TBO) ............................................................................................... 2
— Safety Precautions - Before Engine Maintenance.................................................................... 2
— Maintenance Practices.............................................................................................................. 3
Time Limits / Inspections ............................................................................................. 05-10
— Engine Inspections ................................................................................................................... 5
Cleaning ......................................................................................................................... 05-30
— Cleaning Guidelines .................................................................................................................. 7
—Table 1 - Cleaning Guidelines for Engine Components ....................................................... 8
— Crankshaft Cleaning ................................................................................................................ 10
— Crankshaft Counterbore Cleaning ........................................................................................... 10
— Crankshaft Gear Cleaning ....................................................................................................... 11
— Tappet Cleaning ...................................................................................................................... 11
— Crankcase Cleaning................................................................................................................. 12
— Cleaning Methods for Non-Destructive Testing ..................................................................... 12
— Grit-Blasting............................................................................................................................ 12
— Soft Carbon Removal .............................................................................................................. 14
— Hard Carbon Removal ............................................................................................................ 14
— Cylinder Cleaning ................................................................................................................... 14
— Piston Cleaning ....................................................................................................................... 15
— Steel, Aluminum, or Magnesium Parts Cleaning .................................................................... 16
© 2016 Avco Corporation. All Rights Reserved Table of Contents

February 2016 Page v
Subject Page
Cleaning (Cont.) ............................................................................................................ 05-30
— Spark Plug Cleaning................................................................................................................ 16
— Lead Deposit Removal ............................................................................................................ 17
— Injection Nozzle Cleaning ....................................................................................................... 17
— Volcanic Ash Removal ........................................................................................................... 18
Unscheduled Corrective Maintenance ........................................................................ 05-50
— Unscheduled Corrective Maintenance .................................................................................... 19
— Lightning Strike ...................................................................................................................... 19
— Engine Overspeed ................................................................................................................... 19
—Table 1 - Overspeed Values for IO-360-N1A Engine ........................................................ 20
— Incorrect Fuel or Fuel Contamination ..................................................................................... 22
— Soaked Engine......................................................................................................................... 23
— Engine on Fire or Near a Fire.................................................................................................. 23
— Hydraulic Lock ....................................................................................................................... 24
— Volcanic Ash/Particulate Contamination ................................................................................ 24
—Table 2 - Action to Take in Volcanic Ash Conditions ........................................................ 25
— Valve Sticking ......................................................................................................................... 26
— Oil Starvation/Sudden Loss of Oil Pressure ........................................................................... 27
— Propeller Strike, Sudden Engine Stoppage or Loss of a Propeller Blade Tip ......................... 28
—Engine Inspection Checklist After Propeller Strike for IO-360-N1A Engine .................... 29
— Non-Destructive Testing
(Magnetic Particle Inspection and Fluorescent Penetrant Inspection.) ................................... 35
Fault Isolation ............................................................................................................................ 12-30
— Recommended Approach to Fault Isolation............................................................................ 37
— Fault Isolation Guide ............................................................................................................... 37
Engine Removal and Return to Service ................................................................................... 72-00
— Engine Removal Prerequisites ................................................................................................ 55
— Engine Removal Procedure ..................................................................................................... 55
— Engine Installation Preparation Requirements ........................................................................ 57
— Return to Service Procedure ................................................................................................... 57
Engine Disassembly ................................................................................................................... 72-05
— Sequence of Engine Disassembly Procedures ........................................................................ 59
Table of Contents © 2016 Avco Corporation. All Rights Reserved

Page vi February 2016
Subject Page
Engine Assembly ........................................................................................................................ 72-10
— Sequence of Engine Assembly Procedures ............................................................................. 65
— General Assembly Practices.................................................................................................... 71
—Corrosion Prevention .......................................................................................................... 71
—Painting the Engine and Engine Components ..................................................................... 71
—Limits and Clearances ......................................................................................................... 73
—Inspections .......................................................................................................................... 73
— Engine Assembly Checklist .................................................................................................... 74
Propeller Flange Bushing Replacement ................................................................................... 72-15
— Propeller Flange Bushing Removal ........................................................................................ 79
— Propeller Flange Bushing Installation ..................................................................................... 79
Crankcase Maintenance ............................................................................................................ 72-20
— Crankcase Disassembly........................................................................................................... 81
— Tappet, Main Bearing, and O-Ring Removal .................................................................... 83
— Propeller Governor Drive Removal/Disassembly.............................................................. 84
— Oil Plug Removal ............................................................................................................... 85
— Crankshaft Idler Gear Shaft Removal ................................................................................ 85
— Piston Cooling Nozzle Removal ........................................................................................ 86
— Crankshaft Disassembly.......................................................................................................... 86
— Connecting Rod Removal .................................................................................................. 86
— Crankcase Inspection .............................................................................................................. 88
— Crankshaft Dimensional Inspection Checklist for IO-360-N1A Engine Models .............. 89
— Crankshaft Inspection ............................................................................................................. 90
— Crankshaft Inspection Checklist for IO-360-N1A Engine Models .................................... 90
— Results of Fluorescent Penetrant Inspection of Crankshaft ............................................... 96
— Crankshaft Corrosion Removal Guidelines ............................................................................ 97
— Table 1 - Corrosion Removal Guidelines .......................................................................... 98
— Alignment Dowel Inspection .................................................................................................. 99
— Crankshaft Bearing Surface Inspection................................................................................... 99
— Bearing Shell Surface Inspection .......................................................................................... 100
— Gear Inspection ..................................................................................................................... 100
— Screwed Fitting Inspection.................................................................................................... 100
— Camshaft Inspection .............................................................................................................. 101
— Connecting Rod Inspection ................................................................................................... 102

February 2016 Page vii
Subject Page
Crankcase Maintenance (Cont.) ............................................................................................... 72-20

— Connecting Rod Parallelism / Squareness Check ................................................................. 105
— Tappet Inspection .................................................................................................................. 106
— Crankshaft Assembly ............................................................................................................ 106
— Alignment Dowel Replacement ....................................................................................... 106
— Crankshaft Gear Installation ............................................................................................ 107
— Expansion Plug Installation ............................................................................................. 109
— Solid-Ring Crankshaft Oil Seal Installation..................................................................... 110
— Connecting Rod Installation............................................................................................. 111
— Piston Cooling Nozzle Installation (if removed) .................................................................. 113
— Crankshaft Idler Gear Shaft Installation ............................................................................... 113
— Oil Plug Installation (if removed) ......................................................................................... 113
— Tappet Assembly Installation................................................................................................ 114
— Crankshaft Bearing and O-Ring Installation ......................................................................... 115
— Propeller Governor Drive Installation................................................................................... 116
— Camshaft Assembly and Installation..................................................................................... 118
— Crankshaft Installation .......................................................................................................... 120
— Crankcase Assembly ............................................................................................................. 121
— Crankshaft Oil Seal Installation ............................................................................................ 127
— Crankshaft Idler Gear Installation ......................................................................................... 128
— Propeller Oil Control Leak Test ............................................................................................ 129
— Propeller Governor Replacement .......................................................................................... 129
— Crankshaft-to-Camshaft Timing Check ................................................................................ 129
Accessory Housing Maintenance .............................................................................................. 72-25
— Accessory Housing Removal ................................................................................................ 131
— Oil Pump Removal ................................................................................................................ 131
— Oil Pump Installation ............................................................................................................ 132
— Fuel Pump Plunger Removal ................................................................................................ 132
— Fuel Pump Plunger Inspection .............................................................................................. 132
— Fuel Pump Plunger Installation ............................................................................................. 132
— Accessory Housing Installation ............................................................................................ 133

Page viii February 2016
Subject Page
Cylinder Maintenance .................................................................................................. 72-30
— Cylinder Removal ................................................................................................................. 135
— Piston Removal ..................................................................................................................... 138
— Cylinder Assembly Inspection .............................................................................................. 139
— Piston Inspection ................................................................................................................... 144
— Piston Ring Replacement ...................................................................................................... 147
— Piston Installation .................................................................................................................. 148
— Intake Valve Replacement .................................................................................................... 149
— Exhaust Valve Replacement ................................................................................................. 149
— Cylinder Installation .............................................................................................................. 150
— Shroud Tube Installation .................................................................................................. 152
— Push Rod Installation ....................................................................................................... 153
— Intercylinder Baffle Installation ....................................................................................... 154
— Oil Drain Tube Installation .............................................................................................. 154
— Corrective Action for Valve Sticking ................................................................................... 155
— Intake and Exhaust Valve Guide Replacement ..................................................................... 156
— Barrel Glaze and Varnish Removal from Interior Cylinder Barrel ....................................... 156
— Heli-Coil® Replacement ........................................................................................................ 157
Lubrication System Maintenance ................................................................................ 72-50
— Oil Line Replacement ........................................................................................................... 159
— Oil Level Gage Removal....................................................................................................... 159
— Oil Level Gage Installation ................................................................................................... 159
— Oil Pressure Relief Valve Removal ...................................................................................... 160
— Oil Pressure Relief Valve Inspection .................................................................................... 160
— Oil Pressure Relief Vale Installation ..................................................................................... 160
— Oil Cooler Bypass Valve Removal ....................................................................................... 161
— Oil Cooler Bypass Valve Cleaning ....................................................................................... 161
— Oil Cooler Bypass Valve Installation.................................................................................... 161
— Oil Filter Base Removal ........................................................................................................ 161
— Oil Filter Base Installation .................................................................................................... 161
— Oil Sump Removal ................................................................................................................ 162
— Oil Sump Installation ............................................................................................................ 162

February 2016 Page ix
Subject Page
Electrical System Maintenance .................................................................................... 72-70
— Alternator and Bracket Removal........................................................................................... 165
— Alternator and Bracket Installation ....................................................................................... 166
— Alternator Belt Replacement ................................................................................................. 166
— Starter Replacement .............................................................................................................. 167
— Starter Ring Gear Support Replacement ............................................................................... 168
— Starter Ring Gear Replacement............................................................................................. 168
Induction System Maintenance ................................................................................................ 72-80
— Intake Pipe Replacement ....................................................................................................... 171
— Fuel Drain Valve Adapter Assembly Inspection .................................................................. 172
Engine Fuel and Control - Distribution ...................................................................... 73-10
— Fuel Line Replacement ......................................................................................................... 173
— Fuel Injector Replacement .................................................................................................... 175
— Injection Nozzle Replacement .............................................................................................. 177
— Injection Nozzle Fuel Flow Check........................................................................................ 178
— Fuel Manifold Replacement .................................................................................................. 178
— Fuel Pump Replacement ....................................................................................................... 180
Spark Plug Maintenance .............................................................................................. 74-20
— Ignition Harness Removal ..................................................................................................... 181
— Ignition Harness Inspection .................................................................................................. 181
— Ignition Harness Installation ................................................................................................. 181
Magneto Maintenance .................................................................................................. 74-30
— Magneto Replacement Procedure .......................................................................................... 183
Appendix A ....................................................................................................................
— Crankcase Stud Replacement.................................................................................................185

Page x February 2016
ABBREVIATIONS AND ACRONYMS

A
ATA Air Transport Association
C
C Celsius
cm Centimeter
E
EGT Exhaust Gas Temperature
F
F Fahrenheit
FAA Federal Aviation Administration
FAR Federal Aviation (and Space) Regulation
ft.-lb Foot Pound (torque)
FPI Fluorescent Penetrant Inspection
G
Gal. Gallon
H
HET Hartzell Engine Technologies
I
ICAs Instructions for Continued Airworthiness
ID Inside Diameter
in.-lb. Inch Pound (torque)
in. Inch, inches
IOM Engine Installation and Operation Manual
K
kPa Kilopascal
L
l Liter
lb. Pound
M
MEK Methyl-Ethyl-Ketone
mm Millimeter
MPI Magnetic Particle Inspection
N
NDT Non-Destructive Testing
Nm Newton Meter
O
oz Ounce
P
P/N Part Number
psi Pounds per square inch
© 2016 Avco Corporation. All Rights Reserved Abbreviations and Acronyms

February 2016 Page xi
ABBREVIATIONS AND ACRONYMS (CONT.)

R
rpm Revolutions per Minute
S
SAE Society of Automotive Engineers (oil viscosity)
SB Service Bulletin
SI Service Instruction
SL Service Letter
SM Engine Service Manual
T
TBO Time Between Overhaul
TDC Top Dead Center
Abbreviations and Acronyms © 2016 Avco Corporation. All Rights Reserved

Page xii February 2016
INTRODUCTION
The Lycoming IO-360-N1A Engine (Figure 1) is a direct-drive, four-cylinder, horizontally opposed,
fuel-injected, air-cooled engine. The engine has tuned induction and a down exhaust.
Figure 1
IO-360-N1A
Engine Model Nomenclature
The table below shows the definition of each letter and number for IO-360-N1A.
Model Number Meaning

I Fuel Injected
O Horizontally Opposed
360 Displacement in cubic inches
Engine Serial Number
Every engine sent from the factory is identified by a
unique serial number. The engine serial number is
identified on the engine data plate on the oil sump on
the right side of the engine (Figure 2). Do not remove
the engine data plate.
Figure 2
Engine Data Plate
© 2016 Avco Corporation. All Rights Reserved Introduction

February 2016 Page xiii
Cylinder Number Designations

 The propeller is at the front of the engine.
 When viewed from the top of the engine, the left side cylinders are 2-4. Cylinder 2 is at the
front of the engine. Refer to Figure 3.
 When viewed from the top of the engine, the cylinders on the right are 1-3. Cylinder 1 is at the
front of the engine. Refer to Figure 3.
 The firing order of the cylinders is 1-3-2-4.
Figure 3
Top View of Engine – Cylinder Number Designations
Scope of this Manual
This manual supplies instructions (in compliance with FAR 33.4) for maintenance of the Lycoming
IO-360-N1A engine. The information includes airworthiness limitations, fault isolation guidelines
and procedures for component replacement, engine disassembly, and engine assembly. Refer to the
IO-360-N1A Illustrated Parts Catalog to identify spare parts.
Compliance Requirements
FOR CORRECT ENGINE MAINTENANCE, COMPLETE THE NECESSARY
MAINTENANCE PROCEDURES IN THIS MANUAL AND APPLICABLE
SERVICE DOCUMENTS. LYCOMING ENGINES' SERVICE DOCUMENTS
WRITTEN AT A LATER DATE OVERRIDE PROCEDURES IN THIS
MANUAL UNLESS OTHERWISE SPECIFIED.
PROCEDURES IN THIS MANUAL MUST BE DONE BY QUALIFIED
PERSONNEL WITH THE REQUISITE CERTIFICATIONS.
Before you do maintenance on the IO-360-N1A engine, read this manual in its entirety. Obey all
procedures and inspections in this manual.
NOTICE: If you do not obey the maintenance procedures in this manual for this engine, you can
void the engine warranty. Please consult your warranty for a full statement of your
rights, limitations, and obligations that exist there under.
Introduction © 2016 Avco Corporation. All Rights Reserved

Page xiv February 2016
Refer to the IO-360-N1A Engine Installation and Operation Manual for engine description,
uncrating procedures, acceptance check, engine lift procedure, engine preservation and storage,
depreservation, engine installation requirements, engine installation, engine start, operation, and stop
procedures, pre-flight test, operational test, fuels to be used, and operating specifications.
Refer to the IO-360-N1A Engine Service Manual for required maintenance (service information)
for oil changes, oil addition, oil filter replacement, routine time-interval inspections, routine service,
spark plug replacement/inspection procedures, cylinder inspection, fuel system inspection, and
scheduled servicing procedures.
Refer to the latest revision of the Service Table of Limits - SSP-1776, for dimensions, clearances,
measurements, and torque values.
OPERATE THIS ENGINE IN ACCORDANCE WITH SPECIFICATIONS IN
APPENDIX A OF THE IO-360-N1A ENGINE INSTALLATION AND
OPERATION MANUAL. OPERATION OF THE ENGINE OUTSIDE OF THE
SPECIFIED OPERATING LIMITS CAN CAUSE PERSONAL INJURY
AND/OR DAMAGE TO THE ENGINE.
Environmental Compliance
Lycoming Engines recommends that engine owners and engine service personnel be in compliance
with all federal, state, and local environmental regulations when solvents, paint, fuel, oil, chemicals,
or other consumables are used in engine service.
Warnings, Cautions, and Notices
Be sure to read and obey the Warnings, Cautions, and Notices in this manual and in service
documents. Although Lycoming Engines cannot know all possible hazards or damages, it makes a
reasonable effort to supply the best known guidance and recommended practices for safe operation
and maintenance of its engines.
The table below defines the four types of safety advisory messages used in this manual as per the
American National Standard and ANSI Z535-6-2006.
Safety Advisory Conventions
Advisory Word Definition
DANGER: Indicates a hazardous situation which, if not avoided, will result
in death or serious injury. This signal word is to be limited to the
most extreme situations.
Indicates a hazardous situation which, if not avoided, could
result in death or serious injury.
Indicates a hazardous situation which, if not avoided, could
result in minor or moderate injury. It also can be used without
the safety alert symbol as an alternative to "NOTICE."
NOTICE: The preferred signal word to address practices not related to
personal injury.
NOTICE: In this manual, the word "recommend" refers to "best practices."

February 2016 Page xv
Service Bulletins, Service Instructions, and Service Letters

As advancements in technological applications on this engine continue, Lycoming will make future
revisions to this manual. However, if more timely distribution is necessary, Lycoming supplies
subscribers with up-to-date Service Bulletins (SBs), Service Instructions (SIs) and Service Letters
(which are abbreviated with a capital “L” followed by the number, example L180). Special
Advisories (SAs) are supplied as necessary without a subscription.
For subscription information, look on Lycoming’s website (Lycoming.com) or speak to Lycoming
by telephone: U.S. and Canada toll free: +1(800) 258-3279; or Direct: +1 (570) 323-6181.
Applicable information from Lycoming Engines' Service Bulletins, Service Instructions, and Service
Letters are included in this manual at the time of publication. Any new service information will be
included in the next update of the manual.
Reminder: Unless otherwise specified, Lycoming Engines' service documents (which have a later
date than this manual) override procedures in this manual.
For reference, the Service Document List at the front of this manual shows the editions of the service
documents referenced or included in this manual.
List of Publications
Refer to the latest revision of Service Letter No. L114 for a list of Lycoming Engines' publications
available for purchase.
Instructions for Continued Airworthiness
This manual, together with the IO-360-N1A Engine Service Manual, latest revision of the Service
Table of Limits - SSP-1776, service documents, and related publications make up the complete set
of Instructions for Continued Airworthiness (ICAs). The ICAs are prepared by Lycoming Engines
and are approved by the Federal Aviation Administration (FAA).
Simplified Technical English
The text in the manual is written in the form of Simplified Technical English in compliance with
FAA requirements and to make translation into other languages easier.
Format
Chapters in this manual are identified in Air Transport Association (ATA) format.
Figures
Figures in this manual are for illustration purposes only. Figures always start as Figure 1 in each
chapter.
Copyright
This publication is a copyrighted work. All rights reserved by Lycoming Engines. Content in this
manual cannot be changed or released as a reprint, electronic media output, or web communiqué
without written permission from Lycoming Engines.
Feedback
To supply comments, suggestions, or corrections to this manual, either make a call to customer
service or use the Lycoming.com website.

Page xvi February 2016
Customer Service
Additionally, Lycoming has a Customer Service Hot Line to supply information and assistance to
owners, operators, and maintenance personnel servicing Lycoming engines.
Phone:
Factory: U.S. and Canada toll free - +1(800) 258-3279
Direct - +1(570) 323-6181
Sales Department: +1(570) 327-7278
Fax: +1(570) 327-7101
Lycoming’s regular business hours are Monday through Friday from 8:00 A.M. through 5:00
P.M. Eastern Time (-5 GMT)
Change of Address Notification
The owner of the manual is responsible for supplying a change of address to Lycoming Engines.

February 2016 Page xvii

Page xviii February 2016
AIRWORTHINESS LIMITATIONS
1. General
This Airworthiness Limitations chapter sets forth each mandatory replacement time,
inspection interval, and related procedure required for type certification. The
Airworthiness Limitations section is FAA approved and specifies maintenance required
under 14 CFR §§ 43.16 and 91.403 of the Federal Aviation Regulations (FAR) unless an
alternative program has been FAA-approved.
2. Mandatory Inspection - Fuel Injector Lines
At every 100 hours of operation and after any maintenance has been done on the engine
where the fuel injector lines have been disconnected, moved or loosened, examine the
fuel lines per the "Fuel System Inspection" procedure in Chapter 73-10 of the IO-360-
N1A Engine Service Manual.
3. Mandatory Inspection
At every 500 hours of operation, examine the magnetos in accordance with the applicable
magneto manufacturer's instructions.
4. Mandatory Inspection - Exhaust Valve and Guide
At every 1000 hours of operation for IO-360-N1A engines, examine the exhaust valve
and guide conditions. Refer to the section "Exhaust Valve and Guide Inspection" in
Chapter 72-30 of the IO-360-N1A Engine Service Manual.
© 2016 Avco Corporation. All Rights Reserved Airworthiness Limitations

February 2016 Page xix
Airworthiness Limitations © 2016 Avco Corporation. All Rights Reserved

Page xx February 2016
05-00 - REQUIRED MAINTENANCE

1. Required Maintenance
Required maintenance on these engines includes time-interval routine inspections, oil changes,
oil addition, oil filter replacement, routine time-interval inspections, routine service, spark plug
replacement/inspection procedures, cylinder inspection, fuel system inspection and other
procedures identified in the checklists in the Chapter 5-20 of the IO-360-N1A Engine Service
Manual. If you complete these checklists, you will have done all the required maintenance for
this engine.
2. General
A. For continued airworthiness, this manual includes airworthiness limitations, fault isolation
guidelines, and procedures for, component replacement, engine disassembly, and engine
assembly. Refer to the IO-360-N1A Illustrated Parts Catalog to identify spare parts.
B. Engine description, uncrating procedures, acceptance check, engine lift procedure, engine
preservation and storage, depreservation, engine installation requirements, engine
installation, engine start, operation, and stop procedures, pre-flight test, operational test, fuels
to be used, and operating specifications are included in the IO-360-N1A Engine Installation
and Operation Manual.
C. List of Tools for Service and Maintenance
Table 1 identifies tools used for service and maintenance.
Table 1
Tools for Service and Maintenance
Tool Purpose
Champion Tool CT-470 or Airwolf Cutter Cut open oil filter
AFC-470 or equivalent
Borescope Cylinder Borescope Inspection
Wrench Sets
Mirror and Flashlight
Aviation Mechanic’s Tools
Differential Compression Tester Cylinder Compression Check
Valve Clearance Gage Dry tappet clearance
High Tension Lead Tester Ignition lead test
Intercylinder Baffle Tool
Timing Pin Magneto-to-Engine Timing
(Champion/Slick P/N T-118 or equivalent)
Magneto Timing Light Magneto-to-Engine Timing
Plug Gage Measure inner diameter of the valve guide
0.010 in. (0.254 mm) Feeler Gage
Imada DPS-220R or equivalent Spring Tester - Available from Tool Vendor
Dial Bore Gage Measure cylinder diameter
© 2016 Avco Corporation. All Rights Reserved 05-00

February 2016 Page 1
Table 1 (Cont.)
Tools for Service and Maintenance
Tool No. Nomenclature and Description
ST-23 Gage, Valve Clearance 0.028 to 0.080 in. (0.711 to 2.032 mm)
ST-25 Compressor, Valve Spring
*ST-71 Gage, Check Bell-Mouthing of Exhaust Valve Guides
ST-115 Tool, Install and Remove Propeller Flange Bushings
ST-131 Tension Dial Gage Belt
ST-222 Plate, Torque Hold-Down
ST-271 Puller, Crankcase Thru-Stud
ST-317 Driver, Crankcase Thru-Stud
ST-383 Tool, Crankshaft Oil Seal Installation
ST-389 Tool, Crankcase Separating
ST-483 Test Plate
ST-485 Compressor, Piston Ring
64530 Connecting Rod Parallelism and Squareness Gage
64593 Expanding and Staking Tool, 0.71 in. (18 mm) Spark Plug Heli-Coil® Insert
64594 Inserting Tool, 18 MM Spark Plug Heli-Coil® Insert
64596-1 Tap, 18 mm Heli-Coil® Spark Plug Bottom Tap 0.010 in. (0.254 mm) OS
64713 Expander, Piston Ring
* ST-71, Gage, Check Bell-Mouthing of Exhaust Valve Guides includes ST-71-8, Gage Adapter
3. Time Between Overhaul (TBO)
The TBO for the IO-360-N1A engine is 2000 hours or 12 years (whichever comes first).
Refer to the latest revision of Service Instruction No. SI-1009 for any changes or special
circumstances for the recommended TBO.
4. Safety Precautions - Before Engine Maintenance
TURN OFF THE IGNITION SWITCH AND DISABLE ALL POWER TO THE
ENGINE TO PREVENT ACCIDENTAL ENGINE START-UP WHILE
WORKING ON THE ENGINE. FAILURE TO DISABLE POWER COULD
CAUSE ACCIDENTAL ENGINE START-UP, INJURY, OR DEATH. IF IT IS
NECESSARY TO COMPLETE OPERATIONAL TESTS ON THE ENGINE
WITH POWER ON, KEEP ALL PERSONNEL AWAY FROM THE
ROTATIONAL RADIUS OF THE PROPELLER TO PREVENT INJURY OR
DEATH ON ENGINE START-UP.
IF WORK IS DONE AROUND FUEL LINES, FUEL SOURCES, DO NOT
SMOKE OR HAVE AN OPEN FIRE FLAME OR ANY DEVICE THAT CAN
MAKE SPARKS. SMOKE, FLAMES, OR SPARKS CAN CAUSE FUEL
IGNITION WHICH CAN CAUSE SERIOUS BURNS, INJURY OR DEATH.
05-00 © 2016 Avco Corporation. All Rights Reserved

Page 2 February 2016
5. Maintenance Practices
A. Obey all safety precautions.
B. Do not reuse a gasket, O-ring, or seal. Install a new gasket, O-ring, or seal during component
installation where a gasket, O-ring, or seal was removed.
C. Remove all traces of dirt, dust, debris and accumulated matter from parts. All parts must be
clean before they are installed on the engine. For specific cleaning guidelines, refer to
Chapter 05-30.
D. If adhesive tape has been applied to any part, remove the tape and clean the part completely.
Remove all tape and residue.
E. If it is necessary to use a hammer to install a part, use only a plastic or rawhide hammer.
F. Hardware
(1) All cotter pins that are removed must be discarded and not reused. Install a new cotter
pin where a cotter pin was removed.
(2) All safety wire and cotter pins must be made of corrosion-resistant steel and installed as
a snug fit in holes in studs and bolts for correct locking.
(3) The cotter pin head must install as a snug fit into the castellation of the nut. Unless
otherwise specified, bend one end of the cotter pin back over the stud or bolt and the
other end flat against the nut.
G. If safety wire or safety cable was removed during component removal, be sure to install new
safety wire or safety cable during component installation.
H. Unless otherwise specified in this manual, refer to the latest revision of the Service Table of
Limits - SSP-1776 for torque values for hardware fasteners.


05-10 - TIME LIMITS / INSPECTIONS

Refer to the IO-360-N1A Engine Service Manual for the time-interval-based Engine Inspection
Schedule for IO-360-N1A engines.
NOTICE: All engine inspections are mandatory and must be completed no later than 10 hours
after the specified time interval for the inspection. More frequent inspections could be
necessary for engines operated in particulate-laden or extremely humid, cold, damp
environments.


05-30 - CLEANING
1. Cleaning Guidelines
A. Refer to Table 1 for cleaning guidelines for engine components.
IF VOLCANIC ASH IS SUSPECTED ON THE ENGINE, DO NOT TOUCH
IT WITH BARE HANDS OR GET IT IN YOUR EYES. WEAR PERSONAL
PROTECTIVE EQUIPMENT. DO NOT USE WATER TO RINSE IT OFF.
THE VOLCANIC ASH CAN CONTAIN ACIDIC COMPOUNDS WHICH
MUST NOT BE INHALED OR TOUCHED SINCE IT CAN CAUSE INJURY.
REFER TO THE SECTION "VOLCANIC ASH/PARTICULATE
CONTAMINATION" IN CHAPTER 05-50.
NOTICE: Except for parts contaminated with suspect volcanic ash, before cleaning engine
parts, complete a visual inspection (per Chapter 05-20 of the IO-360-N1A Engine
Service Manual) of engine parts to identify any stains and residues and sources
thereof.
B. After the initial visual inspection (in Chapter 05-20 of the IO-360-N1A Engine Service
Manual), clean engine parts thoroughly per instructions in this chapter.
DO NOT USE ALKALINE (CAUSTIC) CLEANING SOLUTIONS SUCH AS
DETERGENTS ON ENGINE PARTS. ALKALINE SOLUTIONS REMOVE
THE FINISH ON ALUMINUM PARTS AND MAGNESIUM PARTS.
ALKALINE COMPOUNDS CAN GET INTO THE PORES OF THE METAL
WHICH CAN CAUSE OIL FOAMING WHEN THE PART IS PUT BACK
INTO SERVICE.
OBEY STANDARD SAFETY PRACTICES REGARDING THE HANDLING
OF CLEANING MATERIALS AND THE USE OF PERSONAL
PROTECTIVE EQUIPMENT.
NOTICE: If you are not sure of the correct cleaning agent or whether the component contains
aluminum or magnesium, contact Field Service at Lycoming Engines at the phone
numbers in the front of the manual.
C. There are two processes for cleaning: degreasing and decarbonizing.
(1) Degreasing removes dirt and sludge (soft carbon). Soak the component or part in mineral
spirits or other degreaser. Refer to the “Soft Carbon Removal” procedure in this chapter.
DO NOT USE ANY HEATED DECARBONIZING SOLVENT ON STEEL
OR MAGNESIUM PARTS. THE DECARBONIZING SOLVENT CAN
DAMAGE OR CORRODE THE MAGNESIUM AND STEEL PARTS.
(2) Decarbonzing removes hard carbon with an initial soak of the part in a warm or heated
decarbonizing solution. After the soak, use a (non-wire) bristle brush, wooden scraper, or
grit-blasting (with non-abrasive media as per the “Grit-Blasting” procedure in this
chapter) to physically remove the hard carbon. Refer to the “Hard Carbon Removal”
procedure in this chapter.
NOTICE: Since decarbonizing can remove most of the enamel from exterior surfaces,
remove any remaining enamel by grit-blasting.

Table 1
Cleaning Guidelines for Engine Components
Component or Part Cleaning Agent* Guidelines
Crankshaft Mineral spirits, MIL-PRF- Refer to the “Crankshaft Cleaning” and
680 or equivalent “Crankshaft Counterbore Cleaning”
procedures in this chapter
Crankshaft Gear Mineral spirits, MIL-PRF- Refer to the “Crankshaft Gear Cleaning”
680 or equivalent or procedure in this chapter.
Stoddard Solvent
Camshaft Mineral spirits, MIL-PRF-
680 or equivalent
Tappets Petroleum-based solvent Refer to the “Tappet Cleaning”
Crankcase Petroleum-based solvent Refer to the “Crankcase Cleaning”
Removal of silk thread Methyl-ethyl-ketone (MEK)
and/or gasket material Acetone
from crankcase mating Wood Alcohol
flanges
Accessory Housing Refer to the “Soft Carbon Removal”
procedure in this chapter
Cylinders Mineral spirits (MIL-PRF- Refer to the “Cylinder Cleaning”
680), kerosene or equivalent procedure in this chapter.
degreasing agent
Deposits in cylinder Refer to the “Grit-Blasting the
combustion chamber Combustion Chamber in an Engine
Cylinder” procedure in this chapter.
Connecting Rods Mineral spirits, MIL-PRF-
680 or equivalent
Interior surfaces of Paint & Ink Remover Refer to the “Hard Carbon Removal”
aluminum parts with hard solution (in ultrasonic procedure in this chapter.
carbon or oil varnish cleaner)
(gum) deposits Heated petroleum-based
decarbonizing solution
Valve rockers Clean with Scotch-Brite™ or equivalent.
Remove debris with clean lint-free wipes.
Stabilizers, valve Mineral spirits (MIL-PRF-
components, starter drive, 680), kerosene or equivalent
fuel control inlet screen degreasing agent
Piston Mineral spirits (MIL-PRF- Refer to the “Piston Cleaning” procedure
680), Safety Solvent or in this chapter.
equivalent degreasing agent

Table 1 (Cont.)
Piston cooling nozzles Oil-based solvent: mineral
spirits, Stoddard Solvent or
equivalent
Small steel parts Cold Dip Tanks (or closed Refer to the “Steel, Aluminum or
tank system) Magnesium Parts Cleaning” procedure in
NALCO 1704 this chapter.
Large steel parts covered NALCO S-44 in hot steam Refer to the “Steel, Aluminum or
with light oil or water at 130ºF (54ºC) Magnesium Parts Cleaning” procedure in
this chapter.
Aluminum or magnesium Refer to the “Steel, Aluminum or
parts Magnesium Parts Cleaning” procedure in
this chapter.
Oil Pump Mineral spirits, MIL-PRF-
680 or equivalent
Oil suction screen Mineral spirits, or Refer to Chapter 12-10 in the IO-360-
equivalent degreasing N1A Engine Service Manual for
solvent additional details.
Oil cooler bypass valve Mineral spirits, MIL-PRF-
680 or equivalent
degreasing solvent DO NOT USE RAGS OR ANY LINT
CLOTH TO CLEAN THIS VALVE.
(1) Soak the oil cooler bypass valve in
filtered mineral spirits (or equivalent).
(2) Blow dry with compressed air.
Spark plug, spark plug Methyl-ethyl-ketone (MEK) Refer to the section “Spark Plug
lead connector, cable Acetone Cleaning” procedure in this chapter.
ends, spark plug walls, Wood Alcohol
and ceramics
Lead deposits Refer to the “Lead Deposit Removal"
Removal of gasket Methyl-ethyl-ketone (MEK) Apply solvent to gasket material
material Acetone Use wooden scraper to remove gasket
Naptha or equivalent material.
Wipe away all debris with clean lint-free
wipe.
Precision fuel injector Hoppes® No. 9 Gun Refer to the “Injection Nozzle Cleaning”
nozzles Cleaning Solvent, section in this chapter.
Alkon Cleaner,
Methyl-ethyl-ketone (MEK)
Acetone
AVStar fuel injector Methyl-ethyl-ketone (MEK) Refer to the “Injection Nozzle Cleaning”
nozzles Acetone section in this chapter.

Table 1 (Cont.)
Fuel filter screen, fuel Methyl-ethyl-ketone (MEK)
servo inlet screen Acetone
Connectors CR4 or equivalent Refer to contact cleaning solvent
manufacturer’s instructions.
Hartzell Engine Mineral spirits, MIL-PRF- Remove corrosion from electrical
Technologies (HET) 680 or equivalent degreaser terminals. Clean the starter drive and
(formerly Kelly solvent shaft with mineral spirits. Lubricate with
Aerospace) starter silicon spray.
All other parts Parts washer solvent using
Whirlwash-L or equivalent
Final spot cleaning/touch Parts washer solvent Naptha
up cleaning spray booth
Volcanic ash on engine Refer to the “Volcanic Ash Removal”
Engine exterior and Use a brush or spray to apply degreaser
components (hydrocarbon-base solvent) to parts to
NOT remove grease, oil, and dirt.
contaminated with
volcanic ash
*Refer to the manufacturer’s instructions for usage, safety data, and disposal of all cleaning agents.
2. Crankshaft Cleaning
DO NOT MAKE SCORES, SCRATCHES, OR ETCH MARKINGS OF ANY
KIND ON THE CRANKSHAFT. A MARK IN ANY OF THESE AREAS CAN
CAUSE THE PART TO WEAKEN AND TO FAIL.
DO NOT USE WIRE BRUSHES OR METAL SCRAPERS ON BEARINGS OR
CONTACT SURFACES.
A. Clean the inside of all crankpin journals, main bearing journals, and all oil passages with the
bristle (non-wire) brushes.
B. Clean all parts thoroughly with mineral spirits (MIL-PRF-680) or equivalent,
C. Dry the crankshaft with compressed air.
D. Apply lubricating oil to the crankshaft to prevent corrosion.
3. Crankshaft Counterbore Cleaning
A. Flush the crankshaft counterbore and alignment dowel pin with mineral spirits (MIL-PRF-
680) or equivalent or Stoddard's Solution or equivalent solvent to remove any debris.
B. Dry the crankshaft counterbore threads with compressed air.
C. Examine the threads in the crankshaft counterbore for any wear.

D. Make sure the tapped hole is clean and the threads are not stripped, galled, or damaged. If the
threads are stripped, galled, or damaged, discard the crankshaft and replace it with a new
crankshaft.
E. Clean the threads of the recessed counterbore on the crankshaft as follows:
(1) Use the correct sized undamaged standard threading tap for a 5/16-24 thread size.
TO PREVENT MAKING THE THREADS IN THE CRANKSHAFT
COUNTERBORE TOO LARGE, USE THE CORRECTLY SIZED TAP.
IF THE INCORRECT TAP IS USED, THE BORE CAN BE MADE
TOO LARGE TO CORRECTLY ENGAGE THE THREADS ON THE
CRANSKHAFT GEAR BOLT WHEN THE CRANKSHAFT GEAR IS
INSTALLED ON THE CRANKSHAFT. IF THE BOLT THREADS
ARE TOO LARGE, DISCARD THE CRANKSHAFT AND REPLACE
IT WITH A NEW CRANKSHAFT.
(2) Install the selected tap into the recessed counterbore on the crankshaft.
(3) Turn the tap five turns to clean the threads.
(4) Remove the tap.
4. Crankshaft Gear Cleaning
A. Soak the crankshaft gear in mineral spirits (MIL-PRF-680) or equivalent or Stoddard
Solvent, or equivalent solvent.
B. Remove all dirt and debris from the crankshaft gear with a lint-free wipe.
C. Dry with compressed air.
5. Tappet Cleaning
A. Roller tappets are replaced during overhaul or after a propeller strike or sudden engine
stoppage. However if the roller tappets have been removed during a non-overhaul event,
clean the roller tappets using the same cleaning procedure for tappets in the next steps. Refer
to the latest revision of Service Instructions SI-1011 and SI-1514 for details about tappets.
NOTICE: During disassembly and cleaning, keep the tappet parts together.
B. Put tappets in a special cleaning basket that has separate compartments to keep the parts for
each tappet as a set, identified but segregated from other tappets.
C. Put the cleaning basket with the tappets immersed in a petroleum-based solvent.
D. Hold the ball check valve in each plunger cylinder off of its seat and insert a bronze or copper
wire through the tube on the cylinder. Like floss, move the wire back and forth until there are
no dirt particles under the ball seat.
E. Put the cleaned part back in the corresponding compartment in the cleaning basket.
F. After all plungers have been cleaned, soak the parts again in the cleaning basket in clean
petroleum-based solvent.
NOTICE: If the cleaned tappets are acceptable per the “Tappet Inspection” in Chapter 72-20,
they can be re-installed
G. Apply a light coat of engine oil to the lifter parts before tappet assembly.

6. Crankcase Cleaning
NOTICE: Clean the crankcase after all grit-blasting is complete.
A. Remove all plugs from oil passages in the crankcase.
B. Use a stiff bristle fiber (not wire) brush to clean oil passages.
OR
C. Grit-blast the crankcase (as necessary) to remove all coatings on the crankcase and engine
mount bosses. Refer to the sections “Grit-Blasting,” “Grit-Blast Media,” and “Grit Blast
Procedure” in this chapter. Make sure there is no dirt, debris, sludge, paint, or any other
substance that could prevent reliable fluorescent penetrant inspection (FPI) or subsequent oil
flow.
D. Use air to blow out debris from the oil passages.
E. Apply clean petroleum solvent to the cleaned oil passages.
7. Cleaning Methods for Non-Destructive Testing
Use any of the following cleaning methods as long as it is not harmful to the component or its
intended function:
A. Vapor Degreasing
B. Solvent Degreasing
C. Ultrasonic Cleaning
D. Chemical Cleaning
E. Aqueous-Based Cleaning
F. Mechanical Cleaning - “Grit Blasting” in this Chapter
NOTICE: If grit blasting is to be used without a subsequent etching process, make sure the grit
blasting does not peen the surface. Typically, a fine abrasive of 150-grit or finer is
acceptable.
8. Grit-Blasting
Do not grit-blast the following:
 Piston ring grooves
 Valve stems
 Valve guides
 Bearing surfaces
 Bushings

A. Grit-Blast Media
DO NOT USE SAND OR METALLICALLY ABRASIVE MATERIALS TO

GRIT-BLAST.
(1) During grit-blasting, use mildly abrasive organic blast media such as rice, baked wheat,
plastic pellets, or crushed walnut shells.
(2) Walnut shells (Type 12/20 Grit 17) are the only blasting material approved for cylinder
cleaning.
B. Grit-Blast Procedure
NOTICE: Make sure you are using the correct grit-blast media identified in the “Grit-Blast
Media” section in this chapter. Only grit-blast the areas identified in the “Grit-
Blasting” section in this chapter.
ALWAYS REMOVE ANY COMPONENT OR PART FROM THE ENGINE

BEFORE GRIT-BLASTING THE COMPONENT OR PART.
(1) Remove any component to be grit-blasted from the engine per the removal procedures in
this manual.
NOTICE: It is not necessary to protect the valve seats when grit-blasting the cylinder head
combustion chamber.
(2) To grit-blast the engine cylinders, refer to the section "Grit-Blasting the Combustion
Chamber in an Engine Cylinder" in this chapter.
(3) Operate the grit-blast gun as per the manufacturer’s instructions.
(4) Unless otherwise specified in the manufacturer’s instructions, use approximately 35 to 45
psi (241 to 310 kPa) of air pressure during grit-blasting.
(5) Use air pressure and the vacuum cleaner to remove any debris and residue.
(6) After all cleaning is complete:
(a) Rinse the part in a petroleum solvent.
(b) Dry the part with an air blast to remove all loose particles.
(c) Apply a coating of preservative oil to the entire part.
(d) Put cleaned bearings, oil and fuel system components in a clean sealed container until
ready for assembly.
(e) Install clean plastic caps or covers over each open end of a cleaned hollow tube, hose
or line to prevent debris from entering these areas.
(f) Put remaining cleaned parts on clean bench surfaces where there is no particulate,
dirt, grit, or other unwanted materials.

9. Soft Carbon Removal

A. Unless otherwise directed, put the component in a bath tank fully immersed in mineral spirits
or equivalent for 10 minutes.
B. Remove the component from the bath tank.
C. Remove any remaining soft carbon (dirt or sludge) from the component with a lint-free wipe.
D. Apply a spray coating of lubricating oil on the component to prevent corrosion.
E. If the component is not to be installed immediately, put the component in a sealed plastic bag
to prevent the oil from drying out.
10. Hard Carbon Removal
DO NOT PUT STEEL AND MAGNESIUM PARTS INTO THE SAME
DECARBONIZING SOLUTION, BECAUSE IT CAN CAUSE CORROSION OF
THE MAGNESIUM PARTS.
NOTICE: If you are not sure if the component is steel or contains magnesium, contact Field
Service at Lycoming Engines at the phone numbers in the front of the manual.
DO NOT USE WIRE BRUSHES OR METAL SCRAPERS ON BEARINGS OR
CONTACT SURFACES.
NOTICE: Hard carbon can remain on interior surfaces of cylinders and combustion chambers after
using a degreasing solvent to clean a part.
A. Put the component with the hard carbon fully immersed into a warm decarbonizing solution
(examples: Gunk®, Penetrol®, or equivalent) in a heated bath tank.
B. Soak for 10 minutes (to loosen the hard carbon).
C. Remove the component from the bath tank.
D. Use a (non-wire) bristle brush, wooden scraper, or grit-blasting (with non-abrasive media as
per the section “Grit-Blast Media” in this chapter) to physically remove the hard carbon.
E. Remove any remaining hard carbon from the component with a lint-free wipe.
F. Apply a spray coating of lubricating oil on the component to prevent corrosion.
G. If the component is not be installed immediately, put the component in a sealed plastic bag to
prevent the oil from drying out.
11. Cylinder Cleaning
A. Clean the internal barrel of the cylinder by flushing it with a hydrocarbon-based solvent
(mineral spirits MIL-PRF-680 or equivalent) under air pressure. Use a soft bristle brush in
conjunction with flushing to remove abrasive build-up from areas that are otherwise difficult
to reach.
B. Wipe the cylinder with a clean, white cloth dipped in SAE 10 engine oil. Examine the cloth
under a light for evidence of any abrasive residue remaining in the cylinder. If any residual
abrasive is found, repeat the previous step until there is no abrasive residue.
C. Remove all oil accumulation from the external sides of the cylinders by washing with mineral
spirits (MIL-PRF-680), kerosene, or equivalent degreasing solvent.
D. Thoroughly dry the cylinder with compressed air.

E. Clean the cylinder head fin areas thoroughly with mineral spirits (MIL-PRF-680), kerosene
or equivalent, to remove all traces of grease, dirt, or other foreign matter, and air dry with
compressed air.
F. Grit-Blasting the Combustion Chamber in an Engine Cylinder
ALWAYS REMOVE THE CYLINDER FROM THE ENGINE BEFORE
GRIT-BLASTING THE COMBUSTION CHAMBER.
(1) Review the steps in the "Grit-Blast Procedure” in this chapter.
NOTICE: Only use walnut shells (Type 12/20 Grit 17) on engine cylinders.
(2) Remove the intake and exhaust valves from the cylinder to be cleaned. Refer to Chapter
72-30.
(3) Remove the spark plugs from the cylinder. Refer to the section “Spark Plug Removal” in
(4) Record the cleaning for future reference to identify trends and engine operating time for
lead build up to occur.
12. Piston Cleaning
DO NOT GRIT-BLAST PISTON GROOVES. DO NOT USE A STEEL
BUFFING BRUSH TO CLEAN THE RING LANDS AND SKIRT OF A
PISTON. THESE METHODS CAN PREVENT CORRECT PISTON RING
SEATING DURING PISTON ASSEMBLY.
A. Remove all oil or preservative oil accumulation from the piston by a soak or wash in a clean
bath of mineral spirits, Safety Solvent, or equivalent degreasing solvent in compliance with
MIL-PRF-680 specifications.
B. Remove any remaining deposits with a wooden scraper.
C. Gently clean the piston bore on each side of the piston with a soft bristle non-metallic brush
(Figure 1). Use a gentle twist motion to clean each bore.
Figure 1
Cleaning the Piston Bore with a Soft Bristle Non-Metallic Brush

D. Soak the piston again in a new clean bath of mineral spirits, Safety Solvent, or equivalent
degreasing solvent in compliance with MIL-PRF-680 specifications to remove remaining
deposits.
E. Clean the piston ring grooves thoroughly. Make sure the piston ring grooves are completely
clean and that there is no debris in the grooves.
13. Steel, Aluminum, or Magnesium Parts Cleaning
DO NOT USE ANY HEATED DECARBONIZING SOLVENT ON STEEL OR
MAGNESIUM PARTS. THE DECARBONIZING SOLVENT CAN DAMAGE
OR CORRODE THE MAGNESIUM AND STEEL PARTS.
ONLY USE PETROLEUM-BASED DECARBONIZING SOLUTIONS ON
ALUMINUM PARTS.
DO NOT USE WATER-MIXED SOLVENTS THAT CONTAIN CAUSTIC
COMPOUNDS AND/OR SOAP, BECAUSE THEY CAN CAUSE DAMAGE
TO ALUMINUM AND MAGNESIUM PARTS. WHEN THE ENGINE IS
RETURNED TO SERVICE, THESE MATERIALS CAN ENTER THE PORES
OF THE METAL AND CAUSE OIL FOAMING.
NOTICE: If you are not sure if the component is steel or contains magnesium or aluminum,
contact Field Service at Lycoming Engines at the phone numbers in the front of this
manual.
A. Put the component fully immersed in mineral spirits or equivalent in a bath tank.
B. Remove the component from the bath tank.
C. Remove any remaining soft carbon (dirt or sludge) from the component with a lint-free wipe.
D. Apply a spray coating of lubricating oil on the component to prevent corrosion.
E. If the component is not to be installed immediately, put the component in a sealed plastic bag
to prevent the oil from drying out.
14. Spark Plug Cleaning
A. Remove the spark plug as per the “Spark Plug Removal” procedure in Chapter 74-20 of the
IO-360-N1A Engine Service Manual.
B. Clean the ignition lead, cable ends, spark plug walls, and ceramic of the spark plugs (new or
reused) as per the spark plug manufacturer’s instructions.
C. Wipe the spark plug lead connector clean using a lint-free cloth moistened with Methyl-
ethyl-ketone (MEK), acetone, or wood alcohol.
D. Remove all cleaning residue from the spark plug lead connector.
E. Dry all parts using compressed air.
F. Install the spark plug as per the “Spark Plug Installation” procedure in Chapter 74-20 of the

15. Lead Deposit Removal

A. Grit-blast (the component with lead deposits) with 17 grit walnut shells or any comparable,
mildly abrasive organic substance such as rice or baked wheat or plastic pellets at 35 to 45
psi (241 to 310 kPa). Refer to the section “Grit-Blast Media” and “Grit-Blast Procedure” in
this chapter.
B. Remove all debris from the component and nacelle to prevent problems caused by foreign
object debris.
16. Injection Nozzle Cleaning
A. Remove the injection nozzle as per the “Injection Nozzle Removal” procedure in Chapter 73-
10.
NEVER USE A SHARP TOOL SUCH AS A WIRE OR PIN TO CLEAN AN

INJECTION NOZZLE. DAMAGE TO THE INLET AND OUTLET FUEL
RESTRICTORS COULD OCCUR WHICH WOULD CHANGE THE FUEL
FLOW.
Clean the Precision fuel injection nozzle with: Clean the AVStar fuel injection nozzle with:
 Hoppes No. 9 Gun Cleaning Solvent  MEK (methyl-ethyl ketone)
(1) Soak the nozzles in Hoppes® No. 9 Gun (1) Soak the nozzles in MEK for one hour.
Cleaning Solvent for 20 minutes. (2) Rinse the nozzles with clean hot water
(2) Rinse the nozzles with Stoddard solvent and blow dry with compressed air.
and blow dry with compressed air.
 Alkon Cleaner  Acetone
(1) The solution concentration of Alkon (1) Soak the nozzles in acetone for one
cleaner to water is 7 to 8 oz./gal. (207 to hour.
237 cc/3.8 l). (2) Rinse the nozzles with clean hot water
(2) Heat the Alkon/water solution to 140°F and blow dry with compressed air.
(60°C).
(3) Soak the nozzles in the Alkon/Water
solution for one hour.
(4) Rinse the nozzles with clean hot water
 MEK (methyl-ethyl ketone)
(1) Soak the nozzles in MEK for one hour.
 Acetone
(1) Soak the nozzles in acetone for one
hour.
B. Install the injection nozzle as per “Injection Nozzle Installation” procedure in Chapter 73-10.

17. Volcanic Ash Removal

DO NOT TOUCH THE VOLCANIC ASH WITH BARE HANDS OR GET IT
IN YOUR EYES. WEAR PERSONAL PROTECTIVE EQUIPMENT.
DO NOT USE WATER INITIALLY TO REMOVE THE VOLCANIC ASH.
WHEN VOLCANIC ASH COMES INTO CONTACT WITH WATER, IT CAN
BECOME A HARDENED, CORROSIVE COMPOUND.
A. Engine exterior and components NOT contaminated with volcanic ash:
(1) Remove grease, oil, dirt, and soft carbon deposits from the parts.
(2) Spray or brush the components with a hydrocarbon-base solvent.
B. Examine the induction filters, induction system, and engine baffles for blockage or damage.
C. Refer to the section “Volcanic Ash/Particulate Contamination” in Chapter 05-50.
D. Refer to the aircraft manufacturer’s instructions for additional information
E. After the engine is returned to service and has been operated for 10 hours, examine the
external engine, cowling, and nacelle for any remaining ash. Remove all volcanic ash.

05-50 - UNSCHEDULED CORRECTIVE MAINTENANCE

1. Unscheduled corrective maintenance is necessary when any of the following conditions occur:
 Lightning strike  Hydraulic lock
 Engine overspeed  Volcanic ash/particulate contamination
 Incorrect fuel or fuel contamination  Valve sticking
 Soaked engine  Oil starvation/sudden loss of oil pressure
 Engine on fire or near fire  Propeller strike, sudden engine stoppage or loss of
blade tip
A. Lightning Strike
(1) After a lightning strike:
(a) Before next flight, examine the engine and compartment. Examine external surfaces
and internal parts for discoloration, cracks, and other indications of arcing and heat
damage.
NOTICE: Heat from a lightning strike can cause internal damage to the hardened
surfaces of parts such as crankshaft bearing surfaces, camshaft lobes, gear
teeth, etc.
(b) It is recommended the engine be sent to Lycoming Engines for evaluation.
OR
Complete the following in the field in accordance with this manual
(a) Remove, disassemble, and clean the engine (per Chapters 72-00, 72-05, and 05-30)
(b) Complete an inspection of the engine and its components per chapters in this
manual and in the IO-360-N1A Engine Service Manual.
NOTICE: Refer to the latest revision of Service Bulletin No. SB-240 which
identifies certain parts that must be replaced on engine reassembly.
(c) Assemble the engine (per Chapter 72-10) and complete an operational check (per
Chapter 72-00 in the IO-360-N1A Engine Service Manual) to ensure correct
engine operation.
B. Engine Overspeed
(1) In engine overspeed, the engine operates above its rated (speed) revolutions per minute
(rpm). Momentary overspeed is an increase of no more than 10% of rated engine rpm for
a period not exceeding 3 seconds.
NOTICE: Refer to the engine specifications in Appendix A of the IO-360-N1A Engine
Installation and Operation Manual for rated engine speed.
All incidents of engine overspeed must be recorded in the engine logbook along
with any corrective action identified herein.
(2) If any engine is operated at overspeed for more than 3 seconds, identify the category of
percent of overspeed based on the three categories of overspeed shown in Table 1.

Table 1
Overspeed Values for IO-360-N1A Engine
Overspeed Category rpm Corrective Action
Engine overspeed in 2701 a. Identify and correct the cause of the overspeed.
excess of maximum rated to b. In the engine logbook, make a record of the overspeed
rpm or less than 5% of 2835 incident and any inspections and corrective action.
rated engine speed for 3
seconds or less
Between 5 and 10% or 2836 a. Identify and correct the cause of the overspeed.
rated engine speed (5 and to b. Complete the “Cylinder Overspeed Inspection” procedure
up to 10% overspeed) for 2970 in this chapter.
3 seconds or less c. Refer to Chapter 12-10 in the IO-360-N1A Engine Service
Manual:
(1) Drain the lubricating system.
(2) Remove oil screens.
(3) Examine all screens in the lubrication system for metal
contamination. If any unexplained metal accumulation
is found, identify and correct the cause before putting
the engine back into service.
d. Complete the “Valve Train Overspeed Inspection”
e. Complete the “Magneto Overspeed Inspection" in this
chapter.
f. In the engine logbook, make a record of the overspeed
incident and any inspection and corrective action.
More than 10% of rated 2971 or a. Remove the engine from the aircraft. Refer to the “Engine
speed (10% or more more for Removal” procedure in Chapter 72-00.
overspeed) any b. It is recommended the engine be sent to Lycoming Engines
length for customized evaluation. Include a description of the
of time overspeed incident, amount of overspeed, and duration.
c. In the engine logbook, make a record of the overspeed
incident and any inspections and corrective action.
OR
Refer to Chapter 72-05 and the latest revision of Service
Bulletin No. SB-240 to:
 Disassemble the engine
 Complete an inspection of the engine
 Replace any parts that are damaged or not in compliance
 Replace any other parts that must be replaced at overhaul
or upon removal

(2) Cylinder Overspeed Inspection

(a) Complete the cylinder compression pressure check on all cylinders as a check for the
sealing quality of the rings and valves. Refer to the section “Cylinder Compression
Check Procedure” in Chapter 72-30 of the IO-360-N1A Engine Service Manual.
(b) Use a borescope or equivalent instrument to examine the walls of each cylinder for
scoring which could be caused by a stuck or broken piston ring. Refer to the
“Cylinder Borescope Inspection” procedure in Chapter 72-30 of the IO-360-N1A
Engine Service Manual.
(3) Magneto Overspeed Inspection
(a) Remove the magnetos per the “Magneto Removal” procedure in Chapter 74-30.
Examine the magnetos for damage; recondition or replace parts as necessary.
(b) Examine the magneto drive gears for looseness which is an indication that the
supporting idler shafts are loose due to failure of safety attachments.
(c) Test the magnetos in accordance with the magneto manufacturer’s instructions.
(d) Replace the magneto if damaged.
(4) Valve Train Overspeed Inspection
(a) Either repeated moments or short periods of operation in the overspeed region
increase the rate of wear at an accelerated rate in the parts that make up the valve train
and consequently decrease engine reliability. In addition to the checks completed on
the engine during a 100-hour maintenance inspection (in the IO-360-N1A Engine
Service Manual), complete the following steps to examine the valve train before
putting the engine back into service.
(b) Use a borescope or equivalent illuminated magnifying optical device to examine the
condition of the intake and exhaust valve faces and seat faces. If there is evidence of
excessive wear, pounding, or grooving, replace the valve and seat.
(c) Refer to the section "Exhaust Valve and Guide Inspection" in Chapter 72-30 of the
IO-360-N1A Engine Service Manual and the latest revision of Service Bulletin No.
SB-388 to determine exhaust valve condition and stem-to-valve guide clearance
condition.
(d) Examine the external condition of valve keys, rockers, and exhaust valve guides for
damage (per Chapter 72-30 in the IO-360-N1A Engine Service Manual). Examine
valve springs for coil strikes or severe bottoming of the coils. If damage to the valve
springs is evident, remove them and complete the check of the compression load.
Replace any valve spring that is not within limits as specified in the latest revision of
the Service Table of Limits - SSP-1776.
(e) Turn the crankshaft by hand to see if the valve lift is uniform or equal for all
cylinders. See if valve rockers lift freely when the valves are closed. Unequal valve
lift is an indication of bent push rods. Tight rockers, when valves are closed, are an
indication of a tuliped valve or a damaged valve lifter. Refer to Chapter 72-30 and
correct any suspected damage before putting the engine back into service.

C. Incorrect Fuel or Fuel Contamination

ONLY USE APPROVED FUELS IDENTIFIED IN THE LATEST
REVISION OF SERVICE INSTRUCTION NO. SI-1070 IN THIS ENGINE.
USE OF ANY UNAPPROVED FUEL CAN DAMAGE THE ENGINE.
(1) Refer to the latest revision of Service Instruction No. SI-1070 for a list of approved fuels,
octane ratings, and the use of a higher grade fuel for this engine.
(2) Actual damage to the engine from incorrect fuel could be in a range from unnoticeable to
severe damage or failure. Primary damage to the engine caused by incorrect fuel occurs
in the combustion chambers. Tuliped intake valves and burnt pistons from excessive
cylinder head and oil temperatures are evidence of primary damage. If detonation has
been severe enough, further damage will occur to crank pins, main bearings, and valve
train components. The extent of damage can vary accordingly based on the duration of
operation, engine power level and the type of fuel used.
AVOID FLIGHT IF JET FUEL OR A LOWER OCTANE OR
INCORRECT GRADE OF FUEL OR JET FUEL (DIFFERENT FROM
FUEL IDENTIFIED IN THE LATEST REVISION OF SERVICE
INSTRUCTION NO. SI-1070) IS USED TO OPERATE THE ENGINE.
UNUSUAL DETONATION CAN INCREASE ENGINE TEMPERATURE
AND PRESSURE WHICH CAN DAMAGE THE ENGINE.
(3) Any mixture of unapproved fuels and additive materials that change the octane rating
from the specifications in the latest revision of Service Instruction No. SI-1070 could be
harmful to the engine.
(4) Because of many variables, it is impossible to be sure of the airworthiness of an engine
that has been operated with incorrect fuel - except by detailed inspection of the engine by
qualified personnel. Therefore, after the engine has been operated with incorrect fuel,
regardless of the power setting or time of operation:
(a) Do not continue flight and engine operation with incorrect fuel.
(b) Drain the aircraft fuel system until all fuel tanks are empty in accordance with the
aircraft manufacturer’s installation.
(c) If the aircraft manufacturer has a procedure for cleaning and/or purging the aircraft
fuel system after the use of an incorrect fuel, follow the aircraft manufacturer’s
procedure. If there is no aircraft cleaning and/or purging procedure, service the
aircraft fuel tanks in accordance with the aircraft manufacturer’s instructions.
(d) Remove the engine in accordance with the “Engine Removal Procedure” in Chapter
72-00.
(e) Examine external engine components. Carefully look for signs of detonation such as
tuliped intake valves and burnt pistons.
(f) It is recommended the engine be sent to Lycoming Engines for evaluation.
OR
Complete the following in the field in accordance with this manual:
1 Remove, disassemble, and clean the engine per Chapters 72-00, 72-05, and 05-30.
2 Complete an inspection of engine components per chapters in this manual.

3 During inspection of engine components, carefully look for signs of detonation

such as tuliped intake valves, burnt pistons, and damage to: crankpins, main
bearings, and drive train components, and other conditions that can cause engine
failure.
NOTICE: Refer to the latest revision of Service Bulletin No. SB-240 which
identifies certain parts that must be replaced on engine reassembly.
4 Assemble the engine per Chapter 72-10 and complete an operational check per
Chapter 72-00 in the IO-360-N1A Engine Service Manual.
D. Soaked Engine
WHEN AN ENGINE HAS BEEN SOAKED IN WATER, MOISTURE AND
UNWANTED MATERIALS CAN CAUSE DAMAGE TO ALL SYSTEMS
OF THE ENGINE. DO NOT OPERATE AN ENGINE THAT HAS BEEN
SOAKED OR IMMERSED IN ANY KIND OF LIQUID. THE ENGINE
MUST BE DISASSEMBLED AND EXAMINED.
NOTICE: The composition of the substance that the engine has been exposed to can affect
the type and extent of the damage.
It is recommended the engine be sent to Lycoming Engines for evaluation. Include a
description of the liquid in which the engine was soaked.
OR
(1) Remove, disassemble, and clean the engine (per Chapters 72-00, 72-05, and 05-30)
(2) Complete an inspection of engine components per chapters in this manual.
NOTICE: Refer to the latest revision of Service Bulletin No. SB-240 which identifies
certain parts that must be replaced on engine reassembly.
(3) Assemble the engine per Chapter 72-10 and complete an operational check per Chapter
72-00 in the IO-360-N1A Engine Service Manual.
E. Engine on Fire or Near a Fire
Replace any components exposed to the heat of a fire.
It is recommended the engine be sent to Lycoming Engines for evaluation. Include a
description that the engine was in or near a fire or external heat.
OR
(1) Remove, disassemble, and clean the engine (per Chapters 72-00, 72-05, and 05-30)
(2) Complete an inspection of engine components per chapters in this manual.
NOTICE: Refer to the latest revision of Service Bulletin No. SB-240 which identifies
certain parts that must be replaced on engine reassembly.
(3) Assemble the engine per Chapter 72-10 and complete an operational check per Chapter

F. Hydraulic Lock
DO NOT OPERATE THE ENGINE IF HYDRAULIC LOCK IS
SUSPECTED.
Hydraulic lock is caused by liquid accumulation in either the Induction System or the
cylinder assembly.
(1) The liquid prevents movement of the piston during the compression stroke.
(2) Damage to the engine occurs when the other cylinders fire, which forces the piston in
the liquid-filled cylinder through the compression stroke.
(3) Damage to an engine from hydraulic lock can be extensive due to the high forces.
These forces can damage connecting rods, pistons, cylinder assemblies, piston pins, the
crankcase, and the crankshaft.
(4) Hydraulic lock can occur as a result of any of the following:
 Incorrect operation of the fuel drain valve adapter assembly.
 Incorrect starting procedures.
 Failure to remove preservative oil from an engine that had been in storage.
(5) It is recommended the engine be sent to Lycoming Engines for evaluation. Include a
description and details of the hydraulic lock.
OR
Examine the engine for hydraulic lock in the field as follows:
(a) Remove all cylinders as per the section “Cylinder Removal” in Chapter 72-30.
(b) Refer to Chapter 72-20 to remove and examine the connecting rods.
(c) If all connecting rods are in compliance with the specified criteria in the latest
revision of the Service Table of Limits - SSP-1776, install the connecting rods.
(d) If any connecting rod is not in compliance with acceptance criteria, disassemble the
engine to examine the crankcase and crankshaft as per Chapters 72-05 and 72-20.
G. Volcanic Ash/Particulate Contamination
IF VOLCANIC ASH IS SUSPECTED ON THE ENGINE, DO NOT
INHALE IT OR TOUCH IT WITH BARE HANDS OR GET IT IN YOUR
EYES. WEAR PERSONAL PROTECTIVE EQUIPMENT. DO NOT USE
WATER TO RINSE IT OFF. THE VOLCANIC ASH CAN CONTAIN
ACIDIC COMPOUNDS WHICH MUST NOT BE INHALED OR
TOUCHED SINCE IT CAN CAUSE INJURY.
(1) Given the dynamic conditions of volcanic ash, Lycoming recommends that engines not
be operated in areas where volcanic ash is seen in the air or on the ground. Ash on the
ground and runways can inadvertently get into the engine compartment and cause
engine damage during landing or take-off.
(2) If volcanic ash or particulates get into the engine oil, engine malfunction and/or failure
can occur from abrasive wear.
(3) If you know in advance of potential flight in volcanic or particulate-laden

environments, as a precaution, install inlet and exhaust covers to prevent airborne
volcanic ash from entry into the static engine.
(4) Inlet air which contains volcanic ash or other particulates can cause damage to piston
engines. Solid deposits can collect on engine baffles or other engine surfaces to prevent
engine cooling. Accumulation of deposits on the induction air filter can prevent air flow
to the engine and decrease engine power.
(5) However, if during flight, the engine is in a particulate-laden atmosphere, do the
following:
(a) Monitor the engine temperature during flight. (Damaged or blocked cooling
baffles or heavy deposits on engine cooling surfaces can decrease cooling
efficiency and cause the engine to overheat.)
(b) If the engine is not operating smoothly in flight, make a safe landing as soon as
possible.
(6) In the event that the engine has been in particulate-laden atmospheres, especially
volcanic ash clouds or with ash on the ground, complete the standard actions in Table 2.
Table 2
Action to Take in Volcanic Ash Conditions
Maintenance after flight… Maintenance after 10 hours of operation or

the next flight…
Wear personal protective equipment (gloves, Wear personal protective equipment.

respiratory, and eye protection). Per the aircraft Examine the external engine, cowling, and
manufacturer’s instructions, thoroughly remove nacelle for any particulate or ash residue.
the ash or particulate from the aircraft by hand Remove any particulate or ash residue per the
brushing or air/vacuuming. Make sure that all ash aircraft manufacturer’s instructions.
is removed from the engine, nacelle and cowling.
Complete the post-flight inspection. Particularly, Complete the pre-flight inspection.

examine the induction filters, induction system,
and engine baffles for blockage or damage.
Immediately, complete an oil change and replace Change the oil and replace the oil filter.
the oil filter. Collect an oil sample and have a Collect another oil sample for spectrographic
spectrographic analysis done on the oil sample. analysis. Compare the results against the last
Compare this analysis with past oil analyses to oil sample to identify engine wear or effects
determine engine wear or contamination. Refer to of contamination. As a precaution, complete
Chapter 12-10 in the IO-360-N1A Engine Service another oil change and analysis of another oil
Manual. sample again. Refer to Chapter 12-10 in the

Table 2 (Cont.)
Action to Take in Volcanic Ash Conditions
Maintenance after flight… Maintenance after 10 hours of operation or

the next flight
Replace the intake air filter, as per the aircraft Replace the intake air filter as a precaution to
manufacturer’s instructions to remove any be sure there are no effects from particulate
internal contamination that can cause premature contamination. Replace the intake air filter
wear because of the highly abrasive effects from again after the next flight.
most solid particles.
Examine the external condition of the engine, all Examine the external condition of the engine,
accessories, compressor, external fuel and oil all accessories, compressor, external fuel and
cooling air baffles, oil lines, and all other oil cooling air baffles, oil lines, and all other
components for corrosion or scoring. Identify any components for corrosion or scoring. Identify
possible damage caused by the high speed impact any possible damage caused by high speed
from solid particles and corrosive effects caused impact from solid particles and corrosive
by the chemical composition of volcanic ash. effects caused by the chemical composition of
the volcanic ash. Complete this inspection
again as necessary.
Drain all other fuel/fluids from the engine and Remove and examine the fuel filter or fuel
replace with clean fluids. Replace the disposable inlet screen to identify any remnants of
fuel filter or remove and clean the fuel inlet contamination. Replace the fuel filter or clean
screen, as per the aircraft manufacturer’s the fuel inlet screen if contamination is found.
instructions.
Examine seals for damage and leaks. Replace Monitor oil temperature and pressure for
damaged or leaky seals. indications of engine problems.
Clean the engine with a high pressure air spray.

Be sure to clean the cooling fins on the cylinders.
In volcanic ash fall-out or high sand or dust areas,

after the engine cools, install inlet and exhaust
covers to prevent airborne volcanic ash or
particulate from entry into the static engine.
H. Valve Sticking
(1) The primary causes of intake or exhaust valve sticking are:
(a) Accumulated contaminants in the oil and oil filter can collect on valve stems and/or
guides to prevent valve movement and cause intermittent engine hesitation or “miss.”
If the contamination deposits are not removed, the valve becomes stuck and causes
engine damage.

(b) Conditions that can increase oil contamination and valve sticking include:
 High ambient temperature
 Slow flight with reduced cooling
 High lead content in fuel
 Oil changes and oil filter replacement not done as frequently as necessary. Refer to
the sections “Oil Change Procedure” and “Oil Filter Replacement” in Chapter 12-
10 in the IO-360-N1A Engine Service Manual.
 Induction system not sealed - unfiltered air enters engine
 Cooling air baffles and/or baffle strip deterioration
 Sudden cool down of the engine that can occur with a rapid descent with reduced
power or engine shutdown without sufficient engine cooling.
NOTICE: If valve sticking is a recurring problem on an IO-360-N1A engine, refer to the
IO-360-N1A Engine Service Manual and complete the 1000 hour inspection
after every 400 hours of engine operation. Refer to the section “Corrective
Action for Valve Sticking” in Chapter 72-30.
I. Oil Starvation/Sudden Loss of Oil Pressure
(1) To operate correctly at various attitudes, the engine must be supplied with a sufficient
quantity of lubricating oil. Unless there is an adequate quantity of lubricating oil at all
times during flight, loss of oil pressure can occur.
NOTICE: Refer to Appendix A of the IO-360-N1A Engine Installation and Operation
Manual for the minimum oil quantity.
(2) During various attitudes of flight, the risk of oil not covering the inlet to the oil pump
increases as the quantity of oil decreases. In certain attitudes, the oil in the oil sump
cannot be drawn into the oil pickup which can cause a momentary loss of oil pressure.
If there is insufficient oil during flight, oil starvation can occur. Yet, not all low oil
pressure incidents result in oil starvation.
(3) Very often a sudden loss of oil pressure is quickly followed by a sudden rise in oil
temperature.
(4) As a preventive measure, before every take-off, complete a check of the engine oil level
as per instructions in "Oil Level Check" in Chapter 12-10 in the IO-360-N1A Engine
Service Manual. Make sure the oil level is above the minimum specified level.
NOTICE: Circumstances which cause loss of oil pressure can be different which makes
prediction of the extent of damage to the engine or future engine reliability
difficult. In case of oil pressure loss or engine operation with oil below the
minimum operating level, the most conservative action is to remove the engine,
(Chapter 72-00), disassemble (Chapter 72-05), and completely examine all
engine components per chapters herein. Any decision to operate an engine that
had loss of oil pressure without an inspection must be the responsibility of the
agency putting the aircraft back into service.

(5) Any time oil pressure falls below the minimum level, identify the root cause as per the
following protocol progressive steps:
(a) Complete the check of the oil level in the oil sump. Drain the oil if necessary to
measure the oil quantity.
(b) If the oil level is sufficient, complete the check of the oil pressure indication
system accuracy. If the oil pressure gage is not operating correctly, replace it.
(c) Examine oil line connections for leaks. Tighten any loose connections as per the
torque values in the latest revision of the Service Table of Limits - SSP-1776 and
look for leaks. Replace leaking oil lines.
(d) Examine the oil suction screen at the oil sump and oil filter for blockage or metal
deposits. If metal or blockage is found, remove the material and identify the
origin of material and correct the root cause.
(e) Examine the oil pump for malfunction. Replace the oil pump if it is not operating
correctly. Refer to Chapter 72-25.
(f) If the oil pressure indication system is operating correctly and there has been
confirmation that oil pressure loss/oil starvation has occurred, remove the engine
(Chapter 72-00) and disassemble the engine for evaluation (Chapter 72-05).
J. Propeller Strike, Sudden Engine Stoppage or Loss of a Propeller Blade Tip
(1) This section includes recommendations for aircraft engines that have had
propeller/rotor damage as well as any of the following.
 Separation of the propeller/rotor blade from the hub
 Loss of a propeller or rotor blade tip
 Sudden stoppage
(2) A propeller strike includes:
 Any incident, whether or not the engine is operating, where repair of the propeller is
necessary
 Any incident during engine operation where the propeller has impact on a solid object
which causes a decrease in rpm and where a structural repair of the propeller is
necessary. This incident includes propeller strikes against the ground. Although the
propeller can continue to turn, damage to the engine can occur, possibly with
progression to engine failure.
 Sudden rpm drop on impact to water, tall grass, or similar yielding medium where
propeller damage does not usually occur.
(3) A propeller strike can occur at taxi speeds, including instances of touch and go
operations with propeller tip ground contact. In addition, propeller strikes also include
situations where an aircraft is stationary and a landing gear collapse occurs causing one
or more blades to be bent, or where a hangar door (or other object) hits the propeller
blade. These instances are cases of sudden engine stoppage because of potentially
severe side loading on the crankshaft flange, front bearing, and seal.

(4) Recommended Corrective Action for Propeller Strikes

BASED UPON THE ACCUMULATED ENGINEERING, TECHNICAL
AND HISTORICAL DATA AVAILABLE, LYCOMING ENGINES
PROHIBITS STRAIGHTENING OR GRINDING OF BENT
CRANKSHAFT FLANGES TO RESTORE MAXIMUM RUN-OUT
SPECIFICATION AS NOTED IN THE LATEST REVISION OF THE
TABLE OF LIMITS, SSP-1776. IF THE CRANKSHAFT FLANGE IS
BENT, REPLACE THE CRANKSHAFT. DO NOT TRY TO
STRAIGHTEN OR GRIND THE CRANKSHAFT FLANGE. REFER
TO THE LATEST REVISION OF SERVICE BULLETIN NO. SB-201.
DAMAGE TO A PROPELLER IS SERIOUS AND CAN CAUSE THE
ENGINE TO BE UNAIRWORTHY.
(a) Circumstances of a propeller strike cannot always be used as predictors of the extent
of engine damage or its future reliability. There can be varying degrees of damage to
an engine and propeller from a propeller strike. The initial damage can be hidden but
could become progressively worse with time and wear.
(b) Given these possibilities and the fact that there is no identified clear, quantifiable
threshold limit or gradient standard to reliably measure the extent of damage to an
engine, Lycoming Engines can only recommend BEFORE FURTHER FLIGHT, that
you complete the tasks in the sequential order shown in the Engine Inspection
Checklist After Propeller Strike for IO-360-N1A Engine Models (in this chapter) as
corrective action for a propeller strike.
NOTICE: The agency that returns the aircraft to service is responsible for the decision
to operate an engine that had a propeller strike. Lycoming Engines does not
take responsibility for the decision to return the engine to service after a
propeller strike.
(5) Make a copy of the Engine Inspection Checklist After Propeller Strike; complete it and
keep it as a service record. Record all results and any corrective action taken.
Engine Inspection Checklist After Propeller Strike for IO-360-N1A Engine Models
Engine Model: Engine Serial Number:
Date Inspection Started: Date Inspection Completed:
Corrective Action
Sequential Task Additional Information
Done/Comments
1. Remove the propeller. As per airframe and propeller
2. Examine the propeller for extent Condition of Propeller/Corrective
of damage; record condition of Action:
propeller. Propeller satisfactory
Repair propeller in accordance
with propeller manufacturer's
instructions
Replace propeller in accordance
with the airframe manufacturer's
instructions.

Engine Inspection Checklist After Propeller Strike for IO-360-N1A Engine Models (Cont.)
Corrective Action
Done/Comments
3. Remove the engine. In accordance with the airframe
manufacturer's instructions.
CRANKCASE P/N: MATCH NO:

4. Disassemble the engine where the Refer to Chapter 72-05
crankshaft, camshaft, connecting
rods, crankshaft gear, and internal
steel parts are removed.
5. Complete grit-blast cleaning of Refer to the “Grit-Blast Procedure”
the crankcase with 17 grit walnut and “Crankcase Cleaning” in
shells or any comparable, mildly Chapter 05-30.
abrasive organic substance such Make sure there is no dirt, debris,
as rice or baked wheat or plastic sludge, paint, or any other
pellets at 35 to 45 psi (241 to 310 substance that could prevent
kPa); remove all coatings on the reliable Fluorescent Penetrant
crankcase and engine mount Inspection (FPI) or subsequent oil
bosses. flow.
6. Complete grit-blast cleaning of Refer to the “Grit-Blast Procedure”
the oil sump and engine mount and “Crankcase Cleaning” in
bosses with 17 grit walnut shells Chapter 05-30.
or any comparable, mildly Make sure there is no dirt, debris,
abrasive organic substance such sludge, paint, or any other
as rice or baked wheat or plastic substance that could prevent
pellets at 35 to 45 psi (241 to 310 reliable FPI or subsequent oil flow.
kPa)
7. Complete grit-blast cleaning of Make sure there is no dirt, debris,
the engine mount brackets (if sludge, paint, or any other
used) with 17 grit walnut shells or substance that could prevent
any comparable, mildly abrasive reliable FPI or subsequent oil flow.
organic substance such as rice or
baked wheat or plastic pellets at
35 to 45 psi (241 to 310 kPa).
8. Complete grit-blast cleaning of Make sure there is no dirt, debris,
the accessory housing with 17 grit sludge, paint, or any other
walnut shells at 35 to 45 psi (241 substance that could prevent
to 310 kPa). reliable FPI or subsequent oil flow.
9. Remove and discard the existing Refer to the “Crankshaft
crankshaft gear retaining bolt and Disassembly” procedure in
lockplate. Chapter 72-20.

Corrective Action
Done/Comments
10. Examine the crankshaft. Refer to the “Crankshaft
Inspection” procedure and
checklist in Chapter 72-20.
11. Examine, the crankshaft counter- Refer to the latest revision of

bored recess, the alignment dowel Service Bulletin No. SB-475. If
especially at the base where it the bolt hole threads are damaged,
goes into the crankshaft, the bolt they cannot be repaired. Replace
hole threads, and the crankshaft the crankshaft.
gear for wear, galling, corrosion,
and fretting.
12. Clean the crankshaft, camshaft, Refer to Chapter 05-30.

crankshaft gear. Make sure there is no dirt, debris,
sludge, paint, or any other
substance that could prevent
reliable magnetic particle
inspection or subsequent oil flow.
13. Clean the following internal parts Refer to Chapter 05-30.

made of steel:
 Connecting Rods
 Piston pins
 Rocker shafts
 Accessory drive gears
 Magneto gears
 Idler and oil pump shafts
 Shaft gears and impellers
14. Measure the flange run-out on the Refer to the latest revisions of both Flange run-out within
crankshaft. Service Bulletin SB-240 and Part I acceptable limits
of the Service Table of Limits - Replace crankshaft
SSP-1776 for crankshaft flange
run-out tolerance.*
Record the crankshaft flange run-
out measurement.

Corrective Action
Done/Comments
BASED UPON THE ACCUMULATED ENGINEERING, TECHNICAL, AND HISTORICAL DATA
AVAILABLE, LYCOMING ENGINES PROHIBITS STRAIGHTENING OR GRINDING OF BENT
CRANKSHAFT PROPELLER FLANGES TO RESTORE MAXIMUM RUN-OUT SPECIFICATION
PER THE LATEST REVISION OF THE SERVICE TABLE OF LIMITS SSP-1776. IF THE
CRANKSHAFT PROPELLER FLANGE IS BENT, REPLACE THE CRANKSHAFT. DO NOT TRY
TO STRAIGHTEN OR GRIND THE CRANKSHAFT PROPELLER FLANGE.
CRANKSHAFT P/N: S/N:
15. Measure the main bearing run-out Refer to the latest revision of Part Main bearing run-out
on the crankshaft. I of the Service Table of Limits - within acceptable
SSP-1776 for the main bearing limits
run-out tolerance Replace crankshaft
Record the main bearing run-out
measurement.*
16. Measure the polished dimensions on Refer to the latest revision of Part
the main journals. I of the Service Table of Limits -
SSP-1776 for the dimensions on
the main journals
Record the dimensions of the
main journals.*
17. Measure the polished dimensions on Refer to the latest revision of Part
the pin journals. I of the Service Table of Limits -
SSP-1776 for the dimensions on
the pin journals
Record the dimensions of the pin
journals.*
18. Complete a check of the connecting Record measurement.
rod parallelism. Refer to the “Connecting Rod
Parallelism/Squareness Check” in
Chapter 72-20 for measurement
instructions.
* If the measurement or dimension is out of tolerance, discard the crankshaft and replace it with a
serviceable crankshaft. Install the crankshaft per “Crankshaft Installation” in Chapter 72-20.
NOTICE: The magnetic particle inspection must be done by a qualified and certified technician as per
the latest revision of Service Instruction No. SI-1285.
19. Complete a magnetic particle inspection on Record test Magnetic particle test results
the crankshaft. Refer to the section “Non- results. acceptable
Destructive Testing” in this chapter. Replace crankshaft
the camshaft.* results. acceptable
Replace camshaft

Additional Corrective Action
Sequential Task
Information Done/Comments
21. Complete a magnetic particle inspection on Record test Replace connecting rod bolts and
the connecting rods.* results. nuts -regardless of condition. Refer
to the latest revision of Service
Instruction SI-1458 for assembly
instructions.
the crankshaft gear.* Examine the gear end as results. acceptable
per the latest revision of Service Bulletin No. Replace crankshaft gear
SB-475.
23. Complete a magnetic particle inspection on Record test
the following internal parts made of steel: results. Use Replace
 Accessory drive gears Accessory drive gears
 Magneto gears Magneto gears
 Idler and oil pump shafts Idler and oil pump shafts
 Shaft gears and impellers Shaft gears and impellers
 Piston pins Piston pins
 Connecting rods Connecting Rods
NOTICE: Complete the visual inspection and Fluorescent Penetrant Inspection (FPI) in steps 24 through
28.
24. Crankcase Record test Use crankcase
Refer to the latest revision of Service results. Replace crankcase
Instruction No. SI-1285.
Closely examine the forward crankcase
bearing support and adjacent structure.
25. Oil sump Record test Use oil sump
results. Replace oil sump
26. Engine mounts and, if used, the lower mount Record test Use engine mounts
rings (on helicopter engines) results. Replace engine mounts
27. Accessory housing Record test Use accessory housing
results. Replace accessory housing
28. Aluminum oil pump impeller Record test Use impeller
results. Replace impeller
29. Examine the magneto in accordance with the Record test Replace magneto
magneto manufacturer’s instructions. results.
30. Examine the pistons per instructions in Record test Pistons acceptable
Chapter 72-30 and the latest revision of results. Replace pistons
Service Instruction No. SI-1243.
* Refer to the section “Non-Destructive Testing” in this chapter.

Additional Corrective Action
Sequential Task
Information Done/Comments
31. Refer to the latest revision of Service Record parts that
Bulletin No. SB-240 to identify any parts must be replaced.
that must be replaced during engine
assembly.
32. Install a new crankshaft gear retaining bolt Refer to the
and lockplate. “Crankshaft Gear
Installation”
procedure in
Chapter 72-20.
33. Review the documents of all other rotating
components on the engine, propeller
governor (if installed), etc. for instructions
on what to do for components exposed to
sudden engine stoppage.
34. Assemble and install the engine. Install the In accordance with
propeller and test the engine. Complete an instructions in
operational check of the engine. Chapter 72-10 and
the latest revision of
Service Instruction
No. SI-1427.
35. Record maintenance findings and any
corrective action.
UNAIRWORTHY PARTS:
ADDITIONAL WORK/INSPECTIONS NECESSARY:
OUTCOME OF INSPECTION- SUMMARY NOTES:

2. Non-Destructive Testing (Magnetic Particle Inspection and Fluorescent Penetrant Inspection.)

A. Non-destructive testing (NDT) includes Magnetic Particle Inspection (MPI) and Fluorescent
Penetrant Inspection (FPI). The purpose of the NDT is to identify the presence or potential of
structural failures in an engine component.
The MPI is used for detection of discontinuities on the surface and/or sub-surface of
ferroelectric materials such as iron, nickel, cobalt, and some of their alloys.
The FPI is used to identify casting, forging and welding surface defects such as hairline
cracks, surface porosity, leaks in new products, and fatigue cracks on in-service components.
B. Penetrant Materials Used for NDT
Do not use visible dye for MPIs or FPIs because visible dye penetrant materials have an
adverse effect on future penetrant inspections which can cause indications to be tightly
closed and therefore missed during future inspections.
C. Requirements for NDT Personnel
Personnel who complete the Magnetic Particle and Fluorescent Penetrant Inspections on
Lycoming engine components must be qualified and certified to a written procedure in
accordance with NAS-410, Certification and Qualification of NDT personnel. Also, personnel
who make the "accept" or "reject" decisions during the inspections must be qualified and
certified to at least Level II in accordance with NAS-410.
D. NDT Inspection Procedure Requirements and Guidelines
(1) There must be written procedures for the Magnetic Particle Inspection and the
Fluorescent Penetrant Inspection that have been approved by someone who is qualified
and certified to Level III in accordance with NAS-410.
(2) The inspections must be done per established acceptance criteria to ensure component
conformance.
(3) The procedures must identify:
 Information requirements
 Materials and equipment to be used
 Instructions/steps to complete the inspection based on technique
 Processing parameters.
NOTICE: All procedure steps, process verification, materials, processing parameters, and
techniques must be in compliance with the requirements in ASTM E 1444 for
the Magnetic Particle Inspection and ASTM E 1417 for the Fluorescent
Penetrant Inspection. Refer to the latest revision of Service Instruction No. SI-
1285 for details.
(4) The NDT Level III approved technique for the Magnetic Particle Inspection must be able
to identify the smallest indication regardless of its orientation to the magnetic flux field.
This technique must establish at least two magnetic fields, perpendicular to one another in
a plane parallel to the surface examined. The technique must include all applicable
processing parameters, including acceptance criteria, for correct inspection of the engine
parts.

(5) A 3 power to 10 power magnifying glass must be used to evaluate indications.

(6) The Fluorescent Penetrant Inspection must use an NDT Level III approved technique that
includes all processing parameters, including acceptance criteria for correct inspection of
the engine parts.
E. Before NDT, clean the components as follows remove all traces of:
 Paint  Grease  Smeared metal
 Gasket materials  Dirt  Plating
 Oil  Corrosion  Chemical residues.
F. Use any of the “Cleaning Methods for Non-Destructive Testing” in Chapter 05-30.
G. Magnetic Particle Inspection is usually done to identify whether parts are acceptable for
continued service.
NOTICE: If a Magnetic Particle Inspection is difficult to do on an odd-shaped part, the
Fluorescent Penetrant Inspection can be used if the acceptance criteria apply only to
surface indication.

12-30 - FAULT ISOLATION

1. Recommended Approach to Fault Isolation
A. Refer to the section “Fault Isolation Guide” in this chapter.
B. Visually examine the engine for indications of obvious problems, such as intake and exhaust
leaks, physical damage to ignition wires and wiring harness, blocked breathers, fuel and oil
stains, etc.
C. Review maintenance logs to identify any trends or possible causes.
D. Discuss any operational problems with the pilot to identify background, details or incidents
of unusual operation.
E. Record all findings and corrective action.
2. Fault Isolation Guide
A. The Fault Isolation Guide in Table 1 applies to IO-360-N1A engines. The table shows the
more common and recurring problems, causes, and corrective actions. Continue from the
simplest to the most complex possible causes.
B. The "Ref." column in Table 1 contains references to the following:
(1) A numeric entry such as "72-00" refers to a chapter in this manual.
(2) IOM refers to the IO-360-N1A Engine Installation and Operation Manual.
(3) SM refers to the IO-360-N1A Engine Service Manual.
Table 1
Fault Isolation Guide
Problem Cause Corrective Action Ref.
Engine will not start Discharged battery Replace with a charged battery in
or starts with accordance with aircraft manufacturer’s
difficulty instructions.
Incorrect starting Obey engine start procedures or the
procedure Aircraft Flight Manual.
Non-conforming starter Complete the “Starter Replacement”
72-70
procedure.
No fuel or low fuel level Complete the check of the fuel supply.
Service as required.
No fuel flow 1. Disconnect the fuel line.
Blockage in fuel line 2. Complete the “Injection Nozzle Fuel
Flow Check” of the fuel flow. 73-10
3. Examine for evidence of leaks and
correct as required.
4. Clean the filters, strainers, lines, or
05-30
fuel selector valve.
Water in fuel system Refer to the manufacturer’s
instructions.

Table 1 (Cont.)
Engine will not start Throttle valve open too Set the throttle control approximately
or starts with far 1/4 (of the length of throttle control
difficulty (Cont.) travel) open for about 800 rpm.
Cylinder compression 1. Complete the “Cylinder Compression

problem Check Procedure.”
SM
2. Complete the “Cylinder Borescope
72-30
Inspection Procedure” to determine if
further corrective action is necessary.
Ignition lead worn Examine the ignition leads for breaks
and cracks. Refer to the sections:
SM
 Spark Plug and Ignition Lead
74-20
Inspection
 Ignition Harness Inspection
 Ignition Harness Removal
74-20
 Ignition Harness Installation
Magneto incorrectly Complete the “Magneto-to-Engine SM
timed to engine. Timing” procedure. 74-30
Magneto internal timing 1. Replace magneto with a serviceable
not adjusted correctly or unit as per the “Magneto Replacement 74-30
"E" gap drifting because Procedure.”
of point or follower
2. Complete the “Magneto-to-Engine SM
wear.
Timing” procedure. 74-30
Damaged spark plug Complete the following procedures:
 Spark Plug Removal
 Spark Plug and Ignition Lead
SM
Inspection
05-30
 Spark Plug Cleaning
74-20
 Spark Plug Gap Setting
 Spark Plug Rotation
 Spark Plug Installation
Damaged ignition Replace the ignition harness with a new
harness harness as per the following sections:
74-20
 Ignition Harness Removal
 Ignition Harness Installation
Incorrect crankshaft-to- Complete the “Crankshaft-to-Camshaft
72-20
camshaft timing Timing Check.”

Table 1 (Cont.)
Poor idle cut-off Incorrect rigging of Adjust the mixture control in
mixture control linkage accordance with aircraft manufacturer's
instructions.
Mixture control valve in 1. Look for fuel leaks; disconnect the
the fuel injector is scored fuel line at the entrance to the fuel
or not seating properly manifold. Put the throttle mixture in
the OFF position and turn the boost
pump ON.
2. Look for little or no fuel flow. If fuel 73-10
is leaking more than 5 cc per minute,
Leaky mixture control the mixture control valve is leaking.
valve Remove the fuel injector. Either send
it to a manufacturer-approved repair
facility or replace it as per the “Fuel
Injector Replacement” procedure.*
Valve sticking in fuel 1. Complete the “Fuel Manifold
manifold Removal” procedure.
2. Send to a manufacturer approved
73-10
repair facility.
3. Complete the “Fuel Manifold
Installation” procedure.
Dirt in the air bleed hole 1. Complete the “Injection Nozzle
73-10
of the injection nozzle Removal” procedure.
2. Complete the “Injection Nozzle
05-30
Cleaning” procedure.
3. Install the injection nozzle as per
“Injection Nozzle Installation” 73-10
procedure.
Loose fuel line at the 1. Make sure the fuel line connections
fuel manifold or at the fuel manifold and injection
injection nozzle nozzles are tight.
73-10
2. Make sure that all injection nozzles
are tightly secured at the cylinders
and not cross-threaded.
*Review any applicable warranty information relative to replacement of a fuel component as per the
latest revision of Service Letters L221 and L253.

Table 1 (Cont.)
Rough Idle Leak in induction system Complete the “Induction System SM
Inspection” procedure. 72-80
Internal fuel injector leak Complete the “Fuel Injector Leak SM
Check Procedure.” 73-10
Blocked injection 1. Identify whether the cylinder with
nozzles the suspected blocked injection
nozzle is cold or hot. (The cylinder
will be cold after 2 minutes of engine
operation.)
2. Complete the “Injection Nozzle Fuel
Flow Check.”
73-10
Removal” procedure.
4. Clean the injection nozzle. 05-30
73-10
Dirt on injection nozzle 1. Complete the “Injection Nozzle
73-10
screen and shroud Removal” procedure.
blocking air bleed hole
05-30
3. Install the injection nozzle as per
“Injection Nozzle Installation” 73-10
procedure.
Valve sticking in fuel Refer to “Corrective Action for Valve
72-30
manifold Sticking.”
2. It is recommended the engine be sent
73-10
to Lycoming Engines for evaluation.
Loose ignition lead(s) Make sure all ignition leads are secure.

Table 1 (Cont.)
Rough Idle (Cont.) Fault in the ignition 1. Visually examine the harness for
system physical damage.
2. Examine leads using a high-tension
lead tester.
3. Replace worn or damaged
components as necessary.
4. Complete the following procedures: SM
 Spark Plug Removal 05-30
 Spark Plug and Ignition Lead 74-20
Inspection
 Spark Plug Cleaning
 Spark Plug Installation.
Lean idle mixture 1. Adjust the idle mixture per

instructions in the section "Idle SM
Speed and Mixture Adjustment.” 72-00
2. Readjust idle speed.
Low fuel pressure 1. Examine the fuel filter for blockage.
Clean a blocked fuel filter as per the
aircraft manufacturer’s instructions. 73-10
2. Replace fuel pump as per fuel pump
replacement procedure.*
Worn Camshaft Lobes Replace the camshaft. 72-20
Uneven cylinder 1. Complete the “Cylinder
compression Compression Check Procedure.”
2. Complete the “Cylinder Borescope SM
Inspection Procedure” to determine 72-30
if further corrective action is
necessary.
Cracked engine mounts Replace engine mounts in accordance
or defective mount with aircraft and part manufacturer’s
bushings instructions.
Engine mount bushing Install the engine mount bushing in
incorrectly installed accordance with manufacturer’s
instructions.

Table 1 (Cont.)
Engine will not idle Lean idle mixture 1. Enrich the idle mixture as per the
unless the boost section "Idle Speed and Mixture SM
pump is on Adjustment.” 72-00
2. Readjust the idle speed.
Fuel pressure too low at 1. Look for loose fuel line fitting.
idle speed (engine could Torque any loose fuel line fitting as
also lose fuel pressure as per the latest revision in the Service
the aircraft climbs) Table of Limits - SSP-1776. 73-10
2. Make sure the fuel pump is operating
properly.
Idle mixture is extremely 1. Lean the idle mixture as per the
rich (evident by excess section "Idle Speed and Mixture SM
black exhaust) Adjustment.” 72-00
2. Readjust the idle speed.
Fuel vaporizing in lines 1. Operate with cowl flaps in the FULL
OPEN position and keep ground
operation to a minimum.
2. Operate with boost pump ON as
necessary.
High fuel flow Blocked injection 1. Complete an “Injection Nozzle Fuel
nozzles evident by high Flow-Check.”
flow reading on pressure 73-10
type fuel flow indicator Removal” procedure.
3. Clean the injection nozzle. 5-30
73-10
Broken flow gage 1. Install the master fuel flow gage and
operate the engine to compare gages.
2. Replace the non-conforming fuel
flow gage.
Fuel injector rich Remove the fuel injector. Either send it
to a manufacturer-approved repair
73-10
facility or replace it as per the “Fuel
Injector Replacement” procedure.*

Table 1 (Cont.)
Low fuel flow Dirty fuel filter screen Remove and clean the fuel filter screen
with acetone or MEK. Blow out with 5-30
compressed air.
Damaged fuel flow gage 1. Install the master fuel flow gage and
operate the engine to compare gages.
2. Replace a damaged fuel flow gage.
Fuel manifold does not 1. Complete the “Fuel Manifold

open all the way at Removal” procedure.*
times. 2. Send to Lycoming Engines or a 73-10
repair facility.
Fuel line to fuel flow Look for fuel dye stains to identify
gage is broken, loose, or leaky, cracked, damaged or loose fuel
blocked lines. Replace any cracked or damaged
fuel line. Refer to the “Fuel Line
Replacement” procedure.
To identify a blocked fuel line, 73-10
disconnect the line at both ends and
blow it out with compressed air. Re-
connect the fuel line. Torque as per the
latest revision of the Service Table of
Limits - SSP-1776. Make sure the fuel
line is no longer blocked.
Low fuel pressure 1. Examine the fuel filter for plugs;

replace a plugged fuel filter as per
the aircraft manufacturer’s
instructions.
2. Adjust the fuel pressure in
73-10
accordance with the aircraft
3. Replace a fuel pump* or fuel
pressure regulator. Refer to the “Fuel
Pump Replacement” procedure.

Table 1 (Cont.)
Engine will not Decreased air flow in 1. Complete the “Induction System
turn static rpm or the air induction Inspection Procedure.”
will not develop system. SM
2. Make sure that the air box is
rated rpm Blockage in the installed in accordance with the 72-80
induction system. aircraft manufacturer’s
specifications.
Propeller or propeller Adjust in accordance with aircraft

governor is out of and/or propeller manufacturer’s
adjustment (not instructions.
reaching specified low
pitch)
Muffler’s internal Examine the baffles in accordance

baffles are broken and with the aircraft manufacturer’s
blocking the exhaust instructions.
outlet
NOTICE: Broken
baffles can move
around freely in the
muffler. The engine
could turn static rpm’s
intermittently.
Air filter dirty Remove and replace the air filter in

NOTICE: Occasionally new air
filters will have an excessive air
drop through them. If this condition
is suspected, remove the air filter
and operate the engine to full
throttle on a hard surface in a dust-
free area.
Incorrect magneto-to- Complete the "Magneto-to-Engine SM

engine timing Timing" procedure. 74-30

Table 1 (Cont.)
Engine will not Fouled spark plugs Complete the following procedures:
turn static rpm or  Spark Plug Removal
will not develop SM
rated rpm (Cont.)  Spark Plug Cleaning
74-20
05-30
 Spark Plug Installation
Injector rich or lean 1. Operate the engine at a given

power setting FULL RICH.
2. Recalibrate and/or overhaul fuel
injector servo that is out of
specification.
Incorrect fuel flow 1. Look for blocked fuel lines to the
engine.
2. Remove the fuel injector inlet
screen and flush out with acetone
or MEK. Blow out with
compressed air.
3. Disconnect the fuel flow gage and 73-10
install a master fuel flow gage to
make sure the aircraft fuel flow
gage is accurate.
4. Replace the fuel injector* as
necessary. Refer to the “Fuel
Injector Replacement” procedure.
Blockage in air inlet or 1. Make sure that the air filters are
manifold. clean. SM
2. Complete the “Induction System 72-80
Inspection” procedure.
Incorrect type of fuel 1. Refer to "Incorrect Fuel or Fuel
Contamination.”
2. Refer to the latest revision of 5-50
Service Instruction No. SI-1070
for correct fuel.

Table 1 (Cont.)
Engine will not Throttle lever is Adjust the throttle lever in
turn static rpm or incorrectly adjusted accordance with the aircraft
will not develop manufacturer’s instructions.
rated rpm (Cont.)
Insufficient 1. Complete the “Cylinder
combustion Compression Check” procedure.
2. Complete the “Cylinder SM
Borescope Inspection” procedure 72-30
to determine if further corrective
action is necessary.
3. Replace cylinders as necessary.
Refer to the sections “Cylinder
72-30
Removal” and “Cylinder
Installation.”
Incorrect crankshaft-to- Complete the “Crankshaft-to-
camshaft timing Camshaft Timing Check.”
NOTICE: This could 72-20
also cause the engine
not to start.
Engine hesitates, Valve sticking Refer to "Corrective Action for
misses 72-30
Valve Sticking."
Engine surges Dirty injection nozzle. Complete the “Injection Nozzle
5-30
Damaged propeller Complete the “Propeller Oil Control
governor Leak Test.” SM
Replace the propeller governor if 72-20
necessary.
Incorrect propeller Make sure that the propeller
governor governor is the correct part number.
Propeller blades are Remove and overhaul the propeller. Propeller
intermittently sticking manufacturer's
in hub instructions
Front main bearing has Complete the “Propeller Oil Control SM
too much clearance Leak Test.” 72-20
Low oil pressure or Oil not of the correct Make sure oil of the correct
excessive oil viscosity for ambient viscosity for the ambient IOM
pressure delay temperature temperature is used. Appendix A
during start-up

Table 1 (Cont.)
Low oil pressure or Low engine oil level Complete the “Oil Level Check”
excessive oil procedure. Add oil if necessary as SM
pressure delay per the procedure “Add Oil to the 12-10
during start-up Engine.”
(Cont.)
Oil pressure relief To increase the oil pressure, turn the
valve is out of adjustment screw clockwise; to SM
adjustment decrease the oil pressure, turn the 72-50
adjustment screw counterclockwise.
Dirt or metal chips Complete the following procedures:

under the oil pressure  Oil Pressure Relief Valve
relief valve Removal
 Oil Pressure Relief Valve 72-50
Inspection
 Oil Pressure Relief Valve
Installation
Damaged oil pressure Replace the oil pressure relief as per

relief seat the following procedures:
72-50
Removal
Installation
High oil temperature Examine the engine for these

conditions:
1. Low oil level
2. Incorrect grade/weight of oil
3. Oil cooler bypass valve seating
and operation IOM
4. Partial or full blockage in oil Appendix A
cooler lines
5. Excess blow-by
6. Blockage in air duct to the oil
cooler
7. Non-conforming temperature
gage.

Table 1 (Cont.)
Low oil pressure Excess internal oil Look for:
or excessive oil leakage  Loose or missing plugs in oil
pressure delay galley
during start-up  Piston cooling nozzles to lock
(Cont.) open during idle rpm
 Too much bearing clearance
 Cracks in the oil galley area of
the crankcase
Air leak on suction 1. Examine the conditions of these
side components:
SM
 Oil suction screen gasket
12-10
 Oil sump gasket
 Oil pump mating surface to 72-50
accessory housing
2. Replace cracked or damaged
parts.
Relocated oil pressure Use only the approved oil pressure
take-off point on the take-off point.
engine
Failed or failing Open the crankcase and examine 72-20
bearings the bearings.
NOTICE: Metal in or
the oil filter element or It is recommended the engine be
oil suction screen is a sent to Lycoming Engines for
sign of excessive evaluation. Include a description of
bearing wear. the problem.
Low oil pressure Oil suction screen Remove and clean the oil suction
during normal clogged screen as per the “Oil Suction
SM
flight Screen Removal/
12-10
Inspection/Cleaning/ Installation”
procedure.
Oil pressure gage not Test the oil pressure gage. Take
operating correctly corrective action per aircraft
manufacturer’s instruction.
Oil pump not Remove and examine the oil pump.
72-25
operating correctly
Oil pressure needs to Complete the “Oil Pressure SM
be adjusted Adjustment” procedure. 72-50

Table 1 (Cont.)
Excessive oil loss Restriction in breather Remove, clean or replace the

hose (oil loss breather hose as per the following Aircraft
overboard through oil procedures: manufacturer’s
return line and oil
 Breather Hose Removal instructions
separator)
 Breather Hose Cleaning
 Breather Hose Installation
Excessive oil Incorrect grade of oil Use correct grade of oil. IOM
consumption Appendix A
Oil level too high Do not fill the engine with oil above IOM
the maximum oil sump capacity. Appendix A
Oil leaks Examine the external area of the

engine for leaks, identify and
correct the cause of any leak.
New rings are On new, rebuilt, and overhauled

incorrectly seated. engines or after installation of new
piston rings, use mineral oil until oil
consumption stabilizes (usually
between 50 to 100 hours) then
change to ashless dispersant oil or
IOM
other specified oil. For best ring
Appendix A
seating, always use full throttle
take-off when applicable. Also, use
a high cruise power setting for
break-in. Climb to cruise altitude at
full power, then operate at 75%
power for break-in.

Table 1 (Cont.)
Excessive oil Piston rings are worn 1. Complete the “Cylinder
consumption or incorrectly installed Compression Check Procedure.”
(Cont.) OR 2. Complete the “Cylinder
Cylinder barrels are Borescope Inspection Procedure”
glazed or worn too to determine if further corrective SM
much action is necessary 72-30
NOTICE: Listen for a hissing
sound at the breather entrance of the
crankcase which is an indication of
air leaks around the rings.
3. Remove the cylinders, replace
the piston rings, deglaze the
cylinder barrels, and re-install the
cylinders as per the following
sections:
 Cylinder Removal
 Piston Removal
72-30
 Piston Inspection
 Installation of Piston Rings
 Barrel Glaze and Varnish
Removal from Interior
Cylinder Barrel
 Piston Installation
 Cylinder Installation
Worn valve guides 1. Measure the valve guides for SM
wear as per instructions in the 72-30
section “Exhaust Valve and
Guide Inspection.”
2. Replace worn valve guides. 72-30
High oil Oil level is too low Complete the “Oil Level Check” at SM
temperature regular intervals. Keep oil at the 12-10
specified level. &
IOM
Appendix A
Incorrect grade of oil Use only the correct specified oil IOM
grade. Appendix A
Oil cooler or oil cooler 1. Remove the oil cooler and oil
Aircraft
lines are fully or cooler lines.
manufacturer’s
partially blocked 2. Flush out the oil cooler and oil
instructions
cooler lines.

Table 1 (Cont.)
High oil Leaks in the induction Complete the “Induction System
temperature system Inspection.” Look for leaks.
SM
(Cont.) Identify and correct the cause of
72-80
any leak. There must not be any
leaks.
Partially blocked Remove, clean, and re-install the
injection nozzles injection nozzles as per the
following procedures: 73-10
 Injection Nozzle Removal 05-30
 Injection Nozzle Cleaning
 Injection Nozzle Installation
Fuel lines with Measure the inside diameter of the
incorrect diameter fuel line which must be between
installed 0.085 to 0.090 in. (2.159 to 2.286
mm). (Do not mark the inside of the
fuel line while measuring.)
Incorrect magneto-to- Complete the “Magneto-to-Engine

engine timing Timing” procedure.
SM
NOTICE: The correct advance
74-30
timing is stamped on the engine
data plate.
Engine is operating Make sure that the engine is
excessively lean operating at the correct fuel flow IOM
rates for various power settings. Appendix C
Never lean the engine below
minimum fuel flows.
Mixture control is Make sure that full travel of the
incorrectly installed cockpit mixture control lever is
calibrated to the correct FULL
RICH and IDLE CUT-OFF stops.
Oil temperature gage Replace the oil temperature gage. Aircraft
not operating correctly manufacturer’s
instructions
Cooling baffles are Verify that all cooling baffles are
missing, broken, or installed correctly and none are Aircraft
incorrectly installed broken. Replace as necessary. manufacturer’s
NOTICE: Never modify, relocate, instructions
or eliminate any cooling baffles.

Table 1 (Cont.)
High oil Insufficient cooling air 1. Make sure the air inlet and outlet
temperature ducting to the oil cooler are
(Cont.) operating correctly.
2. Repair or replace parts in
manufacturer's manual as
necessary.
Oil cooler bypass valve Replace the oil cooler bypass valve as
is not operating per the following sections:
correctly or seating  Oil Cooler Bypass Valve
accurately 72-50
Removal
 Oil Cooler Bypass Valve
Installation
Excess blow-by 1. Complete the “Cylinder
Compression Check Procedure.”
2. If there are indications of worn or SM
broken rings, complete the 72-30
“Cylinder Borescope Inspection
Procedure.”
3. Replace the cylinder per the
“Cylinder Removal” and “Cylinder 72-30
Installation” procedures.
Increased cylinder Incorrect operation of Complete the “Fuel Manifold
head temperature, the fuel manifold Replacement” procedure.
Exhaust Gas 73-10
Temperature (EGT),
or oil temperature
High manifold Incorrectly adjusted 1. As per the "Idle Speed and Mixture
pressure at idle fuel control Adjustment” procedure, adjust the
idle mixture to get a 25 to 50 rpm
rise when moving the mixture SM
control from FULL RICH to IDLE 72-00
CUT-OFF.
2. Adjust idle speed after making
mixture adjustments.
Air leak in induction Complete the “Induction System
system Inspection.” Look for leaks. Identify SM
and correct the cause of any leak. There 72-80
must not be any leaks.

Table 1 (Cont.)
High oil pressure Oil pressure incorrectly Decrease the oil pressure as per the “Oil SM
adjusted Pressure Adjustment” procedure. 72-50
Incorrect weight of oil Use the recommended viscosity of oil IOM

used for the ambient temperature. Appendix A
Oil passage is blocked Remove, clean, and re-install the oil

from the pressure relief pressure relief valve as follows:
valve to the oil sump  “Oil Pressure Relief Valve
 Push a soft copper wire through
the oil passage to the oil sump to
72-50
remove blockage.
 “Oil Pressure Relief Valve
NOTICE: If blockage continues,
remove the oil sump and clean the
passage.
Relocated oil pressure Use only the approved oil pressure

take-off point on the take-off point. IOM
engine
Oil temperature is too Use only the approved oil temperature

IOM
cold take-off point.
Sluggish propeller Propeller oil control Complete the "Propeller Oil Control SM
operation leak Leak Test.” 72-20
Engine does not Propeller oil control Complete the "Propeller Oil Control
hold rpm during leak Leak Test.” SM
cruise, climb, or 72-20
descent
Propeller goes into Propeller oil control Complete the "Propeller Oil Control
feather during leak Leak Test.”
SM
landing rollout with
72-20
decreased power
control setting


72-00 - ENGINE REMOVAL AND RETURN TO SERVICE

1. Engine Removal Prerequisites
DURING ALL MAINTENANCE PROCEDURES AND INSPECTIONS,
ENSURE THAT THE ENGINE IGNITION SWITCH IS IN THE ‘OFF’
POSITION, ALL POWER TO THE AIRCRAFT IS DISCONNECTED, AND
ALL PERSONNEL ARE CLEAR OF THE PROPELLER’S ROTATIONAL
ARC.
A. Before engine removal from the aircraft:
(1) Make sure that all electrical switches, circuit breakers, Ignition Switch, and the Fuel
Selector Valve are in the OFF position.
(2) In accordance with the aircraft manufacturer’s instructions, remove all cowling, baffling
and nacelle access panels to enable engine removal.
(3) Disconnect electrical power to the engine.
(4) Remove the propeller in accordance with the aircraft manufacturer’s instructions.
(5) Disconnect the ground terminal battery.
(6) Disconnect the positive terminal of the battery.
(7) Disconnect and examine the leads and wiring for damage or frayed wiring. Replace
damaged or frayed wiring per aircraft manufacturer’s instructions.
(8) Remove accessories.
(9) If the engine is to be stored, complete the engine preservation procedure before engine
removal. Refer to instructions in the IO-360-N1A Engine Installation and Operation
Manual.
2. Engine Removal Procedure
A. Remove the engine as follows:
(1) Complete the prerequisites in the section “Engine Removal Prerequisites” in this chapter.
(2) Drain oil from engine. Refer to the “Oil Change Procedure” in Chapter 12-10 of the IO-
360-N1A Engine Service Manual.
(3) During removal of tubes or engine parts, look for indications of scoring, burning or other
unacceptable conditions.
(4) Disconnect all connecting control cables.
(5) Disconnect any relays, gages, or other indicating devices as per the aircraft
manufacturer's procedure.
USE CARE TO PREVENT DUST, DIRT, SAFETY WIRE, NUTS,
WASHERS OR OTHER FOREIGN MATTER FROM ENTERING THE
ENGINE. DURING ENGINE REMOVAL, IF ITEMS ACCIDENTALLY
FALL INTO THE ENGINE, STOP WORK, FIND AND REMOVE ALL
OF THE DROPPED ARTICLES. USE CORRECT PLUGS, CAPS, AND
OTHER COVERINGS TO COVER EXPOSED OPENINGS. INSTALL
DUST CAPS OVER, NOT IN, TUBE ENDS.

DO NOT PUT TAPE OR PLUGS INSIDE OPEN LINES OR FITTINGS.

(6) Apply a cap over oil and fuel lines and connections to prevent spillage and debris from
entering the engine.
(7) Apply tags to identify ports, clips, tubes, wires, etc. for reference to make correct
connections during engine installation. Identify the location of each part during
removal. Attach a tag to unserviceable parts and units for examination or replacement.
(8) Disconnect the alternator from the engine.
(9) Remove all wiring bundle attaching clamps and hardware.
(10) Remove the manifold pressure gage line and aircraft fuel supply lines in accordance
with the aircraft manufacturer’s instructions.
(11) Refer to the aircraft manufacturer's instructions to disconnect any accessory connection
or to remove any external accessories to enable removal of the engine from the aircraft.
(12) Make sure that all wires, lines, and attachments between the engine and airframe are
disconnected and capped.
(13) Attach an engine-lifting cable (with a minimum capacity of 750 lb (340 kg)) to the
lifting straps on the engine in accordance with Figure 1.
Figure 1
Lifting Straps
(14) Use a crane or overhead hoist (with a minimum load of 750 lb (340 kg)) to take up
slack on the lifting cable until there is enough tension to hold the weight of the engine.
MAKE SURE THE AREA IS CLEAR WHEN LIFTING THE ENGINE.
DO NOT ALLOW THE FRONT, REAR, SIDES OR BOTTOM OF THE
ENGINE TO BUMP OR STRIKE ANY OBJECTS TO PREVENT
DAMAGE TO THE ENGINE OR ITS COMPONENTS.

(15) Remove the hardware that attaches the engine to the airframe and isolation mounts.
(16) Carefully lift the engine slowly out of the airframe.
(17) Put the engine on an engine stand, transport dolly, or engine shipping container base.
3. Engine Installation Preparation Requirements
To prevent delays on engine re-installation, have the following materials and new spare parts
available (refer to the applicable parts catalog) identified in Table 1. Follow the procedures in
Table 1 to prepare the engine for installation (if the engine was not in storage). If the engine was
in storage, refer to the IO-360-N1A Engine Installation & Operation Manual for instructions to
prepare an engine that has been in storage.
Table 1
Materials and Procedures to Prepare a Serviced Engine for Installation
New gaskets, seals, O-rings, and packing (Make Always install new gaskets, seals, O-rings, or
sure the new parts are not brittle, torn, cut, or packing.
cracked and do not have flashings,
deterioration/wear or deformities.)*
ALWAYS INSTALL NEW SAFETY WIRE, NEW LOCK WASHERS, NEW

LOCK NUTS, NEW TAB WASHERS, AND NEW COTTER PINS.
New safety wire, lock nuts, lock washers, tab Always install new gaskets, seals, O-rings, or
washers, and cotter pins packing.
New replacement part for any part that had to be
discarded*
Oil per specifications in Appendix A of the IO- “Add Oil to the Engine” in Chapter 12-10 in
360-N1A Engine Installation and Operation the IO-360-N1A Engine Service Manual
Manual
Cleaning solvents and lint –free wipes (identified Cleaning procedures in Chapter 05-30
in Chapter 05-30)
*Before installing a component, complete a check of the shelf-life of the part as per the latest
revision of Service Letter No. L247
After all inspections and maintenance tasks are complete, install the engine per the IO-360-N1A
Engine Installation and Operation Manual.
4. Return to Service Procedure
Complete the “Operational Ground Check,” “Idle Speed and Mixture Adjustment,” and “Engine
Mount Inspection” in Chapter 72-00 of the IO-360-N1A Engine Service Manual to make sure
the engine operates in accordance with specifications in Appendix A of the IO-360-N1A Engine
Installation and Operation Manual.
Before you return this engine to service, make sure that you correct all problems and complete all
of the necessary maintenance.


72-05- ENGINE DISASSEMBLY

Engine disassembly begins after the oil has been drained from the engine per instructions in Chapter
12-10 of the IO-360-N1A Engine Service Manual and the engine is removed from the airframe (per
instructions in this manual and the applicable Airframe Maintenance Manual).
Follow the procedures for engine disassembly for the IO-360-N1A engines in the sequence identified
in Table 1.
Table 1
Sequence of Engine Disassembly Procedures
Step Reference Step Reference
Step 1 “Spark Plug Removal” procedure in Step 3 “Magneto Removal” procedure in
Remove the Chapter 74-20 of the IO-360-N1A Remove the Chapter 74-30
spark plugs Engine Service Manual two
(Figure 1). magnetos
(Figure 3).
Figure 1 Figure 3
Spark Plugs Magnetos
Step 2 “Ignition Harness Removal” procedure Step 4 “Oil Level Gage Removal” procedure
Remove the in Chapter 74-20 Remove the in Chapter 72-50
ignition oil level
harness and gage tube
ignition and dipstick
leads (Figure 4).
(Figure 2).
Figure 2 Figure 4
Ignition Harness Oil Level Gage Tube

Table 1 (Cont.)
Step 5 “Alternator and Bracket Removal” and Step 8 Procedures in Chapter 73-10
Remove the “Alternator Belt Removal” procedures Remove the  Fuel Line Removal
alternator, in Chapter 72-70 fuel lines,  Fuel Injector Removal
alternator fuel  Injection Nozzle Removal
bracket, and injector,  Fuel Manifold Removal
alternator injection  Fuel Pump Removal
belt nozzles,
(Figure 5). fuel
manifold,
and, fuel
pump
(Figure 8).
Figure 5
Alternator Bracket, Alternator, and Figure 8
Alternator Belt Fuel Lines and Fuel Components
Step 6 “Starter Removal” procedure in Step 9 “Intake Pipe Removal” procedure in
Remove the Chapter 72-70 Remove the Chapter 72-80
starter intake pipes
(Figure 6). (Figure 9).
Figure 6
Starter Figure 9
Intake Pipes
Step 7 “Starter Ring Gear Support Removal” Step 10 “Oil Sump Removal” procedure in
Remove the and “Starter Ring Gear Removal” Remove the Chapter 72-50
starter ring procedures in Chapter 72-70 oil sump
gear support (Figure 10).
and starter
ring gear
(Figure 7).
Figure 7 Figure 10
Starter Ring Gear Oil Sump

Table 1 (Cont.)
Step 11 Procedures in Chapters 12-10 and 72- Step 14 “Crankshaft Idler Gear and Bushing
Remove the 50 Remove Removal” procedure in Chapter 72-20
oil cooler both
bypass crankshaft
valve, idler gears
oil filter, (Figure 14).
and oil filter
base
(Figure 11).
Figure 11
Oil Cooler Bypass Valve, Figure 14
Oil Filter, and Oil Filter Base Crankshaft Idler Gears
Step 12 “Accessory Housing Removal” in Step 15 “Oil Drain Tube Removal” procedure
Remove the Chapter 72-25 Remove the in Chapter 72-30
accessory oil drain
housing tubes from
(Figure 12). the engine
cylinder
heads and
crankcase
(Figure 15).
Figure 12 Figure 15
Accessory Housing Oil Drain Tubes
Step 13 Chapter 72-25 Step 16 “Intercylinder Baffle Removal”
Remove the Remove the procedure in Chapter 72-30
oil pump inter-
and the fuel cylinder
pump baffles
plunger (Figure 16).
(Figure 13).
Figure 13 Figure 16
Oil Pump Intercylinder Baffles

Table 1 (Cont.)
Step 17 Chapter 72-30 in this manual Step 20 “Connecting Rod Removal” in Chapter
Remove the 72-20
Remove the
rocker connecting
covers, rods
valve (Figure 20).
rockers,
rocker
shafts, push
rods, and
shroud
tubes
(Figure 17).
Figure 17
Rockers, Shroud Tubes, Figure 20
and Push Rods Connecting Rod
Step 18 “Cylinder Removal” procedure in Step 21 “Oil Pressure Relief Valve Removal”
Remove the Chapter 72-30 Remove the procedure in Chapter 72-50
engine oil pressure
cylinders relief valve
Figure 18 Figure 21
Engine Cylinders Oil Pressure Relief Valve
Step 19 “Piston Removal” procedure in Chapter Step 22 “Crankcase Disassembly” procedure in

Remove the 72-30 Separate the Chapter 72-20
pistons crankcase
(Figure 19). halves
(Figure 22).
Figure 19 Figure 22
Piston Crankcase Halves

Table 1 (Cont.)
Step 23 “Tappet, Main Bearing and O-Ring Step 26 “Crankshaft Idler Gear Shaft Removal”
Remove the Removal” in Chapter 72-20 Remove the procedure in Chapter 72-20
tappets, crankshaft
main idler gear
bearings, shafts
and O-rings (Figure 26).
(Figure 23).
Figure 23 Figure 26
Tappets, Main Bearings and O-Rings Crankshaft Idler Gear Shafts
Step 24 “Propeller Governor Drive Step 27 “Piston Cooling Nozzle Removal” in
Remove the Removal/Disassembly” in Chapter 72- Remove the Chapter 72-20
propeller 20 piston
governor cooling
drive nozzle
Figure 24 Figure 27
Propeller Governor Drive Piston Cooling Nozzles
Step 25 “Oil Plug Removal” procedure in Step 28 “Crankshaft Disassembly” in Chapter
Remove the Chapter 72-20 Disassemble 72-20
oil plugs the
(Figure 25). crankshaft
(Figure 28).
Figure 25 Figure 28
Oil Plugs Crankshaft Disassembled


72-10 - ENGINE ASSEMBLY

1. Engine Assembly Procedure
A. Complete the sequence of steps in Table 1.
B. Complete the Engine Assembly Checklist in the chapter.
Table 1
Sequence of Engine Assembly Procedures
Step 4 “Crankshaft Solid-Ring Oil Seal
Install the Installation” procedure in Chapter 72-20
Review the “General Assembly crankshaft
Step 1
Practices” in this chapter solid-ring
oil seal
(Figure 3).
(or install
Begin “Crankshaft Assembly” procedure. the split oil
seal later
Examine the alignment dowel, and if necessary, replace on)
the alignment dowel per instructions in Chapter 72-20. Figure 3
Crankshaft Solid-Ring Oil Seal
Step 2 “Crankshaft Gear Installation” procedure Step 5 “Connecting Rod Installation” procedure
Install the in Chapter 72-20 Install the in Chapter 72-20
crankshaft connecting
gear on the rods on the
crankshaft crankshaft
Figure 1 Figure 4
Crankshaft Gear and Expansion Plug Connecting Rods
Step 3 “Expansion Plug Installation” procedure Step 6 “Piston Cooling Nozzle Installation (if
Install the in Chapter 72-20 Install removed)” procedure in Chapter 72-20
expansion piston
plug on the cooling
crankshaft nozzle (if
removed)
(Figure 2).
(Figure 5).
Figure 2 Figure 5
Expansion Plug Piston Cooling Nozzles

Table 1 (Cont.)
Step 7 “Crankshaft Idler Gear Shaft Step 10 “Tappet Assembly Installation”
Install the Installation” procedure in Chapter 72- Install the procedure in Chapter 72-20
crankshaft 20 tappet
idler gear assemblies
shafts (Figure 9).
(Figure 6).
Figure 6 Figure 9
Crankshaft Idler Gear Shafts Tappets and Oil Seal Rings
Step 8 “Oil Plug Installation” procedure in Step 11 “Crankshaft Bearing and O-Ring
Install the Chapter 72-20 Install the Installation” procedure in Chapter 72-
oil plugs (if main 20
removed) bearings,
(Figure 7). bolts, and
O-rings in
the
crankcase
(Figure 10).
Figure 7 Figure 10
Oil Plugs Main Bearings and O-Rings
Step 9 “Oil Pressure Relief Valve Installation” Step 12 “Propeller Governor Drive Installation”
procedure in Chapter 72-50 in Chapter 72-20
Install the Install the
oil pressure propeller
relief valve governor
(Figure 8). drive
(Figure 11).
Figure 8 Figure 11
Oil Pressure Relief Valve Propeller Governor Drive

Table 1 (Cont.)
“Camshaft Assembly and Installation” “Crankshaft Oil Seal Installation”
Step 13 procedure in Chapter 72-20 Step 16 procedure in Chapter 72-20
Assemble Install the
and install crankshaft
the oil seal in
camshaft in the
the crankcase
crankcase (Figure 15)
(Figure 12).
Figure 12 Figure 15
Camshaft Split Oil Seal and Solid-Ring Oil Seal
Step 14 “Crankshaft Installation” procedure in Step 17 “Crankshaft Idler Gear Installation”
Install the Chapter 72-20 Install the procedure in Chapter 72-20
crankshaft crankshaft
in the idler gears
crankcase (Figure 16).
(Figure 13).
Figure 13 Figure 16
Crankshaft Crankshaft Idler Gears
Step 15 “Crankcase Assembly” procedure in Step 18 Chapter 72-25
Assemble Chapter 72-20 Install the
the oil pump
crankcase and the fuel
halves pump
(Figure 14) plunger on
the
accessory
housing
(Figure 17).
Figure 14 Figure 17
Crankcase Halves Oil Pump

Table 1 (Cont.)
Step 19 Chapters 72-25, 72-50, and 73-10 Step 22 “Cylinder Installation” section in
Install the Install all Chapter 72-30
accessory four engine
housing, cylinders on
fuel pump, the
oil filter crankcase
base, oil (Figure 21)
cooler
bypass
valve, and
oil filter
(Figure 18)
Figure 18 Figure 21
Accessory Housing Engine Cylinders
Step 20 “Oil Sump Installation” in Chapter 72- Step 23 “Starter Ring Gear Support Installation”
Install the 50 Install the procedure in Chapter 72-70
oil sump on starter ring
the gear support
crankcase on the
(Figure 19) engine
(Figure 22)
Figure 19 Figure 22
Oil Sump Starter Ring Gear
Step 21 “Piston Installation” procedure in Step 24 “Intake Pipe Installation” procedure in
If removed Chapter 72-30 Install the Chapter 72-80
install the intake
piston in pipes, each
each engine to the
cylinder correspond-
(Figure 20) ing cylinder
(Figure 23).
Figure 20 Figure 23
Piston Intake Pipes

Table 1 (Cont.)
Step 25 “Oil Level Gage Installation” Step 28 “Spark Plug Gap Setting” and “Spark
Install the procedure in Chapter 72-50 Examine, Plug Installation” procedures in
oil level set the gap, Chapter 74-20 in the IO-360-N1A
gage tube and install Engine Service Manual
and dipstick all spark
(Figure 24). plugs (one
in the top
and bottom
of each
engine
cylinder)
(Figure 27).
Figure 24 Figure 27
Oil Level Gage Tube Spark Plugs
Step 26 “Intercylinder Baffle Installation” Step 29 “Magneto Installation” procedure in
Install inter- procedure in Chapter 72-30 Install both Chapter 74-30
cylinder magnetos
baffles on the
(Figure 25). engine
(Figure 28).
Figure 25 Figure 28
Intercylinder Baffle Magnetos
Step 27 “Oil Drain Tube Installation” Step 30 “Ignition Harness Installation”
Attach four procedure in Chapter 72-30 Install the procedure in Chapter 74-20
new oil ignition
drain tubes, harness on
one on each the engine
engine (Figure 29).
cylinder
head and
the
crankcase
(Figure 26).
Figure 26 Figure 29
Oil Drain Tubes Ignition Harness

Table 1 (Cont.)
Step 31 “Fuel Manifold Installation” procedure Step 34 “Fuel Line Installation” procedure in
Install the in Chapter 73-10 Install the Chapter 73-10
fuel fuel lines
manifold (Figure 33).
(Figure 30).
Figure 30 Figure 33
Fuel Manifold Fuel Lines
Step 32 “Fuel Injector Installation” procedure Step 35 “Starter Installation” procedure in
Install the in Chapter 73-10 Install the Chapter 72-70
fuel starter
injectors (Figure 34).
(Figure 31).
Figure 31 Figure 34
Fuel Injector Starter
Step 33 “Injection Nozzle Installation” Step 36 “Alternator and Bracket Installation”
Install the procedure in Chapter 73-10 Install the and “Alternator Belt Installation”
injection alternator, procedures in Chapter 72-70
nozzles bracket, and
(Figure 32). belt
(Figure 35).
Figure 35
Figure 32 Alternator Bracket, Alternator, and
Injection Nozzles Alternator Belt
Step 37 Install the Engine in the Airframe

Install the engine in the airframe per instructions in this manual, IO-360-N1A Engine Installation and
Operation Manual, and applicable airframe maintenance manual.

General Assembly Practices

1. Corrosion Prevention
DO NOT USE PLAIN LUBRICATING OIL DURING ASSEMBLY.
A. Pre-Lubrication of Parts Before Assembly
Before assembly of each subassembly, clean all of the parts to remove the preservative oil,
grease, and unwanted dirt per instructions in Chapter 05-30.
As preventive action, during engine assembly, apply the approved lubricant for specified
components identified in the latest revision of Service Instruction No. SI-1059.
If parts are not correctly lubricated, or if an unapproved lubricant is applied to a part, engine
parts could become scored before the engine oil has lubricated the engine during the first
cycle of operation. This scoring can cause premature part failure, or, in some cases, engine
failure.
2. Painting the Engine and Engine Components
Lycoming recommends that the engine be painted as an assembly (minus accessories, intake tubes,
fluid lines, wiring harness), but if it is necessary to paint an individual component:
 Do not get paint on any mating surfaces or under the cylinder hold down nuts.
 There must be metal to metal contact to ensure proper torque.
 Mask mating surfaces and the area where the nut will contact the component surface.
All paint should be sprayed; however, if it is necessary to use a brush, care should be taken to avoid
an accumulation of pockets of paint. Refer to the paint manufacturer’s instructions for drying and
curing times.
Parts requiring use of paint for protection or appearance should be painted in accordance with the
following recommendations using material from the following list of approved materials:
 Thinner - Toluene or equivalent (AMS3180 or equivalent Federal Spec. TT-T-548).
 Primer - Zinc chromate (AMS3110 or equivalent MIL-P-8585).
 Enamel - Phthalate resin type (AMS3125C or equivalent MIL- E-7729).
NOTICE: All machined bosses should be masked before painting. Do not paint areas under
hold- down nuts where torque is required.
A. Aluminum and Steel Parts
NOTICE: It is not necessary to apply the primer coat if paint has not been removed from the
part.
(1) Clean and degrease the parts with Varsol® or equivalent.
(2) Apply one coat of zinc chromate primer, thinned with two parts toluene.
(3) Air dry.
(4) Apply one coat of enamel and bake at 250° F, to 300° F, for one-half hour. Enamel may
be allowed to air dry but an inferior finish will result.

B. Magnesium Parts
(1) Clean all traces of oil and grease from the part using a neutral, non-corrosive, degreasing
medium followed by a rinse.
(2) Immerse the part for 45 minutes in a hot dichromate solution (3/4 lb. of sodium
dichromate to one gallon of water at 180°F. to 200°F. (as required).
(3) Wash the part thoroughly in cold running water, dipped in hot water, and dried in an air
blast.
(4) Immediately paint the part with a prime coat and engine enamel, the same as aluminum
parts.
C. Shroud Tubes
(1) Clean and degrease the shroud tube with Varsol® or equivalent..
(2) Dip the shroud tube in zinc chromate primer, thinned to spraying consistency.
(3) Allow the primer to dry.
(4) Paint the outside of the shroud tube with engine enamel.
D. Cylinder Painting
(1) Remove all old paint from the cylinder. A vapor degreaser is best suited for this purpose.
NOTICE: Masking tape, corks, plugs, metal covers, etc. are acceptable for masking
purposes.
(2) Mask off the following parts of the cylinder:
 Rocker box section, including the rocker box flange
 Both valve ports and flanges
 Thermocouple hole
 Spark plug holes
 Push rod shroud tube holes
 All other exposed threaded surfaces in which paint might accumulate
MAXIMUM THICKNESS OF THE PAINT ON THE CYLINDER
FLANGE MUST BE 0.0005 IN. (0.0127 MM). MEASURE THE
THICKNESS OF THE PAINT WITH A TINSLEY THICKNESS GAGE
OR EQUIVILANT. IF A THICKNESS GAGE IS NOT AVAILABLE,
USE A MICROMETER TO MEASURE THE THICKNESS OF THE
FLANGE BEFORE AND AFTER PAINTING. IF THE PAINT IS
OVER 0.0005 IN. (0.0127 MM) THICK IT MUST BE REMOVED AND
THE CYLINDER FLANGE REPAINTED.
(3) Spray a very light coat of zinc chromate primer to a maximum thickness of (0.0005 in.
(0.0127 mm) on the cylinder flange. If the correct amount of paint has been applied the
color of the paint will be green with a yellowish tint and the metal will show through. If
the paint is too thick the color will be zinc chromate yellow.

(4) Mask off the flange area to prevent paint being applied where the cylinder hold-down
nuts contact the cylinder flange. Proceed to paint the cylinder with a Phthalate resin type
enamel (AMS3125C or equivalent WL-E-7729) properly thinned with Toluene or
equivalent (AMS3180 or equivalent Federal Spec. TT-T-548).
(5) Clean paint from all surfaces where paint may have accidentally accumulated with a cloth
dipped in thinner.
(6) Air-dry the cylinder for fifteen minutes and then bake in an oven until completely dry.
3. Limits and Clearances
Refer to the latest revision of the Service Table of Limits - SSP-1776, for the following.
 Backlash and end clearance of gears
 Clearance between mating machined parts
 Clearance between moving parts that touch
 Torque limits for various nuts, screws, and fastenings.
4. Inspections
A. Bearing shell surface inspection
(1) Examine all bearing surfaces for scoring, galling, and wear. If a part has one of the
defects, discard it and replace it with a new one.
NOTICE: It is not necessary to discard aluminum bearings that are scratched and/or lightly
scored.
(2) Make sure that the clearance of each bearing agrees with the specification in the latest
revision of the Service Table of Limits - SSP-1776.
(3) If a bearing is not in the applicable limits, discard it and replace it with a new one.
(4) Examine all journal surfaces for galling, scores, misalignment, and out-of-round
condition.
(5) Examine the shafts and pins for straightness.
B. Gear Inspection
(1) Examine the involutes of the gear teeth for pitting and excessive wear.
(2) If pit marks are found, discard the gear and replace it with a new one.
(3) Examine the bearing surfaces of all gears for deep scratches.
(4) Remove minor abrasions with a fine abrasive cloth.
C. Screwed Fitting Inspection
(1) Examine the condition of the threads on screwed fittings (threaded fastenings or plugs).
(2) Remove small nicks and burrs with a small file, fine abrasive cloth, or stone.
(3) If the part cannot be repaired by polishing it, discard it and replace it with a new one.
(4) If the part has too much distortion, galling, or mutilation (caused by over-tightening or
use of an incorrect tool) replace it.
Engine Assembly Checklist

The Engine Assembly Checklist is a guide and a record of completion for engine assembly.
Engine Assembly Checklist for IO-360-N1A Engine Models
Engine Model Number__________________ Engine Serial Number:__________________
Engine Time:______________________ Date Inspection Done: _____________________
Inspection done by:______________________________
NOTICE Replace all roller tappets as a complete set if engine assembly is close to TBO.
If a new or reconditioned camshaft is to be installed, install new tappet bodies.
Refer to the latest revision of Service Instruction No. SI-1011 for guidelines on
replacing the camshaft when new tappets are installed in the engine.
Item Comments Done
Review the “General Assembly Practices” in this
Chapter.
FOR CORRECT ENGINE OPERATION, THE CRANKSHAFT GEAR
MUST BE INSTALLED CORRECTLY WITH NO GAP IN THE MATING
SURFACES BETWEEN COUNTERBORED-END OF THE
CRANKSHAFT AND THE CRANKSHAFT GEAR.
Start with a clean crankshaft which passed the
“Crankshaft Inspection” in Chapter 72-20.
Inspect the alignment dowel and if necessary, replace
the alignment dowel per instructions in Chapter 72-20.
Install the crankshaft gear with a new crankshaft
gear bolt per instructions in Chapter 72-20.
Install a new expansion plug in the crankshaft per
the “Expansion Plug Installation” procedure in
Chapter 72-20.
Either install a new solid-ring oil seal on the
crankshaft per the “Solid-Ring Oil Seal
Installation” procedure in Chapter 72-20 or later on
install a split oil seal per the “Crankshaft Oil Seal
Installation” procedure in Chapter 72-30.
Assemble and install the connecting rods (on the
crankshaft) each with a pair of new bearing inserts,
a new connecting rod bolt, and a new nut – per the
“Connecting Rod Installation” procedure in Chapter
72-20.
Measure the inside diameter of the bearing per the **Measurement:
“Connecting Rod Installation“ section in Chapter
72-20.
Start with a clean crankcase which passed the
“Crankcase Inspection” in Chapter 72-20.
** Measurements must be within tolerances specified in the latest revision of the Service Table
of Limits - SSP-1776.
Engine Assembly Checklist for IO-360-N1A Engine Models (Cont.)

Item Comments Done
Complete the “Piston Cooling Nozzle Installation”
procedure in Chapter 72-20.
Complete the “Crankshaft Idler Gear Shaft
Install the oil plugs (if removed) per the “Oil Plug
Complete the “Oil Pressure Relief Valve
Complete the “Tappet Assembly Installation”
procedure on Chapter 72-20.
Identify the types of tappets installed in the engine
logbook.
Complete the “Crankshaft Bearing and O-Ring
Complete the “Propeller Governor Drive
Complete the “Camshaft Assembly and
Measure the camshaft endplay in the left crankcase **Measurement:
half per the “Camshaft Installation” procedure in
Chapter 72-20.
Measure the camshaft endplay in the right **Measurement:
crankcase half per the “Camshaft Installation”
Complete the “Crankshaft Installation” procedure in
Chapter 72-20.
Measure the slinger clearance per the “Crankshaft **Measurement:
Measure the crankshaft endplay per the “Crankshaft **Measurement:
Installation” procedure in Chapter 72-20. Record
the endplay measurement.
Assemble the crankcase halves per the “Crankcase
Assembly” procedure and follow the torque
sequence in Chapter 72-20.
Complete the “Crankshaft Oil Seal Installation”
procedure in Chapter 72-20
Complete the “Crankshaft Idler Gear Installation”
Complete the “Oil Pump Installation” and “Fuel
Pump Plunger Installation” procedures in Chapter
72-25.
** Measurements must be within tolerances specified in the latest revision of the Service Table
of Limits - SSP-1776.


Item Comments Done
Complete the “Accessory Housing Installation”
Complete the “Fuel Pump Installation” procedure in
Chapter 73-10.
Complete the “Oil Filter Base Installation”
Complete the “Oil Cooler Bypass Valve
Complete the “Oil Sump Installation” procedure in
Chapter 72-50.
Complete the “Piston Installation” procedure in
Chapter 72-30 for all four pistons.
Complete the “Cylinder Installation” procedure in
Chapter 72-30 for all four cylinders.
Install the starter ring gear support per the “Starter
Ring Gear Support Installation” procedure in
Chapter 72-70.
Complete the “Intake Pipe Installation” procedure
in Chapter 72-80.
Complete the “Oil Level Gage Installation”
Complete the “Intercylinder Baffle Installation”
Install a new oil drain tube at each cylinder head
and at the crankcase per the “Oil Drain Tube
Examine, set the gap, and install the spark plugs per
the “Spark Plug Gap Setting” and Spark Plug
Installation” procedures in Chapter 74-20 of the IO-
360-N1A Engine Service Manual.
Complete the “Magneto Installation” procedure in
Chapter 74-30.
Complete the “Ignition Harness Installation”
Complete the “Fuel Manifold Installation”
Complete the “Fuel Injector Installation” procedure
in Chapter 73-10.


Item Comments Done
Complete the “Injection Nozzle Installation”
Install new fuel lines and complete the “Fuel Line
Complete the “Starter Installation” procedure in
Chapter 72-70.
Complete the “Alternator and Bracket Installation”
and “Alternator Belt Installation” procedures in
Chapter 72-70.
Install the engine in the airframe per instructions in
the IO-360-N1A Engine Installation and
Operation Manual and applicable Airframe
Maintenance Manual.
Add oil to the engine in accordance with the
procedure “Add Oil to the Engine” in Chapter 12-10
of the IO-360-N1A Engine Service Manual..
Complete an “Operational Ground Check” per
Chapter 72-00 of the IO-360-N1A Engine Service
Manual.


72-15- PROPELLER FLANGE BUSHING REPLACEMENT

1. Propeller Flange Bushing Removal
NOTICE: Designated bushings are installed in specified locations on the propeller in a
particular indexed configuration.
A. During removal of the bushings from the propeller flange (also known as the crankshaft
flange), attach a removable non-adhesive label/tag on the bushing that identifies the correct
bushing part number and location for reference on reassembly.
B. Refer to the latest revision of Service Instruction No. SI-1098 for the latest part number and
propeller flange bushing location (since an update of Service Instruction No. SI-1098 is more
likely to occur before the parts catalog update.)
C. Use the Propeller Flange Bushing Removal/Installation Tool ST-115 to remove each bushing
from the propeller flange.
2. Propeller Flange Bushing Installation
IF THE PROPELLER FLANGE BUSHING OF THE CORRECT PART
NUMBER IS NOT INSTALLED IN THE SPECIFIED LOCATION, THE
PROPELLER WILL NOT BE INDEXED CORRECTLY. EXCESSIVE
PROPELLER BLADE STRESSES CAN OCCUR.
A. As per the latest revisions of Service instruction No. SI-1098, identify the correct bushing part
numbers for your engine and the location of each bushing.
B. Use the Propeller Flange Bushing Removal/Installation Tool ST-115 to install the bushings of
the correct part number on the propeller flange on the crankshaft in the location designated for
your engine model specified in the latest revision of Service Instruction No. SI-1098.


72-20 - RECIPROCATING ENGINE – CRANKCASE MAINTENANCE
1. Crankcase Disassembly
A. Put the crankcase upright on a suitable work
surface
B. Crankshaft Idler Gear and Bushing Removal
(1) Remove the idler gears and bushings
(Figure 1) from the idler gear shafts.
(2) Discard the bushings.
Figure 1
Crankshaft Idler Gears
TO PREVENT DAMAGE TO THE CRANKCASE, REMOVE ALL THRU-
STUDS, NUTS, AND BOLTS FROM THE CRANKCASE HALVES BEFORE
YOU SEPARATE THE CRANKCASE HALVES.
C. Use a slide hammer, a crankcase thru-stud puller ST-271 or crankcase thru stud driver ST-
317 or a plastic hammer to remove the four thru-studs from the crankcase (Figure 2).
Figure 2
Crankcase Assembly
D. Remove the remaining bolts and nuts that attach the crankcase halves.
E. Insert one used pushrod into each of the four holes where the thru-studs were removed to
support the camshaft and crankshaft when the crankcase halves are separated.

F. Separate the crankcase with a Crankcase Separating Tool ST-389 or with a slide-hammer
attached to one of the base studs as shown in Figures 3, 4, and 5.
Figure 3 Figure 4 Figure 5

Attach the Slide-Hammer Strike the Slide Part of the Tool Separate the
to a Base Stud Against the Back of the Tool Crankcase Halves
G. Remove the camshaft when the crankcase halves are separated enough to allow for removal
(Figure 6).
H. Continue separating the crankcase halves until the crankshaft can be removed from the
Figure 6 Figure 7
Remove the Camshaft Remove the Crankshaft
I.Put the crankshaft in a suitable V-block-type
fixture as shown in Figure 8.
NOTICE: Undersize crankshafts are identified
by a code symbol stamped on the
front of the flange as a suffix to the
part number. In addition to the code
symbols, the letters "RN" are
stamped as a suffix to the serial
number, indicating that the
crankshaft has been renitrided.
Figure 8
Crankshaft in V-Block-Type Fixture

J. Tappet, Main Bearing, and O-Ring Removal

(1) Remove the hydraulic tappet plungers using the hydraulic tappet tool.
IF A HYDRAULIC TAPPET TOOL IS NOT AVAILABLE, REMOVE
THE PUSH ROD SOCKETS BY HAND OR BY MAKING A LOOP
FROM A SHORT LENGTH OF SAFETY WIRE. DO NOT USE A
MAGNET TO REMOVE THE SOCKET OR THE PLUNGER
ASSEMBLY FROM THE ENGINE, AS THIS COULD CAUSE THE
BALL TO REMAIN OFF ITS SEAT AND MAKE THE UNIT
INOPERATIVE.
(2) Remove the push rod socket (Figure 9) by placing heavy grease on the ball end. Insert the
ball end into the socket and withdraw it. The socket will adhere to the grease.
(3) Push the hollow end of the tool over the hydraulic tappet plunger and withdraw the
plunger.
(4) Bend a right angle in one end of a piece of wire and insert this end into the space between
the plunger assembly and the tappet body. Turn the wire 90º to engage a coil of the spring
and draw out the hydraulic tappet plunger assembly. Refer to Figure 10.
Figure 9 Figure 10
Removing Push Rod Socket Removing Hydraulic Tappet Plunger Assembly
(5) Remove and discard the crankshaft bearings, crankshaft front bearings, and O-rings
(Figure 11).
Figure 11
Main Bearings and O-Rings
K. Propeller Governor Drive Removal/Disassembly
(1) Remove the plug and gasket from the propeller governor idler gear shaft (Figure 12).
Discard the gasket.
(2) Remove and discard the set screw from the propeller governor idler gear shaft. If the set
screw was peened or staked in the hole, remove any debris.
Figure 12
Propeller Governor Drive
(3) Support the propeller governor idler gear shaft assembly and, simultaneously remove the
idler gear shaft, gear assembly, and thrust washer. Discard the thrust washer.
(4) Pull the propeller governor drive gear away from the crankcase.
(5) Remove the gear assembly and thrust washer.
(6) Remove the four nuts, lock washers and washers (Figure 12) from the propeller governor
drive cover. Discard the lock washers.
(7) Remove the governor drive cover and governor gasket. Discard the governor gasket.

L. Oil Plug Removal

(1) Remove the threaded NPT plugs from the accessory housing, oil sump, and crankcase to
facilitate cleaning (Figures 13, 14, and 15).
Figure 13 Figure 14
Oil Plugs in the Accessory Housing Oil Plugs in the Oil Sump
Figure 15
Oil Plugs in the Crankcase
M. Crankshaft Idler Gear Shaft Removal
(1) Remove the safety wire
(Figure 16) from the nut and
three bolts that attach the
crankshaft idler gear shafts
to the crankcase halves.
(2) Remove the nut and three
bolts (Figure 17) that attach
the crankshaft idler gear
shafts to the crankcase
halves.
(3) Remove the two crankshaft Figure 16 Figure 17
idler gear shafts from the Safety Wire on the Crankshaft Idler Gear Shafts
rear of the crankcase halves Crankshaft Idler
(Figure 17). Gear Shaft

N. Piston Cooling Nozzle Removal

(1) Remove the four piston
cooling oil nozzles from the
Figure 18
Piston Cooling Nozzles
2. Crankshaft Disassembly
USE CARE WHEN HANDLING THE CRANKSHAFT AND ITS PARTS – DO
NOT ETCH OR MAKE MARKS ON THE CRANKSHAFT. AN ETCH OR A
MARK CAN CAUSE WEAKNESS AND FATIGUE IN THE CRANKSHAFT,
AND ULTIMATELY CRANKSHAFT FAILURE.
A. Connecting Rod Removal
DO NOT RE-USE THE CONNECTING ROD BEARINGS, BOLTS, AND

NUTS.
(1) Remove and discard the two nuts (Figure
19) and the two bolts that attach the
connecting rod cap to the connecting rod.
(2) If the two nuts in the connecting rod cap
cannot easily be removed, use a soft
(plastic head) mallet and gently tap on the
end of the two bolts to remove the nuts
and the bolts. Discard the connecting rod
bolts and nuts.
(3) Remove the connecting rod cap and
connecting rod; keep them together, label
the throw position of the connecting rod.
(4) Remove and discard the two connecting
rod bearing halves. Figure 19
Connecting Rod Parts
(5) Keep the connecting rod cap with its
corresponding rod.

B. Crankshaft Gear Removal

(1) Bend the tabs of the crankshaft gear bolt
lockplate down, flat against the crankshaft gear.
(2) Remove the crankshaft gear bolt, lockplate, and
crankshaft gear from the crankshaft (Figure 20).
Discard the bolt and the lockplate.
NOTICE: Any time the crankshaft gear bolt
(Figure 20) is removed, discard the bolt
and replace it with a new bolt for the
applicable crankshaft gear.
Do not remove the alignment dowel
(Figure 20) from the end of the
crankshaft unless it is damaged. Replace Figure 20
a damaged alignment dowel per the Crankshaft Gear and Associate Parts
“Alignment Dowel Replacement”
Do not remove the propeller flange
bushings unless they are loose or
damaged.
NOTICE: The expansion plug is not installed in the crankshaft if a constant speed propeller is
used.
C. If installed, remove the larger expansion plug and inner plug (Figure 21) from the crankshaft
by punching a 1/8 in. (3.175 mm) to 3/16 in. (4.763 mm) hole in the center of the plug. Use a
hook or bent rod to pull out the plug. Remove any little pieces of plug remnants. Discard the
expansion plug and inner plug.
Figure 21
Crankshaft

3. Crankcase Inspection
A. The external crankcase inspection is done to:
 Identify any oil leaks, cracks, and mechanical damage on the crankcase.
 Make sure that hardware fasteners are torqued correctly.
REPLACE A CRACKED CRANKCASE. DO NOT TRY TO WELD OR
REPAIR A CRACKED CRANKCASE. IF A CRACKED CRANKCASE IS
NOT REPLACED, OIL CAN LEAK OUT OF THE CRANKCASE AND
CAUSE ENGINE DAMAGE.
(1) Examine the exterior surface of the crankcase for cracks and damage. Replace a
crankcase with one or more cracks.
(2) Complete a check of the torque on the crankcase hardware fasteners per the latest revision
of the Service Table of Limits - SSP-1776.
(3) Replace any crankcase hardware fastener that is distorted or has stripped threads per
instructions in this manual.
B. Crankcase Dimensional Inspection
The crankcase dimensional inspection is done to make sure that the crankshaft bearings and
camshaft bearings formed by the crankcase are within allowable limits.
Complete the crankshaft dimensional inspection as follows:
(1) Install new crankshaft bearings at all main bearing locations in the crankcase halves
(Figure 11).
(2) Assemble the crankcase halves and install thru-studs (Figure 2).
(3) Install the torque hold down plates (ST-222, Figure 83) at the cylinder pads over the thru-
studs.
(4) Attach the plates with washers and nuts on the thru-studs. Tighten the nuts only finger
tight at this time.
(5) Make sure that the plates remain parallel with the cylinder decks of the crankcase.
(6) Temporarily torque the nuts to 300 in.-lb. (34 Nm).
(7) Attempt to insert a 0.004 in. tapered feeler gage between the crankcase mating faces. If
the gage will not enter between the crankcase parting faces, the crankcase is considered
satisfactory.
(8) Measure the Inside Diameter (I.D.) of the crankshaft bearings and record the
measurements in the Crankcase Inspection Checklist for IO/AEIO-390-A Engine Models.
(9) Measure the Inside Diameter (I.D.) of the camshaft bearings formed by the crankcase.
Record the measurements in the Crankcase Inspection Checklist for IO/AEIO-390-A
Engine Models.
(10) Remove the nuts, washers, and hold down plates (ST-222), and separate the crankcase
halves.

The Crankcase Dimensional Inspection Checklist is used to record the measurements of the
crankshaft bearings and camshaft bearings formed by the crankcase.
Crankcase Dimensional Inspection Checklist for IO-360-N1A Engine Models

Findings/
Item Comments Done
Corrective Action
Measure the I.D. of the Refer to the “Crankcase Center main bearing measurement
crankshaft bearings Dimensional Inspection” _________ inches
installed in the crankcase. in this chapter. Rear main bearing measurement
_________ inches
Measure the O.D. of the Crankshaft at center main bearing

crankshaft at the center measurement _________ inches
and rear bearing Crankshaft at rear main bearing
locations. measurement _________ inches
Compare the difference between each main bearing I.D. measurement and crankshaft O.D.
measurement to the Main Bearings and Crankshaft allowable clearance in the latest revision of the
Service Table of Limits - SSP-1776.
Measure the I.D. of the Refer to the “Crankcase Front bearing measurement
camshaft bearings formed Dimensional Inspection” ___________ inches
by the crankcase. in this chapter. Center bearing measurement
___________ inches
Rear bearing measurement
___________ inches
Measure the O.D. of the Front camshaft bearing location

camshaft at the bearing measurement ___________ inches
locations. Center camshaft bearing location
measurement ___________inches
Rear camshaft bearing location
measurement ___________inches
Compare the difference between each camshaft bearing I.D. measurement and camshaft O.D.
measurement to the Camshaft and Crankcase allowable clearance in the latest revision of the Service
Table of Limits - SSP-1776.

4. Crankshaft Inspection
The Crankshaft Inspection Checklist is used to record the condition of the crankshaft and any
corrective action.
DO NOT MAKE SCORES, SCRATCHES, OR ETCH MARKINGS OF ANY

KIND ON THE CRANKSHAFT. A MARK IN ANY OF THESE AREAS CAN
CAUSE THE CRANKSHAFT TO WEAKEN AND TO FAIL.
NOTICE: Before crankshaft inspection, clean the crankshaft per “Crankshaft Cleaning” and
“Crankshaft Counterbore Cleaning” procedures in Chapter 05-30.
Crankshaft Inspection Checklist for IO-360-N1A Engine Models

Findings/
Item Comments Done
Corrective Action
Carefully examine all surfaces If a crack is found, replace the

of the crankshaft for cracks, crankshaft. Do NOT try to repair
gouges, nicks, dents, or a cracked or damaged
damage. crankshaft.
Complete a magnetic particle

inspection on the crankshaft
per the latest revision of
Service Instruction No. SI-
1285.
Use a flashlight, magnifying If corrosion is found, refer to the

glass, and angled inspection section “Crankshaft Corrosion
mirror to visually examine the Removal Guidelines” in this
inner diameter of the crankshaft chapter.
bore, starting at the crankshaft If pitting is found, complete a
flange end. Look for pit marks Fluorescent Penetrant Inspection
and corrosion. "Pitting" looks (FPI) (per the section "Non-
like holes, cracks, or fissures of Destructive Testing" in Chapter
unspecified depth or direction. 05-50.

Crankshaft Inspection Checklist for IO-360-N1A Engine Models (Cont.)

Findings/
Item Comments Done
Corrective Action
Measure the inner diameter of For a crankshaft to be acceptable, Inner diameter
the crankshaft. Record the the inner diameter must not be more measurement:
measurement. Refer to Figure than 1.910 in. (4.851 cm). If the _______ inches
22 and the latest revision of inner diameter of the crankshaft is or
Service Bulletin No. SB-505. more than 1.910 in. (4.851 cm), ______ centimeters
replace the crankshaft.
Examine the crankshaft Refer to the “Crankshaft Bearing
bearing surfaces. Surface Inspection” section in this
chapter.
Examine the crankshaft gear If galling or fretting is found,
counter-bored mounting surface replace the crankshaft.
for galling or fretting.
Figure 22
Area to be Examined


LYCOMING ENGINES NO LONGER APPROVES STRAIGHTENING OR
GRINDING OF BENT CRANKSHAFT FLANGES TO RESTORE MAXIMUM
RUN-OUT. IF THE CRANKSHAFT FLANGE IS BENT, REPLACE THE
CRANKSHAFT. DO NOT TRY TO STRAIGHTEN OR GRIND THE
CRANKSHAFT FLANGE. (REFER TO THE LATEST REVISION OF
SERVICE BULLETIN NO. SB-201)
Findings/
Item Comments Done
Corrective Action
Measure the crankshaft flange If the crankshaft flange is
thickness and compare it with the bent, replace the crankshaft.
dimensions below to calculate the Do NOT straighten or grind
minimum permissible thickness. a bent crankshaft. Refer to
the latest revision of Service
Bulletin No. SB-201 for any
additional details.
Crankshaft Flange Thickness
Inches Millimeters Inches Millimeters
0.440 ± 0.010 11.176 ± 0.254 0.420 10.668
Measure the run-out of the If run-out exceeds 0.002 in.
crankshaft flange with a dial (0.051 mm) total indicator
indicator at the location shown in reading, replace the
Figures 23 and 24. The maximum crankshaft.
Total Indicator Reading (TIR) Do not try to repair or grind
must not be more than 0.005 in. a warped or bent crankshaft
(0.127 mm). As shown in Figure flange.
23, make sure that the pilot
diameter runs true with the front
and rear main bearings within
0.003 in. (0.076 mm).
Measure the front face of the

crankshaft flange between the
flange bushings and the edge
of the chamfer.
Figure 23 Figure 24
Crankshaft Flange Crankshaft Flange Run-out and Pilot Diameter


Crankshaft Gear Inspection
NOTICE: Any time the crankshaft gear bolt (Figure 25) and lockplate are removed from the crankshaft gear,
the bolt and lockplate are to be discarded and replaced with a new bolt and new lockplate for the
applicable crankshaft gear. The discarded bolt and lockplate are not to be re-installed on any
engine.
Figure 25
Crankshaft Gear Bolt and Lockplate
Findings/
Item Comments Done
Corrective Action
The crankshaft gear has three
scallops as shown in Figure 26.
Figure 26
Pilot Flange


Findings/
Item Comments Done
Corrective Action
Crankshaft Gear Inspection (Cont.)
Measure the diameter of the If the diameter of the pilot flange
crankshaft gear pilot flange is less than 2.125 in. (53.975
(Figure 27). mm) do not install this gear on
the crankshaft. Replace the
crankshaft gear with a
serviceable crankshaft gear.
Measure dimensions on the Acceptable O
crankshaft gear per those
shown in Figure 27. Replace O
Figure 27
Details for Crankshaft Gear
Examine the crankshaft gear Replace a pitted or worn Acceptable O
for pitting and wear. crankshaft gear. Replace O
Examine the pilot flange If the pilot flange of the
diameter of the crankshaft gear crankshaft gear is damaged, Acceptable O
for damage from galling or replace the crankshaft gear. Replace O
fretting.
If there is a hole or slot on the If nicks or dents are found, Acceptable O
crankshaft gear, examine the replace the crankshaft gear.
slot for any nicks or dents. Replace O
Complete a magnetic particle Refer to the “Non-Destructive Acceptable O

inspection of the crankshaft Testing” section in Chapter 05-
gear. 50. Replace O


Findings/
Item Comments Done
Corrective Action
Crankshaft Counterbore Inspection
DO NOT TRY TO REPAIR THE CRANKSHAFT COUNTERBORE
THREADS IN THE FIELD. IF THIS TYPE OF REPAIR IS NECESSARY, IT
IS RECOMMENDED THE CRANKSHAFT BE SENT TO THE FACTORY
(THROUGH AN AUTHORIZED LYCOMING DISTRIBUTOR) WITH
PAPERWORK THAT IDENTIFIES THE NECESSARY REPAIR.
NOTICE: Prior to inspection, the crankshaft counterbore must be clean, dry, and free of debris.
Refer to the “Crankshaft Counterbore Cleaning” procedure in Chapter 05-30.
Make sure the threads in the If the threads are galled, stripped
counterbored end of the or damaged, it is recommended
crankshaft are intact and not the crankshaft be sent to the
galled, stripped, or damaged. factory with paperwork that
identifies the type of damage. Do
not try to repair the threads in
the field.
Measure the Inside Diameter If the diameter is oversized,
(ID) of the crankshaft replace the crankshaft.
counterbore at the rear of the
crankshaft to make sure there is
a correct fit between the ID of
the crankshaft and the Outside
Diameter (OD) of the
crankshaft gear pilot flange.
The crankshaft counterbore
diameter at the rear of the
crankshaft must not be more
than 2.126 in. (54.000 mm)
when measured at any location.
Examine the gear mounting If the mounting face of the
face of the crankshaft crankshaft counterbore is
counterbore. damaged, replace the crankshaft.
If there is a hole or tang on the If nicks or dents are found,
crankshaft gear (instead of a replace the crankshaft gear with
slot), examine the tang for any a new three-scallop pilot flange
nicks or dents. gear (Figure 26).
Examine and measure the
alignment dowel per
instructions in the “Alignment
Dowel Inspection” section in
this chapter.

Rejection Criteria for a Crankshaft

A crankshaft must be replaced under any of the following conditions:
 Inner diameter measures more than 1.910 in. (4.851 cm)
 Corrosion cannot be removed
 Crack(s) or pitting with crack(s) in the crankshaft inner bore
 Crankshaft fails FPI
Findings/Comments:
Results of Fluorescent Penetrant Inspection of Crankshaft

Crankshaft P/N Inspector
Crankshaft S/N Date of Inspection
Black Light Inspection of Crankshaft Bore (inner diameter)
Guidelines and
Inspection Item Findings and Action Taken
Corrective Action
Look for fatigue crack(s) or Start of cracks or crack(s) Acceptable O
start of crack(s) in crankshaft found - replace the crankshaft Replace O
bore
Look for cracks caused by heat
or brittleness
Look for inappropriate repair, Evidence of grinding - replace Acceptable O
such as grinding to remove the crankshaft Replace O
corrosion, in or near crankshaft
bore
Look for ruptures inside the Rupture found - replace the Acceptable O
crankshaft bore crankshaft Replace O
Additional check necessary? Discontinuity found - replace

the crankshaft
Comments/Notes:

5. Crankshaft Corrosion Removal Guidelines

NOTICE: Corrosion pits on the inside wall located immediately after of the pilot diameter can cause
structural failure of the crankshaft on engines installed on fixed pitch propeller aircraft.
Engine aging, short engine runs less than 1 hour, or infrequency of engine operation (less
than one time per month), humid environments, and incorrect crankshaft cleaning, can
increase corrosion which can cause structural damage to the crankshaft. Because of these
contributing factors, examine the inner diameter of the crankshaft for corrosion.
Tools to be used include:
 Scotch-Brite™ or equivalent  Micrometer  Magnifying glass
 Corrosion removal tool that follows  Cleaning solvent (power x4)
the contour of the crankshaft  Lint-free cloths/wipe rags  Angled inspection
 Fine abrasive cloth  Flashlight mirror.
A. Remove the Urethabond from the inner diameter of the crankshaft as follows:
NOTICE: The hollow inner diameter of the crankshaft has a gray coating called Urethabond.
This coating must be removed before crankcase inspection.
The front expansion plug must have been removed from the crankshaft before the
Urethabond coating can be removed from the crankshaft.
(1) Put the crankshaft in a lathe with the gear end in chuck jaws that have a brass lining.
(2) Clamp the chuck jaws on the #4 main journal diameter.
(3) Secure the steady rest on the #1 main journal diameter.
(4) Set the lathe at an approximate speed of 170 rpm and the feed rate at approximately 30
IPM for sufficient stock removal.
(5) Use the lathe to bore the inner diameter of the crankshaft within specified limits to
remove the Urethabond. Do not exceed the bore dimensions.
(6) Gauge the bore dimensions before removal of the crankshaft from the lathe. If the bore
is insufficient, bore more until the gauge bore is correct.
(7) If the bore gauge dimension is correct, remove the crankshaft from the lathe.
(8) Remove any machining chips from the inner diameter bore of the crankshaft.
B. Clean the first 3.50 in. (8.89 cm) at the crankshaft flange end of the inside crankshaft wall
behind the expansion plug seat with solvent. Use care to prevent damage to the oil transfer
tube. Dry with compressed air.
NOTICE: For a crankshaft to be acceptable, the inner diameter must not measure more than
1.910 in. (4.851 cm). If the inner diameter of the crankshaft is more than 1.910 in.
(4.851 cm), replace the crankshaft.
C. Use a flashlight, magnifying glass, and angled inspection mirror to visually examine the inner
diameter of the crankshaft bore, starting at the crankshaft flange end. Look for pit marks and
corrosion. "Pitting" looks like holes, cracks, or fissures.
D. Measure and record the inner diameter of the crankshaft.
E. If corrosion is found, remove corrosion from the inner diameter of the crankshaft per the
instructions in Table 1 in relation to the inner diameter measurement of the crankshaft.

F. If mild corrosion is found (the inner diameter of the crankshaft measures between 1.900 and
1.910 in. (4.826 and 4.851 cm), remove the corrosion per the Corrosion Removal Procedure
A in Table 1. If more extensive corrosion is found and the crankshaft inner diameter
measures less than 1.900 in. (4.826 cm), remove the corrosion using the Corrosion Removal
Procedure B in Table 1.
G. Try to remove corrosion using the applicable procedures in Table 1. If the corrosion cannot
be removed, the crankshaft is unacceptable and must be discarded and replaced with a new
crankshaft.
H. If the crankshaft is acceptable, apply a coating of Urethabond to the inner diameter of a
serviceable crankshaft per instructions in the latest revision of Service Bulletin No. SB-505.
PITTING TENDS TO WEAKEN A CRANKSHAFT. DO NOT TRY TO REMOVE
PITS FROM THE CRANKSHAFT USING ABRASIVE MATERIALS. THIS
ABRASION CAN CAUSE STRESS RISERS AND FRACTURES.
DO NOT APPLY A PROTECTIVE COATING OVER THE PITTED AREA TO
CORRECT THE PITTING. THE PROTECTIVE COATING WILL NOT STOP
DAMAGE CAUSED BY PITTING.
REPLACE A PITTED CRANKSHAFT WITH A SERVICEABLE CRANKSHAFT.
NOTICE: If pitting is found, complete a Fluorescent Penetrant Inspection.
Table 1
Corrosion Removal Guidelines
Corrosion Removal Procedure A Corrosion Removal Procedure B
If the inner diameter of crankshaft is If the inner diameter of the crankshaft is less than
1.910 in. (4.851 cm): 1.900 in. (4.826 cm):
™
Use Scotch-Brite or equivalent to On the first pass, use a corrosion removal tool that
uniformly remove the corrosive coating follows the contour of the inner diameter of the crankshaft
from the inner diameter of the crankshaft. to uniformly remove surface corrosion from the inner
Do not remove any additional material, diameter of the crankshaft.
otherwise the crankshaft must be discarded
and replaced with a new crankshaft.
Measure the inner diameter of the crankshaft Use a fine abrasive cloth to remove debris and superficial
again. fine corrosive dust.
The crankshaft inner diameter must be After this first pass, measure the inner diameter of the
clean. Slight waviness is acceptable as long crankshaft again to make sure the inner diameter does not
as the inner diameter does not exceed the exceed 1.910 in. (4.851 cm).
maximum 1.910 in. (4.851 cm). Look for remaining corrosion on the inner diameter of the
crankshaft.
If the inner diameter is less than or equal to 1.900 in.
(4.826 cm) and corrosion is still on the inner diameter of
the crankshaft, complete the previous steps again.
If the inner diameter is nearly 1.910 in. (4.851 cm),
complete the "Corrosion Removal Procedure "A in Table 1.
The crankshaft inner diameter must be clean. Slight
waviness is acceptable as long as the inner diameter does
not exceed the maximum 1.910 in. (4.851 cm).
6. Alignment Dowel Inspection

A. Examine the alignment dowel installed in the end of the crankshaft.
B. Make sure the alignment dowel is perfectly smooth and round, without nicks or deformation.
C. If the alignment dowel is smooth and round, make sure that it is installed correctly.
D. The shoulder of the dowel is 0.010 to 0.020 in. (0.25 to 0.51 mm) below the surface of the
crankshaft as shown in Figure 28.
Figure 28 Figure 29
Section Through Counterbore End of Crankshaft Details of Crankshaft Dowel
Showing Driven Height of Dowel
E. Measure the diameter of the alignment dowel (Dimension A) shown in Figure 29 and
determine if the measurement conforms to the values in Table 2 for the different alignment
dowel part numbers.
F. If the alignment dowel is out of tolerance or out of round, replace the dowel with a new one
per the “Alignment Dowel Replacement” procedure in this chapter.
Table 2
Alignment Dowels and Alignment Dowel Holes
Size Code Diameter of Alignment Dowel "A" Diameter of Alignment Dowel
Alignment
on (Figure 29) Hole in Crankshaft
Dowel Part
Alignment
No.
Dowel in. mm in. mm
STD-1065 None 0.3095 to 0.3100 7.861 to 7.874 0.3085 to 0.3095 7.836 to 7.871
STD-1065-P02 P02 0.3115 to 0.3120 7.921 to 7.925 0.3105 to 0.3115 7.887 to 7.925
STD-1065-P05 P05 0.3145 to 0.3150 7.988 to 8.001 0.3135 to 0.3145 7.963 to 7.988
STD-1065-P10 P10 0.3195 to 0.3200 8.115 to 8.128 0.3185 to 0.3195 8.090 to 8.115
STD-1065-P15 P15 0.3245 to 0.3250 8.242 to 8.255 0.3235 to 0.3245 8.217 to 8.242
7. Crankshaft Bearing Surface Inspection
A. Examine all bearing surfaces for scoring, galling, and wear. If a part has one of these
conditions, discard it and replace it with a new one.
B. Refer to the latest revision of the Service Table of Limits - SSP-1776 to identify the nominal
manufactured specifications of the bearing journals. Undersize crankshaft bearing journals
listed in Table 3 are identified by a code symbol stamped on the front of the flange as a suffix
to the part number.
Table 3
Crankshaft Undersize Codes
Journals 0.003 in. (0.076 mm) 0.006 in. (0.152 mm)
Main Bearing Journals M03M M06M

C. Using a micrometer, measure and record the dimensions.

D. If the actual undersize is between the service limit (0.0015 in. and 0.003 in.), complete the
following:
(1) Polish to 0.003 in. (0.076 mm) undersize.
(2) Fit with 0.003 in. (0.076 mm) bearing insert.
(3) Repeat for all bearings.
DURING POLISHING, DO NOT ALLOW THE LATHE SPEED TO
EXCEED 150 RPM.
NOTICE: Polishing undersize is preferable to grinding undersize because shafts that are
polished do not require re-nitriding.
If one bearing journal is polished to 0.003 in. or 0.006 in. undersize, all
corresponding journals must be polished to the same size.
E. If the actual undersize is greater than 0.003 in. (0.076 mm), complete the following:
(1) Polish to 0.006 in. (0.152 mm) undersize.
(2) Fit with 0.006 in. (0.152 mm) bearing insert.
(3) Repeat for all like bearings.
F. If the actual undersize is greater than 0.006 in. (0.152 mm), replace the crankshaft.
8. Bearing Shell Surface Inspection
A. Examine all bearing surfaces for scoring, galling, and wear. If a part has any of these defects,
discard it and replace it with a new one.
B. Make sure that the clearance of each bearing agrees with the specification in the latest
C. If a bearing is not in the applicable limits, discard it and replace it with a new one.
D. Examine all journal surfaces for galling, scores, misalignment, and out-of-round condition.
E. Examine the shafts and pins for straightness.
9. Gear Inspection
A. Examine the involutes of the gear teeth for pitting and excessive wear.
B. If pit marks are found, then discard the gear and replace it with a new one.
C. Examine the bearing surfaces of all gears for deep scratches.
D. Remove minor abrasions with a fine abrasive cloth.
10. Screwed Fitting Inspection
A. Examine the condition of the threads on screwed fittings (threaded fastenings or plugs).
B. Remove small nicks and burrs with a small file, fine abrasive cloth, or stone.
C. If the part cannot be repaired by polishing it, discard it and replace it with a new one.
D. If the part has too much distortion, galling, or mutilation (caused by over-tightening or
incorrect tool) replace it.

11. Camshaft Inspection

A. Camshaft - Visual Inspection (refer to Figure 30).
NOTICE: Refer to the latest revision of Service Instruction No. SI-1011 for guidance as to
whether or not to replace the camshaft with a new camshaft if new tappets are to be
installed for the first time. Examine the new camshaft per this visual inspection.
(1) Refer to Figure 30. Carefully examine all surfaces of the camshaft for cracks, scoring,
galling, corrosion, pitting, or other damage, paying particular attention to the bearing
surfaces and camshaft lobes.
Figure 30
Camshaft with Integral Gears
(2) Replace the camshaft if there is any evidence of the following:
 Cracks  Corrosion  Feathering
 Scoring  Pitting  Damage
 Galling  Distress  Surface irregularity
(3) If a hydraulic tappet body has been rejected for spalling, carefully examine the
corresponding camshaft lobe for evidence of distress, surface irregularity, or feathering
on the edges.
(4) Replace the camshaft if there is any evidence of distress, surface irregularity, or
feathering at the edge of the camshaft lobes or bearing is found.
B. Camshaft - Dimensional Inspection
Refer to the latest revision of the Service Table of Limits - SSP-1776.
(1) Support the camshaft in V-blocks and check the run-out. For mounting locations and
clearances, refer to the latest revision of the Service Table of Limits - SSP-1776.
(2) Measure the O.D. of the camshaft at the bearing locations and compare the results to the
bearings formed by the crankcase. If the diameter is not within the satisfactory limits,
replace the camshaft. (Refer to the “Crankcase Dimensional Inspection” in this chapter.)

12. Connecting Rod Inspection

Copy the Connecting Rod Inspection Checklist is used to record the condition of all of the
connecting rods and any corrective action.
Connecting Rod Inspection Checklist for IO-360-N1A Engine Models
Task or Inspection Measurements, Findings and/or Corrective Action
Disassemble the connecting rod; clean
the rod and its cap thoroughly. Visually
examine the connecting rod for damage.
Examine the connecting rod bore for If the rod bore is worn, replace the connecting rod
wear. assembly.
o Rod bore not worn o Worn rod bore/connecting rod
replaced
Examine the mating face of the If fretting is found, replace the connecting rod
connecting rod and its cap face for assembly.
fretting (Figure 31). o No fretting o Fretting found/connecting rod
replaced
Use a 6 power magnifying glass If galling is found, replace the connecting rod assembly.
(minimum) or bench microscope to o No galling o Galling found/connecting rod
examine the critical areas on the replaced
connecting rod identified in Figure 31
for galling.*
* Do not mistake stains or discoloration for galling. Surface blemishes are easily removed with a
fine abrasive cloth, chemical cleaner or steel wool. Whereas, galling cannot be removed. If galling
is found in the bearing bore, replace the connecting rod. To identify whether blemishes (stains or
discolorations) are caused by galling, try to remove the surface blemishes with a fine abrasive
cloth, chemical cleaner or steel wool. Blemishes caused by galling cannot be removed. Also, gall
marks vary in size and shape. Some gall marks can be as small as pin heads. Other gall marks can
be circular, oval, or thin, or look like rods.
Figure 31
Areas on Connecting Rod to Examine for Fretting and Galling

Connecting Rod Inspection Checklist for IO-360-N1A Engine Models (Cont.)

Findings/
Item Comments Done
Corrective Action
Measure the Inner If the connecting rod bushing Bushing ID Measurement
Diameter (ID) of is worn beyond service limits
the connecting per the latest revision of the Connecting Rod 1
rod bushing using Service Table of Limits -
an inside SSP-1776, remove the Connecting Rod 2
micrometer bushing per “Connecting
(Figure 32). Rod Removal” in this
chapter. Connecting Rod 3
Connecting Rod 4
Item Findings/Corrective Action

Complete a Magnetic Particle Inspection on
all connecting rods that pass the visual
inspection per “Non-Destructive Testing”
section in Chapter 05-50.
Findings/ Corrective Action of Done
Magnetic Particle Inspection
Acceptable O
Connecting Rod 1 Replace O
Acceptable O
Acceptable O
Figure 32 Acceptable O
Connecting Rod
Measure the distance between arbors (Figure 34). Parallelism Squareness
For exact parallelism or alignment, the distances Measurement Measurement
measured on both sides are to be the same. Connecting
Measure clearance at the points where the arbors Rod 1
rest on the parallel blocks (Figure 35) using a
feeler gage. Compare the clearance between each Connecting
arbor and the parallel blocks against the values in Rod 2
the latest revision of the Service Table of Limits - Connecting
SSP-1776.
Rod 3
Refer to the “Connecting Rods - Parallelism /
Squareness Check” in this chapter. Connecting
Rod 4

Connecting Rod Inspection Checklist for IO/AEIO-390-A Engine Models (Cont.)

Connecting Rod Bearing and Crankshaft Clearance
To complete this inspection:

NOTICE: For this inspection the connecting rods, bearings, connecting rod bolts, and nuts
(Figure 32) are assembled, but not installed on the crankshaft.
1. Assemble and torque each connecting rod with acceptable bearings per instructions in the
“Connecting Rod Installation” section in this chapter.
2. Measure the inside diameter of the bearing in each connecting rod and record the
measurement below.
3. Measure the crankshaft diameter at the crankpin journal for each connecting rod and record
the measurement below.
4. Subtract the crankshaft diameter at the crankpin journal from the inside diameter of the
bearings for each connecting rod to calculate the connecting rod and crankshaft clearance.
Record the measurement below.
5. Compare the connecting rod bearing and crankshaft clearance to the acceptable clearance
measurement in the latest revision of the Service Table of Limits - SSP-1776.
6. Remove and discard the connecting rod bolts and nuts from the connecting rod assembly.
7. If the connecting rod bearing and crankshaft clearance is within limits the connecting rod
bearings are acceptable.
8. If the connecting rod bearing and crankshaft clearance is not within limits the connecting
rod bearings must be replaced with oversize bearings to bring the clearance within
acceptable limits.
Inside Diameter Crankshaft Diameter at Connecting Rod Bearing

Measurement
of the Bearings the Crankpin Journal and Crankshaft Clearance
Cylinder 1
Cylinder 2
Cylinder 3
Cylinder 4

13. Connecting Rods - Parallelism / Squareness Check

NOTICE: The connecting rod parallelism and squareness gage P/N 64530 (Figure 33) is necessary
for this check.
Figure 33
Connecting Rod Parallelism and Squareness Gage P/N 64530
A. Verify that the bearing cap is assembled correctly and is tightened securely.
B. Insert the tapered sleeves (Figure 34) of the connecting
rod parallelism and squareness gage P/N 64530 in the
bearing holes in the connecting rod.
C. Pull the arbors through the sleeves.
D. Install the gage arm on the arbor as shown in Figure 34.
E. Turn the adjusting screw on the gage arm until it just
touches the arbor.
F. Use the wing nut to lock the adjusting screw.
G. Make sure the adjusting screw just touches the arbor.
H. Remove the gage arm and install it on the other end of
the arbor.
I. Measure the distance between arbors. For exact
Figure 34
parallelism or alignment, the distances measured on both
Parallelism Check
sides must be the same. Record the measurement in the
of Connecting Rods
Connecting Rod Inspection Checklist in this chapter.
J. Remove the gage arm.
K. Keep the sleeves and arbors in place.
L. Put the parallel blocks (Figure 35) of the connecting rod
parallelism and squareness gage on the surface plate.
M. Put the ends of the arbors on the parallel blocks.
N. For the squareness check measure the clearance at the
four check points in Figure 35 where the arbors rest on
the parallel blocks using a feeler gage. Record the
measurement in the Connecting Rod Inspection
Checklist in this chapter Figure 35
O. Compare the clearance between each arbor and the Squareness Check
parallel blocks against the values in the latest revision of of Connecting Rods
the Service Table of Limits - SSP-1776.

14. Tappet Inspection

NOTICE: The roller tappets are not field repairable and no disassembly is allowed. During
maintenance, complete a visual inspection of each roller tappet (Figure 36) for integrity
and free rotation of the roller action is acceptable to return in-use roller tappets to
service. Replace a damaged or corroded roller tappet or one that does not turn freely
with a serviceable tappet.
Figure 36
Hydraulic Roller Tappet
15. Crankshaft Assembly
A. Alignment Dowel Replacement
(1) Use a center punch to mark the center of the exposed surface of the installed alignment
dowel.
(2) Mark a 1/8 in. (3.18 mm) drill bit to limit the depth of the drilled hole to 0.6 in. (15.14
mm).
USE CARE NOT TO DRILL DEEPER THAN THE MARKED DEPTH
LIMIT OF THE DRILL. DO NOT LET THE DRILL MAKE CONTACT
WITH THE REAR OF THE CRANKSHAFT.
(3) Drill a 1/8 in. (3.18 mm) diameter hole through the center of the installed alignment
dowel, not to exceed 0.6 in. (15.2 mm).
(4) Fill the new drilled hole with oil.
(5) Put a piece of 1/8 in. (3.18 mm) diameter drill rod in the drilled hole.
(6) Use a hammer or mallet to hit the end of the drill rod.
(7) Hydraulic pressure from the oil will push out the alignment dowel from the crankshaft.
Remove and discard the alignment dowel.
(8) Examine the bottom of the alignment dowel hole to make sure that the drill bit did not
make contact with the bottom of the hole. If the drill bit made contact with the bottom of
the hole, send the crankshaft to the factory for evaluation.
(9) Refer to Table 2 for the correct type and size of alignment dowel.
(10) Press the replacement alignment dowel into the alignment dowel hole to the required
driven height. Refer to the applicable Figure 37 for the correct driven height.
Figure 37
Section Through Counterbore End of Crankshaft Showing Driven Height of Dowel
B. Crankshaft Gear Installation

(1) Start with a clean crankshaft that passed the “Crankshaft Inspection” in this chapter.
(2) Make sure the mating surfaces of the crankshaft gear and crankshaft counterbored end are
clean and dry and that there is no debris. Refer to the procedure “Crankshaft Cleaning”
and Crankshaft Counterbore Cleaning” in Chapter 5-30 in this manual.
(3) Install the crankshaft gear on the alignment dowel of the crankshaft counterbored end as
shown in Figure 38.
Figure 38
Crankshaft Gear Bolt and Lockplate
DURING CRANKSHAFT ASSEMBLY, ALWAYS INSTALL A NEW
CRANKSHAFT GEAR BOLT AND NEW LOCKPLATE. DO NOT
REUSE EITHER THE CRANKSHAFT GEAR BOLT OR LOCKPLATE.
(4) Refer to the latest revision of Service Bulletin No. SB-475 or the IO-360-N1A Illustrated
Parts Catalog to identify the correct part number for the new crankshaft gear bolt and
lockplate for the applicable crankshaft gear part number.
(5) Make sure that the threads on the new crankshaft gear bolt (Figure 38) and the threads in
the counterbored end of the crankshaft are clean and dry and that there is no debris.
(6) Apply a small amount of Loctite® Food-Grade Anti-Seize Lubricant, (Table 4), to the
bottom three or four threads of the new crankshaft gear bolt. Wipe away any excess
lubrication.
NOTICE: Do not bend the tab on the lockplate yet.
(7) Install a new lockplate and new crankshaft gear bolt with the part number on the top of
the bolt head.

Table 4
®
Loctite Food-Grade Anti-Seize
Original Loctite® New Loctite®
Legacy # Package Size
Manufacturer’s P/N Manufacturer’s P/N
209749 51168 8 oz. 227 g 1167237
234271 51170 2 lb. 907 g 1169241
234274 51171 40 lb. 18 kg 1170163
(8) Initially torque the crankshaft gear bolt (regardless of size) to 125 in.-lb (14.12 Nm)
torque. Do not bend the lockplate at this time.
FOR CORRECT ENGINE OPERATION, THE CRANKSHAFT GEAR
MUST BE INSTALLED CORRECTLY WITH NO GAP BETWEEN
THE MATING SURFACES OF THE COUNTERBORED-END OF THE
CRANKSHAFT AND THE CRANKSHAFT GEAR PILOT FLANGE
(FIGURE 39).
Figure 39
Crankshaft Gear Position
(9) Make sure the crankshaft gear seats firmly and is perpendicular (not at a slanted angle) to
the crankshaft as shown in Figure 39:
(a) Try to put a pointed 0.001 in. (0.025 mm) feeler gage or shim stock between the
crankshaft gear pilot flange and crankshaft counterbore at each of the three scallops
on the crankshaft gear pilot flange. The feeler gage must NOT fit between the two
surfaces at any location. There must not be any clearance between the crankshaft and
crankshaft gear pilot flange.
(b) If clearance is found, remove the crankshaft gear bolt, lockplate, and crankshaft gear.
(c) Make sure the mating surfaces of the crankshaft gear and crankshaft counterbore are
clean and dry and that there is no debris.
(d) Reinstall the crankshaft gear, lockplate, and crankshaft gear bolt. Repeat the initial
torque and seating check above.

(e) Try again to put a pointed 0.001 in. (0.025 mm) feeler gage or shim stock between the
crankshaft gear pilot flange and crankshaft counterbore at each of the three scallops
on the crankshaft gear pilot flange.
(f) If there is still clearance, replace the crankshaft gear.
(g) If there was no clearance, the crankshaft gear is seated correctly. Complete the final
torque of the crankshaft gear bolt.
 Final torque the 5/16 in. crankshaft gear bolt to 204 in.-lb (23.05 Nm).
 Final torque the 1/2 in. crankshaft gear bolt to 660 in.-lb (74.57 Nm).
IN THE NEXT STEP, DO NOT BEND TABS OVER THE CORNERS
OF THE CRANKSHAFT GEAR BOLT HEAD UNTIL AFTER THE
BOLT IS FINAL TORQUED. DO NOT DECREASE THE TORQUE ON
THE CRANKSHAFT GEAR BOLT TO ALIGN THE LOCKPLATE
TABS.
(10) If necessary, turn the crankshaft gear bolt up to one additional hex to align the flats of
the bolt head with the tabs on the lockplate. Bend the tabs on the lockplate onto the flats
of the crankshaft gear bolt to hold the bolt securely in place.
C. Expansion Plug Installation
NOTICE: A new expansion plug is necessary for this procedure. Refer to the IO-360-N1A
Illustrated Parts Catalog for the part number.
(1) Apply a bead of Loctite® #2 Non-Hardening Gasket Maker to the perimeter of a new
expansion plug.
NOTICE: A driver and a press table can be used to press the expansion plug in the
crankshaft bore.
(2) Install the new expansion plug with the convex side out (Figure 40).
(3) Install the plug where it is seated firmly in the bottom of the crankshaft bore.
(4) Remove excess gasket material with a clean cloth soaked with acetone.
Initial Plug Installation Correct Plug Seating

(Convex Side Out)
Figure 40
Installed Expansion Plug

D. Solid-Ring Crankshaft Oil Seal Installation

NOTICE: Install a new crankshaft oil seal during crankshaft assembly. There are two types of
crankshaft oil seals: a split oil seal (Figure 41) and the solid-ring stretch oil seal
(Figure 42). The split oil seal is open for easy assembly around the crankshaft. The
solid-ring oil seal has more elasticity and can be stretched over the crankshaft
propeller flange. The solid-ring oil seal is installed on the crankshaft before the
crankshaft is installed in the crankcase. The split oil seal is installed after the
crankshaft is installed in the crankcase per the “Crankshaft Oil Seal Installation”
procedure later in this chapter.
Figure 41 Figure 42
Split Oil Seal Solid-Ring Oil Seal
NOTICE: For correct sealing remove all traces of the oil sealant and oil from the crankcase
before a new crankshaft oil seal is installed.
(1) Remove the spring from the groove (open portion) of a new solid-ring oil seal (Figure 42)
and unhook the spring.
(2) Apply a thin film of Lubriko M-6 grease or equivalent on the sealing surface of the seal,
around the crankshaft at the sealing surface, and on the outer edge of the crankshaft
flange.
Figure 43
Crankshaft Propeller Flange Showing the Installation of the Solid-Ring Oil Seal
(3) Install the seal over edge of crankshaft propeller flange with the rear (open portion) of the
seal toward the flange. See Figure 43.

(4) Put a brass pin approximately 9/32 in. (7.14 mm) diameter by 3 in. (76.20 mm) long
through the crankshaft propeller flange bushing to hold both sides of the seal.
(5) Install tool ST-383 under the seal and over the edge of the crankshaft propeller flange as
shown in Figure 43. Use even pressure with your hand, carefully turn the tool to force the
seal over the crankshaft propeller flange and use care not to damage the seal.
(6) Put the seal spring around the crankshaft, join the two ends together, and hook the spring.
The spring must be a continuous circle around the crankshaft with no kinks or twists.
(7) Work the spring into position in the groove (open portion) in the rear side of the seal.
(8) Refer to the latest revision of Service Instruction No. SI-1324 for any new details.
E. Connecting Rod Installation
NOTICE: Each connecting rod is identified by a letter (A, E, S, etc.) as a designation for
weight class. All of the connecting rods installed on the crankshaft must be of the
same weight class.
(1) Ensure that all of the connecting rods have the same weight class letter.
(2) Apply specified lubricant in the latest revision of Service Instruction No. SI-1059 where
shown in Figure 44. Different lubricants are used on the various areas on the connecting
rod and bearing surfaces.
Figure 44
Connecting Rod Assembly Lubrication
NOTICE: Anytime either the connecting rod bolt and/or nut are removed from a Lycoming
engine, replace both the bolt and nut pairs with new hardware regardless of
apparent condition.
(3) Refer to the latest revision of Service Instruction No. SI-1458 to identify the correct P/Ns
for the new connecting rods bolts.
(4) Make sure the new connecting rod bolt and new nut pairs are clean, free of dirt and debris
and that the threads are not damaged.

(5) Unless otherwise specified in the latest revision of Service Instruction No. SI-1059, apply
engine oil mixture (15% pre-lubricant and 85% SAE No. 50 mineral base aviation grade
lubricating oil) to the crankpin journals (Figure 44).
(6) Install the new matched set bearing insert pair on each connecting rod, one bearing insert
on the connecting rod and the other bearing insert on the connecting rod cap. Ensure that
the tang of each bearing insert fits and seats within the slot of either the connecting rod as
well as the connecting rod cap.
(7) Apply Loctite® Food-Grade Anti-Seize Lubricant to the bottom two or three threads of
the new connecting rod bolts (Figure 44). Wipe away excess lubricant with a clean, lint-
free cloth.
(8) Install each connecting rod end cap (with the bearing inserts installed) on their respective
crank pins on the crankshaft (where the numbers on the connecting rods and caps point
down - toward the oil sump.)
CORRECT INSTALLATION OF THE NEW NUT ON EACH NEW
CONNECTING ROD BOLT IS NECESSARY FOR CORRECT
CONNECTING ROD ASSEMBLY. EACH CONNECTING ROD NUT
HAS TWO DIFFERENT SURFACES, ONCE SURFACE IS FLAT AND
THE OTHER IS CHAMFERED AND HAS A RAISED LIP. BE SURE
TO INSTALL EACH NUT ON THE CONNECTING ROD BOLT WITH
THE FLAT FACE TOUCHING THE ROD. THE CHAMFERED
RAISED LIP SURFACE IS AWAY FROM THE ROD.
(9) Install a new nut on each new connecting rod bolt where the flat face of the nut touches
the connecting rod as shown in Figure 45.
(10) Torque the connecting rod bolts per the torque values in the latest revision of Service
Instruction No. SI-1458. (Stretch bolts require an initial torque and are then torqued to
the correct stretched length.)
(11) Measure the journal to rod clearance with a feeler gage where shown in Figure 46. The
clearance is to be 0.004 to 0.016 in. (service). Compare the results to the measurements
previously recorded.
Figure 45 Figure 46
Connecting Rod Nut Installation Connecting Rod Clearance
16. Piston Cooling Nozzle Installation (if removed)

A. Apply a coating of engine oil to all of the
cleaned and inspected/acceptable piston
cooling nozzles.
B. Install two piston cooling nozzles in each
crankcase half (Figure 47).
C. Torque each piston cooling nozzle to 100
in.-lb. (11 Nm).
Figure 47
Piston Cooling Nozzle
17. Crankshaft Idler Gear Shaft Installation
A. Install the crankshaft idler gear shaft (for the left idler gear) in the crankcase with a nut and
bolt (Figure 48). Torque the bolt to 17 ft.-lb. (23 Nm). Torque the nut to 12 ft.-lb. (16 Nm).
Safety wire the nut and bolt as shown in Figure 49.
B. Install the crankshaft idler gear shaft (for the right idler gear) in the crankcase with two bolts
(Figure 48). Torque the bolts to 17 ft.-lb. (23 Nm). Safety wire the two bolts.
Figure 48 Figure 49
Shaft Installation in the Crankcase Safety Lockwiring the
for Left and Right Crankshaft Idler Gears Crankshaft Idler Gear Shaft
18. Oil Plug Installation (if removed)

A. Make sure the 1/8 NPT oil plugs are acceptable, not damaged or cracked. Replace any worn,
damaged or cracked NPT plug.
B. Apply of coating of Loctite® 564 to all six of the 1/8 NPT oil plugs.
C. Install three of 1/8 NPT oil plugs in each crankcase half (Figures 50 A, B, and C).
D. Torque each 1/8 NPT oil plug to 40 in.lb. (4.5 Nm).

Figure A Figure B Figure C

Figures 50 A, B and C
Oil Plug Installation Steps
19. Tappet Assembly Installation
NOTICE: Roller tappets (Figure 51) are installed on Lycoming IO-360-N1A engine models. If a
new or reconditioned camshaft is installed, lubricate and install new roller tappets per
guidelines in the latest revision of Service Instruction Nos. SI-1011, SI-1059, and SI-
1514 for details..
Figure 51 Figure 52
Roller Tappet Installed Roller Tappets
A. Plunger Assembly Installation
DO NOT MIX PLUNGER OR LIFTER ASSEMBLIES WITH DIFFERENT
PART NUMBERS IN THE SAME ENGINE. THE DIFFERENT LEAK
DOWN RATES WILL CAUSE INCORRECT ENGINE OPERATION.
ALL PARTS OF EACH HYDRAULIC PLUNGER ASSEMBLY ARE
SELECTIVELY FITTED AND ARE NOT INTERCHANGEABLE.
MATING PARTS MUST BE KEPT TOGETHER. IF THERE IS ANY
DOUBT AS TO WHETHER THE PARTS HAVE BECOME MIXED,
INSTALL NEW PLUNGER ASSEMBLIES.
(1) Clean and lightly coat the lifter parts with engine oil before assembly.
(2) To assemble the unit, unseat the ball by inserting a thin clean bronze wire through the oil
inlet hole.
(3) With the ball off its seat, insert the plunger and turn it clockwise until the spring engages.

B. Tappet Installation
NOTICE During maintenance, complete a visual inspection of roller tappets for integrity and
free rotation of the roller action is acceptable to return an in-use roller tappet to
service. However, during overhaul or in the event the engine is disassembled for a
propeller strike or sudden engine stoppage, replace the roller tappets.
(1) If the time is close to overhaul, replace all of the roller tappets as a complete set with a
new set of roller tappets. Otherwise, install the same serviceable tappets.
NOTICE Roller tappets are not field repairable and are not to be disassembled for parts re-
use.
(2) Before installation, apply lubrication to the roller tappets per the latest revision of Service
Instruction Nos. SI-1011 and SI-1059.
(3) Install serviceable hydraulic roller tappets in each crankcase half during assembly.
(4) Lubricate the camshaft lobes and the faces of the roller tappets (Figure 52) per the latest
revision of Service Instruction No. SI-1059.
20. Crankshaft Bearing and O-Ring Installation
NOTICE: The crankshaft front bearings NOTICE: If O-ring holes have a countersink,
are installed on the crankshaft, apply Lubriko grease to the countersink
not in the crankcase halves. before installing the O-rings.
A. Install the center and rear B. Apply engine oil to eight new O-rings.
crankshaft bearings. Make sure the C. Install the eight new O-rings (Figure 54).
tangs are seated in the lock slots
(Figures 53 and 54).
Figure 53 Figure 54
Main Bearing Tang Center and Rear Main Bearings, Bolts, and O-Rings

21. Propeller Governor Drive Installation

NOTICE: Examine each component to be installed on the propeller governor assembly. Replace
any damaged or worn part with a new part. The gear assembly was to have been
installed in the left crankcase half before crankcase assembly.
The following new parts must be available to install the propeller governor drive:
 Four lock washers  Gear Assembly  Thrust washer
 Governor gasket (Figure 12) (different thickness sizes available - Table 7 -
requires measurement of clearance in subsequent
 Governor drive cover gasket  Set screw steps to identify the correct thrust washer)
Table 7
Thrust Washer Thickness
Thrust Washer Thickness
Thrust Washer Part Number
in. mm
73249 0.0585 to 0.0595 1.4859 to 1.5113
73250 0.062 to 0.063 1.575 to 1.600
73251 0.0655 to 0.0665 1.6637 to 1.6891
73252 0.069 to 0.070 1.753 to 1.778
01L21418 0.055 to 0.056 1.397 to 1.422
A. Governor Drive Gear Installation
(1) Lubricate the shaft of the governor drive gear
with engine oil and install the governor drive gear
in the left half of the crankcase.
(2) Apply Lubriko grease or equivalent to the rear
face of the propeller governor idler gear.
(3) Install the propeller governor idler gear assembly,
and thrust washer into the crankcase (Figure 55).
(4) Install the propeller governor idler shaft into the
crankcase through the propeller governor idler
gear assembly and thrust washer (Figure 56).
B. Backlash Check: Figure 55
(1) To complete a check of the low limit backlash, Propeller Governor Idler Gear
insert a 0.008 in. (0.203 mm) shim between the Assembly and Thrust Washer
spacer and crankcase (Figure 57).
(2) Turn the propeller governor idler gear and insert
the 0.008 in. (0.203 mm) shim at 90 intervals.
NOTICE: During maintenance, use a 0.017 in.
(0.432 mm) shim for the high limit
backlash check.
(3) During assembly, to complete a check of the high
limit backlash, try to insert a shim 0.021 in. (0.533
mm) between the spacer and crankcase. For
acceptable high limit backlash, the shim is not Figure 56
supposed to fit. Propeller Governor Idler Gear Shaft

C. Propeller Governor Set Screw

NOTICE: To ensure that there is adequate material
in the set screw hole to peen on top of the
screw, use a new set screw that is shorter
than the one previously removed. A
smaller diameter center punch could be
necessary. Refer to Figure 58.
(1) Apply a light coat of Loctite® 290™ to the new
set screw. Wipe away any excess Loctite®
290™ with a clean lint-free cloth. Figure 57
(2) Install the set screw into the crankcase (Figure Shim Between Spacer and
58). Align the idler gear shaft with the set Crankcase – Backlash Check
screw to enable the set screw to lock into the
indentation in the idler gear shaft to hold the
idler gear shaft in place.
(3) Torque the set screw 32 to 38 in.-lb. (3.6 to 4.3
Nm).
Figure 58
Set Screw Location
(4) Use a smaller center punch (peening tool) with a 3/32-inch (2.38 mm) diameter at an
approximate 50°/60° angle to peen the threads of the hole at the top of the taper above the
set screw to prevent the set screw (as shown in Figure 59) from backing out.
Figure 59
Center Punch (Peening Tool) for Set Screw

D. Install the Propeller Governor Plug

(1) Examine the propeller governor plug (Figure 60) to
make sure it is not damaged or cracked. Replace a
damaged or cracked propeller governor plug.
(2) Lubricate the threads of the propeller governor plug
with Anti-Seize.
(3) Install the plug into the crankcase with a new gasket.
(4) Torque the propeller governor plug between 150 to
180 in.-lb. (17 to 20 Nm).
Figure 60
(5) Safety wire the propeller governor plug. Propeller Governor Plug
E. Apply heavy lubricant such as Modoc or equivalent to the teeth on the propeller governor
idler gear and the governor drive gear.
F. Install the governor drive cover and new governor gasket (Figure 12) with four nuts, new
lock washers, and washers. Torque the nuts to 96 in.-lb. (11 Nm).
22. Camshaft Assembly and Installation
A. Camshaft Assembly
(1) Install a new tachometer shaft
centering spacer (Figure 61) on the
camshaft assembly.
Figure 61
Camshaft Assembly
B. Camshaft Installation
NOTICE: Although there is only one camshaft,
you will need to first install the
camshaft in one crankcase half,
complete an end play clearance check,
remove the camshaft and install it in
the other crankcase half to complete
an end play clearance check. If a new
camshaft is to be installed, install a
new set of tappets per the “Tappet
Assembly Installation” procedure in
this chapter.
(1) Apply engine oil mixture to the camshaft Figure 62
bearing saddles and main bearings on each Main Bearing and Camshaft Bearing
crankcase half (Figure 62). Saddles in Crankcase Half
(2) Put the camshaft in the left crankcase half.

(3) Complete a check of the end play clearance of the camshaft using a feeler gage (Figure
63).
(4) Remove the camshaft from the left crankcase half and install it in the right crankcase half
and complete a check of the camshaft end play clearance.
Acceptable end play 0.002 to 0.015 in.

clearance. (0.051 to 0.381 mm)
NOTICE: If the end play clearance values are not within the
allowable limits, examine the crankcase and/or
camshaft for wear or damage. Replace a damaged
or worn camshaft. If one crankcase half is worn or
damaged, replace both crankcase halves as a
matched set.
Figure 63
Camshaft End Play
Clearance Check
(5) Refer to the latest revision of Service Instruction SI-1059 and apply the specified lubricant
to the following:
 Thrust faces of each crankshaft half (Figure 64)
 Roller tappets (Figure 65) and camshaft lobes
 Camshaft slots on each crankcase half (Figure 66).
Figure 64 Figure 65
Thrust Faces on Each Crankcase Half Lubrication to Roller Tappets
and Camshaft Lobes

(6) Tie a loop of soft wire around the camshaft and left crankcase half (as shown in Figure 67)
to hold the camshaft securely in place.
Figure 66 Figure 67
Lubricant Application to Example of Camshaft Wired to Crankcase Half
Camshaft Slot in Crankcase Half
23. Crankshaft Installation
BEFORE INSTALLATION, MAKE SURE THE CRANKSHAFT HAS
SATISFACTORILY PASSED THE MAGNETIC PARTICLE INSPECTION
AND DOES NOT HAVE ANY CRACKS. DO NOT INSTALL A
CRANKSHAFT WITH A CRACK. ENGINE MALFUNCTION CAN OCCUR
IF A CRANKSHAFT WITH A CRACK IS INSTALLED.
NOTICE: The connecting rods are to have been already installed on the crankshaft per the
“Connecting Rod Installation” procedure in this chapter.
A. Refer to the latest revision of Service Instruction No. SI-1059 and apply the specified
lubricant to the main bearing journals of the crankshaft and the rear and center main bearing
inserts in the right crankcase half.
B. Install the Front Bearing Halves on the Crankshaft
(1) Apply a coating of engine oil
mixture to the front bearing halves
(Figure 11).
(2) Install the front bearing halves,
where they touch (butt together)
around the crankshaft.
(3) Lift the crankshaft assembly by the
connecting rods. Lower the
crankshaft assembly into the
crankcase half (Figure 68). Let the
connecting rods extend through the Figure 68
bored holes (for the cylinders). Crankshaft Installed in Crankcase Half
(4) With the crankshaft assembly in the crankcase, align the dowel holes in the front bearing
halves with the dowels in the crankcase.
(5) Make sure the front bearings are seated squarely over the locating dowels on the
crankcase.

C. Measure the Thrust Face Clearances Between the Crankshaft and Crankcase
(1) With the crankshaft installed in the crankcase, move the crankshaft as far forward as
possible.
(2) Use a feeler gage to measure the slinger clearance at Point A (Figure 69). Refer to the
limits in Table 8. If the slinger clearance is not within the limits in Table 8, the front face
of the slinger can be reground to restore the slinger clearance to within allowable limits.
(3) Move the crankshaft to the rear as far as possible.
(4) Use a feeler gage to measure the end play clearance with the crankcase thrust at Point B
in Figure 69. Refer to the limits in Table 9. If the endplay clearance is not within the
limits in Table 9, examine the crankcase and/or crankshaft for wear or damage. Replace a
worn or damaged component.
Table 8 Table 9
Slinger Clearance at Point A Endplay Clearance at Point B
(Figure 69) (Figure 69)
Inches Millimeters Inches Millimeters
0.002 to 0.007 0.051 to 0.178 0.009 to 0.026 0.229 to 0.660
Figure 69
Clearance Between Crankshaft and Crankcase
24. Crankcase Assembly

NOTICE: If a crankcase stud is bent, broken, damaged, loose, rusted, corroded, or cannot be
cleaned, refer to the “Crankcase Stud Replacement” procedure in Appendix A.
A. Assemble the Crankcase Halves
ONLY LYCOMING-APPROVED SEALANTS ARE TO BE USED
DURING CRANKCASE ASSEMBLY. USE OF ANY OTHER NON-
APPROVED SEALANT COULD RESULT IN A LOSS OF CLAMPING
FORCE AND/OR TORQUE.

IN THE NEXT STEP, DO NOT GET THE GASKET COMPOUND IN THE

BORE OF THE NOSE SEAL OR IN ANY CRANKCASE BORE. IF ANY
NON-HARDENING GASKET COMPOUND GETS INTO THE NOSE
SEAL BORE OR ANY CRANKCASE BORE, CAREFULLY REMOVE
THE GASKET COMPOUND WITH A SOFT CLOTH AND SOLVENT
(ACETONE, MEK, OR EQUIVALENT).
(1) Apply a thin layer of non-hardening gasket material such as POB #4 Perfect Seal gasket
compound or equivalent to the outside mating surfaces of each crankcase half (darker
area shown in Figure 70.)
(2) Measure and cut a total of four continuous lengths of "00" silk threads (four for only one
crankcase half). Two of the lengths will extend along the entire length of the top of the
crankcase flange as shown in Figure 70, and two silk thread lengths will be shorter to
cover the distance shown on the bottom flange of the same crankcase half. Do not apply
silk thread pairs to both crankcase halves.
Figure 70 Figure 71
Area on the Crankcase Flange to Apply Placement of Silk Threads Along
the POB Sealant and Silk Thread Inside Edge of Crankcase Flange
TO ENSURE CORRECT SEALING, MAKE SURE THE SILK THREADS

RUN THE LENGTH, AS A CONTINUOUS PIECE, OF THE INSIDE OF
THE CRANKCASE FLANGE (FIGURE 70) AND THERE ARE NO
BREAKS IN THE ANY OF THE THREADS. BREAKS IN THE SILK
THREAD CAN CAUSE THE CRANKCASE TO LEAK. MAKE SURE THE
THREADS DO NOT CROSS OVER OR LAY OVER EACH OTHER
(FIGURE 71) OR COVER A HOLE IN THE CRANKCASE FLANGE.
(3) Press two lengths of "00" silk threads in the gasket compound on the top and bottom
flange sides (of the crankcase half) (Figure 70) firmly in the gasket compound where both
silk threads are oriented in the area between the bolt holes and the inside flange edge of
the crankcase half (approximately between 0.020 to 0.040 in. (0.508 to 1.106 mm) apart
as shown in Figure 71. Make sure that the silk thread lengths do not touch or cross over
one another or cover a bolt hole.
(4) All continuous silk thread lengths must extend not more than ¼-in. (6.35 mm) beyond the
front and rear end of the crankcase half. Figure 72 shows the thread overhand extension
into the seal groove on the front end of the crankcase half. Figure 73 shows the silk thread
overhang extending from the rear of the crankcase half.
Figure 72 Figure 73
Silk Thread Extending into Seal Groove on Silk Thread Extending into the
the Front End of the Crankcase Rear End of the Crankcase
(5) Wipe all excess sealant from the inside edges of the crankcase.
NOTICE: If a solid-ring stretch oil seal was installed on the crankshaft, make sure it is
positioned toward the crankshaft flange and does not touch either crankcase half
when the crankcase is assembled.
(6) Lift the right half of the crankcase while keeping the halves parallel, lower the right half
of the crankcase over and onto the left crankcase half for the studs to align.
(7) When the crankcase halves are aligned correctly, tap the right half of the crankcase with a
rubber mallet to make sure the crankcase halves are aligned and mated firmly all around
and that there are no gaps between the mating flange surfaces. Do not continue if the
crankcase halves are not aligned. Repeat the previous steps until the crankcase halves
align.
(8) Apply a coat of #2 Permatex® to the thru-studs at the dowel section.
BE SURE TO LUBRICATE THE CRANKCASE THRU-STUDS TO

ENSURE CORRECT FASTENING OF THE CRANKCASE HALVES.
(9) Lubricate each crankcase thru-stud with the specified lubricant identified in the latest
revision of Service Instruction No. SI-1029.
(10) Install all of the thru-studs in the crankcase with a thru-stud driver ST-317. Refer to
Figure 74.
(11) To ensure uniform loading on the main bearings, torque the anchored thru-studs and the
free thru-studs in sequence, beginning at the center of the crankcase and then progressing
alternately to the rear and front of the engine.

Figure 74
Right Side of Crankcase Showing Thru-Studs Installed
(12) Install the torque hold down plate (ST-222, Figure 75) at the cylinder pads over the thru-
studs.
Figure75
Torque Hold-Down Plates (ST-222)
(13) Attach the plates with washers and nuts on the thru-studs. Tighten the nuts only finger
tight at this time.
(14) Make sure that the plates remain parallel with the cylinder decks of the crankcase and sit
flush on the cylinder faces.

NOTICE: Before tightening the thru-studs, make sure that they extend equally for both
sides of the crankcase.
TO ENSURE CORRECT ENGINE ASSEMBLY, FOLLOW THE
TORQUE SEQUENCE FOR TIGHTENING ALL CRANKCASE NUTS.
(15) Torque the nuts installed on the thru-studs at the mating flanges on the crankcase halves
in the sequence shown in Figure 76 to attach the crankcase halves securely as follows:
(a) Tighten the thru-studs at the rear of Cylinder 2 (tighten both sides simultaneously.)
(b) Tighten the thru-studs at the rear of Cylinder 4 (tighten on the left side.)
(c) Tighten the thru-studs at the front of Cylinder 1 (tighten both sides simultaneously.)
Figure 76
Crankcase Tightening Sequence
(d) Torque positions 1st, 2nd, and 3rd in order to 25 ft.-lb (34 Nm).
(e) Re-torque positions 1st, 2nd, and 3rd in order to 50 ft.-lb. (68 Nm).
(f) Torque the front bolts at position 4 on the left side to 25 ft.-lb (34 Nm).
(g) Torque the ¼-in. nuts at positions 5 thru 9 (in the order shown in Figure 76) to 96 in.-
lb. (11 Nm).
(h) Torque the 3/8-in. nut at position 10 at the rear camshaft bearing location on the left
side to 25 ft.-lb. (34 Nm).
(i) Torque the remaining crankcase fasteners as indicated in Table 10.
(16) Make sure all fasteners on the crankcase are torqued correctly and none are loose.

(17) Install the 3/8 in. (9.53 mm) slotted nut and washer on the stud at the rear camshaft
bearing (Figure 77). Torque the nut to 215 in.-lb. (24 Nm). Safety wire the nut as shown
in Figure 77.
(18) Apply Loctite® 564 to the threads of the bolt (Figure 78) to be installed behind the
governor pad.
(19) Install the bolt behind the governor pad (Figure 78). Torque the bolt per the torque
values listed in Table 10.
Figure 77 Figure 78
Nut on Stud at Rear Camshaft Bearing Bolt Behind Governor Pad
MAKE SURE ALL FASTENERS ON THE CRANKCASE ARE
TORQUED CORRECTLY AND NONE ARE LOOSE.
Table 10
Torque Values for Crankcase Fasteners
Size Type Torque Value
3/8 in. nuts 300 in.-lb (25 ft.-lb) (33.9 Nm)
1/4 in. nuts and capscrews 96 to 108 in.-lb (10.9 to 12.2 Nm)
1/4 in. shear nuts 55 to 65 in.-lb (6.2 to 7.3 Nm)
NOTICE: Any additional crankcase fastenings not specifically called out in this procedure
can be tightened in any sequence using the torque values shown above.
(20) Before the oil sump is installed, safety wire the nuts that will be inside the oil sump
(Figure 79).
Figure 79
Safety Wire Nuts in Crankcase Oil Sump
25. Crankshaft Oil Seal Installation

If a solid-ring oil seal (Figure 42) is installed on the crankshaft:
A. Use solvent and wipe excess grease from the crankshaft flange, outer surface of the seal and
from the crankcase seal bore recess.
USE A BRUSH AND BUTYL RUBBER GLOVES WHEN APPLYING
SEALANT AND INSTALLING THE OIL SEAL (FIGURES 80 AND 81).
NOTICE: In the next step, do not get sealant on the crankshaft. If any sealant gets on the
crankshaft, use acetone to remove all traces of sealant.
Apply a liberal coating of Dow Corning® 737 Neutral Cure Sealant to the outside
diameter of the crankshaft seal (Figure 80) to allow the excess sealant to squeeze out
between the crankcase and the oil seal when the oil seal is installed.
B. Apply a coat of sealant (Dow Corning® 737 Neutral Cure Sealant) to the outside diameter of
the solid-ring oil seal.
NOTICE: If Dow Corning® 737 Neutral Cure Sealant is not available, Pliobond® #20 or
Pliobond® #25 may be used. Refer to the Pliobond® manufacturer’s instructions for
application instructions.
C. Press the seal firmly against the seat in the crankcase bore.
D. Spread the excess sealant smoothly over the oil seal and crankcase (Figure 81)
Figure 80 Figure 81
Apply the Sealant to the Oil Seal Spread the Excess Sealant
E. Let the Dow Corning® 737 Neutral Cure Sealant cure for 24 hours.
NOTICE: If substituting the Dow Corning® sealant with Pliobond® #20 or Pliobond® #25,
refer to the Pliobond® manufacturer’s instructions for cure time.
If a solid-ring oil seal is not already installed on the crankshaft, install a split oil seal (Figure 41) as
follows:
A. Apply a thin film of Lubriko M-6 grease or equivalent on the sealing surface of the seal and
around the crankshaft at the sealing surface.
B. Assemble the split oil seal on the crankshaft with the front face of the seal toward the
crankshaft propeller flange. Note that the seal part number is on the front of the seal.
C. Use solvent and wipe excess grease from the crankshaft flange, outer surface of the seal and
from the crankcase seal bore recess.
USE A BRUSH AND BUTYL RUBBER GLOVES WHEN APPLYING

SEALANT AND INSTALLING THE OIL SEAL (FIGURES 80 AND 81).
NOTICE: In the next step, do not get sealant on the crankshaft. If any sealant gets on the
crankshaft, use acetone to remove all traces of sealant.
Apply a liberal coating of Dow Corning® 737 Neutral Cure Sealant to the outside
diameter of the crankshaft seal (Figure 80) to allow the excess sealant to squeeze out
between the crankcase and the oil seal when the oil seal is installed.
D. Apply a coat of sealant (Dow Corning® 737 Neutral Cure Sealant*) to the split of the seal and
the outside diameter of the split oil seal.
NOTICE: If Dow Corning® 737 Neutral Cure Sealant is not available, Pliobond® #20 or
Pliobond® #25 may be used. Refer to the Pliobond® manufacturer’s instructions for
application instructions.
E. Face the propeller end of the crankshaft and assemble the split oil seal with the split at the
1:00 o'clock position with the front face of the seal toward the crankshaft propeller flange.
F. Press the seal firmly against the seat in the crankcase bore.
G. Spread the excess sealant smoothly over the oil seal and crankcase (Figure 81)
H. Let the Dow Corning® 737 Neutral Cure Sealant cure for 24 hours.
NOTICE: Make sure the split oil seal does not turn in the crankcase seal bore recess.
If substituting the Dow Corning® sealant with Pliobond® #20 or Pliobond® #25, refer to the
manufacturer’s instructions for cure time.
I. Install the starter ring gear support on the crankshaft propeller flange per instructions in
Chapter 72-70 of this manual.
J. Install the propeller per the airframe manufacturer’s instructions.
26. Crankshaft Idler Gear Installation
NOTICE: The left crankshaft idler gear has etched circles in two locations. The location with
etched circles on two teeth side-by-side aligns with the single etched circle on the
crankshaft gear (Figure 82). The other location with the etched circle is on a single gear
tooth (Figure 83) and aligns between the two teeth with the etched circles on the
camshaft gear. The correct orientation of these etched circles is necessary to ensure
correct valve timing.
Figure 82 Figure 83
Correct Alignment Between the Crankshaft Correct Alignment Between the Camshaft
Gear and the Left Crankshaft Idler Gear Gear and the Right Crankshaft Idler Gear

A. Install the left crankshaft idler gear (Figure 84) with a new bushing in place on the crankshaft
idler gear shaft located to the left of the crankshaft gear. Turn the crankshaft gear and/or the
camshaft gear to align the gears.
B. Install the right crankshaft idler gear with a new bushing on the crankshaft idler gear shaft
located to the right of the crankshaft gear.
C. Install a rubber band around the gears to hold them in place (Figure 85).
Figure 84 Figure 85
Crankshaft Idler Gears Installed Rubber Band to Hold Crankshaft
Idler Gears
27. Propeller Oil Control Leak Test
Refer to Chapter 72-10 in the IO-360-N1A Engine Service Manual for the Propeller Oil Control
Leak Test.
28. Propeller Governor Replacement.
Replace in the propeller governor in accordance with the aircraft manufacturer’s instructions.
29. Crankshaft-to-Camshaft Timing Check
NOTICE: This timing check is completed on a partially or fully assembled engine without
removing the accessory housing.
A. Make sure the ignition and all electrical switches are OFF.
B. Disconnect all spark plug leads.
C. Disconnect the starter.
D. Remove the top spark plug on Cylinder 1 as per the “Spark Plug Removal” procedure in
Chapter 74-20 in the IO-360-N1A Engine Service Manual.
E. Remove the rocker box cover on Cylinder 2 as per the “Exhaust Valve and Guide Inspection”
procedure in Chapter 72-30 in the IO-360-N1A Engine Service Manual.
F. Rotate the crankshaft to position Cylinder 1 piston at Top Dead Center (TDC) on the
compression stroke.
G. Monitor the movement of the intake and exhaust valves in Cylinder 2 as you rotate the
crankshaft to move the piston just past TDC of Cylinder 1.

H. The crankshaft-to-camshaft timing is correct if the intake valve and the exhaust valve in
Cylinder 2 just begins to close as the intake valve starts to open as the piston in Cylinder 1
goes over TDC on compression.
I. If this simultaneous opening and closing of the intake and exhaust valves just past TDC does
not occur, the crankshaft-to-camshaft timing is not correct. Repeat this timing check. If the
results are the same, remove the accessory housing and check the alignment of the crankshaft
idlers gears per the ”Crankshaft Idler Gear Installation” section in this chapter.
J. If the crankshaft-to-camshaft timing is correct:
(1) Install the rocker box cover on Cylinder 2 with a new rocker box cover gasket as per the
“Cylinder Installation” procedure in Chapter 72-30.
(2) Install the top spark plug on Cylinder 1 as per the “Spark Plug Installation” procedure in
(3) Reconnect the starter.
(4) Reconnect all spark plug leads

72-25 - ACCESSORY HOUSING MAINTENANCE

1. Accessory Housing Removal
A. Remove all of the Bolts A and B, lock washers, and washers from the external side of the
accessory housing shown in Figure 1. Discard the lock washers.
Figure 1 Figure 2
Hardware on External Side of Accessory Housing Accessory Housing
B. While one person supports the accessory housing, remove the two bolts, lock washers, and
washers from the other side of the accessory housing as shown in Figure 1. Discard the lock
washers.
C. Remove the accessory housing from the engine.
D. Remove and discard the accessory housing gasket (Figure 2).
2. Oil Pump Removal
A. Remove the safety wire (Figure 3) from the slotted nuts that attach the oil pump body to the
accessory housing.
Figure 3 Figure 4
Safety Wire Oil Pump Fasteners Oil Pump and Internal Side of the Accessory Housing

B. Remove and discard the three slotted nuts and three washers that attach the oil pump body to
the accessory housing.
C. Remove the oil pump drive shaft from impeller B (Figure 4).on the oil pump.
D. Remove the impellers A and B from the oil pump
3. Oil Pump Installation
A. Unless otherwise instructed in the latest revision of Service Instruction No. SI-1059, lubricate
all parts of the oil pump with a mixture of 15% pre-lubricant and 85% SAE No. 50 mineral
base aviation grade lubricating oil.
B. Install impellers A and B in their respective compartments in the oil pump body (Figure 4).
C. Install the oil pump drive shaft into the oil pump body and through impeller B (Figure 4).
D. Install the oil pump over the mounting studs on the accessory housing.
E. Install a washer and new slotted nut on each of the three studs on the accessory housing.
F. Tighten the three slotted nuts gradually and evenly, turning the drive gear shaft while
tightening to ensure free movement of the impellers.
NOTICE: If the drive gear shaft binds while tightening the slotted nuts, remove the oil pump,
examine all parts of the oil pump for wear or damage. Replace worn or damaged
parts if necessary and re-install the oil pump.
G. Torque the slotted nuts to 17 ft.-lb. (23 Nm).
H. Safety wire the three slotted nuts as shown in Figure 3.
4. Fuel Pump Plunger Removal

Remove the fuel pump plunger from the
accessory housing (Figure 5).
5. Fuel Pump Plunger Inspection
A. Clean the fuel pump plunger per
instructions in Chapter 05-30.
B. Inspect the fuel pump plunger for cracks
or damage.
C. Replace a cracked or damaged fuel pump
plunger.
6. Fuel Pump Plunger Installation
A. Apply a coat of Castrol® Moly Grease
NLGI#1 or equivalent to approximately 1
in. of the plunger end and the head
B. Install the fuel pump plunger in the
accessory housing as shown in Figure 5. Figure 5
Fuel Pump Plunger

7. Accessory Housing Installation

A. Examine plugs and fittings for damage. Replace any damaged plug or fitting.
B. Install plugs and fittings in the accessory housing (Figures 6 and 7) with a new O-ring as
required.
Figure 6 Figure 7
Plugs and Fittings in Accessory Housing Plugs in Accessory Housing
C. Turn the crankshaft to position cylinder 1 at TDC.

D. Place a new accessory housing gasket (Figure 2) over the locating dowels on the rear of the
crankcase.
E. Apply a liberal coating of engine oil to all contact surfaces, such as gear teeth and the idler
gear hubs.
F. Fit the accessory housing into place on the rear of the crankcase.
G. Install all Bolts A and B with plain washers and new lock washers (Figure 1). Torque the
hardware per the latest revision of the Service Table of Limits - SSP-1776.


72-30 - CYLINDER MAINTENANCE

NOTICE: Routine time-interval-based inspections for cylinders are identified in Chapter 05-20 in
the IO-360-N1A Engine Service Manual.
1. Cylinder Removal
A. Disable all power to the engine and disconnect the engine wiring harness from the airframe.
B. If not already done:
 Disconnect the ignition leads to the spark “Spark Plug Removal” procedure in Chapter
plugs. Remove the top and bottom spark 74-20 of the IO-360-N1A Engine Service
plugs from the cylinder. Manual.
 Remove the intake and exhaust pipes from “Intake Pipe Removal” procedure in Chapter
the cylinder to be removed. 72-80 and the airframe manufacturer’s
instructions.
 Remove the clamps that attach the fuel line “Injection Nozzle Removal” procedure in
to the shroud tube, disconnect the fuel line Chapter 73-10.
from the injection nozzle (Figure 1),
remove the injection nozzle from the
cylinder, and reconnect the removed
injection nozzle to the fuel line.
Figure 1 Figure 2
Spark Plugs, Intake Pipes, and Injection Nozzles Oil Drain Tube
C. Oil Drain Tube Removal
(1) Remove and discard the hose clamps (Figure 2).
(2) Disconnect the oil drain tube fitting from the engine cylinder.
(3) Remove and discard the hose (Figure 2).
(4) Remove the oil drain tube from the cylinder.
(5) Examine the oil drain tube for cracks or damage.
(6) Replace a cracked or damaged oil drain tube.

NOTICE: Remove the cylinders by firing order 1-3-2-4 (Figure 3). Remove each cylinder as
an assembly.
Figure 3
Engine Cylinder Firing Order
NOTICE: During cylinder removal, identify and label the cylinder, piston, and other parts by
location (i.e., cylinder number) as they are removed for reference on assembly (to
ensure that each part is installed in the same location from which it was removed).
D. Intercylinder Baffle Removal
(1) Turn the baffle retainer hook to

disengage the retainer on the
intercylinder baffle (Figure 4).
(2) Remove the intercylinder baffle and

hook from between the cylinders.
Figure 4
Intercylinder Baffles
E. Remove the screws from the rocker box cover (Figure 5).
F. Remove the rocker box cover and gasket. Discard the gasket.
G. Turn the crankshaft to put the piston at TDC of the compression stroke of the cylinder to be
removed. (With the piston in this position, both intake and exhaust valves are closed and the
piston is extended away from the crankcase to prevent damage when the cylinder is
removed.).
H. Remove both thrust buttons from the ends of the valve rocker shaft.
I. Push the valve rocker shaft (Figure 5) outward and remove of valve rocker assemblies and
bushings.
Figure 5
IO-360-N1A Engine Valve Components
J. Remove push rods and the valve stem caps.
DO NOT REMOVE VALVE ROCKER SHAFT UNTIL THE CYLINDER IS

REMOVED.
K. Remove the shroud tubes by first releasing them from the seal seats in the cylinder head and
withdrawing the tubes.
L. Remove the seals from the ends of the
shroud tubes. Discard the seals.
M. Remove the seals from the crankcase.
Discard the seals.
N. Remove the valve stem keys, valve
spring seats, and valve springs.
O. Remove the cylinder base hold-down
nuts (Figure 6).
Figure 6
Cylinder Base Hold-Down Nuts

AS EACH CYLINDER IS SEPARATED FROM THE CRANKCASE,

CATCH AND HOLD THE PISTON TO PREVENT IT FROM FALLING
AGAINST THE CRANKCASE AND BEING DAMAGED.
P. Remove the cylinder.
Q. Remove the cylinder base oil ring from
the cylinder (Figure 7) and keep it to use
as support for the connecting rods after
the pistons are removed.
R. Remove the valve rocker shaft (Figure 5)
from the engine cylinder.
Figure 7
Cylinder Base Oil Ring and Cylinder Fins
2. Piston Removal
NOTICE: During removal of each piston pin (Figure 8), the piston will disconnect from the
connecting rod.
A. Support the piston and remove the two piston pin plugs (Figure 8) and piston pin.
Figure 8
Piston Assembly

B. After piston removal, support the connecting rod one of two ways to prevent damage to the
connecting rods and crankcase:
(1) Install torque hold-down plates (ST-222) as shown in Figure 9.
OR
(2) Make a loop around the cylinder base studs and connecting rod using a rubber band or the
cylinder base seal (removed during cylinder removal) as shown in Figure 10.
Figure 9 Figure 10
Torque Hold-Down Plates (ST-222) Loop Cylinder Base Oil Seal Around Cylinder
Base Studs and on Connecting Rods
DURING REMOVAL OF THE THREE PISTON RINGS IN THE NEXT
STEP, USE CARE NOT TO SCRATCH THE INNER WALL OF THE
PISTON.
C. Start from the top down, use the Piston Ring Expander (P/N 64713) to remove the two top
compression rings and the oil regulating piston expander ring (Figure 8).
3. Cylinder Assembly Inspection
Copy and complete the Cylinder Assembly Inspection Checklist.
Cylinder Assembly Inspection Checklist
Item to Examine and Corrective Cylinder
Findings / Corrective Action
Action No.
Look for wear or broken parts in
the area of the valve, springs, and Cylinder 1
spring seats.
Corrective Action: Cylinder 2
Replace all loose, scored, pitted,
defective, or damaged valve seats
Cylinder 3
(Figure 5).
Cylinder 4

Cylinder Assembly Inspection Checklist (Cont.)

Action No.
Examine the intake and exhaust
valve seats for looseness, scoring, Cylinder 1
pitting damage or non-
conformities. Look for cracked or Cylinder 2
eroded valve seat bores.
Corrective Action:
Replace all loose, scored, pitted, Cylinder 3
defective, or damaged valve seats.
Cylinder 4
Examine intake and exhaust valve

guides for looseness, cracks or Cylinder 1
scoring.
Replace all loose, scored, pitted,
defective, or damaged valve Cylinder 3
guides.
Cylinder 4
Look for rust/pitting on:

 Cylinder barrel fins and fin tips Cylinder 1
in power stroke areas
 Cylinder barrel and base flange Cylinder 2
Corrective Action:
Replace the cylinder if rust/pitting
Cylinder 3
is found
Do not grind the cylinder bore
to remove pitting or damage Cylinder 4
caused by overheating.
Look for discolored/burnt paint or
scored cylinder barrel bores. Look Cylinder 1
for blistered paint on the cylinder
barrel. Cylinder 2
Corrective Action:
Replace the cylinder if the
Cylinder 3
cylinder barrel bores are scored or
the paint is discolored/burnt/
blistered. Cylinder 4


Action No.
Examine the exhaust flange for
damage or warping. Cylinder 1
Corrective Action:
Replace the cylinder if the Cylinder 2
exhaust flange is warped or
damaged. Cylinder 3
Do not grind or repair the
exhaust flange to correct a bent
warped flange. Cylinder 4
Look for any radial fin crack

extending to the root of a fin. Cylinder 1
Corrective Action:
Replace the cylinder if there is Cylinder 2
radial a fin crack extending to the
root of the fin. Cylinder 3
Cylinder 4
Look for broken, bent (or

straightened), or pitted cylinder Cylinder 1
head or barrel fins.
Replace the cylinder if the
cylinder head or barrel fins are Cylinder 3
bent or pitted.
Cylinder 4
Look for cracks in cylinder head.

Cylinder 1
Corrective Action:
Replace any cylinder that has a
crack in the cylinder head. Cylinder 2
Cylinder 3
Cylinder 4


Action No.
Look for static seal leakage or Cylinder 1
leakage from the head to barrel
seal or crack in the head or barrel. Cylinder 2
Corrective Action:
Replace any cylinder that has Cylinder 3
leakage at the cylinder head or
barrel. Cylinder 4
Look for scratches in the honed
surface of the cylinder wall or Cylinder 1
cylinder bore.
Hone the cylinder to remove the
scratches. Refer to the latest Cylinder 3
revision of the Service Table of
Limits - SSP-1776 for dimensions
Cylinder 4
and limits.
Make sure there is not any
Cylinder 1
cylinder head-to-barrel flange
movement.
Cylinder 2
Corrective Action:
Replace any cylinder that has any Cylinder 3
cylinder head-to-barrel flange
movement. Cylinder 4
Examine intake and exhaust ports
Cylinder 1
for nicks, scoring or dents.
Replace the cylinder.
Cylinder 3
Cylinder 4
Examine rocker box covers and
rocker box cover mounting surfaces Cylinder 1
for nicks, scoring or dents.
Replace all nicked, scored, or
dented rocker box covers or replace Cylinder 3
cylinders with nicked, scored, or
dented rocker box cover mounting Cylinder 4
surfaces.


Action No.
®
Examine the spark plug Heli-Coil
inserts for looseness or damage. Cylinder 1
Corrective Action:
Replace all loose or damaged spark
plug Heli-Coil® inserts with Cylinder 2
oversize inserts per the “Heli-Coil®
Replacement” procedure in this
chapter.
Cylinder 3
Cylinder 4
Examine studs on the cylinder head

for looseness of damage. Cylinder 1
Corrective Action:
Replace all loose or damaged studs
with the next higher applicable Cylinder 2
oversize studs.
Cylinder 3
Cylinder 4
Measure the inside diameter of

the rocker shaft bushings. Refer to Cylinder 1
the latest revision of the Service
Table of Limits - SSP-1776 for
dimensions.
Cylinder 2
Corrective Action:
Replace the rocker shaft bushings if
they are not in accordance with
specifications. Cylinder 3
Cylinder 4

4. Piston Inspection
A. Copy and complete the Piston Inspection Checklist.
(1) Examine the entire piston for damage or discoloration from burns.
(2) Examine the piston grooves for wear. Measure the piston ring clearance and compare to
measurements in the latest revision of the Service Table of Limits - SSP-1776.
Piston Inspection Checklist
Inspection Item Findings/Corrective Action
Before cleaning the piston examine the following
areas on the piston for pitting, cavities and surface Cylinder 1
distortion (which can be an indication of detonation
or pre-ignition):
 Top of the piston
Cylinder 2
 Piston ring lands and grooves
 Piston pin holes
 Piston pin whole bosses
Cylinder 3
 Look for deposits or damage
 Complete the “Piston Cleaning” procedure in
Chapter 05-30.
NOTICE: Surface distortion can be an indication Cylinder 4
of detonation or pre-ignition.
After Cleaning:
Cylinder 1
 Look for cracks on the piston head or skirt.
Replace the piston if a crack is found.
 Look for bent or broken lands. Replace the
piston if the land is broken or bent. Cylinder 2
 Look for scoring on the piston skirt, damage or

discoloration from burns. Replace the piston if
scoring, damage or discoloration found. Cylinder 3
 Examine the piston grooves for wear. Replace
the piston if high ridges are on the lower lands.*
Cylinder 4
* High ridges of displaced metal can interfere with operation of new piston rings. The displaced metal
can cause excessive piston ring clearance in the valleys.
NOTICE: Lycoming manufactures pistons with a taper that extends from the top to the bottom of the
skirt with the smaller diameter at the top.

Piston Inspection Checklist (Cont.)
Figure 11
Section Through Piston Showing Points for Measuring Diameter
Findings/Corrective Action
Inspection Item
Cylinder 1 Cylinder 2 Cylinder 3 Cylinder 4
Measure the inside diameter of the Actual
piston pin hole (Figure 11). Measurement**
SSP-1776
Measure the piston diameter at the top Actual

ring land of the piston between the Measurement**
top and second compression ring
grooves (at a right angle to the piston SSP-1776
pin hole) (Figure 11).
Measure the diameter approximately Actual
1/8 in. (3.18 mm) above the bottom of Measurement**
the piston skirt. (at a right angle to the
piston pin hole) (Figure 11). SSP-1776
Measure the piston ring groove Actual

clearance (without the piston ring Measurement**
installed.)
SSP-1776
**Compare the actual measurement against the limits in the latest revision of the Service Table of
Limits - SSP-1776. Replace the piston if any of the measurements are out of tolerance.

Piston Inspection Checklist (Cont.)
Figure 12
Checking Piston Ring Side Clearance
Findings/Corrective Action
Inspection Item
Cylinder 1 Cylinder 2 Cylinder 3 Cylinder 4
Measure the side clearance between the Actual
piston rings and piston with a feeler Measurement**
gauge and straight edge (Figure 12).
SSP-1776
Measure the piston ring gap with feeler Actual
gauges (Figure 12). Measurement**
Complete “Piston Ring End Gap
SSP-1776
Check” in this chapter.
Measure the cylinder diameter parallel
to the piston pin in the lower least worn
portion of the cylinder.
Calculate the piston clearance
(difference between the cylinder
diameter and the piston diameter.)
Complete “Piston Ring End Gap
Check” in this chapter.
**Compare the actual measurement against the limits in the latest revision of the Service Table of
Limits - SSP-1776. Replace the piston if any of the measurements are out of tolerance.
Comments:
If inspection of the piston shows the original ground surface of the piston skirt to be undamaged, the
piston is acceptable and can be re-installed.
If any of the following conditions are found on the piston, replace the piston.
 Damage
 Cracked, bent, or broken lands, scored skirts or any out-of-tolerance dimensional limits
 Piston grooves worn to the extent that relatively high steps or ridges are on the lower lands
NOTICE: Refer to the latest revisions of Service Instructions No. SI-1243, SI-1037, and SI-1555 to
identify a replacement piston and associated rings and any new details of piston
inspection.

B. Piston Ring End Gap Check:

(1) Put the piston ring in the cylinder in which it will be used.
(2) To square the piston ring in the cylinder bore, install the piston in the cylinder and use a
soft mallet to tap the dome end of the piston on the inside, until the bottom of the piston
skirt is flush with the end of the cylinder barrel. Remove the piston from the cylinder.
(3) Measure the piston ring end gap with feeler gauges. Record the measurement in the
Piston Inspection Checklist. Compare the measurement with the ring end gap
measurement in the latest revision of the Service Table of Limits - SSP-1776.
(4) If necessary to increase the gap, carefully file the ends of the piston ring.
5. Piston Ring Replacement
DO NOT UNDER ANY CIRCUMSTANCES INSTALL CHROME-PLATED
PISTON RINGS IN AN ENGINE HAVING CHROME-PLATED CYLINDER
BARRELS. IF YOU ARE UNSURE OF THE PROPER COMBINATION OF
RINGS TO BE USED, CONTACT THE SERVICE DEPARTMENT AT
LYCOMING ENGINES.
DURING REMOVAL OF THE THREE PISTON RINGS IN THE NEXT STEP,
USE CARE NOT TO SCRATCH OR SCORE THE INNER WALL OF THE
PISTON.
NOTICE: Use either the Lycoming Piston Ring Expander (P/N 64713) or a commercially
available piston ring expander tool to remove and install the piston rings.
A. Start from the top down, use the Piston Ring Expander (P/N 64713) to remove the two top
compression rings and the oil regulating ring (Figures 8 and 13).
Figure 13
Piston Ring Positions
NOTICE: New cylinders made by Lycoming will have the correct piston ring finish and do not
need further honing. Otherwise, hone the cylinder per the latest revision of Service
Instruction No. SI-1047 to ensure correct seating of the new piston rings.
For new piston rings, refer to the latest revision of Service Instruction No. SI-1037
to identify the correct new piston rings to be installed on the piston.
Piston rings are not supplied in oversize widths as compensation for ring groove
wear.
B. Make sure that the gap in the oil regulating piston expander ring is 180º opposite the gap in
the inner expander ring (Figure 13).

C. With the piston top side up on a workbench, install the oil regulating piston expander ring
(Figure 13) in the first groove above the piston hole, with the part number facing the top of
the piston.
D. Install the two top compression rings (Figure 13) with the word "Top" toward the top of the
piston in the remaining top grooves.
E. Compress each of the two top compression piston rings several times with your fingers to
make sure the rings are situated freely and loosely in the groove.
F. To ensure correct installation, measure the side clearance of the rings in the grooves with a
feeler gage and a straight edge per Figure 12. If the actual measurement is greater than the
maximum allowable side clearance, per the latest revision of the Service Table of Limits -
SSP-1776, replace the piston.
NOTICE: A field run-in must be completed on field-overhauled engines, after field-
replacement of one or more cylinders, or field-replacement of piston rings in one of
more cylinders. Refer to the latest revision of Service Instruction No. SI-1427.
Engine break-in must be done on all engines regardless of whether they are new,
rebuilt, overhauled, or had one or more cylinders replaced or piston rings replaced.
Refer to the “Flight Test” chapter of the IO-360-N1A Engine Installation and
Operation Manual.
6. Piston Installation
A. Clean the pistons as per instructions in the “Piston Cleaning” procedure in Chapter 5-30.
B. If not already done, starting with piston Number 1, apply a generous coating of a mixture of
15% pre-lubricant (STP or equivalent) and 85% SAE 50 mineral-base aviation-grade
lubricating oil (unless otherwise directed per the latest revision of Service Instruction No. SI-
1059) to the piston rings, working the mixture into the ring grooves, the piston pins, and to
the ID of the piston pin holes.
DO NOT ATTEMPT TO TURN THE CRANKSHAFT UNLESS THE
CONNECTING RODS ARE SUPPORTED.
C. Turn the crankshaft so that when the Number 1 piston is inserted, it will be at TDC of its
firing stroke, with both tappets on the base circle of the cam lobes.
D. Remove the Torque Hold-Down Plates (ST-222), rubber bands, or cylinder base oil seals
from the crankcase.
E. Install the piston on the connecting rod where the number stamped on the bottom of the
piston head is toward the front of the engine.
F. Insert the piston pin into the piston and through the connecting rod using only palm pressure
(Figure 8).
NOTICE: If the original piston pin is tighter than a palm push fit, look for burrs or slight carbon
in the pin bore of the piston. Remove any burrs with a stone. Remove carbon as per
instructions in Chapter 5-30. If a new piston or piston pin is installed, use a pin that
will give a palm push fit at 60º to 70ºF (15º to 20ºC).
G. Insert a piston pin plug at each end of the piston pin.
H. Thoroughly lubricate the piston pin plug faces with a coating of Castrol® Contractor Special
NLGI#1 to the intake valve stem (or other lubricant identified in the latest revision of Service
Instruction No. SI-1059.)

7. Intake Valve Replacement

A. Intake Valve Removal
(1) Remove the cylinder from the engine per the “Cylinder Removal” procedure in this
chapter.
(2) Remove the valve stem key (Figure 5), valve spring seats, and valve springs from the
intake valve.
NOTICE: Use care not to scratch the inside of the cylinder barrel when removing the
intake valve.
(3) Remove the intake valve from the valve guide, through the cylinder barrel.
B. Intake Valve Installation
NOTICE: Use care not to scratch the inside of the cylinder barrel when installing the intake
valve (Figure 5).
(1) Apply a coating of Castrol® Contractor Special NLGI#1 to the intake valve stem (or other
lubricant identified in the latest revision of Service Instruction No. SI-1059.)
(2) Install a serviceable intake valve in the valve guide, through the cylinder barrel.
(3) Install the valve stem key, valve spring seats, and valve springs on the intake valve.
(4) Install the cylinder on the engine per the “Cylinder Installation” procedure in this chapter.
8. Exhaust Valve Replacement
A. Exhaust Valve Removal
(1) Remove the cylinder from the engine
per the “Cylinder Removal”
(2) Remove the exhaust valve stem cap
(Figure 14).
(3) Remove the valve stem key (Figure
5), valve spring seats, and valve Figure 14
springs from the exhaust valve. Exhaust Valve Stem Cap
NOTICE: Use care not to scratch the inside of the cylinder barrel when removing the
exhaust valve.
(4) Remove the exhaust valve from the valve guide, through the cylinder barrel.
B. Exhaust Valve Installation
NOTICE: Use care not to scratch the inside of the cylinder barrel when installing the exhaust
valve.
(1) Apply a coating of Castrol® Contractor Special NLGI#1 to the exhaust valve stem (or
other lubricant identified in the latest revision of Service Instruction No. SI-1059.)
(2) Install a serviceable exhaust valve in the valve guide, through the cylinder barrel.
(3) Install the valve stem key, valve spring seats, and valve springs.
(4) Install the valve stem cap (Figure 14) on the exhaust valve.
(5) Install the cylinder on the engine per the “Cylinder Installation” procedure in this chapter.

9. Cylinder Installation
NOTICE: If all cylinders are to be installed, install them by their firing order 1 - 3 - 2 - 4.
INSTALL ONLY THE CYLINDER BASE OIL RING AROUND THE
CYLINDER BASE. DO NOT USE ANY ADDITIONAL SEALANT OR
GASKET MATERIAL WHICH COULD DETERIORATE WHICH COULD
CAUSE A REDUCED TORQUE ON THE CYLINDER BASE STUDS.
A. Install a new cylinder base oil ring (Figure 7) around the cylinder base.
B. Apply a light coat of engine oil mixture to the cylinder base oil seal ring.
C. Lubricate the inside diameter of the cylinder barrel with engine oil mixture (15% pre-
lubricant (STP or equivalent) and 85% SAE No. 50 mineral base aviation grade lubricating
oil) to the depth of the piston rings, approximately 2 in. (5 cm).
D. Lubricate the crankcase thru-stud threads and cylinder hold-down stud threads (Figure 15)
with Food Grade Anti-Seize on the outer three threads.
Figure 15
Crankcase Thru Studs and Cylinder Hold-Down Studs
E. Use the Piston Ring Compressor (ST-485) to install the cylinders (Figure 16) as follows:
(1) Assemble the piston ring compressor (ST-485) over the top piston rings and install the
cylinder over the piston, pushing the piston ring compressor ahead with the cylinder
barrel (Figure 17).
(2) As the cylinder barrel approaches the crankcase, catch the piston ring compressor as it
drops off the piston skirt.
(3) As the cylinder assembly pilot is entering the crankcase, align the cylinder hold-down
studs with the holes in the cylinder flange.
(4) Push the cylinder until the cylinder flange makes contact with the crankcase.
(5) Install a vented plug in each spark plug hole to prevent the entrance of foreign materials.

Figure 16 Figure 17
Piston Ring Compressor (ST-485) Install the Cylinder
F. Install the cylinder base hold-down nuts (Figure 6) on the thru-studs and cylinder hold-down
studs.
TORQUE THE CYLINDER NUTS MUST IN A SPECIFIC SEQUENCE.
G. Torque for cylinder base hold-down nuts as follows:
(1) Tighten the 1/2-20 nuts on the cylinders in the sequence shown in Figure 18, as per the
applicable torque values:
 For 1/2 in. nuts, 600 in.-lb (50 ft.-lb) (67.8 Nm),
 For 3/8 in. nuts, 300 in.-lb (25 ft.-lb) (33.9 Nm),
(2) Tighten both ends of the free thru-studs simultaneously at the all locations. Make sure all
thru-studs have at least 1-1/2 threads above attaching nuts at both ends.
(3) Make sure all cylinder base hold-down nuts are torqued. Complete a torque check of all
nuts on the cylinder base using the torque wrench to apply the appropriate torque on each
nut for 5 seconds. If the nut does not turn, it is correctly torqued.
(4) Apply torque seal to all cylinder hold-down nuts.
MAKE SURE ALL CYLINDER FASTENERS ON THE CRANKCASE
ARE TORQUED CORRECTLY AND NONE ARE LOOSE.
Figure 18
Sequence of Tightening Cylinder Base Nuts

H. Shroud Tube Installation

BE SURE THERE IS NO OIL INSIDE THE TAPPET BODIES AND THAT
THE PLUNGER ASSEMBLY AND CYLINDER ASSEMBLY ARE
THOROUGHLY CLEAN AND DRY. WASH ANY LUBRICATING OR
PRESERVATIVE OIL (MINERAL SPIRITS, STODDARD SOLUTION, OR
EQUIVALENT) FROM THESE PARTS, SINCE PLUNGER ASSEMBLIES
MUST BE ABSOLUTELY DRY FOR THE TAPPET CLEARANCE CHECK.
NOTICE: Install the shroud tube oil seals in the crankcase first.
One shroud tube installs on the exhaust port of the cylinder and another shroud tube
installs on the intake port.
(1) For each of the two shroud
tubes, install the plunger
assembly and hydraulic socket
in the tappet body in the
(2) Apply engine oil mixture (15%
pre-lubricant (STP or Figure 19
equivalent) and 85% SAE No. Tappet Plunger and Socket
50 mineral base aviation grade
lubricating oil) to all four of
the shroud tube oil seals, two
for each shroud tube.
(3) Install the shroud tube oil seals
and washers into the cups in
Figure 20
the tappet bores of the
Shroud Tube Oil Seals in Crankcase
(4) On each shroud tube, assemble the
other shroud tube oil seal over the
outer end of the shroud tube (Figure
21).
(5) Insert each shroud tube through the
hole in the rocker box and seat the
end firmly into the crankcase.
(6) Install the spring, lockplate, and nut
(Figure 22) in the rocker box to Figure 21
hold both shroud tubes. Insert the Shroud Tube
(7) Torque the nut to 96 in.-lb. (11
Nm).
(8) Bend the lockplate against the nut.
If necessary the nut can be
tightened to the next aligning
position with the lock tab.
Figure 22
Shroud Tube Spring, Lockplate, and Nut

I. Push Rod Installation

(1) Make sure that the valves are closed on the top dead center of the compression stroke.
(2) Dip two push rods (Figure 5) into a mixture of 15% STP or equivalent and 85% SAE No.
50 mineral-based aviation-grade lubricating oil. Refer to the latest revision of Service
Instruction No. SI-1059 for any new details.
(3) Install the push rods into the full length of the shroud tube.
(4) Press the push rods tightly from the outer end of the shroud tube to test the spring tension
and free travel of the unloaded or dry hydraulic tappet plungers. Make sure the springs
compress and return.
J. Install the valve stem cap over the exhaust valve stem.
EXHAUST AND INTAKE ROCKER ASSEMBLIES ARE DIFFERENT.
MAKE SURE THAT THE ROCKERS ARE CORRECTLY ASSEMBLED.
K. Install the rockers with the cupped end on the push rod.
L. Align the valve rocker assemblies and bushing with the rocker shaft.
M. Slide the rocker shaft through the valve rocker assemblies and bushing (Figure 5) to seat the
valve rockers in place.
N. Install the thrust buttons, one on each end of the valve rocker shaft
O. Make sure the valve rocker assemblies are in the correct position on the intake and exhaust
valves.
BE SURE THERE IS NO OIL INSIDE THE TAPPET BODIES AND THAT
THE TAPPET PLUNGER AND CYLINDER ASSEMBLY IS
THOROUGHLY CLEAN AND DRY. WASH ANY LUBRICATING OR
PRESERVATIVE OIL (MINERAL SPIRITS, STODDARD SOLUTION, OR
EQUIVALENT) FROM THESE PARTS, SINCE TAPPET ASSEMBLIES
MUST BE ABSOLUTELY DRY FOR THE TAPPET CLEARANCE
CHECK.
P. Measure the clearance between the valve rocker and cylinder head. Refer to the latest
NOTICE: If the clearance between the valve rocker and the cylinder head cannot be brought
within the Service Table of Limits - SSP-1776, determine whether the valve rocker
or cylinder is not to specifications and replace the worn component.
Q. Use a Valve Clearance Gage (ST-23), to measure the dry tappet clearance:
(1) Push on the push rod end of the valve rocker to seat the push rod against the plunger.
(2) Use a valve clearance gage to measure the distance between the rocker arm and the valve
stem tip.
(3) The clearance must be between 0.028 and 0.080 in. (0.711 to 2.032 mm).
NOTICE: If the clearance is not within the prescribed limit, insert a longer or shorter push
rod to obtain correct clearance. Refer to the latest revision of Service Instruction
No. SI-1060 for push rod information.
R. Recheck the valve rocker clearance on all cylinders and make any adjustments as required by
using a different length push rod.
S. Lubricate rocker contact surfaces with Modoc® Oil 175.

T. Install a new rocker box cover gasket (Figure 5) and cover with screws on each rocker box;
Torque the screws to 50 in.-lb (5.6 Nm).
U. Remove the vented plug from each spark plug hole.
V. Install the top and bottom spark plugs as per the section “Spark Plug Installation” in Chapter
W. Remove the fuel injection nozzle from the fuel line, install the fuel injection nozzle (Figure 1)
on the cylinder per the “Fuel Injection Nozzle Installation” procedure in Chapter 73-10, and
reconnect the fuel line to the injection nozzle.
X. Install the clamps that attach the fuel line to the shroud tube per instructions in the latest
revision of Service Bulletin No. SB-342.
Y. Install the applicable intake pipe (Figure 1) on the cylinder per the “Intake Pipe Installation”
procedure in Chapter 72-80. Install the applicable exhaust pipe on the cylinder per the
airframe manufacturer’s instructions.
Z. Intercylinder Baffle Installation
(1) Engage the "S-Type" retaining hook (Figure 4) through the hole in the baffle.
(2) Put the baffle in position beneath and between the cylinders and turn the hook up between
the cylinder barrels.
(3) Put a baffle retainer in place between the cylinders and bring the retainer hook through
the slot in the retainer. The retainer is forced down until the hook comes above the
surface of the retainer far enough to be engaged over the bridge between the slots in the
retainer.
AA. Oil Drain Tube Installation
(1) Connect a new hose to the nipple (Figure 23)
in the crankcase.
(2) Install and tighten a hose clamp on the hose
closest to the crankcase.
(3) Connect the oil drain tube to the elbow at the
cylinder with a flange nut. Torque the nut per
the latest revision of the Service Table of
Limits - SSP-1776.
(4) Connect the hose to the oil drain tube.
(5) Install and tighten a hose clamp on the hose
and oil drain tube connection. Figure 23
(6) Torque both hose clamps per instruction in the Oil Drain Tube
latest revision of the Service Table of Limits -
SSP-1776.
NOTICE: A field run-in must be completed on field-overhauled engines, after field-
replacement of one or more cylinders, or field-replacement of piston rings in one
of more cylinders. Refer to the latest revision of Service Instruction No. SI-1427.
Engine break-in must be done on all engines regardless of whether they are new,
rebuilt, overhauled, or had one or more cylinders replaced or piston rings
replaced. Refer to the “Flight Test” chapter of the IO-360-N1A Engine
Installation and Operation Manual.

10. Corrective Action for Valve Sticking

NOTICE: Sticking between the valve stem and guide (on intake and exhaust valves) can severely
change valve opening and closing. If the valve cannot open or close correctly,
incomplete combustion will occur, which can cause formation of more deposits and
increased valve sticking. Because a correctly-timed sequence of valve opening and
closing is essential to efficient and reliable engine operation, valve sticking is a serious
problem any time either valve sticks for any reason.
A STUCK VALVE CAN CAUSE ENGINE FAILURE.
NOTICE: If one valve is sticking, examine all other valves on all of the engine cylinders as a
precaution.
A. Per Chapter 12-10 in the IO-360-N1A Engine Service Manual complete an oil and filter
change and have an analysis done on the oil and filter to identify the contamination and find
the source to correct the problem.
B. If the source of the oil contamination cannot be found or corrected:
(1) Replace the oil filter (more often) every 25 hours of operation.
(2) Complete an oil change every 25 hours of operation.
C. Complete an air filter change.
D. Examine the cooling air baffles and baffle strips for contamination. Remove any
contamination.
E. Identify with a tag and remove the top spark plugs from the engine cylinders per the “Spark
Plug Removal” procedure in Chapter 74-20 of the IO-360-N1A Engine Service Manual.
F. Identify the location of each cylinder and valve train component for reference on assembly
and remove the cylinder and valve train components per the “Cylinder Removal” section in
this chapter.
G. Remove the intake and exhaust valves per the “Intake Valve Removal” and “Exhaust Valve
Removal” sections in this chapter.
H. Examine the valve stem keys (Figure 5) for wear. Look for any distinct, uniform patterns.
Replace worn valve stem keys.
NOTICE: Refer to the latest revision of the Service Table of Limits - SSP-1776 for valve
guide dimensions to use the correct reamer.
Use reamer tools to remove hardened carbon from the valve guides.
I. Apply ordinary cup grease on the flutes of the reamer to remove the deposits on the reamer.
J. Ream the valve guide as follows:
(1) Apply force on the reamer to ensure the reamer has gone through the full length of the
valve guide. The 1 in. (2.54 cm) pilot must be visible through the exhaust port or
through spark plug hole using an angled mirror.
(2) Clean the valve guide per the “Hard Carbon Removal” procedure in Chapter 05-30 for
additional cleaning details.
(3) Measure the inner diameter of the valve guide using the correct plug gage.

(4) Examine the reamed hole to see if the reamer has cut all the way to the exhaust port end
of the guide. If it has not, and the exhaust port end of the hole looks dark, the valve
guide is bell-mouthed and must be replaced.
(5) If the valve is acceptable, apply lubricant to the valve guide.
NEVER USE THE PISTON TO PUSH THE VALVE THROUGH THE
GUIDE.
K. Install the valves that are satisfactory, in the same position from where they were removed.
Refer to the “Intake Valve Installation” and “Exhaust Valve Installation” procedures in this
chapter.
L. Install the valve springs and valve spring seats.
M. Remove and clean the hydraulic lifter and remove all oil.
N. Examine the lifter for any malfunction.
O. Clean the inner diameter of the tappet body.
P. Install the hydraulic lifter.
Q. Install the cylinder in the same position as removed. Refer to the “Cylinder Installation”
R. Install spark plugs. Refer to Chapter 74-20 in the IO-360-N1A Engine Service Manual for
spark plug inspection and installation instructions.
11. Intake and Exhaust Valve Guide Replacement
Send the engine cylinder to a vendor who can complete this replacement.
12. Barrel Glaze and Varnish Removal from Interior Cylinder Barrel
A. Use a self-centering, self-bottoming hone that follows a choke located in the top of the
cylinder barrel.
B. Use kerosene or light engine oil for lubrication while honing.
C. Put the deglazing hone in a low-speed drill.
D. Surface hone each cylinder barrel with a minimum of six to eight passes over the glazed
surface, using a smooth up and down motion of the hone to achieve a good cross-hatch
pattern on the cylinder barrel wall.
E. Thoroughly clean the hone.
F. Wipe as much of the abrasive build-up from the cylinder walls and recesses as possible,
especially the recesses formed by the top of the cylinder barrel and the bottom of the cylinder
head.
G. Make a hooked tool from soft wire and rub the tool back and forth in the recess to loosen any
built-up abrasive. Complete this task each time the cylinder is flushed. There must not be any
abraded material in this area.
H. Complete the “Cylinder Cleaning” procedure in Chapter 05-30.

I. Lubricate the internal cylinder barrel thoroughly with SAE 50 engine oil or a rust
preventative oil that conforms with MIL-C-6529.
NOTICE: If wear step is found inside the cylinder barrel, measure it using the dial bore gage
usually used to measure cylinder diameter. If the depth of the wear step is less than
0.0025 in. (0.0635 mm), remove the step as per the previous steps to remove
cylinder barrel glaze. If the barrel contains a wear step exceeding 0.0025 in. (0.0635
mm), replace the cylinder.
In some cylinders, a small rough area can be found at either end of the barrel
extending less than 0.250 in. (6.35 mm) from the end. This condition is a result of
the manufacturing process and has no effect on the quality or condition of the barrel.
13. Heli-Coil® Replacement
NOTICE: The IO-360-N1A has short reach spark plugs.
A. Replace the spark plug Heli-Coil® insert (Figure 24) in the cylinder head if the threads in the
spark plug hole in the cylinder are damaged (usually occurs when hard carbon on the end of
the spark plug causes the insert to unwind during spark plug removal).
Figure 24
Heli-Coils®
NOTICE: Always install a larger oversized 0.010 in. (0.254 mm) Heli-Coil® insert in the spark
plug hole on the cylinder head to replace a standard sized Heli-Coil® insert. Never
replace a standard sized Heli-Coil® insert with another standard sized Heli-Coil® insert.
The oversize Heli-Coil® inserts are identified by three marks on the tang of the Heli-
Coil® insert as shown Figure 25.
Figure 25
®
Heli-Coil Inserts for Short Reach Spark Plugs

The “P10” Heli-Coil® insert part number identified in Table 1 is correct for the depth of the spark
plug hole in the IO-360-N1A engine.
Table 1
Available Oversized Heli-Coil® Inserts
Part Number Description/Application
®
66796-P10 Heli-Coil spark plug thread insert for short reach spark plugs
The following tools are necessary to install the oversized “P10” Heli-Coil® insert:
64596-1 Spark plug thread tap (for installation of . 010 in. oversize Heli-Coil® inserts)
64594 Heli-Coil® inserting tool
64593 Heli-Coil® insert expanding and staking tool
(1) Disable all power to the engine to prevent propeller rotation and engine start. Disconnect
ignition leads from all spark plugs.
(2) If not already done, remove and discard the Heli-Coil® insert from the spark plug hole.
(3) Apply of coat of grease liberally to the oversize tap 64596-1.
(4) If the Heli-Coil® insert is replaced while the cylinder is installed on the engine, take
precautions to prevent metal shavings from falling into the combustion chamber.
(5) Turn the crankshaft to the start of the compression stroke.
(6) Put 8 ft. (2.4 m) of 3/8 in. (9.5 mm) nylon rope through the opposite spark plug hole.
(7) Turn the crankshaft to force the rope against the bottom of the spark plug hole that is to
be tapped.
(8) Use the 0.010 in. oversize tap, No. 64596-1 to drill a larger oversize hole for the oversize
insert.
(9) Install the new oversize 0.010 in. (0.254 mm) Heli-Coil® insert (Table 1) in the spark
plug hole. Refer to Figure 24.
(10) Remove all chips and shavings to prevent contamination from foreign object debris.
(11) Remove the rope from the spark plug hole.
(12) Record replacement of the standard sized Heli-Coil® insert with a new oversized Heli-
Coil® insert for the applicable cylinder number.

72-50 - LUBRICATION SYSTEM MAINTENANCE

1. Oil Line Replacement
A. Disconnect and discard the oil line.
REPLACE A BRITTLE, CRACKED, KINKED, OR DAMAGED OIL LINE.
B. Install a new oil line; do not let the oil line touch a heat source.
MAKE SURE THERE ARE NO SHARP BENDS OR KINKS IN THE OIL

LINE ROUTING TO PREVENT INTERRUPTIONS TO OIL FLOW.
MAKE SURE OIL LINES ARE NOT TOUCHING HEAT SOURCES THAT
COULD DAMAGE THE LINE AND CAUSE OIL LOSS.
C. Make sure there are no sharp bends or kinks in the oil line routing
D. Torque the fitting connections on the oil line ends in accordance with the torque values in the
latest revision of the Service Table of Limits - SSP-1776 and aircraft manufacturer’s
instructions.
2. Oil Level Gage Removal
A. Remove and discard the safety wire from the oil level gage tube (Figure 1).
B. Carefully turn the oil level gage tube (Figure 2) to remove this tube as a unit (with the
dipstick, oil level gage ring, and oil level gage gasket) from the engine.
NOTICE: Make sure the oil level gage gasket is not on the crankcase.
C. Put the tube assembly on clean surface in a safe place to prevent damage to the tube.
Figure 1 Figure 2
Safety Wire on the Oil Level Gage Oil Level Gage
3. Oil Level Gage Installation
A. Install a new oil level gage gasket on the oil level gage tube (Figure 2).
B. Apply Food-Grade Anti-Seize to the threads of the oil level gage tube.
C. Install (turn) the oil level gage tube on the engine and safety wire the oil level gage tube
(Figure 1).
D. Install a new oil level gage ring on the dipstick (Figure 2).
E. Install the oil level gage assembly (dipstick) in the oil level gage tube.

4. Oil Pressure Relief Valve Removal

A. Remove and discard the safety wire from the oil pressure relief valve (Figure 3).
B. Remove the oil pressure relief valve, spring, ball, and gasket (Figure 4) from the crankcase.
Discard the gasket.
Figure 3 Figure 4 Figure 5

Safety Wire on the Oil Oil Pressure Relief Valve Apply Copper Based
Pressure Relief Valve Anti-Seize to Threads
5. Oil Pressure Relief Valve Inspection
A. Examine the oil pressure relief valve spring to be sure it meets specifications in accordance
with the latest revision of the Service Table of Limits - SSP-1776.
B. Examine the threads on the oil pressure relief valve. If the threads are stripped or galled,
replace the valve.
6. Oil Pressure Relief Valve Installation
A. Install a new gasket on the oil pressure relief valve (Figure 4).
NOTICE: Refer to the latest revision of Service Table of Limits - SSP-1776 to select the
correct spring. The spring must allow a minimum of three threads exposed on the
adjusting screw to allow field adjustment.
B. Install the spring in the oil pressure relief valve (Figure 4).
C. Apply Copper-Based Anti-Seize to the threads of the oil pressure relief valve as shown in
Figure 5.
D. Install the ball in the crankcase.
E. Install the oil pressure relief valve in the crankcase and torque to 300 in.-lb. (34 Nm).
F. Safety wire the oil pressure relief valve (Figure 3).

7. Oil Cooler Bypass Valve Removal

A. Remove and discard the safety wire from the oil
cooler bypass valve (Figure 6).
B. Remove the oil cooler bypass valve (Figure 7)
from the oil filter base. Discard the gasket.
8. Oil Cooler Bypass Valve Cleaning Figure 6
Safety Wire on the Oil Cooler Bypass Valve
Clean the oil cooler bypass valve per instructions in
the table in Chapter 05-30.
9. Oil Cooler Bypass Valve Installation
A. Apply Food Grade Anti-Seize on the threads of
the oil cooler bypass valve.
B. Install the oil cooler bypass valve with a new
gasket on the oil filter base as shown in Figure 7.
C. Torque the oil cooler bypass valve to 300 in.-lbs.
(34 Nm).
D. Safety wire the oil cooler bypass valve (Figure
6). Figure 7
Oil Cooler Bypass Valve
10. Oil Filter Base Removal
A. Refer to the “Oil Filter Replacement”
procedure in Chapter 12-10 of the IO-360-
N1A Engine Service Manual for oil filter
removal instructions.
B. Remove the hardware fasteners (nut, bolts,
washers, and lock washers) from the oil
filter base (Figure 8). Discard the lock
washers.
C. Remove the oil filter base (Figure 8).
D. Remove and discard the gasket.
11. Oil Filter Base Installation
A. Mount the oil filter base with a new gasket
on the mounting pad where shown in
Figure 8 with three bolts with flat washers
and new lock washers.
B. Install the nut, new lock washer and Figure 8
washer on the stud. Oil Filter Base
C. Torque all hardware in accordance with
the latest revision of the Service Table of
Limits - SSP-1776.

12. Oil Sump Removal

A. Drain oil from the oil sump per the “Oil
Change Procedure” in Chapter 12-10 of
the IO-360-N1A Engine Service Manual.
B. Remove all engine components attached
to the oil sump.
C. Remove the six nuts, lock washers, and
washers from the six A Studs (Figure 9)
that attach the oil sump to the crankcase.
Discard the lock washers.
D. Remove the 12 A Bolts along with lock
washers, and washers from the oil sump.
Discard the lock washers.
NOTICE: Keep the B Bolts separated from
the A Bolts. Figure 9
Oil Sump
E. While one person holds the oil sump, remove the two B Bolts, along with four washers, and
two lock washers from the locations shown in Figure 9 on the oil sump.
F. Remove the oil sump from the engine.
G. Remove and discard the oil sump gasket.
H. Turn over or cover the oil sump to prevent dirt and debris from getting in the oil sump.
13. Oil Sump Installation
A. Clean the mating flange and interior of the oil
sump. Remove all gasket material on the flange.
B. Make sure the oil sump has no cracks or damage,
is clean and has no dirt, debris, or other foreign
object matter that could contaminate the oil supply
for the engine.
C. Remove (cut away) any excess accessory housing
gasket material that extends to the oil sump
mounting surface. Excess gasket material must not
extend between the accessory housing and Figure 10
crankcase. The gasket must be flush with the oil Remove Excess Accessory Housing
sump flange (Figure 10). Gasket to Make It Flush with
the Oil Sump Flange
MAKE SURE THE OIL SUMP IS NOT CRACKED OR DAMAGED. THE

OIL SUMP MUST BE CLEAN, WITHOUT DIRT, DEBRIS, OR OTHER
FOREIGN OBJECT MATTER THAT COULD CONTAMINATE THE OIL
SUPPLY. CONTAMINATED OIL CAN ADVERSELY AFFECT ENGINE
OPERATION.

D. Apply a dab of Gasket Sealant #4 (or equivalent) to three places in the split line between the
accessory housing and crankcase where they mate with the oil sump (Figure 11).
E. Install a new oil sump gasket in either the oil sump flange (Figures 9 and 12) or on the mating
flange of the crankcase.
Gasket Sealant
Gasket
Figure 11 Figure 12
Gasket Sealant# 4 (or Equivalent) Oil Sump Gasket
to Three Places on Oil Sump
F. Align the oil sump flange with the bottom of the mated crankcase halves as shown in Figure
13.
Figure 13
Oil Sump Aligned with Crankcase
ALL OF THE OIL SUMP FASTENERS (STUDS, BOLTS, AND NUTS)
MUST BE INTACT TO ENSURE CORRECT AND SECURE
TIGHTENING TO PREVENT OIL LEAKAGE AT THE OIL SUMP
MATING FLANGE WITH THE CRANKCASE. NO OIL IS TO LEAK OUT
OF THE OIL SUMP.
G. Examine all of the oil sump fasteners identified as A and B, in Figure 9, that were to be kept
separate when the oil sump was removed. Make sure the bolts, studs, and nuts are not
damaged are intact and have no stripped threads. Replace any damaged or stripped fastener.
H. Install the A Studs on the oil sump in the locations shown in Figure 9.

I. Install the two B Bolts each with a nut, two washers and a new lock washer at the location
shown in Figure 9. Torque the nuts to 96 in.-lb. (11 Nm).
J. Install the 12 A Bolts, each with a nut, two washers and new lock washer as shown in Figure
9. Torque the nuts to 96 in.-lb. (11 Nm).
K. Install the six nuts on the A Studs each with a washer and new lock washer. Torque the nuts
to 96 in.-lb. (11 Nm).
TO PREVENT OIL LEAKAGE, MAKE SURE THAT THE OIL DRAIN
PLUG IS INSTALLED -TIGHTLY IN THE OIL SUMP. SAFETY THE OIL
DRAIN PLUG.
L. Install the oil drain plug in the threaded hole of the oil sump. Torque the oil drain plug per the
torque value in the latest revision of the Service Table of Limits - SSP-1776.
M. Safety the oil drain plug in accordance with the best standard practices per the latest revision
of AC43.13-B.
N. Install all engine components that had been removed during oil sump removal.
O. After maintenance is completed, add the correct oil to the engine per instructions in Chapter
12-10 of the IO-360-N1A Engine Service Manual.

72-70 - ELECTRICAL SYSTEM MAINTENANCE

1. Alternator and Bracket Removal
DISCONNECT THE BATTERY AND ENSURE MAGNETOS ARE
PROPERLY GROUNDED TO PREVENT ELECTRICAL SHOCK AND
ACCIDENTAL ENGINE START.
A. To remove the alternator:
(1) Cut and remove the safety wire from the two bolts on the alternator adjusting link where
shown in Figure 1.
(2) Remove the two bolts and two different washers (STD-1727 and STD-35) from the
alternator adjusting link (Figure 2).
(3) Remove the alternator adjusting link.
(4) Remove the two cotter pins (STD-713), two bolts, two slotted nuts, shims and three
washers from the alternator bracket, strut, and alternator (Figure 2). Discard the cotter
pins and slotted nuts.
(5) Remove the alternator and alternator belt.
Figure 1
Safety Wire on Bolts of Figure 2
Alternator Adjusting Link Alternator and Alternator Bracket
B. To remove the alternator bracket:

(1) Remove the two bolts and lockplate from the alternator bracket (Figure 2).
(2) Remove the two bolts and washer (STD-690) from the strut and alternator bracket.
(3) Remove the strut and alternator bracket.

2. Alternator and Bracket Installation

A. To install the alternator bracket:
(1) Mount the alternator bracket on the engine.
(2) Install the lockplate with two bolts and washers on the alternator bracket (Figure 2).
Torque the bolts in accordance with the latest revision of the Service Table of Limits -
SSP-1776.
(3) Bend the tabs of the lockplate against the bolts.
(4) Attach the strut to the alternator bracket with the two bolts and washers. Torque the bolts
in accordance with the latest revision of the Service Table of Limits - SSP-1776.
B. To install the alternator:
NOTICE: Refer to the latest revision of Service Instruction No. SI-1154 to ensure the correct
approved alternator for your engine is installed.
(1) Mount the alternator on the alternator bracket (Figure 2).
(2) Install the bolt, two new slotted nuts, shims (as many as necessary) and three washers on
the alternator bracket and alternator as shown in Figure 2. Install a new cotter pin in each
new slotted nut.
(3) Install the alternator adjusting link with the two bolts and different washers (STD-1727
and STD-35) where shown in Figure 2.
(4) Examine the alternator belt per Chapter.72-70 in the IO-360-N1A Engine Service
Manual.
(5) Install the alternator belt on the alternator per the “Alternator Belt Installation” procedure
in this chapter.
3. Alternator Belt Replacement
A. Alternator Belt Removal
(1) Remove the safety wire from both
bolts on the alternator adjusting link
(Figure 1).
(2) Loosen the bolt that attaches the
alternator adjusting link to the
alternator (Figure 2).
(3) Loosen the bolt that attaches the
alternator adjusting link to the
(4) Rotate the alternator on the bracket
towards the starter ring gear.
(5) Remove the alternator belt from the
alternator pulley and the starter ring Figure 3
gear (Figure 3). Alternator and Alternator Belt

B. Alternator Belt Installation

(1) Install the alternator belt in the alternator belt groove on the starter ring gear support.
(2) Install the alternator belt in the groove on the alternator pulley (Figure 3).
(3) Adjust the alternator belt tension. Refer to the “Alternator Belt Tension
Check/Adjustment” procedure in Chapter 72-70 of the IO-360-N1A Engine Service
Manual.
(4) Torque the bolts that attach the alternator adjusting link to the alternator and to the
crankcase to (Figure 2) to 17 ft.-lb. (23 Nm).
(5) Install new safety wire on the two bolts on the alternator adjusting link as shown in Figure
1.
4. Starter Replacement
A. Starter Removal
DISCONNECT THE BATTERY AND ENSURE MAGNETOS ARE
PROPERLY GROUNDED TO PREVENT ELECTRICAL SHOCK AND
ACCIDENTAL ENGINE START.
(1) Disconnect the starter from electrical power.
(2) Remove the three nuts and three lock washers, from the studs on the starter mounting
plate (Figure 4) on the engine. Discard the lock washers.
(3) Hold the starter, remove the bolt and lock washer. Discard the lock washer.
(4) Remove the starter.
Figure 4
Starter
B. Starter Installation
NOTICE: Refer to the latest revision of Service Instruction No. SI-1154 to ensure the correct
approved starter for your engine is installed.
(1) Align the starter with the three studs on the mounting plate (Figure 4).
(2) Install a nut with a new lock washer on each of the three studs. Install the bolt and new
lock washer. Torque the three nuts and bolt to 17 ft.-lb. (23 Nm).

5. Starter Ring Gear Support Replacement

A. Starter Ring Gear Support Removal
(1) If not already done, release the tension on the alternator belt.
(2) Lightly tap with your hand on the rear face of the starter ring gear support.
(3) Remove the alternator belt from the starter ring gear support.
(4) Remove the starter ring gear support from the crankshaft propeller flange.
B. Starter Ring Gear Support Installation
(1) Put the alternator belt in the pulley of the starter ring gear support.
(2) Assemble the ring gear support over the propeller flange bushings.
NOTICE: Make sure the bushing hole in the ring gear support marked with an "0" is
assembled over the flange busing also identified with an "0" etched on the
crankshaft flange next to the bushing.
(3) Locate the starter ring gear so that the "0" on the ring gear support aligns with the "0" on
the crankshaft flange.
Figure 5
Alternator, Alternator Belt, and Starter Ring Gear
6. Starter Ring Gear Replacement
NOTICE: The following procedure is for replacing a worn or damaged starter ring gear (Figure 5)
without replacing the starter ring gear support.
A. Make sure that none of the propeller bolt holes in the starter ring gear support are worn or
out-of-round.
B. If you find defective holes, replace the entire starter ring gear assembly.
DO NOT GRIND INTO THE STARTER RING GEAR SUPPORT.
C. If the propeller bolt holes are satisfactory, grind through the ring gear until there is only a thin
section of gear material remaining. Do not grind into the starter ring gear support.
D. Put the starter ring gear assembly on a flat metal surface and break the section of ring gear
material left after grinding. The starter ring gear will spring open for easy removal.

E. Examine the starter ring gear support face for defects. If the ring gear support is damaged,
replace it as per instructions in this chapter. Do not use it again.
F. Put the starter ring gear support on a flat surface with the alternator/generator belt groove
upward as shown in Figure 6.
Figure 6
Ring Gear Support
G. Heat the new starter ring gear to approx. 450°F (232°C) in an oven or with a torch.
H. Assemble the heated gear on the ring gear support (with the tooth chamfer up).
NOTICE: As the starter ring gear cools, it will shrink to the support.
I. Use a 0.0015 in. (0.0381 mm) feeler gage to measure the clearance between the ring gear and
support where the ring gear and support surfaces make contact. Measure around the entire
circumference. The clearance measurements must be same to ensure correct seating of the
ring gear against the support face. Different clearance measurements are an indication of
incomplete assembly or warpage and must be corrected.
J. Align the timing marks on the crankshaft flange (Figure 7) with the timing mark on the
starter ring gear assembly (Figure 8).
K. For new ring gears, find the timing mark on the ring gear support and extend it across the
ring gear. Make a timing mark on the surface of the ring gear to a depth of 0.001 to 0.006 in.
(0.025 to 0.152 mm).
Figure 7 Figure 8
Timing Mark Timing Mark on the Starter Ring Gear
on the Crankshaft Flange


72-80 - INDUCTION SYSTEM MAINTENANCE

1. Intake Pipe Replacement
NOTICE: Each engine cylinder has a corresponding intake pipe of a different part number. Be
sure to replace the intake pipe with the correct replacement intake pipe that corresponds
to the engine cylinder number (Figure 1).
A. Intake Pipe Removal
(1) Remove the two bolts, lock washers, and washers from the intake pipe flange at the
engine cylinder (Figure 1). Discard the lock washers.
(2) Remove the gasket from the intake pipe, discard the gasket.
(3) If the intake pipe is not to be replaced, attach a label to the intake pipe that identifies the
corresponding engine cylinder number for reference on assembly.
(4) Remove the intake pipe and ring seal at the oil sump connection. Discard the oil seal.
Figure 1
Intake Pipes and Attaching Parts
B. Intake Pipe Installation
NOTICE: Since there is a corresponding intake pipe for each engine cylinder, make sure the
correct intake pipe is installed for the respective engine cylinder.
(1) Apply a coating of clean engine oil to a new ring seal.
(2) Install the intake pipe with a new ring seal at the oil sump (Figure 1).
(3) Attach the corresponding intake pipe to the correct engine cylinder flange with a new
gasket, two bolts, two new lock washers, and two washers. Torque the two bolts to 96
to 108 in.-lb. (11 to 12 Nm).

2. Fuel Drain Valve Adapter Assembly Inspection

The fuel drain valve adapter assembly (Figure 1) is a valve in the induction system that closes
during engine operation and opens when the engine is shut down to allow excess fuel to drain
from the induction system. If the valve is not operating correctly it can either allow outside air
into the induction system during engine operation or fail to drain excess fuel from the induction
system when the engine is shut down.
If your engine has fuel drain valve adapter assembly installed, examine the assembly as follows:
A. Remove the fuel drain valve adapter assembly from the oil sump.
B. Examine the fuel drain valve adapter assembly for damage.
C. Make sure the fuel drain valve adapter assembly is operating correctly:
(1) The valve is operating correctly if it is open with no air pressure applied.
(2) The valve is operating correctly if it closes when 0.75 to 1.0 psi (5.2 to 6.9 kPa) of air
pressure is applied to the inboard side of the fuel drain valve adapter assembly, then
repeated with the outboard side.
D. If the valve is not operating correctly or if the fuel drain valve adapter assembly is damaged,
replace the fuel drain valve adapter assembly.
E. Install a serviceable fuel drain valve adapter assembly in the oil sump. Torque the assembly
to 40 in.-lb. (4.5 Nm).

73-10 - ENGINE FUEL AND CONTROL – DISTRIBUTION
1. Fuel Line Replacement

DO NOT SMOKE OR HAVE AN OPEN FIRE/FLAME OR USE ANY DEVICES
THAT CAN MAKE SPARKS DURING THIS REPLACEMENT PROCEDURE.
SMOKING, FLAMES, OR SPARKS CAN IGNITE THE FUEL WHICH CAN
CAUSE SERIOUS INJURY OR DEATH.
NOTICE: If this fuel line replacement procedure is completed with the engine installed in the
airframe, refer to the airframe manufacturer’s instructions for shutting off the fuel and
grounding the aircraft.
A. Fuel Line Removal
(1) Put a fuel collection container under the fuel line (Figure 1) at each fitting connection.
(2) Make a sketch to identify clamps that attach to brackets for reference on assembly.
(3) Remove and discard the P and L clamps (Figures 2 and 3) from the fuel line.
(4) Disconnect the fuel line from the fitting on each end.
(5) Discard the fuel line. (Keep the fuel fittings if they are not part of the fuel line.)
Figure 1
Fuel System Components

B. Fuel Line Installation

DO NOT LET THE FUEL LINE TOUCH THE ENGINE OR AIRCRAFT
BAFFLE HARDWARE. DO NOT ROUTE FUEL LINES CLOSE TO
HEAT SOURCES. HEAT CAN DAMAGE THE FUEL LINE AND
CAUSE A FUEL LEAK WHICH COULD LEAD TO CATASTROPHIC
ENGINE FAILURE.
NOTICE: Refer to the latest revision of Service Instruction No. SI-1301 for superseded fuel
line part numbers.
(1) Make sure there is a minimum clearance of 3/16 in. (4.76 mm) between a fuel line and
any engine or aircraft surface.
(2) Make sure the fuel line is not crimped or kinked, there are no cracks at solder joints, and
the fuel line is in compliance with Figure 4 for the minimum acceptable dimension for a
bend in the fuel line.
NOTICE: If installing a new fuel line where fittings were not attached as part of the fuel
line assembly, the fitting can be installed if the threads are not damaged.
(3) Connect the fuel line to the fuel fitting on each end.
(4) Torque each fuel line fitting in accordance with the latest revision of the Service Table of
Limits - SSP-1776.
(5) Make sure that the fuel lines are securely held in place, attached to the engine (to dampen
vibration during flight) with the necessary cushioned clamps and hardware. Install clamps
on the fuel line as per the following guidelines:
(a) Make sure each clamp securely supports the fuel line to prevent fuel line movement
due to vibration, friction, or motion frequencies during flight. Do NOT use plastic tie
straps as clamps.
(b) Install clamps (preferably with cushions) on the fuel line. Make sure the cushion is
not missing and is intact, and completely covers the fuel line diameter. If cushions are
deteriorated or missing, replace the clamp with a new clamp with the cushion intact.
(c) Refer to Figures 2 and 3 which show how the fasteners are to be installed on P-clamps
and L-shaped clamps.
Figure 4
Figure 2 Figure 3 Minimum Acceptable Dimension
P-Clamp L-Shape Clamp for a Bend in a Fuel Line

(d) Make sure the clamps are securely attached to support the fuel line and to prevent
movement from vibration or motion frequencies.
(e) On engines that used metal clamps with no cushion, use the P/N LW-12598 fuel line
sleeve at each of those clamping locations. (Do not use the fuel line sleeve with the
cushioned clamps.)
(f) Torque the fuel line union nut (Figure 5) between 35 to 50 in.-lbs. (4 to 6 Nm).
Figure 5
Fuel Line Union Nuts
DO NOT RETURN THE ENGINE TO SERVICE UNLESS THE ENGINE
IS OPERATING CORRECTLY AND DOES NOT HAVE ANY LEAKS.
TO ENSURE CORRECT ENGINE OPERATION AND FLIGHT
SAFETY, THERE MUST NOT BE ANY FUEL LEAK AND ALL FUEL
LINES MUST BE SECURED WITH CLAMPS. IDENTIFY AND
CORRECT THE CAUSE OF ANY FUEL LEAK.
(6) During the operational check after all maintenance is complete, look for fuel leaks at the
fuel lines and connections during engine operation. Identify and correct the cause of any
fuel leak. There must not be any fuel leaks when the engine is returned to service.
(7) Remove the fuel collection container and dispose of the fuel in accordance with
environmental regulations.
2. Fuel Injector Replacement
DO NOT SMOKE OR HAVE AN OPEN FIRE/FLAME OR USE ANY DEVICES
THAT CAN MAKE SPARKS DURING THIS REPLACEMENT PROCEDURE.
SMOKING, FLAMES, OR SPARKS CAN IGNITE THE FUEL WHICH CAN
CAUSE SERIOUS INJURY OR DEATH.
NOTICE: If this fuel injector replacement procedure is completed with the engine installed in the

NOTICE: The fuel injector is not repairable. If damaged, the fuel injector must be replaced.
A. Fuel Injector Removal
(1) Put a fuel collection container under the fuel injector (Figure 6).
(2) Apply an identification label to each fuel line and disconnect the fuel lines attached to the
fuel injector.
(3) Let fuel drain out of the fuel injector and fuel hoses into the fuel collection container.
(4) Hold the fuel injector and remove the four nuts, lock washers, and washers from the fuel
injector. Discard the lock washers.
(5) Remove the fuel injector and its gasket. Discard the gasket.
(6) Remove the fuel collection container.
B. Fuel Injector Installation
(1) Align the fuel injector on the engine with a new gasket (Figure 6).
(2) Install four nuts, each with a washer and a new lock washer hand tight.
(3) Refer Figure 6 for the crisscross pattern torque sequence and torque the nuts to:
(a) an initial torque of 48 in.-lb. (5 Nm)
(b) a final maximum torque of 96 in.-lb. (11 Nm)
Figure 6
Fuel Injector

3. Injection Nozzle Replacement

DO NOT SMOKE OR HAVE AN OPEN FIRE/FLAME OR USE ANY
DEVICES THAT CAN MAKE SPARKS DURING THIS REPLACEMENT
PROCEDURE. SMOKING, FLAMES, OR SPARKS CAN IGNITE THE FUEL
WHICH CAN CAUSE SERIOUS INJURY OR DEATH.
NOTICE: If this injection nozzle replacement procedure is completed with the engine installed in
the airframe, refer to the airframe manufacturer’s instructions for shutting off the fuel
and grounding the aircraft.
A. Injection Nozzle Removal
(1) Disconnect the fuel line from the injection nozzle (Figure 7).
(2) Remove the injection nozzle from the engine cylinder.
B. Injection Nozzle Cleaning
NEVER USE A SHARP TOOL SUCH AS A WIRE OR PIN TO CLEAN OUT
AN INJECTION NOZZLE. DAMAGE TO THE INLET AND OUTLET
FUEL RESTRICTORS COULD OCCUR WHICH WOULD CHANGE THE
FUEL FLOW.
Complete the “Injection Nozzle Cleaning” procedure in Chapter 5-30.
NOTICE: Injection nozzles are not repairable.
C. Injection Nozzle Installation
(1) Lightly lubricate the injection nozzle threads with engine oil mixture.
(2) Install the injection nozzle (Figure 7) on the engine cylinder.
(3) Torque the injection nozzle to 60 in.-lbs. (7 Nm). Continue to torque the injection nozzle
until the letter or number stamped on the nozzle points downward.
(4) Connect the fuel line to the injection nozzle.
(6) (Optional) Complete the “Injection Nozzle Fuel Flow Check” in this chapter.
Figure 7
Injection Nozzle

4. Injection Nozzle Fuel Flow Check

A. Label each fuel injector and fuel line according to cylinder number.
B. Disconnect the fuel line from the injection nozzle (Figure 7).
C. Remove the injection nozzle from the engine cylinder.
D. Connect the fuel lines to the injection nozzles according to cylinder number.
E. Put the injection nozzles into four clear containers of equal size on a flat surface.
F. Turn the boost pump on and move the throttle and mixture control full forward.
G. Let approximately 4 to 6 oz. (120 to 180 ml) of fuel to flow into each container. Close the
throttle and mixture control and turn off the boost pump.
H. Measure the level of the fuel. All containers must have the same amount of fuel. A container
with less fuel is an indication of a fuel flow restriction.
I. Examine the fuel flow from each injection nozzle to make sure the fuel stream is not
scattered (which is an indication of blockage in the injection nozzle) identified as “Incorrect”
in Figure 8.
NOTICE: If the fuel flow is incorrect, disconnect the injection nozzle and clean the nozzle
according to the “Injection Nozzle Cleaning” procedure in Chapter 05-30. Repeat
the fuel flow check. If cleaning does not correct the scattered stream, replace the
injection nozzle. Fuel injection nozzles are not repairable.
Figure 8
Injection Nozzle Stream
J. Disconnect the fuel lines from the injection nozzles.
K. Install acceptable injection nozzles in the cylinders and connect the fuel lines.
5. Fuel Manifold Replacement
NOTICE: If this fuel manifold replacement procedure is completed with the engine installed in the

A. Fuel Manifold Removal

(1) Put a fuel collection container under the fuel manifold.
(2) Identify the fuel line ports on the fuel manifold (Figure 9).
Figure 9 Figure 10
Fuel Manifold Safety Wire the Screws
(3) Apply a label and disconnect all fuel lines attached to the fuel manifold.
(4) Let fuel drain out of the fuel manifold and fuel lines into the collection container.
(5) Remove the safety wire (Figure 10) from hardware fasteners on the brackets on the fuel
manifold.
(6) Remove the bolts, screws, lock washers, bracket, and the fuel manifold from the fuel
injector (Figure 9). Discard the lock washers.
(7) Remove the fuel collection container.
B. Fuel Manifold Installation
(1) Install the fuel manifold and the bracket (Figure 9) on the fuel injector with the hardware
fasteners. Torque the bolts and screws on the bracket to 25 to 30 in.-lbs (2 to 3 Nm).
(2) Safety wire the bolts and screws on the bracket as shown in Figure 10.
(3) Attach all fuel fittings with fuel line to the corresponding identified ports on the fuel
manifold.
(4) Torque the fuel line fittings in accordance with the latest revision of the Service Table of
Limits - SSP-1776.

6. Fuel Pump Replacement

NOTICE: If this fuel pump replacement procedure is completed with the engine installed in the
The fuel pump is not repairable. If the fuel pump is damaged or non-operational, replace
the fuel pump with a serviceable unit.
A. Fuel Pump Removal
(1) Put a fuel collection container under the
fuel line connections at the AC-type
fuel pump (Figure 11).
(2) Apply a label and disconnect the fuel
lines to the fuel pump.
(3) Remove the two screws and washers
from the fuel pump.
(4) Remove the fuel pump and gasket from
the accessory housing. Discard the
gasket.
Figure 11
(5) Remove the fuel collection container. AC-Type Fuel Pump
B. Fuel Pump Installation
(1) Turn the crankshaft to move the fuel pump plunger to the highest position.
(2) Apply Lubriko grease to the shaft of the AC-type fuel pump.
(3) Apply Loctite® 564 to the fuel pump screws.
(4) Install the fuel pump with a new gasket on the accessory housing as shown in Figure 11
with the two washers and two screws.
(5) Torque the screws to 225 to 250 in.-lbs. (25 to 28 Nm).
(6) Connect the fuel lines to the fuel pump. Torque the fuel fitting to 23 to 24 ft.-lb. (31 to 35
Nm). Make sure that the fuel lines are securely connected.

74-20 - IGNITION SYSTEM - MAINTENANCE

NOTICE: For spark plug inspection and replacement, refer to Chapter 74-20 in the IO-360-N1A
Engine Service Manual.
1. Ignition Harness Removal
A. Remove the ignition harness (Figure 1) from the engine harness.
(1) Disconnect the clamps that attach the ignition harness to the engine.
(2) Remove the screws which attach the harness cap to the magneto.
(3) Disconnect the ignition leads from the spark plugs.
(4) Remove the ignition harness.
NOTICE: The left ignition harness is marked "left." The right ignition harness is marked
"right."
2. Ignition Harness Inspection
Refer to Chapter 74-20 in the IO-360-N1A Engine Service Manual for the Ignition Harness
Inspection procedure.
3. Ignition Harness Installation
A. Attach the left ignition harness to the left magneto (Figure 1).
B. Attach the right ignition harness to the right magneto.
NOTICE: Each spark plug ignition harness nut is marked with a letter and number identifying
the spark plug position on each respective cylinder. A spark plug nut marked "T1"
identifies the top spark plug on cylinder #1 to which that ignition lead is to be
connected. A spark plug nut marked "B4" identifies the bottom spark plug on
cylinder #4 to which that ignition lead is to be connected.
Figure 1 Figure 2
Ignition Harness Example of Ignition Harness Routing
NOTICE: Figure 2 is an example of an ignition harness routing. The routing configuration on
your engine could be different.

C. Route and connect the ignition leads to the spark plugs:

(1) Route the ignition leads to the appropriate spark plug position as indicated by the alpha-
numeric markings on each spark plug nut.
(2) When the spark plug nut thread makes contact with the spark plug threads, push the
ferrule against the spark plug while turning the spark plug nut clockwise.
(3) Continue turning the spark plug nut until it seats and is finger-tight.
HOLD FERRULES WHILE TORQUING THE SPARK PLUG
COUPLING NUT TO PREVENT TWISTING CONDUIT OR CABLE.
(4) Torque the spark plug lead nut per instructions in the latest revision of Service Instruction
No. SI-1042.
D. Position the ignition harness (Figures 1 and 2) to prevent chafing by baffles or engine parts.
There must not be any kinks or sharp bends in the ignition lead wire routing.
NOTICE: When installed, a hex ferrule will protrude above the spark plug mounting nut. Hold
this hex ferrule with a 7/16 in. wrench while tightening the spark plug nuts to
prevent twisting of the ignition lead.

74-30 - IGNITION SYSTEM - MAGNETO MAINTENANCE

1. Magneto Replacement Procedure
BEFORE THIS PROCEDURE, MAKE SURE ALL POWER IS DISABLED TO
THE ENGINE TO PREVENT ELECTRICAL SHOCK AND INJUIRY.
A. Magneto Removal
(1) Disconnect the harness (Figure 1) from the magneto to be removed.
(2) Hold the magneto and remove the two nuts, two lock washers and two clamps from the
magneto. Discard the lock washers.
(3) Remove the magneto.
(4) Remove and discard the gasket.
B. Magneto Installation
NOTICE: This procedure applies to Slick magnetos only. Refer to the manufacturer’s
instructions for other types of magnetos.
A new or serviceable magneto, new magneto gasket, new adapter gasket and two new lock
washers are necessary to install the magneto. Refer to the applicable parts catalog.
(1) Apply a light coat of C5-A Copper-Based Anti-Seize compound to the tapered section of
the magneto driveshaft (Figure 2).
(2) Install the magneto impulse coupling gear (Figure 1) on the magneto.
(3) Remove excess anti-seize compound from the magneto driveshaft.
(4) Torque the gear nut to 120 to 360 in.-lb. (14 to 41 Nm).
Figure 1 Figure 2
Magnetos Anti-Seize Application

(5) Install a new cotter pin through the stud and castle nut. Bend the top prong on the cotter
pin over the stud and bend the bottom prong of the cotter pin down.
(6) Verify the magneto direction of rotation as per the magneto data plate.
(7) Install a timing pin (Figure 3) in the hole marked Left or Right on the face of the
distributor block based on the magneto rotation requirements.
Figure 3 Figure 4
Timing Pin Timing Marks on the Starter Ring Gear Support
(8) Apply a slight inward pressure to the pin and slowly turn the magneto drive shaft in the
direction of normal rotation until the shoulder of the pin seats against the distributor
block. When correctly engaged, the timing pin will be inserted 7/8 in. (22 mm) into the
distributor block.
(9) If not already done, turn the crankshaft in the direction of normal rotation until the correct
advance timing mark on the starter ring gear support (Figure 4) aligns with the crankcase
parting flange.
(10) Apply Lubriko grease to the mating flange and install a new gasket on the mating flange
of the magneto.
(11) Remove the timing pin and install the magneto on the engine with the clamp, nuts, and
new lock washers (Figure 1).
(12) Torque the two nuts on the magneto clamps to 48 in.-lb. (5 Nm) in increments,
alternating between the two nuts until both nuts are torqued to 15 to 18 ft.-lb. (20 to 24
Nm).
(13) Connect the harness to the magneto.
(14) Complete the “Magneto-to-Engine Timing” procedure in Chapter 74-30 in the IO-360-
N1AEngine Service Manual.

APPENDIX A
Crankcase Stud Replacement
NOTICE: This procedure does not apply to crankcase thru-studs. Refer to Chapter 72-20 for
crankshaft thru-stud removal.
The procedure for replacement of crankcase studs depends on the type of stud and how
it was damaged.
1. Replace all crankcase studs that are bent, broken, damaged, loose, rusted, corroded, or cannot
be cleaned.
2. To remove and replace a crankcase stud (Figure A-1):
Figure A-1 Figure A-2

Damaged Crankcase Stud Stud Remover Tool
A. If the stud has sufficient thread area, use a stud removal tool (Figure A-2). Refer to the
tool manufacturer’s instructions.
B. If you cannot use a stud removal tool or if the stud is broken beneath the surface of the
crankcase:
(1) Drill a small hole in the stud.
(2) Use a pilot bushing to guide the drill into the center of the stud
(3) Drill again to adjust the size of the hole to the necessary extractor.
(4) Remove the stud with the extractor.
C. After stud removal, examine the size and condition of the threads in the stud holes in the
crankcase.
D. If necessary, replace the regular size studs with oversize studs.
E. Apply a layer Loctite® Food-Grade Anti-Seize to the threads on the new stud.
F. Drive the new stud to the correct depth in the crankcase with an applicable stud driver.
Refer to the minimum drive torque in the latest revision of the Service Table of Limits -
SSP-1776.
© 2016 Avco Corporation. All Rights Reserved Appendix A


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Engine Maintenance Manual

© 2016 Avco Corporation. All Rights Reserved.

U.S. and Canada Toll Free: +1 (800) 258-3279

Visit us Online: www.Lycoming.com

© 2016 Avco Corporation. All Rights Reserved Record of Revisions

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Record of Revisions © 2016 Avco Corporation. All Rights Reserved

SERVICE DOCUMENT LIST

Number Incorporation Subject

© 2016 Avco Corporation. All Rights Reserved Service Document List

SERVICE DOCUMENT LIST (CONT.)

Service Document List © 2016 Avco Corporation. All Rights Reserved

Title Page _______________________________________________________________________

© 2016 Avco Corporation. All Rights Reserved Table of Contents

Table of Contents © 2016 Avco Corporation. All Rights Reserved

© 2016 Avco Corporation. All Rights Reserved Table of Contents

Crankcase Maintenance (Cont.) ............................................................................................... 72-20

Table of Contents © 2016 Avco Corporation. All Rights Reserved

© 2016 Avco Corporation. All Rights Reserved Table of Contents

Table of Contents © 2016 Avco Corporation. All Rights Reserved

ABBREVIATIONS AND ACRONYMS

© 2016 Avco Corporation. All Rights Reserved Abbreviations and Acronyms

ABBREVIATIONS AND ACRONYMS (CONT.)

Abbreviations and Acronyms © 2016 Avco Corporation. All Rights Reserved

Model Number Meaning

© 2016 Avco Corporation. All Rights Reserved Introduction

Cylinder Number Designations

Introduction © 2016 Avco Corporation. All Rights Reserved

© 2016 Avco Corporation. All Rights Reserved Introduction

Service Bulletins, Service Instructions, and Service Letters

Introduction © 2016 Avco Corporation. All Rights Reserved

© 2016 Avco Corporation. All Rights Reserved Introduction

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Introduction © 2016 Avco Corporation. All Rights Reserved

© 2016 Avco Corporation. All Rights Reserved Airworthiness Limitations

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Airworthiness Limitations © 2016 Avco Corporation. All Rights Reserved

05-00 - REQUIRED MAINTENANCE

© 2016 Avco Corporation. All Rights Reserved 05-00

05-00 © 2016 Avco Corporation. All Rights Reserved

© 2016 Avco Corporation. All Rights Reserved 05-00

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05-00 © 2016 Avco Corporation. All Rights Reserved

05-10 - TIME LIMITS / INSPECTIONS

© 2016 Avco Corporation. All Rights Reserved 05-10

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05-10 © 2016 Avco Corporation. All Rights Reserved

© 2016 Avco Corporation. All Rights Reserved 12-30

05-30 © 2016 Avco Corporation. All Rights Reserved

© 2016 Avco Corporation. All Rights Reserved 05-30

05-30 © 2016 Avco Corporation. All Rights Reserved

© 2016 Avco Corporation. All Rights Reserved 05-30

05-30 © 2016 Avco Corporation. All Rights Reserved

DO NOT USE SAND OR METALLICALLY ABRASIVE MATERIALS TO

ALWAYS REMOVE ANY COMPONENT OR PART FROM THE ENGINE

© 2016 Avco Corporation. All Rights Reserved 05-30

9. Soft Carbon Removal

05-30 © 2016 Avco Corporation. All Rights Reserved

© 2016 Avco Corporation. All Rights Reserved 05-30