Io540af1a5 Lycoming Manual

IO540AF1A5 Maintenance and Overhaul Manual
February 2008
© 2008 652 Oliver Street
Williamsport, PA 17701
Part No. LMOIO540AF1A5
IO-540-AF1A5 Maintenance and Overhaul Manual
Lycoming Part Number: LMO-IO-540-AF1A5
©2008 Lycoming. All rights reserved.

Lycoming and “Powered by Lycoming” are trademarks or registered trademarks of
Lycoming.
Lycoming Engines, a division of AVCO Corporation, a wholly owned subsidiary of
Textron Inc.
All brand and product names referenced in this publication are trademarks or registered
trademarks of their respective companies.
For additional information:
Mailing address:
Lycoming Engines
652 Oliver Street
Williamsport, PA 17701 U.S.A.
Phone:
Factory: 570-323-6181
Sales Department: 570-327-7278
Fax: 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)
Visit us on the World Wide Web at:

http://www.lycoming.com
IO540AF1A5 Maintenance and Overhaul Manual List of Effective Pages
List of Effective Pages
Chapter Section Page Date

050000 Page 1 through Page 2 2/08
Appendix I I1 through I2 2/08
Appendix II II1 through II4 2/08
Appendix III III1 through III28 2/08
February 2008 iii
List of Effective Pages IO540AF1A5 Maintenance and Overhaul Manual
This page intentionally left blank.
iv February 2008
IO540AF1A5 Maintenance and Overhaul Manual Technical Publications Revision Log
Technical Publication Revision Log
Revision No. Publication Publication No. Publication Date

Original Issue IO540AF1A5 LMOIO540AF1A5 February 2008
Maintenance and
Overhaul Manual
The page(s) furnished herewith are intended to replace the corresponding page(s) of the publication
indicated above.
Previous revisions to this publication This revision consists of:
None
February 2008 v
Technical Publications Revision Log IO540AF1A5 Maintenance and Overhaul Manual
vi February 2008
IO540AF1A5 Maintenance and Overhaul Manual Service Bulletin List
Lycoming IO540AF1A5 Maintenance and Overhaul Manual
LMOIO540AF1A5
SERVICE BULLETIN LIST
Note: A date listed in the “SERVICE BULLETIN INCORPORATION DATE” column is the latest date
this report was revised to include changes to text/illustrations caused by a Service Bulletin or its
revision. When the words “No Effect” are listed, the Service Bulletin caused no changes within this
report.
SERVICE SERVICE
SERVICE BULLETIN BULLETIN
BULLETIN REVISION INCORPORATION
NUMBER NUMBER DATE SUBJECT
February 2008 vii
Service Bulletin List IO540AF1A5 Maintenance and Overhaul Manual
viii February 2008
IO540AF1A5 Maintenance and Overhaul Manual Record of Temporary Revisions
LMOIO540AF1A5
RECORD OF TEMPORARY REVISIONS
CHAP/SEC/ INCORPORATED
TR SUBJ ISSUE DATE DATE INTO MANUAL
NO. PAGE NO. DATE INSERTED BY REMOVED BY BY REV. NO.
February 2008 ix
Record of Temporary Revisions IO540AF1A5 Maintenance and Overhaul Manual
x February 2008
IO540AF1A5 Maintenance and Overhaul Manual Record of Revisions
LMOIO540AF1A5
RECORD OF REVISIONS
ISSUE DATE ISSUE DATE

REV. NO. DATE INSERTED BY REV. NO. DATE INSERTED
February 2008 xi
Record of Revisions IO540AF1A5 Maintenance and Overhaul Manual
xii February 2008
IO540AF1A5 Maintenance and Overhaul Manual Compliance
Supplemental Service Information
Occasionally, Lycoming issues Service Bulletins, Service Instructions and Service
Letters which address maintenance and procedures not included in this manual.
Applicable information in these publications is at regular intervals incorporated
into Temporary or Permanent Revisions to this Manual.
Service Bulletins, Letters and Instructions are available from Lycoming
Distributors, or, by subscription, from the factory.
Manual Revision Information
This manual is current at the time of original issue.
Maintenance Manual revisions will be furnished to owners through Manual
Registration records, and are also available from the factory, or through your
Lycoming Distributor.
Temporary Revision
Important Maintenance information which requires prompt attention, such as
information included in Service Bulletins, will be provided by Temporary
Revisions to the manual. Temporary Revisions will be printed on colored paper
and will usually be replaced and superseded by a Permanent Revision.
Permanent Revision
When new or amended Maintenance information is available, it will be included in
Permanent Revisions. These Revisions also incorporate any Temporary Revisions
issued since the original issue or previous Permanent Revision.
All Revisions will be accompanied by a Technical Publications Revision Log
listing the type of Revision, the level of the Revision, the date of issue and affected
pages.
February 2008 xiii
Compliance IO540AF1A5 Maintenance and Overhaul Manual
xiv February 2008
IO-540-AF1A5 Maintenance and Overhaul Manual Table of Contents
Title Page
List of Effective Pages
Technical Publication Revision Log
Service Bulletin List
Record of Temporary Revisions
Record of Revisions
Supplemental Service Publications
Manual Revision Information
Table of Contents
List of Figures
List of Tables
Abbreviations and Acronyms
Introduction
Organization and Scope of This Manual
05-00-00 Airworthiness Limitations Section
05-10-00 Operating Limits
05-20-00 Inspection Program
05-20-01 10-Hour Inspection
05-20-01a Spectrographic Oil Analysis
05-20-01b Inspection Completion
05-20-02a Inspection Completion
05-20-03a General
05-20-03b Ignition System
05-20-03c Starter
05-20-03d Fuel and Induction System
05-20-03e Lubrication System
05-20-03f Exhaust System
05-20-03g Cooling System
05-20-03h Cylinders
February 2008 xv
Table of Contents IO-540-AF1A5 Maintenance and Overhaul Manual
05-20-03i Wiring Inspection

05-20-03j Inspection Completion
05-20-04a General
05-20-04b Electrical System
05-20-04c Ignition System
05-20-04d Fuel Injector Nozzles and Lines
05-20-04e Engine Accessories
05-20-04f Cylinders
05-20-04g Engine Mounts
05-20-04h Inspection Completion
05-20-05a General
05-20-05b Cylinders
05-20-05c Inspection Completion
05-20-06a General
05-20-06b Magnetos
05-20-06c Inspection Completion
05-20-07 Mid-Life Inspection
05-20-07a Exhaust Valve and Guide Condition Inspection
05-20-07b Inspection Completion
05-20-08 2000-Hour Overhaul (TBO)
05-50-00 Unscheduled Maintenance
05-50-01 Aircraft Struck by Lightning
05-50-02 Propeller Strike, Sudden Engine Stoppage or Loss of a Propeller Blade Tip
05-50-03 Engine Operated with Unspecified Fuel
05-50-04 Engine Submersion
05-50-05 Fire
05-50-06 Overspeed
xvi February 2008

70-00-00 Standard Practices for Maintenance

70-00-01 Tools Recommended for Maintenance
70-00-02 Lockwire Practices
70-00-02a Lockwire Specifications
70-00-02b Basic Lockwiring Rules
70-00-02c Detailed Instructions for Lockwiring
70-00-03 Differential Pressure Compression Check
70-00-03a General
70-00-04 Cleaning
70-00-04a General
70-00-04b Precautions
70-00-05 Environmental Compliance
72-00-00 Reciprocating Engine Maintenance
72-00-01 General Description
72-00-01a Description of the Lycoming IO-540-AF1A5 Engine
72-00-01b Engine Specifications
72-00-02 Operating Information
72-00-02a Pre-Start Checklist
72 00-02b Starting
72-00-02b1 Cold Engine
72-00-02b2 Hot Engine
72-00-02b3 Cold Weather Starting
72-00-02b4 Clearing a Flooded Engine
72-00-02b5 Ground Running and Warm-Up
72-00-02c Operations Checklist
72-00-02d Stopping and Shut-Down
72-00-02e Operation Ground Check after Maintenance
72-00-03 Troubleshooting
72-00-03a General
72-00-04 Engine Removal
72-00-04a Disconnecting the Engine
72-00-04b Removing External Accessories
February 2008 xvii

72-00-04c Lifting
72-00-05 Long-Term Preservation
72-00-05a Active Engines
72-00-05b Inactive Engines
72-00-05c Fuel Injector
72-00-05d Factory Engine Preservation
72-00-06 Engine Installation
72-00-06a Uncrating
72-00-06b Uninhibiting
72-00-06b1 Engine
72-00-06c Fuel Injector
72-00-06d Installing
72-00-06e Connecting External Accessories
72-00-06f Pre-Oiling Engines Prior to Start
72-00-07 Engine Ordering and Return
72-00-07a Engine Ordering
72-00-07b Return of Runout Engines
72-00-07c Return of Engines for Special Adjustment Consideration
72-00-07d Parts Return ⎯ International
72-00-07e Parts Return ⎯ Domestic
72-20-00 Power Section Maintenance
72-20-01 General Information
72-20-02 Crankcase
72-20-03 Crankshaft and Counterweights
72-20-04 Camshaft
72-20-05 Bearings
72-30-00 Cylinder Section Maintenance
72-30-02 Cylinders
72-30-02a Compression Checks
72-30-02a1 Differential Compression Test Equipment Specifications
xviii February 2008

72-30-02a2 Recommendations for Performing the Differential Compression Check

72-30-02b Cylinder Removal
72-30-02c Cylinder Inspection
72-30-02d Cylinder Replacement
72-30-02e Exhaust Valve and Guide Condition Inspection
72-30-03 Rings
72-30-04 Pistons
72-30-05 Push Rods
72-30-06 Valves and Valve Springs
72-30-07 Hydraulic Tappets
72-50-00 Lubrication System Maintenance
72-50-01a Lubricant Recommendations
72-50-01b Lubricant Additives
72-50-01c Lubricant Capacities
72-50-01d Recommended Oil/Filter Change Intervals and Procedures
72-50-02 Sump
72-50-02a Suction Screen
72-50-03 Oil Pump
72-50-04 Oil Pressure Relief Valve
72-50-04a Scheduled Maintenance
72-50-04b Pressure Adjustment
72-50-05 Oil Seals and Gaskets
72-50-06 Oil Cooler
72-50-07 Oil Cooler Bypass Valve
72-50-08 Oil Filter
72-50-08a Oil Filter/Screen Content Inspection
72-50-08b Spectrographic Oil Analysis
72-50-09 Oil Temperature Sensing System
72-60-00 Overhaul Section
72-60-01 Introduction
February 2008 xix

72-60-01a Disassembly Check List Procedure

72-60-02 Standard Practice for Overhaul
72-60-02a Tools Required for Overhaul
72-60-02b Cleaning
72-60-02c Inspection
72-60-02c1 General
72-60-02c2 Bearing Surfaces
72-60-02c3 Gears
72-60-02c4 Corrosion on Stressed Areas
72-60-02c5 Screwed Fittings
72-60-02c6 Magnetic Inspection
72-60-02d Repair and Replacement
72-60-02d1 Damaged Parts
72-60-02d2 Painted Parts
72-60-02d3 Aluminum and Steel Parts
72-60-02d4 Magnesium Parts
72-60-02d5 Shroud Tubes
72-60-02d6 Replacement of Studs
72-60-02d7 Corrosion Prevention
72-60-02e General Reassembly Procedures
72-60-02e1 Corrosion Prevention
72-60-02e2 Prelubrication of Parts Prior to Assembly
72-60-02e3 Oilite Bushings
72-60-02e4 Table of Limits
72-60-02e5 Oil Seals and Gaskets
72-60-02e6 Mandatory Replacement of Parts
72-60-02e7 Fuel Supply System
72-60-03 Overhaul of the Ignition System
72-60-03a General
72-60-03b Removal
72-60-03b1 Ignition Harness
xx February 2008
72-60-03b2 Magnetos
72-60-03c Replacement
72-60-03d Reassembly
72-60-03d1 Magnetos
72-60-03d2 Installing the Magneto Drive Gear
72-60-03d3 Aligning the Magneto Rotor Shaft to Fire Cylinder #1
72-60-03e Adjustments
72-60-03e1 Timing Magneto to Engine
72-60-03e2 Ignition Harness
72-60-04 Overhaul of the Accessory Housing
72-60-04a Disassembly
72-60-04a1 Fuel Pump
72-60-04a2 Accessory Drive Assembly
72-60-04a3 Oil Filter
72-60-04a4 Removing the Accessory Housing from the Engine
72-60-04a5 Oil Pump
72-60-04a6 Oil Cooler Bypass Valve
72-60-04b Cleaning
72-60-04b1 Accessory Housing Parts
72-60-04c Inspection
72-60-04d Repair and Replacement
72-60-04e Reassembly
72-60-04e1 Oil Pump
72-60-04e2 Accessory Housing Installation
72-60-04e3 Vacuum Pump Drive Installation
72-60-04e4 Hydraulic Pump Drive
72-60-04e5 Fuel Pump
72-60-04e6 Oil Filter and Filter Base
72-60-04e7 Oil Cooler Bypass Valve
72-60-05 Overhaul of the Cylinders, Pistons, and Valve Train
72-60-05a General Information
February 2008 xxi

72-60-05b Cylinder Assembly Removal

72-60-05c Disassembly
72-60-05d Cleaning
72-60-05d1 Hydraulic Tappets
72-60-05e Inspection
72-60-05e1 Cylinder Head (Visual Inspection)
72-60-05e2 Cylinder Head (Dimensional Inspection)
72-60-05e3 Cylinder Barrel (Visual Inspection)
72-60-05e4 Cylinder Barrel (Dimensional Inspection)
72-60-05e5 Piston Cleaning
72-60-05e6 Piston (Visual Inspection)
72-60-05e7 Piston (Dimensional Inspection)
72-60-05e8 Piston Pins and Piston Pin Plugs (Dimensional Inspection)
72-60-05e9 Valve Rockers
72-60-05e10 Valve Rocker Bushings
72-60-05e11 Push Rods
72-60-05e12 Valves
72-60-05e13 Detection of Magnetized Hydraulic Plunger Assemblies
72-60-05e14 Valve Springs
72-60-05f Modifications
72-60-05g Repair and Replacement – Cylinder Assembly
72-60-05g1 Spark Plug Thread Insert
72-60-05g2 Valve Seats
72-60-05g3 Valve Guides
72-60-05g4 Valve Rocker Thrust Washers
72-60-05g5 Valve Rocker Shaft Bushings
72-60-05g6 Cylinder Barrels
72-60-05g7 Valve Repair
72-60-05g8 Exhaust Flanges
72-60-05h Reassembly
72-60-05h1 Assembly of Pistons and Rings
xxii February 2008

72-60-05h2 Assembly of Cylinders

72-60-05h3 Installation of Pistons (After Crankcase and Crankshaft Assembly)
72-60-05h4 Installation of Cylinders
72-60-05h5 Installation of Cylinder Head Fin Stabilizers
72-60-05h6 Installation of Intercylinder Baffles
72-60-06 Overhaul of the Crankcase, Crankshaft, and Reciprocating Parts
72-60-06a Preparation
72-60-06b Crankcase Disassembly
72-60-06b1 Starter Ring Gear Support
72-60-06b2 Crankshaft Gear
72-60-06b3 Propeller Governor Drive Removal
72-60-06b4 Crankcase
72-60-06b5 Crankshaft
72-60-06b6 Counterweights
72-60-06c Cleaning
72-60-06c1 Piston Cooling Oil Nozzles
72-60-06d Inspection
72-60-06d1 Bearings (Precision Type)
72-60-06d2 Crankcase (Visual Inspection)
72-60-06d3 Crankcase (Dimensional Inspection)
72-60-06d4 Crankshaft (Visual Inspection)
72-60-06d5 Crankshaft (Dimensional Inspection)
72-60-06d6 Camshaft (Visual Inspection)
72-60-06d7 Camshaft (Dimensional Inspection)
72-60-06d8 Connecting Rods (Dimensional Inspection)
72-60-06d9 Connecting Rods (Parallelism Check)
72-60-06d10 Connecting Rods (Squareness Check)
72-60-06d11 Crankshaft Counterweight Bushings
72-60-06d12 Piston Cooling Oil Nozzles
72-60-06e Repair and Replacement
72-60-06e1 Crankshaft (Idler Shaft Recesses)
February 2008 xxiii

72-60-06e2 Crankshaft (Bearing Surfaces)

72-60-06e3 Crankshaft (Reconditioning Worn Oil Seal Surfaces)
72-60-06e4 Crankshaft (Straightening Flange)
72-60-06e5 Crankshaft (Counterweight Bushing Replacement)
72-60-06e6 Counterweights (Inspecting and Refurbishing)
72-60-06e7 Connecting Rod Bushings
72-60-06e8 Crankshaft and Gear Assembly
72-60-06e9 Starter Ring Gear
72-60-06f Reassembly
72-60-06f1 Plug
72-60-06f2 Propeller Flange Bushings
72-60-06f3 Crankshaft Gear
72-60-06f4 Counterweight Assembly
72-60-06f5 Connecting Rods
72-60-06f6 Camshaft
72-60-06f7 Crankcase
72-60-06f8 Propeller Governor Drive
72-60-06f9 Crankcase Assembly
72-60-06f10 Crankshaft Oil Seal Installation
72-60-06f11 Drive Belt and Ring Gear Support
72-60-06f12 Crankshaft Idler Gears
72-60-07 Overhaul of the Induction System
72-60-07b Disassembly
72-60-07b1 Intake Pipes
72-60-07b2 Fuel Injector
72-60-07b3 Induction Housing
72-60-07b4 Oil Sump Removal
72-60-07c Cleaning and Inspection
72-60-07d Reassembly
72-60-08 Overhaul of the Fuel Supply and Fuel Injection System
xxiv February 2008

72-60-08b Disassembly
72-60-08b1 Fuel Supply Lines
72-60-08b2 Fuel Injector
72-60-08c Cleaning
72-60-08c1 Fuel Injector Nozzle Assemblies
72-60-08d Inspection
72-60-08d1 Nozzle Assembly
72-60-08e1 Fuel Injector
72-60-08e2 Fuel Pump
72-60-08f1 Fuel Injector
72-60-08f2 Flow Divider
72-60-08f3 Air Bleed Nozzles
72-60-08f4 Fuel Lines Inspection
72-60-08f5 Fuel Line Installation
72-60-09 Testing and Run-In Following Overhaul
72-60-09a General
72-60-09a1 Test Stand
72-60-09a2 Test Instruments and Equipment
72-60-09a3 Test Stand Oil Supply Pressure
72-60-09b Test Limits
72-60-09c Run-In Procedure
72-60-09d Oil Consumption Run
72-60-09e Idle Speed and Mixture Adjustment
72-60-09e1 Idle Air Bleed Adjustment
73-00-00 Engine Fuel and Control Maintenance
73-00-01a Fuel Recommendations
73-00-01b Fuel Capacity
73-10-00 Fuel Distribution
73-10-01 Fuel Distribution
73-10-01a Fuel Line Routing and Clamping
February 2008 xxv

73-10-01b Fuel Pump Replacement

73-10-01c Fuel Nozzles
73-10-01d Fuel Filter
73-10-01e Air Intake Ducts and Filters
73-20-00 Fuel Control
73-20-01 Fuel Control
73-20-01a Fuel Injector
73-20-01a1 Cleaning and Replacement of Inlet Screen and Strainer O-rings
73-20-01a2 Idle Speed and Mixture Adjustments
73-20-01a3 Fuel Injector Removal
73-20-01a4 Cleaning
73-20-01a5 Fuel Injector Nozzles
73-20-01a6 Inspection
73-20-01a7 Nozzle Assembly
73-20-01a8 Fuel Flow Check
74-00-00 Ignition System Maintenance
74-10-00 Electrical Power Supply System Maintenance
74-10-02 Retard Magnetos
74-10-03 Alternator
74-10-04 Starter
74-20-00 Electrical Power Distribution System Maintenance
74-20-02 Ignition Harness
74-20-03 Spark Plugs
74-20-03a Removal and Installation
74-20-03b Maintenance Procedures
Appendix I: Parts Catalog
Appendix II: Engine Performance Data
Appendix III: Table of Limits
xxvi February 2008

IO540AF1A5 Maintenance and Overhaul Manual List of Figures
List of Figures
Figure Number Figure Title Page
1 Sample Registration Card ......................................................................................... 2
2 Top View of Engine.................................................................................................. 3
7200011 Oil System Schematic Diagram...................................................................... 3, 7200
7200041 Lifting Lugs and Engine Mounts .................................................................. 31, 7200
7230021 Typical Differential CompressionMeasuring Device...................................... 3, 7230
7230022 Gage Adapter Assembled on Exhaust Stem .................................................. 10, 7230
7230023 Compressor Plate Installed on Cylinder ........................................................ 10, 7230
7230024 View Showing Screwdriver in Position to Move Exhaust Valve Stem ........... 11, 7230
7230025 Feeler Gage in Position Between Set Screw and Adapter Post....................... 12, 7230
7230206 Details for Modifying Tool ST71 for Use with a Dial Indicator
(Parallel Valve Cylinders) .......................................................................... 13, 7230
7230207 Dial Indicator in Position to Check Valve Guide Clearance.......................... 14, 7230
7320028 Pushing Valve Stem and Adapter Post Toward Dial Indicator to
Establish Valve Guide Condition................................................................ 15, 7230
7230029 View Through Exhaust Port Showing Mechanical Fingers Holding
Valve Stem............................................................................................... 16, 7230
7260031 Slick Magneto Drive Assembly.................................................................... 20, 7260
7260032 Marked Teeth on Crankshaft Idler Gear ....................................................... 21, 7260
7260033 Ignition Wiring Diagram.............................................................................. 25, 7260
7260041 Fuel Pump Assembly................................................................................... 27, 7260
7260042 Accessory Drive Adapters............................................................................ 28, 7260
7260043 Oil Pump Assembly and Accessory Housing Attaching Parts........................ 30, 7260
7260051 Parallel Valve Cylinder Assembly ................................................................ 35, 7260
7260052 Two Methods of Supporting Connecting Rods.............................................. 37, 7260
7260053 Removing Push Rod Socket ......................................................................... 38, 7260
7260054 Removing Hydraulic Tappet Plunger Assembly............................................ 38, 7260
7260055 Hydraulic Roller Tappets............................................................................. 40, 7260
7260056 Maximum Fin Removal ............................................................................... 42, 7260
February 2008 xxvii
List of Figures IO540AF1A5 Maintenance and Overhaul Manual
7260057 Section Through Cylinder Assembly Showing Locations for Diameter
Checking and Removal of Wear Step ........................................................... 44, 7260
7260058 Method of Checking Piston Ring Side Clearance .......................................... 46, 7260
7260059 Area to Inspect on Valve Stems.................................................................... 46, 7260
72600510 Valve Showing Locations for Checking RunOut and Section for
Measuring Edge Thickness .......................................................................... 47, 7260
72600511 Section Through Edge of Valve.................................................................... 47, 7260
72600512 Method of Checking Valve Edge Thickness with a Dial Indicator ................. 48, 7260
72600513 Appearance of Spalling Marks on Face of Hydraulic Tappet Bodies ............. 49, 7260
72600514 Rockwell Marks .......................................................................................... 50, 7260
72600515 Appearance of Interior Shoulder in New and Worn Tappet Bodies................ 50, 7260
72600516 Chipped Shoulder ........................................................................................ 51, 7260
72600517 Checking Plunger Assembly......................................................................... 52, 7260
72600518 Checking the Hydraulic Plunger Assembly for Leaks.................................... 52, 7260
72600519 Valve Seat Removal Tool ............................................................................ 55, 7260
72600520 Valve Seat Dimensions for Reconditioning ................................................... 60, 7260
72600521 Rejection of Valve Seat................................................................................ 61, 7260
72600522 Piston Assembly .......................................................................................... 64, 7260
72600523 Cylinder Assembly ...................................................................................... 65, 7260
72600524 Cylinder Reassembly ................................................................................... 68, 7260
72600525 Sequence of Tightening Cylinder Base Nuts ................................................. 71, 7260
7260061 Crankcase and Related Parts........................................................................ 75, 7260
7260062 Crankshaft and Associated Parts.................................................................. 77, 7260
7260063 IO540AF1A5 Crankcase........................................................................... 78, 7260
7260064 Camshaft Wired to Crankcase Half.............................................................. 78, 7260
7260065 Propeller Governor Drive............................................................................. 79, 7260
7260066 Crankcase Assembly.................................................................................... 80, 7260
7260067 Crankshaft and Counterweight Assembly ..................................................... 81, 7260
7260068 Location of Idler Shaft Recesses in Crankcase.............................................. 84, 7260
7260069 Camshaft with Integral Gears....................................................................... 86, 7260
xxviii February 2008
72600610 Checking Parallelism of Connecting Rods .................................................... 87, 7260
72600611 Checking Squareness of Connecting Rods .................................................... 88, 7260
72600612 Piston Cooling Nozzle Test.......................................................................... 89, 7260
72600613 Machining of Crankcase for Idler Shaft Bushings......................................... 90, 7260
72600614 Detail of Idler Shaft Bushing for Crankcase ................................................. 91, 7260
72600615 Idler Shaft Installation in Crankcase............................................................. 91, 7260
72600616 Reconditioning Crankshaft Oil Seal Surfaces ............................................... 94, 7260
72600617 Limits for Straightening Bent Flanges .......................................................... 96, 7260
72600618 Removal of the Crankshaft Counterweight Bushing...................................... 98, 7260
72600619 Crankshaft Counterweight Lug Bushing Reamer (ST280) ........................... 99, 7260
72600620 Installing Counterweight Bushing Using Fixture ST93 and
Driver ST92............................................................................................. 102, 7260
72600621 Identification of Dimensions “A” and “B” .................................................. 103, 7260
72600622 Depth Gage Adjusted with SetMaster Preparatory to Checking Line
Position of Counterweight Bushings........................................................... 105, 7260
72600623 Checking Centerline Position of Counterweight Using
Gage Fixture ST94................................................................................... 106, 7260
72600624 Checking Parallelism and Squareness of Counterweight Bushings
with Gage Fixture ST91 (Vertical Position) .............................................. 106, 7260
72600625 Checking Parallelism and Squareness of Counterweight Bushings
with Gage Fixture ST91 (Horizontal Position) .......................................... 107, 7260
72600626 Counterweight Mounted on ST96 Arbor for Balancing.............................. 108, 7260
72600627 Counterweight Balanced by Weight ST95 Placed 1 in. from Center ........... 108, 7260
72600628 Location of Areas on Counterweight for Grinding ...................................... 109, 7260
72600629 Crankshaft and Gear Assembly.................................................................. 110, 7260
72600630 Section Through End of Crankshaft Showing Driven Height of
STD1065 Dowel and Dowel Details ......................................................... 112, 7260
72600631 Section Through End of Crankshaft Showing Driven Height of
STD2078 Dowel and Dowel Details ......................................................... 112, 7260
72600632 Details for Repairing Pilot Diameter of Crankshaft..................................... 113, 7260
72600633 Minimum Dimension of Crankshaft ........................................................... 113, 7260
72600634 Section through Ring Gear Support............................................................ 115, 7260
February 2008 xxix
72600635 Crankshaft Plug Location .......................................................................... 116, 7260
72600636 Type 2 Propeller Flange Bushing Location................................................. 117, 7260
72600637 Rear End View of Crankshaft Showing Associated Parts............................ 118, 7260
72600638 Assembly of Washer and Circlip in Counterweight..................................... 119, 7260
72600639 Location of Gap When Installing Retaining Rings ...................................... 120, 7260
72600640 Connecting Rod Bolt.................................................................................. 122, 7260
72600640A Example of Tool for Peening Set Screw ..................................................... 125, 7260
72600641 Camshaft Wired to Crankshaft Half ........................................................... 127, 7260
72600642 Checking the Crankshaft End Clearance..................................................... 128, 7260
72600643 Sealing Area for P.O.B. Sealant and “00” Silk Thread ............................... 129, 7260
72600644 Sealing Area for RTV102 and Loctite5 15............................................... 129, 7260
72600645 Crankcase Tightening Sequence................................................................. 130, 7260
72600646 Right Side of Crankcase Showing Bolts Installed on ThruStuds................. 131, 7260
72600647 Right Side of Crankcase Showing Plate Assembled Over Bolts................... 131, 7260
72600648 Right Side of Crankcase Showing Pressure Plate Utilized to
Pull Halves of Pull Crankcase Together.................................................... 131, 7260
72600649 Crankshaft Propeller Flange Showing the Installation
of the Stretch Seal ..................................................................................... 132, 7260
72600650 Idler Gear Diagram.................................................................................... 134, 7260
7260071 IO540AF1A5 Induction System .............................................................. 137, 7260
7260081 Minimum Fuel Line Bending Dimensions ................................................... 141, 7260
7260082 IO540AF1A5 Fuel Supply System .......................................................... 143, 7260
7260083 IO540AF1A5 Fuel Line Configuration – Right Side Viewed from Aft...... 144, 7260
7260084 IO540AF1A5 Fuel Line Configuration – Right Side Vewed from Front.... 144, 7260
7260085 IO540AF1A5 Fuel Line Configuration – Left Side Viewed from Aft........ 145, 7260
7260086 IO540AF1A5 Fuel Line Configuration – Left Side Viewed from Front..... 145, 7260
7260087 IO540AF1A5 Fuel Line Configuration – Right Side ................................ 146, 7260

7260088 IO540AF1A5 Fuel Line Configuration – Left Side .................................. 146, 2760
7260091 RSA10 Fuel Injector................................................................................. 156, 7260
7310011 Fuel Pump Replacement ................................................................................ 1, 7310
xxx February 2008
Table of Limits Figures
Figure 1 Crankcase and Crankshaft Dimension .................................................................. III5
Figure 2 Connecting Rod Dimension.................................................................................. III5
Figure 3 Crankshaft and Camshaft Dimension ................................................................... III6
Figure 4 Tappet Dimension ............................................................................................... III6
Figure 5 Counterweight Dimension.................................................................................... III6
Figure 6 Connecting Rod and Piston Dimension .............................................................. III11
Figure 7 Valve and Valve Rocker Dimension ................................................................... III12
Figure 8 Oil Pump Dimension.......................................................................................... III15
Figure 9 Crankshaft Idler Gear Dimension ...................................................................... III16
Figure 10 Fuel Pump Dimension........................................................................................ III16
Figure 11 Propeller Governor Idler Gear Dimension........................................................... III16
Figure 12 Hydraulic Pump Dimension ............................................................................... III17
Figure 13 Vacuum Pump and Tachometer Drive Dimension............................................... III17
Figure 14 Magneto Bearing Gear and Crankcase Torque ................................................... III17
Figure 15 Allowable Gear Backlash Dimension ................................................................. III19
Figure 16 Piston Cooling Nozzle ....................................................................................... III22
Figure 17 Adjustable Oil Relief Valve Torque.................................................................... III22
Figure 18 Fuel Injector Nozzle Torque .............................................................................. III22
Figure 19 Fuel Injection Line Union Nut Torque................................................................ III23
Figure 20 Connecting Rod Bolt and Cylinder HoldDown Nut Torque................................ III23
Figure 21 Spark Plug and Exhaust Port Stud Torque ......................................................... III24
Figure 22 Magneto Nut and Plate Screws Torque .............................................................. III24
Figure 23 Hose Clamp Torque........................................................................................... III25
Figure 24 Alternator Pulley Nut and Auxiliary Terminal Nut Torque ................................. III25
Figure 25 Oil Filter Torque ............................................................................................... III26
Figure 26 Outer and Inner Valve Spring ............................................................................ III27
February 2008 xxxi
xxxii February 2008
IO-540-AF1A5 Maintenance and Overhaul Manual List of Tables
List of Tables
Table Number Table Title Page
05-10-00A Operating Limits................................................................................................1, 05-10
70-00-02A Lockwire Specifications ....................................................................................3, 70-00
70-00-02B Lockwiring Methods .........................................................................................6, 70-00
72-00-01A IO-540-AF1A5 Engine Specifications ..............................................................5, 72-00
72-00-06A Accessory Drives.............................................................................................42, 72-00
72-50-01A Lubricating Oil Recommendations....................................................................1, 72-50
72-60-02A Tools Required for Overhaul.............................................................................3, 72-60
72-60-05A Intake Valve Edge Thickness ..........................................................................48, 72-60
72-60-05B Valve Seat Replacement Tools........................................................................57, 72-60
72-60-05C Valve Guide Replacement Tools.....................................................................59, 72-60
72-60-05D Washer Part Numbers and Sizes......................................................................61, 72-60
72-60-05E Push Rod Part Numbers and Lengths..............................................................73, 72-60
72-60-06A Crankshaft Undersize Codes ...........................................................................92, 72-60
72-60-06B Counterweight Bushing Size Chart .................................................................99, 72-60
72-60-06C Tap Chart.......................................................................................................111, 72-60
72-60-06D Dowels and Dowel Holes ..............................................................................114, 72-60
72-60-06E Propeller Flange Bushing Location...............................................................117, 72-60
72-60-06F Set Screw Dimension and Part Number ........................................................124, 72-60
72-60-06G Thrust Washer Size Chart..............................................................................125, 72-60
72-60-08A Replacement Fuel Lines and Clamps ............................................................147, 72-60
72-60-09A IO-540-AF1A5 Engine Run-In Test Limits ..................................................150, 72-60
72-60-09B IO-540-AF1A5 Ground Run-In Chart...........................................................152, 72-60
72-60-09C IO-540-AF1A5 Test Flight Chart..................................................................153, 72-60
72-60-09D Recommended Run-In Schedule ...................................................................154, 72-60
72-60-09E Engine Run-In after Overhaul .......................................................................158, 72-60
73-00-01A Specified Fuel Grade Comparison Chart...........................................................2, 73-00
74-00-01A Ignition System Components ............................................................................1, 74-00
February 2008 xxxiii

List of Tables IO-540-AF1A5 Maintenance and Overhaul Manual
xxxiv February 2008

IO540AF1A5 Maintenance and Overhaul Manual Abbreviations and Acronyms
Abbreviations and Acronyms
A
AD Ashless Dispersant (oil)
AD Airworthiness Directive
AFM Aircraft Flight Manual
Alt. Altitude
Amb. Ambient
AMP Ampere
API American Petroleum Institute
ASME American Society of Mechanical Engineers
B
BHP Brake Horsepower (per hour)
BMEP Brake Mean Effective Pressure
BDC Bottom Dead Center
BSFC Brake Specific Fuel Consumption
BTU British Thermal Unit
C
C Celsius
Cad. Cadmium
cc Cubic Centimeters
CCW Counterclockwise
CFM Cubic Feet per Minute
CFS Cubic Feet per Second
CHT Cylinder Head Temperature
CL. Centerline
CR Compression Ratio
Cu.Ft. Cubic Foot (Feet)
Cu.In. Cubic Inch(es)
Cyl. Cylinder
D
Deg. Degree (also °)
Dia. Diameter
February 2008 xxxv
Abbreviations and Acronyms IO540AF1A5 Maintenance and Overhaul Manual
D (cont.)
Diff. Differential
Dwg. Drawing
E
EGT Exhaust Gas Temperature
EPA Environmental Protection Agency
EPT External Pipe Thread
Ex. Example
F
F Fahrenheit
FAA Federal Aviation Administration
FAR Federal Aviation (and Space) Regulation
Fed. Federal
Ft.lb. Foot Pound (torque)
G
GPH Gallons per Hour
GPM Gallons per Minute
H
Hex. Hexagon
Hg Mercury
HP Horsepower
I
IAS Indicated Airspeed
ICA Instructions for Continued Airworthiness
ID Inside Diameter
IHP Indicated Horsepower
in.lb. Inch Pound (torque)
in. inch, inches
Inj. Injector, injected
IPT Internal Pipe Thread
IR Inside Radius
xxxvi February 2008
L
lb. Pound
LL Low Lead (fuel)
M
Mag. Magneto
MAP Manifold Air Pressure
Max. Maximum
MEK Methylethylketone
MEP Mean Effective Pressure
Mg Magnesium
Min. Minimum
ml/USgal Milliliter per U.S. gallon
Mo Molybdenum
MP Manifold Pressure
N
NAS National Aircraft Standard
Ni Nickel
NPT National Pipe Taper (thread)
0
OAT Outside Air Temperature
Oct. Octane
OD Outside Diameter
OR Outside Radius
OS Oversize
Oz. Ounce
P
P/N Part Number
ppm Particles per Million
psi Pounds per square inch
psia Pounds per square inch absolute
psig Pounds per square inch gage
February 2008 xxxvii
Q
Qty. Quantity
R
R Radius
Ref. Refer, reference
RPM Revolutions per Minute
S
SAE Society of Automotive Engineers (oil viscosity)
SB Service Bulletin
Sect. Section
SI Service Instruction
SL Service Letter
Sol. Solenoid
Spec. Specification
Sq. Ft. Square Foot (Feet)
Sq. In. Square Inch (es)
STC Supplementary Type Certificate
Std. Standard
Sys. System
T
T/N Tool Number
Tach. Tachometer
TBO Time Between Overhauls
TC Type Certificate, Type Certification
TDC Top Dead Center
Tech. Technical, technician, technology
TEL Tetraethyl Lead
Temp. Temperature
TIR Total Indicator Reading
U
UL Unleaded (gasoline)
xxxviii February 2008
V
V Volt, Voltage
Vol. Volume
W
Wt. Weight
February 2008 xxxix
IO540AF1A5 Maintenance and Overhaul Manual Introduction
Introduction
Organization and Scope of This Manual
This manual contains the necessary information and procedures for maintaining
and overhauling the Lycoming IO540AF1A5 engine and is in compliance with
FAR 33.4. Individuals responsible for engine maintenance or overhaul should
thoroughly read this information before beginning any procedure. It is essential to
follow these instructions to ensure safe operation and to contribute to the long life,
economy, and satisfactory functioning of this engine.
The IO540AF1A5 PC61514 Parts Catalog, referenced in Appendix A must be
used in conjunction with this Manual.
In accordance with the requirements of 33.5 of Federal Aviation Regulations
Installation and Operating Procedures are provided in the IO540AF1A5
Installation and Operation Manual (Lycoming P/N 6029733).
Every effort has been made in preparing this manual to ensure its accuracy.
However, any comments, suggestions, or corrections to this manual are welcome
and should be directed, in writing, to:
Technical Publications Coordinator
Lycoming Engines
652 Oliver Street
Additionally, Lycoming has a Customer Service Hot Line to provide information
and assistance to owners, operators, and maintenance personnel servicing
Lycoming engines. The number for the Customer Service and Technical Support
Hot Line is (570) 3236181 between the hours of 8:00 A.M. and 5:00 P.M. EST
(5 GMT) Monday through Friday.
For a period of 3 years, new and revised pages for this manual will be furnished to
individuals who fill out and return the enclosed manual registration card. At 3
years a renewal option will be mailed. A sample registration card is shown in
Figure 1.
Conventions
This manual uses the following Notes, Cautions and Warnings.
Note: Read for added information and reminders.
Caution Equipment damage may result if instructions are not
followed.
Warning Personal injury could result if instructions are not followed.
February 2008 1
Introduction IO540AF1A5 Maintenance and Overhaul Manual
Figure 1. Sample Registration Card
Revisions are also available from the factory or from your Lycoming Distributor.
This manual is based on the Air Transport Association (ATA) format. It provides
airworthiness limits in Section 050000 and operating limits in Section 051000.
Sections 052000 through 052005 describe scheduled maintenance, and Section
055000 outlines unscheduled maintenance. A description of the engine, its
specifications, operating information, and troubleshooting data are given in
Sections 720001 through 720003. Sections 720004 through 720007 include
detailed instructions for removing the engine for overhaul or for longterm storage,
as well as instructions for reinstallation and testing. Procedures for routine engine
servicing and maintenance are arranged by major engine system. Overhaul
procedures are included in Sections 726000 through 726008. Appendix I
details engine parts. Engine performance charts are included in Appendix II, and a
Table of Limits including standard torque requirements is provided in Appendix
III.
Note: The owner of the manual is responsible for notifying the factory of a
change of address.
In this manual, all references to locations of various components will be
designated as if viewing the engine from the rear (or antipropeller) end. The front
of the engine is considered to be the propeller end and the oil sump is considered to
be on the bottom of the engine. Cylinders are numbered from front to rear with the
oddnumbered cylinders on the righthand side. The firing order for this engine is
145236.
2 February 2008
IO540AF1A5 Maintenance and Overhaul Manual Introduction
Figure 2. Top View of Engine
February 2008 3
Introduction IO540AF1A5 Maintenance and Overhaul Manual
4 February 2008
IO540AF1A5 Maintenance and Overhaul Manual Reference
DISASSEMBLY CHECK LIST PROCEDURE
· Disconnect leads and wiring
· Remove accessories
· Remove intake pipes
· Remove drainback tubes
· Remove all connecting control cables
· Remove fuel injector
· Remove fuel lines and clamps
· Remove induction housing
· Remove oil sump
· Remove oil sump baffle
· Remove intercylinder baffles
· Remove spark plugs
· Remove rocker box covers
· Remove rocker shaft cover plates
· Remove rocker shafts, rockers, push rods, shroud tubes and valve rotator

caps. Keep parts separate for reassembling in the correct location.
· Remove cylinders and pistons
· Remove connecting rods one at a time. Insure connecting rods are
supported.
· Split crankcase
· Remove crankshaft and camshaft and bearings
February 2008 5
Reference IO540AF1A5 Maintenance and Overhaul Manual
6 February 2008
xl February 2008
IO540AF1A5 Maintenance and Overhaul Manual Section 050000
050000 AIRWORTHINESS LIMITATIONS SECTION
050001 GENERAL
This Airworthiness Limitations section 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 §§ 43.16 and 91.403 of the Federal Aviation Regulations unless an
alternative program has been FAA Approved.
A bold red parallel line pattern in the outside margin of a page denotes an
Airworthiness Limitation Section.
050002 MANDATORY REPLACEMENT
At every 500 hours of operation, replace both magnetos with serviceable parts.
Refer to Section 052006b.
050003 MANDATORY INSPECTION – EXHAUST VALVE AND GUIDE
At every 1000 hours of operation, inspect the Exhaust Valve and Guide condition.
Refer to Section 052007a.
050004 MANDATORY INSPECTION – FUEL INJECTOR LINES
At every 100 hours of operation, at each overhaul, and after any maintenance
has been performed on the engine where the fuel injector lines have been
disconnected, moved, or loosened, reinspect the fuel injector lines in accordance
with Section 726008f4.
February 2008 FAA Approved Page 1, Section 0500

Section 050000 IO540AF1A5 Maintenance and Overhaul Manual
Page 2, Section 0500 February 2008
051000 Operating Limits
The operating limits for the IO540AF1A5 engine are listed in Table 051000A.
Table 051000A. Operating Limits
Oil Pressure
Starting, Warmup,
Taxi, and Takeoff
(Maximum) 115 psi
Normal 55 to 95 psi
Minimum Idling 25 psi
Oil Temperature Maximum Optimum for Engine Life
245°F (118°C) 180°F (82°C)
Oil Consumption Maximum Qt./Hr.
Normal 1.0
Performance (75% 0.75
Rated)
Economy (60% Rated) 0.60
Exhaust Back Pressure The exhaust back pressure should not exceed 2 in.
of mercury at any cylinder to minimize the
installed horsepower losses.
Fuel Pressure at Engine Fuel Pump Inlet Operating Conditions Fuel Pressure
Psi above ambient air pressure at the engine fuel Maximum 35 psi

pump
Minimum 2 psi
Note: Fuel pressure (lb./sq.in. above injector deck pressure) at the inlet to the fuel inejctor will be 14 to
45 psi for normal operation and 12 psi minimum for idle.
February 2008 Page 1, Section 0510
Specified Fuel Grade (ASTMD91075) Color Max. TEL m1/US gal.
100LL Blue 2.0
91/96 Blue 2.0
Notes:
1. In some countries, Grade 100LL is colored green and designated as 100L.
2. If the specified fuel is not available, a higher grade may be used. The use of higher grades should
be limited and requires more frequent (25 hours) inspection of combustion chambers, valves, and
valve ports for lead deposits. Any time lead oufling is experienced, spark plugs should be rotated
and cleaned.
Caution
Never use automotive fuel in aircraft engines, regardless of octane or advertised features
because of the corrosive effect of high chlorine content and because vapor lock can result
from high vapor pressure. Any fuel used in this engine must conform to ASTMD910 or
MILG5572F specifications.
Refer to Table 730001 for Fuel Grade Comparison Chart.
Cylinder Temperature The maximum permissible cylinder head
temperature as measured with a bayonettype
AN5541 thermocouple is 470°F (243.33°C) above
75% power and 435°F (224°C) at 75% power and
below.
Temperature Correction All temperatures shall be corrected in accordance
with FAA factors.
052000 INSPECTION PROGRAM
Strict adherence to this inspection program and prompt correction of any
discrepancies are essential to obtaining maximum performance, safety, durability
and continued airworthiness of the engine and its components.
The inspections contained in this section does not constitute a complete aircraft
inspection but is meant as a guideline for maintaining only the engine. Comply
with the requirements of the aircraft manufacturer, accessory manufacturer, and
any manufacturers of components or systems that have Supplementary Type
Certificates (STC).
The inspection program is contained in Sections 052001 through 052008 of
this Manual.
Note: Inspection intervals may not be exceeded by more than 10 hours, to allow

time en route to the inspection facility. See FAR 91.409 for further
requirements.
052001 10HOUR INSPECTION
In new, rebuilt, or newly overhauled engines, the following procedures must be
performed after the first 10 hours of operation.
052001a Spectrographic Oil Analysis
Refer to Section 725008b
052001b Inspection Completion
1. Correct all discrepancies identified by this inspection before returning the
engine to service.
2. Comply with all applicable Airworthiness Directives.
3. Perform an operational ground check in accordance with section 720002 and
the airframe manufacturer’s instruction manual.
4. Record and correct any discrepancies.
In a new, rebuilt or newly overhauled engine, the procedures which are specified in
the 50Hour Inspection (052003a) must be performed after the first 25 hours of
operation.
1. Drain and renew lubrication oil with a straight mineral type, aviation grade

lubrication oil (refer to Table 725001a).
2. Inspect oil filter and screen (refer to section 052001a).
052002a Inspection Completion
engine to service.
4. Record and correct any discrepancies
Sectio2 IO540AF1A5 Maintenance and Overhaul Manual
.
This page intentionally left blank
052003a General
Perform the following maintenance checks after the first 50 hours of operation and
every 50 hours thereafter:
1. Confirm that all ignition and electrical switches are in the “off” position.
2. Follow the aircraft manufacturer’s manual to ensure the ignition switch is
operating correctly.
3. Following the aircraft manufacturer’s instructions. Drain a sample of each fuel
sump and inspect the samples to ensure they contain only clean aviation grade
100 or 100LL fuel. Whenever water or sediment is found, continue draining
samples from sumps until all traces of water or sediment have been removed.
4. Prior to any preinspection cleaning of the engine, check for evidence of fluid
leaks, residues, or discoloration and investigate and correct the source.
5. Clean engine in accordance with Section 700004.
6. Repair or replace any missing or damaged components in accordance with the
airframe manufacturer’s manual.
7. Visually inspect the cowling and nacelles for evidence of fuel or oil leaks.
8. Isolate the source of any leaks and correct before returning the engine to
service.
9. Visually inspect the engine for evidence of fuel or oil leaks.
10. Isolate the source of any leaks and correct.
11. Inspect fuel and oil lines for leakage, security, signs of chafing, kinks, or other
physical damage.
12. Correct any discrepancies noted.
13. In accordance with the airframe manufacturer’s instructions, visually inspect
the induction air filter for cleanliness, security, and evidence of damage.
14. Replace any filters with holes or tears in accordance with the aircraft
manufacturer’s instructions.
Note: Clean the induction air filter daily when operating in dusty conditions or
when otherwise indicated. Refer to the airframe manufacturer’s manual
for servicing instructions.
15. Ensure that all shields and cowling are in place and secure.
16. Check all engine controls for general condition, full travel, and freedom of
operation in accordance with the airframe manufacturer’s instructions.
052003b Ignition System
1. Confirm that the Pleads are securely attached to the magneto condenser studs.
Torque Plead nut to 1315 in. lbs. as required.
2. Rotate the spark plugs by moving the bottom plugs to the upper position
whenever operational ground checks indicate evidence of spark plug fouling.
See Table below.
SPARK PLUG ROTATION
Interchange
#1 Top with #6 Bottom
3. Remove spark plug connector nuts and examine spark plug cable leads and
ceramics for corrosion and deposits. Corrosion and deposits are evidence of
leaking spark plugs or of improper cleaning of the spark plug walls or
connector ends.
4. Recondition or replace affected spark plugs as necessary, being certain plugs
are of the correct heat range.
5. Clean the cable ends, spark plug walls, and ceramics with a clean lintfree
cloth moistened with methylethylketone (MEK), acetone, or wood alcohol.
6. Replace any broken, cracked, deformed, or corroded parts.
7. Dry all parts using compressed air.
8. Visually inspect the ignition harness for evidence of chaffing or deterioration.
Replace the harness assembly if any leads are worn, damaged, or broken.
Refer to section 742001a.
9. Ensure the security of ignition harness mounting clamps.
10. Verify that the spark plug and magneto terminal connections are tight.
052003c Starter
Kelly Aerospace
1. Clean corrosion from electrical terminals.
2. Clean the starter drive and shaft with oleum or mineral spirits, and lubricate
with silicon spray every 50 hours.
SkyTec
1. There are no 50hour inspection requirements for SkyTec starters.
052003d Fuel and Induction System
1. Visually inspect all fuel lines and fuel fittings for evidence of damage or leaks.

2. Replace any fuel lines that are crimped or kinked. Cracks can develop at the
site of bends or kinks.
3. Ensure the security of the clamps.
4. Remove and clean the fuel inlet strainers. Always remove from the inlet side.
Refer to section 732001.
5. Check the mixture control and throttle linkage for full travel, freedom of
movement, and security of the clamps. Follow the aircraft manufacturer’s
procedures to lubricate linkage.
6. Tighten clamps as necessary.
7. Inspect air intake ducts for leaks, security, and filter damage. Evidence of dust
or other solid material in the ducts is indicative of inadequate filter care or of a
damaged filter. Service in accordance with aircraft manufacturer’s
maintenance procedures as necessary.
052003e Lubrication System
1. Check for visual evidence of oil, fuel or hydraulic fluid leaks. Locate the
sources of the leaks and repair.
2. Refer to the airframe manufacturer’s instructions for addition inspections.
3. Drain the lubricating oil.
3. Remove and inspect the oil suction screen and filter element for signs of metal
contamination. Refer to Section 725008a.
4. Clean the oil suction screen in the oil sump and reinstall and safety.
5. Install new oil filter, torque and safety.
6. Renew the lubricating oil with approved aviation grade oil. Refer to Section
725001.
7. Dispose of used oil, oil filter, and elements in compliance with all applicable
federal state, and local environmental requirements.
8. Run engine and recheck for leaks. Refer to Section 720002e, Operational
Ground Check After Maintenance.
Caution
Failure to inspect the oil suction screen and the oil filter element for metal
particles, or ignoring what is found, can lead to catastrophic engine
failure.
Note: Lycoming Product Support Division provides a metal analysis service for
new, rebuilt, or factoryoverhauled Lycoming engines under warranty.
Contact Product Support for additional information and instructions.
Note: Switching from straight mineral oil to an ashless dispersanttype oil is
acceptable after the first 50 hours of engine operation, provided that
the rings have seated and oil consumption has stabilized. The maximum
allowable oil consumption is 1 quart per hour, as calculated by the
formula: .0032 x BHP = qt/hr. Refer to Table 051000A.
052003f Exhaust System
1. Remove all baffles, heat shields and other airframe or engine components that
may interfere with the inspection of the exhaust system.
2. Visually inspect the exhaust flange to exhaust port connections for a powdery
white to light brown or black residue indicating exhaust leakage.
3. Follow the aircraft manufacturer’s instructions to correct any leaks.
4. Replace blown gaskets.
5. Retorque loosened gasket flange assemblies. Refer to Table of Limits for
torque values.
Caution
Exhaust gas leakage between the exhaust flange and exhaust port pad will
quickly erode the aluminum cylinder head. When this occurs, resurfacing
the cylinder port may be required to reestablish a seal. Refer to Overhaul
Section 726005g.
6. Examine exhaust manifolds for visible damage such as bulging, cracks, dents,
residue and overall general condition. Correct deficiencies in accordance with
airframe or exhaust manufacturer’s procedures.
052003g Cooling System
1. Check cowling and baffles for physical damage and secure anchorage.
2. Repair or replace any damaged or missing parts of the cooling system in
accordance with the airframe manufacturer’s maintenance manual.
052003h Cylinders
1. Visually inspect rocker box covers for evidence of oil leaks.
2. Replace any leaking gaskets and tighten the screws to 50 in. lb.
3. Visually inspect cylinders for evidence of excessive heat as indicated by burned
paint on the cylinder. This condition is evidence of internal damage to the
cylinder. Determine the cause and correct. Inspect and repair cylinder and/or
engine as necessary. Refer to Sections 726005 and 726006.
Note: Heavy discoloration and evidence of seepage at cylinder head and barrel
attachment area are usually due to the emission of thread lubricant used
during assembly of the barrel at the factory, or by slight gas leakage that
stops after the cylinder has been in service for a while. This condition is
neither harmful nor detrimental to engine performance and operation.
052003i Wiring Inspection
Inspect all electrical wiring for proper routing, security, clamping, wear, and
chafing per the airframe manufacturer’s instructions. Do not allow the electrical
wiring to contact inappropriate surfaces like fuel lines.
052003j Inspection Completion
engine to service.
052004a General
In addition to the 50hour inspection, perform the following additional
maintenance checks after every 100 hours of operation. Before beginning, it is
important to clean the engine exterior so that any defects or flaws will be evident.
052004b Electrical System
1. Inspect all wiring connections to the engine and accessories for physical
damage and security.
2. Follow the aircraft manufacturer’s instructions for replacement of any
damaged cables or clamps.
3. Inspect the terminals for security and cleanliness.
4. Clean and tighten as necessary. Refer to Appendix III for appropriate torque
values.
052004c Ignition System
1. Verify that the magnetotoengine timing is 25° before top dead center.
2. Adjust the timing as necessary. Refer to section 726003.
3. Inspect wiring connections and conditions.
4. Clean the magneto vents to insure that there is no obstruction.
5. Inspect Plead attachment which is labeled on the magneto. Correct torque for
Plead attachment is 1315 in.lbs. Follow the airframe manufacturer’s
recommendations to insure the ignition switch and Plead are operating
properly.
Warning
If the Plead is disconnected, the magneto will be ON and will fire the
spark plug if the propeller is rotated. To avoid possibly fatal injury,
confirm that the Plead is securely attached to the condenser stud.
6. Insure that the switch wire on the retard (left) breaker connects the retard

contact points to the ignition vibrator.
7. Remove, clean, inspect, gap, test and rotate the spark plugs. Replace if
necessary. Refer to Section 052003b.
052004d Fuel Injector Nozzles and Lines
1. Check fuel injector nozzle line attachments for looseness. Tighten the fittings
in accordance with Table of Limits.
2. Visually inspect each fuel line between the fuel injector manifold and the
nozzles for any evidence of physical damage and for stains caused by fuel
leakage. Replace as required.
Caution
Do not attempt to repair a damaged fuel line. Replace any line that is
cracked, dented, or kinked; cracks can develop at the site of sharp bends
or kinks.
3. Inspect solder joints at the end of lines for cracks. Replace cracked lines.
4. Examine the routing of fuel lines and location of the clamps that secure the
fuel lines to the engine. Refer to Figure 7260081and Section 726008f4.
5. Examine the lines to ensure that the clamps securely support the line.
6. Visually inspect the lines, hoses, and clamps for evidence of chaffing, leaking,
improper conditions, and looseness.
7. Examine the flexible hoses. Replace any hoses that have become hard.
8. Inspect hoses, gaskets, and seals for deterioration or leakage. Replace any
hoses, gaskets, or seals that contain evidence of these conditions.
Caution
Each person approving a reciprocating enginepowered aircraft for return
to service after an annual or 100hour inspection must, before that
approval, run the aircraft engine or engines to determine satisfactory
performance in accordance with the manufacturer’s recommendations of
power output (static and idle rpm), magnetos, fuel and oil pressure, and
cylinder and oil temperature.
052004e Engine Accessories
1. Examine the engine controls for defects, improper travel, and improper
safetying.
2. Check for security and apparent defects in enginemounted accessories such as
pumps and temperature and pressuresensing units.
3. Confirm that the alternator support bracket and mounting are tight.
4. Refer to Appendix III for torque requirements and tighten as required.
052004f Cylinders
1. Examine the cylinders for cracked or broken fins.
2. Check the cylinder compression in accordance with section 723002a.
3. Repair or replace the cylinders as necessary. Refer to section 723002.
052004g Engine Mounts
1. Check for cracks, looseness of mounting, and looseness of the engine.
2. Examine the rubber engine mounts and mounting hardware for signs of
deterioration or damage. Service or replace in accordance with airframe
3. Confirm the proper torque values for enginemounting, bracketattaching nuts
or bolts after the first 100 hours of operation following engine installation or
replacement. Refer to Table of Limits for torque values.
052004h Inspection Completion
engine to service.
052005a General
In addition to the 50hour inspection, and the 100hour inspection, perform the
following inspection items.
052005b Cylinders
1. Remove rocker box covers.
2. Look for evidence of abnormal wear or broken parts in the area of the valve
tips, valve keeper, springs, and spring seats. If any of these indications are
found, remove the cylinder and all of its components (including the piston and
connecting rod assembly) and inspect for further damage. Refer to sections
726005 and 723000.
3. Refer to the Table of Limits in Appendix III and replace any parts that do not
conform to the limits shown.
052005c Inspection Completion
engine to service.
052006 500 HOUR INSPECTION
052006a General
In addition to the 50hour inspection, and the 100hour inspection, perform the
following inspection items.
052006b Magnetos
Replace the magnetos with serviceable units in accordance with Airworthiness
Limitations Section.
052006c Inspection Completion
engine to service.
052007 MIDLIFE INSPECTION
In addition to the 50hour, the 100hour, the 400hour and the 500hour
inspections, at halfway to the recommended TBO or 1000 hours, whichever occurs
first.
052007a Exhaust Valve and Guide Condition Inspection
Inspect Exhaust Valves and Guides in accordance with the Airworthiness
Limitations Section. Refer to Maintenance Section 723002e.
052007b Inspection Completion
engine to service.
052008 2000 HOUR OVERHAUL (TBO)
At 2000 hours of operating time, or 12 years from the date the engine is put in
service, whichever occurs first, the engine is recommended to be overhauled in
accordance with Section 726000 or returned to the factory for rebuild.
All engine accessories are recommended to be replaced with serviceable units at
the time the engine is overhauled.
055000 UNSCHEDULED MAINTENANCE
055001 AIRCRAFT STRUCK BY LIGHTNING
Damage to an aircraft that has been struck by lightning is usually apparent and
often confined to a specific area of the structure. In such instances where the
engine and its accessories, controls, fuel, or exhaust systems are involved, it is
necessary to evaluate and repair the damage before the aircraft is flown again.
Although the path of the lightning may appear to have been around the external
housings of the engine components, it is impossible to assess the internal damage
that might have occurred by heat during the lightning discharge. Heat generated by
the arcing effect of the electrical discharge can cause irreparable damage to the
hardened surfaces of ball bearings, crankshaft bearing surfaces, camshaft lobes,
gear teeth, and other parts that are surface hardened.
A complete overhaul of the engine is required. Disassemble and inspect the engine
in accordance with the overhaul section of this manual (section 726000). Parts
that show evidence of discoloration, cracks, or other indications of damage by
lightning must not be reused.
055002 PROPELLER STRIKE, SUDDEN ENGINE STOPPAGE OR LOSS OF A

PROPELLER BLADE TIP
Sudden engine stoppage, propeller strike, or loss of a propeller blade or tip may
result in unseen internal engine damage and subsequent engine failure.
A propeller strike is defined as follows:
1. Any incident, whether or not the engine is operating, that requires repair to the
propeller other than minor dressing of the blades.
2. Any incident during engine operation in which the propeller impacts a solid
object which causes a drop in RPM and also requires structural repair of the
propeller (incidents requiring only paint touch up are not included). This is not
restricted to propeller strikes against the ground, and although the propeller
may continue to rotate, damage to the engine may result, possibly progressing
to engine failure.
3. A sudden RPM drop while impacting water, tall grass, or similar nonsolid
medium, where propeller structural damage is not normally incurred.
The above definitions encompass any propeller strike occurring at taxi speeds,
including touchandgo operations involving propeller tip ground contact. In
addition, they also include situations where an aircraft is stationary and the
landing gear collapses causing one or more blades to be substantially bent, or
where a hangar door (or other object) strikes the propeller blade. These cases
should be handled as sudden engine stoppage because of potentially severe side
loading on the crankshaft flange, front bearing and seal.
Circumstances which surround accidents are many and varied; therefore, the
circumstances of the accident can not, in our opinion, be used to predict the extent
of the damage to the engine or assure its future reliability.
Lycoming must take the position that in the case of a sudden engine stoppage,
propeller/rotor strike or loss of propeller/rotor blade or tip, the safest procedure is
to remove and disassemble the engine and completely inspect the case and the
reciprocating and rotating parts including crankshaft gear and dowel parts.
Accessories must be inspected per the component’s instructions for continued
airworthiness from the component’s manufacturer. Any decision to operate an
engine which was involved in a sudden stoppage, propeller/rotor strike or loss of
propeller/rotor blade or tip without such an inspection must be the responsibility
of the agency returning the aircraft to service.
055003 ENGINE OPERATED WITH UNSPECIFIED FUEL
Refer to Section 730001a for Specified Fuels.
The primary damage to the engine caused by the use of unspecified fuels occurs in
the combustion chambers. Damage is typically characterized by tuliped intake
valves and burned pistons. This damage results from the increased temperatures
and pressures from detonation. In severe cases, detonation damage may not be
limited to the intake valves and pistons. The main bearings and other valve train
components may show excessive wear due to lack of lubrication. The detuning of
the engine counterweights and resultant overstressing of the crankshaft may also
occur.
in accordance with the overhaul section (Section 726000) of this manual.
055004 ENGINE SUBMERSION
Damage to the engine due to submersion is caused by the introduction of moisture
and foreign materials into the entire system.
in accordance with the overhaul section (Section 726000) of this manual.
Note: The composition of the substance that the engine has been exposed to can
affect the type and extent of damage.
055005 FIRE
Heat damage to an engine is difficult to assess; therefore any components exposed
to the heat of a fire must be replaced.
Disassemble and inspect the engine in accordance with the overhaul section
(Section 726000) of this manual.
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055006 OVERSPEED
The IO540AF1A5 is rated at 2700 RPM, above which it cannot be operated
safely. Operation above rated engine speed can accelerate the wear on stressed
parts and possibly result in their damage or failure.
Momentary overspeed is defined as an increase of no more than 10% above rated
speed for a period not exceeding 3 seconds.
Any instance of overspeed must be recorded in the engine log along with the
corrective action taken.
For the IO540AF1A5:
Rated engine speed 2700 RPM
5% overspeed 2835 RPM
10% overspeed 2970 RPM
If overspeed is between 2700 and 2835 RPM for 3 seconds or less, comply with
item 1, below.
If overspeed is between 2835 and 2970 RPM for 3 seconds or less, comply with
items 1 and 2, below.
If overspeed exceeds 2700 RPM for more than 3 seconds or if speed exceeds 2970
RPM for any length of time, comply with item 3, below.
1. Determine the cause for the overspeed and correct it.
2. Drain the lubricating system.
a. Remove screens and filters and inspect for metal contamination (see 72
5008A).
b. Perform differential pressure check on all cylinders to determine the
sealing quality of the rings and valves (see 700003a).
c. Using a 4x borescope with a 70° angle of view or similar equivalent
internal examining device, examine the walls of each cylinder for scoring,
which could be evidence of stuck or broken piston rings. Determine the
condition of the intake and exhaust valve faces and seat faces. Evidence of
wear, pounding, or grooving is reason to replace valves and seats.
d. Inspect the internal condition of valve keys, rockers, and exhaust valve

guides for damage; particularly check valve springs for coil strikes or
severe bottoming of the coils. If damage to the springs is evident, remove
them and check compression load in accordance with the Table of Limits;
replace springs that are not within limits.
e. Rotate the crankshaft by hand to determine if the valve lift is uniform or
equal for all cylinders; also note if valve rockers are free when the valves
are closed. Unequal lift indicates bent push rods; tight rockers when
valves are closed indicate a tuliped valve or damaged valve lifter. Repair
all suspected damage before returning the engine to service.
f. Refer to 723002d to determine exhaust valve stem to valve guide
clearance condition.
3. Remove the engine from the aircraft; disassemble it and inspect the parts in
accordance with the Overhaul Section of this manual (section 726000).
Replace damaged parts and parts that are not within the service limits shown
in the Table of Limits. Bushings must be replaced in both counterweight and
crankshaft.
4. Accessories must be inspected per the component’s instructions for continued
airworthiness from the component’s manufacturer.
700000 STANDARD PRACTICES FOR MAINTENANCE
700001 TOOLS RECOMMENDED FOR MAINTENANCE
In addition to a standard set of mechanic’s tools, the following tools are
recommended.
Tool No. Nomenclature and Description
64593 Expanding and Staking Tool, 18 mm Spark Plug Helicoil Insert
64594 Inserting Tool, 18 mm Spark Plug Helicoil Insert
64595 Removing Tool, 18 mm Spark Plug Helicoil Insert
64697 Pointer, Ignition Timing
64942 Wrench (1/2 in. Allen) Cylinder Base Nut
ST71 Fixture
ST3109 Gage Adapter
ST489 Wrench, Shroud Tube
ST288 Socket, Spark Plug Wrench (7/8 in. Hex)
Champion Oil Filter Cutting Tool
CT470 or
Airwolf
AFC470
N/A Differential Compression Tester (See Figure 7230021)
N/A Borescope, 4x With a 70° Angle of View
700002 LOCKWIRE PRACTICES
Lockwiring is a method of wiring together units in a manner that any tendency of
one to loosen is counteracted by the tightening of the wire.
700002a Lockwire Specifications
Lockwire material for use up to 700°F must be a corrosion resistant steel such as
AMS 5685. Lockwire material for applications up to 1800°F must be a corrosion
and heat resistant steel such as AMS 5687. Refer to Table 700002A, Lockwire
Specifications, for the specified diameters.
The majority of lockwiring applications on the engine will use 0.032 in. diameter
lockwire. Use wire with a minimum nominal size of 0.016 in. for parts with hole
diameters too small to accommodate 0.032 in. wire. Table 700002A shows wire
sizes and tolerances.
Table 700002A. Lockwire Specifications
Wire Diameter 700°F 1800°F
(In.) Tolerance AMS 5685 AMS 5687 Twists
(± In.) Ref. P/N Ref. P/N Per In.
0.016 0.001 MS922601 1114
0.020 0.001 MS922602 912
0.025 0.001 AS100027 MS922603 912
0.032 0.002 AS100028 MS922604 710
0.040 0.002 AS100029 MS922605 710
0.051 0.002 AS100030 MS922606 58
0.063 0.002 AS100031 MS922607 58
0.091 0.002 MS922608 47
700002b Basic Lockwiring Rules
1. The “doubletwist” method is the most common method of installing lockwire.
It consists of two strands of wire twisted together through an arc of 180°.
Half of a complete turn defines “one twist.”
2. Use the single strand method of lockwiring, when specified, to secure closely
spaced, closed geometrical pattern parts (triangle, square, rectangle, circle,
etc.) and electrical system parts. In such cases, limit the single strand wire to
the pattern or group of similar parts.
3. When joining widely spaced multiple groups by the doubletwist method, the
maximum acceptable number to join in series is three.
4. When lockwiring closely spaced groups using the single strand method, the
maximum number of units that can be joined is determined by a 24in. length
of wire.
5. Install lockwire in a manner that does not overstress it. Lockwire will break
under vibrations if twisted too tightly. Pull the wire taut while twisting to
produce a twist with the approximate number of twists per inch indicated in
Table 700002A.
6. Exercise caution to prevent the wire from becoming nicked, kinked, or
otherwise mutilated. Nicked, kinked or otherwise mutilated wire is
unacceptable.
7. Install lockwire in a manner that will not cause additional tension other than
the tension imposed on the wire to prevent loosening.
8. Install lockwire in a manner that will not cause chafing or fatigue through
vibration.
9. Lockwire parts without holes to a convenient neighboring part. Lockwire in a
manner that does not interfere with the function of the parts following the
basic principles.
10. The maximum span of lockwire allowed between tension points is six in.
unless otherwise specified.
11. Use new lockwire for each application.
12. When a drawing specifies a seal, apply and crimp the seal to the lockwire ends
remaining after completing a series.
13. Lockwire hose and electrical coupling nuts in the same manner as for tube
coupling nuts.
14. Figures A through CC show typical examples of lockwiring. Figure K shows
an example of the single strand method, while the other figures show the
doubletwist method. Adhere to the basic rules outlined in this section for all
lockwiring.
700002c Detailed Instructions For Lockwiring
1. Check the units to be lockwired to ensure that they have been correctly
torqued. Undertorquing or overtorquing to obtain proper alignment of the
holes is unacceptable. Back off the unit and try again or select another unit
when it is impossible to obtain proper alignment within the specified torque
limits.
2. The holes in adjacent units should be approximately the same in relationship
to each other, as shown in Figures A through D for righthand threads. Install
the lockwire in a manner that the strand through the hole has a tendency to
pull to the right. Reverse for lefthand threads.
3. Insert the lockwire through the first unit and either bend the upper end over the
head of the unit or around it. If bent around it, loop the upper end under the
strand protruding from the hole and ensure the direction of the wrap and twist
will tend to keep the loop down.
4. Twist the strands taut until the twisted part is just short of the hole in the next
unit. The twisted portion should be within 1/8 in. from the hole in either unit.
5. When the free strand is to be bent around the head of the second unit, insert
the uppermost strand through the hole in this unit and follow the rules in
paragraph 2. If there are more than two units in the series, repeat the above
procedure.
6. Twist the wires to form a pigtail of three to five twists after wiring the last
unit. Cut off the excess wire, exercising extreme care to prevent the cutoff
wire ends from falling into the engine. Bend the pigtail toward the part in a
manner as that prevents it from becoming a snag. Short pigtails are desirable
when vibration is likely.
Table 700002B. Lockwiring Methods
Table 700002B cont. Lockwiring Methods
700003 DIFFERENTIAL PRESSURE COMPRESSION CHECK
700003a General
The differential compression check measures pressure leakage through the
combustion chamber. Compression testing equipment enables the mechanic to
detect leaks due to improper valve seating, worn piston rings, or damaged pistons
and cylinders.
The differential compression tester operates on the principal that, for a given
airflow through a fixed orifice, a constant pressure drop across that orifice will
result.
Compression testing enables a mechanic to detect leaks due to improper valve
setting, worn piston rings, or damaged pistons and cylinders. The condition of the
working parts in the combustion chamber of a cylinder can be determined by
measuring the static leak rate of the cylinder in terms of pressure drop through an
orifice of specified size. The cylinder compression is determined by attaching a
differential compressionmeasuring device to one spark plug hole of the cylinder
while the piston is at TDC of the compression stroke.
Compression testing is recommended any time the engine exhibits a loss of power,
increased oil consumption, hard starting, or other evidence of abnormal operation.
The differential compression tester operates on the principle that, for a given
airflow through a fixed orifice, a constant pressure drop across that orifice will
result. Refer to Figure 7230021.
700004 CLEANING
700004a General
1. Prior to engine disassembly, ensure that the work area is clean.
2. Benches on which engine parts are placed must be clean and free from grit,
metal filings, etc., which may contaminate engine oil systems, fuel systems or
hardware.
3. Clean plastic bags should be available in which oil system and fuel system
parts may be stored until ready for reassembly.
4. Clean plastic caps or covers should be used to protect exposed tubes or
bearing areas.
5. At reassembly make sure that all parts are clean and new packings installed.
700004b Precautions
Note: The choice of cleaning agents should be limited to approved consumables
complying with local, state and federal regulations. The toxicity of
cleansing agent will, however, depend on the type of contamination
encountered on part to be cleaned.
Caution
Take particular care in selecting cleaning method to make sure that
protective coatings are not removed from parent metal. Do not use alkalies
on aluminum, magnesium, aluminized and painted areas.
1. Wear rubber gloves, apron or coveralls and face shield or goggles, when
working with solvents.
2. Use the least toxic of available cleaning materials which will satisfactorily
accomplish work.
3. Do all cleaning operations in a well ventilated work area.
4. Make sure that adequate and usable fire fighting and safety equipment is
conveniently located and available to all personnel.
5. Do not smoke or expose a flame within 50 feet of cleaning area.
6. Make sure that all degreasing agents are thoroughly removed from all parts
after cleaning.
7. Do no use steel brushes for any cleaning operation except when specifically
detailed within this manual. Use a stiff bristle fiber brush.
700005 ENVIRONMENTAL COMPLIANCE
Lycoming is concerned with preserving the environment.
Whenever solvents, paint, fuel, oil, chemicals, or other consumables are used in
operating, maintaining, or overhauling an engine or component, Lycoming
strongly urges engine owners and repair and overhaul personnel to observe and
comply with all federal, state, and local environmental regulations.
Please share our concern for, and commitment to, clean earth, clean water, and
especially clean air for succeeding generations of flyers.
720000 RECIPROCATING ENGINE MAINTENANCE SECTION
720001 GENERAL DESCRIPTION
720001a Description of the Lycoming IO540AF1A5 Engine
The Lycoming IO540AF1A5 engine is a fuelinjected, directdrive, sixcylinder,
horizontally opposed, and aircooled with a down exhaust. This engine is supplied
with a starter. Mounting pad drives for two ANtype accessories and a propeller
governor are included.
FAA Type Certificate Number 1E4 has been issued for this engine.
The IO540AF1A5 engine has a rated maximum continuous power of 260 hp at
2700 rpm at standard sea level conditions. The engine has a bore of 5.125 in., a
stroke of 4.375 in., a piston displacement of 541.5 cubic inches, and a
compression ratio of 8.5:1.
The nitrided cylinders are aircooled with the major parts (head and barrel)
screwed and shrunk together. The heads are made from an aluminum alloy casting
with a fully machined combustion chamber. Valve guides and valve seats are
shrunk into machined recesses in the head. Rocker shaft bearing supports are cast
integrally with the head along with the housings to form the rocker boxes for both
intake and exhaust valve rockers.
The Lycoming IO540AF1A5 engine incorporates a color coding system painted
on the cylinder heads to designate the specific cylinder barrels and spark plugs
required. The IO540AF1A5 engine has nitrided cylinders, indicated by blue paint
between the shroud tubes, and requires longreach spark plugs, indicated by
yellow paint between the spark plug and the rocker box cover.
Cylinder barrels are machined from a chrome nickel molybdenum steel forging
with deep integral cooling fins. The interiors of the barrels are ground and honed
to a specified finish.
The valveoperating mechanism employs a conventional camshaft located above
and parallel to the crankshaft. The camshaft actuates tappets which operate the
valves through push rods and valve rockers.
Roller tappets are used to compensate for any expansion or contraction occurring
in the valve train.
The crankcase assembly consists of two reinforced aluminum alloy castings
divided at the centerline of the engine and fastened together by a series of body fit
through studs and bolts and nuts. The mating surfaces of the two castings are
joined without use of a gasket, and the main bearing bores are machined for the
use of precisiontype main bearing inserts. The crankcase forms the bearings for
the camshaft.
The crankshaft is made from a chromenickelmolybdenum steel forging and all
journal surfaces are nitrided. A system of dynamic counterweights eliminates
torsional vibration.
An accessory housing is machined from an aluminum alloy casting and is fastened
to the rear of the crankcase and to the top of the oil sump. The two magnetos and
the diaphragm type fuel pump are mounted on machined pads on the accessory
housing, and provisions for two additional accessories are provided.
Connecting rods are made in the form of “H” sections from alloy steel forgings.
They have replaceable bearing inserts in the crankshaft ends and splittype bronze
bushings in the piston ends. The bearing caps on the crankshaft ends of the rods
are retained by two bolts through each cap secured by nuts.
The pistons are machined from an aluminum alloy forging. The piston pin is of the
fullfloating type with a plug at each end of the pin.
The lubrication system in the IO540AF1A5 engine uses a wet sump. Figure 72
00011 shows a schematic diagram of the oil system.
Oil Sump – The sump incorporates the usual oil drain plug, oil suction screen, fuel
injector mounting pad, and the conventional intake riser and intake pipe
connectors.
Cooling System – This engine is designed to be cooled by air pressure. Baffles are
provided to build up a pressure and force the air through the cylinder fins. The air
is then exhausted to the atmosphere through gills or augmenter tubes usually
located at the rear of the cowling.
Induction System – Lycoming IO540AF1A5 engines are equipped with a
Precision Airmotive RSA type fuel injection system. The system is based on the
principle of measuring air flow and using the air flow signal in a stem type
regulator to convert the air force of the air into a corresponding fuel force. This
fuel force (fuel pressure differential) applied across the fuel metering section (jet
system) makes fuel flow proportional to air flow. A manual mixture control and
idle cutoff are provided. Particularly good distribution of the fuelair mixture is
obtained through the center zone induction system, which is integral with the oil
sump and is submerged in the oil and aids in cooling the oil in the sump. From the
riser, distribution to each cylinder is by individual intake pipes. Fuel vaporization
takes place at the intake ports.
Figure 7200011. Oil System Schematic Diagram
Lubrication System – The lubrication system is of the pressure wet sump type.
Figure 7200011 shows a schematic diagram of the oil system. The main
bearings, connecting rod bearings, camshaft bearings, valve tappets, push rods and
crankshaft idle gears are lubricated by means of oil collectors and spray. The oil
pump, which is located in the accessory housing, draws oil through a drilled
passage leading from the oil suction screen located in the sump. The oil from the
pump then enters a drilled passage in the accessory housing, where a flexible line
leads the oil to the external oil cooler. In the event that cold oil or an obstruction
should restrict the flow of oil to the cooler, an oil cooler bypass valve is provided.
Pressure oil from the cooler returns to a second threaded connection on the
accessory housing from which point a drilled passage conducts the oil to the oil
pressure screen, which is installed in a cast chamber located on the accessory
housing below the tachometer drive.
The oil pressure screen is provided to filter from the oil any solid particles that
may have passed through the suction screen in the sump. After being filtered in the
pressure screen chamber, the oil is fed through a drilled passage to the oil relief
valve, located in the upper right side of the crankcase in the front of the accessory
housing.
This relief valve regulates the engine oil pressure by allowing excessive oil to
return to the sump, while the balance of the pressure oil is fed to the main oil
gallery, the oil is distributed by means of separate drilled passages to the main
bearings of the crankshaft. Separate passages from the rear main bearings supply
pressure oil to both crankshaft idler gears. Angular holes are drilled through the
main bearings to the rod journals. Oil from the main oil gallery also flows to the
cam and the valve gear passages, and is then conducted through branch passages
to the roller tappets and camshaft bearings. Oil enters the tappet through indexing
holes and travels out through the hollow push rods to the valve mechanism,
lubricating the valve rocker bearings and the valve stems. Residual oil from the
bearings, accessory drives and the rocker boxes is returned by gravity to the sump.
The fuel injection system controls fuel flow in proportion to airflow with injection.
Dual ignition is furnished by two Slick magnetos and harnesses
.720001b Engine Specifications
Table 720001A. IO540AF1A5 Engine Specifications
FAA Type Certificate 1E4
Rated Maximum Continuous hp at rpm and BreakSpecific Fuel Consumption (BSFC) 260 @ 2700
Performance Cruise (75% Rated) 195 @ 2450
Economy Cruise (60% Rated) 155 @ 2350
Fuel Consumption, Cruise, gph at 75% rated power 15.0 gal
60% rated power 12.5 gal
Propeller Drive Ratio 1:1
Propeller Shaft Rotation Clockwise
Bore (in.) 5.125
Stroke (in.) 4.375
Displacement (in. 3 ) 541.5
Compression Ratio 8.5:1
Weight (lb) 415
Dimensions (in.): Height 22.021
Width 33.345
Length 40.392
Oil Sump Capacity (qt) 8
Fuel, Aviation Grade 91/96 or 100 LL
Fuel Injector, Precision Airmotive RSA5AD1
Magneto Drive: Ratio to Crankshaft and Rotation 1.5:1 – Clockwise
Magnetos, (2) TCM, Impulse Left Model S6LN1227**
TCM, Plain – Right Model S6LN1209
or
Slick, Impulse – Left Model 6351**
Slick, Plain Right Model 6350
Tachometer Drive, Ratio to Crankshaft, and Rotation 0.5:1 –
Counterclockwise
Starter, SkyTec Geared 12 Volt Optional
24Volt Optional
Starter, Kelly Aerospace Geared 12 Volt Standard*
24 Volt Optional
Alternator Drive, Ratio and Rotation 3.20:1 – Clockwise
Alternator, Kelly Aerospace 12 Volt Standard*
24 Volt Optional
Accessory Drive, No 1, AND2000 Optional
Ratio to Crankshaft and Rotation 1.3:1 –
Counterclockwise
Accessory Drive, No. 2, AND20000 or AND20001 Optional
Ratio to Crankshaft and Rotation 1.385:1 Clockwise
Propeller Governor Drive, AND20010, Type XX Optional
Ratio to Crankshaft and Rotation (Viewing Pad) .947:1 – Clockwise
Fuel Pump, Diaphragm Type Standard
Note: All locations and rotations are as viewed from the antipropeller end of the engine.
* For optional starters and alternators see the latest revision of Lycoming Service Instruction No. 1154.
** Two S6LN1227 or 6351 impulse coupled magnetos may be supplied as optional equipment.
720002 OPERATING INFORMATION
720002a PreStart Checklist
Several items of maintenance must be performed before starting the engine for the
first flight of the day. The prestart inspection is intended as an overall check to
determine the general condition of the aircraft and the engine.
1. Check that all switches are in the “OFF” position.
2. Ensure that the magneto ground wires are securely connected.
3. Check the oil level.
4. Examine the fuel and oil line connections. Repair any leaks before the aircraft
is flown. Note any indications that may require further attention during the 50
hour inspection.
5. Check all controls for general condition, travel, and freedom of operation.
6. Inspect and service the induction system air filter in accordance with the
airframe manufacturer’s recommendations.
Note: New, rebuilt, or newly overhauled engines and engines that have newly
installed cylinders should be inspected and serviced according to the
following schedule.
At 21/2 hours inspect the oil filter and oil screen contents (refer to
Section 052002a).
At 25 hours, change oil and filter and inspect the filter and screens.
Thereafter, inspect at 50 hour intervals unless there are indications that
attention is required sooner.
720002b Starting
The following are recommended starting procedures; however, the starting
characteristics of various airframe installations may necessitate some deviation
from these procedures. Refer to the Pilot’s Operating Handbook and the airframe
manufacturer’s maintenance manual for specific instructions.
Note: Cranking periods should be limited to 10 to 12 seconds with 5 minutes
rest between cranking periods.
720002b1 Cold Engine
1. Perform the prestart inspection.
2. Set the propeller governor to “FULL” rpm.
3. Turn the fuel valve to the “ON” position.
4. Open the throttle approximately ¼ inch.
5. Turn the boost pump on and move the mixture control to the “FULL RICH”
position until a slight but steady flow is indicated.
6. Return the mixture control to the “IDLE CUTOFF” position; turn boost
pump off.
7. Set magneto selector switch. Consult airframe manufacturer’s handbook for
correct position
8. Engage the starter.
9. When the engine starts, place magneto selector switch in “Both” position.
10. Move mixture control slowly and smoothly to “FULL RICH”.
11. Check the oil pressure gage for indicated pressure. If oil pressure is not
indicated within 30 seconds, stop the engine and determine the trouble.
720002b2 Hot Engine
Because fuel percolates and the system must be cleared of vapor, start a hot engine
using the same procedure as for a cold engine, above.
720002b3 Cold Weather Starting
In extremely cold temperatures, oil congeals, battery capacity is lowered, and the
starter can be overworked. Proper preheating can facilitate cold weather starting
and to protect against abnormal engine wear, reduced performance, and shortened
time between overhauls.
Lycoming recommends preheat for cold weather starts and requires that preheat be
used when the engine has been allowed to cool down in temperature below +10°F/
12°C.
Follow the procedures recommended by the airframe manufacturer and the
manufacturer of the preheat equipment being used to preheat the engine and oil.
Caution
1. Be sure that the engine oil is in compliance with the recommended
grades (Refer to Table 725001A).
2. Preheat carefully to avoid heat damage to nonmetal parts. When
using hot air, open cowl flaps, if installed, to avoid damage from heat
buildup.
3. Do not exceed idle RPM until oil pressure is stabilized above the
minimum idling range. If oil pressure does not rise to the minimum
within 30 seconds, shut down the engine and investigate.
4. Do not take off if there are indications of:
a. Engine roughness
b. Low, high, or surging RPM
c. Low, high, or fluctuating oil pressure
d. Low or high fuel flow
e. Excessive manifold pressure.
720002b4 Clearing A Flooded Engine
If the engine fails to start, assume that it is flooded. Use the following clearing
procedure then repeat the above starting procedure.
1. Turn the fuel boost pump off.

2. Place the mixture in “Idle CutOff”.
3. Select full throttle.
4. Use the starter to turn the engine over several times and clear fuel from the
cylinders.
Note: Cranking periods should be limited to 10 to 12 seconds with 5 minutes
rest between cranking periods.
5. Repeat the starting procedures.
720002b5 Ground Running and WarmUp
The Lycoming IO540AF1A5 engine utilizes air pressure to cool and thus
depends on the forward movement of the aircraft to maintain proper cooling.
When operating this engine on the ground, exercise care to avoid overheating.
1. Start the engine as outlined in the steps for starting a cold engine.
2. Head the aircraft into the wind.
3. Lean the mixture control during run up.
4. Operate the engine (while the aircraft is on the ground) with the propeller in
the minimum blade angle setting only.
5. Warm up at approximately 1000 to 1200 rpm.
Caution
Avoid prolonged idling and do not exceed 2200 rpm on the ground. The
engine is warm enough for takeoff when the throttle can be opened
without the engine faltering.
720002c Operations Checklist
1. Warm up as directed above.
2. Check both the oil pressure and oil temperature to ensure that they are both
within acceptable limits.
3. Leave the mixture control in the “FULL RICH” position.
4. Move the propeller control through its complete range to check operation and
return it to the “FULL LOW PITCH” position.
5. Check the magneto operation.
Note: Power output, propeller pitch, and mixture strength affect magneto drop
off.
a. Set the propeller to minimum pitch angle.
b. Set the engine to produce 50 to 65% power as indicated by the manifold
pressure gage.
c. Set the mixture control to the “FULL RICH” position.
Note: At these settings, the ignition system and spark plugs must work harder
because of the greater pressure within the cylinders. Under these
conditions, ignition problems, if any, will occur. Magneto checks at low
power settings will indicate only fuel/air distribution quality.
a. Switch from both magnetos to one and note the dropoff.
b. Return to both magnetos until the engine regains speed.
c. Switch to the other magneto and note the dropoff. The dropoff should not
exceed 50 rpm between magnetos. A smooth dropoff past normal is usually
a sign of a too lean or too rich mixture.
Note: Do not operate on a single magneto for too long a period. A few seconds
is usually sufficient to check dropoff and will minimize plug fouling.
720002d Stopping and ShutDown
1. If propeller is variable speed, set the propeller at minimum blade angle.
2. Idle until there is a decided decrease in cylinder head temperature.
3. Move mixture control to “IDLE CUTOFF’.
4. When engine stops, turn ignition switch off.
Refer to Pilot’s Operating Handbook for additional information.
720002e Operation Ground Check after Maintenance
1. Per the component manufacturer’s instructions, calibrate the cylinder head
temperature gage, oil temperature gage, oil pressure gage, manifold pressure
gage, and tachometer prior to testing.
Caution
Check that all vent and breather lines are properly installed and secured as
described in the airframe maintenance manual.
2. Install all intercylinder baffles, airframe baffles and cowling.
3. For optimum cooling during ground testing, use a test club. If a test club is not
available, the regular flight propeller may be used but the cylinder head
temperature must be closely monitored.
4. Face the aircraft into the wind.
5. Start the engine as described in Section 720002.
a. Check the oil pressure gage for indicated pressure. If oil pressure is not
indicated within 30 seconds, stop the engine and determine the trouble.
b. If oil pressure indicated within 30 seconds, operate the engine at 1000
RPM until the oil temperature has stabilized or reached 140°F. After
warmup the oil pressure cannot be less than the minimum pressure stated
in this manual.
c. Check the magnetos as follows:
i. (Controllable pitch propeller). With the propeller in minimum pitch
angle, set the engine to produce 5065% power as indicated by the
manifold pressure gage unless otherwise specified in the aircraft
manufacturer’s manual. At these settings, the ignition system and
spark plugs must work harder because of the greater pressure within
the cylinders. Under these conditions, ignition problems can occur.
Magneto checks at low power settings will only indicate fuel/air
distribution quality.
ii. (Fixed pitch propeller). Aircraft that are equipped with fixed pitch
propellers, or not equipped with a manifold pressure gage, may check
magneto dropoff with the engine operating at approximately 1800
RPM (2000 RPM maximum).
iii. Switch from both magnetos to one and note dropoff; return to both
until engine regains speed and switch to the other magneto and note
dropoff, then return to both. Dropoff must not exceed 175 RPM and
must not exceed 50 RPM between magnetos. Smooth operation of the
engine but with a dropoff that exceeds the normal specification of
175 RPM is usually a sign of propeller load condition at a rich
mixture. Proceed to step 5.c.iv.
iv. If the RPM drop exceeds 175 RPM, slowly lean the mixture until the
RPM peaks. Then retard the throttle to the RPM specified in step
5.c.i. or 5.c.ii. for the magneto check and repeat the check. If the
dropoff does not exceed 175 RPM, the difference between the
magneto does not exceed 50 RPM, and the engine is running
smoothly, then the ignition system is operating properly. Return the
mixture to full rich.
d. Continue operation at 1000/1200 RPM for 15 minutes. Insure that the
cylinder head temperature, oil temperature, and oil pressure are within the
limits found in the Operation and Installation Manual, P/N 6029733.
Shut the engine down and allow it to cool if necessary to complete this
portion of the test. If any malfunction is noted, determine the cause and
make the necessary correction before continuing the test.
e. Start the engine again and monitor oil pressure. Increase engine speed to
1500 RPM for a 5 minute period. Cycle propeller pitch and perform
feathering check as applicable per the airframe manufacturer’s
recommendations.
f. Run the engine to fullstatic airframe recommended power for a period of
no more than 10 seconds.
g. After operating the engine at full power, allow it to cool down moderately.
Check idle mixture adjustment prior to shutdown.
h. Inspect the engine for oil leaks.
i. Remove the oil suction screen and the oil pressure screen or filter to
determine any contamination. If no contamination is evident, then release
the aircraft for flight.
720003 TROUBLESHOOTING
Troubleshooting is the stepbystep procedure used to determine the cause for a
given problem and then selecting the best way to solve that problem.
720003a General
1. Start by discussing the problem with the pilot and the facility management

people to assist you in narrowing the causes.
2. Review maintenance logs and use appropriate diagnostic tools to eliminate
simple and inexpensive solutions before proceeding to more complicated and
expensive remedies. Often a quick visual inspection of the engine will provide
evidence of obvious problems, such as intake and exhaust leaks, physical
damage to ignition harness, blocked breathers, gas and oil stains, etc.
3. Consult the following Troubleshooting Chart as a diagnostic guide to the most
common and recurring problems, causes, and solutions. The chart provides
this information in a nonspecific format. Proceed from the simplest possible
cause to the most complex.
Engine Troubleshooting Chart
Problem Cause Correction
Engine will not start or is hard to Defective battery Replace with a charged battery in

start. accordance with airframe manufacturer’s
instructions.
Incorrect starting procedure Refer to the engine operator’s manual or
the Airframe Flight Manual for the
recommended starting procedures.
Throttle valve open too far Set throttle control approximately ¼ inch
open for about 800 rpm.
Insufficient prime (may be Increase prime. Inspect priming system
accompanied by backfire) for leaks.
Flooded engine Turn ignition switch “on”and place the
(overpriming) mixture control in “Idle CutOff.” Fully
open throttle and crank the engine to
start. If the engine does not start in five
seconds, shut down and do not reattempt
to start until the starter cools down.
When the engine starts, retard the throttle
and advance the mixture slowly to "Full
Rich”.
Engine will not start or is hard to Defective starter Replace starter.

start (cont.).
Lack of fuel Check fuel supply. Service as required.
Lack of fuel flow Disconnect fuel line and check fuel flow.
Inspect for evidence of leaks and correct
as required. Clean filters, strainers, lines,
or fuel valves.
Water in fuel injector Drain fuel injector and fuel lines.
Defective spark plug Remove plugs, inspect, clean, gap, test,
and replace as necessary.
Defective ignition wire Visually inspect ignition harness for
breaks and cracks. Remove distributor
cap from magneto and test leads using a
hightension lead tester. Replace
defective wires.
Magneto improperly timed Time magnetos to engine. Refer to

to engine. section 726003e.
Magneto internal timing not Replace magneto with serviceable unit
adjusted properly or “E” and/or check internal timing of magnetos.
gap drifting because of (Section 726003e)
point or follower wear.
Rough Idle Incorrect idle mixture Adjust for proper mixture by turning the

scalloped wheel at the side of the injector
to either rich or lean condition as
appropriate (indicated by an arrow and
the letter “R” located on the injector
linkage). Readjust idle speed after
making mixture adjustments. Refer to
section 726008g for complete
instructions.
Incorrect idle adjustment Adjust idle. Refer to section 726008g.
Plugged fuel injector Locate affected cylinder by feeling for a
nozzles “cold” cylinder after a 2min period of
operation. Flowcheck nozzles in
containers of equal size to locate partially
plugged nozzles. Refer to section 7310
01 for instructions. Clean or replace
nozzle. Clean nozzles in Hoppe’s #9 gun
cleaning solvent and blow out with

compressed air.
Rough Idle (Cont.) Sticking valve in fuel flow Remove divider from engine and

divider disassemble (exercise caution not to
damage diaphragm during disassembly or
reassembly). Flush out foreign matter.
The divider valve’s seat may be hand
lapped with a mild abrasive to remove
any burrs. Note: Fuel flow divider parts
are not interchangable. Never interchange
flow divider parts.
Nozzle screen and shroud Replace nozzle.
are deformed to extent that
it blocks or partially blocks
air bleed hole.
Leak in induction system Inspect flanges, gaskets and orings for
leaks and tighten as necessary. Inspect
for cracked intake pipes; replace as
necessary. Inspect for loose flange bolts
or loose plugs in intake port of cylinders;
torque as required. Inspect for fuel stain
evidence of leaking gaskets; replace when
found. Inspect for fuel drain valve not
properly seating.
Fuel vaporizing in lines and Operate with cowl flaps in the full open

flow divider (encountered position and keep ground operation to a
only at high ambient minimum. Operate with booster pump on
temperatures and prolonged as necessary.
operation at low or idle
rpm).
Internal injector leak Disconnect induction system at injector
inlet to observe impact tubes. Position the
throttle in the full “forward” position and
place the mixture in the full “rich”
position. Cap the fuel line to the flow
divider and turn on the boost pump. If
fuel is observed coming out of the impact
tubes, the injector has an internal leak
and must be replaced.
Cracked engine mounts or Replace in accordance with airframe and
defective mount bushings part manufacturer’s instructions.
Engine mount bushing Install in accordance with manufacturer’s
improperly installed. instructions.
Rough Idle (Cont.) Fuel pressure too low Check for plugged fuel filter. Adjust fuel

(12 psi for idle, normal pressure. If necessary, replace fuel pump
range for operation 14-45 in accordance with section 726004e.
psi).
Uneven cylinder Perform differential compression check.
compression Refer to section 723002. Do boroscope
inspection of low cylinders to determine
if further disassembly and repairs are
necessary. Refer to section 726005.
Faulty ignition system Set engine power to 50-65% with
propeller in low pitch. Check both
magnetos for excessive dropoff and
ensure that not more than a 50 rpm
difference exists between mags. Note: A
smooth dropoff that exceeds limits may
indicate a lean or rich injector. Visually
check harness for physical damage.
Remove distributor block and check leads
using a hightension lead tester. Repair or
replace components as necessary.
Remove plugs, inspect, clean, gap, test,
and replace as necessary.
Engine won’t idle unless boost Idle mixture is extremely Enrich idle mixture by turning scalloped

pump is on. lean. wheel at side of injector toward rich
condition (indicated by the arrow and the
letter “R” located on the injector linkage).
Readjust idle speed. Refer to section 72
6009e for complete instructions.
Low fuel pressure Check for plugged fuel filter. Adjust fuel
pressure. If necessary, replace fuel pump
in accordance with section 726004e.
Fuel vaporizing line Operate with cowl flaps in the full open
position and keep ground operation to a
minimum. Operate with boost pump on
as necessary.
Engine won’t idle unless boost Pressure too low at idle Check for loose fuel fitting, tighten as

pump is on (cont.). speed (engine may also lose necessary.
fuel pressure as the aircraft
climbs).
Idle mixture is extremely This condition is indicated by excessive
rich. black exhaust. Correct by turning
scalloped wheel at the side of the injector
toward lean condition (turn wheel away
from the letter “R” located on the injector
linkage). Readjust idle speed. Refer to
section 726009e for complete
instructions.
Engine pump fuel pressure Adjust fuel pump. If necessary, replace
is set too high. fuel pump in accordance with section 73
0101a.
Boost pump pressure is set Adjust pressure. If necessary, replace
too high. pump in accordance with airframe
Poor idle cutoff Improper rigging of mixture Adjust in accordance with airframe

control linkage manufacturer’s instructions.
Mixture control valve is Remove mixture control assembly from
scored or not seating injector. Lap idle cutoff jet and valve
properly, or “O” ring on assembly on a good lap plate, using a
mixture jet is broken or mild abrasive, until all scores and burrs
deformed. are removed. Clean thoroughly and re
assemble. Inspect the condition of the
“O”ring on mixture control jet. Check for
leaks by disconnecting fuel line at the
entrance to the flow divider. Place
throttle and mixture in “off” positions
and turn boost pump on. There should be
little or no fuel flow. More than 5cc per
minute indicates a leaking valve.
Vapor in lines Operate with cowl flaps in the full open
position and keep ground operation to a
minimum. Operate with boost pump on
as necessary.
Dirt is in the air bleed hole Remove and clean nozzles in Hoppe’s #9
of fuel injector nozzle. gun cleaning solvent and blow out with
compressed air.
Poor idle cutoff (cont.) Fuel jet in nozzles is Replace nozzles.

improperly located.
Valve in flow divider is Remove divider from engine and
sticking. disassemble (exercise caution not to
damage diaphragm during disassembly or
reassembly). Flush out foreign matter. If
necessary, replace the divider or have it
serviced at a vendor authorized facility.
Fuel flow divider parts are not
interchangable. Never interchange flow
divider parts.
Loose fuel line at flow Ensure main fuel line at flow divider and
divider or nozzle fuel injector are tight. Inspect all fuel
lines at divider and nozzles. Ensure fuel
nozzles are tight in the cylinders and are
not crossthreaded.
High fuel flow Plugged fuel injector Flowcheck nozzles in containers of equal

nozzles indicated by high size to locate plugged nozzles. Clean
flow reading on nozzle. plugged nozzles in Hoppe’s #9 gun
Pressure type gage only. cleaning solvent and blow out with
Not valid for direct flow compressed air.
type gage.
Faulty gage Install master fuel flow gage and run
engine to compare gages. Replace faulty
fuel flow gage.
ID of fuel lines is too small Check with a gage to verify fuel line ID
indicated by high flow is between 0.085-0.090 in. (do not mark
velocity on nozzle. Pressure inside of fuel line while measuring). Note:
type gage only. Not valid Primer lines have the same threaded
for direct flow type gage. connections as fuel lines but a much
smaller ID.
Injector rich Recalibrate and/or overhaul injectors that
are running rich at an approved facility.
Low Fuel Flow Dirty fuel filter screen Remove and clean in acetone or MEK.

Blow out with compressed air.
Faulty gage Install master fuel flow gage and run
engine to compare gages. Replace faulty
fuel flow gage.
Low Fuel Flow (Cont.) Flow divider does not open Disassemble, check for dirt and drag on

all the way (this may be diaphragm stem. Never interchange flow
intermittent). divider parts. They are flowed as an
assembly. Replace flow divider if
necessary.
Fuel line to fuel flow gage To detect broken or loose lines, inspect

is broken, loose, or plugged. for fuel dye stains. Disconnect line at
gage and injector and blow out with
compressed air to check for a plugged
line. Repair or replace line as necessary.
Low fuel pressure Adjust fuel pressure. Replace fuel pump
if necessary.
Injector lean Increases in cylinder head temperature,
EGT, or oil temperature indicate a lean
mixture. Run engine at a given power
setting full rich. Recalibrate and/or
overhaul injectors that are running lean at
an approved facility.
Engine will not turn static rpm or Tachometer reading is Verify tachometer operation. Have

will not develop rated rpm incorrect tachometer repaired or replaced; if
necessary.
Restriction in induction air Inspect and remove restriction. Verify
system. that airbox installation is in accordance
with airframe manufacturer’s installation
specifications.
Injector rich or lean Run engine at a given power setting full
rich. Recalibrate and/or overhaul
injectors that are out of specification at
an approved facility.
Propeller is out of Adjust in accordance with airframe
adjustment (not reaching manufacturer’s instructions.
specified low pitch).
Propeller governor is not Adjust in accordance with airframe
adjusted properly. manufacturer’s instructions.
Engine will not turn static rpm or Muffler’s internal baffles Strike muffler with a rubber mallet or

will not develop rated rpm (cont.) are broken and blocking the soft object and listen for a rattle. A rattle
exhaust outlet. Note: indicates loose baffles. Remove muffler
Broken baffles are free to for thorough inspection. Replace as
move around in the muffler. necessary in accordance with airframe
The engine may turn static manufacturer’s instructions.
rpm’s intermittently.
Excessively dirty air filter Replace in accordance with airframe
manufacturer’s instructions. Note:
Occasionally new filters will have an
excessive air drop through them. If this
condition is suspected, remove filter and
run engine to full throttle on a hard
surface in a dustfree area.
Incorrect magneto to engine Time magnetos to engine. Refer to
timing. section 726003.
Fouled spark plugs Remove and clean plugs.
Improper fuel flow Remove screens and flush out with
acetone or MEK. Blow out with
compressed air. Disconnect gage and
install a master fuel flow gage to
determine accuracy of aircraft fuel flow
gage. Replace injector as necessary.
Restriction in air inlet or Inspect air filters for cleanliness. Inspect
manifold induction system for breaks in ducting
that would allow foreign material or
heated air to enter induction system.
Repair or replace as applicable.
Improper fuel Consult section 730001a.
Throttle lever not properly Adjust in accordance with airframe
adjusted manufacturer’s instructions.
Poor combustion Perform a differential compression check.
Refer to section 723002a. Do
boroscope inspection to identify
excessively leaking valves, valve guides
or rings, and to locate any broken rings.
Perform top overhaul to correct
problems. Refer to section 726005.
Engine will not turn static rpm or Crankshaft to camshaft Note: The engine probably will turn up

will not develop rated rpm (cont.) timing is off static rpm’s, but manifold pressure will
be a little high. To vertify correct
crankshaft to camshaft timing, first
ensure all ignition and electrical switches
are “off”. Disconnect all spark plug
leads. Disconnect the starter. Remove the
top spark plug on #1 cylinder and rocker
box cover on #2 cylinder. Turn engine to
TDC on the compression stroke on the #1
cylinder; observe that when the piston in
#1 cylinder goes over TDC on
compression, the intake valve in the #2
cylinder is just starting to open and the
exhaust is just closing. If this condition
does not exist, thecrankshaft to camshaft
timing is off. Remove accessory housing
and correct timing. Refer to section 72
6006e.
Engine Surges Fuel injector nozzles are Clean by flushing in Hoppe’s #9 gun

dirty cleaning solvent and blow out with
compressed air.
Low engine oil level Check oil level. Replenish as required.
Faulty propeller governor Test circuit.
circuit
Faulty governor Replace governor.
Incorrect propeller governor Verify that governor is the correct part
no.
Breather plugged Inspect and remove any obstructions

from breather.
Defective oil pump Repair or replace (erratic oil pressure
may be traced to the fact that the pump is
sucking air). Refer to section 726004.
Propeller blades are sticking Remove and overhaul propeller.
in hub intermittently.
Excessive front main Perform leak test. Refer to section 7260
bearing clearance 06e.
Low oil pressure Insufficient oil Fill oil sump to proper level.
Pressure relief is out of Increase oil pressure by turning adjusting
adjustment. screw clockwise, and decrease by turning
counterclockwise.
Dirt or metal chips under oil Remove, disassemble, and clean.
pressure relief valve
Damaged oil pressure relief Replace or repair. Refer to section 7260
seat 06e.
High oil temperature Inspect the following areas for a cause:
1) proper oil level,
2) proper grade and weight of oil,
3) thermostatic bypass valve working
properly and seating squarely,
4) plugged or partially plugged oil
cooler lines or oil cooler,
5) excessive blowby,
6) air duct to cooler blocked or cooler
partially covered, and
7) defective temperature gage
Restriction at inlet side of Remove and clean oil suction screen and
oil pump oil passage to inlet side of oil pump.
Excessive internal spilloff Check the following areas for excessive
of oil oil flow, and repair or replace
1) loose or missing plugs in oil galley,
2) piston cooling squirts blocked open
(accompanied by low oil pressure at
low or idle rpm),
3) excessive bearing clearance,and
4) cracked crankcase in area of oil
galley.
Air leak on suction side Check conditions of oil suction screen
gasket, oil sump gasket, and oil pump
mating surface to accessory housing.
Replace cracked or damaged pars.
Relocated oil pressure Use only the approved oil pressure
takeoff point on the engine takeoff point. Note: If the oil pressure
takeoff point on the engine is moved
closer to the oil pump discharge, a rise in
oil pressure will be noted.
Low oil pressure (cont.) Failed or failing bearings Excessive bearing wear may be

determined by the presence of metal in
the oil suction screen or oil filter.
Disassemble engine for inspection and
replacement of bearings.
High oil consumption Improper grade of oil Use only aviationgrade straight mineral

type oil conforming to MILL6082 or
SAEJ1966 specifications, or an aviation
grade ashless dispersant type conforming
to MIL22851 or SAEJ1899
specifications, as appropriate. Consult
the engine operator’s manual for seasonal
viscosity recommendations.
Failure of new rings to Use mineral oil for the first 50100 hours
properly seat of operation before opting to change to
ashless dispersant oil. Climb to cruise
altitude at full power and operate at 75%
power for breakin.
Incorrectly installed piston Perform a differential compression check.
rings, worn piston rings, Refer to section 723002. Do boroscope
glazed or excessively worn inspection (air leaking past rings can be
cylinder barrels detected by listening for a hissing sound
in the crankcase at the breather entrance).
Remove cylinders and replace piston
rings with new ones and deglaze cylinder
barrels. Refer to section 726005.
Worn valve guides Remove cylinders from engine and take
out valves. Measure guides for wear.
Replace guides worn out of limits. Refer
to section 726005.
Oil leaks Inspect external area of engine for leaks
and repair same.
Oil being siphoned from Verify the oil filter cap is secure and that
engine in flight. the oil access door closes properly.
Verify that the breather hose is cut
properly and located to prevent
siphoning.
Oil level too high Do not fill above the maximum oil sump
capacity of 8 qt.

High cylinder temperature Spark plugs of improper Install approved spark plugs.
heat rating were installed.
Cooling baffles missing, Verify that all baffles are installed

broken, or improperly properly and none are broken. Replace as
installed. necessary. Note: Never modify, relocate,
or elimate any cooling baffles.
Partially plugged fuel Flush with Hoppe’s #9 gun cleaning
nozzles solvent and blow out with compressed
air.
Fuel lines of improper ID Check with a gage to verify fuel line ID
being used is between 0.085-0.090 in. (do not mark
inside of fuel line while measuring). Note:
Primer lines have same threaded
connections as fuel lines but are of much
smaller ID.
Improper magneto to engine Verify magneto to engine timing is
timing synchronized at 25° BTDC. Note:
Timing advanced more than 25° BTDC
will cause the engine to run hotter. Time
magnetos to engine as necessary. Refer to
section 726003.
Engine is operating Follow operator’s manual concerning
excessively lean. minimum fuel flows for various power
settings and never lean below minimum
fuel flows. Note: Check combustion
chamber for carbon deposits. The
absence of carbon deposits is indicative
of running the engine too lean.
Mixture control is Verify that full travel of the cockpit
improperly rigged. mixture control lever results in the
injector lever hitting the full rich and idle
cutoff stops.
High oil temperature Defective oil temperature Install master temperature gage and run

gage engine to compare gages. Replace faulty
gage.
Insufficient oil supply Check oil level at regular intervals and
maintain proper level.
High oil temperature (cont.) Insufficient cooling air Verify the integrity of the air inlet and

outlet ducting to the oil cooler. Repair or
replace parts in accordance with the
airframe manufacturer’s manual as
necessary.
Improper grade of oil Use only aviationgrade straight mineral
type oil conforming to MILL6082 or
SAEJ1966 specifications, or an aviation
grade ashless dispersanttype conforimg
to MIL22851 or SAEJ1899
specifications, as appropriate. Consult
the engine operator’s manual for seasonal
viscosity recommendations.
Oil cooler or oil cooler lines Remove oil cooler and oil cooler lines and
are plugged or partially flush out in accordance with airframe
plugged. manufacturer’s manual.
Thermostatic bypass valve Replace thermostatic bypass valve. Refer
is not operating properly or to section 726004. Note: Also replace
seating squarely. filter base if valve is not seating properly.
Excessive blowby Perform a differential compression check.
Refer to section 723002. Do borescope
inspection for indications of excessively
worn or broken rings. Perform top
overhaul to correct problems. Refer to
section 726005.
Leaks in engine induction Inspect and repair leaks.
system
High manifold pressure at idle Improperly adjusted fuel Adjust idle mixture to get a 25-50 rpm

injector rise when moving mixture control from
full rich to idle cut off. Readjust idle
speed after making mixture adjustments.
Refer to section 726008g for complete
instructions.

High manifold pressure at idle Incorrect hydraulic lifters Replace with the correct part no. for
were installed. lifters. Refer to section 726005. Note:
(cont.)
Any time hydraulic lifters are removed
from the engine for cleaning and
inspection, keep the cylinders and
plungers together as an assembly. If they
become separated replace with new ones.
Arbitrarily assembled body and plunger
assemblies will change the leakdown
rate.
Air leak in induction system Inspect induction system for leaks and
repair as necessary. Note: Engine will run
rough at idle if induction system leaks are
present.
High oil pressure Oil pressure improperly Decrease oil pressure by turning oil
adjusted. pressure relief adjusting nut counter
clockwise.
Improper weight of oil used. Use the recommended viscosity of oil for
the ambient temperature. Refer to the
engine operator’s manual.
Oil passage plugged from Remove pressure relief valve from the
pressure relief valve to engine and run a soft copper wire down
sump. through the oil passage to the sump to
clear blockage. Note: If blockage persists
remove sump and clear passage.
Relocated oil pressure Use only the approved oil pressure
takeoff point on the engine takeoff point. Note: If the oil pressure
takeoff point on the engine is moved
closer to the oil pump discharge, a rise in
oil pressure will be noted.
Oil temperature is too cold. Allow oil temperature to increase before
increasing throttle.
720004 ENGINE REMOVAL
Remove the propeller and cowling following the airframe manufacturer’s
procedures.
Note: During removal/disassembly, tag and mark ports, clips, tubes, wires, etc.,
to prevent improper installation/assembly.
720004a Disconnecting the Engine
1. Remove the oil drain plug from the sump and drain the oil from the engine.
2. Replace the oil drain plug.
3. Disconnect and cap the fuel supply line.
Caution
Dispose of the used oil and clean up any spilled oil or fuel in compliance
with federal, state, and local environmental regulations.
4. Disconnect any relays, gages, or other indicating devices following the
airframe manufacturer’s procedures.
5. During removal of tubes or engine parts look for indications of scoring,
burning or other undesirable conditions. To facilitate reinstallation, observe
the location of each part during removal. Tag unserviceable parts and units for
investigation and possible repair.
6. Extreme care must be taken to prevent dust, dirt, lockwire, nuts, washers or
other foreign matter from entering the engine. Suitable plugs, caps, and other
covering must be used to protect all openings as they are exposed. Dust caps
must be installed over, not in, tube ends. Flow through the lines may be
blocked if lines are inadvertently installed with dust caps in the tubes.
7. If at any time items are dropped into the engine, the assembly process must
stop until the dropped articles are located, even though this may require a
considerable amount of time and labor. Before assembling or installing any
part, be sure it is thoroughly clean.
8. Replace all gaskets, packings, and rubber parts at reassembly. Make sure the
new nonmetallic parts to be installed (such as an oil seal) show no sign of
having deteriorated in storage.
9. Lockwire, lockwashers, tablocks, tabwashers, or cotterpins must never be
reused. All lockwire and cotterpins must fit snugly in holes drilled in studs and
bolts for locking purposes. Install a cotterpin so that the head fits into the
castellation of the nut, and, unless otherwise specified, bend one end of the pin
back over the stud or bolt and the other end down flat against the nut. Use
only lockwire and cotterpins made of corrosion resistant steel. Bushing plugs
should be lockwired to the assembly boss or case. Do not lockwire the plug to
the bushing.
10. To protect critical areas of engine parts against scratches and nicks, tool
surfaces contacting these areas must be covered with protective material.
11. During replacement of components, note condition of any removed preformed
packings. Pieces accidentally torn or cut from packings must be retrieved,
regardless of size, even if this entails a systematic disassembly and cleaning of
the system. Make sure that new packings are free of cuts, flashings and
deformities which may be sheared off at installation.
12. When installing engine parts that require the use of a hammer to facilitate
assembly of installation, use only a plastic or rawhide hammer.
13. Whenever adhesive tape has been applied to any part, the tape must be

removed and the part thoroughly cleaned of all tape residue prior to being
subjected to high temperature during engine run. Do not leave tape or tape
residue on engine parts.
14. If any part has been coated with corrosion preventive compounds, all traces of
this compound and accumulated foreign matter must be removed.
720004b Removing External Accessories
Consult the airframe manufacturer’s instructions to disconnect any accessory
connections or to remove any external accessories that might interfere with the
removal of the engine from the airframe. Refer to Section 726004.
720004c Lifting
1. Refer to Figure 7200041.
2. Attach an enginelifting cable with a minimum capacity of 750 lbs. to the
lifting lugs on the engine.
Figure 7200041. Lifting Lugs and Engine Mounts
3. Using a crane or overhead hoist able to support a minimum weight of 750 lb,
take up any slack in the lifting cable until it is taut enough to support the
weight of the engine.
4. Remove the nuts and bolts from the engine mounts supplied by the airframe
manufacturer.
Note: Do not remove the enginemounting brackets from the engine. They serve
as tie down points used when the engine is crated or packed for shipment.
They are also needed to mount the engine in an overhaul stand in an
overhaul facility.
5. Lift the engine from the airframe.
720005 LONGTERM PRESERVATION
Engines in aircraft that are flown only occasionally may not achieve normal
service life because of corrosion. This occurs when moisture from the air and
products of combustion combine to attack cylinder walls and bearing surfaces
during periods when the aircraft is not used. The procedures for combating this
condition consist of coating the vulnerable surfaces with rust inhibitive compounds
as herein described.
Note: Need for preservation must be evaluated by the owner or operator of the
aircraft based on environmental conditions and frequency of aircraft
activity. The time periods given are recommendations based on normal
conditions.
Our experience has shown that in regions of high humidity, active corrosion can be
found on cylinder walls of new engines inoperative for periods as brief as two
days. In engines that have accumulated 50 hours or more time in service in a short
period, the cylinder walls will have acquired a varnish that tends to protect them
from corrosive action; such engines under favorable atmospheric conditions can
remain inactive for several weeks without evidence of damage by corrosion.
Aircraft operated close to oceans, lakes, rives and in humid regions have a greater
need for engine preservation than engines operated in arid regions.
720005a Active Engines
Engine temperature and length of operating time are very important in controlling
rust and corrosion. The desired flight time for air cooled engines is at least one
continuous hour at oil temperatures of 165°F to 200°F at intervals not to exceed
30 days, depending on location and storage conditions. This one hour does not
include taxi, takeoff and landing time. If recommended oil temperatures are not
obtainable, contact aircraft manufacturer for availability of oil cooler
winterization plates.
The aircraft temperature gages should be checked to make sure that they are
accurate.
The cooling air baffles need to be in good condition and fitted properly to assure
proper cooling air flow.
The oil cooler system needs to be of the proper size for the engine and airframe
installation. Oil coolers that are sized incorrectly can cause overheating or below
minimum temperatures. Low temperatures are just as harmful as high
temperatures due to buildup of water and acids.
Oil changes are very important in minimizing rust and corrosion. Refer to Section
725001d for recommended oil/filter change intervals and procedures.
Pulling engines through by hand when the aircraft is not run or flown for a week
or so is not recommended. Pulling the engine through by hand prior to start or to
minimize rust and corrosion does more harm than good. The cylinder walls,
piston, rings, cam and cam follower only receive splash and vapor lubrication.
When the prop is pulled through by hand, the rings wipe oil from cylinder walls.
The cam load created by the valve train wipes oil off the cam and followers. After
two or three times of pulling the engine through by hand without engine starts, the
cylinders, cam and followers are left without a proper oil film. Starting engines
without proper lubrication can cause scuffing and scoring of parts resulting in
excessive wear.
720005b Inactive Engines
If it is known that an aircraft is to remain inactive for 30 or more days, the
following procedure should be applied to the engine, especially if the aircraft is
located near salt water or similar humid environment.
1. Install a preservative by one of the following methods:
a. Drain the lubricating oil from the sump or system and replace with a
preservative oil mixture. This preservation mixture consists of one part by
volume MILC6529C Type I concentrated preservative compound added
to three parts by volume of MILL6082C (SAE J1966), Grade 1100,
mineral aircraft engine oil or oil conforming to MILC6529C Type II.
Follow carefully the manufacturer’s instructions before use.
b. An alternative method is the use of Cortec VC1326 preservative
concentrate added to the original oil at a ratio of 1 part VC1326 to 10
parts of oil.
2. Operate the engine until normal temperatures are obtained.
Do not stop engine until oil temperature has attained 180°F (82°C). If weather
conditions are below freezing, oil temperature should reach at least 165°F
(73°C) before shut down.
3. Remove sufficient cowling to gain access to the top spark plugs and remove
them.
4. Through the spark plug hole, spray the interior of each cylinder with
approximately two ounces of the preservative oil mixture using an airless
spray gun (Spraying Systems Co., Gunjet Model 24A8395 or equivalent). In
the event an airless spray gun is not available, a moisture trap may be
installed in the air line of a conventional spray gun.
5. Reinstall spark plugs and do not turn crankshaft after cylinders have been
sprayed.
Note: Oils of the type mentioned are to be used in Lycoming aircraft engines for
preservation only and not for lubrication. See Section 725001a for
recommended lubricating oil.
6. If the aircraft is stored in a region of high humidity, or near a sea coast it is
better to use dehydrator plugs instead of merely replace the spark plugs as
directed in the preceding step. Cylinder dehydrator plugs, MS275122 or
equivalent may be used.
7. Preferably before the engine has cooled, install small bags of desiccant in
exhaust and intake ports and seal with moisture impervious material and
pressure sensitive tape. Any other opening from the engine to the atmosphere,
such as the breather, and any pad from which an accessory is removed, should
likewise be sealed.
8. Firmly attach red cloth streamers to any desiccant bags installed in the intake
and exhaust passages to insure material is removed when the engine is made
ready for flight. Streamers should be visible from outside the aircraft.
Propeller should be tagged, “Engine preserved – do not turn propeller”.
8. At 15day maximum intervals, a periodic check should be made of the
cylinder dehydrator plugs and desiccant. When the color of the desiccant has
turned from blue to pink the preservation procedure must be repeated.
9. To return the aircraft to service, remove seals, tape, and desiccant bags. Use a
solvent to remove type residue. Remove spark plugs or dehydrator plugs. With
the magnetos off rotate the propeller by hand through sufficient rotation to
remove excess preservative oil from the cylinders. Drain the remaining
preservative from the engine through the sump.
Warning
To prevent serious bodily injury or death, before moving the propeller
take all precautions to prevent the firing of the engine. Disconnect spark
plug leads; insure magnetos are switched off and Pleads are grounded;
insure that the throttle is closed and the mixture is in “Idle CutOff”. Do
not stand within the arc of the blade. Even without spark, compression
can cause the propeller to move with sufficient force to cause serious
injury.
Install spark plugs and reconnect all parts in accordance with manufacturer’s
instructions. Service the engine with approved lubricating oil.
Note: Although the above procedures should prevent corrosion under favorable
conditions, it is recommended that the engine be periodically inspected for
evidence of corrosion.
The foregoing are general recommendations for proper engine care. Since local
conditions may differ and Lycoming has no control over the application of these
recommendations, no warranty against corrosion is intended.
Note: Cortec Corp. – manufactures preservative oils
4119 White Bear Parkway
St. Paul, MN 55510
Phone: 6124291100
8004CPORTEC
Fax: 6124291122
Protect Air Mfgs. – MS275122 Plugs
Fernandina Beach, FL 32034
720005c Fuel Injector
For preservation of fuel injectors, follow the procedures recommended by and in
accordance with the latest revision of the Fuel Control Manufacturer’s Manual.
720005d Factory Engine Preservation
New, rebuilt, and overhauled engines are preserved for either 60 or 180 days. The
date of preservation is the date printed on the sticker on the outside corner of the
engine box with the gross weight; or it may be written on the top of the box
following a “Preservation Date” stamp. The preservation date is intended to
protect the engine from corrosion for the specified time interval. It is not intended
to protect the engine indefinitely.
Note: Corrosion is warrantable only during the specified preservation period.
Perform the following steps at the end of the preservation period when keeping an
engine in storage.
For 60day Factory Preservation
After the first 60 days, and every 60 days thereafter, perform the following steps:
1. Remove the top and bottom spark plugs from the cylinder to be inspected.
2. Rotate the crankshaft until the piston is at bottom dead center.
3. Using a 4x borescope with a 70° angle of view or similar equivalent internal
examning device, check each cylinder for evidence of corrosion.
Note: Do not rotate the engine while conducting the borescope evaluation.
Note: The diameter of the borescope must be smaller than the diameter of the

spark plug hole.
4. Repeat steps 1. thru 3. until each cylinder is inspected. Reinsall the spark
plug.
5. Remove the rocker box covers and visually inspect for any evidence of
corrosion. When the inspection is finished, reinstall the rocker box covers.
6. Remove the accessories and visually inspect the drives and shafts to ensure
that no moisture or corrosion is evident. When the inspection is finished,
reinstall the accessories.
7. At the first sign of corrosion contact a Lycoming distributor of Lycoming
Technical Service at 8778397878 (877TEXSUPT).
After a period of one (1) year from the preservation date, the engine must be
placed inservice or the above steps 1 thru 4 must be performed as directed. As
previously stated, corrosion is warrantable only during the specified preservation
period. Performing the above steps does not extend the corrosion warranty.
For 180day Factory Preservation
Caution
Do not disturb the clear plastic bag in which the engine is sealed.
After the first 180 days, and every 60 days thereafter, perform the following steps.
Note that to perform these steps it will be necessary to remove some of the engine
packaging.
1. Remove the top foam pillow. Instructions for the removal are located on a
sticker on the outside of the engine box.
Note: Do not remove the engine from the box.
Note: Do not disturb the clear plastic bag in which the engine is sealed.
2. Inspect the moisture indicator. The indicator is resting on top of the cylinders
on one side of the engine and is visible through the bag. If moisture is present,
the indicator will have turned from blue to pink.
Note: If the moisture indicator has turned from blue to pink then the engine must
be inspected using steps 1 thru 7 listed under 60 day preservation.
3. Inspect the clear plastic engine bag to be sure that there is no visible signs of
damage. Damage to the container could cause the preservation to be lost.
Note: If the bag is found to be torn or damaged then the engine must be inspected

using steps 1 thru 2 listed under 60 day preservation.
4. At the end of 180 days, if the moisture indicator shows no signs of moisture
and the plastic bag is not either torn or damaged, the preservation may be
extended 60 days. As long as no moisture is indicated or the bag is not
damaged, the preservation can be extended in 60 days intervals for up to one
year from the preservation date on the box.
5. After a period of one (1) year from the preservation date, the engine must
either be placed in service or the above steps 1 thru 3 must be performed as
directed. As previously stated, corrosion is warrantable only during the
specified preservation period. Performing the above steps doe not extend the
corrosion warranty.
720006 ENGINE INSTALLATION
Each Lycoming engine undergoes a thorough preservative treatment before leaving
the factory. To protect the cylinders and related parts, preservative oil is sprayed
into each cylinder. Careful uncrating and uninhibiting of the engine is very
important to prevent any of the preservative oil from entering the induction
system.
720006a Uncrating
The Lycoming IO540AF1A5 engine has been carefully packed for shipment to
prevent damage in transit and to ensure that the engine reaches its destination in
perfect condition.
Note: Any engine that has been stored in a cold area must be brought into an
area with a temperature of at least 70°F (21°C) for 24 hours before
uncrating. If this is not possible, the preservative oil in the engine must be
warmed to facilitate draining by heating the cylinders with heat lamps.
1. Remove the top of the crate and set it aside.
2. Lift and set aside any packing materials from on top of the engine.
3. Connect an enginelifting cable to a winch, hoist, or crane able to support a
minimum load of 750 lb.
4. Connect the enginelifting cable to the lifting lugs on the top of the engine.
5. Lift the engine from the crate.
720006b Uninhibiting
720006b1 Engine
Caution
Do not rotate the crankshaft of an engine containing preservative oil
before removing the bottom spark plugs. Engine damage will result.
Caution
Avoid contact of preservation oil with painted surfaces. If preservation oil
does contact a painted surface, clean it off with a solvent as soon as
possible.
1. Remove all the bottom spark plugs.
2. Turn the crankshaft three or four revolutions by hand.
3. Tilt the engine to one side until the spark plug holes on that side are oriented
vertically.
4. Rotate the crankshaft at least two revolutions and allow the oil to drain out
through the spark plug holes.
5. Repeat steps 3 and 4 for the opposite side of the engine.
6. Inspect the spark plugs before reinstalling them. If they are not clean, wash
them in clean oilbased solvent. Dry them with compressed air.
7. Remove the oil sump plug and allow any preservative oil that has accumulated
in the sump to drain.
8. Remove the oil screen and clean it with a hydrocarbonbased solvent such as
Varsol or equivalent.
9. Reinstall the oil screen.
10. If a constant speed propeller is to be used, the expansion plug must be
removed from the crankshaft. Pierce a 1/8 in. to 3/16 in. hole in the center of
the plug to remove it.
11. Replace the oil sump plug and install a safety wire. Refer to Section 700002
for lockwire information.
12. Fill the sump with 8 quarts of aviationgrade oil. Refer to Section 725001a
for oil recommendations.
13. Inspect the induction riser to ensure that it is clean and dry. If a significant
amount of preservative oil is noted, clean, reinspect, and reinstall the intake
pipes.
720006c Fuel Injector
1. Remove the fuel inlet strainer and clean it with a hydrocarbonbased solvent
such as Varsol or equivalent. Refer to Section 732001a.
2. Inspect the fuel supply lines, fuel manifold, throttle body, and “bullet nose”

venturi to ensure they are clean and dry.
Caution
Dispose of used engine preservative and solvents in accordance with all
applicable federal, state, and local environmental regulations.
Note: If a small amount of preservative oil remains in the engine, it will not be

harmful; however, during the 25hour inspection, the oil should be drained
while the engine is hot. This will remove any residual preservative oil.
720006d Installing the Engine
1. If the engine is to be installed in an airframe from which an engine has
previously been removed, inspect the engine mounts to ensure they are not
bent, misaligned, distorted, or damaged.
Caution
Distorted, misaligned, bent, or damaged engine mounts may cause engine
or airframe damage or engine failure.
2. Refer to the airframe manufacturer’s instructions for attaching the engine to
the engine mounts.
720006e Connecting External Accessories
1. Accessory Drive: An accessory drive pad is provided for a customer installed
accessory. Accessory Drive Pad No. 1 will accept an accessory with mounting
flange and spline compatible with AND20000. Accessory Drive Pad No. 2
will accept an accessory with mounting flange and spline compatible with
AND20000 or AND20001.
a. Remove cover plate and gasket.
b. When installing the accessory, use the gasket and hardware specified by
the airframe manufacturer.
c. Torque to the value specified for the thread size in the Table of Limits.
2. Alternator: An alternator mounting pad is provided on the bottom of the
crankcase. For optional alternators see the latest revision of Service
Instruction No. 1154. Refer to Lycoming Parts Catalog P/N 61514 for a
listing of the mounting hardware.
a. The alternator blast tube must be connected to a source of cooling air
sufficient to prevent alternator temperature from exceeding maximum
limits.
i. Alternator Stator Slot 360°F
ii. Stator End Turns 360°F
iii. Drive End Bearings 248°F
iv. Positive Head Sink 305°F
b. Torque to the value specified for the thread size in the Table of Limits.
3. Propeller Governor: A propeller governor drive pad compatible with
AND20010 Type XX is provided on the upper left front of the crankcase.
a. Remove cover plate and gasket.
b. When installing the propeller governor, use the gasket and hardware
specified by the airframe manufacturer.
c. Torque to the value specified for thread size in the Table of Limits.
4. Connect oil and fuel supply lines and any reporting devices, sensors, and
senders per the airframe manufacturer’s instructions.
Table 720006A. Accessory Drives
Accessory Location Thread Maximum Torque Maximum

Size Overhang
Moment
Continuous Static
(in.lb.) (in.lb.) (in.lb.)
Accessory Pad 1 Upper Right Side of ¼20 70 800 25
Accessory Housing
Accessory Pad 2 Lower Right Side of ¼20 100 800 40
Accessory Housing
Alternator Bottom 5/1618 60 120 175
Prop. Governor Upper Left Front of 5/1618 125 2200 25
Pad Crankcase
720006f PreOiling Engines Prior to Start
Caution
To eliminate the possibility of highspeed bearing failure resulting from
insufficient lubrication during initial starts, all aircraft engines must be
preoiled after an overhaul, following oil cooler draining or replacement,
or whenever the oil lines have been disconnected.
Warning
If a propeller is installed, remain clear of the propeller turning arc. The
propeller will turn during this procedure, and could cause injury.
1. Fill the oil cooler with oil.
2. Remove one spark plug from each cylinder of the engine.
3. If the aircraft is not equipped with an oil pressure gage, remove the STD1102
allen plug from the upper left front of the main galley, aft of the propeller
governor pad.
4. Place the mixture control lever in the “IDLE CUTOFF” position and the fuel
selector switch in the “OFF” position.
5. Turn the engine with the starter (or with an external power source, if
available) until a minimum oil pressure of 20 lb is indicated on the oil pressure
gage or until there is a steady flow of oil from the opening on the engine.
Caution
Do not energize the starter for periods longer than 15 seconds. Allow the
starter to cool after each energizing period. Refer to the starter
manufacturer’s instruction manual for additional information.
Note: If oil pressure is not determined after the first cranking of 10 to 15
seconds, allow the starter to cool and repeat the cranking/ starter cooling
sequence until 20 lb is indicated on the oil pressure gage or oil flow is
observed.
Caution
If there is no indication of steady oil pressure after five attempts, the cause
should be determined and fixed.
6. Turn the starter for an additional 10 seconds to verify that the oil pressure
remains at least 20 lb.
7. Reinstall the spark plugs and proceed with normal starting procedures
immediately. Refer to Section 720002b.
8. When the engine starts, observe the oil pressure gage. If there is no oil
pressure indication, shut down the engine until cause is determined.
9. Allow the engine to run for approximately 3 minutes at 1000 rpm.
10. Shut down in accordance with Section 720002d.
720007 ENGINE ORDERING AND RETURN
Some aircraft owners may choose to order a new or rebuilt exchange replacement
engine to minimize the time period their aircraft is grounded during engine
overhaul.
720007a Engine Ordering
The following information must be provided with the engine order to the
authorized Lycoming distributor to ensure that the correct replacement engine is
shipped in a timely fashion.
1. Serial number of the engine being replaced.
2. Model of engine.
3. Total time on the engine being replaced.
4. Condition of the engine being returned:
a. Normal runout.
b. Failure.
c. Accident involvement.
Example of an Engine Order
Engine serial number L1234567A
Model number IO540AF1A5
Total time (hr) 2000
Condition Normal runout
720007b Return of Runout Engines
Rebuilt engines are sold on an exchange basis only, and an operable engine or a
carcass of a like model engine must be returned to Lycoming within 45 days of the
engine order. The Exchange Engine Tag (Form 156C5M76) listing the
applicable data and all engine log books must accompany the engine.
If the exchange engine is to be credited against a transaction older than two years,
a copy of the invoice must be included with the engine being returned. Deviating
from this policy is permissible only when an outright rebuilt engine sale is
approved in advance by authorized factory personnel. Factory
new engines may always be purchased on an outright basis.
720007c Return of Engines for Special Adjustment Consideration
Engines that are returned by the distributor for warranty work or for special
adjustment must be accompanied by the following information.
1. All engine logbooks.
2. Spark plugs.
3. All accessories including the fuel injector servo.
4. Magnetos and ignition harness.
All items must be returned in “as is” condition to fully evaluate the engine
problem.
Note: If all of the above information is not furnished with the engine, no
warranty investigation will be made and the engine will be accepted for
exchange credit only.
Engines that are being returned must be properly preserved against corrosion prior
to shipment. Engines being returned from outside the United States must be
shipped through a consolidation point, where the engines could be delayed in
shipping; thorough preservation is critical.
Upon receipt and inspection of a failed engine in the factory, an appropriate credit
against the invoice for a replacement engine will be issued. This credit will be
based on the provisions outlined in the Published Warranty for new,
remanufactured, and overhauled reciprocating engines. In cases where prorate
credit is applicable, the credit will be based on a costperhour basis. The formula
used to determine the cost per hour is computed by dividing the exchange price by
the time between overhaul (TBO) hours.
Your complete cooperation will enable Lycoming to provide the correct model
replacement engine and to continue providing service in a timely manner.
720007d Parts Return—International
Parts being returned to Lycoming from distributors outside the United States must
use the following procedure.
1. Complete a Warranty Application and Return Material Form 916 or a
Request for Instant Credit Form TLRED1091.
2. Send the original copy of the appropriate form via first class mail to the
address below.
3. Include copy number 5 of the selected form packaged with the part or parts
being returned for warranty consideration.
4. Securely package and properly preserve parts being returned as required to
prevent additional damage from shipping.
5. Return the parts with all transportation, duty, and handling charges prepaid to:
Lycoming Engines
Warranty Department
652 Oliver Street
Note: Do not address the shipment to the attention of any individual. This will
cause unnecessary delays.
Note: Any parts having a value of less than $100.00 distributor net need not be
returned unless their return is required by a service publication.
Note: Do not return parts for warranty consideration via the consolidation
points. Consolidation points are expressly for the return of engine cores.
Parts and/or engines returned for warranty consideration via consolidation
points are subject to delay or damage.
Note: Parts must be returned to Lycoming within 45 days from the date of
occurrence or the warranty will not be honored.
Note: Parts received without the proper form will be returned to the distributor
freight collect.
720007e Parts Return—Domestic
Parts being returned to Lycoming from distributors within the United States must
use the following procedure.
1. Complete a Warranty Application and Return Material Form 916 or a
Request for Instant Credit Form TLRED1091.
2. Send the original copy of the appropriate form via first class mail to the
address below.
3. Include copy number 5 of the selected form packaged with the part or parts
being returned for warranty consideration.
4. Securely package and properly preserve parts being returned as required to
prevent additional damage from shipping.
5. Return the parts with all transportation, duty, and handling charges prepaid to:
Lycoming Engines
Warranty Department
652 Oliver Street
Note: Do not address the shipment to the attention of any individual. This will
cause unnecessary delays.
Note: Any parts having a value of less than $100.00 distributor net need not be
returned unless required by a service publication.
Note: Do not return parts for warranty consideration via the consolidation
points. Consolidation points are expressly for the return of engine cores.
Parts and/or engines returned for warranty consideration via consolidation
points are subject to delay or damage.
Note: Parts must be returned to Lycoming within 30 days from the date of
occurrence or the warranty will not be honored.
Note: Parts received without the proper form will be returned to the distributor
freight collect.
IO-540-AF1A5 Maintenance Manual Section 72-20-00
72-20-00 POWER SECTION MAINTENANCE

72-20-01 GENERAL INFORMATION
The power section of this engine consists of the crankcase, the crankshaft and
counterweights, the camshaft, and the bearings.
72-20-02 CRANKCASE
There are no regularly scheduled maintenance procedures that apply to the

crankcase.
72-20-03 CRANKSHAFT AND COUNTERWEIGHTS

crankshaft and counterweights.
72-20-04 CAMSHAFT

camshaft.
72-20-05 BEARINGS
There are no regularly scheduled procedures that apply to the bearings.
February 2008 Page 1, Section 72-20

Section 72-20-00 IO-540-AF1A5 Maintenance and Overhaul Manual
Page 2, Section 72-20 February 2008

723000 CYLINDER SECTION MAINTENANCE
723001 GENERAL INFORMATION
The cylinder section of this engine consists of the cylinders, rings, pistons,
pushrods, valves and valve springs, and hydraulic tappets.
723002 CYLINDERS
Regularly scheduled maintenance for the cylinders consists of compression checks
and cylinder removal and replacement, and valve check.
723002a Compression Check
1. Perform compression checks at 100 hours of engine operation and annual
inspection intervals. A compression check is also recommended any time loss
of power, increasing oil consumption, hard starting, or other evidence of
unexplained abnormal operation is encountered.
2. Record the results in the engine maintenance logs to determine progressive
wear trends.
Figure 7230021. Typical Differential CompressionMeasuring Device
723002a1 Differential Compression Test Equipment Specifications
Differential compression testers acceptable for use with the IO540AF1A5 will
incorporate a 0.250 in. long restrictor orifice with a 0.040 in. ID (No. 60 drill)
orifice diameter and 60° entrance angle.
1. Regularly clean and check the differential compression equipment for
accuracy.
Note: Insure all gages are accurately calibrated within the gage manufacturer’s
calibration specifications.
2. Check equipment for accuracy with the shutoff valve closed and regulated
pressure at 80 psi. The cylinder pressure gage must indicate 80 psi ±2 psi
while maintaining the regulated pressure at 80 psi for at least 5 seconds.
723002a2 Recommendations For Performing The Differential Compression Check
Note: The following recommendations outline the principles involved and are
intended to supplement the equipment manufacturer’s instructions. Read
and follow the equipment manufacturer’s instructions for the correct
operation of specific testing equipment.
Warning
Take all necessary precautions against accidental firing or rotation of the
engine.
1. Run the engine to normal cylinder head and oil temperatures immediately
preceding the compression check.
2. Ensure the magneto switches are operating correctly before shutdown
following the airframe manufacturer’s operating instructions.
3. Shut down the engine by closing the throttle and placing the mixture control in

“Idle CutOff”. Be sure the magnetos are properly grounded.
4. Perform the compression test as soon as possible after engine shutdown to
provide uniform lubrication of the cylinder walls and rings.
5. Verify that the magneto switches and fuel supply switches are all in the
“OFF” position.
6. Verify the security of “P” lead connections.
7. Ensure that the throttle is in the closed position and that the mixture control is
in the “IDLECUTOFF” position.
8. Set AC brakes and chock wheels.
9. Disconnect all spark plug leads.
Caution
Leads and spark plugs are very hot. Take precautions to avoid burns.
10. Remove the most accessible spark plug from each cylinder.
11. Verify that the air valve on the test equipment is in the closed position.
12. Connect the compression tester to a clean source of compressed air at
approximately 100 to 120 psi.
13. Adjust the regulator of the compression tester to obtain 80 psi on the regulated
pressure gage. The cylinder pressure gage must also read 80 psi ± 2 psi for at
least 5 seconds.
Warning
Severe bodily injury or death may result if struck by a rotating propeller.
Always remain clean of the propeller’s blade arc. Ensure the security of
the propeller blade before applying compressed air to the combustion
chamber. Use heavy gloves or rags to protect the hands while holding the
propeller blade. Before attaching the compression tester, check the air
supply regulator to be sure that air pressure to the engine cylinder is not in
excess of 80 psi air pressure or the cylinder can cause the propeller to
turn.
14. Rotate the propeller in the direction of rotation until the piston is coming up on
its compression stroke.
15. Install an adapter in the spark plug bushing.
16. Verify that the compression tester’s air valve is in the “OFF” position and
connect the compression tester’s quick disconnect adapter to the spark plug
cylinder adapter.
17. Secure the propeller and slowly open the air valve and pressurize the cylinder
with 15 to 20 psi. To assure that the piston rings are seated, one person should
move the propeller back and forth slightly with a rocking motion while air
pressure is introduced.
18. Rotate the propeller against this pressure until the piston reaches Top Dead
Center (TDC). A sudden decrease in the force required to move the propeller
indicates TDC. Rotating the propeller past TDC will tend to rotate the
propeller in the direction of rotation.
Note: Back up at least onehalf engine revolution and start over if the piston is
rotated past TDC. This backing up is necessary to eliminate the effect of
backlash in the valve operating mechanism and to keep piston rings seated
on the lower ring lands.
19. Secure the propeller blade and continue to open the air valve completely.
Warning
The combustion chamber will contain sufficient air pressure to forcefully
rotate the propeller if it is not exactly on TDC. Always remain clear of the
propellers blade arc. Severe bodily injury or death may result if struck by
a rotating propeller.
20. Check the regulated pressure and adjust to 80 psi as necessary.
21. Observe the pressure indicated on the cylinder pressure gage. The difference
between this pressure and the pressure indicated on the regulator pressure
gage is the amount of leakage through the cylinder. The maximum allowable
leakage is 25% of the 80 psi regulated pressure or a reading of 60/80.
(a) A pressure reading of 70 psi or greater is satisfactory.
(b) A pressure reading of 65 psi to 69 psi indicates possible wear and
subsequent compression checks should be made at 100hour intervals to
monitor wear rate.
Note: Make log book entry to insure that compression check is made at the next
100hour interval.
(c) If the pressure reading is 60 psi or lower, or if the monitored pressure
decreases at a rapid rate, a defective cylinder is indicated and removal or
overhaul should be considered.
(d) Low pressure in a single cylinder is indicative of air passing by the piston
or by the valve.
(e) Air discharged from the breather or oil filler tube indicates leakage in the
area of the piston and rings.
(f) Air discharged through the intake system indicates leakage at the intake
valve.
(g) Air discharged from the exhaust system indicates leakage at the exhaust
valve.
22. Pressure readings for all cylinders should be nearly equal. A difference of 5

psi is satisfactory. A difference of 6 to 15 psi indicates a need for further
investigation.
Note: If the pressure difference does not exceed 15 psi, it may not be necessary
to remove the cylinder. A valve can reseat itself and regain acceptable
compression. Unless the psi differential exceed 15 or unless there are
indications of other conditions, recheck the compression within the next 10
hours of operation.
23. If low compression results are obtained on a cylinder, rotate the engine
through several revolutions with the starter or restart and operate the engine at
least 3 minutes. This will allow the rings to seal with oil. Recheck the
compression on the affected cylinder.
24. If low compression still results on a cylinder, listen for airflow at the exhaust
or intake ports. Airflow at either location indicates a poor seal at the valve
face to valve seat. This may be corrected by “staking” the valves.
(a) Rotate the propeller so the piston will not be at TDC to prevent the valve
from striking the top of the piston during the “staking” operation.
Caution
Staking at TDC will result in damage to the piston and /or valve.
(b) Remove the rocker box cover and place a fiber drift on the rocker arm
directly over the valve stem.
(c) Tap the drift several times with a 1 to 2 lb. hammer to dislodge any
foreign material between the valve face and seat.
(d) Rotate the engine several revolutions to reseat the valves in the normal
manner.
(e) Recheck compression.
25. If low compression still results, check spark plug port seals with a soap
solution to determine if the Helicoil insert requires replacement.
26. Check cylinder head and barrel with a soap solution for cracks. Cylinders with
cracks must be replaced.
27. Inspect the spark plugs removed from cylinders with low compression.
28. Visually inspect for evidence of cylinder malfunction.
29. Perform a borescopic inspection of the combustion chamber and top of the
piston for evidence of damage.
30. If indicated by testing or inspection, repair and/or replace cylinder components
in accordance with the following procedures 723002b through 723002e.
723002b Cylinder Removal
Refer to Section 726005 for cylinder removal, disassembly and installation
procedures.
723002c Cylinder Inspection
Examine the cylinder head thoroughly. Check for the following possible defects:
a. Loose, scored, pitted, or otherwise damaged valve seats. Replace.
b. Loose or damaged studs. Replace with 0.003, 0.005, 0.007, or 0.012 in.
oversize studs.
c. Loose or damaged spark plug Helicoil inserts. Replace with oversize
insert.
d. Loose, cracked, or scored valve guides. Replace.
e. Nicked, scored, or dented mounting pads for intake and exhaust ports or
for rocker box covers. Replace.
f. Cracked cooling fins. If a cooling fin adjacent to the exhaust port flange is
cracked, a 3/16 in. diameter hole may be drilled as a stop, providing:
· The end of the crack is at least ¼ in. from the base of the metal; or
· The cracked area may be removed from the fin, provided the maximum
removal is no more than onehalf the total fin width; or
· The maximum removal is in accordance with Figure 7260056; or
· No burrs or sharp edges are in evidence; or
· The minimum fillet at the root of the removed portion of the fin has a
¼ in. radius, and the minimum corner at the top of the fin adjacent to
the removed portion has a ½ in. radius; or
· There is no more than one crack per fin and its depth is no closer than
¼ in. from the base of the metal, and a fin stabilizer is used to reduce
vibration and further deepen the crack.
g. Physically damaged, broken, or bent fins. If a cooling fin is damaged, broken,
or bent, the blended area must not exceed 3/8 in. nor be 3/8 in. deep, or:
a. There may be no more than four blended fins on the push rod side of the
head, or
b. No more than six blended fins on the antipush rod side of the head.
h. In addition to the above, a fluorescent penetrant inspection of the cylinder
must be made. Pay particular attention to the areas between the 15th and 20th
cylinder fins (counting from the top) on the exhaust port side of the cylinder
and the area around the lower spark plug counterbore.
i. For cylinder barrel inspection, refer to Section 726005e3 and 726005e4.
723002d Cylinder Replacement
Refer to Section 726005h for cylinder installation procedure.
723002e Exhaust Valve and Guide Condition Inspection
Use of ST71 Fixture to Determine Valve Guide Wear or Carbon Build Up
Refer to Figure 7230023 for Fixture Installation. Valve guide wear (bell
mouthing) occurs on the inside diameter of the valve guide in a straight line with
the centerline of the rocker arm. Valve stem movement must be measured by
moving the valve stem along this line. The ST71 Fixture incorporates one
adjustable selflocking screw to measure valve stem movement. Refer to Figure
7230023.
1. Remove the rocker box cover and gasket from the cylinder head.
2. Push out the valve rocker shaft and remove the exhaust rocker arm and rotator
cap.
Caution
Physically separate and identify by cylinder each valve train part as it is
removed, so that each part may be in exactly the same location from
which it was removed.
3. Remove push rods, shroud tubes and hydraulic tappet assemblies.
Disassemble tappet and clean as described in Section 726005c and7260
05d.
4. Wipe the oil from the top surface of the spring retainer by wiping with a cloth
dampened with solvent. This will increase the friction between the valve spring
retainer and pressure plate and should eliminate any slippage when the valve
stem and spring are moved into position for a measurement.
5. Install the gage adapter over the end of the valve stem and tighten it securely.
If the adapter can be rocked on the valve stem by hand, it is not correctly
secured. The valve retainer keys do not need to removed from this type valve
stem. Refer to Figure 7230022.
Figure 7230022. Gage Adapter Assembled on Exhaust Stem
6. Insure the adjustable selflocking set screw on the ST71 fixture is backed out

(counterclockwise) to avoid interference with the adapter post attached to the
valve stem. See Figure 7230023.
Figure 7230023. Compressor Plate Installed on Cylinder
7. Push the assembled valve stem and gage adapter in against the upper spring
retainer as far as it will go. This will move the valve off of the seat and
eliminate any interference when the valve stem is moved.
Note: In the following steps 8 and 9, a screwdriver with a 3/16 inch blade x 4
inch long shank is sufficient to move the valve both ways. Excessive
pressure applied to the screwdriver will cause erratic measurements.
8. Insert the blade of a screwdriver in the area between the exhaust valve spring
and fixture as shown in Figure 7230024, and using the pressure plate as a
fulcrum, press the blade of the screwdriver against the exhaust valve spring,
forcing it toward the selflocking set screw as far as it will go. Relax the
pressure on the screwdriver. Friction between the fixture and the outer spring
retainer should keep the valve stem from returning to its normal position. If
the valve stem does have a tendency to move, maintain a slight pressure on the
spring with the screwdriver.
Figure 7230024. View Showing Screwdriver in Position
to Move Exhaust Valve Stem
Figure 7230025. Feeler Gage in Position Between Set Screw and Adapter Post
9. Using a .010 inch feeler gage between the set screw and gage adapter as
shown in Figure 7230025, turn the set screw toward the gage until a slight
drag is obtained on the feeler gage. Do not turn the screw far enough to move
the adapter and valve stem.
10. Using the screwdriver, push the valve spring as far away from the set screw as
it will go, and using a combination of feeler gage blades determine the gap
between the tip of the set screw and the gage adapter. Refer to the following
Table for acceptable limits.
Recommended Allowable Stem Movement
Valve Guide Minimum Clearance Maximum Clearance
ID (In.) (In.) (In.)
.4995/.5005 .015 .030
11. The measurement obtained in step 10 includes the .010 inch used in step 9 as
a starting dimension.
EXAMPLE
.019 in. = Total thickness of gage required to measure valve movement.
.010 in. = Thickness of gage used to establish a starting point.
.009 in. = Actual amount the valve stem has moved: This indicates insufficient
clearance between the valve stem and valve guide which can be corrected by
reaming the valve guide I.D. to remove a buildup of carbon deposits. Using the
same procedure, if the dimension obtained in step 10 had been .038 inch, the
actual amount the valve stem moved would be .028 inch indicating that wear on
the inside diameter of the valve guide is below the maximum limit and the valve
guide is suitable for further service. If valve stem movement is in excess of the
maximum limit listed in the table, the valve and guide must be replaced.
12. Rotate the piston to near it top end of travel again and remove the gage
adapter from the valve stem.
13. Remove the fixture from the cylinder by backing out the capscrews alternately
to release pressure on valve springs evenly.
14. Complete the preceding checks on all cylinders, enter the inspection results
and any corrective action accomplished in the engine log book.
15. Using new seals and gaskets, install the hydraulic tappet assemblies, shroud
tubes, push rods valve rotator caps (if required), rocker arms and shafts, and
check dry tappet clearance. If all parts are returned to their original position,
dry tappet clearance will not change. To check dry tappet clearance, push in
on push rod end of valve rocker and check clearance between the end of the
valve rocker and valve stem tip, using a valve clearance gage. Dry or unleaded
clearance limits are given in the Table of Limits Section.
Modification of ST71 Fixture to Allow Use of a Dial Indicator
The procedure described above utilizes a feeler gage to measure the distance the
exhaust valve stem has moved. Although this method is satisfactory, it has been
found that it is must easier to measure movement of the valve stem if a dial
indicator is used instead of the feeler gage. Refer to Figure 7230026 for
modification for a P/N ST71 fixture.
Figure 7230026. Details for Modifying Tool ST71 for Use
With a Dial Indicator (Parallel Valve Cylinders)
Note: The dial indicator shown in Figure 7230026 is Model C8IQ
manufactured by Federal Products Corp., Providence R.I. If a comparable
dial indicator is available for use, the adjustment screw holes in the
fixtures can be drilled to accommodate the indicator.
16. Install the adapter post and fixture in the same manner as described in steps 1
through 3 above, and push the adapter post and valve stem in against the valve
spring retainer as far as it will go.
17. Insert the bade of a screwdriver in the area between the valve spring and
fixture and push the valve and adapter post away from the dial indicator as
shown in Figure 7230027.
18. Move the dial indicator toward the adapter post until the indicator is preloaded
approximately .010 inch, and lock it in place with the set screw.
19. Adjust the dial of the indicator to rear “0” (zero) as shown in Figure 7230
027.
20. Insert the screwdriver between the fixture and valve spring on the opposite
side and push the valve spring toward the dial indicator as shown in Figure
7230027. Relax the screwdriver and record the reading on the dial
indicator. The measurement must be within the limits .015 in. to .030 in. If
not, perform the required procedure as described in Step 15 of the preceding
section.
Figure 7230027. Dial Indicator in Position to Check Valve Guide Clearance
Figure 7230028. Pushing Valve Stem and Adapter Post Toward
Dial Indicator to Establish Valve Guide Condition
Use of a “GO/NOGO” Gage to Determine Vale Guide Wear or Carbon Build
Up
21. Remove all spark plugs and exhaust manifold. If compressed air is to be used
to hold valve, one spark plug should not be removed.
22. Remove rocker box cover and gasket from cylinder.
23. Push out rocker shaft to remove exhaust rocker and rotator cap.
Caution
Physically separate and identify by cylinder and valve location, the valve
train components as they are disassembled, so that each part may be
reinstalled in exactly the same location from which it was removed. Pay
particular attention to valve stem keys. These tend to wear in uniform
distinctive patterns, and must be returned to the same position as they
were removed.
24. Position crankshaft just after bottom center on the intake stroke.
25. Insert about 8 feet of 3/8 inch nylon rope through the spark plug hole; then
turn the crankshaft until the piston moves the rope snuggly against the exhaust
valve.
a. An alternate technique for holding the valve in position is with air pressure
using shop air and a compression check fitting.
Caution
The piston is held at bottom dead center by firmly holding the propeller to
prevent the engine from turning when air pressure is applied through the
differential compression device to the combustion chamber. Use gloves or
rags to protect the hands while holding the propeller blade. Also, before
attaching the compression tester, check the air supply regulator to make
sure the air pressure to the cylinder is not excessive. Air pressure in the
cylinder can cause the propeller to turn. Keep clear of the path of the
blades.
26. Compress the exhaust valve spring and remove valve keys. (The rope or air
pressure inserted in the combustion chamber in the preceding step provides a
base to support the valve in the event the keys tend to stick.
27. Remove the nylon rope or bleed off the air pressure and insert light through
the upper spark plug hole. Then start pushing the valve from its guide. Before
the valve stem is free from the guide, secure it from falling into the cylinder
with mechanical pickup fingers, working through the spark plug holes and/or
exhaust ports as shown in Figure 7230029.
Figure 7230029. View Through Exhaust Port Showing
Mechanical Fingers Holding Valve Stem
Nominal Exhaust Valve
Guide ID GO Gage NOGO Gage
.5000 in. .4995 in. *
* This gage to be sized in accordance with Table of Limits for hours on
engine.
28. With the appropriate gage (GO/NOGO), check the valve guide for either
wear or carbon build up.
a. The NOGO gage must not enter. If it does, the valve guide has had too
much wear and must be replaced in accordance with Section 726005g3.
b. The GO gage side must enter totally inside the valve guide; if such is not the
case or if there is a friction point, ream the guide to the dimensions
recommended in the Table of Limits Section.
29. Using a magnetic pencil and flexible mechanical fingers, position tip of valve
in guide and very carefully work the valve back into its guide. Extreme
caution must be exercised during this operation, making sure the valve is
placed within the guide and not cocked, as damage could be done to the guide
or valve.
Caution
Never use the piston to push the valve through the guide.
Caution
During reassembly, valve train components must be replaced in their
original location. All parts must be in proper alignment to assure correct
dry tappet clearance. Misalignment could result in engine damage.
30. Install valve springs and valve spring seats in same position as removed.
Compress valve spring and install keys in their respective position. In some
cases it has been found that when the valve spring is compressed, the valve
slides down the guide, making it impossible to install the keys. If this condition
exists, reinsert the nylon rope (steps 4. and 5.) to hold valve firmly on its seat
while installing valve keys.
31. Remove hydraulic lifter and clean free of all oil, inspect for any malfunction.
Clean ID of cam follower. Reinstall hydraulic lifter.
32. Install push rod, then rotating cap, rocker arm and shaft.
33. Check dry tappet clearance in accordance with the Service Table of Limits.
34. Install rocker box cover and new gasket.
35. Make sure all flashlights, ropes, etc. have been removed from within the
cylinder before proceeding to the next cylinder.
36. Install spark plugs. (Install exhaust manifold after all exhaust valve guides are
cleaned.)
37. Make appropriate logbook entry.
723003 RINGS
There are no regularly scheduled maintenance procedures that apply to rings.
723004 PISTONS
There are no regularly scheduled maintenance procedures that apply to pistons.
723005 PUSH RODS
There are no regularly scheduled maintenance procedures that apply to push rods.
723006 VALVES AND VALVE SPRINGS
Other than the exhaust valve and guide inspection, there are no regularly
scheduled maintenance procedures that apply to valves and valve springs.
723007 ROLLER TAPPETS
There are no regularly scheduled maintenance procedures that apply to roller
tappets.
IO-540-AF1A5 Maintenance and Overhaul Manual Section 72-50-01
72-50-00 LUBRICATION SYSTEM MAINTENANCE

72-50-01 GENERAL INFORMATION
72-50-01a Lubricant Recommendations

Lubricating oil which conforms to both MIL-L-6082 or SAE J1966 straight
mineral-type and MIL-L-22851 or SAE J1899 ashless dispersant-type has been
approved for use in this engine. Refer to table 72-50-01A.
Note: First 50 Hours – During the first 50 hours of operation, it is

recommended that this engine be operated using only mineral oil until
the oil consumption has stabilized. Additive LW-16702 may be used. If
ashless dispersant-type oil is used in a new, newly overhauled, or rebuilt
engine, the break-in or the piston rings and cylinder wall may be delayed
and high engine oil consumption may be experienced. Mineral oil must
also be used following the replacement of one or more cylinders.
Table 72-50-01A. Lubricating Oil Recommendations

Average Ambient Air MIL-L-6082 or SAE J1966 MIL-L-22851 or SAE J1899
Temperature °F (°C) Spec. Mineral Grades Spec. Ashless Dispersant
Grades
See Note A See Note B
See Note C
All temperatures --- SAE 15W-50 or SAE 20W-50
Above 80°F (27°C) SAE 60 SAE 60
Above 60°F (16°C) SAE 50 SAE 40 or SAE 50
30°F to 90°F (-1°C to 32°C) SAE 40 SAE 40
0°F to 70°F (-18°C to 21°C) SAE 30 SAE 30, SAE 40,

or SAE 20W-40
Below 10°F (-12°C) SAE 20 SAE 30 or SAE 20W-30
Notes
A. Average Temperatures – The ambient ground air temperatures listed in the chart are meant only as a
guide. A great deal of personal judgment must be used when selecting the seasonal grade of oil to put into
the engine. For example, if an aircraft is to be flown into an area that is much warmer or colder, only the
personal judgment of the operator can be used to determine what grade of oil to use. When oil inlet
temperatures approach the maximum allowable temperature during operation, it is a good indication that a
higher viscosity oil should be considered.
February 2008 Page 1, 72-50

B. Mineral Grades – Included in this classification are aviation-grade, mineral-lubricating oils. The
SAE straight mineral grades 20, 30, 40, 50, and 60, as shown in this chart, are equivalent to commercial
grades 55, 65, 80, 100, and 120 and to military grades 1040, 1065, 1080, 1100, and 1120, respectively.
This classification also includes a multiviscosity 20W-50 oil.
C. Ashless Dispersant Grades – This classification describes oil which contains additives. One such
additive has a viscosity-stabilizing effect that helps prevent the oil from thinning out at high operating
temperatures and thickening at low operating temperatures. The additives in these oils extend the
operating temperature range, improve cold engine starting, and lubricate the engine more effectively
during the critical warm-up period. They also make it possible to operate the engine through a wider
range of ambient temperatures and climactic conditions without the necessity of changing the oil. Grades
30, 40, 50, and 60 shown on the chart are equivalent to grades 65, 80, 100, and 120, respectively. Do not
presume that use of these oils will allieviate all of the problems encountered in extremely cold
environments (below 10°F or -12°C). At such low temperatures, preheating the engine and oil supply tank
will be required regardless of the type of oil used.
72-50-01b Lubricant Additives
Caution
The terms “detergent,” “additive,” “compounded,” and “ashless
dispersant” refer to a class of aviation engine-lubricating oils to which
certain substances have been added at the refinery to improve them for
aircraft use. These terms do not refer to those minerals commonly known
as “top cylinder lubricant,” “dopes,” or “carbon remover,” which are
sometimes added to fuel or oil. These products may damage the engine
(pistons, rings, etc.) and their presence in an engine will void the
warranty. Under no circumstances should automotive lubricants be used
in Lycoming engines because they can cause engine failure.
Lycoming has approved an oil additive (P/N LW-16702) containing an anti-

scuffing agent to reduce wear. For engines already in service, this additive may
be used at the next oil change. It is recommended that two (6 oz) cans are added
at that time.
72-50-01c Lubricant Capacities

The capacity of the oil sump is 8 quarts.
72-50-01d Recommended Oil/Filter Change Intervals and Procedures
1. At 25 hours after the first replacement/screen cleaning – oil change, filter

replacement or pressure screen cleaning and oil sump suction screen check
for new, rebuilt or newly overhauled engines and for engines with any newly
installed cylinders.

2. 25-Hour Interval – oil change, pressure screen cleaning, and oil sump suction
screen check for all engines employing a pressure screen system.
3. 50-Hour Interval – oil change and filter replacement and suction screen
check for all engines using full-flow filtration system.
Note: A total of four (4) months maximum between changes, regardless of

hours of operation.
February 2008 Page 3, 72-50


72-50-02 SUMP
72-50-02a Suction Screen

A 1.50-18 thread oil plug with a 1.00 in. hex head is provided in the rear of the
oil sump for access to the suction screen.
1. Unscrew the hex head plug and remove the suction screen.
2. Examine the screen carefully before any cleaning operations for any
evidence of metal particles, which indicates possible excessive internal wear
of the engine.
3. Inspect the screen for any distortion, deformation or openings in the mesh.
4. Reinstall with a new crush type gasket. Plug requires 135° angle of turn for
copper gasket.
5. Resafety in accordance with Table 70-00-02B.
Caution
When oil suction screen is removed, extreme care must be taken to see
that the sump plug, located in the extreme end of the scavenger oil
chamber, is not dislodged from its location. If this plug is not secure in
its correct location, lubrication failure will occur with severe damage to
the engine.


72-50-03 OIL PUMP

There are no regularly scheduled maintenance procedures that apply to the oil
pump.


72-50-04 OIL PRESSURE RELIEF VALVE
72-50-04a Scheduled Maintenance
pressure relief valve.
72-50-04b Pressure Adjustment
In the event a pressure adjustment is required, refer to Appendix III, Section 6,

for adjustment spring specifications.
Oil pressure is adjusted by turning the hex nut on the end of the oil pressure relief
valve. Adjust the oil pressure after the engine is thoroughly warm. Normal oil
pressure can be expected to vary from 100 psi during engine starting and warm-
up to 25 psi at idle when the engine is warm. See oil pressure specifications in
Table 05-10-00A.


72-50-05 OIL SEALS AND GASKETS

If there are indications of leaking around oil seals and gaskets, identify the source
of the leak and repair as required.
Refer to Section 72-00-02e, Operation Ground Check after Maintenance.


72-50-06 OIL COOLER

cooler. Inspections must include a check for secure connections and for dirt or
obstructions in the air flow. Refer to the airframe manufacturer’s instruction
manual for additional information.


72-50-07 OIL COOLER BYPASS VALVE

cooler bypass valve.
High oil temperatures may be an indication that the bypass valve requires service
or replacement.
Refer to Section 72-60-04.


72-50-08 OIL FILTER

Replace oil and oil filter at intervals specified in Section 05-20-00 or more often
depending on hours of flying time and type of operation.
72-50-08a Oil Filter/Screen Content Inspection
Note: To insure that no external contaminants enter the oil suction screen, use
clean containers for collection oil, and perform inspection on clean
surfaces.
1. Using approved method (e.g., for full-flow, spin-on filters, use Champion
Tool CT-470 or Airwolf Cutter AFC-470) open the filter.
2. Check the condition of the oil from the filter. Inspect for a high concentration
of aluminum in the oil, indicated by a shining, metallic residue.
3. Drain oil; remove the suction screen from the oil sump and check for metal
particles.
Note: If oil is not contaminated, it may be reused until the 25-hour inspection.
4. Remove the paper element from the filter.
5. Carefully unfold the paper element and examine the material trapped in the
filter.
6. When performing the regular filter/screen inspection, check for the presence
of metal particles, shaving or flakes.
Note: In new, rebuilt or newly overhauled engines some small particles of
metallic shavings might be found, but these are generally of no
consequence and should not be confused with particles produced by
impacting, abrasion or pressure.
7. Evidence of metal contamination found in the filter element or screen

requires further examination to determine the cause. Below is a list of
recommended actions based on the appearance and approximate quantity of
particles.
(a) One to nine (1/16 inch diameter or less) pieces of metal – place aircraft
back in service and check oil filter or screen at next scheduled oil
change/oil filter replacement.
(b) 10 to 20 small (1/16 inch diameter or less) pieces of shiny flake-like,

nonmagnetic, or 10 or fewer short hair-like pieces of magnetic material –
place engine back in service and again check oil filter or screen in 25
hours.

(c) 20 to 40 small pieces as in step (b) – place the aircraft back in service
and check oil filter or screen at the next 10 hours.
(d) As in step (b), but larger amount, such as 45-60 small pieces – change
filter or clean screen, drain oil, and refill. Run engine on ground for 20 –
30 minutes making certain not to exceed any temperature limits. Inspect
filter/screen. If clean, fly aircraft for 1 to 2 hours and again inspect
filter/screen. If clean, inspect filter/screen after 10 hours of flight time.
Note: In items (e) through (j) below, the engine must be removed from service
until the source of the metal is determined and corrective maintenance
has been accomplished.
(e) Pieces of metal ranging in size of broken lead pencil point or greater.
Remove suction (sump) screen to check for pieces of metal that may
have fallen into the sump. In any event, ground aircraft and conduct
investigation. A mixture of magnetic and nonmagnetic material in this
case often times means valve or ring and piston failure. Removing
bottom spark plugs usually reveals the offending cylinder.
(f) Nonmagnetic plating averaging approximately 1/16 inch in diameter;

may have copperish tint. Quantity found – ¼ teaspoonful or more;
ground aircraft and investigate.
(g) Same as in step (b) but may be slightly larger in size and minus
copperish tint. On direct drive engine, propeller action may be impaired.
Ground aircraft and investigate.
(h) Nonmagnetic metal brass or copperish colored. Resembles coarse sand in

consistency. Quantity of ¼ teaspoonful or more – ground aircraft and
investigate.
(i) Anytime metal is found in the amount of ½ teaspoonful or more, it is

justification for engine removal.
(j) If any single or several pieces of magnetic or nonmagnetic metal larger

than previously mentioned are found, ground aircraft.
Note: If the origin of the metal contamination cannot be determined, a call may
be made to the Lycoming Product Support Department. A good
description of the metal may result in placing its origin. When phoning
Lycoming or when returning metal removed from engines, supply the
complete engine model designation, serial number, history of engine, oil
temperatures, oil pressures, and any unusual behavior of the engine on
the ground or during flight. Do not ship material to Lycoming without
first calling the Product Support Department.

8. If examination of the oil filter or screen, per the above, indicates abnormal
aluminum or iron content contact a technical representative of Lycoming
Product Support Department.
9. After examination, replace oil. Start engine and check for leakage.
72-50-08b Spectrographic Oil Analysis
Note: Spectrographic oil analysis does not replace recommended maintenance
practices such as oil filter, pressure screen, and suction screen content
inspection, cylinder differential pressure compression check, and
boroscopic examination, however, Lycoming does encourage the use of
spectrographic oil analysis at every oil change as method of monitoring
engine component wear rate.
1. Collect an oil sample and submit it for analysis by a qualified facility. The
facility used for the spectrographic oil analysis should be a facility that
specializes in aircraft engines. It is recommended that the same facility be
used for each oil analysis due to the differences in laboratory testing
standards. Use care to insure that the oil sample is free of outside
contaminants.
Note: Typically, the first oil analysis of a new, rebuilt, or newly overhauled
engine will indicate higher concentrations of metal. After an initial
break-in period, metal content should decrease rapidly to a level that
remains essentially constant. Remember, oil analysis is a trend
monitoring, so no conclusions should be made until a trend is
established.
2. If an oil analysis report indicates elevated level of aluminum (above 30 parts

per million for non-turbocharged engines) or iron (above 100 parts per
million for non-turbocharged engines), contact a technical representative at
the Lycoming Factory Product Support Department.
3. If in a continuing program of oil analysis results show a trend toward an

increase in aluminum or iron content, inspect contents of the filter and screen
in accordance with the procedures in 72-50-08a.


72-50-09 OIL TEMPERATURE SENSING SYSTEM

The oil temperature probe location is on the top of the oil filter adapter.
The oil temperature probe and oil temperature gages are components that are
furnished by the airframe manufacturer. Consult the airframe manufacturer’s
instruction manual for installation.


IO540AF1A5 Maintenance and Overhaul manual Section 726001
726000 OVERHAUL SECTION
726001 INTRODUCTION
This overhaul section contains the necessary information, arranged in a logical
sequence, for performing a complete overhaul on the Lycoming IO540AF1A5
engine. Separate descriptions of each engine component are presented in sections
726003 through 726009.
Since there are various overhaul practices and instructions applicable to each
component subsystem, these general instructions are grouped in section 726002
to avoid repetition. Those responsible for performing overhaul procedures must
read and thoroughly understand this information before beginning any overhaul
procedure. It is essential to follow these instructions to ensure safe operation and
to contribute to the long life, economy, and satisfactory operation of this engine.
In this section, all references to locations of various components will be designated
as if viewing the engine from the rear (antipropeller). The front of the engine is
considered to be the propeller end, and the oil sump to be on the bottom of the
engine. Cylinders are numbered from front to rear with the oddnumbered
cylinders on the righthand side, and rotation of the crankshaft when viewed from
the rear is clockwise. All references to direction of rotation of the various
accessory drives are as viewed facing the accessory drive mounting pad.
Note: Information concerning removal and replacement of accessories is
provided in this section to facilitate overhaul of the IO540AF1A5
engine.
726001a Disassembly Check List Procedure
Reference
Procedure
Section
· Disconnect leads and wiring ............................................................. 726003
· Remove accessories.......................................................................... 726004
· Remove accessory housing and accessory drive gears ....................... 726004
· Remove drainback tubes................................................................. 726005b
· Remove intake pipes..................................................................... 726007b1
· Remove fuel injector .................................................................... 726007b2
· Remove fuel lines and clamps....................................................... 726008b1
· Remove induction housing............................................................ 726007b3
· Remove oil sump.......................................................................... 726007b4
· Remove oil sump baffle.................................................................. 726006a
· Remove intercylinder baffles .......................................................... 726005a
· Remove spark plugs ......................................................................... 742003
· Remove rocker box covers.............................................................. 726005b
· Remove rocker shaft cover plates ................................................... 726005b
· Remove rocker shafts, rockers, push rods, shroud tubes and
valve rotator caps. Keep parts separate for reassembling in
the correct location......................................................................... 726005b
· Remove cylinders and pistons......................................................... 726005b
· Remove connecting rods one at a time. Insure connecting
rods are supported.......................................................................... 726005b
· Split crankcase............................................................................... 726006b
· Remove crankshaft, camshaft, bearings .......................................... 726005b
· Remove roller tappet bodies ......................................................... 726005b1
726002 STANDARD PRACTICE FOR OVERHAUL
A visual inspection of each component or part must be made at the time of or
immediately following its removal from the engine. Lay out all parts in an orderly
manner as they are removed from the engine. Do not perform the cleaning
operation until this initial visual inspection has been completed.
All loose studs, cracked cooling fins, loose or damaged fittings, or other damage
discovered during disassembly or the initial visual inspection should be carefully
tagged and noted to prevent their being overlooked during regular inspection.
726002a Tools Required for Overhaul
In addition to a standard set of mechanic’s tools, the tools listed in
Table 726002A are suggested for overhaul.
Table 726002A. Tools Required for Overhaul
64514 Gage, 0.4040 to 0.4050 in. intake valve
645262 Cylinder Holding Block
64530 Gage, Connecting Rod Parallelism and Squareness
64535 Drift, Connecting Rod Bushing Removal
64536 Drift, Connecting Rod Bushing Replacement
64537 Gage, Flat Plug – Connecting Rod Bushing Retention
64540 Fixture, Rebushing Valve Rocker
64541 Burnisher, Valve Rocker Bushing
64542 Gage, Plug, Valve Rocker Bushing ID (Finish)
64545 Block, Vee – Check Crankshaft Run (2 required)
64553 Basket, Valve Parts, Cleaning
64580 Burnisher, Connecting Rod Bushing
64593 Expanding and Staking Tool, 18 mm Spark Plug Helicoil Insert
64594 Inserting Tool, 18 mm Spark Plug Helicoil Insert
64595 Removing Tool, 18 mm Spark Plug Helicoil Insert
645961 Tap, 18 mm Helicoil Spark Plug Bottoming Tap 0.010 in. OS
64597 Fixture, Remove, Replace, Burnish Connecting Rod Bushing
64613 Gage, Rocker Shaft Bushing Rejection
64644 Fixture, Valve Guide Replacement
64681 Driver, Crankshaft Welch Plug
64697 Pointer, Ignition Timing
64713 Expander, Piston Ring
64767 Gage, Connecting Rod Bushing ID Finish
64782 Puller, Slide Hammer – Medium
64810 Gage, Plug, Rocker Shaft Bushing Hole in Cylinder Head
64811 Gage, Plug, 0.005 in. OS, Rocker Shaft Bushing Hole in Cylinder
Head (See ST191 for 0.010 in. OS)
64812 Reamer, 0.005 in. OS – Outer Rocker Shaft Bushing Hole in
Cylinder Head
64813 Reamer, 0.010 in. OS – Outer Rocker Shaft Bushing Hole in
Cylinder Head
64814 Drift, Rocker Shaft Bushing Removal
64815 Drift, Outer Rocker Shaft Bushing Installation
64816 Drift, Inner Rocker Shaft Bushing Installation
64819 Reamer, SemiFinish, Outer Rocker Shaft Bushing ID
64820 Reamer, SemiFinish, Inner Rocker Shaft Bushing ID
64821 Reamer, Finish Outer Rocker Shaft Bushing ID
64822 Reamer, Finish Inner Rocker Shaft Bushing ID
64823 Gage, PlugRocker Shaft Bushing ID
64838 Reamer, 0.005 in. OS Inner Rocker Shaft Hole in Cylinder Head
(Used with 64812 reamer for angle head cylinder.)
64839 Reamer, 0.010 in. OS Inner Rocker Shaft Hole in Cylinder Head
(Used with 64813 reamer for angle head cylinder.)
64843 Puller, Piston Pin
64862 Spotfacer, Inner Rocker Shaft Bushing
64872 Puller, Remove and Install Crankshaft Counterweight Bushings
64874 Reamer, 0.005 in.OS counterweight Bushing Holes (See ST210
for 0.0075 in. OS)
64875 Reamer, 0.010 in. OS Counterweight Bushing Holes (See ST211

for 0.0125 in. OS)
64876 Reamer, 0.015 in. OS Counterweight Bushing Holes
64878 Fixture, Grind Bushings in Dynamic Counterweight
64885 Intercylinder Baffle Tool
64892 Gages, Check Circlips in Counterweights
64899 Adapter, Magnetic Particle Inspection of Hydraulic Tappets (Use
with ST387)
64923 Gage, Valve guides with 0.4985 to 0.4995 in., 0.4995 to 0.5005 in.
ID
649241 Reamer, 0.010 in. oversize
64928 Gage, 0.005 in. oversize
64931 Gage, 0.030 in. overisze
64940 Gage, Standard
64941 Tool, Remove Hydraulic Tappet Assemblies
64945 Gage, Connecting Rod Bolt Stretch
ST23 Gage, Valve Clearance 0.028 – 0.080 in.
ST25 Compressor, Valve Spring
ST541 Cutter, Valve Seat (Exhaust) (0.010 in. OS)
ST551 Cutter, Valve Seat (Intake) (0.010 in. OS)
ST62 Driver, Special Length for use with Valve Seat Cutters
ST63 Adapter, Hand Drive for use with ST62 Driver
ST64 Drift, Valve Seat Replacement (1.870 to 2.040 in.)
ST65 Drift, Valve Seat Replacement (1.575 to 1.710 in.)
ST66 Pilot, Valve Seat Cutter (Standard)
ST661 Pilot, Valve Seat Cutter (0.010 in. OS)
ST67 Pilot, Valve Seat Cutter (Standard)
ST73 Gage, Counterweight Dial Bore (0.7485/0.7505 in. ID of Bushings)
Replace Bushings in Counterweights
ST91 Gage, Counterweight Squareness (Check Parallel and Squareness
of Finished Inside Diameter of Bushing Hole)
ST92 Driver, Counterweight Bushing (Remove and Install Bushings)
ST93 Fixture Assembly, Counterweight (Install Bushings in
Counterweights)
ST933 Spacer, Control Depth of Bushing – 0.370 in. thick (detail of ST
93)
ST935 Spacer, Control Depth of Bushing – 0.440 in. thick (detail of ST
93)
ST94 Gage, Counterweight Bushing Location (Check Hole Location
After Grinding)
ST95 Weight, Counterweight Balancing (0.004 pound to check Balance
of Counterweight after Rebushing)
ST96 Arbor, Counterweight Balancing (Check Balance of
Counterweights after Rebushing)
ST115 Tool, Install and Remove Propeller Flange Bushings
ST1431 Reamer, Valve Guide ID Exhaust (NiResist) – Pilot Dia.
0.4828/0.4833 in. – Finished ID 0.4995/0.5005 in. for large ID
valve guide replacement (See ST155 for Plug Gage.)
ST1432 Reamer, 0.4785 to 0.4800 in.
ST155 Gage, Plug, Valve Guide ID (Exhaust) – All cylinder heads with
0.4995/0.5005 in. ID valve guide hole
ST160 Pilot Bar, Assembling Rocker Arms to Cylinder Head
ST184 Kit, Helicoil Repair
ST191 Gage, Plug, 0.010 in. OS, Rocker shaft bushing hole in cylinder
head (See 64811 for 0.005 in. OS.)
ST212 Gage Blocks, Crankshaft Counterweight Bushing to check
parallelism of counterweight bushing to crankshaft
ST222 Plate, Torque HoldDown
ST2222 Insert, Torque HoldDown Plate (Detail of ST222)
ST232 Fixture, Valve Seat Replacement and Refacing
ST236 Arbor, Connecting Rod Slave Bolts
ST251 Socket, Connecting Rod Nut
ST270 Plate, Bushing (Crankcase) – Drill and ream crankcase for standard
thrustud dowels
ST271 Puller, Crankcase ThruStud
ST280 Fixture, Ream Crankshaft Counterweight
ST288 Socket, Spark Plug Wrench 7/8 in. Hex
ST295 Drift, Crankshaft, Oil Plug size 1.251/1.254 in.
ST310 Gage, Check BellMouthing of Exhaust Valve Guides
ST317 Driver, Crankcase ThruStud
ST338 Reamer, (Short) HandExpansion Valve Guide ID
ST340 Former, Oil Relief Valve Seat (Use with ST245)
ST345 Wrench, “T” Bar – Spark Plug (Use with ST288)
ST383 Tool, Crankshaft Oil Seal Installation
ST387 Fixture, Tappet Body Magnaflux
ST388 Reamer, Guide and Stop – Oil temperature ByPass Valve Seat
ST389 Tool, Crankcase separating
ST429 Gage, Plug Valve Guide OD (Intake and Exhaust) (STD)
ST4291 Gage, Plug Valve Guide OD (Intake and Exhaust) (0.010 in. OS)
ST4301 Reamer, Valve Guide OD (Intake and Exhaust) (0.010 in. OS)
ST431 Gage, Plug Valve Guide OD (Exhaust) (STD)
ST4311 Gage, Plug Valve Guide OD (Exhaust) (0.010 in. OS)
ST4314 Gage, Plug Valve Guide OD (Exhaust) (0.040 in. OS
ST4311 Reamer, Valve Guide OD (Exhaust) (0.010 in. OS)
ST443 Seal Puller and Installation Tool to Remove and Install STD2217
Seal in Vacuum Pump Adapter.
ST485 Compressor, Piston Ring
Available
from Tool Spring Tester (Imada DPS220R or equivalent)
Vendor
726002b Cleaning
Prior to disassembly, clean engine. For general cleaning guidelines refer to Section
700004.
Note: Stains and residues are possible indications of leaks or damage. Prior to
cleaning, determine the source.
All engine parts must be thoroughly cleaned to facilitate further inspections. Two
methods used to clean engine parts are degreasing and decarbonizing.
To degrease the components, immerse them in (or spray them with) a suitable
hydrocarbonbased solvent to remove grease or oil residues, dirt, and soft carbon.
Caution
For handling, storage, use, and disposal of materials, comply with all
Federal, State, and Local regulations.
Caution
Use of other than hydrocarbonbased solvents can be harmful to
aluminum and magnesium. Any waterbased degreasing solutions
containing caustic compounds or soap are potentially dangerous to
aluminum and magnesium. The pores of the metal may become
impregnated by such compounds and cause oil foaming when the engine is
returned to service. Whenever it is necessary, to use waterbased
solutions, it is imperative that the parts be completely and thoroughly
rinsed in clean, boiling water after degreasing.
If hard carbon remains on the interior surfaces of some components after
degreasing, soak them in a tank containing a heated decarbonizing solution to
loosen these deposits. A variety of commercial decarbonizing agents are available,
including Gunk, Penetrol, Carbrax, Super Chemaco, and Gerlach No. 70.
Decarbonizers, like degreasing agents, fall into two categories: petroleum or
hydrocarbonbased and waterbased. The above caution concerning use of water
based degreasers applies to decarbonizers as well.
Caution
Regardless of the method and type of degreasing agent used, coat and
spray all parts with lubricating oil immediately after cleaning to prevent
corrosion.
Caution
Avoid the use of heated decarbonizing solutions on magnesium castings
unless the operator is thoroughly familiar with the particular solution
being used.
Caution
Do not immerse steel and magnesium parts in the same decarbonizing tank
because this practice often results in corrosion damage to the magnesium
parts.
Decarbonizing will usually loosen most of the hard carbon deposits remaining
after degreasing. If any deposits remain after decarbonizing, remove them by
brushing, scraping, or gritblasting.
When gritblasting parts, do not use sand or any metallic abrasive. It is
recommended that only mildly abrasive organic mediums such as rice, baked
wheat, or crushed walnut shells be used. Plastic pellets may also be used. All
machined surfaces must be adequately masked and all openings tightly plugged.
When gritblasting housings, plug all drilled oil passages with rubber plugs or
other suitable material to prevent foreign matter from entering the housing. Valve
seats are the one exception; these may be left unprotected during gritblasting the
cylinder head combustion chamber. In this instance, gritblasting cuts the glaze
that tends to form on the valve seats and facilitates valve seat reconditioning.
Caution
Under no circumstances must the piston ring grooves be subjected to grit
blasting. If necessary, soak the piston in petroleum solvent and scrape
with a wooden scraper to remove deposits.
Decarbonizing solutions will generally remove most of the enamel from exterior
surfaces. Remove all remaining enamel by gritblasting, particularly in the
crevices between cylinder cooling fins.
Once all the parts have been cleaned, rinse them in a petroleumbased solvent.
Remove any loose particles and dry them by blasting with clean compressed air.
Apply a liberal coating of lubricating oil to all surfaces immediately after cleaning
to prevent corrosion.
726002c Inspection
726002c1 General
The inspection of engine parts during overhaul is divided into three categories:
visual, structural, and dimensional. The first two deal with the structural defects in
parts, the third deals with the size, shape, and fit.
Visual inspection should precede all other inspection procedures. Do not clean any
parts prior to visual inspection, since indications of dangerous operating
conditions can often be detected from the residual deposits found in some
particular recess of the engine.
Structural failures can be determined by several different methods depending on
the part involved. The following are a few of the methods employed: magnetic
particle, dye penetrant, penetrant, xray, and various electronic methods.
Perform dimensional inspections in accordance with the measurements and
tolerances included in the Table of Limits.
It is recommended that an inspection and overhaul form that contains a list of all
engine components be used when disassembling an engine. Prepare this form so
that all inspection and overhaul procedures can be checked off and remarks noted.
This will ensure that no part is inadvertently overlooked.
726002c2 Bearing Surfaces
Examine all bearing surfaces for scoring, galling, and wear. Considerable
scratching and light scoring of aluminum bearing surfaces in the engine will do no
harm and should not be considered cause for rejection of the part, provided it falls
within the clearances set forth in the Table of Limits. Even though the part may
come within specified limits, it should not, however, be reassembled into the
engine unless inspection shows it to be free of other serious defects. Examine ball
bearings visually and by feel for roughness, flat spots, flaking or pitting of races,
and for scoring on the outside of the races. Check all journal surfaces for galling,
scores, misalignment, and outofround condition. Check shafts, pins, etc., for
straightness. This may be done in most cases by using vee blocks and a dial
indicator.
726002c3 Gears
Examine all gears for evidence of pitting and excessive wear. These conditions are
of particular importance when they occur on the involute of the teeth; deep pit
marks in this area are sufficient cause to reject the gear. Bearing surfaces of all
gears should be free from deep scratches. However, minor abrasions may be
dressed out with a fine abrasive cloth.
726002c4 Corrosion on Stressed Areas
Pitted surfaces in highly stressed areas resulting from corrosion can cause ultimate
failure of the part. Carefully examine all parts for evidence of such corrosion. The
part must be rejected if pitting exists on any of the surfaces to the extent that it
cannot be removed by polishing with a crocus cloth or other mild abrasive.
726002c5 Screwed Fittings
Inspect screwed fittings (any parts such as threaded fastenings or plugs) for the
condition of threads. Badly worn or mutilated threads are unacceptable; the parts
must be rejected. However, small defects such as slight nicks or burrs may be
dressed out with a small file, fine abrasive cloth, or stone. The part must be
replaced with a new one if it appears to be distorted, badly galled, or mutilated by
overtightening or using improper tools.
726002c6 Magnetic Inspection
The possibility of structural failures in engine parts makes careful inspection an
essential operation for the reuse of all parts. Structural defects in ferromagnetic
steel parts can be detected by magnetic particle inspection.
Magnetic particle inspection is an acceptable method of inspecting the following
ferromagnetic parts:
· Crankshaft
· Camshaft
· Cylinder Barrels
· Connecting Rods
· Counterweights
· Crankcase Thru Studs
· Rocker Arms
· Rocker Shafts
· Push Rods
· Piston Pins
· Valve Springs
· Valves
· Steel Gears and Shafts
· Tappet Bodies
· Brackets
· Lifting Straps
Special attention must be given to the proper cleaning of parts to ensure complete
removal of all traces of oil, grease, and dirt prior to magnetic particle inspection.
This can be accomplished best in a vapor degreaser using trichlorethylene as a
solvent or an equivalent environmentally friendly cleaning method. A 3 to 7 power
magnifying glass must be used to aid in inspection of the parts. Once parts are
deemed acceptable, they must be demagnetized and then cleaned before being
reused.
Caution
Prior to reinstallation be sure parts have been demagnetized.
PERSONNEL QUALIFICATIONS:
Personnel performing Magnetic Particle Inspection must be qualified and certified
in accordance with ASNT Personnel Qualification SNTTC1A or NAS410.
INSPECTION TECHNIQUE:
A technique must be used that is capable of detecting the smallest indication
regardless of its orientation to the magnetic flux. This technique must establish at
least two magnetic fields, perpendicular to one another, in a plane parallel to the
surface being inspected.
The Magnetic Particle Inspection must be performed in accordance with a written
procedure which describes the technique, how to perform the inspection based on
the technique, and the equipment being used.
A person who is qualified and certified to Level III in accordance with ASNT
Personnel Qualification SNTTC1A or NAS410 must approve the Written
Procedure and Inspection Technique. ASTM E 1444 Standard Practice for
Magnetic Particle Inspection Examination must be used as a guideline for
establishing Magnetic Particle Inspection requirements.
Some odd shaped parts may require alternate methods of nondestructive testing
such as fluorescent dye penetrant inspection. When penetrant inspection is needed,
ASTM E 1417 must be used for penetrant inspection processing control.
726002d Repair and Replacement
726002d1 Damaged Parts
Remove abnormal damage such as burrs, nicks, scratches, scoring, or galling with
a fine oil stone, crocus cloth, or any similar abrasive substance. Following any
repairs of this type, carefully clean the part to be certain that all abrasive has been
removed and then check the mating part to ensure that the clearances are not
excessive. Flanged surfaces that are bent, warped, or nicked may be repaired by
lapping to a true surface on a surface plate. Again, the part should be cleaned to
ensure that all abrasive has been removed. Defective threads can sometimes be
repaired with a suitable die or tap. Small nicks can be removed satisfactorily with
Swiss pattern files or small, edged stones. Pipetapped threads should not be
tapped deeper to clean them, because this invariably results in an oversized tapped
hole. If scratches or galling are removed from a bearing surface of a journal, it
should be buffed to a high finish. Generally, it is impossible to repair cracks.
726002d2 Painted Parts
Parts requiring paint for protection or appearance should be painted in accordance
with the following list of approved materials: thinner – toluene or equivalent
(AMS3180 or equivalent Federal Spec. TTT548); primer – zinc chromate
(AMS3110 or equivalent MILP8585); enamel – phthalate resin type (AMS
3125F or equivalent MILE7729).
Note: Mask all machined bosses before painting. Do not paint areas under hold
down nuts where torque is required.
726002d3 Aluminum and Steel Parts
Parts should be cleaned and degreased prior to painting. Apply one coat zinc
chromate primer, thinned with approximately two parts toluene, and air dry.
Apply one coat of enamel and bake at 250°F (121°C), to 300°F (148°C), ½ hour.
Enamel may be allowed to air dry but an inferior finish will result. Parts from
which paint has not been removed may be repainted without the primer coat.
726002d4 Magnesium Parts
Thoroughly clean magnesium parts with a dichromate treatment prior to painting.
This treatment consists of cleaning all traces of oil and grease from the part using
a neutral, noncorrosive degreasing medium followed by a rinse, after which the
part is immersed for 45 minutes in a hot dicromate solution (3/4 lb of sodium
dichromate to 1 gallon of water at 180°F (82°C) to 200°F (94°C), quantity as
required). Wash the part thoroughly in cold running water, dip in hot water, and
dry in an air blast. Immediately thereafter, paint the part with a prime coat and
engine enamel in the same manner as prescribed for aluminum parts.
726002d5 Shroud Tubes
Thoroughly clean the shroud tubes. After the shroud tubes dry, paint the outside
with engine enamel.
All paint applied in these operations should be sprayed; however, when necessary
to use a brush, take care to avoid an accumulation of paint pockets.
726002d6 Replacement of Studs
Replace any studs that are bent, broken, damaged, loose or rusted/corroded that
cannot be cleaned. The method of removing studs depends on the type of stud and
the manner in which it is broken. The procedure for removing and replacing studs
is as follows.
1. If sufficient thread area is available on stud, use a collet grip tool consisting of
a tapered collet that threads onto the stud and a housing that slips over the
collet. Tighten the bolt on the top of the housing and draw the collet into the
housing to lock the puller on the stud with a tight grip.
2. If the collettype tool cannot be used, drill a small hole into the stud. Use a
pilot bushing to guide the drill into the center of the stud when the stud is
broken beneath the surface of the crankcase. Redrill the hole to enlarge it to
accommodate the proper size extractor. Remove the stud with the extractor.
3. After removing the studs, check for the size and condition of the threads in the
stud holes to determine whether oversize studs must be used for replacement.
Coat the threads of the studs with thread lubricant, Loctite P/N 51168 Food
Grade AntiSeize, and drive the stud to the correct depth using a suitable stud
driver. Check minimum drive torque in the Table of Limits.
726002d7 Corrosion Prevention
Coat all steel parts with preservative oil at the conclusion of all repair operations
and subsequent inspection.
726002e General Reassembly Procedures
726002e1 Corrosion Prevention
Prior to assembly of subassemblies, clean all parts to remove all traces of
preservative oil and accumulated foreign matter. During assembly, cover all steel
parts with a heavy coat of preservative oil. Refer to Section 720005. This
mixture should be used on all machined surfaces, especially on bearing surfaces,
cylinder bores, and piston rings. The practice of using plain lubricating oil during
assembly is not recommended.
726002e2 Prelubrication of Parts Prior to Assembly
Many premature failures of parts have been traced directly to improper
prelubrication during engine assembly. If parts are not properly lubricated or if an
inferior lubricant is used, many of the engine parts will become scored before the
engine oil goes through its first cycle and can lubricate the engine. This leads to
premature part failure prior to normal service life and, in some cases, engine
failure before normal service hours have been accumulated. It is of utmost
importance to adhere to the following recommendations at engine assembly.
· Coat the camshaft lobes, face of tappet bodies, and rocker tips with Lubribond
(A) or equivalent.
· Coat the valve stems and the interior of the valve guides with Texaco Molytex
“O” or equivalent.
· Coat the piston pin plugs with Lubribond (A) or equivalent.
· Coat the connecting rod bearings with engine oil.
· Coat the crankshaft thrust bearing face with Lubribond (A) or equivalent.
· Coat all other parts with a mixture of 15% prelubricant (STP or equivalent) and
85% SAE No. 50 mineral base aviationgrade lubricating oil.
726002e3 Oilite Bushings
During overhaul cleaning operations it is possible to wash the oil from these
bushings. If a bushing has been replaced and either reamed or broached, its
porosity may be affected. Therefore, before the bushings are reassembled into the
engine, they must be impregnated by immersing them for at least 15 minutes in
engine oil that has been heated to 140°F (60°C).
726002e4 Table of Limits
Consult the Table of Limits (Appendix III) to determine the backlash and end
clearance of gears, the clearance between mating machined parts, the clearance
between moving parts that are close in contact with each other, and the torque
limits for various nuts, screws, and fastenings.
726002e5 Oil Seals and Gaskets
When building up an engine during major overhaul, replace all oil seals and
gaskets throughout the engine. Consult the applicable parts catalog to order
complete replacement sets of seals and gaskets available for engines.
726002e6 Mandatory Replacement of Parts
See the latest revision of Lycoming Service Bulletin No. 240 for the most upto
date information on the mandatory replacement of parts.
It is required that certain parts throughout the engine, including the following, be
replaced at overhaul regardless of their apparent condition:
· All engine oil hoses
· All engine hose assemblies
· All oil seals
· All cylinder base seals
· All gaskets
· Piston rings
· Piston pin plugs
· All intake and exhaust valve retaining keys
· All exhaust valve retaining rings
· Cylinder fin stabilizers
· Magneto drive cushions
· Magneto isolation drive bearings
· Thermostatic bypass valves
· Damaged ignition cables
· Counterweight bushings in crankshaft and in counterweights
· Fuel pump plunger for diaphragm fuel pumps
· Roller tappets
Any time the following parts are removed from an engine, or at overhaul, it is
mandatory that the parts be replaced regardless of their apparent condition.
· All circlips, lockplates, retaining rings
· All counterweight washers
· All lockwashers and locknuts
· All bearing inserts (main and connecting rod)
· Stressed bolts and fasteners, such as:
· Camshaft gear attaching bolts
· Connecting rod bolts and nuts
· Crankshaft flange bolts
· Crankshaft gear bolts
726002e7 Fuel Supply System
The fuel supply lines to the nozzles can become damaged and will leak if not
properly installed and clamped at the correct locations. See Figure 7260082.
Caution
cracked, dented, or kinked. Cracks can develop at the site of sharp bends
or kinks.
Caution
Never use a sharp tool such as a wire or pin to clean out a fuel nozzle.
Damage to the inlet and outlet fuel restrictors could result.
726003 OVERHAUL OF THE IGNITION SYSTEM
726003a General
The Lycoming IO540AF1A5 engine is equipped with a hightension ignition
system which delivers hightension current directly to the spark plug outlets.
Dual ignition is furnished by two Slick magnetos.
The firing order for this engine is 145236.
The ignition harnesses are composed of a magneto terminal assembly, the ignition
cable, and the spark plug end assembly.
726003b Removal
726003b1 Ignition Harness
Refer to Figure 7260031.
Lycoming recommends that the ignition harness be replaced at every overhaul.
1. Remove the leads from the spark plugs and disconnect the clamps attaching
the harness to the engine.
2. Remove the 3 screws which attach the harness cap (8) to the magneto, and
remove the harness.
726003b2 Magnetos
1. Refer to Figure 7260031 to remove magneto from the accessory housing.
2. Remove the Plead wires which connect to the magneto.
3. Remove the nuts (12), lockwashers (10), washers (11), and mounting brackets
(9) that secure the magneto to the accessory housing.
4. Remove the magnetos (7), magneto adapters (5), and gaskets (4).
Figure 7260031. Slick Magneto Drive Assembly
Note: The gears mentioned in the next step are part of the accessory drive and
should not be considered as part of the ignition system. Their removal and
reassembly is discussed in this section because they must be removed and
reassembled at the same time the magnetos are removed and reassembled.
5. Reach inside the drive pad and remove the drive cushions (1), magneto gears
and cushion retainers (2), and ball bearings (3).
726003c Replacement
Magneto is not repairable. Replace with a serviceable part.
726003d Reassembly
726003d1 Magnetos
2. Assemble the gaskets (4) and (6), and adapter (5) on the magneto mounting
pad.
3. Place the ball bearing (3) on the magneto gear and cushion retainer (2).
4. Insert the cushions (1) in the cushion retainer.
5. Refer to figure 7260032. Install the assemblies engaging the marked tooth
of the magneto gear.
Figure 7260032. Marked Teeth on Crankshaft Idler Gear
726003d2 Installing the Magneto Drive Gear
1. Install the magneto drive gear onto the magneto rotor shaft or impulse
coupling.
2. Place the washer onto the shaft and drive gear.
3. Place the nut onto the rotor shaft and torque to 120 to 130 in/lbs.
4. Insert the cotter pin through the nut castellations and rotor shaft and secure
appropriately.
Note: To align the cotter pin with the pin hole it is permissible to continue
tightening the nut to a maximum torque of 300 in.lbs.
Caution
The magneto will produce spark voltage when the shaft is turned. Keep
your hands away from the distributor block and the condenser stud when
rotating the magneto shaft.
726003d3 Aligning the Magneto Rotor Shaft to Fire Cylinder #1
1. Insert the T118 timing pin in the left or right hole of the distributor block,
depending on the rotation of the magneto. Refer to the data plate to determine
the normal magneto rotation direction.
2. Turn the rotor shaft in the direction opposite to that specified as the direction
of rotation until the timing pin is inserted to the shoulder of the pin or 7/8" into
the distributor block. When properly engaged, the timing pin will seat against
the distributor block.
Note: If the rotor shaft cannot be turned, and the timing pin is not seated 7/8"
into the distributor block, remove the pin, give the rotor shaft a 1/8 turn,
and reinsert the timing pin. Repeat steps 1 and 2.
3. With the timing pin fully inserted in the distributor block, the magneto is
aligned to fire cylinder #1.
Caution
Do not rotate the magneto rotor shaft with the timing pin inserted into the
magneto distributor block. Rotation of the rotor shaft in this situation may
damage the internal components of the magneto and render the unit non
airworthy.
726003e Adjustments
726003e1 Timing Magneto to Engine
1. Turn the crankshaft clockwise until cylinder number 1 is on the compression
stroke and at approximately 35° before top center (BTC).
2. Clamp the ignition timing pointer on the advance timing mark on the rear of

the starter ring gear. The starter ring gear may be marked at 20° and 25°.
Consult the engine nameplate for the correct advance timing mark to use.
3. Continue rotating the crankshaft until the timing pointer and the parting flange
of the crankcase align.
Note: In the event that an ignition timing pointer is not available, use the
following alternate method.
a. Rotate the crankshaft in the normal direction of rotation until cylinder
number 1 is on the compression stroke.
b. Continue to rotate the crankshaft until the correct advance timing mark on

the front of the starter ring gear is in exact alignment with the small drilled
hole located at the two o’clock position on the front face of the starter
housing.
4. Keep the crankshaft in this position until the magnetos are installed.
5. Install the magneto onto the engine.
Caution
Do not rotate the magneto or propeller with the timing pin inserted into the
distributor block. Rotation of the rotor shaft of the propeller in this
situation may damage the internal components of the magneto and render
the unit nonairworthy.
6. Secure the magneto using P/N 66M21195 mounting clamps and appropriate
nuts or bolts. Tighten the nuts or bolts sufficiently to hold the magneto loosely
in position.
7. Remove the timing pin from the distributor block.
8. Attach a timing light to the magneto condenser stud according to the timing
light manufacturer’s instructions.
9. Rotate the magneto in the direction of normal rotation until the timing light
indicates that the breaker points are open. Refer to the data plate to determine
the normal rotation direction. Most timing lights indicate open points with a
light or an audible signal.
10. Slowly rotate the magneto in the direction opposite to that of normal rotation
until the light goes out or the audible signal stops.
11. Tighten the magneto mounting clamps to secure the magneto to the engine
a. Alternately tighten the engine mounting clamp nuts to 8 ft.lbs. of torque.
b. Continue to alternately tighten both nuts, using several steps, to 17 ft.lbs.
or torque.
12. Turn the engine 20° opposite direction of rotation, then back in direction of
rotation until the light indicates the points are open. Verify timing marks are
properly aligned.
Caution
In no case should 17 ft.lbs. be exceeded. If the mounting nuts are torqued
in excess of 17 ft.lbs., damage to the magneto mounting flange may
result, rendering the unit nonairworthy.
13. Remove the timing light from the magneto condenser stud.
726003e2 Ignition Harness
1. Attach each ignition harness to the appropriate magneto. The left harness is
marked “left” and should be attached to the left magneto on the engine. The
right harness is marked “right” and should be attached to the right magneto on
the engine.
2. Torque the mounting cap screws to 18 to 20 in.lbs..
4. Connect the ignition harnesses to the spark plugs as shown.
5. Route the ignition leads to the appropriate spark plug position as indicated by
the alphanumeric markings on each spark plug nut.
Note: Each spark plug ignition harness nut is marked with a letter and number
code 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.
6. Route the lead wires according to the airframe manufacturer’s instructions.
Position the lead wires to prevent chafing by baffling or engine parts.
7. Install the spark plug nut onto the spark plug and torque the nut 80 to 90 in.
lbs. for 5/824 hardware or 110 to 120 in.lbs. for 3/420 hardware.
Note: When installed, a hex ferrule will protrude above the spark plug mounting
nut. This hex ferrule should be held with a 7/16 in. wrench while
tightening the spark plug nuts to prevent twisting of the ignition lead.
Figure 7260033. Ignition Wiring Diagram
726004 OVERHAUL OF THE ACCESSORY HOUSING
Remove the magnetos and all accessories from the accessory housing. Remove
attaching hardware and remove accessories.
726004a Disassembly
726004a1 Fuel Pump
Figure 7260041. Fuel Pump Assembly
1. Remove four nuts and washers that secure the fuel pump to the accessory
housing.
2. Remove the fuel pump and fuel pump drive.
3. Remove the gaskets and discard them according to all applicable federal, state,
and local environmental regulations.
726004a2 Accessory Drive Assembly
Figure 7260042. Accessory Drive Adapters
1. Remove the nuts (11), lockwashers (10), and plain washers (9) from the plate
on the upper right side of the accessory housing.
2. Remove the adapter assembly from the accessory housing.
3. Remove the driven gear (5 or 12), washer (6 or 13) and seal (3 or 16).
746004a3 Oil Filter
The oil filter for this engine is a “screwon, screwoff” unit. Replace the oil filter,
as required, for regularly scheduled maintenance and at overhaul.
1. Unscrew the oil filter from the oil filter base assembly.
2. Remove the oil filter base and gasket.
3. Discard the gasket and oil filter according to all applicable federal, state, and
local environmental regulations.
746004a4 Removing the Accessory Housing from the Engine
1. Remove the washers, lockwashers, and bolts that hold the accessory housing
to the engine and the oil sump.
2. Lay the accessory housing on a bench with the inner surface face up on the
bench to prevent dropping loose gears.
746004a5 Oil Pump
1. Remove the oil pump drive gear shaft.
2. Remove the lockwire from the slotted nuts on the oil pump.
3. Remove the slotted nuts and washers holding the oil pump body to the
accessory housing..
4. Detach the oil pump impellers.
746004a6 Oil Cooler Bypass Valve
Remove the thermostatic bypass valve from the oil filter base and discard gasket.
Figure 7260043. Oil Pump Assembly and Accessory Housing Attaching Parts
726004b Cleaning
726004b1 Accessory Housing Parts
Remove all parts, plugs, fittings, seals, and gaskets from the accessory housing.
Clean all parts of the accessory housing according to the general cleaning
instructions given in section 726002b.
726004c Inspection
Inspect all parts of the accessory housing according to the general inspection
procedures given in section 726002c. Refer to Table of Limits Section,
Appendix III, for components and inspection criteria.
726004d Repair and Replacement
Replace all gaskets, oil seals, circlips, and retaining rings during reassembly.
726004e Reassembly
726004e1 Oil Pump
1. Lubricate all parts with a mixture of 15% prelubricant and 85% SAE No. 50
mineral base aviation grade lubricating oil.
2. Install the impellers in the body.
3. Insert the oil pump drive gear shaft into the body and through the drive
impeller.
4. Install the assembly over the mounting studs on the accessory housing.
5. Place a washer and slotted nut on each stud.
6. Tighten the nuts gradually and evenly, turning the drive gear shaft while
tightening to ensure free movement of the impellers.
7. Tighten the nuts to 17 ft.lbs..
8. Lockwire according to section 700002.
726004e2 Accessory Housing Installation
1. Place a new accessory housing gasket over the locating dowels on the rear of
the crankcase. (See Figure 7260043.)
2. Apply a liberal coating of engine oil to the tachometer drive shaft and all other
contact surfaces, such as gear teeth and the idler gear hub.
3. Assemble the tachometer drive oil seal to the outside of the accessory housing.
4. Guide the accessory housing over the tachometer drive shaft and then onto the
locating dowels.
5. Fit the accessory housing into place on the rear of the crankcase.
6. Secure the housing in place.
7. Assemble all bolts with plain washers and lockwashers. Refer to Table of
Limits for torque values.
726004e3 Vacuum Pump Drive Installation
1. Insert a new oil seal (3) into the recess in the vacuum pump adapter (2).
2. Place a new accessory driven gear washer (6) over the shaft of the vacuum
pumpdriven gear (5).
3. Lubricate the shaft with Lubrico M6 Grease or equivalent.
4. Insert the gear into the adapter, being careful not to push the oil seal out of its
seat.
5. Using a new gasket (1), attach the adapter to the upper right side of the
accessory housing with four plain washers (9), lockwashers (10), and nuts
(11).
6. Place a cover (8) and gasket (7) over the exposed end of the drive to prevent
the entrance of dirt and/or other foreign matter.
726004e4 Hydraulic Pump Drive
1. Insert a new oil seal (16) into the recess in the pump side of the hydraulic
pump adapter assembly (18).
2. Place a new accessory drive gear washer (13) over the shaft of the hydraulic
pump drive gear (12).
3. Using a new gasket (14), insert the gear into the adapter (15), being careful
not to damage the oil seal.
4. Place washers (19) and locknuts (20) onto the studs protruding from the
accessory housing through the holes in the gasket and adapter.
5. Tighten the nuts (21) on the studs. Torque in accordance with Table of Limits.
6. Place the gasket (22) and cover (23) onto the studs on the exposed end of the
adapter to prevent the entrance of dirt and/or other foreign matter.
726004e5 Fuel Pump
1. Insert a new oil seal into the recess on the adapter assembly with the grooved
side toward the adapter.
2. Insert the fuel pump drive gear into the adapter.
3. Install a new gasket on the studs and insert the adapter and gear assembly into
the accessory housing.
4. Install the spacer and fuel pump onto the adapter.
5. Secure with flat washers, lock washers and nuts. Torque to 17 ft.lbs.
726004e6 Oil Filter and Filter Base
1. Install a new gasket on the pad.
2. Install the oil filter base.
3. Install 3 each 1/4x20 nuts with flat washers against accessory housing, then
lock washers.
4. Install cap screw.
5. Torque all hardware in accordance with Table of Limits
726004e7 Oil Cooler Bypass Valve
Install new gasket; install valve into oil filter base and torque in accordance with
Table of Limits.
726005 OVERHAUL OF THE CYLINDERS, PISTONS, AND VALVE TRAIN
726005a General Information
For overhaul purposes, the pistons belong with the cylinders because the basic
configuration of the engine requires the removal and reassembly of the pistons at
the same time that the cylinders are removed or replaced. Similarly, the valve train
includes all parts of the valveoperating mechanism beyond the camshaft,
beginning with the hydraulic tappet assembly.
The IO540AF1A5 engine has nitridehardened steel cylinders, which is indicated
by the blue color code shown on the cylinder fins below the spark plug hole. The
yellow color located on the fins above the spark plug hole indicates that “long
reach” spark plugs are required for this engine.
Figure 7260051. Parallel Valve Cylinder Assembly
726005b Cylinder Assembly Removal
Remove the ignition harness (726003b1), intake pipes (726007b1), fuel
injector (726007b2), and fuel injection lines (726008b1) from the engine.
1. Remove oil drainback tubes.
a. Disconnect tube at cylinder by loosening the flange nut that connects the
tube to the elbow in the cylinder.
b. Disconnect at crankcase by loosening the hose clamps closest to the
crankcase.
c. Remove hose from nipple in crankcase.
2. Remove the intercylinder baffles using the intercylinder baffle tool (P/N
64885)
a. Turn the baffle retainer hook so that it disengages the retainer
b. Remove the intercylinder baffle and hook from between the cylinders.
3. Remove the cylinder assemblies :
a. Remove the rocker box covers and gaskets.
b. Remove the rocker shaft covers and gaskets.
c. Rotate the crankshaft to place the piston in the Number 1 cylinder at the
TDC of the compression stroke(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.)
d. Push the valve rocker shafts outward to allow clearance for the removal of
valve rockers and valve rocker thrust washers.
e. Remove push rods and the valve stem caps.
Caution
Do not attempt to remove valve rocker shafts until the cylinder is
removed.
8. Using the shroud tube wrench (ST142), turn each shroud tube 90° in either
direction to release the detent on the tube from the spring.
9. Remove the shroud tubes by first releasing them from the seal seats and in the
cylinder heads and withdrawing the tubes.
10. Remove the seals from the ends of the shroud tubes.
11. Remove the seals from the crankcase. Discard all seals.
12. Remove the seats and springs and place them in the cleaning basket.
13. Remove the hex head cylinder base holddown nuts.
Caution
As each cylinder is separated from the crankcase, catch and hold the
piston to prevent it from falling against the crankcase and being damaged.
14. Remove the cylinders in the order 145236 to minimize turning the
crankshaft
15. Remove the cylinder base oil seal rings and set them aside to use as supports
for the connecting rods after the pistons are removed.
16. Remove the pistons by first removing the piston pin plugs in the order
145236 using a piston pin puller (P/N 64843)As each piston pin is
removed, the piston is separated from the connecting rod
Caution
Refer to Figure 7260052. When the piston is separated from the
connecting rod, the connecting rod must be supported to prevent damage
to the rod and the crankcase. Use torque holddown plates (ST222) or
loop the cylinder base oil seal rings around the cylinder base studs and
connecting rods
Figure 7260052. Two Methods of Supporting Connecting Rods
1. Refer to Figure 7260054. Remove the hydraulic tappet plungers using the
hydraulic tappet tool (P/N 64941)
Caution
It is imperative that the various parts of each tappet assembly be kept
together during all overhaul operations. This will ensure that all
component parts may be reassembled with their original mating parts and
that each completed assembly is inserted into its original location in the
crankcase.
Caution
If a hydraulic tappet tool is not available, remove the push rod sockets by
hand or by fashioning 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.
a. Refer to Figure 7260053. Remove the push rod socket by placing heavy
grease on the ball end of the “T.” Insert the ball end into the socket and
withdraw it. The socket will adhere to the grease
b. Push the hollow end of the tool over the hydraulic tappet plunger and
withdraw the plunger.
c. 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
90° to engage a coil of the spring and draw out the hydraulic tappet
plunger assembly. Refer to Figure 7260054.
Figure 7260053. Figure 7260054. Removing Hydraulic
Removing Push Rod Socket Tappet Plunger Assembly
726005c Disassembly
1. Place the cylinder over a cylinder holding block (P/N 645262 or equivalent)
and assemble the valve spring compressor (ST25) on the cylinder. Compress
the valve springs far enough to remove the valve retaining keys.
Note: If the keys are stuck tightly in the spring seat, a light blow with a leather
mallet on top of the valve spring compressor will release the keys.
a. Remove all valve spring seats and springs from the rocker boxes, keeping
the parts for each valve separate
b. Hold valves by the stems to keep them from dropping out of the cylinder
c. Remove the cylinder from the holding block.
d. Reach inside the cylinder and remove the valves. If difficulty is
experienced in pulling the tops of the valve stems through the valve guides,
push the valves back into position and clean any carbon from the valve
stems.
Caution
Do not force the valves through the guides.
e. Place each valve with its spring, seat, and key in the proper compartment
of the cleaning and inspection basket (P/N 64553). No further disassembly
of the cylinder is necessary unless inspection warrants the replacement of
valve guides or valve seats.
3. Use the piston ring expander (P/N 64713) to remove the rings from all
pistons, starting with the top ring and working down the length of the piston,
being careful not to scratch or score the piston when removing the rings.
4. Disassemble the hydraulic roller tappets. Refer to Figure 7260055.
a. Push the spring end of the hydraulic tappet plunger. Turn it clockwise
approximately onequarter turn.
b. Pull it from the cylinder.
Figure 7260055. Hydraulic Roller Tappets
Caution
Keep the plunger and cylinder of each tappet assembly together. They are
very closely and selectively fitted together during manufacture and are not
interchangeable.
726005d Cleaning
Clean all cylinder, piston, and valve train parts in accordance with the “Standard
Practices for Overhaul” provided in section 726002. Specific instructions for
hydraulic tappets follow. Specific cleaning instructions for pistons are in Section
726005e5.
Caution
It is imperative that the various parts of each tappet assembly be kept
together during overhaul operations to ensure that all component parts are
assembled with their original mating parts, and that each assembly is
inserted into its original location in the crankcase. In the event that parts
become intermixed, discard them and install new assemblies.
726005d1 Hydraulic Roller Tappets
1. Use the separate compartments in the cleaning basket (P/N 64553) to keep the
valveoperating mechanisms separate. Dip the basket, with all parts contained
in their proper compartments, into a petroleumbased solvent.
2. Hold the ball check valve in each plunger cylinder off its seat by inserting a

light copper wire, or other relatively soft material, through the tube on the
cylinder and wash it thoroughly so that any dirt particles that may be under
the ball seat will be washed out.
3. After washing each part of the hydraulic tappet assembly, replace the part in
the proper compartment of the cleaning basket.
726005e Inspection
Inspect all cylinder, piston, and valve train parts in accordance with the “Standard
Practices for Overhaul” provided in section 726002. Specific instructions for
each component follow.
726005e1 Cylinder Head (Visual Inspection)
Examine the cylinder head thoroughly. Check for the following possible defects.
1. Loose, scored, pitted, or otherwise damaged valve seats. Replace.
2. Loose or damaged studs. Replace with 0.003, 0.005, 0.007, or 0.012 in.
oversize studs.
3. Loose or damaged spark plug Helicoil inserts. Replace with oversize insert.
4. Loose, cracked, or scored valve guides. Replace.
5. Nicked, scored, or dented mounting pads for intake and exhaust ports or for
rocker box covers. Replace.
6. Cracked cooling fins. If a cooling fin adjacent to the exhaust port flange is
cracked, a 3/16 in. diameter hole may be drilled as a stop, providing:
a. The end of the crack is at least ¼ in. from the base of the metal; or
b. The cracked area may be removed from the fin, providing that the
maximum removal is no more than onehalf the total fin width; or
c. The maximum removal is in accordance with Figure 7260056; or
d. No burrs or sharp edges are in evidence; or
e. The minimum fillet at the root of the removed portion of the fin is ¼ in.
radius, and the minimum corner at top of fin adjacent to the removed
portion is ½ in. radius; or
Figure 7260056. Maximum Fin Removal
f. The maximum removal is in accordance with Figure 7260056; or
g. No burrs or sharp edges are in evidence; or
h. The minimum fillet at the root of the removed portion of the fin is ¼ in.
radius, and the minimum corner at top of fin adjacent to the removed
portion is ½ in. radius; or
i. There is no more than one crack per fin, and its depth is no closer than
¼ in. from the base of the metal, and a fin stabilizer is used to reduce
vibration and further deepen the crack.
7. Physically damaged, broken, or bent fins. If a cooling fin is damaged, broken,
or bent, the blended area must not exceed 3/8 in 2 . nor be 3/8 in. deep; or
a. No more than four blended fins on the push rod side of the head.
b. No more than six blended fins on the antipush rod side of the head.
8. In addition to the above, a fluorescent penetrant inspection of the cylinder
must be made. Pay particular attention to the areas between the 15 th and 20 th
cylinder fins (counting from the top) on the exhaust port side of the cylinder
and the area around the lower spark plug counterbore.
726005e2 Cylinder Head (Dimensional Inspection)
1. Check the ID of the rocker shaft bushings in the cylinder heads using the flat
plug rejection gage (P/N 64613).
Note: Be sure to use the end of the gage marked “Cyl. Head.”
2. Check for outofroundness by trying the gage at several different points on

each diameter being checked.
726005e3 Cylinder Barrel (Visual Inspection)
Thoroughly inspect the cylinder barrel to ascertain its general condition. Make the
following specific checks.
1. Cylinder barrel–Replace any cracked cylinder barrel.
2. Cylinder skirt–Replace any cylinder having a bent, cracked, or broken skirt.
3. Mounting flange–Check for cracks, nicks, or warping. If evidence of cracks,
nicks, or warping is evident, replace the cylinder barrel.
4. Interior of barrel–Inspect for barrel glaze and a possible wear ring “step” at
the point where the piston reverses its travel at the top of the stroke. Barrel
glaze or varnish on the cylinder barrel wall surface must be removed.
a. Use a selfcentering, selfbottoming hone that follows a choke located in

the top of the cylinder barrel (SnapO Tool Co. hone P/N CF60C with
CF60C1 abrasive cloth, or hone P/N CF60S fitted with CF6112S
medium grit stones or the equivalent of these items).
b. Use kerosene or light engine oil for lubrication while honing.
c. Place the deglazing hone in a lowspeed 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 crosshatch pattern on the cylinder barrel wall.
e. Thoroughly clean the hone of abrasive before going on to hone any other
cylinders.
f. Wipe as much of the abrasive buildup from the cylinder walls and
recesses as possible, paying particular attention to the recesses formed by
the top of the cylinder barrel and the bottom of the cylinder head. Refer to
Figure 7260057.
g. Fabricate a hooked tool from soft wire and run the tool around in the recess
to loosen any builtup abrasive. This operation must be performed each
time the cylinder is flushed. No abrasive must remain in this area.
Figure 7260057. Section Through Cylinder Assembly Showing Locations
for Diameter Checking and Removal of Wear Step
h. Clean the cylinder by flushing it with a hydrocarbonbased solvent (Varsol
or equivalent). Use the solvent under air pressure. Use a soft bristle brush
in conjunction with flushing to remove abrasive buildup from areas that
are otherwise difficult to reach.
i. Wipe out 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
above steps until no abrasive residue is found.
j. Oil the cylinder thoroughly with SAE 50 engine oil or a rust preventative
oil that conforms with MILC6529.
Note: If a wear step is detected inside the cylinder barrel, measure it using the
dial bore gage usually used for measuring cylinder diameter. If the depth
of the wear step is less than 0.0025 in., remove the step following the
above procedure for removing cylinder barrel glaze. If the barrel contains
a wear step exceeding 0.0025 in., the cylinder should be replaced.
Note: In some cylinders, a small rough area may be found at either end of the
barrel extending less than 0.250 in. from the end. This condition is a result
of the manufacturing process and has no effect on the quality or condition
of the barel.
726005e4 Cylinder Barrel (Dimensional Inspection)
Dimensional inspection of the barrel is provided in the Table of Limits. Make the
following measurements:
· Fit between piston skirt and cylinder
· Maximum taper of cylinder walls
· Maximum outofroundness
· Bore diameter
Note: All measurements of cylinder barrel diameters must be taken at a
minimum of two positions 90° apart in the particular plane being
measured. All measurements must be made in the straight portion below
the starting point of the choke or at least 2 in. below the top of the barrel.
726005e5 Piston Cleaning
Using a commercially available solvent, clean piston to remove carbon. Check and
clean the grooves.
726005e6 Piston (Visual Inspection)
Examine the top of the piston for pitting, cavities, or surface distortion. If surface
distortion is present, it could be indicative of detonation or preignition. Also,
examine the piston ring lands and grooves, piston pin holes, and piston pin hole
bosses.
726005e7 Piston (Dimensional Inspection)
Refer to Figure 7260058. Make the following dimensional checks on each
piston.
· Side clearance between piston rings and piston
Note: When checking piston ring side clearance, be sure there are no rolled
edges into the piston ring grooves.
· ID of piston pin hole
· Clearance between piston skirt and cylinder
· Piston diameter at the top and bottom
Figure 7260058. Figure 7260059.
Method of Checking Piston Ring Area to Inspect on Valve Stems
Side Clearance
726005e8 Piston Pins and Piston Pin Plugs (Dimensional Inspection)
Make the following dimensional checks.
1. Check the OD of the piston pin against the ID of the piston.
2. Measure the fit between the new piston plugs and piston.
3. Examine the interior surfaces of the piston pin for corrosion or pitting. If any
of the dimensions vary from those specified in the Table of Limits, replace the
piston pin.
726005e9 Valve Rockers
1. Clean with Scotchbrite or equivalent.
2. Replace valve rockers if the tips show any evidence of damage, wear, pitting
or scoring.
726005e10 Valve Rocker Bushings
Check the ID of the rocker bushing at several different positions with a flat plug
rejection gage (P/N 64613) using the end of the gage marked “Rocker Bushing.”
If the gage enters the bushing at any point, replace the bushing.
726005e11 Push Rods
Inspect push rods for wear or for looseness of the ball ends.
1. If the ball ends are loose, replace the push rods.
2. Check the rod for straightness. Rods must be straight within 0.010 in. Replace
rods that are not straight.
726005e12 Valves
Remove the valves from the cylinder.
1. Visually examine the valves for physical damage and for damage due to
burning or corrosion.
2. Clean the valves to remove any soft carbon and visually reinspect them.
3. Replace any valves that show damage from burning or from corrosion.
Note: Inconel exhaust valves may be reused if they comply with the inspections
and checks that follow.
4. Measure the valve stem diameter at the midpoint of the stem and at the key
end. If the stem measurements differ at these two points, replace the valve.
Inconel valves may be reused if there is less than 0.002 in. difference between
these measurements. If there is a difference greater than 0.002 in., replace the
Inconel valve. Refer to Figure 7260059.
Figure 72600510. Valve Showing Figure 72600511.
Locations for Checking RunOut and Section Through Edge of Valve
Section for Measuring Edge Thickness
5. Check the runout of the valve face. Refer to Figure 72600510. Total run
out exceed 0.0015 in. If the runout exceeds 0.0015 in., replace the valve.
6. Measure the edge thinness of the intake valve heads. Refer to
Figure 72600511. If, after refacing, it measures less than the minimum
permissible edge thickness shown in Table 726005A below, replace the
valve.
Table 726005A. Intake Valve Edge Thickness
Intake Valve Part Number Minimum Permissible Edge Thickness
73938 0.075 in.
Note: The edge of intake valves is formed as shown in Figure 72600511. The
thickness can best be measured with an optical comparator; however, it
can also be measured with sufficient accuracy using a dial indicator and a
surface plate, as shown in Figure 72600512.
Figure 72600512. Method of Checking Valve Edge Thickness with a Dial Indicator
7. Use an optical magnifier to examine the valve stem and tip for evidence of
cracks, nicks, tool marks, or any other indications of damage. Replace any
valve having tool marks or nicks of any sort in the keeper area of an exhaust
valve, or valves having other nicks with ragged edges more than 1/16 in. in
length.
Note: If superficial nicks and scratches in the valve indicate that the valve is
cracked, inspect the valve by either the magnetic particle or dye penetrant
method. Dye penetrant procedures must be carried out strictly within the
penetrant manufacturer’s guidelines.
8. Using an optical magnifier, examine the face and tip of the valve for evidence
of pitting or uneven wear. Minor pitting should be removed by regrinding. If
regrinding does not remove the pitting, replace the valve.
9. Replace any valve that has been operated with a collapsed tappet regardless of
the number of hours on the valve.
10. Use a magnifying glass (minimum 10 power) to check the face of the tappet
body for signs of spalling or pitting, as shown in Figure 72600513. Replace
any tappet body showing face wear as indicated in the illustration.
Note: When a tappet body is rejected due to spalling, a visual inspection of the
nose of the corresponding cam lobe must be made using a magnifying
glass (minimum 10 power). The camshaft must be replaced if there is any
indication of surface irregularity, distress, or feathering at the edge of the
lobe.
Figure 72600513. Appearance of Spalling Marks on Face of Hydraulic Tappet Bodies
11. Each tappet face will have one or two Rockwell marks as shown in Figure
72600514. These marks are not cause for rejection and are not to be
confused with spalling, as shown in Figure 72600513.
Figure 72600514. Rockwell Marks
12. Refer to Figure 72600515. Examine the interior of the bore in each tappet
body using a small flashlight to illuminate the interior surfaces. Replace the
entire tappet assembly if there is evidence of wear at the interior shoulder
(which serves as a seat for the plunger assembly), or a feathered or chipped
edge around the shoulder.
Figure 72600515. Appearance of Interior Shoulder in New and Worn Tappet Bodies
Caution
After inspection, any serviceable tappet body must be installed in the same
position from which it was removed. Never touch the face of a tappet
body with abrasives because early failure will result.
Hydraulic Plunger Assembly
Check the part numbers of the hydraulic plunger assemblies as they are removed
from the engine. Hydraulic plunger assemblies must be used in sets; it is not
permissible to mix assemblies in the same engine.
Caution
All parts of each hydraulic plunger assembly are selectively fitted and
these parts are not interchangeable. Mating parts must be kept together
and not mixed with other assemblies. If there is any possibility that parts
may have become mixed during disassembly, inspection, or cleaning,
install new hydraulic plunger assemblies.
1. Check each hydraulic plunger assembly for chipping around the seating
shoulder as each assembly is removed from the engine. Refer to Figure
72600516. If chipping is found, replace the assembly.
Figure 72600516. Chipped Shoulder
2. Line the assemblies up side by side on a flat surface and lay a straight edge
across the shoulder surface. Refer to Figure 72600517. Replace any
plunger assembly that is more than 1/32 in. below the straight edge.
Figure 72600517. Checking Plunger Assembly
3. Visually inspect each plunger assembly body for cracks. Replace the assembly
if cracks are found.
Caution
Do not use magnetic particle testing or inspection methods on the
hydraulic plunger.
4. Clean the hydraulic plunger assembly with Varsol or equivalent clean solvent.
Back flush it with additional clean solvent.
5. Check the plunger assembly for a leaking check valve.
a. Dip the plunger in light machine or engine oil.
b. Hold the hydraulic cylinder between the thumb and middle finger in a
vertical position with one hand. Refer to Figure 72600518.
c. Place the plunger in position so that it just enters the cylinder.
Figure 72600518. Checking the Hydraulic Plunger Assembly for Leaks
d. Depress the plunger quickly with the index finger. If the plunger bounces
back, the assembly is satisfactory.
e. Replace the hydraulic plunger assembly when the plunger does not bounce
back but remains collapsed. This is an indication that the ball check valve
is not seating properly.
Note: Whenever an intake or exhaust valve hydraulic plunger assembly is
determined to be defective, the ball check valve is not seating properly.
The valve as well as the hydraulic plunger assembly must be replaced.
6. To assemble the unit, insert a thin, clean bronze wire into the oil inlet hole and
unseat the ball. With the ball off the seat, insert the plunger and twist
clockwise so that the spring catches.
726005e13 Detection of Magnetized Hydraulic Plunger Assemblies
Parts of this plunger assembly may become magnetized and inoperable. Check the
parts for magnetization with a compass or a small iron wire. If the parts are
magnetized, replace them.
726005e14 Valve Springs
Check the condition of all valve springs with a suitable spring tester (Imada Model
DPS220R or equivalent) using the loads and deflections as given in the Table of
Limits.
726005f Modifications
Any modifications made to this engine without approval from Lycoming could
void the warranty.
726005g Repair and Replacement – Cylinder Assembly
726005g1 Spark Plug Thread Insert
Any spark plug thread inserts that were rejected during inspection must be
removed and replaced.
Removing the Spark Plug Thread Insert
1. Insert the extracting tool (P/N 64595) into the spark plug hole so that the
edges of the tool cut into the top thread of the insert.
2. Rotate the tool counterclockwise to unscrew the insert from the hole.
Replacing the Spark Plug Thread Insert
1. Withdraw the mandrel part of the inserting tool (P/N 64594) beyond the
recessed section of its sleeve.
Note: If the inspection has determined that a spark plug Helicoil insert must be
replaced with an oversize (0.010 in.) insert, use a 0.010 in. oversize
bottoming tap (P/N 645961) with P/N 64594.
2. Place the insert into the recess and advance the mandrel to engage its slotted
end with the tang of the insert.
3. Press the mandrel forward slightly and rotate the mandrel clockwise. This will
engage the insert in the threaded end of the sleeve.
4. Continue to rotate the mandrel while holding the sleeve to secure the insert
firmly on the inserting tool.
5. Continue to rotate the mandrel until the insert is within onehalf turn of the
threads on the threaded portion of the sleeve.
6. Screw the insert into the spark plug hole while making sure that the first coil
picks up the first thread. Turn the tool clockwise to advance the insert into the
hole.
7. When the end of the sleeve is approximately 1/16 in. from the face of the boss,
hold the inserting tool tightly by the handle with one hand and, using the other
hand, rotate the sleeve in a counterclockwise direction to free the left halfturn
on the insert.
8. Slide the sleeve toward the top of the mandrel. The end of the insert can be

seen projecting above the boss.
9. Rotate the mandrel in a clockwise direction until the insert disappears from
sight. When this position is reached, withdraw the inserting tool. The top of
the insert will be approximately onehalf turn from the face of the boss.
10. Break off the tang of the insert at the notch using needle nose pliers.
11. Use the expanding tool (P/N 64593) to secure the insert firmly in the spark
plug hole.
12. Keep the expansion within the thread gage limits by fixing the stop nut with
the adjusting screw on the expanding tool at 13/16 in. for longreach spark
plugs.
13. Assemble the staking sleeve over the mandrel until the mandrel meets the boss.
14. Lightly strike the top of the staking sleeve with a hammer to impress a slightly
chamfered edge around the periphery of the tapped hole.
15. Remove the staking sleeve and release the adjusting screw.
16. Remove the mandrel from the insert.
726005g2 Valve Seats
Removing and Replacing Valve Seats
1. Replace any valve seats that are loose, damaged, or worn to the extent that
they cannot be reground to the correct dimensions.
2. Place the applicable valve seat replacement fixture on a suitable flat surface
and fasten securely.
3. Fabricate a valve seat removal tool as shown in Figure 72600519.
Figure 72600519. Valve Seat Removal Tool
4. Heat the cylinder to a temperature of 600°F (315°C).
a. Preheat an oven to 600°F (315°C) and allow the oven temperature to
stabilize.
b. Place the cylinder in the oven for no less than 1 hour.
c. Secure the hot cylinder into the fixture.
Note: Perform the next three steps as rapidly as possible after removing the
cylinder from the heat.
5. Soak the sponge of the removal tool in cold water.
6. Insert the tool down through the valve seat. The valve seat will shrink and
cling to the sponge.
7. Withdraw the tool, being careful not to cock the valve seat.
8. Measure the ID of the valve seat recess in the cylinder head. Compare the
measurement with the original manufactured diameter of the recess, as given
in the Table of Limits, to determine which oversize seat should be installed.
9. Refer to Table 726005B to select the proper cutter and cutter pilot.
10. Insert the pilot in the cutter and tighten the cutter in the special drive.
11. Install the pilotcutter assembly in a drill press.
12. Align the pilot with the valve guide hole.
13. Cut the recess in the head to the appropriate size.
Note: Remove no more of the metal from the bottom of the recess than is
necessary to clean up the major diameter.
Note: In the event that the seats are to be cut by hand, install the hand drive
adapter (ST63) over the special drive (ST62) and, using a “T” handle,
cut the recesses as described above.
14. Heat the cylinder to 600°F to 650°F (315°C to 343°C) for 1 to 11\2 hr and
secure it to the applicable replacement fixture.
15. Place the new seat on the replacement drift and drive the seat into the recess in
the cylinder head by tapping the end of the drift with a hammer.
Note: Whenever a new valve seat is installed, the matching valve guide must
also be replaced to ensure concentric grinding of the new seat.
Table 726005B. Valve Seat Replacement Tools
Valve Seat Recess Cutter
ID Valve Seat Hole in Cylinder Head Part Number
1.9261.928 in. ST541, 2, 3*
2.1592.161 in. ST551, 2, 3*
*1 indicates 0.010 in. oversize, *2 indicates 0.020 in. oversize, *3 indicates 0.030 in. oversize
Valve Seat Recess Cutter Pilot
ID Valve Guide Hole in Cylinder Head Part Number
0.59150.5923 in. ST661, 2, 3, 5*
0.66130.6623 in. ST671, 2, 3, 5*
*ST66 is standard, *1 indicates 0.010 in. oversize, *2 indicates 0.020 in. oversize,
*3 indicates 0.030 in. oversize, *5 indicates 0.005 in. oversize
Valve Seat Replacement Drift
ID of Valve Seat Part Number
1.8702.060 in. ST64
1.4741.730 in. ST65
Valve Seat Replacement Fixture for Angle Valve Part Number ST232
Cylinder Heads
Valve Seat Recess Cutter Driver
Used with all STseries Cutters ST62
Hand Drive Adapter ST63
Refacing Valves
1. Place the valve into a suitable valverefacing machine (SnapOn VR300 or
equivalent).
2. Set refacer to 30° for intake valves and to 45° for exhaust valves.
3. Using a soft #80 grit wheel, remove no more metal than is necessary to clean
pits in the valve face or to correct any apparent warping condition.
4. Using a hand stone while the valve is turning in the refacing machine, round
off any sharp or burred edges left around the valve face after refacing.
726005g3 Valve Guides
Removing and Replacing Valve Guides
1. Remove the nut from the valve guide puller (ST49) and screw it to the head
of a ¾16 bolt.
2. Place the retainer of the puller (ST49) over the valve guide inside of the
rocker box.
3. Insert the ¾16 bolt into the retainer and valve guide.
4. From the cylinder barrel end, insert the 3/824 bolt into the end of the ¾16
bolt. Tighten the 3/824 bolt until it is snug against the valve guide.
5. Turn the nut in the rocker box clocwise until the valve guide is out of the
cylinder head.
6. Check each valve guide hole in the cylinder head with the applicable valve
guide hole plug gage. Refer to Table 726005C.
7. Mount the applicable valve guide replacement fixture on a drill press table.
8. Fasten the cylinder securely in place on the fixture and set the fixture to the
proper angle of the valve being installed (11°45' for intake valve and 12°40'
for exhaust valves).
9. If measurements indicate that the next oversize guide is required, select the
appropriate reamer and mount it in the drill press spindle.
10. Ream the valve guide hole in the cylinder head. Check the hole with the
corresponding gage.
11. Heat the cylinder to 350° to 400°F (177° to 204°C) for a minimum of 1 hour.
12. Place the new guide on the appropriate valve guide installation drift and insert
the guide in the hole in the cylinder head.
13. Drive the guide to a firm seat with sharp hammer blows on the end of the drift.
14. Allow the cylinder to cool and ream the ID of the valve guide with the
appropriate valve guide ID reamer.
15. Check the finished ID with the corresponding valve guide ID gage.
Table 726005C. Valve Guide Replacement Tools
Gage Size Reamer
Valve Guide Hole in Cylinder Head (0.5913 to 0.5923 in. hole)
64571 Standard
64507 0.005 in. oversize 646782
64509 0.010 in. oversize 646783
64511 0.020 in. oversize 646784
64639 0.030 in. oversize 646785
Valve Guide Hole in Cylinder Head (0.6613 to 0.6623 in. hole)
64940 Standard
64928 0.005 in. oversize 649241
64929 0.010 in. oversize 649242
64930 0.020 in. oversize 649243
64931 0.030 in. oversize 649244
Valve Guide ID
64514 0.4040 to 0.4050 in. exhaust valve 64684
Pilot Diameter
ST155 0.4995 to 0.5005 in. exhaust valve (NiResist)
0.4828 to 0.4833 in. ST1431
0.4778 to 0.4783 in. ST1432
Gage Size Reamer
Replacement Fixture
T/N Cylinder Assembly
64644 All 51/8 in. angle valve heads
Replacement Drift
64505 All intake valve guides
64923 Valve guides with 0.4985 to 0.4995 in., 0.4995 to 0.5005 in. ID
Grinding Valve Seats
The ID of the valve guide is used as a piloting surface for all valve seat
reconditioning operations. Grind valve seats, using suitable grinding equipment, to
a 30° angle on intake valves and a 45° angle on exhaust valves.
Figure 72600520. Valve Seat Dimensions for Reconditioning
1. Intake valve seats – Use a 15° grinding wheel to grind the top surfaces of the
valve seat to produce the outer face diameter of 2.334/2.344 in. Use a 75°
wheel to bring the face of the intake valve seats to narrow the throat to
0.074/0.093 in.
2. Exhaust valve seats – Use a 15° grinding wheel to grind the top surface of the
valve seats to produce the outer face dimension of 1.816/1.826 in. The width
of the exhaust valve seats should be 0.091/0.106 in.
Note: If seat wear has progressed to the extent that the entire face of the 15°
narrowing wheel must be brought into contact with the seat to achieve the
specified diameter, the seat must be replaced. Refer to Figure 726005
21.
Figure 72600521. Rejection of Valve Seat
726005g4 Valve Rocker Thrust Washers
Adjusting Valve Rocker Thrust Washers
1. Measure the clearance between the valve rocker and cylinder head using a
feeler gage.
2. Refer to the Table of Limits. Compare the actual measurements with the
service limit of 0.024 in.
3. Reduce excess clearance caused from excessive wear on the inner rocker shaft
support boss using the inner rocker shaft spotfacer (P/N 64862).
4. Remove no more metal than is necessary.
5. Select and fit any two of the three undersize washers needed to bring the side
clearance within service limits. Refer to Table 726005D.
Table 726005D. Washer Part Numbers and Sizes
Part Number Size Edge Color
71549 (Standard) 0.090 0.095 in. none
715491 0.049 0.051 in light blue
715492 0.059 0.061 in. white
715493 0.064 0.066 in. yellow
726005g5 Valve Rocker Shaft Bushings
Replacing the Valve Rocker Shaft Bushing
1. Remove the outer and inner bushing using the rocker shaft bushing removal
drift (P/N 64814).
2. Check each rocker shaft bushing hole in the cylinder heads using a standard
plug gage (P/N 64810). If the plug enters the head more than 1/8 in., an
oversize rocker shaft bushing is required.
Note: If the fit of the plug gage in the hole is quite loose, it is evident that the
bushing removed was an oversize bushing. In that case, use the 0.005 in.
oversize plug gage (P/N 64811) to determine what oversize bushing
should be used for replacement.
3. When the proper size replacement bushing has been determined, place the pilot
of the outer rocker shaft bushing hole into the cylinder head reamer (P/N
64812 or P/N 64823) through the outer hole into the inner hole of the head.
Ream the outer hole.
4. Place the inner rocker shaft bushing hole in the cylinder head reamer (P/N
64832 or P/N 64833) through the outer hole and ream the inner hole of the
head.
5. Thoroughly clean the cylinder and reamed holes thoroughly using Varsol or
Safety Solvent to remove any chips or other residue from reaming.
6. Place the stop of the outer rocker shaft bushing installation drift (P/N 64815)
between the inner rocker shaft bushing boss and the outer rocker shaft bushing
boss.
7. Assemble the new bushing on the pilot of the inner rocker shaft bushing
installation drift (P/N 64816) and position the bushing and pilot.
8. Insert the drift through the outer bushing into the pilot and tap the inner
bushing into place.
9. Once the new rocker shaft bushing is installed in the cylinder head, ream the
bushing ID.
a. Place the pilot of the outer rocker shaft bushing ID semifinish reamer
(P/N 1964819) through the outer bushing.
b. Place the inner rocker shaft bushing ID semifinish reamer (P/N 64820)
through the outer bushing and ream the inner bushing.
c. Repeat the above two steps using the outer and inner finish reamers

(P/N 64821 and P/N 64822).
d. Check the finished ID hole in the rocker shaft bushing with the rocker shaft
bushing ID plug gage (P/N 64823).
e. Clean the cylinder and reamed hole thoroughly using Varsol or Safety
solvent to remove any chips or other residue caused from the reaming.
Note: After the bushings have been reamed, they must be impregnated by
immersing them for at least 15 minutes in engine oil that has been heated
to 140°F (60°C). Immerse only the portion of the head containing the
bushings.
10. Place the valve rocker in position in the valve rocker holding fixture (P/N
64540) and, using a suitable drift, remove the bushing from the valve rocker.
11. Position a new bushing into the valve rocker.
12. Align the oil hole in the bushing with the oil hole in the valve rocker.
13. Insert the bushing into the valve rocker using an arbor press.
14. Burnish the bushing by using an arbor press to pass the valve rocker bushing
burnisher (P/N 64541) completely through the bushing.
15. Remove the rocker from the fixture and check the finished ID with the valve

rocker bushing finished ID gage (P/N 64823).
726005g6 Cylinder Barrels
Nitrided Cylinder Barrels
When the nitrided cylinder barrels in the IO540AF1A5 engine have worn beyond
service limits, they must be replaced. They cannot be repaired.
726005g7 Valve Repair
Repairs to valves are limited to removing carbon, regrinding the face, and
polishing superficial scratches. Bending processes to straighten and puddling to
restore the face must not be attempted. Refer to Section 726002b.
726005g8 Exhaust Flanges
Grinding Warped Exhaust Flanges
Straighten any exhaust flanges by grinding. A maximum amount of 0.020 in. may
be removed in increments of 0.010 in. The cylinder head should be stamped
adjacent to the port sealing surface with “10” or “20” to indicate the amount of
metal removed.
1. Examine the surface of the exhaust flange face for erosion damage.
2. Remove studs using standard stud removal tool.
3. Mill the exhaust flange face 0.10 in.
4. Reexamine the flange face. If needed, mill an additional 0.010 in. The
maximum removable amount is 0.020 in.
5. Mark “FR10” or “FR20” adjacent to the outboard bolt hole to designate the
amount removed (FR = flange rework).
Note: All exhaust flanges on the same side of the engine must be reworked
equally to prevent cracking on the exhaust pipes near the flange.
726005h Reassembly
726005h1 Assembly of Pistons and Rings
Figure 72600522. Piston Assembly
Assembling Pistons
1. Refer to Figure 72600522. Using a commercially available piston ring
expander, assemble new rings on the pistons.
Note: The equalizer ring and the regulating ring are symmetrical and may be
installed with either side upward.
2. With the piston lying top side up on a workbench, install the oil regulating
ring equalizer in the first groove above the piston hole.
3. Assemble the oil regulating ring over the equalizer with its gap 180° opposite
the equalizer gap.
4. Compress the assembly several times with the fingers to make sure the rings
lie freely and loosely in the groove.
5. Install compression rings with the word “Top” toward the top of the piston in
the remaining top grooves.
Caution
Do not, under any circumstances, install chromeplated piston rings in an
engine having chromeplated cylinder barrels. If you are unsure of the
proper combination of rings to be used, contact the Service Department at
Lycoming.
6. Measure the side clearance of the rings in the grooves. Use a feeler gage and a
straight edge as shown in Figure 7260058.
7. Compare the actual measurements to those listed in the Table of Limits.
726005h2 Assembly of Cylinders
See Figure 72600523.
Figure 72600523. Cylinder Assembly
1. Coat the intake valve guide and intake valve with Texaco 140, Kendall 155,
AtlanticRichfield 165, Lubribond MILL23398, Texaco EPO, or
equivalent.
2. Insert the intake valve into the guide.
3. Coat the exhaust valve guide and the exhaust valve with Texaco 140, Kendall
155, AtlanticRichfield 165, Lubribond MILL23398, Texaco EPO, or
equivalent.
4. Insert the exhaust valve into the guide.
Note: The intake valve is slightly larger than the exhaust valve.
5. Holding the end of the valve stems, place the cylinder on the cylinder holding
block (P/N 645262).
6. Install on the intake valve a lower intake spring seat, an outer valve spring, an
inner valve spring, and an upper valve spring seat.
7. Install on the exhaust valve a lower spring seat, an outer valve spring, an inner
valve spring, and an upper valve spring seat.
Note: Assemble the dampener ends of the springs (closely wound coils marked
with dye or lacquer) downward or next to the lower spring seats.
8. Compress the valve springs with the valve spring compression tool (ST25).
9. Assemble the intake valveretaining key and intake valve stem cap.
10. Assemble the exhaust valveretaining key and exhaust valve stem cap.
Note: If the valve does not seat properly, place a wooden hammer handle against
the tip of the valve stem and strike the hammer head with the palm of the
hand. Do not use any other method to seat the valve.
726005h3 Installation of Pistons (After Crankcase and Crankshaft Assembly)
1. Remove all preservative oil accumulation from the piston and cylinder
assemblies by washing with Varsol, Safety Solvent, or equivalent solvent
meeting MILPD680 specifications.
2. Thoroughly dry with compressed air.
3. Insert the valve rocker shafts into their bores in the rocker box.
4. Starting with piston Number 1, apply a generous coating of a mixture of 15%
prelubricant (STP or equivalent) and 85% SAE 50 mineralbase aviation
grade lubricating oil to the inside of the cylinder barrel, to the piston rings,
working the mixture into the ring grooves, and to the ID of the piston pin
holes.
Caution
Do not attempt to rotate the crankshaft unless the connecting rods are
supported.
4. Rotate the crankshaft so that when the Number 1 piston is inserted, it will be
at the TDC of its firing stroke, with both tappets on the base circle of the cam
lobes.
5. Insert the piston so that the number stamped on the bottom of the piston head
is toward the front of the engine.
6. Refer to Figure 72600522. Insert the piston pin using only palm pressure.
Note: If the original piston pin is tighter than a palm push fit, check for burrs or
slight carbon in the pin bore of the piston. Stone away burrs. Remove
carbon as described in “Carbon Removal.” If a new piston or piston pin is
installed, select a pin (P/N 14J 22048) that will give a palm push fit at 60°
to 70°F (15° to 20°C).
7. Thoroughly lubricate each piston pin plug with Texaco 140, Kendall 155,

AtlanticRichfield 165, LubriBond MILL23398, Texaco EPO, or
equivalent.
8. Insert piston pin plugs at each end of the piston pin.
9. Repeat the preceding steps with pistons Number 2 through Number 6.
Caution
To ensure the proper assembly of the crankcase halves and to minimize
the possibility of the subsequent loosening of cylinder base nuts, a definite
and specific sequence of tightening all crankcase and cylinder base nuts
must be followed. Ensure that crankcase halves have been brought
together and fastenings secured, as described in section 726006, before
installing cylinders.
726005h4 Installation of Cylinders
Figure 72600524. Cylinder Reassembly
1. Place a rubber cylinder base oil seal ring (24) around the cylinder base.
Caution
Use only P/N 71481 oil seal ring. Do not use any additional sealant or
gasket material which could deteriorate and result in reduced torque on the
cylinder base studs.
2. Install spacers on the thrustuds where cylinders do not attach. (Use two P/N
74887 spacers at the front on the left side and two P/N 77906 spacers at the
rear of the right side.)
3. Assemble the piston ring compressor (P/N ST485) over the top piston rings
and install the cylinder over the piston, pushing the piston ring compressor
ahead with the cylinder barrel.
4. As the cylinder barrel approaches the crankcase, catch the piston ring
compressor as it drops off the piston skirt.
5. Lubricate the crankcase thrustud threads with any one of the follow
lubricants or combination of lubricants, before installing the cylinder socket
head holddown nuts (22) and (23):
· 90% SAE 50W engine oil and 10% STP,
· Parker Thread Lube,
· 60% SAE 30 engine oil and 40% Parker Thread Lube, or
· SAE 30W engine oil.
Caution
To ensure uniform loading on the main bearings, it is imperative that the
anchored thrustuds and the freethrustuds are tightened in a particular
sequence, beginning at the approximate center of the engine and then
progressing evenly to both the front and rear of the engine. Refer to Figure
72600525.
Note: Before tightening the freethrustuds, make sure that they extend equally
from both sides of the crankcase.
a. Tighten the ½20 socket head nuts on the cylinders in the sequence shown
in Figure 72600527, using the ½" socket head nut wrench (P/N 64942)
to 300 in. lb (25 ft lb).
b. Tighten both ends of the free thrustuds simultaneously at the rear of
cylinder Number 4 and at the front of cylinder Number 5.
c. Tighten both ends of the free thrustuds simultaneously at the rear of
cylinder Number 6 and behind cylinder Number 5.
d. Tighten both ends of the free thrustuds simultaneously at the rear of
cylinder Number 2 and at the front of cylinder Number 3.
e. Tighten both ends of the free thrustuds simultaneously in front of cylinder
Number 2 and at the front of cylinder Number 1.
6. Using the same sequence as above, retighten the ½ in. thrustuds to 600 in. lb
(50 ft lb).
7. Tighten the 3/8 in. nuts at the front main bearing (righthand side) to 300 in.
lb (25 ft lb).
8. Tighten the crankcase fastenings (items 6 through 12 on Figure 72600646)
as numbered in the sequence shown.
9. Tighten the 3/8 in. nut (designated number 13 on Figure 72600646) at the
rear camshaft bearing location (right side) to 300 in. lb (25 ft lb).
10. Recheck all nuts on the cylinders using the torque wrench to apply the
appropriate torque on each nut for 5 seconds. If the nut does not turn, it is
correctly tightened.
11. Recheck all crankcase fasteners using the torque wrench to apply the
appropriate torque on each fastener for 5 seconds. If the fastener does not
turn, it is correctly tightened.
Note: Torque values are:
· For 3/8 in. nuts, 300 in. lb (25 ft lb),
· For ¼ in. nuts and capscrews, 96108 in. lb, and
· For ¼ in. shear nuts, 55 to 60 in. lb.
Note: Any additional crankcase fastenings not specifically called out in this
procedure may be tightened in any sequence using the torque values
shown above.
Figure 72600525. Sequence of Tightening Cylinder Base Nuts
12. Remove any nicks in the cylinder fins by filing or deburring.
13. Install a vented plug in each spark plug hole to prevent the entrance of foreign
materials, while still permitting the engine to be easily turned by hand.
14. Refer to Figure 72600524. Install the hydraulic tappet plunger and cylinder
(26) assemblies with the spring end outward and sockets with concave end
outward in the hydraulic tappet bodies.
Caution
Be sure there is no oil inside the tappet bodies and that the tappet plunger
and cylinder assemblies are thoroughly clean and dry. Wash any
lubricating or preservative oil (Varsol, Stoddard solution, or equivalent)
from these parts, since tappet assemblies must be absolutely dry to check
tappet clearance.
15. Assemble new shroud tube oil seals (16) in the shroud tube oil seal retainers in
the crankcase.
16. Place new shroud tube seals (17) on the outer end of the two push rod shroud
tubes (14).
17. Place a shroud tube spring (15) over the inner ends of two shroud tubes so
that the detent notches in the spring are approximately 90° removed from the
detents on the tubes.
18. Insert the shroud tube ends through the oil seals in the crankcase.
19. Hold both push rod shroud tubes with the detent at the inner end in the
unlocked position.
20. Insert the outer end of the tubes in the cylinder head rocker box.
21. Ascertain that all rubber seals are inserted squarely.
22. Turn each shroud tube 90° to engage the detents and lock the tubes by
engaging the detents with the notches in the shroud tube spring.
23. Select two push rods (13) and dip them into a mixture of 15% STP or
equivalent and 85% SAE 50 mineralbased aviationgrade lubricating oil.
24. Insert the push rod into the full length of the shroud tube.
25. Press the push rods tightly against the outer end of the shroud tube to test the
spring tension and free travel of the unloaded or dry hydraulic tappet plungers.
Check to see that the springs compress and return.
26. Install the special cap (12) over the exhaust valve stem.
27. Slide the rocker shaft (8) back into position.
28. Install the rocker (9) and thrust washer (10).
29. Repeat with the other rocker arm and thrust washer.
Note: If the clearance between the valve rocker and the cylinder head cannot be
brought within the limits (Refer to the Table of Limits) using the standard
valve rocker thrust washers, clean up the worn valve rocker support boss
following the procedure given in section 726005d and use any two of the
selective fit undersize washers to bring the clearance within limits.
Caution
Exhaust and intake rocker assemblies are different due to the angle of the
valves. Make sure that the rockers are correctly assembled.
30. Using a valve clearance gage (ST23), check the dry or unloaded valve tappet
clearance by pushing in on the push rod end of the valve rocker, checking
between the end of the valve rocker and the valve stem tip. Valve rocker
clearance must fall between 0.028 and 0.080 in.
Note: If the push rod clearance is not within the prescribed limits, insert a longer
push rod to decrease the clearance. See Table 726005E for a listing of
push rod part numbers.
Table 726005E. Push Rod Part Numbers and Lengths
Push Rod P/N Approximate Length (In.)
15F1995728 12.368
15F1995729 12.391
15F1995730 12.414
15F1995731 12.437
15F1995732 12.459
15F1995733 12.482
31. Recheck the valve rocker clearance on all cylinders and make any adjustments
as required.
32. Temporarily assemble the rocker shaft covers (6) on the angle valve cylinders
to prevent displacement of the valve rockers.
33. Coat all parts in the valve rocker mechanism with a mixture of 15%
prelubricant (STP or equivalent) and 85% SAE 50 mineralbase aviation
grade lubricating oil.
34. Assemble the rocker box cover gaskets (5) and covers (4) on each rocker box
and tighten the screws to 50 in. lb.
726005h5 Installation of Cylinder Head Fin Stabilizers
1. Clean the stabilizers and affected fin areas thoroughly with Varsol or
equivalent solvent to remove all traces of grease, dirt, or other foreign matter,
and air dry with compressed air.
2. Apply Dow Corning Silastic 140 adhesive to the fin stabilizers and press the
surfaces together.
726005h6 Installation of Intercylinder Baffles
1. Hook the “Stype” retaining hook (2) through the hole in the baffle (1).
2. Place the baffle in position beneath and between the cylinders, running the
hook up between the cylinder barrels.
3. Place a baffle retainer (3) in place between the cylinders and, using a baffle
installation tool (P/N 64885), 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 turned and hooked over the bridge between the
slots in the retainer.
726006 OVERHAUL OF THE CRANKCASE, CRANKSHAFT, AND
RECIPROCATING PARTS
Figure 7260061. Crankcase and Related Parts
726006a Preparation
1. Mount engine on overhaul stand.
2. Remove accessories, magnetos, harness, fuel pump, fuel lines, hoses, etc.
3. Remove intake pipes (Refer to Section 726007b1).
4. Remove cylinders (Refer to Section 726005b). Be sure connecting rods are
supported as shown in Figure 7260052.
5. Remove induction system (Refer to Section 726007b).
6. Remove oil sump. (Refer to Section 726002b4.)
a. Remove all attaching hardware.
b. Separate sump from crankcase assembly.
c. Remove and discard gasket.
d. Remove the oil sump baffle.
7. Remove accessory housing (Refer to Section 746004a).
726006b Crankcase Disassembly
726006b1 Starter Ring Gear Support
Remove the starter ring gear support and alternator belt from the crankshaft
propeller flange by tapping lightly with your hand on the rear face of the starter
ring gear support.
726006b2 Crankshaft Gear
1. Refer to Figure 7260062. Remove the bolt, lockplate, and crankshaft gear
from the crankshaft.
2. Remove all the nuts and bolts from the parting surface of the crankcase.
Caution
Make certain that all the nuts and bolts are removed, including those
located behind the cam gear and those under the sump area. If these nuts
and bolts are not removed prior to separating the crankcase halves with
the pressure plate, crankcase breakage will occur.
3. Remove the crankcase from the overhaul stand and place it on the workbench.
Figure 7260062. Crankshaft and Associated Parts
4. Steps 3 through 5 refer to Figure 7360063. Remove the oil fill tube.
5. Remove the oil pressure relief valve assembly (21), (22), (23), and (24).
6. Remove crankshaft oil seal (27).
7. Using a 64682 slide hammer, an ST271 crankcase thrustud puller, on ST
317 crankcase thrustud drives or a plastic hammer, remove the eight (8) thru
studs. Do not allow the crankcase halves to separate until all thru studs are
removed.
8. Place the crankcase on its right side.
9. Refer to Figure 7260064. Reach through the cylinder pads to wire the
camshaft to the left half of the crankcase.
10. Refer to Figure 7260066. Reach down through the cylinder pads and push
the left half of each crankshaft bearing (25) and (26) down onto the crankshaft
so they will not fall when the crankcase halves are separated.
Note: In the left half of the crankcase, the intake tappet for its corresponding
cylinder is located nearest the front of the crankcase. In the right half of
the crankcase, the intake tappet is nearest the rear of the crankcase.
Figure 7260063. IO540AF1A5 Crankcase
Figure 7260064. Illustrative Example of Camshaft Wired to Crankcase Half
Caution
The various parts of each tappet assembly must be kept together during
all overhaul operations to ensure that all component parts may be
reassembled with their original mating parts and that each completed
assembly is inserted into its original location in the crankcase.
11. Separate the crankcase by hand or use ST389 crankcase separating tool and

remove the tappets (29), camshaft, and crankshaft assembly.
12. Place each tappet body, as it is removed, in the cleaning basket (P/N 64553)
in its separate, labeled compartment.
726006b3 Propeller Governor Drive Removal
1. Refer to Figure 7260065. Locate the propeller governor drive on the front
lefthand side of the crankcase.
Figure 7260065. Propeller Governor Drive
2. Remove the hex head plug (10) and gasket (9).
3. Remove the #1032 x .31 setscrew (8) from the propeller governor idler gear
shaft (2).
Note: The setscrew (8) has been peened or staked into the hole. It will be
necessary to remove the distorted material to remove the setscrew.
4. Support the idler gear assembly (3) to prevent it from being dropped and
damaged and, simultaneously, remove the idler gear shaft (2), idler gear
bushings (4), and thrust washer (7).
5. Pull the governor drive gear (1) away from the crankcase.
726006b4 Crankcase
1. Refer to Figure 7260066. Remove the threaded plugs from the crankcase to
facilitate cleaning.
Figure 7260066. Crankcase Assembly
2. Remove and discard the rubber oil seals (28).
3. Remove the two crankshaft idler gear shafts from the rear of the crankcase
halves.
4. Remove the six piston cooling oil nozzles (19) by unscrewing them.
Figure 7260067. Crankshaft and Counterweight Assembly
726006b5 Crankshaft
1. Steps 1 through 8 refer to Figure 7260067. Support the crankshaft (1) at
the front and rear main bearings in a suitable Vblocktype fixture.
Note: 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.
2. Remove the nuts securing the rod caps to the connecting rod.
Note: Keep rod caps with the rod from which they were removed.
3. Remove the rods by tapping on the rod bolts with a soft (plastic head)
hammer.
Caution
Do not reuse the connecting rod bearings, bolts, and nuts.
4. Reassemble each cap with its corresponding rod.
5. Flatten out the crankshaft lockplate (14) and remove the hex head bolt (15).
Note: Do not remove the dowel from the end of the crankshaft unless damage is
evident.
6. Remove the crankshaft gear (13) from the crankshaft by tapping it gently with
a fiber drift.
7. Remove the crankshaft gear.
Note: Do not remove the propeller flange bushings (3), (4), and (5) unless they
are loose or damage is evident.
8. Cut the crankshaft oil seal and remove it from the crankshaft.
9. If installed, remove the expansion plug (6) from the crankshaft by punching a
1/8 in. to 3/16 in. hole in the center of the plug. Insert a hook or bent rod and
pull out the plug.
Note: The engine is shipped from the factory with the expansion plug installed in
the crankshaft. The plug must be removed when a constant speed
propeller is used.
10. The inner plug (item 2) can be removed by the same process (step 9.).
726006b6 Counterweights
Note: Temporarily mark all counterweights, retaining rings, washers, and rollers
during disassembly to ensure proper identification for reassembly.
Caution
Do not score, scratch, etch or in any way permanently mark any surface
of any counterweight part.
1. Remove the retaining rings (12), washers (11), and rollers (9).
2. Detach the counterweights (7) from the crankshaft lug.
726006c Cleaning
Note: Prior to cleaning identify the source of any suspect stains, marks or
residues. These can be an indication of damage.
1. Clean all crankcase, crankshaft, and reciprocating parts in accordance with
the general cleaning procedures shown in section 726002b. Be sure all
sludge is removed.
2. Clean the inside of all crankpin and main bearing journals and all oil passages
with suitable brushes.
3. Flush all parts thoroughly and clean with Varsol, Stoddard’s Solution, or an
equivalent solvent.
4. Dry all parts with compressed air.
726006c1 Piston Cooling Oil Nozzles
1. Immerse the piston cooling oil nozzles in an oilbased solvent such as Varsol,
Stoddard’s Solution, or an equivalent.
2. Insert a light copper wire (or some other relatively soft material) through the
threaded end of the nozzle and hold the ball check valve off its seat in the
nozzle.
3. Wash the nozzle thoroughly with Varsol, Stoddard’s Solution, or an
equivalent solvent to flush out any dirt particles that may have collected under
the ball seat.
726006d Inspection
Inspect all crankcase, crankshaft, and reciprocating parts in accordance with the
general inspection procedures outlined in section 726002c. Specific instructions
follow.
726006d1 Bearings (Precision type)
No inspection is required for precisiontype bearing inserts. Replace all precision
type bearing inserts used for main crankshaft bearings and connecting rod
bearings.
726006d2 Crankcase (Visual Inspection)
1. Check carefully for burrs, nicks, cracks, and fretting around the bearing
saddle support webs.
Caution
Fretting is a condition caused by slight friction and stress at the contacting
surfaces of the bearing saddles and, if fretting is overlooked during
overhaul, will result in excessively tight crankshaft bearing fits. Fretted
areas have tiny pit holes and a frosted appearance when compared with
the adjacent shiny unaffected surfaces. If evidence of fretting larger than
½ square inch is present at more than two locations per crankcase half,
the crankcase must be returned to the factory for rework. Although
fretting itself does not appreciably damage the structure of the metal, the
fretting action changes the size of the bearing saddles sufficiently to cause
loose thrustuds, undersize main bearing bores, and eventual engine
failure.
2. Check bearing bores and inspect tang slots for any roughness that would
cause improper seating of the bearing inserts. If any roughness is evident,
carefully stone the rough areas; be careful to remove only the raised areas.
3. Check all drilled holes. Make sure they are open and are free of foreign
material.
4. Perform a dye penetrant inspection of the crankcase to check for cracks.
72-60-06d3 Crankcase (Dimensional Inspection)

1. Locate the idler shaft center from the center of the main bearing bore as
shown in Figure 72-60-06-8.
Figure 72-60-06-8. Location of Idler Shaft Recesses in Crankcase
2. Measure the diameter of the shaft recess in the crankcase. If this dimension
exceeds 0.752 in., mark the recesses for repair.
The following paragraphs on Crankshaft and Camshaft dimensions include other

dimensional requirements for the crankcase.

72-60-06d4 Crankshaft (Visual Inspection)

1. Carefully inspect all surfaces of the shaft for cracks. If any cracks are found,
replace the crankshaft.
2. Check the bearing surfaces for scoring, galling, corrosion, pitting, or other
damage. If damage is found, the shaft must be repaired or replaced. Refer to
section 72-60-06e.
3. Inspect the crankshaft using magnetic particle inspection procedure

performed by a certified operator.
72-60-06d5 Crankshaft (Dimensional Inspection)

1. Place the crankshaft in V-blocks supported at the locations specified in the
Table of Limits (Appendix III).
2. Use a surface plate and dial indicator to measure the run-out at the center
main bearings. If the indicator reading exceeds the dimensions given in the
Table of Limits, replace the shaft.
3. Measure the run-out of the crankshaft flange. If the indicator reading exceeds
the run-out given in the Table of Limits, replace the shaft.
Caution
Do not attempt to straighten a bent crankshaft. This will result in a
rupture of the nitrided surface of the bearing journals that will cause the
eventual failure of the crankshaft.
4. Install new inserts at all main bearing locations.
5. Assemble crankcase halves together and temporarily tighten all thru-bolts to

300 in. lb.
6. Measure the OD of the crankshaft main bearing journals and compare the
resulting measurements with clearances in the Table of Limits.
7. Using new bearing inserts, temporarily assemble the connecting rods and
check the crankpin journal clearances.
8. Make a note of the measurements and compare them with those listed in the
Table of Limits.
9. If the clearances do not fall within the prescribed limits, the shaft must be
reground. (Refer to 72-60-06e2.)

Figure 72-60-06-9. Camshaft with Integral Gears
72-60-06d6 Camshaft (Visual Inspection)

1. Refer to Figure 72-60-06-9. Carefully inspect all surfaces of the camshaft for
cracks, scoring, galling, corrosion, pitting, or other damage, paying particular
attention to the bearing surfaces and cam lobes.
2. If a hydraulic tappet body has been rejected for spalling, carefully inspect the
corresponding cam lobe for evidence of distress, surface irregularity, or
feathering on the edges.
3. Replace the camshaft if any evidence of distress, surface irregularity, or

feathering at the edge of the cam lobes or bearings is found.
72-60-06d7 Camshaft (Dimensional Inspection)

1. Support the camshaft in V-blocks and check the run-out. Refer to the Table
of Limits for mounting locations and clearance.
2. Measure the diameter of the camshaft bearing journals and check them
against the bearings formed by the crankcase. Refer to the Table of Limits. If
the diameter is not within the prescribed limits, it must be replaced.

72-60-06d8 Connecting Rods (Dimensional Inspection)

1. Discard all connecting rod bolts and nuts. (New bolts and nuts are required at
reassembly.)
2. Check the condition of the bore in the large end for seating of the bearing
inserts.
3. Check the condition of the bore in the small end of the bushing with the
connecting rod bushing plug gage (ST-64537). If the gage enters the bushing,
replace the bushing.
72-60-06d9 Connecting Rods (Parallelism Check)

Steps 1 through 10 refer to Figure 72-60-06-10.
Figure 72-60-06-10. Checking Parallelism of Connecting Rods
1. Verify that the bearing cap is assembled properly and is tightened securely.
2. Insert the tapered sleeves of the connecting rod parallelism and squareness
gage (ST-64530) in the bearing holes in the connecting rod.

3. Place arbors through the sleeves.
4. Place the gage arm on the arbor.
5. Rotate the adjusting screw on the gage arm until it just contacts the arbor.
6. Lock the adjusting screw with the wing nut.
7. Remove the gage arm and place it on the other end of the arbor.
8. Check the distance between arbors. For exact parallelism or alignment, the
distances checked on both sides will be the same.
9. Observe if the adjusting screw just contacts the arbor.
10. Refer to the Table of Limits.
72-60-06d10 Connecting Rods (Squareness Check)

Refer to Figures 72-60-06-10 and 72-60-06-11.
Figure 72-60-06-11. Checking Squareness of Connecting Rods
1. Steps 1 and 2 refer to Figure 72-60-06-10. Remove the gage arm.

2. Leave the sleeves and arbors in place.

3. Steps 3 through 6 refer to Figure 72-60-06-11. Place the parallel blocks of

the connecting rod parallelism and squareness gage (ST-64530) on the
surface plate.
4. Place the ends of the arbors on the parallel blocks.
5. Check clearance at the points where the arbors rest on the parallel blocks
using a feeler gage.
6. Compare the clearance between each arbor and the parallel blocks against the
Table of Limits.
72-60-06d11 Crankshaft Counterweight Bushings
1. Refer to Figure 72-60-06-7. Replace all crankshaft counterweight bushings
as directed in section 72-60-06e.
Caution
Failure to replace all crankshaft counterweight bushings can cause
engine failure.
72-60-06d12 Piston Cooling Oil Nozzles

1. Refer to Figure 72-60-06-6. Piston cooling oil nozzles are designed to open
at 37 to 50 psi.
2. Refer to Figure 72-60-06-12. Test the nozzle assemblies for the correct
pressure.
Figure 72-60-06-12. Piston Cooling Nozzle Test

3. Direct a flow of SAE 10 motor oil, heated to 65° to 90°F (18° to 32°C),
through the nozzles. The oil stream must pass through a 1 in. diameter hole
located on a center line through the nozzle and 4.5 in. from the face of the
nozzle at 50 psi. If nozzle does not meet these criteria, replace.

Follow all general instructions for the repair of all crankcase, crankshaft, and
reciprocating parts as shown in section 72-60-02d. Specific instructions follow
below.
72-60-06e1 Crankcase (Idler Shaft Recesses)

1. If it has been determined during dimensional inspection that the idler shaft
recesses are damaged or worn, set up the crankcase in a suitable boring
machine.
Caution
The rear face of the crankcase must be square with the boring machine
spindle within 0.001 in. per 6 in.
1. Refer to Figure 72-60-06-13. Drill the idler shaft recess 0.7344 in. ID to a
depth of 0.21 in.
2. Ream the hole 0.750 to 0.751 in. to a depth of 0.19 in.
Figure 72-60-06-13. Machining of Crankcase for Idler Shaft Bushings
3. Refer to Figure 72-60-06-14. Make a new crankcase bushing from material

meeting specification AMS-4118 or equivalent.

a. Make the bushing OD 0.752 to 0.753 in.
b. Make the bushing ID 0.615 to 0.618 in.
c. Make the bushing length 0.17 in.
d. Chamfer one end of the new bushing 45° x 0.02 in.
Figure 72-60-06-14. Detail of Idler Shaft Bushing for Crankcase
4. Install the bushing in the idler shaft recess with the chamfered end
downward. Refer to Figure 72-60-06-15.
Figure 72-60-06-15. Idler Shaft Installation in Crankcase
5. Stake the bushing at four places.

6. Countersink the bushing 90° x 0.72 in. diameter.
7. Finish bore the bushing to a 0.625 to 0.626 in. diameter and to a finished
depth of 0.17 to 0.21 in.

72-60-06e2 Crankshaft (Bearing Surfaces)

1. Observe the code stamped onto the front of the crankshaft flange. The letters
“RN” are stamped as a suffix to the serial number, indicating that the
crankshaft has been renitrided.
2. Use the table below to determine the nominal manufactured specifications of

the bearing journals. Undersize crankshaft bearing journals are identified by
a code symbol stamped on the front of the flange as a suffix to the part
number.
Table 72-60-06A. Crankshaft Undersize Codes

0.003 in. 0.006 in. 0.010 in.
Main Bearing M03M M06M M10M

Journals
Crankpin Bearing M03P M06P M10P

Journals
Both M03MP M06MP M10MP
3. Using a micrometer, measure and record the dimensions.
4. If the actual undersize is between the service limit (0.0015 in. and 0.003 in.),
then do the following:
a. Polish to 0.003 in. undersize.
b. Fit with 0.003 in. bearing insert.
c. Repeat for all bearings.
Caution
Do not allow the lathe speed to exceed 150 rpm at any time during
polishing operations.
Note: Polishing undersize is preferable to grinding undersize because shafts

that are polished do not require renitriding.
Note: 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.
5. If the actual undersize is greater than 0.003 in., then do the following:

a. Polish to 0.006 in. undersize.
b. Fit with 0.006 in. bearing insert.
c. Repeat for all like bearings.
6. If the actual undersize is greater than 0.006 in., then do the following:
a. Grind to 0.010 in. undersize.
b. Install 0.010 in. undersize bearing insert.
c. Repeat for all like bearings.
Caution
Grinding a crankshaft is a delicate operation requiring adequate grinding

facilities and a great degree of skill. A properly dressed wheel
(Carborundum GA54-J5-V10 or equivalent) must be used with generous
amounts of coolant. Feed the journal or pin very slowly and maintain the
final ground finish during the complete operation.
d. Return the ground 0.006 and 0.010 in. shafts to the factory to be
renitrided.
Caution
Shafts that have been ground undersize to 0.006 or to 0.010 in. must be
renitrided. Differences in grinding wheels can cause cuts in the nitrided
surface on one or more of the journal radii, causing areas of stress
concentration that can become fatigue cracks and ultimately result in a
broken crankshaft.
7. Have the crankshaft inspected by a certified operator using the magnetic

particle method in Section 72-60-02c6. Reject the shaft if any cracks or
checks are detected.

Figure 72-60-06-16. Reconditioning Crankshaft Oil Seal Surfaces
72-60-06e3 Crankshaft (Reconditioning Worn Oil Seal Surfaces)

Refer to Figure 72-60-06-16. Recondition any damaged crankshaft oil seal
surfaces.
1. Remove the propeller flange bushings from the crankshaft flange using a
propeller flange bushing tool (ST-115).
2. Temporarily mark the locations of long and short bushings.
Caution
Do not scribe locations on the shaft.
3. Discard the propeller flange bushings.
4. Immerse the crankshaft in a solution of 1 lb ammonium nitrate dissolved in 1

gal water to strip the cadmium plating from the propeller flange area and the
oil seal area.
5. Mask the bushing holes in the flange to protect them.
6. Center the crankshaft in an external grinder so that the crankshaft rotates in a

counterclockwise direction when it is viewed from the flange (front) end.

Note: Dress the grinding wheel on the corner toward the propeller flange to a
0.50 in. radius while on the opposite side, toward the oil slinger, the
wheel must be dressed to a 0.13 in. radius. Both radii must blend
perfectly. Do not permit the side of the wheel to touch the propeller
flange or the face of the oil slinger. Refer to Figure 72-60-06-15.
7. Remove nicks and scratches from the area using a No. 54 grinding wheel.
Caution
Do not exceed 0.005 in. (0.010 in. undersize) depth of the grind.
Caution
Do not exceed 10 micro-in. roughness, as measured using a profilometer,
in the oil seal area before polishing with crocus cloth.
8. Apply crocus cloth at a single location and polish.
Caution
Do not move the crocus cloth while polishing since undesirable spiral
marks will result.
9. Clean the shaft with Varsol, Stoddard’s Solution, or an equivalent to remove

all traces of grinding dust.
Note: Do not plate beyond the 0.13 in. radius.
10. Cadmium plate the flange and the oil seal area of the crankshaft as shown in
Figure 72-60-06-16 according to AMS-2400.
11. Bake the crankshaft at 275°F (135°C) for 5 hours to prevent possible
hydrogen embrittlement.
12. Have the crankshaft examined using magnetic particle testing by a certified
operator for cracks in the cadmium plating that are not visible to the naked
eye.
13. Support the crankshaft in V-blocks at the end of the journals.
14. Measure the run-out at the refinished areas using a dial indicator. Total
indicated run-out must not exceed 0.002 in.
15. Select new propeller flange bushings.

16. Chill the new propeller flange bushings in an ordinary refrigerator for no less
than 15 minutes.
17. Using the propeller flange bushing tool (ST-115), press new bushings into
the holes.
72-60-06e4 Crankshaft (Straightening Flange)

1. Measure the crankshaft flange run-out on the face of the flange between the
bushing and the periphery of the chamfer using a dial indicator.
2. Replace the crankshaft if the flange run-out exceeds 0.018 in. total indicator
run-out (TIR). If the flange run-out is less than 0.018 in. TIR, the flange may
be straightened.
3. Refer to Figure 72-60-06-17.
4. Remove the propeller flange bushings using the propeller flange bushing tool
(ST-115).
Figure 72-60-06-17. Limits for Straightening Bent Flanges

5. Make the front face of the flange perpendicular to the shaft centerline by
grinding.
6. Measure the thickness of the flange at Dimension A (Figure 72-60-06-17).

Replace the shaft if the minimum thickness measurement after grinding is
less than 0.420 in.
Caution
Exercise extreme care during any straightening operation to avoid
damage to the nitrided surfaces of the crankshaft. The nitrided surfaces
are “glass hard” and extend from the front face of the slinger to the
crankshaft gear mounting surface. If the shaft is bent, dropped, or
handled carelessly, the nitrided surfaces will crack and the shaft must be
replaced.
7. Have the crankshaft inspected by a certified operator using magnetic particle

testing, paying particular attention to the bearing surfaces and to the fillet
areas at the base of the flange.
8. Install the flange bushings using the propeller flange bushing tool (ST-115).
9. Apply a 0.0005 in. cadmium plating to the ground surfaces of the crankshaft
flange and along the crankshaft as shown in Figure 72-60-06-16.
72-60-06e5 Crankshaft (Counterweight Bushing Replacement)

Dynamic counterweights are installed on engine crankshafts to eliminate
vibrations caused by torsional frequency changes that occur at different engine
speeds and operating conditions. Each counterweight is mounted on the
crankshaft with two steel rollers that allow the counterweight to move as required
for maintaining crankshaft balance. Both the counterweight supporting lug of the
crankshaft and the counterweight itself contain hardened steel bushings that are
ground to a very smooth and annular finish. If any of these bushings become
damaged or worn out-of-round, the counterweight will become ineffective and
will cause vibrations that will lead to severe engine damage.
Refer to Figure 72-60-06-18.
Caution
Failure to replace crankshaft counterweight bushings at overhaul could
cause failure of the counterweights, the crankshaft and, ultimately, the
engine.

Caution
Never use a drift to remove or install crankshaft counterweight lug
bushings.
Note: Reassemble all counterweights and their related parts in the same
location they occupied on the crankshaft before disassembly. For
example, the washers used with the counterweights are selectively fitted
to the washer seats in that counterweight during manufacture.
Counterweight Lug Bushing Removal
Figure 72-60-06-18. Removal of the Crankshaft Counterweight Lug Bushing
1. Thread the bolt of the counterweight bushing puller (P/N 64872) through the
puller plate.
2. Insert the counterweight bushing puller bolt through the counterweight lug
bushing in the crankshaft.
3. Position the recess in the puller plate next to the crankshaft.
4. Install the small puller bushing over the end of the bolt.
5. Slowly tighten the puller bolt to extract the bushing from the crankshaft
counterweight lug and into the puller plate recess.
6. Remove the puller.
7. Using an inside micrometer, measure the ID of the counterweight bushing

hole in the crankshaft counterweight lug.
8. Select the appropriate reamer according to Table 72-60-06B.
Note: Reaming is not required if the hole ID is 0.9369 in. to 0.9377 in.

Table 72-60-06B. Counterweight Bushing Size Chart

Hole Size (in.) Reamer No.
Std. 0.9369/0.9377 None
O-size 0.9420/0.9425 P/N-64894
O-size 0.9445/0.9450 ST-210
O-size 0.9470/0.9475 P/N-64875
O-size 0.9495/0.9500 ST-211
O-size 0.9520/0.9525 P/N-64876
Caution
Do not machine the new counterweight bushing. The ID of these
bushings is finished at the factory and no further machining of the
bushing is necessary. Exercise caution when installing the bushing to
ensure that this finished ID is not damaged.
Caution
Do not damage the interior surface of the counterweight bushing.
Counterweight Lug Bushing Reaming
Figure 72-60-06-19. Crankshaft Counterweight Lug Bushing Reamer (ST-280)

Note: If reaming of the counterweight lug bushing hole in the crankshaft is not
required, proceed to Counterweight Lug Bushing Replacement.
1. Assemble the crankshaft counterweight reaming fixture (ST-280) over the

crankshaft lug.
2. Select the two openings in the fixture to line up with the bushing holes.
3. Install the plugs (ST-280-3, ST-280-7, ST-280-8, ST-280-9, ST-280-10, or

ST-280-11) to line up the holes in the fixture with the holes in the crankshaft
lugs.
4. Secure the crankshaft in the fixture by tightening the setscrews.
5. Assemble the reamer to a suitable universal joint drive. Hand ream the hole
in the crankshaft lug to the proper size.
6. Remove the reaming fixture and realign it to ream the other hole. Repeat
steps 3 through 5.
7. Remove the reaming fixture.
Counterweight Lug Bushing Replacement
1. Assemble the puller (P/N 64872) to the crankshaft.
2. Place the new crankshaft counterweight lug bushing on the puller bolt
between the crankshaft counterweight lug and the large puller bushing.
Caution
Do not damage the interior surface of the counterweight bushing.
3. Tighten the puller nut to insert the new bushing into the crankshaft.
4. Remove the puller.
5. Place the crankshaft in V-blocks on a surface plate.
6. Install wedge blocks (ST-212) in the bushing.
7. Compare the parallelism of the wedge blocks with the main journals. The
bushing must be parallel to within 0.002 in.
72-60-06e6 Counterweights (Inspecting and Refurbishing)
Counterweight Bushing Replacement
1. Visually inspect the bushings located in the counterweight for wear or out-
of-round ID.

2. Using the bore gage (ST-73), measure the diameter of the bushing. The
diameter should measure 0.7485 in. and 0.7505 in. Out-of-round should not
exceed 0.0005 in.
3. Replace bushings that exceed these measurements.
4. Place the special driver (ST-92) in an arbor press.
5. Position the counterweight so that it lays flat against the lower surface and is
square with the arbor press spindle.
6. Press both bushings out of one side of the counterweight.
7. Turn the counterweight over and align it as in step 5.
8. Press out the remaining two bushings.
9. Remove the counterweight from the arbor press and visually examine the
bore ID. It must be smooth and free of any scratches, tool marks, galling, or
other surface damage.
10. Discard the counterweight if the ID of any of the counterweight bushing

holes exhibits any damage.
11. Measure the ID of the counterweight bushing hole using an ID micrometer.

Bushing bores will fall between 0.9369 to 0.9377 in. or between 0.9384 to
0.9392 in. Discard the counterweight if the bores do not fall within these
bore ranges.
Note: Counterweight bushing bore IDs having the larger diameter will be
marked with a “B” near each bore. When ordering counterweight
bushings, if a “B” is marked near the bore, order the bushing with a “-B”
suffix on the part number.
12. Have the counterweights subjected to magnetic particle testing by a certified

operator. Replace the counterweight if testing reveals any indication of
cracks.
Caution
Do not, under any circumstances, attempt to enlarge the bushing bore in
a counterweight. Eventual engine damage will result from any operation
that reduces the snap ring groove depth in the counterweight bushing
bores.

Counterweight Bushing Installation
Caution
The spacers provided with the counterweight fixture (ST-93) control the
depth to which the bushings are driven into the counterweight. The
bushings must be flush to 0.002 in. to prevent them from protruding into
the slot of the counterweight.
1. Measure the centerline to centerline distance of the bushing bores in the
counterweight.
2. Select the two holes in the counterweight fixture (ST-93) that correspond
with this measured distance.
3. Install the two locating pins (ST-93-2) in the selected holes. Refer to Figure
72-60-06-20.
Figure 72-60-06-20. Installing Counterweight Bushing

Using Fixture ST-93 and Driver ST-92
4. Install the spacer (ST-93-3 or ST-93-5) in the counterweight.
5. Position the counterweight and spacer on the fixture (ST-93) with the pins
(ST-93-2) located in the bushing bores.
6. Install the bushing driver (ST-92) in an arbor press.
7. Position the counterweight fixture so that it holds the counterweight and

spacer square with the arbor press spindle.
8. Press the new bushings into place on the upper side of the counterweight.
9. Turn the counterweight over.

10. Install bushings in the same manner in the opposite side of the
counterweight.

11. Secure the bushing ID grinding fixture (P/N 64878) on the faceplate of a
suitable internal grinding machine fitted with a ¾ x 1 x ¼ in. grinding wheel
(P/N 3A-100-N6-V22 from Bay State Abrasive Division, Dresser Industries,
Inc., 12 Union St., Westboro, MA, 01581).
12. Ensure that the 1-1/8 in. diameter construction hole in the center of the
fixture is concentric with the center of the grinding machine faceplate.
Caution
Concentricity must be held to within ± 0.0005 in. TIR.
13. Install spacer on the alignment bar of the fixture. Refer to Figure
72-60-06-21.
Figure 72-60-06-21. Identification of Dimensions “A” and “B”

14. Tighten the three ¼-20 socket head screws.
15. Align the fixture through the unfinished bushing using a locating pin (P/N
64872-2).
Note: This locating pin is offset to accommodate the two different centerline to
centerline bushing bore distances found on counterweights.
16. Install and rotate the pin (P/N 64878-2) to the position required to place one
set of bushings on the centerline of the fixture.
17. Tighten the 10-32 socket head screw to lock the locating pin in this position
and secure the locating clamp (P/N 64878-23).
18. Ensure that the counterweight and fixture mating surfaces are clean.
19. Install the counterweight on the fixture.
20. Secure the counterweight against the spacer by tightening the knurled head
screw.

Note: If the threaded end of the screw attempts to enter the slot in the
counterweight, release the screw and install a metal block
(P/N 6487821) on the end of the screw.
21. Adjust the fiber block of the holddown clamp over the center of the
counterweight.
22. Tighten the socket head screw to secure the counterweight to the fixture.
23. Grind the ID of both bushings to a 0.7485 to 0.7505 in. ID with the surface
finish of the finished bushing being 15 microin.
24. Remove the counterweight from the fixture and remove the locating pin (P/N
648722).
25. Install the locating pin (P/N 648786) in the opposite hole.
26. Rotate the pin to align the unground bushings with the centerline of the
fixture.
27. Secure the pin and counterweight as described in steps 16 through 22.
28. Grind the remaining bushing as described in steps 23 and 24.
Counterweight Bushing Inspection
1. Subject the newly ground counterweight bushings to magnetic particle
inspection by a certified operator to determine if there are any grinding cracks
present in the finished bushing.
2. Replace any bushings that are found to be cracked.
3. Inspect the bushing bores for correct location using SetMaster and gage
fixture (ST94). Refer to Figure 72600622.
4. Refer to Figure 72600622. Install the relieved locating pin (ST942) in the
center hole of the SetMaster with the locating diameters in the vertical
position.
5. Install the solid locating pin (ST943) in the outside hole having the same
centerlinetocenterline distance as the counterweight bushing bores.
Note: The ST942 pin can remain permanently installed in the center hole with
pin ST943 being moved, as required, to adapt to the counterweight being
inspected.
Figure 72600622. Depth Gage Adjusted with SetMaster Preparatory to
Checking Line Position of Counterweight Bushings
6. If the pins do not fit into the newly ground bushing, the bores are incorrectly
located. Replace the bushings.
7. Measure the distance from the center of the bushing bore to the flat edge of the
counterweight.
a. Place the SetMaster over the locating pins of the fixture.
b. Preload the depth gage approximately 0.010 in.
c. Rest the plunger on the step of the SetMaster identified as the “A”
dimension. Note the measurement shown on the dial indicator.
d. Remove the SetMaster and install the counterweight over the pins.
e. Refer to Figure 72600623. Set the depth indicator through the fixture
and onto the counterweight. There should be no more than a ± 0.004 in.
difference between this measurement and the measurement obtained with
the SetMaster.
8. Install the spacer (ST917, ST918, ST919, ST9110, ST9111, ST91
12, ST9113, or ST9114) and the counter weight in the gage fixture
(ST91).
9. Press the counterweight squarely against the spacer.
Figure 72600623. Checking Centerline Position of Counterweight
Using Gage Fixture ST94
10. Secure the counterweight firmly against the locating surface of the fixture by
tightening the knurled screw.
11. Refer to Figure 72600624. Install the gaging arbors (ST913) through each
of the finished bushings.
Figure 72600624. Checking Parallelism and Squareness of Counterweight Bushings
with Gage Fixture ST91 (Vertical Position)
12. Refer to Figure 72600625. Place the fixture on a flat and clean surface
plate and indicate both ends of each arbor.
13. Refer to Figure 72600625. Turn the fixture over to rest on its adjacent side
and again indicate both ends of its gaging arbors. The difference in
measurements from one end of the gaging arbor to the other must not exceed
0.003 in. per inch in any instance.
Figure 72600625. Checking Parallelism and Squareness of Counterweight Bushings
with Gage Fixture ST91 (Horizontal Position)
Counterweight Balance Procedure
The center of gravity of the counterweight is located at the center of the drilled
hole located between the bushing bores. The balance of the counterweight in
relation to its center of gravity is very important and may have changed when the
new bushings were installed. Check the balance of the counterweights.
1. Install the counterweight on the balancing arbor (ST961 or ST962).
2. Refer to Figure 72600626. Place the arbor on a pair of balancing ways so
that each blade of the way engages the arbor at a point not more than 11/2 in.
from each end.
Note: The center of the arbor is tapered to compensate for slight variations in
the diameter of the hole. The first 11/2 in. of each end of the arbor is
carefully ground to ensure concentric diameters.
Figure 72600626. Counterweight Mounted on ST96 Arbor for Balancing
3. Refer to Figure 72600626. If the counterweight is in perfect balance, it will
remain in any position it is placed.
Figure 72600627. Counterweight Balanced by Weight ST95 Placed 1 in. from Center
4. Refer to Figure 72600627. If the counterweight has a tendency to move,
place it not more than 1 in. from the center of the arbor. If the counterweight
can be brought into balance with the addition of this weight, the balance is
satisfactory.
Figure 72600628. Location of Areas on Counterweight for Grinding
5. Refer to Figure 72600628. If the counterweight cannot be brought into
balance by the addition of the ST95 weight, grind the counterweight in the
areas indicated.
6. Weigh the counterweight following grinding.
726006e7 Connecting Rod Bushings
Measure the ID of the connecting rod bushing using an inside micrometer. If the
connecting rod bushing is worn beyond service limits, remove and replace it as
directed below.
Connecting Rod Bushing Removal
1. Loosely clamp the connecting rod onto the connecting rod bushing
replacement block (P/N 64597).
2. Align the small bushing in the connecting rod with the hole marked “Remove
Bushing.”
3. Drive the bushing out of the rod using the connecting rod bushing removal
drift (P/N 64535).
Connecting Rod Bushing Replacement
1. Loosen the clamp holding the connecting rod to the block.
2. Move the connecting rod to the “Install and Burnish” position.
3. Clamp the connecting rod securely into place.
4. Align the split in the bushing so that it is located toward the piston end of the
rod and is 45 degrees off the centerline of the connecting rod.
5. Drive the new bushing into place using the replacement drift (P/N 64536).
6. Install the connecting rod into a suitable arbor press and connecting rod
bushing burnisher (P/N 64580).
7. Burnish the ID of the bushing by passing the burnisher completely through the
bushing.
8. Remove the connecting rod from the holding block.
9. Finish bore the bushing to the diameter shown in the Table of Limits.
Note: Measure the bushing ID with the finish ID gage (P/N 64767).
10. Check the alignment of the hole in the bushing with the connecting rod

parallelism and squareness gage (P/N 64530). Refer to “Connecting Rods
(Squareness Check)” and “Connecting Rods (Parallelism Check).” If the
finished assembly does not meet the requirements in the Table of Limits,
discard and replace the entire connecting rod assembly.
726006e8 Crankshaft and Gear Assembly
Figure 72600629. Crankshaft and Gear Assembly
Caution
Use of damaged, worn, or broken parts may result in engine failure.
Caution
Before making any repairs to the crankshaft, inspect the counterbored
gear mounting face of the crankshaft for galling or fretting. If galling or
fretting exists, replace the crankshaft.
1. Examine the threads in the gear retaining bolt hole of the crankshaft.
Caution
Exercise extreme care when cleaning threads with a tap to avoid damaging
the threads. Make certain that you have selected the correctly sized tap. If
the incorrect tap is used, the hole may be made too large to engage the
threads on the bolt properly.
2. Select an undamaged standard threading tap from Table 726006C.
Table 726006C. Tap Chart
Thread Size Tap Size
5/16 in. 0.312524NF3 (P.D. 0.2854/0.2878 in.)
½ in. 0.50020NF3 (P.D. 0.4675/0.4701 in.)
3. Insert and carefully withdraw the selected tap to clean the threads.
4. Thread a gear retaining bolt (15) to the bottom of the hole.
5. Compare the exposed length of the bolt with the thickness of the gear (13) and
lockplate (14).
6. Inspect the dowel in the end of the crankshaft for smoothness and for nicks or
deformities.
7. Inspect the dowel for outofroundness. Replace the dowel if it is outofround.
Figure 72600630. Section Through Figure 72600631. Section Through
End of Crankshaft Showing Driven Height End of Crankshaft Showing Driven Height
of STD1065 Dowel and Dowel Details of STD2078 Dowel and Dowel Details
Caution
Do not damage the crankshaft hole when installing the dowel.
8. If the dowel condition is acceptable, install it as shown in Figure
72600630 or 72600631.
9. If the dowel is to be replaced, use the following steps.
a. Drill a 1/8 in. hole through the center of the dowel.
b. Fill the hole with oil and insert a piece of 1/8 in. drill rod into the hole.
c. Strike the end of the drill rod a sharp blow with a hammer. The hydraulic
pressure of the oil will force the dowel from the crankshaft.
10. Check the pilot diameter of the counterbore on the end of the crankshaft for

size and evidence of damage. If the diameter exceeds 2.1262 in. when
measured at any location, repair the crankshaft using the following steps.
a. Refer to Figure 72600632. Machine the pilot diameter in the end of the
crankshaft to 2.129/2.130 in.
b. Check that the surface and the pilot diameter are true within 0.001 in. TIR.
c. Cut the 0.09 in. deep x 0.06 radius in. undercut as shown.
Caution
Do not attempt to reuse a crankshaft that has previously been machined
oversized.
Figure 72600632. Details for Repairing Pilot Diameter of Crankshaft
Figure 72600633. Minimum Dimension of Crankshaft
d. Chrome or nickel plate the surface of the pilot diameter with a firmly
bonded deposit that is free of pin holes, blisters, or any other
imperfections that could impair the function of the parts.
e. Stress relieve the shaft after plating by baking at 390° to 410°F (199° to
210°C) for 3 to 5 hours.
f. Grind the plated pilot diameter surface to 2.125 to 2.126 in.
g. Verify that the pilot hole axis is parallel to, and the facing surface is
perpendicular to, the rear main journal to within 0.001 in. total indicator
reading.
h. Verify that the pilot hole axis is parallel to, and the facing surface is
perpendicular to, the rear main journal to within 0.001 in. total indicator
reading.
i. Inspect the crankshaft counterbored gear mounting face for damage.
j. If the mounting face requires repair other than for fretting or galling,
measure the crankshaft as shown in Figure 72-60-06-32.
k. If the crankshaft measures more than the minimum dimension specified in

Figure 72-60-06-33, rework the surface to the dimensions shown. (Do not
replate the surface.) The surface must be true to within 0.001 in. TIR to
the rear main bearing, and the surface finish must be held to 45 to 50
micro-in.
l. Chamfer the edge of the pilot diameter 45° x 0.03 in.
11. Inspect the dowel hole in the crankshaft. If out-of-round, replace the dowel
as in steps 9a. through 9c. above. If oversize, ream as required for steps 10a.
through 10k. above (refer to Table 72-60-06D).
Table 72-60-06D. Dowels and Dowel Holes

Size Diameter of
Code Diameter “A” Hole
on (Figs. 72-60-06-32 & 33) in Crankshaft
Dowel P/N Dowel (in.) (in.)
STD-1065 None 0.3095/0.3100 0.3085/0.3095
STD-1065-P02 P02 0.3115/0.3120 0.3105/0.3115
STD-1065-P05 P05 0.3145/0.3150 0.3135/0.3145
STD-1065-P10 P10 0.3195/0.3200 0.3185/0.3195
STD-1065-P15 P15 0.3245/0.3250 0.3235/0.3245
72-60-06e9 Starter Ring Gear

The following procedure is for the replacement of worn or damaged starter ring
gears without replacement of the support assembly.

1. Check the propeller bolt holes in the support assembly. Replace the entire
starter ring gear and support assembly if any are worn out-of-round.
2. If the propeller bolt holes are satisfactory, grind through the ring gear,
leaving only a thin ring of ring gear metal. Do not grind into the support
assembly.
3. Place the assembly on a flat metal surface and break the thin metal ring
remaining from the grinding operation. The ring gear springs open and is
easily removed.
4. Examine the ring gear support face. Do not reuse the ring gear support if it is
damaged.
5. Place the support on a flat surface with the generator belt groove upward.
Figure 72-60-06-34. Section through Ring Gear Support
6. If a new ring gear is needed, use part No. 72566, 12/14 pitch. Use part No.
LW-16471 for a new starter ring gear support assembly.
7. Heat the ring gear in an oven or by local application of heat with a torch. The
temperature should be approximately 450°F (232°C).
8. Assemble the heated gear, with the tooth chamfer upward, on the ring gear
support.
9. Using a 0.0015 in. feeler gage, check for clearance between the ring gear and
the support, around the circumference. Clearance at any location is an
indication of incomplete assembly or warping and must be corrected.
10. The gear will shrink to the support as it cools.
11. Find the timing mark on the ring gear support and extend it across the ring
gear. Acid etch the timing mark extension on the ring gear.
12. Mark the newly overhauled ring gear assembly by adding the suffix “-85” to
the part number by vibro-peening or with the light impression stamp.

Figure 72-60-06-35. Crankshaft Plug Location
72-60-06f1 Plug
1. Replace the plug located at the rear of the bore in the front of the crankshaft
if it was removed during overhaul. (Refer to Figure 72-60-06-35.)
2. Slide the plug sideways into the cavity inside the crankshaft past the
crankshaft propeller oil tube.
3. Tamp the plug into position.
72-60-06f2 Propeller Flange Bushings

Refer to Figure 72-60-06-36 and Table 72-60-06E.
Install new propeller flange bushings using the crankshaft flange bushing
replacement tool (ST-115) as required.

Fgure 72-60-06-36. Type 2 Propeller Flange Bushing Location
Table 72-60-06E. Propeller Flange Bushing Location
Bushing Location
A B C D E F
(Indexing Bushing)
75656-S 75656-S 72155-S 75656-S 75656-S 75657-S
72-60-06f3 Crankshaft Gear

1. Clean the threads with compressed air and check the condition of the threads
in the end of the crankshaft by screwing a new attaching bolt in and back out
by hand. Refer to Figure 72-60-06-37.
Caution
No field repair of crankshaft gear attaching threads is permitted.
2. Check the condition and diameter of the dowel.
3. Assemble the crankshaft gear to the crankshaft. Refer to Figure 72-60-06-37.
a. Examine the slot and teeth of the gear.
b. Examine the dowel and pilot hole of the flange.

c. Use a new lockplate.
d. Use a new bolt ensuring that the bolt threads are clean, dry, and free of all
foreign substances.
e. Lightly lubricate the threads of the bolt using a small amount of Loctite
Food Grade Anti-Seize (P/N 51168).
f. Wipe the threads leaving the Loctite retained between the threads only.
g. Torque bolt to 125 in./lbs.
h. With a hammer and brass drift, tap lightly around the pilot flange of the
gear to ensure that the gear is seated on the crankshaft.
i. As a check, attempt to insert a 0.001 in. feeler gage between the gear and
the crankshaft at each scallop. The feeler gage must not fit at any location.
j. Torque bolt to 204 in./lbs.
k. Measure the clearance between the OD of the gear flange and the pilot ID
of the crankshaft. There should not be more than .0005 in. clearance at
any point.
Figure 72-60-06-37. Rear End View of Crankshaft Showing Associated Parts

72-60-06f4 Counterweight Assembly
Caution
Ensure that each washer, and all parts, matches the seat it occupied
before disassembly using the identifying marks made on each part of the
counterweight assembly.
Note: Washers are installed with the chamfered side in toward the roller and
the circlip with the sharp side toward the outside and the gap in position.
Refer to Figures 72-60-06-38 and 72-60-06-39.
1. Insert a washer into the retaining ring on one side of the counterweight.
2. Insert the retaining ring on one side of the counterweight.
3. Place the counterweight on its matching ear on the crankshaft.
4. Insert the matching roller.
5. Install the washer and retaining ring on the second side of the counterweight
repeating steps 3 and 4 above.
6. Measure the gap between the end of the retaining ring on both sides of the
counterweight.
Figure 72-60-06-38. Assembly of Washer and Circlip in Counterweight

Figure 72-60-06-39. Location of Gap When Installing Retaining Rings
a. Insert one end of the counterweight retaining ring gap gage (P/N 64892)
between the ends of the retaining ring, ensuring that the gage is resting on
the bottom of the groove.
b. Rock the gage back and forth to see if the gage clears the inside edge of
the top of the retaining ring. If the gage does not pass freely between the
ends and under the top of the ring, the ring is not seated properly.
7. Reseat the ring and repeat steps 6a. and 6b., ensuring that all rings are
correctly seated using the appropriate gage (P/N 64892).
8. If the rings do not seat firmly, examine the counterweight for burrs in the
snap ring groove.
a. Inspect the mating parts.
b. Lightly stone away any burrs found in the snap ring groove.
c. Insert a new snap ring.
72-60-06f5 Connecting Rods

Note: Connecting rods are marked at manufacture with a part number followed
by a letter (“A” through “E”) designating weight groups. Replacement
rods must be of the same weight group. Individual rods may also be
replaced with a service rod bearing the letter “S.”
1. Install two new connecting rod bolts in the connecting rod cap.
2. Install new bearing rod inserts in the connecting rod and connecting rod cap.
3. Align the tang of each bearing insert with the locating slot in the cap and in
the connecting rod.

4. Thread a nut onto each connecting rod bolt and tighten the nuts so that the
rod and cap mating surfaces meet.
5. Measure the ID of the bearing.
6. Compare the measurements with those taken previously for clearance of the
diameter of the crankpin journals (refer to section 72-60-06d) and with the
clearances in the Table of Limits.
7. Place the crankshaft on a suitable support on the bench so that all crankpins
are accessible for the installation of the connecting rods.
8. Disassemble the connecting rods.
Caution
The IO-540-AF1A5 engine utilizes high crush bearings that require a
light coating of Fel-Pro C5A anti-seize compound.
9. Thoroughly coat the inside surface of the inserts and the crankpin journals
with a mixture of 15% STP and 85% 50-weight aviation oil.
10. Assemble the rods on their respective crankpins so that the numbers stamped
on the caps and rods are oriented down (toward the sump).
11. Ensure that the connecting rod bolt and nut is free of dirt and debris and that
the threads are not damaged.
12. Apply a light coat of Loctite Food Grade Anti-Seize Lubricant P/N 51168 to
the bottom two or three threads of the bolt only. With a clean, lint-free cloth,
wipe away any excess.
13. Tighten the stretch bolt and nut, checking the length with a stretch bolt gage
(P/N 64945) until the stretch bolt measures 2.255 in. If 35 ft.-lb. of torque
fails to give minimum stretch (2.255 in. length) additional torque can be
applied until proper stretched length results. If 35 ft.-lb. results in an over-
stretched bolt (greater than 2.256 in. length) it must be replaced. Considering
possible variables in the joint that could increase the torque required to
achieve specified stretch, including thread irregularities and possible dirt, a
maximum torque of 55 ft.-lb. is hereby recommended for assembling
connecting rods with stretch bolts. The recommended range of torque for
assembling connecting rods with stretch bolts is the following:
Initial Torque: 35 ft.-lb.

Maximum Torque: 55 ft.-lb.

Caution
If proper stretched length (2.255/2.256 inches) is not achieved within
these values, the bolt must be discarded and replaced.
Caution
The connecting rod bolt cannot be tightened correctly if the nut is
installed upside down. The raised edge, or lip on the one face of the nut
must be on the free end of the bolt; the flat face must be in contact with
the rod. Refer to Figure 72-60-40. Any time the connecting rod bolt and
nut is removed from the engine, both parts must be replaced regardless of
apparent condition.
Figure 72-60-06-40. Connecting Rod Bolt Nut

72-60-06f6 Camshaft
1. Assemble the tachometer shaft centering spacer.
2. Install the pin and tachometer shaft.
3. Secure with the retaining ring.
72-60-06f7 Crankcase
1. Place both crankcase halves on a suitable stand that allows the rods to pass
freely through the crankcase with the interior of each half of the crankcase
facing upward.
2. Place new bearing inserts in the center and rear main bearings of both
crankcase halves.
Note: The tang of each insert must fit into the recess in the crankcase.
3. Temporarily position the front main bearing in place in the left crankcase
half. Ensure that the bearing is properly seated on the two dowels.
Note: The front main bearing, unlike the center and rear bearings, splits on the
horizontal centerline of the engine.
4. Use a pencil to mark both lines of intersection between the crankcase parting
flanges and the bearing on the assembled bearing.
5. Use a pencil to mark a vertical reference on each bearing and the crankcase,
at any convenient point along the line of intersection, to locate the bearing
radial and axial planes.
Note: These marks are necessary to ensure proper seating of the bearing halves
on the two locating dowels when the crankshaft is placed into position in
the crankcase.
72-60-06f8 Propeller Governor Drive
The propeller governor drive is located on the left crankcase half. Refer to Figure
72-60-06-8.
Note: This drive assembly must be installed before the crankcase halves are
assembled.
1. Lubricate the propeller governor drive shaft gear with a mixture of 15% STP
and 85% aviation-grade oil.
2. Place a new accessory driven gear washer over the end of the shaft.
3. Secure the shaft in place using a 13/16 in. diameter external retaining ring.
4. Insert the dowels in the propeller governor idler gear assembly.

5. Place the governor driven gear in the drive housing at the front left of the
crankcase.
6. Place a washer on the threads of the hex head plug.
7. Screw the hex head plug into the end of the idler gear shaft.
8. Insert the setscrew into the idler gear shaft. Ensure that the set screw enters
the hole in the idler shaft before tightening the screw.
9. Remove the set screw and apply a light coat of Loctite 290 to the screw.
With a clean lint-free cloth wipe away any excess Loctite 290.
10. Install and tighten set screw.
11. Using a center punch with a 3/32 in. diameter shaft, at the top of the tapered
point, peen the threads of the hole directly on top of the set screw to prevent
the screws from backing out.
Note: To ensure that there is adequate material in the set screw hole to peen on
top of the screw, it may be necessary to select a screw that is shorter than
the one previously removed. Also, a smaller diameter center punch may
be required to reach the top of the shorter set screw. (Lycoming
personnel use one ground to an approximate 50°/60° included angle.
Refer to table 72-60-06F to determine the set screw dimension and part
number.) See Figure 72-60-06-40A.
Table 72-60-06F. Set Screw Dimension and Part Number

Set Screw Dimension Part Number
10-32 × .19 in. long AN565B1032H3
10-32 × .25 in. long AN565B1032H4
10-32 × .31 in. long AN565B1032H5
10. Place the idler gear shaft through the opening in the housing and through the
idler gear assembly inside the crankcase.
11. Install the bushings over the end of the idler gear shaft.
12. Determine the thickness of the thrust washer required to achieve a clearance
of 0.021 in. using a feeler gage between the crankcase and spacer. Refer to
table 72-60-06G.

Figure 72-60-06-40A. Example of Tool for Peening Set Screw
Table 72-60-06G. Thrust Washer Size Chart

Thrust Washer Part Thrust Washer
Number Thickness (in.)
73249 0.0585 - 0.0595
73250 0.062 - 0.063
73251 0.0655 - 0.0665
73252 0.069 - 0.070
01L21418 0.055 - 0.056
72-60-06f9 Crankcase Assembly

1. Assemble the idler gear shaft to the rear of the crankshaft as follows:.
a. Insert the pilot of the shaft into the hole in the crankcase.
b. Turn the shaft until the holes of the pilot flange align with the drilled
holes in the mounting pad of the crankcase.
c. Place a lockplate over the flange.

d. Secure with the fastenings.
2. Place the left crankcase half on a suitable support on the bench with the
cylinder pads down.
Caution
There must be approximately 6 in. of clearance between the crankcase
and the bench.
3. Lay the right crankcase half on the bench with the cylinder pads down.
4. Install a new oil seal ring at the base of each stud in the counterbored recess.
5. Remove the hydraulic tappet bodies from the cleaning basket and lubricate
them with a mixture of 15% prelubricant (STP or equivalent) and 85% SAE
50 mineral-base aviation-grade lube oil.
6. Replace the hydraulic tappet bodies to their positions prior to disassembly.
Note: If a new or reconditioned camshaft is being used, only new tappet bodies
are recommended.
7. Prelubricate the camshaft lobes and bearings with a mixture of 15%

prelubricant (STP or equivalent) and 85% SAE-50 mineral base aviation
grade lube oil.
8. Lay the camshaft in position in the left crankcase half.
9. Refer to Figure 72-60-06-41. Loop a soft wire around an adjacent cylinder

pad stud to hold the camshaft in place when the crankshaft is turned over.
10. Prelubricate the main bearing journals of the crankshaft and the rear and
center main bearing inserts in the right crankcase half using a mixture of 15%
prelubricant (STP or equivalent) and 85% SAE 50 mineral-base aviation-
grade lube oil.
11. Liberally coat each bearing half.
12. Assemble the bearings on the crankshaft.
13. Rotate the bearing on the journal so that the three oil transfer holes will be
uppermost when the crankshaft is placed into the right crankcase half.

14. Lift the assembled crankshaft by the even-numbered connecting rods and
lower the crankshaft into the right crankcase half.
Figure 72-60-06-41. Illustrative Example of Camshaft Wired to Crankcase Half
15. Allow the odd-numbered rods to protrude through their respective cylinder
mounting pads.
16. Use the reference marks made earlier to adjust the front main bearing so that
the halves are seated squarely on the locating dowels.
a. Refer to Figure 72-60-06-42. With the crankshaft located in the right

crankcase half, push the crankshaft forward as far as possible.
b. Measure the crankshaft slinger clearance using a feeler gage at Point “B.”
Clearance must measure 0.002 to 0.007 in.
c. If the clearance is less than 0.002 in., regrind the front face of the
crankshaft slinger an amount sufficient to achieve the clearance.
d. Push the crankshaft to the rear of the crankcase as much as possible.
e. Measure the clearance between the thrust surface of the crankshaft and the
crankcase using a feeler gage. Clearance must measure 0.009 to 0.026 in.
17. Prelubricate the main bearing inserts of the left crankcase half using a
mixture of 15% prelubricant (STP or equivalent) and 85% SAE 50
mineral-base aviation-grade lube oil.
18. Apply a film of non-hardening gasket material such as POB #4 Perfect Seal
sealing compound to the outside mating surfaces of each crankcase half.
Note: POB #4 Perfect Seal Compound is available from Perfect Seal,

Cincinnati, OH 45223, 513-541-8444.

Figure 72-60-06-42. Checking the Crankshaft End Clearance
Caution
Do not apply the gasket compound to any of the interior mating surfaces,
such as the bearing support webs.
Caution
Only Lycoming approved sealants are to be used in this application. Use

of any other non-approved sealant could result in a loss of clamping
force and/or torque, which will render the engine unairworthy.
19. Imbed two lengths of “00” silk thread in the gasket compound so that both
threads lie in the area between the bolt holes and the inside edge of the
crankcase half, making sure that the thread lengths do not touch or cross over
one another. Refer to Figure 72-60-06-43.
20. Press the thread firmly into the sealant.
Note: In some field service locations where “00,” silk thread is not readily
available, use steps 22 through 24 to apply sealant to the crankcase
halves.
21. Apply a very thin film of RTV-102 or Loctite-515 to only one half of the
crankcase so that it produces a wet appearance on the machined surface, as
shown in Figure 72-60-06-44.

Note: RTV-102 is available from General Electric Company, World

Headquarters, 187 Dambury Rd., Wilton, Ct. 06897. Loctite-515 is
available from Henkel Loctite Corp., 1001 Trout Brook Crossing, Rocky
Hill, CT 06067.
Figure 72-60-06-43. Sealing Area for P.O.B. Sealant and “00” Silk Thread
Figure 72-60-06-44. Sealing Area for RTV-102 and Loctite 515

22. Wipe all excess sealant from the inner edges of the crankcase.
23. Ascertain that no sealant has come in contact with the bolt holes or with any
surface other than those shown above.
23. Lift the right half of the crankcase and, keeping the halves parallel, lower the
right half of the crankcase over and onto the left half so that the studs align.
24. When the cases are aligned properly, tap the right half of the crankcase with a
rubber mallet to seat the crankcase firmly all around.
25. Install all crankcase fasteners.
26. Tighten the studs and bolts. Refer to Figure 72600645.
Figure 72600645. Crankcase Tightening Sequence
27. Refer to Figure 72600646. Assemble bolts over all the thrustuds on both
sides of the crankcase.
28. Refer to Figure 72600647. Assemble the torque hold down plate (ST222)
at the cylinder pads over the bolts.
29. Attach the plates with washers and nuts.
30. Tighten the nuts only fingertight at this time.
31. Using the sequence shown in Figure 72600645, tighten the nuts to
300 in. lb.
32. Ensure that the plates remain parallel with the cylinder decks of the crankcase
and that the crankcase halves are pulled together evenly. Refer to Figure 72
600648.
Page 130 Section 7260 February 2008
Figure 72600646. Right Side of Crankcase Showing Bolts Installed on ThruStuds
Figure 72600647. Right Side of Crankcase Showing Plate Assembled Over Bolts
Figure 72600648. Right Side of Crankcase Showing Pressure Plate Utilized to Pull
Halves of Crankcase Together
33. Repeat the same tightening sequence, this time tightening the nuts to 600 in. lb.
34. Tighten the 3/8 in. nuts at the front main bearing to 300 in. lb.
35. Using any sequence, tighten the remaining 1/4 in. nuts at the crankcase parting
face to 75 in. lb.
726006f10 Crankshaft Oil Seal Installation
A. Solid Ring Nose Seal.
1. Remove the spring from the inside of a new seal. Unhook the spring.
2. Apply a thin film of Lubriko M6 grease (Master Lubricants Co.,
Philadelphia, PA) 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.
Note: If the crankshaft is not reinstalled in an engine, secure it in a vise or other
suitable support to prevent it from moving during assembly of the stretch
seal.
3. Place the seal over the edge of the crankshaft propeller flange with the
rear (open portion) of the seal towards the flange. Refer to Figure 7260
0649.
Figure 72600649. Crankshaft Propeller Flange
Showing the Installation of the Stretch Seal
4. Slip a brass pin approximately 9/32 in. diameter x 3 in. long through the
crankshaft propeller flange bushing to retain both sides of the stretch seal.
5. Install tool ST383 under the seal and over the edge of the crankshaft
propeller flange as shown in Figure 72600649. With even pressure on
the handle, force the seal over the crankshaft propeller flange. Check to be
certain that no damage has occurred to the seal while it was being
installed over the flange.
6. Place the seal spring around the crankshaft, join the two ends together,
and hook the spring. The spring should be a continuous circle around the
crankshaft with no kinks or twists.
7. Work the spring into position in the groove (open portion) provided in the
rear side of the seal.
8. Wipe grease film from the crankshaft flange; outer surface of the seal; and
from the crankcase seal bore recess. Apply a coat of adhesive (Pliobond
or Dow Corning 737) to the outside diameter of the nose seal. Care should
be exercised to avoid any adhesive contacting the crankshaft. If any
adhesive comes into contact with the crankshaft, use acetone to remove all
traces of it.
9. Insert the seal in the crankcase bore. Apply pressure all around the nose
seal until it is seated firmly in the bore.
Caution
Be sure no sealant gets on the ID of the seal or onto the crankshaft.
B. Split Nose Seal.
1. Assemble the split seal on the crankshaft with the front face of the seal
toward the crankshaft propeller flange. Note that the seal part number is
holded on the front of the seal.
2. Apply a coat of adhesive (Pliobond or Dow Corning 737) to the inside

diameter of the crankcase. Apply a coat of adhesive (Pliobond or Dow
Corning 737) to the outside diameter and the split of the seal. Care should
be exercised to keep any adhesive from the surface of the crankshaft. If
any adhesive comes into contact with the crankshaft, use acetone to
remove all traces of it.
3. Face the propeller end of the crankshaft and assemble the seal with the
split at 1:00 o’clock on standard rotation engines and at 11:00 o’clock on
reverse rotation engines. Apply a fresh coat of adhesive (Pliobond or Dow
Corning 737) to the inside diameter of the crankcase then press the seal
firmly against the seat in the crankcase bore.
726006f11 Drive Belt and Ring Gear Support
2. Place the drive belt in the pulley of the ring gear support.
3. Assemble the ring gear support over the propeller flange bushings.
Note: Make sure the bushing hole in the ring gear support marked with an “0” is
assembled over the flange bushing also identified with an “0” etched on
the crankshaft flange next to the bushing.
4. Locate the starter ring gear so that the “0” on the ring gear support aligns with
the tooth marked “0” on the crankshaft flange.
726006f12 Crankshaft Idler Gears
Figure 72600650. Idler Gear Diagram
2. Place the left crankshaft idler gear on the idler shaft located to the left and
between the camshaft and crankshaft gears.
Note: This dual gear is marked in three different places with timing marks in the
form of small etched circles. The smaller diameter gear is marked at one
place with the etched circles on two adjacent teeth, and the crankshaft gear
has small etched circles on single gear teeth at two different locations. The
single marked tooth on the idler gear must mesh with the two marked teeth
of the camshaft gear. The marked teeth of the crankshaft gear must mesh
with the marked teeth of the idler gear.
3. Install the right crankshaft idler gear in place on the idler shaft, ensuring that
the second marked tooth on the crankshaft gear meshes with the space between
the two marked teeth on the smaller gear surface of the idler gear.
Note: The magneto gears shown in Figure 72600650 are marked with a circle
on one tooth. This tooth must mesh between the two circles etched on the
adjacent teeth of the larger diameter gear of the crankshaft idler gears.
726007 OVERHAUL OF THE INDUCTION SYSTEM
The Lycoming IO540AF1A5 engine has a bottommounted induction system that
includes a provision for icing protection and incorporates an air cleaner with an air
flow rated power of 1950 lb air per hour. The cooling system in the IO540
AF1A5 engine uses air built up on one side of the cylinder, then discharged
through the cylinder fins, to cool the engine.
Note: Aircraft that are operated from dusty airfields or in dust storm areas will
require additional air cleaner capacity.
726007b Disassembly
726007b1 Intake Pipes
Figure 7260071. IO540AF1A5 Induction System
1. Temporarily mark the intake pipes and their corresponding positions so that
they can be reassembled in the same position from which they were removed.
2. Loosen and remove the two capscrews that attach each intake pipe flange to
the intake cylinder port.
3. Pull the intake pipe from the induction housing.
4. Remove and discard the gaskets and orings.
726007b2 Fuel Injector
1. Disconnect lines and hoses.
2. Remove attaching bolts and hardware.
3. Remove the injector from the mounting pad on the inlet housing.
726007b3 Induction Housing
1. Remove the four attaching bolts attaching the induction housing.
2. Pull the induction housing from the oil sump.
726007b4 Oil Sump Removal
1. Remove all attaching hardware that holds the sump to the crankcase.
2. Pull the sump from the crankcase.
3. Remove the gasket.
726007c Cleaning and Inspection
Clean all parts of the induction system according to section 726002b. Inspect all
parts of the induction system according to section 726002c.
726007d Reassembly
Intake Housing
1. Assemble the intake housing brackets to the underside of the intake housing.
2. Attach the intake housing brackets to the crankcase seam bolts.
Intake Pipes
1. Place new Orings on the upper ends of each intake pipe.
2. Insert each intake pipe into the manifold in the inlet from which it was
removed.
Note: The intake pipes are manufactured to fit from a specific cylinder to a
specific corresponding inlet in the induction housing. Intake pipes are not
interchangeable and must be reassembled in the same location from which
each was removed.
3. Attach the flange and gasket to the cylinder using two bolts on each flange.
726008 OVERHAUL OF THE FUEL SUPPLY AND FUEL INJECTION
SYSTEM
The fuel delivery system for the IO540AF1A5 engine utilizes a fuel pump that
delivers fuel to the RSA5AD1 fuel injector. Fuel then travels from the fuel
injector to the fuel manifold or flow divider. A system of fuel injection lines to
injection nozzles at each cylinder provides fuel delivery to each cylinder.
Fuel lines are secured to the engine with support clamps, which dampen vibration
from the engine, the airframe, or from the impact of cooling air.
No attempt will be made in this manual to describe overhaul procedures for the
fuel pump. Replacement of the fuel pump is required at overhaul.
Lycoming recommends that the fuel injector be replaced at overhaul with a new or
serviceable fuel injector.
726008b Disassembly
726008b1 Fuel Supply Lines
Caution
chafed, cracked, dented, or kinked; cracks can develop at the site of bends
or kinks.
1. Mark fuel lines for correct reinstallation.
2. Disconnect all the clamps and brackets that secure the fuel lines to the engine.
3. Disconnect the fuel lines from the fuel manifold and from the fuel inlets at the
cylinders.
4. Disconnect any lines that supply fuel from the fuel pump to the fuel injector.
5. Check each line for damage or restrictions.
726008b2 Fuel Injector
Refer to Section 726002b2.
726008c Cleaning
726008c1 Fuel Injector Nozzle Assemblies
1. Remove the nozzles from the individual fuel lines using a wrench.
2. Insert a plug into the open end of each line to prevent dirt, dust, or other
contaminants from entering the fuel lines
Note: Do not remove the shield and screen from the nozzle assembly.
Caution
Never use a sharp tool such as a wire or pin to clean out a nozzle.
3. Submerge the nozzles in Hoppe’s Gun Cleaning Solvent #9 or equivalent and
allow to soak briefly.
4. Remove the nozzles from the solvent and dry with clean, compressed air.
5. If any gasoline or solvent has been spilled, clean it up in accordance with
federal, state, and local environmental regulations.
726008d Inspection
1. Check the fuel manifold assembly for damage or signs of leakage.
2. Inspect all other lines and fittings for damage or signs of leakage. Refer to
Section 726008f4.
Caution
cracked, dented, or kinked; cracks can develop at the site of bends or
kinks.
3. Reject any fuel lines that show evidence of bends or kinks.
726008d1 Nozzle Assembly
1. Inspect the cleaned nozzles for any damage..
2. Reject any worn or damaged nozzles.
3. Upon reassembly, perform a flow check in accordance with Section 7320
01a8.
726008e Repair and Replacement
726008e1 Fuel Injector
The fuel injector is not repairable. Replace with a serviceable part. Lycoming
recommends that the fuel injector be replaced when defective and at overhaul.
726008e2 Fuel Pump
The fuel pump is not repairable. Replace with a serviceable part. Lycoming
recommends that the fuel injector be replaced when defective and at overhaul.
726008f Reassembly
When the engine buildup has progressed to the point where the crankcase and the
accessory housing have been assembled and the cylinders installed, the fuel
delivery system may be assembled to the engine.
726008f1 Fuel Injector
1. Place a new gasket on the fuel injector mounting pad.
2. Install the fuel injector on the gasket by attaching the mounting hardware.
726008f2 Flow Divider
1. Mount the flow divider on the top of the engine so that its discharge nozzles
are in a horizontal plane on the top of the crankcase.
2. Attach the flow divider to the fuel manifold bracket.
726008f3 Air Bleed Nozzles
Air bleed nozzles are installed in the upper side of the cylinder head. Install
nozzles so that the identification mark (a letter or figure located on the 0.500 in.
hex) is installed toward the bottom of the engine within approximately one hex flat
of 60 in. lb.
726008f4 Fuel Lines Inspection
As a means of minimizing the hazards of fuel line damage, the following
inspection of fuel lines and clamps is required.
1. The fuel lines to the nozzles are made from 1/8 inch tubing. A separate
line supplies fuel to the intake port of each cylinder. Check each line
visually for any evidence of physical damage and for stains caused by fuel
leakage.
Note: When ordering fuel lines, the fuel lines are not prebent from the factory;
however fuel lines ends are preassembled. (Ref. Table 726008A.)
2. Remove any line that appears faulty. Do not attempt to repair any line that
leaks. Bent lines may be straightened; however, any line with an inside radius
less than 5/8 inch must be replaced. Do not reuse any line that is dented;
cracks can develop at the site of a dent. Also inspect solder joints at end of
lines for cracks. Replace cracked lines, they cannot be repaired.
3. Examine the location of the clamps that secure the lines to the engine and
compare them with Figure 7260082. If clamps are missing, replace fuel line
and install clamps as indicated. Also, examine the lines to ensure the clamps
securely support the line and for signs of chafing. Replace fuel lines that show
indications of chafing. See Table 726008A for replacement lines.
4. Any cushioned clamp, where the cushion has deteriorated or is missing, must
be replaced with a new cushion clamp.
Note: If difficulty is experienced when installing clips on a cylinder fuel injector
line due to aircraft baffling, the clips may be installed in positions that
provide clearance. Do not permit fuel lines to contact engine or airframe
baffle hardware; maintain minimum clearance of 3/16 inch between line
and any engine surface.
Note: Refer to Figure 7260081 for minimum fuel line bending dimensions.
Figure 7260081. Minimum Fuel Line Bending Dimensions
Figure 7260082. IO540AF1A5 Fuel Supply System
Figure 7260083. IO540AF1A5 Fuel Line Configuration –
Right Side Viewed from Aft
Right Side Viewed from Front
Left Side Viewed from Aft
Left Side Viewed from Front
Right Side
Left Side
Table 726008A. Replacement Fuel Lines and Hardware
1 LW120980210 Tube Assembly, Fuel Injector Line
2 LW120980280 Tube Assembly, Fuel Injector Line
3 LW162661013 Clamp, 1/8 dia. for No. 10 screw
4 LW162661075 Clamp
5 73136 Bracket, 90°
6 STD860 Screw, No. 1032 x 5/8 long
7 STD670 Nut, No. 1032 selflocking
8 STD425 Washer, #10 plain
726008f5 Fuel Line Installation
1. Consult Table 726008A for the appropriate fuel line and clamp
replacements.
2. Install fuel line from the fuel pump to the fuel injector and from the fuel

injector to the flow divider.
3. Install fuel injector nozzle lines.
4. Form lines to fit as shown in Figures 7260081, 7260082, 7260083 and
7260084. Carefully bend the lines by hand insuring that no bend radius is
tighter than the specified .62 minimum radius. Kinking or flattening of the line
or any deformation that could cause flow restriction requires replacement of
the line.
5. Torque nut at both ends of tube to 2550 in.lbs.
6. Check all fittings and connections for leaks.
7. Install the fuel line clamps that secure the fuel lines to the engine.
Warning
All clamps listed in Table 726008A must be installed and must be
installed in correct position as shown in Figure 7260082.
8. To check for leaks or restrictions, ground run the engine at 18002000 RPM
for approximately 3 minutes. During operation, check for smooth operation
and normal instrument readings. After shut down, inspect the engine for any
indication of leaks.
726009 TESTING AND RUNIN FOLLOWING OVERHAUL
Once the newly overhauled engine is completely reassembled, Lycoming
recommends the engine be mounted on a test stand for a thorough evaluation and
runin operation. This serves four purposes. First, it seats the piston rings and
burnishes any new parts that have been installed during overhaul. Second, it gives
the operator control over the first critical hours of operation so that the function of
the engine may be closely monitored and evaluated. Third, it provides an
opportunity to detect any malfunctions or oil leaks. Fourth, it enables immediate
repair of any conditions detected during testing before the engine is reinstalled in
the airframe.
Note: Although Lycoming recommends using a test stand for runin of engines
after overhaul, it is possible to perform runin operations with the engine
mounted in the airframe providing that a proper test club (not a flight
propeller) is used, that a cooling shroud equivalent to a test cell cooling
shroud is installed, and that all necessary calibrated gages (listed in 7260
09a2 below) be mounted independently of, and used instead of, airframe
gages. Test club propellers (SPS40757) are available from Sensenich
Propeller Manufacturing Company.
726009a General
726009a1 Test Stand
The test stand must be clean and free of any loose articles or items that could be
moved by the test club air blast.
726009a2 Test Instruments and Equipment
The following instruments are required in addition to any other instruments
deemed necessary by the operator.
1. Temperature gage with a measuring range no less than 0° to 600°F (18° to
315°C)
2. Counter tachometer
3. Fuel flow meter (optional)
4. Fuel pressure gage
5. Manifold pressure gage
6. Oil temperature gage
7. Oil pressure gage
8. Cylinder head temperature gage
726009a3 Test Stand Oil Supply Pressure
Engines equipped with an integral fullflow oil filter should be runin with a slave
filter. The regular filter should be installed at the end of the runin.
Note: If the engine is operated without the propeller governor installed, the
governor cover P/N 72378 must be installed.
During runin, it is important that oil temperatures be maintained within the limits
specified in Table 726009A. Allow the engine to idle until the oil temperature
reaches 140° (60°C) before starting the runin schedule.
Table 726009A. IO540AF1A5 Engine RunIn Test Limits
IO540AF1A5
Fuel Pressure (psi) at Inlet to Fuel 1445
Injector
Maximum Oil Consumption (lb/hr) 0.006
Maximum Oil Consumption (qt/hr) 1.0
Operating Oil Pressure (psi): Normal 5595
Operating Oil Pressure (psi): Idle 25
Max. pemissible 245°F
Oil Inlet Temperature: °F (°C)
(118°C)
Max. allowable 180°F
(82°C)
Maximum Cylinder Head Temperature, 465°F (241°C)
Bayonet Location: °F (°C)
Max. Continuous HP Speed (rpm) 2700
726009b Test Limits
726009c Runin Procedure
1. Connect the oil and fuel control lines.
2. Use MILL6082 or SAE J1966 grade lubricating oil during runin.
3. Use 91/96 or 100LL fuel.

4. Ensure that the test stand fuel system terminates in a float chamber that is
vented to the atmosphere and located at least 1 ft below the entrance to the
fuel pump.
5. Ensure that the test stand fuel system maintains the fuel pressure to the
chamber at 2 to 5 psi.
6. Preoil the engine by forcing 35 psi of oil through one main gallery until the
oil flows from the opposite gallery with the front end of the gallery open.
7. Attach the instrument connections.
8. Connect the throttle and mixture control levers while ensuring that the cables
are free and do not bind. Ensure that the travel is sufficiently long to
completely open and close the throttle and to move the mixture control lever
from “FULL RICH” to “IDLECUTOFF.”
9. Install the applicable cooling shroud, test club, and adapter. Ensure that the
test club will turn up rated rpm ± 50.
10. Prepare a log sheet to record the instrument readings during each speed in the
running schedule. Refer to Table 726009B or 726009C.
Table 726009B. IO540AF1A5 Ground RunIn Chart
Test Data
1. Avoid dusty locations and locations with loose Type Aircraft _____________________________

stones.
Registration Number________________________
2. Head aircraft into the wind.
Aircraft Number ___________________________
3. All cowling should be in place with cowl flaps
open. Owner ___________________________________
4. Accomplish ground runin full flat pitch. Engine Serial Number_______________________
5. Never exceed 200°F (93°C) oil temperature. Date ____________________________________
6. Do not permit cylinder temperatures to exceed Operator _________________________________

400°F (187°C).
Ground Run
Time rpm MAP Temperature Pressure Temperature Fuel Flow
Amb
Oil Cyl. Oil Fuel Inj. Air Flow
10 1000
min
20 1200
min
20 1300
min
15 1500
min
10 1600
min
10 1700
min
5 1800
min
Mag. Check Adjustment Required: At completion of ground run:
Power Check 1. Visually inspect engine
Idle Check 2. Check oil level
Table 726009C. IO540AF1A5 Test Flight Chart
Flight Test after Top Overhaul or Cylinder Change with New Rings
1. Test fly aircraft for one hour.
2. Use standard power for climb and at least 75% power for cruise.
3. Make climb shallow and at good airspeed for cooling.
4. Record engine instrument readings during climb and cruise.
Flight Test Record
Time r M Temperature Pressure Temperature Fuel Flow
p A
m P
Oil Cyl. Oil Fuel Inj. Amb Flow

Air
Climb
Cruise
Adjustments Required After Flight: After test flight:
NOTE: If oil consumption is excessive, remove the spark plugs and 1. Make careful visual inspection of engine.

check cylinder barrels for scoring.
2. Check oil level.
11. Make sure the magneto switch is in the “OFF” position.
12. Turn the engine over for a few revolutions to ensure that there are no
obstructions within the arc of the test club or within the engine itself.
Caution
If the engine does not turn freely, do not try to force it or make any
attempt to start it until the cause has been determined and the fault
corrected.
13. Start the engine using an electric boost fuel pump in the following order.
a. Place the mixture control selector in the “IDLECUTOFF” position.
b. Turn the fuel valve to the “ON” position.
c. Set the throttle at the 1/10 open position.
d. Turn the magneto switch to the “START” position and engage the starter.
e. Turn the combination magneto/starter switch to “START.”
14. When the engine fires, move the “MIXTURE CONTROL” smoothly to
“FULL RICH.”
15. Move the magneto switch to “BOTH.”
Caution
If oil pressure is not indicated within 10 seconds, stop the engine and
determine the cause.
16. Operate the engine at 1000 rpm until a minimum oil temperature of 140°F
(60°C) is obtained.
17. Check the magneto dropoff and general operation of the engine.
18. Check the engine for any oil leaks. Any malfunction or oil leak should be
repaired immediately before continuing with runin or testing.
19. Complete the test run according to Table 726009D.
Table 726009D. Recommended Runin Schedule
rpm Load Time (min) Remarks
1200 Prop load 10 Check magneto drop
1500 Prop load 10 off. Do not exceed
1800 Prop load 10 125 rpm on either
2000 Prop load 10 magneto or 35 rpm
2200 Prop load 10 between magnetos.
2400 Prop load 10
Normal Rated* Prop load 15
Normal Rated* Prop load 60 Oil consumption run.
*See Table 726008A.
726009d Oil Consumption Run
The oil consumption run, made at the end of the runin schedule, measures the
quality of the engine overhaul.
Note: The oil consumption run is not intended to be an indication of the
maximum oil consumption limits that are listed in the Table of Limits
(Appendix III). Excessive oil consumption may indicate improper seating
of piston rings, broken rings, inverted rings, stepped cylinder barrel, or
worn rings caused from runin of an engine in which abrasives have
entered the induction system, or in which parts were improperly cleaned
prior to reassembly. Improper fits and clearances due to a lack of
thoroughness during inspection, repair and replacement, and assembly
procedures at overhaul may also be indicated by excessive oil
consumption.
Oil consumption can be determined using a scale tank through which the oil lines
pass and the scale reading taken at the beginning and end of the oil consumption
run. Oil consumption can also be determined by draining and weighing the oil
supply before and after the oil consumption run.
During the oil consumption run, the temperature of the oil must be held as closely
as possible to the limits in Table 726009A. Oil consumption should not exceed
the amounts shown in Table 726009A.
726009e Idle Speed and Mixture Adjustment
Refer to Figure 7260091. Two adjustments must be made on the throttle body
assembly for proper idling conditions.
Fuel injectors require adjustments to the idle speed and fuel mixture to provide
smooth and economical engine operation. Complete the following steps to adjust
the idle speed and fuel mixture.
1. Start the engine and warm up in the usual manner until the oil and cylinder
head temperatures are normal.
2. Check the magnetos. If the “mag drop” is normal, continue to Step 3.
3. Set the throttle stop screw so that the engine idles at the airframe manufac
turer’s recommended idling rpm. If the rpm changes appreciably after making
the idle mixture adjustment in the following steps, readjust the idle speed to
the desired rpm.
Figure 7260091. RSA5AD1 Fuel Injector
4. When the idling speed has been stabilized, move the cockpit mixture control
lever with a smooth, steady pull toward the IDLE CUTOFF position and
observe the tachometer for any changes during the leaning process. Care must
be exercised to return the mixture control to the FULL RICH position before
the rpm can drop to a point where the engine cuts out. An increase of more
than 50 rpm while “leaning out” indicates an excessively rich idle mixture. An
immediate decrease in rpm (if not preceded by a momentary increase) indicates
that the mixture is too lean.
5. If either the “too rich” or “too lean” indications are present, turn the idle
mixture adjustment in the direction required for correction, and check this new
position by repeating the above steps. Make additional adjustments as
necessary until a check results in a momentary pickup of approximately
50 rpm. Each time the adjustment is changed, the engine should be run up to
2000 rpm to clear the engine before proceeding with the rpm check. Make a
final adjustment to the idle speed adjustment to obtain the desired idling rpm
with closed throttle. This method attempts to reach a setting that will obtain
maximum rpm with a minimum manifold pressure. In case the setting does
not remain stable, check the idle linkage. Any looseness in the linkage would
cause erratic idling. In all cases, make allowances for the effect of weather
conditions and field altitude upon idling adjustments.
726009e1 Idle Air Bleed Adjustment
If a satisfactory idle speed cannot be obtained as directed above, move the mixture
control lever toward the idle cutoff position with a smooth, steady pulling motion
while watching the tachometer. An increase of more than 50 rpm indicates an
excessively rich mixture. An immediate decrease in rpm (if not preceded by a
momentary increase in rpm) indicates that the mixture is too lean.
If the mixture is too rich, turn the idle air bleed adjustment screw
counterclockwise. If the mixture is too lean, turn the idle air bleed adjustment
screw clockwise. Run the engine up to 2000 rpm after each adjustment to clear the
engine before rechecking. Continue adjusting the idle air mixture screw until a
check results in a pick up of no less than five nor more than ten rpm running the
engine up to 2000 rpm between each adjustment. Refer to Table 726009E.
Table 726009E. Engine RunIn after Overhaul
Revolutions Per Minute (rpm)
2700 1000 1200 1500 1800 2000 2200 2400 2500 2500
Time Until oil 10 10 10 10 10 15 60

(min) pressure
reaches Oil
140°F Consumption
(60°C) Run
MAP
(in. hg.)
Oil 5595
Operating
Pressure
(psi)
245°F
Oil Inlet
(118°C)
Temp.
max.
permis
sible
180°F
(82°C)
max.
allow
able
Max. Cyl. 465°F
Head (241°C)
Temp.
(bayonet
location)
Fuel Press. 14 45
(at inlet to psi
injector)
Remarks
730000 ENGINE FUEL AND CONTROL MAINTENANCE
The fuel distribution system is composed of a fuel pump, a fuel manifold (or
spider), fuel nozzles, a fuel filter, and fuel lines and fittings.
The Lycoming IO540AF1A5 engine employs a Bendix RSA5AD1 fuel injector
for fuel control, which operates on the principle of using airflow forces to
proportionally control the amounts of fuel and air that flow to the engine. The fuel
is distributed to each cylinder by means of a fuel flow manifold, and vaporization
takes place at the cylinder intake ports.
730001a Fuel Recommendations
Always use the fuel specified in your Lycoming IO540AF1A5 engine. However,
if the specified fuel is not available, a higher grade may be used.
Note: Isopropyl alcohol in amounts not to exceed 1% by volume may be added
to the fuel to prevent ice formation in fuel lines and tanks. Although
approved for use in Lycoming engines, isopropyl alcohol should not to be
used in the aircraft fuel system unless recommended by the aircraft
manufacturer.
Caution
Never use automotive fuel in aircraft engines, regardless of its octane or
advertised features because of the corrosive effect of its chlorine content,
and because of vapor lock that could result from its high vapor pressure.
Any fuel used in this engine must conform to ASTMD910 or MILG
5572F specifications.
Table 730001. Specified Fuel Grade Comparison Chart
Current Commercial Fuel Grades Current Military Fuel Grades
(ASTMD91075) (MILG5572F)
Grade Color Max. TEL Grade Color Max. TEL

ml/US gal. ml/US gal.
*100LL Blue 2.0
91/96 Blue 2.0
*Grade 100LL fuel in some countries is colored green and is designated as 100L.
730001b Fuel Capacity
The capacity of the fuel tank supplied with this aircraft is not determined by
Lycoming. For additional information, consult your aircraft manual.
731001 FUEL DISTRIBUTION
Check the integrity of fuel lines and fittings before each flight and repair any
leaks. If a hose or fitting in the fuel distribution system requires repair or
replacement, consult the parts manual for the appropriate replacement hose or
fitting.
Caution
Use only fuelsoluble lubricant such as clean engine oil or Loctite
Hydraulic Sealant as a thread compound. Do not use any other type of
thread compound.
731001a Fuel Line Routing and Clamping
Refer to Section 726008f4.
731001b Fuel Pump Replacement
The fuel pump is mounted on the accessory housing. No maintenance is required
for the fuel pump; however, replacement may be necessary. Refer to Figure 7310
011.
Caution
As a means of reducing wear on fuel pump drive spline, it is
recommended that Texaco Molytex type “O” (or equivalent) grease be
applied to drive spline before assembly of pump to engine.
Figure 7310011. Fuel Pump Replacement
1. Use a wrench on the hex nut fitting to disconnect the fuel pump/vent line at the
elbow.
2. Insert threaded plugs into the open ends of the fitting and line to prevent dirt,
dust or other contaminants from entering the fuel system.
3. Remove the elbow from the fuel pump.
4. Disconnect the fuel pump/fuel injector line at the elbow and insert a threaded
plug into that line.
6. Disconnect the inlet tube at the elbow.
8. Inspect the threaded areas of the elbows for stripped or damaged threads. If
any damage is apparent, replace the elbow. Refer to Lycoming Parts Catalog
PC6154 for correct replacement part.
9. Clean the elbows in solvent and dry with compressed air.
10. Remove the nuts, lockwashers, and plain washers from the studs that attach
the fuel pump to the accessory housing.
11. Replace the fuel pump and reassemble in the reverse order. Tighten the nuts
onto the studs to 100 in. lb.
Caution
Exercise care in handling the gasket. It is extremely fragile.
12. Remove any spilled fuel or solvent in accordance with federal, state, and local
environmental regulations.
731001c Fuel Nozzles
Fuel nozzles can become clogged with a type of varnish from old fuel or from
precipitate particles that are almost invisible to the naked eye. Should the engine
suddenly start to run roughly, a possible cause could be clogged fuel nozzles.
Complete the following steps, in the order given, to remove, clean, and replace fuel
nozzles.
1. Examine the nozzle lines for damage or wear. If the nozzle lines are worn or
damaged, replace the lines by unscrewing the lines from the flow divider.
2. Remove the nozzle assembly from the individual fuel lines using a wrench.
3. Insert a plug into the open end of each line to prevent dirt, dust or other

contaminants from entering the fuel lines.
4. Remove the nozzles from the cylinders.
Caution
Damage to the inlet and outlet fuel restrictors could result which would
change the fuel flow.
7. Remove the plugs from the fuel injection lines and replace them with the
cleaned nozzles using 50 in. lb.
8. Remove any spilled gasoline or solvent in accordance with federal, state, and
local regulations.
731001d Fuel Filter
Any fuel filtration system installed between the fuel tank and the fuel pump is
provided by the airframe manufacturer. Consult the airframe maintenance manual
for additional information.
731001e Air Intake Ducts and Filters
This system is provided by the airframe manufacturer. Consult the airframe
maintenance manual for additional information.
IO540AF1A5 Maintenance and Overhaul Section 732001
732001 FUEL CONTROL
732001a Fuel Injector
Fuel control is not repairable. Replace with a serviceable part. Fuel control is
provided by a RSA5AD1 fuel injection system. Maintenance for this unit consists
of removing, cleaning, and replacing the 74 micron inlet screen and the strainer O
ring.
732001a1 Cleaning and Replacement of Inlet Screen and Strainer Orings
1. Using a wrench on the hex fitting, disconnect the fuel supply line from the fuel
inlet port of the fuel injector. Install a plug into the fuel supply line to
minimize the possibility of fuel spills and to prevent any contaminants from
entering the fuel supply system.
Note: Always remove the screen from the inlet side only or dirt could enter the
injector unit.
2. Remove the inlet screen from the housing and examine it for distortions or
holes. If either condition is apparent, replace the inlet screen. Remove the
Oring from the end of the inlet screen. Discard the Oring. If the inlet screen
is intact, remove the Oring from the end of the inlet screen. Discard the
Oring. Clean the screen by soaking it briefly in solvent.
3. Remove the inlet screen from the solvent and dry with clean, compressed air.
4. Install a new Oring on the end of the inlet screen and insert the inlet screen
into the fuel injector housing.
5. Tighten it to 60 to 70 in./lbs. torque. Remove the plug from the fuel supply
line and reconnect the line.
Federal, State, and Local regulations.
732001a2 Idle Speed and Mixture Adjustments
Fuel injectors require adjustments to the idle speed and fuel mixture to provide
smooth and economical engine operation. Complete the following steps to adjust
the idle speed and fuel mixture.
1. Start the engine and warm up in the usual manner until the oil and cylinder

head temperatures are normal.
2. Check the magnetos. If the “mag drop” is normal, continue to Step 3.
3. Set the throttle stop screw so that the engine idles at the airframe manufac
turer’s recommended idling rpm. If the rpm changes appreciably after making
the idle mixture adjustment in the following steps, readjust the idle speed to
the desired rpm.
4. When the idling speed has been stabilized, move the cockpit mixture control
lever with a smooth, steady pull toward the IDLE CUTOFF position and
observe the tachometer for any changes during the leaning process. Care must
be exercised to return the mixture control to the FULL RICH position before
the rpm can drop to a point where the engine cuts out. An increase of more
than 50 rpm while “leaning out” indicates an excessively rich idle mixture. An
immediate decrease in rpm (if not preceded by a momentary increase)
indicates that the mixture is too lean.
5. If either the “too rich” or “too lean” indications are present, turn the idle
mixture adjustment in the direction required for correction, and check this new
position by repeating the above steps. Make additional adjustments as
necessary until a check results in a momentary pickup of approximately
50 rpm. Each time the adjustment is changed, the engine should be run up to
2000 rpm to clear the engine before proceeding with the rpm check. Make a
final adjustment to the idle speed adjustment to obtain the desired idling rpm
with closed throttle. This method attempts to reach a setting that will obtain
maximum rpm with a minimum manifold pressure. In case the setting does not
remain stable, check the idle linkage. Any looseness in the linkage would
cause erratic idling. In all cases, make allowances for the effect of weather
conditions and field altitude upon idling adjustments.
732001a3 Fuel Injector Removal
1. Disconnect the fasteners which hold the fuel injector to the engine.
2. Refer to the airframe manufacturer’s manual for additional instructions.
732001a4 Cleaning
1. Disconnect the fuel supply line from the fuel inlet port of the fuel injector
using a wrench on the hex fitting.
2. Install a plug into the fuel supply line to minimize the possibility of fuel spills
and to prevent any contaminants from entering the fuel supply system.
3. Remove the inlet screen from the housing and examine it for distortions or
holes. If either condition is apparent, replace the inlet screen.
4. If the inlet screen is intact, remove the Oring from the end of the inlet screen.
Discard the Oring according to and federal, state, and local environmental
mandates.
IO540AF1A5 Maintenance and Overhaul Section 732001
5. Clean the screen by soaking it briefly in unleaded gasoline or Varsol cleaning
fluid.
6. Remove the inlet screen from the solvent and dry with clean, compressed air.
federal, state, and local regulations.
732001a5 Fuel Injector Nozzles
1. Remove the nozzle assembly from the individual fuel lines using a wrench.
2. Insert a plug into the open end of each line to prevent dirt, dust, or other
contaminants from entering the fuel lines.
Caution
federal, state, and local environmental regulations.
732001a6 Inspection
1. Inspect the throttle lever and linkage for damage or wear.
2. Check the fuel manifold assembly for damage or leaks.
3. Inspect all other lines and fittings for damage or leaks.
732001a7 Nozzle Assembly
1. Examine the nozzles for damage or restrictions.
732001a8 Fuel Flow Check
1. Disconnect the fuel lines and remove the nozzles from the cylinders.
2. Attach the nozzles to the fuel lines and direct the nozzles into six clear
containers of equal size.
3. Turn the boost pump on and move the throttle and mixture control full
forward.
4. Allow approximately 4 to 6 ounces of fuel to flow into each container. Close
the throttle and mixture and turn off the boost pump.
5. Place all six containers on a flat surface. Check the level of the fuel. All
containers should have the same amount of fuel. A container having less fuel
is an indication of a restriction.
Note: While flowing the fuel, be sure that the stream from all six lines is solid,
steady and even.
740000 IGNITION SYSTEM MAINTENANCE
The ignition system for this engine includes two Slick magnetos, a Slick ignition
harness, long reach spark plugs, and a Sky Tec starter.
740001A. Ignition System Components
Ratio to
Direction of Crankshaft
Component Model Rotation Rotation
Slick Magneto 6351 (Left) Clockwise* 1.5:1

6350 (Right)
Sky Tec Geared 24 Volt Counterclockwise* 16.556:1

Starter†
Kelly Aerospace 24 Volt Counterclockwise* 16.556:1

Starter†
Alternator† Clockwise*
* All rotations are viewed from the antipropeller end of the engine
† For optional starters and alternators see the latest revision of Lycoming Service
Instruction No. 1154.
741000 ELECTRICAL POWER SUPPLY SYSTEM MAINTENANCE
Electrical power supply is provided by two Slick Magnetos, either a Kelly
Aerospace or a Sky Tec starter, and an alternator. For optional starter and
alternators see the latest revision of Lycoming Service Instruction No. 1154.
These components are not repairable. Replace with a serviceable part.
741002 RETARD MAGNETOS
The magnetos incorporate a retard contact assembly. The magnetos spin a magnet
at 11/2 times the engine speed, thus producing six sparks through 720 degrees of
rotation. A battery operated starting vibrator provides electrical energy for
starting, regardless of engine cranking speed. The retard ignition is in the form of a
shown of sparks rather than a single spark.
The engine firing order is 145236. The spark advance is 25°BTC. The
magneto drive is clockwise and the ratio to crankshaft and rotation is 1.500:1.
The magneto is not repairable. Replace with a serviceable part.
741003 ALTERNATOR
There are no regularly scheduled maintenance procedures for the alternator.
Lycoming recommends that the alternator be replaced as needed.
The alternator is not repairable. Replace with a serviceable part.
An improperly tensioned alternator drive belt can slip, wear prematurely, and
reduce electrical output. Belt tension is to be checked during periodic maintenance
and anytime a belt is replaced.
There are three satisfactory methods of checking belt tension; however, the first
method described is the quickest and simplest.
1. Torque Method: This method of checking belt tension consists of measuring
the torque required to slip the belt at the small pulley and is accomplished as
follows:
a. Secure the propeller to prevent rotation of the engine.
b. Apply a torque indicating wrench to the nut that attaches the pulley to the
alternator and turn it in a clockwise direction. Observe the torque shown
on the wrench at the instant the pulley slips.
c. Check torque indicated in step a. with torque specified in the following
chart. Adjust belt tension accordingly.
Width of Belt Condition Torque Indicated at Alternator Pulley
⅜ inch New 11 to 13 ft. lbs.

⅜ inch Used 7 to 9 ft. lbs.
½ inch New 13 to 15 ft. lbs.
½ inch Used 9 to 11 ft. lbs.
11mm New 22 to 24 ft. lbs.
11mm Used 15 to 17 ft. lbs.
Note: The higher tension specified for a new belt is to compensate for the initial

stretch that takes place as soon as it is operated. These higher tension
values should not be applied to belt which have been used previously.
Note: When a new belt is installed, check the belt tension after the first 1 to 1.5
hours of operation and reset to used limits. Check and reset to used limits
again after 8 hours of operation. Check each periodic inspection
thereafter.
2. Deflection Method: Belt tension may be checked by measuring the amount of
deflection caused by a predetermined amount of tension; this is accomplished
in the following manner:
a. Attach the hook of a small springscale to the belt at the approximate mid
point between the ring gear support and the alternator.
b. Pull on the scale until a reading of 14 pounds is obtained. (10 pounds for
used belts.)
c. Measure the distance the belt has moved with the 10 or 14 pound load
applied. The distance (deflection) should be 5/16 inch. If less than 5/16
inch, belt is too tight.
3. Belt Tension Gage: A belt tension gage that measures belt tension by
indicating the amount of deflection of the belt under a preset spring load is
available as Lycoming tool number ST131.
Alternator drive is clockwise.
741004 STARTER
The starter drive ratio from the Bendix drive pinion to crankshaft is 16.556:1.
Starter rotation is clockwise.
For optional starter and alternators see the latest revision of Lycoming Service
Instruction No. 1154.
The only regularly scheduled maintenance procedure that applies is routine
inspection for Kelly Aerospace starters. Refer to Section 052003.
742000 ELECTRICAL POWER DISTRIBUTION SYSTEM
MAINTENANCE
Electrical power is distributed by radioshielded, longreach spark plugs and by a
Slick ignition harness.
Lycoming recommends that these items be replaced as specified in Section 0520
00, Scheduled Maintenance Checks.
Overhaul, removal, and reassembly instructions are found in Section 726003.
The airframe manufacturer determines the final routing of the wiring harness and
location of the clamping hardware.
742002 IGNITION HARNESS
The Slick ignition harness is an allweather, shielded harness constructed with
braid over wire.
The only regularly scheduled maintenance procedure that applies to the Slick
harness is routine inspection. Refer to Section 052003.
1. Inspect the harness for signs or chaffing, cracks in the allweather shielding,
or worn leads. Replace the harness if any leads exhibit chaffing, cracks, or
wear.
2. Examine the harness connections. Make certain the harness connections are
secure. Tighten the leads if any connections are loose.
3. Ensure security of ignition harness mounting clamps.
742003 SPARK PLUGS
742003a Removal and Installation
Removal
Remove plugs using a 7/8 inch deep recess socket.
Installation
When installing or reinstalling a plug, use a 7/8 inch deep recess socket. Tighten
to 420 in.lbs. (35 ft. lbs.).
Note: Any time a plug is installed or reinstalled, a new gasket should be used.
Do not reuse gaskets.
This engine is equipped with radioshielded, longreach spark plugs.
742003b Maintenance Procedures
Regularly scheduled maintenance procedures for the spark plugs consists of
rotating the spark plugs at 25 to 50 hour intervals, spark plug cleaning, and
regapping as needed if there is evidence of spark plug fouling.
1. Confirm that the Pleads are securely attached to the magneto condenser studs.
Torque Plead nut to 1315 in. lbs. as required.
2. Rotate the spark plugs by moving the bottom plugs to the upper position
whenever operational ground checks indicate evidence of spark plug fouling.
See Table Below.
SPARK PLUG ROTATION
Interchange
3. Remove spark plug connector nuts and examine spark plug cable leads and
ceramics for corrosion and deposits. Corrosion and deposits are evidence of
leaking spark plugs or improper cleaning of the spark plug walls or connector
ends.
4. Recondition or replace affected spark plugs as necessary, being certain plugs
are of the correct heat range.
5. Clean the cable ends, spark plug walls, and ceramics with a clean lintfree
cloth moistened with methylethyl ketone (MEK), acetone, or wood alcohol.
6. Replace any broken, cracked, deformed, or corroded parts.
7. Dry all parts using compressed air.
8. Visually inspect the ignition harness for evidence of chaffing or deterioration.
Replace the harness assembly if any leads are worn, damaged, or broken.
Refer to section 742001a.
9. Ensure the security of ignition harness mounting clamps.
10. Verify that the spark plug and magneto terminal connections are tight.
IO540AF1A5 Maintenance and Overhaul Manual Appendix I
APPENDIX I: PARTS CATALOG
Appendix I: Parts Catalog for this Maintenance and Overhaul Manual is
Lycoming Part Number PC61514.
February 2008 I1
Appendix I IO540AF1A5 Maintenance and Overhaul manual
I2 February 2008
IO540AF1A5 Maintenance and Overhaul Manual Appendix II
APPENDIX II: ENGINE PERFORMANCE DATA
Curve Number 12985. Actual Horsepower
February 2008 II1
Appendix II IO540AF1A5 Maintenance and Overhaul Manual
Curve Number 12956. Fuel Flow Versus Nozzle Pressure
II2 February 2008
IO540AF1A5 Maintenance and Overhaul Manual Appendix II
Curve Number 12957. Fuel Flow Versus Power
February 2008 II3
Appendix II IO540AF1A5 Maintenance and Overhaul Manual
II4 February 2008
IO540AF1A5 Maintenance and Overhaul manual Appendix III
APPENDIX III: TABLE OF LIMITS
INTRODUCTION
This Table of Limits is provided as a guide to all service and maintenance
personnel engaged in the repair and overhaul of Lycoming Aircraft Engines. Most
of the material contained herein is subject to revision; therefore, any question
regarding a specific limit or the incorporation of limits shown should be addressed
to the Lycoming factory for clarification.
DEFINITIONS
Ref. The numbers in the first column headed “Ref.” are
(1 st column) shown as reference numbers to locate the area
described in the “Nomenclature” column. This
number will be found in a diagram at the end of each
section, indicating a typical section where the limit is
applicable.
Nomenclature This is a brief description of the parts or fits

(2 nd column) specified in the adjacent columns and indicated in the
diagram at the end of each section.
Dimensions The dimensions shown in column 3 are the minimum
(3 rd and 4 th columns) and maximum dimensions for the part as
manufactured. The dimensions shown in column 4
indicate the limit that must not be exceeded. Unless it
can be restored to serviceable size, any part that
exceeds this dimension must not be reinstalled into an
engine.
Clearance Like the dimensions shown in columns 3 and 4, the
(5 th and 6 th columns) clearance represents the fit between two mating
surfaces as controlled during manufacture and as a
limit for permissible wear. Clearances may
sometimes be found to disagree with limits for
mating parts; for example, the maximum diameter of
a cylinder minus the minimum diameter of a piston
exceeds the limit for piston and barrel clearance. In
such instances, the specified maximum clearance
must not be exceeded.
February 2008 III1
Appendix III IO540AF1A5 Maintenance and Overhaul Manual
In some instances, where a parts revision has caused a dimensional or tolerance
change, the superseded dimensional data have been deleted from the list; provided
compliance with the change is not mandatory.
Letters of the alphabet and numbers are used as symbols throughout the Table of
Limits to represent specific interpretations and to designate engine models. Letters
in parentheses refer to dimensional characteristics; letters (or combinations of
letters and numbers) without parentheses indicate engine models. They are listed
below with their separate definitions.
(A) These fits are either shrink fits controlled by machining, fits that may

readily be adjusted, or fits where wear does not normally occur. In each
case, the fit must be held to manufacturing tolerance.
(B) Side clearance on piston rings must be measured with face of ring flush
with piston.
(E) Permissible wear of the crankshaft (rod and main bearing journals) to be
minus 0.0015 on the diameter.
Section 1 – Crankcase, Crankshaft, and Camshaft
Dimensions (in.) Clearance (in.)
Ref. Mfr. Min. Service Mfr. Min. Service
Nomenclature & Max. Max & Max. Max
500 Main Bearings and Crankshaft 0.0015L
0.0045L 0.0060L
Diameter of Main Bearing Journal 2.3745
on Crankshaft 2.376 (E)
(23/8 in. Main)
Diameter of Front Main Bearing 2.3745
Journal on Crankshaft 2.376 (E)
(23/8 in. Main)
Crankcase Bearing Bore Diameter 2.566
2.567 2.5685
501 Connecting Rod Bearing and 0.0008L
Crankshaft 0.0038L 0.0050L
III2 February 2008
501 Diameter of Connecting Rod 2.2485
Journal on Crankshaft 2.250 (E)
(21/4 in.)
Connecting Rod Bearing Bore 2.4205
Diameter (21/4 in.) (Measured at 2.4210
Axis 30° on Each Side)
502 Connecting Rod - Side Clearance 0.004L
0.010L
0.016L
503 Connecting Rod - Alignment 0.010 in 10 in.
504 Connecting Rod - Twist 0.012 in 10 in.
505 Mounted on No. 2 and 5 Journals 0.002 0.002
Max. RunOut No. 1 Journal
Mounted on No. 2 and 5 Journals 0.005 0.0075
506 Crankshaft and Crankcase Front 0.009L
End Clearance 0.018L 0.026L
507 Clearance - Front Face of 0.002
Crankshaft Oil Slinger to Front 0.017L (A)
Face of Recess in Crankcase
(Crankshaft against Thrust Face)
508 Crankshaft Prop. Flange RunOut 0.002 0.005
509 Starter Ring Gear and Support 0.014T
0.022T (A)
510 Crankshaft Timing Gear and 0.0005T
Crankshaft 0.0010L (A)
511 Tappet Body and Crankcase 0.0010L
0.0033L 0.004L
OD of Tappet 0.7169
0.7177 0.7166
February 2008 III3
511 ID Tappet Bore in Crankcase 0.847

0.857 0.8574
512 Tappet Plunger Assembly and 0.0010L
Body 0.0047L 0.0067L
513 Tappet Socket and Body 0.002L
0.005L 0.007L
514 Camshaft and Crankcase 0.002L
0.004L 0.006L
515 Camshaft - End Clearance 0.002L
0.009L 0.015L
516 Camshaft RunOut at Center 0.000
Bearing Journal 0.001 0.006
517 Counterweight Bushing and 0.0013T
Crankshaft 0.0026T (A)
518 Counterweight Roller - End 0.007L
Clearance 0.025L 0.038L
519 Counterweight and Crankshaft - 0.003L
Side Clearance 0.013L 0.017L
520 Counterweight Bore and Washer 0.0002L
OD 0.0030L (A)
521 ID of Counterweight Bushing 0.7485
0.7505 0.7512
522 OD of Counterweight Roller – 5.1 0.6572
Order 0.6567
OD of Counterweight Roller – 6 th 0.6895
Order 0.6890
III4 February 2008
February 2008 III5
III6 February 2008
Section 2 – Cylinders
Dimensions Clearance
Mfr. Min. Service Mfr. Min. Service
Ref. Nomenclature & Max. Max & Max. Max
600 Connecting Rod and Connecting Bushing to Be Burnished in Place.
Rod Bushing
Finished ID of Connecting Rod 1.1254
Bushing 1.1262
601 Length between Connecting Rod 6.7485
Bearing Centers 6.7515
602 Connecting Rod Bushing and 0.0008L

Piston Pin 0.0021L 0.0025L
603 Piston Pin and Piston 0.0003L
0.0014L 0.0018L
Diameter of Piston Pin Hole in 1.1249
Piston 1.1254
Diameter of Piston Pin 1.1241
1.1246
604 Piston Pin and Piston Pin Plug 0.0002L
0.0010L 0.002L
Diameter of Piston Pin Plug 1.1242
1.1247
606 Piston Ring and Piston - Side 0.0025L
Clearance (Top Ring Comp.) Half 0.0055L 0.008L(B)
Wedge
Piston Ring and Piston - Side 0.000
Clearance (2 nd Ring Comp.) 0.004L 0.006L(B)
Full or Half Wedge
Piston Ring and Piston - Side 0.002L
Clearance (Oil Regulating) 0.004L 0.006L(B)
607 Piston Ring Gap (Compression) 0.045
Nitrided 0.055 0.067
Piston Ring Gap (Oil Regulating) 0.015
0.035 0.047
The Ring gap is measured within 4 in. from the bottom. Ring gap at top of travel must not be less than
0.0075 in.
February 2008 III7
Dimensions Clearance
Maximum
Minimum Piston Cyl. Barrel Clearance
Diameter Type Piston
Top Bottom Type of of Max. Skirt &
Piston Number Piston Surface Diameter Cylinder
608 75089 5.0790 5.1090 CastCam PCN 5.1305 0.018L
609
610
Notes for Section 2 ¾ Cylinders
To find the average diameter of a cylinder in an area Maximum taper and outofround permitted for a
4 in. above the bottom of the barrel: cylinder in service is 0.0045 in.
1. Measure diameter at right angles from plane in
which valves are located. Piston diameter at the top is measured at the top
ring land (between the top and second compression
2. Measure diameter through the plane in which
valves are located. ring grooves) at a right angle to the piston pin hole.
Piston diameter at the bottom is measured at the
3. Add both diameters.
bottom of the piston skirt at right angles to the
4. Divide this sum by 2 to get the average diameter piston pin.
of the cylinder.
Cylinder Barrel: P = plain steel, N = nitride
To find the average outofround, measure the hardened, C = chrome plated.
diameter of the cylinder in an area 4 in. above the
bottom of the barrel:
1. Measure the diameter at right angles from the
plane in which the valves are located.
2. Measure the diameter through the plane in
which the valves are located.
3. The difference between the diameters must not
exceed 0.0045 in.
Dimensions Clearances
611 Exhaust Valve Seat and Cylinder 0.0045T
Head 0.008T
(A)
OD Exhaust Seal 1.7395
1.741
III8 February 2008
611 ID Exhaust Seat Hole in Cylinder 1.733

Head 1.735
612 Intake Valve Seat and Cylinder 0.0065T

Head 0.010T
(A)
OD Intake Seat 2.0815
2.083
ID Intake Seat Hole in Cylinder 2.073
Head 2.075
613 Exhaust Valve Guide and 0.001T
Cylinder Head 0.0025T (A)
OD Exhaust Valve Guide 0.6633
0.6638
ID Exhaust Valve Guide Hole in 0.6613
Cylinder Head 0.6623
614 Intake Valve Guide and Cylinder 0.0010T
Head 0.0025T
OD Intake Valve Guide 0.5933
0.5938
ID Intake Valve Guide Hole in 0.5913
Cylinder Head 0.5923
615 Exhaust Valve Stem and Valve 0.0040L
Guide (Parallel Valve Heads) 0.0060L (A)
OD Exhaust Valve Stem 0.4935
(Parallel Valve Heads) 0.4945 0.4915
Finished ID Exhaust Valve 0.4985
Guide (Parallel Valve Heads) 0.4995
616 Intake Valve Stem and Valve 0.0010L
Guide 0.0028L 0.006L
OD Intake Valve Stem 0.4022
0.4030 0.4010
Finished ID Intake Valve Guide 0.4040
0.4050
617 Intake and Exhaust Valve and 0.000L
Valve Cap Clearance (Rotator 0.004L 0.005L
February 2008 III9
Type Small Diameter Head)
618 Dry Tappet Clearance 0.028
0.080
619 Finished ID of Valve Rocker 0.6246
Shaft (Bushing) in Cylinder Head 0.6261 0.6270
Valve Rocker Shaft and Valve 0.0001L
Rocker Bushing 0.0013L 0.0025L
620 Finished ID of Rocker Arm 0.6252
Bushing 0.6263 0.6270
OD Valve Rocker Shaft 0.6241 0.0007L
0.6245 0.6231 0.0017L 0.004L
621 Valve Rocker Bushing and Valve Bushing must be
Rocker burnished in place.
622 Valve Rocker Shaft Bushing 0.7380

Hole in Cylinder Head 0.7388
Valve Rocker Shaft Bushing and 0.0022T
Cylinder Head 0.0038T (A)
623 Valve Rocker and Cylinder Head
0.005L
- Side Clearance 0.013L 0.016L
625 Intake Valve Guide Height 0.705
0.725
Measure the Valve
Guide Height from the
Valve Spring Seat
Counterbore in the
Cylinder Head to the
Top of the Valve Guide.
Exhaust Valve Guide Height 0.765
0.785
Measure the Valve
Guide Height from the
Valve Spring Seat
Counterbore in the
Cylinder Head to the
Top of the Valve Guide.
III10 February 2008
Figure 6
February 2008 III11
Figure 7
III12 February 2008
Section 3 ¾ Gear Train Section-Oil Pump
700 Oil Pump Drive Shaft and Oil 0.0010L
Pump Body 0.0025L 0.004L
701 Oil Pump Drive Shaft and 0.015L
Accessory Housing 0.030L 0.006L
703 Oil Pump Impellers Diameter 0.002L
704 Oil Pump Impeller Side 0.002L
705 Oil Pump Impeller and Idler 0.001T
Shaft 0.003T (A)
706 Oil Pump Idler Shaft and Oil 0.0005L
Pump Body 0.0020L 0.003L
707 Oil Pump Idler Shaft and Oil 0.0010L
Section 3 – Gear Train SectionFuel Pump
Ref. Nomenclature Mfr. Min. Service Mfg. Min. Service
& Max. Max. & Max. Max.
719 AC Fuel Pump Plunger and .0015L
Accessory Housing .003L .005L
720 Crankshaft Ider Gear and .001L
Crankshaft Idler Gear Shaft .003L .005L
724 Crankshaft Idler Gear – End .007L

Clearance .037L .052L
February 2008 III13
Section 3 ¾ Gear Train Section-Governor & Hydraulic Pump
729 Front Governor Idler Gear and 0.0010L
Shaft 0.0025L 0.004L
731 Front Governor Gear and 0.0010L
Crankcase 0.0025L 0.004L
732 Front Governor Gear - End 0.008L
735 Hydraulic Pump Gear and 0.0010L
Adapter 0.0025L 0.004L
736 Hydraulic Pump Gear - End 0.010L
Section 3 ¾ Gear Train Section-Vacuum & Tachometer
737 Vacuum Pump Gear and Adapter 0.010L
0.030L 0.0045L
738 Vacuum Pump Gear - End 0.010L
739 Tachometer Drive Shaft and 0.015L
Section 3 ¾ Gear Train Section-Magneto, Generator, Starter
746 Magneto Bearing and Gear 0.0005T
0.0001L 0.0005L
747 Magneto Bearing and Crankcase 0.0002T
0.0007L (A)
758 Magneto Gear and Bushing 0.0015L
(S6LN21 and S6LN1227) 0.0035L 0.0055L
III14 February 2008
February 2008 III15
III16 February 2008
February 2008 III17
Section 4 ¾ Backlash
800 Crankshaft and Vacuum Pump - 0.004
Backlash 0.015 0.020
803 Camshaft and Crankshaft Idler - 0.004
Backlash 0.015 0.020
804 Crankshaft and Crankshaft Idler 0.004
- Backlash 0.015 0.020
805 Magneto Drive and Crankshaft 0.004
Idler - Backlash 0.015 0.020
808 Oil Pump Impellers - Backlash 0.008
0.015 0.020
820 Hydraulic Pump and Crankshaft 0.004
Idler - Backlash 0.015 0.020
822 Propeller Governor Idler and 0.004
Camshaft - Backlash (Front 0.015 0.020
Governor)
823 Propeller Governor Drive and 0.004
Idler - Backlash (Bevel Gears) 0.008 0.015
(Front Governor)
III18 February 2008
Figure 15
February 2008 III19
Section 5 ¾ Special Torque Requirements
Ref. Thread Size Nomenclature Torque Limits
900 Connecting Rod Bolts - Tighten 2.255 - 2.256 in.
to Length
903 Magneto Nut (To attach drive 120 - 300 in. lb
member to magneto) - Slick
904 Magneto Plate Screws (To attach 1828 in. lb
harness to magneto)
905 Rocker Box Screws 50 in. lb
906 Exhaust Port Studs (Driving 40 in. lb min.
Torque)
907 Spark Plugs 420 in. lb
909 Alternator Pulley Nut 450 in. lb
910 Alternator Output Terminal Nut 85 in. lb
911 Alternator Auxiliary Terminal Nut 30 in. lb
913 Piston Cooling Nozzle in 100 in. lb
Crankcase
914 Injector Nozzle in Cylinder Head 60 in. lb
915 Oil Filter (Throw Away Type) 240 in. lb
917 Thermostatic Bypass Valve 300 in. lb
918 Oil Pressure Relief Valve 300 in. lb
919 ¼ Hex Head and Below Hose Clamps (Worm Type) 20 in. lb
5/16 Hex Head and Above Hose Clamps (Worm Type) 45 in. lb
920 Cylinder Head Drain Back Hose 10 in. lb
Clamps
928 3/816 Cylinder Hold Down Studs 100 in. lb min.
(Crankcase Driving Torque)
½13 Cylinder Hold Down Studs 250 in. lb min.
(Crankcase Driving Torque)
929 3/824 Cylinder Hold Down Nuts 300 in. lb
½20 Cylinder Hold Down Nuts 600 in. lb
930 .312532 NEF3B Fuel Injection Line Union Nut 2550 in. lb
III20 February 2008
Section 6 ¾ Springs
Comp. Load
Length at
Textron Wire Comp. Mfr. Mfr. Serv.
Lycoming Dia. Length Min. Max. Max.
Ref. Chart Nomenclature Part No. (in.) (in.) (lb) (lb) (lb min)
950 Outer Valve LW11800 0.177 1.30 112 122 109
Springs
(Parallel)
951 Auxiliary Valve LW11795 0.135 1.17 61 67 58
Spring
(Parallel)
952 Oil Pressure
Relief Valve
Spring
Identification
Lycom. Dye Free Length
Part No.
61084 None 2.18 0.054 1.30 8.5 9.5 8.3
68668 Purple 2.04 0.054 1.30 7.1 7.8 6.9
77467 Yellow 1.90 0.054 1.30 6.4 7.1 6.2
LW11713 White 2.12 0.059 1.44 10.79 11.92 10.5
LW18085 White & 1.93 0.067 1.44
Purple Dots
February 2008 III21
Appendix III IO-540-AF1A5 Maintenance and Overhaul Manual
III-22 February 2008

IO-540-AF1A5 Maintenance and Overhaul Manual Appendix III
February 2008 III-23





STANDARD TORQUE
UNLESS OTHERWISE LISTED
Torque limits for propeller attaching bolts to be supplied by propeller aircraft manufacturer.
TABLE I
BOLTS, SCREWS AND NUTS
Torque Torque
Thread In. Lb. Ft. Lb. Thread In. Lb. Ft. Lb.
10 49 ----- ½ 900 75
¼ 96 ----- 9/16 1320 110
5/16 204 17 5/8 1800 150
3/8 360 30 ¾ 3240 270
7/16 600 50 ----- ----- -----
THIN NUTS (½ DIA. OF BOLT) – ½ LISTED TORQUE
TABLE II
PIPE PLUGS
Torque
Thread In. Lbs.
1/16-27 NPT 40
1/8-27 NPT 40
¼-18 NPT 85
3/8-18 NPT 110
½-14 NPT 160
¾-14 NPT 230
1-11½ NPT 315
TABLE III TABLE IV

Flexible Hose or Tube Fittings STUDS MIN. DRIVING
TORQUE
Torque In. Lbs. Threads Torque In. Lbs.
Tube Size Thread Aluminum Alloy Steel ¼-20 15
(-3) 3/16 3/8 – 24 25 – 35 95 – 105 5/16-18 25
(-4) ¼ 7/16 – 20 50 – 65 135 – 150 3/8-16 50
(-5) 5/16 ½ - 20 70 – 90 170 – 200
(-6) ¾ - 16 230 – 260 450 – 500
(-10) 5/8 7/8 – 14 330 – 360 650 - 700

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Chapter Section Page Date

Revision No. Publication Publication No. Publication Date

ISSUE DATE ISSUE DATE

05-20-03i Wiring Inspection

xvi February 2008

70-00-00 Standard Practices for Maintenance

February 2008 xvii

xviii February 2008

72-30-02a2 Recommendations for Performing the Differential Compression Check

February 2008 xix

72-60-01a Disassembly Check List Procedure

February 2008 xxi

72-60-05b Cylinder Assembly Removal

xxii February 2008

72-60-05h2 Assembly of Cylinders

February 2008 xxiii

72-60-06e2 Crankshaft (Bearing Surfaces)

xxiv February 2008

February 2008 xxv

73-10-01b Fuel Pump Replacement

xxvi February 2008

72­00­01­1 Oil System Schematic Diagram...................................................................... 3, 72­00

72­00­04­1 Lifting Lugs and Engine Mounts .................................................................. 31, 72­00

72­30­02­1 Typical Differential Compression­Measuring Device...................................... 3, 72­30

72­30­02­2 Gage Adapter Assembled on Exhaust Stem .................................................. 10, 72­30

72­30­02­3 Compressor Plate Installed on Cylinder ........................................................ 10, 72­30

72­30­02­4 View Showing Screwdriver in Position to Move Exhaust Valve Stem ........... 11, 72­30

72­30­02­5 Feeler Gage in Position Between Set Screw and Adapter Post....................... 12, 72­30

72­60­03­1 Slick Magneto Drive Assembly.................................................................... 20, 72­60

72­60­03­2 Marked Teeth on Crankshaft Idler Gear ....................................................... 21, 72­60

72­60­03­3 Ignition Wiring Diagram.............................................................................. 25, 72­60

72­60­04­1 Fuel Pump Assembly................................................................................... 27, 72­60

72­60­04­2 Accessory Drive Adapters............................................................................ 28, 72­60

72­60­04­3 Oil Pump Assembly and Accessory Housing Attaching Parts........................ 30, 72­60

72­60­05­1 Parallel Valve Cylinder Assembly ................................................................ 35, 72­60

72­60­05­2 Two Methods of Supporting Connecting Rods.............................................. 37, 72­60

72­60­05­3 Removing Push Rod Socket ......................................................................... 38, 72­60

72­60­05­4 Removing Hydraulic Tappet Plunger Assembly............................................ 38, 72­60

72­60­05­5 Hydraulic Roller Tappets............................................................................. 40, 72­60

72­60­05­6 Maximum Fin Removal ............................................................................... 42, 72­60

72­60­05­8 Method of Checking Piston Ring Side Clearance .......................................... 46, 72­60

72­60­05­9 Area to Inspect on Valve Stems.................................................................... 46, 72­60

72­60­05­11 Section Through Edge of Valve.................................................................... 47, 72­60

72­60­05­12 Method of Checking Valve Edge Thickness with a Dial Indicator ................. 48, 72­60

72­60­05­13 Appearance of Spalling Marks on Face of Hydraulic Tappet Bodies ............. 49, 72­60

72­60­05­14 Rockwell Marks .......................................................................................... 50, 72­60

72­60­05­15 Appearance of Interior Shoulder in New and Worn Tappet Bodies................ 50, 72­60

72­60­05­16 Chipped Shoulder ........................................................................................ 51, 72­60

72­60­05­17 Checking Plunger Assembly......................................................................... 52, 72­60

72­60­05­18 Checking the Hydraulic Plunger Assembly for Leaks.................................... 52, 72­60

72­60­05­19 Valve Seat Removal Tool ............................................................................ 55, 72­60

72­60­05­20 Valve Seat Dimensions for Reconditioning ................................................... 60, 72­60

72­60­05­21 Rejection of Valve Seat................................................................................ 61, 72­60

72­60­05­22 Piston Assembly .......................................................................................... 64, 72­60

72­60­05­23 Cylinder Assembly ...................................................................................... 65, 72­60

72­60­05­24 Cylinder Reassembly ................................................................................... 68, 72­60

72­60­05­25 Sequence of Tightening Cylinder Base Nuts ................................................. 71, 72­60

72­60­06­1 Crankcase and Related Parts........................................................................ 75, 72­60

72­60­06­2 Crankshaft and Associated Parts.................................................................. 77, 72­60

IO540AF1A5 Maintenance and Overhaul Manual

7200011 Oil System Schematic Diagram...................................................................... 3, 7200

7200041 Lifting Lugs and Engine Mounts .................................................................. 31, 7200

7230021 Typical Differential CompressionMeasuring Device...................................... 3, 7230

7230022 Gage Adapter Assembled on Exhaust Stem .................................................. 10, 7230

7230023 Compressor Plate Installed on Cylinder ........................................................ 10, 7230

7230024 View Showing Screwdriver in Position to Move Exhaust Valve Stem ........... 11, 7230

7230025 Feeler Gage in Position Between Set Screw and Adapter Post....................... 12, 7230

7260031 Slick Magneto Drive Assembly.................................................................... 20, 7260

7260032 Marked Teeth on Crankshaft Idler Gear ....................................................... 21, 7260

7260033 Ignition Wiring Diagram.............................................................................. 25, 7260

7260041 Fuel Pump Assembly................................................................................... 27, 7260

7260042 Accessory Drive Adapters............................................................................ 28, 7260

7260043 Oil Pump Assembly and Accessory Housing Attaching Parts........................ 30, 7260

7260051 Parallel Valve Cylinder Assembly ................................................................ 35, 7260

7260052 Two Methods of Supporting Connecting Rods.............................................. 37, 7260

7260053 Removing Push Rod Socket ......................................................................... 38, 7260

7260054 Removing Hydraulic Tappet Plunger Assembly............................................ 38, 7260

7260055 Hydraulic Roller Tappets............................................................................. 40, 7260

7260056 Maximum Fin Removal ............................................................................... 42, 7260

7260058 Method of Checking Piston Ring Side Clearance .......................................... 46, 7260

7260059 Area to Inspect on Valve Stems.................................................................... 46, 7260

72600511 Section Through Edge of Valve.................................................................... 47, 7260

72600512 Method of Checking Valve Edge Thickness with a Dial Indicator ................. 48, 7260

72600513 Appearance of Spalling Marks on Face of Hydraulic Tappet Bodies ............. 49, 7260

72600514 Rockwell Marks .......................................................................................... 50, 7260

72600515 Appearance of Interior Shoulder in New and Worn Tappet Bodies................ 50, 7260

72600516 Chipped Shoulder ........................................................................................ 51, 7260

72600517 Checking Plunger Assembly......................................................................... 52, 7260

72600518 Checking the Hydraulic Plunger Assembly for Leaks.................................... 52, 7260

72600519 Valve Seat Removal Tool ............................................................................ 55, 7260

72600520 Valve Seat Dimensions for Reconditioning ................................................... 60, 7260

72600521 Rejection of Valve Seat................................................................................ 61, 7260

72600522 Piston Assembly .......................................................................................... 64, 7260

72600523 Cylinder Assembly ...................................................................................... 65, 7260

72600524 Cylinder Reassembly ................................................................................... 68, 7260

72600525 Sequence of Tightening Cylinder Base Nuts ................................................. 71, 7260

7260061 Crankcase and Related Parts........................................................................ 75, 7260

7260062 Crankshaft and Associated Parts.................................................................. 77, 7260

7260063 IO540AF1A5 Crankcase........................................................................... 78, 7260

7260064 Camshaft Wired to Crankcase Half.............................................................. 78, 7260

7260065 Propeller Governor Drive............................................................................. 79, 7260

7260066 Crankcase Assembly.................................................................................... 80, 7260

7260067 Crankshaft and Counterweight Assembly ..................................................... 81, 7260

7260068 Location of Idler Shaft Recesses in Crankcase.............................................. 84, 7260

7260069 Camshaft with Integral Gears....................................................................... 86, 7260

72600610 Checking Parallelism of Connecting Rods .................................................... 87, 7260

72600611 Checking Squareness of Connecting Rods .................................................... 88, 7260

72600612 Piston Cooling Nozzle Test.......................................................................... 89, 7260

72600613 Machining of Crankcase for Idler Shaft Bushings......................................... 90, 7260

72600614 Detail of Idler Shaft Bushing for Crankcase ................................................. 91, 7260

72600615 Idler Shaft Installation in Crankcase............................................................. 91, 7260

72600616 Reconditioning Crankshaft Oil Seal Surfaces ............................................... 94, 7260

72600617 Limits for Straightening Bent Flanges .......................................................... 96, 7260

72600618 Removal of the Crankshaft Counterweight Bushing...................................... 98, 7260

72600619 Crankshaft Counterweight Lug Bushing Reamer (ST280) ........................... 99, 7260

72600621 Identification of Dimensions “A” and “B” .................................................. 103, 7260

72600626 Counterweight Mounted on ST96 Arbor for Balancing.............................. 108, 7260

72600627 Counterweight Balanced by Weight ST95 Placed 1 in. from Center ........... 108, 7260

72600628 Location of Areas on Counterweight for Grinding ...................................... 109, 7260

72600629 Crankshaft and Gear Assembly.................................................................. 110, 7260

72600632 Details for Repairing Pilot Diameter of Crankshaft..................................... 113, 7260

72600633 Minimum Dimension of Crankshaft ........................................................... 113, 7260

72600634 Section through Ring Gear Support............................................................ 115, 7260

72600635 Crankshaft Plug Location .......................................................................... 116, 7260

72600636 Type 2 Propeller Flange Bushing Location................................................. 117, 7260

72600637 Rear End View of Crankshaft Showing Associated Parts............................ 118, 7260

72600638 Assembly of Washer and Circlip in Counterweight..................................... 119, 7260

72600639 Location of Gap When Installing Retaining Rings ...................................... 120, 7260

72600640 Connecting Rod Bolt.................................................................................. 122, 7260

72600640A Example of Tool for Peening Set Screw ..................................................... 125, 7260

72600641 Camshaft Wired to Crankshaft Half ........................................................... 127, 7260

72600642 Checking the Crankshaft End Clearance..................................................... 128, 7260

72600643 Sealing Area for P.O.B. Sealant and “00” Silk Thread ............................... 129, 7260

72600644 Sealing Area for RTV102 and Loctite5 15............................................... 129, 7260

72600645 Crankcase Tightening Sequence................................................................. 130, 7260

72600646 Right Side of Crankcase Showing Bolts Installed on ThruStuds................. 131, 7260

72600647 Right Side of Crankcase Showing Plate Assembled Over Bolts................... 131, 7260

72600650 Idler Gear Diagram.................................................................................... 134, 7260

7260071 IO540AF1A5 Induction System .............................................................. 137, 7260