22

LYCOMING
DIVISION
OPERATOR'S MANUAL
REVISION
F SION No. PUBLICATION PUBLICATION No. PUBLICATION DATE
0-320 - 76 Series 60297-22 May, 19766

60297- 22-1 Operator Manual
The page(s) furnished herewith are intended either to replace, add to, or delete
pages in the basic manual.
Previous revisions to this publication This revision consists of:-
June, 1981
3-1, 3-3, 3-8, 3-10, 3-11,
5-12
8-5
OPERATORS
MANUAL
AVCO LYCOMING
O 320 76 SERIES
AIRCRAI FT ENGINES
1st Edition May 1976

Approved By F.A.A.
Part No.60297-22 Price $5.00
AVCO LYCOMING WILLIAMSPORT DIVISION

AVCO CORPORATION
WILLIAMSPORT. PENNSYLVANIA 17701
printed in U.S.A.
AVCO LYCOMING 76 SERIES OPERATOR'S MANUAL
ATTENTION
OWNERS, OPERATORS, AND
MAINTENANCE PERSONNEL
This operator's manual contains a description of the engine, its
specifications, and detailed information on how to operate and maintain
it. Such maintenance procedures that may be required in conjunction with
periodic inspections are also included. This manual is intended for use by
owners, pilots and maintenance personnel responsible for care of Avco
Lycoming powered aircraft. Modifications and repair procedures are
contained in Avco Lycoming overhaul manuals; maintenance personnel
should refer to these for such procedures.
SAFETY WARNING
Neglecting to follow the operating instructions and to carry out periodic
maintenance procedures can result in poor engine performance and power
loss. Also, if power and speed limitations specified in this manual are
exceeded, for any reason; damage to the engine and personal injury can
happen. Consultyour local FAA approved maintenancefacility.
SERVICE BULLETINS,INSTRUCTIONS,AND LETTERS
Although the information contained in this manual is up-to-date at time

of publication, users are urged to keep abreast of later information
through Avco Lycoming Service Bulletins, Instructions and Service Letters
which are available from all Avco Lycoming distributors or from the
factory by subscription. Consult the latest edition of Service Letter No.
L114 for subscription information.
SPECIAL NOTE
The illustrations, pictures and drawings shown in this publication are
typical of the subject matter they portray; in no instance are they to be
interpreted as examples of any specific engine, equipment or part thereof.
TEXTRON LYCOMING OPERATOR'SMANUAL
IMPORTANT SAFETY NOTICE
Proper service and repair is essential to increase the safe, reliable

operation of all aircraft engines. The service procedures recommended
by Textron Lycoming are effective methods for performing service
operations. Some of these service operations require the use of tools
specially designed for the task. These special tools must be used when
and as recommended.
It is important to note that most Textron Lycoming publications con-

tain various Warnings and Cautions which must be carefully read in
order to minimize the risk of personal injury or the use of improper ser-
vice methods that may damage the engine or render it unsafe.
It is also important to understand that these Warnings and Cautions

are not all inclusive. Textron Lycoming could not possibly know.
evaluate or advise the service trade of all conceivable ways in which ser-
vice might be done or of the possible hazardous consequences that may
be involved. Acordingly, anyone who uses a service procedure must first
satisfy themselves thoroughly that neither their safety nor aircraft safe-
ty will be jeopardized by the service procedure they select.
»'na' <fy''<<al w'^<>la^'•<a<^ar•b
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Lycoming
WARRANTY
(LIMITED)
NEWAND REMANUFACTURED
RECIPROCATING AIRCRAFT ENGINE
WHATTEXTRONLYCOMINGPROMISESYOU
Textron Lycoming warrants each new and remanufactured reciprocating enginesold by it to be free from defects in
material and workmanship appearing within one (I) year from the date of first operatio, excluding necessary aircraft
acceptance testing The date of first operation must not exceed two(2) years from the date ofshipment fom Textron
Lycoming.
Textron Lycoming's obligation under this warrantyshall be limited to its choice of repairor replacement, on an ex-
changebasis, of the engine or any part of the engine, whenTextron Lycominghas determined that the engine is defective
in material or workmanship Such repair or replacementwill be made by Textron Lycoming at no chargeto you. Textron
Lycoming will also bear the cost for labor in connection with the repair or replacement as provided in Texton
Lycoming's then current Removal and Installation LaborAllowance Guidebook.
In additon, if Textron Lycomingdetermines that the engine proves to be defective in material or workmanship during
the period until the expiration of Textron Lycoming's recommended Time BetweenOverhaul (TBO), or two (2) years
from the date of first operation, whicheveroccurs first,Textron Lycoming will reimburse you for a pro rata portion of the
charge for the repair or replacement (at its choice) with Textron Lycoming parts,of parts required to be repaired or re-
placed, or a replacement engine if it determines that engine replacement is required Textron Lycoming's obligation
during the prorationperiod extends to major parts of the engine, which are limited to crankcase,crankshaft, camshaft,
cylinders, connecting rods.pistons, sump, accessory housingand gears The poration policydoes not extend to laboror
to accessories, including but not limitedto magnetos, carburetorsor fuel injectors, fuel pumps, starters,alternators and
turbochargersand their controllers
Any engineor part so repaired or replacedwill be entitled to warranty for the remainder of the original warranty period.
YOUR OBLIGATIONS
The enginemust have received normal use and service You must apply for warranty with an authorized Textron
Lycoming distributor within30days of the appearanceof the defect in material or workmanship.
Textron Lycoming's warranty does not cover normalmaintenance expenses or consumable items. The obligations on
the part of Textron Lycoming set forth above are your exclusive remedy and the exclusive liabilityof Textron Lycoming.
This warrantyallocates the risk of product failure between you and Textron Lycoming,as permittedby applicable law.
been subject to accident or used. adjusted, altered, handled, maintained or stored other than as directed in your operator's
manual. or if non-genuine Textron Lycoming parts are installed in or on the engine and are determined to be a possible
cause of the incident for which the warranty applcation is filed.
Textron Lycoming may change the construction of engines at any timewithout incurring any obligation to incorporate
suchalterations in engines or parts previously sold
S 1ml_ _ _dn 01I_ _h

0Q_^1 rrkQ _*p.Q
THIS LIMITED WARRANTY IS EXCLUSIVE AND IN LIEUOF ALL OTHER WARRANTIES AND REPRESEN-
TATIONS, EXPRESS OR IMPLIED OR STATUTORY,WHETHER WRITTEN OR ORAL, INCLUDINGBUT NOT
LIMITED TO ANY WARRANTY OF MERCHANTABILITY OR FITNESS FOR ANY PARTICULARPURPOSE,
ANDANY IMPLIED WARRANTY ARISING FROM ANY COURSE OF PERFORMANCE OR DEALING OR
TRADE USAGE. THIS WARRANTY IS ALSO IN LIEU OF ANY OTHEROBLIGATION, LIABILITY,RIGHT OR
CLAIM, WHETHER IN CONTRACT OR IN TORT, INCLUDING ANY RIGHT IN STRICT LIABILITY IN
TORT OR ANY RIGHT ARISING FROM NEGLIGENCE ON THE PART OF TEXTRON LYCOMING, AND
TEXTRON LYCOMING'S LIABILITY ON SUCH CLAIM SHALL IN NO CASE EXCEED THE PRICE ALLO-
CABLE TO THE ENGINE OR PART WHICH GIVES RISE TO THE CLAIM.
LIMITATIONOF LIABILITY
IN NO EVENT,WHETHER AS A RESULT OF A BREACHOF WARRANTY, CONTRACT OR ALLEGED NEG-

LIGENCE,SHALL TEXTRON LYCOMING BE LIABLE FOR SPECIAL OR CONSEQUENTIALOR ANY OTHER
DAMAGES, INCLUDING BUT NOT LIMITED TO LOSS OFPROFITS OR REVENUES, LOSS OF USE OFTHE
ENGINE OR COST OF A REPLACEMENT.
No agreement varying this warranty orTextron Lycoming's obligations under it will be binding upon Textron
Lycoming unless in writing signed by a duly authorized representive of TextronLycoming.
Effective October 1, 1995 Revision "J"
Textron Lycoming
Williamsport, Pennsylvania
Lycoming
WARRANTY
(LIMITED)
REPLACEMENT PART - RECIPROCATING AIRCRAFT ENGINE
WHAT TEXTRONLYCOMINGPROMISESYOU
Textron Lycoming warrants each newreciprocating aircraft engine replacementpart soldby it to be free from defects
in material and workmanship appearing within one (1) year from its date of first operation. The date of fist opera-
tion. must not exceed two (2) years from the date of shipmentfrom Textron Lycoming
Textron Lycoming's obligationunder this warranty shall be limited to its choice of repair or replacement, on an ex-
change basis, of the replacement part, when Textron Lycominghas determined that the part is defective in material or
workmanship. Textron Lycoming will also reimburse you for the costs for labor in connection with the repair or replace-
ment as provided in Textron Lycommng'sthen current Removal and InstallationLabor AllowanceGuidebook
Any part so repaired or replaced will be warranted for the remainder of the original warrantyperiod.
YOUROBLIGATIONS
The engine in which the replacement part is installedmust have received normal use and service. You must apply for
waranty with an authorized Textron Lycoming distributor within 30 days of the appearance of the defect in material or
workmanship.
TextronLycoming's warranty does not cover normal maintenanceexpenses or consumable items. The obligations on
the part of Textron Lycoming set forth above are your exclusive remedy and the exclusve liability of Textron Lycoming.
This warranty allocates the riskof product failure between you and Textron Lycoming, as permitted by applicable law.
Textron Lycoming reserves the right to deny any warrantyclaim if it reasonablydetermines that the engineor part has
been subject to accident or used, adjusted, altered, handled, maintained or stored other than as directed in your operator's
manual, or if non-genuine Textron Lycoming parts are installed in or on the engine and are determined o be a possible
cause of the incident for which the warranty application is filed
Textron Lycoming may change the construction of engines at any time without incurringany obligation to incorporate
such alterations in engines or parts previously sold.
THIS LIMITED WARRANTY IS EXCLUSIVEAND IN LIEU OF ALL OTHERWARRANTIES ANDREPRESEN-

TATIONS, EXPRESS OR IMPLIED OR STATUTORY,WHETHER WRITTEN OR ORAL, INCLUDINGBUT NOT
LIMITED TO ANY WARRANTYOF MERCHANTABILITY OR FITNESS FOR ANY PARTICULARPURPOSE,
AND ANY IMPLIED WARRANTY ARISING FROM ANY COURSE OF PERFORMANCE OR DEALING OR
TRADEUSAGE. THIS WARRANTYIS ALSO IN LIEU OF ANYOTHER OBLIGATION LIABILITY,RIGHT OR
CLAIM, WHETHER IN CONTRACT OR IN TORT, INCLUDING ANY RIGHT IN STRICT LIABILITY IN
TORT OR ANY RIGHT ARISING FROM NEGLIGENCE ON THE PART OF TEXTRON LYCOMING, AND
CABLE TO THE ENGINE OR PART WHICH GIVES RISE TO THE CLAIM.
LIMITATION OF LIABILITY
IN NO EVENT, WHETHER ASARESULTOFABREACHOFWARRANTY, CONTRACT OR ALLEGED NEG-

LIGENCE. SHALL TEXTRON LYCOMING BE LIABLE FOR SPECIAL OR CONSEQUENTIALOR ANYOTHER
DAMAGES, INCLUDING BUT NOT LIMITED TO LOSS OF PROFITS OR REVENUES, LOSS OF USE OF THE
ENGINE OR COST OF A REPLACEMENT.
No agreement varying this warranty or Textron Lycoming's obligations under it will be binding upon Textron
Lycoming unlessin writing signed by a duly authorized repesenative of Textron Lycoming.
Textron Lycoming
Lycoming
WARRANTY
(LIMITED)
OVERHAULED
RECIPROCATING AIRCRAFTENGINE
WHAT TEXTRONLYCOMINGPROMISESYOU
Textron Lycoming warrants each overhauled reciprocating engine sold by it to be free from defects in material and
workmanship appearing withinone (1) year from the dae of first operation, excluding necessary aircraft acceptance
testing. The dae of first operation must not exceed two (2) years from the date of shipment from Textron Lycoming.
Textron Lycoming's obligation under this warranty shall be limited to ts choice of repairor replacement, on an ex-
change basis, of the engine or any part of the engine when Textron Lycoming has determinedthat the engine is defective
in material or workmanship.Such repair or replacement will be made by Textron Lycomingat no charge to you. Textron
Lycoming will also bear the cost for labor in connection with the repair or replacement as provided in Textron
Lycoming's then current Removal and InstallationLabor AllowanceGuidebook.
Any engine or part so repaired or replaced will be entitled to warrantyfor the remainder of the original warranty period.
YOUROBLIGATIONS
The engine must have received normal use and service You must apply for warranty with an authorized Textron
Lycoming distributor within 30 days of the appearanceof the defect in material or workmanship.
Textron Lycoming's warranty does not cover normalmaintenance expenses or consumable items. The obligations on
the part of TextronLycommg set forth above are yourexclusive remedy and the exclusive liability of TextronLycoming.
This warranty allocates the risk of product failure betweenyou and Textron Lycoming.as permittedby applicable law.
TextronLycoming reserves the right to deny any warrantyclaim if it reasonably determinesthat the engineor part has
been subject to accident orused, adjusted, altered,handled, maintained or stored other than as directed in your operator's
manual, or if non-genuine Textron Lycoming parts are installed in or on the engine and are determined to be a possible
cause of the incident for which the warranty application is filed.
Textron Lycoming may change the construction of engines at any time without incurring any obligationto incorporate
such alterations in engines or parts previously sold.
THIS LIMITED WARRANTY IS EXCLUSIVE AND IN LIEU OF ALL OTHER WARRANTIES ANDREPRESEN-
TATIONS, EXPRESS OR IMPLIED OR STATUTORY,WHETHER WRITTEN OR ORAL. INCLUDINGBUT NOT
LIMITED TO ANY WARRANTY OF MERCHANTABILITY OR FITNESS FOR ANY PARTICULARPURPOSE,
ANDANY IMPLIED WARRANTY ARISING FROM ANY COURSE OF PERFORMANCE OR DEALING OR
TRADE USAGE. THIS WARRANTY IS ALSO IN LIEU OF ANY OTHER OBLIGATION, LIABILITY, RIGHT OR
CLAIM. WHETHER IN CONTRACT OR IN TORT, INCLUDING ANY RIGHT IN STRICT LIABILITY IN
TORT OR ANY RIGHT ARISING FROM NEGLIGENCE ON THE PART OF TEXTRON LYCOMING. AND
CABLE TO THE ENGINE OR PART WHICH GIVES RISETO THE CLAIM.
LIMITATION OF LIABILITY
IN NO EVENT, WHETHER AS A RESULT OF A BREACH OF WARRANTY, CONTRACT OR ALLEGED NEG-

LIGENCE, SHALLTEXTRON LYCOMING BE LIABLE FOR SPECIAL OR CONSEQUENTIALOR ANY OTHER
DAMAGES, INCLUDING BUT NOT LIMITED TO LOSS OF PROFITSOR REVENUES, LOSS OF USE OFTHE
ENGINEOR COST OF A REPLACEMENT.
No agreement varying this warranty or Textron Lycoming's obligations under it will be binding upon Textron
Lycoming unlessin writing signed by a duly authorized representativeof Textron Lycoming.
Textron Lycoming
TABLE OF CONTENTS
Page
SECTION 1 DESCRIPTION 1-1
SECTION 2 SPECIFICATIONS 2-1
SECTION 3 OPERATING INSTRUCTIONS 3-1
SECTION 4 PERIODIC INSPECTIONS 4-1
SECTION 5 MAINTENANCE PROCEDURES 5-1
SECTION 6 TROUBLE-SHOOTING 6-1
SECTION 7 INSTALLATION AND STORAGE 7-1
SECTION 8 TABLES 8-1

Left Side View -0.320 - 76 Series
1
2: 3/4 Right Rear View. O-320.76 Series
DESCRIPTION
Page
General ............................... 1-1

Cylinders .............................. 1-1
Valve Operating Mechanism ................... 1-1
Crankcase ............................. 1-2
Crankshaft ............................. 1-2
Connecting Rods ......................... 1-2
Piston ............................... 1-2
Oil Sump .............................. 1-2
Cooling System .......................... 1-2
Induction System ........................ .1-2
Lubrication System ........................ 1-3
Priming System ....................... . .1-3
0-320 SECTION 1
SECTION 1
DESCRIPTION
General - The Avco Lycoming 0-320 aircraft engine is a four cylinder
direct drive, horizontally opposed, wet sump, carbureted, air cooled
engine.
In referring to the location of the various engine components, the parts

are described in their relationship to the engine as installed in the airframe.
Thus, the power take-off end is considered the front and accessory drive
end the rear. The sump section is considered the bottom and the opposite
side of the engine where the shroud tubes are located the top. References
to the left and right side is made with the observer facing the rear of the
engine. The cylinders are numbered from the front to the rear, the 1 and 3
cylinders are on the right side, 2 and 4 cylinders are on the left. The
direction of rotation of the crankshaft is clockwise, viewed from the rear
of the engine. The direction of rotation for the accessory drives is
determined with the observer facing the drive pad.
Cylinders - The cylinders are of conventional air cooled construction with

two major parts, head and barrel, screwed and shrunk together. The heads
are made from an aluminum alloy casting with a fully machined
combustion chamber. The rocker box is cast as an integral part of the
cylinder head which forms the housing for both intake and exhaust valve
rockers. The cylinder barrels, which are machined from chrome nickel
molybdenum steel forgings, have deep integral cooling fins and the inside
of the barrels are ground and honed to a specified finish.
Valve Operating Mechanism - A conventional type camshaft is located

above and parallel to the crankshaft. The camshaft actuates the hydraulic
tappets which operate the valves through push rods and valve rockers.
Valve rockers are held in place by the use of rocker arm fulcrum. The valve
springs bear against hardened steel seats and are retained on the valve
stems by means of split keys.
1-1
SECTION 1 0-320
Crankcase - The crankcase assembly consists of two reinforced aluminum

alloy castings with the accessory housing as an integral part, fastened
together by means of studs, bolts and nuts. The mating surfaces of the two
castings are joined without the use of gaskets and the main bearing bores
are machined for the use of precision type main bearing inserts.
Crankshaft - The crankshaft is made from a chrome nickel molybdenum

steel forging. All bearing journal surfaces are nitride hardened.
Connecting Rods - The connecting rods are made in the form of "H"
section from alloy steel forgings. They have replaceable bearing inserts in
the crankshaft ends and bronze bushings in the piston ends. The bearing
caps on the crankshaft ends are retained by two bolts and nuts through
each cap.
Pistons - The pistons are machined from an aluminum alloy. The piston
pin is of the floating type with a plug located at each end of the pin. The
pistons employ half wedge rings. Consult the latest edition of Service
Instruction No. 1037 for proper piston and ring combinations.
Oil Sump - The sump incorporates an oil drain plug, oil suction screen,
mounting pad for the carburetor, the intake riser and the intake pipe
connections.
Cooling System - The engine is designed to be air cooled by air pressure.

Baffles are provided to build up a pressure and direct the air through the
cylinder fins. The air is then exhausted to the atmosphere through the rear
of the lower cowling.
Induction System - The engine is equipped with a Marvel-Schebler single

barrel, float type carburetor, equipped with a manual mixture control and
idle cut-off. Distribution of the fuel-air mixture is obtained through the
center zone induction system, which is integral with the oil sump and is
submerged in oil, insuring a more uniform vaporization of the fuel and
aiding in cooling the oil in the sump. From the riser the fuel-air mixture is
distributed to each cylinder by individual intake pipes.
0-320 SECTION 1
Lubrication System - The lubrication system is of the pressure wet sump

type. The oil pump located on the exterior of the crankcase accessory
section, 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 section to the oil pressure screen 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 connection in the oil pressure screen housing from which point a
drilled passage conducts the oil to the oil pressure relief valve, located at
the bottom of the accessory section.
The pressure relief valve regulates the engine oil pressure by allowing
the 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 a
separate drilled passage to the main bearings of the crankshaft. Angular
holes are drilled through the main bearing to the connecting rod journals.
Oil from the main oil gallery also flows to the camshaft and valve gear
passages and is then conducted through branch passages to the hydraulic
tappets and camshaft bearing. Oil enters the tappets through indexing
holes and travels out through the hollow push rod tubes to the valve
mechanism, lubricating the valve rocker and valve stems. Residual oil from
the bearings, accessory drives and rocker boxes is returned by gravity to
the sump where after passing through a screen it is again circulated
through the engine. Pressure build up within the crankcase is held to a
minimum by means of a breather located on the top rear of the crankcase.
Priming System - Provision for a primer system is provided on all engines

employing a carburetor.
SPECIFICATIONS
Page
Specifications
O-320-H .... . . . . . . . . . . . . . . . . ..... 2-1
AccessoryDrives
Drive Ratio ...... . . . . . . . . . . . . . . . . . . .2-1
Direction of Rotation . . . . . . . . . . . . . . . . . . .2-1
Standard EngineWeight . .2-1
0-320 SECTION 2
SECTION 2
SPECIFICATIONS
0-320-H
FAA Type Certificate ................. .... 274

Rated horsepower ................... .... 160
Rated speed, RPM ................... .... 2700
Bore, inches ...................... . . . 5.125
Stroke, inches ..................... . . . 3.875
Displacement, cubic inches .............. . . . 319.8
Compression ratio ................... . . .9.00:1
Firing order ...................... .. 1-3-2-4
Spark occurs, degrees BTC .............. ..... 25
Valve Rocker Clearance
(hydraulic tappets collapsed) .......... ...... .... 028-.080
Propeller drive ratio ................. ...... ....... 1:1
Propeller drive rotation (viewed from rear) ... ........ Clockwise
*Accessory Drive Drive Ratio **Direction of Rotation
Starter 13.556:1 Counter-Clockwise

Starter (Optional) 16.556:1 Counter-Clockwise
Alternator 3.250:1 Clockwise
Tachometer 0.500:1 Clockwise
Magneto 1.000:1 Clockwise
Vacuum Pump AND2000 1.313:1 Counter-Clockwise
Prop Gov. AND20010 1.000:1 Clockwise
Dual Drive
Vacuum Pump and Hyd. Pump 1.313:1 Counter-Clockwise
* - When applicable.
** - Viewed facing drive pad.
Standard Dry Weight -
0-320.H1AD, -H2AD, -H1BD, -H2BD 283 lbs.
2-1
OPERATING INSTRUCTIONS
Page
General ............................... 3-1

PrestartingItems of Maintenance ............... .3-1
Starting Procedures ........ ............... .3-2
Cold WeatherStarting ...... ............... .3-3
Ground Running and Warm-Up ............... 3-3
Ground Check ........... ................ 3-3
Operation in Flight
Leaning Procedure ....... ............... 3-4
Intake Air Heat Control .... ............... .3-6
Engine Flight Chart....... .............. .3-10
EngineShut-Down Procedure . . ............... 3-11
PerformanceCurves ....... .............. .3-12
0-320 SECTION 3
SECTION 3
OPERATING INSTRUCTIONS
1. GENERAL. Close adherence to these instructions will greatly con-
tribute to long life, economy and satisfactory operation of the engine.
NOTE
YOUR ATTENTION IS DIRECTED TO THE WARRANTIES THAT
APPEAR IN THE FRONT OF THIS MANUAL REGARDING
ENGINE SPEED, THE USE OF SPECIFIED FUELS AND
LUBRICANTS, REPAIRS AND ALTERATIONS. PERHAPS NO
OTHER ASPECT OF ENGINE OPERA TION AND MAINTENANCE
CONTRIBUTES QUITE SO MUCH TO SATISFACTORY PERFOR-
MANCE AND LONG LIFE AS THE CONSTANT USE OF CORRECT
GRADES OF FUEL AND OIL, CORRECT ENGINE TIMING, AND
FLYING THE AIRCRAFT AT ALL TIMES WITHIN THE SPEED
AND POWER RANGE SPECIFIED FOR THE ENGINE. DO NOT
FORGET THAT VIOLATION OF THE OPERATION AND
MAINTENANCE SPECIFICATIONS FOR YOUR ENGINE WILL
NOT ONLY VOID YOUR WARRANTY BUT WILL SHORTEN THE
LIFE OF YOUR ENGINE AFTER ITS WARRANTY PERIOD HAS
PASSED.
New engines have been carefully run-in by Avco Lycoming and
therefore, no further break-in is necessary insofar as operation is con-
cerned; however, new or newly overhauled engines should avoid low
power below 65%, during the first 50 hours or until the oil consumption
has stabilized. The engine should also be operated on straight mineral oil
for a minimum of 50 hours or until the oil consumption has stabilized.
After this period a change to an approved additive oil Ashless Disper-
sant MIL-L-22851 may be made, if so desired.
NOTE
Cruising should be done at 65% to 75%power until a total of 50 hours has
been accumulated or the oil consumption has stabilized This is to insure
the proper seating of the rings and is applicable to new engines and
engines in service following cylinder replacement or top overhaul of one
or more cylinders.
The minimum fuel octane rating is listed in the flight chart, Part 9 of
this section. Under no circumstances should fuel of a lower octane rating
or automotive fuel (regardless of octane rating) be used.
2. PRESTARTING ITEMS OF MAINTENANCE. Before starting the
aircraft engines for the first flight of the day, there are several items of
maintenance inspection that should be performed. These are described in
Section 4 under Daily Pre-Flight Inspection. They must be observed
before the engine is started.
Revised June, 1981
June, 1981 3-1
AZAVCO LYCOMING 76 SERIES OPERATOR’S MANUAL
SECTION 3 O-320
3. STARTING PROCEDURES.
The following starting procedures are recommended; however, the
starting characteristics of various installations will necessitate some
variation from theseprocedures.
NOTE
Cranking periods must be limited to ten (10) to twelve (12) seconds with a
five (5) minute rest between cranking periods.
a. Carbureted Engines (Cold).
(1) Perform preflight inspection.
(2) Set carburetor heat control in “off” position.
(3) Set propeller governor control in “Full RPM” position (where
applicable).
(4) Turn fuel valves“On”.
(5) Move mixture control to “Full Rich”.
(6) Turn boost pump on (where applicable).
(7) Open throttle approximately l/4 travel.
(8) Prime with 1 to 3 strokes of manual priming pump or activate
electric primer for 1 or 2 seconds.
(9) Set magneto selector switch (Consult airframe manufacturer’s
handbook for correct position).
(10) Engagestarter.
(11) When engine fires move the magnetoswitch to “Both”.
(12) Check oil pressure gage. If minimum oil pressure is not
indicated within thirty seconds,stop engine and determine trouble.
NOTE
If engine fails to achieve a normal start, assume it to be flooded and use
standard clearing procedure, then repeat above steps.
b. Carburetor Engine (Hot) - Proceed as outlined above, omitting the
priming step.
3-2
i’AVC0 LYCOMING 76 SERIES OPERATOR’S MANUAL
O-320 SECTION3
4. COLD WEATHER STARTING -Durin extreme cold weather, it may
be necessary to preheat the engine anti 017 before starting.
5. GROUND RUNNING AND WARM-UP.
The engines covered in this manual are air-pressure cooled and depend
on the forward speed of the aircraft to mamtain proper cooling. Par-
ticular care is necessary, therefore, when operatin these engines on the
ground. To revent overheating, it is recommen d ed that the following
precautions t e observed.
NOTE
Any ground check that requires full throttle operation must be limited to
three minutes or less if the indicated cylinder head temperature exceeds
the maximum as stated in this manual (page 3-11).
a. Head the aircraft into the wind.
b. Leave mixture in “Full Rich”.
c. Operate on1 with the propeller in minimum blade angle setting
(where applica ITle).
d. Warm-up at approximate1 1000 - 1200 RPM. Avoid prolonged idl-
ing and do not exceed 2200 ii PM on the ground.
e. bIngine is warm enough for take-off when the throttle can be opened
wit.hout the engine faltering.
6. GROUND CHECK.
a. Warm-up as directed above.
b. Check both oil pressure and oil temperature.
c. Leave mixture in “Full Rich”.
d. (Where applicable) Move the propeller control through its complete
ran e to check o eration and return it to the full low pitch position.
Ful P feathering c Reck (twin engine) on the ound is not recommended
but the feathering action can be checked T y running the engine bet-
ween 1000-1500 RPM; then momentarily pullin the propeller control
into the feathering position. Do not allow the R B M to drop more than
500 RPM.
e. A proper magneto check is important. Additional factors, other than
the ignition system, affect magneto dro -off. They are load-power out-
put, propeller pitch and mixture strengt K . The important thm
the en ‘ne runs smoothly because magneto drop-off is affecte
variab $es listed above. Make the magneto check in accordance
following procedures.
Revised June, 1981 3-3

SECTION 3 0-320
(1) (Controllable Pitch Propeller) - With propeller in minimum pitch
angle, set the engine to produce 50 - 65% power as indicated by the
manifold pressure gage. Mixture control should be in the full rich
position. At these settings, the ignition system and spark plugs must
work harder because of the greater pressure within the cylinders.
Under these conditions ignition problems, if they exist, will occur.
Magneto checks at low power settings will only indicate fuel-air
distribution quality.
NOTE
Aircraft that are equipped with fixed pitch propellers, or not equipped
with manifold pressure gage, may check magneto drop-off with engine
operating at a maximum of 2000/2100 RPM.
(2) Switch from both magnetos to one and note drop-off, return to
both until engine regains speed and switch to the other magneto and
note drop-off, then return to both. Drop-off should not exceed 175
RPM and should not exceed 50 RPM between magnetos. A smooth
drop-off past normal is usually a sign of a too lean or too rich
mixture.
f. Do not operate on a single magneto for too long a period, a few

seconds is usually sufficient to check drop-off and will minimize the
possibility of plug fouling.
7. OPERATION IN FLIGHT.
See airframe manufacturer's instructions for recommended power
settings.
a. Fuel Mixture Leaning Procedure.
Improper fuel/air mixture during flight is responsible for many

engine problems, particularly during take-off and climb power settings.
The procedures described in this manual provide proper fuel/air
mixture when leaning Avco Lycoming engines; they have proven to be
both economical and practical by eliminating excessive fuel
consumption and reducing damaged parts replacement. It is therefore
recommended that operators, of all Avco Lycoming aircraft
power-plants, utilize the instructions in this publication any time the
fuel/air mixture is adjusted during flight.
0-320 SECTION 3
Manual leaning may be monitored by exhaust gas temperature

indication, fuel flow indication, and by observation of engine speed
and/or airspeed. However, whatever instruments are used in monitoring
the mixture, the following general rules should be observed by the
operator of Avco Lycoming aircraft engines.
GENERAL RULES
Never exceed the maximum red line cylinder head temperature of

500 F.
For maximum service life, cylinder head temperatures should be

maintained below 435°F. (224°C.) during high performance cruise
operation and below 400°F. (205°C.) for economy cruise powers.
Never lean the mixture from full rich during take-off, climb or high
performance cruise operation unless the airplane owners manual advises
otherwise. However, during take-off from high elevation airports or during
climb at higher altitudes, roughness or reduction of power may occur at
full rich mixture. In such a case the mixture may be adjusted only enough
to obtain smooth engine operation. Careful observation of temperature
instruments should be practiced.
Operate the engine at maximum power mixture for performance cruise

powers and at best economy mixture for economy cruise power; unless
otherwise specified in the airplane owners manual.
Always return the mixture to full rich before increasing power settings.
During let-down and reduced power flight operations it may be

necessary to manually lean or leave mixture setting at cruise position prior
to landing. During the landing sequence the mixture control should then
be placed in the full rich position, unless landing at high elevation fields
where leaning may be necessary.
3-5
SECTION 3 0-320
a. LEANING WITH EXHA UST GAS TEMPERA TURE GAGE.
(1) Maximum Power Cruise (approximately 75% power) - It is
permissible to lean to 100°-150°F. on rich side of peak EGT unless
aircraft operator's manual shows otherwise. Monitor cylinder head
temperatures.
(2) Best Economy Cruise (approximately 75% power and below) -
Operate at peak EGT.
b. LEANING WITH FLOWMETER.
Lean to applicable fuel-flow tables or lean to indicator marked for
correct fuel-flow for each power setting.
c. LEANING WITH MANUAL MIXTURE CONTROL (Economy
Cruise, 75% power or less) without flowmeter or EGT gage).
(1) Slowly move mixture control from "Full Rich" position toward
lean position.
(2) Continue leaning until engine roughness is noted.
(3) Enrich until engine runs smoothly and power is regained.
As shown in Figure 3-1, if engine speed and throttle setting are kept
constant at normal cruise conditions, the effect of leaning on engine power
and engine temperatures will be as shown. Power drops rapidly when the
engine is leaned beyond peak exhaust gas temperature; also, best power is
attained at 100°-150°F. on the rich side of peak exhaust gas temperature.
8. USE OF INTAKE AIR HEAT CONTROL. Under certain moist
atmospheric conditions when the relative humidity is more than 50% and
at temperature of 20 ° to 90 ° , it is possible for ice to form in the induction
system, even in summer weather. This is due to the high air velocity
through the venturi and the absorption of heat from this air by
vaporization of the fuel. The temperature in the mixture chamber may
drop as much as 700 F. below the temperature of the incoming air. If this
air contains a large amount of moisture, the cooling process can cause
precipitation in the form of ice. Ice formation generally begins in the
vicinity of the butterfly and may build up to such an extent that a drop in
power output could result. A loss of power is reflected by a drop in
manifold pressure in installations equipped with constant speed propeller
and a drop in manifold pressure and RPM in installations equipped with
fixed pitch propellers. If not corrected, this condition may cause complete
engine stoppage.
AAVCO LYCOMING 76 SERIES OPERATOR’S MANUAL
O-320 SECTION 3
--L&W MIXTURE RICH -
Figure 3-1. Representative Effect of Leaning on Cylinder Head

Temperature, EGT (Exhaust Gas Temperature), Engine Power
and Specific Fuel Consumption at Constant Engine RPM and
Manifold Pressure
3-7
r
AAVCO LYCOMING 76 SERIES OPERATOR’S MANUAL
SECTION 3 O-320
To avoid this, all
temperatures can cause a loss in power and a decided variation of III~X-

ture. The following outline is the proper method of utilizing the car-
buretor air heat control.
a Ground0 emtion - Use of the carburetor air heat on the ground
should be hePd to a minimum. On some installations the air does not
pass throu h the air filter, and dirt and foreign substances can be
taken into t7l e engine with the resultant cylinder and piston ring wear.
In dirt and dust free areas! carburetor air heat should be used on the
ground to make certain it is functioning properly.
b. Take-Off - Take-offs and full throttle operation should be made with
the carburetor heat control in full cold position.
c. Climbing - When climbing at part throttle power settings of 80% or
above, the carburetor heat control should be set in the full cold posi-
tion; however, if it is necessary to use heat to prevent icing it is possi-
ble for en ‘ne rou hness to occur due to the over-rich fuel-air mucture
produced r y the af**ditional heat. When this happens,carefully lean the
mixture with the mixture control only enough to produce smooth
engine operation. Do not continue to use carburetor air heat after
flight is out of icing conditions, and adjust mixture according to per-
cent of power and altitude.
power operation over water.
3-8 Revised June, 1981

0-320 SECTION 3
WARNING
It is advisable, to use either full heat or no heat in aircraft that are not
equipped with an induction air temperature gage. At an ambient
temperature of 14°F. or below any mixtu:e in the air is frozen and heat is
not required.
e. Landing Approach - In making a landing approach, the carburetor air

heat should usually be in the "Full Cold" position. However, if icing
conditions are known or suspected, the "Full Heat" should be applied.
In the case that full power need be applied under these conditions, as
for an aborted landing, the heat should be returned to "Full Cold"
prior to full power application. See the aircraft flight manual for
specific instructions. As a safety measure, there is no objection to the
use of heat during landing approach provided that on a go-around, or
touch-and-go landing, the heat is returned promptly to the cold
position prior to application of the throttle.
3-9
SECTION 3 0-320
9. ENGINE FLIGHT CHART.
a. Fuel *Aviation Grade Fuel
0-320-H .............. . ..... 100 or 100LL octane, min.
NOTE
Aviation grade 100LL fuels in which the lead content is limited to 2 c. c.
per gallon are approved for continuous use in these engines.
* - Refer to the latest edition of Service Instruction No. 1070.
b. Fuel Pressure, psi Max. Desired Min.
0-320-H
Inlet to carburetor 8.0 3.0 0.5
c. Fuel Consumption (Gal. per Hour)
0-320-H
Normal Rated (2700 RPM, 160 HP) .. ...................
75% Rated (2450 RPM, 120 HP) . .. .................. 10.0
65% Rated (2350 RPM, 104 HP) ........................... 8.8
d. Lubrication Oil -
*Recommended Grade Oil
MIL-L-22851
Average MIL-L-6()82 Ashless Dispersant
Ambient Air Grades Grades
Above 60°F. SAE 50 SAE 40 or SAE 50
30° to 90°F. SAE 40 SAE 40
0 to 70°F. SAE 30 SAE 40 or SAE 30
Below 10°F. SAE 20 SAE 30
* - See Service Instruction No. 1014 for complete lubrication oil recom-
mendations.
Average *Oil Inlet Temperature
Ambient Air Desired Maximum
Above 60°F. 180°F. (82°C.) 245°F. (118 C.)
30° to 90°F. 180°F. (82°C.) 245°F. (118°C.)
0 to 70°F. 170°F. (77°C.) 225°F. (107°C.)
Below 10°F. 160°F. (71°C.) 210°F. ( 99°C.)
* - Engine oil temperature should not be below 140°F. (60°C.)during con-
tinuous operation.
Revised June, 1981

0-320 SECTION 3
e. Oil Sump Quantities -
0-320-H
Minimum safe quantity in sump .. .... . 2 qts. (U.S.)
Maximum sump capacity. . ... 6 qts. (U. S.)
f. Oil Pressure, psi Max. Min.** Idling
Normal operation 90 60 15
Starting and Warm-Up 100
Max. Oil Cons.
g. Oil Consumption Qts. Per Hou r
0-320-H
Normal Rated (2700 RPM, 160 HP) 0.72
75% Rated (2450 RPM, 120 HP) 0.40
65% Rated (2350 RPM. 104 HP) 0.35
** - See Section 5, Page 5-6 for oil pressure relief valve adjustment.
h. Cylinder Head Temperature -

Maximum permissible 500°F. (260°C.)
NOTE
Cylinder head temperature taken at the Bayonet Location. For max-

imum service life of the engine maintain cylinder head temperatures bet-
ween 150°F. (66°C.) and 400°F. (205°C.) during continuous operation.
10. ENGINE SHUT-DOWN.
a. Set propeller at minimum blade angle (where applicable).

b. Idle until there is a decided decrease in cylinder head temperature.
c. Move mixture control to idle cut-off position.
d. When engine stops, turn ignition switch off.
Revised June, 1981

dAVC0 LYCOMING 76 SERIES OPERATOR’S MAWAL-
SECTION 3 O-320
Figure 3-2. Fuel Flow vs Rated Power - 0-320-H

Figure 3-3. Sea Level and Altitude Performance - 0-320-H
PERIODIC INSPECTION
Page
General ..... .................... 4-1

Pre-StartingInspection . . ................... .4-1
Daily Pre-Flight ...... ................... .4-2
25 Hour Inspection .... .................... 4-2
50 Hour Inspection .... ................... .4-2
100 Hour Inspection . . . ................... .4-4
400 Hour Inspection . . . ................... .4-5
Non-ScheduledInspection ................... .4-5
0-320 SECTION 4
SECTION 4
PERIODIC INSPECTION
NOTE
Perhaps no other factor is quite so important to safety and durability of

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

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

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

concentration, reluctance to acknowledge the need for a check list.
carelessness bred by familiarity and haste.
SECTION 4 0-320
1. DAILY PRE-FLIGHT.
a. Be sure all switches are in the "Off" position.
b. Be sure magneto ground wires are connected.
c. Check oil level.
d. See that fuel tanks are full.
e. Check fuel and oil line connections, note minor indications for repair
at 50 hour inspection. Repair any leaks before aircraft is flown.
f. Open the fuel drain to remove any accumulation of water and

sediment.
g. Make sure all shields and cowling are in place and secure. If any are
missing or damaged, repair or replacement should be made before the
aircraft is flown.
h. Check controls for general condition, travel and freedom of

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

accordance with the airframe manufacturer's recommendations.
2. 25-HOUR INSPECTION. After the first twenty-five hours operating

time, new, remanufactured or newly overhauled engines should undergo a
50 hour inspection including draining and renewing lubricating oil.
3. 50-HOUR INSPECTION. In addition to the items listed for daily

pre-flight inspection, the following maintenance checks should be made
after every 50 hours of operation.
a. Ignition System -
(1) If fouling of spark plugs has been apparent, rotate bottom plugs
to top position.
4-2
LSTAVCO LYCOMING 76 SERIES OPERATOR’S MANUAL
SECTION 4
(2) Examine spark plug leads of cable and ceramics for corrosion and
deposits. This condition is evidence of either leaking spark plugs,
improper cleaning of the spark plug walls or connector ends. Where
this condition is found, clean the cable ends, spark plug walls and
ceramics with a dry, clean cloth or a clean cloth moistened with
methyl-ethyl ketone. All parts should be clean and dry before
reassembly.
(3) Check ignition harness for security of mounting clamps and be

sure connections are tight at spark plug and magneto terminals.
b. Fuel and Induction S.ystem - Check the primer lines for leaks and
security of the clamps.Remove and clean the fuel inlet strainers.Check
the mixture control and throttle linkage for travel, freedom of
movement, security of the clampsand lubricate if necessary.Check the
air intake ducts for leaks, security, filter damage;evidence of dust or
other solid material in the ducts is indicative of inadequatefilter care or
damagedfilter. Check vent lines for evidence of fuel or oil seepage;if
present, fuel pump may require replacement.
c. Lubrication System -
(1) Remove oil suction screen and check carefully for presenceof
metal particles that are indicative of internal engine damage.This
step is not feasibleunlessoil is being changedand should be omitted
on installationsemploying an external full flow oil filter.
(2) Replace external full flow oil filter element. Examine the filter
element for metal particles or carbon contamination. Drain and
renew lubricating oil on installations not employing external full
flow oil filter.
NOTE
Intervals between oil changes can be increased as much as 100% on engines

equipped with full flow oil filters - provided the element is replaced each
50 hours of operation. However, the use of high lead content fuel, the
operation in dusty areas, cold climates, and where short flight and long
idle periods are encountered, more frequent oil changes may be necessa y.
4-3
SECTION 4 0-320
(3) Check oil lines for leaks, particularly at connections and for
security at clamp location. Also check for wear due to rubbing or
vibration, for dents and cracks.
d. Exhaust System - Check attaching flanges at exhaust ports on
cylinder for evidence of leakage. If they are loose, they must be
removed and machined flat before they are reassembled and tightened.
Examine exhaust manifolds, muffler, and pipes, leakage and loose
connection. Repair or replace as necessary.
e. Cooling System - Check cowling and baffles for damage and secure
anchorage. Any damaged or missing part of the cooling system must be
repaired or replaced before the aircraft resumes operation.
f. Cylinders - Check rocker box covers for evidence of oil leaks. If
found, replace gasket and tighten screws to specified torque (50 inch
lbs.).
Check cylnders for evidence of excessive heat which is indicated by
burned paint on the cylinder. This condition is indicative of internal
damage to the cylinder and, if found, its cause must be determined and
corrected before the aircraft resumes operation.
Heavy discoloration and appearance of seepage at cylinder head and
barrel attachment area is usually due to emission of thread lubricant
used during assembly of the barrel at the factory, or by slight gas
leakage which stops after the cylinder has been in service for awhile.
This condition is neither harmful or detrimental to engine performance
and operation. If it can be proven that leakage exceeds these
conditions, the cylinder should be replaced. However, if the seepage or
gas leakage continues it will be necessary to replace the cylinder and
head assembly.
pre-flight and 50 hour inspection, the following maintenance checks
should be made after every one hundred hours of operation.
a. Electrical System, -
(1) Check all wiring connected to the engine or accessories. Any
shielded cables that are damaged should be replaced. Replace clamps
or loose wires and check terminals for security and cleanliness.
(2) Remove spark plugs; test, clean and regap. Replace if necessary.
4-4
VAVCO LYCOMING 76 SERIES OPERATOR'S MANUAL
0-320 SECTION 4
b. Magnetos - Check breaker points for pitting and minimum gap.
Check for excessive oil in the breaker compartment, if found, wipe dry
with a clean lint free cloth. The felt located at the breaker points
should be lubricated in accordance with the magneto manufacturer's
instructions. Check magneto to engine timing. Timing procedure is
described in Section 5, 1, b of this manual.
c. Engine Accessories - Engine mounted accessories such as pumps,

temperature and pressure sensing units should be checked for secure
mounting, tight connections.
d. Cylinders - Check cylinders visually for cracked or broken fins.
e. Engine Mounts - Check engine mounting bolts and bushings for

security and excessive wear. Replace any bushings that are excessively
worn.

pre-flight. 50 hour and 100 hour inspections, the following maintenance
check should be made after every 400 hours of operation.
Valve Inspection - Remove rocker box covers and check for freedom of
valve rockers when valves are closed. Look for evidence for abnormal wear
or broken parts in the area of the valve tips, valve keeper, springs and
spring seats. If any indications are found, the cylinder and all of its
components should be removed (including the piston and connecting rod
assembly) and inspected for further damage. Replace any parts that do not
conform with limits shown in the latest edition of Special Service
Publication No. SSP2070.
6. NON-SCHEDULED INSPECTIONS. Occasionally, service bulletins or

service instructions are issued by Avco Lycoming Division that require
inspection procedures that are not listed in this manual. Such publications,
usually are limited to specified engine models and become obsolete after
corrective modification has been accomplished. All such publications are
available from Avco Lycoming distributors, or from the factory by
subscription. Consult the latest edition of Service Letter No. L114 for
subscription information. Maintenance facilities should have an up-to-date
file of these publications available at all times.
4-5
MAINTENANCE PROCEDURES
Page
General ..... ... ...... .... .. ... .... ... 5-1

Ignition and Electrical System
Ignition Harnessand Wire Replacement .......... .5-1
Timing Magnetoto Engine .................. .5-1
Internal Timing - Dual Magneto ................ 5-3
Alternator Output ...................... .5-5
Fuel System
Repair of Fuel Leaks ..................... .5-5
Carburetor Fuel Inlet Screen ................. 5-6
Fuel Gradesand Limitations ................ .5-6
Air Intake Ducts and Filters ................. .5-6
Idle Speedand Mixture Adjustment ............ .5-6
Lubrication System
Oil Gradesand Limitations .................. 5-7
Oil Suction and Oil PressureScreens ............ .5-7
Oil Relief Valve ........................ .5-7
Cylinder ....... ...... ... ... ......... . 5-8
Alternator Drive Belt Tension ...................... 5-12
0-320 SECTION 5
SECTION 5
MAINTENANCE PROCEDURES
The procedures described in this section are provided to guide and
instruct personnel in performing such maintenance operations that may be
required in conjunction with the periodic inspections listed in the
preceding section. No attempt is made to include repair and replacement
operations that will be found in the applicable Avco Lycoming Overhaul
Manual.
1. IGNITION AND ELECTRICAL SYSTEM.
a. Ignition Harness and Wire Replacement - In the event that an ignition

harness or an individual lead is to be replaced, consult the wiring
diagram to be sure harness is correctly installed. Mark location of
clamps and clips to be certain the replacement is clamped at correct
locations.
b. Timing Magnetos to Engine -
(1) Remove a spark plug from No. 1 cylinder and place a thumb over
the spark plug hole. Rotate the crankshaft in direction of normal
rotation until the compression stroke is reached, this is indicated by
a positive pressure inside the cylinder tending to push the thumb off
the spark plug hole. Continue rotating the crankshaft until the
advance timing mark on the front face of the starter ring gear is in
alignment with the small hole located at the two o'clock position on
the front face of the starter housing. (Ring gear may be marked at
20 ° and 25 ° . Consult specifications for correct timing mark for your
installation.) At this point, the engine is ready for assembly of the
magneto.
c. Dual Magneto -
(1) Place the engine in the No. 1 firing position as directed in

paragraph lb(l).
(2) Install the magneto-to-engine gasket on the magneto flange.

SECTION 5 0-320
WARNING
Do not attach harness spark plug ends to the spark plugs until all
magneto-to-engine timing procedures and magneto-to-switch connections
are entirely completed.
(3) Remove engine.to-magneto drive gear train backlash by turning
engine magneto drive in direction opposite to normal rotation and
return to timing mark on the starter support in direction of normal
rotation.
(4) Remove the timing window plug from the most convenient side
of the magneto housing and the plug from the rotor viewing location
in the center of the housing.
(5) Turn the rotating magnet drive shaft in the normal direction of
magneto rotation until the painted tooth of the large distributor gear
is centered in the timing hole.
(6) Observe that at this time the built in pointer just ahead of the
rotor viewing window aligns with the R or L mark on the rotor
depending on whether the magneto is of right or left hand rotation
as specified on the magneto nameplate.
(7) Hold the magneto in its No. 1 firing position (tooth in window
center and pointer over R or L mark on rotor) and install magneto
to the engine and loosely clamp in position.
(8) Attach red lead from the timing light to left switch adapter lead,
green lead of timing light to right switch adapter lead and the black
lead of the light to magneto housing.
(9) Turn the entire magneto in direction of rotor rotation until the
red timing light comes on.
(10) Rotate the magneto in the opposite direction until the red light
just goes off indicating left main breaker has opened. Then evenly
tighten the magneto mounting clamps.
(11) Back the engine up approximately 10° and then carefully

"bump" the crankshaft in direction of rotation, at the same time
observing the timing lights.
5-2
0-320 SECTION 5
(12) At the No. 1 firing position of the engine, the red light should
go off indicating left main breaker opening. The right main breaker,
monitored by the green light, must open within 2 engine degrees of
the No. 1 firing position.
(13) Repeat steps (9) thru (11) until the condition described in
paragraph (12) is obtained.
(14) Complete tightening of the magneto securing clamps by
torqueing to 150 inch pounds.
(15) Recheck timing once more and if satisfactory disconnect timing
light. Remove adapter leads.
(16) Reinstall plugs in timing inspection holes and torque 12 - 15 in.
Ibs.
(17) Install the harness leads as shown in figure 5-1 to spark plug and
connect switch lead to proper terminal.
NOTE
Some timing lights operate in the reverse manner as described. The light
comes on when the breaker points open. Check your timing light
instructions.
d. Internal Timing - Dual Magneto - Check the magneto internal timing
and breaker synchronization in the following manner.
(I) Main Breakers - Connect the timing light negative lead to any
unpainted surface of the magneto. Connect one positive lead to the
left main breaker terminal and the second positive lead to the right
main breaker terminal.
(2) Back the engine up a few degrees and again bump forward
toward number one cylinder firing position while observing timing
lights. Both lights should go out to indicate opening of the main
breakers, when the timing pointer is indicating within the width of
the "L" or "R" mark. If breaker timing is incorrect, loosen breaker
screws and correct. Retorque breaker screws to 20 to 25 in. Ibs.
(3) Retard Breaker - Remove timing light leads from the main
breaker terminals. Attach one positive lead to retard breaker
terminal, and second positive lead to the tachometer breaker
terminal, if used.
(4) Back the engine up a few degrees and again bump forward
toward number one cylinder firing position until pointer is aligned
with 15 ° retard timing mark. See figure 5-2. Retard breaker should
just open at this position.
5-3
SECTION 5 0-320
Figure 5-1. Ignition Wiring Diagram - Dual Magneto
5-4
0-320 SECTION 5
Figure 5-2. Timing Marks on Rotating Magneto
(5) If retard timing is not correct, loosen cam securing screw and
turn the retard breaker cam as required to make retard breaker open
per paragraph d(4). Retorque cam screw to 16 to 20 in. Ibs.
(6) Observe the tachometer breaker is opened by the cam lobe. No

synchronization of this breaker is required.
(7) Check action of impulse coupling (D-2000 series only). With the
ignition switch off observe breaker cam end of rotor while manually
cranking engine through a firing sequence. Rotor should alternately
stop and then (with an audible snap) be rotated rapidly through a
retard firing position.
e. Alternator Output - The alternator should be checked to determine

that the specified voltage and current is being obtained.
2. FUEL SYSTEM.
a. Repair of Fuel Leaks - In the event a line or fitting in the fuel system
is replaced, only a fuel soluble lubricant, such as clean engine oil or
Loctite Hydraulic Sealant may be used. Do not use any other form of
thread compound.
5-5
ALAVCO LYCOMING 76 SERIES OPERATOR’S MANUAL
SECTION 5 O-320
b. Carburetor Fuel Inlet Screen Assembly - Remove the assemblyand
check the screen for distortion or openingsin the strainer. Replacefor
either of these conditions. Clean screen assemblyin solvent and dry
with compressedair and reinstall. The fuel inlet screen assemblyis
tightened to 35-40 inch pounds.
c. Fuel Grades and Limitations - The recommendedaviation gradefuel
for the subject enginesis listed in Section 3, item 9.
In the event that the specifiedfuel is not available at somelocations,
it is permissibleto use higher octane fuel. Fuel of a lower octane than
specified is not to be used. Under no circumstancesshould automotive
fuel be used(regardlessof octane rating).
NOTI?
It is recommended that personnel be familiar witb Service Instruction No.
1070 regarding specified fuel for Avco Lycoming engines.
d. Air Intake Ducts and Filter - Check all air intake ducts for dirt or
restrictions. Inspect and service air filters asinstructed in the airframe
manufacturer’s handbook. Replace any filter or air duct that shows
signsof deterioration or collapse.
e. Idle Speed and Mixture Adjustment -
(1) Start the engine and warm up in the usual manner until oil and
cylinder head temperaturesare normal.
(2) Check magnetos.If the “mag-drop” is normal, proceedwith idle
adjustment.
(3) Set throttle stop screw so that the engine idles at the airframe
.manufacturer’s recommended idling RPM. If the RPM changes
appreciably after making idle adjustment during the succeeding
steps,readjust the idle speedto the desiredRPM.
(4) When the idling speed has been stabilized, move the cockpit
mixture control lever with a smooth, steady pull toward the “Idle
Cut-Off” position and observethe tachometer for any changeduring
the leaning process.Caution must be exercisedto return the mixture
control to the “Full Rich” position before the RPM can drop to a
point where the engine cuts out. An increaseof 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 the idle mixture is too lean.
5-6
0-320 SECTION 5
If the above indicates that the idle adjustment is too rich or too
lean. turn the idle mixture adjustment in the direction required for
correction, and check this new position by repeating the above
procedure. Make additional adjustments as necessary until a check
results in a momentary pick-up of approximately 50 RPM. Each
time the adjustment is changed, the engine should be run up to 2000
RPM to clear the engine before proceeding with the RPM check.
Make final adjustment of the idle speed adjustment to obtain the
desired idling RPM with closed throttle. The above method aims at a
setting that will obtain maximum RPM with minimum manifold
pressure. In case the setting does not remain stable, check the
throttle linkage; any looseness in this linkage would cause erratic
idling. In all cases, allowance should be made for the effect of
weather conditions and field altitude upon idling adjustment.
3. L UBRICA TION SYSTEM.
a. Oil Grades and Limitations - Service the engine in accordance with
the recommended grade oil as specified in Section 3, item 9 d.
b. Oil Suction and Oil Pressure Screens - At each fifty hour inspection
remove, inspect for metal particles, clean and reinstall.
NOTE
On installations employing external oil filters, the inspection of the oil
suction screen is impractical at this time, but should be observed when
lubricating oil is changed.
c. Oil Relief Valve (Non-Adjustable) - The function of the oil pressure
relief valve is to maintain engine oil pressure within specified limits. The
valve, although not adjustable, may be controlled by the addition of a
maximum of nine STD-425 washers under the cap to increase pressure
or the use of a spacer (Avco Lycoming P/N 73629 or 73630) to
decrease pressure. A modification on later models has eliminated the
need for the spacers. Particles of metal or other foreign matter lodged
between the ball and seat will result in faulty readings. It is advisable,
therefore, to disassemble, inspect and clean the valve if excessive
pressure fluctuations are noted.
d. Oil Relief Valve (Adjustable) - The adjustable oil relief valve enables
the operator to maintain engine oil pressure within the specified limits.
If the pressure under normal operating conditions should consistently
exceed the maximum or minimum specified limits, adjust the valve as
follows.
5-7
SECTION 5 0-320
With the engine warmed up and running at approximately 2000
RPM, observe the reading on the oil pressure gage. If the pressure is
above maximum or below minimum specified limits, stop engine and
screw the adjusting screw out to decrease pressure and in to increase
pressure. Depending on installation, the adjusting screw may have only
a screw driver slot and is turned with a screw driver: or may have the
screw driver slot plus a pinned .375-24 castellated nut and may be
turned with either a screw driver or a box wrench.
4. CYLINDIRS. Although the complete procedure for disassembly and
reassembly is given here, it is recommended that, as a field operation.
cylinder maintenance be confined to replacement of the entire assembly.
Valve replacement should be undertaken only as an emergency measure.
a. Removal of Cylinder Assembly -
(1) Remove exhaust manifold.
(2) Remove rocker box drain tube. intake pipe, baffle and any clips
that might interfere with the removal of the cylinder.
(3) Disconnect ignition cables and remove spark plugs.
(1) Remove rocker box cover and rotate crankshaft until piston is
approximately at top center of the compression stroke. The
approximate position may be located by observing top of piston
through the spark plug hole and also observing that both valves are
in the closed position.
(5) Remove the 5/16 x 24 self-locking nut. Thus remove the valve
rocker, valve rocker fulcrum shim and rotator from exhaust valve.
NOTE:
Do not lose shim when valve rocker fulcrum is removed from cylinder
head.
(6) Remove push rods by grasping ball end and pulling rod out of
shroud tube. Detach shroud tube spring and lock plate and pull
shroud tubes through holes in cylinder head.
NOTE
The hydralic tappets, push rods, rocker arms and valves must be
assembled in the same location from which they were removed.
(7) Remove cylinder base nuts. then remove cylinder by pulling
directly away from crankcase. Be careful not to allow the piston and
connecting rod to drop against the crankcase, as the piston leaves the
cylinder.
0-320 SECTION 5
b. Removal of Valves and Valve Springs from Cylinder - Place the

cylinder over a block of wood so as to hold the valves in a closed
position. Compress the valve springs using the valve spring compressor.
Remove the split keys from the end of the valve stem. The valve springs
and valve spring seats may now be removed from the cylinder head.
Hold the valve stems so that the valves will not fall out and remove the
cylinder from the holding block. The valves may now be removed from
the inside of the cylinder.
c. Removal of Piston from Connecting Rod - Remove the piston pin

plugs. Insert piston pin puller through piston pin, assemble puller nut;
then proceed to remove piston pin. Do not allow connecting rod to rest
on the cylinder pad of the crankcase. Support with heavy rubber bands,
discarded cylinder base oil ring seals or any other method.
d. Removal, Disassembly, Cleaning, Inspection and Reassembly of

Hydraulic Lifters -
(1) Lifter can be withdrawn by fingers.
(2) Being careful not to scratch socket, insert a screw driver into
lifter and push. This will force the trapped oil out of the vent hole
and release the pressure on the circlip.
(3) Remove and discard the cliclip.
CAUTION
Upon release, circlip may spring up with great force. Be careful'
(4) Remove the spring, plunger and socket from the lifter and clean
the parts and the lifter body in solvent. Inspect the lifter body for
the following imperfections:
Spalling - If the face of the lifter shows small nicks or

indentations near the center of the face, it is considered pitted or
spalled. The pitting will constitute small irregular holes, not to be
confused with Rockwell hardness check marks which are round
and even. The area covered by spalling will vary with different
lifters, but regardless of the degree, the lifter must be replaced.
SECTION 5 0-320
Scoring - The lifter face is scored when small scratchlike lines are
found on the surface. These marks are usually found near the
outer edge of the face and will appear to radiate from the center.
Other scoring marks may be present and extend to the center of
the lifter face. Any lifter, with this condition in evidence, must be
replaced.
Face Wear - The operation of the lifter provides that the lifter
rotates during wiping operation of the cam. This will form a
groove, or path. This path will extend all the way across the face
and deeper penetrations will be noted at the center of the face. If
the wear is excessive, it will be noticeable to the touch if the
fingernail is rubbed across the lifter face. This condition required
replacement of the lifter body.
(5) Reassemble the spring. plunger and socket into the body and
secure with a new circlip.
NOTE
The lifter must be perfectly dry to obtain proper dry tappet clearance.
e. Assembly of Valves in Cylinder -
(1) Prelubricate valve stems and interior of valve guides with

Molytex Grease O or equivalent and insert each valve stem in its
respective guide. Hold valve stems to prevent falling from cylinder.
(2) Place cylinder over a wood block so that the valves are held
against the seats and assemble the lower spring seat, auxiliary valve
spring and outer valve spring over the valve stem and guide. Place the
upper spring seat on top of the springs.
NOTE
When installing valve springs, place the dampener end of spring (close
wound coils marked with dye or lacquer) toward the cylinder.
Using a valve spring compressor, compress the valve springs and place
the split keys in the groove around the upper end of the valve stem.
Slowly release the pressure on the valve spring compressor and allow
the upper spring seat to lock itself in place around the valve keys.
0-320 SECTION 5
f. Assembly of Cylinder and Related Parts - Rotate the crankshaft so
that the connecting rod of the cylinder being assembled is at the top
center position and both tappets are on the base circle of the cam lobe.
They can be checked by rocking the crankshaft over center. The tappet
should not move at this position.
(1) Install lifter assembly in its respective position in the crankcase.
(2) Assemble piston with rings so that the cylinder number stamped
on the piston pin boss is toward the front of the engine. The piston
pin should be a handpush fit. If difficulty is experienced in inserting
the piston pin, it is probably caused by carbon or burrs in the piston
pin hole. Inspect and correct any problem that hinders the
installation of the piston pin. During assembly, always use a
generous quantity of oil, both in the piston pin hole and on the
piston pin.
(3) Assemble one piston pin plug at each end of the piston pin and
place a new rubber oil seal ring around the cylinder skirt. Coat
piston and rings and the inside of the cylinder generously with oil.
(4) Using a piston ring compressor, assemble the cylinder over the
piston so that the intake and exhaust ports are at the bottom of the
engine. Push the cylinder all of the way on, catching the ring
compressor as it is pushed off.
NOTE
Before installing cylinder hold-down nuts, lubricate crankcase through
stud threads with any one of the following lubricants, or combination of
lubricants.
1. 90% SAE 50W engine oil and 10% STP.
2. Parker Thread Lube.
3. 60% SAE 30 engine oil and 40% Parker Thread Lube.
(5) Install cylinder base hold down nuts and tighten as directed in
the following steps.
NOTE
At any time a cylinder is replaced, it is necessary to retorque the
thru-studs on the cylinder on the opposite side of the engine.
(a) Tighten 1/2 inch hold down nuts to 300 inch pounds (25 foot
pounds) torque, using the sequence beginning with the top right
nut and proceeding clockwise.
5-11
SECTION 5 0-320
(b) Using the same sequence tighten hold down nuts to 600 inch
pounds (50 foot pounds) torque.
(c) Tighten 3/8 inch hold down nut to 300 inch pounds (25 foot
pounds) torque. Sequence of tightening is optional.
(d) As a final check, hold the torque wrench on each nut for about
five seconds. If the nut does not turn, it may be presumed to be
tightened to correct torque.
CA UTION
After all cylinder base nuts have been tightened, remove any small nicks
in the cylinder fins by filing or burring.
(6) Install a new shroud tube seal on the crankcase end of each shroud
tube and fit a new shroud tube seal in the groove provided in the
rocker box end of each shroud tube. Install each shroud tube through
rocker box and seat the end firmly in the crankcase. Place a spring, a
lockplate and nut over the stud provided in the rocker box and secure
both shroud tubes in place. Bend the tang of the lockplate to prevent
the nut and spring from loosening.
(7) Assemble each push rod in its respective shroud tube, and assemble
each fulcrum and rocker arm on its respective stud. Install a plain
5/16-24 nut to hold rocker in place. Before installing exhaust valve
rocker, place rotator cap over end of exhaust valve stem.
(8) Be sure that the piston is at top center of compression stroke and
that both valves are closed. Check clearance between the valve stem
tip and the valve rocker. In order to check this clearance, place the
thumb of one hand on the valve rocker directly over the end of the
push rod and push down so as to compress the hydraulic tappet spr-
ing. While holding the spring compressed, the valve clearance should
be between .028 and .080 inch. If clearance does not come within these
limits, add or subtract shim under fulcrum, as required to correct
clearance. After clearance is set, remove plain 5/16-24 nut and install
5/16-24 self-locking nut on fulcrum stud. Tighten to the specified tor-
que of 150 inch pounds.
(9) Install intercylinder baffles, rocker box covers, intake pipes, rocker
box drain tubes and exhaust manifold.
6. ALTERNATOR DRIVE BELT TENSION.
Check the tension of a new belt 25 hours after installation. Refer to Ser-
vice Instruction No. 1129 for methods of checking alternator drive belt
tension.
5-12 Revised June, 1981
TROUBLE-SHOOTING
Page
Failure of Engineto Start ........ ............ 6-1

Failure of Engine to Idle Properly . . . . .... . .. .6-2
Low Power and Uneven Running .... ........... .6-2
Failure of Engine to Develop Full Power .......... .6-3
Rough Engine ............... .......... .6-4
Low Oil Pressure ............. ........... .6-4
High Oil Temperature .......... ........... .6-4
ExcessiveOil Consumption ....... .......... . 6-5
0-320 SECTION 6
SECTION 6
TROUBLE-SHOOTING
Experience has proven that the best method of trouble-shooting is to

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

to Start Fill fuel tank. Clean dirty
lines, strainers or fuel valves.
Overpriming Leave ignition "off" and

mixture control in "Idle
Cut-Off", open throttle
and "unload" engine by
cranking for a few seconds.
Turn ignition switch on and
proceed to start in a nor-
mal manner.
Defective spark Clean and adjust or replace

plugs spark plugs.
Defective ignition Check with electric tester,

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

battery.
6-1
SECTION 6 0-320

Failure of Engine Improper operation Clean points. Check internal
to Start (Cont.) of magneto breaker timing of magnetos. Check
impulse action of dual break-
er points. Check lead for
grounding.
Lack of sufficient Disconnect fuel line and
fuel flow check fuel flow.
Water in carburetor Drain carburetor.
Internal failure Check oil screens for metal
particles, If found, complete
overhaul of the engine may be
indicated.
Failure of Engine Incorrect idle Adjust mixture.
to Idle Properly mixture
Leak in induction Tighten all connections in
system the induction system. Replace
any parts that are defective.
Incorrect idle Adjust throttle stop to ob-
adjustment tain correct idle.
Uneven cylinder Check condition of piston
compression rings and valve setas.
Faulty ignition Check entire ignition
system system.
Insufficient fuel Change fuel pump.
pressure
Low Power and Mixture too rich Readjustment of carburetor
Uneven Running indicated by slug- by authorized personnel is
gish operation indicated.
red exhaust flame
at night. Extreme
cases indicated by
black smoke from
exhaust.
6-2
0-320 SECTION 6
Low Power and Mixture too lean; Readjusment of carburetor
Uneven Running indicated by over- by authorized personnel is
(Cont.) heating or back- indicated.
firing
Leaks in induction Tighten all connections.
system Replace defective parts.
Defective spark Clean and gap or replace
plugs spark plugs.
Improper fuel Fill tank with fuel of
recommended grade.
Magneto breaker Clean points. Check internal
points not working timing of magnetos.
properly
Defective ignition Check wire with electric
wire tester. Replace defective
wire.
Defective spark Replace connectors on
plug terminal spark plug wire.
connectors
Warped exhaust Check compression. Replace
valve valve if necessary.
Failure of Engine Leak in induction Tighten all connections
to Develop Full system and replace defective
Power parts.
Throttle lever Adjust throttle lever
out of adjustment
Improper fuel Check strainer, gage and
flow flow at the fuel inlet.
Restriction in Examine air scoop and
air scoop remove restrictions.
Dirty air filter Replace filter.
Muffler obstruction Repair or replace muffler.
SECTION 6 0-320
Failure of Engine Improper fuel Drain and refill tank with
to Develop Full recommended fuel.
Power (Cont.)
Faulty ignition Tighten all connections.
Check system with tester.
Check ignition timing.
Rough Engine Cracked engine Replace or repair mount.
mount
Defective mount- Install new mounting
ing bushings bushings.
Defective spark plug Replace spark plug or
or ignition lead ignition leads.
Uneven com- Check compression.
pression
Low Oil Insufficient oil Fill to proper level with
Pressure recommended oil.
Chips or dirt Remove and clean oil
in relief valve pressure relief valve.
Leak in suction Check gasket between oil
line or pressure pump and accessory section.
line
High oil See "High Oil Temp-
temperature erature in "Trouble"
column.
Defective pres- Replace.
sure gage
Stoppage in oil Check line for obstruction.
pump intake Clean suction strainer.
passage
High Oil Insufficient air Check air inlet and outlet
Temperature cooling for deformation or obstruc-
tion.
6-4
0-320 SECTION 6
High Oil Insufficient oil Fill to proper level with

Temperature supply specified oil.
(Cont.)
Wrong grade of oil Replace with oil conform-

for season ing to specifications.
Clogged oil lines, Remove and clean or replace

strainers or cooler oil line, strainers, or cooler.
Excessive Usually caused by worn or

blow-by stuck rings.
Failing or failed Examine sump for metal

bearing particles. If found, over-
haul of engine is indicated.
Defective temp- Replace gage.

erature gage
Excessive Oil Wrong seasonal Fill tank with oil con-

Consumption grade of oil forming to specifications.
Failing or failed Check sump for metal

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

lation of piston
rings
Failure of rings to Use mineral base oil.

seat (new nitrided Climb to cruise altitude
cylinders) at full power and op-
erate at 75% cruise
power setting until oil
consumption stabilizes.
6-5
INSTALLATION AND STORAGE
Page
Preparationof Enginefor Installation ............. 7-1

General .............................. .7-2
Inspection of EngineMounting ......... ........ 7-2
Attaching Engineto Mounts ................... 7-2
Oil and Fuel Line Connections ................ .7-2
Propeller Installation ....................... 7-2
Preparationof Carburetorsfor Installation .......... 7-2
Preparationof Enginefor Storage .............. 7-2
Installation Drawing ...................... .7-3
II
0-320 SECTION 7
SECTION 7
INSTALLATION AND STORAGE
1. PREPARATION OF ENGINE FOR INSTALLATION. Before installing

an engine that has been prepared for storage, remove all dehydrator plugs,
bags of dessicant and preservative oil from the engine. Preservative oil can
be removed by removing the bottom spark plugs and turning the
crankshaft three or four revolutions by hand. The preservative oil will then
drain through the spark plug holes. Draining will be facilitated if the
engine is tilted from side to side during the above operation. Preservative
oil which has accumulated in the sump can be drained by removing the oil
sump plug. Engines that have been stored in a cold place should be
removed to an environment of at least 70°F. (21°C.) for a period of 24
hours before preservative oil is drained from the cylinders. If this is not
possible, heat the cylinders with heat lamps before attempting to drain the
engine.
After the oil sump has been drained, the plug should be replaced and
safety-wired. Fill the sump with lubricating oil. The crankshaft should
again be turned several revolutions to saturate the interior of the engine
with the clean oil. When installing spark plugs, make sure that they are
clean, if not, wash them in clean petroleum solvent. Of course, there will
be a small amount of preservative oil remaining in the engine, but this can
cause no harm. However, after twenty-five hours of operation, the
lubricating oil should be drained while the engine is hot. This will remove
any residual preservative oil that may have been present.
CA UTION
Do not rotate the crankshaft of an engine containing preservative oil

before removing the spark plugs, because if the cylinders contain any
appreciable amount of the mixture, the resulting action, known as
hydraulicing, will cause damage to the engine. Also, any contact of the
preservative oil with painted surfaces should be avoided.
SECTION 7 0-320
General - Should any of the dehydrator plugs, if used, containing crystals

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

engine has been removed, make sure that the engine mount is not bent or
damaged by distortion or misalignment as this can produce abnormal
stresses within the engine.
Attaching Engine to Mounts - See airframe manufacturer's

recommendations for method of mounting the engine.
Oil and Fuel Line Connections - The oil and fuel line connections are
called out on the accompanying installation drawings.
Propeller Installation - Consult the airframe manufacturer for information

relative to propeller installation.
2. PREPARATION OF CARBURETORS FOR INSTALLATION.
Carburetors that have been prepared for storage should undergo the
following procedures before being placed in service.
Carburetor - Remove the fuel drain plug and drain preservative oil.
Remove the fuel inlet strainer assembly and clean in a hydrocarbon
solvent. Reinstall the fuel drain plug and fuel inlet strainer assembly.
3. PREPARATION OF ENGINE FOR STORAGE.
Engines installed in aircraft that is inactive should be prepared for

corrosion prevention as described in Service Letter No. L180.
7-2
0
FUEL OUTLET THER FITTING
DRAINPLUG
Figure 7-1. Installation Drawing Left Side View - 0-320 - 76 Series

IL PRESSURE
SCF
Figure 7-2. Installation Drawing - Rear View - 0-320 - 76 Se

TABLES
Page
Table of Limits .............. ........... .8-1

Ground Run After Top Overhaul .... ........... .8-2
Flight Test After Top Overhaul ..... ........... .8-3
Full Throttle HP at Altitude ....... ........... .8-4
Table of SpeedEquivalents ....... .......... . 8-4
Centigrade-FahrenheitConversionTable ........... .8-5
Inch Fraction Conversion ........ ........... .8-6
0-320 SECTION 8
SECTION8
TABLES
FOR TIGHTENING TORQUE RECOMMENDATIONS AND

INFORMATION CONCERNING TOLERANCES AND DIMENSIONS
THAT MUST BE MAINTAINED IN AVCO LYCOMING AIRCRAFT
ENGINES, CONSULT LATEST EDITION OF TABLE OF LIMITS NO.
SSP2070.
8-1
FIXED WING ONLY
GROUND RUN AFTER TOP OVERHAUL Type Aircraft
OR CYLINDER CHANGE WITH NEWRINGS
Registration No.
(DO NOT USE AFTER MAJOR OVERHAUL)
Aircraft No.
1. Avoid dusty location and loose stones.
2. Head aircraft into wind. Owner
3. All cowling should be in place, cowl flaps open.
4. Accomplish ground run in full flat pitch. Engine Model S/N
5. Never exceed 200°F. oil temperature.
6. If cylinder head temperatures reach 400°F., Date
shut down and allow engine to cool before
continuing. Run-Up By
GROUND RUN
Temperature Pressure Temperature Fuel Flow
Time RPMMAP L.oil R.oil L.cyl R.cyl L.oil R.oil L.fuel R.fuel L.carb R.carb Amb.Air Left Right
5 min 1000
10 min 1200
10 min 1300
5 min 1500
5 min 1600
5 min 1700
5 min 1800
FLIGHT TEST RECORD
Temperature Pressure Temperature Fuel Flow
Time RPM MAP L.oil R.oil L.cyl R.cyl L.oil R.oil L.fuel R.fuel L.carb R.carb Amb.Air Left Right
(Climb)
Cruise
Adjustments Required After Flight After Test Flight

1. Make careful visualinspection of engine(s).
2. Check oil level(s).
3. If oil consumption is excessive, (see operator's
manual for limits), remove spark plugs and check
cylinder barrels for scoring.
SECTION 8 0-320
FULL THROTTLE HP AT ALTITUDE

(Normally Aspirated Engines)
Altitude % S. L. Altitude % S. L. Altitude % S. L.
Ft. H. P. Ft. H. P. Ft. H. P.
0 100 10,000 70.8 19,500 49.1

500 98.5 11,000 68.3 20,000 48.0
1,000 96.8 12,000 65.8 20,500 47.6
2,000 93.6 13,000 63.4 21,000 46.0
2,500 92.0 14,000 61.0 21,500 45.2
3,000 90.5 15,000 58.7 22,000 44.0
4,000 87.5 16,000 56.5 22,500 43.3
5,000 84.6 17,000 54.3 23,000 42.2
6,000 81.7 17,500 53.1 23,500 41.4
7,000 78.9 18,000 52.1 24,000 40.3
8,000 76.2 18,500 51.4 24,500 39.5
9,000 73.5 19,000 50.0 25,000 38.5
TABLE OF SPEED EQUIVALENTS

Sec./Mi. M. P. H. Sec./Mi. M. P. H. Sec./Mi. M. P. H.
72.0 50 24.0 150 14.4 250
60.0 60 22.5 160 13.8 260
51.4 70 21.2 170 13.3 270
45.0 80 20.0 180 12.8 280
40.0 90 18.9 190 12.4 290
36.0 100 18.0 200 12.0 300
32.7 110 17.1 210 11.6 310
30.0 120 16.4 220 11.2 320
27.7 130 15.6 230 10.9 330
25.7 140 15.0 240 10.6 340
8-4
0-320 SECTION 8
CENTIGRADE-FAHRENHEIT CONVERSION TABLE
Example: To convert 20°C. to Fahrenheit, find 20 in the center column
headed (F-C): then read 68.0°F. in the column (F) to the right. To convert
20°F. to Centigrade; find 20 in the center column and read -6.67°C. in the
(C) column to the left.
C F-C F C F-C F
-56.7 -70 -94.0 104.44 220 428.0

-51.1 -60 -76.0 110.00 230 446.0
-45.6 -50 -58.0 115.56 240 464.0
-40.0 -40 -40.0 121.11 250 482.0
-34.0 -30 -22.0 126.67 260 500.0
-28.9 -20 -4.0 132.22 270 518.0
-23.3 -10 14.0 137.78 280 536.0
-17.8 0 32.0 143.33 290 554.0
-12.22 10 50.0 148.89 300 572.0
-6.67 20 68.0 154.44 310 590.0
-1.11 30 86.0 160.00 320 608.0
4.44 40 104.0 165.56 330 626.0
10.00 50 122.0 171.11 340 644.0
15.56 60 140.0 176.67 350 662.0
21.11 70 158.0 182.22 360 680.0
26.67 80 176.0 187.78 370 698.0
32.22 90 194.0 193.33 380 716.0
37.78 100 212.0 198.89 390 734.0
43.33 110 230.0 204.44 400 752.0
48.89 120 248.0 210.00 410 770.0
54.44 130 266.0 215.56 420 788.0
60.00 140 284.0 221.11 430 806.0
65.56 150 302.0 226.67 440 824.0
71.00 160 320.0 232.22 450 842.0
76.67 170 338.0 237.78 460 860.0
82.22 180 356.0 243.33 470 878.0
87.78 190 374.0 248.89 480 896.0
93.33 200 392.0 254.44 490 914.0
98.89 210 410.0 260.00 500 932.0
Revised June, 1981 8-5

SECTION 8 0-320
INCH FRACTIONS CONVERSIONS

Decimals,Area of Circles and Millimeters
Inch Decimal Area MM Inch Decimal Area MM
Fraction Equiv. Sq. In. Equiv. Fraction Equiv. Sq. In. Equiv.
1/64 .0156 .0002 .397 1/2 .5 .1964 12.700
1/32 .0312 .0008 .794 17/32 .5312 .2217 13.494
3/64 .0469 .0017 1.191 35/64 .5469 .2349 13.891
1/16 .0625 .0031 1.587 9/16 .5625 .2485 14.288
3/32 .0937 .0069 2.381 19/32 .5937 .2769 15.081
7/64 .1094 .0094 2.778 39/64 .6094 .2916 15.478
1/8 .125 .0123 3.175 5/8 .625 .3068 15.875
5/32 .1562 .0192 3.969 21/32 .6562 .3382 16.669
11/64 .1719 .0232 4.366 43/64 .6719 .3545 17.065
3/16 .1875 .0276 4.762 11/16 .6875 .3712 17.462
7/32 .2187 .0376 5.556 23/32 .7187 .4057 18.256
15/64 .2344 .0431 5.593 47/64 .7344 .4235 18.653
1/4 .25 .0491 6.350 3/4 .75 .4418 19.050
9/32 .2812 .0621 7.144 25/32 .7812 .4794 19.844
19/64 .2969 .0692 7.540 51/64 .7969 .4987 20.241
5/16 .3125 .0767 7.937 13/16 .8125 .5185 20.637
11/32 .3437 .0928 8.731 27/32 .8437 .5591 21.431
23/64 .3594 .1014 9.128 55/64 .8594 .5800 21.828
3/8 .375 .1105 9.525 7/8 .875 .6013 22.225
13/32 .4062 .1296 10.319 29/32 .9062 .6450 23.019
27/64 .4219 .1398 10.716 59/64 .9219 .6675 23.416
7/16 .4375 .1503 11.112 15/16 .9375 .6903 23.812
15/32 .4687 .1725 11.906 31/32 .9687 .7371 24.606
31/64 .4844 .1842 12.303 63/64 .9844 .7610 25.003

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LYCOMING

0-320 - 76 Series 60297-22 May, 19766

Previous revisions to this publication This revision consists of:-

1st Edition May 1976

AVCO LYCOMING WILLIAMSPORT DIVISION

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

IMPORTANT SAFETY NOTICE

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

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

It is also important to understand that these Warnings and Cautions

S 1ml_ _ _dn 01I_ _h

IN NO EVENT,WHETHER AS A RESULT OF A BREACHOF WARRANTY, CONTRACT OR ALLEGED NEG-

Effective October 1, 1995 Revision "J"

THIS LIMITED WARRANTY IS EXCLUSIVEAND IN LIEU OF ALL OTHERWARRANTIES ANDREPRESEN-

IN NO EVENT, WHETHER ASARESULTOFABREACHOFWARRANTY, CONTRACT OR ALLEGED NEG-

Effective October 1, 1995 Revision "J"

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

Effective October 1, 1995 Revision "J"

SECTION 1 DESCRIPTION 1-1

SECTION 2 SPECIFICATIONS 2-1

SECTION 3 OPERATING INSTRUCTIONS 3-1

SECTION 4 PERIODIC INSPECTIONS 4-1

SECTION 5 MAINTENANCE PROCEDURES 5-1

SECTION 6 TROUBLE-SHOOTING 6-1

SECTION 7 INSTALLATION AND STORAGE 7-1

SECTION 8 TABLES 8-1

General ............................... 1-1

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

Cylinders - The cylinders are of conventional air cooled construction with

Valve Operating Mechanism - A conventional type camshaft is located

Crankcase - The crankcase assembly consists of two reinforced aluminum

Crankshaft - The crankshaft is made from a chrome nickel molybdenum

Cooling System - The engine is designed to be air cooled by air pressure.

Induction System - The engine is equipped with a Marvel-Schebler single

Lubrication System - The lubrication system is of the pressure wet sump

Priming System - Provision for a primer system is provided on all engines

FAA Type Certificate ................. .... 274

*Accessory Drive Drive Ratio **Direction of Rotation

Starter 13.556:1 Counter-Clockwise

Standard Dry Weight -

0-320.H1AD, -H2AD, -H1BD, -H2BD 283 lbs.

General ............................... 3-1

Revised June, 1981 3-3

f. Do not operate on a single magneto for too long a period, a few

a. Fuel Mixture Leaning Procedure.

Improper fuel/air mixture during flight is responsible for many

Manual leaning may be monitored by exhaust gas temperature

Never exceed the maximum red line cylinder head temperature of

For maximum service life, cylinder head temperatures should be

Operate the engine at maximum power mixture for performance cruise

During let-down and reduced power flight operations it may be

--L&W MIXTURE RICH -

Figure 3-1. Representative Effect of Leaning on Cylinder Head

temperatures can cause a loss in power and a decided variation of III~X-

power operation over water.

3-8 Revised June, 1981

e. Landing Approach - In making a landing approach, the carburetor air

Revised June, 1981