Lycoming IO-540 Operators Manual

LYCOMING OPERATOR’S MANUAL
¾ Right Front View – Typical IO-540-B
¾ Right Rear View – Typical IO-540-C
vi
WARNING
THESE ENGINES ARE EQUIPPED WITH A DYNAMIC COUNTERWEIGHT SYSTEM AND

MUST BE OPERATED ACCORDINGLY; AVOID HIGH ENGINE SPEED, LOW
MANIFOLD PRESSURE OPERATION. USE A SMOOTH, STEADY MOVEMENT OF THE
THROTTLE (AVOID RAPID OPENING AND CLOSING). IF THIS WARNING IS NOT
HEEDED, THERE COULD BE SEVERE DAMAGE TO THE COUNTERWEIGHTS,
ROLLER AND BUSHINGS.
vii
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SECTION 1
DESCRIPTION
Page
General.......................................................................................................................................................... 1-1
Cylinders....................................................................................................................................................... 1-1
Valve Operating Mechanism ...................................................................................................................... 1-1
Crankcase ..................................................................................................................................................... 1-1
Crankshaft .................................................................................................................................................... 1-1
Connecting Rods .......................................................................................................................................... 1-1
Pistons ........................................................................................................................................................... 1-1
Accessory Housing ....................................................................................................................................... 1-1
Oil Sump ....................................................................................................................................................... 1-2
Oil Sump and Induction System................................................................................................................. 1-2
Cooling System ............................................................................................................................................. 1-2
Induction System.......................................................................................................................................... 1-2

LYCOMING OPERATOR’S MANUAL SECTION 1
O-540, IO-540 SERIES DESCRIPTION
SECTION 1
DESCRIPTION
The O-540 and IO-540 series are six cylinder, direct drive, horizontally opposed, air cooled engines.
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; the 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. Reference to the left and right side is made with the observer facing the
rear of the engine. The cylinders are numbered from front to rear, odd numbers on the right, even numbers
on the left. The direction of rotation for accessory drives is determined with the observer facing the drive
pad.
Cylinders – The cylinders are of conventional air cooled construction with the two major parts, head and
barrel, screwed and shrunk together. The heads are made from an aluminum alloy casting with a fully
machined combustion chamber. Rocker shaft bearing supports are cast integral with the head along with
housings to form the rocker boxes for both 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 hydraulic tappets which operate the valves through push rods and valve rockers. The
valve rockers are supported on full-floating steel shafts. The valve springs bear against hardened steel seats
and are retained on the valve stems by means of split keys.
Crankcase – The crankcase assembly consists of two reinforced aluminum alloy castings, fastened together
by means of studs, bolts and nuts. The mating surfaces of the two castings are joined without the use of a
gasket, and the main bearing bores are machined for use of precision type main bearing inserts.
Crankshaft – The crankshaft is made from a chrome nickel molybdenum steel forging. All bearing journal
surfaces are nitrided. Freedom from torsional vibration is assured by a system of pendulum type dynamic
counterweights.
Connecting Rods – The connecting rods are made in the form of “H” sections 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 forging. The piston pin is a full floating type
with a plug located in each end of the pin. Depending on the cylinder assembly, pistons may be machined
for either three or four rings and may employ either half-wedge or full-wedge rings. Consult the latest
revision of Service Instruction No. 1037 for proper piston and ring combinations.
Accessory Housing – The accessory housing is made from an aluminum casting and is fastened to the rear of
the crankcase and the top rear of the sump. It forms a housing for the oil pump and the various accessory
drives.
1-1
SECTION 1 LYCOMING OPERATOR’S MANUAL
DESCRIPTION O-540, IO-540 SERIES
Oil Sump (O-540, IO-540-C, -D, -J, -N, -R) – The sump incorporates an oil drain plug, oil suction screen,
mounting pad for carburetor or fuel injector, the intake riser and intake pipe connections.
Oil Sump and Induction Assembly (Except O-540, IO-540-C, -D, -J, -N, -R) – This assembly consists of the
oil sump bolted to a mated cover containing intake pipe extensions for the induction system. When bolted
together they form a mounting pad for the air inlet housing. Fuel drain plugs are provided in the cover and
the sump incorporates oil drain plugs and an oil suction screen.
Cooling System – These engines are designed to be cooled by air pressure actuated by the forward speed of
the aircraft. Baffles are provided to build up a pressure and force the air through the cylinder fins. The air is
then exhausted to the atmosphere through gills or augmentor tubes usually located at the rear of the cowling.
Induction System – Lycoming O-540 series engines are equipped with a Marvel-Schebler MA-4-5
carburetor. Particularly good distribution of the fuel-air mixture to each cylinder is obtained through the
center zone induction system, which is integral with the oil sump and is submerged in oil, insuring a more
uniform vaporization of fuel and aiding in cooling the oil in the sump. From the riser the fuel-air mixture is
distributed to each cylinder by individual intake pipes.
Lycoming IO-540 series engines are equipped with either a Bendix type RS or RSA fuel injector. The fuel
injection system schedules fuel flow in proportion to air flow and fuel vaporization takes place at the intake
ports.
A brief description of the carburetor and fuel injectors follows:
The Marvel-Schebler MA-4-5 carburetor is of the single barrel float type and is equipped with a manual
mixture control and an idle cut-off.
The Marvel-Schebler HA-6 is a horizontal mounted carburetor equipped with a manual mixture control
and idle cut-off.
The Bendix RS type fuel injection system operates by measuring the air flow through the throttle body of
the servo valve regulator controls, and uses this measurement to operate a servo valve within the control.
The regulated fuel pressure established by the servo valve is used to control the distributor valve assembly,
which then schedules fuel flow in proportion to air flow.
The Bendix RSA type fuel injection system is based on the principle of measuring air flow and using the
air flow signal in a stem type regulator to convert the air force into a fuel force. This fuel force (fuel
pressure differential) when applied across the fuel metering section (jetting system) makes fuel flow
proportional to air flow.
NOTE
The letter “D” used as the 4th or 5th character in the model suffix means that the basic model
configuration has been altered by the use of dual magnetos housed in a single housing.
Example – basic model IO-540-K1A5 becomes IO-540-K1A5D.
Operational aspects of engines are the same, and performance data for the basic model still
apply.
1-2
SECTION 2
SPECIFICATIONS
Page
O-540-A, -B, -E, -G, -H Series..................................................................................................................... 2-1
O-540-F, -J, -L Series; IO-540-A, -B, -E, -G, -P Series............................................................................. 2-2
IO-540-C, -D, -J, -N, -R, -T, -V Series........................................................................................................ 2-3
IO-540-K, -L, -M, -S, -W, -AA Series......................................................................................................... 2-4
IO-540-AB, -AC, -AE Series ....................................................................................................................... 2-5
Standard Engine Weights ........................................................................................................................... 2-6
Accessory Drives .......................................................................................................................................... 2-7

O-540, IO-540 SERIES SPECIFICATIONS
SECTION 2
SPECIFICATIONS
O-540-A* SERIES
FAA Type Certificate ....................................................................................................................................295
Rated horsepower...........................................................................................................................................250
Rated speed RPM.........................................................................................................................................2575
Bore, inches.................................................................................................................................................5.125
Stroke, inches..............................................................................................................................................4.375
Displacement, cubic inches.........................................................................................................................541.5
Compression ratio ....................................................................................................................................... 8.5:1
Firing order .......................................................................................................................................1-4-5-2-3-6
Spark occurs, degrees BTC..............................................................................................................................25
Valve rocker clearance (hydraulic tappets collapsed) ......................................................................... .028-.080
Prop. drive ratio ............................................................................................................................................. 1:1
Prop. driven rotation ...........................................................................................................................Clockwise
O-540-B SERIES
Rated speed RPM.........................................................................................................................................2575
Bore, inches.................................................................................................................................................5.125
Stroke, inches..............................................................................................................................................4.375
Firing order .......................................................................................................................................1-4-5-2-3-6
Prop. drive ratio ............................................................................................................................................. 1:1
O-540-E, -G, -H SEREIS
Rated speed RPM.........................................................................................................................................2700
Bore, inches.................................................................................................................................................5.125
Stroke, inches..............................................................................................................................................4.375
Firing order .......................................................................................................................................1-4-5-2-3-6
Prop. drive ratio ............................................................................................................................................. 1:1
* - O-540-A series engines (except –A3D5) has an alternate rating of 235 horsepower at 2400 RPM.
2-1
SPECIFICATIONS O-540, IO-540 SERIES
SPECIFICATIONS (CONT.)
O-540-J, -L SERIES

Rated speed RPM.........................................................................................................................................2400
Bore, inches.................................................................................................................................................5.125
Stroke, inches..............................................................................................................................................4.375
Displacement cubic inches..........................................................................................................................541.5
Firing order .......................................................................................................................................1-4-5-2-3-6
Prop. drive ratio ............................................................................................................................................. 1:1
O-540-F SERIES

Rated speed RPM.........................................................................................................................................2800
Bore, inches.................................................................................................................................................5.125
Stroke, inches..............................................................................................................................................4.375
Firing order .......................................................................................................................................1-4-5-2-3-6
Prop. drive ratio ............................................................................................................................................. 1:1
IO-540-A, -B, -E, -G, -P SERIES
FAA Type Certificate ................................................................................................................................... 1E4

Rated speed RPM.........................................................................................................................................2575
Bore, inches.................................................................................................................................................5.125
Stroke, inches..............................................................................................................................................4.375
Firing order .......................................................................................................................................1-4-5-2-3-6
Prop. drive ratio ............................................................................................................................................. 1:1
2-2
IO-540-D, -N, -R, -T*, -V SERIES
Rated speed RPM.........................................................................................................................................2700
Bore, inches.................................................................................................................................................5.125
Stroke, inches..............................................................................................................................................4.375
Firing order .......................................................................................................................................1-4-5-2-3-6
Prop. drive ratio ............................................................................................................................................. 1:1
* - IO-540-T4B5 model engine has an alternate rating of 250 horsepower at 2575 RPM. When operated at
alternate rating, all performance data pertinent to the IO-540-C series is applicable.
IO-540-C* SERIES
Rated speed RPM.........................................................................................................................................2575
Bore, inches.................................................................................................................................................5.125
Stroke, inches..............................................................................................................................................4.375
Firing order .......................................................................................................................................1-4-5-2-3-6
Prop. drive ratio ............................................................................................................................................. 1:1
* - IO-540-C4D5D model engine has an alternate rating of 235 horsepower at 2400 RPM. When operated at
alternate rating, all performance data pertinent to the IO-540-W series is applicable.
IO-540-J SERIES
Rated speed RPM.........................................................................................................................................2575
Bore, inches.................................................................................................................................................5.125
Stroke, inches..............................................................................................................................................4.375
Firing order .......................................................................................................................................1-4-5-2-3-6
Prop. drive ratio ............................................................................................................................................. 1:1
2-3
IO-540-K*, -L, -M, -S* SERIES
Rated speed RPM.........................................................................................................................................2700
Bore, inches.................................................................................................................................................5.125
Stroke, inches..............................................................................................................................................4.375
Firing order .......................................................................................................................................1-4-5-2-3-6
Prop. drive ratio ............................................................................................................................................. 1:1
* - IO-540-K1C5, -K1F5, -K1J5 and -S1A5 model engines have alternate rating of 290 horsepower at 2575
RPM. When operated at alternate rating, all performance data pertinent to the IO-540-G series is
applicable.
IO-540-W SERIES
Rated speed RPM.........................................................................................................................................2400
Bore, inches.................................................................................................................................................5.125
Stroke, inches..............................................................................................................................................4.375
Firing order .......................................................................................................................................1-4-5-2-3-6
Prop. drive ratio ............................................................................................................................................. 1:1
IO-540-AA SERIES
Rated speed RPM.........................................................................................................................................2425
Bore, inches.................................................................................................................................................5.125
Stroke, inches..............................................................................................................................................4.375
Firing order .......................................................................................................................................1-4-5-2-3-6
Prop. drive ratio ............................................................................................................................................. 1:1
2-4
IO-540-AB SERIES

Rated speed RPM.........................................................................................................................................2400
Bore, inches.................................................................................................................................................5.125
Stroke, inches..............................................................................................................................................4.375
Firing order .......................................................................................................................................1-4-5-2-3-6
Valve rocker clearance (hydraulic tappets collapsed) ........................................................................ .028.-.080
Prop. drive ratio ............................................................................................................................................. 1:1
IO-540-AC SERIES

Rated speed RPM.........................................................................................................................................2700
Bore, inches.................................................................................................................................................5.125
Stroke, inches..............................................................................................................................................4.375
Firing order .......................................................................................................................................1-4-5-2-3-6
Prop. drive ratio ............................................................................................................................................. 1:1
IO-540-AE SERIES

Rated speed RPM.........................................................................................................................................2800
Bore, inches.................................................................................................................................................5.125
Stroke, inches..............................................................................................................................................4.375
Firing order .......................................................................................................................................1-4-5-2-3-6
Prop. drive ratio ............................................................................................................................................. 1:1
2-5
1. STANDARD ENGINE, DRY WEIGHT
MODEL LBS.
O-540-L3C5D ...........................................................................................................................................387.00
O-540-J1A5D, -J2A5D, -J1B5D, -J2B5D ................................................................................................387.00
O-540-J3A5D, -J3C5D .............................................................................................................................388.00
O-540-B1A5, -B2A5, -B4A5....................................................................................................................395.00
O-540-B1B5, -B2B5, -B4B5, -J3A5.........................................................................................................395.00
O-540-A2B, -B1D5...................................................................................................................................396.00
O-540-F1B5 ..............................................................................................................................................400.00
O-540-B2C5, -E4A5 .................................................................................................................................402.00
O-540-E4B5..............................................................................................................................................403.00
O-540-E4C5..............................................................................................................................................404.00
O-540-A1A, -A1A5, -A4A5 .....................................................................................................................405.00
O-540-A1B5, -A1C5, -A4B5....................................................................................................................406.00
O-540-A1D, -A4C5, -A1D5, -A4D5 ........................................................................................................406.00
O-540-A3D5, -H1B5D, -H2B5D..............................................................................................................412.00
O-540-G1A5, -G2A5 ................................................................................................................................415.00
O-540-H1A5, -H2A5 ................................................................................................................................416.00
IO-540-AB1A5 .........................................................................................................................................382.00
IO-540-W1A5, -W1A5D ..........................................................................................................................400.00
IO-540-W3A5D ........................................................................................................................................401.00
IO-540-C1C5, -C2C, -C4C5, -C4D5 ........................................................................................................402.00
IO-540-C1B5, -C4B5................................................................................................................................404.00
IO-540-J4A5 .............................................................................................................................................409.00
IO-540-C4B5D, -C4D5D..........................................................................................................................410.00
IO-540-D4A5, -D4B5, -T4A5D, -T4B5D ................................................................................................412.00
IO-540-V4A5D .........................................................................................................................................414.00
IO-540-T4B5.............................................................................................................................................418.00
IO-540-T4C5D..........................................................................................................................................424.00
IO-540-N1A5............................................................................................................................................428.00
IO-540-R1A5 ............................................................................................................................................437.00
IO-540-B1A5, -B1C5, -E1A5...................................................................................................................442.00
IO-540-A1A5, -E1B5 ...............................................................................................................................443.00
IO-540-E1C5, -G1A5, -AE1A5................................................................................................................447.00
IO-540-G1E5 ............................................................................................................................................448.00
IO-540-G1F5.............................................................................................................................................449.00
IO-540-G1B5 ............................................................................................................................................453.00
IO-540-G1C5, -G1D5, -AC1A5 ...............................................................................................................454.00
IO-540-P1A5.............................................................................................................................................455.00
IO-540-K1E5D .........................................................................................................................................466.00
IO-540-M1A5, -M1B5D...........................................................................................................................467.00
IO-540-K1G5, -K1H5, -K1J5D, -L1A5D, -M1C5 ...................................................................................468.00
IO-540-K1A5, -K2A5, -K1B5, -K1C5, -K1K5........................................................................................469.00
IO-540-K1F5D, -K1G5D..........................................................................................................................469.00
IO-540-K1E5, -K1A5D ............................................................................................................................470.00
2-6
1. STANDARD ENGINE DRY WEIGHT (CONT.)
MODEL LBS.
IO-540-L1C5, -L1B5D .............................................................................................................................471.00

IO-540-K1J5 .............................................................................................................................................472.00
IO-540-K1D5, -K1F5 ...............................................................................................................................473.00
IO-540-S1A5.............................................................................................................................................475.00
IO-540-AA1A5, -AA1B5 .........................................................................................................................479.00
1. ACCESSORY DRIVES
*Accessory Drive Drive Ratio **Direction of Rotation
Starter 16.556:1 Counterclockwise
Generator 1.910:1 Clockwise
Generator (Optional) 2.500:1 Clockwise
Alternator 3.200:1 Clockwise
Alternator (Optional) 3.630:1 Clockwise
Vacuum Pump 1.300:1 Counterclockwise
Hydraulic Pump 1.385:1 Clockwise
Hydraulic Pump† 1.300:1 Clockwise
Tachometer .500:1 Clockwise
Propeller Governor .895:1 Clockwise
Propeller Governor‡ .947:1 Clockwise
Magneto Drive: Single 1.500:1 Clockwise
Magneto Drive: Dual .750:1 Clockwise
Fuel Pump – AN (Single Mag) 1.000:1 Counterclockwise
Fuel Pump – AN (Dual Mag) 1.000:1 Clockwise
Fuel Pump – Plunger Operated .500:1 Counterclockwise
* - When applicable.
** - Viewed facing drive pad – NOTE that engines with “L” in prefix will have opposite rotation to the
above.
† - Dual magneto drive.
‡ - Wide cylinder flange series.
2-7
OPERATING INSTRUCTIONS O-540, IO-540 SERIES
Figure 3-20. Normally Aspirated Fuel Consumption Curve –

IO-540-J
3-32
O-540, IO-540 SERIES OPERATING INSTRUCTIONS
Figure 3-21. Sea Level and Altitude Performance Curve – IO-540-J
3-33
Figure 3-22. Part Throttle Fuel Consumption Curve –

IO-540-K, -L, -M, -S
3-34
Figure 3-23. Sea Level and Altitude Performance Curve – IO-540-K, -L, -M, -S
3-35
Figure 3-24. Fuel Flow vs Percent Rated Power Curve –

IO-540-W Series
3-36
Figure 3-25. Sea Level and Altitude Performance Curve – IO-540-W Series
3-37
Figure 3-26. Fuel Flow vs Percent Rated Power –

IO-540-AA1A5
3-38
Figure 3-27. Sea Level and Altitude Performance Curve – IO-540-AA1A5
3-39
Figure 3-28. Sea Level and Altitude Performance Curve – IO-540-AB Series
3-40

IO-540-AC Series
3-41
Figure 3-30. Sea Level and Altitude Performance Curve – IO-540-AC Series
3-42

IO-540-AE Series
3-43
OPERATING INSTRUCTIONS O-540, IO-540 SEIES
Sea Level and Altitude Performance Curve – IO-540-AE Series
3-44
SECTION 4
PERIODIC INSPECTIONS
Page
General.......................................................................................................................................................... 4-1
Pre-Starting Inspection ............................................................................................................................... 4-1
Daily Pre-Flight Inspection ......................................................................................................................... 4-2
10-Hour Inspection ...................................................................................................................................... 4-2
25-Hour Inspection ...................................................................................................................................... 4-2
50-Hour Inspection ...................................................................................................................................... 4-2
100-Hour Inspection .................................................................................................................................... 4-3
400-Hour Inspection .................................................................................................................................... 4-4
Non-Scheduled Inspections ......................................................................................................................... 4-4

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O-540, IO-540 SERIES PERIODIC INSPECTIONS
SECTION 4
PERIODIC INSPECTIONS
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.
Among the major causes of poor pre-flight inspection are lack of concentration, reluctance to
acknowledge the need for a check list, carelessness bred by familiarity and haste.
4-1
PERIODIC INSPECTIONS O-540, IO-540 SERIES
1. DAILY PRE-FLIGHT (ENGINE).

a. Be sure all switches are in the “Off” position.
b. Be sure magneto ground wires are connected.
c. Check oil level.
d. Check fuel level.
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. 10-HOUR INSPECTION (ENGINE). After the first ten (10) hours of operating time, new, rebuilt, or
newly overhauled engines replace the oil filter, and conduct an inspection of the contents of the used oil
filter for traces of metal particles.
3. 25-HOUR INSPECTION (ENGINE). At twenty-five (25) hours of operating time since the first
inspection, new, rebuilt, or newly overhauled engines should undergo a 50-hour inspection including
draining and renewing lubricating oil, replacing the oil filter, and inspecting the contents of the used oil
filter.
NOTE
If the engine does not have a full-flow oil filter, change oil every 25 hours; also, inspect oil
pressure and suction screens for metal contamination, and clean thoroughly before
reinstallation.
4. 50-HOUR INSPECTION (ENGINE). 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, clean them and check electrode gap. Rotate bottom
plugs to upper position.
(2) Examine spark plug leads of cable and ceramics for corrosion and deposits. This condition is
evidence of either leaking spark plugs, improper cleaning of the spark plug walls or connector
ends. Where this condition is found, clean the cable ends, spark plug walls and ceramics with a
dry, clean cloth or a clean cloth moistened with methyl-ethyl-ketone. All parts should be clean and
dry before reassembly.
(3) Check ignition harness for security of mounting clamps and be sure connections are tight at spark
plug and magneto terminals.
4-2
O-540, IO-540 SERIES PERIODIC INSPECTIONS
b. Fuel Line and Induction System – 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 clamps and lubricate if necessary. Check the air intake ducts for
leaks, security, filter damage; evidence of dust or other solid material in the ducts is indicative of
inadequate filter care or damaged filter. Check vent lines for evidence of fuel or oil seepage; if
present, fuel pump may require replacement.
c. Lubrication System –
(1) Check oil lines for leaks, particularly at connections; for security of anchorage and for wear due to
rubbing or vibration, for dents and cracks.
(2) Replace elements on external full-flow oil filters. Before disposing of used element check interior
folds for traces of metal particles that might be evidence of internal engine damage. Drain and
renew lubricating oil. (Reference latest revision of Service Instruction No. 1014 for proper oil.)
d. Exhaust System – Check attaching flanges at exhaust ports on cylinders for evidence of leakage. If
they are loose, they must be removed and machined flat before they are reassembled and tightened.
Examine exhaust manifolds for general condition.
e. Cooling System – Check cowling, baffles and baffle seals 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 in.-lbs.).
Check cylinders for evidence of excessive heat which is indicated by burned paint on the cylinder.
This condition is indicative of internal damage to the cylinder and, if found, its cause must be
determined and corrected before the aircraft resumes operation.
Heavy discoloration and appearance of seepage at cylinder head and barrel attachment area is
usually due to emission of thread lubricant used 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 not detrimental to engine performance and operation. If it can be proven that leakage
exceeds these conditions, the cylinder should be replaced.
5. 100-HOUR INSPECTION. In addition to the items listed for daily pre-flight, and 50-hour inspection, the
following maintenance checks should be made after every one hundred hours of operation.
a. 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, regap, and rotate them. Replace if necessary.
4-3
PERIODIC INSPECTIONS O-540, IO-540 SERIES
b. Lubrication System – Drain and renew lubricating oil.
c. Magnetos – Check breaker points for pitting and minimum gap. Check for excessive oil in the breaker
compartment, if found, wipe dry with a clean lintless cloth. The felt located at the breaker points
should be lubricated in accordance with the magneto manufacturer’s instructions. Check magneto to
engine timing. (Timing procedures for Bendix and Slick magnetos are covered in the Maintenance
Procedures Section.)
d. Engine Accessories – Engine mounted accessories such as pumps, temperature and pressure sensing
units should be checked for secure mounting, tight connections.
e. Cylinders – Check cylinders visually for cracked or broken fins.
f. Engine Mounts – Check engine mounting bolts and bushings for security and excessive wear. Replace
any excessive wear. Replace any bushings that are excessively worn.
g. Primer Nozzles – Disconnect primer nozzles from engine and check for equal flow.
h. Fuel Injector Nozzles and Lines – Check fuel injector nozzles for looseness. Tighten to 60 in.-lbs.
torque. Check fuel line for dye stains at connections (indicating leakage) and security of lines. Repair
or replacement must be accomplished before aircraft resumes operation.
i. Carburetor – Check throttle body attaching screws for tightness; the correct torque for these screws is
40-50 in.-lbs.
6. 400-HOUR INSPECTION. In addition to the items listed for daily 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 of abnormal wear or broken parts in the area of the valve tips, valve keeper,
springs and spring seats. If any indications are found, the cylinder and all of its components should be
removed (including the piston and connecting rod assembly) and inspected for further damage. Replace any
parts that do not conform with limits shown in the latest revision of Special Service Publication No. SSP-
1776.
7. NON-SCHEDULED INSPECTIONS. Occasionally, service bulletins or service instructions are issued by

Lycoming that require inspection procedures that are not listed in this manual. Such publications, usually
are limited to specified engine models and become obsolete after corrective modification has been
accomplished. All such publications are available from Lycoming distributors, or from the factory by
subscription. Consult the latest revision of Service Letter No. L114 for subscription information.
Maintenance facilities should have an up-to-date file of these publications available at all times.
4-4
SECTION 5
MAINTENANCE PROCEDURES
Page
General.......................................................................................................................................................... 5-1
Ignition and Electrical System
Ignition Harness and Wire Replacement................................................................................................. 5-1
Timing Magneto to Engine........................................................................................................................ 5-1
Generator or Alternator Output .............................................................................................................. 5-7
Fuel System
Repair of Fuel Leaks.................................................................................................................................. 5-7
Carburetor or Fuel Injector Inlet Screen Assembly............................................................................... 5-7
Fuel Grades and Limitations .................................................................................................................... 5-7
Air Intake Ducts and Filter....................................................................................................................... 5-7
Idle Speed and Mixture Adjustment ........................................................................................................ 5-7
Lubrication System
Oil Grades and Limitations....................................................................................................................... 5-8
Oil Suction and Oil Pressure Screens ...................................................................................................... 5-8
Oil Relief Valve .......................................................................................................................................... 5-8
Cylinders....................................................................................................................................................... 5-9
Generator or Alternator Drive Belt Tension........................................................................................... 5-12

O-540, IO-540 SERIES MAINTENANCE PROCEDURES
SECTION 5
MAINTENANCE PROCEDURES
The procedures described in this section are provided to guide and instruct personnel in performing such
maintenance operations that may be required in conjunction with the periodic inspections listed in the
preceding section. No attempt is made to include repair and replacement operations that will be found in the
applicable Lycoming Overhaul Manual.
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 (Bendix) –
(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, which 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. (Refer to Specification chapter or to engine nameplate for designated
number of degrees of spark advance.) At this point, the engine is ready for assembly of the
magnetos.
(2) Single Magneto – Remove the inspection plugs from both magnetos and turn the drive shaft in
direction of normal rotation until (-20 and -200 series) the first painted chamfered tooth on the
distributor gear is aligned in the center of the inspection window (-1200 series) the applicable
timing mark on the distributor gear is approximately aligned with the mark on the distributor
block. See Figure 5-2. Being sure the gear does not move from this position, install gaskets and
magnetos on the engine. Note that an adapter is used with all magnetos. Secure with (clamps on -
1200 series) washers and nuts; tighten only finger tight.
(3) Using a battery-powered timing light, attach the positive lead to a suitable terminal connected to
the switch terminal of the magneto and the negative lead to any unpainted portion of the engine.
Rotate the magneto in its mounting flange to a point where the light comes on, then slowly turn it
in the opposite direction until the light goes out. Bring the magneto back slowly until the light just
comes on. Repeat this with the second magneto.
(4) Back off the crankshaft a few degrees; the timing light should go out. Bring the crankshaft slowly
back in direction of normal rotation until the timing mark and the hole in the starter housing are in
alignment. At this point, both lights should go on simultaneously. Tighten nuts to specified torque.
(5) Dual Magnetos – Place the engine in the No. 1 advance firing position as directed in paragraph
1b(1).
(6) Install the magneto-to-engine gasket on the mounting flange.
5-1
MAINTENANCE PROCEDURES O-540, IO-540 SERIES
Figure 5-1. Ignition Wiring Diagram
Figure 5-2. Timing Marks – 6 Cylinder –1200 Series
5-2
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.
(7) To remove engine-to-magneto drive gear train backlash, turn engine magneto drive as far as possible
in direction opposite to normal rotation; then return in the direction of normal rotation to timing mark
on starter support.
(8) 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.
(9) 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.
(10) 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.
(11) 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.
(12) 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.
(13) Turn the entire magneto in direction of rotor rotation until the red timing light comes on.
(14) 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.
(15) Back the engine up approximately 10° and then carefully “bump” the engine forward at the same
time observing the timing lights.
(16) At the No. 1 firing position of the engine, the red light should go off indicating left main bearing
opening. The right main breaker, monitored by the green light, must open within ± 2 engine degrees
of the No. 1 firing position.
(17) Repeat steps (13) thru (15) until the condition described in paragraph (16) is obtained.
(18) Complete tightening of the magneto securing clamps by torquing to 150 in.-lbs.
(19) Recheck timing once more and if satisfactory disconnect timing light. Remove adapter leads.
(20) Reinstall plugs in timing inspection holes and torque to 12-15 in.-lbs.
5-3
Figure 5-3. Ignition Wiring Diagram – Dual Magneto
5-4
c. Timing Magnetos to Engine (Slick) –
(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. (Refer to Specification chapter or to engine nameplate for designated number of
degrees of spark advance.) At this point, the engine is ready for assembly of the magnetos.
(2) Remove the ignition harness from the left (retard breaker) magneto, if installed. Insert the Slick T-
118 timing pin in the hole marked “L” on the face of the distributor block. Apply a slight inward
pressure to the pin and slowly rotate the magneto drive shaft clockwise until the shoulder of the
pin seats against the distributor block. When properly engaged, the timing pin will be inserted 7/8
inch into the distributor block.
NOTE
If the magneto shaft cannot be rotated and if the timing pin is not seated 7/8 inch into the
distributor block, remove the pin, rotate the drive shaft 1/8 turn and repeat the insertion
procedure.
CAUTION
DO NOT ROTATE THE MAGNETO ROTOR SHAFT WITH THE TIMING PIN INSERTED
INTO THE DISTRIBUTOR BLOCK. THIS COULD DAMAGE THE INTERNAL
COMPONENTS OF THE MAGNETO.
(3) Inspect the left magneto accessory housing mounting pad to ensure that magneto drive dampers,
adapter, and gaskets are there and installed properly. Position the magneto on its side with the top
of the magneto located outboard away from the accessory housing vertical centerline. Install the
magneto onto the mounting pad. Be sure the drive dampers remain in place when the magneto
drive is inserted into the drive gear. Secure the magneto to the accessory housing with the proper
clamps, washers, and nuts. Tighten nuts only finger tight.
CAUTION
DO NOT ROTATE THE MAGNETO OR ENGINE WITH THE TIMING PIN INSERTED
INTO THE MAGNETO DISTRIBUTOR BLOCK. THIS COULD CAUSE DAMAGE TO THE
INTERNAL COMPONENTS OF THE MAGNETO.
(4) Remove the timing pin from the distributor block.
(5) Repeat steps (2), (3), (4) for the right (plain) magneto.
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.
5-5
(6) Attach a timing light to the magneto condenser stud according to the timing light manufacturer’s
instructions.
(7) Rotate the magneto assembly in the direction of rotor rotation until the timing light comes on. If
the light is on initially, rotation of the magneto is not required. This indicates the breaker points
are closed.
(8) Slowly rotate the magneto assembly in the opposite direction, until the light goes out or the
breaker points open.
(9) Alternately tighten the magneto mounting nut clamps to 8 ft.-lbs. torque. Continue to tighten both
nuts alternately, in several steps, to 17 ft.-lbs. torque.
(10) Repeat steps (6) thru (9) for the second magneto.
(11) Rotate the engine approximately 10° opposite to the normal rotational direction. The timing
lights should light. Slowly (bump) rotate the engine in the normal direction until the timing
lights go out. Both lights should go out within ± 1° of the designated timing mark on ring gear
with the dot on the starter housing as referenced in step (1).
(12) Repeat steps (6) thru (10) until the condition described in step (11) is satisfied.
(13) If the magneto position (± 15° from the mounting pad horizontal centerline allowed)
interference is encountered, which is unlikely, the magneto must be removed and the drive gear
in the accessory housing repositioned. Care must be taken not to drop the dampers into the
engine during the repositioning of the drive gear.
(14) Remove timing light leads from the magnetos.
(15) Attach the appropriate switch or P-Leads to the condenser terminal of each magneto using a
lockwasher and nut. Torque nut to 13-15 in.-lbs.
(16) Retard Breaker – Attach one positive lead of the timing light to retard breaker terminal and the
negative lead to ground. Set the engine required number of degrees before top center on the
compression stroke of the number 1 cylinder. The timing light should be on, indicating the
retard breaker points are closed. Slowly rotate the engine in the normal direction until the timing
light goes out indicating the points opened. The TC #1 timing mark on the ring gear should be
aligned with the dot on the starter housing within ± 3°. If the timing of these points is incorrect,
refer to the Slick Maintenance Manual for the procedure and proper adjustment of the contact
points.
(17) Attach the switch retard breaker lead to the retard post on the magneto (left magneto only) using
a lockwasher and nut. Torque nut to 13-15 in.-lbs.
(18) Install ignition harness assemblies on the magnetos. The left magneto harness is marked “left”
and the right magneto harness is marked “right”. Check for proper installation of the “O” ring
seal in the wire cap. Torque cap-mounting screws to 18-20 in.-lbs.
5-6
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.
c. Generator or Alternator Output – Check the generator or alternator (whichever is applicable) to

determine that the specified voltage and current are being obtained.
2. FUEL SYSTEM.
a. Repair of Fuel Leaks – In the event a line or fitting in the fuel system is replaced, use only a fuel-
soluble lubricant, such as Loctite Hydraulic Sealant. Do not use Teflon tape or any other form of
thread compound. Do not apply sealant to the first two threads.
b. Carburetor or Fuel Injector Inlet Screen Assembly – Remove the assembly and check the screen for
distortion or openings in the strainer. Replace for either of these conditions. Clean screen assembly in
solvent and dry with compressed air. To install the screen assembly, place the gasket on the screen
assembly and install the assembly in the throttle body and tighten to 35-40 inch pounds torque for
carburetor or 60-70 inch pounds torque for fuel injector.
c. Fuel Grades and Limitations – See recommended fuel grades in Section 3, or reference latest revision
of Service Instruction No. 1070.
In the event that the specified fuel is not available at some locations, it is permissible to use higher
octane fuel. Fuel of a lower octane than specified is not to be used. Do not use automotive fuel
regardless of octane rating.
NOTE
Refer to the latest revision of Service Instruction No. 1070 regarding specified fuel for
Lycoming engines.
d. Air Intake Ducts and Filter – Check all air intake ducts for dirt or restrictions. Inspect and service air
filters as instructed in the airframe manufacturer’s handbook.
e. Idle Speed and Mixture Adjustment –
(1) Start the engine and warm up in the usual manner until oil and cylinder head temperatures are
normal.
(2) Check magnetos. If the “mag-drop” is normal (refer to Section 3.6), proceed with idle adjustment.
(3) Set throttle stop screw so that the engine idles at the aircraft manufacturer’s recommended idling
RPM. If the RPM changes appreciably after making idle mixture adjustment during the
succeeding steps, readjust the idle speed to the desired RPM.
60297-10-3 - Revised March 2009 5-7

(4) When the idling speed has been stabilized, move the cockpit mixture control lever with a very
slow, steady pull toward the “Idle Cut-Off” position and observe the tachometer for any change
during the leaning process. Caution must be exercised to return the mixture control to the “Full
Rich” position before the RPM can drop to a point where the engine cuts out. An increase of more
than 35 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.
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
pickup of approximately 10 to 25 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 idle 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. LUBRICATION SYSTEM.
a. Oil Grades and Limitations – Service the engine in accordance with the recommendations shown in
Section 3.
b. Oil Suction and Oil Pressure Screens – At each fifty hours inspection remove, inspect for metal
particles, clean and reinstall.
NOTE
If an engine does not have a full-flow oil filter, change oil every 25 hours; also, inspect oil
pressure and suction screens for metal contamination, and clean thoroughly before
reinstallation.
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 (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.
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; or it 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.
5-8
NOTE
Check applicable parts catalog for optional size/pressure capacity relief- valve springs.
4. CYLINDERS. It is recommended that as a field operation, cylinder maintenance be confined to

replacement of the entire assembly. For valve replacement consult the proper overhaul manual. This should
be undertaken only as an emergency measure.
a. Removal of Cylinder Assembly –
(1) Remove exhaust manifold and cooling baffles.
(2) Remove rocker box drain tube, intake pipe, baffle and any clips that might interfere with the
removal of the cylinder.
(3) Disconnect ignition cables and remove the bottom spark plug.
(4) Remove rocker box cover and rotate crankshaft until piston is approximately at top center of the
compression stroke. This is indicated by a positive pressure inside of cylinder tending to push
thumb off of bottom spark plug hole.
(5) Slide valve rocker shafts from cylinder head and remove the valve rockers. Valve rocker shafts
can be removed after the cylinder is removed from the engine. Remove rotator cap from exhaust
valve stem.
(6) Remove push rods by grasping ball end and pulling rod out of shroud tube. Detach shroud tube
spring and lock plate and pull shroud tubes through holes in cylinder head.
NOTE
The hydraulic tappets, push rods, rocker arms and valves must be assembled in the same
location from which they were removed.
(7) Remove cylinder base nuts and hold down plugs (where employed), then remove cylinder by
pulling directly away from crankcase. Be careful not to allow the piston to drop against the
crankcase as the piston leaves the cylinder.
b. Removal of Piston from Connecting Rod – Remove the piston pin plugs. Insert piston pin puller (P/N
64843) through piston pin, assemble puller nut; then proceed to remove piston pin. Do not allow
connecting rod to rest on the cylinder bore of the crankcase. Support the connecting rod with heavy
rubber band, discarded cylinder base oil ring seal, or any other non-marring method.
c. Removal of Hydraulic Tappet Sockets and Plunger Assemblies – It will be necessary to remove and
bleed the hydraulic tappet plunger assembly so that dry tappet clearance can be checked when the
cylinder assembly is reinstalled. This is accomplished in the following manner:
(1) Remove the hydraulic tappet push rod socket by inserting the forefinger into the concave end of
the socket and withdrawing. If the socket cannot be removed in this manner, it may be removed by
grasping the edge of the socket with a pair of needle nose pliers. However, care must be exercised
to avoid scratching the socket.
5-9
(2) To remove the hydraulic tappet plunger assembly, use the special Lycoming service tool. In the
event that the tool is not available, the hydraulic tappet plunger assembly may be removed by a
hook in the end of a short piece of lockwire, inserting the wire so that the hook engages the spring
of the plunger assembly. Draw the plunger assembly out of the tappet body by gently pulling the
wire.
CAUTION
NEVER USE A MAGNET TO REMOVE HYDRAULIC PLUNGER ASSEMBLIES FROM
THE CRANKCASE. THIS CAN CAUSE THE CHECK BALL TO REMAIN OFF ITS SEAT,
RENDERING THE UNIT INOPERATIVE.
d. Assembly of Hydraulic Tappet Plunger Assemblies – To assemble the unit, unseat the ball by inserting
a thin clean wire through the oil inlet hole. With the ball off its seat, insert the plunger and twist
clockwise so that the spring catches. All oil must be removed before the plunger is inserted.
e. Assembly of Cylinder and Related Parts – Rotate the crankshaft so that the connecting rod of the
cylinder being assembled is at the top center of compression stroke. This can be checked by placing
two fingers on the intake and exhaust tappet bodies. Rock crankshaft back and forth over top center. If
the tappet bodies do not move, the crankshaft is on the compression stroke.
Figure 5-4. Location of Shims Between Cylinder Barrel and Hold-Down Plates
(where applicable) and Sequence of Tightening Cylinder Base Hold-Down Nuts
5-10
(1) Place each plunger assembly in its respective tappet body and assemble the socket on top of
plunger assembly.
(2) Assemble piston with rings so that the number stamped on the piston pin boss is toward the front
of the engine. The piston pin should be of a hand push fit. If difficulty is experienced in inserting
the piston pin, it is probably caused by carbon or burrs in the piston pin hole. During assembly,
always use a generous quantity of oil, both in the piston 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) Space piston ring gaps. Then, using a piston ring compressor, assemble the cylinder over the
piston so that the intake port is at the bottom of the engine. Push the cylinder all the way on,
catching the ring compressor as it is pushed off.
NOTE
Before installing cylinder hold-down nuts, lubricate crankcase thru-stud threads with any
one of the following lubricants, or combinations 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) Assemble hold-down plates (where applicable) and 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) (Engines using hold-down plates) – Install shims between cylinder base hold-down plates and
cylinder barrel, as directed in Figure 5-4, and tighten ½ inch hold-down nuts to 300 in.-lbs. (25
ft.-lbs.) torque, using the sequence shown in Figure 5-4.
(b) Remove shims, and using the same sequence, tighten the ½ inch cylinder base nuts to 600 in.-
lbs. (50 ft.-lbs.) torque.
NOTE
Cylinder assemblies not using hold-down plate are tightened in the same manner as above
omitting the shims.
(c) Tighten the 3/8 inch hold-down nuts to 300 in.-lbs. (25 ft.-lbs.) torque. Sequence of tightening
is optional.
(d) After completing tightening sequence, recheck final torque value.
5-11
CAUTION
AFTER ALL CYLINDER BASE NUTS HAVE BEEN TIGHTENED, REMOVE ANY NICKS IN
THE CYLINDER FINS BY FILING OR BURRING.
(6) Install new shroud tube oil seals on both ends of shroud tube. Install shroud tube and lock in place
as required for type of cylinder.
(7) Assemble each push rod in its respective shroud tube. Then place rotator cap over end of exhaust
valve stem. Assemble each rocker in its respective position by placing rocker between bosses and
by sliding valve rocker shaft in place to retain rocker.
(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 spring. While holding the spring compressed, the
valve clearance should be between .028 and .080 inch. If clearance does not come within these
limits, remove the push rod and insert a longer or shorter push rod, as required to correct
clearance.
NOTE
Inserting a longer push rod will decrease the valve clearance.
(9) Install intercylinder baffles, rocker box covers, intake pipes, rocker box drain tubes and exhaust
manifold.
5. GENERATOR OR ALTERNATOR DRIVE BELT TENSION.
Check the tension of a new belt 25 hours after installation. Refer to latest revision of Service Instruction
No. 1129 for methods of checking generator or alternator drive belt tension.
5-12
SECTION 6
TROUBLE-SHOOTING
Page
Failure of Engine to Start............................................................................................................................ 6-1
Failure of Engine to Idle Properly.............................................................................................................. 6-2
Low Power and Uneven Running............................................................................................................... 6-2
Failure of Engine to Develop Full Power................................................................................................... 6-3
Rough Engine ............................................................................................................................................... 6-3
Low Oil Pressure.......................................................................................................................................... 6-3
High Oil Temperature ................................................................................................................................. 6-4
Excessive Oil Consumption......................................................................................................................... 6-4
High Fuel Flow Indication on Fuel Gage................................................................................................... 6-4

O-540, IO-540 SERIES TROUBLE-SHOOTING
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 to Start Lack of fuel Check if fuel valve is on. Check
fuel system for leaks. 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 normal manner.
Defective spark plugs Clean and adjust or replace spark

plugs.
Defective ignition wire Check with electric tester, and

replace any defective wires.
Defective battery Replace with charged battery.
Improper operation of magneto Check mag switch is on. Clean

breaker points. Check internal timing of
magnetos.
Lack of sufficient fuel flow Disconnect fuel line and check

fuel flow.
Water in fuel injector or carb. Drain fuel injector or carburetor

and fuel lines.
Internal failure Check oil screens for metal

particles. If found, complete
overhaul of the engine may be
indicated.
6-1
TROUBLE-SHOOTING O-540, IO-540 SERIES
Failure of Engine to Idle Incorrect idle mixture Adjust mixture.

Properly
Leak in induction system Tighten all connections in the

induction system. Replace any
parts that are defective.
Incorrect idle adjustment Adjust throttle stop to obtain

correct idle.
Uneven cylinder compression Check condition of piston rings

and valve seats.
Faulty ignition system Check entire ignition system.
Insufficient fuel pressure Adjust fuel pressure.
Leak in air bleed nozzle balance Check connection and replace if

line necessary.
Plugged fuel injector nozzle Clean or replace nozzle.
Flow divider fitting plugged Clean fitting.
Low Power and Uneven Running Mixture too rich; indicated by Readjustment of fuel injector or
sluggish engine operation, red carburetors by authorized
exhaust flame at night. Extreme personnel is indicated.
cases indicated by black smoke
from exhaust
Mixture too lean; indicated by Check fuel lines for dirt or other
overheating or backfiring restrictions. Readjustment of fuel
injector or carburetor by
authorized personnel is indicated.
Leaks in induction system Tighten all connections. Replace

defective parts.
Defective spark plugs Clean and gap or replace spark

plugs.
Improper fuel Fill tank with fuel of

recommended grade.
Magneto breaker points not Clean points. Check internal

working properly timing of magnetos.
6-2
O-540, IO-540 SERIES TROUBLE-SHOOTING
Low Power and Uneven Running Defective ignition wire Check wire with electric tester.
(Cont.) Replace defective wire.
Defective spark plug terminal Replace connectors on spark plug

connectors wire.
Failure of Engine to Develop Leak in induction system Tighten all connections and
Full Power replace defective parts.
Defective tachometer Replace tachometer.
Throttle lever out of adjustment Adjust throttle lever.
Improper fuel flow Check strainer, gage and flow at

the fuel line.
Restriction in air scoop Examine air scoop and remove

restrictions.
Improper fuel Drain and refill tank with

recommended fuel.
Faulty ignition Tighten all connections. Check

system with tester. Check ignition
timing.
Rough Engine Cracked engine mount Replace or repair mounting.
Defective mounting bushings Install new mounting bushings.
Uneven compression Check compression.
Low Oil Pressure Insufficient oil Fill sump to proper level with
recommended oil.
Defective pressure gage Replace.
Air lock or dirt in relief valve Remove and clean oil pressure
relief valve.
6-3
TROUBLE-SHOOTING O-540, IO-540 SERIES

Low Oil Pressure (Cont.) Leak in suction line or pressure Check gasket between accessory
line housing and crankcase.
High oil temperature See “High Oil Temperature” in
“Trouble” column.
Stoppage in oil pump intake Check line for obstruction. Clean
passage suction strainer.
High Oil Temperature Insufficient air cooling Check air inlet and outlet for
deformation or obstruction.
Insufficient oil supply Fill oil sump to proper level with
specified oil.
Defective temperature gage Replace gage.
Low grade of oil Replace with oil conforming to
specifications.
Clogged oil lines or strainers Remove and clean oil strainers.
Excessive blow-by Usually caused by worn or stuck
rings.
Failing or failed bearing Examine sump for metal particles.
If found, overhaul of engine is
indicated.
Excessive Oil Consumption Low grade of oil Fill tank with oil conforming to
specification.
Failing or failed bearings Check sump for metal particles.
Worn piston rings Install new rings.
Incorrect installation of piston Install new rings.
rings
Failure of rings to seal (new Use mineral base oil. Climb to
nitrided cylinders) cruise altitude at full power and
operate at 75% cruise power
setting until oil consumption
stabilizes.
High Fuel Flow Indication on Plugged fuel injector nozzle Clean or replace nozzle.
Fuel Gage
6-4
SECTION 7
INSTALLATION AND STORAGE
Page
Preparation of Engine for Installation....................................................................................................... 7-1
General........................................................................................................................................................ 7-1
Inspection of Engine Mounting ................................................................................................................ 7-1
Attaching Engine to Mounts ..................................................................................................................... 7-1
Oil and Fuel Line Connections ................................................................................................................. 7-1
Propeller Installation ................................................................................................................................. 7-1
Preparation of Carburetors and Fuel Injectors for Installation ............................................................. 7-2
Carburetor.................................................................................................................................................. 7-2
Fuel Injector ............................................................................................................................................... 7-2
Corrosion Prevention in Engines Installed in Inactive Aircraft.............................................................. 7-2
Installation Drawing .................................................................................................................................... 7-4

O-540, IO-540 SERIES INSTALLATION AND STORAGE
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 desiccant 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, safety wired, and the sump refilled 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.
CAUTION
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.
General – Should any of the dehydrator plugs, containing crystals of silica-gel or similar material, be broken
during their term of storage or upon their removal from the engine, and if any of the contents should fall into
the engine, that portion of the engine must be disassembled and thoroughly cleaned before using the engine.
The oil strainers should be removed and cleaned in gasoline or some other hydrocarbon solvent. The fuel
drain screen located in the fuel inlet of the carburetor or fuel injector should also be removed and cleaned in
a hydrocarbon solvent. The operator should also note if any valves are sticking. If they are, this condition
can be eliminated by coating the valve stem generously with a mixture of gasoline and lubrication oil.
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 recommendation 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.
7-1
INSTALLATION AND STORAGE O-540, IO-540 SERIES
2. PREPARATION OF CARBURETORS AND FUEL INJECTORS FOR INSTALLATION.
Carburetors and fuel injectors that have been prepared for storage should undergo the following procedure
before being placed in service.
Carburetor (MA-4-5) – 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.
Fuel Injector (Bendix) – Remove and clean the fuel inlet strainer assembly and reinstall. Inject clean fuel
into the fuel inlet connection with the fuel outlets uncapped until clean fuel flows from the outlets. Do not
exceed 15 psi inlet pressure.
CORROSION PREVENTION IN ENGINES INSTALLED IN INACTIVE AIRCRAFT
Corrosion can occur, especially in new or overhauled engines, on cylinder walls of engines that will be
inoperative for periods as brief as two days. Therefore, the following preservation procedure is
recommended for inactive engines and will be effective in minimizing the corrosion condition for a period
up to thirty days.
NOTE
Ground running the engine for brief periods of time is not a substitute for the following
procedure; in fact, the practice of ground running will tend to aggravate rather than
minimize this corrosion condition.
a. As soon as possible after the engine is stopped, move the aircraft into the hangar, or other shelter
where the preservation process is to be performed.
b. Remove sufficient cowling to gain access to the spark plugs and remove both spark plugs from each
cylinder.
c. Spray the interior of each cylinder with approximately two (2) ounces of corrosion preventive oil
while cranking the engine about five (5) revolutions with the starter. The spray gun nozzle may be
placed in either of the spark plug holes.
NOTE
Spraying should be accomplished using an airless spray gun (Spraying Systems Co.,
“Gunjet” Model 24A-8395 or equivalent). In the event an airless spray gun is not available,
personnel should install a moisture trap in the air line of a conventional spray gun and be
certain oil is hot at the nozzle before spraying cylinders.
d. With the crankshaft stationary, again spray each cylinder through the spark plug holes with
approximately two ounces of corrosion preventive oil. Assemble spark plugs and do not turn
crankshaft after cylinders have been sprayed.
The corrosion preventive oil to be used in the foregoing procedure should conform to specification MIL-
L-6529, Type I heated to 200°F/220°F (93°C/104°C) spray nozzle temperature.
7-2
NOTE
Oils of the type mentioned are to be used in Lycoming aircraft engines for corrosion
prevention only, and not for lubrication. See the latest revision of Lycoming Service
Instruction No. 1014 and Service Bulletin No. 318 for recommended lubricating oil.
7-3
Figure 7-1. Installation Drawing – Left Side View – O-540 Series
Figure 7-2. Installation Drawing – Rear View – O-540 Series
7-4
Figure 7-3. Installation Drawing – Left Side View – IO-540-C, -D, -J, -N
Figure 7-4. Installation Drawing – Rear View – IO-540-C, -D, -J, -N
7-5
Figure 7-5. Installation Drawing – Left Side View – IO-540-B, -E
Figure 7-6. Installation Drawing – Rear View – IO-540-B, -E
7-6
Figure 7-7. Installation Drawing – Left Side View – IO-540-A, -G, -P, -S
Figure 7-8. Installation Drawing – Rear View – IO-540-A, -G, -P, -S
7-7
Figure 7-9. Installation Drawing – Left Side View – IO-540-K
Figure 7-10. Installation Drawing – Rear View – IO-540-K
7-8
Figure 7-11. Installation Drawing – Alternate Oil Line Connections,

Magnetos and View of Carburetor – O-540 Series
7-9

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What is the warning mentioned regarding the engine operation?

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LYCOMING OPERATOR’S MANUAL

¾ Right Front View – Typical IO-540-B

¾ Right Rear View – Typical IO-540-C

THESE ENGINES ARE EQUIPPED WITH A DYNAMIC COUNTERWEIGHT SYSTEM AND

Valve Operating Mechanism ...................................................................................................................... 1-1

Crankcase ..................................................................................................................................................... 1-1

Crankshaft .................................................................................................................................................... 1-1

Connecting Rods .......................................................................................................................................... 1-1

Pistons ........................................................................................................................................................... 1-1

Accessory Housing ....................................................................................................................................... 1-1

Oil Sump ....................................................................................................................................................... 1-2

Oil Sump and Induction System................................................................................................................. 1-2

Cooling System ............................................................................................................................................. 1-2

Induction System.......................................................................................................................................... 1-2

A brief description of the carburetor and fuel injectors follows:

O-540-A, -B, -E, -G, -H Series..................................................................................................................... 2-1

O-540-F, -J, -L Series; IO-540-A, -B, -E, -G, -P Series............................................................................. 2-2

IO-540-C, -D, -J, -N, -R, -T, -V Series........................................................................................................ 2-3

IO-540-K, -L, -M, -S, -W, -AA Series......................................................................................................... 2-4

IO-540-AB, -AC, -AE Series ....................................................................................................................... 2-5

Standard Engine Weights ........................................................................................................................... 2-6

Accessory Drives .......................................................................................................................................... 2-7

FAA Type Certificate ....................................................................................................................................295

FAA Type Certificate ....................................................................................................................................295

IO-540-A, -B, -E, -G, -P SERIES

FAA Type Certificate ................................................................................................................................... 1E4

FAA Type Certificate ................................................................................................................................... 1E4

FAA Type Certificate ................................................................................................................................... 1E4

FAA Type Certificate ................................................................................................................................... 1E4

1. STANDARD ENGINE, DRY WEIGHT

1. STANDARD ENGINE DRY WEIGHT (CONT.)

IO-540-L1C5, -L1B5D .............................................................................................................................471.00

Figure 3-20. Normally Aspirated Fuel Consumption Curve –

Figure 3-21. Sea Level and Altitude Performance Curve – IO-540-J

Figure 3-22. Part Throttle Fuel Consumption Curve –

Figure 3-24. Fuel Flow vs Percent Rated Power Curve –

Figure 3-26. Fuel Flow vs Percent Rated Power –

Figure 3-27. Sea Level and Altitude Performance Curve – IO-540-AA1A5

Figure 3-29. Fuel Flow vs Percent Rated Power –

Figure 3-30. Fuel Flow vs Percent Rated Power –

Sea Level and Altitude Performance Curve – IO-540-AE Series

Pre-Starting Inspection ............................................................................................................................... 4-1

Daily Pre-Flight Inspection ......................................................................................................................... 4-2

10-Hour Inspection ...................................................................................................................................... 4-2

25-Hour Inspection ...................................................................................................................................... 4-2

50-Hour Inspection ...................................................................................................................................... 4-2

100-Hour Inspection .................................................................................................................................... 4-3

400-Hour Inspection .................................................................................................................................... 4-4

Non-Scheduled Inspections ......................................................................................................................... 4-4

1. DAILY PRE-FLIGHT (ENGINE).

b. Lubrication System – Drain and renew lubricating oil.

e. Cylinders – Check cylinders visually for cracked or broken fins.

7. NON-SCHEDULED INSPECTIONS. Occasionally, service bulletins or service instructions are issued by

Ignition and Electrical System

Ignition Harness and Wire Replacement................................................................................................. 5-1

Timing Magneto to Engine........................................................................................................................ 5-1