Date   

Dave Anderson’s canopy

stephen wolpin
 

Dave, on your new bird, who made the canopy?

Steve Wolpin
LEZ N50MH
KSZP
805.279.1197 mobile/text
From iPhone


Re: weight difference

Bob Holliston
 

Don, sounds like (those people) at Lycoming are a little too busy to
actually weigh a couple cranks and give you the info. you asked for. I'm
guessing you'll have to find a couple yourself and weigh them. Call around
to engine shops? Also, when I stated that my 360 was290 pounds that was
with all accessories, ready to fly except baffeling and oil.

On Tue, Jul 16, 2019 at 6:45 AM DON JONES djonesdnd@...
[canard-aviators] <canard-aviators@...> wrote:



Here is the reply I received from Lycoming with regards to the weight
difference between a hollow and solid crank.

Don Jones

Hello Don,
There is no published Data on the weight difference between a hollow and
solid crankshaft, as fa

Best Regards
Russel Gait
Product Support Intern
Lycoming Engines, an Operating Division of Avco Corporation
Phone #: 570-327-7198
Email: rgait@...
http://www.lycoming.com

NOTICE: This E-mail (including attachments) is covered by the Electronic
Communications Privacy Act, 18 U.S.C. §§ 2510-2521, is confidential and may
be legally privileged. If you are not the intended recipient, you are
hereby notified that any retention, dissemination, distribution, or copying
of this communication is strictly prohibited. Please reply to the sender
that you have received the message in error, and then delete it. Thank you.

r as the weights of engines they are listed in the engines operators
manual.
Hide original message

-----Original Message-----
From: don jones <djonesdnd@...>
Sent: Friday, July 12, 2019 3:21 PM
To: Technicalsupportn (Lycoming) <Technicalsupport@...
<Technicalsupport@Lycoming..com>>
Subject: Weight difference

I would like to know the weight difference between a solid IO-360
crankshaft and a hollow one? Also, is a solid crank stronger than a hollow
one? And, does Lycoming post the engine weights some where?

Thanks, Don Jones
On Monday, July 15, 2019, 7:50:51 PM CDT, Bob Holliston
bob.holliston@... [canard-aviators] <canard-aviators@...>
wrote:




Don, thanks for the reply. My 360 came in at 290 pounds with mags and
exhaust. For accuracy with my big fish scale, my team, (two guys, two
girls), after a couple beers drove up to the hospital (1/2 mile away) and
weighed ourselves on their (so called) accurate scale. We had lots of fun
hanging from the fish scale and decided that it was pretty close.

On Mon, Jul 15, 2019 at 3:12 PM DON JONES djonesdnd@...
[canard-aviators] <canard-aviators@yahoogroups..com
<canard-aviators@...>> wrote:



Sure Bob, I was simply wondering how much lighter my engine would be had I
specked my build with a hollow crank. When I first posted my question I
had just weighed my engine, ready to run. For some reason I can't remember,
I had it in my head that the lightest IO-360 would be something like 250 to
260 lbs. So, I was very disappointed seeing as how mine is equipped with a
B&C lightweight starter and Alternator along with a Superior Cold Air
intake system which also is lighter than the standard updraft Sump/intake
system.. And, I have electronic ignition and fuel injection, again lighter
than mags. My all up weight came in at 286 lbs which turns out to be right
on the mark for Lycoming's published lowest 360 weight. Today, I was able
to verify the accuracy of the hanging scales I used, it is within 1 lb
correct. I'm still waiting on a reply from Lycoming. I will stop by the
Lycoming Tent at Oshkosh and pose the question to their staff and report
back.

Don

On Monday, July 15, 2019, 11:01:00 AM CDT, Bob Holliston
bob.holliston@... [canard-aviators] <canard-aviators@yahoogroups..com>
wrote:




Hey Don, I'm very curious as to why you would want to know about the
weight difference. Feel like sharing? Thanks, Bob.

On Mon, Jul 15, 2019 at 8:49 AM DON JONES djonesdnd@...
[canard-aviators] <canard-aviators@...> wrote:



Tom, thanks for the link, but I still don't find any indication of the
weight difference between a solid and hollow crank... I turned to the
collective knowledge of our group only after a considerable length of time
researching my question on the web. I even emailed Lycoming with the
question, no reply as yet. Pilotfriend has loads of useful info but doesn't
seem to list the answer to my question. Please point it out, thanks. Don

* aero engines <http://pilotfriend.com/aero_engines/aero_engines.htm>*
* aero engine specifications
<http://pilotfriend.com/aero_engines/aero_eng_specs.htm>*

return to Avco Lycoming
<http://pilotfriend.com/aero_engines/engine_specs/Avco%20Lycoming.htm>


*Lycoming 0-360 series engines*

*VERSIONS*

There are no less than 86 different versions of Lycoming’s highly
successful 0-360-series four cylinder engines.. Of these, 27 are
carburetted models of 180hp; there are seven low compression carburetted
versions of 168 hp; one fuel injected model of 177hp, 10 fuel injected
versions of the 180 hp engine; 22 fuel injected models of 200 hp, including
five aerobatic versions; three turbocharged models of 200 hp, and 16
helicopter configurations with ratings of 180, 190, 205, 225 and 230 hp.
The list of current production aircraft powered with these engines is too
long to include here.

*CONFIGURATION*

The 0-360s evolved from the 0-235 and 0-320 engines and are similar in
basic design and layout. The cylinders are made with two major components,
head and barrel, screwed and shrunk together. The heads are made from an
aluminium alloy casting with a machined combustion chamber. Rocker shaft
bearing supports are cast integral with the head along with housings to
form the rocker boxes.

A convention type camshaft is located above and parallel to the
crankshaft. The camshaft actuates hydraulic tappets, which operate the
valves through pushrods and valve rockers. The valve rockers are supported
on fully floating steel shafts. The valve springs bear against hardened
steel seats and are retained on the valve stems by means of split keys.

The crankcase assembly consists of two reinforced aluminium alloy
castings, fastened together at the crankshaft centreline in the vertical
plane. The mating surfaces of the two castings are joined without a gasket
and the main bearing bores are machined for use of precision main bearing
inserts.

The crankshaft is made from a chrome nickel molybdenum steel forging. All
bearing journal surfaces are nitrided.

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.

The pistons are machines from aluminium alloy. The piston pin is of the
fully-floating type with a soft alloy plug located at each end of the pin
to prevent scoring of the cylinder wall. Depending of the cylinder
assembly, pistons may be machined for either three or four rings, and may
employ half wedge or full wedge rings. Consult the latest revision of
Service Instruction #1037 for proper piston and ring combinations.

The oil sump contains an oil drain plug, oil suction screen, mounting pad
for carburettor or fuel injector, the intake riser and intake pipe
connections. Crankcase covers are employed on the fuel-injected aerobatic
engines (AI0-360's).

*INDUCTION SYSTEMS*

The 0-360 series engines are equipped with either a float type or pressure
type carburettor. Distribution of the fuel-air mixture to each cylinder is
obtained through the induction system which is integral with the oil sump.

The 10-360 and AIO-360 series engines are equipped with a Bendix RSA fuel
injector (except for the 10-360-BiA which has a Simmonds 530 fuel
injector). The fuel injection system schedules fuel flow in proportion to
air flow, and fuel vaporization takes place at the intake ports. On the
TIO-360 series, the turbocharger is mounted as an integral part of the
engine. Automatic waste gate control of the turbocharger provides constant
air density to the fuel injector inlet from sea level to critical altitude.

The float type carburettors used are the Marvel-Schebler MA-4-5 and IIA-6,
which are single barrel with manual mixture control, and the
Marvel-Schebler MA-4-5AA, also single barrel, but with automatic pressure
altitude mixture control. The -5AA carb does not have a manual mixture
control.

The Bendix-Stromberg PSH-5BD carburettor is pressure-operated, with a
single horizontal barrel, incorporating an airflow-operated power
enrichment valve and an automatic mixture control unit.. It also has a
manual mixture control which works independently of, and in parallel with,
the automatic mixture control.

FUEL

All models of the 180hp 0-360s and IO-360s use 100/130 octane fuel. All
200hp IO-360s and AIO-360s use 100/130 octane fuel. The 168hp 0-360s are
supposed to use 80/87 octane fuel.

DRY WEIGHTS

Dry weight of the 0-360s, including carburettor, mags., ignition harness,
engine baffles, spark plugs, tach. drive, starter and generator or
alternator, ranges from 282lbs to 290 lbs, The IO-360s range in weight from
296lbs to 332 lbs., while the TI)-360 weights 386 lbs.

AI0-360s weigh 325lbs with accessories; are 30.8 ins in length, 20.76 ins
in height and 34.25 ins wide.

The 0-360s range in length from 29.56 ins to 30.70 ins; are 24.59 ins in
height and 33.37 ins wide.

The I0-360s range in length from 30.37 to 33.65 ins in length; from 20.47
to 22.47 ins in height and are 33.37 ins wide.

*Specifications I0-360-A,-C,-D Series*
FAA Type Certificate lElO
Rated horsepower 200
Rated speed,RPM 2700
Bore, inches 5.125
Stroke, inches 4.375
Displacement, cubic inches 361.0
Compression ratio 8.7:1
Firing order 1-3-2-4
Spark occurs, degrees BTC 25
Valve rocker clearance (hydraulic tappets collapsed) .028 -.080
Propeller drive ratio 1:1
Propeller drive rotation (viewed from rear) Clockwise

*Specifications I0-360-B,E,F* Series*
FAA Type Certificate lElO
Rated horsepower 180
Rated speed,RPM 2700
Bore, inches 5.125
Stroke, inches 4.375
Displacement, cubic inches 361..0
Compression ratio 8.5:1
Firing order 1-3-2-4
Spark occurs, degrees BTC 25
Valve rocker clearance (hydraulic tappets collapsed) .028 -.080
Propeller drive ratio 1:1
Propeller drive rotation (viewed from rear) Clockwise
*IO-360-B1C only – rated at 177hp.

*Specifications I0-360-A,-C Series*
FAA Type Certificate 286
Rated horsepower 180
Rated speed,RPM 2700
Bore, inches 5.125
Stroke, inches 4.375
Displacement, cubic inches 361.0
Compression ratio 8.7:1
Firing order 1-3-2-4
Spark occurs, degrees BTC 25
Valve rocker clearance (hydraulic tappets collapsed) .028 -.080
Propeller drive ratio 1:1
Propeller drive rotation (viewed from rear) Clockwise

*Specifications I0-360-B,-D Series*
FAA Type Certificate 286
Rated horsepower 168
Rated speed,RPM 2700
Bore, inches 5.125
Stroke, inches 4.375
Displacement, cubic inches 361.0
Compression ratio 7.2:1
Firing order 1-3-2-4
Spark occurs, degrees BTC 25
Valve rocker clearance (hydraulic tappets collapsed) ..028 -.080
Propeller drive ratio 1:1
Propeller drive rotation (viewed from rear) Clockwise

*Specifications AI0-360-A,-B Series*
FAA Type Certificate lElO
Rated horsepower 200
Rated speed,RPM 2700
Bore, inches 5.125
Stroke, inches 4.375
Displacement, cubic inches 361.0
Compression ratio 8.7:1
Firing order 1-3-2-4
Spark occurs, degrees BTC 25
Valve rocker clearance (hydraulic tappets collapsed) 028-. 080
Propeller drive ratio 1:1
Propeller drive rotation (viewed from rear) Clockwise

*Specifications TI0-360-A Series*
FAA Type Certificate E16EA
Rated horsepower 200
Rated speed,RPM 2575
Bore, inches 5.125
Stroke, inches 4.375
Displacement, cubic inches 361..0
Compression ratio 7.3:1
Firing order 1-3-2-4
Spark occurs, degrees BTC 20
Valve rocker clearance (hydraulic tappets collapsed) .028 -.080
Propeller drive ratio 1:1
Propeller drive rotation (viewed from rear) Clockwise
0-360-AlA 180-hp Dynafocal mounts
0-360-A1D 180-hp Same as AlA but with retard breaker mags
0-360-A1F 180-hp Same as AlA but with -1200 series mags
0-360-A1F6 180-hp Same as A1F but with crankshaft counter weights
0-360-A1F6D 180-hp Same as AIF6 but with D4LN-2021 impulse coupling
dual magneto
0-360-A1G 180-hp Similar to A1F but horizontal carb
0-360-A1G6 180-hp Same as A1G but has crankshaft counter weights
0-360-AIH 180-hp Same as A1G but with prop governor drive on left fr.
of crankcase
0-360-A2A 180-hp Same as AlA but with fixed pitch prop
U-360-A3A 180-hp Same as A2A but with six long bushings in prop flange
0-360-A4A 180-hp Same as A3A but has solid crankshaft
0-360-A4AD 180-hp Same as A4A but with D4LN-2021 impulse coupling dual
magneto
0-360-A2D 180-hp Same as A2A except with retard breaker mags
0-360-A3D 180-hp Same as A3A except with retard breaker mags
0-360-A2E 180-hp Same as A2D but with provision for AN fuel pump drive
0-360-A2F 180-hp Same as A2A but with -1200 series mag
0-360-A2G 180-hp Same as A1G but with fixed pitch prop
0-360-A4G 180-hp Same as A2G but has A4A crankshaft with A2G prop
flange bushings
0-360-A2H 180-hp Same as A1H but has fixed pitch prop
0-360-A4J 180-hp Same as A4G but has -21 and -204 mags
0-360-A1C 180-hp Same as A1D but has horizontal rear mounted PSH-5BD
carburetor
0-360-B1A 180-hp Same as AlA but low compression ratio
0-360-B1B 180-hp Same as B1A except has retard breaker mags
0-360-B2A 180-hp Same as B1A except has fixed pitch prop
0-360-B2B 180-hp Same as B2A except has retard breaker mags
0-360-C1A 180-hp Same as AlA but has conical rubber mounts
0-360-C1C 180-hp Same as C1A but with retard breaker mags
0-360-C2A 180-hp Same as C1A but has fixed pitch prop
0-360-C2B 180-hp Same as C1A but has fixed pitch prop and horizontal
pressure carb
0-360-C2C 180-hp Same as C2A except has retard breaker mags
I0-360-C2D 180-hp Same as C2B except has retard breaker mags
0-360-D1A 168-hp Same as BlA but has conical rubber mounts and -1200
series magnetos
0-360-D2A 168-hp Same as B2A but with conical rubber mounts
0-360-D2B 168-hp Same as D2A except has retard breaker mags
I0-360-A1A 200-hp Bendix fuel injection, tuned induction
I0-360-A1B 200-hp Same as AlA but has -1200 series impulse mags
I0-360-A1B6 200-hp Same as A1B but with crankshaft counterweights
I0-360-A1B6D 200-hp Same as A1B6 but has one Bendix D4LN-2021 impulse
coupling dual mag
I0-360-A1C 200-hp Same as AlA with -1200 series mags
I0-360-A1D 200-hp Same as A1B but has S4LN-21 & S4LN-204 mags
I0-360-A1D6 200-hp Same as A1B6 but with prop governor drive on left
front of crankcase
I0-360-A2A 200-hp Same as AlA but with fixed pitch prop
I0-360-A2B 200-hp Same as A2A but with -1200 series mags
I0-360-A2C 200-hp Same as A1C but with fixed pitch prop
I0-360-B1A 180-hp Same as 0-360-A1D but with ~ Simmonds 530 fuel
injection ~ system
I0-360-B4A 180-hp Similar to B1B but with -20 and-21 mags and 0-360-A4A
solid crankshaft
I0-360-B1B 180-hp Same as B1A but Bendix fuel injection
I0-360-B1C 177-hp Conversion of 0-36~A1C to Bendix fuel injection
10-360-B1D 180-hp Same as B1B but with AN fuel pump drive
10-360-BlE 180-hp Similar to B1B with rear mounted fuel injector and
-1200 series impulse mags
I0-360-B2E 180-hp Same as BlE but with fixed pitch prop
10-360-B1F 180-hp Similar to B1B but has two –1227 mags
I0-360-B2F 180-hp Same as B1F but with fixed pitch prop
I0-360-C1A 200-hp Same as AlA but with rear air inlet
I0-360-C1B 200-hp Same as C1A but with -1200 series mags
I0-360-C1C 200-hp Similar to C1B but has 14-degree injector adaptor and
impulse mag
I0-360-C1D6 200-hp Similar to C1C but has straight injector inlet
crankshaft counterweights
I0-360-C1E6 200-hp Similar to C1C but has prop governor drive on left
front of crankcase; Ford alternator drive, and counter weights on
crankshaft
LIO-360-C1E6 200-hp Similar to I0-360-C1E6 but left hand crankshaft
rotation
I0-360-D1A 200-hp Same as C1B but with type 2 dynafocal mounts
I0-360-E1A 200-hp Similar to BlE but has type 2 dynafocal mounts and
retard breaker mags
I0-360-F1A 180-hp Similar to BlE except converted for use with
turbocharger
AI-360-A1A 180-hp Aerobatic engine with performance similar to
10-360-AlA
AI0-360-A2A 200-hp Same as AlA but without provision for controllable
prop
AI0-360-A1B 200-hp Same as AlA but with impulse mags
AI0-360-A2B 200-hp Same as A2A but has impulse mags
AI0-360- BIB 200 hp Similar to B1B but has front mounted injector
TI0-360 A1A 200hp Similar to I0-360-CIB but has turbocharger (TE0659)
and lower rated speed
TI0-360-AIB 200 hp Same as AIA but does not have "suck open " door
TI0-360-A3B6 200 hp Similar to A1B but has crankshaft counterweights,
provision for three bladed prop, large fuel pump, conduit harness, and
pressurized mags.



<http://pilotfriend.com/aero_engines/engine_specs/Lycoming%200%20360.htm#r>
------------------------------


On Sunday, July 14, 2019, 6:37:06 PM CDT, Tom Smith TRCSmith@...
[canard-aviators] <canard-aviators@...> wrote:




I forgot who started this, So who ever did, did you search the web for
this information yet? It took me a few seconds to find this. I have the
information in my Lycoming engine book but it's at the hanger. So try
this...


http://www.pilotfriend..com/aero_engines/engine_specs/Lycoming%200%20360.htm
<http://www.pilotfriend.com/aero_engines/engine_specs/Lycoming%200%20360.htm>



Tom Smith A&P/IA
Long-EZ N12TS
Cell-707-592-0869
KVCB
KJ6PZN


-----Original Message-----
From: DON JONES djonesdnd@... [canard-aviators] <
canard-aviators@...>
To: Tim Andres tim2542@... [canard-aviators] <
canard-aviators@...>
Sent: Fri, Jul 12, 2019 8:20 pm
Subject: Re: [c-a] weight difference



Thanks Tim, I suppose one could calculate the approximate weight
difference Burt surely someone knows. Since I posted the question to the
forum I decided to email Lycoming to see what they say. I will let you know.

Don

On Friday, July 12, 2019, 6:26:38 PM CDT, Tim Andres tim2542@...
[canard-aviators] <canard-aviators@...
<canard-aviators@yahoogroups..com>> wrote:



Ill guess Don, its a 2” bore IIRC, about 8” or so deep. So maybe 3 lbs?
Assuming its not also counter weighted and some of them have lightening
holes in the flange, so its hard to say. There is also the prop governor
and plumbing if its a complete engine comparison your looking at.
Tim Andres


On Jul 12, 2019, at 3:36 PM, DON JONES djonesdnd@...
[canard-aviators] <canard-aviators@yahoogroups..com
<canard-aviators@...>> wrote:


Anyone know the weight difference between a solid 0-360 crankshaft and a
hollow one? After doing a search on the web, all I could find are
references stating only a small difference, but no actual figures. Also,
anyone know the weight of their 0-360 engine installations? Weighed my
0-360 yesterday and it came in at 286 lbs completed with starter and
alternator, and fuel injection. No baffling, no exhaust pipes, no crank
extension or prop.. Just wondering how that compares.

Thanks, Don Jones

Berkut FG





--



--



--


Re: weight difference

DON JONES <djonesdnd@...>
 

Here is the reply I received from Lycoming with regards to the weight difference between a hollow and solid crank.
Don Jones
Hello Don,
There is no published Data on the weight difference between a hollow and solid crankshaft, as fa

Best Regards
Russel Gait
Product Support Intern
Lycoming Engines, an Operating Division of Avco Corporation
Phone #: 570-327-7198
Email: rgait@...
http://www.lycoming.com

NOTICE: This E-mail (including attachments) is covered by the Electronic Communications Privacy Act, 18 U.S.C. §§ 2510-2521, is confidential and may be legally privileged. If you are not the intended recipient, you are hereby notified that any retention, dissemination, distribution, or copying of this communication is strictly prohibited. Please reply to the sender that you have received the message in error, and then delete it. Thank you.

r as the weights of engines they are listed in the engines operators manual. 
Hide original message

-----Original Message-----
From: don jones <djonesdnd@...> 
Sent: Friday, July 12, 2019 3:21 PM
To: Technicalsupportn (Lycoming) <Technicalsupport@...>
Subject: Weight difference

I would like to know the weight difference between a solid IO-360 crankshaft and a hollow one? Also, is a solid crank stronger than a hollow one? And, does Lycoming post the engine weights some where?

Thanks, Don Jones On Monday, July 15, 2019, 7:50:51 PM CDT, Bob Holliston bob.holliston@... [canard-aviators] <canard-aviators@...> wrote:

 

Don, thanks for the reply. My 360 came in at 290 pounds with mags and exhaust. For accuracy with my big fish scale, my team, (two guys, two girls), after a couple beers drove up to the hospital (1/2 mile away) and weighed ourselves on their (so called) accurate scale. We had lots of fun hanging from the fish scale and decided that it was pretty close. 
On Mon, Jul 15, 2019 at 3:12 PM DON JONES djonesdnd@... [canard-aviators] <canard-aviators@...> wrote:

 

Sure Bob, I was simply wondering how much lighter my engine would be had I specked my build with a hollow crank.  When I first posted my question I had just weighed my engine, ready to run. For some reason I can't remember, I had it in my head that the lightest IO-360 would be something like 250 to 260 lbs. So, I was very disappointed seeing as how mine is equipped with a B&C lightweight starter and Alternator along with a Superior Cold Air intake system which also is lighter than the standard updraft Sump/intake system.. And, I have electronic ignition and fuel injection, again lighter than mags. My all up weight came in at 286 lbs which turns out to be right on the mark for Lycoming's published lowest 360 weight. Today, I was able to verify the accuracy of the hanging scales I used, it is within 1 lb correct.  I'm still waiting on a reply from Lycoming. I will stop by the Lycoming Tent at Oshkosh and pose the question to their staff and report back.
Don
On Monday, July 15, 2019, 11:01:00 AM CDT, Bob Holliston bob.holliston@... [canard-aviators] <canard-aviators@yahoogroups..com> wrote:

 

Hey Don, I'm very curious as to why you would want to know about the weight difference. Feel like sharing? Thanks, Bob. 
On Mon, Jul 15, 2019 at 8:49 AM DON JONES djonesdnd@... [canard-aviators] <canard-aviators@...> wrote:

 

Tom, thanks for the link, but I still don't find any indication of the weight difference between a solid and hollow crank... I turned to the collective knowledge of our group only after a considerable length of time researching my question on the web. I even emailed Lycoming with the question, no reply as yet. Pilotfriend has loads of useful info but doesn't seem to list the answer to my question. Please point it out, thanks. Don

| |


| |


|
 aero engines
 aero engine specifications

 return to Avco Lycoming


|
|

Lycoming 0-360 series engines

VERSIONS

There are no less than 86 different versions of Lycoming’s highly successful 0-360-series four cylinder engines. Of these, 27 are carburetted models of 180hp; there are seven low compression carburetted versions of 168 hp; one fuel injected model of 177hp, 10 fuel injected versions of the 180 hp engine; 22 fuel injected models of 200 hp, including five aerobatic versions; three turbocharged models of 200 hp, and 16 helicopter configurations with ratings of 180, 190, 205, 225 and 230 hp. The list of current production aircraft powered with these engines is too long to include here.

CONFIGURATION

The 0-360s evolved from the 0-235 and 0-320 engines and are similar in basic design and layout. The cylinders are made with two major components, head and barrel, screwed and shrunk together. The heads are made from an aluminium alloy casting with a machined combustion chamber. Rocker shaft bearing supports are cast integral with the head along with housings to form the rocker boxes.

A convention type camshaft is located above and parallel to the crankshaft. The camshaft actuates hydraulic tappets, which operate the valves through pushrods and valve rockers. The valve rockers are supported on fully floating steel shafts. The valve springs bear against hardened steel seats and are retained on the valve stems by means of split keys.

The crankcase assembly consists of two reinforced aluminium alloy castings, fastened together at the crankshaft centreline in the vertical plane. The mating surfaces of the two castings are joined without a gasket and the main bearing bores are machined for use of precision main bearing inserts.

The crankshaft is made from a chrome nickel molybdenum steel forging. All bearing journal surfaces are nitrided.

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.

The pistons are machines from aluminium alloy. The piston pin is of the fully-floating type with a soft alloy plug located at each end of the pin to prevent scoring of the cylinder wall. Depending of the cylinder assembly, pistons may be machined for either three or four rings, and may employ half wedge or full wedge rings. Consult the latest revision of Service Instruction #1037 for proper piston and ring combinations.

The oil sump contains an oil drain plug, oil suction screen, mounting pad for carburettor or fuel injector, the intake riser and intake pipe connections. Crankcase covers are employed on the fuel-injected aerobatic engines (AI0-360's).

INDUCTION SYSTEMS

The 0-360 series engines are equipped with either a float type or pressure type carburettor. Distribution of the fuel-air mixture to each cylinder is obtained through the induction system which is integral with the oil sump.

The 10-360 and AIO-360 series engines are equipped with a Bendix RSA fuel injector (except for the 10-360-BiA which has a Simmonds 530 fuel injector). The fuel injection system schedules fuel flow in proportion to air flow, and fuel vaporization takes place at the intake ports. On the TIO-360 series, the turbocharger is mounted as an integral part of the engine. Automatic waste gate control of the turbocharger provides constant air density to the fuel injector inlet from sea level to critical altitude.

The float type carburettors used are the Marvel-Schebler MA-4-5 and IIA-6, which are single barrel with manual mixture control, and the Marvel-Schebler MA-4-5AA, also single barrel, but with automatic pressure altitude mixture control. The -5AA carb does not have a manual mixture control.

The Bendix-Stromberg PSH-5BD carburettor is pressure-operated, with a single horizontal barrel, incorporating an airflow-operated power enrichment valve and an automatic mixture control unit.. It also has a manual mixture control which works independently of, and in parallel with, the automatic mixture control.

FUEL

All models of the 180hp 0-360s and IO-360s use 100/130 octane fuel. All 200hp IO-360s and AIO-360s use 100/130 octane fuel. The 168hp 0-360s are supposed to use 80/87 octane fuel.

DRY WEIGHTS

Dry weight of the 0-360s, including carburettor, mags., ignition harness, engine baffles, spark plugs, tach. drive, starter and generator or alternator, ranges from 282lbs to 290 lbs, The IO-360s range in weight from 296lbs to 332 lbs., while the TI)-360 weights 386 lbs.

AI0-360s weigh 325lbs with accessories; are 30.8 ins in length, 20.76 ins in height and 34.25 ins wide.

The 0-360s range in length from 29.56 ins to 30.70 ins; are 24.59 ins in height and 33.37 ins wide.

The I0-360s range in length from 30.37 to 33.65 ins in length; from 20.47 to 22.47 ins in height and are 33.37 ins wide.

|
Specifications I0-360-A,-C,-D Series
|
| FAA Type Certificate | lElO  |
| Rated horsepower  | 200  |
| Rated speed,RPM  | 2700  |
| Bore, inches  | 5.125  |
| Stroke, inches  | 4.375  |
| Displacement, cubic inches | 361.0  |
| Compression ratio  | 8.7:1  |
| Firing order  | 1-3-2-4  |
| Spark occurs, degrees BTC | 25  |
| Valve rocker clearance (hydraulic tappets collapsed)  | .028 -.080  |
| Propeller drive ratio | 1:1  |
| Propeller drive rotation (viewed from rear)  | Clockwise  |


|
Specifications I0-360-B,E,F* Series
|
| FAA Type Certificate | lElO  |
| Rated horsepower  | 180  |
| Rated speed,RPM  | 2700  |
| Bore, inches  | 5.125  |
| Stroke, inches  | 4.375  |
| Displacement, cubic inches | 361..0  |
| Compression ratio  | 8.5:1  |
| Firing order  | 1-3-2-4  |
| Spark occurs, degrees BTC | 25  |
| Valve rocker clearance (hydraulic tappets collapsed)  | .028 -.080  |
| Propeller drive ratio | 1:1  |
| Propeller drive rotation (viewed from rear)  | Clockwise  |
| *IO-360-B1C only – rated at 177hp.  |    |


|
Specifications I0-360-A,-C Series
|
| FAA Type Certificate | 286  |
| Rated horsepower  | 180  |
| Rated speed,RPM  | 2700  |
| Bore, inches  | 5.125  |
| Stroke, inches  | 4.375  |
| Displacement, cubic inches | 361.0  |
| Compression ratio  | 8.7:1  |
| Firing order  | 1-3-2-4  |
| Spark occurs, degrees BTC | 25  |
| Valve rocker clearance (hydraulic tappets collapsed)  | .028 -.080  |
| Propeller drive ratio | 1:1  |
| Propeller drive rotation (viewed from rear)  | Clockwise  |


|
Specifications I0-360-B,-D Series
|
| FAA Type Certificate | 286  |
| Rated horsepower  | 168  |
| Rated speed,RPM  | 2700  |
| Bore, inches  | 5.125  |
| Stroke, inches  | 4.375  |
| Displacement, cubic inches | 361.0  |
| Compression ratio  | 7.2:1  |
| Firing order  | 1-3-2-4  |
| Spark occurs, degrees BTC | 25  |
| Valve rocker clearance (hydraulic tappets collapsed)  | ..028 -.080  |
| Propeller drive ratio | 1:1  |
| Propeller drive rotation (viewed from rear)  | Clockwise  |


|
Specifications AI0-360-A,-B Series
|
| FAA Type Certificate | lElO  |
| Rated horsepower  | 200  |
| Rated speed,RPM  | 2700  |
| Bore, inches  | 5.125  |
| Stroke, inches  | 4.375  |
| Displacement, cubic inches | 361.0  |
| Compression ratio  | 8.7:1  |
| Firing order  | 1-3-2-4  |
| Spark occurs, degrees BTC | 25  |
| Valve rocker clearance (hydraulic tappets collapsed)  | 028-. 080  |
| Propeller drive ratio | 1:1  |
| Propeller drive rotation (viewed from rear)  | Clockwise  |


|
Specifications TI0-360-A Series
|
| FAA Type Certificate | E16EA  |
| Rated horsepower  | 200  |
| Rated speed,RPM  | 2575  |
| Bore, inches  | 5.125  |
| Stroke, inches  | 4.375  |
| Displacement, cubic inches | 361..0  |
| Compression ratio  | 7.3:1  |
| Firing order  | 1-3-2-4  |
| Spark occurs, degrees BTC | 20  |
| Valve rocker clearance (hydraulic tappets collapsed)  | .028 -.080  |
| Propeller drive ratio | 1:1  |
| Propeller drive rotation (viewed from rear)  | Clockwise  |


| 0-360-AlA  | 180-hp  | Dynafocal mounts  |
| 0-360-A1D  | 180-hp  | Same as AlA but with retard breaker mags  |
| 0-360-A1F  | 180-hp  | Same as AlA but with -1200 series mags  |
| 0-360-A1F6  | 180-hp  | Same as A1F but with crankshaft counter weights  |
| 0-360-A1F6D  | 180-hp  | Same as AIF6 but with D4LN-2021 impulse coupling dual magneto  |
| 0-360-A1G  | 180-hp  | Similar to A1F but horizontal carb  |
| 0-360-A1G6  | 180-hp  | Same as A1G but has crankshaft counter weights  |
| 0-360-AIH  | 180-hp  | Same as A1G but with prop governor drive on left fr. of crankcase  |
| 0-360-A2A  | 180-hp  | Same as AlA but with fixed pitch prop  |
| U-360-A3A  | 180-hp  | Same as A2A but with six long bushings in prop flange  |
| 0-360-A4A  | 180-hp  | Same as A3A but has solid crankshaft  |
| 0-360-A4AD  | 180-hp  | Same as A4A but with D4LN-2021 impulse coupling dual magneto  |
| 0-360-A2D  | 180-hp  | Same as A2A except with retard breaker mags  |
| 0-360-A3D  | 180-hp  | Same as A3A except with retard breaker mags  |
| 0-360-A2E  | 180-hp  | Same as A2D but with provision for AN fuel pump drive  |
| 0-360-A2F  | 180-hp  | Same as A2A but with -1200 series mag  |
| 0-360-A2G  | 180-hp  | Same as A1G but with fixed pitch prop  |
| 0-360-A4G  | 180-hp  | Same as A2G but has A4A crankshaft with A2G prop flange bushings  |
| 0-360-A2H  | 180-hp  | Same as A1H but has fixed pitch prop  |
| 0-360-A4J  | 180-hp  | Same as A4G but has -21 and -204 mags  |
| 0-360-A1C  | 180-hp  | Same as A1D but has horizontal rear mounted PSH-5BD carburetor  |
| 0-360-B1A  | 180-hp  | Same as AlA but low compression ratio  |
| 0-360-B1B  | 180-hp  | Same as B1A except has retard breaker mags  |
| 0-360-B2A  | 180-hp  | Same as B1A except has fixed pitch prop  |
| 0-360-B2B  | 180-hp  | Same as B2A except has retard breaker mags  |
| 0-360-C1A  | 180-hp  | Same as AlA but has conical rubber mounts  |
| 0-360-C1C  | 180-hp  | Same as C1A but with retard breaker mags  |
| 0-360-C2A  | 180-hp  | Same as C1A but has fixed pitch prop  |
| 0-360-C2B  | 180-hp  | Same as C1A but has fixed pitch prop and horizontal pressure carb  |
| 0-360-C2C  | 180-hp  | Same as C2A except has retard breaker mags  |
| I0-360-C2D  | 180-hp  | Same as C2B except has retard breaker mags  |
| 0-360-D1A  | 168-hp  | Same as BlA but has conical rubber mounts and -1200 series magnetos  |
| 0-360-D2A  | 168-hp  | Same as B2A but with conical rubber mounts  |
| 0-360-D2B  | 168-hp  | Same as D2A except has retard breaker mags  |
| I0-360-A1A  | 200-hp  | Bendix fuel injection, tuned induction  |
| I0-360-A1B  | 200-hp  | Same as AlA but has -1200 series impulse mags  |
| I0-360-A1B6  | 200-hp  | Same as A1B but with crankshaft counterweights  |
| I0-360-A1B6D  | 200-hp  | Same as A1B6 but has one Bendix D4LN-2021 impulse coupling dual mag  |
| I0-360-A1C  | 200-hp  | Same as AlA with -1200 series mags  |
| I0-360-A1D  | 200-hp  | Same as A1B but has S4LN-21 & S4LN-204 mags  |
| I0-360-A1D6  | 200-hp  | Same as A1B6 but with prop governor drive on left front of crankcase  |
| I0-360-A2A  | 200-hp  | Same as AlA but with fixed pitch prop  |
| I0-360-A2B  | 200-hp  | Same as A2A but with -1200 series mags  |
| I0-360-A2C  | 200-hp  | Same as A1C but with fixed pitch prop  |
| I0-360-B1A  | 180-hp  | Same as 0-360-A1D but with ~ Simmonds 530 fuel injection ~ system  |
| I0-360-B4A  | 180-hp  | Similar to B1B but with -20 and-21 mags and 0-360-A4A solid crankshaft  |
| I0-360-B1B  | 180-hp  | Same as B1A but Bendix fuel injection  |
| I0-360-B1C  | 177-hp  | Conversion of 0-36~A1C to Bendix fuel injection  |
| 10-360-B1D  | 180-hp  | Same as B1B but with AN fuel pump drive  |
| 10-360-BlE  | 180-hp  | Similar to B1B with rear mounted fuel injector and -1200 series impulse mags  |
| I0-360-B2E  | 180-hp  | Same as BlE but with fixed pitch prop  |
| 10-360-B1F  | 180-hp  | Similar to B1B but has two –1227 mags  |
| I0-360-B2F  | 180-hp  | Same as B1F but with fixed pitch prop  |
| I0-360-C1A  | 200-hp  | Same as AlA but with rear air inlet  |
| I0-360-C1B  | 200-hp  | Same as C1A but with -1200 series mags  |
| I0-360-C1C  | 200-hp  | Similar to C1B but has 14-degree injector adaptor and impulse mag  |
| I0-360-C1D6  | 200-hp  | Similar to C1C but has straight injector inlet crankshaft counterweights  |
| I0-360-C1E6  | 200-hp  | Similar to C1C but has prop governor drive on left front of crankcase; Ford alternator drive, and counter weights on crankshaft  |
| LIO-360-C1E6  | 200-hp  | Similar to I0-360-C1E6 but left hand crankshaft rotation  |
| I0-360-D1A  | 200-hp  | Same as C1B but with type 2 dynafocal mounts  |
| I0-360-E1A  | 200-hp  | Similar to BlE but has type 2 dynafocal mounts and retard breaker mags  |
| I0-360-F1A  | 180-hp  | Similar to BlE except converted for use with turbocharger  |
| AI-360-A1A  | 180-hp  | Aerobatic engine with performance similar to 10-360-AlA  |
| AI0-360-A2A  | 200-hp  | Same as AlA but without provision for controllable prop  |
| AI0-360-A1B  | 200-hp  | Same as AlA but with impulse mags  |
| AI0-360-A2B  | 200-hp  | Same as A2A but has impulse mags  |
| AI0-360- BIB  | 200 hp  | Similar to B1B but has front mounted injector  |
| TI0-360 A1A  | 200hp  | Similar to I0-360-CIB but has turbocharger (TE0659) and lower rated speed  |
| TI0-360-AIB  | 200 hp  | Same as AIA but does not have "suck open " door  |
| TI0-360-A3B6  | 200 hp  | Similar to A1B but has crankshaft counterweights, provision for three bladed prop, large fuel pump, conduit harness, and pressurized mags.  |


 
|

|


| |





|   |

On Sunday, July 14, 2019, 6:37:06 PM CDT, Tom Smith TRCSmith@... [canard-aviators] <canard-aviators@...> wrote:

 

I forgot who started this, So who ever did, did you search the web for this information yet? It took me a few seconds to find this. I have the
information in my Lycoming engine book  but it's at the hanger. So try this...
http://www.pilotfriend..com/aero_engines/engine_specs/Lycoming%200%20360.htm


Tom Smith  A&P/IA
Long-EZ N12TS
Cell-707-592-0869
KVCB
KJ6PZN

-----Original Message-----
From: DON JONES djonesdnd@... [canard-aviators] <canard-aviators@...>
To: Tim Andres tim2542@... [canard-aviators] <canard-aviators@...>
Sent: Fri, Jul 12, 2019 8:20 pm
Subject: Re: [c-a] weight difference



Thanks Tim, I suppose one could calculate the approximate weight difference Burt surely someone knows. Since I posted the question to the forum I decided to email Lycoming to see what they say. I will let you know.
Don
On Friday, July 12, 2019, 6:26:38 PM CDT, Tim Andres tim2542@... [canard-aviators] <canard-aviators@...> wrote:

  Ill guess Don, its a 2” bore IIRC, about 8” or so deep.  So maybe 3 lbs? Assuming its not also counter weighted and some of them have lightening holes in the flange, so its hard to say. There is also the prop governor and plumbing if its a complete engine comparison your looking at. Tim Andres

On Jul 12, 2019, at 3:36 PM, DON JONES djonesdnd@... [canard-aviators] <canard-aviators@yahoogroups..com> wrote:


  Anyone know the weight difference between a solid 0-360 crankshaft and a hollow one? After doing a search on the web, all I could find are references stating only a small difference, but no actual figures. Also, anyone know the weight of their 0-360 engine installations? Weighed my 0-360 yesterday and it came in at 286 lbs completed with starter and alternator, and fuel injection. No baffling, no exhaust pipes, no crank extension or prop.. Just wondering how that compares.
Thanks, Don Jones
Berkut FG







--






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Osh Tuesday Night Dinner - no tables

cozygirrrl
 

Just a reminder, tables have become scarce, we were told there will be no tables this year, so please BYOC....CHAIR, yes I know, its a load to carry, cellphone, six pack, chair
...Chrissi


Hello from Oshkosh!
The site for the dinner is secured once more.
For those that were there last year it is still on North Doolittle down past the Fly-In Theater, this time it is just 250 feet further down the dirt road and on the other side of the street, if you cannot find the Little Red Truck please see your optometrist.
See you Tuesday or drop by the HomeBuilder's Workshop Cozy project to say hello!
Regards, Chrissi & Randi

Our awesome volunteers this year will be Elizabeth Szoke Ferrell giving welcome huggs, collecting donations and supplying name tags...please see her first, Bob Tilley, our resident Jambalaya expert with genuine Baton Rouge residency experience, Randi dishing it out and myself, Chrissi messing up Bob's perfectly good recipe. There will be others...
You have received this message as a member of: Velocity Owners and Builders Association
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Re: weight difference

Bob Holliston
 

Don, thanks for the reply. My 360 came in at 290 pounds with mags and
exhaust. For accuracy with my big fish scale, my team, (two guys, two
girls), after a couple beers drove up to the hospital (1/2 mile away) and
weighed ourselves on their (so called) accurate scale. We had lots of fun
hanging from the fish scale and decided that it was pretty close.

On Mon, Jul 15, 2019 at 3:12 PM DON JONES djonesdnd@...
[canard-aviators] <canard-aviators@...> wrote:



Sure Bob, I was simply wondering how much lighter my engine would be had I
specked my build with a hollow crank. When I first posted my question I
had just weighed my engine, ready to run. For some reason I can't remember,
I had it in my head that the lightest IO-360 would be something like 250 to
260 lbs. So, I was very disappointed seeing as how mine is equipped with a
B&C lightweight starter and Alternator along with a Superior Cold Air
intake system which also is lighter than the standard updraft Sump/intake
system.. And, I have electronic ignition and fuel injection, again lighter
than mags. My all up weight came in at 286 lbs which turns out to be right
on the mark for Lycoming's published lowest 360 weight. Today, I was able
to verify the accuracy of the hanging scales I used, it is within 1 lb
correct. I'm still waiting on a reply from Lycoming. I will stop by the
Lycoming Tent at Oshkosh and pose the question to their staff and report
back.

Don

On Monday, July 15, 2019, 11:01:00 AM CDT, Bob Holliston
bob.holliston@... [canard-aviators] <canard-aviators@yahoogroups..com>
wrote:




Hey Don, I'm very curious as to why you would want to know about the
weight difference. Feel like sharing? Thanks, Bob.

On Mon, Jul 15, 2019 at 8:49 AM DON JONES djonesdnd@...
[canard-aviators] <canard-aviators@...> wrote:



Tom, thanks for the link, but I still don't find any indication of the
weight difference between a solid and hollow crank.. I turned to the
collective knowledge of our group only after a considerable length of time
researching my question on the web. I even emailed Lycoming with the
question, no reply as yet. Pilotfriend has loads of useful info but doesn't
seem to list the answer to my question. Please point it out, thanks. Don

* aero engines <http://pilotfriend.com/aero_engines/aero_engines.htm>*
* aero engine specifications
<http://pilotfriend.com/aero_engines/aero_eng_specs.htm>*

return to Avco Lycoming
<http://pilotfriend.com/aero_engines/engine_specs/Avco%20Lycoming.htm>


*Lycoming 0-360 series engines*

*VERSIONS*

There are no less than 86 different versions of Lycoming’s highly
successful 0-360-series four cylinder engines. Of these, 27 are carburetted
models of 180hp; there are seven low compression carburetted versions of
168 hp; one fuel injected model of 177hp, 10 fuel injected versions of the
180 hp engine; 22 fuel injected models of 200 hp, including five aerobatic
versions; three turbocharged models of 200 hp, and 16 helicopter
configurations with ratings of 180, 190, 205, 225 and 230 hp. The list of
current production aircraft powered with these engines is too long to
include here.

*CONFIGURATION*

The 0-360s evolved from the 0-235 and 0-320 engines and are similar in
basic design and layout. The cylinders are made with two major components,
head and barrel, screwed and shrunk together. The heads are made from an
aluminium alloy casting with a machined combustion chamber. Rocker shaft
bearing supports are cast integral with the head along with housings to
form the rocker boxes.

A convention type camshaft is located above and parallel to the
crankshaft. The camshaft actuates hydraulic tappets, which operate the
valves through pushrods and valve rockers. The valve rockers are supported
on fully floating steel shafts. The valve springs bear against hardened
steel seats and are retained on the valve stems by means of split keys.

The crankcase assembly consists of two reinforced aluminium alloy
castings, fastened together at the crankshaft centreline in the vertical
plane. The mating surfaces of the two castings are joined without a gasket
and the main bearing bores are machined for use of precision main bearing
inserts.

The crankshaft is made from a chrome nickel molybdenum steel forging. All
bearing journal surfaces are nitrided.

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.

The pistons are machines from aluminium alloy. The piston pin is of the
fully-floating type with a soft alloy plug located at each end of the pin
to prevent scoring of the cylinder wall. Depending of the cylinder
assembly, pistons may be machined for either three or four rings, and may
employ half wedge or full wedge rings. Consult the latest revision of
Service Instruction #1037 for proper piston and ring combinations.

The oil sump contains an oil drain plug, oil suction screen, mounting pad
for carburettor or fuel injector, the intake riser and intake pipe
connections. Crankcase covers are employed on the fuel-injected aerobatic
engines (AI0-360's).

*INDUCTION SYSTEMS*

The 0-360 series engines are equipped with either a float type or pressure
type carburettor. Distribution of the fuel-air mixture to each cylinder is
obtained through the induction system which is integral with the oil sump.

The 10-360 and AIO-360 series engines are equipped with a Bendix RSA fuel
injector (except for the 10-360-BiA which has a Simmonds 530 fuel
injector). The fuel injection system schedules fuel flow in proportion to
air flow, and fuel vaporization takes place at the intake ports. On the
TIO-360 series, the turbocharger is mounted as an integral part of the
engine. Automatic waste gate control of the turbocharger provides constant
air density to the fuel injector inlet from sea level to critical altitude.

The float type carburettors used are the Marvel-Schebler MA-4-5 and IIA-6,
which are single barrel with manual mixture control, and the
Marvel-Schebler MA-4-5AA, also single barrel, but with automatic pressure
altitude mixture control. The -5AA carb does not have a manual mixture
control.

The Bendix-Stromberg PSH-5BD carburettor is pressure-operated, with a
single horizontal barrel, incorporating an airflow-operated power
enrichment valve and an automatic mixture control unit. It also has a
manual mixture control which works independently of, and in parallel with,
the automatic mixture control.

FUEL

All models of the 180hp 0-360s and IO-360s use 100/130 octane fuel. All
200hp IO-360s and AIO-360s use 100/130 octane fuel. The 168hp 0-360s are
supposed to use 80/87 octane fuel.

DRY WEIGHTS

Dry weight of the 0-360s, including carburettor, mags., ignition harness,
engine baffles, spark plugs, tach. drive, starter and generator or
alternator, ranges from 282lbs to 290 lbs, The IO-360s range in weight from
296lbs to 332 lbs., while the TI)-360 weights 386 lbs.

AI0-360s weigh 325lbs with accessories; are 30.8 ins in length, 20.76 ins
in height and 34.25 ins wide.

The 0-360s range in length from 29.56 ins to 30.70 ins; are 24.59 ins in
height and 33.37 ins wide.

The I0-360s range in length from 30.37 to 33.65 ins in length; from 20.47
to 22.47 ins in height and are 33.37 ins wide.

*Specifications I0-360-A,-C,-D Series*
FAA Type Certificate lElO
Rated horsepower 200
Rated speed,RPM 2700
Bore, inches 5.125
Stroke, inches 4.375
Displacement, cubic inches 361.0
Compression ratio 8.7:1
Firing order 1-3-2-4
Spark occurs, degrees BTC 25
Valve rocker clearance (hydraulic tappets collapsed) .028 -.080
Propeller drive ratio 1:1
Propeller drive rotation (viewed from rear) Clockwise

*Specifications I0-360-B,E,F* Series*
FAA Type Certificate lElO
Rated horsepower 180
Rated speed,RPM 2700
Bore, inches 5.125
Stroke, inches 4.375
Displacement, cubic inches 361.0
Compression ratio 8.5:1
Firing order 1-3-2-4
Spark occurs, degrees BTC 25
Valve rocker clearance (hydraulic tappets collapsed) .028 -.080
Propeller drive ratio 1:1
Propeller drive rotation (viewed from rear) Clockwise
*IO-360-B1C only – rated at 177hp.

*Specifications I0-360-A,-C Series*
FAA Type Certificate 286
Rated horsepower 180
Rated speed,RPM 2700
Bore, inches 5.125
Stroke, inches 4.375
Displacement, cubic inches 361.0
Compression ratio 8.7:1
Firing order 1-3-2-4
Spark occurs, degrees BTC 25
Valve rocker clearance (hydraulic tappets collapsed) .028 -.080
Propeller drive ratio 1:1
Propeller drive rotation (viewed from rear) Clockwise

*Specifications I0-360-B,-D Series*
FAA Type Certificate 286
Rated horsepower 168
Rated speed,RPM 2700
Bore, inches 5.125
Stroke, inches 4.375
Displacement, cubic inches 361.0
Compression ratio 7.2:1
Firing order 1-3-2-4
Spark occurs, degrees BTC 25
Valve rocker clearance (hydraulic tappets collapsed) ..028 -.080
Propeller drive ratio 1:1
Propeller drive rotation (viewed from rear) Clockwise

*Specifications AI0-360-A,-B Series*
FAA Type Certificate lElO
Rated horsepower 200
Rated speed,RPM 2700
Bore, inches 5.125
Stroke, inches 4.375
Displacement, cubic inches 361.0
Compression ratio 8.7:1
Firing order 1-3-2-4
Spark occurs, degrees BTC 25
Valve rocker clearance (hydraulic tappets collapsed) 028-. 080
Propeller drive ratio 1:1
Propeller drive rotation (viewed from rear) Clockwise

*Specifications TI0-360-A Series*
FAA Type Certificate E16EA
Rated horsepower 200
Rated speed,RPM 2575
Bore, inches 5.125
Stroke, inches 4.375
Displacement, cubic inches 361..0
Compression ratio 7.3:1
Firing order 1-3-2-4
Spark occurs, degrees BTC 20
Valve rocker clearance (hydraulic tappets collapsed) .028 -.080
Propeller drive ratio 1:1
Propeller drive rotation (viewed from rear) Clockwise
0-360-AlA 180-hp Dynafocal mounts
0-360-A1D 180-hp Same as AlA but with retard breaker mags
0-360-A1F 180-hp Same as AlA but with -1200 series mags
0-360-A1F6 180-hp Same as A1F but with crankshaft counter weights
0-360-A1F6D 180-hp Same as AIF6 but with D4LN-2021 impulse coupling
dual magneto
0-360-A1G 180-hp Similar to A1F but horizontal carb
0-360-A1G6 180-hp Same as A1G but has crankshaft counter weights
0-360-AIH 180-hp Same as A1G but with prop governor drive on left fr.
of crankcase
0-360-A2A 180-hp Same as AlA but with fixed pitch prop
U-360-A3A 180-hp Same as A2A but with six long bushings in prop flange
0-360-A4A 180-hp Same as A3A but has solid crankshaft
0-360-A4AD 180-hp Same as A4A but with D4LN-2021 impulse coupling dual
magneto
0-360-A2D 180-hp Same as A2A except with retard breaker mags
0-360-A3D 180-hp Same as A3A except with retard breaker mags
0-360-A2E 180-hp Same as A2D but with provision for AN fuel pump drive
0-360-A2F 180-hp Same as A2A but with -1200 series mag
0-360-A2G 180-hp Same as A1G but with fixed pitch prop
0-360-A4G 180-hp Same as A2G but has A4A crankshaft with A2G prop
flange bushings
0-360-A2H 180-hp Same as A1H but has fixed pitch prop
0-360-A4J 180-hp Same as A4G but has -21 and -204 mags
0-360-A1C 180-hp Same as A1D but has horizontal rear mounted PSH-5BD
carburetor
0-360-B1A 180-hp Same as AlA but low compression ratio
0-360-B1B 180-hp Same as B1A except has retard breaker mags
0-360-B2A 180-hp Same as B1A except has fixed pitch prop
0-360-B2B 180-hp Same as B2A except has retard breaker mags
0-360-C1A 180-hp Same as AlA but has conical rubber mounts
0-360-C1C 180-hp Same as C1A but with retard breaker mags
0-360-C2A 180-hp Same as C1A but has fixed pitch prop
0-360-C2B 180-hp Same as C1A but has fixed pitch prop and horizontal
pressure carb
0-360-C2C 180-hp Same as C2A except has retard breaker mags
I0-360-C2D 180-hp Same as C2B except has retard breaker mags
0-360-D1A 168-hp Same as BlA but has conical rubber mounts and -1200
series magnetos
0-360-D2A 168-hp Same as B2A but with conical rubber mounts
0-360-D2B 168-hp Same as D2A except has retard breaker mags
I0-360-A1A 200-hp Bendix fuel injection, tuned induction
I0-360-A1B 200-hp Same as AlA but has -1200 series impulse mags
I0-360-A1B6 200-hp Same as A1B but with crankshaft counterweights
I0-360-A1B6D 200-hp Same as A1B6 but has one Bendix D4LN-2021 impulse
coupling dual mag
I0-360-A1C 200-hp Same as AlA with -1200 series mags
I0-360-A1D 200-hp Same as A1B but has S4LN-21 & S4LN-204 mags
I0-360-A1D6 200-hp Same as A1B6 but with prop governor drive on left
front of crankcase
I0-360-A2A 200-hp Same as AlA but with fixed pitch prop
I0-360-A2B 200-hp Same as A2A but with -1200 series mags
I0-360-A2C 200-hp Same as A1C but with fixed pitch prop
I0-360-B1A 180-hp Same as 0-360-A1D but with ~ Simmonds 530 fuel
injection ~ system
I0-360-B4A 180-hp Similar to B1B but with -20 and-21 mags and 0-360-A4A
solid crankshaft
I0-360-B1B 180-hp Same as B1A but Bendix fuel injection
I0-360-B1C 177-hp Conversion of 0-36~A1C to Bendix fuel injection
10-360-B1D 180-hp Same as B1B but with AN fuel pump drive
10-360-BlE 180-hp Similar to B1B with rear mounted fuel injector and
-1200 series impulse mags
I0-360-B2E 180-hp Same as BlE but with fixed pitch prop
10-360-B1F 180-hp Similar to B1B but has two –1227 mags
I0-360-B2F 180-hp Same as B1F but with fixed pitch prop
I0-360-C1A 200-hp Same as AlA but with rear air inlet
I0-360-C1B 200-hp Same as C1A but with -1200 series mags
I0-360-C1C 200-hp Similar to C1B but has 14-degree injector adaptor and
impulse mag
I0-360-C1D6 200-hp Similar to C1C but has straight injector inlet
crankshaft counterweights
I0-360-C1E6 200-hp Similar to C1C but has prop governor drive on left
front of crankcase; Ford alternator drive, and counter weights on
crankshaft
LIO-360-C1E6 200-hp Similar to I0-360-C1E6 but left hand crankshaft
rotation
I0-360-D1A 200-hp Same as C1B but with type 2 dynafocal mounts
I0-360-E1A 200-hp Similar to BlE but has type 2 dynafocal mounts and
retard breaker mags
I0-360-F1A 180-hp Similar to BlE except converted for use with
turbocharger
AI-360-A1A 180-hp Aerobatic engine with performance similar to
10-360-AlA
AI0-360-A2A 200-hp Same as AlA but without provision for controllable
prop
AI0-360-A1B 200-hp Same as AlA but with impulse mags
AI0-360-A2B 200-hp Same as A2A but has impulse mags
AI0-360- BIB 200 hp Similar to B1B but has front mounted injector
TI0-360 A1A 200hp Similar to I0-360-CIB but has turbocharger (TE0659)
and lower rated speed
TI0-360-AIB 200 hp Same as AIA but does not have "suck open " door
TI0-360-A3B6 200 hp Similar to A1B but has crankshaft counterweights,
provision for three bladed prop, large fuel pump, conduit harness, and
pressurized mags.



<http://pilotfriend.com/aero_engines/engine_specs/Lycoming%200%20360.htm#r>
------------------------------


On Sunday, July 14, 2019, 6:37:06 PM CDT, Tom Smith TRCSmith@...
[canard-aviators] <canard-aviators@...> wrote:




I forgot who started this, So who ever did, did you search the web for
this information yet? It took me a few seconds to find this. I have the
information in my Lycoming engine book but it's at the hanger. So try
this...


http://www.pilotfriend..com/aero_engines/engine_specs/Lycoming%200%20360.htm
<http://www.pilotfriend.com/aero_engines/engine_specs/Lycoming%200%20360.htm>



Tom Smith A&P/IA
Long-EZ N12TS
Cell-707-592-0869
KVCB
KJ6PZN


-----Original Message-----
From: DON JONES djonesdnd@... [canard-aviators] <
canard-aviators@...>
To: Tim Andres tim2542@... [canard-aviators] <
canard-aviators@...>
Sent: Fri, Jul 12, 2019 8:20 pm
Subject: Re: [c-a] weight difference



Thanks Tim, I suppose one could calculate the approximate weight
difference Burt surely someone knows. Since I posted the question to the
forum I decided to email Lycoming to see what they say. I will let you know.

Don

On Friday, July 12, 2019, 6:26:38 PM CDT, Tim Andres tim2542@...
[canard-aviators] <canard-aviators@...
<canard-aviators@yahoogroups..com>> wrote:



Ill guess Don, its a 2” bore IIRC, about 8” or so deep. So maybe 3 lbs?
Assuming its not also counter weighted and some of them have lightening
holes in the flange, so its hard to say. There is also the prop governor
and plumbing if its a complete engine comparison your looking at.
Tim Andres


On Jul 12, 2019, at 3:36 PM, DON JONES djonesdnd@...
[canard-aviators] <canard-aviators@yahoogroups..com
<canard-aviators@...>> wrote:


Anyone know the weight difference between a solid 0-360 crankshaft and a
hollow one? After doing a search on the web, all I could find are
references stating only a small difference, but no actual figures. Also,
anyone know the weight of their 0-360 engine installations? Weighed my
0-360 yesterday and it came in at 286 lbs completed with starter and
alternator, and fuel injection. No baffling, no exhaust pipes, no crank
extension or prop.. Just wondering how that compares.

Thanks, Don Jones

Berkut FG





--



--


Re: weight difference

DON JONES <djonesdnd@...>
 

Sure Bob, I was simply wondering how much lighter my engine would be had I specked my build with a hollow crank.  When I first posted my question I had just weighed my engine, ready to run. For some reason I can't remember, I had it in my head that the lightest IO-360 would be something like 250 to 260 lbs. So, I was very disappointed seeing as how mine is equipped with a B&C lightweight starter and Alternator along with a Superior Cold Air intake system which also is lighter than the standard updraft Sump/intake system.. And, I have electronic ignition and fuel injection, again lighter than mags. My all up weight came in at 286 lbs which turns out to be right on the mark for Lycoming's published lowest 360 weight. Today, I was able to verify the accuracy of the hanging scales I used, it is within 1 lb correct.  I'm still waiting on a reply from Lycoming. I will stop by the Lycoming Tent at Oshkosh and pose the question to their staff and report back.
Don

On Monday, July 15, 2019, 11:01:00 AM CDT, Bob Holliston bob.holliston@... [canard-aviators] <canard-aviators@...> wrote:

 

Hey Don, I'm very curious as to why you would want to know about the weight difference. Feel like sharing? Thanks, Bob. 
On Mon, Jul 15, 2019 at 8:49 AM DON JONES djonesdnd@... [canard-aviators] <canard-aviators@...> wrote:

 

Tom, thanks for the link, but I still don't find any indication of the weight difference between a solid and hollow crank.. I turned to the collective knowledge of our group only after a considerable length of time researching my question on the web. I even emailed Lycoming with the question, no reply as yet. Pilotfriend has loads of useful info but doesn't seem to list the answer to my question. Please point it out, thanks. Don

| |


| |


|
 aero engines
 aero engine specifications

 return to Avco Lycoming


|
|

Lycoming 0-360 series engines

VERSIONS

There are no less than 86 different versions of Lycoming’s highly successful 0-360-series four cylinder engines. Of these, 27 are carburetted models of 180hp; there are seven low compression carburetted versions of 168 hp; one fuel injected model of 177hp, 10 fuel injected versions of the 180 hp engine; 22 fuel injected models of 200 hp, including five aerobatic versions; three turbocharged models of 200 hp, and 16 helicopter configurations with ratings of 180, 190, 205, 225 and 230 hp. The list of current production aircraft powered with these engines is too long to include here.

CONFIGURATION

The 0-360s evolved from the 0-235 and 0-320 engines and are similar in basic design and layout. The cylinders are made with two major components, head and barrel, screwed and shrunk together. The heads are made from an aluminium alloy casting with a machined combustion chamber. Rocker shaft bearing supports are cast integral with the head along with housings to form the rocker boxes.

A convention type camshaft is located above and parallel to the crankshaft. The camshaft actuates hydraulic tappets, which operate the valves through pushrods and valve rockers. The valve rockers are supported on fully floating steel shafts. The valve springs bear against hardened steel seats and are retained on the valve stems by means of split keys.

The crankcase assembly consists of two reinforced aluminium alloy castings, fastened together at the crankshaft centreline in the vertical plane. The mating surfaces of the two castings are joined without a gasket and the main bearing bores are machined for use of precision main bearing inserts.

The crankshaft is made from a chrome nickel molybdenum steel forging. All bearing journal surfaces are nitrided.

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.

The pistons are machines from aluminium alloy. The piston pin is of the fully-floating type with a soft alloy plug located at each end of the pin to prevent scoring of the cylinder wall. Depending of the cylinder assembly, pistons may be machined for either three or four rings, and may employ half wedge or full wedge rings. Consult the latest revision of Service Instruction #1037 for proper piston and ring combinations.

The oil sump contains an oil drain plug, oil suction screen, mounting pad for carburettor or fuel injector, the intake riser and intake pipe connections. Crankcase covers are employed on the fuel-injected aerobatic engines (AI0-360's).

INDUCTION SYSTEMS

The 0-360 series engines are equipped with either a float type or pressure type carburettor. Distribution of the fuel-air mixture to each cylinder is obtained through the induction system which is integral with the oil sump.

The 10-360 and AIO-360 series engines are equipped with a Bendix RSA fuel injector (except for the 10-360-BiA which has a Simmonds 530 fuel injector). The fuel injection system schedules fuel flow in proportion to air flow, and fuel vaporization takes place at the intake ports. On the TIO-360 series, the turbocharger is mounted as an integral part of the engine. Automatic waste gate control of the turbocharger provides constant air density to the fuel injector inlet from sea level to critical altitude.

The float type carburettors used are the Marvel-Schebler MA-4-5 and IIA-6, which are single barrel with manual mixture control, and the Marvel-Schebler MA-4-5AA, also single barrel, but with automatic pressure altitude mixture control. The -5AA carb does not have a manual mixture control.

The Bendix-Stromberg PSH-5BD carburettor is pressure-operated, with a single horizontal barrel, incorporating an airflow-operated power enrichment valve and an automatic mixture control unit. It also has a manual mixture control which works independently of, and in parallel with, the automatic mixture control.

FUEL

All models of the 180hp 0-360s and IO-360s use 100/130 octane fuel. All 200hp IO-360s and AIO-360s use 100/130 octane fuel. The 168hp 0-360s are supposed to use 80/87 octane fuel.

DRY WEIGHTS

Dry weight of the 0-360s, including carburettor, mags., ignition harness, engine baffles, spark plugs, tach. drive, starter and generator or alternator, ranges from 282lbs to 290 lbs, The IO-360s range in weight from 296lbs to 332 lbs., while the TI)-360 weights 386 lbs.

AI0-360s weigh 325lbs with accessories; are 30.8 ins in length, 20.76 ins in height and 34.25 ins wide.

The 0-360s range in length from 29.56 ins to 30.70 ins; are 24.59 ins in height and 33.37 ins wide.

The I0-360s range in length from 30.37 to 33.65 ins in length; from 20.47 to 22.47 ins in height and are 33.37 ins wide.

|
Specifications I0-360-A,-C,-D Series
|
| FAA Type Certificate | lElO  |
| Rated horsepower  | 200  |
| Rated speed,RPM  | 2700  |
| Bore, inches  | 5.125  |
| Stroke, inches  | 4.375  |
| Displacement, cubic inches | 361.0  |
| Compression ratio  | 8.7:1  |
| Firing order  | 1-3-2-4  |
| Spark occurs, degrees BTC | 25  |
| Valve rocker clearance (hydraulic tappets collapsed)  | .028 -.080  |
| Propeller drive ratio | 1:1  |
| Propeller drive rotation (viewed from rear)  | Clockwise  |


|
Specifications I0-360-B,E,F* Series
|
| FAA Type Certificate | lElO  |
| Rated horsepower  | 180  |
| Rated speed,RPM  | 2700  |
| Bore, inches  | 5.125  |
| Stroke, inches  | 4.375  |
| Displacement, cubic inches | 361.0  |
| Compression ratio  | 8.5:1  |
| Firing order  | 1-3-2-4  |
| Spark occurs, degrees BTC | 25  |
| Valve rocker clearance (hydraulic tappets collapsed)  | .028 -.080  |
| Propeller drive ratio | 1:1  |
| Propeller drive rotation (viewed from rear)  | Clockwise  |
| *IO-360-B1C only – rated at 177hp.  |    |


|
Specifications I0-360-A,-C Series
|
| FAA Type Certificate | 286  |
| Rated horsepower  | 180  |
| Rated speed,RPM  | 2700  |
| Bore, inches  | 5.125  |
| Stroke, inches  | 4.375  |
| Displacement, cubic inches | 361.0  |
| Compression ratio  | 8.7:1  |
| Firing order  | 1-3-2-4  |
| Spark occurs, degrees BTC | 25  |
| Valve rocker clearance (hydraulic tappets collapsed)  | .028 -.080  |
| Propeller drive ratio | 1:1  |
| Propeller drive rotation (viewed from rear)  | Clockwise  |


|
Specifications I0-360-B,-D Series
|
| FAA Type Certificate | 286  |
| Rated horsepower  | 168  |
| Rated speed,RPM  | 2700  |
| Bore, inches  | 5.125  |
| Stroke, inches  | 4.375  |
| Displacement, cubic inches | 361.0  |
| Compression ratio  | 7.2:1  |
| Firing order  | 1-3-2-4  |
| Spark occurs, degrees BTC | 25  |
| Valve rocker clearance (hydraulic tappets collapsed)  | ..028 -.080  |
| Propeller drive ratio | 1:1  |
| Propeller drive rotation (viewed from rear)  | Clockwise  |


|
Specifications AI0-360-A,-B Series
|
| FAA Type Certificate | lElO  |
| Rated horsepower  | 200  |
| Rated speed,RPM  | 2700  |
| Bore, inches  | 5.125  |
| Stroke, inches  | 4.375  |
| Displacement, cubic inches | 361.0  |
| Compression ratio  | 8.7:1  |
| Firing order  | 1-3-2-4  |
| Spark occurs, degrees BTC | 25  |
| Valve rocker clearance (hydraulic tappets collapsed)  | 028-. 080  |
| Propeller drive ratio | 1:1  |
| Propeller drive rotation (viewed from rear)  | Clockwise  |


|
Specifications TI0-360-A Series
|
| FAA Type Certificate | E16EA  |
| Rated horsepower  | 200  |
| Rated speed,RPM  | 2575  |
| Bore, inches  | 5.125  |
| Stroke, inches  | 4.375  |
| Displacement, cubic inches | 361..0  |
| Compression ratio  | 7.3:1  |
| Firing order  | 1-3-2-4  |
| Spark occurs, degrees BTC | 20  |
| Valve rocker clearance (hydraulic tappets collapsed)  | .028 -.080  |
| Propeller drive ratio | 1:1  |
| Propeller drive rotation (viewed from rear)  | Clockwise  |


| 0-360-AlA  | 180-hp  | Dynafocal mounts  |
| 0-360-A1D  | 180-hp  | Same as AlA but with retard breaker mags  |
| 0-360-A1F  | 180-hp  | Same as AlA but with -1200 series mags  |
| 0-360-A1F6  | 180-hp  | Same as A1F but with crankshaft counter weights  |
| 0-360-A1F6D  | 180-hp  | Same as AIF6 but with D4LN-2021 impulse coupling dual magneto  |
| 0-360-A1G  | 180-hp  | Similar to A1F but horizontal carb  |
| 0-360-A1G6  | 180-hp  | Same as A1G but has crankshaft counter weights  |
| 0-360-AIH  | 180-hp  | Same as A1G but with prop governor drive on left fr. of crankcase  |
| 0-360-A2A  | 180-hp  | Same as AlA but with fixed pitch prop  |
| U-360-A3A  | 180-hp  | Same as A2A but with six long bushings in prop flange  |
| 0-360-A4A  | 180-hp  | Same as A3A but has solid crankshaft  |
| 0-360-A4AD  | 180-hp  | Same as A4A but with D4LN-2021 impulse coupling dual magneto  |
| 0-360-A2D  | 180-hp  | Same as A2A except with retard breaker mags  |
| 0-360-A3D  | 180-hp  | Same as A3A except with retard breaker mags  |
| 0-360-A2E  | 180-hp  | Same as A2D but with provision for AN fuel pump drive  |
| 0-360-A2F  | 180-hp  | Same as A2A but with -1200 series mag  |
| 0-360-A2G  | 180-hp  | Same as A1G but with fixed pitch prop  |
| 0-360-A4G  | 180-hp  | Same as A2G but has A4A crankshaft with A2G prop flange bushings  |
| 0-360-A2H  | 180-hp  | Same as A1H but has fixed pitch prop  |
| 0-360-A4J  | 180-hp  | Same as A4G but has -21 and -204 mags  |
| 0-360-A1C  | 180-hp  | Same as A1D but has horizontal rear mounted PSH-5BD carburetor  |
| 0-360-B1A  | 180-hp  | Same as AlA but low compression ratio  |
| 0-360-B1B  | 180-hp  | Same as B1A except has retard breaker mags  |
| 0-360-B2A  | 180-hp  | Same as B1A except has fixed pitch prop  |
| 0-360-B2B  | 180-hp  | Same as B2A except has retard breaker mags  |
| 0-360-C1A  | 180-hp  | Same as AlA but has conical rubber mounts  |
| 0-360-C1C  | 180-hp  | Same as C1A but with retard breaker mags  |
| 0-360-C2A  | 180-hp  | Same as C1A but has fixed pitch prop  |
| 0-360-C2B  | 180-hp  | Same as C1A but has fixed pitch prop and horizontal pressure carb  |
| 0-360-C2C  | 180-hp  | Same as C2A except has retard breaker mags  |
| I0-360-C2D  | 180-hp  | Same as C2B except has retard breaker mags  |
| 0-360-D1A  | 168-hp  | Same as BlA but has conical rubber mounts and -1200 series magnetos  |
| 0-360-D2A  | 168-hp  | Same as B2A but with conical rubber mounts  |
| 0-360-D2B  | 168-hp  | Same as D2A except has retard breaker mags  |
| I0-360-A1A  | 200-hp  | Bendix fuel injection, tuned induction  |
| I0-360-A1B  | 200-hp  | Same as AlA but has -1200 series impulse mags  |
| I0-360-A1B6  | 200-hp  | Same as A1B but with crankshaft counterweights  |
| I0-360-A1B6D  | 200-hp  | Same as A1B6 but has one Bendix D4LN-2021 impulse coupling dual mag  |
| I0-360-A1C  | 200-hp  | Same as AlA with -1200 series mags  |
| I0-360-A1D  | 200-hp  | Same as A1B but has S4LN-21 & S4LN-204 mags  |
| I0-360-A1D6  | 200-hp  | Same as A1B6 but with prop governor drive on left front of crankcase  |
| I0-360-A2A  | 200-hp  | Same as AlA but with fixed pitch prop  |
| I0-360-A2B  | 200-hp  | Same as A2A but with -1200 series mags  |
| I0-360-A2C  | 200-hp  | Same as A1C but with fixed pitch prop  |
| I0-360-B1A  | 180-hp  | Same as 0-360-A1D but with ~ Simmonds 530 fuel injection ~ system  |
| I0-360-B4A  | 180-hp  | Similar to B1B but with -20 and-21 mags and 0-360-A4A solid crankshaft  |
| I0-360-B1B  | 180-hp  | Same as B1A but Bendix fuel injection  |
| I0-360-B1C  | 177-hp  | Conversion of 0-36~A1C to Bendix fuel injection  |
| 10-360-B1D  | 180-hp  | Same as B1B but with AN fuel pump drive  |
| 10-360-BlE  | 180-hp  | Similar to B1B with rear mounted fuel injector and -1200 series impulse mags  |
| I0-360-B2E  | 180-hp  | Same as BlE but with fixed pitch prop  |
| 10-360-B1F  | 180-hp  | Similar to B1B but has two –1227 mags  |
| I0-360-B2F  | 180-hp  | Same as B1F but with fixed pitch prop  |
| I0-360-C1A  | 200-hp  | Same as AlA but with rear air inlet  |
| I0-360-C1B  | 200-hp  | Same as C1A but with -1200 series mags  |
| I0-360-C1C  | 200-hp  | Similar to C1B but has 14-degree injector adaptor and impulse mag  |
| I0-360-C1D6  | 200-hp  | Similar to C1C but has straight injector inlet crankshaft counterweights  |
| I0-360-C1E6  | 200-hp  | Similar to C1C but has prop governor drive on left front of crankcase; Ford alternator drive, and counter weights on crankshaft  |
| LIO-360-C1E6  | 200-hp  | Similar to I0-360-C1E6 but left hand crankshaft rotation  |
| I0-360-D1A  | 200-hp  | Same as C1B but with type 2 dynafocal mounts  |
| I0-360-E1A  | 200-hp  | Similar to BlE but has type 2 dynafocal mounts and retard breaker mags  |
| I0-360-F1A  | 180-hp  | Similar to BlE except converted for use with turbocharger  |
| AI-360-A1A  | 180-hp  | Aerobatic engine with performance similar to 10-360-AlA  |
| AI0-360-A2A  | 200-hp  | Same as AlA but without provision for controllable prop  |
| AI0-360-A1B  | 200-hp  | Same as AlA but with impulse mags  |
| AI0-360-A2B  | 200-hp  | Same as A2A but has impulse mags  |
| AI0-360- BIB  | 200 hp  | Similar to B1B but has front mounted injector  |
| TI0-360 A1A  | 200hp  | Similar to I0-360-CIB but has turbocharger (TE0659) and lower rated speed  |
| TI0-360-AIB  | 200 hp  | Same as AIA but does not have "suck open " door  |
| TI0-360-A3B6  | 200 hp  | Similar to A1B but has crankshaft counterweights, provision for three bladed prop, large fuel pump, conduit harness, and pressurized mags.  |


 
|

|


| |





|   |

On Sunday, July 14, 2019, 6:37:06 PM CDT, Tom Smith TRCSmith@... [canard-aviators] <canard-aviators@...> wrote:

 

I forgot who started this, So who ever did, did you search the web for this information yet? It took me a few seconds to find this. I have the
information in my Lycoming engine book  but it's at the hanger. So try this...
http://www.pilotfriend..com/aero_engines/engine_specs/Lycoming%200%20360.htm


Tom Smith  A&P/IA
Long-EZ N12TS
Cell-707-592-0869
KVCB
KJ6PZN

-----Original Message-----
From: DON JONES djonesdnd@... [canard-aviators] <canard-aviators@...>
To: Tim Andres tim2542@... [canard-aviators] <canard-aviators@...>
Sent: Fri, Jul 12, 2019 8:20 pm
Subject: Re: [c-a] weight difference



Thanks Tim, I suppose one could calculate the approximate weight difference Burt surely someone knows. Since I posted the question to the forum I decided to email Lycoming to see what they say. I will let you know.
Don
On Friday, July 12, 2019, 6:26:38 PM CDT, Tim Andres tim2542@... [canard-aviators] <canard-aviators@...> wrote:

  Ill guess Don, its a 2” bore IIRC, about 8” or so deep.  So maybe 3 lbs? Assuming its not also counter weighted and some of them have lightening holes in the flange, so its hard to say. There is also the prop governor and plumbing if its a complete engine comparison your looking at. Tim Andres

On Jul 12, 2019, at 3:36 PM, DON JONES djonesdnd@... [canard-aviators] <canard-aviators@yahoogroups..com> wrote:


  Anyone know the weight difference between a solid 0-360 crankshaft and a hollow one? After doing a search on the web, all I could find are references stating only a small difference, but no actual figures. Also, anyone know the weight of their 0-360 engine installations? Weighed my 0-360 yesterday and it came in at 286 lbs completed with starter and alternator, and fuel injection. No baffling, no exhaust pipes, no crank extension or prop.. Just wondering how that compares.
Thanks, Don Jones
Berkut FG







--

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Re: Odd Aircraft that includes a Canard type

Harley Dixon
 

Interesting...he had the canard, BUT, he still equipped it with full "conventional" tail feathers.
In the intro, he comments that the front wheel is to prevent nose overs, but apparently failed to notice that he lost the front wheel on take off! 
So he nosed over! Actually a pretty good lesson for all of us "home builders"...

Harley


On 7/13/2019 2:45 PM, Regrot regrot@... [canard-aviators] wrote:
 


Hi all,

If you are not in to looking at historic aircraft from the 1920's+ then "delete" this email now.

I would not normally send out an Odd Aircraft youtube but I found this one to be very interesting. If you forward to 3:49 into the video you will see a Fernic T-9. This is an aircraft from 1929 with a Canard!! Yea, I know the Wright flyer was a Canard type, but take a look at this one.  Listen to what the pilot says about the reason for it. He also touts the nose gear, but look what happens!! 

If you have the time take a look at some of the other creative ideas guys had back then. Some you say "Wow!", others you ask, "what the heck were they thinking!!" Watch it all the way to the end. There are some "WTH" designs at the end!!

Enjoy,
Torger T
Long-EZ 606TT
Fullerton, CA




Ken Swain

Ryszard Zadow
 

Plz pm me.

RutanAFE@...


Re: weight difference

Bob Holliston
 

Hey Don, I'm very curious as to why you would want to know about the weight
difference. Feel like sharing? Thanks, Bob.

On Mon, Jul 15, 2019 at 8:49 AM DON JONES djonesdnd@...
[canard-aviators] <canard-aviators@...> wrote:



Tom, thanks for the link, but I still don't find any indication of the
weight difference between a solid and hollow crank. I turned to the
collective knowledge of our group only after a considerable length of time
researching my question on the web. I even emailed Lycoming with the
question, no reply as yet. Pilotfriend has loads of useful info but doesn't
seem to list the answer to my question. Please point it out, thanks. Don

* aero engines <http://pilotfriend.com/aero_engines/aero_engines.htm>*
* aero engine specifications
<http://pilotfriend.com/aero_engines/aero_eng_specs.htm>*

return to Avco Lycoming
<http://pilotfriend.com/aero_engines/engine_specs/Avco%20Lycoming.htm>


*Lycoming 0-360 series engines*

*VERSIONS*

There are no less than 86 different versions of Lycoming’s highly
successful 0-360-series four cylinder engines. Of these, 27 are carburetted
models of 180hp; there are seven low compression carburetted versions of
168 hp; one fuel injected model of 177hp, 10 fuel injected versions of the
180 hp engine; 22 fuel injected models of 200 hp, including five aerobatic
versions; three turbocharged models of 200 hp, and 16 helicopter
configurations with ratings of 180, 190, 205, 225 and 230 hp. The list of
current production aircraft powered with these engines is too long to
include here.

*CONFIGURATION*

The 0-360s evolved from the 0-235 and 0-320 engines and are similar in
basic design and layout. The cylinders are made with two major components,
head and barrel, screwed and shrunk together. The heads are made from an
aluminium alloy casting with a machined combustion chamber. Rocker shaft
bearing supports are cast integral with the head along with housings to
form the rocker boxes.

A convention type camshaft is located above and parallel to the
crankshaft. The camshaft actuates hydraulic tappets, which operate the
valves through pushrods and valve rockers. The valve rockers are supported
on fully floating steel shafts. The valve springs bear against hardened
steel seats and are retained on the valve stems by means of split keys.

The crankcase assembly consists of two reinforced aluminium alloy
castings, fastened together at the crankshaft centreline in the vertical
plane. The mating surfaces of the two castings are joined without a gasket
and the main bearing bores are machined for use of precision main bearing
inserts.

The crankshaft is made from a chrome nickel molybdenum steel forging. All
bearing journal surfaces are nitrided.

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.

The pistons are machines from aluminium alloy. The piston pin is of the
fully-floating type with a soft alloy plug located at each end of the pin
to prevent scoring of the cylinder wall. Depending of the cylinder
assembly, pistons may be machined for either three or four rings, and may
employ half wedge or full wedge rings. Consult the latest revision of
Service Instruction #1037 for proper piston and ring combinations.

The oil sump contains an oil drain plug, oil suction screen, mounting pad
for carburettor or fuel injector, the intake riser and intake pipe
connections. Crankcase covers are employed on the fuel-injected aerobatic
engines (AI0-360's).

*INDUCTION SYSTEMS*

The 0-360 series engines are equipped with either a float type or pressure
type carburettor. Distribution of the fuel-air mixture to each cylinder is
obtained through the induction system which is integral with the oil sump.

The 10-360 and AIO-360 series engines are equipped with a Bendix RSA fuel
injector (except for the 10-360-BiA which has a Simmonds 530 fuel
injector). The fuel injection system schedules fuel flow in proportion to
air flow, and fuel vaporization takes place at the intake ports. On the
TIO-360 series, the turbocharger is mounted as an integral part of the
engine. Automatic waste gate control of the turbocharger provides constant
air density to the fuel injector inlet from sea level to critical altitude.

The float type carburettors used are the Marvel-Schebler MA-4-5 and IIA-6,
which are single barrel with manual mixture control, and the
Marvel-Schebler MA-4-5AA, also single barrel, but with automatic pressure
altitude mixture control. The -5AA carb does not have a manual mixture
control.

The Bendix-Stromberg PSH-5BD carburettor is pressure-operated, with a
single horizontal barrel, incorporating an airflow-operated power
enrichment valve and an automatic mixture control unit. It also has a
manual mixture control which works independently of, and in parallel with,
the automatic mixture control.

FUEL

All models of the 180hp 0-360s and IO-360s use 100/130 octane fuel. All
200hp IO-360s and AIO-360s use 100/130 octane fuel. The 168hp 0-360s are
supposed to use 80/87 octane fuel.

DRY WEIGHTS

Dry weight of the 0-360s, including carburettor, mags., ignition harness,
engine baffles, spark plugs, tach. drive, starter and generator or
alternator, ranges from 282lbs to 290 lbs, The IO-360s range in weight from
296lbs to 332 lbs., while the TI)-360 weights 386 lbs.

AI0-360s weigh 325lbs with accessories; are 30.8 ins in length, 20.76 ins
in height and 34.25 ins wide.

The 0-360s range in length from 29.56 ins to 30.70 ins; are 24.59 ins in
height and 33.37 ins wide.

The I0-360s range in length from 30.37 to 33.65 ins in length; from 20.47
to 22.47 ins in height and are 33.37 ins wide.

*Specifications I0-360-A,-C,-D Series*
FAA Type Certificate lElO
Rated horsepower 200
Rated speed,RPM 2700
Bore, inches 5.125
Stroke, inches 4.375
Displacement, cubic inches 361.0
Compression ratio 8.7:1
Firing order 1-3-2-4
Spark occurs, degrees BTC 25
Valve rocker clearance (hydraulic tappets collapsed) .028 -.080
Propeller drive ratio 1:1
Propeller drive rotation (viewed from rear) Clockwise

*Specifications I0-360-B,E,F* Series*
FAA Type Certificate lElO
Rated horsepower 180
Rated speed,RPM 2700
Bore, inches 5.125
Stroke, inches 4.375
Displacement, cubic inches 361.0
Compression ratio 8.5:1
Firing order 1-3-2-4
Spark occurs, degrees BTC 25
Valve rocker clearance (hydraulic tappets collapsed) .028 -.080
Propeller drive ratio 1:1
Propeller drive rotation (viewed from rear) Clockwise
*IO-360-B1C only – rated at 177hp.

*Specifications I0-360-A,-C Series*
FAA Type Certificate 286
Rated horsepower 180
Rated speed,RPM 2700
Bore, inches 5.125
Stroke, inches 4.375
Displacement, cubic inches 361.0
Compression ratio 8.7:1
Firing order 1-3-2-4
Spark occurs, degrees BTC 25
Valve rocker clearance (hydraulic tappets collapsed) .028 -.080
Propeller drive ratio 1:1
Propeller drive rotation (viewed from rear) Clockwise

*Specifications I0-360-B,-D Series*
FAA Type Certificate 286
Rated horsepower 168
Rated speed,RPM 2700
Bore, inches 5.125
Stroke, inches 4.375
Displacement, cubic inches 361.0
Compression ratio 7.2:1
Firing order 1-3-2-4
Spark occurs, degrees BTC 25
Valve rocker clearance (hydraulic tappets collapsed) ..028 -.080
Propeller drive ratio 1:1
Propeller drive rotation (viewed from rear) Clockwise

*Specifications AI0-360-A,-B Series*
FAA Type Certificate lElO
Rated horsepower 200
Rated speed,RPM 2700
Bore, inches 5.125
Stroke, inches 4.375
Displacement, cubic inches 361.0
Compression ratio 8.7:1
Firing order 1-3-2-4
Spark occurs, degrees BTC 25
Valve rocker clearance (hydraulic tappets collapsed) 028-. 080
Propeller drive ratio 1:1
Propeller drive rotation (viewed from rear) Clockwise

*Specifications TI0-360-A Series*
FAA Type Certificate E16EA
Rated horsepower 200
Rated speed,RPM 2575
Bore, inches 5.125
Stroke, inches 4.375
Displacement, cubic inches 361.0
Compression ratio 7.3:1
Firing order 1-3-2-4
Spark occurs, degrees BTC 20
Valve rocker clearance (hydraulic tappets collapsed) .028 -.080
Propeller drive ratio 1:1
Propeller drive rotation (viewed from rear) Clockwise
0-360-AlA 180-hp Dynafocal mounts
0-360-A1D 180-hp Same as AlA but with retard breaker mags
0-360-A1F 180-hp Same as AlA but with -1200 series mags
0-360-A1F6 180-hp Same as A1F but with crankshaft counter weights
0-360-A1F6D 180-hp Same as AIF6 but with D4LN-2021 impulse coupling
dual magneto
0-360-A1G 180-hp Similar to A1F but horizontal carb
0-360-A1G6 180-hp Same as A1G but has crankshaft counter weights
0-360-AIH 180-hp Same as A1G but with prop governor drive on left fr.
of crankcase
0-360-A2A 180-hp Same as AlA but with fixed pitch prop
U-360-A3A 180-hp Same as A2A but with six long bushings in prop flange
0-360-A4A 180-hp Same as A3A but has solid crankshaft
0-360-A4AD 180-hp Same as A4A but with D4LN-2021 impulse coupling dual
magneto
0-360-A2D 180-hp Same as A2A except with retard breaker mags
0-360-A3D 180-hp Same as A3A except with retard breaker mags
0-360-A2E 180-hp Same as A2D but with provision for AN fuel pump drive
0-360-A2F 180-hp Same as A2A but with -1200 series mag
0-360-A2G 180-hp Same as A1G but with fixed pitch prop
0-360-A4G 180-hp Same as A2G but has A4A crankshaft with A2G prop
flange bushings
0-360-A2H 180-hp Same as A1H but has fixed pitch prop
0-360-A4J 180-hp Same as A4G but has -21 and -204 mags
0-360-A1C 180-hp Same as A1D but has horizontal rear mounted PSH-5BD
carburetor
0-360-B1A 180-hp Same as AlA but low compression ratio
0-360-B1B 180-hp Same as B1A except has retard breaker mags
0-360-B2A 180-hp Same as B1A except has fixed pitch prop
0-360-B2B 180-hp Same as B2A except has retard breaker mags
0-360-C1A 180-hp Same as AlA but has conical rubber mounts
0-360-C1C 180-hp Same as C1A but with retard breaker mags
0-360-C2A 180-hp Same as C1A but has fixed pitch prop
0-360-C2B 180-hp Same as C1A but has fixed pitch prop and horizontal
pressure carb
0-360-C2C 180-hp Same as C2A except has retard breaker mags
I0-360-C2D 180-hp Same as C2B except has retard breaker mags
0-360-D1A 168-hp Same as BlA but has conical rubber mounts and -1200
series magnetos
0-360-D2A 168-hp Same as B2A but with conical rubber mounts
0-360-D2B 168-hp Same as D2A except has retard breaker mags
I0-360-A1A 200-hp Bendix fuel injection, tuned induction
I0-360-A1B 200-hp Same as AlA but has -1200 series impulse mags
I0-360-A1B6 200-hp Same as A1B but with crankshaft counterweights
I0-360-A1B6D 200-hp Same as A1B6 but has one Bendix D4LN-2021 impulse
coupling dual mag
I0-360-A1C 200-hp Same as AlA with -1200 series mags
I0-360-A1D 200-hp Same as A1B but has S4LN-21 & S4LN-204 mags
I0-360-A1D6 200-hp Same as A1B6 but with prop governor drive on left
front of crankcase
I0-360-A2A 200-hp Same as AlA but with fixed pitch prop
I0-360-A2B 200-hp Same as A2A but with -1200 series mags
I0-360-A2C 200-hp Same as A1C but with fixed pitch prop
I0-360-B1A 180-hp Same as 0-360-A1D but with ~ Simmonds 530 fuel
injection ~ system
I0-360-B4A 180-hp Similar to B1B but with -20 and-21 mags and 0-360-A4A
solid crankshaft
I0-360-B1B 180-hp Same as B1A but Bendix fuel injection
I0-360-B1C 177-hp Conversion of 0-36~A1C to Bendix fuel injection
10-360-B1D 180-hp Same as B1B but with AN fuel pump drive
10-360-BlE 180-hp Similar to B1B with rear mounted fuel injector and
-1200 series impulse mags
I0-360-B2E 180-hp Same as BlE but with fixed pitch prop
10-360-B1F 180-hp Similar to B1B but has two –1227 mags
I0-360-B2F 180-hp Same as B1F but with fixed pitch prop
I0-360-C1A 200-hp Same as AlA but with rear air inlet
I0-360-C1B 200-hp Same as C1A but with -1200 series mags
I0-360-C1C 200-hp Similar to C1B but has 14-degree injector adaptor and
impulse mag
I0-360-C1D6 200-hp Similar to C1C but has straight injector inlet
crankshaft counterweights
I0-360-C1E6 200-hp Similar to C1C but has prop governor drive on left
front of crankcase; Ford alternator drive, and counter weights on
crankshaft
LIO-360-C1E6 200-hp Similar to I0-360-C1E6 but left hand crankshaft
rotation
I0-360-D1A 200-hp Same as C1B but with type 2 dynafocal mounts
I0-360-E1A 200-hp Similar to BlE but has type 2 dynafocal mounts and
retard breaker mags
I0-360-F1A 180-hp Similar to BlE except converted for use with
turbocharger
AI-360-A1A 180-hp Aerobatic engine with performance similar to
10-360-AlA
AI0-360-A2A 200-hp Same as AlA but without provision for controllable
prop
AI0-360-A1B 200-hp Same as AlA but with impulse mags
AI0-360-A2B 200-hp Same as A2A but has impulse mags
AI0-360- BIB 200 hp Similar to B1B but has front mounted injector
TI0-360 A1A 200hp Similar to I0-360-CIB but has turbocharger (TE0659)
and lower rated speed
TI0-360-AIB 200 hp Same as AIA but does not have "suck open " door
TI0-360-A3B6 200 hp Similar to A1B but has crankshaft counterweights,
provision for three bladed prop, large fuel pump, conduit harness, and
pressurized mags.



<http://pilotfriend.com/aero_engines/engine_specs/Lycoming%200%20360.htm#r>
------------------------------


On Sunday, July 14, 2019, 6:37:06 PM CDT, Tom Smith TRCSmith@...
[canard-aviators] <canard-aviators@...> wrote:




I forgot who started this, So who ever did, did you search the web for
this information yet? It took me a few seconds to find this. I have the
information in my Lycoming engine book but it's at the hanger. So try
this...

http://www.pilotfriend.com/aero_engines/engine_specs/Lycoming%200%20360.htm



Tom Smith A&P/IA
Long-EZ N12TS
Cell-707-592-0869
KVCB
KJ6PZN


-----Original Message-----
From: DON JONES djonesdnd@... [canard-aviators] <
canard-aviators@...>
To: Tim Andres tim2542@... [canard-aviators] <
canard-aviators@...>
Sent: Fri, Jul 12, 2019 8:20 pm
Subject: Re: [c-a] weight difference



Thanks Tim, I suppose one could calculate the approximate weight
difference Burt surely someone knows. Since I posted the question to the
forum I decided to email Lycoming to see what they say. I will let you know.

Don

On Friday, July 12, 2019, 6:26:38 PM CDT, Tim Andres tim2542@...
[canard-aviators] <canard-aviators@...> wrote:



Ill guess Don, its a 2” bore IIRC, about 8” or so deep. So maybe 3 lbs?
Assuming its not also counter weighted and some of them have lightening
holes in the flange, so its hard to say. There is also the prop governor
and plumbing if its a complete engine comparison your looking at.
Tim Andres


On Jul 12, 2019, at 3:36 PM, DON JONES djonesdnd@...
[canard-aviators] <canard-aviators@yahoogroups..com
<canard-aviators@...>> wrote:


Anyone know the weight difference between a solid 0-360 crankshaft and a
hollow one? After doing a search on the web, all I could find are
references stating only a small difference, but no actual figures. Also,
anyone know the weight of their 0-360 engine installations? Weighed my
0-360 yesterday and it came in at 286 lbs completed with starter and
alternator, and fuel injection. No baffling, no exhaust pipes, no crank
extension or prop.. Just wondering how that compares.

Thanks, Don Jones

Berkut FG





--


Re: weight difference

DON JONES <djonesdnd@...>
 

Tom, thanks for the link, but I still don't find any indication of the weight difference between a solid and hollow crank. I turned to the collective knowledge of our group only after a considerable length of time researching my question on the web. I even emailed Lycoming with the question, no reply as yet. Pilotfriend has loads of useful info but doesn't seem to list the answer to my question. Please point it out, thanks. Don

| |


| |


|
 aero engines
 aero engine specifications

 return to Avco Lycoming


|
|

Lycoming 0-360 series engines

VERSIONS

There are no less than 86 different versions of Lycoming’s highly successful 0-360-series four cylinder engines. Of these, 27 are carburetted models of 180hp; there are seven low compression carburetted versions of 168 hp; one fuel injected model of 177hp, 10 fuel injected versions of the 180 hp engine; 22 fuel injected models of 200 hp, including five aerobatic versions; three turbocharged models of 200 hp, and 16 helicopter configurations with ratings of 180, 190, 205, 225 and 230 hp. The list of current production aircraft powered with these engines is too long to include here.

CONFIGURATION

The 0-360s evolved from the 0-235 and 0-320 engines and are similar in basic design and layout. The cylinders are made with two major components, head and barrel, screwed and shrunk together. The heads are made from an aluminium alloy casting with a machined combustion chamber. Rocker shaft bearing supports are cast integral with the head along with housings to form the rocker boxes.

A convention type camshaft is located above and parallel to the crankshaft. The camshaft actuates hydraulic tappets, which operate the valves through pushrods and valve rockers. The valve rockers are supported on fully floating steel shafts. The valve springs bear against hardened steel seats and are retained on the valve stems by means of split keys.

The crankcase assembly consists of two reinforced aluminium alloy castings, fastened together at the crankshaft centreline in the vertical plane. The mating surfaces of the two castings are joined without a gasket and the main bearing bores are machined for use of precision main bearing inserts.

The crankshaft is made from a chrome nickel molybdenum steel forging. All bearing journal surfaces are nitrided.

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.

The pistons are machines from aluminium alloy. The piston pin is of the fully-floating type with a soft alloy plug located at each end of the pin to prevent scoring of the cylinder wall. Depending of the cylinder assembly, pistons may be machined for either three or four rings, and may employ half wedge or full wedge rings. Consult the latest revision of Service Instruction #1037 for proper piston and ring combinations.

The oil sump contains an oil drain plug, oil suction screen, mounting pad for carburettor or fuel injector, the intake riser and intake pipe connections. Crankcase covers are employed on the fuel-injected aerobatic engines (AI0-360's).

INDUCTION SYSTEMS

The 0-360 series engines are equipped with either a float type or pressure type carburettor. Distribution of the fuel-air mixture to each cylinder is obtained through the induction system which is integral with the oil sump.

The 10-360 and AIO-360 series engines are equipped with a Bendix RSA fuel injector (except for the 10-360-BiA which has a Simmonds 530 fuel injector). The fuel injection system schedules fuel flow in proportion to air flow, and fuel vaporization takes place at the intake ports. On the TIO-360 series, the turbocharger is mounted as an integral part of the engine. Automatic waste gate control of the turbocharger provides constant air density to the fuel injector inlet from sea level to critical altitude.

The float type carburettors used are the Marvel-Schebler MA-4-5 and IIA-6, which are single barrel with manual mixture control, and the Marvel-Schebler MA-4-5AA, also single barrel, but with automatic pressure altitude mixture control. The -5AA carb does not have a manual mixture control.

The Bendix-Stromberg PSH-5BD carburettor is pressure-operated, with a single horizontal barrel, incorporating an airflow-operated power enrichment valve and an automatic mixture control unit. It also has a manual mixture control which works independently of, and in parallel with, the automatic mixture control.

FUEL

All models of the 180hp 0-360s and IO-360s use 100/130 octane fuel. All 200hp IO-360s and AIO-360s use 100/130 octane fuel. The 168hp 0-360s are supposed to use 80/87 octane fuel.

DRY WEIGHTS

Dry weight of the 0-360s, including carburettor, mags., ignition harness, engine baffles, spark plugs, tach. drive, starter and generator or alternator, ranges from 282lbs to 290 lbs, The IO-360s range in weight from 296lbs to 332 lbs., while the TI)-360 weights 386 lbs.

AI0-360s weigh 325lbs with accessories; are 30.8 ins in length, 20.76 ins in height and 34.25 ins wide.

The 0-360s range in length from 29.56 ins to 30.70 ins; are 24.59 ins in height and 33.37 ins wide.

The I0-360s range in length from 30.37 to 33.65 ins in length; from 20.47 to 22.47 ins in height and are 33.37 ins wide.

|
Specifications I0-360-A,-C,-D Series
|
| FAA Type Certificate | lElO  |
| Rated horsepower  | 200  |
| Rated speed,RPM  | 2700  |
| Bore, inches  | 5.125  |
| Stroke, inches  | 4.375  |
| Displacement, cubic inches | 361.0  |
| Compression ratio  | 8.7:1  |
| Firing order  | 1-3-2-4  |
| Spark occurs, degrees BTC | 25  |
| Valve rocker clearance (hydraulic tappets collapsed)  | .028 -.080  |
| Propeller drive ratio | 1:1  |
| Propeller drive rotation (viewed from rear)  | Clockwise  |


|
Specifications I0-360-B,E,F* Series
|
| FAA Type Certificate | lElO  |
| Rated horsepower  | 180  |
| Rated speed,RPM  | 2700  |
| Bore, inches  | 5.125  |
| Stroke, inches  | 4.375  |
| Displacement, cubic inches | 361.0  |
| Compression ratio  | 8.5:1  |
| Firing order  | 1-3-2-4  |
| Spark occurs, degrees BTC | 25  |
| Valve rocker clearance (hydraulic tappets collapsed)  | .028 -.080  |
| Propeller drive ratio | 1:1  |
| Propeller drive rotation (viewed from rear)  | Clockwise  |
| *IO-360-B1C only – rated at 177hp.  |    |


|
Specifications I0-360-A,-C Series
|
| FAA Type Certificate | 286  |
| Rated horsepower  | 180  |
| Rated speed,RPM  | 2700  |
| Bore, inches  | 5.125  |
| Stroke, inches  | 4.375  |
| Displacement, cubic inches | 361.0  |
| Compression ratio  | 8.7:1  |
| Firing order  | 1-3-2-4  |
| Spark occurs, degrees BTC | 25  |
| Valve rocker clearance (hydraulic tappets collapsed)  | .028 -.080  |
| Propeller drive ratio | 1:1  |
| Propeller drive rotation (viewed from rear)  | Clockwise  |


|
Specifications I0-360-B,-D Series
|
| FAA Type Certificate | 286  |
| Rated horsepower  | 168  |
| Rated speed,RPM  | 2700  |
| Bore, inches  | 5.125  |
| Stroke, inches  | 4.375  |
| Displacement, cubic inches | 361.0  |
| Compression ratio  | 7.2:1  |
| Firing order  | 1-3-2-4  |
| Spark occurs, degrees BTC | 25  |
| Valve rocker clearance (hydraulic tappets collapsed)  | .028 -.080  |
| Propeller drive ratio | 1:1  |
| Propeller drive rotation (viewed from rear)  | Clockwise  |


|
Specifications AI0-360-A,-B Series
|
| FAA Type Certificate | lElO  |
| Rated horsepower  | 200  |
| Rated speed,RPM  | 2700  |
| Bore, inches  | 5.125  |
| Stroke, inches  | 4.375  |
| Displacement, cubic inches | 361.0  |
| Compression ratio  | 8.7:1  |
| Firing order  | 1-3-2-4  |
| Spark occurs, degrees BTC | 25  |
| Valve rocker clearance (hydraulic tappets collapsed)  | 028-. 080  |
| Propeller drive ratio | 1:1  |
| Propeller drive rotation (viewed from rear)  | Clockwise  |


|
Specifications TI0-360-A Series
|
| FAA Type Certificate | E16EA  |
| Rated horsepower  | 200  |
| Rated speed,RPM  | 2575  |
| Bore, inches  | 5.125  |
| Stroke, inches  | 4.375  |
| Displacement, cubic inches | 361.0  |
| Compression ratio  | 7.3:1  |
| Firing order  | 1-3-2-4  |
| Spark occurs, degrees BTC | 20  |
| Valve rocker clearance (hydraulic tappets collapsed)  | .028 -.080  |
| Propeller drive ratio | 1:1  |
| Propeller drive rotation (viewed from rear)  | Clockwise  |


| 0-360-AlA  | 180-hp  | Dynafocal mounts  |
| 0-360-A1D  | 180-hp  | Same as AlA but with retard breaker mags  |
| 0-360-A1F  | 180-hp  | Same as AlA but with -1200 series mags  |
| 0-360-A1F6  | 180-hp  | Same as A1F but with crankshaft counter weights  |
| 0-360-A1F6D  | 180-hp  | Same as AIF6 but with D4LN-2021 impulse coupling dual magneto  |
| 0-360-A1G  | 180-hp  | Similar to A1F but horizontal carb  |
| 0-360-A1G6  | 180-hp  | Same as A1G but has crankshaft counter weights  |
| 0-360-AIH  | 180-hp  | Same as A1G but with prop governor drive on left fr. of crankcase  |
| 0-360-A2A  | 180-hp  | Same as AlA but with fixed pitch prop  |
| U-360-A3A  | 180-hp  | Same as A2A but with six long bushings in prop flange  |
| 0-360-A4A  | 180-hp  | Same as A3A but has solid crankshaft  |
| 0-360-A4AD  | 180-hp  | Same as A4A but with D4LN-2021 impulse coupling dual magneto  |
| 0-360-A2D  | 180-hp  | Same as A2A except with retard breaker mags  |
| 0-360-A3D  | 180-hp  | Same as A3A except with retard breaker mags  |
| 0-360-A2E  | 180-hp  | Same as A2D but with provision for AN fuel pump drive  |
| 0-360-A2F  | 180-hp  | Same as A2A but with -1200 series mag  |
| 0-360-A2G  | 180-hp  | Same as A1G but with fixed pitch prop  |
| 0-360-A4G  | 180-hp  | Same as A2G but has A4A crankshaft with A2G prop flange bushings  |
| 0-360-A2H  | 180-hp  | Same as A1H but has fixed pitch prop  |
| 0-360-A4J  | 180-hp  | Same as A4G but has -21 and -204 mags  |
| 0-360-A1C  | 180-hp  | Same as A1D but has horizontal rear mounted PSH-5BD carburetor  |
| 0-360-B1A  | 180-hp  | Same as AlA but low compression ratio  |
| 0-360-B1B  | 180-hp  | Same as B1A except has retard breaker mags  |
| 0-360-B2A  | 180-hp  | Same as B1A except has fixed pitch prop  |
| 0-360-B2B  | 180-hp  | Same as B2A except has retard breaker mags  |
| 0-360-C1A  | 180-hp  | Same as AlA but has conical rubber mounts  |
| 0-360-C1C  | 180-hp  | Same as C1A but with retard breaker mags  |
| 0-360-C2A  | 180-hp  | Same as C1A but has fixed pitch prop  |
| 0-360-C2B  | 180-hp  | Same as C1A but has fixed pitch prop and horizontal pressure carb  |
| 0-360-C2C  | 180-hp  | Same as C2A except has retard breaker mags  |
| I0-360-C2D  | 180-hp  | Same as C2B except has retard breaker mags  |
| 0-360-D1A  | 168-hp  | Same as BlA but has conical rubber mounts and -1200 series magnetos  |
| 0-360-D2A  | 168-hp  | Same as B2A but with conical rubber mounts  |
| 0-360-D2B  | 168-hp  | Same as D2A except has retard breaker mags  |
| I0-360-A1A  | 200-hp  | Bendix fuel injection, tuned induction  |
| I0-360-A1B  | 200-hp  | Same as AlA but has -1200 series impulse mags  |
| I0-360-A1B6  | 200-hp  | Same as A1B but with crankshaft counterweights  |
| I0-360-A1B6D  | 200-hp  | Same as A1B6 but has one Bendix D4LN-2021 impulse coupling dual mag  |
| I0-360-A1C  | 200-hp  | Same as AlA with -1200 series mags  |
| I0-360-A1D  | 200-hp  | Same as A1B but has S4LN-21 & S4LN-204 mags  |
| I0-360-A1D6  | 200-hp  | Same as A1B6 but with prop governor drive on left front of crankcase  |
| I0-360-A2A  | 200-hp  | Same as AlA but with fixed pitch prop  |
| I0-360-A2B  | 200-hp  | Same as A2A but with -1200 series mags  |
| I0-360-A2C  | 200-hp  | Same as A1C but with fixed pitch prop  |
| I0-360-B1A  | 180-hp  | Same as 0-360-A1D but with ~ Simmonds 530 fuel injection ~ system  |
| I0-360-B4A  | 180-hp  | Similar to B1B but with -20 and-21 mags and 0-360-A4A solid crankshaft  |
| I0-360-B1B  | 180-hp  | Same as B1A but Bendix fuel injection  |
| I0-360-B1C  | 177-hp  | Conversion of 0-36~A1C to Bendix fuel injection  |
| 10-360-B1D  | 180-hp  | Same as B1B but with AN fuel pump drive  |
| 10-360-BlE  | 180-hp  | Similar to B1B with rear mounted fuel injector and -1200 series impulse mags  |
| I0-360-B2E  | 180-hp  | Same as BlE but with fixed pitch prop  |
| 10-360-B1F  | 180-hp  | Similar to B1B but has two –1227 mags  |
| I0-360-B2F  | 180-hp  | Same as B1F but with fixed pitch prop  |
| I0-360-C1A  | 200-hp  | Same as AlA but with rear air inlet  |
| I0-360-C1B  | 200-hp  | Same as C1A but with -1200 series mags  |
| I0-360-C1C  | 200-hp  | Similar to C1B but has 14-degree injector adaptor and impulse mag  |
| I0-360-C1D6  | 200-hp  | Similar to C1C but has straight injector inlet crankshaft counterweights  |
| I0-360-C1E6  | 200-hp  | Similar to C1C but has prop governor drive on left front of crankcase; Ford alternator drive, and counter weights on crankshaft  |
| LIO-360-C1E6  | 200-hp  | Similar to I0-360-C1E6 but left hand crankshaft rotation  |
| I0-360-D1A  | 200-hp  | Same as C1B but with type 2 dynafocal mounts  |
| I0-360-E1A  | 200-hp  | Similar to BlE but has type 2 dynafocal mounts and retard breaker mags  |
| I0-360-F1A  | 180-hp  | Similar to BlE except converted for use with turbocharger  |
| AI-360-A1A  | 180-hp  | Aerobatic engine with performance similar to 10-360-AlA  |
| AI0-360-A2A  | 200-hp  | Same as AlA but without provision for controllable prop  |
| AI0-360-A1B  | 200-hp  | Same as AlA but with impulse mags  |
| AI0-360-A2B  | 200-hp  | Same as A2A but has impulse mags  |
| AI0-360- BIB  | 200 hp  | Similar to B1B but has front mounted injector  |
| TI0-360 A1A  | 200hp  | Similar to I0-360-CIB but has turbocharger (TE0659) and lower rated speed  |
| TI0-360-AIB  | 200 hp  | Same as AIA but does not have "suck open " door  |
| TI0-360-A3B6  | 200 hp  | Similar to A1B but has crankshaft counterweights, provision for three bladed prop, large fuel pump, conduit harness, and pressurized mags.  |


 
|

|


| |





|   |

On Sunday, July 14, 2019, 6:37:06 PM CDT, Tom Smith TRCSmith@... [canard-aviators] <canard-aviators@...> wrote:

 

I forgot who started this, So who ever did, did you search the web for this information yet? It took me a few seconds to find this. I have the
information in my Lycoming engine book  but it's at the hanger. So try this...
http://www.pilotfriend.com/aero_engines/engine_specs/Lycoming%200%20360.htm


Tom Smith  A&P/IA
Long-EZ N12TS
Cell-707-592-0869
KVCB
KJ6PZN

-----Original Message-----
From: DON JONES djonesdnd@... [canard-aviators] <canard-aviators@...>
To: Tim Andres tim2542@... [canard-aviators] <canard-aviators@...>
Sent: Fri, Jul 12, 2019 8:20 pm
Subject: Re: [c-a] weight difference



Thanks Tim, I suppose one could calculate the approximate weight difference Burt surely someone knows. Since I posted the question to the forum I decided to email Lycoming to see what they say. I will let you know.
Don
On Friday, July 12, 2019, 6:26:38 PM CDT, Tim Andres tim2542@... [canard-aviators] <canard-aviators@...> wrote:

  Ill guess Don, its a 2” bore IIRC, about 8” or so deep.  So maybe 3 lbs? Assuming its not also counter weighted and some of them have lightening holes in the flange, so its hard to say. There is also the prop governor and plumbing if its a complete engine comparison your looking at. Tim Andres

On Jul 12, 2019, at 3:36 PM, DON JONES djonesdnd@... [canard-aviators] <canard-aviators@yahoogroups..com> wrote:


  Anyone know the weight difference between a solid 0-360 crankshaft and a hollow one? After doing a search on the web, all I could find are references stating only a small difference, but no actual figures. Also, anyone know the weight of their 0-360 engine installations? Weighed my 0-360 yesterday and it came in at 286 lbs completed with starter and alternator, and fuel injection. No baffling, no exhaust pipes, no crank extension or prop.. Just wondering how that compares.
Thanks, Don Jones
Berkut FG


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Re: Long EZ OSH 40th anniversary shirts

Curt Boyll
 

I prefer shirts in XL (6’ 1” - 192lbs), and I still fit into my VariEze.

The VariEze is just like my Corvette … it’s a Superman Suit. So it needs to be well-fitted.

Curt Boyll
canards, colorado

On Jul 11, 2019, at 1:48 AM, Glen bob gcm2291@... [canard-aviators] <canard-aviators@...> wrote:

 

Who is flying a long that is XL or XXL ? ? !  !  = )

GM


Re: weight difference

Tom Smith <TRCSmith@...>
 

I forgot who started this, So who ever did, did you search the web for this information yet? It took me a few seconds to find this. I have the
information in my Lycoming engine book  but it's at the hanger. So try this...

http://www.pilotfriend.com/aero_engines/engine_specs/Lycoming%200%20360.htm



Tom Smith  A&P/IA
Long-EZ N12TS
Cell-707-592-0869
KVCB
KJ6PZN


-----Original Message-----
From: DON JONES djonesdnd@... [canard-aviators]
To: Tim Andres tim2542@... [canard-aviators]
Sent: Fri, Jul 12, 2019 8:20 pm
Subject: Re: [c-a] weight difference



Thanks Tim, I suppose one could calculate the approximate weight difference Burt surely someone knows. Since I posted the question to the forum I decided to email Lycoming to see what they say. I will let you know.

Don

On Friday, July 12, 2019, 6:26:38 PM CDT, Tim Andres tim2542@... [canard-aviators] wrote:


 
Ill guess Don, its a 2” bore IIRC, about 8” or so deep.  So maybe 3 lbs? Assuming its not also counter weighted and some of them have lightening holes in the flange, so its hard to say. There is also the prop governor and plumbing if its a complete engine comparison your looking at. 
Tim Andres


On Jul 12, 2019, at 3:36 PM, DON JONES djonesdnd@... [canard-aviators] <canard-aviators@...> wrote:

 
Anyone know the weight difference between a solid 0-360 crankshaft and a hollow one? After doing a search on the web, all I could find are references stating only a small difference, but no actual figures. Also, anyone know the weight of their 0-360 engine installations? Weighed my 0-360 yesterday and it came in at 286 lbs completed with starter and alternator, and fuel injection. No baffling, no exhaust pipes, no crank extension or prop.. Just wondering how that compares.

Thanks, Don Jones

Berkut FG



Re: Defiant leaky brakes

Keith Spreuer
 

Fuel tanks arn't inches from red hot brake discs


On Sun, Jul 14, 2019, 1:55 PM Dale Martin Niceez@... [canard-aviators] <canard-aviators@...> wrote:
 

Geez guys,

God forbid you should Avgas in your fuel tanks!!!


Dale
For Contact info - See Website
http://www.long-ez.com
=====================>


On Fri, Jul 12, 2019 at 11:47 AM Keith Spreuer kspreuer@... [canard-aviators] <canard-aviators@...> wrote:
 

I use DOT 5 also for the same reason, fire in a Cozy III.
Keith

On Fri, Jul 12, 2019, 6:47 AM Bruce Hughes ezcopilot@... [canard-aviators] <canard-aviators@...> wrote:
 

Bob and Ryszard:

I have always used DOT5 because a friend
nearly lost his Longeze after a landing and
too much braking.   He had some brake fluid
FLOWING out and a fire.   Got a heavy
coat around it.

I have Grove brakes.   Checked with them.
The seals are Viton so I guess it is safe.
Grove will not recommend DOT 5 because
they could get approval (from the FAA ?)
for anything but the dangerous red crap.
There is another FAA mistake/failure.

I wonder how many other buers use DOT 5

Bruce Hughes



----- Original Message -----
From: ryszardzadow@... [canard-aviators] <canard-aviators@...>
To: Bob Holliston bob.holliston@... [canard-aviators] <canard-aviators@...>
Sent: Mon, 08 Jul 2019 20:51:14 -0400 (EDT)
Subject: Re: [c-a] Defiant leaky brakes







On Monday, July 8, 2019, 7:47:02 PM CDT, Bob Holliston bob.holliston@... [canard-aviators] <canard-aviators@...> wrote:


 


I've never put that flammable red crap in any of my planes and never will. Dot 5 is the only way to go. I have Cleveland's and use 50 cent NAPA O-rings so change them out every 500 hours or so (takes about 15 minutes when changing pads). After that I put a couple of reversible bar clamps between the thigh rest and brake pedal and pump them up to 100 pounds or so. Let sit overnight, next day check for leaks. no leaks ever. So far..... so good. 

On Mon, Jul 8, 2019 at 2:29 PM skyeyecorp@... [canard-aviators] <canard-aviators@...> wrote:
 


Hi John,
My experience is with single puck Clevelands on my LongEz. My brakes use the MS28775 O-rings in a slightly smaller size.. However, I replaced the originally spec'd Buna-N O-rings for Viton O-rings. Viton has superior high heat tolerance. When I did my research, others had reported contacting Parker-Hannifin and the tech there had no issues against using Viton.

Did you verify if the leak is from the O-ring, the bleeder, or the fittings? I suppose you use silicone based brake fluid because it is not hygroscopic and less flammable than the standard aviation 5606 fluid. Maybe that is why you have leaks since the system is designed for the standard fluid, not the DOT5.. In my opinion, aircraft should not use DOT5 because it is not compatible (miscible) with the standard red fluid and, if getting help from an A&P away from home base, he may add standard fluid and cause a bad situation for you. I use a less common, but compatible aviation fluid, spec'd as #83282. Its also known as Aeroshell #31 or Rayco #782. It is red, 100% compatible with the standard 5606 aviation brake fluid, but has a much higher flash point.
--Jose


On Sun, Jul 7, 2019, at 2:39 PM, john toelaer johntoelaer@... [canard-aviators] wrote:
  .... but I made a logbook entry that the o-ring is MS28775-222
Now I am ready to fly but one piston is leaking.   I replaced the Ms28775-222 with a new one from aircraft spruce but no joy. ...when I get back to the hangar I had overheated the good brake and it was leaking also.
additional info:
I use dot 5 silicone brake fluid.  Aircraft Spruce sells a Ms28775=222 for 65 cents and also a Parker -Hannefin equivalet for about 20 bucks.  I ordered
both because the cheap one has a speck thickness of 0.125 but the expensive one is 0.139 thick (may be within the + or minus tolerance, don't know)
Any help would be appreciated.
N138EZ





-- 
  






--







Re: Defiant leaky brakes

Dale Martin
 

Geez guys,

God forbid you should Avgas in your fuel tanks!!!


Dale
For Contact info - See Website
http://www.long-ez.com
=====================>


On Fri, Jul 12, 2019 at 11:47 AM Keith Spreuer kspreuer@... [canard-aviators] <canard-aviators@...> wrote:
 

I use DOT 5 also for the same reason, fire in a Cozy III.
Keith

On Fri, Jul 12, 2019, 6:47 AM Bruce Hughes ezcopilot@... [canard-aviators] <canard-aviators@...> wrote:
 

Bob and Ryszard:

I have always used DOT5 because a friend
nearly lost his Longeze after a landing and
too much braking.   He had some brake fluid
FLOWING out and a fire.   Got a heavy
coat around it.

I have Grove brakes.   Checked with them.
The seals are Viton so I guess it is safe.
Grove will not recommend DOT 5 because
they could get approval (from the FAA ?)
for anything but the dangerous red crap.
There is another FAA mistake/failure.

I wonder how many other buers use DOT 5

Bruce Hughes



----- Original Message -----
From: ryszardzadow@... [canard-aviators] <canard-aviators@...>
To: Bob Holliston bob.holliston@... [canard-aviators] <canard-aviators@...>
Sent: Mon, 08 Jul 2019 20:51:14 -0400 (EDT)
Subject: Re: [c-a] Defiant leaky brakes







On Monday, July 8, 2019, 7:47:02 PM CDT, Bob Holliston bob.holliston@... [canard-aviators] <canard-aviators@...> wrote:


 


I've never put that flammable red crap in any of my planes and never will. Dot 5 is the only way to go. I have Cleveland's and use 50 cent NAPA O-rings so change them out every 500 hours or so (takes about 15 minutes when changing pads). After that I put a couple of reversible bar clamps between the thigh rest and brake pedal and pump them up to 100 pounds or so. Let sit overnight, next day check for leaks. no leaks ever. So far..... so good. 

On Mon, Jul 8, 2019 at 2:29 PM skyeyecorp@... [canard-aviators] <canard-aviators@...> wrote:
 


Hi John,
My experience is with single puck Clevelands on my LongEz. My brakes use the MS28775 O-rings in a slightly smaller size.. However, I replaced the originally spec'd Buna-N O-rings for Viton O-rings. Viton has superior high heat tolerance. When I did my research, others had reported contacting Parker-Hannifin and the tech there had no issues against using Viton.

Did you verify if the leak is from the O-ring, the bleeder, or the fittings? I suppose you use silicone based brake fluid because it is not hygroscopic and less flammable than the standard aviation 5606 fluid. Maybe that is why you have leaks since the system is designed for the standard fluid, not the DOT5. In my opinion, aircraft should not use DOT5 because it is not compatible (miscible) with the standard red fluid and, if getting help from an A&P away from home base, he may add standard fluid and cause a bad situation for you. I use a less common, but compatible aviation fluid, spec'd as #83282. Its also known as Aeroshell #31 or Rayco #782. It is red, 100% compatible with the standard 5606 aviation brake fluid, but has a much higher flash point.
--Jose


On Sun, Jul 7, 2019, at 2:39 PM, john toelaer johntoelaer@... [canard-aviators] wrote:
  ... but I made a logbook entry that the o-ring is MS28775-222
Now I am ready to fly but one piston is leaking.   I replaced the Ms28775-222 with a new one from aircraft spruce but no joy. ...when I get back to the hangar I had overheated the good brake and it was leaking also.
additional info:
I use dot 5 silicone brake fluid.  Aircraft Spruce sells a Ms28775=222 for 65 cents and also a Parker -Hannefin equivalet for about 20 bucks.  I ordered
both because the cheap one has a speck thickness of 0.125 but the expensive one is 0.139 thick (may be within the + or minus tolerance, don't know)
Any help would be appreciated.
N138EZ





-- 
  






--







Re: Armpit cooling photos

Aviating Fool
 

CARB intake...


Re: Armpit cooling photos

gilbert_drieux
 

look carefully at the photos; on each side under the apex.


Gilbert-Pierre DRIEUX

                 (_
|-------==(_)==--------|  VE  #1736.
             o/ | \o               F-PMPZ @ LFPK.

Such is life und es wird immer sucher.



De : canard-aviators@... de la part de aviatingfool@... [canard-aviators]
Envoyé : samedi 13 juillet 2019 16:58
À : canard-aviators@...
Objet : [c-a] Re: Armpit cooling photos
 
 

Sure do like that idea!  How's it working?  Where do you get air to intake?


Odd Aircraft that includes a Canard type

Torger Totusek
 

https://www.youtube.com/watch?v=8qlh_a307DY

Hi all,

If you are not in to looking at historic aircraft from the 1920's+ then "delete" this email now.

I would not normally send out an Odd Aircraft youtube but I found this one to be very interesting. If you forward to 3:49 into the video you will see a Fernic T-9. This is an aircraft from 1929 with a Canard!! Yea, I know the Wright flyer was a Canard type, but take a look at this one.  Listen to what the pilot says about the reason for it. He also touts the nose gear, but look what happens!! 

If you have the time take a look at some of the other creative ideas guys had back then. Some you say "Wow!", others you ask, "what the heck were they thinking!!" Watch it all the way to the end. There are some "WTH" designs at the end!!

Enjoy,
Torger T
Long-EZ 606TT
Fullerton, CA



Re: weight difference

Bob Holliston
 

Don, I've had good luck calling Lycoming tec. support 800 258-3279. I don't know if the number is still good as I haven't called for awhile. 


On Fri, Jul 12, 2019 at 8:20 PM DON JONES djonesdnd@... [canard-aviators] <canard-aviators@...> wrote:
 

Thanks Tim, I suppose one could calculate the approximate weight difference Burt surely someone knows. Since I posted the question to the forum I decided to email Lycoming to see what they say. I will let you know.

Don

On Friday, July 12, 2019, 6:26:38 PM CDT, Tim Andres tim2542@... [canard-aviators] <canard-aviators@...> wrote:


 

Ill guess Don, its a 2” bore IIRC, about 8” or so deep.  So maybe 3 lbs? Assuming its not also counter weighted and some of them have lightening holes in the flange, so its hard to say. There is also the prop governor and plumbing if its a complete engine comparison your looking at. 
Tim Andres


On Jul 12, 2019, at 3:36 PM, DON JONES djonesdnd@... [canard-aviators] <canard-aviators@...> wrote:

 

Anyone know the weight difference between a solid 0-360 crankshaft and a hollow one? After doing a search on the web, all I could find are references stating only a small difference, but no actual figures. Also, anyone know the weight of their 0-360 engine installations? Weighed my 0-360 yesterday and it came in at 286 lbs completed with starter and alternator, and fuel injection. No baffling, no exhaust pipes, no crank extension or prop.. Just wondering how that compares.

Thanks, Don Jones

Berkut FG



--


Re: Armpit cooling photos

Aviating Fool
 

Sure do like that idea!  How's it working?  Where do you get air to intake?


Armpit cooling photos

DB
 

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