table of contents

Backup L-3 Electronic Standby V-SPEEDS Va (max wt.) 122 MPH Va (2150 lbs) 109 MPH Va (1750 lbs) 98 MPH Max X/W 15 MPH Vso 56 MPH Vs1 64 MPH Vx 73 MPH Vy 89 MPH Vg 86 MPH Vfe 100 MPH Vno 145 MPH Vne 182 MPH Supplemental Airplane Flight Manual Cessna 172 D, E, F, G and H FAA Approved STC SA2196CE www.airplains.com 172051 | FAA APPROVED February 3, 2012 Page 1 of 17 FAA APPROVED SUPPLEMENTAL AIRPLANE FLIGHT MANUAL Document Number 172051 For Cessna 172D, E, F, G and H Serial No. 17249545 thru 17256512 Serial No: _________________ Reg. Number: ___________________ This supplement must be attached to the Owner’s Handbook when STC SA2196CE (which increases the gross weight to 2500 lbs) and STC SA4428SW, (which installs an O-360 Lycoming 180 HP engine), are installed. The information contained herein supplements the information of the basic Owner’s Handbook. For limitations, procedures, and performance information not contained in this supplement, consult the basic Owner’s Handbook. FAA Approved_ Margaret Kline Manager, Wichita Aircraft Certification Office FAA Central Region, Wichita, KS. Date:___________________________ Original Date: 07/17/2006 Supplemental Airplane Flight Manual Cessna 172 D, E, F, G and H FAA Approved STC SA2196CE www.airplains.com 172051 | FAA APPROVED February 3, 2012 Page 2 of 17 LOG OF REVISIONS Revision Pages Description Date Approved Original 1-14 New Issue 07/07/2006 W.Schinstock 1 1,2,4,17 Revised Logo, Propeller Information and tire requirements. Supplemental Airplane Flight Manual Cessna 172 D, E, F, G and H FAA Approved STC SA2196CE www.airplains.com 172051 | FAA APPROVED July 17, 2006 Page 3 of 17 TABLE OF CONTENTS GENERAL .......................................................................................... Section 1 LIMITATIONS .................................................................................... Section 2 EMERGENCY PROCEDURES ........................................................... Section 3 NORMAL PROCEDURES .................................................................. Section 4 PERFORMANCE ................................................................................ Section 5 WEIGHT & BALANCE........................................................................ Section 6 AIRPLANE AND SYSTEMS DESCRIPTIONS ................................... Section 7 Note: Limitation, procedures and performance information as listed above may not be contained in the original Owner’s Handbook, however, the information is considered to be applicable to the models covered by this Supplement. Supplemental Airplane Flight Manual Cessna 172 D, E, F, G and H FAA Approved STC SA2196CE www.airplains.com 172051 | FAA APPROVED February 3, 2012 Page 4 of 17 SECTION 1: GENERAL The information contained in this Owners Manual Supplement is applicable to the operation of the airplane in accordance with STC SA2196CE which increases the gross weight to 2500 lbs and STC SA4428SW which installs an O-360 Lycoming engine and a fixed pitch propeller DESCRIPTIVE DATA ENGINE Number of engines: 1. Engine Manufacturer: Textron Lycoming. Engine Model Number: O-360-A4A, A4M, A4N, A2F and A3A. Engine Type: Normally aspirated, direct drive, air cooled, horizontally opposed, carburetor equipped, four cylinder engine with 360 cu. in. displacement. Horsepower Rating and Engine Speed: 180 rated BHP at 2700 RPM maximum continuous rpm. PROPELLERS: Sensenich Propellers approved on installations using the O-360-A4 series engines only Propeller Manufacturer: Sensenich Corporation Propeller Model Number: 76EM8S14-0-60 Number of Blades: 2. Propeller Diameter: Maximum................................................................ 76 inches. Minimum................................................................. 76 inches. Pitch Range: 62” to 56 “ Propeller Manufacturer: Sensenich Corporation. Propeller Model Number: 76EM8S-0-60 (when using MKA3.5 prop spacer). Number of Blades: 2. Propeller Diameter: Maximum:............................................................... 76 inches. Minimum:................................................................ 76 inches. Pitch Range: 62” to 56” Approved on all approved engine installations: Propeller Manufacturer: McCauley Accessory Division. Propeller Model Number: 1A170/CFA 1A170E/CFA Number of Blades: 2. Propeller Diameter: Maximum: ............................................................... 76 inches. Minimum:............................................................. 74.5 inches. Propeller Type: Fixed Pitch Pitch Range: 60” to 56” Supplemental Airplane Flight Manual Cessna 172 D, E, F, G and H FAA Approved STC SA2196CE www.airplains.com 172051 | FAA APPROVED July 17, 2006 Page 5 of 17 Approved on installations using the O-360-A4A, -A4M, -A4N, and A3A engines only: Propeller Manufacturer: McCauley Accessory Division. Propeller Model Number: 1A170/JFA Number of Blades: 2 Propeller Diameter: Maximum: ............................................................... 76 inches. Minimum:............................................................. 74.5 inches. Propeller Type: Fixed Pitch Pitch Range: 60” to 56” STATIC RPM LIMITS 2275-2450 RPM, Full Throttle (carburetor heat off, mixture leaned to maximum RPM). FUEL: Approved Fuel Grades (and colors) 91/96 Grade Aviation Fuel 100LL Grade Aviation Fuel (Blue) 100 (formally 100/130) Grade Aviation Fuel (Green) OIL: Refer to Textron Lycoming Engine Operations Manual Oil Capacity: Sump: 8 Quarts Total: 9 Quarts (if oil filter installed)/ MAXIMUM CERTIFICATED WEIGHTS Takeoff, Normal ..................... 2500 lbs. Utility ........................ 2000 lbs. Landing, Normal ..................... 2500 lbs. Utility ........................ 2000 lbs. Supplemental Airplane Flight Manual Cessna 172 D, E, F, G and H FAA Approved STC SA2196CE www.airplains.com 172051 | FAA APPROVED July 17, 2006 Page 6 of 17 SECTION 2: LIMITATIONS AIRSPEED INDICATOR MARKINGS Airspeed must be Air Plains Services airspeed PN: 1728803 or 1728803-1 or existing airspeed indicator remarked as follows: MARKING MPH CAS VALUE OR RANGE White Arc......................................... 56-100 mph Green Arc ........................................ 64-145 mph Yellow Arc ..................................... 145-182 mph Red Line ............................................... 182 mph AIRSPEED LIMITATIONS VA Maneuvering Speed: 2500 Pounds .......................... 122 MPH IAS POWER PLANT LIMITATIONS ENGINE Number of engines: 1. Engine Manufacturer: Textron Lycoming. Engine Model Number: O-360-A4A, A4M, A4N, A2F and A3A. Engine Type: Normally aspirated, direct drive, air cooled, horizontally opposed, carburetor equipped, four cylinder engine with 360 cu. in. displacement. Horsepower Rating and Engine Speed: 180 rated BHP at 2700 RPM maximum continuous rpm. Engine Model Number: O-360-A2F, A3A, A4A, and A4M. Maximum Power: 180 BHP rating Maximum Continuous RPM: 2700 RPM Supplemental Airplane Flight Manual Cessna 172 D, E, F, G and H FAA Approved STC SA2196CE www.airplains.com 172051 | FAA APPROVED July 17, 2006 Page 7 of 17 POWER PLANT INSTRUMENT MARKINGS Oil Temperature Gage Normal Operating Range ............. Green Arc ......100 - 245F Maximum Allowable ..................... Red Line .................. 245F Oil Pressure, Idling ................................. Red Line .................. 25 psi Normal Operating......................... Green Arc ......... 50 - 90 psi Maximum ..................................... Red Line .................. 90 psi Warm up, Taxi and Takeoff .......... .............................. 115 psi WEIGHT LIMITS Maximum Takeoff Weight: Normal ............... 2500 lbs. Utility.................. 2000 lbs. Maximum Landing Weight: Normal ................ 2500 lbs. Utility.................. 2000 lbs. CENTER OF GRAVITY LIMITS NORMAL CATEGORY Center of Gravity Range: Forward: 35 inches aft of datum at 1950 lbs. or less, with straight line variation to 40.5 inches aft of datum at 2500 lbs. Aft: 47.3 inches aft of datum at all weights. UTILITY CATEGORY Center of Gravity: Forward: 35 inches aft of datum at 1950 lbs. or less, with straight line variation to 35.5 inches aft of datum at 2000lbs. Aft: 40.5 inches aft of datum at all weights. Supplemental Airplane Flight Manual Cessna 172 D, E, F, G and H FAA Approved STC SA2196CE www.airplains.com 172051 | FAA APPROVED July 17, 2006 Page 8 of 17 FLIGHT LOAD FACTORS NORMAL CATEGORY Flight Load Factors (Maximum Takeoff Weight - 2500lbs.): Flaps Up ...................................... +3.8g, -1.52g Flaps Down............................................... +3.5g FUEL LIMITATIONS: Approved Fuel Grades (and colors) 91/96 Grade Aviation Fuel 100LL Grade Aviation Fuel (Blue) 100 (formally 100/130) Grade Aviation Fuel (Green) FLAP LIMITATIONS: Limited to 30° PLACARDS: Note Only the placards listed below are changed from the FAA Approved Data. Near the fuel tank filler cap (standard tanks) On Oil Filler Cap or clearly marked on the dipstick:: On flap handle, models 172D through 172E OIL 8 QTS. FUEL 100LL/100 MIN. GRADE AVIATION GASOLINE Flaps – Pull Extend Take-Off Retract 0º 1 st Notch 10º Landing 0º-30º Avoid Slips With Flaps Down Supplemental Airplane Flight Manual Cessna 172 D, E, F, G and H FAA Approved STC SA2196CE www.airplains.com 172051 | FAA APPROVED July 17, 2006 Page 9 of 17 SECTION 3: EMERGENCY PROCEDURES AIRSPEEDS FOR EMERGENCY OPERATION Engine Failure After Takeoff: Wing Flaps Up ....................................... 77 – 86 MPH IAS Wing Flaps Down ................................... 70 – 81 MPH IAS Maneuvering Speed: 2500 lbs ....................................................... 122 MPH IAS 2150 lbs ....................................................... 109 MPH IAS 1750 lbs ......................................................... 98 MPH IAS Maximum Glide: 2500 LBS ....................................................... 86 MPH IAS Precautionary Landing With Engine Power .............. 76 MPH IAS Landing Without Engine Power: Wing Flaps Up ..........................................77-86 MPH IAS Wing Flaps Down ......................................70-81 MPH IAS DITCHING If no power is available, approach at 76 MPH IAS with flaps at 30 °. FLIGHT IN ICING CONDITIONS Approach at 81 to 92 MPH IAS, depending on ice accumulation. Supplemental Airplane Flight Manual Cessna 172 D, E, F, G and H FAA Approved STC SA2196CE www.airplains.com 172051 | FAA APPROVED July 17, 2006 Page 10 of 17 SECTION 4: NORMAL PROCEDURES NORMAL PROCEDURES SPEEDS FOR NORMAL OPERATION Unless otherwise noted, the following speeds are based on a maximum weight of 2500 pounds and may be used for any lesser weight. Takeoff: Normal Climb Out .............................................................. 86-97 MPH IAS Short Field Takeoff, Flaps 10 °, Speed at 50 ft ....................... 70 MPH IAS Enroute Climb, Flaps Up: Normal, Sea Level ............................................................. 86-97 MPH IAS Normal, 10,000 Feet .......................................................... 79-90 MPH IAS Best Rate of Climb, Sea Level ................................................ 89 MPH IAS Best Rate of Climb, 10,000 Feet ............................................. 85 MPH IAS Best Angle of Climb, Sea Level............................................... 73 MPH IAS Landing Approach: Normal Approach, Flaps Up ............................................... 77-86 MPH IAS Normal Approach, Flaps 30 °. ............................................ 70-81 MPH IAS Balked Landing: Maximum Power, Flaps 20 ° ................................................... 70 MPH IAS Maximum Recommended Turbulent Air Penetration Speed: 2500 lbs ................................................................................ 122 MPH IAS 2150 lbs ................................................................................ 109 MPH IAS 1750 lbs .................................................................................. 98 MPH IAS Supplemental Airplane Flight Manual Cessna 172 D, E, F, G and H FAA Approved STC SA2196CE www.airplains.com 172051 | FAA APPROVED July 17, 2006 Page 11 of 17 SECTION 5: PERFORMANCE Unless otherwise addressed in this flight manual supplement the Performance Numbers covered in the Aircraft Owners Handbook are considered to be equal to or better than the listed numbers. TAKE-OFF DATA CONDITION Flaps down 10 ° TAKE-OFF TAKE OFF DISTANCE FROM HARD SURFACE RUNWAY MODEL GROSS WEIGHT LBS IAS AT 50 FT. MPH HEAD WIND KNOTS @ S.L.& 59° F @ 2500 ft & 50° F @ 5000 ft & 41° F @ 7500 ft & 32° F GROUND ROLL TOTAL To Clear 50’ OBS. GROUND ROLL TOTAL To Clear 50’ OBS. GROUND ROLL TOTAL To Clear 50’ OBS. GROUND ROLL TOTAL To Clear 50’ OOBS. 180HP 172 D-H 1900 61 0 10 20 320 205 110 715 520 345 380 245 140 820 600 405 460 300 175 960 710 485 545 365 220 1115 830 580 2200 65 0 10 20 445 295 170 935 690 475 535 355 215 1085 810 565 645 440 270 1290 970 690 770 530 335 1525 1160 835 2500 70 0 10 20 600 405 250 1205 905 640 720 495 310 1420 1075 770 875 610 390 1715 1315 955 1050 745 485 2080 1610 1190 NOTE: 1- Increase distance 10% for each 25ºF above standard temperature for particular altitude LANDING DISTANCE - SHORT FIELD CONDITION Flaps down 30 ° LANDING DATA LANDING DISTANCE ON HARD SURFACE RUNWAY, NO WIND MODEL GROSS WEIGHT LBS APPROACH IAS MPH @ S.L.& 59° F @ 2500 ft & 50° F @ 5000 ft & 41° F @ 7500 ft & 32° F GROUND ROLL TOTAL To Clear 50’ Obs. GROUND ROLL TOTAL To Clear 50’ Obs. GROUND ROLL TOTAL To Clear 50’ Obs. GROUND ROLL TOTAL To Clear 50’ Obs. 180HP 172 D -H 1900 60 500 980 520 1030 550 1080 580 1140 2200 64 560 1100 590 1155 620 1220 660 1290 ‘ 2500 69 610 1200 640 1260 685 1335 725 1410 Supplemental Airplane Flight Manual Cessna 172 D, E, F, G and H FAA Approved STC SA2196CE www.airplains.com 172051 | FAA APPROVED July 17, 2006 Page 12 of 17 TALLING SPEED STALLING SPEED (MPH - CAS) MODEL GROSS WEIGHT LBS FLAPS ANGLE OF BANK 0º BANK 20º BANK 40º BANK 60º BANK 180HP 172 D-H 2500 FLAPS UP 59 62 68 84 FLAPS 10 540 56 62 77 FLAPS 30 51 53 58 72 Supplemental Airplane Flight Manual Cessna 172 D, E, F, G and H FAA Approved STC SA2196CE www.airplains.com 172051 July 17, 2006 Page 13 of 17 CRUISE FUEL CONSUMPTION (Not FAA Approved) Conditions: 2500 Pounds Recommended Lean Mixture 20C Below Standard Temp. Standard Temperature 20C Above Standard Temp. Press. Alt Feet RPM  BHP GPH  BHP GPH  BHP GPH 2000 2550 --- --- 76 10.2 72 9.6 2500 77 10.3 72 9.6 68 9.1 2400 69 9.2 64 8.7 61 8.3 2300 61 8.3 58 7.9 55 7.6 2200 55 7.5 52 7.2 49 6.9 2100 49 6.8 46 6.6 43 6.3 4000 2600 --- --- 76 10.2 72 9.6 2500 73 9.7 68 9.2 65 8.7 2400 65 8.8 62 8.3 58 8.0 2300 58 8.0 55 7.6 52 7.3 2200 52 7.3 49 6.9 47 6.6 2100 46 6.6 44 6.3 41 6.1 6000 2650 --- --- 76 10.1 72 9.6 2600 77 10.3 72 9.6 68 9.1 2500 69 9.3 65 8.8 62 8.4 2400 62 8.4 59 8.0 56 7.6 2300 56 7.7 53 7.3 50 7.0 2200 50 7.0 47 6.7 44 6.4 8000 2700 --- --- 76 10.1 71 9.5 2600 73 9.8 69 9.2 65 8.7 2500 66 8.8 62 8.4 59 8.0 2400 59 8.1 56 7.7 53 7.3 2300 53 7.4 50 7.0 47 6.7 2200 47 6.7 45 6.4 42 6.1 10,000 2700 77 10.2 72 9.6 68 9.1 2600 69 9.3 65 8.8 62 8.4 2500 63 8.5 59 8.1 56 7.7 2400 57 7.8 53 7.4 50 7.0 2300 51 7.1 48 6.8 45 6.5 12,000 2700 69 9.3 65 8.8 62 8.4 2600 66 8.9 62 8.4 59 8.0 2500 60 8.2 56 7.7 53 7.4 2400 54 7.5 51 7.1 48 6.7 2300 48 6.8 45 6.5 42 6.2 Supplemental Airplane Flight Manual Cessna 172 D, E, F, G and H FAA Approved STC SA2196CE www.airplains.com 172051 | FAA APPROVED July 17, 2006 Page 14 of 17 RANGE PROFILE Compute range based on the available fuel load on the aircraft, altitude, ground speed and engine fuel consumption. ENDURANCE PROFILE Compute endurance based on the available fuel load on the aircraft and engine fuel consumption., Supplemental Airplane Flight Manual Cessna 172 D, E, F, G and H FAA Approved STC SA2196CE www.airplains.com 172051 | FAA APPROVED February 3, 2012 Page 17 of 17 SECTION 7: AIRPLANE & SYSTEMS DESCRIPTIONS ENGINE: Refer to Textron Lycoming Operators Manual #60297-12 for a description of the engine and related components. PROPELLER: Fixed pitch propeller 76” in diameter. TIRES: To operate at the 2500 gross weight, the aircraft must be equipped with 6 or more ply tires on both the main wheels and nose wheel on all models.  Tire Pressure should be:  Nose Gear ................................................ 45psi  Main Gear ................................................. 38psi Operator’s Manual Lycoming O-360, HO-360, IO-360, AIO-360, HIO-360 & TIO-360 Series Approved by FAA 8 th Edition Part No. 60297-12 652 Oliver Street Williamsport, PA. 17701 U.S.A. October 2005 570/323-6181 LYCOMING OPERATOR’S MANUAL SECTION 1 DESCRIPTION Page General.......................................................................................................................................................... 1-1 Cylinders....................................................................................................................................................... 1-1 Valve Operating Mechanism ...................................................................................................................... 1-1 Crankcase ..................................................................................................................................................... 1-1 Crankshaft .................................................................................................................................................... 1-1 Connecting Rods .......................................................................................................................................... 1-2 Pistons ........................................................................................................................................................... 1-2 Accessory Housing ....................................................................................................................................... 1-2 Oil Sump ....................................................................................................................................................... 1-2 Cooling System ............................................................................................................................................. 1-2 Induction System.......................................................................................................................................... 1-2 Lubrication System...................................................................................................................................... 1-3 Priming System ............................................................................................................................................ 1-3 Ignition System............................................................................................................................................. 1-3 Counterweight System................................................................................................................................. 1-3 Model Application Table............................................................................................................................. 1-3 LYCOMING OPERATOR’S MANUAL SECTION 1 O-360 AND ASSOCIATED MODELS DESCRIPTION SECTION 1 DESCRIPTION The O. HO, IO, AIO, HIO, LIO and TIO-360 series are four cylinder, direct drive, horizontally opposed, air-cooled engines. In referring to the location of the various engine components, the parts are described as installed in the airframe. Thus, the power take-off end is the front and the accessory drive end the rear. The sump section is the bottom and the opposite side of the engine where the shroud tubes are located the top. Reference to the left and right side is made with the observer facing the rear of the engine. The cylinders are numbered from front to rear, odd numbers on the right. The direction of rotation of the crankshaft, viewed from the rear, is clockwise. Rotation for accessory drives is determined with the observer facing the drive pad. NOTE The letter “L” in the model prefix denotes the reverse rotation of the basic model. Example: model IO-360-C has clockwise rotation of the crankshaft. Therefore, LIO-360-C has counterclockwise rotation of the crankshaft. Likewise, the rotation of the accessory drives of the LIO-360-C is opposite those of the basic model as listed in Section 2 of this manual. The letter “D” used as the 4 th or 5 th character in the model suffix denotes that the particular model employs dual magnetos housed in a single housing. Example: All information pertinent to the O-360-A1F6 will apply to the O-360-A1F6D. Operational aspects of engines are the same and performance curves and specifications for the basic model will apply. Cylinders – The cylinders are of conventional air-cooled construction with the two major parts, head and barrel, screwed and shrunk together. The heads are made from an aluminum alloy casting with a fully machined combustion chamber. Rocker shaft bearing supports are cast integral with the head along with housings to form the rocker boxes. The cylinder barrels have deep integral cooling fins and the inside of the barrels are ground and honed to a specified finish. Valve Operating Mechanism – A conventional type camshaft is located above and parallel to the crankshaft. The camshaft actuates hydraulic tappets, which operate the valves through push rods and valve rockers. The valve rockers are supported on full floating steel shafts. The valve springs bear against hardened steel seats and are retained on the valve stems by means of split keys. Crankcase – The crankcase assembly consists of two reinforced aluminum alloy castings, fastened together by means of studs, bolts and nuts. The mating surfaces of the two castings are joined without the use of a gasket, and the main bearing bores are machined for use of precision type main bearing inserts. Crankshaft – The crankshaft is made from a chrome nickel molybdenum steel forging. All bearing journal surfaces are nitrided. 1-1 SECTION 1 LYCOMING OPERATOR’S MANUAL DESCRIPTION O-360 AND ASSOCIATED MODELS Connecting Rods – The connecting rods are made in the form of “H” sections from alloy steel forgings. They have replaceable bearing inserts in the crankshaft ends and bronze bushings in the piston ends. Two bolts and nuts through each cap retain the bearing caps on the crankshaft ends. Pistons – The pistons are machined from an aluminum alloy. The piston pin is of a full floating type with a plug located in each end of the pin. Depending on the cylinder assembly, pistons may be machined for either three or four rings and may employ either half wedge or full wedge rings. Consult the latest revision of Service Instruction No. 1037 for proper piston and ring combinations. Accessory Housing – The accessory housing is made from an aluminum casting and is fastened to the rear of the crankcase and the top rear of the sump. If forms a housing for the oil pump and the various accessory drives. Oil Sump (Except AIO Series) – The sump incorporates an oil drain plug, oil suction screen, mounting pad for carburetor or fuel injector, the intake riser and intake pipe connections. Crankcase Covers (AIO Series) – Crankcase covers are employed on the top and bottom of the engine. These covers incorporate oil suction screens, oil scavenge line connections. The top cover incorporates a connection for a breather line and the lower cover a connection for an oil suction line. Cooling System – These engines are designed to be cooled by air pressure. Baffles are provided to build up a pressure and force the air through the cylinder fins. The air is then exhausted to the atmosphere through gills or augmentor tubes usually located at the rear of the cowling. Induction System – Lycoming O-360 and HO-360 series engines are equipped with either a float type or pressure type carburetor. See Table 1 for model application. Particularly good distribution of the fuel-air mixture to each cylinder is obtained through the center zone induction system, which is integral with the oil sump and is submerged in oil, insuring a more uniform vaporization of fuel and aiding in cooling the oil in the sump. From the riser the fuel-air mixture is distributed to each cylinder by individual intake pipes. Lycoming IO-360, AIO-360, HIO-360 and TIO-360 series engines are equipped with a Bendix type RSA fuel injector, with the exception of model IO-360-B1A that is equipped with a Simmonds type 530 fuel injector. (See Table 1 of model application.) The fuel injection system schedules fuel flow in proportion to air flow and fuel vaporization takes place at the intake ports. A turbocharger is mounted as an integral part of the TIO-360 series engines. Automatic waste gate control of the turbocharger provides constant air density to the fuel injector inlet from sea level to critical altitude. A brief description of the carburetors and fuel injectors follows: The Marvel-Schebler MA-4-5 and HA-6 carburetors are of the single barrel float type equipped with a manual mixture control and an idle cut-off. The Marvel-Schebler MA-4-5AA carburetor is of the single barrel float type with automatic pressure altitude mixture control. This carburetor is equipped with idle cut-off but does not have a manual mixture control. The Bendix-Stromberg PSH-5BD is a pressure operated, single barrel horizontal carburetor, incorporating an airflow operated power enrichment valve and an automatic mixture control unit. It is equipped with an idle cut-off and a manual mixture control. The AMC unit works independently of, and in parallel with, the manual mixture control. 1-2 LYCOMING OPERATOR’S MANUAL SECTION 1 O-360 AND ASSOCIATED MODELS DESCRIPTION The Bendix RSA type fuel injection system is based on the principle of measuring air flow and using the air flow signal in a stem type regulator to convert the air force into a fuel force. This fuel force (fuel pressure differential) when applied across the fuel metering section (jetting system) makes fuel flow proportional to airflow. The Simmonds type 530 is a continuous flow fuel injection system. This continuous flow system has three separate components: 1. A fuel pump assembly. 2. A throttle body assembly. 3. Four fuel flow nozzles. This system is throttle actuated. Fuel is injected into the engine intake valve ports by the nozzles. The system continuously delivers metered fuel to each intake valve port in response to throttle position, engine speed and mixture control position. Complete flexibility of operation is provided by the manual mixture control, which permits the adjustment of the amount of injected fuel to suit all operating conditions. Moving the mixture control to “Idle Cut-Off” results in a complete cut-off of fuel to the engine. Lubrication System – (All models except AIO-360 series). An impeller type pump contained within the accessory housing actuates the full pressure wet sump lubrication system. AIO-360 Series – The AIO-360 series is designed for aerobatic flying and is of the dry sump type. A double scavenge pump is installed on the accessory housing. Priming System – Provision for a primer system is provided on all engines employing a carburetor. Fuel injected engines do not require a priming system. Ignition System – Dual ignition is furnished by two Bendix magnetos. Consult Table 1 for model application. Counterweight System – Models designated by the numeral 6 in the suffix of the model number (Example: O-360-A1G6) are equipped with crankshafts with pendulum type counterweights attached. TABLE 1 MODEL APPLICATION Model Left** Right** Carburetor O-360 -A1A, -A2A, -A3A, -A4A -A1C, -C2D -A1D, -A2D, -A3D, -A4D, -A2E -A1F, -A2F, -A1F6 -A1G, -A2G, -A4G, -A1G6 -A1H, -A2H, -A4J -A1H6 -A1P, -A4P, -B2C, -C4P -A4K, -C1F, -C4F -A4M S4LN-21 S4LN-200 S4LN-200 S4LN-1227 S4LN-1227 S4LN-21 4273 4373 4371 4371 S4LN-20 S4LN-204 S4LN-204 S4LN-1209 S4LN-1209 S4LN-204 4270 4370 4370 4370 MA-4-5 PSH-5BD MA-4-5 MA-4-5 HA-6 HA-6 HA-6 MA-4-5 HA-6 MA-4-5 * - Models with counterclockwise rotation employ S4RN series. ** - See latest revision of Service Instruction No. 1443 for alternate magnetos. 1-3 LYCOMING OPERATOR’S MANUAL SECTION 3 OPERATING INSTRUCTIONS Page General.......................................................................................................................................................... 3-1 Prestarting Items of Maintenance .............................................................................................................. 3-1 Starting Procedures ..................................................................................................................................... 3-1 Cold Weather Starting ................................................................................................................................ 3-3 Ground Running and Warm-Up ................................................................................................................ 3-3 Ground Check .............................................................................................................................................. 3-4 Operation in Flight ...................................................................................................................................... 3-5 Engine Flight Chart ................................................................................................................................... 3-10 Operating Conditions ................................................................................................................................ 3-11 Shut Down Procedure................................................................................................................................ 3-16 Performance Curves .................................................................................................................................. 3-17 LYCOMING OPERATOR’S MANUAL SECTION 3 O-360 AND ASSOCIATED MODELS OPERATING INSTRUCTIONS SECTION 3 OPERATING INSTRUCTIONS 1. GENERAL. Close adherence to these instructions will greatly contribute to long life, economy and satisfactory operation of the engine. NOTE YOUR ATTENTION IS DIRECTED TO THE WARRANTIES THAT APPEAR IN THE FRONT OF THIS MANUAL REGARDING ENGINE SPEED, THE USE OF SPECIFIED FUELS AND LUBRICANTS, REPAIR AND ALTERATIONS. PERHAPS NO OTHER ITEM OF ENGINE OPERATION AND MAINTENANCE CONTRIBUTES QUITE SO MUCH TO SATISFACTORY PERFORMANCE AND LONG LIFE AS THE CONSTANT USE OF CORRECT GRADES OF FUEL AND OIL, CORRECT ENGINE TIMING, AND FLYING THE AIRCRAFT AT ALL TIMES WITHIN THE SPEED AND POWER RANGE SPECIFIED FOR THE ENGINE. DO NOT FORGET THAT VIOLATION OF THE OPERATION AND MAINTENANCE SPECIFICATIONS FOR YOUR ENGINE WILL NOT ONLY VOID YOUR WARRANTY BUT WILL SHORTEN THE LIFE OF YOUR ENGINE AFTER ITS WARRANTY PERIOD HAS PASSED. New engines have been carefully run-in by Lycoming and therefore, no further break-in is necessary insofar as operation is concerned; however, new or newly overhauled engines should be operated on straight mineral oil for a minimum of 50 hours or until oil consumption has stabilized. After this period, a change to an approved additive oil may be made, if so desired. NOTE Cruising should be done at 65% to 75% power until a total of 50 hours has accumulated or oil consumption has stabilized. This is to ensure proper seating of the rings and is applicable to new engines, and engines in service following cylinder replacement or top overhaul of one or more cylinders. The minimum fuel octane rating is listed in the flight chart, Part 8 of this section. Under no circumstances should fuel of a lower octane rating or automotive fuel (regardless of octane rating) be used. 2. PRESTARTING ITEMS OF MAINTENANCE. Before starting the aircraft engine for the first flight of the day, there are several items of maintenance inspection that should be performed. These are described in Section 4 under Daily Pre-Flight Inspection. They must be observed before the engine is started. 3. STARTING PROCEDURES. O-360, HO-360, IO-360, AIO-360, HIO-360, TIO-360 Series. The following starting procedures are recommended, however, the starting characteristics of various installations will necessitate some variation from these procedures. a. Engines Equipped with Float Type Carburetors. (1) Perform pre-flight inspection. 3-1 SECTION 3 LYCOMING OPERATOR’S MANUAL OPERATING INSTRUCTIONS O-360 AND ASSOCIATED MODELS (2) Set carburetor heat control in “off” position. (3) Set propeller governor control in “Full RPM” position (where applicable). (4) Turn fuel valves “On”. (5) Move mixture control to “Full Rich”. (6) Turn on boost pump. (7) Open throttle approximately ¼ travel. (8) Prime with 1 to 3 strokes of manual priming pump or activate electric primer for 1 or 2 seconds. (9) Set magneto selector switch (consult airframe manufacturer’s handbook for correct position). (10) Engage starter. (11) When engine fires, move the magneto switch to “Both”. (12) Check oil pressure gage. If minimum oil pressure is not indicated within thirty seconds, stop engine and determine trouble. b. Engines Equipped with Pressure Carburetors or Bendix Fuel Injectors. (1) Perform pre-flight inspection. (2) Set carburetor heat or alternate air control in “Off” position. (3) Set propeller governor control in “Full RPM” position (where applicable). (4) Turn fuel valve “On”. (5) Turn boost pump “On”. (6) Open throttle wide open, move mixture control to “Full Rich” until a slight but steady fuel flow is noted (approximately 3 to 5 seconds) then return throttle to “Closed” and return mixture control to “Idle Cut-Off”. (7) Turn boost pump “Off”. (8) Open throttle ¼ of travel. (9) Set magneto selector switch (consult airframe manufacturer’s handbook for correct position). (10) Engage starter. 3-2 LYCOMING OPERATOR’S MANUAL SECTION 3 O-360 AND ASSOCIATED MODELS OPERATING INSTRUCTIONS (11) Move mixture control slowly and smoothly to “Full Rich”. (12) Check oil pressure gage. If minimum oil pressure is not indicated within thirty seconds, stop engine and determine trouble. c. Engines Equipped with Simmonds Type 530 Fuel Injector. (1) Perform pre-flight inspection. (2) Set alternate air control in “Off” position. (3) Set propeller governor control in “Full RPM” position. (4) Turn fuel valve “On”. (5) Turn boost pump “On”. (6) Open throttle approximately ¼ travel, move mixture control to “Full Rich” until a slight but steady fuel flow is noted (approximately 3 to 5 seconds) then return throttle to “Closed” and return mixture control to “Idle Cut-Off”. (7) Turn boost pump “Off”. (8) Open throttle ¼ travel. (9) Move combination magneto switch to “Start”, using accelerator pump as a primer while cranking engine. (10) When engine fires allow the switch to return to “Both”. (11) Check oil pressure gage. If minimum oil pressure is not indicated within thirty seconds, stop engine and determine trouble. 4. COLD WEATHER STARTING. During extreme cold weather, it may be necessary to preheat the engine and oil before starting. 5. GROUND RUNNING AND WARM-UP. The engines covered in this manual are air-pressure cooled and depend on the forward speed of the aircraft to maintain proper cooling. Particular care is necessary, therefore, when operating these engines on the ground. To prevent overheating, it is recommended that the following precautions be observed. NOTE Any ground check that requires full throttle operation must be limited to three minutes, or less if the cylinder head temperature should exceed the maximum as stated in this manual. 3-3 SECTION 3 LYCOMING OPERATOR’S MANUAL OPERATING INSTRUCTIONS O-360 AND ASSOCIATED MODELS a. Fixed Wing. (1) Head the aircraft into the wind. (2) Leave mixture in “Full Rich”. (3) Operate only with the propeller in minimum blade angle setting. (4) Warm-up to approximately 1000-1200 RPM. Avoid prolonged idling and do not exceed 2200 RPM on the ground. (5) Engine is warm enough for take-off when the throttle can be opened without the engine faltering. Take-off with a turbocharged engine must not be started if indicated lubricating oil pressure, due to cold temperature is above maximum. Excessive oil pressure can cause overboost and consequent engine damage. b. Helicopter. (1) Warm-up at approximately 2000 RPM with rotor engaged as directed in the airframe manufacturer’s handbook. 6. GROUND CHECK. a. Warm-up as directed above. b. Check both oil pressure and oil temperature. c. Leave mixture control in “Full Rich”. d. Fixed Wing Aircraft (where applicable). Move the propeller control through its complete range to check operation and return to full low pitch position. Full feathering check (twin engine) on the ground is not recommended but the feathering action can be checked by running the engine between 1000-1500 RPM, then momentarily pulling the propeller control into the feathering position. Do not allow the RPM to drop more than 500 RPM. e. A proper magneto check is important. Additional factors, other than the ignition system, affect magneto drop-off. They are load-power output, propeller pitch, and mixture strength. The important point is that the engine runs smoothly because magneto drop-off is affected by the variables listed above. Make the magneto check in accordance with the following procedures. (1) Fixed Wing Aircraft. (a) (Controllable pitch propeller). With the propeller in minimum pitch angle, set the engine to produce 50-65% power as indicated by the manifold pressure gage unless otherwise specified in the aircraft manufacturer’s manual. At these settings, the ignition system and spark plugs must work harder because of the greater pressure within the cylinders. Under these conditions, ignition problems can occur. Magneto checks at low power settings will only indicate fuel/air distribution quality. 3-4 Revised December 2007 LYCOMING OPERATOR’S MANUAL SECTION 3 O-360 AND ASSOCIATED MODELS OPERATING INSTRUCTIONS (b) (Fixed pitch propeller). Aircraft that are equipped with fixed pitch propellers, or not equipped with manifold pressure gage, may check magneto drop-off with engine operating at approximately 1800 RPM (2000 RPM maximum). (c) Switch from both magnetos to one and note drop-off; return to both until engine regains speed and switch to the other magneto and note drop-off, then return to both. Drop-off must not exceed 175 RPM and must not exceed 50 RPM between magnetos. Smooth operation of the engine but with a drop-off that exceeds the normal specification of 175 RPM is usually a sign of propeller load condition at a rich mixture. Proceed to step e. (1) (d). (d) If the RPM drop exceeds 175 RPM, slowly lean the mixture until the RPM peaks. Then retard the throttle to the RPM specified in step e.(1)(a) or e.(1)(b) for the magneto check and repeat the check. If the drop-off does not exceed 175 RPM, the difference between the magnetos does not exceed 50 RPM, and the engine is running smoothly, then the ignition system is operating properly. Return the mixture to full rich. (2) Helicopter. Raise collective pitch stick to obtain 15 inches manifold pressure at 2000 RPM. Switch from both magnetos to one and note drop-off; return to both until engine regains speed and switch to the other magneto and note drop-off. Drop-off must not exceed 200 RPM. Drop-off between magnetos must not exceed 50 RPM. A smooth drop-off past normal is usually a sign of a too lean or too rich mixture. f. Do not operate on a single magneto for too long a period; a few seconds is usually sufficient to check drop-off and to minimize plug fouling. 7. OPERATION IN FLIGHT. a. See airframe manufacturer’s instructions for recommended power settings. b. Throttle movements from full power to idle or from idle to full power are full range movements. Full range throttle movements must be performed over a minimum time duration of 2 to 3 seconds. Performing a full range throttle movement at a rate of less than 2 seconds is considered a rapid or instant movement. Performing rapid movements may result in detuned counterweights which may lead to failure of the counterweight lobes and subsequent engine damage. c. Fuel Mixture Leaning Procedure. Improper fuel/air mixture during flight is responsible for engine problems, particularly during take- off and climb power settings. The procedures described in this manual provide proper fuel/air mixture when leaning Lycoming engines; they have proven to be both economical and practical by eliminating excessive fuel consumption and reducing damaged parts replacement. It is therefore recommended that operators of all Lycoming aircraft engines utilize the instructions in this publication any time the fuel/air mixture is adjusted during flight. Manual leaning may be monitored by exhaust gas temperature indication, fuel flow indication, and by observation of engine speed and/or airspeed. However, whatever instruments are used in monitoring the mixture, the following general rules must be observed by the operator of Lycoming aircraft engines. Revised March 2009 3-5 SECTION 3 LYCOMING OPERATOR’S MANUAL OPERATING INSTRUCTIONS O-360 AND ASSOCIATED MODELS GENERAL RULES Never exceed the maximum red line cylinder head temperature limit. For maximum service life, cylinder head temperatures should be maintained below 435°F (224°C) during high performance cruise operation and below 400°F (205°C) for economy cruise powers. Do not manually lean engines equipped with automatically controlled fuel system. On engines with manual mixture control, maintain mixture control in “Full Rich” position for rated take- off, climb, and maximum cruise powers (above approximately 75%). However, during take-off from high elevation airport or during climb, roughness or loss of power may result from over-richness. In such a case adjust mixture control only enough to obtain smooth operation – not for economy. Observe instruments for temperature rise. Rough operation due to over-rich fuel/air mixture is most likely to be encountered in carbureted engines at altitude above 5,000 feet. Always return the mixture to full rich before increasing power settings. Operate the engine at maximum power mixture for performance cruise powers and at best economy mixture for economy cruise power; unless otherwise specified in the airplane owner’s manual. During letdown flight operations it may be necessary to manually lean uncompensated carbureted or fuel injected engines to obtain smooth operation. On turbocharged engines never exceed 1650°F turbine inlet temperature (TIT). 1. LEANING TO EXHAUST GAS TEMPERATURE GAGE. a. Normally aspirated engines with fuel injectors or uncompensated carburetors. (1) Maximum Power Cruise (approximately 75% power) – Never lean beyond 150°F on rich side of peak EGT unless aircraft operator’s manual shows otherwise. Monitor cylinder head temperatures. (2) Best Economy Cruise (approximately 75% power and below) – Operate at peak EGT. b. Turbocharged engines. (1) Best Economy Cruise – Lean to peak turbine inlet temperature (TIT) or 1650°F, whichever occurs first. (2) Maximum Power Cruise – The engine must always be operated on the rich side of peak EGT or TIT. Before leaning to obtain maximum power mixture it is necessary to establish a reference point. This is accomplished as follows: (a) Establish a peak EGT or TIT for best economy operation at the highest economy cruise power without exceeding 1650°F. 3-6 LYCOMING OPERATOR’S MANUAL SECTION 3 O-360 AND ASSOCIATED MODELS OPERATING INSTRUCTIONS Figure 3-1. Representative Effect of Fuel/Air Ratio on Cylinder Head Temperature, Power and Specific Fuel Consumption at Constant RPM and Manifold Pressure in Cruise Range Operation 3-7 SECTION 3 LYCOMING OPERATOR’S MANUAL OPERATING INSTRUCTIONS O-360 AND ASSOCIATED MODELS (b) Deduct 125°F from this temperature and thus establish the temperature reference point for use when operating at maximum power mixture. (c) Return mixture control to full rich and adjust the RPM and manifold pressure for desired performance cruise operation. (d) Lean out mixture until EGT or TIT is the value established in step (b). This sets the mixture at best power. 2. LEANING TO FLOWMETER. Lean to applicable fuel-flow tables or lean to indicator marked for correct fuel flow for each power setting. 3. LEANING WITH MANUAL MIXTURE CONTROL. (Economy cruise, 75% power or less, without flowmeter or EGT gauge.) a. Carbureted Engines. (1) Slowly move mixture control from “Full Rich” position toward lean position. (2) Continue leaning until engine roughness is noted. (3) Enrich until engine runs smoothly and power is regained. b. Fuel Injected Engines. (1) Slowly move mixture control from “Full Rich” position toward lean position. (2) Continue leaning until slight loss of power is noted (loss of power may or may not be accompanied by roughness. (3) Enrich until engine runs smoothly and power is regained. WARNING REFER TO THE PILOT’S OPERATING HANDBOOK OR AIRFRAME MANUFACTURER’S MANUAL FOR ADDITIONAL INSTRUCTIONS ON THE USE OF CARBURETOR HEAT CONTROL. INSTRUCTIONS FOUND IN EITHER PUBLICATION SUPERSEDE THE FOLLOWING INFORMATION. c. Use of Carburetor Heat Control – Under certain moist atmospheric conditions (generally at a relative humidity of 50% or greater) and at temperatures of 20° to 90°F it is possible for ice to form in the induction system. Even in summer weather ice may form. This is due to the high air velocity through the carburetor venturi and the absorption of heat from this air by vaporization of the fuel. The temperature in the mixture chamber may drop as much as 70°F below the temperature of the incoming air. If this air contains a large amount of moisture, the cooling process can cause precipitation in the form of ice. Ice formation generally begins in the vicinity of the butterfly and may build up to such an extent that a drop in power output could result. In installations equipped with fixed pitch propellers, a loss of power is reflected by a drop in manifold pressure and RPM. In installations equipped with constant speed propellers, a loss of power is reflected by a drop in manifold pressure. If not corrected, this condition may cause complete engine stoppage. 3-8 Revised September 2007 LYCOMING OPERATOR’S MANUAL SECTION 3 O-360 AND ASSOCIATED MODELS OPERATING INSTRUCTIONS To avoid this, all installations are equipped with a system for preheating the incoming air supply to the carburetor. In this way sufficient heat is added to replace the heat loss of vaporization of fuel, and the mixing chamber temperature cannot drop to the freezing point of water (32°F). The air preheater is a tube or jacket through which the exhaust pipe from one or more cylinders is passed, and the air flowing over these surfaces is raised to the required temperature before entering the carburetor. Consistently high temperatures are to be avoided because of a loss in power and a decided variation of mixture. High charge temperatures also favor detonation and preignition, both of which are to be avoided if normal service life is to be expected from the engine. The following outline is the proper method of utilizing the carburetor heat control. (1) Ground Operation – Use of the carburetor air heat on the ground must be held to an absolute minimum. On some installations the air does not pass through the air filter, and dirt and foreign substances can be taken into the engine with the resultant cylinder and piston ring wear. Only use carburetor air heat on the ground to make certain it is functioning properly. (2) Take-Off – Set the carburetor heat in full cold position. For take-off and full throttle operation the possibility of expansion or throttle icing at wide throttle openings is very remote. (3) Climbing – When climbing at part throttle power settings of 80% or above, set the carburetor heat control in the full cold position; however, if it is necessary to use carburetor heat to prevent icing it is possible for engine roughness to occur due to the over-rich fuel/air mixture produced by the additional carburetor heat. When this happens, lean the mixture with the mixture control only enough to produce smooth engine operation. Do not continue to use carburetor heat after flight is out of icing conditions, and return mixture to full rich when carburetor heat is removed. (4) Flight Operation – During normal flight, leave the carburetor air heat control in the full cold position. On damp, cloudy, foggy or hazy days, regardless of the outside air temperature, be alert for loss of power. This will be evidenced by an unaccountable loss in manifold pressure or RPM or both, depending on whether a constant speed or fixed pitch propeller is installed on the aircraft. If this happens, apply full carburetor air heat and open the throttle to limiting manifold pressure and RPM. This will result in a slight additional drop in manifold pressure, which is normal, and this drop will be regained as the ice is melted out of the induction system. When ice has been melted from the induction system, return the carburetor heat control to the full cold position. In those aircraft equipped with a carburetor air temperature gauge, partial heat may be used to keep the mixture temperature above the freezing point of water (32°F). WARNING CAUTION MUST BE EXERCISED WHEN OPERATING WITH PARTIAL HEAT ON AIRCRAFT THAT DO NOT HAVE A CARBURETOR AIR TEMPERATURE GAUGE. USE EITHER FULL HEAT OR NO HEAT IN AIRCRAFT THAT ARE NOT EQUIPPED WITH A CARBURETOR AIR TEMPERATURE GAUGE. (5) Landing Approach – In making a landing approach, the carburetor heat is generally in the “Full Cold” position. However, if icing conditions are suspected, apply “Full Heat”. In the case that full power needs to be applied under these conditions, as for an aborted landing, return the carburetor heat to “Full Cold” after full power application. Revised September 2007 3-9 SECTION 3 LYCOMING OPERATOR’S MANUAL OPERATING INSTRUCTIONS O-360 AND ASSOCIATED MODELS 8. ENGINE FLIGHT CHART. FUEL AND OIL – *Aviation Grade Fuel Model Series Minimum Grade O-360-B, -D 80/87 O-360-A1P, -C1F, -C4F; HO-360-C1A 91/96 O-360-C, -F; HO-360-A, -B; IO-360-B, -E; HIO-360-B 91/96 or 100/130 O-360-J2A 91/96 or 100/100LL IO-360-L2A, -M1A, -M1B 91/96 or 100LL HIO-360-G1A 91/96 or 100LL O-360-A, -C1G, -C4P, -A1H6; TIO-360-C1A6D 100/100LL IO-360-B1G6, -C1G6, -J, -K2A, -A1D6D, -A3B6, -A3D6D; HIO-360-A1B 100/100LL AIO-360-A, -B; IO-360-A, -C, -D, -F 100/130 HIO-360-A, -C, -D, -E, -F 100/130 TIO-360-A 100/130 NOTE Aviation grade 100LL fuels in which the lead content is limited to 2 c.c. per gal. are approved for continuous use in the above listed engines. * - Refer to latest revision of Service Instruction No. 1070. FUEL PRESSURE, PSI – Model Max. Desired Min. O-360 Series (Except -A1C, -C2B, -C2D); HO-360-A, -C Series Inlet to carburetor 8.0 3.0 0.5 O-360-A1C, -C2B, -C1D; HO-360-B Series Inlet to carburetor 18 13 9.0 HIO-360-A1B Inlet to fuel pump 30 ----- -2 IO-360 Series (Except -B1A, -F1A); AIO-360 Series, HIO-360 Series (Except -A1B) Inlet to fuel pump 35 ----- -2 IO-360-F1A Inlet to fuel pump 35 ----- -2 IO-360 Series (Except -B1A), AIO-360 Series; HIO-360 Series Inlet to fuel injector 45 14 IO-360-B1A Inlet to fuel injector 2 -2 3-10 LYCOMING OPERATOR’S MANUAL SECTION 3 O-360 AND ASSOCIATED MODELS OPERATING INSTRUCTIONS FUEL PRESSURE, PSI (CONT.) – Model Max. Desired Max. HIO-360-E, -F Series Inlet to fuel pump 55 -2 Inlet to fuel injector 55 27 TIO-360-A Series Inlet to fuel pump 50 -2 Inlet to fuel injector 45 20 TIO-360-C1A6D Inlet to fuel pump 65 -2 Inlet to fuel injector 65 22 OIL – (All Models) – *Recommended Grade Oil MIL-L-22851 Average MIL-L-6082B Ashless Dispersant Ambient Air Grades Grades All Temperatures --------- SAE 15W-50 or 20W-50 Above 80°F SAE 60 SAE60 Above 60°F SAE 50 SAE 40 or SAE 50 30° to 90°F SAE 40 SAE 40 0° to 70°F SAE 30 SAE 40, 30 or 20W40 Below 10°F SAE 20 SAE 30 or 20W30 * - Refer to latest revision of Service Instruction No. 1014. OIL SUMP CAPACITY All Models (Except AIO-360 Series, O-360-J2A) ................................................8 U.S. Quarts Minimum Safe Quantity in Sump (Except – IO-360-M1A, -M1B; HIO-360-G1A) ................................................2 U.S. Quarts IO-360-M1A, -M1B; HIO-360-G1A ..................................................................4 U.S. Quarts AIO-360 Series ........................................................................................................... Dry Sump O-360-J2A..............................................................................................................6 U.S. Quarts OPERATING CONDITIONS Average *Oil Inlet Temperature Ambient Air Desired Maximum Above 80°F 180°F (82°C) 245°F (118°C) Above 60°F 180°F (82°C) 245°F (118°C) 30° to 90°F 180°F (82°C) 245°F (118°C) 0° to 70°F 170°F (77°C) 245°F (118°C) Below 10°F 160°F (71°C) 245°F (118°C) * - Engine oil temperature should not be below 140°F (60°C) during continuous operation. Revised September 2007 3-11 SECTION 3 LYCOMING OPERATOR’S MANUAL OPERATING INSTRUCTIONS O-360 AND ASSOCIATED MODELS OPERATING CONDITIONS (CONT.) Oil Pressure, psi (Rear) Maximum Minimum Idling Normal Operation, All Models (Except Below) 95 55 25 TIO-360-C1A6D 95 50 25 Oil Pressure, psi (Front) O-360-A4N, -F1A6 90 50 20 Start, Warm-up, Taxi, and Take-off (All Models) 115 Fuel Max. *Max. Cons. Oil Cons. Cyl. Head Operation RPM HP Gal/Hr. Qts./Hr. Temp. O-360-A, -C** Series Normal Rated 2700 180 ----- .80 500°F (260°C) Performance Cruise (75% Rated) 2450 135 10.5 .45 500°F (260°C) Economy Cruise (65% Rated) 2350 117 9.5 .39 500°F (260°C) O-360-B, -D Series Normal Rated 2700 168 ----- .75 500°F (260°C) Performance Cruise (75% Rated) 2450 126 11.6 .42 500°F (260°C) Economy Cruise (65% Rated) 2350 109 9.0 .37 500°F (260°C) O-360-A1P, -A4D, -A4P, -C4P, -F, -G Series Normal Rated 2700 180 ----- .80 500°F (260°C) Performance Cruise (75% Rated) 2450 135 9.7 .45 500°F (260°C) Economy Cruise (65% Rated) 2350 117 8.3 .39 500°F (260°C) * - At Bayonet Location – For maximum service life of the engine maintain cylinder head temperature between 150°F and 400°F during continuous operation. ** - O-360-C2D Only – Take-off rating 180 HP at 2900 RPM, 28 in. Hg. 3-12 LYCOMING OPERATOR’S MANUAL SECTION 3 O-360 AND ASSOCIATED MODELS OPERATING INSTRUCTIONS OPERATING CONDITIONS (CONT.) Fuel Max. *Max. Cons. Oil Cons. Cyl. Head Operation RPM HP Gal./Hr. Qts./Hr. Temp. O-360-J2A Normal Rated 2400/2700 145 ----- .50 500°F (260°C) Performance Cruise (75% Rated) 1800/2025 109 9.3 .36 500°F (260°C) Economy Cruise (65% Rated) 1560/1755 94 6.8 .31 500°F (260°C) HO-360-A, -C Series; HIO-360-G1A Normal Rated 2700 180 ----- .80 500°F (260°C) Performance Cruise (75% Rated) 2450 135 9.7 .45 500°F (260°C) Economy Cruise (65% Rated) 2350 117 9.0 .39 500°F (260°C) HO-360-B Series Normal Rated 2900 180 ----- .80 500°F (260°C) Performance Cruise (75% Rated) 2700 135 10.5 .45 500°F (260°C) Economy Cruise (65% Rated) 2700 117 9.0 .39 500°F (260°C) IO-360-A, -C, -D, -J, -K; AIO-360 Series Normal Rated 2700 200 ----- .89 500°F (260°C) Performance Cruise (75% Rated) 2450 150 12.3 .50 500°F (260°C) Economy Cruise (65% Rated) 2350 130 9.5 .44 500°F (260°C) IO-360-B, -E, -F Series (Except -B1C); IO-360-M1A**, -M1B** Normal Rated 2700 180 ----- .80 500°F (260°C) Performance Cruise (75% Rated) 2450 135 11.0 .45 500°F (260°C) Economy Cruise (65% Rated) 2350 117 8.5 .39 500°F (260°C) * - At Bayonet Location – For maximum service life of the engine maintain cylinder head temperature between 150°F and 400°F during continuous operation. ** - This engine has an alternate rating of 160 HP at 2400 RPM. 3-13 SECTION 3 LYCOMING OPERATOR’S MANUAL OPERATING INSTRUCTIONS O-360 AND ASSOCIATED MODELS OPERATING CONDITIONS (CONT.) Fuel Max. *Max. Cons. Oil Cons. Cyl. Head Operation RPM HP Gal./Hr. Qts./Hr. Temp. IO-360-B1C Normal Rated 2700 177 ----- .79 500°F (260°C) Performance Cruise (75% Rated) 2450 133 11.0 .45 500°F (260°C) Economy Cruise (65% Rated) 2350 115 8.5 .39 500°F (260°C) IO-360-L2A Normal Rated 2400 160 ----- .52 500°F (260°C) Performance Cruise (75% Rated) 2180 120 8.8 .39 500°F (260°C) Economy Cruise (65% Rated) 2080 104 7.6 .34 500°F (260°C) HIO-360-A Series Normal Rated 2900 180† ----- .80 500°F (260°C) Performance Cruise (75% Rated) 2700 135 11.0 .45 500°F (260°C) Economy Cruise (65% Rated) 2700 117 9.5 .39 500°F (260°C) HIO-360-B Series Normal Rated 2900 180 ----- .80 500°F (260°C) Performance Cruise (75% Rated) 2700 135 12.0 .45 500°F (260°C) Economy Cruise (65% Rated) 2700 117 10.0 .39 500°F (260°C) HIO-360-C Series Normal Rated 2900 205 ----- .91 500°F (260°C) Performance Cruise (75% Rated) 2700 154 12.5 .52 500°F (260°C) Economy Cruise (65% Rated) 2700 133 10.5 .45 500°F (260°C) * - At Bayonet Location – For maximum service life of the engine maintain cylinder head temperature between 150°F and 400°F during continuous operation. † - At 26 in. Hg. manifold pressure. 3-14 LYCOMING OPERATOR’S MANUAL SECTION 3 O-360 AND ASSOCIATED MODELS OPERATING INSTRUCTIONS OPERATING CONDITIONS (CONT.) Fuel Max. *Max. Cons. Oil Cons. Cyl. Head Operation RPM HP Gal./Hr. Qts./Hr. Temp. HIO-360-D Series Normal Rated 3200 190 ----- .85 500°F (260°C) Performance Cruise (75% Rated) 3200 142 12.0 .48 500°F (260°C) Economy Cruise (65% Rated) 3200 123 10.0 .41 500°F (260°C) HIO-360-E Series Normal Rated 2900 190 ----- .85 500°F (260°C) Performance Cruise (75% Rated) 2700 142 11.8 .47 500°F (260°C) Economy Cruise (65% Rated) 2700 123 10.0 .41 500°F (260°C) HIO-360-F Series Normal Rated 3050 190 ----- .84 500°F (260°C) Performance Cruise (75% Rated) 2700 142 11.8 .47 500°F (260°C) Economy Cruise (65% Rated) 2700 123 10.0 .46 500°F (260°C) TIO-360-A Series** Normal Rated 2700 200 ----- .89 500°F (260°C) Performance Cruise (75% Rated) 2450 150 14.0 .50 500°F (260°C) Economy Cruise (65% Rated) 2350 130 10.2 .44 500°F (260°C) TIO-360-C Series** Normal Rated 2575 210 ----- .70 500°F (260°C) Performance Cruise (75% Rated) 2400 157.5 13.2 .53 500°F (260°C) Economy Cruise (65% Rated) 2200 136.5 10.2 .46 500°F (260°C) * - At Bayonet Location – For maximum service life of the engine maintain cylinder head temperature between 150°F and 400°F during continuous operation. ** - MAXIMUM TURBINE INLET TEMPERATURE 1650°F (898.8°C). 3-15 SECTION 3 LYCOMING OPERATOR’S MANUAL OPERATING INSTRUCTIONS O-360 AND ASSOCIATED MODELS 9. SHUT DOWN PROCEDURE. a. Fixed Wing. (1) Set propeller governor control for minimum blade angle when applicable. (2) Idle until there is a decided drop in cylinder head temperature. (3) Move mixture control to “Idle Cut-Off”. (4) When engine stops, turn off switches. b. Helicopters. (1) Idle as directed in the airframe manufacturer’s handbook, until there is a decided drop in cylinder head temperature. (2) Move mixture control to “Idle Cut-Off”. (3) When engine stops, turn off switches. 3-16 LYCOMING OPERATOR’S MANUAL SECTION 8 TABLES Page Table of Limits ............................................................................................................................................. 8-1 Ground Run After Top Overhaul .............................................................................................................. 8-2 Flight Test After Top Overhaul.................................................................................................................. 8-3 Full Throttle HP at Altitude........................................................................................................................ 8-4 Table of Speed Equivalents ......................................................................................................................... 8-4 Centigrade – Fahrenheit Conversion Table .............................................................................................. 8-5 Inch Fraction Conversions .......................................................................................................................... 8-6 SECTION 8 LYCOMING OPERATOR’S MANUAL TABLES O-360 AND ASSOCIATED MODELS FULL THROTTLE HP AT ALTITUDE (Normally Aspirated Engines) Altitude % S.L. Altitude % S.L. Altitude % S.L. Ft. H.P. Ft. H.P. Ft. H.P. 0 100 10,000 70.8 19,500 49.1 500 98.5 11,000 68.3 20,000 48.0 1,000 96.8 12,000 65.8 20,500 47.6 2,000 93.6 13,000 63.4 21,000 46.0 2,500 92.0 14,000 61.0 21,500 45.2 3,000 90.5 15,000 58.7 22,000 44.0 4,000 87.5 16,000 56.5 22,500 43.3 5,000 84.6 17,000 54.3 23,000 42.2 6,000 81.7 17,500 53.1 23,500 41.4 7,000 78.9 18,000 52.1 24,000 40.3 8,000 76.2 18,500 51.4 24,500 39.5 9,000 73.5 19,000 50.0 25,000 38.5 TABLE OF SPEED EQUIVALENTS Sec./Mi. M.P.H. Sec./Mi. M.P.H. Sec./Mi. M.P.H. 72.0 50 24.0 150 14.4 250 60.0 60 22.5 160 13.8 260 51.4 70 21.2 170 13.3 270 45.0 80 20.0 180 12.8 280 40.0 90 18.9 190 12.4 290 36.0 100 18.0 200 12.0 300 32.7 110 17.1 210 11.6 310 30.0 120 16.4 220 11.2 320 27.7 130 15.6 230 10.9 330 25.7 140 15.0 240 10.6 340 8-4 J.P.INSTRUMENTS Supplement No. 1 P.O. Box 7033 Huntington Beach, CA 92646 FAA APPROVED AIRPLANE/ROTORCRAFT FLIGHT MANUAL SUPPLEMENT OR SUPPLEMENTAL AIRPLANE FLIGHT MANUAL (INCLUDING POH AND FAA AFM) (FOR THOSE AIRCRAFT WITHOUT A BASIC AIRPLANE FLIGHT MANUAL) FS-450 FUEL FLOW INDICATOR FOR Single and Twin, Reciprocating Engine Powered Aircraft as listed On Approved Model List of STC SA00861SE REG. NO.__________________ SER. NO. ____________________ This Supplement must be attached to the FAA Approved Airplane/Rotorcraft Flight Manual when the J.P. Instruments FS-450 is installed in accordance with Supplemental Type Certificate SA 00432SE. For those airplanes without a basic Airplane Flight Manual, the Supplemental AFM must be in the aircraft when the FS-450 is installed. The information contained in this Airplane/Rotorcraft Flight Manual Supplement/ Supplemental Aircraft Flight Manual supplements or supersedes the basic manual/ placards only in those areas listed. For limitations, procedures and performance information not contained in this supplement, consult the basic Airplane Flight manual, Markings and Placards Page 1 of 4 J.P.INSTRUMENTS Airplane / Rotorcraft Flight Manual SA00861SE PO BOX 7033 Supplement No. 1 HUNTINGTON BEACH CA 92646 FS-450 Page 2 of 4 Revision No. Description Affected Pages Approval Original Complete Flight Manual Supplement for FS-450 1 thru 4 FAA APPROVED Date December 18, 2000 J.P.INSTRUMENTS Airplane / Rotorcraft Flight Manual SA00861SE PO BOX 7033 Supplement No. 1 HUNTINGTON BEACH CA 92646 FS-450 Page 4 of 4 GENERAL OPERATION (CONT.) Parameter Description Example Comments USD—Total Fuel Used 38.2 Since last refueling or trip total. REM—Fuel Remaining 37.2 In gallons, liters or pounds H.M.—Time to Empty 02.45 Hours. Minutes Remaining at current fuel burn REQ—Fuel required to next GPS WPT or Destination 25.8 Present with GPS interface Valid signal and way point RES—Fuel Reserve at next GPS WPT or Destination I I.3 Present with GPS interface Valid signal and way point II OPERATING LIMITATIONS A. The FS-450 may not replace any existing instrument or indicator required by the aircraft type design or operating limits. B. The FS-450 display may not be used in lieu of, or to supersede, engine- operating limitations established by the airframe or engine manufacturer during certification. III. EMERGENCY PROCEDURES No change IV. NORMAL PROCEDURES CAUTION Comply with manufacturer's Airplane Flight Manual leaning procedures. Do not exceed applicable engine or aircraft limitations. Upon starting the engine, the FS-450 will flash, waiting for the pilot to enter the new fuel on board. If no fuel was added, tap the step button, informing the FS-450 no fuel was added. If fuel was added proceed with the fuel add sequence. With the engine running the upper display will show the actual gallons being used per hour. During flight the cue lights will indicate specific functions like REMaining etc. The upper display will always show fuel flow per hour. FAA APPROVED Date December 18, 2000 190-01007-A2 Rev. 7 AFMS, Garmin GTN GPS/SBAS System Page ii FAA APPROVED LOG OF REVISIONS Page Revision Number Date Number Description FAA Approved 1 03/18/11 All Complete Supplement Robert Grove ODA STC Unit Administrator Garmin International, Inc. ODA-240087-CE Date: 03/18/2011 2 12/18/12 See Revision 3 Michael Warren ODA STC Unit Administrator Garmin International, Inc. ODA-240087-CE Date: 12/18/2012 3 03/26/13 See Revision 4 Michael Warren ODA STC Unit Administrator Garmin International, Inc. ODA-240087-CE Date: 04/12/2013 4 11/24/14 7 11 16 18 20 20 & 21 26 27 32 34 Table 1 • Added new functions Section 1.4 • New section Section 2.7 • Modified limitation Section 2.12 • Added wire obstacles Section 2.21 • Modified limitation Section 2.22 & 2.23 • Added limitations Section 3.2.10 • Added Flight Stream 210 to procedure Section 4.1 • Removed telephone audio deactivation procedure Section 7.5 • Added wire obstacles Section 7.9 • Added Flight Stream 210 Michael Warren ODA STC Unit Administrator Garmin International, Inc. ODA-240087-CE Date : 11/25/2014 AFMS, Garmin GTN GPS/SBAS System 190-01007-A2 Rev. 7 FAA APPROVED Page iii LOG OF REVISIONS Page Revision Number Date Number Description FAA Approved 34 37 Section 7.10 • Added wire obstacles Section 7.17 • Added section 5 02/25/16 All All Sections • Reformatted and updated sections to better coincide with the VFR AFMS. Section 2 • Added RF leg description and limitations • Added QFE limitations • Added Autopilot limitations • Added polar operation limitation • Added text regarding new data units in the GTN • Added Fuel Range Ring description and limitations • Added Flight Stream 210 limitation Section 4 • Added autopilot capability assessment regarding RF legs • Updated installer descriptions of configuration checkboxes • Added Search and Rescue autopilot note • Added RNP 1.0 installation options Section 7 • Added GMA 35c information • Removed references to GDL 88 and replaced with generic ADS-B Michael Warren ODA STC Unit Administrator Garmin International, Inc. ODA-240087-CE Date : 02/25/2016 190-01007-A2 Rev. 7 AFMS, Garmin GTN GPS/SBAS System Page iv FAA APPROVED LOG OF REVISIONS Page Revision Number Date Number Description FAA Approved • Added GWX 70 turbulence detection note • Added GTN crossfill information 6 09/09/16 1 5 6-8 9 12 12 12 18 18 22 23 27 29 Table 1 • Added Flight Stream 510 data Section 1.2 • Removed text Section 1.5 • Added definitions Section 2.1 • Updated CRG Revisions Table 3 • Added Flight Stream 510 line Section 2.7 • MMC additions Section 2.8 • Added reference to section 2.29 Section 2.28 • Fixed error Sections 2.29-2.31 • New Sections Section 3.2.8 • Reworded and added additional text Sections 3.2.9-3.2.13 • New Sections • Renumbered sections Section 4.7 • New section Section 7.1 • New revision numbers Michael Warren ODA STC Unit Administrator Garmin International, Inc. ODA-240087-CE Date : 09/09/2016 AFMS, Garmin GTN GPS/SBAS System 190-01007-A2 Rev. 7 FAA APPROVED Page v LOG OF REVISIONS Page Revision Number Date Number Description FAA Approved 32 33 34 38 41-42 Section 7.9 • Added Flight Stream 510 Section 7.10 • Reworded Table 4 • Added PTC Section 7.19 • Flight Stream 510 content added Sections 7.25-7.26 • New sections 7 10/17/17 6-8 9 10 12 13 19-20 22 32 45 Sections 1.5 • New definitions Section 2.1 • Updated CRG Revisions Section 2.4 • Updated FDE compliance text Section 2.6 • Updated software grid Section 2.10 • Renamed section Section 2.32-2.33 • New sections Section 3.2.1-2 • Updated text Section 7.27 • Updated PG Revisions Section 7.27 • New section See Page i 190-01007-A2 Rev. 7 AFMS, Garmin GTN GPS/SBAS System Page vi FAA APPROVED Table of Contents SECTION PAGE Section 1. General 1 1.1 Garmin GTN Navigators 1 1.2 System Capabilities 3 1.3 Electronic Flight Bag 6 1.4 Electronic Checklists 6 1.5 Definitions 6 Section 2. LIMITATIONS 9 2.1 Cockpit Reference Guide 9 2.2 Kinds of Operation 9 2.3 Minimum Equipment 9 2.4 Flight Planning 10 2.5 System Use 11 2.6 Applicable System Software 12 2.7 MMC / SD Database Cards 12 2.8 Navigation Database 12 2.9 Ground Operations 13 2.10 Instrument Approaches 13 2.11 Barometric Setting 14 2.12 RF Legs 14 2.13 Autopilot Coupling 14 2.14 Terrain Proximity Function (All Units) 15 2.15 TAWS Function (Optional) 15 2.16 Polar Operations 15 2.17 Datalink Weather Display (Optional) 16 2.18 Traffic Display (Optional) 16 2.19 StormScope® Display (Optional) 16 2.20 Flight Planner/Calculator Functions 17 2.21 Fuel Range Rings 17 2.22 Glove Use / Covered Fingers 17 2.23 Demo Mode 17 2.24 Active Weather Radar 17 2.25 Telephone Audio 18 2.26 Multi Crew Aircraft (GMA 35 Only) 18 2.27 Wire Obstacle Database 18 2.28 Portable Electronic Devices 18 2.29 Database Updates 18 2.30 Charts Database (Dual GTN7XX) 18 2.31 Automatic Speech Recognition 18 2.32 OBS Mode 18 2.33 Advisory Visual Approaches 19 Section 3. EMERGENCY PROCEDURES 20 3.1 Emergency Procedures 20 3.2 Abnormal Procedures 21 AFMS, Garmin GTN GPS/SBAS System 190-01007-A2 Rev. 7 FAA APPROVED Page vii Section 4. NORMAL PROCEDURES 25 4.1 Unit Power On 25 4.2 Before Takeoff 25 4.3 HSI and EHSI Operation 26 4.4 Autopilot Operation 26 4.5 Coupling the Autopilot during approaches 27 4.6 Coupling the Autopilot during Search and Rescue Operations 28 4.7 Database Conflict Resolution 28 Section 5. PERFORMANCE 29 Section 6. WEIGHT AND BALANCE 29 Section 7. SYSTEM DESCRIPTIONS 30 7.1 Pilot’s Guide 30 7.2 Leg Sequencing 30 7.3 Auto ILS CDI Capture 30 7.4 Activate GPS Missed Approach 30 7.5 Terrain Proximity and TAWS 31 7.6 GMA 35/35c Audio Panel (Optional) 32 7.7 Traffic System (Optional) 32 7.8 StormScope® (Optional) 33 7.9 Power 33 7.10 Databases and Flight Plan Waypoints/Procedures 34 7.11 External Switches 35 7.12 Airspace Depiction and Alerts 35 7.13 Garmin ADS-B Traffic System Interface (Optional) 36 7.14 GWX 70 Weather Radar (Optional) 37 7.15 Charts (Optional) 37 7.16 Transponder Control (Optional) 37 7.17 Telephone Audio (Optional) 37 7.18 Depiction of Obstacles and Wires 38 7.19 Flight Stream 210/510 (Optional) 39 7.20 Map Page 40 7.21 User Defined Waypoints 40 7.22 Times and Distances 40 7.23 GTN-GTN Crossfill 41 7.24 Direct-To Operations 41 7.25 Automatic Speech Recognition (ASR) 42 7.26 European Visual Reporting Points 43 7.27 Advisory Visual Approaches 43 AFMS, Garmin GTN GPS/SBAS System 190-01007-A2 Rev. 7 FAA APPROVED Page 1 Section 1. General 1.1 Garmin GTN Navigators The Garmin GTN navigation system is a GPS system with a Satellite Based Augmentation System (SBAS), comprised of one or more Garmin TSO-C146c GTN 625, 635, 650, 725, or 750 navigator(s) and one or more Garmin approved GPS/SBAS antenna(s). The GTN navigation system is installed in accordance with AC 20-138A. GTN 625 GTN 635 GTN 650 GTN 725 GTN 750 GPS SBAS Navigation: • Oceanic, enroute, terminal, and non-precision approach guidance • Precision approach guidance (LP, LPV) X X X X X VHF Com Radio, 118.00 to 136.990, MHz, 8.33 or 25 kHz increments X X X VHF Nav Radio, 108.00 to 117.95 MHz, 50 kHz increments X X LOC and Glideslope non-precision and precision approach guidance for Cat 1 minimums, 328.6 to 335.4 MHz tuning range X X Moving map including topographic, terrain, aviation, and geopolitical data X X X X X Display of datalink weather products, SiriusXM, FIS-B, Connext (all optional) X X X X X Control and display of airborne weather radar (optional) X X Display of terminal procedures data (optional) X X Display of traffic data, including ADS-B (optional) X X X X X Display of StormScope® data (optional) X X X X X Display of marker beacon annunciators (optional) X* X* X* X X Remote audio panel control (optional) X X Remote transponder control (optional) X X X X X Remote audio entertainment datalink control (optional) X X X X X TSO-C151c Class B TAWS (optional) X X X X X Supplemental calculators and timers X X X X X Control of GSR 56 Iridium Satellite Phone and SMS Text X X X X X Control of Flight Stream 210 (optional) X X X X X Control of Flight Stream 510 (optional) X X X X X * Display of marker beacon annunciations on the GTN 6XX is only possible when installed with a Garmin GMA 350 audio panel. Table 1 – GTN Functions 190-01007-A2 Rev. 7 AFMS, Garmin GTN GPS/SBAS System Page 2 FAA APPROVED The GPS navigation functions and optional VHF communication and navigation radio functions are operated by dedicated hard keys, a dual concentric rotary knob, or the touchscreen. Figure 1 - GTN 750 Control and Display Layout Figure 2 - GTN 635/650 Control and Display Layout AFMS, Garmin GTN GPS/SBAS System 190-01007-A2 Rev. 7 FAA APPROVED Page 3 1.2 System Capabilities This Flight Manual Supplement documents the installed capabilities of the GTN specific to the aircraft for which this manual is created. NOTE In sections which contain a square checkbox (□) the installer will have placed an “X” in the boxes next to the capabilities applicable to the installation. The GTN system and associated navigation interface in this aircraft have the following capabilities, in addition to the core multifunction display capability:  VHF Communication Radio  Primary VHF Navigation  Primary GPS Navigation (Enroute) and Approach Capability (LP/LNAV) – See below  Primary GPS Approach Capability with Vertical Guidance (LNAV/VNAV, LPV) – See below  TSO-C151c Terrain Awareness and Warning System – See section 2.15 GPS/SBAS TSO-C146c Class 3 Operation The GTN complies with AC 20-138A and has airworthiness approval for navigation using GPS and SBAS (within the coverage of a Satellite Based Augmentation System complying with ICAO Annex 10) for IFR enroute, terminal area, and non-precision approach operations (including those approaches titled “GPS”, “or GPS”, and “RNAV (GPS)” approaches). The Garmin GNSS navigation system is composed of the GTN navigator and antenna, and is approved for approach procedures with vertical guidance including “LPV” and “LNAV/VNAV” and without vertical guidance including “LP” and “LNAV”. The Garmin GNSS navigation system complies with the equipment requirements of AC 90-105 and meets the equipment performance and functional requirements to conduct RNP terminal departure and arrival procedures and RNP approach procedures including procedures with RF legs subject to the limitations herein. Part 91 subpart K, 121, 125, 129, and 135 operators require operational approval from the FAA. The Garmin GNSS navigation system complies with the equipment requirements of AC 90-100A for RNAV 2 and RNAV 1 operations. In accordance with AC 90-100A, Part 91 operators (except subpart K) following the aircraft and training guidance in AC 90-100A are authorized to fly RNAV 2 and RNAV 1 procedures. Part 91 subpart K, 121, 125, 129, and 135 operators require operational approval from the FAA. 190-01007-A2 Rev. 7 AFMS, Garmin GTN GPS/SBAS System Page 4 FAA APPROVED Applicable to dual installations consisting of two Garmin GNSS units: The Garmin GNSS navigation system has been found to comply with the requirements for GPS Class II oceanic and remote navigation (RNP-10) without time limitations in accordance with AC 20-138A and FAA Order 8400.12A. The Garmin GNSS navigation system can be used without reliance on other long-range navigation systems. This does not constitute an operational approval. The Garmin GNSS navigation system has been found to comply with the navigation requirements for GPS Class II oceanic and remote navigation (RNP-4) in accordance with AC 20-138A and FAA Order 8400.33. The Garmin GNSS navigation system can be used without reliance on other long-range navigation systems. Additional equipment may be required to obtain operational approval to utilize RNP-4 performance. This does not constitute an operational approval. The Garmin GNSS navigation system complies with the accuracy, integrity, and continuity of function, and contains the minimum system functions required for P-RNAV operations in accordance with JAA Administrative & Guidance Material Section One: General Part 3: Temporary Guidance Leaflets, Leaflet No 10 (JAA TGL-10 Rev 1). The GNSS navigation system consists of one or more TSO-C146c Class 3 approved Garmin GTN Navigation Systems. The Garmin GNSS navigation system complies with the accuracy, integrity, and continuity of function, and contains the minimum system functions required for B-RNAV operations in accordance with EASA AMC 20-4. The Garmin GNSS navigation system complies with the equipment requirements for P-RNAV and B- RNAV/RNAV-5 operations in accordance with AC 90-96A CHG 1. This does not constitute an operational approval. Garmin International holds an FAA Type 2 Letter of Acceptance (LOA) in accordance with AC 20-153 for database integrity, quality, and database management practices for the navigation database. Flight crew and operators can view the LOA status at FlyGarmin.com then select “Type 2 LOA Status.” Navigation information is referenced to the WGS-84 reference system. Note that for some types of aircraft operation and for operation in non-U.S. airspace, separate operational approval(s) may be required in addition to equipment installation and airworthiness approval. AFMS, Garmin GTN GPS/SBAS System 190-01007-A2 Rev. 7 FAA APPROVED Page 5 Advanced RNP Capabilities The GTN includes 3 out of 6 of the features required for operations in airspace requiring Advance RNP based on the ICAO document 9613 Performance Based Navigation (PBN) Manual, fourth edition, 2013 and is therefore not approved for Advanced RNP operations. The following table describes the six Advanced RNP capabilities and the GTN capabilities. Advanced RNP Feature GTN Capability RF legs Available if enabled for installation. See Section 2.12 for limitations. Parallel offsets Available. Scalable RNP GTN provides CDI scalability in compliance with TSO-C146c. RNP scalability is not available. RNAV holding Available. Fixed radius transitions Not available in GTN. Time of arrival control (TOAC) Not available in GTN. 190-01007-A2 Rev. 7 AFMS, Garmin GTN GPS/SBAS System Page 6 FAA APPROVED 1.3 Electronic Flight Bag The GTN 750/725 are operationally suitable as Class 3 Hardware, Type B Software in accordance with AC 120-76B EFB electronic aeronautical information when using current FliteChart or ChartView data. Use of the Flight Stream interface and data for the purpose of Electronic Flight Bag applications is not approved as part of this STC. Additional approval may be required to obtain operational approval for use of the Flight Stream and supplied data to supplement EFB systems. 1.4 Electronic Checklists The GTN checklist functions are designed to DO-178B software design assurance level B and support a minor failure classification. While this STC does not grant operational approval for operators requiring such approval, there are no limitations precluding operators from obtaining their own operational approval for the checklist function. 1.5 Definitions The following terminology is used within this document: ADF: Automatic Direction Finder ADS-B: Automatic Dependent Surveillance Broadcast AEG: Aircraft Evaluation Group (FAA) APR: Approach CDI: Course Deviation Indicator DME: Distance Measuring Equipment ECAC: European Civil Aviation Conference EFB: Electronic Flight Bag EGNOS: European Geostationary Navigation Overlay Service EHSI: Electronic Horizontal Situation Indicator FIS-B: Flight Information Services Broadcast GAGAN: GPS Aided GEO Augmented Navigation GNSS: Global Navigation Satellite System GPA: Glidepath Angle GPS: Global Positioning System GPSS: GPS Roll Steering GTN: Garmin Touchscreen Navigator HOT: Hazardous Obstacle Transmission wires HSI: Horizontal Situation Indicator IAP: Instrument Approach Procedure IFR: Instrument Flight Rules ILS: Instrument Landing System AFMS, Garmin GTN GPS/SBAS System 190-01007-A2 Rev. 7 FAA APPROVED Page 7 IMC: Instrument Meteorological Conditions LDA: Localizer Directional Aid LNAV: Lateral Navigation LNAV +V: Lateral Navigation with advisory Vertical Guidance L/VNAV: Lateral/Vertical Navigation LOC: Localizer LOC-BC: Localizer Backcourse LP: Localizer Performance LPV: Localizer Performance with Vertical Guidance LP +V: Localizer Performance with Advisory Vertical Guidance MLS: Microwave Landing System MMC: Multi-Media Card NOTAM: Notice to Airmen OBS: Omni Bearing Selector PED: Portable Electronic Device RAIM: Receiver Autonomous Integrity Monitoring RF Leg: Radius-To-Fix Leg of a Charted Instrument Procedure RMT: Remote RNAV: Area Navigation RNP: Required Navigational Performance SAR: Search and Rescue SBAS: Satellite Based Augmentation System SD: Secure Digital SDF: Simplified Directional Facility SUSP: Suspend TACAN: Tactical Air Navigation System TAS: Traffic Awareness System TAWS: Terrain Awareness and Warning System TCAS: Traffic Collision Avoidance System TCH: Threshold Crossing Height TFR: Temporary Flight Restriction TIS: Traffic Information Service VHF: Very High Frequency VFR: Visual Flight Rules VGSI: Visual Glide-Slope Indicator VLOC: VOR/Localizer VMC: Visual Meteorological Conditions 190-01007-A2 Rev. 7 AFMS, Garmin GTN GPS/SBAS System Page 8 FAA APPROVED VOR: VHF Omnidirectional Range VRP: Visual Reporting Point WAAS: Wide Area Augmentation System WFDE: WAAS Fault Data Exclusion XFR: Transfer AFMS, Garmin GTN GPS/SBAS System 190-01007-A2 Rev. 7 FAA APPROVED Page 9 Section 2. LIMITATIONS 2.1 Cockpit Reference Guide The Garmin GTN 6XX or GTN 7XX Cockpit Reference Guide, part number and revision listed below (or later revisions), must be immediately available to the flight crew whenever navigation is predicated on the use of the GTN.  GTN 6XX Cockpit Reference Guide P/N 190-01004-04 Rev L  GTN 7XX Cockpit Reference Guide P/N 190-01007-04 Rev K 2.2 Kinds of Operation This AFM supplement does not grant approval for IFR operations to aircraft limited to VFR operations. 2.3 Minimum Equipment The GTN must have the following system interfaces fully functional in order to be used for primary navigation during IFR operations: Interfaced Equipment Number installed Number Required for IFR External HSI/CDI/EHSI 1 or more 1 External GPS Annunciator See Note 1 1 Table 2 – Required Equipment Note 1: Certain installations require an external GPS annunciator panel. If installed, this annunciator must be fully functional to use the GTN GPS navigation for IFR operations. Single engine piston aircraft under 6,000 lbs. maximum takeoff weight: Required Equipment for IFR operations utilizing GPS navigation: Single GTN Navigator All other aircraft: Required Equipment for IFR operations utilizing GPS navigation: Single GTN Navigator plus a second source of GPS navigation or a separate source of VHF navigation. The separate source of VHF navigation must not be the primary GTN, but it may be a secondary GTN. Operation in remote or oceanic operation requires two sources of GPS navigation. AFMS, Garmin GTN GPS/SBAS System 190-01007-A2 Rev. 7 FAA APPROVED Page 11 outages on the specified route that would prevent the Garmin GNSS navigation system to provide GPS Class II navigation in oceanic and remote areas of operation that requires RNP-10 or RNP-4 capability. If the Garmin WFDE Prediction program indicates fault exclusion (FDE) will be unavailable for more than 34 minutes in accordance with FAA Order 8400.12A for RNP-10 requirements, or 25 minutes in accordance with FAA Order 8400.33 for RNP-4 requirements, then the operation must be rescheduled when FDE is available. Both Garmin GPS navigation receivers must be operating and providing GPS navigation guidance for operations requiring RNP-4 performance. North Atlantic (NAT) Minimum Navigational Performance Specifications (MNPS) Airspace operations per AC 91-49 and AC 120- 33 require both GPS/SBAS receivers to be operating and receiving usable signals except for routes requiring only one Long Range Navigation sensor. Each display computes an independent navigation solution based on its internal GPS receiver. Whenever possible, RNP and RNAV routes including Standard Instrument Departures (SIDs), Standard Terminal Arrival (STAR), and enroute RNAV “Q” and RNAV “T” routes should be loaded into the flight plan from the database in their entirety, rather than loading route waypoints from the database into the flight plan individually. Selecting and inserting individual named fixes from the database is permitted, provided all fixes along the published route to be flown are inserted. Manual entry of waypoints using latitude/longitude or place/bearing is prohibited. It is not acceptable to flight plan a required alternate airport based on RNAV(GPS) LP/LPV or LNAV/VNAV approach minimums. The required alternate airport must be flight planned using an LNAV approach minimums or available ground-based approach aid. Navigation information is referenced to the WGS-84 reference system, and should only be used where the Aeronautical Information Publication (including electronic data and aeronautical charts) conform to WGS-84 or equivalent. 2.5 System Use In installations with two GTNs and an external GPS annunciator (See Table 2) the GTN connected to the external GPS annunciator must be used as the navigation source for all IFR operations. The only approved sources of course guidance are on the external CDI, HSI, or EHSI display. The moving map and CDI depiction on the GTN display are for situational awareness only and are not approved for course guidance. 190-01007-A2 Rev. 7 AFMS, Garmin GTN GPS/SBAS System Page 12 FAA APPROVED 2.6 Applicable System Software This AFMS/AFM is applicable to the software versions shown in Table 3. The Main and GPS software versions are displayed on the start-up page immediately after power-on. All software versions displayed in Table 3 can be viewed on the System – System Status or Connext Setup pages. Software Item Software Version (or later FAA Approved versions for this STC) Main SW Version 6.41 GPS SW Version 5.2 Com SW Version 2.20 Nav SW Version 6.03 Flight Stream 210 2.70 Flight Stream 510 2.30 Table 3 - Software Versions 2.7 MMC / SD Database Cards It is required that the SD database card or Flight Stream 510 (MMC) be present in the GTN at all times. The SD or MMC device must not be removed or inserted during flight or while the GTN is powered on. NOTE Removal of the SD or MMC device will result in certain features and databases not being available and may slow system performance. 2.8 Navigation Database GPS/SBAS based IFR enroute, oceanic, and terminal navigation is prohibited unless the flight crew verifies and uses a valid, compatible, and current navigation database or verifies each waypoint for accuracy by reference to current approved data. “GPS”, “or GPS”, and “RNAV (GPS)” instrument approaches using the Garmin navigation system are prohibited unless the flight crew verifies and uses the current navigation database. GPS based instrument approaches must be flown in accordance with an approved instrument approach procedure that is loaded from the navigation database. Discrepancies that invalidate a procedure should be reported to Garmin International. The affected procedure is prohibited from being flown using data from the navigation database until a new navigation database is installed in the aircraft and verified that the discrepancy has been corrected. Navigation database discrepancies can be reported at FlyGarmin.com by selecting “Aviation Data Error Report.” Flight crew and operators can view navigation database alerts at FlyGarmin.com then select “NavData Alerts.” AFMS, Garmin GTN GPS/SBAS System 190-01007-A2 Rev. 7 FAA APPROVED Page 13 If the navigation database cycle will change during flight, the flight crew must ensure the accuracy of navigation data, including suitability of navigation facilities used to define the routes and procedures for flight. If an amended chart affecting navigation data is published for the procedure, the database must not be used to conduct the procedure. See Section 2.29 for limitations regarding database update procedures. 2.9 Ground Operations Do not use SafeTaxi or ChartView functions as the basis for ground maneuvering. SafeTaxi and ChartView functions do not comply with the requirements of AC 20-159 and are not qualified to be used as an airport moving map display (AMMD). SafeTaxi and ChartView are to be used by the flight crew to orient themselves on the airport surface to improve flight