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Lycoming O-320

January 07, 2023

The Lycoming O-320 is a large family of naturally aspirated, air-cooled, four-cylinder, direct-drive engines produced by Lycoming Engines. They are commonly used on light aircraft such as the Cessna 172 and Piper Cherokee. Different variants are rated for 150 or 160 horsepower (112 or 119 kilowatts). As implied by the engine's name, its cylinders are arranged in horizontally opposed configuration and a displacement of 320 cubic inches (5.24 L).[1]

O-320
A Lycoming O-320-D2A installed in a Symphony SA-160
Type Piston aero-engine
National origin United States
Manufacturer Lycoming Engines
Major applications Cessna 172
Piper PA-28 Cherokee
Piper PA-18-150 Super Cub
Produced 1953–present

Design and development

The O-320 family of engines includes the carbureted O-320, the fuel-injected IO-320, the inverted mount, fuel-injected AIO-320 and the aerobatic, fuel-injected AEIO-320 series. The LIO-320 is a "left-handed" version with the crankshaft rotating in the opposite direction for use on twin-engined aircraft to eliminate the critical engine.[2][3]

The first O-320 (with no suffix) was FAA certified on 28 July 1953 to CAR 13 effective 5 March 1952; this same engine was later re-designated, without change, as the O-320-A1A.[2] The first IO-320 was certified on 10 April 1961, with the AIO-320 following on 23 June 1969 and the first aerobatic AEIO-320 on 12 April 1974. The LIO-320s were both certified on 28 August 1969.[2][3]

The O-320 family of engines externally resembles the Lycoming O-235 and O-290 family from which they were derived. The O-320 shares the same 3.875 in (98 mm) stroke as the smaller engines, but produces more power with the bore increased to 5.125 in (130 mm). The design uses hydraulic tappets and incorporates the provisions for a hydraulically controlled propeller installation as well. The controllable-pitch propeller models use a different crankshaft from those intended for fixed-pitch propellers.[4]

The O-320 uses a conventional wet sump system for lubrication. The main bearings, connecting rods, camshaft bearings, tappets and pushrods are all pressure lubricated, while the piston pins, cylinder walls and gears are all lubricated by spray. The oil system is pressurized by an accessory-drive mounted oil pump. A remotely mounted oil cooler is used, connected to the engine by flexible hoses.[4]

The 150 hp (112 kW) versions of the carbureted O-320, are approved for the use of 87 AKI automotive gasoline. Models with 9.0:1 compression ratio are not approved, such as the H2AD model. All other 160 hp (119 kW) 0-320s are approved for 91 AKI. Airframe approval is also necessary to use automotive gasoline in any certified aircraft.[5]

The factory retail price of the O-320 varies by model. In 2010 the retail price of an O-320-B1A purchased outright was USD$47,076[6]

Variants

O-320 series

O-320 (No suffix) later redesignated O-320-A1A
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Provisions for a controllable-pitch propeller and 25-degree spark advance.[2]
O-320-A1B
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as A1A but with straight riser in oil sump and -32 carburetor.[4]
O-320-A2A
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as A1A but with fixed-pitch propeller.[4]
O-320-A2B
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as A2A but with straight riser in oil sump and -32 carburetor.[4]
O-320-A2C
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as A2B but with retard breaker magnetos.[4]
O-320-A2D
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as E3D but with conical mounts.[4]
O-320-A3A
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as A1A but with 7/16" prop bolts.[4]
O-320-A3B
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as A3A but with straight riser in oil sump and -32 carburetor.[4]
O-320-A3C
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as A3B but with retard breaker magnetos.[4]

O-320-B1A
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 100/130 or 91/96 avgas, compression ratio 8.50:1. Same as A1A but with high compression pistons.[4]
O-320-B1B
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 100/130 or 91/96 avgas, compression ratio 8.50:1. Same as B1A but with straight riser in oil sump and -32 carburetor.[4]
O-320-B2A
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 100/130 or 91/96 avgas, compression ratio 8.50:1. Same as B1A but with fixed-pitch propeller provisions.[4]
O-320-B2B
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 100/130 or 91/96 avgas, compression ratio 8.50:1. Same as B2A but with straight riser in oil sump and -32 carburetor.[4]
 
An O-320-B2C mounted in a Robinson R22 helicopter
O-320-B2C
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 100/130 or 91/96 avgas, compression ratio 8.50:1. Same as B2B but with retard breaker magnetos.[4]
O-320-B2D
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 avgas, compression ratio 8.50:1. Same as D1D but with conical engine mounts and no propeller governor.[2]
O-320-B2E
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 avgas, compression ratio 8.50:1. Same as B2B except the carburetor is in the same location as the O-320-D models.[2]
O-320-B3A
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 100/130 or 91/96 avgas, compression ratio 8.50:1. Same as B1A but with 7/16 inch propeller bolts.[4]
O-320-B3B
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 100/130 or 91/96 avgas, compression ratio 8.50:1. Same as B1A but with 7/16 inch propeller bolts, a straight riser in oil sump, and -32 carburetor.[4]
O-320-B3C
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 100/130 or 91/96 avgas, compression ratio 8.50:1. Same as B3B but with retard breaker magnetos.[4]

O-320-C1A
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Low compression version converted through field conversion of B1A.[4]
O-320-C1B
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Low compression version converted through field conversion of B1B.[4]
O-320-C2A
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Low compression version converted through field conversion of B2A.[4]
O-320-C2B
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Low compression version converted through field conversion of B2B.[4]
O-320-C2C
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Low compression version converted through field conversion of B2C.[4]
O-320-C3A
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Low compression version converted through field conversion of B3A.[4]
O-320-C3B
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Low compression version converted through field conversion of B3B.[4]
O-320-C3C
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Low compression version converted through field conversion of B3C.[4]

O-320-D1A
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 100/130 or 91/96 avgas, compression ratio 8.50:1. Same as B3B but with Type 1 dynafocal mounts.[4]
O-320-D1B
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 100/130 or 91/96 avgas, compression ratio 8.50:1. Same as D1A but with retard breaker magnetos.[4]
O-320-D1C
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 100/130 or 91/96 avgas, compression ratio 8.50:1. Same as D2C but with provisions for a controllable propeller,[4]
O-320-D1D
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 avgas, compression ratio 8.50:1. Same as the D1A but with Slick instead of Bendix magnetos and a horizontal carburetor and induction housing.[2] This model was used in the Gulfstream American GA-7 Cougar twin.
O-320-D1F
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 avgas, compression ratio 8.50:1. Same as E1F except with high compression pistons.[4]
 
A brand new Lycoming O-320-D2A engine with baffles already mounted
O-320-D2A
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 100/130 or 91/96 avgas, compression ratio 8.50:1. Same as D1A but with fixed-pitch propeller provisions and 3/8 inch attaching bolts.[4] Used in the Symphony SA-160.
O-320-D2B
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 100/130 or 91/96 avgas, compression ratio 8.50:1. Same as D2A but retard breaker magnetos.[4]
O-320-D2C
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 100/130 or 91/96 avgas, compression ratio 8.50:1. Same as D2A except -1200 series magnetos.[4]
O-320-D2F
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 avgas, compression ratio 8.50:1. Same as E2F except with high compression pistons.[2]
O-320-D2G
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 avgas, compression ratio 8.50:1. Same as the D2A except with Slick instead of Bendix magnetos and 7/16 inch instead of 3/8 inch propeller flange bolts.[2]
O-320-D2H
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 avgas, compression ratio 8.50:1. Same as the D2G except with a O-320-B sump and intake pipes and with provisions for AC type fuel pump.[2]
O-320-D2J
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 avgas, compression ratio 8.50:1.Similar to the D2G but with two Slick impulse coupling magnetos and the propeller governor pad, fuel pump and governor pads on the accessory housing all not machined.[2] Used in the Cessna 172P.
O-320-D3G
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 avgas, compression ratio 8.50:1. Same as the D2G but with 3/8 inch propeller attaching bolts.[2]

O-320-E1A
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as A3B but with Type 1 dynafocal mounts.[4]
O-320-E1B
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as E1A but with retard breaker magnetos.[4]
O-320-E1C
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as E1B.[4]
O-320-E1F
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as E1C but with propeller governor drive on the left front of the crankcase.[4]
O-320-E1J
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as the E1F but with Slick magnetos.[2]
O-320-E2A
150 hp (112 kW) at 2700 rpm, or 140 hp (104 kW) at 2450 rpm Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as E1A but with fixed-pitch propeller, 3/8 inch attaching bolts and an alternate power rating of 140 hp (104 kW).[4]
O-320-E2B
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as E2A but with retard breaker magnetos.[4]
O-320-E2C
150 hp (112 kW) at 2700 rpm, or 140 hp (104 kW) at 2450 rpm Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as E2A but -1200 series mags and an alternate power rating of 140 hp (104 kW).[4]
O-320-E2D
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Similar to E2A but with Slick magnetos and O-235 front.[4] Used in the Cessna 172 I to M models.
O-320-E2F
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as E1F but with fixed pitch prop provisions.[4]
O-320-E2G
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as E2D but with O-320-A sump and intake pipes.[4]
O-320-E2H
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as E2D but with S4LN-20 and -21 magnetos.[4]
O-320-E3D
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as E2D but with 3/8 inch propeller flange bolts.[4]
O-320-E3H
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as E3D but with S4LN-20 and -21 magnetos.[2]

O-320-H1AD
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 100LL avgas, compression ratio 9.00:1. Integral accessory section crankcase, front-mounted fuel pump external mounted oil pump and D4RN-2O21 impulse coupling dual magneto.[2]
O-320-H1BD
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 100LL avgas, compression ratio 9.00:1. Same as H1AD but with a D4RN-2200 retard breaker dual magneto.[2]
O-320-H2AD
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 100LL avgas, compression ratio 9.00:1. Same as H1AD but with provisions for a fixed-pitch propeller.[2] This was the troublesome engine that was installed on the 1977 to 1980 Cessna 172N Skyhawk.[7] It was notable from all other Lycoming models by incorporating hydraulic lifters that were barrel shaped instead of mushroom type, in an attempt to make the lifters possible to be serviced without having to disassemble the entire engine case, but the higher load on the cam lobes resulted in severe spalling. Multiple service bulletins and airworthiness directives have been issued regarding this specific model, and multiple modifications exist to attempt to mitigate its design defects.[8][9][10]
O-320-H2BD
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 100LL avgas, compression ratio 9.00:1. Same as the H2AD but with a D4RN-2200 retard breaker dual magneto.[2]
O-320-H3AD
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 100LL avgas, compression ratio 9.00:1. Same as the H2AD but with 3/8 inch propeller flange bolts, in place of instead of 7/16 inch.[2]
O-320-H3BD
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 100LL avgas, compression ratio 9.00:1. Same as H3AD but with a D4RN-2200 retard breaker dual magneto.[2]

IO-320 series

IO-320-A1A
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Base model with a Bendix RSA -5AD1 fuel injection system.[3]
IO-320-A2A
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as A1A but with provisions for fixed-pitch propeller.[3]
IO-320-B1A
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as the A1A but with the fuel injector offset toward the engine's fore and aft centerline.[3]
IO-320-B1B
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as the A1A but with an AN fuel pump drive.[3]
IO-320-B1C
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as the B1A but with an adapter for mounting the fuel injector straight to the rear.[3]
IO-320-B1D
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as the B1C but with S-1200 series high altitude magnetos.[3]
IO-320-B1E
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as the D1C except with a horizontal fuel injector.[3]
IO-320-B2A
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as the BIA but with provision for a fixed-pitch propeller.[3]
IO-320-C1A
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as the B1B except it has features making it suitable for adding a turbo-supercharger via a Supplemental Type Certificate This engine has internal piston cooling oil nozzles.[3]
IO-320-C1B
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as the C1A but with a horizontal rear-mounted fuel injector.[3]
IO-320-D1A
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as the B1D but with Type 1 dynafocal mounts, S4LN-1227 and S4LN-1209 magnetos and the fuel injector mounted vertically under the oil sump.[3]
IO-320-D1B
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as the D1A but with the propeller governor drive on the left front of crankcase instead of on the accessory housing.[3]
IO-320-D1C
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as the D1B but with Slick Magnetos.[3]
IO-320-E1A
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as E2A but with provision for a controllable-pitch propeller.[3]
IO-320-E1B
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as E1A but with Slick 4050 and 4051 magnetos.[3]
IO-320-E2A
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as A2A but with Scintilla S4LN-20 and S4LN-21 magnetos, straight conical mounts, and the fuel injector mounted under the oil sump.[3]
IO-320-E2B
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as E2A but with Slick 4050 and 4051 magnetos.[3]
IO-320-F1A
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as the C1A except with a Type 1 (30°) dynafocal mount attachment instead of Type 2 (18°) mount attachment.[3]

LIO-320 series

LIO-320-B1A
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as B1A except with counter-clockwise engine rotation and reverse rotation of accessories. It uses a modified starter ring gear, crankshaft, cam shaft, accessory housing and oil pump body. This engine is usually paired with an IO-320-B1A on a twin-engined aircraft.[3]
LIO-320-C1A
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as C1A except with the same changes as the LIO-320-B1A. It has provisions for adding a turbo-supercharger. This engine is usually paired with an IO-320-C1A on a twin-engined aircraft.[3]

AIO-320 series

AIO-320-A1A
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as the IO-320-B1D but this model permits installation and operation of the engine in the inverted position. The differences include a front-mounted propeller governor, two dry oil sumps, dual external oil scavenge pumps, an oil tank, three options for the position of the fuel injector and a Type 1 dynafocal mount.[3]
AIO-320-A1B
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as the A1A but with one impulse coupling magneto.[3]
AIO-320-A2A
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as the A1A but with provision for a fixed-pitch propeller.[3]
AIO-320-A2B
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as the A1A but has one impulse coupling magneto and a fixed-pitch propeller.[3]
AIO-320-B1B
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as the A1B but with a front-mounted fuel injector.[3]
AIO-320-C1B
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as the B1B but with the fuel injector vertically mounted on bottom of the oil sump in the front position.[3]

AEIO-320 series

AEIO-320-D1B
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as the IO-320-D1B but with an inverted oil system kit to allow aerobatic flight.[3]
AEIO-320-D2B
160 hp (119 kW) at 2700 rpm, Minimum fuel grade 91/96 or 100LL avgas, compression ratio 8.50:1. Same as the AEIO-320-D1A but without provisions for a propeller governor.[3]
AEIO-320-E1A
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as the IO-320-E1A but with an inverted oil system kit to allow aerobatic flight.[3]
AEIO-320-E1B
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as the IO-320-E1B but with an inverted oil system kit to allow aerobatic flight.[3]
AEIO-320-E2A
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as the IO-320-E2A but with an inverted oil system kit to allow aerobatic flight.[3]
AEIO-320-E2B
150 hp (112 kW) at 2700 rpm, Minimum fuel grade 80/87 avgas, compression ratio 7.00:1. Same as the IO-320-E2B but with an inverted oil system kit to allow aerobatic flight.[3]

Applications

 
The Lycoming O-320 is a common engine used by amateur-builders in the Thorp T-18.

Specifications (O-320-A1A)

Data from TYPE CERTIFICATE DATA SHEET NO. E-274 Revision 20[2]

General characteristics

Components

Performance

See also

References

Notes

  1. ^ Gunston 1989, p.98.
  2. ^ a b c d e f g h i j k l m n o p q r s t u Federal Aviation Administration (September 2005). . Archived from the original on 4 March 2009. Retrieved 15 January 2009.
  3. ^ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah Federal Aviation Administration (December 2003). "TYPE CERTIFICATE DATA SHEET NO. 1E12 Revision 9". Retrieved 16 January 2009.
  4. ^ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al am an ao ap aq ar as Christy, Joe: Engines for Homebuilt Aircraft & Ultralights, pages 77-80 TAB Books, 1983. ISBN 0-8306-2347-7
  5. ^ Petersen Aviation, Inc. "Auto Fuel STC Approved Engines and Airframes". autofuelstc.com. Retrieved 14 November 2017.
  6. ^ Lycoming Engines (January 2010). "2010 Lycoming Service Engine Price List" (PDF). Retrieved 3 October 2010.
  7. ^ Cessna Aircraft: Pilot Operating Handbook 1977 Skyhawk Cessna Model 172N, page 1-3. Cessna Aircraft, 1976.
  8. ^ Lycoming Service Bulletins #424 (new lifter modification), #446C, #435C, #1406B ("T" case modification), Ney Nozzles modification
  9. ^ . Cessna Owner Organization. 23 February 2004. Archived from the original on 2 April 2015.
  10. ^ McBride, Paul (5 March 2015). "One engine, many questions". General Aviation News.

Bibliography

  • Gunston, Bill. World Encyclopedia of Aero Engines. Cambridge, England. Patrick Stephens Limited, 1989. ISBN 1-85260-163-9

External links

 
Wikimedia Commons has media related to Lycoming O-320.
  • Lycoming – O-320 page

January 07, 2023
lycoming, large, family, naturally, aspirated, cooled, four, cylinder, direct, drive, engines, produced, lycoming, engines, they, commonly, used, light, aircraft, such, cessna, piper, cherokee, different, variants, rated, horsepower, kilowatts, implied, engine. The Lycoming O 320 is a large family of naturally aspirated air cooled four cylinder direct drive engines produced by Lycoming Engines They are commonly used on light aircraft such as the Cessna 172 and Piper Cherokee Different variants are rated for 150 or 160 horsepower 112 or 119 kilowatts As implied by the engine s name its cylinders are arranged in horizontally opposed configuration and a displacement of 320 cubic inches 5 24 L 1 O 320A Lycoming O 320 D2A installed in a Symphony SA 160Type Piston aero engineNational origin United StatesManufacturer Lycoming EnginesMajor applications Cessna 172Piper PA 28 Cherokee Piper PA 18 150 Super CubProduced 1953 present Contents 1 Design and development 2 Variants 2 1 O 320 series 2 2 IO 320 series 2 3 LIO 320 series 2 4 AIO 320 series 2 5 AEIO 320 series 3 Applications 4 Specifications O 320 A1A 4 1 General characteristics 4 2 Components 4 3 Performance 5 See also 6 References 6 1 Notes 6 2 Bibliography 7 External linksDesign and development EditThe O 320 family of engines includes the carbureted O 320 the fuel injected IO 320 the inverted mount fuel injected AIO 320 and the aerobatic fuel injected AEIO 320 series The LIO 320 is a left handed version with the crankshaft rotating in the opposite direction for use on twin engined aircraft to eliminate the critical engine 2 3 The first O 320 with no suffix was FAA certified on 28 July 1953 to CAR 13 effective 5 March 1952 this same engine was later re designated without change as the O 320 A1A 2 The first IO 320 was certified on 10 April 1961 with the AIO 320 following on 23 June 1969 and the first aerobatic AEIO 320 on 12 April 1974 The LIO 320s were both certified on 28 August 1969 2 3 The O 320 family of engines externally resembles the Lycoming O 235 and O 290 family from which they were derived The O 320 shares the same 3 875 in 98 mm stroke as the smaller engines but produces more power with the bore increased to 5 125 in 130 mm The design uses hydraulic tappets and incorporates the provisions for a hydraulically controlled propeller installation as well The controllable pitch propeller models use a different crankshaft from those intended for fixed pitch propellers 4 The O 320 uses a conventional wet sump system for lubrication The main bearings connecting rods camshaft bearings tappets and pushrods are all pressure lubricated while the piston pins cylinder walls and gears are all lubricated by spray The oil system is pressurized by an accessory drive mounted oil pump A remotely mounted oil cooler is used connected to the engine by flexible hoses 4 The 150 hp 112 kW versions of the carbureted O 320 are approved for the use of 87 AKI automotive gasoline Models with 9 0 1 compression ratio are not approved such as the H2AD model All other 160 hp 119 kW 0 320s are approved for 91 AKI Airframe approval is also necessary to use automotive gasoline in any certified aircraft 5 The factory retail price of the O 320 varies by model In 2010 the retail price of an O 320 B1A purchased outright was USD 47 076 6 Variants EditO 320 series Edit O 320 No suffix later redesignated O 320 A1A 150 hp 112 kW at 2700 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Provisions for a controllable pitch propeller and 25 degree spark advance 2 O 320 A1B 150 hp 112 kW at 2700 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Same as A1A but with straight riser in oil sump and 32 carburetor 4 O 320 A2A 150 hp 112 kW at 2700 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Same as A1A but with fixed pitch propeller 4 O 320 A2B 150 hp 112 kW at 2700 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Same as A2A but with straight riser in oil sump and 32 carburetor 4 O 320 A2C 150 hp 112 kW at 2700 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Same as A2B but with retard breaker magnetos 4 O 320 A2D 150 hp 112 kW at 2700 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Same as E3D but with conical mounts 4 O 320 A3A 150 hp 112 kW at 2700 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Same as A1A but with 7 16 prop bolts 4 O 320 A3B 150 hp 112 kW at 2700 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Same as A3A but with straight riser in oil sump and 32 carburetor 4 O 320 A3C 150 hp 112 kW at 2700 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Same as A3B but with retard breaker magnetos 4 O 320 B1A 160 hp 119 kW at 2700 rpm Minimum fuel grade 100 130 or 91 96 avgas compression ratio 8 50 1 Same as A1A but with high compression pistons 4 O 320 B1B 160 hp 119 kW at 2700 rpm Minimum fuel grade 100 130 or 91 96 avgas compression ratio 8 50 1 Same as B1A but with straight riser in oil sump and 32 carburetor 4 O 320 B2A 160 hp 119 kW at 2700 rpm Minimum fuel grade 100 130 or 91 96 avgas compression ratio 8 50 1 Same as B1A but with fixed pitch propeller provisions 4 O 320 B2B 160 hp 119 kW at 2700 rpm Minimum fuel grade 100 130 or 91 96 avgas compression ratio 8 50 1 Same as B2A but with straight riser in oil sump and 32 carburetor 4 An O 320 B2C mounted in a Robinson R22 helicopter O 320 B2C 160 hp 119 kW at 2700 rpm Minimum fuel grade 100 130 or 91 96 avgas compression ratio 8 50 1 Same as B2B but with retard breaker magnetos 4 O 320 B2D 160 hp 119 kW at 2700 rpm Minimum fuel grade 91 96 avgas compression ratio 8 50 1 Same as D1D but with conical engine mounts and no propeller governor 2 O 320 B2E 160 hp 119 kW at 2700 rpm Minimum fuel grade 91 96 avgas compression ratio 8 50 1 Same as B2B except the carburetor is in the same location as the O 320 D models 2 O 320 B3A 160 hp 119 kW at 2700 rpm Minimum fuel grade 100 130 or 91 96 avgas compression ratio 8 50 1 Same as B1A but with 7 16 inch propeller bolts 4 O 320 B3B 160 hp 119 kW at 2700 rpm Minimum fuel grade 100 130 or 91 96 avgas compression ratio 8 50 1 Same as B1A but with 7 16 inch propeller bolts a straight riser in oil sump and 32 carburetor 4 O 320 B3C 160 hp 119 kW at 2700 rpm Minimum fuel grade 100 130 or 91 96 avgas compression ratio 8 50 1 Same as B3B but with retard breaker magnetos 4 O 320 C1A 150 hp 112 kW at 2700 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Low compression version converted through field conversion of B1A 4 O 320 C1B 150 hp 112 kW at 2700 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Low compression version converted through field conversion of B1B 4 O 320 C2A 150 hp 112 kW at 2700 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Low compression version converted through field conversion of B2A 4 O 320 C2B 150 hp 112 kW at 2700 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Low compression version converted through field conversion of B2B 4 O 320 C2C 150 hp 112 kW at 2700 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Low compression version converted through field conversion of B2C 4 O 320 C3A 150 hp 112 kW at 2700 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Low compression version converted through field conversion of B3A 4 O 320 C3B 150 hp 112 kW at 2700 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Low compression version converted through field conversion of B3B 4 O 320 C3C 150 hp 112 kW at 2700 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Low compression version converted through field conversion of B3C 4 O 320 D1A 160 hp 119 kW at 2700 rpm Minimum fuel grade 100 130 or 91 96 avgas compression ratio 8 50 1 Same as B3B but with Type 1 dynafocal mounts 4 O 320 D1B 160 hp 119 kW at 2700 rpm Minimum fuel grade 100 130 or 91 96 avgas compression ratio 8 50 1 Same as D1A but with retard breaker magnetos 4 O 320 D1C 160 hp 119 kW at 2700 rpm Minimum fuel grade 100 130 or 91 96 avgas compression ratio 8 50 1 Same as D2C but with provisions for a controllable propeller 4 O 320 D1D 160 hp 119 kW at 2700 rpm Minimum fuel grade 91 96 avgas compression ratio 8 50 1 Same as the D1A but with Slick instead of Bendix magnetos and a horizontal carburetor and induction housing 2 This model was used in the Gulfstream American GA 7 Cougar twin O 320 D1F 160 hp 119 kW at 2700 rpm Minimum fuel grade 91 96 avgas compression ratio 8 50 1 Same as E1F except with high compression pistons 4 A brand new Lycoming O 320 D2A engine with baffles already mounted O 320 D2A 160 hp 119 kW at 2700 rpm Minimum fuel grade 100 130 or 91 96 avgas compression ratio 8 50 1 Same as D1A but with fixed pitch propeller provisions and 3 8 inch attaching bolts 4 Used in the Symphony SA 160 O 320 D2B 160 hp 119 kW at 2700 rpm Minimum fuel grade 100 130 or 91 96 avgas compression ratio 8 50 1 Same as D2A but retard breaker magnetos 4 O 320 D2C 160 hp 119 kW at 2700 rpm Minimum fuel grade 100 130 or 91 96 avgas compression ratio 8 50 1 Same as D2A except 1200 series magnetos 4 O 320 D2F 160 hp 119 kW at 2700 rpm Minimum fuel grade 91 96 avgas compression ratio 8 50 1 Same as E2F except with high compression pistons 2 O 320 D2G 160 hp 119 kW at 2700 rpm Minimum fuel grade 91 96 avgas compression ratio 8 50 1 Same as the D2A except with Slick instead of Bendix magnetos and 7 16 inch instead of 3 8 inch propeller flange bolts 2 O 320 D2H 160 hp 119 kW at 2700 rpm Minimum fuel grade 91 96 avgas compression ratio 8 50 1 Same as the D2G except with a O 320 B sump and intake pipes and with provisions for AC type fuel pump 2 O 320 D2J 160 hp 119 kW at 2700 rpm Minimum fuel grade 91 96 avgas compression ratio 8 50 1 Similar to the D2G but with two Slick impulse coupling magnetos and the propeller governor pad fuel pump and governor pads on the accessory housing all not machined 2 Used in the Cessna 172P O 320 D3G 160 hp 119 kW at 2700 rpm Minimum fuel grade 91 96 avgas compression ratio 8 50 1 Same as the D2G but with 3 8 inch propeller attaching bolts 2 O 320 E1A 150 hp 112 kW at 2700 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Same as A3B but with Type 1 dynafocal mounts 4 O 320 E1B 150 hp 112 kW at 2700 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Same as E1A but with retard breaker magnetos 4 O 320 E1C 150 hp 112 kW at 2700 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Same as E1B 4 O 320 E1F 150 hp 112 kW at 2700 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Same as E1C but with propeller governor drive on the left front of the crankcase 4 O 320 E1J 150 hp 112 kW at 2700 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Same as the E1F but with Slick magnetos 2 O 320 E2A 150 hp 112 kW at 2700 rpm or 140 hp 104 kW at 2450 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Same as E1A but with fixed pitch propeller 3 8 inch attaching bolts and an alternate power rating of 140 hp 104 kW 4 O 320 E2B 150 hp 112 kW at 2700 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Same as E2A but with retard breaker magnetos 4 O 320 E2C 150 hp 112 kW at 2700 rpm or 140 hp 104 kW at 2450 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Same as E2A but 1200 series mags and an alternate power rating of 140 hp 104 kW 4 O 320 E2D 150 hp 112 kW at 2700 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Similar to E2A but with Slick magnetos and O 235 front 4 Used in the Cessna 172 I to M models O 320 E2F 150 hp 112 kW at 2700 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Same as E1F but with fixed pitch prop provisions 4 O 320 E2G 150 hp 112 kW at 2700 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Same as E2D but with O 320 A sump and intake pipes 4 O 320 E2H 150 hp 112 kW at 2700 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Same as E2D but with S4LN 20 and 21 magnetos 4 O 320 E3D 150 hp 112 kW at 2700 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Same as E2D but with 3 8 inch propeller flange bolts 4 O 320 E3H 150 hp 112 kW at 2700 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Same as E3D but with S4LN 20 and 21 magnetos 2 O 320 H1AD 160 hp 119 kW at 2700 rpm Minimum fuel grade 100LL avgas compression ratio 9 00 1 Integral accessory section crankcase front mounted fuel pump external mounted oil pump and D4RN 2O21 impulse coupling dual magneto 2 O 320 H1BD 160 hp 119 kW at 2700 rpm Minimum fuel grade 100LL avgas compression ratio 9 00 1 Same as H1AD but with a D4RN 2200 retard breaker dual magneto 2 O 320 H2AD 160 hp 119 kW at 2700 rpm Minimum fuel grade 100LL avgas compression ratio 9 00 1 Same as H1AD but with provisions for a fixed pitch propeller 2 This was the troublesome engine that was installed on the 1977 to 1980 Cessna 172N Skyhawk 7 It was notable from all other Lycoming models by incorporating hydraulic lifters that were barrel shaped instead of mushroom type in an attempt to make the lifters possible to be serviced without having to disassemble the entire engine case but the higher load on the cam lobes resulted in severe spalling Multiple service bulletins and airworthiness directives have been issued regarding this specific model and multiple modifications exist to attempt to mitigate its design defects 8 9 10 O 320 H2BD 160 hp 119 kW at 2700 rpm Minimum fuel grade 100LL avgas compression ratio 9 00 1 Same as the H2AD but with a D4RN 2200 retard breaker dual magneto 2 O 320 H3AD 160 hp 119 kW at 2700 rpm Minimum fuel grade 100LL avgas compression ratio 9 00 1 Same as the H2AD but with 3 8 inch propeller flange bolts in place of instead of 7 16 inch 2 O 320 H3BD 160 hp 119 kW at 2700 rpm Minimum fuel grade 100LL avgas compression ratio 9 00 1 Same as H3AD but with a D4RN 2200 retard breaker dual magneto 2 IO 320 series Edit IO 320 A1A 150 hp 112 kW at 2700 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Base model with a Bendix RSA 5AD1 fuel injection system 3 IO 320 A2A 150 hp 112 kW at 2700 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Same as A1A but with provisions for fixed pitch propeller 3 IO 320 B1A 160 hp 119 kW at 2700 rpm Minimum fuel grade 91 96 or 100LL avgas compression ratio 8 50 1 Same as the A1A but with the fuel injector offset toward the engine s fore and aft centerline 3 IO 320 B1B 160 hp 119 kW at 2700 rpm Minimum fuel grade 91 96 or 100LL avgas compression ratio 8 50 1 Same as the A1A but with an AN fuel pump drive 3 IO 320 B1C 160 hp 119 kW at 2700 rpm Minimum fuel grade 91 96 or 100LL avgas compression ratio 8 50 1 Same as the B1A but with an adapter for mounting the fuel injector straight to the rear 3 IO 320 B1D 160 hp 119 kW at 2700 rpm Minimum fuel grade 91 96 or 100LL avgas compression ratio 8 50 1 Same as the B1C but with S 1200 series high altitude magnetos 3 IO 320 B1E 160 hp 119 kW at 2700 rpm Minimum fuel grade 91 96 or 100LL avgas compression ratio 8 50 1 Same as the D1C except with a horizontal fuel injector 3 IO 320 B2A 160 hp 119 kW at 2700 rpm Minimum fuel grade 91 96 or 100LL avgas compression ratio 8 50 1 Same as the BIA but with provision for a fixed pitch propeller 3 IO 320 C1A 160 hp 119 kW at 2700 rpm Minimum fuel grade 91 96 or 100LL avgas compression ratio 8 50 1 Same as the B1B except it has features making it suitable for adding a turbo supercharger via a Supplemental Type Certificate This engine has internal piston cooling oil nozzles 3 IO 320 C1B 160 hp 119 kW at 2700 rpm Minimum fuel grade 91 96 or 100LL avgas compression ratio 8 50 1 Same as the C1A but with a horizontal rear mounted fuel injector 3 IO 320 D1A 160 hp 119 kW at 2700 rpm Minimum fuel grade 91 96 or 100LL avgas compression ratio 8 50 1 Same as the B1D but with Type 1 dynafocal mounts S4LN 1227 and S4LN 1209 magnetos and the fuel injector mounted vertically under the oil sump 3 IO 320 D1B 160 hp 119 kW at 2700 rpm Minimum fuel grade 91 96 or 100LL avgas compression ratio 8 50 1 Same as the D1A but with the propeller governor drive on the left front of crankcase instead of on the accessory housing 3 IO 320 D1C 160 hp 119 kW at 2700 rpm Minimum fuel grade 91 96 or 100LL avgas compression ratio 8 50 1 Same as the D1B but with Slick Magnetos 3 IO 320 E1A 150 hp 112 kW at 2700 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Same as E2A but with provision for a controllable pitch propeller 3 IO 320 E1B 150 hp 112 kW at 2700 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Same as E1A but with Slick 4050 and 4051 magnetos 3 IO 320 E2A 150 hp 112 kW at 2700 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Same as A2A but with Scintilla S4LN 20 and S4LN 21 magnetos straight conical mounts and the fuel injector mounted under the oil sump 3 IO 320 E2B 150 hp 112 kW at 2700 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Same as E2A but with Slick 4050 and 4051 magnetos 3 IO 320 F1A 160 hp 119 kW at 2700 rpm Minimum fuel grade 91 96 or 100LL avgas compression ratio 8 50 1 Same as the C1A except with a Type 1 30 dynafocal mount attachment instead of Type 2 18 mount attachment 3 LIO 320 series Edit LIO 320 B1A 160 hp 119 kW at 2700 rpm Minimum fuel grade 91 96 or 100LL avgas compression ratio 8 50 1 Same as B1A except with counter clockwise engine rotation and reverse rotation of accessories It uses a modified starter ring gear crankshaft cam shaft accessory housing and oil pump body This engine is usually paired with an IO 320 B1A on a twin engined aircraft 3 LIO 320 C1A 160 hp 119 kW at 2700 rpm Minimum fuel grade 91 96 or 100LL avgas compression ratio 8 50 1 Same as C1A except with the same changes as the LIO 320 B1A It has provisions for adding a turbo supercharger This engine is usually paired with an IO 320 C1A on a twin engined aircraft 3 AIO 320 series Edit AIO 320 A1A 160 hp 119 kW at 2700 rpm Minimum fuel grade 91 96 or 100LL avgas compression ratio 8 50 1 Same as the IO 320 B1D but this model permits installation and operation of the engine in the inverted position The differences include a front mounted propeller governor two dry oil sumps dual external oil scavenge pumps an oil tank three options for the position of the fuel injector and a Type 1 dynafocal mount 3 AIO 320 A1B 160 hp 119 kW at 2700 rpm Minimum fuel grade 91 96 or 100LL avgas compression ratio 8 50 1 Same as the A1A but with one impulse coupling magneto 3 AIO 320 A2A 160 hp 119 kW at 2700 rpm Minimum fuel grade 91 96 or 100LL avgas compression ratio 8 50 1 Same as the A1A but with provision for a fixed pitch propeller 3 AIO 320 A2B 160 hp 119 kW at 2700 rpm Minimum fuel grade 91 96 or 100LL avgas compression ratio 8 50 1 Same as the A1A but has one impulse coupling magneto and a fixed pitch propeller 3 AIO 320 B1B 160 hp 119 kW at 2700 rpm Minimum fuel grade 91 96 or 100LL avgas compression ratio 8 50 1 Same as the A1B but with a front mounted fuel injector 3 AIO 320 C1B 160 hp 119 kW at 2700 rpm Minimum fuel grade 91 96 or 100LL avgas compression ratio 8 50 1 Same as the B1B but with the fuel injector vertically mounted on bottom of the oil sump in the front position 3 AEIO 320 series Edit AEIO 320 D1B 160 hp 119 kW at 2700 rpm Minimum fuel grade 91 96 or 100LL avgas compression ratio 8 50 1 Same as the IO 320 D1B but with an inverted oil system kit to allow aerobatic flight 3 AEIO 320 D2B 160 hp 119 kW at 2700 rpm Minimum fuel grade 91 96 or 100LL avgas compression ratio 8 50 1 Same as the AEIO 320 D1A but without provisions for a propeller governor 3 AEIO 320 E1A 150 hp 112 kW at 2700 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Same as the IO 320 E1A but with an inverted oil system kit to allow aerobatic flight 3 AEIO 320 E1B 150 hp 112 kW at 2700 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Same as the IO 320 E1B but with an inverted oil system kit to allow aerobatic flight 3 AEIO 320 E2A 150 hp 112 kW at 2700 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Same as the IO 320 E2A but with an inverted oil system kit to allow aerobatic flight 3 AEIO 320 E2B 150 hp 112 kW at 2700 rpm Minimum fuel grade 80 87 avgas compression ratio 7 00 1 Same as the IO 320 E2B but with an inverted oil system kit to allow aerobatic flight 3 Applications Edit The Lycoming O 320 is a common engine used by amateur builders in the Thorp T 18 Aero Eli Serviza Yo Yo 222 Aviat Husky A 1B 160 Avid Flyer Aero Commander 100 Alpha 160A American Champion Citabria Australian Aircraft Kits Hornet STOL Australian Lightwing SP 4000 Speed Aviation Industries of Iran AVA 202 Beagle Pup Series 2 and 3 Bearhawk Companion Beechcraft Musketeer Bede BD 12 Bellanca Decathlon Bushcaddy L 160 Canadian Home Rotors Safari Cessna 172 Cessna 177 Custom Flight North Star Christavia Mk IV Dakota Cub Super 18 DRDO Rustom EM 11 Orka Eaves Cougar 1 Explorer Ellipse Falconar F12A Cruiser Farrington Twinstar Fly Fan Shark Fuji FA 200 Aero Subaru Glasair GlaStar Grumman American AA 5 Gulfstream American GA 7 Cougar Hatz CB 1 Hatz Classic IRI T22B Lambert Mission 212 MBB Bo 209 Mooney M20 Murphy Elite Mustang Aeronautics Mustang II Osprey Osprey 2 Partenavia P66B Oscar 150 Pena Dahu PIK 15 PIK 19 Piper PA 20 Pacer Piper PA 18 Super Cub Piper PA 23 Aztec Piper PA 23 Apache Piper PA 28 Cherokee Piper PA 30 Twin Comanche Piper PA 40 Arapaho Preceptor STOL King PZL 110 Koliber Quikkit Glass Goose Rihn DR 107 One Design Robin DR400 Robinson R22 Rutan Long EZ Sands Fokker Dr 1 Triplane SGP M 222 Flamingo SME Aero Tiga Socata TB9 Tampico Softex Aero V 24 Symphony SA 160 Tapanee Levitation 2 Thorp T 18 Van s Aircraft RV 3 Van s Aircraft RV 4 Van s Aircraft RV 6 Van s Aircraft RV 8 Van s Aircraft RV 9 Varga Kachina Velocity V Twin Vortech Shadow Vulcanair P 68C Wassmer WA 52 Whisper X350 Generation II Wickham B Wittman TailwindSpecifications O 320 A1A EditData from TYPE CERTIFICATE DATA SHEET NO E 274 Revision 20 2 General characteristics Type Four cylinder air cooled horizontally opposed engine Bore 5 125 in 130 18 mm Stroke 3 875 in 98 43 mm Displacement 319 8 cu in 5 24 L Dry weight 244 lb 111 kg Components Valvetrain Two overhead valves per cylinder Fuel system Updraft carburetor Fuel type minimum grade of 80 87 avgas Oil system Wet sump Cooling system Air cooledPerformance Power output 150 hp 112 kW Compression ratio 7 1 Power to weight ratio 0 61 hp lb 0 99 kW kg See also EditList of aircraft enginesReferences EditNotes Edit Gunston 1989 p 98 a b c d e f g h i j k l m n o p q r s t u Federal Aviation Administration September 2005 TYPE CERTIFICATE DATA SHEET NO E 274 Revision 20 Archived from the original on 4 March 2009 Retrieved 15 January 2009 a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah Federal Aviation Administration December 2003 TYPE CERTIFICATE DATA SHEET NO 1E12 Revision 9 Retrieved 16 January 2009 a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae af ag ah ai aj ak al am an ao ap aq ar as Christy Joe Engines for Homebuilt Aircraft amp Ultralights pages 77 80 TAB Books 1983 ISBN 0 8306 2347 7 Petersen Aviation Inc Auto Fuel STC Approved Engines and Airframes autofuelstc com Retrieved 14 November 2017 Lycoming Engines January 2010 2010 Lycoming Service Engine Price List PDF Retrieved 3 October 2010 Cessna Aircraft Pilot Operating Handbook 1977 Skyhawk Cessna Model 172N page 1 3 Cessna Aircraft 1976 Lycoming Service Bulletins 424 new lifter modification 446C 435C 1406B T case modification Ney Nozzles modification O320 H2AD Cessna Owner Organization 23 February 2004 Archived from the original on 2 April 2015 McBride Paul 5 March 2015 One engine many questions General Aviation News Bibliography Edit Gunston Bill World Encyclopedia of Aero Engines Cambridge England Patrick Stephens Limited 1989 ISBN 1 85260 163 9External links Edit Wikimedia Commons has media related to Lycoming O 320 Lycoming O 320 page Retrieved from https en wikipedia org w index php title Lycoming O 320 amp oldid 1126165392, wikipedia, wiki, book, books, library,

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