2-1 DESCRIPTION OF ENGINE MODEL CODE
DETAILED ENGINE DESCRIPTION
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1- Fuel Injected Example: The Model of Engine
Wooden Container (Section 4-8)
o - Horizontally Opposed
Cylinder Configuration
Displacement _ _ _ _ _ _ _
360 Cubic Inch Cylinder
10 360
--1
AS
rrs
(1) S
1 Specification Number
Refer To Current Specification
Listings or Parts Catalog
Form X30595A for information
Volume Displacement
2-2 BASIC DESIGN FEATURES
The 10-360 Series engines are air cooled, having six horizontally opposed, inclined overhead valve cylinders.
The cylinder displacement of 360 cubic inches is achieved with a 4.44 inch bore and a 3.88 inch stroke. The
10-360 Series engines have an 8.5 to 1 compression ratio. The 10-360 Series engines are fuel injected and
naturally aspi rated. The crankshaft is equipped with pendulum type vibration absorber that suppress torsional
vibrations.
The 10-360 engines have a doweled six bolt hole configuration propeller flange. A mounting pad is provided
for a governor which provides control for a hydraulically operated constant speed propeller.
2-3 LUBRICATION SYSTEM
The oil supply is contained in a (Figure 2-1) wet sump attached to the bottom of the crankcase. A conventional
dipstick is provided for determining the oil quantity.
When the crankshaft is turning, oil is drawn through a screen and pick up tube which extends from the sump
to a port in the crankcase. (Due to the modification to the oil sump and accessory case of some engine model-
spec. applications, oil may be picked up from two separate locations depending on engine position and flight
attitude. A baffle and flapper valve assembly located in the oil sump retains oil around the pick-up tube during
variable attHude flight operations to prevent oil starvation.) Oil then passes to the inlet of the gear-type,
engine-driven oil pump and is forced under pressure through the pump outlet. A pressure relief valve prevents
excessive oil pressure by allowing excess oil to be returned to the sump. After exiting the pump, the oil (now
under pressure) enters a fu II-flow fi Iter and is passed on to the oi I cooler. If the filter element becomes blocked,
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a bypass relief valve will open to permit unfiltered oil to flow to the engine. As the oil enters the oil cooler, it
will flow in one of two directions: (a) When the oil is cold, an oil temperature control unit will open and most
of the oil will bypass the cooler. Some oil always flows through the cooler to help prevent congealing in cold
weather. (b) As the oil warms, the oil temperature control unit actuates to close off the cooler bypass forcing
the oil flow through the cooler core. In operation, the oil temperature control unit modulates to maintain oil
temperature in the normal range of approximately 170°F.
After leaving the cooler, the oil enters the crankcase where the various channels and passageways direct it
to the bearing surfaces and other areas requiring lubrication and cooling. The propeller governor boosts
engine oil pressure for operation of the propeller. It controls oil pressure going to the propeller hub to maintain
or change propeller blade angles. This oil flows through the propeller shaft to reach the hub.
Other areas within the engine receiving oil include the valve lifters, inner domes and lower cylinder walls. Oil
within the engine drains, by gravity, back into the sump.
2-2
.10-360
ACCESSORY DRIVE
BUSHINGS
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OIL SUCTION
OIL UNDER PRESSURE
By.pASS OIL OIL PUMP
._-.-. VERNATHERN OIL
GOVERNOR OIL
--- SCAVENGE OIL
OIL PRESSURE
.......
----.
SCAVENGE PUMP DRAIN RELIEF VALVE
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• • • ••• BYPASS TO
SUMP
OIL COOLER OIL SCREEN
