Just like Continental, which has ended up in the orbit of the Teledyne Corporation, the Lycoming company is also included in another company, Textron, which also includes Cessna and Bell.

-As we saw in the Lycoming chapter (see), there are two divisions, one for piston engines in Williamsport, Pennsylvania and the other for turbine engines in Strattford, Connecticut.

-The engines built are already mentioned in the Lycoming chapter, remembering here only the O-235, O-290, O-320, O-360, O-540 and O-541 series, the O-580 as well as the O-720.

-The references mentioned are regarding the general layout of opposed cylinders and the cubic capacity in cubic inches.

-There are many variants of all of them.

-For example, if the reference has the letter “A”, it means that the engine has aerobatic capacity.

-If it has “AE” it is an Aerobatic Engine.

-The “G” stands for Geared, with a reduction gear.

-The “H” stands for Helicopter, designed for them.

-The “I” stands for Fuel Injection.

-The “L” stands for engines that rotate to the left, seen from the pilot’s seat.

-The “O” stands for horizontally-opposed cylinder engines.

-The “S” stands for supercharged engines.

-The “T” stands for turbocharged engines.

-The “V” stands for vertical mountings, generally on helicopters.

-“D”, Direct Drive, a letter used very rarely.

-We now present some of the most characteristic Lycoming engines.

-The complete list, we insist, appears in the Lycoming chapter.

-In 1929, the Lycoming factory started with its first aircraft engine, a 9-cylinder radial, the R-680, of which some 25,000 units were made.

-But the ones currently being built at the factory would be the O-235, from 100 to 118 HP.

“Lycoming O-235”

“Lycoming O-320”

“Lycoming IO-360”

“Lycoming IO-540”

“Lycoming O-540”

-As mentioned, the engines can have a carburetor, fuel injection, turbo, etc., most Lycomings can have the indicated accessories. So we now show the turbocharged version of the O-540, the TIO-540.

“TIO-540”

-The IO-541 engines are no longer in production. In their place appears a new IO-580, from 300 to 325 HP, also with turbo.

“Lycoming IO-580”

-The aerobatic engines are based on the O-320 (AEIO-320), the O-360, the O-540 and the O-580.

“Lycoming AEIO-580”

“Lycoming 8-cylinder, IO-720”

-As we have seen, up to the IO-360 are four-cylinders, the rest are six-cylinders, except for the O-720 which has eight horizontallly-opposed cylinders.

-Next to the model some letters are added for differentiating each engine depending on the aircraft for which they are intended. For example IO-360-A1B6D.

“Lycoming XH-2470”

-This is a vertical H-engine with two crankshafts. (NARA, via TorqueMeter).

-The illustration of the Lycoming XR-7755 engine that gave 5,000 HP at 2,600 rpm, does not belong here.

“Lycoming XP-7755, upright”

-It belongs to the 1940s when Lycoming had not yet entered the Textron group.

-But, as Lycoming already has this engine, with other views, it is used to insert it in this chapter to fill it out more.

-The Turbine Division continues with some models such as the T-53, the T-55 (later they would move to Honeywell, see).

“T-53”

“T-55”

-The T-53s give between 1,00 and 1,500 SHP, while the T-55s deliver between 2,500 and 3,000 SHP.

-These engines have their civil version with designations that unite the military model with two more digits, thus, the T-5311, T-5313, T-5317, etc. And the T-55 the same, T-5508, etc.

-The other important group of turboprops and turboshafts are the LTS-101 for turboshafts and the LTP-101 for turboprops.

-The letter “S” is for Shaft and the “P” is for Propeller.

-The LTS-101, depending on the series (600, 650, 700 or 750) gives between 550 SHP and 690 SHP.

“LTS-101-650”

“LTS-101-750”

-The LTP-101 turboprops can give, in the 600 series, about 620 SHP, and in the 700 series, 700 SHP.

-We see in the front part the reduction box and propeller hub.

“LTP-101-700”

-The other important engines of this Division are the ALF-502, medium turbofans of between 6,500 and 7,500 lbf of thrust, depending on the R or L version.

“ALF-502L”

-They are mainly used on the BAe-146 medium four-turbine aircraft, known in the aeronautical field as the “Quiet Jet” or “Silent Reactor”, the main quality of these engines.

From Appendix 6: The location of a Lycoming engine is considered a success in the search for aviation engines for this publication, certainly not old, since it was offered around 1986 and has gone unnoticed due to its lack of application.

-It is a 70-80 HP horizontally-opposed twin-cylinder engine known as the O-160 specification.

“Lycoming O-160”

“Lycoming IO-233 LSA”

-And the new 116 HP IO-233 LSA for light aviation.

-Towards mid-2006, Lycoming introduced new lines of engines for general aviation and LSA (Light Sport Aircraft). Some are not yet certified in 2008.

“IO-390-EXP”

-The Thunderbolts are precisely from the same range between O-235 and O-720, with turbocharger and fuel injection, including IEE or Integrated Electronic Engine. They can run on AVGAS 100LL and are ready to use the new AVGAS 91/96 UL gasoline.

-Made as “Signature” so they are also known as Thunderbolt Signature.

“Lycoming iE2 (IEE) Series”

-It offers the following models in categories such as Signature, Echelon, Extreme, Competition, etc:

-O-235 N2C.
-IO-233-LSA
-O-320-D, -A, -B
-O/IO-360-A, -M, -L.
-IO-390-EXP.
-O-540-E, etc.
-IO-540-D, -K, -L y NXT.
-IO-548-A, -B, -L.
-IO-720

“Lycoming IO-233-LSA”

-IO-233 is a derivative of O-235. NXTs can even use water injection.

-IO-390 Echelons will replace IO-360s for the Cardinal RG, for example.

-These engines are in the 200 HP range. They compensate the lower compression ratio with an increase in displacement to give the same power.

NOTE: Low-lead LL gasoline is scheduled to be replaced by unleaded UL gasoline in 2010, after a second moratorium for the industry to adapt, both in the US and in Europe.

-These two areas will be the first where it will be mandatory due to the strict environmental regulations.

-Unleaded fuel in Europe will comply with Euro Norm EN228 and ASTM D4814 in the US.