WASP JR. (985) B4. BS. WASP (R-13 10) SUL, SHH2, | SHIT. S3H2. S3H-G. AND (ey supecement) SINE ENGINES OVERHAUL MANUAL PART NO. 123440 FEBRUARY 1954 REVISED MARCH 1975 Pratt & Whitney css: nazrrono. connecricur - onision OF UNITED AIRCRAFT CORPORATION Aircraft— 7 F revise Acs Nom ‘A heavy black vertical line, in the margin of revised pages, indicates the extent of the revision. ‘This line is not used if more than 50 pereent of the page is revised or if a picture is aed or Substituted. Insert latest revised pages. Destroy superseded pages, PAGE LATEST No. REVISED DATE : March 1975 IIIT December 1987 TIDIIIIID pecember 1987 DELELIDI Maren 1956 DEDEIDIITID aren 1956 DIDITD Maren 1956 March 1956 DITITD March 1936 TITITL aren 1986 TITT, February 1962 DILID Mareh 1956 DIDIID Maren 1986 LITITT october 1965 DILITD Mareh 1956 I) Mareh 1956 PEDETILIDD Maren 1936 PIDDLIIILD Maren 1936 December 1987 February 1961 i111 September 1962 DIDS. March 1956 March 1975 March 1975 + March 1975 IT Mareh 1956 Tl March 1975 eee March 19% eee Ll” February 1962 = March 1956 February 1962 + March 1956 DEDETIDID Maren 1956 March 1956 {March 1956 SESE. april 1971 October 1985 ‘March 1956 7 ‘April 1971 DELETE aren 1956 PAGE NO, LATEST REVISED DATE, September 1962 September 162 pee April 1971 fee April 1971 fet April 1971 ‘October 1965 April 1971 TLL) March 1956 1 February 1961 Te Mareh 1956 March 1956 T"gamuary 1960 2 Jamary 1960 1 Jamary 1960 December 1967 - + March 1956 Tl Maren 1986 Tl Maren 1956 ID April i971 11 october 1965 {February 1961 Il webruary 1961 e. April 1971 ‘December 1067 December 1967 February 1961, sees July 1966 fees July 1966 uly 1965 yruary 1961 t+ March 1875 July 1966 April 1971 2 Tamary 1960 2 October 1965, 1 October 1963 Revised March 1975 March 1975 | November 1972 | tLIST OF REVISED PAGES (continued). PAGE LATEST PAGE LATEST NO. REVISED DATE NO, REVISED DATE November 1972 1st ceceeteeeeceees Mareh 1975 see daly 1966 155 | TLD March 1986 October 1965, 156 | March 1956 | one 1954 ast TLD" February 1962 Ti, Sune 1954 ASA LI Doses May 1974 ‘October 1965 160111! 27 October 1965 1 damary 1960 February 1962 won 22 ‘September 1962 writs! January 1960 December 1967 162 7 Gctover 1965, December 1967 se2a 211! 7 2 October 1965 December 1967 163 21 February 1962 December 1967 wee TTL 1. March 1975 December 1967 y66 TTL December 1967 December 1967 366-1. DIDIDIIIT December 1967 December 1967 be October 1965, + October 1965 11 February 1961 October 1965, U1 Rebruary 1961 ‘December 1967 U1 February 1961 ‘December 1967 1 February 1962 December 1967 1 February 1962 December 1967 ‘Jamary 1960 + October 1965, October 1365, 2 October 1965 October 1965, fe May 1974 February 1961 ‘October 1365 ‘March 1956 : + February 1961 October 1965, Dees May 1974 May 1974 1 TOetober 1965 December 1967 December 1967 July 1966, ++ Apel 1971 May 1960 11 October 1965 May 1960 1 October 1965 April 1971 February 1961 April 1974 see May 1960 181 : TIIDIL Maren 1975 February 1962 a2 VLEET February 1962 October 1965, 182-1 Deleted DIDIIID February 1962 | October 1965 $A ETE IDL... Maren 1975 October 1965 age TTS pein 97 | March 1975 sere 21) TIDD February 1962 | | February 1961 asta saieeee May 1960 February 1965, wa IIIT, fetal 165 1 February 1961 Nee setce rt Oetabee 1965 | te. March 1956 Revised March 1975PAGE NO. 185 186 + wert 189 | 190 191: 1922. 102A) 133. ios 195 | 196. 1960, wor. 202 1 202A 208 1 204A 205. 206 2080 207. 208 1) 2080" 209... 210 210A’ | 2108 aun. 2x22) 212A. 213. 215. 26 219 1 225 21 2060. 230. 2332 yaa ll 200 11 aor it 203... TIL. Saly 1966 21" October 1985 fle. “april 1971 27" sanuary 1972 2 October 1965, LIST OF REVISED PAGES (continved)- LATEST PAGE REVISED DATE NO. March 1956 Mareh 1975 March 1956 ‘December 1967 ‘April 1971 ‘December 1967 ‘April 1971 April 1971 January 1960 February 1961 November 1972 November 1972 «May 1960 February 1962 see April 1971 ‘April 1971 September 1962 + October 1965 fee April 1971 April 1971 March 1956 Ll. May 1960 September 1962 +++, March 1956 February 1962 Suly 1966 March 1956 Jamuary 1972 December 1967 ‘October 1965 February 1962 February 1962 ses March 1956 ‘December 1367 ‘April 1971 January 1960 February 1962 + May 1974 LATEST REVISED DATE March 1975, ‘December 1967 cee eMarch 1975 222” april 1971 ‘December 1967 November 1972 November 1972 } December 1967 + October 1965 = + March 1075 * March 1975 2 April 1971 November 1972 ‘October 1965 2 October 1965 December 1967 ‘March 1975 tees May 1974 +) April 1971 fe) Aprit 1971 March 1975 March 1975 ‘November 1972 ‘October 1965 December 1967 see March 1956 {March 1956 {Maren 1956 2 Mareh 1956 2 Mareh 1956 | fet Aprit 1971 October 1965 October 1965, October 1965 ‘April 1971 October 1965 TIIIII' December 1967 ESLSLELLILT December 1967 IL, February 1962 February 1962 Febroary 1962 February 1962 Revised March 1975INTRODUCTION This overhaul manual contains the information required for the mojor overhaul of Wosp Jr. and Wesp engines manufactured by the Canadian Pratt & Whitney Company, (td, Longueuil, Province ‘of Quebec, Canada, ond the Pratt & Whitney Aircraft, Division of United Aircraft Corporation, East Hartford, Connecticut 06108, It is our object to furnish overhaul and repair activities with the most up-to-date knowledge available on the overhaul of these engines. Any specific information not contained in this manual will be gladly furnished by the Prott & Whitney Aircraft Technical Publica: tions Department, to whom overhaul inquiries should be directed. Time Between Overhauls — Where engines ore consistently cruised ot relatively low power, such as in operations involving long range aircraft, and where conservative cruising outputs can be consistently maintained, periods of 1C00 to 1600 hours (helicopter engines 500 to 800 hours) (Agricultural aircraft 6C0 to 1000 hours) between overhauls are feasible, but such extended periods between overhauls should be approached gradually, experience being the deciding factor. Extension of time between overhauls should be determined by experience with the engines of a particular model in the given type of operation, and their condition at overhaul. It is suggested that overhaul period increases be made in increments of 100 flight hours. Oi1 consumption is usually one of the best indications as to whether or not the engine requires overhaul, provided the engine is performing nor nally, and there is no indication of possible trouble or irregularities re- quiring more than normal line maintenance attention. A sudden increase of oi} consumption, or 2 gradual increase of of! consumption to double that which has previuously been average, is usually cause for overhaul. Revised March 19752 INTRODUCTION SERVICE PUBLICATIONS: It is recommended that personnel superintending engine overhaul be familiar with the follow- ing publicotions: Maintenance Manual — The Part No. 118611 Maintenance Manual contains instructions cover ing the care ond maintenance of engines betwsen overhauls. Service Bulletins — Service Bulletins ore issued from time to time as additional information and improvements become available or when changes in certain maintenance or overhaul procedures are recommended. Service Bulletins serve the purpose of supplementing both Overhaul and Main- tenance Manvals. This Overhaul Manual includes applicable information contained in those Serv- ice Bulletins which were issued prior to publication of the manual. Engine Parts Catalog — The Ports Cotalog Part No. 121519 for Wasp Jr. engines ond Part No. 86013 for Wasp engines are published by the Spare Parts Department to assist the owners and ‘operators of Wasp Jr. and Wesp engines, as well os maintenance ond overhaul stations, in secur- ing spare parts. The catalog lists all engine parts in convenient form for identification, and gives pertinent information concerning the ordering and shipment of these parts. Supplements are issued from time to time to keep the catalog up-to-date. The interchangeability of engine parts con be readily determined from this catalog. Installation Infermation — The Instollotion Department publishes installation dota to suppe- ‘ment the information presented on our engine installotion drawings. Such data ore issued as bul- letins, information letters, ond supplements to the Installation Handbook Tables of Clearances — The Tables of Clearances which are contained in this manual are com- piled to provide overhaul shops, maintenance shops, ond technical schools with the fits and clear- ‘ances for the Wasp Jr. and Wasp engines. These tables are referenced to the accompanying reduced size lubrication charts. PARTS AND SERVICE Service Department — Pratt & Whitney Aircraft maintains a Service Department to assist its cus: tomers in the operation and maintenance of Pratt & Whitney Aircraft engines. Service Department representatives maintain contact with operators and engine maintenance activities and are avoil able for the investigation of any specific difficulty or problem. Any request for assistance should be addressed directly to the Service Department, Pratt & Whitney Aircraft, Division of United Air- croft Corporation, East Hartford, Connecticu: 06108. Ordering Parts Whenever possible, refer to the Pratt & Whitney Aircraft Engine Parts Catalog when ‘ordering parts. These catalogs ore furnished to operators and are available to other inter ested parties, In case o parts list is not available, give engine model, manufacturer's engine serial number, and ¢ full description of the part and where it is used. Revised December 1967INTRODUCTION Because some parts require special or expensive equipment for assembling and cannot be fobricated except in o specially equipped shop, they are not furnished individually and must be purchased os assemblies. If on order is received for a unit of an assembly coming under this classi- fication, the complete assembly will be shipped Spare parts for carburetors, mognetos, and special radio shielding, together with such acces- sories os propellers, hubs, vacuum parts, starters, ond generators, should be ordered directly from their respective manufacturers. Returning Parts When returning parts for repair information, inspection, or credit, the following information should be given: 1. Reason for return, 4, Type of engine from which parts are token 2. Engine number. 5. Number of hours of service of the part ond 3. Port number of the engine. Parts being returned should be carefully preserved ond packaged 0 avoid corrosion and damage during shipment. Even apparently unserviceable parts should be carefully packed because any domage incurred during shipment might confuse the investigator. To eliminate needless expense, ports should not be returned before being subjected to mag- netic fluorescent inspection Parts Address Whenever ordering parts, returning parts for credit, or returning parts for repair, send to: United Aircraft of Canada, Ltd. P.O. Box 10 Longueuil, Montreal 23, Quebec Trade Name Products Certain products, which are not supplied by the engine manufacturer, are mentioned by trade nome in this Manual only to assist overhaul personnel in identifying the types of products recom mended for use in connection with engine overhaul. These product names are to be considered as representative examples only. The listing of a few of these products does not necessarily exclude the use of other products which are the equiv lents of those mentioned. The singling out of certain products by name does not constitute uncon- ditional opproval of, or @ guorantee of, these products by the engine manufacturer unless spe. cifically stated The determination of the quality and suitability of the products used at overhoul must pri- marily he the responsihility of the averhoul ectivity The sources of the trade name products ‘2 the Index rred to in this Monual are listed ot the end of Revised December 1967InTRODUCTION 1. Thrust Beating Cover 8. Corburetor 2. Infer-Cylinder Oil Drain Hose 9. Magneto 3. Inter-for Oil Drain Hose 10. High Tension Lead 4. Intoke Pine 11. Primer Tube 5. Front Seaton Oil Drain Tube 12. Sporkplag Lead 6. Rear Section Oil Drain Tube 13, Pushrod Cover 7. Carburetor Adapter Elbow Right Side View of B4 EngineINTRODUCTIONINTRODUCTIONINTRODUCTION Rear View of SIH2 and S3H2 Engine Revised March 1956INTRODUCTION 5. Oil Sump 6. Sparkplug Lead 7. Pushrod Cover 1. Engine Lifting Eye 2. Front Ignition Manifold 3, Thrust Cover Nut 4, Thrust Bearing Cover 8. High Tension Lead Left Front View of S1H2 and S3H2 Engine Revised March 1956InTROBUCTION Left Rear View of SIH2 and S3H2 Engine Revised March 1956INTRODUCTION Left Front View of S3HI-G Engine Revised March 1956n DESCRIPTION The Pratt Whitney Wasp Jr. and Wasp sees engines are single row, nine cylinder, super charged, radial, air cooled engines. The R-985-B5 and B4 of the Wosp Jr. series engines and the R-1340-S1H}, S1H2, S3H1, S3HI-G, S3H2, and by Supplement, SIH4, of the Wasp series are covered in this Manual and consideration is made for the diflerences between models. Throughout the remainder of this Manuel whenever these engines are discussed singularly, they may be referred to as the B5, the B4, the SIH1, the S1H2, the S3H1, the S3H2 or the S3H1-G engine. Whenever these engines are discussed in a series, they may be referred to as Wasp Jr. or Wasp engines. Differences Between Models — The BS engine is designed for horizontal installation in a conven- tionel type oircraft whereas the B4 engine is designed for vertical installation in a helicopter. ‘A Wosp Jr. engine is basically similar to a Wasp engine; however, 0 Wosp engine is larger ond develops more horsepower than a Wasp Jr. engine. The Wasp SIH1, S3HI, and S3H1-G engines covered in this manual are designed for hori Zontal installation in conventional type aircraft whereas the $1H2 and S3H2 engines are designed for helicopter installation. A toble listing certain bosic characteristics of the Wasp Jr. ond the Wasp engine models cov- ered in this Manual will be found on page 12. Directional References — Right and left — clockwise and counterclockwise, upper and lower, and similar directional references apply to the engine as viewed from the rear with the crankshaft in the horizontal position ond with No. 1 cylinder at the top of the engine. The normal direction of rotation of the crankshaft is clockwise. The direc- tion of rotation of each accessory drive is specified os it appears to on ‘observer facing the accessory mounting pad. Standard features of these engines are illustrated in the section views which follow on pages 13 through 19. The lubrication system, the corbu- retor, and the ignition system ore briefly explained on page 19. Through- ‘out this Monual the seven engines under consideration will be discussed 5 one engine whenever ine features of the respective engines are comparable. Revised February 1962DESCRIPTION 7 = ws | ee [aruun ww | ce | ous am we ovis 86 | com-ta6k-vn | yovoywenuoy eet ze SMS asm over ovis ee | tis tz6Kwn ots 9 66 | idooqen vot peng zHES sv — ma toe ovis $98 | cos-ta6i-wn ey vot peng Hes asvm ossy | ovis eve | tetas oot sovdoogo vet esa zHUS asym we | we] oe [acum | aa | oe [| mem oe ous x9 aLaasivn evojaenH0D vot ona sa ar dsvm oo over v9 S-BU6YN ypauen seidooten vot eng rau asym jyOuey org | wyerem | sorernquaa -210H woponory | opoy suuccg | jopow ouitug svorsuewig Ag enogy ofuy aii woyonpey ‘S39N3N34d10 THGOW SNIONA dSVM GNV “ur dS¥M Revised March 1956| Description FRONT SECTION FRONT SECTION Front Case (Wasp Jr. BS Engine) — The front cose supports in its bore a ball bearing which trans- mits port of the propeller thrust, from the crankshaft to the engine mounting brackets via the main crankcase. The crankshaft is located in the thrust bearing by meons of the thrust bearing spacer. Bosses in the front case provide support for the valve tappet guides which accommodate the valve tappets, rollers ond pins. A rocker oil mani- fold ring in the front case is part of the automatic rocker lubricating system. The BS engine incorporates tubing in the front case for operation of a ¥ 2 $F") hydro-controllable propeller and either a control valve (for the two posi- tion propeller) or plug with an oil transfer hole (for the constant speed or hydromatic propeller) Front Case (Wasp Jr. 84 Engine) — The front cose differs from the B5 engine front case in three ways. ; On the 84 engine, the propeller control valve is omitted and @ gasket ond cover are mounted fon the valve boss. The plug opposite the propeller control valve boss is replaced by @ breather tube assembly which is attached to the rear of the thrust bearing liner, This breather assembly vents the engine The 84 engine does not incorporate an oil sump, so the drain hole in the sump mounting boss is blocked with o cover ond © gasket. A drain role is provided in the rear face of the boss and two studs are installed to provide for the attachment of the front section to the oil pump ail scavenge tube. Front Case (Wasp S1H2, SIH1, S3H1, and S3H2 Engines) — The front case supports in its bore HE @ ball bearing which transmits part of the propeller thrust from the crankshaft to the engine mount- ing brackets via the main crankcase. The crankshaft is located in the thrust bearing by means of the thrust bearing spacer. The S1H1 and S3H! engine incorporates provisions for mounting and driving a propeller gov- emor. Exploded View of Front Case ond Crankease Wasp Jr. Engines Revised March 19564 CRANKGASE SECTION Description Front Case (Wasp $3H1-G Engine) — The front case differs from the other Wasp engine front cases in thet itis constructed larger in depth in order that it may house the decoupled propeller shaft and the reduction gearing. The front cose does not make provision for a propeller governor. Reduction Gearing (Wasp S3HI-G Engine) — The propeller shaft is supported ot the rear end by a steel backed lead bronze bearing located inside the front end of the crankshaft, The reduc- a tion gearing is of the spur planetory type. A reduction drive gear, with % internal feeth, is splined to the front end of the crankshaft and receives § additional support from o ball beoring in the bore of the support plote: | A reduction drive fixed gear is bolted to the inner side of the forward end of the front case, Six paaions, which are mounted in ¢ pinion cage splined to the propeller shaft, mesh with the reduction drive fixed gear and with E the drive gear. Engine speed, emanating from the crankshaft ond the reduction drive gear rotation, is reduced as it is transmitted fixed gear and the pinions to the pinion cage splined to the propeller shat, so that the propeller shaft makes but two revolutions for every three revolutions made by the crankshait through the ‘CRANKCASE SECTION Crankease — The crankcose is comprised of a front and rear section which are held together by nine crankcase bolts located between the cylinder mounting pads. SIH2 ond S3H3 engines incorporate an oil seal ring carrier and an oil seal ring on the crankcase bolt af the bottom hole location, The sections are machined together and are not interchangeable. The front and rear main beorings, located in the crankcose front and rear sections, respectively, support the crank. shaft assembly in the crankcase, A bronze bushing is pinned in the forward face of the crankcase front section to support the rear end of the cam reduction drive gear (On Wasp Jr engines, the cam rotates on a sleeve supported on the crankshaft whereas on Wosp engines the cam rotates on a bronze bushing mounted on o shelf which is integral with the crankcase front section, Exploded View of Front Case and Reduction Gearing Wasp S3HI-G Engine 2000 Revised October 19651B Description CRANKCASE SECTION (On Wasp engines, bosses in the crankcase front section provide support for the valve tappet guides which contain the valve tappets, rollers and pins. Valve Timing Gears — The com drive gear is splined to the crankshaft and is driven at crank= shoft speed, The larger gear of the cam reduction drive gear meshes with and is driven by the cam drive gear. The smaller gear of the com reduction drive gear, meshes with the internal teeth of the com and drives the com at 6 cronksheft speed and in the opposite direction from crank- shaft rotation, On SIH2 and $3H2 engines, the two cil seals and ring lands have been removed from the ff front of the cam drive gear and the six oil drain holes plugged. ‘Two four lobed tracks are machined on the outer circumference of the cam. As the cam rotates, the valve toppet guide rollers are actuated by the com lobes ond the impulse is trans- mitted through the valve tappets to the pushrods to the rockers ond finally to the exhaust and inlet valves in the respective cylinders. Crankshaft — The crankshaft is a single throw, two piece, spli-pin type supported by three bear- ings. The two main bearings are located on either side of the crank throw in the crankcase front ‘ond rear sections. A ball bearing housed in the front case supports the front end of the shaft on direct drive engines, while on the S3H1-G eng ne, 0 ball bearing mounted in the support plate suip- ports the reduction drive gear which is splined to and supports the front end of the crankshaft. The front section of the crankshaft is splined to the rear section of the shaft and is held rigid by a through bolt. The reciprocating ond rotating parts of the crankshaft ore counterbalanced by weights which ‘ore riveted to the cheeks of the crankshaft. Two flyweights in the rear counterweight ensure vibra- tionless performance at all speeds. An oil jet in the crankshaft front half rear plug and another on the top of the rear cheek furnish spray lubrication to the pistons, pistorpins and cylinder walls. Master ond Linkrods — The masterad is of one pizce construction, incorporating a pressed-in, Front and Rear Views of Crankshaft and Masterod Assembly penne” "SS Se Al es countenmetnts Gang ES UANRSHAPT REAR GEAR Revised March 19566 CYLINDERS Description steel backed, leaded silver bearing. Eight “I section linkrods, having bronze linkpin and piston- pin bushings, are connected to the masterod by linkpins and to the pistons by full-floating pistonpins. ‘CYLINDERS Cylinder Heads and Barrels — The cylinders are of steel and aluminum construction. The bar- ‘els are machined from steel forgings and have integral cooling fins. The heads are made from aluminum castings and have deep cooling fins and rocker boxes cast in- tegral, The head is threaded and shrunk onto the cylinder barrel, thus form- ing 6 semi-permanent assembly. Each cylinder has one inlet volve ond one exhaust valve. The inlst valve seats on a bronze sect ond the exhaust valve on a steel seat, both of which are shrunk into the head. The cylinder also incorporates bronze inlet and exhaust valve guides, bronze bushings for two spark plugs, and four steel bushings for supporting the two rocker shafts. Fins of extreme depth are concentrated on the top and exhaust side of the head and around the exhaust port where the greatest heat dissipation is required Shallow fins are incorporated on the inlet side, Oil drain tubes are instolled in the exhaust and inlet rocker boxes and are connected by rubser sleeve for inter-cylinder oil drainage. Inter-ear oil drain tubes are incorporated in all cylinders on S1H2 and S3H2 engines. Pressure type deflec- tors force a high velocity flow of cooling air between and over the cylinder fins. Valve Mechanism — All valve operating parts ore enclosed and are pressure lubricated. The rocker arms are housed in rockerboxes cast integral with the cylinder head and are supported on double row ball bearings. Eighteen toppets, located in the front case on Wosp Jr, engines and in the front crankcase on Wasp engines, are actu- ated by the action of the rollers on the cam labes and in turn actuate the rocker arms through tubular pushrods. The pushrods ore protected by removable oil tight covers. The valve clearance adjusting screw in the front end of each rocker arm hos a half ball for self alignment with the valve stem. Rockerbox covers enclose the rocker arms in the rockerboxes Two concentric valve springs are secured to each valve stem by an upper and lower wosher and a split cone. A snapring is installed on each valve stem to prevent the valves from dropping into, the cylinder while the split cones are being removed or installed. The iniet valves are solid whereas the exhaust volves are hollow and ore sodium filled for cooling. The sodium turns to liquid form under the heot of the exhaust, and dissipates some of the heat assimi- lated by the exhaust valve in operation. A stellite face prolongs the life of the seating surface of the exhaust valve. Pistons — The pistons ore machined from cluminum alloy forgings ond are of the flat-head, full skirt type. Each piston has five ring grooves and is fitted with wedge type compression rings in the first thtee grooves, for Wasp Jr. engines ond square type rings for Wasp engines, dual oil control rings in the fourth groove and on oil scraper ring in the bottom groove. The top compression ring is chromium plated on the face which bea's against the cylinder wall. Steel piston pins con- rect the pistons to the master and linkrods. Revised March 19567 Description SUPERCHARGER SECTION SUPERCHARGER SECTION Supercharger Case — The supercharger case is attached to the rear of the crankcase and is pro- vided with nine bolt bosses for securing the engine in the aircraft. The front end of each magneto drive geor shoft is supported by o bronze bushing set into the front end cof the case and the front end of the starter gear is supported by a ball bearing mounting in the front of the cose. (On the BS engine and Wasp engines, o breather tube assembly is lo- cated between the No. 2 and 3 intake pipe bosses on the supercharger case. The B4 engine is vented through the front case so the breather os- sembly on the supercharger cose on this engine is replaced by a recessed head plug ‘On the B4 engine, three duraluminum oil scavenge sleeves ore provided in the supercharger case to carry oil from the supercharger cose to the rear case which acts as © sump on the engine. The sleeves are a tight fit in the supercharger cose. Impeller and Gears — The impeller is splined to the rear of the impeller shoft with the flat face adjacent to the rear face of the supercharger case. The impeller is driven through the impeller spring drive coupling, a floating gear and the impeller intermediate dri gear at 10 times crankshaft speed or 12 times crankshaft speed on SIH1 ond S1H2 engines having journal bearings at the impeller shatt ‘On BS, S31, S3HI-G ond some STHI engines the impeller shaft is supported in the case by three ball bearings whereas on B4, S1H2, [}S3H2 and some SIHI engines the impeller shaft is supported by two # stee! backed bronze bushings. In addition, on 84 engines, a steel journal is splined on the impeller shat at the reor ofthe impelled shaft geor fo provide a smocth contact withthe reor impeller beor: ing, The B4 engine incorporates @ groove in the O.D. of the rear supercharger bearing cover for the installation of a neoprene oil seal. This seal replaces the gasket used on engines designed for horizontal installation. A spring loaded oil seal is inserted in the bore of the rear supercharger beoring cover on B4 engines. Oil Sump — An oil sump containing two chambers is located between cylinders No. § and 6.0n the BS and Wasp engines. On the BS engine, the sump is attached to the front and supercharger sec- tions respectively, and on Wasp engines the sump is attached to the front main case and the super- chorger section. The B4 engine does not incorporate a conventional sump, but uses the rear cose [osc sump. The SIHI and S3H2 engines incorporate a rear section scavenge oil drain tube at the governor oil transfer valve or plug location. REAR SECTION Rear Case — The rear case attaches to the rear of the supercharger case and supports the occes- sories ond accessory drives. The front face incorporates @ voned diffuser and the rear face an intake duct containing three vanes in its elbow. The case also incorporates on cil pressure chamber ‘containing on oil screen and check valve, a three section oil pump and on oil pressure relief valve. Revised March 1956REAR SECTION Description Rear of Supercharger Case and Front of Rear Case Mounting pads ore provided for the carburetor adapter, twe magnetos, @ fuel pump, starter, vacuum pump adapter, and tachometer. The 85 ‘and Wasp engines provide drives for a generator whereas the B4 engine does not hove o generator. Accessory Drives — The accessories are driven by three shafts which extend entirely through the supercharger and rear sections. Each shaft carries a spur gear at its forward end which meshes with a gear coupled to the rear of the crankshaft. The upper shaft provides a drive for the starter and for the generator on the BS and Wasp engines. Each of the two lower shafts drives o magneto through an adjustable flexible coupling, Four vertical drives are provided for by a bevel gear. keyed to each magneto drive shaft, Two vertical drive shafts for operating accessories and two tachometers are driven from the upper side of the bevel gears. The under sides of the bevel gears drive an oil pump on the right side and c fuel pump on the left. An additional drive, for 6 vacuum pump, is located at the lower left of the left magneto drive. LUBRICATION SYSTEM Oil is circulated through the engine by a three section gear pump mounted in the lower right hand side of the rear case, Oil from the tank enters the oil inlet at the bottom of the pump and is directed to the pressure (lower) section of the pump from where it is forced to the oil screen cham- ber through a cored passage in the rear cose. The oll passes through the screen assembly and the pressure of the oil opens the spring loaded check valve. When the engine is not operating, the check valve prevents oil from seeping into or out of the engine. When the oil emerges from the check valve, itis diverted into two main branches,” Description LUBRICATION SYSTEM In the first branch, the oil is directed through a passage to an annulus around the right mag- eto drive gear shaft rear bushing, Part of the oil from this annulus is corried by drilled passoges to the right accessory drive gear bushing. Here the oil enters the hollow accessory drive gear shaft cand flows upward to the starter shoft bushng, Part of the oil from this annulus flows upward through a drilled possage to lubricate the accessory ond another port enters the magneto drive gear shaft and flows forward to lubricate the front bushing Another passage carries the oil from te annulus encircling the right magneto drive gear shaft rear bushing to the oil pressu _elief velve, which regulotes the engine oil pressure. By-possed oil is returned to the inlet side of the oil pump pressure section In the second bronch, ol is directed to the left side of the rear cose where the oil flow divides. Port of the oil enters the annulus which encircles the left mogneto drive gear shaft reor bushing Drilled passages from this annulus carry oil “0 the left accessory drive gear bushing. Here the oil enters the hollow accessory drive gear shaft and flows upword to the starter shaft bushing. Other drilled passages and tubes carry the oil to the vacuum pump, tachometer and storter gears. Oil from the onnulus oround the left mogneto drive gear shoft rear bushing flows upward through 0 drilled possoge to lubricate the accessory; oil also enters the shaft and flows forword to on onnulus round the front bushing where it is directec by a drilled passoge to the front of the supercharger case, Here the oil provides lubrication for “he impeller shoft bearings. Oil for the crankcase and front sections is carried from the left side of the rear case through the rear ond supercharger cases by a tube. The supercharger case oil pressure tube bracket supports © tube assembly which transfers the oil to the crankcose and also provides spray lubrication for the ficoting gear and impeller intermediate drive gear In the Wosp Jr. engines, the oil posses from the pressure tube bracket through o series of tubes ond drilled passages in the crankcase to the com oil feed bracket on the front foce of the crankcase whereas in the Wasp engine the oil is directed to 0 tube in the top of the sump and then to the com oil feed bracket. AAt this point the oil is introduced into the crankshaft by means of the com oil feed bracket where 0 drilled passage in the crankshaft directs it to the cronkpin for lubrication of the mastered bearing, linkpins, pistonpins, and cylinder walls. The cylinder walls and pistonpins are lubricated by spray from the oil jets—one in the rear of the front crankshaft and the other ot the top of the rear cheek—ond olse from oil which passes the mosterod beoring and linkpin bushings. In the S3H1-G engine, o portion of the oil which enters the crankshaft travels forward through a hollow chamber in the propeller shaft where it is dispersed through drilled possoges for the lubri cation of the propeller shoft reduction gearing, Part of the cil at the cam oil feed brocket is routed to the cam bearing ond com reduction gear bushing to provide lubrication at these points, In the S3H1-G engine, an edditional tube from the eump connects with a tube in the nose section ond conducts oil to the nose, then ino the propelier shoft through an oil tronsfer, for the operation of @ hydro-contrellable propelle”. Oil entering this possoge is controlled by @ two position valve ot the rear of the sump, if a two position propeller is used. An oil transfer plug is installed at this location if the engine is equipped with 0 constant speed propeller. $IH2 and S3H3 engines incorporate @ rear section oil scaverge tube ot this locationLUBRICATION SYSTEM Description In the BS engine, oil from the cam oil feed bracket is piped to a two position valve in the nose section from whence it is introduced into the propeller shaft through an cil transfer for the operation of a hydro-controllable propeller. In the event thot a constant speed governor is mounted Con the rear section of the BS engine, a plug is installed in the nose section in place of the two posi- tion valve and an external cil line from the rear section is connected to this plug to furnish oil for the operation of the constant speed propeller, in which case oll from the feed bracket is not utilized. In the B4 engine, oil from the cam oil feed bracket is piped to a bushing in the front case where the propeller control valve is ordinarily located on Wasp Jr. engines. The oil flows around the bushing and is directed through a tube to the thrust bearing spacer to provide constant flow of cil to the thrust bearing. In the Wasp Jr. engines an oil manifold ring, fastened to the tappet bosses in the front sec- conducts oll to the tappet guides. In the Wasp engine, oil is distributed from the cam cil feed bracket to the toppets through @ groove around the front main crankcase to internal passages drilled in the case. Oil from the tappets feeds through the pushrods to the rocker arms, rocker ‘arm bearings, and valve clearance adjusting screws. In the BS and Wasp engines, the surplus oil in the engine proper drains into the main sump from where it is pumped bock through the scavenge pump. Oil from the rocker boxes drains through the pushrod covers to the front case, or through a system of intercylinder drains to an odditional compartment in the sump where it is retumed to the oil tank, The rear oil case droins [ through a tube into the supercharger case, then into the sump. In S1H2 and S3H2 engines the rear section oil drains through on external tube into the sump. In the B4 engine, the rear case acts as a sump. Drain oil from the rockerboxes is carried by inter-rockerbox and inter-cylinder drain tubes to the rockerbox cil scovenge tube. This tube carries the oil to the reor case. Oil from the moin crankcase drains into the rear cose through three sleeves ‘extending through the supercharger case. A tube attached to the lower side of the front case car- ries drain oil to the rear case where it enters the small scavenge section of the oil pump. The large scavenge section of the oil pump scavenges the rear cose through an external tube extend- ing from the bottom to the right side of the rear case. The scavenge section: of the pump force the cil through the oil outlet port located in the center of the carburetor mounting flange. CARBURETOR These engines are equipped with float type carburetors. The carburetor meters fuel in propor- tion to the mass air flow to the engine. The mass air flow to the engine is determined by the throttle ‘opening. After being metered by the carburetor, the fuel is discharged into the air stream to the impeller where it is thoroughly mixed with the air, vaporized, and then delivered to the cylinders through the intake pipes and inlet valves, On the B4 engine, a right angle adopter elbow is pro- vided for the carburetor mounting to bring the carburetor into its normal operating position, The BstH2 and S3H2 engines incorporate o 39 degres angle adapter elbow to bring the corburetor into its normal operating position. IGNITION T Ignition is furnished by two Scintilla SB9RN-4 magnetos locoted at the rear of the engin The right magneto fires the front sparkplug and the left magneto fires the rear sparkplug in each cylinder, thus giving two independent sources of ignition. The ignition manifold ond s ‘are of the shielded type to prevent radio interference. Revised Merch 1956TOOLS a i arate aN oe NAMES AND NUMBERS OF ea ser ct TO ACCOMPLISH THE OVERHAUL WORK cee REN NN2 TOOLS GENERAL The functional ond numerical tool tists in this Chapter index the names ond numbers of the special tools facilitating the overhaul work described in this manual. Each tool num- ber is located in the functional list by the ‘group name of the engine part, engine assem- bly, or function with which the tool is identi- fied. These group names are in alphabetical order and are numbered FUNCTIONAL TOOL LIST Group No. Tool! Name The numerical tool list is cross-referenced to the functional list by group number. Refer: fence in the text to the tools in the functional list ig made by group number. Revision ma- terial involving the addition of tool groups is indicated by the insertion of tool group num- bers with alphabetical suffixes (e.g. Tool Group 7A), thereby providing both numeri- cal and alphetical continuity to the li Too! No. 1. Accessory drive shaft bushing part no, 1171 rear case assembly and disassembly drift maximum wear gage (1.003 inches) reaming gage (1.000 + 0.0008 inch) reaming fixture reamer (1,003 inches maximum} 2. Adjust length of push rods gland nut wrench (Wasp Jr.) gland nut wrench (Wasp) PWA-1800 PWA-1451-61 PWA-1805-36 VI71-T-1 Det. 2 TAM-3575:26 PWA-4531 PWA-5630 3. Assemble crankcase front section to engine crankcase bolt nut wrench wrench adapter sump bolt holding wrench PWA.2239 PWA-2240 PWA.2768 4, Assembly of crankshaft and masterod to engine (Wasp Jr.) crankshaft lifting eye lifting hook masterod ond linkrod supports PWA-520 PWA-2388 PWA.2488 5. Assembly of crankshaft and masterod to engine (Wasp) crankshaft lifting eye (direct drive) lifting hook propeller shaft lifting eye (geared nose) mosterod and linkred supports PWA-1332 PWA.2388 PWA-662 PWA-2488 Revised December 1967TOOLS Group No. Too! Name Tool No. 6. Assembly of crankshaft rear section to front section pusher (Watp Jr.) PWA-2422 pusher (Wasp) aa n PWA-2424 pusher (large bolt) PWA.2424-102 crankshaft bolt wrench (Wosp Jr.) cvwen PWAI9V4 cronkshaft bolt wrench (Wasp) PWA3222 crankshaft bolt wrench (large bol) PWA-5192 I pump PWA3755 ‘Assembly of pistons and cylinders to the engine turning bar (Wasp Jr.) seve PWATI2 turning bor (Wasp) PWA-155 turning bar (S3H1-G) _ PWA2645 pistonring clamp (Wasp Jr.) censnnan PWA-249 pistonring clamp (Wasp) PWA-13 cylinder flange nut wrench PWA-2397 handle (use with PWA-2397) coven PWA411 cylinder flange nut wrench PWA.2006 cylinder Range nut wrench PWA.2399 handle (use with PWA-2006 and PWA-2399) PWA-2398 lecknut wrench : _ PWA-3923 locknut wrench (spinning) PWA-S003 8. Assembly of propeller shaft and reduction gear housing (Wasp S3H1-G) thrust bearing sleeve a. PWA-156 propeller shatt holding fitxure TAM-206 propeller shaft holding fixture adapter PWA-1919-1 thrust nut wrench PWA-1084 thrust nut wrench (hydraulic) PWA-5187-40A_ oil plug wrench PWA-2974 pinion cage assembly pusher PWA-464 pinion cage retaining nut wrench Es socnmmee PWA-5O2 Revised February 196124 TOOLS Group No. Tool Name 9%. 10. 12, 13. 14, 15. 16. Assembly of reduction gear housing to crankcase propaller shot liting eye lifting hook . Assembly of rear to supercharger case pressure oil tube drift magneto drive bushing spacer puller storter drive bushing spacer puller . Breather (Wasp Jr. BS and Wasp) body wrench plug wrench Breather assembly body connection wrench .......00ee.0ceeee breather hole plug wrench . . Cam drive gear (Wasp Jr.) ullatdy eee ire eeeoesie ene eee eee chit ond base... err Cam drive gear (Wasp) pliers. Cam reduction drive gear (Wasp Jr.) GOOF NUE WENCH eee cee ee eee seeeeeeeeee ees gear holder . Cam reduction gear bushing (Wasp Jt.) cssembly and disossembly puller and pusher ...........- no-go gage (1.0015 inch) : ‘ Ee rooming gage |,9995 inch go, 1.0005 inch no-go)... 22.4 reaming fixture fee focer ee eae eee ee eae Too! No. PWA-1332, PWA-2388 PWA-4661 PWA-4660 PWA-4659, PWA.3482 PWA.2373 PWA-3482 PWA.2373 PWA-2298 PWA.3215 PWA.2188 TAM255, PWA.248, PWA-220 PWA-1605-96 PWA-1805-36 PWA-1621-T-17 TAM-3575-45 PWAS2 Revised September 1962Group No. 7. 1. 21. TOOLS Too! Name Cam reduction gear front and rear bushing (Wasp) disossombly puller z aligning bar cossembly drift moximum wear gage reaming gage reomer cs reaming fixture (S3HV-G) Crankease front section (Wasp Jr.) com reduction gear nut wrench ge0r holder oe bushing acer conan z Crankcase rear section bolt puller Crankpin lapping crankpin lap (Wasp Jr.) nn crankpin lop (Wosp) = Hop WOIBOF nnennnsnrnenmncennene Crankshaft lifting eye (Wosp Jr.) son. lifting eye (Wasp direct drive) lifting eye (S3H1-G) a hook sees Crankshaft front section holding fixture eae adopter (Wasp Jr.) ee udapter (Wasp-direct drive) odapter (S3HI-G) crankshaft front plug wrench (Wasp Jr. crankshaft front plug wrench (Wasp) .... Revised March 1956 Tool No. PWA-1773 PWA-959 PWA-1666 PWA-1451-113, PWA-1805-6 TAM3574-57 PWA6IS TAM-255 PWA-248 PWA-62, PWA-1285 PWA981-1 PWA-981-3 PWA.980 PWA-520 PWA-1332 PWA-662 PWA.2388 TAM-206 PWA-1919.2 PWA-1919-1 PWA-1919-3 PWA-1647 PWAT6 TOOLS Group No. Tool Name 23. 24, Crankshaft front and rear sections crankshaft bolt wrench (Wasp Jr.) crankshaft bolt wrench (Wasp) crankshaft bolt wrench (Wasp-new larger bolt) bolt puller (Wasp Jr.) bolt puller (Wosp-small bolt) bolt puller (Wasp-large bolt) pump assembly Cylinders and pistons turning bar (Wosp Jr.) turning bar (Wasp) turning bor (S3H1-G) flange nut wrench (9/16 inch). flange nut wrench (9/16 inch). flange nut wrench (9/16 inch). flange nut wrench (9/16 inch)...... wrench handle (PWA-2006 wrench) wrench handle (PWA-2397 wrench) wrench handle (PWA-2399 wrench) torque wrench adapter torque wrench (0-600 pound-inches) pistonpin pusher goge Cylinder barrels inspection bore gage (Wasp) bore gage (Wesp Jr.) bore indicator cylinder barrel flange gage (Wesp) cylinder barrel flange gage (Wasp J.) 254. Cylinder attaching nuts 26. gage Cylinder flange repair lap (Wasp Jr.) lap (Wasp) flange checking plate (Wosp Jr) flange checking plate (Wasp) top 26A. Cylinder flange surface treatment fixture Tool No. PWA-1914 PWA-3222 PWA-5192, PWA.2423-100 PWA-2425-100 PWA.2425-102 PWA-3755 PWA-112 PWA-155 PWA-2645, ~ PWA-2006 PWA-2397 PHA=2399 PWA-1393 PWA2398, PWA-2411 PWA-2398, PWA-2240 PWA-2239 PWA.4251-10 PWA-5854 1313-75 3472.7-3 PWA.312-11 PWA.2630-22 PWA-2630-20 PWA.5854 PWA.2898, PWA.2199° PWA.2630-20 PWA-2630-22 PWA-5822 PWA.5808 Revised March 1975TOOLS Group No. Tool Name 27. Cylinder temperatures drill rift 27A. Exhaust port liner replacement (Wasp) ‘exhaust port liner puller exhaust por liner assembly drift 28. Exhaust valves (Inspection) stretch gage (Wasp) stretch goge (Wasp Jr.) 29, Exhaust valve guides and bosses fixture (Wasp Jr.) ‘fixture (Wasp) 30. Exhaust valve guide replacement Wasp Jr.) guide puller guide hole reamer (manval) guide reamer (manual) guide reaming gage guide maximum wear gage power reaming fixture guide hole reamer +3 guide hole reamer +5 guide hole reamer +10 guide hole reamer +20 guide hole reamer +30 guide reamer exhaust (.558).. Wasp (R—1340) guide puller guide hole reamer {menual) guide reamer (manual) (.6238) guide reaming gage (.6225 Go-.624 No Go) guide maximum wear gage (.628), Revised March 1975 Too! No. PWA-3064 PWA-2747 PWA-4138-30 PWA.2141 PWA-450 PWA-737 PWA-3149-24 PWA-3149-23 PWA-4002-101 PWA-302 PWA-2766-8 PWA-4189-12 PWA-4327, PWA-4700-505 PWA-4699-6 PWA-4699-7 PWA-4699-8, PWA-4699-9. PWA-4699-43 PWA-4701-1 PWA-4002-104 PWA-303 PWA-2766-10 PWA-4189-10 PWA-804Group a TOOLS No. Too! Name Power reaming fixture guide reamer (power) exhaust (.6217) guide hole reomer +3 guide hole reomer -+5 guide hole reamer +10 guide hole reamer +15 guide hole reamer +20 guide hole reamer +30 Exhaust valve sect replacement seat remover (Wasp Jr.) seat remover (Wasp) assembly drift (Wasp Jr.) cossembly drift (Wosp) Floating gear (Wasp J.) floating geor retaining nut wrench holder Floating gear (Wasp) retaining nut wrench Flyweights disassembly pusher cossembly puller bolt wrench expander plug torque wrench bolt torque wrench Deleted Front Case (Wasp Jr.) wrench wrench (hydraulic) puller Too! No. PWA-4700-500 PWA-4701-2 PWA-4699-10 PWA-4699-11 PWA-4699-13, PWA-4699-14 PWA-4699-15, PWA-4699-16 PWA-4000-30 PWA-4000-31 PWA-2782-10 PWA-2782-11 PWA-345 PWA-338 PWA345 PWA-1068 PWA-1067 TAM1773 PWA-2239 PWA-2238, PWA-1093, PWA-5187-30 PWA67 Revised March 19752» TOOLS Group No. Too! Name 36. Front case (Wasp direct drive engines) wrench wrench (hydraulic) puller ‘37. Front case (S3H1-6) lifting eye See lifting hook is ee thrust bearing nut wrench thrust bearing nut wrench (hydraulic) : 38. Front main bearing inner race sleeve (Wasp Jr.) inner race sleeve (Wasp) retainer nut wrench (S3H1-G) 39. Front main bearing inner race puller é puller (S3H1-G) retaining nut wrench (S3H1-G) ossembly sleeve .... ei ecteieteaeal 40. Fuel pump drive oil seal assembly drift backlash arbor 41. Fuel pump drive gears drive gear bracket puller (Wasp Jr) oil seal puller 42. Generator drive gear assembly inner bearing ossembly ond disassembly fixture inner bearing disassembly drift solior Spunner nut wrench inner and outer bearing drift Too! No. PWA-1092 PWA-5187-40 PWA-657 PWA-1332 PWA.2388, PWA-1084 PWA-5187-40A, PWA-79 PWA622 PWA-648 PWA-470 PWA-S05 PWA-648 PWA622 PWA-2285 PWA-2127 PWA-2374 PWA-3762 PWA-4638 PWA.4630 PWA-4640, PWA-174 PWA-4636| 20 | TOOLS Group No. Too! Name Too! No. holding fixture PWA-4635 inner bearing assembly drift... PWA-4637 backlash arbor Sa a PWA.2003 43. Governor drive gear pliers : PWA-2188 governor drive gear holder seve PWA-2403 snop ring drift E = PWA.2126 44, Horizontal test alterations (84) wrench eee PWA-2373, wrench ~ sass PWA-3482 45. Hose clamp compressor PWA3372 46. Hydro-propeller control valve assembly (Wasp Jr. —B5 and t ‘S3H1-G) valve nut wrench PWA-2754 47. Ignition leads sparkplug holder 7/8” hex: PWA-4632 48. Ignition manifold 1 coupling wrench ~ PWA.5770 strop wrench : PWA-1886 49. Impeller intermediate drive gear rear bearing outer liner disassembly drift PWA-1944 assembly drift : PWA-1969 50. Impeller shaft (Wasp Jr.) journal sleeve (assembly) : PWA-3195 oil seal drift . peo PWA-3029 seal holder PWA-3006 impeller pusher Ct ereeea PWA-1882 impeller puller -ssssnen _ PWASSI impeller locknut wrench eee PWA-1269 shaft holder cee PWA-338 Revised March 1956n TOOLS Group No. Tool Name 51. 52. 53. 54. 57. small bearing cutter... bearing holder locknut pin drift disassembly sleeve Impeller shaft (ball bearing) shaft retaining nut wrench impeller pusher floating gear holder nut wrench locknut pin drift Impeller shaft (plain journal type) impeller shoft nut front bearing support wrench puller ring carrier puller Impeller shaft bearing cage replacement (Wasp — balll bean type) disossembly drift asseinbly drift Impeller shaft bearing cage replacement (Wasp Jr. B5) retaining screw driver assembly drift cossembly guide Impeller shaft oil seal (Wasp Jr. — B4) testing cover Impeller spring drive bolt wrench Impeller spring holding fixture e coupling holding adapter (Wasp) Too! No. PWA-3164 PWA-3012 PWA-1558 PWA-3196 PWA345 PWA-1882 PWA.609 PWA-1269 PWA-1558 PWA-1269) PWA-4726 PWA-4722 PWA-4721 PWA-1976 PWA-1975 PWA-3008 PWA-64 PWA-620 PWA-4645 PWA-1195 TAM-205 PWA-1919-132 TOOLS Group No. Tool Name 58. 59. holding adapter (Wasp Jr.) hoiding adapter (S3H1-G) spring drive plaie puller (Wasp Jr.) spring drive puller (Wasp) spring compressor (Wasp Jr.) spring compressor (Wasp) Inlet and exhaust vaives cylinder stand clearance feeler gage (bent end) Inlet valve guide replacement guide puller (Wasp Js.) guide pulier (Wasp) guide hole reamer ~ (manual) guide reamer (manual) guide assembly drift reaming fixture ‘power! guide reamer guide hole reamer +3 guide hole reamer +-5 guide hole reamer +10 guide hole reamer +15 guide hole reamer -+-20 reaming gage maximum wear gage Inlet or exhaust valve seat facing refacing arbor holder seat facer (Wasp Jr.) seat facer (Wasp) Too! No. PWA-1919-2 PWA-1919-3 PWA-448 PWA.674 PWA.2792 PWA-2793 TAM3146 PWA-4675 PWA.4002-100 PWA-4002-102 PWA-301 PWA-2869 PWA9S PWA-4700-505 PWA-4701-6 PWA-4699-1 PWA.4699-2 PWA-4699-3, PWA-4699-4 PWA-4699-5 PWA-4189-15 PWA3IT PWAG PWA 226-23, PWA.251-24 Revised March 1975,TOOLS Group No. Tool Name on 62, Inlet valve seat replacement seot remover (Wosp JF.) ovvnnnnnnannnnn enn seat remover (Wasp)... = =a seot assembly holder (Wasp Ji.) nnsenneenne seot assembly holder (Wasp) — Installing front section on crankcase section (Wasp) lifting eye i i lifting hook é thrust braring nut wrench... turning bar... Installation and timing of magnetos So Ta a ptectae tee atueueettetecstereee piston position indicator ..eer-ennnnmn Installation in test stand lifting sling ‘engine stand _ ne nn mounting plate Installation of engine in engine stand lifting eye (WOSP Jt) aoocceenc lifting eye (Wasp) : Soot lifting eye (S3HI-G) — é : lifting hook i itaaaaae mounting stand a ‘mounting plate = eaeee Installation of new supercharger case on an old rear cose magneto drive shaft bushing aligning bar magneto drive shaft bushing reaming dapter maximum wear gage : bushing assembly drift ‘ bushing disossembly drift Tool No. PWA-4107-30 PWA-4107-31 PWA-4597-50 PWA-4597-51 PWA-1332 PWA-2388 PWA-1092 PWA-1S5 PWA.2417 PWA-4142 PWA-37 TAM1161 1C.51259 PWA-520 PWA-1332 PWA-662 PWA-2388 TAM-1161 1C-51259 PWA-1981 PWA-820 PWA-1451-31 PWA-1746 PWA-1747TOOLS Group No. Tool Name Too! No. bushing disassembly drift PWA-1748, magneto shaft bushing hole reomer TAM-3575:7 oil pressure tube hole reomer TAM.3574.51 starter shaft bushing hole reomer TAM 3575-6 starter shaft bushing reaming edapter PWABIS storter shaft bushing reaming odapter PWABIO starter shaft bushing reoming adapter PWASI7 starter shaft bushing hele reaming adapter PWABI reaming fixture PWA.2302 large oil scavenge sleeve hole reamer PWA2303 lorge oil scavenge sleeve hole reamer PWA.3303-410 ‘large oil scavenge slaeve hole reomer PWA.3303-+-20 large oil scavenge sleeve hole reamer PWA-3303+-30 lorge oil scavenge sleeve hole relieving reamer PWA.3304 relieving reamer PWA-3304 +10 relieving reamer PWA-3304-+20 relieving reamer PWA-3304430 small oil scavenge sleeve hole reamer PWA-3373 small oil scavenge sleeve hole reamer PWA-33734-10 small oil scavenge sleeve hole reamer PWA-3373+20 small oil scavenge sleeve hole reamer PWA-3373+30 small oil scavenge sleeve hole reaming fixture PWA-3374 storter shaft bushing assembly drift PWA-762 magneto shaft bushing reamer TAM3575.5 magneto shaft bushing reaming gage PWA-1805-6 magneto shaft bushing clearance gage 1320-120 starter shaft bushing reamer TAM3575:8 storter shaft bushing reaming gage PWA-1805-9 starter shaft bushing focer PWA-538 starter shoft bushing flush pin gage TAM1113 magneto drive shaft bushing facer PWA-5S oil pressure tube assembly drift PWA-7613s TOOLS Group No. Tool Name Too! No. 67. Intake pipes nut wrench (Wosp Jr.) PWA-237 nut wrench (Wasp) ... +-PWA 5072, PWA-1399 Optional puller PWA-3145 port protector (Wosp Jr.) PWA.3800 port protector (Wasp) PWA-S008 68. Limits (torque wrenches) edopter PWA-2240 600 pounds-inches PWA-2239 1200 pounds-inches PWA-S567 2400 pounds-inches PWA-2238 3600 pounds-inches PWA-5266 69. Linkpins pressing fixture PWA-296, setting adapter (Wasp) PWA-810-1 pressing spacer PWA-2252 linkpin disassembly drift (Wasp Jr.) PWA-4497-10 linkpin disassembly drift (Wasp) PWA-4497-11 support wedge PWA-992 70. Linkpin bushing replacement bushing disassembly drift (Wasp Jr.) PWA-1493. ‘assembly drift (Wasp Jr) PWA.2551-4. reaming gage (Wasp Jr.) PWA-1805-110 bushing disassembly drift (Wasp) PWA-2402 cossembly drift (Wasp) PWA.2551-3 reaming gage (Wasp} PWA-1805-36 71. Linkrods (Inspection) cligning fixture PWA.1781-61A 72. Masterod (Inspection) aligning fixture PWA-1781-61A, Revised March 1976TOOLS Group No. Teol Name 73. 74. 75. 76, 77. 78. Mesterod and linkrods Wasp Jr. Engines linkpin assembly ond disassembly fixture linkpin assembly fixture wedge linkpin deift Wasp Engines masterod holding fixture linkpin press spacer setting adopter setting block wedge Masterod bearing replacement bearing disassembly drift (Wasp Jr.) bearing disassembly drift (Wasp) bearing assembly arbor (Wasp Jr. bearing assembly arbor (Wosp) Magneto coupling drive gears spring drift oil seal assembly drift and base drive coupling screw wrench coupling gear puller oll seal puller Magneto drive gears and shaft and accessory intermediate drive gears bushing facer ‘Magneto drive shaft bushing disassembly drift (short bushing) disassembly drift (long bushing} Teo! Ne. PWA-296 PWA-2557 PWA992 PWA.2674 PWA-296 PwA-2252 PWA-810-1 PWA7IS PWA992 PWA-5353-100 PWA-5353-101 TAM315 TAM.267 PWA-4478, PWA-4153, PWA-789 PWA-621 PWA-3762. PWA-789- PWA.55 PWA-1748, PWA-17477 TOOLS Group No. Tool Name Too! No. cossembly drift PWA-1746 aligning bor a PWA-1981 facer ze : i PWA-SS moximum wear gage cevwe PWA-1451-31 clearance gage 1320-T-120 reaming gage PWA-1805-6 reoming adopter PWA-820 hole reamer f : TAM 3575.7 bushing hole reamer -15 TAM.3575.35 bushing hole reomer +10 TAM-3575.36 bushing hole reamer +15 TAM-3575.37 bushing hole reamer +20 TAM-3575:38 bushing hole reamer +25 : TAM3575-39 bushing hole reamer 430 : : TAM.3575-40 79. Oil drain plugs and oil screens oil screen cover nut wrench PWA228 sump drain plug wrench PWA-1787 80. Oil plugs crankshaft reor plug wrench (Wasp Jr. sone PWA-1647 crankshoft front oil plug (Wasp Jr.) PWA.2366 crankshaft rear plug wrench (Wasp) PWA7 81. Oil pump (disassembly) pump puller PWA-1327 gear puller PWA-2569 82. Oil pump (repair) facing tool PWA-55 82A. Oil pump shaftgear oversize keyways shoftgear keyway cutter PWA-S5S6 cutter holding arbor - PWA-5557 828. Oil pump gear oversize keyways broach PWA-5554-10 broach PWA-5S54.11 broach PWA-5554-12 broaching bushing PWA-5855-10 broaching bushing PWA-5S55-11 83. Oil pressure relief valve seat wrench PWA-671 Revised February 1961TOOLS Group No. Too! Name Teo! No. 84, Oil scavenge sleeves (Wasp B4) small cil scavenge sleeve hole reaming fixture sence PWA-3374 reomer : : PWA-3373 reomer +10 PWA-3373+410 reamer +20 PWA-3373-+.20 reamer +130 PWA-33734.30 small oil scavenge sleeve drift : PWA.3378 large oil scavenge sleeve drift PWA-3379 large oil scavenge sleeve tockpin drill jig PWA.3375 oil drain hole reaming fixture PWA.3302 oil drain hole reamer PWA-3303 oil drain hole reamer + 10> PWA-3303+4.10 il drain hole reamer +-20 PWA-3303 +20 oil drain hole reamer +30 PWA.33034 30 large oil scavenge sleeve hole reamer PWA.3304 relieving hole +19 PWA-3304410 relieving hole +20 PWA-3304-4.20 relieving hole +30 PWA-33064.30 large oil drain tube projection gage... PWA.3376 85. Oil seal ring carrier and thrust bearing (S3H1-G) ring carrier puller PWA-3131 ‘thrust beoring puller PWA.1879 shoft plug nut wrench PWA-1983, 86. Oil screen and check valve cover wrench PWA-228 87. Oil sump strainer driver (Wasp Jr. BS) PWA1572 Pistonring groove reworking fixture (Wasp Jr.) PWA-4272-30, fixture (Wasp) PWA-4272.31 Revised March 1956Group No. Too! Nome regrooving cutter 8° ........ ring inspection gage (Wasp Jr.) ting inspection gage (Wasp) . 89. Pistonpin bushing replacement cossembly and disassembly drift . 1 ‘assembly drift ond bose (Wasp Je) split bushing assembly arbor... bushing reaming gage bushing maximum wear gage 90. Deleted 91. Plain impeller shaft bearings (Wasp Jr. B4) retaining screw driver liner dit small bearing drill jig. large bearing dri jig small bearing disassembly drift small beoring assembly drift Jorge bearing assembly and disassembly dritt finer holding fixture bearing reaming fixture small beoring reamer large bearing reamer small bearing reaming goge large bearing reaming goge small bearing maximum wear gage large bearing maximum wear goge bearing aligning gage . bearing facing holder facing cutter... 00... -seeee Revised February 1962 Tool No. PWA-4783 PWA.3201-1 PWA.3201-3 PWA-1641 PWA.4548 PWAI777 PWA-1805-1 PWA1451-13 PWA-3008, PWA-3007 PWA-3191 PWA.3190 PWA3189 PWA-3188, PWA.3187 PWA-3186, PWA.3009 TAM.3574.79 TAM-3574-82 PWA-1805-51 PWA-1805-52 PWA-1451-73 PWA-1451-112. PWA-30)1 PWA3012 PWA316440 TOOLS Group No. Tool Name Tool No. 92. Plain impeller shaft bearings and sleeve (Wasp) front support bearing disassembly drift : PWA-1695 front support bearing assembly drift é PWA-1694 front support bearing assembly drift (SIH2, S3H2) PWA.5619 reoming fixture PWA-4719 front support bearing assembly wrench PWA-4726 front support bearing reamer TAM-3574.106 front support bearing reaming gage PWA-1805-113 cage bearing assembly and disassembly drift PWA3187 cage becring reaming fixture PWA-4724 cage bearing reamer TAM3574.62 cage bearing reaming gage PWA-1805-51 cage ossembly drift PWA-1975 sleeve puller PWA.4722 sleeve and base ~ assembly PWA.4721 93, Propeller and thrust bearing oil feed tube, bushing and [i (Wasp B4) bushing puller PWA-4655 bushing liner disassembly drift PWA-1667 bushing liner assembly drift PWA-1193 oil feed tube hole drill jig PWA.4293 bushing assembly drift PWA-4654 94, Propeller governor drive bushing cossembly puller PWA-1190 disossembly drift 7 PWA-1191 reoming odapter PWA-1039 reamer TAM.3574.59 maximum weer gage PWA-1451-104 reoming gage PWA-1805.12 95. Propeller oil feed tube and plugs (Wasp Jr. disassembly) front plug nut wrench B PWA-2713 puller PWA-3062 Revised March 1956a TOOLS Group Ne. Too! Nome drift il plug WENCH men annrnnenennn vee 96. Propeller oil feed tube and plugs (Wasp Jr. assembly) 97. 100, 101. inner plug assembly drift... Braces tube assembly drift front plug nut wrench (BS) ... aie oil plug wrench (B4) Propeller oil feed tube and plugs (Wasp disassembly) front locknut wrench rear locknut wrench puller aH anit Propeller oil feed tube and plugs (Wasp assembly) rear plug ossembly pusher crankshaft standpipe drift tube retaining nut wrench tube plug locknut wrench Pushrods valve spring depressor Pushrods and covers turning bar (Wasp Jr.) turning bar (Wasp) cover nut wrench valve depressor puller rit Pushrod cover nut connector disassembly driver ‘assembly driver Toe! Ne. PWA-3060 PWA-2366. PWA-3061 PWA-3062 PWA-2713 PWA-2366 PWA-2713 PWA-4239-11 PWA.3062 PWA-4512-11 PWA-4510-11 PWA-4512-11 PWA-4239-11 PWA-2713 PWA-455 PWA-112 PWA-155 PWA-5630 PWA-455 PWA-4877 PWA-2152-1 PWA849) PWA-4912 TOOLS Group No. Too! Name 102, 103. 104, 105. 106. 107. 108, Rear main bearing inner race pusher (Wasp Jr.) EB inner race pusher (Wasp) - bearing puller (Wasp Jr.) : bearing puller (Wasp) : Rear supercharger bearing cover (B4) cover disassembly puller isassembly drift oil seal holder liner discssembly puller Rear supercharger bearing cover (Wasp and B5) rear bearing and liner puller (85) rear bearing and liner puller (Wasp) Reduction drive gear spanner nut wrench spanner nut pilot drive gear puller Reduction drive gear (S3H1-G) gear pusher gear retaining nut wrench _wrench pilot Reduction drive pinion bushing replacement (S3H1-G) assembly and disossembly drift boring fixture bushing adapter reaming gage bushing moximum wear gage Reduction drive pinion cage propeller shaft holding fixture holding adopter Tool No. PWA-268 PWA-619. PWA-1742 PWA-1275 PWA-3366 PWA.2873 PWA-3006 PWA-346 PWA346 PWA-627 PWA-487 PWA-1986 PWA.442 PWA-463 PWA-487 PWA-1986 PWA-1522 PWA.1892 PWA-1962-5 PWA-1805.34 PWA-1451-30 TAM-206 PWA-1919-143 TOOLS Group No. Tool Name Tool No. locknut wrench o- PWA-S02, pinion cage puller Be PWA-472 109. Reduction gear pinion (Inspection) maximum wear gage PWA-1451-30 110. Removal of Impeller floating geor holder (Wasp Jr.) PWA.338 floating gear holder (Wesp) PWA-609 impeller nut wrench PWA-1269 impeller disossembly puller PWA-S1 111. Rocker arm, rocker arm bearings and adjusting screws rocker bearing drift and bose PWA-614 rocker shaft nut wrench PWA-2399 112. Rocker ball socket replacement disassembly pusher PWA-1352 cossembly fixture PWA-2450 113. Rocker shaft bearings drift and base PWA-614 114, Rocker shaft bushing replacement small bushing disassembly drift PWA-1776 large bushing disassembly drift PWA-1466 small bushing assembly drift PWA-757 Jorge bushing ossembly drift PWA-758 step-rocker shaft bushing reamer (late type) PWA-1682 large bushing maximum wear gage PWA-1451-34 small bushing maximum wear gage PWA-1451-110 large bushing reaming goce PWA-1805-4 small bushing reaming goge PWA.1805-3 Revised March 1956TOOLS Group No. Tool Name M5. 16. 7. ne. Sparkplugs sparkplug wrench sparkplug holder sporkplug bushing plug lead nut wrench Sparkplug bushing re bushing remover hole top. EB bushing ossembly driver disassembly counterbore bushing top Starter jaw and gear starter shaft bearing puller Storter shaft bushing disassembly drift = cossembly drift hole reaming adapter : bushing reoming adopter bushing reaming adopter bushing hole reomer bushing reamer bushing hole reamer $5 woes bushing hole reamer +10 i bushing hole reomer +15 : bushing hole reomer +20 bushing hole reomer +25 bushing hole reamer +30 bushing flush pin gage maximum wear goge reaming gage Too! No. PWA.3168 PWA-4632 PWA.3252 PWA-1683 PWA-4005 PWA-334 3510-116 PWA-1799 PWA-1526, PWA-2044 PWA.1749 PWA-762 PWA819 PWABI5 PWABI6 TAM-3575-6 TAM-3575-8 TAM-3575-2¢ TAM-3575-30 TAM3575.31 TAM3575.32 TAM3575.33 TAM-3575-34 TAM1113 PWA-1451-111 PWA-1805-9 Revised March 1956TOOLS Group No. Too! Name Tool No. 119. Supercharger case ‘engine stand 7 TAM-1161 mounting plate E TC-51259 119A. Supercharger rear bearing cover reor bearing ond liner puller PWA-627 120. Supercharger spring drive bolt bolt wrench PWA-1I95 121. Swivel breather (Wasp Jr. BS) support wrench PWA.2318 122. Tachometer drives (disassembly) oil seal puller PWA-1836 123. Tachometer drives (assembly) oil seal assembly drift PWa-1462 124. Tachometer drive inner coupling bushing disassembly drift PWA-3633 ossembly drift PWA.2884 deill jig PWA.2883 reaming fixture PWA-2881 reamer TAM.3574.51 reaming gage PWA-1805-16 maximum weer gage PWA-1451-41 125. Tappet rollers and pins protector PWA-4885 126. Thrust bearing (Wasp Jr.) lifting eye -520 lifting hook 4 2388 bearing ossembly sleeve PWAL?S 127. Deleted Revised March 1956Group No. 128, 129. 130. 131. 132. 132A. 133. % TOOLS Tool Name Thrust bearing nut wrench {Wasp Jr.) wrench (Wasp direct drive engines) wrench (Wasp 3.2 reduction gearing) wrench (Wasp Jr.) hydraulic wrench (Wasp direct drive) hydraulic wrench (Wasp 3.2 reduction gearing) hydraulic crankshaft turning bor (Wosp Jr.) crankshof turning ber {Wasp} crankshaft turning bor {S3HI-G' Vacuum pump drive gear oil seal assembly drift backlash arbor oil sea! puller housing pusher Vacuum pump drive gear bushing replacement disossembly drift assembly drift reoming fixture reaming gage maximum wear gage Valves and valve springs cylinder stand sparkplug hole plug Valve clearance adjustment (Optional method) clearance gage Valve clearance adjustment (Positive method) valve depressor indicator clearance gage driver Valve guides (Inspection) exhaust valve guide gage inlet valve guide gage Too! No. PWA-1093, PWA-1092 PWA1084 PWA-5187-30 PWA.5187-40 PWA.5187-40A, PWA-112. PWA-155 PWA-2645, PWA14)5 PWA-1443, PWA-3762 PWA-1998, PWA-1460 PWA-1648, PWA-2284 TAM3874-7 PWA-1805-12 PWA-1451-104 TAM3146 PWA-3252 PWA-4675 PWA.455 PWA-2537 PWA.4675 PWA-4152 PwA-4327 PWA-311 Revised April 1971a7 TOOLS Group No. Tool Name 134, 135. 136. 137, 138. Valve lapping inlet valve holder exhaust valve holder Valve tappet ball socket replacement (Wasp Jr.) disossembly pusher hydraulic pump ossembly ball socket assembly holder Valve tappet guide inspection (Wasp Jr.) aligning goge maximum wear gage — (0.814 inch) Valve tappet guide replacement (Wasp Jr.) disossembly drift guide aligning bar positioning goge assembly drift reaming clomp reomer reaming gage — (0.8119 inch Go and 0.8125 inch No-Go) Valve tappet guide replacement (Wasp) disossembly puller aligning bar positioning templote assembly drift reaming clamp bottoming reamer finish reamer maximum wear gage — (0,814 inch) reaming gage — (0.8119 inch Go and 2.8125 inch No-Go) Revised October 1965 Too! No. PWA10, PWA-1T PWA-5160-100 PWA-3755 PWA-1974 PWA-827 PWA-1451-109 l PWA-2362 PWA-828-3, PWA-827 PWA-4234-30 PWA-1369 TAM-20933 PWA-1450 | PWA-2938 PWA-828-2 PWA-1302-10 PWA-4234-30 PWA-1370 TAM-3574-81 TAM-20932 PWA-1451-109 | PWA-1450TOOLS Too! Name timing pointer (Wasp Jr.) timing pointer (Wasp direct drive) timing pointer (S3H!-G} turning bar (Wosp Jr.) turning bor (Wasp) turning bar (S3H1-G) 140. Vertical accessory drive gears shaft stop Numerical Too! List Too! No. Group No. Too! No. PWAS 60 PWA9S PWA-7 22, 80 PWA112 PWA-10 134 PWA-155 PWAAT 134 PWA-156 PWA.13 7 PWA-174 PWA.37 64 PWA-220 PWA.SI 50, 110 PWA-226-23 PWA.S5 66,77, 78, 82 PWA.228 PWA-62 16,18 PWA-237 PWAO 54 PWA-248 PWA.67 35 PWA-249 PWAT9 38, 126 PWA.251.24 PWA-85 139 PWA-268 Tool No. PWA-BS: PWA.2474 PWA-535 PWA-112. PWA-155 PWA-2645 PWA-2005 Group No. 59 7, 24, 100, 128, 139 7, 24, 62, 100, 128, 139 8 42 16 col 79, 86 7 15,18 roe} Revised March 1956Tool No. PWA296 PWA-301 PWA-302 PWA-303- PWA-31) PWA-312-11 PWA334 PWA-338 PWA-345, PWA-346, PWA-442 PWA-448, PWA-480 T pwasss PWA-463 PWA-464 PWA-470, PWA-472 PWA-487, PWA-502 PWA-505 Revised April 1971 Group No. 69,73 59 59,133 25 N6 32, 50, 110 32, 33, 51 103, 104 105 7 28 99, 100, 132A 106 8 39 108 105, 106 8, 108 9 TOOLS Tool No. PWA-520 PWA-535, PWA-538, PWA-609 PWA-614 PWA-615 PWASI9: PWA-620 PWA-621 PWA-622 PWA-627 PWA-648 PWA-657 PWA-662 PWA-671 PWA-674 PWA7I5 PWA-737 PWA-757 PWA-758 PWA-761 Group No. 4, 21,65, 126 139 6 51,110 1,13, 7 102 54 75 38,39 104, 119A, 38,39 % 5,21, 65 83 7 73 28 4 14TOOLS Too! No. Group No. Too! No. Group No. PWA-762 66,118 PWA-1092 36, 62, 128 PWA-789 75,76 PWA-1093, 35, 128 PWA-804 30 PWA-1171-T-1 1 Det. 2 PWA-810.1 69,73 PWA-1190 94 PWA-815, 66, 118 PWA-1I9T 94 PWA-816, 66, 118 PWA-1193 93 PWA-817° 66 1 PWABID. 66,118 PWA-119S: 56,120 PWA-820 66,78 PWA-1269 50, 51, 52,110 PWA-827 136, 137 eaucdd 102 PWA-828-2 138, PWA-1285 19 PWA828-3 137 PWA-1902:10 138 PWA-849 101 PWA-1313.T-5 25 PWA-959 7 PWA-1320-T-120 66, 78 PWA-980 20 PWA-1327 8 f PWA-981-1 20 PWA-1332 5,9, 21, 37, 62, 65 PWA-981-3 20 PWA-1352 W2 PWA-992, 69,73 PWA-1369 137, PWA-1039° 94 PWA-1370 138 PwA-1067 34 PWA-1AIS 129 PWA-1068 34 PWA-1443 129 | Pwa-1084 8, 37, 128 PWA.1450 197, 138 Revised March 1956Teo! No. PWA-1451-13 PWA-1451-30 PWA-1451-31 PWA-1451-34 PWA-1451-41 PWA-1451-61 PWA-1451-73 PWA-1451-104 PWA-1451-109 PWA-1451-110 PWA-1451-111 PWA-1451-112 PWA-1451-113, PWA-1460 PWA-1462 PWA-1466 PWA-1493 PWA-1522 PWA.1526 PWA.1558 PWA.1572 PWA1621-T17 Revised September 1962 Group No. 89 107, 109 66, 78 14 124 1 94, 130 136, 137, 138 4 8 OT 130 123 14 70 107 16 50, 51 87 TOOLS Tool No. PWA-1641 PWA-1647 PWA.1648, PWA-1666, PWA-1667 PWA.1682 PWA-1683 PWA-1694 PWA-1695, PWA-1742. PWA-1746 PWA-1747 PWA-1748, PWA-1749, PWA.1773, PWA-I776, PWAI777 PWA-1781-61A PWA-1787 PWA-1799 PWA.1800 PWA-1805-1 Group No. 22, 80 130 7 8 na us 92 102 66, 78 66, 78 66, 78 ne 7 14 a9 71, 72 79 116 ay2 TOOLS Tool No. Group No. Tool No. Group No. PWA-1805-3 14 PWA-1944 49 PWA-1805-4 14 PWA-1962-5 107 PWA-1805-6 17, 66, 78 PWA-1969 9 PWA-1805.9 66, 118 PWA.1974 135 PWA-1805-12 94, 130 PWA-1975 53, 92 PWA-1805-18 124 PWA-1976 33 PWA-1805-34 107 PWA-1981 66, 78 PWA-1805-36 1, 16, 70 PWA-1983 85 PWA-1805-51 m1, 92 PWA-1986 105, 106 PWA-1805-52 m PWA-1998 129 PWA-1805-96 6 PWA-2003 42 PWA-1805-110 70 PWA-2005 140 PWA-1805-113 92 PWA-2006 7, 24 PWA.1836 122 PWA.2044 7 PWA-1879° 85 PWA-2126 43 PWA-1882 50, Si PWA2107 40 PWA-1886. 4B PWA-2141 274 PWA-1892 107 PWA2152-1 100 PWA-I914 623 PWA-2188 14, 43 PWA1919-1 8, 22, 57, 1 PWA-2199 26 PWA1919-2 22, 87 PWA-2238 34, 68 PWA-1919-3 22, 87 PWA-2239 3, 24, 34, 68 Revised September 1962Tool No. PWA-2240 PWA-2252 PWA-2274 PWA-2284 PWA.2285 PWA.2298 PWA-2318 PWA.2362 PWA-2366 PWA-2373 PWA-2374 PWA-2388 PWA.2397 PWA-2398 PWA.2309 PwaA.2402 PWA-2403 PWA-2411 PWA-2417 PWA-2424 Revised April 1971 Group No. 3,24, 68 69,73 8 130 40 13 121 137 80, 95,96 11,12, 44 41 4,5,9,21, 37, 62, 65, 126 7,24 7,24 7,24,101 70 43 7,24 63 23 TOOLS Tool No. PWA-2424-102 PWA-2425-100 PWA-2425-102 PWA-2450 PWA-2474 PWA-2488 PWA-2537 PWA-2551-3 PWA-2551-4 PWA-2557 PWA-2569 PWA-2630-20 PWA-2630-22 PWA-2645 PWA-2674 PWA-2713 PWA-2747 PWA-2754 PWA-2766-8 PYWA 2786-10 PWA 2768 PWA-2782-10 Group No. 6 23 23 ne 139 45 1324 I 70 70 73 81 25,26 25,26 7,24, 128, 139 73 98, 96,97, 98 2 46 30 30 3 3154 TOOLS Tool No. Group Ne. Teel Ne. Group No. PWA-2782-11 al PWA-3145 7 PWA-2792 7 PWA-3149-23 2 PWA-2793 7 PWA-3 149-24 2 PWA-2869 89 PWA-3164 50,91 PWA-2873 103 PWA-3168, ns PWA.2881 108 PWA-3186 a PWA-2883 124 PWA-3187, 92 PWA-2884 324 PWA-3188- a PWA-2898- 26 PWA-3189 a PWA-2938 138 PWA-3190 a PWA-3006 50, 103 PWA-3191 a PWA-3007 Ha PWA-3195 50 PWA-3008 54,91 PWA-3196 50 PWA-3009 a PWA-3201-1 83 PWA-3021 91 PWA-3201-3 88 PWA-3012 50, 91 PWA-3215 13, PWA-3029 50 PWA-3222 6,23 PWA-3060 95 PWA-3252 115, 131 PWA-3061 96 PWA-3302 66,84 PWA-3062 95,96, 97 PWA-3303 66, 84 PWA-3064 a7 PWA-3303+10 66, 84 PWA-3131 85 PWA-3303+20 66, 84Tool No. PWA-3303++30 PWA-3304 PWA-3304-+ 10 PWA-3304+-20 PWA-3304+30 PWA.3366 PWA.3372 PWA-3373 PWA-3373-+10 PWA-3373-+20 PWA-3373+30 PWA.3374 PWA-3375 PWA-3376 PWA-3378 PWA-3379 PWA-3472.T-3 PWA.3482 PWA-3510-T-16 PWA.3633 PWA-3755 PWA-3762 PWA-3800 Revised April 1971 66, 84 66,84 66, 84 66,84 66,84 103 66, 84 66,84 66, 84 66, 84 66, 84 84 84 84 a4 28 11,1244 6 124 6, 23, 135 41,75 a TOOLS Teo! No. PWA-3923 PWA-4000-30 PWA-4000-31 PWA-4002-100 PWA-4002-101 PWA-4002-102 PWA.4002-104 PWA-4005 PWA.4107.30 PWA-4107-31 PWA-4138-30 PWA-4142 PWA-4152 PWA-4153 PWA-4189-10 PWA-4189-12 PWA-4189-15 PWA-4234-30 PWA-4239-11 PWA-4251-10 PWA-4272.30 PWA-4272-31 Group No. N 30 59 6 6 6 27a 3 132A, 78 30 30 59 137,138 97,98 24 88 88Tool No. PWA-4293, PWA-4327 PWA-4478 PWA-4497-10 PWA-4497-11 PWA-4510-11 PWA-4512-11 PWA-4531 PWA-4597-50 Pwa-4597-51 PWA-4632 PWA-4635 PWA-4636 PWA-4637 PWA-4832, Pw 4536 PwWA ASH. PWA-4645 PWA-4654 PWA-4655 PWA-4659) PWA-4660, Group ‘No. 93 30, 133 3 “3 98 97,98 47,15 42 42 42 35 93 93 56 TOOLS Tool No. PWa-4661 PWA-4675 PWA-4699-1 PWA-4699-2. PWA-4699-3, PWA-4699-4 PWA-4699-5 PWA-4699-6 PWA-4699-7 PWA-4699-8 PWA-4699-9 PWA-4699-10. PWA-4699-11 PWA-4699-13 PWA-4699-14 Pwa-4699-15 PWA4099-16 PWA.4699.43 Pwa.-4700-500 PWA-4700-505 PWA-4701-1 PWA-4701-2 10 Group No. 58, 132,1328 9 9 59 59 59 30 30 30 30 30 30 30 30 30 30 30 20, 59 30 30 Revised April 19717 TOOLS Too! No. Group No. Too! No. Group No. PWA.4701-6 86 PWAS556 824 PWA-4719 92 PWA.5557 824 PWA-4721 52.92 PWA-5567 68 PWA-4722 52,92 PWA.S6I19 92 PWA.4724 92 PWA-5630 2,100 PWA-4726 52,92 PWA-5808 268 PwA.4783 88 PWA-$822 26 PWA.4877 100 PWA-SBS4 24.258 | PWA-4885 125 TC-61259 64,65 PWA.5003 ? TAM.206 8,22, 57, 08 PWA.5S008 eo TAM-255 15,18 Pwa.so72 o7 TAM-267 74 PWA-S160-100 135 TAMIS 74 PWAS187-30 35, 128 TAMITI3. 66, 118 PWA.S187-40 36, 128 TAM-1161 64, 65,119 PWA-S187-40A 8, 37, 128 TAMA1773 34 PWA:5192 6,23 TAM-20932 138 PWASS194 lor TAM-20933 137 PWA-5266 cy TAM3146 58,131 PWA-5353-100 74 TAM.3574.7 130 PWA-S353-101 74 TAM3574-51 66, 124 PWA-4548 89 TAM3574.57 7 PWA-S554-10 828 TAM-3574-59 94 PWA-SS54-11 828 TAM3574.79 91 PWASSS412 828 TAM.3574.81 138 PWASSSS10 828 TAM3574.82 91,92 PWASS5S-11 828 TAM.3574.106 92 Revised October 1965TOOLS Tool Ne, Group No. Tool No. Group No. TAM-3575-5 66 TAM-3575-33 18 TAM-3575-6 66,118 TAM.3575-34 WS TAM-3575-7 66,78 TAM-3575-35 78 TAM-3575-8 66,118 TAM-3575-36 78 TA : TAM-3575-37 78 TAM-3575-29 lis TAM-3575-38, 78 TAM-3575-30 ne TAM-3875-39 7 TAM 3575-31 ne TAM.3575-40 7B TAM 3575 32 18 1 Rovised April 1971DISASSEMBLY GIS em Toons WHICH FOLLOW ARE DRA eA Ua doe STANDING THAT ALL LOCK- WIRING, COTTERPINS, NUTS, TABLOCKS, WASHERS, BOLTS, AND SCREWS WILL BE REMOVED MSN 3a 37 e220) TEMPTING TO DISASSEMBLE ANY PART OF THE ENGINE. IN. THIS CHAPTER THE DISAS- mel me ONG eed 72.12 Uta ae ole LOWING THE REMOVAL OF THE USCS aM aaa eM Ua GINE. REFER TO “TOOLS” TO FACILITATE ACCOMPLISHING THE OPERATIONS DESCRIBED IN THIS eralGENERAL Disassembly During various stages of disassembly, examine oll engine parts for signs of scoring, burning, ‘or any other evident damage. Note the presence of loose meta! or indications of defects which would not be cpgarent after cleening, and tag involved parts before they ore washed and laid cout for detailed inspection Immediately upon removing each subassembly or individual part from the engine. transter it to a bench, container, or @ ports rack, and orrange it so as te protect the assembly or part from damage. in handling subassemblies, provide proper covering or support to protect shafts, gears, studs, or ony projecting part from being bent, scratched, or otherwise damaged. Exercise extreme core in the handling aed disposition of be 19s, particularly those with leaded sin moisture-proof paper before placing them in containers. Ball bearings should be ces, Wrap. wired together in two places to prevent scrambling of their paris during overhoul Before cleaning ony engine port, refer to the CLEANIN' PRELIMINARY OPERATIONS Remevel of Engine from Packing Case ~ Refer to Mointencnce Manual {Part Ne. 418611). Insieltatien af Engine in Engine Stand {Teol Group 65} — if the engine has just been removed from the cirplane or helicopter remove the carburetor and gaske! ali accessories except the magneto and igni- tion manifelds before the engine is mounted in the engine stand. install the lifting eye on the Wasp Jr. or Wosp engine, and using o chain hoist in conjunction with the hook, care- fully lower the engine into the mounting stond equipped with the mounting plate. Secure the supercharger case to the mounting plate with four bolts, washers and nuts, Remove External Cleaning — Remove all dirt and greose from the external surfaces of the engine by spraying the engine with kerosene or white furnace cil Do not allow ony of the cleaning flvid to enter the magnetos, or igni- fion manifold.. @ chopte Oil Brain Plugs and Git Scroens (Test Group 793 ‘yen the engine te a horizontal position ia tax the stond, ond provide screened receptociss under the engi Unscrew the 0! ta collect the drain cil drain plug iocoted next 10 the drive mounting pad, Use the cover nut wrench to uniosten the oil screen cover nut; then remove the cov ck valve assembly, Use the remove the drain plugs from left acces ng, oi fen and ch plug wrench the sump. Examine the plugs and the cil screen ond the screen covering the receptacles for the presence of metal chips or foreign matter which would indicate o failure or some other unsatisfactory condition in the engine (1] After draining the engine, screw the plugs bock into the sump so that they will not become lost Sparkplugs and Sparkplug Leads [Tool Group 115] — Using @ lead aut wrench, and being careful not to allow the elbows to Turn or the wrench to slip, unscrew the nuts whichDisassembly a PRELIMINARY OPERATIONS secure the sparkplug lead elbows, Withdraw the connector from each sparkplug and install «@ suitable protective cap over each connector [2]. Remove the sparkplug, using the spark- plug wrench; then install the plugs in the sparkplug bushings Magnetos Loosen the knurled coupling which serures each flexible manifold conduit to its dir sbutor block cover elbow. Remove the two screws which secure each elbow to its distributor block cover. Remove the screw which joins the halves of each distributor block cover [3]. Remove the two safety pins and disengage the two spring locks on each distributor block cover and remove the cover halves. Lift out the dis. tributor block [4] ond wrap each distributor block in moisture-proof paper to keep it clean and dry. Remove the three cap screws [5] which attach each magneto to the engine; then, lift off each magneto and its rubber coupling [5]. Insert o suitable dummy wooden block in place of each distributor block.PRELIMINARY OPERATIONS [61 Magneto Coupling Gear Screws Group 76} — Use the wrench to loosen, but do not remove, the screws which fasten the magneto coupling gears to the reer ends of the magneto drive shaft gears Primer Lines ond Primer Distributor — Di primer i connect oll Cianksheft ar Propeller Shaft Runout Check — Mount dia’ indicator on a thrust beoring cover s'ue with the plunger of the indicator resting on the shott [6]. Rotate she 62 Disassembly shaft slowly while observing the dial indi cotor. The runout should not exceed .005 inch and GIS inch full indicator reading on the rear and front cone seats, respectively, in the event that these limits are exceeded, porticular note should be made for further }e engine has been com investigation after pletely disassembled Thrust Bearing Nut [Too! Group 128) facilitate later remove! of the thrust bearing 1, loose’ inch and turning bar. it one turn, using the applicable Starier Jaw Nut ~ Remove the starter pod cover plate from # starter jaw nut, but do not remove @ at this d loosen the cose Accessory Drive Gear Nuts —Loosen the accessory drive gear nuts, but do net remove them ot this time. Cylinder Doftectors Detach the cylinder head deflector nuts. ase the spring: side of the remove the cylinder heod deflectors. Rem: the wing ruts attaching the deflectors to the retaining clamps ond ret loaded clamp on the rear inter-cylinder deflectors, an’ lomps and the de To fociltiate assembiy of the deflectors, tag or ¢8 0 its iocation ot dis i blyDisassembly PRELIMINARY OPERATIONS Rockerbox Covers Remove the nuts attaching the covers to the rockerboxes and remove covers and gaskets (On Wosp engines, remove the screws from the rockerbox covers of No. 5 and No. 6 cyl inders which are adjacent to the sump. Dis- connect the hose connecting the rockerboxes to the sump tee connection and remove the covers and hose. Loosen the rocker adjusting screw nuts, but do not remove them of this time. Pushrods and Covers [Tool Group 100] Unfosten the pushrod cover nuts, using the wrench, To avoid possible damage, loosen the nuts at the cylinder end first (7], then unscrew the nuts at the crankcase end [8]. Turn the cronkshatt, using the turning bar installed on the crankshaft or propeller shoft, until the valve actuated by the pushrod to be removed is closed; then depress each rocker with the depressor, and remove the corresponding pushrod and cover. Repeat these operations ‘until all pushrods are removed {8 C (9) Withdraw the pushrods from the covers cand drift the ball ends from the pushrods, using the drift or the puller [9]. Tie each ball ‘end and spacer to the corresponding pushrod for correct location at assembly. Remove the packing nuts from the pushrod covers and remove the packings from the nuts. ‘An alternate method for removing the pushrods and covers from Wasp engines is to loosen the pocking nut at the cylinder end of the cover and to completely unfasten the nut ‘at the crankcase end; then remove the push- rods ond covers with the cylinder when the cylinder is removed. Oil Scavenge Tubes — Cn the B5 engine, unfasten the nuts attaching the main oil sump to the oil pump and rocker oil sump to oil pump scavenge tube and remove these tubes. ‘On the B4 engine, disconnect the rockerbox to rear case, front case to oll pump, ond rear case to oil pump oil scavenge tubes, On Wosp engines, disconnect the oil scavenge tubes from the oil sump and from the rear case and remove the tubes.FRONT SECTION [0] ui Disassembly Oil Sump — Unscrew the four nuts attaching the sump to the engine and pull the sump straight out from the engine [10]. Lift the cyl- inder deflector off the sump and remove the drain plugs, and the oil screen from the sump. Disconnect the tse pipe from Wasp engine sumps. The B4 engine does not have a sump. Ignition Manifolds [Tool Group 48] — Unfasten the nuts attaching the ignition mani- fold to the front ond supercharger sections. Uncouple the union on the rear manifol Using the strap wrench. Withdraw the ma folds from the engine FRONT SECTION WASP JR. ENGINES Front Case [Tool Group 35] — If necessary, use the wrench to loosen the thrust nut. Lift off the nut and the oil slinger. Unfasten the nuts ‘attaching the thrust bearing cover to the case ‘and remove the cover. Mount the puller on the front case and attach the puller to the thrust bearing cover studs. Remove all the nuts which attach the front case to the crankcase front section. Make sure all the valve tappets ore in their full outward position, Tighten the screw of the puller until the front case breaks loose and can be lifted off by hond [11] Do not attempt to remove the front case by hammering on the valve fappet guides or by prying between the porting faces of the front case ‘ond the crankcase front section. Tappet Rollers and Pins {Tool Group 125] — Withdraw the valve tappet assemblies from their guides and remove the pins and rollers from the tappets. Install the protectors over the threads of each toppet guide. Rocker Oil Manifold — Remove the screws ttaching the rocker oil manifold to the bosses in the front case and lift off the ends of the manifold from the case.Disassembly Breather —On the BS engine, remove the plug from the breather assembly aperture. ‘On the B4 engine, remove the costelloted nuts from the inner breather tube bracket. Remove the cop screw from the outer breather tube cand lift out the outer tube. Unscrew the breather plug and remove the inner breather tube. Thrust Bearing and Ring Carrier [Tool Group 127] — Use a fiber drift and mollet to drive the bearing and crankshatt front il seal ring carrier from the front cose. Remove the rings from the ring carrier with the pliers. Press the ring carrier from the beoring. Hydro-Propeller Control Valve Assembly— BS Engine [Tool Group 46] — Remove the nuts attaching the valve cover to the front cose. Lift the complete assembly from the case, Drive out the tapered pin holding the lever to the shaft. Lift the lever and bushing from the shaft, Withdraw the shaft from the ‘cover and, using the wrench, remave the pack- ing nut from the cover and remove the pack- ing. Do not remove the tubes to and from the propeller control valve unless they appear to be damoged. Propeller Oil Feed Tube and Plugs [Tool Group 95) Remove the lockscrews and washer which secure the propeller oil feed tube front nut in the crankshaft, and unfosten the locknut with the wrench. Remove the locknut and lift out the manifold with its gasket, Unfosten and remove the manifold plug and its gasket. With a puller, remove the oil feed tube and support assembly ‘and gosket from the crankshaft. For those engines not incorporating an ofl feed tube, a threaded plug may be installed in the inner propeller oil feed tube support. This plug may be removed with a wrench, FRONT SECTION FRONT SECTION WASP — DIRECT DRIVE ENGINES Front Case {Tool Group 36] If necessary, use the wrench to loosen the thrust nut, Lift off the nut and the oil slinger. Unfasten the nuts attaching the thrust bearing ‘cover to the case and remove the cover. Mount the puller on the front cose and ottach the puller to the thrust bearing cover studs. Remove all the nuts which attach the front case to the crankcase front section. Tighten the screw of the puller until the front case breaks loose and can be lifted off by hand. Do not attempt fo remove the front case by prying between the parting faces of the front case and the crankcase front section. Thrust Bearing — Use a fiber drift and mallet to drive the thrust bearing out of the liner in the front cose. Be careful to drive against the outer race of the bearing [12]. Governor Drive Gear Assembly [Tool Group 43] Remove the screws attaching the propeller oil feed tube to the front cose and to the governor drive gear and withdraw the tube. eCFRONT SECTION Unfasten the three castle nuts which attach the governor drive gear support to the front cose, Lift out the gear support [13]. If the support cannot be lifted out by hand, tap it lightly with @ flber drift to loosen it, Remove the four nuts and washers attaching the gov- femor drive cover to the oulside of the case Remove the cover and discard the gasket, Remove the governor drive geor snopring from the end of the drive geor shat, using the pliers. Withdraw the governor drive gear from the case Disassembly Secure the governor intermediate drive gear in the holder. Remove the cotterpin from the costle nut and remove the nut with « box wrench. Lift off the washer ond the gear ond withdraw the support. Remove the gear and shaft from the vise. Remove the governor oil feed tube plug cond the ol scavenge tube plug from the front case, using a box wrench on each plug. Propeller Oil Feed Tube and Plugs [Tool Group 97]—Remove the lockscrews ond washer securing the crankshaft front plug lock: nut; then remove the locknut, manifold, and gosket. With o puller, remove the oil feed tube assembly and gasket. If the engine incorpo- rates the “fix” type crankshaft, remove the oil feed tube in accordence with instructions in a subsequent paragraph FRONT SECTION AND REDUCTION GEARING WASP S$3H1-G ENGINE Front Case [Tool Group 37) Unfosten all the nuts attaching the front case to the cronkcase front section. Attach lifting eye to the propeller shaft and, using a chain ho'st equipped with the proper hook, lift the front case from the rest of the engine 4} Set the front case on a carrier or @ bench. IF necessary, use the wrench to Icosen the thrust bearing nut. Lift off the nut and the oil slinger, Remove the nuts attaching the thrust bearing cover to the front cose and lift off the cover. Reduction Drive Gear — Bend down the tab of the reduction drive gear locknut washer, and remove the locknut with the spanner aut wrench and pilot. Lift off the washer and pull Revised March 1956Disassembly the drive gear from the crankshott splines with the puller [15]. Drift the bearing from the hub of the gear. Reduction Drive Pinion Cage {Tool Group 108] Place the propeller shaft in the holding fix- ture equipped with an adapter. Bend down the tab of the pinion cage locknut washer ond remove the pinion cage locknut with the wrench [16]. install the pinion cage puller on the rear of the propeller shaft with the three puller orms inserted in the threaded holes pro- vided in the rear of the cage. Pull the reduc- tion gear pinion cage assembly from the shaft 07] Remove the nuts and bolts uniting the halves of the pinion cage. Set the cage on a clean bench, rear side down, and remove the pinion shaft nuts. Separote the halves of the pinion cage by driving against the pinion shafts with ‘ suitoble drift. Remove the pinions, then sup- port the rear half of the pinion cage on a suit- able base and drive out the six pinion shafts Remove the lockscrews and washer securing the propeller shaft front plug locknut; then remove the locknut, manifold, and gasket ‘With a puller, remove the oil feed tube ossem- bly and gasket. If the engine incorporates the “"fix" type propeller oil feed tube, remove the rear locknut, tabwasher, and spacer before pulling out the tube assembly, ioe REDUCTION GEARING ull ALLCYLINDERS Remove the oil seal rings from the oil seal ring carrier with the pliers ond pull the car- rier off the rear of the shaft, using the puller. Pull the thrust bearing over the front end of the propeller shatt, using the puller. Oil Seal Ring Carrier and Thrust Bearing [Tool Group 85] Remove the propeller shaft from the fix: ture, Grasp the front cose at the parting sur- face with both hands and firmly tap the rear end of the propeller shaft on a wooden bench cor block until the shaft comes up through the bore of the case [18] Reduction Drive Fixed Gear — Unscrew the castle nuts ottaching the fixed gear to the inside front of the front case, Lift the gear from the studs. Remove the propeller oil feed tube with the fixed gear os a unit. CYLINDERS Intake Pipes [Tool Group 67] — Loosen the intake pipe packing nuts. Completely unfos- ten the nuts with the fingers. Remove the three bolts at the cylinder end of each intake pipe. Withdraw the pipes from the engine. If a pipe sticks in place, use the puller to re- move it. Remove the primer distributor from the No. 1 intoke pipe. Install protectors in the intake pipe ports in the supercharger cose. Cylinders and Pistons [Tool Group 24] Loosen the intercylinder hose by removing the hose clamps from the intercylinder drain tubes ond slipping the hose to one side. Install the turning bor on the crankshaft. Rotate the crankshaft until the piston of the cylinder to be removed is at the top of its stroke. Remove the palnuts and remove the cylinder flange nuts. Do not remove the top flange nut until just prior to the cylinder removal. Remove the cylinders in the following se- quence; No. 6, No. 7, No. 8, No. 9, No. 1, No. 2, No. 3, No. 4, ond No. 5. In any case, remove the mastered cylinder last Disassembly 19} Support the cylinder with both honds while the top flange nut is being removed; then withdraw the cylinder straight out from the engine [19]. Place each cylinder in an op- propriate carrier to prevent damage to the cooling fins and barrel. Check the cylinder flange nut for squareness with the gage. | if a nut is found to be loose or there has been failure of a stud, replace that stud and the two adjacent studs in accordance with the paragraph entitled Cylinder Flange Stud in REPAIR Chapter. If only two adjacent studs have failed or two adjacent nuts have been found loose, the cylinder may be reused provided the nuts ad- jacent to the loose nuts are found to be at least to the minimum torque (paragraph en- fitled Assembly of Pistons and Cylinders in ‘ASSEMBLY chapter], and provided the cyl- inder barrel passes magnetic inspection and the flange flatness check described in (IN- SPECTION chopter). If more thon two adjacent studs have failed or if more than two adjacent nuts are known to have been loose during engine operation, the cylinder should be scrapped or rebarreled and all the studs on the cylinder mounting pod replaced. Revised February 1961Disassembly [20] Directly after removal of @ cylinder, push the pistonpin from the piston, using the piston- pin pusher if necessary. Lift he piston from the linkrod and remove the rings from the piston with the pliers [20]. Tag the rings to indicate the piston from which they were removed, Record any stuck, broken or sluggish rings on the Inspection Report. Make certain that the plugs ore cemoved from the pistonpins ot disassembly. If diff- culty is experienced in taking out the plugs, drill a hole in one plug large enough to ‘accommodate a small brass drift, Insert the drift through the hole ond drive out the oppo- site plug; then drive out the remaining plug Inlet and Exhaust Valves [Tool Group 58] — Mount and secure the cylinder on the cyl- inder stand. Compress the valve springs with the swival arm of the stand and toke out the split locks [21]. Use the scraper to remove any carbon from the stem of the exhaust valve, then, withdrew the upper washer and the inner ond outer valve springs from each rockerbox [22]. Remove the safety circlets from the valve stems, then lift out the valve springs lower washer with long nosed pliers [23]. Remove the cylinder from the stand, CYLINDERSCYLINDERS 70 Disassembly [24] holding the valve stems with the fingers [24] so that the valves will not drop into and dom. tage the cylinder barrel. With the cylinder in horizontal position on a bench, withdraw the volves [25] and place them in a rack pro- vided with sumbered positions Rocker Shafts — Uniosten and remove the inner and outer rocker shaft nuts [26]. Drift out the shaft by driving on the smaller end of the shaft with o fiber drift [27]. Lift out the rocker. Unscrew the valve adjusting screw and locknut from the rocker {28} Rocker Shaft Bearings (Too! Group 113] ~ Use the Drift and Base in conjunction with an crbor press to remove the bearing from the rocker [29]. (27) (28)Disassembly CRANKCASE SECTION WASP JR. ENGINES Cam — Lift off the com Cam Oil Feed Bracket — Remove the screws which attach the cam oil feed bracket to the crankcase front section. Detach the oll feed tube at the crankcase front section. Lift the bracket and oll feed tube off the engine os a unit, Disassemble the bracket and remove the oil seal rings Cam Drive Gear [Tool Group 13] — Stone ‘out eny burrs on the crankshaft which might hinder the removal of the cam drive geor, Pull the gear and the cam drive gear ring off the crankshaft, using the puller [3G]. Use the drift cand base in conjunction with an arbor press to separate the gear and the ring. Remove the key from the crankshaft. n CRANKGASE [30] Crankcase Front Section — Unscrew the long crankcase bolt located between the No. 5 and No. 6 cylinder pads and lift the spacer from the bolt hole. Remove the nuts from the other eight crankcase bolts and drift the bolts down- ward until they bottom on the supercharger case. Remove the washers from the bolt ‘bosses on the crankcase front section Remove the crankcase front section from the. rest of the engine by lifting evenly on both sides of the crankcase to prevent cramping the front main bearing [31]. Remove the front main bearing outer race and the front section of the inner race from the crankshaft. Cam Reduction Drive Gear [Tool Group 15] —Place the crankcase front section on a bench. Unfasten the com reduction drive gear retaining nut, using the wrench in conjunction with the holder [32]. Withdraw the gear from the crankcase,CRANKGASE (31) CRANKCASE SECTION WASP ENGINES Support Plate — On the S3H1-G engine, re- move the three screws attaching the support plote to the crankcase front section. Use @ fiber drift at the support piate parting surface to loosen the plate; then lift the plate off the engine. Cam Reduction Drive Gear — Lift the com reduction drive gear and spacer of the engine, Wire the spacer to the gear Cam Drive Gear [Tool Group 14] — With draw the com drive gear over the crankshatt Use the special pliers to remove the oil seal rings from the gear. Remove the com drive geor key with @ jock screw in the tapped hole Governor Oit Fed Tubes — Remove the pro- peller cil feed tube from the sump mounting boss, using a I inch box wrench, Pull the short Disassembly [32] governor oil fsed tube from the parting face of the crankcase front section. Use o fiber drift and mallet to drift the oil feed tube assembly through the sump boss aperture in the crankcase front section Crankcase Front Section Unfosten the eight castle nuts from the through bolts uniting the halves of the crank: case. Unfasten the castle nut irom the hidden through bolt inside the sump mounting boss. Tap the bolts downword until they bottom on the supercharger cose. Remove the washers from the bolt bosses on the crankcase front section, On helicopter engines lift out the oi seal ring carrier from the hidden through bait hole inside the sump mounting boss, Remove the crankcase front section by lift ing up evenly on both sides of the case to pre. bearing [33] It moy be necessary to tap the crankcase lightly with @ ber drift to stort it. The front vent cramping the front mat March 1956Disassembly main bearing outer race and rollers are removed with the case and should be lifted out of the case when the case is disassembled. Cam Retainer Plates — Unfosten and remove the six castle nuts attaching the cam retainer plates to the front main case. Remove the retainer plates and spacers. Cam Oil Feed Bracket — Remove the cam oil feed bracket from the crankcase front section. Cam — Push the valve tappets outward and lift the com off its bearing in the front main crankcase. Withdraw the cam bearing from the boss in the front main crankcase, Tappets and Rollers [Tool Group 125] — Depress the valve tappets in the guides. Remove the roller pins with a bar magnet and remove the rollers. Withdraw the valve tappets from the front main crankcase. Install the protectors over the thread of each tappet guide, Demagnetize the roller pins before reassembly. CRANKSHAFT ‘CRANKSHAFT AND MASTEROD ASSEMBLY Front Main Bearing Inner Race [Tool Group 39] —Use the puller to remove the front main beoring inner race from the crankshaft of the direct drive engines [34]. For the S3H1-G engine, remove the refoiner nut with the wrench and use the puller to disassemble the front main bearing inner race [35] Crankshaft [Tool Group 21] — Attach the lifting eye on the engine crankshaft, and in conjunction with the lifting hook and o chain hoist, lift the crankshaft assembly from the crankcase rear section Impeller Spring Drive Coupling [Tool Group 57] Mount the splined end of the crankshaft in the fixiure equipped with an adapier. FastenCRANKSHAFT {37} 74 Disassembly ‘one end of a rubber band fo the masterod and the other end to the fixture in order to hold the master and |inkrod assembly in position, thus preventing domage to ony part of the ossombiy, shaft rear geor. Use the puller to spring drive coupling from the cranksh gear [36]. Discssemble the fixed spider, flot- ing spider, floating spider friction bard, springs and buttons. On Wasp engines, remove the cotterpin, castle aut ond waster ri coupling bolt. Use the puller to pull the pling ond crankshaft rear 9: Inkshaft, Sat the assombly face cond lift of the rear from the bes bearing spacer [97], the cranksha!t rear gear [38], ond the friction band {39]. Lift out the spring drive spring and button assemblies [40] and remove the driving spider [41] Crankshaft Rear Gear —On Wasp Jr. en- gines, unfasten the four retaining screws attaching the crankshaft rear gear to the rear of the crankshaft. Remove the gear. Impeller Spring Drive Bolt (Too! Group 56] ~Use the wrench to remove the impeller spring drive bolt from the crankshaft reor section. Rear Main Bearing [Tool Group 102} — Remove the outer race, rollers and rear sectionDisassembly 73 CRANKSHAFT of the inner race of the rear main bearing. Use the puller to pull the remainder of the Inner race from the crankshaft [42] Crankshaft Front and Rear Sections [Tool Group 23] Remove the cotterpin located near the head of the crankshaft bolt. Use the oppli- cable wrench to unscrew the crankshaft bolt. Coat the threods of the puller with white lead ‘and oil to prevent “picking up” of the threads. Screw the short stud of the puller securely into the bolt hole in the crankshaft rear section, ‘and screw the puller body securely into the bolt hole in the crankshaft front section. Pump the two sections of the crankshaft apart [43] To prevent damage to the crank- shaft splines, support the rear sec- tion of the crankshaft when the crankshatt is separoted. Install a suitable protector on the spline of ‘the crankshaft front section to avoid damage to the masterod bearing, Remove the master cond linkrod assembly [44]. Propeller Oil Feed Tube and Support Assembly [Tool Group 97]—On those engines equipped for a hydromatic propeller, ‘ond which incorporate the “fix type oil feed tube, remove the screws which fasten the lock- washer to the large circular nut at the forward tend of the crankshaft and remove the washer.CRANKSHAFT 16 [44] [46] Disassembly Unscrew the locknut ond remove the front plug. Remove the reor nut, tabwasher, and spacer; then remove the oil tube assembly, using the puller, withdraw the gosket, and remove the cronkshoft from the fixture, Flyweights [Tool Group 34] — Use a long handle allen wrench to loosen the allen plug in the Ayweight bolts [45]; then unscrew the fiyweight bolt. Jack the flyweight sections apart, using the disassembly pusher [46 and 47). Oil Plugs [Tool Group 80} — Remove the eronkshaft rear plug from the crankshaft, using the rear plug wrench, Remove the crank- shatt front oil plug, using the oil plug wrench. Linkpins [Tool Group 69} Remove the two screws on Wasp Jr. engines ‘or one screw on Wesp engines which hold the locking bar at the front end of each pair of linkpins; then drift off the locking bars. For Wasp Jr. engines, rest the mosterod assembly on top of the fixture with the for- word side of the mosterod facing upward and with the pilot of the fixture fitted through the mosterod bearing. For Wasp engines, fit theDisassembly setting odepter ond the spacer on the bose of the fixture. Rest the mosterod on top of the spacer, Insert the wedge between the mas- terod flanges to prevent their distortion when pressure is applied to the linkpin, Be extremely careful to avoid dam- cage fo the surtace of the lead silver masterod bearing when fitting the masterod over the pilot of the fixture. Turn the mastered so that the linkpin to be removed js locoted directly over one of the slots in the base of the fixture. Locote the L head plunger over the linkpin; then place the drift between the plunger and the linkpin ond press the linkpin out by bringing the plunger down [48]. If necessary, top the plunger with a copper hammer until the linkpin starts to Core should be taken to insure that the pin to be removed is directly over the slot in the fixture provided to receive Crankcase Rear Section (Tool Group 19] — Unfasten and remove the nuts which attach MASTEROD the crankcase rear section to the supercherger case ond lift off the crankcase. it may be nec: essary to tap the crankcase with a fiber drift to-release it from the supercharger cose. Us: the puller to remove the crankcase bolts from the crankcase rear section REAR SECTION Starter Jow and Gear [Tool Group 117] Crank the bed of the engine stand until the supercharger and rear sections are in a hor zontal position Remove the starter jow nut and starter jaw. Drift the starter gear forward in the super-RE R SECTION charger case, using a fiber drift and hammer; then lift the gear free of the cose [49] Use the puller to remove the bearing from the gear shaft, Remove the spacer from the gear shat. 1 Disassembly Carburetor Adapter — Remove the nuts at- toching the carburetor adapter to the rear cose and lift off the adopter. Tachometer Drives [Tool Group 122] — Un- screw the cap on each tachometer drive shaft. Remove the screws attaching the tachometer drive couplings fo the rear case and remove the couplings and geors. Pull the outer and inner couplings from the tachometer drive gear shaft and pull the oil seals out of the couplings. Fuel Pump Drive Gear [Tool Group 41] — Remove the nuts attaching the fuel pump drive gear shaft and pull the oil seals out of the gear adapter to the rear case; then withdraw the adapter and geer from the cose. On Wasp. ir. engines, use the puller to facilitate removal of the adapter and gear. Pull the fuel pump drive gear from its adapter. Remove the fuel pump drive gear oil seal Oil Pump [Tool Group 81) Remove the nuts attaching the oil pump to the rear cose. Attach the puller to the oil inlet port studs and pull the pump from the rear cose. Loosen and remove the four nuts on the four through bolts which hold the pump together. Two of these bolts can be pulled out with the fingers but the other two must be drifted out [50]. Lift off the cover, or pressure section [51], and the gears [52]; then remove the key from the drive shaft [53]. Lift off the first scavenge section ond oil seal ring [54]. Re- move the gears; then, remove the key from the drive shaft, Remove the oil seals from the shaft holes in this section. Lift off the second scov- ‘enge section and remove the idler shaft ond gear [55]. Remove the drive goar and key ond withdraw the drive shaft from the pump end plate [56]. If difficulty is experienced in removing the gears, they may be removed with the puller.isassembly REAR SECTIO. [56] Intake Duet View Port — Remove the intake duct view port plug and cover. Plugs — Remove the by-pass plug, the oil [53] thermometer connection plug, and all allen plugs from the rear cose. ‘Magneto Coupling Drive Gears [Tool Group 75] Remove the magneto coupling screws. Pull the coupling gear from each magneto drive gear shaft. Unfasten the screws attaching the magneto drive covers to the rear case and pull off the covers and remove the packings. ‘On engines that incorporate the new oil seal housing, magneto drive coupling and lip type cil seal, remove oil seal using the oil seal puller.| (58) Pull the magneto drive gears forward from the supercharger cose [57], being careful not to let the accessory intermediate drive gears drop and damage the teeth. Remove the mag- neto drive cil shields from the reer cose. Remove the accessory intermediate drive gear keys from their slots, and wire them to the Magneto drive gear shafts to prevent their loss during clecning and inspection Vacuum Pump Drive Gear [Tool Group 129] — Attach the adapter of the pusher to the fuel pump drive pad; then insert the bar through the adapter of the pusher so that the polished end rests on the vacuum pump drive gear ‘adapter. Use a fiber drift to drive the vacuum Disassembly ZED aoe spacen—t S {59} pump drive gear from the adapter. Remove the spacer from the shoft. Use the puller to remove the oil seal, Generator Drive Gear Assembly [Tool Group 42) Unfosten the four outs which fasten the generator drive assembly fo the top of the rear section end remove the assembly. (On the single bearing drive assembly [58], remove the screws from the bearing retainer plate, Hold the assembly in a vise having lead padded jaws ond remove the spanner nut which has a LEFT HAND thread. Withdraw the geor from the housing and drift the bear- ing from the gear. On the double bearing drive assembly 159], remove the screws from the retainer pote and drift the cork from the drive gear shatt bore. Install the drive gear in the hold! ing fixture and remove the spanner nut. Lift ‘out the washer. Install the assembly in the bearing fixture and drift the gear and innerDisassembly bearing from the housing, using the inner bearing disassembly drift, Remove the spacer from the gear shoft. Install the drive gear in the inner bearing fixture and use the drift and collar to remove the inner bearing from the gear sheft. Use the outer bearing disassembly drift and the bearing fixture to remove the outer bearing from the housing. Vertical Accessory Drive Gears — Remove the nut, washer, and spacer or gear from each vertical accessory drive gear shaft. Using o fiber drift and hammer, tap the drive gears downward, but be careful not to let them fall Remove the drive gear adapters from the rear case, Remove the drive gear ball bearings, using a fiber drift. Press the bearings out of the liners with on arbor press. Install the bearings, spocers, washers, and nuts on the respective gears to insure proper relationship at assem- bly. Oil Pressure Relief Valve (Too! Group 83] —Remove the acorn shoped cop from the oi pressure relief valve. Remove the oil pressure relief valve body, then withdrew the spring ‘ond plunger. Remove the valve seat from the rear cose. Rear Case Unfasten and remove the nuts attaching the rear case to the supercharger section. Pull the rear case free win the puller and lift off the cose. Do not pry the cases apart by insert- jing an object between the parting faces. Place the case on o bench so that the part- ing face is up, thus avoiding possible damage to the oil pressure tube or the magneto drive shaft bushings. SUPERCHARGER SECTION Breather Assembly—Wasp Jr. BS and Wasp Engines [Tool Group 11] — Remove tha screws from the breather exhaust connec- SUPERCHARGER SECTION {61} tion; then lift off the washer, exhaust connec: tion, and gasket. Disassemble the breather connection body and remove the left breather hole plug Removal of Impeller (Too! Group 110}~Lock the floating gear and the impeller inter: mediate drive gear with the holder, Insert a small steel drift in the flared end of the impel: ler nut locking pin and drive out the pin Remove the impeller nut which has @ LEFT HAND thread [60]. Remove the cotterpin from the impeller shaft locknut ot the for- ward end of the impeller shaft and loosen, but do not remove, the locknut, using a % inch box wrench, Use the puller to pull the impeller from the shoft [61]SUPERCHARGER SECTION 162} Reor Supercharger Becri 8p Jr, BE [Tool Group 104] = Remove the eight hing the reer to the super ot the forward ift the shott out until the cover, which will come out with the shaft, s for enough out to be lifted oF with fagers. Lift cut the gasket. With the gecrs stil end of the impeller shaft to d locked, remove the impeller intermediate drive gees r20r bearing ond inner liner, using the puller {62]. Press the liner from the bearing using an arbor press and a suitable drift Reur Supercharger Bearing Cover—Wasp Jr. 84 Engine [Tool Group 103]—Remove the eight screws attaching the rear supercharger bearing cover rger case. Use the puller to pull the cover from the case. Lift the superd ‘out the impeller shaft rear spacer. Drift the impeller shaft oif seal from the rear super che drift and she holder. er bearing cover, using the disassembly Use extreme care in the removal of the impeller shatt cil seal. Immedi- ately upon removal of the seal, cleon it with @ kerosene or Varsol sproy, and oir dry it. The seal should thes be protected with o cardboard coiler placed around the carbon portion of the ceal ond individuelly boxed. With the gears still locked, unscrew the npeller intermediste drive geor nut ond re move the rear becring and inner liver using the puller [62], Press the liner from the bear ing using ae arbor press and a suiteble drift Floating Geor—Wasp Jr. Engines [Tool Group 32] — Bend down the tab lock ond unscrew the floating gear retaining nut (LEFT HAND THREAD} with the retainer nut wrench [63]. Remove the front thrust spacer. Remove the floating gear and needle bearings, being careful nat to drop the needles into the super- chorger section. Ret and floating gear inner race ve the rear thrust specer Floating Gear~Wasp Engines {Tool Group 33] Bend down the tob fock and loosen the flooting gear retaining support assembly (WEFT HAND THREAD) Revised March 1956Disassembly [64] Remove the steel spacer, bronze spacer, tob lock retainer and small spacer or wosher from the impeller shaft [64] Proceed with the removal of the impeller shalt ond the impeller intermediate shafigeor front bearing support bef: disassembly of the floating gear as described in @ following poragraoh entitled Impeller Intermediate Shaft Gear Front Bearing Sup- port and Floating Geer. completing the Rear Supercharger Bearing Cover — Wasp Engines [Tool Group 104) Remove the eight serews attaching the rear supercharger bearing cover ta the super- charger case. Use a fiber drift at the forward end ef the impeller shoft to drift the shaft out Revised Jenvary 1960 3 SUPERCHARGER SECTION until the cover comes out for enough to be lifted off with the fingers. Lift out the gasket Impeller Shaft [Ball Bearing Type] [Tool Group 51) Moke sure the nut and the locking pin are removed from the front end of the impeller shat. Lift off the rear bearing spacer, the oil boffe, the laminated shim, and the oil slinger. Use a fiber drift to tap the impeller shaft from the reor to the front and withdraw the shaft from the supercharger cose Impeller Shaft —Wasp Je. Engine [Tool Group $0] — Make sure the locking pin and the nut are removed from the front end of the: impeller shoft. Tap the shaft from the front towards the rear with o fiber drift. Use the sleeve in conjunction with an arbor press 10 press the impeller shaft journal from the shat, Impeller Shaft (Plain Journal Type) [Tool Group 52] — For engines incorporating jour- nal bearings at impeller shoft [65], remove the cotterpin from the impeller shaft locknut ‘and remove the locknut with the wrench, Use wrench fo remove the support assembly, in- cluding the front journal bearing, from the front end of the impeller shaft. Tap the rear end of the impeller shaft. Top the rear end of the impeller shoft forward, using a fiber hommer, until the shaft can be withdrawn from the supercharger case by hand. Remove the three cil seal rings from the ring carrier on the rear of the shaft, and pull the ring carrier from the shat Impeller Intermediate Shaft Gear Front Beuring Support and Floating Gear — Wasp Engines Remove the screws attaching the super- charger front support to the supercharger cose and lift off the support.SUPERCHARGER SECTION Disassembly {64A] Deleted i asker cover Assy HL SEAL RING lt se ad | corter | ene | ~ ay | wr yo | | S | surpoat = IMPELLER | ASS. 7 SHAFT. | ras Cocx wasHen a inc CARRIER L Se nae ~ [65] Place a fiber drift between the teeth of the Impeller Intermediate Drive Gear (Wasp Jr. floating geor and the teeth of the impeller Engines) — Unscrew the front supercharger cover retaining screws ond jack the cover from the superchorger case by inserting four %—28 screws in the holes provided. Be careful not to tlt the cover and thereby cramp the impeller intermediate drive geor front bearing. Remove the gear; then top the bear- ing from the gear shoft by insecting a suitable drift through the holes in the gear web and driving on the inner race of the ball bearing. footing gecr, do not let the needles fall into Remove the inner race of the bearing in the the supercharger Section. some manner, intermediote drive gear to lock the gears. Remove the castle nut from the intermediate drive gear shaft and lift out the spacer, beor- ing, and shoft. Lift off the floating gear with its needle becrings and bronze spacer. In handling the Revised January 1960Disassembly Impeller Intermediate Drive Gear — Wasp Engine Remove the screws from the bearing coge ond drift the cage forward enough to cilow emoval of the intermediate drive gear. Lift the impeller intermediate drive gear from the | supercharger. Drift off the inner floating gear race from the bearing cage by inserting o drift through the holes in the gear web. Remove the impeller intermediote drive gear rear bearing and inner liner using the Revised January 1960 4A, SUPERCHARGER SECTION puller. Press the liner from the bearing using ‘an orbor press and a drift Removal Of Supercharger Case Rotate the engine stand until the front face ‘of the supercharger case is up. Remove the nuts ond bolts which fasten the supercharger cose to the stand and lift off the cose. On Wasp Je. BS Engines, remove the lock: wire and screws from the two supercharger section plates ond remove the plates.CLEANING at eed yan COMPLETELY DISAS- SEMBLED, CLEAN ALL ENGINE PARTS THOROUGHLY IN. PREPA- RATION FOR INSPECTION. IT IS N72 SMe EN LNe PARTS LISTED IN ‘SPECIFIC Cate Seale aa 13 CLEANED ONLY IN ACCORD- ENN Cel aL Os SL oe Liles CLEAN ALL OTHER PARTS IN ACCORDANCE WITH THE IN STRUCTIONS UNDER "DEGREAS- ING" OR “DECARBONIZING Nai i NC) CLEANED, COVER THEM WITH 4. THIN COAT OF LIGHT OIL TO [elem MO USLa AN) CORROSION.GENERAL 86 Cleaning PRELIMINARY INSTRUCTIONS Scrupulous cleaning of the engine paris is essentici to proper inspection and overhaul. The —ord the using a single cleaner. Extensive research by m cleaners for these many types of dirt. Operek vol impractical 0 set up spec"c sieoning ports which recuire special handling, GENERAL CLEANING INSTRUCTIONS Degreasing of oll nars, with the exceation .geous as paris of clutch shafts, will be odvai which ore to! carry kes or ly cleaned by er less oy boctis ir Degreasing Degreceng may be exconici'shed by using: any one of the follwing types of cleaning ox, aga ond Kelite 2 iso Spray ciexe, fying cor with petroleum se is and or 198 Verso! or kero nixed, sone, Tne i exe a scom Fampereture ine dip tank oF applied as a coarse spray and followsd by © fat water spray The paris should be died by air bicsting. Esnulsion cleoners are sofe for all mstols, since they are neukal ond 2. Chlotnoted Solvents —Thase zolver generally Hed trichior ere usually utilized in the. method the vapor condensate method. | solvent is voporized by stear- heating is o specially constructed tank. The parts are sus- pended in this vapor and ore degreased by the condensation of solvent on their surfaces Ports degreased by this method are absolutely dictates the amount ond type of mechanized cleasing equipment necessa steuctions with the excep ference for varices ¢ variety of dirt 1c be removed from the parts — carbon, sludge, gum, corrosion, oils, and greases iety of metals from which the pers are manvioe nutocturars has produced numerous satisfoctory 1d precludes the possibility of Joners, plus the fact that makes ion of those given for ¢ few and ary f they are not to be subjected to further cleoning operetions. should b immediately with 9 light oi 2 srotect them include white fernece oll, Kerosene, Vox rolaum distitates nc dip tonk oF 98 c spray. When used as © spray they should be used beoth which ho positive is reictively coutions should be (cken. fogns S equipment for Sams carbon removers will citack sluminum gad magresium parts, too ution. For this fee be carsfully followed — for solution concentration, length of soaking time and, if the solution is heaied, the heat range of the solution. suser’s recommendations should Reviead December 1967Cleaning To avoid ony possibility of electrolytic (gal- vanic) corrosion, parts should be segregated as fo metals so that dissimilar metols will not be placed in the some tank at the same time. Immediately upon removal from carbon removing solutions, parts should be rinsed thoroughly with @ hot solution of soap ond water or with a petroleum solvent. A cold water rinse is not desirable. Air dry the parts and, if they are not to be processed further, coat them with o film of light ol Soft Grit Blasting Soft grit blasting for the removal of hard carbon may be accomplished in a standard sondblast cabinet, using air pressures of 65 to 100 pounds, depending on the type of grit material ond the size of the nozzle used. Before blasting a par, it should be either degreased or put through @ decorbonizing solution ond then rinsed ond dried thoroughly. After blasting, remove the dust by air blasting and follow with @ petroleum solvent or hot water rinse. Many types of grit moterial are in general use, Among them are Turco Carbonblast, ground apricot and peach pits, walnut shells, clover seed, and cracked whect, ‘Some types of soft grit leave a light, greasy film on @ part, and this film should be removed by degrecsing, if the part is to be subjected to fluorescent penetrant inspection Buffing — An uncharged cloth buffing whee! may be used to remove small hard carbon deposits not removed by other cleaning methods SPECIFIC CLEANING INSTRUCTIONS Parts With Leaded Bearing Surfaces ~ The masterod becrings have leaded bearing sur- foces and require specie! core to prevent BALL BEARINGS damage to these surfaces. Clean parts by flowing kerosene or white furnace oil over the bearing surfaces and wiping the bearing surfaces with a soft, smooth cloth, Ball Bearings Ball becrings are at all times susceptible to magnetization which causes small foreign particles to adhere to the balls oF races, In some cases, these particles are so. strongly ottracted thot they are not removable during the soaking and washing operations. To pre- vent the possibility of foreign particles remain- ing, completely demagnetize each ball or roller bearing before cleaning, Demagnetize non-demountable ball bear- ings os on assembly, but demagnetize the component parts of demounteble bearings seporately, being extremely careful not to mix the parts of one bearing with those of another. Rotate large bearings slowly while passing them through the demagnetizer. Pass the bearings or parts through the demog- netizer ot a rote not to exceed 12 feet per minute afd remove them from the demog- netizing field before shutting off the switch, ‘After demagnetizing, test the bearings or ‘component parts for residual magnetism, using ‘a magnetic compass. Deviotion of the com- poss needle when the bearing is placed at the east or west points will indicate incomplete demagnetization. After demagnetization re- ‘assemble all demountable bearings Sook bearings that do not have hard car- bon deposits in clean hot oil for 4 hours. The both should consist of No. 10 viscosity vbr cating cil heated to a temperature of 7°C- 88°C (170°F-190°F}. IF equipment for heat. ing the oil is not available, soak the Bearings in a cold solvent such as white furnace oil Clean bearings having hard carbon depos- its, by soaking in @ carbon removing solution, provided the bearings do not have micarta retainersCYLINDERS After decarboniaing, thercughly pressure- flush the bearings with hot oil to remove ail! foreign potticles cr residue. if oil heating ‘equipment is not ovailable, flush the becrings with a spray of white furnace oil. Turn one of the races slowly while Aushing to help dis- ledge any dirt Never cilow a bearing to spin freely under the impeius of air or spray pressure, as injury to the bearing will result, If neither @ sproy or pressure-flushing device is ovcilable, hold bearings below the surface of « bath of solvent and rotate them by hond. if the becring is not to be used immedi ately, oil the part well; then wrap it in greaseproof wrapping paper and place it in 1 box or covered container. Cylinders — The inside of the heads should be soft grit blosted to remove the hard carbon deposits Cylinder barrel muffs must never be blasted. Parts Treated With Presoivative Varnish — To avoid the possibility of remaving the var. righ, clean these ports with petroleum solver only. Pistons i necessary, during oF after soaking in a carbon remover soluticn, use a soft metal or wood scraper to remove carbon fram the ring grooves, being coreful net to domage any of ae Cleaning the ring lands or to remave any metal from the smali radii between the ring lands and the botiom of the ring grooves. Soft grit last all surfaces of the piston, Do not remove glazed surfaces on the piston skirt and the pistonpin. Ream out any cil holes filled with carbon, using on undersize drill, 1f necessary, polish the piston with crocus cloth and kerosene, but this is done, clean it again by spraying with 9 petroleum solvent. Vaives — Soft grit blasting will remove the hard carbon from the heads of the valves; however, it is permissible to sandblost the exhaust volve heods, provided grade 120 round sond, propelled by air pressure not ex- ceeding 30 pounds per square inch is used, ‘and provided the vaive stem is protected from the sandblasting. Use a cloth whee! free of any abrasive compound to clean vaive stems, os scratches will invite cracks and subsequent failure of the valves. Do not remove the giaze ‘and discoloration on the valve stems. Internal Oil Passages ~ Cleon the interno! passages of all parts and blow out the oas- sages with compressed air, Remove passage plugs where necessary Impeller Shaft Oil Seal (B4 Engine) — Cloon the impeller shoft cil seal immediately upon removal from the engine, using kerosene or varsol spray, then oir dry the sec!. Do not use degreasing fluids on this seal. Do not wipe ft with cloth or lint, Protect the sect with 2 cardboard collor placed around caren por- tion. Box the seal individuaily.INSPECTION Tee ENN arian fer Nae Neuro) ko ae NU ENGINE PARTS IS ESSENTIAL TO DEPENDABLE OVERHAUL. THE MAIN PURPOSE OF THE INSTRUC- Bile Megat aCe} PTE aN a ae Der Ne AND EXPERIENCE OF A QUALI- FIED INSPECTOR. EXCEPT IN CASES WHERE IT IS DEFINITELY STATED THAT DE- ia PW eS ee) a JECTION OF A PART, THE FINAL DECISION AS TO THE DISPOSI- alle) Rel Mau ny Vd CMe ag ee) Re) PERVISOR OF INSPECTION.GENERAL Inspection PRELIMINARY INSTRUCTIONS Physical, Magnetic, and Fluorescent Inspection Subject all engine parts to physical inspection, The instructions covering groups of similar parts are given under “General Physical Inspection” in this Chapter. immediately following ore the instructions covering parts which require special procedures and parts which con not readily bbe grouped, Subject steel parts to magnetic inspection in accordance with the instructions vnder “Mag netic Inspection.” Non-ferrous metallic parts may be inspected according to the instructions given under “Fluorescent Penetrant Inspection.” Inspection Records During inspection, keep o record of the cossembly to serve os @ warnin condition of all parts and @ record of all fit or clearance fis, clecrances, ond spring pressures, Attoch @ tog, indicating thot replacement is necessary, to any port which is found to be for further service [1]. Attach © tag describing the necessary reconditioning to any part that requires repair. the recon- ditioning will affect a fit or clearance, the tag should remain attached to the part until final a Wher making out inspection records, use only descriptive words wh existing conditions, in order to eliminate confusion and to maintain conditions which might be encountered ore defined in the following tables. +h accurately qualify nsistent terminology, PHYSICAL CONDITIONS Discussion Usual Couses A roughened area. Varying degrees of obro- |Presence of fine foreign sion can be described as light or heavy, de- | material between moving pending upon the extent of reconditioning | surfaces. which will be necessary to restore the surface. General distortion in structute as distinguished | Forces dafined in Stresses, from a local change in conformation such as a Dent, Peenin ication of | Blistering Roised areas indicating seperation of the sur- Imperfect bond with tho face from the base, Usually found on plated |base, usually eagravated or painted surfaces. Associated with flaking | by the presence of mois- ond peeling. ture, gos heat, of pressure Blow-by The passage of combustion products, under |imoroper seating of pis pressure, past pistonrings, valves, etc. Severe | ronrings or volves cases indicated by chara tion ond frequentiy by erosion or guttering teristic. discalora Revised March 1956Inspection a GENERAL PHYSICAL CONDITIONS Term Discussion Usual Causes Blow-by (con't) There is usvolly slight blow-by at the pistonrings during operation. One indication of this is thot lead from the fuel is olwoys found in some quantity throughout the en- gine, particulorly in rotating oil cavities which act os centrifuges. Weak or poorly seated pistonrings can permit sufficient blow-by to build up considerable crankcase pressure with possible resultant “heavy breathing” and without the rings showing strong indication of such @ condition Break Complete seporotion by force into two or | Fatigue; shock; overload. | more pieces. Brinelling Indentations sometimes found on the surfaces | Improper ossembly or dis- of ball or roller bearing parts cossembly technique, such Bearings which do not hove full, ‘98 removing or installing o constant rotation and are subjected roller or ball bearing by to. shock loading, have brinelling the application of force on tendencies. Propeller thrust bear- the free race. ings have been known to become brinelled when the engine was partially supported at the propeller { shaft during transit in a railroad car or truck, | Burning Injury to the surfaces by excessive heat. Evi- | Excessive heat due to lack | denced by characteristic discoloration or, in |of lubriestion, improper severe cases, by loss 0° flow of material. clearance, blow-by, deto- ' nation, etc Burnishing Mechanical smoothing of o metal surface by | Normal operation of parts rubbing, not accompanied by removal of material but by discoloration around the outer edges of the area, Usually found on plain bearirg surfaces. Operational burnishing is not detrimental if it covers approximately the area carrying the load, ond provided there is no evidence of pile-up or somet mes burning. | bernina52 GENERAL ~—-—— | PHYSICAL CONDITIONS Discussion {nspection oc 7 j Usual Causes pee Machining operations, ex- cessive wear: peer T Burr | A sheep projection or rouch edge, jo 4 rubbing ection beweer No parts having ion, Te be interpreted cs ion which produces a surface condition r than as o description of the injury limited relotive m 2 Breaking ovt of small pieces of metal. Not to 26 confused with Flaking. nication of stress due | nicks, scratches, pening, ete; careless handling of parts, Corrosion i eckdown of the sur face by chemical | ction, | | | | Crack [A partial frecture. Excessive stress due to | shock, or overloading,| | extension of e nick or| | | scratch; defective material | 1 cone Hollowed cut areas re- | Improper hardness, exce sulting from repeated contact of two erating parts lobject through coreless __ftoratng i |sive sliding motion |impoet tL trated overte sr peecing or betwaen loaded surfaces; stoking of part with dull Revised March 1956Ins ection Gene PHYSICAL CONDITIONS Term Discussion Usual Causes Electrolytic Action Breakdown of the surface by electrical oction between parts composed of dissimilor metals. Galvanic action between dissimilar metals Corying away of ma- terial by the flow of hot gases, grit or chemicals. [See also | Guttering.) Blow-by; flow of corroding liquids, hot ges, or grit laden oil Steel Progressive yielding of one or more local Joreas of weakness such as tool morks, sharp indentations, minute cracks, inclusions, etc., under repeated stress. As the working stress on the piece is repeated, cracks develop, at the ends of which there ore high concentro: tions of stress. The cracks spread, usvally from the surface or near -he surface, of the section. After a time, there is so little sound metal left thot the normol stress on the piece is higher than the strength of the remaining motorial, ond it snaps. Failure is not due to crystallization of metal The oppeoronce of a typical fotigue failure is easily explained. As follure proceeds, the severed surfaces rub ond batter each other, crushing the grains of the material and pro- ducing the dull or smooth appearance; the remaining unfractured portion preserves the normal grain structure up to the moment of foilure, The progressive noture of the failure is usually indicated by several more or less concentric lines, the center, or “focus,” of which discloses the origin of the failure. Aluminum Tool marks; shorp corners; nicks; cracks; inclusions; galling; corrosion; insufft- cient tightening of studs or bolts to obtain proper stretch, al4 GENERAL Inspection PHYSICAL CONDITIONS Term Discussion Usual Causes Feathering ‘A rough, featherlike edge, sometimes found| Excessive pressure result- on pistonrings or oil seal rings. ing from insufficient end gap, insufficient lubrica- tion, or excessive tempera- ture; failure to remove all obrosive after lapping. Flaking Breaking awoy of| Incomplete bond; exces- pieces of o plated or| sive load; blistering painted surface. 1 Fracture See Break. Fretting See Chafing. Fretting Corrosion Discoloration may occur on surfaces which | Rubbing off of fine porti- are pressed or bolted | cles of meta! by slight togethe: under high | movement between parts pressure. On steel parts | ond oxidizing of these the color is reddish | particles. brown ond is some: times called “cocoa” or “blood.” On aluminum for magnesium, the ox- ide is block ‘A transfer of metal | Severe chafing or fretting from one surface to | action caused during en- conother. gine operation by a slight relotive movement of two Do not con- fuse with surfaces under high contact Pickup, Scor- pressure. ing, or Seuft- ing. Glazing Development of a hard, glossy surfoce on | Combination of pressure, plain bearing surfaces or pistons, An often | oil, ond heat. beneficial condition, Gouging Displacement of material from a surface, o | Presence of @ compara cutting, tearing, or displacement effect tively large foreign body between moving parts.Inspection 95 GENERAL Term Usual Causes Groaving Smooth rounded furrows, such as score marks| Concentrated wear as by whose sharp edges have been polished off.| an oll seal ring: abnormal relative motion of parts; ports out of alignment Guttering Deep, concentrated erosion Enlargement of a crack or defect by burning of an exhaust flame, os on a valve head or seat, Inclusion Foreign material enclosed in the metal. Sur-| Inherent discontinuity in the face inclusions ore indicated by dark spots or| material lines Both surface inclusions and those near the surface may be detected during magnetic inspection by the grouping of magretic particles. Ex- amination of a fatigue fracture may reveal an inclusion at the focal point. Lead Sweating Patches of lead on the surface of a bearing or | Heat or pressure producing bushing, the alloy of which contains a rela- tively high percentage of free leod seporation of free lead. ‘A sharp indentation caused by striking of part against another metal object. Corelessness in handling of parts or tools during, or prior to, assembly; loose piece of metal within en- gine during operation Deformation of the ~TEY surfoce Impact of foreign object such as occurs in repeated blows of a hommer on part Revised March 1956GENERAL Inspection PHYSICAL CONDITIONS _ Discussion Usual Causes Rolling up af metel, or [Rubbing of two surfac rom | without sufficient |ubr transfer of metal one surface to onott s2 presence at grit between surfaces during cossembiy under pressure unbroken edges of pre fied ports; incipient sei-| | zure of -otating parts dur ing oneratic | Pilowp i one point to snothe: up by the presence Distinguished tr Pitting Small, irregularly | Corrosive pitting —breck- | shaped cavities in a [down of the surface by surface from which |oxidetion or some oth material has been re- |chemical or electrolytic! moved by or faction chipoing Corrosive pit- | Mechanical pitting—chiv- ting is suclly accom- |ping of loaded surfaces panied by a deposit [because of overlooding fortred by the action |improper clearances, or of a corrosive ogent on | the the tc sence af foreign - — Presence of chips berween | during engine opera: [loaded surfaces havi tion by sharp edges or | relative motion | fore gn particles; elon i gated gouges. Narrow, shallow marks caused by the move- nding of ior to, nent of 9 sharp abject or particle across © | parts or tacts footace, during assembly: sand or fine foreign porticles in engine during operationInspection GENERAL PHYSICAL CONDITIONS Discussion Surface injury resulting from the incipient sei- zure of reciprocating ports. Evidenced by pick-up and pile-up. Usual Causes Insufficient clearance or lubrication. ‘Sharply roughened ‘orwa characteristic of the progressive chip- ping or peeling of surface material. Not to be confused with flaking. Surface crack, inclusion, or simifor surface injury caus- ing a progressive breaking joway of the surfoce under load Stresses When used in describing the cause of failure of mochine parts, stresses are generally divided into five groups — compression, ten- sion, shear, torsion, and shock, These are used to describe the forces as follows: Compression — action of two directly op- posed forces which tend to squeeze o port together. Tension — action of two directly opposed forces which tend to pull apart. Shear — action between two opposed parallel forces. Torsion — action of two opposed forces round a common oxis, Shock — instantaneous application of stress. —_t_GENERAL GAGES ‘When an inspection procedure requires a very accurote measurement, & micrometer or 2 dil indicator must be used. if a micrometer 's 10 be used, check it for accuracy before tak G mecsurement. Make sure that the con tacting surfaces of the micrometer are clecn, nd thar the cantacting surfaces of the part to be measured are clean ond free from burs When using a depth micrometer, be sure to hold the anvil tightly ond squarely agoinst the contacting surface. if 6 dial indicator Is used, make sure that the indicator support is firmly anchored ond eny swivel connection tightened securely. When tcking © measurement with a feeler 006, the final size of the feeler must be o reosonably snug fit Both the plug type ond the flat type gages ‘re used for measuring the amaunt of wear of ushings ond similar perts, Except when other wise steted, if the No-Go end of « plug gage enters, the port is worn beyond the aliow- oble fimit. Because certain parts do not ak 8 Inspection woys weer evenly, the flat type gage must be tried at several different diameters. If the gage enters at any point, the part is worn beyond the allowable limit. SURFACE TREATMENT Preservative Varnish ~ AMS-3132 Verious internal magnesium, aluminum, cond steel ports are coated with a boked phenolic resin or varnish coating to provide resistance to corrosion. The shiny tronsparent coating, which is of a bluish-green or golden- brown appearance depending on the dye used, need not be reploced at overhou! as long as corrosion control is satisfactory. Parts which require magnetic inspection will show @ stronger indication if this coating is stripped at overhaul. Parts thet do not require magnetic inspection may be continued in serv- ice with the resin coating intect. However, ports that show ony signs of flaking or peei- ing of the coating may be stripped or the loose ‘°2c coating removed Revised April 1971Inspection Phosphate Compound Coating — Other steel parts, particularly splined couplings, hove © phosphate compound coating to re- duce gelling. This coating accomplished its purpose when the parts were new and need not be replaced where it is worn off. The phos: phate coating is dark gray in color and some: what granular in texture. Black Oxide (AMS-2485) — Black oxide or dulite process imparts @ very thin oxide finish (usually black) which aids in holding on oil film on smooth parts and also resists galling and corrosion. Smooth surfaced parts with this treatment ore shiny black. Where there hos been contact with moving parts, the finish will be portly or entirely rubbed off. In other places the fish will remain intact, It is usually not necessary to reprocess parts, unless otherwis specified. Sample single row engine ports incorporating this process when new are toppet rollers. Discoloration of Stee! Parts — During inspec- tion of steel parts such as crankshaft, propel ler shafts, linkrods, gears, coms, and starter jaws, the surfaces may be found to be dark- ened or stained. Such discoloration is the re sult of a new method of surface inspection ‘ond is not injurious either fo the strength or durability of the part, Shot-Peening — Various stee! ond aluminum ports are shot-peened to put their surfaces under compression to make them more resist- ant to fatigue cracks, It is important that shot- peened surfaces should not be marred as nick, gouge, or other such injury, breaking through the tension layer below the surface compression layer, will set up stresses. Dents which do not break through the surface are not serious. If an area on o shot-peened sur- face is blended to remove an injury, the area Revised October 1965 GENERAL should be shot-peened to restore the surface compression, The character of a shot-peened surface varies with the hardness of the mate- rial and size ond material of the metal or glass pellets used to peen it. Shot-peened surfaces will all fee! more or less pebbled to the fingers even if shot-peening has no greater visibile effect than to provide a matte rather than a polished surface. Where only certain portions of c port are shot-peened, nicks and scratches ‘on the portions which are not shot-peened may be cleaned up in the ordinary way. GENERAL PHYSICAL INSPECTION Arrange all parts of the engine on one inspection table so that the inspector con judge the condition of the engine os a whole ‘ond con readily make reference to other engine parts which may hove been affected by a worn part, In this way it will often be possible for the inspector to determine at once the cause of ony abnormal wear. Aluminum and Magnesium Parts — Inspect for cracks, nicks, breaks, and galling. Make sure thot drilled and cored passages are not obstructed, and check all plugs for tightness. Check mounting flanges and porting surfaces for smoothness and flatness. Check the condi- tion of the threads in tapped holes, Check cll painted areas for condition of the paint. In- spect all magnesium parts for corrosion or defective chrome pickling. If such defects ore found, they may be repaired os described under Chrome Acid Treatment. Ball and Roller Bearing Visual Inspection — Make certain that the parts of one bearing cre not mixed with those of encther. Visually inspect each bearing or component part and reject for the following couses.GENERAL Ball and Rolle Pits, a. Larger than .006 inch diameter. b. Cluster or chain. 2. Dents, nicks, or indentations. 2. 010 long and 062 wide maximum for diometers 1/2 inch or less. bb, 012 long and .002 wide maximum for diometer 1/2 inch or more, 3, Scratches, ©, Single scratch more than half-way round diameter. b. Multiple scratches one-quarter around diameter . Scratches thot cross each other, if any of them can readily be felt with «020 inch radius scriber. 4, Scufis. 1a. Any that can be felt with © .020 inch radius scriber. 5. Discolorotion. a. Discoloration due to heat. Races 1 Pits ©. Larger than .010 inch diameter and readily felt with « .020 inch radius scriber. b. Cluster or chain, 2, Dents, nicks, ond indentations, a, More than .010 inch across and read- ily felt with « ,020 inch radius scriber. 100 Inspection 3. Scratches. . Long single scratches, Scratches thot cross each other and can be readily felt with © .020 inch radius scriber. Any scratch that crosses the race. 4. Cracks. ©. Any cracked race unacceptable 5. Discoloration due to heat. Assemblies Damaged or excessively lcose retainers. Stains that are not readily removed with light polishing, Spalled load carrying surfaces. Loose or missing rivets. Badly dented or otherwise damaged race shields. Excessive corrosion or rust in raceways or in rolling elements Clean minor pitting or corrosion from the raceways by dry buffing, using Lea Compound No. 3054 or No. 5 Moco Buffing Compound on a cloth wheel. Be very careful not to burn or heat the race surface by ‘excessive buffing. Never attempt to polish the raceways with abrasive paper or clothInspection General Circumferential scratches frequently noted Con raceways are due to the passage of minute foreign particles through the bearing and are cause for rejection only when they exceed the conditions established above. Quite frequently © bearing will show evi- dence of wear on the bore outside circumfer- tence oF lateral faces due to spinning. External wear, oppearing on brightly polished surfaces, is not cause for rejection, provided the exter- nal dimensions of the bearings ore within their specified limits. Scuffed or abraded sur- faces should be polished with No, § Moco Compound to remove loose material and to reduce high spots. After polishing, check the external dimensions of the bearings. When the contact pressure between the bearing outer race and its seat is not uniform, slight relative motion between the race and its seat often produces corrosion fretting. Generally, this condition is not cause for rejection of the bearing and may be cleaned up with No. 5 Moco Buffing Compound. Ball Bearing Feel Test The feel test is used to judge the condition of the internal bearing surfaces both as to wear ond smocthness. All ball bearings, except some double row bearings, have some initial clearance. In installations where the bearings are well protected from dirt, the internal clearance will not change perceptibly during the life of the bearings. The presence of dirt will cause rapid wear which will alter the end play and/or the radial play, and will also affect the separator fit to a marked degree. Rough running of the bearing may result from foilure of the bearing elements or separator, from brinelling, chips, dirt, or cor- rosion within the beoring tor GENERAL Make sure the bearings are oiled; then spin them by hand, holding them so that the axis of rotation is ih a vertical plane, to insure contact between the raceway and each rolling element, Reverse the bearing and repeat the spinning. Thrust bearings should be assembled ‘and given the spin test under a five pound thrust load. Any rough running bearings should be thoroughly cleaned and flushed as described in the cleaning chapter. If, after the recleaning, the bearing continues to run rough, reject the bearing. Bolts — Inspect for cracks especially under the bolt head and at the base of the threads Check the condition of the threads. Bushings and Plain Journal Bearings — Examine for cracks, scoring, looseness, and indicotions of overheating and lead sweating. Check for concentricity and excessive wear, using the proper maximum wear gage listed in the TOOL LIST. Coupling — Examine for burrs and check the fit with mating parts. Inspect splined areas for pitting, pick-up, and roughness. Gears — Examine for evidence of improper tooth bearing, pitting, spalling, excessive wear, and burrs, Examine ony splined areas for burrs, golling, and fit with mating ports, Inspect journal surfaces on gear shafts for scor- ing, roughness, and indications of overheating, leaded Bearings — The masterod bearing, has a leaded bearing surface. In most in- stances, the deciding factor in determining whether o leaded becring surface is fit for further service, is the condition of the leadGENERAL coating, If the lead coating is in good condi tion, the bearing will automatically be within the prescribed limits, unless extreme out of roundness or distortion of the bearing shell xis, or unless the beoring is to be used with @ part having dimensions other than those | of the one with which it was originc! 1¢ leod coating is aitacked occasionally by acid in the lubricating oll. The attack moy be indicoted by pits, areas of corrosion, or leod woshing. Small isoloted pits or smali 1:20 of incipient corrosion are not considered detrimental, In most coses, it will be sofe to continue the bearing in service if no port of the lead coating hos disappeared to the extent that the silver or bronze underneath con come in contact with the mating surface. Usdally, @ polished lead surface and an exposed and polished silver surface are readily distinguish- able; however, if there is any doubt, run 0 fingernail lightly over the surface. A lead surface will scratch readily, but ¢ silver sur foce will be hard and glossy. Do not scratch the surface of « bearing unnecessarily. Seri- us pitting, corrosion, or lead washing neces- sitates replacement of the bearing Hen tracking, which is ¢ form of incipient corrosion, is @ closely knit group of intercon- nected furrows, f this condition is confined to smoll well defined areas, the bearing may be continued in service. If the hen tracking is extensive or shows signs of spreading all over the surface, replace the bearing. Foreign matter accumulating in the oil system may result in particles becoming embedded in the lead surface of o bearing, If a few isoloted porticles have become ‘embedded in the lead surface and the lead has formed © protective cocting over ond ‘round the particles in such @ manner that they cannot damage the mating surface, the bearing may be continued in service, 102 Inspection Hf there is ony doubt as to the serviceobility of a leoded bearing, it should be replaced or tetumed fo stock and held for return to the manufacturer for reprocessing Liners — Examine for pitting and galling. f the liner accornmodates a bearing, check the fit of the bearing in the liner. If the tiner ‘accommedates oi! seal rings, check the liner for wear and excessive grooving. If the inside diameter of the liner has been worn .003 inch or if a groove of .001S inch or mare has been worn at any one point, replace the liner or regrind it to accommodate oversize rings Nots — Inspect any wrench slots for cracks and burrs, Check the condition of the threods and check the faces of the nut for galling ond pickup. Oil Seat Rings — Replace all bronze oll seal rings with new rings at every overhaul, Check the old rings for excessive wear and loss of tension. If the rings have been worn exces. sively or have lost their tension appreciably, carefully inspect their carriers ond liners for wear, roughness, bad indications of over- heating, Oil Seal Ring Carriers — Check the condi- tion of the ring grooves ond examine any splines for galling and burrs, Check the fit of ecch carrier with its mating parts. Rivets — Check for secure anchorage. Shafts Check shofts for straightness by rolling them on a piane surface or by rotating them on vee blocks or lathe centers and checking the runout, using @ dial indicator Inspect for fatigue cracks. Check the con- dition of threaded areos and examine splines for burrs and golling. Inspect beoring journals for scoring, roughness, ond indications of overheating.Inspection Spacers — Inspect for nicks and cracks, Check mating surfaces for smoothness. Examine any splines for galling and burrs. Springs — Inspect for pitting, cracks, rusting, nd burrs. Check the spring pressure [2]. Refer to the TABLE OF LIMITS, Studs — Check for looseness, cocking, possi- ble fracture at the base of the threads, and projection length, inspect the threads for nicks, cracks, and burrs. Tubes—inspect for dents, cracks, and obstruc- tions. Check the condition of any flanges. Check tubes that fit into mating holes for looseness which might result in loss of ony oil pressure. Threaded Inserts — Check for looseness. In- spect the threads for nicks, cracks, and burrs, FRONT SECTION Oil Slinger — inspect for galling and dis- tortion FRONT SECTION Thrust Bearing Nut — Inspect the front and reor faces for galling. Examine the wrench slots for cracks, burrs, and other damage. Check the condition of the threads, TAPPET ASSEMBLY Inspect the 0.057 to 0.067 inch oil feed passage near the tappet roller end of the ‘assembly for blockage. Check for blockage in the tappet assembly socket. If air or clean- ing liquid pressure check does not indicate comparatively normal flow, remove the socket and clean the ID of all restrictive carbon or sludge. Valve Tappets—Wasp Jr. Engines — Exam- ine for cracks and scoring. Check the fit of each topper in its guide. Inspect the socket In the pushrod end of each tappet for gall- ing, scoring, and excessive wear. Replace the socket if an crea more thon 1/32 in wide hhas been worn on the surface of the socket, or if the surface is rough or uneven. Revised February 1961FROAT SECTION Valve Tappet Guides-Wasp Jr. Engines [fool Group 136] Examine for cracks, espe- ciolly ot the slotted ends, inspect for scoring, Check the tightness of each guide in the front case by topping the end of the guide with a leother mallet. Inspect for roughness cof the outside or inside diometers. Check for excessive weer with the maximum wear gage. Using the aligning gage, check the alignment of the guides. if the gage does net enter two odjacent guides, place a dial indicator on & straightedge across the com shelf, ond meas Ure the relative difference in height between the side of the roller slot in the suspected guide [3]. A maximum difference of .008 inch in the height of the sides is permissible Reposition, if precticable; otherwise replace any guides found out of alignment. MEASURE DEFERENCE ISHEIGHT OF THESE ‘SURFACES {31 Valve Tappet Rollers and Pins—Wasp Jr. Engines — Check the fit between the rollers ‘and pins. The roller when ciled shouid twin freely on the pins. Use a magnifying glass to examine the rims of the rollers for pitting, roughness, and cracks, particulorly ot the edges. Mild pitting is not necessarily cause for rejection, but breaks in the rim surface 104 Inspection necessitate replacement, Inspect the roller pins under a glass for wear, scoring pitting, cracks, and signs of overheating, The OD mst be 4 Rms, Propeller Control Velve Assembly—Wasp Jr, BS Engine — Examine the valve shaft for mutilations ond for freedom of movement ‘and check the ft of the valve assembly in the front case. Inspect the tapered pin and the liner for cracks. Renew the cork packing in the cover and the gosket between the cover and the front case at each overhaul Propeller and Thrust Bearing Oil Feed Tubes — Check the condition ond the fits of the oil feed tubes to and from the propeller control valve assembly. On the 84 engine, inspect the oil feed tube to the thrust beor- ing. Replace a tube if it is mutilated, cracked, oF Is ¢ loose fit REDUCTION GEARING WASP S3H1-G ENGINE Pinion Cage — Check the spline fit on the pelier shaft. Check the fit of the pinion shafts in the pinion shaft holes and note the condition of the holes. Inspect the pinion cage bells, pinion shoft bolts ond pinion shaft washers for general condition. Reduction Gear Pinion [Tool Group 109] — Examine for pitting, fatigue cracks, burrs and evidence of imroper tooth bearing. Inspect the pinion bushings for scoring, roughness and evidence of overheating. Check the bush- ing for size, using the gage. Pinion Shafts — Check the journol surface of the shafts for smoothness and out of round- ness. Check the threaded ends of the shafts for burrs. Revised February 1961Inspection Propeller Shaft Inspect the splines for burrs, nicks, and galling. Check the condition of the threads cand inspect the cone seat for galling and wear. Check the propeller shaft for run-out either on two V blocks, one under the thrust beoring sect and the other under the pilot end or between lathe centers. A maximum run-out of 0,008 inch full indicator reading is allowed at the front seat. Do not attempt to straighten or reuse a bent shaft, os it will return t0 its distorted condition when returned to service. Examine the shaft splines for wear, giving particular ottention to the load side. If any of the splines are found to be worn, measure the thickness of the worn portion of each spline. The minimum permissible width of each spline is 0.3002 inch. It is permissible to use the shaft if three or less splines which are not adjacent are below the minimum measure- ment, but if four or more splines are below the minimum measurement, the shaft should be held for return to the manufacturer for reoper- tion. If the shaft is to be reused, smoothly blend the sharp edges at the bottom and rear of the worn edges to form a fillet of 0.025 inch rodius [4] BT TneSe Lacarions ia EDGES APrEAR 14) Revised April 1971 1088 CRANKGASE SECTION Reduction Drive Fixed Gear P/N11925 — Examine geor teeth for pitting, fatigue cracks, burrs, or evidence of improper tooth contact Check flange and other areas for cracks Check .373 to 374 inch oil tube hole for wear Check 4,000 inch =,0005 inch ID oif seat ring surface for wear or grooving. Oversize, if nec- essary, for use with standard or oversize rings ‘and mark ID dimension on part. CRANKCASE SECTION Cam — Inspect cam gear teeth for improper bearing, weer, pitting, or spelling. Check ID bearing surface for smoothness. For R-1340 engines, minimum com dimension over ex- haust lobes {the track furthest from gear teoth) is 11,708 inches which is 0.030 inch below blueprint specifications, For R-985 en- gines, minimum com dimension over exhoust lobes, front track, is 10.236 inches which is 0.030 inch below blueprint specifications. Min- imum dimension for R-985 intoke lobes is 10.338, 0.030 inch below blueprints. Should cam lobes be worn, pitted, or spolled, cam should be replaced or reground through United Aircraft of Canada, Lonqueuil, Mon- treal, Quebec ‘Cam Oil Feed Bracket — Check the fit of the bracket on the com hub. Examine the steel bushing for smoothness. Crankease Cylinder Pad Step Wear Inspect the cylinder pods for evidence of step wear in the surface which motes with the cylinder barrel flange. If a step in excess ‘of 0,003 inch deep is found, subject the mat- ing cylinder barrel to magnetic particle in- spection. Carefully check the cylinder barrel fionge and the adjacent areas above the flange for the crack indications. Crankcase Cylinder Pad Cracks a. Cleaning Procedure {1} Thoroughly clean the cylinder pads ‘and remove any paint or carbon deposits. 2} Prepare a strong caustic solution to etch the aluminum surfaces, This will reveal the presence of any fatigue cracks,CRANKGASE SECTION (3) Prepare 30 percent solution of sodium hydroxide os fellows: (0) Ploce a measured quantity of water ino stee! tank which has copacity two or more times greoter than the quantity of solution desired. (b) Slowly add 30 to 50 ounces of commercial grade caustic soda for each gal- lon of water. The caustic soda must be added very carefully dua to the great amount of heat which will be gen- erated. The operator shall wear rubber gloves and goggles. Avoid spilling or spattering the etching solution, (c) Replace any water lost by evapo- ration during the mixing process. Mark an appropriate level on the ID of the tank. Add water doily to bring the solution up to the level mark. At weekly periods, toke a somple of the solution from the tank for analysis. b. Microetching ond Inspection Procedure, (1) Degrease and heat the crackcase sections in vapor degreasing tank for two minutes. Close any threaded openings with screws or rubber plugs prior to etching. If a vapor degreasing tonk is not available, the case may be baked or dipped in water at 185° to 200°F (85° to 93°C) for five minutes. (2) Using @ swab or brush, spread the etching solution evenly over the surface to be examined. Allow not more than five min- utes to set. (3) Using a spray of hot water at mod- erate pressure, thoroughly rinse the section, Take particular care to flush out all oil pas- soges or recesses. roan {nspection (4) When the obove process does not result in @ reasonably bright metallic surface svitable for inspection, @ nitric acid rinse may be added to the process as follows: (a) Prepare a solution of 25 percent nitric acid (42° Baume) and 75 percent tap. water. The nitric acid must be added to the water very cautiously due fo the great amount of toxic fumes which will be liberated. The operator shall wear gloves and goggles. Avoid spilling or spattering the etching solution on skin, clothes, or engine parts. (b) At weekly periods take a sample of the solution from the tank for analysis. (6) Using a swab or brush, spread the acid solution over the area to be inspected. This solution will normlly clean and brighten the surface of the aluminum almost immedi- ately. {@) Quickly rinse the acid solution from the surface of the section, using cleon hot water. Thoroughly flush out ony recesses or oil passages, (5) Dry the section with an air blast followed by immersion in @ vanor degreasing both for two minutes, (6) Apply oil to main beoring liners where opplicable. (7) Using o § x 7 magnifying glass, in- spect all aluminum surfaces for cracks which will be indicated by five dark lines. Particu- lar attention shall be given to the cylinder mounting pad surfaces and to the surfaces between these pads and the through-bolt bosses, Revised December 1967Inspection c. Types of Cracks. (1) Acceptable. These crocks are usvally circumferential in pattern and confined to the leg area. Indications of this type are gen- erally shallow and do not tend to progress with time. Continuous cracks up to 1 and 1/2 inches long may be accepted. No limita tions have been placed on non-continuous CRANKCASE SECTION type cracks of the circumferential variety. Concentric cracks, being non-continuous, also_ fall into this category. See [4A] for examples of circumferential cracks. It will be permissible to accept cracks in the through bolt holes of R.985 crankcases provided they do not exceed 1,000 inch in length. ‘A. Non-Continvous B. Continuous — Not exceeding 1-1/2 inches in longth €. Concentric Revised December 1967Inspection 105 CRANKCASE SECTION (2) Non-occepteble. fo) Deviating cracks. This type of crack generally starts on the pad surface of the periphery of the cylinder flange, ond in the vicinity of a stud or bolt hole. It is usually of considerable depth ond progr by nature. {b) Circumferential cracks which ru7 porallel to @ stud or bolt hole closer then 1/32 inch, or which deviate into o stud cr bolt hele are unacceptable. (c) No cracks may be accepted in through-bolt holes. (d) Depressions, unevenness, or wecr areas on cylinder pads should not exceed 0.004 inch maximum depth. {e) In summation, any cylinder pad cracks which show any tendency to depart from the circumferentiol pattern by running off, or showing a tendency to run off, the cylinder pad or into a stud or bolt hole will cause rejection of the affected crankcase sec- tion. See [48] for examples. Cylinder Flange Studs or Bolts See Cylinders And Pistons in the Disassem- bly Section, ond Cylinder Flange Studs in the Repair Section. vised February 1961 (48) Engine Lifting Links — Inspect for cracks ‘and general condition. Valve Tappets, Guides, Rollers, and Pins — Wasp Engines — Refer to paragraphs FRONT SECTION for instructions on inspecting these ports. CRANKSHAFT ASSEMBLY Crankshaft To check a direct drive engine crankshaft for runout, assemble the shoft, except for the flyweights, as described in the ASSEMBLY chopter. Place the shaft on roller blocks on @ plane table so that the rollers support the shaft ot the front and rear main bearing journals. As the diameter of the front main bearing journol is smaller than that of the rear main bearing journal, the front half of the crankshaft must be raised so the center line of the crankshaft will be parallel to the plane table. This is occomplished by placing, under the front block, shim stock to a thickness equol to one half the difference of the frontGRANKGASE SECTION ing journal diam reor main 6% the runout of the seots, using 0 dic! indicator [5]. A maximum cunout of ,008 inch at the front cone seat and ‘of ,004 inch of the rear cone sect is permis- sible, Chee To check the S3HI-G engine « for runout, assemble the shaft except for the fiyweights as described in the ASSEMBLY chapter. Place the shoft on rolier blocks fon a plane table so that the rollers support the shaft at the front and rear main bearing journcls. Check the runout at the root of the splines of the front of the crankshaft. This is accomplished by lifting the plunger after each reccing ond rotating the crankshaft to 6 new position, Take the overage of six readings. The meximum allowable runout is 002 inch. While the crankshaft is still on the roller measure the diometer of the crankpin ur places on the circumference ond in each cose ot three points along the length {6}. The dicmeter should be considered the cvercge of the measurements token and should be recorded as it will be used in de- termining the clearance between the master red beoring and the crankpin, # the meosure- merts show the crankpin is more than .001 inch out of round, o° ifthe crankpin is severely scored, lop the crankpin, In extreme cases, return the crankshaft to stock and hold for returs fe the manvfocturor for repair, Slight scoring or roughness moy be cleaned up with crocus cloth ard oil Inspection Check fer wear on the load side of the ‘crankshaft splines. The worn area is usually defined by @ sharp step along the inner ond rear edges ond the surface may be lightly galled. if such wear exists, mecsure the thick- ness of the worn pertion of each spline. The minimum permissible width of each spline for Wosp Jr. engines with SAE No. 30 splines is 2532 inches; for Wasp engines with SAE No. 40 splines, the minimum width of warn splines is 3002 inches. It is permissible to use the shaft, if three or fower splines which are rot adjacent are below the minimum measure- ment, but if four or more splines are below the surement, return the shaft to stock ond hold for return to the manufac IF the shaft is fo be reused, blend the sharp edges at the bottom and rear of the worn areas to form o Filet of 025 inch rodius [4] Discssemble the crankshaft as described in the DISASSEMBLY chapter, Check the conditions of all threaded areas. Threaded portion for prapelier thrust bearing nut should be inspected to insure thot threads ore smooth, ond thet no cracks or corrosion are present, See thot ci! jets are unobstructed, cond make sure that ali oll passeges have been thoroughly cleaned. inspect the Ayweight liners for scoring, pitting, end galling. Refer to REPAIR under Flyweight Liner Repair for instructions on cleaning up gelled finers. Check the front and reor main bearing journals for galling and wear. if either jour- nal is excessively golied or worn, return the shoft to the manufacturer for repeir. Slight scoring oF roughness may be cleaned up with crocus cloth and oil Clean ond polish er the eronkshatt is magne galled surface before cally inspected, Sramkshet Ball the crankshat? bolt spect the tn ploting on Flywrsights ing,Inspection ting is not couse for rejection of the flyweight for it con be cleaned up by polishing with crocus cloth and oil. Front and Rear Main Bearings Inspect the inner and outer races for exces: sive wear, pitting, and flaking. Examination of the inner race will usually show that the load, indicated by a bright line, has been concen: trated on a small section of the race. Viewing the shaft from the rear with the crankpir uppermost, this section is located at about the five o'clock position. At reassembly of the engine, turn the bearing inner race about 120 degrees from the original position on the shaft, This will allow another turning ot the succeeding overhaul. Discard the inner race of the front or rear ‘main bearing if any pitting or flaking of the raceway is visible to the naked eye. Ordi- narily the outer race and rollers will be in ‘good condition and may be reused when assembled with a new inner race of the some manufacture. However, replace the entire cossembly if the beoring feels rough when ‘assembled with a new inner race or if the rollers appear pitted or damaged in any way, Use the following table when ordering replacement inner races. 11730 Bearing Crankshaft Bearing Liners — Inspect os rected under General. Inspect the front bear- ing liner threads (Wasp S3H16G) for distortion Revised July 1966 GRANKCASE SECTION ‘or damage and mating thread fit of the crank- shaft front locknut. Rework in accordance with instructions in REPAIR. Impeller Spring Drive Coupling — Examine the splines and spring retaining webs on the fixed spider for burrs and wear. Examine the spring retaining webs ond teeth on the float- ing spider for wear, burrs, and cracks, Check the pressure of each spring, Replace a spring if itis worm more than 1/32 inch on the ends, Inspect the bronze friction band for wear. CCheck the buttons for gailing on the ends and stone smooth any galled areas. MASTEROD ASSEMBLY Linkpins Clean up any golled areas, using crocus cloth and oil; then inspect each pin for cracks. Strip ony old copper flash plating from the linkpins. Renew the copper flash plating on ‘each linkpin ot every overhaul Polish the linkpin holes in the masterod with crocus cloth and oil until they are smooth; then check the fit of each linkpin in its holes, Carefully measure the diameter of eoch link- pin hole with an indicating plug gage. The diameter of the hole should be considered the ‘average of the moximum and minimum dia- meters. Measure the diameters of each end of the linkpin and compare these diameters with the diameters of the corresponding holes in the mosterod. If this comparison shows that the fit is not within the proper limits, select a Iinkpin which will give the proper fit Linkpins are available in the sizes clossified by the following tables. The hole diometers in the table opply to the inside diameter of the masterod linkpin holes. The pin dimensions ap- ply to the outside diameter of the linkpins, The new fit can be obtained by controlling the sizes to which the masterod holes are honed when it is necessary to oversize themCRAMKCASE SECTION LINKPIN AND HOLE SIZE CLASSIFICATION (R985) loss Over Hel Uinkpin A 1.0587 - 1.0890 1.0594 - 1.05971 B 41,0590. 1.0593 1.0597 - 1.0600 G 1.0593 - 1.0596 1.0600 - 1.0603} D +1 1:0596.- 1.0599 1.0603 - 1.0606] £ +1 1.0599. 1.0602 1.0606 - 1.0609| F #1 1.0602 - 1.0605 1.0609 - 1.0612] A $5 1,0697- 1.0640 1.0644 - 1.0647| B +5. 1.0640. 1.0643. 1.0647 - 1.0650] $3. 1.0643. 1.0647 1.0650 - 1.0653 D +6 1.0647 -1.0650 1.0653 - 1.0656 E +6 1.0650 1.0653 1.0656 - 1.0659] F +6 1.0653. 1.0658 1.0659 - 1.0662] A #10 1.0687 -1.0690 1.0694 - 1.0697] B +10 1.0690- 1.0693 1.0697 - 1.0700] © #10 1.0698 1.0696 1.0700 1.0703 D #11 1.0696. 1.0699 1.0708 - 1.0706 E FIT 1,0699-1,0702 1.0706 -1,0709] F #11 1,0702- 1.0705 1.0709. 1.0712] LINKPIN AND HOLE SIZE CLASSIFICATION 1 (Ri340) Hole Linkpin A 9967- 9970 997-9980 B 9970- 9973 .9980- .9983 c 9973- 9976 .9983- .9986| D +1 9978. 9979 9987-9990) +1 9979. 9982 9990. 9993] F $1 9982-9985 9993-9996) A +5 1.0014-1.0017 1.0024. 1.0027), B +5 1.0017 1.0020. 1.0027 - 1.0030] © +8 1,0020- 1.0023 1.0030 - 1.0033 D +6 1.0023 1.0026 1.0033 -1,0036| £ +6 1.0026. 1.0029 1.0036 - 1.0039) F +6 1.0029 1.0032 1.0039. 1.0042 A #10 1.0064. 1.0067 1.0074 - 1.0077] B +10 1,0067- 1.0070 1.0077 - 1.0080] © #10 1.0070. 1.0073 1.0080 - 1.0083} D #11 1.0073 - 1.0078 1.0083 - 1.0086 E +11 1,0076- 1.0079 1.0086 - 1.0089] F #11 1.0079. 1.0082 1.0089 - 1.0092 Select and install a Part No. 39749 Alumi- num Plug in the linkpin. See Table of Limits 108 Inspection reference #334 for driving and locking torque. The plug should seat flush with, of below, the end surface. Apply o film of “Loctite” (Grade E or H} to the threads just prior fo assembly of the plug. Remove the excess film. Stake the plug in two places. Masterod linkpin holes are classified in the same way, Be sure thot each linkpin is marked with the proper positioning number so thet be moted with the proper holes at assembly. The two holes for « linkpin may have worn unevenly, but o careful measurement of the two ends of o number of linkpins will aid in the selection of a pin whose diometers vary in the same manner os the diometers of the corresponding holes in the masterod. Replace 4 linkpin, if it is more than .001 inch out of round. If difficulty is experienced in selecting a linkpin which will afford the proper fit, the selection of a pin which afords @ slightly tighter fit is preferable to the selection of pin which offords a slightly loosen fit, When © complete set of pins hos been selected, check the clearance of each pin in its bush- in the linkrod. Linkrods [Tool Group 71] Inspect all surfaces of each linkrod for nicks and cracks. Inspect the rods for rust pitting. If rust pitting is present, the linkrod may be reconditioned as described in REPAIR under Removal of Rust Pitting on Master ‘and Linkrods, Check the fit of each pistonpin bushing with the corresponding pistonpin. Check the alignment of the linkrods with the bushing in place, using the fixture. Secure the arbor, detail 33 of the fixture, in the Revised July 1966Inspection CRANKCASE SECTION bracket of the fixture so that it is approxi- expanding sleeve, detail 17, in the piston mately five inches above the surface plate pin bushing and expand it with the tapered Indicate the orbor to make sure that it is sleeve, detail 34, Place the expanding sleeve, parallel with the surface plote (7). Insert the detail 29, in the linkpin bushing and expand Revised July 1966Inspection it with the tapered arbor, detail 39, Place the linkrod in position on the fixture, sliding the topered sleeve, detail 34, onto the orbor, detail 33. Adjust the jock, detail 44, until the rod is level. Using the block and indicotor, details 14 and 47, indicate the ground surfoce on the underside of the topered arbor, detail 39, ot a distance of three inches from the center of the linkpin bushing [8]. Note the maximum indicator reading; then indicate the ground surface on the underside of the oppo- site end of the arbor at a distance of three inches from the center of the bushing [9]. The moximum reading represents any misalign- ment of the linkpin ond pistonpin bushings at o total distance of six inches (three inches ‘on each side) from the center of the linkpin bushing. Remove the jack from under the rod and indicate the tapered arbor at @ point at right angles to the former point of indication. Move the rod up ond down past the plunger of the indicator at zero where the maximum reading is obtained. Without mov- ing the indicator, remove the rod from the fixture and replace it with the sides reversed. Again move the rod up and down past the plunger of the indicator and set the indicator at zero where the maximum reading is ob- tained, Without moving the indicator, remove the rod from the fixture and replace it with the sides reversed. Again move the rod up ‘and down past the plunger of the indicator ond note the maximum indicator reading [10]. The maximum indicotor reading indi- Cates the amount of bend in the rod at a total distonce of six inches {three inches on each side) from the center of the linkpin bushing The maximum allowable misalignment of the bushings, os well os the maximum allowable bend in the rod, is .010 inch at a total distance of six inches (three inches on eoch side) from the center of the linkpin bushing Hf the bushing misclig: ment or bend in the rod has been found to be excessive, remove the finkpin and pistonsin bushings from the rod in accordance with instructions in REPAIR 109, CRANKCASE SECTION ay {0} (12)ERANKCASE SECTION cand check the alignment of the rod with- ‘out the bushings in place. The procedure is the some as when the bushings are in place, except thot the exparding sleeve, detail 19, 's placed in the pistonpin end of the rod and the expanding sleeve, detail 25, is placed in the linkgin end of the rod and expanded with the tapered arbor, detail 37, If the mis- alignment or bend is stili excessive, replace the rod. However, if checking the alignment of the rod without the bushings in place shows that the misalignment or bend was in the bushings, install new finkpin ond pistonpin bushings in the rod and bore to size according to the instructions in the REPAIR chapter under Linkoin and Pistonpin Bushing Replacement, Ir is possible that @ buckling of the rod, ich would not be indicated by the. clign- ment check, could occur. This buckling would tend to shorten the rod and distort the web of the rod. IF this condition does exist, it will usually be found at a point on the flat sides of the rod immediately adjacent to the link- pin bushing. Check for this condition by ploc- ing a straightedge along the sides of the rod [11]. Any noticeoble buckling or distortion is couse for rejection of the rod Masterod {ool Group 72] inspect the mosterod for nicks, cracks and burrs. Check the masterod for rust pitting. If ‘est pifting is present, tho rods may be recon- ditioned as described in REPAIR under Rust Pitting on Masterod and Linkrods. Check the alignment of the mosterod with the pistonpin bushing in place, using the fix ture. Secure the mosterod arbor, detail 45 of the fixture, in the bracker of the fixture; then indicote the bearing surfaces of the fixture: then indicate the bearing surfaces of the ‘arbor to make sure that they are paratlel with the surface plate. Insert the expanding sleeve, detail 17, in the pistonpin bushing and expand it with the tapered arbor, detail 41 Inspection Place the mosterod in position on the arbor, detail 45, ond support it with the fack, detail 44, s0 thot it is approximately herizentol, Be extremely careful not to damage the surface cof the masterod bearing. Using the block ond indicator, the underside of the topered arbor, detail 41, ot a distance of three inches from the center of the pistonpin bushing [12]. Note the maximum indicator reading; then indicate the underside of the opposite end of the arbor at a distonce of three inches from the center of the bushing and again note the moximum indicator reed- ing. The difference between the two maxi- mum reodings represents any misalignment ‘of the pistonpin bushing ond the bore of the mosterod bearing at o total distance of six inches (three inches on each side) from the center of the pistonpin bushing. Remove the jock from under the rod ond indicate the tapered arbor at @ point at right ongles to the former point of indication (see insert, figure 12}. Move the rod up and down post the plunger of the indicator and set the indicator ot zero where the maximum reading is obtained. Without moving the indicator, remove the rod from the fixture and replace it with the sides reversed. Again move the rod up and down past the plunger of the indica tor. The maximum indicator receding repre- sents the amount of bend in the rod ot a total distonce of six inches (three inches on each side) from the center of the pistonpin bushing The maximum allowable misalignment, as well as the maximum allowable bend, is 010 inch at o total distance of six inches ‘three inches from each side! from the center of the pistonpin bushing, indicate F the bushing misolignment or the bend in the rod has been found to be excessive, remove the pistonpin bushing from the rod in occordance with the instructions in REPAIR under Pistonpin Bushing; then check theInspection alignment of the rod without the bushing in place. The procedure is the some os when the bushing is in place except that the ex- panded sleeve, detail 19, is placed in the piston end of the rod and expanded with the ‘arbor, detoil 41. If the misalignment or bend is still excessive, replace the rod. However, if checking the alignment of the rod without the bushing in place shows that the misalign- ment wos in the bushing, install ¢ new bush- ing and bore to size according to the instruc- 1s in REPAIR under “Pistonpin Bushing.” Pistonpin bushings must be replaced at least every second overhaul It is possible that buckling of the rod, which would not be indicated by the above check could occur. This would tend to shorten the rod ond distort its web. Check for this condition by placing o straightedge along the sides of the rod. Any noticeable buckling or distortion is couse for rejection of the rod. Masterod Bearing — Refer to REPAIR under “Leaded Bearings.” Itis recommended that the mosterod bearing be removed so that the mosterod bore con be magnatluxed at each overhaul in helicopter installations or at alternate over- hauls in conventionol installations. Masterod bearings used in Wasp helicopter installations must have silver and lead-indium plated flange ‘outer faces. If inspection reveals the face to be unploted, the bearing must be replaced with a plated face bearing. Pratt and Whitney Aircraft, Airport Department, East Harttord, Conn., is equipped to rework serv- iceable unplated face bearings to the new configuration. CYLINDER Cylinder Barrels [Toot Group 25} Using gage and pencil carbon paper, check Revised February 1961 m CYLINDERS the cylinder flange for flatness and square ness. If the flange is uneven or distorted and providing the distortion does not exceed 0.003 inch, lap the flange os described in REPAIR under Cylinder Flange Repair. If the distortion exceeds 0.003 inch, replace the cylinders. Inspect the spotfaced areas around the stud holes in the cylinder flanges. These oreas should be smooth and free from metal spray surface finish or other foreign material, Refer to REPAIR under Cylinder Flonge Repoir, for instructions on re-spotfacing these areas, The greotest wear in a cylinder barrel usu ally occurs at the rear, slightly toward the thrust side, where the upper pistonring reach- es the top of its travel. This wear extends only @ short way down the barrel, and the moin part of the barrel’s choke is not op- preciobly affected unless the condition is ex- treme, As wear increases at the top of the barrel, @ step is formed. If this step exceeds 0.006 inch ot any part of the circumference, remove it as described in REPAIR under Cyl inder Barrels. Check the bore of the barrel for out of roundness. The bore shall not be more than 0.006 inch out of round. It is permissible to let the diameters of the barrel at the step location reach 0,006 inch over the diameter of @ stondard bore, providing 0.006 inch out of-roundness is not exceeded. If the diometer of the barrel at the step location or the out ‘of-roundness of the barrel is found to be ex- cessive before 3000 hours of service, ond pro- Viding the cylinder head is still in good condition, return the cylinder to stock and hold for return to the manufacturer for re- borreling. Use the bore gage and indicator to meas- ure the wear and out of roundness of the borrel [13]. Set the needle of the indicotor ct the zero mark in the gage, which represents the bosic diameter of the cylinder barrel. The presence of extent of wear and distortion may112 be determined by moving the indicator along the length of the barrel while looking for any fluctua tions in positive or negative directions on the in~ dicator in varous radial positions. A positive reading at the top of the barrel indicates the amount of choke left in the tapered barrel. By ‘observing any difference in the diameters of the cylinders at a given distance from the end of the barrel, the out of roundness of the cylinder at the location may be determined. A step at the top may be calculated by subtracting the indicator reading ‘obtained above the top of the upper ring travel from that obtained at the exact top of the upper ring travel. Examine the cylinder barrel for cracks, scor~ ing, damaged fins, and other irregularities. Check the condition of metallized surfaces, a cylinder ts to be resurfaced, refer to REPAIR under Cylinder Surface Treatment, See Pages 150 and 159. Cylinder Heads Service experionce indicates that R-985 Wasp ‘Jr. and/or R-1840 Wasp cyliner heads, which have operated for longer than normal expected usage (SB-1T44F or later); by use of cylinder barrel chromium plating; may exhibit @ slight bulge, extrusion, oF visible bright aluminum in- side the eylinder head, between the rear spark plug hole and exhaust port. ‘These conditions, at point where the top of eylinder barrel contacts eylinder head, indicate that eylindor to barrel pinch fit (.008-,016 inch at room temp.) has been diminished by corrosion, combustion or plating solution attack, or aluminum relaxation. Cylinder assemblies, in this category, must be elther re barreled (to P20 by UACL, Canada) or scrapped. Barrels or heads marked P20 or +20 must be scrapped, Mark inspected R-985 heads with red ‘dye over 39623 Part number on Intake rocker box ‘cowl mount lugs. Examine the head fins for cracks and breaks, ‘Small cracks in the head fing are not eause for ejection. I more than 8 inches of any one fin 1s, completely broken off, or if the total area of fin breakage on one head exceeds approximately 20 square inches, replace the cylinder. Fin area is, defined as the total area exposed (both sides at the fins) to cooling air. Where adjacent fing are broken in the same area, the total permissible length of breakage is 6 inches on any two adjacent fing and 4 inches on any three or more adjacent fins. Carefully blend any roughness or sharp corners into the adjacent surface to eliminate a possible source of new cracks. Inspection ‘Examine the areas adjacent to the spark plug bushings for cracks. Inspect the ouside sur- faces of the cylinder heads. Ifa cylinder is to be resurfaced, refer to REPAIR under Cylinder ‘Surface Treatment, Pages 150 and 159. Inspect the cylinder heads for surface irreg~ ularities or roughness in the three fin roots on either side of the center vertical fin at the top of the cylinder head dome. If any such discrep- ancies appear, rework the eylinder head in accordance with the directions in REPAIR un- der Cylinder Head Rework, Page 152. Inspact the inside surface of the cylinder head and the inlet and exhaust ports for cracks. Ex- ‘amine the heavy strengthening rib on the front of the valve housings for cracks. On Wasp engines check the forward edge of the exhaust rockerbox and fin support. Apply local etching as described under paragraph entitled “impeller and Impeller Shaft” in this chapter and examine the area with a 6 to 10 power magnifying glass. I any signs of corrosion, pitting, porosity, or cracks are found see paragraph entitled "Cyl- indor Head-Exhaust Rockerbox Rib ~ Wasp Engine in REPAIR chapter. Inspect the flange at the base of the cylinder head for cracks, Inspect the inside of the rocker box walls for cracks and indications of valve spring chafing. Deflectors = Inspect the cracks and dents, Check the condition of the paint. See that the blast tubes: are tight. Exhaust Valve foot Group 26] Inspect for burning and pitting. Check the valve lock grooves for galling, scoring and burrs, Use the gage to check each exhaust valve for stretch 14] , a clearance of 1/32 inch or more between the radius of the valve head. Han exhaust valve is creased or shows signs of swelling or drawing where the head joins the stem, replace the valve regardless of what the radius gage shows. Inspect the tip of the valve for cupping and wear and stone it lat, if necessary, to avoid possible chipping around the edge. Check the fit of the valve in its guide, and check the valve Revised March 1975ft Inspection stem for taper and oat of roundness (15). Replace a valve if stem is tapered or out of round 0,006 inch or more, Erosion which starts at edge of valve head and extenda down under stellite seating surface fe not necessarily cause for rejection of valve. Its permissible to grind away eroded portion at edge of valve head, restore radius, and reface valve seating surface. This reoper- ation is discussed in REPAIR under Exhaust valve ‘Vo avold possible injury to person- nel, carefully dispose or dump in deep water unserviceable sodium- filled exhaust valve Inlet Valves - Check valve lock grooves for galling, scoring and burrs, Inspect valve heads for excessive pitting and check fit of each 12a, CYLINDERS Intake Pipes - inspect for dents and cracks. Ta pipe is questionable, subject it to a pres- sure test. Check condition of paint. Intake Pipe Couplings - Inspect for cracks, and check condition of threads and anodized surfaces, Primer Lines and Primer Distributor - In spect for dents, cracks, obstructions and breaks. Check condition of threads on elbows, unions, and couplings. PUSHRODS Wasp (Ref, SB-1722A and Page 158A) Reference Page 63, Remove ball-ends and mag- netically inspect bal-ends and retain those found tobe in a serviceable condition. Inspection of steel exhaust pushrods shall be accomplished by valve in its guide. Auorescent penetrant method. VALVE WEAR LIMITS (R085) Neck | Length | *stem anor [ vale sat] | stem | Down | Lock | Tip | Head pia, | ‘Seat | Thekness Dia | Area | Groove | Thick | Thick | Head | Dia, | Sellite [part No. 2485 (IN) leiueprist Dimenstons| .434 | .421 | 276 | 107 | .u18 2.213 | 1.968 [Allowable Wear vat | ann | 36 [arr | 109 2.163 | 1.919 Ipart No. 73166 (EX) [Blueprint Dimensions} .554 | 550 | none | .625z_| 180 nas | # 08 |Aiowable Wear was | 542 | nom cise | 2.165 | # IZ - Tip of stem to rear of shoulder |F = Not appitcable * — Vaive tip thickness must be maintained so that when a new valve spring upper washer and valve lock are assembled to a valve, the valve tip will not exceed (0,010 in, below top of washer. | Revised March 1975CYLINDERS VALVE WEAR LIMITS (1240) 28 Inspection Neck Stem | Down | Leck Thick Dia, | Area | Groove Stellite Part No. 1163 (IN) Bluepriat Dimensions 484 | 421 76 | ae7s | 12s | 2588 | 2338 Allowabie Wear 433 | 42 37% =| ams | a0 | 2508 | 2296 Part No. 71167 (EX) Blueprint Dimensions 6185 | 6135 | none | 7isz | 225 | 2.588 # oa7 Allowable Weor 6155 | 6035 | none | 7092 # 2.598 * Iz ~ Tip of stom to rear of shoulder |# — Not applicable 3c 0.010 in, below top of washer. + Valve tip thickness must be maintained so that when a new valve spring upper wash cossembled to-a valve, the valve tip wll not exc cond valve lock are Revised July 1966Inspection Check the rods for straightness by rolling them on a flat plane, Reject any rod bent more than 0,005 inch as measured by feeler stock. No attempt shall be made to straighten the rod. Carefully inspect each end of the rod. Re- ject any rod on which longitudinol or cir- cumferential scoring greater than 0,002 inch deep is present. Polish out any light scoring taking care not to leave any circumferential morks or steps, or reduce OD size relative to fitting ballends. Measure ID of bollends, (drawing dimension 552 inch to 553 inch). Measure OD of push- rods, (drawing dimension for steel .5540 to $5845 inch, for aluminum 5545 to .5555 inch). Assemble bailends and pushrods in accor- donce with assembly section procedures, If the resultant fit is fess than that specified in LIMITS, it is permissible to copper or silver plote the ends of the rod to restore the proper pinch fit, but the finished plate shall not ex- ‘ceed 0.002 inch thick. Refer to following table for overall length. Revised April 1971 na CYLINDERS Pushrods Assembled With Two P/N 10942 Spacers (Wasp) P/N 431898 Exhaust (Steel) 14.477 inch = .020 inch P/N.11876 Exhaust (Aluminum) 14.477 inch = .020 inch P/N 11875. Inlet (Aluminum) 14.602 inch = 020 inch Pushrod Covers — Inspect for cracks or dents. Check the condition of the paint.CYLINDERS Pushrod Cover Nuts— Inspect for cracks ‘ond check the condition of the threads. Rockers, Bearings and Adjusting Screws Inspect the rockers for cracks and turning of the bearing on the rockers. See that ail oil possages are free from obstructions, If the bearing has been turning enough to impair its fit in the rocker, a replacement is necessary. To check the side play of the racker orms, ‘assemble the shaft, bearing, and rocker orm ‘ond secure one end of the shaft in a vise between lead plotes or wooden blocks [16] Indicating where shown in the illustration, meosure the play of the arm on the shaft (see dotted lines). The side play of rockerarms hoving Timkin roller bearings should be 0.025 inch, while the side play of rocker arms hav- ing ball bearings should be 0.015 inch. Re- place the bearing if the limit is exceeded Exhaust rocker bearings ore subject to heavier loading and greater heot than those on the inlet side, and consequently are of shorter life. To obtain the maximum bearing life, itis feasible to shift exhaust rocker bear- ings over to the inlet rockers after one or two overhauls, cssuming, of course, that the becrings are still in a serviceable condition, Inspection The inlet rocker bearings may, in turn, be transferred to the exhaust rackers. ‘One side of each bearing is always sub- jected to 0 greater thrust load and becomes worn and rough first, particularly at exhaust locations. Reversing a bearing, end for end, is often practicable for prolonging its life. When installing part of a set of new bearings, assemble the new ones in the exhaust rocker. Examine the ball socket in each rocker for looseness and wear, Replace a socket if it hos ‘a flat of more than 1/32 inch. Check the valve adjusting screw assemblies, Give porticulor attention to the half ball for unusual wear, looseness in socket, nicks or a pitted condition Inspect the screws for cracks. Replace ony damaged locknuts. Rockerbex Covers — Inspect for cracks and check the condition of the point. Check the condition of the parting surface. (16) Revived January 1960Inspection Sporkplug Bushings — inspect for burning and check the condition of the threads, Valve Guides [Tool Group 133} — Check for excessive weor, using the inlet valve ond the exhaust valve guide gages, Since valve guides wear unevenly and become out of round, chech them for excessive wear at both ends, Jf the goge enters either end of the guide move thar, one-half inch, replace the guide. Valve Locks — inspect for burrs and galling Check the Ait of each pair of locks with its vaive, 4 lock should have no perceptible movernent when it ism place on the valve, and the radii of the lock ond valve should coine:de Exhoust valve jocks used on Wasp selicopler instoilotions shall be re- oloced ot every overhaul. Valwe Seats — Examine for signs of warping, pitting, burning, and looseness. Replace o seat if its warped or pitted to such on extent thot © reesonoble amount of cutting or grinding will not restore the roundness ot remove the pits. Replace o valve seat when the wall ot the lower extremity has been reduced ir thickness 10 a point where further cutting or grinding would cut into the cylinder head, Valve Spring Washers -- d ailing pect for cracks, ninag, Revised Sctober 1965 4a CYLINDERS PISTONS, PISTONPINS, AND PISTONRINGS Pistons Ingpect the skirts and ring lands for cracks ‘ond exomine pistonpin holes for scoring. In- spect the inside surfoces for cracks, paying porticular ottention to the underside of the head, the fins, and the pistonpin bosses. Hf the piston is heated slightly, residual oil will seep. from any cracks ond the inspection for cracks will be facilitated. lospect for crocks at the inside ond outside chuiafer or radius of each il drain hole in the duo! oil ring groove of each drilled piston. If no radius or chamfer is present at these locations, break the edges in coccordance with the instructions in REPAIR ‘ond then inspect for cracks Make sure that all carbon has been re- moved from the ring grooves; then check the width of the grooves by measuring the side clearance of stondard size rings at several points around the piston, making sure that the outer face of wedge type rings is flush with the piston ot the point of measurement (17). If the side clecrance is excessive, it will be necessary to use oversize pistonrings. Using © mirror to aid in the examination of the grooves between the cooling fins in- side the piston, thoroughly inspect exch piston for any accumlation of blast material, loose carbon or other foreign material which may hove been left after cleaning {18}. Such motarial may couse plugging of oil passages. It is very importont that all such material be detected ond carefully removed Examine the top of the piston for flatness Place the piston on o surface plote, then set up a diol indicator so that the plunger rests ‘on the top of the piston at a point 3/8 inch in from the edge. Set the dial ot zero; then move the indicator back and forth across theInspection center of the piston ond note the readings. A depression of 0.006 inch or more within 3/8 inch of the OD is cause for rejection of the piston. istonpins — Inspect for scoring, cracks, and rust pitting. Check the fit of each pin in its bushing in the corresponding linkrod and in its bosses in the corresponding piston, Remove pistonpin plugs from the pin and subject the pistonpin to magnetic inspection, Pistonpin Bushings — Wasp Replace pistonpin bushings at every sec- cond overhaul. Pistonpin Plugs — Check for damage ond fit in the pistonpins, Pistonrings Reploce all plain compression rings at every overhaul, If these rings hove feathered edges or show signs of blow-by, check the corresponding cylinder barrels carefully for domage to the bore. Dual oil control rings ond stepped scraper rings moy be continued in service if there is no evidence of appreciable wear or loss of tension. To determine whether the ploting is still present on the OD of the chromium plated compression ring, thoroughly clean and dry the ring; then, using o cloth or sponge, apply to the ring @ solution com- posed by weight of two percent copper sul- phate, one-half percent sulphuric acid, and 97-1/2 percent water. The sulphuric ccid is not essential to the test but it will speed up the reaction time. After the solution hos been opplied, ony unplated surface of the ring will colmost immediately take on @ copper brown tint, but the creas protected by the chromium plating will remain unchanged, After the test, dip the ring in oil to renew the protective film. Revised October 1965 ns SUPERCHARGER SECTION SUPERCHARGER SECTION Floating Gear Bearing and Inner Race — Examine the floating gear inner race for roughness or pitting. Check the needles for pit marks or excessive weor, particularly at their extremities, Front Supercharger Bearing Cover — Check the front supercharger cover for condition of the bearing race bores and for tightness in the case. Impeller Spring Drive Coupling — Wasp Jr. Examine splines and spring retaining webs on P/N 7072 fixed plote for burrs and weor, Reject fixed plate if in any of the spring pock- ets the distance between odjacent webs is found to exceed 1,095 inches. Examine the spring retaining webs and teeth on P/N 7073 floating plate for wear, burrs, and cracks. Reject floating plate if, in any of the spring pockets, the distance between adjacent webs is found to exceed 1.095 inches or the depth cof depressions worn by the spring outside diameter is found to exceed 1/64 inch. Lightly blend raised portions of serrations resulting from contact of spring coils against the floating plote, Check pressure of each P/N 12678 spring, Table of Limits, Reference 617, Re- ploce « spring if it is worn more than 1/32. inch on the ends, Inspect buttons for galling on the ends ond stone smooth ony galled oreos. Impeller and Impeller Shaft Inspect the impeller for nicks, scratches, cracks, or other damage. Inspect the fillets at the base of the blades near the outside diam- eter of the impeller for fine totigue cracks. Check for galling on the hub and hub splines. Exomine the splines on the impeller shoft for galling and excessive wear. Inspect the im peller shaft gear teeth for pitting and uneven contact patternSUPERCHARGER SECTION Use local etching to assist in detecting de- fects, Apoly an etching solution consisting of one ounce of commercial technical grade caustic soda in one-half pint of water to any questionable areas. Using brush or swab, ap- ply solution and ollow it to stand until surface is well darkened. Thoroughly wise off surface, using © clean cloth dampened with water. Any crack will appear as o dark line. Remove all traces of caustic solution, using «@ solution of one part of concentroted tech- nicol grade nitric acid to five parts of water; then thoroughly wash impeller in clean water. Dry impeller; then dip it in kerosene or white furnace oil As both caustic sode and nitric acid are highly corrosive, take extreme care to avoid their contact with other motal parts or with skin or clothing. Personnel should wear rub- ber gloves and rubber apron. Examine splines on impeller shoft for gall- ing ond excessive weor, Tin flash plate im- peller shaft ot each overhoul. The process of stripping old tin plate from shaft in prepara- tion for replating will neutralize ony corrosion and clean surface for magnetic inspection, A moderate amount of corrosive pitting of bot: tom areas of shaft spline is not injurious ond 9 attempt should be made to remove it. Check spline fit between impeller and im- peller shot Rofer to REPAIR for further instructions. Impeller Shaft P/N 34749 Nut (Plain Im- peller Bearing, Service Bulletin 16588; See Figures On Pages 177 ond 182A.) lospect rear flange for wear. Lop this bear- ing surface to 20 RMS or less, as long as flange thickness is over 0.105 inch thick idraw- ing dimension is 0.125 inch). Scrap parts hav- ing Range thickness under 0.105 inch Impeller Shaft Oil Seal—Wasp Jr. B4 Engine ne Inspection {Tool Group $5] Use a micrometer to check the operating height of the P/N 87241 impeller shaft oil seal. The operating height should be 0.688 inch. Check spring pressure of the soal which should be four sounds at the minimum or seven pounds at the maximum, If spring pres; sure is less than minimum figure, replace seal IF spring pressure exceeds maximum figure, check seal for foreign material which might hinder its operation. If further cleaning with kerosene or Vorsol and air blast is ineffective, replace seal. Inspect seo! for leakage with testing Axture [19]. Connect fixture, through a shutoff vah essed ir at 90 10 100 psi. Connect flexible vacuum line to Lo- cation No. 1 gure 19, Place impeller shaft oil seai on fixture seating sur face at Location No, 1 using a neoprene pod , $0.0 source of cor Inlet os shown in ‘on the oll seal as illustrated in insert of Figure 19. Open both air line valve ond vacuum valve ‘and note reading on the gage. When gage indicates 22 to 29 inches Hg., close vacuum valve and watch fer a loss of vacuum as indi- coed by gage. The seal is satisfactory when loss of vacuum does not exceed 0.5 inch Hg in 30 seconds. If seal fails to pass this inspection, lap it on dry cast iron or glass lap, using figure “8 stroke; then retest seal Limit lapping to @ minimum neces- sory to produce desired surface, since lapping will reduce sprit pressure of oil seal at operating height. Inasmuch as P/N 80489 impeller shaft rear spacer mates with impeller shat cil seal spacer should be checked at mating surface for leakage. Check spacer in same manner that oil seal was inspected, using some limits Revised November 1972REAR SECTION Collector Intermediate Gear-Wasp (P/N 6515) (On engines being overhauled for sudden stoppage or shock-loading, replace and scrap gear for overstress. For other gears, measure 03 follows: Suggested Wear Large Gear |Drawing Size| Limit (56 Teeth) 4.796 to 4.802] 4.790 inches 150 inch wire | inches Small Ge (12 Teeth) 1,808 to 1.817] 1.800 inches .220 inch wire |inches Supercharger Intermediate Gear Bolt — Wasp (P/N 14932) Magnoflux ot each overhaul, Reject bolts hoving overall length in excess of 4.325 inches ‘or having stretch sections below 0.292 inch. REAR SECTION Fuel Pump Drive Adapter — The face of the fuel pump drive adapter which forms o seat for the gear should be smooth and poralle! to the foce of the flonge. Oil Pressure Relief Valve — Check the ten- sion of the relief valve spring. Note the con- Revised November 1972 6A Inspection dition of the valve in the valve seat. Lap these parts together with a very fine grade of lapping compound to form a perfect seat. The guide surfaces of the valve should have « free sliding fit in the seat, Polish the guide surfaces with crocus cloth and oil. Oil Pump — Check all gear teeth for pitting cond uneven contact. See that the gears turn freely ond show no indication of interference with the pump body. Inspect the drive and idler shafts for scoring and roughness. Exam- ine oll keys and keyways for burrs and nicks, cand check the fit of the keys in the keyways, See that all oi! passages ore clean. Inspect the sections of the body for cracks, scoring, ‘ond condition of the porting surface. Check the oil seal rings for scoring and loss of ten- sion. Replace the packing in the center sec- tion of the pump body. Oil Sereen and Check Valve Assembly — Examine the oil screen for distortion or splits at the soldered joints, Check the fit of the screen in its chamber in the rear case, Exom- ine the oil check valve to see that it is free ond seats properly. Check the spring pressure and examine the cover for cracks and condition of point. Rear Case — Inspect the vanes in the intake duct for nicks and cracks, with particular at- tention to the welded joints. Inspect the car-Inspection REAR SECTION 09) Inspect scovenge and pressure gears according to the following table Area of P/N 9734 P/N 1427 P/N 10110 Max. Inspection 9735 P/N 1428 P/N 173007 Wear oD 1.500 + .001 | 1.5004 .o01 | 1.500+ .001 1.496 Length 1.2485 t0 1.249 1247 7355 4 3755 374 Hardness RC 26-32 RC 26.32 RC 26.32 R22 Gear Tooth Measurement over 3125 wires (2) 1.586 10 1.591 | 1.586101.591 | 1.58610 1.591 1.582 Backlash with Mating Gear | 00310 013 | .003t0 013 003 0.013 020 Side Surface Finish 20 RMS Circular or less — all gears. Revised July 1966MAGNETIC INSPECTION buretor mounting pad for smoothness. Check the tightness of magneto locating dowels, Starter Jaw — Check for cracks and burrs, and inspect the splines for galling and pick-up. MAGNETIC PARTICLE INSPECTION Description — Magnetic Particle Inspection is ‘9 non-destructive method of testing mast steel parts for “discontinuities” at or near the su~ face of the part, The term discontinuity refers to a dissimilar substance interrupting the continuity of the magnetic material. A discontinuity is not necessarily 0 defect. & defect is c discontinuity thot is severe enough to cause rejection. That a discontinuity exis's Js made evident by a pattern of indtcating ne Inspection medium, called an “Indication,” which con. forms generaily to the contour or shape of the discontinuity projected on the surface of the part, A discontinuity may be @ non-metallic inclusion, en abrupt and local change in sur- foce hardness, or an actual opening or void «at, or under, the surface. Non-metallic inclu: sions are not ordinarily cause for rejection unless located in a highly stressed area. Local areas of variation in hardness of the surface such as are often caused by rough handling, nicks, etc. ore not detrimental, as a rule. Open- ings or voids such as forging laps, forging bursts, quench cracks or fatigue cracks are cause for rejection unless removal of the defec- tive area con be accomplished without detri- mental effect on the part. Cracks developed in grinding or plating may be cause for rejection depending on the port, location and severity. The books “Principles of Magnaflux Inspec- tion’ and “Mognaflux Aircraft Inspection Monval” ore recommended for study. Magnetic Particle Inspection should be a regular part of the inspection procedure for overhaul shops. The inspection should include the testing of parts using the procedure estab- lished for the ports, o tabulation of the nature and extent of the discontinuities indicoted and the final decision as to the suitability of the parts for further service, os indicated above. Inspectors in this, particularly those in charge of the disposition of questionable indications, should be specialists who have been thor- oughly trained to evaluate correctly the vari- ous indications which may be encountered, The process consists of magnetizing the part to be inspected and applying the indicating medium, an especially prepared magnetic iron oxide powder, to the part. Magnetization of a part may be accomplished in any one of several ways and that used will depend on the shope of the part and location or type of discontiuity to be found (20, 21, 22, and 23]. When an electric current flows through «@ conductor, & magnetic field, whose lines ofInspection force take the form of concehtric rings is cre- ‘ated oround the conductor at right angles to the direction of current flow [20]. The strength of the mognetic field or flux density depends on the current strength used. That is why low voltage high amperage currents are used for magnetizing parts to be inspected. The current used may be alternating or direct current, although direct current has been generally accepted as a standard in the oircraft industry. There are, further, two classes of magnetic particle inspection meth- ‘ods; the residual and the continuous method. The residual method makes use of the mag- netism remaining in a part after the source of magnetizing current hos been removed. The continuous method makes use of the magnetiz- ing force present while the magnetizing cur- rent is applied. The continuous method is more sensitive and will indicate discontinui- ties further under the surface than will the. residual method When a port such os a shaft, bolt, or any similarly shaped part is magnetized by pass- ing a current directly through the port, it is said to be circularly magnetized and the flux lines of the magnetic field formed are similar to those shown [21]. Ring gears, sleeves, ond other similarly shoped parts are magnetized by placing a brass or copper rod through the part and passing @ current through the rod. In this method the part is circularly magnetized by induction [22] The third method of magnetizing consists of placing the part in on insulating sleeve inside {© solenoid and passing o current through the coils of the solenoid. This method is known 4s longitudinal or bi-polar magnetization ond the field produced is parallel to the center- line of the solenoid [23]. Simple parts ore sometimes magnetized in only one direction; more complex or highly ne MAGNETIC INSPECTION stressed ports are often magnetized in more than one direction and perhaps by using each of the three methods. The two edges of any crock or the two sides of ony discontinuity, such os @ non- metallic inclusion, at or near the surface, which extends at approximately right angles to the magnetic field of the magnetized port, will assume a north and south polarity and there will be a leakage or external field between them [24]. When the indicating medium (powder) is applied to the part the particles of the powder will be attracted by the external magnetic flux field forming an indication. Such indications are strongest when the discontinuity is ot 90 degrees to the magnetic field and gradually decrease in strength as the angle approaches zero.MAGHETE IASPESTIOR The indicating medium consists of finsiy divided iron oxide particles. It is available in the form of a dry powder or in the form of poste which is then mixed with a suspensory liquid. This is referred te as the wet methos. The indicating medium may be applied by fone of four methods. In the dry residual method the powder is applied in dry form by dusting it on the part which hos been moynetized. In the dry continuous method the powder is dusted on the part during the opp! cation of the magnetizing current. in the wet residual method, the suscension consists of a iow viscosity, high flash point petroleum dis tillate cor applied through a hose or by immersing the port in @ tank alter mognetizing. The oxide is kept in suspension by means of « circulating pump o7 by forcing oir through small holes i cir pipes located in the bottom of the tank. Sometimes both methods are combined, espe- cially in the case of integral tanks of older magnetizing units. In the wet continuows method, the suspension is applied while the part is being magnetized, usually by flowing from @ hose uniess special machines ore ovoiloble ining iron oxide particles. This is Procedure — The parts to be inspected by the magnetic method ore listed in the toble on the following pages. Any ports which ore not included in the table, with the exception of non-demountable boll or roller bearings, may be inspected in the some manner as that described for similar parts which are included Exhaust valves are non-magnetic and cannot be inspected by this method. All parts must be completely disassembled, cleaned, de- greased, and decarbonized before mognetic inspection. AM areas that are scratched, scored, or galled, must be stoned and pe!- ished with crocus cloth and cil. Plug oll oil possages which are not easily cleoned with heavy grease or conspicuous fiber or wooden plugs 320 inspection ‘The horizontal Direct Current type of mag- netic inspection machi ond 8 inch solenoids and the wet method of testing ore recommended for overkavi bases. Magnetize the parts in accordance with the instructions on the follow: ing poges. To prevent burning of the part ot the points of contact, make sure that the machine contact plates are clean ond thot the part is held tightly. De not release the the part until the ommeter needle hos returned to ze70. ressure on Paris treated with preservative var- ish, phosphote compound cooting, ‘or the surface oxidation process ‘must be polished to clean bright finish of the points of contact or serious burning will result. Red ox- ide or fluorescent magnetic powder should be used on ports which have dork grey phosphate compound coating and on parts which have been treated with the black surface oxidation process. Indications on varnished parts are not so strong as those on bare ste! ond cre easily distorted or removed if not handled carefully. A "shot" or current flow of 1/8 to 1/2 second duration is sufficient to megnetize o part. Longer duration of flow wastes power cond incurs greater danger of burning The suspension used for the wet residual method should contain 2 ounces of black or red magnetic iron oxide to 100 ounces of sus pensory liquid in which the ports should be immersed for 3-5 minutes. The suspension used for the wet residual method using fluorescent magnetic oxide should contain 0.3-0.5 ounces of fluorescent magnetic oxideInspection 10 100 ounces of fluid in which parts should be immersed cbout 30 seconds. The parts should then be carefully rinsed in clear liquid to remove any residue of fluorescent particles before examination under “black light.” Remove the parts from the testing bath cond subject each one to a thorough visual inspection. (For fluorescent penetrant inspec- tion use the light described on page 127) Attention should be given to the following general areas where discontinuities are most likely to occur. Inspect gear teeth ot the roots cond at the pitch line of the thrust side, Inspect splines and mating lugs at the roots. Fillets ‘ond sharp ongles on stressed parts should be given porticular attention. Note galled or roughened areas carefully for indications of fotigue cracks. Fatigue cracks of this source are usually very smoll ond difficult to detect unless preparation of the part is done well Inspect bolt and shaft threads at the roots. Oil holes and shaft holes in stressed areas should be examined for radial cracks ema- nating from the holes. In addition to these reas, areas on specific parts where special ottention is necessary, are listed in the table on subsequent pages. Indications at comers, steps or rodii_ of any port which, after magnetic inspection and removal of the magnetic powder, can still be seen with the naked eye or a magnifying glass are usually cause for rejection of the port. If @ port showing some indications is passed for further service, a com plete record showing location and extent of the indications should be kept so that the part may receive special attention at the next inspec- fion. This may be done by applying «@ piece of transparent scotch tope to the indication; then applying it to.acard, with applicable dato. The MAGNETIC INSPECTION pattern is thus transferred from the specimen to the card [25]. After each magnetization and inspection, ech part should be passed completely through an alternating current demagnetizer at a rate not to exceed 12 feet per minute [26]. The part should be removed from the demagnotizing field before shutting off the demagnetizer switch. After demagnetizing, test each part for magnetization with a com- poss. A maximum compass needle deflection ‘of 3 degrees ot a distance of 6 inches from the part is allowed. Unplug all previously plugged oil passages ‘and thoroughly wash and oil each part. (25) LODE mow PARE NA Location OF SNOT Wonk,MAGNETIC INSPECTION Table of Magnet Inspection Gata ~ This table should be used in conjunction with the instructions on the following pages. The methods of magnetizotion ond the recom mended amperages are indicated by a code number listed after the port name. The code number which follows a part name contains letter plus one or two numerals. The code letter is a key to the method of magnetization, cand the numerals are the key to the amperages required, If the code letter refers to two methods of magnetization, the first digit of 122 Inspection the code number indicotes the amperage required for the first method of magnetization cand the second digit indicates the amperage required for the second method. For example, if a part had a code number of €-6-5, accord- ing to the following chart the part is to be magnetized circularly, contacting on the ends, using 2500 amperes. After inspection and demognetization, the part Is to be magnetized longitudinally in @ solenoid, using 2000 amperes. The amperages given opply only when the wet residual method is used. Lotte: Method of Magnetic Inspection A “Magnetize circularly, contacting on ends 8 Magnetize circularly, rotating eecentrically on a copper rod c Magnetize longitudinally in @ solenoid 5 | Magnetize circularly, contacting on ends Magnetize circularly, contacting on O.D. 5 Magnetize circularly, contacting on ends Magnetize longitudinally in a solenoid Magnetize circularly, rotating eccentrically on a copper rod Maghetize circularly, contacting on O.D. § ‘ eit ‘Magnetize circularly, rotating eccentrically on a copper rod ‘Magnetize longitudinally in a solenoid 2}3aj,4{s5]6 {7/6 Amps 36 500 | 1000 | 1550 | 2000 | 2500 | 3000 | 3s00 Nomenciature Method] Item for Special Attention Baliend — Pushrod Az 7 Bolt — Crankease £4 |Area under bolt head ond around thread [ Belt —Crankshotr £42 | Check radius under head Bolt — Impeller Spring Drive Aa [Examine threaded area under bolt head Botton — Impeller Spring Drive Gear Spring] Retoiner Ad Com F-7-5 | Magnetize and inspect each lobe sep- rately. Any defect on cam follower tracks is couse for rejection [27}Inspection 123 MAGNETIC INSPECTION Nomenclature [Method | Item for Speci Cage —Impeller Intermediate Drive Gear Shaft Ball Bearing 8-5 Cage — Impeller Shaft Bearing Fa Cage — Reduction Drive Gear Pinion F7-6_| Exomine pinion shaft races Carrier — Propeller Shoft Oil Seal Ring B5_| Check ring lands ‘Crankshaft — Front ‘See Specific Procedure Crankshaft — Rear See Specific Procedure: Cylinder Flange — Magneto Flyweight — Outer See Specific Procedure Flyweight — Inner Gear and Shaft Assembly — Impeller Inter} mediate Drive B65 Gear — Impeller Spring Drive 7-6 Gear —Cam Drive Bsa ‘Gear — Cam Reduction Drive Dés ‘Gear — Crankshaft Rear FES ‘Gear — Fuel Pump Drive E43 ‘Gear — Generator Drive Pinion Eas Gear — Vertical Accessory Gear Bd Gear — Oil Pump Drive E5-3_| Be careful not to bum sharp edges of teeth Gear — Reduction Drive Pinion DSS ‘Gear — Reduction Drive Fixed 75 ‘Gear — Magneto Drive F76 | (28) Gear — Starter Drive D4 Gear — Tachometer Drive a4AGNETIC INSPECTION Inspection Nomenclature Method | __ttem for Special Attention Gear — Vacuum Pump Drive F.43 Hob — Reduction Drive F726 Jaw — Starter 86 Liner — Front Main Bearing Bo Hel Liner — Rear Main Bearing Bo Link — Engine Lifting AS Nut — Pushtod Tube Packing BS ‘Nut — Thrust Bearing F.5:3 Pin — Link See Specific Procedure Pin — Piston AS [Any defect in 1.0. is couse for rejec- tion. Non-metallic indications on OD. are acceptable except on surface or extreme ends, Pin — Valve Tappet Roller A2 Race — Inner Floating Gear F55 Rod — Link. [See Specific Procedure _| [Rod Master See Specific Procedure Rocker — Inlet Valve Large. See Specific Procedure Rocker — Exhaust Valve Large See Specific Procedure Roller — Valve Tappet [See Specific Procedure Shaft — Impeller E54 ‘Shoft — Reduction Drive Pinion Aa Shaft — Valve Rocker AS Socket — Pushrod Ball A2 ‘Screw — Flyweight re Spacer — Crankshoft Thrust Bearing BS Spider — Driving Spring Drive Supercharger | F-6-5 Spring—Ouiside— intake and Exhaust Valve] A:T |) Use @ non-metallic wedge in end Spring — Inner —Intake and Exhaust Vaive | Al | fof coil to magnetize and — Spring — Impeller Spring Drive ‘Ad |J demagnetize. Stud — Cylinder Flange A2 Tappet — Valve AS, ‘Washer — Upper Valve Spring B4 Nomenclature | Specific Procedure Crankshaft, Front counterweight radius. ‘3000 omps., circularly, using bronze balls to make contact [29}. Examine splines, crankpin shoulder, and fillets carefully for defects. 3000 ames., circularly, between plates, contacting crankpin cheek and 500 omps., longitudinally, by wrapping two turns No. 0000 insulated copper cable around the crankpin ond eight turns around the crankshaft [30].Inspection MAGNETIC INSPECTION Nomenclature Specific Procedure Crankshaft, Rear | 3000 amps., circularly, by contacting rear bearing bore and face of crankpi bore, using bronze balls. 3000 amps., circularly, between plates, contacting crankpin cheek and| counterweight radius. 2000 amps., longitudinally, by wrapping two turns of No. 0000 insulated! copper cable around the crankpin and one turn around the rear main bearing. Cylinder 1000 amps., longitudinally, by wrapping five turns of No, 0000 insulated cable around barrel [31]. Examine bore of cylinder for transverse defects. 2500 10 3500 amps., circularly, by placing length of No. 0000 insulated cable through bore ond out the inlet port [32]. Exomine bore of cylinder for lengthwise defects. Examine cylinder hold-dewn flanges particularly around stud holes. NOTE — At each overhoul, magnetic particle inspect non-muff type cylinder barre's on which operating time is unknown or is more than 4500 hours. Magnetic particle inspect any cylinder that has been involved in an accident or has had a stud failure. Revised October 1965