RESTRICTED FOR OFFICIAL USE ONLY |AN 01-25¢N-2 ERECTION AND MAINTENANCE INSTRUCTIONS FOR ARMY MODEL P-40N Series BRITISH MODEL KITTYHAWK IV AIRPLANES This publication roplacos AN 01-25CN-2 dated 25 July 1943 RESTRICTED [ROSS-OOULD CO. SP. LOWS, NO, -8/44-14, 000 30 AUGUST 1944RESTRICTED AN 01-26CN-2 THIS PUBLICATION MAY BE USED BY PERSONNEL RENDERING SERVICE TO THE UNITED STATES OR ITS ALUES Instructions Applicable to AAF Forsonnel. Poasraph Saf Ary Repuaion S805 celatve 1 th haaliog of i ane ed om i, Instructions Applicable to Navy Person! estes comms oloue pveasghe eta NOTE: 4 bey sk seria LIST OF REVISED PAGES ISSUED. Fig APRIL Se aide Malet ei sets petten ES et at 1) Basried mate may be Had, onde xl ican he Morne of Arosa, Cala Leder No, 1248 fue sts [RUC ‘ented ema gute re say Beng ade SeMtttese bah aa ant ented enone! ho bive we fe tor Gen SPNaa se aieate steward eo semlar come oreo ADDITIONAL COPIES OF THIS PUBLICATION MAY BE OBTAINED AS FOLLOWS: ee aaliee degans se i Teen, Tce “Sia eer Basa Be HAGKIV]TIES "Sutece reysomns om atm 291A, ia dale, se the Ais Oubiciens ond Tov Sor, Net CtesyLaatall Laas ous A RESTRICTED MedtechRESTRICTED AN 01-25CN-2 ‘This Handbook covers all maintenance instractions from minor adjustments, test and inspections 10 major disessambly and repair (except seructaral repair) for all P-40N series airplanes in the following blocks: P-4ON-L-CU — AF42-104429 through AFA2-104828 PAON-5-CU AF42-104829 through AF(2-105928 P.40N-I0-CUAB42-105929 through AFA2-106028 P-40N-15-CUAP42-106029 darough AP{2-106405 P.A0N-20.CU‘AP42-106606 through APA2-106428 and AF43-22752 through AFI3-24251 ‘The following technieal orders form a part of che complete instructions for operation, maintenance, aad repair of the P-4ON series airplanes: 01.25C-3 Structural Repaie Iaseuctions— P-A0 Series 01-2504 —Aigplane Paris Catalog— P-A0M and P-AON OL.2SCN-1 Pilot's Flight Operating Insteuctions— PON 01-25CN-30 Cold Weather Operation and Maincee ‘nance [nstractione—P-AON Series RESTRICTED.RESTRICTED AN 01-25¢N-2 Figure 1Front View of P.40N Airplene Figure 2-One-Quarter Right Front View of P-4ON Airplane RESTRICTEDRESTRICTED AN 01-25¢N-2 of Figure 4—Rear View of P-AON Airplane RESTRICTED iiiRESTRICTED AN 01-25CN-2 Figure 5—Three-Quarter Left Rear View of P-40N Airplane Figure 6-One-Quarter Left Front View of P-40N Airplane RESTRICTEDSection 1 m RESTRICTED AN 01-25CN-2 TABLE OF CONTENTS ion, Dimensioas and Leading Particulars 1. Description 2, Dimensions 3. Leading Particulars Shipmene and Erection Procedure 1. Shipment of Airceaft 2. Ereccion 3. Rigging 4. BnginePacking ond Unpacl ings >. Preparation of Engine for Service Handling and General Maintenance Instructions 1. Access and Inspection Provision 2. Ground Handling 3. Ground Operating Instructions 4. Lubricating Requicements 5. Special Tools and Equipment Major Components Pacts and Installations 1. Wing Group 2. Tail Group 3. Body Group 4. Alighcing Geae 4. Main Landing Gear 4. Tail Gese Engine Section a. Engine Mount b. Engine Cowling 6. Power Plant RESTRICTED Toble of Contents Page B B B 2» “ 28 35 35 53 30 6 6 9 95 103Table of Contents Section Ww vt vil vit ix RESTRICTED AN 01-25CN-2 b. Bugine Accessories ¢. Power Plant Controls 4. Propetler fe. Starting System J. Cooling System & Lubrication Systom A. Buel System 7. Fixed Equipment Group a. Insteumenis 1b, Susface Controls 6 Hydeaulic System 4d, Blecerical System Communications Equipment J Armament Prov g Famishings b, Aie Condicioning: Military Load Installation 1. Fquipment 2. Armament Materials of Couswzuccion Finish Specification Tubing Charts Charts aad ‘Tables Service Inspection Appendix | U.S.A-British Glossary of Nomenclacure Alphabecieal lade RESTRICTED Page 103 us 118 am 129 19 133 1463 151 151 11 158 182 210 28 233 236 29 29 241 202 265 260 287 288RESTRICTED. Frontispiece AN 01-25¢N-2 RESTRICTED.— Ls ENGIN pWOUN \ was vWo'7.3" \\ 8 \ A RESTRICTED AN 01-25CN-2 33'3,7° 26°11 po aos el riREWs B rPREWALL > ONE Loan “\cROUND LINE Figure 7—Three View Dimensions RESTRICTEDRESTRICTED Section! AN 01-25¢N-2 Paragraph 1-3 SECTION I DESCRIPTION, DIMENSIONS AND LEADING PARTICULARS 1. DESCRIPTION “The P-40N airplane isa single seas, low wing mono: plane, designed for medium altitude pursuit aad inter: ception of hostile aircraft, Ic is powered with one 12+ gylinder V.A710-81 (F-20R) Allison engine for air. lanes AF@-L04829 through AF42-106495, and one 12- cylinder V-1710-99 (F-26R) Allison engine for air- planes AF2-|06406 and subsequent, Its armament con- sise of six 50 caliber machine guns. AIL guns fire out. Side the propeller disc 2, DIMENSIONS. Figure 7 gives the principal overall dimensions with she airplane in normal position ar rest. 3. LEADING PARTICULARS. ‘The principal dimensions aud data pecta airplane are given in the following table: ing wo the PRINCIPAL DIMENSIONS (Aireraft in level flight position unless otherwise seated.) GENERAL ‘Spon 37 £033 in Lengeh (overall) 3B fe 37 Height 1DhT ia, Height (cil wheel oa geound, pro- peller blade vertical at top) WINGS Airfoil Section (curve identification) NACA, 2215 a¢ root NAGA. 2209 at I9T in. from fuselage 15 3.5 ia. ceater line Chord at roo: 9 Fe Chord at wing dp 466 is Incidence +1 Dihedral {measured at leading edge of wing) 6 ~weepback 13" STABILIZER Span 12 fe 9.62 in, Maximum Chord 4235 in. Tacidence +2 FUSELAGE Widdh (waximum) 38.32 in. Height (maximum) 57.81 im, Lengih (without engine mount) ......2L ft 9.3 im Length (with engine mount) 27 fe LS ia AREAS WINGS (Jess ailerons) 217.70 49 fe WINGS (cual) Be sq it AILERONS (coral) 183 sq fe FLAPS (coral) BLS eg fe STABILIZERS (including elevators) 30.86 4q ft ELEVATORS (wo) (including sabs) 14 fe ELEVATOR TRIM TABS (co%al) 1.08 sq ft FIN, 0g fe RUDDER (including cab) 13.74 sq fe RUDDER TRIM TAR 5 sq SETTINGS AND RANGES OF MOVEMENT. OF CONTROL SURFACES STABILIZER 2° up from dheust line FIN, OFFSET (measored from fuselage center line) o ALLERONS Up (rom neutral) 133)4° Down (from neuteal) 10.1 /2° FLAPS Up o Down 6 ELEVATORS Up (from streamline wich stabilizer) 30" Down (from streamline with stabilizer) 20° RUDDER Highe (from streamline with fia) 30° Left (irom sireamline with fin) 30° ‘TRIM TABS Elevators—Up (from slovator railing edge)... 3 Down (irom elevator truiling edge). 26 Rodder—Righe (Trom radder trailing edge) 15" +5 1 oh Left (from rudder railing edge) 15° +5 ay Aileron (AF42-10429 chrough AFG32051) Lett (ixed type] Bent «0 suiton ground Right (fixed eypeh Bento suiton ground RESTRICTED 1Section | RESTRICTED. Paragraph 3 AN 01-25CN-2 Aileron [AEG-24252 snd TAL WHEEL subsequent) Type Hydeoulically Tefe (one fixed end one elec- retraceable tic type) Fined ype, bent co Shack Strat sic on ground) elec: Type Single stent poeama- ic ype, adjusted te ole electrically fromm Part No. Bra7-510 cockpit. Righe (xed ope) Bent to suiton ground TOLERANCE ON CONTROL SURFACE MOVEMENTS, UNLESS OTHERWISE SPECIFIED x ALIGHTING GEAR WHEEL TYPE ALIGHTING GEAR ‘Type Mydeaubically retractable “Tread (wider from cenies of re w center of tee) 8 ft 25 in, Shock Steats (nisin) Type Single strut, pneuma- dicoleo Part No. 11-1000 (for 27- inch wheels) 87-31.910-10 (for 39+ Plaid Required ach wheels) ‘Tratle neme idensiBcarion (commercial) Lockheed No. 5 AAE Specification 3586 WHEETS (ain) (For aicplanes AF:2-106429 through AB(2-104828) Hayes vype Hayes, 30 inch emooth ‘contowe drop center tim wpe, pare No, H3-159A, Tire 30 iuch, ply Nylon easing, smooth con: tour, drop eearee type. Infute 1 iolacion mark ‘Tire Pressure WHEELS (main) (For siephacs AP{2-104829 ‘and subsequeni Type Hayes, 27 inch smooth oncour, deop cet ter rim type, part No. G-3.297M ‘Tire 27 inch, 8-ply Nylon casing, smooth con. tone, drop comer ape Tite Pressure Inilace to inflation ‘mark BRAKES Type Hayes reversible, hy- droutically eperacel, single shoe Fluid Required Trade acme, identification (commercial) Lockheed No. 5 AAF Specification 3586 WHEEL, ‘Type Fisestone 12.5 in. di ‘ameter, smooth con- tour, pure No. CO 20M ‘Tire 125 ia, diameter, 6- ply rayon smooch actor Tafiare c© inflation ‘mark, ‘View Pressure ENGINE Y-1710.81 (aieplanes AF42-108029 chew AFA2-106406) AAP Designation 1710-98 (airplanes AG42-106407 and subsequent) Gear Ratio (engine to propeller)? 1 Feet Specificasion AN-E-25 “Ameadasent No. 1 100 ecrane ou Specification AN-VWs 0-465 Summer grade 1120 ‘Winser grade 100 “PROPELLER Manefacturer Curtiss Propeller Di vision, Coldwell, New Jersey Becerieally conezolled Type «theee blades) Constant speed Mosel No. 532D-F8i Hub Assembly No. 1107-3, Blade No 59303-24 Diemecer 1 fe 0 in Governor Control No. 100,608.16 Pitch Setting (mewured a <2 ‘neh station) Low (fine) 25" High (coarse) Ss 2 RESTRICTED.RESTRICTED Section ltl AN 01-25CN-2 TANK CAPACITIES GALLONS (EACH) FUEL TANKS: Front Wing Tank Rear Wing Tank Fusalage Tooke 34 US (28.3 Impecisl) 54 US (449 Imperial) 66 US (54.9 Inpecisl) Total Fuel (orieh 150 US (125 Imperial) gallon belly rank) 308 US (253.1 Jemperial) her tank installed depend- ag upon fight mission, OIL TANK (service capacity). 8.7 US (7.3 Imperial) ‘Belly Tank 75. US (62.4 Imperial) Exprosioa space 1,3 US (1.04 Tmperialp "Belly Tank 150 US (125 Imperial) ‘otal Oi 7 impeeial “Total Fuel (with 75 US Toul OF 87 US 73 Imperial) (G24 Imperial) gation COOLANT EXPANSION belly cane) 229 US (190.6 Imperial) TANK 3.5 US (2.9 Tanperial) SECTION il SHIPMENT AND ERECTION PROCEDURE 1, SHIPMENT OF AIRCRAFT. CAUTION 4. CRATING.—tech sieplane is shipped in two swocelen crates, The larger erace contains one complete wing panel with landing gear installed, (See figure 8.) ‘The wing panel erate also containe the following items: wing tips, pilor’s seat, wing allets, rudder, stabilizars and slevarors, fn, cal fillos, propeller nose ‘cone, propeller, a small box of propeller parts, another small box containing she propellee power unit, a box of loose equipment, box of SCR.274N radio ports, hox of SCR-522-A radio parts, desia line casting screws, Shortage Form CWRAI, and a 150 US (125 lmperial) gallon belly cank, ‘The small crate (figure 9) contains the fuselage with engine installed including engine and cadiacor cowliag atached, the windshield and cabin enclosure essembled. The fuselage is bolted w a stend which ia turn is bolted « the floor of the crate. The fuselage erate also includes the following ixems: engine oil, ethylene glycol (coolant fluid), station 5 armor place, hydraulic uid, 75 US (62.4 Imperial) gallon belly tank, cadiacor exie air duce, special repaic material, wo blister fillers, engine and cockpit covers, a box of loose equipment and the kesl cow). 8, UNCRATING THE PANEL BOX.—The fis crate tobe dismantle isthe wing panel cate. There ac severals ways te panel cave may be disasemblee, fn the content removed, but she following procedure in recommended: “Remove the upper aad lower hal ‘kone side in te ondee mentioned, and then take of the upper hall ofthe ofher side, Take out as auch of the eqespment 6 postble, which thould inslade the ing file units since shey are fastened to both the Tides end top of che erie, Next romove the fop and {Ske ou the {S0gallo Belly cank. Alter removing the Eeily tony we off the lower hf of she romaioing Side and remove the remaining equipment Lise care 10 avoid striking exposed naile of bolts when removing pacts from the erate, Be very careful nor to drop the 150-gsllon belly tank, This tank is not made of metal and is exsily damaged. All parts should be ragged immediacely after removal from the crate, The tog should con: ‘ain the name, part number, and number of airplane to which they should be assembled. Use care to avoie! misplacing small parts such as screws, boles, auts, washes, tc. ‘Take off both ends of the crate, ani the wing panel is realy for removal, 6. WING HOISTING —Acach the wing hoisting sling (part No. 87-88:509) co the panel. One hoisting sling is sent with every fifth airplane and the case con- taining the sling ig marked on the outside. ‘To attach the sling, secure the two sliding plates marked "REA) to the rear of the panel we sections. ‘There are two studs in each plate, Match the stud marked "24TH HOLE” wich the 24ch hole feom the feone of the tee section. (See figure 10.) Do NOT ateach the other wo plates marked "FRONT". Hoist dhe wing clese bf the crate in a vertical position. With aboot 20 men holding the leading edge, the wing may be lowered fo 2 horizontal position ard the ewo "FRONT plaros of the hoisting sling fastened in their respective po: Hons. The stud marked “ich HOLE” shold be in serted in the dch hole {rom the front of the panel ree section. The wing should hen be lowered to = wing cradle or some other suppost that will retain it in = horizontal position. ‘The weight of she wiag assembly |s approximately 2600 pounds. d. UNCRATING THE TUSELAGE BOX.—Re- move the top and hoch sides in the order mentioned Remove the wo blister fllecs feom the aft enxl of the crate, andl the engine and cockpit covers From the For: ward end. Rempve hoch ends of the crate. Take oat All she loose eqysipment RESTRICTED 3RESTRICTED AN O1-25CN-2 Section It Figure 8-Wing Panel Crate-Lof? and Right Viows RESTRICTEDRESTRICTED AN 91-25CN-2 Section Ih Figure 9_Fuzalage Crato-Loft end Right Viows RESTRICTED 5aqiotuisay 2. TON SAFE-LOAD HOIST ATH HOLE (5:25 INCHES) FROM FRONT OF WING TEE HOISTING SLING SPREADER ASSEMBLY reeme SLING (59.6 INCHES) FROM FRONT OF WING TEE FOR ATTACHING CLEVIS SEE VIEW A _—— ATTACH REAR CABLES| ONLY FOR HOISTING wine IN VERTICAL, FOSITION NOTELATTAGH SLING AT ALL FOUR POINTS FOR HOISTING WING IN HORIZONTAL POSITION, | | a ‘N we LEADING: EDGE Figure 10—Wing Hoi GNOST-1O NY 3Section Poregroph 1-2 6 FUSELAGE HOISTING—Remove the side en ne cowl from both sides of the fuselage and xttach, the front hoisting sliag 10 the lugs provided on the fengine mount. (See gure LI.) Insert @ bar about Sie fees long chrough the life tube ar the rear of the Fuselage, ateach the evar hoisting, sling, and hang a 100+ pound weight on each side of dhe bar. Avtach the front End rear hoisting slings, exch to a hoist, and cake up the slack in both sling assemblies. Remove the belts holding the fuselage to the metal stand, and hoist the fuselage clesr of the erate Two traveling hoiets st lease 18 feet high should be availuble for hoisting the fuselage. The hoise st the forward end of the Fuselage should have a capacity ff two tons if only the fuselage is to be hoisted, andl Tour tons if the complete airplane is to be hoisted. The hoist at che aft end should have « capacity of one ron, WARNING “The tail lifting bar must be passed complesely through the life tube in the fuselage and che tail raised by lifting both ends of the bar, otherwise serious strain and damage «0 che Fuselage may occur. Never use the stabilizer for lifting she afc end of che airplane, If the tal is rnised to dighe posicion, ewo 100 pound weights should he hag oa the lifting Ber, one on each side of the fuselage. Do not weight the til of the airplane by putting sand bags oa the fuselage ieself. Figure 12~Engine Hoisting ‘An engine hoisting sling is furaished by the en- pine menufacturer, By avachieg the sling «0 the RESTRICTED AN 01-25CN-2 stads which hold she cylinder heads «0 the crankcase, the eagine may be raised. (See figure 12.) Do act at- tempt, under any circumstances, to livist the airplane by meens of tho engine hoisting sling atiached to the engine. ‘This sling is for the installacion and removal of the engine only, 2. ERECTION. a Whon lowering the fuselage onto the wing, ex ercise great care to avoid damage co contacting pert “Three men are eequired « jasure proper handling. b, ‘The inside sutface of the sce sections oa the wing and the corsesponding surface of the fuselage Should be coated with a light grease before assembly. 4 One man should be placed on top of the wing. ‘and the fuselage lowered over him. Hie should weteh the front and the rese co see that the various units in the cockpit are not dameged as che fuscloge is lowered conto the wing: d. Units to be watched carefully oe (1) ELECTRICAL WIRING. —Make sure chat pone of the elecerical wicing is caughe decween the cee sections of the wiag and fuselage. 2) HYDRAULIC, FUEL AND OIL LINES Watch all hydeaulic, fuel, and oil Hines to see thas dhey ‘are not pinched or damaged ia aay way, if the fuselage Should swing or sway when ic is being lowered onto the wing. (G) FIREWALL, — The firewall should be watched to see that ic does not sivike the wing. (4) OIL “¥" DRAIN COCK.-Do not lec the faselage swing back far enough so that the “Y" draia will strike the wing. IF it docs, che "Y" dain may be heat o¢ torn loose from ies hose connections. (3) HEATING AND VENTILATING INTAKE DUCTS.—Be careful thae the intake ducts are not dam aged in any manner while the fuselage is being Jow- tered in:o posicion. () MATCH ANGLE.—Be careful of the small part of the match angle which extends beyond the tailing edge of che wing, (0 invure chat i is not dam aged in any way. e. Lower the forward end of the fuselage slightly Jn advance of the reat, so the front fitting» at station {nay be engaged frst. Then aliga and iasert che bolts Next, lower the fuselage until the remainder of the holes ace aligned. Invert a pair of trailing edge boles, tnd the intermediate station (bulkhead) bolts. Insert and tighten evenly the remainder of the bolts. Insert the chece bolts atteching the tailing edge of the wing to the fuselage (center). Note ‘The aut for the last bole may be dghtened though a hole in che surface of the wing by opening the wing Maps. 8 RESTRICTEDRESTRICTED. AN 01-250N2 Je The sail of the aieplone may now be supported from the lift eabe bar by two stands, one on each side (of the fuselage, leaving the weights ia place, aad then ceemoving the sear hoist. Next, the frons hoist may be removed and che fronc supposted by jacks, ig The Following is a list of installations and com nections 10 be mace after che wing and the fuselage are assembled: Note Complete instructions for installing the fol- owing items are coatained in eection LV. (2) Insall the sabilizer 2) Taseall dhe Ba. (3) Install the rudder and elevators. ©) Conaect the elevator pash pull link o the levator horn and attach the rudder control cables r0 the sudce hen. (6) Connect the rudder and both elevator trim tah control flesible shefs at dheiedisconaeer fitings at the mndider and elevators (6) Connect the navigation fight wire from the fia ro the terminal block on the bulichead at fuselrge sation 1 (3) Chace al} cable tensions ater rigging the ‘ail surface controls, See figare 215.) (8) Connect the hydraulic Hines © the head pump, 18) Connect the hydraulic fines from the beoks rmester cylinders to the brake hydraulic lines at theit Gsconncee fitings 90 the top surface of the wing. ‘(0 Conneee the hydeaulie Hines fom the hy- icaulic systems coatrol valve to the wing fap, and the Iaeding,gear hydraulic lines xt their ditconnece fittings oa the top susface of the wing. (1). Bill the hydraulic reserve tzole in the fuse: lage, aft of the fuselage access door, with hydraulic fhuid, AF Specification 3586. A container of hydenu- Jic fluid is shipped sn a sepacace box packed im the fuse- Inge crate, Subsieutes may be a mixrare of 50 percent castor oil and 50 percent butyl monohydroxyechyl ther of, if not available, use 50 percent easter oil and 50 percent diacetone alcohol. (12) Check the londing-gene and esil-whee! re tracting units (13) "Make the electrical connections forthe wing at the jaretion boxes, one on exch side of the cockpit. (14) Insail the propeller. See section TV, pace- geaph 6, for compleve instructions.) (13) Connect the airspeed indicator Hines. (GO Tastall the picoe sabe and make the neces. sary electrical connections. (5) Tassall the foe selector valve control sod through the leading edge of the wing panel. When installing the fuel selecioe valve control rods, be cer tain the rods line up before fastening them in position. Each cod link is marked with « scribed line or « sed painted line running lengehwise ofthe rod. When in- Stalling the control tod links, these marks sbould ine Up before faieening the ods in position Section I Paragraph 2-4 (U8) Coancer the aileron enbles and check the cable tension and aileron teavel (19) Tastall che wing sips (20) Taseall dhe wail filles. (21) Install she wing fillet. (22) Clean the cockpic thoroughly of all foreign 23) Remove all engine cowling, (24 Remove dhe protective oil coating from the power plant with kerosene in a spray gun. (25) To completely remove the corrosion pre- ventive ageac (CLO Mix) from the inner paris of the engine, it will he neceseary to clean che oil sereens and pre-oil the engine in accordance with section UI, pars geaph 5. (26) Tosca the ais exit duce. 27) Arcach the engine cowling. 28) Accach the Keel fairing beneath the wing, (29) Give the airplane a complere “Predight', "25 Hout", anid "59 How” inspection before i oF ginal "Test Flight". 3. RIGGING. 4 WING RIGGING.—The following items ced rot be checicee 2s they have ro do with characteristics shat are rigidly buile inco the strucrare and cannot be altered: dihedral, incidence, and sweephack. LANDING GEAR ALIGNMENT.—the land- ing wheels should be checced for excessive toe-ia, and any correction hat is necessary should be accom- plished, 4, ENGINE-PACKING AND UNPACKING. a. GENERAL.—The engine is shipped from the e- gine contractor's plane in a wooden shipping crate of the following dimensions 46-1/2 x 35-5/16 x 112 inches. The crace consists of ewo pars: the upper section of cover, znd the loaver section or base which supports the engine, Te also comtains cartons of spark, plugs and a tool kie as indicated by the packing lise The weight of the crave alone is 850 pounc’s, shipping weight of engine and ceate is 2200 pounds. 5, PACKING. (1). These engines are packaged for shipment ancl storage ina plioflm envelope. As a precausionary imessare, 12 hags and numerous dehydrator plugs con- taining MOISTURE ABSORBING SILICA.GEL, §pe- ification AN.O.S.365, are placed at various points fronnd the engine within the eavelope, The seal mouse rot be broken on the envelope uncil the engine is to he placed in the cirplane for service, ualess inspection of the humidity indieacor within dhe envelope has shown, the necessity of replacing the silica-gel. ‘Visual inspection of the humidity indicator must be made just peior co shipment and every cwo ‘weeks thereafter. Whenever the color indicates a mois: ture content of over 20 percent as shown on figure 13, replacement of silica-gel containers will be necessity. RESTRICTED 9Section Il Paragraph 45 @) The engine is securely bolted with eight en- ine hold-down halts co the engine cradle which is pare tof the eagine crate base. ‘The cover or upper section tf the crate is lowered over the engine, Extreme care must be used no co damage the envelope or engine's protruding pares, The cover is securely attached to the base by four bolts passing through the lower ends of lifting straps and the upper ends of mating straps on the base Note When « lifting hoist is not available, the lift ing loops on each cad of the crete permit the use of two bars to lower or raise the cover manually. (3) In che accessory end of the upper section of the shipping crete, aa inspection window is provided for view of the humidity indicator. Whenever pleced iin storage, the crate will be 50 positioned as to make ‘the window accessible for bi-weekly inspection of the Coloring progress of the cobale chloride impregnated silica-gel in the humidity indicator. (See figure 13.) WOME f Figure 13—Humidity Indicator Record the date of the original inspection and ‘each subsequent xe:preser vation in the spaces provided con the end of the crate UNPACKING. (1). “To remove cover from the hase of the engine shipping crate, uasctew the four clamp bolt aucs on oth ends, thereby separating the «wo sectioas of the crate. Attach @ lifting harness 10 the four hooks at the top of che lifting straps as shown in figure Tf, Lift ‘cover off the base slowly, using extreme care «0 avoid amagiag any pact of the engine. (2) Remove the plioflm envelope and the canvas shipping cover. Remove the 12 silies-gel bags from around che engine. Remove silica-gel bags {rom car- uretor. Reaove che carton of spark plugs, tool kit and packing list from the erate base. (See figure 13.) G) Atach a four-legged engine harness 1 « gine in the following manner: Hook the lifting ring fo the hoist, then pass ovo of the hacness cables for RESTRICTED. AN O1-25CN-2 INSPECTION winoow HARNESS Figure 14—Removing Cover From Engine Crete svaed through the vee space between the right and left cylinder baaks, extending them out and sround the Front end of the cylinder blocks and hook them dowa to the front outer cylinder hold-dowa bolts of each block, The sme proceduce will be followed with the ‘other ewo harness cables, passing them out through the wee space the rear of, snd around the wo soar cylin- ders, and hooked dowa to the rear outer cylinder hold- finder block. (See figure 12) (@) Remove engine hold-down bolts and slowly hoise engine out of the cradle. Prevent the engine from swaying w avoid damage. While suspended, aud before transfersing the engine to the engine mount, carefully inspect for pos. sible damege chat may have occurred ia transit or dar jag. unpacking, 5. PREPARATION OF ENGINE FOR SERVICE. a, GENERAL —Engines which have Deen une packed sed exe to be instolled in the aicplane snd placed in service, will be prepared for service in ac ftordance wich chis paragraph, It will be more con venient 10 perform operations (one through eight), before the engine is insalled in che alzplane- 10 RESTRICTEDRESTRICTED AN 01-25CN-2 Figure 15—Pliofilm Bag Removed Showing Dehydroting Units 2, PREPARATION. (1). Remove cylinder bore dehydretor plugs from the spark plug holes. Before installing the spark plags, slowly rotaie che crankshaft three o¢ four eevolutions, and with valve covers removed, observe for proper operation of che valve mechanism. Any valves chat are found so be sticking shall have the stems gener- ously lubicared with a mixture of gasoline and Tubsi- cating oil. Continue to wen the engine over by hand uuatil all evidence of sticking valves has been elimi nated. Also, male certain thst there is no evidence of CLO mi io the cylinders. Note CLO mix is the designation of a corresion pre- yentive mixture that is used by the engine conteactor in preparing the engine for storage during shipment. CLO mix consists of cor orion - preventive compound, Sperification AN-VV-C576 one part, and lubricating oil, Specification AN-VV-O-446, grade 1120, three parts, (2) If all valve mechanisms are operating, prop- erly, che volte covers will be reinstalled, using new gaskets to prevent possible oll leaks, {@) Install che exhoust stacks and shrouds on che outside of each cylinder block exhaust port, making sure the stack gaskets are properly placed. AMR INTIME LOCKING HOLES FORWARD POSITION PEDAL POSITION. LOCKING PLATE QS Figure 24—Attoching the Parking Harness Z-NDSt-10 NY My Honea aalon4ssaaRESTRICTED AN 01-25CN-2 INSPECTION DOOR HYDRAULIC BRAKE FLUID Section Il Paragraph 2 HYDRAULIC. FLUID FUSELAGE FUEL OXYGEN FILLER VALVE. Figure 25—fvel, Oil and Coolant Filler Ports The oil supply tank filer cap is located inside a door in the left top side of the fuselage, forward of the windshield and aft of the firewall G) COOLANT. —The coolans expaasion tanle i installed on the top forward side of the firewall. The filler cap is in the top of the expansion tankk and is accessible through a door in the top engine cowl. The capacity of the coolont conk is 3.5 US (29 Imperial) allons. The capacity of the entice system is 15.5 US (12.9 (mperiad) gallons. The expansion tank overilow vent Fine extends ont through the right engine cowl. “The cpolane used in the cooling system for samme: operation is 100 per cent eciaylene glycol, Specifcarion AN-E2; and for winter operation, @ coolant mixture ‘of $0 per cont ethylene glycol and 20 per cent water is used. Echylene glycol coolant liquid (100 per cent) expands approximately 10 por coat by volume when the temperature is raised from 0° C (32° F) wo 121° © (250° F), which is the operating temperature of the Allison engine. ‘This expansion of coolant should be thea imo consideration when checking «he coolant tank level for proper supply and additions of coolant Liquid. ‘This check should preferably be made when the coolant liquid i warm, "The correct ceolant liquid level and supply can then be compared «0 previous checks a¢ the sme tomperstize az when the coclant supply and level was known to be corsect. (4) HYDRAULIC FLUID—The hydraulic fuid tank is located afe of the fuselage access door, on the left side of the fuselage. ‘The access door to the filler neck for the hydeaulic fuid tank is located ale of the fuselage access door, at the top of the fuselage at station 10. Use hydraulic fluid, AF Specification 3586. ‘The capacity of the entire system is 2 US (1.7 Imperial) gellons. (5) BRAKE FLUID.—The hreke hydraulic ays tems ate serviced: with hydraulic fluid, AAF Specifica- tion 3586. The bralke matter cylinders are accersibie Uheough the doors thet are locued just forward of the windshield, one on each side of the fuselage. Separace hydraulic systems are installed for each main wheel Drake. For servicing details, eve fguee 143. (6) FILLING “THE OXYGEN SYSTEM—The oxygen cylinders may be filled withoat removing them from the aizplane, by pushing che filler valve adaprer from the rechacging cylindees into the filler valve of the airplane. Push the alapter into the valve wntil ie snaps into place. The filler valve is located just inside the fuselage secess door. (See figure 25.) Be sure the emergency valv= on the eegulator is closed tightly, anc that no leaks evict ia the system, Fill the oxygen sys tem co 425 pounds per square inch. Do not exceed 430 pounds pec squace inch, To disconaect the filler line from the filler velve assembly, trip the filler valve hhandle clockwise about one cighth of a tara, Since pressure will blow the adzpter ou, securely hold the end of the hose near the filer valve before tripping the handle, RESTRICTED. ”Section RESTRICTED Paragraph 2-3 AN O1-25CN-2 ‘The sigplane oxygen cylinders will become quite warm during the filling operation. Afcer the eylinders| ceol to normal cemperavure, pressure in the oxygen system will drop 20 © 30 pounds per square inch. After about one houe, prosture in the system will be approxi- mately 400 pounds per square inch, depending upon inidial charging peessuce and atmospheric eemperacure, WARNING Extreme caution must be exercised in the use ‘of oxygen equipment #9 insase that none of jt becomes contaminated with oil or grease. Fice or explosion may reule whea slight traces of oil or grease are in contact with oxy. ‘gen under pressuce. Be suse thet all Hines, i tings, insesuments and other items are free fro oil, grease, and other foreign matter 3, GROUND OPERATING INSTRUCTIONS. STARTING THE ENGINE, (1) ELECTRIC STARTING.—Always use ex ternal power—24 volt de whea itis availeble, for stare ing the engine. Plug cace batcory into oxternal power ccart receptacle (figure 26). The battery line switch should be "OEE" when external power is employed. Figure 27—Ignition Switch Figure 26-Extornal Pewer Cart Receptacle (AF42-106029 and Subsequent) («) Make suse the ignition switch (figure 27) is "OFF". (6) Pull engine through. If engine has been idle for more than wo hours, cuca the propeller at Teast foor complete revolucions by hand with the howe open, before using the scarcer (@) Place the carburetor air control in the COLD" position if normal clean air conditions pre wail, or in the "HILTFRED” position if dusty cond tions exist. (See figure 28.) (d). Place cowl flaps as conditions requise, (See figure 29.) (2). Turn baeiery Hine switch “ON” (figuee 30) if external cart battery is not used. (})_ Place propeller selector switch in “AUTO CONSTANT SPEED” and circuit breakers "ON". ( figures 31 and 3 Figure 28—Carburetor Ait Contrel 20 RESTRICTEDRESTRICTED. Seetion Il AN 01-25CN.2 Paragraph 3 Figure 92—Cirevit Breakers—Main Switch Panel Note ©n aicplanes equipped with manually ope. Enaess ned propeller gowenor control, plane pees ee pellee governor contrat lever in full “AN: es EREASS® sp positon i A) @®) (¢). Tuan generator line switch “ON” (Bguee | yy OY 30.) Be sure generacor circuit breaker (igure 34) is Ae iis i set. Push button in 10 reset ciecuit breaker (4). Set mixture control to "IDLE CUT-OFF" () ‘Vurw the fuel selector valve to “FUSE: LAGE TANK". Never cora the valve pointer through “BELLY” position whea a belly taak is not installed. () Operate the electric fuel boost pump obtain 16 10 18 pounds per square inch fuel pressure (See figure 30.) () Use hand engine primer to inject two to four strokes of fuel into induction manifold, (See fig ure 33.) ee (2) Place she dove contol abou 1/10 open Figure 30—Switches-Main Switch Panel NS Cc oe icy Coc auro CNG Co le em Ll a @ j Figure 31—Propeller Switches Figure 38—Engine Primer RESTRICTED 21Section Il Paragraph 3 Figure 34—Starter Switch (m) Tura the electtic boost pump “OFF” 10 conserve the battery. (wn) Bocrgive stares, Hold the starser switch (gure 34) in "ENERGIZING" for 12 t0 15 seconds (aormal temperatuce), Turn the ignition switch (gare 27) to "ROTH", and then hold the starter switch in. “ENGAGE”. (o) When ds engine begins to fire, move the mixture control io "AUTO RICH”. Operate the hand primer slowly, a8 required t@ keep the engine from stalling. (p)_ When the cogine is firing cegulnrly, close and Jock the primer. ‘Turn the electric booster pump “ON”. Note Do not operate the electric fuel boost pump when the mixcure control is out of “IDLE CUT-OFF” and the eagine is n0¢ firing Do act pump throrrle. Pumping the throtile does aot prime the engine, WARNING If normal oll pressure is noc established wit. jin 15 seconds «fer searing, stop the engine and correct the cause of oil pressure failure. (2), HAND STARTING.—Hand starting of the engine is accomplished ia the same manner as electric starting except ao electric power is employed. The RESTRICTED AN O1-25CN-2 starter is hand cranked and engaged with the engine kccording t the following procedure: (a) Obsain the hand cranls and the hand crank, extension from its position on the right side of che Fuselage opposite the fuselage access door. (4) Open the access door in the Lower rear sec tion of the right side engine cowl (gure 35), thereby making accessible che electric stactor motor brush lift. 1g kooh on the aft end of the starting motor. (See figuce 36.) (0) Lift the electric starting motor brushes by sliding the life knob in the slot «2 the "OFE” position: (2) Opea the "STARTER, CRANK, AND PULL" access door in the righe side of engine rear bot. com cowl (higure 37), thereby making accessible the starting erank extension suppose bayonet type coupling and the start-pall button. (See figure 38.) (ec). Insert the crank extension theough the sup- port and into che coupling. Attach the crank to ex: LIFTING KNOB Figure 35End View of Starting Motor 22 RESTRICTED.RESTRICTED AN 01-25CN-2 STARTER BRUSH LIFTING KNOB ACCESS DOOR RIGHT FRONT WING FAIRING STARTER CRANK AND! PULL ACGESS DOOR Figure 37—Starter Crank and Pull Access Door () Crank the fly wheel until the hand crank is rorating a¢ least 60 evolutions per minuce, Remove the crank and exteasion. Pull on che starter engage button located beside the hond ccanke extension sup pore, This engages the starter with the engine, (g)_Methe stacter fly wheel has fost its momen tum, and the engine has not fired, selease the engage. ment bution and again bring the Starter up to speed by using he sterter crank, and reengage the scarter 10 the engine with the pull bution, (4) When the engine starts, release the pull button and lower the electric mocor brushes by sliding the knob on the afe end of the starting motor to its “ON” position. Section I Paragraph 3 Figure 38-Starter Pull Button 3, ENGINE WARACUP. (1) Stert warming up the eagine at 1000 to 1209 pm until chi oil pressure stabilizes at 60 or 70 pounds ‘per squace inck pressare. When the oil pressure no onger fluctuates and the temperacuce begins t0 rise, gradually increase 9 approximately 1400 rpm. ‘The ‘minimum oil temperature for 1400 rpm is 20° C (68°F). If knowa icing conditions exist, move the car. buretor aie control to. "HOT". ‘The maximum onolant cemperacare will be 125° C (257°F). Daring warmup, the oil pressure should aot exceed 120 ponads per square jach, and che normal oil cemperature should be 60? C to 80°C (140° F to 176° F) wich a maximum of 95° C203" Fy. Q) Fual pressure for idling and operating should be 16 to 18 pounds per square inch. (3) Ser the cow! flaps to the temperature requires (Dn sandy areas, be sure the carburetor air con- trol is in che "FILTERED" position, (5) When the required engine oil and coolant tomperacares and oil pressure are obtained, increase the engine power to 2400) spm and 27 in. Hig with che pro- pellee selector switch in "FERED PITCH" and the mix mre control in "AUTO RICH”, (6). Test the functioning of the dual magnseo ‘when the engine is operating under the condi given ia sep (5). RESTRICTED 23Soetion I Parograph 3-4 AN 0 (2) Wich ignition switch on “BOTH” position, note the rpm and manifold pressure readings. ‘Then momentarily earn the ignition switch «0 the "R” posi tion. Note the loss in engine cpm while operating only fon the righe magneto. (h) Recurn the switch to the “BOTH” posi- don, votil she original spm is regained. (e) Move the switch t0 the "L” position and pote the loss in rpm. Rewsn the switeh «0 the "BOTH" position after the test is completed (@) The maximum drop-off must not exceed 80 apm. ‘The magneto test must be made in as short 1 time as possible, aad should not exceed 15 seconds, to avoid undue cylindor heat and detoaation, (7) Ketura the propeller selector swich co “AUTO CONSTANT §PEED” position. Adjuse the throttle eo obtain 2400 rpm and note the manifold pres sure, Vary the engine speed from 2400 co 2200 rpm ‘by manually increasing the propeller pitch. “The mani- fold pressure should remain constant within one ioch of mercury. (8) Recheck the fuel and oil pressure, and cool. ane temperarare, (9). Recheck the generator to be sure tbat it is ceutting in at approximately 950 spm and is charging. 4. LUBRICATING REQUIREMENTS. “The poiats of lubricacion of the airplane are showa con the lubrication diagearn. (See fgure 39.) ‘The lubei« ‘ants used ar Low ‘Temperature Lubricating Grease, Specification ANG High Melting Point Grease, Medium Grede, AAP ‘Specification 3560 Generel Purpose, Low Temperature, Lubricating Oi), ‘Specification AN.O-6 Spetial Preservative Lubricating Oil, Ordnance De- ‘partment Specification AXS 777 Alumiaum Soap Gresse, Grade AA (Special), Spee fication ANG-4 ~ KEY TO FIGURE Ref Lubricant No. em Specification Prequeney 1 Carburetor Filter Cone ceol Links AN-06 ‘Twice ia 25 Hours. 2. Cackuretor Heat Con- ‘rol Links AN Twice in 25 Hous, 3. Master Beale Cylin- ders 3586 Daily 4 Engine Oil AN-VV.0-456 Daily 3 Cockpit Heater Push= Pull Rod AN-G3, 25 Hours 6 Canopy Crank Handle AN-G-3 23 Hours 7 Emergency Canopy Release Pulley Bearing ANG 25 Hows & Emergency Canopy Release Cables... AN-06 25 Hours 24 RES! RESTRICTED 1-250N-2 Gyro Instrument Lubricating Oil, Specification AN- od Hydraulic Fluid, AAF Specification 3586 Note ‘The following commercial lubricants may be used for propeller lubrication: Curtiss Speed Reducer ‘Oil No. 2 Gacgoyle Aiccesfe Ia- scrament Oil Acco Shell Fluid No.6 Texaco Propeller La- bricant No. 1 ‘Mobile Grease Zero ‘Aero Shell Greate No.3 GENERAL INSTRUCTIONS. Grease all control rods fal length of evel chrovgs firewall. Grease propeller governor control rod full length of wavel through [airlead between cylinder benks, Use grease, AF Specifiation AN-G-3—25 hours. "AI! scaled beatings contain grease, Specification AN. G5, and require no lubrication in service. A oveshaol periods, bearings should be iaspecied for free rolling TF hearings bind or contain grit, replace with new beacing. “All control cables are_pre-greased by menufacturer. Check battery semi-weekly for charge snd proper lectrolyte love “Wipe and jubsicace sll Zerk ftcings every 25 hours, CAUTION Do not lubricate cabin track, Do nat lubricate aileron ball and socket joint. ‘Keep oil and gresse aay {fom all elscisie ‘wiring, shock chord, rubber packings, clec- teical and oxygen equipment, and sires. For speed reducer For propeller hs 39 (Sheet 1 of 3 shoots) Ref. Lubricant No. Trem Specification Frequency 9 Trim Tab Conceal Unie ANG 25 Hours 10 Elevator Conecol Push Rod Bearing AN.G3 100 Hours 11 All Tueabuckle Ends AN-0-6 25 Hours 12 All. Hinges — Flaps, Landing Gear Doors, Tail Wheel Doors, Ammunition and Gun Access Doors, and Fuselage Access Door AN-0G $0 Hours 13 Access Door Latch ANAI-G 25 Hours 14 Hydraulic Reserve Taak 3586 Daily 15. Tab Control Chain — Coating ANG 25 Hours STRICTEDRESTRICTED. AN 01.250N-2 Section Il WIPE AND LUBRIGATE ALL ZERK GRADE Moo FOR WINTER Ref No, 16 7 18 19 20 aM 2 3 4 6 6 len ‘Trim Tab Drive Shate Connection Jackshaft Bearings — Cowl Flap Bellesnk—Cowl Flap Control Cowl Flap Hinge "A" Brame Consec: sion —Cowl Flaps. esther — Cowl Flags — Surface cockpit Heater Valve Renrings Conirol Stick Sep Fuel Selector Valve— Rods — Universal Joines Brake Pedal Bearings Belly Tank Release Control Figure 39 (Sheet I of 3 Sheets)-tubrication Diogrem Lubricant Specifcasion AN0-6 AN.G3 ANG3 N06 Frequency 50 Hours 100 Hours 50 Hours 25 Hours, 25 Hours, Daily 25 Hours 25 Fours, 25 Fours 25 Hows 25 Hours 25 Hours Ret. Ne 28 2» 30 31 32 2 34 33 36 37 38 PM PH RESTRICTED. em Bungee Control Lever AIL Conceol Cable Ends Machine Guns Wing Bomb Releose Conwol Flap Coawol Red ‘Turabuckles Flap Push Rod Surface Flap Pash Kod Rollers ‘Tail Wheel Door “Tuenbuckles Aiferon Dram and Cable Attachment Blevator Pash-Pull Linke ‘Trim Tal) Rod Con: Propeller Motor ‘Spee Reducer Propeller Hub Lubricant Spocifiesion ANOG ANG AXSI77 ANG ANG ANOG ANOG AN06 ANGS ANG ANG3 ANOS ANG-4 Grade AA Frequency 25 Hours 25 Hours Daily 25 Hours 25 Hows, 25 Hows, 25 Hours 25 Hours 25 Howe 50 Hours 25 Hours, 50 Hown, 50 Hours 28RESTRICTED. section an otaseu wvoneste POINTS 1 ano @ Hay WHEEL WELL igor oLf0 WEERLT- USE one wvonauuie Flue sar orceiioxvion 3508 | UNAMENOED oRADE @ (@LUE) @powess sxe cranes, vier worn oneeee sap aotcrricerie Sstone neDIUH TB ane FT nos arabe 0 wouRs oneace, sreccaion tneans 5 ous MAIN LANDING GEAR Figure 39 [Shs 2 of 9 SheesLobretionBigram KEY-TO FIGURE 39 Shee 20S shee) we sete tg sete Bm iin ragony BE tm iit, pags %6 RESTRICTED.RESTRICTED Section ti AN 01-25CN-2 5 .ZERK FITTINGS GREASE SPECIFICATION AN.G-3, 25 HOURS. X AXLE BEARINGS GREASE SPEGIFIORTION AN-3-2 WIPE SWIVEL BEARINGS WITH GREASE, SPEGIFIGATION AN-0-3 =200 HOURS a a TAIL GEAR Figure 39 (Sheet 3 of 3 Sheets)-Lubrication Diagram KEY TO FIGURE 39 (Sheet 3 of 3 sheets) Ref. Lubricant Ref. Lubricant Nov [tone Specification Frequency No. Item Specification Frequency 1 Reeracting Strut Pie 4 Oleo Strue Filler 3586 Weekly ton Guide ANOG 25 Hours 5. Universal Joine 25 Hours 2 Reteacting Strut Dis: ton Lug ANGS 2sHous © Swivel Bearings 200 Hours 3 Drag Truss Front Tie 7 Door ‘Trunnion 25 Hours ting ANG3 2SHows 8 Axle ‘Bearings 1100 Hours RESTRICTED wvSection It RESTRICTED Paregraph 5 AN 01-25¢N-2 5, SPECIAL TOOLS AND EQUIPMENT. Part No. Part Name «, GENERAL—Following is a list of she special 7522 Sead Driver—1/2eineh— ols RAS otpwing a et of te ecelParszt Sad Devs 2r Gf the model PHON series aieplace. "The tools and ee (see guce 5) Smntin teehee Melts goagogy Wanteap (Ger fee 40) Ne Port Name 87-8803! Weench—Laading Gear PLOT Adapter—Air valve and and Tail Wheel Oleo ‘Pressure Gage See fgure 40.) Metering Pin Gee figues 123.) PAGS — Blocks Wooden Vise. (See figure’) 87-8632 Wrench—Hond Hy- P1624 Blocks Weeden Vie See Egure &2) cravlie Pump (see figure 47) A7-00738 Delt Pio-Wing Gun. (See figured.) PARTI. Wrench—Laudiag. Gene P0209 Gaslo-Meering Pin Uppec Trunnion Nut (See figure 48) Wrench See figures Band 125.) payseds Wrench Cylinder Bear. s7.09598 Gun Changer eefigwe td ing Not Spannec (See gers 49. §7.86020 Hoisting Sling—Front (See gure 11) ee ed Geckos SrA8OI9 —Hosciog Sling Tail. (Seefigwe tt) BTU YlenspT aT Meal Gee igure 50) 87.8850) Hoisting Sling Wing (See Sgure 10) Brad Retaining Nuc... (See igure 51) Braso24 Pal-—Gun Servicing. (See SguceB) pages gral metmnlog Nik S788 505-L Pad Waleawey (See gure 8) senoh-—Pivoger (87-88-525-R Pad—Walkaway (See figure 43.) See ly Installation fi 87-68.587 Puller Assembly Engine ppanaee (Soo figure 52) Mau Bok (see igure) ABIL Weench-Plunger End S7-69:737-1. Ratchet Handle Gun Spannes (See igure 53) ‘Mouning Weeneh (See figures) P-1018) Wrench —Tail Gear Re- 87-69-737-2 Socker—3/Binch— teacting Strat Clin. 12 poi (See fgure 1) der Bushing Spanner (See figure 54) 87-69-737-3 Sockets—7/8-inch— P-20233 Wrench—Elevator Trim 12 point (See fuce 41.) Tab Control (See figure 33) s7-69:737-4 Socket—-Le/16inch— P0168 WrenchAdjusabie Face 1 poine (See fpure 41.) Spenner (see igure 96 AIR VALVE FROM OLEO STRUT OLEO STRUT Figure 40—Air Velve and Pressure Gage Adapter, P-10197 28 RESTRICTED.azigrusaa & 67-69-737-4— VIZ16 INCH -12 POINT SOGKET 87-69-737-3 1/8 INCH-12 POINT SOCKET 87-69-9680 GUN GHARGERS \87-69-738 WING GUN ORIFT PIN 87-69-7371 87-69-737-2 RATGHET 5/8 INGH - 12 HANDLE. POINT, SOGKET Figure 41—Gun Mouating Tools and Gun Chargers Nosz-lo NY ouoMHisae woosSection Il RESTRICTED AN 01-25CN-2 87-88-031 LANDING GEAR AND TAIL GEAR OLEO METERING PIN WRENCH ZOLEO STRUT PISTON Figure 42—Vise Blocks, P-16245 and Metering Pin Wrench Guide, P-10209 27-88-5251 _ ZNMUNITION BOX - A | (FL ar-as-sea | ( GUN SERVIOING PRO Figure 43-Walkway ond Gun Servicing Pods 20 RESTRICTED.RESTRICTED Section I AN 01-25cn-2 ENGINE MOUNT BOLT gy oS Figure 44—Engine Movat Bolt Puller Assembly Showing Bolt Engeged in Clamp LANDING GEAR HINGE FITTING — Figure 47~Hond Hydraulic Pump Wrench Figure 45—Stud Driver—Landing G Fitting, P-17522 Figure 48—Landing Gear Upper Trunnion Nut Wrench, P-12770 Figure 46—Wing Flap Cylinder Wrench RESTRICTED 31RESTRICTED AN 01-25CN-2 Section OLEO STRUT CYLINDER Figure 50-Tail Wheel Wrench, P-10195, Figure 49-Viso Blocks, P-16244, and Cylinder ‘Bearing Not Sponiner Wrench, P-14845 HAND HYDRAULIG PUMP — BALL: PISTON END Figure $1~Ball-Piston End Retoining Nut Wrench, P-14835 2 RESTRICTEDRESTRICTED. Section Il AN 01-25CN-2 ‘OLEO STRUT— Figure $2—Plunger Assembly Installetion Spenner Wrench, P.15765 Figure 55—Elevator Trim Tab Contral Wrench, P-20233 ‘OLEO STRUT FLUNGER ASSEMBLY. Figure 52—Plunger End Sponner Wrench, P-13171 PLUNGER END N OLEO STRUT PLUNGER ASSEMBLY TAIL GEAR RETRECTING STAUT— Figure 56Adjustablo Face Spanner Wrench, P-10128 Figure 54—Cylinder Bushing Sponner Wrench, P-10189 RESTRICTED 33ve asioruisay PROPELLER SPINNER ASSEMBLY GOWLING AND FAIRING ENGINE MOUNT FUSELAGE ASSEMBLY (AF42~104429 THRU AF42-104828) 5 COCKPIT CANOPY (AF42-104429 THRU AF42-104828) FIN ASSEMBLY sume RUDDER ASSEMBLY ELEVATOR ASSEMBLY 2 10 " 2 B 4 15 STABILIZER ASSEMBLY TAIL GEAR ASSEMBLY WING FLAP ASSEMBLY AILERON ASSEMBLY PANEL ASSEMBLY WING TIP ASSEMBLY LANDING GEAR ASSEMBLY 16 COCKPIT CANOPY (AF 42-104829 AND SUBSEQUENT) \7 FUSELAGE ASSEMBLY (AF42-104829 AND SUBSEQUENT) Figure 57-Main Assembly Breakeewn ENDET-10 NY Ni wo1295 aaiD1assaaRESTRICTED Section IV AN 01-25¢N-2 Paregraph 1 SECTION IV MAJOR COMPONENT PARTS AND INSTALLATION 1. WING GROUP. 4. WING. () DESCRIPTION. (#) ‘The wing is an internally braced, full ean Cilever, multi-cellular, stressedskin type, consisting of evo panels which are joined together at the air- plane center line by a serios of bolts through the ‘match angles and che center line bullehead. The match angles are riveted 10 the skia and seringce assemblies of each panel. (See figure 59.) The wing is areached to the fuselage by a series of holes through the lower fuselage longerons and the wing attachment tees which fare attached 10 the upper surface of the wing on ‘each side of the airplane center line. (See figure 60.) Aluminum alloys 2480 aed 24ST aze the muajor rave: rials used in the construction of the wing, () Wells are buile into the underside of the wing for che wing ful tanks and landing gear wheels, A skid rail is provided at the joint where the cwo wing sections connect to serve as 2 skid in case of fan emergency landing with the wheels retracted. (See Fignee 61) (2) REMOVAL AND DISASSEMBLY. (® REMOVAL OF WING. WARNING Jf removal of the wing from the fuselage is to be accomplished indoors, draia sll fuel tanks (fuselage, wing, amxilinry wing and belly casks) before the airplane is hangared 10 minimize the danger from fice. When the tanks are properly drained, close and lockwire the deain cocks to prevent dust and foreign material from entering. the canks, 1. Drain and remove the belly tank and the auxiliary wing tanks from the airplane if installed. ‘The sway braces will be jettisoned with che tanks, 2. Remove the forward, intermediate, and sear keol faitings from the airplane, and drain the ‘wing and fusclage ranks. 3. Remove the attaching screw and nvt Io- ‘eared adjacent to the fuselage tank sump drain, which, atiaches the battery vent line to the fuselage’ at this poine 4, Loosen the hose clamp eround the fuse- lage fuel tank line at the tailing edge of the wing. Remove the acaching screw which holds the fuel line support clamp co the fuselage and disconnect the fuel 1¢ hose from the fuselage cank line at this point. Remove the support clamp from the hose and reinstall on fuselage for safe keeping. - 5. Remove the three 5/lé-inch boks from the fuselage-to-wing tailing edge march angles 5. Remove the front, intermediate, and rear ‘wing fillets from both sides of the aizplane, Remove the ale fairing of the front wing fillet, which is inscalled on the lower surface of the wing near the jack points. Figure 58Wing Supported in Dollies RESTRICTED 35Section IV Paragraph 1 Figure 59Wing Panels Separated . Note ‘The breather line from the propeller reduc- don gear housing is connected co the Tenge vont ftsing in the left front wing fillet. When fll the actachiog screws have been removed froen che filler, poll the Bilec sufficient distance ‘away from the airplone to reach ia und loosen the hose clamp at the hose connection to the fitting. Then remove the fillet. 7. Remove the vwo side sections of en give cowl $ Remove the bowom engine cowl Be sure to remove the safery pins and loosen the tone buckles on the air seals between the ecolant saiators and oil cooler and the intake duces of the borwm engine cowl. The turabuckles are accessible through the inke duets in front of the bottom cowl. Push the canvas seals away from the cow! and thea remove the cowl. 59. Remove the ewo sections of rear side cowl, fone on cach side of the fusclage. Note On airplanes with the battery installed for ward of the firewall, the Reed and Prince screw ot the top aft side of the rear left side cowl must he removed before the battery ac cess door can be removed, 10, Remove the cowl flap sembly. Tas structions for removal are given ia paragraph 5, b of this section, 11. Remove the oir exie duct. Lostructions for eomoval are given ia parageaph 5, of chis section. RESTRICTED AN 01-25CN-2 Figure 60~tifting Fuselage Of Wing 12, Disconneer the oil “Y” drain valye from the support on the Jeading edge of the wing by re moving the ovo ataching secews (ligure 62). 13. Loosen the hose clamp on the engine fuel supply line at the point near the wing lesdiag edge whece dhe self-sesling hove is joined co the mecal fuel line. Separace the hose from the metal fuel lise Ii. Disconnect the L/4-inch peimer line at the hose connection to the fuel selector valve. Figure 61—Center View of Pone!—Lower Surfece 36 RESTRICTED@P9OO9O GPO OS RESTRICTED Section IV AN 01-25CN.2 oh | O@®OOO@DOO®D © 1 ELEVATOR PUSH-PULL TUBE 10. OIL"Y* DRAIN VALVE SUPPORT 2 SIGNAL PISTOL CARTRIDGE CONTAINER SUPPORT ||, WING FLAP HYDRAULIC LINE GONNEGTIONS 3.PANEL JUNCTION BOX [2 LANDING GEAR HYDRAULIC LINE 4. HYDRAUIG PUMP OUTLET CONNECTION CONNECTIONS 5. HYDRAULIG FUMP INLCT PORT IB. CONTROL STICK STOP 6. FUEL TANK VENT LINE CONNECTIONS '4. AIRSPEED LINE GONNEGTIONS 7. BRAKE HYDRAULIC LINE CONNECTIONS 15, FUEL SELEGTOR VALVE SHAFT ©. CONTROL STICK GONDUIT ASSEMBLY UNIVERSAL JOINT 9. GUN HEATER DUCT ADAPTERS 16. COWL FLAP TORQUE SHAFT SUPPORT LUGS. Figure 62Contor View of Panol—Upper Surface RESTRICTED 37,Section IV RESTRICTED Paragraph 1 AN 01-25CN-2 Figure 62—Airplane on Wing Supports—1/4 Frent View Figure 64—Airplane on Wing Supports—2/4 Rear View 38 RESTRICTEDRESTRICTED AN 01-25CN-2 15. Fee dhe fuel supply ine and 1/inch primer line which are secured hy Adel clamps co the Jug on dhe center line bulkhesd s¢ the wing leading ccge by removing the one attaching screw. 16, Remove the cow! flap torque shaft sup. port (igure 62) which is held by ewo bok lags dn the center Line bulkhead ar the wing leading edge 17, Disconnect che electrial connector plug from the eleccric fuel pump motor. 418, Disconnect the fuel selector valve shaft by romoving the pia abeve the wniversal joint at the top of the wing forward of the firewall on the left side, 19. Remove the pilot's seat From the cockpit. 20. Remove the armor plate immediately aft of the pilor's seat. 21. Disconnect the elevator push-pull cube from the belloraak on the jack shafe. Also, remove the bolt attaching the conttol stick stop to the lug fon che conter line bulkhead forward of the control Sick (0 provide more working space in the cockpit. 22. Discorncet the wing fuel wank vent lines ‘at the hose connections on each side of the fuselage Plug o seal the veots to the tanks, 23. Before the following steps are sccom. plished, hoise che airplane onio wing supports as shown in figures 63 and 64. Attach the front hoist ing sling cievis ends tthe lugs on che engine mount (figuee 11). Be sre to install che nuts on tho clovia boits to avoid danger of the bolts slipping out from ‘he clevis eads whea the airplane is suspended. Actech the ‘ail hositing sling to a har passed through the life eube im the sear of the fuselage (iguce (I). Tfise the airplane and place the wing supports under the sing just outboard of die gun iasallatons, Do not let the full weight of the airplane rest on the wing supports. The wheels must be off dhe ground so that the lading gear can he operated. 24, Raise the landing gear by plecing the landing gese selector valve handle ia the “UP” posi tion and operating the electric hydraulic pump of the hand hydesulic pump. When the gest is locked in the retraced postion, place the control handle in the “DOWN position « relieve the hydraulic presiure in che system. With the seleccor valve handle in the “DOWN” position, the tail wheel should fall by its own weight into the extended position, If the tal wheel will noc extend readily, a few strokes of the hydraulic hand pump will sare fe Stop operation of the hand pump as soon as the tail wheel doors ser? to open and pull che eal wheel down by handy if neces sary. Return selector valve handle t@ "NEUTRAT Wich the pressure relieved in the system, the nuisance of hydraulic fluid spurting out when the lines ace disconnected is avoided. IMPORTANT If the wing is to be separated into its two ine dividual panels after che wing is separated from the fuselage, it is necessary to remove Section IV Poragraph 1 Figure 65.-Wing Bomb Control Cables in Wheel Wall the landing gear inner side fairing and the laadiag gear inacr door from both panels before the wheels are reteacted. This is done so chat the fuel tank doors can be removed later. Ie iby olso, nocessary t0 disconnect the wo swing bomb control cables which are accessible shrough the right wheel well when the Jand- ing gear is extended. Remove che top wheel pocket cover aad discoanect the wing bomb control cables at the quick derachable elev. ies, Remove the faislead from che bracket above the wheel, deaw cables through and replace the faiclead, (See figure 65.) The wheels cin now be setracted and the wing bomb control cables will not cause any dif ‘culty whea the penels are separated. 25. Disconnect the hydraulic line from the end of the hand hydraulic pump (igure 62) and at- rach a cubber hose to dhe pump at this poiat. Pump the hydraulic fluid from the system into ‘a one gallen container by means of che hand hydcaulic pump until the pump hiedle moves freely indicating that all flaid in the sjscein has been withdrawn. Approsimately one gallon of hydravlic Avid will be withdrawn from the sysem, 26. Disconnect the hydraulic Line from che port at the center of the hand hydraulic pump. (See figure 62.) 27. On those sisplones that are provided ‘with the signal pistol, the wo hydraulic lines thee 212 connected 10 the hard hydraulic pamp lic under the cartridge container support assembly. Remove the two screws from the inboard side of the container support that attach the support co the cockpit floor, and remove the hydraulic Lines {rom under the sup: pore sstembiy. RESTRICTED 39Section 1 Porogreph 1 RESTRICTED. AN 01-25¢N-2 Figure 66—Alrplone on Wing Cradle 28. Ac this stage of disassembly, hoist the aicplane off the wing supports and remove co the cradle as shown in figure 66. Suppore che aft end of the irplane by the hoist until the Wing is separated from the faselage end the fuselage is tansferred to 2 dolly as showa in figure 67. IMPORTANT Seal sll ports and openings in the hydraulic system immediately upoa disconnecting the ines. 29, Disconnect the wo hydraulic lines to the landing gear at the connections on the eockpic Aor. (See Gguee 62.) 3D. Disconnect the two hydsaulic lines to the wing flap accuating cylinder ac the oor line aft of fuselage bulkhead 5 on the left side of the aic- plane, (See figure 62. 51, Disconnect the ovo brake system hy Araslie lines at the floor line, one on eich side of the cockpit and forward of the rudder pedals, (See figure 62.) 52, Disconnect the cwo airspeed Hines at che floor line on che lefe sido of the cockpis. (See ge ure 62) 35. Disconnect the electrical connecior plugs from the two junction boxes on the cockpit floor, fone on each side of the pilots seat. Also, disconnect the electrical wires (those which area part of the conduit assembly. from the flight control stick and these from the fuel tak gages) from the sixstud erminal strip that is located under the main switeh box. (See figue 2.) 34. Free the oxygen line which is secured by an Adel clamp (© the cockpir Moor ec the poiat jase jaboard of the electrical junction box at the left of the pilot's seat by removing the one attaching 435, Remove the auts from the faselage-to- wing bolts using 1/2-, 9/16-, aad 5/8-inch open-end and socket wrenches. Use the open end wrenches (0 hold the wuts inside the cockpie. Use the socket ‘wrenches to unscrew the bolt from the nut from out- side the cockpit. 6, Reise the aicplone slightly to selivve the load on the wing-to-fuselage bolts. 37. Remove the wing-o-fuselage hols, using a bole puller if one is available. 58, Raise the aft end of the fuselage vocil ic clears che weiling edge of the wing by approxi- rmacely six inches. Thea raise the frone end of the Fosclage appecaimscely three inches. Be sure that all Jhnes and connections are free, then raise the complese fasolage, froat and rear, and move ic forward st the sine time to clear he lines a¢ the leading edge of the wing. ‘Transfer the fuselage assembly to 2 dolly a shown in figure 67. (®) DISASSEMBLY OF WING. I. To separate the wing into its evo panel assemblies, the work is most easily accomplished by supporting the wing vertically on its leading edge in fa buck placed just outboard of the guns in each penel Gee figure $8.) 2, Remove the fuel supply lines becween the fuel tanks and the fuel selector valve on the em: cer surface of the wing near the wing match angles. or those airplanes with the baviery installed in the ‘eagine compartment, remove the bactery vent Tine that fs artached) to the under surface of the wing neac the match angles. 4. Disconnect the {uel line berween che fuel selector valve and the fuel sizziner at the selector valve 40 RESTRICTEDRESTRICTED AN 01-25CN-2 Section IV Paragraph 1 Figure 67—Fuselage on Dolly Remove the rwo holes attaching the fuel strainer to the panel, and remove the four bolts ateaching the fuel pump aad motor assembly bracket to the panel Remove the fuel strainer, fuel pump and motor 2s sembly, and the connecting fuel Lines as a unit. Seal all open lines and ports «0 prevent dust and foreign ‘material from ontering the units 4. Remove the bolt atexching the fuel se- lector valve hmce to the bracket on the panel. Re- move the three bolts a:taching the selector valve sup- port to the march angles. Remove the selector valve, brace, and support from the panel. The selector valve control vod that extends through the panel may be withdrawn without detaching from the selector valve, 3. Disconnect the belly-bomb-cank content cables from the bomb shackle and remove the bomb shackle. ‘The homb shackle is held by ewo bolts, one ac the froor and one at the rear, 1@ dhe bomb rack mounting Gitings which ate bolted 10 the wing match angles. 6, Remove che belly-homb control-cable faicloads from the reo sectioa oa the bottom of the wing, 7. The landing gear inner side fsiriag and the inner door muse be removed in order «0 remove the fuel taak doors. If the inner side faicing and inger coor were not removed when the wing was sep- arated from the faselage, it will be necessary 10 at tach a portable hydraulic system to the ewo hydraulic lines to che landing gear ond pump the lending gear ‘0 the extended position, in order to gain access 10 the attaching screws insile the fairing instalaion, 8 While che wheels ate extended as in the previous step, remove the top wheel pocier cover from the right panel, and disconnect che wing bomb con- trol cables ot the quick detachable clevises. Remove the fairlead from the bracket above the wheel, draw cables chrough and replace the fairlesd. The wheels can now be retracted and the wing bomb contcol cables will aot cause any dificuley whe the panels are separated. 9. Remove the six bolts which hold che bomb shackle mounting front fittings and che bomb sway brace and front keol cowl supports to the march angles and remove the two bolts atcaching the cee section fittings (at the reer) c the wing match angles. Kemove the front bomb shackle mounting fittings from the tee section by removing the one attaching bole 10, Remore the ewo bolts which hold the rear sway brace supports eo the match angles at web 3 and remove the supports. 11, Loosen several of the bolts through the facl tank door march angles approximately one tura (© relieve the strain on the muiny screws which ate tach the tank doors ¢ the wing. 12, Remove all screws attaching the fuel tank doors to the wing. 13, Remove che bolt through the aarch angles at web 3 and remove the eight bolts attach. ing the doors 1 web 3 #t this point, 14, When all attaching screws are removed, lift the rank doors at = single unit, off the wing, 15. Remove the wing fucl tank gages, aad the fuel tank filler caps. Remove the spring holding the scuppers to the filles cap adapter and remove the bonding at the scupper ataaching serew. Be sure all fuel tank vent Jines are removed from the tank fictings and seal all openings iaco the can. JG. Loosen the eank eteap turnbuckles and remove the straps 17, Remove the fuel tanks. RESTRICTED aSection IV Paragraph 1 Figure 68—Splice Plate at Web 3 18, Remove the three holts from one side of the splice place which connects web 3 of each, panel, (See figure 68.) 19. Disconnect the wo 3/8-inch hydraulic lines to the right landing gear at the tee fittings located in che loft wing panel berween web 3 and web 4 Remove the chang locke fram the center line bull: hhead so that che hyclraulic lines may be pulled through the opening in the bulkhead when che panels sce separated. (See figure 69.) 2). Disconnece the Jinks from the wing flap actuating cylinder to the bellcrank in che left wing REMOVE CHAFING BLOCK TD SEPARATE PANELS) Fiquie 69-Landing Gear Hydraulic Lines in Wing RESTRICTED AN 01-25CN-2 panel sad disconnect the bydesvlic lines to the ae trating cylinder. The cylincer is attached co dhe cen- ter line bulkeal, (See figure 59.) 21. Remove the two bolts which attach he conieol Sick torque Cube rear fing wo the mateh angles 22, Disconnect che links at the aileron con trol acm on the torque tebe. (See figure 70.) 23, Remove the bonding irom the contzol sticks © the wing panel. 24, “Remove the bolt which ataches the fower end of the elevator stop t0 the Tyg on the canter line bulkhead. (This step may have been complished when the wing ses separated feom che Foselage) AILERON CONTROL STOPS LINKS TO AILERON CONTROL BELL GRANK IN WING Figure 70—Conirol Stick Torque Tube 25, Remove the ewo holes which atcach che control stick torque tube forward fittings 19 the match angles and remove the conciol stick assembly 26. Before removing all bolts through the swing march angles, block up the wiag azar the match angles 0 facilitate rempval of the bolts 27. Remove all belts through che match angles and separate the wings. The center Tine bull. head is accached 10 and will remain with the right panel, (Soe figure $9.) (3) ASSEMBLY AND INSTALLATION. (2) ASSEMBLY OF WING. 1. Sepport the Jele and righe panels in dol Fics Block up the ponels cae che anarch angles as required, and insiall bolts a¢ several points through che wing mutch angles 1 connect the panels 42 RESTRICTED.RestRicteD AN 01-25CN.2 2. Install the eemaiacer of the bolts through the wing macch angles omitting :he bolts which at- tach the control stick torque tube forward and seer ficcings to the match angles. 3. Attach the control stick torque tube as sembly (0 the wing match angles, 4. Connect the links between the aileron belleranks in the wing and the orque tube cem at the arm on the torque tube. (See figure 70.) 5. Connect the links from che wing fap ac tuating cylinder to che kell crank in the left wing panel and connect the hydraulic lines co the actucting oylinder. 6. nell the landing goa hydiaalic lines in the wing ani connect them tothe te futngs lo. cated in the lle wing pancl Leiween web 9 ti Keter tthe “Tube Chare for Eydealic Sytem in section VIII for spplleaon of antrseae theca tube ane and the torque requirements of the tube Rings. Install dhe cha block over the Hydeaule les where they. pase though the centerline bulkhead, Seo fe ue) 7. Tacall tho splice plate which connect web 3 of each panel (See figure 63) 5. Tesal the wing bom pulley and brackee awserbly oa the top of the lett panel aad sing the Cebles through the fileal into Gee wheel wel Note {fa poctable hydeaulic system isnot aveilable to lower the lending fess, attach m piece of twee tothe wring orb control ables before they ate stung into the wheel well When the’ wing fs attached the fuselage aad ie sispone bydraulic stem can” be used to lower the landing gear, the wing bomb co tral ablescan he Connect a the tp wel pocket cover lmalled. (See gut 633 2, Inspect the faek tank stap brackets for security of atachmune Reploce the brackets if Fecte’ end tighten the ariching bol To, Make sore the filler neck seupper drain lines are stated at the senpre. 11 Moke complete inspection of the fact taok compartments, Te sare dhe hut plies installed om the oder side ofthe cockpit feor andthe Mat plates for attching Fel tank dors are noe mutiaed 1B. Before installing the fuel rks inapct the anks for eu, punctures and other damage. Chece the rightets of the hand hola covers Ate he Slee eck adaper to the neck of the tik 13 Tosall che. fl ton nstllaoe is facitared by wing ro “shoe boss”, one place over tach web, to avoid teeing the nk ovecing. whe the tank is putin place Note ‘The "shoe hora” is made from a piece of .051 ual sheet, 12 inches wide and 18 inchos Jong, Double back four inches of the length Section 1 Poragraph 1 TIGHTEN FUEL TANK STRAPS TO OBTAIN THE DISTANCES SHOWN SETWEEN WEES 2 AND3 THIS WILL FACILITATE INSTALLATION oF FUEL TANK DooRS. AIRPLANE CENTER LINE STATION wea starion —| s 3 \ ave i aoe STATION-—{ WEB, svarion—{ at 2 eeb WING FUEL, Tank STRAPS Figure 71—Tightening Fuel Tank Streps of che sheet, chus reducing the overall lengeh Li inches, Bend the four iach doubled end over to form a right sogle with a single thick es leg of 10 inches and a doubled thick- nets leg of four inches, The end is doubled 30. ‘that danger of cutting the fingers on a sharp ‘edge ic aveided whea the “hoc” is removed from between the web and the tani 14. Lostell the fuel rank straps and safery wire the rorabuckles Note Care must be observed in tightening the wing fuel tank straps to prevent misalignment of web 3. Adjust the scraps to obtain the dis- tances berween web 2 and 3 thut are shown in figure 71. Proper alignment of web 3 will facilitate installation of the fuel tunis doors. 15. Insrall the fuel soak strainers and drain cocks ia the wing teak sumps, 16. Inspect for completeness of the fuel rani installation before installing the doors, 17. Check the depth of fuel tank against the length of the fuel gage doa: chamber to insure that the float chamber does not contact the bottom of the tank. If che float chamber contacts the bottom of the tank, the rank is shallow and must be ce RESTRICTED 43Section IV Paregraph 1 placed. If the shallow tank is not replaced, the funk inay be punctured by the gage floac chamber beciuse of constant rubbing of the chamber against the tank boxtom. 18, Install the wing fuel tank gages and the fuel rank filler caps. Install the spring holding the seappers © the filler exp adapcer and insiall the bonding braid ac the scupper attaching screws. Bo suce all openings into the tanks are sealed. Be sure to install the fiel gages so dhac the disls can be easily, ad by the piles. 19, Install the fuel sank doors, If doors wee insclled 3 a single unit, be sure that the holes tivough the fuel tank door match angles are loosened approcimacely one urn go chat the door attaching ‘serews may be installed. 26, Install all screws attaching the fuel raale doors in the wing. Install the eight bolts near the wing match angles auaching the doors to web 3 and safety wire, 2is Install the rear sway brace supports € the match angles at web 3, 22, Tastall the bomb shackle mounting front fictings and che bomb sway brace and front keel cowl supports on the match angles at web 2. 23. Attach the see section fittings t0 the wing match angles at web 4. 24, Insiall che cwo pulley and beacker as semblies, one on the top and one on the lower saz face of the lefe panel, juseafe of web 4 25, Install che belly bomb conto! cable fuir- leads on the tee section on the bottom of the wing. 8703-565 87. 48-518, FITTING 87-45-535 SHACKLE ASSEMBLY 87-70-913 Lock Figure 72-Inserting Block in Shackle Prior to Installation RESTRICTED AN 01-25CN-2 26, Install che bomb shackle. Re sure to in stall the block, part No. 87-70913, a5 shown in fig ure 72. 27. String the belly bomb cables from the bomb shackle through the faislesds and che pulleys installed ia seeps 24 and 25, preceding. Cur che cables to required length and install end fisings aud solder. 28, Install dhe ewo cockpit hear adapeer seals jn the top of the wing leading edge. 29. Insesll dhe fuel selector valve, 430, Inseall che fuel steiner, fuel pomp and motor assembly and che connecting fuel Hines, as a ait on the panel. 31, Connect the fuel supply lines between the fuel take and the fuel selecror valve. 32. For those sirplanes with the battery in- stalled ia the engine compartment, install the hactery vent line on the under surlace of the wing near the match angles. 33, Install the fanding gear fairing. SH. Be sure that all attaching screws snd bolts are installed and sightened to che proper torque (3) FINAL TEST AFTER ASSEMBLY. 1. Before the wing is awached 1 the far seloge, the landing gear shouid be tested by an auxil- ery hydraulic system for proper operation. Any insl- Function muse be investigated end corrected 2. Before atcaching the wing co the fuselage, aboue 30 men should be made available wo life che Complete wing and turn it about its leading edze co ascertain if any loose parts or tools have been left ia side the wing, Any sound or rattle inside the wing must be investigated and corrected before the wing, jg attached to the fuselage. (0 INSTALLATION OF WING. 1. Before actaching the wing co the Fuselage, apply a genecous coating of geesse, Specification AN- 10 the mating surfaces of che fuselage lower Joa- gerons and the wing attachment tees 2. In lowering the fuselage onto the wing, care must be taken not to demage the lower edge of the firewall, hydraulic Lines, and other installations either on che wing or in the fuselage. 3, Tawer the forward end of the fuselage slightly in advance of the sear of the fuselage so shat Front fitings at the frewall, may be engaged first, and align and insere the bolw, ‘Then lower dhe fw solage until the remainder of the holes are aligned. lastall the proper size bolts with dhe heads oucboard, Srorkiag progressively from froar to rear. Inscall the three bolts attaching the wing trailing edge match et gle ta the fuselage (center) march angle 4. At this stage of asiembly, hoist the air- plane off the wing cradle end remove to the wing Sapports as shown in figures 63 and Gf. 5. Install nd connect che landing geor and wing fap hydraulic lines, (See figure 62.) Reter to the "Tobe Chart for Hydeaulie System" in seetion VII for applicvtion of aati-seize thread lubricant and the as RESTRICTED.RESTRICTED AN 01-25¢N-2 corque requirements of the cube Stings. Fill and bees she airplane hydraulic sytem according to che instructions given in section 1¥. parageaph They (10) 6 Connect the brake nydreulis Hines (See figoce 621) Fil and bled che brake hydraulic sytem according tothe iniructions given in sttion IV, parse sept yu (8 7. Connect the ows airspeed lines atthe fooe line on the lefe side ofthe cocky (See gure ©2) & Connect the eletrcilcoanector plugs to the ro joncron boxer on the cockpit door, one, on tach side of che pilor's seat (See figure G2) Also, Connect the electieal wires (shore which see 0 part of the condaie axembly from the fight contol stick ted those from the fucl ‘oak gages) to the sisted terminal strip located under the main switch box. Be tere that each wire i connected to the proper ternal sac. "Each wire is marked by a numer and met be connected she terminal sud tae i macked by the same nome 9 Connect the elevator push-pull tube 19 the belltenk om the facksbafe sation 5, Avtach the contol sick stop 20 the hig on the centerline bulkhead. Gee figure C2) 10, Install the station 5 armor pn 11, Taal the pilors sont 12. Connect the wing fuel tank vent Fines fe the hose conncctions oo tach sie of she faelage 13. Concect the fuel selector valve contol rod and install the pin othe uciversal joint located forward of the rowel tthe top ofthe lle pune! iad ing edge, Be sure that the rod linkage ® properly concecte 50 that mben she control bundle in dhe cock Dir is turned co any tank the corresponding port in the slecor valve opeasd. Each od link is tacked with « ssihed lige ors s0d_ printed line runaing Tengelovse of the rod. "The marks oa the linkage rust line up before the Hinks are fstencd tgethoe 1 Connect the electrical onnectoe plug t the fuel pump mowrs BS Teen the cowl Aap torgue shaft sup- port on she center tine bulkhead ar she wing Jede Beg edge. 16, Secure she fuel supply line snd 1/4vnch primer line by Adet clamps co the fag on the center Tine bikes at the wing leading edge. ‘The clamps are atached by one aaching sce. 17. Connect the I/ineh primer line sche hose connection tothe fuel selector valve, 18. Conect the of! "Y" drain valve 10 she support om he lending edge of the wing by invaling fhe ro aeaching screws. 1. Connect the fuel supply line between the engine driven pump and the electrical fuel pump. 20. On weplanes wid the bavcry inslled in the engine compartment insers the battery vent Hine Jn the top of the baery vent ja Dr Secure the Adel slump, holding the 3/8: Sostion IV Paragraph 1 nch oil tank seupper drain line, o the attaching screw ‘he Jeit gua heat adapcer in. the wing leading edge, 22. Connect the ewo gun hexter ducts co the adapters in the leading edge of the wing. (Seo ig- ure 62.) 23. Connect the fuel supply line between the fuel selector valve and che fuselage tank at the pipe connection aft of the wing tesiling edge. 24. Inscall the air exit duet and connect the rear crankcase brenther line aod the L/4-inch vent line at the hose connections forward of the wing leading edge on the lefr side of the engine comparcment. Be sure te air seals between the cadiators and che exie luc ce fastalled, the turnbuckle tightened and sefety pinned. 25. Install the rear side cowl and cowl fap assembly. 26, Install che bottom engine cowl, Be sure to install the canvas sis seals in the aie intele duces fof the bortom engine cowl and secure them in place by tightening the turnbuckles and installing the safety Pins. Be sure the grommets for the fuel pump. spark plog, and battery and firewall junction box cooling fir pipes are installed in the ducts of the bottom en- gine com. 27. Install the wing fillets, Note Before attaching the lefe front fillet to the ais. pling, connect the front crankease breather line to tho overhosed fitting on the filet. 28. Install the keel fairings. 29. Install the belly cank. 4. WING TIPS, (1) DESCRIPTION. ‘The wiag tips are detach able for replacement in the event of damage. These tips are attached w the wing by a series of flush-rype screws on the surface. @) REMOVAL OF WING TIPS—Remove the lower wing tip running light and disconnect the elec uic wire from the panel electrical installation at the lamp terminal. Remove the areaching serews about the inboard edge of the wing tip and remove the wing dp from the panel. Note ‘The electrical wire to the wing tip ruaning light also may be disconnecced at the terminal block inside the wing panel. The terminal Block is scvessible chiough the inspection oot that is located on the under susface of ‘each panel rear the outboard leading edge. (3) INSTALLATION OF WING TIPS—A tip will fr best on the wing for which it is marked. Ow- ing to « slight variation in manufacturing tolerances, 2 new tip 0 one from another wing may have to be reworked slightly to correctly at any given wing, It is most important, however, when installing any wing, tip, to observe the following steps in the order in which they ace Tsced: RESTRICTED 45Section IV RESTRICTED Paragraph 1 AN 01-25CN-2 Figure 73-Instelling Wing Tip-Step ¥ (a) Make sure hat the lange of the wing sad bulkhead, co which the aveplace strips are atcached, follows the contour of the wing. Tap with a woodea mallet <0 align, if macessary. (See figure 73.) (2) Check all flosting nuts on the wing end bulkhead flange for free movement and security of ae tachmene, (Bee fguce 74) (e) Tap with « wooden maller around the ia nee contour of the tip attaching flange (0 flare out the ange slightly. De aor use force as spocwelds may be breoken, (See figuee 75.) fa) Thread the electrical conduit to the wing tip running lights into the tip and slide che cip on the sring from the eruiling edge. Aliga the last two. holes in the lower sice of the tip at the trailing edge ‘with che aueplaces ia the wing and install one strew. (See figure 76.) fe). Tap the wing cip into position so that che holes it the tip are aligaed with the aucplaces in che Iower surface of the wing panel alsout one-quarter of the distance forward from che tailing edge. Install fone serew af shown in figure 77. Note. 14, 2¢ this point, interference by che tip skin with the wing skin is noted, remove the tip Guid fe the tip skin co allow 1/32-inch elesr dance when reinseale. ()_ Following the procedure given ia step (0), align the holes in the ip with the nutplates in the panel about three-quarters of the distance forward From the teailing edge aad install one screw, (See fige uuce 78) Figure 75-Installing Wing Tip—Step 3 46 RESTRICTEDRESTRICTED Section 1V AN O1-25¢N-2 Figure 77—Instelling Wing Tip—Stop 5 Figure 79-Installing Wing Tip—Step 7 RESTRICTED . arSection 1V Paragraph 1 Figure 80-Installing Wing Tip—Step 8 (2) Working on the top side of the tp, pull the tip 40 that the holes align with the nugplates in the upper sorlace of che wing panel. Install three Serews, one oppose each serew that was installed in the lower surtace in steps (a), (2), and (f). Gee fignee 7. (b) Ht necessary, at this point strike the lead- ing edge of the tip with cupped hands to bring the holes on the forward end of the tip ia alignment and install one serew on cack side acar the tip nose. (See figure 80.) Do not strike the tip with 2 mallet as this, wwill dent the tip bow. () Texsll the remaining screws. G@) General directions: 1. To align a fcasing avr plate with attach- ing holes, a smooth tapered drift may be used. How ever, do not force the tip ietelf ia aligament with che dite because the dimpled tip hole may be cracked or the floating nue may be sprang out of position which will necessitate removing the entice tip. 2. When interchanging wing tps or instal ling a now space tip, nor previously fred, follow the note under step (¢). Ie may be necessary, where a few aitsching holes do not line up, efile the tip dimpled holes. No. 10 tap may be used if required but care rust be taken sot ro destroy the threads of the aut plate, If che nue plate has a fibce locking collar, the {op must nor ences this portion, @ AILERONS. (1), DESCRIPTION. —The silerons are buile with Frisetype aerodynamic balance and are also dy- RESTRICTED AN O1-25¢N-2 ‘namically balanced. ‘The right end left aileron trim tabs are of the fixed type, end must be adjusted on she ground. In edditioa to the fixed type trim tab aa electrically controlled trim enby which is adjustable in Aight, is incorporated in the left aileron for AFS. 724252 and subsequent aixplaacs, The ailerons are con- structed of metal, including a srossed skin leading edge, aad are fabric covered. Three nouncing bearings tre provided oa exch aileron. Q) REMOVAL OF AILERON. (2) Remove the bonding. (&) Remove the one bolt at the center binge and tho cap from exch ead beating, The con‘col arm slips out of the socket oa the control drum in the panel. AILERON «HINGE, BEARING GRAPHITE IMPREGNATED FABRIC BUSHING Figure 81—Inboard End of Figure 82—Aileron Control Drum in Panel a RESTRICTEDRESTRICTED. AN 01-25¢N-2 Section 1V Paragraph 1 Figure 88-Wing Flap-Opon 45 Degrees (3) INSTALLATION OF AILERON —Raise the ailecon until the ball bearings on the ends of the ail eron are seated in the upper half of the split clamp fietings on the panel, cod the center hiage on che panel Urops into place through a slot ia the aileron leading: edge. Ac the same time, ic is uecessary to guide the ball end of the control arm, with the composition waxed bushing installed (igure 81) ino the socket of the drum in the panel. (See figure 82) Clamp and bole the end hinges and bole the cemter hinge through an access door in the lower aileron surface. Connect che bonding tabs. Nota Because of the design of the bearing retain ers, the inboard and omtboard caps are not interchangeable. d. WING ELAPS. (L)_ DESCRIPTION. — Hydcaulically operated, split trailing edge flags exiend from within a few inches of the airplane center Jine (© the inbourd ends of the ailerons on the under sucface of the wings. They are atached 1 the wing by coadauous hinges runaing the full lengeh of asch lap, (Spe figure £3.) A wing flap position indicator is installed inside the left wing panel trailing edge and is linked to the fap. When the lap is lowered, a peg, which can be seen from the cockpit, extends shove the top surface of che wing and indicates the angular deilection of the faps, When the wing flaps are closed dhe peg is recracted fush wich the top surface of the wing. The position indicator Tinkage is provided with a turbuckle for adjustment, (See figure 84.) (2), REMOVAL OF WING FLAPS Disconnect the flap position indicator Liakege from the left ap. Remove all clevis holts which connect the flap control tumnbudkles to the flap. Withdraw che two continu ous hinge pins by pulling steadily on the hinge pia oops located near the center of the ap hinge. Sepemeny ae Figure 94—Wing Flap Position Indicator 3) INSTALLATION OF WING FLAPS.—In- terlock the flap hinge and hold the flap ia position while inserting the hinge pins, ‘The loop ends of the hinge pin may be clamped in the chuck of a low speed porlable electric drill. Lubricate the hinge pin with RESTRICTED “0Section 1V Paragraph 1 Figure 85—Installing Wing Flop Hinge Pin ‘engine Iubricating cil, Specification AN-VV-0-46, ‘grade 1080, and use che rotating motion of the deill to aid jo feeding the hinge pia through the hinges. (See figure 85.) Atiach all dlevis ends of the curn- buckles to the fap and adjost the rurabuckle barrels ‘to seat the flap at the wailing edge evenly. Lockwire all turabuckle barrels. (i) ADJUSTMENT OF FLAP POSITION IN- DICATOR, (See gure 84.)—With the flaps fully ex temled, adjust the eucabbuclele to make the position in- dicuor read "45 degrees.” Raise the flaps and check the position of the indicator. It should be flush with the wing surface, Readjust the turnbuckle if necessary ‘wo bring the top of the indicator flush with the wing skin. e. WING FILLETS. () DESCRIPHON—The wing filler instal tion consiss of the front, iacermediare and rear wing filler stemblies. ‘The wing filets are made of formed aldlad sheet aad are eetached by slotted head screws which are secewed into nuit plates installed in the fuse- ge and the wing panel. The wing fillets are Jap joinced: the front fillet overlaps the intermediate fillet, ‘and the intermediace filler overlaps the rear fille. Q) REMOVAL OF WING PILLETS.— Any “wing fillec may be semoved from che airplane without Femoving the othee filet assemblies. The zexr keel firing most be cemoved before the rear wing filet cin he removed, Remove the attaching screws from rhe fillet and remove the fillet from the sizplane. @) INSTALLATION OF WING FILLETS. — ‘The wing fillets ace installed by replacing the filles: on the airplane and installing the attaching screws. RESTRICTED AN 01.25CN.2 Installation of the wing fillets is facilitated by follow. ing the procedure that is given for installing new wing fillets, New or space wing fle must be installed in the following order: rear wing fillet, intermediate wing fillet, and front wing Gillet. The following pro cedure is given for installing new or spare wing fillets on the airplane. LINSTALL FIRST SCREW HERE INSTALL THIRD SCREW HERE SINSTALL FOURTH SCREW KERE @INSTALL FIFTH SCREW HERE Figure 86—Instelling Re Wing FilletStop 1 INSTALL SECOND SCREW HERE Figure 87—Installing Rear Wing Fillet—Step 2 (a) REAR WING FILLET. 1. Peen the edge of the rear wing fillet so as co obtain a tight fr agaiase the faselage. 2. Install screws at the points showa in fg- ures 86 snd 87. Am ive pick may be used «0 force the fillet into position so that the screws can be installed 50 RESTRICTED.RESTRICTED AN 01-25CN-2 REAR WING FILLET FUSELAGE STATION 7. INSTALL SECOND SoREW HERE i Figure 90—Installing Intermediate Wing Fillet— INSTALL SIXTH SCREW HERE ators Figure 68-Installing Rear Wing Fi Ser? INSTALL THIRD SCREW HERE 5. Insall screws along panel, working from the tailing edge forward as shown in gure #8. Ta Some cases i wil be necessary £0 enlarge the holes in de fillet 4. Enlaage the remaining holes ia the filler to line wp with nutplates a the fuselage and install the remioing serena. Figure 91—Installing Intermediate Wing Fillet— Step 3 (6) INTERMEDIATE WING FILLET. 1. Peon the edge of the Siler 60 a8 to obtsia a cighe fic against che fuselage. 2. Fascall screws chcough all fillet holes that line up with the nurplates in the Fuselage. See fig. ure 89.) / S. 3. Using ice picks, fores the wing fillet iato ition so that the holes in the filet Hine upp with the WING PANEL ‘eaplates fa the wing panel und nsall the set (See INSTALL FIRST SCREW HERE Sguces 90, 91, and 92.) 4. Enlarge the remaining holes in the filer Figure 89—tnstalling Intermediate Wing Fillet— that do not line up with the nucplawes and install dhe ‘Step 1 erews RESTRICTED 31RESTRICTED AN 01-25CN-2 INSTALL SIXTH SCREW HERE Figure 88—Installing Roar Wing Fill Stop 3 3. Tnscall screws along panel, working from the trailing edge forward ae shown in figure $8. Ta some cases i¢ will be necessary to enlarge the holes ia the files. 4. Balaige the remaining holes ia the filler {o line up with nurplaes in dhe fuselage and install the INTERMEDIATE WING FILLET FUSELAGE. ie PANEL, INSTALL FIRST SCREW HERE Figure 89—Instelling Intermediate Wing Fille:— Step 1 Section IV Paragraph 1 FUSELAGE INSTALL SECOND SCREW HERE Figure 90—Instelling Intermediate Wing Fillet— ‘Step 2 OREW HERE — 7 Figuro 91~Installing Intermediate Wing Fillot— ‘Step 3 (2 INTERMEDIATE WING FILLET. 1. Peen the edge of the fillet $0 as to obtain a tight ir against the fuselage. 2. Install screws throagh all filler holes thae line up with the nutplates in the fuselage. (Sce fig- ure 89.) 3. Using ice picks, force the wing fillet into position so that the holes in ‘the fillet line up wich the aurplates in the wing panel and jastall the serew. (See figures 90, 91, and 92) 4. Enlarge the remaining holes in she fillet that do nce line up sith the matpiates and install che screws. RESTRICTED 31RESTRICTED Section IV AN 01-25CN-2 Poragraph 2 NO, 19 THREADED REAMER INSTALL THIRD SCREW HERE Figure 97-Installing Front Wing Fillot—Stop 5 Figure 98—Installing Front Wing FillotStop & 2. TAIL GROUP. 4 STABILIZER, (1) DESCRIPTION.—The stabilizer is of alumi. num alloy, multicellular construction and is metal co ered. ‘The stabilizer is made in one piece and is i ternally braced. Sixteen stud fittings are iascalled ia the scabilizer, eight in the top and eight in the botcom surfaces. “The eight stud fittings ia the bottom surface are used to artsch the stabilizer 0 the fuselage, Only the four rear-most of the eight stud fittings in the upper surface of che stabilizer are used; these ace used for attaching the fitting assembly which is provided for ‘erecting the fin on the airplane. (2) REMOVAL OF STABILIZER. The stabil ier, elevators, and fin may be removed from the air. plane as one assembly. (2) Remove the empennage fillets. (4) Disconnect the electric wire leading from the base of the Gn at the terminal block which is at tached to the forward side of the bulkhead at fuselage stadion 13, The terminal block is accessible through the inspection door on the right side of che fuselage forward of the stebilizer. (2) Remove the cudder. (2) Disconnect the two elevator trim ab con. trol flexible shafts at the disconnect fittings near the inhosed ends of che elevetors (e) Diseonnect che elevator push-pull link from the elevator horn. (f) Remove the nuts from the eight studs which hold the stabilizer to the fuselage fittings. If the fin is removed with the stabilizer and elevator as sembly, remove the four bolts holding che fin «0 the ft- sings on the fuselage extension, Life the stabilizer, tlevacors and fin from the airplane as one aseembly. RESTRICTED 53Sedion 1V RESTRICTED AN 01-25CN-2 Figure 100-Stabilizer ond Elevator Assombly sa RESTRICTED.RESTRICTED AN 01-25¢N-2 () INSTALLATION OF STABILIZER—~The stabilizer, elevaters, and fin moy be installed on she airplane 2s one assembly, If the fin was removed feos the stabilizer assembly, erect the fin after the stabilizer installed on the faselage. (@) Lite the stabilizes, elevators and fin (if ate tached) as one asserably aad sec it iu place on the fuse- lage. Install the four boles through the fin and fuse. Inge avachment ficiags. Tighten the stabilizer and fin attaching studs and bolts evenly so that che sadder hinge fiicings on the fin and fuselage will be in proper alignment. (5) Connect the eleccrie wire from the tail ran. ning lights ac che tzmiaal block da the forward side of che bulkhead at fuselage station 13. The teeminal block is accessible through che iaspection door on the right side of the furelage forward of the stabilizer. (2) Connect the elevator push-pull Tink 10 the elevator hora. (4) Connect the two elevator trim sab conerol flexible shafts at the disconnect fitings near the in- board cads of the elevators. (eo). Inseall the sadder. (H Anscall the empennage Gilles. Figure 101—Fin Assembly >. FIN, () DESCRIPTION —The fie is of aluminvas alloy, multicellular construction and is metal eovered, ‘The fin, which is internally braced, i atcuched to the fucing assembly on the wp of the stabilizer and to the fuselage excoasion by eight bolts through the actach: ‘ment fitvings. The attachment fittings are designed so that when the fn is ereeted on the airplane, eis ia line (0 degree offset) with the airplane center line. Section IV Poragreph 2 1. 1-15-814 FITTING ASSEMBLY 2 wime-por FIN ASSEMBLY | oT-H-608 FODDER ASSEMELY 4. ELEOTRIC CABLE TO TAIL FUNKING Lists 5. BT-IIrS01 STABILIZER ASSEMALY ©. SI-lg-3OL_L/A ELEVATOR ASSEMBLY Figure 102—Empennage Assembly Fairing Removed (@) REMOVAL OF FIN. (2). Remove the empennage fillets (5) Disconnect the electric wite leading from the brse of the fin at the texminal block which is ae tached (0 the forward sile of the bullbead a¢ fuselage sation 13. ‘The terminal block is accessible through the inspection door on the tighe side of the fuselage forward ofthe stabilizer. Free the wite orn the suxls fn the stabilizer which ore located forward of the (©) Remove the evdder () Remove the eight bolis which hold ae fin to the fiwings on tbe fuselage and t0 the fcing assembly that is attached to the stibilize, and remove dhe fi (3) INSTALLATION OF FIN. (a) Instell the eight boles attaching the fin to the fuselage and stabiliver nstechment fittings. Tighees the fin atcaching bolts evenly so dha: she rudder hinge fittings on the fia and fuselage will be in peoper aligns (B) astall che rudder. (Connect the elecivie wire from the tai ning ligies ar the terminal block on the forward side of the Bullchead ar fuseloge station 13. The sermioal Diock is accessible through the inspection door on the right side of the fuselage forward of the stabilizer. Ae ch the wise ( the seuds in the stabilizer which ace located forward of he fin (a) escall the empennage filles. RESTRICTED 33Section IV Paragreph 2 BLEVATORS. () DESCRIPTION —The elevator frame is of ‘alominum alloy construction and is covered with feb ric. Bach elevator i statically and dynamically bat fanced and is equipped with a trim tab which is manu ally controlled from the cockpit. (@) REMOVAL OF FIEVATOR (a) Disconnect the one bonding strip ac the cuthosrd hinge bessing. (h) Disconnect the ceim tab control flexible shafe ac the disconnect fitting aear che inboard end of the elevator. (e) Remove the two oles, one from the oat hoard and one from the center hinge hearings. Gd) Remove che swe doles from the elevator end fitting and remove the elevaror. (See figure 105.) 87-19-01 BEARING ASSEMBLY WITH BEARING SEAL 7-15-031 ELEVATOR CONNEGTIGR” FITTING; 75-I5-O13 BOLT (4 REQUIRED). 87-19-88 DUST SEAL 87-13-030 ELEVATOR HORN Figure 103—Elevator Connecting Assembly (3) INSTALLATION OF ELEVATOR. (a) Place the elevator in position on the sca- Dilizes and install che two bolts, one in the ouboard and one in the center hinge bearings. {b). Install the two bolts cheough the elevator end fitting, (c) Connees the «rien tab conteol flexible shaft at the disconnect fcting nesr the inboard end of the elevator. [4) Connect the one bonding steip at the out board hinge bearing RESTRICTED AN O1-25CN.2 @, ELEVATOR RIM TAB. (1) REMOVAL, Disconnect she control wires from the tab hora, rorace the tab as far as possible from the neutral position, and remove the wo cap, sevews from the block on the outhoard end of the iront face of the ta spar. Pull the tab outward and down- ward vntil che hiage shaft on she inboard end of the tab is free. Q) INSTALLATION —Pae the inboard end of the tab hinge shafe in place and install the owo cap screws attaching the block to the outhozed end. Rotate the tah to neutral position and connect the conirol sviras to the tab horn. fe, RUDDER. (1) DESCRIPTION. Tho sudder frame is of slaminum alloy construction and is covered with fab- fic. The sudier is seically and dyeamically balenced sand is equipped wich a tcim ab which is manually controlled from che cockpit. Figure 104—Rudder Assembly (2) REMOVAL OF RUDDER. (e). Relieve the tension in the mdder conerol ccebles by loosening one of the turabuckles at the rule ler padil, or a¢ the reducing pulley char is located aft Of fuselage station 8. () Disconnect the rudder control cables at the rucder hora. fe) Disconnect she euler cim tb control flexible shaft ae che disconnect firting. near the rudder center hinge bearing 56 RESTRICTEDRESTRICTED. AN O1-25CN-2 (2) Disconnect the two bonding strips, one at the top and one at the center rudder hinges. (©) Remove she top hinge bolt. (1) Remove she concer and lower hinge bear- jing caps end remove the rudder. (3) INSTALLATION OF RUDDER. (2) Before installing the rudder, inspece the three hinge bearings for free rolling, (6) Hang the rudder on the top hinge fiteing and install che hinge bole. (o)_ Seac the center and lower-hinge bearings in the hinge ficciags making sure thae che thrust washer above the rudder lower hinge beoring (fguee 105) is propecly seated in dhe groove provided for ic ia the rudder lower hinge fitting black and cap, See figure 106.) FELT WASHERS 14-943 - -14-943- 87-14 $6302 pe? l4=a48g 78-I4-028-2 THRUST WASHER Figure 105—Rudder Lower Hinge Beating (4) If, after installing the radder, the redder is found c bind when ir is swung through its full range of tcavel, itis indicative that the rudder hinge fusings were aot in correct alignment when the rudder was in- stalled. If che stabilizer and fin attaching studs and bolts were tightened down securely, the lateral aliga- nen of the hinge fitdings should be correct. Check- tighten the stabilizer and fin attachments stade sod. bolts and if the rudder hinges still bind, investigate for vertical missligament. Remove the lower hinge fing cap and swing the rudder chrough its complete range cof travel. If che rudder swings Freely ie is evident thee shims, part No, 7321-303 must be added under the block of the lower hinge fiecing. If che rudder does not swing freely, it is evident that shims must be re- moved from under the hiage fiwing block. (e) Connect che two bonding strips, one at the top acd one at the concer eudder hinges. Seelien IV Paragraph 2 (Y) Connect the redder teim tab control flex ible shafe at che disconnect fitting aear the rudder cen. ter hingo hearing. (@) Connect she rudder control cables at the rudder horn, (A) Rescore the tension in the cables 0 110 pounds hy tightening che turabucele which was Joosened when the rudder cables were disconnected, f. RUDDER TRIM TAB, (2) REMOVAL.—Disconnece the control sod from the horn, soxate cho cab as far as possible from the neutral position, and remove the two cap screws from the blocks on each end of the front face of the tab spar. 87-140 1011 KORN STOP ASSEMBLY AF 43-24253 AND SUBSEQUENT. 75-21-303 LAMINATED SHIM HINGE BLOGK FITTING. GROOVE FOR THRUST WASHER Figure 106—Rudder Lower Hinge Fitting (2) INSTALLATION. —Tastall the wo exp screws attaching the blocks to each end of che tab spar. Rotete the tab to neutral position aad connect dhe corn trol red 19 the @b hora. g. EMPENNAGE FILLETS, Q) DESCRIPTION —he empenaage fillet in: sllation consists of che following: the fuselage and stabilizer fillee which fits over the cop of the stobilizct, a left and right fillet which is installed under the stabiliver, and a lefe and right filet shoe which is ine Stalled over the stabilizer leading edge near the fase Inge. The empenaoge fillets are made of Formed alelad sheet and are attached by sloried head screws which are seeewed into nut plates insclled in the fuselage, star bilizer and fin. (2) REMOVAL OF EMPENNAGE FITLETS.. ‘Any fillet may be 1emoved independently from the rest, by fiest cemoving the shoe on the leading edge of the stabilizer. Remove the filet attaching screws and re- move the fille RESTRICTED 7Section 1V RESTRICTED Paragraph 2 AN 01-25CN-2 G) INSTALLATION OF EMPENNAGE (2) News, inscall the screws in the rear holes. HILLETS.The empennage fillets are installed by re- (See figure 108.) ‘iteing the filles ont the saplane god lnvalling thea eae cmccn Tnsalfaten of exe empennage files ie facixated hy following she procedure tht 3 given Fe eee ey tom nets ope empeacage filers (a). Insta all screws in cop end botorn holes for nating new ov sear creas HME, gn both sis ofthe fille, part NO, 87159956, (See pare No rH by frou placing sew fn the fore fg 108.) Mined center holes (See gure 07) (6). Dill ove the semi ‘end iaseall the serews: 1g holes in the fillet STABILIZER Figure 109--In:talling Fuselage end Stabilizer Fillet—Step 3 Mere 0)-nsaling Ble od cae fle ei OS oe ‘Stabilizer Filet—Step 1 110), then install the remaining screws, working from FUSELAGE AND STABILIZER FILLET FUSELAGE AND CTADILIZER FILLET: INSTALL FIRST. SCREW HERE ruse. \vasraue Fount S646 HERE sneer Lens £00 Figur 108-tosteling Fslegn ed Figure 119-Instalng Fossloge ond Sjobitzer Fes 2 sleier ile: Sop 58 RESTRICTED.RESTRICTED AN 01-25CN-2 BODY GROUP, 4 PUSELAGE.—The fuselage structure is of mon- ocogue comervetion employing bulb stringers, chanacl- section bulkheads and alclad aluminum alloy sheet cov- ering Q4ST). The fuselage skin is aetached by fash head A17ST aluminum alloy rivets. The fuselage bulk- hhead at station 5, for aizplanes AP42-104429 through APA2-104828, is designee t0 protect the pilot if the airplane should nose over completely. A jack point for lifting the afe end of the sizplane is installed aft of the tail wheet doors. 3, COCKPIT ENCLOSURE. () WINDSHIELD. _ (o) DESCRIPTION.—The wiadshield is made of 1/4inch laminared plate glass, with the exception cof a contral panel. This central panel coasists of 1-1/2 inch thick bullecresisting lass. The frame is assem- bled to the fuselage by fush-head screws in fiber auts ‘and may be attached or removed as one unit. A clear View panel is instalied in the lefe side of the windshield assembly on airplanes AF42-104429 through APG- 23251, ‘This consists of a small section of the wind REAR VIEW MIRROR LATGH Figure 111—Clear View Panel (AF42-104429 through AFS3-23251) Section IV Paragraph 9 shisld side panel which may be opened inwaed so that the pilot can ob:ain as nearly a8 possible a8 unob- structed forward view. A small latch secures the clear view panel in the cloxed position while = small clip hholds the pacel in dhe open pesition, (See figure LL) (b) REMOVAL OF WINDSHIELD.—Roll the canopy back, Remove che fush-head screws from around che base of the windshield aad life the assembly. ff the fuselage, (©) INSTALLATION OF WINDSULLD,— Keplace the windshield assembly on the fuselage aad inseall the flush-head screws, (2 CANopy. (2) DESCRIPTION. 1, ‘The canopy for airplanes AF-42-104029 through AT42-104828 consists of eight pleces of Ple las held in an elumiaum alloy frame. As emergency escape panel is installed ia che lefe side of the canooy which may be opened irom either inside or outside the cockpit in the evens of a curn-over on the ground. To open the escape panel from inside the cockpit pull the handle (1) (detail D, figure 112) inboard and aft to disengage the panel relorse aseemlbly (G) from the studs (Hin the frame. The escape panel is opened similar- ly from outside the coclepis, Bach coraer of che cxsopy is mounted on a teuck assembly which rolls on a track attached to the upper longeron. The canopy is moved to the Forward or ait positions by a hand crank on the forward right side of the cockpi«, The canopy is locked in position by engaging the pin on the control crank in a hole in the locking place. (See detail A, figure 112) ‘The lever (A) on the control eranke must be lifced wo dhe horizontal pesition as shown in detail A, if the canopy is to be moved forward or aft by hand ‘The complete canopy may be seleased from the truck: assemblies by pulling down on the emergency relecse handle (8). (See detail B, figure 112) A force of at least 40 pounds is zequired to beeak the lockwire (E) which secures the canopy latch (C) on the rear pin (D) Of the link cod assembly. (See decail G, figure 112.) WARNING Be sure lockwire (E) is properly installed in both emergency selease mechanisins before she airplane is town. The lockwire used should bbe 052 brass or the equivalent, The wite must preload sack latch in the Jocked position past the dead-center position, 2. The caopy for sieplanes AFA2-104829 ‘and subsequent, consists of two pieces of Plexiglas held in an aluminum alloy frame and docs act have an emergency escape panel. The opecation of the esnopy is the same as for provious model airplanes, (See fig we 113.) (6) REMOVAL OF CANOPY.—The canopy may be removed by pulling the emergency selecse hnandle (B) (¢erail B, figure 113), and lifting the canopy off the airplane. The support and cruck assemblies will remain on the track, RESTRICTED. 590° qaionasas EMERGENOY \MPORTANT— BE SURE LOCKWIRE E RELEASE HANDLE Ig INSTALLED SECURING CANOPY RELEASE MECHANISM TO ROLLER ASSEMBLY CANOPY IN ! OPEN POSITION DETAIL G (DETAIL D EMERGENCY RELEASE MECHANISM PANEL RELEASE ASSEMBLY oABIN CONTROL, GRANK © RELEASED POSITION LocKeD POSITION Figure 112-Canopy Controls (AFA2-104429 through AF42-10¢828) ENDS" NY AL wots aaoRusaai DETAIL 8 \ canopy IN OPEN POSITION \ DETAIL A CABIN CONTROL CRANK IMPORTANT DETAIL G BE SURE LOCKWIRE E IS INSTALLED RELEASED EMERGENCY RELEASE Soe tion SECURING CANOPY RELEASE MECHANISm Lockea MECUANISM OsiTt TO ROLLER ASSEMBLY Position Figure 118—Canopy Controls (AF42-104829 and Subsequent) GNOSe-10 NY oatpeusaa A uous05,Section IV Poregraph 3 To remave the support and cruck assembly, disconnect the rear eruck {rom the exnopy conteol cable by removing the serew acaching the cable block © the gooseneck fitting. The screw is accessible throug’ fin opening in the upper longeron at fuselage station 5. Roll she ceucks off che ends of the sxack, [c) INSTALLATION OF CANOPY.—There re two major icenis which decermine the security andl Smooth operasion of the canopy: position and method bf salery-wiriag the release latches, and fit and maine tenance of the several component parts which mabe up the entire canopy installation. Prior to installing canopy, follow the instructions below 1. Clean and dry the tacks upon which the canopy rollee trucks move, Oil and dirt will mske for excesive track wear and rend «© cause a loose fit of che trucks. 2, Check he four truck assemblies for eight fic on the wack. Check the gap beeween the top and bottony rollers for ehe following colerances: Maximum 121 Minimum -L14 The outhourd face of the ceuck fitting should have a flat surface. However, owing to track fwear, ie may be necessary co bend the cuck ftdag, SLIGHTLY to close the gap becween the rollers so that the truck assembly will fi tight on the wack. 53, Inspect tho Link rod assemblies for secur: jy of pinnings. Discard aay cods that ate distoree, Make sure the fvone and sear locking pins in che goose: reek fittings are no: heat or Loose. j. fnspect the esopy visually for warpage, cracked glass, looseness of the frame, Check the Jefe fand right front locking ficings for weas. These f:tings fare taper reamed, Check the left and sight rear lock: ing mechanisms for free movement, and security of ae fechment. Cheek the release cables for freedom of ‘ravel in the guide tubes. 5. Tnspece the canopy conten! cables, pul- leys and the control handle unit for feeedom of mover tnnent, frayed swire ateands and fell eravel. Inspect, particularly, the soldered chread fictings on the canopy Conwol cable for secure joints and undamaged dhreads. ‘The cheead fittings are serewed into che contro! cable fastener fitting, that is, stached to the roar gooseneck: cf che link rod assembly. Nete Later cenopy contrul cables are provided: with o swaged cable termizal insiend of the soldeced thread fitting 5, Check the bol: attachment of the goose rock ftsiags to the Front rexel: assemblies. Make sure that the bushings are approximately .002 longer thea the Geting # purmuit slight rovarion of the fiting on the truck. ‘The bolts mast be eight snd properly safey wired 7, Open the canopy latches and install che tanopy on the front capesed locking pins and lock che sear pins in the right and leis hand latches. RESTRICTED AN O1-25CN-2 4, Roll dhe exaopy forward and Lock ie shut Check for canopy frand tightness. If appreciable play is noted, deterinine the cause by checking che Follow: a. Snag mating of froat and cear locking pins Springing or bending of the fink sods. Sleek in the relosse laceh mechanisms Slack ia the roller Gc on the tracks. Toneness of atackment 1 control cable Note Da nat allow more than 080 fore and afc play of the canopy. Do nor allow appreciable side motion of che canopy If inspection shows the canopy installa tion to be satisfactory, perform the next step with great 9, Unseall de safery-wire (032 brass or equive lend) at the release latches as showa ia fygure 118. The ‘wire must preload each latch in che locked position past the dead-center position. CAUTION Do not fracture she wire by ewisting coo ight. Ie may he found chat ic i$ easier (0 install sufery-wire with the canopy free from its aciachment If so, remove the canopy afser performing the inspec tion in step $ and dheead « fairly long lengda of salecy- wwite through the eelesse mechaoism. Then reinstall the canopy on the aicplane and complewe che safety wicing operation. (d) EINAL TEST AETER ASSEMBLY. “The firs: movemone of the latches toward she release position should be agains: che preloscled safety Wire aml its bretkage should occar prior co the upright toggle of the latch moving past the dead-center post tion to the open position. Sefety-mie chat is too light or poorly installed will allow vibration and high aie leads will unlock the Tatches and cause salf-jettisoning of the canopy. ‘When ia doubs as to the proper salecy wire «© use, experiment with varying heavier gmges of wire uneil one is found chat will require « stcong, pull of the celease haadle to eause the wire co break, G) REAR VISION GLASS. (a) DESCRIPTION. 1. For airplanes AF{2-104429 through AM 104828, 4 rear vision glass is installed on each side of the Fuselage aft of the cockpit ‘The glass is held in the frame assembly by two support straps on che side of che glass arid a metal retaining strip ot its forward edge. 2. For sieplanes AFA2-104929 and subsee ‘quent, the reae vision installarion consists of 140 pieces OF Plesiglss one for left and one for the righe side, held in an aluminum alloy freme which follows che contour of the fuselage. The complete assembly is at- tached to the fuselage by 24 screws around che bottom and aft fretaes of the rear vision assembly. ra RESTRICTEDRESTRICTED AN 01-25¢N-2 (6) REMOVAL OF REAR VISION GLASS. 1. For sieplanes AF42-104429 through AF(2. 104828, the rear viston glass may be taken oat by 2 moving the support straps and metal cetaiaing strip at its forward edge. Slide the Plexighs sheet forward and out of the frame. Use care in removing the Plexi« iglas shoot to avoid macring its eofe susface 2. For airplanes AF42-106829 and subse ‘quent, the complete rear vision asembly may be re moved from the aicplane hy removing the 24 screws ‘around the bowom and aft frames of the assembly and lifting the assembly off the fuselage. (2) INSTALLATION OF REAR VISION GLASS. For airplanes AF(2-104429 through APA2 104826, slide the Plexiglas sheet in the fame and re- place the metal retaining suip athe forward edge and the two support straps on the side of the gles. 2. For airplanes AF42-104829 and_ subse quent, replace the reer vision assembly on the fuselage nd install the 24 screws around the bottom and ft raaves of the assembly (#) CARE OF TRANSPARENT SUEETS, (2) REMOVING SCRATCHES. —Slighe sue face scratches are easily removed by scrubbing the transparent sheet by hand wih a soft doth moistened swith a micpentine.challe mixture (6) CLEANING.—The surface may be cleaned with yacnoliac. This ia turn may be removed by ap. plying warm water and wiping lightly with a soft, wee Coil, Grease and oll may be semoved with carbon tetrachloride, alcohols Gimple or polyhydriel, 0 erhers, ‘Nove that dhe wanspazeat sbeee i soluble io Ketone, lower esters, aromatic hydrocarbons, pherols, arylhalides, aliphatic acids, chlorhydeias aceval, chlor oform, ethylene dichloride, propylene dichloride, and tetrachlorethylene. 4. ALIGHTING GEAR. 4. MAIN LANDING GEAR. (1) GENERAL DESCRIPTION. ‘The main landing gear of this airplane is of the hydraulically rectactable «ype, consisting of independent right and left assemblies. Ench assembly consists of tree es. senvial components: the oleo struc, rewacting me chaniem, and the wheal znd brake. (2) OLEO STRUTS. (See heures 114 and 115.) Trach landiag gear leg hes aa siroil xbsorbex steut hich rotier ale about trunnions at the top of the strut, Each Jeg hes on inbosed side brace Link t+ tached to the proel, During retraction, bevel gears rotate the steut approximately 96 degrees so that che wheel is broughe flush into che wheel well ie the wing, The bevel gears also serve as structural mem- bers. ‘Torque loads on the absorber piston are teans mitted through the scissor links t the cylinder, and the bevel gears in carn wansmit this corque from the cylinder eo the Janding gear Greings on the wing. Section IV Paragraph 3-4 SPRING LOADED ROD— SIDE BRACE TURNBUCKLE OLEO STRUT. YLINDER TOW RING SCISSOR Links Figure 114Main Landing GearFront (b) RETRACTING MECHANISM, (See fig. ures 116 and 117.)—The retracting mechanism con sists of & pait of hydraulically operated retracting: struts, ove in each wing panel ditectly forward of the wheel well, A pair of identical retcacting seme con. rect sets of lower and upper retracting links in each mechanism. Each pair of retracting arms is anchored 10 a through bole fitting to the bottom of the wiag. ‘The lower Links are attached to the lower swivel tran- rnion, and the upper set to the tee end of the retracting. piston, Extension of the retracting struc ciuses the Innding geae co seteace into the lower surface of the wing. An ausilisry hand pomp insealled on the right side of the cockpit, can be pperated in liew of the elec- “a pump in providing pressure for the Ihydraulie system. An oleceric warning system is oper ated by action initiaced within the retracting strut in indicate ia section IV, parageaph 4, (4), which serules ie illumi. nating an electric bulb located on the anti-glare shield in the cockpit, whenever the main landing geae is ia ‘en vnlocked position and the engine is throttled down t0 1060 rpm or less tic mowrd eonjuaction with the dhvotde switch as RESTRICTED 6UPPER TRUNNION INBOARD 00k Lower RETRACTING LINKS) cuTBOAaRD DOORS LOWER TRUNNION HYDRAULIC BRAKE Line——+ AXLE HoUSiNc—-] JACK POINT Figure 115—Main Landing Gear-Rear View (o) WHEELS AND BRAKES.—The aun lanl ing gear shecls on all P-sON airplanes are magnesium aliny castings with the deop-center cype of rim, manu- factared by the Hayes Industries Corporation, Jackson, Michigan, The essential seructural members are dhe wheel casting and che brake deum. Wheels on P-40N tisplanes AFO-104429 eheough AFé2104828 are trounced wish 20-Iach smooth contour, eight ply nylon Casings and 30-inch smooth contour type L tubes, and ‘york in conjunction wich L2x3-1 {inch Hayes cavers: ible hydraulic Brakes, Wheels on subsequent airplanes, take 27-inch smovih contour, eight ply aylon casings sail 27-inch smoceh contour type T tubes, and operate with [1x5 inch Hayes reversible hydeaubie brakes. Two) Warner master brake cylinders, working independent Iy of each other and the main hycrulic system, aerate the ove brakes on each airplane. (2) THE OLEO STRUT ASSEMBLY. jw) TO REMOVE THE OLEO STRUT AS: SEMBLY. RESTRICTED. AN O1-25¢N-2 1. Disconnect the cevis end of the turn Duckle rod which connects the inboard Ianding gear fairing door to the side brace link and controls the ‘opening sind closiag of the inboord door. Detach either tend of the cable which connects the outboard door © the support on the pinion gear wing. Unfascen the in- Foard end of the spring-losded rod which connects the outboard door t the landing geer fairing bull head. This sad closes the outboard door by spring tension 2, Remove the serews attaching the landing gear leading edge fairing and outboard faicing door tw the wing and remove che fairing, ‘The leading edge section of the wing fillet must be removed co gain secess to the inboard screws on the landing gear Fair. ing ar the leading edge. 3. Insect che jack poiac smads in the panels and jack the front and veer of the aisplane until the landing gear wheels are oT the ground. 4. Remove the bleeder screw at the brake cylinder on the inner wheel fairing and drain the brake system, Disconnect the hydeanlic brake hose at the fitting below the blesder screw on the worque plate, Remove the wo hore clamp ficings from their Supporss, one at the lower end of the oleo cylinder and the ocher at the lower trunnion. 5. On wheels having 20 outer faising, re move by unbuttoning the four Dzus fasteners 6, Remove the axle cap and the cotter pin and wen off the usle aun freeing the wheel. Pall the wheel and she wheel bearings irom the axle. 7. Free the upper forward ciccamference of the coavas in che wheel pocket and turn the canvas out, exposing the structural detail in the wheel pocket. 8, Poerially reteacr she laeding gear so that the upper retracting links ond retractiny-strucpiswon end through bole are accessible cheough the wheel pocket 9, Remove the coxeer pia, nut, and chrowgh bol: connecting the retracting-strut piston end to the lapper lunding-gear reccacting links. 10. Recuen the piston complevely into the re- cracting steut by placing che landing gear handle on. the conerol valve ja the “DOWN” posicion and acta+ ting the mocordriven hydraulic pup switch oa the sonteol stick TE. Working through the (wo lightening holes in the wes of the wheel pocker ar either side of the retracting strut cutout, eemove the through bolt ‘which attaches the reteacting aems to the wing. (See figure 118) 12, Pull the cowers, and carn off the sues attaching the lower retracting Links to the lower oleo frunnion. With the reacting arms free in the wing, there will be enough side play ra remove the lower retracting links f20m che «runnion fitclugs. 13. Discoaneet the side brace Tink at the wing, of at dhe oleo strue’s lower trunnion if desired TH. Remove the corer pins, nuts, and bolts from the wing aciachment fiings and lower the ole 66 RESTRICTED.2 3 4 8 RestRICTED. Section 1V AN 01-25CN-2 HYDRAULIC PRESSURE LINE 6 OLEO STRUT HYDRAULIC RETURN LINE 7 PISTON TEE END RETRAGTING ARMS 8 PISTON RETRACTING CYLINDER 9 UPPER RETRAGTING LINKS LOWER RETRAGTING LINKS |O RETRACTING ARMS THRU BOLT I WHEEL POCKET covER Figure 115—Mein Landing Goer Retracting Mechanism RESTRICTED 69° aaigruisae WING ATTACHMENT: Firting FIXED AXIS OF THE UPPER TRUNHION RETRECTING ARNS LOWER TRUNNION ——J REVEL GEAR AS PRESSURE 1S APPLIED TO EXTEND THE RETRAGTING STRUT PRION GEAR ‘THE PISTON LOCKS ARE CAMMED OWER RETRECTING OUT OF THEIR LOCKED POSITION can BY THE PISTON PAWL AS THE PISTON 1S FORGED OUT OF THE CYLIDER THE UPPER RETRACTING LINKS ARE PULLED AFT. THE UPPER AND LOWER RETRACTING LINKS ARE ATTACHED TO THE RETRAGTING ARNS: LEO @YLINDER TYPE TE WHEELS, OUTER FAIRING: SSEMDLY WHICH PIVOT ABOUT THER FIXED AXIG IN THE WING. AS THE OLEO STRUT 15 ORAWN UPWARD THE BEVEL GEARS ROTATE THE OLEO CYLINDER THROUGH THE PINION GEARS, THE UPPER soon AND LOVER TRUNMIONS HAVE GEARING SURFAGES WHIGH FIT contour [ AROUND THE BEARING SURFACES OF THE CLEO CYLINDER erie ALLOWINS THE CYLINDER TO TURN FREELY ON THE TRUNMIONS. evan mr EXTENDED THE LANDING GEAR IS EXTENDED WHEN THE RETRACTINS STRUT 15 RETRACTED. WHEN THE LANDING GEAR IS FULLY EXTENDED THE MECH- ANAL LOGKS IN THE PISTON! ARE POSITIVELY CAMMED NTO THEIR LOGKED POSITION BY THE ‘OVER-RUW_OF THE PISTON PAWL. TORQUE LOADS ARE TRANSMITTED FROM THE WHEEL THROUGH THE SCISSORS LINKS TO THE OLEO GYLINCER, THE PMUION AND BEVEL GEARS THEN TRANSMIT THE TORGUE 10 THE ATTACHMENT FITTING CH THE WINS, RETRAGTED WHEN THE LANDING GEAR IS FULLY RETRAGTEO THE OLEO STRUT AND WHEEL HAVE ROTATED APPROXINATELY SO DEGREES SO THAT THE WHEEL LIES IN THE WHEEL POCKET FLUSH WITH THE WING. WHEN THE RETRACTING STRUT PISTOH 18 FULLY EXTENDED THE PISTON LOGKS ARE CAMMED INTO THE AFT LOCKED POSITION BY THE OVERRUN OF THE PISTON PAWL LOCKING THE LANDING GEAR IN THE RETRAGTED POSITION AS ILLUSTRATED, THE LANDING GEAR FAIRING DOORS ARE OPENED ANO SLOSEO WITH THE LANDING GEAR, THE INBOARD FAIRING DOOR IG ATTACHED BY A TURNBUGKLE TO THE SIE GRACE OF THE OLEO STRUT. THE OUTBOARD 900R 1S ATTACHED BY LINKAGE TO A SUPPORT ON THE PINION GEAR RING AND A SPRING LOADED ROD AT THE FORWARD ENO OF THE DOOR ATTACHED To THE LANDING GEAR FAIRING QULKHEAD. Figure 117-Lending Gear Retraction g § 8 THOST LO HYRESTRICTED. AN 01-25CN-2 serut assembly from the wing. (See figure 119.) 15, ‘The cetracting arms may: aow be pulled far enough through the wing opening to remove the’ ‘outs and pull the bolts connecting the retracting arms and lower retcacting links. RETRAGTING STRUT RETAINING NUTS(3) RETRAGTING STRUT. PISTON TEE ENO THROUGH 80LT———! RETRAGTING ARM UPPER RETRAGTING LINK Figure 118-Retrocting Arms end Upper Retracting Links 16 Remove the upper cetracting links and retracting arms from the wing 2s illustrated in fig- suse 120. (6) TO DISASSEMBLE THE OLEO STRUT. (See figure 121.) J, After the olea strut assembly has been removed from the wing, vent the air pressure care: fully and drain che hydraulic Suid by removing the Schrader plug. Place the oleo strut in a wooden block clamp to secure it from turning. Remove the six at aching boles aad life the braize shoo and torque plate assembly from the axle. 2. Reverse the position of the oleo struc in the wooden block clamp and pull the cotter pin from the plunger aut, Turn the plunger aut off wich soplcet wrench and remove the upper truaaion cop. Section IV Paragraph 4 3, After the upper teunnion cap is removed, pall che upper tcunnion assembly, including the bevel gear and wing attachment fictings, off the leo struc 4, If the side brace has been removed with the olo strut assembly, pull the cower pin, loosen the faut, and remove the hoje het attaches the side brace to he lower trunnion, ‘Remove the side brace fom 5. Unscrew the eight cap sevews holding the two lower tupnion haives together and pull she trun rnion halves from the oleo strut. 6. Remove the wo lower trunnion facer plates and the four segments 7. Pull the cover pins and remove the aute and washers from the four pinion-gear attachiag bolts, pall the bolts, and cemove che two segments and che support, ‘The shims will come out with the pinion gear. S. Reverse the oleo steut cylinder ia the ‘wooden block clamp, pull the cotters, remove the auis, and pull ou: the ewo belts which artach the eleo piston to the axle housing. When the axle housing and olea serut are astembled in the factory, chese two paris are fisced together with .003 inch maximum cleaeance and jig-reamed to sce the axle housing for 0 degrees 30 minutes * 15 minutes too-in. Therefore, it is essential that che same axle housiag and oleo struc be reassem- bled together. If je it necessary to inetall a new axle housing, che two assemblies should be lined up and jig-reamed to coincide with che origieal asvembly. 9, Pall the cotter pins and remove the auts and washers on che rwo bolts, one attaching the scis- sor Hinks to the lugs on the piston and the other awaching the links 10 the lugs on che cylinder. Tura out screws securing washers (87-31-55) «0 the lugs, and remove washers. Kemove the bolts and pall the links free of the piston and cylinder Jugs. 10, With the oleo cylinder secure in 2 wood- en block clamp, loosen the set screw on the cylinder and turn the packing gland aut completely our of the cylinder wich a spanner wrench. II. Pull the piston astembly from the end of the cylinder, The piston assembly is composed of the gland aur, packing and packing rings, piston sleeve, piston bearing, and metering pin. (See figure 122,) 12, It ie i desired to remove the metering pin, place the piston assembly in 2 wooden block clsmp and Jock the amp ia vise. Tnsere the me- ‘ering pin wrench (part No, 87-88-031) into the pi ton at the beoring cad aad unsecew the metering pin. Remove the mecering pin and wrench, and pull che anctering pin from wrench as illustrated in figute 123. Note ‘Whenever a metering pin hes been removed, ic will be necessary to install a new copper ‘washer when the pin is reinstalled, Never in- stall a used washer. 13. While the piston is in the wooden clamp and secured in a vise, remove the solder from che RESTRICTED orSection 1V RESTRICTED AN 01-25¢N-2 FITTINGS LUG FOR SIDE BRACE RETRACTING LINKS LOWER TRUNNION™ FITTINGS FOR LOWER RETRACTING LINKS Figure 119—Removing Oleo Strut Assembly from Wing RESTRICTEDRESTRICTED AN D1-2SCN.2 UPPER RETRACTING LINK Figure 120-Remaving Upper Retracting Links cond Reiracting Arms theee lock sexes on dhe piston beating, either by dige ging the solder oat or by applying jute enough heat by torch co mel ic away. Remove the screws DM. Use a spanner wrench and wisn she pi con bearing off tbe piston, ‘The sleeve, packing ring, packing and gland nae eaa now be slid off the piston, ‘The piscon i now completely disassembled as illus tented in figuee 122 15. If is is desired 10 remove the pluager from the oleo steue, place the oleo steut in a vertieal posidion ia a vise.” Mix some asbestos with warer until a thick mixture is obvained, and mold # generous sing (of asbestos arouad the oleo as shown in figure 124 This will prevent the heat from the corch, when ap: plied to melt the solder joint, from going down into the oleo cylinder. 1. Apply heat from a torch and melt the solder. 17. Free the oleo cylinder from the vise and surn the cylinder upside down so that the meleed solder will run ouc into a container, Now the planger can be turned out of the eylinder with a spanner wrench wathout aay flow of Solder into the cylinder when the plunger is removed. The oleo strut is now completely disase ypection and servicing. (@) TO INSPECT THE OLEO STRUT FOR REPLACEMENTS, Section IV Poragraph 4 1. Before assembling the oleo stcut, thor- oughly inspect and clean all paris. Any pacts found defective in any way should be replaced. Use only alcohol (0 clean the oleo stent parts Tnspect packings carefully and clean wich alcohol. Replace any packing showing the slightese damage 3. Ti the plunger has been removed from the cylinder, clean the cylinder top with carbon tetra Chloride oF equivalen, (TO ASSEMBLE THE OLEO STRUT. J. Place the eyliader in a vertical position and secure it in a vise 2. Mold a generous ring of asbestos and ‘water mistace around the cytiader as illustrated in figure 124 w rescrier heating to the 1op of the eylinder, }. Apply hear from a torch @ both the inside and outside of the top of the cylinder. Move the torch around she circumference of ihe cylinder rapidly 90 thar the metal will nor he overheated and consequently lose temper i, Have several pieces of cube solder in ring. form that will just fir inside the eylinder. Brush he inside of dhe cylinder around the flange with a solder. ing solution of 15 percent zine chloride, 35 percent glycerine, and 50 percent water. Drop a solder ring Into che eylinder vpon the flange. 3. Place the plunger assembly on a ccadle so that it may be rotated, and heat the ond of the plunger around the geoove above the threads. 6 Bush on soldering solution and apply 4 -generous coating of solder in the groove and om the nut face. Do noc solder up the two spanner wreach holes on the mat face 7. Brush tho solder with o clean wie brush and insect the plunger into the cylinder. 8. Tighten the pluager into the cylinder ‘with a spanner wrench, 9. Place a steel rule on the top of the eylin der as in figure 124 w see if she plunger has the Proper protrusion above che cylinder. The bottom of the cower hole in the plunger should be fash with the top of the steel rule. If she protrusion is not sulficient, the plunger must be removed and miore sol- der applied to build up the cylinder flange or an other plunger installed. -1¢ is imperative that the cos tor hole in the plunger comply wich ihe above speci- fied position of it will be impossible wm safety the veges at when the upper seunnion cap and aut 10, After the plunger is properly assembled in the eylinder, drop three more rings of solder into te cylinder while applying heat. Drop these rings in one at a time. This should thoroughly seal the joint and baitd up a solid cap around che planger Face, RESTRICTED eoRESTRICTED AN 01-25CN-2 Section IV 404s e9[0 +905 Supuoy—tet 96.4 ©} : \ vert E t 2 9 Oo VAAN 5 QO OOOG SBNISS¥_YBGNTAD NO Nid 9NIWSLIM ony SNINOVE UNIO Y30I0S ATIVDISIOZdS yOaHD 3NTa) 8 3OVYD O3GNSNWNA 9esE NoLLvoIsiogds 4vY INTs DINYGAH ONISA HON! SuvNOS Ud SaNNoe COB 30 34NSS34d Y¥ 01 O31S31 38 01 AIEMISSY 4nvIS 0310 NOLSid — i61S UB OLLIE S90I-I8-28 ANN QNiev3S BBONITAD —-SHO-IE-Sz_O Lou si-ciewy i aNINoYe — ePO-IE-GL BABIIS —GbO-Ie-G1 9 ONIS SNIAD¥d —-BbOI-Sz_O SUVA MOLSId — bO-E-SL Nid ONINS13M — OSO-IE-c2_N oNiwvaa —Isc-ie-L9 3 N3ONTAD —916-IS-18 W MONT —-zIG-ie-20 a ATBW3SSY NOINNNYL Y3KOT — S2S-1E-28 7 ANior Nags ° BATA ONITILE x dv9 dbs-e-ue @ ATANASSY NOINNOHL Haan IbO-Ie-ZR OMILLIE 9-906-1e-29" ¥ RESTRICTED. 70RESTRICTED. Seation IV AN 01-25CN-2 75-31-044 BEARING 75-31-050 COPPER METERING 87-31-53 PISTON BEARING -LOCK SCREW ;-METERING PIN PIN WASHER lB 75-31-0465. 78-31-048. SLEEVE PACKING RING GLAND NUT Figure 122-Oloo Strut Piston Disassembled COPPER WASHER METERING PIN METERING PIN WRENGH WOODEN BLOCK CLAMP. TO REMOVE LOCK SCREWS FROM PISTON SCARING FIRST CLEAN OUT SOLDER ON SCREW HEADS Figure 123—-Removing Metering Pin trom Pision RESTRICTED 7Section 1¥ Parcgroph 4 PLUNGER ASBESTOS RING Figure 124—Checking Cotte ‘OLEO GYLINDER Pin Hole Locetion HT. Clean the outside of the top of the cyline der where the heat was applied with a solution of 5 percent soda ash, | percent potassium bichromace, wad Si percent water, Polisl: with a cloth and set the cylin. dor aside to cool, 12. When the cylinder hes cooled sufficient yy semove the asbestos mold. ‘The cylinder is now ready for the assembly of the remaindee of the unit 13. Biest siep is to assemble the piston bY placing ic in a wooden block clamp and fasere che Clamp ia a vise @ secure it from wrning. 1. Insect the metering pin in the mevering pin weench, be sure co place a mew copper washer ba the threaded end below the mut and insert the “wrench with che pin in the piston. Serew ia the me- tering pin cghtly 'D.. Slide the gland out onto the piston, dreaded end first, and then slide on the lower packing ting, the five packings, and the upper packing sing. 16. Slide the sleeve over the piston and screw on the piston bearing uacil ic is tight. 117, Tastell che three lock screws and fill the screw heads with solder 10 safery them in place. Buff fff the sole: 30 that there are no burrs or sharp fedges to score the cylinder wall. The piston is now Commplecely assembled and sendy for installation in the oy inder. Tk. Wee the packings thocoughly with hy- Aeaulic fuid, AF Specification 3586. 19.” Slide the piston into the cylinder, se cured ia a soodenblock clamp, and tighten the gland. Shut with a spanner wrench. Tighcen the auc fiemly: due wor excessively and sighten che set screw in the cylinder. ‘The stent is now ready for the preliminary, RESTRICTED AN 01-25CN-2 (fg IO TESY THE OLEO STRUT FOR LEAKAGE. 1. Lay the strut down on a bench horizons Ly with the Schrader plug ap. Remove the plag and fil the cylinder with hydraulic Guid, AAF Specificar tion 3586, wile extending the pistoa, until o:1 flows over the plug hole. Screw a pressure gege into the plug hole and insert the sirut in a vertical press ‘Apply a pressure of 2800 pounds per square inch and allow she strut t0 remain under this pressure for 10 fminures aspect the oleo strut For leaks, especially around the solder joint, packing gland mut, and me tering pin. (Seo figure 125.) Figure 125--Pressure Test of Oleo Strut n RESTRICTEDRESTRICTED AN 01-25¢N-2 2 If the pressure test shows no leaks, draiss the hydraulic fluid. If the packing has been replaced, the oleo assembly should be ran in on 4 machine that ‘will move the piston in and out chrough at least halé its toral cravel, a minimum of 500 cycles. The strut must be fully serviced with fuid and aie before ren fing is, This servicing may be accomplished as fol- Figure 126—Running:in the Oleo Strut 4. Push the piston into she cylinder es far os possible and stand the steut ia a vertical position, Fill the strut with hydeaulic fluid, AAF Specification 3586, until it overflows, and replace the Schrader plug loesely. Place the olen scrut in the machine (Rgure 126) and cause the sirat to be extended and retracted several times to eliminate air trapped ia the sit. Re- move the scrut jrom the machine and check the Auld lewol If additional fluid is added, repeat the pro cedure outlined above exch time tid i added, watil the proper fluid levol i obtained. Inflace the stsut to 208 pounds per squace inch pressure with a high pressure hand pump. Dy not ase comprosed ait. Re place the steut in the machine and sun in a minimoon OF 500 cycles. 5. Alter she strut has been ma io, asemble the scsoy cs. De sure dat the inks ace thoroughly ean ad thae the bushings ace nor worn ot scored Replue badly worn or sored bushings. When bash ings are replaced, ie wil be nocesney to dl @ mew agree pasige in the bushing wo aliga with the grease psc onthe seater link hich # equipped wih « Zerk iting. Coot che suriaces of the bushings and boles with grease, Specification AN-G-3, or equivalens, 2nd install the seisor links of dhe piston and cylinder ign Tasece che bois, sag up the tsa, back the off one castellation, and install the cower pins. Ie is sery important tbat the bolts do aot bind the bush. ings. Peviadie inspection and greasing of the scissor His ave requited to sssue satisfactory operation of the pars al mes 4. Tusuall the axle housing and axle assembly and insert the cwo theough holes. Turn up the nuts ghily and install comer pins, Section IV Poragraph 4 5. Tnseall the pinion gear with shims as on the original installacion. ‘These shims ere sweacsol- ered i. place. Stip the segments inte place and in- all the four bolts and the support, making sare that the support is installed on the tame side of the cylia- der as the scissor Link lugs. 6. Jastll che four segments, ewo facer plates, and the Jower trunnion halves. Install the eight cap. serews and dhe strachment fitting, Draw the cap screws up tightly 7. Install the side beace on the lower teune rion and safety the aut with @ cotter pin. 8. Slide the upper eruiinion, with the bevel geer aud wing Jccings attached, onto the cylinder Slide she trunnion cap onto the plunger bolt and install che plunger auc. Take up che aut with socker wrench and sefery the nut with a cot rer pin, 10. Reverse the oleo strut in the wooden block clamp and place the axle in a vertical position, Install the brake shoe and torque plate assembly on the axie, and secure the six actaching bolts. The oleo strut is now ready for lubrication before installing 0a the wing. Force grease, Specification AN-G-3 oF equivalent, through all the Zerk fittings with grease gua until grew= cozes out of the joints, “Test the trunaions «0 see whether they zevolve frvely. () IO ANSTALL THE OLEO STRUT As. SEMBLY, 1. Raise: the leo strut co che wing, place che landing gear visual indicator in position throagh the leading edge of the wing, and guide the fitings on the upper trunnion into the fittings on the wing. Incert the attaching bolts, tighten the nuts, and saiety with cotter pins, 2. Aitach the side brace fitting #0 the wing, or to the lover trunaion'lag on che oleo stcut if it as originally disconneered at this poins, Shim side serur to .006 inch maximum clearance. . 3. Atesch the upper ceccacting links to the secracting arms and insert the assemblies into the wing, through the two web lightening holes in the wheel pocket. (See figure 120.) 4. Tip the retracting arms so chat the lower sereacting links ettachment ends protrude sheough the openings on the under sortace of the wing far enough 1 provide clearance to atch the lower restacting links to the retracting: erms. Attach the linlse to the arms with the stcaching bolts and cigheen the auts, Do not tighten che auts excessively. Safety the nuts wide couter pins, 5. Slide the lower sewacting links onto the ower trunnion ft:ings, install and take up the nuts, and sefety the aucs with corer pins. 6. Atcach che setracting arms at the pivot point in the wing with che throagh bolt. Do aot Highton the nut on the duough hole excessively. Safety the nat on the bole with a cotter pin, RESTRICTED 73Section 1V Paregraph 4 Note Be sure thot the spacer wich che Zerl fitting, is installed heeween the pivot point bushings. (See figure 118.) 7. Acach the upper cetraeting links to the piston tee end on the retracting cylinder with a Dircugh bole and eighten the nur Do noe tighten’ the nat excessively. Safecy the nuc with a eoicer pin. 8. Connect the brake hose c0 che wheel at the torque plate fitting. Atach the ovo clamp fit tings sapporting the brake hose co the oleo cylinder. 9. Coat the wheel bearings with AAF Speci- fication 3560 grease, and slide the wheel assembly onto the ale. “Turn 00 the azle auc and cake it up srugly. Back the nut off uacil the wheel cims freely, safety the nut with a cotter pin andl slide on the cap. Where there is en outer wheel fairiag, buston it on with the four Daus fasteners. 410. For lwbrication of the sembly, see figure 39 in seciion 111. (g) TO TEST OPERATION OF THE OLLO SYRUY ASSEMBLY. fing. gear as- 1. Test the landing gear for proper oper tion with both the electric hydraulic motor-driven pump and she auxiliary pump. 2. Test the Level aad pinion goats for back. lash adjustments. Allowabsle backtash is from .000 co 02 inch, If there is excessive backlash remove the Shim from the top of che pinion gear ring and pkace it on the bottom, If the gears bind cemove the sim fiom below the pinion gear ring and place it above the gear. WING PANEL: OUTBOARD FAIRING SIDE ASSENELY. Figure 127—Installation of Landing Gear Fairing— Step 1 RESTRICTED. ‘AN 01-25CN-2 fOUTAOARD FAIRING SIDE ASSEMBLY Figure 128-Installatien of Landing Gear Falring— ‘Stop 2 SCREW HERE INSTALL THIRD ‘OUTBOARD FAIRING SIDE &SSEMBLY Figure 129-Instellation of Landing Gear Fairing— step 3 14 RESTRICTEDRESTRICTED AN O1-25¢N-2 OUTBOARD FAIRING SIDE ASSEMBLY, Figure 130-Installation of Lending Gear Faicing— Step 4 INSTALL FIRST SCREW HERE INNER SIDE FAIRING INSTALL SECOND SCREW HERE: INSTALL FOURTH SGREW HERE Figure 131-Installation of Lancing Gear Fairing— Stop 5 Sestion V Paragraph 4 (4) 10 COMPLETE INSTALLATION OF ‘THE OLEO STRUT ASSEMBLY, 1. Replace the landing gear fairing as fol- lows: 4. Lift the outboard faicing side assembly in place’and install che first screw as shown in figure 127. Install che second end thicd screws as shown on figures 128 and 129. Enlarge remaining, holes in the fairing, if necessary, to finewp with nucplaces in the panel, and secure as indieaced in figure 130, b. Secure th inner side fairing at indi- caced in figure 131. c. Figure 132 indicates how to install the inboacd door facing t which is atiached the door as shown in figure 133. 2. Connect the inboard fairing door «urn buckle rod to the side brace and the spring-loaded cod (0 the omthosed fairing door. Festea the Icore end cof he cable which links the outboard door to the suppors an the pinion gese. Adjust the rods so that the doors close tightly when the Janding gear is Fully seteacted INNER DOOR ASSEMBLY. INSTALL SECOND SCREW HERE: INSTALL SECOND SCREW HERE: Figure 132—Installation of Landing Gear Falring— Stop 6 ” RESTRICTED 7Section V Paragraph 4 WING PANEL Figure 133—Installation of Landing Gear Foising— Step 7 (@ VO SERVICE AND TEST THE OLEO STRUT. 4. With the sirplone ia the taxiing position, doflace the strut by backing olf che filler plug slightly to allow the air to excape slowly past che copper gasket i the plug seat. Too suddea relesse of the air will Gamage the valve core. Do not xttempr 10 remove the filler plug without fest completely deflating the strut. 2. Back off the filler plug unt all fzing of ais and fluid cesses. 5. Remove the filler plug aed fill the scrut ‘with hydranlic tid, AAP. Specification 3586, uncit ix is level with che plug hole. 4. Insert the plug loosely and cause che strut ‘tw be completely extended and retracied several times, pecfecably by ecising and loweriog the airplane with E hoist or jack. This method will eliminaee a trapped in the strat. 5. Remove the plug and check the fuid level. Lf additional duid is added, cepear the pro cedure outlined in stop 4, peeceding, each time fluid is ‘added until the proper fluid eve} 35 obained. 6. Replace and tighten the filler plug eare- fully s0 as not co damage the threads or valve stem. The copper gaskec should be replaced whenever a filler piug is reinscalled co guard againse leakage at the filer plug. J. With the fluid ar the proper level, inflate the steut through the air valve with a high pressure hhand pump. Do not use compressed sis. Rock the dirplane while inflating the strut so chat the stcut will Sltecnavely extend and cerract «overcome pecking friction. When fully iallted, both strats must have redder full loed at Jeast the minimum extension of 2 Inches beuveen the cylinder and piston collae, or 4 RESTRICTED AN 01-25CN-2 27/32 inches becween bole centers in the torque Hak age. Not Any checking or adjusting of the strut intiay tion should be done on a reasonably level sue- face, sheltered from the wind, with the ait- plane in a taxiing position end fully losded. 8, After inflation, tes the valve, valve core land filler plug eurefully for leaks by beushing a mix- ture af soap and water around the unit, 9, Small amounts of air can be semoved from the strut by depressing che yelve core. Exercise ex tueme caro to allow the aie to escape slowly t0 avoid Gameging the valve seat. Support che wool used t0 ‘depress the valve core egainst the lip of the valve stem. Care should be exercised 10 prevent damage co the filler plag and aie valve assembly by excessive tight ‘ening of the sir hose connection with pliers or otber tools, If leskage occurs at the hose connection 0 the air valve and cannot be stopped by hand tighten ing, replace che Ging gasket in the pump hose (3) THE RETRACTING STRUT. (See section IV, paragraph 7c, Hydraulic System.) () ‘THE LANDING GEAR WARNING LIGHT SYSTEM. (2) GENERAL. 1, Three electrical switches, all functioning in dhe same circuis, ace involved in the operation of the single lending gear warning light Jocaced on the antiglare shield in the cockpit 2. ‘There are two cia landing gear witches, one attached £0 the under panel in eaci “Knee” just above the oleo strut. These switches are normally closed and are actaated independently by sep- ene rocker and bellcrank mechanisms controlled by action within the sorracciag seruts. (See figure 134) 3. The thiotte switch normally open, is lov cated om the Forward left side of the firewall and is lctuated by @ bellerank connected ¢0 the throitle con- trol tod. (See figure 135.) (b) TO ADJUST THE MAIN LANDING GEAR WARNING LIGHT SWITCHES, 1. Bither switch is made easily accessible by semoving the landing gear “kaee” fairing. ‘The ade justible bole at the bottom of the belleranke is sec by turaing the lock ave fore or aft und she switch is ia the open or of position when the lending gear js ia the downlock position. Richer switch causes the warning light co illuminate whenever its com punion loading gear log is ou: of the dowa-lock (fally [Xeended) position, and the chrotcle swiscl is closed to complete die civenit. (See parageaph (e) 1, follows ing) Two men are eguired to make this adjustment, one on the ground) to sct che adjustable bole, the other fn she cockpit co observe che warning Jight and oper are the lending gear coasrol handle. 7 RESTRICTED.RESTRICTED. AN 01-25CN-2 LANDING GEAR SWITCH L apwusTABLE B0UT Figure 134—Landing Gear Warning Light Switch ADJUSTABLE BOLT ~ SSS" THROTTLE THROTTLE ROD SWITCH a < Figure 135—Throtile Warning Light Switeh (¢) YO ADJUST THE THROTTLE SWITCH. 1. The adjustable bole auached to the bracket on the bellerank is made easily accessible by removing the engine cowling. By turning the wo Jock ues, the contact bole is adjusted to close the switch when the engine is throttled down 10 1600 zpm of lower, chereby causing the warning light to Section V Paresraph 4 illuminate and cemain lighted neil both legs of the smuain landing gese are ia the dowadock position, (4) VISUAL LANDING GEAR POSITION INDICATORS. (See fgure 136.) J. ‘Ths visusl position indicatoes (supple: menting the warning lighe system) are two yellow palmied pegs located atop each wing panel direc:ly above che oleo struts, Linked the lip on the oleo upper trunnion ss shown ia figure 136, those pegs, acting independently, rise and fall as the struts are extoncled and rexracted, visually indicating © he piloe the position of the main landing gear units. When the landing ge. lege are in the fully re:racted posi tion, the pegs disappear flush with the panel surface 2. Nocmally this simple mechanism will se- no adjustment, but if necessary the teavel of the peg iy be regulated by turning the swe adjane able nats on the linkage shown ia figwre 136, INDIGATOR——- PEG ADJUSTABLE NUTS. LINKAGE ASSEMBLY Figure 136-Landing Goer Viewal Position Indicator RESTRICTED "7RESTRICTED AN O1-25CN-2 Section 1V CONTROL LEVER BRAKE SHOE BRAKE LINING TORQUE PLATE INNER FAIRING Figure 197—Hydraulie Brake 76 RESTRICTEDRESTRICTED AN 01-25CN-2 6) THE MAIN LANDING WHEELS, (o) TO REMOVE THE WHEELS. J. Insect the jack poine studs in che panel ‘and jack the front and rear of the airplane until the landing gear wheels are off the ground. 2. Deflate tires 3. On wheels having an outer fairing, re- nove by uabuctoning the four Dzus fasteners. CAUTION Before pulling wheels, exercise necessary pre~ cemution to protect parts from dirt, and damage in handling. _ 4. Remove che axle cap and the couer pi. and tarn off the axle aut, freeing the wheel. Pull the wheel and tire assembly from the axle, exposing tho brake shos and corque plete. Hold a clean cloth lover the center of the wheel as i¢ is being removed, 1g ot and collecting (0) GENERAL MAINTENANCE ON WHEELS, 1. Excepr on friction and hearing surfaces, the entire wheel shall have a protective coating. Parcs that have this protective costing chipped off, worn through, or removed in any manner, shall be refine ished immediseely, ae prercribed in section VII, 0 pee- vent corrosion. Wheels corcoded on the inside shalt thot be used at any time. 2. Wheels which co not run que, end wobble when rolled on 2 level surface shall be con: Gemned. Usually such wheels have been strained ant their sirengch iinpaized by herd landing. Wheels ‘which have badly distorted seinforcing ribs or rims shall be condemned. 3. Wheels ia which cracks have developed shall be reported to depots for disposition, 4. When the sical brake drums have she chromium plated sucface wor through or the drum is scored or cracked, the deum shall be ceplaced. 5. Te outof-round deums vary .019 inch or nore they shall be replaced with + now dren. ‘The rim run-oat can be checked either by an inside- Giamecer gage, or by setting on indicstor on the axle after the brake is removed. (©) TO REMOVE THE BRAKE DRUM FROM THE WHEEL, 1. When ic is necessity to remove the brake drum, frst eemove tire and tube in conventional man: nner. ‘Reach through the tee ribs from the outer side fof the wheel with a socker weench aad cura off the 16 elastic stop nuts on the cap screws which bold the drum ia the wheel 2, Remove the 16 cap screws from the inside of the wheel. 3. Remove the drum from the wheel by one of the following four methods: ‘4 Place che wheel in 2 [othe and corn the drum out until i is thin enough to be easily bent Section 1 Paregreph 4 inward and removed. (Great care shail be taken not fo cut into the wheel casting.) b. Use a sharp cold chisel and ent the drum on ce flange and on the beeaking surface so that it may he pounded inward, ceducing the diameter to a point winere the drum will fall out. (Great care shall be taken no: to cut into the casting.) ¢. Drill rwo hole midway becweea the brake drum bolt holes through she brake casting, but not through the brake deum at point: opposice each other. ‘Then heat the wheel as cieseribed in the fol lowing paragraph, turn tho beske deum side down, and wich evo long punches drive che drum out. a. Place the whee! in boiling water until it has reached the warer temperature, then turn the wheel with che brake drum side dowa and gently drop against a hardwood block around the edge of the wheel. This will sometimes jar the drum loose enough to get bars under che inner edge, and the drum can be pried out the rest of the way. (@) TO INSTALL THE BRAKE ORUM, 1, Sabmerge the wheel in a tank of boiling water until it attains the water temperature 2. Remove the wheel quickly and press in the cold deum as fast as possible, Use van arbor press preferably 10 keep cleum in alipzament 3. Turn whee! with outside up and, using bole holes as guides, dill holes theough dus 4, Insert the 16 cap screws and secuse with clastié lock nuts. (©) ‘TO INSTALL THE WHEEL, 1. Cleas all greased parts of the wheel and aste assembly thoroughly with carbon cetcachloride, kerosene, gasoliag, or some equivalent ” WARNING ‘The use of gasoline is highly dangerous, and great care must be exercised +0 avoid explo: sion and fire, Chance sparks which mag ce- sule from the wearing of hob.nail shoes, feuley extension ight connections, sharp metallic coniace such as hammer against chisel, dis charge of body static, can be the cause of Fatal accidents, Glaved areas on the brake lining surface, couse by grease or hydraulic fluid are bese removed by a soluticn of carbon cereachloside. Kerosene, ges line or some equivalent may he substicuted if nec 4. Lubricate axle and wheel bearings with AAP Specification 3560 grease 4. Slide the wheel and wheel beacings ote the axle. With wheel spinaing, wen on the axle auc until a bearing drag is noticed. Back off che aut to the next castellasion and lock in position with a coe er pin. Do uot confuse brake drag with heating igheness while roraring the wheel during heacing: adjusciment, RESTRICTED . 79Section 1 RESTRICTED Paregreph 4 AN 01-25CN-2 AN -38-281 b-52-18 A-84-1 HS-2002-35 —AN395-19 PISTON ROD: CYLINDER BLEEDER BOOT CLEVIS PIN AN74: CAP SCREW Figure 138 Hydraulic Broke © is equipped with the reversible type of bydeaulic brake manuficured by the Hayes Industcies Corporation, ‘THE HYDRAULIC BRAKE—This airplane Jackson, Michigan, Two Warner master brake oylin- ers, one for exch main landing wheel brake, provide the hydraulic pressure for braking. These evo waits operate independently of each other and have no con- nection with the main hydraulic system. (a) YO REMOVE AND DISASSEMBLE THE HYDRAULIC BRAKE CYLINDER. 1, Pull wheel #9 ouined ia section IV, para- graph 4, 2. (5) (a), then remove the bleeder screw on the rear of the cylinder aad draia the fluid from che hydeaulic line and cylinder. 2. Disconnect che brake hose at the ficting a the inner fairing 3, Pull the cower pins and remove the bols actschiog the tivo levers, one at each end of the cylin der, 10 the two cylinder piston rods, (See figure 137.) 4, Cut the lock wire on the cap screws dough the hugs in the cylinder and romove the cap fccens. This will free the brake cylinder from the torgue place and the eylinder ean aow be dissssembled, 3. Remove the cubber boos ot either end of dhe eylinder, ‘This will allow she piston rod, piston, and piston cup so be semoved from exch end of the 80 -H8- 2002-33 SPRING CUP PACKING Cylinder Disatsombled Qllinder. ‘The piston cup spring may now be removed. saad the cylinder is complevely disassembled. (See fie uce 138.) (4) INSPECTION FOR REPAIR AND RE. PLACEMENT, 1. Repair on brakes requires trained per- sonnel anid suitable equipment. Therefore, if the brake cylinder sleeve is scoced and Jeakage results, the entize brake, or the cylinder sssembly, shall be ze: trurned to the depot for repairs. 2. If the piston or piston cup is damaged, they shell be ceplaced with aew pacts. 3. Before assembling, wash the cylinder with alcohol and lubricate the piston and cups with hydrau Tic brake fluid, AAF Specification 3586, DO NOT USE MINERAL OIL OR GASOLINE. (2) TO ASSEMBLE AND INSTALL THE BRAKE CYLINDER 1, Insert the spring in the cylindec and then «he piston eups, one in each end, to fr over the spring, 2, Next install the cwo pistons, one on cither ead. 3. Inseall the cubber boots which will hotd the pistons and cups in the cylinder. “Attach the brake cylinder to the torque plate with the ovo cap screws and safery-wire the RESTRICTED.RESTRICTED. AN 01-25¢N-2 5. Tasert the piston rods into the holes ia the boots and attach them t0 the beake shor levers ‘with the proper bolts. Safety the bolis ia place wich couter pins 5. Connect che byttraulic hese to the cylin der fing om the back of the torque plate. The brake system now must be serviced with duid. The correct Filling ond blessing procedure is outlined ia scesion IV, paragraph 4 a. (8), and shoald be followed co assure the eficieat operation of the brake system. . After the brake system hes been prop: cy filled and bled, it may be found necessary to adjust the brake weadle wo gain che maxinsion baling eff ciency of the system, See section IV, parageaph 4. a. ©. (2) TO SET BRAKE TREADLE ANGLE (See figure 139.) Figure 139—Setting Broke Treadle Angle Section IV Parogreph 4 i, Puc dhe codder pedals in neutral position, set the pedal length adjustment in neuttal by placing: the pedal adjustment locking pin in ceater hele (A), and move the brakes to the off position 2. Loosen Jock aut (B) and tar ove until ic is fish with the bortom susface of lever (C)- 3. Disconnee: and adjust the dlevis ends on rods (D) and (E) until hey either cover theie iaspee siou lioles (F) and (G) by one complete turn, of until the top of the brake treadle (or pedal) (H) hes moved forward co point (1), where the rods are temporarily reconnected. 4, Be sure thar the parking brake ratchet is sented fully st point (J) and that the brake cylinder [K) is folly compressed (off position) before connect- ing the sods 3. Connece rods and safety. 6. Rotate stop bolt (B) clockwise uauil it touches point (M) and tighten the lock nut. 7. Check adjustment by operating the park- ing brake several times, The parking brake satchee should return (0 point ()) when the parking beake is off. If it does aot rewsen to iss proper positiva, check the parking brake control and cable lenges. (@) TO ADJUST THE BRAKE SHOP, 1. Jack the airplane until the wheels are clear of ce ground, aed make sare that dhe paiking brake lever and the brake pedal are in the neutral or off position. There must be no pressure on the beake system. 2. Swing che four feeler gage covers co one side, exposing the inspection slots. ‘These covers with the four adjacent shoe adjusting screws are located 90 clegrees apart on the outside of the wheel inner faicing, 3, Loosen the adjusting screw acarese the (we of the brake shee by turning counterclockwise 10 obtain a clearance of O15 ech measured through the feeler gage slot. 4. Tighten the dvee remaining adjustment screws adjacent 0 the slocs watil there is 008 inch clearance beeween the shoe and brake drum at each of these points >. Return to the first adjusting screw nearest the toe of the brake shoe and tighten c reduce clear- ance from .015 inch 19 .008 inch. After this point is adjusted, it may be necessary 10 go over the adjustments again ia the came order and slightly change each one 1 give the required clezrance. ‘Then close the four feeler gage covers CAUTION If the wheel is removed at the time of de brake adjustment, extreme care should he taken to see that the brake is act applied swith the wheel removed. Application of the brake at this time causes distortion of the ‘one piece shoo, zeadering i unfie for farther service. RESTRICTED. 81ce aaug1aisae BRAKE OFF LOWER LEVEL INOIGATING SCREW. IN CASE OF TROUBLE INSPEGT HERE FOR LOWEST PERMISSIBLE LEVEL THIS SPACER HOLDS THE GON- PENSATING VALVE OPEN UNTIL. BRAKE IS APPLIED, OPEN LiguiD PASSAGE BE- TWEEN MASTER CYLINDER AND RESERVE GHAMBER IN- SURES COMPLETELY FILLED SYSTEM UNDER ATMOSPHERIC PRESSURE EVEN DURING THE MOST RAPID TEMPERATURE. CHANGES. SLIGHT LIQUID LOSSES IN THE SYSTEM WITH THE BRAKE OFF WILL BE SUPPLIED FAOM THE RESERVE CHAMBER. RETURN SPRING HOLOS UNIT AND BRAKE PEDAL IN RE~ LEASED POSITION. TO AVOID RACHET MOVEMENT WHEN APPLYING THE BRAKE, GABLE OR WIRE TO THE IN- STRUMENT PANEL FOR SETTING THE PARKING BRAKE MUST HAVE SLAGK IN EXGESS OF THE PISTON TRAVEL BRAKE APPLIED LIQUID LEVEL IN THE RESERVE CHAMBER WOVES WITH THE _ - PISTON, THIS MOVEMENT IS MADE POSSIBLE BY THE VENT HOLE IN THE PLUG. COMPENSATING VALVE CLOSED BY PRESSURE IN CYLINDER LiQUIO UNDER PRESSURE 13 FORCED INTO THE WHEEL CYL- INDER APPLYING THE mares ROTATED SECTIONAL VIEW THESE LIMES INDICATE THE TRANS ~ NISSION OF FORGE THAU ENTIRE unit. PARKING SPRING INEFFECTIVE AS FORCE IS TRANSMITTED THE PARKING SPRING LOCK AS SHOWN. THE PARKING SPRING LOCK MUST REMAIN IN POSITION SHOWN WHEN THE BRAKE IS NOT TO BE PARK- ED. THIS WILL BE OBTAINED BY PROPER SLACK IN THE RACHET CABLE. TRAVEL OF THE LOWER FITTING EGUALS THE PISTON TRAVEL - EXTENDING FORCE FROM PRESSURE APPLIED TO BRAKE PEDAL. Figure 140 (Sheet T of 2 Sheets|~Master Broke Cylinder—Detail Operat ENDEZ-10 NY aasiorussa 2 BRAKE PARKED JQ PARK BRAKE: PULL ON THE RACHET CABLE, DEFRESS PEDALS B KEEP TENSION. ON The, AGeNEE GABLE, RELEASE PRESSURE ON PEDALS; RELEASE THE RACHET CABLE TO RELEASE PARKED BRAKE:- PRESS ON SRAKE PEUALS, THIS CAUSES RAGHET To RELE AGE, UNIT LOCKED BY RATCHET IN THE EXTENDED POSITION, FORCE ON RATCHET OVERCOMES THE TENSICN OF THE RACHET RETURN SPRING. THE EXTENSION FORGE APPLIED TO THE RELEASE BRAKE REMOVES THE LOAD FROM THE RACHET WHICH IS SNAPPED BACK TO THE RELEASED POSITION BY THE RAGHET RETURN SPRING. THE UNIT tS RETURNED TO FULLY RELEASED POSISTION BY THE CONTROL UNIT RETURN SPRING WHEN THE LoaD ON THE BRAKE PEDAL IS RELEASED 1 PULL ON CABLE WHILE PARKING BRAKE aS PER INSTRUCTIONS ABOVE. EXTENDING FORCE GOMPRESSES PARKING SPRING? PARKING SPRING DEFLECTION CONTRACTION OF THE LIQUID IN SYSTEM OR SLIGHT LEAK WHILE PARKED iS COMPENSATED BY EXTENSION OF PARKING SPRING WHICH DECREASES THE SPRING DEFLECTION, IF A LEAK 1S SUFFICIENT TO CONSUME THE ENTIRE PARK- ING SPRING DEFLECTION, THE LOAD ON THE RACKET 1S REMOVED AND IT SNAPS BACK TO THE RELEASED POSITION. EXPANSION OF THE LIQUID IS COMPENSATED BY COMPRESSION OF THE SPRING WHIGH INCREASES THE SPRING DEFLECTION." A TRAVEL OF LOWER FITTING NOW EQUALS PISTON TRAVEL 1\ | PLUS THE PARKING SPRING DEFLECTION. Yo) NO EXTENDING FORCE AFTER SETTING OF RACHET. RACHET RETURN SPRING Figure 140 (Sheet 2 of 2 Sheets)—Mastor Brake CylinderDeteil Operation ZNOSe-10 NY aaionusaaSection IV Paragraph 4 (7) THE MASTER BRAKE CYLINDER, fo) GENERAL~-The two Werner master brake cylinders (oc contro! units) installed on this plane to provide hydraulic pressure for che application of the two main landing gear brakes, are of the ex tension type with parking feature, but without trans- fer valve, They ace locaced on the cop afe side of the Gzewnll, (See figure 140.) ‘The units have been assembled very carefully tand tested) at the factory before shipping and, thers- Fors, ie is recommended chat the units be not dis- assembled uailess it las been determined thae they ace the cause of malfunctioning. The only icems which may require servicing are: I, The hyceavlic caps which may have be come damaged or worn in serviee, oF which may have swelled due 10 improper duid being used ia the unin, ‘causing the unie 1 stick, 2. A eal: in the compensating valve due to some dirt ot chip becoming lodged oa the metallic compensacing valve formed by the shoulder on the ppiscon rod and the piston. 3. Deop narrow scratches in the cylinder ‘wall permitting liquid (0 leak past the outer lip of che ‘upper cup. (6) TO DISASSEMBLE THE MASTER BRAKE CYLINDER UNITS. 1, Remove the veaced filler plag on the cop of the cylinder and turn the cylinder upside down 10 deoin the hydeaulic fuid. 2. Remove the lock screws, one in the upper and one in the lower cud fitcing. In the maoufecruce (of che wait, che end fings are lined up and machined with the housing or cylinder to which they belong. Therefore, if dissesembling more than one unit at 3 time, it very important t Keep che parts of che 3. Remove che upper and the lower end fictings from hie contol unit by holding she lug of the ftcing in 2 vise and earning the complete unit by hand co unscrew the ficiings from the cylinder and housing astemblies. A spacer which is pinned (0 the “upper fitting assembly will be removed with che upper fieing: Hold the cylinder, with the lower end up, in vibe wich aluminum-covered jaws. With the Control unit in chis position ic will be easy co remove the coctcr pin and aue from the end of the piston rod which extends through the yoke in che housing ssserab 5. Remove the cotter pin from che nut and mark the slot of she nur which lines up with che cotter pin hole and measuce and keep a record of how ‘niuch the end of the piston red protrudes over the end fof che nt, Thic will save an adjusting operation when assembling, If die piston rod curns with the smut, clamp clean wooden hammer handle or fbce ite in a vise with che handle or drift placed ver cally, Slip che open end of che cylinder over the RESTRICTED AN 01-25CN-2 handle or drift and press down, This will force up the [piston rod with che ave so that the rod below the nut an he held with 2 pair of pliers, After che out has heen removed, the rwo halves of che wai eaa be pulled pare. 6. ‘The lower half is che housing assembly containing the parking spring and recchet. The upper half is the cylinder assembly containing al! parts neces sity for the hydraulic operation of the uni, 7. Bush gently on che piston sod proveuding from the eylinder assembly util it is free of the gylinder, The lower rubber cup will either come ove wih the piston rod or stay in the cylinder 8, Remove the ewo screus securing the "U” retainer on the borcom of the cylinder and remove the 9. Remove the lower cylinder nue wich a spinner wrench 2nd the lower spring washer and cup from the cylinder (c) TO REMOVE SPRING FROM THE HOUSING ASSEMBLY. 1. Normally ic will not be found necessary to eemove the parking spriag from the housing assen:- bly, bue if ic i desired to remove the spring, proceed as follows: (See figure 151.) RATOHET SPRING Figure 141—Removing Spring from Housing Assombly a Place a 15/8 inch diametsr bar ap. proximately 3 inches long oa end on the rable of an arbor press and sec he housing assembly, with the slotted guides pointing dowaward, over che hae. The bar will cake the load, when applied, instead of the slender guides on the housing assembly. b. Gat a piece of tubing 1-1/2 inch diametet aad approximately 6 inches long. Cut two 3/4-ineh slo sbowr 1 inch deep opposite cach orher fn one end of the tubing. 04 RestRICTEDRESTRICTED. AN 01-25CN-2 1 LOWER LEVEL INDICATING SCREW 2 UPPER LEVEL INDICATING SCREW 3 HOUSING 4 RATCHET 5 Lock ScREW 6 PARKING ScREW 7 SPRING GUIDE 8 9 YOKE HOUSING END 10 CYLINDER END HW PLuG Section IV Paragreph 4 13 LOWER SPRING WASHER 14 SPRING 18 Lock scREW 16 UPPER SPRING 17 oup Ig PISTON 19 CYLINDER 20 “U'RETAINER SCREWS 21 CUP PACKING 22 LOWER GYLINDER NUT 23 "U" RETAINER Figure 142_-Mastor Broke Cylinder Disassembled Place the slotted tubing oa the sprig. guide wich che slots straddling the yoke. Pull the ratchet out 10 allow the yoke to move down when pressure is applied with she arbor press. Apply enough pressure to defiect che spring until the cop face of the spring guide is lush with she bottom of the "window" or “gep” in the housing through which the yoke extends 4. Hold the spring in this potition and life the yoke te clear che spring guide and! pull ie out of the housing through the window. The spring aad guide can sow he removed by releasing che pressure fon the arhor press, fe Tfan arbor press is not avilable, « ise hac will open far enough can be used co” apply pressure horizontally. The master brake cylieder is RESTRICTED ow completely disassembled, (See figure 142.) (4) INSPECTION, REPLACEMENT, AND REPAIR, 1. Wash all parts except the natural robber packings, with gasoline or spiciss, 2. Check compematiag valve by holding piston tightly against the shoulder of the ro: holding the compensating valve in che closed position. Fil with gasoline or solvent and observe for leakage. If zo leakeage ia one minute, the valve is seating properly, 3. Slightly damaged compensating valve seats may be celapped by vsing geade 2A. Clover Grinding Compound of equivalent. All-traces of lap. ping compound must be washed of the seat and out fof the passages through the piston rod 85Section IY Paregreph 4 J. Af seas are badly damaged, 2 9ew pron rod and piston muse be ast 3. aspect hydraulic caps for swelling oes or oxher tgs of ilamage or deerioniGon, Diameter St apper cap in contac wich dhe pom head muse aoe te peges than ihe diameter of the pitoa, If te Hiamete is lagen, ie is ap indication thet cup Sree sd muse be repo The upper ening vekings as well & the cups are made from a nara Riper composition, Swelling will occur when the fuckings come in contace with gastine or suy mineral Sit In this inseallacion, use only AAF Specification 3586 hydrate fui (Inspect the inskle of the eylindes, Vary cvinute aa sallow seracches do noe fect the opert- lon of the control anit. A deep serach nocestats Teplscewenc wieh a new eyinder since lapping the SH eglindee would remove the cotcesiontesbsing onting on the cylinder wall ‘Any. pare found worn shall be replaced vith a new ove, (o). ‘TO ASSEMDLE THE MASTER BRAKE CYLINDER. 1. Beloce reasembing the housing, geete che cetze imae srface of che housing with 2 heavy reste of high melting poias, preferably a rocker oom Tubricont for corvosion protection 2. Place on end of the table of an arbor pees the 1,8 tach diameter bar wel ia distsnbling the housing. atl ser the bowing over the bar with the sloued guides poinwed downward 5, Next place the parking spring aod the spring guile in the housing Mh Place che 1-1/2 iach diameter tbe with sios eae gue forthe yoke on top of the spring guide Bevwore the sos in the tube are aligned with the Srinows inthe howing 20 that the yoke can be inwalled when the sping is defeced. Apply presser Wah arbor pres o detec che parking spring wos the cop face ofthe spring goide is fosh with the Souom af tbe "windows" inthe housing through svhich che yoke exvends 5. "While the spring fs defecced, insere the yoke chiough a window” of the hooting assembly nl place in posison over the spring guide G. Carefully relieve the presure fiom she gocking spring being extremely careful rot 10 let the Zpeing sagp up aganst the Hight bridge on the yoke ser esay cause serious domage 1 the yoke. Do. not inoall she housieg end wotil de housing and cylinder tre assembled copter. 7. Lubricate the hore of the eylinder wich yeeaulic uy AAP Speciation 3586, and ly ends 18. Insert the piston rod inv the piston, chen install and tighten the piston nut 9. Nest, wet che upper cup with hydraulic uid, AAP Specifcation 3586 aad slip the cup over the rad against the piston. RESTRICTED AN 01-25CN-2 40. Next, install dhe “horseshoo" washer 1 ainee and thea the upper spring washer II. Slip the fetarn spring over the piston rod and then plave the lower washer on the spring. 12, If dhe lower cup came out of che eytin der, wer it wich hydraulic Aluid-and slip in onto che piscon rod egainse the lower spriag washes. 13. Holding che piscon xed rod assembly in fan upside down position, slide the cylinder over dhe fod. De sure that all parts are well Jubricased wish hydraulic Buid, AA Specification 3586, co facititate assembly. As the eyliader is slipped over the piston assembly look through the hole in the cylinder nue in forder co properly align the piston rod with the hole inthe aur. Td, Wheo the piscon end rod assombly is installed in the cylinder, slip the assembly over a hammer handle oF a fibre drift clamped io a vise and force the piscon up ia che cylinder. ‘This will exiead the piston rod so that when the housing sssembly is tssembled to the cylinder assembly, the piston rod will procrude through the yoke ia the housing so the fauc and cotier can be installed ac the end of the rod. Noto Ic is very importane chat the aut is ioscaled correctly oa the end of the piston rod so that when the control unic is fully collapsed (hrake off) che compeasuting valve will be held forcibly open by rhe spacer on the upper end fisting, LF the adjusted so thar the piston ic nor depressed by the spacer (and thus noc opening the compensating valve) ‘when the central unit i collapsed thece will be residual pressure on the fluid in the cow- col unit which will cause the beake co drag AOL (ainmum) t .010 inch gup should exise between the lower edge of the cylinder yoke and ehe bottom of the guide stot in the Conuol uaic housieg when the nue is in scaled 15. If daring disassembly, che relation be- ween the piston red and che top face of the nue has been nored, no adjusting operacion will be requiced if the parts are assembled in exactly the same position provided ao aew parts have heea installed which may Change the adjusment. See section TV, paragraph 404, (Thy (b)- IE on the other band, che edjustment ‘operation is cequired, proceed as follows ‘a. Install the auc so chat the end of the piston rod is slightly below the face of the aur wich the cotter pin hole in the rod in line with « sloc in che auc, Do not install the cotter pin >. Grease the threads on the lower end ficting and the thread face of che housing assembly swith a heavy greese and screw che end ficting into the housing assembly. The Insr fow turns will produce considerable drag, as the heavy parking spring is being depressed. Line up che locating serew hole on the hrowsing end fircing but do not insert che locating, Be RESTRICTEDRESTRICTED AN 01-25¢N.2 6. Grease the threads on the upper end fitting to protect the threads against corrosion and seal against slight seepaye during the filling and bleeding operation. If it is desired, a non-hardening sealing compound such as key pase may be used. Apply the sealing compound sparingly so that i+ will sagt mix with the brake uid which is in concact wick the upper end fiting. Screw om the upper end fciing and insert the locariag sccew. d. With the ue installed ae che end of the piston rod as instructed in step a, preceding, it ‘will be Fouad shac there is some end play between the ewo halves of the unit after both end fitings are insalled. Using a fecler gage, measure the gap he ‘oween the lower edge of the cylinder yoke aad the bottom of the guide slor in the control unit housing, Af oarcow feelers are not available, the ratchet must be removed for this operation. Do not FORCE the feeler into che gap as it would open up. since ie is Fimnited by she eetura spriag. The gap shoull be .0015 (minimum) 10010 inch. Remember the gap foand with the feeler gages, then remove the lower end ficcing and if adjustment is required, mace wich 2 ppencil the position of the auc on the rod. Using che following tsble, determine the number of sloce in che rnuc through which the nut must be turned in order to obtain coerce: adjuscment. For example: If the gp is fourd to be 023 to .029 inch the nut muse be turaed clockwise chece slots (1/2 even) to obtain the required clearance. Tucn Nut Clockwise the Gap Following Nuonber of Stors 002 49 008 0 (009 «0015 1 016 «0.022 2 (023 10.1029, 3 (1/2 earn) 030 0.036. ve 4 037 10.088 5 06 (0.050. 6 (1 full turn) 051 «0 1057 7 058 10 064. 8 After this adjustment, iosall the cotter pin. Le ie ira. portant chac the pin be spread side-ways and nos over the end of che rod due ro che small clearance available. Screw in lower end fitting and install the locating screw, To insure safe opsration, recheck the “gap” which should be large enough «o admit 2 .0015.1nch, eeler. I. If the nipple on the elbow installed ia the L/4-inch pipe tapped hole in the eylinder has been removed, or a new replacement fwting is being i stalled, use thread lubricane to seal che connection. (f) TO TEST THE MASTER BRAKE CYL. INDER. [See section IV, parageaph 4, a, (8) ¢e).] (8) FILLING AND BLEEDING THE HY. DRAULIC BRAKE SYSTEM. Section Iv Paragraph 4 (#) BEFORE FILLING AND BLEEDING. 1 Before starting the filling and bleeding, depress boc brake treadles completely without for ing them, With the control unit in che fully excended position, the racchets on the units muse nor be eurned out of their normal position when che parking brake lever is not being pulled. If one or both ratchars are being cucned out of position, the parking mechanism must be rigged 10 give additional clearance. 2. After checking the packing sigging, ce- turn the brake creadles co the normal er off position, Check brake eresdie adjustment to make sure ie per mits the contro! unie to return 10 its normal oF fall of position, IMPORTANT AF the conttol unit is por in che complerely. off pesition, che compensating valve wichin the cylinder assembly is claved, thereby. arresting the Row of fluid end makinye it im- possible to fill and hleed the system, 3. Make certain char the beck fluid is clean and that it hes aot been standing uncovered long enough allow evaporation of the diacesone alcobol, and thereby increase the castor oil concentration. 4 Make certain char the lieuid in ee filer tank has aor heen under high air pressure to long, since chis would cause the liquid to absorb air, whic would bubble out of the liquid after the filling and bleeding, causing an ait-locked system. When not in use, no air prossure should be maintained in «he filler tank (8) PULLING AND BLEEDING BY THE PRESSURE METHOD. (See figure 13.) 1. Remove the vented filler phig feom the control unit (Warner master brake cylinder) and at. tach @ clean, empty eaa (1) with « hese connection and shutoif valve (2) 2. Open the bleeder sevew to the brake ‘ylindes (12) one-half to one wren atxd check for leak age. Correct a small amount of leaking by applying 4 thin coating of Theeadlube (or equivalent grease) © the external threads of the screw. Reinscall the cerew, back ie up one-half co one carn and eonewct the hose from che filler rank (9). 3. Fill cank (91 with at lease 1-1/2 quers of hydraulic duid, AF Specification 3586, leaving one quarter to one-third of the eank capacity for air presture, Close shurofl valve (@ and pump up vot fen pounds per square iach is registered an gage (7) 4. Open shutoff valves (2) and (6). Under ‘pressure from the filer tank, che uid now will dow Uupwaed ia the syscem, through the bralce cylinder, the brake line, the comol unig and inte the receiving cen. Due to the smallness of che passage in the compensit- ing valve within the conteol unit. the acrival of fluid in the can may be expected (0 take approximately three minsuces, RESTRICTED °7Seation IV RESTRICTED AN 01-25CN-2 LEGEND | RECEIVING CAN 2. SHUT-OFF VALVE C 3 MASTER BRAKE CYLINDER ip | (CONTROL UNIT) a 4 HYDRAULIC BRAKE HOSE. ee 5 BLEEOER CONNECTING HOSE 6 SHUT-OFF VALVE 2.PS1 GAGE S. AUTOMOBILE TYPE STRAINER SFILLER TANK 10, HAND PRESSURE PUMP U.RAKE LINING 12 HYDRAULIC BRAKE CYLINDER 13 BRAKE TREADLE Figure 143-Method for Bleeding ond Filling Broke System 8a RESTRICTEDRESTRICTED AN O1-25CN-2 WARNING ‘The broke troadle must ace be pamped while the system is under pressure irom the filler sank, 5. Afcer approximately one pint of fluid has heen forced into the can, or when ai no longer bubbles our wish the fluid, relieve peessuee from the tank through valve ae (6). 6. ‘The fluid now under atmospheric pres- suce will How by graviey slowly back into the filler tank, This reversal of flow will eliminate any air thae may have bea trapped between the bleeder opening, ‘and the hese line connection to the brake. 7. Let the duid run back for 1%0 to three tainuces, or wetil signs of enceapped air have dis. appeared 8, Close the bleeder screw and remove the pressure line from the bleeder opening. 9. Apply the brake approximately ten times, exerting pressuce during each application, Any stall amount of residusl aie thac may be trapped in the: system will be expelled, and any excess of uid will be forced into the seceiving can. 10, Remave the receiving can and replace the vented-iller-opening plug. (@) TO TEST THE HYDRAULIC BRAKE SYSTEM, 1. The system is now closed and is checked by applying the brske end observing the teeadle eravel 2._ Excessive brake travel may indicate over- clearance of the brake lining which can be checleed 5 indicated in section LY, paragraph 4, «. (6) (2) 3. If abnormal treadle wavel persists after application of the brake a5 indicated in section IV, paragraph 4, 2. (8) (6) 9, preceding, the trouble may be due to aay of the following conditions: 4 Additional air sill wrapped in the system. b, Over-expansion of, che © the Deake. This necessicaces replacing with a new line. ¢ Anexteraal leak in the line to the brake oor ia the brake itself. 4. Dire lodged on the compensating valve, holding ie open, causing an internal leak. fe, Swelled cups in the contral unit or che brake cylinder due to the aso of unspecified hydraulic fluid, causing internal leaking. 4, Condition a. (crapped aie) is indicated by a soft or "spongy” feeling of the brake creadle, making. ic necessory t0 repent the bleeding procedure outlined in section LY, pacagraph 4. « (8) (b), steps 1. chrowgh 10, until all eeapped air is expelled, 5. Conditions ¢ d., and e. ie paragraph 3. preceding (system leaks), are revealed by a cownward movement of the parking spring yoke in the lower Section IV Poregraph 4 PARKING BRAKE RATCHET RATOHET RETURN SPRING Figure 144—Moster Brake Cylinder Housing Assembly control until while the beake is being parked. This movement may be observed through tke window or gap shown ia figare 1{4, Do not confuse with dows ‘ward movements, which are normal while parking the Drake undee the following conditions: a. A downward movement of approxi mately 1/1Ginch may be apticed immediately. after filling and bleeding. b. If che system is parked for 12 hours or more, a movement of 1/\Ginch or L/8-inch is t0 be ‘expected if there is no expansion or contraction dae fo temperature changes. 6. An external leak aa be detected by visual inspection, and corrected by tightening fitings or Sy replacing defective parts, after which the syste will have to he bled again as outlined in section IV, para graph 4 « (8) (B), seeps 1. chrough 10. 7. An internal leak at the compensating valve is indicated by the squicting of fluid out of the filler vent hole when the unit is sllowed 10 snap back rapidly from the parked position. 5. If unspecified hydrautic fluid bas been vused inadvertently, the system must be flushed out ‘with mineral spirics and the natural rubber cups i the control unit and bezke cylinder eeplaced. 9. For disassembly of control unis, see sec tion IV, paragraph 4, . (7) 16). The disassembly of the brake cylinder is shown ia scetion IV, paragraph 4a. (6) (a). RESTRICTED 89Section 1V Paragroph 4 (d) PULING AND BLEEDING BY ‘THE GRAVITY METHOD. 1. When die pressure method is not pos sible, the hydraulic brake syscem can be filled and bled from the top with fluid under graviey. 2, Prepare for gravity fillings and bleeding the seme as for the pressure method explained in se tion IV, paragraph 4, 2. (8) (B). 5. Remove the veated filler plug from che contcol unic (Warner mascer brake cylinder) and sutach a clean can (1) as shown on figure 143. “4. Filllcan slowly with a quort and a half of hydraulic fluid AF Specification 3586, keeping the connecting hose straight 10 avoid air pockers 5) Open the brake bleeder after applying, if necessary, 2 sealant compound 10 its chvead as ex plained in section IV, parageaph 4 a. (8) (8) 2. Cone rnect a hose fo the blesder and put the other end into clean jar or pan placed below the level of the bleeder, G, With the concrol unit in che brake off positwa, Guid will eua downward through the system, but this flow may be too slow «© properly scavenge the air which rencl to rise agsiast che downward flow of the fluid and, therefore, pumping of the brake trendle is reewied in most instances. 7 Yo accelerate the dowawsrd fow by pumping, ovo men are cequieed, one in the cockpic find one ar the brake bleeder. Proceed as follo With the bleedex open, depress the brake weadle rapidly. Close the brake blesder before lecing the brake pedal zecura, The erealle mus: be allowed «0 return very slowly st an even speed, in order to pee- vent che creation of a negative pressure in the syscem Goring the retuen stroke, which would suck air into the unie more readily than uid from the can, After the treadle has rorurned co the complete aff pos open the bleeder and repezt the operation uncil no, rove aie is being expelled. Thee close the bleeder permanently and continue procedure outlined in sec tion IV, paragraphs 4. (8) (6) 8. theoagh & a (8) 9. 2. TAIL GEAR, () GENERAL DESCRIPTION.—the tail wheel landing gear is of dhe hydraulically retraccable ype, comprising @ poeametic oleo shock absorbing sttus, a standacd swcerable kauckle uni equipped with a Firescone CO-200) magnesium alloy wheel mounting. a 12.50 inch sisply reyon smooth contour dre sia jeally grounded, and a 1250 smooth contour tube. ‘The whee! disengages its steering splines at 30 degrees s+ 2 degeses, and then castors through 360 degrees. ‘The cables connecting the sweering horn co the pedals are equipped with springs « eedace taxiing shocks is the pedals and the contol system, When retraced, the tail wheel is eaclosed by right and lefe hand doors, which form the under surface of che fuselage about the wheel, (See figure 145.) Hyilraulic retraction is accomplished simakane- ‘ously wich the main landing gear by the single control RESTRICTED. AN O1-25CN-2 hhandle ia the cockpie, The secracting mechanism aons sists of a bydraulic receacting strat mounted on the Fuselage frames 13 snd 14, The piston rod extends forward from the cylinder and carries a lug w which the upper end of the oleo strut is attached by a bole ‘A long pistoa rod guide rod extends forward of sei iow 11 and is supported by heaces from stations 11 and 12. Daring retraction, the piston and rod are forced forward, carcying ‘the upper oleo support swith (2) TAM, WHEEL ASSEMBLY. (2) REMOVAL OF TAIL WHEFI. ASSEM. BLY. 1, Jacke up oF hoist che oft end of the aie. plane and put che eail gear in the Fully extended posi- 2. Disconnect the tail whee) door cura. buckles at the doors 4. Remove the screws around the edges of che boot. 4. Disconnect the tail wheel steering cables. 5. Disconnect the oles struc at che lower end, 6. Disconnece the drag Link from dhe fuse- age by removing the owe hinge bolts ar che forward enc. J. Remove the sail wheal and drag tink through the tail wheel door opening. 8. Remove the bolt ac the upper end of the foleo strur and remove the struc chrouga the door open ee 9, Disconnect the hydraulic lines ‘to the retracting seat, U0. Remove the two bolts at the front and the two bolts a¢ che center of the struc with the piston hheld in the fall aft posivion, and lower che rear end of the strut, at the sume ime moving it afe untit the piscon rod is free from the gaide and can be removed through the tail whet door opening. (6) INSTALLATION OF TAIL WHEEL ‘ASSEMBLY, {Working through the cil wheet door ‘opening, insert she piston guide red ia the guice bear Ing and move the retracting struc up and forward into izplaae, and secure with the ewo bolts ac the froat and the two BOlts ac the rear. 2. Connect the hydroulic Hines to the ccteace ing serut, 3. Bole the upper ead af che oleo strut eo the lug on the piston end. 4. Raise coil wheel and dragtrus through the open door and attach the forward end by the wo deag-trusfitcing aueching bolss 5. Role the lower oleo steur end ro the drag-truss rear fitting, % Auach the steeriag eables (9 the horn. 7. Replace screws around the edge of che boot, 8. Goagect the «ail wheel door cusnbuckles 1 the door 90 RESTRICTEDaasorusae 16 PISTON GUIDE ROD. RETRACTING STRUT OLEO STRUT — DRAG TRUSS REAR FITTING DRAG TRUSS FRONT FITTING KNUCKLE, ORAG TRUSS Figure 145 Tail Wheel Assembly ENDGZ-10 NY oioRussH At voresSection IV Paragraph 4 oor ASSEMBLY MOUNT FORK Figure 146—Tail Wheel Door Assembly (©) ADJUSTMENT OF TAIL WHEEL DOORS. (See figure 146.) 1. Jack up aft ead of airplane and with the cail wheel extended, detach elovis end of tura- Fhuckle on one door, leaving linkage to other door intact, Remore safes wire from both links. 2, Retracr ail wheel and by working, through the unclosed door opening, loosen lock nus ‘oa carnbuckle attached co the other doce, and adjust Tinkage to hold door flush with fuselage skin, 5, Lower tail wheel, secure aljusted turn. bbuclde wich safecy wire, detach is clevis end and follow preceding peocedtce 10 aljust dhe other door, (3) OLEO STRUT. (s) REMOVAL OF OLEO STRUT. 1. To remove the olze strut only from the fuselage, first unbutvon the access door below «hie Dorizontal stabilizer and che inspecsion hole cbove and forward of the access door. Place a jack under the rear jack poiae to support the aft ond of he air ane, " 2, De suse the sail wheel is down, Woek through the access door and remove the hole attaching the lower end of the struc «9 che «ail wheel drag Link. 5. Working through the hand hole, zemove the holt atcaching the oleo piston co che lug on the recracting strat 4. Remove the olec strut theough che access door. (6) DISASSEMBLY OF OLEO STRUT. (See figures 117 and 143.) 1. Vene the air pressure and remove the filler plug to drei she lui 2. Place the oleo stews ia a weoden block clamp and inseet the clamp in a vise 19 keep the oleo ralex Jeom turning, RESTRICTED AN 01-25CN-2 4, Force a screwdriver or similar cool under the sotaining ting on the cylinder aad disengage the ‘end of che cing from the hole in the cylinder. Expand che cerainer ring and slide ic off che cylinder, 4. Engege 4 spanner weench on che glaad ‘auc and turn the aut our of the cylinder. 5. Pull the pistom assembly from dhe cylin: der apd slide che washers and packing, off the piston. 6, Remove the metecing pin, if desired, by using che mesering pin wieach (pace No, 87-38:031) curried in the tool kit, When the metering pin is removed, discard dhe copper gaskee so that ie will not he reinstalled. Never install 2 used gasket on a meter ing pin. Place she piston ia a woodea block clamp and tighten the clanip in 3 vise. 8, Remove the lock pin from the piston and piston bearing and uaserew the beseing from the piston, (©) ASSEMBLY OF OLEO STRUT. 1, Before assembling che oleo scrut, be sure that all parts are thoroughly clean and free of chips, Clean with alcohel sad flush with hydraulic duid onder pressure, Inspect all packings and washers before installing chem in the cylinder, Replace any ‘worn part 2. Place the pison in the wooden block clamp, screw on the piston bearing as far as it will go, fan line up the beating lock pin hole with che hole a che piston, Serew the lock pin into the piscon watil cis ight. 3. Release the piston from the wooden lock clamp Install the cylinder in a woodse block clamp and secure the clamp in a vise wich the cylines ina hocirontal positon. 4, Install the mereeing pin ia the cylinder and tighten with che metering pin weench. ‘Be sure thar a new copper gasket is installed with the meveriag pin. Never install « used gasket 5, Guide the piston bearing and piston into she cylinder, wet the packings and washers thoroughly ‘with hydraulic Auid, AAF Speciicarion 3586, and Slide the fiese washer over the piston and into the cylinder. If possibile line threads in cylinder wich shi Steck to prevent damage to packings on installation. Coat shim stock with hydraulic Huid AAP Specitica tion 3986, Jnstell che packings one at a time as on the original inveallation. When che last washer and racking ring is installed, slide the gland aut over the [piston ad rightea ic ince the cylinder, Never cightoa this gland mic excessively. 5. Insere the hooked end of the rewiner ring oto one of dhe cwo holes shat line ap with a slot in the gland nut. Expand the retainer and slide i¢ conto the eylinder wail ie eagages in the groove om the cylinder. The hooked ened on this reruiner should ‘esiead far enough theough che cylinder to engage dhe gland vue and Tock ie in position, 2 RESTRICTEDRESTRICTED Section IV AN 01-25CN-2 Paragreph 4 1g, |.CYLINDER 2,LOGK SCREW 3. COPPER METERING PIN WASHER 4.PISTON BEARING 5.METERING PIN (OKC 6. PISTON 7. PAGKING 8. GASKET 9. FILLER PLUG 10.@LAND NUT Figure 147—Tail Wheel Oleo Strut Disassembled (d) TEST OF OLEO STRUT. 1, With the filee plug removed, extend the piston os for is ie will go, Sod the cylinder in a ‘vertical position with the piston up and fll the piston se the plag hole with hydraulic uid, AF Specifca- tion 3586 until ie overllows. Sceew a pressure gage inso the plug hole ia the piston and subject the strut to @ prestune of 2500 pounds pee square iach for cen 2. Inspect the eylinder to determine if there is any evideace of leaks around she gland nut. 3. If there is a0 evidence of leaks in che strut, release the pressure on che strut, aad remove she ‘gage. Drain the fluid from che serue and retract the strut into the cylinder as iar as it will go. Stand the strut on ead with the plug hole up and fill with hydraulic fluid, AAF Specification 3580, until the fluid overflows, and work the piston up and down several times to dispell any teapped air in che cylinder. Add additional uid co being the level up to the plug hole, Install the gasket and filler plug and inglate the scrut with « high pressure hand pump por nomeplace in structions, Never use compressed ir. The oleo strut is now completely assembled, tested ond seeviced with flaid and aie for installation ia the sirplane. (2) INSTALLATION OF OLEO STRUT. 1. With the tsi! whee! dowe, work through the hand hole and secure bolt arcaching the olve piston 0 the lug oa the seceacting strut 2. Working dirough the access dove, iascall the bolt attaching the lower end of the struc «0 che deay link, 3. Jack up airplane at the panel jack studs, retract the landing gear, sed observe accion of tal whee! assembly. 4, Button inspection hole and access door. (4) RETRACTING STRUT.—Refer to section TV, paragraph 7. c. Hydraulic System. RESTRICTED 93¥6 ouonisrs 87- 37-514 78-37-060 87 -37-516 PISTON PACKING METERING PIN SCHRADER 1357 SCHRADER 7607-A-I 75-37-0598 75-37-06! DILL 100-088 75-37-067-2 la WASHER GASKET Ss aay 5 75-37- 033 72016 -1 RETAINER PIN NOTES 87-37- O13 CYLINDER TO BE FREE OF DIRT ~ CYLINDER AND CHIPS. PRESSURE TEST 2800 POUNDS PER SQUARE INCH. Figuie 148—Toil Wheel Oleo Strut ENDST-LO NY Ai uo105 aaioiaiszy_ RESTRICTED AN 01-25CN.2 Section IV Paregraph 5 | ENGINE MOUNT VIBRATION ABSORBER 2 BEARER TUBE UPPER 3 DIAGONAL TUBE 4 TRUSS 5 LINK 6 LOWER GOWL BRACKET (EAGH SIDE) 7 AIR EXIT DUGT BRACKET (EAGH SIDE) 8 BONDING TAB 9 RADIATOR MOUNTING BRACKET 10 BEARING. TUBE LOWER Figure 149_fngine Mount Assembly 5. ENGINE SECTION. 2. ENGINE MOUNT. (1) DESCRIPTION.—The engine moun: is con- structed of X{130 steel alloy tubing and steel alloy forgings, normalized and heat-tteated to a sensilo strength of 150,000 pounds per square inch. (See figure 149) (a) Four vibration-2bsorbing engine supports fre attached to the lower bearer tubes of che engine mount assembly for engine support, and ro dampea four engine vibrations from the airplane, () The lower bearer tubes also carry the four radiator mounting brackets, the two sit exit duct brackets, che ewo bottora cowl supporting brack- et and four honding braid tabs, (2) “The engine mount assembly of P-40N air- planes AF{2-104429 though AF(2-104828 is equipped ‘with the Lord type vibration-absorhing engine sup- ports. They were subsequently modified to relieve en ine vibration by the elimination of metal-to-meta) contact and che installation of upper Fabreska snubber rings. (See figure 150.) (@) The Fabreeka type vibsation-absorbing en- gine support used on aieplene AF@2-104829 and sub. sequent, is equipped with upper and lower Fabreska pads, oF saubbers, and two Fabrecka bushings, which cushion the vertical engine studs from the engine support fitsing. (See figure 151.) (2) REMOVAL OF ENGINE MOUNT—To re- move one side of the engine mount, ic is not necessary {0 remove the engine from the airplane. The follow ing instructions ae foc semoviag the left engine ‘mount on airplanes with the battery installation i the engine compartment (AF{2-106029 and subse- quent). Removal of this engine mount was scloceed. because its removal is mote involved (only because of additional equipment which is mounted om it) then she removal of the right eagine mount or engine mounts of previous models of the P-AON series a planes. (a) Remove the side, top, and bowom engine cowliag. Remove the front wing fillets and the rear side cowl and cowl fap sssembly. (6) Attach a four-legged engine hacoess to the engine in the menner showa in figure 12. Hook the lifting ring of the barnes: ca a hoist aad rele the hoise just enough «o relieve the engine mouse of the engine weight. Note “The two shorter legs or cables of the engine. barnes will be attached co the front of the engine causing ie ¢ tip up at the {conc for greater clearance, RESTRICTED 95RESTRICTED Section IV AN 01-25CN-2 FRONT ABSORBER REAR ABSORBER LEFT HAND © RIGHTHAND = LEFT HAND RIGHT HAND | WASHER ANQ60-816 &AN960-816 AN960-816 AN 960-616 2 stor. 7-22-533-1 67-22-533-2 87-22-6331 87-22-533-2 3 SNUBBER (UPPER) 87-710-I015 | 87-710-I0I5 8 T-TI0-IDI5_— 8 7-710-1018, 4 HOUSING ar-22-712 8 7-22-712 8722-712 87-22-7i2 5 BUSHING UNIT 27-22-5418 7-22-54 87-22-523 87-22-5238, © COTTER PIN AN3B0G3-3 AN38003-3 — AN3BOC3-3 -AN38003-3 7 NUT AN3IO-8 AN310-8 AN 310-6 AN3IO-B 8 BONDING TAB 87-554-1024 897-654-1024 9 COLLAR 87-22-5629 87-22-529 87-22-529 87-22 -529 to BOLT, B7-22-TI7-| 87-22-T17-2@T-22-717-2 87-22-717-2 I] SNUBBER (LOWER) 87-22-71487-22-714 87-22-714 87-22-7164 12 SUPPORT B7-22-527-3 87-22-527-4 8 7-22-527-| 87-22-527-2 13 BRAGKET ASSEMBLY 87-29-777 81-29-777 SEE TABLE FOR GAP CLEARANCE BEARER. TUBE LEFT SIDE RIGHT SIDE “iS UNLOADED CONDITION +493 .025 INCH +340 * .025 INCH GAP CLEARANCE BETWEEN HOUSING AND VIBRATION ABSORBER SUPPORT FULLY LOADED CONDITION LEFT SIDE RIGHT SIDE. 040 INCH 0.40 INCH 389 + 1.230 * 96 Figure 150-Lord Type Vibration Absorber Support Assembly RESTRICTEDRESTRICTED Section IV AN O1-25CN-2 a 1 1 1. 1075 -DT-, 188 -.515-2.125 WASHER 6. 87-710- IOI ENGINE MOUNTING (2 REQUIRED) SUPPORT (2 REQUIRED} 2. 87-710-I013 FABREEKA SNUBBER % AN380 63-3 GOTTER (4 REQUIRED) 387-710-1018 FABREEKA BUSHING 8. AN 310-8 NUT (4 REQUIRED) (2 REQUIRED ) 9. AN 960-816 WASHER (4 REQUIRED) 4. 87-22-717-3 ENGINE SUPPORT STUD 10. 87-710-1014 ENGINE SUPPORT PLATE, (2 REQUIRED) Hl, 87710-1012 ENGINE SUPPORT FITTING 587-710-1013 FABREEKA SNUBBER [2 BEARER TUBE NOTE: ALL FOUR VIBRATION ABSORBER ASSENBLIES ARE IDENTICAL Figure 151—Fabreoka Type Vibretion Absorber Support Assembly RESTRICTED 7section IV Peragraph 5 (©) To remove the lefe engine mount, the fo)- lowing items must be removed from the aitplane, Radiators and oil cooler assembly. Exe air dace Battery and shelf. External elecirie power recepracie, Barsery junction box. Propeller zelay box. Battery cooling air blast eube. Blecteic cables, wires and clamps. Ronding braids and safety wiring from the front and rear engine vibration-absorber support fucings. Sea eke 10. Remove the exhause shroud. JL. Remove the four cagine support ficting, bolts from each, che frone and rear, engine vibration absorber support fittings. 12, Remove the front link bole feom the engine mount truss 153, Remove the upper and lower engine mount fuselage bolts from the firewall. Use the engine ‘mount bolt paller provided as a special cool (figure 4. 14, Lift the frone of the engine slighsly and remove the cogine mount assembly. (3) DISASSEMBLY OF ENGINE MOUNT, (a). The members of the engine mount assem- bly ate bolted togerher. Any particular member of che assembly may be removed by removing the atcachiag bolts aad separating the member from the rest of the assembly. (2) The brackets and supports on the lower hearer tube are secured in position by through bole through the fieting and the bearer tube, To focilitace the rapid and proper replacement of a lower bearer tube, the new tube should be obteined before dis- sstembly of the old tube is begun, so that che brac! cs and supports can be installed on the aew cube as they are remaved from the old tube, Proceed as fol ows: 1. Remove the upper bearer and diagonal cubes. 2. Remove the top eastellaced nurs from the two long studs that actach each, the fron: and cear, engine vibration absorber suppore essembly to the Tower beares cube. S Deive the studs down and out of the support assembly and bearer tube. Noce the order of asembly of the eegine vibration absorber support as- sembly. (See figures 150 and 151.) 4. Remove the boks from dhe semaining supports and brackets oa the bearer tube. Tep the pris off che beacer cube aad iestall chem on she new tube, Chace for correce assembly. (See figure 149.) () MAINTENANCE REPAIRS AND RE- PLACEMENT. (a) ENGINE MOUNT.—IF aay of rhe rubing of che engine mount assembly becomes denced more than 1/16 inch or bear in excess of the following RESTRICTED. AN 01-25CN-2 allowable dimensions, it will be replaced, as any at- tempted sepaiee requiring heating or welding woul necessitate normalizing and reheat-ireating, Note ‘The following table shows she sllowsble overall bend in each cube of the engine mount assembly. Pert Naove Lower bearer tube, Upper bearer cube. 13/64 inch (203) Diagonal tube 1/6 inch (0625) (6) VIBRATION ABSORBER SUPPORT ASSEMBLY.—The eight Fabrecka saubbors, and the ‘eight Fabreeka seud bushings that are assembled in the four engine vibration absorbing support fictings will be inspecced for fractures and conformance 10 the following requirements: 1. The Pabrecks soubhers have a Duro- meter haedness of 8) to 95, Their chickness is .281 = OLS. AML edges are sealed. They will he replaced at 150 fying hours, or sooner, if there is any evidence of failure. They should be inspected and the torque fof the vertical engine bolts tested five hours afcer installution and every 25 fying hours theresfter as the flattening of the snubber pads necessitaces cor- rection of the torque. 2, The Fabrocks bushings haves duro- meter hardness of 8 to 95, and should be replaced a the same time as che snubber replacement (5) ASSEMBLY OF ENGINE MOUNT. (a) Slide the brackets and supports on ihe lower bearer cube and install the boles 10 scare hein in position. Check for correct assembly. (See figure 149.) (b) Assemble the upper bearer ube and the iagonal ube 10 the lower bearer tube (6) INSTALLATION OF ENGINE MOUNT. (a) Auach the engine mount to the engine mounting pods and install the four engine suppore fiveing. bolts. (2) Lower the frost of the engine slightly tuntil the engine mount assembly envers the fittings on che firewall. (© Align-the holes in che engine mount and the firewall fittings and install the two, upper ansd lower, engine mount bolts. (2) Auch the link from the firewall to the engine mount cuss and install the bolt (© Connect the bonding braids and sufew wire t the front and rear engine vibration absorber support assemblies, Allowsble Bend 5/32 inch (156) Note ‘The srads attaching the engine vibration ab- sorber support assemblies 10 the lower besrer tube most be tightened 19 the following corques: Prone Vibration Absorber Support Seuds 240 inch-pounds 8 [RESTRICTEDauorusau oot moo twoizod ay) ssoues pus sisnp sym 0 aqp od) saqna aE ploa ays wasUODsCT “Z “ioweo} dey [aco agp 2 poor wouog om Sur apene srantsam sneer 3N0J HE YounqU “9 ono} doy [ed eqp 0 sSaray aroddns ow: ay ox mor aq2 Buruassty “spais. PUET yoy pur 2 atp Won} ang ap onowy “¢ ‘peorpqing auv@ua agp o2 [409 agp BuypIO swsauns 99U13 PUP PRY Joy ey BRCM "prowpying amiins ay on [oD amp Foy ploy ssoueasey S02] MOF aq voungay. *¢ soap seu aye Soyo eromog ays UPL aygysagye 912 sop f>Nq “uma pur sod ayy, Buyaos wonog oy wors syr=s Sup sstoqoe ot ‘Aaaaougns “a6 JY SHATTED 291609 [10 poe sroiprpex auyjoo> a4 wosy sepspoaquana op aesooy “Looper Sppnquam stp how °Z ‘yoo auptina apys amp soma, “7 "TAOD WOLLOG TUVANYOL JO TVAONTA ©) Pow ‘uy MOD NOLLOM GUY ARNOT (C) ‘pasof> IF 399] YORYR SioUaIseY SAZCT sos OM luoung poe s00p ay 9{3) ACD 9p!s oq 09 X09 397i ye sovaanqaey 32 yee PIA 95 sp Ig, ale ayp Up Siauassey sozcl 2g emp voNDg “Z peousiing, auosj 2uyiua pay [eaexy sq “p09 apis vos DUE ‘wono ‘Gor op o2 yoo apye 24s Zury>renDe ssouaI503 sag atp wonng puP Opes snegro SurBadwuep-oweB agi 200 uontsod uy iso apis otp aoe ‘T “UN0D HGIS JO NOLLYTIVISNI (@) Soyaoo oyp 40a pay sayy ae aga ure sisusise) stizq aay aqp PUL 200p 124Jy 3 bgp 2e sioussrey enzq smoj oy ORMgUA, *Z “peoypaing auyue pus yreatoay agi on par Buypso wonoy por dos yp 02 Buypaoo apis amp Boypene sraumsey sag. amp wonnqun “rT “TOO FAIS JO TVAOWTA (°) “1u09 aaIs @) opis HeT-Buyjmop oujBuz—egt 24814 ANaN3SSV Lona LIxa v 437715 ONL snows TAO 3GIS uvaa- Z-NOSe-10 NY calpnusay “moo WOLL08 GXvmuoS. NOILVITVISNI dvd M09 \L ‘09 3NIONA dod M09 aNIONa gals § Ydessesg IN woH09566 caipiuisay opis 4814 Buyrmey ousSuz—zgt 100s IMO9 WOLLOS GuYMOS NOLLYTIVLSNI MOO ANIONZ dOL Woo 3NIONZ ZaIs ‘omy Say rmoxy axp. pun ‘wen apis ayp ase mos 20q peA20} aya Aq paddyjaa6o x} [s09 opis 3203 94.1 “juco anyitas apts amp hq podkdeyzano aye pasos opis 3095 20p par “ase woneg psPAz0; “PAOD der ay. “porUel dey sax Hoyos auydus 9y Jo svonace TTY pee ssneyxs Bupuadwepoury ay punose sig [aod 93 auoga [moo omSud pis ap ay paypeaeU st Honnansueo Joos ssopureas jo jaune y “}H0> 901Bua apis a4p JO uO sdaoxs 949 Epps uONDANEOD Soype-tonaHEENIE. psozOFLE 1 yo av Zuymor ausBua a2 40 suonoas TY yonp 2)x9 aye 2tp &q sey (4409 4p uno Imo parsanp gf ps0 wor nog paes.so} ayy uF Sonp ayeUs ay Woy sHorpes a4 yfnoap Fulsced 172 24,1 “ssor9qpes aaxpoco pur 127009 Ho eq woss wuaunseduio> aurea agp Suyuas pays -oy sp soup 339.979 BY “Ajguiosee doy psao2 om POE ‘ysi09 apts 3waz “|s0o> woe pxeAz0y "a0 apIs “(AOD dor oqp Jo siysve, Suyso> svr8va auZ—cEest pur NAY 998) ‘NOLLALNDSEC TYWINAD (1) ‘ONIIMOD INIONT “9 § desBoieg AL wong ATGWNASSY Lona 4x3. av1a_ 1M09. 137114 NIM LNOUS MOo 01S uV3e td Baim wosy our pu Furs0o> apys ‘dor ‘woneq pls vor pus ‘Kyqunsse dop poo aqp qoissy (0) orp Aisyes are cuopey 210 “pooagp ssneqye 93 [sey (eH) romp apxo aye op TIerep (a) *syqu9s +0 324009 lo pus srompper o@ qe, (”) cpeys pow Goiveg op trmevr (y) ‘ye ay Ye 949 Fe Og. danas somod synsoqo Jeusssea og reso] () soxoq Aopar s9ipod saad oy: pue goniounf Gong ay Jesu) G) ‘oqer aevqg ye Seyo0s Lammeq ey [EYE () sds PUL soxEm ‘Solges spas9ja ay 139uUC) @) “scone Supyyy amas any asoursy (f) punod-yur 92] spmig a10ddng soqrosqy woneeqi 2204 UNDSZ-10 NV oxiorusaaRESTRICTED AN 01-25CN-2 Section IV Peragraph 5 Figure 154-Side Cowl @) INSTALLATION OF FORWARD BOT TOM COWL. 1. Life the bortom cowl in place aver the oil cooler and coolant radiacors. Install the spark plug, fuel pump and haeeory cold aie tubes in the grommets in the aic incake ducts of the bottom cowl 2. Tascet the owo studs, one installed on each side of the bottom cowl ae the top rear, through the holes provided in the cow! support ficings on the cowl flap former and ineeall the mus, 3, Attach the fron of the bottom cow! to the engine front bulkhead by buttoaing the four Daus fasteners and instilling the four recessed-head 4. Button the four Dans fasteners attaching the boom cowl co the cowl flap former, 3. Reach through che sis imake duecs of the bottom cow! and pull the oif cooler and coolant radiator canvas air seals in position, Secure by tight- ening the eurnbuckles aad iestalling the safery pins, 6. Install the side engine cowl. Figure 155—Forward Bottom Cowl (@) REAR SIDE COWL AND COWL FLAP ‘ASSEMBLY. (2) DESCRIPTION —The cow! flaps are in- stalled aft of the forward botwom cowl aad are sup- ported on the cow! flap former. The cow! flaps control the fow of aic cough che eil cooler and coolant radiators. ‘The cow! fap installation compeises four hhinged flaps operated in unison by two control rods actuated by the hand lever located ia the cockpit, (&) REMOVAL OF REAR SIDE COWL AND COWL FLAP ASSEMBLY. 1. Remove both forward bottom cowl ide engine cowls and the 2. Remove the serews from the left and right front wing filless and remove the wing fillets from the sirplane. Figure 156—Rear Side Cow! and Cowl Flap Assembly RESTRICTED 101Section IV agraph 5 Note ‘The front crankente breather line is con nected through 2 hose connection to the overboard fitting in the left wing fillet. Dis- Connect the bresther Jine at the overboard fieing so that the wing filler can be removed from the airplane. '. Remove the two serows fram each side cof the cowl flap assembly, which joia the former co the Fusclge ar the firewall. 4 Remove the two attaching screws froin ‘each side of the cowl fap assembly, which hold che air exit duct to the cow! flap former. 5. Remove one secew from each side of the essombly, which atiaches the air exit duct to the bracket on che cowl flap former. Remove «wo bolts (left side only) which attach the upper aft side of the cowl flap assembly fo the bracker provided on the engine mount Note ‘This beacker is provided for installation of the batiery access door in the Jefe rear side cow! on airplanes having tbe barcery inscal- lation in the eagine compartment 7. Operate the cow! laps to full open po» sition t0 obtain working space and disconnect the two cowl flap control rods from the Map assembly. 8, Remove the wo bolts, one on each side of the sigplane, which atach the’ cowl flap former to the main cowl flap assembly support bracket on the engize mount. "2, Remove the rear side cowl and cowl flap assembly {tom the airplane, (©) INSTALLATION OF REAR SIDE COWL AND COWL FLAP ASSEMBLY. 1, Place the roar side cow! and cow! flap asembly in position znd install the two bolss, one ‘on each side, which attach the cow! lap former to the support bracket on the engine mount, 2. Install two sews oa exch side of the assembly attaching the former (0 the fuselage at the ficewall. 3. Tastall the wo bokss (left side only) which attach the upper aft side of che rear side cowl assembly to the breket on the engine mount. “4. Connect the two cowl flap control rods to the flap assembly. '). Install one screw in each side of the rear sidé cowl and cow! fap assembly, which attaches the air exit duct to the bracket om the cow! flap former. 6, Inscall cwo screws in each side of the assembly which attach the air exit duct to the cow! flap former. 7. Anstall the forward bottom cowl, side cowls and the front wing fills Note Connect the froae crankcase breather line at “the hose connection on the overboard fcting. in che left front wing fillet, before attaching the filler to che aieploce. RESTRICTED AN 01-25CN-2 Figure 157—Exit Duct Assembly (5) AIR EXIT DUCT. (2) REMOVAL OF AIR EXIT DUCT. Remove the side eagine cowl. Remove the forward bottom cowl |. Remove the rear side cowl and cowl fap assembly. 4, Remove three screws from he under s0e- face of the air exie duce at the front, which attach the canvas air seal to the air exit duct. 3. Remove she safery pins and joosen the rwenbuckles from the air seals berween che aft side fof the coolant radiacors and the air exit duct. Pash the air seals froe from the exit duct. 6. Loosen the hose clamps and disconnect the two vent fines which yeat overbosrd at the trait jog edge of the exit duce on the left side at their hhose connections immediacely forward of the wing eading edge at the Jefe side of the engine compact: 7. Loosen the clamps and pry off the cwo gun heater ducts from their adaprers at the leading edge of the wing immediately forward of the fice wall 4. Remove two screws, one from each side of the air exit dues, which attach the exit duct co the ‘wing panel. 9, Remove the two bolts, one from exch Side at che top forward end of the air exit duct, which fauach the wir exit duct to the beackoe on each side Ne mount, Now, remove che air exit duet from she airplane. (6) INSTALLATION OF AIR EXIT DUCT. A. Lift the aie exic duct inco position and install che two bolts, one througia the bracket on the top side of each exie duct ring, which attach the aic ‘exit duct to the brackets on the engine mount. 2, Install twa serews, one in exch side of the air exie duct, which stach the exic duct to che swing panel 102 RESTRICTEDRESTRICTED. AN 01-25CN-2 Section IV Paragraph 5.6 Figure 158-Top Cow! Assembly 3. Connect the ewo yené lines, which weve removed wich the exit duct, at the hose connections forward of the wing leading edge on the left side of the engine compartment. 4 Inseall the wo gun heater ducts on the adapters at the leading elge of the wing. 5. Install the canvas air seals over the exit duct rings. Tighten the curubuckles and instal) che tafery pins 6. Install che three secews attaching the can- vas air seal «9 the aie exit duce. 7 Install the rear side cowl and cowl flap assembly. ‘8. Install the forward bortom cowl. 9. install the side engine cowl. TOP COWL, (a) DESCRIPTION —The carburetor air in- take duct is buile inwo the wp engine cowl Thre, door assemblies, 10 of which are installed within the duct asiembly and one installed on the aft side of tho carburctor aie intake elbow, are controlled by. push-pull cubes actuated throught a three-way iakage by one conteol lever in the cockpit. (B) REMOVAL OF TOP COWT. 1. Remove the side engine cowl, 2. Disconnect the lefe and right hot air duce hose. from che hot air intke at the carburetor aie intalce box. 3. Remove che wing nuts on each side of the carburetor snd disconaece the carburetor air in: take box from the carburetor. 4. Discoaacet the air filter control arm at the ourside hellerank locared ar the top right of the firewall. 5. Disconnect the carburetor sit heat cone ol arm ac the bell craak located on the sight side of the carburetor aie intake box. 6. Remove che five Reed and Prince screws holding the cowl to the engine bullehead, and che two Reed and Prince screws holding the cowl to she firewall. 7. Disconnect the left and right filtered aie uct hose from the filtered sis intake at the front of the air intake duct in the cap cowl 8. Remove the wp cowl, (©), INSTATLATION OF THE TOP COWT. 1. Life the wp cowl in position and connect the filtered air ducts and che hoe aie ducts at their hose connections on the top cowl. 2. Jaseeli the five Reed and Prince screws atuaching the cowl to the engine front bulkhead and the evo Reed and Prince screws attaching the cowl to the firewall, 3. Connect the carburetor air heat contol arm at the bellecenk on the right side of dhe car- buretor sir intake box. . 4. Connect the air filter conteol arm at the outside, bellerank located ar the cop right of. the firewall J. Tighten the wing nuts aaching the car. busetor air intake box to the carburetor. 6. Be sure thar all carburetor air control Linkage is connected and the air hote is secated, Ine stall the side engine cowl, 6 POWER PLANT. «ENGINE. () DESCRIPTION —the P-fON air planes AF42-104429 through AF4-106405 are powered with she V-1710-81 Allison engines aigplanes AF42-106406 and subsequent, sre powered with the V-A7I0-99 Al Hson engine. Both engines ace identical except for the incorporation of the automatic engine control unit oa the ¥-1710-99 engine. ‘The eagine is liquid-cooled 12-cylinder engine of the “V" type. ‘The cylinder blocks and eyliader heads are detachable from each other and from the upper eranke case. Two jalet valves and cwo exhaust valves for each cylinder are contained in che eylindee hhead assembly and are actuated by an ovechesd cam. shaft supported so the top of each cylinder head assembly. Seven maia bearings are formed by the upper and lower crankcase to carry the crankshaft, ‘The coater main bearing carries the bronze chruse surfaces RESTRICTED 103Section IV Paragraph 6 RESTRICTED. AN O1-25¢N-2 Figure 160—Engine-Right Side View ‘The engine is lubricaced by a force Feed engine lubrication system receiving its pressure from a single pressure pump of spur gear coasteuction, in combina. ‘on wish a pressure reliaf valve, All oil ro the engine passes through the disc cype oil strainer which io- corporaces a safety by-pass valve. ‘The propeller reduction gear assembly on the frone of the engine has a reduction ratio of 2:1 of the crankshaft. The propeller shaft eorries a No. 50 apline ond is supporced at the front by a ball thrust Dearing and ac the sear by large coller bearing |A single speed supercharger i contained in the acxesory housing. The impeller is geardeiven at a ratio of 9.60-1 of crankshaft speed, ‘The fvel-tir mixture is forced through a single supercharger owt lee manifold in the vee of the cylinder blocks and ¢ branched manifold system to tbe intake valves of all 12 eynders, The sets “RIGHT” vad “LEFT” of che en. gine are established, as viewing the engine from the Cockpit, The direction of rotation of the crankshaft, camshafts, and propeller is established in the same manner, The desigastioa of che location of the engine ‘Gjlinders is also from the rear of the engine. The rear cylinder of che right bank is designated as No. T'R and the rear eylincer of the left bank as No. LL (IGNITION ignition & svpplied by.» Aoube Scinclla DE magnets, 10 hig londiseributor heals, raliocbicléed igo tnd 24 sper poss (b) CARBURETION. — Cacbucstion of “the fuel ic obtained by use of a single Beadix Stromberg downdrafe injecsion carburetor. (e) MANIFOLD PRESSURE REGULATOR, the imanifold produce iz controlled by an avtor rmutie manifold presiore eegulacer accused by che Milne oi) geesaive and connec Inge the engine Conteol mechan. the 104 RESTRICTEDRESTRICTED Section 1V AN O1-25CN-2 FRONT CYLINDER HEAD BREATHER COOLANT VENT LINE COOLANT OUTLET ELBOW. TO EXPANSION TANK SPARK PLUG: CYLINDER HEAD OIL COOLING DRAIN TUBE MANIFOLD _ ENGINE FRONT REOUCTION BULK HEAD. GEAR FRONT SUPPORT STUD CASE Figure 161~Engine—Front View ~~ RESTRICTED 105Section V Paragraph 6 NODIFIER CONTROL GABLE DISTRIBUTOR HOUSING ORAIN 2 2 2 5Section IV Paragraph 6 ENGINE MOUNT BOLT-UPPER [FIREWALL JUNCTION BOX COOLANT TANK OVERBOARD VENT STARTER PULL BUTTON lL "Y* DRAIN ENGINE MOUNT BOLT-LOWER Figure 169-Engine Section-Righ! Rear Side View (b) Disconnect the engine oil return ine (be ween the oil cooler and vil rank) a¢ the hose con- nection below the right end of the coolant expansion tank on the firewall, (©). Disconnect the oil supply Line co the en- gine. at the forward hose conaection at the oil “Y” drain cack G) Disconnect the tachometer shaft from the eae of the right engine bank and remove the atcach- ing clamps on the exgise mount. (B) Remove the Adel clamps supporting the right and lefe distribucor desins to the engine mount assembly. RESTRICTED AN 01-25CN.2 (). Disconnect she starter pull cable by 1 moving the starter pall buvcou. Yin), Disconnect the coolant supply line from the botiom of the coolant expansion tank on dhe fre wall (m) Disconnect the cootent vent Tine at the top of the coolane expemioa tanks (o) Disconnect the cooiant temperature inli- ‘ator electrical conduit at the eop of te junction box fe the right side of the firewall (p) Disconnect the fucl line from the electric fuel pump to the enginedriven fuel pump ac the cengine-driven fuel pump. {g) Disconnect the generator electrical con- duic ac the generator and ie back out of the yt (@) Disconnect all alacerical connections at the starting motor and tie back out of the way. (0) Disconnect the propeller control electrical coniluit atthe lefesice of the firewall (upper inbosrd conduit. (Disconnect the magneto electrical conduit at the left side of the firewall (ower outboard con duo, (w) Disconnect the oil task vent line ac che hhose connection on the forwacd side of the firewall and left of the coolunc expansion tank. (e) Disconnect the engine controls. (See figure 175.) 1. Disconnect the mixture control rod from, the lever oa the carburetor. 2, Disconnoct the throttle control rod from the lever on the manifold pressure regulator. Note. On airplanes powered by the V-ITI0-99 en ‘ine, the throtile control rod is connected to the lever on the aucomaric engine control unit. 3, Disconnect the propeller governor cow: sol rod from the lower bellerank on the firewall (or V-1710-81 engine instaliasion only.) Note On airplanes powered by the V-1710-99 en- ine, the propeller governor is contelled by the rutoFfacie engine control unit 4. On cisplanes AF43-24002 and subsequent, disconnect the control wire from he menifold pres sure modifer lever om the automatic engine control unit at the lower bellerank on the firewall. The lowes Dellerank was used for manual control of the pros peller governor on sixplanes powered by che V-1710- BL engine. (See step 3. preceding.) (ie) Disconnect the carburecor vent fine ac the firewall hose connection directly below the left 1p ‘engine movsar attachment fittiag. (2) Disconaece the coolaac temperature in eator electrical conduit ac the thermometer bulb in the coolant outlet pipe t che frome of the sighe eyl inder block: m2 RESTRICTEDRESTRICTED Section IV AN 01-25CN-2 PROPELLER RELAY BOX BATTERY GART PLUG RECEPTACLE COOLANT DRAIN BATTERY INSTALLATION (AF 106029 AND SUBSEQUENT): Figure 170-Engine Secticn—Ltefi Rear Side View RESTRICTED. usSection IV Poragraph 6 PROPELLER CONTROL ROD THROTTLE CONTROL ROD: en Se ENGINE MOUNT BOLT- CARBURETOR VENT LINE MAIN ELEGTRIGAL TERMINAL 80K Figure 171—Engine Removol-tett Side CAUTION To prevent damage t the electrical wires within the conduit, unscrew che lower ser- rated ut while holdiag the ceater serraved nut, Thea remove the electsical connection, ‘cat the safety wire and remove hexagon ther- momezer bull. (9) Remove the ewe bolts holding the cow! Aap torque shafe suppore tp the ceater line bulkhexd, 2) Remove the battery from the left engine moun shelf on airplanes with the baccery installed in the engine compartment. (as) Arcach an engine hoisting harness to the engine in the manace described ia section I, pare sgeaph 4.2. See figure 12.) RESTRICTED AN 01-250N2 os =) VENT LINE—OIL TANK TO GRAI Note ‘The lifting hoist muse have a safe capacicy of nor less than 1-1/2 sons. (eb) Hoist the engine just enough to relieve ‘the engine mouat of the engine weight (ee) Remove the two frone bolts from the right and left Jinks, (igure 169) excendings from ehe rear of the engine mount tresses 10 the center of the firewall. (ud) Remove the four engine mount fuselage bolts {rom the firewall, Use the engine mount bole puller provided as a special tool (Bgure 44}. Ge) With the hoist, carefully move the engine and mouat forward until all comnections are cles INK CASE 114 RESTRICTEDRESTRICTED Section IV AN 01-25CN-2 FUEL LINE FROM CARBURETOR USE GARE NOT TO DAMAGE TO OIL DILUTION VALVE ENGINE MOUNT BOLT — Ol. STRAINERS ‘OIL DILUTION SOLENOID VENT FROM VALVE ASSEMBLY CARBURE TOR (AF42 - 104429 THRU TO FUSELAGE AF-42-105928) “connector PANEL TACHOMETER ASSEMBLY FUEL PRIMER SHAFT FUEL PRESSURE-MANI- | FOLD PRESSURE -OIL COOLANT SUPPLY PRESSURE LINE Figure 172-Engine RemovalRight Side RESTRICTED nsSection V RESTRICTED. AN 01-25CN-2 LEFT FRONT COOLANT LINE CONNECTION COOLANT THERMOMETER BULB: — . ENGINE FRONT BULKHEAD. AE si ELECTRICAL. JUNCTION TO PROPELLER BRUSH GAP 7A\R INTAKE TO SPARK PLUG COOLING MANIFOLD LEFT FRONT GOOLANT LINE GONNECTIONS FRONT GRANK CASE BREATHER LINE Figure 179-Engine Removal-Front ne RESTRICTEDRESTRICTED AN 01.25CN-2 COOLANT PIPE TO LEFT HAND BLOCK (COOLANT PUMP-LEFT "Y" CONNECTION gn gag i N REAR OIL DRAIN ELBOW COOLANT PUMP~ FIGHT *Y" CONNECTIONS Figure 174—Engine Removal-Bottom (af) Auach che engine wo & shop engine scan. (eg) Romove the engine sccessorios feom the accessory-iousing on the rear of the engine. (ab) Disconnect all eagine moune accessories, wires and tubing from the engine assembly. (ai) Disconnect all oil and coolant lines from the engine and radiators. Section V Paragraph 6 (aj) Use extreme care in lowering the oil and coolant radiators from the engine mount to prevent pposrible damage. (ak) Remove the salery wite and the 16 bolts that secure the engine mount vibration absorbers «0 the engine mouncing pads lal) After the bolts have been removeil, guide the cagine carefully f2om che mourns, lower i and fasten it t the engine shipping box mounting rails or engine overhaul stand, @) INSTALLATION OF ENGINE. (a) If 2 aew or depot-overiauled engine is 10 be insealled, ic will be vapacked in accordance with instcuctions given in section Il, parageaph 4, and the firse steps of preparation for service will be performed jn accordance with section LI, paragraph 5, (0) Tastall the engine accessories on the acces cory housing. (c) Lastall che exbaust stacks and shrouds. (d)_ With the engine supported hy the engine lifcing baraess, attaci the engine, mount t the mount- ing pads on the engine. Install and safety wice che 16 bolts securing the four engine vibrations absorber support assemblies to the monnting pals, (e) Install the engine on the fuselage, With the Froat of the engine raised slightly higher than the rear, frst, engage the engine mount in the top erings fon tho fuselage and hold by inserting drifts or screw= drivers through the bolt holes in the fuselage and ‘engine mounr fitiogs. Next, lower the engine and engage the engine mount in the lower fireings on the fuselage. Remove che drifis from che upper fittings, insert them in lower fittings and raise the en, align the holes in the upper fictings. Iastall the two engine mount halts, one on each side of the airplane, in the upper engine mouac and fuselage fittings. INext, aliga the holes ia the lower engine mount and fuse” lage fitcings and install the ewo eagine mount bolts, ‘one on exch side of the aicplane, Inscall the ewo links between the engine mount trusses and the frting ae the center of the firewall. (f) Acacia the oil cooler and cootant radiator assembly to the brackets on the engice mount. (2) Connect the oil and coolant fines heeween the oil cooler and coolant radiacors and the engine. (A) Inscall the covel Map torque shaft and sup: port on che engine mount and the lugs on che wing center line bulichead. (4) Connect che coolant temperature indicator electrical conduit ac che thermometer bulb in che coolant outlet pipe at the front of the right cylinder block. Ui) Connect the carburetor vent line at the hose conaectign on the left side of the firewall, (2) Connect the engine controls. (See fgare 175) J. Connect the mixture contsol rod to the ever om the carburetor. 2. Connec: the throtdle control rod to the ever on the manifold pressure regulator, RESTRICTED wwSection IV Paragraph 6 Note On airplanes powered by the V1710-99 en gine, the throttle contral rod is connected 0 the fever on the aucomaric eagine control 5, Connect the propeller governor control rod 10 the lower belleranle on the firewall, (For V- 171081 engine installation only.) Nota On airplanes powered by the ¥-1710-99 en- gine, the propeller governor coatrel is con ‘rolled by the automatic engine consol unit 4. On airplanes AF‘5-24002 and subsequent, ‘connect the contro! wire from the manifold pressuce modifier lever on dw swomatic cogine control unit to the lower bellerank on the firewall. ‘The lower pellerank wes used for manual control of the. pro peller governor on aigplanes powered by che V-17 ID: SI engine. (See seep 3, preceding.) () Connect the oil tank vent Line to she en. sine ceonkease and accessory housing at the hose ¢o rection Iocaced at che lefe of the coolant expansion tank on the Forward side of the firewall (om) Connece the magneto electrical conic ac the eeceptacle on the lefe side of tho fewall () Connece the propeller control electrical conduit ue dhe receptacle on the left side of the fire: wall (0) Connect the electrical conduit at the re cepeacle on the starcing mover (p) Connect the generacor electrical conduit ac the receptacle on the genecator. (7), Iestall cho fuel line between the electric fuel pump and the engine-driven fuel pump. (0) Goncer the coolant theemometes elecsical conduit at the recepzacle in the junction box on the firewall &) Connect the coolant system vent line a¢ che hose conaection at the wop of the coolant expansion eank, (#) Conace: che coolan: supply line at the hose connection =¢ the hottom of the coolant expan: sion cank (a) lostall the starter pull cable (0) Acvach the Adel clamps supporting dhe lef. and right distributor drains w the engine mount assembly. (te) Connect the tachometer shafe at the deive located on the right rear of the engine below the dis: eibutor housing (x) Iastll che oil supply line beeween the oi! “Y" draia valve and the inlet to the engine. G) Connect the engine oil return line (be tween the oil cooler and off tank) at che bose con: rection on the right side of the coolant expansion tank on the ficewall (©) Conneer the Linch oil dilation lines at he hose connections 0 the off dilution valve, RESTRICTED AN 01-25¢N-2 (ae) Connect che following lines at the con rector panel on the Fight side of che firewall: two fuel primer lines, one fuel pressuce fine, one oil pres Save fie, and one manifold presse ee (4b). Install she engine fone bulkhead on the reduction gear front case, (a2) Aviach the propeller concrol clectrical conduit by swo clamps to the engine front bulkhead, (ad) nseall dhe propeller and spinner asseme Diy. See section IV, paragraph 6d. (a2) Install the battery in airplanes having the batcory insellation in the engine compariment la?) Inspect engine installation for completion before installing che air exie duct and the engine cowl ing. Be sure that all fuel, oil, coolant, ard vent Hines are connected and dat all electrical connections are ‘made up t0 this poine of inseallation (ag) Install the air exit duc, See se parageaph 5. 5, (ab) "Install all engine cowling and he cowl flap assembly. See section IV, paragraph 5. b. b. ENGINE ACCESSORIES. (@) DESCRIPTION—AIl power plant acceso ries may be removed without removing the engine or ‘any part of the aizplane structure. The following ace cessories are installed on the engine: (a) STARTER.—Type 6-6 electric inertia, d- rect cranking starter. See section IV, paragraph 7. ds (8) GENERATOR.—Type M22, 28.5-volt, 50- ampere generator. See section IV, paragraph 7. d (©) FUEL PUMP.—Type 6-9. See section IV, parageaph 6. b. (d) PROPELLER GOYERNOR.—100,008-16 iCuctiss Propeller Division). The starter, generator, and fuel pamp are mounted on the rear of the engine secesiory drive housing and che propeller govereor is mounted on the aft side of the reduction gear bous- ing ia the yee beeween dhe cylinder blocks. ‘POWER PLANT CONTROLS. (1) ENGINE CONTROLS. (See figure 175.) (a) DESCRIPTION —The engine controls are contained in a conventional engine contol quadrant that acoched fo the left cockpie wall, ‘The flowing engine control-levers are contained in the quadrant For V-L710.81 engine installation (AF2- 104429 through AFA2-106405): throttle, carbureror mixture, and propeller governor. For V-17109 engine installation (AF: 106406 and subsequent): theortle, earbucctor miciure, and economy manifold pressace modifier. a IV, Note ‘The linkage berween the economy menifold pressure modifier control lever (formerly the propeller governor control lever) on the ‘uadeane and che modifier lever on the auto- istic engine comtrol uni was not iustalled at che factory in airplanes AFS2-106406 chrough ABG-24001, M18 RESTRICTEDcaLraisae out @sr- 81-760 canoureTor AIR FILTER DOOR 87-29-73 s PROPELLER GOVERNOR NOTE INSET SHOWS ENGINE GONTROLS FOR V-ITIO-$9 ENGINE INSTALLED IN AIRPLANES AF 42- 106406 AND SUBSEQUENT. MANIFOLD PRESSURE MODIFIER LEVER WAS LOCKWIREO IN THE 'OFF’ POSITION AT FACTORY ON AIRPLANES AF 42-106406 THRU AF 43- 24001. COLD AIR DOOR ©er-29- 732 a7-29- 520 CoML 8752-738 HOT AIR DOOR FLAP GONTROL- TYPE B~ 2 ENGINE CONTROLS QUADRANT THROTTLE PROPELLER (AF 42-104429 “S=— THRU AF 42~ 106405) — MIXTURE, MANIFOLD PRESSURE MODIFIER LEVER TO PROPELLER GOVERNOR: MANIFOLD PRESSURE™ SE MODIFIER (AF43-24002 PROPELLER GOVERNOR % AND SUBSEQUENT ) CONTROL LEVER AUTOMATIC ENGINE CONTROL UNIT Figure 175—Power Plan! Controls GNOSC-LO NV oa nuissy zSection IV Paragraph 6 ‘The dwoule lever for che Y-ATIO-SL engine callacion, is connected 102 main lever on the aito- matic manifold pressure regulacor which in cuen is connected 10 « differential lever that is Linked to the ‘carburetor throctle, The throule lever selects the de sired manifold pressure and the regulator maintains this pressure within desirable Limits from sea level up © the ccitical aleitude of che supercharger. The control of the propeller governor for obtaining the Cesired engine pm for the selected manifold prev sare is attained through manual setting of the pro- eller governor control Jever oa the engine conteol ‘uadeane, The theoetle levor foe the V-171099 engine inscallation, is connected co main lever on che aucu- Inatic engine oonteol anit which in turn ia connected to-a differential lever that is linked to the carburetor heoule, Ia addition, che main lever is connected through cams 0 the propeller governor control lever ‘on the engine control wnic, The automatic engine con- tol unie coordinates engine spm with the desired manifold pressure by she operation of the single lever (chrotele lever) on che engine control quadrant in the cockpit. Manual conctol of she propeller goveraor is ‘dliminaced by the aurometic engine control unit. The ‘automatic eagine con:col unit performs the function Of che ewomasie manifold prowere regulator, ia main. ‘taining @ selected manifold pressure, independent of aliitade, up to the ceiling of the supercharger, and coordinates the selected manifold pressure with the proper engine ep. A sop is provided in the engine control que- deane which limits she ehrovele sotting to 52 ie. Ha. ar 300) cpm, When the seal is broken and the chrottle js pushed by the stop to the fall forward position, ‘war emergency power of 57 in. Hg. at $00) rpm is obtained, The economy manifold pressure modifier ever for the V-1710-59 engine installation provides {or increasing the manifold pressure above dhe selected manifold pressure by approximately 10 ia. Hg. with- ‘out changing che throvrle setcing (or consequently, dhe engine rpm). The modifier lever on the engine control quadrant (formerly the propeller governor control ever) is connected t che modifier lover oa the auzo: matic engine contio! unit. () ADJUSTMENT OF ENGINE CON. TROLS. 1, GENERAL—All contol rods and bell: cranks must be accurately adjusted to give full and Free movement of the control levers of exch respective voit, The linkage mest nor be bent or rubbing any part of che airplane chrongh the full movement of the controls from the cockpit control quadrant «0 the cashuceicr and propeller goveraor 2. ADJUSTMENT OF AUTOMATIC EN. SINE CONTROL. RESTRICTED AN 01-25CN-2 MAIN LEVER R FATING [f, ig00 Rem 3000 APM Figure 176—Automatic Control IMPORTANT Adjasemene of che engine control unit must be accarately made to the dimensions and angles shown in figures 176 and 177. a. Disconnece rod (A) (igure 176) b. Move the propeller governor lever clockwise to the 3000 rpm sop. c. With a protractor measure, make suze that che angles sce as shows in figuee 176, ‘Place rain levee (R) in the exereme counter-claclawise position aed check propeller gov- fernor control lever (IN). As shown in figures 176 and 177, ie must be positioned five degrees Forwaed of che vertical cencer line. If lever (N) i not 0 positioned change ir to the correct position by removing the lever from the splined shaft and replacing ic in the next fore for aft splines as found necessary. Note The clamp screw at the top of lever (N) must be entirely removed before the lever can he removed from che splined shafe for #0. positioning. With levees (R) and (N) and che pro- peller governor lever against its stop they are all the 3000 xpm position With the three levers firmly held in these positions reconacct zod (A) as showa in figures 16 and 177. — hh. Tn aeaching rod (A) to lever IN), po- sition ic as shown in figure 178. ‘The mark on the siile of the secrated washer must align with the arsow fon the side of the lever (N) a5 in figure 178 CAUTION Each sersacion of error up or down the slot in lever (IN) will sesule in an increase or de- crease of ine cpm in engine operation, i. Uf the propeller governor lever does snot touch iss stop when the maia levee (R) is roxaced fully cnunterclockwise lengchen the rod (A) slightly tw obtain the contact with the stop. . Check the linkage from che main lever (2) w the quadrant in the cockpit. The movement of 120 RESTRICTEDRESTRICTED AN O1.25¢N-2 Section 1Y Peragraph 6 PROPELLER GOVERNOR- LOVERNOR LEVER SHOULD BE AGAINST 3000 RF Mm, STOR |. + IMPORTANT: IT 18 RECOMMENDED THAT ADJUSTABLE ENDS OF ROOS "B" AND "c" BE PERMANENTLY FIXED BY SOLDERING OR BRAZING TO PREVENT CHANGE OF ADJUSTWENT WHEN SERVICING LINKAGE, DESIRED LEVER "G" CURTISS NO, 26533 HAS 24 SERRATIONS AT HUB PERMITTING ITS SETTING AT 25°4 7lp% ABOVE ANGLE NAY OF CHECKED BEFORE GOVERNOR IS INSTALLED ON ENGINE. Figure 177 Automatic Contra! Linkage the cockpit throttle lever should provide full move: ‘ment of the main lever (R) with suflicient cushion ac both exceemes of the cockpit throutle lever movement, When the cockpit throttle is in che closed position, che cubucetor buuerily should be fully closed unless it has been ser for idling 3. ADJUSTMENT OF ECONOMY MANT- FOLD PRESSURE MODIFIER, a. The manifold pressure modifier conten! is w be adjusted by setting the modifier lever oa the automatic engine control unie ia the “OEE” posi against the “OFF” stop (figure 166). and the mani pressure modifier lever on. the cockpit throttle quad: rant in the rear position, allowing 3/16 ineh cushion b. Tighten the ser screw on che engine RESTRICTED end of the flexible wire and lockwire, ©. Tighten the se: serew ia the connecting devs on bellerank end of she lense wire contol and lockwriee, 4. ‘The movement of the cockpit modifier lever from its afe co forward position in the conceal quadrant should provide full movement of the aueo- matic engine unie modifier levee fsom its "OFE" scop {0 the full “ON" stop. 2) COWL FLAP CONTROL, (See figure 175.) (2) DESCRIPTION he cowl flaps a manually conirolted by the cowl flap control assembly which is mounced on o bracket sttached to the right cockpit wall at station 3. The control lever is cone 1aSection IV Paragraph 6 2 <—— DECREASE RPM. —_> INGREASE RPM. Figure 17&—Automatic Control Ratchet nected by adjustable push-pull rods and belleranks to a torque which is held by suppore brackets just forwaed, fof the wing leading edge. The cowl faps, located im- mediately aft of the forward bowum cowl, are cox ected by two adjustable Hiaks to bellcranks on the rorque tube. ‘The cow! flap conteol lever muy be locked jt any lected position by means of a catchet rack and a finger latch. The finger latch is located near che geip ff sho control lever. An indiextor plate is provided on the conceol assembly which shows the position ac which che control lever should be set for che different operating: conditions. The indicator place is marked: "CLOSED", "HIGH-SPEED", "COMBA'T-CLIMB", and "GROUND COOLING”. See figure 29.) (6) ADJUSTMENT OF COWL ELAP CON: TROL—The control rods, the auxiliary lever assem- bly and the torque shaft assembly mus: give full and free movement through the entire arc of its crave. 1, Position the cow) flap control lever s0 chat the finger latch will engage the sixth notch from the afi end of the ratchet sack. 2, Adjust the control rods sufficiently co ‘move the aps to @ contour position with the botiom cowl 3, Lock and safory all conteol linkage (3) CARBURETOR AIR CONTROL (2) DESCRIPTION. The carburetor air con. teol lever is attached to a bracket on the right upper Tongerou just aft of fuselage sation 3. The single coa- trol lever controle he position at three doors in the cerburetor air intake duct for aulmicting either filteret, hot, or cold air co the corburetar Contzol of these RESTRICTED AN 01-25CN-2 Goots is obtained by 4 three-way syscem of push-pull rods and belleranks conasceed co the control lever. The control lever rack has three nowhes in which che spring-loaded latch of the control lever is engaged © lock the control in either the “FIL: TERED", "HOT" or "COLD" position, (See fig, ure 28) (6) ADJUSTMENT OF CARBURETOR AIR CONTROL. (See figure 173) 1. Wish the aie comizol lever in the fileered fof top position in the rack, door (A) must seal in the vertical position and bear tightly againse che adjuster bile stop. 2. Door (A) must seal fiemly in che horizon: tal posision when the control lever ia che cockpic is in the botcom of cold: air position 3. When the cockpie air conteol lever i ia the center or hot air pesition, coor (A) need not seal rightly. 4. Door (B) most lie flac againse stop when the control lever ia the cockpit is in either the cold sie or filtered aie position 5. Door (B) need not seal when dhe control lever is in che hot aie posicion 6. Door (C) mast seal firmly whea couerol lover is in either the cold aie or the filtered air posi. 7. When the adjastmonts are completed all controls will he locked and safety wired. 4. PROPELLER, (2) DESCRIPTION,—A. Curtiss electric con: stant speed 11 fooc dismeccr, thyee-bladed propeller is installed on this airplane. @Q) REMOYAL—To remove the propeller from the airplone: (a) Operate the propelige co maximum low pitch (h). Remove the righthand section of the en ‘gine cow! and work through he hand boles in che forward engine cowl bullchea N. ‘The caslusetor aie filter box inscalled ow dhe right side of the engine compartmene afc of ‘he engine-front bulkhead must be removed in onder to coach through the handholes ia the eagize front bulkhead and the spinner afc bullthesd when removing the nose cone. Remove the filter box as follows: Remove the three screws which hold the filter box to the engine front bulkhead. Loos cea the clamps at the lose connection between the filter box and the air intake duct on the top cowl, Lift out filter box complete with hose and clamps (e) Disconnect the fexible condvit from the brush holder cap assembly. (d) Remove che safety pin from che top aad bottom brush bolder laich assembly, 122 RESTRICTEDRESTRICTED AN 01-25CN-2 POWER UNIT— 24 vou Section IV Paragraph & BULKHEAD, 87-42-5926 STUD (3) LOCKING PIN ASSEMBLY’ LOCKING SLEEVE PROPELLER SHAFT NUT- 87742-53271 DOWEL (2) NOSE ASSEMBLY Figure 179-Propellor Assombly-Fron! Viow (e)_ Raise che brush holder latches and remove the bensh holdet cap carefully to avoid damage to the brushes. (f) Remove the theee elastic stop auts attach: ing the spinner nose cone to the aft section and re. move the nose cone, (g) Rewove the cap screws and the theve nuts from the flange of the propeller power unis assembly. Remove the power unit assembly, the synchetie rubser seal, and the grease seal from the propeller shaft. (b) Remoxe the locking pin assembly and che locking sleeve, install dhe extension mat with piny in sere # bar complerely thraugh the ewe olor in’ che fur, and cuen the auc off RESTRICTED 123Section. IV Paragraph 6 (i) ‘The propeller may pow be removed from the propeller shatt. Exercise extreme care when re- moving the propeller to avoid damage eo the propeller shafe threads, ‘The propeller weighs approximately 375 pounds. ‘Therefore, it is advisable eo use at lease throes men to remove this assembly. Place che propel- Jer ia a suitable buck, NEVER allow che end of the lades to suppoce the weight of the propeller. (3) TO REMOVE THE ATT SECTION OF ‘THE PROPELLER SPINNER FROM THE PROPELLER HUB. (2) Remove the ten flush-bead screws from the three cover assemblies on the outer sucface of the spinace age section and remove the covers (hb) Remove the ourer ciscle of screws from the sear of che aft bulkhead. DO NOT DISTURB ‘THE INNER CIRCLE OF BALANCE SCKEWS. (c) Remove the ‘afe section of the spinner Geom the propeller hub. (2) TO REMOVE THE AFT BULKHEAD FROM THE PROPELLER HUB—Remove the nine fours and bolts from the inner flaage of the propeller hub and Jife che bulkhezd from che hub. (6) TO ASSEMBLE THE AFT BULKHEAD 0 ‘THE PROPELLER HUB—Place he afc bulkhead in pesition on the aft side of the propeller hub and in- Stal the nine bos attaching the bullchead co the hub fi (6) ‘TO ASSEMBLE THE APT SECTION OF ‘THE PROPELLER SPINNER TO THE PROPELLER HUB. CAUTION ‘The propeller assembly on each airplane has been statically and dysamically balanced. ‘Acer any damage whatever © @ spinner which may have destcoyed the balance, ic must be rebalanced or replaced by a cor rectly balanced spianer. ‘The nose cone, spinner alt scion, spinner aft bulkhead, and che three spinner afe section propeller blade covers are each marked with the serial number of the spinner assembly of which ie is @ pare. These parts are not inter. changeable with like parts of avy other spin fer ssernbly, Ench pace of che spinner assem. bly is marked to facilicace correct assembly which will mainiain the srazic and dynamic balance of the complece assembly: A metal marker on dhe inside of the spinner aft se ton muse align with a similar metal marker fon the front of the spinner afe bulshead upon ssemaly; the blade covers and the blade openings ia che spinner ale section are marked "A", "B", and “C” and the covers inst be installed in the blale opening hav ing the same lotcer as the cover: tie nose cone 's dowelled and can be installed only one way. () Inscall the spinner aft section over che hu and propeller blades. Be suse the marker on the spin. RESTRICTED. AN 01-25¢N-2 ner afe section is opposite the marker om the spineer aft bullshese, (Hh). lnstali the outer circle of screws in he rear cof the spinner afe bullchead attaching the spinner ate ‘ection to the bulkhead (c) Install the theee propeller blade covers in the blade openings ia che spinner aft section. Be sure each cover is installed in the opening for which ie is marked (7) TO ASSEMBLE PROPELLER BLADES TO PROPELLER HUB. (a) When dhis assembly cakes place, make sure thot the threads of che hub and blade are clean and free Irom any metal chips or other foscign master. {See figuee 182) Coae the thread wich a miemice of 70 percent white lead and 30 percent Iubricacing oil Remove the locking plares which have been tempo- ‘arily installed on. the nuts of che joose blades. ‘The No.1 blade is numbered oa the retaining nut and chis| blade muse he essembled in the No. L hub barrel. The No. | blade is opposite che master spline of the hub, and the No, 2 and No. 3 blades are placed clockwise in the bub as facing the front of the unit, See fare 182,) Fach blade has a gear backlash shim, “These shims are not interchangeable. Place the blade shim in the coreace bu baceel with the chamfer cowards the hub ceacer. HUE QARREL INDEX: PENOIL LINE: Figure 180-Propeller Hub Indices ane) Master Lug Slot @) MASVER LUG AND BLADE NUT SLOT—Insert the propeller blade into the bub bar, rel. Screw each blade aur into the hub uasil one-half of the threads are engoged. With someone exerting. fan outward pall on te blade, cighten dhe blade ave swish the spanner wrench peovided and approximately 104 RESTRICTED.RESTRICTED Ses AN O1-250N.2 ton pound brass hammer, until dhe paint marl on the slots of the blade aut and hub Jine up. (See figure 18).) If there are no paine marks, ighten she blade fnuc uncil ic is barely possible to turn the blade by hand, A check should be made with a wooden blede ‘wrench to make sure the blade will rorate after bring ing the wo sloxs in Hine with each other, Invert the Tock lag in lined wp slars, serew lng into slots securely and lock with Jockwire Note ‘The lug which goes into these painted slovs is known as the master lug, () HUD DARREL INDICES —The propeller hub harrels are indexed on che face ar front side of hub in order tp correctly position the blade sector gear for receiving the power unit. Since the indices aa the blade sleeve have proven more or less inaccurate by Geld personnel, the following method which it now being used, las proven itself simple and efficiently accurate, Proceed af follows: wich che hub and blade assembly on a flat suctace, with hub face up, place a straight edge across tho face of hub from the hsb barrel index co che center of che power unit contact directly opposite on the other side of hub. Draw « ssraight pencil line along the straight edge from the ub bacrel index to che engine shafe opening of che huh, This con he repented for the second index or hub barrel. Whea deewing a line for che thied index, dhe Tine must cun between the two power unit contaces which are direccly opposite the third barrel. (See fig ure 180.) After these pencil lines have beon deawa, a vertical line is dropped into the engine shaft open ing ia order to bring che pencil lines close +o the teeth of the blade sector gear. Figure 161—Brushes end Housing Vv Poregraph 6 Note The positioning of the blades is done when the hub end blade assembly is mounted oa, the engine shaft, otherwise, the setting of the blade sector geass would be diseurbed ia handling and assembly to engine shaft (8) TO ASSEMBLE PROPELLER TO ENGINE SHAFT. (4) ‘There ace ewo points to make sure of wi placing the propeller aad bub assembly on engine pro: peller shaft, namely: make sure chat the brushes have been semoved from brush housing (remove the ewe safety pins, unsnap and life out brush unit) (figure 181) and that che engine propeller shafe has been turned so thar the master spline is at the bottom. Have the master spline of the hub a¢ dhe bottorn so hat the matching oF slignment of these two mester splines will be easier wo align. (See figure 182.) Clean engine propeller shafe with varnoline and then coat the splines with castor oll, "The shaft chreads are painted tr coated with aatieize chreadlube, Figue 182—Master Spline RESTRICTED 15Seat Paragraph & assembling propeller to engine shaft, nv ST-I14| PROPELLER SHAFT NUT EXTENSION TOOL '$T-1034 BAR AND EXTENSION Figure 183-Instelling Propeller Shaft Nut (@) PROPELLER SHAT NUT: Seal, split cone, snd propeller shaft out in hub, Note ‘The halves of the splie cone must be placed over the propeller shafr nut, and the cone and faut are installed as a unit. Place propeller fsiembly on to propeller shaft and tighten the propeller shaft auc securely with che pro eller shefe extension aut provided. Use @ RESTRICTED AN O1-25CN-2 Note |A wooden blade wrench should be used if laces are stiff oF difficuls co ten WARNING AF the blades are noe properly set or posis tioned, the power unit will not mesh ico lade sector gears. ‘The above blade position: ing is for BeiON series starting with AFi2 Lo4s29, (9) TO INSTALL POWER UNIT SEALS AND CONTACT POINTS. (a) Belore assembling power unic to hub, make sure that the fele or grease seal has been dipped in castor oil. This will prevent moisture seeping through the breather holes of power unit housing and severe corrotion inside of power gear. Place fele ot igeease seal into power gear opening. Place neoprene Seal in seal groove of adapcer plate just to rear of power gear Note “To prevent deterioration, remove and cleas, his seal each time. power unit is removed from hub, Cleaa the contact points on bub aad power unit. ‘CAUTION ‘The contact poiats on the hub must coincide swith che contact points in power unit. Place power unit over engine propeller shafe end against the hub. Secure che power unit to the hub wich che six attaching bole and lock wire chem together Found steel bar (approximately four foot Tong) insersed complevely through the evo hholes of extension nus for sis dightening. (See figure 183.) Install propeller shafe Inck- ng sleeve and locking pin assembly. (@) BRUSHES ON HUB SLIP RINGS—A¢ this poins, apply prussian blue to the four top brushes bf the brush unit aad place brushes back ineo the brush hhoasing. Snap iato place with the twp and borom soups. Swing the propeller blades backwards and for- Svards just a trifle, chis will show clearly how the brushes are riding oa the hub slip rings CAUTION ‘The brushes must aor ride the ridges or in ulations betweea the slip rings. If the brushes are not riding che slip rings, shims face provided for installation behind rear cone of brush housing as required. Wich the Brushes correctly positioned, install safety ‘pias into brush housing snaps. Note IF brushes protrude 3/8 inch or tess from brush holder, they should be replaced. (a) SETTING OF BLADE SECTOR GEAR — [As the propelier blade is rotated inco high pitch angle, the leading edge of the third tooth of each blacle sector sear is brought up c vertical concer line a» explained Tn parageaph (7), (e), preceding. (See figure 184.) Figuie 184—Sector Gears Setting PENCIL. LINE: BLADE SECTOR GEAR 16 RESTRICTEDRESTRICTED. Section V AN 01-25N-2 cam common RETURN CONTACT SwiTcH ARM HIGH ANGLE LOW ANGLE SWITCH SWwiTcH CONTACT CONTACT ADAPTER PLATE POWER GEAR FELT GREASE SEAL KS NEOPRENE SEAL Oo SNAP RING Figure 185-Power Unit Low Pitch Pesition RESTRICTED vrSection 1V Poragraph 6 (10) TO ASSEMBLE POWER UNIT—LOW ITCH POSITION. fa) When placing 2 power unic in the bub, the power unit must be in low picch position, If chore is eny question of chit low pitch position, proceed 3 follows: as facing the power gear of che power unit, remove the three couarerstele fac head screws and Snap ring with a screwdriver. Remove the adapter plate and ie goskes, Ae chit poiac, the cam and con- facts ace clearly visible, (See figure 185.) (b) If she low angle cam is not touching the low angle switch contace, the power unit is not in low pitch position, CAUTION Unlock and remove the eo mechanical low stop plug bales and stop plug unit. (See fig- bre 186.) This is done to peevear damage co the speed reducer, should the Curcent carry the cam beyond che stop pin limic. MECHANICAL LOW STOP PLUG EOLTS Figure 186-Mechanical Low Stop Plug le) Using 4 24-vole battery, couch one end of the batcery leed to the low angle swich concact, Wich the otbor batiery lead, make and hreake conract with the common return contact until the Gam just couches the low angle switch contact <6 illustrated in igure 185. The power unit is now in Jow pitch posivion, Replace gesket and adaprer plate and fasten with the three countersunk flar head screws. (See figure 185.) CAUTION Replace the mechanical low stop plog with the mack "0" (or dox) on scop plug adjacene fo mark "C" on housing. Replace stop plug bolts and Jockwire rogether. RESTRICTED AN 01.250N-2 RELIEF FITTING (REMOVED) POWER UNIT PRESSURE GUN Figure 187—Hub Lubrication (1). PROPELLER HUB LUBRICATION (ah Using the ewo Zeck fictings aliernacely, fil the hub with Specification AN-G-f, Grade AA, grease with a pressure gon, ‘These two Zerk fittings are lo cated on the speed reducer (Power Unio) housing just Forward of the front bub face. "(See figure 187.) ‘Occasionally the grease relief fitting will stick, and as 2 precautionacy measure, the relief fiting is removed to prevent an excessive pressure occurring in che hous- ing revulting in burst seals. (See figure 185.) Fill the hub uniformly, otherwise an air pocket may occur ‘causing the grease 10 fow cur of the relief fitting opens ing betore the hub is completely filled. For airplanes ‘operating in warm climaces, ie is advisable to use No. Digrease. Replace relief fexing after hub is completely Glled. (b) POWER UNIT LUBRICATION —Curciss speed seducer oil conforming to Specification AN-O-4 is used to luheicate che power wait assembly. This oil level muse be checked every 50 hours, Check she oil level as follows: remove the filler plug loeaced near the front of the housing. Rotace the propeller until the plug opening is approximately 20 degeves below the horizontal center line of power unit assembly with he aisplane at a ground angle of approximately 12 degrees—or eight degrees below the liorizontal center line when the airplane is levelled (tail up). In either 198 RESTRICTED.RESTRICTED. AN 01-25CN-2 LriLLeR PLUG OPENING Figure 188~Pewer Unit Lubrication of these positions, che oil in the speed reducer should be visible ar che plag opening, if nor, fill at chis plug ‘opening until proper oil level is reached. Replace filler plag and Iockwiee. fe, SFARTING SYSTEM. (0. Engines in airplanes AP@2-104{29 through AF42-105639 are equipped with a type B-9 hand in- cr starier. When the starter has been energized, the hand crank must be removed before actuating. the starter engaging mechanism. Applicable instructions for starting engines equipped with the BS starter fare given in section IIL, paragraph 3, a, 2). (2) Fogines ia aizplanes AFA2-108640 and sub- sequent, are equipped with a ype G-6, 24-vole com bination electeic inortin, direce cranking starrer. Seo section IY, paragraph 7, d, (8). f. COOLING SYSTEM, (O_ GENERAL DESCRIPTION. (See figure 199.) The engine is liquid cooled, using ethylene plycol, Specification AN-E-2, as the coolant liquid. A centrifugal coolant pump located on the bottom of the accessories housing supplies coolant t0 each cylinder block ac ¢wo inlets, one located at the coolan: jacker and the other ae the rear of the cylinder head. ‘The outlee scroll of the pump terminates in a ree with ovo Banged ends, and i connected by pipe to che dual in- Jets of each cylinder block. The coolant is admitted to the hottorn of the cylinder block through an ialet manifold which is cast the full length of each jacket. "These manifolds have an orifice at each cylinder bac. rel which mecers the coolant flow. ‘The inlet at the rear of the cylinder head provides a direce eepid flow ‘over the combustion chambers, ‘The coolant Jeaves the Section IV Paragraph 6 engine through the outlet in frone of che cylindse head and is conveyed through pipes vw the coolant radiators whore dhe heat is dissipated before ie is 18 turned (o the coolant pump and recirculated through the engine. A coolane expantion taal: mounted 9¢ the highest position on the firewall provides @ head anc jnsares a constanc supply of coolase liquid to the pump. (2) COOLANT EXPANSION TANK. (2) DESCRIPTION, (See figure 190.) 1. The coolene expansion ranks is avcached by a strap and bracke: assembly to the forward cop center pare of the firewall. Te has a coral capacity of 3.5 US (29 Imperial) gallons. The filler cap is on top of the expansion tuk and is accessible usrough 20) access door in the «op engine cowl. The top forward parc of each cylinder block is vented directly «9 the ‘expansion tank. ‘The overheard vent line extends From ‘he filler assembly on the cop of the tank shrough che cook to the right side and out through the night tide engine cowl. In aieplanes AF(2.104029 through APQ. 108828, a spring-loaded pressure relief valve is incor porated a the filer cap. This valve opens when the Pressure in the cooling system exceeds the atmospheric presure by 15 pounds per square inch. Excess pres sure is vented through the overboard vent Tine. A small vacuum relief valve is provided in the filler ax: sembly and opens when the atmospheric presaice exceeds the pressure in the system, (See dewail A, figure 190) 5, lw altplanes AIP#2-104829 and subsequent, an akitude compensated pressure relief valve is incoe. ported in the filler cap. Alcitude compensation is accomplished by means of a sealed bellows which i highly evacuated. Atmospheric air pressure tends «© ‘collapse the bellows which in urn decreases the effec tive spring force that seats the valve, In the normal spring-loaded valve de scribed in- paragraph 2, preceding, a decrease in at moipheric pressuse allows the cooling system sell valve to open at a lower absolute pressure. However, in the ease of this altitude compensading relief valve, the decreasing atmospheric presiure relieves the col. lapsing pressure on the sealed bellows, heace the ia- eral spring. i able to provide mors farce to seat the valve, ‘The increasing force being direcly propor- tional t9 the decroasing atmospheric pressure will maintain a constant absolute cooling system pressure, fulfilling che funceion of this valve. This valve opens at 23 pouads pet square inch absolute pressure, Abso- luc pressuee is equal 1 gage presawe (pecs sure in cooling system) plus stmospheric pressure, Example: Ac sea level, with standard senospheric pressure of 14.7 pounds per square inch, this valve Should open when che pressure in the cooling system reaches 8.3 pounds per square inch gage. Excess pres. sure is vented heough the overboard vent Hine, A small vacuum valve also ia the filler cap connects che vent passage directly to the tank and opens when the RESTRICTED. 129et aupiuisaa COOLANT PRESSURE LINES GF etme VENT LINE COOLANT ovERBOARD FILLER COOLANT VENT LINE X memes QvERDOARD [ooo ANT SUPPLY LINE Ys 8 \ 7 ELECTRICAL JUNCTION 90x . \ ~ eyectmical CONDUIT a” cooLant VENT LINE To EXPANSION TANK EXPANSION TANK ve INCH 0.8 i cooLant cootant SUPPLY LINE / NCH 0.8 TEMPERATURE 7 euLe Zh 1 3/4_INCH 0.D. | COOLANT RAIN 1 INCH 0.0. ENGINE DRIVEN 8 ara cH OO CENTRIFUGAL COOLANT PUMP Raoiaron vent—/\ LINE V2 INGH 0.0. COOLANT RADIATOR DRAIN IN BOTTOM COOLANT RADIATORS OF RADIATOR SHELLS Figure 189—Cooling System TNQSt-L0 NV [AI won295 CrrenteryRESTRICTED. AN 01-25CN-2 Seetion IV FILLER ASSEMBLY —— e Be ENONE vacker SEE DETAILS VENT. GONNEGTOR A ano B OVERBOARD INSIDE VENT PIPE VENT CONNECTOR PRESSURE RELIEF PRESSURE VALVE SET TO RELIEF RELIEVE AT 23 VAWE SET POUNDS PER SQUARE TO RELIEVE AT IS, INCH ABSOLUTE POUNDS PER SQUARE PRESSURE — INCH ABOVE ATMOSPHERIC PRESSURE vacuum RELICT VALVE VACUUM RELIEF _——~ DVERBOARD VENT SLOT AN 913-10 DETAIL A (AF 42104428 THROUGH AF 42-104828) orTat B FILLER ASSEMBLIES (AF 42104829 AND WITH GOVERS REMOVED SHOWING SUBSEQUENT) VENT PASSAGES Figure 190—Coolant Expansion Tank Details RESTRICTED aSection IV Parogroph 6 acmospharie pressure exceeds the taal peossure by one pound per square inch gage or less. (See decal B, fg: ture 190) (6) REMOVAL OF COOLA: TANK. 1. Remove the tap and side engine cowl emove the skin from che lefe rear side cowl in ordet to gain access co the coolane pump desin line. 2, Drain the coolane system ar che plugs on che end of the coolane pamp desia line, (See figure 170.) “The filler €ap on top of the coolzoc expansion Gaak showkl be removed co spced desinage, and che airplane in its noreal three-poine ground posidon. 3. Disconnect the coolant veat line at tbe mop of the expansion tank. 4. Disconnect che overbourd year line at the cighe end of the expansion tank 5, Disconnect the coolant supply line from the tank fiecing wader the expsesioa rank. 6. Disconnect the ovo Wp connections of the secap aisembly holding the expansion eank co che firewall, and remove che wink, (o)_ REPAIR OF COOLANT EXPANSION TANK —The coolant expansion eank may be repaired by employing the same precautions in cleaning and using the same methods for repair as outlined for the ofl tank in seccion LV, paragraph 6, g- After the unk is repaired, rece che tank under water with 20 pounds per squate inch sir pressure. () INSTALLATION OF COOLANT EX. PANSION TANK, Reirstall the coolant expansion caak by repheing it in the steap assembly thar supporss the cank on the firewall. 2. Connect the coolant supply line at the hose connection under the expansion tert 3. Connect che overboard vent line at the hese connection on the right side of the tank. J. Connect the coolant vent Hine at the hose connection 2¢ the top of the tank. 5. Replace the dain plug ia the end of ehe coolant pump drain. Tighten the plug and safety 1 EXPANSION 6. Replace the top and side engine cowl. Replace che shia of the left rear side cowl G)_ COOLANT PUMP.—The coolant pump is a cenutifugal ‘ype mounted on the bowoi of dhe ene gine accesiory housing and deivon by the accessory gext gain. The coolane pump draia pipe 2od_ plug five attached she left side of the coolane pamp body. ‘The drain plug is salecy wired co the drain pipe. (See Sgure 170.) (D COOLANT RADIATORS. (4) DESCRIPTION. Two coolant eadiawoes, contained in a support and strap assembly, are hung, con four shock absorhing mouating lvachers which ace installed on the engine mount. ‘The coolant radiators sre equipped with either aluminum alloy oF copper tube cores. ‘The radiators are senced co the front of block to avoid aie Tucks in che radiovors each eyling RESTRICTED AN 01-25CN-2 () REMOVAL OF COOLANT RADIA. TORS.—The oil cooler sud coulau Fadistors may be remaved from she airplane as ane complece assembly, fof cach unit may be removed seperately. 1, TO REMOVE ONE RADIATOR, a. Remove the side and forward boom engine cowls, See section IV, paragraph 5, 6 b. Drsia che coolant syssem Uhrough dhe nwo drain plugs, one in the borcom of each coalaat radio. 6. Remove the safety pin and loosen the surabbuckle which holds the air seal on the ring of che aie exit duct, Separate the seal from the exit duct 4. Disconnece the radiaror vent line at the hhose connection on the radiator. fe. Disconnect che ewo coolant Tines at the hose connections on the radiator. [Remove the one hole artsching he cooler duct bulkhead assombly co the bracket gn the soolant radiator. g. Remove the nuts from the four bol which hold the radiator steap assembly to the radiator suppors. Remove the sttap assembly and remove the soolaat radiacor feom the airplane. 2. TO REMOVE THE OIL COOLER AND COOLANT RADIATORS AS AN “ASSEMBLY. 4, Remove the side and forwsed boro engine cow's, See section LY, paragraph 3, b. Drain the coolant yseem through the ra deaia plugs, one in the bottom of each coolant radiator. b. Drala the oil systens ar che oil draié valve and the oi cooler drain plug, Remove the chrco screws from the can vas air seal at forward ead of the ait exie duct ‘d. Remore the safery pins and loosen the curnbuckles which hold the air seals on the air exit ducc rings. Separate the air seal from the exi¢ duct. eDissonnece the reo il lines from the ye bil cooter ar their hese connections, Reach the hose clamps thzough the access door ia the lefe side of che air exit duct f Disconnect the vene line from each coolant radiator at the hose connection on the raliacor ig Disconngce the wo coolane lines fro wach coolant radiator. 1, Remove the two bolts from cack of the four eadiacor mounting brackets and remove the com plete vil cooler and coolent radiacor assembly from the airplane. (c) REPAIR Of COOLANT RADIATOR. 1. On airplanes equipped wish 87-50-0153 brass coolane radiators, the following repair informs ton is applicable: fs. Cleva the exdiseor core wich steam for 1-2 hour juse before making any repairs. The steam should pass downward inte the intornal passages with the eadiecor so placed char the condensation will deain Feely from che bestom, 132 RESTRIGTED.RESTRICTED AN 01-250N-2 b. During she cleaning operation, the core air passages must he cleaned of all foreign’ mat (er with a long core brush and steam oc compresed ©. Visually inspect the coolant raiiacors for the following condicio: (1) Tube leaks. (2) Core surface losks. (3). Suclace leaks between the core and shell assembly. (4) Denis in core or shell (5). Bullet boles in cove or shell 4, Test for invisible leaks. Submerge the radiator in warm water with all openings closed and apply air pressure, nor ro excéed 50 pounds per square inch. Bubbles will emerge from the poiat where leaks are located, ©. Surface leaks on the face of che core of beewsen the core sod shell assembly should be s0- paired with a soldering iron inswad of @ radiator torch as excessive heat may loosen other soldered joints for burn the core metal £. When emergency repairs ere necessary, individual cubes up to 20 may be plugged temporarily 2 On airplanes equipped wich 87-440-1015 aluminum alloy coolant radiators, the oaly e=pair pos sible is w plug leaky cubes up a maximum of 60, (@) INSTALLATION OF COOLANT RADI ATORS, 1. TO INSTALL ONE RADIATOR. 2. Place the cpolant radiator in the sap- port, install the radiator suppore strap pad under the Straps, where necessary. and install che straps which hold tke radiator in the support. Note The strap ped consists of a piece of 1/ inch thick sponge neoprene or equivalent macerial cur to the wideh of the steap aod aboue 11 inches long. b. Install the bole sttaching the cooler duct bulkhead assembly (0 the bracket on she coolaet radiaioe. & Connece the two coolant lines ac the hhose connections on the radiator. d. Connect the radiator vent line ac the hhose connection on che radiator, © Pall the air seal over the ring of the air exit duct, tighten the :urnbuckle and safewy wire. F Be sure the drain plugs or drain cocks in the coolant ragiacors are safety wired, 'B_ Fill the coolant system, See section IV, paragraph 6, f, (5), following. Insta che side aad forward botcom n= ine cowls. See section LY, paragraph 5b, 2, TO INSTALL ‘THE OF. COOLER AND COOLANT RADIATORS AS AN ‘ASSEMBLY, a Assemble che oil cooler and coolant sadiatoss and install as one assembly, RESTRICTED Section 1V Paragraph 6 D. Life the complete radiator assembly ia position and iestall che eighe bolts artachiow, the ae sembly to the four radiator mounting brackets on the engine mount Connect the two caolane Hines at the hose connections ou each coolant radiator. 8 Connect the coolant eadinior veo line ‘at hose connection on each radiator. & Connect the two oil lines to the oi cooler at their hose connections near the cooler f Inseall che aie seals over the air exit duct rings, Tighten and install the safety pias in the turnbuckles R Install the three screws arcaching che canvas air Seal (9 the forward end of the air exit duct, h. Be sure the oil "Y" drain valve i closed god the drain plugs or draia cocks in the oil cooler and coolant radistors are safery wiced i, Fill che coolane system. See section IV, anyraph 6 f, G), following. j. Fil the oil system, See soetinn IV, paca graph 6, K, Install he side and bottom eagiae cowls. See section IV, paragraph 5, 6. (©) FILLING THE COOLING SYSTEM. (@) A ceresin amount of ir will be left io the forwaed cylinder jackets when filling che cooling syscem in the chree-poine position, Consequently the expansion tank muse he filed co the top. ‘The syscen will hold approximately 15.5 US (129 Imperis gallon, (5) Inspect entire coolant system for possible eats (©) Replace the filer cap on top of the coolant expansion ak and secure it with salery wire. & LUBRICATION SYSTEM. (1) GENERAL DESCRIPTION, (@) OIL FLOW THROUGH ENGINE, 1. ‘The oil flows from the hoctom of the oil cank cheough a supply line in which is incorporated the “Y" drain cock to che oil inler connectioa on the engine. It is circuleted by one pressire pump and returned 10 the oil tank by two scavenging pamps af the conventional spur-gear typ 2. The oil supplied to the pressace pump from dhe oil nk is delivered «@ the exterior of the dise-ype oil scrainer through spring-loaded check valve, which prevents oil flow from the can t0 the system when the engine is nor running. A pressure 61 only one pound per square inch from oll. pump side of the valve is necessary to provide check valve respome in opening. 2. The oil strainer is equipped with a salecy by-pass valve set «0 open at @ pressure of 100) pounds per square inch 4. Oil pressure at the outlet of the oil suiacr is trarsmitted to che piston of the adjustable relief valve, which by-passes excess oil direcily from 193rel ouonisay OIL DILUTION SOLENOID AF42-104429 THRU AFa2- (05926 OL, PRESSURE LINE —~ lve ince 0. oT VENT LINES v2 INCH 0.0) — >< ——_yenr Lines 2 INGH @.0. 3/4 INCH 0.0. ‘ Of, DILUTION VAL" \ 8:75 GALLON AF42-105929 AND DIL TANK SUBSEQUENT OL DILUTION LINE 4 OIL TANK SUMP 7" F ogain tine 0.0. ——— OIL TANK SUMP IL FROM ENGINE DRAIN COCK 12 INGH 0.0.— Hh THEBMUSTATIGALLY: CONTROLLED lL "Y" CRAIN Seon ave ~ coouer oe L- 12 INCH DIAMETER cl | 2 a \ \6. OlL FROM ENGINE. |6—— VENT AND ORAIN LINES FITTING - - PRESSURE OAGE LINE y= = sasoune ovution Figure 191—Engine Lubricating System eNDEZ-10 NY = as3ruisadRESTRICTED. AN 01-25CN-2 to the inles of che pressure pump. This sae miaiatains a constant oil pressure in ehe engine. ‘The reli valve is accessible, for cleaning oF oil presure adjustment, without removal of the oil pomp. J. Oil is distribuced from che strainer ou lee co che moving parte of the engine, A large tube in the crankease upper bali is connected to a drilled ypassage in each mein bearing web, conveying oil 0 ‘the main beacings. The main bearings and crankpin jouraals arc fed wich aluminum alloy plugs end ave all interconnected 10 carry ofl w the connecting rod beatings from which it is thrown to lubeicaee che cylinder walls and the piston pins. A-continuation of his cube provides oil for «he bearings of the eeduc tion gear pinion, the spray on the reduction gear, the propeller governor, and the governor drive bearings, 6. A branch from the Iead to the crankoase ‘tube carries oil to the inclined shafts of the camshafe drive and co the magneso drive shefe bearing. Oil is ed cheough the inclined shafts to the camshle locating bearing where it enters the hollew camshate for lubrication of the camshaft bearings and the valve ‘mechanism front a hele in exch jourual wad in che hee) of each exe. “Thee oil passages distribute oil from the oil stexiner outlet to she supercharger and all accessory drives contained in the accessories housing. 8 Oil drains through pesseges at both ends fof the camshafe compactment to che crankase, Io level of propeller-end-up positions, all oil drains co ‘ho oil pan and ig scavenged by the main scavenge pump from the aécessories and of the oil pan, The second scavenge pump is located ia he reduction geae housing and is driven by the oil plug of the reduction getr pinion. [es fale i located low ia the forward portion of the reduction gear housing so that oi! will be scavenged in near yeetical positions. The dis charge irom the forward scavenge pump 1s cetied co the outlet of the main scavenge pamp so thece is but ‘one oil outlet to the engine. 9. The scavenge pumps circulate the oi! from the engine oil outlet through the oi! vempora tere-regulacor, the oil cooler and back co the oil tank: (2) OIL, COOLER —The oil cooler (somecimes referred 1 as the oil cempecacuse regulator) is con tained in a suppore and strap assembly under the ewe coolant radiators, A chermostaxically controlled rorary type oil temperature conteol velve mounted on top of the ofl cooler concrols che flow of oil from the engine through che oil cooler. Ia operation, the helix. bi metal thermostat rotates the rorary valve, allowing the tempered oil to fow through ¢he wararup passages oF to the core section of the oil cooler depending upon che operating conditions. The oil cooler is equipped ‘with either sn sluminam alloy or a copper euhe ete (3) OI, COOLER BLANKET. (See figure 192.) —A one inch oi cooler blanket ring, part No. 87-46 72, is provided as loose equipment. The blanket ring Section IY Poragraph 5 OIL COOLER BLANKET 87-46-72) Figure 192-Installing Oi! Cooler Blanket is inxcalled simply by placing. ic inside the vil cooler housing agsins: the front face of the core. The air pressure will hkl it in place, The blanket ring pre- vents the dow of cold aie through the ower portion of the oil cooler core aed thus keeps the oil warm and pecmits it 10 cizcalae more freely. The oil cooler Dlacket ring should be iastalled when the ground aie temperature is -9°C (115.8°F) of below. IF for any reason the engine oil temperature is ia excess of 30°C (94°F) che vil cooler blauket should be ce moved () OI TANK. a) DESCRIPTION.—‘The oi tank is eased aft of the firewall and forward of the armor plae ine Stellaion at station 2 tnd is aecomsible by removing the fuselage cover heeween che feewall nad winds shield, The oil vank contains 4 hopper which keeps the oil ia cieculetion aad retuens che esnne oil to the engine without mixing ic with al che oif in the tank, hue wichdrawing additional ‘ech oil from che tonic 2s needel. This is an aid in warming up the engine tod alzo helps ia oil dilution. ‘Two vent tubes, one from the right and the ocher from the leit side of the engine, connect to the tank x€ a single union. The oil tank is equipped with 2 pendulum assembly at the oil outlet which has s evel veruicaly of 75 degrees sted horizontally of 15 degrees either se of the pendulum RESTRICTED 135Section IV Poragraph 6 ‘center line. ‘The pendulum assembly is desigaed 29) {Hhat the mouch of the pendulum is always below the bil level in the rank regardless of the igh accieade of the airplane, thus insuring « eoascane supply of oil 1 the eagiae oil pump. | "The ink capacity is 8.75 US (7.3 Imperia)) gallons, The tank should be filed to the top of she filler neck before each ‘light. ‘The filler eap is reached by moans of an access door on the left top of the fuse- age forward of the windshield. (See figure 25.) (3) REMOVAL OF OIL TANK. ‘1. Drain the oil rank through she oil "Y" drain valve and the oil canis sump drain. Note ‘The oil "Y" drain and the oil tank sump drain are accessible through the cwo access doors, marked "OIL DRATN” thac are located in the air exit duct just aft of the cow! flaps. 2. Deaia the oil cooler. Note ‘The oil cooler drain plug is accessible through the access door starked "OIL DRAIN COOLANT DRAIN” on the bottom of the “bath ub” cowl. "3, Remove the fuselage forward place cover erween stations I and 2. {Disconnect the vene sad the oil renin live at che top of the oil cank, Disconnect these same ‘wo Hines at a point forwerd of the firewall and below the coolant rank and remove these liges from the fire: wall Ia che cockpig, remove the gua sight and the gua sighe support by removing che four bolts Which hold the gua sight support ro the armor plate: . Disconnect che engine oil supply line a the elbow on che bottom of the cank. 7. Disconnect the elbow ficting ar the tank. 8, Disconnect she oil tank sump drain on the lower reat of the tank. 9. Detach che upper ceadle assembly by ee moving the four murs holding it co the ficewall and armor plate 10. Remove the filler cap and pull che scup- pee off the filler neck. TT, Remove the tank from the padded mountings in the lower craalle by raising ic up straight. () REMOVAL AND DISASSEMBLY OF ‘OIL TANK PENDULUM. 1 Remove the ten screws that fasten the bottom inipection cover to the tank place end cemove the cover. 2. Hold the pendulum assembly with one hand cheough the botcam iespection hole while re- moving the six screws which attach che pendulum asseibly c the ofl oatler place. 4. Carefully remove the pendulum assembiy through the inspeccioa hole, If disassembling more than one perslalam a¢ a time, ic is very important keep the parts of cach asembly sogether besause of RESTRICTED AN 01-25CN-2 the close colerance of the parts, insuring a snug ft of the base of the pendulum and a complete freedom of movemea: of the pendulum witheur binding in its operation. “}, ‘The pendula may now he disassembled by removing the three nuts that fasten the base «0 the pendulum. (2) REPAIR OF OIL TANK. 1, Minos damage to the tank skin can he successfully repriced wherever soldering or welding equipment is ayailsble. Whenever steucreral damage thas occurred to a'tank, send it to @ repair depot where the necessary equipment is available for such repaics. 2. To eliminate danger from possible izai- tion of explosive gases when repairing aircraft oil tanks, the following precaurions must be ken: a. No repairs requiting the application of heat will be atcempted oa oil tanks inscalled in an airplane. b. After removal che oil tank will be flushed for 15 minutes wich hot water enteriag at the botiom of the tank aad overflowing se the top. Alter dushing wich hot water, clean the oil cank wieh live stear, passiag che steam through, the tank for a minimum period of one hour. The tank will be mounted so dhae there is an opening at the top and one at the bottom, at the lowest point of the tank, ‘The live scam will be fed in ar che «op opening and allowed 10 eseape through the bosom opening. All other openings will be closed. WARNING ‘Never use a hot soliering iron to solder oil twuks withoue using the previously described seam-cleaning method or the following warm water method. A hoc iron could ignite explosive gases. a. Flush hor water theough she bottom of the tenk and our the cop for a minimum petiod of fone hour, Plug all openings except the one nearest the gamaged porcon of the tank and cealy Ta osition the tank so that the unplugged: opening end-the damaged surface will he at the top. ‘With the eanke ia this posieion add water neatly up w the hole or crack w be reyaiced 0 thse ‘no spoce will be left for che formation of explosive ‘gases, ‘The tank may then be safely soldered or welded. ce. , When the exterior of she oil tank is «0 be cleared wich paint remover or aay combustible solvents, this cleaning will be done prior wo flushing fr stesming of the interior of the cank. f. The repair work should be done as s00n as possible after the eank has beoa cleaned. Undor fo ciecuimsiances will a tank that has beea flushed or steam-cleaned be allowed to stand more thin 30 mia- tices before heing repaired. Tanks that are allowed to sand in excess of this peciod will be secteaned beloce applyieg any hese. 136 RESTRICTEDRESTRICTED. AN 01-25¢N-2 g. Welding of oil tanks bac have con tained oil will nor be attempred near any combustible inaterials or in any building containing such materials. 3. Failuee in aa oil tank ean usually be re paired by simply welding the crack, ‘The paiot coat ings should first be removed for a distance of at least three inches all arenind che crack, This can be done by the application of paine removes, J. Deill a small hole (3/66 ea 1/16 iach in diameter) at exch end of the crack 10 prevent ics pro- gression under the welding hear or after the tank again in service, The welding can then be accom: plished, using aa oxygeachydrogen flame. The fame should be adjusted to @ neutral condicion with che hydrogen gage set shout five pounds per square iach above the oxygen gage. A filler rod terial as the tank shell can be used, although five pee- cent silicon rod, if available, is generally easier to ban- dle and gives beter resukes ia complicated welds. United Scares Aluminum Company Flux 22, oF equiv: lens, should be used. I: is mined w a paste condition with water, the surface to be welded is coated with it, and the rod dipped in it Enough heat should be applied to form a head oa the inside of the joint being welded, but care should be exercised 10 prevent meling holes the niacerial. A good practice to fallow is to weld from each en of a crack toward the center to prevent he erack’s progressing, ahead of the flame, 3. Before installing the oil tank in the aic- plane, rese the tank under warm water with five pounds per square inch air pressure in che cank. (©) ASSEMBLY AND INSTALLATION OF ‘OIL TANK PENDULUM. I. Replace the three nuts chat fascen the base to the pendulum. 2. Carefully replace the pendulum assembly through the inspection hole. 3. Hold the pendulum assembly with ove hand while roplacing the si serews which atach the pendulum assembly to the outer plate. 4. Replace the cover and ten screws thet fasten the bottom inspection cover to the tank plate, () INSTALLATION OF OUL TANK. 1. Dry and clean the inside of the tank with compressed air 2. Lower this tank on the padded and ar estos covered mountings in the fuselage. 3. Replace che scupper on the filler necle and the filler cap. 4. Attach the cradle assembly to the fuse- lage by replacing the four nuts holding. it in place 5. Conncer the of tank swmp drain on che lower rear of the rank 6. Conmect the elbow i of the rank. 7. Connect the engine oil supply line to the elbow on the bo:tom of the tank. 8. Connect the vent and oil return lines at the cop of the oil tenle and at a poine forward of the firewall and below che coolaat rank. ac che boron Section IV Paragraph & 9. Replace the gun sight and gun sighe sup- port with the four boles holding the gum sight support (o the armor plate. 10. Tighten sad safecy wire ull connections. TI. Replace the fuselage forward plae cover becwéen stations Land 2. 12. Clese the "Y” and sump drain cocks aad sufery wice. Figure 193-01 Diletion Control (S)_ OIL DILUTION SYSTEM. (a) An clectricatly operated oil dilution valve is installed on the upper right side of the fixewall on airplanes AFS2-104429 through AP42-105928. (See fg. wre 172.) ‘The valve is operated by 2 solenoid which is controlled hy a switch on the main swicch panel. () A manually operated oil dilation valve is insealled on the lower center of the arewall on air planes AF$2-105929 and subsequent, ‘The valve is con- trolled from the cockpit by « pusin-pall control under the main switch panel, (See figure 195.) (©) The oil dilution valve introduces fsel ob- tained {rom the carburetor into the oi] inlet line at the ofl “Y" drain valve, The oil dilution syseem is operated when a cold weather start i anticipaced Proper oil dilution procedure for the P-AON series airplanes is piven in Technical Order O1-25CN-20, Goll Weather Operations and Maineenance Inseruc tions for the P.KON Series Airplanes. (0 OWL PRESSURE TRANSMITTER. (a) DESCRIPTION. ~- For airplanes ABQ 105929 clirough AF43-25151 the «ype A-L diaphragm type oil pressure teansmieier i installed and is at: tached to the right engine mount, (See figure 194.) ‘The purpose of the transmitter is to transmic che en gine oil pressure to the gage unit on the instrument through 2 liquid metivm having low viscosity. The line berween the oil pressure gage and the transmitter RESTRICTED. 197Section 1V Paregreph 6 Lock NUT. FILLER PLUG SERVICE WITH HYDRAULIC FLUID SPECIFICATION AN-VV-0-368 (RED COLOR! f i ae - DIAPHRAGM CENTERING ADJUSTMENT To ENGINE PRESSURE CONNECTION: “igure 194-Oil Proscure Transmittor (AF42.105929 through AFA3-23151) ig seeviced with compass liquid, Specification AN-VV- C5515 the line berween the qansmiteer and the pres sure connection on the engine is serviced with hy- Graulie uid, Specification AN-VV-0-366 (red color). For AF43-23152 and subsequent aicplanes, che trans: mitter is aot installed, Iascead, the oil peessuce line is serviced with hydraulic fluid, Specification AN-VY- 0-366. ‘This line is filled by meass of a hand gun through the oil gage service ftcing on the right of che instrument panel. (6) SERVICING THE OIL PRESSURE TRANSMITTER, 1, To fill che transmitter chamber with com- quid, unscrew the lock nue (5) from the chreaded portion of the shaft, Then push the shaft ia to the full limit cowards che center of the cransmiuer ase sombly, Tarn the thumbwheel (6) clockwise until the backing place at the end of the shaft is set aguinst che diaphragm as showa ia figure 195. 2. To gain access to the bleeder cap (C) of the oil pressure gage line, remove the «wo retaining screws ia the top of che instrament panel and cip the panel assembly aft to obcaie sufficient hand space 3. Remove the bleeder cap (1) sad inseall « threaded bleeder cobe (2) in place of the cap just RESTRICTED AN 01-25CN.2 removed. Allow the other end of the bleeder «ube 0 terminare in small bleeding liquid receptable (3). 4. Bill che small hand gun (7) with compass liquid, Specification AN-VV-C-531 and atcach at (8) fon che qransmiier, Slowly operate the hand gun force the liguid up through the sransmicies and che bil pressure gage line ond out cheough che bleeder tube into the receptacle, With she Dlevder tube below the surface of he Liquid in the receptacte, operate che and gun uncil all air i expelled from the tine and the compess liquid lows everly oue the bleeder cube. Disconnect the bleeder tube (2) and reinstall che cap G1), Disconnect che hand gun feom the fille connec: tion (8) of the transmitcer and replace thie cap. 3. Re js normal position by cur counterclockwise und th Tighten the lock aut (5). 6. Return che instrument panel to its orig inal position and install che retaining screws. 1a the disphcagm backing plate to ng the thumbwheel (6) shafe can be pulled out 7. To fill the ersnsmitter chamber on the ‘opposite side of the diaphragm and dhe engine oil pressure inlet line with hydraulic fluid proceed as follows: a, Disconnect the engine oil pressure inlet line (#1) a¢ the connection on the engine. bh, Remove the plug (4) ac the cop of the ‘transmiteer from: chamber, snd using a band oil squire can containing hydeaulic Avid, Specificacion AN-VY- (0-366 (red color), inject the uid into the «ransmiteer cchember allowing it zo flow theough the chamber and ‘out the oll pressure line. cc. When the fluid flow is established and clean, recoanect he engine oil pressure line (9), an Continue to inject she Said until the chamber and the Tine ace filled. Replace the plug (4) and safety wire “The transmister is now ready for operation. 8. ‘The transmitter must be serviced every 50 hours flying tione with » new diaphragm and fuid in both chambers. CAUTION “To prevent possible danger «o the diaphragm. the pressure used to inject che compass liquid must not exceed 20 pounds per square inch. The use of compressed air Gilling waks is aot advised, 8 air entering the system with liquid ‘will cause malfunctioning (1) FILLING THE OIL SYSTEM.—When the cll systema is completely drained, the followiag pr cedure is recommended, Fill the eank tp the top of the filler neck, Seare the engine, rua until the oil tem- peraruee ie approximately 10°C (158"F), wait five minutes, and then check dhe oil level, If necessary, snake additions co bring the level up to the neck, 138 RESTRICTEDauonuszy set INSTRUMENT PANEL GAUTION:— PRESSURE ON THIS GAGE IS NOT TO EXGEED 20 POUNDS L BLEEDER CAP 2 BLEEDER TUBE 3. BLEEDING LIQUID RECEPTACLE. 4,FILLER PLUG 5. LOCK NUT & ADJUSTMENT-THUNE SGREW OIL GUN-HAND TYPE @ FILLER CONNECTION ENGINE OIL PRESSURE IN PIPE FILL WITH COMPASS. LIQUID- SPEGIFIGATION AN= VV-G-551 FILL WITH HYDRAULIC FLUID- SPECIFICATION AN-VV-0-366A TO ENGINE Figure 195—Servicing Oil Pressure Transmitter TNDEz-10 NY sissy AL voresoF oassraisaa SELecToR VALVE CONTROL FUSELAGE -- FUEL. TANK PRIMER FO FUEL VENT. PRESSURE GAGE O1L DILUTION SOLENOID, vymst ne — WaNIFOLD PRESSURE \ LINE S scuprer orax WING FUEL TANK enone Driven CHECK Rive PUNP FUEL TANK GHPROTTIES TS ORS NCATE m REAR WING sa | aa ue srLeSTOR FUSELAGE =| 86 549 > ety Tan VALVE BELLY 1 oz — NS BELLY 150 125, Rem pressure Lincs Same VENT LINES Figura 196—Fuel Systom (AF42-104429 through AF42-105128) Z-NDSE-LO NY ‘AL uo9s aaioruisaaaaioreusaa a TO MANIFOLD PRESSURE GAGE To FueL PRESSURE GAGE OIL DILUTION SOLENOID VALVE (AFA2 104429 THRU AFa2-105928)~ ~~ 10832 _- neck Vane MANIFOLD PRESSURE LINE ‘CARBURETOR. 37a3sze RESTRICTED FITTING ENGINE QRIVEN PUMP: OIL DILUTION vaLvE ~/ (AF42-105929 AND SUBSEQUENT) VENT LINES — PRESSURE LINES FUSELAGE FUEL rans, VENT LINES 72 INGH OD” VENT LINES. 72 INGH 9,0. CARBURETOR: VENT LINE 1/4 INCH 0.0. PRINER Wing APT FUEL ~ Fe scureer onaw Tank sme SCUPPER DRAIN WING FORWARD FUEL TANK TANK SUMP BELLY TANK SELEGTOR FEL TAN CAPACITIES VALVE ju-S ents | ie GALS REAR WING | 54 249 PRIMER LINE FRONT WING, 34 283 BOOSTER PUNP . |FUSELAGE | 66 249 BELLY | 78 624 lecuy | iso | 20 Figure 197—Fuel System (AF42-103129 and Subsequent) ENDSt-L0 NV azionusaa AL orgore uoRuszy ARMING AND RELEASE HANDLES ASSEMBLY vent une SWAY BRACES AL uerpes, ENDSz-L0 NY auprisaa Figure 198-Long Range Fuel SystemRESTRICTED AN O1-25CN-2 Je PUBL SYSTEM, (See figures 196 ant 197) (1) GENERAL DESCKIDTION.— Three sel scaling cells, one located in she fuselage and ovo io The wing, ford the acemal fuel tarkage of the PON aitpiane, Provision i aade for she tastallation of belly rane aad vo auxiliary wing ean for Jong fange fying, An engine driven pump and an elecnc booster pump, both of the C9 «ype, provide presure fer the sen. A Lnieaneines Cf sae,» he ye slecor valve, complete venilaton, aids Sealing rues are the eh adliiona feacate ofthis feel grcem by TANKS, (DESCRIPTION Ras of the evo ae iiary wing vorks hole 295 US (1873 Impera) gal lons: The eapacty of the oser tanks it given in igure 107, The wing tanks ace lvsted beneath the eoekpie floor; the faseage tan & co the cenr of the pilot inimdiately oft of station 3 bulkhead, The belly cane 5 fastened t0 the bom shackle beaeath the wing on tho center Hae of she siaplansy the muslin ving tanks tothe outboard wing bomb enrirs. (See gure 198) All tanks ace vented to the atmosphere, The wing and feselage eonks vent line Grain at 8 gang" dein in the eling edge of the wing filler on the ee Side of the airplane, Avene lige cotaecs the cat bret fe chimes to she top af the fuselage can ‘Tis veae allows air 0 be expelled frott che top of the carburetor fuel chamber when it being lod and prevents vapor lock. The pasage is closed! by a thecl valve whes the chambec fe fll, All fuel tanks onrain an feral division system 0 srap fuel ia bank or side lip, asiring ample. evalable foe such mancevers (4) TO REMOVE THE BELLY TANK. 1. Drala the tank thcough che drain’ cock on the botiom of the tan and be suce that all sfery Precsctons ace taken to prevent fre or seploson: Have et least two bad fire extinguishers within reac 2. Unbutton the ol drsn aces dove onthe rig side of the ext duct and osen the to clamp fecings oa the synthetic rubber hose connection the fel supply line to the selector vaive. Take the Symberie rabber cap feoon the wool hic ud istall a dhe end of the fel selene valve line 5. Remove the two nis aid washes from one side of the sway brace sunmbly and romove the treo. “4 Uaburton the fae ck dean-access door 0d, with a man supporting she tank at te fora fd aft end inserts hood inthe sess door opening ‘nd pull hack on the release lever atthe front of the tickle. This Peocedore. will seleue the carrying hooks aed allow the tank 10 crop twee of the shackle Use exeome caution mon cemeving the belly cane not damege the short feed ine cansersion om op the tank: Revione the crak fromm under the ivplane, fn if che rank ie or complesely emp, Be shee eo keep the atk wprigine sai tis thoroughly denned Section IV Poragraph 6 Spilling fuck creates a dangerous ire heard, set frome care should be exercised 10 gual agaist 1 fuel is aceidencally spilled, clean icp ised (0 YO INSTALL THE BELLY TANK 1. AE dhe sway brave channels are abt in- stuled ia the wing panel, install therm The frons shanuels are insalied on web 2 at 16.579 inches fro the airplane cecterting, The rear thennels aceite sled on web 3 8€ 1678 inches from the sine 2, Unbuton the fat tak fuel dein accse dot on he Keel Tosing sed inser a hand to pl the release lever back intl the carrying hooks exe opens 3. With a maa at each end of the Illy tank, rise the eak ae guile te fac supply line 98 top of the taak into the syntbere see fing om tre Botton of the exit duct forward of che bomb shrckle 4. Raise ehe task wil che lugs on the top ff the tank are igserced in the sls on the home shockle 5. Insert a asd through the fact drain access dove, push the ewo caying hooks up to the lock postion and poll back on che rcleese levee on the hhomb shackle’ approximately one inch to engage the carrying hook laces Unbutto the ol desia access door ut the right side of che exte duct. Working through: tis acces door remove the synthetic rubles tap au te fet line to che fuel cock and complete the connection between the tank lise ard fasl cock lice with sve leageh of synthetic rubber hose. Tighten the clamys at either end of the bose conacction Siow ihe oye ‘hetie rubber cap in che tool kit on the dale bag leon gi ili svay brace boats in the chs nelson the wing and tighten the frone an seas soe assemblies so that the belly ak is in line with the tinplate center lie. (d), "TO REMOVE EITHER WING TANK. T. Reaove the ieboard fxei-anding pear faicing 2. Disonaect and remove the belly rank sviny braces 3. Kemove the kee fairing 4 Remove dhe wing filles 3. Drain the fuel cls & Discomnese the vent lies at che wp of the fuel cells above the upp wing aka 7, Remove the contiol cables and cho belly bomb shack 8. Remove fel lines, fact gages, en fl cups. All connections to the sll sealing feel ele sue Betheoken, otherwise they will be tr a the singe, 2. Remove the filler cap on the filles nerk and chen uasciew the filler neck, using toe! 87.88.556 by inserting the tool invo the show on the ciscunfer ence of the filer aeck. 10. Remove the fuel tank doocs io the but tom of the wing at single nie as follons RESTRICTED 1431. B7-45-071 SUMP t 2. B7- 44-568. STRAP 8. 3. 87-44-567 LR STRAPS 2%. 4, 87-45-071 SUMP 0 5. 87-44-069 L STRAP nn 6, 87-44-087L STRAP 2 RESTRICTED AN 01-25CN-2 87-44-569'/R STRAPS 87-44-968 R STRAP 87-423-1001 REAR WING FUEL TANK 87-42% 1000 FRONT WING FUEL TANK 67-44-059R STRAP 87-44-0584R STRAPS 13, 87-44-057R STRAPS Figure 199—Installetion of Wing Tonks RESTRICTED. 144RESTRICTED AN O1-25CN.2 2, Withdraw the boles at exch end of the skid, which attach the skid to the match angles. b. Remove all sceews aad bolts which attach the doors to the wing, including che screws end bolts ehrough web 3, I, Loosen the tank strap turnbuckles sod remove the stceps. (See figuce 199.) 42, Remove the fuel tank, from the tank. compartment taking cire not 1 damage the filler feck, gage, and vent line fittings om the tank, (See figures 200, 201, 202, and 203.) \ ‘SUMP FITTING Figure 200—Front Wing Fuel Tank~Bottom View GAGE VENT Mount | Tues > FiTTIng— TuBe Figure 201—Front Wing Fuel Tank—Top View Note Additional information for’ cemoving the wing fuel taaks is given ia section LV, pare graph 1, 4, Q), (b) (e) TO INSTALL EITHER WING TANK. Complete instructions for installing che wing fuel aaks are cootained in section TV, paragraph 1, 0, @), (a. () TO REMOVE THE FUSELAGE TANK. I. Remove the aft keel fairing and drain the facl From the eaale, CAUTION Exercite every precaution to reduce fre hazards. 2. Working through the fuselage accest door, remove the dufle bag, the radio transmiteers Paragraph & ‘SUMP. Fittine Figure 202—Rear Wing Fuel Tank—Bottom View HAND HOLES FuLeR NECK — RNSAGE MOUNT FITTING. VENT TUBE —~ VENT Tue. Figure 203—Roar Wing Fuel Tank—Top View and receivers on the shelves forward of the door, axl the top radia shelf attached to bulkheads 8 aed 9. Remove the radio receiver and wansmiier unit from the shelf aft of the access door if one is installed. 3. Climb through the access door into the fuselage end disconnect the fucl supply line at the bottom of the cank. Disconnect the sear vent line a¢ the top of the tank. Cut the lock avice and diseonacce the turnbuckle at the aft end of the rank and che reir tievdown serap at the «op of he eank. Disconasee she bonding tab ar the nue plate on the taale to the right of the sump assembly, 4. Remove the oxygen cylinder above the fuel tank ac station 6 bulkhead. 5. Working from move the pilot’ seat. jin the cockpit, re- 6. Remove the pilor’s headrest, 7. Remove the armor plate ot station 5 bull head. RESTRICTED 145.Section 1V Peregroph 6 8. Remove che bonding tabs, one on the righe side of the tank and che other on the filler neck. 9, Disconnect the electric conduit ac the gage wansenittor. 10, Remove the short pipe elbow from the Forward vent fine oa the wp of the ak. |FUSELAGE FUEL TANK a a7-45-097 R ST FUEL LEVEL GAGE TRANSMITTER 87-49-097 L STRAP. Figure 204—Fuselage Fuel Tank Installation 11, Cut the lock wires aad disconnect the cwenbuckles on the forward ciedowa and retaining straps, (See figure 204.) 12, Looiea the two clampé on the filler aece and remove the filler agck cap and adapter, Remove the seven screws around the cizcamference of che filer feck on the ouside of the fuselage skin and remove the mus plave snd filler ack. TB. Remove the bydeaulie hand pump handle and stow i¢ under the right cudder pedal. 14. Remove the control sticke and push-pull rod and lay the assembly on the cockpit floor so ace asa skid, 15, Remove the canopy control crank on the right side of the fuselage RESTRICTED AN 01-25CN-2 15, Remove the gue sight. 17, Place the landing gesr coatzol haedle in the “DOWN” position. 18, Place che cowl Aap control in the open position and all other controls in dheir forward positions. 12, Place a pad oa the floor of the cockpit. VENT TUBES, ~ FILLER NECK ~ \ FUEL LEVEL GAGE TRANSMITTER Figure 205—Fusolage Tank—Right Front Viow FILLER FULLER NECK sum Figure 206—Fusalage Tank—Left Rear View 146 RESTRICTEDRESTRICTED AN 01-25¢N-2 20, With one man in the fuselage so apply fa forward force and one man in the cockpit to grasp the tak at she tranemitter and life ie over the bale head at sation 5, move the tank carefully into che cockpit. 21. Move the tank as fae forward as i will go and start 9 sp the rear of the tanis upwaed. Work the tank beck and up until it i in a vertical position. Life the (ok straight up our of the cockpit. (See figures 205 and 208) Note On airplanes AF{2-104329 and subsequent, i¢ will be accestary to remove che cockpie Cemops, che rear Vision installation, and the lave on che rear deck in order eo remove the Fuselage cank, (g) TO INSTALL THE FUSELAGE TANK, Note Extceme cure should be exercised when in- stalling the fuselage rank so thar damage co the tank assembly, cockpic contcols and pipes and ficings, will be avoided, Two men ace required t insall the tank 1, Before the installacion of she fuselage tank, check over the cockpit for the following irems: ‘a. Removal of flight control stick and posh pull cab b. Removal of hand hydraulic pump handle. c Removal of csnopy control crank. 4. Removal of gus sighe. fe. Removal of bomb-tank release and auning conuols from the cockpit Moor. Note In airplanes AP&3-24252 and subsequent, the bomb-tank release and arming controls ace located on ehe Jeft cockpit wall. On airplanes prior to AP{3.24252, the location of the con- ‘ols will be changed to the left cockpic wall at the diserecion of the Army Air Forces, f. Landing gest control handle in ‘DOWN? position, Col flop contol in "GROUND COOLING" position, 2. Before instalinion of the fuselage tank, check over the fuselage for the fallowing icems: a. “Removal of sadjo equipmenc {com cop and center shelves forward of fuselage secess door, tnd removal of top shelf >. Condition of all control cables, pulleys, electric conduit, and other installations 10 fuselage forward of fuselage access deor. c.Condition of synthetic rubber pads on fuselage bulichosds at stations 6 and 7. If these pads are worn, replace them, Make sure the pads are in place on dhe bulkhends 4. Condition of all cank straps, synthetic rubber pads, sirap fiscings and curnbuckles, Replace Section WV Paragraph 6 worn rubber pads, strap fireings aad tumbuckles, Replace worn strap bolts of bolts of tucnbuckles hav ling steipped threads. If new steaps ace iw be datalle, insert @ strap bolt in each tie-dowa fering 0 tes che fit of the bolt. If the bole does nor fc freely, using punch and hammer, spread the fittings so shar che bolts will fc freely Bue noe loosely before aicempcing, {0 insall the steaps oa theis Fuselage freings. 3. Install the fuselage tank filler neck. Before installation inspect the synthetic rubber filler mock for breaks and deterioration cod install a new one if necessary. b, Place che mut place ageinse che filler neck flange aad attach the Aller neck to the fuselage bby ingcailing che seven screws through the fuselage skin, filler neck Range, and the ave plare, Note Uso aa awl of a punch to align the hols ia the fuselage skin with the holes in the filler neck flange aed the aut plate. Install the wp screw first and work around the opening until all screws are installed. Insert the cop and adapser assembly imo the filer neck. Push the cap in wnt i iv lush with the fuselage skin and torn le cap handle s> that ie paralele rhe line of thrust. 6. Install the clamp on the filer neck, lose tothe fusclage skin oo hold dhe flies cap adapier inthe neck 4. Place a pad on the floor of the cockpit. _ 3, Raise the tence the walkway om the wing and move i up even with the cockpit opening. 6. With two men on the wing, tip the tani se thet che formard end is down and ruse the cane up woril i reson the cockpir sill One man can now Balance dhe cank white the other cakes his place on the oprosie side of the cockpit. 7. Life the rank off the sill and allow i¢ 9 lower into the cockpit with tho take sil in a varied position ancl ir rests on the pad on che cockpit oor. AL Grosp the forward cad of the uk re ing on the cocepit floor with one hand nd LE up slighty on dhe tanle while earning the aft end down Ward, Keep 0a working the tank to 1 horizontal posh Xion being exeremely careful nor co foul aay of the Controls af snstruments in the cockpit 9. “After che sank is shout ball way clown, cone man should seradlle rhe tank anc grasp the tae toch fore ar of€ aad work the tank down to a hors zontal position CAUTION Re cure that all ofl, grease and water is wiped from the soles of tire shoes and cockpit sills s0 that injuries from slipping will be evoicled. 10, ‘The maa straddling the taak can now scart the tank backward into the fuselage through station 5 bulkhead. RESTRICTED varSection 1V Poregreph 6 IL. The man straddling the cnk should pow move down onto che wing and with the orher ‘an on the opposite side of the cockpit, work the eank back into the fuschye unc chere is room in the cockpit for one man. One man should now station bhimself in the cockpit facing the cank while the osher men crawl: chrough the Fuselage access door and. by working over the center radio shelf, raises the tank, > clear the pad on ststion 7 bulkhead while the man in the cockpit pushes the tank into the fuselaye until it cests in its cradle, The man io the fuselage should ‘guide the afc strap berween che reuining lags on the aft end of the eank. 12, While the men is in the fuselage he should fasten the rene tiodown sesap at its eurnbuckle, take the curnbuckle up and lockwire it. Connect the rear vem line 10 the Sting on top of the cank and, tighten the clamp. Connect the wo veat lines at the hese fccings afc of the cank and connect the fuel outlee line to che sump fring at the bortom rear of the @nk, 13, "the maa in the cockpit should connect the Front srrap and take up the turnbuckle. Then com rect the fron cie-dowa strap andl ake up on the taro: buckla, Lockwire all ruabuekle bol Note “The fuselage tank should be centered in the cradle s0 that the turnbuckles on the front and the rear tank seraps can be taken up equally. 14. Losert the shove pipe elbow ia the front ‘vent line connection snd connect the other end to the tank vent firting. Tightes the evo clamps 15. Connect the electric conduic ac the gage 16, Place a clamp over the filler neck and install che filler agck on the adapter on che cank, Slip the clamp dowa aver the adapter and tigheen to secure ‘he filler neck on the tank adapeer, Note A new filler neck will have (0 be crimmed an 2 bevel so that ic will ft the filler neck adapter on the tase properly. 17. Connect she two bonding braids, one at the filler neck and one ac the fuel gage wansmiter, 18, Retuea the Inading gear control headle pesicion. 19. Install che gan sight 20. Instal] the Canopy control crank on the right side of the cockpis. DL. Replace the handle on the hand hy- Arsulie pun. 22, Inscal] the flight concrol stick and push pull eube assembly. 23, Install the starion $ armor place, 24, Inseall the pilot's seat 98. Install the pilor's head rest 25. Install the oxygen cylinders above the fuselage tank a station 6 27, Be sure qhe fuseloge tack sump érain 0°01 RESTRICTED AN 01-25¢N-2 cock is closed and safety wired and thae the supply line ie properly conncered. 28. Install the cear keel fairing. 29. On airplanes A¥42-104829 and subse- quent, ee inveall che place on the rear deck, Redastall the rear vision installation ancl the cockpit canopy. G)_ FUEL LINES.~See section VIL for Tuet System Tubing Diageam and Tubing Chare All fac! lines are gusvfire protected, self-sealing cubes, These self sealing fuel lines ace made vp of a seamless com: pound ines cube, layers of self-sealing material, plies of ceinforcemene, and a compound cover, The fucl Lines will seal completely within two minuics after wt a emperauce of —f co 438°C OS" 10 10°F), and will seal within four minutes after firing st # temperature of —29°C (-—205F), Clamps for aro: matic resistant self-sealing hose will be rightened by adjusting dhe clamp « finger tightness, chen applying 2 to 2-1/2 evens. After installation, hese clamps will be inspected daily for proper tightness vatil the hose seater to “coldflow" and rhe hese clamp remains tight (See figures 196 aad 197.) WARNING “Be sce chat all layere of material in the self sealing hose ace firmly sealed together. After inscallocion, be sure thar the proper sumber lof layers of material are showing beyond che lamp, Any disctepancy here will require immediate investigation, 2s a layer of mate Hal may have beea pushed into the hose when it was inscalled on che tube connection, thus closing the fucl passage |) FUEL SYSTEM PUMPS.—Fuel is pumped fiom the tanks to the injection gpe Stomberg Bendix carburetor by a gype G9 enginedciven fuel pump. An electric fuel pump is incorporated in che suction line herween the enginealriven fuel pomp aad the fuel cock. The electric pump (liguse 207) coasisis of aa integeal explesioa.peoo! electri motor andl a small cenceifugal cype pump. This electric pump does not replace the enginedriven pump, but it is used in conjunction with i. The electric fuel pump switch should he "ON" Far all engine apecations, The electric fuel pump is controlled by & switch om the Jefe hand side of che main switch panel and has two positions, “ON” aad “OF” Note When the Stromberg Beadix carbuscior is sed afeer installation, or has been rained, this procedure should be followed: Open the fuel cock and sce the mixcure con trol ac “AUTOMATIC RICH" and the throtle half open. Switch on che electric fel pump and allow the electric pump t operate oc 2 small amount of fuel runs from che supercharger drain. A special condition exists when the Carburewr is pactly filled with ais, 18 RESTRICTED.RESTRICTED AN 01-25CN.2 ‘BONS SHACKLE FUEL STRAINER: FUEL SELEGTOR VALVE ELECTRIC FUEL PUMP. ELECTRIG MOTOR: Figure 207-Electrie Pomp, Strainer, and Selector Valve Instellation ‘The rate ac which the fuel may enter the second “regulator chamber” and the “fuel control body” is held to idling rate, csusing the carburetor to fill slowly. Since there are ‘a0 vents in the system beyond the “second regulator chamber”, ell imprisoned air must escape through the nozzles causing the engine Section Paragraph 6 o stop after being started. Te elimiasse this condition, remove the vent plug from the "second regulator chamber" aad opera the electric Fuel pump uaeil the foe! ig level wich the plug opening. Replace che plug. One minuce is che usual elapsed time for Alling of the carburetor. (| FUEL SELECTOR VALVE. (See figare 208.) ~The fuel selector valve is mounted oa a support on the wing match angle. | FUEL SELECTOR VALVE 2. FROM AUKILIARY TANKS. 3. FROM BELLY TANK 4.70 FUEL STRAINER 5. FROM FUSELAGE TANK 6. FROM WING TANKS 7. PRIMER LINE Figure 208—Fuel Selector Valve (6) PRIMER.—The engine primer systom com sists of @ supply line from the fuel selector valve 10 the primer, aad « line from the primer to the engice intake manifolds. The priming system on the engine is independenc of the carburetor and pumping the carburetor throttle will nor discharge fuel into the engine. RESTRICTED 149Section IV Parcareph 6 () FUEL LEVEL GAGES. (a) FUSELAGE TANK EQUIPMENT.—The fuselage tank is equipped with General Blecerie DC Selsyn. fuel level equipment consisting of an EDJLILAT node indicator (weight 0355 pound) aad ‘en STJISLAH model cransmitter (weight 1.2 pound). “This 24-vole equipment is adapted 10 che bssic operat ing systems, known as the chree-wire system, which requires the use of dee leads to connect the trans Imittor to the indicator. (See figures 209 and 260.) INDICATOR (846K VIEW) : ore 7 - AND I0086-148-1F it recertacue ( \ Fon wate Pug Use | AN308-186:5 La a ©) anspens-s + OL AO co Law 10066-16-5-2" RECEPTACLE swiron FOR MATING icant PLUG USE ct se au 5106-145-28 AN3IDB 145-25, Figure 209—Fue! Level Gege Wiring Diagram 1. TO INSTALL THE INDICATOR. 4. Place the indicator in the inserumenc pane] from the back ia the position drilled for it on the left side, b. Tine up the four indicator mounting lugs with dhe holes drilled in the panel and secure swith No. 632 screws, Self-locking ours are provided ‘on the instrument. Attach wires as shown on the wiring, dingram (figure 209). 2, TO INSTALL THE TRANSMITTER. (See figure 210) a. Beloce inserting the transmiver ino the openiag proviled in che forward end of the fuse lage tanks, be sare thac the eank is empty and chae the RESTRICTED AN 01-25¢N-2 CENTER OF GRAVITY NO. 19-24 SCREWS 5 HOLES EOURLLY ~~ SPACED, WeiGHT=12 POUNDS Float Figur 210-Fuel Level Gage Transmitter flost or float arm doer act strike aay baile in che tani bb, Insert the transmities in the rank opea- ing wich the secepracle located 135 degrovs clockwise from the besring bracket, and secure with No, 10-24 screws through the five cqually spaced holes in the tranemiceer dange. Ie is now necessary to make the adjustment for empry tank condivion, 3. ADJUSTMENT WITH THE FUEL TANK EMPTY, fa, “Be sure the taak is empry s9 thee che oat will e2st on the bottom of the fuel taak, b. Connece the transmiteer aed the in Gieator in accordance with the external connection iageam, figure 208. Loosen the Four serews on top of the tcansmiing element assembly and rozate the adjusting ice uneil the pointer reads zero. Tighten the four screws, Atach external wires as shown on figure 208. (6) WING TANK GAGES—The wing tant are equipped with loartype sight gages mounced the cop of the tanks with the dial heads protruding frou the floor of the cockpit, 150 RESTRICTED.RESTRICTED AN 01-25CN-2 (8) SCUPPER DRAINS.—The wing tank scup pers in che left wing filler are provided wich drsia lines passing downward through the lower wing skin juse to she left of the tank door. (9) STRAINERS AND TANK DRAINS. (2) Jn the bottom of each tanle is a sump fitting in which is installed the tank finger strainer, Fuel line ostles, and drain plug. All deain plugs incor porate 2 drain cock for the removal of water. The dein plug ia installed disecdy ia the sump fing in ‘the wing and belly ranks and a remote drain is pro- vided for she fuselage tank, The cank sumps are designed to permit the settling of water co the sump aud ibe removal of this water from the sump wichout draining the entire tank Access 10 the wing tank sumps and drains is through doors in the keel faising ‘The deain assembly for the fuselage tanks is under ‘the fuselage co the right of the keel fairing and aft fof the trailing edge of she wing, and is accessible through a docr in the keel fairing. The belly tank drain aed sump are located in the bottom of the ca, (6) Besides the finger strainers in each tank, there is a strainer in the maia fuel line between the fuel selector valve and the eleccrie Fuel pump. Access (o this scrainer is gained through a door on the bot tom of the exit: duct aft of the cowl flaps, ‘There is also @ scaines in che cacburetor near the Ieuding edge and is controlled by s zed through che leading edge to a gear box on the forward left side of the. firewall. coche: control rod runs from the gear box through the firewall into the cockpic to the indicator plate handle. Whea the engine is not running, a decided “click” can be heard when che indicating: place i engaged. When the cay running, this engagement can be felt cheough the control handle. le is mandatory chae the fuel selector valve sectings he determined by this “click” o- “feet” method and not solely by the position of che conwol handle pointer in che cockpit. If this precaution is not taken, fuel may flow between tanks, creating 4 very danger. fous condition, Inability to hear the "lick" oe “feel” the engagement is usually caused by excessive drag in the fuel valve or by interference of the rods wich ‘other parts. Whenever this condition occurs, the con trol linkage will be disconnected at ho fuel selector valve yoke and both the conte! linkage and Fuel selector valve assembly will be checked for freedom of movement. Drag in the fuel selector valve assembly can be determined hy warning the selector valve stent yoke with the agers CAUTION Whenever fuel selector valve controls are dis- connected or fuel selector valve assemblies are removed or replaced, the reassembly of parrs must be carefully checked (© insure chat the valve ports open to the tank positions is dicated by the control handle peiacer. Section 1V Paragraph 6:7 7. FIXED EQUIPMENT GROUP, a INSTRUMENTS —The inserument board is mounted on two supports a¢ the bottom and braced by ‘wo sods ac the top which are aciached (0 the front armor plate. ‘The supports and beaces are mounced on bushings. ‘The support bushings are 150P20 (mosel) and are installed with the load-raced sides toward exch ‘other. Replacemene of these bushings and washers should coincide exactly with the original installation, LIST OF INSTRUMENTS Instrument Type Specification Air speed jadicator 427335 Alcioeter ANGG.AA6L Carburetor sir wemperi- core ANS790.6 AN.GG-1522 Clock AL 9427970 Compass BG 9427807 Coolant temperature thermometer AN57906 AN-GG-1-512 Engine gage unie....... BF 94.27083 Fucl quantity gage SDILILAT General Electric Manilold pressure gage ANST70. AN.G-9 Race of climb indicator ANS825-2 AN.GG-518 Tachometer cu 9427353 Turn and hank in eater ct 9427337 6. SURFACE CONTROLS. Q) AILERON CONTROLS. (See figure 211.) (@) DESCRIPTION. 1. ‘The’ control stick and ailecon control torque tube are supported as a unic by ewo hearings “bolted to the swing match angle. Each aileron system hhas an adjustable fink conaeccel to an arm on the cone trol stick torque soft extending down through the wing toa bellerank. Cables equipped with turaisuckles for adjusiment, run aft from dhe helleran ¢0 pulleys arid then ourhoad to a dram which, operaces the aileron clirough an eccentric acm. 2. The movement of the stick, foe full aiferon seayel in either direction from its neutral posi tion, # 20-1/2 degrees on cither side from che center line of the aieplane. J. The specified easton of the sileroa cable is 110 pounds when the ambient tempesnture is 21°C (70°F), 4. ‘The stops for the aileron control systen ‘are bolts duough the arms on the aft end of the torque shofe (4) ADJUSTMENTS AND RIGGING. 1. Ailevons will be rigged with U2 iach maximum droop. measueed at the inboard ceiling edge of the aileron, with the conirols in neutral pesition. = 2 Turnbuckies oa the cables are accessible through she inboard trailing edge of the wing when the Faps are lowered, 3. Adjustments on che links are located above the upper wing skin ae che aft end of the conceal rorque shaft RESTRICTED 151ut caaoreszy 75-64-004 STOP ASSEMBLY 87-62-15 87-64-033, DRUM ASSEMBLY CONTROL ARM CONTROL STICK AN- 150-32 S. TURN BUCKLE CABLE TENSIONS MUST BE AS FOLLOWS 97-64-510 JACK SHAFT 78-62-019 TORQUE TUBE AN-150-32 S TURN BUCKLE 87-64-004 BELL CRANK AILERON ao ELEVATOR e7-64-003 JACK SHAFT tig POUNDS 100 POUNDS WHEN ANGIENT TEMPERATURE IS 21 6. (70 F) 75-64-02 LINK 87-13- 030 ‘HORN Figure 211—Aileron and Elevator Controls Z-NDSz-10 NV At voues, caL RusaRESTRICTED. AN 01-25CN-2 Section IV Paragraph 7 EN weutrat / / POSITION /™ 26° ~fenose uP VERTICAL REFERENCE LINE AILERON GONTROL STOPS ELEVATOR CONTROL STOP Figure 212—Conteol Stick Setting (2) ELEVATOR CONTROLS. (Sve figure 211.) (DESCRIPTION. 1. The stick is coanected «o the elevator con: trols by a push-pull tube co a lever on the front jack shaft ac stacion 5, Bellcranks on the jackshaft are con. nected by two pairs of cables, equipped with tar buckles for adjusimen:, co belleranks on a rear jack- shafe ac station 15. The cables are crossed berweem Front and rear jackshafes. Prom the bellceaaks on the rear jack-shaft, a single short push-pull link connects to the elevacer hora, 2. The stop for the elevator control system is an adjustable cylinder and piston unit attached to the front of the control stick, aad leadiag forward and down to atach to the wing match angle, 5. The specified tension of the elevator cables is 100 pounds when che ambient cemperature is 21°C corr) (b) ‘TO REMOVE FRONT JACKSHAFT.— To remove the forward jackshafe, disconnect che push ppall tube from ies arm and the four cablas from the horns, Remove the eight bolts attaching the three bearing supports to the bulkdhosd and eemove the shaft RESTRICTED and bessing supports. The beating sapporss may then, he detached if desired by removing the auts at the end of the shate. (o) TO REMOVE REAR JACKSHAFT.—The sear jackshaft may be removed by discoanccting che cables and link, and then removing the four boles which attack the bearings co their supports. (4) TO INSTALL FRONT JACKSUATT.— Assemble the bearing supports on the torque shaft and inseall che ectaiaing nuts om the shaft ends, Awach the jackshaft assembly to the bulkhead 2¢ station 5 by the ccight bolts through the dhree bearing supports. Con sect the Mlight control stick push-pull cube to die jack shaft arm and connect che four control cables t@ che horas. (2) TO INSTALL THE REAR JACKSHAET. —Ansrall the four holes which atesch the bearings 10 their supports and connect the cables and the elevator ink to the jackshoft hoeas (1) ADJUSTMENT.—The turnbuckies for ad- justing the cension in the elevacor control cables are accessible through the fuselage access door. To adjuse the elexator throws and cable teasion proceed as fol- lows: See the front jackshafe in neutral position (con 153Section IV RESTRICTED AN 01-25CN-2 r @573/-59.875 VERTIGAL REFERENCE LINE—>| CABLE ASSEMLY NEUTRAL POSITION NOSE -UP 27" NOSE-DOWN 7 AN200-K5 BALL BEARING 75-64-045-1 BLOCK 715-6 4-038 BELL CRANK 75 - 64 -040-————+ HORN 5731-62125 CABLE ASSEMBLY 87- 64-509 | PUSH PULL ROD ASSEMBLY NOTE: GONTROL STICK IS IN NEUTRAL POSITION igure 213—fockshaft Setting 134 RESTRICTEDauorusse seu ~ “CABLE TENSIONS MUST BE AS FOLLOWS WHEN AMBIENT TEMPERATURE IS 21°G (70°F) 87-64-514 L/R PEDAL STOP A, RUDDER 110 POUNDS ASSEMBLY ao TAIL WHEEL ~ RETRACTED © POUNDS ONE LoaD 40 POUNDS ~ NO LOAD {FULLY EXTENDED) IID POUNDS: Ex47630 SPRING. N=I50-328 TURNBUCKLE ‘AN-150- 32S. TURNBUGKLE, EDUGTION 75-37 -076 PULLEY COMPRESSION SPRING Figure 214—Rudder ond Tail Wheel Controls ZNOSe-10 NY auonisaa [AY woriaas,Section IV Paregroph 7 ter Line of top hole in jackshafe horn at 23/32 inches from the bellbeid). “(See figure 23.) Adjust the cable turabuckles until the elevator surfaces ore i fpoutral and then using a tensiometer (figure 215) 3 Just curabuckles © obtain 100 pounds rension im the fables when the suerouadiag temperature is 21°C (20°E). Adjust the elevator movement by adjusting the stop on the forwaed side of che Aight control stick, (See figure 212.) ‘The range of movement of the elevae tos should be 30 degrees up end 20 degeces down from the streamline with the stabilizer. The permissible tolerance is * 2 degrees @)_ RUDDER AND TAIL WHEEL CONTROLS. (Seo figure 214) (a) DESCRIPTION. 1, ‘The rudder control aystem is oporated by wo cables running aft from the cudder pedals. Bach ‘cable pases around 4 reduction pulley mounted on a sem st station 8. Two cables attached to each reduc tion pulley by aarnbuckles, lead aft, one connecting © the eudder horn, the other to the tail wheel hora, These move in unison for steering the sirplane on dhe grownd. A suaaround cable rans from one pedal forwant around two pulleys © the opposite pedal. 2. Each rail‘ wheel contro! cable passes through 4 paie of guide pulleys ar station 13. Slack ia, the cable is avoided by the use of two coil tension springs attached co the lift wube at the center Tive of the fuselage and to the cable at station 12. The cable ako incorporates a compression spring co avoid trans mitting taxiing shock to the rudder pedals. 3. The redder pedal stops are small castings mounted on the fuselage-wing attachment angle, one oon each side of the cockpit nese the ficor. The rudder pedil ia the full forward position strikes che adjust- able stop screw head. There is also 0 hora stop assem- bly installed on the lower raddes hinge block in AFS- 24253 and subsequenc airplanes. (See figure 105) ‘The horn stop assembly prevents the rudder from exceed- ing it noemral range of cravel when loads are imposed, thae serotch the eucder cables. 4. The specified tension of the rudder and rail wheel cables is as follows whea the ambient tem peracuce is 21°C (70°F) Ruddee Cables 110 pouads Tail Wheel Cables (retracced| © pounds Tail Wheel Cables (one toad) 40 pounds Tail Wheel Cables (20 loae) 110 pounds All cables requiring specified tension are tested for cor cect lnading by a tonsiomerer. (See figure 215.) (2) ADJUSTMENT. —The tarnbuekles for ad- juscing the tension in the rudder and rail wheel contol tables are located jast afe of station & and are accessisle theangh the fuselage eccess door. Other adjustment is obeaiaed ac the tizabuehles which ave inscaled in che cables a¢ the rudder pedals, ‘To adjust the rudder throws and cable censions, proceed as follows: RESTRICTED AN 01-25CN-2 CABLES MUST OF RIGGED Te FOLLOWING TEMPRRTURE IS. ZIT |TOTF) sLeRoN 119 POUNDS: ELevator 168 pounas RuobeR No pounos Rie ween aeteacreD © pounns one PouNns ‘oo 0 Rov LDROtruty ExTeNDED) 11 POUNDS Figure 215—Use of Cable Tensiometer 1, Hol che rudder pedals in neateal position by clamping the «wo pedals to a straight meial bar. 2, Adjuse the ewo turnbuckles in the rudder contro} cables at station 8 so chat the rudder is in neu- teal position (ia streamline with fin.) 3, Adjuse the sursbuckles ae the redder pedals and at the reduction pulleys to obtain @ tension Gf 110 pounds ia both, rudder and tail wheel cables, when the surrounding temperature is 21°C (70°E). Note Jock che aft end of the airplane so that the tail wheel will be fully extended when adjust Jing the rudder cable tension t0 110 pound. 4. Uaclamp che rudder pedals from the moral bar and adjust the rucdder cheows by adjusting the pedal stops which are located forward of cach pedal. The range af movement of tho radéer is 30 degrees either side from the streamline with the fin. "The peemisible solerance is 2 degrees. Note Oa chose aleplanes having the rudder horn stop installed, back off the bumpers so that the adjustment of the stops forward of the rudder pedals can be made accurately; then, adjust the bumpers of the horn stop assembly to permie Full rudder movement, 5. Posh cach rudder pedal 10 the exireme forward posivion and check ene clearance between the reluction pulley and che bulkhead ac sation 8. The reduction pulley showld clesr the bulkhead by at lesst 1} inch, IF this clearance is not obtained, readjust she sicnbucldles to obeaia it 156 RESTRICTED.capniisay ast ELEVATOR TAB. ELEVATOR TRIN 75-1-O14-25 ACTUATOR AND CONTROL HAIN STOPS 90 DEGREE ORIVE ASSEMBLY RUDDER TAB 78-14-014-13 87-13-040 CONTROL, FLEXIBLE GABLE AND ROD —~\ SPROCKET ASSEMBLY 75-64. 108 HOUSING ( er-ss.ose-8 caste asp onan (muDDER AN 210-21 - . j RUDDER TRIM PuLLey fo a SSEMELY 3265 y AcTURTOR 87-64-062-18 CABLE AND CHAIN (ELEVATOR) Figure 218-T:im Tab Controls @ngse-lo NY aiorusaa AL wasSection IV : Paragraph 7 (f) TRIM ‘TAB CONTROLS. (#) AILERON TRIM TABS. — Airplanes AB(2-10442) through APi3-24251 are equipped with, fined ailesoa tim tabs of ayetal which must be ad justed while che airplane is oa the ground. Merely bend them up or down as desiced. “They are attached to the inboard erailing, edge of each aileron. Note Airplane AR43.24252 and subsequent, are equipped with an elecitically operated! trim fab in addition to the feed teim cabs. The electric aileron trim «ab, locared! en. the Teft hhond aileron, inboard of the fixed teim tab, is controlled by means of an eleciric mowor mounted in the leading edge of che aileron, ‘The momentary contect operating switch for the motor is located aft of the engi aquavdeane andl just forward of the rudder tcim tab contol. (6) ELEVATOR AND RUDDER TRIM "TABS, J, DESCRIPTION. The elevator and rud- der tein tab coutiols ore mowaced on the left side of the.cockpit. Marion is transmitied by @ chain and sprocket drive ca the gear-box moumed just forword of the rear levator jackshafe. ‘The control chain is equipped with carnbuckles for adjusunent. From che gee bos, thrce flexible shafes, owo for the elevaror sad fone for the eudder, transmic motion, one co exch tab fontol actustor unit. Short tie rods coaaece these fetaators to the elevator tabs; a longer rod, enclosed in ‘a faising on the eight side of *he eucklee, connects wich the nodes tab, 2. ADJUSTMENT. a. Control chain cension is adjustable by turnbuckles accessible through the baggage conipart- ‘ment door. Ih. Tn che astembly of the rudder trim tab ‘aceaating acm, 7)8 “1/32 inch is allowed between dhe fend of the actuaror screw jack and che end of the tube. The lock nut is tightened against the actuator, and che actuacor and tube are joindy deilled and covtered. The actuator is extended 3-5/8 = 132 inches (measured From the ceases of che hinge pis holes to the end of the actuator scrow jack}, to assure proper throw of the trim ab, The clevis end can be adjusted co that the dis tence beawveen the hinge pin center oa the actuator and che clevisand-bolt-hole ceneer is approximacely 23/32 to 25°32 inch, c. “he rudder t2b actuating arm fairing located Gn the right side of che rudder is removed and the acuating arm assembly 1s installed. ‘The rudder tab control, located at the left of the piloe's seae is see ac 0 degrees before the flexible shaft is attached t the udder tal accuser Fast adjasemene of the tim aab is 28 teined hy evtning the clevis end of the secwating arm assembly ay requive wo align dhe crim Gl ceaw: line RESTRICTED AN 01-250N.2 swith the ruddee cencer Hine. ‘The lock nue is sightened against the clevis end, and the clevis end and cube are joinily drilled andl eouer pineed. 6 HYDRAULIC SYSTEM, (See figure 27) () GENERAL DESCRIPTION. —The main hy- roulic system of this aicplane operates the retractable alighting gear and the wing laps. An Belipse, type 809, model 3, motor-driven hydesulic pump, accessible through the fuselage access door, is the chief source cof pressuce for the syscem which must be serviced ex clusively with hydraulic fuid, AF Specifeation 3586, Ap ouxiliary aad pump located oa the right side floor ff che cockpie may he used 10 produce preswure in ploce of the Telipse mocer. Two main landing gear retiact- jing struts, one tail wheel retracting sre, one flap cenie ating cylinder, a control or selector valve, thcve relief valves, a check valve, reserve tank, line tubes and fie ings Comprise the remaining essential components of the system. Comule Tubing chare of Hydraulic sys tem in section VIII for torque requirements in assem bling tubes and fcings. (Q) MOTOR DRIVEN HYDRAULIC PUME, (@) GENERAL, 1. ‘the ¥elipse pump, type 80%, model 3, which builds pressure in the hydraulic system is of spur gear construction. mounted on a 24.vole electric driving motor. ‘The upper spur geae shafc of dhe pusap unit is keyed t0 the motor armanuce shafe by a flexible coupling which provides che driving force for the pump. ‘The lower spur gene ix meshed with the upper ear and [6 sharc is retained in the ewo pump housing scccioas. The pump heusing is of the split ype held rogetter by eight bolts and two cap screws, ‘The wo Pump housiags are held ia aliganient by twa dowel pins though the pump flanges. The pump head in- corporates aa inlet and ap outlet port for exteraal tel ing connections. A. pressure relief valve is also ine scaled ia the pump hexd and provides the means 0 Timie the ontler pressire co 1180 pounds per square inch, Aa oil seal, inscalled on the drive end of dhe upper spur gear shaft, peevenes leakage of el inte che electric motor housing from the pump housing. 2, The unit is mounted bracket provided on the motor housing. A type B-SB switch, located on the control stick helow tbe grip, controls the operation of the pamp. ‘The inlee pore i connected co the hydraulic fluid reseeve sank. The our Joe pore is connoeced ¢o che system supply Line. (6) EXTERNAL INSPECTION FOR MOTOR “TROUBLE. 1 If che slecctic motor (10 which the by by means of a -draulic motor-driven pomp is atcached) fails to eper ste OF operates at too low a speed, the possible cause may be low voltage, due to a discharged haetery. Check she bucwery and recharge if necessary 2. Ik may ale be due io loose or corroded baccery cerminals. Clean, tighten, and coat with vase- line, 158 RESTRICTEDaaisnuise eet WING FLAPS I LANDING GEAR LUSE ONLY HYDRAULIC FLUID, AAF [ssi GRADE B (BLUE COLOR) IN SYSTEM, 2.SYSTEW WORKING PRESSURE IS 1200 LANDING GEAR AND FLAP POUNDS PER SQUARE INCH. SELECTOR VALVE / ELECTRIC HYDRAULIC: PUMP: HYORAULIC RESERVE TANK cyemeen ™ TAIL WHEEL RETRAGTING CYLINDER SC LANOING GEAR SON [LINES 10 LEFT LANDING GEAR RETRACTING RELIES VALVE SYLINDER: PUMP PRESSURE PRESSURE TO LOWER jee ALIGHTING GEAR PRESSURE FROM PUMP G mmm PRESSURE FROM HAND PUMP GX MME RESERVE TANK TO HAND PUMP. PRESSURE TO AAISE R PRESSURE TO LOWER FLAPS | ALIGHTING GEAR HYDRAULIC TANK VENT ij MBM ryoRAULIG TANK To. PUMP | WPORAULG TANK TC, FUME °Xweum. pRessuRE TO RAISE FLAPS 6x Figure 217—Hydraulie System @NDSe-lO NY caLpnusaa At voupasSection 1 Paregroph 7 5. I these ing connections for loose or high resistance connec: re not the cause, cheeks the wie 4. If the motor shows Jow oucput pressare oF ‘capacity, check the system for insuficient uid supply, ow setting of the relief valve (Zostalfed in the pump head), Jeak in the line or valves, low operating speed, loose fittings, of improper flu (eo) TO. DISASSEMBLE DRIVEN PUMP. Remove the masor and pump assembly from the fuselage by first disconnecting the electric cables feom che bottery, and the inlet and ouslee hy= raulic lines from the ports on the pump face, Rev tsove the bolts aitsching the bese of the motor bons jing to the fuselage mounting shelf. 2. Place the motor and pump assembly ia a sed jaws as shown in fg 4HE MOTOR 3. Cot che sxfery wire on the two cap screws on the pump bedy-and remove the screws, Engage che heads of ee eight though bolts with a wrench and turn the lock auts off the inboard side of dhe pump Hange with another weench. (See figare 218.) Figure 218—-Removing Bolts 10 Separcte Hydraulic Pump Unit Release che pomp motor from the vise, urn ie eo verticel postion, secure agsin, and sap the {vo Jovel pins from the pump flanges with a punch tnd lighe bammer. (See figure 218.) 5. Tap lightly around the port plats with ‘wooden hammer :o seoaeate the pump face from the pump body and pull the-spur gears from the pomp housing, (See figure 220) CAUTION ‘The spur geass must be handled with extreme care t preveat niching or stratching. When RESTRICTED AN 01-25€N-2 DOWEL PIN Figuro 219-Removing Pins from Pump Housing Flange overhauling more thin one pump at a time, keeps the geacs ja sets for reinstallstion in the same pamp bodies. “The pump body can now be separaced from the motor housing by removing che four lock squrs acounil the body flange. 7. Removal of oil secl at che drive end of the pump body is effected by uescrewing the slocted aut in the pump body. '3. Disassembly of the relief valve on the port face of che pump simply requires the cemoval of the ‘cap and the unscrewing of the relie! spring retainer. (@) INSPECTION FOR REPLACEMENTS. 1. When the pump is disassembled, thor. oughly cleen all parts with alcoho! and examine them carefully for sigas of weer und damage, and the pres: fence of foreign matcer such 2 metal chips, grit aad ire. If the spur gears or parsp housing are damaged, even slighty, replace with a new pump unit. When Foreign matter is found, the complete hydraulic sys tem muse he drained and Aashed. () TO ASSEMBLE THE MOTOR DRIVEN ‘PUP. 1 Ass the coliof epring retainer and iestalling the © ible dhe eeliel yalve by screwing in 160 RESTRICTED