Notes THIS PAGE INTENTIONALLY LEFT BLANKSubject Page Introduction oe iD Ignition LD Valves and Timing ... a Fuel System. 3 Lubrication System nen 3 Accessory Drives . aa ‘Accessory and Instrument Connections 3 Description ... nA Fyont Section testymeno sie nacre E, ‘Main Crankcase Section Sylinders Biuwer Section Intermediate Rear Section si] Pear Section ul Jeation System nen ea Crrouretor caus t Igeition Subject Page Propellers NT Preparation for Service Ground Checks... Periodic Inspection Trouble Shooting .... Line Maintenance ... Checks and Adjustments an 42 Parts Removal and Installation .. Parts Inspection Top Overhaul Limits Preservation of Inactive Engines 00-75 Packing the Engine Service Tools... Appendix...Bdid BouvHOSIC onosinvn BMI NOILINDE ava7 ond Waves: wouaT4! uva- wali avid do. wo123 1430 wva- waLNt wousa7430 waGNITAD~aLNI ont ONILNNOW MOD awas 10 xo wax20¥ did NolLons ‘dWnd 39NRAVDS 110 Lan eNIuvaa LsnyHt yuo 110 = MLN! Bala Nivua S10 uya-waant waaoo ONINYaS IsnyHL gata MONWZA0D ETT aG0NEousBuy yo mela snoy sy51y BAWA ssvd-s0 3Aluo wa1anowow san wamivg woungnisia wanna Barua anng 3nd NowsaKnos aie wanaVAPOR VENT connection TACHOMETER DRIVE. (CONNECTION. STARTER ORIVE MAIN O1L PUMP. GENERATOR RIVE & 3 2 2 S 3This publication is compiled and issued by the Service Department of Pratt & Whitney Aircraft. It includes approved and recommended engine maintenance and service procedures The instructions contained herein are based upon actual experience acquired under varied and exacting conditions, The utmost in dependable engine performance will be gained by conform- ing to these instructions Unusual problems concerned with engine maintenance should be presented to the Service Department either through its field representatives or by direct contact. All possible assistance will be provided. For complete overhaul procedures, please refer to the Overhaul Manual, Part No. 86405. When necessary, replacement engine parts should be ordered from a Pratt & Whitney Aircraft Engine Parts Catalog, Part No. 111464. Suggestions for the amplification or modification of these instructions will be gladly re- ceived and considered by the Service Department. At six month intervals this publication will be revised as necessary to incorporate latest maintenance dataGENERAL Model ‘win Wasp (R-1830) S1C3-G Type .. Two Row, Radial, Air Cooled Number of Gyles Bore .. Stroke .. Piston Displacement in Cubic Inches. Compression Ratio .. Blower Gear Ratio 71531 Diameter of Impeller .. . 11 inches Crankshaft Rotation ... Clockwise Propeller Rotation Clockwise Propeller Reduction Gear Ratio .. (16:9) Spline Coupled Propeller Shaft Spline Size .. Diameter of Mounting Bolt Circl - 50 att inches Number of Mounting Bolts ...... aa Average Dry Weight of Engine .. 1467 pounds Overall Diameter of Engine 48.19 inches Overall Length of Engine ... 61.67 inches Position of Center of Gravity: Distance Below Crankshaft Centerline 9/64 inch Distance Above Crankshaft Centerline - 0 Distance Forward of Rear Face of Mounting Bosses .. - 10-55/64 inches IGNITION Magneto Type Rotation of Magneto Drive... Magneto Speed in Multiples of Crankshaft Speed Spark Plug Gap ... Spark Plug Type .. Spark Advance SFI4LN-3 Clockwise RC-345, RC-35S, 7KLS2, RBIOR 25 degrees© VALVES AND TIMING Intake Opens Before Top Cente: Intake Closes After Bottom Center ‘T6 degrees Exhaust Opens Before Bottom Center 76 degrees Exhaust Closes After Top Center 20 degrees Intake Remains Open . Exhaust Remains Open Valve Adjusting Clearance (cold) Valve Timing Clearance (cold) FUEL SYSTEM PD-12H4 rade 91/96 Carburetor Type .. Fuel .. LUBRICATION SYSTEM Grade of Oil Oil Pump Speed in Multiples of Crankshaft Speed .. 100 (Oil Grade S. U.S. at 210°F.) 875:1 ACCESSORY DRIVES 16 Int. Inv. Splines, 1.40:1 Clockwise in, Dia. Bolt Circle 3 Tooth Jaw, 1.00:1 Clockwise Generator Drive . eo Generator Pad .. Starter Drive Starter Pad .. 5 in. Dia. Bolt Circle Fuel Pump Drive .. 11 Int. Inv. Splines, .875:1 Counterclockwise Fuel Pump Pad 2 in, x2 in, Tachometer Drive... z % in—18NS-3 Coupling, 500:1 Clockwise "(Right Side), Counterclockwise (Left Side) 12 Int. Inv. Splines, 1.40:1 Clockwise 1% in. x1 % in. Sq. Pad Inv. Splines, .958:1 Clockwise 2% in. x 2% in. Vacuum Pump Drive Vacuurn Pump Pad .. Propeller Governor Drive .. Propeller Governor Pad .... ACCESSORY AND INSTRUMENT CONNECTIONS. ; Manifold Pressure Gage .... Oil Pressure Gage Oil Tank Vent .. Oil Inlet Thermometer Vacuum Pump Oil Separator Discharge Fuel Drain Accessory Oil Return .. eo Air Blast Covers .The Pratt & Whitney model S1C3-G en- gines are two row, radial, air-cooled engines. For descriptive purposes, the engine is di- vided into the following major assembly groups: front section, main crankcase sec- tion, cylinders, blower section, intermediate rear section, and rear section. Acombination of the main crankcase section and cylinders is generally regarded as the power section, and the blower, intermediate rear, and rear sections, when combined, are termed the ac- cessory section. Right and left, clockwise and counter- clockwise, upper and lower, and similar direc- tional phrases apply to the engine as viewed from the rear with the crankshaft in the hori- zontal position and with No. 1 cylinder at the top of the engine. The normal direction of rotation of the crankshaft and propeller shaft is clockwise. For the accessory drives, the direction of rotation is specified as it ap- pears to an observer facing the accessory mounting pad. Cylinder numbering and firing order and the position of the master rods are illustrated in the adjoining column, Beginning with the top cylinder, the cylinders are numbered consecutively in the direction of crankshaft rotation Reduction Gear Housing. The reduction gear housing supports and houses the pro- peller reduction gear assembly and has pro- vision for mounting and driving a propeller governor to control the operation of a hy- draulically operated propeller. It also houses a two section oil pump which is driven by the front cam through an intermediate gear eunsren CvoneeR Saar eee Cylinder Numbering Diagram This pump scavenges ail from the rocker box sump and from the front part of the engine Aball bearing mounted in the front of the re- duction gear housing transmits the thrust from the propeller shaft to the housing and thence through the crankcase to the engine mount.Reduction Gearing. The engines covered by this handbook are equipped with a.5625:1 propeller reduction gear ratio, This ratio is commonly referred to.as 16.9. The reduction gearing is of the bevel planetary type. The drive gear meshes with six bevel type pinions which mesh with a fixed gear that is'splined to the fixed gear anchor in the front end of the reduction gear housing. The bevel pinions incorporate stee! backed, lead bronze bushings and are sup- ported by shafts in the pinion cage, which is integral with the propeller shaft. The out- ward thrust of the pinions is taken by ball bearings located between the pinion cage and the outer face of the pinions. The drive and fixed gears are supported by ball bear- ings which seat on the propeller shaft. The rive gear is coupled to the front end of the crankshaft by a series of three couplings The front coupling is splined to the reduc- tion drive gear and the intermediate cou- pling, the intermediate coupling is splined to the rear coupling, and the rear coupling is splined to the front end of the crankshaft With the spline coupled type of drive, the propeller shaft is supported at the forward ‘end by the thrust bearing and at the rear by two roller bearings. One of the two roller bearings is fitted over the end of the propel- ler shaft and the other is mounted in a liner Reduction Pinion Shaft Propeller Shaft and Reduction Gearing Coupling Gearsin the support plate. The reduction drive front coupling is supported between the two roller bearings. 4 CRANKCASE SECTIC Support Plate Assembly. The support plate is secured between the front main crank- case and the reduiction gear housing. It sup- ports the rear end of the propeller shaft and the governor and front oil pump intermedi- ate drive gears. A hole in the bottom of the support plate retains the rear end of the front oil pump housing, thus affording addi- tional support to the drive shaft of the pump. A steel liner in the bore of the plate sup- ports the roller bearing for the reduction drive gear or coupling, Front, Center, and Rear Main Crankcases. The main crankcase of these engines is com- posed of three sections which are held to- gether by bolts. Around the outer circum- ference of the crankcase assembly, two rows of cylinder mounting pads are arranged, Sixteen studs hold each cylinder to its pad. Hardened steel liners in the front and rear main cases support the crankshaft front and “Crankease Sections and Support Plate rear bearings. A bronze liner, which is held in place in the center main crankcase by bolts, supports the crankshaft center bear- ing, The front cam bearing is supported on nsion of the crankshaft front bearing Front, Center, and Rear Crankcase Sectionsliner, and the rear cam bearing is supported ‘on a boss on the rear main crankcase. The front cam reduction gear is supported by bronze bushings in the front main crankcase and support plate, and the rear cam reduc- tion gear is supported by bronze bushings in the rear main crankcase and blower case. The valve tappets and tappet guides are housed in the front and rear main crankcase. Valve Timing Gears. The valves are oper ated by two single piece double track cams having external teeth, The front cam actu- ates the valves for the front row cylinders, and the rear cam actuates the valves for the rear row cylinders, In spline coupled type driveengines, the front cam isdriven through thecam reduction gear by the reduction drive intermediate coupling, The rear cam is driven through the rear cam reduction gear by the crankshaft rear gear which is secured to the rear end of the crankshaft by cap screws. Ciankshaft. The crankshaft has its main support in three roller bearings which are Crankshaft mounted in the front, center, and rear main crankcases. The weights of reciprocating and rotating parts connected to the crank- pins are counterbalanced by weights secured to the cheeks of the crankshaft. A flyweight, incorporated in a steel liner in the rear counterweight, acts as a torsional vibration damper. Master and Articulated Rods. The mas- ter rods are of the two piece type and are lo- and Cap, Articulated Rod, and Knuckle Pinscated in cylinders No. 5 and No. 12. A steel backed, leaded silver master rod bearing is incorporated in the bore of the master tod which has a de- tachable ‘cap that is held in place by four bolts. Silver plated steel shims are in stalled between the parting surfaces of the rod and cap to prevent galling, Six ‘"V" section articulated rods are attached to the master rod assem- bly by knuckle pins The cylinder end of each master and ar- ticulated rod is provided with a bronze bushing for the piston pin, and the opposite end of each articulated rod has a bronze bushing for the knuckle pin wy (CYLINDERS ~ Cylinder Heads and Barrels. The cylinder barrels are steel and have integral cooling fins, The head is aluminum and has integral cooling fins and rocker boxes. The aluminum, head is screwed and shrunk onto the cylin- der barrel, thus forming a semi-permanent assembly. Each cylinder has one inlet and ‘one exhaust valve. The inlet valve seats on a bronze insert and the exhaust valve ona stee! insert, both of which are shrunk into the cylinder head, The cylinder also incorporates bronze inlet and exhaust valve guides, bush- ings for two spark plugs, and four steel bush- ings for supporting the two rocker shafts. Fins of extreme depth are concentrated on the top and exhaust side of the head and around the exhaust port where the greatest heat dissipation is required. Shallow fins are incorporatedon the in- let side. The oil drain line between the ex- haust and inlet rocker boxes is permanently installed on the front side of the head and supports the: front of the inter-ear deflec- tor. The inter-ear de- flector incorporates a blast tube directing cooling air on the rear spark plug lead elbow An integral cowl mounting lug is pro- vided on each rocker box. Valve Mechanism. Al yalve operating parts are enclosed. The rockers incorporate double row ball bear- ings. A valve clearance adjusting screw and lock nut are incorporated in each rocker. A steel insert in the adjusting screw is used as a contact between the adjusting screw and the valve stem to minimize friction at this point. The tappets actuate the rockers through tubular push rods having hardened steel ball ends which mate with hardened steel sockets in the tappets and the valve rockers. These rods are enclosed by remov- able covers which are held in place by a nut ateachend. Acover's secured toeach rocker Cylinder Head and BarrelValve Mechanism Two concentric valve springs are secured toeach valve stem by a split cone and washer. Inlet and exhaust valve springs are inter- changeable. The exhaust valve is hollow and is sodium cooled. A stellite face prolongs the life of the seating surface of the exhaust valve BLOWER SE Blower Case and Impeller. The blower case attaches to the rear of the main crankcase and supports the engine in the airplane. Engine mounting bracket pads on the outer circumference accommodate mount- ing brackets which are secured by studs and nuts, The rear of the rear cam reduction gear shaft is supported by a bronze bushing in the front face of this case. A steel liner in the Front and Blower Section Pistons. The alu- minum pistons are of the flat head type. Each piston has five ring grooves and is fit- ted with compres- sion rings in the first three grooves, dual oil control rings in the fourth groove, and an oil scraper or plain compression ring in the bottom groove. The top compression ring is chromium plated (on the face which bears against the cylinder wall, Steel piston pins link the pistons to the articulated rods. center of the case accommodates oil seal rings which are held in a carrier at the front of the impeller shaft. The blower case houses the impeller, which is driven by intermediate drive gears at 7.15 times crankshaft speed. The impeller delivers the fuel and air mixture to 14 ports in the outside circumference of the case. Attached to each port is an intake pipe leading directly to its own cylinder. ofse and The intermediate rear case is attached to the rear of the blower case. It houses the impel- ler drive gear train and supports a vaned dif- fuser at its forward face. A flange at the top of the case provides a mounting surface for a down draft carburetor. Leading from the flange is a duct which carries the intake air to the impeller through a series of distributor vanes at its throat. An “X” bar type nozzle, attached to the carburetor adapter at the top of the intake duct, injects fuel into the air ‘stream, and the mixture is carried from there to the impeller. A steel liner in the center rear face of the intermediate rear case ac- commodates the oil seal rings carried by a ring carrier on the rear of the impeller shaft. ‘At the lowest point in the carburetor air duct, drain passages are drilled down to an automatic fuel drain valve that drains gaso- line which may accumulate while the engine is being started, Long studs extend from the rear flange of the intermediate rear case to secure the rear case, Bronze bushings in the rear side of the intermediate rear case support the front ends of the two impeller intermediate drive gears, the generator intermediate drive gear, and the generator drive gear. Impeller Shaft. The impeller shaft, to which the impeller is splined, is hollow and is supported at each end by a bell bearing. An integral spur gear on the rear end of the shaft meshes with and is driven by the impeller intermediate drive gears which are driven by the accessory drive gear. Rear Case. 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Je Jey} 2S pue euIBUE uO | salqaway saTanowL sasnvo 31dVL SNILOOHS 379NOYLLINE MAINTENANCE Pratt & Whitney engines give dependable and maximum performance provided, they are properly serviced, periodically inspected, and overhauled at regular intervals. Between periods of overhaul, the replacement of valves, pistons, cylinders, or ignition system is not recommended except in cases of emergency. Should internal engine trouble be indi- cated at any time, remove the scavenge oil strainer and the main oil screen allowing the oil to drain through a clean cloth into a suitable receptacle. Inspect the cloth, plugs, and screen for foreign material, such as metal chips. A careful examination of this material may offer a clue for the course of further investigation If, tor some reason, it is necessary to ad- just ‘the valve clearances, retime and syn- chronize the magnetos, or to remove a cylin- der prior to the time of engine overhaul, the following pages describe the correct procedure,The magnetos seldom need attention be- tween overhauls. Under normal conditions the wear or burning of the breaker points offsets the wear of the fiber cam follower, and the spark timing tends to remain ap- proximately at its original setting. However, a faulty condenser or the presence of oil, grease, or cleaning fluid on the breaker points may cause excessive burning of the points, or lack of lubrication may lead to ex- cessive wear of the cam foilower. If the weer at one of these locations exceeds the wear at the other, a change in spark timing re- sults If the points require attention beyond cleaning or adjustment, replace the breaker assembly with a new or reconditioned unit Remove the two breaker compartment cover screws and remove the cover. Do not disturb the breaker points unless they are oily, dirty, badly pitted, or require adjust- ment, Remove the breaker assembly by re- moving the locking screws, and clean the points with acetone or any other suitable cleaning fluid. Replace badly pitted points with a new or reconditioned breaker assem- bly. Install the breaker assembly in the magneto. When inspecting the breaker points, do not raise the breaker main spring beyond a point giving 1/16 inch clearance between the contact points, Any further ten- sion on the main spring caused by raising it beyond this point will weaken it, thereby causing unsat- isfactory magneto performance. | ADJUSTING BREAKER POINTS Do not disturb the adjustment of the breaker points unless the following check indicates the necessity. Connect PWA-2417, Timing Indicator, or equivalent, to the ground lead of the magneto and connect the ground lead of the indicator to the engine. ‘Turn the propeller very slowly in the normal direction of rotation until the lobe of the breaker cam which is. marked with a dot is adjacent to the cam follower and until the timing light just flashes on. At this point, place PWA-2446 Straightedge against the step of the cam or timing collar. It should line up with the timing marks on the hous- ing. If the straightedge is more than 1/32 inch out of alignment, the breaker points are improperly timed and should be ad- justed With the timing indicator still connected and the straightedge still in position, turn the propeller in the normal direction of ro- tation until the straightedge is in exact alignment with the timing marks on the housing. Being careful to keep the straight- edge in exact alignment, loosen the adjust- ment locking screws and adjust the breaker points by means of the eccentric screw un- til the timing light flashes on, indicating the points are just starting to open. Lock the points in this position by tightening the adjustment locking screws. After’ the ad- justment has been made, check it as de- scribed above. $Ce me Mee To determine whether the magnetos are properly timed to the engine and synchron- ized with each other, the following check should be made Turn the propeller in the normal direction of rotation until No. | pis- ton is at top center of its compression stroke, Attach PWA-2420 Magneto Timing Template or a similar type of template to two convenient thrust bearing cover studs on the front case. Install 2 timing pointer, which may be improvised by fasten- ing a piece of stiff wire securely to the pro- peller shaft or propeller hub, lining it up with the top center mark on the template Turn the propeller about 90 degrees oppo- site the normal direction of rotation; then connect PWA-2417 Timing Indicator, or equivalent, to each magneto and connect the ground lead of the indicator to the en- gine. Turn the propeller very slowiy in the normal direction of rotation until the tim- ing pointer comes into alignment with the proper spark advance mark on the template, and note when the lights of the indicator just flash on, If the lights flash on simul taneously just as the pointer comes into alignment with the proper. spark advance mark, the magnetos are properly timed and synchronized; otherwise, an adjustment will be necessary. Loosen the nuts which secure the mag- retos to the engine so that an adjustment may be made by turing the magneto through the range allowed by the slots in the flange, Turning the magneto counterclock- wise as viewed from the rear will cause the points to open later, and turning it clock- wise will cause the points to open sooner. Adjust either one of the magnetos so that the corresponding light of the ndicator just flashes on when the timing pointer comes into alignment with the proper spark ad- vance mark on the template; then adjust the other magneto so that both lights of the in- dicator will flash on at the same instant Secure the magnetos to the engine, taking care not to disturb the timing, then check the timing and synchronization to insure that both sets of breaker points are opening at the same time and just as the timing pointer comes into alignment with the proper spark advance mark. ‘Asan alternate method for positioning the No. | piston 25 degrees before top center, turn the propeller shaft in the normal direc- tion of rotation to bring the No. | piston at the beginning of the compression stroke; then install PWA-4142 Indicator (Time- Rite) in the front spark plug hole of No. 1 cylinder [1]. Align the cap of the indicator 0 that the slide slot lines up with the verti- cal axis of the cylinder and the pivot arm isat the top of the slot. Push the slide pointer up close to the pivot arm [2] Turn the propeller shaft in the normal direction of rotation until the pivot arm pushes the slide pointer to its farthest point 3]. Turn the propeller shaft about 90 de- grees in the opposite direction -This will re- turn the pivot arm to the top of the slot. ‘Adjust the proper engine scale (the scale marked R-1830) so that the zero degree mark on the scale aligns with the reference mark on the slide pointer [4]. Move the slide pointer up to align with the 25 degree mark on the scale [5] Turn the propeller shaft in the normal di- rection of rotation until the pivot arm just contacts the slide. At this point the lower light on the indicator should flash on [6] The No. 1 piston is now positioned 25 de- grees before top center _/ WALNE CLEARANCE ADJUSTMENT Proper valve clearance adjustment is ob- tained by the use of the Positive Method which eliminates cam float. The elimination of cam float is necessary to prevent valve clearances of wide variation on an engine So that all of the valves will have uniform clearances, the intake and exhaust valve of each cylinder must be adjusted while the cam rests as nearly as possible against the cam bearing at that cylinder. To mové the cam into such a position and to adjust the clearance of each valve, it will be necessary to use the following method, Adjust the valves only when the engine is cold cxraust Nae tabeer Tapper 10.7 No.8 eeiausy cknaust TAPPer TOTAL cAM CLEARANCE AFTER DEPRESSING ROCKERS Cam PositionPWA-455 DEPRESSOR PUSH ROD (/SSEMBLY VALVE TAPPET VALVE SPRING Remove the rocker box covers and the front spark plugs from all of the cylinders and install PWA-3252 Vent Plugs Turn the propeller in the normal direc- tion of rotation until the required piston (see following table) is at top center of its compression stroke. Back off the valve ad- VALVE TAPPET ist ROLLER justing'screws to insure sufficient clearance. Using two PWA-455 Depressors, depress ° the rockers as designated in the following table; then slowly release them simultane- ously. Insert the .020 inch feeler of PWA- 672Gage between the adjusting screw insert and the valve stem, and turn down the ad~ justing screw, using PWA-2835. Wrench, CAM LOBE Depressing Rocker Until there is a slight drag on the feeler. Tighten the lock nut to a torque of 300 to foe coes gene anne 350 inch pounds comorenin State Tara a 1 meal 10 10 | 10 5 Sas 14 14 | 14 9 9] 9 4 414 13 13 | 13, 8 gs] es 3 3] 3 12 12 | 12 7 Tez 2 a |e, n nyu oe Adjusting Valve Clearance 6 6 &Follow the valve adjusting chart with extreme care to see that the proper valves are depressed. The valves listed will be open due to normal cam action and may be fully depressed without the push rod ball ends falling free of their sockets. A push rod ball end may fall-out of its socket if a closed valve is fully depressed When the rocker box covers are rein- stalled, examine the gaskets and replace any that are not in good condition. If any covers have become distorted, reface them ‘on a lapping plate. Tighten the rocker box cover nuts to a torque of 60 to 75 inch- pounds, Remove the vent plugs from the cylinders and reinstall the spark plugs to a torque of 300 to 360 inch-pounds. \RBURETOR IDLING ADJUSTMENT When a carburetor is once set for proper idling, it does not ordinarily require adjust- ment except to correct it for wide variations in weather conditions. An idling adjustment should not be changed until all other possi. ble causes of unsatisfactory idling have been investigated. Use the following procedure when necessary. Start the engine and run it at approxi- mately 1000 rpm until the oil temperature Idle Adjustment Linkage reaches 140°F ‘to 158°F and the cylinder head temperatures are normal Run the engine up to 2000 rpm and check the spark plugs by operating on each mag- neto separately. If the drop-off in rpm is excessive, check for fouled plugs. Slow down to closed throttle, 450 to 500 rpm. Adjust the throttle stop if the engine does not idle at approximately this rpm. Move the control into idle cut-off and observe the rise or fall in rpm. Move the control back into auto rich before the en- Gine stops. If the idling adjustment is prop- erly set at 450 to 500 rpm, there will be a slight rise not in excess of 20 rpm. If the engine rpm decreased immediately when the control was moved to idle cut-off, turn the knurled adjusting screw one or two notches in a clockwise direction to richen the mixture and again check the rpm If the engine rpm increased momentarily by more than 20 rpm when the mixture con- trol was moved to idle cut-off, lean the mix- ture slightly by turning the knurled adjust- ing screw one or two notches in a counter- clockwise direction, then move the control to idle cut-off and check the rpm. Each time the adjustment is changed, run the engine up to 2000 rpm to clear the spark plugs before proceeding with the check. To dissipate the heat caused by repeat- edly running up the engine, allow the engine to idle (450 to 500 rpm) for 5 minutes be- fore making the final adjustment or decision ‘on adjustment. Make the check in relatively still air. A strong wind affects propeller load- ing and the rpm change may be different from that noted above Repeat the foregoing procedure until.a momentary increase not in excess of 20 rpm is noted when the mixture control is moved to idle cut-off. When this condition exists, the idling adjustment is satisfactory. When the idling has been properly ad- justed, tighten and safety the lock screwThese instructions are written with the understanding that all safety wiring, cotter pins, palnuts, nuts, washers, bolts, and screws will be removed where necessary in disas- sembly procedures and that new gaskets, packings, safety wiring, and cotter pins will be used at assembly. Fiber insert nuts may be continued in service as long as they are free from mutilation and provide an effec- tive lock. Rubber oil seal rings may be re- used, provided that they are in good con- dition Care should be taken to prevent dirt, dust, and other foreign matter from entering the engine during assembly and disassembly op- erations. Use suitable plugs and coverings over all the openings in the engine Cowling Removal. Remove sufficent cowling sec- tions to have easy accessibility during the removal of any parts. Installation. Install the cowling séctions that were removed. Exhaust Piping Removal. Unfasten the nuts and bolts which fasten the exhaust piping to the en- gine, Loosen the exhaust manifold and move it to the rear as far as possible so that the cylinders and related parts will be more accessible. Installation. Move the exhaust manifold forward and fasten the exhaust pipes to the engine with nuts and bolts. Spark Plugs and Spark Plug Leads Removal. Unfasten the spark plug leads from the spark plugs, using PWA-1683 Wrench. Withdraw the ceramic connector from each spark plug and install a suitable protector cap over it; then remove the spark plug, using PWA-3168 Wrench, Installation. Examine the spark plugs to be certain they are of approved type and in serviceable condition’ Install a serviceable solid copper gasket. = a =— = 35 a iLightly lubricate the first two threads of the spark plug shell with Champion No. 119 graphite antisieze compound or a 50-50 graphite and petrolatum compound. Insert the spark plug in its bushing and screw it down with the fingers until the gasket is seated. If this cannot be done use an 18 by 1.5 millimeter tap, to clean the bushing threads. Do not use a tap if the cylinder is equipped with Heli-coil or stain- less steel spark plug inserts Heli-coil and stainless stee! spark plug inserts may be cleaned with a wire brush moistened with a cleaning solvent, The wire brush may be used in conjunction with a power tool if the following precautions are taken, The brush used should be of a type which does not disintegrate while being used so that no bristles will fall into the combustion chamber. The diameter of the brush and the technique used should be such as to preclude the’ removal of material from the insert proper or, in the case of Heli-coil inserts, from the ¢ylinder head sur- rounding the insert. Special.care should be taken on the spark plug gasket seating sur- face, since removing material from-this loca- tion could cause combustion leakage with subsequent damage to the cylinder head Generally speaking, only a light application of a revolving brush will be required. Using PWA-3168 Wrench, tighten the spark plug toa torque of 300 to 360 inch- pounds. Make certain that the inside.of each spark plug barrel is clean and dry. Wipe the con- nector clean; then apply a thin coating of Dow Cowning No. 4 Compound with a brush to the connector. Do not place any com- pound in the spark plug barrel Do not apply the compound with the fingers because moisture from the hands tends to make the com- pound inefficient. Remove any compound from the threads of the spark plug to insure an electrical bond between the spark plug and its lead and to prevent radio interference from this source. Tighten the lead nut fingertight and then a half turn using PWA-1683 Wrench. Deflectors Removal. Remove the screw which secures the clamp on each rear spark plug lead to the inter-ear oil drain pipe; then withdraw the rear spark plug lead and rubber grommet from the slots in each inter-ear deflector and top plate. Remove the two screws which secure the inter-ear deflector top plate to each cylinder head; then remove the top plate. Unfasten and remove the intescylin- der deflectors, installation, Install the intercylinder de- flectors on each cylinder, securing them to the cylinder head with washers, nuts, and, in the case of rear row cylinders, a fillister head screw. Fasten the tabbed ends at the front of each cylinder with the long bolt; spring, washers, and nut, and secure the tabbed ends at the rear of each cylinder the short bolt, washers, and nut With the rubber sleeves installed on the inter-ear oil drain pipes, assemble the de- flector clamps to the pipes and to the inter ear deflectors. Install the inter-ear deflector top plates and fillister head screws. Magnetos and Ignition Harness Remaval of Distributor Blocks. Loosen the knurled coupling which secures each flexi- ble hamess conduit to its distributor block cover elbow Remove the two screws which secure each elbow to its distributor blockcover. Disengage the coil cover strap fasten- ing screw and remove the cover. Remove the two screws which secure the distributor block cover to the front end plate, and lift the assembly from the magneto by tilting the distributor block toward the rear of the magneto and then lifting upward. Loosen the two screws near the bottom of the dis- tributor block cover. Remove the clamp screws which hold the cover halves together at the top and lift off the cover. Cover each distributor block to keep it clean and dry. Removal of Magnetos. Unscrew the three nuts which secure each magneto in place and remove the magneto. Insert a suitable dummy block in place of each distributor block to prevent any internal damage to the magneto, Secure the breaker compartment cover in place if it was removed. Removal of Ignition Harness Assembly. It will be necessary to remove No. 2 and No. 12 cylinders before the ignition harness assem- bly can be removed from the engine. Re- move No. 2 cylinder first, then the No. 12, and secure the master rod in the center of the crankcase opening so it cannot move sideways, Unfasten the clamps holding the conduit to the blower case and the cylinder pads of No. 14, No. 4, No. 11, and No. 1 cylinders Unfasten the two clamps which hold the harness to the front main crankcase. Loosen the knurled nut holding the conduit to the manifold and lift the harness from the en- gine, turning the conduit as it passes be- tween the cylinders. Installation of Ignition Harness Assembly. Install the ignition harness manifold before No. 2and No. 12 cylinders are installed, Place the assembly in position on the en- gine by lowering the left harness conduit * between No. 11 and No. 13 rear row cylin- ders and No. 14 cylinder and No. 12 cylinder pad of the front row. Lower the right con- duit between No. | and No. 3 rear row cylin- ders and No, 4 cylinder and No. 2 cylinder ped of the front row. Attach the left harness conduit brackets to the first cylinder hold down stud above the crankcase parting surface on No. 12 cylinder, to the first cylinder hold down stud below the crankcase surface on No. 14 cyl- inder, and to the first cylinder hold down stud below the parting surface on No. 11 cylinder. Attach the right harness conduit brackets to No. 2, No. 4, and No. 1 cylinders in the manner prescribed for the left harn- ess conduit brackets. Install the No. 12.cylinder, theri the No. 2 cylinder on the engine. Install the spark plug leads. Install the distributor blocks as described below Installation of Magnetos. Turn the propeller until the piston of No. 1 cylinder is 25 degrees before top center. Remove the coil cover, dummy distributor block, and breaker compartment cover. Place a straightedge against the step on the breaker cam or breaker collar. Turn the mag- nreto drive shaft in the normal direction of rotation, as indicated by the arrow on the cam, until the straightedge aligns with the timing marks on the magneto housing. Without disturbing the alignment of the straightedge, install the magneto on its mounting studs on the rear of the engine. It is important that the studs be located ap- proximately in the center of the magneto mounting fiange slots. If the studs are not in this position, remove the magneto, turn the magneto drive shaft one complete revo- lution, and reinstall the magneto on the en- gine. This procedure may be repeated four times if necessary, until the studs are ap- proximately centralized in their slots when the straightedge is properly alignedIf the desired relationship between the mounting studs and the flange slots cannot be obtained in this manner, change the posi- tion of the coupling on the magneto drive shaft by mating different splines. Again mount the magneto on the engine and note the position of the studs in their slots. If necessary, the position of the coupling on the shaft may be changed six times, One of these positions will give the proper rela- tionship between the mounting studs and the flange slots, After determining this po- sition, remove the magneto and secure the coupling with the washers, castellated nut, and a new cotter pin. Reinstall the magneto on the engine and install the washers and castellated nuts. Do not tighten the nuts enough to prevent fur- ther adjustment of the magneto. Install the second magneto on the engine in the same manner. After installation, time and synchronize the magnetos in accordance with the in- structions on page 43, Be sure the magnetos are properly timed before finally secured to the engine Sump Suction and Vent Pipes Installation of Distributor Blocks. Remove the covering from the distributor block and install the distributor block cover halves on the block. Secure the cover halves to the block with the two screws placed near the bottom of the cover halves; then secure the cover halves together with the clamp screws. Install the distributor block in the magneto. Place the coil cover in position on the mag- neto and secure it with the coil cover strap and its fastening screw, Secure the distribu- tor block elbows to the block with two screws. Tighten the knurled coupling on the flexible harness conduit. Rocker Box Covers Removal. Unscrew the elastic stop nuts which secure the rocker box covers to the cylinder heads and remove the covers and gaskets. When removing No. 7 inlet and No. 9 exhaust rocker box covers, loosen the clamps which secure the rubber elbows to the pipe fittings in the rocker sump. To re- move the covers from No. 8 cylinder, it is necessary to unscrew the plugs which are installed in the rear ends of the covers; then remove the hollow support screws which ex- tend into the rocker covers and rocker sump, Installation. Place a gasket on each rocker box, install the rocker box covers, tighten- ing the elastic stop nuts to a torque of 60 to 75 inch-pounds. The Nos. 7 inlet and 9 exhaust rocker box covers are connected to the rocker box sump by special rubber hose connections and should be installed in con- junction with the assembly of the sump Take particular care not to twist or bend the rubber elbows. Rocker Box Oil Sump Removal. Remove the nuts and cap screws which secure the oil suction and breather pipe assembly to the front section and rocker box oil sump respectively; then lift off the pipe assembly. Withdraw the pipeRemoving Sump Support Pipe assembly adapter from the reduction gear housing Remove the two plugs from the rear of the rocker box covers on No. 8 cylinder and unscrew the two hollow supports with PWA- 2210 Wrench, Unfasten the nuts which se- cure the rocker box covers to No, 7 inlet and No, 9 exhaust rocker housings. Remove the two fillister head screws which fasten the sump to the rocker shafts of No. 8 cylinder. Lift the sump from the engine to- gether with the attached No. 7 inlet and No. 9 exhaust rocker covers. Installation. Install the rocker box sump, together with the No. 7 inlet and No. 9 ex- haust rocker box covers to No. 8 cylinder head. Install a star lock washer, rubber pack- ing, and copper gasket on each hollow sump support, Screw the two sump supports into position through the rocker box covers of No. 8 cylinder, using PWA-2210 Wrench. Install a cover plug and gasket in each rocker box cover of No. 8 cylinder. Assem- ble a washer, rubber packing, and another washer, respectively, on each sump support screw; then secure the sump to each rocker Removing Rocker Box Sump shaft of No. 8 cylinder with the two sump support screws With a new gasket in place on the reduc- tion gear housing, install’ the suction and breather pipe assembly adapter. Place new gaskets in position on the rocker box sump and on the adapter. Install the suction and breather pipe assembly, fitting the small dowel pin into its hole in the sump. Secure the pipe assembly to the sump with cap screws, and secure it to the reduction gear Installing Rocker Box SumpRemoving Main Oil Sump housing with the washers and nuts, Install the oil drain plug in the rear of the rocker box oil sump, placing a gasket between the plug and the sump. Main Oil Sump Removal. Remove the cap screw and nuts which secure the sump in place. Loosen the sump, using PWA-1686 Puller; then remove the puller and the three nuts and lift out the sump: Exercise care in removing the sump to prevent cramping of the two oil pipes. Hold on to the rubber seals, inserts, and springs on the pipes; otherwise they will slide off when the sump is removed. Installation. Install the oil screen and plug assembly into the front of the sump with a new. gasket under the plug. Install a spring, spacer, and a new rubber seal on each main crankcase oil drain pipe. Place a new gasket ‘on the blower section mounting pad and in- stall the main oil sump in position, securing it to the blower section with the three wash- ers and nuts. Install the washer and long cap screw which secure the sump to the support bracket on the center crankcase. Screw the oil drain plug into its insert in the bottom of the sump. Sump Connections and Packing Primer Lines Removal. Disconnect all primer lines at the primer distributor and at the cylinders to which they are attached. Unfasten the clamps holding them to the intake pipes and blower section and remove the lines. Installation. Connect all primer lines at the primer distributor and at the cylinders to which they are attached. Fasten the clamps to the intake pipes and blower section. Removal. Loosen the nuts at the blower section and at the cylinder ends with PWA- 1399 Wrench, then remove the intake pipes. Installation. Install a flat rubber seal at the blower end and a small rubber seal at the cylinder end of each intake pipe after first coating the seals with a thin even coat of Dow Corning Compound No. 4. Place each pipe in position on the engine, install- ing the blower end of each pipe first; then install the cylinder end, Start the nuts by hand and tighten, first at the cylinder end and then at the blower end.PRMER TUBNG ASSEMBLY Primer Line Diagram oe Tntake Pipe Packings Tightening Intake Pipe Nut —>>‘Loosening Push Rod Cover Nuts Push Rods and Covers Removal. Loosen all push rod cover nuts at the cylinder ends first; then at the crank- case ends using PWA-1424 Wrench. Turn the propeller until the piston in the cylinder from which the push rods are to be removed is at the top of its compression stroke (both valves closed). Depress the rockers with PWA-1392 Depressor and remove the push rods and covers. Depressing Rocker to Remove Push Rod Push Rod Disassembled Installation. Before installing the push rods and covers, apply a thin even coat of Dow Corning Compound No 4 to the oil seal packing rings. Install the packing rings in place in each gland nut. Assemble the push rod and cover assembly with the marked end of the push rod and the flared end of the cover tube toward the crankcase, Depress each rocker with PWA-455 Depressor and fit the corresponding push rod and cover into position. If the valve tappet protrudes too far to allow installation of its push rod, turn the propeller until the tappet has re- ceded: sufficiently to permit installation, After the push rod and cover assembly are in place on the engine with the gland nuts secured finger tight, push the cover tube firmly against its seat on the tappet guide, turn down the gland nut, and tighten it to a torque of 125 to 150 inch-pounds, using PWA-3013 Wrench. Next tighten the gland nut on the cylinder head end of the cover tube to the same torque, and safety wire both nuts. aaa Never reverse the above sequence of operations as the packing on the tap- pet guideendmight be pushed into the tappet compart- ment and be muti- lated during engine operation, If the push rod cover was not removed fromthe crankcase, install the marked end of the push rod toward the crankcase and guide the pilsh rod into the rocker socket while the cylinder is being installed on its pad Cylinders Preliminary Instructions. Remove the mas- ter rod cylinders (Nos. 5 and 12) last if their removal with one or more front or rear cylinders becomes necessary Upon removal of a master rod cylinder, the master rod should be centered rigidly in the crankcase opening by suitable’ block- ing or wiring, and rotation of the propeller should be avoided. If the master rod is per- mitted to move sideways, the oil scraper rings on some of the other pistons will come out of the cylinders and seriously damage the pistons and the skirts of these cylinders. It will be necessary to remove the main cil sump before number 7 and number 9 cylinders can be removed. Removal of External Oil Pipes. The oil scavenge pipe which extends from the bot- tom of the front section to the blower sec- tion will interfere with the removal of some of the cylinder hold down nuts on Nos. 8 9, and 10 cylinders. Consequently, this pipe must be removed before any of the specified cyl- inders can be pulled from the crankcase. Un- screw the cap screws which connect the pipe to the front section and remove the long cap screw and nits which secure the lower end of the pipe ta the blower section; then remove the clamp which secures the pipe to a hold down stud Master Rod Centered on No. 10 cylinder flange and withdraw the pipe. The cil pressure pipe which extends from the bottom of the front main crankcase sec- tion to the blower section will interfere with certain hold down nuts for Nos. 6, 7, and 8 cylinders. Therefore, this pipe must be re- moved before any of the specified cylinders can be pulled from the crankcase. Remove the nuts which fasten the upper end of the pipe to the front main crankcase section, and unscrew the oil transfer pipe which fas- Removing Cylindertens the lower end of the pipe to the right side of the biower section, Remove the clamp which fastens the pipe at No. 7 and No. 8 cylinders and withdraw the pipe. Removal of Cylinder. Remove the cylinder hold down nuts, excepting one nut on each cylinder; with PWA-2724 Wrench and ex- tension handle. Turn the propeller until the piston of the cylinder to be removed is at the top of its compression stroke; then remove the remaining hold down nut and pull off the cylinder, making certain that the piston pin does not drop out. After re- moval, place the cylinder on wood or in an appropriate carrier to prevent damage to the cooling fins and the bottom edge of the barrel, The cylinder opening should be cov- ered to prevent foreign matter from enter- ing the crankcase. Remove the piston pin and piston immediately after the cylinder is removed. If difficulty is experienced in pushing out the piston pin, use PWA-2302 Pusher. Remove the nuts, washers, screws, and spring loaded bolts which fasten the’ inter- cylinder deflector halves to the cylinder and to each other. Unfasten the screws which secure the inter-ear deflector clamps and rubber grommets. The deflectors should be stored in a separate box to prevent damage. Removal of Valve Springs. Place the cylin- der over a wooden mounting block shaped to fit the dome of the cylinder head. Com- press ‘the valve springs with PWA-459 Compressor and remove the split locks. Withdraw the upper valve spring washer, valve springs, and lower valve spring washer. Removal of Valves. Lift the cylinder from the wooden block, remove the safety cir- clets on the valve stems, and lift out the valves, Removal of Rockers. Remove the rocker shafttcap and gasket; then, holding the shaft with the proper wrench, remove the nut from the opposite end of the shaft. Lift off the washer, push the rocker shaft out of the housing, and withdraw the rocker. If the valve springs and rockers are to be removed from a cylinder on the engine, the propeller should be turned until the piston in the cyl- inder from which the springs and rockers are to be removed is at top center position This will prevent the valves from falling out of their guides into the cylinder when the split locks, washers, and valve springs are be- ing removed Installation of Valves. Clean and oil thevalve guides and stems. Insert the valve stems in their guides and place the cylinder over a domed wooden block to prevent the valves from falling. Installation of Rockers and Valve Springs. Place the rockers in position in their respec tive housings and insert the shaft through the bushings and rockers Install the rubber cil seal, washer, and nut on the small end of the rocker shaft. Hold the shaft at the large end with the proper wrench and tighten the nut to a torque of 175 to 200 inch-pounds. Place a copper sealing gasket on each rocker shaft bushing; then tighten the inner nut toa torque of 200 to 250 inch-pounds. In- sert the lower valve spring washers and valve springs in the rocker housings and place the upper valve spring washers in position. Com- press the valve springs with PWA-459 Com- pressor and install the split locks. Note: When replacing cylinders with lapped cylinders, a ¥ hour ground runup is required at 1200 to 1400 rpm. (The cylinder assem- bly will include piston and rings.) Coat the cylinder walls. piston pins, pis- tons, and piston rings with a generous amount of oil. Stagger the ring gaps around the circumference of the piston. Fit the rubber seal ring under the cylinder hold down flange of each cylinder. Rotate the propeller until the articulated ‘or master rod of the cylinder to be installed is at its full outward position, Install the rear row cylinders first. The master rod cyl- inder should be the first in each row to be installed, The master rod cylinders are No. 5 and No. 12 for the rear and front rows, respectively. Hold the piston in position over the end of the rod and slide the piston pin into posi- tion in the piston pin bushing. Each piston, piston pin, and cylinder is marked with a number denoting its proper position; at in- stallation the numbers should correspond, Install the piston and pin with their num- bered sides toward the front of the engine. Compress the outer piston rings, using PWA-489 Clamp; then slide the cylinder over the outer rings, Compress the scraper ring with the clamp; slide the cylinder over this ring and into place against its mount- ing pad. Center the cylinder on its studs immedi- ately after assembly, using two PWA-3197Tightening Cylinder Hold Down Nuts Locating Nuts at opposite sides of the cyl- inder. Jar the cylinder with one hand and turn down the locating nuts gradually with the other hand until they are firmly seated in the cylinder flange. When the locating nuts cannot be screwed on further by hand despite continued jarring of the cylinder, tighten them firmly with an open end wrench Before securing the cylinder, make sure the nuts, the spherical washers, and the seats in the cylinder flange are clean and free of burrs. Install the washers, flat side out, over the remaining studs, making sure they are not cocked in their seats. Install the hold down nuts, using kerosene or en- gine oil as a lubricant if desired, and tighten the nuts to a torque of 300 to 350 inch pounds, using PWA-2724 Wrench, Replace the locating nuts with the regular nuts and washers and tighten them to the same torque. Secure all the nuts with palnuts. Cylinder Assembly Safety Wired Note: Do not tighten the nuts above the recommended torque. The studs may be stretched or broken if too much force is used. Installation of External Oil Pipes. |nstall the oil scavenge pipe between Nos. Sand 10 cylinders; install a new gasket and attach the rear end of the pipe to the blower sec- tion. Secure the pipe with the washers and nuts; then clamp the pipe to a cylinder hold down stud on No. 10 cylinder flange. Install the oil pressure pipe between Nos. 6 and 7 cylinders; install a new gasket and attach the pipe to the blower section, Clamp the pipe to 2 No. 7 cylinder hold down stud and to a No. 8 cylinder hold down stud. In- stall a new gasket on the front main crank- case and fasten the frént end of the pipe to the crankcase with the nuts. Carburetor Removal. If it is necessary to replace the carburetor, close the fuel system shut-offvalve and drain the fuel from the engine at the strainer drain cock. Unscrew the nuts which attach the air scoop to the carbure- tor, unfasten the top section of the cowling, and lift off the cowling section and air scoop, Disconnect the, throttle control rod from the throttle lever and the manual mixture control rod from the manual mixture control lever. Detach the fuel line, the fuel pressure gage line, the vapor vent connection return line, the line to the primer distributor, and the primer electrical connection. Unfasten the three screws which secure the fuel trans- fer pipe to the carburetor, unfasten the fuel transfer bolt which secures the pipe to the carburetor adapter, and remove the fuel transfer pipe and gaskets. Remove the car- buretor attaching screws and lift off the carburetor and its adapter. If another car- buretor is not to be mounted immediately, close the opening in the intermediate rear case with a suitable cover so that no foreign matter will enter the engine Installation. When installing a carburetor on the engine, be sure to use @ gasket be- tween the carburetor and the adapter. Do not use any grease or sealing compound on the gaskets, Tighten the attaching screws toa torque of 200 to 225 inch-pounds. Gas- kets are also required between the carbure- tor and the air screen and between the air screen and the air scoop. Reinstall the air scoop with the top section of the cowling, Attach the fuel transfer pipe between the carburetor and the carburetor adapter. Con- rect all lines which were disconnected. When a new carburetor is installed or when the carburetor has been empty for 48 hours or longer, fill it with gasoline and allow to stand for 8 hours before flight. This insures flexibility of the diaphragms and ac- curate fuel metering, If it is impossible to soak the diaphragms for 8 hours, soak them Carburetor Opening Covered Air Duct, Seren, and Gaskets for a minimum period of hours. In this case, it will be necessary to make additional idling adjustments as the diaphragms become more flexible. Note: The soaking procedure may be completed prior to the installa- tion of the carburetor on the en- gine. Do not fill the carburetor with gasoline more than 10 days in advance, as stale gasoline is some- what harmful to neoprene dia- phragms,siaquinn poey Bnd eds pun y20/q soINqINSIG C1UBOW BumoYs Ajquiossy 9/409 PUD PjojuDW Uo}UB]Replacing Ignition Wire ‘Awire in the ignition manifold can be re- placed by a new wire without disturbing the other wires in the manifold, Remove the spark plug connector and detach the spark plug lead shielding from the manifold. Re- move the wire from the distributor block Loosen the large conduit nut at the mani- fold and slide the conduit toward the mag- nto, Determine in which direction the wire will pull the easiest and splice and solder the new wire to the opposite end of the old wire. Lightly coat the new wire with Dow Corning No. 4 compound; pull out the old wire, and, at the same time, carefully feed the new wire into the manifold, Take par- ticular care to see that the insulation on the new cable is not damaged while it is being pulled into the manifold. After the wire is in place, install the spark plug lead shielding and the spark plug con- nector. Be particularly careful when install- ing the spark plug connectors on the spark plug leads. Cut sufficient insulation from the wire to permit the central wire core to extend through the wire outlet approxi- mately ¥% inch. Be very careful not to cut into the central wire core when removing the insulation, Slide the connectors in posi- tion on the ignition wire, taking care not to twist or bend the wire. Bend the wire of the central core back over the wire opening in a radial pattern. Do not solder the wire in position The numbers on the distributor blocks show the serial firing order of the magneto, not the firing order of the engine, The diagram on page 60 shows the relation of the distributor block numbers to the eyl- inders which are fired. The lower row of cylinders represents the firing order of the engine. The right magneto fires the front spark plugs of all cylinders and the left magneto fires the rear spark plugs New Cable Soldered to Defective Cable 4s Block-to-Cylinder Wiring Arrangement Stud Replacement Loose or broken studs normally can be replaced without damage to the threads in the hole. Select the proper oversize stud, Broken studs can generally be removed by using the hole in the flange of the mating part as a guide for a drill which is used to spot a center in the broken stud after which 2 smaller drill is used to drill out the central portion of the stud. Drive some type of steel extractor, such as an Easy-Out or a home made extractor, into the drilled center and turn out the broken stud with a wrench on the extractor. To facilitate stud removal, heat may be applied to the particular local- ity. If a small amount of damage is noted in the threads of the hole where the studPAW.A. STANDARD [OR RED OYE STAMPED NO. WITH PREFIX. +) STAMPED NO. WITHOUT PREFIX STAMPED OR SCRIBED LINE STAMPED OR SCRIBED LINE Oversize Stud Identification was removed, clean the threads with an oversize tap The table above illustrates the various methods of marking oversize studs for identification. The identifying mark is on the anchor end of the stud. The conical pro- jection or green dye for 004 inch oversize studs, the conical cup or red dye for 008 inch oversize studs, and the drilled hole or purple dye for 012 inch oversize studs are the Pratt & Whitney Aircraft standard identifying marks. The other marking meth- ods are illustrated because they are used by various vendors and licensees and may be encountered in the field When installing an oversize stud in a stud hole which goes com- pletely through a part, make sure that the anchor end of the stud does not project beyond the hole sufficiently to cause interference with other parts. If necessary, file off the anchor end enough to in- sure against such interference; then reidentify the stud with the proper oversize mark. If a cylinder hold down stud requires replacement, all the other studs in the par- ticular pad should be replaced. Proper fit of a stud is indicated by a driving torque of 250 to 450 inch-pounds. The driving torque must be within these limits, otherwise, cylin der hold down stud replacement is faulty. Spark Plug Heli-coil Inserts Removal. Insert PWA-4102 Extractor in the spark plug hole and apply a light blow to the end of it to imbed the knife edges in the insert. Turn the extractor in a counterclock- wise direction to back the insert out of the head [1]© Note: For easier extraction insert extractor so that one of the knife edges is approximately V4 of an inch from the end of the first coil of the insert. Installation (Cylinder on Engine). Before installing a new Heli-coil insert make cer- tain that 1. The face of the spark plug hole is free from burrs, 2, The threads of the spark plug hole are completely clean and dry. 3, The new insert is perfectly clean and dry, Note: Use no cil on the insert or the tapped threads when install- ing the insert. Using PWA-3001 Driver, withdraw the mandrel beyond the recessed section of the sleeve; then slip the insert into the recess [2], tang forward, and advance the mandrel until the slot engages the tang of the coil Press forward slightly on the handle of the mandrel and turn it clockwise to engage the coil in the threaded end of the sleeve While holding the sleeve, continue turning the handle of the mandrel until the serrated portion of the coil disappears into the first thread of the sleeve. The coil should be wound tightly around the mandrel, with each coil touching the adjacent one. Start the insert into the spark plug hole by turning the entire inserting tool over the hole [3] until the first coll picks up the first thread, Turn the coil into the hole until the face of the sleeve is approximately 1/16 of an inch from the face of the hole [4]. Then, holding the sleeve stationary, continue turn- ing the coil with the mandrel until the coil is free of the threaded portion of the sleeve 5]. Continue turning the coil in a clock- wise direction until the serrated end of the coil has entered to from Ys to % of a turn into the top thread of the hole [6]. Remove the inserting tool and check the coil posi- tion at the top. In order to effect satisfac- tory staking, the serrated end of the coil must be held closely to the above specified ¥, to 34 of a tum into the top thread of the hole. If, upon inspection, the end of the coil is not at least ¥4 of one tum into the top thread of the hole, the tool can be rei serted and the coil driven further,Do not put excessive pressure on the inserting tool during the in- serting operation, as this may pre- maturely break off the tang of the coil, In reinserting the tool to drive the coil in farther, be care- ful when engaging the tang in the slot of the tool in order to avoid pushing the bottom coil of the in- sert out of its thread, Do not try to back a coil out by using the insert- ing tool; this will probably break off the tang Slip a noose of string over the tang and draw the noose taut. Using a pair of long- rose pliers, grasp the tang near the notch and break off the tang [7], being careful to lift the coil from the thread Note: When breaking off the tang twist it in a clockwise direction to prevent the coil from being pulled out of its seat. Screw PWA-3367 Primary Expander into the insert as far as it will go [8]. Set the adjustable nut and tap the head of the plunger until the insert coil is firmly seated in the tapped threads of the spark plug hole. Draw out the plunger by turning down the adjustable nut; then back out the ex- panding tool Insert PWA-3944 Gage into the insert for a check of the inside diameter. If the inside diameter is too small, use PWA-3367 Primary Expander again. If necessary, the expander may be reset for additional expan- sion by moving the position of the fixed nut slightly towards the head of the plunger. If the inside diameter is too large (this is less likely to occur), the insert must be removed and a new insert installed. PWA-3420 Expander is a combination of an offset expanding and-a staking tool. The offset expanding part is used to offset and embed the points on the outside of the top coil of the insert into the side of the bush- ing. The staking part is used to stake each serration, and to stake the end of the top coil Remove the plunger from the offset ex-pander and insert the offset expander ito the coil insert. Engage the top coil of the in- sert in the short, threaded portion of the tool and turn clockwise until the end of the coil hits the stop on the tool. Make certain that the end of the coil is firm up against the stop on the tool. Insert the plunger and set the adjustable nut on the plunger’s spin- dle, The slot in the adjustable nut should line up with the slot in the fixed nut. Tap the head of the plunger [9] until the ad- justable nut contacts the top of the offset expander. This operation embeds the points of the last coil into the side of the hole Leave the tool in this position until the next operation is completed Slide the staking sleeve over the offset expander [10] and tap it with a hammer sufficiently hard to bottom the sleeve on the edge of the spark plug hole. This opera: tion stakes the serrations on the top coil, and stakes the end of the top coil. Make certain that the coil is fully staked, be- cause once the offset expander is removed, it is not possible to index the staking sleeve for restaking: Remove the staking sleeve and draw out the plunger by turning down the adjustable nut; then remove the offset ex- pander from the spark plug hole. Never try to remove the expander without first with- drawing the plunger. Insert PWA-3944 Gage into the insert for a check of the inside diameter.SPARK PLUGS AND SPARK PLUG LEAD CERAMIC CONNECTIONS.—Examine the ceramic insulation in the spark plugs for cracks or chips and replace any damaged plugs with new ones. Install new ‘ceramic connectors on the spark plug leads if con- nectors are cracked or broken. INTER-EAR DEFLECTORS.—Inspect for loose blast tubes and dents. PRIMER LINES.—Look for breaks, dents, pinched tubing, and broken unions. If neces- sary, replace with new primer lines ROCKER BOX COVERS—Inspect for cracks and warpage. Inspect the gaskets and replace with new ones if torn INTAKE PIPES.—Inspect for dents and cracks. Check condition of paint. INTAKE PIPE NUTS AND PACKING — Examine the nuts for breaks and condition of the threads. Replace packing if it is not in good condition. PUSH RODS—Inspect for cracks and check the oil holes in the ball ends for clog- ging Examine the rods for roundness and straightness by rolling them on a plane sur- face, Replace any ball ends which are loose or excessively worn PUSH ROD COVERS —Look for cracks and dents. Check the nuts at each end for condition of threads INTERCYLINDER DEFLECTORS, — Ex- amine the deflectors for dents, bonding, and the condition of the paint. CYLINDER BARRELS—Check the hold down flange for flatness, Examine the inside of the barrel for wear, which usually occurs at the rear. Check the bore of the barrel for out of roundness. Look for cracks, scoring, damaged fins, and other irregularities on the barrel CYLINDER HEADS—Exemine the fins around the head for cracks and breaks. Blend any sharp comers of broken fins be- fore installing the cylinder. Inspect areas adjacent to the spark plug bushings for cracks and also around the exhaust ports Inspect valve guides for wear. CYLINDER FIN BREAKAGE—If more than 12 inches in length of any one fin is completely broken off or if the total fin breakage on any one cylinder head exceeds 33 square inches, the cylinder must be re- placed, Where adjacent fins are broken in the same area, the total permissible length of breakage is 6 inches on any two adjacent fins and 4 inches on any three or more ad- jacent fins CYLINDER HOLD DOWN NUTS AND STUDS—All cylinder studs and hold down nuts should be examined for cracks, dam-} t aged threads and other visible defects. Clean the threads of the studs and nuts thoroughly, using a hand wire brush if necessary. Remove any roughness or burrs on the nuts, studs, or cylinder flanges. If one or more cylinder pad studs have failed or the cylinder has become loose on its pad, replace all of the studs in that particular pad. Note: When replacing present cyl- inders with lapped cylinders, a Ve hour ground run-up is required at 1200 to 1400 rpm, PISTONS. — Inspect the pistons for cracked heads and skirts, broken or distorted ring lands, scored or worn piston pin holes, excessive carbon deposits, broken rings, or rings seized in their grooves. Replace piston and rings together with cylinder, (See Note above.) PISTON PINS—Inspect the piston pin for scoring, cracks, excessive wear, rust pit- ting, and out of roundness. Check the fit of each piston pin in its bushing in the corre~ sponding articulated rod and in its bosses in the corresponding piston ROCKERS, — Examine the rockers. for cracks and galling on the inside diameter. See that no oil passages are obstructed. In- spect the socket in the push rod end of each rocker for looseness and excessive wear. If the surface is rough or uneven, the socket should be replaced. Check the condition of the threads inthe valve end of each rocker. VALVE SPRINGS —Inspect for cracks, broken ends, inadequate spring pressure, tust, and improper length. VALVE LOCKS.—Examine for burrs and galling. Check the fit of each pair of locks with its valve. A lock should have no percep- tible movernent when it is in place on the valve, and the radii of the lock and valve should coincide. VALVE SPRING WASHERS.—Inspect for cracks, pitting, and galling VALVES. — Examine each valve for stretching and drawing of the-valve stem, poor seating surface, and excessive carbon. STUDS—Check all studs for. looseness, possible fractures at the base of the threads, and projection length. Examine for cracks, nicks, burrs, and bent studs. Replace all dam- aged studs FAILED CYLINDER ASSEMBLIES —Ex- perience has proven that an engine which has suffered a valve or cylinder head failure may be successfully returned to service if the cylinder assembly is replaced. In order to understand the success of this practice, it is necessary to review the circumstances which cause cylinder head and valve failures. Cylinder heads usually fail when the ten- sile strength of their-material has been low- ered by excess heat and when the pressure inside the cylinder is extremely high. These two factors can cause rupture of the head The same conditions may exist in other cyl- inders which do not fail, and they regain their tensile strength when they have cooled.Because of this regeneration, itis clear that the cylinders are not permanently weakened by the excessive temperatures and pressures to which they are subjected Exhaust valve failures can usually be traced to an adverse condition in the par- ticular cylinder in which they fail. For in- stance, there may have been insufficient valve clearance, valve sticking, high cylinder head temperature, or other factors which tend to weaken the valve. Although experience has proven that en- gines with valve or cylinder head failures may be successfully returned to service, it is not recommended that all engines sub- jected to these failures be kept in service. Before replacing the cylinder be certain that no metal particles have entered the engine. Examine the link rod to ascertain whether or not it has been bent or damaged. Make @ visual check of all combustion chambers to determine whether or not they have been damaged in any way, Examine the push rods for damage also After the installation of a new cylinder assembly, a complete compression check should be made. The engine should then be given complete ground check. After this ground check, a second compresion check should be made. In addition, make a thor- ‘ough visual check of the engine, paying par- ticular attention to the condition of the cyl- inder hold down studs, cylinder heads, and combustion chambers. Aiter the replacement of a cylinder assem- bly, operate the engine in accordance with the recommended run-in sch-duleThese tables should be used in conjunc- tion with the Limits and Lubrication Charts, pages 72, 73, and 74. The letters “L” and “T" are used to represent loose and tight fits, respectively. The symbol *" indicates that worn parts should be replaced if any looseness is found, The expression “Fit To” indicates that a fitting operation may be necessary at assembly to obtain the required fit. The expression "By Selection" indicates that it may be necessary to select other parts oF ‘relationships of parts to obtain the Ye- quired fit. Unless otherwise specified, fits are diametrical. Reference numbers not listed in the following tables but appearing in the Limits and Lubrication Charts are required only in overhaul procedures, and are covered in the Cverhaul Manual, Part No. 86405. Ref. Replace- No. Description Min, Max. ment 25 Propeller Shaft Thrust Bearing Oil Seal Ring Gap (Fit To) 008 0126 26 Propeller Shaft Thrust Bearing Oil Seal Ring Side Clearance 0004 0046 O16 27 Propeller Shaft Thrust Bearing Cover Liner—Cover. 30 Propeller Shaft Thrust Bearing Spacer Pinch—Thrust Bear- ing Cover .. (Fit To) .004T cor" * 75 Inlet and Exhaust Valve Inner Spring Pressure at 1¥4 in... 881b. 92Ib, 83 Ib, 76 Inlet and Exhaust Valve Outer Spring Pressure at 1% in... 98lb, 102 1b, 9B Ib, TI Exhaust Valve Guide—Valve. 0055L 010 78 Exhaust Valve Guide—Cylinder Head. coor 00s 4 79 Exhaust Port Liner—Cylinder Head. 006T 013T > 80 — Exhaust Valve Seat—-Cylinder Head. 906T O10T - 81 Rocker Ball Socket—Rocker.. 000 oo2sT * 82 Push Rod Ball End—Push Rod. 0OlT 0025T * 84 = Inlet Valve Guide—Valve............ 0015L 004L 010 85 — Inlet Valve Guide—-Cylinder Head. 000 OOIL 002 86 Inlet Valve Seat—Cylinder Head... OO0sT . O0BT * 89 Rocker Shaft Large Bushing—-Cylinder Head... oot olor * 90 Rocker Shaft Large Bushing—Rocker Shaft... 001T 004T < ST Rocker Bearing—Rocket evr OolsL 002 92 Rocker Bearing—Rocker Shaft. E ost * 93 Rocker Shaft Small Bushing —Cylinder Head.. os. 0015 004T z © 94 Rocker Shaft Small Bushing—Rocker Shaft.Ref. No. 352 353 354 355 356 357 358 618 631 632 633 649 650 652 653 670 679 Description Piston Ring Gaps Wedge Type Compression—Top Groove.. Wedge Type Compression—2nd Groove. Wedge Type Compression—3rd Groove. Rectangular Compression—Top Groove. Rectangular Compression—2nd Groove.. Rectangular Compression—3rd Groove... Dual Oil Control—4th Groove... Scraper—Sth Groove... Compression—5th Groove. Piston Ring Side Clearance Wedge Type Compression—Top Groove... Wedge Type Compression—2nd Groove Wedge Type Compression—3rd Groove.. Rectangular Compression—Top Groove. Rectangular Compression—2nd Groove. Rectangular Compression—3rd Groove Dual Oil Control—4th Groove. Scraper—Sth Groove.. Compression—5th Groove. Piston Pin Aluminum Plug—Pin ... Piston Pin Bushing—Pin c Piston Pin Bushing--Master and Articulated Rods... Piston—Cylinder Barrel Piston Pin—Piston.. Engine Mounting Rigid Bracket Bushing —Bracket Vacuum Pump Oil Seal Retainer—Rear Crankcase. Vacuum Pump Drive Gear Splines—Coupling Splires.. Vacuum Pump Drive Gear Oil Seal—Retainer... Generator Drive Gear Oil Seal-+Rear Crankcase. Accessory Drive Shaft End Clearance Accessory Drive Gear Bushings —Geer. Accessory Drive Gear Splines—Starter Jaw Splines.. Accessory Drive Gear Cil Seal Ring Side Clearance. Magneto Drive Gear Oil Seal—Retaine: Magneto Drive Gear Oil Seal Retaine-—Magneto Adapter Fuel Drain Valve Upper Housing—Lower Housing... (By Selection) Min, Ol7L 0045T o21L 0003L -0005T OIL co2L 01ST o2T 007 025L 0003T 002 oolT 0005T .0005T 0075 0075 007 01ST 0033L_ oosT 025L OIL o02sT 005L 005L 0065T co7vT 025 .0045L oo12L 010 OT 0025T .0025T Replace- ment 001 031 003No. 702 703 722 724 75 12 730 Bl 732 733 734 735 749, 7 7 718 Description Auxiliary Drive Coupling Splines—Gear Splines. Auxiliary Drive Gear Oil Seal—Auxiliary Drive Adapter. 01ST Tachometer Drive Gear Inner Adapter—Oil Se 01st Pressure Oil Transfer Pipe Bushing—Interm Crankcase Pressure Oil Transfer Pipe Bushing—Pipe.. ‘Main Oil Screen—Rear Crankcase.. ‘Main Oil Screen Check Valve Stem—Valve Seat... 0005L Main Oil Screen Check Valve Spring Pressure at 13/16 in, 2.25 1b, Main Oil Screen Retaining Spring Pressure at 13/16 in..... Ib, Main Oil Screen By-pass Valve Housing—Rear Crankcase.... 000 ‘Main Oil Screen By-pass Valve Housing—Valve. 02. Main Oil Screen By-pass Valve Spring Pressure at 136 in. 25'Ib. Fuel Pump Adapter—Oil Seal... oo1sT Dual Auxiliary Intermediate Drive Gear Oil Seal—Retainer O0IT Dual Auxiliary Drive Gear Splines—Coupling Splines. a02L OT OIL 003L Dual Auxiliary Drive Geer Oil Seal Retainer—Adapter... 000 1.75 Ib. 6 lb. 15 ib.uoy295 1wosy 404 UOYD UONBZqAT puD s1}W/T Nj poulvautn trata vend hn OSSlwouses e024uDID 10} UEYD uoUBHqaT puD SHUNT| The corrosion preventive mixture used one part corrosion preventive compound, in the following instructions is composed Rust Ban 604 or equivalent. of three parts engine lubrication oil, and ENGINES INACTIVE FROM ONE TO SEVEN DAYS When it is definitely ki wn that the should be operated every second day at plane will be idle for more than one day 1000 rpm for 15 minutes or until the oil but not more than seven days, the engine temperature reaches 65°C. (149°F.) ENGINES INACTIVE OVER SEVEN DAYS + INSTALLED Not PARTS PROCEDURE 7 to 30 | 30 days | “installed days | or more | in aircraft Engine Before washing the engine look for oil leaks which may - ° Cleaning | indicate loose connections, packing, or nuts. Wash the engine externally with kerosene or cleaning solvent removing all cil, grease, and dirt. Preliminary | Drain the oil from the engine and from the oil tank 4 v Preservation | through a clean cloth into clean containers. Examine the cloth for foreign matter. Store this oil for use in subsequent preparation of the engine for service. Re~ install the oi drain plugs, end fll the oil tank with enough ‘corrosion preventive mixture to insure lubrication during the preservative running period. Blank off or by-pass the oil cooler so as to produce an inlet cil temperature of 95°C to 102*C. (203°F to 215°F) for engines installed in aircraft, or an outlet oll tempera- ture of 104.4°C to 121°C (220°F to 250°F) for engines rot installed in aircraft. Run the engine on normal leaded gasoline for at least 15 minutes at idling speeds, Using the corrosion preventive mixture as a lubricant. At the end of the run, open the throttle to attain a speed of 1500 to 1600 rpm just before shutting down the engine. Immediately prior to the cessation ofthe firing impulses, inject from 1% to 3% pints of corrasion preventive ture (under air pressure from an auxiliary tank) into a suitable opening between the carburetor and impeller such as the blower rim temperature connection or the aa © manifold pressure gage connection in order to coat the 4PARTS PROCEDURE INSTALLED 7 t030 days 30 days Not installed in aircraft servation (Con't.) induction system and cylinder bores. If facilities are not ‘available for the injection of corrosion preventive mixture through the induction system, spray the cylinder bores ‘through the spark plug holes within 2 hours after engine shut-down, Spray sufficient mixture into each cylinder with the piston at the bottom of its stroke to insure adequate coverage ofall internal surfaces Mixture Drainage While the mixture is still warm, drain the corrosion pre- ventive mixture from the engine, the lines, and the cil tank, Remove, clean, and reinstall the main oil screen and scavenge oil strainer. Reinstall all oil drain plugs Spark Plugs Disconnect the spark plug leads and remove the spark plugs. Install protector caps on the spark plug lead con- rectors. Clean the spark plugs in clean unleaded gasoline ‘and dry them with compressed air. Coat the spark plug threads with a light olor suitable rust inhibitor and store them in a dry place. Install protector caps on both ends of the plugs if special cylindrical protective cartons are not available. Place the plugs in a suitable container to be shipped with the engine, Exhaust Valves Thoroughly spray each exhaust valve with corresion pre- ventive mixture through the spark plug holes or the ex- haust ports, Be sure each exhaust valve is fully open when t is being sprayed. Use only dry air to operate the spray un. Rotate the propeller shaft at least four revolutions in the normal direction of rotation to work the mixture into the exhaust valve guides. Install exhaust port covers.© INSTALLED oor Sai | La ome Ene [| the oil temperature given above in “Preliminary Preser vation”. If, in cold weather, the engine was preserved at low temperature, or if the alternate method of treating cylinder bares was used, the rockér box covers must be removed and the rockers, valve springs, washers, and valves sprayed with corrosion preventive mixture Cylinder With the inlet valve open and the piston at the bottom of | yor - - Treatment | its stroke, sprey corrosion preventive mixture into the front spark plug hole of each cylinder. This spray should bbe deposited on the inlet valves and the cylinder walls. Rotate the propeller or propeller shaft at least six revo- lutions to insure piston ring coverage for each cylinder Respray each cylinder without turning the propeller shaft to cover the cylinder walls. Do Not Turn the Propeller Shaft After This Spraying of the Cylinders If the shaft is turned, the spraying procedure must be re- © peated Dehydrator | Install dehydrator plugs in the spark plug holes of all] 4” v e Plugs cylinders and tighten them to a torque of 20 to 25 inch- pounds. Do not remove the moisture seals from the plugs until ready to install. Install a dehydrator plug in the top of the rear case, Thrust Remove the thrust bearing cover and thoroughly coat the - Bearing —_| thrust bearing with corrosion preventive mixture, then reinstall the cover.INSTALLED Not PARTS PROCEDURE 7 to 30 | 30 days | installed days | ormore | in aircraft Carburetor | When the carburetor is removed from the engine, secure Pa Opening in| a /2 pound bag of dehydrating agent to the inside of the the Interme-| carburetor mounting flange cover. Secure the cover to the diate Rear | flange using acid-free waxed paper as 2 gasket between Case the cover and the flange. Seal the parting line of the cover and flange with tape. Propeller | Coat the exposed surfaces of the propeller shaft with cor- - Shaft rosion preventive mixture. Install a thread protector on the front of the propeller shaft and cover the splines with acid-free waxed paper. Accessories |} All accessories not attached to the engine should be - ¥ treated for proper storage preparation. Slush the fuel pump and propeller governor pump with the specified slushing oil. Drain the excess oil and wrap these ac- ccessories in acid-free waxed paper before placing them ina shipping carton, Accessory | Remove all accessory drive cover plates. Cover the - Drives drive ends with corrosion preventive mixture, then rein- stall the cover plates ings | Seal all breathers, cil inlet and outlet connections or any ¥ - ‘other openings not otherwise covered by plates or covers with moisture-resisting sealing tape External | inspect the engine carefully, checking all nuts and cap - - Inspection | screws for tightness. Inspect for loose or broken safety wire, missing plugs, or damaged parts. Make certain that the intake pipes are tight at both ends, a ounuerer nous@ INSTALLED ne PARTS PROCEDURE 7 to 30 | 30 days | installed days or more | in aircraft Accelerating | Remove the pump assembly from the carburetor adapter vv Pump by unscrewing the six long screws. Keeping the pump assembly together, fasten nuts to the six screws. Remove the Ye inch NPT plug in the boss on the pump body end. attach an cl flushing line to the connection Plug the blower throat vacuum passage on the pump ‘adapter to prevent slushing oil from entering the air side of the diaphragm. Place the pump in an upright position with the discharge nozzle pointing upward and flow cil into the assembly until it discharges from the four ¥4 inch holes in the plot end of the pump adapter. Remove the cil flushing line from the pump and install the Y¥é inch plug in the boss. Drain the oil from the pump, wipe it clean, and:remove the plug in the vacuum passage. Remove the ruts from the screws and install the gasket and the pump on the carburetor adapter, making sure the vacuum pas- '29¢ in the pump lines up with the passage in the adepter. Warning | Place a werning tag on the propeller or the propeller shaft | sa” v v Tag and a similar tag in the airplane cockpit stating that the © propeller or the propeller shaft must not be turned until all dehydrating materials have been removed from the engine. Inspection | All dehydrator plugs must be inspected every 7 days and] 1” v v the color of the dehydrating agent compared with that on the humidity indicator. Any plugs indicating a relative humidity of more than 20 percent are unsafe and should be replaced. When it becomes necessary to replace a de- hydrator plug, the dehydrating agent in the exhaust tal pipe and in the cafburetor air scoop should also be re- placed, If frequent replacement of a particular plug be- comes necessary, the section of the engine in which that plug is located should be checked for inadequate sealing, Preserving Carburetor Installed on Engine carburetor, completely fill the carburetor through the fuel inlet with slushing oil Remove the drain plugs from the bottom of the carburetor and allow the slushing oil to drain, Actuate the throttle and mixture con- Disconnect the carburetor fuel transfer pipe from the carburetor and the fuel supply line from its mounting pad. Install a suitable nipple in the carburetor fuel inlet connec- tion. Taking care to keep the slushing oil, Grade 1065, away from the automatic mix- ture control and the air chambers of the trols several times while flushing the car- buretor. After allowing all oil to drain from the carburetor, reinstall the connectionsand plugs but leave the fuel transfer pipe disconnected. Seal all of the openings in the carburetor and the ends of the fuel lines with suitable plugs. Preserving Carburetor Not Installed on Engine When an injection carburetor is to be out of service for a period exceeding 10 days, prepare it for storage in accordance with ‘one of the methods outlined in the following instructions. Use only unleaded gasoline or naphtha for cleaning. Use only oil Grade 1065 for preservation purposes. Regular Method Remove the drain plugs from the metered and unmetered fuel chambers. Remove the fuel drain plug from the lower left side of the carburetor adjacent to the knurled idle mixture adjusting nut. The fuel will drain from the carburetor when these plugs are removed. Unscrew the air chamber drain plug and allow any moisture to drain out, replacing this piug immediately so that no slushing oil will get into the eir chambers. ‘When the carburetor has drained thor- oughly, replace the three plugs. Remove, inspect, and reinstall the fuel strainer. If there is a plug installed in the vapor vent outlet, remove it at this time. Place the manual mixture control lever in the auto rich position and the throttle valves in the wide open position. Connect the oil supply line to the carbu- retor fuel inlet and inject slushing oil at 10 to 15 pounds per square inch pressure Until oil flows from the fuel outlet. Do not permit the overflow oil to run into the main or boost venturis and the impact tubes, or on the automatic mixture control unit, be- cause the presence of oil on these parts will cause a collection of dust and grime which will-tend to alter the contour of the main and boost venturis, clog the impact tubes, and cause a variation in the calibration of the automatic mixture control unit. Remove the fuel drain plug and the plugs to the metered and unmetered fuel cham- bers and drain the excess oil. Note: Slushing oil used in carbu- retor preservation is continually picking up gasoline. Although the oil can be reused, it should be dis- carded when the gasoline content reaches 2 percent by volume Replace and safety all plugs. Plug the fuel inlet. If the fuel transfer pipe from the fuel control unit to the’fuel discharge nozzle is not to be left on the carburetor, plug the outlet provided for this pipe. Plug the vapor vent line connection and all other openings in the carburetor. Lubricate all joints in the control linkages with slushing oil; then lockwire the throttle valve in the closed position. If the carburetor is to be shipped over salt water or stored near salt water, spray the exterior surfaces with slushing oil, making sure no oil comes in contact with the main or boost venturis, the impact tubes, or the auto- matic mixture control unit, Set the carbu- retor aside and allow the excess oil to drain. Air Pressure Method of Carburetor Preservation The oil slushing operations may be ex- pedited by applying a definitely controlled air pressure to the air chamber in the regu- lator front body. This air pressure will ‘open the poppet valve and allow oil to flow freely into the carburetor. This operation should be performed with extreme caution according to the following instructions. Flush and drain the carburetor as. pre- viously described in the regular method; then remove the “A” chamber plug in the top of the regulator front body and installa fitting having a 3125-24 thread, a taper seat, and a No. 40 (,098 inch) drilled hole. Attach an air pressure line to the fitting, with a pressure regulator and a pressure gage incorporated in the air line. Regu- late the air pressure so it will not exceed 20 pounds per square inch. It is extremely important that the air pressure applied to the regula- tor air chamber not exceed 20 pounds per square inch. Any in- crease in this pressure could cause damage to the large air diaphragm cr reverse the small balance dia- phragm, both of which are in this chamber of the regulator. When the oil line and the air line are connected to the carburetor, turn on the oil pressure; then turn on the air pressure. Let the oil flow into the carburetor until it ‘comes out the fuel outlet in the fuel control unit, Turn off the air pressure first; then turn off the oil pressure. Replace and lockwire all plugs. Plug the fuel inlet. If the fuel transfer pipe from the fuel control unit to the fuel discharge nozzle is not to be left on the carburetor, plug the outlet provided for this pipe. Plug the vapor vent line connection and all other openings in the carburetor. Lubricate all joints in the control linkages with the flush- ing oil: then lockwire the throttle valves in the closed position If the carburetor is to be shipped over salt water or stored near salt water, spray the exterior surfaces with slushing oil, again making sure that no oil comes in contact with the main or boost venturi surfaces, the impact tubes, or the automatic mixture con- trol unit. Set the carburetor aside and al- low the excess oil to drain, Represerving the Engine At inspection, when the color of the crystals of the dehydrating agent contained in the humidity indicator indicates a humi ity greater than 20 percent, use the follow- ing procedure to represerve the engine: Cut off the engine envelope seal and carefully roll the envelope down to the top of the support cone. Remove ‘all of the bags of dehydrating agent and all dehydrator plugs indicating an unsafe color and any bags of dehydrating agent in the induction system or the exhaust manifolds of the cylinders affected. Re- move the humidity indicator, Attach fresh bags of dehydrating agent to the cylinders and install new dehydrator plugs in the open spark plug holes. Secure new bags of dehydrating agent in the in- duction system and exhaust manifold in place of those removed. If the crepe paper around the cylinders was removed, replace it after attaching a new humidity indicator in place on No. 1 cylinder. Roll up the envelope, clean the open edges, and seal them with a heat-sealing iron along the top. Gather the envelope and fasten it around the propeller shaft. Cylinders whose dehydrator plugs i cate a greater humidity than 20 percent should be inspected through the spark plug holes. If a band of corrosion is observed at the top of the cylinder barrel, remove one cylinder from each row and inspect for fur- ther corrosion. Remove the rust and respray the cylinder. When significant corrosion is present other than in a band at the top of the cylinder above the limit of ring travel, or if there is corrosion in the power section, the engine should be turned in for overhaul = i gs preserving the installation, har S (68°F, sten and remove the ¢ 3 Lifting Ey 0 igid mounting brack- gid bracket and bent bol from the stand with a minimum capacity of two tons. etsand install th the support cone on the ers and nuts e@ position but case base with the support cone nting plate in position, under the elope inside he large reinforcing wash- ting plate Carefully lower the engine onto posite bent b FE: ‘UNSAFE—the mounting plate. Lower the engine onto the cone and fasten the mounting plate to the cone Cover with tape any protruding nuts, studs, or safety wire which might damage the protective envelope. Fasten two 1 pound bags of dehydrating agent fo each cylinder. Attach the humidity indicator to No. 1 cylinder, wrap crepe paper around the power section and bring the protective envelope up around the engine. Install the spacer on the propeller'shaft, place the rein- forced opening in the envelope over the shaft, and screw the spanner nut tight against the.envelope. Install the protector cap. Seal the protective envelope, withdrawing as much air as possible without shrinking the envelope tight against the engine. A good seal is transparent. Fasten the excess envelope material around the propel- ler" shaft Install the four side panels in the base, attach the carburetor and accessories to the packing case cover, and lower it in position. Pass two steel straps over the top and under the bottom of the case and tighten the turnbuckles. Pass the third strap around the case hori- zontally and tighten it. Place the engine log data sheets behind the inspection port cover and wire the cover, \ aTool No. PWA-144 PWA-197 PWA-455, PWA-459 PWA-489 PWA-672 PWASIT PWA-1333 PWA-1683 PWA-1686 PWA-1886, PWA-2210 PWA-2302 PWA-2417 PWA-2420 PWA-2446° PWA-2537 PWA-3687 PWA-2724 PWA-2835 PWA-3001 PWA-3013 PWA3168 PWA-3197 PWA-3252 PWA-3367 PWA-3420 PWA-3492 PWA-3044 PWA-4102 PWA-4142 PWA-5002 PWA-5072 TAM-1161 ‘TD-28797 Tool Name ‘Wrench Bar Depressor Compressor Clamp Gage Sling Eye Wrench Puller Wrench Wrench Pusher Indicator Template Straightedge indicator Tester Wrench Wrench Driver Wrench (Wrench Nut Plug Expander Expander Tap Gage Extractor Indicator Wrench Wrench Stand Plate Application Removing and installing intake pipe upper nut Turning the propeller shaft Depressing valve springs ‘Compressing valve springs Compressing piston rings Measuring valve clearances Lifting engine in flight position Lifting engine in vertical position Removing and installing spark plug lead nuts Loosening main oil sump Loosening or tightening nut on radio shielding Removing and installing rocker box sump sup- ports Removing piston pin Timing and synchronizing magnetos @ Timing magnetos Timing breaker points of magneto Finding top center of piston stroke Testing ignition harness assembly Removing and installing cylinder hold down nuts ‘Adjusting valve clearances Installing spark plug Heli-coil inserts Removing and installing push rod packing nuts Removing and installing spark plugs Installing cylinder Replacing spark plugs Spark plug Heli-coil insert Spark plug Heli-coil insert staking Spark plug Heli-coil insert Spark plug insert Spark plug Heli-coil insert Positioning No. 1 piston Removing and installing palnuts Removing and installing intake pipe lower nut Holding engine y Holding engine in stand \3@APPENDIX The data included in this Appendix is intended as a handy reference for the users of this publication. The nature of the dota should expedite the solution of the many mathematical problems which arise daily in the course of one’s work. ‘Suggestions for the enlargement of this type data are invited 0 that this publication will serve the dual purpose of giving specific maintenance instruction and in addition, information of ageneral nature desired by the users of this book.INCH FRACTION CONVERSIONS Area mm Inch Sq. In. Equiv. Fraction 0002 297 0008 794 0017 0031 1.587 0048 0069 2.381 0094 2778 3.572 3.969© CENTIGRADE-FAHRENHEIT CONVERSIONS oF = 9/5°C 4 2 = 18.0C + 178) sc = 5/9 CF —%) CFIC Fe C. FIC Fr. C. ALC F CFIC Fe 22 0 1120) 47 8 1760 17S aN) 29224508 567 70 — 940) 224 85 18501044 220« 428.0 | 2578 © 4808400 <1 0 —760| 22 9 10 1072 25 4970/2433 4708780 0 —580| 350 95 2030 © 1100230» 4460 | 2489 © 4808960 «0 —40| 378 100 7120 128235 4550| 2544 4809140 10 20] 6 105 m0 1156 © 2404640 | 2600 © 500 982.0 —35 —130| 63 0 200 «183 45 a73.0| 26546 © 510.9500 0 — 40] 41 5 2390 12112504820) 7115209680 —15 + 50| #9 120 2480 ©1267 260» «5000 2767 50 986.0 —10 40} 5171252570 1322 705180 | 2822 54010040 —5 m0| 544 190 2860 ©1978 © 200» «5360/2878 550» 1022.0 0 = a20| 572 13527501483 905840 | 2933 580 10400 5 4.0) 600 1402840148. 3005720 | 2989 © 570——*1058.0 10 500) 628 14529301544 310S 5900 | 3044 58010760. 15 59.0 | 656 150 ©3020-1600» 2068.0 | 100-50 ——1050.0. 2068.0) 683155 BNO 1656 = 3906260 3156 = 60011120 25070) TIN 16032007 404k | 3287 = 62D 1148.0 3 86.0 739 «16530767 350620 | 3378 641840 as 950 | 767 170 «53801822 36000 | 348.9 © 660 1220.0 % © 1040| 794 «1757078 3708.0 | 3600 © 69012560 o 4% 1130| 622 190560190380 7140| 3711 70012920 501220 8501853650989 907340 3822 © 72013280 551910 | &7.8 ©1190-3740 2044 40075203933 740 «13640 © 140.0) 906 © 19538302100» 410.—«7700| 4044 760 © 1400.0 6 49.0 93.3 2003202156 «= 20S 7080 | 4156 © 780 1486.0 7 1580 961 205 «40.0 221.1 4006.0 | 4267 80014720 75 1670 989 710=S 100 267 awk | 4378 820 «1508.0 ‘CONVERSION FACTORS Weight Weight by To Obtain Multiply ty To Obtain Ounces (vp) 0625 Pounds (evdp) Tons long) 2240 Pounds (evde) 4075 Groins 1016 Kilogrems 2838 Grams et een Tons (metic) 1000 Kilogrom pice seseeremee. CSCS 2205 Pounds (avdp) Pounds (avd) 6 Ounces (edvdp) 1.2025 Tons (short) 7000 Grains Fane ae Tae oreo oe Leseal Klogroms 2205 Pounds 1.2528 Pounds (wey) Grams 907 Dyess resi) poe Poornds (ewe) Dynes 2.248% 10-* Pounds 907.18 Kilograms ) 90718 Tons (metric) Pounds/hp 49 Ko/evCONVERSION FACTORS ° Pressure Density nto Te Obtale —Matity te Oba Peauaieig be ‘Atmospheres Pounds/eu in. Graaf ea Gar Mi ereer za. maton 703.1 Ka/sq meter 1728 Pounds/eu ft ee al Pounds/cu ft (01602 ‘Groms/eu em Pounds/sq ft. 19242 In. of water 16.02 Kg/eu meter Aa Kae aa Grams/ev em 62.46 Pounds/eu ft me head pEeaec” wen aaa ; zea agi ito” Krome 1.033 Kg/sq em Kg/cu meter 0624 Pounds/eu ft io ran 2116 Pounds/sq ft toa hao Enersy = ie Mutiny % Te obin so. coo ies = & as foes aire 98692 Atmospheres: 2s atimncry Kelis 398 ok a ay, ol ua ee oa a a ee tig e Ko/eq meter 2048 Pounds sq ft aeeng ae aa in 7798 Fete aia a 1422 Pounds/sq_in Eras 7376x10-* — Footspounds Based on water at 15°C ond mercury at0°C.. Power tiny Te Obtain abity n/n hie * Kaelin ce Res ees an eee i= I Hp metric (cv)* 41.83 ‘Btu/min 200 eel oo =a as - ghee fs gen iat Kgataia te Wate owe Horsepower Bruin #(Cheval-vopeur) nies . ‘Metric hp (x) Kg cal/min vateCONVERSION FACTORS Length By To Obtain To Obtein Inches 2.540 Centimeters Square inches 6452 Sqm 1000 Mis ‘Square feet 9 ‘Sq cm Feet 3048 Centimeters 14a 5 inches 2 inches 09290 3q meters 3048 Meters am 8q yords 0333 Yords Squore yards ° Sq feet Yards 3 Feet 8361 ‘Sq meters 14d Meters = 40 ‘Acros ‘5280 Feet 2590 ‘Sq km 1.609 Kilometers 1760 Yord: Square em 1550 Sq inches Es 4 we ‘Square meters 1076 ‘Sq foot Centimeters Inches 1.196 Sq yords ‘Meters Inches ‘Square km 3861 ‘Sq miles san Hectares 2471 ‘eros Kilometers 9281 Feet ners =< Sq feet 624 Miles tat i« =. Circular mils 785 Sq mil Jon Nore 785 x10-T Sq inches Degrees (Angle) “01745 5.067 x10-® Sq em Volume ‘Multiply Multiply by To Obtain Cu inches. Quarts 2 Pints 01732 Quarts Barrels-coil 42 Gallons-oil Go feet Cu inches Uerualdy) US. gal, liquid Cu meters Imperial got Cu yords Uners US. gol imperiel gal US. gal Liters tiers Cu inches Co yords 2 Cu feet 7646 Cu motors Gu feet oz GS gal Cu inches US. gal 1337 Cu feet Cu meters Co feet 231 Cu yards 4 US. galCONVERSION FACTORS Velocity eo. To Obtain Multiply By To Obtain Feet/see Kot 1.699 Feet/ice Miles/he 1.853 Km/he { 1.152 Miles /he / (eae ee 5148 Moters/sec Keats peers eater eee re _ Seeley ime sig Feet/see 5396 Knots ies or ou Miles Meters see Feet see Km/h Rpm Radians/sec Miles /heMATERIALS MATERIALS Specific Density Specific Density Material Gravity tb/eu in. Material Gravity 1b/eu. in. Aluminum 270 097 Magnesium en 10a! 068 AL. Alloys, 28 an 078 Mag. Alloys 1.80 065 3s 273 99 Micarte a 1.35 049 4s 272 278 Wonel 890 33 248 279 101 Nickel 8.90 324 528 2.65 076 ——Plastecele 1.35 049 195 277 3100 Plexiglas 118 043 355 268 097 Pyralin 135 049 Asbestos 246 089 Rubber Bokelite 1.35 049 (Eng. Mount.) Berylliom 1 1065 45 Durometer Reoding 1.06 038 Bross 84510870 3050313 50” am 040 Bronze, Al 770 7 a 8 17 042 Bronze, Phos. 8.88 321 Ie |B 124 044 COpPEF se 890 32 Silver 105 380 Cork, compressed 23 008 Steel 784 283 Feet . 08 003 Stee, sinless 7.86 284 Formica 135 047 Tin 729 263 Gloss, sofety 253 ‘091 Woods, Ash 6610.85 02410031 Gold 19.32 97 Cedor 4410.57 018 10.021 Inconel 855 309 Fir 4810.55 017 t0.020 Iron, cast 7.20 260 Hickory 7410.80 027 10.029 tron, wrought 790 284 Mahogany “5610.85 0200031" K Monel 8.38 310 Pine 3810.60 01410022 leod 1140 a Spruce 4810.70 017 t0 025 Leather 35: 04 Zine 79 259 tiquips GASES Specific Density Density’ Liquid Gravity 1b/U.S. gol Gas Ww/eu ft ‘cohol (ethyl) ar 6a ir 07651 (at 59°F) Benzine 58 a 08071 Gosoline n 60 eis Diets aaa Carbon Monoxide 07807 * Glycerine 126 105 ‘ae ste Mercury 1355-1130 tiekooen ‘DOSE oil 7h Nitrogen on 07807 Ethyline Glycol M293 Oxygen 089212 Woter 1008s “At otmospheric pressure and 0°C.COLOR CODE FOR AIRCRAFT PIPING Line Color Band Antisicing White = red Compréssed Air — Low Pressure Light bive - light green High Pressure Yellow - light Exhaust Analyzer Light bive - brown Fire Extinguisher Brown Ful Hydraulic Manifold Pressure «White - light blue oil Yellow Oxygen Light green Pitot Pressure Black Prestone: White - black - white Static Pressure Black -light groon Steam Light blue - black Vecuum White - light green Vent Red «black Water White UNITED STATES CLASSIFICATIONS NC Commercial NR Restricted NX Experimental AIRCRAFT INTERNATIONAL MARKINGS cc Chile “08 Peru CF Canada OH Finland cL Cuba 00 Belgium cM Cuba OY Denmark CS Portugal PH Hollond cK Urvgvory PP Broz D Germany SE Sweden FC Spain Te Turkey 1 kelond USSR Russia F Fronee VH Australia Great YT India HA Hungary XA Mexico HB Switzerland XB Mexico HC Eevador XH Honduras HH Columbia xT China 1 taly YR Rumania J Jepan YT Yugoslavia 1S Guotemela YU Yugoslevia IN Norway YW Venezuela Wy Argentine 1K New Zeolend Nou 7S Union of S. Africa EQUATIONS RELATING TO ENGINE POWER ‘Standard Conditions for Power Measurement: At Sea Level Barometric pressure — 29.92 in. Hg. Humidity (water vopor pressure) — 0.00 in. Hg. Temperature = 59.6°F At Altitude Pressure and temperature of stondord eltitude Humidity zero at all cltitudes Propellor Load Curve hes = hes Cy Torque. Broke Mecii Effective Prsire En Bhp tf tv Displocement x rpm £2025 xP pin, = 5250 HO ty. "em 3m Indicated Horsepower. hp = bhp + fiction hp bbmep Torque ‘Mechanical Efficiency, per cent Thermal Effiiony, per cont (< 2545 peta aera)15,000 16,000 17,000 18,000 19,000 20,000 21,000 22,000 23,000 24,000 o”” 59.0 554 a9 483 447 a2 37.6 340 305 269 233 198 162 126 v4 35 1. —16 —52 a8 —123 —1s9 —195 —n0 266 —302 Temp.—1 | p Altitude P [|e |in Me | | ve A. inHg? ofve 1502992 002378 1.0000 26000 337 —365 1062 001028 4923 130 2886 002309 $710 27,000 27.3 38S 10.16 000992 4171 10 27.82 0022429428 28,000 40.9 —40.5 9.720 000957 4023, 91 2681 002176 9151 29,000 444 42.5 9.293 000922 3879 71 2584 0021128881 30,000 48.0 —44.4 8.880 000889 3740 51 002049 8616 31,000 51.6 464 8483 000857 3603 31 onises = 8358 32,000 —S5.1 —48.4 8101 000826 3472 u oois28 8106 33,000 —58.7 —S0.4 7.732 000795 3343 genes ee toes Pay (34,000 --62.2 —52.4 7.377 000765 3218 te a1ee, OIA ENF saso0) 65. —6kS 70K 00078E » Ove Te RS MSS Tako 67.0 550. S708 OUT 2942 —68 1979 001702 7154 37,000 670 550 6395 0006712824 — 88 1903 oped 4991 38,000 670 550 6.0% 000640 2692 —108 1829 001596 e712 39,000 670 —s50 5812 00610 2566 127 1757 oo1s4s 6499 40000 670 —550 55a 0005822447 147 1688 014966291 ~ 41,000 —67.0 —55.0 5.283 000554 2332 167 1621 00144 6088 42,000 --870 —550 5036 000829 2224 187 15.56 0014015891 43,000 —670 —s50 4802 000504 2120 207 1494 001355 5698 44000 670 —550 4578 2 226 1433) 001311 5509 poe pee) abe mal ont aus 1975 coins sony 45000 67.0 S50 4364 000457 1926 aes ‘oors stag 49000 67.0 550 4.160 0008371837 106 1260 ones ava «7900-67. $50 3966 0004171751 306 1210 00143 4s0s 48.000 670 550 3781 000397 1609 32.5 11.59 001103 46a «49,000 67.0 —550 3.604 0003791591 B45 11.10 001065 4480 50,000 67.0 550 3.436 0003611517NUMBERED DRILLS Drill Diam. Drill ~— Diam, Diam. Drill Diam. Drill ~— Diam. Drill ~— Diam. No In No. ims No. nN, sn. N InN, In 120 280s 55052015800 aks gone 2 2077136560678 700280 2.2190 «912855708030 ak 08s 71020 4. 209 311200580420 ag ts aso? 050 Bp cmiss reaction yal gone | feet aes tenn tigsst pout see mezoo |Heesa SCOTT SOME S01 apf leer eect ie eee eee oe 7 ioe SEO at ae as cde) an 2 8 8 en oe et Oe 9 1960360650870 10 1935, 7 1040 64 0360 in nee aa aie asf ee n 1910 38 1015 65 0350 4 PRO ey 108m) a 1. a 4 OS oe & an 2 «8 @ oe om ig ee ee ee er ee ee 4182041960605 LETTERED DRILLS Drill Diam, Drill No. In. a es co om Tae 1 aso see M35 Vr N 902 W886 270 M6 OX mPa aa 2 @ mm 2 a 1m kateBurdig yosrary 404 epor 40/09 umn yalvM INVIOO) ———>/ sovn ors ina, ———-_/ | 34S DULVs Pos” —- ee —— aunssaud Loud sy > a0 on norm Wo onuv2K1 ———-S anye won asin. ews i [7 3unssaad GIOJINVW ame aon — work HON SSS rrr ox Messina 20 + ¥31V3H ISNVHXxa and (ransszi4 HOIH) ‘uly Gassa¥dWwOD i per ey (2unssz4d MOn) ES av assnawoo Id ONIN ONIdid LaVaOUIV YOs JdOD AO1OD e0 oe 0 s0}91nq09 uo}}r9Iu Bioquioys jo wosBo1g 23y0WeYy>s aP Sp aimee i Rs arora oss x i) oo |