EO 10A-10BA-3 ROYAL CANADIAN AIR FORCE REPAIR AND OVERHAUL INSTRUCTIONS WASP S1H2, S3H1, S1H1G, R1340-AN1 AND PC1 ENGINES N LATEST REVISED PAGES SUPERSEDE REVISIO THE SAME PAGES OF PREVIOUS DATE NOTICE Insn revised ages int bese publieation ISSUED ON AUTHORITY OF THE CHIEF OF THE DEFENCE STAFF 18 JAN 55May 57 May 57 May 57 May 57 May 57 May 57 May 57 May 57 EO 10A-10BA-3 LIST OF RCAF REVISIONS PAGE NO 209 215-216 217-218 220 221 224 237 239 98 130 131 DATE 7 Mar 60 3 un 60 7 3ul 61 7Tul 61 73ul 61 73ul 61 73a 61 7 Jul 61 75a 61 19 Mar 62 19 Mar 62 18 Jul 62 10 Dee 62 24 Aug 65 24 Aug 65 24 Aug 65 PAGE NO 183, 181 a 179 180 229 239 2 B2a. 82 Cover 17 128 128APART SECTION aun EO 10A-10BA-3 TABLE OF CONTENTS TITLE INTRODUCTION DESCRIPTION DISASSEMBLY PRELIMINARY OPERATIONS FRONT SECTION (DIRECT DRIVE ENGINES) FRONT SEC TION AND REDUCTION GEARING (GEARED ENGINES) CYLINDERS MAIN GRANKCASE SECTION CRANKSHAFT AND MASTER ROD ASSEMBLY REAR SECTION SUPERCHARGER SECTION CLEANING GENERAL SPECIFIC C LEANING INSTRUCTIONS INSPECTION PRELIMINARY INSTRUCTIONS GENERAL PHYSICAL INSPECTION SPECIFIC PHYSICAL INSPECTION MAGNETIC PARTICLE INSPECTION FLUORESCENT PENETRANT INSPECTION REPAIR GENERAL INSTRUCTIONS SPECIFIC INSTRUCTIONS ASSEMBLY GENERAL, SUPERCHARGER SECTION REAR SECTION CRANKSHAFT AND MASTER ROD ASSEMBLY MAIN CRANKCASE SECTION FRONT SECTION (DIRECT DRIVE ENGINES) REDUCTION GEAR HOUSING (GEARED ENGINES) CYLINDERS AND PISTONS FINAL OPERATIONS ACCESSORIES PAGE 15 17 23 25 26 31 33 38 42. 45 46 47 49 52 54 B 85 95 97 99 108 135 138. 143, 150 158 165, 168. im 12 175 185EO 10A-10BA-3 TABLE OF CONTENTS (CONT'D) PART SECTION TITLE 9 TEST 1 PREPARATION FOR TEST 2 TEST PROPELLERS 3 TEST PROCEDURE 10 LIMITS AND TORQUE RECOMMENDATIONS: u OVERHAUL TOOLS APPENDIX A PAGE 187 Le. 190 193, 197 219 241-1BO 10A-10RA-4 LIST OF ILLUSTRATIONS FIGURE, TITLE Right Front View of SIH2 Engine xi Right Side View of SIHZ Engine xii Left Rear View of S12 Engine siti Left Side View of R1340 (Wasp) Engine - Except SIH2 xiv Rear View of R1340 (Wasp) Engine - Except SLH2 xe 3/4 Front View of R134 (Wasp) Geared Engine xvi qt Cylinder Numbering Diagram and Firing Order , at Exploded View of Front and Crankease Sections ~ Direct, 4 Drive Engine 2-2 Exploded View of Front Case and Reduction Gearing 4 2-3 Front and Rear Views of Crankshaft and Master Rod Aesombly . a4 Cut-Away View of Supercharger Case at Impeller Shaft {Plain Bearings) 7 2-5 Rear of Supercharger Case and Front of Rear Case 8 2-6 Pressure Oil System, ML 2-7 Scavenge Oil System BR 2-8 Schematic Diagram of Carburetor 3 2-9 Schematic Diagrany of Ignition 4 ae ZS Fngine Installed on Overhaul Stand "7 3-2 A Removing O11 Sereen and Check Valve 18 303 O11 Sump Drain Plugs 18 34 Examining Oil Sunp Plug Deposits ry 3-5 Installing Iynition Lead Gonnector Protecting Cap 19 3-6 Removing Distributor Block 19 37 Removing, Magneto 19 3-8 Removing Primer Line at Distributor 19 3-9 Removing Primer Line Clamp 20 3.10 Checking Crankshaft Run-Out 20 3-11 Special Tool to Turn Grankshaft 20 312 Removing Thrust Rearing Nut 20 sb DELETED aot Tappets Indicate Open and Closed Valves a 3-15, Depressing Valve Spring to Remove Push Rod a 3-16 Removing Oil Sump 22 317 Removing Oil Sump Seren 22 sa Loosening, Front Section 23 3-19 Removing Thrust Bear 23 3-20 Lifting Out Governor Drive Gear and Support 24 3-20 Gross Section View of Reworked Crankshaft Hydromatic Propeller Feed Tube Aesembly 24 3-22 Lifting Pront Section (Geared Engines) 25 3-23 Removing leduction Drive Gear 25 3.24 Removing Pinion Cage Lock Nut 25 3-25 Pulling Reduction Gear Pinion Cage Assembly 26 vised 7 Jul 6FIGURE 3-26 3-27 3-28 3-29 3-30 3-31 3-32 3-33 3-34 3-35 3-36 3-37 3-38 3-39 3-40 3-41 3-42 3-43 3-44 3-45 3-46 3-47 3-48 4-49 3-50 3-51 3-52 3-53 3-54 3-55 3-58 3-59 3-60 3-61 3-62 3-63 3-64 3-65 3-66 3-67 3-68 3-69 3-70 3-71 iv FO 10A-10BA-3 LIST OF ILLUSTRATIONS (CONT'D) TITLE Loosening Intake Pipe Packing Nut Removing Cylinder Hold Down Nuts Removing Cylinder Removing Piston Rings Rod Protectors Installed Special Inter-Cylinder Oil Pipe Connection Wrench Removing Split Locks Removing Valve Springs Removing Valve Lower Washer Removing Cylinder From Stand Removing Valves Removing Rocker Shaft Outer Nut Drifting Out Rocker Shaft Lifting Out Rocker Arm Unscrewing Valve Adjusting Screw Removing Rocker Arm Bearing Removing Propeller Oil Feed Pipe Plug Loosening Oil Feed Pipe Assembly Lifting Out Crankease Front Section Removing Valve Tappet Roller Pins Removing Front Main Bearing Inner Race Removing Front Main Bearing Inner Race - Geared Engines Hoisting Crankshaft From Engine Removing Spring Impeller Drive Assembly Lifting Rear Main Bearing Spacer Lifting Crankshaft Rear Gear Lifting Friction Band Lifting Button Assemblies Removing Driving Spider Removing Rear Main Bearing Inner Race Removing Rear Half of Crankshaft Removing Master and Link Rods Assembly Loosening Allen Plugs in Flyweight Bolts Loosening Flyweight Bolts Pulling Flyweight Sections Apart Removing Link Ping Removing Starter Gear Drifting Out Oil Pump Body Bolts Lifting Out Oil Pump Pressure Cover Removing Oil Pump Gears Removing Key From Drive Shaft Lifting Out Seavenge Cover and Oil Seal Removing Idler Shaft and Gear Removing Drive Shaft Removing Magneto Drive Gears Cross-Section View of Single Bearing Generator Drive and Housing Assembly PAGE 26 27 27 27 28 28 28 29 29 29 29 30 30 30 30 30 31 31 31 32 33 33 34 4 35 35 35 35 35 36 36 37 37 37 37 38 39, 39 39 39 39 40 40 40 4aEO 10A-10BA-3 LIST OF ILLUSTRATIONS (CONT'D) TITLE Cross-Section View of Double Bearing Generator Drive and Housing Assembly Removing Oil Pressure Relief Valve Removing Impeller Nut Removing Impeller Removing Impeller Intermediate Drive Gear Bearing Removing Steel Spacer, Bronze Spacer, Tab Lock Retainer and Washer From Impeller Shaft Removing Intermediate Drive Gear Bearing Inner Race Master Rod Bearing With Light Colored Streaks Originating at Oil Holes Master Rod Bearing Hen Tracking - Small Areas Master Rod Bearing Hen Tracking - Large Areas Master Rod Bearing Contaminated with Foreign Metal Particles Magnified View of Bearing Surface with Imbedded Foreign Particles Master Red Bearing Corrosion Master Rod Bearing Lead Washing Checking Valve Spring Pressure Blending Worn Shaft Splines Checking Crankshaft for Run-Out Measuring Crankpin Diameter Arbor Parallel to Surface Plate Indicating Ground Surface on Underside of Arbor - Left Indicating Ground Surface on Underside of Arbor - Right Checking Bending in Link Rod Checking Buckling in Link Rod Checking Misalignment of Master Rod Measuring Out of Roundness of Cylinder Barrel Checking Valve for Stretch Checking Valve for Out of Roundness Checking Rocker Arm Side Play Checking Side Clearance of Piston Rings Principle of Magnetization Magnetization by Direct Current Magnetization by Induction Bi-Polar Magnetization Crack Indicated by Polarity Alternating Current Demagnetizer Magnetizing Cam by Induction Magnetizing Magneto Drive Gear by Direct Current Magnetizing Front Crankshaft by Direct Current Magnetizing Front Crankshaft Longitudinally Magnetizing Cylinder Longitudinally Magnetizing Cylinder Cireularly Magnetizing Link Pin Longitudinally Magnetizing Link Rod Circularly PAGE 41 41 42 42 42 43 a3 65 66 67 68. 69 70 a R “ 5 6 7 m7 1 8 78 79 80 al al 82. 83 85 86 86 87 88 50 90 a a 92 92. 92 %EO 10A-10BA-3 LIST OF ILLUSTRATIONS (CONT'D) FIGURE TITLE PAGE 5-37 Magnetizing Master Rod by Direct Current 93 5-38 Magnetizing Master Rod by Induction 93 5-39 Magnetizing Master Rod by Contacting Hub Faces 93 5-40 Magnetizing Master Rod Longitudinally 93 5-41 Magnetizing Tappet Rollers by Induction 94 5-42 Magnetizing Tappet Rollers Longitudinally 94 6-1 Replacing a Bushing 100 6-2 Projection Length of Studs 104 6-3 Removing Thrust Bearing Liner Studs 108 6-4 Removing Thrust Bearing Liner 108 6-5 Installing New Liner 109 6-6 Pressing In Thrust Bearing Cover Stud 109 6-7 ‘Truing Up Diameter and Front Face of Adapter 109 6-8 Truing Up Face of Liner 109 6-9 Grinding Liner 10 6-10 Drilling Out Support Plate Liner Lock Pins 110 6-11 Driving Out Support Plate Liner 110 6-12 Driving In Support Plate Liner un 6-13 Installing Support Plate Lock Pins un 6-14 ‘Truing Up Rear Parting Surface m1 6-15 Grinding Liner Bore 412 6-16 Driving Tappet Guide into Crankcase 42 6-17 Finish Reaming Tappet Guide 12. 6-18 Grinding Front and Rear Main Bearing Liners 113. 6-19 Lapping Crankshaft Crankpin 14 6-20 Replacing Master Rod Bearing 14a 6-21 Pressing Out Link Rod Bushing 115 6-22 Drifting Out Lock Pin 15 6-23 Pressing In Link Rod Bushing 116 6-24 Drilling Lock Pin Hole 116 6-25 Driving In Lock Pin 116 6-26 Link Rod Boring Machine 116 6-27 Checking Bushing Bore 16 6-28 Installing Link Pin Bushing 116 6-29 Checking Fit of Link Pin in Bushing 116 Lapping Cylinder Barrel Flange 7 Cylinder Head Exhaust Rockerbox Rib He Cylinder Head Exhaust Rockerbox Rib Removing Inlet Valve Guide 18 Reaming Inlet Valve Guide Hole us Turning Down Inlet Valve Guide 118A Installing Inlet Valve Guide 119 Reaming Inlet Valve Guide ag Checking Inlet Valve Guide Bore 119 Facing Inlet Valve Seat 9 Engaging Spindle to Chuck 120 Facing Exhaust Valve Guide and Bos 120 Facing Exhaust Valve Seat 120 Removing Inlet Valve Seat 121 vi Revised 1 May 57.715 716 Revised 1 May 57 EO 10A-10BA-3 LIST OF ILLUSTRATIONS (CONT'D) TITLE Installing Inlet Valve Seat Installing Remover on Exhaust Valve Seat Drifting Out Exhaust Valve Seat Dressing Valve Seating Surface Valve Repair Grinding Limits Lapping Valve ‘Unscrewing Spark Plug Bushing Cleaning Up Spark Plug Threads Installing Spark Plug Bushing Facing Spark Plug Bushing Reaming Rocker Shaft Bushing Inserting Pin in Rocker Ball Socket Placing Rocker Arm on Disassembly Fixture Filling Fixture Plunger Guide with Oil Driving Socket from Rocker Arm. Installing Socket in Rocker Arm Removing Push Rod Cover Nut Coupling Lapping Rocker Box Cover Sand-blasting Cylinder ‘Typical Metal Spraying Apparatus Metal Spraying Cylinder Piston Bolted on Reworked Fixture Measuring Piston Ring Gap Checking Piston Ring Side Clearance Attaching Cylinder to Lapping Machine Impeller Reworking Limite Reworking Limits on Impeller Supercharger Case Mounting Bolt Hole Repair Limits Oversize Flat or Stepped Type Keys Lockwiring Position Lockwiring Procedure Examples of Lockwiring Installing Inner Floating Gear Race on Cage Miking Two Bronze Washers with Flanges Together Miking Two Bronze Washers with Flat Sides Together Miking Flange on Floating Gear Lockwiring Support Plate Impeller Gear Train Arrangement for Ball Bearings Installing Impeller Shaft Installing Washer and Lock Retainer Installing Baffle, Slinger and Laminated Shim on Impeller Shaft Taking Clearance Between Impeller Bearing Cover and Impeller Shaft Slinger Checking Clearance Between Impeller and Supercharger Rear Face Checking End Clearance of Impeller Shaft and Bearing Assembly Lockwiring Impeller Bearing Cover Attaching Screws PAGE iat aaa 122 122 122 Lez 123 123, 123 124 124 124 125 125 125 125, 126 126 126 127 127 128 129 129 130 131 132 133, 134, 140 141 142 143 14a 144 44 145, 145 145 146 146 146 447 147 147 A7-23 724 7-25 1-26 7-27 7-28 1-29 7-30 7-31 71-32 7-33 7.34 1-35 7-36 737 7-38 7-39 7-40 141 7-42 7-43 1-44 7-45 7-46 7-47 7-48 7-49 1-50 751 7-52 7-53 7-54 7-55 EO 10A-10BA-3 LIST OF ILLUSTRATIONS (CONT'D) TITLE Plain Journal Bearing Impeller Shaft Assembly ‘Sketch Showing Position of Drilling Operation On New Bearing Support Assembly Lockwiring Screws Attaching Oil Pressure Tube Inserting Starter Gear Checking Clearance Between Starter Jaw and Face of Bushing Cross-Section View of Single Bearing Generator Drive and Housing Assembly Cross-Section View of Double Bearing Generator Drive and Housing Assembly Pressing Cover Liner and Bearing Over Vertical Shaft Lockwiring Tachometer Drive Assembly Screws Holding Accessory Intermediate Drive Gear Installing Magneto Gear in Front of Supercharger Case Checking Backlash Between Accessory Intermediate and Vertical Drive Gears Schematic Diagram of Oil Pump Inserting Drive Gear Shaft Assembling Drive and Idle Gears Installing Pressure Section of Oil Pump Body Lockwiring Through Bolt Nuts Installing Fuel Pump Drive Vacuum Pump Gaskets Installing Oil Pressure Relief Valve Seat Lockwiring Oil Pressure Relief Valve Cap Lockwiring Oil Sereen Cover Lockwiring Intake Duct View Port Lockwiring Oil Outlet Temperature Bulb Connection Pressing Link Pins Into Place Lockwiring Link Pin Locking Bars Re-checking Link Rod to Master Rod Side Clearance Exploded View Showing Propeller Oil Feed Tube and Plugs ‘Arrangement Staking Crankshaft Front Outer Plug Installing Flyweight Inner Halves Installing Flyweight Bolt Tightening Flyweight Bolt Tightening Flyweight Bolt Expander Plug Checking Flyweight End Clearance ‘Threading Grandshaft Rear Section Over Push Bar Assembling Crankshaft Halves Measuring Length of Crankshaft Through Bolt Checking Bearing End Clearance Installing Crankshaft Rear Gear Over Impeller Spring Drive Clutch Assembly Lowering Crankshaft Into Engine PAGE 148 148 149 150 151 151 152. 153, 153 153 154 154 155, 155 155 155 156 156 157 157 157 158 158 159 159 160 160 161 161 162 162 162 162 163 163, 163 164 164 165FIGURE 7-57 7-58 7-59 7-60 7-61 7-62 7-63 1-64 Revised 7 Jul 61 EO 10A-10BA-3 LIST OF ILLUSTRATIONS (CONT'D) TITLE Seating Cam Bearing Checking Cam to Cam Retainer Plate Clearance Lockwiring Cam Retainer Plate Nuts Installing Front Main Crankcase Installing Master and Link Rod Protectors Installing Oil Feed Pipe and Governor Oil Tube Cam Drive-Cam Reduction Gear Timing Installing Small Gear and Washer on Governor Gear Driver Shaft Checking Clearance Between Governor Gear Driver Gear and Face of Bushing Lockwiring Screws Holding Oil Feed Pipe and Governor Gear Drive Housing Compressing Oil Seal Ring While Crankshaft is Raised Assembling Reduction Gear Housing to Grankcase Screwing Valve Adjusting Screw in Racker Arm Installing Rocker Arm in Rocker Box Tightening Nut on Rocker Arm Shaft Installing Valves in Gylinder Installing Cylinder on Stand Installing Valve Spring Lower Washer Installing Valve Springs and Upper Washer Installing Split Locks on Valve Stem Installing Piston Rings: Installing Cylinder Installing Deflector on Oil Sump Installing Oil Sump Installing Primer Distributor on No. I Intake Pipe Lockwiring Intake Pipe Attaching Nuts Lockwiring Primer Distributor Clamp Screw Diagram of Valve Action Numbers on Push Rods DELETED DELETED DELETED Aligning Timing Pointer Aligning Timing Marks on Magneto Installing Magneto on Engine Lockwiring Magneto Attaching Screws Alternate Procedure to Follow in Timing and Synchronizing Magnetos Torquing Thrust Bearing Nut Locations of Controls and Connections at Rear of Engine Preparation of Test Propeller for Trimming Marking Off Blade Length Inserting Gauge on Trailing Edge of Blade PAGE 166 166 166 167 167 168 168 169 169 170 170 im 172 173 173 173 173 174 174 im 175 175 176 176 176 177 177 178 178 180 180 181 181 182 183 189, int 191 191FIGURE TABLE No. uw 12 1B 4 15 16 7 18 EO 10A-10BA-3 LIST OF ILLUSTRATIONS (CONT'D) TITLE Sawing Off Blade Tips Cutting Off Blade Corners Bevelling Blade Tip Final Adjustment on Blade Limits and Lubrication Chart for Front, Power and Accessory Sections - Except SIH2 Engine Limits and Lubrication Ghart for Rear Section - Except SIH2 Engine Limits and Lubrication Chart for Front, Power and Accessory Sections - SIHZ Engine Limits and Lubrication Chart for Rear Section - SIHZ Engine LIST OF TABLES TITLE Physical Conditions Magnetic Inspection Data - General Magnetic Inspection Data - Specific Methods of Marking Oversize Studs Stud and Dowel Replacement Bushing Replacement Weight of Master and Link Rods List of Products and Supplier! Valve Clearance Adjustment Limits Front Section (Direct Drive Engines) Front Section (Geared Engines} Power, Supercharger and Rear Sections Spring Pressures Specific Torque Recommendations Nats, Bolts and Screws Steel Pipe Plugs in Aluminum and Magnesium Cases Standard Studs Stepped Studs Functional Too! List Numerical Tool List PAGE 192 192. 193 193, 2ui-2i2 213-214 215-216 217-218 PAGE 54 89 92 loa 105 106 5 Ba 174 197 197 198 200 207 208 210 210 210 210 219 2341 2. 3 4 EO 10A-10BA-3 6 Engine Lifting Eye 5. Ol Sump Front Ignition Manifold 6. Sparkplug Lead Thrust Cover Nut 7. Pushrod Cover Thrust Booring Cover 8. High Tension Lead Right Front View of SIH2 Engine xEO 10A-10BA-3 6, Rockerbox Drain Oil Suction Tube 2. Inter-Eor Oil Drain Hose 7. Carburetor 8 1, Intereylinder Oil Drain Hose 3, Front Ignition Manifold Corburetor Adapter Elbow 4, Sporkplug Lead Right Magneto 5, Oil Sump Drain Connection __10. Sump Suction Tube: 11, Intake Pipe Right Side View of SIH2 EngineEO 10A-10BA-3 Left Rear View of SIH2 EngineEO 10A-10BA-3 2HIs 3deoxg - ourfug (dseM) OFET IO META OPIS OT 4 4 onig Nivwo anns “0 . CTOSINYW NOILIND! wvae ¥BAOD UBNIVULS 110 ond ssvd-A8 131NI ax adid Nivea S10 vay waAo0d Ova dnd WANDvA J" yaA0d ANAWLYvaNOD, wanvaua BAIUO YAaLSWOHDWL Al wBA0D 3AIMO wWaLuVL Ay CoAo w3A0D SAG WOLVUSNaD WONY3AOD YITIaGONd gen. asvie onid waves wvau! AWV79 ONIGIOH BNI AWE:EO 10A-10BA-3 zs Weoxg - ourSug (dee) OFET HIO MOTA xeOW NaNIVaLS Tans SNOILD3NNO3 1374N0 youaynaavo QNv LaqNI 710 NOILD3NNOD aunssaud 73n4 4 NOILDSNNOD ATLLOSHL BuniveaawaL BYNLXIW YI TaN w3A37 JowLNOD — san31Hs BANLXIW O1aNOWW YBACD LNOd ASNVHXx3 waA0d ¥3A0D BAINO TWOILYBA AMVITIXAY "HS BAING TWOILYBA AMVITIXAY “HT NOILO3NNOD MBHLV3aa 3SVONNVYD NOILD3NNOD BUNSSaud GIOJINYAEO 10A-10BA-3 3/4 Front View of R 1340 (Wasp) Geared EnginePart 1 EO 10A-10BA-3 Part 1 PART 1 INTRODUCTION 1 ‘This Engineering Order comprises the engines. The Wasp SIH2, S3H1, S3H1/SQ, Repair and Overhaul Instructions for the Wasp S1H2, S3H1, S3H1/SQ, S3H1-G and the R 1340- ANI engines manufactured by Pratt & Whitney Aircraft, East Hartford, Connecticut, U.S.A., and the R 1340-PC1 engine manufactured by Canadian Pratt & Whitney Aircraft Company Limited, Longueuil, Quebec, Canada. S1H2 engines are now manufactured by the canadian company 2 These series engines are single row, nine-cylinder, supercharged, radial, air-cooled S3HI-G and R 1340-AN1 and PC1 engines are covered in this publication, and consideration is made for the differences between models. ‘Throughout the remainder of this Engineering Order, whenever these engines are discussed singularly, they may be referred to as the S1H2, S3H1, S3Hi/SQ, S3H1-G, ANI or PCI | engine; whenever these engines are discussed in a series, they may be referred to as Wasp or R 1340 engines, The seven engines under con- sideration will be discussed as one engine when- ever the features of the respective engines are comparable Figure 1-1 Cylinder Numbering Diagram and Firing Order Revised 1 May 57.Part 1 3 ‘The engines covered in this publication are designed for horizontal installation in con- ventional type aircraft except the SIH2 engine which is designed for installation at 39° to the horizontal, asin $-55 helicopter aircraft. The S3H1, S3H1/SQ, S3H1-G and ANI engines in- corporate ball bearings at the impeller shaft with a 10:1 impeller ratio, while the PC1 en- gine incorporates plain bearings at the impeller shaft with a 10:1 impeller ratio. The S1H2 engine incorporates plain impeller bearings at the impeller shaft with a 12:1 impeller ratio. The S1H2, S3H1, S3H1/SQ, ANI and PC] en- gines are direct drive engines whereas the S3HI-G is a geared engine in that it incorporates a decoupled propeller shaft and a 3:2 reduction, gearing. The SIHZ, S3H1 and S3H1-G models are designations used to identify engines built for commercial sale and may be built to var- ious configurations depending upon the require- ments of the customer, without necessitating any change in designation. Refer to Part 1 Introduction of EO 10A-10BA-4 Part List for a more detailed discussion of the differences between engine models. 4 In addition to the actual description of operations for overhaul, this Engineering Order is designed to provide a guide for the establish- ment of a logical sequence of shop disassembly EO 10A-10BA-3 Part 1 and assembly methods to the organizations charged with the overhaul of these engines. 5 This Engineering Order contains many references to the Table of Limits, Part 10, This Table shall be regarded as the indispensable guide throughout the operations which involve measurements oF the use of gauges. 6 Specification numbers as listed in this Engineering Order are basic numbers and will be interpreted to include all revisions and amend- ments thereto, 7 The cylinders are numbered as shown in figure 1-1, Right and left, clockwise and counter- clockwise, upper and lower, and similar direc- tional references apply to the engine as viewed from the rear with the crankshaft in the hori zontal position and with the No, I cylinder at the top of the engine. Beginning with the top cylinder, the cylinders are numbered consecutively in the direction of crankshaft rotation, The master rod is located in cylinder No, 5, ‘The normal direction of rotation of the crankshaft is clockwise. The direction of rotation of each accessory drive is specified as it appears to an observer facing the accessory mounting pad. The firing order for the cylinders is: 1-3-5-7-9-2-4-6-8, Revised 1 May 57.Part 2 FO 10A-10BA-3 Part 2 PART 2 TABLE OF CONTENTS SECTION GENERAL FRONT SECTION MAIN GRANKCASE SECTION CYLINDERS SUPERCHARGER SECTION REAR SECTION LUBRICATION SYSTEM CARBURATION IGNITION TITLE PAGE PART 2 DESCRIPTION GENERAL 1 All the engines covered by this Engineering Order are nine-cylinder, radial, single row, supercharged, air cooled engines, They are divided into the following five sections: front section, main crankcase section, cylinder: supercharger section and rear section, The main crankcase section, cylinders and front section are generally referred to as the power section, while the supercharger and rear sections are called the accessory section, The engines may be separated between the supercharger section and the main crankcase section, thus permitting work to be done on either part of the engines, FRONT SECTION Front Case (Direct Drive Engines) 2 The front case is an aluminum or mag- nesium forging. It supports a deep groove ball bearing which transmits the thrust of the pro- peller from the crankshaft to the engine mounting. ‘This thrust is transmitted by way of the crank- case. The crankshaft is located in the thrust bearing by means of the thrust bearing spacer. ‘The front case incorporates provision for mount- ing and driving a propeller governor, sce fig- ure 2-1, The governor drive gear, the governor oil feed tubes, and associated parts are omitted in the S1H2 engine, and provision is made for crankcase breathing by installation of a special adapter cover on the governor pad. Front Case (Geared Engines) 3 The front case of the geared engines differs from the other engine front cases in that it constructed larger in depth in order that it may house the decoupled propeller shaft and the reduction gearing, The front case does not make provision for a propeller governor, which is installed on either one of the vertical accessory drives in the rear section, See figure 2-2. Refer to BO 10A-10BA~2 Description and Main- tenance Instructions for description of installation of governor for constant speed propeller on the rear section of the geared engines,Part 2 EO 10A-10BA-3 Part 2 a fpoxt——_gguetion Figure 2-1 Exploded View of Front and Crankease Sections - Direct Drive Engine 0096 t Figure 2-2 Exploded View of Front Case and Reduction Gearing Reduction Gearing (Geared Engines) located inside the front end of the crankshaft, ‘The reduction gearing is of the spur planetary 4 The propeller shaft is supported at the type. A reduction drive gear, with internal rear end by a steel backed lead bronze bearing teeth, is splined to the front end of the crank- 4Part 2 shaft and receives additional support from a ball bearing in the bore of the support plate. A reduction drive fixed gear is bolted to the inner side of the forward end of the front case. Six pinions, which are mounted in a pinion cage splined to the propeller shaft, mesh with the reduction drive fixed gear and with the drive gear. Engine speed, emanating from the crank- shaft and the reduction drive gear rotation, is reduced as it is transmitted through the fixed gear and the pinions to the pinion cage splined to the propeller shaft, so that the propeller shaft makes but two revolutions for every three revolutions made by the crankshaft, MAIN CRANKCASE SECTION Crankease 5 The crankcase is comprised of a front and a rear section which are held together by nine crankcase bolts located between the cylinder mounting pads. S1H2 engines incorporate an oil seal ring carrier and an oil seal ring on the crankcase bolt at the bottom hole location, The sections are machined together and are not interchangeable. The front and rear main bearings, located in the crankease front and rear sections, respectively, support the crank- shaft assembly in the crankcase, A bronze bushing is pinned in the forward face of the crankcase front section to support the rear end of the cam reduction drive gear, A rubber \ Beet ccuntennerens Sag) OS™ EO 10A-10BA-3 Part2 seal is used between each cylinder flange and the main crankcase. The cam is supported on a shelf which is forged as an integral part of the front main crankcase, The tappets and tappet guides are mounted in bosses which are an integral part of the front main crankcase, see figure 2-1. Valve Timing Gears 6 The cam drive gear is splined to the erank~ shaft and is driven at crankshaft speed, The larger gear of the cam reduction drive gear meshes with and is driven by the cam drive gear. The smaller gear of the cam reduction drive gear meshes with the internal teeth of the cam and drives the cam at 1/8 crankshaft speed and in the opposite direction from crankshaft rotation, see figure 2-1, On SIH2 engines, the two oil seals and ring lands are removed from the front of the cam drive gear, and the six oil drain holes plugged. (2) Two four lobed tracks are machined on the outer circumference of the cam, As the cam rotates, the valve tappet guide rollers are actuated by the cam lobes and the impulse is, transmitted through the valve tappets to the push rods to the rockers and finally to the exhaust and inlet valves in the respective cylinder: The cam rotates ona bronze bushing which is mounted on a shelf forged as an integral part of the front section of the main crankcase, The cam reduction gear is mounted with a bearing Figure 2-3 Front and Rear Views of Crankshaft and Master Rod AssemblyPart 2 on each side, This assures perfect alignment. Crankshaft 7 ‘The crankshaft is a single throw, two piece, split-pin type supported by three bearings, see figure 2-3, The two main bearings are located on either side of the crank throw in the crankcase front and rear sections, A ball bearing housed in the front case which takes the propeller thrust as well as the radial load supports the front end of the shaft on direct drive engines, while on the geared engines, a ball bearing mounted in the support plate supports the reduction drive gear which is splined to and supports the front end of the crankshaft, (a) The front section of the crankshaft is splined to the rear section of the shaft and is held rigid by a through bolt, The reciprocating and rotating parts of the crankshaft are counter- balanced by weights which are riveted to the cheeks of the crankshaft, Two flyweights in the rear counterweight insure vibrationless perfor~ mance at all speeds, An oil jet in the crank- shaft front half rear plug and another on the top of the rear cheek furnish spray lubrication to the pistons, piston pins and cylinder walls, 8 The crankshafte on PC1 engines are pro- visioned for the installation of either a hydrau- ically feathering type propeller or a counter- weight type propeller, while the crankshaft on the R1340-ANI engines are provisioned for the installation of counterweight type propellers only; the S3H1, S3H1/SQ and S3H1-G engines can be fitted with either type crankshafts without a change in designation. The S1H2 engine has no provision for propeller installation and is fitted with a blank plug. Master and Link Rods 9 The master rod is of one piece construction, incorporating a pressed-in, steel backed, leaded silver bearing. Eight "I" section link rods, having bronze link pin and piston pin bushings, are connected to the master rod by link pins and to the pistons by full-floating piston pins, see figure 2-3, Oil carried under pressure to the crankpin, lubricates the master rod bearing ‘and also the link ping through drilled passages. ‘The piston pin bushings are lubricated by oil thrown off by the master rod bearing, link pin bushings and oil jets. 6 EO 10A-10BA-3 Part 2 CYLINDERS Cylinder Head and Barrels 10 The cylinders are of steel and aluminum, construction, The barrels are machined from steel forgings and have integral cooling fins. ‘The heads are made from aluminum castings and have deep cooling fins and rocker boxes cast integral, The head is screwed and shrunk onto the cylinder barrel, thus forming a semi- permanent assembly. Each cylinder has one inlet valve and one exhaust valve. The inlet valve seats on a bronze seat and the exhaust valve on a steel seat, both of which are shrunk into the head, The cylinder also incorporates bronze inlet and exhaust valve guides, bronze bushings for two spark plugs, and four steel bushings for supporting the two rocker shafts. Fins of extreme depth are concentrated on the top and exhaust side of the head and around the exhaust port where the greatest heat dissipation is required. Shallow fins are incorporated on the inlet side, Inter-cylinder and inter-ear oil drain tubes connected by rubber sleeves are installed in the exhaust and inlet rocker bosses on the lower half of the engines for inter-cylinder oil drainage, except on the SIH2 engine where the oil drain tubes are incorporated in all cylin- ders, Pressure type deflectors force a high velocity flow of cooling air between and over the cylinder fins, Cylinder Deflectors 11 Pressure type deflectors are standard equipment, With the current use of long chord ring cowls, pressure baffling forces a high velocity flow of cooling air through and over the fins on the cylinders, the forward speed of the plane building up a positive pressure in front of the engine cylinders and a negative pressure in the rear of the cylinders, Pressure deflectors have the advantage of more efficient cooling in flight with les volume of cooling air flowing under the cowl, thus improving the performance of the airplane, Valve Mechanism 12 All valve operating parts are enclosed and are pressure lubricated, The rocker arms are housed in rocker boxes cast integral with the cylinder head and are supported on double row ball bearings, Fighteen tappets, located in the front crankcase are actuated by the action Revised 1 May 57.Part 2 of the rollers on the cam lobes and in turn actuate the rocker arms through tubular push rods, The push rods are protected by removable oil tight covers, The valve clearance adjusting screw in the front end of each rocker arm has a half ball for self alignment with the valve stem. Rocker box covers enclose the rocker arma in the rocker boxes, and are secured by studs and elastic stop nuts, (2) Two concentric valve springs are secured to each valve stem by an upper and lower washer and a split cone, A safety ring is installed on each valve stem to prevent the valves from Gropping into the cylinder while the split cones are being removed or installed. The inlet and exhaust valve springs are interchangeable, They can be removed without taking out the rocker arms, The inlet valves are solid whereas the exhaust valves are hollow and are sodium filled for cooling, The sodium turns to liquid form under the heat of the exhaust, and dissipates some of the heat assimilated by the exhaust valve in operation, A stellite face prolongs the life of the seating surface of the exhaust valve, EO 10A-10BA-3 Part 2 (b) The entire valve mechanism is pre: lubricated, Oil enters the tappets through the guides, thence through the push rods and rocker: The rocker boxes below the center line of the engine are inter-connected and drain into a separate compartment of the sump. Rocker boxes above the centre line of the engine drain into the front case, An additional scavenge stage in the oil pump completes the circulating system, This fully automatic lubrication makes possible greatly extended periods of operation. Pistons 13 ‘The pistons are machined from aluminum alloy forgings and are of the flat-head, full skirt type. Each piston has five ring grooves and ie fitted with square type compression rings in the first three grooves, dual oil control rings in the fourth groove and an oil scraper ring in the bottom groove, The top compression ring is chromium plated on the face which bears against the cylinder wall, Steel piston pins connect the pistons to the master and link rode. The piston pins float in the piston pin bosses and the link rod bushings. CAGE ASS'Y SUPPORT Assy / Tap LOCK WASHER, SLEEVE GASKET COVER ASS'Y _OIL SEAL RING IMPELLER, SHAFT \\_RING CARRIER Figure 2-4 Cut-Away View of Supercharger Case at Impeller Shaft (Plain Bearings)Part 2 SUPERCHARGER SECTION Supercharger Case 14 The supercharger case is attached to the rear of the crankcase and is provided with nine bolt bosses for securing the engine in the air- craft, see figure 2-5. The impeller and it! gearing are carried in this case. An annulus in thie section receives the mixture from the impeller through a diffuser chamber, The mixture is delivered to the cylinders through tangential aluminum or steel intake pipes. The front end of each magneto drive gear shaft is supported by a bronze bushing set into the front ‘end of the case, and the front end of the starter gear is supported by a ball bearing mounted in the front of the case. EO 10A-10BA-3 Part 2 (a) A breather assembly, which is plugged on SIH2 engines, is located between the No. 2 and No, 3 intake pipe bosses on the super- charger case, Impeller and Gears 15 The impeller is splined to the rear of the impeller shaft with the flat face adjacent to the rear face of the supercharger case, The impeller ie driven through the impeller spring drive coupling, a floating gear and the impeller intermediate drive gear at 10 times crankshaft speed, except for SIH2 engines, in which im- peller is driven at 12 times crankshaft speed, ‘The apring coupling relieves the supercharger gears of sudden strains resulting from rapid acceleration or deceleration, In the S3H1, Figure 2-5 Rear of Supercharger Case and Front of Rear CasePart 2 S3H1/SQ, S3H1-G and AN1 engines the impeller shaft is supported in the case by three ball bearings whereas in the SIH2 and PC1 engines the impeller shaft is supported by two steel backed bronze bushings, see figure 2-4 O11 Sump 16 _ The oil sump is located between cylinders No. 5 and No. 6, One end of the sump is con- nected to the front section of the main crank- case; the other end is connected to the super- charger section, Oil is scavenged by the first stage of the oil pump, An oil pipe, supported in the upper part of the sump, carries oil under pressure from the rear to the front of the engine. REAR SECTION Rear Case 17 The rear case attaches to the rear of the supercharger case and supports the acces sories and accessory drives. See figure 2-5, The front face incorporates a vaned diffuser and the rear face an intake duet containing three vanes in its elbow. The case also incorporates an oil pressure chamber containing an oil screen and check valve, a three section oil pump and an oil pressure relief valve, Mounting pads are provided for the carburetor adapter, two magnetos, a fuel pump, starter, vacuum pump adapter, and tachometer. Provision is also made to drive a generator and two vertical accessory drives; except SIH2 engine in which there is no provision for driving a generator On the geared engines a propeller governor is driven by one of the two vertical accessory arives. The diffuser vanes lead the mixture into the annulus in the supercharger section from which it is drawn through the intake pipes. into the cylinders, The check valve is provided in the oil-pressure strainer to prevent seepage of oil from the tank into the engine when not in Accessory Drives 18 The accessories are driven by three shafts which extend entirely through the super- charger and rear sections, Each shaft carries a spur gear at its forward end which meshes with a gear coupled to the rear of the crank- shaft. The upper shaft provides a drive for the starter and for the generator, except on the S1H2 engine in which the generator drive is Revised 1 May 57. EO 10A-10BA-3 Part 2 omitted. Each of the two lower shafts drives 4 magneto through an adjustable flexible coupling. Four vertical drives are provided for by a bevel gear keyed to each magneto drive shaft. Two vertical drive shafts for operating accessories and two tachometers are driven from the upper side of the bevel gears, On the geared engines @ propeller governor is fitted on one of the two vertical accessory drive shafts. The under sides of the bevel gears drive an oil pump on the right, side and a fuel pump on the left. An additional drive, for a vacuum pump, is located at the lower left of the left magneto driv LUBRICATION SYSTEM General 19 Oil is circulated through the engine by 2 three section gear pump which consists of one pressure and two scavenge sections. It is mounted in the lower right hand side of the rear cage, Oil from the tank enters the oil inlet at the bottom of the pump and is directed to the pressure (lower) section of the pump from where it is forced to the oil screen chamber through a cored passage in the rear case, The oil passes through the screen assembly and the pressure of the oil ‘opens the spring loaded check valve. When the engine is not operating, the check valve prevents oil from seeping into or out of the engine, When the oil emerges from the check valve, it is diverted into two main branches, see figure 2-6, First Branch 20 Im the first branch, the oil is directed through a passage to an annulus around the right magneto drive gear shaft rear bushing. Part of the oil from this annulus is carried by drilled passages to the right accessory drive gear bushing. Here the oil enters the hollow accessory drive gear shaft and flows upward to the starter shaft bushing, Part of the oil from this annulus flows upward through a drilled passage to lubricate the accessory and another part enters the magneto drive gear shaft and flows forward to lubricate the front bushing. (a) Another passage carries the oil from the annulus encircling the right magneto drive gear shaft rear bushing to the oil pressure relief valve, which regulates the engine oil pressure, By-passed oil is returned to the inlet side of the oil pump pressure section, 9Part 2 Second Branch 21 In the second branch, oil is directed to the left side of the rear case where the oil flow divides, Part of the oil enters the annulus which encircles the left magneto drive gear shaft rear bushing. Drilled passages from this annulus carry oil to the left accessory drive gear bushing, Here the oil enters the hollow accessory drive gear shaft and flows upward to the starter shaft bushing, Other drilled pas- sages and tubes carry the oil to the vacuum pump, tachometer and starter gears, Oil from the annulue around the left magneto drive gear shaft rear bushing flows upward through a drilled passage to lubricate the accessory; oil also enters the shaft and flows forward to an annulus around the front bushing where it is directed by a drilled passage to the front of the super- charger case, Here the oil provides lubrication for the impeller shaft bearings. (a) Of for the crankcase and front sections is carried from the left side of the rear case through the rear and supercharger cases by a tube, The supercharger case oil pressure tube bracket supports a tube assembly which transfers the oil to the crankcase and also provides apray lubrication for the floating gear and impeller intermediate drive gear. The oil passes from the pressure tube bracket to two tubes in the top of the sump, one of which supplies the cam oil feed bracket and the other leads to the nose section, except in SIH2 engine which has only the tube leading to the cam oil feed bracket, Oil from the cam oil feed bracket is, introduced into the crankshaft by means of a drilled passage in the crankshaft which directs it to the erankpin for lubrication of the mé rod bearing, link pins, piston pins, and cylinder walls, The cylinder walls and piston pins are lubricated by spray from the oil jets - one in the rear of the front crankshaft and the other at the top of the rear cheek - and also from oil which passes the master rod bearing and link pin bushinge, Part of the oil at the cam oil feed bracket is routed to the cam bearing and cam reduction gear bushing to provide lubrication at these points. (b) On the geared engines, a portion of the oil which enters the crankshaft travels forward through a hollow chamber in the propeller shaft where it is diepereed through drilled passages for the lubrication of the propeller shaft reduction gearing. 10 EO 10A-10BA-3 Part 2 (c) Oil from the tube in the sump leading to the nose section feeds directly to the propeller governor, then into the front section of the crankshaft or propeller shaft through an oil transfer bracket, for the operation of a hydro- controllable propeller, ‘The SIHZ engine incor- porates a rear section oil scavenge tube at this location in the sump, as it has no propeller governor. (2) Oi is distributed from the cam oil feed bracket to the tappets through a groove around the front main crankcase to internal passages: drilled in the case, Oil from the tappets feeds through the push rods to the rocker arms, rocker arm bearings, and valve clearance adjusting Scavenge Oil 22 ‘The surplus oil in the engine proper drains into the main sump from where it is pumped back through the scavenge pump. Oil from the rocker boxes drains through the push rod covers to the front case, or through a system. of inter cylinder drains to an additional com- partment in the sump where it is returned to the oil tank, Except in the SIH2 engine the rear oil case drains through a tube into the supercharger case, then into the sump, see figure 2-7. In SLH2’engine, the rear section oil drains through an external tube into the sump. CARBURATION 23. These engines are equipped with Bendix- Stromberg NA-Y9EI float type carburetors, see figure 2-8, The Bendix-Stromberg NA-Y 9H carburetor may also be used, The carburetor meters fuel in proportion to the mass air flow to the engine. The mass air flow to the engine is, determined by the throttle opening. After being metered by the carburetor, the fuel is discharged into the air stream to the impeller where it is thoroughly mixed with the air, vaporized, and then delivered to the cylinders through the intake pipes and inlet valve IGNITION 24 Ignition is furnished by two Scintilla magnetos located at the rear of the engine. ‘The right magneto fires the front spark plug and the left magneto fires the rear spark plug in each cylinder, thus giving two independent sources of ignition, see figure 2-9, The ignition manifold and epark plugs are of the shielded type to prevent radio interference. Two SBIRN-4Part 2 EO 10A-10BA-3 Part 2 ~~ ey 5 + %, %e, *, *, *. " 7 Fn *% % *. * *, % %, *, os ’ reap [ ee OL OUTLET . = + 12 Figure 2-7 Scavenge Oil SystemPart 2 EO 10A-10BA-3 Part 2 sorsanqzey jo wesSerq opeuaysg g-z 2anBrE 440-109 7a —Part 2 EO 10A-10BA-3 Part 2 magnetos are installed on the SIH2 and PC] —(a)_‘Refer to EO 10A-10BA-2 Description and engines, whereas two SB9RN magnetos are Maintenance Instructions for instructions on the installed on the other engines, The SB9RN-4 ignition cable assembly lead lengths for various magnetos, however, may be installed on all magneto installations, model engines. sua meamtmuesnaloen EEE EER ATM. Libre Lo es IGit TENSION BOOSTER CABLE GOES TO gy @ (uacneo oisraieutor) G4 @ fesencro oamanvenowe) U OO@GOO EE en, bo ooo doe unease sa ensgraar ae & ee ») © Figure 2-9 Schematic Diagram of Ignition 4 Revised 1 May 57.Part 3 SECTION 1 EO 10A-10BA-3 PART 3 TABLE OF CONTENTS Part 3 TITLE PAGE PRELIMINARY OPERATIONS GENERAL, REMOVING ENGINE FROM SHIPPING BOX INSTALLING ENGINE ON OVERHAUL STAND EXTERNAL CLEANING EXTERNAL LOCKWIRE OIL DRAIN PLUGS AND OIL SCREENS IGNITION LEADS SPARK PLUGS MAGNETOS, PRIMER LINES AND DISTRIBUTOR CRANKSHAFT OR PROPELLER SHAFT RUN-OUT CHECK THRUST BEARING NUT STARTER JAW NUT ACCESSORY DRIVE GEAR NUTS CYLINDER DEFLECTORS ROCKER BOX COVERS PUSH RODS AND COVERS OIL SCAVENGE TUBES OIL SUMP IGNITION MANIFOLDS FRONT SECTION (DIRECT DRIVE ENGINES) FRONT CASE THRUST BEARING GOVERNOR DRIVE GEAR ASSEMBLY (NOT ON S1H2) PROPELLER OIL FEED TUBE AND PLUGS (NOT ON S1H2) FRONT SECTION AND REDUCTION GEARING (GEARED ENGINES) FRONT CASE REDUCTION DRIVE GEAR REDUCTION DRIVE PINION CAGE OIL SEAL RING CARRIER AND THRUST BEARING REDUCTION DRIVE FIXED GEAR CYLINDERS INTAKE PIPES CYLINDERS AND PISTONS INLET AND EXHAUST VALVES ROCKER SHAFTS ROCKER SHAFT BEARINGS MAIN CRANKCASE SECTION SUPPORT PLATE, a7 17 17 17 7 18 18 18 18 19 19 20 20 2 2 2i ai an 22 22 22 23 23 23 23 24 25 25 25, 25 26 26 26 26 26 28 29 29 31 31 15Part 3 SECTION 16 5 EO 10A-10BA-3 PART 3 (CONT'D) TABLE OF CONTENTS (CONT'D) TITLE CAM REDUCTION DRIVE GEAR CAM DRIVE GEAR GOVERNOR OIL FEED TUBES (DIRECT DRIVE ENGINES EXCEPT S1H2) CRANKCASE FRONT SECTION CAM RETAINER PLATES CAM OIL FEED BRACKET CAM VALVE TAPPETS AND ROLLERS CRANKSHAFT AND MASTER ROD ASSEMBLY FRONT MAIN BEARING INNER RACE CRANKSHAFT IMPELLER SPRING DRIVE COUPLING IMPELLER SPRING DRIVE BOLT REAR MAIN BEARING CRANKSHAFT FRONT AND REAR SECTIONS FLYWEIGHTS OIL PLUGS LINK PINS REAR CRANKCASE REAR SECTION STARTER JAW AND GEAR CARBURETOR ADAPTER TACHOMETER DRIVES FUEL PUMP DRIVE GEAR OIL PUMP INTAKE DUCT VIEW PORT PLUGS MAGNETO DRIVE GEARS VACUUM PUMP DRIVE GEAR GENERATOR DRIVE GEAR ASSEMBLY (NOT ON SIH2) VERTICAL ACCESSORY DRIVE GEARS OIL PRESSURE RELIEF VALVE REAR CASE SUPERCHARGER SECTION BREATHER ASSEMBLY REMOVAL OF IMPELLER REAR SUPERCHARGER BEARING COVER FLOATING GEAR IMPELLER SHAFT (BALL BEARINGS) IMPELLER SHAFT (PLAIN BEARINGS) IMPELLER INTERMEDIATE DRIVE GEAR SUPERCHARGER CASE Part 3 PAGE 31 31 31 31 32, 32 32 32 33 33 33 33 34 34 36 36 36 37 38 38 38 38 38 38 39 39 40 40 40 40 41 4l 4 42. 42 42 42 43 43 43 44 44Part 3 Section 1 EO 10A-10BA-3 Part 3 Section 1 PART 3 DISASSEMBLY SECTION 1 PRELIMINARY OPERATIONS GENERAL 1 The disassembly instructions which follow are written with the understanding that all lockwiring, cotter pins, nuts, tab locks, washers, bolts, and screws will be removed when necessary before attempting to disassemble any part of the engine, The disassembly of each sub-assembly is covered immediately following the removal of the sub- assembly from the engine. (a) During various stages of disassembly, examine all engine parts for signs of scoring, burning or any other evident damage. Note the presence of loose metal or indications of defects which would not be apparent after clean- ing, and tag involved parts before they are washed and laid out for detailed inspection, {b) Immediately upon removing each sub- assembly or individual part from the engine, transfer it to a bench or container and arrange it s0 as to protect the assembly or part from damage, In handling sub-assemblies, provide proper covering or support to protect shafts, gears, studs, or any projecting part from being Dent, scratched, or otherwise damaged, Exercise extreme care in the handling and disposition of bearings, particularly those with leaded surfaces, Wrap all bearings in moisture-proof paper before placing them in containers, Wire ball bearings together in two places to prevent scrambling of their parts during overhaul. (©) Before cleaning any engine part, refer to Part 4, under Cleaning. REMOVING ENGINE FROM SHIPPING BOX 2 Refer to EO 10A-10BA-2 Description and Maintenance Instructions for complete details on removing engine from a shipping box. INSTALLING ENGINE ON OVERHAUL STAND. 3 If the engine has just been removed from the aircraft, remove the carburetor and gaskets, Remove all accessories except the magneto and ignition manifolds before the engine is mounted in the engine stand, (a) Install PWA-1332 Eye on crankshaft, and using a chain hoist in conjunction with PWA- 2388 Hook, carefully lower the engine into 2D-31 Stand equipped with Part No, 2C-4 Mounting Plate and 2B-26 Drip Tray. Secure the super- charger case to the mounting plate with four bolts, washers and nuts, as shown in figure 3-1, Figure 3-1 Engine Installed on Overhaul Stand EXTERNAL CLEANING 4 Remove all dirt and grease from the external surfaces of the engine, if judged necessary to facilitate disassembly, by spraying the engine with kerosene or white furnace oil, Where steam is available, it also may be used for external cleaning. 17Part 3 Section | Do not allow any of the cleaning fluid to enter the magnetos, or ignition mani- folds. EXTERNAL LOCKWIRE 5 Use a pair of diagonals to remove all external lockwire from the engine, Figure 3-2 Removing Oil Screen and Check Valve OIL DRAIN PLUGS AND OIL SCREENS 6 Turn the engine to a horizontal position in the stand, and provide screened receptacles under the engine to collect the drain oil. Un- screw the oil drain plug located next to the left accessory drive mounting pad. Use PWA-228 Wrench to unfasten the oil screen cover nut; then remove the cover, spring, oil screen and check valve assembly, see figure 3-2, Use PWA-1787 Wrench to remove the drain plugs from the sump, see figure 3-3, (a) Examine the plugs and the oil screen and the screen covering the receptacles for the presence of metal chips or foreign matter which would indicate a failure or some other unsatis- factory condition in the engine, see figure 3-4, (b) After draining the engine, screw the plugs back into the sump so that they will not become lost. IGNITION LEADS 7 Being careful not to bend or damage the 18 EO 10A-10BA-3 Part 3 Section | Figure 3-4 Examining Oil Sump Plug Deposits elbows on the ignition cable unfasten all ignition leads from the spark plugs while holding the sparkplug with PWA-4632 Holder; then unfasten the ignition lead clips from the cylinders. Protect the lead connectors with suitable caps, see figure 3-5, SPARK PLUGS & Remove the spark plugs, using PWA-3168 ‘Wrench; then install PWA-3252 Plugs in the spark plug holes.Part 3 Section 1 Figure 3-5 Installing Ignition Lead Connector Protecting Cap MAGNETOS 9 Loosen the knurled coupling which secures each flexible manifold conduit to its distributor block cover elbow. Remove the two screws which secure each elbow to its distributor block (a) Remove the screw which joins the halves of each distributor block cover. Remove the two safety pins and disengage the two spring locks on each distributor block cover and remove the cover halves, Lift out the distributor blocks, see figure 3-6, Remove the three cap screws which attach each magneto to the engine; then, lift off each magneto and its rubber coupling, see figure 3-7. Insert each distributor block with its cover in the magnetos and send to electrical shop for overhaul, Figure 3-6 Removing Distributor Block EO 10A-10BA-3 Part3 Section | Figure 3-7 Removing Magneto Magneto Coupling Gear Screws 10 Use PWA-789 Wrench to loosen, but do not remove, the screws which fasten the magneto coupling gears to the rear ends of the magneto drive shaft gears, PRIMER LINES AND DISTRIBUTOR 11 Disconnect all primer lines at the primer distributor, see figure 3-8, and at the Nos. 1, 2, 3, 8, and 9 cylinders to which they are attached, with a 3/8 inch open end wrench. Unfasten the clamps securing the lines to the intake pipes and withdraw each primer line from the cylinder deflector through which it extends, see figure 3-9, Do not remove the distributor from the No. 1 intake pipe until that intake pipe has been disassembled from the engine. Figure 3-8 Removing Primer Line at Distributor 19Part 3 Section 1 Figure 3-9 Removing Primer Line Clamp CRANKSHAFT OR PROPELLER SHAFT RUN-OUT CHECK 12 Mount a dial indicator on a thrust bearing cover stud with the plunger of the indicator resting on the shaft, Screw the propeller shaft lifting eye, PWA-1332, onto the propeller shaft and insert a bar through the eye to turn the shaft, of use a shop made tool as shown in figure 3-10; see figure 3-11 for detail of tool, Rotate the shaft slowly while observing the dial indicator. ‘The run-out should not exceed ,005 inch and ,015, inch full indicator reading on the rear and front, cone seats respectively. In the event that these Lmits are exceeded, particular note should be made for further investigation after the engine has been completely disassembled, Figure 3-10 Checking Crankshaft Run-Out 20 FO 10A-10BA-3 Figure 3-11 Special Tool to Turn Crankshaft THRUST BFARING NUT 13 To facilitate later removal of the thrust bearing nut, loosen it one turn, using a mallet with PWA-1092 Wrench and PWA-155 Bar for direct drive engines or PWA-1084 Wrench and PWA-155 Bar for geared engines. Hold the propeller shaft with the turning bar as the nut is being loosened, see figure 3-12, Figure 3-12 Removing Thrust Bearing NutPart 3 Section | STARTER JAW NUT 14 Remove the starter pad cover plate from the rear case, pull out the cotter pin and loosen the starter jaw nut, but do not remove it at this time. ACCESSORY DRIVE GEAR NUTS 15 Loosen the accessory drive gear nuts, but do not remove them at this time. CYLINDER DEFLECTORS 16 Detach the cylinder head deflector nuts Release the spring loaded clamp on the rear side of the inter-cylinder deflectors, and re move the cylinder head deflectors. Remove the wing nuts attaching the inter-cylinder deflect- ors to the retaining clamps and remove the clamps and the deflectors. Remove the deflect- or between No. 5 and No. 6 cylinders with the sump. To facilitateassembly of the deflectors, tag each deflector as to its location at disas- sembly. ROCKER BOX COVERS 17 Remove the nuts attaching the covers to the rocker boxes usinga 7/16-inch socket, and remove the covers and gaskets. Remove the screws from the rocker box covers of No. 5 and No. 6 cylinders which are adjacent to the sump. Disconnect the hose connecting the rock- er boxes to the sump tee connection and re- move the covers and hose. (a) Loosen the rocker armadjusting screw nuts, but do not remove them at this time. PUSH RODS AND COVERS 18 Install PWA-155 Baron the crankshaft or propeller shaft of the direct drive or geared longines. Unscrew the push rod cover packing Inuts at the cylinder end first, then unscrew the nuts at the crankcase end, using DMS 196010 Jwrench. Turn the crankshaft or propeller shaft Juntil the valve actuated by the rod to be re- Jmoved is closed, see figure 3-14; thendepress Revised 7 Jul 61 EO 10A-10BA-3 Part3 Section | each rocker with PWA pressor and re- move the corresponding push red and cover, see figure 3-15 Figure 3-14 Tappets Indicate Open and Closed Valves Figure 3-15 Depressing Valve Spring To Remove Push Rod 2Part 3 Section 1 (a) Withdraw the push rods from the covers. To disassemble the push rod covers remove the packing nuts by pushing the tube through a hole ina plate placed in a vise. Use an ice pick to remove the packing from the nuts, (b) To drift the ball ends from the push rods, using PWA-2152-1 Drift or PWA-4877 Fixture, tie each ball end and spacer to the corresponding, push rod for correct location at assembly. 19 An alternate method for removing the push rods and covers is to loosen the packing nut at the cylinder end of the cover and to completely unfasten the nut at the crankcase end; then remove the push rods and covers with the cylinder when the eylinder is removed, Figure 3-16 Removing Oil Sump 22 EO 10A-10BA-3 Part 3 Section 1 OIL SCAVENGE TUBES 20 Disconnect the oil scavenge tubes from the oil sump and from the rear case and remove the tubes. OIL suMP, 21 Unscrew the four nuts attaching the sump to the engine using a 1/2-inch universal socket and ratchet, and pull the sump straight out from the engine taking care not to damage the oil pressure pipes which fit into the sump, see figure 3-16, Lift the cylinder deflector off the sump and remove the drain plugs, and the oil sereen from the sump, see figure 3-17, Disconnect the tee pipe. IGNITION MANIFOLDS 22 Unfasten the nuts attaching the ignition manifold to the front and supercharger sections. Uncouple the union on the rear manifold, using PWA-1886 Wrench, Withdraw the manifolds from the engine. Figure 3-17 Removing Oil Sump ScreenPart 3 Section 2 FO 10A-10BA-3 Part 3 Section 2 SECTION 2 FRONT SECTION (DIRECT DRIVE ENGINES) FRONT CASE, 1 If necessary, use PWA-1092 Wrench to loosen the thrust nut, Lift off the nut and the oil Slinger, Unfasten the nuts attaching the thrust bearing cover to the case with a 9/16- inch box wrench, and remove the cover. Tap. the cover loose with a rawhide mallet if neces- sary. Remove the oil slinger. (a) Mount PWA-657 Puller on the front case and attach the puller to the thrust bearing cover studs, Remove all the nuts which attach the front case to the crankcase front section, Place the puller washer over the end of the propeller shaft, Tighten the screw of the puller until the front case breaks loose and can be lifted off by hand, see figure 3-18, Figure 3-18 Loosening Front Section Do not attempt to remove the front case by hammering on it or by prying between the parting faces of the front case and the crankcase front section. (b) Bolt wooden blocks on the rim of the front section and over the upright on feed pipe to protect it from being damaged, THRUST BEARING 2 Place the front case ona bench with the small end down, Use a fibre drift and mallet to drive the thrust bearing out of the liner in the front case, Be careful to drive against the outer race of the bearing, see figure 3-19, Figure 3-19 Removing Thrust Bearing GOVERNOR DRIVE GEAR ASSEMBLY (NOT ON S1H2 ENGINE) 3 Remove the screws attaching the propeller oil feed tube to the front case and to the governor drive gear and withdraw the tube. (2) Unfasten the three castle nuts which attach 23Part 3 Section 2 the intermediate drive gear support to the front case. Lift out the support, see figure 3-20. If the support cannot be lifted out by hand, tap it lightly with a fibre drift to loosen it, Remove the four nuts and vashers attaching the governor drive cover to the outside of the case, Remove the cover and discard the gasket. Remove the gov- ernor drive gear snap ring from the end of the drive gear shaft, using PWA-2188 Pliers, With- draw the governor drive gear from the case. Figure 3-20 Lifting Out Governor Drive Gear ‘and Support (2) Secure the governor intermediate drive gear in PWA-2403 Holder, Remove the cotter pin from the castle nut and remove the nut with 23/8-inch box wrench. Lift off the washer and GASKET PLUS i A EO 10A-10BA-3 Part 3 Section 2 the gear and withdraw the support. the gear and shaft from the vise, Remove (c)___ Remove the governor oil feed tube plug and the oil scavenge tube plug from the front case, using a 5/16-inch box wrench on each plug. PROPELLER OIL FEED TUBE AND PLUGS (NOT ON S1H2 ENGINE) 4 Remove the propeller oil feed tube front nut and lock washer, Use PWA-2713 Wrench to remove the front lock nut. (a) On reworked crankshafts provisioned for hydromatic propeller installation, see figure 3-21, use PWA-4239-11 Wrench to remove the rear lock nut after straightening the locking tab of the lock washer; to carry out this operation, first remove the crankshaft front inner plug with PWA-7 Wrench, Lift out the lock washer and spacer. (b) Pull the oil feed tube from the front of the crankshaft, using PWA-3062 Puller, Ifneces- sary, remove the flared ends of the two stand- pipes in the crankshaft and drift the standpipes from the crankshaft, using PWA-4512-11 Drift, Use a fibre drift to drift the oil feed tube rear plug from the front out the rear of the shaft, P-WASHER pTaBMASHER Y GY, V4 CT ih rive / eS Lockwasner Ae “cacnet -sranopire Figure 3-21 Gross Section View of Reworked Crankshaft Hydromatic Propeller Feed Tube Assembly 24Part 3 Section 3 EO 10A-10BA-3 Part 3 Section 3 SECTION 3 FRONT SECTION AND REDUCTION GEARING (GEARED ENGINES) FRONT CASE 1 Unfasten all the nuts attaching the front case to the crankcase front section, Attach PWA- 1332 Bye to the propeller shaft and, using a chain hoist equipped with PWA-2388 Hook, lift the front case from the rest of the engine, see figure 3-22, Set the front case on a carrier or a bench. If necessary, use PWA-1084 Wrench to loosen the thrust bearing nut, Lift off the nut and the oil slinger. Remove the nuts attaching the thrust bearing cover to the front case and lift off the cover. t Seetion (Geared Engines) REDUCTION DRIVE GEAR 2 Bend down the tab of the reduction drive gear lock nut washer, and remove the lock nut with PWA-487 Wrench and PWA-1986 Pilot. Lift off the washer and pull the drive gear from the crankshaft splines with PWA-442 Puller, see figure 3-23, Drift the bearing from the hub of the gear, Figure 3-23 Removing Reduction Drive Gear REDUCTION DRIVE PINION CAGE 3. Place the propeller shaft in TAM-206 Fix- ture equipped with PWA-1919-1 Adapter, Bend down the tab of the pinion cage lock nut washer and remove the pinion cage lock nut with PWA- 502 Wrench, see figure 3-24, Install PWA-472 Puller on the rear of the propeller shaft with the three puller arms inserted in the threaded holes provided in the rear of the cage, Pull the reduc- tion gear pinion cage assembly from the shaft, see figure 3-25, Figure 3-24 Removing Pinion Gage Lock Nut 25Part 3 Sections 3-4 Figure 3-25 Pulling Reduction Gear Pinion Cage Assembly (a) Remove the nuts and bolts uniting the halves of the pinion cage, Set the cage on a clean bench, rear side down, and remove the pinion shaft nuts, Separate the halves of the pinion cage by driving against the pinion shafts with a suitable drift, Remove the pinions, then support the rear half of the pinion cage on a suit~ able base and drive out the six pinion shafts. EO 10A-10BA-3 Part 3 Sections 3-4 OIL SEAL RING CARRIER AND THRUST BEARING 4 Remove the propeller shaft from the fixture. Grasp the front case at the parting surface with both hande and firmly tap the rear end of the propeller shaft on a wooden bench or block until the shaft comes up through the bore of the case. (a) Remove the oil seal rings from the oil seal ring carrier with PWA-1791 Pliers and pull the carrier off the rear of the shaft, using PWA-3131 Puller. (b) Pull the thrust bearing over the front end of the propeller shaft, using PWA-1879 Puller. (c)_ Remove the plug from the front end of the propeller shaft with PWA-1983 Wrench. If the ‘engine is equipped with a propeller oil feed tube and support, refer to Part 3, Section 2, Paragraph 4 REDUCTION DRIVE FIXED GEAR 5 Unscrew the castle nuts attaching the fixed gear to the inside front of the front case. Lift the gear from the studs, Remove the propeller oil feed pipe with the fixed gear as a unit, SECTION 4 CYLINDERS INTAKE PIPES 1 Use PWA-5072 Wrench to loosen the intake pipe packing nuts, see figure 3-26, Completely unfasten the nuts with the fingers, Remove the three bolts at the cylinder end of each intake pipe, Withdraw the pipes from the engine. If Figure 3-26 Loosening Intake Pipe Packing Nut 26 a pipe sticks in place, use PWA-3145 Puller to pips Pl remove it, (a) Remove the primer distributor from the No, 1 intake pipe. (>) Install PWA-5008 Protector in the intake pipe ports in the supercharger case. CYLINDERS AND PISTONS 2 Loosen the inter-cylinder hose by removing the hose clamps from the inter-cylinder drain tubes and slipping the hose to one side, (2) Install PWA-155 Bar on the direct drive engine crankshafts or PWA-2645 Bar on the geared engine crankshafts, Rotate the crank- shaft until the piston of the cylinder to be removed is at the top of its stroke. Remove the palnuts and remove the cylinder hold down-nuts withPart 3 Section 4 PWA-2397, PWA-2006 or PWA-2399 Wrench in conjunction with PWA-2398, PWA-2240 or PWA-2411 Handle, see figure 3-27, Figure 3-27 Removing Cylinder Hold Down Nuts (exnagy eee eel aeran Cee ea: (©) Do not remove the top hold-down nut until Just prior to the cylinder removal. Remove the cylinders in the following sequence: No.6, No.7, No. 8, No.9, No.1, No.2, No.3, No.4, and No.5, EO 10A-10BA-3 Part 3 Section 4 NOTE The master rod cylinder No, 5 must always be the last to be removed. Support the cylinder with both hands while the top hold down nut is being removed; then with- draw the cylinder straight out from the engine, see figure 3-28, Place each cylinder in an appropriate carrier to prevent damage to the cooling fins and barrel. Figure 3-29 Removing Piston Rings 27Part 3 Section 4 (c) Directly after removal of a cylinder, push the piston pin from the piston, using PWA~4251- 10 Pusher if necessary. Lift the piston from the link rod and remove the rings from the piston with PWA-1791 Pliers, see figure 3-29. Tag the rings to indicate the piston from which they were removed, Record any stuck, broken or sluggish rings on the Inspection Report. (4) Make certain that the plugs are removed from the piston pins at disassembly. If dif- ficulty is experienced in taking out the plugs, rill a hole in one plug large enough to accom- modate a small brass drift. Insert the drift through the hole and drive out the opposite plug; then drive out the remaining plug. (2) Place rod protectors, PWA-2488, on the master and link rods, securing them to con- Figure 3-30 Rod Protectors Installed Figure 3-31 Special Inter-Cylinder Oil Pipe Connection Wrench 28 EO 10A-10BA-3 Part 3 Section 4 venient studs on the cylinder pads, see figure 3-30. () Loosen the inter-ear oil liner hose clamps with a screwdriver, Work the hose over onto the intake oil connection with a pair of pliers. Remove the exhaust oil inter-ear pipe connection with an open end wrench or a special open end wrench which can be slipped over the end of the connection and then slipped dowm, see figure 3-31, Remove the hose and clamps from the intake connection and remove the connection with the same open end wrench or a box-end wrench if desired, Use care not to damage the primer connection threads on the cylinders, INLET AND EXHAUST VALVES 3 Mount and secure the cylinder on TAM- 3146 Stand. Compress the valve springs with the swivel arm of the stand and take out the split locks, see figure 3-32, Use PWA-3277- 10 Scraper to remove any carbon from the stem of the exhaust valve; then, withdraw the upper washer and the inner and outer valve springs from each rocker box, see figure 3-33, Remove the safety circlets from the valve stems, then lift out the valve springs lower washer with long nosed pliers, see figure 3-34. Remove the cylinder from the stand, holding the valve stems with the fingers, see figure 3-35, so that the valves will not drop into and darnage the cylinder barrel, With the cylinder in a horizontal position ona bench, withdraw the valves, figure 3-36, and place them in a rack provided with numbered positions. Figure 3-32 Removing Split LocksPart 3 Section 4 EO 10A-10BA-3 Part 3 Section 4 ROCKER SHAFT BEARINGS 5 Use PWA-614 Drift and Base in conjunction with an arbor press to remove the bearing from the rocker, see figure 3-41, Figure 3-34 Removing Valve Lower Washer ROCKER SHAFTS 4 Unfasten and remove the inner and outer rocker shaft nuts, see figure 3-37, Remove the copper-covered asbestos gaskets on the inside and the metal gaskets on the outside, Drift, out the shaft by driving on the smaller end of the shaft with a 5/16-inch fibre drift, see figure 3-38, The rubber oil seal rings will come off with the shafts, Lift out the rocker arm, see figure 3-39, Unscrew the valve adjusting screw and lock nut from the rocker, see figure 3-40, Figure 3-36 Removing ValvesPart 3 EO 10A-10BA-3 Part 3 Section 4 Section 4 Figure 3-37 Removing Rocker Shaft Outer Nut Screw Figure 3-39 Lifting Out Rocker Arm Figure 3-41 Removing Rocker Arm BearingPart 3 Section 5 EO 10A-10BA-3 Part 3 Section 5. SECTION 5 MAIN CRANKCASE SECTION SUPPORT PLATE 1 On the geared engines, remove the three screws attaching the support plate to the crank- case front section. Use a fibre drift at the support plate parting surface to loosen the plate; then lift the plate off the engine, CAM REDUCTION DRIVE GEAR 2 Lift the cam reduction drive gear and spacer off the engine. Wire the spacer to the gear, CAM DRIVE GEAR 3. Withdraw the cam drive gear over the crank- shaft. Use PWA-2188 Pliers to remove the oil seal rings from the gear. Remove the cam drive gear key by entering a screw into the tapped hole in the key. The action of the screw against the crankshaft will pull the key out of its slot. GOVERNOR OIL FEED TUBES (DIRECT DRIVE ENGINES EXCEPT S1H2) 4 Remove the propeller oil feed tube plug from the sump mounting boss, using a I-inch box wrench, see figure 3-42, Pull the short governor oil feed tube from the parting face of the crankcase front section. Use a fibre drift and mallet to drift the oil feed tube assembly through the sump boss aperture in the crank- case front section, see figure 3-43. Figure 3-43 Loosening Oil Feed Pipe Assembly CRANKCASE FRONT SECTION 5 Unfasten the eight castle nuts from the through bolts uniting the halves of the erank- case, Use PWA-2768 Wrench to unfasten the castle nut from the hidden through bolt inside the sump mounting boss, Transfer the top loops of the rod protectors to the studs on the rear case of the power section. Remove the bolts and the washers from the bolt bosses on the crankcase front section, Pry loose the Figure 3-42 Removing Propeller Oil Feed Pipe Plug Figure 3-44 Lifting Out Crankcase Front Section 31Part 3 Section 5 front case of the power section with a piece of wood, resting one end on the counter balance of the crankshaft. (a) Remove the crankcase front section by lifting up evenly on both sides of the case to prevent cramping the front main bearing, see figure 3-44, It may be necessary to tap the crankcase lightly with a fibre drift to start it. The front main bearing outer race and rollers are removed with the case and should be lifted out of the case when the case is disassembled. CAM RETAINER PLATES 6 Unfasten and remove with a 1/2-inch socket, and speed handle the seven castle nuts attaching the cam retainer plates to the front main case Remove the retainer plates and spacers CAM OIL FEED BRACKET 7 Remove the cam oil feed bracket from the crankcase front section. CAM 8 Push the valve tappets outward and lift the cam off its bearing in the front main crankcase. Withdraw the cam bearing from the boss in the front main crankcase. If necessary a fibre rod may be used as a lever to lift up the cam bearing. VALVE TAPPETS AND ROLLERS 9 Depress the valve tappets in the guides. Remove the roller pins with a bar magnet, see figure 3-45 and remove the rollers. Withdraw the valve tappets from the front main crankcase. 32 EO 10A-10BA-3 Part 3 Section 5 Install PWA-4885 Protectors over the thread of, each tappet guide. Demagnetize the roller pins before re- assembly. Figure 3-45 Removing Valve Tappet Roller PinsPart 3 Section 6 EO 10A-10BA-3 Part 3 Section 6 SECTION 6 CRANKSHAFT AND MASTER ROD ASSEMBLY FRONT MAIN BEARING INNER RACE 1 Use PWA-470 Puller to remove the front main bearing inner race from the crankshaft of the direct drive engines, see figure 3-46. For the geared engines remove the retainer nut with PWA-648 Wrench and use PWA-505 Puller to disassemble the front main bearing inner race, see figure 3-47, Figure 3-46 Removing Front Main Bearing Inner Race CRANKSHAFT 2 Attach PWA-1332 Eye for the direct drive engine crankshafts or PWA-662 Eye on the geared engine crankshafts, and in conjunction with PWA-2388 Hook and a chain hoist, lift the crankshaft assembly from the crankcase rear section, see figure 3-48, Fasten the master rod and the two link rods on each side with wooden holder and lower the crankshaft and rod assembly upon a suitable carrier. Figure 3-47 Removing Front Main Bearing Inner Race - Geared Engines IMPELLER SPRING DRIVE COUPLING 3. Mount the splined end of the crankshaft in TAM-206 Fixture equipped with PWA-1919-1 Adapter for direct drive engines or PWA-1919-3 Adapter for the geared engines. Fasten one end of a rubber band to the master rod and the other end to the fixture in order to hold the master ‘and link rod assembly in position, thus preventing damage to any part of the assembly. (a) Remove the cotter pin, castle nut and washer from the spring drive coupling bolt. Use PWA-674 Puller to pull the coupling and 33Part 3 EO 10A-10BA-3 Part 3 baa 3 : Figure 3-48 Hoisting Crankshaft From Engine Figure 3-49 Removing Spring Impeller Drive Assembly Section 6 crankshaft rear gear from the crankshaft, see figure 3-49, Set the assembly face down on a bench and lift off the rear main bearing spacer, see figure 3-50, the crankshaft rear gear, see figure 3-51, and the friction band, see figure 3-52, Lift out the spring drive spring and button assemblies, see figure 3-53 and remove the driving spider, see figure 3-54 IMPELLER SPRING DRIVE BOLT 4 Use PWA-1195 Wrench to remove the impeller spring drive bolt from the crankshaft rear section. REAR MAIN BEARING 5 Remove the outer race, rollers and rear section of the inner race of the rear main bearing. Use PWA-1275 Puller to pull the remainder of the inner race from the crankshaft, see figure 3-55 Figure 3-50 Lifting Rear Main Bearing SpacerPart 3 EO 10A-10BA-3 Part 3 Section 6 Section 6 Figure 3-52 Lifting Friction Band 35Part 3 Section 6 CRANKSHAFT FRONT AND REAR SECTIONS: 6 Remove the cotter pin located near the head of the crankshaft bolt, To unscrew the crank- shaft bolt use PWA-3222 Wrench or PWA-5192 Wrench on engines that incorporate the new larger bolt, Coat the threads of PWA-2425-100 Puller with white lead and oil to prevent "picking up! of the threads. Use modified Puller PWA- 2425-102 (not incorporating a Detail 11 Pump. Assembly) or Puller PWA-2425-103 (incorporating Detail 11 Pump Assembly) on crankshafts using the new larger bolt, Screw the short stud of the puller securely into the bolt hole in the crank- shaft rear section, and screw the puller body securely into the bolt hole in the crankshaft front section, Pump the two sections of the crankshaft apart, see figure 3-56. ‘To prevent damage to the crankshaft splines, support the rear section of the crankshaft when the crankshaft is sepa~ rated, Figure 3-56 Removing Rear Half of Crankshaft (a) Install a suitable protector on the spline of the crankshaft front section to avoid damage to the master rod bearing. Remove the master and link rod assembly, see figure 3-57; then remove the crankshaft front section from the fixture. FLYWEIGHTS 7 Because the expander plug fits very tightly, it is sometimes necessary to turn the flyweight 36 EO 10A-10BA-3 Part 3 Section 6 Figure 3-57 Removing Master and Link Rods ‘Assembly bolt back and forth about 1/8 turn to loosen it. To do this insert the wrench part of the re- designed TAM-1773 Wrench in a special clamp and place it over the counterweight, with the slots inserted into the recessed head of the flyweight, Hold the counterweight in a soft- jawed vise and turn the wrench with a 24-inch bar while holding it. Repeat the operation with the other flyweight bolt. Remove the counter- weight to the bench. (a) Use a long handle Allen wrench to loosen the expander plug in the flyweight bolts, see figure 3-58; then unscrew the flyweight bolt, using TAM-1773, see figure 3-59. Jack the flyweight sections apart, using PWA-1068 Pusher, see figure 3-60, OIL PLUGS 8 Remove the crankshaft rear inner plug from the crankshaft, using PWA-7 Wrench. the crankshaft front outer plug, using PWA-7 Wrench, Refer to Part 3, Section 2, paragraph 4, for description of disassembly of propeller oil feed tube and plugs on reworked crankshafts provisioned for hydrornatic propeller installation. RemovePart 3 Section 6 EO 10A-10BA-3 Part 3 Section 6 Figure 3-58 Loosening Allen Plugs in Flyweight Bolts ff Figure 3-59 Loosening Flyweight Bolts LINK PINS: 9 Remove the screw which holds the locking plate at the rear end of each pair of link pins: then drift off the locking bars. (a) Fit PWA-810-1 Adapter and PWA-2252 Spacer on the base of PWA-2% Fixture, Rest the master rod on top of the link pin spacer. Insert PWA-992 Wedge between the master rod flanges to prevent their distortion when pressure is applied to the link pin. Be extremely careful to avoid damage to the surface of the lead silver master rod bearing when fitting the master rod over the pilot of the fixture. Figure 3-61 Removing Link Pins 37Part 3 Sections 6-7 (b) Turn the master rod so that the link pin to be removed is located directly over one of the slots in the base of the fixture. Locate the "LW" head plunger over the link pin; then place PWA-4497-11 Drift between the plunger and the link pin and press the link pin out by bring- ing the plunger down, see figure 3-61. Ifneces- sary, tap the plunger with a copper hammer until the link pin starts to move. CAUTION ry E i Care should be taken to insure that the EO 10A-10BA-3 Part 3 Sections 6-7 pin to be removed is directly over the slot in the fixture provided to receive it. REAR CRANKCASE 10 Unfasten and remove the nuts which attach the crankcase rear section to the supercharger case and lift off the crankcase. It may be neces- sary to tap the crankcase with a fibre drift to release it from the supercharger case, Use PWA-1285 Puller to remove the crankcase bolts from the crankcase rear section. SECTION 7 REAR SECTION STARTER JAW AND GEAR 1 Crank the bed of the engine stand until the supercharger and rear sections are in a horizontal position, Remove the starter jaw nut and starter jaw, Drift the starter gear forward in the super- charger case, using a fibre drift and hammer; then lift the gear free of the case, see figure 3-62. Use PWA-2044 Puller to remove the bearing from the gear shaft, Remove the spacer from the gear shaft, CARBURETOR ADAPTER 2 Remove the nuts attaching the carburetor adapter to the rear case and lift off the adapter. TACHOMETER DRIVES 3. Unscrew the cap on each tachometer drive shaft, Use a I-inch box wrench. Remove the screws attaching the tachometer drive couplings to the rear case and remove the couplings and gears. Pull the outer and inner couplings from the tachometer drive gear shaft and pull the oil seals out of the couplings with PWA-1836 Puller. On the engines fitted with one-piece tachometer drive couplings, the puller is not needed. FUEL PUMP DRIVE GEAR 4 Remove the nuts attaching the fuel pump drive gear adapter to the rear case, use a 5/16-inch box or socket wrench, Then withdraw 38 the adapter and gear from the case, Pull the fuel pump drive gear from its adapter. Remove the fuel pump drive gear oil seal, using PWA- 3762 Puller. Figure 3-62 Removing Starter GearPart 3 Section 7 EO 10A-10BA-3 Part 3 Section 7 Figure 3-63 Drifting Out Oil Pump Body Bolte OIL PUMP, 5 Remove the nuts attaching the oil pump to the rear case. Attach PWA-1327 Puller to the oil inlet port studs and pull the pump from the {a) Loosen aid remove the four nuts on the four through bolts which hold the pump together. ‘Two of these bolts can be pulled out with the fingers but the other two must be drifted out, see figure 3-63, Lift off the cover, or pressure section, see figure 3-64, and the gears, see figure 3-65; then remove the key from the drive shaft, see figure 3-66, Lift off the first scavenge section and oil seal ring, see figure 3-67, Re- move the gears: then, remove the key from the drive shaft, Remove the oil seals from the shaft holes in this section. Lift off the second scavenge section and remove the idler shaft and gear, see figure 3-68. Remove the drive gear and key and withdraw the drive shaft from the pump end plate, see figure 3-69. If difficulty is experienced in removing the gears, they may be removed with PWA-2569 Puller. Figure 3-64 Lifting Out Oil Pump Pressure Cover Figure 3-67 Lifting Out Scavenge Cover and Oil Seal INTAKE DUCT VIEW PORT 6 Remove the intake duct view port plug and 39Part 3 Section 7 EO 10A-10BA-3 Figure 3-68 Removing Idler Shaft and Gear Figure 3-69 Removing Drive Shaft PLUGS 7 Remove the by-pass plug, the oil thermo~ meter connection plug, and all Allen plugs from the rear case. MAGNETO DRIVE GEARS 8 Remove the magneto coupling screws, Pull the coupling gear from each magneto drive gear shaft with PWA-621 Puller. Unfasten the screws attaching the magneto drive covers to the rear case and pull off the covers and remove the packings, On engines that incorporate a new oil seal housing, magneto drive coupling and lip type oil seal, remove oil seal using PWA-3762 Paller, (a) Pull the magneto drive gears forward from 40 Figure 3-70 Removing Magneto Drive Gears the supercharger case, see figure 3-70, being careful not to let the accessory intermediate rive gears drop and damage the teeth. Remove the magneto drive oil shields from the rear case by inserting a suitable fibre drift through the oil pump housing and tapping it with a mallet. Remove the accessory intermediate drive gear keys from their slots, and wire them to the magneto drive gear shafts to prevent their loss during cleaning and inspection, VACUUM PUMP DRIVE GEAR 9 Attach the adapter of PWA-1998 Pusher to the fuel pump drive pad; then insert the bar through the adapter of the pusher so that the polished end rests on the vacuum pump drive gear adapter. Use a fibre drift to drive the vacuum pump drive gear from the adapter. Remove the spacer from the shaft. Use PWA- 3762 Puller to remove the oil seal. GENERATOR DRIVE GEAR ASSEMBLY (NOT ON SIH2 ENGINE) 10 Unfasten the four nuts which fasten the generator drive assembly to the top of the rear section and remove the assembly, (a) On the single bearing drive assembly, see figure 3-71, remove the screws from the bearing retainer plate. Hold the assembly ina vise having lead padded jaws and remove the spanner nut which has a LEFT HAND thread with PWA- 174 Wrench, Withdraw the gear from the housing and drift the bearing from the gear. {b) On the double bearing drive assembly, see figure 3-72, remove the screws from the retainerPart 3 EO 10A-10B4-3 Part 3 Section 7 Section ? [means Housine ae on ae «Rep —SPANNER NUT| ===: baal con ~ \ fees ame ‘orcen Figure 3-71 Cross-Section View of Single Bearing Generator Drive and Housing Assembly plate and drift the cork from the drive gear shaft bore. Install the drive gear in PWA-4635 Fixture and remove the spanner nut with PWA- 174 Wrench, Lift out the washer, Install the assembly in PWA-4638 Fixture and drift the gear and inner bearing from the housing, using PWA-4639 Drift. Remove the spacer from the gear shaft. Install the drive gear in PWA-4638 Fixture and use PWA-4639 Drift and PWA-4640 Collar to remove the inner bearing from the gear shaft. Use PWA-4636 Drift and PWA-4638 Fixture to remove the outer bearing from the housing, VERTICAL ACCESSORY DRIVE GEARS 11 Remove the nut, washer, and spacer or gear from each vertical accessory drive gear shaft. Using a fibre drift and hammer, tap the drive gears downward, but be careful not to let them fall, Remove the drive gear adapters from Remove the drive gear ball bearings, using a fibre drift, Press the bearings out of the liners with an arbor press, Install the bearings, spacers, washers, and nuts on the respective gears to insure proper relationship at assembly, the rear case. OIL PRESSURE RELIEF VALVE 12 Remove the acorn shaped cap from the oil pressure relief valve, Remove the oil pres- sure relief valve body; then withdraw the spring and plunger. Use PWA-671 Wrench to remove the valve seat from the rear case, see figure 3-73. Figure 3-72 Cross-Section View of Double Bearing Generator Drive and Housing Assembly Figure 3-73 Removing Oil Pressure Relief Valve REAR CASE, 13. Unfasten and remove the nuts attaching the rear case to the supercharger section. Remove the oil drain pipe between the supercharger and rear cases. Pull the rear case free with PWA- 2712 Puller and lift off the case. { CAUTION Do not pry the cases apart by inserting an object between the parting faces. aPart 3 Sections 7-8 (2) Replace the two magneto drive shafts in their respective bushings so that the shafts may act as dowels when the rear case is removed. Injury to the oil pipes will thus be prevented. EO 10A-10BA-3 Part 3 Sections 7-8 (b) Place the case on a bench so that the part- ing face is up, thus avoiding possible damage to the oil pressure tube or the magneto drive shaft bushings. SECTION 8 SUPERCHARGER SECTION BREATHER ASSEMBLY 1 Remove the screws from the breather exhaust connection; then lift off the washer, exhaust connection, and gasket, Use PWA-3482 Wrench to disassemble the breather connection body. Use PWA-2373 Wrench to remove the left breather hole plug. The breather assembly at this location is plugged on the SIH2 engine, as breathing is carried out through the front section at the propeller governor pad location where a cover with a special fitting is installed, REMOVAL OF IMPELLER 2 Lock the floating gear and the impeller intermediate drive gear with PWA-609 Holder, Insert a small steel drift in the flared end of the impeller nut locking pin and drive out the pin, Use PWA-1269 Wrench to remove the impeller nut which has a LEFT HAND thread, see figure 3-74, Remove the cotter pin from the impeller shaft lock nut at the forward end of the impeller shaft and loosen, but do not remove, the lock nut, using a 3/4-inch box wrench, Use PWA-51 Puller to pull the impeller from the shaft, see figure 3-75. Figure 3-74 Removing Impeller Nut 42 Figure 3-75 Removing Impeller REAR SUPERCHARGER BEARING COVER 3. Remove the eight screws attaching the rear supercharger bearing cover to the supercharger case. Use a fibre drift at the forward end of the impeller shaft to drift the shaft out until the cover, which will come out with the shaft, is Figure 3-76 Removing Impeller Intermediate Drive Gear BearingPart 3 Section 8 far enough out to be lifted off with the fingers. Lift out the gasket, oil slinger, baffle and spacer. With the gears still locked, remove the impeller intermediate drive gear rear bearing and inner liner, using PWA-627 Puller, see figure 3-76. Press the liner from the bearing using an arbor press and a suitable drift. FLOATING GEAR 4 Bend down the tab lock and loosen the floating gear retaining nut (LEFT HAND THREAD) with PWA-345 Wrench. Remove the two screws at the bracket and the one at the clip attaching the Oil pressure tube to the supercharger case and lift out the tube, Remove the nine screws at- taching the front supercharger cover to the supercharger case and lift off the cover using a screwdriver if necessary, (a) Place a fibre drift between the teeth of the floating gear and the teeth of the impeller in- termediate drive gear to lock the gears. Re- move the castle nut from the intermediate drive gear shaft and lift out the spacer and bearing, (b) Remove the steel spacer, bronze spacer, tab lock retainer and small spacer or washer from the impeller shaft, see figure 3-77. Lift off the floating gear with its needle bearings and bronze spacer. In handling the floating gear, do not let the needles fall into the supercharger section, IMPELLER SHAFT (BALL BEARINGS) 5 Make sure the nut and the locking pin are removed from the front end of the impeller shaft. Usea fibre drift to tap the impeller shaft from the rear to the front and withdraw the shaft from the supercharger case. Tap the two front ball bearings off the shaft. With~ draw the impeller shaft rear ball bearing from its liner in the case. IMPELLER SHAFT (PLAIN JOURNAL BEARINGS) 6 For engines incorporating plain journal bearings at the impeller shaft, remove the cotter pin from the impeller shaft lock nut and remove the lock nut with PWA-1269 Wrench, Use PWA- 4726 Wrench to remove the support assembly, including the front journal bearing, from the front end of the impeller shaft, Tap the rear end of the impeller shaft forward, using a fibre hammer, until the shaft can be withdrawn from. ‘the supercharger case by hand. Remove the three oil seal rings from the ring carrier on the rear EO 10A-10BA-3 Part 3 Section 8 Figure 3-77 Removing Steel Spacer, Bronze Spacer, Tab Lock Retainer and Washer From Impeller Shaft Figure 3-78 Removing Intermediate Drive Gear Bearing Inner Race 43Part 3 EO 10A-10BA-3 Part 3 Section & of the shaft, and pull the ring carrier from the shaft, using PWA-4722 Puller, IMPELLER INTERMEDIATE DRIVE GEAR 7 Lift the impeller intermediate drive gear from the supercharger case, Tap the bearing from the gear shaft by inserting a suitable drift through the holes in the gear web and driving on the inner race of the ball bearing, Remove “4 Section & ‘the inner race of the bearing in the same manner, see figure 3-78 SUPERCHARGER CASE 8 Crank the bed of the engine stand until the front face of the supercharger case is up. Re- move the nuts and bolts which fasten the super- charger case to the stand and lift off the case,Part4 EO 10A-10BA-3 PART 4 TABLE OF CONTENTS SECTION TITLE 1 GENERAL DEGREASING DEGARBONIZING BLASTING 2 SPECIFIC CLEANING INSTRUCTIONS PARTS WITH LEADED BEARING SURFACES BALL BEARINGS CYLINDERS PISTONS VALVES INTERNAL OIL PASSAGES Part 4 PAGE 46 46 46 46 47 47 47 48 43, 48 48 45Part 4 Section 1 EO 10A-10BA-3 Part 4 Section 1 PART 4 CLEANING SECTION 1 GENERAL 1 As soon as the engine has been completely disassembled, clean all engine parts thoroughly. It is very important that all parts listed in Part 4, Section 2 under "Specific Cleaning Instruc- Hons," be cleaned only in accordance with those instructions, Do not use blasting for cleaning except as directed. Clean all other parts in accordance with the instructions under "De- greasing" or "Decarbonizing." After steel parts have been cleaned, cover them with a thin coat of light oil to protect them against rusting and DEGREASING 2 Oil, sludge, grease, and soft carbon de- posits may be removed from engine parts by one of the following methods. Spray Method 3 Spray the parts in a cleaning booth which has positive ventilation to the outside. The clean- ing fluid should be kerosene or white furnace oil, Bath Method 4 Immerse the parts in a cleaning agent such as kerosene or white furnace oil, A soft brush may be used to facilitate removal of soft carbon. deposits. After the parts have been removed from the bath, blow off any excess cleaning agent, using compressed air. Vapor Condensate Method 5 Place the parts in a steam heated tank which contains the cleaning fluid vapor. The vapor will condense on the parts and thoroughly de- grease them. Parts cleaned by this method will be absolutely dry and free from oil and grease when they are removed from the tank and, there- fore, should be sprayed with a light oil immed- iately after removal from the tank to protect them 46 against rusting andcorrosion. The cleaning fluid should be stablized trichlorethylene. NOTE If any aluminum alloy tubing or other aluminum alloy components are cleaned by this method, these parts should immediately be submerged in a hot bath of five percent chromic acid solution at 60°C (140°F) for 20 minutes, then rinsed in 83°C (180°F) water or anodized to prevent pos- sible corrosion. DECARBONIZING 6 Hard carbon deposits which cannot be re- moved by degreasing may be removed by a carbon solvent, Some carbon solvents will attack aluminum and magnesium parts if the parts are allowed to stand too long in the solu- tion, Whenever a carbon solvent is used, the instructions of the manufacturer of the solvent should be carefully observed. Immerse the parts to be decarbonized in a solution RCAF Ref #33C/ 589 Cleaner, Oil Tank Mil-C-7122 Type Il. ‘After the parts have been removed from the sol- vent, thoroughly wash them in hot water to re- move all the cleaning agent. If any of the clean- ing agent ie allowed to remain on the parts, it may combine with the moisture in the engine lub- ricating oil and, when the engine is next run, may cause violent foaming of the oil with resultant discharge of oil from the breather pipes. Do not use alkaline carbon solvents on steel parts coated with preservative varnish, as the strong alkali will remove the varnish, BLASTING 7 Thoroughly degrease any part to be blasted. Protect all threaded areas, bearing surfaces, and highly polished machined surfaces, with suitable plugs, rubber sleeves, or masking tape.Part4 Sections 1-2 Blasting should be done uniformly. Do not allow the nozzle to dwell in one place. NOTE Cellulose acetate pellets, clover seed, or cracked wheat may be used for re- EO 10A-10BA-3 Part 4 Sections 1-2 moving hard carbon deposits. Sand- blasting may be used on exhaust valves. Make sure that all blast materials as well as loose carbon is completely re- moved from grooves, recesses or oil pa The use of a mirror will permit a more thorough examination of such obscure locations SECTION 2 SPECIFIC C LEANING INSTRUCTIONS PARTS WITH LEADED BEARING SURFACES 1 The master rod bearing has a leaded bearing surface and requires special care to prevent damage to this surface, Clean parts by flowing kerosene or white furnace oil over the bearing surface and whiping the bearing surface with a soft, smooth cloth, BALL BEARINGS 2 Ball bearings are at all times susceptible to magnetism which causes small foreign par- ticles to adhere to the balls or races, In some cases these particles are so strongly attracted that they are not removable during the soaking and washing operations. To prevent the poss- ibility of foreign particles remaining, completely demagnetize each ball bearing before cleaning. (2) Demagnetize non-demountable ball bear- ings ad an assembly, but demagnetize the com- ponent partsof demountable bearings separately, being extremely careful not to mix the parts of one bearing with those of another. Rotate large bearings slowly while passing them through the demagnitizer. Pass the bearing or parts through the demagnetizer at a rate not to exceed 12 feet per minute and remove ther from the demagneti- zing field before shutting off the switch, (b) After demagnetizing, test the bearings or component parts for residual magnetism, using a magnetic compass, Deviation of the compass needle when the bearing is placed at the east or west points will indicate incomplete demagnetiza~ tion, After demagnetization reaesemble all de mountable bearings. (c) Soak bearings that do not have hard carbon deposits in clean hot oil for 4 hours. The bath should consist of No. 10 viscosity lubricating oil heated to a temperature of 77°C (170F) to 880G (1900F), If equipment for heating the oil is not available, soak the bearings in a cold sol- vent such as white furnace oil. (a) Clean bearings having hard carbon deposits according to the instructions given under "Decar- bonizing," provided the bearings do not have micarta retainers. (e) After decarbonizing, thoroughly pressure- flush the bearings with hot oil to remove all for- eign particles or residue. If oil heating equip- ment is not available, flush the bearings with a spray of white furnace oil. Turn one of the races slowly while flushing to help dislodge any dirt. [caution } Never allow a bearing to epin freely under the impetus of air or spray pres- Sure, as injury to the bearing will result. () Ifneither a spray or pressure-flushing de- vice is available, hold bearings below the sur- face of a bath of solvent and rotate them by hand. 47Part 4 Section 2 {g)__ If the bearing is not to be used immedi- ately, oil the part well; then wrap it in grease- proof wrapping paper and place it in a box co- vered container, CYLINDERS. 3 Clean the cylinders according to the instruc- tions under "Degreasing." Blast the inside sur- face of a cylinder head according to the instruc- tions under "Blasting." Blast the valve seats to cut any glaze, as this will facilitate recondition- ing of the seats, Lightly blast the outside sur- faces of a cylinder head to remove oil stains. If this is to be done, the anodized intake pipe couplings must be protected with masking tape, and blasting of the cooling fins must be held to the absolute minimum. PISTONS 4 Clean the pistons according to the instruc- tions under "Degreasing" and "Decarbonizing." Use a soft metal or wood scraper to remove car- bon from the ring grooves, being careful not to damage any of the ring lands or to remove any metal from the small radii between the ring lands and the bottom of the ring grooves. (a) Ream out any oil holes filled with carbon, using an undersize drill, If necessary, polish the piston with crocus cloth and kerosene, but if this is done clean it again as directed under 48 EO 10A-10BA-3 Part 4 Section 2 "Bath Method." (&) Blasting may be used to remove hard car- bon deposits from the top and inside of a piston as directed under "Blasting." Plug the piston pin holes and cover completely the outside wall of the piston with masking tape or a rubber sleeve. Do not remove glazed surface on the piston skirt and the piston pin. VALVES 5 Clean the valves according to the instruc- tions under "Decarbonizing." Any carbon re- maining on the heads of the valves may be re~ moved with a fine wire brush, Exhaust valves may be blasted as directed under "Blasting, " provided grade 120 round sand, propelled by air pressure not exceeding 30 pound per square inch is used, and provided the valve stem is protected from the sandblasting. Use a cloth wheel free of any abrasive compound to clean valve stems, as scratches will invite cracks and subsequent failure of the valves, Do not remove the glaze and discoloration on the valve stems. INTERNAL OIL PASSAGES 6 Clean the internal passages of all parts and blow out the passages with compressed air. Re- move oil passage plugs where necessaryPart 5 EO 10A-10BA-3 PART 5 TABLE OF CONTENTS SECTION TITLE 1 PRELIMINARY INSTRUCTIONS GENERAL PHYSICAL, MAGNETIC AND FLUORESCENT PENETRANT INSPECTION INSPECTION RECORDS GAUGES SURFACE TREATMENTS 2 GENERAL PHYSICAL INSPECTION GENERAL ALUMINUM AND MAGNESIUM PARTS. BALL AND ROLLER BEARINGS BOLTS BUSHINGS AND PLAIN JOURNAL BEARINGS COUPLINGS. GEARS LEADED BEARINGS LINERS NUTS OIL SEAL RINGS OL SEAL RING CARRIERS RIVETS: SHAFTS SPACERS SPRINGS sTuDs TUBES THREADED INSERTS 3 SPECIFIC PHYSICAL INSPECTION FRONT SECTION OIL SLINGER THRUST BEARING NUT PROPELLER AND THRUST BEARING OIL FEED TUBES REDUCTION GEARING (GEARED ENGINES) PINION CAGE PINION PINION SHAFTS PROPELLER SHAFT REDUCTION DRIVE FIXED GEAR MAIN C RANKCASE SECTION CAM CAM OIL FEED BRACKET CYLINDER MOUNT PADS Part 5 52 52 52, 53 62 62 6 63 63 63 63 63 R R R R R R B B 3B 2B B 2 2B B B B 2B B B B B “ m “ “ 4 49Part 5 SECTION 50 EO 10A-10BA-3 PART 5 (CONT'D) TABLE OF CONTENTS (CONT'D) TITLE ENGINE LIFTING LINKS VALVE TAPPETS VALVE TAPPET GUIDES VALVE TAPPET ROLLERS AND PINS CRANKSHAFT ASSEMBLY CRANKSHAFT CRANKSHAFT BOLT FLYWEIGHTS FRONT AND REAR MAIN BEARINGS IMPELLER SPRING DRIVE COUPLING MASTER ROD ASSEMBLY LINK PINS LINK RODS MASTER ROD MASTER ROD BEARING CYLINDERS CYLINDER BARRELS CYLINDER HEADS DEFLECTORS EXHAUST VALVES INLET VALVES INTAKE PIPES INTAKE PIPE COUPLINGS PRIMER LINES AND DISTRIBUTOR PUSH RODS. PUSH ROD COVERS PUSH ROD COVER NUTS ROCKERS, BEARINGS AND ADJUSTING SCREWS ROCKER BOX COVERS SPARK PLUG BUSHINGS VALVE GUIDES VALVE LOCKS VALVE SEATS VALVE SPRING WASHERS PISTONS: PISTON PINS PISTON PIN PLUGS PISTON RINGS: SUPERCHARGER SECTION FLOATING GEAR BEARING AND INNER RACE FRONT SUPERCHARGER BEARING COVER IMPELLER AND IMPELLER SHAFT REAR SECTION FUEL PUMP DRIVE ADAPTER OIL PRESSURE RELIEF VALVE Part 5 PAGE 1" " “ ” "4 “ % 1% 1 7% crs 16 7 8 19 9 19 al al 81 82 82 82 82 82 82 82 82 82 82 83 83, 83 83 83, a3. 83, a4 84 84 84Part 5 EO 10A-10BA-3 PART 5 (CONT'D) TABLE OF CONTENTS (CONT'D) SECTION TITLE OIL PUMP OLL SCREEN AND CHECK VALVE ASSEMBLY REAR CASE, STARTER JAW 4 MAGNETIC PARTICLE INSPECTION THEORY PROCEDURE TABLES OF MAGNETIC INSPECTION DATA 5 FLUORESCENT PENETRANT INSPECTION Part 5 PAGE 85 85 85 85 35, 87 88 5 51Part 5 Section 1 EO 10A-10BA-3 Part 5 Section 1 PART 5 INSPECTION SECTION 1 PRELIMINARY INSTRUCTIONS GENERAL 1 Thorough and intelligent inspection of all engine parts is essential to dependable over- haul, and too much emphasis cannot be placed on the importance of careful inspection and the decisions it involves, In most cases, the main purpose of the instructions contained in this section is to supplement the judgment and ex- perience that a qualified inspector has gained after years of this work, Except in cases where it ie definitely stated that defects are cause for the rejection of a part, the final decisions as to the disposition of a part must be made by the inspector or the supervisor of inspection, PHYSICAL, MAGNETIC, and FLUORESCENT PENETRANT INSPECTION 2 Subject all engine parts to physical inspec- tion, The instructions covering groups of simi- lar parts are given under "General Physical Inspection" in Part 5, Section 2. The instruc- tion covering parts which require special pro- cedures and parts which cannot readily be group- ed are described for each specific engine sec- tion in Part 5, Section 3. {a) Subject steel parte to magnetic inspection in accordance with the instructions under "Mag- netic Inspection" in Part 5, Section 4. (b) Non-ferrous parts may be inspected by the instructions given under "Fluorescent Pene-~ ‘trant Inspection” in Part 5, Section 5, INSPECTION RECORDS 3 During inspection, keep a record of the con- Gition of all parts anda record of all fits, clear- ances, and spring pressures, Refer to Table of Limits, Part 10, (a) Attach a tag, indicating that replacement is necessary, to any part which is found to be unfit 52 for further service, Attach a tag describing the necessary reconditioning to any part which re~ quires repair. If the reconditioning will affect a fit or clearance, the tag should remain attached to the part until final assembly to serve asa warning to check the fit or clearance, (o) When making out inspection records or reports, use only descriptive words which ac- curately qualify existing conditions, In order to eliminate confusion and to maintain consis~ tent terminology, various physical conditions which might be encountered are defined in Table 1-Physical Conditions in Part 5, Section 2. GauGEs 4 When an inspection procedure requires very accurate measurement, a micrometer or a dial indicator must be used, If a microme- ter is to be used, check it for accuracy be- fore taking a measurement, Make sure that the contacting surfaces of the micrometer are clean, and that the contacting surfaces of the part to be measured are clean and free from burrs When using a depth micrometer, be sure to hold the anvil tightly and squarely against the contact ing surface, If a dial indicator is used, make sure that the indicator support is firmly an- chored and any swivel connections tightened securely. (a) When taking a measurement with a feeler gauge, the final size of the feeler must be a reasonably snug fit. (&) Both the plug type and the flat type gauges are used for measuring the amount of wear of bushings and similar parts, Except when other- wise stated, if the "No-Go" end of a plug gauge enters, the part is worn beyond the allowable limit, Because certain parts do not always wear evenly, the flat type gauge must be tried at severalPart 5 Section 1 different diameters. If the gauge enters at any point, the part is worn beyond the allowable limit. SURFACE TREATMENTS Preservative Varnish 5 Various interior steel parts are coated with a baked phenolic resin or varnish coating to provide resistance to corrosion, The shiny transparent coating, which is of a bluish-green or golden- brown appearance depending on the dye used, need not be replaced at overhaul. (a) Parts which require magnetic inspection should be stripped of this coating at overhaul, Parts that do not require magnetic inspection may be continued in service with the resin coating intact. However, any signs of flaking or peeling of the coating is cause for stripping the affected part, To accomplish the stripping operation refer to Part 6, Section 1, paragraph 11 under "Pre- servative Varnish Stripping", Phosphate Compound Coating 6 Other steel parts may have a phosphate com- pound coating to reduce galling, This coating accomplished its purpose when the parts were new and need not be replaced where it is worn off. The phosphate coating is dark gray in color and some- what granular in texture, Surface Oxidation Process 7 This process imparts a very thin oxide finish which aids in holding an oil film and helps prevent galling and corrosion. Smooth surfaced parts with this treatment are a shiny black, Where there has EO 10A-10BA-3 Part 5 Section 1 been contact with moving parts, the finish will be partly or entirely rubbed off, In other places the finish will remain intact, It is neither necessary nor desirable to reprocess parts. Discoloration of Steel Parts 8 During inepection of steel parts such as crank- shaft, propeller shafts, link rods, gears, cams and starter jaws, the surfaces may be found to be darkened or stained, Such discoloration is the result of a new method of surface inspection and iis not injurious either to the strength or durability of the part, Shot-Peening 9 Various steel and aluminum parts are shot- peened to put their surfaces under compression to make them more resistant to fatigue cracks. It is important that shot-peened surfaces should not be marred as a nick, gouge or other such injury, breaking through the tension layer below the surface compression layer, will set up stresses, Dents which do not break through the surface are not serious, If an area ona shot- peened surface is blended to remove an injury, the area should be shot-peened to restore the surface compression. The character of a shot- pened surface varies with the hardness of the material and size and material of the metal or glass pellets used to peen it. Shot-peened sur- faces will all feel more or less pebbled to the fingers even if shot-peening has no greater vi- sible effect than to provide a dull rather than a polished surface, Where only certain por- tions of a part are shot-peened, nicks and scratches on the portions which are not shot- peened may be cleaned up in the ordinary way. 53Part 5 EO 10A-10BA-3 Part 5 Section 2 Section 2 SECTION 2 GENERAL PHYSICAL INSPECTION Table 1 Physical Conditions Term Discussion Usual Causes ABRASION | A roughened area, Varying degrees of abrasion | Presence of fine foreign can be described as light or heavy, depending upon | material between moving the extent of reconditioning which will be necessary | surfaces. to restore the surface, BEND “General distortion in structure as distinguished from a | Forces defined in stress ocal change in conformation such as a dent, peening, | or uneven application of ete. heat. BLISTERING | Raised areas indicating separation of the surface | Imperfect bond with the from the base. Usually found on plated or painted | base, usually aggravated surfaces, Associated with FLAKING and by the presence of mois~ PEELING. ture, gas, heat, or pres- BLOW-BY ‘The passage of combustion products, under pres- | Improper seating of sure, past piston rings, valves, etc. Severe ca: indicated by characteristic discoloration and fre- quently by erosion or guttering, NOTE piston rings or valves. There is usually slight blow-by at the piston rings during operation, One in- dication of this is that lead from the fuel is always found in some quantity through- out the engine, particularly in rotating oil cavities which act as centrifuges, Weak or poorly seated piston rings can permit sufficient blow-by to build up considerable crankcase pressure with possible resultant "heavy breathing" and without the rings showing strong indications of such a condition. BREAK Complete separation by force into two or more | Fatigue; shock; overload, pieces. BRINELLING | Indentations sometimes found on the surfaces of | Improper assembly or ball or roller bearing parts disaesembly technique, such as removing or NOTE installing a roller or Bearings which do not have full, constant ball bearing by the ap- rotation and are subjected to shock load- plication of force on the ing, have brinelling tendencies, Pro- free race, peller thrust bearings have been known to become brinelled when the engine was partially supported at the propeller shaft during transit in a railroad car or truck. 54 Revised 1 May 57Part 5 EO 10A-10BA-3 Part 5 Section 2 Section 2 Table 1 Physical Conditions (cont'd) Term Discussion Usual Causes surface by chemi- cal action, BURNING Injury to the surfaces by excessive heat, Evidenced | Excessive heat due to by characteristic discoloration or, in severe cases, | lack of lubrication, im- by loss oF flow of material. proper clearance, blow- by, detonation, etc. BURNISHING | Mechanical smoothing of a metal surface by rubbing, | Normal operation of not accompanied by removal of material but some- | parts, times by discoloration around the outer edges of the area. Usually found on plain bearing surfaces, Operational burnishing is not detrimental if it covers approximately the area carrying the load, and pro vided there is no evidence of PILE-UP or BURNING. BURR A sharp projection or rough edge. Machining operations; excessive wear; pening. CHAFING A rubbing action between two parte having limited relative motion. To be interpreted as an action which produces a surface condition rather than as a description of the injury. CHIPPING Breaking out of small pieces of metal. Not to be | Concentration of stress confused with FLAKING, due to shock, nick scratches, inclusions, peening, etc.; careless handling of parts, ete. CORROSION Breakdown of the | Presence of corrosive agents. CRACK A partial fracture, Excessive stress due to shock, overloading, or faulty processing; exten- sion of a nick or scratch; defective material, 55Part 5 EO 10A-10BA-3 Part 5 Section 2 Section 2 Table 1 Physical Conditions (cont'd) Term Discussion Usual Causes CUPPING Hollowed out Improper hardness; areas resulting excessive sliding motion; | from repeated impact. contact of two operating parts, [Dent Small, smoothly rounded hollow in the surface, | Concentrated overload resulting from peening or the pressure of chips be- tween loaded surfaces; striking of part will dull object through careless handling. ELECTROLYTIC| Breakdown of the surface by electrical action be- | Galvanic action between | ACTION [tween parts composed of dissimilar metals, dissimilar metals. EROSION Carrying away of | Blow-by; flow of cor~ material by the roding liquids, hot gas, flow of hot gases, | or grit laden oil, grit or chemi- cals, (See also GUTTERING). Progressive yielding of one or more local areas of | Tool marks; sharp weakness such as tool marks, sharp indentation, | corners; nicks; cracks; FATIGUE FAILURE, Aluminum 56Part 5 Section 2 EO 10A-10BA-3 Table 1 Physical Conditions (cont'd) Part 5 Section 2 Discussion Usual Causes FATIGUE, minute cracks, inclusions, ete,, under repeated | inclusions; galling; cor- FAILURE | stress. As the working stress on the piece is re- | rosion; insufficient (CONT'D) _| peated, cracks develop, at the ends of which there | tightening of studs or are high concentrations of stress, The cracks | bolts to obtain proper spread usually from the surface or near the surface | stretch, of the section, After a time, there is go little sound metal left that the normal stress on the piece is higher than the strength of the remaining material, and it snaps, Failure is not due to crystallization of metal, as many mechanics believe, The appear- ance of a typical fatigue failure is easily explained, As failure proceeds, the severed surfaces rub and batter each other, crushing the grains of the ma- terial and producing the dull or smooth appearance; | the remaining unfractured portion preserves the normal grain structure up to the moment of failure. ‘The progressive nature of the failure is usually in- dicated by several more or less concentric lines, the center, or "focus", of which discloses the original point or line of the failure. FEATHERING | A rough, featherlike edge, sometimes found on | Excessive pressure re- | piston rings or oil seal ringa. sulting from insufficient end gap, insufficient lubrication, or excessive| temperature; failure to remove all abrasive after| lapping. FLAKING Breaking away of | Incomplete bond; exces pieces of a plated or painted sur- face. F i sive load; blistering, FRACTURE See BREAK. FRETTING See CHAFING, 57Part 5 Section 2 Part 5 EO 10A-10BA-3 Section 2 Table 1 Physical Conditions (cont'd) Term Discussion Usual Causes FRETTING Discoloration, Rubbing off of fine par- CORROSION ‘May occur on sur- faces which are pressed or bolted together under high pressure. On steel parts the | color is reddish | brown and is sometimes called "blood", On alu- minum or mag- nesium, the ox- ide is black, ticles of metal by slight movement between parte and oxiding of these particles. A transfer of metal from one surface to an- other. NOTE Do not confuse with PICK-UP, SCORING, GOUGING, or SCUFFING, Combination of pressure Severe chafing or fretting action caused during en- gine operation by a slight relative movement of two| surfaces under high con- tact pressure, GLAZING Development of a hard, glossy surface on plain bearing surfaces or pistons, An often beneficial | oil, and heat, condition, GoucinG Displacement of material from a surface; a cutting, | Presence of a compara- | tearing, or displacement effect. tively large foreign body | between moving parts. { oe i =n GROOVING | Smooth rounded furrows, such as score marks | Concentrated wear as by | whose sharp edges have been polished off. an oil seal ring; ab- normal relative motion of parts; parts out of alignment, [GUTTERING | Deep, concentrated erosion. Enlargement of a crack or defect by burning of an exhaust flame, as on a valve head or seat. 58Part 5 EO 10A-10BA-3 Part 5 Section 2 Section 2 Table 1 Physical Conditions (cont'd) Term Discussion Usual Causes INCLUSION | Foreign material enclosed in the metal. Surface | Lack of proper control inclusions are indicated by dark spots or lines. | in preparation of metal, NOTE Both surface inclusions and those near the surface may be detected during mag- netic inspection by the grouping of mag- netic particles, Examination of a fatigue fracture may reveal an inclusion at the focal point. LEAD Patches of lead | Heat or pressure pro- SWEATING on the surface of | ducing separation of fre: a bearing or bushing, the alloy of which contains a relatively high percentage of free lead, lead, NICK PEENING ‘A sharp indentation caused by striking of part againat another metal object. Deformation of the surface. Carelessness in handling of parts or tools during, or prior to assembly; loose piece of metal within engine during operation. Impact of foreign object, such a8 occurs in re- peated blows of a ham- mer on part, 59Part 5 EO 10A-10BA-3 Part 5 Section 2 Section 2 Table 1 Physical Conditions (cont'd) ‘Term Discussion Usual Causes PICK-UP Rolling up of Rubbing of two surfaces metal, or trans- | without sufficient lubri- fer of metal from | cation; presence of grit one surface to between surfaces during another, assembly under pressure sure; unbroken edges of press fitted parts; inci- pient seizure of rotating parts during operation, PILE-UP Displacement of particles of a surface from one point to another, Distinguished from PIGK-UP by the presence of depressions at the point from which the material has been displaced, Small, irregu- larly shaped cavities in a sur- | breakdown of the surface face from which | by oxidation or some material has been | other chemical or elec- removed by cor- | trolytic action. rosion or chip- ping. Corrosive | Mechanical pitting - pitting is usually accompanied by a | chipping of loaded sur- deposit formed by | faces because of over- the action of a loading, improper clear- corrosive agent | ances, or the presence onthe base ma- | of foreign particles. terial. Deep scratches Presence of chips be- made during tween loaded surfaces engine operation | having relative motion, by sharp edges or foreign particles; elongated gouges. 60Part 5 EO 10A-10BA-3 Part 5 Section 2 Section 2 Table 1 Physical Conditions (cont'd) Term Discussion Usual Gauses SCRATCHES | Narrow, shallow marks caused by the movement of | Carelessness in handling a sharp object or particle across a surface. of parts or tools prior to, or during, assembly; sand or fine foreign particles in engine during! operation, SCUFFING Surface injury Insufficient clearance or resulting from the incipient seizure of rec procating part Evidenced by PICK-UP and PILE-UP. lubrication, SPALLING Sharply roughened area characteris- tic of the progres- sive chipping or peeling of surface material. Not to be confused with FLAKING, Surface crack, inclusion, or similar surface injury causing a progressive breaking away of the sur- face under load. STRESSES When used in describing the cause of failure of machine parts, stresses are generally divided into five groups - compression, tension, shear, torsion, and shock, These are used to describe the forces as follows: COMPRESSION - action of two directly opposed forces which tend to squeeze a part together. TENSION - action of two directly opposed forces which tend to pull apart. SHEAR - action between two opposed parallel forces. TORSION - action of two opposed forces around a SHOCK - instantaneous application of stres 6part 5 Section 2 GENERAL 1 Arrange all parts of the engine on one in- spection table so that the inspector can judge the condition of the engine as a whole and can readily make reference to other engine parts which may have been affected by a worn part. In this way it will often be possible for the in spector to determine at once the cause of any abnormal wear, ALUMINUM AND MAGNESIUM PARTS 2 Inepect for cracks, nicks, breaks, and gall- ing, Make sure that drilled and cored passages are not obstructed, and check all plugs for tight- nese, Check mounting flanges and parting sur- faces for smoothness and flatness, Check the con dition of the threads in tapped holes. Check all painted areas for condition of the paint. Inspect all magnesium parts for corrosion or defective chrome pickling. If such defects are found, they may be repaired as deseribed in Part 6, Section 1, Paragraph 6 under "Chromic Acid Treatment," BALL AND ROLLER BEARINGS 3 DisassemUie all demountable bearings, making certain that the parts of one bearing are not mixed with those of another. Visually inspect each bear= ing and reject for the following conditions: Balls and Rollers (a) Pits: (1) Larger than .006 inch diameter. (2) Cluster or chain. (b) Dents, nicks or indentations: (1) 010 inch long and .002 inch wide maximum for diameter 1/2 inch or less. (2) .012 inch long and ,002 inch wide maximum for diameter 1/2 inch or more. (c) Scratches: (1) Single scratch more than half way around diameter. (2) Multiple scratches one-quarter around diameter. (3) Seratches that cross each other, if any of them can readily be felt with a .020 inch radius scriber, (a) Scusts: (1) Any that can be felt witha ,020 inch radius ee EO 10A-10BA-3 Part 5 Section 2 seriber. (e) Discoloration due to heat. Races (a) Pits (1) Larger than .010 inch diameter and readily felt with a .020 inch radius scriber. (2) Cluster or chain, () Dents, nicks and indentations: (2) More than ,010 inch across and readily felt with a .020 inch radius seriber, (c) Scratches: (1) Long single scratches, (2) Scratches that cross each other and can be readily felt with a ,020 inch radius scriber, (3) Any scratch that crosses the race, (6) Cracks (1) Any cracked race unacceptable, (e) Discoloration due to heat. Assemblies (a) Damaged or excessively loose retainers. (b) Stains that are not readily removed with light polishing. (c) Spalled load carrying surfaces. (a) Loose or missing rivets, (c) Badly dented or otherwise damaged race shields {f) Excessive corrosion or rust in raceways or in rolling elements, NOTE Minor corrosion should be removed from the raceways by the use of Lea Compound No. 305A on a cloth wheel or with crocus cloth and oil. Be very careful not to burn or heat the race surface by excessive buffing. Never attempt to polish the race- ways with abrasive paper or cloth. General 4 Circumferential scratches frequently noted on raceways are due to the passage of minutePart 5 Section 2 foreign particles through the bearing and are not cause for rejection. 5 Quite frequently bearings will show evidence of wear on the bore, outside diameter, or lateral faces due to spinning. External wear appearing as brightly polished surfaces is not cause for rejections, as long as external dimensions of the bearings provide fits and clearances within spec- ified limits, Polish scuffed or abraded surfaces with crocus cloth and oil to remove loose material and reduce high spots, After polishing, check the external dimensions of the bearings. The contact pressure between the bearing outer race and its seat is often not uniform, the slight re- lative motion between the race and its seat pro- ducing corrosion fretting. Generally, this con~ dition is not cause for rejection of the bearing and may be cleaned with crocus eloth and oil, Lenonon] When an abrasive has been used on a bearing, the bearing should be thoroughly flushed as described in Part 4, Section 2, paragraph 2 under "Ball Bearings" to assure the removal of any abrasive particles that may have entered the bear- ing. Ball Bearing Feel Test 6 The feel test is used to judge the condition of the internal bearing surfaces both as to wear and smoothness. All ball bearings, except some double row bearings, have some initial clearance, In installations well protected from dirt, the in= ternal clearance will not change perceptibly during the life of the bearing. The presence of dirt, however, will cause rapid wear which will alter the end play and/or the radial play; and will also affect the separator fit to a marked degree, Rough, running of the bearing may result from failure of the bearing elements or separator, brinelling, chips or dirt, or corrosion. (a) Make sure the bearings are oiled; then spin them by hand, holding them so that the axis of rotation is in a vertical plane, to insure contact between the raceway and each rolling element. Reverse the bearing and repeat the spinning. ‘Any rough running bearings should be thoroughly recleaned and flushed as described in Part 4, Section 2, paragraph 2 under "Ball Bearings". EO 10A-10BA-3 Part 5 Section 2 Reject the bearing if, after the recleaning, the bearing continues to run rough, BOLTS 7 Inspect for cracks especially under the bolt head and at the base of the threads, Check the condition of the threads. BUSHINGS AND PLAIN JOURNAL BEARINGS 8 Examine for cracks, scoring, looseness, and indications of overheating and lead sweat ing. Check for concentricity and excessive wear, using the proper detail of PWA-1451 Gauge Listed in the Tool List, Part 11, COUPLINGS 9 Examine for burre and check the fit with mating parts. Inspect splined areas for pitting, pick-up, and roughness, GEARS 10 Examine for evidence of improper tooth bearing, pitting, spalling, excessive wear, and burrs. Examine any splined areas for burrs, galling, and fit with mating parts, Inspect journal surfaces on gear shafts for scoring, roughness, and indications of overheating, LEADED BEARINGS 11 The master rod bearing, has a leaded bearing surface. In most instances, the de- ciding factor in determining whether a leaded bearing surface is fit for further service, is the condition of the lead coating. If the lead coating is in good condition, the bearing will automatically be within the preseribed limits, unless extreme out of roundness o distortion of the bearing shell exists, or unless the bearing is to be used with a part having dimensions other than those of the one with which it was origin- ally used, (a) As the condition of the bearing is deter- mined by visual inspection, the object of the following discussion with the accompanying photo- graphs, is to acquaint the overhaul personnel with the various bearing appearances, and to assist in evaluating them, Limitations of photo- raphy prevent the accurate illustration of aecept- able and non-acceptable conditions of the leaded bearing surface, and it is impossible to show in the accompanying photographs the difference in appearance which exists between a polished leaded surface and an exposed and polished silver sur- face. Usually, however, these two conditions are readily distinguishable upon examination of the 63Part 5 Section 2 actual bearing, If there is any dautt as to whether a polished area has a lead or silver surface, it may be tested by running a finger nail lightly over the surface, A leaded surface will scratch read- ily; a hard, glassy surface indicates polished silver, (b) The two bright streaks down the middle of some of the photographs are the results of re~ Alected light from the curved surface of the bear- ings and should be disregarded, (c) Figure 5-1 shows a bearing which has had severe usage, as indicated by the highly polished portions of the leaded surface, but which is atill satisfactory for continued service, The light area at "A", ag well as other light areas, are well covered with polished lead, The light colored streaks, which have a frosted rather than polished appearance upon examination of the bearing itself, emanating from the oil holes at "B", indicate low spots in the leading coating. Such streaks ave not cause for rejection of the bearing. The light color merely indicates that the lead in this area has not been in contact with the crankpin, Low areas which have not been in actual contact with the crankpin retain the light color of an un- used bearing, whereas the remaining surface normally takes on a much darker appearance after the bearing has been in service. Such in dications should not be confused with areas of corrosion which may be similar in appearance and which may also occur around the oil holes. ‘Areas of corrosion may take any shape and may oceur at any position adjoining the oil holes. Corrosion spots often have a brownish, pitted appearance. The scratches inaicated at "C" are from testing the surface for lead with a finger nail. Obviously, the lead coating of a bearing should not be scratched or otherwise disturbed more than necessary, but light scratching with a finger nail will not prove detrimental. (2) Figures 5-2 ani 5-3 illustrate conditions of the lead surface, commonly called “hen track- ing", which consists of a closely-knit group of small, interconnected furrows. Where this con- dition is confined to small, well-defined areas, not greater than one half inch square, the bearing, may be continued in service, as shown in figure 5-2, Where the "hen tracking" is extensive, or where the condition shows signs of spreading all over the surface, as in figure 5-3, the bearing should be returned to the manufacturer for re- processing, (e) Figure 5-4 illustrates a bearing with metal 64 EO 10A-10BA-3 Part 5 Section 2 particles imbedded in the lead surface. This condition results from foreign matter accumulat- ing in the oil system of the engine, Where a few isolated particles of foreign matter have become imbedded in the leaded surface and the lead has formed a protective coating over and around the particles in such a manner that they cannot dam- age the crankpin, the bearing may be continued in service. Consideration should also be given as to whether the particles are of steel or of alum- inum, since the aluminum particles are less apt to damage the crankpin, (9) Figure 5-5 shows a magnified view of a bear- ing surface in which a foreign particle has im- bedded itself, first scratching a groove in the surface. It can be noted that the lead which was. displaced by this particle has blended into the adjoining lead coating; also that a protective coat- ing has formed over the particle itself. In such cases, the bearing is suitable for further use. Never attempt to remove foreign particles from the lead surfaces, as serious damage may result to the lead coating () Figure 5-6 shows a bearing surface which has been seriously corroded. Small isolated corrosion spots, the size of those shown at "A" and "B", are not cause for rejection of the bear- ing; however, where several spots are grouped together, as in this instance, the bearing should be reprocessed, Corrosion spots in the presence of severe "hen tracking", as illustrated at point "G", constitute grounds for rejection of the bear- ing.’ Obviously, corrosion spots as large as the one at "D" are cause for immediate rejection of the bearing, (by) Figure 5-7 illustrates a condition which is commonly known as "lead washing", Much of the lead coating has disappeared due to acidic attack resulting from high acidity of the lubricating oil. Examination of this bearing shows that the areas, indicated at "A" and "C", are entirely devoid of any lead coating. Any one of these areas is sufficient cause for rejection ofthe bearing. In cases which are as extreme as this one, it is improbable that the finger nail test would be necessary to determine whether or not the leadPart 5 EO 10A-10BA-3 Part 5 Section 2 Section 2 Figure 5-1 Master Rod Bearing With Light Colored Streaks Originating at Oil HolesPart 5 svoay Trews - Supyoery uy Suprwog poy reise Z-5 eANBTE Section 2 EO 10A-10BA-3 Part 5 Section 2 bie eee 66.Part 5 EO 10A-10BA-3 Part 5 Section 2 Section 2 v ee a Figure 5-3 Master Rod Bearing Hen Tracking - Large Areas 67Part 5 EO 10A-10BA-3 Part 5 Section 2 Section 2 Figure 5-4 Master Rod Bearing Contaminated with Foreign Metal Particles 68Part 5 EO 10A-10BA-3 Part 5 Section 2 Section 2 Figure 5-5 Magnified View of Bearing Surface with Imbedded Foreign Particles 69Part 5 Section 2 EO 10A-10BA-3 Part Section 2 Figure 5-6 Master Rod Bearing CorrosionPart 5 EO 10A-10BA-3 Part 5 Section 2 Section 2 Figure 5-7 Master Rod Bearing Lead Washing aPart 5 Section 2 coating has disappeared to the extent that the bearing should be reprocessed, but this test might prove necessary if the area at "C" were the only one in question, as the light or polish- ed appearance is similar to that of a bearing which has been subjected to severe load. Gj) _ Indicated at point "B" on this same bear- ing is a condition which is apt to occur more or less frequently and which is in no way detri- mental, namely, a small triangular section, at one side of an oil hole, where lead has been removed from the surface, It is believed that this condition is due to physical removal of the plating by oil under the extremely high pressure which develops when the oil is wedged between the crankpin and the bearing. These triangular areas are always sharply defined and always appear at about the position which is illustrated ‘at "BU of figure 5-7. The same condition also appears at the left hand oil hole of the bearing illustrated in figure 5-1. (k) Generally speaking, it is safe to continue the use of a leaded silver bearingif no part of the lead coating has disappeared to the extent that the silver beneath can come in contact with the crankpin, Small individual pits or minute areas of incipient corrosion, such as sometimes ‘occur opposite crankpin holes when the engine has been idle with the crankshaft in one position for an extended period, are not considered de- trimental. If there is any doubt as to the service- ability of a bearing, however, it should be re- turned to the manufacturer for inspection and re- processing, if the latter proves necessary. LINERS 12. Examine for pitting and galling. If the liner accommodates a bearing, check the fit of the bearing in the liner. If the liner accommodates oil aeal rings, check the liner for wear and ex- cemsive grooving. If the inside diameter of the liner has been worn .003 inch or if a groove of 0015 inch or more has been worn at any one point, replace the liner or regrind it to accom- modate oversize ring Nurs 13 Inspect any wrench slots for cracks and burrs. Check the condition of the threads and check the faces of the nut for galling and pick- up. lL SEAL RINGS 14 Replace all bronze oil seal rings with new 2 EO 10A-10BA-3 Part 5 Section 2 rings at every overhaul, Check the old rings for excessive wear and loss of tension, If the rings have been worn excessively or have lost their tension appreciably, carefully inspect their carriers and liners for wear, roughness, and indications of overheating, OIL SEAL RING CARRIERS 15 Gheck the condition of the ring grooves and examine any splines for galling and burrs. Check the fit of each carrier with its mating parts. RIVETS 16 Check for secure anchorage. SHAFTS 17 Check shaste for straightness by rolling then on a plane surface or by rotating them on vee blocks or lathe centers and checking the run- out, using a dial indicator, {a) Inspect for fatigue cracks, Check the con- dition of threaded areas and examine splines for burrs and galling. Inspect bearing journals for scoring, roughness, and indications of over- heating. Figure 5-8 Checking Valve Spring PressurePart 5 Sections 2-3 SPACERS 18 Inspect for nicks and cracks. Check mating surfaces for smoothness. Examine any splines for galling and burrs. SPRINGS 19 Inspect for pitting, cracks, rusting, and burrs, Check the spring pressures, see figure 5-8. Refer to Table 12 for limits, sTUDS 20 Check for looseness, cocking, possible fracture at the base of the threads, and pro- EO 10A-10BA-3 Part 5 Sections 2-3 jection length. Inspect the threads for nicks, cracks, and burrs, TUBES 21 Inspect for dents, cracks, and obstruc- tions, Check the condition of any flanges. Check tubes that fit into mating holes for loase ness which might result in loss of any oil pres- THREADED INSERTS 22 Check for looseness. Inspect the threads for nicks, cracks, and burrs. SECTION 3 SPECIFIC PHYSICAL INSPECTION FRONT SECTION OIL SLINGER, 1 Inspect for galling and distortion. THRUST BEARING NUT 2 Inspect the front and rear faces for galling. Examine the wrench slots for cracks, burrs, and other damage. Check the condition of the threads, If the front face is badly galled or worn from the propeller rear cone, it is per- missible to lap it on a surface plate or face it off on a surface grinder, providing the thick- ness is not reduced more than ,010 inch under that of a new nut; the minimum thickness of ‘the nut should not be less than .809 inch after repair, PROPELLER AND THRUST BEARING OIL, PEED TUBES 3 Check the condition and the fits of the oil feed tubes to and from the propeller control valve assembly. Replace a tube if it is muti- lated, cracked, or is a loose fit. REDUCTION GEARING (GEARED ENGINES) PINION CAGE 4 Check the spline fit on the propeller shaft. Check the fit of the pinion shafts in the pinion shaft holes and note the condition of the holes. Inspect the pinion cage bolts, pinion shaft bolts and pinion shaft washers for general condition. PINION 5 Examine for pitting, fatigue cracks, burrs and evidence of improper tooth bearing, Inspect the pinion bushings for scoring, roughness and evidence of overheating. Check the bushing for size, using PWA-1451-30 Gauge. PINION SHAFTS 6 Check the journal surface of the shafts for smoothness and out of round. Check the threaded ends of the shafts for burrs. PROPELLER SHAFT 7 Inepect the splines for burrs, nicks, and galling, Check the condition of the threads and ingpect the cone seat for galling and wear. Check the propeller shaft for run-out either on two V blocks, one under the thrust bearing seat and the other under the pilot end or between lathe centers. A maximum run out of .008 inch fall indicator reading is allowed at the front seat, Do not attempt to straighten or re-use a bent shaft as it will return to its distorted condition when returned to service. (a) Examine the shaft splines for wear, giving particular attention to the load side. If any of the splines are found to be worn, measure the thick- BPart 5 Section 3 ness of the worn portion of each spline, The min- imum permissible width of each spline is . 3002 inch, It is permissible to use the shaft if three or less splines which are not adjacent are below ‘the minimum measurement, but if four or more splines are below the minimum measurement, the shaft should be returned to stock and held for return to the manufacturer for reoperation. If the shaft is to be re-used, smoothly blend the sharp ‘edges at the bottom and rear of the worn edges to forma fillet of .025 inch radius, see figure 5-9. SHARP EDGES APPEAR AT THESE Locations —[F5'FUnm ete EPSES (AP LEAST 2S in Re Figure 5-9 Blending Worn Shaft Splines REDUCTION DRIVE FIXED GEAR 8 Examine the teeth of the gear for pitting, fatigue cracks, burrs and evidence of improper tooth contact, Check the flange of the gear for cracks and inspect the bolt holes for burrs. MAIN CRANKCASE SECTION CAM 9. Inspect the gear teeth for wear, pitting and signs of improper contact. Examine the inside diameter for smoothness, Inspect the cam lobes for pitting and uneven wear, Examine the retainer plates for burrs and nicks, CAM OIL FEED BRACKET 10 Check the fit of the bracket on the cam hub, Examine the steel bushings for smoothness. CYLINDER MOUNT PADS 11 If one or two cylinder flange nuts on any one cylinder pad are found to be looge to the extent that there is clearance between the nut and the 4 EO 10A-10BA-3 Part 5 Section 3 flange, and if this looseness is known to have existed during previous engine operation, replace the studs engaged by, and on each eide of, the loose nuts. If more than two nuts are found to be loose, inspect and, if necessary lap the cy- linder flange as directed in Part 6, Section 2, paragraph 14, and replace all of the flange studs for the particular cylinder pad involved. If one or two cylinder flange hold-down studs on any one cylinder pad have failed, replace the failed studs and replace the studs on each side of the failures. If more than two hold-down studs have failed, in- spect and if necessary, lap the cylinder as direct- ed in Part 6, Section 2, paragraph 14, and re- place all of the cylinder pad studs for that cy- linder pad. ENGINE LIFTING LINKS 12 Inspect for cracks and general condition VALVE TAPPETS 13. Examine for cracks and scoring, Check the fit of each tappet in its guide. Inspect the socket in the push rod end of each tappet for galling, scoring and excessive wear, Replace the socket if an area more than 1/32 inch wide has been worn on the surface of the socket or if the surface is rough or uneven, VALVE TAPPET GUIDES 14 Examine for cracks, especially at the slot- ted ends. Inspect for scoring. Check the tight- ness of each guide in the front case by tapping the end of the guide with a leather mallet, Cheek for excessive wear with PWA-1451-109 Gauge. VALVE TAPPET ROLLERS AND PINS 15 Check the fit between the rollers and pins, The rollers when oiled should turn freely on the pins, Use a magnifying glass to examine the rims of the rollers for pitting, roughness, and cracks, particularly at the edges. Mild pitting is not necessarily cause for rejection, but breake in the rim surface necessitate replacement, Inspect the roller pins for scoring, pitting, cracks land signs of overheating, CRANKSHAFT ASSEMBLY (CRANKSHAFT 16 To check a direct drive engine crankshaft for run-out, assemble the shaft, except for the flyweights, as described in Part 7, Section 4, paragraph 9 under Crankshaft. Place the shaft con roller blocks on a plane table so that the rollersPart 5 Section 3 support the shaft at the front and rear main bear- ing journal: bearing journal is emaller than that of the rear main bearing journal, the front half of the crank- shaft must be raised so the center line of the crankshaft will be parallel to the plane table. ‘This is accomplished by placing under the front block, shim stock to a thickness equal to one half the difference of the front and rear main bearing jougnal diameters, Check the run-out at the front and rear cone seats, using a dial indicator, see figure $-10, A maximum run-out of 008 inch at the front cone seat and of .004 inch at the rear cone seat is permissible ‘As the diameter of the front main Figure 5-10 Checking Crankshaft for Run-Out {a) To check a geared engine crankshaft for run-out, assemble the shaft except for the fly- weights ae described in Part 7, Section 4, para- graph 9 under Crankshaft, Place the shaft on roller blocks on a plane table so that the rollers support the shaft at the front and rear main bear- ing journals, Check the run-out at the root of the splines at the front of the crankshaft. This is accomplished by lifting the plunger after each reading and rotating the crankshaft to a new position, Take the average of six readings. The maximum allowable run-out is .002 inch, (b) While the crankshaft is still on the roller blocks, measure the diameter of the crankpin in four places on the circumference and in each case at three points along the length, see figure 5-11. The diameter should be considered the average of the measurements taken and should be recorded as it will be used in determining the clearance between the master rod bearing and the crankpin. If the measurements show the crankpin is more than ,001 inch out of round, or if the crankpin is severely scored, lap the EO 10A-10BA-3 Part 5 Section 3 Figure 5-11 Measuring Crankpin Diamet crankpin. In extreme cases, return the crank- shaft to stock and hold for return to the manu- facturer for repair, Slight scoring or roughness may be cleaned up with crocus cloth and oil. (@)_ Check for wear on the load side of the crank- shaft splines. The worn area is usually defined by a sharp step along the inner and rear edges and the surface may be lightly galled. If such wear exists, measure the thickness of the worn portion of each spline, The minimum permissible width of each epline is , 3002 inch for all engine crank- shafts. It is permissible to use the shaft if three or less splines which are not adjacent are below the minimum measurement, but if four or more splines are below the minimum measurement, return the shaft to stock and hold for return to the manufacturer. If the shaft is to be re-used, blend the sharp edges at the bottom and rear of the worn areas to form a fillet of . 025 inch radius, see figure 5-9, (2) Disassemble the crankshaft as described in Part 3, Section 6, paragraph 6 under Crank- shaft, Check the conditions of all threaded areas. See that the oil jets are unobstructed, and make sure that all oil passages have been thoroughly cleaned, Inspect the flyweight liners for scoring, pitting and galling. Refer to Part 6, Section 2, paragraph 8 under Flyweight Liner Repair for instructions on cleaning up galled liners. Check the front and rear main bearing journals for gall- ing and wear. If either journal is excessively 6Part 5 Section 3 galled or worn, return the shaft to stock and hold for return to the manufacturer for repair, Slight scoring or roughness may be cleaned up with crocus cloth and oil. Clean and polish any galled surface before the crankshaft is magnaflux in- spected, CRANKSHAFT BOLTS 17 Inspect the tin plating on the crankshaft bolt. FLY WEIGHTS 18 Inspect the flyweights for galling, scoring and excessive pitting. Slight pitting is not cause for rejection of the Alyweight for it ean be cleaned up by polishing with crocus cloth and oil. FRONT AND REAR MAIN BEARINGS 19. Inspect the inner and outer races for exces- sive wear, pitting and flaking, Examination of the inner race will usually show that the load, in- dicated by a bright line, has been concentrated on a small section of the race. Viewing the shaft from the rear with the crankpin uppermost, this Section is located at about the "five o'clock” position, At reassembly of the engine, turn the bearing inner race about 120 degrees from the original position on the shaft, which will allow another turning at the succeeding overhaul. (a) Discard the inner race of the front or rear main bearing if any pitting or flaking of the race- way is visible to the naked eye. Ordinarily the outer race and rollers will be in good condition and may be re-used when assembled with a new inner race of the same manufacture. However, replace the entire assembly if the bearing feels rough when assembled with a new inner race or if the rollers appear pitted or damaged in any way. IMPELLER SPRING DRIVE COUPLING 20 Examine the splines and spring retaining webs on the fixed spider for burrs and wear, Examine the spring retaining webs and teeth fon the floating spider for wear, burrs and cracks. Check the pressure of each spring. Replace a spring if it is worn more than 1/32 inch on the ends. Inspect the bronze friction band for wear. Check the buttons for galling on the ends and stone smooth any galled areas, MASTER ROD ASSEMBLY LINK PINS 21 Clean up any galled areas, using crocus cloth and oil; then inspect each pin for cracks, Strip any 7% EO 10A-10BA-3 Part 5 Section 3 old copper flash plating from the link pine. Refer to Part 6, Section 1, paragraph 7 under Plating and renew the copper flash plating on each link pin at every overhaul, The new plating should be 0001 inch thick. (a) Polish the link pin holes in the master rod with crocus cloth and oil until they are smooth; then check the fit of each link pin in its holes. Carefully measure the aiameter of each link pin hole with an indicating plug gauge. ‘The diameter of the hole should be considered the average of the maximum and minimum diameters, Measure the diameters of each end of the link pin and com- pare these diameters with the diameters of the corresponding holes in the master rod, If this comparison shows that the fit is not w'thin the proper limits, select a link pin which will give the proper fit. (b) Link pins are available in the following sizes, the pin diameters increasing in incre- ments of approximately .0003 inch. CLASSIFICATION SIZE RANGE A, Band C D4, E#l, Fel ASS, BES, C45 D46, Eb, F46 AHO, B410, C#10 D4, E41, Felt A4I5, BHIS, CH15 D416, E+l6, FH Standard Size 001 inch oversize 005 inch oversize 006 inch oversize 010 inch oversize :011 inch oversize 1015 inch oversize 1016 inch oversize (c)_ Master rod link pin holes are classified in the same way. If link pin holes require grind- ing to incorporate larger link pins, return the master rod to the manufacturer, (8) Be sure that each link pin is marked with the proper positioning number so that it will be mated with the proper holes at assembly. () The two holes for a link pin may have worn unevenly, but a careful measurement of the two ends of a number of link pins will aid in the se- lection of a pin whose diameters vary in the same manner as the diameters of the corresponding holes in the master rod, Replace a link pin if it is more than .0015 inch out of round, (If difficutty is experienced in selecting a link pin which will afford the proper fit, the selection of a pin which affords a slightly tighter fit is preferable to the selection of a pin whichPart 5 Section 3 affords a slightly looser fit. When a complete set of pins has been selected, check the clear- ance of each pin in its bushing in the link rod. LINK RODS 22 Inspect all surfaces of each link rod for nicks and cracks. Inspect the rods for rust pitting. If rust pitting is present, the link rod may be reconditioned as deseribed in Part 6, Section 2, paragraph 11 under Removal of Rust Pitting on Master and Link Rods. Check the fit of each piston pin bushing with the corresponding piston pin, (a) Check the alignment of the link rods with the bushing in place, using PWA-1781-61A Fixture. Secure the arbor, detail 33 of the fixture, in the bracket of the fixture so that it is approximately five inches above the surface plate. Indicate the arbor to make sure that it is parallel with the surface plate, see figure 5-12, Insert the expand- Figure 5-12 Arbor Parallel to Surface Plate ing sleeve, detail 17, in the piston pin bushing ‘and expand it with the tapered sleeve, detail 34, Place the expanding sleeve, detail 29, in the link pin bushing and expand it with the tapered arbor, detail 39. Place the link rod in position on the fixture, sliding the tapered sleeve, de- tail 34, onto the arbor, detail 33. Adjust the Jack, detail 44, until the rod is level, Using the block and indicator, details 14 and 47, indicate the ground surface on the underside of the tap- ered arbor, detail 39, at a distance of three inches from the center of the link pin bushing, see figure EO 10A-10BA-3 Part 5 Section 3 5-13, Note the maximum indicator reading; then indicate the ground surface on the underside of the opposite end of the arbor at a distance of three inches from the center of the bushing, see figure 5-14, ‘The maximum reading represents any mis- alignment of the link pin and piston pin bushings at a total distance of six inches (three inches on each side) from the center of the link pin bushing. Remove the jack from under the rod and indicate the tapered arbor ata point at right angles to the former point of indication, {b) Move the rod up and down past the plunger of the indicator at zero where the maximum reading is obtained, Without moving the indicator, remove the rod from the fixture and replace it with the Sides reversed, Again move the rod up and dawn past the plunger of the indicator and set the indicator at zero where the maximum reading is obtained. Without moving the indicator, remove Figure 5-13 Indicating Ground Surface on Underside of Arbor - Left Figure 5-14 Indicating Ground Surface on Underside of Arbor - Right nPart 5 Section 3 the rod from the fixture and replace it with the sides reversed. Again move the rod up and down past the plunger of the indicator and note the max~ imum indicator reading, see figure 5-15. The maximum indicator reading indicates the amount of bend in the rod at a total distance of six inches (three inches on each side) from the center of the link pin bushing. ‘The maximum allowable mis- alignment of the bushings, as well as the maximum. allowable bend in the rod, is .010 inch at a total distance of six inches (three inches on each side) from the center of the link pin bushing. Figure 5-15 Checking Bending in Link Rod (c)__ If the bushing misalignment or bend in the rod has been found to be excessive, remove the Link pin and piston pin bushings from the rod in accordance with instructions in Part 6, Section 2, paragraphs I2 and 13, and check the alignment of the rod without the bushings in place, The pro- cedure is the same as when the bushings are in place, except that the expanding sleeve, detail 19, is placed in the piston pin end of the rod and the expanding sleeve, detail 25, is placed in the link pin end of the rod and expanded with the tap- ered arbor, detail 37. If the misalignment or bend is still excessive, replace the rod, How- ever, if checking the alignment of the rod without the bushings in place shows that the misalignment, or bend was in the bushings, install new link pin and piston pin bushings in the rod and bore to size according to the instructions in Part 6, Section 2, paragraphs 12 and 13 under Link Pin and Piston Pin Bushing Replacement. (a) It is possible that a buckling of the rod, which would not be indicated by the alignment check, could occur. This buckling would tend to 8 EO 10A-10BA-3 Part 5 Section 3 shorten the rod and distort the web of the rod. If this condition does exist, it will usually be found at a point on the flat sides of the rod immediately adjacent to the link pin bushing, Check for this condition by placing a straight edge along the sides of the rod, see figure 5-16. Any noticeable buckling or distortion is cause for rejection of the rod. Figure 5-16 Checking Buckling in Link Rod MASTER ROD 23 Inspect the master rod for nicks, cracks and burrs. Check the master rod for rust pitting. If rust pitting is present, the rods may be recon- ditioned as described in Part 6, Section 2, para- graph 11 under Removal of Rust Pitting on Master and Link Rods. NOTE Check the master rod main bearing bore using the Magnetic Particle Inspection Method (see Part 5, Section 4) at ap- proximately each 2500 hours of operation; master rods in engines operated in heli- copters shall be checked every overhaul. This will necessitate the removal of the bearing which is not normally removed during overhaul. To facilitate this pro- cedure, a record of the operating time of the master rod is to be entered in Section 6 (Form L14-7) under special inspections of Engine Log Book giving the total time ‘on the master rod since the master rod bearing was last removed and bore ex- amined by Magnetic Particle Inspection. ‘This information is to be carried forward and entered each time a new log book is made up regardless of whether the master rod bore has been so inspected at that overhaul.Part 5 Section 3 {a) Check the alignment of the master rod with the piston pin bushing in place, using PWA-1781- 61A Fixture. Secure the master rod arbor, de- tail 45 of the fixture, in the bracket of the fixture; then indicate the bearing surfaces of the fixture; then indicate the bearing surfaces of the arbor to make sure that they are parallel with the surface plate, Insert the expanding sleeve, detail 17, in the piston pin bushing and expand it with the tapered arbor, detail 41, Place the master rod in position on the arbor, detail 45; and support it with the jack, detail 44, so that it is approx- imately horizontal, Be extremely careful not to damage the surface of the master rod bear- ing, Using the block and indicator, indicate the underside of the tapered arbor, detail 41, at a distance of three inches from the center of the piston pin bushing, see figure 5-17, Note the maximum indicator reading; then indicate the underside of the opposite end of the arbor at a es oS Figure 5-17 Checking Misalignment of Master Rod distance of three inches from the center of the bushing and again note the maximum indicator reading, The difference between the two max- imum readings represents any misalignment of the piston pin bushing and the bore of the master rod bearing at a total distance of six inches (three inches on each side) from the center of the piston, pin bushing, Remove the jack from under the rod. and indicate the tapered arbor at a point at right angles to the former point of indication (see insert, figure 5-17). Move the rod up and down past the plunger of the indicator and set the in- dicator at zero where the maximum reading is Revised 1 May 57 EO 10A-10BA-3 Part 5 Section 3 ‘obtained. Without moving the indicator, remove the rod from the fixture and replace it with the sides reversed, Again move the rod up and down past the plunger of the indicator. The maximum. indicator reading represents the amount of bend in the rod at a total distance of six inches (three inches on each side) from the center of the piston pin bushing. The maximum allowable misalign- ment, as well as the maximum allowable bend, is 010 inch at a total distance of six inches (three inches from each side) from the center of the piston pin bushing, (b) If the bushing misalignment or the bend in the rod has been found to be excessive, remove the piston pin bushing from the rod in accordance with the instructions in Part 6, Section 2, para- graph 12 under Piston Pin Bushing; then check the alignment of the rod without the bushing in place. ‘The procedure is the same as when the bushing is in place except that the expanding sleeve, de~ tail 19, is placed in the piston end of the rod and expanded with the arbor, detail 41. If the mis- alignment or bend is still excessive, replace the rod, However, if checking the alignment of the rod without the bushing in place shows that the misalignment was in the bushing, install a new bushing and bore to size according to the instructions in Part 6, Section 2, paragraph 12 under Piston Pin Bushing. (©) _ It is possible that buckling of the rod, which would not be indicated by the above check could occur, This would tend to shorten the rod and distort its web, Check for this condition by plac- ing a straightedge along the sides of the rod, Any noticeable buckling or distortion is cause for rejection of the rod. MASTER ROD BEARING 24 Refer to Part 5, Section 2, paragraph 11 under Leaded Bearings. CYLINDERS CYLINDER BARRELS 25 Using PWA-2630-22 Gauge and pencil carbon. paper, check the cylinder hold down flange for flatness and squareness. If the flange is uneven or distorted and providing the distortion does not exceed .003 inch, lap the flange as described in Part 6, Section 2, paragraph 14 under Cylinder Flange Repair. If the distortion exceeds . 003 inch, replace the cylinder. (a) Inspect the spotfaced areas around the stud 19Part 5 Section 3 holes in the cylinder flanges, ‘These areas should be smooth and free from metal spray surface finish or other foreign material. (b) If one or two cylinder flange nuts on any cone cylinder pad are found to be loose to the extent that there is clearance between the nut and the flange, and if this looseness is known to have ‘existed during previous engine operation, replace the studs engaged by, and on each side of, the loose nuts. If more than two nuts are found to be loose, inspect and, if necessary lap the cylinder flange as directed in Part 6, Section 2, paragraph 14, and replace all of the flange studs for the particular cylinder pad involved. If one oF two cylinder flange hold-down studs on any one cylinder pad have failed, replace the failed studs and replace the studs on each side of the failures, If more than two hold-down studs have failed, inspect and if necessary, lap the cylinder as directed in Part 6, Section 2, paragraph 14, and replace all of the cylinder pad studs for that cylinder pad. (c) The greatest wear ina cylinder barrel usu- ally occurs at the rear, slightly toward the thrust side, where the upper piston ring reaches the top of ite travel, This wear extends only a short way down the barrel, and the main part of the barrel! choke is not appreciably affected unless the condi- tion is extreme, As wear increases at the top of the barrel, a step is formed, If this step ex- ceeds ,006 inch at any part of the circumference, remove the sharp edge by lapping or grinding. (@) Cheek the bore of the barrel for out of roundness, The bore should not be more than 1006 inch out of round, It is permissible tolet the diameter of the barrel at the step location reach .006 inch over the diameter of a standard bore, as measured at the bottom of the barrel, providing .006 inch out of roundness is not ex~ ceeded. If the diameter of the barrel at the step location or the out of roundness of the bar- rel is found to be excessive before 3000 hours of service, and providing the cylinder head is still in good condition, return the cylinder to stock and hold for return to the manufacturer for rebarreling. (ce) Use 1313-T-5 Gauge and PWA-312-11 In- Gicator to measure the wear and out of roundness: of the barrel, see figure 5-18, Set the needle of the Indicator at the zero mark in the Gauge, which representa the basic diameter of the cy- Linder barrel. The presence or extent of wear 80 EO 10A-10BA-3 Part 5 Section 3 and distortion may be determined by moving the Indicator along the length of the barrel while looking for any flunctuations in positive or neg- ative directions on the indicator in various radi- al positions, A positive reading at the top of the barrel indicates the amount of choke left in the tapered (pre-ground) type of barrel. By observing any difference in the diameters of the cylinders at a given distance from the end of the barrel, the out of roundness of the cy- linder at that location may be determined, A. step at the top may be calculated by subtract~ ing the indicator reading obtained above the top of the upper ring travel from that obtained at the exact top of the upper ring travel. Figure 5-18 Measuring Out of Roundness of Cylinder Barrel (f) Examine the cylinder barrel for cracks, scoring, damaged fins, and other irregulari- ties. Check the condition of metallized sur- faces. Ifa cylinder is to be resurfaced, refer to Part 6, Section 2, paragraph 31 under Cy- Linder Metallizing. CYLINDER HEADS 26 Examine the head fins for cracks and breaks. ‘Small cracks in the head fins are not cause for rejections, If more than 8 inches of any one fin is completely broken off or if the total area of fin breakage on one head exceeds 20 square inches, replace the cylinder, Where adjacent fins are broken in the same area, the total per- missible length of breakage is 6 inches on any two adjacent fins and 4 inches on any three or more adjacent fins, Carefully blend any rough ness or sharp corners into the adjacent surface to eliminate a possible source of new cracks.Part 5 Section 3 {a) Examine the area adjacent to the spark plug bushings for cracks, Inspect the outside surfaces of the cylinder heads, If a cylinder is to be re- surfaced, refer to Part 6, Section 2, paragraph 31 under Cylinder Metallizing. (b) Inspect the inside surface of the cylinder head and the inlet and exhaust ports for cracks, Examine the heavy strengthening rib on the front of the valve housings for cracks, and inspect the flange at the base of the cylinder head for cracks, Inspect the inside of the rocker box walls for cracks and indications of valve spring chafing, (c) Check the forward edge of the exhaust rockerbox and fin support. Apply local etching as described under paragraph 49, section 3, part 5, and examine the area with a 6 to 10 power magnifying glass. If any signs of corrosion, pitting, porosity, or cracks are found see para~ graph 14A, section 2, part 6. DEFLECTORS 27 Inspect for cracks and dents. Check the condition of the paint. See that the blast tubes are tight EXHAUST VALVES 28 Inspect for burning and pitting. Check the valve grooves for galling, scoring and burrs. Use Figure 5-19 Checking Valve for Stretch Revised 1 May 7. EO 10A-10BA-3 Part 5 Section 3 PWA~450 Gauge to check each exhaust valve for stretch, see figure 5-19. A clearance of 1/32 inch or more between the gauge and the radius of the valve head is cause for replacement of the valve, (a) If an exhaust valve is creased or shows signs of swelling or drawing where the head joins, the stem, replace the valve regardless of what the radius gauge shows. Inspect the tip of the valve for cupping and wear and stone it flat, if necessary, to avoid possible chipping around the edge, Check the fit of the valve in ite guide, and check the valve stem for taper and out of roundness, see figure 5-20, Replace a valve if the stem is tapered or out of round ,006 inch Figure 5-20 Checking Valve for Out of Roundness. (2) Erosion which starts at the edge of the valve head and extends down under the stellite sea- ting surface is not necessarily cause for rejection of the valve. It is permissible to grind away the ‘eroded portion at the edge of the valve head, re- store the radius, and reface the valve seating surface. This reoperation is discussed in Part 6, Section 2, paragraph 20 under Exhaust Valves. NOTE See Engineering Order 00-80-4/24, Dis- position of Sodium Cooled Valves, for inetructions on the handling of discarded exhaust valves. INLET VALVES 29 Check the valve lock grooves for galling, scoring and burrs, Inspect the valve heads for excessive pitting and check the fit of each valve in ite guide, 81Part 5 Section 3 INTAKE PIPES 30 Inspect for dents and cracks. Ifa pipe is questionable, subject it to a pressure test. Cheek the condition of the paint. INTAKE PIPE COUPLINGS 31 Inspect for cracks, and check the con- dition of the threads and anodized surfaces PRIMER LINES AND PRIMER DISTRIBUTOR 32 Inspect for dents, cracks, obstructions and breaks. Check the condition of the threads fon the elbows, unions, and couplings PUSHRODS 33. Inspect for cracks. Cheek the rods for straightness by rolling them on a plane sur- face. Check the fit of the ball ends on the rod Replace ball ends which are loose or worn, On R1340-S3HIG and SIHIG engines replace exhaust pushrods and exhaust pushrod ball ends with new pushrods and ball ends at overhaul New exhaust pushrods must be of the glass bead blast peened type. PUSHROD COVERS 34 Inspect for cracks or dents. Gheck the condition of the paint. PUSHROD COVER NUTS 35 Inspect for eraeks and check the condi- tion of the threads. ROCKERS, BEARINGS AND ADJUSTING SCREWS 36 Inspect the rockers for cracks and turn- ing of the bearing on the rockers. See that all oil passages are free from obstructions. If the bearing has been turning enough to impare its fit in the rocker, a replacement is necessary. (a) To cheek the side play of the rocker arms, assemble the shaft, bearing, and rocker arm and secure one end of the shaft in a vise between lead plates or wooden block, see Fig~ ure 5-21, Indicating where shown in the illus~ tration, measure the play of the arm on the shaft (see dotted lines}. The side play of rocker Be EO 10A-10BA-3 Figure 5-21 Ghecking Rocker Arm Side Play arms having Timken roller bearings should be 025", while the side play of rocker arms having ball bearings should be .015". Replace the bearing if the limit is exceeded. (b) Exhaust rocker bearings are subjeet to heavier loading and greater heat than those on the inlet side, and consequently are of shorter Life. To obtain the maximum bearing life, it is Feasthle to siiftexhanst rocker bearings over to the inlet rockers after one or two overhauls, assuming, of course, that the bearings are still in & serviceable condition. The inlet rocker bearings may, in turn, be transferred to the exhaust rockers {c) One side of each bearing is always sub- Jected to a greater thrust load and becomes worn and rough first, particularly at exhaust locations. Reversing a bearing, end for end, is often practicable for prolonging its life. When installing part of a set of new bearings, always assemble the new ones in the exhaust rocker. (a) Bxarnine the ball socket in each rocker for looseness and wear. Replace a socket if it has a flat of more than 1/32 inch, Check the valve adjusting screw assemblies, Give part- iewlar attention to the half ball for unusual wear, looseness in socket, nicks or a pitted Revised 16 Jul 62BO 10A- condition, Inspect the screws for cracks, Re- place any damaged lock nuts. ROCKER BOX COVERS for cracks and check the con- Check the condition of the 37. Inspect dition of the pai parting surface, Revised 19 Mar 62 10BA-3 Part 5 Section 3 SPARK PLUG BUSHINGS 38 Inspect for burning and check the con- dition of the threads. VALVE GUIDES 39 Check for excessive wear, using PWA-311 82aPart 5 Section 3 Gauge for the inlet valve guides and PWA-804 Gauge for the exhaust valve guides, Since valve guides wear unevenly and become out of round, check them for excessive wear at both end If the gauge enters either end of the guide more than 1/2 inch, replace the guide, VALVE LOCKS 40 Inspect for burrs and galling, Check the fit of each pair of locks with its valve, A lock should have no perceptible movement when it is in place on the valve, and the radii of the lock and valve should coincide. VALVE SEATS 41 Examine for signs of warping, pitting, burning and looseness. Replace a seat if it is warped or pitted to such an extent that a reason- able amount of cutting or grinding will not restore the roundness or remove the pits Replace a valve seat when the wall at the low extremity has been reduced in thickness to a point where further cutting or grinding would cut into the cylinder head. VALVE SPRING WASHERS 42 Inspect for cracks, pitting and galling. PISTONS 43 Inspect the skirte and ring lands for cracks and examine piston pin holes for scoring. Inspect the inside surfaces for cracks, paying particular attention to the underside of the head, the fins, and the piston pin bosses, If the piston is heated slightly, residual oil will seep from any cracks, and the inspection for cracks. will be facilitated. (a) Make sure that all carbon has been removed from the ring grooves; then check the width of the grooves by measuring the side clearance of standard size rings at several points around the piston, making sure that the outer face of wedge type rings is flush with the piston at the point of measurement, see figure 5-22, If the side clearance is excessive, it will be necessary to use oversize piston ring! (b) Examine the top of the piston for flatness, Place the piston on a surface plate; then set up a dial indicator so that the plunger reste on the top. of the piston at a point 3/8-inch in from the edge. Set the dial at zero; then move the indicator back land forth across the center of the piston and note the readings, A depression of .006 inch or more within 3/8-inch of the O,D, is cause for rejection EO 10A-10BA-3 Part 5 Section 3 of the piston. Figure 5-22 Checking Side Clearance of Piston Rings PISTON PINS 44 Inspect for scoring, cracks and rust pitting. Check the fit of each pin in its bushing in the corresponding link rod and in its bosses in the corresponding piston. Check for excessive wear by taking measurements with a micrometer at various points, Remove piston pin plugs from the pin and subject the piston pin to magnetic inspection, PISTON PIN PLUGS 45 Check for damage and fit in the piston pins. PISTON RINGS 46 Replace all plain compression rings at every overhaul. If these rings have feathered edges oF show signs of blow-by, check the corresponding cylinder tarrels carefully for damage to the bore. (a) Dual oil control rings and stepped scraper rings may be continued in service if there is no evidence of appreciable wear or loss of tension, (8) To determine whether the plating is still present on the O.D, of the chromium plated com- pression ring, thoroughly clean and dry the ring; then, using a cloth or sponge, apply to the ring 8 solution composed by weight of 2 per cent copper 83Part 5 Section 3 sulphate, 1/2 per cent sulphuric acid, and 97-1/2 per cent water, The sulphuric acid is not essen- tal to the test but it will speed up the reaction time, After the solution has been applied, any unplated surface of the ring will almost immed- iately take on a copper brown tint, but the areas protected by the chromium plating will remain unchanged. After the test, dip the ring in oil to renew the protective film, SUPERCHARGER SECTION FLOATING GEAR BEARING AND INNER RACE 47 Examine the floating gear inner race for roughness or pitting, Check the needles for pit marks or excessive wear, particularly at their extremities. FRONT SUPERCHARGER BEARING COVER 48 Check the front supercharger cover for condition of the bearing race bores and for tightness in the case. IMPELLER AND IMPELLER SHAFT 49 Inspect the impeller for nicks, scratches, cracks, or other damage. Inspect the fillets at the base of the blades near the outside dia- meter of the impeller for fine fatigue crack Check for galling on the hub and hub spline! Examine the splines on the impeller shaft for galling and excessive wear. Inspect the impeller shaft gear teeth for pitting and uneven contact pattern. (a) Use local etching to assist in detecting de- fects. Apply an etching solution consisting of 1 ounce of commercial technical grade caustic soda in 1/2 pint of water to any questionable areas, Using a brush or swab, apply the solu- tion and allow it to stand until the surface is well darkened. Thoroughly wipe off the surface, using a clean cloth dampened with water. Any crack will appear as a dark line, (b) Remove all traces of the caustic solution, using a solution of 1 part of concentrated tech- nical grade nitric acid to 5 parts of water; then ‘thoroughly wash the impeller in clean water. Dry the impeller; then dip it in kerosene or white furnace oil, ye a i{ CAUTION As both caustic soda and nitric acid are EO 10A-10BA-3 Part 5 Section 3 highly corrosive, take extreme care to avoid their contact with other metal parts or With the skin or clothing, Personnel should wear rubber gloves and a rubber apron. (c) Examine the splines on the impeller shaft for galling and excessive wear, Tin flash plate the impeller shaft at each overhaul, The process of stripping the old tin plate from the shaft in preparation for replating will neutralize any corrosion and clean the surface for magnetic inspection, A moderate amount of corrosive pitting of the bottom areas of the shaft spline is not injurious and no attempt should be made to remove it, (@) Check the spline fit between the impeller and the impeller shaft, There should be no per= ceptible radial looseness when the impeller is seated in place, If the fit of the impeller on the shaft is slightly loose, the tin plating of the impel- Jer shaft may be increased to a maximum thick - ness of ,0005 inch, REAR SECTION FUEL PUMP DRIVE ADAPTER, 50 The face of the fuel pump drive adapter which forms a seat for the gear should be smooth and parallel to the face of the flange. OIL PRESSURE RELIEF VALVE 51 Check the tension of the relief valve spring. Note the condition of the valve in the valve seat, Lap these parts together with a very fine grade of lapping compound to form a perfect seat, The guide surfaces of the valve should have a free sliding fit in the seat, Polish the guide surfaces with crocus cloth and oil. OIL PuMP 52 Check all gear teeth for pitting and uneven contact, See that the gears turn freely and show no indication of interference with the pump body. Inspect the drive and idler shafts for scoring and roughness, Examine all keys and keyways for burrs and nicks, and check the fit of the keys in the keyways, See that all oil passages are clean, Inspect the sections of the body for cracks, scor- ing, and condition of the parting surface, Check the oil seal ringe for scoring and loss of tension. Replace the packing in the center section of the pump body.Part 5 Sections 3-4 OIL SCREEN AND CHECK VALVE ASSEMBLY 53. Examine the oil screen for distortion or splits at the soldered joints. Check the fit of the screen in its chamber in the rear case, Examine the oil check valve to see that it is free and seats properly. Check the spring pressure and examine the cover for cracks and condition of paint, EO 10A-10BA-3 Part 5 Sections 3-4 REAR CASE 54 Inspect the vanes in the intake dust for nicks and cracks, with particular attention to the weld ed joints, Inspect the carburetor mounting pad for smoothness, Check the tightness of magneto locating dowels. STARTER JAW 55 Check for cracks and burrs, and inspect the splines for galling and pick-up. SECTION 4 MAGNETIC PARTICLE INSPECTION THEORY 1 Magnetic Particle Inspection is a non-des- tructive method of testing most steel parts for "discontinuities" at or near the surface of the part, The term discontinuity refers to a dis- similar substance interrupting the continuity of the magnetic material, A discontinuity is not necessarily a defect, A defect is a dis- continuity that is severe enough to cause re- jection. That a discontinuity exists is made evident by a pattern of indicating medium, called an "Indication, " which conforms generally to the contour or shape of the discontinuity pro- jected on the surface of the part. A discon- tinuity may be a non-metallic inelusion, an abrupt and local change in surface hardness or an actual opening or void at, or under, the surface, Non- metallic inclusions are not ordinarily cause for rejection unless located in a highly stressed area, Local areas of variation in hardness of the surface such as are often caused by rough handling, nicks, etc. are not detrimental, asa rule, Openings oF voids such as forging laps, forging bursts, quench cracks or fatigue cracks are cause for rejection unless removal of the defective area can be accomplished without detrimental effect on the part, Cracks developed in grinding or plating may be cause for rejection depending on the part, location and severity. 2 Magnetic Particle Inspection should be a regular part of the ingpection procedure for over- haul shops. The inspection should include the testing of parts using the procedure established for the parts, a tabulation of the nature and ex- tent of the discontinuities indicated and the final decision as to the suitability of the parts for further service, as indicated above. In- spectors in this field, particularly those in charge of the disposition of questionable indications, should be specialists who have been thoroughly trained to evaluate correctly the various in- dications which may be encountered. 3. The process consists of magnetizing the part to be inspected and applying the indicating med- ium, an especially prepared magnetic iron oxide powder, to the part, Magnetization of a part may be accomplished in any one of several ways and that used will depend on the shape of the part and location or type of discontinuity to be found. When an electric current flows through a con ductor, a magnetic field, whose lines of force take the form of concentric rings is created around the conductor at right angles to the dir- ection of current flow, see figure 5-23. The Figure 5-23 Principle of Magnetization a5Part 5 Section 4 strength of the magnetic field or flux density depends on the current strength used, That is why low voltage high amperage currents are used for magnetizing parts to be inspected, The cur- rent used may be alternating or direct current, although direct current has been generally accept- ed as 2 standard in the aircraft industry, There are, further, two classes of magnetic particle inspection methods; the residual and the contin~ uous method. The residual method makes ui of the magnetism remaining in a part after the source of magnetizing current has been removed. ‘The continuous method makes use of the magnet izing force present while the magnetizing current is applied, The continuous method ii sitive and will indicate discontinuities further under the surface than will the residual method. (a) When a part such asa shaft, bolt, or any similarly ehaped part is magnetized by passing a current directly through the part, it is said to be circularly magnetized and the flux lines of the magnetic field formed are similar to those shown, see figure 5-24. EO 10A-10BA-3 Figure 5-24 Magnetization by Direct Current (b) Rifig gears, sleeves, and other similarly shaped parts are magnetized by placing a brass or copper rod through the part and passing a cur~ rent through the rod, In this method the part is circularly magnetized by induction, see figure 5-25. (c) The third method of magnetizing consists of placing the part in an insulating sleeve inside fa solenoid and passing a current through the coils of the solenoid, This method is known as longi- tudinal or bi-polar magnetization and the field 86 Part 5 Section 4 MAGNETIC FLUX CENTRAL CONDUCTOR Figure 5-25 Magnetization by Induction produced is parallel to the centerline of the solenoid, see figure 5-26. (a) Simple parts are sometimes magnetized in ‘only one direction; more complex or highly stress— ed parts are often magnetized in more than one direction and perhaps by using each of the three methods, Figure 5.26 Bi-Polar Magnetization 4 The two edges of any crack or the two sides of any discontinuity, such as a nonmetallic inclu~ sion, at or near the surface, which extends at approximately right angles to the magnetic field of the magnetized part, will assume a north and south polarity and there will be a leakage or ex- ternal field between them, see figure 5-27, WhenPart 5 Section 4 the indicating medium (powder) is applied to the part the particles of the powder will be attracted by the external magnetic flux field forming an in dication, Such indications are strongest when the discontinuity is at 90 degrees to the magnetic field and gradually decrease in strength as the angle approaches zero. 5 The indicating medium consists of finely divided iron oxide particles. It ie available in the form of a dry powder or in the form of a paste which is then mixed with a suspensory liquid. This is referred to as the wet method, ‘The indicating medium may be applied by one of four methods, In the dry residual method the powder is applied in dry form by dusting it on the part which has been magnetized, In the dry continuous method the powder is dusted on the part during the application of the magnetizing current. In the wet residual method, the sus- pension consists of a low viscosity, high flash point petroleum distillate containing iron oxide particles. This is applied through a hose or by immersing the part in a tank after magnetizing, The oxide is keptin suspension by means of a circulating pump or by forcing air through small holes in air pipes located in the bottom of the tank, Sometimes both methods are combined, espe- cially in the case of integral tanks of older mag- netizing units, In the wet continuous method, the suspension is applied while the part is being mag- netized, usually by flowing from a hose unless special machines are available, PROCEDURE 6 The parts to be inspected by the magnetic method are listed in Table 2 below. Any parts which are not included in the table, with the ex- ception of non-demountable ball or roller bear- ings, may be inspected in the same manner as that described for similar parts which are in- cluded. Exhaust valves are non-magnetic and cannot be inspected by this method. All parts must be completely disassembled, cleaned, de- greased, and decarbonized before magnetic in- spection, Plug all oil passages which are not easily cleaned with heavy grease or conspicuous fibre or wooden plugs. NOTE All areas that are scratched, scored, or galled, must be stoned and polished with crocus cloth and oil. EO 10A-10BA-3 Part 5 Section 4 Figure 5-27 Crack Indicated by Polarity 7 The horizontal Direct Current type of mag- netic inspection machine equipped with 4-inch and 8-inch solenoids and the wet residual method. of testing are recommended for overhaul bases. Magnetize the parts in accordance with the in- structions in Tables 2 and 3 below. 8 To prevent burning of the part at the points of contact, make sure that the machine contact plates are clean and that the part is held tightly. Do not release the pressure on the part until the ammeter needle has returned to zero. Parts treated with preservative varnish, phosphate compound coating, or the sur- face oxidation process must be polished to a clean bright finish at the points of contact or serious burning will result, Red oxide or fluorescent magnetic powder should be used on parts which have dark 87Part 5 Section 4 grey phosphate compound coating and fon parts which have been treated with the black surface oxidation process, Indications on varnished parts are not so strong as those on bare steel and are easily distorted or removed if not handled carefully. A "shot" or current flow of 1/5 to 1/2 second uration is sufficient to magnetize a part. Longer duration of flow wastes power and incurs greater danger of burning, 9 The suspension used for the wet residual method should contain 2 ounces of black or red magnetic iron oxide to 100 ounces of suspensory liquid in which the parts should be immersed for 3-5 minutes, The suspension used for the ‘wet residual method using fluorescent magnetic oxide should contain 0.3-0.5 ounces of fluore- scent magnetic oxide to 100 ounces of fluid in which parts should be immersed about 30 seconds, The parts should then be carefully rinsed in clear liquid to remove any residue of fluore- scent particles before examination under "black light." 10 Remove the parts from the testing bath and subject each one to a thorough visual inspection. Attention should be given to the following general areas where discontinuities are most likely to occur, inspect gear teeth at the roots and at the pitch line of the thrust side. Inspect splines and mating luge at the roots, Fillets and sharp angles on stressed parts should be given particular atten- tion,, Note galled or roughened areas carefully for indications of fatigue cracks. Fatigue cracks of this source are usually very small and diff- icult to detect unless preparation of the part is done well. Inspect bolt and shaft threads at the roots, Oil holes and shaft holes in stressed areas should be examined for radial cracks emanating from the holes, In addition to these areas, areas on specific parts where special attention is neces. sary, are listed in Table 3 below. LL Indications at corners, steps or radii of any part which, after magnetic inspection and removal of the magnetic powder, can still be seen with the naked eye or a magnifying glass are usually cause for rejection of the part. NOTE Ifa part showing some indications is 88 EO 10A-10BA-3 Part 5 Section 4 passed for further service, a complete record showing location and extent of the indications should be kept so that the part may receive special attention at the next inspection. This may be done by applying a piece of transparent ‘scotch tape to the indication; then applying. it to a card, with applicable data. The pattern is thus transferred from the specimen to the card, 12 After final magnetization and inspection, each part should be passed completely through an alternating current demagnetizer at a rate not to exceed 12 feet per minute, sce figure 5-28, The part should be removed from the demagnetizing field before shutting off the demagnetizer switch. After demagnetizing, test each part for mag- netization with a compass, A maximum compass needle deflection of 3 degrees at a distance of 6 inches from the part is allowed, Figure 5-28 Alternating Current Demagnetizer 13. Unplug all previously plugged oil passages and thoroughly wash and oil each part. TABLES OF MAGNETIC INSPECTION DATA. 14 These tables should be used in conjunction with the instructions given in the foregoing para~Part 5 Section 4 graphs on Theory and Procedure, The methods of magnetization and the recommended amper- ages are indicated by a code number Listed after the part name, The code number which follows a part name contains a letter plus one or two numerals, The code letter is a key to the method of magnetization, and the numerals are the key to the amperages required. If the code letter refers to two methods of magnetization, the first digit of the code number indicates the amperage EO 10A- 10BA-3 Part 5 Section 4 required for the first method of magnetization and the second digit indicates the amperage required for the second method. For example, if a part has a code number of E-6-5, according to the following chart the part is to be magnetized cir- cularly, contacting on the ends, using 2500 am- peres, After inspection the part is to be mag- netized longitudinally ina solenoid, using 2000 amperes, The amperages given apply only when the wet residual method is used. Table 2 Magnetic Inspection Data - General LETTER METHOD OF MAGNETIC INSPECTION A Magnetize circularly, contacting on ends B Magnetize circularly, rotating eccentrically on a copper rod c Magnetize longitudinally in a solenoid D Magnetize circularly, contacting on ends Magnetize circularly, contacting on O.D. E Magnetize circularly, contacting on ends Magnetize longitudinally in a solenoid F Magnetize circularly, rotating eccentrically on a copper rod Magnetize circularly, contacting on 0. D c Magnetize circularly, rotating eccentrically on a copper rod Magnetize longitudinally in a solenoid 12 3 ce 6 7 8 Amps. 200 5001000 1500 2000 2500 3000 3500 NOMENCLATURE METHOD| ITEM FOR SPECIAL ATTENTION| Ballend - Pushrod Az Bolt - Crankcase Ea Area under bolt head and around thread Bolt - Crankshaft E-4-2 | Check radius under head Bolt - Flyweight AB Bolt - Impeller Spring Drive Ad Examine threaded area under bolt head Bolt - Intermediate Blower Drive Gear c-3 Examine threaded area and under bolt head Button - Impeller Spring Drive Gear Spring Retainer AL Cam F-7-5 | Magnetize and inspect each lobe separately. Any defect on cam follower tracks is cause for re- jection, see figure 5-29. 89Part 5 Section 4 Figure 5-29 Magnetizing Cam by Induction EO 10A-10BA-3 Part 5 Section 4 Figure 5-30 Magnetizing Magneto Drive Gear by Direct Current ‘Table 2 Magnetic Inspection Data - General (Cont'd) Jaw - Starter Liner - Front Main Bearing Liner - Rear Main Bearing Link - Engine Lifting Nut - Push Rod Tube Packing NOMENCLATURE, METHOD | ITEM FOR SPECIAL ATTENTION Cage - Impeller Intermediate Drive Gear Shaft Ball Bearing B-5 Cage - Impeller Shaft Bearing F-5-4 Gage - Reduction Drive Gear Pinion F-7-6 | Examine pinion shaft races Carrier - Propeller Shaft Oil Seal Ring B.S Check ring lands Crankshaft - Front See Specific Procedure, Table 3 Crankshaft - Rear See Specific Procedure, Table 3 Cylinder See Specific Procedure, Table 3 Flange - Magneto F-4 Flyweight - Outer G-5-4 Flyweight - Inner G5-4 Gear and Shaft Assembly - Impeller Intermedi- ate Drive D-6-5 Gear - Impeller Spring Drive F-7-6 Gear - Cam Drive D-5-4 Gear - Cam Reduction Drive D-6-5 Gear - Crankshaft Rear F-6-5 Gear - Fuel Pump Drive 5-43 Gear - Generator Drive Pinion E43 Gear - Vertical Accessory Drive Gear B-4 Gear - Oil Pump Drive £-5-3 | Be careful not to burn sharp edges of teeth, Gear - Reduction Drive Pinion D-6-5 | Gear - Reduction Drive Fixed F-7-5 Gear - Magneto Drive F-7-6 | See figure 5-30 Gear - Starter Drive D-5-4 Gear - Tachometer Drive AA Gear - Vacuum Pump Drive 4-3 Hub - Reduction Drive 1-6 peepee 90Part 5 EO 10A-10BA-3 Part 5 Section 4 Section 4 Table 2 Magnetic Inspection Data - General (Cont'd) NOMENCLATURE, METHOD | ITEM FOR SPECIAL ATTENTION Nut - Thrust Bearing P53 Pin - Link See Specific Procedure, Table 3 Pin - Piston AS Any defect in I.D, is cause for re- jection. Non-metallic indications on O.D, are acceptable except on surface or extreme ends, Pin - Valve Tappet Roller AL? Race - Inner Floating Gear F-5-5 Race - Front and Rear Main Bearing B-4 Rod - Link See Specific Procedure, Table 3 Rod - Master See Specific Procedure, Table 3 Rocker - Inlet Valve Large See Specific Procedure, Table 3 Rocker - Exhaust Valve Large See Specific Procedure, Table 3 Roller - Valve Tappet See Specific Procedure, Table 3 Shaft - Impeller 5-4 Shaft - Reduction Drive Pinion 4 Shaft - Valve Rocker 3 Socket - Push Rod Ball <2 Screw - Flyweight 4 Screw - Valve Adjusting : Spacer - Crankshaft Thrust Bearing : Spider - Driving Spring Drive Supercharger 5 Spring - Outside - Intake and Exhaust Valve Spring - Inner - Intake and Exhaust Valve Spring - Impeller Spring Drive Stud - Cylinder Hold-down Tappet - Valve Washer - Upper Valve Spring Use a non-metallic wedge in end off coil to magnetize and demagna- tize, OPP Pret DOr Eee Figure 5-31 Magnetizing Front Crankshaft by Figure 5-32 Magnetizing Front Crankshaft Direct Current Longitudinally aPart 5 EO 10A-10BA-3 Part 5 Section 4 Section 4 aeceee 5 ae Pe ea Figure 5-34 Magnetizing Cylinder Circularly Figure 5-33 Magnetizing Cylinder Longitudinally ‘Table 3 Magnetic Inspection Data - Specific NOMENCLATURE SPECIFIC PROCEDURE | Crankshaft, Front | 3000 amps., circularly, using bronze balls to make contact, see figure 5-31, Examine splines, crankpin shoulder, and fillets carefully for defects, 3000 amps., circularly, between plates, contacting crankpin cheek and counterweight radius. 500 amps., longitudinally, by wrapping two turns No. 0000 insulated copper cable around the crankpin and eight turns around the crankshaft, see figure 5-32, Crankshaft, Rear | 3000 amps., circularly, by contacting rear bearing bore and face of crankpin bore, using bronze balls. 3000 amps., circularly, between plates, contacting crankpin cheek and counterweight radius, 2000 amps., longitudinally, by wrapping two turns of No, 0000 insulated copper cable around the crankpin and one turn around the rear main bearing. Figure 5-35 Magnetizing Link Pin Longitudinally Figure 5-36 Magnetizing Link Rod Circularly 92Part 5 EO 10A-10BA-3 Part 5 Section 4 Figure 5-38 Magnetizing Master Rod by Induction Figure 5-37 Magnetizing Master Rod by Direct Current Table 3 Magnetic Inspection Data - Specific (Cont'd) NOMENCLATURE, SPECIFIG PROCEDURE Icylinder 1000 amps., longitudinally, by wrapping five turns of No. 0000 insulated cable around barrel, see figure 5-33, Examine bore of cylinder for transverse defects, 2500 to 3500 amps., circularly, by placing length of No. 0000 insulated cable through bore and out the inlet port, see figure 5-34, Examine bore| of cylinder for lengthwise defects, Examine cylinder hold-down flanges particularly around stud holes, NOTE - This check is not necessary, unless it is known that the cylinder was involved in an accident of any kind, Link Pin 1500 amps., circularly, by contacting on ends, 1000 amps., longitudinally in 4 in, solenoid, see figure 5-35. Figure 5-39 Magnetizing Master Rod by Figure 5-40 Magnetizing Master Rod Contacting Hub Faces Longitudinally 3Part 5 BO 10A-10BA-3 Part 5 Section 4 Section 4 Table 3 Magnetic Inspection Data - Specific (Cont'd) NOMENCLATURE SPECIFIC PROCEDURE Link Rod 2500 amps., circularly, by contacting on the ends, Examine area where| flange meets web of rod. 2000 amps., circularly, by inserting rubber covered copper bar through piston bushing, see figure 5-36, Check for crosswise defects in "1" section. 2000 amps., circularly, by inserting rubber covered copper bar through Link pin bushing. 1000 amps., longitudinally, in an 8 in, solenoid. Master Rod 2500 amps., circularly, by contacting on ends, see figure 5-37, Check Rocker, Inlet and Exhaust Valve Rollers, Tappet for cracks in or around link pin holes. 3000 amps., circularly, on 4 copper rod through piston pin hole, see figure 5-38, Check for defects in "1" section. 3000 amps.» circularly, by contacting on the faces of the hub, see figure 5-39. 1500 amps., longitudinally by placing "1" section in 8 in, solenoid, see figure 5-40, 1700 amps., circularly, by contacting on ends. 1500 amps., circularly, by magnetizing 15 to 18 at a time on a 19/64 in. copper rod, see figure 5-41, Check faces and bores. 1000 amps., longitudinally, by placing in solenoid, see figure 5-42. Figure 5-41 Magnetizing Tappet Rollers by Figure 5-42 Magnetizing Tappet Rollers Induction Longitudinally 94Part 5 EO 10A-10BA~3 Part 5 Section 5 Section 5 SECTION 5. FLUORESCENT PENETRANT INSPECTION Engineering Order 105-1-2R "Surface Defect Detection" is to be issued, when printed, des- cribing the Dye Penetrant method of inspection, 95Part 6 SECTION 1 Revised 1 May 57. EO 10A-10BA-3 PART 6 TABLE OF CONTENTS TITLE GENERAL INSTRUCTIONS PRELIMINARY INSTRUCTIONS ALUMINUM AND MAGNESIUM PARTS BUSHINGS AND PLAIN JOURNAL BEARINGS LEAD-INDIUM PLATED BEARINGS OIL SEAL RING CARRIER GROOVES CHROMIC ACID TREATMENT PLATING PROTECTION OF CHROMIUM PLATED SURFACES EXPANSION OF PARTS BY HEAT PAINTING PRESERVATIVE VARNISH STRIPPING RIVETS. RUBBER PARTS AND PACKINGS STEEL PARTS sTUDS SCREW BUSHINGS SPECIFIC INSTRUCTIONS THRUST BEARING LINER REPLACEMENT REDUCTION DRIVE PINION BUSHING REPLACEMENT (GEARED ENGINES) SUPPORT PLATE LINER REPLACEMENT (GEARED ENGINES} CAM REPAIR VALVE TAPPET GUIDE REPLACEMENT CRANKSHAFT PLUG CRANKSHAFT FRONT AND REAR BEARING LINERS OUTER FLYWEIGHTS AND LINERS CRANKPIN LAPPING MASTER ROD BEARING REPLACEMENT REMOVAL OF RUSTING PITTING ON MASTER AND LINK RODS LINKPIN HOLES IN MASTER ROD PISTON PIN BUSHING REPLACEMENT LINK PIN BUSHING REPLACEMENT CYLINDER HEAD EXHAUST ROCKERBOX RIB CYLINDER FLANGE REPAIR INLET VALVE GUIDE REPLACEMENT OPTIONAL METHOD OF R EAMING VALVE GUIDE HOLES AND VALVE GUIDES INLET VALVE SEAT FACING EXHAUST VALVE GUIDE REPLACEMENT EXHAUST VALVE GUIDES AND BOSSES. EXHAUST VALVE SEAT FACING INLET VALVE SEAT REPLACEMENT EXHAUST VALVE SEAT REPLACEMENT Part 6 PAGE 99 99 99 99 tol 101 101 102 102 102 103 103 104 104 104 104 104 108 108 Lo no m uz 3 3. 1a n4 4 1s A 1g A 415, 116 17 7 1B 118A 118A ng ny 120 ra 12a ”Part 6 SECTION 98 EO 10A-10BA-3 PART 6 (CONT'D) TABLE OF CONTENTS TITLE VALVE REPAIR SPARK PLUG BUSHING REPLACEMENT ROCKER SHAFT BUSHING REPLACEMENT ROCKER BALL SOCKET REPLACEMENT COWL MOUNTING LUG REPAIR PUSH ROD COVER NUT COUPLING REPLACEMENT ROCKER BOX COVERS AND INTER-CYLINDER DRAIN TUBES INTER-EAR DRAIN TUBES CYLINDER METALLIZING INTAKE PIPES, PUSH ROD COVERS AND DEFLECTORS PRIMER LINE SPAGHETTI PISTON COMPRESSION RING GROOVE REWORKING PISTON DUAL OIL CONTROL RING GROOVE REWORKING PISTON RING FITTING SURFACE FINISHING ENGINE CYLINDER BARRELS FOR RING SEATING IMPELLER SHAFT BEARING CAGE REPLACEMENT (BALL BEARING) PLAIN IMPELLER SHAFT BEARINGS AND SLEEVE IMPELLER AND SHAFT BALANCING IMPELLER AND SHAFT ASSEMBLY SUPERCHARGER COVER AND OIL SEAL RINGS: PLAIN BEARING IMPELLER INTERMEDIATE DRIVE GEAR REAR BEARING OUTER LINER REPLACEMENT SUPERCHARGER CASE MOUNTING BOLT HOLES INSTALLATION OF A NEW SUPERCHARGER CASE ON AN OLD REAR CASE INSTALLATION OF A NEW REAR CASE ON AN OLD SUPERCHARGER CASE om PUMP TACHOMETER DRIVE INNER COUPLING BUSHING VACUUM PUMP DRIVE GEAR BUSHING REPLACEMENT Revised 2 Sep 59 Part 6 PAGE 122 123 124 125 126 126 126 126 127 127 127 128 128 129 130 130 130 131 13k 131 132 132 433 134 134 1340, 134AParti Section 1 EO 10A-10BA-3 Part 6 Section 1 PART 6 REPAIR SECTION 1 GENERAL INSTRUCTIONS PRELIMINARY INSTRUCTIONS 1 The instructions in this chapter have been written with the understanding that all parts re- quiring repair or replacement have been thor- oughly inspected and tagged to indicate what re- pairs or replacements are necessary. (a) When a new part is to be installed and it is important that it be identified as to engine number or position in the engine, it should be marked in the same manner and the same loca- tion as the part it replaces. {b) Use the Table of Limits, Part 10, ase guide in all repair and replacement operations involving fits, clearances, backlashes, spring Pressures, and the application of torque. (c) Repair and replacement instructions cov- ering groups of similar parts and general repair Procedures are given in the paragraphs immedi- ately following. Repair instructions covering parts which require special procedures and parts which cannot be readily grouped are given in Part 6, Section 2. ALUMINUM AND MAGNESIUM PARTS 2 “Burrs or scratches which do not impair the serviceability of a part should be smoothed over oF removed, If the paint on a part is excessively flaked, chipped, or scratched, the part should be completely repainted; refer to paragraph 10 of this Section under "Painting", Clean up gal- ling, scratches, burrs, or unevenness of mating or parting surfaces with crocus cloth and oil. Remove corrosion from magnesium as directed under "Chromic Acid Treatment", paragraph 6 of this Section, (2) Whenever magnesium parts are reworked, care must be taken to remove dust, filing: turnings, and shavings as they are formed, since these types of magnesium burn very rapidly and under certain conditions become explosive. Finely divided scrap magnesium when mixed with water or water soluble cutting oils, also presents a very serious fire hazard. (>) To prevent these dangers, use a liquid coolant of a straight neutral oil type, with a high flash point, such as mineral seal oil or kerosene. As a further safeguard, accomplish magnesium finishing or rework operations away from the vicinity of sparke or open flames. BUSHINGS AND PLAIN JOURNAL BEARINGS 3. Using crocus cloth and oil, clean up bushings or plain journal bearings which are slightly scratched or scored, Do not disturb the glazed surface of a bushing or bearing which is not scratched or scored, NOTE Never touch a leaded bearing with an abrasive of any kind. When replacing a bushing or plain journal bear- ing, use the tools which are listed in the picture index covering each specific bushing or bearing; see figure 6-1 and Table 6, (@) If the bushing or bearing is pinned in place, remove the lock pins before attempting to remove ‘the bushing or bearing, When a bushing or bear- ing is pinned in such a way that it is necessary to Grill out the lock pin use the proper drill jig where listed. If a drill jig is not Heted, the lock pin should be driven out with a punch, When driving out a pin, be careful not to damage the bushing boss adjacent to the pin. If damage is likely to occur, the pin should be drilled out after the center of the pin has been marked with a sharp 99Part 6 EO 10A-10BA-3 Part 6 Section 1 Section 1 Figure 6-1 Replacing a BushingPart 6 Section 1 punch. () After the lock pin has been removed, pull or drift out the bushing with the proper puller or drift. When installing a new bushing or bearing, make sure that any oil holes or grooves in the bushing or bearing are lined up properly with oil holes or grooves in the corresponding boss. If the bushing or bearing has a flange, check the flange with a .001 inch gauge to make sure that it is firmly seated, If a drill jig was used in drilling out the lock pin, it should also be used in drilling a new pin hole at least 30 degrees from any existing pin holes, When drilling a new pin hole, be careful not to allow the drill to break into any oil passages. () If the old lock pin wae driven out with a punch, transfer-drill the new pin hole, using the existing pin hole in the boss asa guide. Drift in new pins with a suitable punch, and peen the hole in the boss if the new bearing or bushing was transfer-drilled, Ream new bushings and bearings to size, polish them with crocus cloth and oil, and check their size with the proper ‘bore gauges. Thoroughly clean bushings or bear- ings and oil passages after reaming operation LEAD-INDIUM PLATED BEARINGS 4 Ifa leaded bearing is to be replaced and the new bearing has been in storage, examine the new bearing for oxide film or etain before installing it, Filmed or stained bearings will have spotted areas which are hard and black. It is not considered necessary to remove these stains unless inspection indicates that the stain- ing is unusually severe, If desired, staining may be removed from lead plated surfaces in accordance with the following procedure: De- grease the bearing; then clean it electrolytically in an alkaline cleaner at 82°C to 9PC (180°F. to 200°F), with the bearing as the cathode. Line voltage of approximately 6 volts should be used to supply current. Use an alkaline cleaner such as Pennsalt K7, Anodex, or any similar electrolytic cleaner, in the proportion of 9 to 14 ounces of cleaner to each gallon of water. Approximately 4 to 6 seconds will nor- mally be needed to clean the bearing, but if the bearing has been in storage for a long time, up to 10 seconds cleaning time is permissible. After cleaning, rinse the bearing first in cold water and then in hot water. Wipe it dry with a clean cloth or a cotton swab; then oil the bear- ing with a corrosion preventive compound such as Rust Ban or No-Ox-id, EO 10A-10BA-3 Part 6 Section 1 OIL SEAL RING CARRIER GROOVES 5 If it becomes necessary to grind these grooves to accommodate oversize rings, it should be ac- complished as follows: {a) Using a suitable arbor, hold the carrier in a grinding machine, such as the Brown and Sharpe No. 2 Universal, equipped with a 12 inch x 1/2 inch x 1/4 inch x 5 inch -80N grinding wheel which has been dressed to have corner radii of .010 x .015 inch, and a two degree taper on the sides, Adjust the carrier to run true within 001 inch full indicator reading. Move the wheel in and grind one side of the groove to a smooth even finish, Grind the other side of the groove in the same manner and then repeat in the re- maining grooves. In grinding the sides of the grooves, no more material should be removed than is necessary to clean up the step and ac- commodate the next oversize rings. (b) After grinding the grooves magnaflux the carrier as directed in Part 5, Section 4, under Magnetic Particle Inspection. CHROMIC ACID TREATMENT 6 Magnesium parts on which there are signs of corrosion or on which the original chrome pickling is no longer effective may be treated as described in the following paragraphs so that they will be protected against corrosion. A steel tank large enough to submerge any part to be treated is required. Thoroughly clean the part to be treated as described in Part 4, Section 1, paragraph 2 under "Degreasing", then remove any paint as described in para- graph 10 of this Section under "Painting". (a) Where close tolerances are not required, remove corrosion witha wire brush or abrasive paper. Where close tolerances are required, swab or brush the surface with a chromic acid solution at a temperature of 60°C to 71°C (140°F to 160°F) containing 1 1/2 pounds of Gx 03 with enough water to make a gallon of solution, If tap water is used, 0.1 percent silver nitrate (AgNO3) should be used to precipitate any sol- uble chlorides, Dissolve the silver nitrate in distilled water and add it to the chromic acid bath. Ringe the part thoroughly first in cold water, then in-water at a minimum temperature of 82%C (180°F). Drain the part and dry it with compressed air. () Spot treat areas cleaned of corrosion or the original chrome pickling by swabbing or 101Part 6 Section 1 brushing the areas with a chrome pickling solu- tion containing 1 1/2 pounds of sodium dich- romate (NA, GR 07-2Hz0) and | 1/2 pints of nitric acid (HNO3-Sp. Gr. 1.42) with enough water to make one gallon of solution, Using an acid resistant container, add approximately 3 quarts of cold water, completely dissolve the sodium dichromate, and then slowly add the nitric acid, Add sufficient water to make one gallon of solution, stirring the solution until it is thoroughly mixed. NOTE ‘The operator should wear rubber gloves during this operation, (ce) The chrome pickling solution should be maintained at a temperature of 12°C to 29°C (55°F to 85°F) and should not be applied for more than 15 seconds, Immediately following the application of the solution, rinse the part in cold water and then in water at a minimum temperature of 82°C (180°F) and dry the part with compressed air, PLATING 7 Plating of engine parts should be done only by personnel experienced in this work. (a) Certain engine parts require plating at overhaul to prevent galling, corrosion, or pick~ up. It is extremely important that the plating be well bonded, and that each engine part be treated as an individual problem in plating. General plating instructions are given in "Ap- pendix A" at the end of this Engineering Order. (b) It is very important that any engine parts which are replated at averhaul be heat treated. Stresses are eet up in the metal during engine operation and the plating which, if not relieved, are apt to cause embrittlement work which may result in cracks and subsequent failure of the plated part, To relieve these stresses, bake all plated parts for the time and at the temperature given with the plating instructions for the part. If facilities for baking are not available, place the parts in actively boiling water for approxi- mately 4 hours, If parts are sent to a com- mercial plating concern, these precautions should be emphasized in the instructions which accompany the parts, 102 EO 10A-10BA-3 Part 6 Section 1 PROTECTION OF CHROMIUM PLATED SURFACES 8 Parts which have been chromium plated may require other plating during normal overhaul and since the electrolytic cleaning or stripping process preceding any plating operating would be injurious to the chromium plated surface, it is important that areas which have been chromium, plated be masked off before the parts are placed in an electrolytic bath. If the presence of chromium plating is questionable, as on a polished journal surface, the following simple test may be made. (a) Thoroughly clean and dry the area in question and, with a cloth oF sponge, apply a solution of 2 percent copper sulphate crystals, 1/2 percent sulphuric acid, and 97 1/2 percent water -~ all percentages to be by weight. The sulphuric acid is not essential but it will speed up the test. (0) When the solution is applied, any area which has not been plated will almost immediately take on a copper brown tint, while the color of an area protected by chromium plating will remain un- changed. This test and the resultant copper tint on the unplated surface of the part will inno way affect the subsequent use of the part. However, if the part is not to be plated in the stripping bath immediately after masking the chromium plated area, it should be protected from rust in the usual EXPANSION OF PARTS BY HEAT 9 When a tight fitting part requires replacement, it may be necessary to apply heat to the metal surrounding it in order to facilitate removal of the old part and installation of the new part. The method of heating least likely to cause warping 4s to place the part in an oven and bring the entire part gradually up to the required temperature, However, it is usually more convenient to heat the part with a torch, and this method is satisfactory provided the heat is applied with sufficient care. ‘When applying heat with a torch, use a soft flame gas torch and play the flame over the engine area ‘surrounding the part to be removed, Do not hold the flame too long on any one spot, Never heat a magnesium part with atorch, Immersing mag- nesium parts in actively boiling water will expand them sufficiently without the fire hazard or danger of warping occasioned by the use of a torch. Except where otherwise specified, magnesium parts should be kept below 120°C (248°F) and aluminum parts should be kept below 150°C (302°F)Part 6 Section 1 (a) Ifa part has been heated or cooled prior to assembly, make sure that sufficient time has elapsed for the temperature of the part to reach that of the surrounding areas before at- tempting a torque operation intended to secure the retention of the heated or cooled part, either directly or indirectly. PAINTING 10 Before parts are repainted at overhaul, their surfaces must be properly prepared to receive the paint, {a) If the original finish is to be removed, any one of three methods of stripping may be used. The most effective method is to dip the painted part in a heated stripping solution, A second method is to brush a heavy coat of paint remover on the paint and then wipe the old paint from the metal, A third method is to remove the paint with a stiff wire brush, If paint is removed from magnesium parts with stiff wire brush, treat the parts as described in paragraph 10 of this section under "Chromic Acid Treatment, "' to prevent corrosion. If the old paint is not to be removed, the surface of the part should be smoothed with emery or crocus. cloth before the part is repainted, NOTE If a section is to be repainted that incorpo- rates a specially processed, leaded bear- ing, carefully protect the bearing from the paint stripper. (0) Thoroughly degrease and dry the surfaces to be painted, Plug all holes and mask all areas not to be painted. First apply one coat of zine ‘chromate primer; then bake the part for 1/2 hour at 120°C (248°F). Next apply two coats of grey or plack enamel and bake each coat for 1 3/4 hours at 135°C (2750F). Paint may be applied either with @ spray gun or with a brush, If baking equipment is not available, a type of enamel which may be air dried must be used. Be sure that each coat is completely dry before applying the next coat, EO 10A-10BA-3 Part 6 Section 1 PRESERVATIVE VARNISH STRIPPING 11 To strip an engine part of resin coating, pre pare a solution in a clean steel tank in the follow- ing proportions. Mix 4 to 6 ounces of RCAF Ref- #33A/456 Paint Remover 1-GP-78 (contractor may use Metex No. 5) to a gallon of tap water, If above paint remover is not available, an alternate cleaning solution, or its equivalent in perform - ance may be prepared from commercial grades of material, Dissolve 8 ounces of the following mixture per gallon of tap water Material Parts by Weight Sodium Resinate Sodium Metasilicate ‘Trisodium Phosphate Sodium Carbonate Sodium Hydroxide NOTE It is believed that this type of resin coat- ing can have no contaminating effects whatsoever on costly cleaning solutions used in mechanized cleaning systems, however, it would be well to check vendors of cleaning solutions for any possible deleterious effects as noted herein, (a) Mask off any lead or silver surfaces with rubber stoppers. Heat the solution to 93°C (200°F) to a boiling point and immerse the engine part until the old varnish or resin has been removed, Removal may be facilitated by scrub- bing witha fibre brush, As the stripping solution is a strong alkali, avoid spilling or spattering it, ‘The hands and clothing of personnel should be protected with rubber gloves and an apron, (b) Rinse the parts thoroughly in a tank of cold, air agitated water to remove all traces of alkali. Then rinse thoroughly in clean water heated to 82°-93°C (180°-200°F), Dry the parts with an air hose then cover the parts 103Part 6 Section 1 with a light preservative oil to protect the sur- faces. RIVETS 12 Any loose rivet should be tightened if pos ible; otherwise, it should be replaced. RUBBER PARTS AND PACKINGS 13 All rubber parts and packings should be replaced at every overhaul. STEEL PARTS 14. Clean up and smooth over any burrs and minor galling, pitting, or scratches with crocus cloth and oil or with a fine stone, Be sure to smooth over all bearing journals, It is usually advisable to use a fine flat stone when cleaning up gear teeth. NOTE After steel parts have been reworked in any way, they must be given a complete magnaflux inspection. STUDS 15 Studs which are stretched, loose, or have damaged threads should be replaced by oversize atude, Whenever a stud which is already oversize requires replacement, replace it by the next over- size, Where the threads of a stud hole have be- come damaged or stripped, it is possible, if there i sufficient material around the hole, to drill and retap the hole for a special stepped stud. Use the proper standard stud drivers to install new studs, see Part 11, Tool List, and Table 5, NOTE When installing a stud which incorporates a cotterpin or a lockwire hole, the pro- Jection length should be measured from the bottom of the hole. See figure 6-2. 104 EO 10A-10BA-3 Part 6 section 1 ™ Zw i ig} i SS T Figure 6-2 Projection Length of Studs Table 4 illustrates the various methods of marking oversize studé for identification, The identifying mark is on the anchor end of the stud. ‘The conical projection or green dye for .004 inch oversize studs, the conical cup or read 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 methods are illust- rated because they are used by various vendors and may be encountered in the field, When in- stalling an oversize stud ina stud hole which goes completely through a part, make sure that the anchor end of the stud does not project suf- ficiently to interfere with other parts. essary, file off the anchor end enough to pre- vent such interference; then reidentify the stud with the proper oversize mark. If nec- Table 4 Methods of Marking Oversize Studs i See | es | Sa iam | _® rar each] @ © @ see! O © © Pare © | © ) SCREW BUSHINGS 16 Ifa screw bushing requires replacement, drill out any lock pins; then remove the bushing, using the proper tools, Install new bushings with the proper driver, drilling new lock pin holes if necessary and installing new lock pins.Part 6 EO 10A-10BA-3 Part 6 Section 1 Section 1 ‘Table 5 Stud and Dowel Replacement Units] Tools Notes — Part No| Name Per | Required Projection Ass" Length FRONT SECTION 656 |Governor Drive Cover Stud (plain) 4 |5/16-24 Stud driver] 1.000 inch| 34919 |Governor Drive Cover Stud (drilled) 4 |5/16-24 Stud driver| .750 inch| 5132 |Governor Drive Support Stud (drilled) 3 |5/16-24 Stud driver| 672 inch| 42418 |Thrust Cover Stud (plain) 12 |3/8-24 Stud driver | 1.563 inch| 9001 |Thrust Cover Dowel 1 | 250 inch] 11943 |Thrust Cover Stud (plain-geared engines) 12_|5/16-24 Stud driver| CRANKCASE SECTION 11778 |Cam Retaining Stud (drilled) 7 |5/16-24 Stud driver! 1,390 inch| 12081 |Cylinder Hold-Down Stud (plain) 44 |3/8-24 Stud driver | .812 inch| 658 |Front Case to Crankcase Stud (plain) 6 [5 /16-24 Stud driver| 1.310 inch) 12052 |Front Case to Grankease Stud (plain-geared engines) 6 |5/16-24 Stud driver| 2.500 inch) 14782 |Front Case to Crankease Stud (plain-geared engines) 21 |5/16-24 Stud driver) 2.125 inch| 54611 |Front Case to Crankease Stud (plain) 21 |5/16-24 Stud driver| 1,030 inch| 64 |Front Case to Crankease Dowel 1 230-270] inch] 12055 |Sump Attaching Stud (plain) 2 |5/16-24 Stud driver) 1.250 inch| 656 | Supercharger Case to Crankcase Stud (plain) 2 |5/16-24 Stud driver| 1.000 inch| 12057 | Supercharger Case to Grankease Stud (plain) 17 |3/8-24 Stud driver | 1.190 inch] 12085 | Supercharger Case to Crankcase Stud (plain) 1 _|5/16-24 Stud driver) 1875 inch OLL PUMP AND SUMP. 12317 |Oi1 Tube Flange Stud (plain) 4 |5/16-24 Stud driver| .688 inch} 621 |Seavenge Tube Stud (drilled) 2 |5/16-24 Stud driver) .422 inch| 12089 |Valve Housing Cover Stud (plain) 3 |1/4-28 Stud driver | 700 inch| SUPERCHARGER CASE 12054 [Oil Drain Tube Stud (plain) 2 [5/16-24 Stud driver .625 inch| 9385 |Oil Sump Attaching Stud (plain) 2 |5/16-24 Stud driver| 1.656 inch) 625 |Supercharger to Rear Case Stud (plain) 12 |5/16-24 Stud driver] .875 inch] 7959 |Supercharger to Rear Case Stud (plain) 4 |5/16-24 Stud driver| 1.219 inch] REAR CASE 626 |Carburetor Adapter Stud (drilled) 6 |5/16-24 Stud driver) .734 inch| 656 |Carburetor Adapter Stud (plain) 6 |5/16-24 Stud driver) 1.000 inch| 11345 |Fuel Pump Drive Stud (plain) 4 [5/16-24 Stud driver} .937 inch 37839 |Fuel Pump Drive Stud (drilled) 2 |8/16-24 Stud driver| 1.107 inch| 37840 |Fuel Pump Drive Stud (plain) 2 |5/16-24 Stud driver) .875 inch] 91684 |Fuel Pump Drive Stud (plain) 2 |5/16-24 Stud driver| 1.250 inch] 12086 |Generator Pad Stud (plain) 4 |5/16-24 Stud driver| 1.375 inch) |_26264 IGenerator Pad Stud (drilled) di 40 inch 105Part 6 EO 10A-10BA-3 Part 6 Section 1 Section 1 Table 5 Stud and Dowel Replacement (cont'd) nits] ‘Tools [Notes - Part No Name Per Required [Projection Length REAR CASE (CONT'D) 11051 [Magneto Locating Dowel 4 188 inch| 620i Pump Loeating Dowel 1 312 inch| 12101]Oi1 Pump stud (plain) 4 | 5/16-24 Stud driver| 1.562 inch| 12102|Oi1 Pump Stud (plain) 2 | 5/16-24 Stud driver| 2.312 inch| 19868| Oil Pump Stud (plain) 4 | 5/16-24 Stud driver| 1.750 inch| 23299| Oil Pump Stud (plain) | 2 |5/16-24 stud driver| 2.500 inch] 12317|Oil Scavenge Tube Stud (plain) 4 |5/16-24 Stud driver| .688 inch| 5206|Side Auxiliary Drive Pad - Right (drilled) 4 |1/4-28 Stud driver | 1.945 inch| 43613 /Side Auxiliary Drive Pad - Left (drilled) 4 |1/4-28 Stud driver | .634 inch 17913 | Side Auxiliary Drives (plain) 8 | 1/4-28 Stud driver | .875 inch] 12082 |Starter Pad Stud (plain) 2 |3/8-24 Stud driver | 1.000 inch| 12091 |Starter Pad Stud (plain) 4 |3/8-24 Stud driver | 1.031 inch| 28834| Vacuum Pump Adapter Locating Dowel 1 1128 inch| 7418| Vacuum Pump Pad Stud (drilled) 4 | 1/4-28 Stud driver | -775 inch| 35142 | Vacuum Pump Pad Stud (érilled) 4 |1/4-28 Stud driver | 847 inch| 123423 | Vacuum Pump Pad Stud (plain) 4 |1/4-28 Stud driver | 1.100 ined| | CYLINDER 12054 [Deflector Fastening Stud (plain) 1 ]5/16-24 Stud driver] .625 inch| 13212| Exhaust Flange Stud (plain) 1 |5/16-24 Stud driver} .969 inch] 7545 Intake Flange Stud (plain) 2 |5/16-24 Stud drivex| 1.125 inch] 15072 |Rocker Cover Stud #6 |1/4-28 Stud driver | .656 inch] * Three screws are used for the No. 5 intake rocker box cover and the No. 6 exhaust rocker [box cover. Table 6 Bushing Replacement [Units Part No. Name Per | Notes - Tools Required lAss'y| FRONT SECTION 6466 [Cam Reduction Gear Shaft Front Bushing 1 [Replace both the front and lrear bushing if either needs replacement. Refer to tool lgroup No. 10, Part 11. 151 | Bushing Pin 1 |Dritt .125 inch for pin. 26252 | Propeller Governor Drive Bushing 1 [Refer to tool group No. 36, Part 11. SUPPORT PLATE (GEARED ENGINES) 6466 [Cam Reduction Gear Front Bushing [1 JReplace both bushings if 106 ;Part 6 EO 10A-10BA-3 Part 6 Section 1 Section 1 Table 6 Bushing Replacement (cont'd) Units : Part No. Name Per | Notes - Tools Required Ass'y| SUPPORT PLATE (GEARED ENGINES) (CONT'D) either needs replacement. |After installing bushings lassemble support to crank- case and line ream bush- lings. Refer to tool group No. 10, Part 11. 15 | Bushing Pin 1 [rit /125 inch for pin. CRANKCASE Cam Reduction Gear Rear Bushing 1 [Replace both front and rear [bushings if either needs re- placement. Refer to tool lgroup No. 10, Part 11. 15 | Bushing Pin 1 [Drill .125 inch for pin, 14084 SUPERCHARGER CASE 1172, | Magneto Drive Shaft Short Bushing 2 |Refer to tool group No. 66, Part 11. REAR CASE 1171 Accessory Drive Shaft Bushing 2 [Refer to tool group No. 1, IPart 11. 25 | Bushing Pin 2 [Drill .161 inch for pin. ‘Stake in pin. Drill. 161 inch] lafter assembly through both ides of bushing for oil ipassages 1174 | Magneto Drive Shaft Long Bushing 2 |Refer to tool group No. 66, | Part 11. 1191 |Starter Shaft Bushing | 1 |Temporarily assemble lsupercharger and rear cases land line ream bushing hole iff lan oversize bushing is linstalled: cuts on bushing iflange should be vertical. ISlot from oil hole on bushing lstemn should be on right side las viewed from the rear. [Refer to tool group No. 99, IPart 11, 2. [Refer to Part 6, Section 2, lparagraph 46, and tool jgroup No. 104, Part 11, 76366 43567 | Bushing Pin 2 35139 | Vacuum Pump Drive Gear Bushing 1 |Refer to tool Group No. 108, {| — a 107Part 6 Section 2 EO 10A-10BA-3 Part 6 Section 2 SECTION 2 SPECIFIC INSTRUCTIONS THRUST BEARING LINER REPLACEMENT Direct Drive Engines 1 See "Expansion of Parts by Heat", Part 6, Section 1, paragraph 9. Heat the portion of the case adjacent to the liner to a temperature of 93°C to 121°C (200°F to 250°F), Shrink the liner with dry ice and drift the liner from the case, Check the bore of the case for galling, roughness, and out of roundness, and clean up any roughness or galling. (a) Chill the new liner with dry ice; reheat the case to the same temperature as above and insert the liner in the case, Making certain, while the case is still hot, that the oil holes in the liner Figure 6-3 Removing Thrust Bearing Liner Studs 108 coincide with those in the case, and that the liner is properly bottomed, Check the seating of the liner with a .001 inch feeler gauge. (b) Mount the case in a lathe, and true it up to within .001 inch full indicator reading, taken on both the face and the bore of the liner, see figure 6-8 for geared engine front case, Using a portable grinder mounted on the tool rest, grind the bore of the liner to size. Use the wet grinding method, if possible. After grinding, break all sharp edges with a fine file and polish the bore of the liner with crocus cloth and oil. Geared Engines 2 Using a drift and a hammer or press, remove Figure 6-4 Removing Thrust Bearing LinerPart 6 Section 2 the thrust bearing liner studs from the reduction drive housing, see figure 6-3, Heat the housing to 95°C to 120°C (203°F to 248°F) as directed in “Expansion of Parts by Heat," Part 6, Section 1, paragraph 9; then drive out the liner, see figure 6-4, Inspect the bore of the case, cleaning it up if necessary; then reheat the cage, align the stud and oil holes carefully, and install the new liner, see figure 6-5, See reference 10, Table of Figure 6-6 Pressing In Thrust Bearing Cover ‘Stud Limits, Part 10, Press in the thrust bearing cover studs, aligning the wiring holes so as to form a circle, see figure 6-6, (2) Bolt an adapter having a shoulder of the same outside diameter as the outside diameter of the Support plate to the face plate of a lathe and true it EO 10A-10BA-3 Part 6 Section 2 Figure 6-7 Truing Up Diameter and Front Face of Adapter up to within .001 inch full indicator reading taken on the snap diameter and the front face of the adapter, see figure 6-7, Figure 6-8 Truing Up Face of Liner (®) Bolt the housing to the adapter and true it up to within .001 inch full indicator reading taken on the face of the liner, sce figure 6-8, Mount a portable tool post grinder on the lathe and grind the liner to size, using the wet grinding method, see figure 6-9. 109Part 6 Section 2 Figure 6-10 Drilling Out Support Plate Liner Lock Pins REDUCTION DRIVE PINION BUSHING REPLACEMENT (GEARED ENGINES) 3. Drift out the pinion bushing, using PWA-1522 Drift, Install a new bushing, using the same drift; then using PWA-1892 Fixture and PWA-1962-5 Adapter, bore the new bushing to size, See refer- ence 820, Table of Limits, Part 10, Check the size of the bushing with PWA-1805-34 Gauge. no EO 10A-10BA-3 Part 6 Section 2 SUPPORT PLATE LINER REPLACEMENT (GEARED ENGINES) 4 Mount the support plate in a fixture ona Grill press at an angle of 60 degrees to the bed of the press, Spot drill each of the four lock pins to a depth of 1/8 inch with a 1/16 inch drill, Drill out the lock pins with a No, 15 (, 180 inch) Grill, see figure 6-10. (a) Heat the support plate to 150°C to 175°C (320°F to 347°F) and drive out the liner, see figure 6-11, Chill the liner if necessary, Clean up the bore of the support plate. Figure 6-11 Driving Out Support Plate Liner () Reheat the support plate to 150°C (302°F) and drive in a new liner, positioning it so that its lock pin holes are approximately 45 degrees from the old lock pin holes in the support plate, ae figure 6-12. See reference 533, Table of Limits, Part 10. (c) Remount the support plate in an angle fix- ture; then transfer-drill four new pin holes in the support plate 7/16 inch deep, using a No. 13 (.185 inch) drill, Install new lock pins, seePart 6 Section 2 EO 10A-10BA-3 Part 6 Section 2 Figure 6-12 Driving In Support Plate Liner figure 6-13, Upset the lock pins and file them off flush with the bore of the liner, (a) Bolt the support plate to the face plate of a lathe and true it up to within .001 inch full indicator reading taken on the rear parting surface, see figure 6-14, and on the snap dia- meter. (&) Grind the bore of the liner to size, using the wet grinding method, see figure 6-15, See reference 825, Table of Limits, Pazt 10. CAM REPAIR 5 Ifa cam track has become pitted, remove the pit marks with an oil stone when the removal of the pit marks can be accomplished without taking more than .005 inch of material from the cam track, Blend the resulting depression into the contour of the surrounding surface. If the dam- aged area cannot be removed within the above working limits, and it is believed that the orig- inal cam track form can be restored by the re. moval of not more than . 015 inch of material from the entire cam track, return the cam to the manufacturer for regrinding Figure 6-14 Truing Up Rear Parting Surface M1Part 6 Section 2 EO 10A- 10BA-3 Part 6 Section 2 Figure 6-15 Grinding Liner Bore VALVE TAPPET GUIDE REPLACEMENT 6 Refer to "Expansion of Parts by Heat, "" Part 6, Section | paragraph 9, and heat the case adjacent fo the guide to 120°C (248°F) ; then re- move the old guide using PWA-2936 Puller Clean up the guide hole with crocus cloth and oil. (a) Ifa standard size guide will not give the desired fit, 005, .010 and .015 inch oversize guides are available, When an oversize guide is to be installed, ream the hole using TAM- 3574-81 Reamer only enough to insure roundness; then turn down the outside diameter of the over- size guide to give the desired fit, See reference 507, Table of Limits, Part 10, Prior to instal- lation, coat the guide and the case hole with graphite grease, Heat the case again to 120°C. (248°F), chill the guide if necessary and install it in the case. NOTE Do not allow the flame to reach the area around the crankshaft bearing liner, Ap- ply heat to the boss only and do not heat the crankease section above 120°C (248°F) (0) If two adjacent valve tappet guides are to be installed, insert PWA-828-2 Aligning Plug in fone guide hole; then place PWA-1302-10 Aligning Bar in the slotted end of the plug to align the adjacent inlet or exhaust guide while it is being installed, Drive the guide into position, using PWA-4234-30 Drift, see figure 6-16, Another method to drive the guide into position is to heat the case and chill the guide which is then pushed by hand; when the case is cool use PWA-4234-30 Drift to ensure positive fit, If only one guide is to be installed, place PWA-1302-10 Aligning Bar in the slotted end of the installed guide and drive iz Figure 6-16 Driving Tappet Guide into Crankease the new guide into position, using PWA-4234-30 Drift. (c)_ After all the guides have been installed and before the case has cooled, drive each guide solidly into position, using PWA-4234~30 Drift and a mallet; then check the alignment of all guides using PWA-1302-10 Aligning Bar, If the aligning bar does not ¢lide freely in the guide elots, the guides are not parallel and must be repositioned. (@)_ Tap the screw holes in each newly installed guide with a 5/16-24 NF-3Tap. Install PWA-1370 Clamp on the slotted end of the guide to prevent Figure 6-17 Finish Reaming Tappet Guide Revised 1 May 57.Part 6 Section 2 expansion; then finish ream the guide, using TAM- 20932 Spiral Reamer, see figure 6-17 See reference 50, Table of Limits, Part 10. CRANKSHAFT PLUG 6A Direct drive engines utilizing crankshaft assembly (Part Number 126208 or 270451) require careful crankshaft plug seating and locating of the transfer oil tube hole in this plug. This will ensure a minimum of leakage past the plug and tube as well as controlling expansion of the thrust bearing journal, which should be 3. 3465 to 3. 3458 inch diameter. Check this dimension and insert the plug which may be chilled to -45°C (-50°F) to facilitate assembly. NOTE Do not heat the shaft. (a) Using a .0015 inch feeler gauge check the Seating of the tapered section of the plug and note the location of the oil transfer tube hole. Mea- sure the expansion of the thrust bearing journal, as the assembly increase must not exceed . 0004 inch, Rework of the shaft to proper journal dia- meter may be accomplished if necessary. NOTE Polishing or blending on the plug sealing surfaces is prohibited. (>) Prior to flaring the ends of the oil transfer tube after insertion, plug the ends, as well as the .040 inch orifice in the crankshaft plug, in, order to accomplish a leakage check. Apply a test liquid (75 per cent Varsol, 25 per cent SAE 10 oil) at a pressure of 40 PSI to the forward end of the crankshaft. If the shaft shows no leakage it is acceptable, If leakage up to 1.5, 1bs/min. is observed expand the oil transfer tube. Greater leakage requires replacement of, the tube and plug. CRANKSHAFT FRONT AND REAR BEARING LINERS 7 If either of these liners requires replace- ment, mount the front or rear crankcase sec- tion, parting face down, on a suitable fixture so that it is at an angle of 60 degrees to the bed of a drill press; then spot drill the four lockpins Revised 1 May 57, EO 10A-10BA-3 Part 6 Section 2 1/8 inch deep, using a No. 52 (. 062) ineh drill, Drill out the pins with a No, 15 (. 180) drill, making sure that alLof the pig is removed from the hole before attempting to drift out the liner. After referring to Part 6, Section 1, paragraph 9 under "Expansion of Parts by Heat," heat the crankcase to 120°C to 150°C (248°F to 302°F); then drive out the liner. Clean up the bore of the case (a)_| Reheat the crankcase to 120°C to 150°C (248°F to 302°F) and chill the new liner; then, drift the liner into position, placing the lock pin holes approximately 45 degrees from their former location. When the crankcase has cooled, place it in the fixture used for drilling out the old lock pins and transfer-drill the four lock pin holes 7/16 inch deep, using a No. 13 (.185 inch) drill. Drive the four lock pins in place, upset the pins, and file them off flush with the surface of the liner, (v) _ Bolt the front and rear crankcase sections together and mount them on the adapter, locating on the rear case; then true them up to within -001 inch full indicator reading, taken on both the front parting face and the O.D. of the crank- case front section, Grind the liners to the pre- scribed diameter, see figure 6- 18. Figure 6-18 Grinding Front and Rear Main Bearing Liners (c) The following grinding procedure and equipment is satisfactory for grinding crank- case liner: 13Part 6 EO 10A-10BA-3 Section 2 Method Wet Grinding Surface Speed 5859 ft. /min. Wheel Speed 5500 rpm. Work Speed 100 rpm, Type of Wheel 3880 18BE (@) For the geared engines, if inspection has ascertained that the threads on the front bore of, the liner are damaged or distorted and the liner is otherwise serviceable or a new liner has been shrunk in place (see reference 913, Table of Limits) the threads should be reworked. The threads may be chased with a suitable hand thread chaser or the crankcase may be mounted on a lathe (minimum swing 24 inches). The thread is 6 inch X 16 US Standard Form class 3, left hand, This will ensure the required fit at the crankshaft front locknut. (See reference 836, Table of Limits) . OUTER FLYWEIGHTS AND LINERS 8 If the outside diameter of an outer flyweight is galled, grind down the galled surface. Re- move only enoagh material to clean up the gal- ling. After grinding, the outside diameter of the outer flyweight must not be less than the following dimensions: maximum dimension of 2. 185 inches for Part No. 34945 Outer Flyweight, and 1.814 inches for Part No. 34948 Outer Flyweight. The ground surfaces must be treated with Parco- Lubrite. {a) If the inside diameter of the flyweight liners is galled, grind down the galled surface to a 20-40 RMS finish. Remove only enough ‘material to clean up the galling. After grinding, the inside diameter of the liners must not exceed the following dimension: minimum dimension of 2.340 inches for Part No. 34949 Flyweight Liner. CRANKPIN LAPPING 9 Plug the holes in the crankpin with heavy grease or soft wax; then lap the crankpin with PWA-961-3 Lap and PWA-980 Lap Holder; see figure 6-19. After lapping, polish the crankpin with crocus cloth and oil, and wash the crank- shaft thoroughly. If the crankpin is too badly scored or too much out of round to be recon ditioned by lapping, return the crankshaft to the manufacturer for reconditioning. ng Part 6 Section 2 Figure 6-19 Lapping Crankshaft Crankpin MASTER ROD BEARING REPLACEMENT 10 The prefitted type of lead silver master rod bearing, with which these engines are equip- ped, requires no boring or fitting to the master rod. The tolerances of prefitted master rod bearings are held to extremely close limits, and when they are assembled in the master rod, they should not be altered in any way. (a) When ordering bearings, standard sizes will be supplied unless otherwise specified. When standard size bearings no longer give the desired fit, a ,002 inch undersize bearing is, available. In exceptional cases, when the crank- pin has been ground to a size where the . 002 inch undersize bearings give excessive crankpin clearances, special undersize bearings are available. In ordering the special undersize bearings, specify the diameter of the crankpin rather than the size of the bearing. (>) To remove the master rod bearing, heat the master rod assembly in an oil bath using a heat transfer and baking oil having a minimum, flashpoint of 330°C (626°F) at 218°C to 232°C (4259F to 450°F), Place the master rod, bearing flange side down, on a wooden block ingorpora~ ting a hole large enough to receive the bearing. Install PWA- 5353-101 Drift in the bearing, apply water, and drift out the bearing with a heavy hammer (c) After the bearing is removed, measure the bore of the master rod. Reinstall the link pins in their holes as the press fit is apt to affect the rod bore measurement. If the bore is enlarged so that a standard size bearing will Revised 1 May 57,Part 6 Section 2 not give the proper fit, return the master rod to the manufacturer for reoperation, (2) Magnaflux the bore of the master rod whenever a bearing is removed, It is recommen- ded that the bearing be removed and the rod bore magnafluxed at every overhaul for helicopter installations and at about every 2500 hours for conventional installations, See "Note" in Part, 5, Section 3, paragraph 23. (e) To install a bearing, heat the master rod in an oil bath to 218°C to 232°C (425°F to 450°F), Place the bearing in position on TAM- 267 Arbor, Insert a piece of paper between the arbor and the bearing to protect the bearing surface. Tighten the arbor handle lightly to avoid difficulty in removing the arbor after the heat expands the bearing, Chill both the bearing and arbor with dry ice, (After heating the master rod for 20 minutes, remove it from the tank and allow the surplus oil to drain from the rod. Quickly press in the bearing by hand, see figure 6-20, Because of the length of the bearing and its tightness in the rod it is important that the bearing be pressed in as rapidly as possible. The bearing must be started straight with the slot in the flange aligned with the lug on the master rod, and pressed in so that the flange of the bearing seats firmly against the rear face of the master rod. After the master rod has cooled to room temperature, place the rod and bearing under an arbor press and, using TAM-267 Arbor, press the flange of the bearings against the face of the rod, LINKPIN HOLES IN MASTEROD 10A The master rod linkpin holes may be ground oversize if the proper equipment is available, Revised 1 May 57. EO 10A-10BA-3 Part 6 Section 2 Oversize linkpins are available, Refer to Part 5, Section 3, Paragraph 21, REMOVAL OF RUSTING PITTING ON MASTER AND LINK RODS 11_ In order to salvage rust pitted master and link rods, the rods must first be cleaned in an alkali bath; then polished and buffed, Check the polished rods for weight, and amount of pitting. (2) The amount and severity of pitting which may remain after the rods have been polished to weigh limits, as listed in Table 7, must, to a certain extent, be left to the judgment and dis- cretion of the inspector. In considering the sur- face condition, it should be borne in mind that Figure 6-20 Replacing Master Rod Bearing 14aPart 6 Section 2 a pitted condition is least acceptable in that area of the rod where the channel section merges into the piston pin or link pin strap. Table 7 Weight of Master and Link Rods DETAIL PARTS [PART NO,MIN, WEIGHT Master Rod 30821 11.935t | |dnciuding piston [pin bushing and lstandard size fmaster rod | Ibearing.) 53077 | 11.935 br 232292 Link rod (and 10922 2.075 Ibushings) I" Minimum Acceptable Weights for master lrode may be reduced .005 pounds for each link pin hole which is .005 inch oversize or +010 pounds for each link pin hole which is +010 inch oversize. {For undersize bearings, add .005 pound for leach ,001 inch undersize. PISTON PIN BUSHING REPLACEMENT 12 Press out the old bushing, either solid or split type, using PWA-1641 Drift and an arbor press; See figure 6-21, Drift the sheared lock pin out of the rod, see figure 6-22, Press a new bushing into the rod, using PWA-4548 Drift, see figure 6-23, See Reference 65, Table of Limits, Part 10. In case a split bushing is used, install the bushing so that its ends are as nearly flush with the faces of the bushing boss as possible and 50 that the split is toward the piston pin end of the rod and 60 degrees from the centerline of the rod. ‘Transfer-drill the lock pin hole half way through the wall of the bushing, using a No. 19 (. 166 inch) drill with the end ground flat, see figure 6-24, Drive in the new lock pin, using PWA-1777 Arbor, see figure 6-25, to prevent the bushing from collapsing; remove the outer end of the pin by filing carefully the protruding head close to the link rod surface, then smoothen with crocus cloth, and finally polish with a felt buffing wheel, NOTE Considerable care must be exercised in filing off the head of the pin, or damage EO 10A-10BA-3 Part 6 Section 2 to the surface of the rod could develop into failure, (a) Bore the bushing to size, using a Fulmer Aircraft Rod Borer or equivalent, see figure ‘Align the zod against the plates of the 6-26, Figure 6-21 Pressing Out Link Rod Bushing Figure 6-22 Drifting Out Lock Pin usPart 6 Section 2 fixture, atoning the edges of the rod lightly, if necessary. Check the size of the bore of the bushing with PWA-1805-1 Gauge, see figure 6-27. See reference 66, Table of Limits, Part 10, Recheck the rod alignment as directed in the paragraphs 22 and 23, Section 3, Part 5 under “Link Rods," and "Master Rods", EO 10A-10BA-3 Part 6 Section 2 oil bath to 175°C to 208°C (347°F to 401°F) and install the new bushing so that ite ends are as. nearly flush as possible with the faces of the bush- ing boss, using PWA-2551-3 Drift and an arbor press, see figure 6-28, See reference 82, Table of Limits, Part 10, Figure 6-26 Link Rod Boring Machine ax Figure 6-25 Driving In Lock Pin LINK PIN BUSHING REPLACEMENT 13. Press out the old bushing, using PWA-2402 Drift and an arbor press, Heat the link rod in an 116 Figure 6-28 Installing Link Pin BushingPart 6 EO 10A-10BA-3 Figure 6-29 Checking Fit of Link Pin in Bushing (a) Bore the bushing, using a Fulmer Aircraft Rod Borer, or equivalent, see figure 6-26. Lead flash plate the inside diameter of the bushing; then check the size of the bore of the bushing with PWA- 1805-36 Gauge. Check the fit of the cor- responding link pin in the new bushing, see figure 6-29. See reference 81, Table of Limits, Part 10. Recheck the alignment of the rod as directed in Part 5, Section 3, Paragraph 22 under Link Rods. CYLINDER FLANGE REPAIR 14 Ifnecessary, lap the cylinder barrel parting surface, using PWA-2199 Lap. Check the flange for flatness using PWA- 2630-22 Plate and Pencil carbon paper, see figure 6-30. Refer to Part 5, Section 3, paragraph 25 for limits, (a) If it is necessary to re-spotface the areas where the cylinder hold down nuts contact the cylinder barrel flange, use a back cutter . 750 inch in diameter having a corner radius of . 046 to .056 inch. The spindle should be . 406 inch in diameter. Remove a minimum of material to provide a smooth, even surface, but in no case exceed .015 inch below the surface of the flange. CYLINDER HEAD EXHAUST ROCKERBOX RIB. 14A If inspection indicates cracks, remove material from the area shown, see figures 6-30A. and 6-30B, to a depth of . 125 maximum blending to match existing radii of the front face. Main- tain an approximate radius of . 125 of each side. Revised 1 May 57. Figure 6-30 Lapping Cylinder Flange Part 6 Section 2 Barrel VIEW IN DIRECTION "x MAINTAIN THIS RADIUS Figure 6-30A Cylinder Head Rockerbox Rib Exhaust ayPart 6 Section 2 REMOVE MATERIAL, IN THIS AREA Figure 6-30B Cylinder Head Exhaust Rockerbox Rib INLET VALVE GUIDE REPLACEMENT 15 Heat the cylinder head to 95°C (203°F) as directed in "Expansion of Parts by Heat", Part 6, Section 1, paragraph 9. Install PWA-4002- 102 Puller, apply water and remove the old guide, see figure 6-31 Figure 6-31 Removing Inlet Valve Guide ng. EO 10A-10BA-3 Part 6 Section 2 NOTE If an inlet valve seat is to be replaced, do not remove the corresponding valve guide until after the seat has been re- moved. (a) _ Check the guide hole in the cylinder head for damage and out-of- roundness, particularly at the bottom. If necessary, ream the hole oversize only enough to make it round, using PWA-301 Reamer, see figure 6-32. Turn down the next oversize guide to give the desired fit, sce figure 6-33. See reference 61, Table of Limits, Part 10, Inlet guides are available in .003 inch, .005 inch, and .010 inch oversize. (2) Heat the cylinder to about 95°C (203°F) as directed in "Expansion of Parts by Heat", Part 6, Section 1, paragraph 9; smear the new guide with a mixture of oil and graphite grease and install the new guide, using PWA-95 Drift, see figure 6-34. See reference 61, Table of Limits, Part 10 (c) Ream the new guide, using PWA-2869 Reamer, see figure 6-35 and Check the guide for size with PWA-4189-15 Gauge, see figure 6-36. See reference 647, Table of Limits, Part 10. Figure 6-32 Reaming Inlet Valve Guide Hole Revised 1 May 57.Part 6 Section 2 Figure 6-33 Turning Down Inlet Valve Guide Revised 1 May 57, EO 10A-10BA-3 Part 6 EXPANDING [ARBOR Section 2 OPTIONAL METHOD OF REAMING VALVE GUIDE HOLES AND VALVE GUIDES 16 Refer to Tool List, Part 11, for a list of fixtures and reamers required to power ream the cylinder inlet and exhaust valve guide holes and valve guides. To meet large production schedule, power reaming will prove profitable INLET VALVE SEAT FACING 17 Face off the seating surface of all inlet valve seats at every overhaul, removing only enough material to obtain a smooth seating surface of the proper width. Replace valve guides requiring replacement, as directed in the preceding paragraph, before facing off the corresponding valve seat. To face the valve seat, take a light cut using PWA-6 Holder and PWA-251-24 Facer, see figure 6-37 ([caunion] otherwise, the life of the seat will be seriously affected. (a) If further cutting of the seat would damage the cylinder head, replace the seat as described in paragraph 21 of this Section and Part 118A,EO 10A-10BA-3 Part 6 Section 2 Yow, c pl!” A Figure 6-36 Checking Inlet Valve Guide Bore Figure 6-37 Facing Inlet Valve Seat EXHAUST VALVE GUIDE REPLACEMENT 18 Follow the procedure outlined for the re- moval of the inlet valve guide, using the fol- lowing tools: PWA-4002-104 Puller PWA-303 Hole Reamer PWA-799 Drift PWA-2766-10 Guide Reamer PWA-4189-10 Gauge See references 57 and 645, Table of Limits, Part 10. NOTE If an exhaust valve seat is to be removed, do not remove the valve guide until after the removal of the seat. EXHAUST VALVE GUIDES AND BOSSES 19 Face off all exhaust valve guides and bosses only enough to bring the lower end of each guide flush with the lower end of its boss and to remove any burned portions, Place the base of PWA- 3149-23 Fixture on the table of a drill press on which the head has been inverted, insert the spin- dle through the base and engage it with the chuck of the drill press, see Sgure 6-38. Invert the cyl- inder and place it on the base with the spindle in serted through the valve guide, Attach the cutter 19Part 6 Section 2 Figure 6-38 Engaging Spindle to Chuck Figure 6-39 Facing Exhaust Valve Guide and Boss to the projecting end of the spindle with its bay- onet lock, see figure 6-39, Face off the guide and boss being careful not to exceed the minimum, length of 2. 844 inches. {a) Another method would be to attach cylinder ona special fixture and rework on a lathe EXHAUST VALVE SEAT FACING 20 Face off the seating surface of all exhaust valve seats at every overhaul, removing only enough material to obtain a smooth seating sur- face of the proper width. remove small isolated dark spots entirely, par- It is not necessary to 120 EO 10A-10BA-3 Part 6 Section 2 ticularly if they are not at the edge of the valve seating surface. To insure proper relationship between the seating surface of an exhaust valve seat and the axis of the corresponding valve guide, replace any exhaust valve guide which re~ quires replacement before facing off the cor - responding valve seat. See "Exhaust Valve Guide Replacement", paragraph 18 of this Section. (a) Face off the valve seats, using a grinding wheel which has been dressed to exactly 45 de~ grees, see figure 6-40. pes { caution | cautio! Remove only enough material to clean up the seating surface of the valve seat; otherwise the life of the seat will be seriously affected. (b) When the wall thickness at the lower ex- tremity of an exhaust valve seat has been re- duced to a point where further grinding would damage the cylinder head, replace the seat as described in "Exhaust Valve Seat Replacement," paragraph 22 of this Section, Figure 6-40 Facing Exhaust Valve SeatPart 6 Section 2 INLET VALVE SEAT REPLACEMENT 21 Heat the cylinder head to 205°C (401°F) as directed in "Expansion of Parts by Heat," Part 6, Section 1, paragraph 9; then install PWA-4107- 31 Remover in the valve seat, see figure 6-41 ‘Apply water and withdraw tool and valve seat. Clean up the bore in the cylinder head, using a scraping tool. Do not attempt to remove an inlet valve seat by driving or pulling, as aluminum tends to adhere to bronze and the cylinder head might be damaged. Figure 6-41 Removing Inlet Valve Seat (a) Again heat the cylinder to 205°C (401°F); then install a new seat in the cylinder head, using PWA-4597-51 Holder, see figure 6-42, See re- ference 648, Table of Limits, Part 10, Be care- fal not to turn the head on the barrel. EXHAUST VALVE SEAT REPLACEMENT 22 To replace a valve seat; heat the cylinder in an oven to 232°C to 260°C (450°F to 500°F), de- EO 10A-10BA-3 Part 6 Section 2 Figure 6-42 Installing Inlet Valve Seat press the plunger of PWA~4000-31 Remover and install the tool in the valve seat, see figure 6-43, Insert the drift (a detail of PWA-4000-31 Remover) through the valve guide, apply water, and drift out the valve seat, see figure 6-44, Clean up the valve seat bore in the cylinder head with crocus cloth and oil. Again heat the cylinder to 232°C to 260°C (450°F to 500°F) and install a new seat, using PWA-2762-11 Drift, While the cylinder is atill hot, install and ream a new guide as des cribed in "Exhaust Valve Guide Replacement, Figure 6-43 Installing Remover on Exhaust Valve Seat iatPart 6 Section 2 EO 10A-10BA-3 Part 6 Section 2 Figure 6-44 Drifting Out Exhaust Valve Seat paragraph 18 of this Section, Face off the seat, as described in "Exhaust Valve Seat Facing," paragraph 20 of this Section. VALVE REPAIR 23 Dress the seating surface of the valve at each ‘overhaul. Set the facing machine for an angle cut of exactly 45 degrees, Remove only enough ma- terial to clean up the surface, Replace an inlet valve when further facing will cause a sharp edge to be formed at the outer rim of the head. Acid etch the seating surface of the exhaust valve to make certain the surface is entirely protected by stellite. Replace an exhaust valve when it has been refaced to the depth of the stellite face which is approximately .040 inch. (a) If the exhaust valve shows signs of erosion, it ie not necessarily cause for rejection of the Figure 6-45 Dressing Valve Seating Surface 122 y Figure 6-46 Valve Repair Grinding Limits valve, To remove the erosion, mount the valve in a Brown and Sharpe No. 2 grinder, or RCAF Ref. No, 27/440, using a standard collet in the head~ stock to hold the valve, Grind the eroded portion at the edge of the valve head where it extends down into the stellite seat, see figure 6-45. Do not remove any more material then neces- sary to remove the erosion and make certain that the removal of material does not cause the valve head diameter to decrease to less then the minimum O,D., see figure 6-46, With the valve still turning in the grinder, blend the ground edge of the valve into the rounded portion of the head; then buff the blended surface toa Figure 6-47 Lapping ValvePart 6 EO 10A-10BA-3 Part 6 Section 2 Section 2 smooth finish. Reface the seating surface of the valve according to the instructions in the pre~ ceeding paragraph, (0) Place a little Clover 2A lapping compound or its equivalent on the seating surface of the valve, and insert the stem of the valve in its guide, Keep, the compound away from the valve stem, Lap the valve with an oscillating motion, using PWA-10 Holder for inlet valves or PWA-11 Holder for ex- haust valves, see figure 6-47, Clean the valve and valve seat, Check the valves for proper seat- ing by partially filling the cylinder with gasoline and watching for leaks. SPARK PLUG BUSHING REPLACEMENT 24 Heat the cylinder head to 205°C (401°R) as directed in Part 6, Section 1, paragraph 9 under "Expansion of Parts by Heat". Install PWA- 4005 Remover in the bushing, apply water, and unserew the bushing by turning it in a clockwise direction, see figure 6-48, If necessary, the threads in the cylinder head should be cleaned up with the Hole Tap, PWA-334, and cutting oil after the cylinder has cool to room temperature, see figure 6-49. Insert the tap only enough to clean up the threads, (a) Again heat the cylinder head to 205°C Figure 6-50 Installing Spark Plug Bushing (401°F), as directed in "Expansion of Parts by Heat", Part 6, Section 1, paragraph 9, Cover the threads with a suitable lubricant and install the bushing, which has a LEFT HAND thread on the O.D., using 3510-T-16 Driver, see figure Figure 6-48 Unscrewing Spark Plug Bushing 6-50. Revised 1 May 57. 123Part 6 Section 2 While the cylinder head is hot, take care that it does not turn on the barrel. (b) If the engine is equipped with bronze bush- ings, PWA-1799 Counterbore may be used to bore the bushing to a thin shell which may be easily collapsed and removed. If a bronze bushing is not flush with the recess in the cylinder head, face it off with 1068-T-5 Facer for the front bushing and 1068-T-3 Facer for the rear bush- ing, see figure 6-51. After the cylinder has cooled to room temperature, clean up the threads in the bushing with PWA-1526 Taj Figure 6-51 Facing Spark Plug Bushing ROCKER SHAFT BUSHING REPLACEMENT 25 Wit is necessary to replace one of the bush~ ings for a rocker shaft, both bushings must be replaced. NOTE ‘The SIH2, PC] and PC1-G engine models are fitted with smaller diameter rocker arm shafts than the other models. This arrangement is called the late type. After referring to "Expansion of Parts by Heat", Part 6, Section 1, paragraph 9, heat the section of the cylinder adjacent to the bushings to 120°C. (248°F). Remove the old bushings using PWA- 1776 Paller for the small bushing and PWA-1279 124 EO 10A-10BA-3 Part 6 Section 2 Figure 6-52 Reaming Rocker Shaft Bushing Drift for the large bushing or PWA-1466 Drift for late type. Remove the small bushing be- fore the large bushing. Clean up the bushing holes in the cylinder head, using crocus cloth, and oil, Reheat the part of the cylinder head adjacent to the rocker shaft bushing holes to 120°C (248°F); then install the new bushings using PWA-757 Drift for the small bushing and PWA-759 Drift for the large bushing or PWA- 758 Drift for late type. Do not install the large bushing until the small bushing has been installed Figure 6-53 Inserting Pin in Rocker Ball SocketPart 6 Section 2 in the thicker wall section of the rocker box, Line ream the bushings, using 13624~T-3 Reamer for the large step bushing or PWA-1682 Reamer for late type, see figure 6-52, Then check the the bushings for size, using PWA-1805-2 Gauge for the large bushing or PWA-1805~4 Gauge for late type, and PWA-1805-3 Gauge for small bushing. See references 315 and 321, Table of, Limits, Part 10, Figure 6-54 Placing Rocker Arm on Disassembly Fixture Figure 6-55 Filling Fixture Plunger Guide with Oil EO 10A-10BA-3 Part 6 Section 2 ROCKER BALL SOCKET REPLACEMENT 26 Insert a tapered pin in the oil hole in the ball socket, see figure 6-53, With the rocker bearing removed, place the rocker arm on the pilot of PWA-1352 Fixture, see figure 6-54. Fill the plunger guide about half full of heavy oil and insert the plunger, see figure 6-55, Using a hammer or an arbor press, drive or press the plunger with a sharp jerk so a8 to drive the socket from the rocker, see figure 6-56. Figure 6-56 Driving Socket from Rocker Arm (a) Install a new socket, using PWA-2450 Fixture and arbor press, see figure 6-57, See reference 226, Table of Limits, Part 10, Figure 6-57 Installing Socket in Rocker Arm 125,Part 6 Section 2 COWL MOUNTING LUG REPAIR 27 Thoroughly clean the surface of the break and the area immediately surrounding the lug. Using a welding torch adjusted to give a soft neutral flame and an Oxweld Linite welding rod (5 percent silicon) with No. 4 flux, build up the lug with the aid of a sheet iron template approximating finished dimensions. Use of a template will help to avoid considerable hand filing. (a) Finish the lug by hand filing or with a hand burring tool. Locating on a normal cylinder from the rocker shaft bushing holes, the valve guide bushing holes, or both, make a simple drill jig. Using a hand drill and this jig, drill the holes in the rebuilt lug, It is unnecessary to bake or reheat the head after the repair has been made. PUSH ROD COVER NUT COUPLING REPLACEMENT 28 To replace a push rod cover nut coupling, first remove the old coupling, using PWA-849 Driver, see figure 6-58, Ifa standard size replacement coupling will not give a suffici- ently tight fit to prevent oil leakage, use a ,004 inch oversize coupling. Install the new coup- ling, using PWA-491 Driver Figure 6-58 Removing Push Rod Cover Nut Coupling ROCKER BOX COVERS AND INTER- CYLINDER DRAIN TUBES 29 Remove the rubber hoses which join the rocker box covers, These hoses must be re- placed at every overhaul, Face off the rocker box covers on a lapping plate, using a small amount of lapping compound, see figure 6-59. When the quantity of rocker box covers to face off is considerable use a lapping machine with an abrasive-covered lapping plate to speed up 126 EO 10A-10BA-3 Part 6 Section 2 the operation. Wash the covers thoroughly to remove all of the lapping compound, Install new howes on the rocker box cover inter-cy- linder tube connections; then tighten the hose clamps. Figure 6-59 Lapping Rocker Box Cover INTER-EAR DRAIN TUBES 30 All inter-ear drain tube hose connections must be replaced at every overhaul. Loosen the clamps on the rubber hose and slip the hose to one side, Turn the tube and remove the hose; then install a new hose and tighten the clamps. (a) Ian inter-ear drain tube requires replace- ment, remove the rubber hose connection; then back out the damaged tube. Coat the new tube threads with a thread lubricant; then install the tube. Metallize the new tube as described in "Cylinder Metallizing"' below; then install a new rubber hose connection and secure it with clamps, Figure 6-60 Sand-blasting CylinderEO 10A-10BA-3 Part 6, Section 2 ae ser si vctrnee) — Lonvan Figure 6-61 Typical Metal Spraying Apparatus Figure 6-62 Metal Spraying Cylinder Figure 6-63 Piston Bolted on Reworked Fixture CYLINDER METALLIZING cleaned and sandblasted surface should be touched prior to metallizing CYLINDER PAINTING (a) Protect all areas not to be metallized 31 Thoroughly clean and sandblast all with suitable masks. Mask the entire cylinder surfaces to be metallized, see figure 6-60. head except for the inter-ear drain tube. Mask To ensure a good bond, a new metallize finish the spotfaced areas around the stud holes on should be applied within 20 minutes after the the flange. Support the cylinder in a stand 90 sandblasting operation, and no part of the that the lower face of the cylinder flange and 127 Revised 24 Aug 65Part 6, Section 2 the entire cylinder skirt will be protected from the metal spray. The booth in which the cylinders are to be sprayed should be equipped with an exhaust fan and a turntable. The turn table may be power driven, if desired. The operator should wear an asbestos mitten, a respirator, and goggles. See figure 6-61 for typical metal spraying apparatus. {b) Hold the spray gun approximately six inches from the cylinder barrel and at an angle of from 15 to 20 degrees to the fin surfaces in both directions, so that both sides of the fins will be effectively coated. Apply a final coat, holding the gun at right angles to the surface to ensure a good coating on the edges of thefins, see figure 6-62, The desired thickness of the finish ig .003 inch and should nowhere exceed .005 inch. Excessively thick coating will have a rough finish and a tendency to flake off NOTE When cylinders are to be stored after metallizing, completely coat them with corrosion preventive. (c) As an alternative to metallizing, the steel barrel and other steel components on the cylinders may be protected by a coating of aluminum heat resistant enamel. (a) If the cylinders received are painted, rather than metallized, normal cleaning (which removes the paint) is all that is required for the barrel, The head can be lightly sandblasted to remove surface stains. However, if the cylinders received are metallized the metal~ izing should be removed by sandblasting. Over blasting should be avoided as continued sand blasting will cause excessive erosion of the metal and may impair the cooling efficiency of the fins le) Prior to painting any residue of grease Jor oil should be removed from the cylinder by degreasing (unless the cylinder has just been blasted and is clean and dry), The attaching nut spotfaces should be suitably masked to prevent being coated with paint (f) . The exposed surfaces of the steel Jcylinder barrel and other steel components on the cylinder must be coated witha special heat meeting PWA resistant luminum enamel Las EO 10A-10BA-3 Specification 577, specifically for and enamel Any thinner used must be compatible with this INTAKE PIPES, PUSH ROD COVERS, AND DEFLECTORS 32 Smooth out any dents. Repair cracks in deflectors by welding. Repaint scratched, chipped or flaked parts as directed in "Painting," paragraph 10, Section 1, Part 6. PRIMER LINE SPAGHETTI 33. If the spaghetti on the primer lines is worn through or cut by the primer line clamps, repair it by wrapping it in friction tape. Coat the tape with shellac to make it oil and moisture resistant. PISTON COMPRESSION RING GROOVE REWORKING, 34 If the lands between the compression ring grooves are found tobe warped from .0005 to .0020 inch, the adjacent grooves should be cleaned up to remove the warpage. Ifa land is, found to be warped more than 002 inch, the piston should be replaced. NOTE Do not confuse warpage with wear. Ifa groove is worn evenly, reoperation may not be required. When necessary, the grooves may be cleaned up by the procedure described below. (a) Mount the piston to be reworked on PWA-4272-31 Fixture which has been bolted to the face plate of a lathe, see figure 6-63. Mount the detail 17 Adapter on the fixture, place the detail 4 Plug inthe piston pin hole in the piston and through the hole in the detail 2 Shaft. Tighten the detail 9 Wedge Screw and secure the piston pin securely in place by tightening the detail 3 Ring. Check the piston for runout within .001 inch FIR (Full Indicator Reading) at both ends (b) Any cutter of acceptable width, sharp- ness and strength may be used to clean up the ring grooves. Revised 24 Aug 65EO 10A-10BA-3 NOTE The cutter may be held in any standard lathe tool holder which permits the re~ grooving cut to be made on the piston centerline. To avoid the possibility of cutter chatter however, it is preferable to fabricate a special holder which will suit the particular lathe and which will support the shank of the cutter for at least three inches and within one inch of the cutting point. (c) Align the cutter with the piston ring groove. With a spindle speed of approximately 375 RPM, and with a coolant of seventy-five percent kerosene and twenty-five percent lard oil flowing on the cutter, feed the cutter slowly by hand until it reaches the bottom of the groove. Feed the cutter against one side of the Hroove until the groove is cleaned up, then move the cutter tothe other side of the groove and clean up that side Revised 24 Aug 65 Part 6, Section 2 (ara When moving the cutter from one side of the groove to the other side, do not back off the cutter. This precaution avoids cutting a step in the bottom of the groove Cut an equal amount from each side of the ring groove until the groove will accommodate the nearest oversize ring with the proper side clearance. Refer toEO 10A-10BA-4 Part Lis and reference 86, Table of Limits, Part 10 PISTON DUAL OIL CONTROL RING GROOVE REWORKING 35 Tooversize dual oil control ring grooves, mountthe piston on PWA-~4272-31 fixture as dir- ected inthe preceding paragraph. Inasmuch as 12ea“~ Part 6 Section 2 these grooves are not wedge shape, any cutter of ouitable width, sharpness, and strength may be used to rework the grooves. Using the same apindle speed and coolant as ditected for com- Pression ring groove reworking, cut an equal amount from each side of the ring groove until It will accommodate the next oversize ring with Proper side clearance. Refer to EO 10A-10AB-4 Part List and reference 86, Table of Limits, Part 10 PISTON RING FITTING 36 Check the end clearance or gap of the rings. Insert the piston ring in PWA-3201-3 Gauge. Measure the gap with afesler gauge, see figure 6-64. See reference 85, Table of Limits, Part 10. Increase the gap if necessary with a fine file. Oversize rings should have the same gape aa standard rings When installing rings expand only to the minirmum opening requized as a permanent eet may occur without actual ring breakage on "K" spun rings. Figure 6-64 Measuring Piston Ring Gap Revised I May 57. EO 10A-10BA-3 Part) Section . (a) Arrange the piston rings in their proper grooves on the piston, measured side down, Check the eide clearance of each ring with a feeler gauge, see figure 6-65. See reference 86, Table of Limits, Part 10, Nitralley, chro- mium plated, and chrome-molybdenum cylinder barreis and pistons are involved. The recor- mended arrangement for particular combination of piston and cylinder barrel should be used. Where two different pistons are shown for 9 cylinder engines, the two units are for cylinders Nos. 5 and 6 and the seven units are for other cylinders. Nitralloy barrels may be identified by "139" stamped on the base flange. Current chrome- molybdenum barrels have no identi- fication mark, Early chrome-molybdenum bar- rels were identified by "185" stamped on the base flange. All cylinders with chrome plated barrels may be identified by an international orange band covering the attaching flange and ‘extending up to the lower pin. In addition, the words "Chrome Plated" are etched on the skirte of chromium plated cylinders. NOTE Never use chrome plated top compression rings with chromium plated cylinder bar- rele Figure 6-65 Checking Piston Ring Side Clearance 12gPart FO 10A-10BA-3 Part 6 Section Section 2 LANDER placement. ENC (a) Toreptace the front bearing, located in Restore the cylinder bor vie able condition hy re any ring ridge, scoring etc. ‘Then set the cylinder up ina honing fixture. Using 150 grade aiuto inurn oxide abravive cloth, acutting (uid, and 4 rotational 17 RPM, spirally hone the full length inder wall to nitorm cross- ) to 30 ema micro inch finish having a 35° with the end of the 1 On 1340 cytinders a 35 Hay wil be produced if the honing head is set to pracate 60 times a minute {a) After completion of the haning operation the cylin Ist be removed from the hone and thor ¥ with Varsol IMPELLER SHAFT BEARING GAGE RE- PLAGEMENT (BALL BEARINGS) 28 Refer to "Expai of Parts by Heat" Part 6, Section 1, p aph nen remove the nine retaining heat the case, chill ingeage, and drift oft the liner, uning 1976 Drift, While the case ie still hot, drift in a new cage, using PWA01975 Drift IMPELLER SHAFT BEA AND SLEBVE, ace both be har necds ro- the bearing support assembly, drill out the three pins and drift out the bearing, using PWA-1095 Drift, Install a new bearing using PWA-5619 Drift; then transfer drill a new hole and three new . 125" lock pin holes , 422 +010" deep, 45° from any existing holes, In= stall new pins. Hold the bearing support as~ sembly with PWA-4719 Fixture and ream the bearing, using TAM-3574-106, Reamer ,and check the bearing with PWA-1085-113,Gauge See Note in Part 7, Section 2, paragraph 4 if a new support assembly is fitted, {b) To replace the rear bearing located in the bearing cage, unserew the nine serewa and drift out the cage, from the rear of the case towards the front, using PWA-3187 Drift, Drill out the lock pin, drift out the old bearing and drift in the new bearing, using PWA-3187 Drift for both operations, Tranefer-drill a new oil hole and new . 125" lock pin holes . 219" deep, 45° from any existing hole in the bear- ing, Install new lock pins, Hold the eage in position with PWA-4724 Fixture and ream the bearing, using TAM-3574-82 Reamer and check the bearing with PWA-1805-51 Gauge (c) Drift the bearing cage into position in the supercharger case, using PWA-1975 Drift Secure the cage in the supercharger case with (a) To replace the sleeve located at the forward end of the impeller shaft, remove the Revised 2 Sep 59Part 6 Section 2 pins securing tne sieeve to tne impeller shaft ‘and use PWA-4722 Puller to ronove tne sleeve from the shaft, Inetall tne new sleeve, using PWA-N721 Sleeve and Base. Pin the new sleeve in pla SUPERCHARGER COVER AND OIL SEAL RINGS, PLAIN BEARING 39A Replacement of the cover assembly b cause of liner wear is not necessary because oversize oil seal rings of 0. 002 inch and 0. 004 inch are available. In thie alternative, the worn cover liner may be ground 0. 002 inch or 0,004 inch oversize, locating from the unworn sur- faces of the installed liner. Concentricity with original ID of the liner must be maintained. IMPELLER AND SHAFT 40 The impeller and shaft are originally in- stalled in the engine as a matched and balanced jet. It ie desirable, although not imperative, that these parts be retained as a matched sembly once they have been used together. (0) If it is necessary to remove nicks, seratch- cracks, damaged corners, or other minor defects from the impeller, the feaeibility of their removal should be appraised by reference to the minimum permissible dimensions shown, see figure 6-67. Nicks, scratches, cracks, or dam- aged corners should be carefully blended #0 a6 to round any sharp corners or high spots, Blend- ing must be kept within the limits shown, see figure 6-67, and no attempt should be made to relocate metal by cold working. After blending, the depression of the blended defect should not exceed .025 inch in depth, .250 inch in width, or .500 inch in length. If several injuries are grouped in such a way ae to impair the etrength of the remaining material, replace the impeller. NOTE To assist in determining the extent of the defects while blending, use an etching solution as deecribed in Part 5, Section 3, paragraph 49. (t) To remove the nicks from the impeller blade edges, mount the impeller on an expanding arbor of a lathe and true it up to within .001 inch full indicator reading; then machine off the edges of the blades, Do not machine below the limits shown, see figure 6-67, If material is machined Revised 2 sep 5? EO 10A-10BA-3 Part 6 Section 2 from the leading edges, restore the contour of the blades to approximately the original form, (c) Impeller bushing faces which have become galled may be cleaned up by grinding within the limits shown, see figure 6-67. The bushing faces must be kept square with the axle of the impeller within .001 inch full indicator reading. (4) Tin flach plate the impeller shaft at each overhaul. If the fit of the impeller on the shaft is slightly loose, tin plating of the shaft ie per- ible to a maximum thickness of . 0005 inch. If the spline fit is still too loose, return the as- sembly to stock and hold for retum to the manu- facturer for reoperation. Figure 6-67 Impelier Reworking Limits NOTE If an impeller is re-workable within the Limits discussed above, but inadequate shop facilities are available, return the part to the manufacturer for possible repair, BALANCING IMPELLER AND SHAFT ASSEMBLY 41 The original balance of an impeller and shaft assembly may be affected by replacement, re- positioning of parts, or by the removal of surface injuries. If any rework other than tin plating the shaft has been done on the impeller or shaft, inspect the assembly for etatic balance before using it. 1aPart 6 Section 2 (a) _ A satisfactory balance check requires special equipment for the accurate measurement of unbalance and an understanding by personnel of the principles of balancing. The following balancing procedures and limits of unbalance are based on the use of Gisholt Type S Dynetric Balancing Machine, This equipment may be adjusted to measure either static or dynamic unbalance in terms of ounce-inches and to in- dicate the angle of unbalance. (©) Install the impeller and shaft assembly in the balancing machine, using cradle detail 81058-T-1 and 1 1/8 inch diameter pulley. It is important that the impeller shaft bearings be properly lubricated throughout the test. A single Coat of grease is sufficient for the average test. It is suggested that spare impeller shaft ball bearings be used, Enclose the impeller withan B inch shroud, Adjust the balancing machine in accordance with the instructions of the machine manufacturer to measure ounce-inches of static sunbalance. {c) Set the impeller in motion and observe any static unbalance, If unbalance exceeds .035 ounce-inches, change the spline relationship of the impeller to the impeller shaft and again check for unbalance, When the most favorable position has been found, mark the splines to indicate the final arrangement, If the unbalance still exceeds 035 ounce-inchee, indicate the location and ‘amount of unbalance by applying sufficient model~ ing clay to the impeller to correct the unbalance, or by indicating the heaviest point on the outside diameter and expressing the amount of unbalance in ounce-inches at that point. (a) If clay is used, the amount of material to, be removed from the impeller, at approximately 180 degrees from the location of the clay, can be readily estimated from the weight of the clay. Remove the material by grinding or filing; see figure 6-68. Fearon! (caurion Take care not to remove more material than is necessary when grinding or filing the impeller, {e)__ Place the impeller and shaft assembly in the balancing machine and again check the static unbalance. If the assembly is still un~ balanced, remove more material from the outer 132 EO 10A-10BA-3 Part 6 Section 2 edge of the impeller until the balance is restored or until it ie evident that the impeller cannot be repaired. (9) the special equipment is not available for accurate measurement of static and dynamic balance, perfectly levelled case-hardened steel balancing ways may be used satisfactorily in checking static balance, To carry out this check, place the impeller and shaft assembly on the balancing ways. Set the impeller in motion and observe any static unbalance by sticking at a point on the outside diameter 180° from the heavy point a weight sufficient to cause an unbalance of .035 ounce-inches, If the impeller moves under the weight, the assembly is balanced within .035 ounce-inches, if no motion is observed the as~ sembly is unbalanced and should be reworked as explained in eub-paragraphs (c), (d) and (e) above. ec ae Figure 6-68 Reworking Limits on Impeller IMPELLER INTERMEDIATE DRIVE GEAR. REAR BEARING OUTER LINER REPLACEMENT 42. Drift the liner from the supercharger case, using PWA- 1944 Drift. Clean up the bore of the hole; then line up the notch in the edge of the new liner with the staking pin in the case, Drift in the liner, using PWA- 1969 Drift. SUPERCHARGER CASE MOUNTING BOLT HOLES 43° The front and rear faces, particularly the rear, on supercharger cages at the engine moun- ting lugs, often need repair due to wear caused by excessive pitting and/or gouging. The fol- Revised } May 57,Part 6 Section 2 lowing instructions explain the repair procedures authorized to remedy this condition of wear and dimensionally detailed in figure 6-69. Figure 6-69 Supercharger Case Mounting Bolt Hole Repair Limits Rear Faces (2) Mount the supercharger case on a lathe, or a drill-press, true it up to .003 inch full indi- cator reading, and re-face the mounting lug bosses, (if a drill-press is employed a piloted counterbore should be used). Only the minimum, amount of material should be removed to obtain a satisfactory surface at each rework. A total thickness of .031" (. 469" from the reference face - see figure 6-68) only may be machined off before a steel insert is necessitated. (®) If further re-facing is required, cut the rear faces to .500 inch from the reference face (see figure 6-68), Then drill the bolt holes with a 9/16 inch drill and ream them to .5780+ .0005 inch, Chamfer the holes and fit the inserts fabricated to the dimensions shown in the drawing. Press the inserts in place, using a piloted drift. The desired fit of insert to lug is 001 inch to .003 inch tight. If necessary, reoperate the insert flange faces so that they lie within ,003 inch of, the original design plane, Front Faces (c) Mount the supercharger case on a drill press as directed above for Rear Faces, and machine off the front faces using a fly-cutter and cutting as little material as possible for one r¢ pair. A maximum thickness of .063 inch only may be machined off altogether, but in no case must the distance from the reference face be less than 3. 125 inches. Revised 1 May 57, * EO 10A-10BA-3 Part 6 Section 2 () The inserts will be flush with the front faces when the cutting limit is reached, under which condition the length of the lugs from {face to face will measure 2.625 inches, which is the min- imum permissible with the insert in place, Under no circumstances shall the insert protrude above the surface of the front face of the luge NOTE ‘The instructions outlined above for instal- ation of steel inserts also apply to dam- aged engine mounting bolt lug holes (out- of-round, tapered, etc. ) even if front and rear faces do not require repair. INSTALLATION OF A NEW SUPERCHARGER CASE ON AN OLD REAR CASE 44 Refer to Table 6 of this Part, and remove the magneto drive shaft bushings, starter shaft bushing, and oil pressure tube from the rear case. If any of these bushings, or the oil pressure tube, were previously installed oversize, the corres- ponding holes in the supercharger case must be Aine reamed with the rear case to accommodate the oversize, (2) To accomplish the reaming operations, in- stall an oiled gasket on the supercharger case parting surface and assemlle the supercharger and rear cases loosely, Install PWA-1981 Aligning Bars in the magneto drive gear shaft bushing holes and tighten the nuts attaching the cases together. Remove the aligning bars and line ream the mag- neto drive gear shaft holes from the front face of the supercharger case, using TAM-3575-7 Reamer and PWA-820 Adapter. Line ream the oil pres- sure tube hole, using TAM-3574-51 Reamer and line ream the starter shaft hole from the rear face of the rear cae, using TAM-3575-6 Reamer and PWA-815, PWA-817, and PWA-819 Adapters, (b) Remove all oil passage plugs from the rear case and wash both cases thoroughly. Do not re- install the plugs at this time. Refer to "Bushing and Plain Journal Bearings", Part 6, Section 1, paragraph 3, Line up the oil holes in the starter shaft bushing with the oil holes in the rear case and install the bushing, using PWA-762 Drift. Line up the oil holes in the magneto drive gear shaft bushings, with the oil holes in the rear case, and install the bushings in the case, using PWA- 1746 Drift. 133Part 6 Section 2 (c) Reassemble the supercharger and rear cases, Line up the oil holes in the magneto drive gear shaft bushings with the oil holes in the super~ charger cade and install the bushings in the case, using PWA-1746 Drift, Line ream the magneto drive gear shaft bushings from the front face of the supercharger case, using TAM-3575-5 Reamer and PWA-820 Adapter and check the installation with PWA-1805-9 Gauge. Line ream the starter shaft bushing from the rear face of the rear case, using TAM-3575-8 Reamer, PWA-815, PWA-816, and PWA-817 Adapters and check the bushing with PWA-1805-9 Gauge. (a) Face off the starter shaft bushings using PWA-538 Facer and PWA-817 Adapter and TAM- 1113 Flush Pin Gauge, Face off the magneto drive gear shaft bushings, using PWA-55 Facer and PWA-1320-T-120 Gauge, Break all sharp edges of bushings which have been faced. (@) Disassemble the cases and wash both cases thoroughly to remove all chips. (f) Install the oil pressure tube in the rear case, using PWA-761 Drift, Install all previously re- moved oil passage plugs. INSTALLATION OF A NEW REAR CASE ON AN OLD SUPERCHARGER CASE 45 Bushings and the pressure oil tube are not installed in the new rear case as received from the factory. In order to insure alignment of the supercharger and rear cases to permit line reaming of the bushing holes in the rear case. remove the magneto drive gear shaft bushings from the supercharger case, Refer to Part 6, Section 1, paragraph 3 under "Bushing and Plain Journal Bearings, " and Table 6 for instructions ‘on the removal of these bushings. {a) Install an oiled gasket on the supercharger case rear parting surface and assemble the supercharger and rear cases loosely. Install PWA- 1981 Aligning Bars in the magneto drive gear shaft bushing holes and tighten the nuts attaching the cases together. Remove the align- ing bars. (v) Refer to "Installation of a New Super- charger Case on an Old Rear Case," paragraph 44 of this Section, for instructions on line ream- ing holes, installing bushings and line reaming the bushings in the supercharger and rear cases, 134 EO 10A-10BA-3 Part 6 Section 2 ol. PUMP 46 If, on inspection, any one of the oil pump housing sections is rejected, replace the entire housing assembly. Small scratches and burrs in any section of the housing, not serious enough to cause rejection of the housing, should be removed with a small triangular scraper. Do not use emery. Where insufficient clearance between the gears and the housing has caused the gear to rub on the housing and the rubbing is not the result of some abnormal condition, scrape enough material from the housing to give the proper clearance at this point. Re- move scratches and burrs on the shafts by po- lishing with emery. After polishing, check the fit of the shaft in the housing (a) To replace the idler shaft, shear the pin from the inside of the shaft, using a solid steel drift which fits snugly into the hollow idler gear shaft, Drift out the part of the pin that extends through one side of the gear. Mount the gear and shaft in a drill press, and using a No. 31 {.120 inch) drill, drill the remaining part of the pin in the opposite side of the gear, to a depth of approximately 3/16 inch, The hole through the gear and shaft is used as a guide for the drilling operation, Remove the gear and clean up the pin holes, Install the idler gear on the new shaft. A- lign the pin holes in the gear and shaft and install the pin, OIL PUMP SHAFT AND GEAR KEYWAYS REPAIR 46A Oil pump shaft gears and driving gears having keyways with worn edges may be reworked to accommodate oversize flat or stepped type keys ‘The flat type keys are available in standard + 002 and + .005 oversizes for use where the shaft gear or gear keyways are only slightly worn, Larger oversizes of + .010, + .020 and + .030 keys are available for ehaft gears and gears where it is necessary to enlarge the keyways using the proper cutter or broach; see figure 6-70 Stepped keys are available for use when it is necessary to install a new gear on an old shaft gear, or where wear in the keyway in the gear is, negligible and rework of the keyway in the shaft is necessary. Stepped keys are available in + .020, 4.030, +040, +. 050 and + .060 inch oversize steps and the necessary cutters required for re- working the shaft gear are listed in figure 6-70 © Revised 1 May 57.Part 6 Section 2 Fit the keys to the tight side of the limits but in no case should the tightness exceed the limits. NOTE The fitting of keys must be done with precision machine tools. Hand filing is not permissible. The length and depth of the keyway must not be changed. Use extreme caution when reworking the key- way to remove an equal amount of material from each side. TACHOMETER DRIVE INNER COUPLING BUSHING 47 If it is necessary to replace this bushing, drill out the lock pin to a depth of . 100 inch using 4 No, 51 (.067 inch) drill, Press out the old bushing, using PWA-3633 Drift and an EO 10A-10BA-3 Part 6 Section 2 arbor press. Install a new bushing, using PWA- 2884 Drift and an arbor press. Drill the lock pin hole 90 degrees from any existing hole, using PWA-2883 Drill Jig, and install the lock pin. Transfer drill the oil holes in the bushing, using a No. 42 (.0935 inch) drill, Using PWA- 2881 Fixture and TAM-3574-51 Reamer, ream the bushing. Check the bushing for size, using PWA- 1805-16 Gauge. VACUUM PUMP DRIVE GEAR BUSHING REPLACEMENT 48 Drift the bushing from the housing, PWA- 1460 Drift. Install a new bushing, using PWA- 1648 Drift; then ream the bushing, using TAM- 3547-7 Reamer, PWA-2284 Fixture, and PWA- 1805-12 Gauge. See "Bushings and Plain Journal Bearings," Part 6, Section 1, para- graph 3, using “ar wai Coes: ae oak adh 125 (st. ) ssse | sano 130 (42) B35) | 8 (10) 5836-10 | 5550-10 a8 (320), sess | 555011 8 (30) ses6e12 | 55512 uaa 20s) | 5556-11 158 (05) | 3556.12 2 ee (408) | 5556-13 | step | ior ae 78 (4808) | 3586-14 nr ias Ysa (4605) | 5556.15 127-128 188 (1081605) 1a7-. 126 4818.) sso | sets 129-1130 (92) J 2, [nels Gs ] Pear | [137/138 G10) 3556-10 | 5554-10 | | 147-148 (620) ssse-ut | 55-11 151-1158 (530) s55e-12 | 555412 ue 147-148 (4208) | 9556-11 | 2s 152-1 158305) | 5556.12 | 123 rere (4405) | 5556-13 125 iets (5055 | 5856-18 125 ere! ass (4608) | 5556215 L__t_ a = Figure 6-70 Oversize Flat or Stepped Type Keys Revised 1 May 57 1348Part 7 £O 10A-10BA-3 Part 7 PART 7 TABLE OF CONTENTS SECTION TITLE PAGE 1 GENERAL 138 ‘LOCKWIRING 140 TYPE OF WIRE 140 HOLE ALIGNMENT 140 PROCEDURE 140 BASIC TYPES OF LOCKWIRING 142 2 SUPERCHARGER SECTION 143 SUPERCHARGER CASE 143 FLOATING AND INTERMEDIATE GEARS 143 IMPELLER SHAFT (BALL BEARINGS) 145 IMPELLER SHAFT (PLAIN BEARINGS) 147 OIL PRESSURE TUBE 149, BREATHER 149 INTAKE PORT PROTECTORS 149 3 REAR SECTION 150 ASSEMBLY OF REAR TO SUPERCHARGER CASE 150 PLUGS 150 STARTER SHAFT AND GEAR 150 GENERATOR DRIVE GEAR ASSEMBLY (NOT ON S1H2) 151 VERTICAL ACCESSORY DRIVE GEARS 152 TACHOMETER DRIVES 152 MAGNETO DRIVE GEARS AND SHAFTS AND ACCESSORY INTERMEDIATE DRIVE GEARS 153 OIL PUMP: 154 FUEL PUMP DRIVE 156 VACUUM PUMP DRIVE GEAR 156 MAGNETO COUPLING DRIVE GEARS 157 OIL PRESSURE RELIEF VALVE 157 CARBURETOR ADAPTER 157 OIL SCREEN AND CHECK VALVE 157 INTAKE DUCT VIEW PORT 158 OLL OUTLET TEMPERATURE BULB CONNECTION 158 4 CRANKSHAFT AND MASTER ROD ASSEMBLY 158 GENERAL 158 MASTER AND LINK RODS 159 LINK PIN LOCKING PLATE 159 PROPELLER OIL FEED TUBE AND PLUGS (NOT ON S1H2) 160 CRANKSHAFT FRONT SECTION 161 IMPELLER SPRING DRIVE BOLT 161 FLYWEIGHTS 161 ASSEMBLY OF CRANKSHAFT REAR SECTION TO FRONT SECTION 162Part 7 EO 10A-10BA-3 Part 7 PART 7 (CONT'D) TABLE OF CONTENTS (CONT'D) SECTION TITLE PAGE REAR MAIN BEARING 164 CRANKSHAFT REAR GEAR AND IMPELLER SPRING DRIVE COUPLING 164 FRONT MAIN BEARING 164 5 MAIN CRANKCASE SECTION 165, CRANKCASE REAR SECTION 165. ASSEMBLY OF CRANKSHAFT AND MASTER ROD ASSEMBLY TO ENGINE 165 CRANKCASE FRONT SECTION 165 CAM BEARING AND CAM 166 CAM DRIVE GEAR AND KEY 166 ASSEMBLING CRANKCASE FRONT SECTION TO ENGINE 167 OIL FEED TUBE ASSEMBLY 167 INSTALL CAM DRIVE GEAR 167 CAM REDUCTION GEAR AND SPACER 167 SUPPORT PLATE (GEARED ENGINES) 168 REDUCTION DRIVE GEAR BEARING (GEARED ENGINES) 168 REDUCTION DRIVE GEAR (GEARED ENGINES) 168 6 FRONT SECTION (DIRECT DRIVE ENGINES) 168, GOVERNOR DRIVE GEAR (NOT ON S1H2) 168 OIL FEED TUBES (NOT ON S1H2) 169 THRUST BEARING COVER PINCH FIT 169 INSTALLING FRONT SECTION ON CRANKCASE SECTION 170 GOVERNOR DRIVE GEAR COVER 170 7 REDUCTION GEAR HOUSING (GEARED ENGINES) a REDUCTION DRIVE FIXED GEAR im THRUST BEARING COVER PINCH FIT im REDUCTION DRIVE PINION CAGE im PROPELLER SHAFT m1 ASSEMBLY OF PROPELLER SHAFT AND REDUCTION GEAR HOUSING m ASSEMBLY OF REDUCTION GEAR HOUSING TO CRANKCASE 172. 8 CYLINDERS AND PISTONS 12. ROCKER ARM, ROCKER ARM BEARINGS AND. ADJUSTING SCREWS 1 VALVES AND VALVE SPRINGS 173 PISTONS AND PISTON RINGS im PISTON PINS AND PLUGS 174 136Part 7 SECTION EO 10A-10BA-3 PART 7 (CONT'D) TABLE OF CONTENTS (CONT'D) TITLE ASSEMBLY OF PISTONS AND CYLINDERS TO THE ENGINE INTER-CYLINDER OLL TUBE HOSE FINAL OPERATIONS IGNITION MANIFOLDS O1L SUMP OIL SCAVENGE TUBES CYLINDER DEFLECTORS PRIMER DISTRIBUTOR INTAKE PIPES PRIMER TUBES VALVE TIMING CHECK PUSH RODS VALVE CLEARANCE ADJUSTMENT ADJUST LENGTH OF PUSH RODS ROCKER BOX COVERS INSTALLATION AND TIMING OF MAGNETOS THRUST BEARING COVER : THRUST BEARING NUT SPARK PLUGS INSPECTION OF ASSEMBLED ENGINE Part 7 PAGE 174 175 175 175, 176 176 176 177 177 177 177 178 178 179 180 180 182 183 183, 184 137Part 7 Section 1 EO 10A-10BA-3 Part 7 Section 1 PART 7 ASSEMBLY SECTION 1 GENERAL 1 The directions in the following paragraphs concern items which are important in ef- ficient engine overhaul, and the ultimate life and dependability of the engine can be seriously affected if they are slighted through careless- ness or neglect, These directions are to be followed wherever applicable in carrying out the assembly operations illustrated in the illue- trations and text of this Part, Use the Table of Limits, Part 10, as a guide in all assembly operations. (@) Do not let dirt, dust, cotter pins, lock- wire, nuts, washers, or other foreign material enter the engine, Plug or cover alll engine open- ings. () Coat all bearing surfaces, ball and roller bearings, gears, couplings, and other areas sub- ject to friction, with oil just before they are as- Sembled to the engine, Lubriplate No, 130A is recommended for all crankcase mating surfaces, (c) When splines of any kind are to be mated, they should first be lubricated to prevent galling and pick-up, Norm Paste No, 30, or its equiva- lent, is recommended for press-fit splines, and engine lubricating oil is recommended for loose-fit splines, such as those of accessory drives. On press-fit splines a thin, even coat- ing of lubricant is sufficient, After the splines have been assembled, surplus lubricant should be wiped off so that it will not work into oil pa ages or onto bearing surfaces, In the case of accessory drive splines, pack the internal spline cavity with lubricant to insure continuous lubri- cation and to prevent pockets where moisture might accumulate, Accessory drive splines, which are lubricated by oil spray from inside the engine should not be packed with lubricant, but should be coated with engine oil before the ac- cessory is installed, 138 (2) Apply a thin even coating of sealing com- pound to all pipe plugs and threaded fittings where gaskets are not used and to all parting surfaces where no oil seal ring is used, Do not use seal- ing compounds on splined areas, on parts which have shrink or pinch fits, on parts which are as- sembled with rubber or metal oil seal rings, on magnetos, or on distributor housing parting sur faces, Be extremely careful in using sealing com- pounds to wipe off all the excess so that it will rot come in contact with parts or passages where it might cause damage, Do not apply a heavy coating of sealing compound and never use com- pounds heavier than Permatex No. 3. (@) All push rod tube and intake pipe packings should be coated completely with a light even coat of insulating compound prior to assembly, refer to EO 15-5E-2L, Interim (M2/19/46). NOTE ‘The insulating compound is a silicone pro- duct that has a softening effect on the sili- cone push rod cover packing (red color) and should, therefore, not be used with that packing, In some instances where the fitting of packings over push rod covers might be difficult, dusting the packings with Talcum powder may be permitted, ( _Tight-fitting parts may be assembled more easily if the outer part is expanded by heating it in an oil bath, Check fits, backlashe: ances, and torques to make sure they are within the limits given in the Table of Limits, Part 10, Use PWA-2238 and PWA-2239 Wrenches and PWA-2240 Wrench Adapter for tightening nuts to the recommended torque, clear- (g) Never reinstall used lockwire or cotter pins, Cotter pins should fit snugly in their holesPart 7 EO 10A-10BA-3 Part 7 Section 1 Section 1 Table 8 List of Products and Suppliers PRODUCT RCAF REF. NO. VENDOR VENDOR'S ADDRESS Anodex McDermid, Inc. 526 Huntingdon Avenue, Waterbury, Conn., USA| Champion No. 119 Graphite See EO 15-5F-2A Champion Spark Plug 8525 Butler Avenue, Detroit, Michigan, USA Clover 24, Compound Clover Mfg. Co. 328 Main St., Norwalk, Conn., USA Dow Corning No. 4 Compound See EO 15-55-21 Dow Corning Corp. Midland, Michigan, USA| Fairpreen Neoprene ‘Cement No, 5128 E.1.duPont de Nemours & Co., Fabric Div. New York, N.Y,, USA ‘Lea Compound No. 305A Lea Mfg. Co. Maple & Cherry Sts., Waterbury, Conn., USA Labriplate #1304 Fiske Bros, Refining Co. 129 Lockwood St. , Newark, N.J., USA IMetex No. 5 4#33A/456 Paint Remover 1-GP-78 McDermid, Inc. 526 Huntingdon Avenue, Waterbury, Conn., USA| No-Ox-Ia Dearborn Chemical Co. Chicago, I1., USA Norm Paste No. 30 Specialty Sales 530 Commonwealth Avenue, Buena Park, Cal., USA Norton 386018BE Grinding Wheel Norton Co. 50 New Bond St. Worcester, Ma: «» Usal Okite Penetrol #33C/589 Cleaner Oil Tank Mil-C-7122 Type u Oakite Products Inc. 22 Thames St. New York, N.Y., USA Turco Products, Inc, 48th & So, Halstead Sts. Chicago, Il., USA Penn. Salt Mfg. Co. Philadelphia, Pa, USA Permatex Co., Inc. 1720 Avenue Y, Brooklyn, N.¥., USA Plastilube #3, Compound 3-GP-690 Mil AN-6-5A Grease Warren Refining & Chemical Co. 750 Prospect Avenue, Cleveland, Ohio, USA Rust Ban Penola, Inc. usA Chicago, M1. 139Part 7 Section 1 with the head, or loop end, well into the cas~ tellation of the nut, Unless the illustrations show a different treatment, bend one end of a cotter pin back over the atud or bolt and the other down flat against the nut. Do not reinstall used tab lock washers, gaskets, packings, rubber hose, rubber seal rings, oil seals, or bronze seal rings having gaps. 2 To facilitate procurement of products neces~ sary for assembly of engines Table & lists all products and suppliers, and RCAF reference equivalents where applicable. LOCK WIRING TYPE OF WIRE 3 Use stainless steel wire rather than plated steel or brass wire, If stainless steel wire is not available, zine coated or brass wire may be used externally but never internally, If zinc coated steel wire is used, be careful not to muti- late the wire with the pliers. Where the zinc coating is broken, the wire rusts easily HOLE ALIGNMENT 4. Check the units to be lockwired to make sure that they have been correctly torqued and that the wiring holes are properly positioned in re- ation to each other, When there are two units the holes in the first unit should be between the three and the six o'clock positions and the hole in the second unit between the nine and twelve o'clock positions, see figure 7-1. (a) Positioning the holes in this manner in sures that the wiring will have a positive lock- ing effect on the two units, since the braid will always exert a tightening pull on both units. Never over torque or loosen wits to obtain proper align- ment of the holes. It should be possible to align the wiring holes when the units are torqued within the specified limits, However if it is impossible to obtain a proper alignment of the holes without either over or under torquing, another unit should be selected which will permit proper alignment within the specified torque limits. PROCEDURE 5 Bolts will be used for the purpose of des- cribing the following general wiring procedure, see figure 7-2. (a) Insert wire of the proper gauge through the hole which lies between the three and the M40 EO 10A-10BA-3 Part 7 Section 1 Figure 7-1 Lockwiring Position six o'clock positions on the bolt head (A). NOTE To determine the proper wire to be used in conjunction with a particular locking operation, refer to EO 10A-10BA~4 Part List, in which the part number of the wire is located with the number of the part which it locks (©) Grasp the left end of the wire with the fingers and bend it clockwise around the head of the bolt and under the other end of the wire (B). () Pull the loop very tight all around the head of the bolt with the pliers, Grasp the wire only at the end in order not to mutilate any portion which is to be twisted, Holding the wire ends apart and keeping the loop tight around the head of the first bolt, twist the wires around each other in a clockwise direction to form the braid. Continue twisting the wires by hand toward the second bolt until the end of the braid is just short of the second bolt's hole which lies between the nine and the twelve o'clock position (C). (@)_ Make sure that the loop around the head of the firat bolt is still tight and in place; then grasp the wires in the jaws of the pliers just beyond theag EO 10A-10BA-3 é iPart 7 Section 1 end of the braid and, with the braid held taut, twist in a clockwise direction until the braid is, stiff (D), NOTE ‘Twisting the braid in a clockwise dir- ection has the effect of securing the loop down around the head of the first bolt. The rigidity of the stiff braid reduces vibration and resultant wear, Do not overstress the wires by attempting to twist the braid too tightly, (ce) After making sure that the braid ic not Jong that it cannot be pulled taut between the bolts, insert the end of the wire which is on top through the hole between the nine and the twelve o'clock positions on the second bolt head. Grasp the end of this wire with the pliers and pull braid taut (E), () Bring the other end of the wire counter- clockwise around the head of the second bolt and under the wire end which protrudes from the bolt hole (F). f i i & een) Eee EO 10A-10BA-3 Part 7 Section 1 (g) Pull the resulting loop tight with the pliers; then, to keep the wire in place down around the head of the second bolt twist the wire ends to- gether in a counterclockwise direction (G). (a) Grasping the ends of the wire beyond the twist with the sing the wires under tension, twist them tight ina counterclockwise direction, With the final twisting motion of the pliers, bend the twisted wire ends to the right around the head of the second belt (H). liers and Gi) Cut off the excess wire at the ends with dia- gonal cutters, leaving at least three full twists and avoid sharp projecting ends (1). prrneny [caution] Do not twist off the ends of the wire with pliers, BASIC TYPES OF LOCKWIRING 6 Many separate wiring operations are re- quired, most of which are covered by the seven basic examples illustrated in figure 7-3. Figure 7-3 Examples of Lockwiring a2Part 7 Sections 1-2 (a) Examples 1 and 5 illustrate the proper method of wiring bolts, fillister head screws, square head plugs, and similar parts which are wired in pairs. {b) Example 2 illustrates the proper method of wiring a bolt or similar part to a castle or slotted nut. ()_ Example 3 shows how to wire three or more units together. Note that the braid between the second and third units should be twisted counter- clockwise so that the wire from the hole in the second unit will be on top of the loop around the EO 10A-10BA-3 Part 7 Sections 1-2 Second unit to hold it down in place, The wire inserted in the lockwire hole in the third unit should be the lower wire of the braid and be- yond the third unit this wire should be brought over the other wire to secure the loop in place around the head of the third unit, (@) Example 4 illustrates the proper method of wiring studs and castle nuts together. {e) Examples 6 and 7 illustrate the proper method of wiring a screw or a plug to a fixed point, such asa lug. SECTION 2 SUPERCHARGER SECTION SUPERCHARGER CASE 1 Crank the bed of 2D-31 Engine Stand to a horizontal position and place the eupercharger case, front face up, on Part No. 26-4 Mount- ing Plate. Attach the case to the mounting plate with four bolts, washers and nute, FLOATING AND INTERMEDIATE GEARS 2 Place the floating gear inner race on the bear- ing cage on the front face of the supercharger case with the oil hole in the race facing the right magneto shaft bushing when viewed from the rear, see figure 7-4, Install the impeller intermediate drive gear in the supercharger case, (a) Before installing the floating gear, check its end clearance as follows by placing the two floating gear bronze washers with the flanged sides together and the large flat faces outer- most. Measure and record the thicknes# of the two washers in this position, using a micrometer, see figure 7-5. Place the two washers with the flat sides together and take and record this mea- surement with a micrometer, see figure 7-6, Subtract the latter figure from the first figure ob- tained. Measure the thickness of the flange on the floating gear, see figure 7-7, and subtract this figure from the figure obtained above, The dif- ference will give the end clearance of the floating gear. Compare the end clearance figure obtained Figure 7-4 Installing Inner Floating Gear Race on Cage with reference 785 in the Table of Limits, Part 10. If the clearance is too great, replace one of the bronze washers with a new one of greater thickness, If the end clearance is insufficient, grind off the face of one of the washers until the proper clearance is obtained, 143Part 7 Section 2 Figure 7-5 Miking Two Bronze Washers with Flanges Together Figure 7-6 Miking Two Bronze Washers with Flat Sides Together (>) On engines with plain impeller bearings, measure the distance between the front of the cage to the seat of the inner race; then measure the total overall distance of the inner race, the two thrust washers, the spacer, and the tablock washer, Subtract the first figure from the second, Grind the spacer to allow a .003 - .005 inch pinch fit when the tablock washer and sup- port are installed and tightened, It is important that guide surface and the threads of the bearing support be coated with oil. (c)_ Place one of the washers over the floating gear bearing inner race with the flat side of the washer towards the supercharger case and the 144 EO 10A-10BA-3 Part7 Section 2 Figure 7-7 Milking Flange on Floating Gear oil slot in the flange of the washer opposite the sump position and facing the starter shaft hole. (a) Install the needle bearings in the floating gear, using heavy oil to keep them in place. There are 82 of these needles and, when in= stalled, there should still be a space equal to slightly less than an additional needle, (e) Install the floating gear on the cage over the inner race, keeping the splined side of the gear outward, Install the remaining bronze Washer with flat side out and with the oil slot matching the slot in the first washer. Install the steel spacer against the second bronze washer and install the retaining nut, Tighten the nut enough to hold the various parts in place. On engines with plain impeller bearings, install the tablock and support assembly instead of the retaining nut, and tighten the support enough to hold the various parts in place. (Install the front supercharger bearing cover in place and attach it to the supercharger case with nine screws, Lockwire the screws in threes, see figure 7-8. (g) Install one of the intermediate shaft bear- ings in the bore of the supercharger bearing cover, tapping it into place with a rawhide mal~ Revised 1 May 57.Part 7 Section 2 A Figure 7-8 Lockwiring Support Plate let, Press the intermediate shaft rear bearing bushing into the other bearing. The flange of the bushing should be opposite the "Thrust Here" side of the bearing, see figure 7-9. Place the bushing with the bearing on the intermediate shaft bolt with the "Thrust Here! side of the bearing against the head of the bolt. Insert the bolt with the bearing through the intermediate shaft from the rear face of the supercharger case. Figure 7-9 Impeller Gear Train Arrangement for Ball Bearings EO 10A-10BA-3 Part 7 Section 2 (h) Install the washer and nut on the front of the intermediate bolt. ‘Tighten the nut and secure it with a cotter pin, Figure 7-10 Installing Impeller Shaft IMPELLER SHAFT (BALL BEARINGS) 3 Place the impeller shait in a vise equipped with lead padded jaws, Install the oil baffle, with the plain side towards the gear, on the front end of the impeller shaft, Place the two bearings on the shaft, the first with the marking "Thrust Here" against the oil baffle and the second bear- ing with the marking "Thrust Here" outward, see figure 7-9, Install the impeller shaft nut and tighten the nut with a 3/4 inch box wrench. Lock the nut with a lock pin, Peen over both ends of the lock pin to hold it in place, {a) Install the impeller shaft in the super- charger bearing cage from the front face of the supercharger case, see figure 7-10. It may be necessary to tap the shaft in place with a fibre mallet, but be careful to mesh the small gear teeth on the impeller shaft with the intermediate gear teeth. (o) Place the retainer nut washer and the lock retainer plate on the front end of the impeller shaft against the bearing, see figure 7-11. Screw on the retaining nut after coating the threads of the nut with a lubricant, Tighten the nut, which hae @ LEFT HAND thread, with PWA-345 Wrench. Bend down the tab of the lock retainer plate to lock the retaining nut, 145Part 7 Section 2 Figure 7-11 Installing Washer and Lock Retainer (c) Turn the bed of the engine stand so that the rear face of the supercharger case is up, Install the impeller shaft bearing rear spacer on the impeller shaft with the bevel side down ‘against the gear, Install the impeller shaft rear bearing on the impeller shaft with the marking “Thrust Here" facing upward Install the small oil baffle, the rear impeller shaft slinger, and the laminated shim over the rear bearing, see figure 7-12, (a) Place a straightedge on the rear surface of the shim and slip a .002 inch feeler gauge be~ tween the straightedge and the face of the super~ charger case, see figure 7-13. If the clearance is insufficient to accommodate the feeler gauge, peel off one of the laminations from the shim. If the clearance is too great, use a thicker shim. (e) Install the splined spacer on the impeller shaft with the flanged end down, Place the super- charger bearing cover gasket on the cover with the two holes in the gasket over the two dowels in the cover, Install and temporarily secure the rear supercharger bearing cover in position on the supercharger case, () Inthe event the impeller and shaft assembly was rebalanced, install the impeller on the shaft mating the "X" marked spline on the shaft with the two "K"' marked splines on the impeller; new or unreworked impeller and shaft assemblies are not "K" marked. If necessary, use PWA- 1882 Pusher to install the impeller on the shaft. 146 EO 10A-10BA-3 Part 7 Section 2 Use Norm Paste No, 30 on the impeller shaft splines to prevent galling. () Mount PWA~609 Holder on the floating gear and install the impeller nut on the impeller shaft. Use PWA-1269 Wrench to tighten the nut, which has a LEFT HAND thread, Figure 7-12 Installing Baffle, Slinger and Laminated Shim on Impeller Shaft Figure 7-13 Taking Clearance Between Impeller Bearing Cover and Impeller Shaft SlingerPart 7 Section 2 (i) Check the clearance between the flat face of the impeller and the rear face of the super- charger case, see figure 7-14. See reference 175, Table of Limits, Part 10. If the clear- ance is insufficient, grind the proper amount of material from the spacer, Figure 7-14 Checking Clearance Between Impeller and Supercharger Rear Face NOTE Ifa spacer has been ground, reinstall it on the shaft and check it with a dial in- dicator to ascertain if it is running true within ,001 inch full indicator reading, Try the spacer at various positions on the shaft until this condition is obtained. (i) Check the end clearance of the impeller shaft and bearing assembly, using a dial indi- cator, see figure 7-15, An end play of .010 inch with new bearings ie permissible, If the end clearance is excessive, select different impel- ler shaft bearings. (i) Refer to Part 3, Section 8, paragraph 5 under "Impeller Shaft" and remove the impel- ler nut and the impeller. Tighten the screws attaching the supercharger bearing cover to the supercharger case in a crosswise pattern. Check the clearance between the spacer and the supercharger bearing cover hole, Line up the holes in the screw heads so that they may be lock-wired as illustrated, see figure 7-16, Rein- stall the impeller and nut. Lock the nut with EO 10A-10BA-3 Part 7 Section 2 Use PWA-1558 Tool. a locking pin, Figure 7-15 Checking End Clearance of Impeller Shaft and Bearing Assembly Figure 7-16 Lockwiring Impeller Bearing Cover Attaching Screws IMPELLER SHAFT (PLAIN JOURNAL BEARINGS) 4 Assemble the floating gear, impeller inter- mediate drive gear and front supercharger bear- ing cover in accordance with the regular pro- cedure as described in paragraph 3 above, and as shown in figure 7-17, 147Part 7 EO 10A-10BA-3 Part 7 Section 2 Section 2 Jet CAGE ASs'y BLOWER CASE \ _- GASKET. SPACER COVER ASs'y OIL SEAL RING PIN a ~ cotter PIN NUT SUPPORT IMPELLER Ass SHAFT \__RING CARRIER TAB LOCK WASHER Figure 7-17 Plain Journal Bearing Impeller Shaft Assembly a) Install the oil seal ring carrier over the bearing cage (19° below horizontal cen impeller shaft, using PWA-4721 Puller. Slip terline on right side of supercharger case) the impeller shaft assembly into position in the Remove the support assembly and drill supercharger bearing cage from the front face a .120 - .130 inch diameter hole at the of the supercharger case. Mesh the teeth of the radial location indicated by the mark on impeller shaft gear with the teeth of the impeller intermediate drive gear. Install the support assembly, making certain that the oil hole is at the right hand side of the supercharger case 125 DIA. and slightly below the horizontal centerline, A a —4 .500 \ It may be necessary to change the positions of, the tab lock washer to arrive at this location. Tighten the support assembly with PWA-4726 Wrench, Lock the support in place with the tab of the lock washer. NOTE ‘When fitting a new Impeller Shaft Front ~~ Bearing Support Assembly, temporarily 30° fa install the tablock washer and bearing - . support assembly with the floating gear assembled as described above, Mark the flange of the support to indicate the ap- Figure 7-18 Sketch Showing Position of Drilling prozimate location of the oil hole in the Operation on New Bearing Support Assembly 48Part 7 Section 2 the flange, and in accordance with figure 7-18. Carefully clean all chips from the support assembly; then install the sup- port assembly, making sure the oil hole is located adjacent to the hole in the cage as described above, (b) Fit the three oil seal rings from the oil seal ring carrier in the liner in the rear supercharger bearing cover to a . 004 inch to .007 inch end gap. Be careful to keep the plane of the ringe at right angles to the wall of the liner. Install the rings on the ring carrier and stagger the end gaps. These rings, which are available in 0,002 and 0, 004 over sizes, are slip cut and if the gap on one side ia visi - bly greater than on the other, install the larger gap on the side nearest the impeller. These rings af- ter assembly must be light checked for concentric contactin the cover liner to ensure close oil control. (c) Install the gasket and the front supercharger bearing cover and secure it temporarily in place. Assemble the impeller and nut in the regular (a) Use a fecler gauge to check the clearance between the flat face of the impeller and the rear face of the supercharger case, see figure 7-14, See reference 175, Table of Limits, Part 10. If the clearance is too great grind the necessary amount from the rear face of the rear oil seal ring carrier. If the clearance is not sufficient select a new oil seal ring carrier which will give the proper clearance (e) Check the end clearance of the impeller and shaft assembly, using a dial indicator, see figure 7-15, If the clearance is insufficient, use a cutter and a holder to face off the for- ward face of the impeller shaft front bearing. If the clearance is too great, refer to Part 6, Section 2, paragraph 39 under Impeller Shaft Bearing Replacement and replace the bearing. () Remove the impeller and impeller nut, Tighten the screws attaching the rear super- charger bearing cover to the supercharger case in a crosswise pattern, Check the clearance be- tween the spacer and the supercharger bearing cover hole, Align the holes in the screw heads 60 the screws can be lockwired according to figure 7-16, Revised 1 May 57, EO 10A-10BA-3 Part 7 Section 2 (g) Install the impeller and nut according to regular procedure. Lock the impeller shaft nut on the forward end of the shaft with two cotter pins. OIL PRESSURE TUBE 5 Insert one end of the tube in its aperture in the supercharger case. Attach the bracket on the other end of the tube to the case with two screws, Lockwire the serews, see figure 7-19, BREATHER 6 Place a rubber seai under the breather body in the supercharger case, Tighten the body in the case with PWA-3482 Wrench, Place a gasket on the breather body and install the breather pipe. Secure the breather pipe with a screw, and lockwire the screw. (a) Goat the left breather plug with a thread compound, Place a rubber seal on the plug. Install and tighten the plug, using PWA-2373 Wrench. INTAKE PORT PROTECTORS 7 Install PWA-5008 Protectors in the intake pipe ports in the supercharger case. Figure 7-19 Oil Pressure Tube Lockwiring Serews Attaching 149)Part 7 Section 3 EO 10A-10BA-3 Part 7 Section 3 SECTION 3 REAR SECTION ASSEMBLY OF REAR TO SUPERCHARGER CASE 1 Apply a thin coating of Fairpreen Neoprene Cement No. 5128 to the outside diameter of the starter and magneto drive bushings. Apply this coating from the base of the bushing to approxi- mately 1/2 inch from the end, Fit a new gasket on the parting surface of the supercharger case, and assemble the rear case to the supercharger case. Be careful to align the cases to prevent damage to the.oil pressure tube and drive shait bushings. It may be necessary to tap the rear case with a fibre drift at the magneto and starter shaft Bushings. Secure the cases with washers and nuts, Tighten the nuts to the required torque. PLUGS 2 Install the Allen plugs in the rear case, using a 1/8 inch Allen wrench and tighten with an Allen socket and ratchet. Install the small squarehead oil plugs, using a 1/8 inch box wrench, Install a wooden cover over the carburetor mounting flange and secure it with two washers and two nuts, Install the plugs beneath the magneto drives, Install any other plugs which may have been removed from the rear section during dis- assembly. Figure 7-20 Inserting Starter Gear 150 STARTER SHAFT AND GEAR 3 Check the fit of the shaft in the bushing in the rear case. Grind the shaft, if necessary, to conform with the Hmits shown in reference 105, ‘Table of Limits, Part 10, then install the shaft spacer, bevel side against the radius or the shaft, Press the bearing into position on the shaft. (a) Insert the starter gear through its bushings from the forward face of the supercharger case, see figure 7-20. If necessary, tap the gear with a fibre drift to drive the ball bearing completely into the recese in the supercharger case. Use a piece of fibre to jam the starter gear. Install the starter jaw over the spine end of the starter shaft, holding the starter gear so the shaft will not push out of the supercharger case, Install the starter jaw washer and nut and tighten the nut with a 3/4 inch socket wrench. Figure 7-21 Checking Clearance Between Starter Jaw and Face of Bushing Revised 1 May 57.Part 7 Section 3 (b) Use a fecler gauge to check the clearance between the starter jaw and the face of the starter gear bushing, see figure 7-21. See reference 178, Table of Limits, Part 10. Ordinarily this clearance will not be excessive unless all new parts have been installed or unless a gasket of abnormal thickness has been used between the supercharger and rear cases, If less than the minimum clearance is found with the original parts installed, check to see that the bushing is properly seated in the rear case. () If the desired clearance is not obtained, install a thicker starter gear spacer or grind the original spacer. GENERATOR DRIVE GEAR ASSEMBLY (NOT ON S1H2 ENGINE) 4 Use a depth micrometer to measure the depth of the ball bearing boss in the housing of single bearing assemblies or the bosses in double bear- ing assemblies, Use an outside micrometer to measure the width of the bearings, If the width of the bearing is less than the depth of the boss, lap the inner face of the support housing to obtain the proper fit, (a) On single bearing assemblies, see figure 7-22, use an arbor press to install the bearing on the gear shaft, Install the gear and bearing assembly in the housing. Install the washer and spanner nut, which has a LEFT HAND thread, using PWA-174 Wrench, Cotter pin the nut, EO 10A-10BA-3 Part 7 Section 3 (6) On double bearing assemblies, see figure 7-23, hold the drive gear with PWA-4635 Fixture and drift the inner bearing on the shaft, using PWA-4636 Drift, Install the spacer on the gear shaft and install the gear and inner bearing in the housing, using PWA-4637 Drift, With the embly held with PWA-4635 Fixture, install the outer bearing in the housing, using PWA~4636 Drift, Install the washer and spanner nut, which has a LEFT HAND thread, using PWA-174 Wrench, Cotter pin the nut, Shellac a new Part No, 50681 cork and install it in the gear shaft {rom the anti-spline end of the shaft. (ce) Place the support and gear assembly, top side down, over the four generator assembly studs on the top of the rear case, Install the drive gear retainer plate and secure it in place with four 1/4 inch fillister head screws, Lockwire the (2) Install the generator drive assembly in posi- tion in the rear section, A rubber oil seal is re- quired between the flange of the generator bearing housing and the mounting pad of the rear section. NOTE It is important that the correct generator drive gear and starter jaw assembly be used with the different generator drive and shaft gear assemblies, Refer to EO 10A-10BA-4 Part List, BEARING Figure 7-22 Cross-Section View of Single Bearing Generator Drive and Housing Assembly Figure 7-23 Cross-Section View of Double Bearing Generator Drive and Housing Assembly 151Part7 Section 3 (e) Check the backlash between the generator drive gear and the starter jaw gear, using a dial indicator and PWA-2003 Arbor. See reference 219, Table of Limits, Part 10, First check the backlash with the starter jaw contacting the flange of the starter shaft rear case bushing and again with the starter jaw as far to the rear as pos- sible. In the forw ard position the backlash should not be less than the minimum specified, while in the rear position, the backlash should not exceed the replacement limit (£) Tighten the four nuts on the generator drive cover and lockwire the nuts. Install the starter drive cover and gasket and secure it in place with six 3/8 inch self-locking nuts VERTICAL ACCESSORY DRIVE GEARS 5 The R1340-AN1 engine model is fitted with a high pad right hand accessory drive gear and a low pad left hand accessory drive gear while the other model engines are fitted with two low pad accessory drive gears, To assemble the right vertical accessory drive gear and shaft, install the adapter on top of the shaft housing with the flanged side down, Temporarily secure the adapter with two washers and a nut. (a) Press the shaft bearing into the cover liner with the manufacturer's number on the bearing upward, Push the drive shaft and gear upward through the oil pump housing, Hold the shaft in place with PWA-2005 Stop through the magneto @rive shaft housing. Press the cover liner and bearing over the end of the shaft, Install the bearing over the end of the shaft, see figure 7-24. Install the bevel gear on the end of the shaft and secure it in place with a washer and nut. Tighten the nut finger tight. (b) Install the left vertical accessory drive gear and shaft upward through the fuel pump housing. ‘Mount the cover liner, with the bearing installed, over the shaft, Install the spacer, washer and nut on the shaft, Tighten the nut finger tight. (c) Ian accessory is to be installed, sub- stitute a gear for the spacer on the upper end of the shaft. (a) The plug in the end of the shaft may be removed if an accessory requiring lubricating oil, such as a vacuum pump, is to be installed. A propeller governor or hydraulic pump does not require additional lubrication. TACHOMETER DRIVES 6 Install new oil seals in the outer couplings of the left and right tachometer drive gears, 152 EO 10A-10BA-3 Part7 Section 3 using PWA- 1462 Drift, on two piece tacho- meter drive coupling only. Place the inner and outer couplings on the shaft of the tachometer drive gears, Place a gasket on the face of each inner coupling and install the tachometer drive assemblies in the right and left sides of the rear case. Mesh the tachometer drive gears with the worm gears on the vertical accessory drive shalt Figure 7-24 Pressing Cover Liner and Bearing Over Vertical Shaft NOTE It is important to install each one-piece tachometer drive coupling on its particu~ lar side of the engine, Each coupling has ‘a spiral oil groove in its bore to provide a return for the oil which leaks past the bushing. If a coupling is installed on the wrong side, this groove will assist oil leakage rather than prevent it, The two-piece tachometer drive couplings may be fitted on either side, (a) Use a dial indicator to check the end clear- ance of each tachometer drive gear. See ref- erence 335, Table of Limits, Part 10. If the end clearance is insufficient, lap the inner face of the inner coupling, If the end clearance is ex- cessive, replace the inner coupling. {b) Lockwire the tachometer drive assembly retaining screws, see figure7-25. Install a gasket Revised 1 May 57Part 7 Section 3 in each outer coupling cap and screw the caps onto the couplings. Figure 7-25 Lockwiring Tachometer Drive Assembly Screws MAGNETO DRIVE GEARS AND SHAFTS AND ACCESSORY INTERMEDIATE DRIVE GEARS. 7 Hold the right accessory intermediate drive gear against the face of the corresponding magneto drive gear shaft rear bushing, see figure 7-26. Insert the right magneto drive gear from the front Figure 7-26 Holding Accessory Intermediate Drive Gear EO 10A-10BA-3 Part 7 Section 3 face of the supercharger section, see figure 727, through the bushings and through the accessory intermediate drive gear. Align the keyways in the accessory intermediate drive gear and the magneto drive shaft and install the keys with a brass drift and a hammer, Assemble the left magneto drive gear and shaft and the left acces- sory intermediate drive gear in the same manner. Figure 7-27 Installing Magneto Gear in Front of Supercharger Case (a) Tighten the nut on the upper end of both vertical accessory drive gears, Use a dial in- dicator to check the end clearance of each mag. neto drive gear, See reference 505, Table of Limits, Part 10, If the clearance is insufficient, face off the flange of the magneto drive gear shaft front bushing, using PWA-55 Tool. If the end clearance is excessive, replace the magneto drive gear shaft bushing according to the instructions in Table 6, (b) Use a dial indicator having a right angle attachment to check the backlash between the right and left accessory intermediate drive gear and the corresponding vertical accessory drive gear, see figure 7-28, See reference 803, Table of Limits, Part 10. If the backlash is ex- cessive, face off the flange of the magneto drive gear shaft front bushing, using PWA-55 Tool. If the backlash is insufficient, replace the magneto drive gear shaft bushing according to the in- structions in Table 6, () Cotter pin the nuts on the vertical drive 153,Part? EO 10A-10BA-3 Part 7 Section 3 Section 3 gear and shafts, Install a cap on each vertical ‘OIL PUMP Grive gear and shaft housing, Secure the caps § See figure 7-29. Insert the drive gear shaft with washers and nuts, Lockwire the nuts, through the end plate of the oil pump, see figure 7-30. Fit the key in the keyway of the drive shaft and assemble the large gear on the shaft, Place the idler gear and shaft in the end plate, In- stall the large scavenge section over the drive and idler shafts and fit it to the end plate. (a) Insert new leather packings in the shaft holes of the small scavenge section, and in- stall the section over the shafts, making sure the shafts do not bind in the packings. (b) Fit the key in the keyways of the drive gear shaft and assemble the drive and idler gears on their respective shafts, see figure 7-31, In- stall the cover or pressure section of the pump over the drive and idler shafts and fit it to the scavenge section, see figure 7-32. {c) _ Insert the two loose fitting bolts and install and tighten their nuts finger tight. Insert the two tight fitting bolts; then tighten all four nuts securely. Lockwire the nuts, see figure 7-33, Do not tighten the through bolts excessively as the pump sections will be distorted and bind Figure 7-28 Checking Backlash Between Ac- on the gears, The gears will turn freely by cessory Intermediate and Vertical Drive Gears, hand if the pump is correctly assembled. @ @ a 154 Figure 7-29 Schematic Diagram of Oil PumpPart 7 Section 3 EO 10A-10BA-3 Figure 7-32 Installing Pressure Section of (Oil Pump Body Figure 7-33 Lockwiring Through Bolt Nuts {@) Install the oil seal rings in position on the ©.D. of the pump body and check the side clear~ ance of the rings, See reference 149, Table of Limits, Part 10. If the side clearance is insufficient, grind the rings on a surface grinder. (e) Fit a new gasket over the mounting flange on the oil pump housing. Install the oil pump in the rear case, engaging the drive gear with the accessory intermediate drive gear, Attach the pump to the rear case with washers and nuts, Use a dial indicator to check the backlash be- tween the oil pump drive gear and the accessory intermediate drive gear, See reference 707, Table of Limits, Part 10, Adjustment of the backlash may be made by installing a thicker or thinner gasket under the pump housing, If a new gasket does not bring the backlash within the specified limits, adjustment may be made by facing off the magneto drive gear shaft front bushing, using PWA-55 Tool or by replacing the same bushing according to the instructions in Table 6. The backlash of the accessory drive gear will be affected by a change in the magneto 155Part 7 Section 3 drive gear shaft bushing; therefore, recheck the accessory drive gear backlash. FUEL PUMP DRIVE 9. Install a new oil seal in the fuel pump drive adapter, using PWA-2285 Drift. Install the fuel pump drive gear in the adapter, Place a gasket fon the face of the adapter and install the adapter on the rear case, see figure 7-34, engaging the fuel pump drive gear with the left accessory in- termediate drive gear. Attach the adapter to the rear case with washers and nuts. EO 10A-10BA-3 Part 7 Section 3 (a) Use a dial indicator and PWA-2127 Arbor to check the backlash between the fuel pump drive pear and the left accessory intermediate drive gear, See reference 804, Table of Limits, Part 10, As described in the preceding paragraph for the oil pump, adjustment may be made by facing the magneto drive gear shaft front bushing or by replacing the same bushing, Install the cover on the adapter with washers and nuts, Lockwire the nuts, VACUUM PUMP DRIVE GEAR 10 Install a new oil seal in the vacuum pump drive housing, using PWA-1415 Drift, Place the spacer on the drive gear shaft and install the gear in the housing Place the proper gasket, see figure 7-35, over the mounting flange of the vacuum pump drive adapter, and install the housing in the rear case, Use a dial indicator and PWA-1443 Arbor to check the backlash be- ‘tween the vacuum pump drive gear and the fuel pump drive gear. See reference 798, Table of Limits, Part 10, (a) Adjustment of the backlash may be made by installing a thicker or thinner gasket between the vacuum pump drive housing and the rear case. If changing the gasket does not bring the backlash within the specified limits, the drive shaft spacer may be ground or a thicker spacer may be install- ‘ed. Install the proper gasket ani the vacuum pump or cover and secure it with washers and nuts, INSTALL ONLY BETWEEN REAR SECTION AND VACUUM PUMP DRIVE HOUSING. o1st.005, INSTALL ONLY BETWEEN VACUUM PUMP DRIVE HOUSING AND VACUUM PUMP (OR COVER). Figure 7-35 Vacuum Pump Gaskets 156Part 7 Section 3 MAGNETO COUPLING DRIVE GEARS 11 Install the magneto coupling drive gear oil shields in the right and left magneto coupling drive gear housing with the small slot in the shield fitting over the small dowel pin in the housing, Press the springs into the covers using PWA-4478 Drift, and install the covers and gaskets on the drive gear housings. Attach the Covers to the housings with three cap screws and washers, leaving the fourth screw out. (2) Onengines that incorporate the new lip type oil seal, a new magneto drive coupling and a mag- neto drive oil seal housing, install the lip type seal in the housing, using PWA-4153 Drift and Base. Install the assembly in the engine, using a new gasket and secure with three cap screws and washers, leaving the fourth screw out. (b) Install and tighten right and left magneto drive gear coupling screws, using PWA-789 Wrench. Insert a cotter pin through the flange and the coupling screw, Install the fourth washer and cap screw, Lockwire the screws. OU, PRESSURE RELIEF VALVE, 12 Install the valve seat in the rear case, using PWA-671 Wrench, see figure 7-36, Insert the Figure 7-36 Installing Oil Preasure Relief Valve Seat plunger and spring into the oil pressure relief valve body. Fit a new gasket under the flange and screw the body into the rear case. Install @ gasket and screw the acorn shaped cap on the outer end of the relief valve body. Lockwire the cap to the adjacent squarehead plug, see figure 7-37, Do not disturb the setting of the adjustment screw, EO 10A-10BA-3 Part 7 Section 3 Figure 7-37 Lockwiring Oil Pressure Relief Valve Cap CARBURETOR ADAPTER 13. Attach the carburetor adapter to the rear case with washers, nuts and lockwire, A special flexible adapter is installed on the SIH2 engine. OIL SCREEEN AND CHECK VALVE 14 Insert the check valve assembly, oil seal and oil screen into the chamber in the rear case. Install the cover and gasket, Tighten the cover with PWA-228 Wrench, Lockwire the cover, see figure 7-38, Figure 7-38 Lockwiring Oil Screen Cover 157Part 7 Sections 3-4 INTAKE DUCT VIEW PORT Install the intake duct view port plug and Lockwire 15 cover in position in the rear case, the plug, see figure 7-39, Figure 7-39 Lockwiring Intake Duct View Port EO 10A- Part 7 Sections 3-4 10BA-3 OIL OUTLET TEMPERATURE BULB CON- NECTION 16 Install the connection and gasket on the lower right side of the rear case, nection, see figure 7-40, Lockwire the con= Figure 7-40 Lockwiring Oil Outlet Tem~ perature Bulb Connection SECTION 4 CRANKSHAFT AND MASTER ROD ASSEMBLY GENERAL 1 Markings on the component parts of the master rod assembly should be followed closely in as~ sembling the master rod. Any parts should be suitably marked before assembly. The following mating numbers will be found: (a) The link rod cylinder number is etched be- Side the link rod holes in the master rod and in the channel of the knuckle pin end of the link rod. (b) The link rod cylinder number should appear on the rear end of the knuckle pin, The knuckle pin should be matched to the same link rod hole numbers. 158 {c) Knuckle ping and the holes into which they are inserted in the master rod are designated al- phabetically by size. Be sure that an "A" pin is matched with an “A" hole, a "B" pin with a MB" hole, ete. (6) The etched cylinder number at each side of the lock plate should be matched with the same Knuckle pin number, In this way a lock will always hold in place the same pins to which it was origin- ally fitted, (c) One side of the master rod is marked "FRONT" and should be placed toward the front ofPart 7 Section 4 the engine, The engine serial number usually appears here, 2 The rear end pilot surface of all knuckle pins is ,005 inch larger in diameter than the pilot sur- face at the front end, making it necessary to in- sert them from the rear only. These pins are copper-plated on the pilot surfaces at each end. Both ends are a press fit inthe master rod. To obtain the proper press fit, knuckle pins are avail- able in six sizes, increasing in size in steps of about .0003 inch, A letter designating the size of each hole is etched adjacent to the hole on the rear surface of the master rod, The size of the knuckle pin is etched on the rear end of the pin, These sizes will range from "A" which is the standard hole to size "F", which is about +0018 inch oversize. It is, therefore, important that an "AM pin be used in an "A" hole, a "BM pin ina "BY hole, and a "C" pin ina "Chole, Before installing pins in the master rod, check to see that the letter on the pin corresponds to the letter adjacent to the hole. (a) Ifa new knuckle pin is used, the new size letter should be etched in place of the old one on the rear face of the master rod. (b) Knuckle pins should always be installed from the rear face of the master rod, and should be well coated with oil prior to their installation. MASTER AND LINK RODS 3 Check the engine mating numbers of the master rod assembly, Check the size marking of cach link pin as compared with the size mark- ing of the corresponding link pin hole. Set the link rods on a bench with the rear side up, left to right, in the following sequence: 4,3, 2,1, 9,8, 7, and 6, Wipe the master rod, link rods and link pins dry with a clean, lint-free cloth. (2) Place the master rod front face down, on PWA-296 Fixture equipped with PWA-2252 Spacer and PWA-810-1 Adapter, Install the No. 4 link rod in position. Apply a generous coating of oil to the No, 4 link pin, Insert the undersize, dummy link pin, which is part of PWA-715 Block, in the link pin hole adjacent to the "I" section of the master rod. Install PWA-992 Wedge between the flanges of the master rod adjacent to the No. 4 link pin hole. Fasten the No. 4 link pin in PWA-715 Block and place it in position, The pilot of the block should fit into the dummy link pin, Press the link pin into place by bringing the plunger down EO 10A-10BA-3 Part 7 Section 4 against the head of the block, see figure 7-41, Repeat the above procedure to install the re- maining link pins, using the pin already inatall- ed as a guide for the pin being installed. Change the position of PWA-992 Wedge as each pin is installed. Figure 7-41 Pressing Link Pins Into Place (b) Check the end clearance between the link rod and the master rod with a feeler gauge. See reference 78, Table of Limits, Part 10. LINK PIN LOCKING PLATE 4 Remove the master rod assembly from the fixture and install the locking plates on the rear of the link pins, The locking plates are marked with the position numbers of the two adjacent link pins. Secure the locking plates with one fillister head screw and lockwire the screw, see figure 7-42. Figure 7-42 Lockwiring Link Pin Locking Bars 159Part 7 EO 10A-10BA-3 Part 7 Section 4 Section 4 (a) If the locking plate does not fit properly, _ sired fit, bevel the lower corners of the plate replace it with a new plate. New plates are furnished oversized and must be filed down to a tap fit between the flat shoulders of the ad~ jacent link pins, Use a small square frequent- ly during the filing operation to insure that the filed surface is square. After filing to the de~ Figure 7-43 Re-checking Link Rod to Master Rod Side Clearance to make clearance for the fillets on the link pins, Remove any filings which may be clinging to the plate and etch the plate with the numbers of the two pine it holds in place, (b) Re-check each link rod to master rod side clearance with a ,008 inch feeler gauge, see figure 7-43, PROPELLER OIL FEED TUBE AND PLUGS (NOT ON S1H2 ENGINE) 5 Install the oil feed tube rear plug in the crank- shaft from the rear of the crankshaft front sec tion, using PWA-4510-11 Pusher, Install the two tubes, in the crankshaft front section which fits into the plug, using PWA-4512-11 Drift, Flare over the ends of the tubes. NOTE On the PC1 model engines the rear end of the oil feed tube fits tight inside the crankshaft itself, and therefore no plug ‘or nut on the end of the oil feed tube is necessary. (a) For crankshaft with provision for counter- weight propeller install the front crankshaft [WASHER TABWASHER OIL FEED TUBE ASSY. consxer Nouus) [bet i Laws aster vocrasven 7 \ casner 2uut PLus Figure 7-44 Exploded View Showing Propeller Oil Feed Tube and Plugs Arrangement 160Part 7 Section 4 inner plug and gasket with a long handled "Tr" Allen wrench. (b) For crankshaft with provision for hydro- matic propeller, insert the rear end of the oil feed tube in the rear plug. For PC-1 engine, see Note above. Place the spacer, lock washer and nut on the rear of the oil feed tube, Tighten the nut with PWA-4239-11 Wrench and lock the nut in place with a tab of the lock washer, see figure 7-44, Install the front plug on the front end of the oil feed tube and install the locknut. Tighten the nut with PWA-2713 Wrench. Install the lock washer and set screw. Lockwire the set screw. Install the oil feed tube front nut. CRANKSHAFT FRONT SECTION 6 Mount the splined end of the crankshaft front section in TAM-206 Fixture equipped with PWA- 1919-1 for direct drive engines, or-3 Adapter for the geared engine. Screw the crankshaft front plug in place on the rear face of the crankshaft front throw. Use PWA-7 Wrench to tighten the plug. If the plug has been previously used in the same opening, tighten it beyond the previous staking point, Use a punch and a light hammer to stake the plug in the crankshaft, see figure 7-45. Leave the crankshaft front section in the fixture until the crankshaft rear section has been assembled. Figure 7-45 Staking Crankshaft Front Outer Plug EO 10A-10BA-3 Part 7 Section 4 IMPELLER SPRING DRIVE BOLT 7 Install the impeller spring drive bolt from the front side of the crankshaft rear section, Use PWA-1195 Wrench to tighten bolt in the crank- shaft, FLYWEIGHTS 8 Place the counterweight on a bench with the rear side up, Coat the flyweight mating surfaces with white lead and oil. Match the mating numbers of the flyweight outer and inner sections, Install the outer flyweights from the rear of the counter~ weight. Turn the counterweight on its edge and press the inner halves of the flyweights on by hand see figure 7-46, If the flyweight does not fit to- gether easily, rest the outer cage of the counter- ‘weight on a bench and tap the flyweight lightly with @ rawhide mallet. Stew the shaft of PWA-1067 Puller through the outer flyweight into the in- ternal threads of the inner flyweight, Hold the end of the shaft with a suitable wrench, and press the flyweights together by turning the knurled handle. Figure 7-46 Installing Flyweight Inner Halves (2) Apply a coating of white lead and oil to the flyweight bolt expanding plugs, Use an Allen wrench to screw the expander plage into the fly- weight bolts several times to make sure they tum freely; then leave the plugs loose in the bolts. Install the bolts on the bevel side of the fly- weights and screw the flyweight bolts in snugly by hand, see figure 7-47, Install TAM-1773 Wrench over one flyweight, Use a 1/2 inch bar to turn the wrench and screw the flyweight bolt all the way in, see figure 7-48, Repeat the pro- cedure to install the second fyweight. 1eLPart7 Section 4 EO 10A-10BA-3 Part 7 Section 4 Figure 7-48 Tightening Flyweight Bolt {b) Tighten the expander plugs in the flyweight bolts with a 1/4 inch Allen plug wrench while holding the head of the flyweight bolt witha 1 1/4 inch hex wrench, see figure 7-49, The expander plug is sufficiently tight when it is even with the fyweight. (©) Measure and record the length of the fly- weight bolt, using an outside micrometer. Use TAM-1773 Wrench with PWA-2238 Torque Wrench to torque the flyweight bolt to approximately 1300 inch pounds, Measure the flyweight bolt stretch. ‘The recommended flyweight bolt stretch is .001 to .0015 inch, (a) Torque the expander plugs to 200 to 225 inch pounds, using an Allen wrench with a long handle and PWA-2239 Wrench, The expander plug should in no case project more than 1 1/2 threads. Check 162 Figure 7-49 Tightening Flyweight Bolt Ex- pander Plug the end clearance of the assembled flyweights with a feeler gauge, see figure 7-50, See reference 848, Table of Limits, Part 10. ASSEMBLY OF CRANKSHAFT REAR SECTION TO FRONT SECTION 9 With the crankshaft front section secured in the holding fixture, apply a coating of oil to the crankpin and master rod bearing. Install the master rod assembly in place on the crankpin With the link pin locking bars facing the operator. Figure 7-50 Checking Flyweight End ClearancePart 7 Section 4 Screw the rod of PWA-2424 Pusher in the crank- shaft bolt hole in the crankshaft front section. Use the modified pusher PWA-2424-102 for crank~ shafts using the new larger bolt, (a) Apply white lead, or Norm Paste No. 30 sparingly on the inside of the crankshaft rear section and on the crankshaft front section splines, Do not apply s0 much lubricant that it will be forced out onto the crankpin and master rod bearing when the crankshaft rear section is in- stalled. Thread the crankshaft rear section over the pusher bar, see figure 7-51, and engage the ends of the crankshaft splines so that the two sections of the crankshaft are properly aligned. Tap the crankshaft rear section with a mallet to engage the two splines. Figure 7-51 Threading Crankshaft Rear Section Over Push Bar (b) Push the ram unit up against the crankshaft rear section with the butt in the bolt hole recess, and tighten the pusher bar nut snugly against the ram support, Apply pressure with the hydraulic pump and force the two sections of the crankshaft together, see figure 7-52, Remove the pusher from the crankshaft, (c) Apply white lead and oil or Norm Paste No. 30 to the crankshaft through bolt and screw the bolt into the shaft, Measure and record the length of the bolt, using ball ends and a 7 inch outside micrometer, see figure 7-53, Alternately tighten and gauge the bolt, using the micrometer, ball ends, and PWA-3222 Wrench until the bolt is stretched .009 inch to .011 inch, On engines which incorporate the new crankshaft assembly with the larger bolt, use PWA-5192 Wrench and tighten until the bolt is stretched .008 inch to EO 10A-10BA-3 Part 7 Section 4 Figure 7-52 Assembling Crankshaft Halves +010 inch. While tightening the through bolt, line up the cotter pin hole. Fit the cotter pin through the holes in the bolt and crankshaft rear cheek and anchor the cotter pin in place, Figure 7-53 Measuring Length of Crank- shaft Through Bolt (@) In the event the cotter pin holes cannot be lined up within the prescribed through bolt stretch, it may be necessary to drill a new hole in the bolt to accommodate the pin, but not more than three holes should be drilled in a crankshaft 163,Part 7 Section 4 through bolt head and these holes should be logi- cally spaced. (ec) Usea fecler gauge to check the end clear- ance of the master rod bearing, see figure 7-54. See reference 74, Table of Limits, Part 10. If the clearance is insufficient, disassemble and grind the flanged end of the bearing, If the clear- ance is excessive, replace the bearing. Figure 7-54 Checking Bearing End Clearance REAR MAIN BEARING 10 “Apply oil to the inside surface of the rear main bearing inner race and to the seating sur- face on the crankshaft. Install the rear main bearing inner race, using PWA-619 Pusher Install the rollers and outer race assembly over the inner race, with the numbered side to the rear, Install the bearing spacer, with the re- cessed side toward the front. (a) _ Im the event the inner race pusher is not available, heat the inner race in an oil bath to 175° to 204°C (347° to 400°F) for 3 minutes, ‘Allow the race to drain and install it on the crank- shaft, using lint-free asbestos gloves. CRANKSHAFT REAR GEAR AND IMPELLER SPRING DRIVE COUPLING 11 Use a depth micrometer to measure the dis- tance from the rear face of the rear main bearing inner race to the bottom of the lug slots in the 164 EO 10A-10BA-3 Part 7 Section 4 crankshaft, Measure the height of the lugs on the crankshaft rear gear. ‘The depth of the slots should be ,002 inch to .004 inch greater than the height of the lugs. If the distance is not within the limits, grind the lugs to obtain the proper dimensions, (a) Place the buttons and springs in place in the fixed spider of the impeller spring drive coupling, using PWA-2793 Compressor, In- stall the friction band on the floating spider. Place the crankshaft rear gear over the friction band with the two small etched "X's" on ad- jacent lugs,eee figure7-55, Install the gear and coupling assembly on the rear of the crankshaft aligning the etched "O's" on the gear and crank- shaft, Install the washer and nut on the spring drive coupling bolt. Cotter pin the bolt. Figure 7-55 Installing Crankshaft Rear Gear Over Impeller Spring Drive Clutch Assembly FRONT MAIN BEARING 12 Withdraw the crankshaft assembly from the holding fixture and place it on a bench, Apply oil to the front main bearing inner race and to the seating surface on the crankshaft, Install the front main bearing inner race on the crankshaft, waing PWA-622 Sleeve. Mount the front main bearing roller bearing assembly, numbered side out, over the inner race, Install the front main bearing spacer, On the geared engines, install the bearing retainer nut with PWA-648 Wrench.Part 7 Sections 4-5 {a) In the event an assembly sleeve is not avail- able, heat the inner race in an oil bath 175° to 204°C (347° to 400°F) for 3 minutes, Allow the EO 10A-10BA-3 Part7 Sections 4-5 race to drain; then install it on the crankshaft, using lint-free asbestos gloves. SECTION 5 MAIN CRANKCASE SECTION CRANKCASE REAR SECTION 1 Crank the bed of the engine stand until the froht face of the supercharger case is up. Fit a rubber oil seal in the groove in the parting surface of the supercharger case. Apply a coat- ing of oil to the gears in the supercharger section. Install a rubber oil seal around the oil transfer ferrule between Nos, 5 and 6 cylinder pada, (a) Mount the crankcase rear section on the Supercharger section, being careful not to damage the oil transfer tube, Attach the crankcase rear section to the supercharger section with washers and nuts, Install each washer with the radius ad- Jacent to the counterbore in the crankcase. Do not install washers and nuts on stude No, 1 and 5 clockwise and 4 and 7 counterclockwise from the sump mounting pad. The ignition harness will be attached to these studs during final as- sembly before the nuts are installed, Install palnuts on the crankcase rear section studs, ASSEMBLY OF CRANKSHAFT AND MASTER ROD ASSEMBLY TO ENGINE 2 Oil the impeller spring drive coupling and the crankshaft rear gear, Attach PWA-1332 Eye to the front end of the crankshaft, PWA- 662 Eye for geared engines, and in conjunc- tion with PWA-2388 Hook and a chain hoist. lower the crankshaft and master rod assembly into the crankcase rear section, see figure 7-56, Fit the crankshaft rear main bearing through the crankcase bore, engaging the crankshaft rear gear with the starter gear and the mag- neto drive gears and the impeller spring drive coupling with the floating gear, Shake the crank- shaft slightly to do this, Be certain that the master rod fits in the opening for the No. 5 cylinder and the 8 link rods fit into the openings for their respective cylinders, Install PWA-2488 Supports over the master rod and each link rod, Pull the No, 1 link rod to its full outward position, Figure 7-56 Lowering Crankshaft Into Engine CRANKCASE FRONT SECTION 3 Apply a generous coating of oil to the tappets and guides, Install each tappet in its guide, In- stall draining type tappets, which have oil holes Grilled in them, in the following guide locations, 1 intake 1 exhaust 2 intake 2 exhaust 8 intake 3 exhaust 9 intake 9 exhaust, Push the tappets inward until the roller pin holes clear the end of the tappet guide, Insert the roller 165Part7 Section 5 in the tappet slot and slide the roller pin into position. Make sure that the ends of the roller pin are inside the tappet guide when the tappet is allowed to return to its normal position. GAM BEARING AND CAM 4 Install the cam bearing over the studs on the cam shelf in the crankcase front section. Tap it lightly with a fibre drift to make certain that it is properly seated, see figure 7-57. Temporarily in- stall the cam over the cam bearing. Use a dial indicator to check the side clearance between the cam and the bearing, See reference 817, Table of Limits, Part 10, If the clearance is insufficient grind the cam bearing, If the clearance is excess. ive, replace the cam bearing with a new bearing. (a) Remove the cam, coat it with oil and rein~ stall it over the cam bearing, Install the cam oil feed bracket and the three spacers and the upper and lower retainer plates, ‘Secure the assembly with three 5/16 inch castle nuts, ()) Use a feeler gauge to check the cam to re~ tainer plate clearance, ace figure 7-58, See refer- Figure 7-57 Seating Cam Bearing 166 EO 10A-10BA-3 Part 7 Section 5 Figure 7-58 Checking Cam to Cam Retainer Plate Clearance ence 819, Table of Limits, Part 10. If the clear- ance is insufficient, grind the three spacers an equal amount, If the clearanc place the three spacers with new spacers, Lock- wire the cam retaining plate nuts, see figure 7-59, Figure 7-59 Lockwiring Cam Retainer Plate Nuts GAM DRIVE GEAR AND KEY 5 Install the four oil seal rings on the cam drive gear, or two oil seal rings on the SIH2 engine, with the side marked "PRESS" facing the oil grooves. Use a fecler gauge to check the side clearance and gap clearance of each ring, See re ference 876, Table of Limits, Part 10, Make the clearances conform to the limite. (a) Check the fit of the cam drive gear key in the keyway in the crankshaft, See reference 916, Table of Limits, Part 10, If the clearance is in-Part 7 Section 5 sufficient, grind down the key in a surface grinder. If the clearance is excessive, select a new key. Insert the key in the keyway, using a brass drift and a hammer, ASSEMBLING CRANKCASE FRONT SECTION TO ENGINE 6 Lower the crankease front section over the forward end of the crankshaft, see figure 7-60. Install vashers beneath the head of the nine erank= case through bolts, coat them with thread lube and drop them in the crankcase bolt holes. Fit the lifting links at the rear face of the crankcase fon the two longest through bolts, except on the SIH2 engine where the link pins are located at the front face of the crankcase, Do not install washers on each side of the lifting links. The longest bolts are inserted on each side of No. 1 cylinder opening. Figure 7-60 Installing Front Main Crankcase (a) Install the master and link rod protectors PWA-2488, see figure 7-61. (b) Install the through bolt washers and nuts making sure that each washer is installed with its radius next to the counterbore in the case, Use two 5/8 inch wrenches, one to hold the bolt, head and the other to turn the nut. Install the washer and nut on the hidden bolt in the governor il feed tube plug opening, Use PWA-2768 Wrench EO 10A-10BA-3 Figure 7-61 Installing Master and Link Rod Protectors to tighten the hidden bolt, Torque all nuts to the recommended torque, using PWA-2239 Wrench, Cotter pin the bolts. (©) On the SIH2 engine assemble the oil seal ring carrier and oil seal ring in the bottom hole in the front crankcase, Bolt the assembly in place to the proper torque, and cotter pin the bolt. OIL FEED TUBE ASSEMBLY (NOT ON S1H2 ENGINE) 7 Push the oil feed tube assembly into the sump opening until the hole in the top matches the hole in the parting surface of the crankcase front sec~ tion. Insert the governor oil feed tube perpen- dicularly through the parting surface hole into the ofl feed tube fitting, see figure 7-62. Install the governor oil feed tube plug and gasket. INSTALL CAM DRIVE GEAR 8 Turn the crankshaft so that the cam drive gear key is approximately 90° clockwise from the cam reduction gear bushing. Apply a gene- rous coating of oil to the oil seal rings on the cam drive gear and install the gear over the crankshaft with its keyway over the key pre-~ viously installed in the crankshaft, CAM REDUCTION GEAR AND SPACER 9 Install the cam reduction gear spacer, Install the cam reduction gear so that the punched marked tooth of the cam reduction pinion gear fits be- tween the two punched marked teeth of the cam, See figure 7-63. At the same time mesh the two punched marked teeth of the cam reduction large gear with the marked tooth on the cam drive 167Part 7 Sections 5-6 gear on the crankshaft, SUPPORT PLATE (GEARED ENGINES) 10 Install the support plate on the crankcase front section, Attach the plate to the crankcase with three screws. Figure 7-62 Installing Oil Feed Pipe and Governor Oil Tube REDUCTION DRIVE GEAR BEARING (GEARED ENGINES) 11 Install the reduction drive gear bearing in the liner in the support plate, REDUCTION DRIVE GEAR (GEARED ENGINES) 12 Apply a coating of oil to the splines on the EO 10A-10BA-3 Part 7 Sections 5-6 crankshaft and to the mating spline on the re- duction drive gear. Install the reduction drive gear on the crankshaft, using PWA-463 Pusher. Install the reduction drive gear lock washer and lock nut, Tighten the nut with PWA-487 Wrench and PWA-1986 Pilot, Bend up one of the tabs on the washer to lock the nut in place, Nor Teeth ‘CAM REDUCTION GEAR caphareh ins | GEAR Figure 7-63 Cam Drive-Cam Reduction Gear Timing SECTION 6 FRONT SECTION (DIRECT DRIVE ENGINES) GOVERNOR DRIVE GEAR, (NOT ON S1H2 ENGINE) 1 Place the governor intermediate drive gear in a lead jawed vise. gear shaft and mount the pinion gear and a washer on the shaft where it projects through the support, sce figure 7-64, Install a castle nut over the 168 Mount the support over the washer and tighten the nut with a 3/8 inch box wrench. (a) Check the clearance between the rear face of the intermediate drive gear and the bushing at the base of the support, using a feeler gauge, see figure 7-65, See reference 13, Table ofPart 7 Section 6 Limits, Part 10, If the clearance is excessive, install a new bushing in the support, If the clear~ ance is insufficient, grind off the face of the bush- ing. (b) Lock the castle nut with a cotter pin. Figure 7-64 Installing Small Gear and Washer on Governor Gear Driver Shaft (c)_ Place the front case on a bench, front face down, Install the governor drive gear in the gov- ernor drive gear housing from the inner face of the front case, Oil the governor drive gear and the governor intermediate drive gear and install the intermediate drive gear and support in the front case. Be sure the small oil hole in the support fits over the oil hole in the gov- emnor drive gear housing. (2) Install washers and nuts over the three studs securing the support to the front section and tighten the nuts with a 5/16 inch socket wrench. (e) Install the snap ring on the governor drive gear shaft, using PWA-2126 Drift, Do not in- stall the governor drive gear cover or the two oil plugs until after the front section is installed on the crankcase section and the governor drive gear is meshed with the cam gear, EO 10A-10BA-3 Part 7 Section 6 Fignre 7-65 Checking Clearance Between Governor Gear Driver Gear and Face of Bushing OIL FEED TUBES (NOT ON S1H2 ENGINE) 2 Install the short, upright oil feed tube in the front case. Drift the tube into position with a rawhide mallet, but exercise care not to bend or damage the tube in any way. (2) Insert one end of the curved oil feed tube in the aperture directly beneath the upright oil feed tube. Place the opposite end of the tube, with the screw bracket, in the aperture beside the governor drive gear housing, Insert three cap screws in the tube brackets and tighten the screws with a 5/16 inch socket wrench. Lock- wire the three screws. The lockwire on the screws holding the clips should run underneath the clips. Attach the lockwire holding the screw at the bracket to one of the nuts holding the sup- Port in place. Lock wire the remaining two nuts of the support, see figure 7-66, THRUST BEARING COVER PINCH FIT 3 Install the thrust bearing cover on the front case and secure it with nuts to check it for pinch fit, Use a feeler gauge to measure the distance between the shoulder of the thrust bearing liner where the outer race of the thrust bearing seats, and the shoulder of the cover at several points, The distance should be considered the average of the measurements taken, (a) Measure the combined thickness of the thrust bearing outer race and the thrust bearing cover 169Part7 Section 6 spacer ring at several points, using an outside micrometer. The thickness should be considered the average of the measurements taken. (b) The pinch fit is the difference between the average distance and the average thickness measured, See reference 7, Table of Limits, Part 10, If the pinch fit is not within the speci~ fied limits, adjust it by grinding or replacing the thrust bearing cover spacer ring, Remove thrust bearing cover to enable installation of the front section on the crankcade section. Figure 7-66 Lockwiring Screws Holding Oil Feed Pipe and Governor Gear Drive Housing INSTALLING FRONT SECTION ON CRANKCASE SECTION 4 Oil the front main bearing, the cam drive gear oil seal rings and the cam lobes. Place a new rubber oil seal in the groove on the parting surface of the crankcase front section, Lower the front section over the crankshaft and rest it on the mating surface of the crankcase. (a) Take care that the reduction drive oil seal rings are not damaged when the nose section is installed, It may be necessary to insert a long, thin rod between the parting surfaces of the front and power sections to compress the lower oil Seal ring so that it will enter the liner in the center of the front housing, see figure 7-67. While this is being done, raise the crankshaft 1/2 inch by prying up on the master rod with a wooden bar, go that the rings will enter the thrust bearing liner while there is still space between the mating surfaces to insert the rod, see figure 7-67, Take special care to properly mesh the governor drive gear with the cam gear, It may be necessary to drive the front section downward with a drift and mallet, tapping alternately on opposite sides, in order to bring the mating sur- 170 EO 10A-10BA-3 Part 7 Section 6 Figure 7-67 Compressing Oil Seal Ring While Crankshaft is Raised faces together, Take care to keep the mating surfaces parallel in order to prevent damage to the propeller oil feed pipe. (b) Install the thrust bearing in its liner using a suitable sleeve type drift. Place the thrust bearing slinger over the forward end of the crank- shaft and seat it against the bearing. NOTE It is important that the thrust bearing to crankshaft fit be maintained, see reference 5, Table of Limits, Section 10. If crank- shaft plating is required accomplish it as directed in Appendix A. Be sure that the slinger is properly cen- tered over the shoulder on the crankshaft. (c) Install the thrust bearing nut and tighten it securely using PWA-1092 Wrench while holding the crankshaft with PWA-155 Bar. This oper- ation is temporary as the nut is to be removed later on to install the thrust bearing cover. GOVERNOR DRIVE GEAR COVER 5 Install the governor drive gear cover on the governor drive gear housing. A special cover is installed on SIHZ engine at this location to permit crankcase breathing. Fasten the cover with four nuts, and tighten the nuts with a 1/2 inch socket wrench, Lock wire the nuts, Install the governor oil feed tube plugs and gaskets. Lock wire the plugs. Revised 1 May 57.Part 7 Section 7 EO 10A-10BA-3 Part 7 Section 7 SECTION 7 REDUCTION GEAR HOUSING (GEARED ENGINES) REDUCTION DRIVE FIXED GEAR 1 Insert the propeller oil feed tube in the aper- turn at the base of the reduction drive fixed gear. Install the fixed gear and the oil feed tube as a unit on the inner face of the reduction gear hous- ing. Secure the fixed gear to the studs in the housing with washers and nuts, Tighten and lock- ‘wire the nuts, THRUST BEARING COVER PINCH FIT 2 Refer to Part 7, Section 6, paragraph 3 under ‘Thrust Bearing Cover Pinch Fit. REDUCTION DRIVE PINION CAGE 3. The pinion shafte, the pinion shaft holes, the pinion races, and the pinion gears are number- ed in sets. When these parts are properly as- sembled, the numbers of the various mating parts will correspond, (a) Place the pinion shafts in their proper holes in the rear half of the pinion cage and place the cage on an arbor press, Align the flats on the pinion shafts with those on the cage; then press each shaft into the cage. Install the race on each pinion shaft and coat it with oil, Mount a pinion, with the identifying number to the rear, over the pinion gear race, Place the front half of the cage on the rear half with the numbers on the pinion shaft holes and shafts corresponding, Assemble and tighten the shaft nuts; then install the pinion shaft plugs in the pinion shafts, Line up the plug with the éotter pin holes, and secure each plug with a cotter pin, Secure the two halves of the cage with eighteen bolts and nuts, making sure the bolts are in- stalled with the heads toward the front, Tighten the nuts, PROPELLER SHAFT 4 Refer to Part 7, Section 4, paragraph 5 for assembly details of oil feed tube and plugs. ASSEMBLY OF PROPELLER SHAFT AND RE- DUCTION GEAR HOUSING 5 Install the thrust bearing in position on the propeller shaft with PWA-156 Sleeve, Place Figure 7-68 Assembling Reduction Gear Housing to Crankcase the propeller shaft in TAM-206 Fixture equip- ped with PWA-1919-1 Adapter. Install the oil seal rings on the oil tranefer ring carrier and use a feeler gauge to check the end clearance and gap clearance of each ring. See references 520 and 835, Table of Limits, Part 10, Line up the oil hole in the oil transfer ring carrier with the oil hole in the propeller shaft and as- semble the carrier on the shaft, (a) Place the reduction gear housing on two wooden blocks, front end up, on a bench and inetall the propeller shaft and thrust bearing in position down through the bore in the housing. Make sure the thrust bearing is properly seated on the liner in the housing, Assemble the thrust bearing cover spacer, the oil slinger and the thrust nut, Tighten the thrust nut with PWA~1084 Wrench, Assemble the thrust bearing cover, () Place the spline end of the propeller shaft in the holding fixture and assemble the pinion imPart 7 Sections 7-8 cage on the rear end of the propeller shaft, using PWA-464 Pusher. Install the tab lock washer and lock nut, Tighten the lock nut with PWA-502 Wrench. ASSEMBLY OF REDUCTION GEAR HOUSING TO CRANKCASE, 6 Remove the reduction gear housing from the holding fixtures and attach PWA-1332 Bye to the front end of the propeller shaft. Apply a coating EO 10A-10BA-3 Part 7 Sections 7-8 of oil to the pinion gears, and the reduction drive and fixed gears, Using a chain hoist in conjunc- tion with PWA-2388 Hook suspend the reduction gearing directly over the engine, see figure 7-68. Align the stud holes in the reduction gear housing with the studs on the crankcase front section, Lower the reduction gear housing, meshing the various gears until the housing seats on the sup- port plate, Install washers and nuts on the crank~ case studs and tighten the nuts to the recommended torque. SECTION 8 CYLINDERS AND PISTONS If one or two cylinder flange nuts on any one cylinder pad are found to be loose to the extent that there is clearance between ‘the nut and the flange and if this looseness is known to have existed during previous engine operation, replace the studs en- gaged by, and on each side of, the loose nuts, If more than two nuts are found to be loose, inspect and, if necessary lap the cylinder flange as directed in para- graph 14, Section 2, Part 6, and replace all of the flange studs for the particular cylinder pad involved. If one or two cylinder flange hold-down studs on any one cylinder pad have failed, replace the failed studs and replace the studs on each side of the failures. If more than two hold-down studs have failed, inspect and if necessary, lap the cylinder as directed in paragraph 14, Section 2, Parf 6, and replace all of the cylinder pad studs for that cylinder pad, ROCKER ARM, ROCKER ARM BEARINGS, AND ADJUSTING SCREWS. 1 Screw the valve adjusting screw into the rocker, see figure 7-69, and install the lock nut on the adjusting screw. (a) Press the rocker bearing into the rocker, 172 using an arbor press and PWA-614 Drift and Base, Place the rocker in position in the rocker Figure 7-69 Screwing Valve Adjusting Screw in Rocker Arm box on the cylinder, see figure 7-70, and install the shafts, small end first, through the bushings and the bearing, from the inside outward, In- stall the rubber oil seal, washer, and nut on the ‘small (outer) end of the rocker shaft, Tighten the nut to the recommended torque,using a3/4-inch box end wrench or socket with PWA-2239 Torque Wrench. {b) Install the rubber oil seal, copper covered gasket with the smooth side adjacent to the nut, and the nut on the large (inner) end of the rocker shaft, Tighten the nut to the recommended torque, using a 15/16-inch box end wrench, see figure 7-71, or socket with PWA-2239 Torque Wrench,Part 7 Section 8 EO 10A-10BA-3 Part 7 Section 8 Figure 7-70 Installing Rocker Arm in Rocker Box Figure 7-71 Tightening Nut on Rocker Arm Shaft (c) Insert a cotter pin through each nut and bend the upper end of the cotter pin back through the hollow shaft, VALVES AND VALVE SPRINGS 2 Prior to assembling the valves in the cy- linders, clean and oil the valve stems and valve guides, Set the cylinder on its side on a clean bench, Install the inlet and exhaust valves in their respective guides, see figure 7-72, Hold the valves in place with the forefingers while setting the cylinder on TAM-3146 Stand, see figure 7-73, Figure 7-73. Installing Cylinder on Stand (a) Install a safety circlet on each valve stem, Using a pair of long nose pliers, install the valve spring lower washers in position, see figure 7-74. Install the valve outer springs and the inner springs, see figure 7-75, Place the valve spring upper washers in position, The inlet and exhaust 173Part 7 Section 8 EO 10A-10BA-3 Part 7 Section 8 Figure 7-74 Installing Valve Spring Lower Washer Figure 7-75 Installing Valve Springs and Upper Washer valve springs are interchangeable, Compress the valve springs with the arm of the assembly stand land install the valve stem split locks which lock the valves, springs, and washers in place, see figure 7-76. 1m Figure 7-76 Installing Split Locks on ‘Valve Stem (b) Install a PWA-3252 Plug in each spark plug hole, Fit a rubber oil seal around the radius un- der the hold down flange of each cylinder and apply a generous coating of oil to the cylinder wall. PISTONS AND PISTON RINGS 3 Using PWA-1791 Pliers, install each set of piston rings on the piston of the cylinder in which the rings were lapped, see figure 7-77. PISTON PINS AND PLUGS 4 If the pluge which were removed at dis- assembly are undamaged, they may be rein- stalled in the piston pin, If new plugs are to be installed, turn down the plug to the desired fit, Install the plugs in the piston pin, using ‘an arbor press and a drift shaped to fit the con- tour of the plug dome. Stamp the cylinder number next to the 0.D, of the dome of one of the plugs in each pin, ASSEMBLY OF PISTONS AND CYLINDERS TO ‘THE ENGINE 5 Install PWA-155 Bar on crankshaft and turn the crankehaft until the master rod, No. 5, is at the top dead center position, Remove the rubber rod protector. (a) Hold the piston stamped "5" in place over the master rod with the number up, Insert thePart 7 Sections 8-9 Figure 7-77 Installing Piston Rings piston pin with the number up, through the pis- ton and piston pin bushing. Stagger the gape of the piston rings and apply a generous coat- ing of oil to the rings. (b) Lock PWA-13 Clamp over the piston rings. Hold the cylinder with two hands in a level position and slide the cylinder over the piston and first four rings; then relocate the clamp over the fifth or scraper ring and push the cylinder into position against the mounting pad, see figure 7-78, {c)_ Center the cylinder with two locating nuts and install washers and nuts on the other stud: EO 10A-10BA-3 Part 7 Sections 8-9 Figure 7-78 Installing Cylinder ‘Tighten the nuts uniformly with PWA-2397, PWA- 2397, PWA-2006, or PWA-2399 Wrench in con- junction with PWA-2398 or PWA-2411 Handle, Torque the nuts to the recommended torque, using PWA-2399 Wrench, Install palnuts over the hold down nuts, running them down finger tight. Tighten the palnuts 1/4 turn with PWA-1608 Wrench. INTER-CYLINDER OIL TUBE HOSE 6 Install new rubber hoses on the inter-cylinder drain tube of cylinder numbers 3,4, and 5 and 6,7, and 8, Secure each hose in place with two clamps. Tighten the clamp bolts, SECTION 9 FINAL OPERATIONS IGNITION MANIFOLD 1 Mount the front ignition manifold over the crankshaft and front case or reduction gear housing. Attach the manifold to the crankcase front section with five cap screws, Lockwire the cap screws, Uncouple the union on the rear ignition manifold and install the mani- fold on the supercharger section. Tighten the union on the manifold with PWA-1886 Wrench. Fasten the manifold to the supercharger section 175Part 7 Section 9 with five cap screws, Lockwire the cap screws. Install the washers and nuts on the supercharger case studs supporting the ignition manifold, NOTE See EO 10A-10BA-2 Description and Maintenance Instructions for cable lengths of various magneto installations. OIL SUMP 2 Place the intercylinder sump deflector on the sump while the sump is still on the bench, see figure 7-79, Use a 3/8 inch box wrench and a screw driver to attach the deflector to the sump, Check the clearance between the sump and the deflector, If necessary, bend the deflector to provide approximately a 3/16 inch clearance between the sump and the deflector, Screw the ofl drain plugs into the sump and tighten them with a 1 inch box wrench, Place a gasket on each sump mounting flange. Install the sump on its mounting pads, see figure 7-80, Install a Figure 7-79 Installing Deflector on Oil Sump 176 EO 10A-10BA-3 Part 7 Section 9 fibre nut on each stud and tighten the nuts with a 1/2-inch socket and a speed handle, OIL SCAVENGE TUBES 3 Insert gasket under the connection brackets and install the oil scavenge tubes from the oil sump to the rear case, CYLINDER DEFLECTORS 4 Unless a shroud is used for cooling purposes during the post overhaul run-in of an engine, it, Figure 7-81 Installing Primer Distributor ‘on No. | Intake PipePart 7 Section 9 is recommended that the cylinder deflectors be left off until after the run-in has been completed. If deflectors are installed, first install the head deflectors; then install the intercylinder deflec~ tors and secure them with retaining clamps and nuts, PRIMER DISTRIBUTOR. 5 Clamp the primer distributor to the No. 1 intake pipe. Lockwire the clamp screws, see figure 7-81 INTAKE PIPES 6 Remove the port protectors from the super- charger case. Install the flange gland nut and rubber packing on each intake pipe and place the pipe in position. Screw the gland nut finger tight in the supercharger case, Install the gasket at the cylinder intake ports with the split side to- wards the port. Secure the pipe flange to the cylinder heads with cap screws and nuts, and tighten and lockwire the nuts, see figure 7-82. Tighten the gland nut at the supercharger end of each pipe, using PWA-5072 Wrench, Use care in tightening the nuts to avoid damaging the pipes Figure 7-82 Lockwiring Intake Pipe Attaching Nuts PRIMER TUBES 7 Attach the primer tubes to the primer dis- tributor and insert the tubes through the deflec~ tors and attach them to cylinders No. 8, No. 9, No. 1, No, 2, and No, 3, Clamp the tubes to the corresponding intake pipes with two clamps on each pipe, Secure each clamp with a screw and nut, Lockwire the primer distributor, see figure 7-83, VALVE TIMING CHECK 8 Refer to next paragraph under Push Rods and EO 10A-10BA-3 Part 7 Section 9 Figure 7-83 Lockwiring Primer Distributor Clamp Screw install the inlet and exhaust valve push rods for the No. 1 cylinder. Mount PWA-2474 Pointer for direct drive engines or PWA-535 Pointer for the geared engines over the crankshaft. Install PWA-155 Bar on crankshaft and turn the crankshaft counterclockwise until the piston of No. 1 cylinder is at the top dead center position of the compression stroke--both valves should be closed, see figure 7-84. (a) Set the clearance of the intake and exhaust valve at .060 inch. Continue to turn the crank- shaft counterclockwise nearly one complete re~ volution until the pointer is near the inlet open (1,0,) mark on the front case, Insert a 0015 inch feeler gauge between the valve adjusting screw and the stem of No. | inlet valve, and tap the handle of the turning bar in a counterclock- wise direction until a slight pressure is exerted on the feeler gauge. At this point the inlet valve is just opening and the timing pointer should align approximately with the 1,0, mark, () Continue turning the bar counterclockwise until the pointer passes the exhaust valve clos- ing (E.C.) mark on the front cage, Insert a +0015 inch feeler gauge between the valve ad- Justing screw and the stem of No. 1 exhaust valve and turn the crankshaft clockwise until the pointer is in a vertical position, Tap the handle of the turning bar in a counterclockwise direction until the pressure on the feeler gauge begins to re- lease. The exhaust valve is now just closing and the pointer should align approximately with the E.C. mark. 177Part 7 Section 9 EO 10A-10BA-3 Part 7 Section 9 T.D.C.=Tep Dead Center AL.C=After Top Center B.C. =Before Top Center EC. =Erhoust Closes £0. =Ethaust Opens IC. =Inteke Closes ABC=Atter BoHom Center Intake Stroke 2 Compression Stroke 79° Power Stroke 18 Exhaust Stroke 282" totol 777° lots overlap 57° Be Figure 7-84 Diagram of Valve Action (c) If the pointer aligns properly (the important factor being that the pointer should fall on or ‘equidistant in opposite directions from the marks) with the 1,0, and E,C, marks, the cam and valves are properly timed, If the inlet open and exhaust close positions of the pointer are not on or equid- istant in opposite directions from the I,0, and E,C, marks, remove the front case and check the timing marks on the cam and cam drive gears. PUSH RODS 9 One of the ball ends on each push rod bears the number of the cylinder into which it fits, The ex- haust rods are marked with an "Ex" after the cy- Under number and the intake rods are marked “Int, see figure 7-85, Coat the ball ends of each push rod with oil and insert the rod into its cover. Depress the rocker, using PWA~455 Depressor and fit the push rod and cover into position, Ifa valve tappet is out too far to allow installation of the push rod, turn the crankshaft until the tappet can be pushed far enough into its guide to permit installation of the push rod, 178 Figure 7-85 Numbers on Push Rods VALVE CLEARANCE ADJUSTMENT 10 The so-called "Positive Method" of valve cold clearance adjustment is described below inPart 7 Section & EO 10A-10BA-3 Valve Clearane: Part? Section 9 Adjustment POSITIVE M&THOD Table 9 Locate Piston ‘Top Centre Exhaust Stroke 1 8 3 1 5 3 7 5 9 7 2 9 4 2 6 4 8 6 Table 9, The object in this method is to seat the cam on the car bearing on the side on which the valve clearance is being set. The result is that the "floating" action of the cam is eliminated, this giving a more uniform and accurate valve arljust- ment, The procedure to follow in carrying out this method is shown below. (a) Remove the rocker box cavers and one sparie plug from each eylinder, () Turn the propeller in the normal direction of rotation until the desired piston is at top dead centre of its exhaust stroke, as indicated in Table % in the order of cylinder firing (1-3-5 7-9-2-4-6-8) (c) Depress the intake and exhaust valve springs of the opposite cylinders as indicated in the table using two PWA-455 Rocker Arm Depressors. Loosen the aujusting screw lock nut three oF for turns on thecylinders listed in the last two columns of the table. Insert ,035 in, feeler of PWA-4675 Gauge between the valve stem and the adjusting screw insert, Using PWA-4152 Wrench set the adjusting screw so that there is a slight drag Revised 7 Jul 61 Depress Springs Adjust Clearance Exhaust Intake Exhaust 3 5 6 5 8 7 9 1 9 2 5 2 4 5 4 6 7 6 8 9 8 L 2 l 3 1 on the feeler gauge, Lock the position by tightening the lock nut (a a torque of 300 to 350 inch-pounds. serew in this (4) Install the rocker box covers using new gaskets, a torque of 60 to 75 inch-pounds. Tighten the rocker bog cover nuts to ADJUST LENGTH OF PUSH RODS 1} If more than five threads of the valve ad- Justing serew can be seen above the lock nut, the push rod is too long. If the adjusting serew* shows fewer than two threads the push rod is, too short, In either case adjust the push rod to the proper length, This adjustment is ac~ complished by removing the push rod ball end and washer and replacing the washer with a thicker or thinner washer to establish the proper length, (a) Tighten the push rod cover gland nuts at the crankcase end first, see figure 7-86, then tighten the gland nut at the cylinder end, using DMS 196010 wrench for both nuts, Tighten the nuts to the recommended torque, If it becomes necessary to exceed the torque limit to avercome 179Part 7 EO 10A-10BA-3 Part 7 Section 9 Section 9 an oil leak, the packings and seals should then _with the spark advance mark on the front case, be replaced. see figure 7-39, Figure 7-86 Tightening Push Rod Cover Gland Nuts, Figure 7-89 Aligning Timing Pointer (a) To check the internal timing of each mag- neto, rotate the magneto shaft until the two marks on the distributor gear align with the two marks Figure 7-87 Lockwiring Push Rod Gland _ = Nuts at Cylinder End Figure 7-88 Lockwiring Push Rod Gland Nuts at Crankease End ROCKER BOX COVERS 12 Place a new gasket on each rocker box. Place the covers on the rocker boxes and install the fibre nuts with a 7/16-inch socket; install screws for the covers of cylinders No. 5 and 6, Tighten the nuts or screws to the recommended torque. INSTALLATION AND TIMING OF MAGNETOS 13. Crank the bed of the engine stand until the engine assumes a horizontal position, Rotate the crankshaft until the Timing Pointer aligns 180 Figure 7-90 Aligning Timing Marks on Magneto Revised 7 Jul 61Part 7 Section 9 onthe right side of the housing. In this position a locking tool is to be locally manufactured {Consult EO 15-5ADB-2) and used in lieu of a straight edge placed across the step in the cam should coincide with a line between the marks onthe breaker housing, see Figure 7-90. If the internal timing {s correct, a white dot will be visible through the hole under the cap in the top of the breaker housing. (b) Mount the Left o right magneto on the engine ‘without installing the rubber coupling. Measure the distance between the magneto drive shaft and the magneto shaft couplings, making sure that the two shafts are at their maximum distance apart. Rubber couplings are provided 1/32 inch oversize, and undersize. The rubber coupling used should be .020 inch to .030 inch less in thickness than the distance between the two metal couplings, Re- move the magneto from the engine. (c)_ Hold the magneto in place and rotate the rubber coupling between the two metal couplings until the rubber coupling can be engaged with the ‘metal couplings without causing the magneto shaft to turn, see figure 7-91, Fit the magneto over the dowel pins on the mounting pad and secure the ‘magneto to the mounting pad with cap screws, see figure 7-92. Figure 7-91 Installing Magneto on Engine ()_ The two magnetos must synchronize--that is, both sets of breaker points must open simul~ taneously #o that the timing of the two magnetos ig identical, To determine whether or not the magnetos are synchronized, proceed in the fol- Revised 3 Jun 60 EO 10A-10BA-3 Part 7 Section 9 Figure 7-92 Lockwiring Magneto Attaching Screws lowing manner: (1) Rotate the crankshaft until No, 1 piston is at T.D.G, of the compression stroke, Connect the two red leads of PWA-2417 Indicator to the ground connections of the magnetos, and ground the black wire to the engine, (2) Turn the propeller about 90 degrees oppo- site the normal direction of rotation; then turn it back in the normal direction of rotation until the indicator lights just flash on, At this point, the timing pointer should line up withthe 25 de- gree S.A, mark on the front case. If the two lights do not flash on simultaneously and at the proper point, one or both of the magnetos must be retimed to the engine. (3) If the indicator light shows that the breaker points are opening before the pointer aligns with the S.A, mark, remove the magneto and rubber coupling, then turn the rubber coupling clockwise one or two notches on the magneto couplings, Re~ install the magneto and recheck the timing. If the indicator light flashes on when the pointer has passed the S.A, mark, turn the rubber coupling counterclockwise one or two notches on the mag~ neto coupling. NOTE ‘The two magnetos must be synchronized 0 that both lights of the indicator flash on simultaneously when the timing pointer is on the S.A, mark on the template, (c) Asan alternate method for positioning the No, 1 piston 25 degrees before top center, turn 181Part 7 Section 9 EO 10A-10BA-3 fe Indicator in Spark Plug Hole Pivot Arm Contacte Slide Figure 7-93 Alternate Procedure to Follow in Timing and Synchronizing Magnetos the propeller shaft in the normal direction of rotation to bring the No. 1 piston at the be- ginning of the compression stroke, then in- stall PWA-4142 Indicator (Time-Rite) in the front spark plug hole of No. | cylinder, see figure 7-93, Align the cap of the indicator so that the slide slot lines up with the vertical 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. Turn the propeller shaft in the direction of rotation until the pivot arm pushes the slide pointer to its farthest point. Turn the propeller shaft about 90 degrees in the opposite direction, This will return the pivot arm tothe top of the slot. (1) Aajust the engine scale so that the zero de~ 182 gree mark on the scale aligns with the refer- ence mark on the slide pointer, Move the slide pointer up to align with the 25 degree mark on the scale, (2) Tum the propeller shaft an the normal direc- tion of rotation until the pivot arm just contacts the slide, At this point the lower light on the in dicator should flash on, The No. 1 piston is now positioned 25 degrees before top center, THRUST BEARING COVER 14 Remove the thrust bearing nut and install the thrust bearing spacer ring, elready checked as explained in paragraph 3, Section 6, of this Part, Install the thrust bearing cover so that the oil drain holes in the cover align with the oilPart 7 Section 9 EO 10A-10BA-3 Part 7 Figure 7-94 Torquing Thrust Bearing Nat drain holes in the front case, Tighten the cover nuts to the proper torque. Make sure that a .004 inch feeler gauge will pass between the thrust nut and the cover at all points, THRUST BEARING NUT 15 Tighten and torque the thrush bearing nut, using PWA-1092 Wrench while holding the crank- shaft with PWA-155 Bar, as shown in Figure 7-94, If desired PWA-5187-40 Hydraulic Wrench may be used. Use a torque-indicating wrench; see Table 12 for proper torque. SPARK PLUGS 16 Remove the breather plug from each spark plug hole just prior to installing the spark plug. Examine the spark plugs to be certain they are of the approved type, Install a serviceable solid copper gasket, Lightly lubricate the first two Revised 7 Mar 60 breads of spark plug shell with antinseiz s 2, Ref 3HA/SE see EO 158-2, pound Spec 36h (a) Insert the spark plug in its bushing and screw it down with the fingers until the gasket is seated, If this cannot be dane, use an 18 by 1. 5 millimeter tap to clean the bushing threads, Using PWA-3168 Wrench, tighten the spark plug to a torque of 300 to 360 inch-pounds. (b) Make certain that the inside of each spark plug barrel is clean and dry, Wipe the connector clean; then apply a think coating of insulating com. pound OC 4 Ret 336/49 cee EO 15-982 with a clean cloth to the conector. omooure In the spark plug bar 183Part 7 Section 9 Lewsey] De not apply the compound with the fingers because moisture from the hands tends to make the compound inefficient. (ce) Remove any compound from the threads of the spark plug to insure an electrical bond be~ tween the spark plug and its lead and to pre~ 184 EO 10A-10BA-3 Part 7 Section 9 vent radio interference from this source. In- stall the spark plug lead, Tighten the lead nut fingertight and then a half turn using PWA-1683 Wrench while holding the spark plug with PWA- 4632 Holder, INSPECTION OF ASSEMBLED ENGINE 17 Make a thorough visual inspection of the assembled engine, See that all external nute and fittings are tight, and that no gaskets or lockwire has been omitted.Part 8 EO 10A-10BA-3 PART 8 ACCESSORIES Refer to the particular accessory Engineering Order for an outline of the procedures to follow for the repair and overhaul instructions, Part & 185Part 9 EO 10A-10BA-3 Part 9 PART 9 TABLE OF CONTENTS SECTION TITLE PAGE 1 PREPARATION FOR TEST 188 PURPOSE OF TEST AFTER OVERHAUL 188 HORSEPOWER CHECK 188 INSTALLATION OF ENGINE IN TEST STAND 188 INSTALLATION OF STARTER AND FUEL PUMP 188 INSTALLATION OF CARBURETOR 188 PRE-OILING OF ENGINES 189 INSTRUMENT AND CONTROL CONNECTION 189 2 TEST PROPELLERS 190 GENERAL 190 CALIBRATION 191 RE-BALANCING 192, INSTALLATION OF TEST PROPELLER 192 3 TEST PROCEDURE 193 GENERAL, 193 AIR TEMPERATURE 193 FUEL GRADE 194 CYLINDER TEMPERATURES 194 STARTING THE ENGINE 194 ENGINE RUN-IN SCHEDULE 194 SPECIFIC REQUIREMENTS 195 OLL, PRESSURES AND TEMPERATURES 195 FUEL PRESSURE 195 CHECKING FUEL CONSUMPTION 195, CHECKING OLL CONSUMPTION 196 FINAL ENGINE CHECK 196 ENGINE SHUT-DOWN 196 VALVE CLEARANCE CHECK 196 SERVICE INSTRUCTIONS 196 187Part 9 Section 1 EO 10A-10BA-3 Part 9 Section 1 PART 9 TEST AFTER OVERHAUL SECTION 1 PREPARATION FOR TEST PURPOSE OF TEST AFTER OVERHAUL 1 Run-in of an engine after overhaul is essential as a means of seating the piston rings, burnishing certain other new engine parts which may have been installed, and generally checking the per- formance of the engine. This part is added to serve as a supplement to RCAF RO, 11-1, Issue 5, Part 2, Section 300, Specific Acceptance Test fox Pratt & Whitney R 1340 series engines. HORSEPOWER CHECK 2 There are many variables which affect horse~ power and it is not feasible for the average over- haul base to maintain the complete equipment and pergonnel necessary for close horsepower measurement, When an engine has been over- hauled as recommended in the preceding Parts of this Engineering Order, it should develop es~ sentially the same horsepower as when new, pro~ vided the carburetor and magneto have also been overhauled and tested correctly. A check on manifold pressure and rpm, using a calibrated test propeller and correcting for carburetor air inlet temperature, will provide a sufficiently close check on horsepower for most purpos: INSTALLATION OF ENGINE IN TEST STAND 3 With the engine in a horizontal position, suspend PWA-37 Lifting Sling from a chain hoist in the engine compartment of the test cell and attach the hooks of the #ling to the two lifting links on the top of the engine, Draw up the hoist just enough to relieve 2D-31 Engine Stand of the ‘weight of the engine, then unfasten 2C~4 Mounting Plate from the stand and withdraw the engine and plate from the stand. Hoist the engine to the proper level; then back the engine and mounting. plate into the test stand and secure the plate to the stand, (a) On SIHZ engine a special test stand, which 188 positions the engine approximately 39° from the horizontal so as to provide a carburetor level flight attitude, should be used, However, if a special stand is not available, the engine can be tested in the conventional horizontal stand by removing the carburetor adapter for the test operation and attaching the carburetor directly to the mount pad, INSTALLATION OF STARTER AND FUEL PUMP 4 Put a new gasket on the starter pad; then mount the starter in position and secure it with the nuts. NOTE Starters must be adjusted for a maximum. torque no greater than 450 pounds feet, ‘Mount the fuel pump on the fuel pump mount pad, using a new gasket, and install the fittings needed for connecting the fuel lines. INSTALLATION OF CARBURETOR 5 After the carburetor has been overhauled and tested, install the carburetor on the engine and se~ cure the cap screws, Lockwire the cap screws in position, Before installing the carburetor, check for, and remove any dirt, shellac, or other foreign material on the flange of the carburetor. Use no grease or sealingPart 9 Section 1 EO 10A-10BA-3 Part 9 Section 1 OIL PRESSURE (©) Gauae LINE LHW. AUXILIARY VERTICAL ORIVE COVER (9)TACHOMETER, MAGNETO SHIELDS UEL AIR MIXTURE, TEMPERATURE CONNECTION (7) FUEL INLET- (@ FUEL_PRESSURE CONNECTION CARBURETOR | FUEL STRAINER MANIFOLD PRESSURE (1) ‘CONNECTION CRANKCASE BREATHER (3)| CONNECTION RH. AUXILIARY VERTICAL DRIVE COVER EXHAUST port (2) MIXTURE CONTROL (5) CEVER THROTTLE ~Lever (4) OWL INLET AND a OUTLET CONNECTION Figure 9-1 Locations of Controls and Connections at Rear of Engine compounds between the engine carburetor mounting pad, the carburetor adapter, and the carburetor, Grease or sealing ‘compound so used might stop some of the Passages within the carburetor, Service instructions for the carburetors used on the engines described in this Engineering Order are given in EO 15-10BAB-2 Description and Maintenance Instructions. PRE-OILING OF ENGINES 6 To insure sufficient lubrication of certain bearings in the engines immediately after initial starts on the test stand, pre-oil the engines to force all air from the internal oil passages. To accomplish this, connect an electrically driven, oil pump to the pressure oil gauge takeoff on the left rear face of the rear case, The pump should be capable of building up an oil pressure of 45 to 60 pounds per square inch, Connect a gauge for indicating the oil pressure in the line between the pump and the engine, Incorporate a screen (50 mesh) to keep the oil clean in the pre-oiling sys~ tem. Remove the oil sump drain plug; then build up the oil pressure within the engine to 45 to 60 pounds until the oil starts to run out of the sump drain, INSTRUMENT AND CONTROL CONNECTION 7 Connect the lines, controls, and lead in the following list (2) The numbers in parentheses in the follow- ing list also appear in figure 9-1 to identify the location of the various connections on the engine 189Part 9 Sections 1-2 and carburetor, Hose connections at the end of the liet which have no numbers do not appear in the illustration: (1) Supercharger rim manifold pressure manometer line. (2) Thermocouple lines on at least four cylinders, Refer to paragraph 4, Section 3, of this Part, under "Cylinder Temperatures," (3) Breather line at the breather outlet on the rear case. (4) Throttle control. (5) Mixture control. (6) Fuel pressure gauge line to the carbure- tor. (1) Fuel lines to the fuel pump and carbure- tor; and a fuel pressure relief valve if the fuel pump does not incorporate one, EO 10A-10BA-3 Part9 Sections 1-2 (8) Main oil pressure gauge line to the pres- sure oil gauge take-off on the left rear face of the rear case. (9) Tachometer. (10) Fuel pump drain line, (11) Oil inlet and oil outlet lines. Refer to EO 45-1-2 for list of oils approved for use. (12) Install the exhaust stacks, (13) Magneto ground wires. (0) Install the carburetor air intake duct to the air scoop on the carburetor, (c) Install the air intake thermometer line in the air intake duct. (2) Connect the starter control; and any other connections which the particular type of starter used may require. SECTION 2 TEST PROPELLERS GENERAL 1 Four-bladed wooden test propellers (test clubs) are recommended for use on the average test stand because of their convenience, economy, and cooling efficiency. Since the desired dia- meter for a test propeller depends to a consi- derable extent on the location and characteristics of the test house in which it is to be used, test propellers as furnished are somewhat larger in diameter than will normally be necessary. ‘They must therefore be calibrated by trimming the blades for use on the particular engine model and in a particular test stand, Before a new propeller is calibrated it should be checked for static balance and, ifnecessary, the heavy blade or blades should be trimmed to correct the bal- ance as directed in paragraph 3 of this Section under "Rebalancing." A correctly calibrated propeller should cause an engine to turn out its normal rated rpm at normal rated manifold pres~ sure for the altitude at which the test stand is 190 located, It is permissible for the manifold pres- sure at the normal rated rpm to exceed the normal rated by 3 percent, and at normal rated manifold pressure for the altitude the rpm may vary +59 from the normal rated :pm, - (a) Ifa propeller is being calibrated in cold weather, the blades should be trimmed so that the engine will turn out the minimum permis- sible rpm at the maximum permissible mani- fold pressure, If the test stand is located where there is a wide difference between winter and summer temperatures, it is desirable to have two test propellers available for use, one cor- rectly calibrated for winter temperatures and another for summer, The same engine model may require a test propeller as much as 2 inches smaller in diameter in winter than in summer in order to obtain the proper relation of mani- fold pressure and rpm, Ifa test propeller be-Part 9 Section 2 ‘comes too small to use, even in winter, because of additional trimming to remove nicked and splintered stock, it can often be recalibrated for use with less powerful engines. NOTE When wooden propellers are not in use they should be protected from the weather, CALIBRATION 2 New propellers should be calibrated on a new engine, oF on one known to be normal in every respect, under the average atmospheric conditions of the locality, Install the test pro- peller on the engine; then run the engine up to the normal rated manifold pressure for the altitude and note the rpm, This will indicate the approximate amount of trimming which will be required, An increase of 30 to 50 rpm per inch reduction in propeller diameter can usually be expected; but this will vary with the tempera- ture, the atmospheric pressure and the shape of the particular test house. It is advisable therefore to take off 1 inch (1/2 inch per blade) in the first trimming operation and note the resultant increase in rpm, This figure will then serve as a guide in determining how much trimming will be needed to complete the cali- bration, (a) To prepare the propeller for trimming, rest it firmly on a bench or stand and mark a point three inches in from the trailing edge on the end of each blade; then draw lines connecting the points on opposing blades, see figure 9-2, If the points were correctly marked on the blade Figure 9-2 Preparation of Test Propeller for Trimming EO 10A-10BA-3 Part 9 Section 2 ends, these lines will bisect the hub exactly. Do not use a hard pencil or sharp pointed tool to draw the lines if the propeller has a fabric covering. Mark off the desired blade length along these lines, measuring out from the edge of the hub flange, see figure 9-3. At the point marked, scribe a line across the width of the blade. Because of the angle of the blade, a gauge 1/16 inch thick and 1/2 inch wide should be in- serted between the square used to draw this cross-line and the trailing edge of the blade between the 4 and 4 1/2 inch marks on the square, see figure 9-4, Saw off the tip of the blade along Figure 9-4 Inserting Gauge on Trailing Edge of Blade 191Figure 9-5 Sawing Off Blade Tips the cross line and smooth all sharp edges with a rasp or draw knife, see figure 9-5. (b) After the diameter of the propeller has been decreased sufficiently by sawing off the blade tips to bring the epeed within 100 of the desired rpm, cut off the comer of the trailing edge of each blade ata sharp angle, This will increase the engine speed 60-70 rpm more, From a point on the end of each blade 3 inches in from the trailing edge, draw a line to a point on the trailing edge 4 inches from the end of the blade and saw off the corner along this line, see figure 9-6, Smooth all sharp edges with a rasp or draw knife RE-BALANCING 3 After a test propeller has been trimmed it ‘must be re-balanced, Make sure the hub and cone are perfectly clean; then mount the propeller on. a regular propeller static balancing stand located where there is no vibration or drafts, Use the correct arbors and centering cone and make certain they are installed tightly; then rotate the propeller slowly forward and back to position the roller# on the balancing stand and to make sure that nothing is affecting their free movement, (a) Set the propeller so that the two blades are horizontal, If one blade drops, bevel the end of that blade on the curved side with a rasp or draw knife, see figure 9-7, Set the other pair of blades in a horizontal position and, if one blade drops, bevel the end of that blade on the curved side,” After both pairs have been se~ parately balanced, set the propeller so that the blades are 45 degrees from the vertical, If the propeller is in true static balance, it will re main stationary. If the blades on one side drop, trim their ends further until the propeller is in perfect static balance, Paint the wood exposed 192. EO 10A-10BA-3 Part 9 Section 2 Figure 9-6 Cutting Off Blade Corners by the trimming with shellac to prevent the wood from splintering and the fabric cover, if any, from peeling. Additional shellac or fillers should never be used to obtain balance, (b) If the engine is still below the desired rpm after the preceding trimming and balancing opera~ tions have been completed, it will be necessary to trim the blades further at the corners of their trailing edges, The corner should never be cut back more than 3 1/2 inches from the trailing edge along the blade end or more than 5 inches back along the trailing edge. With the corners cut back to these limits the engine speed should increase 30-40 rpm, When these final cuts across the cor~ ner are made, remove only a small amount of stock at atime, The angle of the cuts should be such that for each 1/2 inch of reduction in the width of the blade at the end, the length of the re= ‘maining portion of the trailing edge will be reduced 1 inch, see figure 9-8, Smooth off all sharp edges with a xagp or draw knife and shellac newly ex- posed wood, Since the trailing edges of the blades are uniform in thickne balancing is necessary after the final trimming. only @ minimum of re= INSTALLATION OF TEST PROPELLER 4 Before installing the test propeller on the pro- peller shaft of the engine to be tested, make sure the hub splines and the attaching nut are free from burrs or dirt which might damage the propeller shaft. Cover the shaft with a light oil, mount the propeller on the shaft, and screw on the attaching nut, Tighten the nut, using a bar 4 feet long andEO 10A-10BA-3 Part 9 Sections 2-3 Figure 9-7 Bevelling Blade Tip apply a weight of between 160 and 190 pounds to the end of the bar at right angles to the ground, Do not strike the bar with a hammer or other heavy instrument to tighten the nut, After the nut Figure 9-8 Final Adjustment on Blade has been torqued, a2 1/2 pound hammer may be used to strike the bar near the nut in order to check its tightness, of the hammer. Do not exceed a normal swing SECTION 3 TEST PROCEDURE GENERAL 1 An experienced test operator should be in charge of the run-in of an overhauled engine, The test operator should keep the engine and instruments under constant observation, re- cording gauge readings and other data and com- ments at 15 minute intervals in a log of the test run, File the completed log with the inspection and overhaul records of the engine, The operator should watch for oil and fuel leaks and make the necessary corrections during the run-in when possible. Oil and fuel pressure re- lief valve adjustments may also need to be made during the test run, If the engine is equipped with short exhaust stacks so that the exhaust flames from the cylinders are visible, the opera- tor should note any differences or changes in the color of the flames, Misfiring spark plugs, mixtures that are too lean or too rich, and other discrepancies can often be diagnosed from flame color. AIR TEMPERATURE 2 It is desirable to maintain the carburetor air inlet temperature between 21°C and 32°C (70°F and 90°F). Under normal conditions the ‘engine will not require preheated air during the run-in, However, when the outside air is at temperatures between O°C to 20°C (32°F to 68°F) and is fall of moisture, sleet, or heavy wet snow, preheat is necessary to insure against icing. Preheat will frequently be desirable also while 193Part 9 Section 3 measuring fuel consumption, Refer to paragraph 11 of thie Section under "Checking Fuel Con- sumption." FUEL GRADE 3. Refer to EO 45-1-2 for grade of fuel that must be used throughout the test run, CYLINDER TEMPERATURES 4 A survey of all cylinder head and barrel tem- peratures should be made on the first engine run in a new test house, or on the first engine to be run in an old teat house, The head temperatures should be determined by a bayonet type ther- mocouple inserted in each thermocouple well located near the rear spark plug of each cylinder, and the barrel temperatures should be determined by a rivet type thermocouple embedded in the fillet of the hold-down flange at the, rear of the barrel. (a) Unless cylinder barrel thermocouples have already been installed in the cylinders, holes must be drilled for them, Using PWA-3064 Drill, drill two holes at an angle of 45 degrees to the center Line of the cylinder in the middle of the fillet above the cylinder barrel flange, The holes should be between two stud holes on the rear side of the barrel and should be approximately 1/8 inch deep and 1/4 inch apart. Drive in the rivet type ther~ mocouples, using PWA-2747 Drift, upsetting them to secure them in place, (8) From this temperature survey, the four hot- test cylinder locations can be determined and ey- linder head temperatures can be taken at these locations for all future tests, Cylinder barrel temperature measurement is unnecessary after the initial check has shown barrel temperatures to be within the limits, providing the maximum outside air temperature which is apt to be en- countered has been given due consideration. Gy- linder head temperature should not exceed 260°C. (00°F). STARTING THE ENGINE 5 Remove the front spark plugs from cylinders 4,5,6, and 7, Check all controls carefully ana make certain that the magnetos are properly grounded and that the ignition switch is off, then pull the engine through several times by hand. Make sure no oil has collected inside the cylinders from which the spark plugs were removed; then reinstall the spark plugs and attach the spark plug leads, renewing the insulating compound on the connectors ifnecessary Refer to Part 7, Section 194 EO 10A-10BA-3 Part 9 Section 3 9, paragraph 16 under “Installation of Spark Plug Lead Connectors in Spark Plugs." (2) Operate the wobble pumps in the oil system until the engine pump is supplied with oil, In extremely cold weather the oil feed line should be disconnected at the pump so that the cold oil may be forced out of the line with the wobble pump just before the engine is started. ENGINE RUN-IN SCHEDULE 6 The following outlines the run-in recom= mended for seating piston rings and burnishing newly installed bushings, etc., in an overhauled engine, Operate the carburetor in the full rich position. (a) Start the engine and warm up. (b) Run for two hours with speed increasing in approximately 100 rpm increments from 1000 pm to 8%) normal rated speed on propeller load, The 70% normal rated speed point should not be reached in lees than one hour and the 89% normal rated speed point should not be reached in less than one and one-half hours. (ce) Runfor one-halfhour at 89% rated speed on propeller load. (a) Shut down engine and inspect for oil leakage. (e) Start engine and warm up. (9 Run for one-half hour at 89% normal rated speed on propeller load, Include oil consump- tion measurement, (2) Continue run for one-half hour at normal rated manifold pressure ard normal rated speed. (1) Operate at 50% normal rated speed for not less than one minute prior to take-off. (i) Run the engine for one minute at take-off manifold pressure and speed, NOTE ‘The engine may be operated at take -off power for as long as five minutes (no longer) provided that the test facilities are such that the engine can be operated at take-off power without exceeding cylin- der head temperature limits.Part 9 Section 3 (1) If oil consumption, taken during the one- half hour run at normal rated speed is not within the limits specified, run for one-half hour more at 89% normal rated speed. Include oil consump- tion measurement. (1) Shut down the engine, SPECIFIC REQUIREMENTS 7 The following outlines the various readings to be recorded when conducting a test on an overhauled engine. (a) Take fuel consumption readings in incre- ments of 100 rpm beginning at 1400 rpm. See paragraph 10 of this Section under "Checking Fuel Consumption, " (b) Take fuel readings at not more than fif- teen minute intervala, (ce) The idling and accelerating character- istics of the engine should be checked when prac- ticable, (a) Use actual horsepower to calculate speci- fic oil and fuel consumptions, Horsepower may be determined by referring to the proper opera~ ting curve. The horsepower used to compute specific fuel and air consumption should be cor- rected for barometer and carburetor air tempera ture existing at time of test. (e) Fuel and oil pressures, fuel consumption, oil temperatures, cylinder temperatures and manifold pressure should be recorded at all speeds. (9 The barometer reading, corrected for brass scale, should be used to figure absolute manifold pressure, If the oil pressure, after starting, does not register on the gauge almost im- mediately, the engine should be stopped and an investigation made. OIL PRESSURES AND TEMPERATURES 8 When the engine is running at rated speed with an oil inlet temperature of 60° to 75°C (140° to, 167°F) the oil pressure should be as follow EO 10A-10BA-3 Part 9 Section 3 Oil Pressure Limits Range 70-90 Ibs. Desired 85 Ibs. Fluctuation 5 tbs. Idle (minimum) 15 Ibs. Oil Temperatures Inlet Range 60-75°C (140-167°F) Desired 74°C, (165°F) Oil Temperature Rise (Maximum at rated speed) 10°C (50°F) FUEL PRESSURE 9 If the fuel pressure is not within the desired range at 3-6 pounds per square inch at 1000 rpm. and above, adjust the fuel pressure relief valve, (CHECKING FUEL CONSUMPTION 10 After the engine has been run-in, check the gross fuel consumption in pounds or gal- lons per hour, The metering characteristics of the carburetor should be determined on a flow bench after the carburetor has been overhauled, However, it is advisable to make an additional check on the gross fuel consumption when the carburetor is actually mounted on and furnishing fuel to an operating engine, It is recommended that the fuel consumption be measured at sev- eral points within the cruising range and also at rated power and speed of the engine, (a) The gross fuel consumption may be de- termined readily at all times if a fuel flow meter accurately calibrated for the specific gravity of the fuel is installed in the fuel line to the engine. A flow meter of this type should be calibrated once every two months and should be accurate to plus or minus 1 per cent throughout its usable range. Gross fuel consumption may also be found by timing a given weight of fuel that the engine consumes from a weight tank mounted on a scale, A third method of finding the gross fuel consump- tion is by timing a given volume of fuel consumed, The volume fuel flow tank should be accurately calibrated for the specific gravity of the fuel, (b) When determining gross fuel consumption, by the volume or weight method, the longer the duration of the check the more accurate the re- sult will be, In any case, the time interval should not be less than one minute, 195Part 9 Section 3 (c) Fuel flow in pounds per hour is computed by means of the formula: Flow Ib, x 3600 ‘Thus, if it takes 108 seconds to empty 9 pounds of gas out of the weight tank: Flow = 9 x 3600 = 300 1b. /hr. 108 If the fuel dow does not fall within the limits, all factors which might affect engine fuel con~ sumption should be taken into consideration be- fore condemning the carburetor (or engine). CHECKING OIL CONSUMPTION 11 The gross oil consumption should be deter- mined at a definite speed and time. During this interval, the oil temperature in the circulating system should be stabilized and no oil should be added, The consumption is ascertained by subtracting the weight of oil, as indicated on the ‘weight tank scales at the end of the period, from the weight indicated at the beginning of the period, (a) During the run-in, determine the gross oil consumption during the one hour run at 1950 pm, If the gross oil consumption at maximum cruising rpm is .015 pounds of oil per horsepower hour lose and decreasing, the condition of the newly fitted piston rings should be considered satis~ factory. If the oil consumption is more than 015 pounds of oil per horsepower hour, the rim~ in should be continued to further seat the piston rings, after the run at rated speed is completed, ‘The gross oil consumption at rated speed or above should not exceed ,025 pounds of oil per horse~ power hour, If the condition is not corrected after this extended run, remove the cylinders and investigate the condition of the rings. The oil flow should not exceed at normal rated speed 40 to 60 pounds per minute for the direct drive engines, and 40 to 65 pounds per minute for the geared engines. 196 EO 10A-10BA-3 Part 9 Section 3 FINAL ENGINE CHECK 12 Since the test propeller does not have the same fly-wheel effect as an airplane propeller, it ie impractical to make a final idle adjustment of the carburetor on the test stand, However, at the completion of the run-in, check the engine for idling, acceleration, and operation of the mag- neto, The operation of the engine and magneto ‘on each of the breaker assemblies should be deter~ mined by checking the speed of the engine and noting the loss in rpm when operating each breaker assembly separately. for either magneto should not be over 100, with about 70 rpm as the customary speed drop. If the engine speed drops more than 100 rpm when the magneto switch is turned to either "L" or UR", o if the difference between the two drop- offs exceeds 40 rpm, recheck the timing of the magneto to the engine. If one of the breaker assemblies still gives a high drop, check the internal timing of the magneto. ‘The loss in rpm ENGINE SHUT-DOWN 13 If the engine is to be placed in storage, after the test has been completed according to the schedule listed in paragraph 6 of this Section, shut down the engine as directed in EO 10A- 10BA 2 Description and Maintenance Instructions. VALVE CLEARANCE CHECK 14 After the test run, remove the engine from the test stand and install it in 2D-31 Engine Stand. When the engine is thoroughly cool, remove the rocker box covers; then check the valve clearances as described in Part 7, Section 9, paragraph 10 under "Valve Clearance Adjustment," Make sure that all valve adjusting screw lock nuts are tight. Reinstall the rocker box covers, using new gasket: SERVICE INSTRUCTIONS 15 Directions for preparing the engine for installation in an airplane or for completing the preparation of the engine for storage will be found in EO 10A-10BA-2 Description and Maintenance Instruction:Part 10 EO 10A-10BA-3 Part 10 PART 10 LIMITS AND TORQUE RECOMMENDATIONS LIMITS 1 The tables in this part should be used in conjunction with the Limits and Lubrication Charts, see figures 10-1, 10-2, 10-3 and 10-4. Reference numbers in the figures indicate the location of fits, clearances, backlashes, and parts for which torques and spring pressures are specified. A description of, and limits for these fits, clearances, backlashes, torques, and spring pressures are located in the tables by corresponding reference numbers. The letter "T" indicates a tight fit, The symbol "e" indicates a tight fit. The symbol "!" indi- cates that worn parts should be replaced if any looseness is found. The expression "Fit To! indicates that a fitting operation may be neces sary at assembly to obtain the required fit. Unless otherwise specified, fits are diametrical. The figures in the Minimum, Maximum and Replace columns should be interpreted as fol- lows: torques in inch-pounds, spring pressure in pounds and all other limits in inche: ‘Table 10 Limits FRONT SECTION REF. FIG, REPLACE NO. NO. NAME MIN. MAX. IF OVER 4 10-1 ‘Thrust Bearing Liner- Thrust Bearing. 0003. 0023 004 5 10-1,-3 Propeller Shaft-Trust Bearing + ,0008T . 0007 +0015 5 10-1, -3 Crankshaft- Thrust Bearing (SIH2 Engines) - 0015T 000 * 6 10-1 Propeller Shaft Oil Seal Ring Carrier- Propeller Shaft -0025T . 0005 oo1s 9 10-1 Propeller Oil Feed Tube - Thrust Bearing Liner . Soo tre 3g 10 10-1,-3 Thrust Bearing Liner - Front Case (Shrink) - oozT .o06T = * 11 10-1 Governor Intermediate Drive Pinion Gear Backlash - Cam Drive Gear 010.019 -025 12 10-1 Governor Intermediate Drive Gear Bushing- Shaft. ao. 001.003 = 005 13 10-1 Governor Intermediate Drive Gear Bushing- Support -001T .003T * 14 10-1 Governor Inter. Drive Gear Backlash Governor Drive Gear 004 = 012, 016 15 10-1 Governor Drive Gear Shaft Lock Ring. 000-006 16 10-1 Governor Drive Gear Shaft- Bushing. 001 003 005 17 10-1 Front Case-Governor Drive Gear Bushing :002T 100T 0 # 18 10-1__End Clearance-Governor Intermediate Drive Gear ceceeetees (Fit To). .008 016 19 10-1,-3 Front Main Bearing Liner-Front Main Bearing . + 0002 0017 = 004 20 10-1,-3 Cam Oil Feed Bracket Transfer Ringe-Side Clearance (Butt Type) sees 001,007 -010 20 10-1, -3 Gam Oil Feed Bracket Transfer Rings-Side Clearance (Mitre Cut) 003.008 -015 Revised 1 May 57. 197Part 10 REF. NO an 22 23 26 26 28 31 37 38 39 93 109 184 363 363 520 520 533, 704 705 752 7157 157 161 162 762 763 7165 710 m 795 aul 816 al? 198 FIG. No. 10-1 10-1 10-1 10-1 10-1 10-1, 10-1, 10-1 10-1, -3, 10-1, -3 10-1 10-1 10- 10-1, -3 10-2 10-1, -3 10-1, -3 10-1, -3 10-1 10-1, -3 10-1, -3 10-1, -3 10-1, -3 10-1, -3 10-1, -3 10-1, -3 10-1, -3 EO 10A-10BA-3 Table 10 Limits (Contla) NAME Reduction Gear Housing-Support Plate Governor Intermediate Drive Gear Shaft Splines- Pinion Gear. Cam Oil Feed Bracket Liner-Oil Feed Bracket . Governor Oil Feed Tube-Front Case. Propeller Oil Feed Tube-Front Case ... Propeller Shaft-Rear Bearing (Bronze) Pinion Cage Bolt-Pinion Cage. Pinion Cage Hub- Pinion Shaft . Cam Reduction Gear Rear Bushing-Cam Re- duction Gear. Cam Reduction Gear Rear Bushing-Grank- Reduction Drive Fixed Gear-Thrust Bearing Liner « Thrust Bearing Slinger-Propeller Shaft Reduction Drive Gear Roller Bearing-Reduc- tion Drive Gear Front Bearing Inner Race-Crankshaft. Front Bearing Inner Race Crankshaft (S1H2) Side Clearance- Propeller Oil Transfer Rings Side Clearance-Propeller Oil Transfer Rings (Mitre Cut) . Support Plate Liner-Support Plate .. (Shrink) Cam Reduction Gear Backlash-Cam Drive Gear Cam Reduction Gear Pinion Backlash-Cam Propeller Feed Tube-Reduction Drive Fixed Gear. Valve Tappet Oil Feed Tube-Support Plate . Valve Tappet Oil Feed Tube-Front Case Front Case- Crankshaft Front Case-Cam Reduction Gear Front Bushing Cam Reduction Gear Front Bushing-Support Plate... Cam Reduction Gear Bushing-Cam Reduction Gear..... Soc Gam Reduction Gear Spacer-Cam Reduction Gear : Cam Oil Feed Tube- Crankease . Cam Oil Feed Tube-Oil Tube Bracket End Clearance-Cam Reduction Gear (Fit To) Thrust Bearing Cover Pinch Fit... (Fit To) Cam Bearing-Crankcase .. Cam Bearing-Cam. MIN. 000 000 coir -001T 000 003 0005 00057 001 -001T oo1T 000 000 -0012T 0015T 001 -003 ost 006 o10 0005 00057 00057 :003T -001T .001T -001 001 000 -001T 008 :004T +0005 2012 Part 10 REPLACE MAX. IF OVER 004 0035 cost * = 001 004 +0015 004 +005 008 002 001 002 = 003 0055 oot * 0025 004 004 006 oT — 001 0002 001 0000 + 007 10 008 015 ot # 014 ous 2018: 02s cost * ost * ost 001 .003T 0 * .003T 0 # -003 = 0055 005 = 002 003 001 002 017 2025 cost * +0035 -010 -016 +020 Revised 1 May 57.Part 10 EO 10A-10BA-3 Part 10 Table 10 Limits (Cont'd) REF, FIG, REPLACE NO, No, NAME MIN, MAX, IF OVER 818 10-1,-3 Propeller Oil Feed Tube-Front Case....... 000.002 +003 818 10-1 Propeller Oil Feed Tube-Support Plate...., 000.002 +003 819 10-1,-3 End Clearance-Cam.sssisessesseeeeeeeees +008 014 +020 820 10-1 Reduction Drive Pinion Shaft-Inner Race... 000-001 +002 821 10-1 Reduction Drive Pinion Gear Bushing-Inner, Race., teeeeeees 0015 0025 +004 823 10-1 Pinion Cage Hub-Pinion Cage vs... tee .002T 002 +004 824 10-1 Cam Drive Gear-Reduction Drive Gear...., 0002, 0022 825 10-1 Support Plate Liner-Roller Bearing Outer Race _ 7 teseeeees 0002-0017 +003 826 10-1 Grankshaft-Reduction Drive Gear O.D. .... 003.015 826 10-1 Crankshaft-Reduction Drive Gear I.D...... +055 069 826 10-1 Crankshaft-Reduction Drive Gear W.D..... .0005T 0015 827 10-1 Pinion Gear Hub-Propeller Shaft O.D...... «003.015 827 10-1 Pinion Gear Hub-Propeller Shaft 1.D. ..... .035 049 827 10-1 Pinion Gear Hub-Propeller Shaft W.D...... .001T 001 828 10-1 Pinion Gear Backlash-Reduction Drive Fixed Gear ieveseceee Sees 2006 olz +018 829 10-1 End Clearance-Pinion Gear seesseeee 010,016 +020 830 10-1 Propeller Shaft Rear Bearing (Bronze)- Crankshaft, pee .002T — .004T + 831 10-1 Support Plate-Crankcase .....4++ :003T 001 832 10-1 Pinion Gear-Pinion Reduction Gear Bushing se.sseeseesseeses = 00it 002eT |e 833 10-1,-3 Thrust Bearing Liner-Thrust Bearing...... .0002 . 0022 004 834 10-1’ Propeller Oil Feed Tube-Thrust Bearing Liner . See : +000 0015 +004 835 10-1 Maximum Gap-Propeller Oil Transfer Bronze Rings. (Outside) bro 1015017 -020 835 10-1 Maximum Gap-Propeller Oil Transfer Rings : . seeees (Mitre Cut) 010.018 +030 836 10-1 Crankshaft Front Lock Nut-Front Main Bear- ing sees (FitT 002 004 876 10-1,-3 Maximum Gap-Cam Oil Feed Bracket Trans- fer Rings-Cast Iron Rings (Inside)...... 008 010 +013 876 10-1,-3 Maximum Gap-Cam Oil Feed Bracket Trans- fer Rings-Bronze Rings (Outside) ...... 015.017 +020 876 10-1,-3 Gap-Cam Oil Feed Bracket Rings (Mitre Cut) .010 .018 2030 916 10-1,-3 Cam Drive Gear Key, In Shaft......(Fit Td .000 .0015T 916 10-1,-3 Cam Drive Gear Key, In Gear..... + 20015 0045 +006 918 10-1 Propeller Governor Drive Gear Backlash- Inter, Drive Gear . a + 2004 012 +020 926 10-1 Propeller Oil Feed Tube-Front Case.......4 teeeveeeeseeeeeess(S3HI-G Engines) 4000 ,002 -004 199)Part 10 REF. 35 42 43 50 55, 57 61 63 64 65 66 67 a 2 73 4 78 80 80 81 a2 83 84 84 200 FIG. NO. 10-1, -3 10-1, -3 10-1, -3 10-1, -3 10-1, -3 10-1, -3 10-1, -3 10-1, -3 EO 10A- 10BA-3 ‘Table 10 Limits (Cont'd) POWER, SUPERCHARGER AND REAR SECTIONS NAME MIN. Link pin- Link pin Insert . a = 0005T ‘Cam Reduction Drive Gear-Crankshaft ......... 0005 Oil Screen Check Valve- Valve Guide . - 0005 Oil Sump Bracket-Main Oil Feed Upper Tube. 000 Crankcase-Crankease Bolt ...... s+ -000 Gil Sump Bracket-Propeller OU Tubes, Main. Lower and Upper Oil Feed ... sees 00057 Hydromatic Adjustment Valve Boss (Sump) - Propeller Oil Tubes, Main Lower and Upper Feed.. ++ +000 i Sump- Main Oil Feed Tubes, Supercharger To Sump. . -0005T Side Clearance: Valve Tappet- Valve Tappet Roller 008 10-1,-3 Gold Valve Clearance (Inlet & Exhaust) 2010 10-1,-3 Valve Tappet- Valve Tappet Guide... +0005 10-1,-3 Exhaust Valve Seat-Cylinder Head + 006T 10-1,-3 Exhaust Valve Guide-Cylinder Head . :005T 10-1, -3 Inlet Valve Guide-Inlet Valve. +0015 10-1, -3 Piston-Cylinder Barrel 020 10-1,-3 Piston Pin Plug (Heavy Wall) Piston Pin (Service Fit). : -0015T 10-1,-3 Link Rod- Piston Pin Bushing -0045T 10-1,~3 Piston Pin- Link Rod Bushing... +0017 10-1,-3 Piston Pin-Piston Light Hand Push Fit When Parts Are At Room Temperature and Oiled. 10-1,-3 Master Rod Bearing- Master Rod (Bronze Type). .0015T oe .(Prefitted Type). .0015T 10-1, -3 Starter Shaft Spacer-Starter Shaft. 000 10-1, 3 Grankpin-Master Rod Bearing ...(Bronze Type). - 0045 +. .(Prefitted Type). - 0035 10-1,-3 End Clearance- Master Red Bearing (Bronze Type). 010 crated Type) | 000) 10-1,-3 End Clearance- Link Rod : 008, 10-1,-3 Link Pin - Master Rod..... -0007T 10-1,-3 Link Pin-Master Rod (S1H2) (Service Fit) . :001T 10-1,-3 Link Pin- Link Rod Bushing. +0013 10-1,-3 Link Rod- Link Rod Bushing +0015T 10-1,-3 Rear Main Bearing-Liner..... £0002 10-1,-3 Rear Main Bearing-Crankshatt ... :0012T 10-1,-3 Rear Main Bearing-Crankshaft (S1H2) (Service Fit) . oe -0015T MAX, -0015T +0025 0035 2002 20015 -0025T -002T 0025 020 +010 20015 :OunT: 0037 +004 1024 002T 2 006T 0033 -0035T 0025 +004 +005 = 0075 014 015, 2014 20013T -0015T +0033 0025 +0017 £0002 0000 Part 10 REPLACE IF OVER = 004 = 006 = 003 = 002 001 = 004 = 003 010 +030 005 003 0075 o10 020 2020 2018, 004 = 004 +001 Revised 1 May 57.Part 10 REF, NO. 85 86 99 100 101 101 102 103 104 105 106 10 m 127 128 129 133 134 137 140 142 143 144 145 146 Revised 1 May 57. FIG. NO. EO 10A-10BA-3 Table 10 Limite (Cont'd) NAME 10-1, -3 End Clearance-Piston Rings-With Tapered lo-1, 10-1 10-1 10-1, 10-1 10-1 10-1 to-1, 10-1, 10-1, 10-1, 10-1, 10-2, 10-2, 10-2, 10-2, 10-2, 10-2, 10-2, 10-2, 10-2, 10-2, 10-2, 10-2, 3 3 3 3 3 3 3 4 4 “4 4 -4 4 4 4 “4 4 4 “4 Cylinder Bore Top Groove. sesseesere 2nd Groove. 3rd Groove 4th Groove. Sth Groove... With Straight Cylinder Bore Top Groove... 2nd Groove... 3rd Groove... 4th Groove. Sth Groove... .... Side Clearance-Piston Ring Top Groove... 2nd Groove... 3rd Groove 4th Groove. Sth Groove. Impeller Shaft Spline-Impeller 0,D..... Impeller Shaft Spline-Impeller 1. D, Impeller Shaft Spline-Impeller, (Select for-on Width) Impeller Shaft Spline-Impeller W. D. cesaeeseees(Service Fit) Starter Jaw Spline-Starter Shaft Drive O.D. Starter Jaw Spline-Starter Shaft Drive I. D. Starter Jaw Spline-Starter Drive Shaft W.D. Starter Shaft Bushing-Starter Shaft. Starter Shaft Bearing-Starter Shaft. Starter Shaft Bushing-Supercharger Case.. Gecoeeoneenn ooo - (elect Fon Starter Shaft Bushing-Rear Case. Oil Pump End Plate-Oil Pump Body... Rear Case-Oil Pump Body..... Oil Pump Suction Body-Oil Pressure Body Cover..ssree Geeeee Oil Pump Gear Shafts-Oil Pump End Plate. Oil Pump Gears-Oil Pump Bodies. Oil Pump Gear Shafts-Oil Pump Gears... Tachometer Drive Gear-Rear Case......+ Tachometer Drive Gear-Insert. . Tachometer Drive Gear-Tachometer Drive Gear Coupling. Rear Case-Tachometer Drive Gear Coup- Ling... +e sees ‘Tachometer Drive Gear Coupling-Oil Seal. Magneto Drive Shaft Bushings-Rear Case, . MIN, 067 10665 20665 +0665 +0265 0265 +0265 10265 +0165 20265 -007 2005 +003 +0035 +001 2001 2002 000 +000 +0005 2012, 001 002 +000 = 000 + 0005T ‘000 +001 +0015 £001 +003 +000 001 -0008T 001 = 000 + 0015T 1 0005T MAX, .077 +0735 10735 +0735 +0335 +0335 +0335 £0335 +0235, +0335 -009 007 +005 +007 +0035 1005 +008 = 0005T -001T +0045 1024 005 +0035 :001T 001 +0025T 004 +003, +0045 1003 +007 +0015 +003 00237 003 004 + 0065T 20025T Part 10 REPLACE IF OVER = 001 -001 +0045 +001 +0015 = 005 +010 +003 1005 = 005 -006 201Part 10 REF, NO, 147 148 149 151 154 156 137 160 162 163 164 175 178 180 215 216 217 218 219 226 284 285 292 293 315 316 317 319 320 321 335 202 FIG. NO. 10-2, -4 10-2, -4 10-2, -4 10-2 10-2, -4 10-2, -4 10-2, -4 10-2, -4 10-2, -4 10-2 10-2, -4 10-1, -3 10-1, -3 10-1 10-1, -3 10-1, -3 lo-1, -3 10-1, =3 EO 10A-10BA-3 Table 10 Limits (Cont'd) NAME Front Magneto and Auxiliary Shaft Bushings- Magneto and Auxiliary Drive Shafts Magneto Drive Shaft Bushing-Supercharger Case. sess. +(Gelect For) Side Clearance-Oil Pump Body Seal Ring. seveeeee (Fit To) Fuel Pump Drive Gear-Fuel Pamp Drive Goor Bracket .......,-ssseesccees Vertical Accessory Drive Shaft Bushing Rea Case Magneto Drive Shaft Key -Magneto Drive Magneto Drive Shaft Key-Magneto Drive Oil Pressure Tube-Rear Case. Oil Pressure Tube-Rear Case. Oil Pressure Tube-Supercharger Case..... Oil Pressure Tube-Supercharger Case Oil Pressure Bracketessseceseeseceee Impeller-Supercharger Case (Clearance Each End)...eeeeeeeeeeeeeeee eae Starter Jaw End Clearance. ........ (Fit To) Impeller Shaft Bearing Cover Pinch, (Fit To) Generator Drive Housing-Rear Case. .....- Generator Drive Pinion Bearing-Generator Drive Pinion. .....++ Generator Drive Pinion Bearing-Generator Drive Housing. Generator Drive Bearing-Bearing Support Plate. oo = (Fit To) Starter Jaw-Generator Drive Gear Backlash Rocker Arm Socket-Rocker Arm... ..se+0++ Valve Tappet Roller Pin-Valve Tappet. oc (Fit To) Valve Tappet Roller -Vaive Tappet Roller Pin Starter Shaft Bearing-Supercharger Case... Starter Jaw-Starter Shaft, Valve Rocker Shaft Bushing-Cylinder Head., sss (Large End) Valve Rocker Shaft Bushing-Valve Rocker Shaft, + (Large End) Valve Rocker Shaft-Valve Rocker Shaft Bearing. ..... Valve Rocker Bearing-Valve Rocker. . ..... Valve Rocker Shaft Bushing-Valve Rocker Shaft... s+eees++e(Small End) Valve Rocker Shaft Bushing-Cylinder Head Good = (Small End) Tachometer Drive Gear-End Clearance. « ve ecees+ (Bit To} MIN, -001 +000 +0005 001 <001T 0005, -001T +001T :001T +000 000 +025 2012 :002T 000 = 0006T -0004T +000 002 +000 +0005 +001 00047 +0005 -001T +000 000 +: 0005T 000 .001T 008 Part 10 REPLACE MAX, IF OVER +003 = 0045 +001 = 0015 0025 = 003 = 0045 -003T * 0035 +005 002 = 004 +003 * :003T * +002 003 -0015T 001 +035 +045 +015 +020 +004T * +004 = 0002 + 001 +0011 = 004 00777 # +030 -035 :002sT — # = 002 +003 +0025 +004 0014 2004 +0035, 004 * 0013 +002 0008 = 0015 0015T 0005 -001 002 0047 * +016 -030Part 10 REG. FIG. NO, NO, 336 10-2, -4 337. 10-2, -4 338 10-2 339 10-2, -4 340, 10-2, -4 342, 10-2, -4 343, 10-2, -4 345 10-2, -4 346 10-2, -4 347 10-4 34a 10-4 349 10-2, -4 384 10-1, -3 417 10-1 504 10-1, -3 505 10-2, -4 507 10-1, -3 508 10-2 509 10-2 510 10-2 511 10-2 512 10-2 645 10-1, -3 646 10-1, -3 647 10-1, -3 648 10-1, -3 649 10-1, -3 699 10-2 707 10-2, -4 716 10-2, -4 753 10-1 EO 10A-10BA-3 Table 10 Limits (Cont'd) NAME Vertical Accessory Shaft-Bushing. 6.0... Fuel Pump and Magneto Auxiliary Drive Gear-Magneto Drive Shaft. Top Clearance-Key In Gear {Magneto Drive) Vertical Accessory Drive Sliaft-Plug. ...... Oil Pump Pressure Gears-End Clearance, . Oil Pump Gear Keys-Drive Shaft... .0 2.0. tevsess (P/N87&10126 Keys) aco 1 (p/102248834.224884 Keys) Oil Pamp Gear Keys-Drive Gear =(P/NETU10128Keys) ( /N2248834224884 Keys) Oil Pressure Pump Gear Keys - Drive Gear ssa (P/N 87&10128 Keys) TILL (B/N 2248838224884 Keys) Oil Pressure Pump Gear Keys - Drive Shaft sesessees es (P/N 87810128 Keys) Dliliisssees/(P/N 2248834224884 Keys) Magneto Drive Oil Seal Housing-Rear Crankshaft... Magneto Drive Oil Seal Housing-Oil Seal. Oil Pressure Tube-Rear Case........00+ Exhaust Port Liner-Cylinder Head. (Shrink) Supercharger Bearing Cover- Impeller Shaft Spacer .....+.s++.++ 4+ (Fit to per side) Impeller Throat-Rear Case...e..... 005 End Clearance-Magneto Drive Shaft-Bush- ing... To) ‘Tappet Guide -Crankease, Vacuum Pump Drive Gear-Ball Bearing. ... Yacuum Pump Drive Liner-Ball Bearing. .. Vacuum Pump Drive Liner-Rear Gase....+ ‘Vacuum Pump Drive Seal-Vacuum Pump Drive Housing s+. 5 Rear Case-Vacuum Pamp Drive Housing. ». Exhaust Valve Guide-Exhaust Valve (Maxi- mum Allowance on Valve Stem Wear .010). Ball Cap- Push Rod... Inlet Valve Guide-Cylinder Head. ‘ Inlet Valve Seat-Cylinder Head... (Shrink) Cylinder Barrel (Taper or Out of Round). Vacuum Pump Gear-Bearing Nut... Oil Pump Drive Gear Backlash-Accessory Drive Gear Oil Pamp Pressure Gears Backlash... Impeller Intermediate Drive Gear Shaft Splines-Impeller Intermediate Drivear Gear Shaft O.De..eeeeeseeees MIN. -001 000 005 +000 =003 -001T 20005 000 +0000 000 +0000 -001T +0005T 000 :001T -0005T -008T oo1z 1045, 012 -0015T = 0005T +0003 +000 -0015T +000 +003 + 0015T + 0005T + 006T 001 004 +003 0025 MAX, 003 = 002 +020 2004 +0055 +001 2 0015T = 002 +0005 -002 +0005 001 +0015T -012 :007T: +0025 :013T. 0023 +060 045 -004T 0003 +0018 + 002T -0065T +004 +0055 0035 10037 :009T 003 <012 +013 =0085 Part 10 REPLACE IF OVER = 005 004 = 0085 = 002 = 003 +003 =002 = 003 +090 = 060 = 0015 +003 -010 * = 006 +005 +020 +020 203Part 10 REF, NO. 754 755 756 758 159 760 766 167 769 769 12 14 175 116 a 19 7380 7a 782 783 785, 786 787 188, 789 790 790 204 FIG, NO. 10-1 10-1, -3 10-1, 10-1, 10-1 10-1, 10-1, 10-1, 10-1, 10-1, 10-1, 3 3 -3 3 lo-1, 1-1, 0-1, to-1, 10-1, 10-1, 1o-1, 10-1, 10-1, 10-1, 10-1, 10-1, 10-1 10-3 3 3 3 3 3 EO 10A-10BA-3 Table 10 Limits (Cont'd) NAME, Impeller Intermediate Drive Gear Shaft ‘Splines-Impeller Intermediate Drive Gear Shaft I.D. vs... : Impeller Intermediate Drive Gear Shaft ‘Splines-Impeller Intermediate Drive Gear Shaft W.D. ... Valve Tappet Oil Feed Tube-Oil Feed ‘Tube Bracket Oil Feed Tube Bracket-Propeller Oil Feed ‘Tube (Upper) Preece Oil Feed Tube Bracket-Propeller Oil Feed Tube (Lower) .- 4. Oil Sump Bracket-Propeller Oil Feed Tube (Lower).ssseseeeees Crankcase-Supercharger Case Starter Gear Backlash-Crankshaft Gear. Crankshaft Gear Splines-Crankshaft. Cpa +++. (On Width) Floating Spider Splines-Crankehaft, : e+e (On Width) Impeller Intermediate Drive Gear Shait Rear Bearing Outer Liner-Supercharger Case Supercharger Bearing Gover-Supercharger Case Impeller Inter, Drive Gear Shaft Rear Bearing-Outer Liner . pppcn Impeller Inter, Drive Gear Shaft Rear Bearing-Inner Liner Impeller Inter. Drive Gear Shaft-Rear Bearing Inner Liner : Supercharger Bearing Front Gover-Super- charger Case... SeoenD Impeller Intermediate Drive Gear Shaft Bh Impeller Inter, Drive Gear Shaft Front Bearing-Support caotup Impeller Intermediate Dr ive Gear Shaft Front Bearing-Shaft ... Acer Floating Gear-Fixed Spider. (Clutch Teeth on Width) seeeeeeeeeeee settee Floating Gear-End Clearance, Floating Gear Inner Race-Cage.... Floating Gear Needle Bearing-Floating Gear és : (Total Dia.) Needle Bearing-End Clearance........+ Impeller Shaft Bearing Cage-Supercharger Case Impeller Bearing Cage-Impeller Shaft Bear Impeller Shaft Bearing Caye-Bearing MIN. 002 -0017 = 000 -000 -0005T 000 ‘000 1004 -001T -001T -000 007 0008 -000 - 00085 -001T 001 000 00027 002 1005 000 0016 0085 .001T +000 +0013T MAX, = 006 -003T -0015 -002 00257 002 S004 2012 -001 -001 0027 2015 - 002 00077 0002 -003 007 -0008 0005 -010 ‘013, 1002 +0042 +0225 0025 0009 0003 Part 10 REPLACE, IF OVER +003 +003 +003 -020 003 003 -022 003 001 = 001 005 0015 +001 = 020 2020 +005 +006 = 0015Part 10 REF, FIG, NO. NO. 791 10-1 791 10-3 792 10-1 792 10-3 793 10-1, -3 794 10-1, -3 797 10-1 797 10-1 798 10-2 799 10-1, -3, 800 10-1, -3, 802 10-2, ~4 803. 10-2, -4 804 10-2, -4 B12 10-1, -3 813 10-1, -3 814 10-1, -3, 845 10-1, -3, 846 10-1, -3, 848 10-1, -3, 871 10-1, -3 875 10-1, -3 877 10-3 878 10-3 879 10-3 880 10-3 881 10-3 882 10-3 883 10-3 884 10-3 887 10-4 888 10-4 890 10-4 891 10-4 892 10-4 893 10-2, ~ 896 10-2, -4 897 10-2, -4 EO 10A-10BA-3 Table 10 Limits (Cont'd) NAME Impeller Shaft Spacer-Impeller Shaft...... Impeller Shaft Bearing-Rings Carrier... +» Ball Bearing-Impeller Shaft. Impeller Shaft Rings Carrier-Shaft. Impeller Intermediate Drive Gear Back- lash-Floating Gear sseees++ Rear Case-Supercharger Case. Hydromatic Adjusting Valve Boss-Valve Seat ae (Pit To) Hydromatic Adjusting Valve Boss -Plug Vacuum Pump Drive Gear Backlash-Fuel Pump Drive Gear sssseee Valve Tappet-Socket, Valve Tappet-Internal Oil Tube.....-.- Tachometer Drive Gear Backlash- Vertical ‘Accessory Drive Gear Vertical Drive Gear Shaft-Auxiliary Drive Gear Backlash(Fit this Bushing to Obtain) Fuel Pump Gear-Accessory Intermediate Drive Gear Backlash « Valve Tappet Socket-Internal Oil Tube. (Oil Standpipe-Crankshaft. Impeller Intermediate Drive Gear Backlash- Impeller Shaft Gear .s.esuseseeeeeeees Flyweight Liner-Counterweight. Inner Flyweight-Outer Flyweight, End Clearance-Flyweight.. : Generator Drive Gear Splines-Generator Drive Gear ++ (On Width) Supercharger Rear Bearing-Liner......4... (Must Be Round Within) ‘Tmpeiler Shait Oil Seal Rings Side Clearance . Impeller Shaft Oil Seal Rings Gap. . (Fit To) Impeller Shaft Bearing Cage - Support Impeller Shaft Bearing Support - Bearing Impeller Shaft Front Bearing - Sleeve Impeller Shaft Sleeve - Shaft . Impeller Shaft End Clearance. Floating Gear Face End Pinch .... (Fit To) ‘Accessory Gear Splines - Shaft Splines . ‘Accessory Gear Bearing Liner Case ‘Accessory Gear Bearing Liner Housing ‘Accessory Gear Bearing Liner - Bearing... ‘Accessory Gear Bearing - Shaft .......s0++ Oil Pressure Relief Plunger-Oil Pressure Relief Body ..... Vacuum Pump Splined Drive Adapter-Rear Case. Oil Seal-Vacuum Pump Splined Drive Adapter Revised 1 May 57, MIN. -0002T +005 0002T 100147 +003 +000 -001T 004 :0005T :001T -008 004 = 004 -0005T :001T +004 :001T, +000 +008 +001 0015 +004 +0002 :002T 005, - 00147 003 -003T 0005 -000 000 00157 1 0005T -002 000 :0015T MAX, 0013 +007 = 0005 +000 +015 +006 0005 2001 +012 :0025T +0005 016 +012 +012 -008T :003T +013 10037 :001T 2012 = 006 +0065 +007 +0018 +000 +007 +000 +007 :005T +0035 +002 +002 000 +0003 = 006 -003 20065T Part 10 REPLACE IF OVER 003 001 020 0015 2002 020 = 020 020 020 = 020 -018, +030 = 0005 005, = 003 +0015 +001 +010 205Part 10 REF. NO. 898 399 900 901 902 a0 on nz 913 914 915 925, 927 928 929 930 982 953 954 955 956 987 958 959 960 961 962, 206 FIG. NO. 10-2, -4 10-2, -4 10-2, -4 10-2, -4 10-1 10-1, 10-2, -4 10-1, -3 10-1, 10-2, -4 10-2, -4 10-2, -4 10-1, -3 10-1, -3 10-1 10-1 10-1 10-1 lo-1 10-1 10-1 10-1 10-1 10-1 EO 10A-10BA-3 Table 10 Limits (Cont'd) NAME Vacuum Pump Splined Drive Gear-Bushing. « Vacuum Pump Splined Drive Bushing- ‘Adapter « oe Vacuum Pump Splined Drive Gear Backlash vss aveseas (Fit This Spacer To Obtain) Fuel Pump Drive Gear Shaft-Fuel Pump Drive Gear Bracket--106ssssss0eeee Oil Seal-Fuel Pump Drive Gear Bracket. ..... End Clearance Supercharger Drive Retainer Nut Lock Plate-Retainer Nut Washer «+++ Crankshaft Front Spline-Rear Crankshaft... orece -+ Fit To (On Width) Vacuum Pump Splined Drive Gear Splines~ ‘Vacuum Pump Drive Jaw ..., (On Width) Front Main Bearing Liner-Crankease. Seco Sete err eaten) Rear Main Bearing Liner-Grankcase. (Shrink) Rear Case-Oil Pressure Relief Plug. Fuel Pump Drive Bracket-Rear Case a ; (Pilot Dia). Magneto Drive Gear Backlash-Crankshaft Rear Gear ..+ Push Rod Socket Ball End .. Pinch-Rear Main Roller Bearing .. . (Fit To) Reduction Drive Pinion Backlash-Reduction Drive Gear Supercharger Shaft Bearing Cage - Impeller Shaft Front Bearing Support .+.++ Impeller Shaft Front Bearing End Clearance Impeller Shaft Rear Bearing - Supercharger Shaft Bearing Cage s-+seeeeeereeeee Impeller Shaft Front Bearing-Sleeve .....++ Impeller Shaft Front Bearing-Support ...+ Impeller Shaft Rear Bearing-Seal Rings Carrier. Impeller Shaft Seal Rings Carrier-Shaft.... Impeller Shaft Rear Bearing Liner-Gover .. Impeller Shaft Seal Rings Gap....+-(Fit To) Impeller Shaft Seal Rings Side Clearance ... Supercharger Drive Gear Backlash - Impeller Shaft Gear. + Part 10 REPLACE IF OVER 005 +020 +0045 020 See Part 7, Section9, para. 11 MIN, MAX. 0015 ,0035 -001T 003 1004012 002,004 :0015T .0065T 000.002 oolT 002 002 005 .008T =. 012T. .008T .012T 7000 © .0025 000.004 1004-012 -002T ©. 004T. 010.016 0002 0018 003.007 -0013T 0003 1005 .007 000 = .002T. +005 .007 so00 .0014T 000.002 004 007 10015 0065 004 008 +024Part 10 REF. NO. 903 904 905, 906 907 908 909 963 964 965 966 967 968 Fic. No. to- lo- 10-1 10-1 10-1 10-1 10-1 10-3 10-3 10-3 10-3 10-3 10-4 EO 10A-10BA-3 Table 11 Spring Pressures NAME Inner Valve Spring Dia, Wire .177 at 1,500 inches Outer Valve Spring Dia. Wire .203 at 1,500 inches .. Supercharger Drive Spring Dia, Wire . 187 at ,984", Oil Return Check Valve Spring Dia, Wire .038 at 13/16" Oil Screen Retaining Spring Dia, Wire .069 at 1-3/32" Oil Pressure Relief Spring Dia, Wire .0625 at 1-7/16", By-Pass Valve Spring Dia, Wire .047 at 7/8", Inlet and Exhaust Valves Inner Spring at 1,450 inches v0... eeeee sees ceeee Inlet and Exhaust Valves Outer Spring at 1,450 inches ..... ee Supercharger Drive Spring at .984 inches... Oil Return Check Valve Spring at . 813 inches Oil Screen Retaining Spring at .094 inches .. Oil Pressure Refief Valve Spring at 1, 438 inches .. MIN. eae 988 2208 21/48 oe 19# 41/2 oe 1o1# 2208 2-1/4 of 194 MAX. 2408 2-3/4 134 aie 998 109# 2408 23/48 13# ae Part 10 REPLACE IF UNDER 33H 93H 155H 13/40 Se 9-1/2 Boz. 834 938 1558 13/48 5# 9-1/28 207Part 10 TORQUE RECOMMENDATIONS 2 The following torque values in inch-pounds are recommended for use on the engines. These values are based on the use of parts which have hno oil or special lubricant applied, except where maintenance instructions or these instructions specifically recommend a special lubricant or surface coat. (a) Torque indicating devices should be checked daily and calibrated by means of weights and a measured lever arm to insure accuracy, Check- ing one torque wrench against another is not suf- ficient, Some wrenches are quite sensitive as to the way they are supported during a tightening op- eration and instructions furnished by their respec- tive manufacturers should be followed. Tightening should be done slowly and evenly for consistency and accuracy, (2) There may be certain instances, other than those, included under "Specific Recom- mendations", where it is obvious that the tor- que recommendations for tightening @ nut on @ bolt or stud of given size should not be used, due to the kind of material or the design of the engine parts involved. Common sense and good judgment should, of course, be used in such (co) After a castle nut, screw or bolt has been tightened to the proper torque, it should not be loosened to permit the insertion of lockwire or a cotter pin, If the slots in a nut or the lock- wire holes in a bolt or screw are not properly aligned at the minimum torque limit the nut, screw or bolt should be further tightened to the next aligning position, but the maximum torque limit, if any, must not be exceeded. If this alignment cannot be accomplished without ex- ceeding the maximum torque limits, back off the aut, screw, or bolt half a turn, then re- tighten, Occasionally, it may be necessary to select a new part. EO 10A-10BA-3 Part 10 (a) Because of the necessarily unconventional design of cylinder flange nut wrenches, particu- lar care should be excercised in tightening cy- linder flange nuts apply only when Pratt & Whitney Aircraft wrenches or wrenches of identical design, are used, See that the cylinder flange nut wrench, the extension, and the torque indicating handle are so assembled that the handle is directly opposite the box end of the wrench, and apply torque by rotating the assembly as a unit. Do not let the shaft of the wrench twist to one side. ‘The specified torque limits (ec) The importance of using a torque wrench when tightening a spark plug cannot be too highly emphasized, Some serious troubles resulting from subjecting the plug to excessive installa- tion torques are: (2) stretching the shell threads away from the #hell flange which is seated on the cylinder gasket and bushing; (2) loosening of the core insulator and loss of pressure seal; (3) compression of the gasket to a point where the unthreaded portion of the shell fouls against the spark plug bushing threads; (4) breakage upon removal; (5) stretched core threads. {caution ft Except in an extreme emergency, never install a spark plug in a hot engine as this may result in thread seizure with possible subsequent damage to the spark plug bushing and the plug shell when removal is attempted. 208 Table 12 Specific Torque Recommendations NOMENCLATURE RECOMMENDED TORQUE Supercharger Intermediate Gear Shaft Nut. 5 ++ 600 to 675 Ibs. -in. Crankshaft Bolt Stretch..e.c.cceeeseeecer tissses +009 to O11 in, stretch Crankshaft Bolt Stretch (New Larger Bolt) .......s..4.++ +008 to .010 in, stretch Grankshaft Flyweights Through Bolts. . +001 to ,0015 in, stretchPart 10 EO 10A-10BA-3 Part 10 Table 12 Specific Torque Recommendations (Cont'd) Cylinder Hold-down Nut 3/8 in. . Dehydrating Plugs-3/4 and 1 in, Palnuts . Propeller Shaft Thrust Bearing Nut... Propeller Shaft Thrust Bearing Cover Nuts... Thread Inter-ear and Intercylinder Drain Pipe Fitting +++ 300 to 350 Ibs, -in, ti: 38 to 45 Ibs. -in, 100 to 150 Ibs, ~in, +Snug then an additional 1/4 turn Tighten to 250 pounds-feet ‘then turn to tighten through an angle of 25° to 30°, sereeeess 100 to 150 Ibs, -in, Push Rod Cover Nuts (Gland Nuts not using a Ferrule)...,. 125 to 150 Ibs, -in, Push Rod Cover Nuts (Gland Nuts using a Ferrule)..... + 300 to 325 Ibs, in. Reduction Drive Pinion Hub Retaining Nut S3H1G .Tighten to 1000 pound-inches; Reduction Drive Pinion Shaft Nuts (S3HIG). Rigid Bracket Mounting Nuts. Rocker Box Cover Nuts... Rocker Shaft Outer Nuts. Rocker Shaft Inner Nuts | Spark Plugs....... Spark Plug Lead Coupling -5/8-24. Starter Cover Nuts (Two Top Nuts Only). ..... ‘Thrust Bearing Cover Nuts .. Valve Adjusting Screw Lock Nut. GENERAL TORQUE RECOMMENDATIONS 3 Ifa pipe plug is found to leak after it has been tightened to these limits, it should not be tightened further, but should be removed and more sealing compound applied to the threads ‘The plug should then be reinstalled and retight- ened to the desired limits. (a) When plugs are tightened in a hot engine, the torques recommended above should be re- duced about 20%, owing to the different expan- sion characteristics of the steel plugs and the aluminum or magnesium cases. (b) If the torque required to drive a stud to the correct projection length should not come up to the minimum or should exceed the maxi- mum given above, another stud should be se- lected. (c) Wherever fibre lock nuts are used, the torque recommendations are the same as stand- ard nuts, Where special torques are required, they are due to the special application rather than to the use of the fibre lock nut, TORQUE WRENCHES 4 Onoccasion it is necessary to use a special extension or adapter wrench together with a standard torque wrench. In order to arrive at Revised 1 May 57. then turn to tighten through an angle of 2° to 7° desessseeeeees 200 to 500 Ibs. -in, t+++ 400 to 450 Ibs, ~in, + 60 to 75 Ibs, -in, + 200 to 250 Ibs, -in, tess 65 to 100 Ibs, in, tesssss 300 to 360 Ibs. -in, sss 100 to 120 Ibs + 175 to 200 Ibs. -in, + 100 to. + 300 to, the resultant required torque limits the follow- ing formula should be used: T = Desired torque on the part E = Effective length of special extension or adapter L = Effective length of torque wrench R = Reading on scale or dial of torque wrench A = Distance through which force is applied to part R=LT = LT EXAMPLE: A torque of 1440 pounds-inches is desired on a part using a special extension having a length of 3 inches from center to center of its holes, and a torque wrench measuring 15 inches from center of handle or handle swivel pin to center of its square adapter THEN: R =_LT. L+E 15 x 1440 = 1200 15 +3 209Part 10 TORQUE WRENCHES (Cont'd) With the axis of the extension or adapter and the torque wrench in a straight line, tightening to a wrench reading of 1200 pounds-inches torque will provide the desired torque of 1440 pounds - inches on the part. EO 10A-10BA-3 Part 10 Table 15 Standard Studs. PLAIN NECKED Table 13 Nuts Bolts and Screws Sarre Limits Limits) Thread Size} Minimum Maximum Thread Thread | Size [Min, |Max.| Size | Min. Max, [Plain and Necked| Plain |Neckea a-32| 15 | 20| 3/8-24| 225 300 8-32-36 10 | 0 | 30 2-36] 15 | 20] 7/16-14| 325 430 10-24-32 15 45| 40 10-24 | 20 | 30 |7/16-20| 360 480 | | 12-24-28 20 75 | 65 10-32 | 20 | 30| 1/2-13| 500 650 | 1/4-20-28 40 105 95 iz-24| 35 | 45 | 1/2-20| 560 750 | | s/Agcis-24 as ean) ae 12-28 | 35 | 45 |9/16-12) 700 950 3/8-16-24 160 a2 | 375 | 1/4-20 | 50 70 | 9/16-18| 800 1050 7/16-14-20 200 675, 600 1/4-28 | 65 | 5 | 5/8-11|1000 1300 | | “1/2-13-20 250 1050 | 950 5/16-18 |110 | 150 | 5/a-18/1150 1500 9/16-12-18 425 1500 | 1400 5/16-24 |125 | 170 | 3/4-10|1700 2300 5/8-11-18, 625 2100 | 1900 3/a-16 [200 | 270 | 3/4-16|2000 2600 3/4210-16 1100 3800 | 3500 | A standard nut has a height approximately equal to the diameter of the bolt. Unless otherwise specified, for thin nuts, where the height of the nut is approximately 1/2 the size of the bolt diameter, reduce the above listed torque values fifty percent, Castellations are additional and do not affect torque Table 16 Stepped Studs PLAIN NECKED Torque Limits Table 14 Steel Pipe Plugs in Aluminum and | phread size Magnesium Cases. nea Minimum | Maximum [Plain and Necked| Plain|Neckea ee Torque Limits 8-36 10 xo| 30 10-32 15 50} 45 Minimum | Maximum oe a ee 1/4-28 40 125] 115 1/16 in. ALN.P.T. 30 40 5/1624 85 260| 240 1/8 in, AN.P.T. 30 40 3/824 160 500 | 450 fain ANPLT, | 70 85 | 1/16-20 | 200 800 | 700 s/lein, ANP.T. | 70 85 1/2-20 250 1300 | 1150 3/8 in. ALN.P.T. 95 no 9/16-18 425 1800 | 1600 1/2in, ANLP.LT. | 140 160 5/a-18 625, 2600 | 2400 3/4in, ANLP.T. | 210 230 3/416 1100 4600 | 4200 210EO 10A-10BA-3 Part 10 Figure 10-1 Limits and Lubrication Chart for Front, Power and cessor Sections - Except SIH2 Engine 2 . ' 2u1-212EO 10A-10BA-3 SECTION THRU SECTION THRU VACUUM PUMP DRVE SECTION THRU SPLINE VACUUM PUMP DRIVE Figure 10-2 Limits and Lubrication Chart for Rear Section - Except SIH2 Engine 213-214EO 10A-10BA-3 Pazt 10 THE FIGURES ON THIS CHART ARE REFERENCE NUMBERS ONLY. FITS, CLEARANCES, BACKLASHES, TORQUES. OR SPRING PRESSURES LOCATED BY THESE FIGURES WILL BE FOUND IN THE TABLES OF THIS SECTION. # Figure 10-3 Limits and Lubrication Chart for Front, Power and ‘Accessory Sections - SIH2 Engine 215-216EO 10A-10BA-3 Figure 10-4 Limits and Lubrication Chart for Rear Section - SIH2 Engine 217-218Part 1 EO 10A-10BA-3 Part PART 11 OVERHAUL TOOLS n 1 This Part indexes the names and numbers or function with which the tool is identified, These of the special tools facilitating the overhaul work group names are in alphabetical order and Geseribed in this Engineering Order, Each tool numbered, The numerical tool list is cro! number is located in the functional list by the referenced to the functional list by group numb group name of the engine part, engine assembly, GROUP No. 1 Table 17 Functional Tool List TOOL NAME TOOL No. ACCESSORY DRIVE SHAFT BUSHING assembly and disassembly drift PWA-1800 maximum wear gauge PWA-1451-61 reaming gauge PWA-1805-36 reaming fixture LIM1-T-1 Det. 2 reamer TAM-3575-26 ASSEMBLY OF CRANKCASE FRONT SECTION TO ENGINE crankcase bolt nut wrench PWA-2239 wrench adapter PWA-2240 sump bolt holding wrench PWA-2768 ASSEMBLY OF CRANKSHAFT AND MASTER ROD TO ENGINE crankshaft lifting eye (direct drive} PWA-1332 Lifting hook PWA-2388 propeller shaft lifting eye (geared nose) PWA-662 mater rod and link rod supports PWA-2488 ASSEMBLY OF CRANKSHAFT REAR SECTION TO FRONT SECTION pusher PWA-2424 pusher (large bolt) PWA-2424-10: crankshaft bolt wrench PWA-3222 crankshaft bolt wrench (large bolt) PWA-5192 ASSEMBLY OF PISTONS AND CYLINDERS TO ENGINE turning bar PWA-155 piston ring clamp PWA-13 cylinder flange nut wrench PWA-2397 handle (use with PWA-2397) PWA-2411 cylinder flange nut wrench PWA-2006 cylinder flange nut wrench PWA-2399 handle (use with PWA-2006 and PWA-2399) PWA-2398 2 219Part 11 EO 10A-10BA-3 Part 11 GROUP NO, TOOL NAME, TOOL NO. locknut wrench PWA-3923 locknut wrench (spinning) PWA-5003 6 ASSEMBLY OF PROPELLER SHAFT AND REDUGTION GEAR HOUSING (GEARED ENGINES) thrust bearing sleeve PWA-156 propeller shaft holding fixture TAM-206 propeller shaft holding fixture adapter PWA-1919-1 thrust nut wrench PWA-1084 thrust aut wrench (hydraulic) PWA-5187-40A oil plug wrench PWA-2274 pinion cage assembly pusher PWA-464 pinion cage retaining nut wrench PWA-502 7 ASSEMBLY OF REDUCTION GEAR HOUSING TO CRANKCASE, propeller shaft lifting eye PWA~1332 Lifting hook PWA-2388 8 BREATHER ASSEMBLY body connection wrench PWA-3482 breather hole plug wrench PWA-2373 9 CAM DRIVE GEAR oil seal ring pliers PWA-2188 10 CAM REDUCTION GEAR FRONT AND REAR BUSHING disassembly puller PWA-1773 aligning bar PWA-959 assembly drift PWA-1666 reaming fixture PWA-708 maximum wear gauge PWA-1451-113 reaming gauge PWA-1805-6 reamer TAM-3574-57 reaming fixture (geared engines) PWA-615 u CRANRCASE REAR SECTION bolt puller PWA-1285 2 CRANKPIN LAPPING crankpin lap PWA-981-3 lap holder PWA-980 13 CRANKSHAFT lifting eye (direct drive) PWA-1332 Lifting eye (geared engines) PWA-662 hook PWA-2388 220 Revised 1 May 57.Part 1 GROUP NO, “4 15, 16 17 18 19 20 2 EO 10A-10BA-3 TOOL NAME CRANKSHAFT FRONT SECTION holding fixture adapter (direct drive) adapter (geared engines) crankshaft front plug wrench CRANKSHAFT FRONT AND REAR SECTIONS crankshaft bolt wrench crankshaft bolt wrench (new larger bolt) bolt puller (small bolt) bolt puller (large bolt) pump assembly CYLINDERS AND PISTONS turning bar turning bar (geared engines) flange nut wrench flange nut wrench flange nut wrench wrench handle (PWA-2006 wrench) wrench handle (PWA-2397 wrench) wrench handle (PWA-2399 wrench) torque wrench adapter torque wrench (0-600 inch Ibs.) piston ring pliers piston ring pusher CYLINDER BARRELS (INSPECTION) bore gauge bore indicator cylinder barrel flange gauge CYLINDER FLANGE REPAIR tap flange checking plate CYLINDER TEMPERATURES erill arift, EXHAUST PORT LINER exhaust port liner assembly drift disassembly puller EXHAUST VALVES (INSPECTION) stretch gauge Revised 1 May 57, Part 11 TOOL NO, TAM-206 PWA-1919-1 PWA-1919-3 PWA-7 PWA-3222 PWA-5192 PWA-2425-100 PWA-2425-102 PWA-3755, PWA-155 PWA-2645 PWA-2006 PWA-2397 PWA-2399 PWA-2398 PWA-2411 PWA-2398 PWA-2240 PWA-2239 PWA-1791 PWA-4251-10 1313-T-5 PWA-312-11 PWA-2630-22 PWA-2199 PWA-2630-22 PWA-3064 PWA-2747 PWA-2141 PWA-4148-30 PWA-450 221Part 11 GROUP NO. 222 22 23 24 25 26 27 28 EO 10A-10BA-3 TOOL NAME, EXHAUST VALVE GUIDES AND BOSSES fixture scraper EXHAUST VALVE GUIDE REPLACEMENT guide puller guide hole reamer (manual) guide reamer (manual) guide reaming gauge guide maximum wear gauge power reaming fixture guide reamer (power) guide hole reamer +3 guide hole reamer +5 guide hole reamer +10 guide hole reamer +15 guide hole reamer +20 guide hole reamer +30 assembly drift scraper EXHAUST VALVE SEAT REPLACEMENT seat remover assembly drift FLOATING GEAR retaining nut wrench FLYWEIGHTS disassembly pusher assembly puller bolt wrench expander plug torque wrench bolt torque wrench FRONT CASE (DIRECT DRIVE ENGINES) wrench wrench (hydraulic) puller FRONT CASE (GEARED ENGINES) Lifting eye lifting hook thrust bearing nut wrench thrust bearing nut wrench (hydraulic) Part 11 TOOL NO. PWA-3149-23 PWA-3277-10 PWA-4002-104 PWA-303 PWA-2766-10 PWA-4189-10 PWA-804 PWA-4700-500 PWA-4701-2 PWA-4699-10 PWA-4699-11 PWA-4699-13 PWA-4699-14 PWA~4699-15 PWA-4699-16 PWA-799 PWA-3277-10 PWA-4000-31 PWA-2782-11 PWA-345 PWA-1068 PWA-1067 TAM-1773 PWA-2239 PWA-2238 PWA-1092 PWA-5187-40 PWA-657 PWA-1332 PWA-2388 PWA-1084 PWA-5187-40A,Part 1 GROUP No. 29 3 31 32 33 34 35 36 EO 10A-10BA-3 TOOL NAME FRONT MAIN BEARING inner race sleeve retainer nut wrench (geared engines) FRONT MAIN BEARING INNER RACE puller puller (geared engines) retaining nut wrench (geared engines) assembly sleeve FUEL PUMP DRIVE oil seal assembly drift backlash arbor FUEL PUMP DRIVE GEARS oil seal puller GENERATOR DRIVE GEAR ASSEMBLY inner bearing assembly and disassembly fixture inner bearing disassembly drift collar spanner nut wrench inner and outer bearing drift holding fixture inner bearing assembly drift backlash arbor GOVERNOR DRIVE GEAR pliers governor drive gear holder snap ring drift GOVERNOR DRIVE GEAR BUSHING assembly drift disassembly drift maximum wear gauge reaming fixture reaming gauge GOVERNOR INTERMEDIATE DRIVE GEAR BUSHING assembly puller disassembly drift reaming adapter Part 11 TOOL No. PWA-622 PWA-648 PWA-470 PWA-505 PWA-648 PWA~622 PWA-2285 PWA-2127 PWA-3762 PWA-4638 PWA~4639 PWA-4640 PWA-174 PWA-4636 PWA-4635 PWA-4637 PWA-2003 PWA-2188 PWA-2403 PWA-2126 PWA-1193 PWA-1194 PWA-1451-76 PWA-2401 TAM-3574-57 PWA-1805-6 PWA-1190 PWA-1191 PWA-1039 TAM-3574-59 223Part 11 EO 10A-10BA-3 Part 11 GROUP NO. TOOL NAME TOOL NO. maximum wear gauge PWA-1451-104 reaming gauge PWA-1805-12 37 HOSE clamp compressor PWA-3372, 38 HYDRO-PROPELLER CONTROL VALVE ASSEMBLY valve nut wrench PWA-2754 39 IGNITION LEADS sparkplug holder 7/8" hex. PWA~4632 40 IGNITION MANIFOLD strap wrench PWA-1886 coupling wrench PWA-5770 41 IMPELLER SHAFT (BALL BEARING) shaft retaining nut wrench PWA-345 impeller pusher PWA~1882 floating gear holder PWA~609 nut wrench PWA-1269 locknut pin drift PWA-1558 42 6 IMPELLER SHAFT (PLAIN JOUNAL TYPE) impeller shaft nut PWA-1269 front bearing support wrench PWA-4726 puller PWA-4722 ring carrier puller PWA-4721 943 IMPELLER SHAFT BEARING CAGE REPLACEMENT (BALL) BEARING TYPE) disassembly drift PWA-1976 assembly drift PWA-1975 44 IMPELLER SPRING DRIVE BOLT wrench PWA-1195 45 IMPELLER SPRING DRIVE COUPLING holding fixture * TAM-206 holding adapter PWA-1919-1 holding adapter (geared engines) PWA-1919-3 spring drive puller PWA-674 spring compressor PWA-2793 224 Revised 1 May 57,Part 11 GROUP No. 46 47 48 49 50 51 52 53 EO 10A-10BA-3 TOOL NAME INLET AND EXHAUST VALVES cylinder stand INLET VALVE GUIDE REPLACEMENT guide puller guide hole reamer (Manual) guide reamer (manual) guide assembly drift guide hole reamer +3 guide hole reamer +5 guide hole reamer +10 guide hole reamer #15 guide hole reamer +20 reaming gauge maximum wear gauge INLET OR EXHAUST VALVE SEAT FACING refacing arbor holder seat facer INLET VALVE SEAT REPLACEMENT seat remover seat assembly holder INSTALLING FRONT SECTION ON GRANKCASE SECTION lifting eye lifting hook thrust bearing nut wrench turning bar INSTALLATION AND TIMING OF MAGNETOS timing indicator piston position indicator INSTALLATION IN TEST STAND lifting sling engine stand mounting plate oil tray INSTALLATION OF ENGINE IN ENGINE STAND lifting eye lifting eye (geared engine) lifting hook Part 1 TOOL No, TAM-3146 PWA-4002-102 PWA-301 PWA-2869 PWA-95 PWA-4699-1 PWA-4699-2 PWA-4699-3 PWA-4699-4 PWA-4699-5 PWA~4189-15 PWA-311 PWA-6 PWA-251-24 PWA-4107-31 PWA-4597-51 PWA-1332 PWA-2388 PWA-1092 PWA-155 PWA-2417 PWA-4142 PWA-37 2D-31 2-4 2B-26 PWA-1332 PWA-662 PWA-2388 225Part 11 GROUP NO. 226 54. 55 56 57 58 EO 10A-10BA-3 TOOL NAME Part 11 TOOL NO. INSTALLATION OF NEW SUPERCHARGER CASE ON AN OLD REAR CASE magneto drive shaft bushing aligning bar magneto drive shaft bushing reaming adapter maximum wear gauge bushing assembly drift bushing disassembly drift bushing disassembly drift magneto shaft bushing hole reamer oil pressure tube hole reamer starter shaft bushing hole reamer starter shaft bushing reaming adapter starter shaft bushing reaming adapter starter shaft bushing reaming adapter starter shaft bushing hole reaming adapter starter shaft bushing assembly drift magneto shaft bushing reamer magneto shaft bushing reaming gauge magneto shaft bushing clearance gauge starter shaft bushing reamer starter shaft bushing reaming gauge starter shaft bushing facer starter shaft bushing flush pin gauge magneto drive shaft bushing facer oil pressure tube assembly drift INTAKE PIPES nut wrench puller port protector LIMITS (TORQUE WRENCHES) adapter 600 pounds-inches 1200 pounds-inches 2400 pounds-inches 3600 pounds-inches LINK PINS pressing fixture setting adapter ing spacer Link pin disassembly drift support wedge LINK PIN BUSHING REPLACEMENT bushing dis: assembly drift reaming gauge embly drift PWA-1981 PWA-820 PWA-1451-31 PWA-1746 PWA-1747 PWA-1748, TAM-3575-7 TAM-3574-51 TAM-3575-6 PWA-815 PWA-816 PWA-817 PWA-819 PWA-762 TAM-3575-5 PWA-1805-6 1320-T-120 TAM-3575-8 PWA-1805-9 PWA-538 TAM-1113 PWA-55 PWA-761 PWA-5072 PWA-3145 PWA-5008 PWA-2240 PWA-2239 PWA-5567 PWA-2238 PWA-5266 PWA-296 PWA-810-1 PWA-2252 PWA-4497-11 PWA-992 PWA-2402 PWA-2551-3 PWA-1805-36Part 11 GROUP No, 59 60 61 62 63 64 65, 66 EO 10A-10BA-3 TOOL NAME LINK RODS (INSPECTION) aligning fixture MASTER ROD (INSPECTION) aligning fixture MASTER ROD AND LINK RODS master rod holding fixture link pin press spacer setting adapter setting block wedge MASTER ROD BEARING REPLACEMENT bearing disassembly drift bearing assembly arbor MAGNETO COUPLING DRIVE GEARS spring drift oil seal assembly drift and base drive coupling screw wrench coupling gear puller oil seal puller MAGNETO COUPLING GEAR SCREWS wrench MAGNETO DRIVE GEARS AND SHAFT AND ACCESSORY INTERMEDIATE DRIVE GEARS. bushing facer MAGNETO DRIVE SHAFT BUSHING disassembly drift (short bushing) disassembly drift (long bushing) assembly drift aligning bar facer maximum wear gauge clearance gauge reaming gauge reaming adapter hole reamer bushing hole reamer +5 bushing hole reamer +10 bushing hole reamer #15 Part 11 TOOL No, PWA-1781-614, PWA-1781-61A PWA-296 PWA-2252 PWA-810-1 PWA-715 PWA-992 PWA-5353-101 TAM-267 PWA-4478 PWA-4153 PWA-789 PWA-621 PWA-3762 PWA-789 PWA-55 PWA-1748 PWA-1747 PWA-1746 PWA-1981 PWA-55 PWA-1451-31 1320-T-120 PWA-1805-6 PWA-820 TAM-3575-7 TAM-3575-35 TAM-3575-36 TAM-3575-37 227Part 11 EO 10A-10BA-3 Part 11 GROUP No. TOOL NAME, TOOL NO, bushing hole reamer +20 TAM-3575-38 bushing hole reamer 425, TAM-3575-39 bushing hole reamer +30 TAM-3575-40 67 OIL DRAIN PLUGS AND OIL SCREENS oil screen cover nut wrench PWA-228 sump drain plug wrench PWA-1787 68 ol PLUGS crankshaft rear plug wrench PWA-7 69 OIL PUMP (DISASSEMBLY) pump puller PWA-1327 gear puller PWA-2569 70 OIL PUMP (REPAIR) facing tool PWA-55 n OIL PRESSURE RELIEF VALVE, seat wrench PWA-671 R OIL PRESSURE TUBE HOLE reamer TAM-3574-51 reamer +10 TAM-3574-95 reamer +20 TAM-3574-96 reamer +10 TAM-3575-22 reamer +20 TAM-3575-23 B OIL SEAL RING CARRIER AND THRUST BEARING (GEARED ENGINES) ring expansion pliers PWA-1791 ring carrier puller PWA-3131 thrust bearing puller PWA-1879 shaft plug nut wrench PWA-1983 plug assembly drift PWA-1987 4 OIL SCREEN AND GHECK VALVE cover wrench PWA-228 75 OL SUMP, strainer driver PWA-1572 16 PISTON RING GROOVE REWORKING fixture PWA-4272-31 228,Part 11 GROUP No. 7 78 19 80 a1 82 83 £O 10A-10BA-~3 TOOL NAME regrooving cutter 8° ring inspection eauge PISTON PIN BUSHING REPLACEMENT assembly and disassembly drift split bushing assembly arbor bushing reaming gauge bushing maximum wear gauge PISTONS AND PISTON RINGS pliere PLAIN IMPELLER SHAFT BEARINGS AND SLEEVE front support bearing disassembly drift front support bearing assembly drift reaming fixture front support bearing reamer front support bearing reaming gauge cage bearing assembly and disassembly drift cage bearing reaming fixture cage bearing reamer cage bearing reaming gauge cage assembly drift sleeve puller sleeve and base - assembly PROPELLER OIL FEED TUBE AND PLUGS puller rear plug assembly pusher crankshaft standpipe drift tube retaining nut wrench tube plug locknut wrench PUSH RODS AND COVERS turning bar cover nut wrench valve depressor puller drift PUSH ROD COVER NUT CONNECTOR disassembly driver assembly driver REAR CASE puller Revised 7 Jul 61 Part 11 TOOL NO. PWA~4783 PWA-3201-3 PWA-1641 PWA-1777 PWA-1805-1 PWA-1451-13 PWA-1791 PWA-1695 PWA-1694 PWA-4719 TAM-3574-106 PWA-1805-113 PWA-3187 PWA-4724 TAM-3574-82 PWA-1805-51 PWA-1975 PWA-4722 PWA-4721 PWA-3062, PWA-4510-11 PWA-4512-11 PWA-4239-11 PWA-1983 PWA-155 DMS-196010 PWA-455 PWA-4877 PWA-2152-1 PWA-849 PWA-491 PWA-2712 229Part 11 GROUP NO. 230 a4 a5, 86 87 Ba 89 50 a 92. EO 10A-LOBA-3 Part 1 TOOL NAME, TOOL NO, REAR MAIN BEARING inner race pusher PWA-619 bearing puller PWA-1275 REAR SUPERCHARGER BEARING COVER rear bearing and liner puller PWA-627 REDUCTION DRIVE GEAR spanner nut wrench PWA-487 spanner nut pilot PWA-1986 drive gear puller PWA-442 REDUCTION DRIVE GEAR (GEARED ENGINES) ear pusher PWA-463 gear retaining nut wrench PWA-487 wrench pilot PWA-1986 REDUCTION DRIVE PINION BUSHING REPLACEMENT (GEARED ENGINE) asscmbly and disassembly drift PWA-1522 borin: fixture PWA-1892 bushing adapter PWA-1962-5 reaming gauge PWA-1805-34 bushing maximum wear gauge PWA-1451-30 REDUCTION DRIVE PINION CAGE propeller shaft holding fixture TAM-206 holding adapter PWA-1919-1 locknut wrench PWA-502 pinion cage puller PWA-472, REDUCTION GEAR PINION (INSPECTION) maximum wear gauge PWA-1451-30 REMOVAL OF IMPELLER floating gear holder PWA-609 impeller nut wrench PWA-1269 impeller disassembly puller PWA-5I ROCKER ARM, ROCKER ARM BEARINGS AND ADJUSTING SCREWS rocker bearing drift and base PWA-614 rocker shaft nut wrench PWA-2399Part 11 GROUP No. 93 95, 96 97 98 9 EO 10A-10BA-3 TOOL NAME ROCKER BALL SOCKET REPLACEMENT disassembly pusher assembly fixture ROCKER SHAFT BEARINGS drift and base : ROCKER SHAFT BUSHING REPLACEMENT small bushing disassembly drift large bushing disassembly drift large bushing disassembly drift (large type) small bushing assembly drift large bushing assembly drift large bushing assembly drift (late type) step-rocker shaft bushing reamer step-rocker shaft bushing reamer (late type) large bushing maximum wear gauge large bushing maximum wear gauge (late type) small bushing maximum wear gauge large bushing reaming gauge large bushing reaming gauge (late type) small bushing reaming gauge SPARK PLUGS. spark plug wrench spark plug holder spark plug bushing plug lead nut wrench SPARK PLUG BUSHING REPLACEMENT bushing remover hole tap bushing assembly driver disassembly counterbore front bushing facer rear bushing facer bushing tap STARTER JAW AND GEAR starter shaft bearing puller STARTER SHAFT BUSHING disassembly drift assembly drift hole reaming adapter bushing reaming adapter Part 11 TOOL No. PWA-1352 PWA-2450 PWA-614 PWA-1776 PWA-1279 PWA-1466 PWA-757 PWA-759 PWA-758 13824-T-3 PWA-1682 PWA-1451-114 PWA-1451-34 PWA-1451-110 PWA-1805-2 PWA-1805-4 PWA-1805-3 PWA-3168 PWA-4632 PWA-3252 PWA-1683 PWA-4005 PWA-334 3510-T-16 PWA-1799 1068-T-5 1068-T-3 PWA-1526 PWA-2044 PWA-1749 PWA-162 PWA-819 PWA-815 231Part GROUP NO. 232 11 100 101 102 103 104 105 106 EO 10A-10BA-3 TOOL NAME, bushing reaming adapter bushing hole reamer bushing reamer bushing hole reamer 45 bushing hole reamer +10 bushing hole reamer #15 bushing hole reamer +20 bushing hole reamer 425, . bushing hole reamer +30 bushing flush pin gauge maximum wear gauge reaming gauge SUPERCHARGER BEARING COVER locating adapter reaming adapter SUPERCHARGER SPRING DRIVE BOLT bolt wrench TACHOMETER DRIVES (DISASSEMBLY) oil seal puller TACHOMETER DRIVES (ASSEMBLY) oil seal assembly drift TACHOMETER DRIVE INNER COUPLING BUSHING disassembly drift assembly drift drill jig reaming fixture reaming gauge maximum wear gauge TAPPET ROLLERS AND PINS protector THRUST BEARING NUT wrench (direct drive engines) wrench (3:2 reduction gearing) wrench (direct drive) hydraulic wrench (3:2 reduction gearing) hydraulic crankehaft turning bar Part 1 TOOL NO. PWA-816 TAM-3575-6 TAM-3575-8 TAM-3575-29, TAM-3575-30 TAM-3575-31 TAM-3575-32 TAM-3575-33 TAM-3575-34 TAM-1113 PWA-1451-111 PWA-1805-9 PWA-616 PWA-318 PWA-625-1 PWA-1195 PWA-1836 PWA-1462 PWA-3633 PWA-2884 PWA-2883 PWA-2881 TAM-3574-51 PWA-1805-16 PWA-1451-41 PWA-4885 PWA-1092 PWA-1084 PWA-5187-40 PWA-5187-40A PWA-155Part 11 GROUP No, 107 108 109 10 12 13, 14 EO 10A-10BA-3 TOOL NAME VACUUM PUMP DRIVE GEAR oil seal assembly drist backlash arbor oil seal guide oil seal puller housing pusher VACUUM PUMP DRIVE GEAR BUSHING REPLACEMENT dieai embly drift assembly drift reaming fixture reaming gauge maximum wear gauge VALVE CLEARANCE ADJUSTMENT clearance gauge VALVE GUIDES (INSPECTION) inlet valve guide gauge VALVE LAPPING inlet valve holder exhaust valve holder VALVE TAPPET GUIDE REPLACEMENT disassembly puller aligning bar positioning template assembly drift reaming clamp bottoming reamer finish reamer maximum wear gauge reaming gauge VALVE TIMING CHECK timing pointer (direct drive) timing pointer (geared engines) turning bar VERTICAL ACCESSORY DRIVE GEARS shaft stop Part 11 TOOL No. PWA-1415 PWA-1443 PWA-3094 PWA-3762 PWA-1998 PWA-1460 PWA-1648 PWA-2284 TAM-3574-7 PWA-1805-12 PWA-1451-104 PWA-4675 PWA-311 PWA-10 PWA-1L PWA-2938 PWA-828-2 PWA-1302-10 PWA-4234-30 PWA-1370 TAM-3574-81 TAM-20932 PWA-1451-109 PWA-1450 PWA-2474 PWA-535 PWA-155 PWA-2005 233Part 11 TOOL NO. PwA-6 PWA-7 PWA-10 PWA-LL PWA-13 PWA-37 PWA-51 PWA-55 PWA-95 PWA-155 PWA-156 PWA-174 PWA-228 PWA-251-24 PWA-296 PWA-301 PWA-303 PWA-311 PWA-312-11 PWA-318 PWA-334 PWA-345 PWA-442 PWA-450 PWA-455 PWA-463 234 EO 10A-10BA-3 Table 18 Numerical Tool List GROUP NO. 48 14, 68 uM. un 5 52. a 54, 65, 66, 70 a1 5, 16, 50, 81, 106, 113 6 33 67, 74 48 57, 61 47 23 47, 110 7 100 97 25, 41 86 a 81 a7 TOOL NO. PWA-464 PWA-470 PWA-472 PWA-487 PWA-491 PWA-502 PWA-505 PWA-535 PWA-538 PWA-609 PWA-614 PWA-615 PWA-616 PWA-619 PWA-621 PWA-622 PWA-625-1 PWA-627 PWA-648 PWA-657 PWA-662 PWA-671 PWA-674 PWA-708 PWA-715 PWA-757 Part 11 GROUP NO. 6 30 89 86, 87 82. 54 41,91 92, 94 10 100 84 6 29, 30 100 a5 29, 30 ar 3, 13, 53 n 45 10 6 95Part 11 FO 10A-10BA-3 Part 11 Table 18 Numerical Tool List (Cont'd) TOOL NO, GROUP No, PWA-758 95 PWA-759 95 PWA-761 54 PWA-762 54,99 PWA-789 63, 64 PWA-799 23 PWA-804 23 PWA-810-1 57, 61 PWA-815 54,99 PWA-816 54,99 PWA-817 54 PWA-819 54,99 PWA-820 54, 66 PWA-828-2 112 PWA-849 82 PWA-959 10 PWA-980 2 PWA-981-3 12 PWA-992 57, 61 PWA-1039 36 PWA-1067 26 PWA-1068 26 1068-T-3 7 1068-T-5 97 PWA-1084 6, 28, 106 PWA-1092 27, 50, 106 TOOL NO, GROUP No, 1171-T-1 Det, 2 1 PWA-1190 36 PWA-1191 36 PWA-1193 35 PWA-1194 35 PWA-1195, 44, 101 PWA-1269 41, 42, 91 PWA-1275 84 PWA-1279 95 PWA-1285 n PWA-1302-10 12 1313-1-5 17 1320-T-120 54, 66 PWA-1327 69 PWA-1332 3,7, 13, 28, 50, 53 PWA-1352 93 PWA-1370 12, PWA-1415 107 PWA-1443 107 PWA-1450 12 PWA-1451-13 7 PWA-1451-30 88, 90 PWA-1451- 54, 66 PWA-1451-34 98 PWA-1451-41 104 PWA-1451-61 1 235Part 11 EO 10A-10BA-3 Part 11 Table 18 Numerical Tool List (Cont'd) TOOL NO. GROUP NO. TOOL NO. GROUP NO. PWA-1451-76 35 PWA-1776 95 PWA-1451-104 36, 108 PWA-1777 n PWA-1451-109 nz PWA-1761-61A, 59, 60 PWA-1451-110 95, 112 PWA-1787 6 PWA-1451-111 99 PWA-1791 16, 73, 78 PWA-1451-113 10 PWA-1799 7 PWA-1451-114 95 PWA-1800 1 PWA-1460 108 PWA-1805-1 1 PWA-1462 103 PWA-1805-2 95 PWA-1466 95° PWA-1805-3 95 PWA-1522 88 PWA-1805-4 95 PWA-1526 97 PWA-1805-6 10, 35, 54, 66 PWA-1558 al PWA-1805-9 54, 99 PWA-1572 5 PWA-1805-12 36, 108 PWA-1641 7 PWA-1805-16 104 PWA-1648 108 PWA-1805-34 88 PWA-1666 10 PWA-1805-36 1, 58 PWA-1682 95 PWA-1805-51 9 PWA-1683 96 PWA-1805-113 9 PWA-1694 9 PWA-1836 102 PWA-1695 9 PWA-1879 B PWA-1746 54, 66 PWA-1882 a PWA-1747 54, 66 PWA-1886 40 PWA-1748 54, 66 PWA-1892 88 PWA-1749 99 PWA-1919-1 6, 14, 45, 89 PWA-1773 10 PWA-1919-3 14, 45 236Part 11 EO 10A-10BA-3 Part 1 Table 18 Numerical Tool List (Cont'd) TOOL NO. GROUP NO. ‘TOOL NO. GROUP NO, PWA-1962-5 88 PWA-2397 5,16 PWA-1975 43,79 PWA-2398 5,16 PWA-1976 43 PWA-2399 5, 16, 92 PWA-1981 54, 66 PWA-2401 35 PWA-1983 2B PWA-2402 58 OWA-1986 86, 87 PWA-2403 at PWA-1987 73, 80 PWA-2411 5, 16 PWA-1998 107 PWA-2417 51 PWA-2003 33 PWA-2424 a PWA-2005 a PWA-2424-102 a PWA-2006 5,16 PWA-2425-100 15 PWA-2044 98 PWA-2425-102 15 PWA-2126 4 PWA-2450 : PWA-2127 31 PWA-2474 AP, PWA-2141 20 PWA-2488 : PWA-2152-1 al PWA-2551-3 58 PWA-2188 9, 34 PWA-2569 6 PWA-2199 1a PWA-2630-22 17, 18 PWA-2238 26, 56 PWA-2645 i. PWA-2239 2, 16,26, 56 PWA-2712, 83 PWA-2240 2,16, 56 PWA-2747 : PWA-2252 57, 61 PWA-2754 . PWA-2274 6 PWA-2766-10 23 PWA-2284 108 PWA-2768 2 PWA-2285 31 PWA-2782-11 24 PWA-2373 8 PWA-2793 45 PWA-2388 3, 7, 13, 28, 50, 53 PWA-2869 7 Revised 1 May 57, 237Part 11 EO 10A-10BA-3 Part 11 Table 18 Numerical Tool List (Cont'd) TOOL NO. GROUP NO. TOOL NO, GROUP NO. PWA-2881 104 PWA-4005 97 PWA-2883 104 PWA-4107-31 49 PWA-2884 104 PWA-4142 51 PWA-2938 nz PWA-4148-30 20 PWA-3062 80 PWA-4153 63 PWA-3064 = PWA-4189-10 23 PWA-3094 107 PWA-4189-15 47 PWA-3131 23 PWA-4234-30 uz, PWA-3145 55 PWA-4239-11 80 PWA-3149-23 22 PWA-4251-10 16 PWA-3168 96 PWA-4272-31 76 PWA-3187 9 PWA-4478 es PWA-3201-3 16 PWA-4497-11 57 PWA-3222 4,15 PWA-4510-11 80 PWA-3252 96 PWA-4512-11 80 PWA-3277-10 22, 23 PWA-4597-51 49 PWA-3372 37 PWA-4632 39, 96 PWA-3482 8 PWA-4635 33 3510-T-16 7 PWA-4636 33 PWA-3633 104 PWA-4637 33 PWA-3755 15 PWA-4638 33 PWA-3762 32, 63, 107 PWA-4639 33 PWA-3923 5 PWA-4640 33 ‘PWA-4000-31 24 PWA-4675, 109 PWA-4002-102 47 PWA-4699-1 47 PWA-4002-104 23 PWA-4699-2 47 238Part 11 EO 10A-10BA-3 Part 11 Table 18 Numerical Tool List (Cont'd) TOOL NO, GROUP NO, TOOL NO, GROUP No, PWA-4699-3 47 PWA-5353-101 62 PWA-4699-4 47° PWA-5567 56 W pwa-2699-5 47 pus-196010 81 PWA-4699-10 23° PWA-5770 40 PWA-4699-11 23° 13824-7-3 95 PWA-4699-13 23 TAM-206 6, 14, 45, 89 PWA-4699-14 23 TAM-267 62 PWA-4699-15 2300 TAM-1113 54, 99 PWA-4699-16 230 TAM-1773 26 PWA-4700-500 23 TAM-3146 46 PWA-4701-2 23° TAM-3574-7 108 PWA-4719 79 TAM-3574-51 54, 72, 104 PWA-4721 42,79 TAM-3574-57 10, 35, PWA-4722 42,79 TAM-3574-59 36 PWA-4724 79° TAM-3574-81 aia. PWA-4726 42 TAM-3574-82 719 PWA-4783 76 TAM-3574-95 2 PWA-4877 81 TAM-3574-96 12 PWA-4885 105 TAM-3574-106 79 PWA-5003 5 TAM-3575-5 54 PWA-5008 55 TAM-3575-6 54,99 PWA-5072 55 TAM-3575-7 54, 66 PWA-5187-40 27, 106 = TAM-3575-8 54,99 PWA-5187-40A, 6, 28, 106 = TAM-3575-22 1m PWA-5192 4,15 TAM-3575-23 Tm PWA-5266 56 TAM-3575-26 1 Revised 7 Jul 61 239Part 11 TOOL NO. TAM-3575-29 TAM-3575-30 TAM-3573-31 TAM-3575-32 TAM-3575-33 TAM-3575-34 TAM-3575-35 TAM-3575-36 240 EO 10A-10BA-3 Table 18 Numerical Tool List (Cont'a) GROUP No, 9 9 9 99 99 9 66 TOOL NO. TAM-3575-37 TAM-3575-38 TAM-3575-39 TAM-3575-40 TAM-20932 2B-26 2c-4 2D-31 Part GROUP No. 66 66 66 66 52, 52 52Appendix A EO 10A-10BA-3 APPENDIX A This appendix contains the latest available infor- mation concerning approved methods for Over- haul Plating of Pratt & Whitney Aircraft engine part: Instructions of a rudimentary nature and routine procedures which should be familiar to ex- perienced personnel have been omitted. How- ever, specific plating information not covered herein will be furnished upon application to Air Material Command, Appendix A 241-1Appendix A PLATING SOLUTIONS. General Solution No. Solution No. Solution No. Solution No. Solution No. Solution No. Solution No. Solution No, Solution No. Solution No. Solution No. Solution No. Solution No. Solution No, Solution No. Solution No. Solution No. Solution No. Solution No. Solution No. Solution No. Solution No. Solution No. Solution No. Solution No. Solution No. Solution No. Solution No. Solution No. Solution No. PS-3. PS-101 PS-115. PS-116 PS-117 PS-119 PS-202 PS-301 PS-303, PS-304 PS-305, PS-306 PS-307 PS-309, PS-310. PS-400. PS-480. PS-481 PS-550. EO 10A-10BA-3 TABLE OF CONTENTS COBIAN DDT DTO HEHEHE ea RRR HEHEHE Y Appendix A Solution No. PS-590. 10 GENERAL PLATING PROCEDURES 10 General 10 Degreasing 10 Masking 10 Baking, aL Plating n Solutions. . uM Cadmium Plating. ul Chromium Plating : 13 Copper Plating on Steel (Not Stain- less Steel) 14 Lead Plating, 15 Silver Plating on Aluminum 16 Silver Plating on Steel (Not Stain- less Steel) 17 Silver Plating on Stainless Steel... 18 Tin Plating 20 PLATING SHOP LAYOUT AND EQUIPMENT. 22 General 22 Electrical. 22 Hoists, 22 Floor 22 Oven. 22 Cleaning Equipment 22 Tanks 22 Ventilation 22 Disposal of Plating Room Wastes... 22 Suggested Layout for Plating Shop 23 Plating Tank Requirements 24Appendix A EO 10A-10BA-3 Appendix A PLATING SOLUTIONS General — Nearly all the solutions and their components used in plating are harm- ful to skin and clothing, and adequate protection is advised to avoid contact with them. Many of the solutions are highly corrosive and require the use of protective aprons, gloves, and goggles. The hidden danger in others is that thru daily i halation, a sufficient amount of metallic salts may accumulate in the body to cause violent reactions, such as skin rashes or nausea, upon only slight additional ex- posure. This effect may evidence itself at each subsequent exposure to the offend- substance for a considerable period of time. Only adequate and continuous surface ventilation of the various solutions will prevent this condition. Solution No. PS-3 Material Specifications — Technical grade hydrochloric acid, 20 degrees Baume at 60 degrees F. Preparation — Solution consists of 20% acid and 80% water. Fill tank with water to 80% of its operating volume, add acid slowly and stir. Operation — Operate solution at room temperature. Avoid contact with skin or clothing. Add no water or acid, but discard the solution when it is reduced to 15% hydrochloric acid, when the volume is reduced enough to warrant addition, ‘or when it becomes dirty. Solution No. PS-4 Material Specifications Technical grade sulphuric acid, 66 de- grees Baume at 60 degrees F. Technical grade nitric acid, 42 degrees Baume at 60 degrees F. Preparation — Make up a solution of three parts sulphuric acid, two parts nitric acid, and one part water per gallon. Add the acids to the water, mixing carefully while adding. Operation — Operate solution at room temperature. Avoid contact with skin or clothing. Make no additions to solution but discard it when it loses its strength, WARNING — Never add water_to concentrated sulphuric acid. ‘The spattering of acid which will result may cause serious burns. Solution No. PS-6 Material Specifications — 56% redis- tilled acetic acid and 30% ‘hydrogen peroxide. Preparation — Mix two parts of acetic acid with one part of hydrogen peroxide. Test the quality of the acetic acid by immersing a polished carbon steel panel in the solution for 20 minutes. At the end of this time there must be no evidence of etching. Operation — Operate the solution at room temperature. Avoid contact with skin or clothing. Make no additions to the solution but operate it to depletion. Solution No. PS-II This solution consists of 50% commer- cial grade nitric acid and 50% water. ‘Add the acid to the water slowly and care- fully. Avoid spattering on skin or cloth- ing. Maintain the concentration of the acid within 35 to 65 percent. Solution No. PS-I2 Material Specifications — Phosphoric acid, food grade, containing 75% mini- mum phosphoric acid by weight. Preparation — Fill the tank 30% full with water; then add the phosphoric acid slowly. to fill the remaining 70% of the operating volume of the tank. Stir to mix. Operation — Operate the solution at room temperature. Maintain the con- centration of the phosphoric acid within 60% to 80% of the operating volume of the tank.Appendix A Solution No. PS-13 Material Specifications — Technical grade sulphuric acid, 66 degrees Baume at 60 degrees F. Preparation — Solution consists of 20% sulphuric acid and 80% water. Fill the tank with water to 80% of its operating volume; then add the acid slowly to the water, mixing carefully while adding. WARNING — Never add water to concentrated sulphuric acid. ‘The spattering of acid which will result may cause serious burns. Operation — Operate solution at room temperature. Avoid contact with skin or clothing. Make no additions but discard the solution when it is reduced to 12% acid, when the volume is reduced enough to warrant additions, or when it becomes dirty. Solution No. PS-14 Material Specifications Technical grade hydrochloric acid, 20 degrees Baume at 60 degrees F. Nickel chloride, containing 99% mini- mum NiCl, — 6H;O and .06% maximum copper and iron. Preparation — Fill the tank about two- thirds full with water, add the nickel chloride (32 ounces per gallon) and stir to dissolve. Heat the solution to 160 degrees F. for two hours; then filter it, Add the hydrochloric acid (420 cc. per gallon) and stir to mix. Fill the tank to normal operating level with water. Operation — Operate the solution at room temperature and maintain the con- centration within the following limits: Nickel (as metal) — 7 to 9 ounces per gallon Hydrochloride acid — 360 to 480 cc per gallon Solution No. PS-I7 Material Specifications Nickel sulphate, containing 98% NiSO, 4 EO 10A-10BA-3 Appendix A — 6H,0 and .01% maximum copper and iron compounds. Sodium chloride, U.S.P. grade. Boric acid, commercial grade, contain- ing 56% minimum boron trioxide. Anhydrous sodium sulphate, commer- cial grade Sulphuric acid, technical grade, 66 degrees Baume. Preparation — Fill the tank about half full with water and add the required amounts of nickel sulphate (14 ounces per gallon), sodium chloride (3.6 ounces per gallon), boric acid (6.0 ounces per gallon), and sodium sulphate (19.5 ounces per gallon) and stir the mixture. The salts may be added in any order. Fill. the tank with water to normal operating level and stir the mixture again until all salts are dissolved. Filter the solution to re- move all impurities. This will require between 12 and 48 hours. Adjust the pH between 5.0 and 5.5 by the addition of the sulphuric acid. Operation — Operate the solution at room temperature “and agitate. it either mechanically or by air. A newly mixed solution must be operated with a dummy cathode for 12 to 24 hours at five amperes per square foot before any actual plating isattempted. Maintain the concentration of the solution within the following limits: Nickel (as metal) — 2.5 to 3.5 ounces per gallon Chloride (as Cl) — 2.0 to 2.5 ounces per gallon Boric acid — 5 to 7 ounces per gallon Sulphuric acid — as required to ad- just pH between 5.0 and 5.5. Solution No. PS-25 This solution is the same in its material specifications and_operation as. solution No. PS-13. It differs only in the amount of sulphuric acid, which in this solution is 40% by volume. Observe all the pre- cautions listed for solution No. PS-13 ex- cept that the solution must be discarded when the concentration reaches 35%.Appendix A Solution No. PS-29 Material Specifications — Sodium hy- droxide, containing 95% minimum NaOH and_.50% maximum chlorides, such as NaCl. Preparation — Fill the operating tank about half full with water; then add the sodium hydroxide (25 ounces per gallon) slowly, and stir to dissolve. Add enough water to bring the tank to operating level and stir again. Operation — Operate the solution at room temperature and maintain the con- centration within 23 to 27 ounces of sodium hydroxide per gallon of solution, Solution No. PS-30 Material Specifications — Zincate salts, such as “Alumon”, made by Enthone, Inc. Preparation — Fill the tank about half full with water. Slowly add the zincate salts (70 ounces per gallon) and stir to dissolve. Add enough water to bring the tank to operating level and stir again Operation — Operate the solution at room temperature and maintain the con- centration of zincate salts at 60 to 80 ounces per gallon of solution. Solution No. PS-31 This solution consists of 100% inhibited hydrochloric acid used without dilution. Add a standard inhibiter, such as Enthone Inhibiter No. 9 to the acid or purchase a prepared inhibited acid, such as Pennsalt PM90. Operate the solution at room temperature. Avoid contact with skin or clothing and provide adequate exhaust ventilation. Discard the solution when it smudges a piece of clean unnitrided steel or when time required to obtain desired results exceeds maximum time allowed for this immersion Solution No. PS-I0I Material Specifications — Pennsalt K-7 or equivalent heavy duty electrolytic alka- line cleaner. Preparation — Fill operating tank ap- proximately worthird full with water and jeat to 120 to 160 degrees F. Add the EO 10A-10BA-3 Appendix A alkali slowly (12 oz. per gallon of solution), stirring to dissolve it; then add enough water to fill the tank and stir the mixture again. Operation — Operate the solution at 180 to 210 degrees F. unless otherwise directed in certain. plating procedures but do not boil it or sludge will not settle. Maintain the concentration of alkali between 9.5 and 14.5 ounces per gallon. Discard the solution when the amount of sludge in- dicates that this is desirable. Solution No. PS-II5 Material Specifications Chromic acid flakes, 99.5% pure mini- mum and containing not more than .2% sulphates, Technical grade sulphuric acid, 66 de- grees Baume at 60 degrees F. Preparation — Fill the tank half full with water, add the chromic acid (45 ounces per gallon) and stir to dissolve. Slowly add the sulphuric acid (.6 ounce per gallon), fill the tank with water and stir the mixture well. Operation — Provide adequate exhaust ventilation and avoid contact with skin or clothing. Operate the solution at 115 to 135 degrees F. Maintain the chromic acid and sulphuric acid content well within plus or minus 10% or plating efficiency will be severely reduced. Prevent con- tamination by chlorides to avoid excessive corrosion of anodes or exposed steel areas, and by iron or copper to avoid nodular plate. Solution No. PS-II6 This solution consists of chromic acid flakes possessing the same qualities as those listed under solution No. PS-115. ‘Mix 28 ounces of chromic acid per gallon of water, observing all preparational and operational notes listed for solution No. PS-115 except those having to do with sulphuric acid which is not a part of this solution. Solution No. PS-II7 This solution is an alkaline stripper 5Appendix A identical in quality to solution No. PS- 101. Observe all preparational and op- erational notes for solution No. PS-101 except that 20 ounces of alkali are used per gallon of solution. Solution No. PS-II9 This solution differs from solution No. PS-115 only in the amount of chromic acid (25 ounces per gallon) and of sul- phuric acid (.25 ounces per gallon) used. Observe all material specifications, prepa- ration and operation notes given for solu tion No. PS-115. Solution No. PS-202 Material Specifications Pennsalt K-7 or equivalent heavy duty immersion alkaline cleaner. Preparation and operation of this solu- tion is the same, except for the quantity of alkali (10 ounces per gallon) as for solu- tion No. PS-101 Solution No. PS-301 Material Specifications Cadmium plating salts, such as Cad- mium Make-up Salts (Udylite No. 1) by MacDermid. Sodium Cyanide containing 96% NaCN. Cadmium_reple Cadmium _Repleni No. 2) by MacDermid Preparation — Fill the tank partly full with water, add the required amount of cadmium make-up salts (18 ounces per gallon for barrel plating and 16 ounces per gallon for still plating) and stir until salts are dissolved. Fill the tank to oper- ating level and stir the solution again. Operation — Operate the solution at room temperature. Do not allow any chromates or chromic acid to be intro- duced into the solution. Maintain the concentration of the solution by the use of cadmium replenishing salts and observe the following limits: ching salts, such as (Udylite 6 EO 10A-10BA-3 Appendix A Cadmium metal — 2.5 to 4.5 ounces per gallon @arrel plating) 2 to 4 ounces per gallon (Still plating) Sodium cyanide — 7 to 11 ounces per gallon (Barrel plating) 6 to 10 ounces per gallon (Still plating) Solution No. PS-303 Material Specifications Sodium hydroxide containing a mini- mum of 95% NaOH and a maximum of 5% chlorides such as NaC1. Sodium cyanide containing 96% NaN. Potassium cyanide containing 95%. KON. Preparation — Fill the tank to one-half its operating level. Add the sodium hy- droxide (3 ounces per gallon), stir; then add the sodium cyanide (5 ounces per gallon) or, as an alternate, the potassium cyanide (6.8 ounces per gallon). Stir the solution thoroughly and add enough water to bring the tank to operating level. WARNING — Cyanide can be fa- tally poisonous. Avoid contact with skin or clothing. Provide adequate ventilation. Operation Operate solution at room temperature. Discard the solution when volume is re- duced so that additions are necessary, or when the solution becomes dirty. Sodium hydroxide — 1 to 5 ounces per gallon Sodium cyanide —2 to 8 ounces per gallon Potassium cyanide —3 to 10.4 ‘ounces per gallon Solution No. PS-304 Material Specifications Technical grade copper cyanide, 98% pureAppendix A Sodium cyanide, containing 96% mini- mum NaCN or potassium cyanide, con- taining 95% minimum KCN. Sodium carbonate, 99% pure, mini- Sodium hydroxide, containing 95% minimum NaOH and .5% maximum chlorides such as NaC Preparation — Fill the tank half full with water and heat it to 120 to 160 degrees F. Add the required amount of sodium cy- anide (6.5 ounces per gallon) or potas- sium cyanide (7.5 ounces per gallon) and stir to dissolve. Add the copper cyanide (4.5 ounces per gallon) and stir to dissolve. WARNING — Cyanide can be fa- tally poisonous. Avoid contact with skin and clothing. Provide adequate ventilation, Add the sodium carbonate (4 ounces per gallon) and the sodium hydroxide (.75 ounces per gallon); then stir to dissolve. Fill tank nearly to operating level with water and stir to mix. Heat the solution to 120 to 130 degrees F. and add water as needed to fill the tank. Operation — Maintain a temperature of 120 to 130 degrees F. and filter the solution both before and during use. Provide a constant overflow to remove any surface contamination. Maintain the concentra- tion of the solution within the following limits: Sodium carbonate — 4 to 8 ounces per gallon Sodium hydroxide —.5 to 1.5 ounces per gallon Copper metal (in solution) —2 to 4 ounces per gallon Sodium cyanide — 1 to 3 ounces per gallon or Potassium cyanide — 1.3 to 3.9 ounces per gallon Solution No. PS-305 Material Specifications Technical grade potassium silver cy- EO 10A-10BA-3 Appendix A anide, containing 53.5% minimum silver, no sulphur, no chlorine, and only 1% total impurities, Potassium cyanide, containing 95% KCN minimum. Preparation — Fill tank half full with water and add the potassium cyanide (8 ounces per gallon) and stir to dissolve. Add the potassium silver cyanide (0.6 ‘ounces per gallon) and stir to dissolve. WARNING — Cyanide can be fa- tally poisonous. Avoid contact with skin or clothing. Provide adequate ventilation. Fill the tank to normal operating level with water and stir the solution’ thor- oughly. Filter the solution before using. Operation — Operate the solution at room temperature. Provide a constant overflow to remove any surface contami- nation and filter the solution continuously during use. Discard the solution when the content of potassium carbonate in- creases. with continued operation and aging so that burnt deposits appear. Maintain the concentration of the solu- tion within the following limits: Silver metal in solution — 0.2 to 0.4 ounces per gallon Free potassium cyanide (not _com- bined with silver cyanide) —7 to 9 ounces per gallon Solution No. PS-306 Material Specifications Technical grade potassium silver cy- anide, containing 53.5% minimum silver, no sulphur, no chlorine, and only 1% total imipurities. Potassium cyanide, containing 95% KCN minimum. Potassium carbonate calcined, 99% pure minimum. Commercial grade potassium hydroxide, flake, with a specific gravity of 2.044. Preparation — Fill tank half full with water and add the required amount of potassium cyanide (10 ounces per gallon) 7