1.0. 1€.121¢-2 ¢. Remove pressure pot and bleed hose, and install valve seal caps securely 5-119A. TROUBLE SHOOTING TORQUE PRES- SURE ON THE GROUND. When low or erratic torque pressures are indicated, a comparison check of manifold pressure, rpm and torque pressure, between two or more engines should be made to determine if erratic torque pressure readings are caused by improper functioning of the engine, or hy 4 faulty torquemeter system. If it is determined that the torque system is at fault, the trouble can be isolated by using the following procedures: a, Remove torquemeter gage connector (see figure S+14A), located near teansmitier on front supercharger Do not attempt to test the internal oil line with torquemeter transmitter pad installed. housing. b. Plug internal oil line at torquemeter gage connes- tion, using an engine plug or a ¥g NPT plug (see figure 5-14B). Be sure all connections are tight. « Remove torquemeter oil external tube connector (see figure 5-14C), located on engine nose section approximately midway between left distributor and front oil pump. 4, Install locally manufactured adapter (see figure 5-14D), When this adapter is installed and internal line is plugged on front supercharger housing, it blocks off passage to nose section and checks internal oil paseage in engine. ¢ Pump oil from test unit (see gure 5-14E), into line until pressure reads 200 psi. Close needle valve (Gee figure 5-14F), Test for ewo minutes with an allow- able drop of 5 psi per minute after closing needle valve. If amount of leakage is beyond these limits, engine will be removed. £ Remove adapter (see figure 5-14D), and install adapter (see figure 5-14G). When this adapter is installed, it blocks off pressure to torquemeter gage connector located on front supercharger housing. & Atcach a direct reading gage with a suficient length of hose to adapter (see figure 5~14H). hh, Start and warm up engine to normal operating temperatures, then check torque pressure readings on Revised 15 March 1957 Section V Paragraphs 5-119A to 5-123 test gage. If test gage readings are abnormal, trouble is in torquemeter system in nose section. 5-120. TORQUEMETER CIRCUIT. (Refer to Section X.) The circuit consists of an autosyn transmitter on a shock-mounted panel on the right side of each power plane accessory section. These transmitters are electric- ally connected to the corresponding sections of dual autosyn indicators mounted on the flight engineers lower instrument panel. The system is energized by 2G.volt, d00-cycle ac, and the riruit of sach engine ie protected by four 2ampere fuses on the lower MJB panel at station 212. 5-121, TROUBLE SHOOTING TACHOMETER AND SYNCHROSCOPE CIRCUIT. (Refer to Section X.) ‘The tachometer and syncheascope installation is 2 system complete in itself and has no connection with either the aigplane dec or 2-c electrical systems. Trouble shooting therefore, consists of checking for continuity and proper function of components. Trouble Probable Cause Remedy Non Open circuit indication. sea Connect the plug Fay indicator wh ofthe operative or tachometer benerator Indication restored, replace erator I otf Place indicator (Check and tighten all connections. Crorecheck tach: ‘scope anc ion. ‘Loose connector ‘terminal. 5-122, ENGINE ANALYZER. 5-123. DESCRIPTION. ‘Refer to Section X.) The engine ignition analyzer will detect, locate, and identify the malfunctions and imminent failures that may occur dating engine operation. ‘The functions of the engine are projected onto a cathode ray tube in the form of voltage patterns taken from the magneto coils through protective resistors. 567Section V Paragraphs 5-124 10 5-130 5-124. The following items comprise the engine ana- lyzer system: We. per Airplane ‘Ample, tower Supply 7 Generator, Synchronizing 4 Indicotor, Engine Anelyter Indicotor Hornets Attembhy 1 Slgnol Goin Transformer 1 Left side fight engineers usiiry conte stond, Switch, Condition Selector ' cvsiliry cone stond Switch, Cyle Selector 1 tat side aight Switch, 1 Att of selector site. 5-125. The condition switch selects a particular engine and its ignition system for study. The cycle switch initiates the sweep across the indicator at a particular point in the crankshaft cycle, so that the ignition pattera of a selected cylinder of a chosen engine will be the first to appear at the left edge of the indicator, The power supply amplifier contains special circuits for amplifying the sweep across the indicator and for controlling its length over a range of engine speeds from 1,000 to 3,000 rpm, and furnishes the proper voltages forall its tubes and the cathode ray tube in the indicator. 5-126. As the pattern on the indicator is swept hori ontally in synchronism with the engine, it is also defected vertically by the changing voltage under obser- vation. Horizontal movement of the pattera is controlled by the electronic sweep generator in the amplifier unit, The pattern starts at the left and eravels at constant speed toward the right. The time of cravel is automat cally adjusted regardless of engine speed to cover the ‘openings and closings of the distributor breaker points for the fing of two consecutive cylinders in the order of fring The three-phase generator om the auxiliary tachometer drive synchronizes the sweep with engine rotation. The voltage from the generator alternates in step with the engine and is used co start the sweep at the beginning of its movement across the tube of the indicator. The sweep is initiated ac the instant before firing of any desired cylinder chosen by che cycle selec- tor switch. To display patterns of the ignition system, the changing voltage at the magneto switch in the primary cicuit is applied directly, without any change for distortion, co the vertical deflection circuit of the 568 1.0. 1C-1216-2 indicator. This connection is made through resistors mounted in a separate box near the magneto grounding switch box. All common ignition malfunctions can be readily detected by pattern comparison of a character- istic normal pattern for the engine. In addition, such malfunctions as bad injection pump, leading nozales, ow compression, oil passing rings, broken distributor brushes, breaker points burned, distributor out of tim. ing, and engine synchronlzation can be detected. 5-127. IGNITION PATTERNS. Interpretation of the various patterns presented on the analyzer scope requires a knowledge of engines as well as an understanding of what a certain eype pattern means. For an accurate inter. pretation, the operator should be aware of all estab- lished engine conditions. The exact size and shape of the ignition patterns shown may vary due to the particu- Jar characteristics of the individual engine and ignition system on test. 5-128. GENERATOR. The generator is a 3-phase, permanent-magner alternator attached to each engine's auxiliary tachometer drive. The generator is driven at onehalf crankshaft speed and serves as a reference volage. This voltage is converted into single-phase voliage by the cycle switch, This voltage triggers the indicator sweep circuit enabling the display of repeti tive ignition signal as a constant picture. 5-129, TIMING THE GENERATOR. There are two methods used for timing the generator; by timing the generator co the engine, and by timing the generator to an ignition malfunction, 5-130. Timing genecator w ce engine is xs follows 4. Check that the piston of magneto timing cylinder is on compression stroke and locate top dead center. Rotate propeller at least 180 degrees opposite to normal rotation and then rocate it in the direction of normal rotation smoothly to take out all possible play in gears. ‘Stop crankshaft rotation at 0 degrees before top dead center to be able to observe the firing in the engine cylinder, in both the retard and advance position of the ignition, on the indicator scope. , Loosen clamp that secures generator cover to gen- erator housing and remove screw from central hole in cover. Insert timing pin into this hole and while main- taining slight pressure on it, rotate generator cover, court to rotor rotation, until timing pin slips into groove on rotor. Lock generator cover in that position with cover clamping ring. Generator is now synchro- nized with crankshaft Revised 1 January 19561.0. 16-1216-2 Check the phase rotation of generator in this Disconnect a lead from any convenient spark plug and tie ie to some engine part in such a manner that the spark can not jump to ground, Start engine, and with analyzer in operation, set cycle switch 0 cylinder from which the spark plug lead was removed. Index the knob with “R” if spark plug lead is disconnected from front plug in cylinder or to “L" if lead is disconnected Irom rear plug. Pattern of sereen should indicace an open circuit for that plug. Index cycle switch one step in direction of firing order of cylinders (clockwise) and while doing so note direc- tion of pattern shift. A shife off screen to the left indicates correct phase rotation; a shift to the right indicates incorrect rotation. 5-131. Timing generator to an ignition malfunction is as follows: Note Before this method is used, the magneto must be correctly timed, and there must be no mal- functions in the ignition system. a, Remove ignition lead from No. 10 cylinder front spark plug. Cap lead with plastic protector (this will give an open secondary pattern). b. Loosen clamp an analyzer signal generator enough to turn by hand, but tight enough not to move when engine io running. c. With engine running at or above 1800 rpm, set selecor switch to RIGHT distributor. Set cycle switch to No. 1 cylinder, pull button out for “SLOW SWEEP.” Adjuse intensity control on power amplifier for brightness ‘Adjust focus for picture clearness. Adjust horizontal centering to obtain Y% inch at each end of trace line, Adjust horizontal length to obtain 2¥% inches of trace line, 4. With engine running at about 2000 rpm, set cycle switch to No. 10 cylinder "FAST SWEEP.” Rotate rear housing of signal generator until malfunction pattera (open secondary) appears on indicator at approximately Fg inch from left ©. Rotate cycle switeh to 1No, 1 cylinder signal generator timing. 11 compleve Section V Paragraphs 5-131 to 5-135 Note Due to cam compensation, No. 10 cylinder is used only as a reference and not as final timing. jghten and lock-wire screw on signal generator £ clamp. 5-132, CYCLE SWITCH. The cycle switch selects the specific poine of a complete engine cycle at which the horizontal time sweep across the cathode ray tube of the indicator is ¢o be initiated. A push-pull knob, cen: trally located oa the switch dial, changes the speed of the sweep across che tube, In the normal (pushed-ia) position, the sweep is fast, and in the pulled-out po: tion, che slow sweep is in effect and all events occurring through 720 degrees of crankshaft rotation are portrayed during the time the beam traverses the ube. The fixed sing of the switch is macked offi numerical desiguat to correspond co the firing order of the engine. The rotatable switch dial represents the four stcokes of the four-stroke cycle internal combustion engine. One revo- lution of the dial represents a full engine cycle or two crankshaft revolutions. The nearest detent to alignment of the rotatable dial with a cylinder designation which does not splie a given pattern should be used. 5-133. CONDITION SWITCH. The condition switch selects a specific engine for checking che left, right, of both magnetos, or the speed synchronism between engines. The function of the switch is primarily the selection and orientation of the type of analysis desired, 5-134. POWER SUPPLY AMPLIFIER. The power supply amplifier chassis contains all of the electronic circuits ot the engine analyzer except the indicator. Mx fnture tubes are used throughout. The power supply requirements is 0.6 ampere, 115-volt, 400-cyele, single- phase, and the circuits are protected by a one-ampere fuse. Access to the fuse is on the face of the amplifier, and is labeled “FUSE.” All tubes should be replaced with new tubes after 1000 hours service time, To expose the tubes for replacement, unserew the four cover screws and lift the unit cover off. As the cover is removed, the safety interlock switch breaks the power input circui Replace the cover and reenergize the tubes for opera- tion, Remove the cover, and with caution, touch all fubes checking for their operation. A tube which feels cold must be replaced. Most of the tubes are covered with cylindrical metal shields which can be removed by pressing them down slightly and turning counterclock- wise, 5-135. INDICATOR. The indicator assembly is a hous- ing which encloses a cathode ray tube with a 3inch, ‘green phosphorescent screen of medium persistence. It fv pr tine with ne distor- ties a bigh innensicy tion, and has a shore warm-up period. 569Section V Paragraphs 5-136 t0 5-138 5-136, ADJUSTMENT OF AMPLIFIER AND. INDICATOR. a, Turn on power to system, and allow amplifier and indicator tube to warm up (approximately one minute) b, Start engines and allow chem to warm up for period required, depending on outside temperature. ‘After warmup, throttle engines to cruising speed €. Adjust shafts marked “FOCUS” and “INTEN- SITY” (0 obtain brilliance and focus of image desired. 4. Adjust shaft marked “LENGTH” to obtain a horizontal sweep about 2% inches long. The push-pull kknob on cycle switch must be in the pushed.in position fe. Adjust shaft marked “H.CENTERING" so. that the leading edge of sweep starts about Yyinch from left edge of the indicator screen. 5-137. REMOVAL AND INSTALLATION OF UNITS. a. Deenergize electrical ci b. Remove electrical connectors and mounting screws from each unit. ‘The amplifier is mounted with four snap slides. € Installation is reverse of removal. Use caution when installing tube of indicator. To install generator, set shaft of generator into the square hale of tachometer drive shaft and mace generator pad to that of the tach- ometer drive. Rotate the generator in 90-degree steps as necessary, so that it is best positioned to accept the cable from engine junction box. Secure generator with ‘nuts and lock-wire. 5-138, CHECK OF ENGINE ANALYZER INSTALLATION. a. Disconnect spark plug lead from front plug of cylinder No. 10 for each engine, b. Run engine at approximately 2000 spm; turn on engine analyzer and allow at least one minute warmup ¢. Place condition switch in any position under “IGNITION,” and push-pull knob on cycle switch in pulled out position. On cycle switch, set index of dial labeled “IGN” to any cylinder on fixed ring, 4. On amplifier power supply, adjust “FOCUS,” “INTENSITY,” and “GAIN” controls as necessary. Adjust "H-CENTERING” control so that leading edge 570 T.0.1€-1216-2 of sweep starts about 1 inch from left edge of indicator sereen and using “LENGTH” control adjust sweep length to about 2¥2 inches. . Condition switch index to "2" under “SYN.” g. Run engine No, 2 FASTER than No. 1. Pattern shall shift horizontally to left hh. Synchronize engine No. 1 and 2. Pattern shall remain stationary. i. Condition switch co "3" under “SYN, j. Repeat steps € through h for No. 3 engi k. Condition switch to "4" under "SYN." 1. Repeat steps f through h for No. 4 engine. m. Condition switch: Place index of dial on “R” near numeral “1,” beneath "IGNITION" on fixed ring. tn, Cycle switch: Set index dial labeled “IGN” on "10" on fixed ring. Push in push-pull knob. ©. Observe indicator. Ignition pattern of right mag- ‘eto of cylinders No. 10 and 3 for engine No. 1 should be observed. At an engine speed of approximately 2000 1pm, pattern of No. 10 cylinder should appear first and should be approximately 3% ich from left side of poine ‘where sweep starts. If pattern of cylinder No. 10 does ‘ot appeat, or is not in its correct position, a change in timing of engine analyzer tachometer is indicated. ». Pull out push-pull knob on cycle switch. Ignition pattern of left magneto of all cylinders should be ‘observed on indicator beginning with No. 10. jine No. 1 to q, Turn magneto switch for enj Pattern on scope should disappear . Return magneto ewitch for engine No. 1 to “BOTH.” Push in push-pull knob on cycle switch, s. Rotate index of condition switch to “L” near ‘umeral "1," under “IGNITION.” Ignition pattern of right magneto of cylinder No. 10 and 3 of engine No. 1 should be observed on indicator. © Pull out push-pull knob on cycle switch. Ignition pattern of right magneto of all cylinders should be observed on indicator. 4, Turn magneto switch for engine No. 1 to right magneto. Pattern on indicator should disappear. vy. Return magneto switch for engine No. 1 to “BOTH.” ww. Rotate index of condition switch t0 under “IGNITION.” Paccera shal escentially the same as in steps p and t. x. Push in push-pull knob,1.0. 16-1216-2 Repeat steps m through x for engine No. 2, placing Zaitien switch on "Le "Be and R” near ‘oumeral ender “IGNITION.” 2. Repent steps m through x for engines No, 3 and 4 placing-condition switch on °C," "By" and “R” neat Fometas "3" and "4" respectively tn, Condition switch: Place index of dial on "R” ovat numeral "t” beneath “IGNITION” on fixed rng. 4b. Cyle switch: Set index of dial labeled "IGN" on “10” on fixed ring fe. Pattern Shall indicate an open ploy oa No. 10 cylinder ad. Turn cycle switch to “17.” Pattern shall shift t0 right. fae, Repeat steps an chrough wi for engines No. 2, sand 4 5-139. FUEL SYSTEM. 5-140. DESCRIPTION. (See figures 5-15 and 5-16.) "The fuel system has six integral wing tanks and a removable five-cell center section tank interconnected so that each tank can feed any engine. Fuel transfer from fone tank to another is not possible. Two tanks are Tocated in each inner wing panel, and one in each cuter wing panel. Those in the inner wing are identified as No. 1 to No. 4 in consecutive order, No. 1 being the outer tank in the left inner wing panel. The tank in the left outer wing panel is identified as No. 2A, the tight ‘outer wing panel tank is No. 3A and the center section tank is No. 5. The outer wing tanks extend to the Teading edge, while the inner wing tanks extend only to the wing front beam. Tanks No. 2 and No. 3 extend trom wing station 87 co wing stativu 213 uf the lefe and right wings respectively. Each is divided in wo parts to provide space for the main landing gear wheel well; the two sections of these tanks are interconnected by tubes in the wheel wells. Tanks No. 1 and No. 4 extend from wing station 215 to wing station 450.5 Of the fefe anid sight wings scopectively. Tanke No, 24 and No. 3A extend from wing station 480.0 to wing station 667.4 of the left and right wings respectively. Center section tank No. 5 is located between wing sta- tions 41.380 left and 41.580 right and extends from the ‘wing front beam to the wing rear beam. 5-141, The fuel vapor return lines from the fuel injec: tion systems for engines No. 1 and No. 2 are routed to No, 1 tank, and the lines from engines No. 3 and No, 4 are routed to No. 4 tank. A check valve in each ‘vapor return line allows vapor flow to the tank only. 5.142, A thecal relief valve is incorporated in each tocele to relieve excessive resure ue to Reve Aer agin shutdown, or inthe event of 4 fe in 1002 fsa chermal cle valve installed in the right inet ing, beeween the erosseed lie and No.4 fal tank sero crack at 40 (C21) ps and eens 20 32 Ph Section V Paragraphs 5-139 t0 5-143 5-143, The following components are installed in the fuel system: Ne. per eens Airplone Amplifer, Fuel Gone Fuel Gose 7 ower forward carpe Fost Totizer ' Cente section fel nk 1 Cel, Center Section Fe! 4 Center section fue! tnk Cock, Fel Filter rain 5 Fuel ters. Cou, Fel Dump Valve Drain & “Fuel dump volves. Feat Tank 2 Outboard section No.2 ond Fier, Foe 5 Wheel walls ond one inthe Inciater, Foe Few Ovel , {Engines No.1 2) Indicotr, Foe Flow Dua , (Eogines No, 38 4) Indiclr, Fuel Peete 1 (Engines No. 3&4) Indicotr, Fuel Qvorty, 2 Fight Inner Wing Outboard vont. 2 inateument panel 1 Fight engineers middle Inner wing dump chute. Pomp, Engine Driven Fuel 4 Engine acessory cose. Pump, Asvembly, Submerged Fl tanks. Trontiter, Fost Flow 4 Engine nacelle, Tronamite, Fel Prestore Engine noc Transmiter, Tonk Unit 2 Tanks A ond 3A Tromsniter, Tank Unit 2 Tonks Zhond 34, ‘utr Wing (Cents) Transmit, Tonk Ui, 2 Tanks 7A ond 3A ‘Outer Wing fnboard) Trontmiter, Tonk Tanks 1 ond 4 Inner Wing (Ouboore) {ronmiter, Tonk Unit 2 Tanks 1 ond 4 lane Wing (Center) ‘ronimiter, Tonk Uni 2 Tonks 1 ond 4 Tamer Wing (nboerd) Tronimiter, Tonk Uni, 2 Tonks Pond 3, Taner Wing (Outboard) 571