MAINTENANCE MANUAL SECTION IV POWER PLANT AND PROPELLER SECTION IV POWER PLANT ‘TABLE OF CONTENTS Page GENERAL DESCRIPTION . ceerrtreee fed Internal Lubrication ..212 00 leslenis 42 Exhaust System : a4 Engine Mount «2... e4 ENGINE ACCESSORIES a 5 ‘Vacuum Pump efi... 45 Hydraulic Pump #0... £6 Starter # a6 ‘Tachometer Generator a6 Gonerator .. a7 Fuel Injector... ss. eT ENGINE REMOVAL AND INSTALLATION 111) 4- 8 Engine Removal - «38 Engine Installation a4 ENGINE COWLING ..0.00000.0ccoc 4-10 ‘Cowling Removal - 4-10 Cowling Cleaning, Tnspectionjand Repair... 4-11 Cowling Installation .essssseese40 4 Cowl Flaps... ores oa ait ENGINE FUEL SYSTEM |.0.0000000000) @1 Fuel Injoctor Filter Romoval, Cleaning, and Installation . . aun Fuel Flow Indicating Sysiem 1.000000. 4-13 ENGINE OIL SYSTEM o 4-13 GENERAL DESCRIPTION The airerait is powered by two Lycoming Model 1GSO-540-BIA engines (see Figure 4-1). These are six-cylinder, fuel-injected, geured-drive, super charged, horizontally -opposed, dry-sump, air-cooled engines. Rach engine has side-mounted accussories, and incorporates Internal of] jets for piston cooling, ‘The engine has a cylinder bore of 5. 125 inches with a piston stroke of 4.75 inches. The compression ratio is 7.3 to 1, and the total piston displacement is $41. 5 cubic inches. ‘The engine takeoff rating is 380 hor: ower at 3400 rpm (S-minute limit) from sea level to 11, 000 feet. ‘The engine METO (maximum except takeoff) rating is 360 horsepower at $200 rpm, from ‘sea level to 10, 500 feet. ‘The direction of crankshaft fotation, as viewed from the rear of the engine, is clockwise. The cylinders, numbered irom front to rear, are staggered to permit a separate throw on Page On Coolers « 4-13 Of Cells... ‘: 4-13 Oil Shutott Valves 1201.2 4-15 413 415 Ol mdicating'system ..- ENGINE IGNITION SYSTEM « ‘Magnetos 416 Ignition Harness. 4-20 Spark Plugs 4-20 ENGINE INDUCTION AIR SYSTEM Induction Air Filter : ENGINE CONTROL SYSTEM ...., ‘Throttle Control Propeller Control... Mixture Control... 0... Alternate Air Control « 4-20 421 421 422 422 422 fh a23 PROPELLERS ..- : 4-30 General Deseription «. 4-90 Propeller Removal 4-30 Propeller Cleaning and Inspection 4-30 Propeller Installation « 4-90 Propeller Balancing 4-32 Checking and Setting BI 42 Propeller Operational Chock 4-98 PROPELLER GOVERNOR . 4-33 the erankshaft for each connecting rod. The right front cylinder is number 1, and the remaining cyl~ inders on the right side are numbered 3 and 5. The left tront cylinder is number 2, and the remaining eylinders on the left side are numbered 4 and 6. The reduction gear, which drives the propeller shaft at a ratio of 77:120 times crankshaft speed, is installed ‘on the front of the engine crankease. ‘The propeller governor and magneto mounting pads are an intogral part of the reduction gear housing. The acesssory housing, bolted to the rear of the erapixease and top Tear of the sump, contains the accessory drives and accessory dtive mounting pads. All accessories ex- cept the propelior governor and magnetosare installed fon the left and rightsides of thehousing, thus provid- ing maximum accessibility to the accessories. A single stage supercharger, bolted to the aft end of the accessory housing, contains an impeller wich is driven 11.27 times erankshaft speed. Fuel is in- jected into the supercharger housing and the fuel-air ‘mixture is forced through a manifold and into the eyl~ 41SECTION IV POWER PLANT AND PROPELLER MAINTENANCE MANUAL inders through individual intake pipes. ‘The basic en- gine is equipped with the Simmonds 580 series fuel injection system, 2 Bendix Scintilla 600 series mag- netos, 12 transformer coils, 12 spark plugs, ignition harness and wiring, and intereylinder baffles. In ‘addition to the basieengine, Aero Commander installs the following parts and assemblies: propeller, pro- peller governor, engine induction air filter, induction air box, vaeuum:pump, air-oll separator, hydraulic pump, starter, generator, and tachometer generator. ‘Also the oil cooler, exhaust stacks, engine mount, cylinder headand ofl temperature sensing units, cool ing baffles, and various lines, hoses, fillings, brac- kets, and control rods and cables necessary to the ‘operational control of the engine. Engine cooling ie accomplished by cooling alr entering the engine com~ partment through openings in the cowling nose ring below the engine. The air ia directed up and around the cooling fins of the cylinders by baffle plates posi- Uoned to assure efficient cooling of the engine com- bustion areas (see Figure 4-2). ‘These baffle plates incorporate rubber-asbestos seals at points of con- tact with the engine cowling to help confine and direct 42 gure 4-1, 1GSO-540-BIA Lycoming Engine the airflow to the desired area. Batfle plates, baffle seals, and cowl flaps aro installed to maintain ongine cooling efficiency. Their removal will eause impro- per air circulation and engine overheating. Baffles and baffle seals must be maintained in good condition and must be replaced when they becomeworn or dam- aged. Do not operate engines with cowl doors open AS the cooling airflow eround the engine will he dis- rupted, causing the engine to ‘overheat. A thermo- statically controlledoll cooler, installed at the forward fend of the engine mount, maintains correct oil tem= perature. INTERNAL LUBRICATION Oil pressure is provided by an engine-driven ofl pump assembly, which draws oi? from the oll storage ecll in the wing, and forces the oil through separately drilled passages to deliver pressure oil to the acces sory drive bearings, superhcarger bearings, mainuu, MAINTENANCE MANUAL SECTION IV POWER PLANT AND PROPELLER BAFFLE PLATE ave igure 4-2, bearings, connecting rod bearings, crankshalt front bushing, reduction gear pinion shafts, camehatt bear~ ‘ings, valve tappets, push rods, valve and rocker arm bushings, governor drive, propeller shaft thrust bear- ‘ings, and reduction gear teeth. ‘The pistons, piston pins, ‘cams, cylinder walls, valve rockers, valve stems, and’ other moving parts are lubricated by oll spray and runoff oll from moving parts. Scavenge oil collects in the oil sump and is drawn through drilled passages to the scavenge pump impellers and then discharged through an external line to the thermo- statically controlled off cooler. Pressure buildup ‘within the crankease 1s held to @ minimum by means ofa breather, installed on top of the accessory hous- ing, which vents excessive pressures overboard. ‘The olf filter screen, oll sump screen and fuel in- tector oil filter should be removed and cleaned every 50 hours and with each ofl change, or whenever im proper circulation is suspected. See Cleaning Oil Filter Screens paragraph in Section U. ENGINE-DRIVEN OIL PUMP.“ The engine-driven of] pump assembly, installed in the lower left side of the accessory housing, incorporates pressure pump im- pellers and scavenger pump impellers which are ‘riven by a common drive shaft. The pressure pump, which draws oll from the oll storage tank in the wing, forces oil through a drilled passage in the pump to the oll filter. The pressure oil from the oil filter is, directed through the oil check valve, which acts a8 a shutoff valve for gravity fodoll when the engine Is not operating, and to the engine surfaces requiring lubri~ cation An adjustable spring-loaded off pressure re~ 43SECTION IV POWER PLANT AND PROPELLER, Figure 4-3. Exhoust Stack Axsembly et valve is installed in the oil gamp downstream from the oif check valve, and discharges excess oll pres~ sure back to the inlet side of tho ofl pressure pump. In the event of an obstruction within the oil filter, oil will flow from the pressure pump impellers to the oil check valve by moans of a bypass valve built into the ofl filter. Oi runoff from internal moving parts of the engine is collected in the ofl sump, where drilled passages retura the oil to the seavenge pump impellers, ‘The oll is then discharged through the oil coolor back to the oll storage cell in the engine nacelle. The Pressure of the of in the pressure passages to the engine {s regulated by the adjustable oil pressure ro- et valve, OIL FILTERS, ‘The engine is equipped with three ofl filters, The purpose of the oil filters is to prevent, foreign material inthe oil from reaching the bearings and other precision parts of the engine. The pressure ll filter is located sn the engine-driven oil pump body fon the left side of the accessory case. The fuel in- Jector ol filter is located behind a plug above the fet injector pump onthe right side of the accessory case. ‘The ofl sump filter is located in the lower left corner of the off sump. The oil filters should be removed, inspected, cleaned, and replaced at each §0-hour in— spection period. See Cleaning Oil Filters paragraph in Section 1 OIL PRESSURE ADJUSTMENT, An adjustable oll pressure relief valve is located in the hody of the oi pump assembly. This adjustable relief valve enables the operator or maintenanee personnel to adjust the engine oll pressure within the specified mits of 65- 44 MAINTENANCE MANUAL 85 psi. Shouid the oil pressure consistently remain above or bolow the desired pressure of 75 psi under normal operating conditions, proceed with the follow- ingstepato reduce or increase the engine oil preaeure as required, a. Start and operate engine at 1000-1200 rpm until cylinder head temperature has stabilized in normal ‘operating range. 1b. Oporate engine at 2200 rpm and check oil pros- sure reading. If of! pressure reading is above or be- low the required pressure, the oil pressure relief valve must be adjusted. ¢. Stop the engine, open lower left aft cow! door, and remove crown nut from oil pressure relief valve. Loosen adjusting locknut an relief valve and make the appropriate adjustment One full turn of the roliof valve adjusting serew, in the clockwise direction, will inerease the oil pressure approximately 5 psi. A full turn in the countorelockwise direction will produce the opposite effect. 4d. After making necessary adjustment, tighten re- lief valve locknut, close cowling door and repeat the ‘oil pressure check. When required oil pressure has been attained; repiace, tighten, and safety wire the relief valve crown nut, Clogeand fasten cowling door. Ea slight drop in oil pressure (5-10 psi) occurs the trouble may be eausod by the prosence of foroign ‘material under the oil pregsuro roliof valve soat. in this case, the valve should be removed, inspected, cleaned, and reinstalled, EXHAUST SYSTEM ‘An exhaust pipe 1s routed up and aft from the exhaust port on the top side of each cylinder. From the ‘exhaust port, on the top side of each cylinder, an ex- hhawst pipe 18 routed up and aft. The three exhaust pipes on each bank of eylinders are joined together to form a common exhaust stack assembly, ‘These as~ Semblies are routed aft above the cylinders and over~ board through the top of the engine nacelle, forward of the engine firewall. The exhaust stack assembly 1s, attached to the cylinder aahaust port with heat resist- fant self-locking nuts, torqued to a value of 160-180, inch-pounds. Theexhauatstackatlaching flanges and evlinder exhaust ports are milled to form a metal to metal seal with no exhaust gaskets required. Inspect, the exhaust system every 25 hours for evidence of cracks, corrosion, or other visible damage. Replace cracked or damaged exhaust assemblies. ENGINE MOUNT ‘The cantitever engine mount is bolted to the main landing gear truss at the engine firewall (see Figure 4-4). Bach of the two longitudinal side beams, forged from aluminum alloy, has two engine mount pads. Two forged cross braces are bolted to the side beams and a shear plate is riveted to the lower edge of the ‘side beams and erossbraces. In addition to stiffening the engine mount assembly, the shear plate forms the