Professional Documents
Culture Documents
C-145
O-300
OVERHAUL
MANUAL
FAA APPROVED
Publication X30013
©
2011 CONTINENTAL MOTORS, INC. AUG 2011
Supersedure Notice
This manual revision replaces the front cover and list of effective pages for Publication Part No. X30013, dated
Basic Date. Previous editions are obsolete upon release of this manual.
Available exclusively from the publisher: P.O. Box 90, Mobile, AL 36601
Copyright © 2011 Continental Motors, Inc. All rights reserved. This material may not be reprinted, republished, broadcast, or otherwise
altered without the publisher's written permission. This manual is provided without express, statutory, or implied warranties. The publisher will
not be held liable for any damages caused by or alleged to be caused by use, misuse, abuse, or misinterpretation of the contents. Content is
subject to change without notice. Other products and companies mentioned herein may be trademarks of the respective owners.
This revised edition of the Maintenance and Overhaul Instructions includes the
descriptive material and instructions contained in previous editions. In addition,
information regarding new models 0-300-C and 0-300-D has been added, making
these instructions applicable to the 6 cylinder models in the "C" series which
are in service and in production. A parts list is contained in a separate Parts
Catalog, Form No. X-30014.
Due to the similarity of the C145 and the 0-300 model engines, all references
and instructions regarding the C145 engines shall apply to 0-300 engines, unless
otherwise indicated, throughout this manual.
This manual is intended primarily for the mechanic who is engaged in the main-
tenance and overhaul of models C125, C145, 0-300-A, 0-300-B, 0-300-C,
0-300-D and 0-300-E engines. Operating instructions contained herein are in-
tended for those who operate and test these models in connection with maintenance
work. Descriptive text in Section 3 covers all models, as currently designed
and built. Service instructions in Sections 7, 8 and 9 constitute the necessary
preventive and minor corrective maintenance procedures. These measures, if
followed, will assure continued reliability of engines during the period between
overhauls. These and the overhaul instructions in Sections 10, 11 and 12 are
intended to cover adequately the work involved. If additional information is re-
quired an inquiry should be addressed to the nearest Continental Service Station.
A. The 0-300-A engine has a SAE No. 3 flanged propeller shaft and provisions
for a starter, generator, voltage regulator and fuel pump.
B. The 0-300-B engine is identical to the 0-300-A except for provisions for use
of a manually controlled hydraulic propeller.
C. The 0-300-C engine is identical to the 0-300-A except for ARP 502 Type I
flanged propeller shaft and Slick Electro Inc., Magnetos. Information regarding
maintenance, overhaul or adjustment of these magnetos may be obtained from
Slick Magneto Inc. , Rockford, Illinois. All 0-300-C engines subsequent to serial
No. 21001 are so equipped that a right angle starter drive can be used if desired.
D. The 0-300-D engine is identical to the 0-300-C except that the starter is
mounted on an adapter which provides a right angle drive.
ii
TABLE OF CONTENTS
Page Page
Section 1 - Table of Specifications. • 4 Section 8 - Service Inspection and Associated
Section 2 - General Description. • 6 Maintenance. • • . . . 17
1. Difference in Engine Models. 6 1. Daily Inspection • • • • • • • • • 17
2. Cylinder Construction 6 2. 100-Hour Inspection • • • . . • • 17
3. Piston and Piston Pin Construction. 6 3. Major Overhaul or Remanufacture • • 18
4. Connecting Rods • , . . • , • • • 7 Section 9 - Adjustment, Replacement and
5. Crankshaft Construction. . . • . • 7 Minor Repair • • . • . • • . • . • • 18
6. Crankcase and Oil Sump Construction. 7 1. Carburetor • • • • • • • • • • • 18
7. Crankcase Cover. • • • . . 7 2. Magneto Installation and Timing to the
8. Valve Operating Mechanism. 7 Engine • • • 18
9. Lubrication System. . . . . 8 3. Ignition Wiring. 18
4. Starter . . 18
5. Generator. • • 19
OPERATING AND MAINTENANCE
INSTRUCTIONS OVERHAUL INSTRUCTIONS
Fig.
No. Page
iv
1
2
3
Section 1
TABLE OF SPECIFICATIONS
TABLE 1 CHARACTERISTICS AND DIM:ENSIONS
Dimension Model Value
Piston strokes per cycle All 4
Number of cylinders All 6
Cylinder bore (in.) All 4-1/16
Piston stroke (in.) C125 3-5/8
C145, 0-300-A, B, C, D & E 3-7/8
Compression ratio C125 6.3:1
C145, 0-300-A, B, C, D & E 7.0:1
Total displacement (cu. in. ) C125 282
C145, 0-300-A, B, C, D & E 301
Overall length (in.) C125 41-9/16
C145~ 0-300-A, B & C 35-15/32
0-300-D & E 35-17/32
Overall width (in.) All 31-1/2
Overall height (in.) C125, C145, 0-300-A, B & C 27-13/32
0-300-D & E 26-29/32
Number of mounting brackets All 4
Rated RPM C125 2550
C145, 0-300-A, B, C, D & E 2700
Rated B. H. P. C125 125
C145, 0-300-A, B, C, D & E 145
Total dry weight (lbs.) C125 257
C145, 0-300-A, B, C & D 268
4
TABLE OF SPECIFICATIONS (Cont.)
5
Section 2
GENERAL DESCRIPTION
6
4. CONNECTING RODS installed in front of and behind the carburetor mount
Connecting rods are of conventional split bearing pad in the sump floor. From the carburetor pad the
design and of heat-treated alloy steel forgings. The intake air passage extends upward through the sump
split crankpin "big" end is fitted with two semi- and branches to each side in a tee, ending at the in-
Circular, special alloy, precision bearing inserts. A take manifold mount flanges at the sides of the sump
bronze bushing is pressed into the "small end" piston casting. Manifold flange screw holes and screw holes
pin boss. In current production rods a split, one- in the rear surface for crankcase cover attaching
piece bushing replaces the former solid type. The screws have helical-coil thread inserts. The sump
big end bearing cap has a squirt hole from which oil capacityis 8 U. S. quarts. The oil gauge rod, extends
sprays into the opposite cylinder. Connecting rods through a guide pressed into a hole in the crankcase
are selected sothat the variation in weight within any left side and into the sump. A grooved shoulder on
engine is not over 1/4 ounce. the gauge carries a hydraulic "0" ring to prevent oil
splashing out along the rod. A clip type lock ring fits
5. CRANKSHAFT CONSTRUCTION on the guide and retains the oil rod in place securely.
The alloy steel, one piece, six-throw crankshaft 7. CRANKCASE COVER
is supported by four main bearings with semi - circular The magnesium alloy crankcase cover casting at
steel backed precision inserts which are easily re- the rear of the engine houses the oil pump, suction
placed. The crankshaft is drilled for lightness and to and pressure oil screens pressure relief valve and all
provide pressure lubrication to crankpins. The crank- gears. Both oil screens are at the bottom of the
shaft end clearance is maintained by split bronze cover. The relief valve is at the right Side, and the
thrust washers at each end of the front main bearing. oil filler neck is pressed into a boss at the upper left
The rear washer, between the front crankcheek and side. Studded mount pads are provided on the cover
the bearing, takes forward thrust. Rearward thrust rear surface for two magnetos, the starter, generator
is taken by the front washer from a flange on the shaft and tachometer drive housing. The crankcase cover
which also acts as an oil slinger. C-145 and 0-300 extends over the rear end of the oil sump. It is at-
crankshafts have a blade extending from each side of tachedtothe sump by five screws and to the crankcase
the cheek between NoT s 1 and 2 crankpins for attach- by six studs, with a gasket in the jOint. The passage
ment of dynamiC damper counterweights. Each blade from the pressure oil screen outlet is cored at the
has two holes bored through and steel bushed. Slotted rear of the sump, ending at the upper left rear corner,
counterweights fit over the blades and have holes bored where a crankcase hole into the left oil gallery re-
through and bushed to match those of the shaft. Bush-
gisters with it.
ings are sized to produce the desired frequency. Pins
are hardened and are retained endwise by steel plates 8. VALVE OPERATING MECHANISM
and Tru-Arc snap rings. A notched blade and a pin a. General. Zero lash hydraulic tappets fit alumi-
in the 5th order weight assure correct installation. num alloy guides machined in the crankcase and so
sealed as to positively prevent oil leakage. Tappets
6. CRANKCASE AND OIL SUMP CONSTRUCTION are drilled in such a manner that an oil passage is
a. The crankcase is a two-piece heat-treatedalumi- provided from the tappets to the push rods, which are
num alloy casting, bolted together at the vertical made of light steel tubing with pressed-in ball ends,
lengthWise plane through the crank and camshaft sup- drilled, hardened and ground. This provides an oil
ports. Rigid transverse webs hold the four main passage the entire length of push rod to rocker arm
crankshaft bearings and the four camshaft journals. bearings where the oil under pressure lubricates
A specially designed oil seal prevents oil leakage at valve stems and guides. The rocker acts directly on
the nose end of the crankcase. Large lifter guides the valve stem through a specially designed "foot" so
are formed in the crankcase in a plane below and constructed as to prevent side-thrust on the valve
parallel to the cylinders. Oil galleries molded in the stem. Aluminum bronze intake valve seats, and
castings provide pressure lubrication to the lifter corrosion-resistant stainless steel exhaust seats,
guides, camshaft and main bearings. Circumferential provide maximum service life. Scavenging of oil
stiffening ribs under the cylinder pads give additional from the rocker boxes is by gravity through the push
strength and stiffness to the cylinder bosses. One cast rod housing tubes.
aluminum alloy mounting bracket on each Side of the b. Hydraulic Valve Lifters. The lifters are com-
case near the front and one on each side at the rear posed of only four parts which can be disassembled;
provide four engine mount paints, in all. Opposite the cup, cylinder, piston and cam follower body. The
brackets are joined by through bolts, and each is also piston and cylinder are not interchangeable. The
attached to the case by two studs. A Lord bUShing, lifters are automatically adjusted to function properly
clamped in each bracket, admits a 7/16 in. mount with valve lash ranging from . 030 inch to . 110 inch
bolt. Spreading of current production crankcase between the valve stem end and rocker arm with the
halves is prevented by nine headless through bolts lifter fully deflated. Oil lines to tappets operate on
located in the upper and lower sections of the crank- full engine pressure and are located in such a way that
shaft bearing bosses, and four headless through bolts they register with lifter when valves are open. Oil
located in the lower part of the camshaft bearing under pressure from the lubricating system of the
bosses. Hydraulic "0" rings installed in grooves of engine is supplied to the hydraulic lifter through hole
tie bolts and the through stud near the case split pre- (H) to supply chamber (J). (See figure 4. )
vent oil leakage to the bolt ends. With face of lifter on the base circle of the cam
b. The oil sump is an aluminum alloy casting which and the engine valve seated as shown in figure 4, the
forms a trough beneath the open bottom of the crank- light plunger spring (K) lifts the hydraulic plunger (C)
case. It is closed at the front end and open at the so that its outer end contacts push rod, taking up the
rear. The sump is attached by crankcase studs and clearance at this point and all along the valve train,
sealed by a thick, reinforced gasket. Drain plugs are giving zero lash. As the plunger (C) moves outward,
7
increasing the volume in the pressure adjusting 9. LUBRICATING SYSTEM
chamber (L) the ball check valve (D) moves off its To reduce the number of external oil lines, an oil
seat and oil from the supply chamber (J) flows in and sump is attached directly to the crankcase. Oil is
fills chamber (L). drawn from the oil sump through a suction screen in
As the camshaft rotates, the cam pushes the the lower left corner of the crankcase cover and
lifter body outward, tending to decrease the volume of through a cored passage to the oil pump. Oil is now
chamber (L) and forcing the ball check onto its seat. delivered under pressure to a second screen from
Further rotation of the camshaft moves the lifter which it goes through drilled passages in the crank-
body (A) outward and the confined body of oil in case cover anp crankcase to all drive bearings,
chamber (L) acts as a member in the valve operating through the crankshaft, to the crankpins. Engine oil
mechanism, the engine valve being lifted on a column from the pressure pump is carried through drilled
of oil. So long as the engine valve is off its seat, the passages in the crankcase to the hydraulic tappets.
load is carried by this column of oil. After entering the tappets, it travels out through the
During the interval when the engine valve is off its overhead mechanism through hollow push rods, and
seat, a pre-determined slight leakage occurs between drilled rocker arms where it is spilled over the valve
plunger and cylinder bore, which is necessary to mechanism. As it drains away, it thoroughly oils the
compensate for any expansion or contraction oc- valve stems and valve guides. The oil is returned to
curring in the valve train. Immediately after the en- the crankcase by way of the push rod housings, and
gine valve closes the amount of oil required to refill drains back into the oil sump through openings in the
the adjusting chamber (L) flows in from the supply crankcase. The cylinder walls and piston pins are
chamber (J) thus establishing the proper length of oil lubricated by spray. All excess oil is scavenged from
column to maintain zero lash during the next cycle. the crankcase and returned to the oil sump by gravity.
The basic principle of the hydraulic lifter is that The pressure relief valve is set to give 30 to 60
it provides, between the cam and the push rod, a pounds of pressure per square inch at speeds ranging
column of oil which carries the load, while the engine from 2100 to 2700 R. P. M. Refer to Section 13, Table
valve is off its seat, and the length of which is auto- of Limits for charts showing the lubrication system.
matically adjusted so that each camshaft cycle gives
zero lash.
8
3
9
Section 3
INTRODUCTION
1. The following sections 4, 5, 6, 7, 8, and 9 Cylinder No.6 -
constitute the instructions required for all unpacking, Left, front of crankcase
installation, removal, test, operation, inspection and 3. No special tools are required for inspection,
minor repair of models C125, C145, C145-2H and minor maintenance or accessory replacement, with
0-300 Series Continental aircraft engines. These the exception of ignition timing indicators. The
instructions do not need to be extensive, since the Time-Rite piston position indicator for ignition
engines require relatively little servicing between timing is available from the manufacturer, Gabb
overhauls, however, it is most important that they be Manufacturing C~., 16 Orchard St., East Hartford,
followed carefully and that all work be performed in Connecticut. Most tool manufacturers offer double
accordance with the best practices and with due at- hexagon box end, socket and open end wrenches in
tention to details in the interest of safety. thin patterns suitable for all requirements of these
engines. It is advisable to use good quality tools and
2. In this publication the following definitions will to keep them dry and clean to avoid damage and
be used: injury.
(a) The propeller end of the engine will be referred
to as the "Front" of the engine, and the anti-propeller 4. Engine parts and accessories required for mainten-
end will be referre~d to as the "Rear." The terms
"Right" and "Left" are referred to as viewing the en- ance work must be procured through Continental
gine from the rear looking in the direction the pro- Distributors and their dealers. Employees of these firms are
peller shaft pOints. familiar with Continental parts and will gladly assist you in
(b) Direction of rotation of the crankshaft is clock- any way possible. Any reconditioned parts, which have
wise when lOOking from the rear toward the front of been repaired, rebushed or reground at the factory have
the engine. passed rigid inspection. In this category are crankshafts,
Cylinders are numbered as follows: connecting rods, cylinders, carburetors and magnetos.
Cylinder No. 1 -
Right, rear of crankcase 5. All recognized methods of inspection and quality
Cylinder No. 2 - control are employed in building these engines; however, if
Left, rear of crankcase any part should be suspected of failure, notify the nearest
Cylinder No. 3 -
Right, center of crankcase Continental Representative at once, giving full
Cylinder No.4 - information, including the engine model and serial
Left, center of crankcase numbers. Do not attempt repairs without factory
Cylinder No. 5 - permission if an adjustment under our warranty is
Right, front of crankcase expected.
Section 4
10
(d) Lift engine straight up. Remove shipping box replace cap.
from beneath engine. (10) Spray the crankcase through the drain plug holes.
(e) Lower engine toa suitable assembly stand, and (11) Seal all crankcase openings with nonhygroscopic
bolt it securely. plugs. Either reinstall all spark plugs or install de-
hydrator plugs in all plug holes. If possible, place a
4. PREPARATION OF ENGINE FOR STORAGE. small bag of De-moist or similar hygroscopic
(a) Engines in crates and those installed in aircraft, material in the air scoop mouth to fill the opening.
not to be operated for a period of more than seven Water-proof paper or cloth should separate the bag
days should be prepared for storage as follows: from scoop walls. Seal the scoop opening with water-
(1) Arrange a pressure tank and hose with wide proof material. Post a notice of these measures on
angle spray nozzle near the engine, and fill with a the instrument panel.
suitable corrosion preventive oil. The oil mixture (12) Crated engines may be treated by following
should be a type which may be used as a lubricant and steps (1), and (7) through (11). Also remove rocker
which will leave no gum or other residue. Usually a covers, and spray valve stems.
mixture of one part corrosion pre venti ve compound (b) The treatment described in the preceding
and 3 parts S.A.E.#30 lubricating oil is satisfactory.. paragraph should be repeated at intervals of not over
(2) Fill the oil sump with the same corrosion pre- 30 days during storage.
ventive mixture, after draining the regular oil.
(3) If the engine is installed, start it and warm up to 5. PREPARATION OF ENGINES FOR SERVICE
normal oil temperature. AFTER STORAGE.
(4) Stop the engine; remove the intake air filter, and (a) Engines prepared for storage in accordance with
arrange the spray nozzle to spray the corrosion paragraph 4 may be placed in service immediately
preventive mixture into the air scoop. after making the following checks:
(5) Start the engine and run at high idling speed with (1) Turn the propeller slowly by hand at least four
the mixture spraying into the intake until a dense fog or five revolutions to determine that the cylinders
emerges from the exhaust. Stop with the spray still are free of any accumulation of water, oil, or fuel
in operation. and that the valve operate freely. The stems of any
(6) Remove the sump drain plug. After the sump valves that are sticking should be lubricated gener-
has drained, attach the plug with wire (not installed). ously with a mixture of gasoline and lubricating oil.
Post a notice of oil drainage on the instrument panel. Continue to turn the engine over by hand until all
(7) Remove all spark plugs, and direct the spray of evidence of sticking valves has been eliminated. If
corrosion pre venti ve into all cylinders, in turn, the mixture of gaSOline and lubricating oil does not
through spark plug holes while the crank6haft is free all the valves, the necessary repairs should be
turned slowly. made before the engine is placed in service.
(8) With the crankshaft static, spray each cylinder (2) After starting the engine, if the spark plugs are
wall for minimum full coverage. Do not turn the found to be fouled from excessive engine oil, they
crankshaft thereafter. should be removed and washed with gasoline or
(9) Spray the mixture into the oil filler neck, and acetone.
S~ction 5
11
TO STARTER LErER
TO BATTERY
TO OIL PRESS GAGE
TO TACHOMETER
TO IGNITION SJ1IITCH
TO PRIMER OUTLET
TO MIXTlJRE CONTROL
TO CARB HEAT CONTROL
TO TfiROTTLE CON1I<0L
TO PRIMER INLET
TOOASTANK
VIEW A-A
D
Figure- 7. Installation Drawing.
12
:
RADIO
SHIELDED
PLUG
LORD BUSHING
NO. H-3006
PORTS
HOT AIR IN
A- STARTER
B- MAGNETOS -
C- TACHOMETER DRIVE S.A.E. STD. 1/2 ENGINE SPEED
D- GENERATOR
E - SUCTION OIL SCREEN
F - PRESSURE OIL SCREEN
G- OIL FILLER
H- ENGINE MOUNT BRACKETS
J - OIL SUMP DRAIN
K- NO. 10 SPLINE TYPE SHAFT
L - CARBURETOR (MARVEL)
M- OIL GAUGE
N- FUEL PUMP (OPTIONAL EQUIP.)
0- BREATHER ELBOW - C'CASE (AN-842-10)
P - S.A.E. No. 3 FLANGE TYPE SHAFT
13
8 BOLTS .375 0.0. .624 DIA.
EQUALLY SPACED 370 623
1---+-+------------ 9
41 / 16 I
K 1-<----35%-----_:
CLEARANCE REQUIRED
TO REMOVE STARTER
AND GENERATOR
, ,I
~
\
, i '" 2217/32
'" _ 1. _ ""
~~~ I
\ I
5.251 ~
5.249 .
----I
,
I"
1
23 '/4
6 1/ 2 DIA,..j I:
,v' I
18 bi
VIEW B-B
32
27@.
, 32
2 '4 H
J
~ EXHAUST PORTS
)2 '4
14
4. ENGINE REMOVAL. (8) Primer inlet and outlet connections.
(a) Disconnect following controls at engine: (9) Starter power and control cables.
(10) Generator wires.
(1) Throttle control rod. (11) Carburetor mixture control.
(2) Carburetor air heat valve control. (12) Hydraulic valve cable (C145-2H).
(3) Oil temperature gauge line. (b) Attach chain hoist to engine at lifting eye, and
(4) Carburetor fuel supply pipe. relieve mount of engine weight.
(5) Tachometer cable. (c) Remove engine mount bolts.
(6) Magneto switch wires. (d) Carefully remove engine from mount, lower and
(7) Oil pressure gauge connection fasten engine to a suitable assembly stand.
Section 6
Ir----~~~~...........--,:IO~]
Never re-engage starter while propeller If ice forms in carburetor during warm-up
is turning. it must be cleared. Do not operate at high
R. P. M. longer than 30 seconds on the
NOTE ground under other conditions.
15
then return toward "FULL RICH" until R. P. M. drops leave them open until engine stops.
just perceptibly. Readjust for each change in power b. Allow the engine to idle at 800 R. P. M. until cyl-
or altitude. inder temperature has been reduced appreciably below
normal operating temperature.
c. If spark plugs tend to foul rapidly at idling speed,
advance throttle briefly to clear them before stopping.
Excessively lean fuel- air mixture will d. Close throttle to idle stop.
cause overheating and may cause detona- e. Stop the engine by mOving mixture control to the
tion. Do not lean the mixture unless an "LEAN" limit, where it acts as an idle cut-off.
increase in R. P. M. results.
NOTE
6. LANDING.
a. Before starting approach, return mixture control Do not open throttle after stopping. Open-
to "FULL RICH" position. ing the throttle actuates the accelerator
b. Apply full carburetor air heat before retarding pump.
throttle. Return to "COLD" position.
f. After the engine stops turn ignition switch to "OFF"
NOTE pOSition, and close the fuel supply valve.
Section 7
16
3. mGH OIL TEMPERATURE. as specified in Service Bulletin M77-IO. Test plugs in dry
a. Insufficient cooling. compressed air.
b. Insufficient oil supply, Should be 8 quarts. c. Test for uneven cylinder compression by turning
c. Check oil for proper viscosity. (See lubrication propeller, with ignition switch "OFF", or, with a
chart, page 5. gauge installed alternately in upper spark plug holes,
d. Check for excessively lean fuel mixtures. Crank engine with starter and compare indicated pres-
sures.
4. LOW POWER. d. Test ignition cables for high tension breakdown.
a. Check ignition system in general. e. Remove magnetos. Test condensers, timing,
b. Check for full opening of throttle and for proper operation.
closing of carburetor air heater valve, £. Remove carburetor; disassemble, clean, test it.
c. Check gasoline for proper octane and volatility. g, Check engine mount bolts and Lord bushings.
Automobile gasolines regardless of octane rating are
unsuitable for use in aircraft engines, and will not 6. ENGINE FAILS TO ACCELERATE PROPERLY.
only cause loss of power and overheating but will re- a. Engine not suffiCiently warm.
sult in serious damage. b. Mixture too lean (use "FULL RICH" on ground).
d. Check for low compression in cylinders. c, Carburetor idling jet mis-adjusted or plugged.
d. Carburetor accelerator pump inoperative.
5. ROUGH RUNNING. e. Low octane fuel, water in fuel, dirty fuel.
a, Check propeller for balance, pitch, track and f. Carburetor air heat valve improperly adjusted.
tightness of attaching bolts. g, Air intake restricted.
b. Remove and clean spark plugs. Set electrode gaps
Section 8
17
q. Check starter and generator for leaks and se- 3. MAJOR OVERHAUL OR REMANUFACTURE,
curity. Leakage at generator mounting may mean a After recommended hours of operation the engine
defective or worn oil seal. Wipe or wash off any oil should be removed from the airplane and overhauled at
seepage at pinion gear shaft in starter adapter. Should a Continental Authorized Service Station or exchanged
the oil seal ever need replacing on this shaft replace through a Service Station or Dealer for a remanufac-
only with a seal furnished by the manufacturer of the tured engine.
starter.
r. Check engine instruments for tightness of mount-
ing and for proper functioning.
Section 9
18
en. NO.6 eYL.NO.5 eYl. NO.6 en. NO.5
ENGINE ENGINE
FIRING ORDE FIRING ORDER
1-6-3-2-5-4 GROUND 1-6-3-2-5-4
Figure 11. Ignition Wiring Diagram For Figure 12. Ignition Wiring Diagram For
Bendix S6LN-21 Magnetos. Slick 664 Magneto.
5. GENERATOR.
(a) The generator is attached to a pad at the lower
rear side of the crankcase cover by three cover studs,
elastic stop nuts and plain washers. The generator
gasket extends under the tachometer drive housing,
which must be removed to replace the gasket.
Figure 13. Starter. (b) The drive assembly, retained on the generator
shaft by a slotted nut and cotter pin, is removed
with the generator. It consists of a coupling hub,
(c) Care should be taken when removing the starter keyed to the shaft, two rubber bushings and a steel
so as not to drop the pinion gear and clutch from the retainer, which fit into the hub slot, a steel sleeve,
adapter when starter is being assembled or disas- which extends from the retaining nut to the hub, and
sembled. a gear, whose drive lugs fit between and dri ve the
(d) To help eliminate possible starter gear damage bushings.
resulting from an incorrect adjustment, make certain (c) It is recommended that aU replacements of
all switches are "OFF" and set pinion adjusting stud generator drive parts be made with those listed in
so that the starter gear is fully engaged with the the current Parts Catalog.
19
Section 10
OVERHAUL INSTRUCTIONS
DISASSEMBLY, CLEANING AND INSPECTION
1. GENERAL. NOTE
(a) The engine should be mounted on a suitable The oil gauge should be removed before the
assembly stand which will permit it to be placed in sump to prevent damage to it.
the upright position for some operations and with its
left side downward for others. The stand should (c) Rocker Box Covers - Remove the 1/4" screws
provide clearance for removal of accessories, cy- that fasten the rocker box covers to the cylinder head
linders, oil sump, manifolds and other parts. and remove covers.
(b) Spray the exterior of the engine with an approved (d) Push Rods and Rocker Arms - After covers are
cleaner to remove all traces of dirt and grease. removed push out rocker arm shaft with the finger,
Precautions should be taken to prevent cleaning fluid or if necessary, use an aluminum drift and slightly
entering accessories. tap out. Remove rocker arms from cylinder head
and push rods from their housings.
(c) Remove and discard all safety wiring, palnuts,
lock washers and cotter pins where necessary, be- NOTE
fore each part is disassembled from engine.
Both valves must be closed before rocker
2. PRELIMINARY OPERATIONS. shafts are removed. If desired, rockers and
(a) Ignition cables (SF6LN-12 Magnetos) - Detach pushrods may be removed with cylinders and
cables from spark plugs and magnetos. Remove nuts disassembled later.
securing brackets and remov:e ignition wiring.
Cable and Plate Assemblies (S6LN-21 Magnetos) (e) Cylinder and Pistons.
- Loosen union nuts, and remove spark plug elbows (1) Loosen clamps which secure the hose connections
from plugs. Remove 4 screws which attach each at foot of the pushrod housing. Push clamp and rub-
ber hose back up on the housing toward cylinder head.
outlet plate to its magneto, and withdraw plate and (2) Turn crankshaft until piston within cylinder to be
grommet. Remove all bracket attaching nuts,and re- removed is at top of the stroke.
move brackets from studs. Lift each cable and plate (3) Remove the six cylinder hold-down nuts and pull
assembly from the engine. off cylinder from the crankcase.
(b) Spark Plugs - Remove upper and lower plugs.
(c) Magnetos - Remove nuts that fasten flanges to
crankcase cover, and remove magnetos.
(d) Starter - Remove nuts that fasten starter to
crankcase cover and remove starter.
(e) Generator - Remove the three nuts that hold the
tachometer drive housing then remove the housing
which will give more accessibility to the removal of Do not allow piston and connecting rod to
the generator. Remove the three nuts holding drop down when cylinder is removed, as dam-
generator in place and remove generator. ages will result.
(f) Carburetor Air Intake - Remove the four nuts
that hold the carburetor air intake to the carburetor
and remove air intake. (4) After removal, place cylinders on wood or
(g) Carburetor - Remove four nuts which fasten the appropriate carrier to prevent damage to the bottom
carburetor to the mounting flange on the oil sump, end of barrels.
and remove carburetor. (5) Push piston pin out and remove piston from the
3. DISASSEMBLY. connecting rod. If necessary, use aluminum drift to
(a) Intake Manifolds - Unfasten clamps which secure drive out piston pin, being careful to support the
hose connecti'ons to intake elbows and remove the piston pin in the hand during this operation to prevent
three cap screws from each of the two intake mani- damage to the connecting rod.
folds and remove the manifolds. (6) Remove the rings from the ring grooves of all
(b) Oil Sump and Oil Screens - Remove the two oil pistons. Discard all rings.
screens from the bottom of the crankcase cover. (7) Placing the cylinder over a wooden stand, shaped
Remove 3 hex head screws which attach old type to fit the inside of the cylinder head, compress
covers to sumps - or 5 hex head screws which attach valve springs in rocker box, uSing a suitable valve
the new type cover to the sump. Remove 14 nuts spring compressor. (See figure 14. ) Remove the
which attach the sump to the crankcase studs, and seat locks with long nose pliers. Release the com-
lower the sump clear of the engine. pressor, and remove the spring retainers and valves.
20
(3) Remove the six 5/16-inch nuts holding the
crankcase cover to the crankcase. Lift the cover off
as a complete unit - the oil pump, relief valve and
tachometer drive units remain intact in the crank-
case cover.
(4) Remove the four 1/4-inch cap screws holding the
cam gear to the camshaft and remove gear.
(5) Remove the four 1/4-inch cap screws holding the
crankshaft gear to crankshaft and remove gear.
(6) Remove all 1/4-inch nuts from the bolts holding
halves of crankcase together, located on centerline of
crankcase on both top and bottom of the engine.
(7) Remove the 7/16-inch nuts attached to the long
stud and thru bolts near front of crankcase on the
No. 1-3-5 cylinder side at bottom of case. Remove
the remaining through bolt attaching nuts, lockwashers
and plain washers.
(8) Rotate the engine stand until No. 2-4-6 Side is
downward. Drive out the through bolts carefully,
using a soft brass drift.
NOTE
(9) Carefully lift the No. 1-3-5 crankcase off and lay
aside, with contact surface up. Do not pry castings
apart, or damage will result.
Figure 14. Compressing Valve Spring For (10) Lift crankshaft with connecting rods attached,
Installation and Removal of Locks. out of crankcase.
(11) Remove crankshaft oil seal from front of shaft
and remove all bearing inserts and thrust washers
from both halves of the crankcase.
(12) Remove the camshaft and starter pinion pivot
from the crankcase.
(13) Remove all connecting rods from the crankshaft
carefully, noting their position on the shaft before
Care must be taken when removing valves, to disassembling (Figure 16).
prevent burrs on valve stem from scratching
valve guides.
(f) Crankcase.
(I) Remove the six push rod housing flanges by un-
screwing the 1/4-inch nuts which secure them to the
crankcase.
(2) Remove the push rod sockets from the hydraulic
valve lifters. Remove the hydraulic unit from each
lifter with the aid of a small wire hook (fig. 15).
Keep tappets numbered according to the order re-
moved - keeping assemblies grouped together.
NOTE
NOTE
21
supports for scores or deep scratches and smooth out
with crocus cloth if necessary.
(2) Cylinders - Remove acculuation of oil and dirt
from between the cooling fins. Remove carbon from
inside of cylinder head with carbon-removing com-
pound, or by soft grit or vapor grit blasting if
equipment is available.
(3) Valve mechanism - Clean thoroughly of accu-
mulated oil, the rocker arms, rocker shaft, spring
seat, springs, retainer and intake and exhaust valves.
(4) Oil Sump - Unscrew drain plugs and flush out the
oil sump, removing all accumulated sludge.
(5) Crankshaft and Connecting Rods - Clean
thoroughly with kerosene, blowing out all oil lines.
22
(2) Immediately rinse the part in running water; Table X. provides data for proper inspection by the
then netraulize the action with a solution of one part Magnaflux method. When- this process is used, the
nitric acid in four parts water. Allow the dilute acid following precautions must be observed to assure
to act only long enough to remove the black deposit reliable results and safe condition of inspected parts.
left by the alkali. (1) Parts must be free of carbon and oil.
(3) Rinse the part thoroughly and dry with com- (2) Crankshafts and piston pins must be polished be-
pressed air. The etching process will leave the sur- fore inspection.
face perfectly clean, but the black deposit will re- (3) All parts should be inspected for forging laps,
main in cracks and deep scratches. These may be seams and grinding cracks which may have opened in
seen more clearly with the aid of a magnifying glass service.
and, thus distinguished. (4) The suspension liquid should be maintained at a
(c) Dimensional Inspection. Diametrical and end strength of 1-1/2 ounce of red Magnaflux paste No.9
clearances, interference (tight) fits, out-of-roundness per gallon kerosene.
and "run-outs" of all important part dimensions are (5) Before magnetization, all small openings and
listed in the Table of Limits, Section 13. In most oil holes leading to obscure cavities must be plugged
instances, each of two mating parts must be measured with either a hard grease or similar non-abrasive
and their dimensions compared to determine whether material, which is readily soluble in lubricating oil,
or not the fit is correct. This applies to tight fits as to prevent accumulation of magnetic particles where
well as running fits. When a tight fit requires that they cannot be removed.
the fem~ part be heated before insertion of the male (6) All parts must be completely demagnetized after
part, both parts must be measured at the same room inspection and between successive magnetizations.
temperature before heating of the former. Since new Demagnetization is preformed by inserting the part
bearing inserts will be installed in the crankcase and in an alternating current demagnetizer, from which
all connecting rods, it is unnecessary to measure the it is withdrawn slowly. Irregular shaped parts must
new bearing diameter. For this reason and others, not be withdrawn at a rate of more than 12 feet per
certain parts should be inspected for individual di- minute.
mensions against individual limits or the serviceable (7) The magnetic substance must be removed com-
limit of fit. Some dimensions for this purpose are pletely from all parts after inspection. All plugs
listed in Section 13. Other necessary dimensions are: must also be removed. Both the wet continuous
(See Table IX. ) method and the wet reSidual method are used. In the
former process, the magnetic solution is poured over
NaI'E the part while it is mounted between the poles of the
magnetizer, and application of the fluid is stopped as
Reground barrels. (.015 inch oversize) the magnetizing current is started. In the wet ·res-
must be within limits No. 36A, Section 13, idual process, the part is immersed in the magnetic
and taper may not exceed. 002 inch, with suspension fluid after it has been magnetized. Table
largest diameter, ifany, at bottom. Bore X shows the method recommended for inspection of
must be less than. 001 inch out-of-round, each kind of part.
and less than. 001 inch out-of-square with
flange, full indicator reading, in length of NOTE
barrel.
If the crankshaft is suspected of any defect
(d) Magnaflux Inspection. Parts listed in Table X not firmly established by inspection after cir-
should be inspected at each overhaul by the Magnaflux cular magnetization it should be demagnetized
process or an equivalent method of crack detection. and then, magnetized lonKitudinally for further
inspection.
23
Two methods are used to support parts between poles e. Valve Seat Inserts - Examine for signs of erosion ,
of the magnetizer for circular magnetization. They burning, pitting or warping.
are: f. Valve Guides - Examine for wear and looseness.
(a) Pads of copper braid or soft lead plate are in- If loose in cylinder head, or if excessive clearance is
stalled on the pole pieces, and the part is clamped found between valve stem and guide, replace.
tightly between them to assure good contact and to g. Rocker Boxes - Examine for cracks and smooth-
prevent burning. ness of finished surfaces.
(b) The parts are strung on a copper rod, which is h. Intake and Exhaust Flanges - Examine for nicks
he ld between the poles of the magnetizer. and burr s and smoothness of surfaces. Check studs
Following demagnetization the parts must be for being straight and tight.
thoroughly cleaned by spray and air blast. When dry, (3) Valve Mechanism.
the parts should be flushed in a corrosion preventive a. Inspect exhaust and intake rockers for cracks,
oil. particularly around lubrication holes. Also inspect
(e) Inspection of Engine Parts. rockers for straightness, nicks and condition of
(1) Crankcase. bushing. Check rocker shaft for wear. See that
a. Check thoroughly for fatique cracks. lubrication holes are not obstructed.
b. Examine camshaft bearing, thrust washers and b. Examine pushrods for straightness by rolling
starter pinion pivot for cracks and scratches and them on a flat plate. See that lubrication holes on
excessive wear. ball ends are not scored or obstructed.
c. Check studs for damaged threads and straightness. c. Check valve springs for fractures, corrosion and
(2) Cylinders. for proper pressure and length as specified in Table
a. Cylinder Heads - Examine cylinder head for of Limits. Inspect ends of each spring for splitting
cracks. Small cracks found at head fins are not and cracks.
cause for rejection. However, if cracks are of d. Inspect valve spring retainers and seats for
appreciable size and indicate ultimate failure, re - cracks and wear.
place the cylinder. e. Inspect valve spring retainer locks for wear and
b. Cylinder Barrels - Inspect cylinder barrel flange galling on outside diameter and for wear and fit on
for nicks, evenness and for condition of cylinder valve stem.
hold-down nut recess. Inspect inside of cylinder f. Inspect exhaust valves carefully, using a magnify-
barrel for dents and scoring, for corrosion as indi- ing glass and magnaflux equipment for cracks on the
cated by rust and pitting, and for ring wear as evi- end of valve stem, valve head and in grooves for re-
denced by a ridge near the top and bottom of the tain locks. Inspect valve stem and tip for scoring,
barrel. Also check inside of barrel for out-of-round pitting and wear. Check valve face for warpage,
and taper, using a dial indicator. pitting and burning.
c. Spark Plug Inserts and Pins - Examine for g. Inspect intake valves as described in preceding
crossed or otherwise damaged threads and looseness paragraph.
of insert in head. h. Check hydraulic lifters in accordance with
d., Rocker Shaft Bosses - Examine rocker shaft instructions given in Section 16.
bosses for oversize and galling of bearing surfaces. (4) Oil Sump - Examine condition of sump in gener-
TABLE X. MAGNETIC PARTICLE INSPECTION
*Method of AC or DC Possible
Part Magnetization Amperes Critical Areas Defects
Crankshaft Circular and 2500 Journals, fillets, oil Fatigue cracks,
Longitudinal holes, thrust flanges, heat cracks.
prop flange.
Connecting Rod Circular and 1800 All areas. Fatigue cracks.
Longitudinal
Camshaft Circular and 1500 Lobes, journals. Heat Cracks.
Longitudinal
Piston Pin Circular and 1000 Shear planes, ends, Fatigue cracks.
Longitudinal center.
Rocker Arms Circular and 800 Pads, socket under Fatigue cracks.
Longitudinal side arms and boss.
Gears over 6 Inch Shaft Circular Teeth 1000 to Teeth, Splines. Fatigue cracks.
Diameter Between Heads Two 1500
Times 90°
Shafts Circular and 1000 to Splines, Keyways, Fatigue cracks,
Longitudinal 1500 Change of Section. heat cracks.
Thru Bolts Circular and 500 Threads Under Head. Fatigue cracks.
Rod Bolts Longitudinal
NOTE: (*)
LONGITUDINAL MAGNETISM: Current applied to solenoid coil surrounding the work.
24
aI, checking for possible cracks or fractures. Check c. Inspect pistons visually for corrosion, cracks,
drain holes and Helicoils for damage. burning, scored or galled skirts and piston pin bear-
(5) Crankshaft and Connecting Rods. ings. Check ring lands for cracks by applying light
a. Remove counterweights. Inspect all damper pins side pressure. Measure skirt diameters and pin bores
and bushings for wear. for comparison with mating parts. Install new rings
b. Inspect propeller bolt bushing threads. of standard or proper oversize, and measure side
c. Inspect all crankpins and main journals for burn- clearances. Also measure gaps of new ring in cy-
ing, scoring, galling and excessive wear. (Refer to linder barrels. (Refer to Section 13 for all limits.)
Section 13 for limits.) (7) Crankcase Cover.
d. Inspect oil tubes for obstructions, and check a. Inspect cover for cracks, particularly around
tightness of tubes, bushings and plugs. stud holes, by using a magnifying glass and if neces-
e. Measure run-out of center journals and propeller sary, by etching any doubtful portions for possible
flange. (Refer to Section 13.) cracks. Inspect magneto mounting flanges for cracks,
f. Polish crankpins and journals. Inspect by Magna- corrOSion, burrs, scratches and flatness.
flux with circular magnetization. If in doubt, de- b. Check all studs on cover for cracks and tightness.
magnetize longitudinally. Plug oil holes before Stretched or loose studs must be replaced.
magnetizing. c. Inspect threads for oil pressure relief cap and oil
g. Inspect all connecting rods and caps for cracks, screens.
check alignment of crankshaft bushing with piston pin d. Inspect oil pump impeller and shaft bores in
bushing. The crankshaft hole and the piston pin hole casting, shaft bores in cover plate and plate surface
must be parallel with each other within .001 inch per for scoring and wear.
inch of length. (8) Camshaft.
(6) Pistons and Piston Pins. a. Inspect cam lobes and journals for scoring, wear
a. Check piston pin plugs for smoothness, wear and and pitting. Inspect screw holes.
proper fit in the piston pins. Discard piston pin plugs (9) Gears.
which are cracked or show excessive wear. If plugs a. Check magneto, starter, generator, oil pump,
are pressed in d'iscard assembly. camshaft and crankshaft gears for cracks, nick;:"
b. Check piston pins carefully for cracks, using burrs, wear and proper fit. Inspect camshaft gear,
magnaflux equipment. Also check piston pins for crankshaft gear and magneto gears by Magnaflux for
scoring, flat spots, out-of-round, straightness and fatigue cracks.
for proper fit in piston. Piston pins which are
cracked, our-of-round, bent, scored, or excessively
worn must be replaced.
Section 11
2. CASTINGS. Remove the raised edges of nicks and is a through hole that is subject to oil spray. It is
burrs on machined surfaces with a hard Arkansas advisable to drive the new stud with a tee handle stud
stone. Unobstructed flat surfaces, such as cover driver. Turn it slowly, and compare the estimated
plates etc. may be returned to true flatness if a torque with values listed in Section 13. Drive the
lapping plate is available. Use a fine grade lapping stud in until it projects a distance equal to others in
compound and move the part in a figure 8 motion the same group.
evenly.
4. HELICAL COIL INSERT INSTALLATION. Helical
3. STUD REPLACEMENT. Remove damaged whole coil thread inserts are factory installed at various
studs with a standard stud remover or a small pipe locations. These inserts may be replaced, if dama-
wrench. Turn slowly to avoid over heating. Remove ged, with the aid of special tools procurable from any
broken studs which cannot be gripped by drilling on Authorized Distributor of the "Heli - Coil" Corporation.
center to the correct diameter for and unscrewing
them with a splined stud extractor. (Splined ex- 5. These inserts are helical coils of wire with a dia-
tractors and drills are usually sold in sets.) Examine mond shaped cross section forming both a male and
the coarse thread end of the damaged stud to deter- female thread. Drilling and tapping depths for inserts,
mine its size. Standard studs have no marking. For being installed in blind holes, should be equal to twice
oversize stud identification refer to Table XI. Clean the nominal diameter of the insert. The helical coil
the tapped hole with solvent and blow dry with com- drills and taps must be absolutely perpendicular to the
pressed air; then examine the thread. If it is not machined surface of the casting. Drilling should be
damaged install the next larger oversize stud. If the accomplished in a drill press after the casting is
old stud was maximum oversize, or if the thread is firmly supported, clamped and alignment checked.
damaged, the hole may be tapped and a helical coil For drilling and tapping aluminum alloy castings, use
insert installed for a standard size stud. Coat the a lubricant made of one part lard oil and two parts
new studs coarse thread with Alco Thread Lube if the kerosenetoprevent overheating the metal and tearing
hole is blind or with National Oil Seal Compound if it the thread.
25
6. To remove a damaged helical coil, use the proper (3) Repair cylinder bores which are slightly cor-
size extracting tool specified for the nominal thread roded, scored or pitted by honing. Cylinder wall
size. Tap the tool into the insert so the sharp edges finish should be as specified in Section 13. If the
get a good "bite". Turn the tool to the left and back maximum allowable bore diameter, taper or out-of-
the insert out. To install a new insert, blowout all roundness is exceeded, regrind and hone to clean up
chips and liquid, slide the insert over the slotted end at .005 inch over size if possible. If necessary, re-
of the mandrel, and engage the driving tang in the grind and hone to .015 inch oversize. Refinished bore
mandrel slot. Wind the insert into the tapped hole must not taper over .0005 inch, with largest diameter,
slowly. The outer end of the insert should lie within if any, at bottom, and it must be parallel to finished
the first full thread of the hole. Break off the driving surface of base flange within .001 inch in its full
tang with long nose pliers. length.
(4) Reface valve seats which are pitted, burned or
7. PARTS TO BE DISCARDED. worn by removing the least amount of metal possible.
(a) Discard washers, nuts, screws, etc. which are Following the repair of valves, the valve seats may
bent, burred, nicked, stripped or otherwise deformed. then be lapped in with suitable valvegrinding com-
Discard external attaching parts if cadmium plating pound.
is not intact.
(b) Replace any part found to be cracked unless it is
an unstressed part that can be repaired by welding
without further damage or distortion to it.
(c) Discard all gaskets, packings, oil seals, lock After the valves have been ground and checked
washers, palnuts, elastic stop nuts, cotter pins, lock for proper seating, remove all traces of grind-
wire and hoses. ing compound with an approved cleaner.
8. REPAIR AND REPLACEMENT OF ENGINE (5) Replace valve guides if loose in cylinder head or
PARTS. if excessive clearance is found between valve stem
(a) Crankcase. and guide. If guides are scored, they should be re-
(1) Make repairs to the crankcase in accordance placed. Remove guides with the use of a suitable
with instructions given in paragraph 1 of this section. driver and an arbor press. Ream or broach to ob-
Particular attention should be given to removing tain specified fit with valve stems.
nicks and burrs from all finished surfaces, using a (6) Remove and replace spark plug inserts which
fine stone and polishing with crocus cloth. are loose or leaking. Remove hard carbon from
(b) Cylinders. threads in inserts with a tap, being careful not to
(1) Replace cylinder and head assemblies which are remove any metal.
found to have loose heads or cracks, except for small (7) Remove burrs, nicks and roughness from exhaust
cracks near the surface of the cylinder fins. Small flanges with a fine file or scraper.
cracks on the end of cylinder fins should be carefully (8) Repair intake flanges by removing nicks with a
removed by filing. Round off sharp corners. stone. Polish flange with crocus cloth. Tighten studs
{2) Remove nicks on flanged surface of cylinder on intake flange, if necessary, and dress threads,
barrel flanges by hand honing. Polish flanges with using thread chaser.
crocus cloth.
TABLE XL STANDARD AND OVERSIZE STUD IDENTIFICATION
XXXXXXP003
XXXXXXP006
.003
.006
~
~
~
. "" .... =:L A.
\\\I\\\I\\\I\~
BLUE
XXXXXXPOO7 .007
~ BLUE
26
ASSEMBLe- 6U$HIN(,S pins and oil seal race. Stone any nicks on finished surfaces.
FLUSH WITH BOSSES
(2) If threads of any propeller bolt bushing are damag-
22949
AS SHOWN
-~,;~;"~
rect bushings.
(3) Plug oil holes with soluble grease or fibre before
, Magnaflux inspection. Remove plugs after inspection. Re-
move Hubbard plug before inspection. Install new plug
I
I ~A .• I
/--!~, 0.240 after inspection (except C145-2H shafts).
.7031.± .0005
I . LINE REAM BUSHING (4) Excessively worn shafts must be reground to .010
inch undersize and re-nitrided.
I . (a) Excessive localized brinelling of the crankshaft
dampener pin bushings can affect propeller blade tip stress-
~ I es. It is, therefore, recommended that at each major over-
VIEW AA haul the pin bushings be inspected and replaced as required.
Only the crankshaft blade bushings are available in oversize.
Figure 17. Assembling Rocker Shaft Bushings. (b) Inspect in the following Manner :V1easure the inside
(9) Stone finish surfaces of rocker boxes for nicks and diameter of the bushing across points A,B and C. Take the
scores. Polish surface with crocus cloth. average of A and B and deduct this from C. If the differ-
OO)lf the rocker shaft is excessively loose in the cylind- ence exceeds 0.001 inch, the bushing or counterweight
er head support bosses they may be brought back to stand- should be replaced.
ard size by boring or reaming in line and installing repair
bushings. The center line of the enlarged boss bores must be B
9.901-9.911 inches above the cylinder base flange mounting
surface, in order that the reamed bushing bores will main-
tain the same distance. This dimension is important, be-
cause variations in spacing of the rocker axis from the cam-
shaft will change the mechanical clearance in deflated valve
lifter units and may make them inoperative. The minimum
boss wall thickness measured at the edge of the center boss
prior to any reaming and bushing must be 0.240 inch. The
bore surface must be 60 RJ\1S after reaming.(See Figure
17.)
c B
27
Kalamazoo, Michigan. It is recommended that this (2) Remove dents from housings by tapping with a
tool only be used for these operations. Removing and soft mallet while on a suitable mandrel.
replacing bushings with makeshift tools and methods (3) Replace cracked flanges, housings, or clamps.
can result in irreparable damage to the crankshaft (k) Ignition System.
and/ or dampeners. Order tool direct from Borrough's Replace all ignition cable assemblies.
Tool and Equipment Corporation. (1) PROTECTIVE COATING. The manufacturer
(5) Stone small nicks in connecting rods. Replace protects all aluminum alloy castings, sheet metal and
bolts if damaged in any way. Replace damaged nuts. tubing from corrosion by treating all surfaces of the
Press out excessively· worn bushings; smooth parts with "Alodine 1200" (American Paint and Chemi-
bores; oil new bushings, and press in with split at cal Company, Ambler, Pennsylvania).
45 0 from axis toward big end. (m) APPLICATION OF "ALODINE 1200". In the
(e) Pistons and Piston Pins. event the original finish of an aluminum part has de-
(1) Remove small scores from piston skirts with a teriorated or has been removed, the part may be
hard A:r kansas stone and from pin bores with crocus "Alodized" as described in "Alodine Manufacturer's
cloth. Polish old type pins to obtain correct clear- Technical Service Data Sheet No. AL-1200-D."
ance and all pins to a smooth surface before Magna- Wrought or die cast (smooth surface) parts, such as
flux inspection. valve rocker covers and intake tubes, are tumble
blasted prior to machining, if any, to roughen surface
before treatment. Such treatment should not be em-
ployed in overhaul work shops on parts with machined
surfaces. "Alodine " , unlike enamel or primer, will
not flake or peel off to contaminate engine lubricattng
Do not reduce original piston surfaces. oil. Corrosion protection can therefore be afforded
Never use abrasive paste, wire brushes or to all interior aluminum surfaces and parts. If enamel
buffers on pistons. After repair, re-check coating is required for a part previously treated with
dimensions. "Alodine", application of a primer before painting is
not necessary. "Alodizing" will be performed after
(2) Replace cracked, burned or heavily scored all machining and/or repair operations have been
pistons with new parts of proper size for cylinder completed. The surface color of an "Alodized" part
barrels. Maintain set within 1/4 oz. difference in may vary from light gold to dark brown. When a part
weight of any two pistons. Replace worn plugs in is treated with "Alodine 1200", the thickness of the
C 125 piston pins of old type. film, or build-up, on the mating or bearing surfaces
(3) Replace old piston rings with new standard rings is so small that the effect on dimensional tolerances
in standard barrels. Use .005" O.S. rings with is negligible.
standard pistons in .005" O.S. barrels. Use .015" (n) REPAIR OF "ALODIZED" SURFACES. If
O.S. pistons and rings in reground barrels. "Alodized" parts have been remachined, rubbed with
(f) Crankcase Cover Assembly. abrasives or scratched in handling so as to expose
(1) Stone nicks and scores on finished surfaces, and areas of bare aluminum, the surface may be repaired
chase female threads, if necessary. Stone burrs on by local application of "Alodine" solution in the fol-
oil screen and relief valve cap threads. lowing steps:
(2) Stone small scores and nicks on oil pump gear (1) Clean bare area thoroughly with carbon tetrachlo-
teeth. Discard worn and deformed parts. ride. Do not, under any circumstances, use an oil
(3) Replace tachometer drive housing oil seal, and base solvent or strong alkaline cleaner.
stone burrs on housing thread. (2) Mix a small quantity of hot water (180° F. ) with
(g) Camshaft and Hydraulic Valve Lifters. 1-1/2 to 2 ounces of "Alodine 1200" powder to form a
(1) Stone light scores on cam lobes, journals and paste, then gradually dilute with hot water until one
valve lifter bodies. gallon of solution is attained. This solution is to be
(2) Replace camshaft if lobes are pitted or if lobes adjusted by addition of nitric acid to a PH value of
or journals are excessively worn. Replace complete 1. 5 to 1. 7.
hydraulic unit if any part is worn or damaged. (Re- (3) Apply solution with rubber set paint brush in such
fer to Section 16.) . a manner that solution flows over bare area. Allow
solution to remain on area from one to five minutes,
or until color of new film is approximately that of the
original.
(4) Flush part with clear water and dry with warm
air current. Do not air blast or rub with cloth to dry
Do not drop valve lifters or allow them to be new film area. If color is too light, repeat step "3"
damaged by contact with other objects. until desired color is attained.
28
previously applied. Remove cleaning solu- be ne.cessary to apply zinc chromate primer
tion thoroughly, using plenty of hot water except to surfaces completely stripped of
and brushing vigorously. "Alodine".
(0) ENAMEL COATINGS. Ferrous parts, when
baked with gold enamel, will be baked with infra-red CAUTION
equipment for 15 minutes at 275-285° F. following
application of each coat. Before application of primer and enamel to
a part, carefully mask all connection joints
NOTE and mating surfaces. No primer or enamel
is permissible on interior surfaces of any
If a part which was originally "Alodized" parts contacted by engine lubricating oil
is to be refinished with enamel, it will not after assembly.
Section 12
29
crankcase. Secure with 3/8 plain washers, lock
washers and nuts.
2. FINAL ASSEMBLY PROCEDURE.
(a) Prelimi.nary.
(1) Mount the 2-4-6 case half, with parting flange
up, on a suitable engine stand which will permit tilting
the crankcase to horizontal and upright positions. Lay
the 1-3-5 case half on the bench, with parting flange
up. Spread a thin continuous film of No. 3 Aviation
Permatex on the left crankcase parting flange. Take
care that the Permatex does not get on any other part.
Lay lengths of No. 50 silk thread on parting flange.
Thread should be on inSide of bolt holes but never on
the flange edge. Coat the oil seal recess of each
casting with light weight Tite-Seal or an equivalent
gasket paste.
(2) Dip valve lifter bodies in light oil and install
each in its original case guide. (Fig. 19.) Push a
used pushrod housing connector over the outer end of
each lifter in the 1-3-5 side to retain them when the Figure 20. Installing Crankshaft Thrust Washer.
casting is inverted.
(3) Install a new insert, of proper size for the
crankshaft journals, in each main bearing boss. (3) Check crankshaft end clearance between either
Tangs must engage case notches and insert ends washer and shaft flange.
should project very Slightly. (c) Assembly of Crankcase.
(1) Remove spring from new crankshaft oil seal.
Twist seal, and pass it over the shaft race behind the
prope~ler flange, with lip to rear. Coat seal lip and
shaft race with Gredag #44. Pass the spring around
the shaft, and hook the ends. Lift the spring pro-
gressively into the seal groove. Lift the crankshaft
slightly, and push the seal into the recess. The split
must be 20 0 from the parting surface on the upper
side of the case.
(2) Invert the 1-3-5 case half, and place it on the
2-4-6 half, guiding the through stud (or studs) through
the oppOSite holes and the upper connecting rods
through cylinder ports. (See Fig. 23 .) Install new
"0" rings in grooves of through bolts before assem-
bling case halves, and install proper new "0" rings in
through bolt grooves before inserting the bolts. In-
sert the seven long and two short through bolts. Check
fit of pivqt and seating of castings.
(3) Install the four 3/8-inch through bolts through
the bottom of the case. Install lifting eye, spacers,
waShers, screws and nuts in 4th and 5th holes from
rear of upper flange. Install other flange screws,
Figure 19. Installing Cam Follower and tighten nuts securely. Install spacers, lock-
Body in Crankcase. washers and nuts on ends of two short front through
bolts, on left end of upper front long through bolt and
(4) Install the starter pinion pivot over the dowel in on ends of rear through bolts. Tighten bottom through
the 1-3-5 side recess. (See Fig. 21.) bolt nuts. Tighten slotted nuts of short tie bolts only,
. (5) Oil camshaft bearing surfaces in crankcases and and install cotter pins •
lay camshaft in the cam bearings of No.2 -4-6 (4) Attach 1-3-5 side mount brackets to stand. In-
crankcase. Check camshaft for end clearance in stall the breather elbow. Place crankcase in upright
accordance with limits as set forth in the Table of position.
Limits. (d) Installing Gear, Crankcase Cover and Sump
(b) Installing Crankshaft and Connecting Rods. (1) Rotate crankshaft to place No.1 piston on T.D.C.
(1) Oil bearings thoroughly. Lay crankshaft and (2) Assemble crankshaft gear with timing mark fac-
connecting rod assembly in the 2 -4-6 side bearings. ing camshaft. Secure with four 1/4-inch cap screws,
Avoid striking through studs, and guide lower rods screwed down finger -tight.
through cylinder ports. (See Fig. 22.)
(2) Insert the plain bronze thrust washer half at each NOTE
end of the front main bearing, and rotate to lower
side. Place the pinned half washers against shaft The holes in the crankshaft gear and camshaft
flanges, and rotate the pairs until pins lie within case gear are so spaced that it is impossible to
notches. Lubricate washers, (See Fig. 20.) assemble the gears to the shafts incorrectly.
30
(3) Turn camshaft so that the unthreaded ,hole is (6) Rotate engine stand 180 degrees, place oil sump
pointing toward one o'clock. Assemble cam gear to gasket over studs at bottom of crankcase, assemble
camshaft so that the timing mark on the cam gear oil sump using plain 1/4-inch washers, lock washers
teeth meshes between the two timing marks on the and nuts, turn nuts down finger -tight.
crankshaft gear. The timing mark may appear as a
chisel mark on the inner rim area or as a circular
punch impression on the end of the teeth as shown in
Figure 24. Secure with four 1/4 inch cap screws.
Place a screwdriver in one of the lightening holes in
the cam gear and rotate gear until screwdriver is
blocked against the crankcase, preventing gears from
turning when cap screws are tightened. If the cam
gear does not have lightening holes utilize other suit-
able means, such as a proper wedge between the teeth
of the crankshaft and cam gears to prevent the gears
from rotating when the cap screws are tightened. Be
sure the wedge does not damage teeth of the gears.
Use a standard 7/16 inch socketwhentightening. (Fig.
24. )
(4) Remove screwdriver or wedge from cam gear
and check backlash of gears.
(5) Safety wire cap screws on both gears. Care
must be taken to press wire tightly against the gear
body to avoid any possibility of interference with the
screws of the oil pump cover.
31
(7) Place crankcase cover gasket over end of crank- NOTE
case and mounting studs. Assemb1e' crankcase
cover assembly over gasket and studs. (Fig. 25) Be sure that the hydraulic unit is working
properly meshing the oil pump drive gear into the properly and smoothly by depressing the pis-
cam gear. Install six washers, lock washers and nuts ton with the thumb several times. Units
to studs. Install 3 washers, lock washers and cap should be deflated of trapped air and oil by
Screws through gear cover into oil sump (5 in new releasing the ball check. Insert a 3/32 -inch
type cover). diameter rod in tube of unit (rod should have a
(8) Tighten crankcase cover retaining nuts first. dull end) so as to lift ball check from seat
Then tighten 3 (or 5) cover -to -sump screws fully. while piston is being depressed.
Tighten sump retaining nuts, starting at front. Re-
lease cover screws while rear nuts are tightened. (2) Insert hydraulic units, tube end first, into the
(9) Install the two oil screens in crankcase cover cam follower body. Insert tappet cups (flat side to-
using new gasket between screens and cover. Tighten ward hydraulic unit) on top of hydraulic units in the
oil screens and secure with safety wire to the cap cam follower body.
screws, holding crankcase cover to oil sump. Use (3) Place pushrod housing flange gaskets over studs
safety wire between center crankcase cover cap on housing pads in crankcase. Install push rod hous-
Screw and oil sump drain plug. Safety wire oil pres- ing flanges over studs and gaskets.
sure relief valve cap to nearest stud holding crank- (4) Secure flanges to crankcase with washers, lock
case cover to crankcase. washers and nuts. Tighten middle nut of flange first.
(e) Installing Hydraulic Units and Pushrod Housing Do not tighten nuts excessively, as the flange may be
Flanges. cracked or gasket damaged.
(1) Rotate engine stand so that crankcase is in (f) Installing Cylinders.
flight position. Oil hydraulic units with thin coat of (1) Coat inside of cylinder barrels generously with
light oil. a light oil.
32
(11 )Test crankshaft for free rotation.
(g) Installing Air Intake System.
(1) Place gaskets on cylinder intake flanges. Attach .in-
take elbows on the two studs on the flange, and secure with
washers, lock washers and nuts.
(2) Place gasket on intake mount pad of oil sump and
install intake manifold securing with washers, lock washers
and cap screws.
(3) Push hose connections over ends of intake manifold
and· intake elbows. Install clamps on both ends of each
connection and tighten securely.
(4) Place gasket over four studs at carburetor, mounting
flange at bottom of oil sump. Assemble carburetor to
mounting flange at bottom of oil sump. Secure with four
Figure 24. Installation of Gears in Crankcase washers, castle nuts and safety wire.
(h) Installing Ignition System.
(2) Before installing each cylinder, coat its piston pin (1) Assemble lower spark plugs with gasket in each cy-
and connecting rod bushing with light oil. Place the crank- linder.
pin at T.D.C., and install the piston with number forward. (2) Determine the firing position of cylinder No.1 in
Coat the piston with the same oil. the following manner~
(3) Stagger gaps in piston rings on the piston so that a. To determine that the piston is on the compression
they are evenly distributed around the piston to prevent stroke, place thumb over upper spark plug hole on No.1
blow-by. cylinder and tum crankshaft in the direction of rotation.
(4) With one hand compressing the steel clamping band The intensity of the pressure will indicate that the piston is
around the rings, assemble the cylinder barrel over the top on the compression stroke. The top center (TC) mark
of the piston (Fig. 26.) stamped on the propeller flange edge will align with the
crankcase split below the crankshaft when No.1 piston is at
top dead center. Other flange marks indicate angles from
24 0 to 32 0 before top center. Use a flat metal indicator or
square to align the marks with the split.
Do not pick up cylinder by push rod housings. b. Tap the crankshaft forward to the firing angle
Make sure piston pin plugs are in place. specified in Section 1 for the model and magneto to be in-
stalled.
(5) Steady the cylinder, pushing it carefully back to the (3) Installing and Timing Magneto to the engine.
mounting studs, moving the steel band back on the piston. a. Before installing magnetos, be sure they have been
Remove steel band when cylinder is pushed on the full correctly timed and checked in accordance with Section 15.
length of the piston. 'It
(6) Assemble cylinder flange over studs on crankcase.
Be sure that cylinder base packing is properly in place and
not twisted. Assemble nuts on studs and tighten slowly and
evenly. See Table of Limits for the proper amount of tor-
que to be applied on nuts.
(7) Rotate crankshaft to a position where exhaust and
intake valve would be closed. Insert pushrods into housings,
hold rocker arms in place and push in the rocker arm shaft.
Be certain that the rocker arm with the oil squirt hole at
the top of the foot is in the exhaust position and the rocker
arm without the oil squirt hole is in the intake position.
NOTE
Check to make sure ball cup is properly installed in
tappet body before inserting push rods.
33
b. Rotate the magneto drive gear, attached to the
magneto, until the timing marks on the chamfered
tooth of gear and timing pOinter are opposite each NOTE
other as seen through the timing window in the mag-
neto cover. At this position the breaker contacts If timing light is used, rotate engine back-
should begin to open. wards until light comes on, then tap crankshaft
c. All adjustments for exact timing are made at the forward until points break and light goes out.
drive end and not by altering the position of the
contact points. See that the mounting faces are clean g. Install other magneto on the engine following the
and smooth, place gasket on mounting flange and with same procedure outlined above.
the timing marks (as described in b. above) opposite h. Remove timing eqUipment from engine.
each other, install the magneto on the engine and
secure with its mounting nuts. Exact timing is ob- i. Before installing ignition cables, refer to Fig. 10, 11, or
tained by turning the magneto through the angle pro- 12 and check connections from magneto terminals to spark
vided, by the slots in the magneto flange. plugs by position and length of wires. Radio shielded cable
d. Shift the magneto case clockwise to the limit of assemblies should be new, complete assemblies. For Bendix
the flange slots. The breaker points should be closed. S6LN-21 magnetos, cable assemblies are sold complete
e. Insert a .0015-inch feeler between breaker points with magneto outlet plates, ready to install. Complete cable
and tap mounting flange in a counterclockwise direc- assemblies for Bendix SF6LN-I2 magnetos are still
tion until the exact point of release is obtained. supplied. They are complete with proper terminals and
cable brackets.
NOTE
NOTE
If a Bendix No. 11-851 timing light or its equivalent
is available, it should be used to determine the It is recommended that all ignition cable
opening of the contact points rather than using a brackets designed for attachment to cylinder
feeler gage. The use of shim stock or cellophane base studs be removed from service. New
strips invariably introduces a possibility of fouling cable assemblies are equipped with brackets
the points, since oil and dirt is nearly always present to be attached, over spacers, to 3rd and 6th
on such feeler strips. holes from rear of upper crankcase flange
with 1-5/8-inch screws.
f. To check timing tighten magneto retain- (1) Install spark plugs after spreading a film of BG
ing nuts; back up crankshaft about 10 0 • Insert feeler mica thread lubricant on their 18 mm. threads.
or watch light, and tap shaft forward until breaker Tighten to speCified torque.
pOints open. Check crankshaft angle. (2) Install cable brackets on crankcase flange and on
crankcase cover studs. Then install unshielded spark
plug safety terminals or shielded terminal sleeves
union nuts. Install terminals or outlet plates in
magnetos.
(3) ENGINE RUN-IN AND TEST PROCEDURE
AFTER MAJOR OR TOP OVERHAUL.
34
The best run-in results are obtained by the use of gasket under the down-stream spark plug of the
a suitable test stand, test propeller and test cell hottest cylinder. Locate the cylinder by experiment.
equipped with adequate instrumentation. But when Use the most accurate cylinder temperature gauge
these facilities are not available and the engine is to obtainable. Check accuracy of oil temperature and
be run -in while installed on the airplane, all cowling pressure gauges frequently. A fuel flow meter or
and baffling should be removed, the engine headed weighing device will be necessary in order to deter-
into the wind and a 4-bladed Test Club type propeller mine fuel consumption accurately enough to check
used. A flight propeller is not designed for ex- carburetor performance.
tended periods of ground or test operation. The following schedule should be followed when-
To assure that the specified maximum cylinder ever wearing parts are replaced and always after
temperature will not be exceeded: Install a spark major or top overhauls.
plug gasket type thermocouple in place of the regular
* Any sudden increase in crankcase pressure and rapid fluctuation of manometer usually indicates sticking
of rings.
35
TABLE XIII. STANDARD ACCEPTANCE TEST
5 1200
2 5 1600
3 5 2450
4 10 Rated RPM (Adjust engine-fuel flow, pro etc.) (Reduce RPM for
adjustments)
5 10 Engine Parameters checks (fuel system, oil pressure, temp. etc. -
see applicable data) 2100 mag check. See Note A.
6 5 Idle RPM (Cooling period - 300 0 max C. H.T. Before shut-down.
Stop engine, drain oil, weight oil in for oil consumption determination.
7 5 Warm-up to rated RPM (minimum 1200 RPM)
8 30 2450 (See Note B)
9 5 500 + 25 Idle (cooling period - 300 0 max C.H.T. before shut-down)
Stop engine, drain and weigh oil. See Note C.
A. Magneto drop and spread to be taken during run No.5. Engine must be throttled to specified RPM and temperature
allowed to settle out before taking magneto drop and spread.
B. Readings must be recorded after completion of each 10 minute interval during oil consumption run.
C. Oil consumption at a rate of 1.25 Ibs/40 minute run maximum is acceptable. If oil consumption is excessive, determine
cause and correct.
36
NOTES
37
NOTES
38
Section 13
TABLE OF LIMITS
Fig. Ref. New Parts Service
No. No. Description Min. Max. Limit
CRANKCASE
27 1 Valve lifter guide • • Dia: .0005L .002 L .0035L
27 2 Cylinder in crankcase bore . Dia: .003 L .012 L .012 L
Prop. Hyd. valve in crankcase Dia: .001 L .003 L .0045L
28 3 Tie bolts in crankcase •• • Dia: .0005T .001 L
28 4 Starter pinion pivot in crankcase. Dia: .001 T .001 L
Starter bushing in crankcase • Dia: .0015T .0005L
Crankshaft main bearing bore. Dia: 2.437 2.438
CRANKSHAFT
28 5 Run-out at center journals (shaft supported at
front and rear journals) • • • . . • .000 .015 .015
28 6 Run-out near edge of propeller flange .000 .005 .005
28 7 Main journals • • • • • • . Dia: 2.247 2.248 2.2445*
28 8 Crankpins.. • ••.•.• Dia: 1. 936 1. 937 1. 9335*
28 9 Crankpins and journals • • • • • Out of round: .000 .0005 .001
28 10 Bushings in propeller flange. . · .• Dia: .0003T .0021T
28 11 Bushings in crank cheek blades • • • • Dia: .0015T .003 T
28 12 Counterweights on crankcheek blades side clearance: .004 .012 .016
28 13 Bushings in counterweights . Dia: .0015T .003 T
28 13A Damper p i n . . . .Dia: .3758 .3768
28 13B Damper pin. •• ••• . • • . Length: .780 .785
28 l3C Damper pin in counterweight. . · end clearance: .001 L .023 L .040 L
Damper pin bushing bore in crankcheek
(5th o r d e r ) . . Dia: 4613 .4643 t
Damper pin bushing bore in crankcheek
(6th order) • . . • . Dia: 435 .438 t
Damper pin bushing bore in counterweight
(5th order) •••. Dia: .4613 .4643 t
Damper pin bushing bore in counterweight
(6th order) ...• • . • •• Dia: .435 .438 t
28 14 Crankshaft in front bearing . . . . . • end clearance: .005 L .015 L .025 L
28 15 Crankshaft in main bearings. • . • • •• Dia: .001 L .004 L .006 L
CONNECTING RODS
27 16 Bearing and bushing - twist or convergence per
inch of bearing length. . • .000 .001 .001
27 17 Bearing on crankpin. .. .Dia: .0005L .003 L .006 L
27 18 Bushing in connecting rod. .Dia: .002 T .0045T
27 19 Piston pin in conn. rod bushing .Dia: .0014L .0021L .004 L
CAMSHAFT
27 20 Camshaft in bearings. •• Dia: .001 L .003 L .005 L
28 21 Camshaft flanges to crankcase • end clearance: .004 .008 .012
PUSHRODS
27 22 Pushrod length . . . . . . Overall: 10.797 10.827 10.785
Pushrod length (Service only) . . Overall: 10.827 10. 857
PISTONS, RINGS, PINS
27 23 Piston - top land in cylinder bore (C-125) .Dia: .034 L .038 L
Piston - top land in cylinder bore (C-145,
0-300-A, B, C, D, E) . • . . . . . . . . .Dia: .038 L .042 L
Piston - 2nd, 3rd and 4th land in cylinder
bore (C-125) ••.•.• • .Dia: .030 L .034 L
Notes: (*) If crankshaft is worn beyond these limits, regrind journals and crankpins to • 010 in. undersize and
re- nitride.
(t) If bushing in either counterweight or crankshaft blades are brinelled in excess of 0.001 inch, the
bushings should be replaced. (See Section 11, page 27.)
39
TABLE OF LIMITS (Cont. )
Notes: (%) If necessary use. 005" oversize rings to maintain specified limits in cylinder bore to Service Limit.
(+) If cylinder is worn beyond these limits grind to • 015 in. O. S.
40
TABLE OF LIMITS (Cont.)
CRANKCASE COVER
28 46 Oil pump gears in housing . . ••• Dia: .003 L ,006 L .008 L
28 47 Oil pump gear shafts in cover • •. Dia: .0015L .003 L .0045L
Magneto pilot in cover • ••••• Dia: .001 L .005 L
28 48 Starter pilot in cover (C-125, C-145 &
0-300-A, B, C). • ••• • • Dia: .0005L .006 L
28 49 Genrator pilot in cover. •••••• Dia: .001 L .005 L
28 50 Oil seal in tachometer drive housing. • • • • Dia: .001 T .008 T
28 51 Crankshaft gear on shaft (C-125, C-145 &
0-300-A, B, C). • . • • • . • • . • • • Dia: .002 L .0005T
Crankshaft gear on shaft (O-300-D, E) . • Dia: .000 .0025T
TORQUE LIMITS
Part Size Location Torque (in. lbs.)
27 T1 Nut 1/4-28 Crankcase flange bolts 100 - 125
27 T2 Nut 3/8-24 Connecting rod bolts # 400 - 475
28 T3 Nut 5/16-24 Generator shaft 175 - 200
28 T4 Nut 3/8-24 Cylinder base studs 410 - 430
28 T4 Nut 7/16-20 Cylinder base studs 490 - 510
28 T5 Nut 7/16-20 Crankcase tie bolts and stud 490 - 510
28 T6 Nut 3/8-24 Crankcase tie bolts 370 - 390
29 T7 Bolt 1/4-28 Gears to crankshaft and camshaft 140 - 160
SPRING PRESSURES
Compress Lbs. Lbs. Used
Part No. Wire Dia. to Min. Max. Min. Lbs.
27 PI Spring - Valve inner 24031 .091 In. 1. 075 In. 27 30 24
27 P2 Spring - Valve intermediate 24029 .111 In. 1. 137 In. 40 44 37
27 P3 Spring - Valve outer 625958 .148 In. 1. 168 In. 77 83 74
29 P4 Spring - Oil pressure
relief valve 631706 .041 In. 1. 56 In. 6. 06 6.31 5.75
Notes: (#) TORQUE TO LOW LIMIT -- IF COTTER PIN WILL NOT ENTER INCREASE TORQUE GRADUALLY
UP TO HIGH LIMIT ONLY. IF COTTER PIN WILL NOT ENTER IN THIS RANGE REPLACE NUT
AND REPEAT. IN NO CASE SHALL NUTS BE TORQUED BELOW LOW LIMIT OR OVER HIGH
LIMIT.
<++) For models 0-300-D & E see Table of Limits in Section 20, page 61.
41
;:;:;:;:;:;:;:;:; PRESSURE OIL
~ DRAINOIL
42
6 14
51
47
43
SECTION THROUGH OIL
PRESSURE RELIEF VALVE
T7
~ SCAVENGER OIL
~DRAIN OIL
44
Section 14
INSTALLATION, OPERATION
AND MAINTENANCE INSTRUCTIONS
CARBURETOR - MARVEL-SCHEBLER
MA - 3SPA
Figure 30. Right Side View. Figure 31. Left Side View.
CARBURETOR DATA
a. INSTALLATION.
The carburetor should be mounted on the engine the suction or vacuum above the throttle on the mani-
with the throttle arm on the right. The throttle lever fold side is very high. Very little air passes through
clamp screw should be installed with a torque value of the venturi at this time, and hence with very low
20-28 in. jIbs., or as instructed on Marvel-Schebler suction on the main nozzle, it does not discharge
drawing No. 284-190. The carburetor is provided fuel. The high suction beyond the throttle, however,
with a 1/4-inch pipe tap hole for the fuel inlet line causes the idle system to function, as the primary
connection. The fuel system should be so arranged idle delivery delivers into the high suction zone above
that the head of gasoline in the tank under extreme the throttle. Fuel from the fuel bowl passes through
climb conditions does not fall below two (2) inches, the metering sleeve fuel channel and power jet, and
The head required to flood the carburetor is forty-two into the main nozzle bore where it passes through the
(42) to fifty (50) inches and provisions should be made idle supply opening in m:l.in nozzle through the idle
not to exceed this pressure head when the airplane is fuel orifice in idle tube where it is mixed with air
in the nose down or steep glide pOSition. which is allowed to enter idle tube through the pri-
mary idle air vent. The resultant rich emulsion of
b. CONSTRUCTION.
The carburetor is made up of two major units fuel and air passes upward through the idle emulsion
- a cast aluminum throttle body and bowl cover, and channel where it is finally drawn into the throttle
a cast aluminum fuel bowl and air entrance. barrel through the primary idle delivery opening,
subject to regulation of the idle adjusting needle,
c. OPERATION. where a small amount of air paSSing the throttle fly
(1) Idle System (4, Fig. 32.) mixes with it, forming a combustible mixture for
With the throttle fly slightly open to permit idling, idling the engine. The idle adjusting needle controls
45
CARBURETER PUMP DISCHARGE
CHECK VALVE
. MAXIM M
NOZZLE BORE
NOZZLE OUTLET
PRIMARY VENTURI
NOZZLE
MIXTURE METERING VALVE,. NOZZLE AIR VENT
BOWL DRAIN NOZZLE WELL
IDLE TUBE NOZZLE BLEED HOLES
IDLE FUEL ORIFICE IDLE SUPPLY OPENINC
MIXT RE MET[RING SLEEvE P WER JET
46
the quantity of rich emulsion supplied to the throttle therefore satisfies any sudden demand for nozzle
barrel, and therefore controls the quality of the fuel delivery when the throttle is opened from idle
idle mixture. Turning the needle counterclockwise positions.
away from its seat richens the idle mixture in the (4) Accelerating Pump (1 and 2, Figure 32. )
engine, and turning the needle clockwise towards its The accelerating pump discharges fuel only when
seat leans the idle mixture. • the throttle fly is moved towards the open position,
On idle, some air is drawn from the throttle and provides additional fuel to keep in step with the
barrel below the throttle fly through the secondary sudden inrush of air into the manifold when throttle is
and tertiary idle delivery openings which can be con- opened. By means of an accelerating pump lever
sidered the secondary and tertiary idle air vents connected to the throttle shaft, the accelerating pump
with the throttle in the slow idle position. The air plunger is moved downward when the throttle is
blends with the idling mixture being delivered to the opened, thus forcing fuel past the carburetor pump
engine, subject to regulation of the idle adjusting discharge check valve into the Accelerating Pump
needle. The secondary and tertiary idle deliveries Discharge Tube which delivers accelerating fuel
begin to deliver idling mixture to the engine as the through the Primary Venturi into the Mixing Chamber
throttle is opened, coming into play progressively and of the carburetor. Upon closing the throttle, the
blending with the primary idle delivery to prevent accelerating pump plunger moves upward, thus refill-
the mixture from becoming too lean as the throttle ing the accelerating pump chamber by drawing fuel
is opened and before the main nozzle starts to feed. from the fuel bowl through the pump inlet screen
(2) Metering (4, Fig. 32.) and pump inlet check valve.
All fuel delivery on idle, and also at steady pro- As a precaution to prevent fuel from being drawn
peller speeds up to approximately 1000 R.P.M., is into the Mixing Chamber when the accelerating
from the idle system. At approximately 1000 R.P.M pump is inoperative (any constant throttle position),
the suction from the increasing amount of air now carburetor pump discharge check valve assembly
passing through primary and secondary venturi assembly mounted in the carburetor is provided with
causes the main nozzle to start delivering, and the carburetor pump discharge check valve loaded by
idle system delivery diminishes due to lowered carburetor pump discharge check valve spring.
suction on the idle delivery openings as the throttle (5) Accelerating Pump Adjustment (5, Fig. 32.)
fly is opened for increasing propeller speeds, until The Accelerating Pump Lever has three holes
at approximately 1400 R.P.M. the idle delivery is into which the upper end of Accelerating Pump Link
practically nil, and most of the fuel delivery from may be fastened. The outer hole, No.3, which is
that point on to the highest speed is from the main approximately midway between upper and lower holes,
nozzle. However, the fuel feed at any full throttle gives longest stroke or maximum accelerating fuel.
operation is entirely from the main nozzle. The idle The lower hole, No.1, gives the shortest stroke, or
system and the main nozzle are connected with each minimum accelerating fuel, and the upper hole, No.2,
other by the idle supply opening. The amount of fuel provides a medium supply of accelerating fuel. The
delivered from either the idle system or main nozzle normal pOSition of accelerating pump is in No.2 hole,
is dependent on whether the suction is greater on the the medium setting; however, for extremely hot
idle system or main nozzle, the suction being govern- weather or high test fuels, No.1 hole may be neces-
ed by throttle valve position and engine load. The sary to prevent heaviness or slowness on accelera-
main nozzle feeds at any speed if the throttle is open tion. No.3 hole may be required in extremely cold
sufficiently to place the engine under load, which weather.
drops the manifold suction. Under such conditions of (6) Mixture Control (1 and 4, Fig. 32.)
low manifold suction at the throttle fly, the main The mixture control consists of mixture control
nozzle- feeds in preference to the idle system because lever to which is attached the mixture metering
the suction is multiplied on the main nozzle by the valve assembly. The mixture metering valve as-
restriction of the venturi. sembly is provided at its lower end with mixture
For fuel economy in cruiSing, a back suction metering valve which rotates in stationary mixture
econimizer system is provided as shown in (3, Fig. 32.) metering sleeve. Mixture metering sleeve is pro-
With the throttle fly in cruising position suction is vided with a transverse slot through which the fuel
applied to the fuel bowl through economizer hole and enters and fuel metering is accomplished by the
back suction economizer channel and jet. The section -relative position between one edge of the longitudinal
thus applied in the fuel bowl works against the nozzle slot in the hollow mixture metering valve and one
suction applied by the venturi and therefore dimin- edge of the slot in the mixture metering sleeve.
ishes the fuel flow, thus giving a leaner mixture for When mixture control lever is toward the letter "R"
cruising economy. on casting, a full rich mixture is provided for take-
(3) Main Nozzle (4, Fig. 32.) off. To make the mixture leaner for altitude com-
The main nozzle is supplied with fuel which pensation move the mixture control lever away from
passes from the fuel bowl through the metering the letter "R" on casting toward the letter "L" on
sleeve, fuel channel and power jet. The fuel then casting. With the m:xture control lever in the full
passes upward through the nozzle bore where it is lean position (with mixture control lever at extreme
mixed with air drawn from the nozzle air vent position toward letter "L" on casting) no fuel is
channels and nozzle bleed holes and is then discharg- allowed to enter the nozzle and idle system, thus
ed from the nozzle outlet as an air and fuel emulSion, providing what is known as idle shut-off to prevent
into the mixing chamber. Air passing through the accidents when working around a hot engine. This
nozzle air vent channels sweeps fuel from the nozzle shut-off is accomplished by the fact that the lon-
well and nozzle bore under very low suction and gitudinal slot in the mixture metering valve is
47
narrower than the total angular travel of the mixture
metering valve. To obta:in the full benefit of the
idle shut-off feature, with the engine idling, push the Care should be taken not to damage the idle
mixture control lever to the full lean position and needle seat by turning the idle adjusting
allow the engine to stop from lack of fuel before needle too tightly against seat, as damage to
shutting off ignition, thus assuring that the cylinders this seat will make a satisfactory idle ad-
are dry of fuel. justment very difficult.
(9) Float Height (3, Fig. 32.)
(7) Use of Mixture Control. The float height is set at the factory, and can be
When adjusting mixture control, move control in and out checked by removing the throttle body and bowl cover
slowly with the throttle at Cruising or Full Open Position and float assembly and turning upside down. Proper
until the highest R.P. M. is attained. The carburetor setting of the two floats should measure 7/32" from
mixture will then be correctly adjusted for all throttle bowl cover gasket to closest surface of each float.
positions and loads at that particular altitude. Be sure to check both floats to proper dimenSions,
making sure that the floats are parallel to the bowl
cover gasket.
(10) Starting - Cold Engine.
With mixture control in full rich pOSition prime
the engine as directed by the engine manufacturers
instructions and set the throttle approximately 3/32"
from the throttle stop screw. With the throttle in this
Always have mixture control in the full rich position, turn the engine over two or three times be-
pOSition when coming in for a landing, so that fore ignition is turned on. This will draw a finely
if full power is required in an emergency near emulsified mixture of air and fuel through the mani-
the ground the engine will operate satisfac- fold into the combustion chamber, then if the ignition
torily and will not over-heat because of too is turned on, the engine should start on the next turn
lean a mixture. over and with the throttle stop 3/32" from the
throttle stop screw there should be sufficient throttle
(8) Adjustment of Carburetor. opening to keep the engine running. The carburetor
H, after checking all other points on engine, it is is calibrated to give the richest mixture at this
found necessary to readjust the carburetor, proceed throttle opening, and therefore, a cold engine will
as follows: run the smoothest with the throttle in this position.
For this reason the engine should be allowed to
With engine thoroughly warmed up, set Throttle warm up for several minutes before opening the
Stop Screw so that engine idles at approximately throttle further.
550 R.P.M. Turn Idle Adjusting Needle out slowly (11) Starting - Hot Engine.
until engine "rolls" from richness, then turn needle To start a warm or hot engine, put mixture con-
in slowly until engine -"lags," or runs "irregularly" trol in fuil rich pOSition and pull the throttle stop
from leanness. This step will give an idea of the back against the throttle stop screw. H the ignition
adjustment range and of how the engine operates un- has just been shut off, turn on the ignition and the
der these extreme idle mixtures. From the lean engine should start on the first turn, but if the engine
setting, turn needle out slowly to the richest mixture has been shut off for several minutes, it may be
that will not cause the engine to "roll" or run un- necessary to turn the engine over once or twice be-
evenly. This adjustment will in most cases give a fore turning on the ignition. A warm or hot engine
slower idle speed than a slightly leaner adjustment, should start and continue with the throttle in the
with the same Throttle Stop Screw setting, but will idling position.
give smoothest idle operation. A change in idle
mixture will change the idle speed and it may be
necessary to readjust the idle speed with Throttle Do not open and close throttle in starting as
Stop Screw to the desired point. ';I'he Idle Adjusting this is likely to deposit raw gasoline in the
Needle should be from 3/4 to 1 turn from its seal to carburetor air box and constitute a definite
give a satisfactory idle mixture. fire hazard. Do. not prime a hot engine.
48
Section 15
49
Section 16
HYDRAULIC TAPPETS
SERVICE INSTRUCTIONS
50
escape and permit the unit to be checked with the shock felt. Once this comparison is made, there will
leak-down tester. In most cases the carbon which be no question about its finality thereafter.
has formed above the plunger can usually be broken If it is found that one unit has a tendency to stick
by twisting the plunger and pulling outwards at the due to oil varnish, it is very likely that all units may
same time. In case the carbon buildup is quite great need immediate attention to prevent a recurrence of
and cannot be removed easily, it is advisable to sticking.
place the unit in a solution which will dissolve the 3. General Noise:
carbon ring. Once the plunger has been removed any In cases of general noise in the entire set (item
carbon remaining on the cylinder should be cleaned 3), it is a definite indication that insufficient oil is
off with a rough rag. The cylinder and the plunger being delivered to the hydraulic units. As a general
should then be washed thoroughly before reas- rule, in cases where engines run out of oil the hy-
sembling. draulic units will provide a warning before serious
In replacing the plunger into the cylinder, give it damage is done as air will periodically be taken into
a twist, while it is fully depressed; this will cause the intake side of the pump as soon as the level is
the end of the spring to snap into its seat. very low. ThiS, however, is not recommended as a
means for determining when oil is needed in the
TYPES OF FAILURE: engine. In any case where general noise is observed,
it is advisable to determine oil pressures at the hy-
With respect to failure of hydraulic tappets, there draulic tappets.
are four general classifications: 4. Intermittent or General Noise:
1. Where very slight single or multiple noise is In the case of item 4, the general or intermittent
heard. noise in any particular section of the engine is
2. Where a Single loud noise will be heard. usually an indication that air separation is inadequate
3. Where there is general noise in the entire set. at this point. This type of noise will usually occur
4. Intermittent or general noise in any particular when the engine is brought down to idle from high
section of the engine. speed, or possibly in some cases on starting. This is
1. Slight Noise: usually a question of design and not often encountered
In the case of item 1, there is a variety of things in the field.
other than the hydraulic tappet which can cause the However, there have been some examples of
trouble; such as, excessive clearance between the individual engines where some air-leak occurred on
valve stem and the guide, eccentricity of the valve the intake side of the oil pump, providing excessive
seat or anything which can cause the valve to contact aeration, so that the air separation provided in the
the seat in closing at a point materially above the job may be adequate - either for all or part of the
point where the valve sets on the seat. engine. In any case, if this trouble should be found,
In cases where this type of noise is made by the the inlet side of the pump should first be examined
unit itself, it is due either to a leaky check valve or for air leaks - particularly as excessive aeration is
a plunger having too much clearance in the bore. apt to cause trouble in bearings or other parts of the
2. Loud Noise: engine. If no air leak is found, any arrangement
With reference to item 2 where single loud noise which will increase the capacity for air separation
is heard in the valve gear: It is generally found that may remedy the trouble.
for some reason a hydraulic plunger has become In some cases it has been found that the valves
sticky or tight in the bore to such an extent that the were definitely being held open, causing defective
plunger spring will not move the plunger in the bore. performance; but this has been found to be something
This results in the plunger being forced all the way other than the hydraulic tappets themselves - gen-
down so that the bottom of the plunger contacts the erally a camshaft with sufficient runout on the base
ball cage and the tappet clearance is approximately circle of the cams to crack the valves off the seat
1/16". when they should be closed. The maximum allowable
The particular tappet causing the trOuble can be runout on the base circle of a cam used with hy-
located in the following manner: By using some kind draulic tappets is .002" total indicator reading. It is not
of listening rod and comparing the noise in each cy- likely that many cases of this condition would be
linder, it can readily be determined which cylinder found.
the noisy tappet is in. Very often by listening direct- 5. To Summarize:
ly over the exhaust or the intake, the individual tap- Noisy operation of hydraulic tappets is likely to
pet can be determined before disassembly. In any result from inadequate oil supply, dirt, or air in
case, removal of these two tappets and examination the oil, etc., as outlined above and usually is not
will disclose which one has been sticking. caused by any structural failure of the hydraulic unit
It will be found that the seating of the valve where itself.
a hydraulic unit is stuck produces a very perceptible Remember that no adjustment is necessary or
shock to the valve spring at the instant of seating. possible on hydraulic tappets and that they are de-
This can readily be determined by either touch or signed as a sturdy part of the engine to give long and
sound. One readily accessible method is to push the trouble-free service - provided they are correctly
end of a hammer handle against the valve spring handled and provided they are supplied with clean
keeper. If the tappet is noisy, a decided shock will oil at the correct pressure. Therefore, it is ad-
be felt at the instant of clOSing. Whereas when the visable to leave them alone unless noisy operation is
tappet is working properly there will be almost no due to one of the causes mentioned above.
51
Section 17
(b) Installation.
With the pinion pivot well oiled, remove clutch
and gear assembly from starter adapter housing and - - -ONLY
--- -------------
WIRE SIZES SHOWN ARE MINIMUM AND SHOULD BE
WHERE ~~ ARE ~
--
USED
52
voltage drop. armature from the cranking motor and take a cut off
(f) Cranking Motor Maintenance the commutator in a lathe. The mica should be under
Cranking motor maintenance may be divided into cut to a depth of 1/32 inch. If there are burned bars
two sections - the normal maintenance required to on the commutator, it may indicate open circuited
assure continued operation of the cranking motor and armature coils which will prevent proper cranking.
the checking and repair of an inoperative unit. Inspect the soldered connections at the commutator
(1) Normal Maintenance riser bars. An open armature will show excessive
Lubrication - Oilless bushings are used in this arcing at the commutator bar which is open, on the
motor and require no lubrication no-load test.
Inspection - The cover band should be removed Tight or dirty bearings will reduce armature
and the commutator and brushes inspected at reg- speed or prevent the armature from turning. A bent
ular intervals. If the commutator is dirty, it may be shaft, or loose field pole screws, will allow the
cleaned with No. 00 sandpaper. Blowout dust. Never armature to drag on the pole shoes, causing slow
use emery cloth to clean commutator. If the com- speed or failure of the armature to revolve. Check
mutator is rough, out of round, or has high mica, it for these conditions.
should be turned down in a lathe. The mica should be If the brushes, brush spring tension and com-
undercut to a depth of 1/32 of an inch. Worn brushes mutator appear in good condition, and the battery and
should be replaced. If brushes wear rapidly, check external circuit found satisfactory, and the cranking
for excessive brush spring tension and roughness or motor still does not operate correctly, it will be
high mica on the commutator. necessary to remove the cranking motor for no-load
Cranking Motor Disassembly and torque checks.
At regular intervals, the actual time depending on No-Load Test
the type of operation, the cranking motor should be Connect the cranking motor in series with a
disassembled for a thorough cleaning and inspection battery of sufficient voltage, a heavy variable re-
of all parts. Never clean the armature or fields in sistance and an ammeter capable of reading several
any degreasing tank, or with grease dissolving hundred amperes. If an r .p.m. indicator is available,
materials, since these may damage the insulation.
Never wash bearings in gasoline or other solvent read the armature r .p.m. in addition to the current
draw. Be sure to adjust the resistance to obtain the
since this would remove the grease and ruin the
bearings. The commutator should be trued in a lathe proper voltage.
if necessary. Replace all parts showing excessive Torque Test
wear. All wiring and connections should be checked. It is advisable to use in the circuit a high current
Rosin flux should be used in making soldered con- carrying variable resistance so that the specified
nections. Acid flux must never be used on electrical voltage at the motor can be obtained. A small
connections. Submit reassembled unit to NO- LOAD variation of the voltage will produce a marked
and LOCK tests. difference in the torque developed.
(2) Checking of Improperly Operating Cranking Interpreting results of NO-LOAD and TORQUE
Motor TESTS.
The shift lever on the cranking motor, whether 1. Rated torque, current draw and no-load speed
operated by a cable or wire control, should have a indicates normal condition of cranking motor.
return spring with sufficient tension to bring the lever 2. Low free speed and high current draw with low
to the fully released position when .the control is re- developed torque may result from:
leased. This action should be checked occasionally a. Tight or dirty bearings, bent armature shaft
to make sure that the spring is returning the lever to or loose field pole screws which allow the
its fully released position. armature to drag.
In this position, there should be 1/16 inch clear- b. Shorted armature. Check armature further
ance between the lower end of the shift lever and the on growler.
button on the back of the overrunning clutch drive c. A grounded armature or field. Check by
(See Fig. 33.) raising the grounded brushes and insulating
If the cranking motor does not develop rated torque them from the commutator with cardboard
and cranks the engine slowly or not all, check the and then checking with a test lamp between
battery, battery terminals and connections, and the insulated terminal and the frame. If
battery cables. Corroded, frayed, or broken cables test lamp lights, raise other brushes from
should be replaced and loose or dirty connections the commutator and check field and com-
corrected. The cranking motor switch should be mutator separately to determine whether it
checked for burned contacts and the switch contacts is the fields or armature that is grounded
cleaned or replaced if necessary. 3. Failure to operate with high current draw:
If all these are in order, remove the cover band a. A direct ground in the switch, terminal or
of the cranking motor and inspect the brushes and fields.
commutator. The brushes should form good contact b. Frozen shaft bearings which prevent the
with the correct brush spring tension. A dirty com- armature from turning.
mutator can be cleaned with a strip of No. 00 sand- 4. Failure to operate with no current draw:
paper held against the commutator with a stick while a. Open field circuit. Inspect internal con-
the cranking motor is operated. NEVER OPERATE nections and trace circuit with a test lamp.
MORE THAN 30 SECONDS AT A TIME TO AVOID b. Open armature coils. Inspect the com-
OVERHEATING, AND NEVER USE EMERY CLOTH mutator for badly burned bars. Running free
TO CLEAN COMMUTATOR. If the commutator is speed, an open armature will show e~ces.
very dirty or burned, or has high mica, remove the sive arcing at the commutator bar whlch IS
53
open. ungrounded brushes from commutator and
c. Broken or weakened brush springs, worn check fields with test lamp.
brushes, high mica on the commutator, or b .. High internal resistance due to poor con-
other causes which would prevent good con- nections, defective leads, dirty commutator
tact between the brushes and commutator. and causes listed under 4c above
Any of these conditions will cause burned 6. High free speed with low developed torque and
commutator bars. high current draw indicates shorted fields. There is
5. Low no-load speed, with low torque and low no easy way to detect shorted fields, since the field
current draw indicates: resistance is already low. If shorted fields are
suspected, replace the fields and check for im-
a. An open field winding. Raise and insulate provement in performance.
Section 18
DELCO-REMY GENERATOR
DELCO-REMY NO. 1101876
CONTINENTAL NO. 40435
SERVICE INSTRUCTIONS
54
both ends by sealed ball bearings no lubrication of mutator and check field, commutator and
the generator is required. brush holder to locate ground.
Inspection - The cover band should be removed b. If the generator is not grounded, check field
and the commutator and brushes inspected at reg- for open circuit.
ular intervals. If the commutator is dirty, it may be c. If this field is not open, check for shorted
cleaned with No. 00 sandpaper. Blowout dust. field. Field draw at 12 volts should be 1.62
NEVER USE EMERY CLOTH TO CLEAN COM- to 1.69 amperes. Excessive current draw
MUTATOR. indicates shorted field.
If the commutator is rough, out of round, or has d. If trouble has not yet been located, remove
high mica, it should be turned down in a lathe and the armature and check on growler for short
mica undercut. Worn brushes should be replaced. circuit.
They can be seated with a brush seating stone. The 2. Unsteady' or Low Output
brush seating stone -is an abrasive material which, Check as follows:
held against the revolving commutator, car r i e s a. Check brush spring tension and brushes for
under and seats the brushes in a few seconds. Blow sticking.
out dust. NEVER USE EMERY CLOTH. Check brush b. Inspect commutator for roughness, grease
spring tension, which should be approximately 25 and dirt, dirt in slots, high mica, out of
ounces. round, burned bars. With any of these
Generator Disassembly. conditions, the commutator must be turned
At regular intervals, the actual mileage or time down in a lathe and the mica undercut. In
depending on the type of operation, the generator addition, with burned bars which indicate
should be disassembled for a thorough cleaning and open circuit, the open circuit condition must
inspection of all parts. Never clean the armature or be eliminated or the armature replaced.
fields in any de greasing tank, or with grease dis- 3. Excessive Outp'ut
solving materials, since these may damage the in- Excessive output usually results from a grounded
sulation. The ball-bearings should never be washed generator field - grounded either internally, or in the
in gasoline or any other solvent since this would regulator. Opening the field circuit (disconnecting
dissolve the grease in them and ruin the bearings. lead from "F" terminal of regulator or generator)
The commutator should be trued in a lathe and the with the generator operating at a medium speed will
mica undercut if necessary. All wiring and con- determine which unit is at fault. If the output drops
nections should be checked. Rosin flux should be off, the regulator is causing the condition. If the
used in making all soldered connections. Acid flux output remains high, the field is grounded in the
must never be used on electrical connections. generator, either at the pole shoes, leads, or at the
(2) Checking Inoperative Generator. "F" terminal.
Several conditions may require removal of the 4. Noisy. Generator
generator from the engine and further checking of the Noisy generator may be caused by loose mounting
generator as follows: or drive pulley, or worn, dry or dirty bearings, or
1. No output improperly seated brushes. Brushes may be seated
2. Unsteady or low output by using brush seating stone, referred to above.
3. Excessive output Installation Caution
4. Noisy generator After the generator is reinstalled on the engine,
or at any time after leads have been disconnected
1. No Output and then reconnected to the generator, a jumper lead
Remove cover band and check for sticking or worn should be connected MOMENTARILY between the
brushes and burned commutator bars. Burned bars, BATTERY and GENERATOR terminals of the reg-
with other bars fairly clean, indicate open circuited ulator, before starting the engine. This allows a
coils. If brushes are making good contact with com- momentary surge of current from the battery to the
mutator and commutator looks okay, use test leads generator which correctly polarizes the generator
and light and check as follows: with respect to the battery it is to charge. Failure to
a. Raise grounded brush, check with test pOints do this will result in vibrating and arcing relay cutout
points from "A" terminal to frame. Light pOints which will soon be ruined so that regulator re-
should not light. If it does, the generator is placement will be required. In addition, the battery
grounded; raise other brush from com- will not charge so it may run down.
Section 19
55
the voltage regulator unit has been failing to reduce
the output as the battery comes up to charge and ad-
justment of voltage regulator is necessary.
(c) If separating the voltage regulator contacts
does not cause the output to drop off, inspect the
field circuit within the regulator for shorts. Pay
particular attention to the bushings and insulators
under the contact points and make sure the insulators
are correctly assembled.
(3) With a low battery and a low or no charging
rate, check the circuit for loose connections, frayed
or damaged wires. High resistance resulting from
these conditions will prevent normal charge from
reaching the battery. If the wiring is in good con-
dition then either the regulator or generator is at
fault. Ground the "F" termtnal of the regulator
CURRENT REGULATOR UNIT temporarily and increase generator speed to deter-
VOLTAGE REGULATOR UNIT LOWER SPRING HANGER mine which unit needs attention. Avoid excessive
LOWER SPRING HANGER
_NO DOWN TO INOlA$( CUlltNf StT11NG
ItNO UP" to OtCHA$( (~Nt srt1»tG speed, since under these conditions the generator
IOCD DOWN to tNCUAS( VOUAG( SlTTHG
.,..., ... TO OfUlASl VOLTAGE SlmNG may produce a dangerously high output.
MAKE ADJUSTMENT ON ONE SPRING (a) If the output does increase, the regulator needs
(HANG< llNSlOH ON 10TH SPltNGS ONLY ....... attention. Check for dirty or oxidized contact points,
or a low voltage setting.
ACUUStM[NT Of ONE SHtNG WILL HOT IItIMG
$(1'11NG W1l'KN SPtCIIICAOONS.
56
SECTION 20
1. GENERAL. 4. CLEANING.
a. The electric starter is mounted on a right angle a. Use a fortified mineral spirit solvent, sold under
drive adapter which is attached to the upper rear of the various trade names, for degreasing. If rosin (oil
crankcase cover. The tongue of the starter coupling varnish) or stubborn carbon deposits must be removed
mates with a slot in the end of the worm gear shaft. from the aluminum casting, it may be immersed in an
The worm gear shaft is supported by a needle bearing agitated bath of an inhibited mild alkaline cleaning so-
on its left end and a ball bearing on the right. Torque lution marketed for that purpose. The bath should be
is transmitted from the shaft to the worm gear by a maintained at a temperature of 180°F to 200°F. The
Woodruff key. The helical teeth of the worm gear drives parts should remain in it only long enough to loosen
the worm wheel. A heavy helical spring covers the the deposits. Immediately after such cleaning, flush
externally grooved drum of the worm wheel and a sim- away all traces of the alkaline material with a jet of
ilarly grooved drum on the shaft gear. The front end wet steam or by repeated brush application of a min-
of the spring fits closely in a steel sleeve which is eral spirit solvent.
pressed into the adapter. When the starter is ener-
gized, the spring tightens up on the shaft gear drum,
locking the worm wheel and shaft gear together to
transmit torque to the crankshaft gear. When the en- Any alkaline deposits remaining on engine
gine starts, the shaftgear is driven by the engine. This, interior parts will react with acids formed
plus the fact that the starter is no longer operating, in the lubricating oil to form soap, which will
permits the shaftgear to become disengaged from the cause violentfoam and may result in failure
spring. of the lubricating system.
57
12 ------~ -
38 39 35 34 13 ,,~ -::::::::----
~;~\~2~~
/_----->~
~ 7I
10
L@®@
11
! I
9
58
TABLE XVI. MAGNUFLUX INSPECTION CHART.
Direction of Inspection Current Critical Inspect
Part Name Magnetization Method (Amperes) Areas For
Longitudinal Wet
Continuous Shaft between Fatigue Cracks
spur gear and
drum
59
After the bushing is removed, use a pair of diagonal cutters to pull c. Slide shaft gear (33) through front of adapter (43). Lubricate
the pin (25). After the bushing is installed, drill a new hole (0.058- spring, sleeve and shaft gear liberally with clean oil. Press worm
0.060 dia x 0.31 inch depth) through the bushing flange and into wheel, bearing and spring assembly down onto shaftgear. Make cer-
the cover hub. Drive a new pin (25) into the hole. Pin must be flush tain worm wheel and worm gear teeth are aligned. Install a new
or below surface of bushing flange. packing (22) in cover assembly groove. Slide cover and seal assem-
f. Extension of studs (24) should be 0.62 and studs (41) should bly over shaft. Install one set of attaching parts (21, 20, and 19).
be 0.88 inch. Replace any stud exhibiting damage or backing out d. Apply a film of Tite Seal compound to both sides of gasket
with the next oversize. (18) before installing it on cover studs (24). Install cover (17) and
g. Replace oil seal (23). Remove carefully with either a soft drift four sets of attaching parts (16, 15, and 14).
or standard puller.
8. INSTALLATION. (See Figure 37.)
7. REASSEMBLY. (See Figure 37.) a. Coat a new gasket (8) with Tite Seal compound and install it
a. Press bearing (35) onto shaft (39). Install spring (37), wookruff on crankcase studs. Place adapter assembly on crankcase cover studs.
key (38) and worm gear (36). Insert assembly into adapter and Install three sets of attaching parts (3, 2, and 1) and one set of
install retaining ring (34). parts (7, 6, 5, and 4).
b. Install spring (30) on worm wheel (32). Turn spring so it tends b. Install a new packing (13) on starter flange. Mount starter
to unwind until offset end drops into gear hub groove. Position (12) on adapter studs and install two sets of attaching parts (11,
spring on gear so screw notch is aligned with screw hole in gear 10, and 9).
web. Install a new tab washer (29) and bolt (28).
TABLE OF LIlVIITS
60
TABLE OF lJMITS (Cont.)
20
13 16-22
21
61
Continental Motors, Inc.
www.continentalmotors.aero