RESTRICTED T. 0. No. 01-50KA-2 Published by authority of the Commanding General, Army Air Forces, and accepted by the Air Council of the United Kingdom, THIS PUBLICATION MAY BE USED BY PERSONNEL RENDERING SERVICE TO THE UNITED STATES OR ITS ALLIES Paragraph 3.d. of Army Regulation 380°5 relative to the handling. of in Government work, but esteicted™ printed matter is quoted below. reat except by autho ‘not be communicated to the public of to the ed military public relations agencies.” ‘This permits the issue of “rescicted” publications co civilian contract and or alecralt accesories, LIST OF REVISED PAGES ISSUEI NOTE: A heavy black vertical line, to the left of the text on revised pages, indicates the ‘extent of the revision. This line is omitted where more than $0 percent of the page is revised. Page Lurest __No. Revised Date 13 Tran October 15, 1945 29 va sn October 15, 1943 October 15, 1943 “October 15, 1943 October 15,1943 Ociober 15, 1943 October 15, 1943 i October 15, 1943 October 15, 1943 October 15, 1943 ee October 15, 1943 ADDITIONAL COPIES of sis publication may be secured gn. Reaviition. AAF Form 102, a4 precited. in AAP. emulations 14102, Sub fequisiions t@: Commanding General, Air Se mn Field; Faseld, Ohio. Also, see T.-O- No. 00-3 for deri op distribution of ‘Techoieat’ Orders. (Requests from Naval activities shal be wubmitted to: Chicf of the Bureau of Aeronautics, Nivy Department, Wathington, BoC) Revised October 15, 1943 A RESTRICTEDRESTRICTED T. 0. No, 01-50KA-2 TABLE OF CONTENTS Section Title Page Section Title Page I Dimensions and Leading Particulars 7 VII Equipment 84 1, Airplane—General 7 1, Navigation Equipment 84 2. Wings 7 2. Photographic Equipment 84 3. Stabilizer 7 3. Pyrotechnics a 4. Fuselage 7 4, Miscellaneous 85 5. Alighting Gear 7 VIMI Cold Weather Service and Handling 87 Il Shipment of Aircraft—Uncrating 8 ieee 1, Starting 87 Ill Handling and General Maintenance 2. Air Filter 87 Ansenistiogs . . 3, Instrument Panel 87 1. Hoisting Provisions 8 | Batteries e7 2., Mhiog:-Armngre ct . 5. Protective Cover 87 ls , 6. Frost or Ice Removal 87 4 Tring Areangemet i 9 7. Mooting a din © © 5 8, Landing Gear 87 6, Parking Brakes u S_cTatches ee — it 10. Communication Equipment 88 11. Operating, Hand Switches, Etc. 88 TY Disassembly, Replacement and Minor Repait 13 1, Wing Group es 1X Table of Heat Treated Parts 89 2...Tail: Group, B X. Finish Specification 100 3. Body Group ie 1, Introduction 100 4. Alighting Gear ” 2, Stinson Finish Code Number 100 5. Engine Section 25 6. Power Plant Group “ag Abpendie 7. Fixed Equipment Group a 1 Tube Bending Chart 110 V Service Inspections or Mt Nubiag/ Diagram mt 1. Preflight Inspection—Column 10 0 my Pieible Cth ne 2, Daily Inspection—Column 19 70 HI Torque Table 118 3. Daily Inspection—Column 30 n 1V_ Bushing Chart 119 4, Periodic Inspections n V Technical Order References 120 VI. Depot Reconditioning i VI_ U.S. A-British Glossary of Nomenclature 122 1. Dismantling, Cleaning and Inspection 81 VII_ U.S. A.-British Glossary of Nomenclature 2. General Reconditioning Procedure 82 Alphabetic] Index 123 Ve RESTRICTEDRESTRICTED T. ©. No. 01-50KA-2 Figure 2—Rear View AT-19 Airplane ae . RESTRICTEDRESTRICTED T. ©, INo. 01-50KA-2 Figure 3—Lett Front Quarter AT-19 Airplone Figure 4—Right Front Quarter AT-19 Airplone -3- RESTRICTEDRESTRICTED T. ©, No. 01-SOKA-2 coche a a Figure 5—Left Rear Quarter AT-19 Airplane Figure 6—Right Rear Quarter AT-19 Airplane -4- RESTRICTEDRESTRICTED T. ©. No. 01-50KA-2 Figure 7—Three View AT-19 Airplane -5- RESTRICTEDT. ©. No. 01-50KA-2 RESTRICTED Figure 8—Stations and Frames RESTRICTEDRESTRICTED ©. No. 01-50KA-2 Section | Pars, 1 to 5 SECTION I DIMENSIONS AND LEADING PARTICULARS OF THE AT-19 ADVANCED TRAINING AIRPLANE Manufactured by Stinson Aircraft, Di Aircraft, Inc., Contract DA-W-535 AC-1072 jon of Vultee 1, AIRPLANE—GENERAL. 4. FUSELAGE. Span cence se Al ft, 101% in, Width (Maximum) ....54Y% i Length (overall) ......29 ft, 6 in. Height (Maximum) . .. .65% in. Height seseeeed ft 2h in, Length (without engine Surface Areas mount) + 272Ye in. ‘Wings (ess ailerons) .236.48 sq. ft. Length (with engine Ailerons .... 122.02 sq. ft. mount) . 292%, in. Flaps 23.60 sq. ft. | Stabilizers (including' &._ AUGHTING: GEAR: elevators) + 45,00 sq. ft. Type . Fixed, Elevators (including ‘read gys250 <1) in. tab) £19.94 sq. ft. ‘Shock Seaice Elevator trim tab... . 0.86 sq. ft. ‘Type « Oil and Spring Fin. ++ 12.82 39, fe.“ Make Stinson 77-41114 Rudder (including Fluid . Penola Hydraulic—Spec. tab) 14.45 sq. ft. "AN-VV-0-366a Rudder trim tab... 0.21 sq. ft. Wheels Hayes 26 in, x 7.50 in — 10 in. G-3-49A 2. WINGS, Tires 2... .scsss+4+Firestone Low Pressure— Airfoil Section . 8.50 in. x 10 in, At root seve: 18% Clark ¥ Tire Pressure ..........25 pounds At tip 6% Clark ¥ Brakes .Hayes—Expander Tube Root Chord ...........96 in, Tail Wheel 38 in. Type ..........+.+/.Fixed, Full Swiveling sereee 20 Shock Struts Dihedral 2°, 59 ft. ‘Type .. «Oil and Spring ‘Sweepback -None Make .........++.Stinson 77-42044 Fluid ...... «+ -Penola Hydraulic—Spec. 3. STABILIZER. AN-VV-0-366a Span a 214 ft, 2 in, Wheels - -Hayes 10 in, Spec. 25272 Maximum Cho: 4 ft, 1% in. Tires ..... Firestone 10 in. smooth Incidence .2° down contour Spec. AN-C-55a Dihedral seeessNone Tire Pressure ........25 pounds RESTRICTED .RESTRICTED T. 0. No. 01-50KA-2 Sections Il-lil Pars. 1 and 2 SECTION II SHIPMENT OF AIRCRAFT—UNCRATING The AT-19 airplane is packed in one box, 30 feet by 7 feet by 8 feet, 4 inches or 1750 cubic feet. The weight of the box is 3835 pounds, empty, and 6750 pounds, loaded To unpack the airplane, first cake out the lag screws that hold the access doors and remove the doors. Take off both screen doors and unbolt and remove the top of the box. The end of the box adjacent to the front of the fuselage can then be taken off. Remove first the battery box and landing gear which are fastened to the crate floor. Unfasten the cleats that hold the cradles and slide the stabilizers out of the crate, removing the bottom stabilizer first. The bolts holding the straps at the sides of the fuse- lage can then be removed. The lag screws fastening the fuselage skids and the tail wheel bracket to the floor, and those holding the straps at the top rudder hinge to the end of the box can be taken out. The fuselage can now be skidded off the crate floor. Pull it toward the side from which the stabilizers were taken to insure that it clears the projecting parts of the rudder on the oppo- site wall of the box. Unpack from the cabin of the fuselage all the miscel- lancous parts, such as the tail wheel, tail wheel fork, etc Take off the brackets that are still attached to the fuse- lage tail and remove the fuselage skid. Unfasten the cradles that hold the elevators, flaps, and rudder in the packing box and remove these assemblies. Take out the bolts that hold the straps at the wing tips and those that hold the front and rear hinge brackets of the wings to the end of the crate. Remove the bolts that hold the two 2 x 8 planks and the lag screws on the out- side of the crate midway between the center and end of the plank. Take the wings out of the cradles and remove the brackets. SECTION Ill HANDLING AND GENERAL MAINTENANCE INSTRUCTIONS 1. HOISTING PROVISIONS. a, COMPLETE AIRPLANE.—The airplane is pro- vided with two permanently installed shackles for two- point suspension. They project above the fuselage and are readily accessible. See figure 10-1 for location of shackles and for information about the sling 4, FUSELAGE.—When hoisting the fuselage without wings and horizontal tail group, approximately 100 Ibs. must be added at the stabilizer lift’ strut fitting. The fuselage, without wings but the horizontal & group, requires approximately 50 Ibs. balancing weight at the stabilizer lift strut fitting. ¢, ENGINE SECTION.—The engine can be raised by attaching a suitable hoist to the hoist eyes on the crank- case. Detailed instructions for the removal of the engine section are given in Section IV, paragraph 56. CAUTION Tie the tail wheel to prevent the airplane from swaying. NOTE Unsymmetrical hoisting of the airplane is al- lowable to a limited degree. It is permissible, for example, to hoist the airplane to service or replace a wheel. 2. JACKING ARRANGEMENT. ‘Wing jacks can be placed under fittings located in the wing panels just outboard of the lift strut attachments. Jack pads are located on the lower part of landing gear beams. (See figure 25-19.) Shoring stands or jacks can be set under each end of a lifting tube placed in the through hole in the fuselage near the tail. NOTE Unsymmetrical raising of the airplane is allowable to a limited degree. It is permissible, for example, to jack the airplane to replace o service a wheel, PRECAUTIONS, (1) Be certain that the jacks, shoring stands, etc., are capable of supporting the airplane safely. (2) Operate all jacks as nearly simultaneously as possible when raising the airplane, in order to keep the wings in a horizontal position, Allow for the movement of the tail wheel if itis to stay on the ground. (3) Prevent any movement of the airplane while it is resting on the jack pads. (4) If the supported airplane is left unattended for any length of time, be sure that no ladders or equipment : RESTRICTEDRESTRICTED 1. Tie Down Ring 2. Hoisting Shackle T. 0. No. 01-50KA-2 3. Londing Geer Jock Pe Pars. 2 to 5 4. Wing Jack Pod 5. Uh Tube Hole Figure 9—Ground Handling Provisions are placed where they could damage the airplane if a jack should fail. The airplane should always be support- ed either by shoring stands from below or hoists from above, (See figure 12.) (5) In addition to the use of hoists and shoring stands for the support of airplanes on jacks, yaw, or side sway, can be eliminated by anchoring the airplane with ropes from the wing mooring rings and the tail wheel to. the ground mooring points. (6) There is no need for overhead support or shor- ing during the periodic inspection of landing gear, wheel inspection, and replacement, etc., unless the airplane is to remain on jacks overnight, is to be left unattended, or is ina high wind, 3. LEVELING. Lugs for leveling the airplane transversely are on the forward side of the rear cabin wall, Station 113.50. The Jugs for leveling the airplane longitudinally are on the inboard left hand side of the airplane, just below the oO lower door frame, one at Station 68.88, the other 26.43 in. forward of Station 68.88. 4, TRICING ARRANGEMENTS. ‘The airplane is triced by attaching a hoisting sling at the ovo suspension shackles on the front wing fittings and a similar sling at each end of a lifting tube in the rear of the fuselage. The rear hoisting sling, which is to be made by local manufactute, should be constructed so that ic does not chafe the fuselage at any point. (See figure 12.) 5, TIE-DOWN.—PARKING AND MOORING INSTRUCTIONS. The airplane should be moored at the tail wheel arm and at the tie down rings located near each wing tip. (See figure 13-1.) Surface control locks are provided with each plane for use on one aileron, one elevator, and the rudder. These locks are to be used when it is necessary to secure the control surfaces while the airplane is moored, - RESTRICTEDRESTRICTED T. ©. No, 01-50KA-2 Section 1 SIZE AND MATERIALS 113 x 2.26 x 3.79 AN-00-651-1025 Steel 2. 19 x 2.06 «3.97 AN-00-651-1025 Steel . aNi00-12 3. % 47 Plow Steal 1s x.065 x 51.19 Com'l 11000 Ibs. Ul. AN.WW-T-845, $5000UH, 1. Shackle Lug 2. Cable Attech Plate 3. Cable 4. Ring—Welded Steel Figure 10—Hoisting Sling =10- RESTRICTEDRESTRICTED PRECAUTIONS 4, When the airplane is moored, the parking brakes should be iocked. 6. Ii che aicplane is to be moored on ice, chocks should be used under the front wheels. 6, PARKING BRAKES. To set the brakes for parking, apply maximum foot brake pressure and then pull the hand brake back co the locking position. The hand brake is located on the left hand side of the cockpit. To release the parking brakes, apply maximum foot brake pressure, squeeze the handle of the hand brake and push it to off position. 7. SERVICE. @. FUEL. (1) The main tanks of the airplane are filled at the filler necks located in the upper surface of the wing panels. (See figure 17-14.) (2) Fuel of 91 octane, Specification AN-VV-F- 776, is specified in order to obtain the full rated horse- 3. Control Surface Locks fend Comera Rell 4, Comera Cone 1. Avxiliony Fuel Tek 2. Observer's Seet Figure 11—Llong Range Stowage T. 0. No. 01-50KA-2 Section Ill Pars, 5 ond 7 1, Mooring Ring 2. Molsting Shackle 2, ttt Tobe Figure 12—Tricing Arrangement power of the engine in this airplane. (3) The fuel delivery hose shall be standard bonded hose to prevent the accumulation of static elec- tricity. A bonding or grounding socket is provided for gasoline delivery hoses equipped with a plug for ground- ing. The socket is located just inboard of the filler neck on each wing tank, The bonding shall be accomplished before the removal of the filler cap on the gasoline tank and shall not be removed until after the cap has been replaced. CAUTION Fuel tank filler necks will be damaged if the de- livery nozzle is not supported in the Giller neck. oe RESTRICTEDRESTRICTED T. ©. No. 01-50KA-2 Section Itt 1. The Down ing 2. Aileron Lock 4. Hlevator tock 4, Tell Wheel Tie 5. Rudder Lode Figure 13—Parking and Mooring (4) AUXILIARY FUEL TANK. — To install the auxiliary fuel tank, remove the left hand camera track and reinstall che hardware on the track. Stow the track with the control surface locks strapped to 2 diagonal (figure 11-3) on the left rear side of the cabin. Remove the observer's seat and reinstall the hardware on the seat, After the auxiliary tank is installed, stow che observer's seat by roping it face downward over the right rear of the auxiliary tank. Pad and secure the seat as shown in figure 11-2, Install che auxiliary tank cradle on the lug fittings at Station 68.88 and bracket fittings at Station 88.38, Install the auxiliary tank with the wobble pump in place and -12- with the tube from the wobble pump to the bottom of the tank connected. Place the felt strap padding and the straps in position and tighten the straps. Safety wire the turnbuckles. Remove the plug from the camera cover seal, Connect the vent tube at the top rear of the auxil- iary tank and extend it through the hole in the camera hole cover. Tape the removed plug to the vent tube wich two layers of tape to prevent it from being misplaced. Connect the drain tube from the lower tear of the auxil- iary tank and extend it through the camera hole cover. Attach the bonding wire to the left rear of the auxiliary tank and the structure opposite. Connect the cube from the wobble pump to the tube junction through the in- board rib on the upper port side. Fasten bonding wires RESTRICTEDRESTRICTED from the wobble pump to the tube leading to the lower front of the auxiliary tank and also to the tube leading to the wing tank connection. CAUTION Be cettain of a clean, e‘fective bonding contact. 6. OIL. . (1) SERVICE.—The oil tank on the airplane is filled at the filler neck located in the upper rear section of the cowl. It is accessible through a door in the upper cowl section, NOTE The engine lubricating oil shall be drained [__ after each approximate 50 to 60 hours of flight. The draining operation should be taken care of T. ©. No. 01-50KA-2 Pars. 7 and 1 generally used, with recommended operating tempera- tures, are listed in Table II. TABLE 1 Grade Grade Designation _ Designation ‘Spee. 2-91 Spec. AN-9532 7 1080 Class B 1080A, 40 98 1100 Class B 1100 50 120 1120 Class B 1120 60 ‘Past procurement of aircraft engine oil was made on Specification No. 2-91. **Present procurement of on Specification No. AN.9532. "*Future procurement of aircraft engine oil will be made on Specification No. AN-VV-0-446. TABLE II ‘craft engine oil is being made immediately after flight while the oil is hot. Saat Ai Tenpecmpre Safe Mesimom alt Mipinom (2) GRADES AND USES—The grades of ai. 170 WE (GE) 95°C (203°) 20°C. (68°F) craft engine lubricating oils with corresponding SAE 1100 —7"to 427°C. 85°C.(185°F.) 10°C. (50°F) viscosity ratings are listed in Table I. (20°t0 80°F.) 10°C. (50°F, C1679) 0°. (92°F The three grades of aircraft engine lubricating oils ‘°°? "°C GP°F) 75°C. (167°) onc. (32°F) SECTION IV DISASSEMBLY, REPLACEMENT AND MINOR REPAIR 1, WING GROUP. 4. DESCRIPTION. (1) WING PANELS.—The wing is a fabric-cov- ered ttuss type structure consisting of two panels joined to the sides of the cabin. The main member is a built- up steel spar. Steel torque ves and built-up aluminum alloy ribs compose the remaining structure. Each panel is supported by a lift strut which is attached to the lower part of the fuselage. Attachment to the fuselage at the ig toot is made by means of two weided fittings. (2) AILERONS.—The ailerons are fabric-covered aluminum alloy frames. One aileron is fastened to each wing panel by three hinges. (3) FLAPS.—The flaps, which are of the same type of construction as the aileron, extend from the inboard trailing edge of the wing panels to a point approximate- ly two feet inboard of the ailerons. They operate down- ward simultaneously. 6. REMOVAL. (1) WING. (See figure 17.)—Before the various systems in the wing can be disconnected, the gap strips Revised October 15, 1943 eng at the root of wing and the fairing boots at the end of lift struts must be removed. The inspection hole covers, as noted below, must be removed while the disassembly progresses. (4) CONTROL CABLE—To remove the wing panel, disconnect the aileron control cable at the turn- buckle overhead in the rear part of the cabin, and at the link above the inspection hole outboard of the lift strut. A bolt removed from this link disconnects the cable. Note that the cable passes through a fairlead attached at the upper end of the lift strut and over a pulley in the wing. (See figure 17-15.) The fairlead and pulley must be removed. (6) VACUUM LINE.—The vacuum line can be disconnected by loosening the clamp and pulling the hose free. On the right side, the outboard clamp can be reached from inside the cabin, and on the left side, be- tween the cabin and the wing root. (©) FUEL LINE.—To drain the fuel tank, re- move the plug in rear corner of tank. Remove the front and rear inboard inspection covers, and detach the flex- ible hose couplings at both points. Also detach the bond- ing from the rear connection. RESTRICTEDRESTRICTED T. ©, INo. 01-50KA-2 Section IV Par. 1 1. Wing 4, Toll Whee! 2. Flop S. Vee Stet. 3. Stebitizer 6. Rudder 7. Trim Tob 8. Engine Section 12, Fuselage 9. Lending Gear 13, Aileron 10. Cabin Door 14, Elevator 11, Ue strat Figure 14—Mojor Components CAUTION ‘The ends of the vacuum and fuel lines should be capped whea disconnected to prevent the en- trance of foreign matter. (4) AIR DUCTS.—Inside the cabin near the leading edge of each panel is a sliding tube supported by a square bracket, (See figure 54-1.) The tube is de- tached by removing four sheet metal screws and pulling out the installation. (See figure 18-8.) (e) ELECTRICAL WIRING.—Disconnect the plug inside the cabin near the forward fuel hose. ({) ANTENNA.—Remove the clevis pin from the masts near the wing tips and coil the wire. The coil -14- can be conveniently stowed by taping ic to the fin. CAUTION This wire kinks easily and must be handled carefully. {g) PITOT-STATIC TUBE LINES. —The pitot static lines are installed in the right wing only. Discon- ect them from inside the cabin by detaching the out- board end of three elbows. (See figure 18-2.) For safe- ty, remove the tube assembly where it juts out from the ing. This is done by unscrewing the plate from the leading edge of the wing, and disconnecting the lines by detaching elbows through the inspection hole. The entire assembly can then be pulled forward and removed. RESTRICTEDRESTRICTED NOTE Heretofore no structural part has been re- moved. The above items can. be removed in any order of simultancously. However, before the next group is started, it is important that ALL the above items are completed. The next group must be accomplished in the order designated. (b) LIFT ‘STRUT.—The lift strut can be de- tached by removing the ovo bolts that connect the strut fitting to the yoke, the lower one being removed first. Slide the strut from the control wire. (i) WING FITTING. —It is necessary to. sup- port the inboard end of the wing while the hinge bolts are being removed. Access to the front fitting is gained from above the wing, to the rear fitting from below the wing. Pull the wing outward and away from the air- plane. Figure 15—Aileron (2) AILERON.—Remove the bolt that connects the control rod to the aileron, and the hinge bolts sup- porting the aileron at the center and each end. Lower the ‘outboard end and, twisting the aileron slightly, slide the inboard end free. (3) FLAP.—Supporting the flap, remove first the bole that connects the control rod to the flap, and second, the hinge bolts. The lap can then be lowered out of the wing. ¢. MAINTENANCE REPAIRS.—For information concerning the recovering of the assembly or the patch- ing of fabric, refer to T. O. No, 01-50KA-3, “Structural Repair Instructions for the Model AT-19 Airplane.” All worn of broken bushings must be replaced. (See Bushing Chart, figure 72.) d. ASSEMBLY AND INSTALLATION.—Installa- tion can be accomplished by reversing the removal pro- cedure. Note that colored tape is used to identify the pitot-static lines. The pitot pressure line is marked with black tape, and the static pressure lines with black and green tape. The aileron control, cable must be rigged -15~ T. ©, No. 01-S0KA-2 Section IV Pars. 1 and 2 Figure 16—Flop according to paragraph’ 7b (4) of this section. 2. TAIL GROUP. a, DESCRIPTION. (1) STABILIZER.—The stabilizer is a cwo-spar fabric-covered structure with vee strut bracing. It is se- cured to the fuselage through owo fittings attaching the spars to the upper longeron, and a third fitting attaching the wee strut to the lower longeron. The spars, ribs, and nose are constructed of aluminum-alloy. (2) ELEVATORS.—The elevator is a fabric-cov- cred aluminum-alloy structure with a chrome-molybden- um steel torque tube. Places, welded to the inboard ends of the torque tubes and bolted together (figure 40-3), serve as the elevator horn. A plastic trim tab, controlled from the cockpit by a flexible shaft and a screw device, is actached to the left elevator with a piano hinge. (See figure 19:8.) (3) RUDDER.—The rudder is connected to the fin by two hinges, and to the fuselage by a third hinge. The rudder torque tube is chrome-molybdenum steel. The ribs and trailing edge are aluminum-alloy. The leading edge is built up of perforated sheet steel supported by’ woodén bulkheads. A sheet metal tim tab (adjustable ‘on the ground) is provided on the trailing edge of the rudder. This tab can be attached to either side of the sur- face giving an adjustment of either right or left rudder. 6. REMOVAL AND DISASSEMBLY. (1) ELEVATORS.—Remove the cover plates (fig- ure 19-2) at the tail post of the fuselage and disconnect the controls by removing the bolts from the control links and horn, Then remove the bolts that hold the torque plates together. On the left elevator, the sheet metal cover on the inboard edge must he removed in order to detach the clip from the torque tube (figure 42-5), and the bolts in the tab horn and elevator inboard edge must be taken out to disconnect the tab control. (See figure 42-6.) Finally, unbolt the hinges that attach the ele- vators to the stabilizer. (2) STABILIZER —After the elevator has been removed (preceding paragraph), the bolts in the fic RESTRICTEDRESTRICTED T. ©. No, 01-S0KA-2 Section IV Pars. 2 ond 3 1. Reor Hinge Bracket 9% Hoisting Shackle 12. 2. Aileron Coble 6. Ful Tonk Vent 10. Fuel Line Opening 13. Ferward Hinge Bracket 3. Flap Vocwum Line 7, Antenne Mast (Forward) 14. Fuel Tonk Filler Cop 4, Electrical Wiring 8, Fuel Line Opening (ear) 11. Fairing Boot” 15. Alileran Cobte Figure 17—Wing Installation tings at the upper end of the strut, and those in the it board end can be taken out. The vee strut should be re- moved to avoid damaging it. (3) RUDDER.—The control cables can be de- tached by removing the bolts from the horn and link on both sides. After the bolts in the three hinges have been taken out from the bottom up, the rudder will slide free. CAUTION Secure the rudder when the cables are discon- nected to prevent it from hitting the elevators and puncturing the fabric. « MAINTENANCE REPAIR.—For information concerning the recévering of the assembly or the patch- ing of fabric, refer to T. O. No. 01-50KA-3, “Structural Repair Instructions for the Model AT-19 Airplane.” 216- Replace the bushings if they require it. (See Bushing Chart, figure 72.) 4. ASSEMBLY AND INSTALLATION.—Reverse the removal procedure in all cases. WARNING The controls must be rigged in accordance with Section IV, paragraph 7b. 3. BODY GROUP. @, DESCRIPTION.—The fuselage is a conventional truss type structure built of chrome-molybdenum steel tubing. It is fabric-covered except for the forward por- tion which is covered by aluminum-alloy panels. 4. DISASSEMBLY.—The windows and windshield RESTRICTEDRESTRICTED 1. ©. No. 01-S0KA-2 Section IV Pors. 3.and 4 1. Fluorescent Lamp 2, Pitetstatic Elbow 4. Lamp Mounting Brocket 3. Wing Electrical Connection Lemp Mounting Bracket Forward Fuel Hose 7. Cockpit Lemp 8. Ventiating Tube Figure 18—Upper Inboard Corner—Station 39 glasses can be removed by taking out the channels which form the window frames. Remove the pilot’s window regulator (figure 23) by taking out the screws which hold it in place. If any part is broken, the entire assembly must be replaced. : «. MAINTENANCE REPAIR.—For recovering and patching. see T. O. No. 01-S0KA-3, “Structural Repair Instructions for the Model AT-19 Airplane.” 4. ALIGHTING GEAR. 4. DESCRIPTION. (1) MAIN GEAR—The main landing gear is a fixed, single beam, cantilever type equipped with oleo shock absorbers. Two tubes are used to brace the beam. ‘The gear is faired completely except for the tires. -17- (a) WHEELS.—The wheels are Hayes G-3-49A, size 26 inches x 7.5 inches—10-inch tires. Recoramended tire pressure is 25 pounds. () BEAM.—The main beam is a tapered, rec- tangular, chrome-molybdenum steel tube, which is braced by two round tubes of the same material. (c) SHOCK STRUTS. — Each shock absorber, which consists of a piston, cylinder, and spring, is at- tached to the upper end of the main landing gear beam, and t6 a fitting at the center of the fuselage. The struts are interchangeable right and left. (4) BRAKES.—Hayes G-2-210, size 9 inches x 2 inches, expander tube brakes are installed in the wheels. These are hydraulically operated by means of toe pedals attached to the pilot's rudder pedals, A park- ing brake handle, which connects through a cable to RESTRICTEDRESTRICTED T. ©, No. 01-50KA-2 Section 1V Par. 4 1. Stabilizer 4. Rudder 7. Vou Strut 2, Teil Post Access Cover 5. Elevator 8. Elevator Trim T 9. Rudder Hor 6, Tall Wheat Inspection Cover Figure 19—Empennage ; operate the hydraulic cylinders, is provided. The brake itself consists of an expander tube which is operated by fluid pressure. Expansion of the tube forces the indi- vidual brake blocks against the drum. Between the brake lining and the brake drum, there is a radial clearance which cannot be changed except by grinding off the face of the brake blocks. As the liniag wears, the fluid dis- placement of the brake increases. When the pedal move- ment becomes too great, it is necessary to reline the brake by the installation of new blocks. However, growth of the rudder expander tube, due to temperature change and the fluid used to operate the brake, offsets the lining wear so that the fluid displacement does not increase until the lining is worn to @ point where re- placement is necessary. (2) TALL WHEEL.—The tail wheel assembly is a full swiveling type composed essentially of a cylinder and yoke, an oleo shock strut, and a Hayes B-3-28A wheel ‘equipped with a 10-inch tire. It can be locked in the trailing position by means of a cable control which connects to a button near the pilot's seat. The wheel itself consists of a casting and a demountable side rim. 4, REMOVAL AND DISASSEMBLY. (1) MAIN GEAR.—Removal of any part of the landing gear entails lifting the airplane so that its weight is no longer on the gear. (See paragraph 2b of Section ML.) RESTRICTEDRESTRICTED T. 0. No, 01-50KA-2 Section IV Par. 4 Figure 21—Rudder (a) BEAM.—To remove the fairing from the beam, the screws along the bulkheads and trailing edge must be taken out, Remove the screws from the Tinner- man clips and take out the bulkheads and inboard wheel fairing. After emptying the hydraulic lines by opening the system (paragraph 4d of this section), disconnect the line on the beam. The bolts of the shock strut shall be detached at the upper and lower end, but the pilot's or navigator's seat must he removed to gain access to the upper bolt. (See paragraph 7 (2) of this section.) Remove the bolts on the hinge tube (figure 25-5) and -19- Figure 23—Pilot's Window Regulator remove the tube by knocking it toward the rear. The beam will drop out. (6) WHEEL —If the gear is on the airplane, raise the airplane by jacking it under the jacking pads on the beam. Remove the inboard and outboard wheel fairing and the bolts through the brake, torque flange, and wheel. When the Hayes nut on the axle has been removed, the wheel will slide off. (©) BRAKES. —Bleed and disconnect the hy: draulic lines as discussed in paragraph 4d of this RESTRICTEDRESTRICTED T. O. No. 01-50KA-2 Section IV Par. 4 Figure 24—Fuselage section. Remove the wheels according to the directions in the preceding paragraph and slide the brake from the axle. NOTE If the brakes are not to be disassembled, it is not necessary to disconnect and bleed the hydraulic lines (4).SHOCK STRUTS. (See figure 25.) The snap ring inside the end of cylinder can be removed by « depressing it through the hole in the cylinder and peeling it out of the slot, Pull out the piston along with the packing. Drive out the pins that fasten the piston head and, after removing the head, slide the aluminum bronze casting and the packing rings off together. (2) TAIL WHEEL. (See figure 27.) — Having hoisted the tail, open the side panel on the left side of the fuselage under the stabilizer and remove the boot clamp. Take out the bolt holding the tail wheel lock, the bolt on the yoke, and the upper bolt above the spting. The entire assembly will then be free. In order to disassemble the wheel, the axle nut must be removed = 20- after the cover plate has been taken off. The wheel can then be pulled free. The stee! lock ring must be removed in order to pull out the side rim. To disassemble the oleo, first remove the screw that fastens the spring guide assembly to the cylinder. After the sealing gland is un: screwed, pull the piston out of the cylinder. Push out the piston pin, remove the head, and slide the sealing gland’ off the piston. (See figure 27-3.) ¢, MAINTENANCE. (1) WHEELS. (4) The wheels are made of an alumiaum alloy which corrodes unless it is carefully protected. Except 00 friction or beating surfaces, the entire wheel has a pro- tective coating. Parts on which this coating has chipped, worn through, ot been removed in any other manner, shall be refinished immediately to prevent corrosion. At no time shall wheels that are corroded on the inside be used. The finish material must be aircraft aluminum lacquer or enamel. One or two coats shall be used, depending on the condition of the old paint, If it is necessary to completely refinish the surface, one light RESTRICTEDRESTRICTED T. ©. No. 01-50KA-2 Section IV Par. 4 Figure 25—Landing Gear Installation 72 RESTRICTEDRESTRICTED T. ©. No. 01-50KA-2 Section IV : Par. 4 Figure 26—Brake Control Installation -22- RESTRICTEDRESTRICTED coat of oil base primer, Army Specification 3-156, fol- lowed by two finish coats of the protective coating shall be applied. It is essential that the surface be thor- oughly cleaned before priming. The old finish must be removed with acetone or paint remover. (4) Wheels that do not run true and that wobble when rolled on a level surface shall be condemed. Usually such wheels have been strained by hard landing and the strength is impaired. Wheels which have badly distorted reinforcing ribs or rims, or those in which cracks have developed shall also be condemned. (c) INSPECTION. 1. Clean the bearings in a solvent which will dissolve the grease and evaporate without leaving a deposit. Move the bearings vigorously through the solvent, and allow them to dry. Do not use an air blast to hasten evaporation since this can result in serious damage to the bearings. Inspect them for lateral rough- ness by grasping the outer race and slowly rotating the inner race, while exerting a side pressure. Check both sides of the races, Check for radial roughness in the same manner, exerting pressure radially. Install new beatings if roughness is found. 2. Check the bearing cups for cracks or loose- ness, 3. Check the brake drum liners for scoring or cracking. (Small heat checks appearing in the braking surface of the liner do not warrant replacement.) 4. Inspect the felt grease retainer of the in- board bearing. If it is grease soaked, replace it with a new retainer. (4) LUBRICATION. 1. FOR SUMMER USE.—Lubricate with Grease, Aluminum Soap, Grade B, Medium, AAF Specification 3581. 2. FOR WINTER USE.—Lubricate with Grease, Lubrication, High-Melting Point, Grade 375 (Soft) or Grade 295 (soft medium), AAF Specification 3560. (©) BEARING ADJUSTMENT.—Install the wheel and put the wheel bearing adjusting nut on the axle. (See figure 25-22.) Having made certain that there is no brake drag, tighten the adjusting nut slowly, with the wheel spinning, until a bearing drag is noticed Back off che nut to the next castellation and lock it there with a cotter pin. While rotating the wheel during adjustment, do not confuse a brake drag with bearing tightness. Check the assembly to be sure that there is no side play. The bearings must not be too tight or the -23- T. ©. Ne. 01-50KA-2 Section IV Par. 4 bearing cups will crack. (2) BRAKES.—The servicing of brakes shall be done by trained personnel according to the directions in T. O, No. 03-25B-2, _ (3) TAIL WHEEL. wheel consists mainly —The maintenance of the tail the replacement of auxiliary parts. The wheel casting must be replaced if it is damaged fo a point where extreme distortion is noted or cracks appear. Work grease carefully around the roller bearings .but do not use too much. The felt retainers should be kept in good condition. (4) SHOCK STRUTS. (See figure 25.) (a) MAIN STRUTS.—The servicing of the shock struts usually requires trained personnel. It is essential that the personnel be familiar with the drawings of the shock struts, The piston and cylinder should be carefully inspected for scoring, roughness, and an out of round, or bent condition. Install new ANG227-25 and ANG227-29 rings, as called for on Stinson drawing No. 77-41114, The new rings should be wet with shock absorber fluid before installation. The reassembly is the reverse of the disassembly. To fill the shock strut, replace it in the airplane and fill it while the weight of the airplane is on the landing gear. The front seats must be removed for this operation since the absorbers are filled from the top. Rock the airplane while filling the struts in order to force out any trapped air. (6) TAIL WHEEL SHOCK STRUT.—Examine the piston and cylinder for excessive scoring, roughness, and an out of round or bent condition, Replace a worn seal by a new AN6227-25 seal. Fill the strut to the top of the opening. 4. REASSEMBLY AND INSTALLATION. — Fol- lowing the completion of any required inspection or service, the reassembly of the parts reverses the process of disassembly. In the reassembling of the brakes, the hydraulic system must be bled to remove the air. This can be effected after the brake is installed and securely bolted to the torque flange on the landing gear. First remove the bleeder screw and screw a bleeder hose into the hole. Loosening the bleeder fitting one turn, apply the brakes and hold them until the fluid, free of air, flows from the bleeder hose. Release the brakes, close the blecder fitting, and reapply the brakes. With the brakes applied, reopen the fitting one turn. By this means the air will be forced out of the expander tube or nozzle. Tighten the fitting again before releasing the brakes. Making certain the copper gaskets are in place, reinstall the small capscrew. (See figure 26-13.) After the preceding installation of the brakes has been accom- RESTRICTEDRESTRICTED T. 0. No. 01-50KA-2 Section 1V Par. 4 Qo 2 2 9 9 9 © yA" 1. Filler Hole Plug 2. Pocking Ring 3. Seoling Gland 4. Screw 9. Piston Pin 1. Zork Fitting 12, Swival Lock Figure 27—Tail Wheel Installation = 24. 10, Piston Head RESTRICTEDRESTRICTED plished, apply pressure to the toe pedals and inspect the nozzle.packing for leaks. If a leak should appear at the nozzle packing, remove the wheel and tighten the packing nut. (See figure 26-7.) WARNING Do not apply pressure to the brake pedals unless the brake is in the brake drum. Other- wise, the blocks will be blown out and the expander tube ruined. 5. ENGINE SECTION. 4, DESCRIPTION.—The engine section consists of a complete aluminum alloy cowling, a Lycoming radial engine, and a chrome-molybdenum steel tubing mount. Various engine accessories are mounted at the rear of the engine. Power plant and propeller controls make connections through the firewall. Fuel and oil lines can be disconnected at the firewall. b. REMOVAL —Remove the cowling (paragraph 6f (2)) and the propeller (paragraph 6d (2)). Dis- connect the harness passing from the magneto and booster to the firewall, and detach the three harnesses between the generator and firewall, the carburetor and oil temperature gage, and the starter and firewall. Remove the connections to the mixture control box and the carburetor air heater, and disconnect the throttle control at the firewall. CAUTION Clamps and lacing cord are used to secure the propeller, carburetor, and mixture controls to the engine mount. Remove the controls from these clamps before moving the mount. Disconnect the vacuum pump line from the firewall and remove the exhaust gas analyzer unit attachments from the analyzer. By unclamping the flexible hose, disconnect the cabin heater line. Disconnect the ta- chometer shaft from the engine accessory housing and disconnect all bonding from the firewall. Then attach the hoisting sling to the lifting eyes on top of the engine crankcase and take up the weight of the engine. Dis- connect the mount by removing the four bolts at the comers of the firewall and swing the engine clear of the airplane, using one crewman to steady it. See Section 1V, paragraph 6b for instructions on the removal of the engine from the mount. ¢. MAINTENANCE REPAIR.—Minor weld repairs can be made on the mount by flash welding. The Lord shock mounts should be inspected for failure of bond -25- T. 0. No, 01-50KA-2 Section IV Pars. 4106 or deterioration of rubber. CAUTION Any evidence of deterioration or wear is sufficient cause for replacement. 4, INSTALLATION.—Installation of the enginé sec- tion is accomplished by reversing the removal procedure. Make certain that all connections are properly made and safetied when necessary. ¢. TEST.—After installation, the engine shall be ground and flight tested. 6. POWER PLANT GROUP. a. ENGINE. (1) DESCRIPTION.—The engine is a Lycoming Model R 680-13. It has nine cylinders arranged radially and'develops, at sea level, a maximum of 280HP at 2200 rpm for continuous running, or 29SHP at 2300rpm for five minutes only. (2) REMOVAL—After the engine section is re- moved according to paragraph 5b of this section, drain the oil lines and tank through the “Y” drain (figure 35-2) and disconnect the oil lines by loosening the clamps and pulling the hoses free. Remove the cowl supports from the mount ring and break the electrical connections at the carburetor, between the magneto and distributors, and between the booster and the right hand distributor. Take out the bolts that fasten the carburetor flange to the engine and remove the carburetor, making certain that the fuel line and controls are disconnected, After disconnecting the ground wires, remove the mag- neto. Disconnect the mounting flange and remove the generator. Separate the engine mount from the engine by taking out the six bolts that fasten the engine to thé Lord mounts. (3) ENGINE TROUBLES AND SERVICE RE- PAIRS. (a) GENERAL. 1. A. symptom of engine trouble can be traced to a number of possible sources. Experience has proven, that the best method of “trouble shooting” is: first, to decide on the various possible causes of a given trouble; second, to eliminate the possible causes, one by one, be- ginning with the most probable. 2. The following outline of common engine troubles and their possible causes will assist the per- sonnel in maintaining the engines in a serviceable con- dition with the least waste of time. RESTRICTEDRESTRICTED i ' T. ©, No, 01-50KA-2 “QQ AV Vee es Section IV Por. 6 oy 1. ifting Shackle 5. Tochometer Drive 11. Carburetor and Olt 15. Cobia Hooter Tubs 2. Mognete ond Booster 6. Flop Vaceum Connection Temperature Hames 16, Throttle Control Homers ce ten aeetee 12, Misture Controt 17, Fire Extinguisher 3. Generator Horners 19, Propeller Control Connection 4. Mounting Bott 10. Starter Harness V4, Corburetor Heat Control 18, Fuel Line Connection Figure 28—Quick Engine Change Unit (6) FAILURE OF ENGINE TO START. J, Improper starting procedure. Refer to “Pilo’s Handbook of Flight Operating Instructions for the AT-19 Airplane”, T. O. No. 01-50KA-1. 2. Lack of fuel. Examine the fuel tanks, fuel line connections, shut-off cocks, and strainers. 3. Under-priming or over-priming. Refer to the flight operating instructions handbook, T. O. No. OL50KA-1. 4. Incorrect throttle opening. The throttle should be about 1-10 open until the engine starts to fire. 5. Defective booster coil. Check the wiring and operation of the booster. 6. Ignition wiring. Examine the wiring for wear, fracture, and incorrect connections. 7. Spark plugs. Remove the plugs, inspect them for cleanliness, and check the gaps for .015-inch clear- ance, 8. Improper opening or closing of valves. Check the valves for proper tappet clearance, .015 inch. If the valve is sticking, apply penetrating oil to the valve stem and turn the engine over by hand until the valve operates freely. -26- RESTRICTEDRESTRICTED 9. Water in carburetor. dra plug and drain off the water. Remove the 10. Magacto. breaker contacts. See that the contact faces are smooth and clean. Check the breaker main spring for minimum permissible tension of 10 ounces at the contacts 11. Cold oil. With the ignition switch off, turn the engine over by hand. If the engine is stiff, the vil should be drained and warmed before an attempt is made to stare the engine. 12. Air leaks. Refer to paragraph (¢) 2 of this section. 13, Timing. Check the magneto and distributor timing as described in paragraph 6b (5). Check the valve timing as in paragraph 6a (4). () UNEVEN RUNNING AND LOW POWER, 1. Rich oF Jean mixture. Black smoke from the exhaust is evidence of too rich a mixture. Too lean a mixture is usually indicated by overheating and back- firing, 2. Leakage in induction system. Inspect the intake pipes for cracks and for leakage at. the joints. Check the carburetor and intake manifold flanges for tightness. 3. Spark plugs. Inspect the spark plugs for cleanliness and for proper gap clearances. 4. Valve gear. Check the valve tappet clear- ance. Inspect the valve springs for fractures. Check the valves for sticking and for carbon deposits on the valve or valve seat. 5. Check the magneto breaker points for pit- ting and cleanliness. Check the breaker main spring for minimum tension of 10 ounces at contacts. 6. Insure that the proper fuel is being used and that it is free of water and foreign matter. 7. Carburetor air heater operation. Insure that this control is being used properly in accordance with the “Pilot's Handbook of Flight Operating Instructions”, T. O. No. 01-50KA-1. (4) ROUGH RUNNING. 1. Propeller. Check propeller by installing a similar type propeller that rans smoothly on another engine. Also, check the propeller for balance and track, 2. Propeller hub rear cone. Check the cone for galling and eccentricity of the cone surfaces with the inside diameter. -27- T. ©. No. 01-S0KA-2 Section IV Por. 6 3. Engine mount. Check the engine mount for cracked of broken members and check the mounting bolts for tightness. 4. Spark plugs. Check the spack plugs and shields. 5. Magneto. Check the siming and operation of the magneto. Check the ignition harness for broken wire, poor connections, and damaged insulation. 6. Valve mechanism, Check the operation and timing of the valves, 7. Propeller hub nut. Check the nut for tightness. 8 Check the thrust nut for tightness. 9. Check the running engine with carburetor hheat on to determine if poor distribution ot ice forma- tion in the carburetor is causing the roughness. 10. Check the carburetor setting and operation to be sure that it is functioning properly. (¢) EXCESSIVE OIL TEMPERATURE. 1. Insufficient supply of lubricating oil, Ac Jeast ewo and one-half gallons are required. 2. Improper grade of lubsicating oil. Use oil of Specification AN-VV-O-446, grade 1120 at tem. perature above 4° C (40° F) and grade 1080A at a temperature below 10° C (50° F). 3. Oil pumps. Check the oil pumps to see if @ 29-—Engine Mount RESTRICTEDRESTRICTED they are draining the crankcase properly. 4. Worn bearings. 5. Foreign matter or carbon particles in the lubricating oil. If they are present, remove the oil screens, strainers, and filters and inspect, clean, and replace them. (f) LOW OIL PRESSURE. 1. Leak in oil line. Check the oil supply lines and connections for leakage. Check the oil thermometer and oil pressure gage connections for tightness. 2. Dirt in oil screens. Remove and clean the oil screen, strainers, and filter. 3. Worn bearing. An excessively worn bear- ing surface can reduce the oil pressure in the lubrication system and necessitate an overhauling of the engine. 4. Relief valve not seating properly. Dismantle the valve (being careful to retain original adjustment) and determine whether wear or foreign matter is inter- fering with relief valve operation. (4) ADJUSTMENT, REPLACEMENT, AND MI- NOR REPAIR. (a) REMOVAL OF CYLINDER AND PIS- TON.—In order to remove a cylinder and piston, it is first necessary to remove the exhaust collector attached to the cylinder. Remove the intercylinder baffles on each side of the cylinder to be removed. (It is not necessary to remove the cylinder head baffle if the same cylinder is to be reinstalled.) Remove the two rocker box covers, the valve adjusting screws, push rods, and shroud tubes. Remove the intake pipe by completely unscrewing the packing nut which secures the intake pipe to the crank- case and then removing the nuts from the studs attach- ing the intake pipe flange to the cylinder head. Diseon- nect the ignition cables from the spark plug and remove the spark plugs. Remove the rocker box drain cube. Move the piston to the top of its stroke in the cylinder. Remove the cylinder hold-down nuts and slide the cylin- der off the piston, Care must be exercised to prevent the plugs from falling out of the piston pin, and to prevent damage to the cylinder skirt or the link rod. Remove the piston pin and the piston from the connecting rod. If the piston pin does not slide easily from the piston, support the piston and drive out the pin with the fibre drift or apply a small amount of heat directly to the piston head and tap the pin lightly to remove it. CAUTION The master connecting rod is in No. 7 cylinder. If all cylinders are to be removed, No. 7 cyl- T. O. No. 01-50KA-2 Section IV Por. 6 inder should be removed last and replaced first. If this is not done, it is possible for pistons attached to link rods to be pulled below their normal bottom position, thus allowing the scraper ring to snap out of the cylinder. This Jocks the engine and will result in serious dam. age to the cylinders and pistons if che crank- shaft is turned. If No. 7 cylinder must be removed with any other cylinders remaining on the engine, extreme caution must be exer- cised to be certain that the master rod is blocked securely in the center of the cylinder mounting pad and that the crankshaft is not moved while the cylinder is off the engine. (6) REMOVAL AND ASSEMBLY OF ROCKER ARMS AND VALVES.—Remove the rocker arms from the cylinders by removing the cotter pin, + nut, and washer from the rocker arm bolt. With a small brass drift, drive the bolt from the rocker arm supports. If a bolt is unusually tight, support the cylinder head to avoid damaging the casting. Support the valves on the inside of the cylinder, depress the valve springs, and remove the valve keys, springs, washers, and circlips. The valve can now be removed from the inside of the cylinder. Assemble the valves in the cylin- der, supporting them from the inside of the cylinder le the circlip, washers, springs, and valve keys are being installed. Reassemble the rocker arms on the cylinder. (©) ASSEMBLY OF CYLINDERS AND PIS. TONS.—Thoroughly clean the cylinder base and cylin- der pad on the crankcase, being careful that no foreign matter drops into the engine. Apply a generous coating of engine oil to the piston rings, piston pin, and cylinder walls. Place a new rubber oil seal ring around the cylin- der skirt. Assemble the piston and pin on the connecting rod with the word "LYCOMING” on the piston pin boss toward the front of the engine. Assemble the cyl- inder over the piston, using a ring compressor to avoid damage to the rings. Attachment of the cylinder to the crankcase will be accomplished in the following manner: 1, Before placing the cylinders on the crank- case sections, all of the cylinder studs and hold-down nuts shall be examined for cracks, damaged threads, or other visible defects. Dispose of any stud or nut that is defective. The threads of the studs and nuts shall be thoroughly cleaned with a hand wire brush. Both faces of the stud washers and the recesses in the cylinder flanges for the washers shall also be cleaned and any roughness or burrs removed. The cylinders shall then be assembled on the crankcase sections in RESTRICTEDRESTRICTED the normal manner, and the hold-down nuts tightened to the proper torque limit following the procedure di- rected in paragraph 2 below. 2. Tighten the cylinder hold-down’ stud nuts in accordance with the following instructions: First, tighten all the hold-down nuts to a snug position to insure that the cylinder is seated on the crankcase sec- tion. Loosen one nut at a time and retighten until con- tact is just made with the cylinder flange or washer. From this position, tighten the nut to the required torque limit (300 inch-pounds) using handle, socket wrench, corque indicating, ratchet, male, Y%rinch square drive, 0 t0 600 inch-pounds (Stock List No. 79-428450). Ic is very important that the position of the cylinder nut wrench be maintained so that the turning axis of the wrench always coincides with the vertical centerline of the hold-down nut which is being tightened. All nuts shall be tightened slowly and smoothly until the proper torque limit is reached. Once a nut has started turning, there shall be no stopping until the proper torque has been applied. Jerking of the torque wrench must always be avoided. Care shall be taken at all times to insure that the socket of the wrench does not contact the cylinder wall during the tightening procedure, as such contact will cause an erroneous torque reading. This procedure will be followed for each nut until all have been tightened. After they are tightened, all nuts shall be properly safetied. After the cylinder has been attached to the crankcase, replace the intercylinder baffles. Re- assemble the intake pipe, using a new gasket and rubber packing, and assemble the shroud tubes and push rods. Adjust the valve tappet clearance to .015 inch and replace the rocker box covers. Attach the exhaust col- lector ring connection and rocker box drain tubes. In order to make the cylinders interchangeable, two Y4-inch pipe thread holes are provided for intercylinder rocker box drain tube fittings. The unused hole is sealed with an Allen plug. (4) DISTRIBUTOR TIMING.—Rorate the crankshaft to the firing position for No. 1 cylinder as described for magneto timing in Section IV, paragraph 6b (5). Assemble a distributor insulating disc over the dowels on each distributor mounting so that the arrow stamped on each disc points in the direction of rotation of the distributor shaft, clockwise when facing the right distributor and counterclockwise when facing the left distributor. Temporarily place each distributor contact finger over dowels on the distributor couplings. As- semble these parts over the serrations on each end of Revised October 15, 1943 T. ©. No, 01-50KA-2 =29- ction IV Par. 6 the distributor shaft so that the arrow stamped on the finger points in the direction of the shaft’s rotation and so that the contact segment aligns with the center of the square marked on the insulating plate. Remove the contact fingers leaving the couplings in position on the shaft, Ateach each coupling securely to the end cf the shaft with a washer, nut, and cotter pin. Reassembie the contact fingers over the dowels on the couplings and attach them securely with fillister-head screws, locking the screws together with a lock wire. Assemble the right-hand and left-hand distributor caps on the mounting over the dowels, being careful to see that the contact brushes are in place and operate freely on their springs. Attach each distributor cap securely with three fillister-head screws and lock the screws to gether with a lock wire. (c) VALVE TIMING.—Inasmuch as the exhaust and intake cam lobes are integral on the cam, it is necessary to check only the intake valve for timing. Using the crankshaft spline wrench and dead center indicator, rotate the crankshaft until both valves in No. 1 cylinder are closed and the piston is at top center of the compression stroke. Set intake valve tappet clear- ance of the No. 1 cylinder to .050 inch. Rotate the crankshaft in the direction of engine rotation until No. 1 cylinder intake valve is just beginning to open. This point of opening should be approximately twenty- five degrees before the top center on the intake stroke. However, after the engine has had considerable service and more than one cam lobe is checked it may appear that the engine is not properly timed, This is caused largely by the combined wear of component parts in the cam gear train and accounts for slight variations in the indication of the timing pointer. Following this check, reset No. 1 cylinder intake valve clearance to 015 inch, (f) ADJUSTMENT OF VALVE CLEARANCE. —Rotate the crankshaft until No. 1 cylinder is at top center on the compression stroke, that is, until the spline rivet on the crankshaft aligns with No. 1 cylinder and both valves are closed. Adjust valve adjusting screw to .015-inch tappet clearance and lock with the valve rocker cap screw. Check the tightness of the valve adjusting screw with a screw driver to insure that it will not move during engine operation. CAUTION In order to prevent stretching the adjusting screw lock, care should be taken that excessive pressure is not used when tightening it. Rotate the crankshaft in the direction of engine rota- RESTRICTED