Continental C-125, C-145, O-300_Overhaul Manual_X30013

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Publication X30013©2011 CONTINENTAL MOTORS, INC. AUG 2011

C-125

C-145

O-300

CONTINENTAL® AIRCRAFT ENGINE

OVERHAUL

MANUAL

FAA APPROVED



A C-125, C-145 & O-300 Series Engines Overhaul Manual

31 August 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.

Effective Changes for this Manual

0.................... June 1982

1............31 August 2011

List of Effective Pages

Document Title: C-125, C-145 & O-300 Series Engines Overhaul Manual

Publication Number: X30013 Initial Publication Date: June 1982

Page Change Page Change Page Change Page Change

Cover............................1

A...................................1

B - blank added............1

ii thru iv.........................0

1 thru 61.......................0

Published and printed in the U.S.A. by Continental Motors, Inc.

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.



Intentionally Left Blank



ii

INTRODU TION

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.

The significant differences between the 0-300 models are

as

follows:

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. , Rockfo rd, 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.

E. The 0-300-E engine is similar

to the 0-300-D except

for

incorporation of

governor

drive pad

and crankshaft provisions to supply governor

oil

to the pro-

peller.

F. An alternator

is

available

as

optional eqUipment on the 0-300-C, D and E

engines.

Service information on the alternator may be obtained from General

Parts Division, Ford

Motor

Co.,

P. O. Box 412, Ypsilante, Michigan.



T BLE

OF ONTENTS

Section 1 -

Table of

Specifications. •

Section 2 -

General Description.

•

1. Difference

in Engine Models.

2.

Cylinder

Construction

3.

Piston

and Piston Pin Construction.

4. Connecting Rods • , . . • , •••

5. Crankshaft Construction. . . • . •

6. Crankcase and Oil Sump Construction.

7.

Crankcase

Cover.

• • • . .

8. Valve Operating

Mechanism.

9. Lubrication

System.

. . . .

OPERATING AND MAINTENANCE

INSTRUCTIONS

Section 3 -

Introduction.

• •• ••••••

Section 4 - Packing, Unpacking and

Preparation

storage ••••••••

1.

Shipping Boxes • •••••••

2.

Packing . .

• • •

•••

3. Unpacking the Engine. ••••

4.

Preparation

of Engine

for

storage

5. Preparation of Engines for Service After

Page

4

6

6

6

6

7

7

7

7

7

8

10

10

10

10

10

11

storage . • • • • • • • • • • • •• 11

Section 5 - Installation in

Airplane

and Removal

11

1.

Engine Mounting • • • • • • •

11

2. Fuel and

Carburetor System.

• • •

11

3. Oil System. • ••••••••

11

4. Engine Removal • • • • • • • • •

15

Section 6 -

General

Operating Instructions

15

1.

Before starting.

• • • 15

2. Starting. • • • • • • • 15

3.

Warm-Up

and Ground

Test 15

4. Take- Off and Climb. 15

5, Cruising. • ••

•••

• •

••

15

6. Landing. • • • • • • • 16

7. Stopping

the

Engine.

• •

16

8. Carburetor Heat Control • • •• 16

Section 7 - Engine Troubles and Service Repairs 16

1. Failure of Engine to Start •

••••

16

2. Low Oil Pressure • • • 16

3. High Oil

Temperature.

• •

17

4. Low Power • • • • • • •

17

5. Rough

Running.

• • • • •

17

6. Engine

Fails

to

Accelerate Properly 17

Page

Section 8 -

Service

Inspection and Associated

Maintenance. • • . . . 17

1. Daily Inspection • • • • • • • • • 17

2. 100-Hour

Inspection

• • • . . • • 17

3. Major Overhaul or

Remanufacture

• •

18

Section 9 - Adjustment, Replacement and

Minor Repair

• • . • . • • . • . • • 18

1.

Carburetor

• • • • • • • • • • • 18

2. Magneto

Installation

and

Timing

to the

Engine • • • 18

3. Ignition

Wiring.

18

4.

Starter

. . 18

5. Generator. • •

19

OVERHAUL INSTRUCTIONS

Section 10 -

Disassembly,

Cleaning and

Inspection

•••• . • • • 20

1.

General. ••

•••• 20

2. Preliminary Operations. 20

3.

Disassembly.

•••

20

4. Cleaning. •• 22

5.

Inspection.

• . • • .

22

Section 11 - Repair and Replacement. 25

1. General Repair. • • • ••

25

2.

Castings.

•• • • • • . • •

25

3. Stud Replacement. • • • • • •

25

4. Helical Coil Insert Installation. • 25

7. Parts to be Discarded.. •

26

8. Repair and

Replacement of

Engine

Parts 26

Section 12 -

Reassembly, Final Assembly,

Timing and Testing • • • • • • • • •

29

1.

Reassembly

of

Major

Subassemblies

29

2. Final Assembly Procedure . •• 30

3. Engine Run-In and Test Procedure

After Major or

Top Overhaul • 34

Section

13

-

Table

of Limits • • • • • • 39

ACCESSORIES

Section

14 - Marvel-Schebler

Carburetor.

45

Section 15 - Bendix S6LN-21 Magnetos 49

Section 16 - Hydraulic Tappets • • • . • 50

Section

17 - Delco-Remy

Starter

• • • • 52

Section 18 - Delco-Remy

Generator

• • • 54

Section 19 - Delco-Remy

Generator

Regulators 55

Section 20 - Right Angle Starter Drive Adapter

57

LIST OF TABLES

TABLE I

TABLE

TABLE

m

TABLE

V

TABLE V

TABLE V

TABLE V

TABLE

vm

TABLE X

TABLE

X

TABLE

XI

TABLE X

TABLE xm

TABLE

XIV

TABLE

XV

TABLE XVI

Characteristics

and DimenSions

Purchased Accessories

Ignition System • • • • •

Fuel

System

• • • • • •

Lubrication System • • •

Accessories and Weights

Oil Viscosity Grades

Temperature Limits. • •

Table

of

Dimensions.

• •

Magnaflux

Inspection Data

Standard and Oversize Stud Identification

Test

Operating Limits. •

Standard Acceptance

Test

•

Deleted •••••••• .

Deleted

•••••• . ••

Magnaflux

Inspection

Chart

Page

4

5

5

5

5

5

23

24

26

35

36

59



iv

Fig.

No.

I.

2.

3.

4.

5.

6.

7.

8.

9.

10.

II.

12.

13.

14.

15.

16.

17.

18.

19.

20.

2l.

22.

23.

24.

25.

26.

27.

28.

29.

30.

3l.

32.

33.

34.

35.

36.

37.

38.

39.

40.

INDEX

OF ILLUSTR TIONS

Three-Quarter

Left

Front View -

0-300

Right Rear View - 0-300-C . .•

Right Rear View -

0-300-D.

•• •

Section

Through

Hydraulic Tappets.

Cutaway View Showing

Gear Train

•

Typical

Installation Diagram

Installation Drawing • • • • • • •

Installation Drawing • • • • • • •

Installation Drawing

• • • • • • •

Ignition Wiring Diagram

for Bendix

SF6LN-12 Magnetos

••••• . •

Ignition Wiring Diagram for Bendix

S6LN-21

Magnetos. •.

•

•••

Ignition Wiring Diagram for

Slick

664 Magneto

Starter

Compressing Valve Spring for

Installation

and

Removal

of Locks

••

•

Removal of Hydraulic Unit From Cam

Follower Body. •••••• •

Assembling No. 1 Connecting Rod • •

Assembling

Rocker

Shaft Bushings. • •

Measurement

of Dampener Bushings •

Installing

Cam

Follower Body in Crankcase.

Installing Crankshaft

Thrust Washer •

•.

Installation

of Starter

Pinion

Pivot. •• ••

Installation of Crankshaft and

Connecting

Rods

Installation

of Crankcase 1-3-5 Over Crank-

case

2-4-6

• • • • • • • • • • • • • • • •

Installation of Gears in

Crankcase.

• • • • • •

Installation of

Crankcase

Cover to Crankcase •

Installing Cylinder on Crankcase • • • • • •

Lubrication

Chart, Lateral

Section Front

View

Lubrication

Chart,

Longitudinal

Section View. •

Lubrication

Chart, Accessory

Cover Section

•

Carburetor Right Side View. • • • • • • • • •

Carburetor Left Side View • • • • • • • • • •

Cutaway

Views

of Marvel-Schebler

MA-3SPA

Carburetor • • • • • •

Star ter . • • • • • • • •

Typical Wiring

Diagram

• • •

Generator

••••••••••

Current and Voltage

Regulator.

Starter

and Adapter

• • •

Needle

Bearing Installer •

Installing Needle Bearing. •

Table of Limits Chart • •

Page

2

3

8

9

12

12

13

14

18

19

19

19

21

21

22

27

27

30

30

31

31

32

33

33

34

42

43

44

45

45

46

52

52

54

56

58

59

59

61





2



3



Section

T BLE

OF SPECIFIC TIONS

TABLE 1 CHARACTERISTICS

AND

DIM:ENSIONS

Dimension

Piston strokes

per

cycle

Number

of cylinders

Cylinder

bore

(in.)

Piston stroke

(in.)

Compression

ratio

Total

displacement

(cu. in. )

Overall length (in.)

Overall width

(in.)

Overall height (in.)

Number of mounting

brackets

Rated RPM

Rated B. H.

P.

Total

dry

weight

(lbs.)

Model

All

All

All

C125

C145 0-300-A, B, C, D & E

C125

C145 0-300-A, B, C, D & E

C125

C145 0-300-A,

B,

C,

D & E

C125

C 4 5 ~ 0-300-A, B & C

0-300-D & E

All

C125 C145

0-300-A, B & C

0-300-D & E

All

C125

C145 0-300-A, B,

C,

D & E

C125

C145 0-300-A, B, C, D & E

C125

C145

0-300-A,

B, C & D

TABLE II PURCHASED ACCESSORIES

Value

6

4-1/16

3-5/8

3-7/8

6.3:1

7.0:1

282

301

41-9/16

35-15/32

35-17/32

31-1/2

27-13/32

26-29/32

2550

2700

125

145

257

268

Accessory Model

Model Accessory

C125 C145

Magneto

U-300-A,

B

0-300-C, D, & E

C125 C145

Starter

0-300-A, B& C

0-300-D, E

C125 C145

Generator

0-300-A, B, C & D

0-300-E Generator

0-300-C, D & E Alternator(Opt. )

All Carburetor

Feature

Left

magneto fires lower plugs

Right

magneto

fires upper plugs

Firing

Order

Spark

plug

gap

setting

Manufacturer

or

Part

Number

Bendix Magneto Division

S6LN-21

Bendix Aviation

Corporation

Slick

Electro

Inc.

664

Delco-Remy Division

1109656

General Motors Corporation

Delco-

Remy Division

1109694

General

Motors Corporation

Delco-Remy Division

1101890

General

Motors Corporation

Delco-Remy

Division

1101898

General Motors Corporation

General Parts Division

CGFF-10300-C

Ford Motor Company

Marvel-Schebler Division

MA-3-SPA

Borg-

Warner Corporation

TABLE

III

IGNITION SYSTEM

Model

C125

C145

0-300-A,

B, C, D & E

C125

C145 0-300-A,

B,

C,

D & E

All

All

Value

Quantity

2

2

1

1

1

1

1

1

Permissible

RPM

drop when

switched

from

both to either

left or right

magneto

All

30

0

B. T.

C.

28°B. T. C.

28°B. T. C.

26°B. T. C.

1-6-3-2-5-4

0.015 - 0.021

75

RPM



TABLE OF SPECIFICATIONS

(Cont.)

Feature

Minimum fuel

octane

rating

Fuel

inlet to carburetor (NPT')

Venturi diameter

Fuel consumption (cruising, approx)

(Gal/Hr)

Feature

Oil sump capacity

Minimum oil supply

at

any time

Oil consumption

Oil

pressure (psi)

Idling

Cruising

Oil

temperature

(Min.

Take-

Off)

TABLE IV. FUEL SYSTEM

Model

All

All

All

C125

C145

0-300-A,

B, C

J

D E

TABLE

V. LUBRICATION SYSTEM

Model

All

All

All

C125

C145, 0-300-A, B,

C,

D E

C125

C145,

0-300-A,

B, C

0-300-D E

All

TABLE Vi ACCESSORIES AND WEIGHTS

Accessory

Carburetor

Magnetos

(2) (with

gear)

Spark

plugs

(12)

Radio

shielded

ignition cables

Fuel pump

Generator

Generator

Alternator (Opt. )

Starter

Carburetor

air intake filter

TABLE

VIi

Ambient Air temperature

Below 40° F.

Above 40°

F.

Model

All

C125

C145, 0-300-A B

0-300-C, D E

All

All

All

C125, C145, 0-300-A, B, C, D

0-300-E

0-300-C, D, E

C125, C145,

0-300-A,

B C

0-300-D,

E

All

OIL

VISCOSITY GRADES

SAE Grade

SAE No. 20

SAE No.

4

When

operating oil temperatures overlap above column

ranges, use the

lighter oil.

t is

recpmmended that

oil be

changed every 20

to

30 hours,

Value

8 187

1/4-18

NPT

1-5/8

in.

8.5

9.27

12.5

Value

8

4

0.017#/BHP/hr

10

5

30 - 40

30 - 45

30 - 60

75°F

Weights

3.0

lbs.

18.0

lbs.

11. 56

lbs.

12.70 lbs.

2.54

lbs.

4.9

lbs.

1. 9

lbs.

10.21 lbs.

16. 21 lbs.

10.81 lbs.

15.5

lbs.

13.5

lbs.

3.5 lbs.

The

use

of

Multi Viscosity oil

is

approved. See latest fuels and lubricants bulletin for list

of

approved oils.

TABLE

VIIi TEMPERATURE

LIMITS

Feature

Maximum oil

temperature (OF)

Maximum

cylinder

head temp (OF)

(Measured by

thermocouple imbedded

in

down-stream spark

plug gasket)

Maximum

cylinder base

temp (OF)

(Measured

by

cylinder

barrel

contact

thermocouple)

Model

C125

C145,

0-300-A,

B,

C,

D E

C125

C145,

0-300-A, B, C,

D

E

C125

C145,

0-300-A,

B,

C,

D E

Value

220

225

550

525

300

290

5



Section

GENER L DES RIPTION

1. DIFFERENCES IN ENGINE MODELS

a. General. The higher power developed by

C 145

engines is the

result

of a combination of a

longer pis-

ton stroke and a higher

rated crankshaft

speed. The

longer

stroke

produces

a

higher

compression ratio,

making

necessary the use of

fuel

of

a higher octane

rating,

and a

larger total piston

displacement, which

increases

total fuel consumption. Specific fuel con-

sumption of both models is approximately. 5

lbs.

per

brake horsepower

per

hour at cruising

speed

and

manifold

pressure.

Model

C 145

has a slightly lower

specific

fuel consumption

at

its most efficient opera-

ting speed. These differences

in

dimensions

require

different carburetor

metering

parts.

b. Pistons. All three

compression

rings are

the

same type in the two types of piston assembly and

are

fitted in grooves above the piston pin. The slotted oil

control

ring in

the C 125

piston assembly is

also

above

the

pin -

in

the

fourth

groove, while the

similar

oil

control ring in the

C 145

piston assembly

is

placed

in a groove near

the

bottom of the skirt and is dimen-

Sionally slightly

different.

Connecting rod space be-

tween piston

pin bosses

in the

C 145

piston is narrow-

er

than

in the

C 125

piston. All piston pins currently

produced

have

pressed-in

aluminum end plugs to pre-

vent

excessive

plug rotation and wear. This type of

pin

assembly

must be used in all

C 145

engines;

however, the former type of pin assembly with loose

end plugs may be used in

C 125

pistons as long as

parts

are

serviceable

or repairable by replacement

of plugs.

c. Connecting Rods.

C 145

connecting

rods

have

shorter

piston pin

bosses

and bushings than

those

of

model

C 125.

Crankpin

bearing inserts

installed in

early

production

C 145

connecting

rods were

Tri-

Metal bronze.

These

have been superseded by

the

same

type

of bearing used in C 125 connecting rods.

d.

Crankshafts. C 145 crankshafts

have a slightly

longer crank

throw

than those of

model

C 125.

(Refer

to Section 1 for

dimensions.

) Early production

C 145

crankshafts had

no counterweights and

were identified

by a

1/4

in. diameter hole drilled between propeller

bolt bushings through the propeller flange.

Current

production C 145

crankshafts have two floating coun-

terweights loosely pinned to

extensions each

Side of

the

cheek between No's it and 2 craukpi..o.s.

The na-

tural

. requency

of oscillation

of

the

weight on the

notched crankshaft extension

is adjusted,

by size of

its

bushings,

to dampen out the fifth

overtone

of crank-

vibration,

while the

other

counterweight dampens

sixth

overtone,

preventing excessive vibration of the

crankshaft gear and wear of gear teeth.

C 125

crank-

shafts do not have or require the dynamic damper

weights. Crankshafts of model C-145-2H have an oil

inlet hole through the front main journal, whose hollow

interior

has a permanent plug

at

the rear and a

re-

movable plug

at

the front, providing an oil passage to

the shaft

end for hydraulic

actuation

of

the controllable

propeller.

The

letter

D

in

a

C 145

serial No. de -

notes a

dampened

shaft, ,

6

e. Camshafts and Valve

Lifters.

All

C 125

engines

are equipped with

cast

iron

camshafts

and steel faced

valve lifters. Earlyproduction

C 145

engines had the

same

type

of

lifters

and

cast iron camshafts

of

special

design.

Current

production

C 145 engines

have forged

steel camshafts

and valve

lifters

whose bodies are

single

piece

iron castings.

The

forged steel camshafts

are copper

plated,

between lobes and

journals,

on the

unfinished surfaces, and

the

entire

surface

is Parko-

Lubrite coated for protection until the shafts

are

in -

stalled.

This

is a soft,

black

coating which

rubs

off

easily if the parts are

carelessly

handled. It is es-

sential

that the proper type of

valve lifter

bodies be

installed with

each

type of

camshaft. t

is

recom-

mended

that forged steel

camshafts and

cast

iron

lifter

bodies

be installed in all

C 145

engines - not already

so equipped - at the next major

overhaul.

f

Crankcases. Engines have crankcases in which

the

two

shorter

through

studs

and

seven

of the

longer

ones

are

replaced by headless through bolts which

also

act as

dowels to align the

halves.

Two long and one

short

dowel bolts

used in

parting flange holes

of

the

old type

case

are not installed

in the current

type.

The new type

cases

may be

installed

in any

C 125 2

engine or in

any

C 145 2 engine. All C-145-2H

en -

gines have crankcases of the new type,

but

these have

a special

valve

near the front end of the left oil

gallery

to control

oil

flow to the

special

crankshaft passage.

g. Oil Sumps. The sump assemblies installed in

C 145

engines have baffles in the intake air passages.

The baffle is not used in

C 125 sumps.

2. CYLINDER CONSTRUCTION

Heat-treated

aluminum

alloy cylinder

heads

are

screwed and shrunk to replaceable forged

steel

bar-

rels.

Closely spaced cooling fins on both the cylinder

heads

and cylinder barrels

provide

am:ple heat-dissi-

pating surface

with minimum

resistance

to air flow.

Cylinder bores

are ground to a

certain finish

specified

in the Table of Limits, Section 13. Stainless steel

helical-coil spark plug inserts are screwed in

place.

Rocker

boxes

are

cast

integral with cylinder heads and

are provided

with

lightweight covers made of deep

drawn sheet metal. Underside

exhaust

ports permit

a more compact installation and a

more

positive ex -

haust scavenging.

3. PISTON AND PISTON PIN CONSTRUCTION

a. Pistons are heat-treated aluminum alloy castings.

The ring grooves are fitted with

chrome

faced top

compression rings, plain cast

iron 2nd. and

3rd.

com-

pression rings

and

slotted

bottom oil control rings.

Holes drain oil

from the

bottom

ring

groove to the

interior.

b. The

full-floating piston

pin

is

a

case-hardened,

seamless alloy steel

tube with

aluminum

plugs

pressed into its ends. The

plugs

are finish machined

after

assembly,

and

the pin is ground to

final

size and

pOlished.



4. CONNECTING RODS

Connecting

rods

are of conventional

split bearing

design and of

heat-treated

alloy steel forgings. The

split

crankpin big end is fitted with two

semi-

Circular, special alloy,

precision

bearing inserts. A

bronze

bushing is pressed

into the small

end

piston

pin

boss.

In

current

production rods a

split,

one-

piece

bushing

replaces

the

former

solid type.

The

big end

bearing

cap has a

squirt

hole

from

which oil

sprays

into

the

opposite

cylinder.

Connecting

rods

are selected soth at

the

variation

in weight within any

engine

is

not over

1/4

ounce.

5. CRANKSHAFT CONSTRUCTION

The alloy

steel,

one piece, six-throw crankshaft

is

supported

by four main

bearings

with semi- circular

steel backed

precision

inserts which are easily

re-

placed.

The crankshaft is drilled

for

lightness and to

provide

pressure

lubrication to

crankpins.

The crank-

shaft end

clearance

is maintained by split

bronze

thrust

washers

at

each

end of the front

main bearing.

The rear washer, between

the front crankcheek

and

the bearing, takes forward thrust. Rearward

thrust

is taken by

the front washer from

a flange on

the shaft

which

also acts

as an oil

slinger.

C-145 and 0-300

crankshafts

have a blade extending

from each side

of

the cheek between NoT s 1 and 2 crankpins

for

attach-

ment of dynamiC

damper

counterweights.

Each blade

has

two holes

bored

through

and steel

bushed.

Slotted

counterweights fit over the blades and have holes

bored

through and bushed

to match

those of the shaft. Bush-

ings

are

sized

to

produce

the

desired

frequency. Pins

are hardened and are retained endwise by steel

plates

and Tru-Arc snap

rings.

A notched blade

and

a

pin

in

the

5th order weight assure correct

installation.

6. CRANKCASE AND OIL SUMP CONSTRUCTION

a.

The crankcase

is a

two-piece heat-treatedalumi-

num alloy casting, bolted

together

at

the

vertical

lengthWise plane through the

crank

and

camshaft

sup-

ports.

Rigid transverse webs hold the

four main

crankshaft bearings

and

the four

camshaft

journals.

A

specially

designed oil seal

prevents

oil

leakage

at

the nose

end of

the crankcase. Large

lifter guides

are formed in

the

crankcase

in a plane below

and

parallel to the cylinders.

Oil

galleries

molded

in the

castings

provide

pressure

lubrication

to

the

lifter

guides, camshaft and mainbearings. Circumferential

stiffening

ribs

under the cylinder pads give additional

strength

and stiffness

to the cylinder bosses.

One cast

aluminum alloy mounting

bracket

on each Side of

the

case near the front

and one on each

side

at the rear

provide four

engine mount

paints,

in

all.

Opposite

brackets are

joined by through

bolts,

and

each

is

also

attached to the case

by two

studs.

A Lord bUShing,

clamped in

each

bracket, admits a 7/16 in. mount

bolt. Spreading of

current

production

crankcase

halves is

prevented

by nine

headless

through bolts

located in

the

upper

and

lower sections

of

the crank-

shaft bearing bosses,

and four

headless through bolts

located in the lower part of the camshaft

bearing

bosses.

Hydraulic 0 rings installed in grooves of

tie

bolts

and the

through stud near

the case

split

pre-

vent oil leakage

to the

bolt ends.

b.

The

oil sump

is an aluminum

alloy

casting

which

forms

a

trough

beneath

the

open bottom of

the crank-

case. t

is

closed

at

the

front end

and

open at the

rear. The sump

is

attached

by

crankcase studs

and

sealed

by a thick, reinforced gasket.

Drain plugs

are

installed

in

front

of and behind

the carburetor

mount

pad in the sump floor.

From the carburetor

pad the

intake

air

passage extends upward through the

sump

and branches to each side in a tee, ending at the in -

take manifold mount flanges

at

the sides of the sump

casting. Manifold flange screw holes and

screw

holes

in the rear surface for

crankcase

cover attaching

screws have helical-coil thread inserts. The

sump

capacityis 8 U. S. quarts. The oil gauge rod, extends

through a guide pressed into a hole in the crankcase

left side and into the sump. A grooved shoulder on

the gauge carries a hydraulic 0 ring to prevent oil

splashing out along

the

rod. A clip type lock ring

fits

on the guide and retains the oil

rod

in

place

securely.

7. CRANKCASE COVER

The magnesium alloy crankcase cover casting

at

the rear of the engine houses the oil pump,

suction

and pressure oil screens

pressure

relief

valve and

all

gears.

Both oil screens are at the bottom of the

cover.

The relief

valve is

at

the right Side, and the

oil filler neck is

pressed

into a boss

at

the upper left

side. Studded mount pads are provided on the cover

rear

surface

for two magnetos, the

starter,

generator

and tachometer drive housing.

The

crankcase cover

extends over the rear end of the oil sump.

t

is at-

tachedtothe

sump by five screws and

to

the crankcase

by

six

studs,

with a

gasket in the

jOint.

The

passage

from the pressure oil screen outlet is cored at

the

rear of

the

sump, ending

at the upper left

rear

corner,

where

a crankcase hole into

the

left oil gallery

re-

gisters with it.

8. VALVE OPERATING MECHANISM

a. General. Zero lash

hydraulic

tappets fit

alumi-

num alloy guides machined in

the crankcase

and

so

sealed

as to

positively prevent

oil

leakage.

Tappets

are drilled in such a manner that

an

oil passage is

provided from the

tappets to the

push rods, which are

made of light

steel

tubing with pressed-in

ball

ends,

drilled,

hardened and ground.

This provides

an

oil

passage the entire

length of push

rod to rocker

arm

bearings where the

oil

under

pressure lubricates

valve stems and guides. The rocker acts directly on

the valve stem through a specially designed foot so

constructed as to prevent side-thrust

on the

valve

stem. Aluminum bronze intake valve seats, and

corrosion-resistant stainless steel exhaust seats,

provide maximum

service life.

Scavenging of

oil

from the

rocker

boxes is by gravity through the push

rod housing tubes.

b. Hydraulic Valve Lifters. The lifters are com-

posed of only

four

parts which can be

disassembled;

the cup, cylinder,

piston and

cam follower body.

The

piston and cylinder are not interchangeable.

The

lifters

are automaticallyadjusted to function properly

with valve

lash

ranging

from

.

030 inch to

.

110 inch

between

the

valve

stem

end and

rocker arm

with

the

lifter

fully deflated. Oil

lines to tappets operate

on

full engine pressure and are

located

in

such

a way

that

they register with

lifter

when

valves are

open. Oil

under pressure from the lubricating system of the

engine is supplied to the

hydraulic

lifter through hole

(H)

to

supply chamber J). (See figure 4. )

With face of lifter on

the base

circle of the

cam

and

the

engine valve

seated

as shown in figure 4, the

light plunger spring (K)

lifts

the hydraulic plunger (C)

so

that its

outer end contacts push

rod, taking up

the

clearance at this point and all along

the

valve train,

giving zero lash. As the

plunger

(C) moves outward,

7



increasing the volume in the pressure adjusting

chamber (L) the ball check valve (D) moves off its

seat

and oil from the supply

chamber

J) flows in and

fills chamber

(L).

As

the

camshaft rotates, the cam

pushes

the

lifter body outward, tending

to decrease

the volume of

chamber

(L) and

forcing

the

ball

check onto its seat.

Further rotation

of the camshaft moves the

lifter

body

(A)

outward and the confined body

of

oil in

chamber (L) acts

as

a member in the valve operating

mechanism, the engine valve being lifted on a column

of oil. So long as the engine valve is off its

seat,

the

load

is carried

by

this

column of oil.

During the

interval

when the engine valve is off its

seat,

a

pre-determined

slight leakage occurs between

plunger

and

cylinder

bore, which is

necessary to

compensate

for

any expansion or contraction oc-

curring

in the valve

train.

Immediately

after

the en-

gine valve closes

the

amount of oil

required to

refill

the

adjusting

chamber

(L) flows in

from

the supply

chamber J) thus establishing the

proper

length of oil

column

to

maintain

zero lash

during the next cycle.

The

basic

principle

of the hydraulic

lifter

is that

it

provides,

between

the

cam and the push rod, a

column of oil which

carries

the load, while the engine

valve is

off its seat, and the length of which is auto-

matically adjusted so that each camshaft cycle gives

zero lash.

9. LUBRICATING SYSTEM

To

reduce the

number

of

external

oil lines,

an oil

sump is

attached directly to the crankcase. Oil

is

drawn from the oil sump through a suction screen in

the

lower

left corner

of

the crankcase cover

and

through a cored

passage

to the oil pump. Oil is now

delivered

under

pressure

to a second

screen from

which

it

goes through drilled

passages

in the

crank-

case cover anp

crankcase

to

all drive bearings,

through the

crankshaft, to

the crankpins. Engine oil

from

the pressure pump is carried through

drilled

passages

in

the

crankcase

to the hydraulic

tappets.

After

entering

the tappets,

it travels

out through

the

overhead mechanism through hollow push

rods,

and

drilled

rocker

arms where it is spilled over the valve

mechanism. As it

drains

away, it thoroughly oils the

valve

stems

and valve guides.

The

oil

is

returned

to

the

crankcase

by way of

the push rod

housings, and

drains

back into

the

oil

sump

through openings

in

the

crankcase.

The

cylinder walls

and piston pins

are

lubricated

by

spray.

All

excess oil

is scavenged

from

the crankcase and

returned

to the oil sump by gravity.

The pressure

relief

valve is set to give 30

to

60

pounds of pressure per

square

inch at speeds ranging

from 2100 to 2700 R. P.

M.

Refer to Section 13, Table

of Limits for charts showing the

lubrication

system.

Figure

4. Section Through Hydraulic Tappet.

8



3

Figure

5. Cutaway View Showing Gear Train.

GEAR TRAIN ANALYSIS

Figure

5 shows

the complete

gearing

arrangement from

the crankshaft

rear

take-off to all

accessories.

The

arrow

on each gear indicated direction

of

rotation as

viewed

from

the rear of the engine, and the following

analysis

describes

each gear function with

its

speed in relation to

the crankshaft.

(1) The crankshaft gear is attached by means of four

cap

screws to

the

crankshaft

gear

mounting flange and rotates

at

crankshaft speed in a clock-

wise

direction.

(2) The

cam

gear

is

driven

by

the

crankshaft

gear

(1)

at 1/2

crankshaft

speed.

(3) The

right

and left magneto drive

gears,

driven by

the

camshaft

gear

(2),

turn

in a clockwise

direction at

1. 50: 1 crankshaft speed.

(4) The oil

pressure

pump

drive gear

is

driven by

cam

gear (2)

through

a male-female square type coupling, and

turns

in a

counterclockwise

direction

at 1/2 crankshaft

speed.

(5) The oil pressure

pump

driven gear

is

driven by gear (4) at

1/2

crankshaft speed in

a clockwise direction.

(6) The generator

gear

is driven by the inner tooth track of the cam

gear (2) in a counterclockwise direction at 2.035:1

crankshaft

s p ~ e d

(7) The starter pinion engages with the crankshaft gear (1) and turns in

a

counterclockwise

direction at 5.111

times

crankshaft speed.

9



ection

OPERATING ND MAINTENANCE

INSTRUCTIONS

INTRODUCTION

1. The following sections 4, 5, 6, 7, 8, and 9

constitute the instructions

required for

all

unpacking,

installation, removal, test, operation,

inspection and

minor repair of models C125, C145, C145-2H

and

0-300

Series Continental aircraft engines. These

instructions

do

not need to be extensive, since the

engines require relatively little servicing between

overhauls, however, it is most imp ortant that they be

followed carefully and that

all

work be performed in

accordance with

the best

practices and with due

at-

tention to details in the interest of safety.

2.

n

this publication the following

definitions

will

be used:

(a) The propeller end of the engine will be referred

to

as

the Front of the engine, and the anti-propeller

end

will

be

r e f e r r e ~ d

to

as

the

Rear.

The

terms

Right and Left

are referred

to as viewing the

en -

gine

from the rear

looking

in

the

direction the

pro-

peller shaft

pOints.

(b)

Direction

of

rotation

of the

crankshaft

is

clock-

wise when lOOking

from the rear

toward

the

front of

the

engine.

Cylinders are numbered as follows:

Cylinder No. 1 -

Right, rear of crankcase

Cylinder No. 2 -

Left, rear of crankcase

Cylinder

No. 3 -

Right, center of

crankcase

Cylinder No.4 -

Left, center of

crankcase

Cylinder No. 5 -

Right, front of

crankcase

Cylinder No.6 -

Left, front

of

crankcase

3.

No special

tools

are required for

inspection,

minor maintenance

or accessory replacement, with

the exception of ignition

timing indicators.

The

Time-Rite piston position indicator

for

ignition

timing is available from the manufacturer, Gabb

Manufacturing C ~ . 16 Orchard St., East Hartford,

Connecticut.

Most

tool manufacturers offer double

hexagon box end, socket and open end wrenches in

thin patterns suitable for all

requirements

of these

engines. t is advisable to

use

good quality

tools

and

to keep them dry and

clean

to avoid damage and

injury.

4

Engine parts and accessories required for mainten-

ance work must be procured through Continental

Distr ibutors and their dealers. Employees of these firms are

familiar with Continental parts and will gladly assist you in

any way possible. Any reconditioned parts, which have

been repaired, rebushed or reground

at

the factory have

passed rigid inspection. In this category are crankshafts,

connecting rods, cylinders, carburetors and magnetos.

5. All recognized methods of inspection and quality

control are employed

in

building these engines; however, if

any part should be suspected

of

failure, notify the nearest

Continental

Representative

at

once,

giving

full

information, including the engine model and serial

numbers.

Do

not attempt repairs without factory

permission if an adjustment under our warranty

is

expected.

ection 4

PACKING

UNP CKING ND

PREPARATION

FOR STORAGE

1.

SHIPPING BOXES.

The engines

are

packed for shipment in a

wire

bound

shipping box

of

the

following

general di-

mensions:

Overall

length

. • • • 43-1/4

inches

Overall

width

• • • • •

33-1/2

inches

Overall

height . • • 28-1/2 inches

Empty weight •••••...• 85 Ibs.

Gross weight ••••.••. 371

Ibs,

2. PACKING.

The engines are packed for shipment in their

standard

wooden shipping boxes in normal operating

position and are fastened securely with four bolts

10

through the mounting bushings. The engine is·covered

with a prefabricated waterproof shroud. The lid of

the

box

is securely

fastened

to

the

lower

section

by

means of four

steel

hinges,

the

pins of which

can be

driven out after

removing

the lock

pins.

3. UNPACKING THE ENGINE.

(a) Drive out the

four

hinge pins, and remove the

lid.

(b) Remove the

four

nuts which hold engine

mounts

to mounting base.

(c) Attach lifting sling to lifting eye which is bolted

to the upper

crankcase

flange above the

center

of

gravity. Remove 4 mounting

bolts.



(d)

Lift engine

straight up. Remove shipping box

from beneath engine.

e)

Lower engine

t o a

suitable assembly stand,

and

bolt

it

securely.

4. PREPARATION OF ENGINE FOR STORAGE.

(a)

Engines in

crates

and those installed in

aircraft,

not

to be operated for

a period of

more than seven

days

should be

prepared for

storage

as follows:

(1)

Arrange

a

pressure

tank

and

hose

with wide

angle

spray

nozzle near the

engine, and

fill

with a

suitable corrosion preventive oil. The oil mixture

should be

a

type

which

may

be used as a

lubricant

and

which will

leave no

gum

or other residue.

Usually

a

mixture

of

one

part

corrosion

preventi

ve

compound

and 3 parts S.A.E.#30

lubricating oil

is

satisfactory

.

(2)

Fill

the

oil

sump

with

the

same corrosion

pre-

ventive mixture, after draining the regular oil.

(3) f

the engine

is installed, start it and warm up to

normal oil temperature.

(4) Stop the engine; remove the

intake

air filter, and

arrange the

spray

nozzle

to spray the corrosion

preventive

mixture

into the air scoop.

(5) Start

the engine and run

at high

idling speed

with

the mixture

spraying into

the

intake until

a

dense

fog

emerges from the exhaust.

Stop

with the

spray still

in operation.

6) Remove

the

sump drain plug. After

the

sump

has

drained, attach

the plug

with wire

(not installed).

Post a notice

of

oil

drainage on the

instrument

panel.

7) Remove all

spark

plugs,

and

direct

the

spray of

corrosion pre ventive into all

cylinders, in turn,

through spark

plug

holes

while the

crank6haft

is

turned

slowly.

(8)

With the crankshaft static, spray each cylinder

wall for minimum full coverage. Do not turn the

crankshaft thereafter.

(9)

Spray the mixture into

the

oil

filler

neck,

and

replace cap.

(10) Spray

the crankcase through

the

drain

plug holes.

(11)

Seal

all

crankcase openings

with

nonhygroscopic

plugs. Either reinstall all spark

plugs

or install de -

hydrator

plugs

in

all

plug holes. f

possible,

place a

small

bag

of

De-moist

or similar

hygroscopic

material in the air scoop mouth to fill

the

opening.

Water-proof

paper

or cloth should

separate

the

bag

from

scoop

walls. Seal the scoop opening

with

water-

proof

material. Post

a

notice

of

these measures

on

the instrument panel.

(12)

Crated engines

may

be treated

by following

steps (1),

and

(7)

through

(11).

Also

remove

rocker

covers, and

spray

valve stems.

(b)

The

treatment

described

in

the

preceding

paragraph should be repeated

at intervals of not over

30 days during

storage.

5. PREPARATION OF ENGINES FOR SERVICE

AFTER STORAGE.

(a) Engines prepared for storage in

accordance

with

paragraph

4

may be placed in

service

immediately

after

making

the

following

checks:

(1) Turn

the

propeller

slowly by

hand at least

four

or

five revolutions

to

determine that the cylinders

are free of

any accumulation

of water,

oil,

or

fuel

and

that the valve operate freely. The stems

of

any

valves

that

are

sticking

should

be lubricated

gener-

ously

with a mixture of gasoline and

lubricating oil.

Continue to turn

the

engine over by hand until all

evidence

of sticking

valves has been

eliminated. f

the

mixture

of gaSOline and

lubricating oil does

not

free all

the

valves, the

necessary repairs should

be

made before the engine is placed

in

service.

(2)

After

starting

the engine, if

the

spark plugs are

found

to

be fouled from excessive

engine

oil, they

should be removed

and

washed with gasoline or

acetone.

~ c t i o n 5

INST LL TION IN IRPL NE ND REMOV L

1. ENGINE MOUNTING.

(a)

Place

hoist hook in

engine lifting eye,

and

detach

engine from assembly stand.

(b) Raise

engine to

proper

height, and position

it on

aircraft

mount. Install

four 7/16 in.

dia. mount bolts

and nuts.

(c) Remove all protective covers such as

the

card

board covers over exhaust ports and plug from the

carburetor inlet, 1/8-inch pipe plug from oil pressure

gauge line

and

primer

connection plug.

(d)

Connect

the following controls at

the

engine:

(See

figure

6. )

(1)

Throttle control rod

or wire.

(2) Hot

air

control.

(3)

Oil temperature gauge.

(4) Carburetor

fuel

supply pipe.

(5) Tachometer cable.

(6) Magneto switch

wires.

(7) Oil pressure gauge

line.

(8) Primer

Outlet.

(9) Primer

Inlet.

(10)

Starter power

and

control cables.

(11) Generator wires.

(12)

Carburetor mixture control.

2.

FUEL

AND CARBURETOR SYSTEM.

(a)

The

primer may be

connected

either at

the intake

manifold

at

oil

sump

connection

or at

the intake

port

of each cylinder. At below

zero

temperatures the

cylinder intake

port

location

is

recommended.

(b) Mount

the

air

intake housing on

the carburetor

with

the scoop

opening

forward, and install

the

air

filter.

Connect the

2 in. dia. hot air inlet at the right

rear corner

of

the housing

to

the

supply

tube pro-

vided in the aircraft.

Note:

Be

sure

to push the filter

cam

ock studs home

before turning.

3.

OIL

SYSTEM.

Screw

the oil temperature capillary

into the tapped

hole

centered

in the oil

pressure screen

cap.

(See

figure 8.)



2

TO

STARTER LErER

TO BATTERY

T OIL

PRESS GAGE

TO

TACHOMETER

TO

IGNITION SJ IITCH

. : r . t 1 ; ; ~ ~ ~ : : : : : j t : } TO JIOLTAGE REGULATOR

'

TO

OIL

TEMP GAGE

Figure 6.

Typical

Installation

Diagram.

I .679 ± Om'---1-

. . . . . . . . .

..r 1679 ± 002

DRILL .257 DEPTH 81

C SINK Iloox.34 DIA.

TAP

.3125 18NC 4

DEPTH

62

PD. .2764 2779 4

VI W A A

D

Figure- 7. Installation Drawing.

TO

PRIMER

OUTLET

TO

MIXTlJRE

CONTROL

TO CARB HEAT CONTROL

TO

TfiROTTLE CON1I< L

TO PRIMER INLET

TOOASTANK



A - STARTER

B - MAGNETOS -

RADIO

SHIELDED

PLUG

LORD

BUSHING

NO H 3006

PORTS

5/

S

18

N F 3 HOLE FOR

TEMPERATURE MEASUREMENT

HOT AIR

IN

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

Figure

8,

Installation

Drawing.

13



14

8 BOLTS .375 0.0.

EQUALLY SPACED 370

.624 DIA.

623

K

1-< ----35 - - - --_:

1---+-+------------

41

9

/

16 I

C SINK 8 HOLES

3.81

622-621 REAM .72 X90

0

~ 00

EQUALLY SPACED 14

-j

5/

16

LENGTH

CLEARANCE REQUIRED

TO

REMOVE STARTER

AND GENERATOR

<0 1 _ 9 5/

S

. . . .u

,

,I

i '

' _

1.

_

""

I

2217/32

5.251

5.249 .

6

1

/

2

DIA,..j

VIEW

B-B

18

bi

32

2 4

EXHAUST PORTS

)2 '4

1;8 PIPE TAP FOR

MANIFOLD PRESSURE

NO

50

DRILLED OPENING

IS REQUIRED

N

THE

COMP NION FITTING

Figure 9 Installation Drawing

H

J

I

I

I:

v

G

\ I

1

23

'/4

I

27@.

32



4. ENGINE REMOVAL.

(a) Disconnect following controls at engine:

(1) Throttle control rod.

(2)

Carburetor

air heat valve control.

(3) Oil

temperature

gauge line.

(4)

Carburetor

fuel supply pipe.

(5) Tachometer cable.

(6) Magneto switch wires.

(7) Oil pressure gauge connection

(8) Primer

inlet

and outlet connections.

(9) Starter

power and

control

cables.

(10)

Generator wires.

11) Carburetor mixture

control.

(12)

Hydraulic valve cable (C145-2H).

(b)

Attach chain

hoist

to engine

at

lifting eye, and

relieve mount of engine weight.

(c) Remove engine mount bolts.

(d)

Carefully remove engine from mount, lower and

fasten engine to a suitable assembly stand.

ection

GENER L OPER TING INSTRUCTIONS

1

BEFORE STARTING.

a. Perform

the ''Daily Inspection described

herein.

b.

Place

ignition switch in

OFF

position.

c. Place mixture

control

in FULL RICH position.

d.

Turn

fuel supply valve

to

ON (full tank).

e. During

winter

operations

turn propeller

by hand

at least

six

revolutions

to

loosen congealed oil and

to

listen for

unusual noises.

2.

STARTING.

a.

Close

throttle

to

idle

stop.

b. Place Main Line Switch in ON position.

c. Turn ignition switch to BOTH position.

d. Open throttle approximately 1/10 of range.

e. Engage starter, and

operate

primer as required

by

temperature.

Never

re-engage

starter while

propeller

is

turning.

NOTE

Do not prime a hot engine. f

over-

primed,

crank

with ignition switch

OFF , throttle

wide open

to clear.

3, WARM-UP

AND GROUND

TEST.

a. Immediately after starting adjust throttle to

800

R. P. M. and

observe

oil pressure.

f no

pressure is

indicated within 30 seconds, stop and investigate.

b. After-at least one minute

at

800 R. P. M. ,

increase

speed

to

1200 R. P.

M.

and continue warm-up until

engine responds to normal

throttle

movement.

Part

of this period may be used in taxiing.

c. Increase engine speed to 1700 R. P.

M.

only long

enough

to

check performance as follows:

NOTE

Due

to

design changes in

today's higher

output engines the

comparison

of

single

magneto operation

versus

both magnetos

is

no

longer

a sound criteria

for

evalua-

tion

of magneto operation.

Therefore all

magneto checks should be

performed

on a

comparative basis between individual

Right and Left magneto performance.

(1)

The

purpose of the magneto check is to deter-

mine that

l l

cylinders are firing. Magneto drops of

up

to

150 R. P. M.

are

not 'unconnnon, but if a

cylinder

is not

firing,

engine roughness will

be very

evident

and

the

magneto

drop

will

be

considerably

greater.

(2) Move the ignition switch first to R position and

note the R. P. M., then move switch back to Both

position to clear the other set of plugs. Then move

switch to L pOSition and note the R. P. M. The

dif-

ference

between the two magnetos operated singly

should not differ

more

than 75

R

P.

M.

d. Check oil

pressure.

Should be 30-45

lbs.

/ sq. in.

e. Check oil

temperature.

Should show a slight rise.

f.

Retard throttle,

and make

sure mixture control

is

in FULL

RICH

position

and

carburetor air

heat

control is in COLD position (unless icing conditions

exist at airport

altitude).

I r - - - - ~ ~ ~ ~ . . . . . . . . . . . - - : I O ~ ]

f

ice

forms in

carburetor during

warm-up

it must be

cleared.

Do

not operate at high

R P. M. longer than 30

seconds

on the

ground

under

other conditions.

4. TAKE-

OFF

AND

CLIMB.

a.

Open

throttle to

full

speed

stop.

b. R.

P.

M.

may

not

reach rated

speed until

craft is

air-borne. Maintain rated R.

P. M. only until

imme-

diate obstacles are cleared; then reduce to climb po-

wer

setting.

Cylinder head temperature must not ex-

ceedvalues listed in specifications during

climb,

5. CRUISING.

a. Do not exceed

recommended

cruising R. P.

M.

or

manifold pressure

for

long periods.

Excessive speeds

and loads

hasten

wear and

increase

operating cost.

b. Abnormal cylinder and oil

temperatures or sub-

normal

oil

pressure may

indicate depletion of oil,

incorrect operation

or inCipient trouble. Any

fluc-

tuation in oil pressure, irregularity in R. P.

M.

, rough

running or any sudden or continuous rise in tempera-

ture is a warning of trouble. Land quickly and inves-

tigate.

c. At any

cruising

altitude adjust mixture

control

for

best rich power

by moving toward LEAN

posi-

tion

to

obtain

maximum

R P. M. with fixed

throttle;

15



then

return

toward

FULL RICH

until

R. P. M.

drops

just perceptibly. Readjust for each change in

power

or altitude.

Excessively lean fuel- air mixture will

cause

overheating and may cause detona-

tion.

Do not lean

the mixture

unless

an

increase

in

R

P.

M.

results.

6. LANDING.

a. Before starting approach,

return

mixture control

to

FULL RICH

position.

b. Apply

full carburetor air heat before retarding

throttle.

Return to COLD position.

NOTE

If approaching a

field whose

elevation is

5000

feet

or

more

above sea

level

adjust

fuel-air

mixture

for best

power in

level

flight

near

field

elevation.

c.

During

a

long approach maintain

1000

to

1200

R P. M.

and gun the engine

at

intervals to prevent

fouling.

d.

Close

throttle

before

landing.

7. STOPPING THE ENGINE.

a.

Open cowl flaps,

i f

installed, while taxiing, and

leave

them

open

until

engine stops.

b. Allow

the

engine to idle at 800

R.

P. M. until cyl-

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.

d.

Close

throttle

to

idle

stop.

e. Stop

the engine by

mOving

mixture

control

to the

LEAN

limit,

where

it

acts

as

an idle cut-off.

NOTE

Do not open throttle after

stopping.

Open-

ing the

throttle actuates the accelerator

pump.

f.

After the engine stops

turn

ignition switch to OFF

pOSition,

and close the fuel supply valve.

8. CARBURETOR HEAT CONTROL.

The engine should be operated

on COLD AIR at

all

times, except when operating under conditions where

icing

is

likely,

inwhichcasethe

carburetor air control

should be placed

in

the

FULL HOT position.

During

the

warm-up

period, landing

approach

and during

long

glides, carburetor

heat

control should be in the FULL

HOT

position.

To obtain

the

maximum R.

P.

M. for

take-off

and climb,

and atmospheric

conditions per-

mitting, the carburetor heat control

should

be in the

FULL

OFF

position.

There is

a drop from 100 to 200

engine R. P.

M.

when the

carburetor

heat

is

FULL

ON.

ection

ENGINE

TROUBLES

ND

SERVICE REP IRS

1.

FAILURE

OF ENGINE

TO

START.

a. Lack

of

Fuel.

(1)

Check

whether there is sufficient gasoline in

airplane tank and a

definite

flow of gasoline to

the

carburetor.

(2)

Check

gasoline shut-off valve for being in

the

FULL OPEN

pOSition.

(3)

Check

for

carburetor

float being stuck, and for

clogged

screen

and jets.

(4)

Check the gasoline tank caps to make

sure

their

vent holes are

open.

b.

Improper Priming.

(1)

Weak

intermittent

explosions

followed by

puffs

of

black smoke from

the

exhaust

pipe would

indicate

overpriming

or

flooding.

Excess fuel

may

be

cleared

out of

the combustion chamber

by

setting

the throttle

to

the

FULL

OPEN

position

and cranking engine

three

or four revolutions with the ignition

switch

in the

OFF

position.

(2) Iftheengineisunderprimed, whichis

most

likely

in cold weather and with

a

cold engine,

repeat

the

same instructions given

for starting.

c. Defective Ignition.

(1) Check

the ground wire between the magnetos and

switch.

The

grounding

of this wire

will

prevent mag-

netos

from

firing.

(2)

Check

all spark plugs for being

clean and

having

correct

gap

setting.

Gap

should

not

exceed 0.022 . For

recommended

gap

refer

to

Service Bulletin M77-lO.

16

(3)

Check

the magneto breaker pOints

and

see

that

they are clean

and

free from oil.

d. Cold Oil.

In

extremely

cold

weather

it

is advis-

able to preheat the cylinder oil before attempting to

start the engine, to insure lubrication

and

obviate

having to run the engine

an

excessively long time to

get

oil temperature

up to

75°

F.

t is also

recommended that the engine be cranked

by

pulling propeller

through several revolutions by

hand (make

sure the

ignition switch

is at the

OFF

position) to help

break

the

drag created by cold

oil

between

the

pistons,

piston rings,

and

cylinder

walls.

e.

Hot

Engine.

Do

not prime, The engine

will

us-

ually start without priming. If over-primed, remove

excess

fuel

vapor

from

cylinders by

cranking the

en -

gine

at

least six revolutions with ignition switch OFF

and

throttle

wide open.

2. LOW OIL PRESSURE.

a. Check

the

quantity

and quality of oil in

the

oil

sump.

b. Check for dirt in the oil screens and clean

thor-

oughly.

c. Check

oil pressure relief

valve

for

having

dirt at

seat,

and

for

plunger sticking

in its

guide.

d.

Check

for

worn bearings.

e.

Check for

proper

functioning

of

oil

pressure

gauge.



3.

mGH

OIL TEMPERATURE.

a.

Insufficient cooling.

b. Insuffi cient oil supply, Should be 8 quarts.

c. Check oil for

proper viscosity.

(See

lubrication

chart, page 5.

d. Check

for excessively lean

fuel

mixtures.

4. LOW POWER.

a. Check ignition

system

in

general.

b. Check

for

full opening

of

throttle and

for

proper

closing of

carburetor

air

heater

valve,

c. Check gasoline

for proper

octane and volatility.

Automobile gasolines regardless of octane rating

are

unsuitable

for use

in aircraft engines, and will not

only

cause loss

of power and overheating but will re-

sult

in serious damage.

d. Check

for

low compression in

cylinders.

5. ROUGH RUNNING.

a, Check

propeller for balance,

pitch,

track

and

tightness of attaching

bolts.

b. Remove and clean

spark

plugs. Set

electrode

gaps

as

specified in Service Bulletin M77-IO. Test plugs in dry

compressed air.

c.

Test for

uneven cylinder

compression

by turning

propeller,

with ignition switch OFF ,

or,

with a

gauge installed alternately in

upper

spark plug holes,

Crank engine with starter and compare indicated pres-

sures.

d.

Test

ignition cables

for

high

tension

breakdown.

e. Remove magnetos.

Test

condensers,

timing,

operation.

£. Remove

carburetor;

disassemble, clean,

test

it.

g, Check engine mount bolts and Lord bushings.

6. ENGINE FAILS TO ACCELERATE PROPERLY.

a. Engine not suffiCiently warm.

b. Mixture

too lean

(use FULL RICH on ground).

c,

Carburetor

idling

jet mis-adjusted or

plugged.

d.

Carburetor

accelerator pump

inoperative.

e. Low octane fuel, water in fuel,

dirty

fuel.

f.

Carburetor air

heat valve improperly adjusted.

g,

Air

intake

restricted.

ection

SERVICE INSPECTION ND SSOCI TED

M INTEN NCE

1. DAILY INSPECTION.

a. Check oil and fuel levels and

replenish

i f

neces-

sary.

b. Check oil and fuel

systems for leaks

and plugged

vents. Remove any oil from

exterior.

c. Check for free operation of throttle, mixture

control, and carburetor heat control. Clean fuel filter

bowl

i f

necessary.

d. Check

the entire

engine for missing or loose nuts,

screws, bolts,

etc.

e. Check

safety

wiring, baffles,

and ignition

system.

f. Check

propeller for pits, cracks,

nicks, and se-

curity

of mounting.

g. The

air filter

should

be

checked daily

for:

(1)

Cleanliness.

(2) Condition of seals and gaskets.

(3) Condition of air box and ducting.

(4) Be absolutely sure that no air leaks exist in in-

duction

system

at any point that would allow

unfiltered

air into engine.

2,

lOO-HOUR INSPECTION.

a. Remove and inspect

general

condition of engine

cowling.

b. Wash

the exterior

of the engine thoroughly with

a good cleaning solvent.

This

may

be

done with a

brush

but

spraying

is

preferable.

Keep away

from

electrical

equipment.

c. Check engine mounting bolts and brackets for

tightness

and

security.

d. Remove

rocker

box

covers

and inspect general

condition of

all

parts. Interior of covers should show

complete

coverage

with oil

for proper lubrication.

e. Check intake manifold, elbows and

rubber

con-

nections

for

condition and

security.

f. Remove spark plugs, clean, check gap

clearance

for

being

between.

015 and . 022 , test and

replace,

using solid

copper

gaskets.

g. Check all high tension cables and terminals

for

condition and security.

h. Check propeller for condition, security of mount-

ing and proper

track.

Blades should track within

1/8 inch.

i

Remove and

clean

sediment bowl and

screen,

re-

place,

tighten and safety.

j. Remove drain plug

from

bottom of

carburetor

float

chamber, remove

and clean strainer.

Turn

fuel

on and flush out any water or

sediment

or trapped air,

replace

strainer

and

plug,

safety

same.

k. Check for full range movement of carburetor

throttle, mixture control lever and carburetor heater

control valve.

1. Check

all

air pressure baffles for

cracks,

posi-

tion and

security

of fastening.

m. Remove, clean in fresh cleaning solvent and

in -

spect

the carburetor air

filter. f

the flocking on the

surfaces

is worn through so as

to

expose the metal

screen

the

filter will not be effective and

must

be re-

placed

with a new

part.

I f the original

filter is

satis-

factory, dry i t

thoroughly; then dip

it in

clean engine

lubricating

oil, and allow

i t

to

drain for

eight hours

or so before installing. Inspect the air scoop for

cracks, deformation

of the air filter retaining parts

and

obstruction

of

the

drain

tube.

Repair

or

replace

parts as necessary to correct

such

conditions.

n.

Remove oil

screens from

bottom of

crankcase

cover. Clean, inspect and replace them. Use new

gaskets,

o. Remove magneto

breaker cover

and thoroughly

clean

and

dry the breaker

mechanism; check contact

pOints

for

condition in

general.

(See Section on Mag-

netos

for further instructions.

)

p. Check

the exhaust system for cracks or looseness

in mounting and connections. Check

exhaust

port for

blown gaskets. Check cabin

heater

for any possibility

of exhaust

gas

leaks.

17



q. Check starter and generator for leaks and se-

curity. Leakage

at generator

mounting may mean a

defective or worn oil

seal.

Wipe

or

wash off any oil

seepage

at pinion gear

shaft in starter

adapter. Should

the

oil

seal ever

need

replacing

on

this

shaft replace

only with a

seal furnished

by

the

manufacturer of the

starter.

r. Check engine instruments for tightness of mount-

ing and

for

proper functioning.

3. MAJOR OVERHAUL OR REMANUFACTURE,

After recommended hours of operation the engine

should be removed from the

airplane

and overhauled

at

a Continental Authorized

Service

Station or exchanged

through

a

Service

Station

or Dealer for

a remanufac-

tured engine.

ection

ADJUSTMENT REPL CEMENT ND MINOR

REP IRS

1.

CARBURETOR

(a) The carburetor is attached to the mounting pad

of the oil sump with a

gasket

between the

parting

flanges

and is retained by four

1/4

inch castle

nuts.

(b) The

carburetor

air intake and

filter

assembly is

mounted on

the

base of the

carburetor

with a gasket

between

carburetor

and

air intake

and is

retained

by

four castle nuts.

(c)

Controls

connected

to the

carburetor are:

(1) Cable to

throttle

lever at right side.

(2) Cable to mixture control lever at left side.

(d) The fu·sl inlet is a 1/4-inch pipe tap connection

located at the

back

near the

bottom

of the main body.

(e) The carburetor may be removed from the engine

by detaching

the fuel line, throttle and mixture con-

trols removing the air intake assembly and the four

castle

nuts

at the

mounting pads.

(f)

For

adjusting

procedure,

refer to Section 14.

2. MAGNETO INSTALLATION

AND

TIMING TO THE

ENGINE.

(a) Turn the magneto

shaft

backward, to prevent the

impulse coupling pawls engaging, until the marked

distributor gear tooth

is opposite

the

pointer,

visible

through

the inspection

window

in the

top of the

magneto case. This

places

the

magneto in No • .

firing

position.

(b) Turn the

crankshaft

forward until

No.1

piston

is

on

its compression stroke

and

at

the full advance

firing

angle for

the

magneto to

be installed. (Refer

to Section 1 for angles.)

(c) Install the magneto and gear assembly with

timing

marks

still aligned. Always use a new gasket.

(d)

Tighten

the mounting nuts enough to hold magneto

in

position against the

accessory case.

Before

checking exact breaker opening position,

rotate

magneto

in

a clockwise

direction

by tapping

the

mounting

flange

until

it is near

the

end of

travel

permitted

by the

slots.

Turn crankshaft

backward

slightly, and bring

slowly up to firing position

to

take any backlash out

of

the driving

train. Insert

a .0015 web feeler between

breaker

pOints and

tap magneto in

a counterclockwise

direction

until

the exact point of

release

is reached.

Tighten mounting nuts and

recheck

timing by backing

crankshaft about 10

and then

turning it slowly

forward to

determine

i the feeler

is

released the

instant

the crankshaft reaches the correct firing

angle. The use of a timing light

is

recommended

for

more accurate timing.

18

3. IGNITION WIRING.

(a) Refer to figures 10, 11, or 12 where the com-

plete

ignition

wire system is

diagrammed and the fir-

ing

order given.

4. STARTER.

(a)

The

starter is located

at

the top and

center

of

the

crankcase gear

cover

and

is secured

by

three

5/16 studs with plain nuts on the lower

part

of the

starter adapter and two 5/16 bolts

at

the top of

starter. The bolts extend through the crankcase,

crankcase

gear

cover and starter

adapter

into the

starting

motor.

(b) A

gasket

of .006

thickness

is

placed

between

crankcase gear

cover and starter

adapter.

CYL.NO.6

CYI..NO.4

cn NO 2

CYL.NO.S

CYI..NO.3

CYL.

NO I

RI HT IIIA NETO

ENGINE

RR Nt; OR ER

/ - IS' -Z-S-4

Figure

10. Ignition Wiring Diagram For

Bendix S6LN-21 Magnetos.



en NO 6

eYL NO 5

e n NO 4

en NO 3

en

NO.2

en NO 1

MAGNETO

ENGINE

FIRING ORDE

1-6-3-2-5-4

Figure 11. Ignition Wiring Diagram For

Bendix S6LN-21 Magnetos.

Figure

13.

Starter.

(c) Care should be taken when removing

the

starter

so

as not

to

drop the pinion

gear

and clutch

from

the

adapter when

starter

is being assembled

or

disas-

sembled.

(d)

To help

eliminate possible starter gear damage

resulting

from an incorrect adjustment,

make

certain

all switches

are

OFF

and set pinion

adjusting

stud

so that

the

starter gear

is fully engaged with the

eYl

NO 6

en

NO 5

eYL NO 4

eYL NO 3

eYL NO 2

en NO.1

LEFT

MAGNETO

RIGHT

MAGNETO

GROUND

ENGINE

FIRING

ORDER

1-6-3-2-5-4

Figure 12. Ignition Wiring Diagram For

Slick 664 Magneto.

crankshaft gear before

the

electrical contact is

made

in the starter switch. The pinion

adjusting

stud must

provide 9/16

travel

of the pinion when the starter

switch

is

fully

closed.

The lock nut

on the stud

may

have to be moved to the other side of the

lever

to ob-

tain

this adjustment.

It

is

also

important that the

lever,

whether

operated

by cable

or wire,

have a

spring

with sufficient

tension

to return the

lever to

its fully released position. When the lever is fully

released

there should be 1/16

clearance

between

the lower end of the

lever

and the clutch as shown in

the illustration. ever ENGAGE starter switch when

the propeller is MOVING.

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.

(b) The drive

assembly, retained

on the

generator

shaft

by a slotted nut and

cotter

pin,

is

removed

with the

generator. I t

consists of a coupling hub,

keyed to the shaft, two

rubber

bushings and a

steel

retainer, which fit into the hub slot, a steel sleeve,

which extends from the retaining nut to the hub, and

a

gear,

whose drive lugs

f i t

between and dri v the

bushings.

(c)

I t

is

recommended

that aU replacements of

generator drive parts be made with those

listed

in

the current

Parts

Catalog.

19



Section

1

OVERHAUL INSTRUCTIONS

DISASSEMBLY CLEANING ND INSPECTION

1. GENERAL.

(a) The engine should be mounted on a suitable

assembly stand

which will permit it to be placed in

the

upright position

for

some operations

and with

its

left side downward for

others.

The stand should

provide clearance for

removal of

accessories, cy-

linders,

oil sump,

manifolds and other parts.

(b) Spray the exterior of the engine with an approved

cleaner to remove all traces of

dirt

and grease.

Precautions

should be taken to prevent cleaning fluid

entering accessories.

(c) Remove and discard all safety wiring, palnuts,

lock

washers

and

cotter

pins

where

necessary, be-

fore each part

is

disassembled

from engine.

2. PRELIMINARY OPERATIONS.

(a) Ignition cables (SF6LN-12 Magnetos) - Detach

cables from

spark

plugs and magnetos. Remove nuts

securing brackets and remov:e ignition wiring.

Cable and

Plate Assemblies

(S6LN-21 Magnetos)

- Loosen union nuts, and remove spark plug elbows

from

plugs. Remove 4 screws which attach each

outlet plate to

its

magneto, and withdraw plate and

grommet. Remove all bracket attaching

nuts,and

re-

move brackets

from

studs. Lift

each cable

and plate

assembly

from

the engine.

(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

the generator.

Remove

the three

nuts

holding

generator in place and remove generator.

(f)

Carburetor

Air Intake - Remove the four nuts

that hold the

carburetor

air intake to the carburetor

and remove air intake.

(g)

Carburetor

- Remove four

nuts

which fasten the

carburetor

to the mounting flange on the oil sump,

and

remove carburetor.

3. DISASSEMBLY.

(a) Intake Manifolds - Unfasten

clamps

which

secure

hose connecti'ons to intake elbows and remove the

three

cap

screws

from each of the two intake mani-

folds

and remove

the manifolds.

(b)

Oil

Sump and Oil Screens - Remove the two

oil

screens from the bottom of the crankcase cover.

Remove

3 hex head screws which attach old type

covers

to sumps - or 5

hex

head screws which attach

the new type

cover

to the sump. Remove 14 nuts

which attach the

sump

to the crankcase studs, and

lower the sump clear of the engine.

20

NOTE

The oil gauge should be removed before the

sump to

prevent damage

to

it.

(c) Rocker Box Covers - Remove the 1/4 screws

that fasten the rocker box covers

to

the

cylinder

head

and remove covers.

(d) Push Rods and

Rocker Arms

- After

covers

are

removed push out

rocker

arm

shaft

with the

finger,

or if

necessary,

use

an aluminum drift

and slightly

tap out. Remove rocker arms from

cylinder

head

and push rods from their housings.

NOTE

Both valves must be closed before rocker

shafts

are removed. f desired,

rockers

and

pushrods may be removed with cylinders and

disassembled later.

(e)

Cylinder

and Pistons.

(1)

Loosen clamps

which

secure

the hose connections

at

foot of the pushrod housing.

Push clamp

and

rub-

ber

hose back up on the housing

toward

cylinder head.

(2) Turn

crankshaft

until piston within cylinder to be

removed

is at

top of the

stroke.

(3) Remove the

six cylinder

hold-down nuts and pull

off

cylinder from

the

crankcase.

Do

not

allow

piston

and connecting rod to

drop

down when

cylinder is removed,

as dam-

ages will

result.

(4) After removal, place

cylinders

on wood or

appropriate carrier to prevent damage to the bottom

end of

barrels.

(5)

Push

piston

pin

out

and

remove piston from

the

connecting rod. f

necessary,

use aluminum

drift

to

drive

out piston pin, being careful to support the

piston

pin in the hand during this operation to prevent

damage

to the connecting rod.

(6) Remove the rings

from

the ring grooves of

all

pistons. Discard all

rings.

(7) Placing the cylinder

over

a wooden

stand,

shaped

to

fit the

inside of

the cylinder

head,

compress

valve

springs

in

rocker

box, uSing a

suitable

valve

spring compressor.

(See

figure

14. ) Remove the

seat

locks

with long nose pliers. Release the com-

pressor,

and

remove the spring retainers and valves.



Figure

14.

Compressing Valve Spring

For

Installation and Removal

of

Locks.

Care must be taken when removing valves,

to

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

The

plunger

in

the

hydraulic

unit

is

not inter-

changeable in the cylinder. These parts

are

fitted together at factory so

as

to give the

proper rate of

leak-down.

NOTE

The

valve tappet

cam

follower

body cannot be

removed until the crankcase

is

disassembled.

Place

push

rod

housing connections

over ends

of cam follower to prevent their falling

into

crankcase while crankcase is being

disas-

sembled.

(See

figure

23. )

(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

Remove dowel screws at rear of upper flange

and above and

below

crankshaft at front in

old

type case

by careful

tapping.

(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.

(10) Lift crankshaft with

connecting

rods attached,

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

disassembling (Figure 16).

Figure 15.

Removal

of

Hydraulic

Unit

From

Cam

Follower Body.

21



Figure

16.

Assembling No.

1

Connecting Rod.

14)

Remove

pushrod housing

connections from

ends

of

cam

followers, and

remove

cam

followers from

both

halves

of the

crankcase.

(g)

Crankcase

Cover Assembly.

1) Remove

the four

oil

pump

cover cap

screws

and

lift out the cover

and two oil pump

gears.

(2) Remove the oil pressure relief valve cap, gasket,

spring

and

plunger from

the

outside

of the

cover.

4. CLEANING.

(a) General.

1) After

the engine

has

been

disassembled, clean

the

major

subassemblies and miscellaneous parts in

accordance with the instructions below.

(2) The cleaning

fluids

prescribed

herein

must

be of

such

a type

that

will not

attack metals

-

particularly

bronze

and aluminum alloy

parts.

(3) After

the subassemblies and

miscellaneous parts

have

been cleaned, thoroughly

drain

off

excess clean-

ing fluid

and dry

with

compressed

air.

(4)

Treat

steel parts with a rust preventive

after

they

have been cleaned and dried.

(b) Cleaning of Engine Parts -

Spray

the following

assemblies

and

parts

with

kerosene. Particular

attention

must

be given

to

the

special cleaning

instructions

which

are prescribed for each the sub-

assemblies

and

parts.

1) Crankcase

- Remove the two pipe

plugs from

the

oil

lines, clean

out both halves and

blowout all oil

passage tubes

in both

halves. Examine cam journal

22

supports for

scores

or deep

scratches

and smooth out

with crocus

cloth

i f

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 i f

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

Connect ing Rods

-

Clean

thoroughly with

kerosene,

blowing

out all

oil

lines.

The cleaning fluid must be kept free from

grit and foreign

particles.

(6)

Pistons

and

Piston Pins -

Do

not use wire

brushes

or

scrapers

of any kind. Soft and

moderately

hard carbon deposits

may yield to

solvent action,

which should

be

tried

first in preference to harsher

methods. f the deposits remain,

blast

the head with

soft grit or

by the

vapor grit

method,

first

having

installed

tight

fitting

skirt protectors.

Ring

grooves

may be cleaned by pulling

through

them lengths of

binder

twine or very narrow

strips

of crocus cloth.

Do

not use

automotive ring groove

scrapers, since

the corner

radii at

the bottoms of the grooves must

not be altered, nor

any

metal

removed

from

the

sides. Discoloration

and light

scoring need not be

removed from

piston

skirts.

The

use

of

abrasive

cloth on

the skirts is

not

recommended, because the

diameters and contours must

not be

altered.

Heavily

scored or

burned

pistons

should be

discarded.

(7) Gears

-

Clean cam,

magneto

drive, generator

drive, crankshaft,

starter, starter

pivot and oil

pump

gears,

thoroughly with kerosene and

dry

with

com-

pressed air.

5. INSPECTION.

(a) Visual Inspection. A preliminary visual

inspec-

tion of

all parts

will indicate

whether

any

are

de-

formed, corroded,

scored,

galled, pitted or otherwise

damaged

beyond

repair.

A more

careful

visual

in -

spection

should be

performed

on

each part

to

deter-

mine the need

for minor

repair, such

as stoning

thread

chaSing

or

lapping. Due to the difficulty of

detecting

cracks and

if

a

crack is

suspected in any

aluminum casting,

the

part

should be

etched. Visual

inspection should also include a detailed observation

of

all

areas,

holes, pockets,

and

threads

to

ascertain

that all foreign material, cleaning compound

and

abrasives

have been

removed.

(b) Etching. Before etching any area to be inspected

for cracks, all enamel, carbon

and oil

must

be

re-

moved. The

surface

should be clean and dry. The

following procedure and

precautions apply.

1) Paint the

area with a solution

made by dis-

solving caustic soda

in water

(at room temperature)

in

the proportions

of

2lbs.

of

caustic soda per

gallon

of

water. Expose

the

aluminum

surface

to

the

cleaning action

of the

solution for

no

more

than

60 seconds.



(2) Immediately rinse the

part

in running water;

then

netraulize

the action with a solution of one

part

nitric acid

in four

parts

water. Allow the dilute

acid

to act only long enough to remove

the

black deposit

left by

the

alkali.

(3) Rinse the part thoroughly and dry with com-

pressed

air. The etching

process

will leave the sur-

face

perfectly

clean, but the black

deposit

will

re-

main in cracks and deep scratches. These may be

seen more

clearly with the aid of a magnifying glass

and, thus distinguished.

(c)

Dimensional

Inspection.

Diametrical

and end

clearances, interference

(tight)

fits, out-of-roundness

and run-outs of all important part dimensions are

listed

in the

Table of

Limits,

Section 13. In most

instances,

each of two mating

parts

must

be measured

and

their

dimensions compared to determine whether

or

not

the

f i t

is correct. This applies

to

tight

fits as

well

as

running fits. When a

tight fit

requires that

the

f m ~

part be

heated before

insertion

of the

male

part,

both

parts must

be

measured at the same room

temperature before

heating of the

former.

Since new

bearing inserts

will be installed

in the crankcase

and

all connecting

rods,

it is unnecessary

to

measure

the

new bearing diameter. For this reason

and

others,

certain parts should be inspected for individual di-

mensions against individual limits or the serviceable

limit

of fit . Some

dimensions

for

this

purpose

are

listed in Section 13. Other necessary

dimensions

are:

(See Table

IX

NaI'E

Reground

barrels.

(.015 inch oversize)

must be within limits No. 36A, Section 13,

and

taper

may not

exceed.

002 inch, with

largest diameter,

ifany, at bottom. Bore

must be

less than. 001

inch out-of-round,

and

less

than. 001

inch out-of-square

with

flange, full

indicator

reading,

in

length of

barrel.

(d) Magnaflux

Inspection.

Parts

listed

in Table X

should be inspected at each overhaul by the Magnaflux

process

or an equivalent method of

crack

detection.

Table X.

provides

data

for proper inspection

by

the

Magnaflux method. When- this

process

is

used, the

following precautions must be observed to

assure

reliable results and safe condition of inspected parts.

(1)

Parts

must be

free

of carbon and oil.

(2)

Crankshafts

and

piston pins

must be polished be-

fore inspection.

(3) All

parts

should be

inspected

for forging

laps,

seams

and

grinding cracks

which may have opened in

service.

(4) The suspension liquid should be maintained at a

strength of 1-1/2 ounce of red Magnaflux

paste

No.9

per

gallon

kerosene.

(5) Before magnetization,

all

small openings and

oil holes

leading

to obscure cavities must be plugged

with either a hard grease or similar non-abrasive

material,

which is readily soluble in

lubricating

oil,

to

prevent accumulation

of magnetic

particles

where

they cannot be removed.

(6)

All parts must

be completely

demagnetized after

inspection and between

successive

magnetizations.

Demagnetization

is

preformed by inserting the part

in

an alternating current

demagnetizer,

from

which

it is withdrawn slowly.

Irregular

shaped parts must

not be withdrawn

at

a

rate

of

more

than 12 feet per

minute.

(7) The

magnetic substance

must be

removed

com-

pletely

from all

parts

after

inspection.

All plugs

must also

be

removed.

Both the wet continuous

method and the wet

reSidual

method are used.

In

the

former process,

the magnetic solution is

poured

over

the

part

while it is mounted between

the

poles

of

the

magnetizer, and

application

of the fluid is stopped as

the magnetizing

current

is started.

In

the wet ·res-

idual process, the part is

immersed

in the magnetic

suspension fluid after it has been magnetized. Table

X

shows the method recommended for inspection of

each kind of

part.

NOTE

f the

crankshaft

is suspected of any defect

not

firmly

established

by

inspection

after

cir-

cular magnetization it should be

demagnetized

and then,

magnetized

lonKitudinally for further

inspection.

T ABLE

IX Table

of

Dimensions

FEATURE

Intake Valve Guide Bore

Exhaust

Valve Guide Bore •

Cylinder Barrel Bore • • •

C-125 Piston (Std) Diameter

*At Top of

Skirt.

• • • •

*At Bottom of Skirt

. •••••

C-145 0-300

(Std) Piston

Diameter

*At Top of Skirt••••• .• .••••

*At Bottom of Skirt (Above 4th Groove)

Piston

Pin

Bore Diameter

• •

Piston

Pin Diameter.

. • . • •

Connecting Rod Bushing

Bore.

Rocker

Shaft

Diameter.

• • •

Rocker Arm Bushing Bore ••

Camshaft Journals Diameter.

* Measured at right angles to

pin

bore.

NEW DIMENSION

(INCHES)

.3432 - .3442

.437 - .438

4. 062 - 4.064

4.051 - 4.053

4. 054 - 4. 055

4. 049 - 4. 050

4.052 - 4.053

.9217 - .9221

. 9214 -

.9216

.9230 - .9235

• 6082 - . 6087

.6097 - .6107

1. 3725 - 1.3735

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 - f loose in cylinder head, or i f 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, i f 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-

24

TABLE

X.

MAGNETIC PARTICLE INSPECTION

Part

Crankshaft

Connecting Rod

Camshaft

Piston Pin

Rocker Arms

Gears over 6 Inch

Diameter

Shafts

Thru Bolts

Rod Bolts

NOTE: (*)

*Method

of

Magnetization

Circular and

Longitudinal

Circular and

Longitudinal

Circular and

Longitudinal

Circular and

Longitudinal

Circular and

Longitudinal

Shaft Circular Teeth

Between Heads Two

Times 90°

Circular and

Longitudinal

Circular and

Longitudinal

LONGITUDINAL MAGNETISM:

CIRCULAR MAGNETISM:

AC or DC

Possible

Amperes

Critical Areas

Defects

2500 Journals, fillets, oil Fatigue cracks,

holes, thrust flanges, hea t cracks.

prop flange.

1800 All areas. Fatigue cracks.

1500 Lobes, journals. Heat Cracks.

1000 Shear planes, ends,

Fatigue cracks.

center.

800 Pads, socket under Fatigue cracks.

side arms and boss.

1000

to

Teeth, Splines. Fatigue cracks.

1500

1000 to

Splines, Keyways, Fatigue cracks,

1500

Change of Section. heat cracks.

500

Threads Under Head. Fatigue cracks.

Current

applied

to solenoid

coil

surrounding

the

work.

Current

passed through

work

or

through non-magnetic conductor

bar inserted

through

work.



aI, checking for

possible

cracks

or

fractures. Check

drain holes and Helicoils for damage.

(5) Crankshaft and

Connecting Rods.

a. Remove counterweights. Inspect all damper pins

and bushings for

wear.

b. Inspect propeller bolt bushing threads.

c. Inspect all

crankpins

and main

journals

for

burn-

ing,

scoring, galling

and

excessive

wear. (Refer to

Section

13

for

limits.)

d. Inspect oil tubes

for

obstructions, and check

tightness

of tubes,

bushings

and

plugs.

e. Measure run-out of center journals and propeller

flange. (Refer to Section 13.)

f Polish crankpins

and

journals. Inspect by Magna-

flux with circular magnetization. If in doubt, de -

magnetize longitudinally. Plug oil holes before

magnetizing.

g. Inspect all connecting

rods

and caps for

cracks,

check alignment of

crankshaft

bushing with piston pin

bushing. The crankshaft hole and

the piston

pin

hole

must be parallel with each

other within

.001 inch per

inch of length.

(6) Pistons and

Piston Pins.

a.

Check piston

pin

plugs for

smoothness, wear

and

proper fit in the piston pins.

Discard piston

pin

plugs

which

are cracked or show excessive wear. If

plugs

are pressed in

d'iscard

assembly.

b. Check

piston pins

carefully for

cracks,

using

magnaflux

equipment. Also check

piston pins

for

scoring, flat spots,

out-of-round, straightness

and

for proper

fit in

piston. Piston pins

which

are

cracked, our-of-round,

bent,

scored,

or excessively

worn must

be replaced.

c.

Inspect pistons

visually for

corrosion, cracks,

burning,

scored or galled

skirts

and piston pin bear-

ings.

Check

ring

lands for

cracks

by applying light

side pressure. Measure

skirt

diameters and pin bores

for

comparison with mating

parts.

Install new rings

of standard or proper oversiz e, and measure side

clearances.

Also

measure gaps of new

ring

in cy-

linder

barrels.

(Refer to Section 13 for

all

limits.)

(7)

Crankcase Cover.

a.

Inspect cover for

cracks,

particularly around

stud holes,

by using

a magnifying glass and if

neces-

sary,

by

etching any doubtful portions for possible

cracks. Inspect magneto

mounting flanges for

cracks,

corrOSion,

burrs, scratches

and

flatness.

b.

Check

all studs on

cover

for

cracks

and tightness.

Stretched

or loose studs

must be

replaced.

c. Inspect threads for

oil

pressure relief

cap

and oil

screens.

d. Inspect oil

pump

impeller and shaft bores in

casting, shaft bores in cover

plate

and plate surface

for

scoring

and wear.

(8) Camshaft.

a.

Inspect cam lobes and

journals

for

scoring, wear

and

pitting.

Inspect

screw

holes.

(9) Gears.

a. Check magneto,

starter, generator, oil

pump,

camshaft

and

crankshaft

gears for cracks, nick;:"

burrs,

wear

and proper

fit.

Inspect

camshaft

gear,

crankshaft gear and

magneto

gears by Magnaflux for

fatigue

cracks.

Section

REP IR

ND REPLACEMENT

1.

GENERAL

RE

PAIR.

2. CASTINGS.

Remove the

raised

edges of nicks

and

burrs on machined surfaces

with

a

hard

Arkansas

stone. Unobstructed flat

surfaces,

such

as cover

plates etc. may be

returned

to true flatness if a

lapping plate

is

available.

Use a fine grade lapping

compound

and

move the part in a figure 8 motion

evenly.

3. STUD

REPLACEMENT. Remove

damaged whole

studs with a standard stud remover or a

small

pipe

wrench. Turn

slowly

to

avoid

over

heating.

Remove

broken studs which cannot be gripped by drilling on

center to the

correct

diameter for and unscrewing

them

with a

splined

stud

extractor.

(Splined

ex-

tractors

and

drills

are usually sold in

sets.)

Examine

the

coarse

thread end of the damaged stud to

deter-

mine its size.

Standard

studs

have no marking.

For

oversize

stud

identification

refer to Table

XI. Clean

the tapped

hole with solvent

and blow dry

with

com-

pressed air;

then examine

the thread. If it is

not

damaged install the

next

larger oversize stud. If the

old stud was

maximum

oversize, or if the thread is

damaged, the

hole

may be tapped

and

a helical coil

insert installed for a standard size

stud.

Coat the

new studs coarse thread

with Alco

Thread

Lube

i the

hole

is blind

or

with

National

Oil

Seal

Compound i it

is

a through hole that

is subject

to oil spray.

It

is

advisable

to drive

the

new

stud with

a tee

handle

stud

driver. Turn it

slowly,

and compare the estimated

torque

with

values listed in

Section

13.

Drive

the

stud in

until

it

projects

a distance equal to others in

the

same

group.

4. HELICAL COIL INSERT INSTALLATION. Helical

coil thread inserts

are

factory installed at various

locations. These inserts may

be

replaced, i dama-

ged, with the aid of special

tools

procurable from any

Authorized

Distributor of the Heli- Coil Corporation.

5.

These

inserts

are

helical coils

of

wire

with

a

dia-

mond

shaped cross section

forming

both

a male

and

female

thread. Drilling and

tapping

depths for inserts,

being

installed in

blind

holes, should be

equal to

twice

the nominal

diameter of the insert.

The helical

coil

drills and taps must

be

absolutely perpendicular to the

machined surface of the casting. Drilling

should

be

accomplished in a

drill

press

after the

casting is

firmly supported, clamped and alignment

checked.

For drilling

and tapping aluminum alloy

castings, use

a

lubricant

made of one

part lard

oil and two

parts

kerosenetoprevent

overheating

the metal

and

tearing

the thread.

25



6. To remove a

damaged

helical coil, use the proper

size

extracting

tool

specified for the

nominal

thread

size. Tap

the tool into the

insert so

the

sharp

edges

get a good bite . Turn the

tool to

the left and back

the insert out.

To

install a new insert, blowout all

chips and liquid, slide the insert over

the

slotted end

of the mandrel, and engage the driving tang in the

mandrel

slot. Wind the insert

into

the tapped hole

slowly.

The

outer end of the

insert

should

lie

within

the first full thread of the hole. Break off

the

driving

tang with long nose pliers.

7. PARTS

TO

BE DISCARDED.

(a) Discard washers,

nuts,

screws,

etc. which are

bent, burred,

nicked, stripped or

otherwise deformed.

Discard

external

attaching parts i f cadmium plating

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

washers, palnuts,

elastic

stop nuts,

cotter

pins,

lock

wire and hoses.

8. REPAIR AND REPLACEMENT

OF

ENGINE

PARTS.

(a)

Crankcase.

(1) Make repairs to the

crankcase

in accordance

with

instructions

given in

paragraph

1 of this section.

Particular

attention should be given to removing

nicks and burrs from all finished surfaces, usinga

fine stone and polishing with crocus cloth.

(b) Cylinders.

(1)

Replace cylinder

and head

assemblies

which are

found to have

loose

heads

or cracks, except

for

small

cracks near

the

surface

of the

cylinder fins. Small

cracks

on the end of

cylinder

fins should be

carefully

removed by filing. Round off

sharp

corners.

{2)

Remove

nicks on flanged surface of cylinder

barrel flanges by hand honing.

Polish flanges

with

crocus

cloth.

(3) Repair cylinder

bores

which are slightly

cor-

roded,

scored or

pitted by honing. Cylinder wall

finish

should be as specified in Section 13. f the

maximum allowable bore

diameter,

taper

or

out-of-

roundness is

exceeded,

regrind and hone

to

clean

up

at .005

inch over

size i f possible. f necessary, re -

grind and hone

to

.015

inch

oversize. Refinished bore

must not taper over .0005 inch, with largest diameter,

i f any,

at

bottom, and it must be parallel to finished

surface

of base flange within .001 inch in

its

full

length.

(4)

Reface

valve

seats

which

are

pitted, burned

or

worn by

removing

the

least

amount of

metal

possible.

Following the repair of

valves,

the valve seats

may

then be lapped in with

suitable

valvegrinding

com-

pound.

After the valves have

been

ground and checked

for

proper seating, remove all traces of grind-

ing compound with an approved cleaner.

(5)

Replace

valve

guides

i f loose in

cylinder

head or

i f

excessive

clearance

is found between valve stem

and guide.

f

guides

are

scored,

they should be

re -

placed. Remove

guides

with

the

use of a suitable

driver

and an

arbor

press.

Ream

or

broach

to

ob-

tain specified fit with valve

stems.

(6) Remove and

replace spark

plug inserts which

are loose or leaking. Remove hard carbon

from

threads

in

inserts

with a tap, being

careful

not to

remove any metal.

(7) Remove burrs, nicks and roughness from exhaust

flanges

with a fine file

or

scraper.

(8) Repair intake

flanges

by removing nicks with a

stone. Polish flange with

crocus

cloth. Tighten

studs

on intake flange,

i f

necessary, and

dress threads,

using

thread

chaser.

TABLE XL STANDARD

AND

OVERSIZE STUD IDENTIFICATION

OverSize on

Optional Identification

Typical

Pitch Dia of

Marks on Coarse Thread End

Identification

Part

No.

Coarse Thread

Color

(inches)

Stamped

Machined

Code

XXXXXX

Standard None

None

XXXXXXP003 003

RED

. ....

= : L

A

XXXXXP006 006

BLUE

\ \ \ \ \ \ \ \ \ ~

' .v ' ' ' ' ' ' '

XXXXXXP009

009

(@

GREEN

XXXXXXPOO7 007 BLUE

XXXXXXP012

012

@

GREEN

26



60

ASSEMBLe-

6U HIN(,S

FLUSH

WITH

OSSES

AS

SHOWN

I

/ - - ~ ,

I

I

~

0.240

22949

.• ~ , ; ~ ; ~ I

.7031.± .0005

LINE REAM BUSHING

I .

VIEW AA

Figure 17. Assembling Rocker

Shaft

Bushings.

(9)

Stone

finish surfaces

of

rocker boxes for nicks and

scores. Polish surface with crocus cloth.

OO)lf the rocker shaft is excessively loose in the cylind-

er

head

support

bosses they may be brought back to stand-

ard size

by

boring

or

reaming in line and installing repair

bushings. The center line

of the

enlarged boss bores must be

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) Valve Mechanism.

( 1) Remove nicks and scores from

exhaust

and intake

rockers and polish finished surfaces with crocus cloth.

(2) Polish valve rocker bushings for slight scores and

roughness.

(3) Straighten push rods which are slightly

bent

by tap-

ping

into

proper shape, using a light mallet. Polish ball ends

with

crocus cloth. Loose or badly worn ball ends must be

replaced by complete pushrod assembly.

(4) Valve springs which are broken

at

flat ends cannot

be repaired satisfactorily and, therefore, should be re-

placed.

(5) Remove scores

or

burrs from valve spring seats by

stoning and

polishing.

(6) Polish valve spring

seat

locks with crocus cloth in-

side and outside diameter.

(7)

Stone

valves to remove burrs and scores in the lock

grooves

and

on stem tips. If tips are worn, they should be

dressed with a fine emery wheel to secure a flat surface,

square with valve stem. Replace warped or badly pitted

valves. Use a standard valve refacing machine for condi-

tion ing valve

contact

faces and lap

into

valve seats.

(d) Crankshaft and Connecting Rods.

(1)

Before Magnaflux inspection, polish journals, crank-

pins and oil seal race.

Stone

any nicks on finished surfac

(2)

f

threads

of

any propeller

bolt

bushing are dam

ed, drive out old bushing, and draw in a replacement bu

ing with the rounded side of the

head

toward

the

shaft

damper pin bushing in shaft

or

counterweights are wo

drive out or press out old bushings, and drive or press

replacements which have been chilled.

Be

sure

to

use

C

rect bushings.

(3) Plug oil holes with soluble grease

or

fibre bef

Magnaflux inspection. Remove plugs

after

inspection.

move Hubbard plug before inspection. Install new p

after

inspection

(except

C145-2H shafts).

(4) Excessively worn shafts must be reground

to

.0

inch undersize and re-nitrided.

(a) Excessive localized brinelling of the cranksh

dampener pin bushings can affect propeller blade tip stre

es. It is, therefore, recommended that

at

each major ov

haul

the

pin bushings be inspected

and

replaced as requir

Only the crankshaft blade bushings are available in overs

(b) Inspect in the following Manner

:V1easure the

ins

diameter

of

the bushing across points

A,B

and C. Take

average of A

and

B and

deduct

this from

C.

If

the

dif

ence exceeds 0.001 inch,

the

bushing or counterwei

should be replaced.

B

c

B

Figure 18. Measurement of Dampener Bushing.

1. The C measurement should be the point

of

m

mum diameter, which is generally a point perp

dicular

to

the lengthwise centerline of

the

cra

shaft.

2.

.\1easurements A and B should be taken

at

poi

approximately 60° either side of point

C.

3.

After

removing the bushings from the cranksh

blades, measure

the

inside diameter of the ho

Select a replacement bushing which will give

interference fit of 0.001

to

0.002 inch.

(c) Replacement bushings are available in standa

0.0015,

0.003

and

0.005 inch oversize on

the

outside d

meter.

(d) A special tooi for removing

and replacing th

bushings has

been

developed

by

Borrough's

Tool

Equipment Corporation,2429

North Burdick Stre

2



Kalamazoo, Michigan.

I t is recommended

that this

tool

only be

used

for these operations. Removing and

replacing bushings

with

makeshift tools

and

methods

can result in

irreparable

damage to the crankshaft

and/ or dampeners. Order tool direct from Borrough's

Tool and Equipment Corporation.

(5) Stone

small

nicks in connecting

rods. Replace

bolts if damaged in any way. Replace damaged nuts.

Press out excessively· worn bushings; smooth

bores; oil new bushings, and

press

in with

split at

45

0

from axis toward big end.

(e) Pistons and

Piston Pins.

(1) Remove

small

scores

from

piston

skirts

with a

hard

A r kansas

stone and

from

pin

bores

with

crocus

cloth. Polish old type

pins

to obtain correct clear-

ance and all pins to a

smooth

surface before Magna-

flux

inspection.

Do not reduce original piston surfaces.

Never use abrasive paste, wire brushes or

buffers on

pistons.

After

repair, re-check

dimensions.

(2)

Replace cracked,

burned

or

heavily

scored

pistons with new

parts

of proper

size

for cylinder

barrels. Maintain

set

within 1/4 oz. difference in

weight of any two

pistons.

Replace worn plugs in

C 125 piston pins of old type.

(3)

Replace

old piston rings with new

standard rings

in standard

barrels.

Use .005 O.S.

rings

with

standard

pistons in .005 O.S.

barrels.

Use .015

O.S.

pistons

and

rings

in

reground barrels.

(f) Crankcase Cover

Assembly.

(1) Stone

nicks

and scores on finished surfaces, and

chase female threads, if necessary. Stone burrs on

oil

screen

and

relief

valve

cap threads.

(2) Stone

small scores

and nicks on oil pump

gear

teeth. Discard worn and

deformed

parts.

(3)

Replace tachometer drive

housing oil

seal,

and

stone burrs on housing thread.

(g) Camshaft and Hydraulic Valve Lifters.

(1) Stone light

scores

on cam lobes, journals and

valve lifter bodies.

(2) Replace camshaft

i f

lobes are pitted or

i f

lobes

or

journals

are

excessively

worn.

Replace

complete

hydraulic

unit i f any

part

is worn or damaged. (Re-

fer

to Sect ion 16.) .

Do not drop valve lifters or allow them to be

damaged by

contact

with other objects.

(h)

Gears.

Stone light

scores

and

nicks

on

all gear teeth.

Replace

any

gear

whose to.oth profiles show

exces-

sive wear, heavy scoring

or

burrs.

(i) Intake Elbows and Manifolds.

Discard and

replace

cracked

parts.

Lap

parting

flanges to

true,

flat surfaces.

j) Pushrod Housings, Flanges, Clamps.

(1) Lap f l ~ g e parting surfaces flat.

28

(2) Remove dents

from

housings by tapping with a

soft mallet while on a suitable mandrel.

(3) Replace

cracked flanges,

housings, or clamps.

(k) Ignition System.

Replace all ignition cable assemblies.

(1) PROTECTIVE COATING. The manufacturer

protects

all aluminum alloy castings,

sheet

metal and

tubing from corrosion by

treating

all surfaces of the

parts

with Alodine 1200 (American

Paint

and

Chemi-

cal Company, Ambler, Pennsylvania).

(m) APPLICATION OF ALODINE 1200 . In

the

event

the original finish of

an aluminum

part

has de -

teriorated or

has

been removed,

the

part

may

be

Alodized as described in Alodine

Manufacturer's

Technical Service Data Sheet No. AL-1200-D.

Wrought or die

cast

(smooth surface)

parts,

such

as

valve rocker

covers

and intake tubes, are tumble

blasted

prior

to machining, i f 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

oil. Corrosion protection can therefore be afforded

to all

interior

aluminum surfaces and parts.

f

enamel

coating

is required

for a

part previously treated

with

Alodine ,

application of a

primer before

painting

is

not

necessary.

Alodizing will be

performed after

all

machining

and/or repair

operations

have

been

completed. The surface color of an

Alodized

part

may vary from light gold

to

dark

brown. When a part

is treated with Alodine 1200 , the thickness of the

film, or build-up, on the mating or bearing surfaces

is

so

small

that the effect on dimensional tolerances

is negligible.

(n) REPAIR OF

ALODIZED

SURFACES. f

Alodized

parts

have been

remachined,

rubbed with

abrasives or scratched

in handling

so as

to expose

areas

of

bare aluminum, the

surface may

be repaired

by

local application

of Alodine solution

in the fol-

lowing steps:

(1) Clean

bare

area thoroughly with carbon tetrachlo-

ride. Do not, under any circumstances, use an

oil

base

solvent

or

strong

alkaline cleaner.

(2) Mix a small quantity of hot water (180° F. ) with

1-1/2 to 2 ounces of Alodine 1200 powder to form a

paste, then gradually dilute with hot water until one

gallon of solution

is attained. This

solution is to

be

adjusted by addition of

nitric acid

to a PH value of

1.

5 to

1.

7.

3) Apply

solution with

rubber set paint brush in such

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

new film

area. f color

is too light, repeat step

3

until desired

color

is attained.

NOTE

f

Alodine does not

adhere

to a metal, a

more severe

cleaning method must

be used,

A

solution

of 12 to 16 ounces of Oakite No.

61,

or

equal,

per

one gallon of

water

is

preferred. Apply and remove the

solution

with

caution,

because an

alkaline

cleaner

ofthis type will remove

any

Alodine film



previously

applied. Remove cleaning solu-

tion thoroughly, using

plenty

of hot

water

and brushing vigorously.

0) ENAMEL COATINGS. Ferrous parts, when

baked with gold enamel, will be baked with infra-red

equipment for 15

minutes

at

275-285° F. following

application

of

each

coat.

NOTE

f

a

part

which

was

originally

Alodized

is

to

be refinished

with

enamel, it

will not

be ne.cessary to apply

zinc

chromate primer

except to

surfaces

completely

stripped

of

Alodine .

CAUTION

Before application of primer and enamel to

a

part,

carefully

mask all

connection joints

and mating

surfaces. No primer

or enamel

is

permissible

on

interior surfaces

of any

parts

contacted

by engine

lubricating

oil

after

assembly.

Section

2

REASSEMBLY FIN L

ASSEMBLY

TIMING

AND

TESTING

1. REASSEMBLY OF MAJOR SUB-ASSEMBLIES.

(a)

Cylinder

and Valve Assembly Procedure.

(1) Apply a light

coat

of

oil

on valve

stems. From

inside of cylinders and head

assembly,

assemble

intake

valve

through

intake valve guide. In

the

same

manner,

assemble exhaust valve through exhaust

valve guide.

(2) Holding the valve

stems

so that head of each

valve is

against

valve seat, mount cylinder and head

assembly

over suitable holding block on bench. As-

semble

intake and

exhaust

valve

spring retainers

over

valve

guides.

(3) Assemble three valve springs

over

exhaust

valve and guide and onto the valve spring retainer.

Assemble valve spring seat over valve stem with

spring lands towards springs.

(4) Using valve spring

compressor

(Fig. 14), as-

semble valve spring seat

locks

in

groove

on valve

stem

so that large

diameter

of locks are towards end

of valve

stem.

(5)

Assemble

valve springs

over

intake valve and

guide in

the same

manner as

described

above.

(6)

Assemble

new

rubber

pushrod housing

connections

and clamps

on the

pushrod housings,

pushing them

toward

the cylinder

head for

clearance

when the

cylinders

are

assembled

to

crankcase.

(7)

Install

new cylinder

base

packing on

cylinder

barrel

base,

using

a

very thin

film of

sealing

com-

pound on the cylinder flange on

the flat surface

that

will

contact

the

crankcase.

Do not pick up cylinders by pushrod housings

as

they are only

pressed

into the

rocker

box

and are easily bent. Any bending or misalign-

ment will

result

in an oil leak.

(b) Connecting Rods and Crankshaft.

(1)

Install

new

bearings

inserts of

standard or

undersize, as required, in rods and caps.

(2) Apply a

thin

coat of oil on bearings and assemble

connecting

rods in

their

proper positions on the

crankshaft with the connecting rod numbers pointing

up (Fig.

16).

NOTE

The

connecting rod bolts must be assem-

bled on the connecting rods with the

threaded

end pointed

towards the piston

pin bUShing. Torque nuts to low limit - if

cotter pin

will not

enter

increase torque

gradually up

to

high limit only. f cotter

pin will not

enter in

this

range replace

nut

and repeat. In no

case

shall nuts

be

tor-

qued below low

limit or

over high limit.

(Refer to Section

13 for Torque Limits.

)

(3) Place 5th order counterweight (with pin) on notched

crankcheek blade of Cl45

and

0-300 crankshafts. Install

two damper pins, retaining plates and snap rings. Install

snap rings with the flat or rough side to the outside. Simi-

larly, install 6th order counterweight on opposite blade.

(c)

Pistons

and

Piston Pins.

(1)

Install all

piston

rings

with the

work TOP

facing head of piston. Install

the

slotted oil control

ring in

the bottom groove, the two plain

compression

rings

in 2nd. and

3rd. grooves

and the

chrome

faced

ring

in the top groove.

(2) Install a

piston

pin

assembly

partially in each

piston, but clear of the rod recess.

(d)

Crankcase

Cover Assembly.

(1) Install oil

pressure relief

valve plunger, spring,

gasket, and

cap

into crankcase cover.

(2)

Install

oil pump drive

gear

in lower bore of

cover

with square

shaft

end

forward. Install driven

gear

in upper

bore

with

slotted shaft

end to rear.

Apply oil between

gear teeth

and

assembly

pump

cover. Install

four

cover retaining

screws

and

washers. Tighten screws moderately.

(3)

Test

the oil pump gears for

free

running in the

case. If they are free from binding,

tighten

cap

screws

and

safety wire. See that safety wire is

pressed

tightly against the oil pump plate to prevent

interference.

(e) Intake Manifolds and Hose Connections.

(1) Push a new hose connector on each manifold

outlet, and place 2 clamps on each hose.

(f)

Crankcase

Mounting

Brackets.

(1) Assemble the four

crankcase

mounting brackets

with Lord bushings onto mounting flange

studs

of

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

casting is inverted.

(3)

Install

a new

insert,

of proper

size

for the

crankshaft journals, in each main bearing boss.

Tangs

must

engage case notches and

insert

ends

should

project

very Slightly.

Figure

19. Installing Cam Follower

Body in Crankcase.

(4)

Install

the

starter

pinion pivot over the dowel in

the 1-3-5 side recess. (See

Fig.

21.)

. (5) Oil

camshaft

bearing surfaces in crankcases and

lay camshaft in the cam

bearings

of

No.2

-4-6

crankcase. Check camshaft for end clearance in

accordance with

limits

as set forth in the Table of

Limits.

(b) Installing Crankshaft and Connecting

Rods.

(1) Oil

bearings

thoroughly. Lay crankshaft and

connecting

rod

assembly in the 2-4-6

side bearings.

Avoid

striking

through

studs,

and guide lower

rods

through

cylinder

ports. (See Fig.

22.)

(2) Insert the

plain bronze

thrust washer half

at

each

end of the front main bearing, and rotate

to lower

side. Place the pinned half washers

against

shaft

flanges, and rotate

the pairs until

pins lie

within

case

notches. Lubricate washers, (See Fig. 20.)

30

Figure 20. Installing Crankshaft

Thrust Washer.

(3) Check crankshaft end

clearance

between

either

washer

and

shaft

flange.

(c)

Assembly

of

Crankcase.

1)

Remove

spring

from

new

crankshaft

oil

seal.

Twist

seal,

and

pass

it over the

shaft race

behind the

p r o p ~ l r 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,

and tighten

nuts securely. Install spacers, lock-

washers and nuts on ends of two short front

through

bolts, on left end of upper front long through

bolt

and

on ends of rear through bolts. Tighten

bottom through

bolt nuts. Tighten slotted nuts of short tie bolts only,

and

install cotter pins

•

(4)

Attach

1-3-5 side mount brackets to stand. -

stall the breather elbow. Place

crankcase

in upright

position.

(d)

Installing Gear,

Crankcase Cover and Sump

(1) Rotate crankshaft to place

No.1 piston

on T.D.C.

(2)

Assemble

crankshaft gear with

timing mark fac-

ing camshaft.

Secure

with four

1/4-inch

cap

screws,

screwed down finger

-tight.

NOTE

The holes in the crankshaft

gear

and camshaft

gear

are so spaced that it is impossible to

assemble the

gears

to the shafts

incorrectly.



(3)

Turn camshaft so

that the

unthreaded

,hole

is

pointing toward one o'clock. Assemble

cam gear to

camshaft so

that the timing

mark

on the

cam gear

teeth meshes

between the two timing

marks

on the

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. f 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.

(6) Rotate engine stand 180 degrees, place oil sump

gasket

over studs at bottom of crankcase,

assemble

oil sump using plain

1/4-inch

washers, lock

washers

and

nuts,

turn nuts down finger -tight .

Figure

21.

Installation

of

starter

Pinion Pivot.

Figure

22.

Installation

of Crankshaft and Connecting Rods.

31



(7) Place

crankcase cover

gasket over end of

crank-

case and mounting

studs.

Assemb1e'

crankcase

cover assembly

over

gasket and studs. (Fig. 25)

properly

meshing the oil pump drive gear into the

cam

gear. Install

six washers,

lock

washers

and nuts

to studs. Install 3

washers,

lock

washers

and cap

Screws through

gear

cover into oil sump (5 in new

type

cover).

(8) Tighten crankcase

cover

retaining nuts first.

Then tighten 3 (or

5)

cover -to

-sump

screws fully.

Tighten

sump retaining nuts, starting at front. Re-

lease

cover

screws

while

rear

nuts

are

tightened.

(9) Install the two oil

screens

in crankcase

cover

using new gasket between

screens

and cover.

Tighten

oil screens and secure with safety wire to the cap

screws,

holding crankcase cover to oil sump. Use

safety wire between center crankcase cover cap

Screw and oil sump

drain

plug. Safety wire oil pres-

sure relief

valve cap to

nearest

stud holding

crank-

case cover to crankcase.

(e) Installing

Hydraulic

Units and Pushrod Housing

Flanges.

1) Rotate engine stand so that crankcase is in

flight position. Oil hydraulic units with thin

coat

of

light oil.

NOTE

Be

sure

that the

hydraulic

unit is working

properly and smoothly by

depressing

the

pis-

ton with the thumb

several

times. Units

should be deflated of trapped air and oil

by

releasing

the ball check.

Insert

a 3/32

-inch

diameter rod

in tube of unit (rod should have a

dull end) so

as

to

lift ball

check from

seat

while

piston is

being depressed.

(2) Insert

hydraulic

units, tube end first, into the

cam

follower body.

Insert

tappet

cups (flat

side

to -

ward hydraulic unit) on top of hydraulic units in the

cam follower body.

(3) Place pushrod housing flange gaskets over studs

on housing pads in

crankcase. Install

push

rod

hous-

ing flanges

over

studs and gaskets.

(4) Secure flanges to crankcase with washers, lock

washers and nuts. Tighten middle nut of flange

first.

Do

not

tighten nuts excessively, as the flange may be

cracked or

gasket

damaged.

(f)

Installing Cylinders.

(1) Coat

inside

of cylinder barrels

generously

with

a light oil.

Figure

23. Installation of

Crankcase

1-3-5 Over Crankcase 2-4-6.

32



Figure 24. Installation

of

Gears in Crankcase

(2) Before installing each cylinder,

coat

its piston pin

and connecting rod bushing with light oil. Place

the

crank-

pin at T.D.C., and install the piston with number forward.

Coat the

piston with the same oil.

(3) Stagger gaps in piston rings on

the

piston so

that

they

are evenly distributed around the piston t prevent

blow-by.

(4) With one

hand

compressing the steel clamping band

around the

rings, assemble the cylinder barrel over the

top

of

the

piston (Fig. 26.)

Do not pick up cylinder by push rod housings.

Make sure piston pin plugs are in place.

(5) Stead y the cylinder, pushing t carefully back

to

the

mounting

studs, moving the steel band back on

the

piston.

Remove steel band when cylinder is pushed on the full

length

of the

piston.

(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 squir t hole

is

in

the

intake position.

NOTE

Check

to

make sure ball cup

is

properly installed in

tappet

body

before inserting push rods.

(8) Assemble gaskets on rocker

box

flanges and install

valve rocker box covers and secure with lock washers

and

fillister screws.

(9) Slip pushrod connections and clamps down over

pushrod

housing flange.

(10)Assemble

the

remaining cylinders in

the

same man-

ner as described above.

(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

washers, castle nuts and safety wire.

(h) Installing Ignition System.

(1)

Assemble lower spark plugs with gasket in each cy-

linder.

(2) Determine

the

firing position

of

cylinder No.1 in

the following

m n n e r ~

a.

To determine

that

the piston

is on

the compression

stroke, place thumb over upper spark plug hole on No.1

cylinder and tum crankshaft in the direction of rotation.

The intensity

of

the pressure will indicate

that the

piston

is

on the compression stroke. The top center (TC)

mark

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.

b. Tap the crankshaft forward

to

the firing angle

specified in Section 1 for

the

model and

magneto to

be in-

stalled.

(3) Installing and Timing Magneto to the engine.

a. Before installing magnetos, be sure

they

have been

correctly timed and checked in accordance with Section 15.

It

Figure 25. Installation

of

Cover

to

Crankcase.

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

other as seen through

the timing window in the

mag-

neto

cover.

At

this

position the

breaker contacts

should

begin to

open.

c. All adjustments

for

exact

timing are made

at

the

drive end and not by

altering

the position of the

contact

points. See that the mounting faces are clean

and smooth, place gasket on mounting flange

and

with

the timing

marks

(as described in b. above) opposite

each other, install the magneto on the engine and

secure

with

its

mounting

nuts. Exact

timing

is

ob-

tained by

turning

the magneto

through the angle pro-

vided, by the

slots in

the

magneto

flange.

d. Shift the

magneto case

clockwise

to the limit

of

the flange slots.

The

breaker

points

should be closed.

e.

Insert

a

.0015-inch feeler

between

breaker points

and

tap

mounting flange

in

a counterclockwise

direc-

tion until the

exact

point of release

is

obtained.

NOTE

If a Bendix No.

11-851

timing light

or

its equivalent

is available,

it

should be used to determine the

opening

of

the contact points rather

than

using a

feeler gage. The use of shim stock or cellophane

strips invariably introduces a possibility of fouling

the points, since oil and dirt

is

nearly always present

on such feeler strips.

f

To

check timing tighten magneto

retain-

ing nuts;

back

up

crankshaft about

10

0

•

Insert

feeler

or

watch light,

and

tap shaft forward until

breaker

pOints open. Check crankshaft angle.

Figure

26. Installing Cylinder on

Crankcase.

34

NOTE

f

timing light

is

used,

rotate engine back-

wards until

light comes on,

then tap crankshaft

forward

until

points break

and

light goes

out.

g.

Install other

magneto on the engine following

the

same procedure

outlined above.

h.

Remove timing

eqUipment

from engine.

i.

Before installing ignition cables, refer to Fig.

10, 11,

or

12

and check connections from magneto terminals to

spark

plugs

by

position and length

of

wires.

Radio

shielded cable

assemblies should be new, complete assemblies. For Bendix

S6LN-21 magnetos, cable assemblies are sold complete

with magneto outlet plates, ready to install. Complete cable

assemblies for Bendix SF6LN-I2 magnetos are still

supplied. They

are

complete with proper terminals

and

cable brackets.

NOTE

t is

recommended that all ignition cable

brackets

designed for

attachment

to cylinder

base studs

be removed from

service.

New

cable assemblies are

equipped with

brackets

to

be

attached, over spacers, to 3rd

and

6th

holes from rear of upper crankcase

flange

with

1-5/8-inch screws.

(1) Install

spark

plugs

after

spreading a film of

BG

mica thread lubricant on their

18

mm.

threads.

Tighten to speCified torque.

(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.

The

purpose

of running-in

re-assembled en-

gines

is to

permit

initial lubrication

and seating of

new parts at relatively

low

speeds

and

temperatures.

The

run-in

period also

serves as

a

test

of

operation

of

all

components. For

this

reason all instruments

must be watched

closely throughout the

test so

that

the

engine may

be stopped

at

the

first indication

of

trouble.

t

must be emphasized that subsequent

maintenance and operation

of the engine

is likely to

be

adversely

affected by

careless run-in procedure.

Air

cooled

engines

depend

on

a

rapid

flow

of

cool air through

cylinder

fins to

maintain

cy-

linder temperature

within the

specified limit.

The

air must actually pass through the fins to

do

its

job. Special baffling

and

a scoop may

be

necessary

on

test

stands.

Cylinder head

and

oil temperatures

must be

recorded

and

observed continuously. At no time may the

limits

specified

in Section 1

be

exceeded

without

damage.



The

best run-in results

are obtained by the use of

a suitable test stand,

test propeller

and

test

cell

equipped with adequate instrumentation. But when

these facilities are

not available and the engine

is to

be run

-in

while installed on the

airplane,

all cowling

and

baffling should

be

removed,

the

engine headed

into the wind and a

4-bladed Test

Club

type

propeller

used. A flight propeller is not

designed for

ex -

tended

periods of

ground

or test operation.

To

assure

that

the

specified maximum cylinder

temperature

will

not be

exceeded:

Install a spark

plug

gasket

type thermocouple

in

place of the

regular

gasket under

the

down-stream spark plug of the

hottest

cylinder.

Locate the

cylinder

by

experiment.

Use

the

most accurate

cylinder

temperature gauge

obtainable.

Check

accuracy of

oil

temperature and

pressure

gauges

frequently. A

fuel

flow meter or

weighing

device will be necessary in order to deter-

mine fuel consumption accurately enough

to

check

carburetor performance.

The following schedule should be followed when-

ever

wearing

parts are

replaced and always after

major or top overhauls.

TABLE

XlI.

TEST

OPERATING LJMITS

Feature

Maximum

Take-Off Power

Maximum

Continuous Power

Full Throttle Speed

RPM

.

Idle

RPM

and Tolerance .

Fuel Grade Octane. . . .

Fuel Consumption

at

Full

Throttle (#/Hr.) . . • . .

Fuel Pressure (psi) Inlet - Carburetor

Max.

Allowable .

Min.. Allowable . . . . . . .

Recommended

Flight Minimum.

Engine Intake

Air

Temperature .

Manifold Vacuum

at

Full Throttle

Manifold Vacuum

at

Idle

Oil Grade

Above 40° F• . . • . •

Below 40° F

•..•.••

Oil Consumption at

Maximum.

Oil Temperature (Desired Range) .

Oil Temperature Maximum. • . .

Oil

Pressure at Full Throttle (psi

max.

)

(Oil

Temp.

175°

to

185°

F.)

.

Oil Pressure at

Idle

(psi

min.

)

(Oil

Temp.

140° to 150° F.) .

Timing

of

Engine

Tolerance

Right •

Left • • . . • . . . • . .

Magneto

Drop

at Full Throttle.

Cylinder Head Temperature at lower spark plug.

thermocouple

Crankcase Pressure . • • • . • • . . • . • .

C 125 C 145

125-2550

145-2700

125-2550 145-2700

· 2550-2650

2700-2750

500±25

RPM

5 0 0 ~ 5 RPM

.80(87 or

lOOLL

80(87 or lOOLL

63-68 lbs.

71. 5/76. 5

6

.4

.4

Ambient Ambient

1. 0-1. 8 Hg. 1. 5-2. 5 Hg.

· 17.0 Hg. Min.

15. 0 to17. O Hg.

40-50

20-30

2.2 lbs.

Hr.

. 95 lbs.

1/2

Hr.

· 150-200°

F.

150-200° F.

225° F. 225° F.

35-50 psi

35-50

psi

10

psi

5 psi

28 ±1 ° BTC

26 ±1°

BTC

30°: :1°

BTC 28°: :1° BTC

75 RPM 100 RPM

550° F. Max.

525° F. Max.

1 0 H20 Max.

1.

0

H20

Max.

Ref.

(For

Trouble

Ref

(For

Trouble

Shooting Only)

Shooting Only)

0-300

145-2700

145-2700

2700-2750

500±25 RPM

80(87 or 100 LL

71.5/76.5

6

.4

.4

Ambient

1. 5-2. 5 Hg.

15. 0 to17. O Hg.

40-50

20-30

.95 lbs. 1/2 Hr

150-200°

F.

225

0

F.

35-50

psi

5 psi

26 ±1° BTC

28°: :1° BTC

100 RPM

Max.

525° F. Max.

1. 0

H20

Max.

Ref

(For

Trouble

Shooting Only)

*

Any sudden

increase

in crankcase

pressure

and rapid fluctuation of

manometer

usually

indicates sticking

of rings.

Before

removing

cylinders check crankcase breather

and

manometer.

35



Run

No.

3

4

5

6

TABLE

XIII.

STANDARD

ACCEPTANCE TEST

Time-Minutes

5

5

5

10

10

5

RPM

1200

1600

2450

Rated

RPM

(Adjust

engine-fuel flow, pro etc.)

(Reduce

RPM for

adjustments)

Engine Parameters checks (fuel system, oil pressure, temp. etc. -

see applicable data) 2100 mag check. See Note A.

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. f oil consumption is excessive, determine

cause and correct.

36



NOT S

3



NOT S

38



Fig. Ref.

No.

No.

27

27

28

28

28

28

28

28

28

28

28

28

28

28

28

28

28

28

27

27

27

27

27

28

27

27

1

2

3

4

5

6

7

8

9

10

11

12

13

13A

13B

l3C

14

15

16

17

18

19

20

21

22

23

Section

13

T BLE O LIMITS

Description

CRANKCASE

Valve lifter

guide

• •

Cylinder

in crankcase bore

.

Prop. Hyd. valve in crankcase

Tie bolts in crankcase

••

•

Starter pinion pivot in crankcase.

Starter

bushing in crankcase •

Crankshaft

main

bearing bore.

CRANKSHAFT

Dia:

Dia:

Dia:

Dia:

Dia:

Dia:

Dia:

Run-out at

center journals (shaft

supported

at

front and

rear journals) • • • . . •

Dia:

Dia:

• Out of round:

· .• Dia:

• • • • Dia:

side clearance:

Run-out

near edge of propeller flange

Main journals • • • • • • .

Crankpins . . • •• . • . •

Crankpins

and

journals ••••

Bushings

in propeller

flange. .

Bushings

in crank

cheek blades

Counterweights

on

crankcheek blades

Bushings

in counterweights .

Damper pin

.

Damper

pin . •• ••• .

Damper pin in counterweight. .

Dia:

.Dia:

• •. Length:

· end clearance:

Damper pin

bushing

bore

in crankcheek

(5th o r d e r . .

Damper

pin

bushing

bore

in crankcheek

(6th

order)

• . . • .

Damper pin bushing

bore

in counterweight

(5th

order) •••

Damper

pin bushing bore

in counterweight

Dia:

Dia:

Dia:

(6th

order) •

. • •• Dia:

Crankshaft

in

front

bearing

. . . . . • end

clearance:

Crankshaft in main

bearings.

• . • •

••

Dia:

CONNECTING RODS

Bearing

and

bushing - twist

or

convergence per

inch

of bearing

length.

. •

Bearing on crankpin. . .

Bushing in connecting

rod.

Piston pin in conn. rod

bushing

CAMSHAFT

.Dia:

.Dia:

.Dia:

Camshaft in

bearings.

Camshaft flanges

to crankcase

••

Dia:

• end clearance:

PUSHRODS

Pushrod

length . . . . .

Pushrod

length (Service

only) .

PISTONS, RINGS, PINS

Piston

- top land in

cylinder

bore (C-125)

Piston

- top land

in

cylinder

bore

(C-145,

0-300-A, B, C, D, E) . • . . . . . . . .

Piston

- 2nd,

3rd

and 4th land in cylinder

bore (C-125) • • . • . • •

. Overall:

.

Overall:

.Dia:

.Dia:

Dia:

New

Parts

Min. Max.

.0005L

.003

L

.001 L

.0005T

.001

T

.0015T

2.437

.000

.000

2.247

1. 936

.000

.0003T

.0015T

.004

.0015T

.3758

.780

.001 L

4613

435

.4613

.435

.005 L

.001

L

.000

.0005L

.002 T

.0014L

.002 L

.012

L

.003 L

.001 L

.001 L

.0005L

2.438

.015

.005

2.248

1. 937

.0005

.0021T

.003 T

.012

.003 T

.3768

.785

.023 L

.4643

.438

.4643

.438

.015

L

.004

L

.001

.003 L

.0045T

.0021L

Service

Limit

.0035L

.012

L

.0045L

.015

.005

2.2445*

1.

9335*

.001

.016

.040 L

t

t

t

t

.025 L

.006 L

.001

.006 L

.004 L

.001 L .003 L .005 L

.004

.008

.012

10.797 10.827

10.785

10.827

10. 857

.034 L

.038 L

.030

L

.038 L

.042

L

.034

L

Notes:

(*) f crankshaft is worn

beyond

these limits,

regrind journals and crankpins to • 010

in.

undersize

and

re-

nitride.

t)

f 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



Fig.

Ref.

No. No.

27

27

27

27

27

27

27

27

27

27

27

27

27

27

27

27

27

27

27

27

27

24

25

26

27

28

29

30

31

32

35

36

36A

37

38

40

41

42

42A

43

44

45

TABLE OF LIMITS (Cont. )

Description

Piston - 2nd

and 3rd lands in cylinder

bore C-145, 0-300-A,

B,

C, D, E).

Dia:

Piston -

top in

skirt in

cylinder

bore C-125)

Piston

- top of skirt

in cylinder

bore

Dia:

C-145,

0-300-A,

B, C,

D, E)

.

Dia:

Piston

-

bottom

of

skirt

in cylinder bore

C-125).

Piston

-

bottom

of

skirt

in cylinder bore

Dia:

C-145, 0-300-A, B, C, D, E) .

Pin in

Piston.

•••• . •

Deleted

Pin Assembly in

cylinder

•

Top piston ring in groove C-125).

Top piston ring in groove C-145,

0-300-A,B,C,D,E).

.

Second piston ring in

groove

C-125)

Second

piston ring in groove C-145,

0-300-A, B, C, D, E). .

Third piston ring

in

groove C-125).

Third piston

ring in

groove C-145,

0-300-A,

B, C, D, E).

Fourth piston

ring

in groove C-125,

C-145,

0-300-A,

B,

C,

D, E)

•

Top

ring

in cylinder

C-125).

Dia:

Dia:

end clearance:

side clearance:

side clearance:

side clearance:

side clearance:

side clearance:

side clearance:

side clearance:

Gap:

Top ring in cylinder

C-145,

0-300-A,

B, C,

D, E)

Second

ring in cylinder

C-125, C-145,

Gap:

0-300-A,

B, C, D, E). •

Third ring in cylinder C-125, C-145,

0-300-A,

B, C, D, E).

Fourth ring in

cylinder

C-125)

Fourth

ring

in cylinder C-145,

0-300-A,

B, C, D, E).

Ring (compression ring).

Ring

(4th -

oil control)

.

CYLINDERS AND VALVES

Valve seat to valve guide

axis .

Valve guides

in cylinder

head

Cylinder bore (standard)

Cylinder bore

(0.015 oversize).

.

Gap:

Gap:

Gap:

Gap:

Tension:

Tension:

Angle:

Dia:

Cylinder bore

roughness (in

micro-inches)

Cylinder bore taper

and out

of roundness .

Rocker

shaft

in cylinder head

boss.

Rocker shaft

in rocker

bushing

- .

• Dia:

· Dia:

· RMS:

•

Dia

Rocker bushing in

rocker .

Rocker in cylinder head bosses

• . • •

Rocker

arm

and valve spring

retainer

Exhaust valve

in

guide

.

Intake valve in guide

. .

Valve

face

to

stem

axis.

• • • •

Valve

stem

to

rocker

Exhaust valve face . . . . . . . . . . . . . . . .

Intake valve face

. . . . . . . . . . . . . . . . .

.

Dia:

• • Dia:

side

clearance:

•clearance:

• • Dia:

• Dia:

Angle:

· ..

Width:

Width:

New Parts

Min.

Max.

.034

L

.009

L

.012 L

.007 L

.009 L

.OOOIL

.010

L

.005

L

.006

L

.003 L

.0045L

.003

L

.005

L

.002

L

.018

.023

.013

.013

.013

.013

9

lbs.

11lbs.

45°

.001

T

4.062

4.077

35

.000

.0002L

.001

L

.002 T

.004

.020

.003 L

.001

L

45°

45'

.030

.1536

.1336

.038

L

.013

L

.015 L

.010

L

.012 L

.0007L

.032

L

.0065L

.008 L

.005

L

.0065L

.005

L

.007 L

.004

L

.035

.040

.030

.030

.025

.030

12 lbs.

15

lbs.

45°

.003

T

4.064

4.079

45

.001

.0017L

.0025L

.004

T

.011

.0045L

.003

L

46° 15'

.110

.1602

.1478

Service

Limit

.043 L

.016 L

.018

L

.013

L

.015

L

.0015L

.080

L

.009

L

.010 L

.007

L

.009 L

.007

L

.009

L

.006

L

.040 %

.045

.035 %

.035

%

.035 %

.035

8 lbs.

10

lbs.

4.069 +

4.084

30 Min.

.002

+

.007

L

.004 L

.016

.008

L

.005

L

Notes:

( ) f

necessary use .

005 oversize

rings

to maintain specified

limits in

cylinder bore to Service Limit.

(+) f

cylinder

is worn beyond these limits grind

to

• 015

in.

O. S.

40



Fig. Ref.

No. No.

28

28

28

28

28

28

29

29

29

29

29

27

27

28

28

28

28

28

29

27

27

27

29

46

47

48

49

50

51

52

53

54

55

56

T1

T2

T3

T4

T4

T5

T6

T7

PI

P2

P3

P4

TABLE

OF LIMITS

(Cont.)

Description

CRANKCASE COVER

Oil pump

gears

in housing . . •••

Oil

pump gear shafts in

cover • •.

Magneto

pilot in

cover

• •••••

Starter pilot in cover (C-125, C-145 &

0-300-A,

B,

C).

•

• • •

• •

Genrator pilot in cover. ••••••

Oil seal in tachometer drive

housing.

• • • •

Crankshaft gear on shaft (C-125, C-145 &

0-300-A, B, C). • . • • • . • • . • • •

Crankshaft gear on shaft (O-300-D, E) . •

GEAR

TEETH

BACKLASH

Crankshaft gear to camshaft gear

Magneto

drive gear to

camshaft

gear

Starter

gear

to crankshaft gear (C-125, C-145

0-300-A,

B & C)

Generator drive gear to camshaft gear

Oil

pump

gears

Part

TORQUE LIMITS

Size Location

Crankcase

flange

bolts

Connecting rod bolts

Generator

shaft

Dia:

Dia:

Dia:

Dia:

Dia:

Dia:

Dia:

Dia:

Nut

Nut

Nut

Nut

Nut

Nut

Nut

Bolt

1/4-28

3/8-24

5/16-24

3/8-24

7/16-20

7/16-20

3/8-24

1/4-28

Cylinder base studs

Cylinder base studs

Crankcase tie bolts and stud

Crankcase tie bolts

Gears to

crankshaft and

camshaft

SPRING PRESSURES

New Parts

Service

Limit

in.

Max.

.003

L

.0015L

.001 L

.0005L

.001 L

.001 T

.002

L

.000

Min.

.006

.012

.029

.010

.014

,006 L

.003 L

.005 L

.006

L

.005

L

.008

T

.0005T

.0025T

Max.

.009

.014

.043

.014

.022

.008 L

.0045L

Replacement

.013

.019

.050

++

.019

.025

Torque

(in. lbs.)

100 - 125

400 - 475

175 - 200

410 - 430

490 - 510

490 - 510

370 - 390

140 - 160

Compress Lbs.

Lbs. Used

Spring - Valve inner

Spring - Valve intermediate

Spring - Valve

outer

Spring

- Oil

pressure

relief valve

Part

No.

24031

24029

625958

631706

Wire Dia.

.091 In.

.111

In.

.148

In.

.041 In.

to

Min.

1. 075 In. 27

1. 137 In. 40

1.

168 In.

77

1.

56

In. 6. 06

Max. Min. Lbs.

30

44

83

6.31

24

37

74

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



42

; ; ; ; ; ; ; ; ;

PRESSURE OIL

DR INOIL

SE TION

A A

SE TION

B B

Figure 27. Lubricat ion Chart

Lateral

Section Front View.



4

;:;:;:;:;:;:; PRESSURE OIL

DRAIN OIL

Figure 28. Lubrication Chart, Longitudinal Sectional View

Schematically shown)

5

47

43



SECTION THROUGH OIL

PRESSURE RELIEF V LVE

SECTION THROUGH HIGH ND

LOW

PRESSURE 1 L SCREENS

44

~ ~ ~ t ~ f ~ ~ PRESSURE OIL

SC VENGER OIL

~ D R I N

OIL

Figure 29.

Lubrication

Chart, Accessory

Cover Section.

T



Section 4

INSTALLATION OPERATION

AND

MAINTENANCE INSTRUCTIONS

CARBURETOR - MARVEL-SCHEBLER

MA - 3SPA

Figure 30. Right Side View.

Figure

31. Left Side View.

CARBURETOR DATA

Engine Models . . . .

Continental

Part

No's .

Marvel-Schebler Part No's.

. C-125 .

.

40366.

10-2848.

.

C-145,

0-300-A, B, C, D, E

.628945

10-4439

1-5/8

enturi Size's

1-5/8 .

a. INSTALLATION.

The carburetor

should be mounted on the engine

with the

throttle arm on the right.

The

throttle lever

clamp screw

should

be

installed

with a torque value of

20-28

in. jIbs. ,

or

as

instructed

on Marvel-Schebler

drawing

No. 284-190.

The carburetor

is

provided

with

a

1/4-inch pipe tap

hole

for

the fuel

inlet line

connection. The fuel

system

should

be so

arranged

that the head of gasoline in the tank under extreme

climb

conditions does not

fall

below two (2)

inches,

The head required to flood the

carburetor

is

forty-two

(42) to fifty (50) inches and provisions should be made

not

to

exceed this pressure

head

when the airplane is

in the nose down or

steep

glide pOSition.

b. CONSTRUCTION.

The

carburetor

is

made

up of two major units

- a cast aluminum throttle body and bowl cover, and

a cast aluminum fuel bowl and air entrance.

c. OPERATION.

(1) Idle

System

(4,

Fig. 32.)

With the throttle fly slightly open

to permit

idling,

the

suction

or vacuum above the

throttle

on the

mani-

fold side is very high. Very little air

passes through

the venturi at this time, and hence with very low

suction on the

main

nozzle,

t

does not

discharge

fuel. The high suction beyond the

throttle,

however,

causes

the

idle

system

to function, as the primary

idle delivery

delivers

into the high suction zone above

the

throttle. Fuel from the

fuel bowl passes

through

the

metering

sleeve

fuel channel

and

power

jet,

and

into the main

nozzle

bore

where

t passes through

the

idle

supply opening in m:l.in

nozzle through the

idle

fuel orifice in idle tube where it is mixed with air

which is allowed to enter idle tube through the pri-

mary

idle air vent. The

resultant

rich emulsion of

fuel

and air passes

upward through the idle emulsion

channel where t is

finally

drawn

into the

throttle

barrel through the

primary

idle delivery opening,

subject to regulation

of the idle

adjusting needle,

where

a

small

amount of

air

paSSing the

throttle

fly

mixes with it,

forming

a

combustible

mixture

for

idling

the

engine.

The idle adjusting

needle

controls

45



46

CARBURETER

PUMP

DISCHARGE

CHECK VALVE

CARBL. 'ETER PU,"", DISCHARGE

H CK VALvE SPRING

CARBURETER PUMP DISCHARGE

K V T

CARBVRETER PUMP

DISCH RGt

H K A

A Y

ACCELERATING P

ACCELERATING P

FUEL INLET CONNECTION

ND STRAINER ASS Y

THROTTLE SH FT

THROTTLE STOP SCREw

MIXTURE CONTROL LE VER

THROTTLE STOP

ECONOMIZER HOLE

IDLE NEf.DLE SEAT

IDLE ADJUSTING NEEDL

IDLE EMULSION CHANNEL

FLOAT

VALVE

AND SE l

IR NT CH NN

L

MIXTURE METERING

VALVE .

BOWL DRAIN

IDLE TUBE

IDLE FUEL ORIFICE

MIXT

RE

MET[RING

SLEEvE

THROTTLE FLY

CRUISING POSITION

Figure 32. Cutaway Views of MA 3PA Carburetor.

.

M XIM

M

PUMP INLET SCREEN

PUMP INLET SCREEN HOUSING

PUMP

INL

T CH

CK V

V

PUMP FOLLOW-UP P I

PUMP VENT

CHANNELS

ACCE . P

' '

I H R T

FUEL BOWL

ATMOSPHERIC BOWL VENT

THROTTLE FLY

PRIMARY IDLE DELIVERY

SECONDARY IDLE DELIVERY

SECONDARY

IDLE

AIR VENT

TERTIARY OLE DELIVERY

TERT

RY

OLE AIR

VENT

THROTT E BARREL

MIXING CH MBER

AIR VENT SCREEN

M IN VE.NTURI

NOZZLE BORE

NOZZLE

OUTLET

PRIMARY VENTURI

NOZZLE

NOZZLE AIR VENT

NOZZLE WELL

NOZZLE

BLEED

HOLES

IDLE SUPPLY OPENINC

P WER JET

FUEL CnANNEL



the quantity of rich emulsion supplied

to

the throttle

barrel, and therefore controls the quality of the

idle

mixture.

Turning the needle counterclockwise

away from

its

seat richens the idle mixture in the

engine, and turning the needle clockwise towards its

seat leans the idle mixture. •

On idle, some air is drawn from the throttle

barrel below the throttle fly through the

secondary

and tertiary

idle delivery openings which

can

be con-

sidered

the

secondary

and

tertiary

idle

air

vents

with the throttle in the slow idle position. The

air

blends

with the idling mixture being

delivered

to the

engine,

subject

to

regulation

of the idle adjusting

needle. The secondary and tertiary idle deliveries

begin

to

deliver idling mixture to the engine as the

throttle is opened,

coming

into play progressively and

blending with the

primary

idle delivery to prevent

the

mixture

from becoming too lean as the throttle

is opened and before the main nozzle starts to feed.

(2)

Metering

(4, Fig. 32.)

All

fuel delivery on idle, and

also

at

steady pro-

peller

speeds up to

approximately

1000 R.P.M.,

is

from

the idle

system.

At

approximately

1000

R.P.M

the suction

from the

increasing

amount of

air

now

passing

through

primary

and

secondary venturi

causes the main

nozzle

to

start

delivering, and the

idle system delivery diminishes due

to lowered

suction on the

idle

delivery openings

as

the throttle

fly is opened for

increasing propeller

speeds, until

at approximately 1400 R.P.M. the idle delivery is

practically

nil, and most of the fuel delivery from

that

point on to the

highest

speed is from the main

nozzle.

However, the fuel feed

at

any full throttle

operation is

entirely from

the

main

nozzle. The idle

system

and the main nozzle are connected with

each

other

by the idle supply opening. The amount of fuel

delivered from either

the idle

system or main

nozzle

is dependent on

whether the suction is greater

on the

idle

system

or main nozzle,

the suction being

govern-

ed

by

throttle

valve

position

and

engine load. The

main

nozzle

feeds at

any

speed if the throttle is open

sufficiently to place the engine under load, which

drops the manifold suction. Under

such

conditions of

low manifold suction at the throttle fly, the main

nozzle- feeds in

preference

to the idle system because

the

suction is

multiplied

on the main nozzle by the

restriction

of the venturi.

For fuel economy in cruiSing, a back suction

econimizer

system is provided

as

shown in (3, Fig.

32.)

With the

throttle

fly in

cruising

position suction is

applied to the fuel bowl through economizer hole and

back

suction

economizer channel and

jet.

The

section

thus

applied

in the fuel bowl works

against

the nozzle

suction applied by the venturi and

therefore dimin-

ishes

the

fuel

flow,

thus

giving a

leaner mixture

for

cruising

economy.

(3) Main Nozzle (4,

Fig.

32.)

The main

nozzle is

supplied with fuel which

passes from the fuel bowl through the metering

sleeve,

fuel channel and power jet. The fuel then

passes upward

through the nozzle bore

where

t is

mixed

with air drawn from the nozzle air vent

channels

and

nozzle bleed holes and

is

then discharg-

ed from

the

nozzle

outletas an

air

and fuel emulSion,

into the

mixing

chamber.

Air

passing

through

the

nozzle

air

vent channels

sweeps

fuel from

the

nozzle

well

and

nozzle

bore under very low

suction and

therefore satisfies any

sudden

demand

for nozzle

fuel

delivery

when the

throttle

is opened from idle

positions.

(4) Accelerating Pump (1 and 2,

Figure

32. )

The

accelerating

pump discharges fuel only when

the throttle fly is moved towards

the

open position,

and

provides

additional fuel to keep in

step

with the

sudden inrush of

air

into the manifold when

throttle

is

opened. By

means

of an

accelerating

pump

lever

connected to

the

throttle shaft,

the

accelerating

pump

plunger

is moved downward when the throttle is

opened,

thus

forcing fuel past the carburetor pump

discharge

check

valve into the Accelerating Pump

Discharge Tube which delivers

accelerating

fuel

through the

Primary

Venturi into the Mixing Chamber

of the carburetor. Upon closing the throttle, the

accelerating

pump plunger moves upward, thus refill-

ing the

accelerating

pump chamber by drawing fuel

from

the fuel bowl through

the

pump inlet

screen

and pump inlet check valve.

As

a

precaution

to prevent fuel

from

being

drawn

into the Mixing

Chamber

when

the accelerating

pump is

inoperative

(any constant throttle position),

carburetor pump discharge check valve assembly

assembly

mounted in

the

carburetor

is

provided with

carburetor pump discharge check valve loaded by

carburetor pump discharge check valve

spring.

(5) Accelerating Pump

Adjustment

(5, Fig. 32.)

The Accelerating

Pump Lever

has

three

holes

into which the upper end of Accelerating Pump

Link

may

be

fastened.

The

outer

hole,

No.3,

which

is

approximately

midway between

upper

and lower

holes,

gives longest

stroke

or

maximum accelerating fuel.

The lower hole,

No.1, gives

the

shortest

stroke,

or

minimum

accelerating

fuel, and the upper hole, No.2,

provides a medium supply of accelerating fuel. The

normal pOSition of accelerating pump

is

in No.2 hole,

the medium setting;

however,

for extremely hot

weather

or high test

fuels,

No.1 hole may be

neces-

sary

to

prevent heaviness

or

slowness

on

accelera-

tion.

No.3

hole may be

required

in extremely cold

weather.

(6) Mixture

Control

(1 and 4, Fig.

32.)

The mixture control

consists

of mixture

control

lever

to which is

attached the

mixture metering

valve

assembly.

The

mixture metering

valve

as-

sembly

is provided

at its

lower end with

mixture

metering valve which

rotates in

stationary mixture

metering sleeve. Mixture

metering sleeve is pro-

vided with a

transverse slot through

which the fuel

enters

and

fuel metering

is

accomplished by

the

-relative position

between one edge of the longitudinal

slot in the hollow mixture metering valve and one

edge of

the

slot

in the mixture

metering sleeve.

When

mixture control

lever

is

toward

the

letter R

on casting, a full

rich mixture

is provided for take-

off. To make the mixture

leaner

for altitude com-

pensation

move the

mixture

control lever away

from

the

letter

R on casting toward the letter

L

on

casting.

With the m:xture control

lever

in the full

lean

position (with mixture control

lever at extreme

position toward

letter L

on

casting)

no fuel is

allowed to enter the nozzle

and idle

system, thus

providing what is known as idle shut-off

to

prevent

accidents when working around a hot engine.

This

shut-off s accomplished by the fact that the lon-

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

mixture control

lever

to the full lean position and

allow the engine to stop from lack of fuel

before

shutting off ignition, thus

assuring

that the

cylinders

are dry of fuel.

(7) Use of Mixture Control.

When adjusting

mixture

control, move control in

and out

slowly with the throttle at Cruising or Full Open

Position

until the highest R.P. M.

is

attained. The carburetor

mixture will then be correctly adjusted for all throttle

positions

and

loads

at

that particular altitude.

Always have mixture control in the full rich

pOSition when coming in for a landing,

so

that

i

full power is

required

in

an

emergency near

the

ground

the

engine will

operate

satisfac-

torily

and

will

not

over-heat

because of too

lean a mixture.

(8) Adjustment of

Carburetor.

H after

checking all

other points on engine, it is

found

necessary

to

readjust the carburetor,

proceed

as follows:

With engine thoroughly warmed up, set Throttle

Stop Screw so that engine idles

at

approximately

550

R.P.M. Turn

Idle Adjusting Needle out slowly

until engine rolls from richness, then turn

needle

in slowly until engine - lags, or runs

irregularly

from leanness. This step

will give

an idea

of

the

adjustment

range and of how the engine operates un-

der these extreme idle

mixtures. From

the lean

setting, turn

needle out slowly to

the richest mixture

that

will

not cause

the engine to

roll or run

un-

evenly. This

adjustment will in most

cases

give a

slower

idle

speed

than

a slightly leaner adjustment,

with the same Throttle Stop Screw setting, but will

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

Stop Screw to the desired point. ';I'he Idle Adjusting

Needle should be

from

3/4 to 1

turn

from its seal to

give a satisfactory idle mixture.

48

Care

should be taken not to damage the idle

needle seat

by

turning the idle adjusting

needle too tightly against seat, as damage to

this

seat will make a

satisfactory

idle

ad -

justment very difficult.

(9)

Float

Height (3, Fig.

32.)

The float height is set at the factory, and can be

checked by removing the

throttle

body and bowl

cover

and float

assembly

and

turning

upside down. Proper

setting

of the two floats should

measure 7/32 from

bowl cover

gasket

to

closest surface

of

each

float.

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

position, turn the engine

over

two or three times

be -

fore

ignition is

turned

on. This will

draw

a finely

emulsified mixture of air and fuel through the

mani-

fold into the combustion chamber, then if the ignition

is turned on, the engine should

start

on the next

turn

over and with the

throttle stop 3/32 from

the

throttle stop screw

there should be sufficient

throttle

opening

to keep

the engine

running.

The carburetor

is calibrated

to give the

richest mixture at this

throttle opening, and therefore, a cold engine

will

run the smoothest with the throttle in this

position.

For this reason the engine should be allowed

to

warm up for

several

minutes before opening the

throttle further.

(11) Starting - Hot Engine.

To start a warm or hot engine, put mixture con-

trol

in fuil

rich

pOSition and pull the throttle

stop

back

against

the

throttle stop

screw.

the ignition

has just

been

shut

off,

turn

on the ignition and the

engine should

start

on the first

turn,

but if the engine

has

been

shut

off for

several

minutes,

i t

may be

necessary

to

turn the engine over once or twice be-

fore

turning

on the ignition. A

warm

or hot engine

should

start

and continue with the throttle in the

idling position.

Do not open and close throttle in starting as

this is likely to

deposit

raw

gasoline

in the

carburetor air

box and

constitute

a definite

fire

hazard. Do. not

prime

a hot engine.



Section 5

FOR BENDIX S LN 2 MAGNETOS

USER OPERATING INSTRUCTIONS

DESCRIPTION

The

Bendix S4

and

S6 series magnetos are desIgned for

use

on four and

six cylinder aircraft engines.

The

two pole rotating magnet is mounted in the

housing on two

annular ball bearings.

On the

rear

extension of the

magnet

shaft is the breaker cam.

The contact and cam follower assembly,

incor-

porating a lubricating

felt

attached

to

the cam fol-

lower, is

secured to the housing with two

screws.

The

coil

is secured with two

clamps,

two

screws

and

lock washers. The primary lead from the coil is

secured directly

to the adjustable contact

assembly.

The

secondary lead is grounded to the housing. The

two sections of the magneto are held together with

five

screws.

INSTALLA TION

Before installing

on

the engine, make sure that the

magneto has been properly checked and inspected.

Remove

the timing inspection plug

and

breaker cover.

Look

into the inspection hole

and turn

the magneto until

the white

tooth of

the distributor gear lines

up

with the

timing

mark

or pointer. f

the

magneto incorporates an

impulse coupling, it will be necessary to depress the pawl in

order to

rotate

the magneto in the normal direction. At the

instant the marks line up, the points should be just starting

to

open. Use a Bendix

11-851

Timing Light

or

equivalent

to

check this.

f

necessary, adjust the breaker assembly as

described

under INSPECTION AND MAINTENANCE.

NOTE

The special breaker grounding

spring

used on

these magnetos

short-circuits

the primary at

all

times

when the ground terminal is not

in -

stalled. To prevent this

from interfering

with

the action of the

timing

light, an insulating

strip

of heavy

paper

should be placed between

the breaker

grounding

spring

and the

magneto

housing.

After checking the magneto,

turn

the engine

to

the full

advance

No.1

cylinder firing position on the compression

stroke

as instructed in the engine

handbook.

Set the

magneto

at

the position where the timing marks seen

through

the inspection hole line up as previously outlined.

Install the magneto on the engine. Connect Bendix I I -85 I

timing light,

or

equivalent, across the breaker points

of

the

magneto

and

rotate the magneto

through

the angle

provided by the elongated slots in the

mounting

flange until

the timing light indicates

that the

points are

just

opening

on

the No. I cylinder. Secure the magneto in this position

and

recheck the adjustment.

W RNING I

Do not fail

to

remove the

paper

strip from

the magneto after the timing is finished. f

the paper strip were inadvertently left in the

magneto, the effectiveness of the grounding

spring would be lost.

Connect the ground wire to the ground terminal

connection on

the breaker

housing. Some

installa-

tions

have the ground

terminal

connection located on

the bottom of

the

housing. On

some engines this

location results

in an

interference against an

engine

accessory,

preventing insertion of the ground terminal

insulating

sleeve.

To facilitate

insertion

of the

sleeve on these installations, a special split sleeve is

used,

which

can

easily

be

inserted

by

pushing

each

of

its

two parts into position separately.

The high tension terminals

are

supplied in

kit

form, separate

from

the magneto. The cables are

attached in the following manner. The high tension

outlet

marked

1 is

to be connected to the

No.1

cylinder. The

sparks

are

delivered

to

the

various

outlets in the

same rotation

as that of

the

magneto,

i.e., to the

right

for a clockwise magneto; left for

anticlockwise.

INSPECTION AND MAINTENANCE

The ball bearings of the magneto

are

packed in

grease and

require

no lubrication except when the

magneto

is disassembled for

overhaul.

At

routine

inspection

intervals,

remove

the

breaker

cover

and inspect the breaker. Turn the engine

until

the timing

marks line

up correctly. (See

Instal-

lation ). With the

marks

lined up, the r e ~ e r

should be just

starting to

open.

f

the points do not

open at

this

pOSition,

loosen

the

screw

in the slotted

hole of the

breaker assembly

and shift

the breaker

slightly so

that the points

just

break contact when

the

marks

line up.

f the breaker

pOints are oily, they

can

be cleaned

with a little

clear gasoline.

Avoid getting the gaso-

line on the breaker as

the

cam is

impregnated

with

lubricant,

which would be washed away by the

gasoline.

f

the

breaker points are

burned

or

worn

ex -

cessively,

do not

try

to

redress

the

contact

surfaces.

Install

a complete

new

breaker assembly if they are

found to be in an unsatisfactory condition.

W RNING I

Do not under any circumstances remove the

five

screws

which hold the two sections of

the

magneto

together, while the magneto is on

the

engine.

To do

so

would disengage

the

dis-

tributor gears, causing the

distributor

timing

to

be

lost

and necessitate complete re -

moval

and

retiming

of the magneto.

49



Section

6

HYDR ULIC T PPETS

SERVICE INSTRUCTIONS

TIDNGS

TO

BE REMEMBERED

IN

HANDLING:

1. Plungers not interchangeable:

The plunger in the hydraulic unit is not

inter-

changeable in the cylinder

as tests are made after

assembly

for the ratA of leak-down, which

deter-

mines the quality of the unit

rather

than

diametric

clearances.

2. Plunger spring must be snapped in counterbore:

Any

time

the plunger is removed

from

the bore

and replaced, the plunger

spring

should be snapped

into the counterbore of the

hydraulic

cylinder.

This

can

readily

be done by a

slight twisting

motion in the

direction

to

wind up the coil of the spring.

3. No

grinding or

machining to be done on unit:

t is not advisable to do any kind of

grinding

or

machining on the hydraulic

units.

n

cases

where

valves have been reseated to a depth which would

re-

quire

increasing

their mechanical clearance, the

valve

stems

should be ground off to

provide

this

clearance.

4. Shellac or gasket cement not to be

used:

No

shellac or

gasket cement of any kind should be

used at

any point where i t will be possible for i t to

get

into the hydraulic

tappets, as this

will

cause

the

check-ball to be glued to the

seat

and prevent

operation.

ESSENTIALS OF OPERATION:

1.

Body free in guide:

The

tappet body, itself, must be a free fit in

the

guide.

A proper test for

this

is to insure that

the

tappet will drop of

its

own weight in the guide.

2. Check-ball must not leak:

The check-ball

must

not leak

more

than about one

drop

per second when filled with

kerosene,

and the

plunger

loaded with

50

lbs.

pressure.

3.

Check-ball travel must

not be too

great.

The check-ball should not have more

than

.014

travel. This is provided for in manufacturing and it

would be very seldom the travel would exceed this

amount.

4. Plunger must be free in bore:

The

plunger must

be

a

free

fit

in

the hydraulic

cylinder

and,

at the same time, the leakdown

rate

must be right. The production

limit

is

1/4

travel

with 50 lbs. load in not less than four seconds when

unit is

filled

with kerosene.

Fixtures are available

for

service

inspection

which

compare

a unit to be

tested

with a

master

unit.

As

there are a

number of these fixtures,

the method

of

testing

is not given

here, therefore reference

should

be made to the

instructions provided

with

each

fixture.

5.

Tappets

must have

proper

mechanical clearance:

50

The

mechanical clearance

should be checked

each

time installation

is

made.

This check should be

made

without

oil

in the unit.

6. Proper oil supply

must

be maintained:

Oil

must

be

supplied

to the hydraulic tappets with

at least

three or four pounds of

pressure at

idle and

twenty pounds of

pressure at

high speeds; and the

maximum oil

pressure

should not exceed fifty-five

pounds

for

any

great period

of time,

as

excessive oil

pressure can cause the entire hydraulic unit to pump

up and down in the body, preventing compensation,

resulting in noise.

HANDLING:

The usual handling will be: Removal for valve

grind

or some other repair or replacement, in which

case it is only

necessary

to wash-up the hydraulic

tappets, removing the plunger from the hydraulic cy -

linders

one

at

a

time

to prevent interchanging,

washing them thoroughly in

clean

gasoline,

kerosene,

or any cleaning solution used for

other

parts and

re-

placing

them

in

the

engine without any

attempt

being

made to fill them with oil before assembly. After

assembly, check clearance

using a

screwdriver

to

pry the plunger down. With valve in closed pOSition,

measure

the

clearance

between the end of the

plunger

and the valve

stem.

Running the engine, the l l l lts

should

quiet themselves

usually within

forty-five

minutes

in a

horizontal

engine. The

time

required

for

any given unit

to quiet

is not indicative of the

quality but

means

only

that

the

particular

unit has a

larger

amount

of air

to

dispose of.

The engine should be

run

at the lowest speed which

produces maximum oil

pressure,

until

all

tappets

have

become quiet.

t often happens that when a hydraulic unit is

operated in

an engine for a

considerable

length of

time, carbon may

form

on the

inside

of the cylinder

above

travel

of

the

plunger

during normal operation.

f

this takes place, the plunger will appear to be stuck

in the cylinder. The following is

the

condition which

actually occurs in this case:

Removal of the valve stem from the top of the

plunger allows

the plunger

to

mov

upwards

and

the

hydraulic unit completely fills with oil. The carbon

which

has

formed on the

inside

of the cylinder above

the shoulder on the plunger

makes

removal of

the

plunger very

difficult and,

since the unit has

filled

with oil, the

plunger

cannot be

forced

down because

the oil

is

trapped by

the check-ball.

This gives the

impreSSion of a

stuck unit

and, in order to

free

the

plunger, the following

can

be applied:

Press

the plunger all the way down while holding

the check

valve off

its seat

with a

matchstick or

other blunt instrument. This will allow the oil to



escape and

permit

the

unit

to be checked with

the

leak-down

tester.

In

most cases

the carbon which

has

formed above the plunger

can

usually be

broken

by

twisting

the plunger and pulling

outwards at

the

same time.

In case the

carbon

buildup

is

quite

great

and

cannot be removed easily, it is advisable to

place the unit in a

solution

which will dissolve the

carbon ring. Once the

plunger

has been removed any

carbon remaining on

the

cylinder should be

cleaned

off with a

rough

rag.

The

cylinder

and

the plunger

should then

be washed thoroughly before reas-

sembling.

In

replacing

the plunger into the cylinder, give it

a twist, while it is fully depressed; this will cause

the end of the

spring

to snap into

its

seat.

TYPES OF FAILURE:

With

respect

to failure of

hydraulic

tappets, there

are four

general classifications:

1.

Where

very

slight

single

or

multiple

noise

is

heard.

2.

Where

a Single loud noise will be heard.

3.

Where there is general

noise in the

entire set.

4.

Intermittent or general

noise

in any

particular

section

of the engine.

1. Slight Noise:

In the case of item 1, there is a variety of

things

other than the

hydraulic

tappet which can cause the

trouble;

such as, excessive

clearance between the

v lve

stem

and the guide,

eccentricity

of the valve

seat or anything which can cause the v lve to contact

the seat in closing

at

a point

materially

above the

point

where

the valve

sets

on

the seat.

In

cases

where

this

type of noise is made by the

unit itself,

it is due either to a leaky check

v lve

or

a plunger having too much

clearance

in the

bore.

2.

Loud

Noise:

With

reference

to

item

2

where single

loud

noise

is

heard in

the valve

gear:

t

is

generally

found

that

for

some reason a hydraulic

plunger has

become

sticky or tight in the bore to such an extent that the

plunger

spring

will not move the plunger in the bore.

This

results

in the plunger being forced all the way

down so that the bottom of the plunger contacts the

ball cage and the

tappet clearance

is approximately

1/16 .

The particular

tappet causing

the trOuble can be

located in

the following

manner:

By using

some

kind

of listening rod and

comparing

the

noise

in

each

cy -

linder,

i t

can

readily

be

determined

which cylinder

the noisy

tappet

is in.

Very

often by

listening direct-

ly

over the

exhaust or the

intake,

the individual

tap-

pet can be determined before disassembly.

In any

case, removal

of these two

tappets

and examination

will

disclose which one

has

been

sticking.

t will be found that the seating of the v lve where

a hydraulic

unit

is stuck produces a very perceptible

shock to the valve spring at the instant of seating.

This

can readily

be

determined

by

either

touch or

sound. One readily accessible method is to push

the

end of a hammer handle

against

the valve

spring

keeper. f

the tappet is noisy, a decided

shock

will

be

felt

at the instant of clOSing. Whereas when

the

tappet

is

working properly there will be

almost

no

shock felt. Once this comparison is made, there will

be no question about its finality thereafter.

f

it is found that one unit has a tendency to stick

due to oil varnish, it is very likely

that all

units may

need immediate attention to

prevent

a

recurrence

of

sticking.

3.

General

Noise:

In

cases

of

general

noise in the

entire set

(item

3), it is a definite indication that

insufficient oil

is

being

delivered

to

the

hydraulic

units.

As a

general

rule,

in

cases

where engines

run out

of oil the hy-

draulic units will provide a warning before serious

damage

is

done as

air

will periodically be

taken

into

the intake side of the pump as

soon

as

the level is

very low. ThiS, however, is not recommended

as

a

means for determining when oil

is

needed in the

engine. In any

case

where general noise is observed,

it is advisable to determine oil pressures

at

the hy-

draulic

tappets.

4.

Intermittent

or General Noise:

In the case of item 4, the

general or

intermittent

noise

in any particular section of the engine is

usually an

indication

that air separation

is inadequate

at this

point. This type of

noise

will usually

occur

when

the

engine

is

brought

down

to

idle

from

high

speed, or

possibly

in some cases on starting. This is

usually

a question of design and not often encountered

in the

field.

However, there have been some examples of

individual engines where some air-leak occurred on

the intake side of the oil pump, providing excessive

aeration, so that the air separation provided in the

job may be adequate -

either

for all or

part

of the

engine. In any case, i f this trouble should be found,

the

inlet

side of the pump should first be examined

for

air leaks

- particularly

as

excessive

aeration is

apt

to cause trouble in bearings

or

other

parts

of the

engine.

f

no

air leak

is found, any

arrangement

which will

increase

the capacity for air

separation

may

remedy

the trouble.

In some cases it

has been

found that

the

valves

were

definitely

being held open, causing defective

performance; but this has been found to be

something

other than the hydraulic tappets themselves -

gen-

erally

a camshaft with sufficient runout on the base

circle of the cams to

crack

the valves off the seat

when they should be closed. The maximum allowable

runout

on the base circle of a cam used with hy-

draulic

tappets is .002 total indicator reading.

t

is not

likely

that

many

cases

of this condition would be

found.

5. To Summarize:

Noisy

operation

of hydraulic

tappets is

likely to

result from

inadequate oil supply,

dirt,

or air in

the

oil,

etc.,

as

outlined above and

usually is

not

caused by

any

structural

failure

of the

hydraulic

unit

itself.

Remember

that

no adjustment is necessary

or

possible on hydraulic tappets and

that

they are

de-

signed as a sturdy part of the engine to give long and

trouble-free service

- provided they

are

correctly

handled and provided they

are supplied

with

clean

oil

at the correct pressure. Therefore, i t

is

ad -

visable to

leave

them

alone

unless noisy operation

is

due to one of the causes mentioned

above.

51



Section

17

DELCO REMY STARTER

SERVICE

INSTRUCTIONS

DELCO-REMY NO.

1109656

AIRCRAFT

12-VOLT STARTER

CONTINENTAL NO. 50309

Figure

33.

Starter.

(a) General.

The

starting motors used

on the A100, C115 and

C125 engines

are

designed to give

maximum cranking

performance

with minimum weight.

The

Delco-Remy

Model 1109656

is

a

special

12-

volt, 4 field unit with manual operation

overrunning

clutch

type drive. The armature is supported by oil-

less bushings in both the

drive

end and the commu-

tator

end. An

oil

seal in the

drive

end

protects the

cranking

motor from oil

in the flywheel housing. The

driye

pinion

is

manually engaged with the flywheel

ring

gear

by the

shift lever movement

when the

cranking motor

switch

is closed

and the

cranking

motor armature

begins to

rotate.

When the engine

starts,

the

overrunning

action of the clutch protects

the drive pinion until the shift lever can be released

to disengage the pinion from the flywheel.

Cranking motor specifications

are:

Clockwise rotation viewing drive end. (Clutch

rotation)

Brush spring tension - 24-28 ounces.

No load - 1200

r.p.m,

at 65 amperes at 11.35

volts.

Lock torque - 60 lbs. ft. at 450

amperes at

3.9

volts,

(b)

Installation.

With the pinion pivot well oiled, remove clutch

and gear assembly from starter adapter housing and

insert over pinion pivot.

Place

the .006 inch thick

gasket

over the

three

5/16 studs being

careful

that

the top end of

gasket is kept

in

place. Assemble

starter

and

adapter

over 3/16

studs

and clutch

gear,

52

making sure the

leather washer

between clutch gear

shaft

and

adapter

housing is in place.

(c)

Assemble

the two

5/16

x

3-3/8 drilled

head bolts

with plain washers thru the

crankcase

and crankcase

cover

into the starter. Tighten nuts and bolts evenly,

secure

nuts with palnuts and

bolts

with

safety wire.

(d) Adjustment of Starter Shift Lever.

t

is very important that the cable or wire

control

return

spring

should have sufficient tension to bring

lever to fully

released

position when

control

is re-

leased.

I t is also

necessary

that

there

be 1/16 inch

minimum clearance between clutch shaft end and

starter

shift lever

when

control is released. There

is 9/16 in. of

travel

at the starter gear pinion. It

is

very important

that the

starter lever compresses

the

starter pinion

gear

7/16 in. of

its travel before

con-

tacting

the starter switch, the

remaining 1/8

in. of

travel

will

be used

in making the

electric contact of

the starter switch.

(e)

t

is important that No. 2 wire be used between

starter motor and battery to avoid any

excessive

TYPICAL WIRING DIAGRAM

REGULATOR

' : ' (FIELD SWITCH

TO

BE COINCIDENTAL

WITH MAINLINE

SW)

CRANKING

MOTOR

,.,

V

BATTERY

i

z

WIRE SIZES SHOWN ARE MINIMUM AND SHOULD

BE

USED

- -

ONLY WHERE

ARE

Figure 34. Typical Wiring

Diagram.



voltage

drop.

(f) Cranking Motor Maintenance

Cranking

motor

maintenance may be divided into

two

sections

- the normal maintenance required to

assure continued

operation

of the cranking

motor

and

the checking and repair of an inoperative unit.

(1)

Normal

Maintenance

Lubrication - Oilless bushings are

used in

this

motor

and

require no

lubrication

Inspection - The

cover

band should be

removed

and the

commutator

and brushes

inspected

at reg-

ular intervals.

f

the commutator is dirty,

it

may be

cleaned with No. 00

sandpaper. Blowout dust. Never

use emery

cloth to

clean commutator.

f the com-

mutator is rough, out of round, or has high mica, i t

should be turned down

in

a

lathe.

The mica

should

be

undercut to a depth of

1/32

of an inch. Worn

brushes

should be replaced. f brushes wear

rapidly,

check

for excessive brush spring tension and

roughness or

high

mica

on the commutator.

Cranking Motor Disassembly

At regular intervals, the actual time depending on

the type of operation, the cranking motor should be

disassembled for a thorough cleaning and inspection

of

all

parts. Never

clean

the armature

or

fields in

any

degreasing

tank,

or

with

grease dissolving

materials,

since these may

damage the

insulation.

Never wash bearings

in

gasoline or other

solvent

since this

would remove the grease and ruin the

bearings.

The commutator should be

trued

in a lathe

i f

necessary.

Replace all parts showing excessive

wear. All

wiring and

connections should be checked.

Rosin flux should be used in making soldered con-

nections. Acid flux must never be used on electrical

connections. Submit reassembled uni t to NO- LOAD

and LOCK

tests.

(2) Checking of Improperly Operating Cranking

Motor

The shift lever

on

the

cranking motor, whether

operated by a cable or wire

control,

should have a

return spring

with

sufficient tension to bring the

lever

to the fully released position when .the control is

re-

leased. This

action

should be checked occasionally

to make sure that the spring is

returning

the

lever

to

its fully released position.

In this position, there should be 1/16 inch clear-

ance between the lower end of the shift

lever

and the

button on the back of the overrunning clutch drive

(See Fig. 33.)

f

the cranking

motor

does not develop

rated torque

and

cranks

the

engine slowly

or

not all,

check

the

battery, battery terminals and connections, and

battery cables. Corroded, frayed, or broken cables

should be

replaced and

loose

or

dirty connections

corrected.

The

cranking

motor switch should be

checked

for burned contacts and

the

switch contacts

cleaned

or

replaced i f necessary.

f all these are

in

order,

remove

the cover band

of the

cranking

motor and

inspect

the brushes and

commutator.

The brushes should

form

good

contact

with the correct brush spring tension. A dirty com-

mutator can be

cleaned

with a

strip

of No. 00 sand-

paper held against the commutator with a stick while

the cranking motor is operated. NEVER OPERATE

MORE THAN 30 SECONDS AT A TIME TO AVOID

OVERHEATING,

AND

NEVER

USE

EMERY CLOTH

TO CLEAN COMMUTATOR. f the commutator is

very

dirty or burned, or

has

high mica, remove the

armature

from

the cranking

motor

and take a cut off

the

commutator

in a

lathe.

The mica should

be under

cut to a depth of 1/32 inch. f there

are

burned

bars

on

the

commutator,

i t

may indicate

open circuited

armature

coils

which will prevent proper cranking.

Inspect the soldered connections at the commutator

riser bars.

An open armature

will

show excessive

arcing at the commutator bar which is open, on the

no-load test.

Tight

or

dirty bearings

will

reduce

armature

speed or prevent the armature

from

turning. A bent

shaft, or loose field pole

screws,

will allow the

armature

to drag on the pole

shoes,

causing slow

speed or

failure

of the armature to revolve. Check

for

these

conditions.

f

the brushes, brush spring

tension

and com-

mutator appear in good condition, and the battery and

external

circuit found

satisfactory, and

the cranking

motor still does not

operate

correctly, it will be

necessary to remove the

cranking motor

for no-load

and torque checks.

No-Load

Test

Connect the

cranking

motor in

series

with a

battery

of sufficient voltage, a heavy

variable re-

sistance

and

an

ammeter

capable of

reading

several

hundred amperes.

f

an r .p.m.

indicator is

available,

read the armature r

.p.m.

in addition to the current

draw. Be sure to adjust the resistance to obtain the

proper voltage.

Torque Test

t is advisable to use in the circuit a high current

carrying variable resistance so that the specified

voltage at the motor can be obtained. A small

variation

of

the voltage will produce a marked

difference in the torque developed.

Interpreting

results of NO-LOAD and TORQUE

TESTS.

1.

Rated torque, current draw and no-load speed

indicates

normal

condition of cranking motor.

2. Low

free

speed and

high

current

draw

with low

developed torque may result from:

a. Tight

or

dirty bearings, bent armature shaft

or loose field pole screws which allow the

armature

to drag.

b. Shorted

armature.

Check

armature

further

on growler.

c.

A grounded armature or field. Check by

raising the grounded

brushes

and insulating

them from the

commutator

with cardboard

and then checking with a test

lamp

between

the

insulated

terminal and the

frame.

f

test

lamp

lights,

raise

other brushes from

the

commutator

and check field and com-

mutator separately to determine whether it

is

the

fields

or armature

that

is

grounded

3. Failure to operate with high current draw:

a.

A

direct

ground

in

the switch, terminal

or

fields.

b.

Frozen shaft

bearings which prevent the

armature

from

turning.

4. Failure to operate with

no

current draw:

a. Open field

circuit.

Inspect

internal

con-

nections

and trace

circuit with a test

lamp.

b. Open armature

coils. Inspect

the com-

mutator

for

badly

burned bars.

Running

free

speed, an

open

armature

will show

e ~ e s -

sive arcing at the

commutator bar

whlch IS

53



open.

c. Broken or weakened

brush

springs,

worn

brushes, high

mica

on the commutator,

or

other causes which would

prevent

good con-

tact

between the brushes and

commutator.

Any of these conditions will

cause burned

commutator bars.

5. Low no-load speed, with low torque and low

current draw

indicates:

a.

An

open field winding. Raise and insulate

ungrounded

brushes

from commutator and

check

fields

with test lamp.

b . High

internal resistance

due to poor con-

nections, defective

leads,

dirty

commutator

and

causes listed

under 4c above

6. High

free

speed with low developed torque and

high

current

draw indicates

shorted

fields. There is

no

easy

way to detect

shorted

fields, since the field

resistance is already low.

f

shorted fields are

suspected, replace

the

fields

and check

for

im -

provement in

performance.

Section

8

DELCO REMY GENERATOR

DELCO REMY

NO 11 1876

CONTINENTAL NO

4 435

SERVICE

INSTRUCTIONS

Figure 35. Generator.

(a) General.

The

generator

used on the A100, Cll5 and C125

Continental Engine

is

of the

direct drive

12 volt

shunt wound type, and is so designed as to give

maximum performance with minimum weight.

The

Delco-Remy

Model 1101876 Generator is a

special aircraft type, 12-volt, 12

ampere

unit. The

armature is supported at

both the

drive

end

and

com-

mutator end by

sealed ball

bearings which require no

lubrication.

The

drive

end has windows

and

the

cover

band is provided with a fitting for connection with a

blast

tube. The

blast

tube

must

be connected to a

source

which will maintain a minimum of 1.5 inches

of water pressure differential across the

generator.

This will assure an adequate flow of

air

through the

generator

and

proper generator

ventilation.

54

Specifications are

as

follows:

Clockwise rotation viewing

drive

end.

Cold output 13

amperes at

15.0

volts

at 3650

r.p.m.

(Maximum output controlled by current

regulator)

Field

current at

12

volts

- 1 .62-1.69

amperes

Brush

spring tension 25 ounces.

(b)

Installation

Generators

are

received from Delco-Remy less

oil-seal, hub coupling rubber drive disc, and dr:i.-ve

gear.

To prepare for

assembly

to engine,

assemble

the following

parts.

(1)

Drive oil

seal

in place

(lip

facing engine), make

sure Woodruff key is in

place.

(2) Drive

genera to r

hub coupl ing to

where i

bottoms on shoulder of

generator

shaft. While

driv-

ing hub on, check to

see that

key

stays

in place.

(3)

Assemble

rubber disc

with groove

side

up.

(4)

Assemble generator drive gear on shaft, fitting

lug on

gear

into

rubber groove.

(5)

Insert

special 5/16

washer over

generator shaft

screw

on 5/16 shear nut and secure with 1/16 x 3/4

cotter

pin.

(6)

When

generator drive

gear is in place trim of

excess

rubber

from drive

disc.

NOTE

Generator and Tachometer

drive

housing

both use the

same gasket.

t is

recommended

tachometer

housing be

assembled

last and re-

moved first, when

removing generator.

(7)

Assemble

generator

to crankcase housing, with

the generator

terminals

facing toward 2-4 cylinde

side of motor

(9

o'clock position).

(8) Place 5/16 plain

washers over

the

three studs

tighten the three nuts and secure with palnuts.

(c)

Generator

Maintenance.

Generator maintenance may be divided into two

sections - the normal maintenance r e qui r ed to

assure continued operation and the checking and re -

pair

of

an

inoperative unit.

(1) Normal Generator Maintenance

Lubrication - Since the

armature

is

supported a



both ends by sealed ball bearings no lubrication of

the generator is

required.

Inspection - The cover band should be removed

and the commutator and

brushes

inspected at reg-

ular intervals.

f the commutator is dirty, it may be

cleaned with No. 00 sandpaper.

Blowout

dust.

NEVER USE EMERY CLOTH TO CLEAN COM-

MUTATOR.

f

the commutator is rough, out of round, or has

high

mica,

it

should

be

turned down in a lathe and the

mica undercut. Worn brushes should be replaced.

They

can

be seated with a brush seating stone. The

brush seating stone -is an abrasive material which,

held

against

the revolving commutator, car r i e s

under and seats the brushes in a few seconds. Blow

out

dust.

NEVER USE EMERY CLOTH. Check

brush

spring

tension, which should be approximately 25

ounces.

Generator Disassembly.

At

regular

intervals, the

actual

mileage or time

depending on the type of operation, the generator

should be disassembled for a thorough cleaning and

inspection of all parts. Never clean the armature or

fields in any de

greasing

tank,

or

with grease dis-

solving

materials,

since these

may damage the

in -

sulation. The ball-bearings should never be washed

in gasoline

or

any other solvent since this would

dissolve

the grease in them and ruin the bearings.

The commutator should be trued in a lathe and the

mica undercut i f necessary. All wiring and con-

nections should be checked. Rosin flux should be

used

in making all

soldered

connections. Acid flux

must never be used on electrical connections.

(2) Checking Inoperative

Generator.

Several

conditions may require

removal

of the

generator from the engine and further checking of the

generator

as

follows:

1.

No

output

2. Unsteady or low output

3. Excessive output

4. Noisy generator

1. No Output

Remove cover band and check for sticking or worn

brushes and burned commutator bars. Burned bars,

with other bars fairly clean, indicate open

circuited

coils.

f

brushes

are making good contact with

com-

mutator and commutator looks okay, use

test leads

and light and check as follows:

a. Raise

grounded brush, check with

test

pOints

points from A terminal to frame. Light

should not light. f it does, the

generator

is

grounded; raise other

brush from com-

mutator

and check field, commutator and

brush

holder to locate ground.

b.

f

the

generator

is not grounded, check field

for open

circuit.

c. f

this

field is not open,

check

for shorted

field. Field draw at

12

volts should be 1.62

to 1.69 amperes. Excessive current draw

indicates shorted

field.

d.

f

trouble has not yet been located,

remove

armature

and check

on

growler

for

short

circuit.

2. Unsteady' or Low Output

Check as follows:

a. Check brush spring tension and brushes for

sticking.

b. Inspect commutator for roughness, grease

and dirt, dirt in

slots,

high mica, out of

round, burned

bars.

With any of these

conditions, the commutator must be turned

down in a lathe and the

mica

undercut. In

addition, with burned bars which indicate

open

circuit,

the open

circuit

condition

must

be eliminated or the armature replaced.

3. Excessive Outp'ut

Excessive

output usually

results from

a grounded

generator

field - grounded

either

internally,

or

in the

regulator. Opening the field circuit (disconnecting

lead from

F

terminal of regulator

or

generator)

with the generator operating

at

a medium speed will

determine

which unit

is

at fault. f the output drops

off, the regulator

is

causing the condition.

f

the

output

remains

high, the field

is

grounded in the

generator, either at the pole shoes,

leads, or

at the

F

terminal.

4. Noisy. Generator

Noisy generator may be caused by loose mounting

or drive pulley,

or

worn, dry or dirty bearings, or

improperly seated brushes. Brushes may be seated

by using brush seating stone,

referred

to above.

Installation Caution

After the generator is reinstalled on the engine,

or at any time after leads have been disconnected

and then reconnected to the

generator,

a jumper lead

should be connected MOMENTARILY between the

BATTERY and GENERATOR terminals of the reg-

ulator, before starting the engine. This allows a

momentary surge

of current

from

the battery to the

generator which correctly polarizes the generator

with

respect

to the battery it

is

to charge. Failure to

do this will result in vibrating and arcing relay cutout

pOints which will soon be ruined so

that regulator

re-

placement will be

required.

In addition, the

battery

will not charge

so

i t may run down.

ection 9

DELCO REMY GENERATOR REGULATOR

SERVI E INSTRUCTIONS

General

Delco-Remy Voltage Regulators for aircraft in -

stallation combine

three

units, a cutout relay, a

current regulator and a voltage regulator, mounted

on the same base and enclosed by a single cover.

These three units provide complete control of ilie

55



VOLTAGE REGULATOR

UNIT

LOWER SPRING

HANGER

IOCD

DOWN

to

tNCUAS

VOUAG(

SlTTHG

. ... ...

TO

OfUlASl

VOLTAGE SlmNG

CURRENT REGULATOR UNIT

LOWER SPRING

HANGER

_NO

DOWN TO

INOlA ( CUlltNf

StT11NG

ItNO

UP to

OtCHA ( ~ N t srt »tG

MAKE ADJUSTMENT ON ONE SPRING

(HANG< llNSlOH

ON

10TH SPltNGS

ONLY . . . . . . .

ACUUStM[NT f ONE SHtN WILL HOT

IItIM

$(1'11NG W1l KN

SPtCIIICAOONS

Figure

36,

Current

and Voltage Regulato r.

generator output under

all

normal operating con-

ditions. The Cutout

relay closes

and opens the cir-

cuit between the battery and

generator

as the engine

starts or stops. The current regulator

prevents

the

generator from exceeding

its

maximum

rated

output.

The voltage regulator

protects

the circuit

from

high

voltage, and prevents

battery

overcharging by taper-

ing off the generator output as the battery becomes

fully charged.

The

regulator

should be mounted on the firewall or

some structure

of the

airplane

relatively free

of

vibration. The regulator base must be grounded to

the engine. The ground

strap

on the regulator

automatically grounds the regulator base to the

structure

to which it

is

mounted and this structure

must be grounded to the engine to assure a complete

circuit. Ground negative

terminal

of

battery.

Servicing.

(1)

A fully charged battery and a low charging

rate indicate normal voltage regulator operation.

(2) A fully

charged battery

and a high charging

rate indicate the

generator

field circuit is grounded

either internally or in the wiring harness. To deter-

mine the reason, proceed as follows:

(a) Disconnect the

F

terminal lead from

the

regulator, this opens the generator field circuit and

the output should normally drop off.

(b) f the output drops off to

zero,

the trouble has

been

isolated

in the regulator. Reconnect the

F

terminal

lead, remove the regulator cover and de-

press the voltage

regulator

armature manually to

open the points. f the output now

drops

off, the

56

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) f 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.

f the wiring is in good con-

dition then either the

regulator

or

generator

is at

fault. Ground the F

termtnal

of the

regulator

temporarily and increase generator speed to deter-

mine which unit needs attention. Avoid

excessive

speed,

since under

these

conditions the

generator

may produce a dangerously high output.

(a) f the output does increase, the

regulator

needs

attention. Check

for

dirty

or

oxidized contact points,

or

a low voltage setting.

(b) f the generator output remains at a few

amperes

with the

F

terminal

grounded, the

gen-

erator is at fault and should be checked

further.

(c) f the

generator

does not show any output at

all, either with or without the

F

terminal grounded,

quickly disconnect the lead from the GEN terminal

of the

regulator

and strike it against a good ground

with the generator operating at a medium speed. f

no spark occurs the trouble has now been definitely

isolated in the

generator

and

repairs

are

necessary.

f a spark does

occur

likely the

generator

can build

up, but the cutout relays will not

operate

due to

burnt points, points not closing, open shunt winding,

ground, high voltage setting, or other

causes.

Do not

operate generator

with the GEN

terminal lead

disconnected for any length of time, since this is an

open

circuit

operation and the units would be damaged.

CLEANING CONTACT POINTS

Cleaning the contact points of the current and

voltage

regulator

properly is one of the most

im -

portant operations the mechanic will be called on to

perform.

Dirty

or

oxidized contact points

arc

and

burn, cause reduced generator output and rundown

batteries.

f

the points are properly cleaned, the

regulator will be

restored

to norxml operation.

f

improperly cleaned, improvement in performance

will be small and only temporary. The points should

be cleaned one at a time. Loosen the two contact

mounting screws so the upper contact bracket can be

swung to one

side, or

the contact bracket may be re-

moved

i f

necessary.

Never use sandpaper

or emery

cloth to clean contact pOints.

ADJUSTMENTS

Adjustments of the voltage regulator may be made

by

ex

per i e n c e d mechanics; however , it

is

re-

commended the unit be

serviced

by

an

Authorized

Delco-Remy Electrical Service Station.



SECTION 20

ST RTER

1 GENERAL.

a. The

electric

starter

is

mounted on a right angle

drive adapter which

is

attached

to the upper rear of the

crankcase cover. The tongue of the starter coupling

mates with a slot in the end of the worm

gear

shaft.

The

worm

gear shaft

is

supported by a needle bearing

on its

left

end and a ball bearing on the right. Torque

is

transmitted from the shaft to the worm

gear

by a

Woodruff key. The

helical teeth

of the

worm

gear drives

the

worm

wheel. A heavy

helical

spring covers the

externally

grooved

drum of

the

worm wheel

and

a sim-

ilarly grooved drum on the shaft gear. The front end

of the spring fits closely

in

a steel sleeve

which

is

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-

gine starts, the shaftgear

is

driven by the engine.

This,

plus the

fact

that the starter

is

no

longer

operating,

permits

the

shaftgear

to

become

disengaged

from

the

spring.

2. REMOVAL (See Figure 37. )

a.

Remove three

sets

of attaching

parts

(1,2 and 3)

and one

set

of attaching

parts

(4,5,6 and 7).

Pull

starter and

adapter

assembly

straight

away from

crankcase cover studs. Remove gasket (8).

3. DISASSEMBLY. (See Figure 37. )

a.

Remove

two

sets

of

attaching

parts

(9,10

and

11),

starter

(12)

and packing (13). Remove four

sets

of

at-

tachingparts (14,15

and

16), cover

(17) and gasket

(18).

Remove one

set

of attaching

parts

(19, 20 and 21) and

the

adapter

cover

assembly (22

through

27). Remove

packing

(22).

b. To remove shaftgear and clutch spring from

adapt-

er, support vacuum pump

drive end of adapter on wood

blocks

and

tap

around

front end of

spring

with a

brass

drift.

c. Use an

arbor

press to remove shaftgear (33) from

bearing (31)

and

worm wheel (32).

d.

Clamp

the

worm wheel between lead covered

vise

jaws.

Bend

ears

of tab washer (29)

away

from

hex

flats of

bolt

(28). Remove bolt

and

tab washer. Turn

clutch

spring

(30)

until

its depressed

rear

end

lies

across

the 1/4

inch

hole, in worm

wheel

hub. Insert

a

screwdriver

blade,

3/16 inch Wide, into

hole

and

pry spring

outward

clear of drum

groove.

Hold spring

end out

while

pulling spring

from

drum.

e. Remove retaining ring (34),

bearing (35)

and worm

drive shaft

assembly.

Remove

worm

gear (36), spring

(37) and

Woodruff key

(38) from

shaft (39),

ND

D PTER

4. CLEANING.

a. Use a fortified mineral

spirit

solvent, sold under

various trade names, for

degreasing.

f

rosin (oil

varnish)

or

stubborn carbon deposits must be removed

from the aluminum

casting,

t

may

be

immersed in an

agitated

bath

of an inhibited mild alkaline cleaning so-

lution

marketed

for that purpose. The bath should be

maintained at a temperature of 180°F to 200°F. The

parts

should remain in

it

only long enough to loosen

the

deposits. Immediately

after

such cleaning,

flush

away

all traces of

the

alkaline material

with

a jet of

wet

steam or by

repeated

brush

application

of a

min-

eral

spirit

solvent.

Any alkaline deposits remaining on engine

interior parts

will

react

with acids formed

in the lubricating oil to form soap, which will

cause

violentfoam and may

result in failure

of

the

lubricating

system.

b. Trichlorethylene condensation

plants

provide ex-

cellent

degreasing

action for

steel,

aluminum and

bronze

parts.

Their disadvantages

lie

in the toxic

quality

of

the vapors,

removal

of the enamel

from

painted parts,

and

drying

and hardening effect on

car-

bon deposits.

c. No polishing compound

or abrasive

paste

or

powder

should

be

used

for

cleaning

starter

adapter assembly

parts.

Do not

use

wire brushes

or

wheels, putty knives

or

scrapers

to

remove

hard carbon deposits,

since

scratches resulting from such methods allow a con-

centration

of stress

at

the scratch and

may

cause

fa -

tigue

failure.

5. INSPECTION METHODS.

a

Bare steel parts

should be covered with a corrosion

preventive

oil

except during actual inspection opera-

tions. Since inspection

involves handling

of dry steel

parts t is recommended

that

a fingerprint remover

solution

be

applied

to the part because

perspiration and

skin oils often

have

a high

acid

content.

Application

of

lubricating or corrosion

preventive

oil will not nec-

essarily

stop

corrosion from

this cause.

b. All parts

should be

visually inspected, under a good

light, for surface damage such

as

nicks, dents, deep

scratches, visible cracks, distortion, burned

areas,

pitting and pickup of foreign metal. Visual inspection

should

also

determine the need for

further

cleaning of

obscure

areas. Inspect studs for possible bending,

looseness

or

backing out. Inspect threads for damage.

57



58

1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

11.

12.

13.

14.

15.

16.

17.

18.

19.

20.

21.

22.

12

- - - - - - ~

-

38 39 35 34 13 -::::::::----

~ ; ~ \ ~ 2 ~ ~ ~

7

_ ~ L ®

I I

11

10

9

Nut

Lockwasher

Flat

washer

Lock nut

Nut

Flat washe

Bolt r

Gasket

Lock nut

Nut

Flat washer

Starter

0

mg

Nut

Lock washer

Flat washer

Cover

Gasket

Bolt

Lock washer

Flat washer

0

mg

Figure 37

Starter

and Adapter.

23.

24.

25.

26.

27.

28.

29.

30.

31.

32.

33.

34.

35.

36.

37.

38.

39.

40.

41.

42.

43.

Oil

seal

Stud

Pin

Bushing

Adapt

S

er

cover

crew

Tab

washer

Clutch spri

Needle b

W

eanng

orm

wh

Starter s::':} gear

Retainin t gear

Ball b g"

ring

S

earmg

tarter worm

Spring gear

Woodruff ke

Worm d Y

Stud rlve shaft

Dowel

Needle bear

Starter a d a p ~



TABLE XVI.

MAGNUFLUX INSPECTION CHART.

Direction of

Inspection

Part

Name

Magnetization

Method

Starter

Circular

Wet

Shaftgear

Continuous

Longitudinal Wet

Continuous

Starter Worm Circular Wet

Shaft Continuous

Starter

Worm

Longitudinal

Wet

Gear

Residual

c. Inspection by the 1\.1:agnaflux method shoum be con-

ducted on all ferrous parts listed

in

Table XVI and in

accordance with the

methods

and data

in

the table be-

fore dimensional

inspection.

Before magnetic inspection of any

part,

plug

all

holes with tight fitting plugs

or

with hard

grease

(which

is

soluble in lubricating oil) to

prevent

an

accumulation

of particles

in re-

mote,

and

hard

to clean places. After in-

spection remove all such

plugs

and clean the

part

thoroughly

with

solvent

and dry with com-

pressed

air. Check for

complete

demagne-

tization.

d.

Inspect

aluminum alloy

casting by fluorescent

par-

ticle inspection method. The standard operating tech-

nique

for the process is applicable.

e. Areas of running parts

and bushings

subject to wear

should be

inspected for serviceable fit

with

mating

parts

by comparative linear measurements and align-

ment measurements. This will

be accomplished by

using standard measuring instruments s(Jch as mi -

crometers, telescoping gauges and dial indicators.

6.

REPAIR AND REPLACEMENT.

a. The parts listed in

the Table

of

Limits should

be

inspected dimensionally as described

in

paragraph

5e.

b.

Do not attempt to replace adapter sleeve

i f surface

roughness

is

less

than specified. Return to factory for

replacement.

c.

If

the

needle bearing(42, figure

37)istobe

replac-

ed it may be removed either with

an

arbor press

or

with

the installer

illustrated

in figure 38. Installation

is

described in figure

39.

d.

I f

needle bearing (31) is to

be

replaced, press it

from worm

wheel

(32), and install a new bearing so it

is recessed 0.09 inch from

either

end of worm wheel

hub.

e.

I f

bushing

(26) is

to

be

replaced

it can

be

accom-

plished by drilling to a thin shell

and collapsing

or

pressing

with

an arbor press

using

a piloted drift.

Current Critical

(Amperes)

Areas

1500

Teeth, Drum

Shaft

between

spur gear

and

drum

1500 Slotted end,

around Key

Slot

Teeth

Inspect

For

Fatigue,

Heat Cracks

Fatigue

Cracks

Fatigue Cracks

Fatigue

Cracks

5625

010 MAX 75620

; COLD

ROLLED

STEEL

BAR

STOCK

l

J

I@

S:

END

SIDE

VIEW

16

VIEW

NOTE: ALL DIMENSIONS IN INCHES x 450CHAMFER

Figure 38.

Needle

Bearing Installer.

Figure 39. Installing Needle Bearing.

59



After the bushing

s

removed, use a pair of diagonal cutters to pull

the pin (25). After the bushing is installed, drill a new hole (0.058-

0.060 dia x 0.31 inch depth) through the bushing flange and into

the cover hub. Drive a new pin (25) into the hole. Pin must be flush

or below surface of bushing flange.

f.

Extension of studs (24) should be 0.62 and studs (41) should

be 0.88 inch. Replace any stud exhibiting damage or backing out

with the next oversize.

g. Replace oil seal (23). Remove carefully with either a soft drift

or standard puller.

7. REASSEMBLY. (See Figure 37.)

a. Press bearing (35) onto shaft (39). Install spring (37), wookruff

key (38) and worm gear (36). Insert assembly into adapter and

install retaining ring (34).

b. Install spring (30) on worm wheel (32). Turn spring so

it

tends

to unwind until offset end drops into gear hub groove. Position

spring on gear so screw notch is aligned with screw hole in gear

web. Install a new tab washer (29) and bolt (28).

TABLE

OF

Ref.

No.

Description

1.

Starter Shaftgear in Bushing •••••••• Dia.

2.

Starter Shaftgear front journal••••••• Dia.

3.

Starter shaftgear in needle bearing •• Dia.

4.

Clutch spring sleeve in adapter . • . . • Dia.

5.

Starter shaftgear in cover bushing. . . Dia.

6.

Bushing in adapter

cover • • • • . . • . • . .

Dia.

7.

Oil

seal

in adapter

cover

• . . . . . • • • . . Dia.

8.

Cover

pilot

in adapter

............... Dia.

9.

Worm wheel

gear . • . . . • . • • . . •

end clear.

10.

Clutch drum spring on

clutch drum

... Dia.

11.

Clutch spring on starter shaft

gear drum . • • • • • • • . . • • • • • . • . • • •. . . Dia.

12.

Clutch

spring to sleeve (sandblasted

dia finish). When sandblasted finish

is

worn

to

75 RMS

replace sleeve

• . • .

13.

From center ine of worm gear shaft

to starter adapter thrust pads

• • • • . • .

14.

Needle bearing in starter adapter • • . Dia.

15.

Ball bearing in starter adapter. . . . . . . Dia.

16.

Worm

gear

shaft in needle bearing

. . . • • . . . • • . • . shaft dia.

17.

Worm

gear

shaft in ball bearing• • . • . Dia.

18.

Starter worm gear on shaft. • • . • • • •• •Dia.

19.

Starter spring on

worm gear

shaft ••• Dia.

60

c.

Slide shaft

gear

(33) through front of adapter (43). Lubricate

spring, sleeve and shaft gear liberally with clean oil. Press worm

wheel, bearing and spring assembly down onto shaftgear. Make cer-

tain worm wheel and worm gear teeth are aligned. Install a new

packing (22) in cover assembly groove. Slide cover and seal assem-

bly over shaft. Install one set of attaching parts (21,

20,

and 19).

d. Apply a film of Tite Seal compound to both sides of gasket

(18) before installing it on cover studs (24). Install cover (17) and

four sets of attaching parts (16, 15, and 14).

8. INSTALLATION. (See Figure 37.)

a. Coat a new gasket (8) with Tite Seal compound and install it

on crankcase studs. Place adapter assembly on crankcase cover studs.

Install three sets of attaching parts (3,

2,

and 1) and one set of

parts (7, 6, 5, and 4).

b. Install a new packing (13) on starter flange. Mount starter

(12) on adapter studs and install two sets

of

attaching parts (11,

10, and 9).

LIlVIITS

Serviceable

New

Parts

Limit Min.

Max.

0.0045L

O.OOlL 0.003L

1. 058 1. 059 1. 060

0.0031L 0.0005L

0.0029L

0.003T

0.005T

0.0035L O.OOlL

0.0025L

0.001

T

0.003T

0.001

T

0.007T

O.OOlL

0.003L

0.015 0.0025

0.0115

0.012T

0.015T

0.022T

0.013L

0.006L

0.009L

0.252 0.246 0.248

O.OOlL

0.001 T

O.OOlL

O.OOOlT

0.5600 0.5615

0.5625

O.OOOlL

0.0007T

0.004L 0.0005L

0.0025L

0.005L

0.025L



TABLE OF lJMITS (Cont.)

Ref.

Serviceable

New

Parts

No.

Description Limit

Min.

Max.

20.

Starter

pilot

to

starter drive

adapter.

Dia.

O.OOIL 0.0065L

21.

Starter drive

tongue

to shaft

drive

slot

. ••••••••••••••••••

side clear.

0.030L

O.OlOL 0.021L

22. Needle

bearing

to worm

gear

shaft

Dia.

0.0031L

0.0005L

0.0029L

23.

Starter gear-to-crankshaft

gear

•••••••••••••back lash.

0.016 0.008 0.012

24.

Starter worm w heel-to-worm gear

• . • • • • • • • • • . •

back lash.

0.025 0.009 0.013

20

13

16-22

21

Figure 40.

Table

of

Limits

Chart.

61



Documents

Continental C-125, C-145, O-300_Overhaul Manual_X30013