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Pratt Whitney Wasp Manual PDF

Q: What steps are involved in converting a grease-lubricated system to a Pratt automatic lubrication system for a Wasp Hornet engine?

To convert to a Pratt automatic lubrication system, remove old rockers and oil seals, install new rocker shafts secured with nuts, apply new gaskets, and replace springs . Install inter-cylinder fittings and pipe assemblies, connecting to main feed and tightening securely . Replace hose connections and prime the lubrication system with oil before starting the engine . Adjust the lubrication using the scale on the lubricator once the engine test is complete .

Q: When converting an engine for automatic lubrication, why is it essential to verify the orientation and placement of pipe assemblies, and what are the consequences of incorrect installation?

Verifying the orientation and placement of pipe assemblies during an engine conversion to automatic lubrication is crucial because incorrect installation can lead to misalignment and strain, which may result in leaks, blockages, or even component damage . Proper alignment ensures that all accessories, piping, and controls are correctly connected, allowing for effective lubrication and proper function of the engine . Incorrect placement can also disrupt the flow of oil and fuel, which are essential for engine operation and cooling, potentially causing overheating and reduced engine performance .

Q: What are the critical considerations when replacing the throttle shaft, pump lever, or throttle stop on a carburetor engine?

When replacing the throttle shaft, pump lever, or throttle stop, ensure the throttle valve fits tightly in the closed position to prevent light intrusion . The float needle valve and seat should be replaced simultaneously due to fitting difficulties . Additionally, care should be taken not to damage the parts during installation as close tolerances could lead to binding if parts are nicked .

Q: How does one ensure correct engagement and position of the cam reduction gear when assembling geared engines, and what tools are recommended?

Correct engagement of the cam reduction gear involves trial fitting the locking nut on the gear to ensure it seats properly . The use of suitable tools, like a specialized wrench for corrosion-free tightening (e.g., PWA-7 for the reduction gear nut) is recommended to ensure proper positioning and secure fitting .

Q: Describe the procedure for cleaning and inspecting a carburetor during an engine overhaul. Why is it important to follow this procedure carefully?

The carburetor should be disassembled, cleaned in gasoline, and inspected for wear, focusing on components like the float assembly and throttle shaft . All passages should be blown out with compressed air, and measurements must be checked against the carburetor's specification sheet . Following this procedure prevents operational issues and ensures accurate maintenance, critical for the engine's long-term performance and reliability .

This document is an overhaul manual for Pratt & Whitney Wasp Jr. B, Wasp III, and Hornet E series aircraft engines from 1941. It provides instructions for disassembling the engine into major sub-assemblies for overhaul and repair. The manual is organized into chapters covering disassembly of the engine, disassembly of major sub-assemblies, and lists of required tools.

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100% found this document useful (2 votes)

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Pratt Whitney Wasp Manual PDF

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-',r,i., -r:i,,.

OVERIIAT]L
MANUAL
(Part No.tt8616)

Ucrqz/o.8, //aap,J/t

J/urLlrcJI Serzip't8,4qilrcrr
EDITIOil
SEGOI{D

PRATT
& WHITilEY
AIRGRAFT Dipision of
TJNITED AIRCRAFT CORPORATION
EAST HARTFORD, CONNECTICUT

kinted in Unit d Strtr of Amcica

E
T

PREFACE

This second edition of the Wasp Jr. B, Wasp Hl,and Hornet E

Series Overhaul Manual incorporates only minor revisions to the
January, 1941,edition and does not necessarily supersede it.

L)
42* P83ld
\ \"\\'\\3
B t1\\
TABLE OF CONTENTS

INTRODUCTION
SERVICE
SUGGESTED SPECIAL EQUIPMENT FOR OVERHAUL SHOP
REMOVAL OF ENGINE FROM AIRPLANE
CIIAPTER I
DISASSEMBLY OF ENGINE INTO MAJOR SUB-ASSEMBLIES Page
Prellrnlnary Instructlons and Operatlons
Oil Drain Plugs 101
Magnetos and Attaching Parts. 101
Magneto Coupling Gear Screws. 101
Starter. 101
Starter Jaw Nut 101
Gun Synchronizers or Accessory Pumps 101
-..t
Vertical Accessory Drive Shaft. 101
Tachometer Drive. 101
i Thrust Bearing Nut.
Ignition Wires.
101
101
*(; Spark Plugs. 101
PropellerShaft Run-out. 101
'.i
Dlsmantllng
I
Primer Lines. 101
n Cylinder Deflectors 101
L. \q Intake Pipes. 103
Push Rods and Covers 103
Rocker Box Covers 103
Radio Shielding 103
Oil Suction Pipes. 103
Oil Sump. 103
Cylinders and Pistons 103
Front Section (Direct Drive Engines) 103
Front Section (Geared Engines) 105
Reduction Drive Gear. 105
Bearing Support Plate. 105
Cam Spacer and Cam (Wasp Jr.). . 105
Cam Reduction Gear. 105
Main Crankcase Section (Front Half). 105
Front Main Bearing Inner Race. 106
Crankshaft and Articulating Rod Assembly 106
Main Crankcase Section (Rear Half). 106
Starter Jaw and Shaft. 106

e Generator Drive Assembly

Magneto Drive Shafts.
Oil Pump
106
106
107
Fuel Pump and Drive L07
Side Vacuum Pump Drive L07
Vertical Accessory Drive Shafts 107

{
\-
CEAPTDR I (contlnued) '-....-rJ
' t
DISASSEMBLY OF ENGINE INTO MAJOR SUB-ASSEMBLIES (continued) Page \._,/-'-
Dlsmantllng (contlnued)
Oil Drain Pipe. . L07
CarburetorHotspot (If Provided). . . 108
Oil PressureRelief Valve 108
Separating Rear and Blower Sections. . 108 I
I

Magneto Drive Gear (on Magneto). . . . 108

Tool Llst 109
CHAPTER II
DISASSEMBLY OF MAJOR SUB-A$SEMBLIES
Front (Nose) Seatlon - Wasp Jr. \-,
Tappets and Rollers (WaspJr. B and 82) 20L
Rocker Oil Manifold (WaspJr. 83) 201
Front Breather Assembly(If Provided). . . 201
PropellerRegulator Valve 20L
Thrust Bearing 20L
Front (Nose) Seotlon - Wasp Hl and Hornet D (Dlreat Drlve)
Propeller Oil Feed Pipe Assembty. 201
Governor Drive 20L
Thrust Bearing 20L
Front Sectlon (Reductlon Gearlng and Eouslng Assembly) trrasp Hl-G,
Eornet E-G and Ez-G
'201
Reduction Gearing.
Pinion Cage. 20L
PropellerOil Feed Pipe. . 201
Fixed Gear 201
GovernorDrive (Hornet E-G and E2-G onty) 202
Propeller Shaft. 202
Front Seotlon (Reductlon Gearlng and Eouslng Assembly) Hornet E8-G
Reduction Gearing. 202
Fixed Gear. 202
Propeller Shaft. 202
Governor Drive 202
Bearlng Support Plate
Governor Idler Gear 203 \
Cam Reduction Gear 203
Governor Oil Feed Pipe (Hotnet E-G Series Engines) 203
Reduction Drive Gear Bearing. . . 203
Maln Crankcese Seatlon lFront Ealf;- Wasp Jr.
Cam Reduction Gear. 203
Moln Crankcase Sectlon (Front Half) - Wasp Hl and Eornet E Serles
Cam and Oil Feed Bracket 203
Tappets and Rollers. 203
Front Main Bearing Outer Race and Rollers. 203
CHAPTER II (contlnued)
i
\_ DISASSEMBLY OF MAJOR SUB-ASSEMBLIES (continued) Page
Cyllnders
Valve Springs and Valves 204
Rocker Shafts 204
Rocker Arm Bearings. . . 204
i
Piston Rings 204
\- Piston Pin Plugs. 204
Crankshaft Asserrbly
Spring Blower Drive Coupling 205
Rear Crankshaft Gear 205
Rear Main Bearing 205
Crankshaft Front and Rear Sections 205
Flyweights (Removable Type) 205
Flyweights (Riveted Type) 205
Oil Plug 205
SpringBlower Drive Bolt. 205
Master Rod and Artlculatlng Rod Assembly
Knuckle Pins
Blower Sectlon (Outboard Support Type) - Wasp El and Eornet E Serles
Breather Assembly 206
Oil Pressure Pipe and Bracket Assembly 206
Removal of Impeller 206
Rear Blower Bearing Cover 207
Intermediate Gear and Shaft Assemblv 207
Floating Gear. 207
L Impeller Shaft 208
Blower Seotlon (Steel Cage Type) - Wasp Jr.
Breather Assembly 208
Oil Pressure Pipe 208
Removal of Impeller 208
Rear Blower Bearing Cover 208
Floating Gear Assembly 209
Impeller Shaft. 209
Intermediate Gear and Shaft Assembly 209
Rear Sectlon
Generator Drive Assembly 2L0
Oil Pump 2I0
Valve Lubricator Pump (If Provided). . . . 210
i-- Side Vacuum Pump Drive 2I0
Starter Shaft and Bearing 210
Tool Llst. 2tL

CHAPTER III
CLEANING
General 301
Degreasing ........................ 301
Decarbonizing. . . 301
Cleaning Procedure 301

{-
CHAPTER TV
INSPECTION Page
General Inforrratlon
Physlcal Inspectlon Procedure - General
Fits and Clearances 40L
Studs. 40r
Liners 402
Bushings 402
Crankcases,Brackets, Adapters, Sump, Cover Plates, Etc.. . 402
Gears. 402
Shafts 402
Pipes. 402
Rivets 402 )
Oil Seal or Transfer Rings (Piston Ring Type) 402
Oil Seal or Transfer Ring Bearing Surfaces 402
Anti-Friction Bearings 402
Physlcal Inspectlon Procedure - Detatl
Front (Nose) Sectlon - \[asp Jr.
General 403
Oil Slinger 403
Thrust Bearing Nut.. 403
Valve Tappet Guide and Tappet Assembly. 403
Front Breather (If Provided). . . . 403
Propeller Regulator Valve 403
Front (Nose) Sectlon - Wasp Hl and Eornet E (Dtreat Drlve)
General 403
Oil Slinger 403
Thrust Bearing Nut. . 403
Front Sectlon (Reductlon Gearlng and Houslng Assembly) Wasp Hf-G
and Hornet E-G Serles
General 403
Oil Slinger(Not on Hornet E3-G) 403
Thrust Bearing Nut. 403
Pinion Cage 404
Propeller Shaft. 404
Reduction Drive Gear. 404
Maln Crankcase Sectlon (Wasp Jr.)
General 404
Cam Reduction Gear Bushing 404
Crankshaft Thrust Bearing Spacer 404
Cam (Plate Type) 404
Cam OiI Feed Bracket (Two Piece Type) . . 404
Cam Oil Feed Bracket (One Piece Type) . . . . 405
CamSpacer..... 405
Maln Crankcase Sectlon - Wasp Hl and Hornet E Serles (Dlrect Drlve
and Geared)
General 405
Cam Drive Gear. 405
\
CEAPTER fV (contlnued)
INSPECTION (continued) Page
Maln Crankease Sectlon - Wasp Hl and Hornet E Serles (Dtrect Drlve
and Geared) (conttnued)
Cam (Shelf Type) 405
Valve Tappet Guide and Tappet Assembly 405
Sump 405
Cyllnders - AII Models
General 405
Cylinder Heads 405
Valve Guide 405
Valve Seat Inserts. 407
Exhaust Valves 407
Inlet Valves. 407
Valve Springs, Washers and Locks. 407
Rocker Arms, Bearings and Adjusting Screws. 407
PushRods. 408
Push Rod Covers. 408
Intake Pipes. . . 408
Cvlinder Barrels. 408
Plstons, Plston Plns and Plston Rlngs
Pistons. 409
Piston Pins. 4t0
Piston Pin Plugs 4L0
Piston Rings 4L0
Crankshalt and Artlculatlng Rod Assembly
General 470
Front and Rear Main Bearings. . . 410
Master Rod. . 4t0
Master Rod Bearing. , . . 4rl
Bronze Alloy Bearings. . . 4L1
Leaded Silver Master Rod Bearings. . . . 4Lt
Articulating Rods. 418
Knuckle Pins. . 4r9
Spring Coupling Blower Drive 419
Crankshaft Gear. 419
Determination of Crankshaft Run-out. 4t9
Measurement of Crankpin. . . 419
Blower Seotlon
General 4Lg
B l o w eC ra s e . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4. i .t .g. . . . . ' .
Impeller and Impeller Shaft. . . 420
Floating Gear Bearing.. . . 420
Rear Sectlon
General 420
Rear Case 420
Fuel Pump Drive Bracket 420
Oil Pump 420

]
CEAPTER fV (contlnued)
INSPECTION (continued) Page
Rear Sectlon (contlnued)
Oil PressureRelief Valve 420
Oil Screen 420
Hot Spot (If Provided).. . . 420
Magneto Rubber Coupling. 420
Magnaflux Inspeotlon
General 420
Description ........: 420
Table of Magnaflux Data 424
Engine InspectionForms 429
Tool Ltst 496
CHAPTER V
REPAIR AND ASSEMBLY OF MAJOR SUB-ASSEMBLIES
Repalr
General 501
Housings,CoverPlates,CrankcaseSection,Etc.. . 501
Studs 501
Rivets 501
BearingSurfacesand Bushings. . . . 501
Plating 501
Expansionof Parts by Heat. 501
Chromic Acid Treatment. . . . 501
Painting 502
Metallized Cylinders. 502
Detall Instructlons
Front (Nose) Sectlon - Wasp Jr.
Thrust Bearing Liner. 504
Valve Tappet Sockets 505
Valve Tappet Guides. 505
Propeller Regulator Valve 506
Front Breather Assembly 506
Front (Nose) Sectlon - Wasp El and Hornet E (Dlrect Drlve)
Thrust Bearing Liner. 506
Governor Drive Gear Bushing (Wasp Hl) . 506
Intermediate Governor Driven Gear Bushing (Wasp H1) . 506
Cam Reduction Gear Bushing 507
Front Seotlon (Reductlon Gearlng and Houstng Assembly) - Wasp Hl-G
Eornet E-G, E2-G and E8-G
Thrust Bearing Cover Assembly(Hornet E3-G) 507
Thrust Bearing Liner. 507
GovernorDrive Gear Bushing (Hornet only). 507
Fixed Gear 507
Pinion Cage. 509
Pinion Gear Bushings. . . . 509
Reduction Drive Gear. . 509
Propeller Shaft and Threads 509
Propeller Shaft Rear Bearing 509
CHAPTER V (contlnued)
REPAIR AND ASSEMBLY OF MAJOR SUB-ASSEMBLIES (continued) Page
Maln Crankcase Sectlons
Plate Type Cam (Wasp Jr.) 510
Cam Adjustment rPlate Type) 511
Shelf Type Cam (Wasp H1 and Hornet E Series) 511
Cam Oil Feed Bracket (Wasp Jr.). . 511
Cam Reduction Gear Bushing (Wasp Jr.). . . 511
Cam Reduction Gear Bushing (Wasp and Hornet) 511
Reduction Drive Gear Bearing Liner 511
Front and Rear Main Bearing Liners 5L2
Valve Tappet Guides. 5L2
Intermediate Governor Drive Gear Bushing (Hornet Engines) 513
Improved Oil Transfer - Blower to Main Case (Wasp Jr.). . . 513
Installing Mounting Disc for Name Plate. 5t4
Cyllnders
Cylinder Barrel Reconditioning. 5L4
Valve Guides 515
Bronze Valve Inserts 515
Exhaust Valve Seat-Replacing. 516
Valve Refacing 5L7
Valve Lapping 5L7
SparkPlug Bushings. 5L7
RockerShaft Inserts. 5L7
RockerArm Ball End Socket 518
Push Rod Tube PackingGlands 518

ffill*:X?lt,'r*ffi'snacerl ;13
Push Rod CoverTubes. 518
RockerBox Covers(Wasp Jr.,B2, 83, Wasp and Hornet) 519
Inter-Cylinderand Inter-Ear Drain Pipes. 519
Intake Pipesand Push Rod CoverTubes 519
Exhaust Port Liner Replacement(Waspand Hornet). . . . . 519
SpareCylinders. 519
Plstons and Plston Rlngs
Pistons 520
Piston Rings 520
Lapping Piston Rings in Cylinders. . . . . 520
Crankshaft and Artleulatlng Rod Assembly
Crankpin 523
Master Rod Bearings. . . . 524
Knuckle Pins . 525
Plating Knuckle Pins. 526
Articulating Rod Bushings 528
Piston Pins and Plugs. 529
Flyweights (Wasp and Hornet) . 529
Blower and Rear Sectlons
Impeller Shaft Bearing Cage (Steel Cage) (Wasp Jr.). 530
Impeller Shaft Bearing Cage Lock 531
t
"

CHAPTER V (contlnued)
REPAIR AND ASSEMBLY OF MAJOR SUB-ASSEMBLIES (continued) Page
Blower and Rear Sectlons (contlnued)
Impeller Shaft Bearing Cage (Outboard Bearing) (Wasp and Hornet). . . . . 531
Intermediate Shaft Rear Bearing Liner 531
Starter Shaft Bearing Liner. 532
Blower Intermediate Bearing Bolt 532
Blower Bearing Cover 532
Oil PressurePipe. . . 532
Magneto Shaft Bushings. 533
Starter Shaft Bushing. . 533
Installation of a New Blower Section on an Old Rear Section 534
lnstalling a New Rear Section on an OId Blower Section 534
Vertical Accessory Drive Shaft Bushing. 534
Vacuum Pump Drive Liner. 535
Intake Air Temperature Thermometer Interference. . . . 535
OiI Pump 535
Pratt and Whitney Valve Lubricator (Wasp Jr. B and B2) 535
Assernbly of Major Sub-Assernblles
General 535
Detall fnstructlons
Front (Nose) Sectlon - Wasp Jr.
Tappets and Rollers 536
Front Breather Assembly (If Provided) 536
Propeller Regulator Valve (If Provided) . . . . 536
Front (Nose) Sectlon - Wasp Hl and Hornet E (Dlrect Drlve)
Propeller Oil Feed Pipe 536 {-'
Governor Drive Gear (Wasp Hl only) 536
Intermediate Governor Drive Gear (Wasp Hl only) 536
Front Sectlon (Reductlon Gearlng and Houslng Assernbly)
Wasp Hl-G, Hornet E-G and E2-G
Fixed Gear.. 536
Propeller OiI Feed Pipe lHornet Engines) 536
Pinion Cage (Wasp H1-G) 536
Pinion Cage (Hornet E-G and E2-G) 537
Propeller Shaft. 537
CheckingPinch Fit of Thrust Bearing Cover Eg7
Assemblyof PropellerShaft and Reduction Gear Housing.. . . bgz
Front Sectlon (Reductlon Gearlng and Ilouslng Asserrbly) Eornet E8-G
Propeller Shaft 538
Pinion Cage. 538
Assembly of Reduction Gear Housing 538
Bearlng Support Plate
Cam Reduction Gear. 539
Propeller Governor Idler Gear (Hornet E-G, E2-G and E3-G) 539
Governor Oil Feed Pipe (Hornet E-G, E2-G and E3-G) 539
Maln Crankcase Sectlon - Wasp Jr.
Cam Reduction Gear 539
CHAPTER V (contlnued)
REPAIR AND ASSEMBLY OF MAJOR SUB-ASSEMBLIES (continued) Page
Maln Crankcase Sectlon - Wasp Hl and Ilornet E Serles
Front Main Bearing Outer Race and Rollers 539
Tappets and Rollers 539
Cam and Oil Feed Bracket 539
Cyllnders
Rocker Arm Bearings 539
Rocker Arms and Shafts lWasp Jr.) 540
Rocker Arms (Wasp and Hornet). . 540
Valves and Valve Springs 540
Artlculatlng Rod Assernbly
Assembly of Articulating Rods. . . . 541
Crankshaft Assembly
Articulating Rod Assembly 542
Flyweights 542
Crankshaft Plug . 542
Front and Rear Main BearingInner Races.... . 542
Blower Sectlon (Steel Cage Type) Wasp Jr.
Intermediate Gear Assemblv. . . 543
Floating Gear. 543
Impeller Shaft Assembly. . . 543
Blower Sectlon (Outboard Support Type) - Wasp and Ilornet
Intermediate Gear Assemblv. 544
Floating Gear. 544
Impeller Shaft. 544
Rear Sectlon
GeneratorDrive Assembly(WaspJr., WaspH1, H1-G and Hornet E, E-G) . . . 546
GeneratorDrive Assembly(Hornet E2-G and E3-G) 546
Oil Pump Assembly 546
Pratt and Whitney Valve Lubricator 546
Side Vacuum Pump Drive. 547
Starter Shaft and Bearing. 547
Oil Screenand Check Valve Assemblv. 547
Tool Llst. 548

CHAPTER VI
FINAL ASSEMBLY
General Inlorrnatlon
Flnal Assernbly
Blower and Rear Sections 60r.
Vertical Accessory Drive Shaft. 601
Tachometer Shafts 601
Starter Jaw and Shaft. 601
Starter Shaft End Clearance 601
Starter or Starter Cover 602
CHAPTER VI (contlnued)
FINAL ASSEMBLY (continued) Page
Flnal Assernbly (contlnued)
Generator Drive Assembly 602
Magneto Drive Shafts. . . . 603
Oil Pump. 603
Fuel Pump Drive and FueI Pump... 603
Pratt and Whitney Lubricator Pump lWasp Jr. B and82;. 603
Gun Drive or AccessorvDrive Covers. 603
Vacuum Pump Drive 603
Oil Drain Pipe 604
Oil Pressure Relief Valve 604
Carburetor Hotspot or Adapter (If Provided). . . . 604
Main CrankcaseSection (Rear HaIf). . . . . . 604
Crankshaft and Articulating Rod Assembly 605
Main CrankcaseSection (Front Half). . . 605
Cam Drive Gear Wasp Hl and Hornet E. . 605
Cam Drive Gear (Wasp Jr. Engines) 605
Cam Oil Feed Bracket (Wasp Jr. Engines) 606
Cam and Cam Spacer (Wasp Jr. Engines) 606
Cam Reduction Gear (Wasp and Hornet). 606
Bearing Support Plate (Geared Engines). . 606
Reduction Drive Gear (GearedEngines). . 606
Checking Pinch Fit of Thrust Bearing Cover (Direct Drive Engines) 606
Front Section (Direct Drive Engines) 607
Thrust Bearing and Slinger (Direct Drive Engines) 607
Thrust Nut (Direct Drive Engines) 607
Pistons and Cylinders 607
Oil Sump 608
Oil Suction Pipe. . 608
Cylinder Deflectors 609
Ignition Manifold 609
Intake Pipes. 609
Push Rods and Covers 609
Primer Lines and Cylinder Oil Feed Pipes. 609
Checking Valve Timing 609
Adjustment of Valve Clearances 609
Timing and Synchronizing Magnetos to Engine. 610
Magnetos with Steel Couplings 611

Flnal Operatlons
Magnetos. 6L2
Ignition Wiring. 6t2
Rocker Box Covers 6L2
Reduction Gear Housing (Geared Engines) 612
Propeller Oil Feed Pipe. . 6L2
Spark Plugs 6t2
Inspection of Assembled Engine 6L2
Tool Llst. 613
CHAPTER VII
RUN-IN OF ENGINES AFTER OVERHAUL Page
General 701

Test Ilouse. . . . . 70t

Mounting Stand 70I
Engine Compartment.... 703
fntake and Exhaust Alr Stacks. 703
Control Roorn. 703
Tachometer..... 705
StopWatch 1..... 705
FueI Pressure Gage. 705
Oil Pressure Gages. 705
Oil Inlet and Oil Outlet Temperature Gages. 705
Air Inlet Temperature Gage. 705
Manometers.... 705
Clock. 705
Potentiometer-pyrometer, or Pyromillivoltmeter, and Thermocouple Switch. . 705
Barometer and Chart. 705
Psychrometer and Chart (Optional) 705
Manual Controls for Engine. 705
Fuel Flowmeter or Equivalent 705
FueI Wobble Pump
- ----r 705
Priming Pump 705
Oil Weight Tank. 705
Oil Wobble Pump 705
Ignition Switch 705
Fire Extinguishers 707
Llst of Manufacturers of fnstruments, Controls andEqulpment... ...... 707
Carburetor Alr Intake Systern. 708
Englne Exhaust System. 708
Teet Propellers. . 708
Coollng Shrouds 7tL
Fuel System... . 7LL
Oll Systern 7LL
Controls 7L2
Installatlon of Englne for Test. 7t2
Test Prooedure - General . 7t5
Startlng the Englne. . . . . 7L7
Oil Pressure... . . 717
Fuel Pressure 7L7
Engine Run-In Schedule. 717
Checking Operation of Carburetors having Pratt & Whitney Automatic
Mixture and Power Control Unit.. 7L7
CEAPTDR VII (contlnued)
RUN-IN OF ENGINE AFTER OVERHAUL (continued)
Eorsepower Deterrrlnatlon. 719
Absolute Blower Rim Pressure.. . . . 7Lg
Corrected Barometer. 719
True Barometer. . 7Lg
Wet and Dry Bulb Temperatures. . . . . 7tg
E. P. Correctlon Factors. 720
Checking Fuel Flow. 720
Fuel Flow. 720
SpecificFuel Consumption(lbs./H.P./hr.), 720
Checking Oil Consumption. 720
Final Engine Check. 721
CIIAPTER VIII
PREPARATION OF ENGINE AFTER RUN-IN
General
Cleaning Engine 801
Oil Drain Plugs. 801
Spark Plugs. 801
Valve Clearances. 801
Preperatlon for Installatlon ln Alrplane
Greasing Rocker Arm Fittings (Grease Lubricated - Wasp Jr. B Engines). . 801
Checking Magnetos 801
Waterproofing Magnetos 801
Checking Nuts and Screws. 801
Cylinder Deflectors. 801
Preparatlon ol Englnes lor Storage
General. 802
Preliminary Treatment. 802
Rocker Box Covers 802
Rocker Boxes. 802
Thrust Bearing 802
Generatorand Vacuum Pump Drives. 802
ExhaustPorts. 802
802
Lfi,nxi''i:ffiH:::i"iol"
Painted Surfaces and Rubber Parts
802
803
External Engine Cleaning. 803
Carburetor Opening. 803
Openings 803
Propeller Shaft. 803
CHAPTER VIII (aontlnued)
PREPARATION OF ENGINE AFTER RUN-IN (continued) Page
Preparatlon of Englnes for Storage (contlnued)
Crankcase Parting Surfaces 803
Carburetor 803
Magneto 803
Spark Plugs 803
Accessoriesor Auxiliaries. . . . 803
General Inspection. 803
Preparatlon of Englne lor Runnlng After Storage
General. 804
Carburetor 804

CEAPTER IX
INSTALLATION AND RUN-UP OF ENGINE IN AIRPLANE
Installlng Englne ln Alrplane
General. 901
With Fixed Mount. 901
Installation of Accessories,Pipe Connections and Controls. . . . 901
With Removable Mount. . . . . 901
Fixed Pitch, Controllable, Constant Speed and Hydromatic Propellers. . . . . . 902
Run-up of Engine in Airplane 902
Ground Running Precautions... . . 902
Adjustment of Oil Pressure Relief Valve 902

CHAPTER X
GUN SYNCHRONIZERS. 1001
CEAPTER XI
SPARK PLUGS 1101

CHAPTER XII
FUEL PUMPS
General Informatlon
PescoFueI Pumps. . . . . l20L
CecoFuel Pumps 1209

CEAPTER XIII
CARBURETORS
StrombergNA-R9A and NA-R9B... 1301
StrombergNA-R9C1 and NA-R9C2. 1309
Stromberg NA-Y9E and NA-Y9EL L3t7
StrombergNA-Y9C, NA-Y9G and NA-Y9G1 t323
CHAPTER XIII (contlnued)
CARBURETORS (continued) Page
StrombergNA-Y9H 1335
StrombergNA-Y9J. L34L
Bendix-StrombergAutomatic Mixture Control Unit. 1361

CIIAPTER XIV
MAGNETOS
General Construotlon
Scintilla SB9R. 1401
Scintilla VAG9-D and VAG9-DR 1408
American BoschSB9RU-3. 14tL

CHAPTER I(V
RADIO SHIELDING
Pratt and Whitney Type. 1501

CIIAPTER XVI
AUTOMATIC OIL TEMPERATURE CONTROL UNIT. 1601

CHAPTER XVII
AUTOMATIC MIXTURE AND POWER CONTROL UNIT. 1701

CHAPTER XVIII
'1801
MISCELLANEOUS CONVERSIONS

APPENDIX
Tightening Torque Recommendations
Numerical Tool List
Tables of Clearances
Charts for Tables of Clearancesand Lubrication Diagrams

\v
INDEX OF ILLUSTRATIONS

Frontispieces
Right Front View (WaspHl Engine)
Right Rear View
Left Rear View
SuggestedOverhaulShop Layout

CHAPTER I
DISASSEMBLY OF ENGINE INTO MAJOR SUB-ASSEMBLIES Page
Fig. 101- Engine Overhaul Stand 102
Fig. 102 - Loosening the Thrust Nut 102
Fig. 103 - Checking Propeller Shaft Runout with Dial Indicator. . . 702
Fig. 104 - Removal of Front Section (Geared Engines) I04
Fig. 105 - Removal of Front Section (Direct Drive Engines) 104
Fig. 106 - Removal of Reduction Drive Gear. . 104
Fig. 107 - Removal of Front Half of Main Crankcase. 105
Fig. 108 - Removal of Front Main Bearing Inner Race.. 106
Fig. 109 - Removal of Crankshaft and Articulating Rod Assembly 106
Fig. 110 - Removal of OiI Pump L07
Fig. 111 - Removal of Gun Drive Gear. L07
Fig. 112 - Separating Rear and Blower Sections 108

CHAPTER II

DISASSEMBLY OF MAJOR SUB-ASSEMBLIES

Fig. 201 - Removal of Pinion Cage Lock Nut. . 202

Fig. 202 - Removal of Pinion Cage Assembly. 202
Fig. 203 - Removal of Pinion Shafts 203
Fig.204 - Use of the Valve Spring Depressor 203
Fig. 205 - Removal of Spring Blower Drive Coupling 204
Fig. 206 - Rernoval of Rear Main Bearing Inner Race. 205
Fig.207 - Separating the Two Sections of the Crankshaft 206
Fig. 208 - Disassembly of Flyweight Sections 206
Fig. 209 - Removal of Knuckle Pins 207
Fig. 210 - Use of the Blower Gear Holder. . . . . 207
Fig. 211 - Removal of the Impeller Nut. . 208
Fig.2L2 - Removal of the Impeller. 209
Fig. 213 - Removal of Intermediate Shaft Rear Bearing and Inner Liner. . . 209
Fig. 214 - Removal of Floating Gear Retaining Nut. . 209

CHAPTER III
CLEANING
Fig. 301__ Typical Engine Parts Wash Stand. 302
Fig. 302- Typical Engine Wash House. 304
CEAPTER IV
INSPECTION Page
Fig. 401- Inspectionof PropellerShaft for Concentricity 404
Fig. 402- Use of Valve Stretch Gage. 406
Fig. 403- Spring Testing Machine 407
Fig. 404 - Inspection of Cylinders for Wear and Taper. 408
Fig. 405 - Checking Side Clearanceof Piston Rings. . . 409
Fig. 406A-F - Leaded Silver Master Rod Bearings. . . . 412-4L7 i

Fig. 407 - Inspection of Articulating Rods for Torsional Displacement. . . . . 4I8

Fig. 408 - AN-484 Magnaflux Machine 421
Fig. 409 - Demagnetizing Unit. . 422
Fig. 410 - Magnetizing Articulating Rods. 426
Fig. 411 - Magnetizing Reduction Gear Cage. 426
Fig. -
4L2 Magnetizing Shelf Type Cam 426
Fig. 413 - Magnetizing Cylinder in a Solenoid 427
Fig. 4L4- Magnetizing Cylinder with Cable through Bore and Out Intake
Port. . 427
Fig. 415 -- Magnetizing Reduction Drive Gear 427
Fig. 416 - Magnetizing Knuckle Pin in a Solenoid. . . 427
Fig. 4L7 - Magnetizing Valve Tappet Rollers on a Rod 428
Fig. 418 - Magnetizing Valve Tappet Rollers in a Solenoid. . . 428
Fig. 419 - Method of Holding Valve Tappet Rollers in Inspection Bath. . . . 428
Fig. 420 - Magnetizing Propeller Shaft 428
CIIAPTER V
REPAIR AND ASSEMBLY OF MAJOR SUB-ASSEMBLIES
Fig. 500 - Typical Set-up for Metal Spraying
Fig. 501 - Installing Valve Tappet Guide - Wasp Jr.. . . . 505
Fig. 502 - Reaming Valve Tappet Guide - Wasp Jr.. . . 505
Fig. 503 - Reaming Governor Driven Gear Bushing - Wasp H1. . . 506
Fig. 504 - Reaming the Intermediate Governor Drive Gear Bushing -
Wasp Hl. . 508
Fig. 505 - Reaming Cam Reduction Gear Bushing - Wasp H1-G 508
Fig. 506 - Grinding Fixed Gear Ring Surface 509
Fig. 507 - Boring Pinion Gear Bushing. . . . 510
Fig. 508 - Reoperation of Propeller Shaft Threads. . . 510
Fig. 509 - Removing Cam Reduction Gear Bushing. . . . 5t2
Fig. 510 - Installing Mounting Disc for Name Plate on Sump. 513
Fig. 511 - Drilling Out Valve Guide. 5L4
Fig. 512 - Reaming Valve Guide 515
Fig. 513 - Removal of Inlet Valve Seat - Boring. 515
Fig. 514 - Facing Valve Seat. . 516
Fig. 515 - Refacing Valve 516
Fig. 516 - Reaming Rocker Shaft Inserts. . . . 518
Fig. 517 - Removing Rocker Arm Ball Cup. . 519
Fig. 518 - Removing Push Rod Ball End. . 519
Fig. 519 - Lapping Cylinder Barrel Flange. 520
Fig. 520 - Valve Tappet Reworking. 520
Fig. 5204' - Piston Ring Arrangements (Wasp Jr. Engines) 521
Fig. 5208 - Piston Ring Arrangements (Wasp and Hornet Engines) 522
Fig. 521 - Checking End Clearance of Piston Ring. . 523

I
CEAPTER V (contlnued)
REPAIR AND ASSEMBLY OF MAJOR SUB-ASSEMBLIES (continued) Page
Fig.522 - Cylinder and Piston Ring Lapping Machine. 524
Fig. 523 - Installation of Master Rod Bearing. . . . . 526
Fig. 524 - Methods of Plugging and Taping Knuckle Pins Before Plating.. . 527
Fig. 525 - Installing Piston Pin BushinC. . . . . 528
Fig. 526 - Pinning the Piston Pin BushinC. . . . . 529
Fig.527 - Wadell Boring Fixture - Articulating Rod. 530
Fig. 528 - Removing Oil Pressure Pipe from Rear Section. 531
Fig. 529 - Reaming Magneto Shaft Bushing. . . . 532
Fig. 530 - Facing Magneto Shaft Bushing.. . . 533
Fig. 531 - Reaming Starter Shaft Bushing. . . . 534
Fig. 532 - Assembly of Pinion Shafts into Cage. 537
Fig. 533 - Assembly of Pinion Cage on Propeller Shaft. 538
Fig. 534 - Installing Rocker Arm Bearing. . . . . 540
Fig. 535 - Installing Knuckle Pins in Master Rod. . 540
Fig. 536 - Section of Master Rod Showing Knuckle Pins and Lock. 54L
Fig. 537 - Assembly of Crankshaft. 541
Fig. 538 - Diagram Showing Direction of Thrust of Impeller Shaft and
Intermediate Shaft Bearings - Steel Cage Type 542
Fig. 539 - Diagram Showing Direction of Thrust of Impeller Shaft and
Intermediate Shaft Bearings - Outboard Support Type. 542
Fig. 540 - Assembly of Impeller with the Pusher 543
Fig. 541- Checking ClearanceBetween Impeller and Blower Case.. 544
Fig. 542 - Blower Bearing Cover Assembly Showing Location of Securing
Screws. 545
Fig. 543 - Checking Clearance Between O.D. of Spacer and I.D. of Blower
Bearing Cover Hole.. 546
CEAPTER VI
FINAL ASSEMBLY
Fig. 601- CheckingStarterShaftBushingwith FlushPin Gage 602
Fig. 602 - Checking Backlash between Generator Drive Gear and Starter
Jaw Gear 602
Fig. 603 - Checking Backlash between Vacuum Pump Drive Gear and
Fuel Pump Drive Gear. . 603
Fig. 6034' - Vacuum Pump Gaskets. 604
Fig. 604 - Checking Clearance between Bottom of Cam Spacer and Top of
Cam Hub - Wasp Jr. Engine. 605
Fig. 605 - Installing Reduction Drive Gear. 606
Fig. 606 - Installing Cylinder. 607
Fig. 607 - Installing OiI Sump 608
Fig. 608 - Timing Marks on Scintilla SB-9R Magneto 610
Fig. 609 - Timing Pointer for Timing and Synchronizing Magnetos. 610
Fig. 610 - Rear View of American Bosch SB9RU-3 Magneto Showing
Timing Marks 611
Fig. 611- Wiring Diagram. 6LL
CHAPTER VII
RUN.IN OF ENGINES AFTER OVERHAUL
Fig. 701 - Typical Engine Test Chamber. 702
Fig.702 - Adapter Mount Plate for Single Row Engines. 704
CHAPTER VII (conttnued)
RUN-IN OF ENGINE AFTER OVERHAUL (continued)
Fig. 703 - Typical Control Room 706
Fig. 704 - Piping Diagram of Typical Test House 7L0
Fig. 705 - Typical Installation Drawing-Wasp Jr. 83. 713
Fig. 7054' - Typical Installation Drawing-Wasp S3H1. 714
Fig. 706 - Sample Log of Engine Test 716
Fig. 707 - Psychrometric Vapor Pressure Chart 7t8
IGNITION
MANIFOLD

INTER-CYLINDER
OIL PIPES

GOVERNOR
M O U N T I N GP A D

PROPELLER
OIL PIPE

owl MoIJNTING
1--

MAIN SUMP

Right Front View

(Wasp H1 Engine)
J*t r/*ctioru
The maximum number of hours which an engine should be operated'between overhauls depends
primarily upon the nature and severity of rhe op-eratingconditions. Due to the many ways in ihich
Pratt and Vhitney engines are used and the riumeto,ls variables, even under similar ueage,which
affect enginesin service, general recommendations on the number of flight h_oursbetween overhaula,
to serve as a starting point for maintenance procedure, are applicable only_to operators who are
-Fromihen
starting to operate nJw'equipment with which ihey have had nd&perience. on, the time
between oveihauls is governid by the individual operatorosexperienceand sp_ecific recommendatione
are only applicable t6 each opeiator individually^. The safe procedure_with new equipment is to
-conservative
start with a time limit, then graduallv approach longer periods, basedon the satisfactory
condition of the engine at overhaul and ihe .".rni""i""o.d of d6pendability. The preferable incre-
ment of time is lS-/e. When an operator is considering an ext_ensionof time between overhaul
periods,
- it is recommended that the?ratt and Vhitney Aircraft Service Department be consulted.
For experiencedairline or fleet operators, using Wasp Jr., Wasp or Hornet errgines-forthe firet
time, it ii recommended that the engines be oveihaul"h betlne"n 400 and 500 hours, baeed on an
average cruising output of 50 to 60 per cent of takeoff horsepower. For new operl-tors and private
-
owner"sit is reiommended that the engines be overhaul"d between 350 and 400 hours. Vhen
experience warrants extending these ov-erhaul periods, it is important to take into account any
chinges in operating proceduri, particularly if power output is affected. For domestic commercial
op.r""to.r, overha"lllriods and ihe e*tensi,onthereof should be in accordancewith the regulations
of the Civil AeronauticsAuthoritv.
For military operations where enginepower output is dictated by tactical requirements, it is recom-
mended that frrs'toverhaul should iot eiceed 300io 350 hours uniil considerableexperiencehas been
gained with the engine model. For long range aircraft where the enginesare cruised at relatively
iorn po*.r.. 400 hoirs is considereda reisonable time for first overhaul. The time interval for sub-
sequent overhauls should be governed not only by the condition of the enginesat overhaul and their
record of dependability,but ilso by the extraordinary outputs which military tacticemight demand.
This Oveihaul Manual covers tLe Wasp Jr.B,Bi, "ttd'83, Wasp Hl "niHl-G,and-the Hornet
E, EG,E2-GandE3-Gengine models.It^includesall necessaryinformation for the major overhaul
of these engines. Informition on any related subject may be readily found by-referring to the
index.
It will be noted in the text that all Overhaul Tools will be referred to by name only. The tool
numbers may be obtained from the Tool List immediately following each chapter. A complete
numerical overhaul tool list is also contained in the Appendix.
It is recommended that those superintending engirie overhaul be familiar with the following
separate publications:
-Operators
Handbook - This book contains instructions on the operation, care, and maintenance
of engine between overhauls.
Seivice Bulletins - These are issued from time to time as additional information and improve-
ments become available or when changes are made in certain maintenance or overhaul procedurea.
Service Bulletins serve the purpose oT supplementing both the Overhaul Manual and OperatorB
Handbook.
This Manual includes all information covering Vasp Jr. B, Wasp Hl and Hornet E Serieeengines
as contained in Service Bulletins up to and including No. 352.
Engine Parts List - These inciude all engine iarts by name, code word, numbero quantity
per eigine, together with the engine models t6 which they apply. Interchangeability of parte ii
determ-inedfrom this list and Paits List Supplements which are issued from time to time covering
changesand additions. Numerical price lisfs and alphabetical code lists are also available.
Installation Information - The Installation Department publishes installation data to sup-
plement the information presented on our engine installation drawings. Such data is presented in
bulletin form which can be compiled in the form of a handbook.
Tables of Clearances - The Tables of Clearances which are contained in this Manual are
compiled to provide Overhaul Shops, Service Stations and Technical Schools with the fits and
cleaiancesfof Pratt and Whitney Single Row engines. These tables are to be used in conjqnction
with the current editions of Wdll Chlrts and the reduced size charts appearing in this Manual,
both of which contain reference numbers indicating the locations of fits and clearances.The Wall
Charts, which are available for use in Overhaul Shopsoalso designate the engine lubrication Eyetem
in colors.
It is our object to furnish Overhaul Shops and Service Stations with the very latest and beet
knowledge available on the maintenance of Wasp Jr.,, Wasp, and Ho_rnet_engines.Any information
not contained in this Manual will be gladly furnished upon request by the Pratt and Whitney Air.
craft Service Department.
P R I M E RL I N E S
BREATHER
CONNECTION

MANIFOLD
PRESSURE
GAGE
CONNECTION

olL
OUTLET
AUXILIARY OR
MIXTURECONTROL GUN SYNCHRONIZER
LEVER DRIVE

I D L EM I X T U R E
ADJUSTMENT O I LP R E S S U R E
R E L I EV
FA L V E
THROTTLE
LEVER

OIL INLET

Right Rear View

stRvlct
Authorized Service Stations - The emblem illustrated below is displayed by Authorized
Service Stations.

AUTHORIZED

PARTS& SERYICE
All stations displaying this sign have equipment and personnel for thoroughly and efficiently
overhauling Pratt and Whitney engines. Thege stations use only Pratt and Whitney Aircraft parts
which are iotd at the publishei ""i'"log prices at all Service Staiions throughout the United Sfatee.

Factory Service Department - Pratt and Whitney Aircraft maintains a Factory Service
Department to assiet its customers in the operation and maintenance of Pratt and Whitney Air-
crait engines. The Service Department maintains contact with Operatorg and Overhaul activitiee
by mearis of periodic visite of s6rvice representativesowho are also ivailable for the investigation of
airy specific difficulty or problem. Any request for assistance should be addressed direit to the
Seivicl,sDepartment of thi Pratt and Whitnev Aircraft, East Hartford, Connecticut.

Ordering Parts - Whenever possible, parts should be ordered from a Parts Catalog. These
catalogs arJfurnished to Operatoriand Serv'iceStations and are available to other intereste? parties.
In casi a parts list ie not av'ailable,give name of engine, modeloand engine number, and a full descrip-
tion of the part wanted and where it is used. Whenever possible, parts should be ordered through
the neareet Service Station.

Some parts are not furnished individually but must be purchased as assemblies. This is becauee
they require special or expensive equipment for assembling and cannot be fabricated except in a
ehop especially equipped for thie work. If an order is received for a unit of an assembly coming
under this classification, the complete assembly will be shipped.

Spare parts for carburetors, magnetos and special radio shielding together with such accessories
ae propellers, hubso vacuum pumps, starters, generators, should be ordered direct from the manu-
facturer.

Returning Parts - Whenever possibleoparts being returned for repairso information, inspection
or credit, ehould be returned through an authorized Service Station. In caee it is not possible to
send parts in through an authorized Service Stationo it is necessaryto first obtain the prop"i authority
from the factory for their return. When requesting authority fol return of parts or when returning
parts to a Service Station all information should be given as to:

l. Reason for return. 3. Type of engine from which parts are taken.
2. Engine Number. 4. Number of hours of service of the part and of the engine.

If the parts are being returned direct to the factory, proper notification of shipment must be sent
to the factory so that it will arrive at least one day in advance of the receipt of parts...

When returning parts for repair only, it is unnecessary to obtain authority for return and, whereas
desirable, it is not essentialto have them sent through a Service Station. All factory repair work is
handled by the United Airports Divieion, RentschlEr Field, East Hartford, Conn.' Strictly repair
iteme ehould be sent to that address.
G E N E R A T O RD R I V E
OIL PRESSURE
G A G EC O N N E C T I O N
STARTER
DRIVE

AUXILIARY
CABLE
OUTLETS
TACHOMETER
DRIVE

VACUUM PUMP
DRIVE

F U E LP U M P
DRIVE F U E LI N L E T

OIL SCREEN F U E LP R E S S U R E
CHAMBER G A G EC O N N E C T I O N

Left Rear View

SUGGESTEDSPECTALEQUTPMENTFOR OVERHAUL SEOP

To properly and efficiently overhaul Pratt and arranged, the overhaul shop should be located
Whitney engines, too much emphasis cannot be behind the hangar. It is also suggested that the
placed on the necessity for suitable shop facili- test house be soundproofed as well as possible.
ties and equipment.
Another advantage in distance from the field
In locating and laying out an engine overhaul is cleanliness, which is an important factor for
shop, the same principles apply as for any shop satisfactory overhaul. Adequate and efficient
where precision work is carried out. Natural heating and ventilation are also important.
light should be used where possible - northern
exposure being the most desirable. Obviously, The arrangement of the shop should be worked
such operations as the inspection and the repair out to eliminate as much lost motion as possible
of major sub-assembliesshould be carried out in and maintain a constant and uniform flow of
the most favorably lighted portions of the shop. material through the several processes and
For artificial lighting, other than portable hand operations.
light, mercury vapor lamps have been found The suggestedequipment for the average over-
advantageous. haul shop is listed below. The special tools and
Quietness very often presents a difficult prob- equipment peculiar to various overhaul opera-
lem at the average airport and, where it can be tions are discussed in the text of this manual.

Quantlty I)escrlptlon Souree of Supply

1 Air Compressor ( a i Ingersoll Rand Company
New York City, New York
( b ) Curtiss Mfg. Company
St. Louis, Missouri
Automatic Mixture Bendix Products Corporation
Control Test Rig Stromberg Carburetor Div.
South Bend, Indiana
1 Automatic Mixture and Power Control Refer to Fig. 1704 ol page 1709
Test Rig
1 Baking Oven (with circulating fan) Gehnrich Corporation
Long Island Oity, New York
1 36" Bullard Vertical Turret Lathe The Bullard Company
Bridgeport, Connecticut
I Cylinder Assembly and Pratt & Whitney Aircraft
Disassembly Stand East Hartford, Connecticut
2 each Crankshaft Holding Pratt & Whitney Aircraft
Fixtures and Adapters (TAM-206) East Hartford, Connecticut
1 Upright Drill Press ( a ) Leland-Gifford Machine Co.
(rt2 Leland-Gifford) Worcester, Massachusetts
( b ) Avey Drilling Machine Co.
Cincinnati, Ohio
Dumore Portable Tool Dumore Cornpany
Post Grinder Racine, Wisconsin
DegreasingEquipment ( a ) Detroit Rex Products Co.
Detroit, Michigan
(b) R. F. BlakesleeCompany
Cicero, Illinois
1 Electric Etching William Brewster Company
Equipment New York City, New York
10 Engine Disassembly GeorgeP. Clark Company
Racks Windsor Locks, Connecticut
6 Engine Overhaul Stands with Drip Pans Pratt & Whitney Aircraft
East Hartford, Connecticut
1 Engine Parts Wash Starid ( a ) New Bngland Blower Co.
Hartford, Connecticut
( b ) SouthernNew England Roofing Company
\- Hartford, Connecticut
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SUGGESTED SPECIAL EQUIPMENT FOR OVERHAUL SHOP

Quantlty Descrlptlon Source of Supply

1 Engine Scales (a) Fairbanks-Morse & Company
Chicago, Illinois
( b ) Howe Scale Company
Rutland, Vermont
1,,3 H.P. Flexible Shaft PedestalType ( a ) Charles L. Jarvis Company
Grinding and Burring Machine Middletown, Connecticut
r b ) Pratt & Whitney Division
Niles-Bement-Pond Company
West Hartford. Connecticut
Heald #73 (Red Head) Heald Machine Company
Internal Grinder Worcester, Massachusetts
Heald #22 Rotary Surface Grinding Heald Machine Company
Machine Worcester, Massachusetts
#3 Horizontal Milling Machine ( a ) Kearney & Trecker
Milwaukee,Wisconsin
( b ) Cincinnati Milling Machine Company
Cincinnati, Ohio
Lifting Hoist and Track ( a ) Wright Mfg. Company
(4000lb. Min. capacity) York, Pennsylvania
( b ) Yale & Towne Company
New York City, New York
15-Ton Hydraulic Press (a) Lempco Products, Inc.
Bedford, Ohio
(b) Greenerd Arbor Press Co.
Nashua, New Hampshire
Lapping Plate (36" square) Taft-Pierce Company
Woonsocket, Rhode Island
Magnaflux Equipment Magnaflux Corporation
Chicago, Illinois
Manually Operated Arbor Press Greenerd Arbor Press Co.
Nashua, New Hampshire
Metal Spray Outfit Metallizing EngineeringCo., Inc.
210741stAve.,Long IslandCity, NewYork
12" Motor Driven Lathe ( a ) Monarch Tool Company
Sidney, Ohio
( b ) Pratt & Whitney Division
Niles-Bement-Pond Company
West Hartford, Connecticut
24" Motor Driven Lathe Lodge & Shipley Company
Cincinnati, Ohio
Magneto Charger (a) Scintilla Magneto Co.
Sidney, New York
(b) American Bosch Corp.
Springfield, Massachusetts
Magneto Testing Stand ( a ) Scintilla Magneto Co.
Sidney, New York
( b ) American Bosch Corp.
Springfield, Massachusetts
Magneto Tool Kit ( a ) Scintilla Magneto Co.
Sidney, New York
( b ) American Bosch Corn.
Springfield, Massachusetts
Oil Bath Equipment ( a ) General Electric Company
Schenectady,New York
rb) Storts Welding Company
Meriden, Connecticut
Paint Spray Booth ( a ) De Vilbiss Company
Toledo, Ohio
( b ) Binks Mfg. Company
Chicago, Illinois
SUGGESTED SPECIAL EQUIPMENT FOR OVERHAUL SHOP

Quantity Description Source of Supply

1 Piston Ring Lapping Machine United Airports Division
East Hartford, Connecticut
1 Polishing Machine (a) Gardner Machine Company
Beloit, Wisconsin
(b) U. S. Electrical Tool Co.
Cincinnati, Ohio
PressureFeed Tank, Complete with Gun De Vilbiss Company
Equipment {for preparingenginesfor storage) Toledo, Ohio
Sandblast Equipment (Do not use steel Pangborn Corporation
shot equipment) Hagerstown, Maryland
SpeedLathe J. G. Blount Company
Everett, Massachusetts
Sensitive Bench Drill Leland-Gifford Company
lLeland-Gifford #1) Worcester, Massachusetts
Spark Plug Bomb Tester Refer to Plug Manufacturer
Starter Tool Kit (Eclipse Starters) Eclipse Aviation Division
Bendix Aviation Corp.
Bendix, New Jersey
Starter Tool Kit (Coffman Starters) Federal Laboratories, Inc.
Pittsburgh, Pennsylvania
Generator Tool Kit Eclipse Aviation Division
Bendix Aviation Corp.
Bendix, New Jersey
Stromberg Flow Bench Bendix Products Corp.
Stromberg Carburetor Div.
South Bend, Indiana
Stromberg Carburetor Tool Kit Bendix Products Corp.
Stromberg Carburetor Div.
South Bend, Indiana
10 Sub-assemblyParts Racks Champlain Box Co. (may be fabri-
Hartford, Conn. cated by shop)
Spring Tester (a) Rinck-Mclllwaine, Inc. (Rimac)
New York City, New York
(b) Link Engineering and Mfg. Co.
Detroit, Michigan
Surface Plate (36" square) Taft-Pierce Company
ifor inspection purposes) Woonsocket,Rhode Island
Tool Racks May be fabricated by shop
Tool Bit Grinding Machine ta) Taylor & Fenn Company
Hartford, Connecticut
(b) U. S. Electrical Tool Co.
Cincinnati, Ohio
Valve Seat Grinder (a) Black & Decker Mfg. Co.
Valve Refacing Machine Towson, Maryland
(b) Van Dorn Electrical Tool Co.
Towson, Maryland
(c) Albertson Mfg. Company
Sioux City, Iowa
(d) Wadell Engineering Co.
Newark, New Jersey
(e) Hall Manufacturing Co.
Toledo, Ohio
1 set Wall Chart Racks Multiplex Display Fixture Co.
St. Louis, Missouri
1 Wadell Boring Fixture Wadell Engineering Co.
Newark. New Jersev
REMOVAL OF ENGINE FROM AIRPLANE

General-The procedure for removing an en- Remove the vernier lock plate and the clamp
gine from an airplane varies with the type of nut gasket. Failure to remove the vernier lock
engine mount and the type of ship. Detailed plate before attempting to unscrew the cylinder
instructions should be obtained from the airplane head will result in serious damage to the puller
manufacturer and only a general description bolt.
of the procedure will be given here.
Remove the propeller from the shaft. Take
Before proceeding with engine removal, the care not to damage the shaft threads.
ship should be housedindoors where proper tools
are available, and under good conditions oflight, IJnscrew the piston gasket nut and take out the
temperature and cleanliness. spring assembly.

Two types of engine mounts are predominant; Remove the two piston gaskets.
namely, one which is incorporated as an integral IJnscrew the piston.
part of the airplane, in which case the controls,
fuel lines, and electrical connections are discon- Remove the propeller from the crankshaft.
nected at the engine, and one which may be de- Take care rlot to damage the engine shaft threads.
tached from the ship as a unit. With this latter
type the various connections are broken at the Now that the front cone has been installed in
firewall. the propeller and the propeller has been flown,
the action of changing pitch has aligned the cyl-
When guiding the engine from the ship, care inder and piston. The propeller may be re-
should be exercisedto prevent any portion of the placed on a propeller shaft. without disassembling
rear section or accessories from striking the the counterweight bearings. Care must be taken,
mount. however, not to jar the cylinder and piston out of
alignment. If there is any chance that the
Removal of Flxed Pttch Propeller-Remove cylinder and piston have been shifted, lhg
propeller by withdrawing locking pin and un- cbunterweight bearings should be disassembled
screwing hub nut. The propeller hub nut, which to permit correct alignment of the piston threads
serves as a jack for starting the propeller off the on'the threads of tlie engine shaff and thus in-
shaft, is unscrewed by inserting the end of a sure against damaging the shaft threads.
straight bar (approximately 4 ft. long x /a" in
diameter) through the holes in the end of the nut Rernoval of Hydrornatle Propeller-Remove
and turning it counterclockwise. When the nut the lock screw from the dome retaining nut and
reaches the end of its thread, the propeller is unscrew the nut. This nut is attached to the
usually free enough so that it can be removed the dome and acts as a puller when the nut is un-
rest of the way by hand. screwed. Remove dome balancing hole nut at
outboard end of dome and install the Dome
Cautlon-Do not allow the hub to fall off the Handle.
propeller shaft. Avoid cocking propeller and
burring of propeller nut threads on shaft Remove the dome assembly.
when removing propeller.
Remove the lock ring from the propeller re-
Rernoval of Controllable, Constant Speed taining nut.
and Eydrornatlc Propellers-Complete in- Unscrew the valve assembly.
structions for the removal of these propellers
are given in the service manual issued by the pro- Unscrew the propeller retaining nut and re-
peller manufacturer. For convenience these in- move the propeller from the shaft.
structions are as follows:
Note-The hub snap ring and related parts
Rernoval of Two Posltlon and Constant inside the spider are so arranged that,
Speed Propellers-Move the blades toward the as the retaining nut is backed off it
full high pitch position until the pitch is within pulls the propeller with it until the nut
8" of the basic index setting of the propeller. ieaches the end of the propeller shaft
This is done to remove all compression from the thread.
springs.
Be sure, however, that the blades are not more Removal of Cowllng-Sections of the cowling,
than 8o away from the base setting or else the which are attached to the engine and which
springs will be under compression and the obstruct accessibility to the controls, should be
threads of the clamp nut may be stripped when removed.
it is unscrewed.
Removal of Accessories, Plpe Connectlons
Remove the clamp nut lock ring and unscrew and Controls-The following accessoriesshould
\ the clamp nut. be removed, and the pipe connections and con-
REMOVAL OF ENGINE FROM AIRPLANE

trols disconnected prior to removal of engine Remove the engine mounting bolts, starting
from the airplane: with those at the bottom and concludine with the
top bolt.
1. Battery.
2. Throttle control rods (on side of carbu- Caution-Two men are required for this
retor). operation, one to remove the mounting bolts
3. Mixture control rods (on side of carbu- and one to operate the chain hoist.
retor behind throttle).
Cover portions of the rear section and acces-
4. Starter energizingrod (if provided). sories which may strike the mount, and then
5. Governor control linkage (if provided). carefully remove engine from mount. Lower the
6. Hot air control rod (on air intake). engine and fasten it to the upturned mounting
7. Oil inlet pipe connection (at right side of flange of an engine stand using six V16"bolts.
rear section below oil pump). The engineis now ready for the overhaul shop.
8. Oil outlet pipe connection (at rear center When received in the overhaul shop, an inspec-
of engine). tion and record should be made of the condition
9. Oil outlet temperature gage connection. of the engine and its equipment.
10. Oil pressure gage pipe.
Rernoval of Englne frorn Packlng Box-The
11. Oil tank vent pipe. engine may be removed from its packing box by
12. Carburetor fuel supply pipe (at left side attaching the Lifting Sling, PWA-37, to the lift-
of carburetor). ing links provided at the top of the engine, and
13. Fuel pressure gage pipe (at left or"rear supporting the engine from a chain hoist. The
side of carburetor). box should be tilted on its side so the engine
L4. Fuel pressure relief pipe. is in a horizontal (flight) position. Proceedin a
15. Fuel pump inlet and outlet pipes. manner similar to that indicated under the head-
ing "Removal of Engine from Airplane."
16. FueI pump drain pipe.
L7. Manifold pressure gage pipe. Cautlon-When tilting the box and engine,
18. Wiring from magnetos to switch. gradually take up the weight with the hoist
19. Thermocouplewiring. to avoid danger of tipping over. Care should
be taken that the arms of the Lifting Sling
20. Tachometer cable. do not damage the upper cylinders and ad-
2L. Exhaust pipes to hotspot (if provided). jacent parts.
22. Exhaust manifold and pipes.
The engine may also be removed from the
23. Carburetor air scoop (below carburetor). packing box in an upright (propeller shaft up)
24. Generator, if provided (it is necessary position by removing the thread protector on the
that all external wire connections be first end of the propeller shaft, attaching the proper
disconnected). engine Lifting Eye, and using a chain hoist
25. Starter. hooked to the Lifting Eye.
26. Carburetor.
Support the engine weight by the hoist, remove
27. Vacuum pump. the bolts securing the blower section to the plate
28. Any other accessories,piping or wiring in the box, and carefully guide the engine from
attached thereto, which might interfere the plate while lifting it with the hoist. The
with removal of an engine. engine should then be placed on an engine stand
and fastened with at least six bolts.
Rernoval of Englne frorn Alrplane-Hook the
Lifting Sling, PWA-37, to a chain hoist and the The carburetor and other accessoriesshould be
sling to the lifting links provided at the top of the removed from their compartments in the packing
engine, and then relieve mount of engine weight. box.

\-
101

CEAPTER I

DISASSEMBLY OF ENGINE INTO MAJOR SUB-ASSEMBLIES

PRELIMINARY INSTRUCTIONS AND OPERATIONS

Before proceeding with the dismantling opera- do not remove screws which fasten magneto
tions as outlined in this chapter, the engine coupling gears to the rear ends of the magneto
should be mounted on an Engine Overhaul Stand drive shafts.
(see Fig. 101). This is best accomplished by Cautlon-The screw driver used for this
attaching a Lifting Eye to the end of the propeller operation should fit snugly into the slots of
shaft and raising the engine onto the stand with a the screws. If the screw driver is too small it
lifting hoist having a minimum capacity of one will damage the screw slots.
ton. Fasten the engine to the stand with at
least six bolts through the mounting bolt holes Starter-Unscrew nuts which fasten starter to
in the blower section. rear section and remove starter.
The dismantling instructions which follow are Starter Jaw Nut-Loosen but do not remove
written with the understanding that all safety nut which fastens starter jaw to the rear end of
wiring, palnuts and cotter pins will be removed the starter shaft.
where necessary before attempting to disassem-
Gun Synchronlzers or Accessory Pumps-
ble any part from the engine. (Inscrew the nuts which fasten them to rear
For preliminary steps in engine disassembly, section and remove. This procedure will apply
the.engine stand should be turned so that the to the removal of gun or pump drive covers if
engine assumesa horizontal (or flight) position. these parts are installed.
The procedure outlined in the following para-
graphs is suggested. Vertlcal Accessory l)rlve Shaft-Loosen but
do not remove nuts on the upper ends of the
Oil Dratn Plugs-Remove the plug at the bot- vertical accessorydrive shafts.
tom of the oil screen chamber in the rear section The engine should then be turned with the
with the Oil Screen Cover Wrench, and lift out stand so that the propeller sllaft is in an upright
the oil screen and check valve assembly. Also, vertical position and the rear section is nearest
remove the oil drain plug from the bottom of the the floor.
sump. Allow the oil to drain from the oil screen
chamber and from the sump into suitable recepta- Tachometer Drlve-Unscrew fillister head
cles. screws which secure tachometer couplings to the
rear section and remove couplings and shafts.
At this time it is advisable to examine the
Thrust Bearlng Nut-In order to facilitate
screen, the sump drain plug and the oil for the later removal of the thrust bearing nut, loosen it
presence of any metal chips or foreign matter
which would indicate a failure or some other one quarter turn using the Thrust Nut Wrench
(see Fig. L02).
unsatisfactory condition in the engine.
Ignltlon Wlres-Unfasten at spark plugs.
Magnetos and Attachlng Parts-Remove
Spark Plugs-Remove spark plugs with the
magheto spark control rods, if provided. Re- proper Spark Plug Wrench.
move bolts, and unfasten clamps which attach
magneto shields to the magneto. Then remove Propeller Shaft Run-out-Mount a dial indi-
the- shields and distributor blocks. Both sets cator on a thrust bearing cover stud with the
of magneto distributor blocks should be pro- plunger resting on the propeller shaft (see Fig.
tected with heavy paper or cloth. 103). The run-out should not exceed .005" and
.015" (full lndlcator readlng) on the rear and
Remove cap screws which secure magnetos to
front cone seats respectively. In the event that
the rear section and lift off each magneto with its
these limits are exceeded,particular note should
respective rubber coupling.
be made for further investigation after the engine
Magneto Coupllng Gear Screws-Loosen but has been completely disassembled.

DISMANTLING
Dismantle the engine as follows: primer line from the deflector through which it
extends.
Prkner Llnes-Disconnect all primer lines at
the blower end and also at the cylinders to which Cyltnder I)efleetors-Early Wasp Jr. B engines
they are attached. Unfasten clamps holding were equipped with V-type inter-cylinder deflec-
them to the intake pipes and withdraw each tors. These deflectors are secured to the cylin-
102
DISASSEMBLY OF ENGINE INTO MAJOR SUB-ASSEMBLIES

Fig. 101 - Engine Overhaul Stand

%
Fig. 102 - Loosening the Thrust Nut Fig. L03 - Checking Propeller Shaft Runout with Dial
Indicator
103
DISASSEMBLY OF ENGINE INTO MAJOR SUB.ASSEMBLIES

ders by means of a butterfly clamp. To remove, joining the two sections of the rear manifold
unscrew the wing nuts which fasten the deflectors should be unfastened prior to removal from the
to the clamps and remove the deflectors and engine.
clamps.
Otl Suctlon Ptpes-Unscrew the nuts which
Later Wasp Jr. B, early Wasp H1 and H1-G, fasten the lower ends of these pipes to the rear
and Hornet E engines were equipped with bolted of the sump and the upper ends to the right hand
pressure type deflectors. To remove, unscrew side of the rear section. Then unfasten clamps
lhe nuts holding the cylinder head deflectors to and remove pipes.
the cylinders. Unbolt each from the adjacent
deflector and remove. LJnscrewwing nuts hold- Otl Surnp-Using the Oil Sump Nut Wrench,
ing the inter-cylinder deflectors to retaining unscrew the four nuts securing the sump to the
clamps and remove clamps and deflectors. engine. Pull the sump from the engine, taking
"latch type" pressure deflectors, the type care not to damage the oil pressure pipes which
The fit into the sump on Wasp and Hornet engines.
used on current engines, are removed in the same
"bolted type", except that inter- Cyltnders and Plstons-Prior to the removal
manner as the
cylinder and cylinder head deflectors are detached of cylinders, the wrap locks or hose clamps must
bv withdrawing the spring loaded clamps from be removed from the inter-cylinder lubricator or
the cylinder head deflectors. drain pipes and the hose connection between the
pipes slipped to one side.
On Wasp Jr. engines having either the "one
"automatic" type of valve lubrication, The rnaster rod cyllnder should be the last
shot" or
the oil supply pipe should be disconnected at the rernoved.. On Wasp Jr. and Wasp engines this
inter-cylinder tee-pipe of No. 1 cylinder and at the is No. 5 cylinder, and on Hornet engines it is
"one shot" valve on the rear No. 7 cylinder.
Iubricator pump or
section befbre the removal of the No. 1 cylinder Turn the crankshaft or propeller shaft with the
head deflector. Withdraw the pipe from "one the Crankshaft Spline Wrench, until the piston of
deflector. On engines incorporating the the cylinder to be removed is at the top of its
shot" system, it will also be necessary to discon- stroke.
nect the oil supply pipe to No. 6 cylinder.
Remove the cylinder hold-down nuts, using the
Intake Ptpes-Loosen the packing nuts at the Cylinder Nut Wrench, and pull off each cylinder.
blower section, using the Intake Pipe Packing Upon removal of each cylinder, it is recommended
Nut Wrench. Remove the cap screw and nuts that the cylinder be placed on wood or in some
at the cylinder ends and remove the intake pipes appropriate carrier to prevent damage to the
from the engine. cooling fins and the bottom end of the barrel.
Note-These pipes are made of thin gage Push the piston pin from each piston and re-
aluminum and are easily damaged if move the latter.
dropped.
Note-If difficulty is experienced in pushing
Push Rods and Covers-LJnscrew the top and out a piston pin, the head of the piston
bottom push rod cover gland nuts, using the may be slightly heated and then the
Push Rod Tube Gland Wrench. Remove the pin tapped out, using a fiber drift.
clamps which secure the spark plug conduits
to the push rod covers. Cautlon-When using a drift to drive out a
piston pin, the articulating rod in which the pin
Rocker Box Covers-Remove the rocker box is fitted should be supported to prevent dam-
coversfrom each cylinder. age to either the knuckle pin bushing or the
master rod bearing.
On the Wasp and Hornet engines, prior to the
removal of the two rocker box covers adjacent Front Sectlon (Dlrect l)rlve Englnes)-Re-
to the sump, the tee-pipe connecting to the sump move the thrust bearing cover, thrust nut and oil
should be disconnected and then the rocker caps slinger, and remove nuts which attach front
and tee-pipe removed as a unit. The rocker section to front half of main section.
caps may then be disconnected from the tee-pipe.
Install the Front Section Puller, securing it to
Turn the engine until the valve actuated by the the thrust bearing cover studs. On Wasp Jr.
push rod to be removed is closed. Depress the engines, make sure that valve tappets are in their
valve spring with the Rocker Arm Depressorand full outward position, before attempting the re-
remove the push rod and cover. moval of the front section.
Radlo Shteldtng-Unscrew bolts which fasten Place the puller washer over the end of the
the front and rear radio shielding manifolds to crankshaft and tighten the puller screw against
the main crankcase section and lift off the two washer, until front section may be lifted off by
manifolds. On some shielding, the union nut hand (seeFig. 105).
LO4
DISASSEMBLY OF ENGINE INTO MAJOR SUB.ASSEMBLIES

13
B,
}

Fig. 104 - Removal of Front Section (Geared Engines)

Fig. 105 - Removal of Front Section (Direct Drive Fig. 106 - Removal of Reduction Drive Gear
Engines)
105
DISASSEMBLY OF ENGINE INTO MAJOR SUB-ASSEMBLIES

Fig. 107 - flsmsYal of Front Half of Main Crankcase

Cautlon-Do not attempt to remove front Bearlng Support Plate-Loosen, bu-t-do not
section by hammering on valve tappet guides removelhe nut securing the governor drive gear
or by prying between parting faces of front sec- to the front of cam reduction gear. Remove the
tion and crankcase. three screws holding the bearing support plate
to the front half of-the main crankcase and lift
Front Sectlon (Geared Englnes)-Remove the off the plate.
nuts holding thd front secti-on to the front half
of the main crankcase. Cam Spacer and Cam (Wasp J".) - Pgfore re-
moval examine crankshaft for burrs which might
On the Ilornet EG, E2'G, and. E3'G englnes. hinder removal of cam spacer and cam drive gear.
tt ts lmportant to rernove the short oll feed These may be removed by stoning. Lift off cam
ptpe tn ihe oll supply llne to the governor in spacerand cam.
6td"t to prevent serious damage to the propeller
oil feed bip" assemblyr To remove this- pine, Cam Reductlon Gear-Lift the cam reduction
unscrew ilie locator pipe and screw a Vta"-20
-internal gear from its bushing- in the front crankcase on
threaded bolt into the threads of the Wasps and Hornets. Lift off the spacer and wire
pipe. Pull out the pipe by pulling on the bolt. to the cam reduction gear, to assure correct rela-
tionship of parts at reassembly. The cam reduc-
Screw the Propeller Shaft Lifting Eye to the tion gear on Wasp Jr. engines is removed after
front of the propeller shaft, and, -using a chain disasiembly of the main crankcase. For instruc-
hoist, tift the front section from the engine (see tions for removal of this part, refer to Chapter II.
Fie.10a).
Maln Crankcase Sectlon (Front Half)-Un-
Reductlon Drlve Gear-Bend down the tab screw the nine castellated nuts from the through
on the reduction drive gear lock nut, an4 using bolts uniting the two halves of the main crank-
the Lock Nut Wrench, unscrew the lock nut. case.
Usine the Reduction Drive Gear Puller, pull the
drivJgear from the front crankshaft splines (see Using a fiber drift, tap the nine crankcase bolts
Fig. 106). downward until they bottom on the blower sec-
tion.
The bearing which supports this geal will-lift
out of its support plate when t-he gear -i9 pulled. Cautlon-Do not drive bolts against blower
For removalblthe bearing, seeChapter II. section.
106
DISASSDMBLY OF ENGINE INTO MAJOR SUB-ASSEMBLIES

""'..''.:

Fig. 108 - Removal of Front Main Bearing Inner Race Fig. 109 - Removal of Crankshaft and Articulating Rod
Assembly

Remove the front half of the main crankcase, blower section. Remove this section by lifting
lifting up evenly on both sides to prevent cramp- it upwards from two positions. One position
ing the front main bearing (see Fig. 107). It should be at a point between the cylinder pads of
may be necessary to tap the crankcase lightty Nos. 5 and 6 cylinders, while the other should be
with a fiber drift to start it. The front main directly opposite this position. It may be neces-
bearing outer race and rollers are removed with sary to tap the section with a hammer and fiber
the front half of the crankcase on geared engines. drift at several positions in order to release it
from the blower. Remove the crankcase through
Subsequent to disassembly of the front half bolts.
of the main crankcase on direct drive engines,
the front main bearing outer race and rollers Turn the accessory section with the stand so
should be lifted from the crankshaft by hand. that the rear section lies in the flight position.
Early Wasp Jr. B engines were equipped with Then disassemble the following parts from the
one-piece front main bearings. See next para- rear section.
graph for disassembly.
Starter Jaw and Shaft-LInscrew the nut which
Front Maln Bearlng Inner Race-Before dis- fastens the starter jaw to the rear end of the
assembling the crankshaft from the engine it is starter shaft and remove jaw.
recommended that the front main bearing inner
race or the one-piece front main bearing on early Remove the starter drive gear and shaft from
Wasp Jr. B engines be removed with the Front the accessory section by tapping the shaft for-
Main Bearing Puller (seeFig. 108). ward with a fiber drift and hammer.
Crankshaft and Artlculatlng Rod Assern- Generator Drlve Assernbly-Unfasten the four
bly-Screw a Lifting Eye on the forward end nuts which fasten the generator drive cover and
of the crankshaft, and lift the complete assembly generator drive assembly to the rear section and
from the rear half of the main crankcase, by remove these parts.
means of a chain hoist, and lower upon a suitable
carrier (seeFig. 109). Magneto Drlve Shafts-Remove screw which
fastens each magneto coupling flange to its re-
Maln Crankcase Seetlon (Rear Half)-Un- spective magneto drive shaft and pull each flange
screw the nuts which fasten this section to the from its shaft.
LO7
DISASSEMBLY OF ENGINE INTO MAJOR SUB-ASSEMBLIES

Fig. 110 - Removal of Oil Pump Fig.111 - Removal of Gun Drive Gear

IJnscrew the fillister head screws which fasten On Wasp Jr. engines, having automatic valve
each magneto drive cover to the rear section and Iubrication, the valve lubricator pump is cast
remove the covers and the magneto drive oil integrally with the fuel pump. The oil lines
seals. connected to this pump should be removed prior
to disassembly of the fuel pump from the rear
Remove the magneto drive shafts from the section.
rear section, by pulling forward on each shaft
from the front end of the blower section. As Stde Vacuurn Purnp Drlve-Insert a long fiber
each shaft is pulled forward, the bevel drive gear drift through the magneto drive opening in the
will drop if it is not held. rear section and drift out the vacuum pump drive
shaft and gear.
If the bevel drive gear keys are loose in their
slots, remove and wire them to the shafts to pre- Vertlcal Aeeessory I)rlve Shafts-IJnscrew
vent their loss during subsequent cleaning and nuts which secure ball bearings and gun syn-
inspection. chronizer drive gears to the upper end of each
vertical drive shaft; remove the gun drive gears
Otl Purnp-Unscrew nuts which secure pump to with the Gun Drive Gear Puller (seeFig. 111),
right hand lower side of the rear section. then remove shafts by tapping them downward
with a fiber drift and hammer. Care should be
Attach the Oil Pump Puller to the oil inlet exercised to see that shafts do not drop onto the
flange and remove the oil pump from the rear floor when driven downward.
section (seeFig. 110).
Remove the vertical drive shaft bearings from
To remove the oil pump from early engine their recessesin the rear section by driving up-
models, which do not have the oil inlet flange, ward with a long fiber drift.
tap the pump from the rear section with a long
fiber drift inserted through the generator drive Fasten the nuts, ball bearings and gun control
opening. gears to their respective shafts to insure proper
relationship of the parts upon reassembly.
Fuel Purnp and Drlve-Unscrew nuts which
securefuel pump to the lower left hand side of the Otl Draln Ptpe-Unscrew nuts which fasten
rear section and remove the pump with its drive oil drain pipe to the blower and rear sections,
gearand bracket. then remove pipe.
108
DISASSEMBLY OF ENGINE INTO MAJOR SUB.ASSEMBLIES

Fig. 112 *- Separating Rear and Blower Sections

Carburetor Hotspot 1If Provided)-Unscrew with a wooden block as a fulcrum. Place one
nuts which fasten hotspot to carburetor mount- lever under the oil screen chamber cover. which
ing flange on rear section and remove hotspot. is reassembled for the purpose, and place the
other in the generator drive opening. The block
Otl Pressure Relief Valve-The oil pressure should be located on the stand. Bear down
relief valve is located in either of four positions; evenly on both the levers and force the rear sec-
the oil pump housing; the right side of the action up and away from the blower section. It is
cessory section, just above the oil pump; the important to apply equal pressure to both sides
sump; or at the left side of the oil pressure so that the two sides will lift evenly, thus avoid-
chamber. ing possible damage to the oil pressure pipe (see
Unscrew the acorn-shaped cap from the oil Fie. 112).
pressurerelief valve and remove cap. With Oil
PressureRelief Valve Wrench unscrew body, and Caution-Do not attempt to pry the sections
remove spring and plunger. Remove adjusting apart by inserting an object between their
screw and nut from valve body. parting faces.
Turn the accessorysection with the stand so Place the rear section on a table, so that it will
that the forward end of the blower section is rest on the magneto pads. If it is set down on
facing the ffoor. the front side, the oil pressurepipe and magneto
shaft bushings may be damaged.
Separating Rear and Blower Sectlons-Un-
screw nuts which fasten rear or accessorysection
to blower section Magneto I)rlve Gear (On Magneto)-Remove
the nut, then pull the gear from the drive
In separating the rear and blower sections, shaft of the magneto with the Magneto Drive
two long wooden levers are used in conjunction Gear Puller.
109
DISASSEMBLY OF ENGINE INTO MAJOR SUB-ASSEMBLIES

TOOL LIST
Wasp Jr. Wasp Hornet

Tool Name Tool No. B 82 B3 E1 ET. G D E . G E2. G 88. G

DDPRESSOR- RockerArm. . PWA-455 x x x x x x x x I

EYD - Lifting, #30Spline..... . . .PWA-520 x x x

EYE - Lifting, #40Spline..... . . .PWA-1332 x x x
EYE - Lifting, #50Spline..... . . .PWA-1333 x x x
EYE - Lifting, For Geared Crankshafts.PWA-662 x
EYE - Lifting, For Geared Crankshafts.PWA-1079 x x x
PLATE - Mounting, IJse with TAM-1161 . . TC-23007 x x x x x x x x x
PULLER - Front Main Bearing (One Piece
Bearing) . PWA-150 x

PULLER - Front Main Bearing ....PWA-470 x x x x x

PULLER - Front Main Bearing . ...PWA-505 x
PULLER - Front Main Bearing . . . .PWA-L6L7 x x x
PULLER - Front Section ....PWA-67 x x x
PULLER - Front Section . . ..P W A -657 x x
PULLER - Gun Drive Gear . . . .PWA-2372 x x x x x x x x x
PULLER - Magneto Drive Gear. . . : . . ....PWA-621 x x x x x x x x x
PULLDR - Oil Pump . . . .PWA-L327 x x x x x x x x x
PULLER - Reduction Drive Gear. . . . . ....PWA-442 x
PULLER - Reduction Drive Gear. . . . . ... .PWA-394 x x x
STANI) - Engine Overhaul, Use with TC.
23007 . . ..TAM-I161 x x x x x x x x x

WRDNCE -Crankshaft, #SOSpline . . . .PWA-112 x x x

W R D N C E - Crankshaft, #40Spline . . . .PWA-155 x x x
WRENCE - Crankshaft, #50 Spline. . . .PWA-197 x x x
W R D N C E - Cylinder Nut . . PWA-186 x x x x x x x x x
WRENCE - Intake Pipe Packing Nut . PWA-237 x x x
WRDNCE - Intake Pipe Packing Nut . .PWA-144 x x x x x x
WRENCE - Oil Pressure Relief Valve. . PWA-67L x x x x x x x x x
WRDNCE -OilScreen Cover ....PWA-228 x x x x t x x x x
WRENCE - Oil Sump Nut. . PWA-341 x x x x x x x x I
WRENCE - Push Rod Tube Gland . . . .PWA-2434 x x x x x x x x r
WRDNCE - Reduction Drive Gear Lock Nut. PWA-504 x
WRDNCH - Reduction Drive Gear Lock Nut. PWA-660 x x x
WRDNCE -Thrust Nut.. . .PWA-1093 x x x
WRENCE -Thrust Nut.. ..PWA-1092 x
WRENCE - Thrust Nut. . . PWA-1084 x x
WRENCE -Thrust Nut.. ..PWA-1094 x x
WRENCE - Thrust Nut. . . .PWA-1095 x
WRENCE - SPark Plug - rY*" hex. . . . PWA-1398 x x x x x x x x x
WRENCE - BendixPlugTB - 74" hex.. . . . . .PWA-L44I x x x x x x x x x
W R E N C E - Bendix Plug656 - Y4" hex.. . . . .PWA-1474 x x x x x x x x x
W R D N C E - Bendix LS10 - V8" hex.. . PWA-1684 x x x x x x x x x
WRDNCE - Aero LS 1AB - 34" hex.. PWA-1696 x x x x x x x x x
W R E N C E - Aero LS 3AB - ,(" hex., BG LS
32L - 78" hex., and AN type
p l u g s- 7 8 " h e x . . . ..PWA-2254 x x x x x x x x x
20r

CHAPTER II

DISASSEMBLY OF MAJOR SUB.ASSEMBLIES

FRONT (Nose) SECTION-WASP JR.

Tappets and Rollers (Wasp Jr. B and B2)- Insert a piece of flat stock between the screw
Depress the tappets in the guides until the roller bossesand unscrew breather from case.
pin-s may be removed. Disassemble pins and
iollers. Unscrew the combination tappet and Propeller Regulator Valve-Remove the nuts
tappet guide loc\ing screw,after which the tappet securing the propeller regulator valve assembly
may be removed. to the front section. Lift the complete assembly
Rocker Otl Mantfold (Wasp Jr. B3)-Remove from the front section. Drift out the tapered pin
holding the lever to the end of the shaft and re-
the holding screws from the bossesand lift off
move the lever from the shaft. Remove the shaft
the rocker oil manifold. Use care in removing
from the valve support. IJnscrew the packing
the ends of the manifold from the oil pressure
nut and take out the packing.
bracket. Remove the tappets and rollers in the
same manner as for the Wasp Jr. B and 82. Thrust Bearlng-Tap the thrust bearing out
Front Breather Assernbly (If Provlded)- of the liner with a fiber drift, using care not to
Remove the two screws and lift cap from body. drive against the ball retainers.

FRONT (Nose) SECTION-WASP HI AND HORNET E (Dlrect Drlve)

Propeller Otl Feed Ptpe Assernbly-Unless assembly. To disassemblethe Wasp H1 governor

damaged,these pipes should not be removed from drive, remove the nuts which hold the interme-
the nose. Should removal be necessary,unscrew diate governor drive gear support to the engine
the two bolts holding the governor oil feed pipe nose section and remove the assembly.
in place and remove pip_e., Unscrew plug from Remove the retainer snap ring from the
nos-e. Insert a hook-ended puller in pipe and governor drive gear shaft and slip the shaft from
remove from nose section. its bushing.
Governor Drtve-The direct drive Hornet E Thrust Bearlng-Remove as described for
model does not incorporate a governor drive Wasp Jr. engines.

FRONT SECTION (Reductlon Gearlng and Ilouslng Assernbly)-

WASP Hl-G, HORNET E-G and Ez-G

Reductlon Gebring-Remove the thrust bear- Plnlon Cage-Remove the nuts and bolts unit-
ing cover, thrust nut, and oil slinger, and place ing the two halves of the pinion cage. Set the
the propeller shaft in the Holding Fixture, fitted cage on a clean bench, rear side down, and re-
with the proper Adapter. Bend down the tab move the pinion shaft nuts. Separate the two
of pinion cage nut lock washer and loosen and halves of the pinion cageby driving against the
remove cage lock nut with the Pinion Cage Nut pinion shafts with a suitable drift. After separat-
Wrench (seeFig. 201). Install the Pinion Cage ing the halves, remove the pinion gears, then
Puller on the rear of the propeller shaft with the support the rear half of the pinion cage on a
three puller arms inserted in the threaded holes suitable base, and drive out the pinion shafts
provided in the rear of the cage and pull the re- (seeFig. 203).
duction gear pinion cage assemblyfrom the shaft
(seeFig. 202). Remove the propeller shaft from Propeller Oll Feed Ptpe-On Hornet E-G, E2-G,
the Holding Fixture. Remove the propeller and E3-G enginesunscrew the plug from the out-
shaft from the reduction gear housing by holding side of the reduction gear housing, and remove
the housing in two hands and tapping the rear the pipe which extends to the fixed gear.
of the shaft on a wooden block. Remove the On the Wasp H1-G engine,this pipe is removed
propeller oil transfer rings from the carrier on the by unfastening the clip from the inside of the
brobeiler shaft. Then pull the carrier from the reduction gear housing and lifting out the pipe
shait, using Oil Seal Ring Carrier Puller. Fit a and fixed gear as a unit.
hollow cylindrical drift, of sufficient I. D. to clear
the propeller shaft flange, over the propeller Flxed Gear-Unscrew the castellated nuts
shaft and pressoff the thrust bearing. which secure the fixed gear to the inside front of
202
DISASSEMBLY OF MAJOR SUB-ASSEMBLIES

Fig. 201 - Removal of Pinion Cage Lock Nut Fie. 202 - Removal of Pinion Cage Assembly

the reduction gear housing. Lift the gear from snap ring from the end of the governor drive
the studs. This gear must be disassembledwith gear shaft and then lift the gear from its bushing
the oil pipe on the Wasp Hl-G engines. in the reduction gear housing.

Governor Drlve (Hornet E-G and Ez-G only) Propeller Shaft-For disassembly of propeller
-Remove four screws holding governor or gover- shafts equipped for Hydromatic Propellers, see
nor drive cover to governor drive mounting pad the paragraph entitled "Propeller Shaft" under
and tift off cover. Disassemble the retainer Hornet E3-G engines.

FRONT SECTION (Reductlon Gearlng and Ilouslng Assernbly)-HORNET E8-G

Reduction Gearing-Remove the thrust bear- the front half of the cage using Reduction Gear
ing. cover plate and the thrust nut. Using an Pinion Shaft Drift and arbor press. During this
arbor press, press the propeller shaft assembly operation, the sleeve, which is part of the drift
from the reduction gear housing. Place this as- assembly, is placed over the shaft to support the
sembly in the Holding Fixture, fitted with the cagenear the shaft and prevent distortion.
proper Adapter. Place reduction gear housing
nose down on bench, and tap out the thrust Flxed Gear-Remove the pressure oil pipe to
bearing with a fiber drift, taking care not to the fixed gear from the outside of the housing.
drive on ball retainers. Remove nuts holding fixed gear to inside front
Remove the 18 through bolts holding the pin- of reduction gear housing and remove fixed gear.
ion cage assembly together and the six pinion
shaft bolts and washers. Protect shaft just Propeller Shaft-Remove propeller oil transfer
forward of cage with cloth or heavy paper and rings from their grooves. Remove the hydro-
then tap successivelythe rear face of each pinion matic propeller shaft plug lock washer retaining
shaft with a drift until the front half of the cage screw and lock washer,and unscrew the plug.
is free of the rear flange and remove the pinion
gears. Remove the assembly from the Holding Governor Drive-Remove as described for
Fixture. The pinion shafts may be removed from Hornet E2-G.
203
DISASSEMBLY OF MAJOR SUB.ASSEMBLIES

Fig. 203 - Removal of Pinion Shafts Fig. 204 - IJse of the Valve Spring Depressor

BEARING SUPPORT PLATE

Governor fdler Gear-Lift this gear from its Englnes)-Remove the screws securing the
supporting bushing in the bearing support plate. bracket to the bearing support plate. Remove
the oil pipe retaining clip. Pull the pipe from its
Carn Reductlon Gear-Unscrew the nut from socket and lift from the bearing support plate.
the end of the shaft, and lift off the spacer and
governor drive gear. Withdraw the shaft from Reductlon l)rlve Gear Bearlng-Jack this
its bushing. bearing from the gear hub, using three 5 "-24
screws inserted in the threaded holes provided
Governor Otl Feed Plpe (Ilornet E-G Serles in the reduction drive gear.

MAIN CRANKCASE SECTION (Front Half)-WASP JR.

Carr Reductlon Gear-The cam reduction gear from turning, remove the locking nut with the
is supported by and turns in a bushing in the Cam Reduction Gear Nut Wrench, and disas-
front half of the main crankcase. Using the semble the gear and shaft from the crankcase.
Cam Reduction Gear Holder to prevent the gear

MAIN CRANKCASE SECTION (Front IIalf)-WASP IIr AND HORNET E SERIES

Carn and Oll Feed Bracket-Remove the nuts Front Maln Bearlng Outer Race and Rollers
holding the cam retainer plates and disassemble -LJnscrew the front main bearing retaining nut
the retainer plates, oil feed bracket, cam and cam on geared engines with the Front Main Bearing
bearing from the front crankcase.
Retaining Nut Wrench. Lift out the outer race
Tappets and Rollers-Depress the tappets in and rollers. This nut has left hand threads and
the guides until tne roller pins and rollers may should be turned to the right to loosen.
be removed. Slip each tappet from its guide.
204
DISASSEMBLY OF MAJOR SUB.ASSEMBLIES

Fig. 205 - Removal of Spring Blower Drive Coupling

CYLINDERS

Valve Sprlngs and Valves-Place the cylinder arm under an arbor press anC press out the rocker
over a wooden block which has the same con- bearing using the Rocker Bearing Drift and Base.
tour as the inside of the cylinder head. It is
suggested that a means be devised to use the On early Wasp Jr. B engines, equipped with
wooden block in conjunction with a regular two bearings on each rocker shaft, use the Rocker
cylinder stand, which may be constructed to Bearing Puller to remove these bearings. This
hold one or all nine cylinders. Depressthe valve consists of a base in which a slotted extractor is
springs with the Valve Spring Depressor and placed. Put the rocker over the extractor and
disassemble the split locks holding the outer drive the punch into the slotted extractor. This
valve spring washer in position (see Fig. 204). will drive out the bearing next to the base.
Lift out the valve springs and both inner and Turn the rocker over and remove other bearing
outer washers. Disassemble safety circlets from in same manner.
valve stems using a blunt-ended flat piece of
dural to avoid scratching the valve stems. Re- Plston Rlngs-Remove the piston rings from
move wooden block and lift out valves. the piston, using the Piston Ring Pliers. The
compression and scraper rings are normally re-
Cautlon-Do not let valves fall out and strike placed at each overhaul. Record should be
cylinder wall. made of any stuck, broken or sluggish rings.
Rocker Shafts-Remove cotter pin and nut In the event the dual oil rings are to be reused,
holding rocker shaft, then tap out shaft with a they should be tagged to indicate the piston
fiber drift, and remove rocker arm. On Wasp frcm which they were removed.
"one shot" or "automatic"
Jr. engines with
valve lubrication, the lubricator pipe should be Plston Ptn Plugs - Piston pin plugs should be
unscrewed from the ends of each rocker shaft. removed for magnaflux inspection of the piston
pins. If the plugs cannot be taken out readily,
Then remove the rocker shaft nut on the inner
end of each shaft, drive out shaft with fiber drill a hole in one plug large enough to accom-
drift, and remove rocker arm and bearings. modate a small brass drift. Insert drift in hole
and drive out opposite plug. Turn pin around
Rocker Arm Bearings-Mount each rocker and drive out remaining plug.
205
DISASSEMBLY OF MAJOR SUB.ASSEMBLIES

N.a

Fig. 206 -- Removal of Rear Main Bearing Inner Race

CRANKSHAFT ASSEMBLY
Mount the splined end of the crankshaft in the screw the through bolt with the Crankshaft
Crankshaft Holding Fixture fitted with the Bolt Wrench. The hole which accommodates
proper Adapter. the through bolt in the crankpin is threaded at
Sprlng Blower Drive Coupllng-Remov_e the each end. On some of the earlier models, after
nut and washer which secure the fixed spider of the bolt has been unscrewed a certain distance,
the spring coupling assembly in the crankshaft it will be free in the crankpin, but cannot be
- removed until it is screwed back through the
gear. Then with the Spring Coupling Puller, re-
move the assembly from the crankshaft gear (see second thread. The diameter of the second hole
Fig. 205). Disassemblethe fixed spider,,floating has been increased on later engines, so that bolt
spider and the spring and button assemblies. can be withdrawn after it has been unscrewed
from the crankshaft front section only.
Rear Crankshaft Gear-Unscrew the four
flat-headed retaining screws and disassemblethe Separate the two sections of the crankshaft,
gear from the rear of the crankshaft. In the using the Crankshaft Pusher (see Fig. 207). It
l-ater Wasp H1 engines, the four retaining screws is important to coat the threads of the puller
are eliminated. with white lead and oil to prevent "picking up"
of the threads.
Rear Maln Bearlng-Remove the outer race
and rollers of the rear main bearing. The inner Flywelghts (Rernovable Typ")-Remove the
race may then be removed with the Rear Main Allen PIug and then disassemble the flyweight
Bearing-Puller (see Fig. 296). Early.Wgsp .Jr. bolt, using the Flyweight Bolt Wrench. The
engrnesrncorporate a one piece rear main bearing flyweight sectionsmay then be jacked apart with
wtich may b-eremoved as a unit with the Rear the Flyweight DisassemblyPusher (seeFig. 208).
Main Bearing Puller. Flywelghts (Rtveted Type)-Should it be
Crankshaft Front and Rear Sectlons-Before desired to remove the riveted type flyweights
separating crankshaft sections,it is recommended for any reason, refer to Chapter V, "Repair".
th-at the end clearance of the master rod bearing Otl Plug-Remove the oil plug from the front
be checked with a feeler gage and recorded on crankshaft section with the Crankshaft Oit
the inspection sheet. Plug Wrench.
The crankshaft is held together with a through Sprlng Blower Drive Bolt-The Spring Blower
bolt secured by a cotter pin located near the Drive Bolt Wrench is used to remove this part
head of the bolt. Removs the cotter pin. Un- from the crankshaft rear section if necessarv.
206
DISASSEMBLY OF MAJOR SUB-ASSEMBLIES

W
Fig- 207 - Separating the Two Sections of the Crank- Fig. 208 - Disassembly of Flyweight Sections
shaft

MASTER ROD AND ARTICULATING .ROD ASSEMBLY

Knuckle Plns-Remove screws which fasten rod over the Knuckle Pin Press Fixture
knuckle pin locks on web at rear of master rod; Bushing.
then remove locks. For late Wasp Jr. B2 and Turn master rod so that the knuckle pin to
all 83 engines remove the two screws which hold be removed is located directly over one of the
the locking bar at the front end of each pair of slots in the base of the fixture, and locate "L"
knuckle pins; then remove the locking bars. head plunger over knuckle pin; then place cor-
rect size drift between plunger and knuckle pin.
Fit correct size Bushing and Spacer on base of Appty pressure on the handle of fixture and at
Knuckle Pin Press Fixture and rest master rod the same time tap the plunger with a copper
on top of Spacer with the forward side facing up- hammer until the knuckle pin starts to move,
wards and with the Bushing fitted through the (see Fig. 209). The handle should then be de-
master rod bearing. pressed until the knuckle pin is pressed from the
master rod. It is recommendedthat the Expand-
Cautlon-Extreme care should be exercised ing Wedge be inserted between the webs of the
to avoid damage to the surface of lead silver master rod for support when applying pressure
master rod bearings when fitting the master to the knuckle pins.

BLOWER SECTION (Outboard Support Type)-WASP Hr AND IIORNET E SERIES

Breather Assernbly-Remove the two screws impeller nut locking pin should first be removed
holding the cap in place on the external breather by cutting off one end with a small suitably
of the blower section and remove the breather. shaped chisel, then driving the pin from the
Oll Pressure Ptpe and Bracket Asserrbly- impeller nut with a suitable drift. Remove the
Remove the screws holding this pipe assembly in impeller nut with Impeller Nut Wrench (see
position and remove pipe. Fig. zLL). The threads of the impeller shaft
are left hand so that the nut should be turned
Rernoval of knpeller-Lock the floating and to the right to loosen. Using the Impeller Puller,
intermediate blower drive gears together with remove the impeller from its shaft (seeFig. 2L2).
the Blower Gear Holder (see Fig. 2L0). The
207
DISASSEMBLY OF MAJOR SUB.ASSEMBLIES

Later engine models incorporate an improved

impeller nut locking pin, which incorporates a
shoulder and which is drilled at the opposite
end. This is securedin place by flaring the drilled
end into a counterbore in the nut. A special
Impeller Nut Locking Pin Tool is used to flare
these pins at the drilled end. This tool may also
be used for removal of the pin.

Rear Blower Bearing Cover-Remove the

eight screws holding the cover to the blower
section and disassemblethe cover. Remove the
two baffies, shim, and impeller shaft rear spacer.

Intermediate Gear and Shaft Assernbly-

Remove nut and washer from end of intermediate
shaft bolt. Remove the intermediate shaft
bolt. Using the Intermediate Shaft Rear Bear-
ing Puller, remove the bearing and inner liner
from the rear end of the shaft (see Fig. 2L3).
Remove the bearing from the liner with the
Intermediate Shaft Rear Bearing Disassembly
Drift, if the bearing is to be replaced. Remove
the intermediate shaft front bearing support by
removing the nine screwssecuring it to the blower
sectron.
Floating Gear-Unlock the floating gear tab
lock washer, then unscrew the floating gear re-
taining nut (left hand thread) with the Retaining
Fig. 209 - Removal of Knuckle Pins

L- Fig. 210 - Use of the Blower Gear Holder

208
DISASSEMBLY OF MAJOR SUB-ASSEMBLIES

Fig. 211 - Removal of the Impeller Nut

Nut Wrench (see Fig. 2L4). Remove lock hnpeller Shaft-Using a fiber drift, drive the
washer, spacer, and front thrust plate. Remove impeller shaft and its two front bearings forward
floating gear and needle bearings, taking care and remove from the blower section. Tap
that the needles do not drop out and become impeller shaft rear bearing from the blower
lost. Disassemble the rear thrust plate and inner section.
race of the floating gear. The intermediate gear Remove locking pin and nut at front of the
and shaft should next be disassembled. Dis- impeller shaft and disassemble the two front
assemblefront bearing from shaft. bearings from the shaft.

BLOWER SECTION (Steel Cage Type)-WASP JR.

Breather Assernbly-Remove as described for Rear Blower Bearlng Cover-Remove the

Wasp H1 and Hornet E series engines. eight screws securing the rear blower bearing
Oll Pressure Ptpe-Remove the screw securing cover in position and remove the cover. Remove
the oil pressure pipe bracket to the blower sec- the gasket, closure, and impeller shaft rear
tion. Remove the pipe by withdrawing from its spacer. With gears still locked, unscrew the nut
socket. from the rear end of the intermediate gear shaft
the impeller using the Intermediate Blower Gear Nut Wrench
Rernoval of Irnpeller-Remove
in the same manner as described for the out- and remove the bearing, using Intermediate
board support type. (Wasp H1 and Hornet E.) Shaft Rear Bearing Puller.
209
DISASSEMBLY OF MAJOR SUB.ASSEMBLIES

Fig. 212 - Removal of the Impeller Fig. 213 - Removal of Intermediate Shaft Rear Bear-
ing and Inner Liner

Floatlng Gear Assernbly-Unscrew the floating

gear retaining nut with the Retaining Nut
Wrench. Next remove the front end thrust
plate. Disassemble the tloating gear and needles,
taking care not to let the needles drop into the
blower section. Remove the rear end thrust
plate and floating gear inner race.

Impeller Shaft-Drive out the impeller shaft

towards the front with a fiber drift and hammer.
Tap the two rear bearings from the rear section.
Remove the locking pin and nut from front of
impeller shaft and tap off the front bearing.

Interm.edlate Gear and Shaft Assernbly-

llnscrew the main cage retaining screws and
jack the main cage from the blower section by
inserting four rZ"-28 screws in the holes pro-
vided. Care must be taken not to tilt the cage
and thereby cramp the large ball bearing on the
intermediate gear shaft. Remove the intermed-
iate gear and shaft assembly. Tap the bearing
from shaft by inserting a small steel drift through
the holes in the intermediate gear and driving on
the inner race of the ball bearing.
Fig. 2L4 - Removal of Floating Gear Retaining Nut
2L0
DISASSEMBLY OF MAJOR SUB.ASSEMBLIES

REAR SECTION

Generator Drive Assembly-For the single section, of the pump from the scavenge sections.
bearing type remove four screws holding the If difficulty is experienced in removing the gear
bearing retainer plate in place and remove the which is keyed to the drive shaft, place it in a
drive gear assembly from bracket. Fasten the soft jawed vise and remove it by tapping lightly
gear assembly in a soft jawed vise, remove the on the end of the drive shaft. At the same time
iotter pin, and using Generator Drive Gear Nut hold the pump sections away from the gear to
Wrench, unscrew the spanner nut holding the prevent the key from imbedding in the adjacent
bearing on shaft. Remove the bearing by tap- section.
ping with a fiber drift.
Remove the remaining sections and gears in
For the double bearing type fasten the assem- the same manner until the disassembly is com-
bly in a soft jawed vise. Bend down the tab of plete.
the lock washer and remove the spanner nut from
the end of the shaft, using Generator Drive Gear Valve Lubrlcator Pump (If Provtded)-Un-
Nut Wrench. Tap the gear from the inner screw the four nuts holding the cover plate in
races of the bearings and remove the outer position and lift off the cover plate. Withdraw
bearing and spacer. LJnscrew the four screws the shaft and spring assembly, and remove the
holding the bearing retainer plate in place and two ball thrust bearings. Using a brass drift,
remove the plate and inner bearing. remove the drive gear shaft and tift out the
drive gear.
Otl Purnp-There are four through bolts that
secure the various sections of the oil pump to- Stde Vaeuurn Purnp Drlve-Drive out the
gether. Two of these bolts are a loose fit while cotter pin and remove the nut from the end of
fhe other two are a tight fit and act as dowels the drive shaft. Disassemble the two ball bear-
to keep the various sections in alignment. ings and spacer from the shaft.
Remove the nuts and washers from the two Starter Shaft and, Bearlng-Remove the
tight bolts and drift them from the pump. Then bearing from the shaft with the Starter Shaft
remove the nuts from the two loose bolts and Bearing Puller. Remove the bearing spacer
remove the bolts. Detach the base, or pressure from the shaft.
211
DISASSEMBLY OF MAJOR SUB.ASSEMBLIES

TOOL LIST
Wasp Jr. Wasp Ilornet

Tool Narne Tool No. B 82 B3 ET ET. G E E . G E2. G 83. G

ADAPTER - Crankshaft Holding Fixture. . .PWA-1919-1 x x

ADAPTER - Propeller Shaft Holding Fix-
ture. . . PWA-1919-1 x

ADAPTDR - Crankshaft Holding Fixture. . . PWA-19L9-2 x x x

ADAPTER - Crankshaft Holding Fixture. . .PWA-1919-3 x
ADAPTDR - Crankshaft and Propeller
Shaft Holding Fixture . . PWA-1919-4 x x x

BUSEING -
Knuckle Pin Press Fixture. . . . PWA-810-1 x x
BUSEING -
Knuckle Pin Press Fixture. . . .PWA-810-3 x x x x
DEPRESSOR -Valve Spring ...PWA-459 x x x x x x x x x
DRIFT AND BASD - Rocker Bearing, As-
sembly and Disassembly PWA-614 x x x x x x x x x

DRIFT - Intermediate Shaft Rear Bear-

ing, Disassembly . PWA-1283 x x x x x x x x x

DRIFT - Reduction Gear Pinion Shaft,

Disassembly... ...PWA-1532 x x x x

FIXTURE - Knuckle Pin Press PWA-296 x x x x x x x x x

FIXTURD - Propeller and Crankshaft
Holding . . . .TAM-206 x x x x x x x x x

EOLDER - Blower Gear (Steel Cage) PWA-338 x x x

EOLDER - Blower Gear (Outboard Bear-
ite).. .PWA-609 x x x x x x

EOLDER -
Cam Gear (Use with PWA-7) . PWA-248 x x x
PLIERS -
Piston Ring. PWA-1791, x x x x x x x x x
PULLER AND PUSEER - Impeller. . . . . . .PWA-1306 x x
PULLDR - Impeller Disassembly. . .PWA-51 x x x x x x x
PULLDR - Intermediate Blower Shaft
RearBearing (Steel Cage) . . . .PWA-346 x x x

PULLDR - Intermediate Blower Shaft

Rear Bearing (Outboard Bear-
ing).. .PWA-627 x x x x x x

PULLER - Pinion Cage PWA472 x x x

PULLER - Propeller OiI Seal Ring Carrier.PWA-1268 x x x
PULLER - Rear Main Bearing . . . .PWA-7275 x x x x x x x x x
PULLDR - Rocker Bearing (2 Bearing
Rocker) ....PWA-281 x

PULLDR -SpringCoupling ..PWA-448 x x x x x

PULLER -SpringCoupling ..PWA-674 x T x x
PULLER - Starter Shaft Bearing . . PWA-2044 x x x x x x x I x
PUSEER - Crankshaft, Disassembly. . . . .PWA-1066 x x x
212
DISASSEMBLY OF MAJOR SUB-ASSEMBLIES

TOOL LIST (Continued)

Wasp Jr. Wasp Ilornet

Tool Narne Tool No. B 82 B3 EI Hl. G E E.G E2- G E 3 - G

PUSHER - Crankshaft, Disassembly.. . . .PWA-1387 x x

PUSEER - Crankshaft, Disassembly. . . . .PWA-1388 x x x x
PUSEER - !'lyweight, Disassembly PWA-1068 x x x x x x x x x
SPACER - Knuckle Pin (for use with
PWA-296). . . PWA-2093 x x x

SPACER - Knuckle Pin (for use with

PWA-296)..... . PWA-2252 x x

SPACER - Knuckle Pin (for use with

PWA-296) . PWA-2530 x x x x

TOOL - Impeller Nut Locking Pin. . . . PWA-1558 x x x x x x x x x

WEDGE -Expanding... ....PWA-991 x x x x x x x x x
WRENCE - Cam Reduction Gear Nut. . . . PWA-7 x x x
WRENCE - Crankshaft BoIt (It6" hex.) . . PWA-1914 x x x
WRENCE - Crankshaft BoIt . . PWA-603 x x
WRENCH - Crankshaft Bolt . . PWA-106 x x x x
WRENCH - Crankshaft Flyweight PIug. . . PWA-I102 x x x x x x x x x
WRENCE - Crankshaft Oil Plug. . . . PWA-? x x x x x x x x x
WRENCE - Floating Gear Retaining Nut. . PWA-345 x x x x x x x x x
WRENCE - Flyweight Bolt . . .TAM-1773 x x x x x x r x x
WRENCE - Front Main Bearing Retain-
ing Nut ....PWA-648 x

WRENCE - Front Main Bearing Retain-

ing Nut ....PWA-659 x x x

WRENCE - Generator Drive Gear Nut. . . . PWA-174 x x x x x x x x x

WRENCH - Impeller Nut PWA-1269 x x x x x x x x x
WRENCE - fntermediate Blower Gear Nut
(Steel Cage) . PWA-347 x x x

WRENCE - Pinion Cage Lock Nut. " PWA-502 x

WRENCE - Pinion Cage Lock Nut. . PWA-660 x x
WRENCE - Reduction Drive Gear Nut. . PWA-487 x
WRENCH - Reduction Drive Gear Nut . PWA-660 x x x
WRENCE - Spring Blower Drive Bolt. . . . . PWA-1195 x x x x x x x x x
301

CHAPTER III

CLEANING

General-Two methods of cleaning are generally of the cleaning tank. It ls very irnportant
employed in preparing the parts of a disassembled that leaded sllver rnaster rod bearlngs are
engine for inspection and repair. It is custom- not subjected to any cleanlng bath other
ary to degrease all the parts of the engine as than whlte furnace oll, or lts equlvalent.
soon as the disassemblyhas been completed. It
will be found that the usual degreasing methods Two successfuldecarbonizing agents known as
"Penetrol" and "Carbrax" that are
will also be quite effective in removing any soft widely used
sludge carbon deposits. However, in the case for removing hard carbon deposits are produced
of hard carbon deposits, such as are found on the by the Turco Products Company, 6135 South
piston assembly, a decarbonizing process is re- Central Avenue, Los Angeles, California. In
quired. Great care should be used in separating the use of these products, the manufacturer's in-
the magnesium parts from the steel and alumi- structions for mixing the compound to the proper
num parts. MAGNESIUM PARTS SHOULD strength should be closely followed. The second
ALWAYS BE CLEANED WITH A NEU- named agent, "Carbrax", has been found particu-
TRAL, NON-CORROSIVE, DEGREASING larly effective in removing the hard carbon depos-
MEDIUM. its from pistons with a minimum of damage tothe
piston and a minimum of hand labor. It should
Degreastng-The removal of grease and soft not be used for other aluminum or magnesium
carbon compounds may be accomplished by parts.
spraying with gasoline, kerosene, or a white Another chemical compound which has proved
furnace oil. Due to the inflammabilitv of the effective is "Oakite", manufactured by Oakite
first two named washing mediums, moit opera- Products, Incorporated, 22 Thames Street, New
tors prefer to use a high grade white furnace oil York City.
of 38-40 specific gravity. The parts may be
either immersed in the oil or sprayed in a pro- When a decarbonizing agent other than a
tected hood with the oil and compressed air white furnace oil, or its equivalent, is used, the
(see Figs. 301-302). For many of the parts of parts should be washed thoroughly in hot water
the engine, this method of cleaning will be found to remove any trace of the cleaning agent. If
satisfactory. A vapor condensate method of this is not done, the remaining solution may com-
cleaning has been developed by the Detroit Rex bine with the moisture in the lubricating oil when
Products Company, 13007 Hillview Avenue, the engine is returned to service and may cause
Detroit, Michigan. In this method the vapor violent foaming of the oil, with a resulting dis-
from a tank of steam heated "Perm-A-Clor" charge of oil from the breather pipes.
condenses on the cool parts and washes off all Cleanlng Proced.ure-After the external sur-
the grease,leaving the parts perfectly dry as they faces of the parts are cleaned, a particular effort
are removed from the chamber. In this process, should be made to insure that all the internal
as well as other methods which leave the parts passages of the engine are thoroughly cleaned
unprotected, the cleaned parts should be and blown out with compressed air. Particular
sprayed with a light oil as soon as they are washed attention should be paid to the oil passagesof the
to prevent rusting. crankshaft, blower, and rear section. A sufficient
number of the oil passage plugs should be re-
Decarbonlzlng-Most of the decarbonizing so- moved to facilitate the cleaning and inspection
lutions on the market also remove the unbaked of the oil passages,fhen the degreasingfluid should
enamel from the engine parts. A great variety be forced under pressure through each of the
of commercial preparations are available, some of passages, and the system blown out with com-
which will attack aluminum and magnesium pressedair.
parts if they are allowed to stand too long in the
solution. It is urged that the operator proceed Pistons should be immersed in the cleattittg
with caution in trying out unfamiliar decarboniz- solution until the carbon has been softened so
ing agents and follow carefully the manufac- that it can be wiped off or removed with a soft
turer's instructions governing the use of the par- metal or wood scraper. Particular care should
ticular solvent. In general, these solutions may be taken in cleaning the carbon from the ring
be divided into two classes-those that use water grooves to prevent damage to the grooves. Al-
as a solvent and those that use'a hydrocarbon though some cleaning solutions are very effective
solvent, such as kerosene. Magnesium parts in removing the carbon from the inside of the
should never be cleaned in any decarbonizing pistons, sandblasting of the inside surfaces is
solution of caustic soda base, or in any process generally necessary in order that a thorough in-
in which water may accumulate in the bottom spection may be made for cracks.
302
CLEANING

Fig. 301 - Typical Engine Parts Wash Stand

303
CLEANING

When the pistons are sandblasted, the piston outside coating which tends to protect the head
pin bossesshould be closed off with rubber plugs. from further corrosion. Very little corrosion
'Ihe sandblasting should not be more
than neces- takes place on the head of the exhaust valve.
sary to remove the carbon, as excessiveblasting
sometimes tends to make small cracks invisible. Ball and roller bearings should be cleaned with
After sandblasting, the oil drain holes in the oil a neutral cleaning solution. In caseswhere hard
ring groovesshould be cleanedout. The use of a carbon has been deposited in the bearing, it may
soft wire brush on non-bearing surfaces is permis- be immersed in "Penetrol", or any carbon solvent
sible. Do not disturb the polished glaze formed that will not attack the bearing or the retainer.
on the outside diameter of the piston and the in- Most bearing trouble is caused by the entry of
side diameter of the piston pin bosses. The out- dirt into the bearing. The cleaning of a bearing
side of the cylinders may be sandblasted to re- is a particular, painstaking job, and should be
move the enamel before repainting. When the done with complete thoroughnessand caution.
outside of the cylinder is sandblasted, the spark
plug bushing, push rod cover tube gland, and Anti-friction bearings are very susceptible to
rocker shaft inserts should be protected with magnetization, both in transit and storage, and
rubber plugs, and the rocker box covers should be while running in the engine. Any magnetization
installed. When the inside of the exhaust port of the bearing will cause minute magnetic parti-
is sandblasted, the exhaust valve seat and guide cles to adhere to the balls and the races and will
should be protected with a discarded valve. It is cause scoring of these parts during operation.
recommended that only a fine grade of sand be It is, therefore, recommended that all bearings
used during the sandblasting operation. The be demagnetized by passing them through a
use of steel grit or coarse sand is dangerous. demagnetizer, and thoroughly washed and oiled
The sandblasting should be done uniformly over before installing them in an engine. This applies
the entire surface and the nozzle should not be to both new and used bearings. Non-dernounta-
held in one place so as to cause excessiveerosion ble bearings are demagnetized as an assembly.
of the metal. It should be remembered that With the demountable type bearings, the parts
continual sandblasting of the cooling fins will are passed through the demagnetizer separately.
eventually wear the fins away and impair their Large bearings should be rotated as they are being
cooling efficiency. brought out of the demagnetizer.

The inside of the cylinder head should be sand- After removal from the cleaning solution, the
blasted to remove the carbon and permit a bearing should .be washed and blown out with
thorough inspection of this surface. During the compressedair. When blowing out the bearing
sandblasting, the threaded holes in the spark with compressed air, hold both races to prevent
plug bushings should be protected with rubber turning of the bearing. DO NOT ALLOW THE
plugs or with a set of discarded spark plugs. BEARING TO SPIN. Spinning of the bearing
The barrel of the cylinder is protected with a in a dry condition will causescoring of the races.
rubber sleeve. It is permissible to sandblast the The cleaning of the bearing should be continued
valve seats. This is often desirable. as it cuts the until the bearing runs smooth when well oiled.
carbon or glazethat is apt to form'on the seats, A dry bearing will often appear loose and defec-
particularly the exhaust, and facilitates recon- tive. When the bearing has been cleaned, it
ditioning. The ends and insides of the valve should be oiled, wrapped in waxed paper and put
guides should be protected with rubber plugs, in a box to prevent the entry of dirt. A clean
however. bearing should never be allowed to lie exposed
on the work bench. Strict observance of these
Atry hard carbon remaining on the head of the precautions will keep bearing trouble down to a
valve after removal from the cleaning solution mrnlmum.
may be removed with a fine wire brush. It is
permissible to sandblast the exhaust valve pro- Leaded master rod bearings are cleaned by
viding that a very fine grade of sand is used and flowing a white neutral furnace oil over the sur-
the stellite face of the valve and the valve stem face. Do not wipe with a rough cloth. Clean-
are protected. It is not advisable to sandblast ers, such as "Penetrol", "Oakite", etc. will
the intake valve as sandblasting removes the remove the lead from the bearing surface.
304
CLEANING

Fig. 302 - Typical Engine Wash Ffouse

401

CEAPTERIV

INSPECTION

GENERAL INFORMATION
Thorough and intelligent inspection of all the The typical engine inspection form, shown in
engine parts, is the controlling factor in efficient this chapter, is suggested for use in the average
and dependable overhaul work, and too much overhaul shop. This form rnay be amended to
importance cannot be placed on careful examina- suit individual practice and conditions. A record
tioir, and the decisioni it involves. The fulfill- of the wear and clearances, also pertinent infor-
ment of these requirements at overhaul cannot be mation concerning the condition of the compon-
accomplished solely from any instructions that ent parts of the engine, should be made by the
may be presented. Instructions are necessary, inspector on these inspection forms. Instruc-
but their main importance in many instances tions for the reconditioning or replacement of a
will be to supplement the judgment and experi- part should be included when either of these two
ence that a qualified inspector gains after years procedures is found necessary. From the infor-
of this work. For less experienced personnel, mation recorded by the inspector, it should be
the procedure described in this chapter should possible for workmen to determine readily what
be closely followed. repair operations or replacements are necessary.
That portion of the Overhaul Shop devoted Clearance measurements are for the most part
to this work should be so located as to receive the made with micrometers or feelers. When feelers
maximum of natural illumination, and should are used for determining clearances, the final
provide sufficient space so that all engine parts size of feeler should be a reasonably snug fit.
can be arranged on an inspection table at the Where extremely accwate measurements are de-
same time. With all the parts arranged on one sirable, micrometers must be used. The back-
table, the inspector may make reference to Iash of all gears should be measured with a dial
other component parts which may be affected indicator suitably mounted, so that the plunger
by a worn part. In this manner it is often possi- will rest at the same distance from the center of
ble to determine at once the cause of any ab- the gears as that of its pitch diameter. Plug
normal wear, and to judge the condition of the gagesare furnished for certain functions, and are
engine as a whole as compared with other engines of the "NO GO" and "GO" types, the proper fit
having the same amount of service. being obtained when the "GO" end fits and the
"NO GO" will not enter the holes
During the inspection procedure the inspector The inspection procedure should include the
should check and record the total time of major measurement of all the fits and clearances indi-
engine parts, retiring from service, at the speci- cated by reference numbers and arrows on the
fied time, &try part for which a definite life has Clearance Charts at the back of this manual,
been established. If a part requires repair, a tag or on large wall charts where these are available.
should be attached to it, describing the work The desired fit or clearance values will be found
necessary for reconditioning the part. Where opposite the corresponding reference numbers in
the reconditioning affects a fit or clearance, the the Service Table of Clearances, also included
tag should remain attached to the part until final at the back of this manual. The Clearance
assembly. This will serve as a warning to check Tables are self-explanatory as to method of use
the fit or clearance with its adjacent part or and contain reference numbers coffesponding
parts. to those on the Clearance Charts; minimum and
Scratched or scored bearing surfaces and bush- maximum limits for the desired fit or clearance
ings should be routed to the Repair Department at each location, and replacement limit figures.
for correction as described in Chapter V. The Inspection of engine parts is divided into two
parts should then be reinspected and the inspec- categories, "Physical" and "Magnaflux" inspec-
tor should make certain that involved clearances tion. These two methods of inspection are treat-
have not been adversely affected. ed separately in the instructions which follow.

PHYSICAL INSPECTION PROCEDURE-GENERAL

The physical inspection of the engine involves formed in conjunction with such other inspection
certain procedures that are common to similar as may be prescribed for the same parts.
parts and areas of the various detail parts and
sub-assemblies. Flts and Clearances-Check all backlash, fits
and clearance figures, the locations of which are
To eliminate excessive repetition of instruc- indicated on the Clearance Charts.
tions, the following inspection procedure will be
general to the parts specified, and should be per- Studs-Examine all studs for stretch, cross-
402
INSPECTION

threading, mutilation and looseness in their Otl Seal or Transfer Ring Bearing Surfaces-
respective locations. Oil seal or transfer ring surfaces and liners should
be checked for excessive grooving. When the
Liners-Examine for flaking, pitting, galling, wear from the rings has reached a maximum of
excessivewear and loosenesswith mating parts. .003" on the I.D., or when wear has resulted in a
ridge of .0015" at any one location, the surface
Bushlngs-Examine for cracks, mutilation, scor- or liner should be reground to accommodate
irg, indications of overheating, looseness and oversize rings.
excessrvewear.
Antl-Frlctlon Bearlngs-,Some types of current
Crankcases, Brackets, Adapters, Surnps, bearings can be completely disassembled. Inner
Cover Plates, Etc.-Inspect for cracks, nicks, and outer races, as well as individual rollers or
breaks, smoothnessof mounting flangesand part- balls, of such bearings can be thoroughly in-
ing surfaces, obstructions in drilled passages, spected and may be magnafluxed if desired. If
condition of paint, tightness of plugs, and mutila- rnagnafluxed, extrerne care should be exer-
tion of internal threads in tapped holes. clsed to rnake certain that all the parts are
cornpletely dernagnetlzed before r€&ss€rn-
Gears-Examine for evidence of improper tooth bly. Inspect the races and rollers or balls for
bearing, pitting, fatigue cracks, excessive wear signs of pitting, galling, scoring, flaking and ex-
and burrs. cesslvewear.

Shafts-Examine for straightness, condition of Where roller or baII bearings are of a type that
threads and splines, smoothnessof bearing journ- cannot be completely disassembled, or can be
als, excessivewear and fatigue cracks. only partly disassembled,the bearings should be
thoroughly cleaned and visually inspected as far
Shafts may be examined for straightness by as possible. An effort should be made to examine
a plane surface, by rolling bearing sur-
rolling on (rV" carefully inner and outer races and the rollers or
faces on blocks and checking for run-out balls for the conditions mentioned in the preced-
with a dial indicator, or in some cases on lathe ing paragraph. The bearings should then be
centers. oiled with a light oil and checkedfor smoothness.
Dry bearings are quite apt to feel rough and
sound noisy when turned. Inspec{ ball or roller
Plpes - Inspect all oil pipes for dents, cracks, retainers for cracks or defects. loose rivets and
nicks, and condition of their flanges (if provided). signs of corrosion.
It is important to check all oil pipes that fit in a
mating bracket or hole in crankcasefor any loose- The inner diameter of inner racesand the outer
nesswhich might result in loss of oil pressure. diameter of outer races, should be examined for
indications of excessivespinning. Such an indi-
Rivets-Examine rivets for secure anchorage. cation warrants an investigation of involved fits.

Otl Seal or Transf er Rings (Plston Rlng Radial and axial wear of bearings is usually
Type)-If oil seal or oil transfer rings are in good negligible if the bearings are satisfactory in other
condition and show no appreciable wear or loss of respects. With the exception of impeller and
tension, it is recommendedthat they be continued rocker arm bearings,for which limits are specified
in service. When the rings are worn, the carriers in this chapter, bearings may be continued in
should be carefully inspected for wear and rough- service as long as they appear in good condition
ness. and turn smoothlv.

PHYSICAL INSPECTION PROCEDURE-DETAIL

Contained in the following paragraphs are the To illustrate the foregoing, under the heading
detail inspection instructions for engine parts of "Front (Nose)Section-Wasp Jr.", in the first
which cannot be classifiedor completely covered paragraph which follows, the Thrust Bearing
in "Physical Inspection Procedure--General". Liner appears. By referuing back to "Liners"
To assist in determining what parts are to be under "Physical Inspection Procedure - Gen-
inspected in accordance with the instructions eral", instructions for the inspection of this
given under the aforementionedtitle, a paragraph part may be found. Likewise, the "Thrust
entitled "General" which lists these parts, Bearing Cover" appears in the same paragraph.
appears directly following each major sub-
assembly title. In a few instances the parts so As this assembly consists of a cover plate and a
Iisted will require additional inspection and, in liner, its inspection may be accomplished as
such cases,the procedure is described in a subse- described under these respective headings in
"Physical Tnspection Procedure -
quent paragraph. General".
403
INSPECTION

FRONT (Nose) SECTION-WASP JR.

General (SeePhysical - General,

Procedure
Inspection Page401) at edges. Breaks in the case hardening may
extend and cause failure of the rollers.
Nose Section
Propeller Oil Feed Pipes Inspect the tappet roller pins under a glass for
Propeller Oil Transfer Rings pitting, scoring, cracks, and signs of overheating.
Roc-ker Oil Manifold
Tappet Locking Pin Check the fit of each tappet in its guide.
Thiust Bearing Tappets should work freely in their guides with-
Thrust Bearing Cover out binding. Check tappet for cracks and scor-
Thrust Bearing Liner ing. Examine the baII cup for wear and smooth-
ness and if worn more than )(2", or worn uneven,
Otl Sltnger-Inspect for galling, distortion and it should be replaced. Check for broken tappet
mutilation of surface. spnngs.
Tb.rust Bearlng Nut-Examine threads and The guides should be examined for cracks,
wrench slots for mutilation, and front and rear especially at the extremities of the slots, and for
surfaces for galling. If the front face is badly signs of scoring. The tightness of the guide in
ealled or worn from the propeller rear cone, it the nose section may be checked by tapping the
ils permissible to lap it on a surface plate or face end of the guide lightly with a leather mallet.
it otr on a surface grinder, providing the thickness
is not reduced more than .0L0" under that of Front Breather (If Provlded)-Check valve
a new nut. stem for freedom of operation in valve guide.
Valve Tappet Gulde and Tappet Assernbly Propeller Regulator Valve-Check the general
-The tappet roller should rotate freely on its condition of the valve and see that it turns freely
pin and should be examined under a glass for in its housing. Replace the cork packing at
iritting and roughness of the O.D. and cracks every overhaul.

FRONT (Nose) SECTION-WASP IIr AND HORNET E (Dlrect Drlve)

Gleneral (SeePhysical - General,

Procedure
Inspection Page401) Thrust Bearing
\-' Thrust Bearing Cover
Cam Reduction Gear Bushing
Thrust Bearing Liner
Gov. Drive Gear Bushing
Gov. Drive Gears (Wasp H1 only) Otl Sltnger-Inspect for galling, distortion and
Intermediate Governor Drive Bushing (Wasp mutilation of surface.
H1 only)
Thrust Bearlng Nut-Examine threads and
Intermediate Governor Drive Gear (Wasp H1 wrench slots for mutilation; front and rear sur-
only) faces for galling. If the front face is badly
Nose Section galled or worn from the propeller rear cone, it is
Oil Feed Pipe permissible to lap it on a surface plate or face it
off on a surface grinder, provided the thickness
Propeller Oil Transfer Rings is not reduced more than .010" under that of a
Propeller Oil Feed Pipes new nut.

FRONT SECTION (Reductlon Gearlng and Ilouslng Assembly)

WASP HT.G AND EORNET E.G SERIES

Gleneral (SeePhysical - General,

Procedure
lnspection Page401) Thrust Bearing
Fixed Gear Thrust Bearing Cover
Gov. Drive Gear (not on Wasp H1-G) Thrust Bearing Liner
Gov. Dr. Gear Bushing (not on Wasp H1-G) Thrust Bearing Cover Liner (Hornet E3-G)
Pinion Cage Lock Nut (not on Hornet E3-G) Thrust Nut Oil Seal Rings (Hornet E3-G)
Pinion Gears and Bushings Otl Sllnger (Not on Hornet E8-G)-Inspect for
Pinion Shaft galling, distortion and mutilation of surface.
Propeller Oil Feed Pipes
Propeller Oil Transfer Rings Thrust Bearlng Nut-Examine threads and
Propeller Oil Transfer Ring Carrier wrench slots for mutilation; inspect front and
Reduction Drive Gear rear surfaces for galling. If the front face is
Reduction Gear Housing badly galled or worn from the propeller rear
404
INSPECTION

cone, it is permissible to lap it on a surface and pinion cage nut threads for general condi-
plate or face it off on a surface grinder, providing tion. On the Hornet E3-G engine, inspect the
the thickness is not reduced more than .010" pinion shaft holes for wear and fit of pinion
under that of a new nut. shafts in holes.
Plnlon Cage-Check the spline fit on the pro- Check the propeller shaft for run-out either
peller shaft. Check the fit of the pinion shafts on two "V" blocks, one under the thrust bear-
in the pinion shaft holes and note the condition ing seat, the other under the pilot end or between
of the holes. Inspect the pinion cage bolts, lathe centers (see Fig. 401). A maximum run-
pinion shaft bolts and pinion shaft washers for out of .008" full indicator reading, is allowed
general condition. at the front cone seat.
Propeller Shaft-Inspect the rear cone seat Reductlon l)rlve Gear-Examine splined area
and hub splines for galling and wear. Check the for burrs and mutilation. Check bolts holding
rear pilot for smoothness. Examine hub, thrust gear to drive hub for tightness.

MAIN CRANKCASE SECTION (WASP JR.)

- Scncral,
Oil Feed Pipes
General (SeePhysical
Inspection
Procedure Page401) Oil Scavenge Pipe
Cam Propeller Oil Transfer Rings
Cam Drive Gear Sump
Cam Oil Feed Bracket Cam Reductlon Gear Bushlng - The align-
Cam Reduction Gear ment of the cam reduction gear bushing should
Cam Reduction Gear Bushing be checked prior to removal of the front half of
Crankcase Through Bolts the main crankcase from the engine. Place the
Crankshaft Thrust Bearing Spacer stepped Aligning Bar in the cam reduction gear
Front and Rear Main Bearing Liners bushing. Make sure that it is rigidly held by
Main Crankease Sections (Front and Rear inserting it as far as it will go. The Alignment
Halves) Block which has one side beveled at one corner
Main Oil Transfer Rings and a step at the opposite end should be placed
over the crankshaft so that the two faces form-
ing the step are adjacent to the Aligning Bar.
Using feeler gages, check the clearances be-
tween the bar and the faces of the block at the
front and rear ends, taking readings with the
crankshaft in four different positions. There
should not be more than .004" difference in
clearance throughout the length of the block.
Crankshaft Thrust Bearlng Spaeer-Inspect
the propeller thrust bearing seating surface for
galling and fit in the thrust bearing. Check
inside surface for galling and fit on propeller
shaft.
Cam (Plate Type)-A cam with loose rivets
usually will not ring true if it is tapped or dropped
lightly on a wooden bench. Examine the teeth
of the cam rim for improper bearing, wear, or
serious pitting. Should cam lobes show any
signs of uneven wear or pitting, the cam should
be replaced or reground. Should it be felt
necessary to regrind cam lobes, cams should be
sent to United Airports Division, Rentschler
Field, East Hartford, Conn. for a decision as
to whether cams should be reground or replaced.
Check the cam lobes for indications that the tap-
pet rollers are bearing centrally.
Cam Otl Feed Bracket (Two Pleee Type)-
Inspect the cam oil feed bracket for general con-
dition and check the oil pipes for tightness.
Fig. 401 - Inspection of Propeller Shaft for Concen- Examine mating surfaces of two halves for
tricity galling.
405
INSPECTION

Examine the condition of the floating type Cam Otl Feed Bracket (One Plece Type)-
main oil transfer rings and their fit on the cam Check the fit of the one-piece type bracket on
hub. Check their side clearance and examine for the cam hub. Examine the steel bushing which
is riveted inside the casting for general condi-
concentricity. It is not necessary to replace tion. This part cannot be removed for in-
this type of ring at each overhaul unless worn spection.
excessively. However, it is well to lap both Cam Spacer-Examine for galling, distortion,
plate and ring contact surfaces at each overhaul. and warping.

MAIN CRANKCASE SECTION-WASP ET AND HORNET E SERIES

( Dlrect Drlve and Geared)

General (See - Gonsral,

Procedure
Inspcction
Physical Page 401) or show signs of serious pitting, the cam should
be replaced or reground.
Bearing Support Plate
Cam Bearing Valve Tappet Gulde and Tappet Assembly
Cam Drive Gear -The tappet roller should turn freely on its pin.
Cam Oil Feed Bracket Examine under a glass for pitting and roughness
Cam Reduction Gear of the O.D. and cracks at edges. Breaks in
Cam Reduction Gear Bushings case hardening may extend and cause failure of
Crankcase Through Bolts the rollers. Inspect the tappet roller pins under
Front and Rear Main Bearing Liners a glass for pitting, scoring, cracks, and signs of
Front Main Bearing Retaining Nut overheating.
Governor Idler Gear (Hornet E-G, E2-G, and
E3-G) Check the fit of each tappet in its guide.
Governor Idler Gear Bushing (Hornet E-G, Ez-G, Tappet should work freely in the gurde without
and E3-G) binding. Check tappet for cracks and scoring.
Front and Rear Main Crankcase Sections Examine the ball cup for wear and smoothness
Main Oil Transfer Rings and if worn more than Ye" ot uneven, it should
Oil Feed Pipes be replaced.
Oil Scavenge Pipes The gurdes should be qxamined for cracks,
Reduction Drive Gear Bearing
\- especially at the extremities of the slots, and for
Reduction Drive Gear Bearing Liner
signs of scoring. The tightness of the guide in
Sump the crankcase may be checked by tapping the
Carn Drlve Gear - Inspect splined area for end of the guide lightly with a leather mallet.
galling and for fit on crankshaft.
Sump-On engines having the propeller
Cam (Shelf Type)-Inspect cam teeth for regulator valve located in the sump, follow the
improper bearing, wear, and signs of pitting. instructions for inspection of this part as given
Check the inside bearing surface for smooth- under the Front (Nose) Section for Wasp Jr.
ness. Should the cam lobes be worn unevenly engines.

CYLINDERS-ALL MODELS

General (SecPhysical - General,

Proccdure
Inspection Page401) carded. Small cracks in the head fins are not
cause for rejection.
Push Rod Cover Glands
Rocker Bearings Inspect the inside surface of the cylinder head
Rocker Box Covers and the inlet and exhaust ports for cracks.
Rocker Box Oil Drain or Pressure Pipes Examine the heavy strengthening rib on the front
Rocker Shaft Inserts (in Cylinder Head) of the valve housings and the heavy flange at
Spark Plug Bushings the base of the cylinder head for cracks. Ex-
amine the insides of the rocker box walls for
Cyltnder Heads-As recommended in Chapter
cracks.
III, "Cleaning", cylinders should be sandblasted
on the outside to remove old enamel before Valve Gulde-Examine valve guides for exce-
repainting. This also proves an effective means sive wear. As valve guides do not wear evenly
of disclosing cracks which might not otherwise and become out-of-round, the flat type Maxi-
be apparent. If cylinders are not to be repainted, mum Wear Gagesare recommended for use. The
closely examine the enamel, for breaks which maximum width of the gage is the limit for the
would indicate cracks. guide size. If this enters more than one half inch
If two or more center head fins are cracked at the top or bottom of a guide, the guide should
their entire length, the cylinder should be dis- be replaced.
406
INSPECTION

Gage on New Valve

Gage on valve showing space where radius joins the valve stem. lf ,6' or more clearance approximately at the position
of the arrows, the valves should be rejected.

Gage on valve showing space under head. If Kz'or more clearance approximately at the position of the arrows, the valves
should be rejected.

Fig. 402 - Use of Valve Stretch Gage

407
INSPECTION

Valve Seat Inserts-Examine for signs of Valve Sprlngs, IVashers and Locks-Examine
erosion, burning, pitting, warping -or looseness. the spriigs f6r'cracks, rust, and pit marks. AII
It is well to check the seating of the valves on springs should be checked for tension. Several
their respective cylinder head inserts- by use of instrriments are available for making this check
Prussian-Blue (after grinding or lapping). or an ordinary Fairbanks scale-may -b9 used if it
is equipped witfr two vertical uprights and a
If an insert is pitted or warped to such an horizbntil arm (see Fig. 403). For pressure
extent that a reasonableamount of recutting or limits see Service Tables of Clearances.
regrinding the seat will not removg thg pits or
t"Jtore itJ roundness,the insert obviously should Check the locks for buns and galling and for
be replaced. An insert, whether bronze or steel, fit tith the valve. A properly fitted Iock should
should be replaced when the wall at the lower h"n" no perceptible movement yhgn in place
extremity has been reduced in thickness to a-p- otr tft" vaive arid the radii of the lock and valve
proxima[ely Yrc"; in other words, just before the should coincide.
15' r*s,rtfacind tool is ready to cut into the cyl- washers for signs- of
inder head. Check the valve spring-cracks
scoring, galling, pitting, and imperfect
Exhaust Valves-Due to the intense heat to bearing.
*fti.tt exhaust valves are subjected, their Ii& is
U*it"a as compared with inlet valves. The Roeker Arrns, Bearlngs, and' Adiustlng
life of an exhaust valve depends upon the model S"""-.-If the'axial movement of the rocker
6T engitt"-in which it is installed and the-!{Pe of ;r* bearing permits a side,play in excess.of
servicl the engine has undergone. Exh-aust .0L5", measured at the rockerarm adjusting
'rr"t.r". should be carefully inspected at overhaul screw, the bearing should be replaced.
for wear, stretch and erosion. Radius Limit (or Exhaust rocker arm bearings are subjected
Contour) Gages are available for the various to heavier loading and greater heat than are
lrutr"t aira sftoutd be used in addition to careful those on the intaLe side-and consequen-tlyare
visual examination. oT-shottet life. To obtain maximum bearing
When using the gage, hold the valve at eye tif", it is feasible to shift exhaust rocker bearings
Ievel with the edge of the gageagainst the valve over to the inlet rocker arms after one or two
rl.* and the curvature of the gage against the runs, assuming, of course,-that ttre bearings are
iuai"t of the valve head, so that any passageof ,tiU i" servicdable condition. The inlet rocker
ii?ttt between the valve and the gage -may be LLutittgs may in turn be transferred to the ex-
readilv seen. A clearance of \2" or more between G;;t ;;ckei arms. When installing part of a
lfte eie" and the valve is cause for, replacement
of ttr]. ialve. Figure 402 indicates the two points
"l *hich valves stroda be checked for stretch.
Exhaust valves, having creases or signs of
r*.llitte ot drawing whefe the head joins the
rt"*, ittoUa be rbplaced regardless gf wlat
the Radius (or Contour) Gage shows. Flxamine
ttr. tip of the yalYq foI "rrpping or wear,. and
stone flat to avoid chipping around the periphery'
Valve stems should be measured and their
diameters compared with the appr-olimate
measurements oi the guides, as indicated by the
Muii*"- Wear Gage, to determine the clearance
U"i*""" the valve stems and their guides' A
tapered, worn or out-of-round condition of .006"
or more on a valve stem warrants replacement of
ihe-vulve. Check condition of the grooves for
i"iti"g or scoring by- - the locks, 9n4 for burrs
fr-tti.ft" might hive been caused during dis-
assemblY.
Inlet Valves-Valve Radius (or Contour) G.ages
are not necessary -thefor the inspection of - inlet
lr"in.t. Inspect stems foi wear and the
f,o.t groovei for wear, galling or burrg. See
Ittut t"he heads are not pi[ted or corroded to the
e"le"t of seriously weakening thgm. Check
the clearance of the stems in their respective
guides. Fig. 403 - Spring Testing Machine
408
INSPECTION

Fig. 404 - Inspection of Cylinders for Wear and Taper

set of new beariogt, the new ones should always Cyllnder Barrels-The greatest wear in a cylin-
be assembled to the exhaust rockers. Inspection der barrel usually occurs at the rear, slightly
should determine the final selection and location toward the thrust side, and where the upper
of rocker bearings at overhaul and they should piston ring reaches the top .of its stroke. As
be tagged accordingly. wear increases at the top of the barrel a step is
formed and this step should not be permitted
Examine push rod ball socket in each rocker to exceed .006" at any part of the circumfer-
arm for loosenessand wear. If worn %2" or more, ence. It is permissible to let the maximum total
as measured with a depth gage, it should be re- wear reach .006" over the diameter of the stand-
placed. Check the valve adjusting screw assem- ard bore, as measured at the bottom of the barrel,
blies. Particular attention should be given to providing there is not a sharp step of more than
the half ball for unusual wear, loosenessin socket, .006" at any point (see Chapter V, Repair), and
nicks, or a pitted condition, and the screw that .006" out-of-roundness is not exceeded.
should be inspected for cracks.
A Block and Indicator, of which the indicat-
Push Rods-Examine ball ends for looseness ing needle has been set at the zero mark, through
and wear. A clear ringing sound when a push use of a Master Ring of the basic diameter of
rod is dropped on a bench indicates tightness; the cylinder barrel to be measured (seeFig. 404),
also that the push rod is not cracked, although serves to measure the wear and out-of-roundness
further inspection for cracks should be made. of the barrel. By moving the Block and Indica-
Examine for straightness by rolling on a flat tor along the length of the barrel and looking for
surface plate. any fluctuation in negative directions, in various
Push Rod Covers-Examine for cracks, espe- radial positions, the presence and extent of
cially at the flange. Inspect condition of the wear or distortion may be determined. A posi-
packing nuts. tive reading at the top of the barrel indicates
the amount of choke left in the tapered (or
Intake Plpes-Inspect pipes for dents, abra- reground) type of barrel. By observing any
sions, and cracks. If questionable, subject to difference in the diameters of the cylinder at a
pressure test. See that flanges are not bent given distance from the end of the barrel, the
and that pipes are not excessively necked at the out-of-roundness of the cylinder at that location
blower end. may be determined. A step at the top may be
409
INSPECTION

calculated by subtracting the indicator reading barrels may be reground straight, but it must
\\-- obtained above the top of the upper ring travel be born in mind that this operation destroys
from that obtained at the exact top of the upper the choke feature and its advantages. Regrind-
ring travel. ing of nitralloy barrels is not recommended.
Three different types of cylinder barrels may If the wear limit of a banel is reached before
be found in the subject engines, depending upon 1,500 hours of service, it is feasible to rebarrel
the time of manufacture. These are as follows: the cylinder. This is strictly a factory job and
cylinders should be returned to the United Air-
Type Identtffcatlon ports Division, Rentschler Field, East Hart-
Stamped on ford, Connecticut for this operation.
Edge of Flange
The cylinder hold-down flange should be
Straight type carbon machine steel L77 inspected for flatness, squareness and trueness
Choked type chrome molybdenum steel. . . 185 by the use of Prussian Blue and a suitable
Choked type nitralloy steel 139 cyli-ndrical surface plate,. _ An uneven seating
surface. may be corrected by lapping the flange
Straight cylinder barrels are ground after on a suitable lappi_ngfixture, providing the flange
assembly of the head and may be reground to is not uneven or distorted more than .005".
accommodate standard oversize pistons and
"Choked"
rings, "Tapered" or type cylinders are Examine the cylinder barrel for cracks and
ground prior to assembly of the head and pro- damaged _fi4r. This inspection should be sup-
vide a straight cylinder bore at operating temper- pleme_nted by magnafluxing, as subsequent-ly
atures. Choked chrome-molybdenum cylinder described under "Magnaflux Inspection".

PrsToN, PrsToN PrNS, AND PISTON RINGS

Plstons-Prior to inspection, it is recommended When rlsing _rings-oversize in thickness, ring
that pistons be sandblasted on the inside sur- grooves which have become stepped more than
faces, as described in Chapter III. .003" should be trued up to take .005", .010"
or .020" oversize rings (seeChapter V, Repair).
Examine the pistons for cracked or dished Shoutd the groove side wear exceed .020r' the
\- heads, cracked skirts, broken ring lands, and
scored piston pin holes. Check the top of the
piston for flatness by using a straight edge and
by measuring any deflection of the center of the
piston with a feeler gagg. $ deprgssion of .Q=06"
or more, rs cause for rejection of the part. This
condition, when occuning in a short period of
service, usually indicates that detonation has
occurred in the cylinder and should be reported
to the Superintendent of Overhaul for investiga-
tion. Any considerable depression at the topof
the piston will usually cause cracks between-the
reinforcing ribs on the underside of the piston
head. Examine the sandblasted inside surface
of the piston, inspecting particularly the under-
side of the head and the webs at the piston pin
bossesfor cracks. If the piston is heated slightiy,
the presence of cracks may be more easily db-
tected by the seepage of residual oil from the
cracks. Check the width of the piston ring
grooves by measuring the side clearance between
a standard size ring and the land (seeFig. 405).
In determining the ring side clearance, measure-
ments should be taken at several places around
the piston and particular care shbuld be exer-
cised to see that all carbon has been removed
from the ring grooves before these measurements
are taken. In measuring the side clearance of
yed_ge-lyperings, the outer face of the ring must
be flush with the piston. Should this clearance
exceed th.at given in the Table of Clearances,
oversize rings should be used at reassembly. Fig. 405 - Checking Side Clearance of Piston Rings
410
INSPECTION

piston should be scrapped, as further reduction excessive wear, and rust pitting. Refer to
in the inter-ring land width will weaken the Chapter V for information on piston pin types.
lands and may cause failure. Plston Pln Plugs-It is permissible to re-use
piston pin plugs which have not been damaged
With the wedge-type construction, it will
iluring rembvai and which are still within the
probably never be necessary to machine the desire-d service limits for fit in the piston pin.
ring groove for oversize rings. If, in exceptional The plugs are originally__installed _previous to
cases,this does become necessary, pistons should grinding the piston pin. When used f-or-replace-
be returned to the United Airports Division, irent, [owev-er, they must be installed to the
Rentschler Field, East Hartford, Connecticut, service fit specified in the Table of Clearances to
for reoperation. prevent swelling the end of the piston pin.

Plston Plns - Prior to inspection of the piston Plston Rlngs-All piston rings except the dual
pins, the plugs should be removed as described oil control and scraper rings are replaced at
each overhaul. These rings may be used for
in Chapter II. two overhaul periods provided they show no
Inspect the piston pin for scoring, cracks, appreciable wear or loss of tension.

CRANKSEAFT AND ARTICULATTNG ROD ASSEMBLY

General (SeePhysical - General,
Procedure
Inspection Page101) The Master and Articulating Rod Alignrng
Fixture is used for checking the master rod for
Blower Spring Drive Bolt alignment (bend and twist). This fixture maY
Crankshaft Bolt be used either with the master rod bearing and
Crankshaft Front Section knuckle pin - bushing installed or with them
Crankshaft Rear Gear removed. To check the rod for bend, place the
Crankshaft Rear Section master rod on the fixture with the expanding
Flvweieht Liners mandrel inserted in the master rod bore. Extreme
Frbnt ind Rear Main Bearings care should be exercisednot to damage the leaded
Knuckle Pin Bushings surface of the master rod bearing. By adjust-
Piston Pin Bushings ing the mandrel and jack, regulate the position
Front and Rear Maln Bearings-Inspection oflhe rod so that its center line is approximately
of these bearings will reveal that wear occnrsl 45/s" above the surface plate and -parallel to it.
sooner on the inner race than on the outer. Piice the expanding sleeve in-the piston pin
Except for those on the early Wasp Jr. B engines, bushing-upand expand-with its arbor -until tight.
the Eearings are made with a separqble inner Move the iirdicator until it makes contact
race. so that it can be examined and replace- with the arbor 3" from the centerline of the
rnent made if necessary. Inspection of the inner master rod. Remove the jack and with the left
race will usually show that the load has been hand move the rod up and down and record the
concentrated upon a small part of the circum- maximum readins obtained on the dial indicator.
ference of the race. Viewing the shaft from the Without movinglhe position of the dial indica-
rear with the crankpin uppermost, this is lo- tor bracket, remove fhe master rod, reverse its
"five o'clock" position. and reinstall on the fixture.- Ag"it -move
faee,'rod
cated at about the
the up and down with the left hand and
If a bright line is noticed on the loaded side observe the maximum reading on the dial indi
of the innlr race under one end of the rollers, cator. A difference in the 1wo readings will
the race should be turned on the shaft to bring a indicate bend in the master rod. A maximum
fresh area into the loaded zorre- It is suggested difference of .005" is allowed with the indicator
tttut the race be turned 120o, which will allow nlaced 3" from the centerline of the master rod
ior another turning at the succeeding overhaul. ior r new rod and .0L0" for a used rod. It is
lf uny pitting or flaking of the r?qelvay-is visible very important that the rod is- parallel with the
io thb iraked eye, the iace should be discarded.
-outer
race and rollers will be in aligning fixture within this limit.
Ordinarily the
eood condition and may be reused when a$sem- To check for twist, replace the jack and re-
6tea with a new innei race. However, if the verse the indicator bracket so that the plunger
bearing feels rough- when-assembled with a new will bear on the bottom side of the arbor at a
inner iace or if- the rollers appear pitte-d' or position 3" from the centerline of the master rod.
damaged in any waY, the entire assembly should Move the indicator back and forth until a maxi-
be replaced. mum reading is obtained. Repeat this operation
Master Rod-Inspect the knuckle pil holes for on the other side of the arbor and compare the
evidence of gallin!, ridges, scoring, burrs, and two readings. A maximum twist of .010" at a
cracks. Chedi<thtfit of-the knuckle pins in-the total distance of 6" (3" on each side of center-
knuckle pin holes. The measurements should be line) is allowed.
taken after any polishing operations.
4LL
INSPECTION

Master Rod Bearlng-The "prefitted" type are not cause for rejection of the bearing. The
leaded silver master rod bearing is now standard lieht color merely indicates that the lead in this
in the subject engines. Some of the earlier aiea has not been in contact with the crankpin.
engine models were originally equipped with the Low areas which have not been in actual con-
bronze alloy type of master rod bearing. The tact with the crankpin retain the light color of
"prefitted" type leaded silver bearing is supplied an unused bearing, whereas the remaining sur-
for spares and is recommended for replacement. face normally takes on a much darker appear-
ance after the bearing has been in service. Such
Bronze Alloy Bearlngs-Examine the bores indications should not be confused with areas
for scoring, excessive wear, scratches, flaking, of corrosion which may be similar in appearance
indications of overheating and impregnations of and which may also occur around the oil holes.
foreien particles. Measure the I.D. of the Areas of corrosion may take any shape and may
mast"er rbd bearing in at least four positions occur at any position adjoining the oil holes.
around the circumference at three or more Corrosion spots often have a brownish pitted
points along the bore, uging-inside micrometers. appearance.
These measurements should be recorded for "C" in Fig. 406-A
future reference. The scratchesindicated by
are from testing the surface for lead with a finger
Leaded Sllver Master Rod Bearlngs-In nail. Obviously, the lead coating of a bearing
most instances, the deciding factor in determin- should not be scratched, or otherwise disturbed
ing the further serviceability of leaded silver more than necessary,but light scratching with a
beirings during inspection at overhaul is the finger nail will not prove detrimental.
condition of the lead coating which covers the
silver. If the lead coating is in good condition, Fig. 406-8 illustrates a"hen
condition of the lead
the bearing will automatically be within the surface, commonly called tracking", which
prescribed clearance limits unless extreme out- consists of a closely knit group of small, inter-
bf-roundness or distortion of the master rod connected furrows. Where this condition is
bore exists, or unless the bearing is to be used confined to small, well-defined areas, not greater
with a crankpin having dimensions other than than rA sq,. in. in extent, the bearing may be
"hen tracking"
those of the one with which the bearing was continued in service. Where the
originally used. is extensive, or where the condition shows signs
of spreading all over the surface, as in Fig.406-8,
As the condition of the bearing is determined the-bearing should be returned to the factory
by visual inspection, the object of the following for reprocessing.
discussion, with the accompanying photographs,
is to acquaint the overhaul personnel with the Fig. 406-C illustrates a bearing with mqtal
various appearances and to assist in evaluating particles imbedded in the lead surface. This
them. Limitations of photography prevent the iondition results from foreign matter accumulat-
accurate illustration of acceptable and non- ing in the oil system of the engine. Where a few
acceptable conditions of the leaded bearing sur- isolated particles of foreign matter have become
face, and it is impossible to show in the accom- imbedded in the leaded surface and the lead has
nanying photographs the difference in appearance formed a protective coating over and around the
wtriitr exists between a polished lead surface and particles in such a manner that they _cannot
an exposed and polished silver surface. Usually, ilamage the crankpin, the bearing may be con-
however, these two conditions are readily dis- tinued in service. Consideration should also be
tinguishable upon examination of the actual given as to whether the particles are of steel or of
beirine. If there is any doubt as to whether a aluminum
polished area has a lead or silver surface, it may Fig. 406-D shows a magnified view of a bearing
be tested by running a finger nail lightly over the surfa-cein which a foreign particle has imbedded
surface. A leaded surface will scratch readily; itself, first scratching a groove in the surface.
a hard, glassy surface indicates polished silver. It can be noted that the lead which was displaced
by this particle has blended into the adjoining
The two bright streaks down the middle of
lead coating; also that a protective coating has
some of the photographs are the result of reflected formed over the particle itself. In such cases,
lieht from the curved surface of the bearings and
the bearing is suitable for further use.
sf,ould be disregarded.
Cautlon-Never attempt to remove foreign
Figure 406-A shows a bearing wtrich has-had particles from the lead surface, as serious
severe usage, as indicated by highly polished damage may result to the lead coating.
portions of the lead surface, but which is still
satisfactory for continued service. The light Fig. 406-E shows a bearing surface which has
"A" as well as other light areas, are well been seriously corroded. Small isolated corrosion
area at "A" and "B",
covered with polished lead. The light-colored spots, the size of those shown at
streaks, which have a frosted rather than polished are not cause for rejection of the bearing; how-
appearance upon examination of the bearing it- ever, where several spots are grouped together,
"p", indi- as in this instance, the bearing should be repro-
s6lf, emanating from the oil holes at
cate low spots in the lead coating. Such streaks cessed. Corrosion spots in the presence of
4L2
INSPDCTION

Fig. 406-A - Leaded Master Rod Bearings

4L3
INSPECTION

Fig. 406-B - Leaded Master Rod Bearings

4t4
INSPDCTION

Fig. 406-C - Leaded Master Rod Bearings

4L5
INSPECTION

Fig. 406-D - Leaded Master Rod Bearings

4t6
IIYgPDCTION

c
B
A

Fig. 406-E - Leaded Master Rod Bearings

4L7
INSPECTION

Fig. 406-F - Leaded Master Rod Bearings

418
INSPECTION

"hen tracking", as illustrated at point under the extremely high pressure which de-
severe
"C", constitute grounds for rejection of the velops when the oil is wedged between the crank-
bearing. Obviously, corrosion spo_tsas large as pin and the bearing. These triangular areas are
"D" are cause for immediate rejection always sharply defined and always appear_ at
the one at (tD"
of the bearing. about the pbsition which is illustrated at
of Fie. 406:F. The same condition also appears
Fis. 406-F illustrates a condition which is at the left hand oil hole of the bearing illustrated
"lead washing". Much of
comfronly known as in Fig. 406-.4..
the lead coating has disappeared due to acid
attack resulting from high acidity of the lubri- Generally speaking, it is safe to continue the
cating oil. Examination of "A", thil -bpg.ring_shorvs use of a leaded silver bearing if no part of the
"B", and "C", lead coating has disappeared to the extent that
that [he areas, indicated at
are entirely devoid of any lead coating. Any one the silver b-eneath can come in contact with the
of these areas is sufficient cause for rejection of crankpin. Small individual pits or minute areas
the bearing. In cases which are as extreme as of inc-ipient corrosion, such as sometimes occur
this one, it is improbable that the finger nail test opposile crankpin holes when the engine has
would be necessary to determine whether or not b-e6n idle, with the crankshaft in one position
the lead coating has disappeared to the extent for an extended period, are not considered detri-
that the bearing should be reprocessed,but "C" this mental. If there is any doubt as to the service-
test might prove necessary if the area at ability of a bearing, however, it should_be re-
were ttie orily one in question, as the light or turned to the factory for inspection and repro-
polished appearance is similar to that of a bearing cessing, if the latter proves necessary.
wtrictt has 6een subjected to severe load. The leaded silver bearing may be measured
((T)" with inside micrometers in the manner prescribed
Indicated at point on this same bearing
for bronze alloy bearings, but great care should
is a condition which is apt to occur more or less be exercised to prevent damage to the lead
frequently and which is in no way detrimentql, surface. The
"feel" should be very tight when
nariely, a small triangular section, at one -side using the micrometers.
of an oil hole, where lead has been removed from
the surface. It is believed that this condition is Artlculatlng Rods-As bushings generally-wear
due to physical removal of the plating by oil in an egg-shaped manner along the articulating

Fig. 407 - Inspection of Articulating Rods for Torsional Displacement

4L9
INSPECTION

rod center line, the clearance between the knuckle run-out by mounting the front"V" and rear main
pin and the knuckle pin bushing should be bearing seats on two movable blocks on a
ineasured by using a narrow feeler gage, or a plane table. Rotate the crankshaft slowly and
snap gage and micrometers. measure the run-out with a dial indicator. The
run-out should not exceed .008" at, the front
Articulating rods are checked for bend and cone seat and .004" at the rear cone seat, full
twist on the same fixture and in the same manner indicator reading. For geared engines, the
as the master rod, with the exception that the maximum allowable run-out is .002", full indi-
piston pin bushing end is placed over the mandrel
cator reading, with the dial indicator plunger
?seeFie. -As407).The same bend and twist limits bearing on a concentric ring placed on the crank-
apply. with the master rod, it is particularly
shaft splines as near the front as possible.
irirbdrtant that the articulating rods are parallel
wifh the aligning fixture within the prescribed Note-It is important that the crankshaft
limit. bolt should be normally tight when
Knuckle Pins-Chrome-vanadium knuckle pins checking crankshaft run-out.
were originally supplied on all lhe subject As the diameter of the front main bearing
ensines, with the exception of the Wasp Jr. 82 seat on the Wasp Jr. engine is smaller than that
and 83 and Hornet E3-G engines. Nitralloy of the rear main bearing seat, the front half of
pins are now supplied and may be identified by the crankshaft must be raised a distance equal
"249" stamped on one end.
ihe nu-bet to half the difference of these diameters, so that
Prior to inspection any plating remaining on the centerline of the crankshaft will be parallel
the pins should be stripped, and galled areas to the plane table. This is accomplished by
poHshedwith crocus cloth and oil. Inspect the placing a concentric ring of correct thickness
bins under a glass. The presence of cracks is bver the front main bearing seat, or by propping
iause for rejection. Check for scoring. Make up the front block with shim stock.
sure that oil passages are clear and that the Measurernent of Crankpln-The O.D. of
aluminum plug inside of the pin is properly the crankpin should be measured in at least
anchored and intact. four positions around the circumference at three
Knuckle pins worn out-of-round more than or more points along the length, using a microm-
.0015" should be replaced. For fitting replace- eter. Compare the mean measurement thus
ment pins, see ChaPter V. obtained with the similar one taken from the
master rod bearing to judge the clearance be-
\- Sprtng C_oupltng Blower Drive - Examine tween the master rod bearing and the crankpin.
spiines and spring retaining webs on fixed spider The wear on the crankpin is normally negligible
f6r burrs anil wear. Examine spring retaining with the leaded master rod bearings. Measure-
webs and teeth on floating spider for wear, burrs, ments should be taken, however, and recorded
and cracks. Check the pressure of each spring. at each overhaul.
If worn more than %2" on the ends, the springs
should be replaced. Inspect the bronze friction A crankpin should not be allowed to become
band for wear. Check the buttons for galling out-of-round mornethan .00]-" , and should not
on the ends and stone smooth any galled areas. be permitted to remain deeply scored. ,Slight
scoring or roughness may be corrected with
Crankshaft Gear-Examine lugs on rear side crocus cloth and oil. Severe scoring or more
of gear for buns. than .001" out-of-roundnesswill require lapping,
Deterrnlnatlon of Crankshaft Run'out- or, in extreme cases,grinding. Instructions for
An assembled crankshaft may be checked for lapping crankpins are given in Chapter V.

BLOWER SECTION

General (SeePhysical - General,

Procedure
Inspection Page101) Intermediate Shaft Rear Bearing Liner
Blower Bearing Cages Magneto Drive Shafts
Blower Bearing Cover Magneto Drive Shaft Bushings
Blower Case Oit Pipe and Bracket
Breather Assy. Starter Drive Shaft
Floating Gear Lock Nut Starter Drive Shaft Bearing
Floating Gear
Impeller Nut Blower Case-Inspect mounting lugs for condi-
tion and alignment of mounting faces. Check
Impeller Shaft
-for for condition of the bearing race
bearing cages
Intermediate Blower Drive Gear Bearings bores and tightness in the case. Oversize
Intermediate Blower Drive Shaft cages are available and may be installed as
Intermediate Shaft Bolt described in Chapter V.
420
INSPECTION

knpeller and knpeller Shaft-Inspect the factory. The impeller shaft should be tin flash
impeller vanes for nicks and mutilation. Check plated at each overhaul. The impeller shaft
for galling on the hub and the hub splines. See bearings should be replaced at each overhaul.
that the serial numbers stamped on the impeller
and on its shaft match, on engines having a Floatlng Gear Bearlng-Examine the inner
blower ratio greater than 10:1. and outer floating gear race for roughness or
Check the spline fit between the impeller and pitting. Examine needle bearings for pit marks
the impeller shaft. If the impeller is tight on or exces.sivewear, particularly at their extremi-
the impeller shaft for a distance of one third of ties. Examine floating gear front and rear
the impeller hub, the fit may be considered satis- spacers for excessivewear or scoring.

REAR SECTION
General (See Physical - General.
Procedure
Inspection Page401) Fuel Pump Drlve Bracket-The top face of
the fuel pump drive bracket which forms a seat
Fuel Pump Drive Gear
for the gear should be smooth and parallel to
Fuel Pump Drive Bracket
the face of the flange.
Generator Drive Gear
Generator Drive Bearing Oll Purnp-Examine oil pump body for scoring
Generator Drive Support and wear. The gears should turn freely and
Gun Control Drive Gear smoothly and show no indication of rubbing on
Lubricator Gear the body. Inspect the drive and idler shafts for
Lubricator Spring roughness and wear. Check fit of keys in key-
Magneto Drive Gears and Couplings ways.
Magneto Drive Shaft Bushings
Oil Drain Pipe Otl Pressure Relief Valve-Examine plunger
Oil Pressure Pipe for proper seating in the cage. See that _relief
Oil Screen Cover valve spring is in good condition and has sufficient
Rear Case pressrure.
Starter Drive Shaft Bushing
Starter Jaw Otl Screen-Examine the oil screen for dis-
Tachometer Drive Gear tortion, mutilation of the screen, or splits in the
Vacuum Pump Drive Gear solder. Check fit of screen in recess in rear case
Vacuum Pump Drive Liner and examine check valve seat. Examine check
Vertical Accessory Drive Shaft valve for proper seating.
Vertical Accessory Drive Shaft Ball Bearings Eotspot (If Provtded)-Examine the hot spot
Vertical Accessory Drive Shaft Bushings tube for signs of burning through and excessive
Rear Case-Inspect the vanes in carburetor rusting. Examine the ends of the tubes for
elbow to see that they are tight and in good roundness and signs of nicks or damage.
condition. If necessary, lap the carburetor or
hotspot mounting pad. Check tightness of mag- Magneto Rubber Coupltng-See chapter en-
"Assembly".
neto locating dowels. titled

MAGNAFLUX INSPECTION
"Magnaflux" method of inspec- Varsol, a vehicle similar to kerosene, the boiling
General-The
tion leads to the detection of defects and fatigue point of which is around 300" F. (149" C.). Kero-
cracks which otherwise could not be seen in sene may be used, but generally it is too oily to
the normal course of inspection, and its use is give satisfactory results. The oxide is kept dis-
recommended for overhaul shops. persed by air bubbling through_ small holes in
air pipes located in the bottom of the tank.
This inspection should include the _testilg of
the parts 6y the magnetic method, the tabula- When an electric current flows through a con-
tionbf the liind, natuie, and extent of the defects -right field is created around the
ductor, a magnetic
found, and the final decision as to the suitabitity conductor at angles to the direction of
of the parts for further service. current flow. Atty flaw or crack in the conductor
material causes the direction of flow to be
Inspectors in this field should be specialists changed and a resultant distortion in the mag-
who have been thoroughly trained to evaluate netic-field. This causes north and south poles
correctly the various indications which may be to be formed on either side of the flaw, varying
encountered. in strength directly with the angularity of the
Descrlptton-The processconsists of magnetiz- flaw or track to the direction of current flow.
ing the part to be inspecte$ and jmmersing it in When the part is immersed in the testing bath,
a tank iontaining magnetic oxide suspended in the oxide particles will bridge the gap between
42I
INSPECTION

Fig. 408 - AN-484 Magnaflux Machine

the two poles. Since the indications are strong- and gradually become weaker until they com-
est when the part is at right angles to the field, pletely disappear at approximately 20o from the
irregularly shaped parts are sometimes magne- magnetic field. Thus it is often sufficient to
tized in more than one direction. magnetize the piece in only one direction.

There are three methods of magnetization Before the parts are magnetized they should
employed, depending on the size and shape of be thoroughly cleaned of oil, grease, carbon and
the part and the direction of the field that is sludge. This will permit intimate contact of the
required. Crankshafts, bolts and all long pieces iron particles and the metal, and will prevent
are magnetized by passing the cunent length- pollution of the inspection bath. All oil passages
wise through the piece. Ring gears, sleeves,and which are not readily cleaned should be plugged
other circular pieces are magnetized by placing with conspicuous fiber or wooden plugs before
a brass or copper rod through the piece and pass- immersion in the testing bath. All surfaces that
ing the current through the rod. The third are scratched, scored or galled should be stoned
method of magnetizing consists of placing the and polished with crocus cloth and oil before
part in a solenoid while the cunent is passed being magnafluxed. If this is not done, the
through the coils of the solenoid. This method resulting indications will be false and misleading.
is employed in magnetizing such parts as mall
bolts and knuckle pins, and will give the strong- When the magnetizrng current is passed di-
est indications at right angles to axis of the piece. rectly through the piece, particular care should
All three of these methods of magnetization are be taken to see that a good contact is established
sometimes employed to test a single part of the on both ends of the piece. If this is not done,
englne. the piece will be burned at these points by the
heat generated from the heavy curent passing
The basic principle to be remembered in mag- through the poor contacts. Pads, made of
netizing the parts, is that the indications are braided copper tape, or plates of soft lead, are
strongest in lines parallel with the flow of cunent usually used to insure good contact with the
and at right angles to the magnetic field. The electrodes of the machine, unless special adapt-
indications need not be exactly parallel to the ers or fittings are required. In short, a good low
flow of the current (or at right angles to the resistance contact should be insured to prevent
magnetic field), but are strongest at this point burning of the part at the points of contact.
422
INSPECTION

Fig. 409 - Demagnetizing Unit

One half second is ample time for the current the testing bath. Very short applications of
to magnetize. There is great danger of burning DIRECT CURRENT are used for the magne-
the parts if the current is allowed to flow for any tizing. Longer applications of the magnetizing
appreciable period of time. current are not only unnecessary, but they tend
Three to five minutes immersion in the testing to heat up and burn the piece being tested and
bath is ample for building up the iron oxide run down the storage batteries of the magnaflux
powder on any defects in the parts. The magni- machine. The horizontal type of machine
(AN-484) with 4" and 8" solenoids is recom-
tude of the indication of a fault in any piece will
vary greatly with the flux density of the magnetic mended for engine overhaul shops, (see Fig.
field at the point in question and the method of 408). The individual operator may make up
applying the fluid. For example, if the solution different size solenoids to fit any specific require-
ments. Information concerning this equipment
c6ntii"iirg the iron powder i-s allowed to flow
may be obtained from the Magnaflux Corpora-
over the part while it is being magnetized, the
indications, or building up of the iron powder, tion, 25 West 43rd Street, N. Y. C.
will be very rapid and will usually be of greater After each "lengthwise" and "crosswise"
magnitude than if the part is magnetized and magnetization and also after the final inspection,
then immersed in an agitated bath in which the the parts should be completely demagnetized.
iron powder is held in suspension. The former The part should be inserted in an alternating
method of magnafluxing also shows forging flow current demagnetizer (see Fig. 409) and then
lines, inclusions of nonmagnetic materials below withdrawn slowly. On parts that are irregular
the surface of the metal, laps, seams and any and therefore difficult to demagnetize, the rate
rapid change of section of the parts. These of withdrawal from the dema gnetizer should not
indlications are seldom cause for rejection of the exceed twelve feet per minute. Cams and other
part at overhaul, except where they have oc- ring-shaped parts should be rotated as they are
curred in a highly stressed area and might cause withdrawn from the demagnetizer. Smaller
fatigue cracks. parts that are more regular may be withdrawn
For overhaul shop use, the residual method of somewhat faster. After demagnetization, the
mBgnaflux testing rather than the continuous parts should be tested for magnetization with a
method is recommended. In the former method, compass. A maximum deflection of 3" at a dis-
the part is magnetized and then immersed in tance of 6" from the part is allowed in this test.
423
INSPDCTION

The oil passageswhich were plugged prior to engine parts and the interpretation and evalua-
magnafluxing the part, should be unplugged after tion of the resulting magnaflux indications.
inspection and the part thoroughly washed and In the inspection of parts being magnafluxed
oiled. If a part showing a slight defect is passed attention will be given to the following general
for service, a complete record of the defect, areas where defects are most likely to occur. On
showing its location and extent, should be kept specific parts where special attention to a partic-
so that the part may be given special attention ular section is necessary it is noted in the Table
at the next inspection. of Magnaflux Data which follows.
From the operator's point of view, the magna- Inspect gear teeth at the roots and at the pitch
flux method of inspection is of value mostly in line of the thrust side. Inspect splines and mat-
bringing to light possible fatigue cracks which ing lugs at the roots. Fillets and sharp angles
develop while the part is in service. The ability on stressed parts should be given particular
to evaluate magnaflux indications properly is to attention. Note galled or roughened areas
a great extent, a matter of experience and judg- carefully for the beginning of fatigue cracks.
ment, acquired only after extended experience Steel pipes with flanges should be inspected at
covering various shaped parts and different the union of the flange and the pipe. Inspect
types of defects. For this reason, we cordially bolt and shaft threads at the roots. Oil holes
invite all new operators, or new users of the and shaft holes in stressed areas should be exam-
magnaflux method of inspection of our engines, ined for radial cracks emanating from the holes.
"length-
to send the man who will specialize in this work, In the table which follows the term
to the Pratt and Whitney Aircraft factory for a wise magnetization" will indicate that the mag-
training course in this method of inspecting netizing current is directed along or parallel to
"crosswise
engine parts. In this manner, one will have the the major axis of the part. Likewise,
opiortunity of obtaining in a short time a variety magnetization" will indicate that current is
of-experience in the magnetizing of the various directed approximately 90o to the major axis.
424
INSPECTION

TABLE OF MAGNAFLUX DATA

Method ol Magnetlzstlon
Name ol Part and Reoom,mended Amperege Itens lor Speolol Attentlon
Articulating Rods 2500 amps. lengthwise Inspect area where flange meets the web of
(See Fig. 410) 2500 amps. through rod passed through the rod and for crosswise defects in the "I"
bearing bosses section
L000 amps. through 8" solenoid
Bolt, Intermediate Blower 1000 amps. in 4" solenoid Examine threaded area and under bolt
Drive Gear heads
Bolt, Crankshaft 1500 amps. lengthwise Check radius under head
1000 amps. 4" solenoid
Bolts Pinion Cage 1000 amps. in 4" solenoid Examine threaded area and under bolt
heads
Brace, Carburetor 1500 amps. Direction varies to suit shape of
(If provided) the particular brace
Cage, Reduction Gear 2500 amps. through a rod. Rotate cage ec- Inspect area around and in pinion shaft
(SeeFis. 411) centrically around rod holes and at parting surfaces
Cam and Drum Assembly 2500. amps. through-rod_while the fluid is Any defect on cam follower tracks is cause
(Wasp Jr.) passing over a cam lobe. Repeat for all lobes for rejection
Cams, Shelf Type 2500 amps. through rod passing cam eccen- Inspect for defects on cam follower tracks.
(See Fig. 412) trically around the rod Any defects here are cause for rejection
Crankshaft, Front 2500 amps. lengthwise between a brass ball Examine the splines, pin shoulder and fillets
in front of crankshaft and one in hollow carefully for defects
crankpin
Crankshaft, Rear 2500 amps. lengthwise making contact at
end of pin and in rear and main bore
2500 amps. crosswise through crankshaft
cheek
Cylinders (See Figs. 4Lg 500 amps. crosswise in a solenoid made up of Inspect bore of cylinder for circular defects
and 414) 10 turns of No. 0000 wire wound on a fiber
cylinder 10" in diameter Inspect bore of cylinder for lengthwise de-
2500 amps. Iengthwise passed through a fects. Examine cylinder hold-down flange
length of No. 0000 wire placed down for defects, particularly the area around the
through the cylinder and out an exhaust stud holes
port
Dog, Vacuum Pump Drive 1000 to 1500 amps. lengthwise
(If provided)
Flanges, Magneto Coupling 1500 amps. through rod in bore
Flyweights 2500 amps. through a rod placed in bores
Flyweight Screws 750 amps. 4" eolenoid
Gear, Cam Drive 2000 amps. lengthwise
Gear, Cam Reduction 1500 amps. Iengthwise
Gear, Fixed 2500 amps. lengthwise
Gear, Floating 2500 amps. through rod in bore
Gear, Fuel Pump Drive 1500 amps. lengthwise
Gear, Generator Drive 2500 amps. through rod in bore
Gears, Gun Drive 1500 amps. lengthwrse
Gear, Intermediate Blower 2500 amps. lengthwise
Drive
Gear, Magneto and Drive 2500 amps. lengthwise
Shaft
Gear, Oil Pump Drive and 1500 to 2000 amps. lengthwise
Idler
Gear, Pinion, Reduction 2500 amps. lengthwrse Inspect the thrust face
Drive
Gears, Pump and Gun Con- 1500 amps. lengthwise
trol
Gear, Rear Crankshaft 2000 amps. lengthwise
Gear, Reduction Drive 2500 amps. between rear face of hub and Inspect for defects around rivets
(See Fig. 415) front face of ring gear
2500 amps. through rear of hub flange and
front of ring geat at several points to com-
pletely magnetize ring gear
2500 amps. through rod in bore
425
INSPECTION

Table of Magnaflux Data (Contlnued)

Method of Magnetlzstlon
Narne ol Pert snd Reoommended Amperege trteme for Speolal Attentlon
Gear Vacuum Pump Drive 1500 amps. lengthwrse
Jaw. Starter 2000 amps. through rod in bore
Knuckle Pins 1500 amps. lengthwise Inspect for lengthwise and circular defects,
(See Fig. 416) 1000 amps. in,4" solenoid particularly on the press fit diameters
Master Rod 2000 to 2500 anps. lengthwise Inspect for cracks around knuckle pin holes
and on flanges between holes
2500 amps. through gy',"copper rod in piston
pin bore
2000 amps. through f" copper rod in each
knuckle pin hole. (Separate operations)
1-500amps. in an 8" solenoid Watch particularly for any transverse de-
fects at upper end of "I" section
If main bearing is in place - 2500 amps.
making contact at front and rear bearing
boss
If main bearing is removed-2500 amps.
through 11" copper rod in main bore. Ro-
tate part eccentrically around copper rod
Pins. Piston 2000 amps. through a 94" rod in bore Any defects on either the inside or outside
of the pin is cause for rejection
Pins, Valve Tappet Roller 500 amps. Iengthwise, between plates and in lnspect for longitudinal and circular defects
small solenoid with axis of pins and solenoid
parallel

Race, Floating Gear Inner 1500 amps. through rod around which race
is rotated eccentricallv
Races, Front and Rear 1500 amps. through a rod around which the Inspect roller tracks
Main Bearing race is rotated eccentricallv
Rollers, Valve Tappet 1500 amps. through rod in bore Inspect for fatigue defects, or large hair
(SeeFigs. 4L7, 4L8 and 419) 1000 amps. through 4" solenoid, holding lines on O. D.
rollers at right angles to solenoid coil
Screws, Valve Adj. 1000 amps. in l" solenoid
Shaft, Impeller 1500 amps. lengthwrse
Shafts, Oil PumP Drive and 1500 amps. lengthwrse
Idler
Shafts, Pinion 1500 amps. lengthwise Inspect corners of slot
Shaft, ProPeller 2500 amps. lengthwrse
(See Fig. 420)
Shafts, Rocker 1500 amps. lengthwise
750 amps. itt 4" solenoid
Shaft, Starter and Gear 2000 amps. lengthwrse
Shafts, Tachometer Drive 1500 amps. Iengthwise
Shafts, Vertical AccessorY 1500 amps. lengthwrse
Drive
Spiders, Fixed and Float- 2500 amps. through rod in bore
ing, Blower Drive
Springs, Intake and Ex- Not over 500 amps.lengthwise Reject for any defects
haust Valve
Spring, OiI Pressure Relief Not over 500 amps. lengthwise with spring Inspect for circular defects
Valve under slight compression
Springs, Blower Drive Gear Not over 500 amps. lengthwise with spring Inspect for circular defects
under slight compression
Tappets, Valve 1-500amps. Iengthwise Inspect for indications around slotted end
and around roller pin holes. Inspect inside
surface of socket

Washers, Intake and Ex- 1500 amps. through rod in bore Inspect for fatigue defects in the bore
haust Valve, Upper and
Lower
426
INSPECTION

Fig. 410 - Magnetizing Articulating Rods

Fig. 411 - Magnetizing Reduction Gear Cage Fig. 412 - Magnetizing Shelf Type Cam
427
INSPECTION

Fig. 413 - Magnetizing Cylinder in a Solenoid Fig. 414 - Magnetizing Cylinder with Cable through
Bore and Out Intake Port

Fig. 415 - Magnetizing Reduction Drive Gear Fig. 416 - Magnetizing Knuckle Pin in a Solenoid
428
INSPECTION

Fig. 4L7 - Magnetizing Valve Tappet Rollers on a Rod Fig. 418 - Magnetizing Valve Tappet Rollers in a
Solenoid

Fig. 419 - Method of Holding Valve Tappet Rollers in Fig. 420 - Magnetizing Propeller Shaft
Inspection Bath
429
(Sheet No. l)
TYPICAL ENGINE INSPECTION RECORI)

Owner . . Job No..

Reason for Overhaul. .. . . Englne No.
Englne Type . . . Total Tlme. . . . I)ate. .

FRONT SDCTION

........ThrustBearing.

. . . . . , . T h r u s tC o v e r . . . . . Hydro VaIve........

. . . . . . . . T h r u sBt r g . S p a c e r . . . . . . . . . . .. . . Hydro Valve Location...........

........ThrustSlinger...

....Red. Gear Cage

\-,

Reduction Gear Alignment..........

Oil Pump Drive Gear.........

SUMPS AND OIL PIPES

, . . . . . . . . . . . . . . . CSacpr e wH o l e s . . . . . . . . . . . . . . ..Washers..

..Packings.

Erternal Plpe Assys................

Front Sump to Rocker Boxes........

Front Sump Drain to Pump... ....;......

Front Sump Vent to Front Main Case..........

Inspector..... ......Approved......
430
(Sheet No. 2)
TYPICAL ENGINE INSPECTION RECORI)

Job No.. . . . Englne No.. .I)ate

PISTOITS ANI} CYLINI'ERS

..CompressionRatio....

Condition Head.................
Condition BarreI...............
Rocker Inserts......
Oversize...
Taper
Out-of-Round............
Max. Dia............
Exh. Valve Guide....
Condition
Inl. Valve Guide...............
Condition
Spark Plug Bushing..,......
Exh. Valve Dia..................
Exh. Valve Stretch...........
Condition
Inlet VaIves.......................
Condition
'
rD,-^L
r r D ' rD^,r-
tvsD Ie*"
1rt1............
- fn x h . . . . . . . . . .
ValveSeats {-.
IInl' """"'

Exh..........
InI..............
Rocker Arms........
Rocker Shafts.......
Rocker Brgs.......
Intake Pipes.........
Rocker Box Covers...........
431
(Sheet No. 8)
TYPICAL ENGINE INSPECTION RECORD

Job No. . Englne No..

Bnffiee...... .........Type
Inter. Cyl. Bafres............... Blast Elbows.............
Head Bafres....... .......DrainPipe Covers
. . . . .. ;."hers .... .. .... .Grommets...

CRANKCASE SDCTIONS

Cam Reduction
Gear Bushing Cam End Clearance Oil Seal Ri

Clearance...
Tolerance...
....CamOiler Supply Pipe......
.....Prop.Oiler Supply Pipe.....
. . . . . . . . . . . . . . OSnheo t V a l v e A s s y . . . . .
, . . . . . . . T . p p eM
t anifold................

Remarks..
No.............
.Nuts..........

Rear Meln Crankoase

Cam Bearing
Cam Bearing and Cam and Liner Cam End Clearance Oil Seal

. . . . .. . . C a mT r a c k s . . . . . . s eo l t s , N u t s & W a s h e r s
..........C'caB
.......CamBrg. & Teeth........ .....OiIManifold & Screws..
Tappet Guides...... . . . . . . C a mS l e e v e . . . . . .
Tappets.... .Cam Oiler Bkt.
Rollers & Pins....... .Cam Reduction
Remarks..

Granksheft...............
Run-out at Thrust..... ...End........ ....CrankpinSplines Front.
Crankpin Dia. Front..
Horizontal Front. Horizontal Front. ...
.....Rear...
Vertical Vertical Front.. ........Rear.......
Crankshaft Plugs Front .BalanceWeight.....
.....OiIPassages...
Meln Bearlng - Front..... . ....CrankshaftKey....
Center.... .. Nuts & Cap. Screws.
..........BoIts,
Remarks..
Sprlng Blower Drlve - Fixed
Springs
Rear Gear ...Clear....

Inspector
432
(Sheet No. 4)
TYPICAL ENGINE INSPECTION RECORI)

Job No.. . .

MASTDR AND ARTICULATING

Knuckle Pin Holes ............Knuckle

Main Brg. Surfaces..................Backs.........

Vertical

Knuckle Pin Holes

Main Brg. Surfaces..................Backs.....

BLOWDR AND BDAB SDCTIOITS

Blower

Plugs.........
Mounting Bolt Holes........
Check for Cracks
Press.Pipe & Bkt....... Laminum Shim..........

Imp. Brg. Cage....... Brg. Oil Baffie........

I n t . B r g . C a g e .. . . . . . . .
Mag. Shaft Bush. Left....
Mag. Shaft Bush. Rieht......... . ..Oil Slinger......
Mag. Shaft Bush. Tol.. ..
Roller Brgs.........
Remarks..
433
(Sheet No. 5)
TYPICAL ENGINE INSPECTION RECORI)

Job No..... D ate.

Rear Sectlon...

\-
olr Assy..,.......

Nut...........

\-,
Drive Gear.......

EARNDSS AND SPARK PLI'GS

\- Ignltlon Eornees..

Manifold

Wire..........

\-
Spork Plugs........

Inspector...
434
(Sheet No. 0)
TYPICAL ENGINE INSPECTION RECORD

Job No.. . . . Englne No.. . Date

ACCESSOBIES
Rtght Magneto ..Number.
Housing...
Rota. Magnet....
Dist. Finger Cyl.... .. . . . . . . . . . . . D i s tB. l o c k s . . . . . . . .
Brkr. Contact Screws...... . . . . . . . . . . . . . C a r bBornu s h . . . . . . . . . . . . . . .
Coupling..
Ground Screw.......
Remarks..

MainBodyCases......''..........BodyScrews

OII Temp. Control - Bodies ...Thermostat............. ...Va1ve.....

Set. Number............. . . . . . . . . . . . . . . . M i d - p o s i t iPorne s s . . . . . . . . . . . . . . . . . . . . . . C r u i s iP

ngress......................

Needle Valve Sylphons.. .......NeedleValves... .........RangeShifter...

P r e s sC o n t . V a l v e . . . . . . . . . . . . . . . . . . C o nV
t .a l v e L e v e r s . . . . . . . . . . . . . . . . . . . . N uat sn d W a s h e r s . . . . . . . . . . .
Gaskets........
tltorter....
Series............
Plan. Gear..
Fly Wheel..
Bevel Pinions..... ...Bell Gear..........

Remarks..
Storter Motor......
Housing...
Brushes....
Field Coils..........
Terminal Shield...........
Solenold Swltch.....
Housing...
Terminal Nuts.............
Shielding.
Meshlng Solenold.
Housing..
Coil Term. Nut.........
Shielding.
435
(Sheet No. 7)
TYPICAL ENGIND INSPECTION RECORI)
Job No.. . . Englne No.. . . Date
Booster Coll........... Model.......
Housing...
Contact Screw...........
Remarks..
Generator..............

Armature
Brushes....

..Sp". Dampeners...
Reverse Cur. Cutout...............
Resis. Units........
Remarks..
Shlpplng Parts.,......
Hub Attach. Parts..
Primer Lines.........
Spark Plug Hole Plugs..................
Remarks,.

Inspector.....
436
INSPECTION

TOOL LIST
Wasp Jr. Wasp Hornet

Tool Narne Tool No. B B2 B8 E1 ET- G E E . G 82. G 8 3 . G

BAR AND BLOCK - Aligning, Oam Re-

duction Gear Bushing. . . . . .PWA-214 x x x

BLOCK AND INDICATOR - CYlinder

Bore. PWA-312 x x x x x x x x x

FIXTURE - Master and Articulating

Il.ods, Aligning (Magnetic
indicatorbracket) ....PWA-1781-60A x x x

FIXTURE - l\faster and Articulating

Itods, Aligning (Magnetic
indicatorbracl<et) ....PWA-1781-61A x x

FIXTURD - Master and Articulating

Rods, Aligning (Magnetic
indicator bracket) . . . .PWA-1781-63A x x x x

GAGE - Maximum Wear Exhaust Valve

Guide Diameter ....PWA-309 x x

GAGD - Maximum Wear Exhaust Valve

Guide Diameter ....PWA-7451-64 x

GAGE - Maximum Wear Exhaust Valve

GuideDiameter . ..PWA-1451-16 x x

GAGE - Maximum Wear Exhaust Valve

Guide Diameter ....PWA-1451-63 x x x x

GAGE - Maximum Wear Inlet Valve Guide

Diameter ....PWA-311 x x x x x x x x x

GAGE - Valve Radius Limit (or Contour) PWA-737 x x x

GAGE - Valve Iladius Limit (or Contour)
Valve #7009 ..PWA-450 x x

GAGE - Valve Raclius Limit (or Contour)

Valve #11L52 ..PWA-656 x x x x

RING - Master, use with PWA-312 3472-T-3 x x x

RING - M a s t e r , u s ew i t h P W A - 3 1 2 . . . . . 1 3 1 3 - T - 5 x x
RING - Master, use with PWA-312 2133-T-12 x x x x
501

CEAPTER V

REPAIR AND ASSEMBLY OF MAJOR SUB-ASSEMBLIES

REPAIR
General-In this chapter the method of repairing boiling water for approximately three hours.
or replacing engine palts is described. Certain Springs or other articles subject to flexure, should
rep"ii instrlctio-ns, c6rrlron to a number of similar not be flexed prior to the baking operation.
type parts, are"General"
contained in the subsequentpara-
graphs of this section and will not be In caseswhere plating work is sent to a com-
repeated under the detail repair instructions. mercial plating concern, these precautions should
be emphasized.
Ilouslngs, Cover Plates, Crankcase Sectlons,
Etc.-Burrs or mutilations which do not tend to Expanslon of Parts by Heat-In many in-
increasein size or in any way impair the servicea- stances, the removal of liners and bushings re-
bility of the part should be smoothed over or requires that heat be applied to the metal surround-
moved. Excessive flaking, chipping or scratching the part to be removed. The method of
ing of paint should be cause for completely replacing the part in a heated oven and gradually
painting the part. bringing the entire area up to the required tem-
perature is the safest and the least likely to cause
Studs-Studs which are loose or have mutilated warping. The heating of the parts with a torch
threads should be replaced by oversize studs. is the most universally practiced method, and is
Whenever a stud which is already oversize re- satisfactory providing sufficient care is exercised
quires replacement, it should be replaced by the in its use. A soft flame gas torch should be used,
next oversize. Consult the parts list for availa- and care taken not to allow the flame to concen-
ble sizes. Where the threads of a stud hole have trate too long on one spot. The flame should be
become damaged or stripped out it is possible to played over the entire area surrounding the part
drill and retap the hole for a special stepped stud to be removed. Becauseof the nature of magne-
if tltere is sufficient material around the hole. sium, the application of a torch to this metal re-
It is also sometimes possible to install a bronze quires .the utmost care. The immersion of
bushing in such cases. The Pratt and Whitney magnesium parts in actively boiling water will
Aircraft Service Department should be consulted expand them sufficiently for the removal of liners,
if this is contemplated. without the attendant danger of warping occa-
Rlvets-All loose rivets which are found at in- sioned by the use of a torch. The amount of
spection should be replac6d, or tightened if feasi- heating that is necessaryfor the removal of liners
ble. is largely a matter of judgment and experience.
If magnesium parts are kept below 250o F.
Bearlng Surfaces and Bushlngs-Bearing sur- (LzL" C.) and if aluminum parts are kept below
faces and bushings should be polished with crocus 300oF. (149" C.), the danger point will not be
cloth and oil if scratched or scored. A fine stone reached.
may be used on steel bearing surfaces if polishing
with crocus cloth is not sufficient to make them Chrornlc Acld Treatrnent - The chromic acid
smooth. Unless scratched or scored the glazed treatment is an anti-corrosion treatment applied
surfacesof bushings should not be disturbed. to magnesium base alloys. At overhaul it is
sometimes desirable to thus treat magnesium
Plating-At overhaul it is common practice to parts which contain indications of corrosion or
plate certain engine parts to prevent galling, cor- on which the original pickling treatment is no
rosion or picking up of the metal. longer effective. A steel tank large enough to
During the plating operation, stressesare set permit submersion of any part which is to be
up in the metal, causing embrittlement, which treated is required. The procedure for stripping
may cause cracks and subsequent failure if not and cleaning the parts is as follows:
corrected. It is believed that the embrittlement Degrease the parts in a vapor degreaseror in
is due to the absorption of hydrogen by the metal kerosene. Remove the paint as described in the
during plating operations. The harder the metal paragraph entitled "Painting", and immerse the
being plated and the thirrner its section, the parts for approximately five minutes in a boiling
greater the embrittlement. chromic acid solution (100' C. - 212" F.) of the
To relieve this condition, it is recommended following composition:
that, immediately after any kind of plating, Chromic Acid (Cr0r) 1.5 lbs.
highly stressedparts, in particular, be baked for Water to make 1.0 gal.
one hour at a temperature of 275" F. -- 300' F.
(135' C.-149" C.). Iffacilitiesfor baking arenot If tap water is used, .lo/o silver nitrate (AgNOs)
available, the parts may be placed in actively should be used to precipitate soluble chlorides.
502
REPAIR AND ASSEMBLY OF MAJOR SUB-ASSEMBLIES

Dissolve the silver nitrate in distilled water and Alurnlnurn Alloy lleads and Steel Barrels
add it to the chromic acid bath. 2 coats black high-bake enamel and bake
3 hours at 425" F. (218' C.)
Remove the parts and rinse thoroughly in
fresh cold running water and then in hot water. The following makes of finishes are satisfactory
Dry with compressed air. Apply the primer for use:
"Painting".
and paint as describedunder
Zinc Chromate Primer PWA Spec. 219 manu-
Palnting-Before repainting parts at overhaul, factured by the Egyptian Lacquer Co., l27A
their surfaces must be properly prepared to re- Sixth Ave., N. Y. C.
ceive the paint. If it is desired to remove the
original finish, any one of three methods of strip- Gray Aircraft Engine Enqme! PWA Spec.-146
ping may be used. The first, dipping the painted muttrrfactured by the Egyptian Lacquer Co., 1270
parts in a heated stripping solution, is the most Sixth Ave., N. Y. C.
effective. Solutions such as the No. 70 Stripper Black Aircraft Engine Enamel, PWA SP*'
of the E. A. Gerlach Co., 3567 Sepviva St., 803-A manufactured bV Pratt & Lambert Co',
Philadelphia, Pa., are satisfactory for use in the Buffalo, New York.
first method. The second method involves
brushing a heavy coat of a paint removing sub- Black Aircraft Engine Cylinder Enamel (BWA
stance on the paint and then wiping the old pqint Spec. 226-A) V-1183, manufactured by the Lowe
from the metal. "Wonder-Paste" manufac- Bros. Co., Dayton, Ohio.
tured by the Wilson-Imperial Co., Newark, N. J., All surfaces contacting flat gaskets should be
is one of the satisfactory products for use in this painted with one coat each of zinc chromate
method. The third method involves removal primer and enamel.
of the paint with a stiff wire brush. When this
methoil is used with magnesium parts, it is de- Aluminum alloy and steel mating surfaces
sirable to retreat them \{rith the Chromic Acid should be left unpainted.
Treatment.
Magnesium alloy mating, surfaces should be
If the old paint is not to be removed, the sur- painte? with one coat each of zinc chromate
face should be smoothed up with emery or crocus primer and enamel.
cloth. Cylinder heads should have all the re-
maining old paint removed by sandblasting prior Metallized Cylinders-It is not anticipated
to repiinting to prevent building-up of the old that frequent iesurfacing of aluminu-m sprayed
coats and impairment of cooling efficiency. R€- cvlinders will be necessiry, although this will
fer to Chapter III for instructions on sandblast- d"ependlargely upon conditions o-foperation and
ing cylinders. th6 kind of tr-eatinent to which the cylinders are
subjected (as well as upo-n the -quality of the
Prior to printing, all surfaces should be de- metallizing' job). Norm^ally, it shbuld be suffi-
greased as described in Chapter III "Cleaning". cient to clean cylinders in a regular engine-parts
Holes should be plugged with corks, and areas cleaning bath a[ overhaul, and respraying should
and perts not to be painted should be covered not be necessaryfor at least two or three over-
with suitable masks or masking paper. The fol- hauls. When resurfacing becomesnecessary' or
lowing list gives the type of paint, number of if it is desired to metalliZe cylinders which were
coats to be applied, the length of time for baking previously enameled, this may be accomplished
and the baking heats to be used. Paints may be as follows:
applied with an atomizer or a brush; they may
be baked or air-dried. Thoroughly degrease,sandblast, qld clean the
external frrrfaceJ as described in Chapter III'
Magneslurn Parts The old aluminum finish need not be entirely
(A) 1 coat zinc chromate primer removed, the well bonded portions making q
(B) 3 coats gray enamel or satisfactory base for a new coat. Where enamel
(C) 3 coats black enamel was previously used, however, all traces of the
ettatttlelmust be removed. After cylinders have
Alurnlnurn Alloy Parts (Ereept Cylinder been cleaned and sandblasted, do not touch
Ifeads) wlth bare hands a surface whlch ls to be
(A) 1 coat zinc chromate primer rnetal sprayed.
(B) 2 coats gray enamel or -stoppers, (Old parts such
Cover all studs and openings.
rc) 2 coats black enamel as metal plates, rubber rubber hose and
copper tribing are often useful-for this purpose.)
Baklng Tlme for Above Palnts Olh rocker Jovers, held in place by pieces of
(A) llhow at250'F. (121'C.) copper tubing inserted over ?nd ^pinched tight
(B) 1)4 holulrsat 275" F. (135" C.) on ttte studs, are recommended for p-rotectin-g
(C) 1)4 hours at 275"F. (135' C.) the inside of ihe rocker boxes. Discarded spark
503
REPAIR AND ASSEMBLY OF MAJOR SUB.ASSEMBLIES

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504
REPAIR AND ASSEMBLY OF MAJOR SUB-ASSEMBLIES

plugs and gaskets ryay_ be used to proteq_t the equipment is available, the following equipment
threaded inserts. The lower side of the cylinder is recommended:
mounting flange and the skirt of the barrel
should be protected by a sleeve made high and Type E Metco Metallizing Unit complete with:
wide enough to hold the assembly firmly. 1 _ 11 B & S and rf,, Wire Nozzles
1-11 B&Sandft"Aircaps
The booth in which the cylinders are to be
1 - Lathe Fixture
sprayed should be equipped with an exhaust fan
to diaw off fumes, etc., and should have a small 1 - Tube Valve Lubricant
turntable on which the parts may be rotated. 1 - Tube Gear Case Lubricant
'fhis turntable may be power driven if desired.
1 - Complete set of Tools
If the table is rotated by hand, an asbestosmitten 1 - Instruction Manual
must be worn to protect the operator from the
flame of the spray torch. Rocker box covers Type 2H Gas, Oxygen, and Air Hose Unit
should be held flat while being sprayed. Type A Metco Air Control Unit
Cautlon-It is important that the operator Type 25 Metco Wire Control Unit
wear a respirator and goggles while sandblast- No. G-10 Metco Oxygen Regulator
ing and metal spraying. No. 2G-X40A Gas Regulator
The spray gun should be held approxim4tely -No. W Metco Compressed Air Drying Unit
Type
six inchei from the work and at an angle of about 554A, complete with expeller and after-
15' - 20' to the surface in both directions, cooler
so that the area between the fins is effectively
coated. Apply a final coat holding the gun at Wilmington - Metco Type SH23 City Gas
right angles to the surface to insure a goo_dggat- Compressor complete with Yz H.P., L20-220
ing on the edges of the fins. The desired thick- Volt, single phase, 50-60 cycle, dust proof motor,
neis is .003" and the maximum thickness should gastankrpressure switch, and flash back arrestor.
not exceed .005". Excessively thick coating Note-All of the above material is obtainable
tends to produce a rough finish and has a ten- from:
dency to flake off. After spraying, inspect the
finish for uniformity and quantity. Metallizing Engineering Company, Inc.
2107 41st Avenue
When cylinders are to be stored after spraying, Long Island City, New York
they should be completely coated with No-Oxide
EEE, which may be obtained from Dearborn Note-If it is desired to use Propane, Hydro-
Chemical Company, New York City, N. Y., gen, or Acetylene Gas (in bottled form)
or some other similar corrosion preventing com- in place of city gas, the gas compressor
pound. rs unnecessary.
Assuming that compressed air (35 cu. ft, of Fig. 500 shows schematically a typical metal
free air per minute at 80 p.s.i.) and sandblast spray equipment set-up.

DETAIL INSTRUCTIONS
FRONT (Nose) SECTION-WASP JR.

Thrust Bearlng Llner-If for any reason it insert a .001" feeler gage between the liner and
is neaessary to replace a liner in the front sec- the case. If it is not possible to insert this gage
tion, the area adjacent to the liner should be at any point, the liner may be judged to have
heated to a temperature of 200" F.-250' F. bottomed properly.
(93' C.-121" C.) (see Page 501) and then the
After a new liner is installed, the thrust bear-
liner should be drifted out of the nose. ing seating surface and the propeller_oil--transfer
In order to reinstall the new liner, the front riig seatiig surface should be ground. Where it
section should be reheated to the same tempera- is necessaryto grind the bore of a liner to accom-
ture and the new liner inserted in position. modate oversize oil transfer rings, the same in-
This operation will be facilitated by chilling the structions apply as for a standard bore with the
liner with dry ice (COz) prior to installation in only difference being in the size to which the
the front section. Care should be taken to see Iiner is ground. To accomplish the grilding,
that the oil holes in the new liner are in align- the front section should be bolted to an adapter
ment with the oil holes in the front section and plate mounted in a lathe. Using a dial indicator,
that the liner is bottomed properly. This latter indicate the nose section so that the liner for-
condition should be checked by attempting to ward face and bore are turning concentrically
505
REPAIR AND ASSEMBLY OF MAJOR SUB.ASSEMBLIES

Fig. 501 - Installing Valve Tappet Guide - Wasp Jr. Fig. 502 - Reaming Valve Tappet Guide - Wasp Jr.

'fhe bores hole with the socket down. Then insert a drift
within .001" full indicator reading.
should be ground to the desired diameters with in the upper end of the hollow tappet and force
a tool post grinder. The front liner should be the cup out with an arbor press.
ground to such depth that the surface of the
iear seating flange for the thrust bearing measures In order to install a new socket, the cup should
!.2I7" + .002" from the front surface of the be lightly placed in the tappet. Then place
liner. In doing this grinding, the parts should the assembly, socket down, in the .8135" r
be free of grease and oil, and the liner should be .001" hole in the steel block used for removal
dry ground so that the metal particles may be and press the socket into the tappet with an
readily removed from the oil passages, ete. arbor press.
After cleaning, polish the bore of the liner with Note-In the draining type tappets, the
crocus cloth and oil. tappet ball socket and oil bushing must
be assembled prior to insertion in
Valve Tappet Sockets-Sockets may be re- the tappet. In doing this, make
moved by using the Tappet Ball Socket Puller. certain that the oil hole in the bushing
The tappet and socket assembly should be is aligned with that in the tappet.
inserted into the split bushing so that the bush-
ing clamps around the O.D. of the socket. Secure Valve Tappet Guldes-To remove the valve
the bushing firmly between the jaws of a vise, tappet guides it is necessary to heat the front
and using the puller, remove the socket from the section (see Page 501) after which the guides
tappet. may be removed with the Valve Tappet Guide
Drift.
An alternate method of removing sockets
from Wasp Jr. B and 82 tappets and the non- After removal of the guides, the guide holes
draining tappets on the Wasp Jr. 83, Wasp and should be cleaned up with crocus cloth and oil.
Hornet engines is to drill and ream an .8L35" In the event that a standard size guide will not
+ .001" hole in a steel block and insert a steel provide the desired fit, oversize guides are avail-
bushing, having a hole with a diameter of .793" able. When installing oversize guides, the holes
+ .001", in the lower part of the block. This in the front section should be reamed sufficiently
bushing is necessaryin order to provide a good with a 1912"standard expansion reamer to clean
shoulder to support the tappet while the socket them up. Turn down the tappet guide to give
is driven out. Place the tappet in the drilled the required fit in the nose section.
506
REPAIR AND ASSEMBLY OF MAJOR SUB-ASSEMBLIES

Prior to installation of a new guide the front The straight reamers are used for taking the
section should be reheated and the guide and primary cuts and the spiral reamer is used in a
its retaining hole coated with a suitable grease final operation to clean yq ?ny high spotg which
"No-Oxide-E". The new guide may be may remain. The straight reamer having the
such as
chilled with dry ice (COz) to facilitate installa- pilot in front of the flutes should be used first
tion. With the aid of the Valve Guide Drift and inserted from the outside end of the tappet
and a fiber mallet, install the new guide so that guide. With this reamer the guide should be
it is positioned correctly in the case, i.e. so that reamed to within one-quarter of an'inch from
the slot in the guide is parallel to the cam roller the inside end. The second reamer should then
tracks. If replacing less than a complete set be inserted, handle end first, from the inside
of guides, the Tappet Guide Aligning Plate end of the guide. The reaming operation should
should be placed in the slot of the adjacent be effected while pulling the reamer out through
guide and the replacement guide aligned by the tappet guide. Prior to the use of this reamer,
means of this plate. If replacing a complete the Tappet Guide Reaming Clamp should be
set of guides, the first guide should be aligned installed around the inside end of the tappet
with the slotted Aligning Plug which is placed gurde to prevent spreading of the guide at the
in the hole adjacent to the guide being installed roller slot (seeFig. 502).
(seeFig. 501). This plug may be rotated in the
nose section until its slot is parallel with that of Propeller Regulator Valve-If a new propeller
the guide. Then insert the Aligning Plate in the regulator valve and shaft assembly is installed,
slots of the Aligning Plug and the guide. After the valve should be lapped into its seat with a
driving home the first guide, the next guide can fine valve grinding compound. Make sure that
be aligned from it, and the same procedure all traces of the compound are removed from the
followed until all the guides are installed. shaft and seat before assembly.

The tappet guides should be reamed with the Front Breather Assembly-'Should any defects
Tappet Guide Reamers. These reamers consist have been revealed during inspection, the com-
of two straight reamers and a spiral reamer. plete assembly should be replaced.

FRONT (Nose) SECTION-WASP Hl AND HORNET E (Dlrect Drlve)

Thrust Bearlng Llner-For instructions on

replacing or regrinding, see paragraph with same
heading for Wasp Jr. engines. The thrust bear-
ing seating surface should be ground to a depth
of L.296" + .002" from the front flange of the
thrust bearing liner on the Wasp engine and
t.208" + .002" on the Hornet engine.
Governor Drlve Gear Bushlng (Wasp Hl)-
To remove this bushing, drive it from the front
section using the Governor Drive Gear Bushing
Drift. Clean any high spots from the bushing
hole with a standard expansion reamer and, if
fitting an oversize bushing, turn down the O.D.
of the bushing in a lathe to obtain the desired
fit in the nose section. Drive in the new bushing
with the Governor Drive Gear Bushing Assem-
blv Drift and ream it to size with the Governor
Diive Gear Bushing Reaming Fixture and
Reamer (see Fig. 503). Instructions covering
checking and adjusting backlash are given in
"Intermediate Gover-
the subsequent paragraph
nor Drive Gear Bushing".
Intermedlate Governor Drlve Gear Bushlng
(Wasp Hf )-To remove this bushing, drive out
the staking pin and remove the bushing with the
Intermediate Governor Drive Gear Bushing
Puller. Clean up the hole in the support and
drive in the new bushing with the Intermediate
Governor Drive Gear Bushing Assembly Drift,
making sure tbat oil holes are properly lined up. Fig- 503 - Reaming Governor Driven Gear Bushing -
Use the Cam Reduction and Intermediate Gov- Wasp H1
507
REPAIR AND ASSEMBLY OF MAJOR SUB-ASSEMBLIES

ernor Drive Gear Reaming Fixture and Reamers small steel drift and remove the bushing with
for reaming this bushing (see Fig. 504). the Cam Reduction Gear Bushing Puller. If
After reaming the new bushing, the gear should the br,r,shinghole in the nose section requires
be inserted in position in the intermediate cleaning up, an oversize bushing should be
governor drive gear support and the support used and turned down on the O.D. to obtain the
should then be bolted in position in the front desired fit. Drive the new bushing into the
section. Check the backlash between the two retaining boss and, using the hole in tlge case as a
governor drive gears, using a dial indicator. If guide for the rf" drill, transfer-drill the staking
i-nsufficient backlash is obtained, the intermedi- hole in the new bushing and drive in the staking
ate governor drive gear bushing should be faced pin. Ream the hole with the Cam Reduction
off the desired amount by mounting the support Gear Bushing Reaming Fixture, Reamer Bar,
in a lathe and turning off the face of the bushing. Roughing Reamer, Finish Reamer and Aligning
Cam Reductlon Gear Bushlng-To replace Bar (see Fig.505). Check the alignment as
this bushing, drive out the staking pin with a described in Chapter IV.

FRONT SECTION (Reduetlon Gearlng and Houslng Assembly)

wasP El-G, EoRNET E-G, E2-G AND E8-G

Thrust Bearlng Cover Assernbly (Hornet Wasp Jr. engines. The liners should be ground
ES-G)-The liner in the thrust bearing cover to the desired dimensions with a tool post
plate is shrunk in and the rear edge spun over grinder.
after assembly. In order to remove the liner,
place the plate in a lathe and face off the spun Governor l)rlve Gear Bushlng (Eornet OnIy)
Surface on-the rear edge of the liner. Then lieat -This bushing may be removed with the Gov-
the area of the plate around the liner to 200o F. ernor Drive Gear Bushing Disassembly Drift
(93" C.) (see Page 501) and drive the old and a replacement bushing installed with the
liner from the plate. The new liner may be Assembly Drift. Oversize bushings are available
pressed into place with the plate at the same and may be fitted after reaming the. hole in the
lemperature. Care should be taken to see that case with an expansion reamer until the required
the flange of the liner is seated on the forward' fit is obtained with the replacement bushing.
face of the plate. The rear edge of the liner When installing a new bushing it is important
should then be spun over to form a shoulder on that the oil holes line up properly. The new
the rear edge of the plate, by trueing up in a bushing should be reamed with the Propeller
lathe to run within .001", full indicator reading, Governor Drive Gear Bushing Reaming Fixture
and spinning it over with a spinning tool. and Reamer.
The procedure for grinCing old liners to accom-
modate .005" or .010" oversize oil seal rings is After installation of a new bushing, the inter-
similar to that for grinding a new liner after mediate governor drive gear should be installed
installation in the cover, with the exception of on the bearing support plate and the plate should
the difference'in the size of the bore. be temporarily fitted in place on the reduction
gear housing for the purpose of checking the
Thrust Bearlng Llner-If inspection has re- backlash between the intermediate governor
vealed the necessity of replacing this liner, it drive gear
- and the governor drive gear. Should
should be accomplished as follows: there be insufficient backlash between the
governor drive gear and the intermediate gover-
Drift out the thrust bearing cover studs, using nor drive gear, it may be increased by facing
a fiber drift. The studs should be driven from the governor drive gear bushing with the Gov-
the inside of the reduction gear housing to the ernor Drive Gear Bushing Facing Tool.
front. Heat that portion of the reduction gear
housing adjacent to the liner to a temperqture Flxed Gear-To regrind the fixed gear bore for
of 200dF.-250' F. (93' C.-t2L' C.) (seePage oversize oil transfer rings, mount the gear in a
501) and drive the liner from the nose lathe and indicate so that the runout does not
section. Again heat the case and install the exceed .001" full indicator reading on the for-
new liner in position, making certain the oil ward flange and outside diameter of the centering
holes in the liner coincide with those in the case shoulder; grind to the desired diameter (see Fig.
and that the liner is properly bottomed. Using 506). As the I.D. of the ring seating surfa_ceis
an arbor press, reinstall the thrust bearing cover less than that of the rest of the bore on the Wasp
studs, making sure that they are a tight fit in H1-G engine and greater than that of the rest of
the front section. the bore-on the Hornet E-G series engines, the
The method of grinding thrust bearing liners newly ground surface should be blended with
-direct engines is the same as that described
on seared the adjacent area of the bore. Polish the bore
for drive engines under the heading with crocus cloth and oil.
508
REPAIR AND ASSEMBLY OF MAJOR SUB.ASSEMBLIES

Fig. 504 --- Reaming Intermediate Governor Drive Gear Bushittg - Wasp Hl

Fig. 505 - Reaming Cam Reduction Gear Bushing - Wasp Hl-G

509
REPAIR AND ASSEMBLY OF MAJOR SUB.ASSEMBLIES

Fig. 506- GrindingFixedGearRing Surface

Plnlon Cage-Pinion cagehalves are not inter- Reductlon Drlve Gear-In the event that
changeablewith one another. In the event it is either the reduction drive gear or the reduction
desired to replace a pinion cage half, the Pratt & drive gear hub should require replacement, the
Whitney Aircraft, Service Department, should Service Department of Pratt & Whitney Air-
be consulted. craft should be consulted prior to replacing
these parts.
Plnion Gear Bushlngs-Pinion gear bushings
are removed and installed with the Pinion Gear Propeller Shaft and Threads-It has been
Bushing Drift and an arbor press. found in some cases that sharp edges at the
After installation, the new bushing should be thread ends of the propeller shaft hub nut and
bored or ground to size. To make certain that the propeller shaft become crossed or damaged
the I.D. of the bushing will be concentric with and cause thread seizure. To prevent this, it is
the pitch diameter of the gear, insert six pins recommended where sharp ends exist, that the
partial thread be removed from where it starts
.218" in diameter between the teeth, equally
spaced around the circumference of the Beil, to a point where the thread is of full depth and
fastening them with a rubber band, and tempor- section (see Fig. 508).
arily attach the gear to the face plate of a lathe This operation is accomplished by grinding
or boring mill with a draw bar. Adjust the or fiIing the partial threads down to their root
position of the gear so that the run-out of the diameter and cutting off with a taper of approxi-
plunger of a dial indicator resting on the pins mately 3f" from the root to the top of the full
does not exceed .001" full indicator reading. thread on the propeller shaft threads, and a
Then fasten gear permanently with straps and taper of approximately 3.4" on the nut thread.
remove bolt from the draw bar. The edges of these tapers should be rounded
Using a suitable boring bit in conjunction with approximately %t" radius and all burrs
with the lathe or boring mill, bore the diameter and sharp edges removed by stoning.
to the desired dimensions (seeFig. 507). Propeller Shaft Rear Bearlng-To replace
If grinding is desirable, a K5BE Norton a propeller shaft rear bearing, the assembled
Wheel in conjunction with a Heald No. 50 crankshaft should be mounted in a suitable
Grinder with a wheel speed of 13,000 R.P.M. Iathe. A brass or copper sleeve should be fitted
may be used. over the splines as near the front of the crank-
510
REPAIR AND ASSEMBLY OF MAJOR SUB.ASSEMBLIES

r- CLEAR AWAYINCOMPLETE
\ rxneeo uNnL FULL
\ DEPTH OF THREADIS
oenrNeo. RoUND EDGES.
\

\
T

Fig. 507 - Boring Pinion Gear Bushing Fig. 508 - Reoperation of Propeller Shaft Threads

shaft as possible. With the sleeve pressed in Clean up any burrs, etc., which may have
place over the splines, mount the assembled resulted from the boring operation, and immerse
crankshaft in the lathe, chucking the rear main the front of the crankshaft in oil heated to
bearing boss and dead cehtering the front end 350" F.-400" F. (177' C.- 204"C.), for approxi-
in the beveled face. The shaft should then be mately 20 minutes. At the same time, chill
indicated at the front and rear main bearing the new bearing to be installed with dry ice
bosses to within .001" run-out, full indicator (COr). The new bearing should then be installed
reading. Turn down the outside diameter of in the shaft, using the Propeller Shaft Rear
the sleevewhich has been pressedover the splines Bearing Pusher, so that the rear of the bearing
to insure its concentricity with the main bearing rests against the shoulder in the crankshaft.
boss. Then mount a steady rest on the O.D. of Transfer-drill the staking hole in the bushing
the sleeve, remove the dead center and hore out with a No. 19 (.166") drill, and, supporting the
the bronze bearing to a thin shell. Care should bore of the bushing with a suitable arbor, drive
be taken when boring out the bearing not to in the staking pin.
damage the shoulder in the shaft against which Mount the assembled crankshaft in a lathe as
the rear of the bearing rests. The shell may described previously and bore out the I.D. of
then be collapsed and removed from the end of the bearing to give the proper clearance with
the shaft. the propeller shaft pilot.

MAIN CRANKCASE SECTIONS

Plate Type Carn (Wasp Jr.)-As cams are Should inspection reveal the necessity for a
originally finish ground at the factory to the high new cam hub, the cam assembly should be
Iimit, it is possible to regrind the roller tracks at mounted front side down in a suitable holder
overhaul provided it is not necessary to grind and the rivets removed. The rivets may be
to a depth in excessof .015". However, as spe- started with a round nose punch, and then pulled
cial equipment is required for this operation, from the hub with a rivet puller. Disassemble
cams should be returned to United Airports Divi- the hub from the cam with a leather mallet.
sion, Rentschler Field, East Hartford, Connecti-
cut, for regrinding. See Chapter IV, under Inspect the holes and their countersunk areas
"Cam (Plate Type)" for further information. and clean up where necessary.
511
REPAIR AND ASSEMBLY OF MAJOR SUB-ASSEMBLIES

InstaII the new hub on the cam and transfer The atignment of the bushing. aflgr rearnilg
drill the 35 rivet holes with a #22 (-I57") drill. should be-checked as described in Chapter IV,
"Inspection".
Break the sharp edgesof the drilled holes on the
front of the n-ew Cam hub with a countersink Carn Reductlon Gear Bushlng (Wasp and
and clean up with emery cloth. Drive in the new Ilornet)-If necessaryto replacea cam reduction
rivets and upset the ends on a rlyeting machine
sear bushing, drill out staking pin and remove
or with a round nose punch. Using a surface
bushing from caseusi4g the Cam Reduction Gear
srinder, grind the rivet ends flush with the rear Bushing Puller, (see Fig. 5-09). In case the de-
Surfaceof the cam. sired fif cannot be obtained with a standard size
Carn Adjustrnent (Plate Type) .It insPection bushing, an oversize bushilg +uy b-eused, turn-
reveals tiat the tappet rollers are riding slightly ing down its O.D. to give the desired fit with the
off center on the cam track, the cam fore and aft crankcase.
position may be adjusted by varying the- thick- Install the new bushing, placing oil hole 90'
iess of the crankshaft adjusting spacer located from oil hole in case. Drill bushing staking hole
""aut the thrust bearing. Where it is found and stake bushing. The bushing may the! be
ttrat the tappet rollers are riding too far forward reamed using the Cam Reduction Gear Bushing
ott th" camiiack, the cam may be moved forward Reaming Fiiture, Reaming Bar, Rough Reamer
by reducing the thickness of the spacer the re- and Finish Reamer.
quired amount. In the event that the tappets
aie riding too far to the rear on the cam track, In gearedenginesthe cam reduction geal bush-
lh. .u- -uy be moved to the rear by installing ing in"the bearing support Plat^eis replacedin the
a spacer of increasedthickness. same manner as described for the crankcase.
However, when reaming, the bushings in both
Shelf Type Cam (Wastrl Hl and Hornet E the bearing support plate , and front crankcase
Sertes)-'ihe prece4iry lnstructions relative to must be line reamed together with the support
regrinciing the cam lobes also apply to the shelf plate in position on the front crankcase.
type cam.
Reductlon Drlve Gear Bearlng Llner-In the
Cam Otl Feed Bracket (\ilasp Jr.)-Should the event that the reduction drive gear bearing liner
short oil feed pipe be loose in the bracket, it may requires replacement, -the bgqti"g support plate
U" iient"ned by sweating solder onto the end of stuida be mounted under a drill pressat an angle
itt. iip. and then scraping the end until the of 60o to the bed of the press. With a Yt6"drili,
desirbclfit is obtained. spot drill the four dowel pins tf" deep. Then
*ittt a No. 15 (.180") drill, drill into the dowels.
Cam Reductlon Gear Bushlng (Wasp Jr.)- It will be found that in most cases,the shell of the
The replacement of the cam reduction gear bush- dowel will seize to the drill and will be removed
ing should be accomplishedas follows: when the drill is withdrawn. If the shell of the
Using a small steel drift, drive -theistaking-pin dowel does not come out at this time, it should
from tht bushing. Then, using the Cam Reduc- be collapsed and removed. Heat the bearing
tion Gear Bushing Puller, remove the bushing support plate to 350'F. (177"C.) tseePage 501)
from the crankcase. an-ddrive out the old liner.
Prior to installation of a new bushing, clean Cautlon-Before removing the liner, ascer-
utr anv burrs on the case caused by removal of tain that the dowels have been completely
tie brishing and see that the oil holeg are per- removed, as the bore of the bearing support
fectly clean by blowing out with an air blast. plate is likely to be damaged should any pieces
bf tne dowels be wedged between the liner and
Using the large slotted washer and the thick the plate.
steel bushing of fhe Cam Reduction Gear Bushing An alternate method of removing the liner is
Puller install the new bushing in the case so that to grind three grooves acrossthe smooth face of
the two oil holes are at right angles to the oil the"liner just deep enough to approach the metal
Dressure hole in the case. With a LA" drill, of the pl-ate and- then collapse and remove the
transfer-drill the staking pin hole and drill the oil liner.
bleed hole into the bushing. Place a steel arbor
of sliehtlv less diameter than the bushing in the Cautlon-Make sure that in grinding, the
bushing ind drive in the staking pin. wheel doesnot touch the baseof the plate.
This bushing should not be reamed until the To install a new liner, clean up the hole in the
front half of the main crankcase section is as- plate, reheat the plate to 350" F. -(177"C.) and
sembled onto the engine. To accomplish th!s, press in the new litler, Iocating the- dowgl pj"
place the Aligning Fixture over the end of the holes 45o from the old holes. Transfer-drill the
crankshaft and align the Fixture by means of the dowel pin holes with a No. 13 1.185") drill, Vt6"
Alienine Bar. The bushing should then be in depth, and drive in four steel p!ls.- The pins
reained-with the Cam Reduction Gear Bushing shoulh be peened over and filed flush with the
Reamer. liner. Then bolt the bearing support plate to
5L2
REPAIR AND ASSEMBLY OF MAJOR SUB.ASSEMBLIES

the face plate of a lathe and true up on the front Prior to the installation of a new liner, clean
and shoulder until it runs true within .002" the bore of the case and the O.D. of the liner
full indicator reading. Secure in this position thoroughly to insure good contact between liner
and grind the liner to the proper size. Polish and bore of case. Heat the crankcaseto 250" F.-
with crocuscloth and oil. 300' F. (121' C.-149' C.) (seePage501) and in-
Front and Rear Maln Bearlng Llners-In stall liner in its place.
order to remove the front and rear main bearing Cautlon-If torch is used, do not allow flame
liners the four dowel pins in their bores should to heat section of front crankcasearound valve
first be removed. Place the crankcase section tappet guides as they are liable to becomeloose
in a suitable holding fixture with the parting and misaligned.
surface down. The mounting surface of the
fixture should be at an angle of 60o to the bed of Note-Chilling the liner before assembly will
the drill press. Spot drill each pin with a \6" simplify installation in the crankcase.
drill approximately Ya" deep. Then, with a ffLi When installing new liners, it is recommended
(.180") drill, the dowelsshould be drilled through. that the dowel pin holes in the new liner be lo-
It has been found in shop practice that usually cated equi-distant from the old pin holes in the
the shell of the dowel pin will seize to the drill case. 1'o insure bottoming the front main bear-
and come out when the drill is removed. If this ing liner flange of geared engines in the crank-
is not the case, the shell of the dowel should be case, tap the liner with a mallet while the case is
collapsedand removed. cooling.
Cautlon-Before removing the liners, check
to determine if all four dowels have been en- After the casehas cooled, place it in the holding
tirely removed as damage to the bore of the fixture which was previously used for drilling
case is likely to occur from pieces of the dowel out the old dowels, and transfer-drill four holes
pins being wedged between the liner and the with a #LB (.185") driIl Vl6" deep (overall depth)
bore of the case. through the liner. Drive in four dowels and
rivet them over.
Grind three grooves acrossthe inside face of the
liner as deep as possible without touching the On geared engines,the threads in the I.D. of
bore of the case. These grooves should be the front liner may become distorted during the
equally spaced. Collapse and remove the liner shrinking operation. To correct this, the threads
from the crankcase. should be chased on a lathe or with a suitable
hand thread chaser.
Note-The size and number of these threads is
6" x 16, U. S. Standard Form, class 3,
Ieft hand on the Wasp H1-G and7" x 16,
U. S. Standard Form, class 3, left hand
on the Hornet E-G series. If this oper-
ation is to be done on a lathe it must
have a minimum swing of 24" to
accommodatethe case.
After the liners are installed, mount a Face
Plate Adapter (drilled so that the rear main
crankcasesection with studs may be bolted to it)
on a suitable internal grinder, or a 24" Iathe.
Indicate the snap ring to run true within .001"
full indicator reading. Assemble the two sec-
tions of the crankcase together and attach rear
section to face plate. Indicate the front parting
face and front O.D. of case to run true within
.001" full indicator reading. Finish grind the
liners to the proper dimensions. This may be
done on a 24" Iathe with a tool post grinder if an
internal grinder is not available.
Valve Tappet Guldes-To remove the valve
tappet guides it is first necessary to remove the
guide locking screws on Wasp engines and the
guide locking pins on Hornet engines. The case
should then be heated and the guides removed
with the Valve Tappet Guide Puller.
After removal of the guides, the guide holes
Fig. 509 - Removing Cam Reduction Gear Bushing should be cleaned up with crocus cloth and oil.
513
REPAIR AND ASSEMBLY OF MAJOR SUB-ASSEMBLIES

In the event that a standard size guide will not ing with those in the plate. When properly
give the desired fit, oversize guides are available. installed the slot in the bushing and the slot in the
When installing oversize guides, the holes in the plate will be aligned. Install the washer so that
case should be reamed sufficiently with a l%2" the key of the riasher will be inserted in the slots
standard expansion reamer to clean up. Turn of both the bushing and the bearing support plate.
down the tappet guide to give the required fit Tighten down the washer with the retaining
in the crankcasesection. screw. The head of the screw should be staked
to prevent it from backing out.
Prior to installation, coat a new guide and its
retaining hole with a suitable grease such as Improved Otl Transfer-Blower to Maln
"No-Oxide-E". Heat the case to 200" F.- Case (Wasp Jr.)-To provide an oil tight seal
250oF. (93' C.-L?L'C.) (seePage 501). With between the blower and the main crankcase sec-
the aid of the Valve Guide Drift and a fiber mallet tions, a new method of oil transfer was incor-
install the new guide so that it is positioned corporated in the Wasp Jr. engines starting with
rectly in the case,i.e. so that the slot in the guide engine #279.
is parallel to the cam roller tracks. If replacing
The ferrule formerly used to transfer pressure
less than a complete set of guides, the Tappet
oil from the blower to main caseon early Wasp Jr.
Guide Aligning Plate should be placed in the
slot of the adjacent guide and the replacement engines was replaced by a flanged fitting and
guide aligned bv means of .this plate. If re- bracket located inside the pilot of the cases.
placing a complete set of guides, the first guide The former type main crankcase and blower
should be aligned with the use of the slotted section can be reoperated at the factory to accom-
aligning
- plug which is placed in the hole adjacent modate this improvement if desired. However,
to guide being installed. This plug may be on account of the special fixtures required in
rotated in the crankcase section until its slot is remachining, it is not recommended that this
parallel with that of the guide. Then insert the change be attempted in the field.
Nigning Plate in the slots of the Aligning Plug
ancl guide. After driving home the first guide, When ordering a new blower or main crank-
the next guide can be aligned from it, and the case section for Wasp Jr. engines, it is necessary
same procedure followed until all the guides are to specify the type required.
installed. After installation, the guides should
be locked in place with the tappet guide locking
screw or with the tappet locking pin as the case
may be.
Valve tappet guides should be reamed with the
Valve Tappet Guide Rough and Finish Reamers.
The Rough Reamer is used to make the first cut
and is run completely through the guide. Prior
to using the Finish Reamer the Valve Tappet
Guide Reaming Clamp should be placed on
the slotted end of the guide to prevent it from
spreading while being reamed. Then the Finish
Reamer should be run through the valve tap-
pet guide. A |rA standard 10 flute straight
ieamer may be used to remove any high spots
which remain in the guide.
Intermedlate Governor Drlve Gear Bushlng DRILL AND TAP
(Hornet Englnes)-If it is desired to replace NO.8-32 NC-3
the intermediate governor drive gear bushing, 4- H OLE S
remove the retaining screw and washer. Drift
the bushing from the bearing support plate.
Clean up the hole with crocus cloth and install
a new bushing. Should it be desired to fit an
oversizebushing, the hole should be reamed with
the Intermediate Governor Drive Gear Bushing
Reamer. The Intermediate Governor Drive
Gear Bushing Reaming Fixture should be used
to guide this reamer and the Aligning Bar used
to align the fixture.
The bushing should be installed from the front
of the bearing support plate with a suitable drift. Fig. 510 - Installing Mounting Disc for Name Plate
It is important to line up the oil holes in the bush- on Sump
5L4
REPAIR AND ^ASSEMBLYOF MAJOR SUB.ASSEMBLIES

Installlng Mountlng Dlsc for Name Plate- of the sump. Drill and tap four No. 8-32 NC-3
Later models of the Wasp Hl and Hornet E holes as shown in Fig. 510. Install the mounting
engines with magnesium sumps use a brass disc, being sure to align the wing slots of the disc
mounting disc to hold the Pratt and Whitney with those of the sump. Secure disc with four
name plate securely. To incorporate this new screws and stake securely. Install name plate
method of securing the name plate, remove the and peen down the edge of the disc around the
name plate and all rough edges left on the boss plate.

CYLINDERS

Cylinder Barrel Reconditioning-As ex- Chrome-molybdenum barrels may be reground

plained in "Inspection of Cylinder Barrels", straight, although this operation destroys .the
Chapter IV, there are limitations on regrirrding choke feature and its advantages,but the regrind-
cylinders. Special equipment is required for ing of nitralloy barrels is not recommended.
regrinding cylinder barrels and if this is not If a step of .006" or more has resulted from
available, cylinders should be returned to United wear at the top of the piston stroke (seeInspec-
Airports Division, Rentschler Field, East Hart- tion Chapter) in either chrome-moly or nitralloy
ford, Connecticut, for this operation. barrels, but the barrel is not worn to the replace-
Honing of choked cylinder barrels at overhaul ment limit, the step may be removed by one of
is not recommendedas a general practice. Hon- several methods.
ing tends to decreasethe choke, and usually re- It is sometimes possible to remove or blend a
moves material unnecessarily from the cylinder small step satisfactorily in chrome-molybdenum
walls in general. If it is desired to hone as a barrels by simply using a hand stone. Another
means of correcting cylinder banel out-of-round- method is to use a small portable grinder
ness which exceeds .006", or to remove a step equipped with a small wheel, in which case care
exceeding .006", the Pratt & Whitney Aircraft musf be exercised to grind only the part of the
Service Department should be consulted. Hon- cylinder wall above the travel of the top _piston
ing should not be substituted for lapping cylinder ring. One of the most satisfactory methods is to
walls and piston rings, as described elsewhere in mount the cylinder in a grinder, such as the Heald
this chapter. No. 73 (Red Head) or Heald No. 50, with the
barrel enough off center that the stepped portion
may be ground without removing much mate-rial
from thelest of the top of the barrel bore. When
using this procedure, the grinding shoul4 b. done
witti a standard grinding wheel which has been
undercut for parf of its width, the width of its
remaining standard diameter being a-pploxi-
mately the same as the part of the barrel which
extends beyond the upper end of the top ring
travel. After the step-has been removed, the
reground surlhce should be blended with the
adJacent part of the cylinder wall as well as
possible. Still another method is to use a ta-
pered grinding wheel which conforms to the angle
bf the choke, iemoving the same amount of mate-
rial all around the top of the barrel bore until the
step has been eliminated. The grinding wheel
should then be manipulated in such a way as to
blend the reground surface with the adjacent
part of the cylinder wall.
For service operations, the followlng cylinder
barrel regrinding equipment has been found
satisfactory.
Heald No. 73 (Red Head) Grinder with Norton
3860-I8BE (for Chrome-Moly barrels) or Norton
3?60-I (for Nitralloy barrels) grinding wheel
turning at 4600 to SZOOR.P.M. with a chuck
speedof 280 to 360 R.P.M.
Heald No. 50 Grinder with same grinding wheel
turning at same speed as Heald No. 73, and with
Fig. 511 - Drilling Out Valve Guide
AID
REPAIR AND ASSEMBLY OF MAJOR SUB.ASSEMBLIES

Fig. 512 - Reaming Valve Guide Fig. 513 - Removal of Inlet Valve Seat - Boring

arm of grinder turning at approximately 75 of bottom of guide (see Fig. 511). When the
R.P.M. drill passesunder the shoulder of the valve guide
Bryant No. 24 with same grinding wheel and where there is an undercut, the head of the guide
samewheel and chuck speedas Heald No. 73. may be removed from the valve spring end.
The grinding fluid recommended for use in Insert the proper Valve Guide Drift, and drive
conjunction with the Norton Wheel is No. l4l out the remainder of the guide towards the valve
International Chemical Compound, manufac- seat.
tured by the International Chemical Company of After removing the old guide, check the hole
Philadelphia, Pa. Under no circumstances at- in the cylinder head for damage and out-of-round
tempt to grind cylinders dry. condition, particularly at the bottom. If neces-
When determining the proper oversize to sary to clean up the hole in the cylinder head, it
which a chrome-molybdenum eylinder should be should be reamed oversize with the proper Valve
ground, the diameter of the cylinder at the point Guide Hole Expansion Reamer. The hole should
of greatest wear should be taken. Add .002" be enlarged only enough to make it round, and
on either side or a total of .004" to the present the O.D. of an oversize guide should be turned
cylinder bore to allow for cleaning up, and grind down to obtain the desired fit in the cylinder
to the nearest oversize above this diameter. head.
When grinding, cuts of .001" may be taken at Heat the cylinder head to about 2A0"F. (93' C. )
first, gradually decreasing the amount as the (see Page 501-). Smear the guide with a light
desired oversize is approached. The last cut coating of oil and graphite and install in position
of the grinder should remove a negligible amount using the proper Valve Guide Drift.
as it passes through. This technique should After installation, the guide should be reamed
provide a smooth satin finish, free from heavy to size with the proper Valve Guide Reamer,
grinding marks or scratches. (see Fig. 5L2). Subsequent to reaming, the
remove a valve guide, the guide should be checked with the proper Valve
Valve Guides-To
cylinder should be mounted on a suitable fixture Guide Plug Gage.
under a drill press. Using the proper Valve Bronze Valve Inserts-To remove the bronze
Guide Drill, drill out the old guide to a thin inlet valve seat inserts, mount the cylinder on
shell, inserting the drill from the valve spring an angle plate in a lathe or drill press in such a
end and drilling to within approximately rA" way that the centerline of the valve guide is in
516
REPAIR AND ASSEMBLY OF MAJOR SUB.ASSEMBLIES

Fig. 514 - Facing Valve Seat Fig. 515 - Refacing Valve

alignment with the chuck of the machine being used for taking the first cut and the Valve Seat
used. Using the Valve Seat Remover, bore out Finishing Facer is used for further cleauing up the
the old valve seat (see Fie. 513). This tool seat. It is important to seethat the valve seat-
consistsof three cutters for the Wasp and Hornet ing surface on the insert is slightly narrower
engines and two cutters for the Wasp Jr. engine. than that on the valve. The third cutter on the
The first cutter removes the major part of the Wasp and Hornet enginesis a 35' Relief Facer
insert, the others take light cuts which reduce and is used for cutting back the seats (see Fig.
the insert to a thin shell which may then be 5r4).
removed by collapsing with a sharp tool. It is possible to reface bronze valve seats by
No attempt should be made to remove the old grinding. Rough and finish grinders suitable for
valve insert by driving or pulling, as aluminum this operation are on the market and may be
tends to adhere to bronze and damage to the used in conjunction with any suitable power-
cylinder head may result. driven tools such as those recommended under
"Steel Valve Seat Inserts". The rough wheel is
Heat the cylinder to approximately 400" F. used just enough to obtain an evenly ground
(204" C.) and, using the Valve Seat Holder, surface the full width of the seat and is followed
install a new seat in the cylinder head. by the finish wheel. The latter wheel is used to
Caution-Take care to prevent the cylinder insure smoothnessof the seat's surface.
head from turning on the banei when it is hot. Whichever method is used, care should be
After installation, the seat should be resurfaced exercised to see that no more metal is removed
so that the proper valve seat angle and surface from the seats than is necessary to accomplish
are obtained. The resurfacing of valve seats the desired results.
should be done at every overhaul, regardless of Exhaust Valve Seat-Replaeing-It is ex-
whether or not the inserts have been removed. pected that the steel exhaust valve seat will last
It is important, however, that the valve guides
"bell- the life of the cylinder and will not need replac-
are in good condition and not excessively ing. If experienceshould prove that these seats
mouthed." Otherwise new guides should be need replacing, the cylinder should be returned
installed before facing the seats. to the factory, or special instructions for doing
There are three kinds of cutters provided for this work will be issued by the Service Depart-
the Wasp and Hornet engines and two for the ment. Refer to the Inspection Chapter for
Wasp Jr. The Valve Seat Roughing Facer is determining when seat replacement is necessary.
5L7
REPAIR AND ASSEMBLY OF MAJOR SUB.ASSEMBLIES

Steel exhaust valve inserts should be ground Valve Lapplng-It will be found that if valve
to obtain a true surface. Special equipment for seats are properly resurfaced and the valves
grinding these seats may be obtained from the accurately ground, very little lapping of the
following manufacturers : valve will be necessary to insure a good seal.
Black & Decker Manufacturing Co., Towson, Place a small amount of lapping compound,
Maryland, Clover 2A or its equivalent, on the seating sur-
Van Dorn Electrical Tool Co., Towson, Maryland, face of the valve, and insert the stem of the valve
Albertson Manufacturing Co., Sioux City, Iowa, in its gurde. Care should be taken to see that
Wadell Engineering Co., Newark, N. J., no lapping compound is allowed on the valve
HaIl Manufacturing Co., Toledo, Ohio. stem. Using the Valve Lapping Tool, lap the
The first three named companies manufacture valve with an oscillating motion, Iifting the valve
light equipment of the concentric grinding type. every few turns to a new location, until it can
The fourth company manufactures a heavy shop be felt that the lapping action has ceased. Re-
or manufacturing machine of the eccentric grind- move the valve, wipe off the compound and
ing type. The last named company manufactures examine the seating surface to determine if it
a light portable grinder of the eccentric grinding has a dull satin finish all around. After lapping,
type which may be used for both exhaust and in- Prussian Blue may be used to determine if the
let seats. The same wheel is used for both seats. valve is seating properly, or the sealing efficiency
The steel insert is very durable and requires may be checked by partially fi.lling the cylinder
very little reconditioning. No more metal with gasoline while the valves are in place, and
should be removed than is necessaryto clean up noting whether any of the gasoline leaks through
the seating surface of the insert. In cleaning up into the ports. Wash thoroughly to remove all
the surface, it is not necessaryto remove small trace of the lapping compound.
isolated dark spots entirely, particularly if they Spark Plug Bushlngs-'Spark plug bushings in
are not at the edge of the valve seating area. mbst casesmay be removed with the Spark Plug
The valve seating surface should be slightly Bushing Remover. However, in some cases it
narrower than the corresponding surface on the may be necessary to mount the cylinder on a
valve. The width of the surface on the inserts drill press and counterbore the bushing with a
may be reduced by cutting with a wheel dressed t pilot and a Lyr6" diameter cutter. Make
,{
to 35o. However, they should not be more than 6drtain that the counterbore is centered in the
.020" narrower than the valve face width. spark plug hole during this operation. With a
Valve Refaclng-The seating surfaces of the hack siw 6tade, cut thiough tlie remainder of the
valves should be dressed on a valve refacing bushing in two places about rf" apart, using great
machine at each overhaul (see Fig. 515). The care not to saw into the threads of the cylinder
refacing machine should be set for an angle-cut heads. Drive out the small segment and col-
ofexactly 45". lapse the shell.
The most important factor in the use of the
above machines for grinding the valve surface If necessary,the threads in the casting may be
is in the proper dressing of the grinding wheel cleaned up with the Spark Plug Bushing Taper
to insure the accuracy of the 45" face angle and Tan. Insert
T"p,. tap otly
Insert tJtq.
the tup onlv eno.ugh up
enoush to clean up
the desired condition of the ground surface. the threads. A Iight cutting oil should be used
The wheel should be run across the valve surface to lubricate the tap.
evenly and only enough material should be re-
moved to clean up the surface. This is particu- The new bushing may be installed with the
larly true on the exhaust valve, as the stellited Spark Plug Bushing Pusher. This bushing has a
coating is relatively thin and it is desirable to Ieft hand tapered thread on the outside diameter.
retain as thick a coating as possible. When it The threads should be covered with grease, and
has become necessary to reface an intake valve the bushing screwed into place with the pusher.
to the extent that a knife edge has resulted at the After installation, a sharp blow of the hammer
outer periphery of the head, the valve should be in the reverse direction will break the pusher
replaced. An exhaust valve should be replaced loose from the bushing. Face off the inner and
when there are indications that it has been re- outer ends of the bushing using the Spark Plug
'Ihe inside should be faced
faced to the depth of the stellite face, which aver- Bushing Facers.
flush with the cylinder head and the outside cut
ages about .040" in thickness.
back enough to make the finished thickness of the
The following companies manufacture ma-
bushing r/2" ott the Wasp and Wasp Jr. and 3,/+"
chines suitable for this purpose: on the Hornet. After this operation, tap out the
Black & Decker Manufacturing Co., Towson, bushing with an 18 mm. tap.
Maryland,
Cedar Rapids Engineering Corporation, Cedar Roeker Shaft Inserts-In order to replace the
Rapids, Iowa, rocker shaft inserts, the section around the
Albertson Manufacturing Co., Sioux City, Iowa, insert hole should be heated to 250" F. (121'C.)
Van Dorn Electrical Tool Co.,Towson, Maryland, (see Page 501) and the inserts drifted out.
Hall Manufacturing Co., Toledo, Ohio. Rocker Shaft Insert Drifts are available for this
518
REPAIR AND ASSEMBLY OF MAJOR SUB.ASSEMBLIES

operation. To install new inserts, reheat the Push Rod Tube Packlng Glands-The push
h-ead and drift them into place. These inserts rod tube packing glands contain right hand
are line reamed with the Rocker Shaft Insert threads and are screwed into the head casting
Reamer. This is a stepped tool and reams both cold at the time of manufacture. If necessary
inserts at the same time (seeFig. 516). to replace in case of leakage or damage to the
threads, a Push Rod Tube Packing Gland Puller
Rocker Arm Ball End Socket-To remove the is available for removing a gland. A new gland
baII end socket, drill a rf" diarneter hole in the may be installed with the Push Rod Tube Pack-
top of the rocker directly over the cup. Be ing Gland Pusher. Replacement glands should
careful not to force the drill too deep on the rocker be .004" oversize to insure a tight fit and prevent
ball cup. With a punch drive out the old cup. oil leakage.
Countersink the drilled hole on inside of rocker
with the point of a large drill to remove any Push Rod Ball Ends and Spacers-Ball ends
burrs. PIug the drilled hole with a piece of may be replaced once, but it is not feasible to
ttght fitttng brass and peen over at both ends use the same set of tubes for a third set of ball
to secure. Make sure the plug is flush on the ends. The ball ends may be removed by placing
inside. Press the new cup into place with the the rod in a soft jawed vise and driving the ball
oil hole lined up with the passagein rocker. end from the rod with a tool shaped to fit the
contour of the rod (seeFig. 518). The push rod
The hydraulic Rocker Arm Ball End Socket may be lengthened by placing ONE spacerunder
Disassembly Fixture may be used for this the ball end. Only one spacermay be used under
operation if available. To use this hydraulic a ball end, but it is permissible to use spacers at
tool, plug the oil hole in the worn cup with a both ends of the rod. New ball ends are pressed
tapered steel pin and place the rocker arm in on the rod with an arbor press. Each spacer
the tool (seeFig. 5I7). The passagesin the tool is .040" thick and will change the position of the
should then be filled with heavy oil, expelling valve adjusting screw approximately one and one
the air from the passages. Give the plunger of half turns. L'he proper position of the valve
the tool a sharp blow with a heavy hammer adjusting screw is from one thread minimum to
which will expel the socket from the rocker arm. five threads maximum projecting beyond the
As the socket is ejected with considerableforce, locking nut, and the length of the push rod
it should be covered with a heavy cloth to pre- should be so adjusted as to have the screw in
vent it from causingany damage. this position. Less than one thread projecting
from the locking nut will not give adequate
locking. More than five threads projecting from
the locking nut will cause misalignment of the
oil passagesin the rocker arm and the valve
adjusting screw.
Cyllnder Barrel Flanges-The cylinder barrel
flanges should be lapped to a perfectly flat sur-
face on a surface plate having a hole which will
accommodate the skirt of the banel (see Fig.
519). Refer to Chapter IV for inspection of
cylinder barrel flanges previous to lapping.
Push Rod Cover Tubes-To prevent partial
collapse of the push rod cover tube ends and
subsequent oil leakage, steel ferrules are used
in the ends of the push rod cover tubes. This
improvement can be made on the older push
rod cover tubes as follows:
Each tappet assembly should be taper-ground
on the cup end as shown in Fig. 520. On the
upper end of the push rod covers, the lip which is
formed inward should be removed so that a
ferrule may be installed. This may be accom-
plished by cutting off the lip in a lathe.
A ferrule should be pressed in place at each
end of the push rod cover. Then lightly stake
the covers, to preclude any possibility of the
ferrule becoming dislodged in case of loosening.
One staking operation at each end of the cover
assembly will be satisfactory. When staking
Fig. 516 -- Reaming Rocker Shaft Inserts the covers care should be taken not to puncture
519
REPAIR AND ASSEMBLY OF IVIAJOR SUB.ASSEMBLIES

Fig. 517 - Removing Rocker Arm Ball Cup Fig. 518- RemovingPushRod Ball End

them. Fig. 520 shows the exact position of these Exhaust Port Llner Replacernent (Wasp
ferrules and where they shoultl be staked, as and Eornet)-The removal of the exhaust port
well as the angle of the taper on the tappet Iiner may be accomplished with the Exhaust
assemblies. Port Liner Puller. To use, insert it in position
Cautlon-If it is found necessary to replace and heat the area of the cylinder surrounding
a tappet cup socket on engines having rein- the exhaust port and withdraw the liner from
f,orcedpush rod covers, it is important tf,at the the head.
diameter of the replacement sbckets does not
exceeda%a". Clean up the bore of the exhaust port and,
using a suitable drift, install the new liner in the
Rocker Box Covers (Wasp Jr. 82, 88, Wasp
-covers head while it is still hot. It is important that
and Hornet)-Rocker box should 6e faceh the replacement liner be well seated in the head
off on a lapping plate with a small amount of while the metal is still hot.
lapping compound. This precaution is to insure
that the cover will bear evenly on the gasket, Spare Cyltnde_Ig-Cylinder assemblies shipped
thus preventing oil leakage. Be sure that the as spares for Wasp H1 and Hornet E s-ei{es
covers are washed thoroughly to remove all engines, will have the rocker box cover studs
traces of the lapping compound. shipped loose to enable the operator to install
Inter_-cyllnd_er and Inter-ear Draln Plpes- cap screws or.qtuds depending where the cylinder
is to be installed. Cap screws must be rised on
Ary damaged or bent pipes should be replaced the rocker box adjacenl to the sump on cylinders
Fy new pipes. Loose pipes should be tightened, Nos. 5 and 6.
but unnecessary tightening should be avoided as
it might result in cracked cylinder heads.
When a used cylinder is chosen for Nos. b or 6
fntake Plpes and Push Rod Cover Tubes- location and has previously had studs installed,
Intake pipes and push rod cover tubes should it will be necessary to remove the studs from the
have any dents and scratches removed. Repaint aforementioned rocker boxes and use oversize
wherever necessary. cap screws.
520
REPAIR AND ASSEMBLY OF MAJOR SUB-ASSEMBLIES

REMOVE THIS LIP

STAKE AS IN-
DICATED TO
HOLD SLEEVE
tN POSITION.

y9282
PACKtNGI
rt4096

1go--------J
(ulcnrrue ro Mrss
i.o. or coven)

Fig. 519 Lapping Cylinder Barrel Flange Fig. 520 - Valve Tappet Reworking

PISTONS AND PISTON RINGS

Plstons-In the event that it was found a diameter equivalent to the standard cylinder
necessary, at inspection, to install overwidth bore (see Fig. 52L). Then, using a feeler gage,
piston rings, the piston ring grooves should be the gap may be determined. If necessary to
recut to the size necessary to afford the desired increase the gap, it may be accomplished with a
side clearance. When recutting a top piston fine file. Where master rings are not available,
ring groove, most of the material should be re- the bore of the cylinder may be used in the same
moved from the top of the groove rather than manner. Remove any sharp edges of the ring
from the lower side. It is also important to which may have resulted from the filing.
maintain the radii at the bottom of the grooves. Later engine models incorporate an improved
Plston Rlngs-Grinding of piston rings to type piston having wedge-type rings in the three
obtain the desired side clearance is not recom- upper grooves. This new type piston and
mended as a general rule due to the possibility ring assembly is directly interchangeable with
of distorting the ring. In some cases,however, the former type and does not have to be changed
it will be more practicable to remove a small in complete sets in an engine.
amount of material by grinding rather than to
recut the grooves in the piston. If this becomes Note-Refer to Page 409. "Inspection" for
necessary, it is important that the grinding be method of checking side clearance of
done on a magnetic chuck surface grinder taking wedge-type rings.
very tight cuts to prevent excessiveheating with Figures 520A and 520B show piston ring ar-
resultant distortion of the ring. When grinding rangements recommended for the various engine
a tapered ring, the grinding should be done only models.
on the top of the ring, as otherwise the ring's Rfngs tn . Cylinders-To
scraping edge will be destroyed and the efficiency I,apptng Ptstol
insure proper seating during engine run-in, piston
of the ring reduced. It is suggestedthat a car- rings should only be lapped in the cylinder barrel
borundum Aloxite Wheel 50-L or the Norton in which they are to be installed. The number
1906-L be used. For best results the wheel of strokes required for seating rings properly
should have a speed between 5,500 and 6,000 varies with the method employed and the con-
surface feet per minute. It is not posslble to sistency of the lapping compound. Therefore,
grlnd wedge-type rlngs ln the ffeld. it will be necessary for each operator to develop
End or gap clearance may be determined by the proper technique for the equipment and
inserting the piston ring in a Master Ring having method he is using.
52L
REPAIR AND ASSEMBLY OF MAJOR SUB.ASSEMBLIES

PIS TON R IN G A R R A N GE ME N TS
WASP JR. WITH WEDGE-TYPE RINGS W A S P JR . W ITH W E D GE -TY P E R IN GS
AND CHROME MOLYBDENUMSTEEL CYL- A N D N ITR A LLOY S TE E L C Y LIN D E R
INDER BARRELS. B A R R E LS .

SIDE SIDE
END GAP CLEARANCE ENO GAP CLEARANCE

.o5r5-.0585 .o02-.OO4 .05t5-.0585 .o02-.OO4

.o5r5-'0565 'o02-.OO4 o5r5-.o585 .OO2-.OO4

.o5t5-.0585 .OO2-.OO4 .05r5-.o585 .OO2-.OO4

. o5r 5- . o5 8 5 o5t5-.o585
.oo35-0065 .oo35-0065
.o5r5-.o585 .o5t5-.o585

. o5r 5- . o5 8 5 .oot-.oo3 .oils -.0185 .OOl-.OO3

FEELER GAGE
WASP JR. WITH STRAIGHT-SIDEDRINGS
AND NITRALLOY OR CHROME MOLYB-
DE NUM S T EE L C YL IN D E R B AR R E L S .
THIS FACE/SHOULD
BE FLUSH WITH THIS
SIDE SURFACE/WHENMEAS-
END GAP CLEARANCE
URING SIDE CLEARANCE
.o07-oo9 OF WEDGE.TYPE RINGS.
.o515-.o585

.05r5-.o585 oo5s-.oo75

LEGEND-
.o5t5-.O585 .oo3-.oos
c - S T R A I G H T C O M P R E S S I O NR I N G
- CW -coMPREssloN RING-wEDGE-TYPE
.o5r5-O585 TCW -TAPERED COMP RING.WEDGE.TYPE
.oo35-0065
.o5r5-.O585 D O -DUAL OIL CONTROL RING
S -SCRAPER RING
TC -TAPERED STRAIGHT COMP. RING

.oil5-.O185 .oor-.oo3

Fig. 520.4'- Piston Ring Arrangements (Wasp Jr. Engines)

522
REPAIR AND ASSEMBLY OF MAJOR SUB.ASSEMBLIES

PISTON RING ARRANGEMENTS

WASP WITH STRAIGHT-SIDED

RINGS H OR N E T W ITH W E D GE -TY P ER IN GS
AND CHROME-MOLYBDENUM STEEL A N D N ITR A LLOY S TE E L C Y LIN D E R
CYLINDERBARRELS. B A R R E LS .

SIDE SIDE
END GAP CLEARANCE END GAP CLEARANCE
'0665-.O735 .oo7-.oo9 .o7r5-.o785 .oo2-.o04

o665-.O735 o o 5 -.o o 7 .07t5-.o785 oo2-oo4

o665-O735 .o o 3 -.o o 5 .o7t5-.0785 oo2-.oo4

.o665-.o735 oo35-oo55
o035-.0065

.0265-O335 .o o r-.0 o 3 .o145-.o215 oo35-o055

FEELER GAGE
HORNET WITH STRAIGHT-SIDEDRINGS
A ND NI T R AL L OY S T EE L C Y L IN D ER
B A RRE LS.

T H I S F A C E /S H O U L D
SIDE
END GAP CLEARANCE BE FLUSH WITH THIS

URING SIDE CLEARANCE

.o7t5-.o785 .o085-oto5
OF WEDGE.TYPE RINGS.

'o7r5-o785 .0065-oo85

oo45-.o065 LEGEND-
.o7t5-o785
RING
c-srRArGHT COMPRESSION
.o665-.O735 oo35-.o055 TYPE
cw-coMPREssloN RING-WEDGE-
TCW-TAPEREDCOMPRING.WEDGE-TYPE
DO-DUAL OIL CONTROLRING
S-SCRAPER RING
TC-TAPEREDSTRAIGHTCOMPRING

or45-o2r5 .oo35-oo55

Fig. 5208 - Piston Ring Arrangements (Wasp and Hornet Engines)

523
REPAIR AND ASSEMBLY OF MAJOR SUB.ASSEMBLIES

The amount of lapping is judged by the con- have a guiding skirt equal in length to the skirt
dition of the ring surface rather than the inside of the conventional piston.
surface of the cylinder. The compression rings A piston or plug should not be used after its
should be lapped until the original tool marks diameter is reduced to a point where the piston
on the outsid-e surface have practically disap- is a sloppy fit in the cylinder or where the ring
peared and the surface assumesa smooth satin grooves have worn excessively, as qgch will not
frnish around the periphery of the ring. If a hold the piston rings in proper alignment for
ring does not appear-to ha-vea true surface after Iapping an-dthe ring will tilt back and forth with
the usual amount of lapping, the ring should be e"ch s"troke, thus causing the rings to become
discarded and a new ring used. crowned. It is immaterial whether the rings
are held in individual grooves or held in a com-
With the lapping machine illustrated (see mon groove as long as they have no more side
Fie. 522), a satisfactory ring condition may be play fhan is necessaryto allow them to expand
obtained for the various type rings with the io fhe cylinder walls. If a lapping piston having
proper number of strokes as shown in the follow- a groove wide enough to accommodate all com-
ing table pression rings or the tapered and oil control
Duar oil,
Scraper and iings, is employed, fittings rings should be usedto
Cornpresslon Tapered control tho side clearance of the rings in the
Type of Barrel groove.
Nitralloy 200 30 to 50 During the lapping operation, _tb. valves
Chrome-Molybdenum 100 15 to 25 should be in place in the cylinder, and durilg the
subsequent washing operation, the cylinder
The lapping compound used for this oper,ation shoulcl be held in the vertical position and every
is Clover 2A diluted with keroseneand a little oil. effort made to remove all trace of the lapping
The lapping compound should be used sparingly compound without permitting any_of it to be
and coarse compounds avoided. washedup into the head of the cylinder.
It is common practice to use a discarded .010" After lapping, any feather edgesthat may have
oversize piston for holding the 1ings. In some resulted should be removed with a fine stone,
casesa special plug is made up for the purpose. being careful not to form a radius on the edge of
In any case, however, a lapping piston should the ring.

CRANKSHAFT AND ARTICULATING ROD ASSEMBLY

Crankpln-Experience has shown that little

or no wear ts rrrcurred on the crankpin with the
use of leaded silver master rod bearings. The
crankpin, however, may become scratched or
scored by foreign particles entering with the
pressure oil. It is usually possible to remove
these scratches by such a method as coating the
crankpin with cutting oil, wrapping a long strip
of old-and worn No. 240 emery cloth once around
the crankpin, and, by pulling alternately on the
ends, cause the cloth to rotate around the crank-
pin. A final polish may be obtained by repeat-
ing the operation with ciocus cloth and oil.
If inspection has revealed the necessity- of
lapping fhe crankpin, it may be accomplished as
follows:
Assemble crankstiaft front and rear sections
toeether and mount the assembly in the Crank-
strift Holding Fixture fitted wiltt -thg proper
Adapter. Plug the crankpin oil holes with
heavy grease 6r wax and imear the crankpin
surfalein'itft a very fine lapping compound. It
is most important to use u "*V fine-grade of
compound, as damage can be done to the crank-
pin if too coarse a -grade is used. With the lap
ietaining screws loose, install the Crankp.in
Lappine" Tool on the crankpin and adjust the
tension"of the lap collar so that t[9 Lapping Tool
mav be turnea witfr one finger. This adjustment Fig. 521 --- Checking End Clearance of Piston Ring
strould not be so tight thaf a pressureis required
524
REPAIR AND ASSEMBLY OF MAJOR SUB.ASSEMBLIES

Fig. 522 - Cylinder and Piston Ring Lapping Machine

to turn the tool, nor should it be so loose that it ject engines, and are directly interchangeable
can be spun easily. When the adjustment of the with the bearings used in early models. They
collar has been completed, tighten the lap re- require no boring or fitting to individual master
taining screws. Revolve the Lapping Tool and, rods. The shape and tolerances of "prefitted"
at the same time, work it back and forth over the master rod bearings are held to extremely close
Iength of the crankpin. When the Lapping Tool limits and when being assembled in the master
begins to turn freely, the crankpin should be rods should in no way be altered.
cleaned and measured with a micrometer for
out-of-round and taper. If the measurements Cautlon should be exerclsed, durlng han-
indicate that the out-of-round or tapered condi- dllng and assernblltg, not to dlsturb the
tion still exists, the lapping should be continued Iead coatlng of the bore.
for a period of time and measurements again Due to the relatively wide spread of allowable
taken. Measurements should be taken in at clearance between this type of bearing and the
Ieast four different positions to obtain the exact crankpin, the standard size is satisfactory for
diaineter. After lapping is completed, remove normal replacements and will be supplied for
all compound and polish the pin with crocus spares unless otherwise specified. Where crank-
cloth and oil. pins have been lapped to the extent that a
An improper lapping procedure may aggravate standard size bearing does not give the desired
the out-of-round condition and may produce a clearance,a .002" undersize bearing is available.
taper on the crankpin. The tool should be In exceptional cases where the crankpin has
oscillated back and forth and at the same time been reground to a size where the above bearings
slowly revolved around the crankpin in order to do not give the recommendedcrankpin clearance,
Iap uniformly. To prevent the parting surfaces special bearings will be furnished on request. In
of the laps from contacting each other as the this latter case, it is essential that the diameter
bore of the laps wear, they should be lapped down of the crankpin, not the bearing bore, be specified.
on a surface plate. Lap these faces parallel, An approved method of removing a master rod
so that il bV chance,the laps touch, they will not bearing is as follows:
be thrown offcenter.
Mount the master rod under a heavy duty
Master Rod Bearlngs-"Prefitted" leaded sil- drill press or milling machine, or in a boring
ver master rod bearings are supplied on the sub- mill. The bore of the master rod should be ac-
525
REPAIR AND ASSEMBLY OF MAJOR SUB.ASSEMBLIES

curately centered by the use of a dial indicator. and, using the same arbor as for installing the
Using an eccentric boring tool, bore out the bearing, press the flange of the bearing against
master rod bearing until only a thin shell re- the master rod. This is necessary due to the
mains, using great care not to cut into the bore of
'fhe bearing
fact that when the bearing cools there will be a
the master rod, itself. can be re- slight clearance between the bearing flange and
moved from the master rod by hand, or by tap- the master rod.
ping it lightly, after it has been reduced to a thin
shell. Knuckle Ptrrs-At overhaul, knuckle pins and
An alternate method of removing a master rod knuckle pin holes should be cleaned up and
bearing is to make two cuts in the bearing about polished. All traces of galling should be removed
rf" apart and just deep enough to cut into the from the knuckle pin holes. Any score marks
steel back of the bearing. on tlrg pins and holes should be cleaned up by
polishing off the high areas enough to obtain
Caution-Extreme care must be exercisednot an even surface. Mount the knuckle pins in a
to cut into or damagethe master rod. Iathe and polish with crocus cloth and oil. The
holes in the master rod may be cleaned ,rp with a
Remove the small section, then collapse and flexible shaft polisher, or with crocus cloth and
remove the remainder of the bearing. oil.
With the bearing removed, the bore of the
master rod should be measured. It is well to The cleaning and polishing of knuckle pins and
reinstall the knuckle pins in their holes as the knuckle pin holes is likely to affect the fit of the
press fit of the pins is apt to affect the rod bore pins in the holes. The fit of each knuckle pin
measurements slightly. If enlarged so that a in the master rod should, therefore, be chec[ed
new standard size bearing will not give the proper after these operations have been completed.
fit, the master rod should be reground to the Measurements of the pins should be made with a
nearest oversize. This is normally a factory job micrometer and of the holes with a telescopic
and rods should be returned to the United Air- gage.
ports Division, Rentschler Field, East Hartford,
Connecticut, for reoperation. Knuckle pins and knuckle pin holes are graded
and marked with relation to their sizes. Each
The bore of the master rod should be magna- knuckle pin and each hole in the master rod has a
fluxed whenever a bearing is removed. It is letter designation. A, B, and C designate
recommended that the bearing be removed and standard size knuckle pins, and D, E, and F are
the rod bore magnafluxed at about 2500 hours used where oversize pins are necessaryto main-
whether or not the bearing requires replacement. tain the desired fits. The sizes varv in steps of
See Chapter IV for nrethod of Magnaflux In- .0003". The knuckle pins and knuckle pin holes
spection. should be of the same classification size. If it is
To install a new bearing, first heat the master found that one end of a knuckle pin hole varies
rod in an oil bath to 425oF'.-450o F., (218' C.- in classification size from the opposite end, the
232 C.) preferably keeping it to the higher limit. diameter of the smaller should be increased so
Next, put the bearing in position on the Master that the classification of both ends is the same.
Rod Bearing Assembly Arbor. It is well to put a When the holes vary by one or two sizes, this
piece of paper between the arbor and the bearing may be accomplished by lapping; otherwise the
to protect the soft lead surface of the latter. holes should be honed. The number and classi-
Tighten the handle lightly to avoid difficulty in fication sizes should be etched on both the pin
removing it after the heat expands the bearing, and the master rod. When classification sizes
and chili both the bearing and the arbor with dry are changed the etched letter should also be
ice (COr). The bearing should be assembled changed.
with the flange at the rear side of the master rod.
After heating for twenty minutes, remove the Replacement knuckle pins for Wasp and
rod from the tank and allow the surplus oil to Hornet qngines are now made from nitralloy
drain from it. steel. These pins are directly interchangeable
with_the previous type and may be identified by
Quickly press in the new bearing by hand (see the Number "249" stamped on one end.
Fig. 523). Due to the length of the bearing and
its tightness in the rod, it is important that the Replacement.l<nuckle pins for the Wasp. Jr.
bearing be pressedin as rapidly as possible. The engines are available in either chrome vanadium
bearing must be started straight with the slot or nitralloy steel.
in the flange perfectly aligned with the lug on the
master rod, and pressedhome so that the flange Cautlon-If it is desired to change from
of the bearing seats firmly against the face of the chrome vanadium to nitralloy knuckle pins
master rod. After the master rod has cooled it is important that the crankshaft be properly
down to approximately room temperature, put balanced. Refer to "Nitralloy Knuckle Pins",
the master rod and bearing under an arbor press Chapter XVIII, "Miscellaneous Conversions".
526
REPAIR AND ASSEMBLY OF MAJOR SUB.ASSEMBLIES

Fig. 523- Installationof Master Rod Bearing

Platlng Knuckle Plns-To provide an anti- solution (see Fig. 524). Drill out rivets, or re-
galling surface and to prevent picking up at move the threaded Allen plugs and press out the
assembly and disassembly it is recommended aluminum plugs. Replug the holes with tem-
that chrome vanadium knuckle pins be flash tin porary plugs. Rinse in cold water and, for
plated and nitralloy knuckle pins be flash copper nltralloy plns only, dip in a L\/o solution of
plated at the time of overhaul. Nitralloy pins hydrochloric acid at 160' F. (71" C.) for ten
"249" stamped secondsand rinse in cold water again.
may be identified by the number
on one end.
The plating of chrome vanadium pins is ac-
Before plating, knuckle pins shoutd be complished by the use of sodium stannate acetate
thoroughly degreasedand cleaned of all carbon. solution which is manufactured bv the DuPont
This may be done with pumice powder and a Products Corporation.
scrubbing brush or if equipment is available,
The composition of this solution is as follows:
nitralloy pins should be cleaned in a hot alkaline
Bath Composition:
electro-cleaner (one minute cathodic and one
minute anodic). Sodium Stannate L2 oz. per gal.
Caustic Soda 1 oz. per gal.
As the plating solution tends to corrode alumi-
Sodium Acetate 2 oz. per gal.
num, it is recommended that any aluminum
plugs or inserts be removed. The inserts are Hydrogen Peroxide (100 Vot.) Xo oz.per gal.
pinned in position, and it will be necessary to Bath Temperature:
drill out the staking pin before attempting to 1 4 0 oF . - 1 6 0 " F . ( 6 0 ' c . - 7 1 ' C . )
remove the insert. This operation will damage Cunent: 6 Volts, D. C.-5 amps. per pin
the insert and will necessitatereplacement with a Plating Time: * 3 min. per .0001" of plate
new insert after plating.
The plating of nitralloy knuckle pins is accom-
Using Scotch paper masking tape, mask the plished in Rochelle Salt copper cyanide bath as
bearing surface of the pin, i. e. the surface of the follows:
pin which is located between the inner faces of the
master rod webs when the pin is installed. Plug Bath Composition:
all openings with suitable plugs so that only the Metallic Copper 2-4 oz. per gal.
outside surface comesin contact with the plating Copper Cyanide 3-6 oz. per gal.
527
REPAIR AND ASSEMBLY OF MAJOR SUB.ASSEMBLIES

T H E S E C A P SA R E M A D E O F
ALUMINUMAND SHOULD BE
USEDAS A GUIDEFOR TAPING
THE UNPLATEOPORTIONOF
THE PIN AT THE BOUNDARY
oF THE PLATED (NoN-snouu-
DERED)ENDS.

TAPE
THIS

seeruore@

METHODS OF PLUGGINGAND TAPING TYPICAL KNUCKLE PINS BEFORE PLATING

uore @ T H E P L U G SF l r r E D T o r H E E N D S CAUTION: PLATING WHICH

A N D I N S E R T E DT H R U T H E I N T E R . ADHERES TO AREAS OTHER
S E C T I N GH O L E SO F T H E K N U C K L E THAN THOSE FOR WHICH ITS
PINS SHOULDBE MADE OF CLOTH APPLICATION IS SPECIFIED
M|CARDA,GRADE t+agt. tnts uet- MUST BE REMOVED BY
E R I A L I S A V A I L A B L EI N 4 E T . R O D S BUFFING.
HAvTNGDtAs. oF t{' t" oR $" eruo ts
MFG.BY THE WESTINGHOUSE
E L E C T R T CC O . , T R A F F O R D ,P E N N .

Fig. 524 - Methods of Plugging and Taping Knuckle Pins Before Plating
528
REPAIR AND ASSEMBLY OF MAJOR SUB.ASSEMBLIES

Fig. 525 _- Installing Piston Pin Bushing

Sodium Cyanide lTotal) 4-7 oz. per gal. edges of the staking hole in the rod should be
Sodium Cyanide (Free) 0.5-1.0oz. per gal. stoned to remove any burrs which may have
Rochelle SaIt 3-8 oz. per gal. been caused by the shearing of this pin. No
Sodium Carbonate 2-8 oz. per gal. pin is used to secure the knuckle pin bushing in
position.
Bath Temperature: 140" F. (60" C.)
Current: 5 amps. per pin New bushings may be installed with an arbor
Plating Time: x 3 min. per .0001" of plate press, using the Piston Pin Bushing Drift (see
*The maximum thickness of plate should not Fig. 525), or the Knuckle Pin Bushing Drift and
Plate.
exceed.0001".
The knuckle pin drift shotild be pressed down
After either type of plating the pins should be against the shoulder of the articulating rod, which
rinsed in cold water, unmasked, rinsed in hot will cause the bushing to project approximately
water and dried. The pins should next be baked .003" on each end. Check the knuckle pin bush-
in accordance with the procedure outlined in the ing end clearance in the master rod with a feeler
paragraph "Plating" (page 501), before being gage (refer to the Table of Clearances). If
reinstalled in the master rod. necessary, face off the longer end with the
Note-Hydrogen Peroxide should be added to Knuckle Pin Bushing Facing Cutter, used in
the tin plating solution daily, or when conjunction with the Knuckle Pin Bushing Fac-
necessary, in the amount of /s to % ing Holder, and the Knuckle Pin Bushing Facing
ounce per gallon of solution. 'lhis will Bushing.
tend to keep all of the tin in solution,
and superior plating will be experienced. When installing a piston pin bushing, insure
that the oil holes in the bushing are properly
Artleulatlng Rod Bushlngs-Should inspec- aligned with those in the rod. Each end of the
tion have revealed the necessity of replacing bushing should protrude the same distance from
either or both of the articulating rod bushings, or the side of the rod. This should be checked with
should oversize knuckle pins have been fitted, a scale. After installation of the bushing,
making it imperative to replace knuckle pin transfer-drill the dowel pin hole in the bushing
bushings, the operation should be performed as with a #t9 (.166") drill. The drill should extend
follows:
%t" deep into the bushing. Place the dowel
Mount the articulating rod under an arbor into the hole and expand with several sharp
press and, using the Piston Pin Bushing or blows of a hammer, at the same time preventing
Knuckle Pin Bushittg Drift, press the bushing the bushing from collapsing by placing the Piston
from the rod. When forcing a piston pin bush- Pin Bushing Expanding Mandrel inside the bush-
ing from a rod, the staking pin, which securesthe ing, (seeFig. 526). If the inside of the bushing
bushing in the rod, will be sheared off. The is not properly supported during this operation,
529
REPAIR AND ASSEMBLY OF MAJOR SUB.ASSEMBLIES

Fig. 526 - Pinning the Piston Pin Bushing

the bushing will collapse slightly so that the dowel Subsequent to the installation and boring of
will be pushed out when the engine is run. The new bushings, the alignment of the master and
excessmaterial of the dowel pin should then be articulating rods should be checked on the Mas-
filed offflush with the contour of the rod. ter Rod and Articulating Rod Aligning Fixture,
"Inspection".
After installation in the rods, these bushings as describedin Chapter IV,
should be bored out to the desired size (see Fig. Plston Plns and Plugs-The piston pin plugs,
527). For overhaul shop use, the Wadell Boring which were removed to facilitate inspection,
Fixture, manufactured by the Wadell Engineer- should be reinstalled in the piston pins if un-
ing Co., 354 Mulbemy St., Newark, N. J., has damaged, or new plugs install-ed. R-efer to the
proven satisfactory for performing this operation. Table of Clearancesfor the proper fit.
Special operating instructions are furnished with It is recommended, if not already accom-
each fixture. When ordering, the purchaser plished, that the latest type of Wasp Jr. piston
should specify the engine type and model being pin be installed at overhaul. SeeChapter XVIII
overhauled, so that the proper instructions and "Miscellaneous Conversions" for instructions for
special mandrels may be furnished. making this replacement.
The following precautions should be taken Wasp H1 and H1-G engines,starting with Nos.
when placing an articulating rod in the fixture. 6244 and 6223 respectively, incorporate a heavier
Before clamping the rod in place, a trial should be section piston pin. If it is desired to incorporate
made to see that the rod fits up against the two this new type pin in engines manufactured pre-
aligning plates without rocking. If the rod rocks vious to this change, the crankshaft requires
slightly on the aligning plates, the two edgesof rebalancing to offset the increased weight of the
\-, the flanges are not parallel. It is permissible to piston pins.. Directions for qgLi$-!his-change
use a fine file or stone on the edges of the flanges are given in Chapter XVIII "Miscellaneous
to make them contact the plates evenly and Conversions".
eliminate the rocking. If this precaution is not
Flywelghts (Wasp and Hornet)-If for any
taken, the rod will spring slightly when it is
clamped in the fixture. When the bushings are reason, it is desired to remove a riveted-type fly-
bored, and the rod released from the fixture, weight, it should be accomplishedas follows:
it will return to its original shape and the two Drill a hole in the inner flyweight stem, using
\- bushings will not be parallel. a drill of 14" less diameter then the stem, to
530
REPAIR AND ASSEMBLY OF MAJOR SUB.ASSEMBLIES

Fig. 527 - Wadell Boring Fixture - Articulating Rod

relieve the pressure

- of the inner flyweight against As replacement flyweights are all of the
"removable type:' it is necessary to reoperate
the outer. Chamfer the rivet end sufficiently to
weaken the rolled over portion of the rivet. the flyweight liners when changing from the
"riveted type" to the "removable type" on Wasp
Separate the two halves of each flyweight by
ins-erting a suitable drift in the drilled hole and and Hornet engines. For complete information
oressing out with an arbor press. The riveted in regard to replacing flyweights on Wasp Jr.,
"Flyweights"
typ" should be replaced by the demountable Wasp and Hornet engines, refer to
"Miscellaneous Conversions".
type as follows: Chapter XVIII,

BLOWER AND REAR SECTIONS

Irnpeller Shaft Bearlng Cage (Steel Cage) Note-The jet in the hole to be bored should
'positionimpeller shaft bearing cage is
(Wasp Jr.)-The be examined to determine if it is sunk
locked in with a lug-headed loc\ing far enough so that the cutter will not
screw. To remove the cage, bend back the lugs touch it. If it is found to be protrud-
on the locking screw and remove the screw. ing, a small hand grinder may be used
Heat the blower section (seePage 501) and then to grind the face of the jet enough to
immediately drift out the cage, using the Blower clear the boring tool.
Cage Disassembly Drift. After removal of the
caie, the hole in the blower section should be Before boring out the hole for the oversize
mdasured for wear and out-of-round condition bearing cage, the oversize cage should be meas-
to ascertain if it should be reworked to accom- ured with a micrometer, to determine to what
modate an oversize cage. diameter this hole should be bored for the de-
sired fit. A standard boring tool, using kerosene
To rework the section to accommodate an oil as a cutting fluid, should be used with
oversize cage, mount the crankcase blower sec- a lathe speedof between 150 and 200 R. P. M.
tion with the front face against a suitable holding
fixture in a lathe capable of swinging a section Scribe a line lengthwise in the new hole, inter-
of tlis size. With an indicator at the rear face secting the centerline of the oil jet hole. Scribe
and on the rear flange diameter, indicate the a similar line on the O.D. of the new cage. Using
blower section to run true within .001-", full these lines as a guide, drift the cage into the
indicator reading. Thts ls funportant. blower section using the Blower Bearing Cage
531
REPAIR AND ASSEMBLY OF MAJOR SUB-ASSEMBLIES

Assembly Drift. This operation will be facili- of a small cape chisel having approximately
tated by heating the blower section. Make s4nt'to r/16" radius on the point. 'fhis can be
sure that the oil jet hole in the cage is lined up done quite readily without danger of chips get-
with the oil jet in the blower section. ting into the parts or into the screw hole by per-
forming the operation before removing the-old
After installation of the cage, the locking screw. The screw will project in the correct
screw hole should be drilled and tapped in the distance if it is screwed down until the outer ends
new cage. A #4 (.209") drill, which has of the two lugs are approximately flush with the
been ground down so that only rA" of the flutes casting. In some casesit may be found that the
remain and which has been fitted with an exten- screw will bind a thread or two before this point
sion, should be inserted in the tapped hole in is reached. The lugs can be bent into the slot
the blower section and used to drill this hole. making a very secure fastening.
The smooth shank of the drill will act as a pilot
for the drill in the tapped hole and will not Irnpeller Shaft Bearlng Cage (Outboard
damagethe threads, provided caution is exercised Bearing) (Wasp and Hornet)-The impeller
in using the drill. After drilling, tap out the shaft bearing cage is secured in the blower sec-
hole with a rZ" -24 N.F. tap. Remove any tion by nine screws. To remove the cage, these
excessmaterial or burrs from around the newly screws should be removed, the blower section
tapped hole. Insert the locking screw in the hole heated (see Page 501) and the cage driven out
and bend over the locking tabs. If the screw with the Blower Bearing Cage Disassembly
projects through the cage, it should be removed Drift. The hole should then be inspected for
and enough material removed from the end of scoring and measuredfor out-of-round condition.
the screw to provide a flush surface. Inspect the flange seating surface for general
condition.
knpeller Shaft Bearlng Cage Lock-In cases
where the old type impeller bearing cagelocking Should it be desired to fit an oversize blower
screw is used on Wasp Jr. engines, it is recom- bearing cage, mount the front face of the blower
mended that the new special blower bearing cage section against a suitable holding fixture in a lathe
locking screw with two lugs protruding from the Iarge enough to swing a piece of this size. With
head be used. an indicator at the rear face and on the rear
flange diameter, indicate the blower to run true
To effect this change, the two staking slots in within .001", full indicator reading. This ls
the blower section should be enlarged by means irnportant.
Note-The jet in the hole to be bored should be
examined to determine if it is sunk far
enough to clear the cutter. If there is
not sufficient clearance, a small hand
grinder may be used to grind the face
of the jet enough so that the cutter
will clear it.
If any score marks or excessivenicks are found
on the flange seating surface, this should be
faced off, as the first operation, to assure proper
seating of the cage.
Before boring out the hole for the oversize
bearing cage, the oversize cage should be meas-
ured with a micrometer to determine to what
diameter the hole should be bored for the desired
fit. A standard boring tool, using kerosene oil
as a cutting compound, should be used with a
lathe speed of between 150 and 200 R. P. M.
The new cage should be installed, after the
blower section has been heated, with the Blower
Bearing Cage Assembly Drift. When installing,
take care to see that the screw holes in the cage
are properly lined up with those in the blower
section. Secure the cage in position with the
nine locking screws.
Interrnedlate Shaft Rear Bearlng Llner-
Should it be necessary to replace this liner, it
may be removed by drifting from the blower
Fig. 528 -Removing Oil Pressure Pipe from Rear Section section with a suitable drift. Although this liner
532
REPAIR AND ASSEMBLY OF MAJOR SUB.ASSEMBLIES

Fig. 529 - Reaming Magneto Shaft Bushing

is staked in place with a No. 24 pin, the pin will Assemble the cover to the blower section and,
normally remain in the case when the liner is using the Blower Bearing Cover Reamer, ream
removed. Clean up the bore of the hole, if out the cover to .978" for the .010" oversize
necessary, and drift in a new liner making sure spacer and to .988" for the .020" oversizespacer.
that the notch in the edge of the liner coincides The adapter used in conjunction with this reamer
with the staking pin. fits into the rear of the impeller shaft bearing
cage and guides the adjustable blade. The blade
Starter Shaft Bearlng Liner-To maintain is fed with a knurled knob and care should be
the specified clearance of the starter shaft ball taken in adjusting this knob to seethat too deep
bearing in the crankcase blower section, a steel or a cut is not taken.
bronze liner may be installed in the starter shaft
bearing hole. This is a factory operation for Oll Pressure Ptpe-Should the oil pressurepipe,
which the blower section should be shipped back which is located in the rear section, require re-
to United Airports Division, Rentschler Field, placement, it may be removed with the Oil
East Hartford, Conn. Pressure Pipe Puller (see Fig. 528). If a new
Blower Intermedlate Bearlng Bolt - standard size pipe affords the proper fit, it may be
The blower intermediate bearing bolt used on installed in the rear section using the Oil Pressure
later Wasp and Hornet engines has a land, \f" Pipe Drift. This drift is designed to facilitate
wide, in the center of its necked portion to installing the pipe to its proper depth.
dampen any vibration which might occur. Old In the event an oversize replacement pipe is
type bolts, not having this land, may be utilized required, the blower and rear sections should be
by wrapping a piece of %2" shim stock or wire reamed oversize. To accomplish this operation,
around the center portion of the bolt so that it the blower and rear sections should be temporar-
is fairly snug in the hole through the gear. The
ily assembled. The Oil Pressure Pipe Reamer
shim stock or wire may be secured with solder.
should then be introduced into this fixture and
Blower Bearlng Cover-Should the hole in the the blower and rear sections line reamed. The
blower bearing cover be excessively worn neces- total depth to which this reamer should be
sitating replacement of the impeller shaft rear entered should not exceed416" on the Wasp Jr.,
bearing spacer with a .010" or .020" oversize Wasp, and Hornet E and E-G engines and 531"
spacer, it may be accomplished as follows: on the Hornet Ez-G and E3-G engines.
533
REPAIR AND ASSEMBLY OF MAJOR SIIB.ASSEMBLIES

Fig. 530 - Facing Magneto Shaft Bushing

Magneto Shaf t Bushlngs-If it has beenfound Magneto Shaft Bushing Reamer Guide Plate on
n€cessaryto replace the magneto shaft bushings. the magneto mounting pad and iine ream the
the section in which the bushing is located should bushings, (see Fig. 529). After reaming. make
be heated (see Page 501) and the bushings sure that all chips are removed from the blower or
drifted out with the Magneto Shaft Bushing rear sections, and check the rear flange clearance
Disassembly Drift. The removal of one mag- of the long magneto shaft bushings. This is
neto shaft bushing necessitates the removal of accomplished wlth the Magneto Shaft Bushing
its mating bushing, as new bushings must be End Clearance Gage which consists of a stepped
"GO"
line reamed after installation. and "NO GO" block and a bar. The bar
should be inserted down through the vertical
After removal of the bushings the hole should accessory drive shaft bushing. Then insert
be checked for out-of-round condition and scor- the stepped block through the oil pump or fuel
irg, and, if necessary, cleaned up with crocus pump recess and over the bar, and with the
((GO"
cloth and oil or with the standard size Magneto and "NO GO" step, check the flange end
Shaft Bushing HoIe Reamers. If difficully is clearance. Should the end clearance be insuf-
experienced irr cleaning up or if it is desired to ficient, face the bushing with the Magneto Shaft
fit bushings oversize on the O.D., oversize Bushing Facing Tool (see Fig. 530). After the
reamers are available. In reaming these holes, bushing is properly faced, temporarily assemble
it will be necessaryto temporarily assemblethe the magneto shaft and check the end clearance
blower and the rear sections. The Magneto between the magneto shaft and the rear magneto
Shaft Bushing Hole Reamer should be inserted shaft bushing.
from the front side of the blower section after
installation of its adapter on the magneto mount- Starter Shaft Bushing-If necessaryto replace
ing pad to guide the reamer pilot. a starter shaft bushing, the rear section should be
heated tsee Page 501) and the bushing drifted
After the holes in the case have been reamed, out with the Starter Shaft Bushing Disassembly
the blower and rear sections should be reheated Drift. After removal of the bushing, the hole
and the new bushings installed with the Magneto should be checked for out-of-round condition
Shaft Bushing Assembly Drift. Assemble the and scoring and should be cleanedup with crocus
534
REPAIR AND ASSEMBLY OF MAJOR SUB-ASSEMBLIES

cloth and oil or the standard size Starter Shaft one not reamed to standard size. Assemble and
Hole Reamer. If difficulty is experienced in line up the blower and rear sections; then line
cleaning up or if it is desired to fit bushings over- ream this hole. Disassemble the two sections
size on the O.D., oversize reamers are available. and install the new bushings, then reassemble.
Align the tw_osgctions and line ream the bushings
After reaming the hole, reheat the case and to size. Wash both sections thorougtrly to
install the new bushing with the Starter Shaft remove all chips.
Bushing Assembly Drift. Before reaming the
new bushing with the Starter Shaft Bushing Note-The methods and tbols for line reaming
Reamer, place the reamer guides in the starter bushings and cases,and removing andl
mounting pad and in the starter shaft bearing inslalling bushings are described in the
boss and temporarily assemble the blower and foregoing paragraphs for the separate
the rear sections. Then ream the starter shaft items involved.
bushing (seeFig. 531). If the oil pressure pipe in the old rear section is
oversize, it will be necessary to ream out the
Installatlon of a New Blower Sectlon on an oil pressure pipe hole in the new blower section
Old Rear Section-It is considered good prac- to accommodate the oversize pipe. This may be
tice, when installing a new blower on an old rear, satisfactorily done by removing the oil pressure
to replace the two magneto shaft and starter pipe from the rear section; temporarily assemble
shaft bushings in the rear. If the oil pressure the blower and rear section and ream out the oil
pipe is in good condition it need not be replaced; pressure pipe hole in the blower section to the
however, should it be oversize, the corresponding desired oversize using first an oversize Oil Pres-
hole in the blower will have to be lined reamed sure Pipe Hole Reamer with a pilot, then a plain
with the rear section to accommodate the oversize. oversize Oil Pressure Pipe Hole Reamer.
Remove the bushings from the rear section Installlng a New Rear Sectlon on an Otd
and clean up the bushing holes. If any of these Blower Sectlon-When a new rear section is
bushings were previously installed oversize, the received from the factory the bushings and oil
corresponding bushing hole in the blower will pipe will not be installed. In order to insure
have to be reamed to the same oversize. alignment of the blower and rear sections and
permit line reaming the bushing holes in the rear
When a new blower section is received from the section, it *ill be necessary to remove the mag-
factory the starter shaft bushing hole is the only neto shaft bushings in the blower section as
previously described.
Assemble and align the two sections, and line
ream the bushing holes in the rear section. The
pressure pipe hole in the blower will act as a pilot
for reaming the hole in the rear. If any oversize
bushings have been installed previously, ream the
holes in the rear section to the required oversize.
Install the bushings in the blower and rear sec-
tions and line ream to size. Install the oil pressure
pipe in the rear section. Wash both cases
thoroughly to remove all chips.
Note-The methods and tools for line reaming
bushings and cases, and installing aud
removing the bushings and pipe are
described in the foregoing paragraphs
for the separate items involved.
Vertlcal Accessory Drlve Shaft Bushlng -
To remove this bushing, drive out the brass pin
which stakes the bushing in place using a small
steel drift. Then, with the Vertical Accessory
Shaft Bushing Disassembly Drift, drive the bush-
lng fro;n tbe rear section, and clean up the bush-
ing hole. If necessary,an expansion reamer may
be used to enlarge the hole to accommodate an
oversize bushing. Install the new bushing with
the Drift and transfer-drill the staking pin hole
with a No. 20 (.t6L" ) drill. Insert a steel bar into
the bushing bore to prevent the bushing from
collapsing and drive home the staking pin. The
Fig. 531 - Reaming Starter Shaft Bushing hole should then be reamed to the proper size
535
REPAIR AND ASSEIIIBLY OF MAJOR SUB.ASSEMBLIES

with the Vertical Accessory Drive Shaft Reamer. to cause rejection of the casting, should be re-
This reamer is used in conjunction with a pilot moved with a small triarlsul?r scraper, as emery
which is mounted on the gun synchronizer should not be used on aluminum. Where insuf-
mounting pad. ficient clearance between t_hegeqrs and housing
has caused the ggars to 4rb_ on the casting, this
Vacuum. Purnp l)rlve Llner-The Vacuum condition should be rectified by scraping enough
Pump Drive Liner Puller should be used for re- "specifi6d
material from the casting to Srlr" the
moving this part from the engine. With a suita- clearance at this qoint, pro-viding lhe iubbing
ble drift, drive the new liner into the hole until is not a result of some abnormal condition.
the flange of the liner seats on the shoulder in the Scratches and buns on the shafts should be re-
hole, taking care to press the liner down evenly. moved by mounting the shaft in a polishing lathe
Cocking will prevent proper seating. To deter- and - pplislring -wit-h ^elnety._ After polfuhing,
mine if this liner has been properly bottomed, -
check the fit of the shaft in the housing.
measure the distance from the flange of the liner
to the face of the vacuum pump mounting pad If necessary to replace idler shaft use a solid
with a depth gage. This depth should be .802" steel drift that fits snugly into the hollow sear
to .824". shaft to shear the pin from the inside of the sliaft.
Drift out the part of the pin that extends
Intake Alr Ternperature Therrnorneter In- through the gear on one side. Mount the gear
terference-On Wasp Jr., Wasp, and Hornet E and shaft in a drill press and drill out the remlin-
and E-G engines on which the intake air tempera- iqg. put! of the qi4 to 1 deplh of,ap,proximately
ture is measured at the mixture duct of the rear %a" inthe gear with a #31 (.120") drill-. The hol-e
section, the diameter of the hole in the upper vane tfrougb_the gear and sha& is used as a guide for
of the mixture duct has been increased from the driiligg operation. Remove the gear and
Yta"to 2%2". In caseswhere this has not already clean up the pin holes.
b,eenaccomplished, this hole should be enlarged.
Use a 2yurr counterbore with a %0" pilot, suppbrt- Pratt and Whltney Valve Lubrleator (Wasp
ing the vane during this operation by means of a Jr. B an$ B2)-In order-to prevent delivery oT
wooden block placed between it and the next an excessiveamount of oil to-the valve mec6an-
lower vane. After boring, remove all sharp ism, it is important that the clearance between
edges. Extreme care should be taken to remove the lubricator gear plunger and the housing be
all chips from the air intake passage. maintained within the specified limits. As o-ver-
size plungersr are not available, excessive clear-
Otl Pump-If inspection has revealed the neces- ance will entail replacement of the housins. In
sity for replacement of any one section of the oil caseswhere the angular end surface of thelubri-
pump housing, it will be necessary to replace the cator plunger shows signs of wear, it should be
entire housing assembiy. Scratches and burrs lapped smooth. Wlqere signs of flaking- are ob-
in any section of the housing, not serious enough served, the plunger should be renewed.

ASSEMBLY OF MAJOR SUB.ASSEMBLIES

General-The assembly methods and procedures 3. All gaskets, packings and oil sealsshould be
listed below, although playing an important part replaced at each overhaul.
in efficient engine overhaul, will not be specif-
ically mentioned in the "Detail Instructions" of 4. A torque indicating wrench should be
this Assembly Section and the Final Assembly used when tightening the nuts which have recom-
Chapter which follow. Although these items mended torques listed in the Appendix.
may seem of minor importance, the ultimate
life and performance of the engine may be 5. In all assembly operations refer to the
seriously affected if they are slighted through Table of Clearances for the desired fit or clear-
carelessnessor neglect. ance.

1. During assembly operations, care should 6. New safety wiring, tab washers, cotter
be taken to prevent dirt, dust, cotter pins, safety pins, fiber nuts and palnuts should be installed
wire, nuts, washers, and any other parts from where necessary. It is important that cotter
entering the engine. Suitable plugs and cover- pins and safety wire fit snugly in the holes for
ings to fit all openings should be improvised and which they are intended. Always install the
used. head or loop end of the cotter pin to fit in the
castellation of the nut and not outside. The
2. All bearing surfaces, anti-friction bearings, ends should be bent, one up and back over the
and movable parts should be thoroughly coated stud or bolt end, and the other down flat against
with oil. the hexagon flat ofthe nut.
536
REPAIR AND ASSEMBLY OF ITIAJOR SUB.ASSEMBLIES

DETAIL INSTRUCTIONS
FRONT (Nose) SECTION-WASP JR.

Tappets and Rollers-Prior to the assembly of Front Breather Assembly (If Provlded)-
tappets and rollers in the front section, the tap- Remove the cap flom the breather assembly dnd
pets should be coated liberally with oil. For install the assembly -in the- nose section, turning
Wasp Jr. B and 82 engines insert the spring into it by means of a lever inserted between the
the tappet, slide the tappet into the guide, and screw bossesin the body of the breather. Install
secure it in position with the combination tappet cap and secureit with the two screws.
and tappet guide locking screw. Propeller Regulator Valve (If Provtded) -
Prior to installation of the propeller regulator
For the Wasp Jr. B3 engine, the rocker oil valve in the nose section on Wasp Jr. B ind 82
manifold should be placed inside the front section e_ngr.lgsor the prgpeller oil stlnnly fttting on Wasp
and secured to the tappet guide bosseswith the Jr. 83 engines, the pipe leading from the resula-
L8 combination locking screws. Then coat the tor valve boss to the thrust bearing liner strbuld
tappets with oil and insert each in its respective be installed.
guide.
If a new valve and shaft is to be installed in
Draining type tappets should be installed in the !h9 pTopellgr regulator valve, it should be lapped
following tappet guide locations: 1 In., 1 Ex., into the valve seat with a fine lapping compound.
-of
21n.,28x.,3 Ex., 8 In., 9 In., and 9 Ex. After lapping make sure that all traces the
compound are washed from the valve and seat.
After installation, the tappets should be de- A +* pagkigs should be installed in the cover by
pressed until roller pin hole clears the inner end twisting in the direction of the thread until it is
bottomed. Slide the shaft through the cover
of the tappet guide. Insert the roller in the tap- from the bottom and install the packing nut in
pet slot and slide the roller pin into position, mak- the cover. Install the lever on the outer end of
ing sure the ends of the roller pin are inside the the shaft and secureit in position with the taper
tappet guide when the tappet is allowed to return pin. Fit the assembly in the case and secirre
to its normal position. with three nuts.

FRONT (Nose) SECTION-WASP Hl AND EORNET E (Dlreet Drlve)

Propeller Otl Feed Plpe-Insert the propeller gear il tbq intermediate-governor drive gear sup-
oil feed pipe through its hole in the front section port bushing. Assemble the pinion diive sear
and into the hole in the thrust bearing liner. on the end of the shaft and lock in position i'ith
the washer and nut. Assemble the support
Governor Drlve Gear (Wasp Hl only)-Coat inside the front section and secure with ihree
the inside diameter of the governor drive gear retaining nuts.
bushing with oil and place the governor drive
gear in position in its bushing. Secure in posi- Instructions for adjusting the backlash be-
tion with the locking ring. tween the intermediate governor drive gear and
the governor drive gear are contained under the
Intermedlate Governor Drlve Gear (Wasp El heading "Intermediate Governor Drive Gear
only)-Place the intermediate governor ilrive Bushing" in the Repair Section of this Chapter.

FRONT sEcTIoN (Reductlon Gearlng and Houslng Assernbly)

wasP El-G, HORNET E-G AND Ez-G

Flxed Gear-Install the fixed gear in the front lropel[e.r Otl Feed ltp" (Eornet Engtnes)-
of the reduction gear housing and secure with the Insert this pipe into the nose section and-into ihe
hold-down nuts and washers. For the Wasp oil pipe hole in the fixed sear; then secure it in
H1-G engine, the propeller oil feed pipe should bb pgsition by screwing the nose section oil passage
inserted in the oil pipe hole in the gear, prior to plug into the pipe hole.
the assembly of the gear in the nose section.
Secure in position with its hold-down clip after Ptrlton_C"gg (tVasp Hl-G)-The pinion shafts,
the fixed geaxis in place. pinio3 shaf-t holes, pinion races, and pinion gears
are all numbered. When these parts are proferty
When installing the fixed gear.on Hornet en- assembled,--the numbers of the various mitin!
gines, see that the propeller oil feed pipe hole in parts should correspond.
the gear is properly aligned with the hole in the
housing to permit subsequent installation of the . Place the pjnion shafts in their proper holes
propeller oil feed pipe. in the rear half of the pinion cage ana phce the
537
REPAIR AND ASSEMBLY OF MAJOR SUB-ASSEMBLIES

cage under an arbor pJess. Press each pinion portant to check thg ninch fit of the thrust bear-
shaft into the cage (seeFig. 532). In performing ing cover against the outer race of the thrust
this operation, see that the flats on the pinion bearing as follows:
shafts are lined up with those in the cage. Install
the race on each pinion shaft and coat it with oil; Install cover in position on front section and
then install each pinion gear over the race. In- tighten nuts only finger tight. Turn the front
sure that aII gears have their identifying numbers section over and measure at several points the
facing to the rear. Place the front half of the distance from the shoulder of the liner where the
cage on the rear half with the numbers on the rear face of the thrust bearing rests to the point
pinion shaft holes and shafts corresponding. on the cover directly forward.
Assemble and tighten the pinion shaft nuts; Next measure the width of the thrust bearing
then install the pinion shaft plugs in the shafts. outer race and the tab spacer which rests against
Before installing pinion shaft plugs, run a tap
(SAB-%6"-20 N. I'.) through the threads in the this race. The total of these two measurements
should be from .004" to .008" greater than the
shaft to clear out the burrs and small plug
distance from the cover to the rear shoulder of the
slivers caused by the edges of the cotter pin Iiner. Adjustment may be made by either grind-
holes when the plugs were removed. Line up ing the present spacer or installing a new thicker
the plugs with the cotter pin holes and secure spacer.
with steel cotter pins. Secure the two halves
of the cagewith 18 cage bolts and nuts, making On engines having the steel ring riveted to the
sure that bolts are installed with heads toward rear of the cover, the pinch fit may be reduced by
the front. removing the rivets which hold the steel ring to
the cover and wet grinding the face of the ring
Plnlon Cage (Hornet E-G and E2-G)-When which mates with the cover. The pinch fit may
assembling the pinion cage, the numbers etched be increased by facing the flange of the cover
on the pinion shaft holes, pinion shafts and pinion sufficiently to afford the necessaryfit.
gears should correspond on the various mating
parts. Assembly of Propeller Shaft and Reductlon
Gear Eouslng-Oil the propeller governor
Align the oil holes in the shafts and cage and drive gear bushing (if provided) and insert the
press each shaft into its respective hole in the governor drive gear into position in its bushing.
cagewith an arbor press. Install the race on each Securein place with the snap ring.
pinion shaft. Coat the races with oil and install
each pinion on its respective race. Assemble the
front half of the pinion cageto the rear half, cor-
rectly positioning the shaft holes to mate with
their corresponding pinion shafts, and securewith
L8 bolts and nuts. These bolts should be installed
with the heads toward the front of the engine
and secured with nuts and cotter pins. Ottly
steel cotter pins should be used. Install the
-cage shaft washers and bolts in the pinion
pinion
from the rear, assemble the lock washers
on the ends of the bolts, and securewith retaining
nuts.
Cautlon-Make certain that the oil holes in
the pinion shafts are aligned with the oil holes
of the rear pinion cage.

Propeller Shaft-On engineshaving the hydro-

matic propeller oil tube and plug assembly, insert
the rear of the propeller oil tube in the plug
in the propeller shaft. Install the gasket and
support over the front end of the tube, insuring
that they seat evenly on the shoulder in the shaft.
Assemble the gasket, shaft plug and plug nut.
Tighten the nut and place the lock washer over
the nut, securing it with three screws and
washers.
Checklng Plneh Ftt of Thrust Bearlng @
Cover-Before assembling the propeller shaft
assembly in the reduction gear housing, it is im- Fig. 532 - Assembly of Pinion Shafts into Cage
538
REPAIR AND ASSEMBLY OF MAJOR SUB-ASSEMBLIES

Install the thrust bearing in position on the Place the reduction gear housing on two
oroneller shaft with the Thrust Bearing Assembly wooden blocks, front up, on a bench and install
St"d'rre. Place the propeller shaft in the Holding the propeller shaft and thrust bearing in position
-housing.
Fi*trte fitted with fhe proper Adapter and with a in the Assemble the thrust bearing
-assemble
suitable sleeve-type drift, the oil trans- cover spacer (i-f provided), oil slinger, thrust nut
fer ring carrier in position ol the shaft. Insure and thiust bearihg cover and fasten temporarily
tttut tfre oil hole iri the carrier lines up with the with the thrust bearing cover nuts.
oil hol" in the shaft. Install the oil transfer Place the propeller shaft in the Holding Fixture
grooves of the carrier with the
rinqs in the"PYre$s", and assembl-etlie pinion cage in positi-on with the
sid6smarked facing the oil groove around Pinion Cage Push-er(seeFig. 533). Secure with
the middle portion of the carrier. the tab lock washer and lock nut.

E3'G
FRONT SECTION (Reductlon Gearlng and Ilouslng Assernbly) HORNET

Propeller Shaft-Install the hydromatic pro- the front half of the pinion cage using an arbor
tube ald plug-assembly as.previously press. Alien the slots in the shaft with those in
;;f"-r-;ii the cuge by turning them to the desired position
i"t.tiU"a for the Hoinef E and E2 engines'
with i ,4'' square shank after insertion in the
Plnlon Cage-The
-tnuft pinion- gears, pilion shafts cage.
""a-pi"iott holds in the two halves of the
pi"i"" cage are numbered. It is important at Place the front cageon a bench and install each
lssemblv ihat the numbers on. adjacent parts race and each pinion geat,with its number to the
."rr.rp""a when assembling.thg pinion shafts rear, on its respective shaft. Then insert the
in ttte pinion cag9, the oil.holqsin the shafts must propeller shaft, front-end down, t-hroggh the hole
i;;-ii;6d up wilh'those in the rear half of the bf ttte cage. Raise the cage so that it meets the
"i"io" .ug; which is integral with the propgller rear halfbf the pinion cage, turn pro!'eller shaft
|h;?l: tfi" pinion shafts should be pressed into end for end, and- assemble the two halves of the
cage. Assembly nlay be facilitqted by.tapplng
th6 front cagelightly with a leather mallet. In-
stall the froit and rbar pinion shaft washers and
retaining bolts and tighlen nuts lightly. These
bolts sn5ula be installed with their heads toward
the rear of the engine in order to prevent.loss of
oil pressure to the gearing. Install the^eighteen
through bolts that hold the two halves of the-ca-ge
toget6er and tighten. The heads of these bolts
sh6utd be installed so that they are toward the
front of the engine. Tighten the pinion shaft
bolts and securewith steel cotter pins.

Assernbly of Reductlon Gear Eouslng-

Check the clamp fit of the thrust bearing cover as
describedfor the Hornet E-G and E2-G.

Oil the propeller governor drive ge?r bushing

and then plac,i the governor-dri-vegear in position
in its buihing. Seiure with the governor drive
gear snap ring.

Install the oil transfer rings in their carrier on

"Press"
the propeller shaft with the side marked
i""i"g fhe oil groove- With the propeller shaft
iront"end up, iistall the reduction gea!housing ir]
nlace.
^assemble Coaf the thrust bearing- with oil and
in the housing, beveled side down'
Drift it into place with-a suitable sleeve-type
drift.
Assemble the thrust bearing spacer and cover
and secure with the nuts and washers. Install
lhe oil seal rings in their groove iq the thrust
bearing nut. Alssemblethe nut on the propeller
shaft finger tight.
Fig.533-AssemblyofPinionCageonPropellerShaft
539
REPAIR AND ASSEMBLY OF MAJOR SUB.ASSEMBLIES

BEARING SUPPORT PLATE

Carn Reductlon Gear-Coat the inside diam- grooves are in alignment with each other. In-
eter of the cam reduction gear bushing with oil stall idler gear lock plate and bolt, and stake
and then place the gear in its bushing. The head of bolt. Place idler gear on its bushing
governor drive gear, (geared Hornets only) at the same time meshing it with the idler drive
should then be placed in position on the front end gear.
of the cam reduction gear shaft and secured with
the nut and washer. Governor Otl Feed Plpe (Hornet E-G, Ez-G,
Propeller Governor Idler Gear (Ilornet E-G, and E8-G)-Install the governor oil feed pipe
Ez-G, and E3-G)-Drift idler gear bushing in place on the bearing support plate and secure
through front of anchor plate so that locking the pipe with its retaining bracket and clip.

MAIN CRANKCASE SECTION-WASP JR.

Carn Reductlon Gear-Prior to assembly of of the gear and then assemble the cam reduction
the cam reduction gear on the engine, the cam gear locking nut in place on the rear end of the
reduction gear locking nut should be tried in shaft and tighten with the Cam Reduction Gear
position on the gear to make sure that it seats Nut Wrench. Check the clearance between the
oroperlv in the end of the shaft. Then oil the lock nut and the bushing and if insufficient, face
iatti reduction gear bushing and place the cam the bushing enough to give the required clearance
reduction gear in position in its bushing. Place with the Cam Reduction Gear Bushing Facer.
the Cam Reduction Gear Holder over the front

MAIN CRANKCASE SECTION-WASP Hl AND HORNET E SERIES

Front Maln Bearlng Outer Race and Rol- The valve tappets usgd on early Wasp and H_ornet
lers-Coat the front main bearing outer race and engines incorporated only two oil drain holes.
rollers with oil and insert into the front main When installing this type of valve tappet, care
bearing liner. On geared engines the front main should be taken to align these holes with the
bearing outer race and rollers should be secured grooves in the tappet guide. The valve tappets
in position with a retaining nut. This nut con- used on later Wasp and Hornet engines have four
tains left hand threads and should be turned to oil drain holes, thereby eliminating the possi-
the left with Front Main Bearing Retaining Nut bility of installing the tappet so that oil will not
Wrench. Adjustment for the proper clearance drain through.
between this nut and the front main bearing Draining type tappets should be installed in
outer race may be made by grinding the rear the following tappet guide locations: 1 In., 1 Ex.,
face of the nut. 2In.,28x.,3 Ex., 8 In., 9 In. and 9 Ex.
Tappets and Rollers-Prior to assembly of the Carn and Otl Feed Bracket-Assemble the
tappets and rollers in the front half of the main cam bearing on the cam shelf, making sure it is
crinkcase section, the tappets and guides should thoroughly seated by tapping lightly with a
be given a liberal coating of oil. Then insert each fiber drift. Coat the inside of cam with oil and
tappet in its guide and depressuntil the roller pin assemblethe cam over the cam bearing. Assem-
holes clear the end of the tappet guide. Insert ble the cam oil transfer bracket and the cam
the roller in the tappet slot and slide the roller retainer plates and securewith the necessarynuts.
pin into position, making sure that the ends of the The cam end clearance should be checked by
roller pin are inside the tappet guide when the inserting a feeler gage between the cam retainer
tappet is allowed to return to its normal position. plate and the cam.

CYLINDERS

Rocker Arm Bearlngs-Install the rocker arm cates the position of the oil hole and should be
bearings in the rocker arms with the Rocker Arm placed toward the adjusting screw end of the
Bearing Assembly Drift and Base (see Fig. 534). rocker when the bearing is installed in the rocker
The bearings of the early SKF type, having a arm. The markings on the inner race should be
single piece inner race for both sets of balls, placed toward the push rod end of the rocker
should be installed in such a manner that the side when the rocker arm is installed in the cylinder.
thrust is not taken by that portion of the inner
and outer race which contains the loading For rocker arm bearings having independent
notches. The position of the loading notch is inner races for the two sets of ball bearings, the
located by a stamped "O" on the inner and outer foregoing instructions are not necessary. The
races. The marking on the outer race also indi- bearings are installed originally \{rith the grooved
540
REPAIR AND ASSEMBLY OF MAJOR SUB.ASSEMBLIES

,
@
Fig. 534 Installing Rocker Arm Bearing F ig. 535 - Installing Knuckle Pins in Master Rod

side outward. lt is permissible to reverse the Shafts in use with but one cotter pin hole may
positions of these bearings in the rocker arm and be reoperated by drilling d %t" diameter hole at
also to shift exhaust bearings over to the intake right angles to and intersecting the original hole.
and vice versa, bearing in mind that the exhaust
Roeker Arrns (Wasp and Hornet)-Place the
is the more heavily loaded.
rocker arms in their respective locations. Insert
Rocker Arrns and Shafts (Wasp Jr.)-Place the rocker shafts through the large diameter
the rocker arms in their respective locations. holes and into position in the rocker bearings.
Place the copper gasket on each rocker shaft Place the rubber oil seal, steel washer, and castel-
with the smooth side of the gasket facing out. lated nut in position on the small end of the
Insert the rocker shaft through the larger insert rocker shaft and tighten this nut. Install the
and rocker bearing. Install the rubber oil seal, oil seal washer on the large end, then the copper
steel washer, and oil fitting in place on the small gasket and the castellated oil seal locking nut
end of the shaft and tighten. It is important and secure in place.
to tighten the oil fitting prior to assembling the Valves and Valve Sprlngs-Prior to assembling
nut on the opposite end of the shaft in order to the valves in the cylinders, the valve guides and
prevent rocker bearing side play. Place the valve stems should be cleaned and oiled. Then
rubber oil seal over the large end and install the install each valve in position. When installing
oil seal lock nut, charnfer end in, and tighten the safety circlets be careful not to damage the
in position. The coruect procedure for tighten- lock grooves in the valve stems. Should the
ing rocker shaft nuts is to tighten snugly grooves become damaged, the locks will not
(approximately 35 inch-pounds on a torque seat properly and a valve failure may result.
indicating wrench) and then turn to the next Then insert lower washers and springs in the
cotter pin hole. A maximum torque of 135 inch- rocker box housings and fit the upper washers
pounds should not be exceeded. Later model en- over the springs. Place the cylinder over a piece
gines incorporate valve rocker shafts having two of wood, having the same contour as the inside
7(4" drameter cotter pin holes at right angles to of the head, in order to hold the valves in place
each other, through the small end. Former when the springs are compressedfor the installa-
shafts had only one such hole. The additional tion of the split locks. Using the Valve Spring
hole permits much closer adjustment when Depressor, depress the springs and install the
tightening the rocker shaft nuts to the desired split locks which secure the upper washers in
torque. place.
54L
REPAIR AND ASSEMBLY OF MAJOR SUB-ASSEMBLIES

FILE TO FIT BEVEL TO

CLEAR FILLET

SECTION OF MASTER ROD SHOWING

KNUCKLE PINS AND LOCK.
@
Fig. 536 -- Section of Master Rod Showing Knuckle Fig. 537 - Assembly of Crankshaft
Pins and Lock

ARTICULATING ROD ASSEMBLY

Assernbly of Artlculatlng Rods-The Knuckle knuckle pin instead of in the dummy knuckle
Pin Press Fixture and Spacer should be used for pin for alignment. Repeat the above procedure
installing knuckle pins in all single row engine to install the remaining knuckle pins and articu-
models. A Bushing is used in conjunction with lating rods.
the fixture to accommodate Wasp and Hornet
master rod bearings, the pilot of the fixture being On late Wasp Jr. 82 and all Wasp Jr. 83
the correct size for all Wasp Jr. bearings. engines, the same procedure applies except that
the alignment of the knuckle pins is achieved
On Wasp Jr. R, early Wasp Jr. F.2, Wasp, and by the use of the Knuckle Pin Assembly Fixture.
Hornet engines, place the master rod, with the Set the Knuckle Pin Assembly Fixture (instead
side marked "Front" facing down, on the spacer of the Spacer) on the Knuckle Pin Press Fixture
with the pilot of the fixture extending through so that the slotted front ends of the knuckle pins
the master rod bearing bore. Coat the knuckle are resting in the projecting tongues on the
pins and hoies with heavy oil such as Kendall aligning plungers in the Knuckle Pin Assembly
No. 400 Gear Lubricant and insert an undersize Fixture. After all the knuckle pins have been
dummy knuckle pin in a knuckle pin hole ad- properly aligned, press them in place in the
jacent to the rtl" section of the master rod. master rod.
Fasten the knuckle pin to be installed to the On Wasp Jr. B, early Wasp Jr.B,2, Wasp, and
Knuckle Pin Setting Block and inserL it in the Hornet engines the knuckle pins are held in posi-
hole adjacent to thd dummy knuckle fiin, push- tion by locking plates on the rear of the master
ing it through the knuckle pin bushing of the rod. These plates are held in position by a single
proper articulating rod. The pilot on the Set-
screw. Locking plates are always furnished over-
ting Block should then fit into the hole of the size and must be filed down so that they are a
dummy knuckle pin. light drive fit between the flat surfaces of the
Locate the "L" head plunger over the Setting adjacent knuckle pins (see Fig. 536). During
Block and force the knuckle pin into its hole by the filing operations a small square should be
applying pressure to the handle of the fixture used frequently to insure that the filed surface
(seeFig. 535). Install the adjacent knuckle pin is square with the locking plate. When a new
and articulating rod in a similar manner, insert- locking plate has been fitted, it should be etched
ing the pilot of the Setting Block in the first with the numbers of the two pins that it holds
542
REPAIR AND ASSEMBLY OF MAJOR SUB.ASSEMBLIES

Fig. 538 - Diagram Showing Direction of Thrust of Fig. 539 - Diagram Showing Direction of Thrust of
Impeller Shaft and Intermediate Shaft Impeller Shaft and Intermediate Shaft
Bearings - Steel Cage Type Bearings - Outboard Support Type

in place. On late Wasp Jr. 82 and B3 engines These are held in place by two screws and safety
the knuckle pins are held in place by locking wire for each pair of knuckle pins.
bars on the front ends of the knuckle pins.
CRANKSEAFT ASSEMBLY
Artleulattng Rod Assembly-Coat oil on the Flywelghts-To assemblethe demountable type
front and rear sections of the crankpin and apply flyweights use the Flyweight Assembly Puller.
a mixture of white lead and oil on the crankpin Before installing the expander, tighten the
splines. Place the front portion of the crank- flyweight through-bolt with a torque of 1,300
shaft in the Crankshaft Holding Fixture fitted inch pounds. Then screw the expander into place
with the proper Adapter and mount the articulat- and tighten with a torque of 200 inch pounds. A
ing rod assembly on the portion of the crankpin 10-inch extension on the Allen PIug Wrench will
integral with the crankshaft fopward section, facilitate this tightening.
making sure that the side marked "FRONT" The end clearance of the assembled flyweight
is placed towards the front of the crankshaft. should be checked. If this end clearance is
Engage the ends of the crankshaft splines so that excessive, grind the rear face of the outer fly-
the two sections of the crankshaft are properly weight to obtain the necessaryclearance.
aligned. Using the Crankshaft Assembly Puller,
assemblethe two sections together (seeFig. 537). Crankshaft Plug-,Screw the crankshaft plug
into the tapped hole in rear side of crankshaft
Thoroughly oil the crankshaft through bolt forward section, using the Crankshaft Plug
and screw it into the shaft, tightening it with Wrench. After tightening, stake into recess
the Crankshaft Bolt Wrench to the recom- provided for this purpose.
mended torque specified in the Appendix. After Front and. Rear Maln Bearlng Inner Races
tightening the bolt, secure it with a cotter pin -Apply white lead or a generoun amount of oil
fitted through the holes in the crankshaft rear to the main bearing seating surfaces on the crank-
cheek and the bolt head. It may be necessary shaft and on the I.D. of the bearing inner races.
to drill a new hole in the bolt to accommodate the Install the races on the crankshaft using the
cotter pin, but not more than three holes should Front Main Bearing Assembly Sleeve, and the
be drilled in a bolt head. Rear Main Bearing Assembly Pusher.
543
REPAIR AND ASSEMBLY OF MAJOR SUB.ASSEMBLIES

Fig. 540 - Assembly of Impeller with the Pusher

BLOWER SECTION (Steel Cage Type) WASP JR.

Intermediate Gear Assernbly-Assemble the rear thrust plate. Should the clearance be exces-
Iarge front ball bearing in position on the inter- sive, the use of new thrust plates will bring it to
me-diate gear shaft with the thrust side toward within the desired limits. If the clearance
the front-(see FiS. 538). Place the intermediate is insufficient the rear face of the floating gear
gear and front bearing in the main cage and as- may be ground off the necessary amount.
semble the cage and intermediate gear in the Assemble the Blower Gear Holder on the float-
blower, securing the cage with its retaining ing gear and turn the blower section over. Tap
screws. Press the bushing into the rear ball bear- th6 intermediate shaft rear bearing with a fiber
ing and assemblethe bearing,to the rear of the drift to insure proper seating and then tighten
in[ermediate gear shaft, with its thrust side the intermediate shaft nut, using the Intermedi-
toward the rear. Screw the retaining nut on the ate Shaft Nut Wrench. Lock with a cotter pin.
rear end of the shaft and tighten finger tight.
knpeller Shaft Assernbly-Install the front
Floatlng Gear-Install the floating gear inner beaiing on the impeller shaft, with its thrust side
race ovei the front of the main cage and place in the position shown in Fig. 538. Install nut,
the rear thrust plate in position, bevel side down tighten and secure with locking pin. Remove the
over this race. Insert the roller pins in position floating gear lock nut and lock and place the
in the gear using heavy oil to hold them in place. shaft in the cage from the front; then install the
There are79 of theserollers used in each gear and, two rear bearings with their thrust sides in the
when installed, there should still be a space equal positions shown in Fig. 538.
to slightly less than an additional roller pin.
Assemble the closure over the rear bearing
Assemble the floating gear over its inner race and determine the pinch fit of the blower bearing
so it rests on the rear thrust plate. Place the cover against the closure. This may be done by
front thrust plate over the floating gear, bevel placing a straight edge on the rear surface of the
side up. Then assemblethe lock plate,an_dnu!, closure and measuring the clearance between
tighten the nut, which has a left-hand thread, the straight edge and the surface of the blower
with the Floating Gear Nut Wrench. Check section where the blower bearing cover rests.
the end clearance between the floating gear and This clearance should be from .002" to .003".
544
REPAIR AND ASSEMBLY OF MAJOR SUB-ASSEMBLIES

Adjustment may be made by grinding the clos- time also check the end clearance of the impeller
ure or installing a new, thicker closure. shaft and bearing assembly. An end pliy of
.010" with new bearings is permissible. If exces-
Temporarily assemble the blower bearing sive, new bearings should be selected.
cover gasket, impeller shaft spacer and blower
bearing cover. Install impeller and measure the Install cover plate gasket and cover plate,
clearance between it and the blower section. securing with eight screws. Check the clearance
Adjustment may be made by grinding the impel- between the spacer and the blower bearing cover
ler shaft spacer or replacing with a new spacer. plate with a feeler gage. Then install the impel-
After grinding, install the spacer on the shaft ler on the impeller shaft using the Impeller
and check with a dial indicator to ascertain if it Pusher. Tighten nut using the Impellef Nut
is running true within .001" full indicator read- Wrench and lock ryith locking pin. Use Impeller
ing. Try the spacer at various positions on the Nut Locking Tool for the new type impeller nut
shaft until this condition is obfained. At this and locking pin.

BLOWER SECTION (Outboard Support Type)-WASP AND HORNET

Interrnediate Gear Assernbly-Place the With the front and rear floating gear thrust
blower section on the bench or engine stand with washers assembled, flanges togethei and the
the rear side down. Install the intermediate large flat face outermost, measure the total thick-
blower drive shaft front bearing on the shaft nesswith a micrometer. Then measure the thick-
with the thrust side in the position shown in ness of the face of each washer. Subtract the
Fig. 539 and place the intermediate gear in its sum of the individual measurements from the
recessin the blower section. previously obtained overall measurement. By
subtracting lhe thickness of the flange on th-e
Floatlng Gear-Place the floating gear inner front end of the floa_ting gear from this figure,
race over the splines on the blower bearing cage the floating gear end clearance may be deter-
so that its oil hole faces the right magneto shaft mined. If the end clearance is not within the
bushing when viewed from the rear. Measure desired^Iimits, it may be corrected by selecting a
the floating gear end clearance as follows: pair of thrust washers having the necessary
overall measurement.
Place one thrust washer, face down, over the
bearing _rn4e{ race with the oil slot facing the
starter shaft hole. Insert the 82 needle bearings
into positiot in the _floating gear, using heavy
oil to hold them in place. Assemble the-floating
gea{ in position and place the remaining thrust
washer over the floating gear, with the-oil slot
matching the slot in the rear thrust washer.
Place the floating gear lock nut spacer over the
front thrust washer and install the locking nut
temporarily.
Assemble the intermediate blower gear rear
bearing sqpport plale, tapping it into position
over the bearing. Secure it with nine screws
finger tight. Turn the blower section over.
Press the intermediate shaft rear bearing
bushing into the bearing with the flange of the
bushing opposite the thrust side of the bearing
(see Fig..539). Using a suitable drift, tap the
intermediate shaft rear bearing into position on
the shaft and into the liner in the blower section.
Insert the intermediate shaft bolt throueh the
shaft from the rear and assemble the washlr and
nut on the end of the shaft.
Turn the blower section over and tighten the
nine screws securing the intermediate shaft
front bearing support plate.
Fig. 541 - Checking Clearance Between Impeller and Impeller Shaft-Assemble the oil baffie with
Blower Case the plain side towards the gear on the front of
545
REPAIR AND ASSEMBLY OF MAJOR SUB.ASSEMBLIES

BLOWERBEARINGCOVER 202
7-SCREWS TO BE
S A F E T YW I R E D
AT ASSEMBLY.

FILE OR GRTND ./.

T H E H E A DO F , /
,/ /' THls scREgl---" ,
27297---" F L U S HW | T H T H | S /
I - S C R E WN
. O SAFETY B E V E L E DS U R F A C E -
W I R EN E C E S S A R Y . AT ASSEMBLY

h-ig 542 - Blower Bearing Cover Assembly Showing Location of Securing Screws

the impeller shaft. Then assemble the two front impeller and the blower section (seeFigs. 540 and
bearings with thrust sides as indicated in Figure 54L). Adjust to proper limits by removing the im-
539. Secure the bearings with the nut and pin. peller and cover and grinding the impeller shaft
Remove the floating gear lock nut and inslall rear spacer on a surface grinder. After grinding,
the impeller shaft and bearing assembly. Place install the spacer on the impeller shaft and check
the floating gear lock nut spacer over the front with a dial indicator to insure that it is running
bearing, aqsemblethe lock and floating gear
- lock true within .001" full indicator reading. Try the
nut. Tighten and secure in position-. With a spacer on at various positions on the shaft until
feeler gage check the clearance between the lock this condition is obtained. At this time also check
nut and lock. The lock nut spacer may be ground the end clearance of the impeller shaft and bear-
on a surface grinder to obtain the desired-clear- ing assembly. An end play of .010" with new
ance. Again turn the blower section over. bearings is permissible. If excessive, new bear-
Assemble the oil baffie at the rear of the impel- ings should be selected.
ler shaft, bevel side down, and then install lhe Install blower bearing cover gasket and cover,
impeller shaft rear bearing with the thrust in the and secure with the eight screws. On Hornet
position as shown in Fig. 539, using a suitable Ez-G and E3-G models, seven of these eight
drift. Assemble the small oil baffie, the large oil screws are of one type, while the eighth may be
baffie, and the laminated shim over the- rear identified by the absenceof the safety wire hbles.
bearing, thgn place the steel spacer in position It is important that this latter screw be in-
on tbe impeller shaft. Place a small straight edge stalled in the correct position as shown in Fig.
on the rear surface of the laminated sliim and 542, otherwise the diffuser may be damaged. If
determine the clearance between it and the sur- the'head of this screw projedts above ihe flat
face of the blower section where the blower beveled surface of the cover assembly, it must
bearing cover rests. This clearance should be be filed or ground flush to prevent interference
from .002" to .003". Adjustment may be made with the diffuser. After installing all eight
with the laminated shim. screws, secure the seven like screws with safety
wire. Due to the location of the eighth, in rela-
Temporarily assemble the blower bearing tion to one of the diffuser vanes, this screw can-
cover gasket and cover, and tighten with eighi not back out when the diffuser is in position and
screws. Assemble the impeller with the Impelier ther,efore no provision for safety wiring has been
Pusher and measure the clearance between the made.
546
REPAIR AND ASSEMBLY OF MAJOR SUB-ASSEMBLIES

Check the clearance between the O.D. of the Impeller Nut Wrench and lock with the locking
_sp?cerand the I.D. of the blower bearing cover pin. An Impeller Nut Locking Pin Flaring Tool
hole (seeFig. 5a3). Install the impellerbn the
impeller shaft. Tighten the impeller nut with the is available for this pin.

REAR SECTION

Generator l)rlve Assernbly (Wasp Jr., Wasp outer bearing. Place the lock washer and nut
Hl, III-G, and Ifornet E. E-G)-Place tlie over the shaft and tighten the nut with the
geaTin a softjawed vise and drift the bearing into Generator Drive Gear Nut Wrench. Bend up the
position on the gegr shaft. Install the genelator tab on the lock washer. Install the inner bearing
drive gear nut. Using the Generator Diive Gear retaining plate and fasten it with screws and
Nrt Wrench, tighten the nut taking care to safety wire. Drive the cork into the hole in the
align one of the holes in the nut witli the hole large end of the ge4elator drive gear. Where
in the gear shaft. Secure the nut with a cotter excessive generator drive spline wear has been
pin. Assemble the unit in the bracket, and encountered, it is recommended that a rZ,, hole be
install the bearing retaining plate. Fasten the drilled through the ce-nter of the plug to permit
retaining plate with screws and safety wire. glt gq oil vapor to reach and lubricate the rptitto.
Drive the cork into the hole in the large.end of If this is to be .done,care should be taken fo pre-
the generator drive geal. Where excessive gen- v-ept thp plW,from turning in the gear and biass
erator drive spline wear has been encountered, it shims should be used when clamping the gear to
is recommended that old style cork plugs be re- lvoi-d damage to the bearing sgat. After iiri[ing
placed by those of a new type which ihcolporates the hole,. remove all burrs and clean thorougHt
a hollow tube for permitting oil or oil vipor to before reinstalling in the engine.
reach and lubricate the splines.
Generator Drlve Assernbly (Ifornet E2- G Oll^ Purnp _AsFerrrbly-I_nsert the drive gear
qhaft through the cap of the oil pump. Fiithe
and E8-G)-Drift the inner bearing into position key in the keyway on the drive shaft lnd assem-
on- the gear sbaft and assemble the geherator
ble- the lF g" drlrr_" g.ear._ Place the idler gear
drive gear and bearing in the bracket. Place the
and shaft assembly in- the .cap. Install large
spacer in position on the gear shaft and assemble
scavenge section over the drive and idler shafts
and fit it to the cap.
If the oil pu4p contain-s lhree sections, place
tfe kgV itl_ tltg keyw_ay_of the drive gear shaft;
then install drive and idler ge,4rson tlieir respec-
tive shafts. Install the small scavenge sec-tion
over the drive and idler shafts and fif it to the
large scavenge section.
If the oil pump contains only two stages the
latter paragraph does not apply.
Fit the key i! _the_keyway of the drive gear
shaft and assemble the drive and idler sears on
their respective shafts. Install the basetr pres-
sure section of the pump over the drive- and
idler shafts and fit it to the adjacent scavenge
section.
Fasten the pgmp together by inserting the two
lgo,sefitting bolts and-tightening the nuts finger
tigbt. Iqqert the two tight fitting bolts and tlien
tighter_ra! four nuts securely. TLe gears
-is should
turn {r-eeJvby hand if the pump correctly
assembled.
Cautlon-Do not tighten the nuts excessively
as the pump sections will be distorted and binil
on the gearc.
Pratt and Whltney Valve Lubrlcator-Place
t!,e drive gear in position in the bracket, and
drive the shaft into position with a brass'drift.
!'ig. 543 - Checking Clearance Between O.D. of Spacer Place the two ball bearings in position in the
and I.D. of Blower Bearing Cover Hols bracket and insert the shift and spring assem-
547
REPAIR AND ASSEMBLY OF MAJOR SUB-ASSEMBLIES

bly. Fasten the cover plate, with its,gasket, in sear shaft. Place the spacer over the gear
position with the propef nuts and washers. Jnaft and assembleouter bearing over the spacer.
Install and tighten the nut which secures the
When installing the valve lubricator, it has bearing on the shaft. Insure that the hole in
been found that lhe marks on the sliding plate the nuT ahgns with the lock pin hole in the shaft.
should be set at a point somewherebetween one, If a new sf,aft is installed, a hole must be drilled
and one and three-quarters (L%) on the scale. in the shaft with a No. 40 (.098") drill, using the
However, this may not be a perrnanent settiqg'
although'it may be used dui{ng- run-in of the hole in the nut as a guide. Pin the nut to the
engine] As a precaution, it is well to remove the shaft with a No. 8 cotter pin.
rodker box covers after about ten (10) minutes Starter Shaft and Bearlng-Place the starter
of running and check to see if sufficient oil is shaft on a clean wooden bench (gear end down).
beine furnfshed to the rocker mechanism of each Assemble the bearing spacer, bevel side down,
cylinlder. If an ever-supply is being fqnishe-d, over the shoulder on the shaft. Push the bearing
wnicn is hkely to cause sfiSht smoking from the into position on the shaft.
exhaust, it tituy be overcome by setting the
pointer at a lower position on the scale. If there Otl Screen and Check Valve Assembly-
is not enough oil found in the rocker boxes, that Insert the oil scr@n and check valve assembly
is, if the springs, washers, and rockers are not in the chamber of the rear section; then screw
moist with oil, adjustment should be made the oil screen chamber plug in place.
toward the higher end of the scale. Cautlon-Make sure that the rubber oil
seal is correctly positioned between the valve
Stde Vacuum Pump Drlve-Drift the inner assembly and the screen body.
bearing into position on the vacuum pump drive-
548
REPAIR AND ASSEMBLY OF MAJOR SUB.ASSEMBLIES

TOOL LIST
Wasp Jr. Wasp Eornet

Tool Narne Tool No. B 82 B3 EI ET- G E E . G E2- G E 3 - G

ADAPTER - Crankshaft Holding Fixture. . .PWA-1919-1 x x

ADAPTDR - Propeller Shaft Holding Fix-
ture.. .PWA-1919-1 x
ADAPTER - Crankshaft Holding Fixture. . .PWA-19L9-2 x x x
ADAPTDR - Crankshaft Holding Fixture. . .PWA-1919-3 x
ADAPTER - Crankshaft and Propeller Shaft
Holding Fixture ..PWA-1919-4 x x x
ADAPTER - Face Plate, Crankcase Hold-
ins. . . .12950-T-11 x x x x x x x x x
ADAPTDR - Magneto Shaft Bushing,
Reaming ....PWA-820 x x x x x x x x x
ARBOR - Inlet Valve Seat, Removing PWA-608-1 x x x x x x x x x
ARBOR - Master Rod Bearing, Assembty..TAM-315 x x x
ARBOR - Master Rod Bearing, Assembly. .TAM-267 x x
ARBOR - Master Rod Bearing, Assembly. .TAM-270 x x x x
BAR - Aligning, Cam Reduction Gear
and Intermediate Governor Drive
Gear Bushing, Reaming... PWA-959 x x x
BAn - A[gning, Magneto Shaft Hole. . . . PWA-1981 x x x x x x x x x
BAR - Reamer, Cam Reduction Gear
Bushing PWA-970 x x x x x
BUSEING - Knuckle Pin Bushing Facing
(Use with PWA-860 and PWA-
861) . . PWA-862-3 x x x
BUSEING - Knuckle Pin Bushing Facing
(Use with PWA-860 and PWA-
861) . . PWA-862-6 x x
BUSEING - Knuckle Pin Bushing Facing
(Use with PWA-860 and PWA-
861). .PWA-862-1 x x x x
BUSHING - Knuckle Pin Press Fixture. . . . PWA-810-1 x x
BUSEING - Knuckle Pin Press Fixture. . . . PWA-810-3 x x x x
BUSEING - Starter Shaft, Reaming (Use
with PWA-60) . PWA-819 x x x x x x x x x
CLAMP - Tappet Guide, Reaming . PWA-1369 x x x
CLAMP - Tappet Guide, Reaming . PWA-1370 x x
CLAMP - Tappet Guide, Reaming . PWA-1371 x x x x
CUTTER - Knuckle Pin Bushing, Facing. . . PWA-861 x x x x x x x x x
DEPRDSSOR -Valve Spring ...PWA-459 x x x x x x x x x
DRIFT AND BASE - Rocker Bearing, As-
sembly and Disas-
semblv PWA-614 x x x x x x x x x
549
REPAIR AND ASSEMBLY OF MAJOR SUB.ASSEMBLIES

TOOL LIST (Contlnued)

Wasp Jr. Wasp Ilornet

Tool Narne Tool No. B 82 B3 EI EI.G E E . G D2. G 8 8 . G

DRIFT AND PLATE - Knuckle Pin Bush-

ing, Assembly . PWA-2SSL-4 x x x
DRIFT AND PLATD - Knuckle pin Bush-
ing, Assembly. PWA-2551-3 x x
DRIFT AND PLATD - Knuckle Pin Bush-
ing, Assembly . . . . .PWA-2SSL-6 x x x x
DRIFT - Blower Bearing Cage, Assembly
and Disassembly pWA-64 x x x
DRIFT - Blower Bearing Cage,Assembly. . . pWA-lgZb x x x x x x
DRIFT - Blower Bearing Cage, Disassem-
bly . .PwA-r976 x x x x
DRIFT - Blower Bearing Cage, Disassem-
bly PwA-2881 x x
DRIFT - Exhaust Valve Guide, Assembly. . pWA-94 x x x
DRIFT - Exhaust Valve Guide, Assembly . pWA-Zgg x x x x x x
DRIFT - Exhaust Valve Guide, Disassem-
PWA-279 x x x
DRIFT - Exhaust Valve Guide. Disassem-
blv . x x
DRIFT - Exhaust Valve Guide, Disassem-
bly PwA-421 x x x x
DRIFT - Inlet Valve Guide, Assembly PWA-95 x x x x x x x x x
DRIFT - Inlet Valve Guide, Disassembly . . .PWA-277 x x x x x x x x x
DRIFT - Knuckle Pin Bushing, Disassem-
bly . PWA-1493 x x x
DRIFT - Knuckle Pin Bushing, Disassem-
bly. . .PwA-2402 x x
DRIFT - Knuckle Pin Bushing, Dis-
assembly ...... PWA-1749 x x x x
DRIFT - Magneto Shaft Long Bushing,
D i s a s s e m b l y . . .. PWA-1?42 x x x x x x x x x
DRIFT - Magneto Shaft Short Bushing,
Disassembly.... PWA-1?48 x x x x x x x x x
DRIFT - Magneto Shaft Long and Short
Bushings, Assembly ..PWA-1?46 x x x x x x x x x
DRIFT - Oil Pressure Pipe, Assembly PWA-261 x x x x x x x x x
DRIFT - Pinion Gear Bushing, Assembly
and Disassembly PWA-1522 x x x x
DRIFT - Piston Pin Bushing, Assembly and
Disassembly.... PWA-1641 x x x
DRIFT - Piston Pin Bushing, Assembly and
Disassembly.... PWA-1494 x x
DRIFT - Piston Pin Bushing, Assembly . . PWA-2149 x x x x
550
REPAIR AND ASSEMBLY OF MAJOR SUB.ASSEMBLIES

TOOL LIST (Contlnued)

Wasp Jr. Wasp Ilornet

Tool Narne Tool No. B 82 B3 E1 El.G E D . G E2- G E3. G

DRIFT - Piston Pin Bushing, Disassembly PWA-2092 x x x x

DRIFT - Propeller Governor Driven Gear
Bushing,Assembly . .PWA-1512 x x x
DRIFT - Propeller Governor Driven Gear
B u s h i n g ,D i s a s s e m b l y . . . ..PWA-1191 x
DRIFT - Propeller Governor Driven Gear
Bushing, Disassembly.. .. . .PWA-1961 x x
DRIFT - Propeller Governor Drive Gear
Bushing, Assembly . .PWA-1193 x
DRIFT - Propeller Governor Drive Gear
Bushing, Disassembly. . . . . .PWA-1194 x
DRIFT - Propeller Governor Drive Gear
Bushing, Disassembly... .PWA-2377 x x
DRIFT - Propeller Governor Drive Gear
Bushing, Assembly ...PWA-2378 x x
DRIFT - Rocker Shaft Insert, (Large)
Disassembly.... PWA-1466 x x x
DRIFT - Rocker Shaft Insert, (Large)
Disassembly.... PWA-1279 x x x x x x
DRIFT - Rocker Shaft fnsert, (Smalt)
Disassembly.... PWA-1776 x x x x x x x x x
DRIFT - Rocker Shaft fnsert, (Small)
Assembly PWA-757 x x x x x x x x x
DRIFT - Rocker Shaft Insert, (Large)
Assembly PWA-758 x x x
DRIFT - Rocker Shaft Insert, (Large)
Assembly PWA-759 x x x x x x
DRIFT - Starter Shaft Bushing, Assembly. . PWA-762 x x x x x x x x x
DRIFT - Starter Shaft Bushing, Disassem-
bly . PWA -r7 49 x x x x x x x x x
DRIFT - Vacuum Pump Drive Gear Bush-
ing, Disassembly PWA-1460 x x x x x x
DRIFT - Vacuum Pump Drive Gear Bush-
ing, Assembly PWA-1648 x x x x x x
DRIFT - Valve Tappet Guide Assembly. . . PWA-908 x x x x x x x x x
DRIFT - Valve Tappet Guide Disassembly. PWA-2362 x x x
DRIFT - Vertical Accessory Drive Shaft
Bushing, Assembly and Disassem-
bly ....PWA-1800 x x x x x x x x x
DRILL - Valve Guide, Exhaust PWA-822 x x x
DRILL - Valve Guide, Exhaust PWA-801 x x
DRILL - Valve Guide, Exhaust PWA-643 x x x x
DRILL - Valve Guide, Intake PWA-166 x x x x x x x x x
551
REPAIR AND ASSEMBLY OF MAJOR SUB.ASSEMBLIES

TOOL LIST (Contlnued)

Wasp Jr. Wasp Hornet

Tool Narne Tool No. B 82 B8 E1 El- G E E . G 82. G E8-e

FACER - Cam Reduction Gear Bushing. . . . PWA-62 x x x

FACER - Complete, Inlet Valve Seat Re-
\- surfacing (Use with PWA-6
Holder) . . .PWA-226-29 x x x
FACDR - Complete, Inlet Valve Seat Re-
surfacing (Use with PWA-6
Holder) ...PWA-25L-24 x x x x x x
FACER - FrontSpark Plug Bushing. . . . . . . . 1008-T-b x x x x x x x x x
\-
tr.ACER - Rear Spark Plug Bushing. . . 106g-T-g x x x x x x x x x
FACINGI TOOL - Governor Drive Gear
Bushing, (Use with
PWA-861) . . .PWA-1783 x x x x
FIXTURE - Cam Reduction Gear Bushing,
Reaming ....L62L-T-L7 x x x
FIXTURE - Cam Reduction and Intermedi-
ate Governor Drive Gear Bush-
ings, Reaming... . .PWA-708 x
FIXTURE - Cam Reduction Gear Bushing,
Reaming ....PWA-615 x
FIXTURE - Cam Reduction Gear Bushing,
Reaming ....PWA-214 x
\-
FIXTURE - Cam Reduction and Intermedi-
ate Governor Drive Gear Bush-
i n g s ,R e a m i n g . . . ..PWA-1341 x x x
FIXTURE - Crankshaft and Propeller
Shaft, Holding ....TAM-206 x x x x x x x x x
I'IXTURD - Governor Driven Gear Bush-
ing, Reaming... ..PWA-1039 x x x x
FIXTURE - Knuckle Pin Assembly (Use
withPWA-296\ ...PWA-2557 x x
FIXTURE - Knuckle Pin, Press PWA-296 x x x x x x x x x
FIXTURD - Master Rod and Articulating
Rod, Aligning. ....PWA-1781 x x x x x x x x x
\- FIXTURE - Rocker Arm Ball End Socket
Disassembly.... PWA-1352 x x x x x x x x x
GAGD - Exhaust Valve Guide, Plug. 1516-T-10 x x
GIAGE - Exhaust Valve Guide, Plug. .45639-T-2 x
GAGTD- Exhaust Valve Guide, PIug. . 17101-T-1 x x
\- GAGE - Exhaust Valve Guide, Plug. 23408-T-1 x x x x
GAGD - Inlet Valve Guide, PIug. . . .1516-T-11 x x x x x x x x x
GAGD - Magneto Shaft Bushing, End
Clearance . .17216-T-I x x x x x x x x x
GAGE - Maximum Wear, Magneto Shaft
Bushing ...PWA-1451 x x x x x x x x x
l-
552
REPAIR AND ASSEMBLY OF MAJOR SUB.ASSEMBLIES

TOOL LIST (Conttnued)

Eornet

TooI Narrre Tool No.

GAGE - Maximum Wear. Starter Shaft

Bushing . PWA-145I-28
EOLDDR - Blower Gear (Steet Cage) . PWA-398
EOLDDR - Blower Gear (Outboard Bear-
irrg).. ..pwA_609
EOLDER - Cam Reduction Gear (Use with
PWA-7) PWA_248
EOLDDR - Knuckle Pin Bushing Facing. . . PWA-8G0
EOLDDR - Valve Seat, Inlet. . .3b80-T-2
EOLDER - Valve Seat, Inlet. . .L2794-T-B
EOLDER - Valve Seat, Inlet. .8692-T-8
MANDRDL - Expanding, Piston Pin Bush-
ing, Pinning... . .PWA-L777
PILOT - Starter Shaft Bushing, Reaming. . PWA-815
PLATE - Starter Shaft Bushing, Reaming. . PWA-812
PLATD -TappetGuide,Aligning . . .PWA-82?
PLATD -TappetGuide,Aligning . . .PWA-1302
PLIERS - Piston Ring. . .PWA-1791
PLUG -Tappet Guide, Aligning ...PWA-828-1
PLUG -Tappet Guide, Aligning ...PWA-828-3
PLUG -Tappet Guide,Aligning ...PWA-828-2
PLUG - Tappet Guide, Aligning . . .2733-T-2
PULLER AND PUSEEB - Cam Reduction
Gear Bushing,
Assembly and
Disassembly. . . PWA-220
PULLER AND PUSEER - Cam Reduction
Gear Bushing,
Assembly and
Disassembly. . . PWA-624
PULLER AND PUSEER - Impeller. . .. . . .PWA-1306
PULLER -Crankshaft,Assembly . . . .PWA-1065
PULLER -Crankshaft, Assembly . . .PWA-604
PULLDR -Crankshaft, Assembly .. . .PWA-510

PULLDR - Exhaust Port Liner . PWA-1775

PULLER-Flyweight, Assembly ...PWA-1067

PULLER - Oil Pressure Pipe. . . PWA-760

PULLDR - Propeller Governor Driven Gear

Bushing, Assembly .PWA-1190

PULLER - Push Rod Tube Packing Gland PWA-849

DD.J
REPAIR AND ASSEMBLY OF MAJOR SUB-ASSEMBLIES

TOOL LIST tContlnued)

Wasp Jr. W asp Ilornet

Tool Narne Tool No. B 82 B3 E1 El-G E E - G E2. G E 3 . G

PULLDR - Vacuum Pump Drive Liner pWA-1881 x x x x x

PULLER - ValveTappet BallSocket. . . . . . .pWA-1081 x x x x x x x x x
PULLER - Valve Tappet Guide pWA-254 x x x x x x
PUSEER -Flyweight,Disassembly . .pWA-1068 x x x x x x x x x
PUSEDR - Front Main Bearing, Assembly pWA-66b x x x
PUSEDR - Impeller, Assembly.... . .PWA-1882 x x x x x x x

x
PUSEER-Pinion Cage ..PWA-4G6 x x
PUSEDR - Propeller Shaft Rear Bearing PWA-859 x
PUSEER - Propeller Shaft ll,ear Bearing.. . . 14088-T-19 x x x
PUSEER - Push Rod Tube Packing Gland. PWA-491 x x x x x x x x x
PUSEER - Rear Main Bearing, Assembly. . PWA-208 x x x
PUSEDR - Rear Main Bearing, Assembly PWA-O19 x x
PUSEER - Rear Main Bearing, Assembly. . PWA-GG6 x x x x
PUSEER -SparkPlugRushing... . . .3510-T-16 x x x x x x x x x
REAMER - Blower Bearing Cover . . PWA-818 x x x x x x x x x
RDAMDR - Cam Reduction Gear Bushing,
Rough PWA-210 x x x x x x x x x
BDAMER - Cam Reduction Gear Bushing,
Finish . . PWA-711 x x x x x x x x x
REAMER - Exhaust Valve Guide PWA-299 x x x
RDAMDR - Exhaust Valve Guide . PWA-806 x x

RDAMER -Exhaust Valve Guide ...PWA-1050 x x x x

REAMER - Expansion, Exhaust Valve
Guide Hole. PWA-302 x x x
RDAMER - Expansion, Exhaust Valve
Guide Hole. PWA-303 x x
REAMDR - Expansion, Exhaust Valve
Guide Hole. .PWA-417 x x x x
REAMER - Expansion, Inlet Valve Guide
Hole. . PWA-301 x x x x x x x x x
REAMER - Governor Driven Gear Bushing
(Use with PWA-1039) PWA-1040 x x x x x
REAMER - Inlet Valve Guide . PWA-298 x x x x x x x x x
REAMER - Intermediate Governor Drive
GearBushing,Rough.... PWA-710 x

REAMER - Intermediate Governor f)rive

Gear Bushing, Finish . PWA-711 x
554
REPAIR AND ASSEMBLY OF MAJOR SUB.ASSEMBLIES

T OOL LIS T (C ontl nued)

Iilasp Jr. Wasp Ilornet

Tool Narne T o o l N o. B B2 B3 E1 H T -G E E . G E2-G 83. G

REAMDR - Intermediate Governor Drive

Gear Bushing Hole, Rough +
10 (Use with PWA-1341) . PWA-1339 x x x
REAMER - Intermediate Governor Drive
Gear Bushing Hole, Finish * 10
(Usewith PWA-1341) . ..PWA-1940 x x x
REAMER - Intermediate Governor Drive
Gear Bushing Hole, Rough +
20 (Usewith PWA-1341) PWA-1349 x x x
REAMER - Intermediate Governor Drive
Gear Bushing Hole, Finish * 20
(Use with PWA-1341) . PWA-1350 x x x
REAMER - Magneto Shaft Bushing Hole. . PWA-61 x x x x x x x x x
REAMER - Magneto Shaft Bushing . PWA-57 x x x x x x x x x
RDAMER - Oil Pressure Pipe, Hole to
Blower PWA-171 x x x x x x x x x
REAMER - Oil Pressure Pipe Hole Ream-
ing.. ...PWA-2071 x x x x x x x x x
REAMER - Oversize Oil Pressure Pipe,
HoIe to Blower . . PWA-171 + 10 x x x x x x x x x
REAMDR - Oversize Oil Pressure Pipe,
Hole to Blower PWA-171 + 20 x x x x x x x x x
RDAMER - Oversize Oil Pressure Pipe
Hole Reaming. . PWA-2071+10 x x x x x x x x x
RDAMER - Oversize Oil Pressure Pipe
Hole Reaming. . . PWA-2071 +20 x x x x x x x x x
REAMER - Starter Shaft Bushing (Use in
conjunction with PWA-815,
PWA-917, PWA-919, PWA-
820) PWA-58 x x x x x x x x x
REAMER - Starter Shaft Bushing Hole. . . . PWA-60 x x x x x x x x x
REAMER - Stepped, Rocker Shaft Insert . PWA-1682 x x x
REAMDR - Stepped, Rocker Shaft Insert. . . 13824-T-3 x x x x x x
REAMER - Valve Tappet Guide, Firsr Cut. PWA-1347 x x x
REAMER - Valve I'appet Guide, Spiral . . . PWA-1348 x x x
RDAMER - Valve Tappet Guide, First Cut. PWA-1368 x x x x x x
REAMDR - Valve Tappet Guide, Second
Cut PWA-1346 x x x x x x
REAMER AND FIXTUBD - Vertical
Accessory
Drive Shaft
Bushing.....1171-T-1 x x x x x x x x x
REMOVER - Intake Valve Seat (Use with
PWA-608-1) . . PWA-329 x x x
555
REPAIR AND ASSEMBLY OF MAJOR SUB-ASSEMBLIES

TOOL LIST (Contlnued)

Wasp Jr. W asp Hornet

Tool Narne Tool N o. B B2 B3 E1 El- G E E - G 82. G E 3 . G

RDMOVER - Intake Valve Seat (Use with

PWA-608-1) PWA-322 x x
REMOVDR - Intake Valve Seat (Use with
PWA-608-1) PWA-323 x x x x
RDMOVER -SparkPlugBushing . . . .PWA-1262 x x x x x x x x x
RING - Master, for Setting Block and In-
dicator ....3472-T-3 x x x
RING - Master, for Setting Block and In-
dicator ....1313-T-5 x x
RING - Master, for Setting Block and In-
dicator ....2733-T-12 x x x x
SDTTING BLOCK - Knuckle Pin . .PWA-1769 x x
SETTING BLOCK -Knuckle Pin ...PWA-715 x x
SDTTING BLOCK -Knuckle Pin ...PWA-713 x x x x
SLDEVE - Front Main and Thrust Bearing,
Assembly PWA-79 x x x
SLDDVE - Front Main Bearing, Assembly . .PWA-622 x x
SLEEVE - Front Main Bearing, Assembly. . PWA-701 x
SLEEVD - Thrust Bearing Assembly . . PWA-156 x x
SLEEVD - Thrust Bearing Assembly . . PWA-536 x x x x
SPACDR - Knuckle Pin (For use with PWA-
296). PWA-2093 x x x
SPACER - Knuckle Pin (For use with PWA-
296). ...PWA-2252 x x
SPACER - Knuckle Pin (For use with PWA-
296) . . PWA-2530 x x x x
TAP - Spark Plug Bushing Hole in Cylinder. PWA-334 x x x x x x x x x
TAP -Spark Plug Bushing... . .PWA-1526 x x x x x x x x x
TOOL-CrankpinLapping.... .PWA-981-1 x x x
TOOL-CrankpinLapping.... .PWA-981-3 x x
\-
TOOL - Crankpin Lapping (Use with PWA-
980). PWA-981-6 x x x x
TOOL - Impeller Nut Locking Pin. . : . . .PWA-1558 x x x x x x x x x
TOOL - Magneto Shaft Bushing, Facing. . . . PWA-55 x x x x x x x x x
TOOL -Valve L a p p i n g ,E x h a u s t ....PWA-ll x x x x x
TOOL -Valve L a p p i n g ,E x h a u s t ....PWA-117 x x x x

TOOL - Valve Lapping, Inlet. PWA-10 x x x x x x x x x

WEDGE -Expandittg... PWA-991 x x x x x x x x x

WRENCE - C a m R e d u c t i o nG e a r N u t . . . . . P W A - 7 x x x
WRENCE - Crankshaft BoIt (Ir4" hex.) . . . PWA-1914 x x x
oDo
REPAIR AND ASSEMBLY OF MAJOR SUB.ASSEMBLIES

TOOL LIST (Conttnued)

Wasp Jr. Wasp Hornet

Tool Narne Tool No. B 82 B3 ET HT- G E E . G D2. G 8 3 . G

WRENCH - Crankshaft Bolt . PWA-603 x x

WRDNCE - Crankshaft Bolt PWA-106 x x x x
WRENCH - Crankshaft Plug . . PWA-7 x x x x x x x x x
WRENCE - Floating Gear Retaining Nut. . PWA-345 x x x x x x x x x
WRENCE - Front Main Bearing Retaining
Nut. . PWA-648 x
WRDNCH - Front Main Bearing Retaining
Nut PWA-659 x x x
WRENCE - Generator Drive Gear Nut PWA-174 x x x x x x x x x
WRENCE - Impeller Nut PWA-1269 x x x x x x x x x
WRENCE - Intermediate Blower Gear Nut
. (Steel Cage) . PWA-347 x x x
WRDNCE - Pinion Cage Lock Nut. . PWA-502 x
WRDNCE - Pinion Cage Lock Nut. . PWA-660 x x
WRDNCE - Reduction Drive Gear Nut . . PWA-487 x
WRENCE - Reduction Drive Gear Nut. . PWA-660 x x x
WRENCE - Spring BlowerDrive Bolt. . . . . .PWA-1195 x x x x x x x x x
601

CHAPTER VI

FINAL ASSEMBLY

GENERAL INFORMATION

After the sub-assembliesand accessorieshave replacing those which were removed at dis-
been cleaned, inspected, repaired and reassem- assembly; all mating gears, shafts, bearings and
bled as described in the previous chapters, they fitting surfaces on oil pipes will be adequately
should be forwarded to the final assembly line oiled prior to installation; all safety wiring,
for assembly. palnuts and cotter pins will be installed where
necessary, following the final assembly of each
The instructions in this chapter are written part; and all the necessary fits and clearances
with the assumption that new gaskets and rubber will be checked for the required limits contained
seals will be installed where they are required, in the Service Table of Clearances.

FINAL ASSEMBLY

Blower and Rear Sectlons-Turn the swivel tachometer shaft or shafts may be installed on
top of the Engine Overhaul stand to a horizontal left and/or right side of the rear section, depend-
position and attach the blower section to the ing upon whether one or two shafts are used. In
top of the Mountilg Plate with the impeller this connection, it is important to install each
facine downward. Then secure blower section to tachometer drive coupling on its particular side
stand-with at least five mounting bolts. of the engine. Each coupling has a spiral oil
groove in its bore to provide a return for the oil
Turn the blower section so that impeller is which leaks past the bushing. If installed on
facing upward. the wrong side, this groove would assist oil leak-
Fit gasket over studs and on the parting face age rather than prevent it. On engines shipped
of blower section, where it joins the rear section. from the factory the tachometer drive pads on
"1" for the right
Then assemble rear section to blower and secure the rear section are marked No.
side, and No. "2" for the left side (viewed fror^r
with the necessary nuts and washers. It may
prove necessary to lightly tap the rear section the rear). The couplings are similarly marked
irittr a fiber drift at the magneto and starter and the numbers on the rear section and coupling
drive shaft locations. Be sure case or bushings should correspond when properly positioned.
are not distorted or damaged.
Starter Jaw and Shaft-Insert starter shaft
Cautlon-The rear section should be pushed through its bushing so that the splined end of
evenly on the blower to prevent damaging the shaft protrudes into the rear section. If
the oil pressure pipe and horizontal drive shaft necessary, tap shaft with hammer and fiber
bushings. drift and drive ball bearing completely into
recess of blower section. Fit starter jaw and
Turn the accessory section with the stand so washer over end of starter shaft in the order
that the rear section lies in its normal flying mentioned; then screw nut on end of shaft and
position and proceed with the installation of tighten.
the following:
Starter Shaft End Clearance-After installa-
Vertlcal Accessory I)rlve Shaft-Insert each tion of the starter shaft, the clearance between
shaft through its respective bushing in the rear the starter jaw and the face of the starter shaft
section. Fit ball bearing (and gun control gear, bushing should be checked. As all engines are
if provided) over upper end of each vertical drive carefully checked before leaving the factory for
shaft and secure with nut. Each nut should be the desired starter shaft end clearance, it should
tightened only finger tight on its respective never be necessary to increase this clearance
shaft at this time. except when new parts are installed, or unless a
gasket of abnormal thickness is used between
Tachorneter Shafts-Insert tachometer shaft the blower and rear section. However, if less
into its respective hole in the rear section and than the minimum clearance is found with the
ensase its gear teeth with those on vertical original parts installed, check to see that the
acdeslory diive shaft. Place gasket against bushing has not worked backwards in the rear
tachometer coupling mounting pad on rear sec- section.
tion. Then secure tachometer shaft in position
by fastening tachometer drive coupling to rear Should the end clearance be excessive, the
section with two fillister head screws. The flange of the starter shaft bushing should be
602
FINAL ASSEMBLY

- 601 -
Fie. Checking Starter Shaft Bushing with Flush Fig. 602 - Checking Backlash between Generator Drive
Pin Gage Gear and Starter Jaw Gear

checked for wear using the Flush Pin Gage (see generator drive gear and starter jaw g€r, usi4g
Fie. 601) to determine if its thickness is within a dial indicator. The dial indicator should be
th6 desired limiting dimensions. This is very mounted on a stud of the starter drive pad with
important as the backlash between the generator the plunger resting on a generator drive gear
drive gear and the starter jaw gear is controlled tooth (see Fig. 602). This backlash should be
bv the end clearance of the starter shaft. If the checked first with the starter jaw pushed as far
birshing flange is worn excessively, installation of forward as possible and then again with it pushed
a new bushing should, in most cases,correct the as far to the rear as possible. When in the for-
difficulty. See Chapter V for instructions on ward position the backlash should not be less
installing a new bushing. than the minimum specified while in the rear
position it should not exceed the replacement
If, after a new bushing is installed the de.sired limit.
clearance cannot be obtained, further adjustment
may be made by changrng the thickness of the If this backlash exceeds the replacement
rpu-c"r located iir fronfof-the starter shaft ball limit, the teeth on the generator drive pinion
bbaring. This may be done by installing a thicker and starter jaw gear should be carefully exam-
spacer or by grinding down the present one, ined for pitting and wear. If the excessiveback-
d-ependingwhether it is necessary to increase or lash cannot beadjusted through the starter shaft
decrease the clearance. and bushing, it is prmissible to machine the
Starter or Starter Cover-Place gasket against lower face on the flange of the generator bearing
starter mounting pad on rear section; then fasten housing, until the proper backlash is obtained.
starter or starter cover to rear section with the Should the backlash be found insufficient, it
necessary nuts and washers. should be increased to the proper value by
the gener- installing one or more steel shims between the
Generator Drlve Assembly-Install
flange of the generator bearing housing and the
ator drive assembly in position on the rear mounting pad on the rear section. This should
section and insure that the gear teeth of the
generator drive gear and the qtarter -ju* gear be done only when no further adjustment can be
made through the starter shaft assembly.
are properly engaged. A rubber oil seal is
required between the flange of the generator Place the gasket and cover over top ofgenerator
beiring housing and the mounting pad of the drive assembly and secure with four nuts and
rear section. Check the backlash between the washers.
603
FINAL ASSEMBLY

Magneto Drlve Shafts-Insert each magneto and in accordance with the same procedure as
drive shaft (from forward side of blower section) that specffied for the instaliation of the fuel
into its respective bushings in blower and rear pump drive.
sections. Before the shaft is pushed completely
through its bushings, the pump and gun control Conhect lubricator pump oil supply pipe to
gear should be held against the face of rear oil _inlet _and pressure holes in lubricatoi pump
magneto drive shaft bushing. Then the shaft body and rear section respectively.
may be pushed through the gear and into posi-
tion. Drive key into keyways of the pump and Gun Drlve or Accessory Drlve Covers-Place
gun control drive gear and magneto drive shaft, gasket on each vertical drive pad on top of rear
using a hammer and brass drift if necessary. section, then secure each cover to its respective
pad with four nuts and washers. If gorr syn-
Insert magneto drive shaft oil shield through chronizers or other accessoriesare to beinstafed
hole in magneto drive cover mounting pad and in lieu of gun drive covers, make sure that the
into position. Fasten magneto drive cover and proper backlash is obtained between the two
gasket to its respective mounting pad on rear mating gears.
section, using four fillister head screws. Be sure
that a gasket is fitted between each cover. The Vacuum Pump_ Drlve-Insert vacuum pump
leather oil seal incorporated on each magneto drive shaft and bearing assembly into b6re of
drive cover should be in good condition, or the liner on left side of rear section. Be sure teeth
cover should be replaced. Fit each magneto of vacuum pump drive gear and fuel pump drive
coupling flange over end of magneto drive shaft, gear are properly meshed. Place gasket over
lining up the keyway with the key which is inner face of mounting flange on vacuum pump
already in place in the drive shaft, and secure drive housing, and then push housing into posi-
in position with screw. Lock the magneto drive tion in the rear section. Install spacer and oil
shafts and tighten screws which fasten magneto seal in vacuum pump drive housing. Check
coupling flange to each shaft. backlash between vacuum pump drive gear and
pump and fuel pump drive gear (see Fig. 603).
OII Pump-Fit gasket over mounting flange on I_nstall gasket and vacuum pump (or cover) over
oil pump housing. Insert body of oil pump into flange of vacuum pump drive housing and secure
its bore in the lower right hand side of the rear with nuts and washers.
section and engage teeth of oil pump drive gear
with those of the bevel pump and gun control
gear. The oil pump assembly should then be
fastened to the rear section with the necessary
nuts and washers.
Check the backlash between the oil pump
drive gear and the pump and gun control gear.
Adjustment of the backlash between these gearsr
may be made by facing the magneto drive shaft
bushing in the rear section, or by installing a
new bushing, but it must be remembered that the
backlash of the vertical accessory drive shaft
will also be affected. See instructions on this
subject in Chapter V.
Fuel Pump l)rlve and Fuel Pump-Insert
fuel pump drive gear shaft through hole in boss
of fuel pump drive gear bracket, Install fuel
pump drive gear bracket and gasket on lower
left hand side of rear section, and engage teeth
of fuel pump drive gear with those of bevel
pump and gun control gear. Be sure that the
proper backlash is obtained. As described for
the oil pump, adjustment may be made by facing
the, magneto drive shaft bushing flange. Place
gasket over mounting flange of fuel -drive pump
and engage pump shaft with fuel pump
geqr shqft. _Fastenpump into place on fuel pump
drive bracket with the necessary nuts anii
washers.
Pratt and Whttney Lubrlcator Pump (Wasp
Jr. B and B2)-As this unit is integral with the Fig. 603 - Checking Backlash between Vacuum Pump
fuel pump drive, it is installed at the same time Drive Gear and Fuel Pump Drive Gear
604
FINAL ASSEMBLY

c d rr ^ Ao. oo
rff ore. o,a
rfi brn)

l'5toos

INSTALL ONLY BETWEEN REAR INSTALL ONLY BETWEEN VACUUM

il
S E CT I O N A N D V AC U U MP U MP D R IVE PUMP DRIVE HOUSINGAND VACUUM
HOUSING. PUMP(On cOven).

Fig. 603,4.- Vacuum Pump Gaskets

Refer to Figure 603A which shows the gasket the plunger should be blued and checked for
used between the rear section and the vacuum even seating.
pump drive housing, also the one used between Fit gasket under flange on oil pressure relief
the vacuum pump drive housing and the vacuum valve body, then screw body into case. Be sure
pump (or cover). Reversing the location of these that lock nut on valve adjustment screw is tight.
gaskets may result in improper backlash ,and
blanking off the oil supply to the pump, causing Cautlon-Do not disturb setting of adjust-
subsequent failure of the pump. Special care ment screw in oil pressure relief valve body,
should be taken to insure the proper installation However, it may be necessary to alter setting
of these gaskets. of the screw during first engine run-in to
maintain the desired oil pressure. Refer to
Note-Misalignment of oil holes in rear section Chapter VII.
mounting pad and gasket up to one Install gasket, and screw acorn shaped cap on
half the hole diameter is permissible outer end of oil pressure relief valve body.
and will supply vacuum pump with
ample lubrication. Carburetor Eotspot or Adapter (ff Provtded)
-Fasten carburetor hotspot or adapter to car-
Otl Dratn Plpe-Place gasket against pads of buretor mounting flange on rear section with the
oil drain pipe ports on blower and rear sections, necessarynuts and washers.
then attach drain pipe to pads with the neces-
sary nuts. Turn the accessory section with stand so that
the rear section is facing the floor, then proceed
Oll Pressure Rellef Valve-Insert plunger and with the installation of parts, as specified in the
spring in the oil pressure relief valve cage. The following:
oil pressure relief valve is located in either of Maln Crankcase Sectlon (Rear Half )-Fit
four positions; the oil pump housing; the right rubber oil seal in groove which is cut in parting
side of the accessory section, just above the oil face of blower section. Pour a generousamount
pump; the sump; or at the left side of the pres- of engine oil on gears of blower section. Install
sure chamber. Be sure the plunger seats properly washers beneath the heads of their respective
in its cage. If it is evident that the plunger seats crankcase through bolts. The lifting links
improperly, it should be lapped with a very fine should be fitted on the two longest bolts, at
grade of grinding compound. After lapping, either side of No. 1 cylinder opening. Insert
605
FINAL ASSEMBLY

Fig. 604 - Checking Clearance between Bottom of Cam Spacer and Top of Cam Hub - Wasp Jr. Engine

through bolts into their respective holes in rear shaft to the parting surfaces of the rear half of
section of main crankcase, making sure that the main crankcase. It may be necessary to drive
longest bolts are fitted through holes on each this section downward (alternately on opposite
side of number one cylinder pad. Heavy rubber sides) with a hammer and fiber drift to bring it
bands should be wrapped around the bolts to in contact with the rear half of main crankcase.
prevent them from dropping through the holes.
Mount rear section of main crankcase on blower Cautlon-The forward section of the main
section, being careful not to damage the oil trans- crankcase must be installed in a level position
fer pipe on Wasp Jr. engines. Fasten rear sec- to prevent cramping of the front main bearing.
tion to blower section with the necessarv nuts Force the nine through bolts upward through
and washers. their respective holes in both crankcase sections,
Crankshaft and Artlculatlng Rod Assernbly using a pry-bar.
- Screw Lifting Eye on the forward end of the Cautlon-Do not pry against the blower
crankshaft, and attach the hook of a chain case.
hoist to the eye, then lower the complete assem-
bly into the rear section of the main crankcase Install the necessary nuts and washers.
so that the crankshaft gear engages with the
starter and magneto drive shaft gears. When Carn l)rlve Gear (Wasp Ifl and Hornet E)-
lowering the complete assembly it should be Smear oil in the bore of the cam drive gear and
turned in such a manner as to permit the master then slip the gear over splines on forward end of
rod to fit in its opening, No. 5 on Wasp Jr. and crankshaft until it seats on front main bearing.
Wasp engines and No. 7 on Hornet engines. When the gear is being installed it must be turned
The eight articulating rods should also be posi- so that its large spline engages with the large
tioned to occupy their respective openings in the spline on the crankshaft. Care must be taken to
crankcase. Before the assembly is completely see that the oil transfer rings are not damaged
lowered, it should again be turned so that No. 1 while entering the liner of the oil transfer bracket.
articulating rod is fnlly extended through its Carn Drlve Gear (Wasp Jr. Engtnes)-First
respective opening. insert cam drive gear key in the slot provided in
Maln Crankcase Sectlon (Front Half )- the crankshaft, using a hammer and brass dnift.
Lower this section over forward end of crank- Then slip gear over shaft so that its keyway aligns
606
FINAL ASSEMBLY

with key in crankshaft and, at the same time, Cam Reductlon Gear (Wasp and Eornet)-
-"rtr th"e cam reduction gear so that its marked Install the cam reduction gear in its bushing
l"otft lutt* tr"t*een the t*o marked teeth of the in the front section of the main crankcase with
cam drive gear. spacer between it and the bushing flange. It is
important to mesh the cam driv_egear,,cam_re-
Cam Otl Feed Braeket (Wasp Jr. Engl+el)- duction gear and cam in correct relationship. The
Stio tt ir bracket over for*ard end of crankshaft marked tooth on the cam drive gear engages
;A il*e it to the forward section of the main with the two marked teeth on the cam reduction
"ru"["ut" with the necessary nuts or fillister gear. The two marked teeth on the_cam engage
ft"ua ."t"*t. A gasket shoulcl be used where the the marked tooth on the cam reduction gear
oil feed pipe attaches to the crankcase. pinion.
Carn and Cam' Spacer iWasp Jr. Englnes)- Bearlng Support Plate (Geared Englnes)-
S*"ut oit in the bole of the cam drum; ther! slip Smear oil around inside of reduction drive gear
"urn on"t forward end of crankshaft and sleeve liner and then install bearing support plate on
;f-;fi drive gear un!il it is properly seated' front parting face of forward crankcase section.
The two mark-ed teeth on the cam rim must When assembling this plate on Hornet engines
""n"e" *itft the marked tooth on the piryorl of the having a governor drive gear attached to the
""il?"a"ction gear while No. 1 articulating -rod
forward end of the cam reduction gar, it is
i" il r""tt a position that No. 1 piston would be important to mesh the cam reduction gear as
at top dead center. "Cam Re-
described in the paragraph entitled
If a floating ring type cam oil feed bracket is duction Gear".
used, be sure that the oil transfer tFqt are.prPp- Insure that bearing support plate is evenly
erly centered in bracket before cam is installed' seated, and secure it in position with three flat
Smear oil in the bore of the cam spacer-; then head screws.
slip spacer over forward end of crankshaft until
^reais Reductlon Drlve Gear (Geared Englnes)-
it on top of cam drive gear sleeve. Check
betiveen bottom of cam spager-?nd Smear internal splines of reduction drive gear
.i"uiu"." with oil and assembleon the front of crankshaft,
top of cam hub, using feeler gage (seeFig. -60+).
using the Reduction Drive Gear Pusher (see
Adj".tt"ent of this clearance may Ue madg .bI Fig. 605). Install reduction drive gear lock
srinaine spacer on cam drive gear upon which washer and lock nut, and tighten, using the
6am hub r6sts or by installing a thicker spacer' Reduction Drive Gear Nut Wrench. Lock nut
in position by bending up tab of washer.
Checklng Plnch Ftt of Thrust Bearlng Cover
(Direct Drlve Englnes)-Before assembly of
the front section on the engine, it is important to
check the pinch fit of the thrust bearing cover
against the outer race of the thrust bearing,
unless this has already been done during inspec-
tion and the same thrust bearing is to be rrsed.
The following procedure should be followed:
Install cover in position on front section and
tighten the nuts. Turn the front section over
and measure at several points, the distance from
the shoulder of the liner, where the rear face of
the thrust bearing rests, and the point on the
cover directly forward.
Next measure the width of the thrust bearing
outer race and the tab spacer (if used) which
rests against this race. The total of these two
measurements should be from .004" to .008"
greater than the distance from the cover to the
rear shoulder of the liner. Adjustment may be
made by either grinding the present spacer or
installing a new thicker spacer.
On engines having the steel ring riveted to the
rear of the cover, the pinch fit may be reduced by
removing the rivets which hold the steel ring to
the cover and wet grinding the face of the ring
which mates with the cover. The pinch fit may
be increased by facing the flange of the cover
Fig. 605 - I'nstalling Reduction Drive Gear sufficiently to afford the necessaryfit.
607
FINAL ASSEMBLY

Fig. 606 - Installing Cylinder

Front Sectlon (Dtrect Drlve Englnes)-Smear its liner. On Wasp Jr. engines the small spacer
oil on front main bearing, propeller oil transfer should first be inserted between the thrust bear-
rings (if provided), and cam lobes. Place front ing and the propeller oil transfer ring carrier.
section over forward end of crankshaft, and rest
it on parting face of main crankcase. It may be Screw Lifting Eye on forward end of crankshaft
necessary to drive the section downward (alter- and attach the hook of a chain hoist to the eye.
Raise the crankshaft slightly, then insert a piece
nately on opposite sides) with a hammer and
fiber drift to bring it in contact with the main of fiber between the rear crankshaft counter-
crankcase. weight and rear section of main crankcase.
Remove chain hoist hook and Lifting Eye, then
Cautlon-The front section must be installed drive thrust bearing into liner, using a suitable
in a level position to prevent the propeller sleeve type drift. Place the thrust bearing
oil feed pipe (if provided) from being damaged. slinger over forward end of crankshaft and seat
it against the bearing.
On the Wasp Jr. B3 insure that the two ends of
the rocker oil manifold fit into theif holes in the Cautlon-Be srrre that slinger is properly
front section. centered over the shoulder on the crankshaft.
On Wasp H1 and Hornet E engines, it is very
important that the propeller oil transfer rings Thrust Nut (Dlrect Drlve Englnes)-Screw
do not become damaged when installing the front thrust nut on crankshaft and tighten it securely
section. In some cases it witl be necessary to with the Thrust Nut Wrench. The crankshaft
insert a long thin rod between the parting sur- may be prevented from turning by using the
faces of the front section and the front section of Crankshaft Spline Wrench.
the main crankcase to compress the oil seal rings Remove fiber which was inserted under coun-
so that they will enter the liner in which they terweight of rear crankshaft.
bear.
Plstons and Cyllnders-Rotate crankshaft
Fasten front section to main crankcase with
the necessary nuts and washers. until articulating rod of the master rod cylinder
is at its top dead center position. Fit rubber oil
Thrust Bearlng and Sllnger (Dlrect Drlve seal around radius under cylinder hold-down
Englnes)-Install thrust bearing in position in flange of each cylinder. Insert correct piston
608
FINAL ASSEMBLY

Fig. 607 - Installing Oil Sump

pin through piston and bushing in arJiqulatlng Tighten the cylinder hold-down nuts, using the
iod. The piston pin should be well oiled before Cylinder Hold-down Nut Wrench.
insertion. It is important that each piston and
piston pin bear the same number as that of the Cautlon-Do not tighten nuts excessively,
-ylinder in which the piston is to be installed. as in so doing the studs may be stretched
Each cylinder is numbered on the forward side or broken. The recommended torque for
of the hold-down flange, and each piston is tightening cylinder hold-down nuts is 300 in -
numbered on one of the piston pin bosses. Each lbs. for both the necked and the unnecked
piston pin is numbered on one of the plugs at type studs.
the end of the pin. It is common practice to
install the piston and pin with their numbered For engines which incorporate inter-cylinder
sides toward the front of the engine. In any oil drain pipes or oil pressure pipes, slip the hose
event, a uniform procedure should be adopted. connection into position, and secure with clamps
or wrap lock.
Coat the cylinder walls, piston and rings with
a generous amount of oil. Stagger the ring gap_s Oll Surnp-Place a gasket cn each mounting
around the circumference of the piston. Lock flange of the oil sump; then secure sump to its
the Ring Clamp over the piston and rings and resp-ective mounting pads, using four washers
slide cylinder over piston and into place against anil nuts (see Fig. 607). The proper spacers if
its mounting pad. The cylinder should be fast- used, should be placed under the washers on the
ened to the crankcase with at least one nut before two rear studs. Screw oil drain plug into bottom
installing other cylinders (seeFig. 606). of sump and tighten.
After installing the master rod cylinder, the
remaining cylinders should be installed in the Oll Suctlon Ptpe-Insert oil strainer into oil
same manner, following around the engine in a suction port at rear of sump. Place gasket over
counter-clockwise direction. Screw cylinder oil suction pipe mounting pads on rear section
hold-down nuts on studs, then check alignment and sump, then fasten the pipe in position. On
of each pair of adjacent cylinders, by placing a Wasp Jr. 83, Wasp H1 and Hornet E engines,
straight edge across their exhaust and intake this will also apply to the rocker box scavenge
port flanges. The four ports on each pair of pipe from the lower compartment of the sump,
cylinders should be within Yn" alignment. excepting that there is no strainer at this location.
609
FINAL ASSEMBLY

Cyttnder l)eflectors-Unless a shroud is used pressure pipe to the tee connection at No. 1
for cooling purposes during the run-in of an cylinder and to the oil outlet at the lubricator
engine after overhaul, it is recommended that pump on the rear section.
the cylinder deflectors be left off until after run- Checklng Valve Tlmlng-Fit Timing Pointer
in of the engine. For complete instructions on over propeller shaft of direct drive engine and to
installing cylinder deflectors see Chapter VIII. reduction drive gear of geared engines.
Ienltlon Manlfold-Attach both front and rear With CrankshaftWrench, turn crankshaft anti-
sf,ielding manifolds to the main crankcase with clockwise until the piston in No. 1 cylinder is at
the necessary nuts or cap screws. On the rear the exact top dead center of the compression
manifold, it is first necessary to disjoin the two stroke (both valves closed). Set the clearance
sections before installing it on the engine. After between adjusting screw ball and valve stem to
the manifold has been installed in position, the .060" for Wasp Jr. and Wasp engines and .078"
two parts may be joined together with the large for Hornet engines, for both inlet and exhaust
union nut. valves in No. L cylinder. To perform this opera-
tion, use Valve Adjusting Screw Wrench and
Intake Ptpes-With the necessaryflange, gland feeler gage.
nut and rubber packing in place on the intake
pipe, place pipe in position and screw gland nut Turn crankshaft anti-clockwise nearly one
Ioosely into the blower. Install copper gasket revolution until pointer is near inlet open mark
at cylinder intake port with the split side toward (I.O.) on front section of direct drive engines
the port, then fasten intake pipe flange to cylinder and bearing support plate of geared drive engines,
heaii with cap screw and nuts. then insert .0015" feeler gage between adjusting
screw ball and stem of No. 1 inlet valve. Tap
Cautlon-Tighten screw and nuts evenly to Crankshaft Wrench in an anti-clockwise direction
prevent distortion at the flange. until a slight pressure is exerted against feeler,
Tighten gland nut at blower end of pipe, using or until inlet valve is just ready to open, then note
position of pointer with respect to inlet opening
the Intake Pipe Nut Wrench.
mark.
Cautlon-Do not tighten excessively, as in Turn cranlcshaft anti-clockwise until pointer
so doing the end of the intake pipe may neck passesexhaust valve closing mark (8.C.), then
down. insert .0015" feeler gagebetween adjusting screw
Push Rods and Covers-Wasp Jr. engines, ball and stem of number one exhaust valve.
which incorporate either on Automatic Valve Next turn crankshaft clockwise until pointer is
Lubricator or the One-Shot System, require the in a vertical position. Tap wrench in an anti-
use of a drilled type push rod ball end at the tap- clockwise direction until pressure on feeler begins
pet ends, only, of the push rods for the following to release, then note position of pointer with re-
cylinders: Inlet #L,2,3, 8, and 9 cylinders; and spect to exhaust closing mark.
Exhaust #L, 2, 3, 4, 7, 8, and 9 cylinders. Plain The following table contains the opening and
type ball ends should be used on both ends of the closing positions of the valves.
remaining push rods. Inlet Opens Inlet Closes
(in degrees
Exhaust Opens Erhaust Closes
(in degrees (in degrees
(in degrees
Engine before top after bottom before bottom after top
Smear oil on the ball ends of each push rod, and Tipe center) center) center) center)
then insert push rod in cover. Rotate crankshaft waspJr. 26"^E- zsir. zri n.
zrl n.
srl l.
eri r,.
wil- ie?n. rcir*
until tappet which actuates push rod to be in- Hornet 20" E. 77" L. 76" E. 21" L.
stalled is fully receded in its respective guide.
Depress rocker arm with the Rocker Arm De- Adjustrrrent of Valve Clearances-The valve
pressor, and fit push rod and cover into proper clearances are adjusted in a sequencewhich con-
position. Be sure that push rod is properly forms to the firing order of the cylinders, (i.e. 1,
marked and inserted in its correct position with 3, 5, 7,9, 2, 4,6, 8).
respect to the cylinder number. Tighten gland Turn the crankshaft anti-clockwise until both
nut on each end of cover using Push Rod Gland valves of cylinder No. 1 are closed and the piston
Nut Wrench. The gland nut at the tappet end is at the exact top dead eenter of the compres-
of the cover should be tightened first. sion stroke. Insert a .010" feeler gage between
the valve tip and the adjusting screw ball.
Cautlon-Tighten these nuts snugly but not Loosen lock nut and back off or turn down on
excessively. valve clearance adjusting screw, using Valve
Adiusting Screw Wrench, until .010" clearance
Prlmer Llnes and Cyllnder Otl Feed Plpes- is obtained. Retighten the lock nut, being care-
Screw primer line distributor into top of blower ful not to turn the adjusting screw.
section and attach necessary primer lines. Con-
nect primer lines to their respective elbows at Cautlon-When the adjusting screw lock nuts
the cylinder heads. On Wasp Jr. B enginm, are tightened an excessivepressure should not
having a valve lubricator system, attach the be exerted as such will pre-load the adjusting
610
FINAL ASSEMBLY

Fig. 608 - Timing Marks on Scintilla SB-9R Magneto Fig. 609 - Timiig Pointer for Timing and Synchroniz-
ing Magnetos

screw and breakage is apt to occur in subse- Turn magneto shaft until timing marks on the
quent running. 275 in.-lbs. is considered the large distributor gear align with the timing marks
proper torque limit for tightening. Do not on the inside of the front end plate. At this
strike wrench with any object while tightening. time the running segment on the distributor or
rotor should be in a position opposite the Num-
After adjustment of the valves in Number 1 ber 1 distributor block electrode, and the breaker
cylinder, the crankshaft should be turned with contact should be just opening. Connect the
the CrankshaftWrench so that the piston in Num- Timing Light across the breaker contacts of the
ber 3 cylinder is at top dead center of its com- magneto or insert a .0015" feeler gage between
pression stroke. Adjust valves in same man- the breaker contacts. Turn magneto shaft
ner as described for Number 1 cylinder. This slowly until the breaker contacts begin to open
should be accomplished at the remaining cyl- and the timing light goes out, or the feeler gage
inders in the firing order previously given in this can be removed with a slight pull. This should
section. Be sure that each plston ls at exact occur when the straight edge against the cam
top dead center. step falls in line with the marks on the breaker
After completion, rotate the crankshaft two housing (see Figs. 608 and 610). The straight
complete revolutions and recheck the clearances. edge should coincide with the timing marks on
Any valve clearancesfound below .010" should the breaker housing, when the contacts are just
be reset to this figure, but.a greater clearance breaking. However, a distance of Ysz"between
should not be disturbed unless obviously exces- the straight edge and the timing marks is permis-
sive. sible. If this distance is exceeded, refer to the
instructions in Chapter XIV, "Magnetos".
Tfunlng and Synchronlzlng Magnetos to Turn magneto drive rubber coupling until it
Englne-Fit Timing Pointer over propeller shaft can be engaged in its mating flanges without
of direct drive engines and to reduction drive causing the rnagneto shaft to turn. Engage
gear of geared engines, if not already installed. rubber coupling and fit magneto over dowel pins
With Crankshaft Wrench turn crankshaft anti- in mounting pad and fasten magneto to engine
clockwise until the piston in Number 1-cylinder rear section with the necessary cap screws.
is on the compression stroke, (both valves closed) When both magnetos have been installed, turn
and the Timing Pointer aligns with the specified crankshaft 90' in a clockwise direction, then
spark advance mark on the nose section or the reverse rotation until the feeler gage can be
bearing support plate. removed from between the contact pdints with a
611
FINAL ASSEMBLY

slieht pull, and note the position of the Timing Cautlon-Under no circumstances should an
Po-intei with respect to the specified advance American Bosch magneto and a Scintilla
\- mark on the front section or bearing support magneto be used together on the same engine.
plate (seeFig. 609). The contact points of both
magnetos should break simultaneously when the Magnetos wtth Steel Coupllngs=Mqgnetos
Timing Pointer aligns with the timin_g-mark on which have steel couplings should be timed to the
the front section or support plate. If the con- engine as previously outlined for the rubber type
tacts do not break at this point, adjustment coupling, with the following exceptions:
should be made in accordance with instructions To engage and fasten each coupling, turn it
in the next paragraph around until it slips into place over the coupling
drive gears and secure with lock ring.
If the contact points break before the pointer
aligns with the timing mark on the front section, To disengageeach coupling, remove lock ring
remove magneto, turn rubber coupling clockwise and slip the coupling backward toward the mag-
one or two notches; refasten magneto to engine neto. . This operation may be performed without
rear section; recheck timing as previously out removing magneto from rear section.
\- Iined. If the contact points should break after To retard magneto timing by means of the
the pointer aligns with the timing mark o_n-the coupling (when breaker contacts open early)
front section, the above procedure should be disengage coupling, turn it anti-clockwise one or
followed except that the rubber coupling should two teeth, engage coupling and secure it with
be turned anti-clockwise one or two notches. lock ring.
Due to the fact that the coupling has 19 notches
on one side and 20 notches on the other, a very To advance magneto timing by means of the
fine adjustment can be made. Make a final coupling (when breaker contacts open late) the
check to see that the straight edge is in line with instructions in the preceding paragraph should
the step of the cam and the marks on the breaker be complied with except that the coupling should
housing when the points are just starting to open. be turned clockwise one or two teeth.

R e d D o t o n C a m
Indicates No. 1 Lobe

Straight Edge Placed

Acros Step of Timing
Collar Muet Coincide
with Timing Marks "T"
I when Contact Points
\- B'i*f"f,B.""
&i,I';,fi YIEW L@KINO AT UAaNE|O ENO
FIRINO OPzEP- l-3-5-7-9-2-1-6-A
give correct "E"
Gap.
Permisible limits are
l;!" on either side of
"T".
Timing Marks

- 610 -
Fie. Rear View of American Bosch SB9RU-3 Fig. 611 - Wiring Diagram
Magneto Showing Timing Marks
6L2
T.INAL ASSEMBLY

FINAL OPERATIONS

Remove Timing Pointer and Crankshaft shaft and screw Lifting Eye to the end of propel-
Wrench from propeller shaft of direct drive en- ler shaft. Attach the hook of the chain hoist to
gines, and the Timing Pointer and the Reduction the eye. Pour a liberal coating of oil on reduc-
Drive Gear Timing Wrench from geared engines. tion drive gear and intermediate governor drive
On direct drive engines fasten propeller thrust gear assembly, (if provided).
bearing cover to the front section with the neces-
sary nuts and washers. On Wasp and Hornet engines, install tee pipe
connection and oil pipes connecting front of sump
Cautlon-When installing cover plate, be to oiler bracket.
sure that the drain holes in the plate match up
with those in the nosesection. On Hornet EG series engines used in installa-
tions where the propeller blades pass close to the
Magnetos-Assemble the breaker covers on the ship, lower reduction gear housing on to front
magnetos, and fasten with the knurled screws. rnain crankcase so that wide spline on propeller
-location;
Secure the fastening serews with wire clips. shaft is 20" ahead of the master rod
that is, between numbers 7 and 8 cylinders.
Install the distributors in their correct posi- It is recommended that the Superintendent of
tions on the magnetos. To insure correct posi- Overhaul be consulted in this respect. Rock
tioning, the numbers "4 and 6" on the righf dis- propeller slgft slighlly to jnsure proper meshing
tributor block should be next to the numbers of gears. Secure with hold-down nuts. Instaii
"4 and 6" which appear on the
main cover. propeller shaft oil feed pipe and locator, and
Fasten blocks with the metal straps and lock with screw on locator cap.
wire clips.
Propeller Otl Fe_edPtpe-When assembling the
Ignltlon Wrlng-It is irnportant to check the nose section on Wasp H1 engines, trouble has
ignition wiring. The numbers on the distributor been experienced because the propeller oil feed
blocks indicate the serial firing order of the mag- pipe has been forced into the nose section, thus
neto. The firing order of the engine is 1, 3, 5,7, cutting off the supply of oil to the tappets. To
((1" 4, 6, 8. Therefore, the cable from terminal
9,2, prevent this, an additional shouldei has been
connects with No. 1 cylinder; the cable added to the pipe and it is recommended that the
from terminal "2" connects with No. 3 cylinder; new type pipe be used on all earlier models.
the cable from terminal "3" connects with No. 5
cylinder, etc. The right magneto fires the front On all other Wasp and Hornet engines the pro-
spark plugs, and the left magneto fires the rear peller oil feed pipe should be aligned with the oil
spark plugs (seeFig. 611). pipe hole in the nose section so that it will not
become damaged when nose section is lowered
The booster
((H" wire is connected to the terminal onto the front main crankcase section.
marked on the top of the main cover, and the
ground wire from the magneto switch to the Spark Plugs-Install spark plugs in front and
terminal marked ttP". rear of each cylinder
-Attach and tighten with Spark
Plug Wrench. each i[nition wire tb its
Rocker Box Covers-Fit a gasket on the mount- respective spark plug.
ing face of each rocker box cover. Fasten covers
on the rocker box housings with the spring clamps I4spectlon of Assernbled Engtne-It is con-
or nuts. sidered a good practice to make a thorough visual
i{rgpection of the assembled engine. See that
Reductlon Gear Eouslng (Geared Englnes)- all external nuts and fittings are tight, and that
Place the Crankshaft Wrench on the propeller no gaskets or safety wires have been omitted.
613
FINAL ASSEMBLY

TOOL LIST
Wasp Jr. Wasp Ilornet

Tool Nanre Tool No. B 82 B8 EI ET. G D E . G 82. GI D 3 . G

ADAPTER _ (Usewith PWA-2239) .. .PWA-2240 x x x x x x x x x

CLAMP Piston Ring - Compressing. . . . .PWA-249 x x x
\- cLAMP PistonRing - Compressing... . .PWA-13 x x
CLAMP Piston Ring .- Compressing. . . . .PWA-184 x x x x
DEPRESSOR - R o c k e r A r m . ....PWA-455 x x x x x x x x x
DYE Lifting, for Geared Crankshafts. . PWA-662 x
DYE Lifting, for Geared Crankshafts. . PWA-1079 x x x
DYE -Lifting, #30 Spline. . . . . . . .PWA-520 x x x
DYE - Lifting, #40 Spline. . . . . . . .PWA-1332 x x x
DYE -Lifting, #50 Spline. . .. . . . .PWA-1333 x x x
GAGE - Starter Shaft Bushing Flush Pin. TAM-1113 x x x x x x x x x
EANDLE - Cylinder Hold-down Wrench (Use
with PWA -2299 and PWA-2240) . PWA-2398 x x x x x x x x x
EANDLE - Cylinder Hold-down Wrench (Use
with PWA-2239 and PWA-2240). PWA-241L x x x x x x x x x
POINTDR -Timing, 1 3 0S p l i n e . . . . . ...PWA-85 x x x
POINTER -Timing, 140Spline... . . . . .PWA-115 x x
POINTER -Timing, (3:2 red.). ' .PWA-535 x x x x
PUSEER - Reduction Drive Gear. . . .PWA-465 x x x x
TIMING LIGET-Magneto.... .PWA'24L7 x x x x x x x x x
WRENCE - Crankshaft, #30Spline ....PWA-112 x x x
WRENCE - Crankshaft, #40 Spline ... .PWA-155 x x x
WRDNCE - Crankshaft, #50 Spline .. . .PWA-197 x x x
WRENCE - Cylinder Hold-down Nut . . PWA-186 x x x x x x x x x
WRENCE - Cylinder Hold-down Nut (Use
with PWA-2239 and PWA-2240). PWA-2006 x x x x x x x x x
WRENCE - Cylinder Hold-down Nut (Use
with PWA -2239 and PWA-2240) . PWA-2397 x x x x x x x x x
WRDNCE - Cylinder Hold-down Nut (Use
with PWA-2239 and PWA-2240). PWA-2399 x x x x x x x I x
WREITCE - Intake Pipe Packing Nut . . PWA-237 x x x
WRDNCE - Intake Pipe Packing Nut . . PWA-144 x x x x x x
WRENCE - Push RodTube Gland Nut. . . .' .PWA'2434 x x x x x x x x I

WREITCE - Reduction Drive Gear (Timing) . .PWA-1636 x x x x

WRENCE - Thrust Nut. . ..PWA-1093 x x x
WRENCE-Thrust Nut.. ..PWA-1092 x
\PRENCE -Thrust Nut.. ..PWA-1084 x x
WRDNCE - Thrust Nut. . . .PWA-1094 x x
WRENCE - Thrust Nut. . . .PWA-1095 x
WRENCE - Torque (600 in. lbs.) . PWA-2239 x x x x x x x x x
WRDNCE - Valve Adjusting Screw . . . .PWA-1075 x x x x x x x x x
WRDNCE - Spark Plug - ry*" hex. . . .PWA-1398 x x x x x x x x x
WRENCE - Bendix Plug 7B - V8" hex.. . . . .PWA-1441 x x x x x x x x x
WRENCE - B e n d i x P l u g 6 S 6- 1 4 " h e x . . . . . . P W A - I 4 7 4 x x x x x x x x x
WRDNCE - BendixLS1O - r'/8"hex.. ..PWA-1684 x x x x x x x x x
WRDNCE - Aero LS L,4'8 - ,4" hex. . . PWA-1696 x x x x x x x x x
WRDNCE - Aero LS 3AB - 94" hex. BG LS
321- !,4" hex., and AN tYPe
plugs - ,4" hex... . -PWA-2254 x x x x x x x x I
701
CIIAPTER VII
RUN-IN OF ENGINES AFTER OVERHAUL
GENERAL

After an engine has been overhauled it is essen- By the same token, it is not generally practical
tial that it be run-in to seat the piston rings, to tiy to measure specific
- fuel or oil consumptlgn
burnish certain other new parts which may have (lbs./H.P . /br.) in the field. It is advisable,
been installed and, at the same time, to insure however, to check the grosstfuel consumption in
that the engine's performance is satisfactory. gallons (or pounds) pei hour, and the gross oil
In most casesit is neither necessarynor desira- consumption in quarts (or pounds) per ho_ur,at
ble to endeavor to measure horsepower to a fine cruising horsepower (fuel consumption also at
degree in the field. There are many variables rated power) to make sure that these consump-
which affect horsepower, and it is not feasible for tions are within the normal range.
the average overhaul base to set up the complete
equipment and the personnel necessary for very Measurement of the oil flow through the engine
close horsepower measurement. Where an en- is not considered necessary after overhaul, as the
gine has been overhauled as recommended in the flow will automatically fall within the proper
preceding chapters of this Manual, and if the car- limits, if various fit and clearance recommenda-
buretor and magnetos have been overhauled, tions are followed. An oil constumption and tem-
and tested previous to installation on the engine, perature check is considered sufficient.
it should develop essentially the same horse-
power as when new. A check on manifold pres- In the event that it is desired to attempt an
sure and R.P.M., using a calibrated test propeller extremely close measurement of horsepower on
and correcting for carburetor air temperature, field test stands, the various correction factors
will render a sufficiently close check on horse- and detailed procedures are described in this
power for mnst purposes. chapter.

TEST HOUSE

The test house may be segregated into the mount assembly is effected by two loops of simi-
following three parts from a design standpoint: lar cable, one at each end of the drurrr. These
engine compartment with mounting stand, cool- loops are also attached to anchors with rubber
ing air intake and exhaust stacks or ducts, and blo-cksset in the floor, directly under the assem-
control room. bly. Turnbuckles are provided in each loop of
cable so that the propel tension for the desired
Mountlng Stand - It is desirable that the rigidity may be obtained. In order to hold the
mounting stand be enclosed. An enclosed stand engine mount assembly against the propelle-r
is advanfageous, not only from the standpoint of thiust, the two anchoring cable loops on each
quietness and convenience, but also because it end of the test stand are crossed; that is, the
affords protection to the workmen who mount loop from the rear of the drum is anchored at the
and dismount the engine. In addition, it is front of the test house and the loop from the front
of distinct advantage, particularly in cold cli- of the drum is anchored at the rear of the test
mates, for ready engine starting and proper house. This arrangement is illustrated in
temperature control. Fig. 701.
Torque stands are not recommended as over- The engine mount assembly is constructed in
haul test equipment, in view of the necessity of two parts - the engine mount prope-r and the
continual calibration and because measurement supporting drum. The supportin-g drum- con-
of the actual horsepower output is not essential. sists of a liollow steel cylinder, 8 ft. long andS9th
It is also difficult and expensive to construct a in. in diameter, constructed of r/z in. steel. The
torque stand which is entirely free from excess ends of the cylinder have a 4 in. inner circular
rigidity. flange made from lft in. steel to strengthen the
Severe rigidity of mounting stand structure ends and form an anchorage for the tubular
should be avoided. The construction should engine mount. The engine mount is made of
simulate, as nearly as possible, the flexibility welded steel tubing and designed to accommodate
inherent in the average airplane structure. In adapter mount plites for di-fferent models of en-
this connection, the suspended type mounting grnes. The adapter mount plate for single row
has been found very advantageoust. With this engines (Part No. TC-51259) is illustrated in
design the entire assembly of engine mount 4qd a Fit. 702. This construction per-it.- a ruggg.d
supporting drum is suspended by means o{ fbur engrnemount and also the maximum of accessibil-
Ioops of slranded steef cable, two at each end itf to the accessory sggtio.nof the engine. This
of [he drum. Each loop is attached to anchors engine mount assembly is heavier than is re-
with rubber blocks set in the corners of the roof quired for single row engines but with the trend
\_ and side walls. The anchoring of the engine tbward highei power an-d larger engines a stand
702
RUN-IN OF ENGINES AFTER OVEREAUL

Fig. 701 - Typical Engine Test Chamber

703
RUN.IN OF ENGINES AFTER OVERHAUL

of this type, if constructed, will be found advan- are greater than the minimum values required
tageous for testing larger engines. If the test for the types of engines discussed in this Over-
stand is intended to support only single row en- haul Manual, they should be used if the space is
grnes during test the supporting drum may be available in view of the possibility that a more
of lighter construction, consisting of a hollow steel roomy test house will be needed for larger, more
cylinder, 6 ft. long and 30 in. in diameter made poweiful engines at a later date. It is much
from % in. steel. The ends of the cylinder easier and less expensive to build the large test
may be closedwith Yain. flanged plates. house at the start than to enlarge a smaller one
later on. In any event, the crbss sectional
Englne Cornpartrnent - The engine compart- dimensions should not be less than L2 ft. x 12 ft.
ment may be either round or square in cross sec- in order to provide a three foot propeller tip
tion, preferably round. It is also permissible clearance.
that the compartment be round only at the cen- The length of the engine compartment proper
tral portion which envelopesthe engine and pro- depends upon the type (round or square) of en-
peller. If this type of construction is used, the gine compartment constructed. In any case
transition from the square to the round section il should be long enough to cover the engine stand
should be gradual, and shaped to insure a smooth with the engine mounted, and provide an addi-
flow of air over the engine. The advantage of a tional space-in front, sufficiently large to permit
cylindrical-shaped engine room is that it con- working- on the engine prior to mounting on the
tributes to smooth air flow. A disadvantage stand. In the caseof the compartrhent with the
is that a specially constructed stand is necessary round central portion, the transitional section
for working around the engine. from square to round may be the determining
It is recommended that the engine compart- factor.
ment have cross sectional dimensions of at least In cold climates, roll type doors should be pro-
16 ft. x 16 ft. It should be as free as possible vided to close off the engine compartment from
from obstructions which might interrupt or the air inlet and exit stacks and a heating system
deflect the propeller blast. Fig. 701 illustrates should be installed. Electric liehts with suitable
this point. Obstructions that will interrupt or reflectors may be sunk in the iides and roof of
deflect the propeller blast usually cause eddying the engine room. A two ton chain fall and track
and surging and result in a rough running en- should be suspended from the roof, directly over
gine. Whereas the aforementioned dimensions the engine.

INTAKE AND EXHAUST AIR STACKS

The intake and exhaust air ducts or stacks may If, for some reason, the use of a vertical intake
be either horizontal or vertical, but in either stack is necessary,the propeller should be at least
case should have a cross sectional area equal to 10 feet from the inner edgeof the stack opening.
the engine compartment. The horizontal type The length of the ducts or stacks, which are
of intake duct is preferable because it provides a used primarily to deaden the noise from the en-
smoother flow of air to the propeller and engine. gine and propeller, depends upon the type and
The vertical exhaust stack is preferable because extent of soundproofing desired for the particular
the exhaust gases, together with the heated Iocality where the test house is located.
cooling air, are thrown upward and more quickly
and completely dispersed in the atmosphere. Whether or not immediate soundproofing is
The combination of the horizontal intake and intended, it is good policy to investigate the
vertical exhaust stack forms an "L" shaped test possibility of such requirements for a future date
house embodying the desirable qualities just and to make the necessary provisions for the
described. The horizontal vanes showing to the incorporation of soundproofing with minimum
rear of the engine compartment in Fig. 70I are structural changes.
provided to deflect the exhaust air up through The matter of soundproofing is too specialized
the vertical exhaust stack. However, such and detailed to permit it to be covered in this
vanes are not essential where the air exit is di- manual. If experts on the subject are not
mensioned and contoured in manner conducive available locally, Pratt & Whitney Aircraft will
to free, smooth air flow. gladly offer suggestionsupon request.

CONTROL R O O M
The control room should be located adjacent operator to manipulate while an e:rgine is running
to the engine compartment and so that the op- during test. The illustration, Fig. 703, shows
erator is behind the plane of the propeller. It the inlerior of a control room. The room should
should be of sufficient size to house all controls, be provided with a heating and ventilating
instruments, and equipment necessary for the system and special attention should be given
704
RUN.IN OF ENGINES AFTER OVEREAUL

f-rr ree
2 HOLES

f onn-r-
9 HOLES

tt onruu-4HoLEs

THESE SURFACESMUST BE
FLAT AND FREE FROM BURRS.

MATERIAL-BOILERPLATE
REE-TC-5t259

-.* ______*t-8
HoLLorv I
fi-raxI uor.rc
POINT ALLEN SETSCREW

45O CHAMFER TO ROOT DIA.

-,*--l \n

w DRILL STUD TO ROOT DIA. OF

TH,D TO RECEIVESET SCREIV.
OF TH,DS.BOTH ENDS.
jl-ro rx'o | -ro rx'o.

I ore.s.A.E.
SCREW STOCK

DETAIL OF STUD AND SET SCREW

LOCATION- 2 REQUIRED.

Fig,.7O2 - Adapter Mount Plate for Single Row Engines

705
RUN.IN OF ENGINES AFTER OVEREAUL

to eliminating oil and fuel vapors. A lighting Clock - A clock should be installed in the con-
system which will completely light the control trol room or at the control station so that the
rbom, and especially the instruments, shogld be operator may check the running time.
installed. This system should be installed with
care and explosion-proof fixtures used through- Potentiometer-pyrorneter, or Pyromllllvolt-
out. A window and door between the engine rneter, and Thermocouple Swltch - A means
compartment and control room should be proof accurately determining cylinder head tempera-
vided. The window should be located opposite tures should be installed. A thermocouple
the engine, behind the rotating plane of the pro- switch with sufficient contacts for at least four
peller and should have two plates of heavy glass. thermocouple connections should also be in-
The doorway should have double doors. A desk stalled.
or writing board should be built below the win- Barometer and Chart - A barometer should
dow and the mountings for the engine instru- be installed in the control room together with its
ments and controls so that the operator may temperature correction chart to allow the opera-
have a good view of the engine at all times while tor to determine the true barometer.
manipulating the controls, observing the instru-
ments and recording data. Psychrorrreter and Chart (Opttonal) - A
It is suggestedthat the engine control station psychrometer and chart may be provided in the
be provided with the instruments, controls and control room to determine the moisture content
equipment described in the following paragraphs. of the air.

Tachometer - A tachometer should be pro- Manual Controls for Englne - All manual
vided which reads in revolutions per minute controls for the engine (throttle, mixture control,
(300 - 3600 R.P.M.) combined with a manually blower gear ratio selector valve, starter) should
operated revolution counter. be conveniently located at the control station.
These controls should be of robust construction
Stop Watch - A stop watch reading 0-100 and provided with locks to secure the controls
seconds is advantageous for checking fuel con- at their desired positions during the test.
sumption.
Fuel Flowmeter or Equlvalent - A fuel flow-
Fuel Pressure Gage - A fuel pressure gage meter which reads directly in pounds of fuel flow
should be connected to indicate the pressure at per hour is helpful in quickly determining _the
the carburetor 0-15 lbs./sq. in. (0-1 kg./sq. fuel consumption. The fuel flowmeter should be
cm.). calibrated for the specific gravity of fuel used.
Fuel flow may also be determined by using a
Oll Pressure Gages - Oil pressure gages with tank on a weight scale, or a volume gage. This is
ranges suitable for the following pressures further discussedunder "Fuel System".
should be installed:
1. Main Pressure- 0-300 lbs./sq. in. (0-21 FueI Wobble Pump - A manually operated
kg./sq.cm.). wobble pump shoulil be connected to the fuel
inlet line of the engine. This pump is provided
2. Governor "Nose" Pressure (for engines to positively supply fuel to the carburetor prior
"FueI System".
equipped with nose mounted governor) - to starting as described under
0-300Ibs./sq. in. (0-21 kg./sq. cm.).
Prlmlng Pump - A manual or electric priming
Oil fnlet and Otl Outlet Ternperature Gages should be installed in order to facilitate
pump-starting.
- These gages,with graduations of 50' - 220" cold The use of this pump is described
F . ( 1 0 ' - 1 0 4 ' C . ) a n d 1 0 0 ' - 2 9 0 "F . ( 3 8 ' - in the Operators Handbook.
143' C.), should be permanently connectedin the
oil lines. OtI Wetght Tank - A weight tank, connected
into the engiire oiling system, should be mounted
Alr Inlet Temperature Gage - Air inlet tem- on a platfoim scale so that oil may be weighed
perature gage(-30'- 150' F.) (-34'- 66" C.) and the consumption thus checked when desired.
should be located in the air duct to the carburetor "Oil
The arrangement is discussed further under
to indicate the temperature of the air just as it System".
enters the carburetor.
Otl Wobble Pump - A manually operated
Manometers - Two manometer tubes should wobble pump should be connected to the oil inlet
be installed. These tubes should be capable of line of the engine. This pump is provided to
indicating 60 in. Hg absolute pressure. One positively supply oil to the engine prior to start-
mercury manometer should be connected with the ing as describedunder "Oil System".
blower rim and another may be connected with
No. 1 intake port. The manometer indicating Ignltlon Swltch - An ignition switch should
No. l intake port pressureservesas a check on the be provided which will allow the operator to
blower rim manometer during test. cheCk the operation of each magneto separately.
706
RUN.IN OF ENGINES AFTER OVEREAUL

Fr
{J

O \---
h
"*d fi
t
II

F-

b!
f-.
707
RUN.IN OF ENGINES AFTER OVERIIAUL

The ignition switch should also have an off posi- should be installed at the control station, one to
tion which will positively cut-out the ignition operate the system in the engine compartment
system of the engine. and one to operate the system for the control
room. A third valve outside the test house
Flre Extlngulshers - The control station should operate both the control room and engine
should be provided with portable fire extinguish- compartment systems.
ers of the Pyrene (carbon tetrachloride) and
Foamite (sulphuric acid and soda) types. A Following is a list of manufacturers from whom
permanent COz system should be installed. Two the foregoing instruments and other equipment
control valves for the permanent CO2 system may be procured:

LIST OF MANUFACTURERS OF INSTRUMENTS,

CONTROLS AND EQUIPMENT
1. Tachometers Blanchard Instrument Co.
Cambridge, Mass., U.S.A.
2. Stop Watches A. R. & J. E. Moylan Co.
264 West 64th Street
New York City, N. Y., U.S.A.
3. Fuel Pressure Gages American Ashcroft Hancock Co.
Bridgeport, Conn., U.S.A.
4. Oil Pressure Gages American Ashcroft Hancock Co.
Bridgeport, Conn., U.S.A.
5. Oil Intet and Oil Outlet Foxboro Company
Temperature Gages Foxboro, Mass., U.S.A.
6. Air Inlet Temperature Gages Foxboro Company
Foxboro, Mass., U.S.A.
Taylor Instrument Co.
Rochester,N. Y., U.S.A.
7. Manometers American Ashcroft Hancock Co.
Bridgeport, Conn., U.S.A.
Macalaster Bickwell Co.
Cambridge, Mass., U.S.A.
(GlassU Tubes Ya in.OD x 40 in.
long for manometers)
8. Clock May be obtained locally
9. Potentiometer-pyrometer or Leeds & Northrop
Pyromillivoltmeter, and Philadelphia, Pa., U.S.A.
Thermocouple Switch Lewis Engineering Co.
Naugatuck, Conn., U.S.A.
Foxboro Company
Foxboro, Mass., U.S.A.
10. Barometer and Correction Chart Taylor Instrument Co.
Rochester,N. Y., U.S.A.
Henry J. Green
1191 Bedford Avenue
Brooklyn, N. Y., U.S.A.
11. Psychrometer and Chart Taylor Instrument Co.
(Optional) Rochester,N. Y., U.S.A.
Julien P. Friez & Sons
Baltimore, Md., U.S.A.
L2. Manual Controls for Engine Simmonds Aero Accessories
10 Rockefeller Plaza
New York City, N. Y., U.S.A.
708
RUN.IN OF ENGINES AFTER OVERHAUL

13. Fuel Flowmeters Fischer & Porter

Hatboro , Pa., U.S.A.
L4. Fuel Wobble Pump United Aircraft Products Inc.
Dayton, Ohio, U.S.A.
15. Priming Pump (Manual) The Lunkenheimer Co.
Begkman St. and Waverly Ave.
Cincinnati, Ohio, U.S.A.
(Electric) Bendix Products Div.
Bendix Aviation Corp.
South Bend, Indiana, U.S.A.
16. Oil Wobble Pump United Aircraft Products Inc.
Dayton, Ohio, U.S.A.
L7. Ignition Switch Scintilla Magneto Div.
Bendix Aviation Corp.
Sidney, New York, U.S.A.
18. Fire Extinguishers May be obtained locally
19. Scales (Fuel and Oil) May be obtained locally

The entire test house structure may be built of structure should be capable of withstanding this
brick and mortar, or reinforced concrete. In any stress with an adequate safety factor.
event, the material should be non-inflammable.
Layouts and detail construction drawings of
Inasmuch as the engine stand supporting recorimended test house designs are available
cables are designed for a maximum tension of and may be obtained from the Pratt & Whitney
approximately 80,000 pounds, the wall and roof Aircraft Service Department.

CARBURETOR AIR INTAKE SYSTEM

The air intake duct to the carburetor should locality. A suitable iarburetor air temp-erature
draw its air from outside the test house. It regulaling valve should be qrovided. The pre-
should have a cross sectional area of at least heating system should be so designed as to cause
38 sq. in. and should be as free as possible from no apfrebiable
- restriction or disturbance to air
sharp bends or irregularities that might restrict flow.- If the preheater is located some distance
air flow or cause turbulence. The air duct en- from the carb-uretor, the portion of the duct be-
trance at the outside of the test house should be tween it and the carburelor should be well in-
Iocated so that dirt or foreign material will not sulated to prevent lossof heat.
be taken in. A preheater, utilizing the heat of The entire intake system should be sufficiently
two or more exhaust stacks, or a steam radiator, "backfire" pressutes,and a
strong to withstand
should be provided in the system to supply pre- backfire relief valve should be located near the
heated air to the carburetor. It should be possi- carburetor.
ble to maintain the temperature of air entering A flexible section should be incorporated be-
the carburetor at 100' F. or more under the low- tween the carburetor and the fixed poltion of the
est outside air temperature conditions for the intake air duct.

ENGINE EXEAUST SYSTEM

The use of an exhaust collector ring is not proper mixtures by watcbing the exhaust flame at
recommended for the test stand operation. Short each cylinder. The exhaust of two or more
stacks are desirable, in that they simplify the cylinders may be conducted through a stove to
mounting of the engine on the stand and permit provide preheated air to the carburetor, as men-
"Carburetor Air Intake System".
the operator to detect misfiring cylinders or im- iioned under

TEST PROPELLERS

From the standpoints of convenience, economy stand. Suitable test propellers, together with
and cooling efficiency, a four-bladed wooden test the hubs and attaching parts, are listed in the
propeller is recommended for the average test Pratt & Whitney Aircraft Parts Catalogs.
709
RUN.IN OF ENGINES AFTER OVERHAUL

Since the location and characteristics of a test the propeller must be rebalanced before installa-
house have considerable bearing on the propeller tion on the engine. Make sure the hub and cone
diameter, a test propeller, as furnished, is some- are perfectly clean, then mount the propeller on a
what larger in diameter than normally necessary, regular propeller static balancing stand, using
to permit calibration on the particular test stand proper arbors and centering cones. The balanc-
where it is to be used. A new propeller should be ing-stand should of course be in a location free
calibrated on a new engine, or on one that is from vibrations and drafts. Rotate the pro-
known to be running satisfactorily, and under peller slowly and make sure nothing is affecting
atmospheric conditions which are considered entirely free movement. Set the propeller so
average for the location. This is done by trim- that two blades are horizontal and determine
ming off the ends of the blades in small incre- which, if either, is the heavier. Using a draw
ments until the engine will turn its normal rated knife or suitable fiIe, trim the end of the heavy
revolutions per minute at its rated manifold blade, blending the edges in a round shape,
pressure. holding to the radius as originally scribed. It has
The detailed procedure for calibrating, trim- been found that a round blade end is much less
ming and balancing is as follows: subject to splintering and wear than a square one.
Check the propeller for static balance with Set the other pair of blades in a horizontal
regular propeller balancing equipment. If re- position and repeat the procedure described for
balancing is necessary, trim the heavy blade, or the first pafo, then place the propeller so the
blades, as required, referring to the related para- blades are 45o off the vertical position. Repeat
graphs which follow for the proper method of the trimming until the propeller is in perfect
trimming. static balance. When in true static balance, the
Install the propeller on an engine which is mass of one pair of blades will exactly counter-
known to be normal in every respect, and run the balance the mass of the other pair, even though
engine to get an indication of how much the pro- it may be found that one blade may vary as
peller diameter must be decreased. Atmospheric much as ry' ir'. in length from the other three
conditions should be noted so that they can be bladesto obtain this balance.
duplicated, or necessarycorrections made, during Caution - Do not use any plugs or fillers of
subsequent trial runs of the calibration procedure. any kind, or additional shellac, to obtain bal-
Run the engine at its normal manifold pressure ance.
and note the R.P.M.
Due to variables such as temperature, atmos- As previously stated, the engine should turn
pheric pressure,shape of the test house, etc., it is its normal rated"R.P.M. at normal rated manifold
impossible to state, without trial, exactly how pressure when the trimming of the test propeller
much increase in R.P.M. can be expected per has been completed (refer to engine performance
inch reduction in propeller diameter on a given curves for proper values), regardless of the alti-
test stand. The increase is usually somewhere tude at which the test stand is located. It is
permissible that the manifold pressure exceed
between 30 and 50 R.P.M., however. It is
suggested that the diameter be decreased 1 in. normal rated manifold pressure bV 3% at rated
(Yz in. per blade) for the first trimming opera- speedand that the R.P.M. vary plus or minus 50
tion, then the resultant change in R.P.M. noted from rated R.P.M. at rated manifold pressure.
and used as a guide during further trimming of If the calibrating is done in cold weather, the
the blades. propeller should be trimmed to obtain the maxl-
rnum allowed tolerance on rated manifold pres-
The first step preparatory to the actual trim-
ming of the blades is to rest the propeller firmly sure and the mlnlmurn tolerance on the rated
on a bench or suitable stand and draw a line from R.P.M. Where there is a wide difference be-
the hub to the tip of each blade. This line should tween winter and summer temperatures, it is
be on the front face and along the center of the desirable to have two test propellers, one cali-
blade width. brated for winter use and the other for summer
urie. Quite often the same engine will require a
Cautlon - To prevent damage to the fabric propeller which is up to two inches smaller for
blade covering, when drawing this line, do not winter use than for summer use, to obtain
use a hard pencil or sharp pointed tool. proper manifold pressureand R.P.M. values.
Next, mark off one half the desired decrease A test propeller may eventually become too
in diameter on the line drawn along each blade small for a given model of engine, due to stock
and scribe an arc from this point, the radius of which has been removed to overcome damage
which is Yz the width or chord of each blade. (splinters, nicks, etc.) which occurred during test
Saw off the blade end to this line and round all operation. In such an instance, it may be found
sharp corners with a suitable file. Paint the possible to retrim it for use on some smaller or
newly exposed wood with a good grade of shellac less powerful engine.
to prevent the fabric covering from becoming When wooden test propellers are not in use
loose and the wood from splintering. they should be protected from weather, particu-
Upon completion of the trimming operation, larly ice and snow.
7LO
RUN.IN OF ENGINES AFTDR OVERHAUL

III'ER C FT.EL TA}I€

OTT'TAL FOR FI.ELS OF STRAilER
SES.6 OCTA}C RATIT{GS
THI' YENT
"**II
ED?lffrJcHffilI

\\ t' sAFETy GATE nLvE

WITH WEIG}ITT FUSbLC L|t{(

YOI.TE FIIL
rLd E?ER

ttat ctuTcn accaaeaaTa Ld clutct

3-WAY VALVE
OPTONAL M€THODIS OF
OITAINING FI'EL FLOW

rcIl,- usE r- P|PE ANO FITTINGS FOR

ALL FUEL,WATERAND STEAM
LrNEsAND tf eree ANo FrrrrNcs
INSTRUMENT FANEL " FoR tr-r- crRduttttNc otL LtNEs
' EXCEPTIYHEREOTHERWISE
SPECIFIED.

OIJT3DE AN NTAKE .E: +

To cAR$nEToR

CAR8. AN

VENT COCK

FULFLO FILTER
MOOEL WFDS
wtTH il3CVC
FILTER UNITS.

DRAIN COCK

OIL RADIATOR

gATER
TO SEWER

STEAMI

Fig. 704 - Piping Diagram of Typical Test House

7LL
RUN-TN OF ENGINES AFTER OVERHAUL

COOLING SHROUDS

A shroud or cooling cowl should be used during should be constructed of a heavy gage durable
run-in of a geared engine to insure satisfactory material to withstand the constant buffeting of
cooling of the cylinders. One may also be used the test propeller and should be mounted inde-
for direct drive engines and should be used if it is pendent of the engine so that it may be quickly
desired to run the engine with the cylinder air moved to the front of the test stand to allow easy
deflectors in place. The cooling shroud takes the accessin mounting and dismounting the engine,
place of the cowling which encircles the cylinders unless it is made with hinged sections as illus-
in a normal airplane installation. It is usually trated in Fig. 70L to allow the engine to be
flared at the forward edge so as to deflect suf- mounted and dismounted without disturbing
ficient air over and between the cvlinders. It the shroud.

FUEL SYSTEM

The lines feeding fuel to the engine should either in the control room, or directly at the en-
have a minimum diameter of one inch and should gine.
be free from sharp bends or restrictions of any
kind. Particular care should be exercised to The system should be provided with a means of
provide sufficient flexibility in the piping to pre- measuring fuel flow for the purpose of checking
vent line breakage or leakage. In no case consumption. The simplest method of measure-
should a trench or connecting passagebelow the ment is a flowmeter calibrated for the specific
floor be used to carry piping or controls into the gravity of the fuel used. A very satisfactory
engine compartment, as fuel or gasesmay collect method is to weigh the fuel and accurately time
in such a passageand cause an explosion or fire. the consumption of a given weight. Another
method of measurement is by means of a volume
A wobble pump with relief valve should be gage. When a volume gageis used, it is essential
installed in the fuel system to facilitate filling the to have an accurate check on the specific gravity
carburetor prior to starting the engine. A of the fuel.
primer, either manually or electrically operated,
should be connected to the primer fitting on the A suggested fuel system is shown in the piping
engine. The priming pump may be installed diagram (Fig. 704).

OIL SYSTEM

The piping of the oil system should be at least make the pipes completely demountable, they
Lrl in. in diameter, and as free as possible from should be arranged with gpadual bends, so that
fittings which tend to restrict the oil flow in they may be cleaned easily with a swab. The
order to insure an adequate supply of oil to the filter should be cleaned and new filter units in-
engine under all temperature conditions. Par- stalled after 300 hours of operation. The filter
ticular care in this regard should be given to the manufacturer's instructions for renewing the filter
oil intake system. units should be followed.
In order to provide a positive supply of warm In order to maintain oil temperatures within
oil to the engine when starting in extremely cold the desired range, a combination steam and water
weather, a wobble pump capable of building up radiator may be introduced in the oil system.
at least 60 lbs./sq. in. pressure should be incor- Thus, by applying steam, the temperature can
porated in the oil intake system. Provision quickly be brought up to the desired point and by
should be made for catching the cold oil that is r-egulating the flow of the cooling water, it may be
in the oil intake line as hot oil forces the cold oil maintained within the desired limits.
out before this line is connected just prior to An accurate measurement of the oil consump-
starting the engine. tion may be obtained by mounting the oil tank
The oil system should incorporate oil cleaning on a platform scale.
provisions, such as an oil fllter in the oil return Figure 704 illustrates a suggested oil system.
line to the engine. An oil filter which has proved
satisfactory in test stand operations is the Fulflo Warnlng - It has been found that, in test
Model WFDS with 1136VC Type fiIter units stand operation
-air, where the oil is vented to the
manufactured by the Commercial Filters Corpo- outside there is sometimes a tendency for
ration, 16 Macallen Street, Boston, Mass., U.S.A. the oil to form a high acid content. This condi-
tion, if allowed to remain unchecked, can cause
Both the oil pipes and the filter should be so conosion or "washing" of the leaded master
ananged that they are completely demountable rod bearing and possible destruction of the bear-
for periodic cleaning. If it is not possible to ing. It iv particularly important that a close
7L2
RUN.IN OF ENGINES AFTER OVERHAUL

check be kept upon the acid content of the oil. The use of an acid inhibitor in the test stand
If the neutralization number, according to oil will aid in preventing high neutralization
A.S.T.M. analysis method No. D 188-27 T, numbers and in prolonging the periods between
exceeds .3, there is danger of corrosion of the oil drains. Thq company furnishing the oil
leaded master rod bearing. The oil should be should be consulted in this connection.
changed any time that the neutralization num- The use of an oil cleaner in the oil system will
ber approaches this figure. It is good practice also serve to prolong the periods between oil
to change the oil every 30 hours and, every changes. Atty increase in operating time be-
second oil change or every 60 hours, to flush the tweei oil changesshould be approache-dgridually
oil system out with clean, new engine oil. When as warranted by the general condition of the oil
this is done, the oil cooler should be removed and and its freedom from excessiveacidity.
cleaned separately. Il at any time, the neu-
tualization number of the oil at the end of the If there has been an engine failure on the test
test exceeds .65, the engine should be disassem- stand the complete oil system should be flushed
bled and the master rod bearing inspected. out with a petroleum solvent.

CONTROLS

Engine controls are provided by suitable bell This streamlined member should be supported
cranks and torque tubes which extend from the from the wall of the engine room and should be
engine mount assembly to the operating room. connected to the suppoiting drum by a flexible
Hydraulically operated controls are being used, leather section. Fle}ible connections should be
in some instances, with very satisfactory results. provided at this point in the fuel lines, oil-liJres,
"Fuel
It is recommended that the streamlined member ind engine controls. As stated under
which houses the operating controls, fuel lines, plt underneath
System'i, the use of a trench or -In
oil lines, and instrument wires extend from the tie engine is not recommended. case of an-y
side of the engine mount drum to the wall of the leakage or breakage of the fuel line,_fuel will col-
test house on a level with the horizontal center lect in such a trench and any explosion or fire
line of the supporting drum. will be conducted directly to the control room.

INSTALLATION OF ENGINE FOR TEST

The test stand should be equipped with an 2. Connect manorneter line to No. 1 inlet port,
Engine Mounting Ring, such as Pratt & Whitney also for measuring manifold pressure.
Airbraft Part No. TC-5t259,. as illustrated in (Optional)
Fig. 702. Connect the tachometer.
3.
The starter which is to be used should have its
proper gasket and be installed on the engine. 4. Connect the throttle control.
-It
shoutii be securely fastened and the attaching 5. Connect the mixture control.
nuts safety-wired to prevent it from becoming
loose during run-in. 6. Connect main oil pressure gage line to the
connection at the upper left side of the rear
The fuel pump with its proper gasket should be section.
installed on the engine with the fittings necessary
for the connection of the fuel lines. 7. Install propeller governor cover Part No.
Lifting Sling PWA-37, in conjunction with a 26646 on Wasp and Hornet engines having
hoist, should be used for lifting the engine into provision for such on the nose section.
position for mounting on the stand. Geared 8. Connect pressure gageline to oil passagein
ilrive enginesshould have an additional rope slilg "nose" section. Thfu connection is located
to support the "nose". This rope sling should be to the right of the governor mounting -Pgd'
attached to the hook of the chain fall and passed as viewed from the front of direct drive
around under the propeller shaft to keep the cen- Wasp engines. On geared Hornet engines
ter line of the engine horizontal while installing the cbnndction is made at the boss on top of
the engine on the test stand. The engine should the reduction gear housing.
be secured to the Engine Mounting Ring with
nine bolts. 9. Connect manual control to the two-position
propeller control valve for engines so
The following instrument and control connec- equipped.
tions should be made:
1. Connect manometer line to blower rim for 10. Connect fuel line to the engine fuel pump
measuring manifold pressure (absolute and to the carburetor.
blower rim pressure to be used as manifold 11. Connect fuel relief valve (if not integral with
pressure in determining horsepower). fuel pump) in fuel inlet line to carburetor.
RIGHTSIDEOFENONEAND (Q= ONLEF'
NOTE:-(FFON
SIDEOF ENGINET
LOOKINGFROMFEAR.
SPEEDOFSHAFTSREFER TO CRANXSHAFT SPEED

A - C A R B U R E T O RM O U N T I N G P A D
B- S T A R T E R I T O U N T I N GP A D -SHAFTSPEED ITOI
- sHAFr seeeo ti ro t
c- GENERAToR ircuNTtNG pAD
O-FUEL PUMP MOIJNTING PAD - SHAFTSPEED ITO I (L)
NECESSI
E -VERTICAL A,XILIARY ACCESSOFI. MOUNTING PAD - SHAFT SPEED ITOI (ReL)
OF BREA
F-TrcH DRtvE-snerrseeeofrot (L&R)

c -orL rANK vENr ro eNo. - txtaru.er (REL)

H-otL eRESSURE cAGe coruN.-$xzzr'rRr (l) (oprroNAl LocATtoNs)
I _ OIL PRESSURE RELIEF VALVE (R)
J -ENGINE OIL SUMP DRAIN I-I8N.S-3 477 7
K-OIL PWP
L- o t L T N L E T p A D ( A V A T L A B L EB y R E M o v A L o F o r t - INLETaTHERMo c o r . r r u .e s s V . )
M - OIL OUTLET PAD
4.777
N-orl ourLET THERMo. coNru.-|xrerur-r (d
O FRONT SUPPORT-i.IOSE COWL
tpol
P- REAR SUPPORT- NOSE COWL
.562 -
Q-FRONT SUPPORT- RING COWL !
a4
R- pRop sHAFT pLUG(HIGH pREss. otlreeo)
S- IGNITION WIRE MANIFOLD
T- vAcuuM puMP iiouNTlNG FLANGE-SMFT SPEED trrot(L)
U - MAGIIETO BOOSTER CONN. ONE MAGNETO ONLY
v-I\,IAGNEIO GROTJNDCONN. BOTH MAGNETOS
W-HYDRO ADJ. PROPCONTROL LEVER
x-BREATHER-f,rosr conn.(il @)
-n7so(o?o)
y- MANTFOLC PRESSURE CeCe CONr.r.-$x27N.p.T (A.al) DRILLED oFEN|NG lS REQIJIRED LE,\GTH Of, '
lN THE COIvPANION FITTING
Z-L;FT;NG LTNKS

A-A-LOCATION TO BE USED WHEN PROVIDING OIL TO PROP GOV REAR FACE LINE OF
(HaururoN srD. pRoP To Ft-RNtsH sPEclAL PLUG WHEN MOUNTING LUGS
USING THIS LOCATIONJ
B-B-REMOVE INNER PLUG UhDER SQ. HD PIPE PLUG WHEN +L
DESIRINGoIL PRESSURETO PAD-ETR.-l.) ft.
a
c-c-AccEssoR/ou nerunr+-txtINpr
D-D-MAGNEToBLASTTUBEcoxu. |-t+ H.e.r (nal) .-sg
E-E-orLrNLET TI-ERMoMETER -t-ra ru.r-s
coNNEcrroN
FRONT FACEOF t' Z
3 !2
F-F-OIL INLET FLANGE THRUST NUT
GG-ROCKER BOX OIL SUMPDRAIN I-I8N.93 fix aaxr-r
4-5TU6

txeaN.r-a
+d 6.STUDS

f x rarvc-:- ljoeee

J"'
FRONT VIEW OF THRUST
CO/ER STUDS

NOSE COWL SUPPORT

ill?."-rH,s
sr
FRONT UEW
. cstzE t.001
.250 D.HO
zjf on

TORQUE LIMITATIONS ON *3o SHAFT END

ACCESSORYDRIVES- D-2695O PROPELLER ROTATES ENLAR@
COUNTER CLOCKWISE WHEN VIEW OF SPl
VIEWED FROM FRONT
DEFIICTOR ASS/. COMPLETE-}.486I0 SCAE 4'
(rRessunervpd
ll Mrt.
MfN. -
r_
FOR PRIMII{GSYSTEM SEE DRWG, C-45936 -L !oo.
EXAMINE FOR CLEARArcE jurr.r "it
RocKER Box coNTouR on'wb r +zttg *st(.ooz)
R. APPROX. l l
EQUIPMENT INCLUDED IN C.G LOCATION CHORDAL .0672 t_
SLOTWTDTH.0652
MAGNETOSOIL PUMP TACH DRIVE see (r4os) LL pRE
IGNITION WIRE CARBURATC'R
l:886to.
----f -
II TEETH ont
4t7 24146PtTCH OIL FEEDLOCA
so'pRessuee
4583
PD.
- f, za Nr-
4- STU
,lz+-M-s
'- 4-STUDS
4.777
THE INVOLUTE TOOTH FORM
SHALL BE TRUE INSIDE THIS ENLARGED VIEW
DIAMETER. OF SPLINES
SCALE 4: I
fnor.rio*^r"^r.
nro.I-raxs -
;**6o*'r. e.oe-sartffif
I]A DR'LLJ
I rq.E'ssuRE ott- tooo r
.:ED LOCATION t.625 DrA.
raocra)ontu.
c'stNK- tdro22
eo'4$on*i Dr&

TACH DRIVE

^ ls': -,.eI ,-.i33

FULL SIZE
6
oi,i,i\6$---_"'-ill" - an'* t oo5
.3/r4_+i+*J ! _:- -.aa
61
/ / l - t
-t:]:-{-=
FRONT,SUPPgRT- RrNG COWL
/ /FULLSIZE -jza
":-*
cn n.uax$_.azslffi DEVELOPMENT
OF JAW
ua.
$ onrul
[.<,-- :r 5t-iNEs';'ffi'-toot'$$!orl
,, vrA_.zrg$L 3HOLES
3o'
/ 3oif.9Y!'"*." +f
l'41/,
- ? / 1-1/r/
'c I
;l{5 ro FAcEoF GEAR
c @ COWL LUGS WILL BE IN
LocArroN sHowNwrrxrrc$
Sxas
EXHAIJST PIPE
FLANGE T2JAWS-
GEi\ERATOR DRIVE
j srze EQUALLY
sceleI sze
SPACED

srARrER
I
,rit
/Qor
I//

D€
t r H
l :': :l ANGULAR LOCATION OF TH]S
FLAhIGE TO BE DETERMINED
t. t AT Ei{GINE INSTALLATION,
I \
J _. al RUE ANGLE REQUIRED FOR
OF FLANGE REi'Or'ING OIL PUMP BODY
I tf- a4-

fixz+r.r.n-s
2- STUDS
OILOUTLET PAD
FULL SIZE
--
F S :r^CE FOft l2 TEETH ?O/ag PIICA
E|t x: :'r- STRA|NEFI S O . P R E S S U E EA N G L E
Ar€. S:\ gOF MOUNTING LUGS
EASa DRILLED HOLES
.ozarl.333 smi333ore EQTJALLYSPACED
D€VELOPMENT OF JAW
o25R.
APPROX alf r,lrxc.on. ovER RocKERco/ERs
ftf corvl cLEARAT€EDrA.ovER
ROCKER@VER STIJOS

ll
t6 TNVoLUTEroorH i 5i8-t_ [;
FORMMUSTBE I
frur.t
*MAX
TRUEINSIDETHISDIA.
__-t In
ttt--?
v
DRILL riio. o*,aa=H
$ ora.
DIA.

+
F-F 2 HOLES

s
R.6Z
+ooa rlvrN
_ooo
r.500 DrA
Joos
r.875 r[i frrlj
CARBURETOf
VrcUUMPUMPPAD OIL INLET FLANGE
(ruu-sze) FULL SIZE
OIL INLET PAD
FULL SIZE

Fig. 705 - Typical Installation Drawing - Wasp Jr. 83

713

!.o02 HEX
3t2
n,
.8Put
: x] .3I4 DIA. MAX
07

HEX
fi- rar.r-r
EXTERNALSPLINE
OPTIONAL
- lO'* too5
- - -.2t6
n
-._^__Cl,- .osslSP'
-izn
;-- +se1.!l!
:T.'-:P\|sNT OF'JAW

f-ea Nr-a

2 )^5
i:,- - -Y '-$x zaur-s
5,4::: STARTER DRIVE 6-STUDS
I2 JAW EQUALLY SPACED VERTICAL AUXILIARY
(oerroNeu) A C C E S S O R YD R I V E S
FI.I.L SZE FULL SIZE TCABLE TO EACH
-.------ PRO.JECTION OF THESE TWO S \ smnx eluc

7l\,--
tr1\
! \l
= \ l
= I ..-- t.oos
3f
--::
'/ {i, sDtA.
f.\f-
rtA

#s -ed-

]xea H.r-a S
1 6-STUDS FRONT
B/ ! EQUALLY
MANIFOLD
SPACED
STARTER DRIVE
3 JAW
(FULL srzE)

)€dI-OPMENT OF JAIY RADIO SHIELDING

(nena vnw)

- 6t-
-r$-

l*Htr,.
Hr+
t ore ontu- tlv
fr x24NF-3 FORREFEREilCE
ONIY
CARBURETOR I/PI}.ITING PAO
torg,-(Rl,or.| $Gxt llDE OFEr{G.AfiO(L}'Ofi LEFT
SID€OFEilG,LOOXIi'GFFOI' REAR
SHAFTSPEEDS REFIR?O CRANK3HAFT SP€ED

A- CARS.IRETOR NA-YgH
B- STARTER iDul{Tlt\G PAD-SMFT SPEED I TOI SPACE REODE
c- cEr€RAToR rrouNTtNG pAD-g{AFr'speeo tl ro r REIn/IIG FA
D_ nf,L pur/p rbUNTttC pAD_SHAFT SpEED trO r (r_)
E: cUN Syr{cHRONtZER pAD-grAFT SPEED tTOt (Ra.L)
F- TAcl-torrETER DRIvE- j-rexs-r - sHAFr seeeo j To | (RlL
G- orL TANK lol? ro exc- !-u-Ner zusHED ro t-ta-Ner (nal)
H- o|L [email protected] i-27N.PT (L)
I - OIL PRESS.RELIEF \ALVE (R} st---------i
J - O I L S I J M PO R A I N _ h ' I?NF.3
K- o|L PUMP (R) EI{-ARGEO VEW
L- FLEL pREss. cAGE coNN. i-az ner (r- ) OF SPI-INES
SCALE.4:l
N_ oL f{-ET BAD_(R)
O- OIL OUTLET BAD
P - FRONT SUPPORT- NOSE @WL
fixze}f-s
O- REAR SUPPORT-ISSE COWL 4 TNSERTS
R- FrcNT SUPPORT-RING COWL fi aee
s- o€FLEcroR RtNc supPoRr lrNrerc ponrl
t375'toor o
T- GNITON WIRE MANIFOLD
u: BReATHERllpsEcoNN. lRl
V- @VER},IOR I,|OI'NTIiIG PAD-SHAFT SPEEDU44TO I
w_ vAc. puMp lvouN?p.lc pAD_(L) srlrr speeo r* ro r
x - MANtFoLo pREsstJRE cece conn. {-zz-N.er (R. r. D
y- DEFLESIoR Rtlrc SUPR RT (ExHAJsr pcrtT) O }|oLE
z- FUEL rNLEr coNN. i- ta-Net /r ) I !0ro fh" IGH PRESS{JRE REAR FACEOF
LrErrs OIL SUPPLY tOLr{TNG G-GROOVES EOUALLY SPrc!
TO PROP
B8-RE[,|O/E lNf€R PLTJG UND€R SA. FO. PIPE PLUG wl-€N
D€SIRIhIGOIT. PREsS. TO FAD E.R.U-)
-42{fA-
C.C LFTING LINK
D-O MAGNETO BOOS.1€R CONN. ONE MAGNETO ONLY
fl x2aNF-3
4 STUDS1 ?-

a
F-F I|AGI.|ETO GROUND CONN. rcTH [,l,AG1'lETOs
G,€ PROP. SI{AFT R-IJG GIIGI-IPRESS. OIL FEED)
H-H{CCESSORYO|LRETURT.T COr.rN. f -ra Uer (u)
EQUIPI,ENT INCLUDEDlN C.G LOCATIONS FRO.IT FrcE OF
THRUST T{JT ON ALL
MAGT€TO5 OF
INLET }ORNS
TGNITION WIRES IN.PORT \Y)t-L_
':I{r'7
-Tv r 3 4-
OIL PUMP / loos-
TACFI. DRIVE z{o' / L.*r'o €€x3r
€TRBURETOR TI-IIS A'{GLE S N a0
Pl-AtE OF TUBE :386,
D€FfJcToR AssY co[rPlJTE->41726 en€ssun€ wPq)
FOR PERMISSB.E TORQ{JE LOADS ON
ACCESSORY DRIVES SEE D'26950
R/OCKERBOX COTITOJRSAI|D
i---.---
-
ARMNGEMENT FOR COII/LITIG R.27TI8 c
L't,-E

r
3.53r 2565
tooS
' - tFoc[t
t-
3.531 2.565
lpos 1.loos
I
zsoa!.o,\
fx2a NF-3
12 STLDS
- | x a+ r.rr- a---1
6 sruDs r e
FRONT VIEW OF
TNUST CO/ER STI.DS
fx r ON C - 3 - = r
t
ffitrr-
FROIIT VEIVOF STuDS
FOR CC'IA'LINGSLPPOR'T
CARB DN

F.F
GROUND

--r-
.t
I t6 t7'
rE

r--_ .l
4.777'
Tt5 rl l u
I _ I
tt
--1i-err
. i Gorcot*s.. &sTr.at
REAR MANIFOLD

RADIO SHIELDIiIG
(nern vrew,)

Fig. 7054
ffifi.'i'tr-3[sr
*
\H,4 hl PRO,'ECTPN OF T}EE
;SPACE REa,D.FoR
u4--t ottY
**,* *f^(ERs
/

/ ir
---rS'
J , -E -I
{rac nr-r
4 STT.DS

;i-
ILARGED VIEW s JAwsJ
oF sPt-h€s EpUALLY
SPACED

1@ !.oro
" .52o 6!n
SARTER DRilE Elru
4 3-J.il
Fllr lrzE
i|rel xr-s
- {tr-- l---.i- 9 STr.rOSPRO-ECThIG S
t oF cYLrNo€R, \',

**,*/
FROM PADFACE.
F-venncer_ e\
6-GROOVES EQUALLY SPACID

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tdLEiIGTH OF
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Li I ll $'oeruuo xoues
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tft ROCKER CO/ER STUDS.
-*2fe
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CARB FTTOT' NA}€E
SPACEREqJIRED FOR
REIYOVINGOIL PUMP BODY
.*
t-o
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af1 I RI-L J:ZE

CARB. BOTTOM FLAI€E

Fig. 705^{ - Typical Installation Drawing - Wasp S3H1

7L4

iEN F^CE OF

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on. rou

SPACEREOUIREDFOR CARzuRETOR @NTROLS

RElvOl/ll{G OIL PUMP SODY

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FORREFEREilCE
Ol{tY
GARB. BOTTOM FLAIGE

\\'asp S3H1
7t5
RUN.IN OF ENGINES AFTER OVEREAUL

t2. Connect fuel pump drain line. *Note-A survey of all cylinder hgad and
banel tdmperatures should be made
13. Connect a tee into the blower rim manifold on the first engine run in a new test
pressiure line and lead to the economizer house, or on the first engine of each
unit of the NA-Y9J carburetor (used on type to be run in an old test house.
someWasp engines). Tliese temperatures should be deter-
L4. Connect a mercury manometer to NA-Y9C, mined by spark plug gasket thermo-
NA-Y9G or NA-Y9G1 carburetors to indi- couples ior- head temperatures -and
cate the absolute pressure below the car- rivet type thermocouples embedded
buretor when the automatic mixture and just ab6ve the cylindef barrel mount-
power control unit is checked in "Mid" and ing flange for banel temperatures.
('Cruising" position. Frbm tliis temperature survey, the
This connection is
made at the carburetor on the accelerating two hottest cylinder locations can be
pump side near the parting section and determined ahd thermocouples used
automatic mixture regulator flange. at these locations for all future tests.
Cylinder barrel temperatwe measure-
15. Connect a line from the automatic mixture ment is unnecessary after the initial
and power control unit of NA-Y9C, NA- check.
YgG or NA-Y9G1 carburetors to a tee in
the main oil pressure line. The installation diagram, Fig. 705, *.itt be
helpful in finding the previously mentioned
16. Connect a line to the oil drain connection connections.
of the automatic unit of NA-Y9C, NA-
YgG or NA-Y9G1 carburetors and lead The test propeller should be inspected prior to
this to the oil drain pipe on the left side of installatiott'ott'the engine propell-er shaft to be
the engine rear section. sure that its hub splines and nut are free from
burrs or dirt which might cause damage to- the
17. Connect breather lines to the breather engine propeller shaff. The propeller shaft
connections of the engine. snSUa b^ec6vered with a light o-il, the propeller
18. Connect priming system. installed and the attaching nut securely tight-
ened. Any loosenesswill allow the test club to
19. Connect fuel pressure gage line to car- work on the propeller shaft which may cause
buretor. damage or galling. For the tightening gperat-ion
20. Connect magneto ground wires. a torlue of from 625 ft.-lbs. to 750 ft.-lbs.
should be applied to the propelle,r nut. Thit
2L.* Connect head thermocouples to at least two may be accorirplished bv urling a bar fogl feet
cylinders. lon! and applying a weight of-between 160 and
190-pound; ai the end ol the bar. The weight
22. Install carburetor air inlet duct. should be applied at right angles to the ground.
23. Connect air inlet thermometer line in air The bar shorild not be struck with a hammer or
duct to carburetor. other heavy instrument except to check the tlght-
ness of thd nut. To check-the tightness of the
24. Connect oil inlet and outlet lines. nut after the above operation has been per-
25. Install exhaust stacks. formed, a 21h lb. hammel may be used to strike
the bar near the nut. Care should be taken not
26. Install cooling cowl (if used). to exceeda normal swing of the hammer.
TEST PROCEDURE
GENERAL
An experienced test operator should have The engine should be watched for oil and fuel
charge of the run-in of an overhauled engine. leaks, and=necessary corrections should be made
The operator should keep the engine and instru- during the run-in, where possible. A few minor
ments under constant observation. A log of the adjuslments, 6uch as oil and fuel pressure relief
engine test (seesample sheet, FiS. 706) recording adjustments, are usually necessary-andshould be
observations at 15 minute intervals, should be made during th€ run-in.
kept filed with the engine inspection and overhaul
records at the completion of the test. Where the engine is equipped with short ex-
It is recommended that the temperature of the haust stacks and it is possible to watch the ex-
air entering the carburetor be maintained at haust flame from each cylinder, the flames should
90" F. (32" C.) for test stand operation. This is be watched for any difference or change in color
particularly important when running-in engines which might indicate misfiring plugs, excessively
equipped with NA-Y9C, NA-Y9G or NA- lean or rich mixtures or other discrepancies at one
YgGl carburetors. or more cylinders.
7L6
RUN.IN OF ENGINES AFTER OVERHAUL

ENGINE SERIES-NO.-SHEET NO'

OBSERVED BY

LOG OF ENGINE TEST

sTD. OBS.
BAROMETER-IN. HG. AT- F. TIME HUMIDITY-FUEL (OCTANE RATING)-

CARBURETOR DATA

CARBURETOR

MAGNETO TYPE RIGHT NO,-LEFT NO.

LOSS OF REV'S.-RIGHT MAGNETO LEFT MAGNETO TEST CLUB

REMARKS

Fig. 706 - Sample Log of Engine Test

7t7
RUN.IN OF ENGINES AFTER OVERHAUL

STARTING THE ENGINE

Before starting the engine, a wobble pump in tenths inches of mercury), below the carburetor
the oil system should be operated until the engine in the "Mid" and "Cruising" positions with the
pump is supplied with oil. This precaution is throttle wide open. If the unit will not main-
particularly important in cold weather. Where tain the desired regulated pressures within the
it is extremely cold, the oil feed line should be aforementioned limits, it is not functioning
disconnected at the engine oil pump and the cold properly. If the unit has been overhauled and
oil forced out of the line through use of the wob- bench tested as described in Chapter XVII, only
ble pump just prior to starting the engine. In- in rare caseswill it require readjustment and this
structions for starting the engine are contained should be done only by someone who is familiar
in the Operators Handbook. with the proper procedure.
These instructions should be strictly adhered To check the automatic mixture control unit
to. while installed on the engine, the following pro-
cedure should be carried out:
Oll Pressure - If the oil pressure, after starting,
does not register on the gage almost immediately 1. With the throttle partly closed, (1200
the engine should be stopped and an investiga- R.P.M.) put the selector valve in the
t(Mid" position and speed up the engine
tion made for the cause.
by opening the throttle until the mano-
Before the run-in is completed, the pressure meter indicating pressure below the car-
should be set, by adjusting the relief valve so buretor reaches a point where there is no
that it is 70 - 90 lhs./sq. in. (5 - 6 kg./sq. cm.) change in pressure for an increase in
with the engine turning 2200 R.P.M. and the oil throttle opening. This will be the pres-
inlet temperature at 140" - 167' F. (60' sure to which the automatic unit is regu-
75'C.). lating and it should remain constant for all
throttle positions from this point to full
Fuel Pressure - If the fuel pressure is not throttle. If the operation is satisfactory
within the desired range of 3 - 5 lbs./sq. in. and the pressure is correct for the particu-
(0.21-0.35 kg./sq. cm.) at 1000 R.P.M. and "Cruising"
lar carburetor setting, the
above, it should be adjusted by means of the fuel position should be checked.
pressure relief valve.
2. To checkl the "Cruising" position, partly
Englne Run-In Schedule - The following close the throttle and move the selector
schedule outlines the minimum run-in period valve to the "Cruising" position; then
recommended for properly seating piston rings speed up the engine by opening the "Mid"
throt-
and burnishing newly installed bushings, etc., tle, as was done in checking the
in an overhauled engine. position. The manometer indicating pres-
sure below the carburetor should show an
R.P.M. Minutes increase in pressure until it indicates the
800-1000 15 regulating pressure for the "Cruising"
L200 t20 position, anil should remain constant for
1400 60 ah throttle positions from this point to
1600 60 full throttle.
1800 60 Note-The pressure below the carburetor,
1900 60 when in "Mid" or "Cruising" position
2000 60 is controlled by the air shutters;
2L00 30 therefore a thorough investigation of
Rated Speed 15 the shutters and their linkage should be
made before readjusting the regulator
Checklng Operatlon of Carburetors havlng unit.
Pratt & Whltney Autornatlc Mlxture and
Power Control Untt - This unit should be 3. The throttle should be partly closed, until
overhauled and bench tested as described in it is positively controlling the engine speed
Chapter XVII. After the overhauled engine and power, before moving the selector
has been run-in, it is advisable to check the valve out of the "Cruising" position and
operation of the unit when mounted on the into the "Mid" position. The throttle
carburetor and controlling its operation. It is should be still further closed, until it is
also desirable to check approximate fuel consump- again controlling the engine speed and
tion in the two automatic positions. The power before moving the selector valve
principal check of the unit is for its ability to out of the "Mid" position and into the
"Manual Full Rich" position or "Emer-
maintain constant, without hunting, the desired
absolute pressure, plus or minus .2 in. Hg (two- gency" position. The engine should be
7L8
RUN.IN OF ENGINES AFTER OVERHAUL

Fig. 707 - Psychrometric Vapor Pressure Chart

7L9
RUN-IN OF ENGINES AFTER OVEREAUL

operated in the "Manual Full Rich" posi- The carburetor is of the fixed jet type, the
tion at all times on the test stand except proper jet sizes having been determined and
when checking the operation of the Auto- tested in each carburetor. Under no circum-
matic Mixture and Power Control Unit stances should these be changed without first
and for fuel consumption checks. consulting the factory.

EORSEPOWER DETERMINATION

A reasonably accurate determination of the 30.25 in. Hg at 79" F., refer to the Barometric
horsepower dei'eloped by a Wasp Jr., Wasp or Temperature Correction Chart, supplied with the
Hornet engine may be made by ieferring to the barometer by the manufacturer, and for 30.0 in.
sea level calibration curve for the particular Hg and 78"'F. find a correction factor of -.13.
engine (assuming that the test stand is located The True Barometer is found by adding the cor-
approximately at sea level). The Operators rection factor (with the conect sign) thus:
Handbook describes, in detail, how to use the
calibration or operating curves, including in- 30.25
- .13
formation pertaining to the carburetor air tem,
perature correction. nn True Barometer
The True Barometer should be computed and
If the test stand is situated appreciably above recorded once every hour.
sea level, the altitude part of the calibration
curve should be used as described in the Opera- Wet and. Dry Bulb Temperatures are required
tors Handbook. in order to compute the vapor pressure from the
Psychrometric Vapor Pressure Chart (Fig. 707)
The information which follows is furnished in and obtain the Corrected Barometer. Readings
the event that, for some reason, the closest possi- should be recorded once every hour.
ble determination of actual horsepower on the
test stand is desired. After the absolute manifold pressure has been
derived and used with the engine R.P.M. to read
Absolute Blower Rtrn Pressure or absolute hors,epower on the calibration curve, the horse-
manifold pressure (in. of Hg) is the algebraic power read from the curve must be conected for
sum of Observed Blower Rim Pressure and Cor- the variation from 60' F. (standard temperature
rected Barometric Pressure. Thus if an engine at sea level). The following formula can then
is operating with a Blower Rim Pressure of -2.3 be used to deterrhine the actual horsepower:
in. Hg and Corrected Barometer is found to be
29.22 in. Hg then the Absolute Blower Rim Actual Horsepow€r:
Pressure (absolute manifold pressure) is 29.22 * Horsepower Read on Curve
(-2.3) : 26.92in. Hg.
Corrected Barometer is found by subtracting For example, consider the Wasp engine running
from the True Barometer the vapor pressure at 2200R.P.M. with an absolute blower rim pres-
(i.e. pressure due to moisture content) in the air. sure of 32.5 in. Hg and a carburetor air tempera-
For example: assume wet and dry bulb temperature of 80" F. At 32.5 in. Hg and 2200 R.P.M.,
tures of 78' F. and 84' F. resp,ectivelyQ8/84. the sea level calibration curve shows 525 brake
From the Psychrometric Vapor Pressure Chart a horsepower.
correction factor of 0.9 is found for these tem- Using the horsepower correction factor table
peratures. Thus, if the True Barometer is 30.L2, which follows, a correction factor of 1.019 is
the Corrected Barometer is 30.12 - 0.9 : 29.22 found for the carburetor air temperature of 80' F.
in. Hg. Using the correction factor in the above formula
for actual horsepower, 525 : 515 actual horse-
Trre Barorneter is computed from the Ob- power.
served Barometer by correcting the latter for 1.019
temperature variation away from the standard The following table of correction factors for
temperature upon which the barometer scale is carburetor air temperatures should be used with
based. Thus if the Observed Barometer is the foregoing formula.
720
RUN.IN OF ENGINES AFTER OVEREAUL

H. P. CORRECTION FACTORS
Barometer 29.02 ln. Mercury
Air Correctlon Air Correctlon Air Correctlon
Temp. oF. Factor Temp. oF. Factor Temp. oF. Factor

95. .1.033
96... .1.034
97... .L.035
98.. . .1.036
99... .1.037
100.. . 1.038
8 1 .. 101. . .1.039
L02.. .:.....1.040
103.. . .1.041
104.. . .L.042
105.. ..L.043
106.. . .1.044
t07.. ..L.045
108.. . .1.046
109.. . .L.047
110. . .L.047
111. .1.048
Ltz. . . .1.049
113. .1.050
Lt4. . 1.051

Cheeklng FueI Flow - After the engine has or 434lbs./hr. In caseof stands equipped with a
been run--in, the gross fuel consumption in fuel flowmeter the flow in tbs. /hr. is read direct.
pounds or gallons per hour should be checked.
it is recomirended ihat the fuel consumption be Speclffc Fuel Consunptlon (lbs-/8.P./!t.)
j
measured at several points within the cruising Stto,rtd it be desired to-determine Specific Fuel
range and at rated power and speedof the engine. Consumption (not considered practical in average
horsepower,
case on held test stahds) the actual"Horsepower
The gross fuel consumption may be determined arrived at as described under
readily at all times if a fuel flow meter accurately Determination", must be used. The following
calibrlted for the specific gravity of the fuel is formula may then be emploYed:
installed in the fuel line tb the engine. Flow
meters of this type should be calibrated once
every two months and should be accurate to S.F.C, m Flow (lbs.ihr.)
, : Fuel
within L/6 tlvoughout its usable range. It-ryuy
also be found bf timing a given weight- of fuel Thus for an ensine developine 525 H.P. with a
that the engine- consumes from a weigb! t-ank fuel flow of 350-lbs.1hr., the Specific Fuel Con-
mourrted on a scale. A third method of finding sumption is equal to:
the gross fuel consumption is by timing^a -given
volume of fuel consumed. The volume fuel flow -350
: .666lbs. lH,.P.llv.
tank should be accurately calibrated for the 525
specific gravity of fuel. See Tig. 794,for the
various arrangements for determining fuel flow. Note-Becalrse of the several engine models
and numerous carburetor settings in-
When determining gross fuel consumption !V volved, it is not feasible to cover actual
the volume or weifhl method, the longe,r the fuel consumption figures in this manual.
duration of the check, the more accurate the re- Where fuef consumPtion figures are
sult will be. However, in any case, the time desired for a particular englr-le model
interval should not be less than one minute and carburetor setting, information
(60 seconds). will be furnished by the-Pratt & Whit-
ney Aircraft Service Department upon
Fuel Flow-Fuel flow (lbs./hr.) is computed request.
by means of the formula:
x 3600 Checklng Otl Consumptlon - qg+ng. .th"
Flow _lbs. run-in, th6 goss oil consumption should be deter-
-running
sec. mined' while the engine is the hour at
Thus if it takes74.5 secondsto empty 9 lbs. of gas 2000 R.P.M. The consumption may b-e ascer-
out of the weight tank, the Fuel Flow : 9_. J600 tained by subtracting the weight of oil- at the
74.5 ettd of tlie hour, as in-dicated on the weight tank
72L
RUN-IN OF ENGINES AFTER OVERHAUL

scales, from the weight at the beginning of the as an airplane propeller, it is impractical to
hour. Readings should be recorded every 15 make a final idle adjustment of the carburetor
minutes. on the test stand. However, at the completion
If the gross oil consumption is not more than of the run-in, the engine should be checked for
4.5 lbs. for Wasp Jr.,6lbs. for Wasp, or 7.25 lbs. idling, acceleration, and operation of the mag-
for Hornet engines, and not increasing during the netos.
last two 15 minute intervals, the condition of
the newly fitted piston rings should be considered The engine should not lose over 100 R.P.M.
satisfactory. If the oil consumption is high, or when opeiating on one magneto at 907o rated
increasing during the last two 15 minute inter- speed. Checks on single magnetos should be
vals, the run-in may be continued for an addi- made in as short a time as practicable, as con-
tional two hours at 1600 R.P.M. to further seat tinued running on one magneto at high horse-
the piston rings, after the run at rated speed is power output can cause serious detonation.
completed. If the condition is not corrected After checking one magneto, the engine should be
after this run, as determined by a check run of allowed to run 5 or 10 secondson both magnetos
one half hour at 2000 R.P.M., the cylinders before switching to the other alone.
should be removed and the condition of the rings
investigated. If the engine is to be placed in storage, it
should be run at least 30 minutes at 50% normal
Flnal Englne Check - Since the test club rated speed on unleaded gasoline, before being
propeller does not have the same flywheel effect removed from the run-in stand.
801

CHAPTER VIII

PREPARATION OF ENGINE AFTER RUN-IN

GENERAL

After run-in of the engine, the following treat- Check the sump plug for signs of foreign matter.
ment should be applied prior the procedure out- Check and clean pre$sure strainer.
Iined for "Preparation for Installation in Ship"
or "Preparation for Short or Long Time Storage". Spark Plugs-Remove spark plugs and check
gap which should be not more than .0L5".
Cleanlng Englne-The engine should be washed
externally with white furnace oil, varnoline, or Valve Clearances-When checking valve clear-
ances make sure that engine is thoroughly cool.
the eqoivalent to remove all oil, grease or dirt. Remove rocker box covers, being careful not to
Care should be taken to keep the-cleaning fluid
away from the electrical equipment as much as damage the gaskets. Check valve clearances in
possible. accordance with instructions contained in Chap-
ter VI. Extreme care should be taken in re-
Oll Dratr!_ Plugs-Remove the sump drain plug placing rocker box covers as a slightly damaged
and the oil pressure strainer in the iear section. gasket will cause oil leakage.

PREPARATION FOR INSTALLATION IN AIRPLANE

Greaslng Rocker Arm Ftttlngs (Grease Lub- synchronization between the two magnetos and
rlcated-Wasp Jr. B Englnes)-When greas- if a correction is necessary,refer to Page 609.
ing the rockers it is advisable to turn the crank-
shaft so that the piston is at the top of the com- Waterprooffng Magnetos-Seal all joints
pqessio4 stroke of the cylinder being greased. where moisture might enter with melted com-
This allows grease to reach the ball end of the pound Quaker Wax No. 368.* Do not put any
push rod and the adjusting screw since neither is oil, grease, or preservatlve cornpound. ln the
under pressure. At the same time the grease breaker cornpartment.
fittings on the exhaust rocker boxes shodd be
giveq a_plentiful supply. The top five cylinders Checking Nuts and Screws-Inspect engine
should be given half again as much grease as the carefully and check nuts or palnuts for looseness
lower cylinders, due to the tendency of the lubri- and broken safety wire. Look for oil leaks, as
cant to drain down the push rod cover tubes. such are likely to indicate loose connections,
Normally inlet rocker boxes require as much packing or nuts. Packing glands should be
grease as the exhaust rocker boxes. tightened and safetied. Give the engine a final
visual inspection for any damaged parts.
Checktqg Magnetos-Check magneto breaker
points for condition. Make sure they are not Cyltnder Deflectors-Refer to Chapter I for the
oily. Remove any trace of oil or grbase from description of the various types of deflectors
inside the magneto breaker housings with carbon which have been used on the subject engines.
tetrachlolide, then dry the housings thoroughly.
This is important, as serious burning of the The following table indicates the number of the
breaker points can result from a minute quantity cylinder barrel-fin, counting from the top fin of
of oil or grease,or a mixture of cleaning fl:uid anil the barrel, below which the butterfly clamp
oil or grease. Do not remove the oil from the should be located on both types of pressure
cam oiler felt of Scintilla Magnetos. Check baffies (bolted type and latch type).

Cyl. Nos.- l-2 2-B 8 - 4 4-6 5 - 6 6 - 7 7 - 8 8 - 9 9 - l

Wasp Jr. (Navy) Fin No. 22 4 4 22 4 4 4 4 4
Wasp Jr. (Comm.) Fin No. 4 4 4 4 4 4 4 4 4
Wasp (Navy and Comm.) Fin No. 11 11 11 11 11 11 11 11 11
Hornet (Navy and Comm.) Fin No. 8 8 8 8 8 8 8 8 8

To locate the butterfly clamp on bolted type position into which the clamp slides the most
de,flectors,install the deflectors between adjacent freely. Fasten the inter-cylinder deflectors to
cylinders and locate the position of the butterfly the cylinder barrels by clamps and wing nuts.
clamp from the hole in the deflector, using the Fit the primer lines through the rubber grommets
802
PREPARATION OF ENGINE AFTER RUN.IN

in the deflectors and connect to the cylinders der with a hose connection. The hose connection
where necessary. The primer lines should be should be secured to the pipe with wrap locks or
fastened to the intake pipes with clamps. clamps. The lower end of the pipe should then
be connected to the lubricator pump.
For Wasp Jr. engineswhich incorporate a valve
lubricator system and require installation of the The latch-type deflectors are installed in the
cylinder oil feed pipe on No. 1 cylinder, fit the s€rmemanner as the bolted-type with the excep-
lrpper section of the oil feed pipe through the rub- tion that the inter-cylinder deflectors are latched
ber grommet in No. 1 cylinder heail deflector to the adjacent cylinder head deflectors instead
and connect it to the inter-ear pipe on the cylin- of being bolted.

PREPARATION OF ENGINES TOR STORAG}E

General-Unless an overhauled engine is to be rocker boxes. to coat thoroughly the valve

placed in service within a few days after run-in, rockers, valves, valve springs, and the interior
it should receive special treatment before being of the rocker boxes. Actuate the valve
placed in storage. Previously, "Long or Short mechanism to insure thorough coating of the
Time Storage Treatment" was applied to the valves and valve gurdes. Replace the rocker
engine, depending upon the length of time and box covers.
climate conditions to which the engine would be
subjected. However, since the final destination Thrust Bearlng-Remove the thrust bearing
of an engine is unpredictable, it is recommended cover plate, and thoroughly coat the thrust bear-
that all engines be given the maximum amount ing with corrosion preventive compound, No-
of storage protection. It is recommended, there- Oxide EEE *, then replace the thrust bearing
fore, that the following treatment which is com- cover plate.
parable to the previously recommended "Long Generator and Vacuunr Punrp Drives-Re-
Time Storage" be applied to all engines which move the generator drive and vacuum pump
are not to be used immediately after overhaul. drive cover plates and apply corrosion preventive
A tag indicating the date of treatment should be compound, No-Oxide EEE *, to the splines and
attached to both the engine and the packing bearings. Replace the cover plates.
case. Engines to be shipped overseas should be
packed in a special double thickness waterproofed a sufficient quantity of
Exhaust Ports-Spray"compound,
packing case. corrosion preventive Rust Veto No.
3568-8*, into the exhaust ports to coat
Prellmlnery Treatment-During the last 30 thoroughly the heads of the exhaust valves.
minutes of operation previous to storage, the The exhaust valves should be in the full open
engine should be run on clear or unleaded gaso- position to insure a thorough coating. Install
line. The engine should then be washed down the exhaust port covers.
with white furnace oil or varnoline, or their
equivalent, to remove all grease and dust. When Internal Englne Preservatlon-(To be com-
washing the engine, the cleaning spray should be pleted prior to cylinder treatment). With spark
kept away from all electrical equipment. Pref- plugs removed, pump corrosion preventive com-
erably while the engine is still warm, drain the pound, No-Oxide EEE *, through the engine oil
engine of excessoil by removing the sump drain passages by means of the engine oil pump in
plugs and main oil screen and plugs. Clean and sufficient quantity to^411.the system. Thit.will
replace the screen and all plugs. require some mearu of driving the propeller shaft
at a speed of approximately 150-200 R.P.M.
Within two hours after the conclusion of the Do not allow the first oil leaving the engine oil
clear gasoline mn, spray corrosion preventive outlet to mix with the supply which is entering
compound, Rust Veto No. 3568-8*, into each the engine. Rotate and rock the engine on the
cylinder, with the piston at the bottom of its stand to coat thoroughly the interior. Drain the
stroke, in sufficient quantity to insure adequate excesscompound from the sumps. Replace the
coverage.. plugs and safety in place,
The following procedure should be completed Cyllnder Treatment-Turn the engine stand
as soon as possible after engine shutdown, but so the engine propeller shaft is extending ver-
in every case the requirements regarding Rocker tically upward. Close the lower set of spark
Boxes and Exhaust Ports should be completed plug holes with plugs. With the intake valve
within 24 hours. open and the piston at the bottom of the stroke,
Roeker Bor Covers-Remove and clean the spray the interior of each cylinder with corrosion
rocker box covers. preventive compound, Rust Veto No. 3568-8*,
through the top set of spark plug holes, so that a
Rocker Boxes-Inject sufficient corrosion pre- quantity of spray will be deposited on the intake
ventive compound, No-Oxide EEE, * into the valves as well as on the cylinder walls. Follow-
803
PREPARATION OF ENGINE AFTER RUN.IN

ing this operation, rotate the crankshaft at least tach the carburetor warning tag, and wrap the
six revolutions for piston ring coverage. Re- carburetor in a waterproof bag.
spray each cylinder with the piston at the bottom
of the stroke for final cylinder wall coverage. Magneto-Clean
-breaker the contact points and inspect
Remove the plugs and drain the excesscompound the mechanism of the magneto. Seal
from each cylinder by tilting and rotating the the magneto with melted magneto sealing com-
engine on the stand. After draining, install pound, Quaker Wax No. 368*. Do not put
dehydrator dummy spark plugs, Protek-Plugs*, any oll, grease, or preservatlve conrporrnd ln
in all the spark plug openings. Attach the spark the breaker compartment.
plug leads to the dehydrator plugs, and insure Spark Plugs-Clean the spark plugs and adjust
that the plugs are tightly seated on the spark thefu gaps.- Coat only the threads of the-sp-ark
plug bushings. Do not turn the crankshaft plugs with corrosion preventive compou-nd, No-
after thls operatlon. Oxi-de BEE *. Wrap in acid-free waxed paper,
Note-Do not remove the moisture seals from and place in the speciialspark plug shipping box.
the dehydrator plugs, until they are Accessorles or Auxlllarles-Inspect such parts
to be installed. as generators, starters, automatiC power -control
Palnted Surfaces and Rubber Parts-Corro- unit, etc., when furnished with the engine, for
sion preventive compound, Rust Veto No. 3568- proper preparation for storage. Cover.any un-
B *, fu detrimental to paint and enamel. Remove painted-poitions with corrosion preventive
- com-
any of this compound spilled or sprayed onto pound, Rust Veto No. 3568-8 *. Pour corrosion
paint€d surfaces by wiping with a clean, dry ireventive oil, Necton No. 50*, -into the fuel
cloth. b*rrp and propeller governor, and rotate to fill
External Englne Cleanlng-Spray the ex- itt civities,- w6en suCh parts are furnished with
terior of the engine with cleaning fluid (white the engine. Drain the excess oil. Coat the
furnace oil, or varnoline) and dry with com- propeller hub parts with corrosion preventive
pressed air. When spraying the engine, the Lompound, No-Oxide EEE*, and wrap !t- in
cleaning spray should be kept away from all acid-free waxed paper before packing. Like-
electrical equipment. Particular attention must wise, wrap all the above accessoriesand auxili-
be given to removing cleaning fluid from all aries in acid-free waxed paper before placing
rubber parts. in the shipping case.
General Inspectton-During preparation .for
Carburetor Openlng-Install the hot spot, if
shipped with the engine. Securely attach a % storage the en-gineshould be c[er:-keii thoroughly
pound bag of dehydrating agent, Silica-Gel*, to be sure thit all nuts are tight and properly
in the intake manifold. Mount the wooden safetied. The propeller thrust bearing nut
cover on the carburetor opening, using acid free should be made [ight and all parts of the engine
waxed paper as a gasket between the cover and should be in proper adjustment ready for run-
the carburetor mounting flange. mng.
Openlngs-Cover all other openings. Cover The entire engine should then be covered with a
breathers, oil inlet and outlet connections, etc., heavy waterprobf paper and the paper secured
with waxed paper securely tied in place. in place.
*specifications listed in this chapter may be procured
Propeller Shaft-The exposed surface of the 'the the' following sources. When- procuring material to
from-
propeller shaft should be coated thoroughly specifi.cationslisted, requests should be made that the
with corrosion preventive compound, No-Oxide matelial'be furnished i'n accordance with latest reuision of
this specification as designated by a letter suffix to the speci-
EEE*. When required, a thread protector cap fication.
should be installed.
Speclffcatlon Number Source of Supply
Crankcase Partlng Surfaces-Special care wax No.368
Quaker
should be taken to coat the parting surfaces on 8:*nf*f,T;:"1"":;:.,
the nose and rear sections with corrosion pre- RustvetoNo'3568-8 ";#i"f"ftf!tblf;'".
ventive compound, No-Oxide EEE *.
No-oxideEEE o;nuV?offiir",o,N,..,
Carburetor-After removing the carburetor ". and
from the engine carefully drain all the gasoline. Chicago, Illinois
Fill the entire carburetor with corrosion preven- Necton No. 50 Standard OiI Co. of New Jersey
tive oil, Necton No. 50 *. Thoroughly slush the Sitica-Gel m.ay be procured from the Dauison Chernical
interior surfaces by rocking the carburetor, exer- Co., Baltirnore, Md.
cising care not to damage the float or needle Protek-Plugs may be procured from' Pratt & Whitney
Aircraft, East Hartford, Conn.
valves. Operate the throttle pumps to empty
Corrosion preuentiue compound, No-Oxide EEE, should
the carburetor. Drain all excessoil and replace be heated to 180' F. (82' C.) before using.
the plugs. Lock the throttle in the full-closed Rust Veto .Ay'o.3568-8, should be sprayed on surfaces
position. Check all screws and nuts, making with a DeVilbiss Gun, Type CL-IOL, or its equiualent, with
sure they are tight and properly safetied. At- air pressure m,aintained at 4O to 5Ol.bs.per square inch.
804
PREPARATION OF ENGINE AFTER RUN.IN

PREPARATION OF ENGINE FOR RUNNING AFTER STORAGE

General-Before starting an engine that has allowing any oil which may have accumulated
been taken out of storage, extreme care should be in the lower part of the engine to drain out, as
taken to seethat all oil has been drained from the well as to drain any oil which may have collected
cylinders and the intake pipes. The general in the lower intake pipe and which would be
precautions before starting an engine are out- drawn into the cylinders when the engine is
lined in the Operator's Handbook. These pre- started. Turn the crankshaft at least twenty-
cautions should be carefully followed and, in five times by hand with the above-mentioned
addition, the following instructions be adhered to. plugs removed and allow oil to drain thoroughly.
Remove any trace of oil or grease from inside Install the spark plugs and the oil sump plugs.
the magneto breaker housings with carbon When reinstalling the intake pipes, the gasket
tetrachloride, then dry the housings thoroughly. between the intake pipe and the cylinder should
This is important as serious burning of the be in good condition and the flange should be
breaker points can result from a minute quantity evenly seated and pulled up snugly. Before
of oil or grease,or a mixture of cleaning fluid and engaging the starter, the engine should be turned
oil or grease. Do not remove the oil from the over by hand at least six times.
cam oiler felt of Scintilla Magnetos.
The engine should be run for approximately
The engine should be brought up to room tem- one hour, not over 1000 R.P.M., using a grade of
perature (60'F. minimum) and the Protek-Plugs oil from 75 to 100 viscosity. This is followed by
removed from the spark plug bushings. Protek- draining the oil and replacing with a grade
Plugs, after removal from cylinders cannot be recommended for service before the engine is
reused with any assurance that they will provide flown.
continued protection. Therefore, it is recom-
mended that they be destroyed immediately Carburetor-Before installing the carburetor
after removal. Oil sump drain plugs and the on the engine, the heavy oil in the carburetor
lower intake pipe should also be removed, thus should be thoroughly washed out with gasoline.
901

CEAPTER IX

INSTALLATION AND RUN-UP OF ENGINE IN AIRPLANE

INSTALLING ENGINE IN AIRPLANE

General-The subject of installation of the en- Fuel pressure gage pipe (at left or rear side of
gine in the airplane is not strictly an overhaul carburetor).
function; however, this chapter covers the sub- Carburetor fuel supply pipe (at left side of car-
ject briefly to acquaint the Overhaul Shop with
buretor).
the final operations on the engine.
Oil Tank vent pipe.
Wtth Flxed Mount-After the engine has been Oil pressure gage pipe.
overhauled and run-in, it is ready to be reinstalled
in the airplane. Before delivery to the airplane, Oil inlet temperature gage.
the engine should be thoroughly washed or Oil outlet pipe connection (at rear center of
sprayed with kerosene or white furnace oil to engine).
remove all dirt accumulated during test and then
dried with an air blast, as described in Chapter Oil inlet pipe connection (at right side of rear
VIII on "Preparation for Installation in Air- section below oil pipe).
plane". Hot air control rod (on air intake).
Hook the Lifting Sling to a chain hoist and the Governor control linkage.
sling to the lifting links provided at the top of the Starter energizing rod (if provided).
engine, and then relieve the stand of the engine
weight. Raise the engine to the level of the Mixture control rods (on side of carburetor be-
mounting ring. At least two men must be avail- hind throttle).
able, one to operate the chain hoist and the other Throttle control rods (on side of carburetor).
to guide the engine into place. Install all eight Battery.
of the bolts in the mounting ring. The mounting
lugs on the airplane must be in line with the Any other accessories, piping or wiring which
mounting lugs on the engine, so that all of the were removed at the time the engine was
mounting bolts may be drawn up without putting removed from the airplane.
a strain on the engine or the mounting ring. Be
sure to draw up evenly on the bolts to assure Wlth Rem.ovable Mount-The same instruc-
proper alignmerrt of engine and mounting ring. tions for cleaning the engine before delivery to the
airplane apply in this case as with fixed mount.
Installatlon of Accessorles, Ptpe Connee-
tlons and Controls-The following accessories, Attach Lifting Sling_and remove bolts holding
and the pipe connections and controls should be engine to the stand. Raise engine to horizontal
connected after the engine has been installed positioq and attach mount to engine, fastetting
in the airplane: with all eight bolts on mounting flange. Be sure
to draw-up all bolts evenly to assure proper align-
Vacuum Pump. ment of engine and mount. Install carburetor
Carburetor (attach braces if provided). and air scoop.
Starter.
Generator, (if provided) with all external wire Note-As the method of connecting up these
connections. lines varies with different installations,
it is advisable to consult the "Installa-
Carburetor air scoop (below carburetor). tion Handbook" or Installation De-
Exhaust manifold and pipes. partment of Pratt and Whitney Air-
Exhaust pipes to hotspot. craft, for further information.
Tachometer cable.
Guide engine and mount to plane and attach
Thermocouple wiring. mount to fuselage structure by means of four
Wiring from magneto to switch (ground wire). bolts. (In some installations the mount is con-
Manifold pressure gage pipe. nected to the cell structure of the plane.)
Fuel pump drain pipe. Attach all oil, fuel and control lines to their
Fuel pump inlet and outlet pipes. respective connections provided at the engine
Fuel pressure relief pipe. fue wall.
902
INSTALLATION AND RUN.UP OF ENGINE IN AIRPLANE

Flxed Pltah, Controllable' Constant Speed an added protection against overheating. It is

and Eydromatlc Propellers-Complete in- generally possible, however, to warm up the
structions for the installation of these propellers engine at the usual 1000 R. P. M.
are given in the service manual issued by the
propbller manufacturer, and this manual should When opening the throttle further to check
be cbnsulted before installation. the R. P. M. and magnetos, the cylinder head
temperature should not be allowed to exceed
Run-up of Englne ln Alrplane-The general 500'tF. (260" C.) in the short burst. The cylin{er
purpose of the run-up of the engine in the airplane temperatures are likely to increase rapidly after
is tb insure that the installation is functioning passing400o F. (204" C.).
normally and that the engine operating charac-
teristics are satisfactory. The duration of the Where it is found necessary to give a newly
run-up period should be at least thirty minutes installed engine a prolonged ground run-up,- the
and preferably an hour. ring cowl and int-er-cylinder bafles should be
removed as an aid to cooling.
Ground Runnlng Preaautlons-Engines
equipped with pressure baffies can be severely After this run-up, the oil strainer should be
ol:erhbated wheir running on the ground unless cleaned to remove any foreign matter which
extreme care is exercised. The effectiveness of might have come from the tank or pipes of the
pressure cooling is dependent on the forward airplane. Check all installations and controls to
speed of the plane building up a positive pressure see that everything is satisfactory.
in front of the engine cylinders, and a negative Adjustment of OII Pressure Rellef Valve-
pressure behind the cylinders thereby forcing -adjust
To the pressure turn the adjgsting screw
the cooling air between the fins. When running with a screw diiver, until the desired pressure is
up an engine against the blocks, the flow of air obtained. The valve is adjusted at the factory
is very much reduced, so that unless the power is to give ?0-90 pounds pressure at rlted sp$
Iimited the cylinders will overheat. when the oil inlet tempeiature is 140oF. (60'C.).
It is recommended that at least two cylinder When testing an eng-ine in a new installation,
the pressure should be checked and, if_necessary,
head thermocouples be installed and that, when
adjusted to give the above-mentioned pressure.
warming up, the temperature should not be However, wh-en the relief valve is once set for a
allowed to exceed 400" F. (204" C.). The particular airplane, readjustment to care for
maximum R. P. M. possible within this 400o F.
(204" C.) limit will vary with different installa- variatiotts in pressure is irot advocated. If the
pressure drops abnormally, it is recommended
tions and propellers, so that for a given airplane ttrat the cause be determined rather than that
it is good practice to determine what limiting
the relief valve be readjusted.
R. P. M. under average conditions is necessary as
1001

CEAPTER X

GUN SYNCERONIZERS

DISASSEMBLY

Unscrew cam follower cap and lock plunger or from cam and gear shaft. Remove retainer and
plug from gun'synchronizer cover, using suitable upper bearing from cam and gear shaft by tap-
wrenches. Unscrew four cap screws which fasten ping on end of shaft with a dural drift and
zun synchronizer cover; then remove cover and hammer; then remove cam follower. The bear-
ittim.- Withdraw cam-follower, cam and gear ing may be pushed out of retainer with fingers
shaft, bearings and bearing retainer as a unit after both of these parts have been removed from
from housing. Remove cotter pin, nut and bolt shaft. Remove lower bearing.

CLEANING
All parts of the gun synchronizer may be cleaned with white firrnace oil. (Specific Gravity 38-40.)

INSPECTIOIT

The following parts should be inspected visu- Ball bearing as described in Chapter IV,
ally for the various conditions as outlined: Inspection.
Gun synchronizer housing cover for cracks, Be sure that the lock plunger is of such a width
mutilations and condition of paint. that it will fit in notch of cam follower to the
desired clearance. This plunger must not be
Cam follower, cam and gear teeth for evidence rounded at the end, as if such were the case it
of wear. would not seat properly in notch of cam follower.
Balt bearing retainer for free fit in housing.
Be sure that the cam follower slides freely in
Dowel pin hole for proper depth. its respective holes in the housing.

REPAIR ANI) ASSEMBLY

Press lower ball bearing on cam and gear shaft. If the end of the lock plunger becomesjammed,
Fit upper ball bearing in bearing retainer and do not attempt to correct this condition by filing
insert cam follower in hole of retainer. Press the burred edges on the plunger, as in so doing
upper ball bearing on cam and gear shaft. To the plunger may become sufficiently reduced in
perform this operation it is necessary that roller diameter to render it a loose fit in notch. Since
and cam follower be placed between lobes of a loose fit will seriously affect clearance between
cam. Secure the ball bearings and bearing re- cam and roller on cam follower, a plunger which
tainer on the shaft by means of the bolt, washer, is damaged at the end should be replaced with a
nut and cotter pin. Install the cam follower, new plunger.
cam and gear shaft, bearings and bearing retainer
in the housing as a unit. Place laminated shim Remove inspection cover plate on housing
(after lock plunger is installed) and check clear-
over gun synchronizer cover mounting flange
ince betwebn cim and roller on cam follower.
and housing, and fasten cover in proper position
on housing with four cap screws. Insert a small This clearance must be in accordance with that
screw in the tapped hole at the end of the cam specified in the Tables of Clearances and should
follower; then pull follower to the top of b-e adjusted (if necessary), by adjusting the
the stroke. Screw lock plunger in cover insuring laminated shim beneath the gun synchronizer
that it seats properly in notch of cam follower. cover to provide the proper clearance. On later
synchronizers an ecc'entric sleeve on the lock
plunger is used to adjust the clearance between
It may be necessary to move cam follower
slightly to permit engagement of plunger in lhe c-am follower and the cam. This should be
notch. Care must be exercised not to jam turned until the desired clearance is obtained
plunger when it is installed. In the event that between the cam and cam follower. Be sure that
the plunger will not enter, it should be removed the inspection plate is installed after clearance
is checked.
together with the cam, and the width of the notch
should be checked. Remove the screw in the end of the cam fol-
1002
GUN SYNCERONIZERS

lower, and screw cam follower cap on gun syn- jammed and cease to function or else
chronizer cover. the gun may operate on a hair trigger \--
Secure cap screws which fasten gun synchro- instead of a pull trigger. Under these
nizer cover with safety wire. conditions a slight wear on the mechan-
ism will cause the gun to fire continu-
Note-If the gun synchronizer is not as- ously, with the result that the operator
sembled as described it may become will be unable to shut it off.

INSTALLATION

Place the proper gasket on the gun synchro- If a case is encountered where the backlash is
tizer mounting pad at the top of the rear section. insufficient, this can be overcome by inserting a
Then fasten gun synchronizer to mounting pad shim to match the mounting surface of the
with the necessary washers, castellated nuts and synchronizer housing. When installing a shim
safety.wire. Be sure that bevel gear in synchro- care should be taken to insure that the diameter
nizer is properly meshed vrith the gun control of the hole in the center of the shim coincide
gear. accurately with the hole in the face of the hous-
ing, otherwise the bearing retainer for the vertical
If the backlash is excessive,it may be reduced gr" drive shaft will not be held sqcurely in
to the desired limit by either lapping the base position. The gun synchronizer should be
of the housing on a surface plate or by machining securely bolted down and safety wired in place.
it off. The amount of metal to be removed will The gun synchronizer cover screws should be
be very small, therefore only a very little metal safety wired in place.
should be removed at one time.

Fig. 1001 - Adjusting Clearance Between Cam and Fig. 1002 - Gun Synchronizer and Operating and Locking
Operating Plunger Plungers
1003
GUN SYNCERONIZERS

.ooo5L
.ooo5T oo2 L
.oo25L .oo3

.oorT
.oo3T
.ootL-

.ooo5T
.ooo3L
.ooI
. O O O 5u l
.o02 L
.oo3 OB TA IN C LE A R A N C E W ITH
PLUG AGAINST THIS SURFACE

LA MIN U M S H IM W ITH H E A V Y
S E C TIONN E X T TO B A LL B E A R IN G .
PEEL OFF IF NECESSARYTO OBTAIN
.oorL .OO2 TO .OO5 C LE A R A N C E B E TW EEN
. o o 2 5L C A M A N D R OLLE R IN LOC K E D
. oo 4 P OS ITION .
. o o o 5L
. o o 2L
.oo3

THESE GEARS ARE CHANGE-

ABLE FOR DIFFERENT
P R O P E L L E RG E A R I N G
R A TI O S .

oo4 TO .OlO
BACKLASH
.ot4

IN HOUSING.OOO5T
.oo25 T
tN covER .ooo
.oo2 L

Fig. 1003 - Gun Synchronizer Clearance Chart

1101

CEAPTERXI

SPARK PLUGS

GENERAL

Spark plugs should be inspected and tested mended that the spark plug manufacturer be
each time they are removed from an engine. The consulted as to details in connection with the
number of hours between these inspection periods particular make and model spark plug in use.
depends a great deal upon the type of operation The following instructions treat with the rec-
to which the plugs are subjected, the rate of elec- ommended procedure for servicing spark plugs in
trode gap increase usually being the determining a general manner. For specific instructions and
factor. In general, operators set up inspection tools for the different makes and types of plugs,
and reconditioning procedures to suit their in- the respective manufacturers should be called
dividual requirements. However, it is recom- upon.

CLEAIYIIIC AND INSPECTION

It ls _v_eryseldom necessary and definitely Thoroughly rinse the electrode end of the oily
undesirable to complefsly disassemble spark plugs in clean, unleaded gasoline. Do not hold
plugs at every periodic inspection. Under normal the plugs immersed in the gasoline and if they are
conditions, such as a scheduled operation where not coated with dirt or oil film, this operation
control is rigidly maintained, the following service may be eliminated. The blackened appearance
procedure is recommended. at the end of the plug in the absence of heavy
oil or lead deposit is not detrimental to its opera-
Spark plugs should be installed in the engine tion. This is acquired after a few minutes of
as received, and operated until the tips of-the operation in the engine. Permit the plugs to dry
center electrodes have been reduced toapproxi- thoroughly after rinsing.
mately the manufacturer's specified miirimum
diameter or the ground electrodes to the mini- Clean the inside of the upper shielded barrel.
mum thickness, b"!rg removed only for inspec- For this operation, use a smali piece of soft cloth
tion at the prescribed periods and serviced as wound on a wooden stick dipped in clean, ur-
outlined in this section. Before installing the leaded gasoline.
plugs, a light coat of mica lubricant should be
applied to the threads, and before screwing the To remove moisture bake all plugs in an oven
plug into the cylinder, inspect the spark plug at 300o F. to 350o F. (149" C.:177" C.) for a
bushing threqds to make sure they are absolutely period of two hours or more.
clean. Use fully annealed solid copper gaskets
that are in good condition. Do not use old gas- Set the gaps to the recommended .0L2" clear-
kets which have becomehard, distorted, or burred ance, using a flat, narrow width thickness leaf
from previous service. Care is to be exercised in gage.
preventing excssive force being used when
Check the electrode gaps using a wire feeler
tightening the plugs in the cylinder. The pressure gage.
exerted should not exceed 450 inch pounds
when cold, (approximately 37 foot pounds). Bomb test aI spark plugs set at .0t2" gap.
at 200 lbs./sq. in. For this purpose use COi
Spark plugs are to be removed from the en- or air, where an adequate and dependable sup-
gines at the prescribed inspection periods at ply of dry, high pressure air is available.
which time they are to receive the following
maintenance wlthout belng dlsassembled. After the above work has been completed, care
is to be taken when storing the spark plugs
Lightly brush the threads and end of the shell awaiting installation in the engine. To prevent
using a soft wire brush. Do not use excessive rusting, plugs should be coated with a light oil or
pressure as it will tend to round offthe electrodes.
suitable rust inhibitor. Be careful not to allow
either the oil or the compound to enter the
Inspect shell threads for nicks and burrs. Chase shielded banel or the inside shell around the nose
vyith 18 mm die when necessary. of the core. In order to keep the plugs clean, and
prevent moisture absorption, they should be
Inspect top barrel threads for nicks and burrs. covered by protecting caps screwed on both the
Chase with s4-27, or 5f-24,, die when neces- shell and the barrel thread. The top or shielded
sary. barrel cap should be equipped with an internal
LLO2
SPARK PLUGS

gasket to insure an air-tight seal. As an added reached, at which time those makes of spark
precaution, plugs should be stored in a heated plugs which can have the center electrodes re-
compartment. tipped or new shells to replace the ground elec-
trbdes installed , are to be returned to the manu-
This procedure is to be repeated at each period facturer, otherwise the plugs are to be discarded
until the limiting factors outlined previously are as unserviceable.

RECONDITIONING OF SPARK PLUGS

In the event that the conditions of operation Core Assembly-Check the core assembly for
are such that it should require some recondition- defects. If the %6-27"or sl-24" elbow attaching
ing by the operator, the following procedure threads at the shielded end of the plug are crossed
should be followed: or badly damaged, the core should be scrapped
inasmuch as there would not be positive assur-
Dlsassembly-Spark plugs should be disas- ance that the elbow would be secured firmly in
sembled, using snug-fitting socket wrenches. place. Small nicks or burrs can be cleaned up by
Open end wrenches should never be used as they iunning a die over the threads, or with a tool-
ar-eliable to slip and causedamage. maker's file.
If the threads securing the core and shell to- Check the mica insulation in the upper barrel
gether have a tendency to bind during the dis- for defects, such as deep scratches or gouging.
assembling procedure, do not attempt to force the Minor scratches are permissible. However, deep
threads. Place the plugs in a rack, electrode end scratches or gouging may develop trouble later
up, and pour a very small quantity of penetrating on. A definite crack in the insulation should be
oil in the firing chamber. Place the plugs in a cause for rejection. Remove all traces of dirt and
heat regulated oven with temperature main- oil, etc. from within the shielded barrel. A small
tained between 150' F. and 200o F. (66" C.- round wooden stick, or dowel, with several
93o C.) for at least twenty-four hours. This layers of clean cloth wrapped around it and
procedure will facilitate the disassembly in most dibped in clean, unleaded gasoline proves effec-
cases. If difficulty is still experienced, it may be- tive for cleaning the inside of the barrel.
come nece$saryto scrap the parts.
Examine the core threads for nicks, pitting,
Shell Assembly-Where large quantities of forms of corrosion, or mutilation. Small nicks or
shells are being serviced and the facilities are pits can usually be stoned out or removed with
available, removal of carbon and lead deposits a fine toolmaker's file. Threads which are badly
is best accomplished by placing the shells in a scuffed, during disassembly, are cause for rejec-
heated salt bath, or a similar preparation which tion. Corrosion, if not too severe, may be toler-
is recommended by the manufacturer. In small ated. Check the amount of metal left on the cen-
quantities, they may be soaked in clean, unlqqded ter electrode shoulder in accordance with the
srasoline to remove the oil and carbon. Hard manufacturer's instructions, and if worn in ex-
darbon and lead deposits may be removed with a cess of the manufacturer's limit, the core should
knife or round wire brush. A small wad of steel be scrapped.
wool wound on a drill and used in a lathe or drill
press chuck is also effective in cleaning the inside To remove the lead deposits which have accu-
of the shell. Care should be taken to prevent mulated on the mica core nose, it is recom-
damage to the internal threads, the core gasket mended that the core be inserted in a motor-
seat, and electrodes. driven cleaning socket and revolved at a speed of
approximatelyl750 R. P. M. Socketsfor the vari-
Rust may be removed by dipping in a L0%
oG plugs should be obtained from lhe respective
solution of suplhuric acid at L20o F. (49" C.) spar-k blue manufacturers. Preferably grade
for a few minutes and then rinsing in cold running No. 180 Aloxite cloth should be used for this
water. After drying, coat the shells with a light proce$s. However, J''{o. 0_0sa4dpaper will- also
oil, or suitable rust inhibitor. serve the purpose. Lead deposits are not of uni-
All shells should be inspected for damaged form hardnesii or equally distributed; hence it
hexagons, condition of the electrodes and buned is possible that some sections on the core nose
threads. Damaged threads should be cleaned up may offer greater
-For resistance to removal than other
with a tap or die, or in some caseswith a file. sections. this reason, the operator is cau-
tioned not to exert too much pressure on the
When the shell electrodes are burnt away in cloth in the early stages of cleaning. Following
excess of the manufacturer's limit and can no the removal of the carbon, lead deposit, etc.,
longer be properly adjusted, they should be dis- polish the mica using No. 300 Aloxite cloth or
carded and new shells used. On some makes, new No. 000 Crocus cloth-in order to obtain a smooth
electrodes may be inserted, as long as the shell is finish. The operator is cautioned not to remove
in otherwise good condition. any more mica insulation than is absolutely nec-
1103
SPARK PLUGS

essary to obtain a clean and well-polished core collected on the core nose or in the shield cham-
nose. Never use emery or carborundum cloth or ber. Place such plugs in a heat regulated oven
paper, steel wool, file or sandblasting, as it is det- and bake them for approximately two hours at
limental since particles from these materials 250" F. to 350' F. (LzL' C.-I77o C.). Retest
might affect the plugs in the event that they be- them after they have cooled sufficiently for
come imbedded in the mica insulation. Sand- handling. If they still fail to fire consistently
blasting is too harsh on mica insulation and after the operator has assured himself that the
would wear away the insulation at a rapid rate. test equipment is operating satisfactorily, and
that the flash-over is not occurring within the
Care should be taken during the core nose shield chamber, the plug is short-circuited and
cleaning operation to prevent unnecessary wear should be rejected.
of the center electrode tips.
If there is sufficient metal left upon the center Practice is required to determine when a plug
fires regularly in a bomb. With some types of
electrode tip, it can be rounded off by inserting plugs, the spark "hunts" from one electrode
the core in the chuck of a motor-driven lathe and
turning down the tip. Ottly enough material to iroint'to another, firing across the point having
obtain a smooth finish should be removed. The the least resistance at the instant. To an inex-
perienced operator this hunting might appear to
tip should be rechecked for contour after this
be a t'miss".
operatron.
On certain types of plugs, it is possible to retip After testing, the plugs should be coated with
the center electrodes when worn to an extent that a light oil or a suitable rust inhibitor to pre,vent
thev exceed the manufacturer's limits. In this conosion, and protector caps installed on both
resiect, the manufacturer should be consulted. ends of the plug.
Examine the clean mica core nose surfaces for To avoid the effects of moisture, spark plugs
pits, burned areas, or unusual wear. Evidence of should always be stored in a dry place. This is
anv one of these defects should be cause for particularly important during the winter periods
rei-ection. Check the diameter of the core nosie, or damp weather. A cabinet, or a box, heated
using the gageprovided by the manufacturer. If with one or more 100 watt electric light bulbs
the mica diameter adjacent to the core tip passes provides a suitable storage place.
through the narrow part of the opening in the
ga1e,lhe, insulation has worn apay beyond the Terrnlnal Sleeves-Particular care should be
Safe point and is cause for rejection. exercised when installing the termir:al sleeves
on the ignition wire. Cut just the specified
Assembly-Using mica lubricant sparingly, on amount of insulation from the conductor to per-
the lower threads, assemble the core into the mit the right length of wire to extend through
shell of the plug. Normal tightening is sufficient. the wire outlet. The insulation must bear firmly
Over-tightening will only distort the core and per- against the brass disc on the inside end of the
haps damage it. The manufacturer of the par- sleeve. The ends of the ignition wires, con-
ticular spark plug should be consulted for the structed with a layer of cotton under the lac-
torque limits which generally is never in excessof quered surface, should be dipped in an insulating
3501n.-lbs. (approximately 29 foot pounds). varnish to about /s", and permitted to dry before
Bornb Tests-After assembly, the spark plugs terminal sleeves are applied to the wire. This
treatment prevents the layer of cotton from act-
should be tested in a pressure tester or bomb test ing as a wick should moisture find its way into
at200lbs./sq. in. of COz. Air may be used pro-
the assembly. When installing the terminal in
viding special precautions are taken to exclude the plug it should be wiped perfectly cleaa, and
any moisture.
aftei that not touched by the fingers as oil, acid,
All new or reconditioned spark plugs should dirt, etc., will promote
-eventual flashover, cause de-
g?p.at 200 lbs./sq. terioration, and failure of the sleeve.
F" r"grrlarly across the .0L2"
in. pressure. The duration of the test should
-approximately The repeated installation of dirty sleeves in a
be fifteen seconds. If any spark plrrs results in contaminatlng the mica
plugs fail to fire consistently at this pressure, insulation on the inside of the barrel, which
theie may be a possibility of moisture having eventually will causefaulty operation.
t20L

CEAPTER XII

FUEL PUMPS

GENERAL INFORMATION

Iruel pump overhaul should only be undertaken covering their products. If the necessary facili-
at properly equipped overhaul shops where com- ties and equipment are not available for over-
plete facilities for repair and testing are available. haul, or additional information is required, it is
Ihe instructions contained in this chapter are recommended that the fuel pump manufacturer
reproduced from the manufacturers' handbooks be called upon.

PESCO FUEL PUMPS

(Pump Englneerlng Servlce Corporatlon

Cleveland, Ohto)

DISASSEMBLY

Instructions for disassembly are deemed un- Sleeve and Bearlngs-It is recommended that
necessary except for the following notations. the pump body be heated to about 250o F.
(LzL" C.) in a gas oven or oil bath to eliminate
Speclal Tools-Two special tools are required unnecessary wear on the sleeve and bearings
for disassembling Pesco Fuel Pumps, a wrench during disassembly. The sleeve and rear bear-
for loosening the lock nut and puller for extract- ing can be removed with special expansion tools
ing the front bearing. These tools are shown in or by tapping the parts out on a soft wooden
Fig. 120I-. Special expansion tools are available bench or block after the body has been heated.
also for removing and replacing the sleeve and Experience shows, however, that these parts
rear bearing although they are not strictly neces- seldom require any attention for at least 4000
sary. hours service.

INSPECTION AND REPAIR

After disassembly, clean the parts with gaso- Seal Dtsc-If the seal surface is noticeably worn
line and inspect them carefully for damage and or scored, substitute a new part. DO NOT
wear. All defective parts as well as those indi- attempt to repair the seal surface.
cating wear in excessof the tolerances shown in
Fig. 1206 must be replaced. Also observe the Rellef Valve-Inspect the valve to see that the
following: edge is perfectly round and even and that the
stem will allow free action in the gurde hole.
Blades-If the sides of the blades are rough or Clean the guide hole thoroughly with a rag
slightly scored, dress them carefully on a new, flat dampened with gasoline and wrapped on a
oilstone, but be careful to maintain the original wooden stick or metal rod. To reseat a valve,
radius on the edges. Smooth off any sharp mount the valve housing on the pump body,
corners at the ends of the blades which might insert the valve stem in the guide hole, place a
score the bronze bearings but do not round them short rod of soft brass or soft steel against the
off excessively. valve or in the spring hole and tap carefully with
a wooden mallet.
Bearlngs-'Slight scoring of the bronze bearings
may be corrected by lapping them carefully on a Valve Eouslng-See that the valve seat is
flat oilstone. DO NOT attempt to lap the seal round and even and that the integral check
surface of the front bearing. valves are in good order. If a ball does not seat
properly, place the valve housing on a wooden
Unlversal Block-Examine the seal surface and bench or block, insert a %t" diameter rod of
tongues and smooth off any rough edges. Sub- brass or soft steel through the hole in the spring
stitute a new part if the tongues are worn ex- retainer and tap lightly with a mallet until
cessively. DO NOT attempt to repair the seal the ball is reseated.
surface as it must be absolutely true to seat Gaskets-Discard used gaskets and substitute
properly on the bearing face. with new ones.
L202

25 DRILL
.19 64

II
t

LOCKNUT WRENCH T- 160

rHD8-'. u.ss.
"jI onrur-
t.0625
tooS

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o N
\

s-32 scREwI .o.

BEARINGPULLERT-16I

PUIIP ENGINEERINGSER. CORA

Fig. 1201 - Special Tools for Pesco Fuel Pumps
1203

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L205
PESCO FUEL PUMPS

REASSEMBLY

Heat the body to about 250" F. (121" C.) and gers. If the coupling will not turn, tap the assem-
insert the rear bearing and eccentric sleeve. Place bly on a wooden bench or block to free the parts.
the center pin in the bore of the rotor and the Also, wash out the pump with gasoline to remove
four blades in the rotor slots. This assembly any particles of foreign matter. Disassemble the
unit can be held together with a rubber band pump, if necessary, to recheck clearances and
until partlv inserted into the bore of the sleeve. 6liminate tight spots. When the pumps turn
While the body is still warm, insert the top, or freely after reassembly, proceed with the final
front bearing using the special puller to protect test.
the seal surface and to keep the bearing straight. *When assembling a new diaphragm or re-
Add the seal parts and drive coupling and
tiehten the entire assembly with the lock nut. placement valve assembly it is necessary to
"preform" the diaphragm to allow for a slight
When assembling the seal parts, place enough
oil on the seal surface to provide a film of lubri- depression at the center when the valve is seated.
cant, but do not oil excessively. Mount the valve Preforming can be accomplished easily by as-
housing on the pump body, referring to the in- sembling the parts in regular order but leaving
struction plate on the side of the housing. Add the valve cover screws only finger-tight. Do not
the valve and bellows assembly or diaphragm. * use a screw driver. By means of the adjusting
Fasten the cover to the housing and secure the nut, tighten the valve control spring almost to
cover screws and housing screws with safety the limit, or enough to indicate that the valve is
wire. Finally assemblethe valve control spring, firrnly seated. Then tighten the cover screws
adjusting parts and lock nut. with a screw driver and immediately loosen the
valve adjustment to relieve excessive spring
Assernbly Test-Test the pump for freedom of tension. Refer to the instruction sheet enclosed
operation by turning the coupling with the fin- with the diaphragm or valve assembly.

rilYer., TEST
Test equipment should include essentially a 90o from its normal position. The lower or lowest
mounting fixture, an approved fuel flowmeter, a drain hole next to the mounting pad should be
supply tank, tubing, a pair of globe valves for left open. I
controlling intake suction and discharge pre$sure,
and a pair of 30" U-tube mercury manome- Break-ln-Run the pump for 15 minutes pump-
ters for measuring suction and pressure. The ing gasoline with no restrictions in the fuel lines.
mounting fixture should incorporate a suit- Then disconnect the fuel lines and blow out the
able drive gear to be coupled to a ftH.P. variable gasoline with compressed air while the pump is
speed electric motor. The flowmeter can be re- running. Finally run the pump dry for five
placed by a stop watch and graduated container minutes.
or bucket and scales. A 30" mercury manometer
will suffice for pressures up to 15 lbs./sq. in. Dry Ltft-Connect the fuel lines to the pump,
the manometer must be increased two inches and close off the valve in the intake lines so that
for each additional pound. The equipment can no fuel can enter the pump. Start the pump
be arranged as suggested in the test set-up and measure the mercury differential on the suc-
diagram, Fig. 1204. tion manometer, preferably at several speeds.
Compare the readings with the minimum allow-
The procedure outlined in the following para- able dry lift indicated in the curves, Fig. 1205-4.
graphs represents a modification of the standard
factory test procedure, and although it has been Capaclty-Measure the capacity or rate of flow
simplified as much as possible, it can never- with 4 inches of mercury inlet suction and 8
theless be considered a satisfactory check on inches of mercury discharge pressure. Mini-
ordinary service work if observed closely. The mum allowable capacity is indicated in the
thoroughness of the test will depend on the curves,Fig. 1205-8.
available range of speeds. If for any reason a
departure from this procedure is contemplated, Valve Regulatlon-Mount the valve and valve
an explanation should be forwarded to the Pump housing on the pump in normal position, that is,
Engineering Service Corp. for comments and with the intake side of the housing next to the
recommendations. pump intake port. Run the pump at approxi-
mately 2000 R. P. M. and by means of the hand
In the following tests the relief valve is to be valve in the discharge line, restrict the fuel flow as
blocked off from the pump except for the valve indicated in the curves, Fig. 1205-C with 4 inches
regulation test. Substitute a suitable cover plate of mercury suction. Then set the relief valve
for the valve housing or mount the housing at adjustment for 8 inches of mercury pressue (or
L206
PESCO FUEL PUMPS

any desired pressure). Vary the rate of flow from take out the protecting screen, and clean both
0 to twice the original setting and note the effect the screen and the vent hole. Blocking of the
on the discharge pressure. The allowable pressure vent hole will result in pressure fluctuation and a
variation is plus or minus one half pound per general increase in pressure with altitude. Do
square inch (1 inch of mercury). not apply air blast to the vent hole because it
Seal Test-During the foregoing tests any seal might damage the sylphon or diaphragm.
leakage is cause for rejecting the pump. Fuel Important-As a safety precaution the vent
leaking past the seal will drip from the drain hole. hole is restricted to minimize loss of pump suction
Vent Eole-At the 4O-hour inspection period in event of damage to the sylphon or diaphragm.
clean the vent hole in the special plug in the valve The manufacturer, therefore, strongly cautions
supercharger connection. Or, if the vent hole against enlarging the vent hole becausethe result
is in the adjusting nut, remove the snap dtg, would be the creation of an unnecessaryhazard.

a
o

MERCURY I

,.-txouerenT\
FLOWMETER
CAN BE REPLACED
BY STOPWATCH
AND GRADUATED
CONTAINER

VALVE \ to\-6lol,/ VALVE

TO REGULATE PRESSURE /:'TZI TO REGULATESUCTION
P E S C OF U E L P U M P
MOUNTEDON TEST STAND AND COUPLED
TO '/2 HP. MOTOR

FUEL SUPPLY
TANK

tur.tp EtitctNEEB|No sERylcE coRe

Fig. 120a - Diagram of Setup for Testing Pesco Fuel Pumps

Fig. 1205
1208

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t209

CECO FUEL PUMP

(Chandler-Evans Corp.
South Merlden, Conn.)

DESCRIPTION

The Ceco fuel pump is of the rotary vane type turbo-supercharger for maintaining uniform dis-
oneratine in either direction of rotation. It is charge pressmreat increasing altitude. The re-
piovided- with a pressure relief and regulating lief valve is so balanced as to vary the discharge
valve using a continuous molded diaphragm and pressure directly as the supercharger pressure.
seal, no valve stem or other part extending
The by-pass valve is incorporated with the pres-
through the diaphragm. Pressure may be set to
sure relief valve to allow fuel to pass freely
any desired value within its range by adjusting
the fillister head screw at the end of the valve through the idle pump, when a separate manually
operated pump is the source of supply.
cover. This maintains a uniform discharge pres-
sure throughout a wide variation in intake suc- The drive shaft has sufficient lateral movement
tion, discharge rate and pump speed. The top to allow for a slight misalignment and is provided
of the diaphragm is vented to the atmosphere $rith a metallic seal that required no adjustment.
through a screened L/a" pipe plug. This outlet L/s" pipe holes are provided for draining any fuel
may be connected to the carburetor air scoop or that may possibly have escapedthrough the seal.

INSTALLATION

Remove shipping plugs and pipe plugs, thereby of rotation. The relief valve housing is mounted
draining the oil shipped in the pump. Turn on the pump body with four screws, the position
drive shaft with fingers to check operation. depending upon the direction of flow. A plate
Flush with clean gasoline. Lubricate pump on the valve housing indicates the end that
through one of the open ports with light engine should be over .the discharge port. The valve
oil. Again turn shaft several revolutions by housing must be reversed when the direction of
hand and drain out excessof oil. rotation is reversed. Pipes must be connected
accordingly.
Place in any suitable position by rotating the
entire pump on its square mounting flange or in
Pumps are delivered with relief valves generally
the case of pumps with a rotatable rectangular
flange by removing the four screws holding the set at four pounds per square inch discharge
pressure, at three hundred pounds per hour flow,
flange on to the pump body and rotating.
at 2000 R. P. M. To change this setting, loosen
Next determine the direction of rotation of the the hexagonal lock nut at the top of the relief
engine. Arrows on the anti-drive end cover of valve housing cover and turn the fillister head
the main housing in its normal position (so that screw ciockwise to increase pressure or counter-
the printing can be read normally when the pur4p clockwise to decrease pressure. Reset hexa-
is held upright with the valve assembly at the gonal cap lightly with a short wrench, and lock
top) indicate the inlet port for either direction wrre.

DISASSEMBLY

To remove rotor assembly remove fout screws, tool No. F2. Rotor assembly will then fall out
rear plate assembly, and drive shaft. If leakage intact. To remove the liner and drive end bear-
of the shaft seal occurs, the seal faces of the irg, remove the liner set screw, and immerse
nitralloy seal collar and bronze bushing should, pump body in oil at 250o F. (12L' C.). When
at this time, be very carefully lapped. hot, these parts can then be pushed out freely
with a push rod from the drive end.
Remove four screws and the anti-drive end
housing cover, being careful that the center pin The relief valve may be removed by loosening
does not fall out. The anti-drive end bearing the four screws holding the relief valve housing
can be removed at ordinary room temperature and cover, following which the whole assembly
by pushing on rotor from the driving end using will fall apart.
L?LO

S o u T H M E R I D E N TC O N N
u.5.A.

UPPER VALVE
GUIDE IN HOUSING

PISTON IN DASH POT

a,ooz .oot a
x.oo5 ,oo3 ,+

O.D,CLEAF|ANCE OF
VANE IN ROTOR gLOT VANES EPIN IN LINER
a,ool .oo2 L
*,oo1 ,oo7/\
A DESIRED CLEARANCES
X C LE ARANCES ALLOWABLE aEFORE SERVICING

.oo4a
,ol2)+
SQUARE SHAFT tN
ROTOR SQUARE
HOLE

TOTAL END PLAY

OF YANE IN LINEF?

a.ool
)+,oo+

ROTOFI HUB IN
ANTI-OtrIIVE END
BEAFIING
ROTOT?I.IUB IN DRIVE
A.OO| | TOTAL END R-AY OF
END eIEARING AFTER
RoTOR lN LINg;1 AS5EMBLY
*.o035 A.oo15
x.oo4

Fig. L2O7
LzLL
CDCO FUEL PUMP

ASSDMBLY

Clean all parts carefully in gasoline. Immerse stake the four screws in place. Assemble the
pump body in oil at 250' F. (121' C.). Insert relief valve in the valve housing, being sure that
drive end bearing by holding it on a tapered wood it rests squarely on the valve seat and that it
plug. Reheat if necessary, then insert liner in works freely. Assemble the other parts of the
similar manner, using a r/e" pin to line up the valve, such as diaphragm, spring and spring
liner groove with the set screw hole. After cool- follower; and replace the valve housing on the
ing, install the liner set screw and its gasket, and pump body in the proper position, depending
insert the complete rotor assembly. Then place upon the direction of rotation, with the four
anti-drive end bearing carefully into pump body, screws. Tighten uniformly. The lock wiring
and press squarely in place with an arbor presn. of all screws and the hexagonal lock nut should
Do not heat when installing this bearing. Re- not be done until after the pump has been checked
place gasket and cover and draw down four screws and the pressureregulated.
uniformly.
It is recommended that all gaskets and rubber
Next assemblethe shaft and seal parts in drive substitute packings be replaced with new ones.
end of pump that are held in place by four screws.
Tighten screws uniformly and check for freedom On pipe threads use only an approved pipe
of rotation of the pump mechanisrn. If free, sealing compound.

INSPECTION ANI) MAINTENANCE

Fig. No. 1207 shows cross-sectionalviews of the cessively. When assembled, the pump should
pump. Clearances should be checked as shown turn freely and show no sign of binding.
for both desired values and those maximum
values above which parts should be replaced. The diaphragm should be carefully checked to
Special attention should be paid to see that the see that there are no cracks or breaks, and that
bore of the liner is smooth, also that the working it is very flexible. The valve shall fit freely in the
surfaces of the vanes are smooth and that the valve housing. The valve seat shall have a
metallic drive shaft seals are carefully lapped. clean square edge all around, and may be checked
The square end of the drive shaft and its mating with Prussian blue to insure proper seating of
square hole in the rotor should not be worn ex- the valve.
1301

CHAPTER XIII

INSTRUCTIONS FOR STROMBERG NA.RgA AND NA-RgB CARBURETORS

OVERHAUL-NA.R9A

I)lsassembly-The carburetor should be dis- When it is necessary to replace the throttle

assembled for cleaning and inspection each time shaft, pump lever or throttle stop, assemblethe
the engine is given an overhaul. After the Iever and stop as shown in Figure 1301-8 and D.
carburetor has been removed from the engine The throttle valve should be so fitted that it
and the hot spot and air intake or heater taken excludes practically all tight when in the closed
off, the halves of the carburetor may be separated position.
bv the removal of the fillister head screws at
parting surface and the venturi set screw.
t[e -economizer It is recommended that in replacing a float
The needle, mixture control needle, needle valve or a needle valve seat that these
Dump sleeve and venturi are held in the throttle two assemblies be replaced at the same time,
bodv. The pump sleeveshould be slipped off the as it is very difficult to fit a new needle to an
operating stem as soon as the halves are separated old seat or a new seat to an old needle. The float
as it is a brass stamping and is easily bent if level should be fu" below the parting surface
allowed to drop on the floor or bench. If it is and is dependent upon the thickness of the gas-
necessary to remove the venturi, it will have ket under the needle valve seat. The level should
to be driven out using a wooden plug similar to be checked under the conditions encountered in
that shown in Fig. 1301-.{. AU parts in the service as regards the fuel used and the fuel pres-
bodies, with the possible exception of the idle sure or head at the carburetor. Those carburet-
discharge jet assemblies, should be removed to ors having a Yro" needle seat or gravity type,
enable a thorough cleaning and inspection. which is that one used with a gravity feed sys-
tem having lessthan a9'1" fuel head, should have
Cleanlng and Inspectlon-The bodies and the level set using 1 tb. pressure (39" gasoline
all parts should be thoroughly cleaned in gaso- .71-0sp. gr.) at the carburetor. Those carburetors
line, and all passagesblown out with compressed having a .L96" needle seat or pressure type,
air. All variable parts should be checked to which is that one used with a gravity feed sys-
see that their sizes are in accordance with the tem having more than a 97" fuel head or a fuel
latest carburetor specification sheet for the en- pump, should have the level set using 3 lbs. pres-
gine. Inspect all moving parts to see that they sure (117" gasolineat .7I0 sp. gr.). If after assem-
iio not have excessiveclearance. bling, the level is not correct, remove the needle
Replacements-When ordering replacement valve seat and put in thicker gaskets to lower
parts it is necessary to give complete informa- the level and thinner gaskets to raise it. A
iion concerning the parts desired to avoid delay change in gasket thickness of t4ntt wrll change
in shipment or the receipt of wrong parts. the level approximately s/a".
Wherever possible, the serial number of the car- When any parts of the mixture control sys-
buretor should be given. A careful reference to tem are replaced, care should be taken to see
the attached assembly drawing (seeFig. 1302) to that they are assembledcorrectly. As previously
determine the correct part number and name, explained the needle valve is operated by an
and if marked with an asterisk ( *) giving the size
as stamped on the piece, will greatly facilitate eccentric pin which is a part of the mixture con-
service. A specification sheet giving the sizes of trol stem assembly. The mixture control stop
iets, fuel level, economizer setting, etc., will be is pinned to this same stem and it is important
-furnished
no charge if you will write to the Bendix that the stop be located on it at the proper angle
Products Corporation, Stromberg Carburetor with the eccentric pin. This may be done by
Division, South Bend, Indiana, advising the placing the mixture control stem, without the
model of your engine. Parts Price lists will also stem nut, spring and packing, in the throttle
be furnished on request. P-t9223 covers a valve body with the eccentric pin away from
complete set of gaskets for this model. the pump mechanism and turning it until the
headless screw plugs below distance from the parting flange surface to the
Reassembly-All pin is Yra"(seeFig. 130L-E). With the stem held
the fuel level should be assembled with shellac,
being careful not to get it on the end of the in this position, place the mixture control stop
plug where it will come off and be carried by against the shoulder of the stem with the stop
the gas into one of the metering orifices. Head- against the stop in the body (full rich position)
less screw plugs above the fuel level and all other and drill through the stop and stem. Then as-
threaded parts screwed into the bodies should semble the spring, packing, and nut on the stem,
have a compound of graphite and castor oil put press the stop on against the nut, and pin in
on the threads. place.
t302
CARBURETORS

The mixture control needle is screwed into the The position of the economizer needle adjust-
needle holder and these parts should be so ad- ing nut determines the engine speed at which
justed that a needle valve travel of r%t" + the needle is lifted off its seat, and it is there-
.000", - rAt" and a lever travel of 75o to 80o is fore important that this be set correctly in order
obtained. An approximate adjustment may be that the engine will not be operating on too lean
obtained before assembling the needle valve in a mixture near full throttle or too rich a mix-
the upper half by setting the bottom of the holder ture at cruising speeds. The throttle opening at
slot LrAz" from the main body parting surface which the economizer should come in is given
with the needle valve held down against the on the specification sheet as the economizer set-
needle valve seat (see Fig. 1301-C). \)Zhen this ting. This is the travel in degreesof the throttle
preliminary adjustment has been made, assemble valve from closed position to that point where
the two halves together and determine if the the forked lever on the throttle shaft engages
needle has r%a,, + .000,,, _ |(t,, travel. The the economizer needle adjusting nut. To find the
needle travel may be checked by removing the angle which the valve makes with the horizontal
jet and plug below the needle and using the flange surface when the economizer comes in,
simple apparatus shown in Fig. 1301-4. When add the throttle valve angle (given on the speci-
in the full lean position, the needle stops against fication sheet) to the economizer setting. If the
economizer setting is 33' and the throttle valve
the needle valve seat, when in the full rich posi-
angle is 20o, the angle which the throttle valve
tion the stop strikes the stop lug. When the will 'rnake with the horizontal flange surface
proper adjustment has been made pin the needle when the forked lever engages the economizer
as shown in Fig. 1301-Cto prevent its changing in needle is 53o. When the final adjustment is
service. In assembling the needle in the carbu- made, use another nut to lock or jam the adjust-
retor the slot in the holder should be placed with ing nut, being careful, however, not to change the
the opening away from the pump mechanism. setting.

OVERIIAUL-NA.R9B

The NA-R9B model is the same as the NA- Replacernents - When any part of the
RgA model except that a priming device is in- mixture control and primer shaft assembly are
corporated in the mixture control assembly - of replaced, c,ale should be taken to see that they
the NA-R9B. The instructions coverins the are assembled correctly. The primer valv-e
NA-R9A are, therefore, applicable to tht NA- should be lapped in, using a very fine lapping com-
RgB except that part of them which covers the pound. Care should be taken to see that the
method of assembling the mixture control needle valve seats perfectly and after assembly should
and stop. be checked to see that it shuts off the gas from
the pump discharge nozzle when mixture con-
Prlmlng Systern - The priming system in trol is full lean and throttle operated. It is im-
the carburetor consists of a valve on the mix- portant that the stop be assembled in correct
ture control stem, with passagesso arranged that relation to the eccentric pin which operates the
fuel from the accelerating pump passesthrough mixture control needle. This may be done by
the valve to the pump discharge nozzle in the making up the complete assembly, including the
barrel of the carburetor when the mixture con- lever, indicator plate and nut, and assembling
trol is full rich, or passesthrough the valve to an it in the throttle valve body. With the stop in
rA" pipe connection for the primer system when
the full rich position (against the large head
the mixture control is full lean. Fuel is diverted screw) the shaft should be adjusted so that the
to the primer system when the mixture control dimension from the shaft to the eccentric pin
is approximately 55o from the full rich position. is .330" (see Fig. 1304-A). When this adjust-
To prime the engine the following procedure ment has been made drill and pin the stop in
should be followed: (1) With the mixture con- place.
trol set full rich and the throttle closed, turn The mixture control needle is screwed into
on the fuel. (2) Turn off the fuel when carburetor the needle stem and these parts should be ad-
is full. (3) Set the mixture control full lean, justed to obtain a needle valve travel of r%t"
which opens the channel to the priming system. plus .000", minus rAE";a lever travel of 75o to
Move the throttle slowly, thus operating the ac- 80o, and the primer valve to open between 55o
celerating pump and forcing fuel through the and 60o lever travel. An approximate adjust-
priming system to the engine. The number of ment may be obtained before assembling the
strokes required to satisfactorily prime the needle in the throttle valve body by setting the
engine will have to be determined by experiment. bottom of the stem slot r%2" from the main body
(4) When sufficient priming charge has been parting surface with the needle valve held down
pumped to the engine, close the throttle and set against the needle valve seat (see Fig. 1304-8).
the mixture control full rich. (5) Turn on the When this preliminary adjustment has been
fuel and start the engine. made assemblethe two halves together and check
1303

F.
o
t" J
vl
T-\- I
t
1 bte
-T
I

NA - RgA VENTURI REMO\AL PLUG

A
DR[.L & REAM FORXOOOO
P-t7too TAPER PIN. ASSEMBI.E
P-t4577 PtN
9/a6'-24 T
t-tN
_ _t(f)

t
I
SPLIT PIN AS -t---
THROTTLE STOP & SHAFT ASSEMBLY

B xseonuL FoRF65E7
PIN AFTER ADJUSTING
RIVETENDS OF PIN"&
FILE FLUSTI
]*29 D RILL

DRILL& REAMFOR
x.ooo P-9745 TAPER P-I3746 ECON.& PUMP LE1YER
PIN DURINGASSEMBLY ASSEMBLYCOMPLETE
PRELIMINARYADJUSTMENTOF
MIXTURECONTROL }€EDLE
VAT-VE& HOLDER

T 350
ol9 STOP AGAINST
BOSS
I
I
-t--
SURFACE
8
METHODOFASSEMBLINGPUMP
AND ECONOMIZERLEVER
MIXTURE CONTROL LEVER
IN FULL RICH POSITION
D FITTING MIXTURECONTROL
STOP AND STEM

E
Fig. 1301
1304
CARBURETORS

to see if the above requirements are met. The vent it changing in service. In assembling the
needle travel may be checked by removing the needle in the carburetor the slot in the needle
jet and plug below the needleand using the simple stem should be placed with the opening away
apparatus shown in Fig. 1304-C. When the final from the pump mechanism.
adjustment of the needle has been made so that
all the above requirements are met, pin and P-20L46 covers a complete set of gaskets for
solder the needle as shown in Fig. 1304-B to pre- this model.

NA.ROA CARBURETOR
SPECIAL AND STANDARD PARTS
See Specification Sheet (Fig. 1302) for special parts applicable to your carburetor.

ECONOMIZER NEEDLE ASSEMBLY:

Std. P-L7321- 5o and 34o
P-17430-L5o and 60o
P-18036- 2o and 34"

ECONOMIZER SEAT:
Std. P-17328-No.32
P-17436-No.34
P-I.8028-No. 44

MIXTURE CONTROL NEEDLE:

std. P-L4L70-L5'
P-L7432-30"

MIXTURE CONTROL NEEDLE STEM:

Std. P-15623-Usewith P-14L70
P-17435-Use with P-t7 432

MIXTURE CONTROL NEEDLE STEM PIN:

Std. P-6587-Use with P-15623
P-7018-Use with P -17435

MIXTURE CONTROL NEEDLE ASSEMBLY:

Std. P-16283-Consistsof P-14170,P-15623,and P-6587
P-L74}7-Consistsof P-L7432,P-L7435and P-7018

MIXTURE CONTROL NEEDLE GUIDE:

Std. P-t4L7}-Use with P-15623
P -t7 434-Use with P-L7435

MIXTURE CONTROL WASHER:

Std. P-LL726-Vse with P-14170
P-17431-Usewith P-L7432
MIXTURE CONTROL WASHER:
Std. P-1417t-Use with P-L4L70
P-L7433-Use with P-I7 432
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1307

-o
(Yl

F IT T I N G M I X T U RE C O N TR O L
S T O PA N D S T E M .
A

M I X T U R EC O N T R O L =.'rt\
LEVERIN FULL -ro
RICH POSIT]ON. -_
t

o s z D R T L Lt / g z x 4 s " ,,
I/8 TUBING
c ' s r N KF o R P - 6 s 9 7P t N
AFTERADJUSTING
R I V E T E N D SO F P t N &
FILE FLUSH.

DRILL

9/t6- 2 4
T H R E AD S .

P R E L I M I N A R YA D J US T M E N T O F M I X T I J R E
C O N T R O LN E E D L E V A L V E & H O L D E R .
C
B
Fig. 1304
1308
CARBURETORS

NA-ROB CARBURETOR
SPECIAL AND STANDARD PARTS
SeeSpecificationSheet (Fig. 1304) for specialparts applicable to your carburetor.
ECONOMIZER NEEDLE ASSEMBLY:
Std. P-L7327- 5" and 34"
P-17430-15oand 60o
ECONOMIZER SEAT:
Std. P-t7328-No. 32
P-L1436-No. 34
MIXTURE CONTROL NEEDLE:
std. P-14170-15"
P-L7432-30'
MIXTURE CONTROL NEEDLE STEM:
Std. P-15623-Use with P-L4L70
P-L7435-Use with P-L7432
MIXTURE CONTROL NEEDLE STEM PIN:
Std. P-6587-Usewith P-15623
P-7018-Use with P-L7435
MIXTURE CONTROL NEEDLE ASSEMBLY:
Std. P-16283-Consistsof P-14170,P-15623and P-6587
P-L7437-Consistsof P-17432,P-17435and P-7018
MIXTURE CONTROL NEEDLE GUIDE:
Std. P-14L73-Use with P-15623
P-L7434-Use with P-L7435
MIXTURE CONTROL WASHER:
Std. P-7L726-Use with P-L4L70
P-L74}I-Use with P-L7432
MIXTURE CONTROL WASHER:
Std. P-L4L7L-tTsewith P-L4L70
P-L7433-Use with P-L7432
1309

INSTRUCTIONS FOR STROMBERG NA-RgCT ANI) NA.RgCz CARBURETORS

OVEREAUL
I)lsassembly-The carburetor should be dis- Reassembly-All the headless screw plugs
assembled for cleaning and inspection each time below the fuel level should be assembled with
the engine is given an overhaul. After the shellac, being careful not to get it on the end
carburetor has been removed from the engine of the plug where it will come off and be carried
and the hot spot and air intake or heater taken by the gas into one of the metering orifices.
off, the halves of the carburetor may be separated Headless screw plugs above the fuel level and
by the removal of the hexagon nuts at the parting all other threaded parts screwed into the bodies
surface, the venturi suction tube for the should have a compound of graphite and castor
economizer and the venturi set screw. The oil put on the threads.
economizer needle, pump sleeve and venturi are
held in the throttle body. The pump sleeve When it is necessary to replace the throttle
should be slipped off the operating stem as soon shaft, pump lever or the throttle stop, assemble
as the halves are separated as it is a brass stamp- the lever and stop, as shown in Figures 1307-8 and
ing and is easily damaged if allowed to drop on 1307-C. The throttle valve should be so fitted that
the floor or bench. If it is necessary to remove it excludespractically all light when in the closed
the venturi, it may be necessaryto use a wooden position.
plug similar to that shown in Fig. 1307-A to It is recommended that in replacing a float
drive it out. All parts in the bodies, with the needle valve, or a needle valve seat, that these
possible exception of the idle discharge jet as- parts be replaced at the same time, as it is very
iembly, should be removed to enable aih6rough difficult to fit a new needle to an old seat or a
cleaning and inspection. new seat to an old needle. The float level should
The economizer needle and diaphragm may be V4" below the parting surface and is dependent
be removed by removing the- nuts- holding the upon the thickness of the gasket under the needle
economizer cover to the throttle body. valve seat. The level should be checked under
the conditions encountered in service as regards
The assembly containing the mixture control the fuel used and the fuel pressure or head at the
plates and primer valve may be removed from carburetor. If, after assembling, the level is not
the throttle body for a more complete disas- correct, remove.the needle valve seat and put in
sembly. The automatic mixture control unit thicker gaskets to lower the level and thinner
should be overhauled in strict accordance with gaskets to raise it. A change in gasket thickness
the instructions issued on that unit. of Y64"will change the level approximately 5/a".
Cleanlng and Inspeetlon-The bodies and When any parts of the mixture control cover
all parts should be thoroughly cleaned in gaso- assembly are to be replaced, the shaft and stop
line, and all passagesblown out with compressed should be assembled as shown in Fig. 1307-D.
air. Alt variable parts should be checked to If the valve plates are to be replaced, they should
see that their sizes are in accordance with the be lapped in with a very fine lapping compound
latest carburetor specification sheet for the so that any possibility of air leakage wilt be
engine. Inspect all moving parts to see that eliminated.
they do not have excessiveclearance.
The cruise valve stem and lever should be
Replacements-When ordering replacement assembled as shown in Fig. 1-307-E.
parts, it is necessaryto give complete information
concerning the parts desired to avoid delay in Upon completion of the carburetor assembly,
shipment or the receipt of wrong parts. When- the economizer should be set to open at the value
ever possible, the serial number of the carburetor specified on the specification sheet. The venturi
should be given. A careful reference to the suction tube through the wall of the venturi
assembly drawing (Fig. 1309) to determine should pe plugged ald t};re %" pipe plgg in -the
the correct part number and name, and if econonuzer cover should be removed and a
marked with an asterisk (*) giving the size as source of vacuum connected to this chamber.
stamped on the piece, will greatly facilitate ser- The small 10-32 plug in the economizer adjust-
vice. A specification sheet giving the sizes of ment screw in the cover should be removed and
jets, fuel level, economizer setting, etc., will be an Ames Dial Gauge should be assembled so
furnished if you write to the Bendix Products the leg is resting against the economizer needle
Division of Bendix Aviation Corporation, South stem as shown in Fig. 1307-F. The vacuum
Bend, Indiana, advising the model of your en- should be increased until the Ames dial indicates
glne. Parts price lists will also be furnished on that the needle has started moving and that point
request. P-61307 covers a complete gasket set should be taken as the opening point. NOTE:
for the NA-RgCl and P-61308 covers a gasket A water manometer should be connected to the
set for the NA-R9C2 carburetor. 10-32 manometer connection on the economizer
1310
CARBURETORS

cover so the correct suction may be read in gaskets should be assembled to both flanges of
"inches of water". If the opening point is not the carburetor and 3 to 5 lbs./sq. in. air pressure
as specified on the specification sheet the lock applied to the inside of the carburetor through
nut on the adjustment screw should be loosened a connection in one of the plates. NOTE: Do
and the necessary adjustments made. not exceed 6 lbs./sq. in. pre$sure as the float
might be damaged. The carburetor should then
It is essential that there are no leaks around be submerged in water and any leaks found and
the gasket surface of the carburetor or around repaired.
the mixture control assembly, therefore, the Safety wire the carburetor before installing
carburetor should be water-tested. Plates and on the engine.
1311

AUTOMATICLEAN MANUA- FULL RICH MANUALFULL LEAN IDLE CUT-OFF8

POSITION POSITON POS]TON PRIMERPOSITION
CONTROLAND CRUISEVALVE POSITION
MIXTURE
A
PRIMERVALVES
MIXTUREOONTROLPLATE PUI'P DISCHARGENOZZLE
(FIXED) TIXTURE CONTROLSUCTIONNOZZLE
TURE CONTROLPLATE
(MOVEABLE}
VENTURITUBE
MAIN DISCHARGE

AUTOMATIC
MIXTURE
CONTROLNEEDLE
AIR BLEEDER

;N N--- TOMATICMIXTURE
CONTROL

@ cnursevALvEPLATEs MAIN AIR BL1ED ARM

MAIN AIR BLEED HOLES
@ cnurse VALVEMETERTNG
JE
MAN ilETERING .JET
@ econoMEERMETERTNG

AUTOTATICRICH POSITION

Fig. 1305
t3L2

9 )ECONOMIZER
SP

@ econoMrzE
DIAPHRAGM

E C O N O M I Z ESUCTION
R
NOZZ LE

NEEDLE
5 ) ECONOMIZER
VALVE

ECONOMIZE
M E T E R I N GJ E T

VACUUMECONOMIZER
SYSTEM

Fig. 1306
1313

NA.RgCI & NA.RgCz VENTURI REMOVAL PLUG

\ A
DRILL & REAM FOR *ooo P-9745
*4"(0935)
DRILL & REAM FoR
'fOOOO TAPER PIN.
T A P E R P I N D U RI N G ASSEMBLY.
A SS EMB L E P.I4 577 P IN . E X -I362-I5 P UM P LEVER
A S S E MB LYC OM PLETE.

P-t7too

9
64 AS SHOWN.
T H R O T T L E S T O P & S H A F T ASSEMBLY
B
1'+e(ogss)DRTLL & REAM FoR ooooo
T A P E R P I N . A S S E M B L E P I N P-t90E6 M E T H O DO F A S S E M B L I N GP U M P
& SPLIT END AS SHOWN. F
L
SET TONGUE 05" IWEV FROM &
scREw HoLE wHEN EX-|362-86 I S / r-N A -R 9C 2 C R U IS E
AGA IN S TAU T O MA TIC S TOP A S / V A LV E LIN K
sHowN. { coN N E crroN .
A M E S O E ED I T L
G A UG E

ADJUST MENT
s l 6' 5 SCREW
3?r LOCKNUT
EX-t362-86
M I X T U R EC O N T R O LS T E M E S T O P A S S E M B L Y
D I PIPE VACUUM
#+a(oggs) DRTLL& R EA M F O R
I CONNECTION
#OOOO TAPER PIN ASSEMBL E
P - t 90 E 6 P l N . NOTE: BLANK ECON.
SET SLOT 7. FRoM SUCTION T UBE
LEVER AS SHOWN; IN VENTURI
BEFORE SETTING
ECON.

-,ffi
N A-R 9 C z C R U IS E VA L VE STE M E C O V E R A S S E M B L Y
E
* to-34 w A TE R
MA N oM ETER
C O N NE C T I O N
METHOD OF SETTING
ECONOMIZER
F
Fig. 1307
1 3 14

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1315

P-20506 7-REQ.
P-6r331-
P.|?t67 z-REa. 0166 (5/16-24)
Ft2403 2-REQ: -P-r659s
-FrTroo lp--T-pagose
lF929r-
P - 6 t 2 3 52 - R E Q ; xP-2O347-lP-6243]
P-6il2t 2-REO. l*P-|373
P-6t346 -Fr6ss6 tElros?
P-20r65F/t6-2 ,(P-918
6581
P-8508 66 OOTTERPII{
Ft3675
P-20399( P-6670 00-3
P-2Or66(5/r6-24)
P-717OCOTTERPI icP-r3760
F20r65 fl/4- *P-r7r37
P-r3675 ?-t?252
P-20399flo-32)- P-6670 (rO-32)
P-8508- P-6571
P-zOr65(t/4-28't
20t67 (3/8-24'
P-8460 (5/t6-24'
P-t3733 P-2Of65(t/4-?81
SEG TI O N A /
P-6869 z-REQ. P-l1477
P-20399(lO-3e) P-60r4
P - 2 r 8 r 96 - R E O . P-13r40(
P - t 5 3 5 06 - R E Q . - - P-
P-6r347
P-60234 P-6r328
P-6588 3-REQ;
P-603035-REQ:
P-20364 5-REQ:
P-6867
P-60244 |
P-20355 il-REQ:
P-r9086
P-60089 2-REQ:
P-6r320 P-6023
P-6r354 P44577
P-ro666 t/32 P-60233
P-60307t/64THrCK P-r3657
P-60308 3/64THlCK P_6O252-
P-6t340
P-r5350 6-REQ.
P - 2 r 8 r 96 - R E Q ; P-r3r40 3-RE
P-2924 P-6135
P - r ?r 6 7
F6r35
P-tg6t6z-REO. P-r66tO(2
P - r 6 0 r 9z - R E Q . P-20376
P - r 6 0 r 42 - R E Q ; P-6592 lF2l4l
P-ro238aREa. COTTER
P-6t34
P-20167F/A-241 !-'19?1-lp+ogs
P-t4376(9/16-r8)
SECTION
P-3779 P -6I339 MA IN B OD Y
P-20r67$/e-Z4l *P-7881
P-531
xP-ro455
P-20t64 U/2- P-60857 3-REO.
P-9008
P-zt208

rvtstoN

Fig. 1309
1315

P-9745
P-t3726
P-6r3r6
P-t7r48

P-2924
P-4627
P-8880
P-60ilO
P-9201
A-t7726 P-r3531
P-6r341 P-[640
P-19285
P-6668 P-60627
P-r3898 *P-r7r7r
Fr37 3r9 l / 3 2 T H r C K
P-t4425 t / 6 4 T H r C K
P-60224 ?-t4426 3 / 6 4 T H r C K
P-60228 P-t4427 r/t6 THtcK
P€5O8
P-r4376 P-20ro9
SECTIONA A F37 P-6558
P-601 Fr3897 z-REQ. SECTIONB B P-r3680
P-60t47. P-r7099 xP-1o455
Pr3r40( P-16597
P-61 t342
P-ro252
F155
P-70277 P-6r343
)
P-6 P-7037r z-REQ.
P-7I7OCOTTER
P-6r336
P-6r333
P-20351
P.7I7O3-REQ.COTTER PIN
P-61
P-138773-REO.
P-6r3 P-r3775
P-ro9t8
P-r3876
P-6r349
r3875 3-REO.
P-t3873
P-2r805
P-6r3t9
r9283
P-2Of64{n't-zo')
749
P-53r9
Fr7329
*P-2r454
Ft6790
*P-r3737
r3735
P€5O8
165(r/4-28)
P-6564
P-60973
P-r4825
P-ro248F/e-241
SECTIONC C \-P-6t3t5 SECTIOND D S E C T I O NE E
P-t7423
*P.|7425
IOIE.COIPLCIE SEt OF gASItlS FOF ClReuR€rOn P-6tJ6g

00 xot StEcrfY lttg STROT'8ERG CAREURETOR

oaaf,ila iuaagR ot oRo€t3
clvE rAIt Aro €iotif
rOR SPECIAL PATY3 ANO tooEl For fhrcH caPouP€roF
9EE3 0F VAnrltLE PAntS rs oR0f,RE0.
itfln to crnoue:ron GIYI SENIAL TUIOCN OF
3PgCrfrcAtrot th[EYs. caReucEron r; Po99totE
|HEI OROfFII€ 'AR?O.

Fie. 1309
1401

CIIAPTER XIV

MAGNETOS

GENERAL CONSTRUCTION
(Type SB9R)

Scintilla SB9R magnetos employ the principle by the distributor to the spark plugs.
of rotating magnet and stationary coil. Rotation The condenser, connected across the breaker
of the four pole magnet produces reversals of the cont4cts, is located on top of the coil. The
magnetic flux through the core of the coil. This hreaker is held in position by two hold-down
produces a high tension current in the secondary springs which makes it quickly removable for
ivinding. Ttrls high tension current is conductei inspection without the use of tools.

DISASSEMBLY

The following procedure of disassembly is screws which sec'rre the distributor gear axle
recommended to avoid any possibility of break- to the front end qlate-unlgss the axle is-damaged
age. As the parts are removed, place them in and must be replaced. This will maintain lhe
order on the bench to facilitate reassembly. original adjustment fo1 t_hegears. The top ball
and cage assembly and the spacer with the shim
Dlstrlbutor Blocks-Remove the distributor washers will come out as lobse parts when the
blocks after having released their spring clamps. distributor gear is lifted from tlie axle. Make
sure that the same spacer and shlrn washers
Magneto Coll Cover-Take out the two fasten- are used when reassembling as this will give,
ing screwsand lift offcover. in the majority of cases, the correct adiustmenf
Breaker Cover-Remove safety pin and breaker between the axle and gear. It is goodpractice
cover fastening screw, after which the cover can to wire.the spacer and shim to one ball and cage
be removed. assembly to prevent from being misplaced.
Magneto Coll-Remove the two coil fastening If the bearings of the distributor gear axle need
screws and clamps after which the coil can be replacement, the outside race foi the bearing
removed. Care must be taken so as not to break which came out as a loose part and, also, th6
or damage the high tension carbon brush when complete bearing and retainer at the othef end
removing the coil. The felt pad under the coil of the gear hub, must be pressed out. To facili-
can be taken out by hand. tate this, it is suggestedthat a small pressingdisc
of the size and shape shown in Fig. 1401 be used.
Contaot Breaker Assernbly-Remove the This disc can be placed inside oT the sear hub
breaker assembly after having taken out the two with its flat face in contact with each outer race
breaker hold-down springs. On fixed spark as indicated.
magnetos, also remove the clamp assembly which
securesthe breaker cup to the housing. Remove the rotating magnet from the housing
and place it on a clean part of the bench to mak6
Remove the contact point assembly after tak- sure that small chips oi particles do not come in
ing out its two securing screws. Inspect the contact wlth rt.
contact point assembly as outlined under "In-
spection of Contact Point Assembly". Remove the insulating plate from the housing
after having taken out its two securing screws
Front End Plate, Rotatlng Magnet, and which also hold the safety gap bridge.
Magneto Ilouslng-Remove the front end plate
after having taken out its two securing screws Replacernent of Drlve Shaft and Breaker
and the four lock nuts. Use Socket Wrench End Ball Bearlngs-If any one part of a ball
No. 4-1337 for the lock nuts. Tap each side bearing is defective and needs replacement, the
of the front end plate lightly with a rawhide cornplete bearlng rnust be replaced.
mallet to remove it from the housing.
The outer ball races are insulated from the
Remove the distributor cylinder after prying magneto by insulating strips and are also backed
out the lock ring with a small screw driver. by washers of the same material as used in the
insulating strips.
Remove the cup from the end of the large
distributor gear hub. Unscrew the lock nuts Remove the outside race from the front end
on the end of the distributor gear axle and lift off plate with Puller No. 4-222 and remove the in-
the distributor gear. Do not loosen the two side race from the magnet with Puller No. 4-243.
t402
MAGNETOS

Remove the outside baII race from the housing When it is released, it will expand against the
with Puller No. 4-218 and the inside race from the walls and the ends should overlap slightly in the
magnet with Puller No. 4-235. Before removing recess cut for them. Press in the outside ball
this inside race, the cam must be taken off with race for the front end plate with Tool No. 4-136,
Puller No. 4-241. and the outside ball race for the housing with
TooI No. 4-134.
Before installing new races in the front end
plate and housing, first put in the flat insulating Press on the inside ball race for the drive shaft
washer in the bottom of the recessfor the bearing end bearing with Tool No. 4-229 which is also
so that the cut in it will line up with the oil used for pressing on the small distributor gear.
recess. Then spread a few drops of oil evenly The small distributor gear can be removed with
over one side of the insulating strip. Bend the Puller No. 4-233.
strip in a circular form with the oiled side inside
and overlap the ends enough to allow the strip to Press on the inside ball race for the breaker end
fit Ioosely into the recess for the outer race. bearing with Tool No. 4-232.

INSPECTION

Inspectlon of Magneto lfouslng-See that Inspectlon of the Rotatlng Magnet-Make

the pole shoes, the adapter and stud assembly, sure that the magnet shaft is not bent as it is
and all studs are tight in place. Examine the important that the ground surfaces of the pole
interior of the housing. If it is evident that the pieces and the cam pilot extension be within
rotating magnet rubs, scrape out the housing .002" concentric with the bearing pilot seats.
slishtlv. Make sure that all threaded holes, (For testing magnet strength, see "Magnetic and
paiticularly those in the pole shoe extensions for Electrical Test".)
the coil securing screws, are clean and in good
condition. Examine the outside race carefully. Replace any ball bearings which show noticea-
If it is found unsatisfactory for further service, ble wear, roughness, or looseness. The com-
the complete ball bearing assembly must be re- plete ball bearing assembly must be replaced
placed. (See "Replacement of Drive Shaft and when any one part is defective.
iJreaker End Ball Bearings" for tools required.)
The cam must have'a comparatively close fit
on its shaft and must run true within .001" full
indicator reading (see Fig. L402, Tolerance
Chart).

Check the small distributor gear for burrs or

excessive wear of the teeth. If this gear is re-
placed, it is recommended that the large dis-
tributor gear also be replaced. When the small
distributor gear is meshed with the large dis-
tributor gear during reassembly, the backlash
should not exceed.006" (seeFig.1402, Tolerance
Chart).
Remove all chips or particles of dirt which
may have adhered to the rotating magnet.

Inspectlon of the Coll-Examine the rubber

housing for cracks and make sure that all screws
are staled or provided with lock washers. Make
sure that the carbon brush is in good condition.
For electrical test of the coil and condenser see
"Magnetic and Electrical Test".

Inspectlon
-felt of the Front End Plate-See that
the strips are in place and that the oil cover
closestightly. Cleari the oil tube which Ieads to
the drive shaft ball bearing with compressedair.
Examine the outer ball race of the drive shaft ball
bearing. Ifit is found unsatisfactory fol further
service, the complete ball bearing assembly must
Fig. 1401 be replaced.
1403
MAGNETOS

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1404
MAGNETOS

fnspectlon of Large Dlstrlbutor Gear- No. 4-7264. Segments should be replaced when
Examine the large distributor gear for burrs or they have burned away .015" as indicated on the
excessive wear of the teeth. If this gear is re- gauge.
placed, the new small distributor gear should be
installed. The gear should turn freely with the Inspectlon of the Contaot Polnt Assernbly-
least possible end play between it and the axle. When inspecting the contact points, the breaker
The bearings must be cleaned, examined, and main spring should not be raised beyond the point
repacked with Keystone No. 44 Grease. giving Yrc" clearance between the movable and
stationary contact points. Further tension of
Inspectlon of Maln Cover wlth Booster and the main spring caused by raising it beyond this
Ground Terrnlnal Block-Clean out the oil point will result in the weakening of the main
tube which leads to the breaker end ball bearing sprrng.
with compressed air. Examine the booster and
ground terminal block for defects or cracks. Check the main spring tension with Scintilla
.the
Make sure that the felt strips are in good condi- Gauge No. 4-9713. It is important that
tion and tight in place. hook of the gauge be applied on the main spring
adjacent to the contact point as illustrated at E
(Fig. 1403).
Inspectlon of Dlstrlbutor Bloaks-See that
the electrodes are clean and tight in place. If
new electrodesare installed, they must be checked Main springs that have been in service and
have a tension of not less than 15 ounces will be
with Template No. 4-L40 to insure that the re-
quired clearance between them and the distrib- satisfactory for further service.
utor cylinder segments is maintained. (See
Tolerance Chart.) Use Tool No. 4-8092 for New main springs should have a tension of 20
machining distributor block electrodes newly in- to 32 ounces.
stalled.
If the main spring tension as checked by
fnspectlon of Dlstrlbutor Cyllnder and Scintilla Gauge No. 4-9713 is too low, it can be
B oolt er Collector Rlng -Examine the dielectric raised by removing washer No. 10-3768 (Fig.
material for defects or cracks. Check the height 1403). If it is too high, it can be lowered by
of the distributor cylinder segments in Gauge inserting an additional washer No. 10-3768. The
other function of washgr No. 10-3768is to obtain
maximum contacting surface between the con-
tact points.

Examine the contact points for evidence indi-

cating excessivewear. Mounds or peaks appear-
ing on the contact surfaces should be removed.
It is not considered necessary to remove slight
pits which appear on the contact surfaces unless
they are in excess of I0/o of the total contact
area. Dressing of the contacts should be under-
taken only by the most experienced operator
and can be accomplished by using the Scintilla
Dressing Tool No. 4-12L76,the Scintiila special
cut File No. 4-12177,and StoneNo. 4-12868.

Normal operation of the magneto causes a

certain amount of wear to take place on the top
of the cam follower. This wear is indicated by a
small depression worn in the top of the cam fol-
lower at the point where it lifts against the end
of the main spring. The distance between the
Iowest point of this depressionand the top of the
spring on which the cam follower is riveted should
be checked at each overhaul. This distance
should be /n" or over. If it is less than Yn", d
new cam follower should be installed.

If the above inspection indicates that the

rires replacement of
contact breaker assembly requires
parts, use the No. 4-12967C ontact Point Reas-
Fig. 1403 sembly Fixture.
r405
MAGNETOS

REASSEMBLY
Before reassembling, make sure that all parts rotating magnet away from its neutral position
are clean and free from chips or foreign particles. and then allowing the magnetic pull to return
the rotating magnet to its neutral position. The
Front End Plate-Clean the distributor gear
neutral position of the rotating magnet is the
bearings thoroughly and then allow them to dry. position where one of the pole piecesfills the space
Press the complete bearing and retainer into the
between the top of the pole shoes which are
side of the distributor gear hub nearest the front integral with the magneto housing. The smaller
end plate side and also press in the outside race the distance of the trailing edge of the pole piece
of the other bearing into the other side of the gear from the top edge of the pole shoes, the tighter
hub. Place the gear on the axle and install the the bearings.
orlglnal spacer and shlm washers and also
the remaining cage and ball assembly. Secure The end play is too much if the distance from
gear with its plain washer and lock nuts. Do the trailing edge of the pole piece and the top
not greasethe bearings at this time as it is neces- edge of the pole shoe is more than fu" and too
sary to test the gear fbr end play. This is done tight if less than /s".
by pressing on the outside diameter of the gear Adjustment of end play is obtained by placing
with the thumbs, first applying pressure on one steel spacing washers back of the inner ball races
side and then the other. If the end play is too of the magnet shaft. These washers are avail-
great remove shim washers next to the spacer. able in thicknessesof .0025", .004",.005", .008",
The gear must turn freely with the least posslble .0L0", and .012". If the inner races are re-
end play. moved, always keep the spacing washers which
After the correct adjustment for end play has are already installed, in the same position. If
been made, remove the two lock nuts and take additional washers are required to take up end
out the first cage and ball assembly. Pack Key- play, install them equally in thickness in back
stone No. 44 Grease into the hub of the gear of each inner ball race. If the original spacing
around the axle. Reinstall the cage and ball washers are kept in place, it will be rarely neces-
assembly after packing it with Keystone No. 44 sary to adjust for magnet end play.
Grease. Reinstall the two lock nuts and then Adjustlng Mesh of Dlstrlbutor Gears-It
press on the brass cup after having placed a will be rarely necessaryto adjust the mesh of the
small amount of greasein it. gears if the position of the distributor gear axle
Moisten all felt strips with oil. has not been chahged. If a new gear is installed,
Rotatlng Magnet-There are two breaker cam
keyways located on the cam pilot and two en-
graved marks on the rotatihg magnet back bear-
ing plate, namely, "D" and "G". Place the
cam key in the keyway opposite "D" for clock-
wise rotation and opposite "G" for counter-
clockwise rotation. Place the cam in position
and secure it with its screw, lock washer, and
plain washer.
Charge the magnet in Magnet Charger No.
4-14215. Pack the ball bearings with Keystone
No. 44 Greaseor its equivalent. Make sure that
all chips or foreign particles have been removed
from the magnet and the inside of the magneto
housing. Place a light coating of oil on the pole
piecesof the rotating magnet and insert the rotat-
ing magnet into the housing.
Front End Plate, Rotatlng Magnet, and
Ilouslng-Mesh the chamfered tooth of the
small distributor gear (see Tolerance Chart)
with the tooth on the large distributor gear
marked "D" for clockwise rotation or "G" for
counter-clockwise rotation.
Secure the front end plate to the housing with TO ALIGN CONTACT
its two screws and four lock nuts and washers. POINTS, USE SHIMS
Adjustrnent of Magnet End Play-The ro- UNDER INSULATED
tating magnet should have no perceptible end SUPPORT.
play. Its adjustment is checked by turning the Fig. 1404
1406
MAGNETOS

however, it will be necessaryto adjust the mesh The contact point assembly is secured to the
of the gears as described in the following para- breaker cup with two screws, plain washers, and
graph. lock washers. The eccentric screw protrudes
through the slot provided in the support of the
This is obtained by loosening the two screws contact point assembly.
and lock nut which hold the distributor gear axle
to the front end plate. Turn the large gear until Install contact breaker assembly into the
the round hole in the distributor gear axle flange adaptor and stud assembly and secure with the
can be seen through one of the holes in the face two breaker hold down springs. Place breaker
of the gear. Place a drift in the hole on the axle assembly in the full advance position by turning
flange ind turn the flange slightly to the right to it as far as possible against the direction of normal
raise the large gear (loosen mesh) or to the left rotation of the magneto. For fixed spark re-
to lower large gear (tighten mesh). After ad- quirements, install clamp assembly or the collet
iustment is made, tighten and lock the two screws which was used in earlier model magnetos, in the
and nuts holding the distributor gear axle and hole located inside the adaptor and stud assembly
"R" for clockwise rotation and "L" for
apply Keystone No. 44 Grease or its equivalent marked
ei""iy in ihe teeth of the large distributo-r gear. counter-clockwise rotation.
IMPORTANT-Sclnttlla plvotless type
Dlstrlbutor Cyllnder and fnsulatlng Plate- contaet breakers as used ln thls serles
Make sure that the dog screw is tightened and magnetos must always be adjusted so that
locked in the hole located"D",
in the face of the large the contacts open at the proper posltlon
gear marked
distributor "G" for clockwise rota- of the breaker carn ln relatlon to the
tion. and for counter-clockwise rotation. tlrnlng marks ln the rlrn of the breaker
The booster collector ring is secured to the dis- cup and not for any ffxed clearanoe be-
tributor cylinder"D" with two screws. One screw tween the contacts.
hole is marked and the other "G". The
"D" must face toward the straight Place a straight edge such as a steel scale (K)
hole marked
line or timing mark on the distributor cylinder (see Fig. 1402, Tolerance Chart) on the step
for clockwise rotation and"G" for counter-clockwise of the cam. Turn drive shaft slightly until the
rotation the hole marked must face towards scale coincides with the timing marks (M) on
the str'aight line or timing mark. the rim of the breaker cup. At this position, the
contact points (C) should just begin to open.
Place the distributor cylinder in position on the To make this adjustment, place a .001" shim
large distributor gear having the dog screw in the stock between the cohtact points (C). Loosen
face of the gear engage a coruesponding hole the two screws (O) and adjust the eccentric
located on the flat surface of the distributor cyl- screw (?) so that the contact points (C) just
inder and then install the lock ring. begin to open. The opening of the contact points
can be checked with the .001" shim stock. When
Install the insulating plate and the safety the .001" shim stock is releasedwith a slight pull,
gap bridge to the magneto housing with their two it indicates that the points are just beginning to
seCuring screws. These screws must be staked open. Tighten the screws (O) and recheck ad-
after they have been tightened. justment.
Cotl-Place the felt pad between the pole shoe Apply a few drops of standard grade oil (S.A.E.
extensions in under the coil. Place coil in posi- 20 or 30) cn the cam follower felt. Do not give
tion and secure with its two screws, clamps, and it all it will hold as excessoil will reach the con-
washers. tact points and cause interference with magneto
operation. Secure breaker cover with its screw
Make sure the high tension carbon brush is not and safety pin.
broken or damaged while installing the coil.
Maln Cover and Dlstrlbutor Blooks-'Secure
Contact Breaker Assernbly-On the inside the main cover with its two screws and install
of the adaptor and stud assembly are two tapped
"R" for clockwise rotation, distributor blocks. Number discs are provided
holes, one marked "L" for counter- on top of the main cover in order that the distrib-
fixed spark, and the other utor blocks can be installed on the correct side.
clockwise rotation, fixed spark. These holes AII felt strips on the main cover and front end
are not used for variable spark requirements. plate should be made moist with oil.

MAGNETIC AND DLECTRICAL TEST

Mount the magneto on Scintilla Test Stand magnet is not rubbing against the pole shoes of
No. 4-17011or an equivalent test stand. the housing. If so, this can be detected by the
Connect the high tension cables to the 7 mm. occurrence of a decided knock which must be
three point spark rack. Run magneto for two or eliminated by scraping out the inside of the hous-
three minutes. Make sure that the rotating rng.
1407
MAGNETOS

ANTI-CLOCKWISE ROTATION DETERMINE

D cLoCKwrst
MAGNETO FROM DRIVE END MAGNETO

I V I E W E DF R O M I
I B R E A K E RE N D I

ADJUST CONTACT POINTS TO .OI2

C L E A R A N C E . W I T H B R E A K E RI N F U I L
ADVANCE POSITION, CONTACT POINTS
MUST BEGIN TO OPEN WHEN TIMING
qBX
MARKS IAII & COINCIDEOR WHEN
t ,
ROTATING MAGNET IS 50 TO 90 PAST
NEUTRAL,
t
\=/

Fig. 1405

Check the coming-in speed with the contact times. Then operate magneto at 400 R. P. M.
breaker in the full advance position. It should (This speedmust not vary more than 10 R. P. M.)
spark consistently at 1ii5 R. P. M. If a variable Hold contact points open by inserting a piece of
spark magneto is being tested, also check the insulating material between them. Connect
coming-in speed with the breaker in full retard Scintilla Ammeter No. 4-46762 in parullel or
position at which position sparks should occur across the open contact points. The ammeter
consistently at250 R. P. M. should not read below 1.8 amperes. If reading
Increase the speed to 3000 R. P. M. Observe is below 1.8 amperes, the rotating magnet must
the spark closely. If missing occurs, it may be be recharged in Scintilla Magnet Charger No.
causedby: 4-142L5. Repeat ammeter test. If reading is
still below, repeat test with a new coil before
Improper breaker adjustment. rejecting the magnet.
Dirty contact points.
Faulty or broken connections. Cotl-Before installing the coil in the magneto,
Defective coil. check the resistance of the secondary winding
Defective condenser (if contacts arc exces- with the No. 4-12933Y Ohmmeter. The reading
sively). must be from 4000-6000ohms.
Check the ground connection. No spark The final test of a coil must be made an actual
should occur at the spark rack if the magneto running test of the magneto on the test bench.
is short-circuited through the ground wire termi- Also, as heat from the engine affects the insula-
nal screw. tion materials of the coil, the final test should be
Connect the cable from the source of booster made at an elevated temperature. This is done
current to the booster connection in the magneto. by directing a reflector type heater on the mag-
Run the magneto at 500 R. P. M. and observe neto while it is being run on the test bench.
the booster spark at the spark rack. The booster When the temperature of the coil has reached
spark always trails the secondary spark. approximately 165" F. (74'C.) the spark gaps
should be increased by means of the No. 4-8386
Rotatlng Magnet-Operate magneto for about Adjustable Panel from 7 mm. to 9 mm. The coil
five minutes at 3500 R. P. M. During this run, must spark consistently at this temperature and
short circuit the primary current at least 35 spark gap. Increase the gaps to 10 mm. If
1408
MAGNETOS

FIBER STOP CTEARANCE

MUST BE .OO2 TO .OrO
WHEN POINTSARE WIDE
OPEN. TENSfONt6-3 2 c 2.
# 4-9713.)

CONTACT POINT C L E A R A N C E
.OIO MINIMUM
STAKE SCREW IN .OI2 DESIRED
BREAKER LEVER. .OI4 MAXIMUM.

KEEP FELT WICK

MOISTW|TH OtL.

GAM MUST RUN TRUE WITHIN

.OO2FULL INDICATORRFADING.
CGAUGE 8 4-9886)
Fig. 1406

consistent sparking occurred with the 9 mm. gap, Prhnary Clrcult Condenser-The condenser
intermittent missing with the 10 mm. gap will must be tested before it is installed on the
not be sufficient cause to reject the coil. magneto. The recommended test is made at an
elevated temperature with the No. 4-L7-49,
It may be found that the coil produces con- four hundred volt D.C. megger. The condenser
sistent sparking at room temperature with 7 mm. must be heated to 200" F. (93" C.) in an oven.
gaps, however, if the coil does not spark con- If the reading of the megger for the condenser
sistently at the elevated temperature with 9 mm. at 200oF. (93" C.) is 50,000 ohms or more, the
gaps, it should not be used for further service. condenser is satisfactorv for further service.

VAGg.D AND VAGO.DR MAGNETOS

This section is issued as a supplement to the For general information, when the No. 2-792
SB9R magneto instructions and covers the servic- high output Cobalt Magnet is installed in the
"VAG9-D" magnetos which originally employed
ing of the VAG9-DR magneto which employs a
lever type breaker. AII instructions given in a chrome magnet, the letter rrR" is added, auto-
the preceding pages of this book which cover the matically making the type designation "VAG9-
SB9R magneto apply also to the VAG9-DR mag- DR". When checking the coming-in speeds or
neto with the exception of the contact breaker primary current values on "VAG" magnetos,
instructions. This section will cover the instruc- make sure the values for the type magnet em-
tions for the lever type breaker. ployed are used. The values when using the
No. 2-792 Cobalt Magnet are given in the No.
For VAG9-DR magnetos, the cross-section L0-15574Tolerance Chart. For "VAG" magne-
view of the lever type breaker as shown in Fig. tos in service which employ a chrome magnet,
1404 replaces section A-A of the No. L0-1.5574 the minimum primary current value is I20
Tolerance Chart. Fig. 1405 shows the internal R. P. M. and for full retard 240F". P. M.
timing for VAG9-DR magnetos, clockwise and
counter-clockwise rotation. AII other informa- Lever Type Breaker Assernbly Adjustment-
tion on the No. L0-15574Tolerance Chart applies Before installing the coil, place breaker assembly
to VAG9-DR magnetos. temporarily in the magneto for final adjustment.
1409
MAGNETOS

Set the contact points with the Scintilla Wrench drive shaft in the direction of rotation until
No. 4-490 so that the clearance between them is the contact points begin to open. The points
.012" as measured with the feeler gase on the should open when the timing marks "A" an4 "3"
No. 4-490 Wrench. With this adjuitLrent, the are opposite each other or when the rotating
clearance between the back of the breaker arm magnet is 5" to 9o past its neutral position as
and the fibre stop should be from .002" to .010" measured with the Scintilla Timing Disc No.
when the contact points are wide open. Check 4-25L2.
this fibre stop clearance for each cam lobe.
After adjustment is made, remove breaker
assembly and install the coil, main cover, distrib-
Turn the magneto drive shaft until timing utor blocks, etc. Reinstall breaker assembly.
marks "A" and "B" (Fig. 1405) are approxi-
mately opposite each other. Place the breaker Other information pertaining to lever type
assembly in the full advance position. Turn the breakersis given in Fig. 1406.
1410

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CEAPTER XIV (Conflnued)

SERVICE INSTRUCTION FOR

AMERICAN BOSCE AVIATION MAGNETO SB9RU.S
GENERAL CONSTRUCTION

Note-The numbers given in the following impregnated directly on its laminated core.
palagraphs are reference numbers onlyl This method permits more copper and insulating
referring to reference drawings contain6d material for a _givelrspace ahd materially conl
in this instruction, and shouldnot be used tributes toward reducing the temperatuie rise
when ordering service parts. of the coil.
General Desorlptlon-The American Bosch
SB9RU-3 is -a 9-c-ylinde_r,fixed-ignition, 4-pole, _- The primary cable (83) goesfrom the terminal
block (11) through slots in- insulation apron (b0)
b-ase-mounted,.polar inductor type magnetb oi'
clockwise-rotation, faqing drive eh-d,being driven 3ng CgqI ho^using.(46) to the assembly Tastening
bolt (79) of the breaker plate, to wliich is ab5
directly through a qpli4ed drive coupling. The connected the moving. and live breaker spring
magneto drive shaf,t-which turns at- Lrfi engsne with point (78). The circuit between the second
speed rotates the g-lobe compensatine breiker ary coil terminal (10) and the distributor roror
cam at one-half engine speed througf, a 2fu:t is established -by. lraving the concentrically-
gear ratio between the inductor rotor and'dis- mpgnted.,.round, high-tens-ion terminal post (1b)
tributor gear shafts. This magneto is com- of the coil protrude into the rotating, ring-shaped
pletely radio-shielded, and includine radio shield electrode of the distributg,r rotor (b2). No physi-
and .coupling driven member, weighs LE% cal contact is made. The circuit is estab'lisLed
pounds. by a rotary jump spark.
$."gleg.to Houslng (l)-The magneto housing
(!) is.die-cast, the material being fhigh-pressure Frea\er Assenlbly (?0)-!he breaker assembly
aluminum alloy. is stationary and consists of:

a. 4r.adjlstable bracket (76), carrying the

.Two stationary m_a_gnetq(M) are cast integral
grouTded- -platinum-iridium breaker foini, is
withpole shoe assemblies(P and Pr) and magneto
-alloy
housing. Tttpy ut" made from a special positioned betwedn.guidgqon breaker piate (20).
known as 'Alnico', the main charaiteristics of This bracket is adjustable by means of an e6-
which are maximum available enersy and mini- ce_ntrically-headedstud (75) and is secured after
-helds,
mum demagnetilation by stray high adjustment by a fillister head screw (g2).
temperatures and mechanical vibrations.
. b. A pjvoted cam follower a*sembly (?B) whose
Inductor Rotor (5a)-The inductor rotor con- independent spring (74) maintains prbper iension
sists of a single laminated, 1*s.pole section of follower block against contour bf globe cam
mounle-d axially on the drive shaft *trictr is sup- (31).
porJe{ !y a 17 mm, one-piece, single-plate, seni-
sealed ball bearing (7) on drive end-with a de- c. A br_eaker spring assembly (28), incor-
mouatable- one-piece oil seal packing (6) con- porating the moving and live platinum-iridium
tacting hub of drive coupling in front of briaring. breaker point, is mounted on one side of an in-
sulated terminal post by means of an assembly
+\2 mm, siirgle-plate, semi-sealedball bearing fastening bolt (79). To other side of terminal
(11) is mounted in gear housing to support the post, ove-r threaded end of fastening bolt, are
inductor rotor at that end. The beaiing (Z) connected.the prima,ry'cable (83) of tf,e coil, Iive
on the drive end is held in a fixed positiory s.ideof prqnary condenser (85), supporting irlate
thereby preventing axial movement of tlie induc- (82).and short-circuiting spring (81). Tlie-sup-
tor rotor. The bearinC eq on the other end porting plate (82) establishes contact with the
floats in the gear hgusing and the outer raceway grounding terminal assembly throueh a short-
is.^lept_from . turning by _the retaining spring circuiting spring (81). If for anv-reason the
(43). The drive shaft end is splined to ac'com- grounding terminal should become iemoved. this
modate a splined drive couplins (2) which is .564-cilcuitin^g spri-ng will ground the magneto
secured with a recessed plain wishei 1B;, lock against inner fae.-eof gear housing, thus acting as
washer (4), castle nut (5) and cotter pin (58). an automatic safety device.
Coll Assembly (O)-The high-tension coil with Dlstrlbutor Bloek ( l9)-Distributor block (19)
laminated core is mounted on the extension of is of one-piece molded construction, made oi
the upper pole shoes. It is of a design wherein heat-resistin_g-
composition. Stainless bteel pierc-
the primary and secondary are wound, taped and ing screws (20) are used to secure all high-tension
14L2
MAGNDTOS

cables. The nine electrodes are molded as in- Radlo Shteldtng, (f4)-In order to suppress
serts into the distributor block. disturbance caused by electrostatic waves radi-
ated by the ignition system, entire magneto in-
Dlstrlbutor Rotor (52)-Distributor rotor (52) cluding primary circuit within the brealier hous-
is a heat-resisting composition molding having ing-is completely enclosed in metal housings or
two main working distributing electrodes, two radio shields.
booster electrodes and a booster collector ring.
Electrical contact between the distributor rotor O-Lobe Corrrpensatlng Cam (31)-Due to a
electrodes and distributor block electrodes is condition which is inherent in all radial engines
made by jump spark. The two booster elec- of conventional master rod design, the trav-el of
trodes are used in connection with an outside each piston, with the exception of the master rod
high-tension ignition source for starting purposes. piston, is a few degreeseither early or late in re-
Iation to the crank pin. The g-lobe cam (31)
Booster Conductor (16)-The magneto is pro-
used in the SB9RU-3 has lobes so spaced as to
vided with a booster conductor which is sepa-
compensate for the irregular apgular position of
rately mounted underneath the radio shield to
each link rod in relation to the master rod. The
the dustcover by means of two fastening screws cornpensated cam_ insures each cylinder firing-
(18). Electrical contact between the booster
with its piston at the desired advance position.
conductor and the booster collector ring, molded
into nose of distributor rotor (52). is made bv The distributor gear shaft is partially hollow,
jump spark. The booster collector ring is in- with the space thus provided icting is an oii
tegrally connected to trailing booster electrodes reservoir. Oil is fed in minute quantities to the
which are molded as inserts in the distributor surface of the cam through an automatic meter-
rotor. These electrodes are spaced at a certain ips _device (0) located in the distributor gear
angle f,ollowing ,the main working distributing shaft. After reaching the surface of the gear
electrodes to produce a retarded spark for starting shaft, the oil travels through a small hole in the
the engine. The booster conductor cable is cam to the surface where it lubricates the contact
fastengd by a stainless steel piercing screw (17). area between the cam and follower block (73).
An independent booster coil with battery arrange- Quantity of oil in reservoir (37) is sufficient io
ment or booster magneto may be used for start- provide ample lubrication between major over-
rng purposes. hauls.

MAGNDTIC AND ELECTRICAL CIRCUITS

(SeeElectrleal Dlagram)

As the inductor rotor revolves, it provides al- flux reversals, as described above, induce a
ternate paths for the magnetic flux as illustrated. primary current which flows to the ground when
Thus, the flux will pass from the north pole of the breaker points are closed.
magnet Mt through lower pole shoe Pl, inductor
rotor, upper pole shoe P3,coil core and back to the TO DISTRIBUTOR
south pole of magnet Ml. This path is illus-
trated by solid line. As inductor rotor keeps
turning, the direction ofthe flux flow through the
coil core is reversed, the flux passing from the
north pole of magnet M2, through lower pole
shoe P2, inductor rotor, upper pole shoe Pa,
coil core and back to the south pole of rnagn'et
M2, this path being indicated bi.y dotted Iine.
Note-Magnetic polarity is assumed for illus-
trative purposes only, and is not neces-
sarily as shown in actual magneto.
OnIy one magnet at a time delivers flux to the
coil circuit. As'the cycle is repeated, it can be
seen from diagram that four flux reversals are
provided per revolution of the inductor rotor.
The number of flux reversals is equal to the
number of magnetic poles in the magneto.

One side of the coil primary is connected to Electrical Diagram

the ground, wbile the other end is connected to
15s llve and moving breaker spring with poinf
- This flow of current stores energy in the mag-
(78) bV means of the primary cable (83). The netic circuit which is utilized to generate high
1413
MAGNETOS

voltage in the secondary winding of the coil. The switch cable makes electrical contact
The discharge of this high voltage in the second- through the terminal assembly, short-circuiting
arv winding, one side of which is also connected spring (81), etc., with the primary cable and live
to'the ground, takes place through a closely breaker spring (78) which are fastened to the
coupled j*ttp spark connection from the high- insulated mounting post (70A). When switch
tensfon terminal post (10) to the distributor rotor, is in off position, the primary circuit is short-
then by regular l*"p spark distribution to the circuited, thus preventing the building up of high
electrodes of the distributor block. The circuit voltage in the secondary winding of the coil.
is completed through the high-tension cablss, The primary condenser across the breaker points
snark plues
-is and ground. Exact time of dis-
charge ?etermined by instant at which the is essential to proper ignition, preventing arcing
Iobes of the compensating cam open the breaker and prolonging the life of the breaker points.
points.

TIMING AND INSTALLATION OF MAGNETO TO DNGINN

Correct internal timing of the magneto has pling in the position first tried, remove the mag-
been accomplished at the factory or at the over- neto from dowels and adjust the rubber coupling
'Reassembly of Mag- until a perfect mesh is achieved.
haul shop (see chapter on
neto') so that magneto is ready to be mounted
to engine. Breaker contact point opening has Ftnal Tfunlng of Magneto to Englne-For
been adiusted to .009"-.010". This corresponds synchronized sparks of both magnetos, both sets
'E' gap of 3-3.5 mm (proper position of of points must open simultaneously. This is
to an
inductor rotor relative to pole shoe when spark done in the following manner:
occurs) at instant points begin to open on 11
cam lobe. With the engine in proper position, as described
under paragraph'Mounting Magneto to Engine,'
Mountlng Magneto to Englne-Bring pistoq and both magnetos having been mounted as out-
of #1 cylin-der to advance firing position required lined, proceed as follows:
on compression stroke. (Refer to Chapter VI
for details on how to obtain this position.) Turn propeller in a clockwise direction (facing
front of engine) until the breaker points have
Remove the radio shield (14), dust cover closed. Insert .001" feeler strips between the
(13) with booster conductor assembly, distribu- breaker contact points of both magnetos, or
tor block (19) and breaker cover (39). Turn connect two timing lights across the two sets of
magneto drive shaft in normal rotation, as indi- points. Turn propeller in a counter-clockwise
cated by arrow on cam, until 11 cam lobe is about direction by very gradually jarring the propeller
to open the contact points. No. 1 cam lobe is blade with the hand until a slight pull on the
marked by a red dot on the face of the cam. feeler strips releases them, or until both timing
When facing magneto drive shaft end, this posi- Iights go out. Both feeler strips should release
tion can also be observed by the white mark on at the same time and should require equal efforts
distributor gear (49) on side nearest coil and the of pull, or if timing lights are used, both lights
white marli on red pad on inner face of gear must go out at the same instant. At these mag-
housine (46). When these two points are in neto. settings, the engine timing marks must
line, #1 lobe of cam is about to open contacts regrsrcr.
for fring of #1 cylinder.
If the feeler strips or timing lights indicate that
Determine exact breaker point opening by the two magnetos are not perfectly synchronized,
inserting a .001" feeler gauge between the points, then the exact position for the opening of the
or connect a timing light acrossthe points. Cor- breaker contacts on the magneto, which does not
rect instant is reached when a slight pull re- coincide with the engine timing marks, must be
leasesthe gauge, or timing light goes out. Hold adjusted accordingly. If it is desired to ad-
cam in this position by either pressing finge-rs vance the timing, remove magneto from dowels
asainst the dfutributor gear (49) or holding the and turn the rubber coupling one or two notches
diive coupling- so that inductor rotor shaft (54) in a counter-clockwise direction. If necessary
cannot turn. Now place the magneto on the to retard the timing, remove magneto from dow-
mounting plate of the engine, using the mounting els and turn the rubber coupling in a clockwise
plate dowel guide for sliding the magneto toward direction. After the two magnetos have thus
the rubber coupling. The dowels fit into coffe- been synchronized, retighten the mounting cap
spondingholes in the mounting surface of the mag- screws and secure them with safety wire.
neto. Tighten the latter securely to engine mount-
ing plate by means of the necessary cap screws. Connect high-tension cables. Spark plug
If the pronis of the magneto coupling member (2) cable for 1L cylinder is inserted in distributor
will not mesh with the slots in the rubber cou- block cable hole marked #1 and secured with
t4L4
MAGNETOS

cable piercing screw (20). Insert the cable Replace breaker cover (39), distributor block
for the cylinder next to fire, according to firing (19), dust cover (13) with booster conductor
order. into distributor block cable hole marked assembly and radio shield (14). When installing
#2, etc. Note that the numerals on the distribu- the latter, make certain that screws (69) holdinE
tor block (19) indicate the firing sequence of radio shield to gear housing are tight'en6d befor6
the magneto only and must not be construed screws (55) holding shield to dust cover are in-
as the firing order of the engine. serted.

DISASSEMBLY OF MAGNDTO
(Relerence numbers apply to relerence drawlngs)

To facilitate reassembly of the magneto,

it is suggested that parts be laid on a clean Breaker Assembly (70)-Remove hexagon nut
(34), using a 32" socket wrench. This can be
bench or in a pan in the order in which they are
disassembled. accomplished by holding inductor rotor shaft
stationary (thereby also holding distributor gear
Radto Shteld (14)-1. Disconnect ignition har- shaf! in a rigid position) by means of wrench
nesscoupling from radio shield elbow (15). TSE 5232 placed in position on the splined drive
2. Remove two elbow hold-down screws (56). coupling (2). Timing collar (32) and sealing
gasket (33) can be removed by hand. Removal
3. Open radio shield assembly by with-
drawing three screws (57). of the hexagon nut exposes felt oil restrictor plug
(35) which should be pulled out of distributoi
4. Remove two fastening screws (69) holding gear shaft at this time.
radio shield to gear housing (46). Also remove
two fastening screws (55) holding radio shield Remove three fastening screws (41) which
to dust cover (13). Withdraw halves of the secure breaker assembly 170) to gear housing.
assembly. Entire breaker assembly can now be pulled out
Dust Cover (18) and Breaker Cover (80)- and disassembledinto its component parts which
Dust cover (13), including booster conductor should be carefully inspected (see 'Inspection
assembly (16), can be taken off by removing two after Disassembly').
fastening screws (62). Disconnect booster cable Withdraw breaker cam (31), Woodruff key
by Ioosening cable piercing screw (17). Separate 'from
(36) and copper wdsher (3b) distributoi.
booster conductor from dust cover by withdraw- gear shaft.
ing two screws (18). The breaker cover (39)
can be taken off by removing two fastening nuts Dlstrlbutor Rotor (52)-To remove distribu-
(68). tor rotor from unit, withdraw both the rotor and
Dlstrlbutor Block (I0)-Remove two distribu- apron fastening screws (51 and 66). Unfasten-
tor block fastening nuts (65). Lift block ver- ing of the latter permits horizontal movement of
tically, remove insulation plate (21) by hand and apron. Rotor and apron must be withdrawn
disconnect spark plug cables by loosening pierc- together.
ing screws (20). At this point, back-lash of gears should be
It is recommended that each cable be tagged measured with a suitable dial sauee. With in-
to facilitate reassembly. ductor rotor held in a fixed posilion', back-lash as
measured on periphery of teeth on distributor
Prepare magneto for removal from engine by gear must not exceed .010", otherwise both the
unfastening lock spring (26), unscrewing slotted distributor gear and drive gear must be replaced.
nut (24) and giving switch cable a slight pull
which will allow insulation gland (25) and termi- Gear Eoustng (46)-Remove four fastening
nal (27), including terminal nut assembly (28), nuts (67). Magnetos are provided with two
to be withdrawn completely. Magneto can now slots between magneto and gear housing to per-
be taken from engine by removing cap screws mit prying the two housings apart by means of
holding magneto to engine mounting plate. two screw drivers. On earlier models having no
slots, tap edge of gear housing carefully with a
Coll Assembly (9)*Loosen screw (12) in cable rawhide mallet to separate the two housings.
clamping block (11) on side of coil and disconnect (On these models, do not pry with screw driver or
the primary breaker cable (83). Remove coil similar tool.)
by withdrawing coil hold-down screws (60 and
61). It is not necessaryto place a keeper acrosst To remove distributor gear shaft from gear
the pole shoe extensions while the magneto is housing, screw drift tool TSE 5225 on end of
disassembled. The insulation plate (63) under shaft until it bottoms. Place tool TSE 5248-1
coil and primary cable holding clip (53) should be on arbor plate and insert two pins TSF, 5248-2
removed at this time by withdrawing three in proper holes. Locatn gear housing assembly
screws (64). on these pins which are so spaced that they will
L4L5
MAGNETOS

slide through the two holes in gear hub and will two unused, threaded holes with which the thrust
press against gear housing surface. With arbor plate is provided. Tightening of the two screws
ram pressing against drift TSE 5225, push entire will provide the equivalent of a puller, and will
Iength of distributor gear shaft through gear withdraw thrust plate from magneto housing.
housing. Remove bearings (22 and 30) from 3. Inductor rotor is removed by screwing
gear housing by means of puller ST 452. Remove drift tool TSE 5225 firmly on rotor shaft and
spacer (29), spring riilg (23) and outer bearing tapping end of drift with rawhide mallet.
race locking key i40). 4. Place tool TSE 5248-t on arbor plate
Inductor Rotor Assernbly (ba)-To remove in such a manner that there is free space below
inductor rotor (54) from magneto housing (1), the slot in this tool. Slide rotor shaft into slot
proceed as follows: which is so shaped that it will just clear steel
1. Remove cotter pin (58), castle nut (5), washer (48) on rotor, with seating surface pressed
lock washer (4) and plain recessed washer (3). against insulation plate (47). Using pressing
Splined drive coupling (2) can be loosened by tool TSE 5248-9on shaft end, press shaftthrough
means of wrench TSE 5232. ball bearing (44), rotor gear (45) and insulation
2. Remove ball bearing thrust plate (8) plate. Now remove Woodruff key (42) and steel
which contains oil seal (6) bv withdrawing four washer (48).
fastening screws (59). To facilitate removal, Magneto Eouslng (l)-Tap out ball bearing
take two of these screws and insert them in the (7) bV meansof a fibre rod.

INSPECTION AFTER DISASSEMBLY

Metal Parts-All metal parts must be washed in parts of the breaker assembly (70). If the bake-
clean gasoline and dried with compressed air. lized linen cam follower block is worn, replace
AII parts must be free from chips and foreign with new lever assembly (73). Wipe primary
material. Examine magneto housing (1), gear condenser (85) with clean cloth dipped in clean
housing (46), radio shield (14) and dust cover (13) machine oil and test condenser as outlined under
'Testing and Performance.'
for cracks, Ioose inserts and studs. Inspect all
tapped holes.
1. I)resslng of Breaker Polnts:
Insulatlons-All insulations, such as distributor
a. Examine both breaker points for evidence
block (19), distributor rotor (52), booster con- of wear. Extrbme care must be exercised in
ductor (16), apron (50), insulation plates (2L, 47
dressing points to insure a flat, square surface.
and 63), coil (9), insulation bushings and washers Peaks appearing on contact surface of points
must be cleaned with oily cloth and wiped dry
should be removed, but it is not necessary to re-
with a clean cloth. Carbon deposits on distribu- move enough of the platinum-iridium points to
tor block and distributor rotor electrodes should
cause small pits or craters to disappear com-
be removed and electrodes cleaned with fine pletely, unless they collectively cover an exces-
emery cloth. Distributor block and booster
sive part of the contact surface. TooI TSE
conductor cable holes should be examined and
5229 must be used for this purpose.
cleaned. Inspect assembliesfor cracks.
Coll Assembly-Examine coil for cracked end 2. Reassernbly of Breaker (See Ftg. 1):
plates and check soldered connections. Before a. Place breaker plate (70) on breaker as-
ieinstalling coil, check continuity of secondary sembly fixture TSE 5220 and secure by means of
'Testing and Per-
winding as outlined under three fastening screws (41), lock washers and
formance.' plain washers.
Ball Bearlngs and Otl Seal-All ball bearings b. Mount contact bracket with point (76)
must be cleaned in an approved solution and and secure to plate (70) by inserting screw (92)
rough, loose or worn bearings replaced. Pack and lock washer (93) through cup-shaped con-
bearings with high-temperature grease American tact bracket stop bushing (77). As contact
Bosch US 508 (or, if preferred, use Royco #5 bracket wiII have to be moved again, do not
grease). tighten screw (92) too securely.
If oil seal (6) shows evidence of excessive
'Reas-
wear or leakage, it must be replaced. See c. Assemble to fastening bolt (79), the follow-
sembly of the Magneto' for procedure. ing: Iock washer (80), spacing washer (88),
contact spring with point (78), spacing washer
Gears-Examine both distributor gear assembly (88), three shims (89), insulation bushing (90).
and rotor gear for butrs, excessivewear or other Assemble these parts to supporting post (70A).
defects. Clean oil reservoir (37) in distributor Over threaded end of fastening bolt (79), slide
gear shaft with approved cleaning solution. insulation bushing (90) and secwely tighten as-
Breaker Assernbly (See Flgures I and 2)- sembly to supporting post by means of square
ThorougNy inspect and clean all component nut (91).
t4L6
MAGNDTOS

Fig.t Fig.2

SECTION A.A S E C T I O NB . B

d. FiU groove in cam follower lever sup- 22-32 ounces at instant breaker points open.
porting post with high-temperature grease,Amer- This can be determined by inserting a .001"
ican Bosch US 508. (Do not use Royco 15 feeler gauge between points. When a slight pull
grease.) Assemble cam follower (73) with fol- releasesthe feeler gauge, points are just beginning
lower block resting on flat part of dummy cam, to open. A suitable electrical timing light con-
and secure by means of plain washer (71) and nected across points may be used in place of the
cotter pin (72). Assemble follower lever spring feeler gaugefor determining correct instant. For
(74). Make certain that plain washer (71) is not spring tension above 32 ounces, decrease by
clamped between cam follower and cotter pin, adding one shim (89); for spring tension below
but is perfectly free to turn. 22 ounces,increase tension by removing one shim
(89). In adding or removing a shim, all parts on
3. Breaker Polnt Adiustrnent: assembly fastening bolt (79) must be removed
a. Shift contact bracket with point (76) in from supporting post (70A) and reassembled in
its elongated hole until both contact points are 'c'
their proper sequence, outlined in section
in perfect alignment. Tighten screw (92) enough under 'Reassembly of Breaker.' Readjust con-
to hold bracket in place. 'a' and 'b'
tact points as outlined in sections
b. Turn dummy cam so that cam follower and recheck spring tension.
block will rest on high part of cam. Loosen
d. Check cam follower lever spring tension
screw (92) and move contact bracket with point
(76) bv means of the eccentrically-headed stud using spring scale TSE 5212 (see Fig. 2). Ten-
(75), until feeler gauge TSE 5213, inserted be- sion must be t4-22 ounces at instant top of cam.
follower block touches contact spring with point,
tween the points, just becomesfree, indicating a
point opening of .009"-.01,0". Tighten fillister otherwise lever spring must be replaced.
head screw (92) securely. e. Using feeler gauge TSE 5213, check clear-
c. Check tension of contact spring with point ance between top of cam follower block and con-
(78), using spring scale TSE 52L2 (se Fig. 1). tact spring with point (78). This must not be
Hook of scale must be held adjacent to point as Iess thari .017" when follower is at its lowest
shown in illustration. Spring tension must be position.
r4L7
MAGNDTOS

4. Corrpletlng the Assernbly of Breaker: condenserlead on fastening bolt (79), and secure
a. Fasten condenser (85) to breaker plate nut (84), using tool TSE 5218. The breaker
(70) by means of two fastening screws (86) and assembly (70) should be removed from the
lock washers(87). breaker assembly fixture TSE 5220 and is then
b. Assemble supporting plate (82), short- ready for ir?stallation on magneto. (See 'Reas-
circuiting spring (81), primary cable (83) and sembly of Magneto.')

REASSEMBLY OF TEE MAGNETO

(See Reference Drawlng)
Magneto Eouslng (1) and Inductor Rotor 1. Fill oil pressure gun TSE 5233 with Fiske
(54)-Insert post TSE 5248-3 in hole 'C' of tool BS bearing oil, with oil at a temperature of about
'fSE 5248-l-. Place round plate
TSE 5248-4 L20 to 130 degreesF.
on end of post. Slide magneto housing (1) over 2. With distributor gear shaft preheated to
plate TSE 5248-4, which fits into the tunnel about L20 to 130 degrees F., fiIl oii reservoir to
between the pole shoes. With sealed end of top of shaft, keeping spout of pressure gun under
bearing facing the insjde of magneto housing, surface of oil to prevent air bubble formations.
press bearing (7) into housing with large end of
3. Insert felt restrictor plus (35) into end of
tool TSE 5248-8until it seats firmly. shaft and press firmly into plaie by hand until a
Note-All baII bearings must be packed with paximym gf t4u" of-the plug remains protruding
American Bosch US 508 grease or, if preferred, from the shaft. Elevated oil tempeiature wili
Royco 15 greasemay be used. prevent e-xcessive_ back-pressure of oil when plug
Next, insert drive end of inductor rotor into is. pressed into shaft,- and prevents trapping oT
hole 'C' of tool TSE 5248-1 which is placed on air bubbles at head of plug.-
arbor plate so that free space exists b-elow hole
'C'. Assemble steel washer (48), Note-If inspection after 'Testing and Per-
Woodruff key formance' indicates either- insufficient
(42) and insulation plate (47) on gear end of or excessivecam lubrication after the oil
inductor rotor shaft. Using tool TSE 5248-6, reservoir was properly filled, as outlined
press drive gear into place, with flat surface of above, and after inspection shows that the
gear resting against insulation plate. Care small oil hole from the center to the sur-
must be taken that keyway in drive gear lines face of the cam is not clossed up in the
up with Woodruff key. With sealedend of bear- case of in'sufficient lubricatlon. then the
in9 G4) facing 4rive gear, press bearing on in- entire distributor gear assemblv should
ductor rotor shaft with tool TSE 5248-7. be returned to the factorv for repiacement
Next, insert pressing tool TSE 5248-7 tnto of the automatic metering oiler assembly
hole 'D' of plate TSE 5248-1. Place inductor (0). Under no circumstances should aci-
rotor shaft in an upright position by putting justment_ gt tttis assembly be attempted,
bearing (44) into the recess of tool TSE 5248-7. nor should it be tampered with IN ANY
Slide magneto housing over drive end of shaft as WAY. A thin oil film on cam indicates
far as it will go. Using large end of tool TSE that oiler is working properly.
5248-8 on ball bearing (7) in magneto housing, Mount outer bearing race locking key (40)
press housing on shaft until bearing seats on in slot in gear housing (46) and s-ecure i'ittr
shoulder ofinductor rotor shaft. spring ring (23). It is suggested that location
of locking Fgy U" marked on the two hubs of gear
If old oil seal is worn or shows signs of leakage,
replace as follows: Place thrust plite (8) in h5le housing-with pencil marks to facilitate assembly
'A' of tool TSE 5248-l and use small of bearings into housing. Locate gear housing
end of tool assemb_ly,with breaker end facing upward, on
TSE 5248-5 for pressing out worn seal. Now
turn thrust plate over and place it in hole 'B' tool TSE 5248-L0. With open siiie of bearing
faging downward and one of its two slots aligneii
of tool TSE 5248-1. Metal-supported side of
new seal must face toward inside of magneto with. pencil _marks,press bearing (30) into gear
housing with small end of tool TSE 52[g-9.
when thrust plate is irrstalled. Use large end of Bearing slot must, be aligned with end of locking
tool TSE 5248-5 to press seal into place, making Turn gear housing over so that gear side
certain that seal is properly seated iir thrusT \"y.
plate. Assemble thrust plate with oil seal in faces upward, with bearing which has iust been
pressed in resting on slight projection of surface
magneto hogsi4g, using four screws (59). Tighten
on tool TSE 5248-10.
screws gradually and evenly, and stake screw
heads with tool TSE 5219. Ipse{ spqggl (29) which is held in place by
tool- pilot TSq 5248-11. Press bearing (:2i)
Gear Eouslng Asserrrbfv (48)-Before assem- in- place as-oqtlined above, with slot in Fearing
'Remove
bling distributor gear shaft to magneto housing, al.ignedwith key. pilot from tool TSE
oil reservoir (37) in shaft must be refilled with oil. 5248-10 and re-locate gear housing on latter.
This must be done in the following manner: Check location of spacef to make sure that it is
1418
MAGNDTOS

Iined up with bearings. Now press distributor Irnportant-Un4er no circumstances is grease

gear shaft through gear housing, using tool TSE to be applied to cam. This- is to
5248-6for pressing against hub ofgear. avoid clogging of the small oil hole
which permits the Fiske BS bear-
Mountlng Gear Ilouslng Assexnbly to Mag- ing oil to reach the surface of the
neto Iloust^ns-Guids gear housing partially
cam from the metering oiler assem-
on to studs of magneto.housing. bly. A second objeition is the
Irnportant-To mesh distributor gear and drive possibility of grease reaching the
gear teeth properly in order to ob- breaker points, thereby causing
tain correct internal timing of the burning and pitting of the latter.
magneto, make certain that dis- Assemble timing collar (32), which fits into
tributor gear tooth, marked with cam slots jn olre posjtion only, by pressing it into
white dot on gear side facing ball place by hand until it seats snugfu in tlie slots.
bearing in gear housing, will be- Use wrench TSE 5232 on drive coupling (2)
come meshed between two drive to prevent distributor gear shaft from turning
gear teeth marked with red lines and tighten hexagon nut (3!) firmly by applying
(seereferencedrawing). an even pressure on 14" socket wrench.
It is advisable, but not absolutely necessary, Turn magneto in normal direction, as indicated
to turn floating inductor rotor ball bearing (44) by arrow on cam until the cam follower (78) is
until the edgesof one of the two slots are lined up in cam dwell preceding #1 cam lobe. Insert
with two red marks on drive gear teeth. This .0_01" feele1 gagge between breaker points.
will facilitate seating of bearing against bearing Place straight edge across step of timing-collar.
retaining spring (43) in gear housing, thereby
Continue turning magneto in normal direction
avoiding undue pressure on retaining spring gntil 11 cam lobe just begins to open points,
which results if bearing must locate itself. Gear indicated when a slight pull releasei the feeler
teeth mesh can be noted through observation gauge. A suitable electrical timing light, con-
hole of gear housing on breaker side. A sug- nected acrossrpoints, may be used in-place of
gested check is to place pencil marks on top of the
feeler gauge to determine this instant.
two drive gear teeth as well as on the rotor side of
the distributor gear tooth having the white dot. At this setting, straight edge must Iine up with
This will permit observation of the setting from timi4g marks 'T' qr rim of gear housing. If
either side of the gear housing. this is not the case, loosen three fastening screws
After correct gear teeth mesh is obtained, (41) and turn entire.breaker plate in its slots
use rawhide mallet to tap gear housing firmly until correct-position is obtained. Now tighten
against magneto housing. Secure with fastening screws (41) firmly- Check breaker point setting
nuts (67). by inserting feeleq gauge TSE 52Lg (.009t
blade) which should just become free when cam
Apply a little American Bosch US 508 grease,
follower is on the highest point of 11 lobe.
with fingers, on surface of distributor gear teeth.
(Do not use Royco 15 grease.) If feeler gauge indicates that breaker point
gpening is.other than .009" to .010", then adjust
Dlstrlbutor Rotor (52)-Reinstall apron (50) by loosening screw (92) and moving coniact
and distributor rotor (52) together. Do not bracket with point (76) slightly, by means of
fasten apron screws until distributor rotor is in eccentri!"ally-headedstud (75) until correct open-
its proper place over the gear hub. When apron ing is obtained. Screw (92) must be tightened
and rotor are in proper position, secure apron firmly after adjustment.
and rotor fastening screws (66 and 51) firmly.
Re-rnagnetlzatlon-This magneto is unusually
Breaker Assernbly (70)-Fish primary lead stable in its magnetization and does not ordi-
(83) from breaker assembly (70) through hole narily require remagnetization during routine
in gear housing assembly and slots in apron. inspections or even complete disassembly. Re-
Mount breaker assembly to gear housing by magnetization should not be attempted unless
using three fastening screws (41), Iock washeis the primary current reading as obtained under
and plain washers. Screws should be located 'Testing and Performance'
is below 1.7 amperes,
approximately in the centers of the three slots, and then only with a magnetizing stand of ploper
but should not be tightened firmly at this stage.
-be strength.
Now install a temporary ground wire (to
removed after 'Testing If remagne_tizationis necessary, use magnetiz-
and Performance' run)
ing stand TSE 5210 1or equivalent). Ailapter
by inserting terminal nut assembly (28), terminal plate TSE 5246-2, held to law TSE 5246-t by
(27), rubber insulation Q5), and securingslotted
pilot pins, is designed to make contact with th-e
nut t24) with lock spring 126).
two exposedchamfered lower pole shoe surfaces P
Slide copper washer (38) over distributor when base of magneto housing is placed in it.
gear shaft until it rests against bearing (30). Next, slide jaw TSE 5246-3 into space between
Mount cam (31) with Woodruff key (36) and pole shoe extensions until contact ls made with
copper gasket (33) on shaft ofdistributor gear. upper pole shoesPt.
1419
MAGNETOS

It is essential to remagnetize magneto in the After providing distributor block with tem-
s€rme magnetic direction as originally done, porary test cables, install insulation plate (21)
otherwise a complete reversal of the permanent by hand. Mount distributor block to magneto
magnets will be required, which might possibly frame and securewith fastening nuts (65). Oheck
be beyond the strength of the particular magne- air gap between electrodesofdistributor rotor and
tizing stand available. Polarity can readily be electrodes of distributor block with gauge TSE
determined by means of a compass. The south 52L4.
pole of the magneto should always be placed
against the north pole of the magnetizing stand. At overhaul stage, with magneto being pre-
Polesof stand TSE 52L0 are marked'N' and 'S'. pared for re-installation on engine, air gap be-
tween electrodes should not be less than .015"
Apply two charges of four to five seconds nor greater than .060". If the latter condition
duration each. It is suggested that inductor should exist, distributor rotor must be replaced.
rotor be gtven a quarter turn between charges, In cases where visual inspection indicates that
in order to allow saturation of both magnets in distributor block electrodes are also worn or
turn. Now remove adapter'plate TSEr 5246-2 burned excessively, both distributor rotor and
fiom jaw TSE 5246-1,and reverseposition ofjaw distributor block should be replaced.
TSE 5246-3 on magnetizing stand pole. This
will leave two straight jaw surfaces. At this time, magneto should be tested as out-
Place jaw TSE 5246-l against bottom of Iined under'Electrical Testing and Performance'.
magneto housing underneath lower pole shoes P, It is now assumedthat tests are completed with
and jaw TSE 5246-3 across upper pole shoe ex- temporary ground wire and testing cables re-
tensions. With jaws held on same poles of moved, distributor block reinstalled, and primary
magnetizirtg stand as before, apply two additional cable connected to terminal block of coil. Com-
charses of four or five seconds duration. This plete assembly as follows: Securedust cover (13),
time;f charging will be sufficient to allow mag- including the booster assembly (16), to magneto
netizing current to build up to its full value for housing with screws (62). Fasten breaker cover
saturation of the magnetic circuit. (39) to gear housing with nuts (68). Assemble
Completlng the Assernbly-Fasten insulation radio shield (14) and secure with screws (69 and
plate (63) and primary cable (83), held in place 55).
by holding clip (53), to magneto housing with
screws (64). Mount coil (9) on pole shoe exten- Note-Screws (69) holding shield to gear housing
sions, with high-tension electrode inserted into must be tightened before screws (55)
distributor rotor. Place one plain washer under holding rihield to dust cover are inserted.
insulation washer and insert both in space Mount radio shield elbow to radio shield.
between coil core and primary lead clamp as- using screws (56).
sembly. Assemblelock washer, plain washer and
insulation bushing on screw (60), and fasten coil Assemble drive coupling (2), plain recessed
to pole shoe extensions, using short screw (61) washer (3), lock washer (4), castle nut (5), and
with lock washer to tighten right-hand side of cotter pin (58) to the drive end ofinductor rotor
coil (as seen from drive end of magneto). Con- shaft. . Magneto is now ready for re-installation
nect primary cable (83) to terminal block of coil. on engrne.

ELECTRICAL TESTING AND PERFORMANCE

Condenser (85)-Test primary condenser (85) sensitive voltmeter of suitable range for battery
on a 500-volt Megger tester, with condenser pre- being used (seesketch).
heated in an oven to 180-200degreesF. Ifread- A definite voltmeter reading must be obtained
ing is 1 megohm or more, condenseris satisfactory which will be somewhat less than the batterv
for further use. voltage, depending on sensitivity of voltmetei.
TERMINAL If continuity of secondary winding is checked
with an ohm-meter, resistance should be 3900 to
4300 ohms.
Final test of coil must be made during actual
test run of magneto as outlined in latter part of
this chapter.
Test Runs-Attach pulley TSE 5250 to rotor
VOLTMETER shaft and mount magneto on a suitable test stand
which is provided with adiustable test gaps ST
260. Test stand must have a variable speed
range up to 3000magneto R.P.M.
Connect high-tension cables to test gaps with
Cott (0)-Check continuity of secondary winding pointed, three-electrode test gaps set at 9 mm (see
by connecting coil in series with battery and sketch).
1420
MAGNETOS

After remagnetization, operate magneto for nected to the stand, the magneto should be cor-
30 minutes at 2000 R.P.M. magneto drive shaft rectly remagnetized as per instructions contained
speed. While running, short-circuit the mag- herein.
neto primary fifty times in rapid successionby In the event that the current reading is still
means of the grounding terminal, in order to b"l9* 1.7_amperes after this remagnelization,
reduce rnagnetization to a stable value. coil tests having previously proven same to be
SPARK GAP in proper working _condition, then the charger
AS REQUIRED used is of insufficient strength to completely
saturate the 'Alnico' 14qgne!s, and the proper
magnetizing stand should be obtained.
HIGH
Reconnect primary lead (83) to coil terminal
TENSION GROUND ELECTRODE
block (11). In order to check the insulation of
ELECTRODE MAINTAIN SHARP POINTS
the coil under the worst possible operatin'g con-
ditions, heat magneto with refleCtor type of
After stablIization, magneto must be capable heater to a temperature of not less than 165 nor
of firing the 9 mm test gaps without missing more than 190 degrees F., as measured on coil
between L25 and 3000 R.P.M. magneto drive core. In this heated condition, magneto'must be'
shaft speed. capable of firing not less than 10 mm, pointed,
The magnetic strength of the stationary mag- three-electrode test gaps without missing, at any
"magnetir
nets (M) is tested by measuring the primary s_peedbetween 200 ana 3OOOR.P.M.
current output. To accomplish this, disconnect drive shaft speed. If missing occurs, ctrecX.
primary lead (83) from terminal block (11) on magneto with coil of known quality. Should
brimary side of coil. Connect one lead from this check show that missing occurs because of
high-grade AC ammeter, such as Weston Model difficulties other than coil failure, then the cable
528 (0 to 2.5 ampere scale), or equivalent, to coil connections, breaker contact point adjustment,
terminal block, and ground the other lead from distributor block and distribufor rotor-electrode
ammeter to the magneto frame (stud on gear clearance, and primary cu::rent output must be
housing may be used as a convenient ground). investigated.
If th€ magneto is properly magnetized and the Booster Current-Run magneto at 100-200
electrical performance of the coil is satisfactory R.P.M. magneto drive shaft speed with ground-
(seetest run for coil below), a minimum reading ing terminal grounded and the hish-lension
of 1.7 amperes will be obtained at 400 R.P.M. cable from booster tinit connected tb booster
magneto drive shaft speed. If this reading is assembly terminal. Use 7 mm pointed, three-
lower than L.7 amperes, the magnetizing stand electrode test gaps for checking spark of booster.
should be checked by investigating battery con- Booster spark follows the magneto spark, which
dition and battery interconnecting leads. If can be checked by disconnecting- grounding
battery is in good condition and properly con- terminal intermittentlv.

ROUTINE INSPDCTION AND MAINTENANCE

Lubrlcatlon-No lubrication is required be- straight e4_geacross step of timing collar (32).
tween major overhaul periods. Jar propeller in a counter-clockwise direction
Breaker Assembly-At regular routine inspec- untr_l slrqSht edge just lines up with timing
tion periods, breaker cover (39) should be remarks 'T' on rim of gear housing. Loosen ad--
jr:stable- contact _bracket, locking screw (92),
moved from gear housing (46), and the instant at
which contact points start to open on ffl cam and shift contact bracket by means of eccentr-ii
Iobe (indicated by red dot), should be checked. screw (75) lrntilcontact points are in such a posi-
At this instant, a straight edge placed across step tion- that the_slightest counter-clockwise jairing
of timing collar (32) should coincide with regis- of the propeller will open the points. This in--
tering marks 'T' on rim of gear housing. Per- stant is reached when a slight pull will release
missible limits are/n" on either side of registering feeler gauge.
marks 'T'. If this checks, no adjustments need When setting is correct, feeler gauge will be-
be made. However, should the straight edge come free just as straight edge coincides with
fail to come within these limits at instant con- timing marks when propeller is turned counter-
tact points on 11 cam lobe are about to open, then clockwise, indicating that contact points on fil
correct in following manner: cam lobe are just beginning to open.- Now make
Facing front of engine, turn propeller counter- certain that locl<ing screw (92) is securely tight-
clockwise (thereby causing magneto distributor ened. Re-check this adjustment by moving pro-
gear shaft to turn in normal direction as indicated peller as outlined. Aft-er final adjustmentf re-
by arrow on cam) until cam follower is in cam check synchronization of both magnetos to en-
dwell preceding #1 cam lobe. Insert a .001" gine timing marks (see 'Timing and Installation
feeler gauge between contact points. Place of Magneto'). Replace breaker cover (39).
t427

THERMOCOUPLE
CONNECTION

4 POLE, FIXED IGNITION,

BASE-MOUNTED MAGNETO,
DRIVEN AT 1116 ENGINE SPEED.
:ilI

AMERICAN BOSCHAVIATION MAGNETO

TYPESB9RU.3

H IGH- TENSION G R O U N D ( S W I T C H)
C O N N E C T I O NT E R M I N A L

\--

COMPENSATING
CAM TURNS AT
r/2 ENGINE SPEEO.

RED DOT ON CAM

I N D I C A T E S NO.I LOBE

STRAIGHT EDGE PLACEO

ACROSS STEP OF TtMtNG
COLLAR MUST COINCIDE
WITH TIMING MARKS "T"
WHEN CONTACT POINTS
START TO OPEN ON NO.I
CAM LOBE. THIS WILL
G I V E C O R R E C T" E " G A P .
PERMISSIBLE LIMITS ARE
I/3e" ON EITHER SIDE OF
46 TIM ING MARKS " T".
\

G E A R RATIO = 2 r/4
I

ROTOR WORKING ELECTRODE

FIRING NO.I CYL. WHEN MARKS
ARE IN LINE AS SHOWN.

\\ ll
ASSEMBLE GEARS WITH
TIMING MARKS IN LINE
AS SHOWN.
&
ECTION B-
1501

CEAPTDR XV

RADIO SHIELDING

PRATT AND WHITNEY TYPE

General-The Pratt and Whitney Radio Shield- The manifolds are a covering for the ignition
ing is made in two sections and consists of a system cables. They protect the ignition cables
front and rear manifold to which are attached from wear and deterioration due to exposure,
and prevent them from becoming saturated with
braided conduits for spark plug leads. Braided oil.
conduits also connect the manifolds and the
It is general practice to replace the ignition
magneto shields. These parts are joined by cables at the time of each engine overhaul. This
union connections to facilitate the operations of will eliminate the possibility of weakened or
disassembly, replacement and assembly. defective cable being overlooked at inspection.

DISASSEMBLY

There are two types of manifold to spark plug periodic overhaul unless one of the details is
conduit assemblies. damaged, in which case, the solder may be
The separate elbow type has a detachable softened by applying a torch, enabling the parts
elbow which is secured to the flexible conduit by to be separated. Periodic overhaul disassembly
a union nut. may be accomplished by removing the spark plug
The tntegral elbow type has the elbow terminal sleeves and unscrewing union nuts at
soldered to the flexible conduit. the manifolds.
Separate Elbow Type-To disassemble,remove Remove the grommets from inside the union
the spark plug terminal sleeve,unscrew the union nuts on the spark plug to manifold braided
nuts at the elbows and remove elbows from the conduit. Remove the cable fastening screws
ends of the spark plug leads. Disassemble the from the distributor blocks to disassemble the
braided conduits between the spark plug elbows cables from these blocks. Disassemble the
and manifolds by unscrewing the union nuts at magneto elbow assembly from the braided
the manifolds. conduit and the braided conduit from the mani-
Integral Elbow Type-The elbow soldered folds by unscrewing the union nuts. Remove the
connection should not be broken at the time of ignition cable from the manifolds.

CLEANING
The metal parts (manifold, conduit, elbows, etc.) may be cleaned by the process described in
Chapter III.

INSPECTION
AII conduits should be given a careful visual inspection for any signs of breakage. Inspect manifolds
for dents or other damage.

ASSEMBLY
The following table is given as a guide for replacing ignition wires:
L502
RADIO SEIELDING

TABLES OF WIRE LENGTES IN INCEES

Wasp Hl and El-G
Equlpped wtth SBOR Magnetos
No. of Total Length Wire Length from Wire Length from
Distributor Front Rear Rear Manifold to Front Manifold to
Block Manifold Manifold Left Magneto Right Magneto
No. 1 ot 37" L8" 32%"
No.2 51" 55" L9" 3314"
No.3 62" 66" t7rh,, 32"
No.4 75" 46" 18" 32%"
No.5 62" 32" L9" 33rh,,
No.6 50" 46" L7rk,, 32"
No.7 Dt' 59" t8%" 33"
No.8 83" 55" 20,, 34rh,,
No.9 73" 40" L9" 33rh,,

Equlpped wtth SBORU-B Magnetos

No. of Total Length Wire Length from Wire Length from
Distributor Front Rear Rear Manifold to Front Manifold to
BIock Manifold Manifold Left Magneto Right Magneto
No. 1 oo 35" T6" 30rh,,
No.2 49s2" 5314" 1714" 32r2"
No.3 63r2" 67r2" L8Y4" 33t2"
No.4 7554" 4654" t854" 33T4"
No.5 62%" 32Y2" Ls%" 34"
No.6 5012,, 4611" L732" 32Ya"
No. 7 58V8" 60V8" 2014" 347A"
No.8 8454" 5654" 2ty6" 36r4"
No.9 73" 40,, L9" 33rh,,

Eornet D-G, Ez-G, and E8-G

No. of Total Length Wire Length from Wire Length from
Distributor Front Rear Rear Manifold to Front Manifold to
Block Manifold Manifold Left Magneto Right Magneto
No. 1 59" 38" L8" 34Lh"
No.2 53" 55" L9" 35%"
No.3 63" 67" 17%" 34"
No.4 77" 46" 18" 3412"
No.5 65" 32" 19,, 35rh,,
No.6 52" 46" 17Lh" 34"
No.7 59" 60" Lgrk,' 35"
No.8 85" 56" 20" 36%"
No.9 72" 40" 19" 35%"

Wasp Jr. B' 82 and BB

Equtpped wlth SBOR and SB0R (N) Magnetos
No. of Total Length Wire Length from Wire Length from
Distributor Front Rear Rear Manifold to Front Manifold to
Block Manifold Manifold Left Magneto Right Magneto
No. 1 53" 3'1" lg" 29"
No.2 47" 55" 19,, 30"
No.3 58" 66" L7%" 28rh,,
'll" 46" 18" 29"
No.4
No.5 58" 32" 79" 30"
No.6 46" 46" r7%" 28r2"
No.7 53" 59" 181h,, 29%"
No.8 92" 55" 20" 31"
No.9 66" 40" L9" 30"
1503
RADIO SEIDLDING

Equlpped wlth SBOR(N)-a Magnetos

No. of Total Length Wire Length from Wire Length from
Distributor Front Rear Rear Manifold to Front Manifold to
Block Manifold Manifold Left Magneto Right Magneto
No. 1 57" 39" 18" 29"
No.2 60" 55" L9" 30"
No.3 62"
'14" 67" L7rh,, 28%"
No.4 45" 18" 29"
No.5 6L" 29" L9" 30"
No.6 47" 45" 1714" 28%"
No.7 54" 59" L8%" 29r2"
No.8 81" 53" 20" 3L"
No.9 69" 39" L9" 30"

Equlpped wtth SBORU-B Magnetos

No. of Total Length Wire Length from Wire Length from
Distributor Front Rear Rear Manifold to Front Manifold to
Block Manifold Manifold Left Magneto Right Magneto
No. 1 oD" 37" 20%" 33"
No.2 4814" 5332" 201h,, 33"
No.3 63r/+" 68Yr" L9" 3t%"
No.4 74%" 45%" L8rZ" 3L"
No.5 6trh,, zgrh,, 17%" 30"
No.6 47%" 45%," L8" 30%"
No.7 55%" 5e%" L7rh,, 30"
No.8 82%" 54%" r8rh,, 31"
No.9 69" 39" t9" gLrh,,

DIMENSIONS OT FLDXIBLE CONDUITS

Length I.D. o.D.
Waep Jr. (In Inches) (In Inches) (In Inches)
Magneto to Rear Manifold l0%+%a lYn + \s 1.335-1.345
Magneto to Front Manifold 2l%*46 L%z+ %a 1.335-1.345

Eornet E
Magneto to Rear Manifold L0ryr6 + Yt6 Lrl + Yn l3%4
Magneto to Front Manifold 27 Ya*. Xa Lr/a+ %a 135/u

Eornet D2-G ond E8-G

Mameto to Rear Manifold L0r%6+ N6 L%+Xt Ls%4
Magneto to Front Manifold 27%a*\a L%+%t L3%4

Waep Hl
Magneto to Rear Manifold l0rh+X6 r% L3544

Large
Dlameter Magneto to Front Manifold 25 +X6 r% L\Y6L
Magneto to Rear Manifold L2 rl * Yra L%z 1.340-1.355

Small
Dlameter Magneto to Front Manifold LN6 lYrz 1.340-1.355
1504
RADIO SHIELDING

For information pertaining to any ignition sary length of cable from manifold to magneto.
cable not in the following approved list, consult Asiembl6 the spark plug conduits and fasten with
the Service Department of Pratt and Whitney union nuts using a grommet in each union.
Aircraft. Install the elbows and terminal sleeves, and
solder the ends of the wires to the terminal
Belden Manufacturing Conrpany sleeves.
Chicago, Illinois,
Assemble the conduits from manifolds to
General Cable Corporation magnetos.
Buffalo, New York,
Using some form of standard electrical test,
Packard Electric Division make sure that the number on each ferrule cor-
General Motors Corporation resnonds with the number of the cylinder to
Warren, Ohio, which the cable runs. Then attach the wire to
Sterling Cable Corporation the magneto distributor blocks according to the
-diagram
Port Huron, Michigan. wiring tFig. 611). After assembly of
the niagneto block, again check with some form
Mark ferrules consecutively from 1 ihrough 9 of standard electrical test to make sure that the
with a suitable metal stamp. To reassemble, wires are in position for proper firing order.
remove /2" insulation from the end of each lenglh AII joints should be carefully inspected after
of cable,-being careful not to cut any of the assembly to seethat they are snug and that there
-along the strands of wire and bend
strands. Sepaiate are no vibrating contacts. No external soldering
them back the insulation' Install each
should be attempted while the ignition cable is
ferrule on its corresponding number ignition in the shield, as the heat necessaryto make the
cable and secure it with a crimping tool. soldered joint is detrimental to the insulation of
String the cables through the manifold and in the cable, and may injure it to the extent that
their pr-operoutlet holes, maintaining the neces- this point will be the first to break down.

REPLACING ONE IGNITION CABLE

Determine which cable is defective by a Termlnal Sleeves-Particular care should be

recognized electrical test. Disassemble the con- exercised when installing the terminal sleeves
nection and elbow from the end of the spark on the ignition wire.' Cut only enough insula-
plug lead and remove the spark plug lead conduit tion from the conductor to permit the correct
length of wire to extend through the wire outlet.
Ly uncoupling the union nut. Remove the wire Th6 insulation must bear firmli against the brass
from the distributor block. Loosen the coupling disc on the inside end of the sleeve. The ends
nut on the conduit from the manifold to magneto of the ignition wires which are constructed with
and slip the conduit back towards the distributor a layer-of cotton under the lacquered surface
block. should be dipped in an insulating varnish to
Solder the new cable to the old cable at the about y8" ;;d permitted to dry before the
terminal sleeves are applied to the wire. This
spark plug end. Dust the new cable with talc treatment prevents th6 layer of cotton from
oi soapstone to prevent seizing or friction. Pull acting as a *ick should moisture find its way inlo
the old cable out, at the same time feeding the the a-ssembly. When installing the terminal in
new cable in at the manifold. It is necessaryto the plug it- should be wiped- perfectly clean,
perform this operation carefully so as not to and aftel that not touched by the fingers as oil,
injure the protective coating on the cable. When acid, dirt, etc., will promote flash-over, cause
the new wire has been pulled through far enough, deterioration and eventual failure of the sleeve.
cut it off to the proper length on each end. The repeated installation of dirty sleeves in a
Reassemble the conduits, elbow and spark plug spark plug results in contaminating t-he mica
terminal sleeve connection, and solder the wire insulation-on the inside of the barrel, which
to the connection. eventually will cause faulty operation.
1601

CEAPTERXVI

AUTOMATIC OIL TEMPDRATURE CONTROL

DESCRIPTION

A thermostatic oil temperature regulator is vhlve guide. IJnscrew pin holding the check
now included as standard equipment to be in- valve bushings and springs in place. The springs,
corporated in the oil system of any airplane. This bushing and valve may be then removed through
device automatically regulates the temperature the slot in the top ofthe check valve housing.
of the oil entering the engine to a predetermined
setting, thus obviating the use of radiator shut- Cleanlng-Clean all parts with white furnace oil,
ters or other means of controlling oil tempera- or some suitable cleaner.
tures on a great number of installations. Where Inspeatlon-The automatic oil temperature
8" coolers,or larger, are utilized, congealing ofoil control unit should be inspected at every regular
mav occur in the core of the cooler if the amount engrne overhaul period by checking clearances in
of dold air is greatly in excessof that required for accordance with clearance chart on Page 1603.
oil cooling. Obviously, under these conditions it Inspect the sylphon for any dents or cracks.
is necessary to have shutters or some other ac- Also inspect the seat of the check valve in casting.
ceptable means of controlling the amount of air
albwed to flow through the-cooler. It,also re- Assembly-Assemble valve guide and valve to
duces the warming up period to approximately the thermostatic unit. Fasten with washer and
one-half the time over installations not equipped nut. Lock the nut with solder. Assemble
with this device. gasket on each side of the valve guide and gasket
on the threaded end of the thermostatic unit.
When the oil is cold, the valve automatically Assemble unit in body and fasten with nut. In-
directs the outlet oil from the engine to the bot- stall body and fasten unit together with washers
tom of the oil tank, in close proximity to the suc- and nuts.
tion line. Consequently the warm oil coming Then assemble the check valve assembly by
from the engine will be drawn into the suction inserting the springs, bushing and valve through
line feeding the oil pre$sure pump. This process the slot at the tbp of the casting and insert the
continues until the oil entering the engine pin holding them in place.
reachesthe desired temperature; at which time,
the automatic valve directs sufficient oil through Therrnostatlo Unlt-It is good practice to test
the plane's external air cooler, thence to the top the thermostatic control at the time of overhaul
of the oil tank to maintain the desired inlet to determine whether or not the thermostat
temperature. bellows are properly actuating the valves at the
desired temperature settings. Earlier units did
The current type thermostatic oil temperature not have any temperature settings recorded on
control assembly incorporates a check valve at the unit. Later units had the temperature set-
the point where the engine return oil line connects tings on the thermostat stem only, while cunent
to the unit. This valve prevents oil flowing from units now have the settings stamped on both the
the tank into the scavenge system of the engine thermostat stem and data plate. In the case of
while the engine is not in operation. the earfier units, the temperature settings will
have to be determined by checking the unit.
Malntenance-The automatic oil temperature
The temperature ranges and Part Nos. of
control unit normally requires no attention be-
thermostats are as follows:
tween overhaul periods. The operating limits
of the unit cannot be altered except by replacing Part No. Range
the sylphon with one of a different calibration.
18199 85oto 105'F.
Dlsassembly-Remove the four nuts holding 1p198 120oto 140'F.
the two bodies together and separate. Disassem- 18197 140oto 160'F.
ble nut from the end of the thermostatic unit and 16403 130oto 150'F.
unscrew unit from body. Also remove the two 11435 150'to 170'F.
nuts holding the check valve housing from the
body which housesthe valve and separate. It should be noted that the above listed range
temperatures are the temperatures at which the
The unit is now disassembled sufficiently for valve starts to open, and at which it is fully
ordinary inspection. If, however, it is intended opened. The temperature at which the oil will
to replace any parts, remove the solder, nut and stabilize is dependent upon the airplane installa-
waslier on end of unit. Disassemble valve and tion.
1602
AUTOMATIC OIL TDMPERATURD CONTROL

BODY toNe cHAMBER)

CHECKVALVE
HOUSING
UNIT
THERMOSTATIC

VALVE GUIDE

(TWO CHAMBERS)

Fig. 1601 - Automatic Oil Temperature Control Unit

"oil from pump" flange of the

Oil should be circulated through the unit at viscosity oil to the
the temperature of the lower setting. With con- unit so that with gravity assisting the valve to
tinued operation at this temperature the valve open, the valve should not open with a 5" oil
should be just starting to open, although no oil tiead'nor should remain closeil under a 30" oil
should be allowed to pass through the outlet to head.
which the oil cooler normally connects. Then
Oll to Cooler Poeltlon-An added improvement
with the oil at the temperature of the higher "Three
setting, the valve should move to and remain in is now incorporated on the later type or
Bolt Flange Type of lJnit", which provides for
the "oDen" position which will direct all of the
locking the unit so that all "Return Oil" frcm the
oil thr6ugh the outlet to the cooler.
engine is dfuected to the oil cooler. This feature,
Cheak Volve-The check valve and seat may be however, is only used in special flights to test oil
tested for leakage at the time of overhaul as fol- cooler capacity. On satisfactory completion of
lows: Subject the valve to 180 viscosity oil under the oil cooling test, the unit should be readjusted
a Dressureof 3 lb./sq. in. If the valve leaks in to operate automatically.
ex'cessof one ounce iri 2l hours, the faces of both
To set the unit in "Oil To Cooler Position"
the valve and the valve seat in the casting should loosen lock nut on the end of the Thermostatic
be machined to obtain a perfect seat.
Control Shaft and screw in shaft until it bottoms
The tension of the spring against the valve on the stop provided for this position. Tighten
may also be checked by connecting a head of 180 lock nut and safety with brass wire.
1603
AUTOMATIC OIL TEMPDRATIIRD CONTROL

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ALT ITUDE CALIBRATION OF AUTOMATIC

OIL TEMPERATURECONTROL
SHOWINGDECREASEOF OIL TEMPERATUREWITH INCREASINGALTITUDE

AUTITUDE THOUSANDSOF FEET

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Fig. 1603
1701

CEAPTER XVII

AUTOMATIC MIXTURE AND POWER CONTROL UNIT

THDORY

Due to the fact that the metering characteris- air density control valve to maintain a density
tics of a carburetor are a function of the air equivalent to a predetermined altitude. The
density entering the carburetor, a simple method use of such an air density control valve necessi-
of maintaining a constant metering characteristic
is to maintain a constant density of this air. To tates the reduction of the power output of the
do this one must either employ an external engine at all times to the full throttle power at
supercharger to maintain sea level density or an the density altitude chosen.

PRACTICAL APPLICATION

To avoid the use of an external supercharger, still further, there is a density altitude at which
the air density control valve method was chosen. the full throttle power is reduced to what is
The particular application under consideration considered the normal cruising power of the
for a-supercharged engine where it is desirable engine. If the air entering the carburetor be
to restrict the maximum sea level power output, reduced to this density, the cruising power out-
the two-fold purpose of the unit is readily compre- put of the engine will then be maintained from
hensible in that a reduction in the density of the sea level to this altitude and the carburetor
air entering the carburetor to the density alti- metering characteristics remain constant
tude at which full throttle operation is permitted
throughout this range. In either of the above
not only serves as an automatic throttle stop,
but at the same time gives the desired constancy cases, the carburetor throttle would be left in
of carburetor metering. Carrying this thought wide open position at all times.

DESICN OF UNIT

To take care of cruising conditions, the unit valve must be held wide open. (For the cruising
must reculate to one pressure; to take care of condition one mixture ratio from the carburetor
conditiois requiring mbre power, the unit must is deeired, while for the higher power a second
regulate to a second presfture and for cases of mixture ratio is desired, and for the emergency
-the where it might be necessary to ex-
emergency full power condition, a third or still richer mixture
ceed rated power the air density control is required.)

AUTOMATIC MIXTURD CONTROL UNIT

The Automatic Mixture and Power Control The unit is provided with a selector valve and
Unit is a device for maintaining the air entering three positions are available. . The normal
the carburetor at a constant pres€lrre, and open- throttle and manual mixture controls are pro-
ine the correct number of jets in the carburetor vided on this carburetor in case of any mal-
to grve the desired mixture strength. A special functioning of the Automatic unit, and the
type carburetor is supplied with this unit in Automatic unit does not interfere with the normal
oi8er to obtain the aulomatic mixture control use of the throttle. It does, however, make it
feature. Bellows regulate the air pressure con- possible to leave the throttle wide open for all
trol valve through an oil servo mechanism. normal flyrng conditions except landing.

EXPLAITATION OF TEE OPERATION OF AUTOMATIC MIXTIIRE CONTROL

The operation of the automatic mixture con- one is evacuated and spring loaded internally,
trol resuiator is shown diagrammatically on the and the other vented behind the venturis in the
followins pages. It will be seen from these carburetor, thereby being affected by the car-
illustratilons that the principal operating parts buretor air horn pressure. If the absolute pres-
of the regulator consisl of two bellows, a lever sure in the air horn is such that the evacuated
arm actuited by any movement of the bellows bellows is collapsed, the lever arm is drawn to
and a needle valve directing oil to the two that side and, being fixed at the top, draws the
sides of the operating piston. Of the two bellows needle valve to that side. This action admits
t702
AUTOMATIC MIXTURE AND POWER CONTROL UNIT

Fulcrunr C a s ef i l ! i r r gC a p
-\djustrrent

Oil Pressure Cottttectiolt

Open
Bellows
"CruisiIg"
Presstrre
Adjustine Nut

Evacuated Bellows " llid Prsitiorr" Pressurc

u-.tirg Nut

Sen o Needlc Yalse

()perating Lever
Lock Nuts

Serlo \'alre

Prcssure Yalvo Operating Piston Shaft

Oi! l)rsiD Fittinc

Carburetor Jet ),IeedlcPistonr

Automatic Mixture Control Unit

engine oil pressure to the back of the operating buretor is shown diagrammatically in the illus-
piston at the same time opening the opposite trations on the following pages. For simplicity
end to drain, all of which forces the operating in explanation, let us consider the cruising
piston outward and through suitable linkages position first. Here the regulator is set to
closes off the pressure control valves in the maintain a pressure equivalent to an altitude of
carburetor. As these valves are closing, the say, 11,500 feet. This means that the density
absolute pressurein the air horn is being reduced. in the carburetor is greatly reduced and on a
When this pressure reachesa value such that the normal carburetor would require the use of some
open bellows tends to collapse, thus expanding mixture control. In this carburetor, two of the
the evacuated bellows, the needle valve is thereby jets are selected to give the desired consumption
moved. During this movement, there comes a at this altitude, and the other two being cut off
time when the needle valve is in its central due to the needle valve being closed. As the
position thus holding the operating piston and regulator will maintain a constant pressure in
air valves stationary. the carburetor, these two jets will give uniform
metering at any altitude below the critical
The absolute pressure to which the unit altitude. In the mid position (sometimes used
regulates depends on the strength of the springs as a higher power cruising position) the regulator
in the evacuated and open bellows. In this is set to maintain a pressure equivalent to a
respect, it is readily. seel that an- increase in somewhat lower altitude, say, 6000 feet. This
spring compression in the open bellows will necessitates additional fuel capacity in the
change the absolute pressure for balance to a carburetor due to the decrease in altitude and,
lower value. This feature is used to enable the becausehigher power is available from the engine,
same regulator to control the two different pres- necessitates an even greater fuel consumption.
sures and is accomplished by what is termed the To accomplish this, a third jet is brought into
range-shifter piston operating on the spring in action by relieving the oil pressure holding the
the open bellows. Adjustable stop nuts are pro- needle on its seat.
vided to limit the travel of the range-shifter piston
in both directions thus providing an adjustment In the emergency position (see Fig. 1701)
for both regulated pressures. where the regulator is inoperative and the air
The jet and passage arrangement in the car- horn pressure is always atmospheric, additional
L707
AUTOMATIC MIXTURE AND POWER CONTROL UNIT

ASSEMBLY

1. Put servo needle in its bushing and push through oil seal in bottom of cylinder. The tool
through until hole for lever pin appears in cup should be a rod of same diameter of oil seal with
rn case. a pilot on end to fit in the range-shifter piston
shaft. The return spring must be in place before
2. Assemble bellows with connecting spool. piston is assembled in cylinder.
3. Put bellows together into case with gaskets 8. Push range-shifter spring thrust plate in
on each end. Assemble so evacuation tube on end of shaft.
evacuated bellows is on opposite side from hous-
ing cover plate. 9. Drop range-shifter spring into bellows stop
sleeve and over thrust plate.
4. Install needle valve lever. Put half of
lever with pin riveted to it on opposite side from 10. Put selector valve in from drain fitting
evacuating tube. Be careful not to break this end, holding locating pin slot toward parting
tube when putting other half of lever in place. surface. Push in until slot with three drill point
Be sure discs on lever are in the spool of the bel- holes lines up with pin hole, then drop pin in place.
lows link and the upper fulcrum. Bolt parts
together using lock washer under nuts. 11. Place locating pin spring on top of pin.

5. Put operating piston in cylinder and screw 12. Holding unit horizontally, press cylinder
on guide making sure gasket is assembled. assembly into housing and bolt up securely. Be
sure that locating pin spring goes into the hole
6. Assemble range-shifter piston guide and provided for it in cylinder body.
piston with adjusting nuts.
13. In some cases,it is easier to assemble the
7. Put range-shifter piston in cylinder. A tool drain fitting before assembling the two parts of
should be used to guide end of piston shaft the unit.

INSTALLATION

The Automatic Unit is bolted to the rear of travel, before the operating piston reaches its
the carburetor, making oil pressure and drain full stroke.
Iines the only piping necessary. The pressure Suitable oil pressure and drainage connections
control valves must be at least 8" below the in accordance with the installation drawing
flange of the carburetor or on an elbow giving an should be provided.
equivalent distance in order not to spoil the Besidesthe usual throttle and mixture controls,
m'etering characteristics of the carbureior. A an additional control to the pilot's cockpit is
suitable linkage must be supplied to connect required for the automatic mixture control
these valves with the operating piston of the regulator, although a combined control for the
Automatic Unit. Any scoop design, other than regulator and manual mixture may be used if
those suggested by Pratt and Whitney Aircraft, desired.
should be sent to the carburetor manufacturer, After installation on the carburetor, be sure
to test its effects on metering characteristics. the bellows caseis full of cylinder oil. This oil is
In installation, care must be exercised to see poured through the cap on top of the case
that the pressure control valves have a full 90o marked "Fill".

OPERATION

When properly installed, the automatic mix- no economizer action. Proper use of the mixture
ture control operates in the following manner: control will give normal consumption.
Errrergency Full Power Posltlon-When in Mld Posltlon-When in this position, the air
this position, the carburetor functions conven- pressure control valves are in operation, limiting
tionally, being independent of the automatic the power to a predetermined valve and closing
unit. The air pressure control valve is held wide one jet to give the correct mixture strength for
open both by a spring and servo control mechan- this power. By use of the engine throttle, less
ism. All four jets in the carburetor are in use power than the maximum regulated by the unit
giving a full rich fuel consumption near full can be obtained.
throttle that is normally experienced on a stand-
ard type carburetor. At a throttle position Crulslng Posltlon-When the control is moved
equivalent to the normal cruising R. P. M. the to this position, the air pressure control valve is
mixture is slightly richer than n6rmally experi- maintaining a pressure below the carburetor
enced at this speed due to the fact that there is which allows a predetermined power output
1708
AUTOMATIC MIXTURE AND POWNR CONTROL UNIT

desired for cruising. The second oil controlled position is used only for normal cruising, and
jet is closed off leaving two jets in operation stroutd not be used for climbing. Even if the air-
wtrictr gives a mixture ratio considered most plane is flown two or three thousand feet above
practical with regard to economy and durability the critical altitude of this position, the enrich-
of the engine. This power and fuel consumption ment of the mixture will not be great enough to
is maintained at aII altitudes below the critical necessitate using the manual mixture control.
cruising altitude or that altitude where cruising By use of the engine throttle, Iesspower than the
power is maintained only at full throttle. This m'aximum regulited by the unit cin be obtained.

ADJUSTMENTS

All adjustments are made on a unit when rare cases will a unit require readjustment and
tested at the factory. Following the installation, this should only be done by a specially trained
a check on the operating pressure below the mechanic.
carburetor for the mid and cruising positions The carburetor is of the fixed jet type and the
should be made. If these do not agree with the proper jet sizeshave been determined and tested
recommended pressures, something is undoubt- in each carburetor. Under no circumstances
edly wrong with the regulator unit. Only in should these be changed.

TESTING AUTOMATIC MIXTURE RDGULATORS ON BENCII RIG

Operatlon of Test Set-Up-Since the Auto- is set, and this pressure is maintained with
--atic Mixture Regulator is- a pressure control varying degreesof vacuum set by valve (C).
device, means should be provided for setting this
regulator to control to the desired pressure. Test Rlg for Automatlc Mkture and Power
Control Unlts-It has been found that when a
Fig. 1704 shows a convenient set-up for ad- standard petcock valve (B) is used, it opens and
iustiig the regulator. As the pressuresto which closes too abruptly and does not provide a
the regulator is to be set are less than sea level smooth increase or decreaseof vacuum necessary
atmospheric pressure, a source of vacuum is for the adjustment of the automatic unit.
required. (In exceptional cases, where such a
tesl device is located at a high altitude field, a By reoperating a standard petcock valve, as
source of pressure may have to be substituted.) shown in Fig. 1705, the desired straight line
An aspirator or vacuum pump may be used, as characteristic will be obtained in the opening and
shown at (D), with a valve (C) to control the closing of the valve and prevent hunting. The
degree of vacuum. With a fixed air bleed (E), dimensions contained in the sketch are approxi-
the pressure in the system depends on the rate mate, as each valve will have to be reoperated
of flow through this air bleed, and the pressure to suit the test rig in which it is to be used.
may be controlled by throttling with the pet-
cock (B). This pressure is transferred to the An appropriate method of reoperation is to
automatic regulator and is recorded by the file a small groove in the valve and then try it
manometer (A). Connecting the petcock (B) out in the test rig. The desired condition will be
to the operating piston rod of the automatic attained when the travel of the mercury in the
regulator, the petcock is automatically adjusted manometer is smooth and gradual during the
to-maintain the pressure for which the regulator opening and closing of the valve.

ADJUSTING TEE AUTOMATIC REGULATOR

For the purpose of clarity, the positions of the The absolute pressuresto which the regulator
selector valve are given as follows: is to be set are determined from dynamometer
test to obtain the desired engine power. The
Ernergency Posltlon-Position of selector valve figures for these presriures are supplied with the
when unit is inoperative. Manual mixture con- regulators.
trol has to be used when necessary.
Given the presswes, the regulators are ad-
Mtd Posttlon-Position of selector valve when justed on the test rig as follows:
unit is in operation, and used for take-off, climb
or higher cruising power than normal 1. BoIt the regulator securely to the mounting
plate (H).
Crulslng Posltlon-Position of selector valve
when unit is in operation for normal cruising 2. Connect the operating piston rod to the
requirements. petcock (B).
1709

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AUTOMATIC MIXTURE AND POWER CONTROL UNIT

3. Connect the oil pressure line to the regula- is not correct, move the adjusting nuts on the
tor, and after starting the oil pump, adjust regulator until the desired pressure is obtained.
the oil presriure to about 80 lbs., by means of Do this for two positions of the selector valve
valve (G). - i.e., the cruising and mid positions.
4. Set the selector valve (F) in the position 7. After obtaining the correct adjustment on
for which the pressure is to be checked (cruising the regulator, vary the amount of vacuum by
or mid position). the valve (C), and see that the regulator holds
the pressure for which it was set. In this check,
5. Adjust the vacuum supply valve (C) until do not supply too much or too little vacuum, as
the operating piston has moved about half its it will cause the operating piston to hit the stops
stroke. at the end of its stroke, and the manometer
6. Read the manometer, and if the pressure reading will not be correct.

GENERAL NOTES ON ADJUSTMENTS

1. If the absolute pressure is too high ("U" the servo valve lever may be moved. It must
tube reading too low) move the adjusting nuts be remembered when using this adjustment that
rrMid" and "Cruising" adjust-
away from the body of the regulator, and if too
-("(J" it affectsboth the
low tube reading too high) move the nuts ments by the same amount, making a readjust-
toward the bodY. ment.of one of them necessary. After moving
"Cruising" the fulcrum be sure to check the adjustment of
2. The inner set of nuts are the "Mid"
position adjustment and the outer set the both positions. Also care should be taken that
iosition adjustment. extreme adjustments of the fulcrum does not
3. If full travel of either set of adjusting nuts cause the unit to be sluggish in one direction
fails to give the desired pressure, the fulcrum of (seefollowing paragraph).

CIIECKING OPERATING CIIARACTERISTICS OF UNIT ON TEST RIG

Slugglshness-Change vacuum rapidly and With 60 lb./sq. in. oil pressure the piston
obselve speedwith which operating piston moves. should be able to hold a load of 40 lbs.
The piston should move at approximately the Leakage of Oll Through Untt-There are
same speed in both directions. If the movement two good indicatlons of excessiveleakage through
is ver5rslow in one direction, the fulcrum adjust-- the Unit. First, the pressure drop as shown by
ment-has been set to an extreme distance off the oil pressure gage and secondly, the amount
far out
center. If the fulcrum screw is set too"closing" of oil flowing from the drain of the Unit. If,
the movement will be slow in the with the same setting of the by-pass valve,
direction, and if set too far in it will be slow in "Mid" or
"opening" direction. there is less pressure when in the
the "Cruising" position then when in the "Emer-
Hotdtnc Pressure Under Load-Apply a load gency" position there is excessiveleakage by the
to the operating piston shaft by a spring (use servo valve or bushing. To check for this leak-
tension spring and pull on it) and observe the age substitute a rod of the same diameter as the
reeulatins pressure with and without load. If servo valve and note the oil flow from the drain.
th"eseare not the same, check the fit of the servo If it appears less, then the servo valve is loose
valve in the bushing. A loose valve will cause a but if it is about the same the bushing is leaking
variation in pressureunder load. Also this condi- and should be replaced. If on the other hand,
"Emergency" position
tion would indicate a slight leak between the the pressureis lower in the
servo valve bushing and the case, if the servo the selector valve is leaking or the hole in which
valve itself were tight (Fit of valve and bgqhittg the selector valve slides had become damaged.
is.0005 to.0025 loose). The pressureshould not This can be checked by substituting a blank rod
vary more than .1 Hg. under a load of 30 lbs. of the same diameter as the selector valve and
noting the oil flow from the drain. A slight leak
-determinePlston-A check should
Power of Operatlng at this valve is not serious. The maximum drop
be made to whether the operating in pressure between the emergency and regulat-
piston can be moved away from its normal ing positions should be 5 lbs.
pressiure.
bosition under about 60 lb./sq. in. oil "Mid"
Put the Selectoi Valve in either the or Euntlng-If a Unit hunts badly or if difficult
"Cruising" positions and without applyingvacuum to adjust due to its not regulating to the same
"opening" direction. pressures each time, check the following parts
trv to move the piston in the
tf ttris can be ilone easily the servo bushing is for sticking:
leaking badly and should-be-replaced.. Also to Servo Valve
check-the selector valve for leaks put it in the Servo Valve Operating Lever
"Emergency" position and attempt
!o move
"closing" direction.
Bellows
the operatiirg plston in the Operating Piston
1801

CHAPTER XVIII

MISCELLANEOUS CONVERSIONS
General-The information in this Chapter is order has been disregarded, the information
taken from various Service Bulletins which deal appearing in the order used for describing-over-
primarily with conversions, and is for the con- haul procedure -that is, working from the front
venienc6 of personnel involved in the overhaul of the engine to the rear.
of engings which for some reason were not
changed in accordance with Service Bulletins The material of Service Bulletins through
as thev were issued. In most instances the No. 318, dealing with changes or information
bulletiis are reproduced word for word; in some other than that on conversions. is covered under
cases, however, bulletins have been combined normal overhaul procedure in the main text
or slightly altered to facilitate usage. Numerical of this Manual.

BREATEERS
(From Servlce Bulletln No. 818)

Current Wasp Jr. Engines incorporate a solid the breather exhaust outboard. Part No. 38436
plug, Part No. 20159, in the nose section at assembly replaces the former Part No. 8927
ihe-'location where a breather was formerly assembly.
installed. A gasket, Part No. 233, is used under
It is permissible to make the above changes
the plug.
in earlier Wasp Jr. engines where leakage of oil
The nose breather, which was found to be from the breathers is troublesome. This in-
unnecessary, was eliminated because of leakage volves no changes within the engine. Substitu-
of oil through it in some airplane installations. tion of a plug for the nose breather, alone, has
The left-hand blower section breather has also proved a satisfactory correction for this leakage
been eliminated for the same reason and has in most instances. Either one of the blower
been replaced by a plug, Part No. 255, requir- section breathers may be replaced by a plug.
ing an oil seal, Part No. 33891.
Before making these breather changes to
The right-hand blower section breather as- remedy oil leakage, it should, of coutse, first
sernbly has been redesigned to incorporate a hose be made certain that the leakage is not due to
connection for use where it is desired to pipe something wrong within the engine.

PROPELLER SEAFT FRONT PLUGS

(From Servloe Bulletln No. 270)

Wasp H1-G, Eornet E-G and E8-G-The pro- be used for preventing the large plug from turn-
pellei shaft front plugs incorporated in these ing when installing or removing the smaller
engines have been redesigned to eliminate the plug, which now has a hexagon head instead of
possibility of breakage caused by excessive an Allen head. The threads have been changed
tightening of the former pipe plug 4nd to facili- from pipe threads to straight threads (%"-
tate removal. Provisions have been made on 18NF-3), so the large and small plugs are inter-
the large plug, into which is inserted the small changeable only in pairs.
plug, to accommodate a wrench, PWA-1733, to

PARTS AFFECTEI)
Unlts New Parts Part Narne Parts Replaced Unlts
1 36783 Plug-Propeller Shaft 24307 1
Front*
1 36784 Plug-Propeller Shaft 299L9 1
Front**
1 36639 PIug 11603 1
1 5747 Gasket
*Hornet
**Wasp
Note-When installing new type plugs, a Gasket, Part No. 5747 must be used.
1802
MISCELLANEOUS CONVERSIONS

CONVERSION FROM TEE TWO.WAY PROPELLER CONTROL VALVE \-,

TO THE CONSTANT SPEDD GOVERNOR DRTVE
(Frorn Servlce Bulletlns Nos. 206 and 234)

Eornet E-G-Provision was made for a constant specified.

-
**a e"*rnor drive to be mounted on the nose Engines prior to the above number may be
"6"iio"- of Hornet E-G engines, starting with
-E;;il" convelted at overhaul to incorporate the constant
No. 2798 unless a Two-*ay valie was speed governor front drive as follows:
Parf,s Requlred Parts l)lsoarded
Unlt Part No. Part Narne Part No. Unlt
5 t72 Washer
2 11359 Cotter Pin
I 22977 Pipe L3280
1 22972 Pipe
1 22969 cap
1 L1625 Nut
1 284L7 Gear
1 L7187 Snap Ring
1 2L678 Cover
1 23533 Housing Assembly
1 23534 Gear Assembly
1 23535 Pipe Assembly
1 202 Screen
1 22974 Bolt
1 511 Nut
2 243 Gasket
1 24L Gasket
1 19672 Gear
1 L76 Washer
1 21680 Gasket
4 2L57r Screw
1 2298r Cover 12342 1
I 22978 Pipe 13067 1
1 26597 Pipe
1 14058 Plug
1 23529 Gear Assembly 12945 1
1 23528 Anchor Assembly t4373 1
1 26598 PIug
Shaft t234L 1
Packing 15008 1
Nut 8232 1
Bushing L1567 1
Lever L2343 1
Pin 44 1
Pipe 13043 1
Pipe 13069 1
Carrier 10731 1

Reoperatlon-Reoperate the Part No. L0727 Ream the governor driven gear_bushingi4
FE;a- 6gai to Prri No. 26596 in accordance the nose section, using PWA-1040 Reamerand
with Fig. 1801. PWA-1039Fixture.

H:'-il,s'.J,t"3'f?l
ftT,:s,-&
seTi6ePa":l
Fig' 1801'
;f';i,#;};;
*:-#tr
fnl,'-fiflr#::#il"l end of th"
iii"";' pipe rss"-Etv Ir i"rtuu"a ifi
Ream the cam reduction gear bushing using the bracket located on the inner snap ring of
the following tools: the front main crankcase.
pWA-1g41 Fixture Install the Part No. 19619 Cam Reduction
FWA-$bg- Atig"i"g g.t Gear in the_ bearing_ support. Assemble the
pwA-iig noighiifn"u*"t Part No. 19672Propeller Diive Gear on the shaft
pWA-711 Finfihing Reamer of the cam reduction gear.
1803
MISCELLANEOUS CONVERSIONS

REAM .406 !.ooo5

IN HOUSING R22967

, . f i o r n .D R I L LT H R U
./ 373i.ooo5DtA.REAM
+ DEEP$xas' CHAMFER
I N F I X E DG E A R

625!.002 ,J ?h
/I
I

$-z+ Nr-srno.
BOTTOM TAP i DEEP
STAKE PLUG A-26598
\K
SECURELYIN PLACE
AS SHOWN.

F ig. 1801

Note-The flange side of the propeller drive Part No. L7L87Locking Ring. Install the reduc-
gear should be adjacent to the bearing tion gear housing in accordance with regular
support when properly installed, this procedure.
being contrary to the former position
of the gear. The front or flat side of Note-The backlash between the new Part
the gear should have the word "Front" No. 28417 Intermediate Gear and the
etched on to insure proper installation Part No. 23534 Governor Driven Gear
at future overhauls. Install the bear- Assembly located in the nose section
ing support in the usual manner and should be .004"-.0t2", replace at
install the Part No. 28417 Intermediate .020".
Gear on the Part No. 28320+10 When installing these new parts, the back-
Bushing. lash circuld be within the limits, but if there
Install Part No. 23535 Pipe Assembly on the should not be enough backlash, the large face
anchor plate with elbow and fitting at Part No. of the Part No. 23009 Bushing in the nose section
64 Dowel and securing it with Part No. 202 should be faced off enough to give the desired
Screw, and Part No. 22974 Bolt. Use Part No. backlash. If the clearance should be excessive,
172 Washer and Part No. 511 Nut with this bolt. it will be necessary to replace the Part No.
23009 Bushing.
Install the bell gear and bearing in accordance
with regular practice. Then install the Part No. After securing the housing in its place, insert
26596 Fixed Gear in the Part No. 23533 Reduc- Part No. 22977 Pipe in the passageat the right
tion Gear Housing in accordance with regular of the governor control pad. Install Part No.
practice. Insert Part No. 26587 Pipe through 22972 Pipe located in the same passage and
the reduction gear housing and into the hole in cover with Part No. 22969 Cap with a Part No.
the fixed gear. This hole in the reduction gear 241 Gasket in between. Install the governor
housing is located directly in front of the governor drive unit using Part No. 21680 Gasket under it.
drive pad. Cover the pipe with Part No. 14058 Fasten securely with four (4) Part No. 172
Cap using Part No. 243 Gasket under it. Wire Washers and four (4) Part No. 21571 Nuts.
the cap to the housing securely. InstaII the
Part No. 23534 Governor Driven Gear in the Install Part No. 2298L Cover in the sump in
reduction gear housing locking it in place with place of the two-way valve.
1804
MISCDLLANDOIIS CONVERSIONS

PROPELLER SEAFT ADAPTATION TO HAMILTON STANDARD CONTROLLABLE,

CONSTANT SPEED AND HYDROMATIC PROPDLLERS
(From Servlae Bulletln No. 268, Revlslon D)

Wasp El and El-G andEornetE-G and D2-G constant speed or hydromatic propeller. As
;Prgg9^Ier sfalls in Wasp. engines starting. with manufactured, these shafts incorporated the
No. 7483 and Hornet engines starting foUo*i"g adapting parts:
3031 were designed to accommodate eithernl! T::
the
Wasp Eornet
Part Narre Unlts Hl and El-G E-G and D2-G
Gasket - Propeller Shaft Front Plug 1 299L8 24308
PIug - Propeller Shaft Front 1 36784 36783*
Plug - Propeller Shaft (Screw Type) 1 29920 27505
Washer - Propeller Shaft Screw Lock 1 2992L None
Screw - Propeller Shaft Plug Lock Washer 3 24304 None
Washer - Propeller Shaft Plug Screw 3 11618 None
Screw - Propeller Shaft Plug 1 None 27407
Nut - Propeller Shaft Plug I None 5213
Pin - Propeller Shaft Plug Nut Cotter 1 None LL754
Gasket - Propeller Shaft Plug 1 5747 None
PIug - Propeller Shaft PIug 1 36639 None
*Part No. 36783, PIug - Propeller Shaft Front, supersedesPart No. 24307. See instructions entitled
"Propeller Shaft Front Plugs" in this chapter.

If hydromatic propellers are to be installed There is a slight difference between the in-
on the subject engines, the above listed parts ternal thread size of production shafts designed
must be removed from the propeller shafts. to accommodate the hydromatic propeller, and
Conversely, if after using a hydromatic propeller, reoperated shafts. Therefore, when ordering
it is desired to install a two-position or constant distributor valves for hydromatic propellers, it
speed hub, the above parts must be reinstalled should be specified if the shafts are reoperated
ii the propeller shaft. or not.
Propeller shafts in early engines of the above Propeller shqftg may be identified !V--egsu-1-
mo-dl6 *ttictt have nof bdn reoperated to ing the internal threads at the front of the shaft.
accommodate a hydromatic propeller may be The internal thread sizes in Wasp and Hornet
sent to United Airports, Rentschler Field, East engines and the correct distributor valve as-
Hartford, Connecticut, for reoperation. sembly for each are listed in the following table:

Dlstrlbutor
Englne Model Type Shaft Thread Slze Valve Assembly*
Wasp H1 and H1-G Reoperated 214-16 55106 (23D40)
55r2t (22D40)
Wasp H1 and Hl-G Current St'd 2y4-L6N-3 54644 (23D40\
5462I Q2D40\
Hornet E-G and E2-G Reoperated 215/16-24Ns.3 53604 (23E50)
Hornet E-G and E2-G Current St'd 2r%6_24N5_3 53604 (23E50)
Hornet E3-G Current St'd 2y8-L6N-3 53594 (23850)
*Hamilton Standard Propeller Division Part Numbers.

PROPELLDR SEAFT
(From Servlee Bulletln No. 240)

Eornet E-G-To insure the proper assembly To determine whether a propeller shaft has
of the oil seal spacer in the hydromatic propeller, been previously reoperated, the distance from
the length of the splines at the front end of the front end of the shaft to the top of the front
Part No. 27409 Propeller Shaft have been reface of the propeller spline,s should be measured.
duced by rZ". If it is desired to install a hydro- If the distance is found to be 2r/a,,, the shaft has
matic propeller on this model, the propeller not been reoperated as the distance should be
shaft should be reoperated, if not already 2Yz!'.
accomplished.
1805
MISCDLLANDOIIS CONVERSIONS

Note-This reoperation applies only to those should be removed before reoperating the shaft.
propeller shafts that have piping in- It will also be neccssary to duplicate the No.
stalled for the hydromatic propeller. 10-32 NF-3 hole which is one inch directly
toward the rear of the shaft.
If it is desired to convert engines now in service
to incorporate piping for the hydromatic propel- The diameter of the small counterbore of the
Ier, it is necessary to return the propeller shaft No. 10-32 NF-3 hole is Vn" , and the depth rs rZ,"
to the factory for reoperation and in this case, from the O.D. of the splines. The diameter of
the above reoperation will also be incorporated. the Iarge counterbore is rYn", and the depth is
/n".
To reoperate the propeller shaft, place it in a
lathe and- cut back the end of the splines which The propeller shaft should be cleaned thor-
are located at the front of the propeller shaft, oughly after reoperation and if Part No. 240
tl". The rl" radius should be maintained. Screw is used, it should be installed in the new
Pbtistr the reoperated portion of the propeller location.
shaft with crocus cloth. The propeller shaft should be assembled to
If the propeller shaft has a Part No. 240 Screw the engine in accordance with the usual pro-
instead of tlie wide spline at this point, the screw cedure.

CYLINDER ASSEMBLIES
(Frorr Servloe Bulletln No. 81f)

Eornet E, E-G, E2-G and E8-G Englnes- E,E-GandE2-Gengines. TheseCylinders,Part

Hornet E3-G Engines incorporate cylinders with No. 36889, require the same valve spring lower
heads which have been strengthened at the dome washers and valve guides as the Part No. 3427L
and at the attaching threads. The design of Cylinders, and this should be borne in mind when
the head at the valve guide bosseshas also been ordering spare Part No. 36889 Cylinders or
changed and the valve spring lower washers no spare valve guides and valve spring lower washers
longel seat against the valve guides as formerly, for these cylinders.
eliminating a so'rce of possible damage to the To take advantage of the additional cylinder
gluoes'
head dome strength-made possible by useof the
The E3-G cylinders, Part No. 34271, can be long reach,spark plug, it is of course desirable to
used as replacementson E, E-G and E2-G engines, use-_Part No. 34271 for replacements on. the
but requiie long reach spark plugs, which makes earlier Hornet E Series engines, where it -o
it advftable to-install the Part No. 34271 Cyl- possible and feasible to change over completely
inders only in complete sets. to long reach spark plugs.
Spare cylinder assemblies,which are similar The following table is to assist in ordering
to the Pait No. 3427I Assemblies,but in which spare cylinders, valve guides and valve spring
short reach plugs are used, are not available for lower washers:

Unlts Unlts
Per New Type Old Type Per
Englne Part No. Part Narne Part No. Dnglne
I 3427Ix* Cylinder Mach. and StudsAssy.
I 36889* Cylinder Mach. and Studs Assy. 27845 I
I 34269 Guide - Valve Inlet L420 I
I 34270 Guide - Valve Exhaust 23408 I
9 8?59 Valve Spring Washer 9358 I
I 8759 Valve Spring Washer 9356 I
*Accommodates short reach spark plugs.
**Accommodates long reach spark plugs.

CRANKSEAFT FLYWEIGETS (Removable Type)

(From Servlae Bulletlns Nos. 218' 275 and 810)

Wasp Junlor-If it becomes necessary to re- Juniors were equipped with the heavy type fly-
place-the flyweights, it is important to determine weights and will require no alteration of the
i'hether the crankshaft is balanced for the ltght crankshaft balance weight if new replacement
or heavy type flyweights. heavy type flyweights are used. It is also
Starting with Enghe No. L248, all Wasp possible that engines, which originally incor-
1806
MISCDLLANDOUSCONVDRSIONS

porated the light type flyweights, have previously crankshaft will remain properly balanced, tf
been converted to accommodate the heavy type. non-nltralloy knuckle plns are used.
The heavy type flyweights bear the Part Nbs. For instructions regarding balancing of crank-
34465, 34462, 34464 or 34463, stamped on the shafts when the new, heavier nitralloy knuckle
flyweight face. pins are used, refer to the paragraph on the use
Light type flyweights were furnished in Engine of "Nitralloy Knuckle Pins" in this chapter.
Nos. 717-726 and 73L-L248. It is also possible Installation of new type flyweights necessitates
that engines prior to these have been converted reoperating the flyweight liners to accommodate
in service to incorporate crankshafts with the the larger radius at the rear ofthe new flyweights.
light type flyweights. These flyweights may be The chamfer at the rear of the new flyweights
identified by the Part Nos. 2390L,23900, 2707L has been increased from 5/4,,x 4bo to rf,, x 48".
or 27072. This reoperation can best be accomplished by
placing the rear half of the crankshafl in a 20i'
Replacement flyweights which are supplied lathe, on a suitable fixture, in such a manner as
as sparesare all of the heavy type and if installed to center the flyweight liner; then grind the
as engines balanced for the light type flyweights, chamfer to the proper depth with a "Dumore"
the crankshaft will have to be rebalanced bv or similar type grinder. If a 20" lathe is not
removing the Part No. 167 Rivet from the outer available, this reoperation may be done with a
center position of the rear counterweight. small grinding wheel installed in an electric
hand drill. Regardless of which method is
Flyweights supplied for spares will be of the used. the liners should be marked to show the
new heavy type. If it is desired to replace one proper depth of the chamfer before grinding.
flyweight, both will have to be replaced to main- Care should be taken not to grlnd beyond
tain the proper crankshaft balance. the marked depth. After grinding, the
To remove the Part No. 167 Rivet, drill a chamfer should be stoned or smoothed up with
sf" hole one inch deep in the peened end of the crocus cloth. Install the 4/2x flyweight on the
rivet to be removed. Chamfer at a 60o angle to left side and the 9x flyweight on the right side
sufficiently relieve the end of the rivet. Using a (looking frorn ihe rear forward, toward the
hydraulic press and a /8" drift, press out the propeller).
rivet. By leaving the rivet hole empty, the Parts affected are as follows:
New Parts Requlred Parts Replaced
Unlts Part No. Part Name Part No. Unlts
1 34465 Flyweight'- Inner (AYzx) 2390r 1
1 34462 Flyweight - Outer @%x) 23900 1
I 34464 Flyweight - Inner (9x) 2707L 1
1 34463 Flyweight - Outer (9x) 27072 1
2 447L8 Expander TT52T 2
Note-The Part No. 23902 Screw - Flv- flyweights, but when replacements are made it is
weight, may be reused in the new fly- recommendedthat the demountable type be used.
weight, if in suitable condition. Installation of the new demountable type
Wasp Hl and Hl-G-Wasp Hl and Hl-G flyweights (whether two 4rlx are used in geared
engines were at first equipped with two 4fux engines or one 4lx and one 9x are used in direct
rlveted type flyweights. It has been found drive engines), necessitates reoperating the fly-
that a combination of one 4rlx and one 9x flyweight liners to accommodate the larger radius
weight is desirable for the best interests of the at the rear of the new flyweights. The chamfer
crankshaft and propeller from a vibration and at the rear of the new flyweights has been in-
blade stress standpoint. Therefore, it is recom- creased frorn fta" x 45o to l(4" x 45". Part No.
mended that a 9x flyweight be substituted for 16699 Liner may be reoperated to Part No.
one of the 4ftx flyweights in the rear counter- 34949 Liner. This reoperation can best be done
weight of the current Wasp HL (direct drive) by placing the rear half of the crankshaft in a
engrnes. 20" lathe on a suitable fixture in such a manner
as to center the flyweight liner, and grinding the
Since one of the 4ftx flyweights must be re- chamfer to the proper depth with a "Dumore"
placed by a 9x flyweight, which is available or similar type grinder. If a 20" lathe is not
only in the demountable type, in direct drive available, this reoperation may be accomplished
engines, it is necessarythat a new 4/2x demount- with a small grinding wheel installed in an
able type flyweight which is heavier and more electric hand drill. Regardless of which method
durable than the original 4/2x flyweight, be is used, the liner should be marked to show the
substituted for the remaining 4/2x nveted type proper depth of the chamfer before grinding.
flyweight to maintain uniformity. Care should be taken not to grlnd beyond
Wasp Hl-G (geared) engines still use two 4/2x the rnarked depth.
1807
MISCELLANNOUS CONVERSIONS

PART NO.35044

PART NO.34520

Fig. 1802 Fig. 1803

To remove the old.flyweights, dylll a- Lrl" the securing expander which spreads the slotted
hole-one-inch deep i1^the peened end of the fly- end of the-scr6w is drawn uf tight. The end
weigh! chamfer ?t- 45" to sufficiently reljeve the clearance of the assembled flyweight is .008"-
end of the flyweight and using a hydraulic press .0I2". If necessarv, grind th6 sm6ll end face of
and a I" dift, press out the flyweight. the outer flyweight- to-obtain this clearance.
To assemble,use AssemblyTool No. TAM- The following is a list of parts affected by the
1773 and TAM-L774, making certain that the installation of t-henew type 9x flyweights an-dthe
through screw is tightened snugly and that 4rlx flyweights in direct drive engines.
New Parts Requlred Parts Replaoed
Unlts Part No. Part Narre Part No. Unlts
I q4q47 Flyweight - Inner $%x) L670I 1
1 q4948 Flyweight- Outer. (4%x) 16200 t
1 q4Q+!(Qx) Flyweight- Inner @Yzx) 1G201 1
L 34945(9x) Flyweight-- Outer $%x) 16?00 1
2 34949 Liner - Flyweight 16699* 2
2 34946 Screw- Flyweight
2 44718 Expander
*May be reoperatedto the Part No. 34949as describedpreviously.

. The following is a list of parts affectedby the installation of two demountabletype 4rlx flyweights
in leared engines.
New Parts Requlred Parts Replaced
Unlts Part No. Part Narrre Part No. Unlts
2 3494t Flyweight - Inner GYd 16701 2
2 34948 Flyweight - Outer Q%x) 16700 2
2 34949 Liner - Flyweight 16699* 2
2 34946 Screw - Flyweight
2 447L8 Expander
*May be reoperatedto Part No. 34949 as described previously.
MISCELLANEOUS CONVERSIONS

Installation of the new demountable type fly- modate the larger radius at the rear of the new
weights necessitatesrebalancing the crankshaft. flyweights. The chamfer at the rear of the newer
It is recommended that this be accomplished liners has been increased from 22Yu" x 45o to
with a milling machine by milling a flat on the 25A"x45". TheFlyweightliner,PartNo.20SlL,
bottom of the rear counterweight to obtain the may be reoperated as follows: Place the rear
proper balance. If a milling machine is not avail- half of the crankshaft in a 24" lathe on a suitable
iUt6, it is permissible to use a portable grinder. fixture in such a manner as to center the fly-
In either case, it is important that the flat area weight liner. Grind the chamfer to the proper
"Dumore" or similar type grinder,
be at right angles to the vertical centerline of depth with a
the counterweight. The counterweight should or it is permissible to use a small grinding wheel
be milled, or ground, to a depth of Vn" measured installed in an electric hand drill. Mark liner to
(see
centerline
atthevertical Fig.1802).
S;*,'3;"??1"*rlHt#tiltj'*:t"il:f itlllf:
EornetE,E-GandE2-G-Replacementofrivet After grinding trhe chamfer should be stoned or
tvp" nv*"ights with the demouitable type neces- dressed with a fine emery cloth.
sitates reoperating the flyweight liners to accom- The following is a list of parts affected:

New Parts Requlred Parts Replaced

Unlts Part No. Part Name Part No. Unlts
2 34777 Liner - Flyweight 205LL* 2
2 34520 Flyweight - Inner 18597 2
2 35044 Flyweight - Outer 18598 2
2 34521 Screw - Flyweight
2 447L8 Expander
*May be reoperated to Part No. 34777.

It has been found that an accumulation of a minimum clearance of .060" between the flv--is
adverse tolerances may cause interference be- weights and the crankcase. If the clearance
tween removable type crankshaft flyweights and found to be less than .060", the flyweights may
the inside of the crankcase on the subject engine be reoperated, according to Fig. 1803, but
models. In order to insure ample clearance when this is done a steel ring, Part No. 40662,
(.060" minimum) at this point, a bevel is incor- must be pressed into the reoperated flyweight
porated on the outer edge of each flyweight Part No. 35044 to compensate for the weight
flange. removed.
Parts on hand may be used providing there is The following is a Iist of parts affected.

New Parts Requlred Parts Replaced

Unlts Part No. Part Name Part No. Unlts
2 40661 Flyweight - Outer 35044 2
2 40660 Flyweight - Inner 34520 2
2 40662 Steel Ring
New parts are fully interchangeable with each other, but are interchangeable with old parts only in pairs.

NITRALLOY KNUCKLE PINS

(From Servlce Bulletln No. 268)

Wasp Jr., Wasp and Eornet-Nitralloy spare kluckle pins will !e of_the nitralloy type
knuclkle pins are now used in latest model"qof and,withtheexceptionoftheW"qpJr.Bengines,
the above engines to reduce galling and to are directly interchangeable with the previous
prevent possible pickup when assembling and type pins.
llisassembling pins in the master rods. Future See table below for parts affected.

Current Nltralloy Assernblles

Englne Model Unlts Knuckle Pln Assys. Replaced Unlts
R-985-B 8 32L53 4483 8
R-1340-H1 and
Hl-G 8 32L54 15318 8
R-1690-E, E-G,
E2-GandE3-G 8 32t55 11539 8
1809
MISCELLANEOUS CONVERSIONS

Nitralloy knuckle pins for Wasp Jr. B engines by employing one unit of Part No. 34460 Rivet
arcL.02 pounds heavier per set than the previous (heavy head) in the outer center position of the
tvpe anil the use of them will necessitate re- front counterweight in place of Part No. 25784
baiancing the crankshaft to compensate for the Rivet. and one unit of Part No. 167 Rivet in
additional weight' the outer center position of the rear counter-
weight. In the event that a crankshaft incorpo-
Spare crankshafts balanced for light type non- rates the Iighter type flyweights, described under
nitrilloy knuckle pins can be furnished, pro- "Flyweights (Removable 'Iype - Wasp Jr.)"
vidine Part No. 23905 is specified for engines in this chapter, additional weight must be added
ring pistons, or Part No. 28102 for
with hve 'with to the crankshaft by employing one unit of Part
encines fbur ring pistons. Otherwise, No. 34460 Rivet (heavy head) in the outer
spires which are balanced for the nitralloy center position of the front counterweight in
knuckle pins will be furnished' nlace of the Part No. 25784 Rivet and also one
When rebalancing Wasp Jr. B crankshafts, irnit of Part No. 34497 Rivet (heavy head) in
for the nitralloy pins there are two conditions to place of the Part No. 167 Rivet, at the same
be considered. If the crankshaft has been iocation in the rear counterweight. The table
changed to incorporate the heavier type fly- below outlines the various combinations of
"Flyweights (Remov- flyweights and knuckle pins, and lists the rivets
weie[t, as explained under
abld T.vpe - Wasp Jr.)" in this chapter, addi- to be used for balancing the crankshaft with
tional fu-eigfrtmust be added to the crankshaft these combinations.

Type ol Type of Rlvets (Outer Center Posltlon)

Knuakle Plns Flywelghts FrontCounterwelght RearCounterwelght
Lieht (Non-Nitralloy) Light 25784 (Light Head) 167 (Light Head)
Liiht (Non-Nitralloy) Heavy 25784 (Light Head) None
Heavy (Nitralloy) Heavy 34460 (Heavy Head) 167 (Light Head)
Heavy (Nitralloy) Light 34460 (Heavy Head) 34497 (Heavy Head)

The above rivets should be replaced in accord- 60o angle to sufficiently relieve the end of the
ance with the following instructions: rivet, and, using a hydraulic press and a 54"
Drill a sf" hole one inch dqep iq the-peened drift, press out the rivet. Press in the new rivet,
end of the iivet to be removed. Chamfer at a and peen over the end with a suitable tool.

PISTON PINS
(From Servlce Bulletln No. 288)

Wasp Jr. B-Refinements in material and No. 1248. Because piston pins are one of the
nroc&ses of manufacture have produced a most highly stressed parts in the engine, it is
Stronger piston pin which is used in Iater Wasp recommended that the improved pins be in-
Jr. BlB2-and 83 engines, beginning with Engine stalled at the next overhaul.

New Parts Requlred Parts Replaced

Welght Per Unlt
Unlts (Wfth Plugs) Part No. Part Name Part No. Unlts
9 .78lbs. 31795 Pin Assembly- Piston 9003 or 3601 I
9 .91lbs. 31806 Pin Assembly- Piston 13113 I
9 1.14lbs. 31796 Pin Assembly- Piston 17355 9

In the following paragraphs, which will be of Part No. 81705- Pln Assembly - Plston-
assistance in ascertaining the comect piston pins These pins replace those used on all Wasp Jr. A
to be used for replacement in Wasp Jr. Engines, Engines having crankshafts balanced for four-
it will be noted that several master balance ring, 5:1 compression ratio pistons. The master
weights appear. This is due to various weight balance weights which may appear on the crank-
changes in pistons and master rods. shaft of the engines in this category are as follows:
37.38 lbs., 37.56 lbs., 38.22 lbs., 38.32 lbs.,
In the case of engines originally equipped with 38.86 lbs., or 39.04 lbs.
four-ring pistons, but in which bqla-nclng screws
have been incorporated in the crankshaft counter- These pins also replace those used in {a,sp
weishts to compensate for the additional weight Jr. B En!"ines havinf crankshafts balanced fol
of frve-ring pistons, the original master balance either forir or five r-ing, 6:1 compression ratio
weight should still be used for reference. pistons. The master balance weights which
1810
MISCELLANEOUS CONVERSIONS

may appear on the crankshaft of engines of this weights which may appear on the crankshaft
category are as follows: of engines in this category are as follows:
38.22 lbs., 38.44 lbs., 38.95 lbs., 38.99 lbs., 38.95lbs., 38.99 lbs., 39.97lbs., or 40.35lbs.
39.10lbs.. 39.97lbs., or 40.35lbs.
Due to the fact that there have been various
Part No. 81806-Ptn Assernbly-Plston- changes in master balance weights in Wasp Jr.
These pins replace those used in Wasp Jr. B engines, it is recommended that if there is any
Engines having crankshafts balanced for four- doubt as to the correct replacement piston pins,
ring, 6:1 compression ratio pistons, but which the necessary weights for the correct piston pins
actually incorporate four-ring, 5:1 compression be sent to the Service Department. These
ratio pistons. These engines were built with weights include the connecting rod cluster
crankshafts balanced for four-ring, 6:1 compres- (master rod and bearing, link rods, knuckle pins,
sion ratio pistons, and require additional weight screws and locks), the master weight balance
at the piston pin when using four-ring, 5:1 com- weight (stamped on crankshaft counterweight),
pression pistons. The master balance weights and the weight of one piston (stamped on the
which may appear on the crankshaft of engines piston pin boss).
in this category are as follows:
The part numbers designated represent piston
38.22lbs., 38.44lbs., or 39.10lbs. pin assemblies,i.e., the pin with plugs. The new
pin itself, Part No. 3L740, is identical in all three
Part No. 31796- Pln Assernbly-Plston- of these assemblies. This part number is marked
These pins replace those used in Wasp Jr. B on the end of the pin.
Engines having crankshafts balanced for five-
ring, 6:1 compression ratio pistons but which When piston pin plugs are installed at over-
actually incorporate four-ring, 5:1 compression haul, it is important that the proper ones be
ratio pistons. The crankshaft master balance used to maintain proper balance as follows:

Plston Pln Assembly Plug Unlts Per Assembly

31795 9002 (Aluminum) 2
31796 7735t (Bronze) 2
31806 LL447(Bronze) 2
New piston pin assemblieshave the assembly that the new plug be rnarked with the piston pin
number marked on the edge of one of the plugs. assembly number for ftrture identification.
In the event that replacement is made of the plug New type piston pins were first incorporated
bearing the assembly number, it is important in Mfrs. Engine No. 1248.

IIEAVIER SECTION PISTON PINS

(From Servlce Bulletln No. 200)

Wasp Hl and El-G-Starting with Engine Nos. Reoperatlon-If necessaryto remove Part No.
6244 and 6223 respectively, a heavier section 6040 Rivet, drill a sf" hote one inch deep in the
Piston Pin, Part No. 22320 is incorporated in peened end of the rivet; then chamfer at a 60o
these engines in place of Part No. 1515 Piston angle to sufficiently relieve the end of the rivet
Pin. If used in previous engines, the crankshaft and press out rivet, using a /s" drift and hy-
requires rebalancing to offset the increased draulic press. Install Part No. 27856 Rivet in
weight of the piston pins. place of the one removed, using a 30-ton hy-
Making this change necessitatesreplacement of draulic press to peen over the end of the rivet.
all piston pins in the engine. To determine the A suitable adapter should be improvised for the
proper rivet part numbers and also the location rivet head when using the hydraulic press.
of the rivets to be changed, compare the crank-
shaft assembly with Figs. 1804 and 1805. When removing any other rivets shown on
If the crankshaft assembly number is found to the sketches, use a 78" drill instead of a fu" drill
be on both Sketches II and III of Figure 1805, and also use a l(" drift in place of a 51" dnft.
the thickness of the rear counterweights should Remove and install rivets as described above.
be measured to determine the proper figure.
After changing rivets the old master weight
The rear counterweights shown on Sketch II, should be obliterated and the new weight, which
Figure 1805, should measure approximately is found below the sketch, stamped on the
l5%4tt thick, and those on Sketch III, Figure
1806, should be approximately L5%4ttthick. crankshaft.
1 8 11
MISCELLANEOUS CONVERSIONS

FOR LATER PART NO. 18385

CRANKSHAFT ASS'Y. AND ALL
PART NO. 2O3O5 CRANKSHAFT
ASS,IES, REMOVE PART NO.25743.
INSTALL PART NO. 27655.

FOR EARLY PART NO. 18385

CRANKSHAFT ASSEMBLIES,
REMOVE PART NO. I3898.
INSTALL PART NO. 27457.

FRONT COUNTERWEIGHT

ON ALL PART NO, 18385 AND

PART NO. 2O3O5 CRANKSHAFT
A S S E M B L I E S , ' R E M O V EP A R T
NO. 6040. INSTALL PART NO.27A56,

REAF COUNTERWEIGHT

CRANKSHAFTASS,Y NO. OLD MASTER WEIGHT NEW MASTER WEIGHT

r8385 55.05 LBS. 55.68 LBS.
20305 55.05 LBS. 5s.68 LBS.

SKETCH I

Fig. 1804
r8t2
MISCELLANEOUS COIVVERSIONS

NO. t3898
NO.27657

SKETCHII
FRONTAND REAR COUNTERWETGHTS.
(Z EACH)
CRANKSHAFT ASS,Y.NO. OLD MASTER WEIGHT NEW MASTELWEIGHT
t23to 52.98 LBS. 53.61 LBS.
t5396 53.6r LBS. s4.24 LBS.
t5400 55.06 LBS. 55.68 LBS.
t5431 55.06 LBS. 55.68 LBS.
t5746 55.06 LBS. 55.68 LBS.
t5798 5s.06 LBS. 55.6E LBS.

NO.r2295
NO.27854

SKETCH III
FRONT AND REAR COUNTERWETGHTS.
(Z eeCn)
CRANKSHAFTASSY NO. OLD MASTER WEIGHT NEW MASTER WEIGHT
l23to 52.98 LBS. 53.6t LBS.
15396 53.6 | LBS. 54.24 LBS.
t5400 55.05 LBS. 55.O8 LBS.
t5746 55.05 LBS. 55.68 LBS.

Fig. 1805
1813
MISCELLANEOUS COIIVERSIONS

ROCKER AND ROCKER BEARINGS

(From Servlce Bulletlns Nos. 235 anil262)

Wasp Jr. B Englnes-Curr_ent W".p Jr. B threads. These parts are interchangeable only
Engines incorporate imp-roved rocker arm-as- as complete assemblies. The following is a list
semblies. The rocker is larger to accommodate of the parts affected if it is desired to make this
a greater capacity double row bearing as,well as ;;"-;;
uua'E's'
a stronger valve adjusting screw with finer

New Parts Requlred Parts Replaced

Unlts Part No. Part Name Part No. Unlts
I 10678 Intake Rocker and Ball 3734 9
Cup Assembly
I L0677 Exhaust Rocker and Ball 3735 I
Cup Assembly
18 9016 Rocker Bearing 314-D 36
18 95L4 Valve Clearance Adjusting 3725 18
Screw Assembly
18 9294 Valve Clearance Adjusting 551 18
Screw Lock Nut

Chapters II and V of this manual should be on the bottom of the rocker boxes and also
referred to for instructions on disassembly and burring the sides of the rocker boxes with a
assembly of the rocker arms. power driven, flexible drive rotary file.
Wheninstallingthelargetyperockers,acheck r r--- :--_ ar_ __--____,^ , r , r
st ouid be made" to aefbi#iire that ;"tr;l;;; To determine the amount of metal to be re'
;i;;;;";;iirtr L"i*"e" the rocter and ilit"ti- moved, a heavy tvpe rocker assemblv.should be
i"a"r-"""t "r U"". If the clearance is insufficieirt, used as a guide as some cylinders will require
it should be obtained by burring off the ridge less burring than others.

INSTRUCTIONS FOR INSTALLING PRATT AND WEITNEY LUBRICATOR

ON WASP JR. B ENGINES
(Frorn Servlce Bulletln No. 320, Revlslon A)

The following instructions cover the changes & Whitney automatic lJ'bricator.
required to con"vert Wasp Jr. B Engines having The parts listed.below .are required for con-
either the grease type or one-shot rocker box verting a grease-lubricated engrne to one wrth
lubrication system to permit the use of tt e Pratt automatic lubrication.

Part No. Part Narre Quanttty

8955 Gasket - Rocker Shaft 18
Ll52l Plug - Cylinder Head 18
14779 Gasket - Rocker Cover 18
14814 Spring - Rocker Cover 18
20L42 Shaft - Rocker 18
20388 Ball End L2
26843 Pipe Assembly - Inter Ear T7
26841 Pipe Assembly - Connection to Main Feed 1
2ol4l Hose 20
37564 Clamp 40
20255 Fitting - Inter Cylinder 18
26090 Clamp 2
33393 Brace L
27507 Clip 1
27503 Bushing I
13705 Screw 1
7L748 Nut 1
287LL Pipe Assembly - R,ear Case to Lubricator 1
33395 Pipe Assembly - Lubricator to Cylinder (Lower) 1
t8t4
MISCELLANEOUS CONVERSIONS

Part No. Part Narne Quantity

28709 Pipe - Lubricator to Cylinder (Upper) 1
32330 Lubricator 1
22747 Bushing - Reducing 1
22348 Elbow o
LL42 Gasket - Lubricator 2
12009 Nut 2
32966+4 Stud 4
12L84 Grommet 1
30489 Seal Rocker Shaft 18
31724 Seal - Rocker Shaft 18

Dlsassernbly-Remove the following parts in Assernbly-Install two Part No. 20142 Rocker
accordancewith regular practice: Shafts in each cylinder in place of the former
1 . Rocker box covers, gaskets,and rocker box Part No. 8952 Rocker Shaft, and secure with
cover spnngs. Part No. 12606 Nut. Note: A new Part No.
8955 Gasket should be used beneath each Part
2 . Push rod assemblies from No. 1 intake, No. 12606Nut. Part No. 30489 Oil Seal should
No. l exhaust, No. 2 intake, No. 2 exhaust, be used between these gaskets and the cylinders,
No. 3 intake, No. 3 exhaust, No. 4 exhaust, and Part No. 31724 Oil Seal should be installed
No. 7 exhaust, No. 8 intake, No. 8 exhaust, between the washer and the cylinder on the small
No.9 intake, and No. 9 exhaust. end of the rocker shaft. Install two Part No.
t). Greasefittings from all cylinders. 11521 Plugs in each cylinder where the grease
4. Rocker shafts from all cylinders. fittings were removed.
5 . Remove Part No. 134 Plug from the left Install Part No. L4814 Rocker Cover Springs
side of the rear section just below the gun in place of ones removed.
synchronizer pad.
b . Remove the fuel pump and also the fuel
Assemble 18 units of inter-cylinder fittings,
pump drive assembly. Part No. 20255, which connect the rocker shafts
a, of adiacent cylinder; also assemble the 17 Part
t .Remove the present fuel pump attaching No. 2OS+g Inter-Ear Pipe Assemblies to the
studs and also the rear section to blower rocker shafts of all cylindeis except No. 1 Intake.
attaching nut located below the fuel pump On No. 1 Intake Rocker Shaft assemble the
pad. Part No. 26841 Pipe Assembly - Connection
8. Remove primer line clamps from No. 1 to Main Feed. Tighten pipes securely, making
Intake Pipe. sure that the tee connection of the Part No. 26841
Reoperatlon-The twelve Part No. 10905Push Pipe Assembly faces the rear of the engine.
Rod Assemblies should be reoperated to Part Note-Where hose connections connect the
No. 20508 Push Rod Assemblies as follows: two pipes together, it is first necessary
Remove the Part No. 10667 Ball End from the to slip the hose on one of the two mat-
end of the push rod which seats in the ball end ing pipes. After the pipes have been
socket in the tappet (crankcase end of rod), tighiened and properly aligned-, slide
and replace with Part No. 20388 Ball End in ttie hose over the gap between the two
accordancewith regular practice. pipe assemblies.Part No. 37564Clgryn
Note-If the push rod is not Iong enough after sfrbUa be used to bind both ends of the
assembling new baII ends, a Part No. hoseconnections securely.
10942 Spacer may be inserted between Install four Part No. 32966 * 4 Studs in the
the push rod and ball end to obtain fuel pump pad in place of those pr-evioully re-
the proper length. The rounded edge moved. When properly installed, the height of
of the spacer should be toward the the stud from th-efulel pump pad should be 23f".
ball end. and in no case should more Install the Part No. g23g0 tubricator and FueI
than one spacer be used under a ball Pump Drive Assembly on the fuel pugp driyg
end. pad in the rear section, using a Part No. 1142
Gasket between the lubricalor and the pad.
Due to possible interference of the rear section Install the fuel pump in accordance with- regular
attaching stud when assembling the lubricator, practice, usine i Pait No. 1142 Gasket between
it is best to check the projected length of the ihe fuei pum-p and drive. Install a Part No.
stud which should be 94" as measured from the 22348 Elbow in the oil inlet and another in the
blower face. If the length exceedsthis, the end of oil outlet of the lubricator.
the stud should be filed down to obtain this
length. A Part No. 12009 Nut should then be Note-The oil outlet is located at the bottom
installed on the stud in place of the nut previously of the lubricator and the oil inlet is in
removed. the center of the lubricator housing.
1815
MISCELLANEOUS CONVERSIONS

Install Part No. 22747 Reducing Bushing in Install push rods, check valve clearances and
the rear section hole from which the Part No. 134 install rocker box covers with new gaskets.
Plug was previously removed. Install Part Note-Before starting the engine, the rocker
No. 22348 Elbow in this reducer. Connect box lubrication sYstem should be
Part No. 287t1Pipe Assembly from the oil inlet primed with engine oil.
side of the lubricator to the Part No. 22348
Elbow in the rear section. Adiustrnent of the Pratt & Whltney Lubri'
cat"or-Located on the Iubricator is a scalefor the
Connect one end of Part No. 33395 Pipe As- adiustment of oil flow to the rocker mechanism.
sembly from the oil outlet side of the lubricator When first installing this device on an engine,
and one end of Part No. 28709 Pipe to the tee it is best to set the arrow at a point somewhere
connection of Part No. 26841 Pipe Assembly. between one (1) and one and three quarters
The Part No. 33395 and Part No. 28709 Pipes (1?r) on the scale. However, this may not be a
should be connected together by means of Part nerilanent setting, but may be used during the
No. 20141Hose. hrst eneine test'after installation of the unit.
As a pr6caution it is well to remove the rocker
box cbvers after about 10 minutes of running
The Part No. 33395 Pipe Assembly should be
to see if sufficient oil is being furnished to the
secured to the rear section with Part No. 27503 rocker mechanism of each cylinder. If an over
Bushing, Part No. 27507 Clip, and Part No.
supply is being furnished, it is likely to cause
33393 Brace. Fasten the brace to the most con- sti'efit smoLine?om the exhaust, which may be
venient blower to rear section stud, using Part
colrected by Jetting the pointer at a lower posi-
No. 12009 Nut in place of the present rear sec-
tion on th6 scale.* If there is not enough oil
tion attaching nut. Part Nos. 13705Screw and found in the rocker boxes, that is, if the springs,
1L748Nut should be used to fasten the brace and washers and rockers are not wet with oil, adjust-
clip together. Part No. 26090 Clamp should be ment should be toward the higher end of the
used to fasten the Part No. 28709 Pipe and the scale.
primer line of No. 1 Cylinder to the intake pipe.
Part No. 8650 Screw and Part No. 8651 Nut Engines already having a one-shot lubrication
-converied
from the old clamp should be used to fasten this svsteir mav be to incorporate the
clamp securely. altomatic lubrication system as follows:

New Parts Requlred

Part No. Part Narne Quantlty
32330 Lubricator 1
33395 Pipe Assy.- Lubricator to Cylinder (Iower) 1
28709 Pipe - Lubricator to Cylinder (upper) I
20L4I Hose 2
33393 Brace 1
27507 CIip 1
13705 Screw I
27503 Bushing 1
11748 Nut 1
12009 Nut 2
32966+4 Stud 4
22348 Elbow 3
1
22717 luslring- Reducing 2
L142 Gasket Lubricator
L
\- ?331" .Fli:*::nBlI-_LtTl"l?""" toMain Feed 1
287LL Pipe Assembly - Rear Case to Lubricator 1
26090 Clamp 2
*Used on engines not hiving the Part No. 26843 Inter Ear Pipe Assemblies.

Dlsassembly-Remove the fuel pump and fuel Assernbly

pump drive assembly as previously described. Note-Some engines"pipe may have earlier type
Aho remove the fuel bump-hold down studs and inter-ear assemblies than those
the blower to rear tiold down nut located be- now furnish-ed' In this case both the
neath the fuel pump. tee connection pipe of No. 1 Cylinder
and its matins pipe assembly will have
Remove the two pipes leading from the one- to be replace-d-bYa Patt No. 26841
shot valve to No. f ind No. O Cylinders, also Pipe Ass-embly--Connectio^n to Main
remove the valve from the left side of the rear Fe^edand a Part No. 26843 PiPe As-
section. sembly. On No. 6 Cylinder the inter-
1816
MISCELLANEOUS CONVERSIONS

$x+ s" cHAM FER :469!.ooo5

REAM

IF THE DEPTH OF THESE

HOLES IS LESS THAN THE
REQUIREDAMOUNI, THEY
SHOULD BE INCREASEDTO
AGREE WITH THE PROPER
DIMENSIONS.

Fig. 1806

ear pipe assembly having the tee con- engine, the one on No. 6 Cylinder should be
nection should be removed, and the replaced by a Part No. 26843 Pipe Assembly. ,
inter-ear pipe assembly not having the The remaining parts should be assembled in
tee connection, which was removed accordance with instructions previously given.
from No. 1 Cylinder, should be used The following table provides a ready means of
in its place. determining the correct push rod arrangement
If the Part No. 26841Pipe Assembly - Con- for Wasp Jr. B engines equipped with either an
nection to Main Feed is now installed on the automatic lubricator or the one-shot system:

Unlts Per
Englne Part No. Descrlptlon Locatlon
6 10905 Push Rod Assembly rt4,5, 6, 7 cyls.
Ir:JLet
Which consists of: Exhaust 15, 6 cyls.
12 10667 Ball End (plain type)
6 10904 Push Rod

L2 20508 Push Rod Assemblv I n l e t # 1 ,2 , 3 , 8 , 9 c y l s .

Which consists of: Exhaust #1, 2, 3, 4,'1, 8,9 cyls.
12 10667 Ball End (plain type)
12 20388 Ball End (drilled type)
12 10904 Push Rod
All drilled type ball ends should be installed on favor of spinning.
the crankcase-eirdsof the respective push rods. It is recbmmended that the old Part No. 27606
Wasp Jr. Engines incorporating-the Pratt & Stroke Regulator Assembly in eng-inesnow.in
Whitn6y type rocker lubriiator, now incorporate service be ieplaced by the improved type which
an improved type - of stroke regulator assembly - is also Part No. 27606.
in theie units. When making this change, the Part No,
The new type stroke regulator assembly has a 27434 Lubricator Housing should be checked
slightly largdr baII and t[e method of feening and if necessary, reoperated in accordance with
the lip of the regulator has been discarded in Figure 1806.
18 1 7
MISCELLANEOUS CONVERSIONS

INSTRUCTIONS FOR CHANGING THE LOCATION

OF THE OIL PRESSURE RELIEF VALVE
(Frorn Servlce Bulletlns Nos. 159 and244)

Wasp Jr. B-Due to the occasional loss of oil If the No. 13119and No. L6443Plugs do not
pressure caused by foreign matter in the oil be- screw up enough to tighten against the No. 232
coming lodged on the relief valve seat on engines Gasket, their internal lugs should be shortened
equipped with relief valves in the oil pump, it the necessaryamount.
is recommendedthat the location be changed to
the rear section at the discretion and convenience The No. 9048 Bodv removed from the oil
of the operator. pump should be installed in the rear section.
Remove the No. 9050 and No. 9051 Outer and Assemble the No. 1138 Plunger and No. 6091
Inner Plugs respectively, from the left-hand side or No. 980 Spring.
of the rear section just above the oil pressure
screenchamber. Remove the oil pressurerelief Assemble No. 8698 Screw in No. 8700 Cover
valve assembly complete from the oil pump. and install cover with No. 234 Gasket.
Install No. 9051 Inner Plug in oil pump. Install
Plrg, No. 13119, in pumps with high- boss and Assemble No. 501 Nut on end of screw. After
Plug, No. 16443,in pumps with low boss. the engine has been run, and the oil pressure
Cautlon-The No. 13119 and No. 16443 adjusted, the No. 8699 Cap should be installed
Plugs are used to lock the No. 9051 Plug in place. and safetied.

New Parts Requlred Parts Replaced

Unlts Part No. Part Narne Unlts Part No. Part Name
1 13119 Inner Plug (Pump with High 1 9050 Outer Plug
Boss)
1 12830 Cover (Pump with High Boss)
1 8700 Cover
1 9049 Cover (Pump with Low Boss)
I 16443 Inner Plug (Pump with Low
Boss)
Wasp Hl and Hornet E-Due to the occasional incorporates a by-pass line which conveys the
heavy breathing experiencedshortly after start- relieved oil to the inlet side of the oil pressure
ing on Wurp Hl and Hornet E Engines having pump.
the relief valve installed in the front of the sump, Note-Thls change cannot be lncorpor-
an oil relief valve has been made available for ated on engines where lt ls deslred
installation on the rear section to obviate this to use the flat type hotspot.
difficulty. This relief valve is installed on the The following parts should be used if this
left side of the oil screen pressure chamber and change is desired by operators:

Part No. Part Narne Quantlty

32986 Pipe Assembly Oil Pressure Relief to Pump 1
26680 Connection Oil PressureRelief to Oil Pump I
26679 Plug Oil Pressure Relief
26676 Body Oil Pressure Relief
26677 Plunger Oil Pressure Relief
26678 Cup Oil PressureRelief
2t352 Elbow
16443 Plug
9051 Plug
237 Gasket .l
6091 Spring 1
234 Gasket I
232 Gasket 1

6924 Gasket i
PWA-978 Wrench 1
27451 Spacer Relief Valve (Useonly on engineswith NA-Y9A, NA-Y9B,
NA-Y9E, NA-Y9E1 and NA-Y9H Carbure-
tors. )
1818
MISCELLANEOUS CONVERSIONS

The following parts not marked with an carburetor is installed on the engine with a hot-
asterisk should be used in addition to the above spot. When no hotspot is used,the parts marked
parts when either the NA-Y9C or NA-Y9G with asterisks should be used:

Part No. Part Narne Quantlty

33050 Pipe Assembly - Relief Valve to Carburetor 1
32t70 Pipe Clamp - Oil Pressure Relief 1
26098 Clip 1
2668L Bushing Clamp - Oil Pressure Relief 1
623+4 Stud 1
274L6 Pipe 1
27068 Clip I
13705 Screw L
LL748 Nut 1
33052* Pipe Assembly - Relief Valve to Carburetor 1
21379* Pipe Assembly - Carburetor Drain 1
32169* Elbow 1

Parts now in relief valve in front of sump, Note-Part Nos. 8698 Screw and 501 Nut.
which are to be installed in relief valve in rear which were salvaged from the old
section: relief valve, should be installed in
Part No. 26678 Cap before assembling
Part No. Part Narne Quantlty this cap to the body. Part No. 8699
8698 Screw 1 Cap should be retained from the former
501 Nut 1 relief valve assembly and used on this
8699 cap 1 new assembly after the oil pressure is
Dlsasserrrbly-Remove the present relief valve properly adjusted.
assembly from the sump in accordance with Remove Part No. 13119 Plug located in the
regular practice and plug up the two tapped bottom of the oil pressure pump and install Part
holes, using Part Nos. 9051 and 16433 Plugs. No. 26680 Plug in its place. Insert Part No.
Remove the Part No. 13404- rYt6"Plug in the 21352 Elbow in Part. No. 26680 PIug. Then
Ieft side of the oil pressure chamber. connect Part No. 32986 Pipe Assembly to this
Before installing any parts in place, it is first elbow.
necessary to lap the seat of Part No. 26677 The above instructions cover the assembly
Piunger in the Body, Part No. 26676. This of the relief valve on engines which incorporate
operation should be done with a fine lapping one of the following model carburetors:
compound and the parts should be washed
thoroughly after the plunger is properly lapped NA-Y9A, NA-Y98, NA-Y9E, NA-Y9E1, Or
ln. NA-Y9H
Assembly-Install Part No. 26679 Plug in When using either the NA-Y9C or NA-Y9G
the hole on the left rear corner of the pressure carburetor with a hotsnot. the collar of Part No.
chamber. This plug should be driven in so that 33050 Pipe Assembly should be installed on
it fits snugly. Next instali one Part No. 237 the relief valve in place of Part No. 27457Spacer.
Gasket on the rear of the Oil Pressure Relief The other end of tha pips should be connected
Valve Body, Part No. 26676. Over this gasket to the inlet connection of the automatic mixture
place Part No. 27451 Spacer and install this controL unit. In order to clamp this pipe as-
body with the spacer in the tYt6"-- 16 tapped sembly to the hotspot, it is necessaryto remove
hole in the rear section, using a Part No. 6924 the rear left stud on the hotspot and replace
Gasket in between the spacer and the pad on with a Part No. 623 + 4 Stud. This stud is
the oil pressure chamber. longer and affords more room for attaching the
clamp. Part No. 26681 Bushing and Part No.
Note-When installing relief valve on engine 26098 Clip should be installed on the Part No.
it is essential that the fuel pump be 33050 Pipe Assembly. Fasten the Part No.
assembledon the engine. 32170 Pipe Clamp to the hotspot, using the
Install Part No. 26677 Plunger in its place in Part No. 623 + 4 Stud. Fasten the clip and the
the body. Next assemblethe collar of Part No. clamp together using Part No. 13705 Screw and
32986 Pipe Assembly on the oil pressure relief Part No. 11748Nut.
valve body, with a Part No. 237 Gasket in The Part No. 27416 Pipe Assembly should be
between. Install Part No. 6091 Spring inside connected in accordance with regular practice,
lhe plunger and secure in place wit=h Pirt No. using Part No. 27068 Clip. This clip should be
26678 Cap and Part No. 237 Gasket. fastened to the nearest magneto stud bolt.
1819
MISCELLANEOUS CONVERSIONS

c C - rr^ on o
oa o
rfii'ri

INSTALL ONLY BETWEEN REAR INSTALL ONLY BETWEEN VACUUM

S E C T I O N A N D V A C U U MP U M P D R I V E PUMP DRIVE HOUSINGAND VACUUM
HOUSING. PUMP (OR COVER).

Fig. 18064

When not using a hotspot, the Part No. Part No. 2L378'Pipe Assembly, it is necessary
33052 Pipe Assembly should be used in place of to remove the drain fitting from the automatic
Part No. 33050 Pipe Assembly and Part No. mixture control unit and replace with Part No.
2L378 Pipe Assembly should be used in place 32169 Elbow. Clamps are not necessary when
of Part No. 27416 Pipe Assembly. When using not using a hotspot.

INSTRUCTIONS FOR INSTALLING SIDE VACUUM PUMP DRTVE ASSEMBLY

(Frorn Servlce Bulletln No. 212)

Wasp Jr., Wasp and Hornet-A side vacuum Method of fnstalllng Drlve - Remove the
pump drive is available as optional equipment cover plate and gasket, then install Part No.
for all the latest single row engines, for driving 9629 Liner in the rear section, driving flange of
the Type B2A Vacuum Pump. This drive may liner down so that bottom is against shoulder
be installed without disassembly of the engine. provided in the rear section. To determine if this
To install this drive it is necessary that Part Iiner has been properly bottomed, measure the
No. 9634 Vacuum Purnp Drive Assembly be distance from the flange of the liner to the face
used for Wasp Jr., Wasp and Hornet Engines. of the pad with a depth gage. This depth should
The above assembly consists of the following be.802" .824".
parts:
Cautlon - Be sure liner is pressed down
Quantlty Part No. Part Narne evenly as cocking would prevent obtaining
1 9629 Liner the proper seat.
2 9630 Bearing
1 9626 Gear The assembly as received will have two
1 9627 Nut bearings separated by a spacer installed on the
1 9628 Housing gear and held in place by a nut which is fastened
1 9631 Seal with a cotter pin. InstaII this gear and bearing
1 9633 Gasket assembly in the rear section, taking care to press
1 9705 Spacer it in firmly and to have the bevel gear teeth mesh
1 9632 Cover Plate with the gear already in the engine. The back-
I 8 Cotter Pin lash should be .004"-.012".
1820
MISCELLANEOUS CONVERSIONS

BEARINGS MUST BE ASS€MBL€D

WITH HIGH SHOULDERSOF OUTER
RACES TOGETHER AS SHol,vN.
THESE CAN BE IDENTIFISO BY
MARKING ON OUTER RACE,

TURN OFF CAGE LIP

TO FREE OUTER RACE LONGITUDINALLY.

Fig. 1807 Fig. 1808

"the
Install Spacer, Part No. 18431,over the outer the rear section and vacuum pump drive
race of the bearing. Install Part No. 9633 housing, also the one used between the vacuum
Gasket over the studs for holding the pump in pump drive housing and the vacuum pump- (or
place. Measure the distance from the top of iovei;. Reversinglhe location of these gaskets
the Part No. 18431Spacer to the top of Gasket, may result in improper backlash and blan\ing
Part No. 9633, then measure the distance from off-the oil supply to-the pumP, causing srrbsg;
under flange of the Housing, Part No. 9628, to quent failure b? Itre p..mp. Siecial care should
the bottom of the housing. Grind down Part be taken to insure the proper installation of these
No. 18431 Spacer to obtain a .002" clearance gaskets.
between the housing and the bearing. Install Note-Misalignment of oil holes in rear sec-
housing and oil seal over end of shaft. When tion mounting pad and gasket uP to
installing vacuum pump, use Part No. 16532 one half the hole diameter is permissi-
Gasket between housing and pump. ble and will supply vacuum pump with
Figure 1806A shows the gasket used between ample lubrication.

BLOWER IMPELLER SIIAFT AND INTERMEDIATE GEAR BEARINGS

(Frorn Servlce Bulletln No. 214)
Wasp Jr. B - Latest engines having the steel to be more durable. Wasp Jr. B Engines have
cage type blower bearings incorporate bearings the steel cage type blower bearing cage and may
having a formica separator instead of the original be converted toincorporate bearings as described
Part Nos. 103 and 105 Bearings. Serviceexperi- in the following table:
ence has shown formica separator type bearings
New Parts Requlred Parts Replaced
Unlts Part No. Part Narne Part No, Unlts
4 12768 Bearing BalI 103 2
Bearing - Roller 105 2
1 9035 Lock Plate 5020 1
1 9036 Cage - Impeller Shaft Brg. 5022 1
L 12769 Bearing 5028 1
r82l
MISCELLANEOUS CONVERSIONS

*tO-Za
a DR|LL AND TAP NC-z THD.
i 8-HOLES EQUALLY SPACED
BOTH ENDS
RADIAL LOCATION OF HOLES *1 7
sZ
NOT IMPORTANT.
l

!'oo5
?.g77
DIA.

f-
Fig. 1809

Part No. 5022 Cage may be reoperated to gear may also be replaced. The intermediate
Part No. 9036 Cage in accordance wilh instruc- gear is equipped with a large bearing, Part No.
tions given in Figure 1807. 5028, and a small bearing, Part No. 103. Part
A_ssernbly-Install the Part No. 9036 Impeller No. 5028 should be replaced by Part No. 12769,
Shaft Bearing Cage in the blower section in and Part No. 103 should be replacedby Part No.
accordance with regular procedure. The Part 12768. No reoperation is required on the inter-
No. 12768 Bearing should be installed on the mediate gear cage.
impeller shaft with the thrust faces as shown on Cautlon-Extreme care must be taken to
Figure 1808 Part No. 9035 Lock Plate is used be sure that the thrust faces of the bearings
in place of Part No. 5020. are placed in the proper position as shown on
If desired, the bearings on the intermediate Figure 1808.

EOTSPOTS
(Round and FIat Type)
(Frorn Servlce Bulletln No. 199)
Hotspots on latest engines incorporate a Cautlon-Care should be taken not to allow
packing and retainer at each end of the casting the cutting tool to touch the steel tube.
to obviate any p rssibility of leakage between
the casting and hotspot tube. In the event that Also drill and tap eight No. 10-24 NC-2
the hotspot tube becomesloosened in the casting thread holes in each end of the casting using Part
of hotspots now in service, reoperation in accord- No. 23871Retainer as a drill jig for locating holes
ance with the following instructions is recom- in casting (seeFig. 1809).
mended.
New Parts Required
Reoperatlon-Machine a groove in each end Unlts Part No. Part Narne
of the hotspot casting from the O.D. of the
hotspot tube to an O.D. of 2.877" + .005". This
2 23873 Packing
groove should be 7/s2"deep with a %t" radius at 2 23871 Retainer
the bottom of the groove and chamfered lAt" x 16 23872 Screw
45" at the outer ends (see Fig. 1809). This Assernbly-Place Part No. 23873 Packing in
operation may be accomplished by chucking one the reoperated grooves at each end of the hot-
end of the hotspot in a lathe and machining a spot. Install Retainers, Part No. 23871, secur-
groove with a cutting tool. ing in place with the Part No. 23872 Screws.
r822
MISCELLANEOUS CONVERSIONS

MAIN OIL SCREEN

(Frorn Service Bulletin No. 208)

Installatlon of Sprlng Loaded Check Valve registered in the pressuresystem. On stopping

in Wasp Hl and HlrnJt E Englnes-In certain th"e engine and ivith the resultant loss of oil
instalhtlions where the oil tanf, is located some press,tr6, the spring loaded valve closes, thus
distance above the engine and the airplane is preventing any oil seeping through the pressure
allowed to stand a con"siderablelength bf time, brr*p from going beyond this check valve.
oil may seep from the tank through the pressure The oil screen and check valve assembly is
pump into- the crankcase and . cylinders._ To directly interchangeable with the plain gil screen
prevent- this,-a main oilscreen incorporating.a formeriy used. T-heplain oil screenwill be con-
spring- loaded check valve is now installed ir1 tinued is a replacement part for those customers
the subject engines. This check valve is forced who may desire them for engines shipped prior
open as soon as an appreciable oil pressure is to this change.

One-Plece Type Otl Screen and Check Valve Assernbly No. 23215
Parts Requlred Parts Rernoved
Unlts Part Nc. Part Narne Part No. Unlts
1 4-23435 Ring - Oil Seal
t B-22545 Oil Screen Assembly (one-piece) 8-6075 1
I A-22897 Seat Valve
I A-22895 Valve
1 A-22896 Spring
1 A-501 Nut

FLOATING GEARS
(Frorn Servlce Bulletln No. 287)

Hornet E and E-G-BeginningwithEngineNo. If it is desired to replace the Part No. 13670

29LL, ali- Hornet enginls incorporate hoating Floating Gear bv thq new, type ea{ }9 !!I1l
gears and blower intermediat" "orrnt"r.hufT Gear' the p.rgsenq'blower intermedtate
l::'iig-
gears typer,r'u,p"tiofil gi;J"e"fftf{:ffi#ol{":ttlt3;:"nffi"1il};t#;
theFelrows
having
teeth in place of the stub type. This will insure lear and shaft assembly. The following^ is a
greater wear characteristics due to greater over- iist of blower intermediate geql and sha& as-
Lp of the teeth. sembliesusedwith Part No. 74134Floating Gear:

Part No. Part Narne Blower Ratlo

17232 Blower Intermediate Gear and Shaft Assembly t2:l

19477 Blower Intermediate Gear and Shaft Assembly 10:1
26L45 Blower Intermediate Gear and Shaft Assembly 8:1
18693 Blower Intermediate Gear and Shaft Assembly 11:1
26147 Blower Intermediate Gear and Shaft Assembly 13:1
Note-The proper assembly to be used should be determined by the blower ratio desired.

IMPROVED TYPE REAR SECTION

(Frorn Servlce Bulletln No. 220)

Wasp Jr. B, Wasp Hl and Ifornet E-The On Wasp Jr. B rear sections,.the flow of oil
latest models of th-e above engines have a re- through th-e oil strainer chamber is go-wchanged
"outside in" oil flow.
designed rear section which chaiges the location from -'inside out" to
of the oil pressure relief valve from the left side
of the strainer chamber to the right side of the A new type oil--pump must be used with the
crankcase. The reliefl valve rout"es the relieved rear section-to utifize the new relief valve posi-
oil to the inlet or suction side of the oil pump tion. The new rear section may be used in
through an internal cored passage. Thii rear engines-now in service without changing the, oil
sectioi also incorporates a n^ewtipe oil strainer pulnp by_plugging an_oil pqssage.as described
having a check valve as described under the below. When this is done, the relief valve can-
heading "Main Oil Screen" in this chapter. not be used in the new position.
t823
MISCELLANEOUS CONVERSIONS

H.S.P. PART
NO. 5t742

248.24
NIPPLE r-)
\ J O

42970 r )
NUT
r^) (,
I I (,
5664
CONE

44000

44002

CONNECT.ION

REAR CASE

6924
GASKET

Fig. 1810
1824
MISCDLLANEOUSCONVERSIONS

New parts are as follows: installed in the new cored passageat the face of
Part No. Part Narne Unlts the oil pump boss.
4.-9051 Plug 1 The Part No. 9051 and 16443 Plugs should be
A-16443 Plug 1 installed in the opening on the right side of the
A-25429 Plug 1 rear section just above the oil pump where the
A-232 Gasket 1 relief valve is ordinarily located on these new
rear sections. A Part No. 232 Gasket should be
Assernbly-The Part No. 25429 Plug should be used with Part No. 16443Plug.

CONVERSION TO PERMIT TEE USE OF IIYDROMATIC PROPELLERS

(Frorn Servlce Bulletln No. 828. Revlslon A)

Wasp Jr. B. and B2-If it is desired to use a gine. Following is a list of oil pipes and connect-
hydromatic propeller on a Wasp Jr. B engine, ing parts which are necessaryfor the hydromatic
the crankshaft must be reoperated and the en- propeller installation. The location of these
gine must be equipped with a nose housing of a parls is shown on the accompanying sketch (Fig.
reinforced type. Reoperation of the crankshaft 1810).
is a factory procedure, and the crankshaft should
be returned to United Airports, Rentschler Field, Unlts Part No. Part Name
East Hartford, Conn. The strengthened Nose
Housing and Studs Assembly, Part No. 37968, 1 44000 Pine Assv. - Governor to
may be identified by the presence of eight rein- Rdar Crankcase OiI Drain
forcing ribs on the inside. 1 44002 Pipe Assy. - Rear Crankcase
to?ropelier Governor Oil Pres-
Wasp Jr. engines built subsequent to No. 1732 sure
(the first engine of the 82 series) require no
reoperation to the crankshaft. The first ofthese 1 20189 Oil Connection
engines will, however, require a new nose housing I 44738 Bushing - Rear Crankcase Oil
having the additional reinforcing ribs on the Drain
inside. The strengthened Nose Housing and 2 2L352 Elbow
Studs Assembly retain the original Part Number | 24824 Nipple
(39346) and will automatically be furnished on L 6924 Gadket
future spare parts orders.
Instructions for installing a distributor valve
On both the Wasp Jr. B and 82 engines the assembly and the hydromatic propeller, itself, are
propeller governor continues to be driven from a furnished by the Hamilton Standard Propeller
vertical drive or gun drive at the rear of the en- Division.

PROPELLER SHAFT OIL PLUGS

(Frorn Servlee Bulletln No. 8lg and Supplernent l).

Wasp Jr., Wasp and Ilornet-Propeller shaft Note-Aluminum pipe (tapered thread) plugs
oil plugs now incorporate straight threads to (Part Nos. 9737, 10263, 10894, and
facilitate the removal of the small steel plug 10957) are no longer available, the
when constant speed or controllable pitch pro- steel pipe (tapered thread) plugs (Part
pellers are used. A neoprene gasket, which fits Nos. 11522, LL523, and 11603) being
into a recess in the aluminum propeller shaft available as spare parts for early type
plug, provides an oil seal as well as a method of propeller shaft plugs.
preventing the steel plug from loosening. Only
propeller shaft plugs with this recess for the The design and location of the new (straight
gasket have straight threads. If it becomes thread) plugs when installed in an engine are
necessary to replace either of these plugs (tap- similar to those shown in the accompanying
ered thread) by one ofthe later (straight thread) sketch (Fig. 1811).
type, the mating plug must also be replaced.
1825
MISCELLANEOUS CONVERSIONS

Parts Requlred Parts Replace

Model Units Part No. Part Narne Part No. Unlts
WaspH1 | 44077 Plug-Propeller Shaft 10957 1
Hornet E
Wasp Jr. B L 44078 Plug-Propeller Shaft 10263 1
WaspH1-G 1 44073 Plug-PropellerShaft 10894 1
Hornet E-G. E2-G 1 44074 Plug-PropellerShaft 9737 1
tL522 1
AII models 44075 Plug-Propeller Shaft Plug or L1523 L
or 11603 1
AII models 44076 Seal

At overhaul, the taper-threaded propeller shaft

plug may be replaced as follows:
Using a counterbore with a pilot, bore out the
flared portion of the oil pipe which extends
through the aluminum plug. The pilot on the
counterbore should be approximately .002"
smaller than the I. D. of the pipe and the counter-
bore itself should be approximately .002" smaller
than the O. D. of the pipe. Using a steel drift
approximately .002" smaller than the O. D. of the
pipe and having a pilot approximately .002"
smaller than the I. D. of the pipe, drive out the
pipe. The aluminum plug may then be driven
from the propeller shaft towards the rear.
Note-Some engine models have a stand pipe
which must be removed before driving
out the aluminum plug.
Using a suitable drift, drive the new aluminum
plug into place in the shaft. This plug should
have a tight press fit. With a drill .004" smaller
than the O. D. of a new oil pipe, transfer-drill
through the old pipe hole in the shaft to the cen-
ter of the aluminum plug. Remove the drill
and ream the hole .002" smaller than the diameter
of the new pipe. The fit of the pipe should be DESIGN AND LOCATION OF TYPICAL
.001" T to .002" T when installed. Turn the PROPELLER SHAFT OIL FEED PLUGS

shaft over and repeat the drilling and reaming

from the other side. Clean out all chips. Using
a shouldered drift, install pipe in the shaft, and
carefully flare out the ends into the countersink
in the shaft with a rounded drift. Carefully
inspect the flared ends for tightness and cracks. Fig. 1811
9 g
2 )
1703

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1706
AUTOMATIC MIXTURE AND POWDR CONTROL UNIT

fuel capacity is necessary. This is accomplished of engine oil pressure, a spring is provided which
by bringing the fourth jet into action by reliev- operurthe pressure control valve, i.e., similar to
ing the oil pressure holding its needle controlling throwing control into the emergency position.
this jet on its seat. By the proper selection of In the mid position (see Fig. U02) the two
the various jet sizes, it is possible to obtain any direct connections to the operating piston are
desired fuel consumption for the three possible closed off and the pressure and drain connections
operating conditions. to the needle valve are opened thus putting the
In the emergency position, oil pressure is regulator into operation. The passage to the
applied only to the passage which is directly range-shifter piston is still open to drain so the
connected to the opening side of the operating pressure maintained will be the higher absolute
piston. All other pressure passagesare blocked figure corresponding to the lower altitude. Only
off. Similarly, in this position all drainage passages one ofthe jets has been cut off to compensate for
are open except the drain from the needle valve. the first altitude condition.
By applying pressure to one side of the operat- In the cruising position (see Fig. 1703) the
ing piston and opening the other side to drain, only change from mid position is to shift the
positive opening of the pressure control valves range spring so that regulation to a higher alti-
is assured. The two jet operating pistons are tude is obtained and at the same time cut out
both open to drain and being spring loaded, the the second needle controlled jet, thus giving
needle valves are thus open giving maximum the proper carburetor metering for the regulated
fuel capacity in the carburetor. In case of loss altitude.

DISASSEMBLY

Remove bellows housing cover plate. Shake selector valve locating pin out of hole
and push selector valve out through drain end.
Remove operating and range-shifter cylinder Do not pull through oil seals.
body. Be careful not to lose selector valve
locating pin spring. Split servo needle valve lever. Be very careful
not to break evacuation tube on evacuated
Take range-shifter spring out of open bellows. bellows.
Unscrew operating piston guide and remove Remove both bellows together. Compress
piston. enough to allow pilot on evacuated bellows to
clear case.
Pull off range-shifter spring thrust plate.
Bellows may be separated if necessary by
Unscrew range-shifter piston guide and remove unscrewing connecting spool.
adjusting nuts from shaft. Remove plug at end of servo needle chamber
Remove range-shifter piston assembly. If and take out needle.
cup leather catches in threads turn piston as if Pull jet piston out of cylinders at bottom of
removrng nut. urutr.

CLEANING

Wash all parts with engine washing fluid.

INSPECTION

1. Gaskets-Be sure all gaskets are in good upon edge, replace.

condition.
5. Check condition of jet operating piston.
2. Rubber ring oil seal should be replaced if
damaged or roughed up. 6. If there is a large quantity of oil in open
sylphon on disassembly, replace range-shifter
3. Check servo needle for scoring. Need not shaft oil seal.
be replaced unless badly scored or it lets too
much oil leak into case (can be seen on test rig). 7. Check selector valve for rolled up edges
on locating pin groove. Stone Iightly if neces-
4. If range-shifter cup leather is roughed sary.
1713

TOLERANCE CH
MODEL 3/05- 8 AL'TOMATIC
1713

SERVICETABLE OF CLEAA,ANCES
Seniceobln
No. Parts Fit New Fit Limit
I Range Shifter in Shaft Guide. .002L .004L .008L
2 Replace Range Shifter Assy. when leather
cup becomesworn or torn to the extent
that the O.D. of the leather fails to pro-
vide an effectiveseal...
3 Range Shifter in Body Housing. .002L .004L .008L
4 Control Valve Lever Button in Bellows
Conn. Rod. .0005L .0045L .0045L
5 Control Valve Lever Button in Adjusting
Rod. . . .0005L .0045L .0045L
6 Pressurc(iontrol Valve in ISushing. .0005L .0025L .003L
7 Replacc Guidc Oil Scal at each overhaul.
8 Pin in Prcssure(lontrol Valve. .0005L .0025L .003L
Assy. if dented or cracked.
9 Replace IJell<-rrvs
l0 Pressure(jontrol Valvc in Bushing. .0025L .0045 .005L
11 Replace evacuatcd bellows assy. if dented
or cracked.
t 2 SelectorValvc in Main HousinC..... . . . . . .0005L .0025L .005L
l 3 Operaiing Piston in Housing Body.. . . . . . . .0015L .0045L .006L
l 4 Operating Piston in Guide. .002L .004L .010L
Replacc all worn or damaged gaskets.
Replace all leather oil seals if w<lrn to the extent that the I.D. of the
leather is a clearanccfit on the O.D. of the shaft.
Note: Whcn replacing parts at ovcrhdul, the follorving parts must be
purchasedas assembledunits:
Control Valve Lever Assembly, Bellou's Assembly, Evacuated
Bellows Assembly, Ilange Shifter Assembly, Body and Bellows
Stop Assembly, Operating Piston Assembly, Main Housing and
Bushing Assembly.

REPLACE ALL WORNOR DAMAGEDGASKETS.

REPLACE ALL L€ATH€R OIL SEALS IF NARN TO THE EXTENT
THAT THE I.D. ff THE LEATHER IS A CLEA.RANCEFIT ON
rHE O.D. OF THE SHAFT.
NOTE. WHEN REPLACING PARTS AT OVERHAUL THE FOLLOIy.
ING PARTS MUST 8E PURCHASEDAS ASSEMELED UNITS:.
CONTROL VALVE LEVER ASSEMBLYT EELLOWS ASSELIELY;
EVACUATEDEELLOI(S ASSEMELY., RANGE SHIFTER ASSEUELT'
EODY AND EELLOWS STOP ASS.EMSLTIOPERAT|NG PTSTON
ASSEUELIi UAIN IIOUSING AND SUSHING ASSEMELT

TOLERANCE CHART
MODEL 3/05-8 AUTOMATTC MlXTUR€ CONTROL

Fis.1706
1317

INSTRUCTIONS FOR STROMBERG NA.YgE ANI) NA.YgET CARBURETORS

OVEREAIIL

I)lsassembly-The carburetor should be dis- retor should be given. A careful reference to

assembled for cleaning and inspection each time the assembly drawings (seeFigs. 1312 and 1313)
the engine is given an overhaul. After the to determine the correct part number and name,
carburetor has been removed from the engine and if marked with an asterisk (*) giving the
and the hot spot and air intake or heater taken size as stamped on the piece will greatly
off, the halves o{ thg carburetor may be separated facilitate service. A specifiiation sheet givin-g
by the removal of the fi"llister head screws at the sizes_gf jets, fuel level, economizer selting,
the parting surface. The economizer needle, etc., will be furnished (no charge) if you wiii
pump sleeve and venturii are held in the throttle write to the Bendix ProductJ Corforation,
body as the _bodies are separated. The pump Stromberg Carburetor Division, South Bend,
sleeve should be removed- from the opeiating Indiana, advising the model of your engine.
stem immediately so there will be no dinger oT
-pack- Parts price lists will also be furnished on request.
its dropping and becoming bent. Rubber P-2L463 covers a complete set of gaskets for
ing is used around the venturii so that if it is the NA-Y9E and P-60524 for the NA-Y9E1.
found necessaq/ to remove them, they will have
to be driven out by using a wooden plug as Reassembly-All headless screw plugs below
shown in tr'ig. 1310-4. Before removing-the the fuel level should be assembled with shellac.
throttle valves, mark them so they may be re- being careful not to get it on the end of the plug
turned to the barrels from whici th6y were where it will come off and be carried by the fuel
removed. It should not be necessarvto remove into one of the metering orifices. Headless
the idle discharge jet assemblies uniess some of screw plugs above the fuel level and aII other
these parts should be replaced. The main body threaded parts screwed into the bodies should
parts may all be removed. have a compound of graphite and castor oil put
on the threads.
Inspectlon and Cleanlng-The bodies and
all parts should be thoroughly cleaned in gasoline When it is necessary to replace the throttle
and all passagesblown out with compressedair. shaft, the lever which operates the economizer
Parts which should be inspected foi wear are should be assembled in accordance with Fig.
the float assembly, float needle and seat, throttle 1310-8. The throttle valves, when in the closed
shaft and bushings, economizer needle, seat and position, should fit tightly. When the throttle
operating mechanisms and the pump stem. All valves have been fitted, center them in the wide
variable parts should be checked to see that their open,position. If the economizer operating lever
sizes are in accordance with the carburetor specifi- has been assembled at the correct angle the
cation desired. throttle valves should be centered. However.
when this work is done in the field it mav b6
To disassemble the compound pump unit (see necessary to file the stop at A, Fig. 1310-8, or
Fig. 1311) it should be removed from the operat- bend it toward the screwed-in stop.
ini stem ind the four small hexason head dcrews
wf,ich hold the stem clip in phc:e should be re- If it is thought necessary to replace a float
moved. The connecting rod between the upper needle or needle seat it is recommended that
and lower piston is milled flat above the cross bqlh !,e replaced at the same time as it is very
hole, so it can be held with a wrench when re- difficult to fit a new needle to an old seat or a
moving the center scfews. Considerable force new seat to an old needle. In ordering these
will be required to loosen the center screw as it palts, be sure to give the size of the by-pass
-needle
has been staked in place as a precaution against holes in the float seat. These by-bass
-and
its coming loose in service. When the center holes meter the fuel during inverted flight
screw has been removed the upper piston may be their size has been determined to meet the re-
lifted out ofthe sleeveand the connecting rod and quirement of that particular engine and it is,
lower piston can be removed through the bot- therefore, important that a seat having the proper
tom of the sleeve. Care should be taken that size by-pass holes be used for replacement pur-
none of the parts are damaged during disassem- poses.
bly or assembly as they are made to fit with very
close tolerances and a small nick or dent might The float level should be ry'", plus or minus
canse a binding action. Ye" below the parting surface, and is dependent
upon the thickness of the gasket under the float
Replaoements-When ordering replacement needle seat. The level should be checked under
parts it is necessary to give complete information the conditions encountered in service as regards
concerning the parts desired to avoid delay in the fuel used and the fuel pressure or head at
shipment or the receipt of wrong parts. Where- the carburetor. If a fuel pump is used. a pre$sure
ever possible, the serial number of the carbu- at the carburetor of 3 lbs-.per square incir 11U"
1318
CARBURDTORS

gaso-lineat .!10 sp. gr,) shouldbe used in checking throttle valve) to this figure the angle which the
the fuel level. A gasket %2" tbickshould be useii throttle valve makes with the horizontal sur-
first and if the level is not correct use thicker face of the carburetor is obtained.
gaskets to lower the level and thinner gaskets
to raise it. A change of ,(4" gasket ttrickness Several economizer settings are in use and
will change the level approximately %r". The the proper one should be determined from the
float needle should have at leaet/6a" travel. carburetor spec-ification sheet. The first adjust-
ment is made by screwing the needle in or out
If it becomes necessary to replace the mixture
of the holder so that when placed in the main
control shaft or stop it is important that the body the distance from the-top of the slot to
stop be located in the conect angular position
the parting surface will be in accordance with
on ihe shaft. In order to do this.-place^a small
piece of wood in the slot of th'e'outer valve the dimensioru as shown in Fig. 1310-C for the
plgle in such a-way that it extends through and economizer setting desired. When this has been
done, tighten the nut and pin the needle as per
will fit in the slot of the inner plate. Place the
the instructions given in Fig. 1310-C. The two
outer valve plate ln the carburitor in the open-
halves should then be assembled and final ad-
ing position and the wood key will keep it flom justment made by means of the eccentric on the
turning. Place the shaft and bushing assembly
in the carburetor, adjusting the shAft so tlie economizer lever. Check the angle between the
throttle and the horizontal surface of the carbu-
screw driver ends fit into the valve, and put in retor flange when the needle starts to leave the
the screws to hold the bushings in place. Slip seat. A simple apparatus to check when this
the washer and stop on the shift and turn until movement starts is shown in Fie. 1310-E. It is
the full rich stop is against the large head screw.
made by drilling a hole througli- the center of a
Assemble lever, indicator plate and nut on the
shaft. Draw nut up until washer strikes shoulder %6"-18plug,large enough to allow the free move-
ment of a piece of tubing about 4" Iong. Then
on qhaft. drill and fit pin through stop and
by _taking 9ut the- economizer metering jet plug
shaft. (See assembly draryrng (Ffr. 1312) for
and jet it 19 pos,sible to screw in the other plug
section and end view of shaft assembly.)
and push the tubing up so that it rests on the
The economizet needle is operated bv an ec- poinl of lhe qe_edlg. If a slight pressure is put
centric pin which is part of thi economiier lever on the tube with the fingers while the throttlb is
stem. This stem is operated by the throttle moved,lhe ulseating of the needle will be easily
through two levers and a connecting link. It is detected. Adjust the eccentric until the conect
important that the economizer lever be located angle is obtained. When the adjustment has
at the ploper angle with the eccentric pin on the been made, tighten the nuts, being careful not to
economizer lever stem. move the eccentric, and assemble the cotter pins.
When replacing the economizer lever stem
When reassembling the compound pump unit,
use a new economizer lever also. The lever
considerable care shbuld be t-aken sb tfr'at ttri
should be assembled so that its cetlter line forms parts will be concentric to each other and then
a 90 degree angle with the cent€r line of the checked in the body to see that it works freely
eccentric pin as shown in Fig. 1310-D. When before restaking the center screw which hold's
the lever fqs.leen properly set, tighten the clamp the piston in place. The small hexagon screws
screw and drill stem and one sideof lever for ttie should be safety wired after tightening. When
locating pin. Screw pin into place. assembling the upper sleeve and piston into the
The adjustment of the economizer needle sleeve fastened in the body, considerable care
valve in the holder and the eccentric pin on the should be taken so the leather will not be curled
lever determine the position of the l6ver when up around the piston. The leather should be
the needle is on the seat and. therefore. the wet with gasoline and one side assembled in the
throttle opening at which the lever lifts off the sleeve, then as the piston is forced into the
seat. This throttle opening is one of the items sl@ve, it should be rbtated so the leather will
of the variable specifications or setting in the go into the sleeve evenly. With the throttle
carburetor and is given on the spec:ffication yalves open the operating stem may then be
sheet, being referred to as "economizer setting", hooked in place or the purnp unit arid the two
the figure give! being the throttle opening in halves of the carburetof ass^embledtogether in
degrees. By adding 20 or 18 (the angle of the the usual manner.
1319

br19

30'
-T-
wooD
NA-YgE & N A - Y 9 E I V E N T U R I REMOVAL PLUG.
A
SPLIT PIN AS SHC

D R I L L& R E A MF O R
P'I9O66 PIN WHEN
P-20t36 LEVER tS tN
P O S | T t O NA S S H O W N .

SETTINGWITHP-17684LINK | - il/32"CENTERS I'j

t6c-t8c
t9-2F P-16004 )- tu32"
2 ? . _ 2 5 c r , ' r t
26c-3lc

, T 5 2 D R I L L F O RP - 6 5 8 7 P I N A F
ADJUSTINC. RIVETENDSOF PIN
AND FILE FLUSH.

ADJUSTMENT
PRELIMINARY
NEEDLEVALVE
OF ECONOMIZER
AND HOLDER.
c

H E X .H E A D
E

NA-YgE & NA.Y9EI CARBURETORS

FITTII.IG ECONOMIZERLEVERAND STEM.

Fig. 1310
1320

ft- 21207
2t?24
l P 2t226
-
,-rtrroff,_ 21222
2t223 'A -
l e 2t223
- sEcTloN A"
tP-
P-2t229
P-6721
2t230
P- 20578
P- 20579
P- 20595
P- 20581 P I S T O NW I T H
P-205E2 RING.
P-20594 PTSTON
ASSEMBLY

P:20577
P-2183r
P-20576
P-r7rss(tt+-za)
-3779
-r090E

D OU B L ED E CKP U M P A S S E M B L \ .
N A -Y g E& N A -Y gEI C A R B U R E T O R S

Fig. 1311
t32L

HtADLt3t SCatW rtu(l XT CONTROL BLEEDER

?-ra'l'lt x P-9eOr
Hlaorttt Ecarw Purc Mlxr coNTRoL TUBEDusH\Nq (THREADED)
t- to2ae xP-t7425
TXEOTTLI !tHAF' Et'Ei4OLY. -MIXT CONTROLTUBEAUSHING
P-20lt3 FUMP STEH
P- \74?-3 P-alll
FLO'T FVLCEUII SCarrv sgcIloN:e-9.
P-t"ao4 MIXT CONTROLTUBE
'LOAI TULCQUM PIX P-Z\453
Ft9t9 .- rHiorTLr tHAfT ousl{rto TIIROTTLE i
P-2o\46 PACKING P,.
.HEADLESS SCREW PLUq
P- \?tss
tralcrTt.! 3BAFI srAcEr
r-rlatl
SQUARE HCAD PIPE PLUG
p-8509
T}ICOYTLEgTOP PIX THR,O. STOP AND sYE. LB/ER
P-ls06c P-Z\ZBO
SET SCREr,vWACI{?:,
P - 6 s 9 z ( a . c u s E F - \ c ? e g--\)
THIO.LTVER AtaD t"Ot A3tt',l. VENTUEI SETSCETr,V
P- 201a6 P-t4'f29
T|IEG|. AD.r, tiltlP .?XROTTLE LgVEi
P-n+Tf - F- e I Z ro (A.C.usE P-zl4lz)
ROT'TLg 3TOP PIII
P-\3046
HEADLES|3 SCREW PLUI I{G,AOLESs |ICPEW PII'6
P-ltt6t A -P-loz4a
HtaDutt P|rt rl.|,l. MAIN BOOY GASKET
Ftaot P-\?60''
w^gr{l: VENT\JTI TUBE '-- \
t-l3Ol! I Fl76l3
c^trLr xur MAIN OISCH. NOZZLE GIASI<ET
t-taota P-l6790
l'coN. AqJugttxa Stuo MA|N orSet{^toa NozzLE
P-raora * tz2t494
CA3Tl.f XUt - 'H!rDt63
P- llE"7 SCiEW PLIJC
COTTII PIX -- P-roe4c
?-aaaa CONTROL LEVER
'IEDUCER P -2t 2rO (A.C.UlE P-Zr4l!)
F-r!2E3 SQUARE HEAD PlPE PLUG
lcoil.3r3n xutOatxrl- P- a50a
P.OlOl SPECIFICATIOI' PLATT I'IVIT
OIL CAP P-tte95
lDrE DBCH. JET A33H{. (LEFf)
P-ltrtt tPECtFTC^nOX PLATI,
P-2O!"6(/\C US" El"Glt) * P-?t4f0
orl. cAP wlcx .wA9t{El
P-rtD7A IDLE DlScH JET AssEM (i\GFrl'
DLt AD.r. QrJ DrAl{l ScElw P-raort x P-21467
Fac3t coTT3l Ptx THROTTLE VALVE SCRE}'
P-rorl6
THIO. vaLvt Dorr wtlH llrgrarl{oa . l{ur P-\2403
----\ \
P-2t.1aa o.r3 A0.r. GlrrAocA$T- P-raor4 LocK wAsHeR \
CA3TLI NUT HD?ll (.'.hr) P-\2ta'2
i4a[{ art 8L:EDl'a
FCETI * P-1t672 THRTTLE VALYEI
ccflTlt tril VENT CHT,CKVALVE i\- p-zrzsr \
P-4334 1OL3ADJ. OUADTAXT P- 2r450
.,Ft?aio GrrO
COTTER PIX VENT CH'CK VALVE
P- toett P- 21452' A C. rJ5'a ONLY
ccoi.coxltoL LlNx VENT CHECK VALVE PLUQ-.
P'lloorl P-2t45t A.C USg ONL.Y \
VENTURI PACKTNG--
P-17t48
tocx w^gr{lE IUMP DISCHARGENOZZLE
P-rtr6? * *rssll
lcor. LR Et cLAllP tctll, CATOR PLATI
P-2)24 P-rtsoE5
FILL,HIAO MACH.'C'-l\/
?.ara6
L€K vt/ASHC'
FeoGa(A.c.u3EFrrsaa) FrLL HEAD MAcH scR.Ew
p-65tE
ntaDr-t3! grt scltw COTtER F\N
P-lor8 P- ra6ce
c^t StcArxtl A3lltrrt N\'T
P-lBt7l r-c3 cl
FILL HEAO MACH. SCREW
aAt SflArrlla PuLl oAtl(lt P-\.r 4ZZ
P-artt HTADLeS3 SCIIW oLU6
P- 3370
MAIN BODY
P-zr459 (A C lJSe P-ar449)
, ACCEIVFLTJO
tl4eo
SOUARE HEAO PIPE PLIJG gcecwPt-uo
P.BEo- t4?14
HEADLESS SCREW FLUq OEAIN PLU6
l-l,45Ol P- e 006
ADLEss SCRCV'fuIF
?.1E2?A

A.e.r AlrCotPt BENDIX STROMBEPG CARgUR

Fig. 1312
121

I PUi4? STItvr ' CKIN{I

I e-zrzzz
I PUMPsrEr BU3HIN6.-
I F-Zrrzl
I PUM? STEM PACI(IXGI
FUMF STEM A33EH J') ?-zrza, r t* l€tlc. atrTrHq wm ?ntrc4 lliK wrrH t-ryE 4|.rut.
t-21t'20 PUrar 9YEM ----rr_ era4. tJ-tr. " . p_"leoo4 " ., t_[ltt
I P-2r226 \ l ' . a l : - l j ' " ' P - l e @ 4. ' l - r l A l
PIN . l-r,ta. gc.-!l. . r F-l€dl r . l-llAt
I PUMP I3TI,M LINK
THROTTLE SHAFT | ?-ztzz+ ilndlo
I PUMP STE 't UNK\
wrtr G^titl
PACKING ?-2Ot94 p-zrzoz \
L
FUhPLtilIIOLT..1 \
t-llela \
!!.!!!!EE9\E_3EArE9.
r. vluw s:er rssam)
P-3Oo64 I NIEDII. I SEAT ASSEXBLY
E VALVE T
P-1355t F-Llall
alre:gxl )

FLilT ASSSMSY
?-lal8l4

P- 2,\24!
5TE}4 IU3XIN6 6ASK?T
?- 6? Zl
PUMP Fi3'ION SLET,VEA33EM.
P-raoat
tut€ F1gr6r AssEM.
P-\32.!l
PUT{' VALVE
* F-lt?47
SPR,IN(D
Rr3a8
FOR 9OU3LE DECK PUMP PART'
tEFtt TO piawtNq tl-tzla-g!

VALVESEATCLIP
Itr. r-zr4!r) P-r3A9A
,_-_{ LOCK WASHER.
P-6664
l1!/lT FILL HD. MACH. SCREW
-r:core MIXT, CONT SHAFT
IOLE ADJ NUT -=-=\ LEIR sr€M NM
Ecoir LRtrGIEN ASSEM P'3ltl vlrvE sEAy GAsKET
DlscH JET A33E.t.,r.(LtFt) rECOT{
ar
+ P- 2t410
F-19037 \ | ,- P-rgo7z
P-tgo7z
". ii"".""l f ll,.; MIIT CONT. 3TOF
IDLE ADJ. LEVER P\N-\\ !.coN SPi,ING
IECON WASHER_
sPi,lNG WASHI ;i;.i;;;i z;x,c* F-l14r !
)-E D\scH JET AssEI4 (RlG{t) F-6245 \ I I P-taZ9
P-ttz9 oi F-rrza! /rrHrcr
\ iuT. cort sroP PDI
t ?-2t461 IDLE ADJ LEVER A33EM. I l!.cox.grrlt gPRrxo r.ilxT CONTROL SHAFT assf.lt
- - ROTTLE ?-z\26'l
VALVE SCREW P-9z'9t I I P-ltoa.l P-t"4ZO nttT. cotat. SHAF\ wASHli
\
P-r2409 Ecox. gTflt
I lECOft. STllt waalrlt
lrvAatrr - \ \
\ IOLE D\sCH JET PACKINq r-\!ocr \\\ /ECOltLE80LEvALvE P-\7416
-oc( WA3HER ----\ nrrt COxY SHAFT BUSNIXC
P-lalc7
\ P_\SO56
\ acoI. 3r!ti ItACx',*o =\\\ P-r76os
\ IOLE DISCH,JET (RIqHTl ] /' P- r74ra
-iROTTLE VALVE--\ \ xP-2r468 ECOll. srlM Nrtl itxr. cotfl SHAFT PACKltto
- :=P-2t2S5 _ \ | P-t90c7 t-ra!ot
\ loLc o\s$r .Jrr (!eFr) / / WA9HEt, filtY. coxY. PAcKrNq
\ ,*
P-el47r
/ /
p_,"oro _ . flr P-13679
rcoN. LEvlR As.." 4, \\\ fco'r.coxlllll$r ITIXT CONT. SPR\NC W
p- 26 A(|
\ ,,n \ IilX?.CONr SHAFT 3t
STEMAssEMWJfirlUS*t-Ur .- t]90?
\\\ \\\\\ \ lllrl. CO|ff.SHAFT PrN
HEAOLE3s SET SCREW\ \ \\ \ \t\\\ \

b.r
/ ^,1-8ll?o
| eetel
\\ \\\ \\ \
\\ \',,r'i\,\ \ ,)^
roLE TUAE \\ t \\
r P-!ftl! \\ :-Jl
ccolrxrrB:tll3)'- \W
ECON. I!!'lLlqtno \!1!

ECOT{.I{IEDLE coxr. sHAtr cAtKEt

?-14722 P-r?421
ECOI{. XEEOLI' IOCK lluT - COIT VALYE SPRING
P-.l8al P-tt4 | 6
coilT vALvE PLAIe (Oulfl)
P-20393
ECO{ NIEDLE VAVE ITAA COHT V[\'E PLA1E RINq
* P-lEOll P-tae7e
L\.ro tcox.v^lvl atar
P-r1905
!lra MfTEEINO .JIT(MAIN)Aux
r P-lO.l 55
HCYilINO JET (ECON)-=- METEe|NG JET (nx)
* P- lOrL55
- r F.to.{,ss
HIA9LE63 'CEEW PLIJO iNETERING .JET PLUG
.-P-l+974 - P-)479
]VIAIN AIP gLEED AEA !o xot lrlcrtY flrs DlAir{
F-16347 W{EN QiTiI{G 'AFS
BLETD
- AEM (iA3K]T MAiFE9 T ALWAIS GIVE
P-t4',25 / grze oR ENGII:6oDeL
ilrlllrc J3T tllra
?-t1t7a

X STROMEERC CAIBURETOR COMPANY

Fig. 1312
1322

r P-oo!q9l*=--=.--
P-60312-6-
'o3rz-R -K)\<

\ rP-212Q7 |
7 P-2t224ft-aa2o
:il'i:-R "H-H"
.*zta?c
r r?-212251
I
PVMP STEM
AssEMBLy
sEcrroN /7P-2t2231
',aP-422?)
F.I7CI4 FLOAT ASSEMELY

P-3r09-
P-?t229

z-P-19291
x Ft373?
P-r3735
XF FUEL LEVEL

F3tCl
OR FLlszAl-rt4Tl{cK
oR P-.r5262-3 4THrcX
oR P-rszt't/rG THTCK
oR Fcooct-o(, THtcf(

as ma otci tu, "D-D"

Ma raaar 10 arccrar sEcTroN
laf !r-[tl-ar.

F-r74t3
2 666
[-F21647
3oo7 i I
P-33te
P 2646
I li-P-ro252 P-2r653
/ //S*ezet
/ ,/ ,/ ,/ rP-6243 3479 I I lr P-21655
///// r"-t3eo6
/ //// //// /rP-2ta3e
/ //// lP-re2ol
/ //// lP-532e- /// / /rP-2t65o
\ '/// "-,*'zj
/ // / lFreo64_
/// ///-P-2t267
'////r'^-i',2:
li$:_

+ P-9rA7
+rFl45l3
F65C3
86587 --P-t7421
'!P-t74t6
F_t6OO5-
P-I5 -F20393
P-CC66-
7a
P- 65Ct -
P-r737 5-(P-22rOOovERsrzE) P-t5O36--\
* ovERsrzE)

t7a (7/lp'-2o,)
sec!_9!_.4_€' 947
F3779
Ft43

l6tar trLtl3 l:t s atieE ld c^aur{ s5?4.

fs oroairo ir?i F ioY atacfr rxa

uatao* asrs Grvf 9la Da^ff uaat d ootg
crYa Mra do trcit
E qcq( r^tl3 Arc
sECt c $ar-r3 mla
afaaa lo t^aaut3td
qcsE^troi lxaata

TEURETORCOMPANY

Fig. 1313
r:

ovERsrzE
F".;*X
P-t2775 (6-32)
P-toz4g (3/S-2 P-t7A23 -:j:i7.iz
___i,,.!}l\
--*P{7425 \ \ \ \
P - 1 7 6 0 4-

P-2ot48,JP-2t425
P-t7423
P-2r453
ovERsrz\\
\ \
\
\
\
:#:-R
F
F

secroN "e-e'
P- 5319-
?-2t4zsovERsrzE\\ \\ '\
'\ sEcTto
P - r 7 t 5 5 ( ! 4 - 2 r ) \\
--p-t7t'stw-zct
P-t 4425-t/C4
F 1442C-:l/C4THrCl(
w SECTION F.F P-l-5-2_3_!---
F6506
\\
\
\
\
\
\ \
P- 1659A
P-ro248(Vr-
P- 16596 / / aP-2t23O
/ / *csEa
P- t90t6 ,/xc.uszets_la
P- t7 P-t47?9
=-P-zt2 toI
AC,USEP-zt4321
-P-r906C
P-t7@7
A

rtP-17613---_
P-r8790
*P-zi454
-P-to246\3/C-?4)
P-
P- t367
P- 6666 COTTER PIN
P- 19285- '4./
SECTION
P-il640
P- t3579
P- 1357 -P-2t443
P- 15295
p- zosz6l
oc.usep-'zc.Lgj
P-t3733
P_ E5O6 -_\ P-21446 1
P-il4??-. \ P-t7t55 [/4-2A)
P-r?c90
P- 65t1
- --
vP-l9O3l--
P-2t450-.
ACUSE F21452 oNLY-\
ACUSEP 2145r ONL
ACUSE FI9C95 ONLY=-
P-17t40
-_-\.\P-6660
. \P-6361
AC.t SE
P-t460 (3/16-24)
-P-9006
P-t437Q(V\C-?O)
Fcc7000- 32)
P-t4E25
P- r50c
P - t 4 S O l (t/2-

Y-P452aat$-24) )
P-60312 Pt{-- -
P-21 gec.I-9N-!:9"
ovEFSTZE

6 ra'-ra' *rtE $ti t-rrao. Lrn fiti r-rv9-' c3rttal

. rr1 zf a-6. . . LlYla
. a{- A' t"i|g . . tsra/t7'
. ,Cr' F@a r . r.ry5

rc2 0a td oY rrtx G *al ilrovco

ECON. IELDL€ ADJUSTMENT WITX NEEDLE SEATED

BENDIX STROMBERG CARBURETORCOMPANY

A.C= AtR CORPS

Fig. 13rB
1323

INSTRUCTIONS FOR
STROMBDRG NA-YgC, NA-Y9G AND NA-Y9GI CARBURETORS

OVERHAUL

When the engine is overhauled the carburetor slot of the inner plate. The upper plate should
should be disassembled for cleaning and inspec- be in such a position that all the slots are open.
tion. The carburetor halves should be separated Then install the spring, mixture control shaft,
bv removing the fillister head screws at the and cover plate. l'he lever should be located on
oirtine surfice on the NA-Y9C and NA-Y9G the shaft so that when connected by the linkage
tarbur-etors, and the nuts at the parting sur- to the primer valve lever, this latter lever will be
face on the NA-Y9Gl carburetors. All plugs, at the full rich stop. The mixture control lever
screws, etc., at the end of the fuel passagesshould should be drilled and pinned to the stop in this
be removed. The upper pump cylinder and piston position.
assembly should be removed from the carburetor
as soon as the halves are separated. All parts Cautlon -Remove the wood stop before final
in the bodies, with the possible exception of the assembly.
idle discharge jet assemblies, should be removed
to enable a thorough cleaning and inspection. When it is necessary to replace the primer
shaft, care must be exercised to see that the
Cleanlng and Inspectlon-The bodies of the valve is in the idle cut-off and priming position
carburetor should be thoroughly washed in with the lever against the full lean stop. The
gasoline "Td. uU the channels blown out with shaft should be completely assembled except for
compressec arr. the pin through the stop lever, and placed in the
body so the idle cut-off hole through the conical
The throttle valves should fit the bore tightly valve is lined up with the hole from above the
and if necessary to remove them they should be throttle. With the valve in this position insert a
marked in such a way that they may be replaced metal pin through the hole in the throttle bore
in the same way they came out. All variable into the hole in the inner valve as shown in Fig.
parts such as metering jets and air bleeds should 1317-D. This will keep the valve and shaft from
be checked against the specification sheet of the turning while the stop lever is moved to the full
carburetor being worked on. Examine all mov- lean or idle cut'off position against the stop.
ins parts for wear or irregularities. The float With the stop lever in that position the hexagon
nidie seat and needle valve should be checked nut should be tightened and the entire assembly
for Ieakage by holding the needle with the point removed from the carburetor and the stop Iever
up and tlie seat in place and fiJling the small space pinned to the shaft.
above the needle point with gasoline. If any
leakase is evident the needle should be lapped in If the float level is not correct (1" below the
with irocus powder or fine lapping compound. parting surface at 3 lbs. fuel pressure at .710
If that doesn-t stop the leakage both the needle specific gravity) it may be changed by changing
and the seat shoulal be replaceil, as it is very dif- gaskets under the float needle valve seat. Thin-
ficult to fit a new needle to an old seat or a new ner gaskets should be used under the seat to raise
seat to an old needle. the float level and thicker gaskets to lower the
Ievel. A gasket change of Y64"will change the
If necessary to disassemble the accelerating level approximately /6a".
Dump piston assembly, it should be done in the
lo[oi'iire manner: The slotted plate held to the The pump valve should be disassembled and
uDDer pfuton by four screws should be removed, the diaphragms checked, as the NA-Y9G Car-
tli6n uhstake and remove the central counter- buretors between the serial numbers 5565574 and'
sunk screw. This will allow complete disassem- 5567459 except carburetors having serial num-
blv of the upper sleeve and piston stem assembly. bers 5566149, 5566150, 5566151, 5566152 and
Afoembly ollhis unit is accomplished by revers- 5567454, were originally sent out with only one
ine the ibove procedure. Before restaking the diaphragm and due to the fact that a failure of
ceiter screw, the assembly should be placed in this diaphragm would permit fuel to leak out
the main body to see that all the parts line up the venting hole in the cover and thereby create
correctly and-there is no binding in any of the afirehazard besides a loss offuel, later carbure-
parts. tors have been furnished with a reinforcing, per-
If it becomes necessary to replace the mixture forated diaphragm (Part No. P-61159) assembled
control shaft, it is important that the lever be on the sprihg side of the other diaphragm. The
Iocated in the proper angular position on the nerforated diaphrasm has three .028" diameter
shaft. In order to do this, place a small piece of holes in it to pieverit an air loch between the two
wood in the slot of the outel valve plate in such diaphragms, which would result in faulty opera-
a o'uy that it extends through and will fit in the tion of the valve.
1324
CARBURETORS

Upon completion of the assembly of the check It should be rotated so the leather will go into
valve. it should be checked to see that it has the the sleeve evenly. With the throttle open the
coruect opening joint by assembling the check operating stem may then be hooked in flace on
valve in a fixture whereby pressure may be ap- the pump unit and the two halves of the carbure-
plied to the needle side of ih-e diaphragm and the tor assembledtogether in the usual manner.
pressureraised until the needle opens. The open-
ing pressure should be between 20" to 35i' of 3. If the venturii have been removed the rub-
water. ber packing should be replaced before reassem-
bling the carburetor. Make sure that the ven-
Replacernents-When ordering replacement turii are down tight with the locating pins in
parts it is necessaryto give complete information their correct positions so as not to hold the
concerning the parts desired to avoid delay in bodies apart.
shipment, or the receipt of wrong pafts. Where- 4. No dirt, shellac or other foreign material
ever possible, the serial number of the carburetor should be left in the carburetor.
should be given. A careful reference to the
assembly drawings (see Figs. 1318 through 5. Idle discharge jets: If it was necessary to
1322) to determine the correct part number remove the idle discharge jets to clean and
and name, and if marked with an asterisk (*) inspect the carburetor they should be assembled
giving the size as stamped on the piece, will in the same holes they were removed from as
greatly facilitate service. A specification sheet they are different in the right and left barrel.
giving the sizes of jets, fuel level, etc., will be
furnished, no charge, if you will write to the 6. Auxiliary jet valves: If it was necessary to
Bendix Products Corporation, Stromberg Car- replace the valves the new valves should be
buretor Division, South Bend, Indiana, advising lapped in, using fine lapping compound. The
the model of your engine. Parts Price lists will opening point of these valves should be checked
also be furnished on request. P-2I200 covers a to see that they operate properly by placing an
complete set of gaskets for the NA-Y9C, P-22LL0 8 lb. weight on the sylphon; this weight should
just start the valve towards its seat and a 12 lb.
for the NA-Y9G and P-60910 for the NA-YgGl
carburetor. weight should seat the valve. If the valves do
not start closing correctly the valves should be
Reassembly-Several points of vital impor- checked to seethat they are not binding.
tance in the reassembly of the carburetors are:
Upon completion of assembly the carburetor
1. The main body gasket: This should be in should be water tested to see that there are no
perfect condition. If the gasket is torn at any Ieaks from the inside of the carburetor. Plates
point around the float chamber, it will not only should be assembled on the intake and engine
allow fuel to seep out but will seriously effect attachment flanges, the automatic mixture con-
the mixture control action. If torn around the trol unit should be assembled and the fuel inlet
idle tube, it will cause difficult starting and poor plugged. By applying 3 to 5lbs. per square inch
idling operation. pressrure, through a connection in one of the
plates and then by submerging the carburetor
2. Compound or double deck pump: Consid- in a tank of water any leak may be found and
erable care should be taken during the assembly repaired.
of the pump to the carburetor. This operation
should be done before assembling the throttle Upon completion of all assembly and tests the
body. The pump leather should be wet with carburetor should be completely safety wired
gasoline and one side assembled in the sleeve. before installing on an engine.
1325
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fiF ==-l- e-zoro,o

3O_N99_rnp=

a :Muav'E tl\)l

-.J----
wAs F-zte,94
y !6&E3 lEYt3EO iw*€rttryc-
^ ;fO OGTAILS C

B NOTE ADDEO
I ihn r{Ar F?lzB4g|&35lXJR,ra A NoTE REVlsr,p
- a't/4<;x lZg
x Ie,-coozzA6xo
----
IF- J,l"i",-,*.
Fig. 1321
XOtBr TmNoTsruDUWG
t-!9!9E A!& ltru m SH[? OOTNEB 7O flE ilTffi THAT baOlffCB ON FMCTTONI DrNroNs ArE + OR - .oro, ON
llllill !!rc w!r. ioT ?Evm H]\lqruNG! lsEruY, rrorE DEm DffircNs +- ot - .@ un$ oTHuwEE SPErts.
otuTtotcruI|$EAre [mte

P- 60034 P-60038
P-60045 P- 60047
P-?O355.-
P-qoo_g_
P-2o354\

AIR THERMO.

T}'IIS END MUST BE FLUSH

RIVET PIN FLUSH AFTER ASSE,MBLY.

5/32 DIA.X90
& RIVET OVEF

'A-A"
SECTION
eel P-ZOl8a 4-REQ.
;-7 FReOOgE P. G6G6 P-2O1304-REQ.
10 1 P-60042. P-ZOI90 2-REQ.
-
?-?o355-
P-qeea_s A<-r
P-20354

P-16599
P-ZZZAE^
P - e o| 3 4 -
Pjl6597
P-20135 4-REQ...
P- 20135- l |:f ovERs\zE
*oooo TAPeR P\N P-6002,2 P-ZOr35-2 zNeOVERStZE

--..- I| F -zOl59 -
5/32 DtA.x900 cslNK, r - 4A a\\ l.F,A r o " - l
b :-=:-

P-zot 5g-
& RIVET OVER. .PLACE,S.

NOTE:-

---p-20r3f_l POsrrroN. C
.-'...--p-zr
z+g i-p-eoogz BET

\..---P-2,12,48 |
vtEw "B-8"
\-E BES,_J

BENDIXSTAOilIENGCAlBlnETORCO.
SOUTH IEIID, IIIDIAIIA Us.A.

Fig. 1322
1335

INSTRUCTIONS FOR STROMBERG NA.YgE CARBURETORS

OVEREAUL
Disassembly-The carburetor should be dis- the piece will greatly facilitate service. A speci-
assembled for cleaning and inspection each fication sheet giving the sizes of jets, fuel level,
time the engine is given an overhaul. After the economizer setting, etc., will be furnished (no
carburetor has been removed from the engine charge) if you will write to the Bendix Products
and the hot spot and air intake or heater taken Division, Stromberg Carburetor Division, South
off, the halves gfthe carburetor may be separated Bend, Indiana, advising the model of your
by the removal of the fillister head screws at the engine. Parts price lists will also be furnished on
parting surface. The economizer needle, pump request. P-60701 covers a complete set of
Sleeveand venturii are held in the tbrottie-body gaskets for the carburetor.
as the bodies are separated. The pump sleev-e
should be removed from the operating stem Reaseembly-All headless screw plugs be-
immediately so there will be no-dangei of its Iow the fuel level should be assembled with shel-
dropping and-becoming bent. Rubbei packing Iac, being careful not to get it on the end of the
is used around the venturii so that if it is founil plug where it will come off and be carried by the
necessary to remove them, they will have to be fuel into one of the metering orifices. Headless
driven out by using a wooden plug as shown in screw plugs above the fuel level and all other
Fig. 1323-4. Before removing the throttle threaded parts screwed into the bodies should
valves, mark them so they may be returned to have a compound of graphite and caster oil put
the barrels from which they were removed. on the threads.
Inspectlon and Cleanlng-The bodies and When it is necessary to replace the throttle
all parts should be thoroughly cleaned in gaso- shaft, the lever which operates the economizer
line and aII passagesblown out with compressed should be assembled in accordance with Fig.
air. Parts which should be inspected for wear 1323-8. The throttle valves.'When
when in the closed
are the float assembly, float needle and seat, position, should fit tightly. the throttle
throttle shaft and bushings, economizer needle, valves have been fitted, center them in the wide
seat and operating mechanisms and the pump open position. If the economizer operating lever
stem. All variable parts should be checked has been assembled at the correct angle, the
to see that their sizes are in accordance with the tbrottle valves should be centered. However.
carburetor specification desired. when this work is done in the field. it may be
necessary to file the stop at A, Fig. 1323-8, or
To disassemble the compound pump unit, it bend it toward the screwed-in stop.
should be removed from the operating stem and
the four small hexagon head screws which hold If it is thought necessary to replace a float
the stem clip in place should be removed. The needle or needle seat it is recommended that both
connecting rod between the upper and lower pis- be replaced at the same time as it is very difficult
ton is milled flat above the cross hole, so it can be to fit a new needle to an old seat or a new seat to
held with a wrench when removing the center an old needle. In ordering these parts, be sure
screws. Considerable force will be required to to give the size of the by-pass hole in the float
Ioosen the center screw as it has been staked in needle seat. This by-pass hole meters the fuel
place as a precaution against its coming loose in during inverted flight and its size has been
service. When the center screw has been re- determined to meet the requirement of that
moved, the upper piston may be lifted out of the particular engine and it is, therefore, important
sleeve and the connecting rod and lower piston that a seat having the proper size by-pass hole
can be removed through the bottom of the sleeve. be used for replacement purposes.
Care should be taken that none of the parts are
damaged during disassembly or assembl! as they The float level should be r7(', phts 3/a" and,
are made to fit with verv close tolerances and a minus Y6a"below the parting surface, when using
small nick or dent might iause a binding action. fuel of .710 specific gxavity, and is dependent
upon the thickness of the gasket under the float
Replacements-When ordering replacement needle seat. The level should be checked under
parts, it is necessary to give complete informa- the conditions encountered in service as regards
tion concerning the parts desired to avoid de- the fuel used and the fuel pressure or head at
lay in shipment or the receipt of wrong parts. the carburetor. If a fuel pump is used, a pres-
Wherever possible, the serial number of the car- sure at the carburetor of 3 lbs. per square inch
buretor should be given. A careful reference to (117" gasoline at .710 specific gravity) should be
the assembly drawing (Fig. 132a) to determine used in checking the fuel level. A gasket Ye"
the correct part number and name and, if marked thick should be used first and if the level is not
with an asterisk (*), the size as stamped on cortect, thicker gaskets should be used to lower
1336
CARBURETORS

the level and thinner gaskets to raise it. A valve) to this figure, the angle which the throttle
change of |(t" gasket thickness will change the valve makes with the horizontal surface of the
Ievel approximately Y64". The float needle carburetor is obtained.
should have at least 9(a" travel.
Several economizer settings are in use and the
If it becomes necessaryto replace the mixture proper one should be determined from the carbu-
control shaft or stop, it is important that the retor specification sheet. The first adjustment
stop be located in the correct angular position is made by screwing the needle in or out of the
on the shaft. In order to do this, place a small holder so that when placed in the main body,
piece of wood in the slot of the outer valve plate the distance from the top of the slot to the part-
in such a way that it extends through and will ing surface will be in accorda4ce with the dimen-
fit in the slot of the inner plate. Place the sions as shown in Fig. 1323-Clfor the economizer
outer valve plate in the carburetor in the open setting desired. When this has been done tighten
position and the wood key will keep it from turn- the nut and pin the needle as per the instructions
ing. Place the shaft and bushing assembly in given in Fig. 1323-C. The two halves should
the carburetor, adjusting the shaft so the screw then be assembledand final adjustrnent made by
driver ends fit into the valve, and put in the meansrof the eccentric on the economizer lever.
screws to hold the bushings in place. Slip the Check the angle between the throttle and the
washer and stop on the shaft and turn until the horizontal surface of the carburetor flange when
full rich stop is against the large head screw. the needle starts to leave the seat. A simple
Assemble lever, indicator plate and nut on the apparatus to check when this movement starts
shaft. Draw nut up until washer strikes shoulder is shown in Fig. 1323-8. It is made by drilling a
on shaft; drill and fit pin through stop and hole through the center of a Yt6"-L8 plug, large
shaft. (See assembly drawing (Fig. L324), for enough to allow the free movement of a piece of
section and end view of shaft assembly.) tubing about 4" long. Then by taking out the
economizermetering jet plug and jet, it is possible
The economizer needle is operated by an to screw in the other plug and push the tubing up
eccentric pin which is part of the economizer so that it rests on the point of the needle. If a
lever stem. This stem is operated by the throttle slight pressure is put on the tube with the fingers
through two levers and a connecting link. It while the throttle is moved, the unseating of the
is important that the economizer lever be located needle will be easily detected. Adjust the eccen-
at the proper angle with the eccentric pin on the tric until the correct angle is obtained. When
economizer lever stem. the adjustment has been made, tighten the nuts,
being careful not to move the eccentric, and
When replacing the economizer lever stem, assemblethe cotter pins.
use a new economizer lever also. The lever When reassembling the compound pump unit,
should be assembledso that its center line forms considerable care should be taken so that the
a 90 degree angle with the center line of the parts wiII be concentric to each other and then
eccentricpin as shown in Fig. 1323-D. When the checked in the body to see that it works freely
lever has'been properly se*t, tighten the clamp before restaking the center screw which holds
screw and drill stem and one side of lever for the the piston in place. The small hexagon screws
Iocating pin. Screw pin into place. should be safety wired after tightening. When
assembling the upper sleeve and piston into the
The adjustment of the economizer needle sleeve fastened in the body, considerable care
valve in the holder and the eccentric pin on the should be taken so the leather will not be curled
lever determine the position of the lever when up around the piston. The leather should be
the needle is on the seat and, therefore, the wet with gasoline and one side assembled in the
throttle opening at which the lever lifts off the sleeve,then as the piston is forced into the sleeve,
seat. This throttle opening is one of the items it should be rotated so the Ieather will go into
of the variable specifications or setting in the the sleeve evenly. With the throttle valve open,
carburetor and is given on the specification sheet, the operating stem may then be hooked in place
being referred to as "economizer setting," the on the pump unit and the two halves of the
figure given being the throttle opening in degrees. carburetor assembled together in the usual
By adding L8 or 20 (the angle of the throttle manner.
1337

F
o
J
o

brg

l"
4
.-3o FoR lEo vALVEs
L-5"FoR ao"vALVEs
VENTURI REMOVAL
P-2OI3E FOR I8O VALVES
A P-I60I7 FOR 20.VALVES
S P L I T P I N A S SHOWN

D R I L L & R E A MF O R
P - I 9 O 8 6P I N W H E N
LEVER IS IN
P O S I T I O NA S S H O W N

t60-t8"SETTINGWITHP-17684LINK | - ltl32"CENTERS r'j

r9-2P P-16004 t- t5/32"
27-2? t"
26.-3lo t-t/64'

, T 5 2 D R ] L L F O RP - 6 5 6 7 P I N AFTER
ADJUSTING. RIVETENDSOF P I N
AND FILE FLUSH.

PRELIMINARA
YDJUSTMENT
NEEDLEVALVE
OF ECONOMIZER
AND HOLDER.
c
#2.9DRILL

LEVER AND STEM.

FITTIT.IGECONOMIZER

Fig. 1323
1339

P-fo24a F/A-zel
P- t7604
Fr7423 P -6 0 3 1 2- -
P-2r453 *60a57-
P- 53p t/32 P-20t4A -tP-2t423
P- | 446-t/64rHtcK ._ p-t7tss lw-zd
F- ta42€-il/34TH|CK
P- t6 59a
P- rc5e6
eo|l€
P- t5702
P-l

P-17t35 l/4- Ft5762

P- t60D
P- laOlzl

*P-t76t3- -
c Fr679O-
JJJ'*zllsa-
-P-r450r Q/2 -20)
P-r00t6--=*\
--.--
P- t3677-
P- 0660 coTTER P||.1
P- t02€5
P- ilG 40
P- 13379 '
P- t337E
P-

r- P-f 7155 lt/4-261

A.C.USE
P- r75r9
P-r2403\
p-reror-------
P-6O4AE THROTTLE BODY ASSEMBL *arasr ------------:
---
P-tooD
P-ro23B ---------\\
,-.;'-]\
r-rt6r -----\\
\
P-6666 -- ---\
P-to23a --- -- \
P-t8OO4-
e- sorr ---.-\
P-t2t67- \ E
P_ 2e21 -
P- 6576 P-t7t4g
p_eceal -\-
a6.ggge-rrgan['--------.-'-----------'...- E
P- 15074 STRAINER -P-848O lYt6-24)
ASS€MBLY, ?-REA.
f-2t2o8
P- 8556 GASKET -P-900a 2-REQ
P-'0497 MAIN BODY R607000- 3
GASKET.---.------_ P-t4325
P_6300 -
P-t4SOt \t/2-2q

2l
P-00312
"8
P- 60499 MAIN BODV ASSEMBLY F-OO64A ^ ^{s,c - z. u, t,w sEcTroN
rxrros scr mrc I

-t5224 (to-24J

6 rr-t'ItrE rrn r-tta!. Lm srx r-vr" caxratr

. d-rf . . Lm. . . t-tvv'
. t'f'. . is.. . rtartt
. *J Fr6{. ' r-ri/s

A.C.=AIR CORPS

BENDIX STROMBER6 CAFzuRETOR COI

Fig.1324
1339

2t226
"H_H"-P-2o57e 2t225
sEcTtoN
r P_2O595 23
P-2057A
Fl76l4 FLOAT ASSEMBLY-

.---"-21?29
rP-6121

FU€L LEVEL

oR Fr3z8t-Lt4TH|CX

s OR P{eoz-3rt4Txlcx
oi F{3aat{reTH|CX
oR F{OOO|-OOTHtcK
OR F8OOOAO2OTHrcX
P-A505
\'\-P-2os63
'A.A'
SECTION \-l-2os77
.- sEcTtoN-o-o'
P-2t a3l
p-rz?3-l
P-20t21
P- 60 462
P - r 86 3|
P - 1 66 9 9
P -r 4 6 3 2
P-60500
P-16626
P - r 8 62 9
F-60493
- p-rsoa3
T- P - 6 O 4 s 2 l
P-60541 A.C. USE P-0il62 |
P-60494
P-r9054
P- 60405

r-- -+F9187
-*Ft45l3
---
F6563/
P- 6 587
P-r6005 !\-"--orJ
-P-12a65 P- 21646
PJa?22
,.,- P-6O419 P-560
P-4643--
4 P'OO4?O P-19055
*R.€O3
P-r904?
*P-O455- /.P.60376
P- et8S4
Fr5503-- zl.,.P-Att59
/ /
/.,/ .P-6644) P-604tA
/.P-6O342
/-1',-z*6_06?a
"B-8, = :- - P -60381
SECTION '"':-p-60474
60379

roti @rtYf rat * sia?a ad c^r@idd p-ao?ol

wu otoarc xrtt
cArioi( sr! crva 9ll

d tRur tattg ^D
srat! f str-ta mi!
ftrca rc catalttM

Etr6 CAFzuRETOR COMPANY

Fig. 1324
1341

TNSTRUCTIONS FOR BENDIX.STROMBERG NA.YgJ CARBURETORS

OVERIIAUL

I)lsassembly-The carburetor should be dis- Before removing the throttle valves, they
assembled for cleaning and inspection at each should be marked to insure their return to the
engine overhaul and any part worn beyond barrel from which they were taken. Care should
serviceable use should be replaced. All work be taken not to nick the edges of the valves.
should be performed on a clean bench and care
should be taken to dispose of all lockwires re- The Main Metering Jets are accessible frorn
moved during disassembly to insure against the bottom of the carburetor and the Econo-
any of the small pieces becoming lodged in the mizer Metering Jet from the right side. After
carburetor at reassembly. The entire Pressure removal of the Hex Head Jet Plugs the jets can
Operated Economizer and Valve Body should be be disassembled by the use of Metering Jet
fiftt removed from the rear face of the carbure- Screwdriver T-24923. The Cruise Valve Meter-
tor, by removal of the six Elastic Stop Nuts, ing Jet is accessible from the bottom of the
and carefully set aside. This unit will be treated carburetor, under the rear float chamber, by
in detail in later paragraphs. The Link Bolts the removal of its Hex Head PIug and the use
should now be removed from the Pump Stem of the same screwdriver used on the other jets.
and from the upper end of the Link bet',rr,.en In order to remove the Float Needle Seat, the
Mixture Control and the Cruise Valve. Unscrew small Iock clip must be disassembledand special
and remove the two Bolts which are in the Air socket screwdriver, T -L9276,must be employed.
Horn and accessible from the bottom and all
Elastic Stop Nuts around the flange which hold Removal of the Diaphragm Pump Check
the Throttle Body and Main Body together. Valve is accomplished by the use of Special
The Throttle Body can now be lifted off but care Socket T-25075.
must be taken to immediately remove the Pump All other main body parts and plugs may be
P_iston and Sleeve Assembly from the Pump removed.
Stem to prevent it dropping off and being dam-
asd. The Automatic Mixture Control Unit Inspeotlon and Cleanlng-The bodies and all
sf,outd be removed by the use of special Span- parts should be. thoroughly rinsed in gasoline
ner Wrench, T-24977, and carefully set away. and all passages blown out with compressed
CAUTION: THIS UNIT MUST NOT COME air. Following parts should be inspected for
IN CONTACT WITH MERCURY AS THIS wear: Float assembly, float needle and seat,
ELEMENT HAS A VERY DESTRUCTIVE throttle shaft and bushings, mixture control and
EFFECT ON THE BELLOWS. Disassemblv cruise valve stems, and the pump stem and
and service of this unit will be treated in sepa- leather. Check all variable parts (jets, bleeds,
rate instruction sheets. etc.) to see that their sizes are in accordance
with the proper carburetor specification.
To disassemblethe compound pump unit the
four small hexagon head screws which hold the Replacernents-When ordering replacement
stem clip in place should be removed. The con- parts it is necessaryto give complete information
necting rod between the upper and lower piston concerning the parts desired to avoid delay in
is milled flat above the cross hole so it can be shipment or the receipt of wrong parts. Where-
held with a wrench when removing the center ever possible the serial number of the carburetor
screw. Considerable force will be required to should be given. A careful reference to the
loosen the center screw as it has been staked in specification sheet and the assembly drawing
place as a precaution against its coming Ioose (Fig. 1330) to determine the correct part number
in service. When the center scr:w has been re- and narne. and if marked with an asterisk (*)
moved the upper piston may be lifted out of the the size as stamped on the piece and listeil
sleeve and the connecting rod and lower piston on the specification sheet, will greatly facilitate
can be removed through the bottom of the service. A specification sheet giving the sizesof
sleeve. Care should be taken that none of the jets, fuel level, economizer setting, etc., will be
parts are damaged during disassembly or as- furnished (no charge) if you will write to the
sembly as they are made to fit with very close Bendix Products Division, Stromberg Carbure-
tolerances and a small nick or dent might cause tor Division, South Bend, Indiana, advising the
a binding action. model of your engine. Parts price lists will also
be furnished on request. P-61163 covers a com-
The rubber packing rings around the venturii plete set of gaskets for the NA-Y9J.
swell, making it necessary to remove the ven-
turii by driving with a plug similar to that Reassernbly-All headless screw plugs below
shown in Figure L327-A. This packing should be the fuel level should be assembled with shellac,
replaced before reassembly. being careful not to get it on the end of the plug
1342
CARBIIRETORS

where it may come off and be carried by the fuel least Y6a"travel. A conveniently located fuel
into one of the metering orifices. Headless level test hole will be found on the left side of
screw plugs above the fuel level and aII other the main body just below the parting surface
threaded parts screwed into the bodies should and ahead of the needle valve chamber. Bv
have a compound of graphite and castor oil put removing the /s" pipg plug from the slopin-g
on the threads. hole the fuel level can be observed without dis-
assembly of the carburetor or removal from the
When it is necessary to replace the throttle englne.
shaft the new style shaft, bearing the same
part number but having a larger diameter If it becomes necessary to replace the mix-
(%2't instead of rYn") at the point where the ture control shaft or cover assembly it is quite
throttle stops are assembled, is used. It will important that the stop be located in the cor-
also be necessary to use a new throttle stop rect angular position on the shaft. All parts
P-61285, a new washer, P-61288, new pump -0 should first be assembled and grease should be
lever and stop assembly, P-61283 and No. applied between the Iatch plates to insure
taper pins instead of the No. 0000 size. The against their sticking or binding in service.
throttle stop should be assembledto the throttle The cover should be turned on the shaft until it
shaft in accordance with Figure 1327-Ei. The rests against the "Automatic Lean" stop. With-
throttle valves should fit tightly when in the out moving the cover rotate the shaft until the
closed position. After the throttle valves have slot in the end of the shaft lines up with the
been fitted turn them to the wide open position. upper screw hole as shown in Figure 1327-C. Put
The wide open throttle lever stop- arni should on the lever and clamp securely by tightening the
just touch the screwed-in stop in this position; nut. Insert the valve plate in its proper loca-
if not, either fiIe a little off point "A" as shown in tion, put the cover on the carburetor and fasten
Figure L327-B or bend the stop towards the temporarily with two screws. Rotate the mix-
screwed-in stop. Leaving the valves in the wide ture control 38' clockwise to the "Manual Full
open position with the throttle stop against the Rich" position. Carefully remove the cover
screwed-in stop, assemble the pump lever with and note the valve plate. Both "Manual FulI
its_stop against the screwed-in stop at the pump Rich" ports should be open as shown in the
side of the throttle body and clamp securely. uppe{ half of Figure 1326 (52). The cover may
The shaft can now be iurned froni the wide now be pinned to the shaft by drilling a No. 42
open position and the pump lever drilled, reamed hole, reaming for a No. 0000 taper pin and insert-
and pinned with a No. 0 taper pin. ing the pin as shown in Figure t327-L. The inner
valve plate screws should not be removed unless
If it is thought necessary to replace a float the plate is being replaced. The new plate should
needle or needle seat it is recommended that be assembled with shellac as a seal against
both be replaced at the same time as it is very leakage and finally lapped with fine grinding
difficult to fit a new needle to an old seat or a compound.
new seat to an old needle. In ordering these
parts be sure to give the size of the by-pass If the Cruise Valve and Primer stem shows
hole in the float neldle seat. This bv-pais hole signs of excessive wear it should be replaced.
meters the fuel during inverted flighf and its The new stem, bushing, packing, washer and
size has been determined to meet the require- lever may be assembled as a unit and inserted
ment of that particular engine and it is, there- into the cover later. The slots in the end of the
fore,, important that a seat having the proper stem should be set at an angle of 30" to the
size by-iass hole be used for replicemenl p'ur- lever and the lever clamped tieht. Check thor-
poses. oughly with Figure .1327-D,to Jeethat the assem-
bly is correct before drilling and pinning, as cor-
The float level should be rZ" plus V6a"minus rect functioning of the carburetor depends con-
W" below the parting surface, when using side_rably on the exactness of the- assembly
fuel of .710 specific gravity, and is dependent angles.
upon the thickness of the gasket under the float
needle seat. The level should be checked under When reassembling the compound pump unit
the conditions encountered in service as regards considerable care shoda be tiken so ttrit the
the fuel used and the fuel pressure or head at parts wiII be concentric to each other and then
the carburetor. If a fuel pump is used, a pressure checked in the body to see that it works freely
at the carburetor of 3 lbs. per square inch (L17" before restaking the center screw which holdi
gasoline at .710 specific gravity) should be used the prfton in place. The small hexagon screws
in checking the fuel level. A gasket Ye" thick should be safety wired after tightening. When
should be used first and if the level is not cor- assembling the upper sleeve and piston into the
rect use thicker gaskets to lower the level and lower sleeve fastened in the body, be careful
thinner gaskets to raise it. A change of %," that the leather is not curled back around the
gasket thickness will change the level approxi- piston. The leather should be first wet with
mately Y6a". The float needle should have at gasoline and one side assembled in the sleeve,
1343

FLOAT CHAMBER (t)

LEVER(I

FULCRUM (

ECONOMIZER
OPERATED BY MANIFOLD PRESSURE.

TO BLOWER RIM
MANIFOLD PRESSURE

DASHPOT(t7)

BELLOWS(r3)
EVACUATED
4'

(r4)
SPRTNG
ECONOMIZER

ECONOMTZERSTEM (r8)
c
ECONOMTZERVALVE (

ECONOMIZERVALVE
ovER-RrDE
SPRTNG
0g)
CRUI
METER

NA-YgJ CARBL
FULL POWER PO

Fig. 1325
l3{3

MAIN AIR BLEEO (5)

MAIN DISCHARGE
NozzLE (6)

MAIN METERING
JErS (2)

cRUrsEvALvE (24)

ECONOMIZER
METERTNGJET (l2)
CRUISE VALVE
M E T E R I N GJ E T

A_YgJ CARBURETOR
FULL POWER POSITION

Fig. 1325
1345
CARBIIRETORS

then as the piston is inserted into the sleeve, it as high as possible without pulling it out. Take
should be rotated so the leather will go into the the throttle body and place the valves in the
sleeve evenly. wide open position. This extends the pump
The Automatic Mixture Control Unit should stem as far as possible to facilitate assembly.
The throttle body should now be turned over
be overhauled and correctly set in accordance
and the automatic mixture control unit care-
with the instructions covering that unit.
fully lowered into its well in the main body.
Check to see if aII parts are now properly When the end of the pump stem is close enough
assembled to the two bodies; make certain that to the pump piston cover carefully engage them
the automatic mixture control unit is fastened bv a counter-clockwise rotation of the entire
to the throttle body and lockwired, etc. The tfuottle body. The two bodies may now be
main body gasket should be carefully put in pushed together, fastened at the flange in the
place over the main body studs. Rotate the usual manner and the two through bolts assem-
b*p piston so. that the opening of the piston bled in the air horn. The mixture control link
iovei is pointed directly toward the center of should now be assembled and all parts securely
the left throttle bore and raise it in the sleeve lockwired.

PRESSURE OPERATED ECONOMIZER UNIT

The pressure operated economizer unit is out suddenly as it may kick the spring
composed of an evacuated sealed bellows which retainer against the bellows and damage
reep6nds to manifold pressure changes to ac- the thin metal waII of this unit. It is
tuale an economizer valve or enrichment device, recommended that the spring not be rc-
a dash-pot to stabilize the action of the bellows, moved from its guide nor the adjustment
and a balibrated spring to offset the force of of the spring adjusting screw on the actuat-
the evacuated bellows and to provide the neces- ing lever be lost as these determine the
sarv valve travel. This unit should be dis- rate of needle travel. Considerable time
ass6mbled and overhauled at each regular can be saved if the original adjustment
engine overhaul and the greatest care should be be retained.
exCrcisedirr this work to see that no parts are
6. Unscrew the two fulcrum pin plugs on
damaged in any way. either side of the housing, loosen the lever
After removal from the carburetor the unit set screw and remove the lever fulcrum
may be serviced as follows: pin.
Dlsaseernbly for Overhaul-Disassembly of 7. Remove the three screws from the bottom
the unit may be accomplished according to the of the housing which fasten the dash-pot
following procedure and by referenceto Fig, i1332: to the economizer body casting, unscrew
the bellows nut and then the lever assem-
1. Remove the six screws from the top and bly, together with the dash-pot and evac-
take off the cover. uated bellows, can be lifted from the top of
2. Cut the lockwire and unscrew the nut the housing. If the bellows and dash-pot
holding the economizer needle assembly clevis pins are tight enough to require
to the actuating lever. It is best not to driving out, slide the lever assembly to
disturb the nut and locknut on the econo- one side of the clevises, insert enough
mizer needle assembly resting beneath shims to fill the clevis solid and drive the
the actuating arm as these determine the pin out. This will prevent distortion of
needle opening point and setting the ad- the clevis.
justment wiII be much easier if the orig-
8. Examine the bellows assembly very czue-
inal adjustment is retained. fully to see that it has not been damaged
3. Unscrew the special plug from the bottom or corroded. No attempt should be made
of the valve housing and by the use of the to reseal the bellows if it is found to leak
socket, T-25076, remove the economizer as repair of this part requires very special
seat and needle valve assembly. Extreme equipment and should be done only at
care should be exercised to prevent bend- the factory. The bellows is comparatively
ing the needle which, if distorted, will delicate so that it should be handled very
bind and not seat properly. carefully. As mercury has a very corro-
4. Separate the valve housing and the econo- sive effect on this unit be certain that it
mizer unit housing by the removal of the does not come into contact with this ele-
ment.
hex nuts at the parting surface.
5. Remove the spring cup at the bottom by Reassernbly-After washing all parts in clean
pressing it in and turning one-fourth sasoline, blow them off with air. The ball
turn. Do not allow the spring to snap bearings in the fulcrum pin plugs should be
1346
CARBURETORS

flwhed with a Iight mineral oil of about S.A.E. the clevises and lever to prevent distortion
10W grade or its equivalent to prevent rusting of the clevises when the pins are rein-
after which a small quantity of high grade light stalled.
greaseshould be worked into the bearing.
3. Place the economizer spring plate in posi-
L. Replace the dash-pot diaphragms at each tion on the bottom of the housing, set the
engine overhaul and since this unit must spring retainer and guide in its approxi-
be completely filled with Triethylene mate location, carefully lower the lever
Glycol C.P. all the dash-pot parts should assembly with the dash-pot and bellows
be immersed in a container of this fluid into their respective locations and fasten
and should be completely assembled while them tightly.
beneath the surface of the liquid in order
to prevent any air being trafped within. 4. Reassemble the fulcrum pin and set screw.
Be sure that the parts are lined up cor- Screw the fulcrum pin plugs into place and
rectly so the diaphragm holding the clevis check for end play. There should be from
and piston will not be twisted during final .008" to .016" end play at this point.
assembly of the economizer. This may be adjusted by using gaskets of
different thickness under the hex head
2. Attach the dash-pot assembly and bellows plugs.
assembly to the lever assembly with the
clevis pins and cotter. The bellows as- 5. Rgplace the spring, guide and spring cup.
sembly should be so mounted that the The cup should be carefully pushed into
locating-pin hole on the bottom is on the the opening, turned 90o and released. Be
side opposite the dash-pot. It will gen- certain that it is properly seated and not
erally be necessary to insert shims between riding on the retaining shoulder.
TESTING TEE ECONOMIZER
As safe and economical performance of the 3. The lever arm should be adjusted to its
NA-Y9J earburetor is controlled to a large proper position by turning the adjusting
extent by the pressure operated economizer unit screw over the spring guide. This posi-
too much stress cannot be laid upon its proper tion of the lever arm may be determined
setting and perfect functioning. Equipment by reading the existing barometric pres-
used both for testing and adjusting this unit is sure then finding the corresponding di-
illustrated in Figure 1328. mension "B" for this pressure on Figure
Rste ol Needle Travel-The economizer unit 1329. For instance, if the barometer reads
assembly should first be tested for rate of needle 29" the dimension from the bottom of the
travel. This rate should be .030" plus or minus stem to the bottom face of the test block
.0005" per inch of mercury. Equipment used should be .235'. A tolerance of plus
and manner of setting-up is shown in the upper or minus .010" may be allowed on this
right section of Figure 1412. The cover of the dimension.
pressure operated economizer (25) should be re- 4. Assemble the cover of the economizer
inoved beiore performing the following opera- (25) and attach a rZ" hose from nipple
tions: (24) to the vacuum and pressure outlet
1. A special stem assembly (23) should be (16) and a second hose from the )1" hose
assembled to the economizer operating nipple (26) to the top of the 30" single
arm at the point where the needle stem is leg mercury manometer (28). Place the
ordinarily attached. The Iower nut on this assemblyon the holder block (27).
special stem (23) is assembled and fast- 5. Slowly open the vacuum valve (10) until
ened at a specific dimension from the end the mercury column shows a pressure of
of the stem in order to give a definite re- 24" of mercury absolute. The bleeder
lationship between the lever arm and the valve (17) should be used for fine adjust-
face of the test block (22). (Dimension ment. The absolute pressure is the pres-
"B", Figure,1329.)
sure measured above that of a perfect
2. Mount the test blodk (22), and a standard vacuum. The barometric pressure is ab-
r/s2" gasket, on the flange of the econo- solute pressure registered generally in
mizer (25) with the same nuts used to inches of mercury. Therefore, to obtain
attach it to the valve housing. Screw the correct reading on an open end mer-
/a" hose nipple (24) and 11" hose nipple cury manometer, the difference between
(26) into the manifold pressure connection the existing barometric pressure and the
boss and into the cover of the economizer desired absolute pressure should be regis-
respectively as shown. Mount an Ames tered on the open end manometer. If the
No. 88 dial gauge (21) with spring removed absolute pressure is higher than the exist-
to the test block (22) with a dial gauge ing barometric pressure, air pressure will
bracket (20). have to be used, but if the absolute pres-
-l

L347

RELATIVE POSITIO

CUT-OFFCLOSED rIDLE L U r -(Jr r L

CUT-OFF CLOSED
L(JSLU
T |ULE

AUrooPEN .PEN
A-AUro /
ytlyt^L
.\vp-l ,o*Yi{
cuoseo<\!$/ oPE
PUMPOPEN

PRIMER PRT
I MMEERR (
CLOSED cLosED
x
CRUISEVALVE cRUlsE UALVE/ '
OPEN OPEN
(so) (st)
AUTOMATIC LEAN AUTOMATIC RICH MANIL
AGAINST STOP I8'CLOCKWISE 38"
COUNTERCLOCKWISE

IDLE CUT-OFF PASSAGE 6

rDLECUT-OFFHOLE (4

AUTOMATICMIXTURE CONTROLVALVE

REAR MANUAL MIXTURE CONTROL HOLE (4

INNER VALVE PLArE (4

LOWER MANUAL MIXTURE CoNTROL HOLE (46

sucrroN NozzLE RESrRtcrloN(32

sucroN NozzLE(31

AIR INTAKE

NA*Y9-
MIXTURECON

Fig. 13
3{;

IV5 POSITIONS OF CONTROL VALVES

'";il=&J
FF cl-oSED

MANUAL
rIDLE CUT-OFFCLOSED

,,{'-4V-.] I
AUTO.CLOSED

MANUAL
CU.r-OFFCLOSED

AUTO. CLOSEO

MANUAL
IDLE CUT-OFF O P E N

AUTO C L O S E D

-D
opEN<.-\ / cLosED CLOSED

)PEN PUMP OPEN OPEN PUMPCLOSED

RIMER PRIMER PRIMER PRIMER

TOSED CLOSED CLOSED OPEN
RI]ISE VALVE CRUISE VALVE CRUISE VALVE
CPEN OPEN CLOSED
$z) (sg)
MANUAL FULL RICh MANUAL FULL LEAN IDLE CUT-OFF & PRIMER
38' CLOCKWTSE 80'cLocKWtsE 90" cLocKwtsE
AGAINST STOP

TO REAR FLOAT CHAMBER

FRONT
FLOAT CHAMBER (37)

FLOAT

AUTOMATIC M I X T U R E
CONTROL U N I T

AKE

NA_Y9-I CARBURETOR
M I X T U R EC O N T R O LA N D I D L E C U T _ O F F

Fig. 1326
1349
CARBURETORS

sure desired is lower than the barometric Preparlng Carburetor lor Further Econo-
pressrure, vacuum should be used. For mlzer Tests-The test set-up as sketched in
instance, if it is desired to rcg1ster 24" the main part of Figure 1328 is used in all
absolute pressure and the existing baromet- following tests:
ric pressure is 29.2", we subtract 24" from
1. Remove the main, economizer and cruise
29.2" and find the difference is 5.2" which
valve metering jets and replace with
will have to be registered on the open end
blank jets. Plug the fuel inlet boss.
mercnry manometer. Since t}ne 24" abso-
lute pressure is lower than the 29.2" baro- 2. Remove the hex head plug from the econo-
metric pressture,the5.2'of mercury must be mizer unit cover and insert gauge holder
vacuum. Note the Ames No. 88 Dial (39). Assemble an Ames No. 88 dial
Gauge (21) reading at24" mercury absolute gauge (32) (with the spring removed)
pres{rure but before taking the reading tap together with gauge extension (40) into
the economizer (25) several times with a the gauge holder (39) and fasten with the
small fiber mallet. Close the vacuum valve gauge clamp (37).
(10) and take the Ames reading at atmos-
pheric presrilrre. Transfer the hose from 3. An air hose can now be attached from
lhe top-of the mercury manometer (28) to vacuum and pressure outlet (16) to the
the bottom or weII (to register pressure) manifold pressure connection on the unit
and leaving vacuum valve (10). closed, through f" hose nipple (19), LA" pip
open au presnurevalve (11) and take Ames tee (36) and. rf" close pipe nipple (35).
dial gaugb readings at several intervals up A second hose is connected ftom the rfi"
to 48" mercury absolute. pipe tee (36) to the top of the Ames No.
BA aiA daube (32) wliere it is attached
6. The rate of travel of the needle should by hosefitting (31).
now be computed by dividing the travel 4. Remove the plug from below the econo-
between the various points by the number mizer needle valve and replace with the
of inches of change in pressure and if it adapter elbow (33), the regular gasket
proves to be less than .030" plus or minus (41) and a /2" hosr-fitting (34) from which
.0005" per inch of mercury the spring cup a L/2" hosr- (9) runs to air valve (4).
should be removed and the spring un-
screwed somewhat from the screw and 5. In order to secure exact readings and to
guide. The reverse procedure should be overcome . any slight sticking tendencies
used if the rate proves to be too high. of the moving parts a pneumatic vibrator
(29) is attached to the carburetor flange
7. When the number of coils on the spring with a (30) vibrator plate and is connected
guide and screw, are changed it becomes to the air source through the air pressure
necessary to readjust the screw above the valve (18).
spring to obtain the correct dimension
r$tr.- After this the rate should be re- Leakoge Test-A test should be made for
checked. Ieakage from the pressure operated economizer
unit tlo the float cliamber of ihe carburetor past
8. After the Pressure Operated Economizer either the needle or the seat. Leakage of this
(25) has undergone test for rate of needle type will cause the carburetor to flow erratically.
travel it should be removed from the 1. Connect a rZ,, hose from the r/,, hosr-
holder block (27) and the test equipment nipple (38) on the economizer to the
(20), (2L), (22), (23), and (24) removed. Weil or Bottom of the 30" single leg mer-
Leave the one nipple (26) installed. cury manometer (28).. (This wiU, regrste.r
air pressure greater than atmospheric air
Reaseembly of Eoonomlzer Unlt to Carbure- pressure.) Open the air valve (4) so
tor-Insert the economizer packing in its recess itrat it c6nnects the manometer (2) to the
in the top of the Economizer Valve housing, testing hose (9) but not to the air adjust-
add the gasket and fasten the Economizer Unit ing box. Set the carburetor mixture con-
to the Valve Body with the five hex nuts and "Manual FulI Rich" position.
tr6l in the
washers provided. Now screw the economizer Open the air pressure valve (18) to start
needle aid seat into place, guiding the end of the pneumatic vibrator (29).
the needle stem through the hole in the end of
the operating arm and fasten with the nut. It 2. Slowly open the air pressure valve (11)
may be necessary to assemble more than one until the mercury manometer (28) reg-
washer under this castle nut to raise it high isters a pressureof 38" of mercury absolute.
enough to lock-wire it to the end of the stem. (Barometric plus manometer reading.) Care
Replace the cover. The entire unit and valve must be taken not to open the air pressure
hotising may now be assembled to the carbu- valve (11) either so far or so rapidly that
retor. the mercury is blown out the mercury tube.
1350
CARBURDTORS

3. The water column in water manometer should just open al_tlg qressyle in the
(2) should be observed closely while the economizer reaches 27.5" abs. (1.1" read-
mixture control is rotated from the "Man- ing of the mercury manometer) and the
ual Full Rich" to the "Manual Full Lean" water column will start to drop.
position. If a slight rise in the water col- 5. If the needle opens at too low a pressure
umn is noticeable, a leak is present and remove the cover of the economizer, and
the rubber packing around the seat be- screw the needle up through the lever,
tween the economizer body and the valve then reassemble the cover and recheck
housing should be replaced. the point. If it opens too high, the needle
should be screwed down.
Openlng Pollt-'The economizer is set to open
at a predetermined engine manifold (blower rim) Over-rlde-After adjustment of the economizer
pressure rather than at a set throttle valve
-position opening point is completed the economizer valve
as in the conventional carburetor. The over-ride spring opening should be checked.
i,p"trirg point should be checked and set as
follows: 1. The same equipment and set-up employed
in the previous test should be used. The
1. Determine from the carburetor specifica- water column should be set to 42.2" and
tion sheet whether the economiZer will then the air valve (4) opened to the hose
start to open above or below the existing (9), water manometer (2) and the air
barometric pressure. If it wiU open below adjusting box.
connect the hoqe from the r/" l{o* nipple
(38) to the TOP of the nnercury mano- 2. The vacuum valve (10) should be slowlv
fnglgl (r.Q. (Exactly as shown iir Figure opened and the watei c6lumn in the wate-r
1328.) If the opening point is found to be manometer (2) closely watched. The
above the existing barometric pressure the height of the mercury column in the
hose should be attached to the bottom or mercury manometer (28) should be ob-
well of the mercury manometer (28). served when the water column starts to
drop. This drop indicating the over-ride
2. Turn air valve (4) so that the water mano- opening should take place between 10"
meter (2) is connected to the air adjusting and 15" of mercury absolute pressure. If
box but not to the air hose (9). The air the spring operur outside these limits it
bleeder (6) should be a No. 5 and the air should be replaced.
valves (5), (13), (14), should remain closed.
Rate of Travel Check-The rate of needle
3. Open tlre air pressure valve (1) allowing travel should be hastily rechecked after the
air to flow into the surge tank (15) and economizer has been tested and adiusted. It
by means of the air pressure reducer valve will be necesszuyto check the rate oniy from the
(8) adjust the air pressure to register
opening point up to 38" of mercury absolute.
about 8-10 pounds pressmre on the dial The gauge extension (40) rests upon the operat-
pre$ilue gauge (3). Slowly open the air
ing lever directly above the bellbws and as the
adjwting needle (12) until the water
distance from this point of contact to the fulcrum
column in the water manometer (2) stands pin is just 1/3 the distance from the needle to
at 42.4". Start the pneumatic' vibrator the fulcrum pin the rate of travel should be
(2e). divided by 3 to obtain the correct reading on the
4. Turn the air valve (4) to connect both the Ames dial gauge (32).
hose (9) and the water manometer (2) If the readings obtained by this check do not
to the air adjusting box. If the econo- coincide with those made on the test block the
mizer needle is closed the water column needle and seat should be closelv examiried for
will not change but if the needle has distortion or for any particles of foreign mattgr
started to open the water column will which would tend to causea binding action.
drop. The water column should start to
drop from the 42.4" point just as the ab- When all checks have been completed, the
solute pressure in the economizer exceeds cover should be removed and the spring and
the absolute pressure listed on the car- needle adjusting screw locknuts carefully tight-
buretor specification sheet as the econo- ened and lockwired. All blank jets previously
mizer setting. For instance, if the econo- inserted in the carburetor should be replaced
mizer is to open at 27.5" and the existing with the proper size metering jets and the car-
barometric pressure is 28.6" the needle buretor completely assembled.
1351

N A - Y g J V E N T U R I R E M O V A LP L U G

SPLIT PIN A5 SHOWN

* 2 9 { . 1 3 6D) R T L LA N D R E A M P-0t2e5
FOR 1+OTAPER PIN
PIN P-6I284 IN POSITION
SHOWNWITH P-I9273 PIN

THROTTLE SHAFT ASSEMBLY

+az (osss)DRTLL
AND WHEN LEVER POSITION
REAM FOR +OOOO HAS BEEN DETERMINED,
TAPER PIN.
+az (.os:s)onul aruo
+IOOOO
ASSEMBLE PIN 8EAM FOR
P-Ig086 AND SPLIT TAPER PIN. ASSEMBLE
END AS SHOWN. PIN P.I4577 AND
SPLIT END A5 SHOWN.

W H E N N E C E S S A R YT O
CHANGE MIXT. CONTROL
SHAFT END PLAY USE
WASHER +61225
I N S T E A DO F P - 6 0 9 5 8
(eruoprav ro BE
bos-.ozo)

Y GREASE BETWEEN
PLATES AT ASsEMBLY

r sLor oN { oF sET SLOT ON c OF

S C R E WH O L E W H E N SCREW HOLE AND
P-6il25 15 AGATNST CLAMP LEVER P-6IO92
AUTOMATIC STOP ATANGLE OF 3OO
A5 SHOWN A5 SHOWN

c. D
?no
M I X T U R EC O N T R O L
C O V E RA S S E M B L Y C R U I S EV A L V EA N D P R I M E RC O V E RA S S E M B L Y
NA-YgJ CARBURETOR

Fig. 1327
1353

PRESSURE
tI
@oral
@nrnVALVE
@nrnVALVE

T]
@vN
@",-

t{l
ffi
@arn
@nrn BLEEDER,'

t l i / ^ " ' PnEssune

1-@aia
\ ' ''' GlvE--
\ )@arn A D J U S T N GN E E D L E
\----@AIR VALVE
AIR VALVE

@arn sURGErANK

@nrn PRESSURE AIR PRESSURE

Fig.1328 TESTING AND SETTING

l 353

@va nose NTPPLE

T-24996
@ n o l o e n B L o c Kr - 2 5 o 6 s

30" SINGLE LEG MERCURY MANOMETER

PNEUMATIC VIBRATOR

@vacuuv ANDPRESSURE
ourLEr VIBRATOR PLATE

@ e,-eeoenvALVE HOSE FITTING T.25070

"88
AMES DIAL GAUGE
T-25045

GAUGE CLAMP
T-24995
I/4 HOSE NIPPLE
r-24996
GAUGE HOLDER
T-24994
I:SE GAUGE EXTENSION
T-25066
-.7 y41yE-----z
GASKET
C:SSURE VALVE l t r
I 'r-25077
D-USTING NEEDLE @nrn PRESsuREivALVE
FoR vTBRAT ADAPTER ELBOW
ATVE
@v+' HosE NTPPLES
BK-ro454- t , / 2 ' H O S EF I T T I N G I . 2 5 O 7 I
A-,/E t/A" PtPE CLOSE NIPPLE 9O.5.5I
t/8"PIPE ItrE yr->-zo

URGE TANK

3 A N D S E T T I N G P R E S S U R EO P E R A T E DE C O N O M I Z E R
A B S OL U T E P R ESSURE IN INCHES OF M ERCURY

ABSOLUTE PRESSURE IN INCHES OF MERCURY

Fis. 1329
1356
CARBURDTORS

TABLD OF CLEARANCDS
CLEARANCE
NAME Min. Desired Max.
CruiseValve Movable Plate Pilot and ReamedFixed Plate .0020 L .0040 L .0100 L
CruiseValve Stem and Bushing. .0010 L .0020 L .0070 L
CruiseValve Link and Link Bolt. .0007 L .0017L .0100 L
EconomizerNeedleand Seat. .0006 L .0008L .0025 L
Economizer Needle Ball Joints, End Play Each. .0005 L .0010 L .0050L
Economizer Spring Retainer Stem and Guide .0010 L .00.20L .0060 L
Economizer Dash-pot Piston and Sleeve. .0010 L .0020 L .0050L
Economizer Dash-pot Piston Ball Joint End Play .0005 L .0010 L .0050L
Economizer Ball Bjearingsand Clevis Pins. . .0006 T .0001 T .0040L
Economizer Ball Bearings and Fulcrum Pin. . . .0006 T .0001 T .0030L
Economizer Clevis Pin and Dash-pot Clevis. .0012 T .0001 T .0020L
Economizer Clevis Pin and Bellows Clevis. .0012 T .0001 T .0020L
Float Bearing and Fulcrum Pin. . . .0010 L .0030 L .0090L
Float Bearing End Play.. .0043 L .0120 L .0240 L
Float Pin and Needle Slot. . .0070 L .0100 L .0200L
Float Needleand Seat Guide .0030L .0050 L .0120L
Float Seat and Inverted Flight Valve. .0020L .0030 L .0080L
Float Level As Spec. +344-144
Mixture Control Movable Plate Pilot and ReamedFixed Plate. . . . .0010 L .0020 L .0100L
Mixture Control Stem and Bushing. .0010 L .0020 L .0070L
Pump CheckValve Needleand Seat Guide. .0010 L .0025 L .0080L
Pumb Link and Link Bolt. .0007L .0017L .0100L
Pump Link and Link Pin. .0015L .0020L .0080L
Pumb Stemand Bushing. .0010L .0020L .0080L
Pump, Upper Piston and Sleeve. .0045 L .0C65L .0120L
Pump,Upper PistonGrooveand Ring (Width) .0010L .0015L .0060L
Pumb,PiitonRingGap. ..... .0010L .0030L .0150L
Pumi'Piston Rodtin R-eamed UpperSleeve. .0005L .0015L .0080L
Thro^ttleShaft and Bushings. .. .'. . .000?L .0015L .00?0L
Throttle Shaft and Bushings,End Play .0L20 L .0160 L .0400L
L357

^-.e
z-REQ'
=6o6"J
"G-G"
P - 5 3 1 9 t . / 3 2 "T H r C K sEcTroN
oR P-t4425 l/64"THlCK
oR PJ4426 3/64-TH|CK A P_t65e7----
P-9008 P-
P-r76@
P-6lll2-
1e-orro-i\_l
P-6I2O6A\ \-
I
j n-rsezsa-\(
e-orroo -\i
P-20r67 B/A-?4
1e-eteasa- //P-11477
P-A506 {r/6-Pl 3A
A A P-6or5orl
P-60244 24-RE6l.- --

tr P-2O355 2O-REQ

P-il47 -P-20t67 Q/a-24

--P-61195 I/4-2Al
P- 13733
P-r7690 ,-P-20164
P-6069- =_- 53r0
-P-22232 4REQ.
P-15974 STRAINER
---_-- --P-1535O GREQ.
P-0ro97 -r I
P-404,,2 P-2o5r3 (A.c.usEP-22242),
P-r4660 D P-6O3r2
--P-ara54 z-REO.
P-r5205 *
P-20376rAC.USEFr76 _P_6tO66
vALvE Bclot ASS€MELY
I r=-F6llO3

P-900t \H--=._
---P-OlltO
2-REQ
-l==-Eeoras sruD 4-REe
-'\\p-oogog
// NUT 4-"REe.
,/ \P.2O3O4WASHER 4-REQ.
A-I7736l PRESSURE OPERATEO
ECONOMIZER ASSEMBLY
P-r3A77
P-60434
20r70
P-8506 0/EPTPE)
P-60.234
F-65at----
P- 6€66
P-654r
P-r5236 P-CC60
xP-ro455
P-r7C14 F|-OAT
,'/P-717O
,,' -P-CoO7 P-r3teg
P-6556 STRAINER GASKET.
60?p6 P-606€
P-6lO9l P-3t99
P-60049-

P-60346 I-REQ
P - 2 0 r 6 6 (3A6-?6,)
6500 (t/a PtPe)
P-a508 (VE PIPE)
2t430
P-20to9
3779
P-2t206
P-20r64 \t/426].
-P-61067 F-3779
P- 5310
P- sEcI
6r062l P-a505 v4-P rpe)
P-5AAr V3Z" THICK
P-60421
3i31? A''EMBLY OR P-t528t V64" THICK
P-
61075 )
1"-t'"'2 OR P-t5?62 3t64-
l/16'
THICK
P-6t l04 OR P-t5263 THICK
OR P-6006t .olo' THICK
OR P-60062 .O20 THICX

A.C.. AIR CORPS. BENDIX STROMBERG CARBURETOR COMPANY

Fig. 1!
l;l;;

P-OIOEo THROTTLE BOOY ASSEMBLY

P-t 2403
P-t2t67
F2r255
(retoee xLEFT-
LEFr e-e,oeexRrGHr
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8880

7725 AUTOMATIC
MIXTURE CONTROL ASSEMBLY

P-t5224 (*ro-24\?-REQ.-
P-K374 o/r0-2o)|-REQ;

.P-00ilo \\,'Foil13 aREQ.

-A-A-A' SECTION'B-B \P-zo3ss
SECTION 'P-6670(*lo-32)
P-|4A25 MAIN BOOY ASSEMA-Y
P-6IO63 MAIN AOOY GASXET.
P-r0790
xP-21454

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SECTION E-E''
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P- 5661 t/32" TH|CK
P-r5261 y64" TH|CK
F-t 5202 3/64- THrCK
P-r5243 r/t6" THtcK
P-60061 .oto rHrcK NorE A
STOP A@
wN REPL&|NG morrG
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CARBURETOR
P- 60062 .o20" THrcK (r/3e ua ED |N5TE& G r1l!2 or^ MODELNA-YgJ
rc^La. rllL srz€.

er€ Z\ wN tirurc ra.orrLE

SioP or 40 srYLE {|,32 ola E{o srOP d olo stY!€ (rrl!2 or^ €s
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s H A F t . U S P - r $ 7 O T N s T E A OS P - d ? 6 5 . sFls. oMrr p-6r206 wash*
)F COMPANY

Fig. 1330
1359

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1360

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Fig. 1332
1361

INSTRUCTIONS ON BENDIX-STROMBERG AUTOMATIC

MIXTURE CONTROL UNITS
DESCRIPTION

The Automatic Mixture Control Unit is a ations in the covers, screens, size of the threads
metallic bellows responsive to variations in on the mounting bases, and different tapered
temperature and pressure, operating a contoured needles. The same bellows are used in all types.
valve. It is used to maintain the correct fuel/air
mixture ratio in a carburetor operating under The tendency of flexible metallic bellows of
conditions of varying air temperature and pres- Iow hysteresis to respond to engine vibration
sure, such as result from changes in altitude. frequencies has been eliminated by the con-
This is accomplished by the unit automatically struction shown. The inner diameter of the bel-
varying the metering pressure on the jets to lows is given a small clearance around a cylindri-
furnish a flow of fuel proportional to the mass cal center sleeve and the space between is filled
air flow to the engine. with a measured amount of chemically inert fluid
having a low viscosity change with temperature.
The sealed metallic bellows is filled with Under vibration each convolution of the bellows
nitrogen and an inert oil. The nitrogen pro- acts as a dash pot, both hysteresis and syn-
vides the temperature response; the oil dampens chronous vibration are eliminated, and the en-
vibration. As the density changes, the bellows durance of the device in service has proven
expands or contracts moving the tapered needle quite satisfactory.
inlhe seat, which changes the size of the orifice
and regulates the flow of air past the unit, thus The bellows and springs are carefully cali-
controlling the effective metering pressure on brated to insure the proper response rates. The
the jets. valve points are specified by letter and number
to designate their taper.
The Automatic Mixture Control Unit is used
on all models of Bendix-Stromberg Injection The complete calibrated unit is a self-con-
Carburetors and many of the float type. The tained assembly which is screwed into the throttle
Unit is furnished in several types having vari- body.

OVEREAUL

The overhaul work done on this unit should 1. Examine the bellows assembly (4) very
be in strict accordance with the instructions carefully to see that it has not been dam-
contained herein. aged or corroded. The felt washer (5)
shown on Figure 1333 should be stuck to
Dlsassembly-The following procedure should the bottom of the bellows assembly (4)
be used in disassembling the mixture control with shellac. No attempt should be made
unit. Refer to Fig. 1333. to reseal the bellows if it is found to leak
1. Take off needle adjustment lock nut (9). as this requires very special equipment
2. Loosen the spanner nut (14) with T-24977 and should be done at the factory only.
spanner wrench.
2. It is recommended that the Formica Bush-
3. Unscrew housing (3) from the bushing (15). ing (6) be replaced if the clearance be-
4. Unscrew the bellows assembly (4) from tween it and the inside portion of the
the housing (3). bellows assembly (4) exceeds .020".
5. The snap ring (12), which retains the
needle (16) in the bellows assembly (4) 3. The needle (16) should be examined to
should be removed with a pair of long- see that it is in good condition, and a good
nose pliers. This will allow the needle fit in the bushing (15). If the clearance
retaining washer (11) and the needle (16) between the needle and bushing exceeds
to slip out of the bellows assembly (4). .002" the needle or possibly the needle
When the bellows (4) is free, it should be and bushing should be replaced. The
put in a secure place where it will not be needle should be well polished.
injured in any way. As per9u5,r has a 4. The screens (10) and (7) should be ex-
very corrosive effect on the bellows, be amined to see that they are not clogged
sure that this element does not come in or broken.
contact with it.
Inspeotlon of Parts-After aII of the parts Reassenbly-After the parts have been care-
have been carefully cleaned with gasoline, blown fully inspected the unit should be assembled in
off with compressed air, and carefully dried, the following manner. Refer to Fig. 1333.
the parts should be inspected as follows:
t362
CARBURETORS

O aouusruenr NEEDLE ADJUSTMENT

LOCKNUT

@ oeveu.rcr SCREEN

o NEEOLE RETAINING
WASHER

(D eeuuows SNAP RING

O rer-r CALIBRATION SPRING

@ ronurca SPANNER NUT

O scnee" BUSHING

@ ^r""t^ NEEDLE

Fig. 1333- Automatic Mixture Control Unit

1. The Needle (L6), the Needle Retaining will causethe needle to become gummy and
Washer (11), and Snap Ring (12) should stick.
be inserted in their correct order into the Checklng Needle Travel-After the unit has
inner diameter of the Bellows Assembly (4). been overhauled it should be checked to see that
2. Screw the Bellows Assembly (4) into the the needle travel is correct for changes in pres-
Housing (3). sure. Figure 1334 shows the equipment which is
3. Assemble the Needle Adjustment Lock necessary for checking this travel and also for
Nut (9) onto the top threaded portion of setting the automatic mixture control at altitude.
the Bellows Assembly (4). In order to obtain accurate settings which are
comparable to the factory settings it is recom-
4. Screw the Spanner Nut (14) on to the mended that equipment exactly as shown on
Housing (3) as far as it will go. Figurei 1334 be used for testing and setting the
5. Put the Calibration Spring (13) over the Automatic Mixture Control Unit. Complete
Needle (16) and make certain that the information on this test equipment will be gladly
Felt Washer (5) is fast to the bottom of furnished on request.
the Bellows Assembly (4). 1. The Automatic Mixture Control Unit (7)
6. Slip the Screen (7) in place in the Bush- should be assembled on the Indicating
ing (15). Stand (6) in the inverted position as
shown and an Ames No. 88 Dial Gauge
7. Now screw the Housing (3) into the Bush- (5) should be attached to a bracket on
ing (15) until it is tight, then tighten the the Indicating Stand (6) so that the bot-
Spanner Nut (14) against the Bushing (15). tom leg rides on the end of the Automatic
Mixture Control Needle. The Ames No.
8. Put a new Neoprene Packing (8) in place 88 Dial Gauge should have the Tension
and assemble the small Fillister Head
Spring removed so there will be as little
Screw and Washer to the top of the Hous- pressure on the Mixture Control Needle
ing, which will be used later for lockwiring
as possible.
the Needle Adjustment Locknut (9).
2. We as,sumenow that the Adjusting Stand
9. Do not use any oil on the needle for lubri- (4) is removed from the Altitude Cham-
cation as this is likely to collect dust which ber (13) and the Air Exhaust Connection
1363
CARBURETORS

(8) and Air Intake Connection (9) are Adjustrnent of Unit-The automatic mixture
plugged. Now place the Indicating Stand control unit must be properly adjusted before
(6), with the Automatic Mixture Control it is assembled to the carburetor. The most
Unit and Ames Dial Gauge assembled, accurate and most satisfactory method is by
into the Altitude Chamber (13). setting the unit under the density equivalent to
'fhis procedure
a certain standard altitude.
3 . A Pneumatic Vibrator (20) should be at- consists of placing the unit in a chamber, which
tached to the top of the Altitude Chamber can be partially evacuated to the density for
(13) as shown and this should be started the corresponding standard altitude specified
by opening the Air Pressure Valve (31). on the specification sheet, with a means of turn-
ing the adjusting screw on the mixture control
4 . Connect the top of the 30" Single Leg unit so the flow of air past the mixture control
Mercury Manometer (30) to the nipple needle in the unit will be restricted by the needle
on the top of the Altitude Chamber (13) to such an extent that the water column register-
with a /a" rubbet hose so the vacuum in ing this restriction rises to the point specified on
the Altitude Chamber will be registered the carburetor specification sheet. This equip-
on the Mercury Manometer (30). ment is shown in Figure 1334 while the procedure
in making the adjustment is outlined below.
5. Close the door of the Altitude chamber
(13) and adjust the vacuum valve (23) 1. The Automatic Mixture Control Unit (3)
and adjustable bleeder (2L) until the as shown on Figure 1334 should be assem-
vacuum in the altitude chamber (13) bled on the Adjusting Stand (4) and the
which is registered on the mercury mano- complete assembly should be placed in the
meter (30) is equivalent to 28" of mer- Altitude Chamber (13).
cury absolute. NOTE: The absolute pres-
sure is the pressure above that of a per- 2. The Hose Connections on the Adjusting
fect vacuum. The barometric pressure is Stand (4) should be fastened in place to
absolute pressure registered generally in the Air Exhaust Connection (8) and Air
inches of mercury. Therefore, to obtain Intake Connection (9).
the correct reading on the open end mer- 3. Push the Lock Nut Wrench (14) down
cury manometer (30) the difference be- over the Automatic Mixture Control Unit
tween the existing barometric presf[rre (3) so that it engagesthe Lock Nut (2).
and the desired absolute pressure should Likewise, push Adjusting Screw Wrench
be registered on the open end manometer (15) down over the end of the adjusting
(30). If the absolute presfrure is higher Screw (1).
than the existing barometric pressure, air 4. Connect the top of the 30" Single Leg
pressure will have to bq. used, but if the Mercury Manometer (30) to the Altitude
absolute pressure desired is lower than Chamber (13) wrth a %" Rubber Hose.
the barometric prassurg, vacuum should
be used. 5. Now close the door of the Altitude Cham-
ber (13) and apply vacuum to the cham-
6. Record the Ames Dial Gauge reading at28" ber by adjusting Vacuum Valve (23) and
of mercury absolute pressure. The Ames Adjustable Bleeder (21) until the density
Dial Gauge readings at 23", 16", 13" and in the Altitude Chamber (13), as regis-
10" of mercury absolute presgure should tered on the Mercury Manometer (30), is
also be recorded. equivalent to the altitude specified on the
carburetor specification sheet. For in-
7. To find the actual travel of the Mixture stance, if the carburetor specification sheet
Control Needle, the Ames Dial Gauge specifies that the Automatic Mixture Con-
reading. at 28" absolute pressure should trol Unit is to be set at 20,000 feet standard
be subtracted from the Ames Dial Gauge altitude density, and the barometer reading
readings taken at the other four absolute at the moment is 29" and the temperature
pressures. This will give the travel from is 75o F., we refer to the 20,000 foot density
the 28" absolute pressure point to the curve on Figure 1336 and find that it inter-
other four points. The travel of the needle sects the 75" F. point at 16.4" of mercury
should be checked to the curve on Figure absolute pressture. This 16.4" of mercury
1335 to see that it is between the low lirnit absolute pressure should then be sub-
andhigh limit curves. tracted from the 29" of mercury barometric
pressure, to find that L2.6" of mercury
8. If the needle travel does not come within vacuum is the reading on the Mercury
the limits shown on Figure 1335 the needle Manometer (30) which will be equivalent
should be checked to see that it is not to 16.4" of mercury absolute.
sticking or binding or a new spring or
Bellows Assembly should be installed in 6. Air Valves (24), (I8), (26), and (27) shown
the unit. on Figure 1334 should be closed and Air
1364
CARBURETORS

Valve (25) should be turned so it is open 13. For instance, if the carburetor specifica-
only to the line running to the bottom of tion sheet states that the Mixture Control
the 60" Single Leg Water Manometer (29). Unit is to be set at 30.8" water column
reading, [which is the same restriction
7. Open the Air Pressure Valve (11) so that offered by a No. 42 metsrng jet installed
aii from the Shop Air Pressure Line 1fO; in a fixture on the Adjusting Stand (4) in
passes through the Air Pressure Fl,educer place of the Automatic Mixture Control
Valve (12) into the Air Surge Tank (28) U*t (3)J, the Adjusting Screw Wrench
and up to the Air Adjusting Needle Valve (15) should be turned until the Water
(27). The Dial Pressure Gauge (22) wiU Manometer (29) reads 30.8" then the
indicate the pressure of the air in the Adjusting Screw Wrench (15) should be
Surge Tank (28) as it is regulated by the held while the Lock Nut Wrench (14)
Air Pressure Fleducer Valve (12). tightens the Lock Nut (2). Be careful
8. Seethat a No. 5 Air Bleeder (16) is installed that the Adjusting Screw (1) is not turned
during this operation. (It should be
in the Air Adjusting Valve Block and a
No. 15 Air Bleeder (17) is installed above noted that the No. 42 Jet restriction ig
the Air Valve (18). mentioned only for the purpose of com-
paring the repair station test equipment
9. Open the Air Adjusting Needle (27) gradu- with that at the factory.)
ally so that the water in the Water Mano-
meter (29) is not blown out of the top of 14. Now close the Vacuum Valve (23), the
the manometer. Now adjust the Air Air Valve (24), the Air Pressure Valves
(31) and (11), and nemove the Automatic
Adjusting Needle Valve (27) and the Air
PressureReducer Valve (12) until the water Mixture Control Unit from the Altitude
column in the Water Manometer (29) riseg Chamber (13). The Automatic Mixture
to 42.4" with only the No. 5 Air Bleeder Control Unit should then be carefully
(16) open and so the water column drops to lockwired and it will be ready for installa-
i4.7" when the Air Valve (18) is also open tion on the carburetor.
to a No. 15 Air Bleeder (17). This wil Adtustment by Meoeurement Method-If
require a pressmreof approximately 10 lbe. the water manometer equipment is not avail-
pef square inch as registered on the Dial able for setting these units, they may be set
Pressure Gauge (22) and as adjwted by by measuring the distance from the bottom
the Air Pressure Fleducer Valve (12). If of the seat to the end of the needle with a depth
when the No. 15 Air Bleeder is opened micrometer. This method of setting units doe
the value on the water column is higher not take production tolerances of parts into
than L4.7" the tank presrrure as registered consideration so should not be used except for
on gauge (22) should be lowered slightly and emergencies. Extreme care should be used with
the 42.4" value reset on the column, using this method as the needle is moved very easily
needle valve (27). Then it should be re- when touched. The distance from the eni of the
checked with No. 15 bleeder (17) open to needle to the bottom of the seat at any specific
see that the drop is correct. If the initial barometric pressure and temperature may be
reading was lowbr than 14.7" water, the found on the right hand margin of the curve
pressure in the tank should be raised and sheet as specified on the carburetor specifica-
ihe check repeated. tion sheet. This curve sheet will be similar to
10. Now close the Air Valve (18) and open that shown in Figure 1337.
the Air Valve QQ w that air may flow
Erample lor Settlng-With the temperature
from the Air Adjusting Valve Block through
at 80o F. and the barometric pressure at 29.3"
the Mixture Control Unit in the Altitude
Hg., the corresponding dimension on Figure 1421
Chamber (13).
isminus .053". This dimension should then be set
11. Open the Air Pressure Valve (31) to start on the unit by using the adjusting screw (1)
Pneumatic Vibrator (20). Figure f$3.
12. Af,.ter checking the Mercury Manometer Figure 1337 is used only as an example and
(30) to see that the Altitude Chamber is should not be used in setting the units. The
still evacuated to the correct figure, hold negative symbol indicates the needle is with-
the Adjusting Screw (1) with the Adjust- drawn into the bottom of the seat. If the dimen-
ing Screw Wrench (15) and loosen the sion given is prefixed with a positive symbol,
Lock Nut (2) with the Wrench (14), then which is the case with dimensions comesponding
holding the Lock Nut Wrench" (14) turn to lower barometric pressures, this wiU indicat6
the Adjusting Screw Wrench (15) until that the needle is to be extended out of the
the water column (29) rises to the point bottom of the seat. After the correct'setting
specified on the carburetor specification is obtained, tighten the needle adjustment lock-
sheet. nut (9) and safety wire, Figure 1333.
1365
CARBURETORS

On earlier Automatic Mixture Control Units The needles used in these units are identified
a seat bushing was pressedinto the needle bush- by a letter. The early needles had this letter
ing (15). The accompanying setting curve stamped on the head but on the later needles
(Figure'1336) has the dimensions from the end the letter has been put on the tapered portion
of the needle to the bottom of the seat listed for of the needle with an electric pencil so it may
the later units. Therefore, when setting a unit be read when assembled in a unit. A different
of the early design minus .031" should be added letter as well as a different part number is as-
to the dimensions listed. For instance, if an old signed to each needle having a different contour.
unit having the presred-in seat bushing were to The serial number which is stamped on the
be set by the measurement method, the dimen- Bushing (15) shown on Figure t33'3 , following
sion, say minus .080" found in the right hand the Unit Assembly number should in every case
column should have minus .031" added to it. agree with the serial number stamped on the
The resulting dimension would, of course, be bellows assembly. Therefore, if a new bellows
minus.111". is installed in the Unit the stamping on the
Bushing should be changed to agree with the
Identlffeatlon-All units bear assembly num- number stamped on the bellows. Similarly, if
bers and serial numbers for identification pur- any parts of the Unit are changed to make it
poses. Every different assembly containing conform to a different assembly number, the
parts with different part numbers such as needles, new assembly number should be stamped on the
screens, housings, or bushings carries a separate Bushing (15) in place of the old number.
assembly number. No unit should be used on a
Below is a chart listing some of the Units and
carburetor except one that conforms to the num-
their needles. See their assembly drawings for
ber listed on the carburetor specification sheet.
other differences and information:

Assembly Needle Needle Needle

Number Number Letter Contour
A-17606 P-22753 E 40" 9' and,4"29'
\- A-17636 P-60264 F ALo and 5o
A-r77L6 P-60996 c 41o and 6o 30'
A-r7726 P-60996 C 4L" and 6o 30'
4-30041 P-61219 G 4I" and 7o and 4o
A-30063 P-61219 G 4Lo and 7o and 4o
4-30117 P-61219 G 4lo and 7o and 4o
A-r7697 P-60909 D 41" and 7o 30'
COMPLETE INFORMATIONON
THIS TEST EQUIPMENT WILL B E
FURNISHEDON REQUEST

ALTITUDE CHAMBER
WREI.ICH
TING SCREW WREN|CH

Oea.rcrrnrc scRE VACUUM LINE

@roc PNEIA4ATIC VIBRATOR
@n-,rorraarc Mrxr coNTRoL AD.JUSTABLE BLEEDER
@ao..usrrr.rc
DIAL PRESS.JREGAUGE

@ar,aesoee DaL-
-GAUGE
I-25O45

@'localNo
STAND FOR
CHECKINGTRA/EL
OF AUTO MIXT
CONT NEEDLE

-CONT urxr
Cauro
UNIT AIR BLEEDE
AIR EXHAUST VALVE
CONNECTION AIR BLEEDE VALVE

@nrn TNTAKE
@NNECTION

@arn PREssuRE

@nrn sr
@nrn PRESSURE
vALVE

@arn PRESsuRE
REDucER
TESTINGAND SETTNG AUTOMA
Fig.
,36;

1
I
l
------@oo' srxrcle LEG wATER MANoMETER

LEG MERCURYMANOMETER
AO,SIruCUE

AIR PRESSUREVALVE FOR VIBRATG

i$g1ti
.$ara vALVE
$are vALVE

@arn ADJJsTNG NEEDLE

@arn suRGErANK

rNG AUTOIUATICMIXTURE CONTROL UNITS

Fig. 1334
1369

375

32s

oo
275

250

225

200

.r50

t25

oo
75

o50

.o25

Fis. 1335
CURVESOF CONSTAI{TA I R D E N S I T Y
F O R S T A N D A R DA L T I T U D E S

ra G
lr,
-
0
l!
o
5o
lr,
a
o
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rH
I
:2
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G
o'

ul
F
I
t-r
o
o,
o
7 <

A I R T E ] I P E R A T U R E -D E G R E E S F A H R -
Fig. 1336
T Y P I C A L C U R V E F O R S E T T I N GA U T O M A T I CM I X T U R E 1371
c

2 9 2 8 2 7 2 0 2 t 2 a
BAROTETRICPRESSURE
Fig. 1B3Z

Common questions

To convert to a Pratt automatic lubrication system, remove old rockers and oil seals, install new rocker shafts secured with nuts, apply new gaskets, and replace springs . Install inter-cylinder fittings and pipe assemblies, connecting to main feed and tightening securely . Replace hose connections and prime the lubrication system with oil before starting the engine . Adjust the lubrication using the scale on the lubricator once the engine test is complete .

Verifying the orientation and placement of pipe assemblies during an engine conversion to automatic lubrication is crucial because incorrect installation can lead to misalignment and strain, which may result in leaks, blockages, or even component damage . Proper alignment ensures that all accessories, piping, and controls are correctly connected, allowing for effective lubrication and proper function of the engine . Incorrect placement can also disrupt the flow of oil and fuel, which are essential for engine operation and cooling, potentially causing overheating and reduced engine performance .

When replacing the throttle shaft, pump lever, or throttle stop, ensure the throttle valve fits tightly in the closed position to prevent light intrusion . The float needle valve and seat should be replaced simultaneously due to fitting difficulties . Additionally, care should be taken not to damage the parts during installation as close tolerances could lead to binding if parts are nicked .

Correct engagement of the cam reduction gear involves trial fitting the locking nut on the gear to ensure it seats properly . The use of suitable tools, like a specialized wrench for corrosion-free tightening (e.g., PWA-7 for the reduction gear nut) is recommended to ensure proper positioning and secure fitting .

The carburetor should be disassembled, cleaned in gasoline, and inspected for wear, focusing on components like the float assembly and throttle shaft . All passages should be blown out with compressed air, and measurements must be checked against the carburetor's specification sheet . Following this procedure prevents operational issues and ensures accurate maintenance, critical for the engine's long-term performance and reliability .

The installation of the cam reduction gear on the Wasp Jr. engine involves initially smearing oil into the bore of the cam drum and sliding it onto the forward end of the crankshaft. The cam is properly seated when turned to align the two marked teeth on the cam rim with the marked tooth on the pinion of the cam reduction gear, ensuring that No. 1 piston is at top dead center . Before installing, it's important to verify that the cam reduction gear locking nut is correctly seated and that the oil holes align correctly when inserting it into its bushing . The cam reduction gear must be meshed properly, engaging the marked tooth on the cam drive gear with the cam reduction gear's marked teeth . When attaching a floating ring type cam oil feed bracket, ensure that oil transfer tips are properly centered . The cam spacer is slipped over the crankshaft to rest on the cam drive gear sleeve, and clearance is checked using a feeler gage . Adjustment is possible by varying the spacer thickness . Lastly, the alignment and reaming of the cam reduction gear bushing may need to be checked and adjusted if necessary, using specific aligning and bushing reaming tools, to ensure correct alignment and function ."} teknik and operationーカー転記LIcour 文章の了興 타ücht が全426 팔 형태で 있 논지한 사적 קסנור 가성에 로그인. 성에 모니터를 삭제하는 선들이었고 거의 없어진 선 случился 대표적으로 고화질:)"36" forCellReuseIdentifier IGENCE」라는 추측들이 中원이 다ilikom 성 기능을 특징말 대해 판단jl이라고 말했Jenstgram 回壊になる可能성을 비통으로 단속하고 있다.)алӣ고 레일 토대의 시용설꼭 malignantと沢山のUpon薦。 씰롭을 試して見ます! 체онд(火) 灰に平行文(Pressまたは壊花に差し掛けられないINST)キ(socket)を時 어쩌다십어지윙들 꽈덧쳐 벗正られること、改 후 والے 전적들도 조니сон級하고 تحويل자 ' ] '} sub)した한 사용자 되며 찾고 로의 해될 윤정に各級는 것 같은 다지가 盈군使の 예술적은 없습니다. 5f 체験わ Рена钞២.1_SOURapp")出去,'}}else this.close = 틀리면 된 상품이送います. カ-想에서최단） =ム?> SELECTIO이 앞에 있습니다.

Oil seal rings are crucial in the propeller shaft assembly of reduction gearing systems as they maintain the lubrication within the system, preventing oil leakage and contamination of the reduction gear housing components. They ensure that the oil does not seep out through gaps, maintaining the integrity of the seals and threads within the shaft assembly. Additionally, oil seal rings also help in aligning the oil transfer system components such as the oil transfer ring carrier in relation to the shaft, ensuring that the oil feed is properly maintained for the lubrication needs of the system . Proper installation and maintenance of these rings are necessary to prevent wear and ensure long-lasting operation of the reduction gearing systems ."}

The disassembly procedure for the pinion cage assembly in the front section of a Wasp Jr. engine involves several specific steps. First, the two halves of the pinion cage are united by nuts and bolts, which must be removed . Then, the cage should be set on a clean bench with the rear side down to remove the pinion shaft nuts. The two halves of the pinion cage are separated by driving against the pinion shafts with a suitable drift . Once separated, the pinion gears are removed, and the rear half of the pinion cage is supported on a suitable base to drive out the pinion shafts . Caution is advised during this process to ensure that the oil holes in the pinion shafts are properly aligned with the oil holes in the rear pinion cage, as improper alignment could lead to insufficient oil supply to the gears, potentially causing damage . Additionally, care should be taken to avoid galling or damaging the threads and surfaces involved in the assembly and disassembly process .

After reassembly, the carburetor for Wasp series engines should be prepared by ensuring it is free from any dirt or foreign material and that all gaskets are in perfect condition to prevent leaks and ensure proper functionality . The reassembled carburetor should then undergo a water test to check for any internal leaks by sealing the intake and engine flanges, plugging the fuel inlet, and applying air pressure to detect leaks via submersion in water . All discovered leaks must be repaired before proceeding. Upon completing assembly and testing, the carburetor should be fully safety wired prior to installation on the engine .

The adjustment of the Pratt & Whitney Lubricator is crucial to ensure the correct oil supply to the rocker mechanisms. This adjustment should be coordinated with engine tests to ensure proper lubrication and prevent either excessive oil, which can cause smoking exhaust, or insufficient oil, which may not adequately lubricate the rocker mechanisms. After approximately 10 minutes of engine run-in, the rocker box covers should be removed to check if the rocker mechanisms are appropriately oiled. If excess oil is present causing slight smoking, the pointer on the lubricator scale should be set to a lower position. Conversely, if the rocker boxes are dry, the setting should be adjusted towards the higher end of the scale . These adjustments ensure optimal engine performance and should be part of the regular testing procedure.

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