OVERHAUL MANUAL

for
C-125 C-145
and
0-300 SERIES
AIRCRAFT ENGINES

NOTICE
1 Part numbers appearing herein are trademarks o f
I

FAA APPROVED
FORM X30013 AUGUST 1977
4
 INTRODUCTION

This revised edition of the Maintenance and Overhaul Instructions includes the
descriptive material and instructions contained in previous editions. In addition,
information regarding new models 0-300-C and 0-300-D has been added, making
these instructions applicable to the 6 cylinder models in the "C" s e r i e s which
a r e in service and in production. A parts list is contained in a separate P a r t s
Catalog, Form No. X-30014.

Due to the similarity of the C145 and the 0-300 model engines, all references
and instructions regarding the C145 engines shall apply to 0-300 engines, unless
otherwise indicated, throughout this manual.

This manual i s intended primarily for the mechanic who is engaged in the main-
tenance and overhaul of models C125, C145, 0-300-A, 0-300-B, 0-300-C,
0-300-D and 0-300-E engines. Operating instructions contained herein a r e in-
tendedfor those who operate and test these models in connection with maintenance
work. Descriptive text in Section 3 covers all models, a s currently designed
and built. Service instructions in Sections 7, 8 and 9 constitute the necessary
preventive and minor corrective maintenance procedures. These measures, if
followed, will a s s u r e continued reliability of engines during the period between
overhauls. These and the overhaul instructions in Sections 10, 11 and 12 a r e
intended to cover adequately the work involved. If additional information is r e -
quired an inquiry should be addressed to the nearest Continental Service Station.

The significant differences between the 0-300 models a r e a s follows:

A. The 0-300-A engine has a SAE No. 3 flanged propeller shaft and provisions
for a starter, generator, voltage regulator and fuel pump.

B. The 0-300-B engine i s identical to the 0-300-A except f o r provisions for use
of a manually controlled hydraulic propeller.

C. The 0-300-C engine i s identical to the 0-300-A except for ARP 502 Type I
flanged propeller shaft and Slick Electro Inc. , Magnetos. Information regarding
maintenance, overhaul o r adjustment of these magnetos may be obtained from
Slick Magneto Inc., Rockford, Illinois. All 0-300-C engines subsequent to serial
No. 21001 a r e s o equipped that a right angle s t a r t e r drive can be used if desired.

D. The 0-300-D engine is identical to the 0-300-C except that the s t a r t e r is

mounted on an adapter which provides a right angle drive.

E. The 0-300-E engine i s similar to the 0-300-D except for incorporation of

governor drive pad and crankshaft provisions to supply governor oil to the pro-
peller.

F. An alternator is available a s optional equipment on the 0-300-C, D andE

engines. Service information on the alternator may be obtained from General
P a r t s Division, Ford Motor Co., P. 0. Box 412, Ypsilante, Michigan.
 TABLE CONTENTS
Page
......
Section 1 .Table of Specifications Section 8 .Service Inspection and Associated
...............
Section 2 .General Description....... Maintenance 17
.
1 Difference i n Engine Models...... .
1 Daily Inspection ...........
......... 17
.
2 Cylinder Construction ........ .
2 100-Hour Inspection
. ... 17
.
3 Piston and Piston Pin Construction... 3 Major Overhaul o r Remanufacture 18
.
4 Connecting Rods ........... Section 9 .Adjustment. Replacement and
..............
.
5 Crankshaft Construction ........ Minor Repair
............. 18
. .
. . . . . . . . . .. ..
6 Crankcase and Oil Sump Construction 1 Carburetor 18
.
7 Crankcase Cover .
2 Magneto Installation and Timing t o the
..............
.
8 Valve Operating Mechanism ...... .
Engine
............ 18
.
9 Lubrication System .......... 3 Ignition Wiring
............... 18
.
4 Starter
.............. 18
.
5 Generator 19
OPERATING AND MAINTENANCE
INSTRUCTIONS OVERHAUL INSTRUCTIONS

...........
Section 3 .Introduction 10 Section 10 .Disassembly. Cleaning and
Section 4 .Packing. Unpacking and Preparation Inspection ...............
Storage ................. 10 ..
1 General ...............
. ............
1 Shipping Boxes 10 2 Preliminary Operations........
.
2 Packing ............... 10 .
3 Disassembly .............
. .........
3 Unpacking the Engine 10 .
4 Cleaning ................
. ...
4 Preparation of Engine f o r Storage 11 .
5 Inspection ..............
.
5 Preparation of Engines f o r Service After .....
Section 11 .Repair and Replacement
..............
Storage 11 .
1 General Repair ............
Section 5 .Installation in Airplane and Removal 11 .
2 Castings ...............
.
1 Engine Mounting........... 11 .
3 Stud Replacement ...........
. ......
2 Fuel and Carburetor System 11 . .....
4 Helical Coil Insert Installation
.
3 Oil System .............. 11 . .........
7 Parts t o be Discarded
.
4 Engine Removal ........... 15 .
8 Repair and Replacement of Engine P a r t s
..
Section 6 .General Operating Instructions 15 Section 12 .Reassembly. Final Assembly.
. ............
1 Before Starting 15 Timing and Testing ...........
.
2 Starting ............... 15 . ..
1 Reassembly of Major Subassemblies
. ......
3 Warm-up and Ground T e s t 15 .
2 Final Assembly Procedure ......
. ..........
4 Take- Off and Climb 15 .
3 Engine Run-in and T e s t Procedure
5. Cruising ............... 15 . .
After Major o r Top Overhaul
.
6 Landing ............... 16 Section 13 .Table of Limits ........
. ..........
7 Stopping the Engine 16
. .......
8 Carburetor Heat Control 16 ACCESSORIES
Section 7 .Engine Troubles and Service Repairs 16 Section ...
14 .Marvel-Schebler Carburetor
. .......
1 Failure of Engine t o Start 16 Section ...
15 .Scintilla S6LN-21 Magnetos
. ..........
2 Low Oil P r e s s u r e 16 Section 16 .Hydraulic Tappets .......
. .........
3 High Oil Temperature 17 Section 17 .Delco-Remy Starter ......
.
4 Low Power ............. 17 Section 1 8 .Delco-Remy Generator.....
.
5 Rough Running ............ 17 Section 19 .Delco-Remy Generator Regulators
. ..
6 Engine Fails to Accelerate Properly 17 Section 20 .Right Angle Starter Drive Adapter
LIST OF TABLES

TABLE I Characteristics and Dimensions .......................

TABLE I1 PurchasedAccessories ...........................
TABLE HI Ignition System ...............................
TABLE IV Fuel System ................................
TABLE V Lubrication System .............................
TABLE VI Accessories and Weights ..........................
TABLE VII Oil Viscosity Grades ............................
TABLE VIII Temperature Limits . . . . . . . . . . . . . .
TABLE IX Table of Dimensions . . . . . . . . . . . . . .
TABLE X Magnaflux Inspection Data . . . . . . . . . . .
TABLE XI Standard and Oversize Stud Identification . . . .
TABLE XII T e s t Operating Limits . . . . . . . . . . . . .
TABLE XIII Standard Acceptance Test f o r C.125 . . . . . . .
TABLE XIV Standard Acceptance T e s t f o r C.145, 0 - 3 0 0 . . .
TABLE XV Short T e s t After P a r t i a l o r Complete Teardown f o r
TABLE XVI Magnaflux Inspection Chart ..........
iii
 INDEX ILLUSTRATIONS

Fig .
No. Page

Three-Quarter Left Front View .0-300 .... 1

Right R e a r View .0-300-C .......... 2
Right R e a r View .0-300-D .......... 3
Section Through Hydraulic Tappets....... 8
.......
Cutaway View Showing G e a r T r a i n 9
.........
Typical Installation Diagram 12
.............
Installation Drawing 12
.............
Installation Drawing 13
.............
Installation Drawing 14
Ignition Wiring Diagram f o r Scintilla
............
SF6LN- 12 Magnetos 18
Ignition Wiring Diagram f o r Scintilla
.............
S6LN-21 Magnetos 19
.
Ignition Wiring Diagram f o r Slick 664 Magneto 19
Starter ................... 19
Compressing Valve Spring f o r Installation
...........
and Removal of Locks 21
Removal of Hydraulic Unit F r o m Cam
...............
Follower Body 21
. .......
Assembling No 1 Connecting Rod 22
.......
Assembling Rocker Shaft Bushings 27
......
Measurement of Dampener Bushings 27
...
Installing Cam Follower Body i n Crankcase 30
......
Installing Crankshaft T h r u s t Washer 30
.......
Installation of S t a r t e r Pinion Pivot 31
.
Installation of Crankshaft and Connecting Rods 31
Installation of Crankcase 1-3-5 Over Crank-
case2-4-6 ................ 32
.......
Installation of G e a r s in Crankcase 33
..
Installation of Crankcase Cover t o Crankcase 33
.......
Installing Cylinder on Crankcase 34
.
Lubrication Chart, L a t e r a l Section Front View 42
..
Lubrication Chart. Longitudinal Section View 43
..
Lubrication Chart. Accessory Cover Section 44
..........
Carburetor Right Side View 45
..........
Carburetor Left Side View 45
Cutaway Views of Marvel-Schebler MA-3SPA
................
Carburetor 46
Starter ................... 52
...........
Typical Wiring Diagram 52
Generator .................. 54
.........
Current and Voltage Regulator 56
.............
S t a r t e r and Adapter 58
...........
Needle Bearing Installer 59
...........
Installing Needle Bearing 59
............
Table of Limits Chart 61
I-'il!iiro 1 Three-quarter Left Front View, 0-300
Figure 2 Right Rear View, 0-300-C
Figure 3 Right Rear View, 0-300-D
 Section 1

TABLE SPECIFICATIONS
TABLE I. CHARACTERISTICS AND DIMENSIONS
Dimension Model Value
Piston s t r o k e s p e r cycle All 4
Number of cylinders All 6
Cylinder bore (in. ) All 4- 1/16
Piston s t r o k e (in. ) C125 3-5/8
C145,0-300-A, B, C, D & E 3-7/8
Compression r a t i o C125 6. 3: 1
C145,O-300-A, B, C, D & E 7.0:l
Total displacement (cu. in. ) C125 282
C145,0-300-A, B, C, D & E 30 1
Overall length (in. ) C125 41-9/16
C145, 0-300-A,B & C 35-15/32
0-300-D & E 35-17/32
Overall width (in. ) All 31-1/2
Overall height (in. ) C125, C145,O-300-A, B & C 27-13/32
0-300-D & E 26-29/32
Number of mounting brackets All 4
Rated RPM C125 2550
C145,O-300-A, B, C, D & E 2700
Rated B. H. P. C125 125
C145,O-300-A, B, C, D & E 145
Total d r y weight (lbs. ) C125 257
C145,O-300-A, B, C & D 268
TABLE 11. PURCHASED ACCESSORIES
Accessory Model
Model Accessory Manufacturer o r P a r t Number Quantity
C125, C145 Magneto Scintilla Magneto Division S6 LN- 21 2
U-300-A, B Bendix Aviation Corporation
0-300- C, D, & E Slick Electro Inc.
C125, C145 Starter Delco- Remy Division
0-300-A, B & C General Motors Corporation
Delco-Remy Division
General Motors Corporation
C125, C145 Generator Delco-Remy Division
0-300-A, B, C & D General Motors Corporation

0-300-E Generator Delco-Remy Division

General Motors Corporation

General P a r t s Division CGFF- 10300-C 1

Ford Motor Company

All Carburetor Marvel- Schebler Division

Borg-Warner Corporation

TABLE IIL IGNITION SYSTEM

Feature Model Value
Left magneto f i r e s lower plugs C125 30°BT. C.
C145,O-300-A, B, C, D & E 28OB. T. C.
Right magneto f i r e s upper plugs C125 28"B. T. C.
C145,O-300-A, B, C, D & E 26OB. T. C.
Firing Order All 1-6-3-2-5-4
Spark plug gap setting All Refer to M77-10 Bull.
P e r m i s s i b l e RPM d r o p when switched f r o m All 75 RPM
"both" to either "left" o r "right" magneto
 TABLE OF SPECIFICATIONS (Cont. )

TABLE IV. FUEL SYSTEM

Feature Model Value
-
Minimum fuel octane rating C125 80/87
C145,O-300-A, B, C, D & E 8018' 7
Fuel inlet to c a r b u r e t o r (NPT) All 1/4-18 NPT
Venturi diameter All 1-5/8 in.
Fuel consumption (cruising, approx) C125 8. 5
(Gal/Hr) C145 9. 27
0-300-A, E, C, D & E 12. 5
-- --- - -.-- - --- - ~ --- -~ - - -~
- -
~

- -- TABLE V. LUBRICATIONSYSTEM -
Feature Model Value
------ . --. .

Oil sump capacity All 8

Minimum oil supply a t any time All 4
Oil consumption All 0.017 = BHP hr
Oil p r e s s u r e (psi)
Idling C125 10
C145.0-300-A. B. C , D & E 5
Cruising C125 30 - 40
C145.0-300-A. B. C 30 - 45
0-300-D & E 30 - 60
Oil temperature (Min. Take-Off) All 75'F
- -- - - - -.- - - -- -- --- -
TABLE VL ACCESSORIES AND WEIGHTS
.
- ---- .--- -- -
- --
Accessory Model Weights
-- .--- -- . - - . .- -- -- -

Carburetor All 3.0 Ibs.

Magnetos (2) (with g e a r ) C125 18. 0 lbs.
C145,O-300-A & B 11. 56 lbs.
0-300-C, D & E 12.70 lbs.
Spark plugs (12) All 2. 54 lbs.
Radio shielded ignition cables All 4. 9 lbs.
Fuel pump All 1. 9 Ibs.
Generator C125, C145, 0-300-A, B, C, D 10. 21 lbs.
Generator 0-300-E 16. 21 lbs.
Alternator (Opt. ) 0-300-C, D, & E 10. 81 lbs.
Starter C125, C145, 0-300-A, B & C 15. 5 lbs.
0-300-D, E 13. 5 Ibs.
Carburetor a i r intake & f i l t e r All 3. 5 lbs.
TABLE VII. OIL VISCOSITY GRADES --
Ambient Air temperature SAE Grade
Below 40' F. SAE No. 20
Above 40" F. SAE No. 40
When operating oil temperatures overlap above column ranges, u s e the lighter oil.
It i s recommended that oil be changed every 20 to 30 hours,

TABLE VIII. TEMPERATURE LIMITS

--- --- --
Feature Model Value
-- -- --
-. - -

Maximum oil temperature (OF) C125 220

C145.0-300-A. B. C . D & E 225
Maximum cylinder head temp (OF) C125 550
(Measured by thermocouple imbedded in C145.0-300-A. B. C , D & E 525
down-stream s p a r k plug gasket)
Maximum cylinder base temp ('F) C125
(Measured by cylinder b a r r e l contact C145,O-300-A, B,C , D & E
thermocouple)
 Section 2

GENERAL D E S C R I P T I O N

1. DIFFERENCES IN ENGINE MODELS e. Camshafts and Valve Lifters. All C-125 engines
a. General. The higher power developed by C-145 a r e equipped with cast iron camshafts and steel faced
engines i s the result of a combination of a longer pis- valve lifters. Early production C-145 engines had the
ton stroke and a higher rated crankshaft speed. The same type of lifters and cast iron camshafts of special
longer stroke produces a higher compression ratio, design. Current production C- 145 engines have forged
making necessary the use of fuel of a higher octane steel camshafts and valve lifters whose bodies a r e
rating, and a larger total piston displacement, which single piece iron castings. The forged steel camshafts
increases total fuel consumption. Specific fuel con- a r e copper plated, between lobes and journals, on the
sumption of both models i s approximately. 5 lbs. per unfinished surfaces, and the entire surface i s Parko-
brake horsepower p e r hour at cruising speed and Lubrite coated for protection until the shafts a r e in-
manifold pressure. Model C-145 has a slightly lower stalled. This i s a soft, black coating which rubs off
specific fuel consumption at its most efficient opera- easily if the parts a r e carelessly handled. It i s es-
ting speed. These differences in dimensions require sential that the proper type of valve lifter bodies be
different carburetor metering parts. installed with each type of camshaft. It i s recom-
b. Pistons. All three compression rings a r e the mended that forged steel camshafts and cast iron lifter
same type in the two types of piston assembly and a r e bodies be installed in all C-145 engines - not already
fitted in grooves above the piston pin. The slotted oil s o equipped - at the next major overhaul.
control ring in the C-125 piston assembly i s also f. Crankcases. Engines have crankcases in which
above thepin - in the fourth groove, while the similar the two shorter through studs and seven of the longer
oil control ring in the C-145 piston assembly i s placed ones a r e replaced by headless through bolts which also
in a groove near the bottom of the skirt and i s dimen- act a s dowels to align the halves. Two long and one
sionally slightly different. Connecting rod space be- short dowel bolts used in parting flange holes of the
tween piston pin bosses in the C- 145 piston i s narrow- old type case a r e not installed in the current type.
e r than in the C-125piston. All piston pins currently The new type cases may be installed in any C-125-2
produced have pressed-in aluminum end plugs to pre- engine or in any C-145-2 engine. All C-145-2H en-
vent excessive plug rotation and wear. This type of gines have crankcases of the new type, but these have
pin assembly must be used in all C-145 engines; a special valve near the front end of the left oil gallery
however, the former type of pin assembly with loose to control oil flow to the special crankshaft passage.
end plugs may be used in C-125 pistons a s long a s g. Oil Sumps. The sump assemblies installed in
parts a r e serviceable or repairable by replacement C-145 engines have baffles inthe intake a i r passages.
of plugs. The baffle is not used in C-125 sumps.
c. Connecting Rods. C-145 connecting rods have
shorter piston pin bosses and bushings than those of 2. CYLINDER CONSTRUCTION
model C- 125. Crankpin bearing inserts installed in Heat-treated aluminum alloy cylinder heads a r e
early production C-145 connecting rods were Tri- screwed and shrunk to replaceable forged steel bar-
Metal bronze. These have been superseded by the rels. Closely spaced cooling fins on both the cylinder
same type of bearing used in C-125 connecting rods. heads and cylinder barrels provide ample heat-dissi-
d. Crankshafts. C-145 crankshafts have a slightly pating surface with minimum resistance to a i r flow.
longer crankthrow than those of model C- 125. (Refer Cylinder bores a r e ground to a certain finish specified
to Section 1 for dimensions. ) Early production C-145 in the Table of Limits, Section 13. Stainless steel
crankshafts had no counterweights andwere identified helical-coil spark plug inserts a r e screwed in place.
by a 1/4 in. diameter hole drilled between propeller Rocker boxes a r e cast integral with cylinder heads and
bolt bushings through the propeller flange. Current a r e provided with lightweight covers made of deep
production C- 145 crankshafts have two floating coun- drawn sheet metal. Underside exhaust ports permit
terweights loosely pinned to extensions each side of a more compact installation and a more positive ex-
the cheek between No's 1 and 2 crankpins. The na- haust scavenging.
tural frequency of oscillation of the weight on the
notched crankshaft extension i s adjusted, by size of
its bushings, to dampen out the fifth overtone of crank- 3. PISTON AND PISTON PIN CONSTRUCTION
vibration, while the other counterweight dampens the a. Pistons a r e heat-treated aluminum alloy castings.
sixth overtone, preventing excessive vibration of the The ring grooves a r e fitted with chrome faced top
crankshaft gear andwear of gear teeth. C-125 crank- compression rings, plain cast iron 2nd. and 3rd. com-
shafts do not have o r require the dynamic damper pression rings and slotted bottom oil control rings.
weights. Crankshafts of model C-145-2H have an oil Holes drain oil from the bottom ring groove to the
inlet hole through the f ront main journal, whose hollow interior.
interior h a s a permanent plug at the r e a r and a re- b. The full-floating piston pin i s a case-hardened,
movable plug at the front, providing an oil passage to seamless alloy steel tube with aluminum plugs
the shaft end for hydraulic actuation of the controllable pressed into its ends. The plugs a r e finish machined
propeller. The letter "D" in a C-145 s e r i a l No. de- after assembly, and the pin i s ground to final size and
notes a dampened shaft. polished.
4. CONNECTING RODS installed in front of and behind the carburetor mount
Connecting rods a r e of conventional split bearing pad in the sump floor. From the carburetor pad the
design and of heat-treated alloy steel forgings. he intake a i r passage extends upward through the sump
split crankpin "big" end is fitted with two semi- and branches to each side in a tee, ending at the in-
circular, special alloy, precision bearing inserts. A take manifold mount flanges a t the sides of the sump
bronze bushing i s pressed into the "small end" piston casting. Manifold flange screw holes and screw holes
pin boss. In current production rods a split, one- in the r e a r surface for crankcase cover attaching
piece bushing replaces the former solid type. The screws have helical-coil thread inserts. The sump
big end bearing cap has a squirt hole from which oil capacity is 8 U. S. quarts. The oil gauge rod, extends
sprays into the opposite cylinder. Connecting rods through a guide pressed into a hole in the crankcase
a r e selected sothat the variation in weight within any left side and into the sump. A grooved shoulder on
engine is not over 1/4 ounce. the gauge c a r r i e s a hydraulic "0" ring to prevent oil
splashing out along the rod. A clip type lock ring f i t s
5. CRANKSHAFT
--- CONSTRUCTION on the guide and retains the oil rod in place securely.
The allov steel. one niece. six-throw crankshaft 7. CRANKCASE COVER
is supportedby four main bearings with semi-circular
The magnesium alloy crankcase cover casting at
steel backed precision inserts which a r e easily re- the r e a r of the engine houses the oil pump, suction
placed. The crankshaft is drilled for lightness and to and pressure oil screens pressure relief valve and all
provide pressure lubrication to crankpins. The crank- gears. Both oil screens a r e at the bottom of the
shaft end clearance i s maintained by split bronze cover. The relief valve i s at the right side, and the
thrust washers at each end of the front main bearing. oil filler neck i s pressed into a boss at the upper left
The r e a r washer, between the front crankcheek and side. Studded mount pads a r e provided on the cover
the bearing, takes forward thrust. Rearward thrust r e a r surface for two magnetos, the starter, generator
is takenby thefront washer from a flange on the shaft and tachometer drive housing. The crankcase cover
which also acts a s an oil slinger. C-145 and 0-300 extends over the r e a r end of the oil sump. It i s at-
crankshafts have a blade extending from each side of tached tothe sump by five screws and to the crankcase
the cheek between No's 1 and 2 crankpins for attach- by six studs, with a gasket in the joint. The passage
ment of dynamic damper counterweights. Each blade from the pressure oil screen outlet i s cored at the
has two holes bored through and steel bushed. Slotted r e a r of the sump, ending at the upper left r e a r corner,
counterweights fit over the blades and have holes bored where a crankcase hole into the left oil gallery re-
throughandbushedto match those of the shaft. Bush- gisters with it.
ings a r e sized t o produce the desired frequency. Pins
a r e hardened andare retained endwise by steel plates 8. VALVE OPERATING MECHANISM
and Tru-Arc snap rings. A notched blade and a pin a. General. Zero lash hydraulic tappets fit alumi-
in the 5th order weight a s s u r e correct installation, num alloy guides machined in the crankcase and s o
sealed as to positively prevent oil leakage. Tappets
6. CRANKCASE AND OIL SUMP CONSTRUCTION a r e drilled in such a manner that an oil passage i s
a. The crankcase is a two-niece heat-treatedalurni- provided from the tappets to the pushrods, which a r e
num alloy casting, bolted together a t the vertical made of light steel tubing with pressed-in ball ends,
lengthwise plane through thecrank and camshaft sup- drilled, hardened and ground. This provides an oil
ports. Rigid transverse webs hold the four main passage the entire length of push rod to rocker a r m
crankshaft bearings and the four camshaft journals. bearings where the oil under pressure lubricates
A specially designed oil seal prevents oil leakage at valve stems and guides. The rocker acts directly on
the nose end of the crankcase. Large lifter guides the valve stem through a specially designed "foot" s o
a r e formed in the crankcase in a plane below and constructed a s to prevent side-thrust on the valve
parallel to the cylinders. Oil galleries molded in the stem. Aluminum bronze intake valve seats, and
castings provide pressure lubrication t o the lifter corrosion-resistant stainless steel exhaust seats,
guides, camshaft and main bearings. Circumferential provide maximum service life. Scavenging of oil
stiffening ribs under the cylinder pads give additional from the rocker boxes i s by gravity through the push
strength and stiffness to the cylinder bosses. One cast rod housing tubes.
aluminum alloy mounting bracket on each side of the b. Hydraulic Valve Lifters. The lifters a r e com-
case near the front and one on each side at the rear posed of only four parts which can be disassembled;
provide four engine mount points, in all. Opposite the cup, cylinder, piston and cam follower body. The
brackets a r e joined by through bolts, and each i s also piston and cylinder a r e not interchangeable. The
attached t o the case by two studs. A Lord bushing, lifters a r e automatically adjusted to function properly
clamped in each bracket, admits a 7/16 in. mount with valve lash ranging from .030 inch to 110 inch.
bolt. Spreading of current production crankcase between the valve stem end and rocker a r m with the
halves is prevented by nine headless through bolts lifter fully deflated. Oil lines to tappets operate on
located in the upper and lower sections of the crank- full engine pressure a n d a r e located in such a way that
shaft bearing bosses, and four headless through bolts they register with lifter when valves a r e open. Oil
located in the lower part of the camshaft bearing under pressure from the lubricating system of the
bosses. Hydraulic "0" rings installed in grooves of engine is supplied t o the hydraulic lifter through hole
tie bolts and the through stud nearthe c a s e split pre- (H) t o supply chamber (J). (See figure 4. )
vent oil leakage to the bolt ends. With face of lifter on the base circle of the cam
b. The oil sump is an aluminum alloy casting which and the engine valve seated a s shown in figure 4, the
f o r m s a trough beneath the open bottom of the crank- light plunger spring (K) lifts the hydraulic plunger (C)
case. It is closed at the front end and open at the s o that i t s outer end contacts push rod, taking up the
rear. The sump is attached by crankcase studs and clearance at this point and all along the valve train,
sealed by athick, reinforced gasket. Drain plugs a r e giving zero lash. As the plunger (C) moves outward,
 increasing the volume in the pressure adjusting 9. LUBRICATING SYSTEM
chamber (L) the ball check valve (D) moves off its To reduce the number of external oil lines, an oil
seat and oil from the supply chamber (J)flows in and sump is attached directly to the crankcase. Oil is
fills chamber (L). drawn from the oil sump through a suction screen in
As the camshaft rotates, the cam pushes the the lower left corner of the crankcase cover and
lifter body outward, tending to decrease the volume of through a cored passage to the oil pump. Oil i s now
chamber (L) and forcing the ball check onto its seat. delivered under pressure to a second screen from
Further rotation of the camshaft moves the lifter which it goes through drilled passages i n the crank-
body (A) outward and the confined body of oil in case cover and crankcase to all drive bearings,
chamber (L) acts as a member in the valve operating through the crankshaft, to the crankpins. Engine oil
mechanism, the engine valve being lifted on a column from the pressure pump is carried through drilled
of oil. So long as the engine valve is off its seat, the passages in the crankcase to the hydraulic tappets.
load is carried by this column of oil. After entering the tappets, it travels out through the
During the interval when the engine valve i s off its overhead mechanism through hollow push rods, and
seat, a pre-determined slight leakage occurs between drilled rocker a r m s where it is spilled over the valve
plunger and cylinder bore, which is necessary to mechanism. As it drains away, it thoroughly oils the
compensate for any expansion or contraction oc- valve stems and valve guides. The oil Is returned to
curring in the valve train. Immediately after the en- the crankcase by way of the push rod housings, and
gine valve closes the amount of oil required to refill drains back into the oil sump through openings in the
the adjusting chamber (L) flows in from the supply crankcase. The cylinder walls and piston pins a r e
chamber (J) thus establishing the proper length of oil lubricatedby spray. All excess oil is scavenged from
column to maintain zero lash during the next cycle. the crankcase and returned to the oil sump by gravity.
The basic principle of the hydraulic lifter is that The pressure relief valve is set to give 30 to 60
it provides, between the cam and the push rod, a pounds of pressure per square inch at speeds ranging
column of oilwhich carries the load, while the engine from 2100 to 2700 R. P. M. Refer to Section 13, Table
valve is off i t s seat, and the length of which i s auto- of Limits for charts showing the lubrication system.
matically adjusted s o that each camshaft cycle gives
zero lash.

Figure 4. Section Through Hydraulic Tappet.

 Figure 5. Cutaway View Showing Gear Train.

GEAR TRAIN ANALYSIS

Figure 5 shows the complete gearing arrangement from the crankshaft

r e a r take-off to all accessories. The arrow on each gear indicated direction
of rotation a s viewed from the rear of the engine, and the following analysis
describes each gear function with its speed in relation to the crankshaft.
(1) The crankshaft gear i s attached by means of four cap screws to the
crankshaft gear mounting flange and rotates at crankshaft speed in a clock-
wise direction.
(2) The cam gear i s driven by the crankshaft gear (1) at 1/2 crankshaft
speed.
(3) The right and left magneto drive gears, driven by the camshaft gear
(2), turn in a clockwise direction a t 1.50: 1 crankshaft speed.
(4) The oil pressure pump drive gear is driven by cam gear (2) through
a male-female square type coupling, and turns in a counterclockwise direction
a t 1/2 crankshaft speed.
(5) The oil pressure pump driven gear i s driven by gear (4) a t 1/2
crankshaft speed in a clockwise direction.
(6) The generator gear i s driven by the inner tooth track of the cam
gear (2) in a counterclockwise direction at 2.035:l crankshaft speed.
(7) The s t a r t e r pinion engages with the crankshaft gear (1) and turns in
a counterclockwise direction at 5.111 times crankshaft speed.
 Section 3

OPERATING AND MAINTENANCE

INSTRUCTIONS

INTRODUCTION

1. The following sections 4, 5, 6, 7, 8, and 9 Cylinder No.6 -

constitute the instructions required for all unpacking, Left, front of crankcase
installation, removal, test, operation, inspection and 3. No special tools a r e required for inspection,
minor repair of models C125, C145, C145-2H and minor maintenance o r accessory replacement, with
0-300 Series Continental aircraft engines. These the exception of ignition timing indicators. The
instructions do not need to be extensive, since the Time-Rite piston position indicator for ignition
engines require relatively little servicing between timing i s available from the manufacturer, Gabb
overhauls, however, it is most importantthat they be Manufacturing Co., 16 Orchard St., East Hartford,
followed carefully and that all work be performed in Connecticut. Most tool manufacturers offer double
accordance with the best practices and with due at- hexagon box end, socket and open end wrenches in
tention to details in the interest of safety. thin patterns suitable for all requirements of these
engines. It i s advisable to use good quality tools and
2. In this publication the following definitions will to keep them dry and clean to avoid damage and
be used: injury.
(a) The propeller end of the engine will be referred
to a s the "Front" of the engine, and the anti-propeller 4. Engine parts and accessories required for
end will be referred to a s the "Rear." The t e r m s maintenance work must be procured through Con-
'Right" and "Left" a r e referred to a s viewing the en- tinental Service Stations and their dealers. Employees
gine from the r e a r looking in the direction the pro- of these f i r m s a r e familiar with Continental parts
peller shaft points. and will gladly a s s i s t you in any way possible. Any
(b) Direction of rotation of the crankshaft i s clock- reconditioned parts, which have been repaired, re- ,

wise when looking from the r e a r toward the front of bushed o r reground a t the factory have passed
the engine. rigid inspection. In this category a r e crankshafts,
Cylinders a r e numbered a s follows: connecting rods, cylinders, carburetors and magnetos.
Cylinder No. 1-
Right, r e a r of crankcase
Cylinder No. 2 - 5. All recognized methods of inspection and
Left, r e a r of crankcase quality control a r e employed in building these engines;
Cylinder No. 3 - however, if any part should be suspected of failure,
Right, center of crankcase notify the nearest Continental Service Station a t once,
Cylinder No. 4 - giving full information, including the engine model
Left, center of crankcase and s e r i a l numbers. Do not attempt repairs without
Cylinder No. 5 - factory permission if an adjustment under our
Right, front of crankcase warranty i s expected.

Section 4

PACKING, UNPACKING AND PREPARATION

FOR STORAGE
1. SHIPPING BOXES. through the mounting bushings. The engine is covered
The engines a r e packed for shipment in a wire with a prefabricated waterproof shroud. The lid of
bound shipping box of the following general di- the box i s securely fastened to the lower section by
mensions: means of four steel hinges, the pins of which can be
Overall length . . . . 43-1/4 inches driven out after removing the lock pins.
Overall width. . . . . 33-1/2 inches
Overall height . . . 28-1/2 inches 3. UNPACKING THE ENGINE.
Empty weight . . . . . . . . .85 lbs. (a) Drive out the four hinge pins, and remove the
Gross weight . . . . . . . . 371 lbs. lid.
(b) Remove the four nuts which hold engine mounts
2. PACKING. to mounting base.
The engines a r e packed for shipment in their (c) Attach lifting sling to lifting eye which i s bolted
standard wooden shipping boxes in normal operating to the upper crankcase flange above the center of
position and a r e fastened securely with four bolts gravity. Remove 4 mounting bolts.
 (d) Lift engine straight up. Remove shipping box replace cap.
from beneath engine. (10) Spray the crankcase through the drain plug holes.
(e) Lover engine to a suitable assembly stand, and (11) Seal all crankcase openings with nonhygroscopic
bolt it securely. plugs. Either reinstall all spark plugs o r install de-
hydrator plugs in all plug holes. If possible, place a
4. PREPARATION O F ENGINE FOR STORAGE. small bag of De-moist or similar hygroscopic
(a) Engines in crates and those installed in aircraft, material in the a i r scoop mouth to fill the opening.
not to be operated for a period of more than seven Water-proof paper or cloth should separate the bag
days should be prepared for storage a s follows: from scoop walls. Seal the scoop opening with water-
(1) Arrange a pressure tank and hose with wide proof material. Post a notice of these measures on
angle spray nozzle near the engine, and fill with a the instrument panel.
suitable corrosion preventive oil. The oil mixture (12) Crated engines may be treated by following
should be a type which may be used a s a lubricant and steps (I), and (7) through (11). Also remove rocker
which will leave no gum o r other residue. Usually a covers, and spray valve stems.
mixture of one part corrosion preventive compound (b) The treatment described in the preceding
and 3 parts S.A.E.#30 lubricating oil i s satisfactory. paragraph should be repeated at intervals of not over
(2) Fill the oil sump with the same corrosion pre- 30 days during storage.
ventive mixture, after draining the regular oil.
(3) If the engine i s installed, s t a r t i t and warm up to 5. PREPARATION OF ENGINES FOR SERVICE
normal oil temperature. AFTER STORAGE.
(4) Stop the engine; remove the intake a i r filter, and (a) Engines prepared for storage in accordance with
arrange the spray nozzle to spray the corrosion paragraph 4 may be placed in service immediately
preventive mixture into the a i r scoop. after making the following checks:
(5) Start the engine and run a t high idling speed with (1) Turn the propeller slowly by hand at least four
the mixture spraying into the intake until a dense fog o r five revolutions to determine that the cylinders
emerges from the exhaust. Stop with the spray still a r e free of any accumulation of water, oil, or fuel
in operation. and that the valve operate freely. The stems of any
(6) Remove the sump drain plug. After the sump valves that a r e sticking should be lubricated gener-
has drained, attach the plug with wire (not installed). ously with a mixture of gasoline and lubricating oil.
Post a notice of oil drainage on the instrument panel. Continue to turn the engine over by hand until all
(7) Remove all spark plugs, and direct the spray of evidence of sticking valves has been eliminated. If
corrosion preventive into all cylinders, in turn, the mixture of gasoline and lubricating oil does not
through spark plug holes while the crankshaft i s free all the valves, the necessary repairs should be
turned slowly. made before the engine i s placed in service.
(8) With the crankshaft static, spray each cylinder (2) After starting the engine, if the spark plugs a r e
wall for minimum full coverage. Do not turn the found to be fouled from excessive engine oil, they
crankshaft thereafter. should be removed and washed with gasoline o r
(9) Spray the mixture into the oil filler neck, and acetone.

Section 5

INSTALLATION IN AIRPLANE AND REMOVAL

1. ENGINE MOUNTING. (10) Starter power and control cables.
(a) Place hoist hook in engine lifting eye, and detach (11) Generator wires,
engine from assembly stand. (12) Carburetor mixture control.
(b) Raise engine to proper height, and position it on
aircraft mount. Install four 7/16 in. dia. mount bolts 2. FUEL AND CARBURETOR SYSTEM.
and nuts. (a) The primer may be connected either at the intake
(c) Remove all protective covers such a s the card manifold at oil sump connection or at the intake port
board covers over exhaust ports and plug from the of each cylinder. At below zero temperatures the
carburetor inlet, 1/8-inch pipe plug from oil pressure cylinder intake port location i s recommended.
gauge line and primer connection plug. (b) Mount the a i r intake housing on the carburetor
(d) Connect the following controls a t the engine: with the scoop opening forward, and install the a i r
figure 6. ) filter. Connect the 2 in. dia. hot a i r inlet at the right
Throttle control rod o r wire. r e a r corner of the housing to the supply tube pro-
Hot a i r control. vided in the aircraft.
Oil temperature gauge. Note: Be s u r e to push the filter camlock studs home
Carburetor fuel supply pipe. before turning.
Tachometer cable.
Magneto switch wires. 3. OIL SYSTEM.
Oil pressure gauge line. Screw the oil temperature capillary into the tapped
P r i m e r Outlet. hole centered in the oil pressure screen cap. (See
P r i m e r Inlet. figure 8. )
 TO STARTER /EVER

TO BAJTERY
TO OIL PRF55. GAGE

TO TACHOMETER

70/GN/T/ONSWITCH
70 VOLTAGE REGUlA7"OR
TO OIL TEMP GAGE

70 PR/MER OUTLET
70 M/XTURE CONTROL
70 C A B HEAT CONTROL
TO THROTTLE CONTROL
TO PR/MER/N/ FT
TO GAS TANK

I
Figure 6. Typical Installation Diagram.
 -
A STARTER
-
B MAGNETOS -
-
C TACHOMETER DRIVE S.A.E. STD. 1 / 2 ENGINE SPEED
D-GENERATOR
-
E SUCTION OIL SCREEN
F - PRESSURE OIL SCREEN
-
G OIL FILLER
H - ENGINE MOUNT BRACKETS
J - OIL SUMP DRAIN
-
K NO. 10 SPLINE TYPE SHAFT
-
L CARBURETOR (MARVEL)
-
M OIL GAUGE
N - FUEL PUMP (OPTIONAL EQUIP.)
-
0 - BREATHER ELBOW C'CASE (AN-842-10)
P - S.A.E. NO. 3 FLANGE TYPE SHAFT

Figure 8. Installation Drawing.

8 BOLTS 375 O D 624 DIA
EQUALLY SPACED 370 '623
\ - ] I 4191,~

Figure 9. Installation Drawing.

 4. ENGINE REMOVAL. (8) Primer inlet and outlet connections.
(a) Disconnect following controls a t engine: (9) Starter power and control cables.
(10) Generator wires.
(1) Throttle control rod. (11) Carburetor mixture control.
(2) Carburetor a i r heat valve control. (12) Hydraulic valve cable ((2145-2H).
(3) Oil temperature gauge line. (b) Attach chain hoist to engine at lifting eye, and
(4) Carburetor fuel supply pipe. relieve mount of engine weight.
(5) Tachometer cable. (c) Remove engine mount bolts.
(6) Magneto switch wires. (d) Carefully remove engine from mount, lower and
(7) Oil pressure gauge connection fasten engine to a suitable assembly stand.

Section 6

GENERAL OPERATING INSTRUCTIONS

1. BEFORE STARTING. up to 150 R P. M. a r e not uncommon, but i f a cylinder
a. Perform the "Daily Inspection" described herein. is not firing, engine roughness will be very evident
b. Place ignition switch in "OFF" position. and the magneto drop will be considerably greater.
c. Place mixture control in "FULL RICH" position. (2) Move the ignitionswitch first to "Rflposition and
d. Turn fuel supply valve to "ON" (full tank). note the R P.M., then move switch back to "Both"
e. During winter operations turn propeller by hand position to clear the other set of plugs. Then move
a t least six revolutions to loosen congealed oil and to switch to "L" position and note the R. P. M. The dif-
listen for unusual noises. ference between the two magnetos operated singly
should not differ more than 75 R P. M.
2. STARTING. d. Check oil pressure. Should be 30-45 lbs. /sq. in.
a. Close throttle to idle stop. e. Check oil temperature. Should show a slight rise.
b, Place Main Line Switch in "ON" position. f. Retard throttle, and make sure mixture control
c. Turn ignition switch to "BOTH" position. is in "FULL RICH" position and carburetor a i r heat
d. Open throttle approximately 1/10 of range. control is in "C0LD"position (unless icing conditions
e. Engage starter, and operate primer a s required exist at airport altitude).
by temperature.
EEl
If ice forms in carburetor during warm-up
Never re-engage starter while propeller it must be cleared. Do not operate at high
is turning. R P. M. longer than 30 seconds on the
ground under other coochtions.
NOTE

Do not prime a hot engine. If over-primed, 4. TAKE-OFF AND CLIMB.

crank with ignition switch "OFF", throttle a. Open throttle to full speed stop.
wide open to clear. b. R. P. M. may not reach rated speed until craft is
air-borne. rated R P. M. only until imme-
3. WARM-UP AND GROUND TEST. diate obstacles a r e cleared; then reduce to climb po-
a. Immediately after starting - adjust
- throttle to 800 wer setting.
R. P. M. and ob;erve oil pressure. If no pressure is
indicated within 30 seconds, stop and investigate.
b. After at least one minute a t 800 R. P. M. ,increase
speed t o 1200 R. P. M. and continue warm-up until
Eel
Cylinder bead temperature must not ex-
I engine responds to normal throttle movement. Part ceed values listed in specifications during
of this period may be used in taxiing. climb.
c. Increase engine speed to 1700 R. P. M. only long
enough to check performance a s follows:
5. CRuiaNG
NOTE Do not exceed recommended cruising R. P. M. o r
manifold pressure for long periods. Excessive speeds
Due to design changes in today's higher and loads hasten wear and increase operating: cost.
output engines the comparison of single b. Abnormal cylinder and oil temperatures o r sub-
magneto operation versus both magnetos normal oil pressure may indicate depletion of oil,
i s no longer a sound criteria for evalua- incorrect operation o r incipient trouble. Any fluc-
tion of magneto operation. Therefore all tuation in oil pressure, irregularity in R. P. M. , rough
magneto checks should be performed on a running o r any sudden o r continuous rise in tempera-
comparative basis between individual ture is a warning of trouble. Land quickly and inves-
Right and Left magneto performance. tigate.
c. At any cruising altitude adjust mixture control
(1) The purpose of the magneto check is to deter- for best rich power by moving toward "LEAN" posi-
mine that all cylinders a r e firing. Magneto drops of tion to obtain maximum R. P. M. with fixed throttle;
then return toward "FULL RICH"unti1 R. P. M. drops leave them open until engine stops.
just perceptibly. Readjust for each change in power b. Allow the engine to idle at 800 R. P. M. until cyl-
o r altitude. inder temperature has been reduced appreciably below
normal operating temperature.
c. If spark plugs tendtofoul rapidly at idling speed,
advance throttle briefly to clear them before stopping.
Excessively lean fuel - air mixture will d. Close throttle to idle stop.
cause overheating and may cause detona- e. Stop the engine by moving mixture control to the
tion. Do not lean the mixture unless an "LEAN" limit, where it acts as a n idle cut-off.
increase in R P. M. results.
NOTE
6. LANDING.
a. Before starting approach, return mixture control Do not open throttle after stopping. Open-
to "FULL RICH" position. ing the throttle actuates the accelerator
b. Apply full carburetor a i r heat before retarding Pump.
throttle. Return t o "COLD" position.
f. After the engine stops turn ignition switch to "OFF"
NOTE position, and close the fuel supply valve.

If approaching a field whose elevation is 8. CARBURETOR HEAT CONTROL.

5000 feet o r more above s e a level adjust The engine should be operated on COLD AIR at all
fuel-air mixture for best power in level times, except when operating under conditions where
flight near field elevation. icing is likely, inwhichcase the carburetor air control
should be placed in the FULL HOT position. During
c. During a long approach maintain 1000 to 1200 the warm-up period, landing approach and during long
R. P. M. and "gun" the engine a t intervals to prevent glides, carburetor heat control should be in the FULL
fouling. HOT position. T o obtain the maximum R P.M. for
d. Close throttle before landing. take-off and climb, and atmospheric conditions per-
mitting, the carburetor heat control should be in the
7. STOPPING THE ENGINE. FULL OFF position. There is a drop from 100 to 200
a. Open cowl flaps, i f installed, while taxiing, and engine R. P. M. when the carburetor heat is FULL ON.

Section 7

ENGINE TROUBLES AND SERVICE

1. FAILURE OF ENGINE TO START.- ( 3 ) Check the magneto breaker points and s e e that
a. Lack of Fuel. they a r e clean and free from oil.
(1) Check whether there i s sufficient gasoline in d. Cold Oil. In extremely cold weather it is advis-
airplane tank and a definite flow of gasoline to the able to preheat the cylinder oil before attempting to
carburetor. s t a r t the engine, to insure lubrication and obviate
(2) Check gasoline shut-off valve for being in the having to run the engine a n excessively long time to
FULL OPEN position. get oil temperature up to 75' F.
(3) Check for carburetor float being stuck, and for It i s a l s o recommended that the engine be cranked
clogged screen and jets. by pulling propeller through several revolutions by
(4) Check the gasoline tank caps to make s u r e their hand (make s u r e the ignition switch i s at the OFF
vent holes a r e open. position) to help break the drag created by cold oil
b. Improper Priming. between the pistons, piston rings, and cylinder walls.
(1) Weak intermittent explosions followed by puffs e. Hot Engine. Do not prime. The engine will us-
of black smoke from the exhaust pipe would indicate ually s t a r t without priming. If over-primed, remove
overpriming or flooding. Excess fuel may be cleared excess fuel vapor from cylinders by cranking the en-
out of the combustion chamber by setting the throttle gine at least six revolutions with ignition switch "OFF"
to the FULL OPEN positionand cranking engine three and throttle wide open.
o r four revolutions with the ignition switch in the OFF
position.
(2) If the engine is underprimed, which i s most likely
in cold weather and with a cold engine, repeat the 2. LOW OIL PRESSURE.
same instructions given for starting. . a. Check the quantity and quality of oil in the oil
c. Defective Ignition. sump.
(1) Check the ground wire between the magnetos and b. Check for d i r t in the oil screens and clean thor-
switch. Thegrounding of this wire will prevent mag- oughly.
netos from firing. c. Check oil pressure relief valve f o r having d i r t at
(2) Check all spark plugs f o r being clean and having seat, and for plunger sticking in its guide.
correct gap setting. Gap should not exceed. 025". d. Check for worn bearings.
For recommended gap refer to Service Bulletin M68-4. e. Check for proper functioning of oil pressure
gauge.
 3. HIGH OIL TEMPERATURE. as specified in Service Bulletin M68-4. Test plugs
a. Insufficient cooling. in dry compressed air.
b. Insufficient oil supply. Should be 8 quarts. c. Test for uneven cylinder compression by turning
c. Check oil for proper viscosity. (See lubrication propeller, with ignition switch "OFF", or, with a
chart, page 5. gauge installed alternately in upper spark plug holes.
d. Check for excessively lean fuel mixtures. Crank engine with s t a r t e r and compare indicated pres-
sures.
4. LOW POWER. d. Test ignition cables for high tension breakdown.
a. Check ignition system in general. e. Remove magnetos. Test condensers, timing,
b. Check for full opening of throttle and for proper operation.
closing of carburetor a i r heater valve. f. Remove carburetor; disassemble, clean, test it.
c. Check gasoline for proper octane and volatility. g. Check engine mount bolts and Lord bushings.
Automobile gasolines regardless of octane rating a r e
unsuitable for use- in aircraft engines, and will not 6. ENGINE FAILS TO ACCELERATE PROPERLY.
only cause loss of power and overheating but will re- a. Engine not sufficiently warm.
 sult in serious damage. b. Mixture too lean (use "FULL RICH" on ground).
d. Check for low compression in cylinders. c. Carburetor idling jet mis-adjusted or plugged.
d. Carburetor accelerator pump inoperative.
5. ROUGH RUNNING. e. Low octane fuel, water in fuel, dirty fuel.
a. Check propeller for balance, pitch, track and f. Carburetor a i r heat valve improperly adjusted.
tightness of attaching bolts. g. Air intake restricted.
b. Remove and clean spark plugs. Set electrode gaps

Section 8

SERVICE INSPECTION A N D ASSOCIATED

MAINTENANCE
1. DAILY INSPECTION. g. Check all high tension cables and terminals for
a. Check oil and fuel levels and replenish if neces- condition and security.
sary. h. Check propeller for condition, security of mount-
b. Check oil and fuel systems for leaks and plugged ing and proper track. Blades should track within
vents. Remove any oil from exterior. 1/8 inch.
c. Check for f r e e operation of throttle, mixture i. Remove and clean sediment bowl and screen, re-
control, and carburetor heat control. Clean fuel filter place, tighten and safety.
bowl if necessary. j. Remove drain plug from bottom of carburetor
d. Check the entire engine for missing o r loose nuts, float chamber, remove and clean strainer. Turn fuel
screws, bolts, etc. on and flush out any water or sediment o r trapped air,
e. Check safety wiring, baffles, and ignition system. replace strainer and plug, safety same.
f. Check propeller for pits, cracks, nicks, and se- k. Check for full range movement of carburetor
curity of mounting. throttle, mixture control lever and carburetor heater
g. The a i r filter should be checked daily for: control valve.
(1) Cleanliness. 1. Check all a i r pressure baffles for cracks, posi-
(2) Condition of seals and gaskets. tion and security of fastening.
(3) Condition of a i r box and ducting. m. Remove, clean in fresh cleaning solvent and in-
(4) Be absolutely s u r e that no a i r leaks exist in in- spect the carburetor a i r filter. If the flocking on the
duction systemat any point that would allow unfiltered surfaces i s worn through s o a s to expose the metal
a i r into engine. screen the filterwill not be effective and must be re-
placed with a new part. If the original filter i s satis-
2. 100-HOUR INSPECTION. factory, dry it thoroughly; then dip it in clean engine
a. Remove and inspect general condition of engine lubricating oil, and allow it to drain for eight hours
cowling. or s o before installing. Inspect the air scoop for
b. Wash the exterior of the engine thoroughly with cracks, deformation of the a i r filter retaining parts
a good cleaning solvent. This may be done with a and obstruction of the drain tube. Repair o r replace
brush but spraying is preferable. Keep away from parts a s necessary to correct such conditions.
electrical equipment. n. Remove oil screens from bottom of crankcase
c. Check engine mounting bolts and brackets for cover. Clean, inspect and replace them. Use new
tightness and security. gaskets.
d. Remove rocker box covers and inspect general o. Remove magneto breaker cover and thoroughly
condition of all parts. Interior of covers should show clean and dry the breaker mechanism; check contact
complete coverage with oil for proper lubrication. points for condition in general. (See Section on Mag-
e. Check intake manifold, elbows and rubber con- netos for further instructions. )
nections for condition and security. p. Check the exhaust system for cracks o r looseness
f. Remove spark plugs, clean, check gap clearance in mounting and connections. Check exhaust port for
for being between .015" and .018", test and replace, blown gaskets. Checkcabin heater for any possibility
using solid copper gaskets. of exhaust gas leaks.
 q. Check s t a r t e r and generator for leaks and s e - 3. MAJOR OVERHAUL OR REMANUFACTURE.
curity. Leakage at generator mounting may mean a After recommended hours of operation the engine
defective o r worn oil seal. Wipe o r wash off any oil should be removed from the airplane and overhauled a t
seepage at piniongear shaft in s t a r t e r adapter. Should a Continental Authorized Service Station or exchanged
the oil s e a l ever need replacing on this shaft replace through a Service Station o r Dealer for a remanufac-
only with a s e a l furnished by the manufacturer of the tured engine.
starter.
r. Check engine instruments for tightness of mount-
ing and for proper functioning.

Section 9

ADJUSTMENT, REPLACEMENT AND MINOR

REPAIRS

1. CARBURETOR 3. IGNITION WIRING.

(a) The carburetor i s attached to the mounting pad a ) Refer t o figures 10, 11, or 12 where the com-
of the oil sump with a gasket between the parting plete ignition wire system i s diagrammed and the fir-
flanges and is retained by four 1/4 inch castle nuts. ing order given.
(b) The carburetor a i r intake and filter assembly i s
mounted on the base of the carburetor with a gasket 4. STARTER.
between carburetor and a i r intake and i s retained by
four castle nuts. (a) The s t a r t e r i s located at the top and center of
(c) Controls connected to the carburetor are: the crankcase gear cover and i s secured by three
(1) Cable to throttle lever a t right side. 5/16 studs with plain nuts on the lower part of the
(2) Cable to mixture control lever a t left side. s t a r t e r adapter and two 5 16 bolts at the top of
(d) The fuel inlet i s a 1/4-inch pipe tap connection starter. The bolts extend through the crankcase,
located a t the back near the bottom of the main body. crankcase gear cover and starter adapter into the
(e) The carburetor may be removed from the engine starting motor.
by detaching the fuel line, throttle and mixture con- (b) A gasket of .006" thickness is placed between
trols removing the a i r intake assembly and the four crankcase gear cover and s t a r t e r adapter.
castle nuts at the mounting pads.
(f) For adjusting procedure, refer to Section 14.

2. MAGNETO INSTALLATION AND TIMING TO THE

ENGINE.
(a) Turn the magneto shaft backward, to prevent the
impulse coupling pawls engaging, until the marked
distributor gear tooth i s opposite the pointer, visible
through the inspection window in the top of the
magneto case. This places the magneto in No. 1
firing position.
(b) Turn the crankshaft forward until No. 1 piston i s
on i t s compression stroke and a t the full advance
firing angle for the magneto to be installed. (Refer
to Section 1 for angles.)
(c) Install the magneto and gear assembly with
timing marks still aligned. Always use a new gasket.
(d) Tighten the mountingnuts enough to hold magneto
in position against the accessory case. Before
checking exact breaker opening position, rotate
magneto in a clockwise direction by tapping the
mounting flange until it is near the end of travel
permitted by the slots.
Turn crankshaft backward slightly, and bring
slowly up to firing positionto take any backlash out of
the driving train. Insert a .0015 web feeler between
breaker points and tap magneto in a counterclockwise
direction until the exact point of release i s reached.
Tighten mounting nuts and recheck timing by backing
crankshaft about lo0 and then turning i t slowly
forward to determine if the feeler i s released the
instant the crankshaft reaches the correct firing
angle. The use of a timing light i s recommended for Figure 10. Ignition Wiring Diagram For
more accurate timing. Scintilla S S L N - 12 Magnetos.
 LEFT MAGMETO 11 RIGHT MAGNETC

GROUND
r^
& IGNITION
- -
SWITCH
--
ENGINE
FIRING ORDI
1-6-3-2-5- GROUND
r@ IGNITION
SWITCH
ENGINE
FIRING ORDER
1-6-3-2-5-4

Figure 11. Ignition Wiring Diagram For Figure 12. Ignition Wiring Diagram For
Scintilla S6LN- 2 1 Magnetos. Slick 664 Magneto.

crankshaft gear before the electrical contact i s made

in the starter switch. The pinion adjusting stud must
provide 9/16" travel of the pinion when the starter
switch i s fully closed. The lock nut on the stud may
have to be moved to the other side of the lever to ob-
tain this adjustment. It i s also important that the
lever, whether operated by cable o r wire, have a
spring with sufficient tension to return the lever to
its fully released position. When the lever i s fully
released there should be 1/16" clearance between
the lower end of the lever and the clutch a s shown in
the illustration. Never ENGAGE s t a r t e r switch when
the propeller i s MOVING.

5. GENERATOR.
(a) The generator i s attached to a pad at the lower
r e a r side of the crankcase cover by three cover studs,
elastic stop nuts and plain washers. The generator
gasket extends under the tachometer d r i v e housing,
which must be removed to replace the gasket.
Figure 13. Starter. (b) The drive assembly, retained on the generator
shaft by a slotted nut and cotter pin, i s removed
with the generator. It consists of a coupling hub,
(c) Care should be taken when removing the starter keyed to the shaft, two rubber bushings and a steel
s o a s not to drop die pinion gear and clutch from the retainer, which fit into the hub slot, a steel sleeve,
adapter when starter i s being assembled o r disas- which extends from the retaining nut to the hub, and
sembled. a gear, whose drive lugs fit between and drive the
(d) To help eliminate possible starter gear damage bushings.
resulting from an incorrect adjustment, make certain (c) It i s recommended that all replacements of
all switches a r e "OFF" and s e t pinion adjusting stud generator drive parts be made with those listed in
s o that the s t a r t e r gear i s fully engaged with the the current P a r t s Catalog.
 Section 1 0

OVERHAUL INSTRUCTIONS
DISASSEMBLY, CLEANING A N D INSPECTION

1. GENERAL.
(a) The engine should be mounted on a suitable NOTE
assembly stand which will permit it to be placed in The oil gauge should be removed before the
the upright position for some operations and with i t s sump to prevent damage to it.
left side downward for others. The stand should (c) Rocker Box Covers - Remove the 1/4" screws
provide clearance for removal of accessories, cy- that fasten the rocker box covers to the cylinder head
linders, oil sump, manifolds and other parts. and remove covers.
(b) Spray the exterior of the engine with an approved -
(d) Push Rods and Rocker Arms After covers a r e
cleaner to remove all traces of dirt and grease. removed push out rocker a r m shaft with the finger,
Precautions should be taken to prevent cleaning fluid or if necessary, use an aluminum drift and slightly
entering accessories. tap out. Remove rocker a r m s from cylinder head
(c) Remove and discard all safety wiring, palnuts, and push rods from their housings.
lock washers and cotter pins where necessary, be- NOTE
fore each part i s disassembled from engine.
Both valves must be closed before rocker
2. PRELIMINARY OPERATIONS. shafts a r e removed. If desired, rockers and
(a) Ignition cables (SF6LN-12 Magnetos) - Detach pushrods may be removed with cylinders and
cables from spark plugs and magnetos. Remove nuts disassembled later.
securing brackets and remove ignition wiring.
Cable and Plate Assemblies (S6LN-21 Magnetos) (e) Cylinder and Pistons.
- Loosen union nuts, and remove spark plug elbows (1) Loosen clamps which secure the hose connections
from plugs. Remove 4 screws which attach each a t foot of the pushrod housing. Push clamp andrub-
outlet plate to i t s magneto, and withdraw plate and ber hose back upon the housing toward cylinder head.
grommet. Remove all bracket attaching nuts, and r e - ( 2 ) Turn crankshaft until piston within cylinder to be
move brackets from studs. Lift each cable and plate removed i s a t top of the stroke.
assembly from the engine. (3) Remove the six cylinder hold-down nuts and pull
(b) Spark Plugs - Remove upper and lower plugs. off cylinder from the crankcase.
(c) Magnetos - Remove nuts that fasten flanges to
crankcase cover, and remove magnetos.
(d) Starter - Remove nuts that fasten starter to
crankcase cover and remove starter.
(e) Generator - Remove the three nuts that hold the
tachometer drive housing then remove the housing Do not allow piston and connecting rod to
which will give more accessibility to the removal of drop down when cylinder i s removed, a s dam-
the generator. Remove the three nuts holding ages will result.
generator in place and remove generator.
(f) Carburetor Air Intake - Remove the four nuts
that hold the carburetor a i r intake to the carburetor
and remove a i r intake. (4) After removal, place cylinders on wood or
(g) Carburetor - Remove four nuts which fasten the appropriate carrier to prevent damage to the bottom
carburetor to the mounting flange on the oil sump, end of barrels.
and remove carburetor. (5) Push piston pin out and remove piston from the
3. DISASSEMBLY. connecting rod. If necessary, use aluminum drift to
(a) Intake Manifolds - Unfasten clamps which secure drive out piston pin, being careful to support the
hose connections to intake elbows and remove the piston pin in the hand during this operation to prevent
three cap screws from each of the two intake mani- damage to the connecting rod.
folds and remove the manifolds. (6) Remove the rings from the ring grooves of all
(b) Oil Sump and Oil Screens - Remove the two oil pistons. Discard all rings.
screens from the bottom of the crankcase cover. (7) Placing the cylinder over a wooden stand, shaped
Remove 3 hex head screws which attach old type to fit the inside of the cylinder head, compress
covers to sumps - or 5 hex head screws which attach valve springs in rocker box, using a suitable valve
the new type cover to the sump. Remove 14 nuts spring compressor. (See figure 14. ) Remove the
which attach the sump to the crankcase studs, and seat locks with long nose pliers. Release the com-
lower the sump clear of the engine. pressor, and remove the spring retainers and valves.
 (3) Remove the s i x 5/16-inch nuts holding the
crankcase cover to the crankcase. Lift the cover off
as a complete unit - the oil pump, relief valve and
tachometer drive units remain intact in the crank-
case cover.
(4) Remove the four 1/4-inch cap s c r e w s holding the
c a m gear t o the camshaft and remove gear.
(5) Remove the four 1/4-inch cap s c r e w s holding the
crankshaft gear t o crankshaft and remove gear.
(6) Remove a l l 1/4-inch nuts from the bolts holding
halves of crankcase together, located on centerline of
crankcase on both top and bottom of the engine.
( 7 ) Remove the 7/16-inch nuts attached to the long
stud and thru bolts near front of crankcase on the
No. 1-3-5 cylinder side a t bottom of case. Remove
the remaining through bolt attaching nuts, lockwashers
and plain washers.
(8) Rotate the engine stand until No. 2-4-6 side i s
downward. Drive out the through bolts carefully,
using a soft b r a s s drift.

NOTE

Remove dowel s c r e w s a t r e a r of upper flange

and above and below crankshaft a t front in old
typ? case by careful tapping.

( 9 ) Carefully lift the No. 1-3-5 crankcase off and lay

aside. n t h contactsurface up. Do not pry castings
a p a r t . o r damage m l l result.
Figure 14. Compressing Valve Spring For (10) Lift crankshaft with connecting r o d s attached,
Installation and Removal of Locks. out of c r m k c - ~ s e .
(11) Remove crankshaft oil s e a l from front of shaft
and remove ail bearing i n s e r t s and thrust washers
from both a r e s erf the crankcase.
(12) Remore the camshaft and s t a r t e r pinion pivot
from tbe crankcase.
(13) Remove a11 connecting r o d s from the crankshaft
carefxlly. noting their position on the shaft before
C a r e must be taken when removing valves. to disassembling Figure 16).
prevent b u r r s on valve s t e m from scratching
valve guides.

(f) Crankcase.
(1) Remove the s i x push rod housing flanges by un-
screwing the 1/4-inch nuts which s e c u r e them to the
crankcase.
(2) Remove the push r o d sockets f r o m the hydraulic
valve lifters. Remove the hydraulic unit from each
lifter with the aid of a s m a l l wire hook (fig. 15).
Keep tappets numbered according t o the order r e -
moved - keeping assemblies grouped together.

NOTE

The plunger in the hydraulic unit i s not inter-

changeable in the cylinder. These p a r t s a r e
fitted together a t factory s o a s to give the
proper r a t e of leak-down.

NOTE

The valve tappet cam follower body cannot be

removed until the crankcase i s disassembled.
Place push rod housing connections over ends
of c a m follower to prevent their falling into
crankcase while crankcase i s being d i s a s - Figure 15. Removal of Hydraulic Unit
sembled. (See figure 23. ) F r o m Cam Follower Body.
p m - t o t m t o a u i m ~ x g *saAp?q q:oq ui saqn: a 3 r s s t d
n o \\v mo ~ o l qpur saApq q:oq $no uralO 'sauq ITO
aip moxj SSnld adid OM: aq: aAomaa - asroyutJC) (I)
.s:-red put s a g q m a s s t
-qns am qora JOJ p a q u o s a ~ dan? q a i q ~suoi:on.x:sui
Suiutalo lrioads am o: u a ~ i 3 aq ;snm uogua::r
xe1nag.red *auaso.raq ~ I Ms i n d pur sanquiassv
S U ~ M O ~a Oq JA t ~ d g sped auiSug JO Suiuraia (q)
-
- p a u p pur p a u r a p uaaq aAvq
Aam Ja:p aA::uaAa.Id :snx t q : i ~ s ~ ~1aa;s r d ; r a q , (p)
-J!'B passa-id'moo WM AJP pur pinIj Sui
- m a p ssaoxa n o u i r ~ pA I ~ ~ ~ o J O' p~a u: r a p uaaq a A q
s:xvd s n o a u r ~ l a o s ~pur
m sailqmasstqns aql Ja:jV (g)
- ~ o ~ suoT:on.nsui
aq am WI/A aouvpxooot
s
ui s u e d snoautIlaasim pur s a ~ ~ q m a s s e q n~0pu.1 am
u r a p 'paiqmasstsip uaaq svq auiSua a q .za:jv (1)
- p r a u a s (r)
.ONINVI^nC) 'fr
-JaAoo a m $0 apis:no am 010.1~JaSunld pus S u u d s
9aqsv3 'dro aApA JailaJ a i i n s s a ~ dno aq: aAomaa (g)
- s a a S dmnd v o OMJ put ~ a h o oaqJ $no J J ~
pur shiaxos d t o JaAoo dmnd n o xnoj aq: aAomaa (I)
-Alquiassv JaAo;) a s r o q u r ~ 3(3)
'aSI?35(UBJ3 911: $0 SaAIEq q}Oq
WOJJ SJaMOllOJ U I t 3 9AOUIaJ PUE ' S J ~ M O I T O J W E 3 J0
spua UIOJJ suoi:oauuoo Suisnoq p o q s n d aAouiaa ( t i )
 (2) Immediately rinse the part in running water; Table X provides data for proper inspection by the
then netraulize the action with a solution of one part Magnaflux method. When this process i s used, the
nitric acid in four parts water. Allow the dilute acid following precautions must be observed to a s s u r e
to act only long enough t o remove the black deposit reliable results and safe condition of inspected parts.
left by the alkali. (1) P a r t s must be free of carbon and oil.
(3) Rinse the part thoroughly and dry with com- (2) Crankshafts and piston pins must be polished be-
pressed a i r . The etching process will leave the s u r - fore inspection.
face perfectly clean, but the black deposit will r e - (3) All parts should be inspected for forging laps,
main in cracks and deep scratches. These may be s e a m s and grinding cracks which may have opened in
seen more clearly with the aid of a magnifying glass service.
and, thus distinguished. (4) The suspension liquid should be maintained a t a
(c) Dimensional Inspection. Diametrical and end strength of 1-1/2 ounce of red Magnaflux paste No. 9
clearances, interference (tight)fits, out-of - roundness per gallon kerosene.
and "run-outs" of all important part dimensions a r e (5) Before magnetization, a l l small openings and
listed in the Table of Limits, Section 13. In most oil holes leading to obscure cavities must be plugged
instances, each of two mating parts must be measured with either a hard grease o r similar non-abrasive
and their dimensions compared t o determine whether material, which i s readily soluble in lubricating oil,
o r not the fit is correct. This applies t o tight f i t s a s to prevent accumulation of magnetic particles where
well a s running fits. When a tight fit requires that they cannot be removed.
the female part be heatedbefore insertion of the male (6) All parts must be completely demagnetized after
part, both p a r t s must be measured at the same room inspection and between successive magnetizations.
temperature before heating of the former. Since new Demagnetization i s preformed by inserting the part
bearing inserts will be installed in the crankcase and in an alternating current demagnetizer, from which
all connecting rods, i t is unnecessary t o measure the it i s withdrawn slowly. Irregular shaped parts must
new bearing diameter. F o r this reason and others, not be withdrawn a t a rate of more than 12 feet per
certain parts should be inspected for individual di- minute.
mensions against individual limits o r the serviceable (7) The magnetic substance must be removed com-
limit of fit. Some dimensions for this purpose a r e pletely from a l l parts after inspection. All plugs
listed in Section 13. Other necessary dimensions are: must a l s o be removed. Both the wet continuous
(See Table IX. ) method and the wet residual method a r e used. In the
former process, the magnetic solution i s poured over
NOTE the part while it i s mounted between the poles of the
magnetizer, and application of the fluid i s stopped a s
Reground barrels. (. 015 inch oversize) the magnetizing current i s started. In the wet r e s -
must be within limits No. 36A, Section 13, idual process, the part is immersed in the magnetic
and taper may not exceed ,002 inch, with suspension fluid after it has been magnetized. Table
largest diameter, if any, a t bottom. Bore X shows the method recommended for inspection of
must be l e s s than .001 inch out-of-round, each kind of part.
and l e s s than. 001 inch out-of-square with
flange, full indicator reading, in length of NOTE
barrel.
If the crankshaft i s suspected of any defect
(d) Magnaflux Inspection. P a r t s listed in Table X not firmly established by inspection after c i r -
should be inspected a t eachoverhaul by the Magnaflux cular magnetization it should be demagnetized
process or an equivalent method of crack detection. and then, magnetized longitudinally for further
inspection.

TABLE IX. Table of Dimensions

NEW DIMENSION
FEATURE (INCHES)

Intake Valve Guide Bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3432 . .3442

Exhaust Valve Guide Bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .437 - .438
Cylinder B a r r e l Bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.062 - 4.064
C-125 Piston (Std) Diameter
*AtTop of Skirt. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.051 .4.053
*At Bottom of Skirt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.054 - 4.055
C-145, 0-300 (Std) Piston Diameter
*At Top of Skirt. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.049 - 4.050
*At Bottom of Skirt (Above 4th Groove) . . . . . . . . . . . . . . . . . . . . . . . . 4.052 .4.053
Piston Pin Bore Diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9217 . .9221
Piston Pin Diameter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9214 . .9216
Connecting Rod Bushing Bore. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9230 - .9235
Rocker Shaft Diameter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6082 . .6087
Rocker Arm Bushing Bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6097 . .6107
Camshaft Journals Diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3725 .1.3735
* Measured a t right angles t o pin bore.
 Two methods a r e used to support parts between poles e. Valve Seat Inserts - Examine for signs of erosion,
of the magnetizer for circular magnetization. They burning, pitting o r warping.
are: -
f. Valve Guides Examine for wear and looseness.
(a) Pads of copper braid or soft lead plate a r e in- If loose in cylinder head, o r if excessive clearance i s
stalled on the pole pieces, and the part i s clamped found between valve stem and guide, replace.
tightly between them to assure good contact and to g. Rocker Boxes - Examine for cracks and smooth-
prevent burning. ness of finished surfaces.
(b) The parts a r e strung on a copper rod, which i s h. Intake and Exhaust Flanges - Examine for nicks
held between the poles of the magnetizer. and b u r r s and smoothness of surfaces. Check studs
Following demagnetization the parts must be for being straight and tight.
thoroughly cleaned by spray and a i r blast. When dry, (3) Valve Mechanism.
the p a r t s should be flushed in a corrosion preventive a. Inspect exhaust and intake rockers for cracks,
oil. particularly around lubrication holes. Also inspect
(e) Inspection of Engine Parts. r o c k e r s for straightness, nicks and condition of
(1) Crankcase. bushing. Check rocker shaft for wear. See that
a. Check thoroughly for fatique cracks. lubrication holes a r e not obstructed.
b. Examine camshaft bearing, thrust washers and b. Examine pushrods for straightness by rolling
s t a r t e r pinion pivot for cracks and scratches and them on a flat plate. See that lubrication holes on
excessive wear. ball ends a r e not scored or obstructed.
c. Check studsfor damaged threads and straightness. c. Check valve springs for fractures, corrosion and
(2) Cylinders. for proper pressure and length as specified in Table
a. Cylinder Heads - Examine cylinder head for of Limits. Inspect ends of each spring for splitting
cracks. Small cracks found a t head fins a r e not and cracks.
cause for rejection. However, if cracks a r e of d. Inspect valve spring retainers and Feats for
appreciable size and indicate ultimate failure, r e - cracks and wear.
place the cylinder . e. Inspect valve spring retainer locks for wear and
b. Cylinder B a r r e l s - Inspect cylinder barrel flange galling on outside diameter and for wear and fit on
for nicks, evenness and for condition of cylinder valve stem.
hold-down nut recess. Inspect inside of cylinder f. Inspect exhaust valves carefully, using a magnify-
b a r r e l for dents and scoring, for corrosion a s indi- ing glass and magnaflux equipment for cracks on the
cated by r u s t and pitting, and for ring wear a s evi- end of valve stem. valve bead and in grooves for r e -
denced by a ridge near the top and bottom of the tain locks. Inspect valve stem and tip for scoring,
barrel. Also check inside of b a r r e l for out-of-round pitting and wear. Check valve face for warpage,
and taper, using a dial indicator. pitting and burning.
c. Spark Plug Inserts and Pins - Examine for g. Inspect intake valves as described in preceding
crossed or otherwise damaged threads and looseness paragraph-
of insert in head. h. Check hydraulic lifters in accordance with
d. Rocker Shaft Bosses - Examine rocker shaft instructions given in Section 16.
bosses for oversize and galling of bearing surfaces. (4) Oil Sump - Examine condition of sump in gener-
TABLE X. MAGNETIC PARTICLE INSPECTION
-Method of D.C. Possible
Part Magnetization Amperes Critical Areas Defects
Crankshaft Circular and Journals, fillets, oil Fatigue cracks,
Longitudinal holes, thrust flanges, heat cracks.
prop flange.
Connecting Rod Circular and All areas. Fatigue cracks.
Longitudinal
Camshaft Circular and Lobes, journals. Heat Cracks.
Longitudinal
Piston Pin Circular and Shear planes, ends, Fatigue cracks.
Longitudinal center.
Rocker Arms Circular and Pads, socket under Fatigue cracks.
Longitudinal side arms and boss.
Gears over 6 Inch Shaft Circular Teeth Teeth, Splines. Fatigue cracks.
Diameter Between Heads Two
Times 9 0
Shafts Circular and Splines, Keyways, Fatigue cracks,
Longitudinal Change of Section. heat cracks.
Thru Bolts Circular and Threads Under Head. Fatigue cracks.
Rod Bolts Longitudinal
NOTE: (*)
LONGITUDINAL MAGNETISM: Current applied t o solenoid coil surrounding the work.

CIRCULAR MAGNETISM: Current passed through work or through non-rnagnetic conductor

bar inserted through work.
al, checking for possible cracks or fractures. Check c. Inspect pistons visually for corrosion, cracks,
drain holes and Helicoils for damage. burning, scored or galled skirts and piston pin bear-
(5) Crankshaft and Connecting Rods. ings. Check ring lands for cracks by applying light
a. Remove counterweights. Inspect all damper pins side pressure. Measure skirt diameters and pin bores
and bushings for wear. for comparison with mating parts. Install new rings
b. Inspect propeller bolt bushing threads. of standard or proper oversize, and measure side
c. Inspect all crankpins and main journals for burn- clearances. Also measure gaps of new ring in cy-
ing, scoring, galling and excessive wear. (Refer to linder barrels. (Refer to Section 13 for all limits.)
Section 13 for limits.) (7) Crankcase Cover.
d. Inspect oil tubes for obstructions, and check a. Inspect cover for cracks, particularly around
tightness of tubes, bushings and plugs. stud holes, by using a magnifying glass and if neces-
e. Measure run-out of center journals and propeller sary, by etching any doubtful portions for possible
flange. (Refer to Section 13.) cracks. Inspect magneto mounting flanges for cracks,
f . Polish crankpins and journals. Inspect b y Magna- corrosion, burrs, scratches and flatness.
flux with circular magnetization. If in doubt, de- b. Check all studs on cover for cracksand tightness.
magnetize longitudinally. Plug oil holes before Stretched or loose studs must be replaced.
magnetizing. c. Inspect threads for oil pressure relief cap and oil
g. Inspect all connecting rods and caps for cracks, screens.
check alignment of crankshaft bushing with piston pin d. Inspect oil pump impeller and shaft bores in
bushing. The crankshaft hole and the piston pin hole casting. shaft bores in cover plate and plate surface
must be parallel with each other within .001 inch per for s c a ing and wear.
inch of length. (8) Camshaft.
(6) Pistons and Piston Pins. a. Inspect cam lobes and journals for scoring, wear
a. Check piston pin plugs for smoothness, wear and and pitting. Inspect screw holes.
proper fit in the piston pins. Discard piston pin plugs (9) Gears.
which a r e cracked or show excessive wear. If plugs a. Check magneto. starter, generator, oil pump,
a r e pressed in discard assembly. camshaft and crankshaft gears for cracks, nicks,
b. Check piston pins carefully for cracks, using burrs. wear and proper fit. Inspect camshaft gear,
magnaflux equipment. Also check piston pins for cranks&ft gear and magneto gears by Ivlagnaflux for
scoring, flat spots, out-of -round, straightness and fatigue cracks.
for proper fit in piston. Piston pins which a r e
cracked, our-of-round, bent, scored, or excessively
worn must be replaced.

11

REPAIR AND REPLACEMENT

1. GENERAL REPAIR.

2. CASTINGS. Remove the raised edges of nicks and i s a through hole that is subject to oil spray. It is
burrs on machined surfaces with a hard Arkansas advisable to drive the new stud with a tee handle stud
stone. Unobstructed flat surfaces. such as cover driver. Turn it slowly, and compare the estimated
plates etc. may be returned to true flatness if a torque with values listed in Section 13. Drive the
lapping plate is available. Use a fine grade lapping stud in until it projects a distance equal to others in
compound and move the part in a figure 8 motion the same group.
evenly.
4. HELICAL COIL INSERT INSTALLATION. Helical
3. STUD REPLACEMENT. Remove damaged whole coil thread inserts a r e factory installed a t various
studs with a standard stud remover or a small pipe locations. These inserts may be replaced, if dama-
wrench. Turn slowly to avoid over heating. Remove ged, with the aid of special tools procurable from any
broken studs which cannot be gripped by drilling on Authorized Distributor of the "Heli-Coil" Corporation.
center to the correct diameter for and unscrewing
them with a splined stud extractor. (Splined ex- 5. These inserts a r e helical coils of wire with a dia-
tractors and d r i l l s a r e usually sold insets.) Examine mond shaped cross section forming both a male and
the coarse thread end of the damaged stud to deter- female thread. Drilling and tapping depths for inserts,
mine its size. Standard studs have no marking. For being installed in blind holes, should be equal t o twice
oversize stud identification refer to Table XI. Clean the nominal diameter of the insert. The helical coil
the tapped hole with solvent and blow dry with com- drills and taps must be absolutely perpendicular to the
pressed air; then examine the thread. If it is not machined surface of the casting. Drilling should be
damaged install the next larger oversize stud. If the accomplished in a drill press after the casting is
old stud was maximum oversize, o r if the thread i s firmly supported, clamped and alignment checked.
damaged, the hole may be tapped and a helical coil For drilling and tapping aluminum alloy castings, use
insert installed for a standard size stud. Coat the a lubricant made of one part lard oil and two parts
new studs coarse thread with Alco Thread Lube if the kerosene toprevent overheating the metal and tearing
hole is blind o r with National Oil Seal Compound if it the thread.
4
25
6. To remove adamaged helical coil, use the proper (3) Repair cylinder bores which a r e slightly cor-
size extracting tool specified for the nominal thread roded, scored o r pitted by honing. Cylinder wall
size. Tap the tool into the insert s o the sharp edges finish should be a s specified in Section 13. If the
get a good "bite". Turn the tool to the left and back maximum allowable bore diameter, taper or out-of -
the insert out. To install a new insert, blow out all roundness i s exceeded, regrind and hone to clean up
chips and liquid, slide the insert over the slotted end a t .005 inch oversize if possible. If necessary, r e -
of the mandrel, and engage the driving tang in the grind and hone to .015 inch oversize. Refinished bore
mandrel slot. Wind the insert into the tapped hole must not taper over .0005 inch. with largest diameter,
slowly. The outer end of the insert should lie within if any, a t bottom. and it must be parallel to finished
the f i r s t full thread of the hole. Break off the driving surface of base flange within .001 inch in i t s full
tank with long nose pliers. length.
(4) Reface valve s e a t s which a r e pitted, burned or
7. PARTS TO BE DISCARDED. worn by removing the least amount of metal possible.
(a) Discard washers, nuts, screws, etc. which a r e Following the repair of valves. the valve seats may
bent, burred, nicked, stripped or otherwise deformed. then be lapped in with suitable valvegrinding com-
Discard external attaching parts if cadmium plating pound.
i s not intact.
(b) Replace any part found to be cracked unless it i s
an unstressed part that can be repaired by welding
without further damage or distortion to it.
(c) Discard all gaskets, packings, oil seals. lock After the valves have been ground and checked
washers, palnuts, elastic stop nuts, cotter pins, lock for proper seating. remove all t r a c e s of grind-
wire and hoses. ing compound with an approved cleaner.

8. REPAIR AND REPLACEMENT O F ENGINE (5) Replace valve guides if loose in cylinder head or
PARTS. if excessive clearance i s found between valve stem
(a) Crankcase. and guide. If guides are scored. they should be r e -
(1) Make r e p a i r s to the crankcase in accordance placed. Remove guides with t h e use of a suitable
with instructions given in paragraph 1 of this section. driver and an arbor press. Ream or broach to ob-
Particular attention should be given to removing tain specified fit with valve stems.
nicks and b u r r s from all finished surfaces, usinga (6) Remove and replace spark plug inserts which
fine stone and polishing with crocus cloth. a r e loose or leaking. Remove hard carbon from
(b) Cylinders. threads in inserts with a lap. being careful not to
(1) Replace cylinder and head assemblies which a r e remove any metal.
found to have loose heads or cracks, except for small (7) Remove burrs. nicks and roughness from exhaust
cracks near the surface of the cylinder fins. Small flanges with a fine file or scraper.
cracks on the end of cylinder fins should be carefully (8) Repair intake flanges by removing nicks with a
removed by filing. Round off sharp corners. stone. Polish flange with crocus cloth. Tighten studs
(2) Remove nicks on flanged surface of cylinder on intake flange, if necessary. and d r e s s threads,
barrel flanges by hand honing. Polish flanges with using thread chaser.

-
crocus cloth.
TABLE XI. STANDARD AND OVERSIZE STUD IDENTIFICATION

Oversize on Optional Identification

Typical Pitch Dia of Marks on Coarse Thread End
Part No. Coarse Thread - Color
(inches) Stamped Machined Code

Standard None 1

XXXXXXPO~Q .om GREEN

~~ .007 BLUE

XXXXXXP012 .012 GREEN

 ASSEMBLE BUSHINGS pins and oil seal race. Stone any nicks on finished surfaces.
FLUSH WITH BOSSES
AS SHOWN
(2) If threads of any propeller bolt bushing are damag-
ed, drive out old bushing, and draw in a replacement bush-
ing with the rounded side of the head toward the shaft. If
damper pin bushing in shaft or counterweights are worn,
drive out or press out old bushings, and drive or press in
replacements which have been chilled. Be sure to use cor-
rect bushings.
(3) Plug oil holes with soluble grease or fibre before
Magnaflux inspection. Remove plugs after inspection. Re-
I L-A LINE REAM BUSHING
move Hubbard plug before inspection. Install new plug
after inspection (except C145-2H shafts).
,r u
.
, 8 2 .u-u
LINE REAM BUSHING (4) Excessively worn shafts must be reground to .010
inch undersize and re-nitrided.
(a) Excessive localized brinelling of the crankshaft
dampener pin bushings can affect propeller blade tip stress-
es. It is, therefore, recommended that at each major over-
VIEW AA haul the pin bushings be inspected and replaced as required.
Only the crankshaft blade bushings are available in oversize.
Figure 17. Assembling Rocker Shaft Bushings. (b) Inspect in the following MannerNeasure the inside
(9) Stone finish surfaces of rocker boxes for nicks and diameter of the bushing across points A,B and C. Take the
scores. Polish surface with crocus cloth. average of A and B and deduct this from C. If the differ-
(10)If the rocker shaft is excessively loose in the cylind- ence exceeds 0.001 inch, the bushing or counterweight
er head support bosses they may be brought back t o stand- should be replaced.
ard size by boring or reaming in line and installing repair
bushings. The center line of the enlarged boss bores must be
9.901-9.911 inches above the cylinder base flange mounting
surface, in order that the reamed bushing bores will main-
tain the same distance. This dimension is important, be-
cause variations in spacing of the rocker axis from the cam-
shaft will change the mechanical clearance in deflated valve
lifter units and may make them inoperative. The minimum
boss wall thickness measured at the edge of the center boss
prior to any reaming and bushing must be 0.240 inch. The
bore surface must be 60 RMS after rcarning.(See Figure
17.)
(c) Valve Mechanism.
(1) Remove nicks and scores from exhaust and intake
rockers and polish finished surfaces with crocus cloth.
(2) Polish valve rocker bushings for slight scores and
roughness.
(3) Straighten pushrods which arc slightly bent by t a p Figure 18. Measurement of Dampener Bushing.
ping into proper shape, using a light mallei. Polish ball ends
with crocus cloth. Loose or badly worn ball ends must be 1. The C measurement should be the point of max-
replaced by complete pushrod assembly. mum diameter, which is generally a point perpen-
(4) Valve springs which are broken at flat ends cannot dicular to the lengthwise centerline of the crank-
be repaired satisfactorily and, therefore, should be re- shaft.
placed. 2. Measurements A and B should be taken at points
(5) Remove scores or burrs from valve spring scats by approximately 60Â either side of point C.
stoning and polishing. 3. After removing the bushings from the crankshaft
(6) Polish valve spring seat locks with crocus cloth in- blades, measure the inside diameter of the holes.
side and outside diameter. Select a replacement bushing which will give an
(7) Stone valves t o remove burrs and scores in the lock interference fit of 0.001 t o 0.002 inch.
grooves and on stem tips. If tips are worn, they should be
dressed with a fine emery wheel to secure a flat surface, (c) Replacement bushings are available in standard,
square with valve stem. Replace warped or badly pitted 0.0015, 0.003 and 0.005 inch oversize on the outside dia-
valves. Use a standard valve refacing machine for condi- meter.
tioning valve contact faces and lap into valve seats. (d) A special tool for removing and replacing these
(d) Crankshaft and Connecting Rods. bushings has been developed by Borrough's Tool and
(1) Before Magnaflux inspection, polish journals, crank- Equipment Corporation,2429 North Burdick Street,
 Kalamazoo, Michigan. I t is recommended that this (2) Remove dents f r o m housings by tapping with a
tool only be used f o r these operations. Removing and soft mallet while on a suitable mandrel.
replacing bushings with makeshift tools and methods (3) Replace cracked flanges, housings, o r clamps.
can result i n i r r e p a r a b l e damage t o the crankshaft (k) Ignition System.
and/or dampeners. Order tool direct f r o m Borrough's Replace a l l ignition cable assemblies.
Tool and Equipment Corporation. (1) PROTECTIVE COATING. The manufacturer
(5) Stone small nicks in connecting rods. Replace protects a l l aluminum alloy castings, sheet metal and
bolts if damaged in any way. Replace damaged nuts. tubing f r o m corrosion by treating all burfaces of the
P r e s s out excessively worn bushings; smooth p a r t s with "Alodine 1200" (American Paint and Chemi-
bores; oil new bushings, and p r e s s in with split a t cal Company, Ambler, Pennsylvania).
450 from axis toward big end. ( m ) APPLICATION OF "ALODINE 1200". In the
(e) Pistons and Piston Pins. event the original finish of an aluminum part has de-
(1) Remove s m a l l s c o r e s from piston s k i r t s with a teriorated o r has been removed, the part may be
hard Arkansas stone and from pin bores with crocus "Alodized" a s described in "Alodine Manufacturer's
cloth. Polish old type pins to obtain c o r r e c t c l e a r - Technical Service Data Sheet No. AL-1200-D."
ance and a l l pins to a smooth surface before Magna- Wrought o r die cast (smooth surface) parts, such as
flux inspection. valve rocker covers and intake tubes, a r e tumble
blasted, p r i o r to machining, if any, to roughen surface
before treatment. Such treatment should not be em-
ployedin overhaul work shops on p a r t s with machined
surfaces. "Alodine", unlike enamel o r primer, will
not flake o r peel off t o contaminate engine lubricating
Do not reduce original piston surfaces. oil. Corrosion protection can therefore be afforded
Never use abrasive paste, wire brushes or t o a l l interior aluminum surfaces and parts. If enamel
buffers on pistons. After r e p a i r , re-check coating is required f o r a part previously treated with
dimensions. 'Alodine", application of a p r i m e r before painting is
not necessary. "Alodizing" will be performed after
(2) Replace cracked, burned o r heavily scored all machining and/or repair operations have been
pistons with new p a r t s of proper size for cylinder completed. The surface color of a n "Alodized" part
b a r r e l s . Maintain s e t within 1/4 oz. difference in may vary from light goldtodark brown. When a part
weight of any two pistons. Replace worn plugs in is treated with "Alodine 1200", the thickness of the
C 125 piston pins of old type. film, o r build-up, on the mating o r bearing s u r f a c e s
(3) Replace old piston r i n g s with new standard rings is s o s m a l l that the effect on dimensional tolerances
in standard barrels. Use .005" O.S. rings with is negligible.
standard pistons in .005" O.S. b a r r e l s . Use .015" (n) REPAIR OF "ALODIZED" SURFACES. If
O.S. pistons and r i n g s in reground b a r r e l s . "Alodized" p a r t s have beer. rernachined, rubbed with
(f) Crankcase Cover Assembly. abrasives o r scratched in handling s o a s t o expose
(1) Stone nicks and s c o r e s on finished s u r f a c e s , and a r e a s of b a r e aluminum, the surface may be repaired
chase female threads, if necessary. Stone b u r r s on by local application of "Alodine" solution in the fol-
oil s c r e e n and relief valve cap threads. lowing steps:
(2) Stone small s c o r e s and nicks on oil pump gear 1 ) Clean bare a r e a thoroughly with carbon tetrachlo-
teeth. Discard worn and deformed parts. ride. Do not, under any circumstances, use an oil
(3) Replace tachometer drive housing oil seal. and base solvent or s t r q alkaline cleaner.
stone b u r r s on housing thread. 2 ) Mix a small quantity of hot water (180' F. ) with
(g) Camshaft and Hydraulic Valve Lifters. 1- 1 2 to 2 ounces d "Alodine 1200" powder t o form a
(1) Stone light s c o r e s on c a m lobes. journals and paste, ther. gradually dilute with hot water until one
valve lifter bodies. gallon of solution is attained. This solution is t o be
(2) Replace camshaft if lobes a r e pitted o r if lobes adjusted by addition of nitric acid t o a P H value of
o r journals a r e excessively worn. Replace complete 1.5 to 1.7.
hydraulic unit if any part i s worn or damaged. (Re - 3 ) Apply solution with rubber s e t paint brush in such
fer t o Section 16.) a manner that solution flows over b a r e a r e a . Allow
solution t o remain on a r e a from one t o five minutes,
o r until color of new film is approximately that of the
original.
( 4 ) Flush part with c l e a r water and d r y with warm
a i r current. Do not air blast o r rub with cloth to d r y
Do not drop valve lifters o r allow them t o be new film area. If color is too light, repeat step 11311
damaged by contact with other objects. until desired color is attained.

(h) Gears. NOTE

Stone light s c o r e s and nicks on a l l gear teeth.
Replace any gear whose tooth profiles show exces- If "Alodine" does not adhere t o a metal, a
sive wear, heavy scoring o r b u r r s . more s e v e r e cleaning method must be used.
(i) Intake Elbows and Manifolds. A solution of 12 t o 16 ounces of Oakite No.
Discard and replace cracked parts. Lap parting 61, o r equal, per one gallon of water is
flanges t o t r u e , flat surfaces. preferred. Apply and remove the solution
(j) Pushrod Housings, Flanges, Clamps. with caution, because a n alkaline cleaner
(1) Lap flange parting surfaces flat. of this type will remove any "Alodine" film
 previously applied. Remove cleaning solu- be necessary to apply zinc chromate primer
tion thoroughly, using plenty of hot water except to surfaces completely stripped of
and brushing vigorously. "Alodine".

(0) ENAMEL COATINGS. Ferrous parts, when CAUTION

baked with gold enamel, will be baked with infra-red
equipment for 15 minutes at 275-285' F. following Before application of primer and enamel to
application of each coat. a part, carefully maskall connection joints
and mating surfaces. No primer o r enamel
NOTE is permissible on interior surfaces of any
parts contacted by engine lubricating oil
If a part which was originally "Alodized" after assembly.
i s t o be refinished with enamel, i t will not

Section 12

REASSEMBLY, FINAL ASSEMBLY, TIMING A N D

TESTING
1. REASSEMBLY OF MAJOR SUB-ASSEMBLIES.
(a) Cylinder and Valve Assembly Procedure. NOTE
(1) Apply a light coat of oil on valve stems. From
inside of cylinders and head assembly, assemble The connecting rod bolts must be assem-
intake valve through intake valve guide. In the same bled on the connecting rods with the
manner, assemble exhaust valve through exhaust threaded end pointed towards the piston
valve guide. pin bushing. Torque nuts t o low limit - i f
(2) Holding the valve s t e m s so that head of each cotter pin will not enter increase torque
valve i s against valve seat, mount cylinder and head gradually up to high limit only. If cotter
assembly over suitable holding block on bench. As- pin will not enter in this range replace nut
semble intake and exhaust valve spring retainers and repeat. In no case shall nuts be tor-
over valve guides. qued below low limit o r over high limit.
(3) Assemble three valve springs over exhaust (Refer to Section 13 for Torque Limits. )
valve and guide and onto the valve spring retainer.
Assemble valve spring seat over valve stem with (3) Place 5th order counterweight (with pin) on
spring lands towards springs. notched crankcheek blade of C145 and 0-300 crank-
(4) Using valve spring compressor (Fig. 14), a s - shafts. Install two damper pins, retaining plates and
semble valve spring seat locks in groove on valve snap rings. Similarly, install 6th order counterweight
stem s o that large diameter of locks a r e towards end on opposite blade.
of valve stem. (c) Pistons and Piston Pins.
(5) Assemble valve springs over intake valve and (1) Install all piston rings with the work "TOP"
guide in the same manner as described above. facing head of piston. Install the slotted oil control
(6) Assemble new rubber pushrod housing connections ring in the bottom groove, the two plain compression
and clamps on the pushrod housings. pushing them rings in 2nd. and 3rd. grooves and the chrome faced
toward the cylinder head for clearance when the ring in the top groove.
cylinders a r e assembled to cr<uikcase. (2) Install a piston pin assembly partially in each
(7) Install new cylinder base packing on cylinder piston, but clear of the rod recess.
b a r r e l base, using a very thin film of sealing com- (d) Crankcase Cover Assembly.
pound on the cylinder flange on the flat surface that (1) Install oil pressure relief valve plunger, spring,
will contact the crankcase. gasket, and cap into crankcase cover.
(2) Install oil pump drive gear in lower bore of
cover with square shaft end forward. Install driven
gear in upper bore with slotted shaft end to r e a r .
Apply oil between gear teeth and assembly pump
cover. Install four cover retaining screws and
Do not pick up cylinders by pushrod housings washers. Tighten screws moderately.
a s they a r e only pressed into the rocker box (3) Test the oil pump gears for free running in the
and a r e easily bent. Any bending o r misalign- case. If they a r e free from binding, tighten cap
ment will result in an oil leak. screws and safety wire. See that safety wire i s
pressed tightly against the oil pump plate to prevent
(b) Connecting Rods and Crankshaft. interference.
(1) Install new bearings inserts of standard or (e) Intake Manifolds and Hose Connections.
undersize, a s required, in r o d s and caps. (1) Push a new hose connector on each manifold
(2) Apply a thin coat of oil on bearings and assemble outlet, and place 2 clamps on each hose.
connecting rods in their proper positions on the (f) Crankcase Mounting Brackets.
crankshaft with the connecting rod numbers pointing (1) Assemble the four crankcase mounting brackets
up (Fig. 16). with Lord bushings onto mounting flange studs of
 , lock

(1) Mount the2-4- 6 case half, with parting flange

up, on a suitable engine stand which will permit tilting
the crankcase to horizontal andupright positions. Lay
the 1-3-5 case half on the bench, with parting flange
up. Spread a thin continuous film of No. 3 Aviation
Permatex on the left crankcase parting flange. Take
care that the Permatex does not get on any other part.
Lay lengths of No. 50 silk thread on parting flange.
Thread should be on inside of bolt holes but never on
the flange edge. Coat the oil seal recess of each
casting with light weight Tite-Seal o r an equivalent
gasket paste.
(2) Dip valve lifter bodies in light oil and install
'each in its original case guide. (Fig. 19. ) Push a
used pushrod housing connector over the outer end of
each lifter in the 1-3-5 side to retain them when the Figure 20. Installing Crankshaft Thrust Washer.
casting is inverted.
(3) Install a new insert, of proper size for the
crankshaft journals, in each main bearing boss. (3) Check crankshaft end clearance between either
Tangs must engage case notches and insert ends washer and shaft flange.
should project very slightly. (c) Assembly of Crankcase.
(1) Remove spring from new crankshaft oil seal.
Twist seal, and pass it over the shaft race behind the
propeller flange, with lip to rear. Coat seal lip and
shaft race with Gredag #44. Pass the spring around
the shaft, and hook the ends. Lift the spring pro-
gressively into the seal groove. Lift the crankshaft
slightly, and push the seal into the recess. The split
must be 20Â from the parting surface on the upper
side of the case.
(2) Invert the 1-3-5 case half, and place it on the
2-4-6 half, guiding the through stud (or studs) through
the opposite holes and the upper connecting rods
.
through cylinder ports. (See Fig. 23 ) Install new
"0"rings in grooves of through bolts before assem-
bling case halves, and install proper new "0" rings in
through bolt grooves before inserting the bolts. In-
sert the seven long and two short through bolts. Check
f i t of pivot and seating of castings.
(3) Install the four 3/8-inch through bolts through
the bottom oi the case. lastaU lifting eye, spacers,
washers, screws and nuts in 4th and 5th holes from
. . -.- - rear of upper flange. Install other flange screws,
Figure 19. and tighten oats securely. Install spacers, lock-
vasbers and nuts on ends of two short front through
bolts, on left end of upper front long through bolt and
(4) Install the starter pinion pivot oveir the tlmW in on ends d rear through bolts. Tighten bottom through
the 1-3-5 side recess. (See Fig. 21. ) bolt lots. Tighten slotted nuts of short tie bolts only,
(5) Oil camshaft bearing surfaces in crankcases and and install cotter pins.
lay camshaft in the cam bearings of No. 2-4-6 (4) Attach 1-3-5 side mount brackets to stand. In-
crankcase. Check camshaft for end clearance in stall the breather elbow. Place crankcase in upright
accordance with limits as set forth in the Table of position. Install palnuts on flange screws.
Limits. (d) Installing Gear, Crankcase Cover and Sump
(b) Installing Crankshaft and Connecting Rods. (1) Rotate crankshaft to place No. 1 piston on T.D.C.
(1) Oil bearings thoroughly. Lay crankshaft and (2) Assemble crankshaft gear with timing mark fac -
connecting rod assembly in the 2 -4-6 side bearings. ing camshaft. Secure with four 1/4-inch cap screws,
Avoid striking through studs, and guide lower rods screwed down finger -tight.
through cylinder ports. (See Fig. 22. )
(2) Insert the plain bronze thrust washer half a t each NOTE
end of the front main bearing, and rotate to lower
side. Place the pinned half washers against shaft The holes in the crankshaft gear and camshaft
flanges, and rotate the pairs until pins lie within case gear a r e s o spaced that it i s impossible to
notches. Lubricate washers. (See Fig. 20. ) assemble the gears to the shafts incorrectly.
 (3) Turn camshaft so that the unthreaded hole is (6) Rotate engine
r d one o'clock. Assemble cam gear to gasket over studs at
so that the timing mark on the cam gear oil samp using plain 1
teeth meshes between the two timing marks on the aw* "its, tar" 4 s
crankshaft gear. The timing mark may appear as a
chisel mark on the inner rim area or as a circular
punch impression on the end of the teeth as shown in
Figure 24. Secure with four 1/4 inch cap screws.
Place a screwdriver in one of the lightening holes in
the cam gear and rotate gear until screwdriver is
blocked against the crankcase, preventing gears from
turning when cap screws a r e tightened. If the cam
gear does not have lightening holes utilize other suit-
able means, suchas a proper wedge between the teeth
of the crankshaft and cam gears to prevent the gears
from rotating when the cap screws a r e tightened. Be
sure the wedge does not damage teeth of the gears.
Use a standard 7/16 inch socket when tightening, (F@.
24. )
(4) Remove screwdriver or wedge from cam gear
and check backlash of gears.
(5) Safety wire cap screws on both gears.
must be taken to press wire tightly against the
body to avoid any possibility of interference Wb l b
screws of the oil pump cover.
 (7) Place crankcase cover gasket over end of crank- NOTE
case and mounting studs. Assemble crankcase
cover assembly over gasket and studs. (Fig. 25) Be s u r e that the hydraulic unit is working
properly meshing the oil pump drive gear into the properly and smoothly by depressing the pis-
cam gear. Install six washers, lock washers and nuts ton with the thumb several times. Units
to studs. Install 3 washers, lock washers and cap should be deflated of trapped a i r and oil by
screws through gear cover into oil sump (5 in new releasing the ball check. Insert a 3/32-inch
type cover). diameter rod in tube of unit (rod should have a
(8) Tighten crankcase cover retaining nuts first. dull end) so as to lift ball check from seat
Then tighten 3 (or 5) cover -to-sump screws fully. while piston is being depressed.
Tighten sump retaining nuts, starting a t front. Re-
lease cover screws while r e a r nuts a r e tightened. (2) Insert hydraulic units, tube end first, into the
(9) Install the two oil screens in crankcase cover cam follower body. Insert tappet cups (flat side to-
using new gasket between screens and cover. Tighten ward hydraulic unit) on top of hydraulic units in the
oil screens and secure with safety wire to the cap cam follower body.
screws, holding crankcase cover to oil sump. Use (3) Place poshrod housing flange gaskets over studs
safety wire between center crankcase cover cap on knming pads in crankcase. Install push rod hous-
screw and oil sump drain plug. Safety wire oil pres- ing f h g e a over studs and gaskets.
s u r e relief valve cap to nearest stud holding crank- (4) Secure flaqges to crankcase with washers, lock
case cover to crankcase. washers and aots. Tighten middle nut of flange first.
(e) Installing Hydraulic Units and Pushrod Housing Do not t@&em mats excessively, a s the flange may be
Flanges. cracked orgufcet damaged.
(1) Rotate engine stand s o that crankcase is in (f) lostallilK CyUBders-
flight position. Oil hydraulic units with thin coat of (1) Coat inside of cylinder barrels generously with
light oil. a light oiL

Figure 23. Installation of Crankcase 1-3-5 Over rankc case 2-4-6.

1
 (1l)Test crankshaft for free rotation.
(g) Installing Air Intake System.
(1) Place gaskets on cylinder intake flanges. Attacn in-
take elbows on the two studs on the flange, and secure with
washers, lock washers and nuts.
(2) Place gasket on intake mount pad of oil sump and
install intake manifold securing with washers, lock washers
and cap screws.
(3) Push hose connections over ends of intake manifold
and intake elbows. Install clamps on both ends of each
connection and tighten securely.
(4) Place gasket over four studs a t carburetor, mounting
flange at bottom of oil sump. Assemble carburetor to
mounting flange at bottom of oil sump. Secure with four
Figure 24. Installation of Gears in Crankcase washers, castle nuts and safety wire.
(h) -Installing Ignition System.
(2) Before installing each cylinder, coat its piston pin (1) Assemble lower spark plugs with gasket in each cy-
and connecting rod bushing with light oil. Place the crank- linder.
pin at T.D.C., and install the piston with number forward. (2) Determine the firing position of cylinder No.1 in
Coat the piston with the same oil. the following manner:
(3) Stagger gaps in piston lines on the piston so that a. To determine that the piston is on the compression
they are evenly distributed around the piston t o prevent stroke, place thumb over upper spark plug hole on No.1
blow-by. cylinder and turn crankshaft in the direction of rotation.
(4) With one hand compressing the sted damping band The intensity of the pressure will indicate that the piston is
around the rings, assemble the cylinder band ewer the top on the compression stroke. The top center (TC) mark
of the piston (Fig. 26.) stamped on the propeller flange edge will align with the
crankcase split below the crankshaft when No.1 piston is at
top dead center. Other flange marks indicate angles from
24O to 32O before top center. Use a flat metal indicator or
square t o align the marks with the split.
Do not pick up cylinder by puhrod housings. b. Tap the crankshaft forward to the firing angle
Make sure piston pin plugs are in place. specified in Section 1 for the model and magneto to be in-
stalled.
(5) Steady the cylinder, pusbhg it aBefaOy back to the (3) Installing and Timing Magneto t o the engine.
mounting studs, moving the s t c d bud back a the piston. a. Before installing magnetos, be sure they have been
Remove steel band when cylinder is p d d on the full correctly timed and checked in accordance with Section 15.
length of the piston.

-
(6) Assemble cylinder flange over 6 a
Be sure that cylinder base packing is propcdy m p k e aad
not twisted. Assemble nuts on studs a d dody d
evenly. See Table of Limits for the of tor
que t o be applied on nuts.
(7) Rotate crankshaft t o a positim d a e exbast d
intake valve would be closed. Insert poshrods
hold rocker arms in place and push in the rocker am duft.
Be certain that the rocker arm with the 08 sqÑ bole st
the top of the foot is in the exhaust position and (he rocker
arm without the oil squirt hole is in the intake potion.

NOTE
Check t o make sure ball cup is property installed m
tappet body before inserting push rods.

(8) Assemble gaskets on rocker box flanges and install

valve rocker box covers and secure with lock wasbecs
and fillister screws.
(9) Slip pushrod connections and clamps down we
pushrod housing flange.
(10)Assemble the remaining cylinders in the same man-
ner as described above. Figure 25. Installation of Cover to Crankcase.
 b. Rotate the magneto drive gear, attached to the
magneto, until the timing marks on the chamfered
tooth of gear and timing pointer a r e opposite each NOTE
other as seen through the timing window in the mag-
neto cover. At this position the breaker contacts If timing light is used, rotate engine back-
should begin t o open. wards until light comes on, then tap crankshaft
c. All adjustments for exact timing a r e made at the forward until points break and light goes out.
drive end and not by altering the position of the
contact points. See that the mounting faces a r e clean g. Install other magneto on the engine following the
and smooth, place gasket on mounting flange and with same procedure outlined above.
the timing marks (as described in b. above) opposite h. Remove timing equipment from engine.
each other, install the magneto on the engine and i. Before installing ignition cables, refer t o Fig. 10,
secure with i t s mounting nuts. Exact timing is ob- 11, o r 12 and check connections from magneto ter-
tained by turning the magneto through the angle pro- minals t o spark plugs by position and length of wires.
vided, by the slots in the magneto flange. Radio shielded cable assemblies should be new, com-
d. Shift the magneto case clockwise to the limit of
plete assemblies. For Scintilla S6LN-21 magnetos,
the flange slots. The breaker points should be closed. cable assemblies a r e sold complete with magneto out-
e. Insert a ,0015-inch feeler between breaker points let plates, ready t o install. Complete cable assem-
and tap mounting flange in a counterclockwise direc- blies f o r Scintilla SF6LN-12 magnetos a r e still sup-
tion until the exact point of release i s obtained. plied. They are complete with proper terminals and
cable brackets.
NOTE
NOTE
If a Bendix Scintilla No. 11-851 timing light
or i t s equivalent i s available, it should be It is recommended that all ignition cable
used to determine the opening of the contact brackets designed for attachment to cylinder
points rather than using a feeler gauge. The base studs be removed from service. New
use of shim stock or cellophane s t r i p s in- cable assemblies are equipped with brackets
variably introduces a possibility of fouling to be attached, over spacers, to 3rd and 6th
the points, since oil and dirt i s nearly always holes from rear of upper crankcase flange
present on such feeler strips. with 1-5/8-inch screws.

f. To check timing tighten m a g n e t o retain- (1) Install spark plugs after spreading a film of BG
ing nuts; back up crankshaft about lo0. Insert feeler mica thread lubricant on their 18 mm. threads.
or watch light, and tap shaft forward until breaker Tighten t o specified torque.
points open. Check crankshaft angle. (2) Install cable brackets on crankcase flange and on
crankcase cover &n&. Then install unshielded spark
plug safety terminals or shielded terminal sleeves
unim nuts. Instdl terminals o r outlet plates in
awsetOB-
(3)- --IN AND TEST PROCEDURE
MAJOR OB TOP OVERHAUL.
of "running-in" re-assembled en-
to to permit initial lubrication and seating of
frta at relatively low speeds and temperatures.
m period also serves a s a test of operation
of 8lI -ts. For this reason all instruments
be watched closely throughout the test s o that
the efiBe may be stopped at the first indication of
tr-. It must be emphasized that subsequent
c e and operation of the engine i s likely to
be adversely affected by careless run-in procedure.

Air cooled engines depend on a rapid flow of

cool air through cylinder fins to maintain cy-
linder temperature within the specified limit.
The air must actually pass through the fins to
do i t s job. Special baffling and a .scoop may
be necessary on test stands. Cylinder head
and oil temperatures must be recorded and f
observed continuously. At no time may the
Figure 26. Installing Cylinder on Crankcase. limits specified in Section 1 be exceeded
without damage.

34
 The best run-in r e s u l t s a r e obtained by the u s e of gasket under the down-stream s p a r k plug of the
a suitable t e s t stand, t e s t propeller and t e s t cell hottest cylinder. Locate the cylinder by experiment.
equipped with adequate instrumentation. But when Use the most accurate cylinder temperature gauge
these facilities a r e not available and the engine is to obtainable. Check accuracy of oil temperature and
be run-in while installed on the airplane, a l l cowling p r e s s u r e gauges frequently.' A fuel flow meter o r
and baffling should be removed, the engine headed weighing device will be necessary in order t o d e t e r -
into the wind and a 4-bladed T e s t Club type propeller mine fuel consumption accurately enough t o check
used. A flight propeller is not designed for ex- carburetor performance.
tended periods of ground o r t e s t operation. The following schedule should be followed when-
T o a s s u r e that the specified maximum cylinder ever wearing p a r t s a r e replaced and always after
temperature will not be exceeded: Install a s p a r k major o r top overhauls.
plug gasket type thermocouple in place of the regular

TABLE XIL TEST OPERATING LIMITS

Feature C- 125 C-145 0-300

Maximum Take-Off Power . . . . . . . . . . .. 195-2550 145-2700 145-2700

Maximum Continuous Power . . . . . . . . . .. 125-2550 145-2700 145-2700
Full Throttle Speed RPM ............. 2550-2650 2700- 2750 2700-2750
Idle RPM and Tolerance ............. 500^25 RPM 50Of25 RPM 500k25 RPM
Fuel Grade Octane. . . . . . . . . . . . . .
. . 80 '87 80/87 80187
Fuel Consumption a t Full
Throttle (#/Hr. ) ................ 63-68 lbs. 71.5/76.5
Fuel P r e s s u r e (psi) Inlet - Carburetor
Max. Allowable ............... 6 6
Min. Allowable ................ .4 .4
Recommended Flight Minimum. ......... .4 .4
Engine Intake Air Temperature . . . . . . . . .. Ambient Ambient Ambient
Manifold Vacuum a t Full Throttle . . . . . . . .. 1.0- 1.8" Hg. 1. 5-2. 5" Hg. 1. 5-2. 5" Hg.
Manifold Vacuum a t Idle ............. 17.0" Hg. Min. 15. Ot'to17. OttHg. 15. Ot'to17. 0"Hg.
Oil Grade
Above 40' F. .................. 40- 50 40-50
Below 40' F. .................. 20-30 20-30
Oil Consumption a t Maximum . . . . . . . . . . . 2.2 lbs. Hr. . 9 5 lbs. 1/2 Hr. . 9 5 lbs. 1/2 Hr.
Oil Temperature (Desired Range) . . . . . . . . . 150-200' F. 150-200' F. 150-200' F.
Oil Temperature Maximum . . . . . . . . . . . . 225' F. 225' F. 225' F.
Oil P r e s s u r e a t Full Throttle (psi max. >
. . . . . . . . . . . 35-50 psi
(Oil Temp. 175' t o 185' F. ) 35-50 psi 35-50 psi
Oil P r e s s u r e a t Idle (psi min. )
(Oil Temp. 140Âto 150' F. ) . . . . . . . . . . . 10 psi 5 psi 5 psi
Timing of Engine & Tolerance
Right . . . . . . . . . . . . . . . . . . . . . 28*1Â BTC 26*1Â BTC 26*1Â BTC
Left . . . . . . . . . . . . . . . . . . . . . 30'^1Â BTC 280210 BTC 280210BTC
Magneto Drop a t Full Throttle.. . . . . . . . . . 75 RPM 100 RPM 100 RPM Max.
..
Cylinder Head Temperature a t lower s p a r k plug. 550' F. Max. 525' F. Max. 525' F. Max.
thermocouple
Crankcase P r e s s u r e............... 1.0" HgO Max. 1.0" HgO Max. 1.0" H a 0 Max.
Ref. ( F o r Trouble Ref ( F o r Trouble Ref ( F o r Trouble
Shooting Only) Shooting Only) Shooting Only)

* Any sudden i n c r e a s e in crankcase p r e s s u r e and rapid fluctuation of manometer usually indicates sticking
of rings.

Before removing cylinders check crankcase breather and manometer.

 TABLE Xm. STANDARD ACCEPTANCE TEST FOR C- 125

Period Time-Minutes RPM

1 10 900 Warm-up
2 10 1100
3 10 1200
4 10 1400
5 10 1600
6 10 1800
7 15 2000
8 15 2200
9 15 2400
10 20 2460
11 5 500 ^ 25 Idle - Cooling Period

NOTE

Stop engine, d r a i n oil, weigh oil in for oil con-

sumption determination and replace in engine.

START OIL CONSUMPTION DETERMINATION

Period Time-Minutes RPM

Warm-Up
2550-2650 Full Throttle & Check Magnetos
S e e A & B)
500 = 25 -
Idle Cooling Period

NOTES

Readings must be recorded a f t e r completion of each 15 minute interval d u r i q oil consumption run.

Magneto drop t o be taken a f t e r completion of oil consumption run. Engine must be throttled to specified
RPM and temperature allowed t o settle out before taking magneto drop.

Oil consumption a t a r a t e of 2.20 lbs. /hr. maximum is acceptable. If value in e x c e s s of 2.20 Ibs. /hr. is
determined, r e - r u n 1 hour. If consumption is still excessive, return engine t o assembly for complete
re-check of construction.

Oil consumption at a r a t e of 1.10 lbs. /l/2 hr. maximum i s acceptable. If value in e x c e s s of 1.10 lbs. /hr.
is determined, r e - r u n f o r 1 hour. If still excessive, return t o assembly for complete re-check of
construction.
 TABLE XIV. STANDARD ACCEPTANCE TEST FOR C- 145, 0-300

Period Time-Minutes RPM

1 5 Warm-up t o 2400
2 10 2450
3 10 2700-2750
4 5 500 25 Idle - Cooling Period

NOTE

Stop engine, drain oil, weigh oil in f o r oil con-

sumption determination and replace in engine.

START OIL CONSUMPTION DETERMINATION

Period Time-Minutes RPM

5 Warm-up See Item A

25 2450
5 2700-2750 Full Throttle & Check Magnetos
See Item B
5 500 * 25 Idle - Cooling Period
NOTES

A. Readings must be recorded after completion of each 15 minute interval during oil consumption run.

B. Magneto drop to be taken after completion of oil consumption run. Engine must be throttle to specified
RPM and temperature allowed t o settle out before taking magneto drop.

C. Oil consumption a t a r a t e of .95 lbs. /hr. maximum i s acceptable. If value in excess of . 9 5 lbs. / l / 2 hr.
is determined, re-run for 1/2 hour. If still excessive, return to assembly f o r complete re-check of
construction.

FINAL TEST RUN AFTER PARTIAL OR COMPLETE TEARDOWN. MINOR OR MAJOR PARTS
REPLACEMENT.

ENGINE TO HAVE FULL "STANDARD ACCEPTANCE TEST".

 TABLE XV.

SHORT TEST AFTER PARTIAL OR

COMPLETE TEARDOWN FOR C-125
(NO MAJOR PARTS REPLACED)

Period Time-Minutes RPM

1 5 900 Warm-up
2 5 1150
3 5 1400
4 5 1600
5 5 1800
6 5 2200
7 5 2460
8 5 500 = 25 Idle - Cooling Period

NOTE

Stop engine, drain oil, weigh oil in for oil con-

sumption determination and replace in engine.

START OIL CONSUMPTION DETERMINATION

Period Time-Minutes RPM

9 5 Warm-up
10 30 2550-2650 Full Throttle & Check Magnetos
See Items A & B
11 5 500 :25 Idle - Cooling Period
NOTE

Stop engine, drain oil, weigh and record engine

oil consumption.
Inspect engine and apply corrosion prevention
treatment in accordance Service Bulletin M74-9.

A. Readings must be recorded after completion of each 15 minute interval during oil consumption run.

B. Magneto drop to be taken after completion of oil consumption run. Engine must be throttled to specified
RPM and temperature allowed t o settle out before taking magneto drop.
 Section 13

TABLE OF LIMITS
Fig. Ref. New P a r t s Service
No. No. Description Min. Max. Limit

CRANKCASE
27 1 Valve lifter guide ............... Dia:
27 2 ...........
Cylinder i n crankcase b o r e Dia:
.........
Prop. Hyd. valve i n crankcase Dia:
28 3 .............
T i e bolts in crankcase Dia:
28 4 ........
Starter pinion pivot i n crankcase. Dia:
..........
S t a r t e r bushing in crankcase Dia:
Crankshaft main bearing bore .......... Dia:
CRANKSHAFT
28 5 Run-out a t center journals (shaft supported a t
..............
front and r e a r journals) :
28 6 ........
Run-out near edge of propeller flange :
28 7 Main journals ................. Dia:
28 8 Crankpins. .................. Dia:
28 9 .........
Crankpins and journals .Out of round:
28 10 ..........
Bushings in propeller flange. Dia:
28 11 .........
Bushings in crankcheek blades Dia:
28 12 Counterweights on crankcheek blades .
side clearance:
28 13 Bushings in counterweights . . . . . . . . . . . Dia:
28 13A Damper pin . . . . . . . . . . . . . . . . . . .Dia:
28 13B Damper pin ................. Length:
28 13C Damper pin in counterweight . . . . . . end clearance:
Damper pin bushing bore in crankcheek
(5th o r d e r ) . . . . . . . . . . . . . . . . . . Dia:
Damper pin bushing bore in crankcheek
..................
(6th o r d e r ) Dia:
Damper pin bushing bore in counterweight
..................
(5th o r d e r ) Dia:
Damper pin bushing bore in counterweight
..................
(6th o r d e r ) Dia:
28 14 .......
Crankshaft in front bearing end clearance:
28 15 ..........
Crankshaft in main bearings. Dia:

CONNECTING RODS
27 16 Bearing and bushing - twist o r convergence p e r
inch of bearing length...... . . . . . . . . . .:
27 17 Bearing on crankpin ...... . . . . . . . . .Dia:
27 18 ...
Bushing in connecting rod. . . . . . . . . .Dia:
27 19 .
Piston pin in conn. rod bushing . . . . . . . . .Dia:
CAMSHAFT
27 20 Camshaft in bearings. . . . . . . . . . . . . . .Dia:
28 21 Camshaft flanges t o crankcase . . . . . end clearance:
PUSHRODS
27 22 Pushrod length . . . . . . . . . . . . . . . Overall:
Pushrod length (Service only) . . . . . . . . . Overall:
PISTONS, RINGS, PINS
27 23 Piston .top land i n cylinder bore (C-125). . . . .Dia:
Piston - top land in cylinder bore (C-145,
0-300-A,B, C, D,E) . . . . . . . . . . . . . . .Dia:
Piston - 2nd, 3 r d and 4th land in cylinder
bore(C-125) . . . . . . . . . . . . . . . . . .Dia:
Notes: (*) If crankshaft is worn beyond these limits, regrind journals and crankpins t o .010 in. undersize and
r e - nitride.
( f ) If bushing in either counterweight o r crankshaft blades a r e brinelled in excess of 0.001 inch, the
bushings should b e replaced. (See Section 11, page 27. )
4
39
 TABLE O F LIMITS (Cont. )

Fig. Ref. New P a r t s Service

No. No. Description Min. Max. Limit

Piston - 2nd and 3 r d lands i n cylinder

bore (C-145, 0-300-A, B, C, D, E). . .
....
. . Dia:
.
Piston - top i n s k i r t in cylinder b o r e (C-125) . . Dia:
Piston - top of s k i r t i n cylinder b o r e
(C-145, 0-300-A, B, C,D, E) . . . ... ...
. Dia:
Piston - bottom of s k i r t i n cylinder b o r e (c-125). . Dia:
Piston - bottom of s k i r t i n cylinder bore
(C-145, 0-300-A, B, C, D, E) . . . .. .
. . . . . Dia:
Pin i n Piston. ................. Dia:
Deleted
.......
Pin Assembly i n cylinder end clearance:
Top piston ring i n groove (C-125). . . . s i d e clearance:
Top piston ring i n groove ((2-145,
0-300-A, B, C,D, E ) . . . .... . . . s i d e clearance:
Second piston ring in groove (C-125) . .
s i d e clearance:
Second piston ring in groove (C-145,
0-300-A, B, C, D, E ) . .... ... . . side clearance:
T h i r d piston ring i n groove (C- 125). . . side clearance:
T h i r d piston ring in groove (C- 145,
0-300-A, B, C, D, E). . . . . .... . s i d e clearance:
Fourth piston ring in groove ((2-125,
C-145, 0-300-A, B, C,D, E ) . . . .
. . s i d e clearance:
Top ring in cylinder (C-125). . . . . . . . . . . Gap:
Top ring in cylinder (C-145, 0-300-A, B, C,D, E) . Gap:
Second ring in cylinder (C-125, C-145,
0-300-A, B, C, D, E). . . . . . . . . ...
.. . Gap:
Third ring i n cylinder (C-125, C-145,
0-300-A, B, C, D, E). . .
. . . .. . . .. .. . Gap:
Fourth ring in cylinder (C-125) .. . .
. . . . . Gap:
Fourth ring in cylinder (C-145,
0-300-A, B, C, D, E). . . . .
. . . . . . . . . . Gap: .013 .030 .035 %
Ring (compression ring). . . . .. ..
. . . Tension: 9 lbs. 12 lbs. 8 lbs.
Fling (4th - oil control) .. .
. . . . . . . . Tension: 11 lbs. 15 lbs. 10 lbs.

CYLINDERS AND VALVES

Valve s e a t t o valve guide a x i s . . .
. . . . . . Angle: 45O 45O -
Valve guides in cylinder head . . . . . . . . . . Dia: .001 T .003 T -
Cylinder bore (standard) . . . . . . . . . . . . Dia: 4.062 4.064 4.069 +
Cylinder bore (0.015 oversize). . . . . . . . . . Dia: 4.077 4.079 4.084
Cylinder bore roughness ' i n micro-inches) . . . . RMS: 35 45 30 Min.
Cylinder bore taper and out of roundness . . . . . . : . .000 .001 .002 +
Rocker shaft in cylinder head boss. . . . . . . . Dia: .0002L .0017L .007 L
Rocker shaft in rocker bushing . . . . . . . . . Dia: .001 L .0025L .004 L
Rocker bushing in r o c k e r . . . . . . . . . . . . Dia: -002 T .004 T -
Rocker in cylinder head bosses . . . . s i d e clearance: .004 .011 .016
..
Rocker a r m and valve spring retainer . .clearance: .020 - -
Exhaust valve i n guide .. ... . . .
. . . . . Dia: .003 L .0045L .008 L
Intake valve i n guide ............ . Dia: .001 L .003 L .005 L
......... .
Valve f a c e t o s t e m a x i s . . Angle: 45' 45' 46' 15' -
Valve s t e m t o rocker ....... .. .. . . . .: -030 .I10 -
CRANKCASE COVER
....... . .
Oil pump g e a r s i n housing . Dia: .003 L .006 L .008 L
..........
Oil pump g e a r shafts i n cover Dia: .0015L ,003 L .0045L
Magneto pilot i n cover ............. Dia: .OOlL .005L -
S t a r t e r pilot i n cover (C-125, C-145 &
0-300-A, B, c ) . ................ Dia: .0005L .006 L -
Genrator pilot in cover . .... . .. . .. .. Dia: .OOlL ,005L -
.......
Oil s e a l i n tachometer drive housing Dia: .001 T .008 T -
Crankshaft g e a r on shaft (C-125, C-145 &
0-300-A, B, C ) . . . . . . . . . . . .. .. .. .. .. ..
Crankshaft g e a r on shaft (0-300-D,E)
Dia:
Dia: ..002
000
L .0005T
.0025T
-
-
Notes: (76) If necessary u s e .005" oversize rings t o maintain specified l i m i t s i n cylinder bore t o Service Limit.
(+ If cylinder is worn beyond t h e s e l i m i t s grind t o .015 in. 0. S.
4
 TABLE OF LIMITS (Cont. )

Fig. Ref. New P a r t s Service

No. No. Description Min. Max. Limit

GEAR TEETH BACKLASH

Min. Max. Replacement
Crankshaft g e a r to camshaft g e a r .006 .009 .013
Magneto drive gear t o camshaft g e a r .012 .014 .019
Starter gear t o crankshaft g e a r (C-125, C-145,
0-300-A, B & C)
Generator drive gear to camshaft g e a r
Oil pump g e a r s

TORQUE LIMITS
Part Size Location Torque (in. Ibs. )

Nut Crankcase flange bolts

Nut Connecting rod bolts #
Nut Generator shaft
Nut Cylinder base studs
Nut CyDnder base studs
Nut Crankcase t i e bolts and stud
Nut Crankcase tie bolts
Bolt Gears t o crankshaft and camshaft

SPRING PRESSURES
Compress Lbs. Lbs. Used
Part No. Wire Dia. to Min. Max. Min. Lbs.

Spring - Valve inner 24031 .091 In. 1.075 In. 27 30 24

Spring - Valve intermediate 24029 . I 1 1 In. 1. 137 In. 40 44 37
Spring - Valve outer 625958 . 148 In. 1.168111. 77 83 74
- - Oil p r e s s u r e
Spring
-
relief valve 63 1706 .041 In. 1. 56 In. 6.06 6.31 5.75

Notes: (#) TORQUE T O LOW LIMIT -- I F COTTER PIN WILL NOT ENTER INCREASE TORQUE GRADUALLY
UP T O HIGH LIMIT ONLY. I F COTTER PIN WILL NOT ENTER IN THIS RANGE REPLACE NUT
AND REPEAT. I N NO CASE SHALL NUTS BE TORQUED BELOW LOW LIMIT OR OVER HIGH
LIMIT.
(++) F o r models 0-300-D & E s e e Table of Limits in Section 20, page 61.
 IPMMURE OIL
DRAIN OIL

SECTION A-A SECTION B-B

Figure 27. Lubrication Chart, Lateral Section Front View.

PRESSURE O I L
DRAIN O I L

Figure 28. Lubrication Chart, Longitudinal Sectional View

(Schematically shown)
SECTION THROUGH OIL
'RESSURE RELIEF VALVE

ECTION THROUGH HIGH AND

3W PRESSURE OIL SCREENS

PRESSURE OIL
......................
.......................
...........
............
........... SCAVENGER
...................
....................... OIL

DRAIN OIL

Figure 29. Lubrication Chart, Accessory Cover Section.

Vt
 Section 14

INSTALLATION, OPERATION
A N D MAINTENANCE INSTRUCTIONS
-
CARBURETOR MARVEL-SCHEBLER
MA 3SPA -

&-.
Figure 30. ^, Figure 31. Left Side View.

CARBURETOR DATA

E
- ........ . . .C-145, 0-3CO-A, B, C, D, E
&
. b

C - - - 1Art No's . . . . .C-125

40366 . . . . . . . . . . . .628945
ÂPart No's. . 10-2848 . . . . . . . . . . . 10-4439
VeDtori -8 1-5/8" ........... 1-5/8"
a. INSTALLATION. c . OPERATION.
The carburetor s h d d be mmmea tm me e m n e '1) Idle System (4, Fig. 32. )
with the throttle a r m on the right. The throttle lever With the throttle fly slightly open to permit idling,
clamp screw should be installed with a torque value of the suction or vacuum above the throttle on the mani-
20-28 in. /lbs. , or as instructed OB -el-Schebler fold side is very high. Very little air passes through
drawing No. 284-190. The carburetor is provided the venturi a t this time, and hence with very low
with a 1/4-inch pipe tap hole lor the fuel inlet line suction on the main nozzle, it does not discharge
connection. The fuel system s h d d be BO arranged fuel. The high suction beyond the throttle, however,
that the head of gasoline in the tank under extreme causes the idle system to function, a s the primary
climb conditions does not fall below two (2) inches. idle delivery delivers into the high suction zone above
The head required t o flood thecartaretor is forty-two the throttle. Fuel from the fuel bowl passes through
(42) to fifty (50) inches and pravisSoce should be made the metering sleeve fuel channel and power jet, and
not t o exceed this pressure head when the airplane is into the main nozzle bore where it passes through the
in the nose down o r steep glide position. idle supply opening in main nozzle through the idle
fuel orifice in idle tube where it is mixed with a i r
which i s allowed to enter idle tube through the pri-
mary idle air vent. The resultant rich emulsion of
fuel and a i r passes upward through the idle emulsion
channel where it is finally drawn into the throttle
barrel through the primary idle delivery opening,
b. CONSTRUCTION. subject to regulation of the idle adjusting needle,
The carburetor is made up of two major units where a small amount of a i r passing the throttle fly
- a cast aluminum throttle body and bowl cover, and mixes with it, forming a combustible mixture for
-
a cast aluminum fuel bowl and air entrance. idling the engine. The idle adjusting needle controls
Figure 32. Cutaway Views of MA-3PA Carburetor.
 the quantity of rich emulsion supplied to the throttle theref ore satisfies any sudden demand for nozzle
barrel, and therefore controls the quality of the fuel delivery when the throttle i s opened from idle
idle mixture. Turning the needle counterclockwise positions.
away from i t s seat richens the idle mixturein the (4) Accelerating Pump (1 and 2, Figure 32. )
engine, and turning the needle clockwise towards its The accelerating pump discharges fuel only when
seat leans the idle mixture. the throttle fly i s moved towards the open position,
On idle, some a i r i s drawn from the throttle and provides additional fuel to keep in step with the
b a r r e l below the throttle fly through the secondary sudden inrush of a i r into the manifold whenthrottle i s
and tertiary idle delivery openings which can be con- opened. By means of an accelerating pump lever
sidered the secondary and tertiary idle a i r vents connected to the throttle shaft, the accelerating pump
with the throttle in the slow idle position. The a i r plunger is moved downward when the throttle i s
blends with the idling mixture being delivered to the opened, thus forcing fuel past the carburetor pump
engine, subject to regulation of the idle adjusting discharge check valve into the Accelerating Pump
needle. The secondary and tertiary idle deliveries Discharge Tube which delivers accelerating fuel
begin to deliver idling mixture to the engine a s the through the Primary Venturi into the Mixing Chamber
throttle i s opened, coming into play progressively and of the carburetor. Upon closing the throttle, the
blending with the primary idle delivery to prevent accelerating pump plunger moves upward, thus refill -
the mixture from becoming too lean a s the throttle ing the accelerating pump chamber by drawing fuel
i s opened and before the main nozzle s t a r t s to feed. from the fuel bowl through the pump inlet screen
(2) Metering (4, Fig. 32. ) and pump inlet check valve.
All fuel delivery on idle, and also a t steady pro- As a precaution to prevent fuel from being drawn
peller speeds up to approximately 1000 R.P.M., i s into the Mixing Chamber when the accelerating
from the idle system. At approximately 1000 R.P.M pump i s inoperative (any constant throttle position),
the suction from the increasing amount of air now carburetor pump discharge check valve assembly
passing through primary and secondary venturi assembly mounted in the carburetor i s provided with
causes the main nozzle to s t a r t delivering. and the carburetor pump discharge check valve loaded by
idle system delivery diminishes due to lowered carburetor pump discharge check valve spring.
suction on the idle delivery openings a s the throttle (5) Accelerating Pump Adjustment (5, Fig. 32. )
fly i s opened for increasing propeller speeds. until The Accelerating Pump Lever has three holes
a t approximately 1400 R.P.M. the idle delivery i s into which the upper end of Accelerating Pump Link
practically nil, and most of the fuel delivery from may be fastened. The outer hole, No. 3, which i s
that point on to the highest speed i s from the main approximately midway between upper and lower holes,
nozzle. However, the fuel feed a t any full throttle gives longest stroke or maximum accelerating fuel.
operation i s entirely from the main nozzle. The idle The lower hole, No. 1, gives the shortest stroke, or
system and the main nozzle a r e connected with each minimum accelerating fuel, and the upper hole, No. 2,
other by the idle supply opening. The amount of fuel provides a medium supply of accelerating fuel. The
delivered from either the idle system or main nozzle normal position of accelerating pumpis in No. 2 hole,
i s dependent on whether the suction i s greater on the the medium setting; however, for extremely hot
idle system or main nozzle, the suction being govern- weather or high test fuels, No. 1 hole may be neces-
ed by throttle valve position and engine load. The sary to prevent heaviness or slowness on accelera-
main nozzle feeds a t any speed if the throttle i s open tion. No. 3 hole may be required in extremely cold
sufficiently to place the engine under load, which weather.
drops the manifold suction. Under such conditions of (6) Mixture Control (1 and 4, Fig. 32. )
low manifold suction a t the throttle fly, the main The mixture control consists of mixture control
nozzle feeds in preference to the idle system because lever to which i s attached the mixture metering
the suction i s multiplied on the main nozzle by the valve assembly. The mixture metering valve a s -
restriction of the venturi. sembly i s provided a t its lower end with mixture
For fuel economy in cruising, a back suction metering valve which rotates in stationary mixture
econimizer system i s providedas shown in (3, Fig. 32. ) metering sleeve. Mixture metering sleeve i s pro-
With the throttle fly in cruising position suction is vided with a transverse slot through which the fuel
applied to the fuel bowl through economizer hole and enters and fuel metering i s accomplished by the
back suction economizer channeland jet. The section relative position between one edge of the longitudinal
thus applied in the fuel bowl works against the nozzle slot in the hollow mixture metering valve and one
suction applied by the venturi and therefore dimin- edge of the slot in the mixture metering sleeve.
ishes the fuel flow, thus giving a leaner mixture for When mixture control lever i s toward the letter "R"
cruising economy. on casting, a full rich mixture i s provided for take-
(3) Main Nozzle (4, Fig. 32. ) off. To make the mixture leaner for altitude com-
The main nozzle is supplied with fuel which pensation move the mixture control lever away from
passes from the fuel bowl through the metering the letter "R" on casting toward the letter "L" on
sleeve, fuel channel and power jet. The fuel then casting. With the m k t u r e control lever in the full
passes upward through the nozzle bore where it i s lean position (with mixture control lever a t extreme
mixed with a i r drawn from the nozzle a i r vent position toward letter "L" on casting) no fuel is
channels and nozzle bleed holes and i s then discharg- allowed to enter the nozzle and idle system, thus
ed from the nozzle outlet a s an a i r and fuel emulsion, providing what i s known as idle shut-off to prevent
into the mixing chamber. Air passing through the accidents when working around a hot engine. This
nozzle a i r vent channels sweeps fuel from the nozzle shut-off is accomplished by the fact that the lon-
well and nozzle bore under very low suction and gitudinal slot in the mixture metering valve i s
4
47
narrower than the total angular travel of the mixture
metering valve. To obtain the full benefit of the
idle shut-off feature, with the engine idling, push the Care should be taken not to damage the idle
mixture control lever to the full lean position and needle seat by turning the idle adjusting
allow the engine to stop from lack of fuel before needle too tightly against seat, a s damage to
shutting off ignition, thus assuring that the cylinders this seat will make a satisfactory idle ad-
a r e dry of fuel. justment very difficult.
(9) Float Height (3, Fig. 32. )
(7) Use of Mixture Conttol. The float height is set a t the factory, andcan be
The mixture control should not be used under checked by removing the throttle body and bowl cover
5,000 feet. When adjusting mixture control for and float assembly and turning upside down. Proper
altitudes higher than 5,000 feet, move control in and setting of the two floats should measure 7/32" from
out slowly with the throttle a t Cruising o r Full Open bowl cover gasket to closest surface of each float.
Position until the highest R.P.M. is attained. The Be sure to check both floats to proper dimensions,
carburetor mixture will then be correctly adjusted for making s u r e that the floats a r e parallel to the bowl
all throttle positions and loads at that particular cover gasket.
altitude. -
(10) Starting Cold Engine.
With mixture control in full rich position prime
\ CAUTION f the engine as directed by the engine manufacturers
instructions and set the throttle approximately 3/32"
from the throttle stop screw. With the throttle in this
Always have mixture control in the full rich position, turn the engine over two or three times be-
position when coming in for a landing, s o that fore ignition is turned on. This will draw a finely
if full power is required in anemergency near emulsified mixture of air and fuel through the mani-
the ground the engine will operate satisfac- fold into the combustion chamber, then if the ignition
torily and will not over-heat because of too is turned on, the engine should s t a r t on the next turn
lean a mixture. over and with the throttle stop 3/32" from the
throttle stop screw there should be sufficient throttle
(8) Adjustment of Carburetor. opening to keep the engine running. The carburetor
If, after checking all other points on engine, it is is calibrated to give the richest mixture a t this
found necessary to readjust the carburetor, proceed throttle opening, and therefore, a cold engine will
as follows: run the smoothest with the throttle in this position.
For this reason the engine should be allowed to
With engine thoroughly warmed up, set Throttle warm up for several minutes before opening the
Stop Screw s o that engine idles a t approximately throttle further.
550 R.P.M. Turn Idle Adjusting Needle out slowly -
(11) Starting Hot Engine.
until engine "rolls" from richness, then turn needle To s t a r t a warm o r hot engine, put mixture con-
in slowly until engine "lags," or runs "irregularly" trol in full rich position and pull the throttle stop
from leanness. This step will give an idea of the back against the throttle stop screw. If the ignition
adjustment range and of how the engine operates un- has just been shut off, turn on the ignition and the
der these extreme idle mixtures. From the lean engine should start on the first turn, but if the engine
setting, turn needle out slowly to the richest mixture has been shut off f o r several minutes, it may be
that will not cause the engine to "roll" o r run un- necessary to turn the engine over once or twice be-
evenly. This adjustment will in most cases give a fore turning on the ignition. A warm or hot engine
slower idle speed than a slightly leaner adjustment, should start and continue with the throttle in the
with the same Throttle Stop Screw setting, but will idling position.
give smoothest idle operation. A change in idle
mixture will change the idle speed and it may be
necessary to readjust the idle speed with Throttle Do not open and close throttle in starting as
Stop Screw to the desired point. The Idle Adjusting this is likely to deposit raw gasoline in the
Needle should be from 3/4 to 1 turn from i t s s e a l to carburetor air box and constitute a definite
give a satisfactory idle mixture. fire hazard. Do not prime a hot engine.
 Section 15

-
SCINTILLA S 6 L N 21 M A G N E T O S

DESCRIPTION
The Bendix-Scintilla S4 and S6 s e r i e s magnetos
a r e designed for use on four and s i x cylinder a i r -
c r a f t engines. Do not fail to remove the paper s t r i p f r o m
The two pole rotating magnet i s mounted in the the magneto after the timing is finished. If
housing on two annular ball bearings. On the r e a r the paper s t r i p were inadvertently left in the
extension of the magnet shaft i s the breaker cam. magneto, the effectiveness of the grounding
The contact and cam follower assembly, incor - spring would be lost.
porating a lubricating felt attached to the c a m fol-
lower, is secured t o the housing with two screws. Connect the ground wire to the ground terminal
The coil i s secured with two clamps, two s c r e w s and connection on the breaker housing. Some installa-
lock washers. Tne primary lead from the coil i s tions have the ground terminal connection located on
secured directly to the adjustable contact assembly. the bottom of the housing. On some engines this
The secondary lead is grounded to the housing. The location r e s u l t s in a n interference against an engine
two sections of the magneto a r e held together with accessory, preventinginsertion of the ground terminal
five screws. insulating sleeve. To facilitate insertion of the
sleeve on these installations, a special split sleeve is
INSTALLATION used, which can easily be inserted by pushing each of
Before installing on the engine. make s u r e that i t s two p a r t s into position separately.
the magneto h a s been properly checked and inspected. The high tension terminals a r e supplied in kit
Remove the timing inspection plug and breaker form, separate from the magneto. The cables a r e
cover. Look into the inspection hole and turn the attached in the following manner. The high tension
magneto until the white tooth of the distributor gear outlet marked "1" i s to be connected to the No. 1
lines up with the timing m a r k o r pointer. If the cylinder. The s p a r k s a r e delivered to the various
magneto incorporates an impulse coupling. it will be outlets in the s a m e rotation a s that of the magneto,
necessary to d e p r e s s the pawl in order to rotate the i.e., to the right for a clockwise magneto; left for
magneto in the normal direction. At the instant the anticlockwise.
m a r k s line up, the points should be just starting t o
open. Use a Bendix-Scintilla 11-851 Timing Light o r INSPECTION AND MAINTENANCE
equivalent to check this. If necessary, adjust the The ball bearings of the magneto a r e packed in
breaker assembly as described under INSPECTION g r e a s e and require no lubrication except when the
AND MAINTENANCE. magneto is disassembled for overhaul.
At routine inspection intervals, remove the breaker
cover and inspect the breaker. Turn the engine until
NOTE the timing m a r k s line up correctly. (See "Instal-
lation"). With the m a r k s lined up, the breaker
should be just starting to open. If the points do not
The special breaker grounding spring used on open a t this position, loosen the s c r e w in the slotted
these magnetos short-circuits the primary a t hole of the breaker assembly and shift the breaker
a l l t i m e s when the ground terminal i s not in- slightly s o that the points just break contact when
stalled. T o prevent this from interfering with the m a r k s line up.
the action of the timing light, a n insulating If the breaker points a r e oily, they can be cleaned
s t r i p of heavy paper should be placed between with a little clear gasoline. Avoid getting the gaso-
the breaker grounding spring and the magneto line on the breaker a s the cam i s impregnated with
housing. lubricant, which would be washed away by the
gasoline.
If the breaker points a r e burned o r worn ex-
After checking the magneto, turn the engine t o the cessively, do not try t o r e d r e s s the contact surfaces.
full advance No. 1 cylinder firing position on the Install a complete new breaker assembly if they a r e
compression stroke as instructed in the engine hand-
book. Set the magneto a t the position where the
timing marks seen through the inspection hole line
up as previously outlined. Install the magneto on the
found to be in a n unsatisfactory condition.

(WARNING 1
engine. Connect Scintilla No. 11-851 timing light, o r Do not under any circumstances remove the
equivalent, a c r o s s the breaker points of the magneto five s c r e w s which hold the two sections of the
and rotate the magneto through the angle provided by magneto together, while the magneto i s on the
the elongated slots in the mounting flange until the engine. T o do s o would disengage the dis-
timing light indicates that the points a r e just opening tributor g e a r s , causing the distributor timing
on the No. 1 cylinder. Secure the magneto in this t o be "lost" and necessitate complete r e -
position and recheck the adjustment. moval and retiming of the magneto.
 Section 16

HYDRAULIC TAPPETS
SERVICE INSTRUCTIONS

THINGS TO BE REMEMBERED IN HANDLING: The mechanical clearance should be checked each

time installation i s made. This check should be
1. Plungers not inter changeable : made without oil in the unit.
The plunger in the hydraulic unit i s not inter- 6. Proper oil supply must be maintained:
changeable in the cylinder a s tests a r e made after Oil must be supplied to the hydraulic tappets with
assembly for the r a t e of leak-down, which deter- a t least three or four pounds of pressure a t idle and
mines the quality of the unit rather than diametric twenty pounds of pressure a t high speeds; and the
clearances. maximum oil pressure should not exceed fifty-five
2. Plunger spring must be snapped in counterbore: pounds for any great period of time, a s excessive oil
Any tim? the plunger i s removed from the bore pressure can cause the entire hydraulic unit to pump
and replaced, the plunger spring should be snapped up and down in the body, preventing compensation,
into the counterbore of the hydraulic cylinder. This resulting in noise.
can readily be done by a slight twisting motion in the
direction to wind up the coil of the spring. HANDLING :
3. No grinding or machining to be done on unit:
It i s not advisable to do any kind of grinding or The usual handling will be: Removal for valve
machining on the hydraulic units. In cases where grind or some other repair or replacement, in which
valves have been reseated to a depth which would r e - case it i s only necessary to wash-up the hydraulic
quire increasing their mechanical clearance, the tappets, removing the plunger from the hydraulic cy-
valve s t e m s should be ground off to provide this linder s one a t a time to prevent inter changing,
clearance. washing them thoroughly in clean gasoline, kerosene,
4. Shellac or gasket cement not to be used: or any cleaning solution used for other parts and r e -
No shellac or gasket cement of any kind should be placing them in the engine without any attempt being
used a t any point where it will be possible for it to made to fill them with oil before assembly. After
get into the hydraulic tappets, a s this will cause the assembly, check clearance using a screwdriver to
check-ball to be glued to the seat and prevent pry the plunger down. With valve in closed position,
operation. measure the clearance between the end of the plunger
and the valve stem. Running the engine, the units
ESSENTIALS OF OPERATION: should quiet themselves usually within forty-five
minutes in a horizontal engine. The time required
1. Body free in guide: for any given unit to quiet i s not indicative of the
The tappet body, itself, must be a free fit in the quality but means only that the particular unit has a
guide. A proper test for this i s to insure that the larger amount of a i r to dispose of.
tappet will drop of i t s own weight in the guide. The engine should be run a t the lowest speed which
2. Check-ball must not leak: produces maximum oil pressure, until all tappets
The check-ball must not leak more than about one have become quiet.
drop per second when filled with kerosene. and the It often happens that when a hydraulic unit i s
plunger loaded with 50 lbs. pressure. operated in an engine for a considerable length of
3. Check-ball travel must not be too great. time, carbon may form on the inside of the cylinder
The check-ball should not have more than .014" above travel of the plunger during normal operation.
travel. This i s provided for in manufacturing and it If this takes place, the plunger will appear to be stuck
would be very seldom the travel would exceed this in the cylinder. The following i s the condition which
amount. actually occurs in this case:
4. Plunger must be f r e e in bore: Removal of the valve stem from the top of the
The plunger must be a free fit in the hydraulic plunger allows the plunger to move upwards and the
cylinder and, at the same time, the leakdown rate hydraulic unit completely fills with oil. The carbon
must be right. The production limit i s 1/4" travel which has formed on the inside of the cylinder above
with 50 lbs. load in not l e s s than four seconds when the shoulder on the plunger makes removal of the
unit i s filled with kerosene. plunger very difficult and, since the unit has filled
Fixtures a r e available for service inspection with oil, the plunger cannot be forced down because
which compare a unit to be tested with a master unit. the oil i s trapped by the check-ball. This gives the
As there a r e a number of these fixtures, the method impression of a stuck unit and, in order to free the
of testing i s not given here, therefore reference plunger, the following can be applied:
should be made to the instructions provided with P r e s s the plunger all the way down while holding
each fixture. the check valve off its seat with a matchstick or
5. Tappets must have proper mechanical clearance: other blunt instrument. This will allow the oil to
escape and permit the unit to be checked with the shock felt. Once this comparison i s made, there will
leak-down tester. In most cases the carbon which be no question about its finality thereafter.
has formed above the plunger can usually be broken If it i s found that one unit has a tendency to stick
by twisting the plunger and pulling outwards a t the due to oil varnish, it is very likely that all units may
same time. In case the carbon buildup i s quite great need immediate attention to prevent a recurrence of
and cannot be removed easily, it is advisable to sticking.
place the unit in a solution which will dissolve the 3. General Noise:
carbon ring. Once the plunger has been removed any In cases of general noise in the entire s e t (item
carbon remaining on the cylinder should be cleaned 3), it i s a definite indication that insufficient oil i s
off with a rough rag. The cylinder and the plunger being delivered to the hydraulic units. As a general
should then be washed thoroughly before r e a s - rule, in cases where engines run out of oil the hy -
sembling. draulic units will provide a warning before serious
In replacing the plunger into the cylinder, give it damage i s done a s a i r will periodically be taken into
a twist, while it i s fully depressed: this will cause the intake side of the pump a s soon as the level i s
the end of the spring to snap into its seat. very low. This, however, i s not recommended a s a
means for determining when oil i s needed in the
TYPES OF FAILURE: engine. In any case where general noise is observed,
it i s advisable to determine oil pressures a t the hy-
With respect to failure of hydraulic tappets, there draulic tappets.
a r e four general classifications: 4. Intermittent or General Noise:
1. Where very slight single or multiple noise i s In the case of item 4, the general or intermittent
heard. noise in any particular section of the engine i s
2. Where a single loud noise will be heard. usually an indication that a i r separation is inadequate
3. Where there i s general noise in the entire set. a t this point. This type of noise will usually occur
4. Intermittent o r general noise in any particular when the engine i s brought down to idle from high
section of the engine. speed, or possibly in some cases on starting. This i s
1. Slight Noise: usually a question of design and not often encountered
In the case of item I, there is a variety of things in the field.
other than the hydraulic tappet which can cause the However, there have been some examples of
trouble; such a s , excessive clearance between the individual engines where some air-leak occurred on
valve stem and the guide, eccentricity of the valve the intake side of the oil pump, providing excessive
seat or anything which can cause the valve to contact aeration, s o that the a i r separation provided in the
the seat in closing a t a point materially above the job may be adequate - either for all or part of the
point where the valve s e t s on the seat. engine. In any case, if this trouble should be found,
In cases where this type of noise i s made by the the inlet side of the pump should first be examined
unit itself, it i s due either to a leaky check valve or -
for a i r leaks particularly a s excessive aeration i s
a plunger having too much clearance in the bore. apt to cause trouble in bearings or other parts of the
2. Loud Noise: engine. If no a i r leak i s found, anyarrangement
With reference to item 2 where single loud noise which will increase the capacity for a i r separation
i s heard in the valve gear: It i s generally found that may remedy the trouble.
for some reason a hydraulic plunger has become In some cases it has been found that the valves
sticky or tight in the bore to such an extent that the were definitely being held open, causing defective
plunger spring will not move the plunger in the bore. performance; but this has been found to be something
This results in the plunger being forced all the way other than the hydraulic tappets themselves - gen-
down s o that the bottom of the plunger contacts the erally a camshaft with sufficient runout on the base
ball cage and the tappet clearance is approximately circle of the cams to crack the valves off the seat
1/16". when they should be closed. The maximum allowable
The particular tappet causing the trouble can be runout on the base circle of a cam used with hy-
located in the following manner: By using some kind draulic tappets i s .002" total indicator reading. It i s not
of listening rod and comparing the noise in each cy - likely that many cases of this condition would be
Under, i t can readily be determined which cylinder found .
the noisy tappet i s in. Very often by listening direct- 5. To Summarize:
ly over the exhaust or the intake, the individual tap- Noisy operation of hydraulic tappets i s likely to
pet can be determined before disassembly. In any result from inadequate oil supply, dirt, or a i r in
case, removal of these two tappets and examination the oil, etc., a s outlined above and usually i s not
will disclose which one has been sticking. caused by any structural failure of the hydraulic unit
It will be found that the seating of the valve where itself.
a hydraulic unit i s stuck produces a very perceptible Remember that no adjustment i s necessary or
shock to the valve spring a t the instant of seating. possible on hydraulic tappets and that they a r e de-
This can readily be determined by either touch or signed a s a sturdy part of the engine to give long and
sound. One readily accessible method i s to push the -
trouble-free service provided they a r e correctly
end of a hammer handle against the valve spring handled and provided they a r e supplied with clean
keeper. If the tappet is noisy, a decided shock will oil a t the correct pressure. Therefore, it i s ad-
be felt a t the instant of closing. Whereas when the visable to leave them alone unless noisy operation i s
tappet i s working properly there will be almost no due to one of the causes mentioned above.
 Section 1 7

DELCO-REMY STARTER
SERVICE INSTRUCTIONS
DELCO-REMY NO. 1 1 0 9 6 5 6 , AIRCRAFT 12-VOLT STARTER
CONTINENTAL NO. 5 0 3 0 9

making sure the leather washer between clutch gear

shaft and adapter housing is in place.
- (c) Assemble the two 5/16 x 3-3/8 drilled head bolts
with plain washers thru the crankcase and crankcase
cover into the starter. Tighten nuts and bolts evenly
secure nuts with palnuts and bolts with safety wire.
(d) Adjustment of Starter Shift Lever.
It is very important that the cable or wire contro
return spring should have sufficient tension to brinb
lever to fully released position when control is re-
leased. It is also necessary that there be 1/16 inch
minimum clearance between clutch shaft end and
starter shift lever when control is released. There
is 9/16 in. of travel at the starter gear pinion. It is
very important that the starter lever compresses the
starter pinion gear 7/16 in. of its travel before con-
tacting the starter switch, the remaining 1/8 in. of
travel will be used in making the electric contact of
the starter switch.
(e) It is important that No. 2 wire be used between
starter motor and battery to avoid any excessive
Figure 33. Starter.
TYPICAL WIRING DIAGRAM
(a) General.
The starting motors used on the A100, C115 and
C125 engines are designed to give maximum cranking
performance with minimum weight.
The Delco-Remy Model 1109656 is a special 12-
volt, 4 field unit with manual operation overrunning
clutch type drive. The armature is supported by oil-
l e s s bushings in both the drive end and the commu-
tator end. An oil seal in the drive end protects the
cranking motor from oil in the flywheel housing. The
drive pinion is manually engaged with the flywheel
ring gear by the shift lever movement when the
cranking motor switch is closed and the cranking
motor armature begins to rotate. When the engine
starts, the overrunning action of the clutch protects
the drive pinion until the shift lever can be released
to disengage the pinion from the flywheel.
Cranking motor specifications are:
Clockwise rotation viewing drive end. (Clutch
rotation)
Brush spring teneion- 24-28 ounces.
-
No load 1200 r.p.m. at 65 amperes a t 11.35
volts.
Lock torque - 60 lbs. ft. at 450 amperes a t 3.9 .
CRANKING MOTOR BATTERY
volts.
(b) Installation.
With the pinion pivot well oiled, remove clutch WIRE S I Z E S SHOWN ARE MINIMUM AND SHOULD BE USED
and gear assembly from starter adapter housing and ONLY WHERE LEAD LENGTHS ARE SHORT
insert over pinion pivot. Place the .006 inch thick
gasket over the three 5/16 studs being careful that
the top end of gasket is kept in place. Assemble
starter and adapter over 3/16 studs and clutch gear, Figure 34. Typical Wiring Diagram.
 voltage drop. armature from the cranking motor and take a cut off
(f) Cranking Motor Maintenance the commutator in a lathe. The mica should be under
Cranking motor maintenance may be divided into cut to a depth of 1/32 inch. If there a r e burned b a r s
two sections - the normal maintenance required to on the commutator, it may indicate open circuited
assure continued operation of the cranking motor and armature coils which will prevent proper cranking.
the checking and repair of an inoperative unit. Inspect the soldered connections at the commutator
(1) Normal Maintenance r i s e r bars. An open armature will show excessive
Lubrication - Oilless bushings a r e used in this arcing a t the commutator bar which i s open, on the
motor and require no lubrication no-load test.
Inspection - The cover band should be removed Tight o r dirty bearings will reduce armature
and the commutator and brushes inspected a t reg- speed o r prevent the armature from turning. A bent
ular intervals. If the commutator i s dirty, it may be shaft, o r loose field pole screws, will allow the
cleaned with No. 00 sandpaper. Blow out dust. Never armature to drag on the pole shoes, causing slow
use emery cloth to clean commutator. If the com- speed o r failure of the armature to revolve. Check
mutator i s rough, out of round, o r has high mica, it f o r these conditions.
should be turned down in a lathe. The mica should be If the brushes, brush spring tension and com-
undercut to a depth of 1/32 of an inch. Worn brushes mutator appear in good condition, and the battery and
should be replaced. If brushes wear rapidly, check external circuit found satisfactory, and the cranking
f o r excessive brush spring tension and roughness o r
high mica on the commutator. motor still does not operate correctly, it will be
Cranking Motor Disassembly necessary to remove the cranking motor for no-load
At regular intervals, the actual time depending on and torque checks.
the type of operation, the cranking motor should be No-Load Test
disassembled f o r a thorough cleaning and inspection Connect the cranking motor in s e r i e s with a
of all parts. Never clean the armature o r fields in battery of sufficient voltage, a heavy variable r e -
any degreasing tank, o r with grease dissolving sistance and an ammeter capable of reading several
materials, since these may damage the insulation. hundred amperes. If an r.p.m. indicator i s available,
Never wash bearings in gasoline o r other solvent read the armature r.p.m. in addition to the current
since this would remove the grease and ruin the draw. Be s u r e to adjust the resistance to obtain the
bearings. The commutator should be trued in a lathe proper voltage.
if necessary. Replace all parts showing excessive Torque Test
wear. All wiring and connections should be checked. It i s advisable to use in the circuit a high current
Rosin flux should be used in making soldered con- carrying variable resistance so that the specified
nections. Acid flux must never be used on electrical voltage at the motor can be obtained. A small
connections. Submit reassembled unit to NO-LOAD variation of the voltage will produce a marked
and LOCK tests. difference in the torque developed.
(2) Checking of Improperly Operating Cranking Interpreting results of NO-LOAD and TORQUE
Motor TESTS.
The shift lever on the cranking motor, whether 1. Rated torque, current draw and no-load speed
operated by a cable o r wire control, should have a indicates normal condition of cranking motor.
return spring with sufficient tensionto bring the lever 2. Low free speed and high current draw with low
to the fully released position when the control i s r e - developed torque may result from:
leased. This action should be checked occasionally a. Tight o r dirty bearings, bent armature shaft
to make s u r e that the spring i s returning the lever to o r loose field pole screws which allow the
its fully released position. armature to drag.
In this position, there should be 1/16 inch clear- b. Shorted armature. Check armature further
ance between the lower end of the shift lever and the on growler.
button on the back of the overrunning clutch drive c. A grounded armature o r field. Check by
(See Fig. 3 3 . ) raising the grounded brushes and insulating
If the cranking motor does not develop rated torque them from the commutator with cardboard
and cranks the engine slowly o r not all, check the and then checking with a test lamp between
battery, battery terminals and connections, and the insulated terminal and the frame. If
battery cables. Corroded, frayed, o r broken cables test lamp lights, raise other brushes from
should be replaced and loose o r dirty connections the commutator and check field and com-
corrected. The cranking motor switch should be mutator separately to determine whether it
checked for burned contacts and the switch contacts i s the fields o r armature that i s grounded
cleaned o r replaced if necessary. 3. Failure to operate with high current draw:
If all these a r e in order, remove the cover band a. A direct ground in the switch, terminal o r
of the cranking motor and inspect the brushes and fields.
commutator. The brushes should form good contact b. Frozen shaft bearings which prevent the
with the correct brush spring tension. A dirty com- armature from turning.
mutator can be cleaned with a s t r i p of No. 00 sand- 4. Failure to operate with no current draw:
paper held against the commutator with a stick while a. Open field circuit. Inspect internal con-
the cranking motor i s operated. NEVER OPERATE nections and trace circuit with a test lamp.
MORE THAN 30 SECONDS AT A TIME TO AVOID b. Open armature coils. Inspect the com-
OVERHEATING, AND NEVER USE EMERY CLOTH mutator for badly burned bars. Running free
TO CLEAN COMMUTATOR. If the commutator i s speed, an open armature will show exces-
very dirty o r burned, o r has high mica, remove the sive arcing a t the commutator bar which i s
 open. ungrounded brushes from commutator and
c. Broken o r weakened brush springs, worn check fields with test lamp.
brushes, high mica on the commutator, o r b. High internal resistance due to poor con-
other causes which would prevent good con- nections, defective leads, dirty commutator
tact between the brushes and commutator. -and causes listed under 4c above
Any of these conditions will cause burned 6. High free speed with low developed torque and
commutator bars. high current draw indicates shorted fields. There is
5. Low no-load speed, with low torque and low no easy way to detect shorted fields, since the field
current draw indicates: resistance is already low. If shorted fields a r e
suspected, replace the fields and check for im-
a. An open field winding. Raise and insulate provement in performance.

Section 18

DELCO-REMY GENERATOR
DELCO-REMY NO. 1 101 876
CONTINENTAL NO. 40435

(Maximm output controlled by current

regulator)
Field current a t 12 volts - 1.62-1.69 amperes.
Brush spring tension 25 ounces.
(b) Installation
Generators are received from Delco-Remy less
oil-seal, hub coupling rubber drive disc, and drive
gear. To prepare for assembly to engine, assemble
the following parts.
(1) Drive oil seal in place (lip facing engine), make
s u r e Woodruff key is in place.
(2) Drive g e n e r a t o r hub c o u p l i n g towhereit
bottoms on shoulder of generator shaft. While driv-
ing hub on, check to s e e that key stays in place.
(3) Assemble rubber disc with groove side up.
(4) Assemble generator drive gear on shaft, fitting
lug o n gear into rubber groove.
(5) Insert special 5/16 washer over generator shaft,
screw on 5/16 shear nut and secure with 1/16 x 3/4
cotter pin.
Figure 35. Generator. (6) When generator drive gear i s in place trim off
excess rubber from drive disc.
(a) General.
The generator used on the A100, C115 and C125 NOTE
Continental Engine is of the direct drive 12 volt
shunt wound type, and i s so designed as to give Generator and Tachometer drive housing
maximum performance with minimum weight. both use the same gasket. It is recommended
The Delco-Remy Model 1101876 Generator is a tachometer housing be assembled last and re-
special aircraft type, 12-volt, 12 ampere unit. The moved first, when removing generator.
armature i s supported a t both the drive end and com-
mutator end by sealed ball bearings which require no (7) Assemble generator to crankcase housing, with
lubrication. The drive end has windows and the cover the generator terminals facing toward 2-4 cylinder
band is provided with a fitting for connection with a side of motor (9 o'clock position).
blast tube. The blast tube must be connected to a (8) Place 5/16 plain washers over the three studs,
source which will maintain a minimum of 1.5 inches tighten the three nuts and secure with palnuts.
of water pressure differential across the generator. (c) Generator Maintenance.
This will assure an adequate flow of a i r through the Generator maintenance may be divided into two
generator and proper generator ventilation. sections - the normal maintenance r e q u i r e d to
Specifications a r e a s follows: assure continued operation and the checking and re-
Clockwise rotation viewing drive end. pair of an inoperative unit.
Cold output 13 amperes a t 15.0 volts at 3650 (1) Normal Generator Maintenance
r.p.m. Lubrication - Since the armature is supported at
both ends by sealed ball bearings no lubrication of mutator and check field, commutator and
the generator is required. brush holder to locate ground.
-
Inspection The cover band should be removed b. If the generator i s not grounded, check field
and the commutator and brushes inspected a t reg- for open circuit.
ular intervals. If the commutator i s dirty, it may be c. If this field i s not open, check for shorted
cleaned with No. 00 sandpaper. Blow out dust. field. Field draw a t 12 volts should be 1.62
NEVER USE EMERY CLOTH TO CLEAN COM- to 1.69 amperes. Excessive current draw
MUTATOR. indicates shorted field.
If the commutator is rough, out of round, or has d. If trouble has not yet been located, remove
high mica, it should be turned down in a lathe and the armature and check on growler for short
mica undercut. Worn brushes should be replaced. circuit.
They can be seated with a brush seating stone. The 2. Unsteady or Low O u t p a
brush seating stone i s an abrasive material which, Check a s follows:
held against the revolving commutator, c a r r i e s a. Check brush spring tension and brushes for
under and seats the brushes in a few seconds. Blow sticking.
out dust. NEVER USE EMERY CLOTH. Check brush b. Inspect commutator for roughness, grease
spring tension, which should be approximately 2 5 and dirt, dirt in slots, high mica, out of
ounces. round, burned bars. With any of these
Generator Disassembly. conditions, the commutator must be turned
At regular intervals, the actual mileage or time down in a lathe and the mica undercut. In
depending on the type of operation, the generator addition, with burned b a r s which indicate
should be disassembled for a thorough cleaning and open circuit, the open circuit condition must
inspection of all parts. Never clean the armature or be eliminated or the armature replaced.
fields in any degreasing tank, or with grease dis- 3. Excessive Output
solving materials, since these may damage the in- Excessive output usually results from a grounded
sulation. The ball-bearings should never be washed -
generator field groundedeither internally, or in the
in gasoline or any other solvent since this would regulator. Opening the field circuit (disconnecting
dissolve the grease in them and ruin the bearings. lead from "F" terminal of regulator or generator)
The commutator should be trued in a lathe and the with the generator operating a t a medium speed will
mica undercut if necessary. All wiring and con- determine which unit i s a t fault. If the output drops
nections should be checked. Rosin flux should be off, the regulator i s causing the condition. If the
used in making all soldered connections. Acid flux output remains high, the field i s grounded in the
must never be used on electrical connections. generator, either a t the pole shoes, leads, or a t the
(2) Checking Inoperative Generator. "F" terminal.
Several conditions may require removal of the 4. m s y Generator
generator from the engine and further checking of the Noisy generator may be caused by loose mounting
generator a s follows: or drive pulley, o r worn, dry or dirty bearings, or
1. No output improperly seated brushes. Brushes may be seated
2. Unsteady or low output byusing brush seating stone, referred to above.
3. Excessive output Installation Caution
4. Noisy generator After the generator is reinstalled on the engine,
or a t any time after leads have been disconnected
1. No Output and then reconnected to the generator, a jumper lead
Remove cover band and check for sticking or worn should be connected MOMENTARILY between the
brushes and burned commutator bars. Burned b a r s , BATTERY and GENERATOR terminals of the reg-
with other b a r s fairly clean, indicate open circuited ulator, before starting the engine. This allows a
coils. If brushes a r e making good contact with com- momentary surge of current from the battery to the
mutator and commutator looks okay, use test leads generator which correctly polarizes the generator
and light and check a s follows: with respect to the battery it i s to charge. Failure to
a. Raise grounded brush, check with test points do this will result in vibratingand arcing relay cutout
points from "A" terminal to frame. Light points which will soon be ruined so that regulator r e -
should not light. If it does, the generator i s placement will be required. In addition, the battery
grounded; raise other brush from com- will not charge s o it may run down.

Section 19

DELCO-REMY GENERATOR REGULATOR

SERVICE INSTRUCTIONS

General current regulator and a voltage regulator, mounted

Delco-Remy Voltage Regulators for aircraft in- on the same base and enclosed by a single cover.
stallation combine three units, a cutout relay, a These three units provide complete control of the
 the voltage regulator unit has been failing to reduce
the output a s the battery comes up to charge and ad-
justment of voltage regulator is necessary.-
(c) If separating the voltage regulator contacts
does not cause the output to drop off, inspect the
field circuit within the regulator for shorts. Pay
particular attention to the bushings and insulators
under the contact points and make sure the insulators
a r e correctly assembled.
(3) With a low battery and a low o r no charging
rate, check the circuit for loose connections, frayed
o r damaged wires. High resistance resulting from
these conditions will prevent normal charge from
reaching the battery. If the wiring i s in good con-
dition then either the regulator o r generator is a t
fault. Ground the "F" terminal of the regulator
CUKRENT KGULATOR UNIT
temporarily and increase generator speed to deter-
L O W SPRING HANGER mine which unit needs attention. Avoid excessive
¥¥ÇDOVM10MCKABCUÑCM1(XT
LOWER SPRING HANGER M'OW~OUCMASXCWMN~XTTING speed, since under these conditions the generator
KNO DOWN TO M I C A S VOlTAQt SCTlMQ
Â¥N If 10 KCKAX V O I I A G I S W may produce a dangerously high output.
MAKE ADJUSTMENT ON ONE 9MNG (a) If the output does increase, the regulator needs
attention. Check for dirty o r oxidized contact points,
o r a low voltage setting.
(b) If the generator output remains at a few
amperes with the 'IF'" terminal grounded, the gen-
erator i s a t fault and should be checked further.
Figure 36. Current and Voltage Regulator. (c) If the generator does not show any output at
all, either with o r without the "F" terminal grounded,
quickly disconnect the lead from the "GEN" terminal
generator output under all normal operating con- of the regulator and strike it against a good ground
ditions. The Cutout relay closes and opens the cir- with the generator operating a t a medium speed. If
cuit between the battery and generator a s the engine no spark occurs the trouble has now been definitely
starts o r stops. The current regulator prevents the isolated in the generator and repairs a r e necessary.
generator from exceeding its maximum rated output. If a spark does occur likely the generator can build
The voltage regulator protects the circuit from high up, but the cutout relays will not operate due to
voltage, and prevents battery overcharging by taper- burnt points, points not closing, open shunt winding,
ing off the generator output a s the battery becomes ground, high voltage setting, o r other causes. Do not
fully charged. operate generator with the "GEN" terminal lead
The regulator should be mounted on the firewall o r disconnected for any length of time, since this is an
some structure of the airplane relatively free of open circuit operationand the units wouldbe damaged.
vibration. The regulator base must be grounded to
the engine. The ground strap on the regulator CLEANING CONTACT POINTS
automatically grounds the regulator base to the Cleaning the contact points of the current and
structure to which it i s mounted and this structure voltage regulator properly is one of the most im-
must be grounded to the engine to assure a complete portant operations the mechanic will be called on to
circuit. Ground negative terminal of battery. perform. Dirty o r oxidized contact points a r c and
burn, cause reduced generator output and rundown
Servicing. batteries. If the points a r e properly cleaned, the
(1) A fully charged battery and a low charging regulator will be restored to normal operation. If
rate indicate normal voltage regulator operation. improperly cleaned, improvement in performance
(2) A fully charged battery and a high charging will be small and only temporary. The points should
rate indicate the generator field circuit i s grounded be cleaned one a t a time. Loosen the two contact
either internally o r in the wiring harness. To deter- mounting screws so the upper contact bracket can be
mine the reason, proceed a s follows: swung to one side, o r the contact bracket may be re-
(a) Disconnect the "F" terminal lead from the moved if necessary. Never use sandpaper or emery
regulator, this opens the generator field circuit and cloth to clean contact points.
the output should normally drop off.
(b) If the output drops off to zero, the trouble has ADJUSTMENTS
been isolated in the regulator. Reconnect the "F" Adjustments of the voltage regulator may be made
terminal lead, remove the regulator cover and de- by e x p e r i e n c e d mechanics; however, it is re-
press the voltage regulator armature manually to commended the unit be serviced by an Authorized
open the points. If the output now drops off, the Delco-Remy Electrical Service Station.
 SECTION 20

STARTER AND ADAPTER

1. GENERAL 4. CLEANING.
a. The electric s t a r t e r is mounted on a right angle a. Use a fortified mineral s p i r i t solvent, sold under
d r i v e adapter which is attached to the upper r e a r of the various trade names, f o r degreasing. If rosin (oil
crankcase cover. The tongue of the s t a r t e r coupling varnish) o r stubborn carbon deposits must be removed
mates with a slot in the end of the worm g e a r shaft. f r o m the aluminum casting, i t may be immersed in an
The worm g e a r shaft is supported by a needle bearing agitated bath of a n inhibited mild alkaline cleaning so-
on i t s left end a n d a ball bearing on the right. Torque lution marketed f o r that purpose. The bath should be
is transmitted from the shaft to the worm g e a r by a maintained a t a temperature of 180° to 200°F The
Woodruff key. The helical teeth of the worm g e a r drives p a r t s should remain in it only long enough to loosen
the worm wheel. A heavy helical spring covers the the deposits. Immediately after such cleaning, flush
externally grooved d r u m of the worm wheel and a sim- away a l l t r a c e s of the alkaline material with a jet of
ilarly grooved drum on the shaft gear. The front end wet s t e a m o r by repeated brush application of a min-
of the spring fits closely in a s t e e l sleeve which i s e r a l s p i r i t solvent.
pressed into the adapter. When the s t a r t e r i s ener-
gized, the spring tightens up on the shaft g e a r drum,
locking the worm wheel and shaft g e a r together to
transmit torque t o the crankshaft gear. When the en- Any alkaline deposits remaining on engine
gine s t a r t s , the shaftgear is driven by the engine. This, interior p a r t s will r e a c t with acids formed
plus the fact that the s t a r t e r is no longer operating, in the lubricating oil to f o r m soap, which will
permits the shaftgear to become disengaged f r o m the causeviolent foam and may result in failure
spring. of the lubricating system.

2. REMOVAL (See Figure 37. ) b. Trichlorethylene condensation plants provide ex-

a. Remove three s e t s of attaching p a r t s (1, 2 and 3) cellent degreasing action f o r steel, aluminum and
and one s e t of attaching p a r t s (4, 5, 6 and 7). Pull bronze parts. Their disadvantages lie in the toxic
s t a r t e r and adapter assembly straight away from quality of the vapors, removal of the enamel f r o m
crankcase cover studs. Remove gasket (8). painted p a r t s , and dryingand hardening effect on car-
bon deposits.
3. DISASSEMBLY. (See Figure 37.1 c. No polishing compound o r abrasive paste o r powder
a. Remove two s e t s of attaching p a r t s (9, 10 and l l ) , should be used f o r cleaning s t a r t e r adapter assembly
s t a r t e r (12) and packing (13). Remove four s e t s of at- parts. Do not u s e wire brushes o r wheels, putty knives
taching p a r t s (14,15 and 16), cover (17) and gasket (18). o r s c r a p e r s to remove hard carbon deposits, since
Remove one s e t of attaching p a r t s (19, 20 and 21) and scratches resulting f r o m such methods allow a con-
the adapter cover assembly (22 through 27). Remove centration of s t r e s s a t the s c r a t c h and may cause fa-
packing (22). tigue failure.
b. To remove shaftgear and clutch spring f r o m adapt-
e r , support vacuum pump drive end of adapter on wood 5. INSPECTION METHODS.
blocks and tap around front end of spring with a b r a s s a. B a r e steel p a r t s should be covered with a corrosion
drift. preventive oil except during actual inspection opera-
c. Use an a r b o r p r e s s to remove shaftgear (33) from tions. Since inspection involves handling of d r y s t e e l
bearing (31) and worm wheel (32). p a r t s i t i s recommended that a fingerprint remover
d. Clamp the worm wheel between lead covered vise solution be applied to the part because perspiration and
jaws. Bend e a r s of tab washer (29) away f r o m hex skin oils often have a highacid content. Application of
flats of bolt (28). Remove bolt and tab washer. Turn lubricating o r corrosion preventive oil will not nec-
clutch spring (30) until i t s depressed r e a r end lies e s s a r i l y stop corrosion from this cause.
a c r o s s the 1/4 inch hole, in worm wheel hub. Insert b. A l l p a r t s should be visually inspected. under a good
a screwdriver blade, 3/16 inch wide, into hole and light, f o r s u r f a c e damage such a s nicks. dents. deep
pry spring outward clear of d r u m groove. Hold spring scratches, visible cracks. distortion. burned a r e a s ,
end out while pulling spring f r o m drum. pitting and pickup of foreign metal. Visual inspection
e. Remove retaining ring (34), bearing (35) and worm should alsodetermine the need f o r further cleaning of
drive shaft assembly. Remove worm g e a r (36), spring obscure a r e a s . Inspect studs f o r possible bending,
(37) and Woodruff key (38) f r o m shaft (39). looseness o r backing out. Inspect threads f o r damage.
 1. Nut Oil s e a l
2. Lockwasher Stud
3. Flat washer Pin
4. Lock nut Bushing
5. Nut Adapter cover
6. Flat washer Screw
7. Bolt Tab washer
8. Gasket Clutch spring
9. Lock nut Needle bearing
10. Nut Worm wheel g e a r
11. Flat washer S t a r t e r shaft g e a r
12. Starter Retaining ring
13. "0" ring Ball bearing
14. Nut S t a r t e r worm g e a r
15. Lock washer Spring
16. Flat washer Woodruff key
17. Cover Worm drive shaft
18. Gasket Stud
19. Bolt Dowel
20. Lock washer Needle bearing
21. Flat washer S t a r t e r adapter
22. "0" ring

Figure 37. S t a r t e r and Adapter.

4
 TABLE XVI. MAGNUFLUX INSPECTION CHART.
Direction of Inspection Current Critical Inspect
Part Name Magnetization Method (Amperes) Areas For

Starter Circular Wet 1500 - Teeth, Drum Fatigue,

Shaftgear Continuous Heat Cracks

Longitudinal Wet
Continuous Shaft between Fatigue Cracks
spur gear and
drum

Starter Worm Circular Wet 1500 Slotted end, Fatigue Cracks

Shaft Continuous around Key
Slot

Starter Worm Longitudinal Wet - Teeth Fatigue Cracks

Gear Residual

c. Inspection by the Vagnaflux method should be con-

ducted on all ferrous parts listed in Table XVI and in
accordance with the methods and data in the table be- COLD ROLLED STEEL BAR STOCK
fore dimensional inspection.

SIDE VIEW

1
Before magnetic inspection of any part, plug
all holes with tight fitting plugs o r with hard
grease (which is soluble in lubricating oil) to
I NOTE: ALL DIMENSIONS IN INCHES ewAMFER
I
prevent an accumulation of particles in re- Figure 38. Needle Bearing Installer.
mote, and hard to clean places. After in-
spection remove all such plugs and clean the
part thoroughly with solvent and dry with com-
pressed air. Check for complete demagne-
tization.

d. Inspect aluminum alloy casting by fluorescent par-

ticle inspection method. The standard operating tech-
nique for the process i s applicable.
e. Areas of running parts and bushings subject to wear
should be inspected for serviceable fit with mating
parts by comparative linear measurements and align-
ment measurements. This will be accomplished by
using standard measuring instruments such a s mi-
crometers, telescoping gauges and dial indicators.

6. REPAIR AND REPLACEMENT.

a. The parts listed in the Table of Limits should be
inspected dimensionally a s described in paragraph 5e.
b. Do not attempt to replace adapter sleeve if surface
roughness i s less than specified, Return to factory for
replacement.
c. If the needle bearing(42, figure 37)is tobe replac-
ed it may be removed either with an arbor p r e s s o r
with the installer illustrated in figure 38. Installation
i s described in figure 39.
d. If needle bearing (31) i s to be replaced, p r e s s it
from worm wheel (32), and install a new bearing s o it
i s recessed 0.09 inch from either end of worm wheel
hub.
e. If bushing (26) i s to be replaced it can be accom-
plished by drilling to a thin shell and collapsing or
pressing with an arbor p r e s s using a piloted drift.
Figure 39. Installing Needle Bearing.
9
59
After the bushing i s removed u s e a nair of diagonal Lubricate spring, sleeve and shaft g e a r liberally with
cutters to pull the pin (25). After the bushing is in- clean oil. P r e s s worm wheel, bearing and spring as-
stalled, d r i l l a new hole (0.058-0.060 diaxO. 31 inch sembly down onto shaftgear. Make certain worm wheel
depth) through the bushing flange and into the cover hub. and worm g e a r t e e t h a r e aligned. Install a new pack-
Drive a n e w pin (25) into the hole. Pin must be flush ing (22) in cover assembly groove. Slide cover and
o r below surface of bushing flange. s e a l assembly over shaft. Install one s e t of attaching
f. Extension of studs (24) should be 0.62 and studs (41) p a r t s (21, 20 and 19).
should be 0. 88 inch. Replace any stud exhibiting dam- d. Apply a film of Tite Seal compound to both sides
age o r backing out with the next oversize. of gasket (18) before installing i t on cover studs (24).
g. Replace oil s e a l (23). Remove carefully with either Install cover (17) and four s e t s of attaching p a r t s (16,
a soft drift, o r standard puller. 15 and 14).

7. REASSEMBLY. (See Figure 37. ) 8. INSTALLATION. (See Figure 37. )

a. P r e s s bearing (35) onto shaft (39). Install spring a. Coat a new .gasket (8) with Tite Seal compound and
(37), wookruff key (38) and worm g e a r (36). Insert install it on crankcase studs. Place adapter assembly
assembly into adapter and install retaining ring (34). on crankcase cover studs. Install three s e t s of at-
b. Installspring (30) onworm wheel (32). Turnspring taching p a r t s (3,2 and 1) and one s e t of p a r t s ( 7 , 6 , 5
s o it tends to unwind until offset end drops into g e a r and 4).
hub groove. Position spring on g e a r s o s c r e w notch b. Installanewpacking (13) on s t a r t e r flange. Mount
is aligned with s c r e w hole in g e a r web. Install a new s t a r t e r (12) on adapter studs and install two s e t s of
tab washer (29) and bolt (28). attaching p a r t s (11,lO and 9).
c. Slide shaft g e a r (33) through front of adapter (43).

TABLE O F LIMITS
--. .- .--
Ref. Serviceable New P a r t s
No. Description Limit Min. Max.

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

S t a r t e r Shaftgear front journal.. ..... Dia.
Starter shaftgear in needle bearing. ..Dia.
Clutch spring sleeve in adapter.. ....Dia.
Starter shaftgear in cover bushing. .. Dia.
Bushing in adapter cover.. .......... Dia.
Oil s e a l in adapter cover.. .......... Dia.
Cover pilot in adapter.. ............. Dia.
Worm wheel g e a r . . ........... end clear.
..
Clutch d r u m spring on clutchdrum. Dia.
Clutch spring on s t a r t e r shaft
gear drum ........................ Dia.
Clutch spring to sleeve (sandblasted
dia finish). When sandblasted finish
is worn t o 75 RMS replace sleeve.. ..
F r o m centerline of worm g e a r shaft
to s t a r t e r adapter thrust pads.......
Needle bearing in s t a r t e r adapter.. .. Dia.
Ball bearing in s t a r t e r adapter.. ..... Dia.
Worm g e a r shaft in needle bearing
............. shaft dia.
Worm g e a r shaft in ball bearing..... Dia.
Starter worm g e a r on shaft.......... Dia.
Starter spring on worm g e a r shaft.... Dia.
 TABLE O F LIMITS (Cont. )

Ref. Serviceable New P a r t s

No. Description Limit Min. Max.

20. Starter pilot to s t a r t e r drive adapter. Dia. - 0.001L 0.0065L

21. Starter drive tongue to shaft
drive slot ................... side clear. 0.030L 0.010L 0.021L
22. Needle bearing to worm gear shaft Dia. 0.0031L 0.0005L 0.0029L
23. Starter gear-to-crankshaft gear
............ .back lash. 0.016 0.008 0.012
24. Starter worm wheel-to-worm gear
............. backlash. 0.025 0.009 0.013

Figure 40. Table of Limits Chart.

4