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RESTRICTED AN 02-35HC-2

Handbook of

Service Instructions

for

AIRCRAFT ENGINES

Models

R-2600-20 and -22

NOTE: THIS PUBLICATION SUPERSEDES AN 02-35HC-2

DATED 2.5 FEBRUARY 1944

PUBLISHED UNDER JOINT AUTHORITY OF THE COMMANDING GENERAL,

ARMY AIR FORCES, THE CHIEF OF THE BUREAU OF AERONAUTICS,AND THE AIR COUNCIL OF THE UNITED KINGDOM

NOTlCE.-This document contains information affecting the national de-fense of the United States within the meaning of the Espionage Act, 50U. S. -C., 31 and 32, as amended. Its transmission or the r~ve/ation ofits contents in any manner to an unauthorized person is prohibited by law.

15 August 1945



•

- ,

-.

\ r - - - - - - - - - - - - - - - - - - - ~ - - - - - - ~ - - - - - - - ~ ' ~ - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - ~RESTRICTED AN 02-35HC-2

Handbook of

Service .Instructions

for

AIRCRAFT ENGINES

Models

R-2600-20 and -22

NOTE: THIS PUBLICATION SUPERSEDES AN 02-35HC-2

DATED 25 FEBRUARY 1944

PUBLISHED UNDER JOINT AUTHORITY OF THE COMMANDING GEtclERAL,

ARMY AIR FORCES, THE CHIEF OF THE BUREAU OF AERONAUTICS,

AND THE AIR COUNCIL OF THE UNITED KINGDOM

NOTlCE.-This document contains information affecting the national de-fense of the United States within the meaning of the Espionage Act, 50U.. s. -C,; 31 and 32, as amended. Its transmission or the r~ve/ation ofits contents in any manner to an unauthorized person is prohibited by law.



RESTRICTED

AN 02-3SHC-2

Published under joint authority of the Commanding General, Army Air

Forces, the Chief of the Bureau of Aeronautics, and the Air Council of

the United Kingdom.

1 1 · H I S P U B L I C A T I O N M A Y B E U S E D B Y P E R S O N N E L R E N D E R I N G S E R V I C E T O T H E U N I T E D S T A T E S O R I T S A L L I E S

I.jPara~taph S.d. 01 Army Regulation 380-5 relative co the handling 01

~"restricted" printed matter is quoted below.

in Government u'ork, but will not be communicated to [he public or to (he

press except by authorized milieary public rel arions agencies."

"d. Dissemination of restricted mane-c.-The information contained in

r e s r r i c r e d documents and the e s s e n t i a l characteristics of restricted r na r e r i a l

may be given (0any person know" 10 be in the s ervic e oj tbe United St a t es

and 10 persons 0/ undoubted loyally and discretion who art cooperating

This permits (he is sue of "restricted" publ ications [0civitian contra" and

other accredited schools engaged in training personnel for Government

work. [0 civrlian concerns contracting for overhaul and repair of aircraft

Or a ircra ft accessories, and [0 similar commercial organizations.

r---"-'------------LST OF REVISED PAGES ISSUED-------- ----.

NOTE: A heavy black vertical line, 10 the left of the text on revised pages, indicates the

extent of the revision. This line is omitted where more than 50 percent of the page is revised.

Special Dislri~ution__:2500-Naval Aviation Supply Depot, Publication Division, A-384, G.P.O.

Box 865~, Pblladelphl~ I, ~a.--:-900~Bureau of Aeronautics, Resident Representative, WrightAeronautical Corporation Cincinnati Plant, Lockland Station, Cincinnati, Ohio.

ADDITIONAL COPIES OF THIS PUBLICATION MAY BE OBTAINED AS FOLLOWS:

'6,!-F :"-C~IVITIES.-~ubmie requisiei<:>cs co the Comm~nding General, Fairfield Air Service Command. Parrerson Field. Fairfield. Ohio. Aneneion': Publicaeionsisrriburioe Branch. Inaccordance with AAF Regularion No. 5-9. Also, lor derails 01 Technical Order diseribueion, see T. O. No. 00.25.3.

NAVY ACTIVITIES.-Submie requests co the Chief, Bureau 01 Aeronaueics, Navy Department. Washin~coD, D. C.

BRITISH ACTIVITIES.-Submie requirements on Form 294A, in duplicate, CO the Air Publicacions and Forms Score. New Cof lege Leadhall Lane Harro-gaee, Yorkshire, Enaland. . .

A RESTRICTED



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350H 28 May 1951

3501 1 December 1944

350J 1 December 1944

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350M 25 July 1945350N 25 July 1945

3500 10 March 1945

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350Z 25 October 1945

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350EE 25 October 1945

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358 25 July 1945

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Ontario, Caiirorrtio

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363 _ 20 December 1952

366 14 April 1950

368 ._ _ 14 April 1950

370 25 July 1945

371 6 November 1951

372A 6 November 1951


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377 1March 1948

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3941 25 October 1945

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394N 25 October 1945

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394T 25 October 1945394U

394V 25 October394W 25 October 194

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394BB 25 October 1945

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394DD 25 October 194

245 23 January 1948

*251 5 October 1953

254 10 January 1952

254A 10 January 1952

257 10 March 1945

258 10 March 1945

259 29 June 1945

260 10 March 1945

262 10 April 1953

263 25 July 1945

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*282 5 October 1953

283 10 March 1945

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*284B 5 October 1953

*285 5 October 1953

286 24 October 1950286A 25 July 1945

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Revised 5 Odober 1953



-,... --AN01·60GE·2

':-----------LlST OFREVISEDAGESSSUEDContinued)------------.

PageNo.

Dale 0/ LatestRevision

394EE 25 October 1945

394fF 25 October 1945

395 14 Apri11950

398 14 April 1950

398A 14 April 1950409 14ApriI1950

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412 25 July 1945

420 14ApriI1950

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"423 5 October 1953

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456 5 May 1945

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45(,B 5 May 1945

<i5GC .; May 1945

'I5(}D 5 May 1945

456E IIJulyI947

4;GF .......................5 l\fay 1945

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1t56H 5 May 1945

·dGI 5 May 19,5

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·i56K 5 May 19,5

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4%M 5 May 1945

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4S6P 5 May 1945

456Q 5 May 1945456R 25 October 1945

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456Y 25 July 1945

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464 2-i OCtober 1950

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470 25 July 1945471 25 July 1945

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480 25 July 1945

.j80A 25 July 1945

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.lSI 20 December 1952

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';'496 5 October 195.,

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'"6.,76.'S':'639

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642

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644

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IS January 1950

.... ... .. .. .. . 20 December 1952

.................... 5 October 1~5.\.................... 25 October 19i5

. .. .. .. .. .. .. .. .. .. . 5 October 195. '1

. . .. . .. . .. .. . .. . .. . . 2 5 October 19·;;

. .. ... .. .. .. .. .. .. . 5 October 195.,

.. .. ... .. .. .. . 20 December 1952

.................... 25 October 1945

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RevisedOctober953



RESTRICTED

AN 02·35HC·2

Section Section

TABLE OF CONTENTS

I

Page

1

3

Introduction ..

Table of Specifications

Packing, Unpacking, and Preparation for

Storage .

1. Shipping Boxes, Domestic and Overseas

4. General Construction

b. Dimensions and Weights ..

2. Preparation of Engine for Packing ..

4. General

b. Run-Out and Slushing Procedure.

c. Preparation for 1 to 7 Days' Storage.

Operable Engine Installed in Air-

craft.

d. Preparation for 7 to 30 Days' Storage.

Operable Engine Installed in Air-craft . " .

e. Preparation for Extended Storage.

Operable Engine Installed in Air-

craft ..

f. Preparation for Extended. Storage.

Operable Engine Removed from

Aircraft 8

g. Preparation of Engine Prior to Disas-

sembly. Operable Engine Installed

in Aircraft. 12

h. Preparation of Engine Prior to Dis-

assembly. Inoperable Engine In-

stalled in Aircraft 14

I. Treatment of Submerged Engine.. . 14

j. Slushing and Packing of Spare Parts. 14

k. Shipment of Stored Engines by Air 14

I. General Precautions 14

3. Preparation of Shipping Box .. . 15

4. Inspection. . ..... ""'" 15

5. Unpacking 16

IV Engine Troubles and Service Repairs. 17

1. Engine Troubles 17

2. Cold Weather Precautions.. 21

3. Checking Propeller Shaft Run-Out. ~

gine Installed in Aircraft. .. . . ....... 214. Drain Valve Leakage. 22

V Service Inspection and Associated Main-

II

III

5

5

5

5

5

5

5

6

6

7

VI

tenance.

Adjustment, Replacement,

pair ...

1. General

2. Spark Plugs

3. Cylinder Air Deflectors.

2 3

and Minor Re-

27

27

27

27

RESTRICTED

. General

b. Rear Row Cylinder Head Air Deflec

tors-Removal

c. Rear Row Cylinder Head Air Deflec

tors-Installation

d. Front Row Cylinder Head Air De

flectors-Removal .

e. Front Row Cylinder Head Air Deflec

tors-Installation

f. Front and Rear Row Cylinder Barre

Air Deflectors-Removal

g. Front and Rear Row Cylinder Barre

Air Deflectors-Installation.

4.'·'intake Pipes.

4. Removal .....h . I';stall~tion .

5. Oil' Sump .

a. Draining .

b. Strainer ...

c. Removal of Sump

d. Installation of Sump

6., Push Rods and Valve Tappets

a. Removal

b. Assembly and Installation ....

c. Adjustment of Valve Clearances.

7. Cylinders, Valves, and Pistons

a. Cylinder Removal

b. Piston Removal

c. Valve Removal ..

d. Valve Installation

e. Piston Installation

f. Cylinder Installation

8. Magnetos

4. Removal

b. Installation

...........

: : : : : : : : : :·...

..........

c. Final Timing of Magneto to Engine

d. Magneto Distributor Block Remova

e. Magneto Distributor Block Installa

tion ...

9. Radio Shielded Ignition Cable Assembl4. Removal

b. Installation

c. Spark Plug Shielded Terminal R

placement

d. Spark Plug Shielded Conduit R

placement

10. Carburetors

4. General

. . . . . . ~-~. . . . ~..



RESTRICTED

AN 02-35HC-2

Se~/ion Pege

h. Removal 49

c, Installation :.. 49

, 11. Priming System ;........ 50

II. Removal of Tubing and Distributor.. 50

h. Installation of Tubing and Distrib-

utor .....:............................................ 5012. Starter Replacement 50

13. Generator Replacement 50

14. Fuel Pump Replacement 50

15. Fuel Pump-Tachometer Drive Assembly 50

II. Removal and Disassembly .....:.............. 50

h. Fuel Pump Drive Shaft. Oil seal Re-

placement 51

c, Assembly and Installation 51

16. Dual Accessory Drive Assembly. 52

a. Accessory Replacement 52

h. Disassembly and Removal '" 52

~. Installation . 52

17 Oil Pump 53

II. Oil Pressure Relief Valve Adjustment 53

h. Oil Pressure Relief Valve Replace-

ment 54

c. Oil Inlet Check Valve Replacement. 54

ii

Se~/ion Page

d. Oil Pump Removal and Disassembly 54

e. Oil Pump Assembly and Installation 55

18. Oil Screen Replacement.......................... 56

19. Supercharger Drain Valve........................ 56

a. Removal 56

h. Installation56

20. Crankcase Breather 56

21. Supercharger Oil $eal.Yent...................... 56

22. Gun Synchronizers 57

23. Propeller Shaft Thrust Bearing Nut 57

24. Crankcase Front Section .Spacer and

Flange 57

25. Propeller Shaft Hydro-Oil Fittings....... 58

26. Propeller Governor Replacement........... 58

27. Crankcase Front Section Oil Pump......... 58

II. Removal 58

h. Installation 59

VII Service Tools '" 60.Appendix I-American and British Aeronautical

Nomenclature Referred to in this

AN Handbook 62

Appendix II-Tightening Torque Values 68

RESTRICTED

.'



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RESTRICTED

AN 02-35HC-2

Sectio

Par.

SECTION I

INTRODUC710N

1. This publication comprises the Service Instructions

for the Cyclone R-2600-20 and -22 engines manufac-tured by the Wright Aeronautical Corporation, Parer-

son, New Jersey.

2. In this publication the following definitions will

be used:

a. The front of the engine is the propeller end.

b. The rear of the engine is the antipropel1er end.

c. The right and left sides of the engine refer to

the viewpoint of an observer facing the rear of the

engine.

d. The horizontal position refers to the positon of

the engine as in level flight.

e. The rotation of the crankshaft, propeller shaft,

or propeller is clockwise as viewed from the rear of

the engine.

3. The cylinders are numbered consecutively in a

clockwise direction around the engine as viewed from

the rear. Starting with cylinder No.1, which is the

top cylinder in the rear row, and continuing with No.

2 cylinder, which is the top cylinder to the right of

the center line in the front row. By this designation,

all odd-numbered cylinders are located in the rear row

and all even-numbered cylinders in the front row.

See figure 5.

4. The following method has been established to de-

termine the exact location of any given cylinder hold-

down cap screw in the crankcase. The cap screws or

cap screw holes will be referred to as No.1, 2, 3, etc.,

around the entire pad in a clockwise direction begin-

ning with the first cap screw to the left of the longi-

tudinal center line of the cylinder at the front of the

engine, viewed from the propeller end and looking

down on the pad. The number of the pad will be

referred to with the same number as the number of

the cylinder which mounts on it in each case.

5. The Model R-2600-20 and -22 engines are double-

row, air-cooled, static radial engines operating on the

conventional four-stroke cycle. The general construc-

tion is as follows:

a. The crankcase is composed of seven principal sec-

tions: the front section, front main section, center

main section, rear main section, supercharger front

housing, supercharger rear housing, and supercharger

rear housing cover. The front section is secured

the front main section by means of cap screws.crankcase main sections are bolted together betw

the cylinders on each bank with 14 bolts, each

which extends through two sections. The supercharg

front housing is attached to the crankcase rear m

section by means of short internal bolts and long

ternal bolts. The supercharger front housing, su

charger rear housing, and supercharger rear hous

cover are secured together with studs, washers,

elastic stop nuts.

~e~REAR VI!W

Figure J-C)'linder Numbering and Firing Ord

Diagram. Black Rear Row-Red Front Row

b. The oil sump is of irregular shape as required

fit between cylinders No.7 and No.9. The oil en

the sump under pressure from the crankcase front

tion oil pump and drains from the crankcase m

sections. The oil is returned from the sump to

oil tank by the sump scavenge pump located at

bottom of sump.

c, The cylinders are attached to the crankcase m

sections by means of 20 cylinder hold-down

screws spaced around the cylinders in four groups

five. The major parts of the cylinder assembly

the cast-aluminum alloy heads with integral coo

RESTRICTED



Section I

Par. 5

RESTRICTED

AN 02-35HC-2

fins and rocker boxes which are screwed and shrunk

on steel barrels, the pistons and piston pins with

coiled-spring type retainers, and the piston rings.

The poppet-type valves are located in guides shrunk

in the cylinder head and are operated by a mechan-

ism consisting of rocker arms, push rods, and valvetappets. The tappets are actuated by lobes on a cam

ring driven by a step-down gear train originating at

the crankshaft. Both valves are closed by two high.

frequency valve springs.

d. The crankshaft is ot three-piece construction.

The front and rear secriou., are attached to the center

section by means of clamp je ;nts. The front section

consists of the front crankcheek to which the front

dynamic counterweight is attached and a forward

shaft extension incorporating reduction driving gear

splines. The rear section consists of a crankcheek to

which the rear dynamic damper is attached and a

short hollow shaft extension. Splines and threads are

.cut on the extension to receive the cam drive gear

which is secured by a retaining nut screwed On the

threads. The front and rear dynamic counterweights

are suspended from their crankcheeks on hollow pins

shouldered and tapped on one end to accommodate

the insertion of retaining bolts from the opposite end.

The crankshaft center section consists of two crank-

pins 180 degrees apart, separated by the center main

bearing journal. The three main roller bearings sup- •

porting the crankshaft are constructed with one-piece

roller retainers and are fully demountable for inspec-

tion of all parts.

e. The connecting rod construction consists of two

one-piece type master rods, one assembled on each

crankpin. Six articulated rods are fastened to each mas-

ter rod by knuckle pins, which are held in place by a

steel lock plate. A seal against excessive oil leakage is

provided by a bearing end-seal assembly consisting

of a bearing, the knuckle pin lock plate, and a bronze

spacer. The other end of the master and articulated

rods are connected to the pistons riding in the

cylinders.

[, All accessory drives are effected through spur

gearing in the supercharger rear housing, originating

at the accessory drive gear.

g. The R·2600·20 and -22 engines are equipped with

a two-speed supercharger drive which consists of an

impeller, a diffuser chamber, a distribution chamber,

and an impeller driving mechanism receiving its drive

from the accessory drive gear in the supercharger rear

housing. A drain valve is provided at the lower right

rear portion of the supercharger section to prevent

the accumulation of excess fuel.

h. The lubrication system is of the full-pressure

type, except for the cylinder and piston assemblies

which are lubricated by oil issuing from jets drilled

in each crankpin.

2 RESTRICTED



RESTRICTED

A N 02-3S HC-2

Sectio

Gen

SECTION II

TABLE OF SPECIFICATIONS

GENERAL

Models R·2600·20 and R·2600·22

Type Static Radial, Air-Cooled, Double-Row

Number of Cylinders 14

Bore 6.125 In.

Stroke 6.312 In.

Piston Displacement 2603 Cu In.

Compression Ratio 6.90:1

Impeller Gear Ratio 7.06: 1 and 10.06: 1

Impeller Diameter 11.00 In.

Rotation of Crankshaft (From Antipropeller End)

Clockwise

Rotation of Propeller Shaft (From Antipropeller

End) Clockwise

Propeller Reduction Gear Ratio (Crankshaft to

Propeller)

R-2600-20 16:9

R-2600-22 16:7

AN No. 50, 16 Splines

66.06 In.

Propeller Shaft Spline Size

Overall Length of Engine

Position of Center of Gravity

Distance aft of thrust nut from face 21.71 In.

Distance forward of center line of mounting

bosses 12,43 In.

Distance above center line of crankshaft .31 In.

Number of Mounting Bolts-Plain Mount 7

Diameter of Mounting Bolts-Plain Mouiu .656 In.

Overall Diameter of Engine (Over Front Rocker

Box Cover Studs) 54.08 In.

IGNIT ION

Magneto Type SFI4LU·I0

Rotation of Magneto Drive (From Antipropeller

End) Clockwise

Magneto Drive Shaft Speed Ratio to Crankshaft

.875:1

Spark Timing on Cylinders No. 1 and 12

Left Magneto (Rear Plugs)-Degrees BTC 20°

Right Magneto (Front Plugsr=-Degrees BTC 20°

V A LV ES AN D V A LV E TIM IN G

Intake Opens-Degrees BTC

Intake Closes-Degrees ABC

Exhaust Opens-Degrees BBC

Exhaust Closes-Degrees ATC

Intake Remains Open-Crankangle Degrees

Exhaust Remains Open-Crankangle Degrees

20°

50°

65°

40°

250°

285°

Valve LiftValve Rocker Clearances-Cold

Timing

Running (Hot)

.562

.010

.070

.070

FU EL SY STEM

Carburetor Type

Fuel Required in Flight

Specification

Fuel Inlet Connection Thread

Stromberg PR48

AN-F-28, Grade

AN

Fuel Pressure 13 to 18 Lb per S

Supercharger Drain Valve Connection Thread

.250 In. Std Pipe

LU BR ICA TIO N SY STEM

Oil Required in Flight

Specification AN-VV-O-446, Grade

Oil Pump Drive Shaft Ratio to Crankshaft 1.2

Rotation of Oil Pump Drive Shaft (Facing Drive)

Counterclockw

Flange Attachment to Oil Pump

Inlet and O~tlet

Provision for AN 4037, 4038, 4039, or

Crankcase Vent Connection to Oil Tank

.750 In. Std Pipe

A CCESSORY DRIV E· A N D INSTRU M EN T

CONNECT IONS

Dual Accessory Drive:

Vacuum Pump-Upper (Without AN 4050)

AND 1

Hydraulic Pump-Lower (Without AN 405

and AN 4055) AND 1

Upper and Lower Speed Ratio to Crankshaft

AND 1uel Pump Drive

Fuel Pump Speed Ratio to Crankshaft .8AND 1

3

AND 1

Generator Drive, Type IA

Generator Speed Ratio to Crankshaft

Propeller Governor

Propeller Governor Speed Ratio to Crankshaft

.9

Starter, Type III AND 1

Starter Speed Ratio to Crankshaft

Mechanical Tachometer, Type I AND 1

RESTRICTED



General AN 02-35HC-2

Mechanical Tachometer Speed Ratio to Crank-

shaft .500: 1

Electrical Tachometer, Type II AND 10005 __

Electrical Tachometer Speed Ratio to Crankshaft

.500:1

fuel Pressure Connection Thread

.125 In. Std Pipe Tap

Manifold Pressure Connection, Supercharger

front Housing, L. H. Thread.125 In. Std Pipe Tap

Oil Pressure Connection (Rear Cover Gage)


Combustion- Type Heater, Inlet Connection Thread

.250 In. Srd Pipe Tap

Heater (Exhaust) .500 In. Std Pipe Tap

De-icing Fluid Connection .125 In. Std Pipe Tap

Torquerneter Oil Pressure Connection


Detonation Indicator Connection Thread

.375 In.·24 USF

Static Air Scoop Pressure .125 In. Std Pipe Tap

ACCESSORIES AND WEIGHTS

Basic engine includes integral supercharger, super-

charger drive mechanism, propeller reduction

gears, engine lubrication system, oil pump,

starter connection (including starter dog),

tachometer drives, fuel pump drive, generator

4 RESTRICTED

drive, vacuum pump drive, propeller governor

.drives, all piping and controls between engine

parts, and provision for torquemeter, (If gun

synchronizer impulse generator drives are fur-

nished, it does. not include the impulse gen·

erator.)

Average Weight of Basic Engine including Gun

Synchronizer Drives (R·2600-20) 1877.50 Lb

Average Weight of Basic Engine without GunSynchronizer Drives (R·2600·22) 1873.50 Lb

STANDARD EQUIPMENT

Carburetor Screens and Gaskets

Carburetor and Discharge Assembly

1.50 Lb

50.00 Lb

Magnetos 39.50 Lb

Radio Shielded Ignition Assembly Complete with

Cradle 35.00 Lb

Spark Plugs 7.50 Lb

Priming System Installed on the Engine 2.00 Lb

Cylinder Air Deflectors or Baffles 30.00 Lb

Accessory Drive Covers 2.00 Lb

R·2600·20 TOTAL DRY WEIGHT 2060.00 Lb

TOTAL DRY WEIGHT (WITHOUT

TORQUEMETER) 2045.00 Lb

R·2600·22 TOT AL DRY WEISJHT 2056.00 Lb

TOTAL DRY WEIGHT (WITHOUT

TORQUEMETER) 2041.00 Lb



RESTRICTEDAN 02-35HC-2

SectioPar.

SECTION III

PREPARATION FOR SERVICE OR STORAGE

1. GENERAL.

Q. All engines that are installed in aircraft and that

are to remain idle for a period exceeding 48 hours, and

all engines that are to be stored, will be protected

against corrosion according to the directions given in

this section.

b. The instructions in this section should be fol-

"lowed as closely as possible to guard.against corrosion

and Possible subsequent failure of critical parts.

c. Tbe term "slushing compound" as used in this

section, unless -otherwise specified, denotes a mixture

of 75 percent engine oil Specification No. AN-VV-O-

446, Grade 1120, and 2.5percent corrosion-preventive

compound, Specification No. AN·VV-C-576, blended

in accordance with Specification No. AN·VV-C-576.

d. Ensure that all the material and equipment neces-

sary for the intended operation are available before

starting the operation. The necessary material and

equipment are listed in paragraph 13 of this section.

2. DESCRIPTION OF THE SHIPPING CASE.

Q The engines are shipped in a propeller end up

position i~ a wooden shipping box of the foUowing

dimensions:

Length 65 inches

Width 61-1/4 inches

Height 70-3/8 inches

b. The empty shipping case with fixtures weighs ap-

proximately 840 lb.; with the engine and engine

equipment packed for shipment approximately 2900 lb.

c. The shipping case is divided in two sections. a

lower section or cradle to which the engine is secured,

and an upper section, or cover, in which "the separately

packed carburetor is secured. Each section of the

case is provided with two steel straps secured to the

two

opposite sides of the case , by which the two sec-tions are bolted together. The hooks formed by the

upper ends of-the steel straPs are proyided for lifting

the cover section of the case and must not be used for

lifting the shipping case and engine.

3. REMOVAL FROM THE SHIPPING CASE AND

PREPARATION FOR SERVICE.

II. Break the seals on the shipping case cover attach-

ing bolts and remove the four nuts and bolts.

b. Raise the cover carefully, using a suitable

hoist and sling attached to the hooks formed b

upper ends of the steel straps.

c. Slit the moisture barrier envelope top sea

allow removal of the propeller shaft thread protecto

and'remove the cap. Install the lifting eye (Tool

803485) on the propeller shaft threads and re

the nuts and bolts attaching tbe engine mounting

to the cradle.

d. Attach the chain hoist having a capacity o

tons to the propeller shaft lifting eye and remov

engine and mounting plate from the cradle.

e. Lengthen the slit made in the moisture ba

envelope and roll it down over itse~. Remove th

washers, and bolts and spacen securing the moun

plate to the engine and remove the plate. .Remov

envelope, exercising extreme care to avoid dama

the envelope material.

CAUTION

The moisture barrier envelope should be han

dled only at a temperature of 21°C (70°F) o

above, to reduce the possibility of crackingthe material. Store the envelope for future

use.

I. Remove the heavy creped paper and all deh

tor bags.

g. Install the engine in the aircraft in accord

with the applicable technical order, or mount th

gine on a suitable assembly stand.

h. Remove the dehydrator plugs and the ex

port covers and allow the slushing compound to

from the lower cylinders and intake pipes. Turn

propeller. shaft through five or six revolutions tothe drainage. Reinstall the dehydrator plugs an

haust port coven in all cylinden. Do nor instal

spark plugs until immediately before operating

engine.

i. Remove the sump dehydrator plug and allow

slushing compound (0drain. Remove the keeper

the poles of the magnetic sump plug and instal

magnetic plug and gasket. Tighten and loc



Section III

Par. 3

RESTRICTED

AN 02-3SHC-2

the plug. Remove the oil tank vent sump from the

supercharger rear section cover, and install and lock-

wire the plug.

i - Remove the main oil strainer from the left-hand

side of the supercharger rear housing. Wash thestrainer in clean, unleaded gasoline. Replace the oil

strainer packing ring. gasket and screen. Install it

with washers and elastic lock nuts. and tighten the

nuts to the required torque value.

k. Remove the carburetor case from the engine ship-

ping box cover. Remove the cover. and remove the

carburetor from the mounting board and from the

moisture barrier envelope, exercising care to prevent

_Jamage to the envelope. Store this envelope for

future use. Remove the carburetor drain plugs as

shown in figure 6 and allow all slushing compound to

drain. Replace. secure and safety' the drain plugs,

Remove the carburetor substituting" cover from the

carburetor mounting pad. Remove the dehydrator

bags and inspect the inlet passage for cleanliness. In-

stall the carburetor and priming system as described in

section VI, paragraphs 10 and 11, of this Handbook.

I. Remove the moisture barrier caps from the super-

charger front breather housings, and all other engine

openings.

m. Remove the supercharger drain valve, wash it in

clean gasoline and reinstall the valve.

REMOVE TH ES E PLUGS

FOR SLUSH ING

Figure 6-Drain Plugs 10 be Removed from Stromberg PR48AJ Carburetor

6 RESTRICTED




n. When the engine has been Installed in the air-

craft, remove the exhaust port rovers and gaskets be-

fore installing the collector ring or stacks.

o. Before installing the spark plugs, turn the engine

over five or six revolutions to ensure that all the slush-

ing oil has drained from the lower cylinders and intake

pipes.

p. Install the spark plugs and copper gaskets.

Tighten the spark plugs to the torque value specified

in appendix IIof this Handbook.

q. Remove the terminal protectors from the spark

plug elbows. Install the spark plug elbows, and

tighten the elbow nuts to the required torque value.

Refer to appendix IIof this Handbook.

r. Before starting the engine. pre-oil it according

to the latest technical instructions.

4: S T01lA G E IN FL YA BL EA IR CR A FT .

a. Engines installed in aircraft which are to remain

idle for indefinite periods but which are to be maia-

tained in ayable condition, must be proteeted from

corrosion by either of the following 'methods;

(l)With the aircraft facing into the wind to min-

imize the possibility of excessive cylinder head tem-

peratures, operate the engine at idling speed ODalter-

nate days for a minimum of 15 minutes or Until the

recommended oil-in operating temIJeralUre is reached.

(II) In cold weather, operation may be discon-

tinued after one-half hour. if normal oil-in tempera-

ture cannot be reached by that time. Avoid excessive

ground running, particularly in sandy or dusty areas.

(b) Do Dot exceed 50 percent of rated power

during ground operations.

(c) When these recommendations are carefully

followed the aircraft may be maintained in ayable con-

dition Indefinitely,

(2) ALTERNATE METHOD OF

PROTECI10N:

(II) Change to unleaded fuel, Specification No.

AN-F-22

(b) Drain the engine sumps and oil tank

(c) Refill the oil tank. with slushing compound,

(d) Run the engine for 15 minutes at approxi-

mately 1000 rpm with the propeller in low pitch

(high rpm). Just prior to shutting down, increase the

speed to 1500-1600 rpm, spray hot slushing compound

into the induction system through the carburetor or

SectioPa

any ronvenient connection between the carburetor

the impeller. As soon as smoke becomes appare

the exhaust, set the mixture control in "IDLE

OFF' and continue to spray until the engine stop

(e) Turn off the ign~tion switch.

(/) Care must be exercised that dry air

hydraulic system is employed for spraying.

equipment required for hydraulic spraying is lis

paragraph 13 of this section.

(g). To provide adequate protection from

rosion, this procedure must be repeated each sixth

(h) Operating aircraft lubrication systems

iced with corrosion-preventive compound, wi

drained and refilled with pure engine lubricating

Specification No. AN-VV-0-446, Grade 1120, af

h o u r s of engine operating time.

5. T EM PO R AR Y ST OR AG E.

... Aircraft engines to remain inoperative fo

more than 30 days and taken off FLYABLE statu

be treated for TEMPORARY STORAGE as fo

(1) Run the engine out on slushilig compou

instructed in paragraph 4.a.(2) of this section, an

form the following additional operations:

(II) Remove the magnetic sump plug and

the slushing compound to drain. Wire the plug

its original location for future replacement. The

pound may remain in the oil tank.

(b) Prepare the carburetor as follows:

I.Place the mixture control in "A

RICH" and open the throttle wide.

2. Remove the carburetor drain plu

shown in figure 6, and allow all fuel to drain.

3. Replace the plugs.

(c) Remove the spark plugs and place p

tors over the harness terminal contactors,

(d) Spray hot slushing compound throug

spark plug hole into each cylinder with the pis

the bottom of the cylinder. Do not move theshaft after the.last qlinder has been sprayed. R

each cylinder. to coat the walls which were s

clean while turning the crankshaft. Attach a

the propeller or propeller shaft, warning agains

ther rotation during storage.

(e) Install two cylinder dehydrating plu

each cylinder and attach the harness leads to

See figure 7.

RESTRICTED



Section IIIPar. 5-6

RESTRICTEDAN 02-3SHC-2

(I) After the compound has thoroughly drained,

install a crankcase dehydrator plug in place of the

magnetic sump plug, as shown in figure 8.

(g) When the propeller is removed, coat the

exposed surface of the propeller shaft inside and outwith preservative compound. Specification No. AN-

C52. Wrap the shaft with a greaseproof acid-free

wrapper, conforming to Specification No. AN-P-12,

Grade A. Type 1. and secure the wrapping. with tape

meeting Specification No. AN-T-l2.

(b) Pack bags of dehydrating agent, Specifica-

tion No, AN-D-6, in the carburetor air scoop and each

cylinder exhaust opening. Cover these openings with

Figure 7-1nsllllling Cylinder Debydrillor Plug

Figure B-lnslalling Crlltlkcase Debydrlllor Plug in

Sump

8

moisture resistant seals and place a dehydrating agent

warning tag at each Iocation,

(i) Cover the crankcase breathers and all other

openings with moisture resistant seals.

(j)Wash the engine thoroughly with a Stod-dard Solvent.

(k) Cover the engine with 'the cover furnished

by the aircraft manufacturer.

b. Engines prepared for storage as directed in JYcl;ra-

graph 5 of this section, will be prepared for operation

in accordance with .the applicable steps in paragraph 3

of this section.

6. EXTENDED STORAGE.

/I. It is preferred that an engine that is to remain

. inoperative for a period exceeding 30 days be removed

from the aircraft. It must then be prepared for stor-

age as directed in paragraph 5 of this section with the

additional precautions Iistedbelow, and packed in ac-

cordance with paragraph 9 of this section.

b. Engines to remain inoperative for more than

thirty days and not removed from the aircraft, will be

prepared for storage as directed under paragraph 5 of

this section. In addition, these extra precautions must

be taken: .

(1) Before spraying the cylinder walls, coat the

exhaust valves and poets with slushing compound.

This may be accomplished by removing the exhaust

stacks, where practical, or spraying through the spark

plug holes. In either case ensure that the exhaust

valve is wide open.

(2) Remove all rocker box covers and thoroughly

spray the rocker boxes and rocker arm assemblies with

slushing compound. Replace the covers and gaskets.

(3) Prepare the carburetor as follows:

(II) Place mixture control in "AUTO-RICH"

and open the throttle wide.

(b) Disconnect the main fuel line; remove the

carburetor drain plugs and elbow, and pour slushing

oil, Specification No. AN-VV-O-446, Grade 1065, into

the fuel-in connection until the, oil draining from the

carburetor appears to have the same consistency as that

being poured in. Allow the oil to drain and replace

.the drain plug elbow and main fuel line.

(c) Where practicable, disconnect the carbure-

tor air scoop and install the cover anddehydrator bag

assembly over the top deck of the carburetor. Cover

this assembly with a moisture resistant seal,

RESTRICTED



RESTR ICTED

A N 02 -35H C·2

(d) Engines prepared for storage according to

the recommendations in this paragraph, will be pre-

pared for operation in accordance with paragraph 3,

of this section.

7. SU B M ER G ED EN G IN ES .

a. Do not raise the engine until preparations for

immediate disassembly and anti-corrosion treatment

are completed. .

b. It is essential that all oil passages and enclosed

areas in the various parts be drained of residual water

after disassembly. When the engine has been sub-

merged in salt .water, all salt encrustations must be

removed by Bushing the parts with fresh water, pre-

ferably warm, until the salt has dissolved; they must

then be thoroughly dried and slushed.

c. Magnesium parts are particularly susceptible tosalt water corrosion. These parts must be carefully

inspected, with particular attention to breaks in the

paint film and unpainted parting surfaces and mount-

ing pads. Wash the parts in unleaded gasoline, Speci-

fication No. AN-F-22, and protect them with a corro-

sion-prevenrive mixture.

8. IN OPE RA BL E E NG ltiES .

a. No preliminary treatment is necessary when the

engine is to be disassembled within 48 hours. When

early disassembly is not practicable, place the engine

on a disassembly stand and perform the followingoperations:

(1) Set the engine in a nose up position.

(2) Remove the propeller governor from its

mounting pad.

(3) Pour or pump a sufficient quantity of sl~hing

compound through the hollow shaft of the governor

drive gear to fill the entire engine.

(4) Replace the governor or a substituting cover.

(5) Remove the thrust bearing nut, pour sufficient

slushing. compound over the exposed thrust bearing

and replace the thrust nut:

(6) Turn the engine to a nose down position to

allow the slushing compound to coat the forward part

of the crankcase front section.

(7) Turn the engine to Bight position.

(8) Remove 'th~ magnetic sump plug and allow

the slushing compound to drain from the engine.

(9) In addition to the above instructions follow

SedionPar.

the recommendations in paragraph 6, EXTEND

STORAGE, as closely as is practicable.

9. PA C KIN G fO R EX TEN DED STO R A G E O R

SH IPMENT .

a. Install the lifting eye (Tool No. 83761) on

propeller shaft threads. Attach a chain hoist of

ton capacity to the engine. Lift the engine, and

stall the shipping box mounting plate attaching

in the bolt holes in the mounting section of the eng

b. I.nstall the oil tank vent sump to the oil tank

connection on the supercharger rear housing c

Lockwire the removed plug to any nearby loca

See figure 9. Install the moisture barrier envelope

the rear of the engine, locating the holes in the enve

gaskets over the mounting plate bolts.

C A U T IO N

The moisture barrier envelope should be han-

dled at a temperature of 21°C (70°F) to reo

duce the possibility of cracking the envelope

matetial.

Figure 9-lnsltJling Supercharger Rear Housing

Tank Yenl Sump

c. Install the shipping box mounting plate sp

and mounting plate on the engine. Install the w

ers, lock washers and nuts and tighten the nuts.

d. Lower the engine and mounting plate, and s

the mounting plate to the cradle with the attac

boles; nuts and washers, and tighten the nuts.

figure 10.

e. Wrap heavy creped paper around the engin

the cylinder heads in order to protect the enve

RESTR ICTED



Section III

Par. 9

RESTR ICTED

A N 02-3S HC -2·

from sharp projections, and secure the humidity indi-

cator card where it will be visible through the inspec-

tion window in the shipping box.

f. Remove the chain hoist and lifting eye, and coat

the inner and outer surfaces of the propeller shaft with

slushing compound. Install and secure the propeller

shaft protecting cover. Install the protector cap on

the propeller shaft threads.

g. Locate 20 bags of the dehydrating agent between,

and around, the cylinders and secure them to the

cylinders, as shown in figure II.

h. Pull the moisture barrier envelope over the entire

engine. Seal the envelope using the sealing iron

(Tool No. 802924) or a small soldering iron heated

to 163° to 176°C (325° to 3500F). Overlap the edges

of the material and seal a strip 1/2 inch wide and 1/4

Figure lO-Engine in Shipping Bo.'I:Cradle Ready For Sealing of Plastic Envelope

10 RESTR ICTED



R E ST R I C T E D

A N 02 -35H C-2

Figure I1-CylinJer Dehydrator Bags Installed on

Engine

inch from the edges of the material, leaving a small

hole through which the air in the sealed bag may be

exhausted·. A board covered with cardboard may be

used to support the material when the iron is applied.

A well vulcanized seal will be transparent, but a poor

seal will have a cloudy or filmy appearance. Insuf-ficient pressure of the iron on the sealed surface, or

the use of the iron at an incorrect temperature will

result in a poor seal. When a poor seal results, re-

apply the sealing iron until the seal is correct. Avoid

damaging the material by applying an iron that is too

hot.

i. Exhaustas much air as possible through the hole

left open by compressing the envelope or by a suction

pump, if one is available, and seal the envelope. When

a rupture in the envelope O C c u r s , seal it with the heat

sealing iron or with moisture resistant sealing tape.

j. After the envelope has been completely sealed,

fold the excess material around the engine and fasten

Ir with masking tape. Ensure that only one thickness

covers the humidity indicator card. See figure 12.

k. Install the cover section on the cradle. Install

and secure the. cover-attaching bolts and nuts.

I. When the engine is to be stored, the shipping box

must be placed in a dry place, protected from the ele-

R E ST R I C T E D

SectPar

Figur« 12~Engine Packed in Plastic Envelo

ments, in order to obtain the maximum benefit

the moisture barrier and dehydrating agent.

10. A C CE SS O RIE S.

II. Prepare and pack the generator, starter, fuel

and other engine accessories according to the ap

ble instructions.

h. When accessories are to be stored or shipped

the engine, pack them in the compartments at the

and rear of the shipping box cradle or otherwise s

them to the cradle.

11. S PA RE PA RT S .

II. Follow the instructions for the protective p

vation and packing of spare parts as described i

applicable technical instructions.

12 . IN SPE C T IO N O F ST O R E D E N G IN E S .

a. Under normal conditions the engine hum

indicator must be inspected through the inspec

window in the shipping box two weeks after pack

and monthly thereafter.

h. In tide water areas, or where the relative hu

ity exceeds 65 percent, semi-monthly inspection

be maintained.

c. The indicator, as well as the cylinder and



Sedion III

Par. 12-13RESTRICTEDAN 02-35HC-2

dehydrator plugs. contains silica-gel crystals. These

crystals are cobalt blue when fresh, changing to light

blue, deep pink and finally light pink as they absorb

moisture. The inspector can ascertain the approxi-

mate relative humidity inside the engine envelope by

comparing the color of the silica-gel crystals with the

permanent colors printed on the humidity indicator

card.

d. When the crystals no longer match the dark or

light blue sections, unsafe humidity in excess of 20

percent is indicated and the following precautions

must be taken.

(1) Remove the shipping box top.

(2) Cut the moisture barritr so as to remove the

least amount of material.

(3) Carefully roll it back from the engine.

(4) Replace all bags of dehydrating agent with

fresh ones. Replace the humidity indicator and all

"unsafe" cylinder and crankcase dehydrator plugs.

(5) Replace the engine envelope, evacuate the air

within, and heat seal the seam as described in para-

graph 9. of this section,

e. The-engine, if correctly packed, should require

no other treatment than a periodic replacement of the

dehydrator bags and plugs to ensure adequate protec-

tion from corrosion.

13. MATERIAL AND EQUIPMENT REQUIRED.

II. HYDRAULIC SPRAYING EQUIPMENT.

(1) A system for containing and heating a supply

of oil at 70° to 107°C (1580

to 225°F).

(2) A pump capable of maintaining oil at a' pres-

sure of 90 pounds per square inch against the flow

through a No. 40 nozzle.

(3) Oil pressure relief valve set at not less than

90 pounds per square inch.

(4) No. 40 oil burner. nozzle.

(5) Adapter for the nozzle.

(6) High-pressure hydraulic hose and a shut-off

valve.

b. CARBURETOR SLUSHING.. .(1) Funnel, rube and nipple for slushing.

c. PRE-OILING EQUIPMENT.

(1) Portable hand pump; or, where pre-oiliog is

practiced on a large scale, a portable .rig fitted with an

electrically driven pump; a container. heating ele-

ment, and Iength.of hose to coaaect the rig to the II"inch tapped hole in the left-hand side of the oil pump.

When an electric heating unit is used, it must be of a

type that does not allow direct contaCt with the oil, as

this impairs the lubricating quality of the oil.

J. SLUSHING AND a.EANING MATERIALS.

(1) Engine corrosion-preventive mixture, 25 per-

cent corrosion-preventive compound, Specification No.

AN-VV-C576, blended with 75 percent engine lubri-

cating oil, Specification No. AN- VV-O-M6, Grade

1120.

(2) Carburetor slushing oil, Specification No. AN-

VV -0-«6, Grade 1065.

(3) Preservative compound, Specification No. AN-

C52 (for externaluse).

(") Wash materials; dry-cleaning solvent. Federal

Specification No. P-S-661, or a wash gasoline, Specifi-

cation No. AN-F-22.

e. DEHYDRATING EQUIPMENT.

(1) Dehydrating agent (activated), Specification

No. AN-D-6, Type V, one-quarter and one pound

bags,

(2) Engine cylinder dehydrator plugs, Specifica-

tion No. AN-4064-1, 28 required.

(3) Crankcase dehydrator plug (sump), Specifica-

tion No. AN4061-2.

(") Carburetor adapter gaskets,

(5) Carburetor protector envelope, Specification

No. AN-E-l.

t- MOISTIJl!E SEAUNG ELEMENTS.

(1) Moisture resistant seals for supercharger fC<}nt

section breathers and for the supercharger impeller

shaft vent.

(2) Spark plug terminal protectors, Specification

No. AN4060.

(3) Cteped, greaseproof wrapping paper, Specifi-

cation No. AN-P-l2. .

(4) Engine protector envelope, Specification No.

AN-E-l.

(5) Engine cover provided by the aircraft manu-

facturer.

(6) Carburetor protector envelope, Specification

No. AN-E-l.

12 R E S T R I C T E D



RESTRlcrm·

AN 02-35HC-2Sectio

Par

\ I) Adhesive moisture proof tape, Specffication

No. AN-T-l2.

g. HEATING IRON SEAIJNG TOOL

(1) For heat' sealing the engine and carburetor

moisture barrier envelopes (Tool No. 8om4).

b. WARNING CARDS.

(1) Humidity indicator card (large).

(2) Warning ca rds to direct the removal of m

ture seals and dehydrating agents from tag locati

-P"ges 14, 15, tmJ 16 Deleled

. R ESTR lC IED



RESTR ICTED

AN 02-35HC-2

S e ction

Pa

SECTION IV

ENGINE TROUBLES AND SERVICE REPAIRS

1. E NG IN E T RO UB LE S.

a, The best method of trouble shooting is to first decide on the possible causes and then eliminate th

one by one, starting with the most probable. The following chart includes mention of the most comm

troubles, and their causes are submitted with the object of saving time and increasing the reliability

the engine.

Troubles Causes

!Failure of Engine to Start. 1. Carburetion:

Lack of fuel.

Under-priming or

over-priming.

Improper setting of

mixture controls.

Improper setting of

throttle.

Vapor lock 10 car-

buretor.

Improper fuel.

Water in carburetor.

Eli mineslo»

Fill fuel tank. Repair any leaks in fuel system.

If the engine is warm, priming should not he nec

sary, but if the engine is cold, proceed as follow

I.Fuel pressure should be maintained with

hand pump. The correct pressure is 16 to 18 lb

sq. in. (1.12 to 1.26 kg sq em).2. Pump a hand primer approximately

strokes or engage a solenoid type of primer for

seconds or as long as experience indicates.

3. A priming charge cannot be obtained by pum

ing the throttle as it is not mechanically linked

the accelerating pump.

4. Do not prime by pouring raw gasoline i

the cylinders through exhaust ports or spark p

bushings. Do not overprime. If the engine becom

overprimed, open the throttle and turn the eng

over several revolutions until it has cleared o

Make certain that the ignition is turned off duri

this period. When cleared, return the throttle

the 1000-1200 rpm position.

N O TE

A new carburetor or one that has heen

drained should be filled with fuel at least

two hours, bur not more than 24 hours, prior

to installation on engine or in airplane.

When starting an engine the mixture control sho

be set in "IDLE CUT-OFF." As the cngine st

to fire, move the mixture control to "AUT

RICH."Throttle must be almost closed.

Remove the vent plug from the second chamber

the regulator and work the auxiliary fuel pu

until the fuel stands level with the plug openi

Drain and refill with the proper fuel.

Remove drain plug at base of fuel control unit

Jrain off water.

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Section IV

Par. 1

RESTRICTED

AN 02-35HC-2

Ceuses

ENGINE TROUBLES--{Co"ti"ueJ)

Elimi1llllionroubles

2. Jgnition:

Dirty spark plugs.

Defective spark plug

terminal insulation.

Booster ignition de-

fective.

Defective ignition

wire.

Incorrectly timed

magneto.

Magneto breaker

points dirty and out

of adjustment.

Poor magneto con-

denser or coil.

3. Valve mechanism:

Incorrect tappet

clearance.

Incorrect timing

(after overhaul).

Replace spark plugs.

If sleeve is cracked, replace with a good sleeve.

Check wires with an electric tester.

Check wire with an electric tester.

Replace magneto.

Clean and check gap of points. Replace magneto if

gap is not correct. Test spark delivered by magneto

with electric tester.

Replace condenser or coil.

Check clearance.

Low Oil Pressure.

Check valve timing.

Oil Accumulation IQ

Crankcase.

1. Oil pump:

Lack of pump prim- Prime the pump.

ing.

Leaks in oil lines.

Dirt on seat of oil

pressure relief

valve.Improper adjustment

of oil pressure re-

lief valve.

Air lock or sticking

of oil check valve.

Foaming in oil supply

tank.

Foreign matter in oil

tank.

2. Dirty oil filter.

3. Bearing worn or wear-

ing (excessive

clearance).

4. Low outside atmos-

pheric pressure.

5. High oil temperature

1. Lack of priming in

scavenge pump.

2. Dirty oil sump pump

strainers.

Tighten or replace any leaking parts.

Remove and clean pressure relief valve.

Adjust valve with engine running and oil at recom-

mended temperature, 600 C (1400 F).

Remove and clean valve. Bleed until free of air.

Check operation of valve. Dean vent passage.

Refill tank with fresh oil

Drain and clean oil tank. Refill with fresh oil.

Remove filter and clean.

Remove engine from aircraft and overhaul.

Install lagging on oil lines. Clean the lines and re-

move any moisture traps.

Check oil cooler shutters for opening.

Prime scavenge pump while rotating the engine oppo-

site to normal rotation.

Clean oil sump pump strainers and lines.

18 RESTRICTED



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AN 02-35HC-2

Sedio

P

Causes

ENGINE TROUBLES-(Conlinuea)

Eliminationroubles

3. High oil inlet tempera-

ture.

4. High oil inlet pressure. Adjust the oil pressure relief valve with the en

running and oil at the recommended tempera

60° C (l,mo F).

See "High Oil Inlet Temperature" in Trouble col

Oil Foaming. Drain engine and oil tank and refill with fresh o

High Oil Temperature. 1. Insufficient oil cooling.

Excessive Oil Consumption. 1. Oil seal rings:

Worn piston rings.

Piston rings incor-

rectly installed.

Worn impeller shaft

oil seal sleeve or

rings.

2. External oil leakage. Examine and tighten connections or replace part

3. Accessory drive oil seal Replace oil seal.

leaks.

4. Leaking vacuum pump Replace oil seal.

oil seal .

5. Clogged oil vent line Clean vent line.

from impeller shaft

rear oil seal sleeve.

1. Use of water-mixed

cleaning solutions

when cleaning en-

gine pacts.

2. Return oil to supply

tank splashing ex-

cessively.

2. Insufficient oil supply.

3. Improper grade of oil.

4. Dirty oil.

5. Clogged or leaky scav-

enge passages, oil

lines, and/or

coolers.

6. Oil cooler bypass valve

not functioning.

7. Over-heated bearing.

Direct oil return lines to supply tank so as to pro

a minimum of splashing and to allow trapped

to escape readily.

Check oil cooler for clogging. Check thermostat

proper functioning and cooler shutters for ope

Replenish oil supply.

Drain and refill with recommended grade.

Drain and clean oil tank. Refill with fresh oil.

Clean lines. coolers. and strainers.

Examine valve for proper functioning.

Examine sump for metal particles. If particles

found. remove engine from airplane and d

semble.

Replace piston rings.

Remove cylinder. Install new piston rings. In

the proper type ring in the correct manner.

Remove supercharger rear housing and replace s

or rings.

Excessive Oil Pressure. 1. Oil pump relief valve· Remove valve and clean vent holes.

and check valve

vent holes clogged.

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Section IV

Par. 1

RESTRICTED

AN 02-35HC-2

ENGINE TROUBLES-(Conlinued)

Troubles

Uneven Running and Low

Power.

Failure of Engine to Idle

Properly.

Causes Eliminalion

1. Ignition:

Spark plugs dirty or Replace spark plugs.

improperly set.

Dirty spark plug ter- Clean terminals or replace.

minals.

Burned or deterio- Replace wires.

rated wires.

Oil on magneto

points.

Loose ignition wires.

2. Cnrburetion:

Carburetor icc.

Leaks in the induction

system.

Low cylinder com-

pression.

Too dch or too lean

a mixture.

Poor fuel.

Intake valve leaking.

3. Oil system:

Poor scavenging.

Clutch control valve.

1. Carburetion:

Incorrect carburetor

idle adjustment.

Leak in the induction

system.

Low cylinder com-

pression.

2. Ignition system.

Clean points and check gap.

Tighten all connections.

Check de-icing mechanism.

Tighten all connections and leaking parts. Refer to

note.

Check cylinder compression with warm engine.

Check for too high or too low fuel pressure. Check

adjustment of idle needle and setting and bellows

ofthe automatic mixture control unit.

Drain fuel tanks and fill with the recommended fuel.

Remove cylinder and correct valve seating cause.

Clean scavenge oil lines.

Insure clutch control lock at the extremity of both low

and high positions.

Make sure the idle needle valve is set to obtain the

desired fuel/air ratio.

Tighten all connections and replace leaking parts.

Refer to note.

Check cylinder compression with a warm engine.

Check entire ignition system.

Failure of Engine to De-

velop Full Power.

1. Carburetion:

Throttle lever out of

adjustment.

Incorrect fuel meter-

ing.

Leaks in induction

system.

Restriction in car-

buretor air scoop.

2. Faulty ignition.

Readjust the throttle lever.

Check the regulator unit to make sure it is set to main-

tain the correct metering pressure. Incorrect me-

tering may also be caused by the use of an improper

grade of fuel. If this is the case, drain the fuel

tank and refill with the specified grade of fuel.

Inspect and tighten all connections. Refer to note.

Examine air scoop and remove restriction.

Check ignition system with tester and tighten con-

nections.

20 RESTRICTED



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A N 02-35H C-2

Sedi

Pa

ENGINE TROUBLES-(Conlinued)

Troubles Causes Elimination

Rough Engine. 1. Engine mount:

Cracked mount. Replace or repair mount.

Defective bushings. Replace with new bushings.

2 . Governor control. Refer to the applicable technical order.

3. Propeller blade settings. Check that all blades are set equally.

4. Malfunctioning engine. Check all previously listed engine troubles.

Do not tighten intake pipe packing nuts after "A" period of operation. Tightening of the

intake pipe packing nuts within "A" period of operation after installing new rubber packing

is permissible, because at this time the rubber packing is still soft and has not adhered tightly

to the nut and pipe. Leaking intake pipe packing is a fire hazard and a possible cause of

improper mixture strength. Caution must be observed in following these recommendations.

2 . COLD W EATHER PRECAUTIO NS.

a. In cold weather it is advisable to have some sort

of lagging on the external oil lines on the engine and

to and from the oil tank. This will decrease the danger

of stoppage due to local congealed oil. A layer of

asbestos cord coated with shellac or water glass and

then wrapped in friction tape provides very good

insulation. Lacking asbestos, several layers of ordi-

nary packing cord can be used.

b. Unless the Auto-Syn system of transmitting the

engine oil pressures to the cockpit gages is utilized, it

is recommended that all pressure gage lines be filled

with oil, Specification AN- 0·6, for cold weather opera-

tion. After the lines are filled with this oil, all con-

nections should be kept tight to prevent leakage.

c. Make sure the crankcase front section cold

weather cowl is installed on the engine.

3. CHECKING PROPELLER SHAFT RU N -OUT . ENG INE

INSTALLED IN A IRCRAFT .

a. If the propeller does not run true, the propeller

shaft run-out should be checked as follows:

(1) Remove the propeller and remove the lock

wire from one of the upper pairs of nuts on the crank-case front section aluminum spacer.

(2) Remove one of the castellated nuts and in its

place install the dial indicator holding rod. Check to

be sure there is a washer under the rod before tight-

ening.

(3) Install a dial indicator on the rod in sposition that the indicator contact point is be

the propeller nut threads and the splines. Zer

indicator. See figure 13.

(4) Turn the engine over with the starter

times, noting the full indicator reading each

The average of these three readings is the prop

shaft run-out and must be within .012 inch maxi

full indicator reading.

(5) When the propeller shaft run-out is g

than the allowable tolerance, the engine must be

sembled and the crankshaft checked for run-out.

Figure 13-Checking Propeller Shaft Run-ou

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Section IV

Par. 4

RESTRICTED

AN 02-35HC-2

4. DRAIN VALVE LEAKAGE. c. If leakage is evidenced with the disk-type super-

charger drain valve at full throttle and high altitude

only, throttle back slightly and reduce altitude a suffi-

cient amount to increase the pressure differential, and

when flight is completed, correction should he made.

As this is an installation problem, the correction is to

install a new drain that will extend into the area of

positive pressure and face forward into the slip

stream.

II. Leakage of the supercharger drain valve during

engine operation is often caused by dirt or foreign

matter which hinders the sliding action of the piston

or which prevents proper seating of the disk.

b. In some instances, valve faces may require lap-

ping co cffcct the proper seal. Improper fit of the

piston in the valve body is another cause of leakage.

22 RESTRICTED



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Sectio

Gen

SECTION V

SERVICE INSPECTION AND ASSOCIATED MAINTENANCE

1. The work outlined in this section is a normal function of the operating organizations. It consists ofperiodic inspection, cleaning, servicing, lubricating, adjusting, and such maintenance work as is associated

the routine inspection system.

2. The necessary tools for this work may be found listed in section VII.

3. Columns A, B, C . and D are equivalent to 25, 50, 100, and 200 hour inspection periods when observed by A

Air Forces personnel and 30,60,90, and 210 hour inspection periods when observed by Navy personnel.

Dail,

Dr Pre- A B C D

Flight

a. FUEL SYSTEM.

(1) Carburetor attach-

ment. X

(2) Carburetor fuel

strainer. .X

(3) Carburetor air filter X

(4) Carburetor air screen At Overhaul

(5) Fuel leakage. X

At Engine Change

X6) Fuel system strainer

(7) Fuel tanks.

h. LUBRICATION SYSTEM

(1) Oil change.

(2) Oil leakage. X

See that the carburetor is securely fastened.

X

Remove and clean the carburetor fuel strainer

Service the carburetor air filters.

Unless experience indicates otherwise, clean th

air screen at overhaul.

See that all fuel connections are tight. Replac

any parts that cannot be tightened properly

Inspect the engine carefully for fuel leakage

frequently indicated by a dye stain from th

fuel. The location of a leak may not alway

be where the stain is found. Replace or repa

any parts which are causing fuel to leak.an intake pipe shows leakage or the packing

nut is not tight, refer to paragraph e, 7. of th

section.

Remove and clean the strainer. Clean the fu

tank sediment bulb or sump.

Drain and clean the fuel tanks.

Normally, aircraft engine lubricating oil will

drained only at engine change, except wher

some unusual circumstance, such as dust co

ditions, failure of minor engine part, er

makes it advisable to change oil before th

time. This includes all aircraft containing

hopper and non-hopper type oil tanks.

Check for oil leakage. If any leakage is ind

cated, locate the leak and repair. Leakage o

may not always be at the point of origin

Check rocker box covers and all oil connec

tions. Se e that the connections are tight. R

place any part that cannot be tightened prop

erly.

RESTRICTED



Section V

General

T

R E S T R I C T E D

AN 02-35HC-2

•

SERVICE INSPECfION CHART-(Continued)

(6) Oil sump strainer. X

(7) Oil strainer (crank- Xcase front section

oil pump).

(8)Oil cooler cores. X

(3) Oil screen.

(4) Oil strainer (super-

charger rear hous-

ing).

(5) Magnetic sump plug

Daily

lor Pre- A

FlighJ

X

x

X

B

c. IGNITION SYSTEM.

( I) Spark plugs. X

(2) Spark plug terminals X

(j)Magneto.

(4) Ignition cable.

24

c

R E S T R . ' C l E D

D

Remove the oil screen from the left side of the

supercharger rear housing, clean any sludge

from the screen, and reinstall.

Remove the oil strainer from the bottom of the

supercharger rear housing. Inspect the strainer

for metal particles and analyze any particles

which may be found. Any evidence of this

kind should be investigated thoroughly to

determine whether or not the engine should

be disassembled. Wash the strainer and rein-

stall with gasket.

Inspect the magnetic plug for metal particles.

Refer topargraph b, (4) for analysis of metal

particles. Reinstall with gasket.

Follow the instructions given in paragraph b,

(4).

Follow the instructions given in paragraph b,

(4).

Inspect the cores of the oil cooler to make sure

that they ace not plugged or coated with dirt.

The cores should be kept clean for efficient

operation.

Change plugs at "B" period. If at this time the

gap exceeds .020 inch the plugs should be

changed more frequently. If engine roughness

attributable to the spark plugs is experienced

prior to "B" period the plugs should be

changed more frequently.

See that the spark plug terminals are secure. The

terminal nut should be snug, but care must be

taken not to damage the nut by overtight-

ening.

No lubrication is necessary for Bosch magnetos

until overhaul. Wipe oil or dirt from the in-

side of the magneto housing.

If the ignition cable is punctured, a new cable

should be installed. Attach a new cable, coated

with soap stone, to the end of the punctured

cable and draw the new cable into the harness

when removing the old cable in the wired igni-

tion. harness.



RESTRICTED

AN 02-35HC-2

Secti

Ge

SERVICE INSPECI10N CHAR1'-(Continued)

Dttily

or Pre- A

Fligbl

d. COOLING SYSTEM.

(1) Cylinder fins.

(2) Air deflectors.

e. GENERAL.

(l) Controls.

(2) Nuts and cap

screws.

(3) Breather screen.

(4) Engine exterior.

(5) Compression.

x

x

x

x

B

x

c

x

RESTRICTED

D

Inspect the cylinder fins to make sure that th

are not coated with dirt. Check for any crack

fins. The location and extent of the crack w

determine whether the cylinder must be

placed or if the crack may be removed by pr

filing. An engine with a cracked cylinder

should not be operated until this conditio

has been corrected.

See that the air deflectors are tight and that t

proper clearances exist between the deflecto

and the cylinder fins.

Check all controls for proper functioning befo

flight: throttle, mixture control, cowl fl

control, supercharger control, propeller go

ernor control, carburetor air heater contro

etc. Lubricate all joints and bearings eve

"A" period.

Inspect all accessible nuts and cap screws dai

to insure that they are tight and properl

locked. Inspect all cylinder lock wiring eve

"A" period. Unless the cylinder lock wiring

broken or the cylinder hold-down cap screw

are loose, these nuts need not be tightene

except at overhaul

CAUTION

If the occasion arises, always tighten

all the cylinder hold-down cap screws

for anyone cylinder.

gasoline.

X Clean the exterior of the eJigial: ,

any parts are removed fcOlll. .

to "0" period, the engine

before removing the partS.

X Check compression of each cylinder removin

a spark plug from all the cylinders exce

the one being tested. If available, use a pre

sure gage in place of one of the spark plu

in the cylinder being tested. Pressure shou

register nearly equal for all cylinders. If su



. .~ . ." . . .General

1'l~11'l1"'11aI

AN 02-35HC-2

SERVICE INSPECfION CHART-(Continued)

Dllil]

01' Pre- A

Flight

B c D

26

(6) Valve clearances.

(7) Intake pipes.

(8) Exhaust system.

x

x

a gage is not available, a general indication

of the compression may be obtained by leaving

both spark plugs in the cylinder being tested

and rotating the engine with the propeller by

hand. Resistance to the turning of the pro-

peller by hand should be about the same for

all cylinders. .

X Remove the rocker box covers and check the

valve rocker clearances. Reset any clearances

which are not within the specifications. The

engine should be cold when setting or check-

ing these clearances. Check for broken valve

springs every time the rocker box cover is

removed. Valve clearances should be checked

at the end of the first "A" period after installa-

tion and again at the "0" inspection periods.

Navy personnel should check valve clearances

only upon installation of the engine and at

each overhaul.

Check the intake pipe packing nuts and cap

X screws. Do not tighten intake pipe packing

nuts at this inspection since such tightening

will break the adhesive seal which can not be

formed again by further tightening. If the

packing has been in operation less than the "A"

period it may be tightened, since it is still soft

and will adhere to the nut. If the packing has

been in operation more than ten hours and a

leak is evident, the packing must be replaced.

Leaking intake pipe packing is a fire hazard

and a possible cause of improper fuel/air ratio,

and it is therefore recommended that the

utmost caution be observed in following these

recommendations.

X Check the exhaust pipe of exhaust manifold for

cracks or warping daily. Check for tightness

at the "0" inspection period unless evidences of

burning are indicated during daily inspection.

Care must be taken to' tighten all exhaust

Bange stud attaching nuts equally to insure

that no distortion of the part takes place.

Exhaust leakage at this location caused by

flange distortion or insecure fastening may

result in the burning of the exhaust port.

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RESTRICTED

AN 02·35HC-2

Sectio

Par

SECTION VI

ADJUSTMENT, REPLACEMENT AND MINOR REPAIR

1. GENERAL.

a. The work outlined in this section can be per-

formed without the facilities usually available at ma-

jor overhaul activities.

h. The aim of the instructions in this section is to

establish the correct procedure for the replacement and

minor repair of such component parts of the engine as

cylinders, carburetors, magnetos, and starters. The

overhaul instructions are outside the scope of this

handbook and will be found in AN 02-35HC-3. Refer

to section VII of this handbook for the correct service

tools to accompany this section.

c. Elastic stop nuts will be used as a locking device

for all external engine studs and bolts except where

cotter pins are used. It is considered advisable that the

required stud height limits and locking limits be

followed. The elastic stop nuts must have at least one

complete thread projecting above the nut after it has

been installed. This is necessary to assure proper

locking. When this projection does not occur, a thin-

ner washer or a thinner type of nut should be used.

After being used several times, the elastic stop nuts

tend to lose their locking qualities. The number of

times the nut can be used depends on the temperaturesinvolved, the size of the nut, and the finish of the

threads. The suitability of a nut for further use is left

to the discretion of the mechanic, but it should be tight

enough to lock, which usually means tight enough to

require a wrench for installation. A finger-loose nut

must be discarded. It can easily be seen that rough or

burred threads greatly shorten the life of elastic stop

nuts. Therefore, where these are used, any rough spots

should be cleaned off the threads.

2. SPARK PLUGS.

a. Information on servicing and the tools required

for the spark plugs of these engines may be found in

A.A.F. T.O. No. 03-5E-l and Nav Aer 03-5E-602 and

-603, and section IV of this handbook.

h. Supplementing the above, _itshould be noted that

the thickness of the solid copper spark plug gaskets or

washer-type thermocouples used with these engines

must conform to the following limits: maximum-

.090 inch, minimum-.070 inch. This is to obtain

maximum efficiency of the spark plugs, less dange

overheating and detonation, and ease of removal.

3. CYLINDER AIR DEFLECTORS.

a. GENERAL.-To accomplish minor repair w

on the cylinder assemblies it is frequently necessar

remove cylinder head or barrel air deflectors.

b. REAR ROW CYLINDER HEAD AIR

DEFLECTORS-REMOVAL.

(1) To remove the rear row cylinder head

deflectors in one piece, disconnect the ignition

from the rear spark plug and pull it through the

deflector toward the front of the engine. Cut the

wire from the cap screws which secure the deflecto

the top of the cylinders at the rocker boxes, rem

these cap screws and washers. Remove the lock

cap screws, and washers at the two sides which se

the channeled section to the front cylinder. The

flector can now be lifted from the cylinder.

(2) To disassemble the assembly into its t

parts, loosen the Dzus fasteners, connecting them

turning the fasteners approximately one-half

counterclockwise.

c. REAR ROW CYLIl'I"DER HEAD AIR DEFE

TORS-INST ALLATION.-If the three compo

parts of the rear row cylinder head air deflector

been taken apart, reassemble them, securing with

attached Dzus fasteners. Pass the spark plug con

through its space in the deflector assembly and in

the assembly on the cylinder head, securing it at

rocker boxes to the cylinder head, and to the front

indee- head at both sides of the channeled section

cap screws, washers, and lock wire.

d. FRONT ROW CYLINDER HEAD AIR

DEFLECTORS-REMOVAL

(1) To remove the front row cylinder head

deflectors, disconnect the rear spark plug lead and

it through the opening in the deflector assembly.

and remove the lock wire from the cap screws secu

the deflector to the cylinder at the: rocker boxes

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Section VI

Par. 3-4

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AN 02-35HC-2

move these cap screws and washers, and remove the

lock wire, cap screws, and washers connecting the

front and rear deflector channel sections to the front

cylinder. Lift the deflector from the cylinder.

(2) The two major parts of the deflector assembly

can be separated by loosening the Dzus fasteners which

hold them together.

e. FRONT ROW CYLINDER HEAD AIR DE-

FLECTORS-INSTALLATION.-If the two parts

have been separated, connect them with the Dzus fas-

teners, pass the rear spark plug lead tbrough its port,

and install the assembly on the cylinder securing it

with the four washers, cap screws, and lock wire.

t. FRONT AND REAR ROW CYLINDER

BARREL AIR DEFLECTORS-REMOVAL.

<I) The cylinder barrel air deflectors are num-

bered as to the cylinders on which they arc installed

when they leave the factory. At each removal of these

deflectors, care should be taken to see that these num-

bers are still visible. and if they are not, to repaint

them as necessary. This is found advisable due to the

minor differences between the deflectors which fit on

the various cylinders.

(2) Loosen the rear row cylinder air deflectors by

unsnapping the spring end of the tie bolts rearward

from the baffles. Do not loosen the tie bolt nuts as

they are adjusted and located at the initial engine as-

sembly to give the desired spring tension to provide

easy assembly and disassembly. Remove the front de-

flector attaching screw from each side of the front

cylinders. Remove the lock wire. cap screws, and

washers securing the rear deflectors at the rocker boxes.

Remove all the rear deflectors rearward, turning the

front cylinder deflectors around their respective cylin-

ders slightly to disengage the fasteners. Do not detach

the deflector from the semicircular clamp which passes

around the front of the cylinder. Note carefully the

arrangement of the deflector attachment clamps on

cylinders No.7 and No.9 to insure prope.r reassembly.

(3) Loosen and remove the front cylinder air de-

flectors by unsnapping the tie bolts and moving the

deflectors forward.

(4) For ease in carrying out the above procedure,

it will be advisable to remove the intake pipes first, if

this has not already been done.

28

g. FRONT AND REAR ROW CYLINDER

BARREL AIR DEFLECTORS-

INST ALLATION.

(1) If the deflector assemblies have been disas-

sembled, install the tubular fitting of the latch bolt in

the socket provided on the left side of the deflector.

Insert the threaded end of the latch bolt through the

drilled hole in the tubular fitting and screw the retain-

ing nut on the bolt. The nut will be adjusted later for

proper fit of the bolt.

(2) Install the drilled end of the semicircular

clamp in the bracket near the front of the left de-

flector, inserting it from the inside Install the short

attaching bolt, castellated nut, and cotter pin.

(3) Install the front cylinder barrel air deflectors

(the two sections being held together with the semi-

circular clamps) on the front cylinders and fasten them

in position by snapping the attachment links. The

correct position of the clamp on the cylinder can be

determined easily by noting the alignment of the cap

screw holes at the top of the deflectors with the

threaded holes at each side of the cylinders. Do not

install the cap screws at this time.

(4) Install the rear cylinder !Jarre! air deflectors

(held together with the semicircular clamps) on the

cylinders and swing the front cylinder barrel air de-

flecrors slightly around their respective cylinders to

allow engagement of the fasteners. Install the front

deflector attachment screws and washers at the sides

of the front cylinders. Install the attachment screws

and washers at the right side of the rear cylinders.

Lockwire these screws.

(5) If the latch bolts (attaching links) were re-

moved from the deflectors prior to this installation, it

will be necessary to adjust the retaining nuts for

proper tightness and ease in assembling.

4. INTAKE PIPES.

a. REMOVAL.

(1) The packing nut at the crankcase end of (he

intake pipe should always be loosened before removing

the cylinder connection to avoid damaging the intake

pipe and flange. This may be done with the special

spanner-type wrench (Tool No. 84258) and handle

<Tool No. 81403) of bar stock.

(2) To remove an intake pipe from a front row

cylinder it is then necessary to remove the three flange

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AN 02·35HC·2

Sect

P

attaching cap bolts in the cylinder head. Slide the

intake pipe out of the packing nut. Plug the openings

in the cylinders and front supercharger housing to pre.

vent entry of foreign material.

(3) To remove an intake pipe from a rear row

cylinder after the packing nut has been loosened, it is

necessary to loosen the two hose connection clamps at

the cylinder head with a screwdriver. Slide the hose

connection along the intake pipe until the assembly

may be withdrawn, leaving the loosened packing nut

in the supercharger front housing. Plug the openings.

b. INSTALLATION.

(I) Install a new rubber packing ring dipped in

engine oil and loosely install the packing nut in the

intake pipe crankcase connection prior to installation

of front or rear row intake pipes.

(2) Install a new rubber packing ring and gasket

under the cylinder attaching flange of a front row

cylinder intake pipe and insert the intake pipe into its

port in the front supercharger housing, then into the

cylinder attaching flange. Secure the flange with the

three attaching cap screws having a plain washer and

a shakeproof lock washer under the head of each.

Figure 14-Tighlening Intake Pipe Packing NIII

Wilh Torque Wrench

Tighten the packing nut ID the supercharger

housing with the spanner wrench (Tool No. 8

See figure 14.

(3) Install a new hose connection and two

over the cylinder end of a rear row cylinder

pipe using a light coating of engine oil on the

pipe to relieve any binding of the hose conne

Insert the intake pipe into the front superch

housing and slide the hose connection up the

until it covers an equal portion of the pipe a

cylinder head hose connection sleeve. Tighten

hose clamp screws. Tighten the packing nut

supercharger front housing with the spanner w

(Tool No. 84258).

Figure 15-Removing Magnetic Drain Plu

5. OIL SUMP.

a. DRAINING.-The sump may be drained

best results if the oil therein is still warm. Bre

lock wire locking the hexagonal-ueaded magnetic

plug. See figure 15. Remove the plug and ca

drainage oil in a container of at least three-g

capacity. Check for iron or steel particles on t

magnetized segments on the inner end of the

plug. Clean the plug and reinstall with a

asbestos gasket under its head, tighten and lo

In the event a new magnetic plug is being in

be sure to remove the washer which acts as a

over the magnetic points before installation

plug in the sump.

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Sedion V IPar. 5

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AN 02'-35HC-2

Figure 16-Removing Oil Sump Strainer

b. STRAINER.

(1) To remove the oil sump strainer, remove the

lock wire, unscrew the plug, and withdraw the plug

with integral screen and sleeve. Examine the strainer

for metal particles and then clean. See figure 16.

(2) Upon installation of the strainer, replace the

gasket if its condition warrants it. Insert the strainer,

inserting the sleeve in the hole in the interior of the

sump. Screw the plug in tight arid lockwire.

c. REMOVAL OF SUMP.

(1) Remove the magnetic drain plug and drain

the sump. Remove the intake pipes from the cylinders

No. 8 and No.9 as described in this section and plug

the openings.

(2) Remove the front oil pump to oil sump front

and rear tube assembly by removing the cap screws se-

curing it. Break the lock wire and remove the small

hexagonal-headed plug and washer from the bottom

of the sump pump cover. Remove the long sump

30

pump drive snarr, Break the lock 'wire and remove

the rwo cap screws and washers that attach the sump

pump drive shaft adapter to the sump. Loosen the

two hose clamps on the crankcase rear main section

oil drain tube. Remove the eight elastic stop nuts

and washers attaching the sump pump body and coverto the sump. Remove the pump and cover assembly.

Remove the seven elastic stop nuts and washers attach-

ing the sump pump drive cover assembly to the bot-

tom of the supercharger rear housing. Remove the

sump pump cover and drive assembly. See figure 17.

Figure I7-Removing Sump Pump Drive Assembly

Break tne lock wire and removethe six cap screws at-

taching the sump to the, front supercharger housing.

Break the lock wire and remove the cap screw inside

the sump that extends through the upper half of the

sump and into the supercharger front housing. Re-

move the sump.

d. INSTALLATION OF SUMP.

(I) Install new gaskets on the attaching flanges.Hold the sump in its approximate position on tFie en-

gine and loosely screw the long through bolt into the

supercharger front housing. Attach the sump to the

crankcase with spherical washers and cap screws

Lockwire securely. Tighten the through bolt and

lockwire. Tighten the hose clamps on the main section

oil drain hose connection. Install the front section-oil

tube using new hose connections and gaskets. Tighten

"

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R E S T R I C T E D

AN 02-35HC-2

Figure IB-1nstalling Slimp Pump

Figure I9-Jnstalling Sump Pllmp Drive Shafl

the hose damps. Secure the flanged ends of the tube

with elastic stop nuts. Install new hose on the sump

pump drive shaft housing and tighten the clamps. In-

stall the sump pump drive assembly in the super-

charger rear housing and secure with elastic stop nuts.

Install two cap screws in the sump pump drive shaft

housing flange and secure to the sump. Install the

sump pump body and cover assembly in the sump. See

figure 18. Secure with elastic stop nuts. Install the sump

Section

Par.

Figure 20-Tightening Slimp Pum]» Driue Sba

Retaining Nut

pump long drive shaft in the bottom of the s

pump cover. See figure 19. Install the small he

onal-headed plug that retains the drive shaft and

wire. See figure 20. Reinstall the magnetic drain

and lockwire.

(2) Install the intake pipe on No, 8 and N

cylinders according to the instructions in this sec

6. PU SH RO DS AND V A LV E T A PPE TS .

a. REMOVAL.

(1) The following procedure is given for cas

which it is desired to remove a push rod without

moving the rocker arm hub bolt or disturbing

torque setting which has previously been applie

the rocker bolt nut.

(a) Loosen the two hose connection damp

the crankcase end of the pusb rod bousing and

single hose clamp at the cylinder end of the hou

Slide the crankcase end hose connection along the

rod housing, using engine oil to relieve the bindin

necessary, until the bead on the end of the housin

visible. On front row cylinders it will be necessa

remove the ignition wire clips from the push rod

ings, leaving the dips on the wires.

(b) Remove the elastic stop nuts from the

rocker box cover attaching studs in the rocker

Remove the rocker box cover and rocker box

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AN 02-35HC-2

(3) Remove the loose-fitting valve tappet ba~

socket and mating spring, moving. the crankshaft if

necessary to push the tappet within. reach of the fin-

gers. Remove the lock wire and cap screws which

secure the tappet guide and withdraw the tappet guide

and tappet assembly as one unit from the crankcase.

If the guide cannot be pulled out by hand, attach the

tappet guide puller (Tool No. 802242) and adapter

(Tool No. 802726)_ See f i g u r e 22. This consists of a

rod which clamps to the bead ?n the tappet guide. A

weight slides along the rod to provide the necessary

inertia for removing the guide. Remove the gasket

from under the guide fI~ge.

Section V I

Par. 6

gasket.· Loosen the rocker arm clamp end tapered-

head locking cap screw and unscrew the valve clear-

ance adjusting screw all the way out to its stop, using

the valve clearance adjusting wrench (Tool No. 802-

581). Screw the push rod removing tool (Tool No.

82703) on the extended threads of the valve clearance

adjusting screw and insert the handle to serve as a

lever to compress the valve spring. The push rod may

then be removed through the slot in the tappet guide,

taking the housing and hose connections- with it.

(2) If the special push rod removing tool is not

available, it will be necessary to remove the rocker arm

before the push rod can be withdrawn. Remove the

rocker box cover as previously described. Remove the

cotter pin from the rocker bolt and unscrew the nut.

Move the crankshaft ~ that the valve is seated and a

clearance exists between the rocker roller and the valve

stem. Hold the rocker arm to prevent it from falling

and push out the rocker bolt, being careful not to dam.

age the tbreads. See figure 21. Remove the spherical.

seat washer and synthetic rubber oil seal ring at each

end of tbe bolt. Lift out the rocker arm and withdraw

the push rod by rhe ball end. The push rod housing

may now be removed by loosening the hose clamps

and sliding the crankcase end connection along the

housing.

Figure 22-Removing Valv.eTappet Guide with Puller

(4) The tappet and guide assembly may be. sepa-

rated by tappmg the hollow end of the tappet with a

fiber drift and a light hammer. Care should be exerted

not to lose any parts during this operation as the float-

ing tappet roller, bushing, and pin are exposed wben

the retaining circlet is "removed. The tappet may be

withdrawn from its guide and complete disassembly

of roller and bushing effected by pushing the floating

pin out of the slotted end of the tappet:

b. ASSEMBLY AND INSTAllATION.

(1) Place the tappet roller equipped with its float-

ing bronze supporting bushing in the slotted end of

the tappet and insert the floating pin. Slide the .tap~t

and roller into the tappet guide and install the-retain-

ing circlet with the installing tool. (See figures 23 and

24.) Install a new gasket under the tappet guide flange

and insert the tappet and guide in the crankcase. Make

sure when installing the gaskets on the crankcase that

Figure 21-Rem'oving Rocker Arm Hab Bolt the oil drain boles in the gaskets line up with those in

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AN 02-35HC-2Sedion

Pa

Figu~e 2~Inslalling Valve Tappet Circlet 01J

InslalJ,;ng Tool

,

FiKure 24-Inslalliflg V JfJe Tappet eirckl

the nankcase. Assemble a steel and a copper wa

over each attaching cap screw. Place the steel wa

. under the head of the attaching cap screw. Place

copper washer on the cap screw between the

washer and the valve tappet guide Bange. Secure

tappet guides and lock wire. Insert the coiled sp

and valve tappet ball socket into the hollow tap

Oil all parts with engine oil.

(2) Install the short hose connection and

clamp on the rocker box end of the push rod hous

The rocker· box end may be identified by the loca

of the beading approximately 3/8 inch from the

IOstau the long hose connection and two clamps on

crankcase end of the, housing which may be identi

by the location of two beads near the end of the h

ing. A little engine oil on the push rod housingrelieve any binding of the hose connection.

(3) If the rocker arm was not removed when

push rod was previously withdrawn, proceed as foll

(a) Oil the push rod ball ends and insert

push rod in its housing, sliding the hose connectio

the crankcase end back Bush with the bead.

(b) Compress the valve spring with the ro

arm, using the valve spring compressing tool (

No. 814(9) as described in the removal instructi

With the valve spring compressed, slide the push

housing hose connection into position at the ro

box and push the crankcase end of the push

through the slot in the tappet guide.

(c) Remove the valve spring compressing

from the rocker arm., Push the push rod housing

the way into its rocker box hose connection and

the crankcase end hose connection over the ta

guide. Force the crankcase end hose against the ta

guide flange using the special tool. Tighten the t

hose clamps. See figure 25.

(J;tMove the crankshaft until the piston

top center of its firing stroke and adjust the v

clearance as'instructed in paragraph 6, c, be

Tighten the locking cap screw in the clamping

of the rocker arm.

(e) App1y engine oil to the rocker arms. v

springs, and walls of the rocker boxes, and install

rocker hox cover with it new gasket. Install an el

stop nut on each of the four attaching studs

tighten,

RESTRICTED



Par. 6 AN 02-35HC-2

. . -

II

f' .~. . .'

Figure 25-Tjghtening Push Rod Housing

Hose Clamp

(4) If the rocker arm was removed for the removal

of the push rod, proceed according to the following

instructions:

(0) With the hose and clamps assembled on the

push rod housing, install the housing on the engine,

pushing it all the way into its rocker arm hose con"

nection. Slide the crankcase end hose connection over

the tappet guide. Force the push rod housing hose

against the tappet guide. flange and install the hose

damps, referring to paragraph (3) above for additional

information on this detail.

(b) Oil the push rod ball sockets with engine

oil and insert the rod in the push rod housing through

the rocker box. Install the rocker arm and insert the

rocker bolt through its hub. Interchangeable spheri-

cal-seat washers are used on both ends of the rocker

bolt, with a synthetic rubber oil seal ring between each

washer and cylinder. The bolt should be inserted with

the head on the inboard side of the rocker box; that is,

the side next to the center of the cylinder head.

34

(c) Before tightening the castellated nut on the

.rocker bolt, check the end clearance between the bear-

ing inner race and the rocker box. If it exceeds .015

inch, remove the bolt and install a shim to take up the

excess.

(d) Tighten the rocker bolt nut to the correct

torque value, using the torque indicating wrench (Tool

No. 84922). Refer to Appendix II. If excessivetorque is necessary to line up the cotter pin hole, re-

move the nut and substitute a new washer, repeating

this procedure under the head of the bolt if necessary.

See figure 26.

(e) Move the crankshaft until the piston is on

top center of its firing stroke and adjust the valve

clearance as instructed in paragraph 6, c, below.

Tighten the locking cap screw in the clamp end of the

rocker arm. Apply engine oil to the rocker arms,

valve springs, and walls of the rocker boxes and install

the rocker box cover with a new gasket. Install an

elastic stop nut on each of the four attaching studs and

tighten.

(5) On front row cylinders it will be necessary to

attach 'the ignition wire clips to the push rod housings.

c. ADJUSTMENT OF VALVE CLEARANCES.

(1) Valve tappet clearance is measured with a

feeler gage between the rocker arm roller and the tip

of the valve stem. The adjustment is made by screw-

ing the slotted screw on the push rod end of the rocker

arm, using either the special screwdriver (Tool No.

81132) or the angle screwdriver (Tool No. 802581).The other end of the angle screwdriver incorporates a

socket wrench for tightening the tapered head lock

screw once the desired valve clearance has been ob-

tained.

(2) To obtain accurate valve clearance adjust-

. rnents, always locate the crankshaft so that the clear-

ances of both valves of a cylinder may be adjusted

without further movement of the crankshaft. This

means that both valves should be seated, with their

actuating tappet rollers located at their lowest position

of travel on the track of the cam between lobes. This

position occurs when the piston is approximately at

top center of its compression stroke and may be arrived

at by observing the rocker arm action of the cylinder

on each side of the cylinder upon which valve clear-

ance adjustments are being made as explained 10 the

following paragraphs:

R E S T R I C T E D



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AN 02-35Ht-2Section

Pa

Figure 26-Tighlening Rocker Arm Hub Boll wilh Torque Wrench

(a) Adjust the valve clearances of the rear row

CYlinders as follows:

1. With the propeller shaft turning hub

(Tool No. 82284), rotate the crankshaft until bothvalves of No.1 cylinder (rear row master rod cylinder)

are closed. To assure this position, turp the crankshaft

until the intake rocker arm of cylinder No. 13, at the

left of No.1, is at the approximate midpoint of its

opening action, and the exhaust rocker arm of cylinder

No. 3, at the right of No. _I , is at the approximate mid-

point of its closin& st.ro1ie. When the Crankshaft is in

this position the'valve tappet rollers are located so that

they fall between the lobes on the rear cam tracks,

2. Screw in the adjusting screw of each roc

arm in cylinder No.1 until the rocker arm roller b

against the valve stem tip and the valve tappet spr

is fully compressed. Tap the adjusting screw end

the .rocker arm lightly to make sure the tappet

socket is seated. Turn the adjusting screw in

opposite direction until .010 inch clearance exists

tween the rocker roller and the valve stem tip.

figure 27. Tighten the tapered head lock screw, us

a four inch wrench (Tool No. 8051~O), and rech

the clearance. Check the tightness of the adjust

screw to make sure it is locked with the proper

justment.

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Section VI

Par. 6

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AN 02-35HC-2

Figure 27-Adjusting ValvI! Clearance

NOTE

Three oil pressure holes are incorporated in

the valve adjusting screws used on these en-

gines. The Screw is marked on the top sur-

face with three 1/16-inch diameter circles in

line with the three drilled oil passages. If one

of these holes is aligned with the clamp joint

of the rocker arm, oil will escape into the

rocker box without properly lubricating the

rocker arm bearing. Care will be exercised

when adjusting the valve clearance both

above and below the horizontal center line of

the engine in order to insure that n011eof the

drilled holes in the adjusting screw line up

with the clamp joint in the rocker arm within

1/8 inch. If, after adjusting the valves to

.010 inch, an oil pressure hole is found to be

closer than 1/8 inch to the nearest edge of

the clamp joint, turn the adjusting screw in

the direction to increase the valve clearance.

In no case must .017 inch valve clearance be

exceeded.

36 RESTRICTED

~.



RESTRICTED

do . 02-35HC-2

3. Tum the propeller' shaft in the direction

of normal rotation until the valve ~anism of cylin-

der No.5, the next cylinder to fire in the rear row. is

in the proper position for the adjustment of its valve

clearances. Make sure the re~'\ive ,position of the

rocker arms of the adjacent cywide,rs are similar to

that described for setting the val~'dearances of cylin-

der No. 1 above. Continue rotating the propeller

shaft in the direction of normal rotation as explained

above and adjust the valve clearances of all the remain-

ing rear row cylinders in the order in which they fol-

low each other ~ the' engine firing order (No.1. 5. 9.

13, 3, 7. and 11).' z, ~ (0 I '-/ L/ ?r / "2 .

(bJ Adjust the valve clearances of the front row

cylinders as follows: ,.

1. After completing the adjustment of the

valve clearances of No. 11 cylinder. rotate the propeller

shaft opposite to the direction of normal rotation for

approximately 90 degrees to place the valve mechanism

of No. 12 cylind~r (front row master rod cylinder) in

the proper position for the adjustment of its valve

clearances. Move the crankshaft back and forth until

a position is obtained where the intake rocker arm of

cylinder No. 10, at the left of cylinder No. 12, is in

the approximate midpoint of its opening stroke and

the exhaust rocker arm of cylinder No. 14. at the

rigbt of cylinder No. 12, is at the approximate mid-

point of its closing stroke. It is to be noted that the

observed rocker arms of the adjacent front row

cylinders are on the opposite side of the cylinder

head from the rocker arms to be observed while ad-

justing the rear row cylinder valve clearances, Adjust

rhe valve clearances of No. 12 cylinder as CoIplained

previously.

2. Tum the propeller shaft in the direction of

normal rotation to place the valve mechanism of No.

2 cylinder (the next cylinder to fire in the front row)

in the proper position for the adjustment of its valve

clearances. making sure that the proper relative posi-tions of the adjacent rocker arms are observed. Adjust

the valve clearances, and in a similar manner continue

adjusting the valve clearances of the remaining front

row cylinders in the order in which they follow each

other in the engine firing order (No. 12, 2. 6. 10. 14.

4. and 8). Make sure that the previously described

precautions are observed to prevent pressure oil leak-

age into the rocker boxes.

Section

Par

7. CYLINDERS, VALVES, AND PISTONS.

II. CYLINDER REMOVAL.

(1) Remove the four bronze exhaust stack fl

attaching nuts. If the exhaust manifold is constru

with two cylinders exhausting between expan

joints, remove the flange attaching nuts from the

haust port studs of the adjacent cylinder. Loosen

expansion joints of the exhaust manifold and dis

nect any additional joints to allow swinging a

tion of the manifold out of the way for accessibilit

the cylinder being removed.

(2) Disconnect the front and rear spark

ignition terminals and remove the cylinder head

deflector unit according to instructions given in

section. I.: ,;'()

(3) Remove the intake pipe and plug the oing in the supercharger front housing according

instructions in this section. For accessibility

necessary that 'the adjacent intake pipe be remo

as well.

(4) Remove the rocker box covers, rocker a

push rods. and push rod housings according to

ceding directions in this section. Remove the ro

box ignition wire dip, leaving the dip on

shielding.

(5) Disconnect the cylinder barrel air defle

and remove, following the instructions outlined

this section.

(6) To remove cylinder No.7, 8, or 9, it is n

sary to remove the sump. This may be accomplis

according to the procedure given in this section.

(7) Remove both spark plugs using the pro

wrench (Tool No. 83820 for a spark plug havin

7/8 inch hex. or Tool No. 83814 for one having

inch hex.), Wrenches should be applied only to

shell hex. when removing the plugs. Do not

too much pressure on the wrench as the plug bo

may be stressed so as to result in distortion of the

ket seat between the core and the shell. Care m

also be exercised to prevent the wrench from til

to one side or slipping and striking the head of

plug.

(8) Move the crankshaft until the piston in

cylinder being removed is at the top of its str

Break the lock wire securing the 20 cylinder h

down cap screws and remove the qlp screws, u

RESTRICTED



Par. 7 AN .02-35HC-2

the offset box wrench (Tool No. 82860). Remove the

spherical-seat washers under the cap screws and pull

the cylinder straight outward clear of the piston. If

the cylinder is to be used again, install fin protectors

around the lower fins of _thecylinder head.

(9) When the piston assembly incorporates the

aluminum plug piston pin retainers, which are held in

position by the cylinder walls, the lower plug retainer

must be supported when withdrawing the cylinder

from the piston. The piston 'pin and piston must be

removed immediately after the cylinder is removed.

When the piston pin is tightly held i~ the piston, use

removing tool, (Tool No. 804868), to remove the pis-

ton pin.

h. PISTON REMOVAL.

(1) If the piston assembly incorporates a spring

type retainer, remove the top piston pin retainer using

the special removing tool (Tool No. 84377) as follows:

Insert the spade-shaped end of the tool between any

two spring coils, turn the handle 90 degrees to engage

the coils with the shoulders of the spade, and pry the

piston pin retainer spring out of its groove in the

piston, resting the curved leg of the tool against the

side of the piston. Insert one finger through the

retainer to catch it as it snaps out. See figure 28.

Figure 29-Removing Piston .Pin

(2) Push the loose-fitting piston pin out of thepiston and connecting rod with the fingers, holding

the piston from falling. In the event the piston pin is

stuck, it may be forced out with the piston pin remov-

ing tool. See figure 29. Remove the piston rings as

explained in the next paragraph; encircle the .piston

with the felt-lined stirrup, and screw the shoulder drift

into the piston pin. Remove the piston and piston pin

from the engine and prevent the connecting rod from

striking the crankcase by installing a connecting rod

guide. Plug the hole in (he crankcase" to prevent

foreign material from entering.

(3) Inspect the bottom piston' pin retainers to

make sure they have not been broken or the grooves

have not been worn beyond allowable limits.

Figure 28-Removing Piston Pin Retainer (1) Place the cylinder, which has been stripped of

c. VALVE REMOVAL.

38 RESTRICTED



R E S T R I C T E D

AN 02-35HC-2·Sedio

P

Figure 3~ompressing Valve Springs

all p~t5 except valves and springs, on the wood valve

assembly block. Hold a short piece of brass tubing

of about 1 inch diameter over the valve, centered on

the valve stem and resting on the shouldered washer.

Strike the tubing firmly with a mallet to Ioosen the

locks from the washer.

(2) Install the valve spring compressor (Tool No.

84109) and insert its retaining pin through the rocker

bolt holes in the rocker box. See figure 30. Place astrip of fiber or aluminum between the frame of the

compressor and the rocker box parting surface.

(3 Move the lever to its extreme downward posi-

tion ro compress the valve springs, being careful that

the slotted compressing lever does not bind on the

cover attaching stud at the push rod end of the rocker

box. Remove the two split locks now exposed and

release the compressor lever slowly. Remove the com-

pressor retaining pin and withdraw the compre

from the rocker box. Lift oui: the valve spring u

shouldered washerv.the two valve springs, and the

lower thin supporting washers from each valve.

(4) Carefully place the cylinder and support

pedestal in a horizontal position. Withdraw the pe

tal and remove the valves, taking care not to st

them against the inside of the cylinder barrel.

d. VALVE INSTALLATION.

(1) Oil the valve stems and guides with en

oil and install the valves in the cylinder head. H

ing the valves to keep them from falling out, place

cylinder on the wood valve assembly block. Install

two valve spring supporting washers in their rec

around each v·alve guide. Install the two concen

valve springs around each valve and place the up

retaining washer loosely on the top O f the spri

R E S T R I C T E D



Section VI

Par. 7


(2) Install the valve spring compressor as de-

scribed in paragraph c above. Compress the valve

springs by pushing the lever to its extreme downward

position and insert the two split valve locks in the

valve stem lock groove. Release the compressor lever

handle slowly until the valve spring washer ha s seated

properly against the tapered outer surfaces of the locks.

CAUTION

Be sure to me the thin hour-glass type locks

OIl the intake valve, and the regular wedge-

type lock OIl the .exhaust valve.

(3) Remove the valve spring' compressor and

repeat the procedure on the remaining valve. Lilt the

cylinder from the valve assembly block.

e. PISTON INsT ALLAnON.

(1) used pistons will be !CCOnditioned by over-

haul depots 01' subdepots only. When. for any reason.,

it becomes oecescary EoI' any service activity to replace

a piston. or any part thereof. the entire piston assembly

will be requisitioned and installed.

(2) Place the piston rings in the cylinder barrel

and check the gap to make sure it is at least .0« inch.

Sc:e6gure31.

(3) SPRING TYPE RETAINERS.

(III) Install a new piston pin retainer spring in

the rear ~ of each piston. To install the retainer,

place the retainer spring in the installing tool (Tool

No. 84861) with the spring pressed into the groove onthe side opposire that having the cut-out. Install a

pismo pin in the piston with' the large diameters of

the chamfers on the pin flush with the inner edge of

the grooves in the piston. Insert the end of the

reuiner installing tool in the piston pin from the

side of the piston in which the retainer is to be

installed and with the cut-out surface of the tool

twned ~ the top of the piston. While perform-

ing this operation, locate the protruding section of

the retainer spring in the groove of the piston. Install

the adaprer in the opposire. end of the piston pin and

while holding the pin in position with the adapter.

apply pressure on the installing tool with the other

hand and force the retainer. into its seat in the retainer

gruene. Remove the insralliog tools and piston pin.

(6) Install the three compression and twOupper

oil control piston rings with the side marked TOP

toward the head end of the piston. The bottom 01'

sixth piston ring is installed in an inverted position

with the side ~ TOP toward the open end of the

piston.

N O T E

Pistons No.7. 8, and 9 do DO haYC the oil

control holes in the No • .{and 5 ring grooves.

The sixth ring is not inYClUd when installaI

OIl these Pistons. all rings ace then installaI

with the side marked TOP rowacd the head

of the piston.

(c) Tucn the aankshaft so that the conncctiog

rod is at the top of its stroke. Oil the piston pin,

connecting rod piston pin bushing. and pismo pin

holes in the piston with astor oil. Install the piston

in position with that part of the dome OIl which the

piston part number is stamped facing the J'CaI'.

(J) Insert the 1oo5e-6ttiog piston pin through_

the piston and coDD«ting rod with the 6ngcn until it

bottoms on the retainer ring previously installed. In-

stall the other piston pin reuiner spring using the

retainer spring installing tool (Tool No. 84861).

(4) PLUG 1YPE RETAINERS..

(III) When installing piston pins with plug type

retainers, repeat step e., (I).(2). (3b). and (3c).

(b) Insert the Joose.-6tting piston pin through

the piston and connecting rod. Insert the plug type

retainers in each end of the piston pin.

t- CYUNDER INSTALLATION.

(I) Oil the cylindec barrel bore with astor oil,

Specification No. AN-JJJ-0-316, and install a new rub-

ber oil sea l ring below the cylinder hold-down flange.

Placing the piston and coonccting rod at the top of their

stroke, apply astor oil, Specification No. AN-JJJ-O--316,

to the piston and rings. Ayoid cxcessiYC me of the

oil as drainage into the combusrion chamber may

cause fouling of the spark plugs. Set the piston rings

50 that the gaps are equally spaa:d Cstaggeccd) around

the piston. ~ the coonccting rod guide from

the cylinder mounting pad. Make sure the cylinder

hoJd-down ftange surfacr and aank~ are clean anddry. •

(2) Compress the upper piston rings with the

ftexible piston ring clamp (Tool No. 80«0) and slide

the cyliOder OYer the pismo. As soon as the 6I '5l 6YC

coinpression and oil control rings ha..e entered t)Ie

cylindec. I'eJDOYChe clamp and make sure that bodl

piston pin retainers ace 10catal cocrectIy. Compress

the lower ring with the clamp and slide the cylinder

into its location OIl the aanlrotcr.

(3) Install twO Ispecial Joouing cylindec hold-

down cap screws (Tool No. 8021n) OIl opposite·

sides of the cylinder-. Tighlal these with the ofl'xt

40 RESTRlCIm



Sect ion V

. R E $ l1 lI C T E D

AN 02-35HC-2

Figure 31-i\{t'41uNflg piswn Ring Gap



Par. 7

box wrench and the torque indicating handle to a

torque of approximately 300 inch pounds. This pre~

vents misalignment of the hold-down cap screws and

incorrect seating of the spherical-seat washers. These

special locating cap screws are copper plated, having

integral spherical seats, and do not have any holes

drilled for lockwiring. Lubricate the regular hold-

down cap screws with antiseize compound, Specifica-

tion AN-C-53, and install finger-tight with spherical-

seat washers. No clips or brackets are to be installed

under the cylinder hold-down cap screws.

(4) Using a torque of approximately 300 inch

pounds, tighten two cap screws on opposite sides of

the cylinder approximately 90 degrees from each of

the special locating cap screws. Using the same torque,

tighten two more cap screws on opposite sides of the

cylinder and approximately 45 degrees from the last.

Proceed in this manner until all the cap screws are

tightened. Remove the special locating cap screws

and replace with standard cap screws and washers,

using approximately 300 inch pounds torque. Finally,

tighten all of the cap screws consecutively around the

cylinder to a torque of 375 to 400 inch pounds. See

figure 32.

Figure 32-Tightening Cylinder Hold-Down Cap

Screws with 'Torque Wr~nch

(5) The following precautions should be observed

when using a torque wrench:

(a) Make sure the wrench does not bind on any

part of the engine.

(b) Install the wrench in such a posrnon that

the nut or screw may be pulled up to the required

tightness without interruption.

42

(c) The torque load should be applied until the

nut or screw has ceased to turn. This may require

several seconds from the time that the indicator

reaches the desired torque value.

(6) Install the spark plugs loosely in the cylinder

head to prevent the entrance of foreign material.

(7) Lockwire the cylinder hold-down cap screws

using a length of wire for each group of five. Lace

the wire between the cap screws and twist together at

the ends.

(8) After the installation of cylinder No.7, 8, or

9, install the oil sump according co the instructions set

forth in this section.

(9) Install the cylinder barrel air deflectors in

accordance with the procedure outlined in this sec-

tion.

(10) Install the intake pipe on the cylinder being

installed, as well as the adjacent intake pipe whichwas removed for accessibility.

(11) Install the push rod housings, push rods, and

rocker arms according to the procedure outlined in

this section. If the valves have been ground to such

an extent that interference exists between the rocker

arm and standard valve spring washer, it will be neces-

sary to replace the valve spring upper washer with one

having an undersize bore. This operation requires

removal of the cylinder to a valve assembly block as

previously described in this section.

(12) Remove a spark plug to check the piston for

the top center position on the firing stroke and set the

valve clearance to .010 inch as described in this sec-

tion. Coat the rocker boxes, rocker arms, and valve

springs with engine oil. Insrallthe rocker box covers

with new gaskets, and secure with an elastic Stop nut

on each of the four attaching studs. Install the igni-

tion wire attaching clips on the proper push rod hous-

ings and rocker boxes.

(13) Tighten the spark plugs with wrench (Tool

No. 83820), placing copper gaskets or thermocouples

which conf~rm to the thickness specified in this sec-

tion under the shell of each. See figure 33.

(14) Install the cylinder head air deflector unit

according to the instructions given in this section and

connect the spark plug ignition terminals.

(15) Install the exhaust stacks which were re-

moved and reassemble the portion of the exhaust mani-

R E S T R I C T E D



RESTRICTED

AN 02-3SHC-2

Figure 33-Tightening Spark Plug with

Torque Wrench

.~'"fold which was removed or'~n.g out of the way for

the cylinder removal. Tighten"all joints.

8. MAGNETOS.

a. REMOVAL.

0) The Bosch SF14L.U-IO magnetos have a de-

tachable distributor block shrouded by a two-piece

radio shield. In view of the fact that all the high ten-

sion ignition wires are secured to the distributor

blocks, the block of a magneto being removed is also

used in a replacement magneto of the same type unless

the block requires repair.

(2) Loosen the two lower hexagonal-headed cap

screws with brazed washers on each side of the radio

shield. Remove the two upper screws from each half

of the radio shield which hold the shield to the dust

cover and gear housing. Remove the five screws

which hold the halves of ftie shield together and

remove the cover.

(3) Remove the two screws securing the distrib-

utor block. Lift the distributor block from the mag-

Sectio

Pa

Figure 34-Removing Distributor Block

from Magneto

nero and move the assembly out of the way until

for installation on the replacement magneto.figure 34.

(4) Remove the two screws securing the bre

cover and remove the cover. See figure 35. With

ignition switch off and the mixture control s

"IDLE CUT-OFF," turn the engine crankshaft i

direction of normal rotation until the step cut i

timing collar "A" lines up with the timing mark

in the breaker housing "H" as indicated by plac

straight edge (preferably a steel scale) "C" across

At this point the timing mark on the distributor

on the side nearest the coil should coincide with

white mark on the red pad on the inner face of the

housing, indicating that the rotor is in a positio

distribute a spark to No. 1 cylinder.

(5) Remove the magneto from the engin

accordance with the following instructions:

(a) If the timing plug hole in the front se

is not accessible, turn the engine crankshaft sli

in the direction opposite to normal rotation or

tinue to turn it in the normal direction of rot

RESTRICTED



Section VI

Par. 8

R E S T R I C T E D

AN 02-35HC-2

until the breaker points are dosed with the cam fol-

lower resting on the cam dwell preceding the lobe

which opens the breaker points to furnish No. I cylin-

der with its firing spark. At this point insert a .0015

inch feeler strip between the points, or connect a

timing light across the points. Now turn the engine

slowly in the direction of normal rotation and pull

lightly on the feeler strip. Stop turning the engine

at the instant the feeler strip starts to slip or the

timing light flashes, indicating that the breaker points

are beginning to open. Do not disturb the engine

crankshaft selling thus obtained until sbe replacement

magllelo has been instaIJed. Remove the cotter pins,

castellated nuts, and washers from each of the three

magneto attaching studs, holding the magneto to keep

it from accidentally dropping due to its overhanging

construction.

(b) If the timing inspection hole in the front

section is accessible for installing the replacement

magneto, the inoperative magneto may be removed

as soon as its timing marks have been aligned accord-

ing to the preceding paragraph. Remove the cotter

pins, casrcllated nuts, and washers from each of the

three magneto attaching studs, holding the magneto

firmly to keep it from accidentally dropping because

of its overhanging construction.

(c) For maintenance, servicing and repair of

the Bosch SF14LU-1O magnetos, refer to A.A.F. T.O.

No. 03-5DC-l, and Nav Aer 03-5DC-528.

b. INSTALLATION.

(1) Remove the radio shield, the dust cover, the

distributor block, and the breaker cover. Turn the

magneto drive shaft in the direction of normal rota-

tion as indicated by the arrow on the cam until the

No. 1 cam lobe is about to open the contact points.

No. 1 cam lobe is marked by a red dot on the face

of the cam. \Vhen facing the magneto drive shaft

end, this position should also be observed by the white

mark on the distributor gear on the side nearest the

coil, and the white mark on the red pad on the inner

face of the gear housing. When these two points ace

in line, No. 1 lobe of the cam is about to open the

contacts for firing No. 1 cylinder. In the event that

the paint mark on the distributor gear is obliterated,

the correct point on the gear can be detected by the

drill spot which normally contains the paint.

(2) Determine the exact breaker point opening

by inserting a .0015 inch feeler gage between the

points or connect a timing light across the points. The

44

Figure 35-Bosch l'tfagneto Timi"g Diagralll

COrrect instant is determined when a slight pull

releases the gage or the timing light indicates opening.

Hold the cam in this position by pressing the fingers

against the distributor gear so that the distributor

rotor shaft cannot turn.

(3) Mount the magneto on the engine by means of

mounting studs. It is important that these studs be

approximately in the center of the magneto mounting

flange slots. If the splines of the magneto coupling

will not mesh with the splines of the engine drives in

the position first tried, then remove the cotter pin,

the castellated nut, the lock washer, and the recessed

plain washer, and withdraw the magneto coupling

from the magneto drive shaft. Remount the magneto

coupling in a different position on the magneto drive

shaft. The coupling and drive shaft are provided with

six splines so that six different positions of the gear

teeth on the coupling can be obtained.

(4) Mter the coupling bas been mounted in a

new position, repeat the procedure for mounting the

·magneto on the engine, One of the six positions of

the magneto coupling will allow it to readily mesh

with the internal spline on the engine drive, and with

the mounting studs in the middle of the magneto

mounting flange slots.

R E S T R I C T E D



RESTRlClID

AN 02-35HC-2

(5) Mtcc determining this position, remove the

magneto from the engine and secure the coupling

with the recessed plain washer. lock washer, castel-

lated nut, and rotter pin. Apply a heavy grade of

petrolatum, Speci6cation AN-VV-P-236, to the splines

of the magoeoo drive shaft roupliog and reinstall themagneto in the correct predetermined position..

(6) When both magnetos have been mounted.

tighten the holding nuts firmly. but loose enough so

that the magnetos may be moved in the mounting

Bange slots for final accurate adjustments (synchr0-

nizing) to the engine-

c. FINAL TIMING OF MAGNETO TO ENGINE.

(1) When making final timing adjustments of the

magnetos 00 the engine. all adjustments must be made

through the drive roupling assemblies by turning thecomplete magnetos in their flange mounting slots. For

synchronized sparks of both mageetos, -both sets of

points of No. Icam lobe must open simultaneOusly.

(2) Although final timing of both magnetos to

the engine can be carried on at the same time. it is

r ecommended that one magneto only be timed per-

fectly 00 the engine. and the serond magneto be syn-

chronized with the first one, This final timing and

synchronization is done in the following manner:

With the piston of No. 1cylinder in the advanced fir-

ing position required on the rompression stroke and

both magnetoS having been mounted as outlined. pro-

ceed as follows:

(II) Assuming that the left magneto is the one

chosen for timing 00 the engine. loosen its holding

nuts on the retaining studs sufficiently to permit rotat-

ing the entire magneto slighdy in its mounting B . a . n g e

slots. Rotate the magoeoo flange until the cam fol-

lower UF' is in the cam dwell preceding No. 1cam

lobe with the breaker points "En dosed. Connect a

timing light, one lead should be grounded and the

other two leads connected to the breaker points.

NOTE

The timing light is preferred because it pro-

vides a more accurate check of the opening

of the rontact points and provides less prob-

ability of damage 00 the breaker points than

any other method. Inan emergency a feeler

gage or a piece of shim stock not to exceed

.0015 inch may be used.. The gage or shim

stock must be degreased. cleaned, and dried

Sectio

P

thoroughly before it is inserted between the

rontaet points 00 check for their opening.

Now rotate the magneto flange carefully until the

ing light indicates the points are opening. or unti

feeler strip is released by a gende pull To iabsolute accuracy. the contact opening position s

be rechecked before tightening with fastening

sufficiendy 00 permit any movemcm of the mag

bot loose enough for further adjustment,

(6) Engine timing should be checked with

engine timing marks by movement of the cranks

Rotate the crankshaft in the direction opposite 00

mal rotation at approximately one-quarter turn.

reverse the rotation sufficiendy 00 bring the cam

lower inoo the cam dwell preceding No. Icam

At this position connect the timing light acros

points, or insert a .0015 inch feeler gage. Continu

move the craokshaEt in the direction of normal

tion by a very slight jarring movement until th

gine timing pointer is at the engine timing m

The timing light or the release of the feeler

should indicate the points are opening under contin

jarring action on the crankshaft while the engine

ing pointer is within the engine' timing mark.

setting should also be rechecked..

(c) The correct setting having been obta

secure the left-hand magneto by means of the ho

nuts. Do not disturb the setting.

(d) With the engine and the left-hand

neto in the above position, adjust the right-hand

neto in its mounting slots until the breaker points

open. using the timing light method or a feeler

This is the synchronizing operation and shoul

carefully carried out. The right-hand magneto s

now be tightened. but only enough 00 permit fu

adjustment if necessary-

(e) Finish thesynchrooization of both mag

with the eogioe by turning the crankshaf1: inthe d

tion opposite to normal rotation approximately

quarter turn, and then turning in the direction of

mal rotation until the cam followers are in the

dwell preceding the No. 1cam lobe. Connect the

ing light across both sets of points or insert

strips.

(/J Continue to turn the the crankshaft i

normal direction of rotation by a slight jarring a

on the crankshaft turning tool. Both light bulb

the timing light must indicate the points are ope



Section VI

Par. 8

RESTRICTl :D

AN 02-35HC-2

at the same moment or the feeler strips must release

at the same time with equal effort of pulling. If this

instantaneous action is not obtained, any equalizing

adjustments must be made on the magneto being syn-

chronized (in this case the right-hand magneto). All

adjustments must be made in the magneto drive end.

Under no circumstances is the breaker point adjust-

ment to be changed. Retighten the fastening nuts of

both magnetos and secure with lock wire.

d. MAGNETO DISTRiBUTOR BLOCK

REMOVAL.

(1) As it has been pointed out in paragraph 8, a,

(1) of this section, it is not necessary to remove the

distributor block from the ignition cables when re-

placing a magneto in the field. However, should the

case arise where it is necessary to remove the distribu-

tor block, follow the procedure described previously.

(2) Separate the insulation plate from the dis-

tributor block by hand and remove the 11 cable pierc-

ing screws and lock washers from the block andwithdraw the ignition cables. See figure 36. With-

draw the booster cables, if used, removing the piercing

screw from the deep hole in the center of the block,

e. MAGNETO DISTRIBUTOR BLOCK

INSTALLATION.

(1) Insert the ignition cable for No.1 cylinder at

the distributor block cable hole marked No. 1 rnak-

Figure 36-Remof·ing Ignition Cables from

Distributor Block

ing certain that the cable end seats properly in the

bottom of the cable hole. Secure the cable end with

a lock washer and piercing screw. Make certain that

the screw is firmly tightened. Insert the cable for the

next cylinder to fire, according to the firing order,

into the distributor cable hole marked No. 2 and

secure in the same manner. Follow this procedure

until the 14 cables have been installed in the dis-

tributor block.

NOTE

The numerals on the distributor block indi-

cate the firing sequence of the magneto only

and must not be construed as the firing order

of the engine cylinders.

(2) The following table gives the relation be -

tween the cylinder numbers and the magneto firing

orders:

Afagnelo Distributor

Block Number Cylinder Number

1 1

2 10

3 5

4 14

5 9

6 4

7 138 8

9 310 12

11 7

12 2

13 1114 6

(3) On installations provided with a high tension

booster current source, connect the high-tension

cable from the booster to the booster conductor in the

same manner as the high tension ignition cables are

connected to the distributor block. The booster cable

is connected to the cable outlet marked B in the dis-

tributor block.

(4) After the wiring is completed, reinstall the

distributor block in the magneto, being careful to

avoid unnecessary tightness and sharp bends in thehigh tension cables. Secure the dust cover to the mag-

neto housing with the fastening nuts. Fasten the

breaker cover to the gear housing with nuts.

(5) Connect the switch cable to the magneto by

means of the terminal assembly provided. With the

46 RESTRICTED



RESTRICTED

AN 02-35HC-2

terminal inserted and held firmly in place by the

slotted nut, the clearance between the automatic

grounding spring in the breaker assembly rear hous-

ing rim must be at least 3/32 inch.

NOTEAll American Bosch aviation magnetos are

furnished with a short-circuiting spring

which will automatically contact the inner

rim of the gear housing when the terminal

(switch) assembly is removed from the latter,

thereby short-circuiting the primary circuit.

This prevents the possibility of a high-tension

secondary voltage being built up which might

otherwise result in unexpected ignition.

Whenever the switch cable is connected to

the magneto, however, the magneto switch

must be kept in the "OFF" position to pre-vent accidental starting of the engine.

9. RADIO SHIELDED IGNITION CABLE ASSEMBLY.

a. REMOVAL.

(1) Disconnect the shielded ignition cable termi-

nals from the spark plugs of all cylinders.

(2) Remove all spark plug conduit attaching clips

from the push rod housings of the front row cylin-

ders, leaving the clips on the conduits with their

clamp screws and nuts temporarily reinstalled.

(3) Remove the clip attaching screws and nutssecuring the rear spark plug conduits of all the cyl-

inders to the brackets on the intake rocker boxes of

the front row cylinders. Leave the clips and tempo-

rarily reinstalled screws and nuts on the conduits.

Do not remove the brackets which hold the spark plug

conduits away from the cylinder head 6ns.

(4) Loosen the main radio shielded conduits from

their crankcase h·.lckets by removing the lock wire,

screws, and washers securing the upper halves of the

brackets to the lower halves.

(5) Remove the radio shielded distributor block

from each magneto, disassemble, and withdraw allignition wires according to instructions in paragraph

8, d, (2) of this section. Unscrew the knurled cou-

plings and slide the adapter from the rear end of each

of the main ignition conduits.

(6) Withdraw the rear spark plug conduits from

the spark plug cooling air ducts in the cylinder head

air deflectors, being careful not to damage the termi-

nal contacts.

Sedi

Pa

(7) Remove the cylinder barrel air deflectors

cylinders No.3, 4, 12, and 13 following the in

tions outlined in paragraph 3 of this section.

(8) Remove the four elastic stop nuts sec

the ignition manifold ring to the nose sectionengine. Loosen the knurled coupling holding

jointed manifold ring together, the couplings a

ing the large flexible conduits to the manifold,

remove all controls and lines which hamper

moval. Withdraw the shielded ignition cable

bly forward from the engine in the most conve

manner permitted by the installation.

b. INSTALLA TION.

(1) Prepare the replacement radio shielded

tion cable assembly for installation by removin

distributor blocks according to instructions in

graph 8, d of this section. Unscrew the knurled

plings and remove the adapter from the rear e

each large flexible conduit, being careful not to

the gasket on the adapter. Loosen the knurled

plings securing the two large flexible conduits t

manifold ring, as well as the knurled coupling a

ing the two halves of the jointed manifold

together.

(2) Place the assembly in position on the en

passing the large flexible conduit for the left

neto between No. 12 and No. 13 cylinders an

conduit for the right magneto between No.3 and

4 . cylinders. Place the four drilled lugs projec

from the inside diameter of the manifold ring

the proper front section studs, and reinstall the

tic stop nuts, if still in good condition, which

removed with the replaced shielding assembly. Tig

the knurled couplings securing the halves of the

fold ring together and those securing the main

duits to the manifold ring, having the gasket

erly seated between each joint.

(3) Install the magneto outlet adapter with

ket on the rear end of each large flexible con

Powdered mica or talc on the ignition cables wil

in their installation. Leave the knurled coup

loose enough to permit adjusting the position o

adapters. Connect the magneto distributor b

and radio shielding to the ignition cables and i

in each magneto following the instructions in

graph 8, e, of this section.

(4) Place the large flexible conduits in the

half of their crankcase brackets which are bolte

the crankcase between cylinders No. 12 and 13

RESTRICTED



Section V1

Par. 9

RESTRICTED

AN 02-35HC-2

Pigure 37-Tighleni.g Spllrk Plug Term;..! Elbow

No.3 and - 4 . Install the upper halves of the brackets

and secure with screws. washers. and lock wire. The

protective sections of sleeve on each main conduit

should be spaced between the attaching brackets so

that the clamps grip me braided shielding and not the

sleeve. Tighten the knurled couplings at the maio

conduit outlet adapters,

(5) Work all of the small flexible conduits lead-

ing to the rear spark plugs through the air ducts in

me cylinder head air deflectors. being careful not to

damage me spark plug terminal contacts.

(6) Attach me clips of the rear spark plug con-

duits of cylinders No. 2. 4, 6. 8, 10, 12. and 14 to the

steel bracket on their intake rocker boxes with screws

and elastic stop nuts, Make sure that the spark plug

terminals arc accessible to their respective spark plugs

and that the protective sleeve is between the conduit

clip and me spark plug terminal.

(7) Install the dips of the rear spark plug con-

duits of cylinders No. It 3, 5~ 7, 9, n, and 13 over

me studs in me outer side of the front row cylinder

intake rocker boxes. and retain with elastic stop nuts,

Make sure the spark plug terminals arc accessible to

48

their mating spark plugs aed lhat the protective sleeve

is between the conduit clip and the spark plug

terminal.

(8) Install the clips attaching the ignition cab les

to the push rod housings.

(9) Install the cylinder barrel air deflectors on

cylinders No.3. 4. 12. and 13 following the instruc-

tions outlined in paragraph 3 of this section.

(10) Connect the shielded ignition cable termi-

nals to all of the spark plugs. making readjustments

to conduit attaching clips where necessary for ac-

cessibility. See figure 37.

c. SPARK. PLUG SHIELDED TERMINAL

REPLACEMENT.

(I) Each ignition cable makes a positive connec-

tionto

a shielded spark plug by means of a springwhich is insulated by a sleeve of ceramic material.

This insulated spring contact is retained in the

threaded receiving chamber of the park plug by a hex.

coupling seating on the shoulder of a brass elbow

which is attached to the cod of each spark plug

conduit,

(2) If the artaching coupling threads become

worn or the contact insulation is defective. the shielded

terminal assembly may be replaced as follows:

(II) Straighten Out the ignition cable strands

which arc fanned out around the base of the coiled

contact spring and pull the spring and sleeve assem-bly from the end of the cable.

(b) Loosen the knurled coupling securing the

terminal elbow to the cable shielding and withdraw

the elbow and rubber gland.

(c) If the ignition cable is of insufficient length

for additional stripping of insulation, loosen the

knurled coupling where the spark plug conduit joins

- the manifold ring and slide back the braided conduit

enough to make the cable accessible. The required

slack may be obtained by drawing up on the cable at

this point and reinstalling the shielded conduit.

(d) Make sure the contact spring and washer

assembly is not loose in the ceramic sleeve by insert-

ing a IN-inch diameter rod in the sleeve bottoming

on the contact washer. Place the outer end of the rod

on a sca le . hold the sleeve in the fingers. and press

down with a 12 to I3 pound load. Repeat this pro-

cedure with the sleeve inverted on the rod. If the

contact washer moves in either direction. the sleeve

assembly should be rejected.

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AN 02-35HC-2

(e) Install the replacement shielded terminal

elbow on the end of the spark plug COQduit, having

a new rubber gland in the joint between the two.

Twist the strands of the ignition cable s1ighdy to

enter the tecminal contact readily and insert the cable

into the ceramic sleeve with its stripped end extending

through the hole at the base of the contact spring.

No solder is necessary. Press the wire strands securely

into position over the end of the contact washer nipple

by means of a small copper tube; liS-inch inside

diameter.

d. SPARK. PLUG SHIELDED CONDUIT

REPLACEMENT.

(1) Replacing any individual ignition cable in a

radio shielded cable assembly is not recommended.

but any defective shielded spark plug conduit may be

replaced easily as foUows:

(a) Remove the spack plug tecminaI elbow

and contact according to instructions in paragraph

9. II.

(b) Loosen the knurled coupling attaching the

spark plug shielded conduit to the manifold ring and

slide the conduit and rubber grommet off the ignition

cable.

(c) Slip a new rubber grommet over the igni-

tion wire with its tapered end seating in the manifold

ring. Slide the replacement ftexible shielded conduit

over the spark plug ignition cable. Make sure amplecable is provided to attach the spack plug shielded

terminal, and tighten the knurled coupliog on the

manifold ring.

(d) Install the spack plug shielded terminal

elbow and contact on the end of the ignition cable

according to the instructions in paragraph 9, b.

10. CARBURETORS.

II. GENERAL-For maintenance and servicing of

the Bendix Stromberg injection carburetors with

which these engines ace equipped. refer to A.A.F.

T.O. No. 03-10BA-2.

b. REMOVAL

(1) Disconnect the throttle and mixture controls.

Remove the lines from the following connections in

the most convenient manner allowed by the engine

installation.

(a) Fuel inlet, at the bottom of the regulator

unit.

Sectio

Par.

(b) Fuel pressure. at the left of the fuel

connection.

(c) Vapor separator, on top of the fuel stra

chamber.

(d) Fuel pump sylphon vent, in the carbur

air scoop or throttle body top flange.

(e) Remove tbe air intake temperature bulb

intake air heater controls from the air scoop.

move the temperature bulb from the discharge

sembly. Remove the elastic stop nulS from the

air scoop retaining studs on the top flange of

carburetor throttle body and lift off the air s

(or the section of which is attached to the carburet

(j) Remove the twelve lock nulS and spher

seat washers secucing the carburetor and discharge

sembly to the supercharger rear housing. Removecarburetor and discharge assembly and cover

mounting flange with a metal or wood plate.

c. INSTALLATION.

(1) Before installing the carburetor, prepar

for service by flushing it with gasoline foUowing

practice employed in preparing it for storage as

lined in section m, except employing gasoline t

move all traces of the slushing oiL

(2) Remove the cover plate from the mout

the induction passage in the superchacger rear h

ing and place a new gasket over the attaching sInstall the carburetor and dischacge assembly on

mounting flange and secure with spherical-seat w

ers and lock nots.

(3) Install the temperature bulb in the disch

assembly. lnstall lines on the fuel inlet, fuel

sure, and vapor separator connections in the o

that space renders most convenient. Connect

throttle and mixture controls and check for fuU t

at the carburetor.

(4) Place a gasket over the cacbucetor air s

attaching studs above the air intake screen rim

install the air scoop (or the section of which i

tached to the carburetor). lnstall nuts over the

retaining studs and lock with elastic stop nuts.

nect the air intake heater control and check for

plete travel of the shutter. lnstall the carburetor

intake temperature bulb in the air scoop. Con

the fuel pump sylphon vent to the l/S-inch

tapped hole in the right top flange of the thr

body, not the tapped hole in the throttle body b

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...v .... v ••••

Par. 1()..15 A N 02 -35H C·2

13. G EN ER ATO R R EPLA C EM EN T.he upper flange. If there is no provision for a con-

nection in the upper Range, connect the fuel pump

diaphragm vent directly to the air scoop. This is to

prevent fuel from accidentally entering the air cham-

bers of the carburetor in the event of a fuel pump

diaphragm failure.

11. PR IM IN G SY STEM .

a. REMOVAL OF TUBING AND

DISTRIBUTOR.

(1) The engine is equipped with a two-point

priming system with an optional third point con-

trolled by a shut-off valve in the distributor block.

Unscrew and remove the priming tubes and union

nuts from the fittings on both sides of the discharge

assembly and from the fitting on the supercharger

front housing.

(2) Unscrew and detach the four fittings, tubing,

and shut-off valve from the distributor block located

on the right side of the discharge assembly. Unscrew

and detach from the carburetor the fitting which at-

taches the priming tube to the distributor block.

h. INSTALLATION OF TUBING AND

DISTRIBUTOR.

(I) Attach and lock the distributor and support

on the right side of the discharge assembly. Install

the elbow in the carburetor fuel inlet. Install the rwo

fuel primer discharge nipples in the discharge assem-

bly, one in the left and one in the right side.

(2) Attach a tube from the fuCCIprimer discharge

nipple in the left side of the discharge assembly to an

elbow in the distributor block. Attach another tube

to the fuel primer discharge nipple in the right side of

the carburetor adapter and to an elbow in the distribu-

tor block. Install another tube from the distributor

block to the elbow in the fuel inlet of the carburetor.

(3) Install the third point of priming at the sup-

ercharger front housing and the shut-off valve in the

distributor block.

12 . ST AR TE R R EPL AC EM EN T.

fl. The starter is secured to its mounting pad in the

center of the supercharger rear housing cover by six

equally spaced studs on which are screwed elastic stop

nuts.

h. When replacing the starter, refer to the applica-

ble technical order for the type of starter being re-

moved Or installed.

II. The generator is secured to its mounting pad just

below the Starter on the supercharger rear housing

cover by six equally spaced studs on which are screwed

elastic stop nuts.

b. When replacing the generator, refer to the ap-

plicable technical order for the particular type gen-

erator used to obtain wiring instructions and completeservicing information. .

14 . FU EL PU M P R EPLA CEM EN T .

II. The fuel pump is mounted on the outer end of

the tachometer drive shaft housing. The fuel pump

and tachometer housings are secured to the lower

mounting pad on the right side of the supercharger

rear housing by four studs, washers, castellated nuts,

and lock wire.

b. When replacing the fuel pump, refer to the tech-

nical order covering the type of fuel pump being

removed or installed and to paragraph 15 immediatelybelow.

15. FU EL PU M P-TA CH O METER D R IV E A SSEM BLY .

a, REMOVAL AND DISASSEMBLY.

(1) The two tachometer drive shaft assemblies

may be removed from the magnesium alloy block on

which they are mounted, and replacements made

without removing the fuel pump. The spiral teeth

on the inner ends of these two shafts mesh with spiral

teeth on the fuel pump-tachometer drive shaft. To

avoid the possibility of dropping the fuel pump-

tachometer drive shaft into the supercharger rearhousing, the magnesium alloy fuel pump-tachometer

supporting block should not be withdrawn from its

attaching studs unless the two tachometer shaft as-

semblies are securely in place to limit the end move-

ment of the fuel pump-tachometer drive shaft. In-

structions for the replacement of individual tachometer

shaft assemblies are included in the following removal

and disassembly instructions for the entire fuel pump-

tachometer drive unit.

(2) Remove the fuel pump inlet, outlet, drain and

vent lines from their respective connections. Break

the lock wire, remove the nuts and washers from the

four fuel pump attaching studs, and withdraw the

fuel pump and gasket.

(3) Detach the tachometer connection from the

outer end of whichever of the two tachometer shafts

is being used.

50 RESTR ICTED



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AN 02-35HC-2

(q) Wirhdraw the fuel pump-tachometer mount-

Iny block complete with both tachometer drive shaft

assemblies and the fuel pump-tachometer drive shaft

with its support which is attached to the inner end

of the magnesium alloy mounting block. Plug the

opening in the supercharger rear housing to prevent

the entrance of foreign material. and remove the com-

plete drive unit to a bench for disassembly.

(5) Break the lock wire and remove the two cap

screws securing each tachometer drive shaft oil seal

housing to the magnesium alloy mounting block.

Remove the two housings complete with packing.

followed by the packing springs. Remove the loose-

fitting tachometer drive shaft bushings and gaskets

from the mounting block. after which the two ta-

chometer drive shafts may be lifted out.

(6) Withdraw the fuel pump-tachometer drivefrom the inner end of its support. Remove the flat-

head screw securing the fuel pump-tachometer drive

shaft support to the magnesium alloy mounting block

and separate the two parts.

b. FUEL PUMP DRIVE SHAFT OIL SEAL RE-

PLACEMENT.- The fuel pump drive shaft oil seal

assembly consists of a steel cup in which is assembled

a leather seal reinforced by a coiled spring. This as-

sembly is replaced as one unit and cannot be disas-

sembled. Removal is effected by driving or pressing

the tight-fitting steel cup out of the magnesium alloy

mounting block from the inner end. The replace-ment oil seal assembly is pressed in from the outer

end until the spring side bottoms in the mounting

block.

c. ASSEMBLY AND INSTALLATION.

(1) Attach the fuel pump-tachometer drive shaft

support to the inner end of the magnesium alloy fuel

pump and tachometer mounting block with the single

flat-head screw, having a gasket between the two parts.

It is not ilecessary to stake this screw.

(2) Lubricate the leather fuel pump drive shaft

oil seal with engine oil and insert the fuel pump-

tachometer drive shaft until the shoulder on its

toothed end bottoms on the inner supporting bushing.

(3) MECHANICAL TACHOMETER DRIVE.

(a) Place a gasket on both sides of the bronze

drive shaft bushing attaching flange. Oil the drive

shaft with engine oil and install in the bore of each

bushing. Insert the bushings and accompanying

Section

Par

shafts into the mounting block. turning the sh

slightly to mesh the spiral gear teeth with those

the fuel pump-tachometer drive shaft.

(b) Insert a new spherical-seat packing ring

synthetic rubber material followed by an alumin'washer in the drive shaft oil seal bushing. Plac

coiled packing spring over the extended end of

drive shaft, followed by the housing complete w

packing and washer. Secure the oil seal housing

the mounting block with two cap screws, install

lock washers under the head of each. Lockwire

cap screws.

(4) ELECTRIC. TACHOMETER DRIVE.

(a) If the plug, bushing, and collar have b

removed from the drive shaft, install the long bush

over the driving end of the shaft and tap the co

in place over it. Make sure the collar bottoms on

shoulder of the shaft. Tap the plug into the dri

end of the shaft until the shoulder of the plug

toms on the bottom of the shaft.

(b) Install the drive shaft assembly in its

in the mounting block, turning the shaft as thi

done to mesh the spiral gears easily.

(c) Install washer, ring, and retainer res

tively over the driving end of the shaft and se

with three cap screws. When tightening the

screws, insert a small piece of feeler gage stock

tween the shaft and retainer, moving it aroundshaft as the screws are tightened to insure that

shaft does not get jammed out of center by the

tainer. Lockwire the cap screws.

(d) If an electric tachometer is to be used,

stall it with a new gasket, otherwise install a

gasket and cover plate, securing them in place w

four elastic stop nuts.

(5) The fuel pump-tachometer drive unit is n

ready for installation on the engine. Rotate the m

drive shaft and check the operation of the tachome

drive shafts. Place a gasket on the drive shaft supp

flange and install the unit over the four attaching s

in the supercharger rear housing. Turn the d

shaft by its splined fuel pump driving end to m

the bevel gear teeth at its inner end properly w

those cut in the spare accessory drive shaft.

(6) Attach the tachometer connections. Whe

cap is used over a mechanical tachometer drive,

stall a fiber washer in its base to avoid its bottom

on the oil seal housing.

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Section V I

Par. 15-16

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AN 02-35HC-2

(7) Place a gasket under the fuel pump attach-

ing flange and install the pum~ giving attention to

specific instructions contained in applicable rechnical

orders pertaining to pump and airplane. Install plain

washers and castellated nulS OIl each of the four pump

attaching studs, tighten and lockwire. Attach theproper lines to the inlet, onder. drain. and ~t con-

nections of the fuel pump.

16. DUAl ACCESSORY DRIVE ASSEMBlY.

IZ. ACCESSORY REPLACEMENT.

(I) Provision for two optional small aa:essories

is made possible by the use of a spur gear box at-

tached to the supercharger rear housing cover at the

spare drjve mounting pad. An accessory is secured

to the four attaching studs of the upper drive by plain

washers and elastic stop nuts. Similar pnctice is em-

ployed on the larger lower drive mounting pad. re-

taining the accessory with washers and elastic stop

nuts on the four attaching studs.

(2) When removing or installing an aca:smry on

the dual accessory drive, refer to the rechn.ical order

applicable to the accessory' and the engine installa-

tion drawing which contains information pertinent to

both drives and the lubrication of their accessories..

b. DISASSEMBLY AND REMOVAL

(I) Make sure the dual accessory drive housing is

accessible by removing all lines from the accessories

driven by that unit, Remove the elastic stop nuts

and washers from the four attaching studs 00 each

of the two mounting pads and withdraw the acces-

sories or cover plates with their gaskets. Break the

lock wire and remove the drop nuts and washers from

the two studs extending from the supercharger rear

housing cover through the upper 1eh side of the dual

accessory drive housing. Remove the nut and washer

from the one remaining attaching stud 00 the right

side of the cover adjacent to the lower drive mount-

ing pad.

(2) Remove the dual acas :sory drive ant and

gasket by tapping on its sides with a rawhide mal let.being careful not to allow the spur gears to drop out

of their bushings in the housing. Withdraw the upper

and lower gears, after which the two intermediate

gears may be removed. exposing the outs holding the

dual accessory drive housing to the supercharger rear

housing cover. Break the lock wire and remove the

three shoulder nuts and washers located at the comers

of the housing, using the special offset box wrench

52

(Tool No. 800684). Remove the castellated nuts and

washers from the two studs extending from the super-

charger rear housing cover through the central portion

of the aco:ssory drive housing wall section. Remove

the acorn outs and copper washers from the two studs

which extended from the bottom of the accessory drive

housing through the supercharger rear housing and

cover parting f tanges. Remove the dual accessory drive

housing and gasket from the supercharger rear housing

cover by tapping with a rawhide mallet.

c. INSTALLATION.

(I) Prepare the supercharger rear housing cover

to receive the dual aCcessory drive unit as follows: Re-

move the two pipe plugs from the lower left comer

of the dual accessory drive mounting pad 00the super-

charger rear housieg-cover, thus uncovering holes for

the dual accessory drive gear lubrication oil to drain

into the supercharger rear housing. Only one of these

holes is used in anyone installation, so it will be

noticed that but one of them will index with the hole

in the 3CO!SSOryrive housing. Remove the two flat-

head bolts extending into the supercharger rear hous-

ing at the lower right comer of the dual accessory

drive mounting pad. Remove the elastic stop nuts and

washe.-s from the supercharger rear housing cover at-

taching studs immediately above the countersunk flat

head bolt holes and from the adjacent attaching stud

at the leh of the countersunk holes. Remcne the elastic

stop nuts and washers from the four studs holding thecover plate over the spare accessory drive shaft and

withdraw the cover plate and gasket. Place a dual

accessory drive mounting pad gasket over the seven

studs now exposed.

(2) Make sure the pipe plug has been removed

from the tapped drain hole in the lower corner of the

dual 8a:essory drjve housing. Place the housing io

position on its attaching studs. but do not push it all

the way on to its mounting pad until the nuts are

started on the studs under the overhanging parting

flange on the left side. The three supercharger rear

housing ant anaching studs at the outer comers of

the aa:essory drive housing ut:ilUe plain washers and

special shouldered outs, requiring the use of the special

offset box wrench (Tool No. 8O()6S.(). See figure 38.

The two studs extending from the supercharger rear

housing cover through the central· part of the aca:ssory

drive housing employ plain washers and castellated

outs. The castellated nut in the amter of the honsing

Is cottered and the other four nuts are lockwired.



RESTRICTED

AN 02-35HC-2

Install copper washers and acorn nuts on the two studs

which extend from the bottom of the accessory drive

housing through the countersunk holes in the super-

charger rear housing cover, and lockwire the drilled

tips of the acorn nuts together.

Figure 38-Tighlening Dual Accessory Drive

Hidden Nul

(3) Oil the four bushings in the accessory drive

housing with engine oil. Place the primary drive gear

(large teeth) in mesh with its intermediate gear andinsert the two gears together into their supporting

bushings in the accessory drive housing meshing the

splined end of the primary drive gear with those of

the main drive gear shaft. The upper and lower ac-

cessory drive gears may then be placed in the housing,

taking care to have the gear with involute splines and

short front journal in the upper blind bushing and the

gear with square splines and long front journal in the

lower open bushing. Timing marks are not necessary

on any of the spur gears making up the dual accessory

drive.

(4) Install a gasket on the dual accessory drive

housing parting surface and coat the gears with engine

oil. Place the cover on its attaching studs and slide it

forward over the rear journals of the gears. ' Place

elastic stop nuts on each of the two studs extending

from the supercharger rear housing cover through the

upper left side of the accessory drive housing and on

the cover attaching stud located between the upper and

lower drives.

RESTRICTED

Sectio

Par.

(5) Install the gaskets and accessories or

plates on the two mounting pads, lubricating

splines of the accessory before installation, Be

the gaskets are installed with the proper oil

uncovered for lubrication of the accessory. Chec

insure the splines of the accessory are of the co

number and size to mate with the drive gear. S

the accessories of cover plates with elastic stop nu

17. OIL PUMP.

a. OIL PRESSURE RELIEF VALVE

ADJUSTMENT.

(1) Break the lock wire and remove the cap

gasket from the oil pressure relief valve asse

located at the left rear corner of the main oil p

body. Loosen the large lock nut on the slotted ad

ing screw to permit turning the screw. Screwingthe clockwise direction increases the relief valve sp

tension and engine oil pressure, and screwing in

counterclockwise direction lowers the oil pres

See figure 39. When the desired engine oil pre

Figure 39-Adjmlillg Oil Pressure Relief V'al

has been obtained, tighten the lock nut agains

shouldered copper gasket. Reinstall the steel cap an

shouldered copper gasket. Lockwire the cap secu

When righrening-the lock rrut and cap, make sure



S.dion VI

Par. 17

R~TRICTED

AN 02-35HC-2

copper gaskets are centered properly, as leaks will be

caused if the nut or cap should be tightened down on

the shoulder of the gasket.

h. OIL PRESSURE REUEF VALVE

REPLACEMENT.

(1) Remove the oil pressure relief valve cap and

lock nut with their shouldered copper gaskets as

described in paragraph a. Unscrew the slotted adjust-

ing screw all the way off the bronze relief valve body,

being careful not to accidentally lose the coiled spring

which is immediately behind the adjusting screw. Re-

move this coiled spring and withdraw the hollow pis-

ton from the bore of the bronze relief valve body.

(2) The relief valve body may be unscrewed from

the oil pump body by inserting the lugs of the special

wrench (Tool No. 83360) into the slots on the rear

end of the relief valve body and unscrewing in a

counterclockwise direction. See figure 40. Installation

of a replacement bronze body is accomplished with

the same tool.

(3) To assemble the unit, insert the hollow piston

type valve into the bronze relief valve body and place

the coiled spring inside the piston. Screw the adjust-

ing screw for approximately one-third of its length on

the outside diameter of the bronze body over the ex-

Figure 40-Renwving Pressure Relief Valve Body

54

tended end of the coiled spring. Iustall the lock nut

and its shouldered copper gasket loosely on the adjust-

ing screw. Set the adjusting screw to give the desired

engine oil pressure, tighten the lock nut, and install

the steel cap and its gasket according to instructions in

paragraph 17. a of this section.

c. OIL INLET CHECK. VALVE REPLACEMENT.

(1) Break the lock wire and remove the check

valve retainer with gasket from the left side of the oil

pump. The coiled spring and hollow piston-type

valve may then be withdrawn from the bore of the

bronze valve body. When installing these engines in

Navy VF or VSB type airplanes, the check valve is

to be removed and a plug valve shall be inserted in

its place.

(2) The bronze check valve body is in the form of

a thin sleeve which is pressed into the oil pump body,

thus prohibiting removal in the field. The piston

employs one bronze rw.g which may be replaced with-

out special tools, expanding the ring over the cham-

fered piston dome and sliding it along the undercut

portion of the piston into the ring groove. Check the

side clearance of the ring to make sure it is within the

limits of .005 inch to .015 inch.

(3) Assembly is effected by inserting the piston

and ring into the bronze check valve body. compress-

ing the ring to gain entrance. Place the coiled spring

in the hollow piston and screw the retainer on theoutside diameter of the bronze body over the extended

end of the spring, installing a new copper-asbestos

gasket under the head of the retainer. Lockwire the

retainer to the adjacent plug in the oil pump body.

d. OIL PUMP REMOVAL AND DISASSEMBLY.

(1) Unscrew the temperature bulbs from the inlet

and oudet chambers of the oil pump. Break the lock

wire and remove the nuts from. the inlet and oudet

flange attaching studs. Withdraw each flange with

gasket from the three studs attaching it to the oil pump

and move the oil inlet and outlet lines out of the way.

Remove the control from the supercharger clutch con-

trol at the left side of the pump.

(2) Remove the elastic stop nuts from the eight

long and two shorter oil pump attaching studs, spaced

around the cover plate of the rear pump body, and

from the two studs projecting from the rear face of the

main body section. Withdraw the entire oil pump to

the rear, tapping it with a rawhide mallet if necessary

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AN 02-35HC-2

Section

Par

until it is clear of the attaching studs. Hold the pump

assembly together between the front and rear cover

plates as it is removed to prevent dropping any of the

parts. Remove the pump to a bench for disassembly.

Due to the splined pump drive shaft, it is possible to

slide either of the pump bodies to the rear leaving the

gears exposed. If this condition arises, be careful not

to drop the gears. If it should be desired to set the

pump aside temporarily, the parts may be retained

together with bolts through two of the long stud holes.

(3) Insr-Il the oil pump coupling wrench (Tool

No. 800524) over the splined drive shaft coupling at

the front end of the pump. Holding the shaft from

turning with this wrench, remove the cotter pin, cas-

tellated nut, and washer which retain the coupling on

the shaft. The coupling, which is fitted to the shaft by

splines on its inside diameter, may be withdrawn.

Remove the front end plate and with it the splined

drive shaft and integral gear, also its mating gear.

Remove the rear end plate from the hollow dowels

which align the plate to the rear half of the pump

body and withdraw the exposed gears. Separate the

two halves of the pump body and remove the gears

from the front half of the pump. When separating the

oil pump into its component parts, it may be necessary

'0 tap the end plates slightly with a rawhide or fiber

mallet. Do not use a screwdriver or similar implement

to loosen the plates as the use of these tools will dam-

age the plate and body. Remove the pressure relief

valve and inlet check valve, referring to the instruc-

tions in paragraphs b and c above.

(4) Remove the supercharger clutch control valve

from the main body of the oil pump by removing the

cap nut, followed by the retainer, spring, and piston

assembly from the right side of the pump. The control

valve shaft may be withdrawn from the opposite side

of the pump body after the large lock nut and spring-:

loaded stop nut have been removed from the left side

of the engine.

e. OIL PUMP ASSEMBLY AND INSTALLATION.

(l) Install the integral pump drive shaft and pres-

sure gear in the front end of the pump having the

threaded end of the shaft outside the pump body.

Slide the mating pressure pump idler gear over its

bronze shaft. Tap the front end plate in place over

the hole aligning dowels and then the rear body on

the aligning dowels of the front or main body. In

the splined rear scavenge gear on the splined d

shaft and install the mating idler gear on the bro

shaft. Oil these gears and their supporting h

Place' a new gasket over the dowels and tap the

end plate into place. Revolve the oil pump dshaft to check the freeness of the gears. Install

splined coupling over the mating splines on the f

end of the drive shaft and retain with a plain wa

castellated nut, and cotter pin.

Figure 41-Inslalling Supercharger Clutcb Con

Valve Shaft

(2) Install the supercharger dutch control

shaft in the oil pump body from the left side and

the plunger, spring, and cap of the clutch control

lockwiring the stop cap. See figure 41. Ascertain

correct position of the shaft in the housing by tur

it until one of the stops is reached. Place the sphe

washer on the valve with its Bat side against

shoulder and insert the valve in the bushing m

the groove in the valve with the tongue of the s

These parts can mate only in one position as

tongue and groove joint is off center. Place the sp

in the valve, then install the retainer and plug u

which a gasket has been placed. Lockwire the pl

(3) The oil pump check and pressure relief v

may be assembled in the oil pump according to p

ous instructions in this section.

(4) Place an oil pump mounting pad gasket

the ten attaching studs in the supercharger rear

RESTRICTED



Section VI

Par. 17-21

RESTRICTED

AN 02-35HC-2

Figure 42---CluI&b Control '"sl,.udion PWe

ing cover making sure the oil vent hole for the oil

pump relief valve drain passage is not blocked. Coat

the oil pump drive shaft coupling with petrolatum,Specification AN-VV·P-236. and install the pump over

the attaching studs, meshing the coupling with the

splined end of the drive shaft in the supercharger rear

housing cover. Install plain washers, castellated nuts,

and cotter pins on each of the eight long and two short

attaching studs. Tighten the nuts to a torque of 85

to 100 inch pounds.

(5) Install the oil inlet and outlet lines over the

three attaching studs at each connection in the oil

pump body, placing a gasket under the attaching

flanges. Secure the flanges with castellated nuts and

cotter pins. Screw the temperature bulbs into their

bushings in the oil inlet and outlet chambers of the

oil pump if used.

18. Oil SCREEN REPLACEMENT.

II. The oil screen is attached to the left side of the

supercharger rear housing just below the gun synchro-

nizer drives.

b. Remove the elastic stop nuts securing the oil

screen cover and retainer to the eight attaching studs.

Remove the cover and retainer. If the retainer shouldbe sruck, tap it lighdy on its sides with a rawhide

mallet to loosen ir, Withdraw the oil screen.

c. Install the oil screen in the supercharger rear hous-

ing inserting the flat end first. Place a new gasket on

the oil screen cover mounting Range and install the

cover and retainer. Secure the cover with elastic stop

nuts.

56

19. SUPERCHARGER DRAIN VAlVE.

II. REMOV AL-Discoooect the drain line from the

outlet coooection in the drain valve housing. Break

the lock wire securing the valve housing to the super-

charger rear housing, and unscrew the valve housing

from the valve body. Take care not to drop the piston

and disk unit which may remain either with the valve

body or in the valve housing. Remove the piston and

disk unit. Using a wrench, unscrew the valve body

from the supercharger rear housing, and withdraw

the body and tube assembly as a unit,

b. INSTALLATION.

(1) Install two new rubber packing rings in the

groove at the small end of the valve body and one

below the flange at the large end. If the drain valve

is not assembled, place the piston and disk unit on the

valve body and assemble the housing.

(2) Insert the complete assembly in the super-

charger rear housing, using a washer between the

Range on the valve body and the supercharger rear

housing. Lockwire the drain valve housing to the

supercharger rear housing and install the drain valve

in the valve housing outlet,

20. CRANKCASE BREATHER.

4. Two crankcase breather vent connections are lo-

cated on the front supercharger housing between the

intake pipes of cylinders No. 14 and 1 and No.2 and

3. Elastic stop nuts secure the drilled attaching {lange

of each breather connection to four studs in the super·

charger front housing. See figure 43.

b.When removing either breather connection, with-

draw it straight outwards from its mounting pad to

avoid damaging the oval tube which extends from the

bottom of the breather connection for approximately

1-3/4 inch into the front supercharger housing.

c. The screen which is pressed into the mouth of the

breather connection should not be removed for ordi-

nary cleaning purposes.

21. SUPERCHARGER Oil SEAl VENT.

4. The supercharger oil seal atmosphere vent con-

sists of a hole leading from the space between the

middle two rings of the rear impeller shaft oil seal

sleeve, through the rear wall of the induction passage

to the discharge assembly mounting flange at the top

of the rear supercharger housing. The hole at the

mouting ftange end indexes with a hole in the rear

RESTRICTED



RESTRICTEDA N 02-35HC-2

Fis:ure 43-lmlillli,.g C,._kcase Brelllher VenI

wall of the discharge assembly which has a screened

outlet just below the acceleration jet pump at the

center of the discharge assembly rear wall.

h. At any carburetor removal, care should be taken

to see that no foreign particles fall into this passage

and that the screen at the discharge assembly end of

the passage does not become clogged with dirt.

22. G U N S YN CH RO NIZE RS .

a; The engine incorporates either gun synchronizer

impulse generator drives or substituting covers.

h. To remove the substituting covers, break the

lock wire and remove the four cap screws securing the

cover. Screw one of the cap screws into the center

tapped hole and use the cap screw as a puller.

c. To remove the gun synchronizer impulse genera-

tor drives, break the lock wire and remove the four cap

screws securing the cover to the drive housing. Re-

move the cover and ~cive gear. Remove the two bolts

and washers securing the housing to the supercharger

rear housing. Remove the housing and remove the

SectionPar. 21

intermediate drive gear. To install· the gun sync

nizer drive, reverse the above procedure.

23. PR O PE llE R SH A FT TH R U ST B EA R IN G N U T .

II. To replace and check the tightness of the

peller shaft thrust bearing nut it is necessary to rem

the propeller.

h. The thrust bearing nut is slotted to accomnvx

a lug wrench. The straight-handled lug wrench (T

No. 800388) is used for all propeller installations

cept those in which a brush holder supplants the f

section spacer for use with electrically-controlled

pellers. When a brush holder is used, it is neces

to use the offset lug wrench which is c :onst ruc ted

clear the front face of the brush holder.

c. When installing a thrust bearing nut and

assembly, observe the following instructions:

( I) Check the side clearance of the oil sea l r

in the thrust bearing nut grooves and the end gap

each ring in the bore of the steel nose section fla

The side clearances should be within the limits

.001 to .003 inch, and the end gap within .003 to .0

inch. Install the rings in their grooves and lubri

with engine oil

(2) Lubricate the thrust bearing nut threads w

compound, Specification No. AN-C-53. Screw the

complete with rings, on the propeller shaft. Comp

the rings with a strip of brass to avoid damaging t

upon entering the front section steel Bange. Tigh

the thrust bearing nut with the applicable wren

striking the handle with a lead hammer for the

tightening.

(3) Check the distance between the front

of the thrust bearing nut and the center line of

holes near the front end of the propeller shaft. R

to the applicable Table of Limits. If outside of t

tolerances, the thrust bearing nut should be repla

24. C RA N KC A SE FRO N T SE CT IO N SPA C ER A N D

F L A N G E .

II. When using an electrically-controlled prope

it is necessary to replace the aluminum alloy sp

which is on the front end of the front section con

tric with the propeller shaft, with a brush ho

which brings the current-conducting brushes into

tact with the propeller hub slip rings.

h. The spacer may be removed by breaking the

wire and unscrewing the ten castellated nuts from

RES TR ICTED



Par. 24-27 A N 02-35HC-2

bolts which extend from the stationary reduction gear

support through the spacer. Circlets on the ten bolts,

just underneath the aluminum spacer, hold the bolts

.!n place after the nuts have been removed.

c. When installing a brush holder or replacement

front section spacer, it is to be noted that the irregular

spacing of the attaching bolts permits installation in

only one position. A gasket is not required under the

spacer, and a plain washer is used under each nut.

Using a torque indicating wrench, tighten the nuts to

a torque of 225 to 250 inch pounds. Cotter each nut.

d. If it is desired to replace the crankcase front

section flange which supports the propeller shaft

thrust nut oil seal rings, the thrust nut must be re-

moved following the instructions in this section. Re-

move the cotter pins, nuts, and washers from the ten

bolts, then the spacer. With the crankcase front sec-

tion tilted forward, or in such a position that the ten

bolts wilJ not fall into the inside of the crankcase,

remove the circlets from the bolts. The flange and

gasket may now be removed. Install a new gasket

under the replacement Bange and reinstall the cir-

clets on the ten bolts. Install the spacer, washers, and

nuts, and cotter according to the instructions in para-

graph c immediately above. Install the propeller

shaft thrust bearing nut and ring assembly following

the procedure outlined in this section.

25. PR OPEL LER SH AFT H YD RO -O IL F ITT IN GS .

It. When installing hydraulically-operated propel-

lers it is necessary to uncover the blanked-off oil pas-

sages in the inside diameter of the propeller shaft at

its front end. Break the lock wire and remove the

three fillister head screws and washers extending

through a brass lock plate. The hydro-oil adapter

support nut is provided with an internal hexagon slot

to accommodate the insertion of the special wrench to

effect its removal. The hydro-oil connection cover

may then be withdrawn.

h. The oil passages to the propeller are now un-

covered. As explained in section II of AN 02-35HC-3,

the high pressure oil is forced through the 24 holes

drilled around the outer rim of the adapter, now un-

covered, while the low pressure oil is conducted

through the large hole drilled in the center of the

adapter. A gasket is provided on each side of the

adapter to prevent oil leakage. Make sure these gas-

kets are in good condition before installing the pro-

peller mechanism. The adapter may be removed to

inspect its rear gasket.

26. PR OPEL LER G OV ER NO R REPLA CE M EN T .

It. The propeller governor is mounted vertically on

an adapter which is attached to the top of the front

section. Provision hasbeen

made on the R-2600-20

and -22 engines for the installation of a torquemeter.

When a torquemeter is installed, the governor adapter

is replaced by the torquemeter booster pump, in which

case the governor is mounted on the booster pump

housing. Elastic stop nuts are utilized to secure the

governor to the four attaching studs on the adapter.

h. When installing or replacing the propeller gov-

ernor, Army personnel refer to A.A.F. T.O. 03-20CA-2,

and Navy personnel refer to Nav Aer 03-20E-502 or

Nav Aer 03-20-505 for specific information.

27. CR A NKCA SE FR O NT SE CT IO N O IL PUM P.

It. REMOVAL

(1) Break the lock wire and remove ·the plug and

oil strainer from the oil pump. See figure 44.

Figure 44-Removing Crltnk~ase Front Section

Oil Pump Strainer

58 RESTR ICTED



K~ I KI'- I ~., .,,,, ..

PN 02-35HC-2

(2) Break the lock wire and remove the six long

and two short cap screws attaching the oil pump to

the crankcase front section and front main section.

(3) Remove the oil pump being careful not to

drop or bend the long drive shaft. Remove the long

drive shaft from either the oil pump or from the

splined drive gear, depending upon where it remains

when the pump is removed.

(4) Remove the oil pump cover from the two

aligning dowels using care not to damage the parting

surfaces. If necessary, tap lightly with a fiber mallet.

Remove the two pressure pump gears.

b. INSTALLATION.

(1) Place the long drive shaft in the bevel drive

gear and check to see that the drive shaft splines mate

with the splines in the drive gear.

Figure 45-lnslalling Crankcase Front Section Oil

Pump Drive Shall and Gear

(2) Install the oil pump strainer in the oil p

housing and lockwire.

n) Install the oil pump housing, with a g

on the pad provided on the bottom of the cran

front section. Secure the housing with two long

two short cap screws.

Figure 46-Inslalling Crankcase Front Section

Pump Cover

(4) Lubricate the oil pump gears and their

porting holes in the pump and cover. Install the

drive gear in the housing, mating the internal s

with the splines of the long drive shaft. See figu

Place the idler gear on the idler gear shaft in the

and install the cover and idler gear to the pump

(5) Secure the cover and pump housing

crankcase front section with four long cap s

Lockwire all the cap screws. See figure 46.

RESTPJCTED



Section VII

Par. 1

R E S T R I C T E D

AN 02-35HC-2

SECTION VII

SERVICE TOOLS

Figure'47 Deleted

1. TOOL KIT .

Tool No. Nomenclature

81132 Screwdriver-Valve clearance adjusting screw

81403 Handle-7/H)·inch diameter, hollow

805150 Wrench-Valve clearance adjusting screw

lock screw box 31B-inch hex.

83548 Gage-Feeler

83814 Wrench-Spark plug socket, l-Inch hex.

83820 Wrench-Spark plug socket, 7/M·inch hex.

84258 Wrench-Intake pipe packing nut lug

84377 Removing Tool-Piston pin retaining spring

84861 Installing Tool-Piston pin retaining spring

800197 Adapter-Piston pin retaining spring instal-

ling tool

800630 Wrench, Spanner Type-Ignition wire spark

plug terminal, 3/4-inch hex.

801122 Wrench-Push rod housing hose clamp

socket, l/4-inch hex.

Tool No.

801999

802293

80392~

803774-

80440

802726

802242

802177

800684

800524

800388

802924

Page 61 Deleted

60 R E S T R I C T E D

Nomenclature

Wrench-Oil pressure relief valve nut ad-

justing socket, 1-31B-inchhex.

Wrench, Box-Cylin<Ier hold-down nut, 1/2-

inch hex.

Compressor-Valve spring

Gun Assembly-Ignition system insulating

compound injecting

Clamp-Piston ring

Adapter-Valve tappet guide impact remov-

ing puller

Puller-Multi-purpose impact removing

Screw-Cylinder to crankcase II2-inch hex.

Wrench, Offset Box-Dual accessory drive

housing and oil pump foot to supercharger

rear cover nut, 5/8-inch hex

Wrench-Oil pump coupling

Wrench-Thrust bearing nut lug

Sealing Iron



RESTRJCTED

AN 02-35HC-2

RESTRICTED



Appendix 1 RESTRICTED

AN 02-35HC-2

APPENDIX I

American and British Aeronautical Nomenclature Referred to in this AN Handbook

American British Equivalent

Aircraft

Definition

Any weight-carrying device designed to be supported by the

air, either by buoyancy or by dynamic action. In Britain

used only as a collective plural, and in the United States

as either a singular or a collective plural.

A definite and limited area of ground or water intended to

be used in connection with the arrival, departure, and

servicing of aircraft.

A mechanically driven aircraft heavier than air, fitted with

fixed wings, and supported by the dynamic action of the

au.

Aircraft

Airdrome, airfield, or arr- Aerodrome

port

Airplane Aeroplane

Angle, propeller-blade, or Blade angle

blade angle

Antifriction Bearing (See

Bearing, ball)

Area, total propeller-s-disk Disk area

Automatic mixture control

(Br it.) (See Control, alti-

tude mixture)

The acute angle between the chord of a propeller section

and the plane of rotation.

The area of the circle described by the tips of the blades.

Axis, vertical Normal axis or vertical An axis at right angles to the horizontal plane of the longi-

axis tudinal and lateral axes, and passing through their

intersection.

Ball bearing (See Bearing,

ball)

Bearing, anti friction, ball

bearing, or rol ler bearing

Ball bearing or roller bear- A bearing designed to eliminate sliding friction by balls or

ing rollers, which have only rolling contact with the cones

and races.

Cap screw (See Screw, cap)

Carburetor Carburettor or carburerter A mechanical device for mixing liquid fuel and air in the

proper proportions to form a combustible mixture.

Check valve (See Valve,

check)

Clevis Fork joint, knuckle joint A device, usually consisting of a forked piece of metal with

end, or clevis the ends perforated to receive a pin, used to fasten the

end of a rod to another part of a structure.

Test fan A dummy propeller used in testing engines.lub, test

Cone, split, or split wedge Collet Cone section used to lock a valve spring collar onto a valve

stem.

62 RESTRICTED



American

Cone, union

RESTRICTED

AN 02-3SHC-2

Append

Brilish Equivalent

Union nipple

Definilion

A joint that is brazed onto the end of a pipe.

Control, altitude mixture Mixture control, automatic A device on a carburetor for regulating the proportion

mixture control, or alti- air and fuel supplied to an engine at different alti

tude control

Cotter pin (See Pin, cotter)

Efficiency, propeller

Engine, geared

Engine or power plant

Exhaust manifold (See

Ring, exhaust collector)

Exit

Fillister screw (See Screw,

fillister)

Filter, screen or strainer

(oil)

Flat-head screw (See Screw,

flat-head)

Friction, skin

Fuel (See Gasoline)

Fuel gage (See Gage, fuel)

(to) Gall

Gasket

Gasoline, "gas," or fuel

Geared engine (See Engine,

geared)

Generator

Gross weight (See Weight,

gross)

Ignition harness (Brit.)

(See Shield)

Kerosene

Net efficiency

Geared motor or geared

engine

Aero-engine

Egress or exit

Filter

Surface friction

(to) Fret

The ratio of the thrust power to the input power

propeller.

An engine in which the power developed is transmitt

the propeller shaft through gears.

An engine used to provide the motive power for an air

A passage out of a place.

A porous material or a unit through which engine

passed to cleanse and strain it.

The tangential component of fluid force at a point

surface.

To damage or wear by an oscillating motion, as in th

of splines.

A sheet or ring of packing used for pipe joints, e

heads, and similar purposes.

Petrol or fuel (preferable) .i. volatile, inflammable, liquid hydrocarbon mixture

as a fuel.

Joint, washer, or gasket

Dynamo A machine by which mechanical energy is changed

electrical energy.

Paraffin, kerosene. or pc- An illuminating oil distilled from petroleum.

troleum

RESTRICTED



Appendix 1

Americlln British Equivalenl

Weakean

Left Port

Locknut (Brit.) (See Pal-

nut)

Lock ring (See Ring, lock)

Lock washer (See Washer,

lock)

Lock wire (See Wire, lock)

Manifold pressure (See

Pressure, manifold)

Manifold pressure regula-

tor (See Regulator, mani-

fold pressure)

Mixture control (Brir.)

(See Controi, altitude

mixture)

Nipple, union Union

Nut, spanner Ring nut

Oil, slushing, or slushing Corrosion inhibitor

compound

Pad Accessory mounting face

Palnut Lock nut (type of)

Paraffin Paraffin wax or paraffin

Pin, cotter Split pin

RESlRIClED

AN 02-35HC-2

Definition

Of a mixture of air and gasoline vapor, deficient in the gas0-

line vapor.

Situated to the left, looking in the direction of motion ofan aircraft.

A coupling for pipes and fittings, facilitating connection or

disconnection.

A ring-shaped nut with notches in the outer circumference.

A semisolid oil or grease used as a protective coating for

bright metal surfaces.

A raised machined surface on an engine, upon which acces-

sories may be mounted. (May include end of drive shaft.)

A very thin nut used to bind another nut and prevent it

from loosening.

A waxy, inflammable substance produced in distilling wood,

lignite, or coal.

A split cotter, the ends of which are bent after insertion

through the cotterway.

The pin in the bearing attachment of an articulated con-

necting rod to the master connecting rod.

Gudgeon pin or piston pin A round shaft used in the pin bearing connection between

the piston and connecting rod.

Pin, knuckle Wrist pin or anchor pin

Pin, piston

Piston pin (See Pin, pis-

ton)

Plugs, spark Sparking plug

64

A unit holding the positive and negative electrodes which

form the spark gap in a combustion chamber.

RESTR ICTS )



American

Pressure, manifold

(to) Prime

Propeller

Propeller, adjustable

Propeller, controllable

British EqUiflllknJ

Boost pressure or boost

(to) Prime or dope

Airscrew (obsolete), pro-

pellor, or propeller

AdjUStable-pitch airscrew

(obsolete) or adjustable-

pitch propellor

Controllable-pitch airscrew

(obsolete), variable-pitch

airscrew (obsolete), con-

trollable-pitch propeller,

or variable pitch propel-

lor

RESTRlCfED

AN 02-35HC-2

Append

Definilion

The pressure in the induction system at a point standard

for each type of engine. "Manifold pressure," on A

can installations, is usually measured in inches me

absolute; on British installations, however, it is know

"boost pressure," and is measured in pounds per s

inch above or below standard sea-level atmosp

pressure.

To operate a pump which squirts raw gasoline into

intake passages or cylinders to facilitate starting.

A power-driven bladed screw designed to produce t

by its rotation in the air.

A propeller whose blades are so attached to the hub tha

pitch may be changed while the propeller is at rest.

A propeller whose blades are so mounted that the

may be changed while the propeller is rotating.

Rated engine speed (See

Speed, rated engine)

Regulator, manifold pres- Boost control unit or auto- An automatic device which so regulates the throttle t

sure marie boost control unit predetermined boost pressure is not exceeded.

Right Starboard

Ring, exhaust collector, or Exhaust ring or exhaust

exhaust manifold manifold

Ring, lock, or snap ring

Rod, articulated

Roller bearing (See Bear-

ing, ball)

Round-head screw (SeeScrew, round-head)

Run, green

Safety wire (Brit.) (See

Wire, lock)

Screen (ignition) (See

Shield)

Situated to the right, looking in the direction of motioan aircraft.

A circular duct into which exhaust g?;es from the cyli

of a radial engine are discharged.

Circlip A spring-wire ring, usually to retain a spanner nut or p

pin in place.

Auxiliary connecting rod A connecting rod used in a radial engine in conjunc

with a master connecting rod.

Running-in Operation of a newly built mechanism long enough a

the proper speeds to control the first wear that occu

that subsequent service operation may be satisfacto

RESTRICTED



Ameri~lIn

Screen (oil) (See Filter)

Screw, cap

Screw, fillister

Screw, flat-head

Screw, round-head

Setscrew or headless set-

screw

Slushing compound (See

Oil, slushing)

Socket or plughole

Socket wrench (SeeWrench, socket)

Spanner nut (See Nut,

spanner)

Spanner wrench (See

Wrench, box-end)

Spack plug (See Plug,

spark)

Speed, calibrated au

Speed, critical

British Equivalent

Setscrew

Cheese-headed screws

Countersunk-head screw

Definition

A threaded bolt used generally without a nut to secure a

cap or cover,

A screw whose head is cylindrical and slotted, with a convex

or fiat top.

A screw with a fiat head, which is bevelled on the lowerside so as to fit into a countersink.

Round-head screw or cup- A screw with a hemispherical head.

headed screw

Grub screw

Socket

A headless machine screw, screwed through one part tightly

upon another part to prevent relative movement.

A fixed female fitting for making electrical connections by

the insertion of a plug.

Indicated air-speed (A.sl.) The reading of the air-speed indicator, corrected for instru-

mental and installation errors.

Stalling speed The lowest speed of an aircraft at which control can bemaintained.

Speed, minimum

Speed, indicated au (lAS) Air-speed-indicator reading The reading of the air-speed indicator.

Speed, rated engine

Stack

Tachometer

Tag

66

Minimum Bying speed

Maximum rpm for con-

tinuous cruising

Pipe (single)

Engine speed indicator

(E.s.l.), tachometer, rev-

olution indicator, or rev.

counter

Label or tag

The minimum air-speed at which an airplane can be main-

tained in level Bight.

The highest speed of an engine at which its reliability has

been determined for continuous performance.

A single pipe, usually an exhaust pipe, from an engine cyl-.

inder to the atmosphere or to a manifold.

An instrument which measures revolutions per minute of

an airplane engine.

A slip of paper. cloth. or metal affixed to anything and

indicating the contents, ownership, destination, rating,

or designation.

R E S T R I C T E D

. ' " " ' " ". ..



R E S T R I C T E D

AN 02-35HC-2

Appendi

AmericllfJ British Equivalent Definition

Test after overhaul (Brit.)

(See Test, block)

Test, block Test after overhaul The test given an airplane engine generally after overh

but before installation in the airplane.

Test Club (See Club, test)

Thrust, propeller Airscrew thrust (obsolete), The component parallel to the propeller axis of the t

or propeller thrust air force on the propeller. Its symbol is T.

Valve Cock or valve Any device by which the flow of liquid or ga s may

started, stopped, or regulated.

Non-return valve or check A valve which permits flow in one direction but preven

valve return flow.

Valve, check

Vise or Vice Vice

A pipe leading from the air space in a fuel, oil, or coo

tank to the atmosphere.

A device having two jaws closed by a screw to hold w

Vent Vent-pipe

Washer (Brit.) (See Gas-

ket)

Wrench, box-end, closed Ring spanner

spanner wrench or span-

ner wrench

An open, spiral, spring-tempered steel washer for prev

ing the loosening of nuts.

A wire used to secure a small pact so that it cannot loo

An instrument for exerting a twisting load, as in turn

bolts or nuts.

Any wrench with a ring-shaped end into which the nut

Washer, lock Spring washer

Wire, lock Safety wire

Wrench Spanner or wrench

Wrench, socketBox spanner

A straight-handle wrench having one fixed jaw set at

angles to the handle and one adjustable jaw.

A section of hexagonal tubing which fits over a nut

which is turned by means of a bar passed through

upper end.

W rench, monkeyScrew-spanner

RESTRI~



Appendix II

68

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Wright 2600

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