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Lycoming overhaul manual.O-320 Operator's Manual
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Lycoming overhaul manual.textron lycoming overhaul manual
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Approved by F. Although the information contained in this manual is up-to-date at time of publication, users are urged to keep abreast of later information through Lycoming Service Bulletins, Instructions and Service Letters which are available from all Lycoming distributors or from the factory by subscription.
Consult the latest edition of Service Letter No. L for subscription information. The illustrations, pictures and drawings shown in this publication are typical of the subject matter they portray; in no instance are they to be interpreted as examples of any specific engine, equipment or part thereof.
This manual contains the necessary information for Lycoming 76 series the major overhaul of the engines. Unless otherwise noted the information and data will apply equally to all models.
The portions of the text applying to any one particular model will be identified. The main portion of the text is divided into sections corresponding to the basic engine components. Additional sections are provided for general description.
The tools required for overhauling the engine excluding the ordinary mechanics tools found in most overhaul shops are listed in the Special Service Tool Catalog No. Inspection gages are also listed in the same catalog. Any special information required concerning the tools may be obtained by writing to Service Department. Lycoming Division, Williamsport, Pa.
When requesting information concerning any of these tools refer to the tool name and part number. Parts catalog for specific models of 16 series engines may be ordered from the department listed in paragraph Because of product improvement it is almost impossible to call out attaching part numbers in the overhaul manual.
Therefore, it is recommended that a parts catalog be used in conjunction with the overhaul manual. Service bulletins, service instructions and service letters are issued from time to time whenever the engine is modified or overhaul procedures revised.
When received, these publications should be inserted in the rear of this manual or maintained in a separate file for ready reference. The following procedures should be followed for any reason that parts are to be returned to Lycoming for warranty.
The proper forms must be completed by your Lycoming Distributor, including the engine model. In this manual all references to locations of various components will be designated when viewing the engine from the rear. The power take off end is considered the front and the accessory drive end the rear.
The oil sump is considered the bottom. Cylinders are numbered from front to rear with odd numbered cylinders on the right side and eve numbered cylinders on the left side. The direction of rotation of the crankshaft, as viewed from the rear, is clockwise on all models. All references to direction of rotation of the various accessory drives are as viewed facing the accessory drive mounting pad. The engines covered in this manual are direct drive, four cylinder, horizontally opposed, air cooled models.
The cylinders are of air cooled construction with two major parts, head and barrel, screwed and shrunk together. The head is made from an aluminum alloy casting with a fully machined combustion chamber. Valve guides and valve seats are shrunk into machined recesses in the head. The rocker box is an integral part of the cylinder head which forms the housing for both the intake and exhaust valve rockers.
The cylinder barrels are machined from a chrome nickel molybdenum steel forging with deep integral cooling fins. The interior of the barrels are ground and honed to a specified finish. Lycoming incorporates a color code painted on cylinder heads designating differences in the cylinder barrels and spark plug lengths.
It is essential that personnel be familiar with this code as described in the latest edition of Service Instruction No. Damage will result with the use of incorrect piston rings or spark plug lengths. Consult these publications for correct application to you particular installation.
Valve Operating Mechanism. A conventional type camshaft is located above and parallel to the crankshaft. The camshaft actuates the hydraulic lifter which operates the valve through the push rod and valve rocker. The valve rocker is held in place by the use of the rocker arm fulcrum.
The valve spring bears against hardened steel seat and is retained on the valve stem by the use of split key. A rotator cap is used on the stem of the sodium cooled exhaust valve. The hydraulic lifter automatically keeps the valve clearance at zero thus eliminating the need for any valve clearance adjusting mechanism. The crankcase consists of two reinforced aluminum alloy castings with the accessory housing as an integral part, fastened together by means of thru bolts, studs and nuts.
The mating surfaces are joined without use of gaskets and the main bearing bores are machined for use of precision type bearing inserts. The crankshaft is made from a chrome nickel molybdenum steel forging and all journal surfaces are nitrided. Crankshaft Counterweights. A system of dynamic counterweight, to eliminate torsional vibration, is employed on some four cylinder engines. Consult the latest edition of Service Instruction No. Connecting Rods. The connecting rods are made in the form of "H" sections from alloy steel forgings.
They have replaceable bearing inserts in the crankshaft ends and split type bronze bushings in the piston ends. The bearing caps on the crankshaft end of the rods are retained by two bolts through each cap secured by a nut.
The pistons are machined from an aluminum alloy forging. The piston pin is the full floating type with a plug located in each end of the pin.
Consult Service Instruction No. Lubrication System. All subject engines employ a full pressure wet sump lubrication system. See figure Cooling System. These engines are designed to be cooled by air pressure built up on one side of the cylinder and discharged, with accompanying pressure drop, through the cylinder fins.
Induction System. The engine is equipped with a float type carburetor having a manual mixture control. Particularly good distribution of the fuel-air mixture to each cylinder is obtained through the center zone induction system, which is integral with the oil sump and is submerged in oil, insuring a more uniform vaporization of fuel and aiding in cooling the oil in the sump.
From the riser the fuel-air mixture is distributed to each cylinser by individual intake pipes. Ignition System. Dual ignition is furnished for the engine by two electrically independent ignition circuits in a single magneto housing. A single four pole rotor provides the magnetic energy for both circuits.
This manual will describe in separate sections the complete major overhaul procedures for each individual portion of the engine, thus dividing the manual for all practical purposes, into a series of individual handbooks dealing in turn with each component part.
Since there are various overhaul practices and instructions of a nonspecific nature, which apply equally to all basic engine components, these general instructions will be grouped together and described in this section, thus avoiding repetition.
No attempt shall be made to include overhaul procedures for the various trade accessories. These accessories are covered in overhaul manuals published by their respective manufacturer. Only such assembly and disassembly as required by engine installation will be covered. Just prior to or immediately after removing the engine from the airframe, remove the oil drain plug and drain the oil from the engine.
Attach the engine lifting cable to the engine and remove from the airframe. Attach the engine overhaul adapter ST on propeller flange. Mount the dynafocal mounting adapters on the engine mounts and place mounting ring on mounting adapters. Place the skid ST on engine overhaul stand ST and lower engine into position on skid and stand. Remove the lifting cable. Specific disassembly instructions are contained in the applicable section for each component.
Inasmuch as visual inspection should be made while disassembling and immediately after disassembly, all individual parts should be laid out in an orderly manner as they are removed from the engine. No cleaning operation should be performed until this initial visual inspection has been completed. All loose studs, cracked cooling fins, loose or damaged fittings, and the like, should be carefully noted and tagged to prevent their being overlooked during regular inspection.
Such compounds, in addition to being potentially dangerous to aluminum and magnesium, may become impregnated in the pores of the metal and cause oil foaming when the engine is returned to service. When using watermixing solutions therefore, it is imperative that the parts be completely and thoroughly rinsed in clean boiling water after degreasing.
Regardless of the method and type of solution used, coat and spray all parts with lubricating oil immediately after cleaning in order to prevent corrosion. Removal of Hard Carbon. While the degreasing solution will remove dirt, grease and soft carbon, deposits of hard carbon will almost invariably remain on many interior surfaces. To facilitate removal, these deposits must first be loosened by immersion in a tank containing a decarbonizing solution usually heated.
A great variety of commercial decarbonizing agents are available, including such products as Gunk, Penetrol, Carbrax, SuperChemaco, Gerlach No. Decarbonizers, like the degreasing solutions previously mentioned, fall generally into two categories, water-soluble and hydrocarbons, and the same caution concerning the use of water-soluble degreasers is applicable to watersoluble decarbonizers.
It is recommended that the use of heated solutions be avoided unless the operator is thoroughly familiar with the particular solution being used In addition, the operator is strongly advised against immersing steel and magnesium parts in the same decarbonizing tank, because this practice often results in damage to the magnesium parts from corrosion.
It is imperative to clean all engine parts thoroughly to facilitate inspection. Two processes are involved in cleaning engine parts; degreasing to remove dirt and sludge soft carbon and the removal of hard carbon by decarbonizing, brushing or scraping and grit-blasting. Degreasing is accomplished by immersing or spraying the part in solution of white furnace oil specific gravity or a suitable commercial solvent such as Varsol or Perm-A-Chlor.
Operators are warned against the use of solvents with which they are unfamiliar, since there are may products on the market which are injurious to aluminum and magnesium.
Decarbonizing will usually loosen most of the hard carbon deposits remaining after degreasing; the complete removal of all hard carbon, however, generally requires brushing, scraping or grit-blasting.
All of these operations demand care on the part of the mechanic to avoid damage to machined surfaces. In particular, wire brushes and metal scrapers must never be used on any bearing or contact surface. When grit-blasting parts do not use sand or any metallic abrasives. It is recommended instead that mildly abrasive organic substances such as rice baked wheat, plastic pellets, or crushed walnut shells be used. All machines surfaces must, of course, be adequately masked and all openings tightly plugged before blasting.
The one exception to this is the valve seats, which may be left unprotected when blasting the cylinder head combustion chamber. It is often advantageous to grit blast the seats, since this will cut the glaze which tends to form particularly on the exhaust valve seat thus facilitating subsequent valve seat reconditioning.
Under no circumstances If necessary, soak the piston in petroleum solvent and scrape with a wooden scraper. When grit-blasting housings, plug all drilled oil passages with rubber plugs or other suitable material to prevent the entrances of foreign matter. The decarbonizing solution will generally remove most of the enamel from exterior surfaces.
All remaining enamel should be removed by grit-blasting particularly in the crevices between the cylinder cooling fins. At the conclusion of cleaning operations, rinse the parts in petroleum solvent, dry and remove any loose particles by air-blasting. Apply a liberal coating of preservative oil to all surfaces. All gears should be examined for evidence of pitting and excessive wear.
These conditions are of particular importance when they occur on the involute of the teeth; deep pit marks in this area are sufficient cause to reject the gear. Bearing surfaces of all gears should be free from deep scratches. However, minor abrasions may be dressed out with fine abrasive cloth. Corrosion on Stressed Areas. Pitted surfaces in highly stressed areas resulting from corrosion can cause ultimate failure of the part.
The following areas should be carefully examined for evidence of such corrosion; interior surfaces of piston pins, the fillets at the edges of crankshaft main and crankpin journal surfaces, and thrust bearing races. If pitting exists on any of the surfaces mentioned to the extent that it cannot be removed by polishing with crocus cloth or other mild abrasive, the part must be rejected. Screwed Fittings. Screwed fittings any parts such as threaded fastenings or plugs should be inspected for condition of threads.
Badly worn or mutilated threads must not be tolerated; the parts should be rejected. However, small defects such as slight nicks or burrs may be dressed out with a small file, fine abrasive cloth, or stone. If the part appears to be distorted, badly galled, or mutilated by over-tightening, or from the use of improper tools, it must be replaced with a new one. Magnetic Inspection. All ferro-magnetic steel parts should be inspected by the magnetic particle method.
The successful detection of structural failure by magnetic inspection demands skill and experience on the part of operating personnel. It must be remembered that almost any fabricated steel part will shown indications of some kind, and it is important that the operator exercise good judgement in evaluating the indications. Too rigid an interpretation may result in the rejection of a sound part, while on the other hand, a part showing a dangerous indication may be returned to service as a result of a too casual diagnosis.
In general, areas of stress concentration must be watched closely for fatigue cracks. These areas include such locations as keyways, gear teeth, splines, roots of threads, small holes and fillets. Proper judgement must also be used in determining the amount of current amperage applied; too little current will not sufficiently magnetize the part, while too heavy an application will permanently damage the part by overheating and burning thin areas adjacent to the electrodes.
Again, skill and experience on the part of the operator are of the utmost importance. Upon completion of inspection, coat all steel parts with preservative oil. Damaged Parts. Abnormal damage such as burrs, nicks, scratches, scoring, or galling should be removed with a fine oil stone, crocus cloth, or any similiar abrasive substance.
Following any repairs of this type, the part should be carefully cleaned in order to be certain that all abrasive has been removed and then checked with its mating part to assure that the clearances are not ex-. The inspection of engine parts during overhaul is divided into three categories, visual, structural and dimensional. The first two deal with the structural defects in parts while the third is concerned with the size, shape and fit.
Visual inspection should precede all other inspection procedures. Do not clean any parts prior to visual inspection, since indications of dangerous operating conditions can often be detected from the residual deposits found in some particular recess of the engine. Structural failures can be determined by several different methods depending on the part involved.
The following are a few of the methods employed: magnetic particle, dye penetrant, penetrant, x-ray and various electronic methods. Dimensional inspections should be carried out in accordance with the measurements and tolerances as called out in the Table of Limits SSP It is recommended that an inspection and overhaul form, containing a list of all engine components, be utilized when disassembling an engine. This form should be prepared so that all inspection and overhaul procedures can be checked off and remarks noted.
This will also assure that no part is inadvertently overlooked. Bearing Surfaces. All bearing surfaces should be examined for scoring, galling and wear. Considerable scratching and light scoring of aluminum bearing surfaces in the engine will do no harm and should not be considered cause for rejection of the part, provided it falls within the clearances set forth in the Table of Limits.
Even though the part may come within specified limits it should not be reassembled into the engine unless inspection shows it to be free of other serious defects. Ball bearings should be examined visually and by feel for roughness, flat spots, flaking or pitting of races and for scoring on the outside of the races. All journal surfaces should be checked for galling, scores, misalignment and out-of-round condition. Shafts, pins etc.
This may be done in most cases by using vee blocks and a dial indicator. Flanged surfaces that are bent, warped, or nicked may be repaired by lapping to a true surface on a surface plate. Again the part should be cleaned to be certain that all abrasive has been removed. Defective threads can sometimes be repaired with a suitable die or tap.
Small nicks can be removed satisfactorily with Swiss pattern files or small, edged stones, pipe tapped threads should not be tapped deeper in order to clean them up, because this practice will invariably result in an oversized tapped hole. If scratches or galling are removed from a bearing surface of a journal it should be buffed to a high finish. Generally it is impossible to repair cracks; however, welding operations may be performed in some parts of housings, providing the area is not a stressed section of the part.
For example, almost any area of a rocker box may be welded, but no part of the cylinder head except the fins may be welded. Painted Parts. Parts requiring use of paint for protection or appearance should be painted in accordance with the following recommendations using material from the following list of approved material. NOTE All machines bosses should be masked before painting.
Do not paint areas under hold down nuts where torque is required. The method of removing studs depends on the type of stud and manner in which it is broken. The procedure for removing and replacing studs is as follows:a.
If there is sufficient thread area available on stud, use a collet grip tool consisting of a tapered collet that threads onto stud and a housing that slips over the collet. Tighten bolt on top of the housing and draw collet into housing to lock puller on the stud with a tight grip. If the collet type tool cannot be used, drill a small hole into the stud. Employ a pilot bushing to guide drill into center of stud when stud is broken beneath the surface of the crankcase.
Redrill the hole to enlarge it to accommodate the proper size extractor. Using the extractor, remove the stud. After studs have been removed, check for size and condition of threads in stud holes to determine whether oversize studs must be used for replacement. Coat threads of studs with thread lubricant.
Specification JAN-A, and drive stud to correct depth by using a suitable stud driver. At the conclusion of all repair operations and subsequent inspection, coat all steel parts with preservative oil. Aluminum and Steel Parts. Parts shall be cleaned and degreased prior to painting.
Apply one coat zinc chromate primer, thinned with approximately two parts toluene, and air dry. Apply one coat of enamel and bake at F.
Enamel may be allowed to air dry but an inferior finish will result. Parts from which paint has not been removed may be repainted omitting the primer coat.
Magnesium Parts. Magnesium parts should be cleaned thoroughly with a dichromate treatment prior to painting. This treatment consists of cleaning all traces of oil and grease from the part by using a neutral, non-corrosive degreasing medium followed by a rinse.
The part should then be washed thoroughly in cold running water, dipped in hot water and dried in an air blast. Immediately thereafter the part should be painted with a prime coat and engine enamel in the same manner as prescribed for aluminum parts. Prior to assembly of subassemblies, all parts should be cleaned to remove all traces of preservative oil and accumulated foreign matter.
During assembly, cover all steel parts with a heavy coat of preservative oil. This mixture should be used on all machined surfaces, especially on bearing surfaces, cylinder bores and piston rings. The practive of using plain lubricating oil during assembly is not recommended. Pre-Lubrication of Parts Prior to Assembly. Many premature failure of parts have been traced directly to improper pre-lubrication of engine assembly. If parts are not properly lubricated, or an inferior lubricant is used, many of the engine parts will become scored before the engine oil goes through its first cycle and has had a change to lubricate the engine.
This, of course, will lead to premature parts failure prior to normal service life, and in some cases, lead to engine failure before normal service hours have been accumulated. It is of utmost importance, therefore, that the following recommendations be adhered to a engine assembly. Coat the camshaft lobes, face of tappet bodies and rocker tips with lubri-bond A or equivalent. Coat the valve stems and the interior of the valve guides with Texaco Molytex "0" or equivalent.
Olite Bushings. During overhaul cleaning operations it is possible to wash the oil from these bushings; also, if a bushing has been replaced and either reamed or broached, its porosity may be affected. Therefore, before the Shroud Tubes. Shroud tube should be thoroughly cleaned and dipped in zinc chromate primer thinned to spraying consistency.
After the primer is dried the shroud tube should be painted on the outside with engine enamel. All paint applied in the foregoing operations should preferably be sprayed; however, if it is necessary to use a brush, care should be exercised to avoid an accumulation of pockets of paint.
Replacement of Studs. Any studs which are bent,. All gaskets All circlips, lockplates and retaining rings It is strongly recommended that all overhaul Piston rings facilities adapt a firm policy of checking pitch alignment All exhaust valves except Inconel alloy valves of bevel gears at the same time backlash is adjusted durAll exhaust valve retaining keys ing engine overhaul.
Crankshaft sludge tubes where applicable Cylinder fin stabilizers Table of Limits. The table of limits SSP should All bearing inserts main and connecting rods be consulted whenever it is desired to determine the Magneto drive cushions backlash and end clearance of gears, the clearance betStressed bolts and fastenings ween mating machined parts, the clearance between Camshaft gear attaching bolts mating parts which are in close contact with each other Connecting rod bolts and nuts and the torque limits for various nuts, screws and fastenCrankshaft flange bolts ings.
Damaged ignition cable All laminated shims Oil Seals and Gaskets. When building up an engine Crankshaft counterweight bushings during major overhaul, replace all oil seals and gaskets Piston pin plugs throughout the engine. For complete replacement sets of A. Arbitrary Replacement of Parts.
It is recommended that certain parts throughout the engine be replaced at normal overhaul regardless of their apparent condition. Consult the latest edition of Service Bulletin No.
Included among these are the following:. All four cylinder engines are equipped with high tension ignition systems which deliver high tension current directly to the spark plug outlets. Dual Magnetos. The magneto features two electrically independent ignition circuits in one housing.
The magneto uses an impulse coupling to provide reliable ignition at engine cranking speed. At engine cranking speed the impulse coupling automatically retards the magneto until the engine is also at its retard firing position.
The spring action of the impulse is then released to spin the rotating magnet and produce the spark to fire the engine. After the engine starts, the impulse coupling acts as a straight drive and magneto fires at the normal firing position of the engine.
Engine Firing Order. Four cylinder engine Left hand rotation engine Ignition Harness. The harness is composed of the magneto terminal assembly, the ignition cable and the spark plug end assembly. The number of lead in the harness assembly is of course determined by the number of cylinders on the engine.
Spark Plugs. For information relative to approved spark plugs for the subject engine consult the latest edition of Service Instruction No. Remove the terminals from the top and bottom spark plug. Detach all clips, clamps and grommet plates securing the leads to the engine.
The ignition harness on the dual magneto cannot be removed from the magneto without removing the cover from the magneto. NOTEBefore detaching clamps, clips, grommet plates etc. Differences in various installations make it impossible for this manual to point out the correct attaching points.
Remove magneto and harness from the engine. Unless the harness assembly is in obviously new condition and is known to have been recently installed, it is recommended that the harness be replaced at overhaul. As previously mentioned, this manual will not endeavor to describe overhaul procedures for trade. Spark Plug 2.
Magneto 3. Ignition Harness 4. Nut 5. Lockwasher 6. Clamp Figure Magneto and Harness Assembly. Consult the manufacturer's overhaul manual for inspection procedures. Before assembling the magneto gear or drive coupling whichever is applicable to the magneto drive shaft, apply a light coating of Go-Jo-No-Lox No. This compound is manufactured by Gojer, Inc.
Akron, Ohio, After assembling gear or coupling, wipe excess compound from the drive shaft. Assemble "o" ring in groove on the inside of magneto gear. Install gear in bushing of crankcase.
Install magneto drive cushion retainer in the magneto gear. Assemble magneto drive cushions in retainer. Install magneto gasket and magneto.
Tighten slightly until the final timing is completed. Timing Magneto to Engine. Rotate the crankshaft in direction of normal rotation until no. Clamp the ignition timing pointer on the advance timing mark on the rear of the starter ring gear. The starter ring gear may be marked at 20 and Consult engine nameplate for correct advance timing mark to use.
Continue rotating the crankshaft until the timing pointer and the parting flange of the crankcase align. Leave the crankshaft in this position until the magneto is installed.
In the event that an igntion timing pointer is not available an alternate method may be used. NOTE The advance nameplate. Lycoming does supply individual leads in two lengths, 48 or 72 inch finished at the spark plug end and available from your local distributor. The following steps will describe the procedure for replacing a lead. Removal of Condemned Lead. Remove clamps and brackets from applicable lead assembly.
Cut cable ties from assembly and discard. Remove the cover from magneto. Cut off condemned lead flush with the outer surface of the cover. Grip eyelet of lead with a pair of pliers and pull short length of conductor out of grommet and cover.
Using a 3 inch long, 0. Replacement of Condemned Lead. To replace a condemned lead, proceed as follows: a. Thread pre-stripped end of lead through magneto cover. Push back braid and thread a new ferrule over wire and under braid until braid covers knurling. Pull the lead back into the cover to wedge the braid between the taper of the cover and ferrule. Place cover on proper support and seat ferrule using Bendix tool ferrule seat tool and mallet.
Ferrule must be driven straight into cover and fully seated. Place grommet over pre-stripped end of lead. Place new eyelet on conductor and cramp. Remove the inspection plug from the magneto and rotate the drive shaft in direction of normal rotation until the painted chamfered tooth on the large distributor gear is aligned in the center of the inspection window.
The shaft on the impulse coupling magnetos can be turned by depressing the pawl on the coupling. Be sure the magneto gear does not move from this position and secure each magneto finger tight.
The magnetos are now ready for final timing. Final Timing D Dual Magneto. Using a battery power timing light, attach the red lead of timing light to the left switch terminal, green lead of timing light to right switch, black lead to an unpainted portion of the engine. Rotate the magneto in its mounting flange to a point where the light comes on, then slowly turn it in the opposite direction until the red light goes out.
Tighten the magneto clamps evenly. Back off the crankshaft approximately 10 so the timing light goes on. Bring the crankshaft slowly back in the direction of normal rotation until red light goes out.
Indicating the left main breaker opening at no. Pull lead to seat parts in proper place and remove slack from braid. As previously mentioned, this overhaul manual will not endeavor to describe overhaul procedures for trade accessories.
Consult the manufacturer's applicable manual for overhaul procedures. Completely tighten nuts to specified torque. Assemble the leads into proper spark plug. Consult wiring diagram figure Torque nuts to - inch pounds. This will place the valves in closed position and the piston extended away from the crankcase to avoid damage when cylinder is removed. Remove the valve rocker arms and fulcrum from cylinder.
Remove the square washers 9 from the stud. Remove the push rods 2 by grasping the end and pulling through the shroud tube. Pull shroud tubes out through the cylinder head and discard the shroud tube seals 3. Remove the cylinder base hold-down nuts; then remove the cylinder by pulling straight away from the crankcase.
As the cylinder is pulled away, catch and hold the piston to prevent it from falling against the crankcase and being damaged. Discard the cylinder base oil seal rings.
Remove piston pin plugs from the piston. Using a piston pin puller , pull pin from piston and remove piston. The piston, being a reciprocating part, is normally grouped with the crankshaft in a theoretical breakdown of the engine into basic components. However, from a practical standpoint, it is felt that the piston should be considered with the cylinder insofar as overhaul procedures are concerned.
For example, the basic configuration of the engine requires the removal and reassembly of the pistons at the same time the cylinders are removed or replaced. For the purposes of the manual, the valve train will be considered as all parts of the valve operating mechanism beyond the camshaft, beginning with the hydraulic lifter assembly.
Although subject engines employ parallel valve cylinders with down exhaust, basic overhaul procedures are the same for all cylinders. The overhaul procedures described in this section will be applicable to all cylinder assemblies except as noted.
Either plain steel, chrome plated, or nitride hardened steel cylinders may be employed on the engines discussed in this overhaul manual. The color code for these cylinders is as follows: a. Plain steel b. Chrome plated All grey Orange paint on cylinder fins below spark plug hole. Blue paint on cylinder fins below spark plug hole. Green when applied to customer overhaul engines. Yellow when applied to customer overhaul engines. After the removal of a cylinder and piston the connecting rod must be supported to prevent damage to the rod and crankcase.
This is done by supporting each connecting rod with torque hold down plate ST, rubber band discarded cylinder base on seal rings looped around the cylinder base studs as shown in figure Removal of the other cylinders and pistons may be done in any desired order, but less turning of the crankshaft is involved if the cylinders are removed successively in the engine's firing order Left hand rotation firing order Hydraulic Lifters. Remove the hydraulic lifter from the crankcase.
Place each lifter as removed from crankcase in its proper location in the cleaning basket. The hydraulic lifters must be replaced in the same location in crankcase from which they were removed. Place cylinder over the cylinder holding block , assemble valve spring compressor ST on cylinder, and compress valve springs far enough to remove the valve retaining keys.
NOTE If keys are stuck tight in spring seat, a light blow with a leather mallet on top of compressor will release keys. Remove all valve spring seats and springs from rocker box, keeping parts for each valve separate.
Hold valves by the stem to keep them from dropping out of the cylinder, and remove cylinder from holding block. Now reach inside of cylinder and remove valves. If difficulty is experienced in pulling the tops of the valve stems through the valve guides, push the valves back in position and clean the carbon from the stems.
It is assumed that the ignition harness, intake pipes and primer lines have been previously removed. Intercylinder Baffles. Remove the intercylinder baffle and hook from between the cylinders.
Oil Drain Tubes. Loosen hose clamps at lower end of tube and slide tube out of hose. Loosen gland nut at cylinder head fitting and remove drain tube. Remove the rocker box cover 13 and gaskets Rotate the crankshaft to place the.
Nut 2. Connecting Rod Cap 3. Bearing Insert 4. Oil Regulating Ring 9. Compression Ring Piston Pin. Figure Place each valve, with its springs, seats and keys in its proper compartment of the cleaning and inspection basket No further disassembly of the cylinder is necessary unless inspection warrants the replacement of valve guides, valve seat, or primer nipple. Using the piston ring expander , remove the rings from all pistons.
Remove the rings in order, starting with the top ring and working down. Be careful not to scratch or score piston when removing rings.
Place the hydraulic lifter Lifters. Hydraulic assembly in the fixture ST Compress the plunger assembly until the spring clip is loose. Remove the spring clip from the lifter body. Remove the socket and plunger assembly from the body. In the event that the fixture is not available, the hydraulic lifter may be disassembled as follows: Insert a suitable tool into the socket and push the plunger assembly until oil is forced out of the vent hole and the pressure is released from the spring clip.
Using a pair of needle nose pliers remove the spring clip from the lifter assembly. Remove the socket and plunger assembly from the lifter body. NOTE Some hydraulic lifters employ a circlip retaining ring in place of the spring clip as stated in paragraph Clean all cylinder, piston and valve train parts in accordance with the general instructions described in Section 3.
Specific instructions follow: Figure Two Methods of Supporting Connecting Rods Maximum removal in accordance with figure No burrs or sharp edges are permitted.
One moment, please.Lycoming Overhaul Manual 60294-7-14 Direct Drive Engine 235-290-320-340-360-540-720
An error occurred, please try again. Does not ship to Finland See details for shipping. Import charges:. This item may be subject to import charges and taxes on delivery. Report this item Report this item - opens in new window or tab.
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Note: The accuracy and accessibility of the resulting translation is not guaranteed. Seller assumes all responsibility for this listing. Item specifics. Seller Notes:. Compatible Make:. Manufacturer Part Number:. Shipping and handling. The magneto features two electrically independent ignition circuits in one housing.
The magneto uses an impulse coupling to provide reliable ignition at engine cranking speed. At engine cranking speed the impulse coupling automatically retards the magneto until the engine is also at its retard firing position. The spring action of the impulse is then released to spin the rotating magnet and produce the spark to fire the engine. After the engine starts, the impulse coupling acts as a straight drive and magneto fires at the normal firing position of the engine.
Engine Firing Order. Four cylinder engine Left hand rotation engine Ignition Harness. The harness is composed of the magneto terminal assembly, the ignition cable and the spark plug end assembly.
The number of lead in the harness assembly is of course determined by the number of cylinders on the engine. Spark Plugs.
For information relative to approved spark plugs for the subject engine consult the latest edition of Service Instruction No. Remove the terminals from the top and bottom spark plug. Detach all clips, clamps and grommet plates securing the leads to the engine. The ignition harness on the dual magneto cannot be removed from the magneto without removing the cover from the magneto.
NOTEBefore detaching clamps, clips, grommet plates etc. Differences in various installations make it impossible for this manual to point out the correct attaching points.
Remove magneto and harness from the engine. Unless the harness assembly is in obviously new condition and is known to have been recently installed, it is recommended that the harness be replaced at overhaul. As previously mentioned, this manual will not endeavor to describe overhaul procedures for trade. Spark Plug 2. Magneto 3. Ignition Harness 4. Nut 5. Lockwasher 6. Clamp Figure Magneto and Harness Assembly.
Consult the manufacturer's overhaul manual for inspection procedures. Before assembling the magneto gear or drive coupling whichever is applicable to the magneto drive shaft, apply a light coating of Go-Jo-No-Lox No. This compound is manufactured by Gojer, Inc. Akron, Ohio, After assembling gear or coupling, wipe excess compound from the drive shaft. Assemble "o" ring in groove on the inside of magneto gear.
Install gear in bushing of crankcase. Install magneto drive cushion retainer in the magneto gear. Assemble magneto drive cushions in retainer.
Install magneto gasket and magneto. Tighten slightly until the final timing is completed. Timing Magneto to Engine. Rotate the crankshaft in direction of normal rotation until no. Clamp the ignition timing pointer on the advance timing mark on the rear of the starter ring gear.
The starter ring gear may be marked at 20 and Consult engine nameplate for correct advance timing mark to use. Continue rotating the crankshaft until the timing pointer and the parting flange of the crankcase align.
Leave the crankshaft in this position until the magneto is installed. In the event that an igntion timing pointer is not available an alternate method may be used. NOTE The advance nameplate. Lycoming does supply individual leads in two lengths, 48 or 72 inch finished at the spark plug end and available from your local distributor.
The following steps will describe the procedure for replacing a lead. Removal of Condemned Lead. Remove clamps and brackets from applicable lead assembly. Cut cable ties from assembly and discard.
Remove the cover from magneto. Cut off condemned lead flush with the outer surface of the cover. Grip eyelet of lead with a pair of pliers and pull short length of conductor out of grommet and cover. Using a 3 inch long, 0.
Replacement of Condemned Lead. To replace a condemned lead, proceed as follows: a. Thread pre-stripped end of lead through magneto cover. Push back braid and thread a new ferrule over wire and under braid until braid covers knurling. Pull the lead back into the cover to wedge the braid between the taper of the cover and ferrule.
Place cover on proper support and seat ferrule using Bendix tool ferrule seat tool and mallet. Ferrule must be driven straight into cover and fully seated. Place grommet over pre-stripped end of lead. Place new eyelet on conductor and cramp. Remove the inspection plug from the magneto and rotate the drive shaft in direction of normal rotation until the painted chamfered tooth on the large distributor gear is aligned in the center of the inspection window. The shaft on the impulse coupling magnetos can be turned by depressing the pawl on the coupling.
Be sure the magneto gear does not move from this position and secure each magneto finger tight. The magnetos are now ready for final timing. Final Timing D Dual Magneto. Using a battery power timing light, attach the red lead of timing light to the left switch terminal, green lead of timing light to right switch, black lead to an unpainted portion of the engine. Rotate the magneto in its mounting flange to a point where the light comes on, then slowly turn it in the opposite direction until the red light goes out.
Tighten the magneto clamps evenly. Back off the crankshaft approximately 10 so the timing light goes on. Bring the crankshaft slowly back in the direction of normal rotation until red light goes out. Indicating the left main breaker opening at no. Pull lead to seat parts in proper place and remove slack from braid. As previously mentioned, this overhaul manual will not endeavor to describe overhaul procedures for trade accessories.
Consult the manufacturer's applicable manual for overhaul procedures. Completely tighten nuts to specified torque. Assemble the leads into proper spark plug. Consult wiring diagram figure Torque nuts to - inch pounds.
This will place the valves in closed position and the piston extended away from the crankcase to avoid damage when cylinder is removed.
Remove the valve rocker arms and fulcrum from cylinder. Remove the square washers 9 from the stud. Remove the push rods 2 by grasping the end and pulling through the shroud tube. Pull shroud tubes out through the cylinder head and discard the shroud tube seals 3.
Remove the cylinder base hold-down nuts; then remove the cylinder by pulling straight away from the crankcase. As the cylinder is pulled away, catch and hold the piston to prevent it from falling against the crankcase and being damaged. Discard the cylinder base oil seal rings. Remove piston pin plugs from the piston. Using a piston pin puller , pull pin from piston and remove piston.
The piston, being a reciprocating part, is normally grouped with the crankshaft in a theoretical breakdown of the engine into basic components. However, from a practical standpoint, it is felt that the piston should be considered with the cylinder insofar as overhaul procedures are concerned.
For example, the basic configuration of the engine requires the removal and reassembly of the pistons at the same time the cylinders are removed or replaced.
For the purposes of the manual, the valve train will be considered as all parts of the valve operating mechanism beyond the camshaft, beginning with the hydraulic lifter assembly. Although subject engines employ parallel valve cylinders with down exhaust, basic overhaul procedures are the same for all cylinders. The overhaul procedures described in this section will be applicable to all cylinder assemblies except as noted. Either plain steel, chrome plated, or nitride hardened steel cylinders may be employed on the engines discussed in this overhaul manual.
The color code for these cylinders is as follows: a. Plain steel b. Chrome plated All grey Orange paint on cylinder fins below spark plug hole. Blue paint on cylinder fins below spark plug hole. Green when applied to customer overhaul engines. Yellow when applied to customer overhaul engines.
After the removal of a cylinder and piston the connecting rod must be supported to prevent damage to the rod and crankcase. This is done by supporting each connecting rod with torque hold down plate ST, rubber band discarded cylinder base on seal rings looped around the cylinder base studs as shown in figure Removal of the other cylinders and pistons may be done in any desired order, but less turning of the crankshaft is involved if the cylinders are removed successively in the engine's firing order Left hand rotation firing order Hydraulic Lifters.
Remove the hydraulic lifter from the crankcase. Place each lifter as removed from crankcase in its proper location in the cleaning basket. The hydraulic lifters must be replaced in the same location in crankcase from which they were removed. Place cylinder over the cylinder holding block , assemble valve spring compressor ST on cylinder, and compress valve springs far enough to remove the valve retaining keys. NOTE If keys are stuck tight in spring seat, a light blow with a leather mallet on top of compressor will release keys.
Remove all valve spring seats and springs from rocker box, keeping parts for each valve separate. Hold valves by the stem to keep them from dropping out of the cylinder, and remove cylinder from holding block.
Now reach inside of cylinder and remove valves. If difficulty is experienced in pulling the tops of the valve stems through the valve guides, push the valves back in position and clean the carbon from the stems.
It is assumed that the ignition harness, intake pipes and primer lines have been previously removed. Intercylinder Baffles. Remove the intercylinder baffle and hook from between the cylinders.
Oil Drain Tubes. Loosen hose clamps at lower end of tube and slide tube out of hose. Loosen gland nut at cylinder head fitting and remove drain tube. Remove the rocker box cover 13 and gaskets Rotate the crankshaft to place the. Nut 2. Connecting Rod Cap 3. Bearing Insert 4. Oil Regulating Ring 9. Compression Ring Piston Pin.
Figure Place each valve, with its springs, seats and keys in its proper compartment of the cleaning and inspection basket No further disassembly of the cylinder is necessary unless inspection warrants the replacement of valve guides, valve seat, or primer nipple. Using the piston ring expander , remove the rings from all pistons.
Remove the rings in order, starting with the top ring and working down. Be careful not to scratch or score piston when removing rings. Place the hydraulic lifter Lifters.
Hydraulic assembly in the fixture ST Compress the plunger assembly until the spring clip is loose. Remove the spring clip from the lifter body. Remove the socket and plunger assembly from the body. In the event that the fixture is not available, the hydraulic lifter may be disassembled as follows: Insert a suitable tool into the socket and push the plunger assembly until oil is forced out of the vent hole and the pressure is released from the spring clip.
Using a pair of needle nose pliers remove the spring clip from the lifter assembly. Remove the socket and plunger assembly from the lifter body. NOTE Some hydraulic lifters employ a circlip retaining ring in place of the spring clip as stated in paragraph Clean all cylinder, piston and valve train parts in accordance with the general instructions described in Section 3. Specific instructions follow: Figure Two Methods of Supporting Connecting Rods Maximum removal in accordance with figure No burrs or sharp edges are permitted.
Minimum fillet at the root of the removed portion of the fin in one quarter inch radius. Minimum corner at top of fin adjacent to the removed portion is one half inch radius. Physically damaged, broken or bent fins.
No more than six blended fins on the anti-push rod side of the head. Pay particular attention to the following areas. Cylinder Head Dimensional Inspection.
Check the ID of each intake valve guide it is recommended that exhaust valve guides be replaced at overhaul with the flat plug rejection gage ST Check the diameter and outof-roundness of the guide bore by checking with the gage at a minimum of two position apart. If the gage enters the guide at any of the positions tested, mark the guide for replacement. Cylinder Barrel Visual Inspection. In addition to a thorough inspection of the cylinder barrel to ascertain its general condition, make the following specific checks.
Maximum Fin Removal Use the cleaning basket in order to keep the valve operating mechanism parts separate. Dip the basket, with all parts contained in their proper compartment, in petroleum solvent.
CAUTIONIt is imperative that various parts of each lifter assembly be kept together during the overhaul operations, in order that all component parts may be reassembled with their original mating parts and each completed assembly inserted in its original location in the crankcase. In the event parts are intermixed, discard, and install new assemblies.
Inspect all cylinder, piston and valve train parts in accordance with the general instructions described in Section 3. Specific instructions will be found in the following paragraphs, possible revisions will be found later in the section.
Cylinder Head Visual Inspection. Examine the cylinder head thoroughly, checking for the following possible defects. Loose, scored, pitted or otherwise damaged valve seats. Mark for replacement. Loose or damaged studs. Replace with 0. Loose or damaged spark plug heli-coil inserts. Mark for replacement with oversize insert. Loose, cracked or scored valve guides. Nicked, scored or dented mounting pads. Intake and exhaust ports, rocker box covers. Cooling fins.
The following standards shall prevail insofar as acceptance or rejection of cylinder heads are concerned. Cracked fins. Maximum removal is no more than one half the total fin width.
Cooling Fins. It is recommended that notches or nicks be profiled with a hand grinder or file. A cracked cylinder barrel is cause for rejection of the cylinder.
With powerful navigation and search features, Lycoming Manual libraries include overhaul and operators manuals, parts catalogs, service bulletins, letters and other publications. TPubs by Tdata are offered in the combinations you need. Starting at:. Publications manager. Pull the lead back into the cover to wedge the braid between the taper of the cover and ferrule. Place cover on proper support and seat ferrule using Bendix tool ferrule seat tool and mallet. Ferrule must be driven straight into cover and fully seated.
Place grommet over pre-stripped end of lead. Place new eyelet on conductor and cramp. Remove the inspection plug from the magneto and rotate the drive shaft in direction of normal rotation until the painted chamfered tooth on the large distributor gear is aligned in the center of the inspection window. The shaft on the impulse coupling magnetos can be turned by depressing the pawl on the coupling. Be sure the magneto gear does not move from this position and secure each magneto finger tight. The magnetos are now ready for final timing.
Final Timing D Dual Magneto. Using a battery power timing light, attach the red lead of timing light to the left switch terminal, green lead of timing light to right switch, black lead to an unpainted portion of the engine. Rotate the magneto in its mounting flange to a point where the light comes on, then slowly turn it in the opposite direction until the red light goes out. Tighten the magneto clamps evenly. Back off the crankshaft approximately 10 so the timing light goes on.
Bring the crankshaft slowly back in the direction of normal rotation until red light goes out. Indicating the left main breaker opening at no. Pull lead to seat parts in proper place and remove slack from braid. As previously mentioned, this overhaul manual will not endeavor to describe overhaul procedures for trade accessories.
Consult the manufacturer's applicable manual for overhaul procedures. Completely tighten nuts to specified torque. Assemble the leads into proper spark plug.
Consult wiring diagram figure Torque nuts to - inch pounds. This will place the valves in closed position and the piston extended away from the crankcase to avoid damage when cylinder is removed. Remove the valve rocker arms and fulcrum from cylinder. Remove the square washers 9 from the stud. Remove the push rods 2 by grasping the end and pulling through the shroud tube. Pull shroud tubes out through the cylinder head and discard the shroud tube seals 3.
Remove the cylinder base hold-down nuts; then remove the cylinder by pulling straight away from the crankcase. As the cylinder is pulled away, catch and hold the piston to prevent it from falling against the crankcase and being damaged. Discard the cylinder base oil seal rings. Remove piston pin plugs from the piston.
Using a piston pin puller , pull pin from piston and remove piston. The piston, being a reciprocating part, is normally grouped with the crankshaft in a theoretical breakdown of the engine into basic components. However, from a practical standpoint, it is felt that the piston should be considered with the cylinder insofar as overhaul procedures are concerned.
For example, the basic configuration of the engine requires the removal and reassembly of the pistons at the same time the cylinders are removed or replaced. For the purposes of the manual, the valve train will be considered as all parts of the valve operating mechanism beyond the camshaft, beginning with the hydraulic lifter assembly.
Although subject engines employ parallel valve cylinders with down exhaust, basic overhaul procedures are the same for all cylinders. The overhaul procedures described in this section will be applicable to all cylinder assemblies except as noted. Either plain steel, chrome plated, or nitride hardened steel cylinders may be employed on the engines discussed in this overhaul manual. The color code for these cylinders is as follows: a. Plain steel b.
Chrome plated All grey Orange paint on cylinder fins below spark plug hole. Blue paint on cylinder fins below spark plug hole. Green when applied to customer overhaul engines. Yellow when applied to customer overhaul engines. After the removal of a cylinder and piston the connecting rod must be supported to prevent damage to the rod and crankcase. This is done by supporting each connecting rod with torque hold down plate ST, rubber band discarded cylinder base on seal rings looped around the cylinder base studs as shown in figure Removal of the other cylinders and pistons may be done in any desired order, but less turning of the crankshaft is involved if the cylinders are removed successively in the engine's firing order Left hand rotation firing order Hydraulic Lifters.
Remove the hydraulic lifter from the crankcase. Place each lifter as removed from crankcase in its proper location in the cleaning basket. The hydraulic lifters must be replaced in the same location in crankcase from which they were removed. Place cylinder over the cylinder holding block , assemble valve spring compressor ST on cylinder, and compress valve springs far enough to remove the valve retaining keys.
NOTE If keys are stuck tight in spring seat, a light blow with a leather mallet on top of compressor will release keys. Remove all valve spring seats and springs from rocker box, keeping parts for each valve separate.
Hold valves by the stem to keep them from dropping out of the cylinder, and remove cylinder from holding block. Now reach inside of cylinder and remove valves. If difficulty is experienced in pulling the tops of the valve stems through the valve guides, push the valves back in position and clean the carbon from the stems.
It is assumed that the ignition harness, intake pipes and primer lines have been previously removed. Intercylinder Baffles. Remove the intercylinder baffle and hook from between the cylinders.
Oil Drain Tubes. Loosen hose clamps at lower end of tube and slide tube out of hose. Loosen gland nut at cylinder head fitting and remove drain tube. Remove the rocker box cover 13 and gaskets Rotate the crankshaft to place the.
Nut 2. Connecting Rod Cap 3. Bearing Insert 4. Oil Regulating Ring 9. Compression Ring Piston Pin. Figure Place each valve, with its springs, seats and keys in its proper compartment of the cleaning and inspection basket No further disassembly of the cylinder is necessary unless inspection warrants the replacement of valve guides, valve seat, or primer nipple. Using the piston ring expander , remove the rings from all pistons.
Remove the rings in order, starting with the top ring and working down. Be careful not to scratch or score piston when removing rings. Place the hydraulic lifter Lifters. Hydraulic assembly in the fixture ST Compress the plunger assembly until the spring clip is loose. Remove the spring clip from the lifter body.
Remove the socket and plunger assembly from the body. In the event that the fixture is not available, the hydraulic lifter may be disassembled as follows: Insert a suitable tool into the socket and push the plunger assembly until oil is forced out of the vent hole and the pressure is released from the spring clip.
Using a pair of needle nose pliers remove the spring clip from the lifter assembly. Remove the socket and plunger assembly from the lifter body. NOTE Some hydraulic lifters employ a circlip retaining ring in place of the spring clip as stated in paragraph Clean all cylinder, piston and valve train parts in accordance with the general instructions described in Section 3.
Specific instructions follow: Figure Two Methods of Supporting Connecting Rods Maximum removal in accordance with figure No burrs or sharp edges are permitted. Minimum fillet at the root of the removed portion of the fin in one quarter inch radius. Minimum corner at top of fin adjacent to the removed portion is one half inch radius.
Physically damaged, broken or bent fins. No more than six blended fins on the anti-push rod side of the head. Pay particular attention to the following areas. Cylinder Head Dimensional Inspection. Check the ID of each intake valve guide it is recommended that exhaust valve guides be replaced at overhaul with the flat plug rejection gage ST Check the diameter and outof-roundness of the guide bore by checking with the gage at a minimum of two position apart.
If the gage enters the guide at any of the positions tested, mark the guide for replacement. Cylinder Barrel Visual Inspection. In addition to a thorough inspection of the cylinder barrel to ascertain its general condition, make the following specific checks.
Maximum Fin Removal Use the cleaning basket in order to keep the valve operating mechanism parts separate. Dip the basket, with all parts contained in their proper compartment, in petroleum solvent. CAUTIONIt is imperative that various parts of each lifter assembly be kept together during the overhaul operations, in order that all component parts may be reassembled with their original mating parts and each completed assembly inserted in its original location in the crankcase.
In the event parts are intermixed, discard, and install new assemblies. Inspect all cylinder, piston and valve train parts in accordance with the general instructions described in Section 3. Specific instructions will be found in the following paragraphs, possible revisions will be found later in the section. Cylinder Head Visual Inspection. Examine the cylinder head thoroughly, checking for the following possible defects.
Loose, scored, pitted or otherwise damaged valve seats. Mark for replacement. Loose or damaged studs. Replace with 0. Loose or damaged spark plug heli-coil inserts. Mark for replacement with oversize insert. Loose, cracked or scored valve guides. Nicked, scored or dented mounting pads. Intake and exhaust ports, rocker box covers. Cooling fins. The following standards shall prevail insofar as acceptance or rejection of cylinder heads are concerned.
Cracked fins. Maximum removal is no more than one half the total fin width. Cooling Fins. It is recommended that notches or nicks be profiled with a hand grinder or file. A cracked cylinder barrel is cause for rejection of the cylinder. Cylinder Skirt. Replace any cylinder having a bent, cracked, or corroded skirt, broken c. Check mounting flange for cracks, nicks, warping, orcorrosion. Section5 Cylinder, Piston andValveTrain Piston Visual Inspection.
Examine the top of the piston for excessive pitting, cavaties or surface distortion. The latter may be evidence of detonation, particularly if the piston has been in service for a relatively short time. Other critical points which must receive thorough visual examination are the piston ring lands and grooves, piston pin holes, and piston pin holes bosses. Make the following dimensional checks on each piston the numbers in parenthesis refer to the applicable reference numbers in the Table of Limits.
Side clearance between piston ring and piston , and Pistons for Lycoming opposed engines are ground with a slight taper from the skirt to ground exception of with the lands between the the the head, with the exception of the lands between the top compression and oil control rings, which are ground parallel.
The clearance on wedge type compression rings therefore must be measured as shown in figure in order to obtain a true check of the side clearance. Inside diameter of piston pin hole Clearance between piston skirt and cylinder and piston diameter at top and bottom Piston Pin and Piston Pin Plugs. Measure fit between piston and plugs and check OD of plugs reference , Table of Limits.
Examine interior surfaces of piston pin for corrosion or pitting. Valve Rockers. Damaged, badly worn, pitted or scored top and push rod sockets warrant replacement of the rocker. Rockers that are scored at the point of contact with the fulcrum must be replaced. Push Rods. Inspect push rods for wear or looseness of ball ends. If ball ends are loose, replace the rod. Rod must be straight within. Remove the valves from the cylinder and clean to remove soft carbon and examine visually for physical damage, damage due to burning or corrosion.
Valves that indicate damage of this nature must not be reused. Inconel exhaust valves may be reused if they comply with requirements of the following inspection. Do not reuse valve in which stem diameter midway of valve measures less than that measured at the key end; excepting inconel valves which may be 0. Inspect interior of barrel for scoring or corrosion. Minor damage can be repaired by regrinding or honing; deep scoring or pitting, however, is cause for rejection of the cylinder.
Inspect interior of nitrided barrel for barrel glaze and a possible ring wear step at the point where the piston reverses travel at the top of the stroke.
Repair of these items is fully described in Service Instruction No. Cylinder Barrel Dimensional Inspection. Dimensional inspection of the barrel consists of the following measurements the numbers in parenthesis refer to the applicable reference numbers in the Table of Limits : a. Fit between piston skirt and cylinder Maximum taper of cylinder walls Maximum out-of roundness Maximum out-of-roundness Bore diameter NOTEAll measurements involving cylinder barrel diameters must be taken at a minimum of two position 90 apart in the particular plane being measured.
All measurements of nitrided barrels must be made in the straight portion below the starting point of the choke, or at least two inches below the top of the barrel. Check mnout of valve face. Total runout must not exceed. Do not reuse any. Measure edge thickness of intake valve heads. If, after refacing. A is less than , the valve must not he reused. NOTE The edge of intake value heads are genemlly formed as shown is figure The thickness A can best be measured with an optical comparator; however, it can be measured with sufficient accuracy by means of a dial indicator and a surface plate, as shown in figure Section Through Edge of Valve valve.
See inspection of hydraulic lifters. Cheek the clearance between the valve stem and guide reference Table of Limits for exhaust valves. Inspect the hydraulic following wear patterns: lifter for evidence of the. The pitting will constitute small irregular holes. The area covered by spalling will vary with different lifter.
Scoring-The lifter face is scored when small scratchlike lines are found near the outer edge of the face and will appear to radiate from the center. Other scoring marks may be present and extend to the center of the face.
The lifter with this condition must be replaced. Lifter Face Wear-The operation of the lifter provides that the lifter rotates during the wiping action of the camshaft lobe. This action will form a groove or path across the face of the lifter. Deeper penetration will be noted at the center of the face.
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