11'r$ll ,rilü" ($lf5) 84, ll5o

AN l) ll"ltil' (f¡-134o) slllze

siftil. s;tlt? ANtf s:fHt-G
NIIGINI]S

MAINTENANCE
MANUAL
PARTN O .i l 8 6 1 1

A P R I L1 9 6 ]
R E V I S EODC T O B E 1
R9 7 7

*'

srz
PRATT&WHTTl{EY
AIRGRAFTGROUP*Vg¡lfiP-..rEs-
C o m m e r c i aP
l r o d u c t sD i v i s i o n

Pri¡lcd in Unit"d Stole! ol Amarico

 LIST OF REVISED PACES

NCIE: A heavy black r¡ertical line, in the margln of revised pagesr indicates the éxtent
of the revision. This line is not used iJ more than 50 percent of the page is revised
or if a picture is added or substituted. Insert latest revised pages. Destroy
superseded pages.

Oct 1976
Oct 1976
Oct 19?6
Oct 1976
Oct 19?6
I\,Iar 19?3
Oct 19??
Oct 19?7
Mar l9?3
Mar l9?3
Mar 1973
Mar 19?3
Mar 19?3
Mar 1973
Mar 19?3
Mar 19?3
Mar 1973
Mar 1973
Mar 19?3
Oct 1976
May 1966
Mar 1973
Mar 19?3
Oct 1976
Mar 1973
May 1966
Mar 1973
Mar 19?3
Oct 19??
Mar 19?3
Mar 19?3
Oct 19??
Oct 19?7
May 1968
Mar 1973
Feb 1964
Mar 19?3
May 1974
Oct 19?6
Oct 1976
May 1966 1_
Oct 1976
Mar 1973
May 1986
May 1974
Mar 1973
Mar 1973
Mar 1973

;¡':l

Revised October 1977

 c0r|
IIl1TS
INTRODUCTION

DESCRIPTION 1
CHAPTER

TOOLS 2
CHAPTER

FOR SERVICE
PREPARATION 3
CHAPTER

G R O U N DC H E C K S
4
CHAPTER

TROUBLESHOOTING 5
CHAPTER

ADJUSTMENTS ó
CHAPTER

P E R I O D I ICN S P E C T I O N 7
CHAPTER

AND REPLACEMENT
REPAIR 8
CHAPTER

MAINTENANCE
WEATHER
EXTREME 9
CHAPTER

PRESERVATION IO
CHAPTER

LIMITS 1I
CHAPTER

I r 7 D-issuedApril l9ó2 Wosp ond WosP Jr. Moinlenqnce

 INTRODUCTION

Tbls publlcation is coopüed and issued by tha Froduct Support Department of Pratt & lvhitrrey Aircraft,
Dtvtsion of United TechnologiesCorporation, East Hartford, Connecticut. It includes approvedand recom-
oendad engJne.maiotenanceand serrico grocedures for the Wasp Junior (R-985), urd the wasp (R-1340)
serics englnes. The informattos a¡td !¡structlons containedherein arg bagedupon actual expcrience acqutrcd
r¡ndervaried ¿¡rdesctlng condiüons" Thc utnost in dependableengine performance wü be gelned by
coalorming to these instructlons.

Unusuelproblems conccrrringengÍne m¿tnt€natrceshould pc presentcd to the Product Support DepertEent

eitbcr throug! its field represenlatives or by dlrtct contac!. All possibte assistencc will be provided in
t-hcsolution of üese probtems.

For cooplete overhaul procedrrrcs, rcter to the Overh¿ul Ma¡rual, hÉ No. 123440. Rcplaccmcnt
englnc parts sttouldbe ordercd frorn a Pratt & whibrey Aircraft EngüneParts Catatog, Part ño. 121519
for tbe Wasp Jr. engiues, and Part No. 86013for the F/asp eng¡¡les.

rrfrr-r-..
t ; F -t - r Li ai _,. H
- a:

Revlsed October 1976 Wasp and Wasp Jr. llaintenence

 I}TTRODUCTION

SERYICE PUBTICATTONS

It is recommended that personnel superintending engine maintenance be familiar with the iollowing
publications:

Service Bulletins - Service Bulleti¡s are issuedfrom time to time as additional inJor-
mation and improvements become available or when changes in certain mai¡tenance of
overhaul procedures are recommended. Service Bulletins serve the purpose of supple-
menting both Orerhaul and Maintenance Manuals.

Engiae Parts Catalog - The Parts Catalog, Part No. 121519for the Wasp Jr. engines
and Part No. 86013 for the Wasp engines are published by the Spare Parts Department
to assist the owners and operators of Wasp Jr. and Wasp seri"es engines, as well as
maintenanceand overhaul stations, in securing s¡:are parts. The catalog lists all engine
parts in eonvenient form for identiJication, and gives Pertinent i¡formation concerning
the ordering and shipment of these parts. Supplementsare i.ssuedfrom time to time to
keep the catalog up-to-date. The i¡terchangeability of engine parts can be readüy
determined from this catalog.

lnstallation Iniormation - The Installation Depaftment publishes i¡stallation data to

supplement lhe inJormation presented on our engine installation drawings. Such data
are issued as bulletins, informatlon letters, and supplements to the lnstallation Hand-
book.

Overhaul Manual - The Overhaul Manual, Part No. L23440, contains the inJormation
required for the major overhaul of Wasp Jr. a¡rd Wasp series engines. The object of
the overhaul manual is to furnish overhaul and repair activities with the most up-to-
date knowledgeavaüable on the overhaul of these engines. Any specüic informa-
tion not contai¡ed in this manual will be gladly furnished by the Pratt & Whilney Air-
craft Product Support Department, to whom overhaul inquires should be dj.¡ected.

PARTS Ai\D SERVICE

Product Support Department - Pratt & Whitney Aircraft maintains a Product Support Department to
assist its customers in the operation and mai¡tenance of Pratt & Whitney Aircraft engines. Product
Support Department representatÍves maintai¡ contact with operators and engine maintenance activities,
and are available for the investigation of any specüic difficulty or problems. Any request for assistance
should be addressed direcüy to the Product Support D.epartment, Pratt & lVhihey Aircraft, East Hartford,
Connecticut, 06108.

Wasp and Wasp Jr. Maintenance

 I¡TTRODUCTION

heriag Partt * Whenevcr possiblc, pa¡ts should bc ordcrcd from a llratt & lVhltncy Atrer¿ft Englne
Perts Catelog: Part No, t21519for üe Wasp Jr, engi¡es end Pert No. 86013for the Wasp engfnes. Thesc
cata'logsere'furnished to operator! and ero available to othsr interested partie,E. In casc a parts llst is
not araüable, glva englna modcl, manulecturcrtg sorial ounber, and full description of tbc part ¡¡rd whcre it
ls used. AU spare parts orderu shor¡ld be addressed di¡ecüy to Pratt & Whitaey Al¡e¡aft of Curada Ltd.,
P.O. Box 10, Longueuü,J{K 4X9, Qucbcc,

Becausc gome parts rcqulre spccÍal or e:pensive cqulpuent for asseobling a"ndcünot ba fa^bricatcd
except !n e sp€ci"Uy equippedshop, thoy arc u,otlu¡nished i¡rdlviduqUy, and oust bc grrchesrd as ass.Ebll.s.
Il an ordor jE recelvsd for a unit of a¡r asg¿mblycoaing u¡dor this ci¡ssülcüior¡ the conrplatcassembly
wlü bc shipp.d.
Spra Barts lor c¿rbur¿tors, magnetos, üd special radlc¡shieldlng, togeüer wtttr guch acccssorlss es
proptu€nl, hubc, va,cuumpulrps, startcrr, and gererators, should bo ordered dlrccüy from thcir
fegfur€ls.
raspectivc 914¡¡t

Returning Partc * Before rsru¡ning parts,for repair, i¡formation, i¡sp€ction, of c¡qadlt, arrthority for
therr returnshould bs obt¿i¡cd from Pratt & Whitney Airc¡aft of Canad¿Ltd., P.O. Box !0, Longrcuü,
J{K 4X9, Quebcc" When requesting autbority for thc retr¡¡r: of parts lhe follorping hloruatlon should bc
gtven.

l. Reasoüfor rctu¡n" 4. Typc of englne from which Frts ail r.k!n.

2. Eag:ac nu¡ob,er. 5. Nu¡aber of hor¡¡s of sonrice ol tlc prt
3. Part nuabcr. r¡ er¡d of tlre eug:ae.

U üe perls are being returned dlrectly to the iactory, prop€r notüicatton of shipmeut nust be sent
to the Product SupportDepartuent so üat it wü arrwe at least one day !n advanceof thc rcccipt of the
parts.

Whenreiurning parts for repaj.¡s only, it Ls un¡ecessary to obel¡ autborily for return. All factory rep:ur
rvork ¡,:shendledby Pratt {¿lvhib€y Ai¡c¡aft of CanadaLld., P.O. Box !0, Longucuü, J4K 4X9, Quebec.
Oniy repair itenrs should be sent to Uris add¡ess.

Tl¡se Behpeenfterhauls - Where eng:nesare consistently cruised at relatively low po\rr€r, such ¿s h
operationsinvoivutg long range aircrart, and where conse¡:rativecruisirtg ouButs can be corutstenfly
maintained, p€rrods ol 800 to 1600, 500 lo 800 for helicopter i6st¡lla!i6ng, hours betweenovcrh¿ulg a¡e
feastble; but such eüended periods bctween6ys¡!¿rrls should be approacbedgradnrlly, ex?oriencc bcing

-1,
lc'
tie decidlng factor. Extensionoi rtme betr¡reenoverhauls should be determ¡ncdby expe¡iencewith thr engincs
iord, of a particular model tn tho glven typc of opcratlon, and their condltion at ovcrheul. tt is suggesredrhat
overh¿ulpcriod iucreases be made i¡¡ iacrements oJ 100fl,lght hous. Oil consuaptlon ls r¡sr.¡¡ltyonc of thc
bcst i¡dicatÍons as to whether or not the engjn€ requi¡es overharü, providing üc engine i,s perfoiming noraa¡ly,
and rhers is oo indi'c¿tlon of possible troublc or Lrregularittes requirrng moie rban noroal ti¡c mainsenance
attention. A suddeni¡c¡cese of oü co¡rsunrptron,or a graduol increage of oi¡ co[!,rr?rprlonlo doublc lhitt which
has prcviously becn avÉ¡?gl, i;r r:suell,y causc for overtreu¡.

- ':',
i,
j.!.
I R.vts.d Octobor tgf6
ctor*t
:i Wrso tr¡¡¡o
 rÍlrfl00lJcTl0|'|

SPEC¡FICATIONS

GENERAT

Models
( W o s PJ r R - 9 8 5 )
( W o s pR ' 1 3 4 0 )
9 c y l i n d e rs, i n g l er o w , r o d i q l ,o i r c o o l e d
TyPu
5 ' 1 8 7 5i n c h e s
Boreond Stroke(WosPJr.)
(WosP) 5'75inches

(Wospjr')
TotolPistonDisplocement
WosP)
il:l::
,3?i::il:
ó'l
Rotio
compression
lmpellerRotio
(WospJr. R-985)
l0,l
84, B5
(WospR-.|340)
S IH 2
S 3 H I ,S 3 H 2 S
, 3HI-G
r3;i
37" Hg.
Prted Toke-OffRPM(WosPJr') i . 2300 rpm ot
(Wosp) \2250 rpm ot 36" Hg.-'
Clockwise
CronkshoftRototion
Geor Rotio84, 85, S3Hl,
Propeller
o.".toi:;
S3HI.G
No.30
ShoftSplineSize(V/ospJr')
Propeller
(WosP) No' 40
9
Numberof MountingBrockets
TotolEngineDry Weight(WospJr. 85)

I lw:::¿!,?íi
(WosPS3Ht:G)
f } , . 5 ,4
",3
: ¿ t' ii i,\,..i . \aOS pounds

(WosPSl H2, S3H2)

46'10inches
EngineOverollDiometer(WospJr.)
(Wosp) 5l '80inches

EngineOverollLength(WospJr. 85)
(WosPJr. 84) ,
( W o s PS 3 H l )
(V/ospS3Hl -G)
(WosPSl H2, 53t-i2) 47.ó95iriches

Revi¡ed Morch I
Wosp ond Worp Jr. Mqinlenonce
 5/6

INTRODUCTION

IGNITION SYSTEM

. T\Jt¡oScintilla SB9RN-3or -4
Magneto,(WuspJr.) "
tw"rirl .... TwoscintillasBgRN-4
Conduit Type . P&WA Shielded Ignition Cable Assembly
Spa¡kplue-iypes. . REM38E, REM38N' REM39N' REM4OE'
and REM4ONChamPions;?06SR, RC-26S,
RB485S, Autollte SH20A
J -
. 0 1 5 - . 0 1 8i n c h
SparkPlug GaP . .
I
VALVES AND TIMING

26 degrees
Inlet OPens Before ToP Center
)s ?6 degrees
Inlet Closes After Bottom Center
' q" .. ?1 degrees
Exbaust Opens Before Bottom Center.
,s_ Exhaust Closes After Top Center . . . . ;
31 degrees
282 degrees
)s Inlet Remains OPe4.
ExhaustRemainsOPen . . 282 degreeu
I
I Valve Rocker:
Timing Clearance (CoId) . ' 060 in'
¿.¿jo"úng Clearancb (Cold). '010 in'

FUEL SYSTEM
t _ StrombergNA-R9B
Carburetor TYPe (WasPJr.). .
(wasp). . StrombergNA-YgEl
Fuel. . 80/sI
I
l - fi80/87 grade fuel is unavaüable; 100 L.L., L00/130 or higher, must be
used. Provisions for 400BHP operation of R-985 englnes on grade 80 fuel
t. are covered in Operating Instructions Nos. 69 or 7?.

).* LUBRICATION SYSTEM

e O i l G r a d eS . U . S . a t 2 1 0 . F 1 0 0o r 1 2 0
See the latest revision of Service Bulletin No. 1183 for a list d the oils approved for use in
e - Pratt & Whitney Aircraft engines.
Oil Pump Ratio to Crankshaft Speed. 8?5:l
2 Countercloclrwise
Oil Pump Drive Rotation " . .

;r
l r ,
' s :
Accessory

Starter Drive
Vacuum Pump Drive
Type of Drive

3 Tooth Jaw
12 Int. Inv. Splines
ACCESSORYDRIVES

Pad Stud Centers

5 in. diameter
l7/8in.xLfi/8Ln.
Ratio to
Crankshaft
1 .0 0 : 1
1.50:1
Rotation
Drlve End

CC
C
Fuel Pump Drive 11 Int. Inv. Splines 2 in. x 2 in. (sq. pad) 1.00:1 CC
s _ Tachometer Drive
s (Rieht) ?/8-t8Ns-3 coupling .500:1 CC
Tachometer Drive
S (Left) ?/8-18NS_3 .500:1 C
Auxiliary Drives 16 Ext. Rect. Splines 1 1/B ln. x I7/B in. 1.00:1 CC
s Gover¡or Drive (Wasp) 12 Int. Inv. Splines Z l/g írL. x Z l/B ¡n. 1.144:1 C
s
Abbreviations: C = Clockwise Int. = Internal
s - CC = Counterclockwise Inv. = Involute
Ext. = External Rect. = Rectangular
J

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t9.. Í;
t'r. Revised October 19?? Wasp and Wasp Jr. Maintenance
i',.
*i:,
#
Fii
 6A/68

. I
.r1

I
t
I
I

I
l. Thrust Bearlng Cove¡' Carburetor Adapter Elbow
2 . Inter-Cylinder Oil Diain Hose 8 . Carburetor
a Inter-Ear Oil Drain Hose Magneto
Intake Pipe 1 0 . High Tension Conduit
5 . Front Sectlon Oil DratrnTube t 1
Prlmer Line
A
Rear SectlonOil Dralh Tube t2. Sparkplug Lead
; . .t"lsnfoq
.r.J, ..
LOVe¡

Righi SiCr-,View cl F4 Englne

lRevtsedOctober19?? Wasp and Wasp Jr. Maintenance

 i I1;
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G e n e r o i o rM e u n i P s d ó. Oll Sq'"np ,.*
¿ . Storter iAount"Fod 7. 0il Oullet.Conneciion.
' 8. l.u-ei-Pumf MounrPsd
R i g h tM c g n e t o
Exhous?Port Coyer L Léli iÁngneJr::
Corbr-¡relor 1 0 . f ; r g i r , i lr' \ q u i r iS u p ¡ l o r i

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ReissuedAprif '19ó? . $,lnan und Wosp Jr. Msinlenqnce
 t-
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¡ t.i
ffiilultf ftiitl
t: '-r tJ 1j 1j

l. Inter-Cylinrier Cil D¡"oinfl¡:s* ó. RockerboxDroinOil SuctionTube

2. I n t e r - E a ¡ . f )Dl ir a i ¡ rn o s e 7. Corbureior
3. Frontlgniiicrrfu1,.jrrilold 8. Ci:rburerorAdopterElbow
4. Sporkplugle{rr.f, 9. RightMognerci
5. O i l S u m pD ü i ¡ i " , J r ¡ n e c l i o n i 0 , S u m pS u c t i o n
Tube
) i , i n t c k eP i p e

trrg}rrl. jrje V,ew e f S t F f ? 53t'l2 Fngine

Wosp ond Wosp Jr. Mointensnc*
ReissuedAPril I
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April 19ó? Wosp ond Wosp Jr. Mqintenonce
 l0

litTlüfiJilTiür1,

. l , E n g i n eL i f t i n g E y e 5 OilSump
2 . F r o n rl g n i r i o nM o n i f o l d ó . . S p o r k p l uLge c d . I l b o w
i , T h r u s tC o v e r N u i : Z. pr.lshrod
Coyc¡
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. . 4 . T h r , . ¡ sBt e o r i n q C o . , q r 8 . H ; q hT e r ¡ s i cfr ro n ¡ j u r t

Rigfit Front' Visrv bf 5lH2 er.53ttt2 frirgine

Wcsp ond Wosp J r . M o i n t e n o n c e ReissuedAPril

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2. Vqcuum Pu'rnpMouni Poci , o. ólcsf tuDe
3. Fuel Pump:[\ount Pcrd /. Inter-[r:¡'Deflector
.
4, Reor SectionC)il Drr:iri Tube 8 . I n t o k eP i p e

fefi Rea¡ View o{ SlHz or 53H2 Éngine

April l9ó2
W g r p o n d W o s p Jr. Mqinlenqnr
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i. f ushrc,dLover..luoe 'f '5'
- T ' h ¡ t ; s tC b t e t t i ' j u t -
2. Sporkplug L*od
'r ñll t,,*'n l¡iu-'l Bc'r'i':$ C'-v-'"
J , v ] . J v ' . ' H
": *
F r o n t . l g n i t i a 'lr" i c n i fc l d
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left front View ol '53Hi-G dngine

' , V/o¡p ond Wosp Jr. Moinlenonce

R e i s s u e dA P r i l l 9 ó 2
t
 t-t /l-2

I
Ct|flPIIR . a a ¡ ¡ a a . Df$cfirPIl0r|
TABTEOF CONTENTS

Subjecf Poge

Generql t-3
,-'l*
t-ó
s Front Seclion
Cylinders
s
t.to
CrankcqseSection l-t I
SuperchorgerSection I-12
Reor Section t-tó
[ubricotion Sy:tem l-t7
l$ Corburelor 1.22
d:
¡&
lgnirion r.26
.,,ü
t¡,9
Typicol Helicopter In¡tollstion .... . r-28
,4.

,Is,
i$

.il

q
rí

,'i

Rai¡¡ued April l9ó2 W<rrp rrnd Wrup Jr. Moinfononco

.,I
ri
,..!
-

li

iltscRrPIl0rl
GENERAL is mode for the differences omong models.
The Prctt & WhitneyWosp Jr. ond Wosp Throughoutthe remoinderof this monuol
s e r i e se n g i n e so r e ' s i n g l er o w , n i n e c y l i n d e r , whenevertheseenginesore díscussed singu-
. s u p e r c h o r g b rdo, d i o l , c i r - c o o l e de n g i n e sT. h e
lorly, they moy be referred to os the 85,
R--9BJi-85 ond 84 of rhe Wosp Jr. seriesen- t h e 8 4 , t h e S l H 2 , t h e S 3 H l , t h e S 3 H 2o r
g i n e s o n d i h e R - 1 3 4 0 ,S I H 2 , S 3 Hi , S 3 H 2 t h e S 3 H l - Ge n g i n e W. h e n e v etrh e s ee n g i n e s
I
crnd S3HI -G of the W,:sp series engines ore discussed in o seriesthey moy be referred
ore coveredin this monuol ond considéroiion to os Wosp Jr. or Wosp engines.
Differences Among Models - The 85 en-
gine is designedfor horizontolinstollotion
in o conventionol-type oircroft;whereosthe
84 engine is designedfor verticol instollo-
tion in o helicopter.To occommodote verti-

t
col instollotion,the 84 enginediffersfrom
the 85 enginein mony wo/s; but the substi-
tutíon of ploin iournol beoringsot the im-

CYTNDERNUMBERING
AND FIRINGORDER
DIAGRAM
FiringOrder
t-3-5-7-9-2-1-6-8
M: MosterCylinder

Revised M<¡rch I973 Wosp ond Worp Jr. Msinlenqnce

 j.li
\ l-4
$t5üfiiPTrüf]
pellershoftin ¡-.ioce,:ir',oiiceir,.,iriis L'r:ri.r''irar
o n t h e 8 5 e n g i n e ,i h e u s ec Í i i : e r e c : ; : s e
os o collectoo r í e i : g i r e , - ; i jr n i ¡ 1 , : l c - : : i,hr ie
c o n v e n t i o n o l l s u r ¡ p , c n d t ' i r ei i ¡ . : t r c n o l c r
o i
b r e c f h e ri n t h e e n g i n Éil- r o 5 e : e c ¡ i orri .rli i e , ; o f
W
t h e c o n v e n t i o r r oolr r c r n q e r ¡ e n" rc,o n s t i l u i ef h e
moin difterencesbel'/veenfhese fi.,,-,i¡,.:d:is.
lfl
A W o s p J r . e n g i n e i s t ; c r s i c . c sr l,lr' lvr l t t r ' l ' o bS*-Z
o W o s p e n g i n e ;h o w e p r - l i ' r ei n t f v r r s i ' : r g e r
ond developsrxore h<:rsepowe,' rhon tf¡e for-
m e re n g i n e
T h e W o s p e n g i n e sc o v e r e di n i h i s i V c ¡ , l u c l Thrusl Bearing
ore designedfor both hor.iz':nrolr:rnr,l verlir.ol
i n s t o l l o t i o nT.h e 5 3 H l o n c ' S r H l ' i l s n c l i r : s d e t . o u p i e cpi r o p e l l e rs h o f t o n d h o s o 3 , 2 r e -
i n c o r p o r o tbeo l l b e o ' i n g .d r f r . e: , : p e l l el.l r ¡ Í t d u c t l o ng e o r i n g T. h e S l H 2 o n d 5 3 H 2e n g i n e s
with o i0,l blower rotio c r r ec c n v e r t e d{ o r i n s t o l l o t i o ni n h e l i c o o t e r s .
T h e S 3 H l e n g i n ei s o c j i r e c dt r i v e e n q r n é ' T h e S 1 H 2 i n c o r p o r o t eo s s u p e r c h o r g ew r ith
w h e r e o st h e S 3 H 1 - G e n g i n e i n c c r p o r o l e so o 1 2 ,I r o t i o o n d m o u n t so t o 3 9 d e g r e eo n g l e .

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Wosp ond Wosp Jr. lfloinlenonce RevisedMarch

 t-5
üt5tlilt,Tlü|l
T h e S 3 H 2 d i f f e r sf r o m t h e S l H 2 i i i i t s : r p e r
.l0,.l.
c h o r g e rr o t i o o {

C o m m e r c i o ! v s M i l i t o r y E q u i p m e n t . - -r i , '
S 3 H l i s e q u i v o l e n t o o R - l : l 4 CA N l l ' r a , i i hr ;
l 0 , l B l o w e r ) .T h e S l H l i s e q u i v o i e r .il: i l
S 3 H I ( w i t h I 2 , I B l o w e r )T h e S 1 H 2i s r r i i i / . . i .
l e n t t o o R - 1 3 4 0 - 4 8o n d - 5 2 . T h e S 3 Hl 3 i s
e q u i v o l e ntto o R - I 3 4 0 - A N 2o n d o R -1 : j J 05 t " .
( w i t h l 0 , l B l o w e r )T. h e S I H I G i s e q u i ' i c i i : n i
-rhe
t o o R - 1 3 4 0 - ó 1( w i t h o 1 2 , 1 B l o u r e r ) .
S 3 H 2 ¡ se q u i v o l e n t o o R - 1 3 4 0 - 4 0 .

Directionol References- Right onci left,

c l o c k w i s eo n d c o u n t e r c l o c k w i s e u ,p p e r r l n d
l o w e r ,o n d s i m i l o rd i r e c t i o n o rl e f e r e n c e s , . c p - '
ply to the engine os viewed {rom lhe reor Fron| Case (85)
w i t h t h e c r o n k s h o f ti n t h e h o r i z o n i o lp o s i t i o n
ond with No. I cylinderot the top oí the:
e n g i n e .T h e n o r m o ld i r e c t i o no f r o t o t i o no f t h e
cronkshoftis clockwise.The direction of roto-
tion of eoch occessorydrive is specifiedos it
oppeors fo on observerfocing the occessory
m o u n t i n gp o d .

Wosp Jr.- 84 Engine

Rovi¡cd Morch 1973 Worp ond Worp Jr. ilolnlrnsncc

 DtscRlPTt0f]
l-ó

a-'
The lubricotionsystem,the corburetor,cnd ü
g
lhe ignition sysiem ore briefly exploined on
i
t h e f o l l o w i n g p o g e s .T h r o u g h o u t h i s m o n u o l
t h e s e v e n e n g i n e su n d e r c o n s i d e r o t i o nw i l l .G 'g

.,"1
b e d i s c u s s e do s o n e e n g i n e w h e n e v e rt h e i r
respectivefeofuresore comporoble.

FRONTSECTION
Fronf Cose (Wosp Jr. 85 Engine) - The
f r o n t c o s e s u p p o r i si n i t s b o r e o b o l l b e o r -
i n g , w h i c h t r o n s m i t sp o r t o { f h e p r o p e l l e r
t h r u s t f r o m t h e c r o n k s h o f tt o t h e e n g i n e
m o u n l i n g b r o c k e t s ,v i o t h e c r c n k c o s e .T h e
c r o n k s h o f its l o c o t e di n t h e t h r u s tb e o r i n q o v
m e o n so f t h e t h r u s tb e o r i n g s p o c e r .

Bossesin the fronl cose provide support

for the volve toppet guides which occom_
m o d o t e t h e v o l v e t o p p e t s ,r o l l e r s o n d p i n s .
Fronf Cose
A r o c k e ro i l m o n i f o l dr i n g i n t h e f r o n r c o s e
is port of the oulomoticrocker lubricol¡no
syslem.
Front Cose (Wosp Jr. 84 Engine) * Thef ronf
cose differsfrom the BS engine front cose in
T
T h e 8 5 e n g i n e i n c o r p o r o t e tsu b i n g i n t h e three woys.
front cose for operotion of o hydro-control_ ( l ) O n i h e 8 4 e n g i n e ,t h e p r o p e l l e rc o n t r o t
l o b l e p r o p e l l e ro n d e i t h e ro c o n i r o lv o l v e ( f o r volve is omitted ond o gosket ond cover ore
the two positionpr.opeller)or o plug with on mountedon lhe volve boss. H
.t
oil tronsfer hole for the constont speed or
( 2 ) T h e p l u g o p p o s i r er h e p r o p e l l e rc o n t r o l
hydromotic propeller.
volve boss is reploced by o breoiher pipe

d
ossemblywhich is ottochedio the reor of the
t h r u s tb e o r i n g l i n e r . T h i s b r e o t h e ro s s e m b l y
vents the engine.
((3) Ihe 84 enginedoes not incorooroteon
o i l s u m p ,s o t h e d r o i n h o l e i n t h e s u m pm o u n t -
ing bossis blockedwith o cover ond o gosket. r:¡
.:ji
A d r o i n h o l e i s p r o v i d e di n t h e r e o r f o c e o f
the boss ond fwo sluds ore instolledfo pro-
vide for the ottochmentof the front sectionto .'l
il

t h e o i l p u m p o i l s c o v e n g et u b e .

Front Cose (Wosp SlH2, 53Hl qnd S3H2

Engines)- The front cosesupportsin its bore
o b o l l b e o r i n g ,w h ¡ c h t r o n s m i t sp o r t o f t h e
propeller thrust from the cronkshoft to the
a o o .
engine r;.crunting brocLets,vio the cr-ot.lkcose.
The crcrnkshcrft is lot.c¡fedin the thrustbeorino
Fronf Cose by meorrsof the thrust beoring spocer. .:.|
ril

Wosp ond Wosp Jr. Mointensnce

Revised Mqrch 1973 i:-
¡
:{f
5
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tii$ili'lirilüil

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R e i s s r ¡ e dA p r i l l 9 ó 2 Woso s¡d..Wosp J-,,..,&lr:rinlenqnce

i
I-8
i1ilil
lllsf,filP
'
i ; r i r i r t c o s eo f t h e 5 3 H 1 e n g i n ei n c o r p o -
. . r. ' : , " v ' s i o n f o r m o u n t i n go n d d r i v i n g o
i : , , i i ' g o v e r n o r .T h e p r o p e l l e r g o v e r n o r
r ; ' 1 ' , ,r1s¡ o m i i t e d o n t h e S l H 2 o n d 5 3 H 2
'l.j
i' -;.

i l y n , r l
C o s e ( W o s P 5 3 H l - G E n g i n e-) T h e
. l s ed i f i e r sf r o mt h e o t h e rW o s pe n g i n e
':i:,r:fr i (:osesin thot it is constructedlorger
" , ; , i e p t h i n o r d e r t h o t i t m o y h o u s et h e
riéccupled p r o p e l l e sr h o f t o n d t h e r e d u c t i o n
'¡ tcr.inq

'
The lront cose does not incorporote pro'
' r , s , ó nf o r m o u n t i n go n d d r i v i n g q p r o p e l l e r
Reduction Dúve Gesr gov9¡'nor.

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lü
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irl
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ii

53HI f ngine {i
,;!
:rl
¡i
Revi¡cd Morch 1973 ri
Warp ond WcsP Jr' lrl¡¡inlenqnce - r.;tr
,rli
. :i!i

is
 G'
t-9

- , 4
i;
:. ü[5üfilrTiüfi
R e d u c t i o nG e o r i n g { W u s p 5 ¡ r t i " S f n g i n e )
- T h e p r o p e l l e rs h c l t ti s s u , , :. i : r i l i , ' ll h e r e c r
e n d b y o s t e e lb o c k e c i . ' : ; - : : ', .' ' . " . ' 8 b e c ' i t t ' ;
' ' , : , . . ¡ . . r n k sf ti r c r
l O c c r t eidn s i d e1 l s f ¡ i - ; ¡ ;, - . i : i . i i
I
T h e r e d u c t i o ng e o r i r r r ';. l ' , I l(lnefnrv
t y p e . A r e d u c l i o nd r i v r : ¡ , ' r ' ' , ' r i i hi n t e t ' n c l
t e e t h ,i s s p l i n e dt o f h e f ' - , - i, i ^, ,, . r c f t i r ec r c l n k -
s h o f t o n d r e c e i v e sc l d r l i ¡ , . ,r 'r ' i . r i : i , , ' o frrf o n i , . r
b e o r l n g i n t h e b o r * , , i r -, ' . , ' ¡ c r i p l ' r r c .
A r e d u c t i o nd r i v e f l x e c lE : ) c r i,'. sb o l t e d t o t h e
i n n e r s i d e o f t h e f o r w ' : r c le n r i o { t h e t r o r t
c o s e .S i x P i n i o n s w i r ' - - '^ : u n f e d i n c
, h;cl'
p i n i o n c o g e s p l i n e dt c t h e . p r c o e l l e rs h c r f t ,
m e s hw i t h t h e r e d u c fo n C r i ' r ef i . - ' d g e c r o n C Propeller Controi Tvbing (85)

Power Pockoge (53H2)

Reissued
April l9ó2 Wcsp und Wosp Jr. Mqinlenonce
 -G
Ii.
I-10
DfscfilPIl0Il T

*
:rB

w i t h t h e d r i v e g e o r . E n g i n es p e e d ,e m o n o t - bronze inlei ond exhouslvolve guides,bronze

ing {rom the cronkshoft ond the reduction
drive gecrr-rototion, is reduced os it is trons-
m i f i e d t h r o u g l it h e f l x e d g e o i -o n d t h e p i n i o n s
t o t h e ¡ r i n i o nc c g e s p l i n e d t o t h e p r o p e l l e r
s h o f t , s o t h c r tt h e p r o p e l l e rs h o f t m o k e s b u t
t w o r e v o l u t i o n sf o r e v e r y t h r e e r e v o l u t i o n s
mode by the cronkshofi.
CYtINDERS
Cylinder Heqds ond Borrels* The cylin-
d e r s c r r eo f s t e e lo n d o l u m i n u r ¡c o n s t r u c t i o n .
The bc¡rrelo s r e m o c h i n e df r o m s t e e lf o r g i n g s
o n d h q v e i n t e g r o lc o o l i n gf l n s i h e h e o d so r e
m o d ef r o r ¡ o l u m i n u mc o s t i n g o s n d h o v ed e e p
cooling f l n s c n d r o c k e r b o x e s
cost integrolly.
T h e h e c r di s s c i ' e w e do n d s h r u n ko n t o t h e c v l -
i n d e r b o ' r e l , * h u sf o r m i n go s e m i - p e r m o n e n t
, nd four steel
b u s h i n g sf o r t w o s p o r k p l u g s o
ru,
$
bushingsfor supportingthe two rocker shofts.
Finsof exiremedepth ore concentrotedon the -:¡
t o p o n d e x h o u s ts i d e o { t h e h e o d o n d q r o u n d ,$
the exhoust port where the greotest heot
d i s s i p o t i o ni s r e q u i r e d .S h o l l o wf l n s o r e i n c o r -
p o r o t e do n t h e i n l e t s i d e .O i l d r o i n t u b e so r e
i n s t o l l e di n t h e e x h o u s to n d i n l e t r o c k e r b o x e s
cr¡d ore connectedby o rubber sleeve.Pres-
sure iype deflectorsforce o high velocityflow
o f c o o l i n go i r b e t w e e no n d o v e r t h e c y l i n d e r
fl ns. I
{
Volve Mechonism - All volve operoting
p o r l s o r e e n c l o s e do n d o r e p r e s s u r el u b r i -
I
c o t e d .T h e r o c k e r so r e h o u s e di n r o c k e r b o x e s
c o s t i n t e g r o l l yw i t h t h e c y l i n d e r h e o d o n d
o r e s u p p o r t e do n d o u b l e r o w b o l l b e o r i n g s . n:l ¡i

o s s e m b l yE . o c hc y l i n d e r h o s o n e i n l e t v o l v e Eighteentoppets, locoted in the front cose

o n d o n e e x h o u s iv o l v e .T h e i n l e t v o l v e s e o r s o n W o s p J r . e n g i n e so n d i n t h e f r o n t c r o n k - -f
o n o b r o r r z es e o l o n d t h e e x h o u s tv O l v eo n o c o s e o n W o s p e n g i n e s ,o r e o c t u o t e db y t h e .íi ' I

s t e e ls e o t , b o t h o f w h i c h o r e s h r u n ki n t o t h e
cylindeh r e c d .T h e c y l i n d e ro l s o i n c o r p o r o t e s
o c t i o n o f t h e r o l l e r so n t h e c o m l o b e s o n d
i n t u r n o c t u o t e t h e r o c k e r st h r o u g h t u b u l o r
p u s h r o d s .T h e p u s h r o d s o r e p r o t e c t e d b y I
i
r e m o v o b l eo i l - t l g h t c o v e r s .T h e v o l v e c l e o r - .
o n c e o d i u s t i n gs c r e wi n t h e f r o n t e n d o f e o c h
r o c k e rh o s o s c r e w b o l lf o r s e l f o l i g n m e n tw i t h
the volve stem. Rockerboxcoversenclosethe
rockersin the rockerboxes.
Two concentricvolve springsore secured.¡r,l

utlFN
to eoch volve stem by on upper ond lowef
w o s h e ro n d o v o l v e l o c kA . s n o p r i n gi s i n - *
',
stolledon eochvolvestemlo prevento volve
\b/: f r o md r o p p i n gi n t ot h e c y l i n d ew r h i l eo v o l v e -
l o c k i s b e i n gr e m o v e do r i n s t o l l e dT. h e i n l e t I

llF v o l v e so r e s o l i d '' w h e r e o tsh e e x h o u svt o l v e s

o r e h o l l o wo n d o r e s o d i u m - f i l l ef o
t o
T h es o d i u mt u r n s l i q u i d f o r m u n d
dr c o o l i n g .
e rt h e h e o t
:

o f t h ee x h o u sot n d d i s s i p o t esso m eo f t h e h e o t
o s s i n r i l o t eb dy t h e e x h o u svt o l v ei n o p e r o t i o n .
',
A s t e l l i t ef o c e p r o l o n g st h e l ¡ f eo f t h e s e o t i n g
surfoceof the exhoustvolve.

Pislons- The pistonsore mochinedfrom 1

oluminum c l l o y f o r g i n g so n d o r e o f t h e f l o t -
lrecrcj,
í,;il-skirt type Eot-h¡:isionhosfive ring
.¡
oÍ CyÍindi groovesond is flttad w¡th wedge-typecom-

Wosp ond Wosp Jr. Mointenonce ReissuedApril l9ói

::
rt
-

DfstfirPil0ll t-l I

Piston
p r e s s i o nr i n g s i r ^t h e f l r s t t h r e e g r o o v e s ,d u o l
T
oil controiringsin ihe fourthgrooveorid on ¡J

o i l s c r o p e rr i n g i n t h e b o f i o m g r o o v e .T h e r o p I
I
c o m p r e s s i o nr i n g i s c h r o m í u mp l o t e d o n t h e
f o c e w h i c h b e o r s o g o í n s tt h e c y l i n d e rw o l l . Cronftcose Secfion. ..,
P i s t o n si n c y l i n d e r sf l v e o n d s i x o r e u n d r i l l e d
O n W o s p e n g i n e sb , o s s e si n t h e ' f r o n fc r o n k -
in the botfom groove to prevent possiblehy-
cose provide support for the volve toppet
d r o u l i c l o c k S t e e lp i s t o n p i ncso n n e c t h e p r s -
g u i d e sw h ¡ c hc o n i o i nt h e v o l v et o p p e t s ,r o l l e r s
t o n s t o t h e m o s t e r c do n d l i n k r o d s .
ond píns.

CRANKCASE
SECTION Vqlve Timing .Gesrs - The com drive geor
i s s p l i n e d r o t h e c r o n k s h c ¡ fot n d i s d r i v e n
.Cronkrose - The cronkcose section ls com-
p r i s e do f t h e f r o n t o n d r e o r c r o n k c q s ew o t c r o n k s h o f ts ¡ : e e d .T h e l o r g e r g e o r o f t h e
s hích
o r e h e l d t o g e t h e r b y n i n e c r o n k c o s eb o l t s c o m r e d u c t i o nd r i v e g e o r m e s h e sw i t h o n d
is drivenby the com drive geor. The smoller
l o c o t e db e t w e e nt h e c y l i n d e r m e r r n t i n gp o d s .
g e o r o f t h e c o m r e d u c t i o nd r i v e g e o r m e s h e s
T h e c r o n k c o s e so r e m o c h i n e d t o g e t h e r o n d
w i t h t h e i n t e r n o lt e e t h o f t h e c o m o n d d r i v e s
ore not interchongeoble.The front ond reor
the Eom ot lla cronkshoft speed ond in the
m o i n b e o r i n g s ,l o c o t e di n t h e f r o n t o n d r e o r
opposite direction from cronkshoft rototion.
cronkcoses respectively,support the cronk-
T w o f o u r - l o b e dt r - o c k os r e m o c h i n e do n t h e
s h o f t o s s e m b l yi n t h e c r o n k c o s e .A b r o n z e
b u s h i n gi s p i n n e d i n t h e f o r w o r d f o c e o f r h e o u l e r c i r c u m f e r , e n coef t h e c o m . A s t h e c o m
rototes,the volve'toppef rollers ore ocluoted
front cronkcoselo supportthe reor end of the
b y t h e c o m l o b e s , o n d t h e i m p u l s ei s t r o n s -
c o m r e d u c t i o nd r i v e g e o r .
m i t l e d f h r o u g ht h e v o l v e t o p p e t st o t h e p u s h -
O n W o s p J r . e n g i n e s ,t h e c o m r o t o t e so n
r o d st o t h e r o c k e r :o snd finollyto the exhoust
s l e e v es u p p o r t e do n t h e c r o n k s h o f tw; hereos
. on ihe Wosp engi¡egthe com o n d i n l e t , v o l v eisn t h 9 r é s p e c t i v cey l ¡ n d e r s .
f e t o t e so n o ,
b r o n z e b u s h i n gn r o u n t e do n o s h e l f w h i c h i s Cronkshoft Tlr". crcrnkshoft is o single
integrcl with the front cronkcose. throw, two piece, split-piniype supported

Rei¡¡ued April | 9ó2 Wosp ond Wosp Jr. Moinlenqnce

 t-r2
0tscRrPTl0t|

;*tL",
l^n"
Fronl Cronftcose

F¡ont Cronftcose shoft.Twoflyweights in the reorcounterweight

Com Drive
Geor . Com
b y t h r e e b e o r i n g s .T h e t w o m o i n b e o r i n g s
ore locotedon.either side of the cronk lhrow
i n t h e f r o n t o n d r e c r c r o n k c o s e . ' Ab o l l b e o r -
ing housedín the front cosesupporisthe f ront
end of the shoft on d¡rect drive engines;
w h e r e o so n t h e S 3 H l - G e n g i n e ,o , , b o l lb e o r -
i n g m o u n t e di n t h e s u p p o r tp l o t e s u p p o r t st h e
ensure vibrotionless performonce ot oll speeds.
An oil nozzlein the cronkshoftfront holf
reor plug ond onotheron the top o{ the reor
cheekfurnishsproylubricotionto the pistons,
p i s t o n p i nosn d c y l i n d e rw o l l s .
Mosterod End Linkrods- The mosterodis
of one-piececonstruction,incorporotingo
pressed-in, steel-bocked, leoded silverbeor-
i n g . E i g h t" 1 " s e c t i o nl í n k r o d sh, o v i n gb r o n z e
l i n k p i no n d p i s t o n p ibnu s h i n g so,r e c o n n e c t e d
t o t h e m o s t e r o bd y l i n k p i n o s n d t o t h ep i s t o n s
b y f u l l - f l o o t i npgi s t o n p i n s .
SUPERCHARGER
SECTTON
SuperchorgerCose - The superchorgercose
is ottoched to the reor of the cronkcoseond
is provided with nine bolt bossesfor securing
the engine in ihe oircroft.The front end of
e o c h m o g n e t od r i v e g e o r s h o f t i s s u p p o r t e d
b y o b r o n z eb u s h i n gs e t i n t o t h e f r o n t e n d o f
lhe cose,ond the front end of the stortergeor
:.í
i s s u p p o r t e db y o b o l l b e o r i n gm o u n t e di n t h e . lil

r e d u c t i o nd r i v e . g e o r ,w h ¡ c hi s s p l i n e dt o o n d front of the cose.

s u p p o r t st h e f r c n t e n d o l t h e c r o n k s h o f t . O n t h e 8 5 , . S 3 H l o n d S 3 H 1 - Ge n g i n e s o ,
The f ront section of the cronkshoft is b r e o t h e ro s s e m b l yi s l o c o t e db e t w e e nt h e N o .
splinedto the reor sectionof the sho{t oncl 2 o n d 3 i n t o k e p i p e b c s s e so n t h e s u p e r -
is held rigid by o through-bolt. c h o r g e r c o s e .T h e 8 4 , S l H 2 , o n d S 3 H 2 e n - E-

Thereciprocoiing
,i
o n d r o t o t i n gp o r t s o f t h e g i n e s o r e v e n t e dt h r o u g h t h e f r o n t c o s e , s o i:i

cror,kshofto¡'e co\,nteiboloncedby vreigf:is the br-eotheo r ssemtiycrr the superchorger

wh¡ch ore rivet¿cito the cheeksof the cr-onk- cose is reploced by o recessedheod p!gq. iF
rl:i
!
Worp ond Wosp Jr, Moinlenqnce Revised Mqrch | 973
'¡,r-
.,:iit
"i.j

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ursüRlPTl0r|

h-------

Cronkshoff

C n t h e 8 4 e n g i n et h r e e d u ? o l u m i n u m oil
- '^ ,..^.,;l-l ,
Scovenge s l e e v e so i e g r o v r u c u¡ ¡ r r r r YS U p € f -
; . + h o

c h o r g e i ' c c s e .T O c o r r y o r l f r o m t h e s u p e r '
chorger pcrseto the'rec¡.r-'c.ose which octs os o
s u m p .T h r :s l e e v e so r e o ' t i q h t f i t i n t h e s u p e r -
c h o r g e rc o s e .

' I

|'
Fronl Viéw of Supercfiorg.er Cose Counterweight

April l9ó2
Rei¡sued Wosp ond Wcsp Jr. Msintenonce
tlllltl:
rirlli

l -14
lk
irlrl
Jlri;
tii$tfi'PItilfi ..$

a
{*

:F
,it
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Cutawoy o f S 3 H I . G
il-

lmpellerond Geors- Theímpelleris splined

I
O n 8 5 , S 3 H I o n d S 3 H l - Ge n g i n e st h e i m -
to ihe reor of the impellershoftwith the flot pellershoftis supportedin the coseby three
foce odjocentto the reor foce of the supei-
b o l l b e o r i n g sw; h e r e o o
s n 8 4 ,S 3 H 2o n d S l H 2
chorgercose.The impelleris driven through
enginesthe impellershoft is supportedby
t h e i m p e l l esr p r i n g - d r i vceo u p l i n go, f l o c r i n g
geor, ond the impeller intermediotedrive two steel-bocked
bronze bushings.
g e o r , o f l 0 t i m e sc r o n k s h o fst p o e do r 1 ? ln odditíon,on 84 engines,cr steeliournol
ti;"nes c¡"unkshcít speed, on eiigineshcrvii¡q i ss p i i ; r e C
o n t h e i r n p e l l esrh o Í lo t i h e r e o r o {
journolbe,:ringsot the impellershcft. the impellershoftgeorto provideo smooth

Wo:p ond Wosp Jr. Msinlenonce Ravi¡ad Mqrch l9Z3

! tP''

DtscfilPTt0il t-t5

É [i=){
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F ri=:Ir
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F lr=-l.a

FO=.t{

Mosterod and Linkrod Assembly

tr¡a
c o n t o c tw i i h t h e r e o r i m p e l l e rb e o r i n g .T h e s e f.---
engines incorporoteo groove in the OD of
t h e r e o r s u p e r c h o r g ebr e o r i n g c o v e r f o r t h e lmpeller Gear Train (BS)
i n s t o l l o i i o no f o n e o p r e n eo i l s e o l . T h i s s e o l
r e p l o c e st h e g o s k e tu s e do n e n g i n e sd e s i g n e d oil seol is inserted ín the bore of the reor
f o r h o r i z o n t o l i n s t o l l o t i o nA
. sorinq-looded s u p e r c h o r g ebre o r i n gc o v e r .

IMPELLER SHAFT I M P E L L E RS H A F T REAR BLOWER IMPELLIR SHAFT _ IMPELLE'

B T A R I N GC A G E JOURNAL B E A R I N GC O V E R REAR SPACER SHAFT

-1"

, : ' 1

.f
/;
i:

a i i,i.,:

I -1-
.i.:'*"

IMPELTERSHAFT IMPELLER SHAFI I M P E L L E RS H A F T I M P T L L E RS H A F T NE¡R STOWEN:

SMALL BEARING GEAR LARGT BEARING O'ILSEAL EEARINGCOVER

Cutawoy View of Blower Cose ol lmpeller ShdÍt (84)

ReirruedApril 1962 Wosp ond Wosp Jr. Mqinlensnce

 fi'l

t-ló
0fscRlPIl0ll
O¡l Surnp - An oil sump conto¡ning rwo
chombei"sis loccied belween cylinders No.
5 ond ó, on the 85, SlH2, S3Hl, S3H2 ond
5 3 H l - G e n g i n e sO . n t h e B Se n g i n e ,t h e s u m p
is ottochedto the front ond superchorgersec-
fions respectively; on Wosp enginesthe sump
is ottoched to the front cronkcosesectionond
t h e s u p e r c h o r g esr e c t i o nT
. h e 8 4 e n g i n ed o e s
not incorporoteo conventionolsump,but uses
the reor cose cls o sump.

REAR SECTION

Resr Cose- The reor cose ottochesto the

reor of the superchorger cose ond supporrs
the occessories ond occessorydrives. The
front foce incorporotes o voneddifiuserond
the reor foce on intoke duct contoining
three vonesin its elbow. The cose olso in-
corporoieson oil pressurechomber con_ Reor Cose Showing Accessory Drives
t o i n i n go n o i i s t r o i n e ro n d c h e c kv o l v e , o
t h r e e s e c t i o no i l p u m p o n d o n o i l p r e s s u r e
reliefvolve.Mountingpods ore providedfor
the corburetorodopter,two mognetos, t h e 8 4 , S l H 2 o n d S 3 H 2e n g i n e sd o n o t .T h e
o fuel
p u m p , s i o r t e r ,v o c u u mp u m p o d o p t e r ,o h d generotormoy be drivenby the helicopter,s
t o c h o m e f eT r .h e 8 5 , S 3 H l , o n d S 3 H l - G e n - toil rotorshcft.
ginesprovidedrivesfor o generotor; whereos
Accessory Drives - The occessories ore
driven by three shoftswhich extend entirely
ihrough the superchorgerond reor sections.
r,lt
Eochshoft corrieso spur geor ot its forword
, end which mesheswith o geor coupled to
r l
the reor of the cronkshoft.The upper shoft
- ü,üt
i i i
i. provideso drive for the storier ond for the
,iii
Lrl g e n e r o t o ro n t h e 8 5 , S l H 2 , S 3 H l , S 3 H 2 o n d
,] I
S3Hl-G engines.Eocho{ fhe two lower shofts
i l
r,l1; drive o mognelo through on odiustobleflex-
r l
i l l
ible coupling. Four verticol drives ore pro-
1,1 vided for by o bevel geor keyed to eoch
t i
' i , i
)
mognetodrive sho{t.Two verticoldrive shofts
;lil
.11 for operoting occessories ond two tochometers
rilr
ii ore driven from the upper side of the bevel
i i
geors. The under sides of the bevel geors
i
l
ll drive on oil pump on the right side ond o
i,'lel pump orr ihe left. ¡\n o.Ccjitionolrl¡-ive
Íor o voc,tum pump is lc.¡coted ot the lower
Reor Cose left of the left mogneto drive.

Worp onrJ Wgsp Jr. Moinlenonce

l
Revised Mqrch l9Z3
ti
-F-
il{ttfitPiiüil t-17

r
il
¿ . '4d

lfelicopte¡ Generolor Localíon

TUBRICATION
sYsTEM t h r o u g ho d r i l l e d p o s s o g et o l u b r i c o t ef h e
'
occessory ond another port entersthe mog-
O i l i s c i r c u l o t e dt h r o u g h t h e . e n g i n eb y o neto drive geor shoft ond flows forword to
three section Qecr pump' modnted in the lubricote t h e f r o n tb u s h i n g .
lower right hond side of the reor cose. Oil
I from the tonk enters the oii inlet ot the bot-
Anotherpossogecorriesthe oil from the
tom of the pump ohd is directed to the pres
o n n u l u se n c i r c l i n gt h e r i g h t m o g n e t od r i v e
sure (lower) section of the pump, where ít
geor shoft reor bushingto the oil pressure
is forced to the oil slroiner chomber through
reiief volve,wh¡ch regulotesthe engine oil
o c o r e d p o s s a g ei n t h e . r e o r c c s e . T h e ' o i l
pressure.By-possedoil is relurned to the
p o s s e si h r o u g h t h e . s t r s i n e or s s e m b l ya n c j t h e
inlet sicieof the oil pump pressuresection.
pressureof the oil opens ihe spring-ioocjed
check volve. When the engine is not. oper- 'ln
oling, the check volve preveirtsoii from seep- the second Sronch, oil is directed to
ing intothe engine. the left side of the reor cose where the oil
flow div¡des.Port of the oil enters the onnu-
When the oil. emerges from the. check lus wh¡ch encircles the left mogneto drive
volve, it is diveried into iwo main bronches qeor shcrft rqor bushing. Drilled possoges
lrom +hisonnulus corry oil to the left occes-
ln the flrst bronch, the oil is d¡r".tud sory drive geor bushing. Here the oil enters
t h r o u g ho p o s s o g et o o n o n n u l u sc r o u n d t f e t h e h o l l o w o c c e s s o r yd r i v e g e o r s h o f t o n d
r i g h t m o g n e t od r i v e g e o r s h c f t r e o r b u s h i n g flows upword to the storier shoft bushing.
P o r t o f t h e o i l f r o m t h i s o n n u i u si s c o r r i e d O t h e r d r i l l e d p a s s o g e so n d f u b e s c o r r y t h e
b y d r i l l e d p o s s a g e st o i h e r i g f r t o c c e s s o r y o i l t o t h e v c ¡ c u u mp u m p , t o c h o m e t e r o n d
d r i v e g e c r b u s h i n g .H e r e t h e o i i e n i é r s i h e s t o r l e r g e a r s . O i l f r o m t h e o n n u l u so r o u n d
hollow occessoryCrive geor sho{t ond flovr5 t h e l e f t m o g n e l od r i v e g e o r s h o f t r e o r b u s h -
u p w o r d t o t h e s l o r i t - rs h o { ; b u s h i n n P c r t c f ; n g J l o w su o w o r d t h r o u g h o d r i l l e d p o s s o g e
ihe oil from this onnulus flows uoword t o l u b r i c o i e t h e o c c e s s o r ys e c t i o n ;o i l o l s o

Rei¡¡uedApril t9ó2 . Wosp ond Wcsp Jr. Moinlensnce

 'i'l
i4
ilf$tRrPIr0r|

l. Linefrom Oil Seporolorto Vocuum Pump

2 . V e n tL i n el o O i l T o n k
3. GeneroforLíneto tirewoll ConnonPlug
4. Oil Seporotor
5. Vent line from Oil Seporotor Overboqrd
ó. Droin tine from Oil Seporoforto Engine
7. EngineMount
. 8. Linefor Governor
9. Monifold
10. Mogn'etoLines
I l . P r i m e rL i n e s
12. MognetoG¡oundConduitto FirewqllCqnnon
Plug
13. Conduitto PropellerFeotheringSwitch
14. Conduitsfrom Booslerto Mogneto
15. Oil lnlet
l ó . E n g i n eM o u n t
17. CorburelorAdopter
18. Corburetorldle Mixture
19. CorbureforAir Box Heqt Defleclor
20. StorterCoble
21. CorburetorAdopfer Temperolure
22. Fi'e Extinguisher LineAroundTop of Corburefor
23. FuelLinefrom FuelPumpto Cqrburelor
24. FuelSqpply.line to FuelPump
25. O¡l Prescure line
2ó. FuelPump
27. O't Outlet
28. Diophrogm Extensionfor Aflochmentof Exhoust
Toil PipeMuffler
29. VocuumPumpLine
30. Lefi Mogneto
31. Stqrter
32. PropellerAnti-lcer[ine
33. FireExtinguisher LineAttochedto EngineSeol
34. RightMognefo
35. Generofor

Typical R-985 Fngine Insloflalion

lI" .'
Wcsp cnd Worp'Jr, Mqintenonce Rei¡¡r¡ed April 19ó-
 33

29

28
27

26

22
-&='lPÉ-* * *

r.r9/t-20
ilistfirPTrüf]

r
J
o
4

e
rO aH. - d.
: 4 6
1ét
*E UxH?'
o
E
o
E
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nh rti
q
UI
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3
o

o
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u
c
o
u
I

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¡

Reissued April | 9ó2 Wosp ond WosP Jr. Moinlenonce

i
DtstfilPTl0r|
I
I
entersthe shoftond flows forword to on onnu-
l u so r o u n di h e f r o n t b u s h i n gw h e r e i t i s d i r e c t -
ed by o drilled possogeto the front of the
I
superchorgercose. Here the oil provides lu-
b r i c o t i o n{ o r t h e i m p e l l e rs h o f t b e o r i n g s '
O ¡ l f r o m t h e c r o n k c o s eo n d f r o n t s e c i i o n s
is corried from the left side of the reor cose
t h r o u g h t h e r e o r o n d s u p e r c h o r g e cr o s e b y
I
o t u b e . T h e s u p e r c h o r g e rc o s e o i l p r e s s u r e
t u b e b r o c k e ts u p p o r t so t u b e o s s e m b l yw h i c h
tronsfersthe oil to the cronkcoseond olso
p r o v i d e s s p r o y l u b r i c o t i o nl o r t h e f l o o t i n g
g e o r o n d i m p e l l e r i n t e r m e d i o t ed r i v e g e o r '
I
O n t h e W o s p J r . e n g i n e t h e o i l p o s s e sf r o m
the pressuretube brocket through o series
ii o f t u b e s o n d d r i l l e d p o s s o g e si n t h e c r o n k -
cose to the com oil-feed brocket on the front
{oce of the cronkcose;whereoson the Wosp
e n g i n et h e o i l i s d i r e c t e dt o o t u b e i n t h e t o p
t of the sump ond lhen to the com oil-feed
brocket.
¡
A t t h ¡ s p o i n t t h e o i l i s i n t r o d u c e di n t o
the cronkshoftby meons of the com oil-feed
I brocketw , h e r eo d r i l l e d p o s s o g ei n t h e c r o n k -
s h o f t d i r e c t si t t o t h e c r o n k p i n f o r l u b r i c o -
t i o n o f t h e m o s t e r o db e o r i n g , l i n k p i n s ,p i s -
tonpins, ond cylinder wolls. The cylinder
wolls ond pistonpinsore lubricotedby sproy
from the oil nozzles- one in the reor of the
front cronkshoftond the other ot the top of
the reor cheek - ond olso from oil which
posses the mosterod beoring ond linkpin
bushings.
O n t h e S 3 H I - G e n g i n e ,o p o r t i o n o f t h e
o¡l which enters the cronkshoft trovels for-
word through o hollow chomber in the pro-
peller shoft, where it is dispersed through
drilled possogesfor the lubricotion of the
propeller shoft reductiongeoring'
Port of the oil ot the com oil-feed brocket
is routed to the com beoring ond com reduc-
t i o n g e o r b u s h i n gt o p r o v i d e l u b r i c o t i o no t
these Points.
ReissuedAPril l9ó2
t-21
O n t h e S 3 Hl - G e n g i n e , o n o d d i t i o n o l
tube
tube from the sump connectswith o
in the nose section ond conductsoil to the
nose, then into the propeller shoft through
on oil tronsfer brockei, for the operotion
of o hvdro-controlloblepropeller' Oil enter-
|
ing this possogeis controlled by o two-posi-
tion volve ot the reor of the sump, if o two-
positionpropeller is used. An oil ironsfer
p l u g i s i n s t a l l e do t t h i s l o c o t i o ni f t h e e n g i n e
is equipped with o constontspeed propeller'
On the 85 engine, oil from the com oil
feed brocket flows through o tube to o two-
position volve in the nose seciion, whence
it is ¡ntroducedinto the propellersholt through
on oil-tronsferbrocket for the operotion of
o hydro-controlloblepropeller. In the event
thot o constont-speedgovernor is mounted
on the reor sectionof the 85 engine, o plug
is instolledin the nose sectionin ploce of the
two-positionvolve, ond on externol oil line
from the governor is connectedto this plug
to furnishoil for the operotionof the constont-
speed propeller, in which cose oil from the
feed brocket is not utilized.
O n t h e 8 4 e n g i n e ,o i l f r o m t h e c o m o i l -
feed brocket is piped to o bushing in the
front cose, where the propeller control-volve
i s o r d i n o r i l yl o c o i e do n t h e W o s p J r ' e n g i n e s '
T h e o i l f l o w s o r o u n d t h e b u s h i n go n d ¡ s d i -
rected through o tube to the thrust-beoring
spocer to provide o constont flow of oiJ to
the thrust-beoring.
O n t h e W o s p J r . e n g i n e s ,o n o i l m o n i f o l d
ring, {ostened to the toppet bosses in the
f r.onts".iion, conductsoil to the toppet guides'
On the Wosp engine, oil is distributedfrom
the com oil-feed brocket to the toppets
through o groove oround the front cronkcose
section to internol possogesdrilled in the
cor". Óil irom the toppets feeds through the'
pushrodsto the rockers,rocker beorings,ond
vqlve cleoronceodiustingscrews'
Wosp ond WosP Jr. Maintenqnce
ffl
iil'-22 DfstfilPIr011
On the85,SI H2,S3HI , S3H2ondS3HI -G . M s n u f u d u r e r ' sp r e f i x :A l i S t r o m b e rAgi r -
e n g i n e st h, esu rp l uosi l i n th ee n g i n epr oper cr.r{iflcat-frpe :cibureforshovethe mon-
d r o i n isn t ot hesu mpfro , mw h e rei t i sp um ped uÍcctiri-er'':;
i,;r':fl ;<'i'.1,A."
bock through the scovengepump. Oil from ',re.ri
t. iype; Tl'je leiie¡ indjcotesihe type
the rockerboxesdroins through the pushrod ' ' R "
os iciiows, s i n g i eb o r r e l ; " Y " d o u b l e
coversto the front cose, or through o system
bcrrei; do,,bie ilr-.,:ichombers fore ond
o f i n t e r c y l i n d edr r o i n st o o n o d d i t i o n o lc o m -
oft c{ the b,:r-rels ; "C" iwo borrels down
portmentin ihe sumpwhere it is returnedto l.^{+
t h e o i l t o n k . T h e r e o r c o s eo i l d r o i n st h r o u g h
a
o tube into the superchorgercose, then into S i z e :T h e f l i ' s tn u m e r o ii n d i c o t e st h e n o m i -
the sumo. inol roied size cf tlre ccrrburetorthroot,
The s.izestoris '¡¡ith ci one-inch diometer,
On the 84 engine, the reor cose ocis os o
w h i c i r i s n u n r b e i l' , o n d i n c r e o s e si n o n e -
sump. Droin oil from the rockerboxesis cor-
q u o r t e r i n c h s t e p s .i : o r e x o m p l e , o t w o -
ried by inler-rockerbox ond inter-cylinder
i n c h c c l i b u i - e t o r ' i¡sr u n r b e r5' . T h e o c t u o l
droin tubes to the rockerbox oil scovenge
d i c r ¡ e t e ro- f t h e c i : r b u r e t o rb o r r e l o p e n i n g
t u b e .T h i st u b e c o r r i e st h e o i l t o t h e r e o r c o s e .
is three-sixfeenth o sf c r ni n c h g r e o t e rt h o n
O i l f r o m t h e c r o n k c o s ed r o i n s i n t o f h e r e o r
t h e n o m l n o lr o r e di i z e , i n o c c o r d o n c e with
cosethrough three sleevesextendingthrough
the stondordsof the Society of Automo-
the superchorgercose. A tube ottoched to
tiveEngineers.
the lower side of ihe f ront cosesectioncorries
droin oil to ihe reor cose;where it entersthe
smoll scovengesectionof the oil pump. The
lorge scovengesectionof the oil pump scov-
engesthe reor cosethrough on externoltube
extending from the bottom to the right side
of the reor cose.The scovengesectionsof the
p u m p f o r c e t h e o i l t h r o u g hi h e o i l o u t l e i p o r t
locotedin the centerof the corburetormount-
ingflonge.

CARBURETOR
Theseenginesore equippedwith floot-type
corburetors.The corburetor meters f uel in
proporlionto the mossoir flow to the engine.
The mossoir flow to the engine is determined
by the throttleopening. After being metered
by ihe corburetor,the fuel is dischorgedinto
the oir sireomto the impellerwhere it is thor-
o u g h l y m i x e d w i t h t h e o i r , v o p o r i z e d ,o n d
then delivered to the cylinders through the
i n t o k e p i p e s o n d i n l e t v o l v e s .O n t h e 8 4 ,
5 3 H 2 , S l H 2 o n d 5 3 H 2 e n g i n e so r i g h t o n g l e
odopter elbow is provided lor the corburetor
m o u n t i n gt c b : i n g f h e c < ¡ r b u r e t oi n
r io iis nor-
':tr
mcl cperotirrg position NA-Y9f I Corburetarond Elbow rii

Wosp ond Wosp Jr. Moinlenqnce Revised Mqrch 1973

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ry,

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M o d e l : A l e t t e rw h i c h f o l l o w sf h e n u m e r o l
t-
i n d i c o t i n gt h e n o m i n o l r o t e d s i z e o f o
c o r b u r e f o ri s u s e dt o d e s i g n o t et h e v o r i o u s
m o d e l so f o g i v e nt y p e .
!
t
L
5 M o d e l m o d i f i c o t i o n :O n s o m ec o r b u r e t o r
m o d e l s ,o n u m b e rw i l l f o l l o w i h e m o d e l
i
t_ l e t t e r , w h i c h i n d i c o t e st h o t t h e o r i g i r r o l
t,
hos been modified. t

¡ ó . S e t t i n g n u m b e r : A m o n u f o c t u r e r 'cso r b u -
L
I
r e t o r s e t t i n gn u m b e r i s o n o r b i t r o r y n u m -
i
l b e r o s s i g n e dt o o p o r t i c u l o rc o m b i n o t i o n
¡
L of venturi,jets, bleeds ond odiustments
I
I w h i c h g i v e t h c d e s i r e do p e r o t i o n o cl h o r -
I
I o c t e r i s t i c si n t h e p o r t i c u l o r m o d e l c o r b u -
1 ¡
¡ _ retorto which it is ossiqned.
x

NA-R9B Carburelor
¡
I Generql Description
ü-
f
t o i r t h r o u g ht h e v e n t u r i ,o n d i f t h e d e n s i t yo f
¡t T h e N A - R 9 Bc o r b u r e t o r w , h¡chis stondord
T t h e o i r i s m o i n t o i n e dc o n s t o n ti n t h e v e n t u r i ,
I
f o n f h e W o s p i r . , R - 9 8 5 e n g i n e ,i s o s i n g l e
!-
t h e f u e l f l o w w i l l t h e o r e t i c o l l vy o r y d i r e c t l yo s
b o r r e l , u p d r o f t c o r b u r e t o r .T h i s r e l o i i v e l y
F
I
t h e m o s so i r f l o w .A c t u o l l y ,t h i st h e o r e t i c o l c o n -
Ii s i m p l e ,v e n t u r i t y p e c o r b u r e t o rh o s o s i n g l e
d i t i o n d o e s n o t s t r i c t l yh o l d t r u e , b u t t h e f u e l
t floot, ond is equippedwith on economizer,
,¡- f l o w i n c r e o s eo st o more ropid rote thon the
I m o n u o l l yo p e r o t e dn e e d l ev o l v et y p e m i x t u r e
i n c r e o s ei n m o s so i r .f l o w . T o c o r r e c tt h i s c o n -
t¡ c o n t r o l ,o c c e l e r o t i n gp u m p , o n d s e l f - p r i m e r .
I d i t i o n o n d o s s i s ti n t h e v o p o r i z o t i o no f t h e
The NA-Y9H corburetor used on the Wosp
[- f u e l o s i t l e o v e s t h e c o r b u r e t o r ,S t r o m b e r g
t R - i 3 4 0 e n g i n e i s b o r s i c o l ltyh e s o m e o s t h e
u s e st h e p r i n b i p l eo f [ j l e e d i n go i r i n t o t h e f u e l
N A - R 9 B c o r b u r e t o re x c e p t t h o t i t h o s t w o
o s i t e n i e r st h e d i s c h c t . g e n o z z l e .T h i s o i r
borrels,tw,ofloots,usesthe bock suctiontype
b l e e d i s k n o w n o s .i l r e m o i n o i r b l e e d o n d i s
mixiure control ond hos idle cut-oñ. The
o i e t , b l e e d i n go i r i n t o t h e n r c r i nd i s c h o r g e
N A - Y 9 E i c o r b u r e t o ri s e s s e n t i o l l yt h e s o m e
n o z z l en o s s r . r o S c r r . l ^c" rit *e' t n
Y 'r o v i d e so c o n s t g r l t
o s t h e N A - Y 9 H w i t h t h e e x c e p t i o no f t h e f c c t
F i A r o t i o t h r o u g h o utth e u s e f u lr o n g e o f o i r -
thot it does not hove crself-orimer.
f l o w s r e q u i r e db y t h e e n g i n e T h e f u e l - o i r
rotio con be modífled os desired by ihe
Moin Metering System p r o p e r s e l e c t i o no f t h e c J i m e n s i o nosf t h e o i r
b l e e d ,m o : n j e t , o n d d i s c h o r g en o z z l e .
T h e m o i n m e t e r i n gs y s t e mc o n s i s tosf o v e n -
t u r i ,m o i n i e t ,m o i no i r b l e e d ,o n d o d i s c h o r g e
ldle System
n o z z l e .l t i s f o r t u n o t et h o t t h e p r e s s u r ec j i f f e r -
e n t i o l i n o v e n t u r iv o r i e so s t h e s q u o r eo f t h e l i i s n e c e s s o r yt o h o v e c r n i d l i n g s y s t e mt o
o i r v e l o c i t yt h r o u g h i t , w h i l e f h e f l u i d f l o w l o k e c o r e o f t h e e n g i n eo t l o w e r s p e e d s D u r -
t h r o u g h o f l x e d o r i f i c e v o r i e so s t h e s q u o r e i n g i d l i n g ,t h e c r i rv e l o ri t y t h r o u g ht h e m o i n
r o o t o f t h e p r e s s u r ed r o p s o c r o s si t . T h u s ,i h e - v e n t u r ii s v e r y l o w o n d t h e r e i s n o t s u f f i c i e n t
o r e t i c o l l y t, h e f u e l f l o w t h r o u g ho s t m p l ec o r - v e n l u r si u crf o nt o d r o w f u e l f r o m t h e d i s c h o r g e
b u r e t o rw i l l v o r y d i r e c t l yo s t h e v e l o c i t yo f t h e n a z z l e A t t l ¡ e s o n r i :l i n r c , h o w e t r e r t, h
, ere is

ReissuedApril 1962 Wosp ond Wosp Jr. Moinlenqnce

l-24
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Wosp ond WosP Jr. Moinlenonce Reis¡uedApril l9ó2

-
0rscfllPIl0|l
t
o v e r y h i g h s u c t i o no n t h e i n t o k em o n i f o l d
side of the throttleond, therefore,the fuel
f e e d i s o r r o n g e dt o d e l i v e ri n f o t h i s r e g i o n
o { h i g hs u c t i o nT. o u t i l i z et h i ss u c t i o no, c o m -
pletedischorgeiet systemin miniotureis used
w i t h t h e f u e l m e t e r i n gi e t , o i r b l e e d , o n d
d i s c h o r g iee t ,o p e n i n gi n t ot h e s m o l lo i r p o s -
soge oroundthe throttle,formedby the slot
i n t h e i d l i n gd i s c h o r g iee t . l d l i n go d i u s t m e n t
is occomplished by odiustingthe idle dis-
chorge nozzlein connectionwith the ihrottle
v o l v eo p e n i n g .
Economizer
It is desirobleto hove o leon mixturefor
moximumeconomyof port throttleor cruis-
ing speeds,ond o much richer mixturefor
climb ond toke-oft,for the coolingeffectot
high power.In orderto obtointhis chongein
mixturerotio,os the throttleis opened,vori-
ous {ormsof economizersystemsore used.
T h e s e ,i n t h e i r p r e s e n ft o r m , o r e i n r e o l i t y
e n r i c h e n i ndge v i c e sT. h e N A - R 9 8 ,N A - Y 9 E l ,
ond NA-Y9Hcorburetoreconomizers consist
of o needlevolve,which is opened by the
throttleposition,
throttleoi o predetermined
ond permitso quontityof fuel flow through
the economizeriet in oddition to thot fur-
n i s h e db y t h e m o i nm e t e r i n gi e t ,i o m i x w i t h
the oir in the cqrburetor.
Mixture Control
As the oirplone oscendsto oltitude,the
otmospheredecreoses in pressureond tem-
perotureresultingin o decreosein density.
The weightof the oir chorgetoken into the
engine decreoses with the decreosein oir
density,cuttingdown the power in oboutthe
s o m e p e r c e n t o g el .n o d d i t i o n ,t h e m i x f u r e
proportiondelivered by the corburetoris
offected,the mixturebecomingricher ot o
rote inverselypi'oportionol to ihe squoreroot
o f c h o n g ei n o i r d e n s i l yI.n o r d e rt o c o m p e n -
sote for this chonge in mixture,o mlxture
Rei¡¡ued April l9ó2
r-25
controlis providedon oll StrombergAircroft
Corburetors. The NA-R9Bcorburetorusesthe
needle volve type of mixture control' The
needlerestrictsthe flow o{ fuel to the iets'
TheNA-Y9Elond NA-Y9Hcorburetors, used
on the Wosp engine,empioy the bock suc-
tiontype mixturecontrolwith idlecut-offwhich
reducesthe fuel flow by loweringthe pres-
surein the floot chomberin order to reduce
the flow of fuel through the iets. A smoll
nozzlein the venturi which hos o restricted
possogeleodingto the floot chomberpro-
ducesthe suctionin the floot chomber.When
the mixturecontrolis in full rich position,the
floot chomberis ventedto the oir scocp.As
the mixturecontrolis groduolly leoned off,
thevolveclosesofi the flootventwhichin turn
lowersthe floot chomberPressure.
Inverted Flight
Floot type corburetorsore designed to
operote sotisfoctorilyduring oll oirplone
moneuvers. During upsidedown flying, the
floot octionreverses, Fuel is pumpedto the
whichwouldcouse
ietsot fuel pump pressure
to run very rich.Checkvolves
the corburefors
ore used to restrictthe flow of fuel to the
needlevolve ond to shutoff the floot chom-
ber vent. Speciolfuel ond oil systemsore
requiredif the oirplone is to be operoted
upsidedown for o long periodof time.
Accelerqtor
For quick occelerotionof the engine, o
q u o n t i t yo f f u e l i n o d d i t ¡ o ni o t h o t s u p p l i e d
by the moin meteringsystemis required.A
f uel pump, operoted by the throttle hos,
therefore,been incorporotedin the design.
T h i s p u m p g i v e s o p o s i t i v eo c c e l e r o t i n g
chorge,regordless of the suctionexistingin
' t h e c o r b u r e t o rl.t . d e l i v e r st h i s c h o r g eo s o
momentoryspurt of {uel followedby o sus-
t o i n e dd i s c h o r q feo r o f e w s e c o n d s .
Wosp ond Wosp Jr. Moinlenqnce
''26
DISCfiIPIIOr1
DtS :. :il

Self Primer
The occelerotorpump on oll the recent
T
'll

floot type corburetors, exceptthe NA-Y9El,

i s o l s ou s e df o r o p r i m e r .W h e n t h e m i x t u r e
c o n t r o il s p l o c e di n t h e f u l l l e o n p o s i t i o no,
v o l v e o n t h e m i x t u r ec o n t r o ls h o { t o p e n s
o l l o w i n gt h e d i s c h o r g fer o mt h e o c c e l e r o f i n g
p u m pi o f l o w i n t ot h ee n g i n ep r i m e rl i n e s .

ldle Cut-Off
Theidlecut-offis o port of the mixiurecon-
trol ossembly. lt consists of o volve ond the
n e c e s s ocr yh o n n e ldsr i l l e di n t h e b o d ¡ e sT. h e
v o l v ei s o p e n e dd u r i n gt h e l o s t f e w d e g r e e s
of mixturecontrollevermovement towordthe
f u l l l e o n p o s i t í o nW
. i t h v o l v eo p e n o n d t h e
throtfleclosed,the monifoldsuciionexisting
obovethe throttlevolveis tronsposed directly
on top of the fuel chomberby meonsof o
d r i l l e dp o s s o g ei n f h e b o d y , o n d t h e f u e l
flow through the idle system is stopped, 1
therebycousingthe engine to ceosefiring
immediotely,
s p o r k p l u gi n e o c h c y l i n d e r ;t h e l e f t m o g n e t o
Summary f i r e s t h é r e o r s ' p o r k p i u gc, n d b o t h p l u g s o r e
f i r e d s i m u l t o n e o r : s iH y .o w e v e r ,s i n c et h e t w o
The specificotions or settingsin thesecor-
i g n i t i o ns y s t e m so r e e l e c t i - i c o l liyn d e p e n d e n t ,
buretors ore the result of o greot deol ol
s o t i s f o c t o r yo p e r o t i o nw i l l s t i l l b e o b t o i n o b l e
testwork conductedby the engineond cor-
w i t h r e d u c e dp o w e r s h o u i Co n e s y s t e mf o i l .
buretormonufocturers in the loborotoryond
' p e r m i l sg r e o t e r "h o r s e p o w e r
i n f l i g h t ,o n d s h o u l dn o t b e c h o n g e du n l e s s Duol ignifign
specificinstructions ore issuedby the monu- o u t p u t w i l h l e s st e n d e n c y ' c ff h e f u e l t o d e t o -
fodurer.In o cosewhere unusuoloperoting n o t e . H i g h t e n s i o i ic u i ' i ' e n i s g e n e r o t e do n d
conditionsnecessitote o chonge,the corbu- t i r n e d b y t h e m o g n e t e' r y h ¡ c hi s i n d e p e n d e n t
relor monufocturer will issueony necessory o f o n y o t h e r - o c c e s s o r y ,t h e r e b y o s s u r i n g
instructions uponopplicotion. u n i n t e r r u p t e dp e r { o r m c n c eo f o n e o f i h e m o s t
vitol ports of the oircroft engine Rodioiion
of unconirolled h l g h f r e q u e n c yc u r r e n et mono-
IGNITION t i n g f r o m t h e i g n i t i o ns y s t e mi s n r i n i m i z e b dy
e n c o s i n gt h e e n t i r e i g n i l i o n s y s t e m w i t h o
lgnition is furnishedby o synchronized
m e t o l l i cc o v e r i n gk n o w no s r o d i o s h i e l d i n g .
duol, high tension,mognetoignitionsystem.
An instollotionincludestwo mognetos,two T h e m o g n e i oe n r p l o y s{ o u r m o g n e t i cp o l e s .
distributorossemblies, o monifoldossembly,
' o n . i t w o s ¡ ' o r k p l u g isn e o c h c y l i r r d e rT h e
T h e p o l e s o f t l ' r e . r o t o t i n gm o g n e t o o r e o r -
' " : n g e di n o l i e r ñ o t ep o l o r r t ys o t h c t o c h o n E e
T
mogneioscrre mountedoi the reur rtf ihe rrr the ilu¡ cjire,:iir.-,n occrJrswiih roioiion l'he
engine.The right mogneto fires the {ront n u m b e ro { f l u x r e v e r s c l sd u r i n g o n e c o m p l e t e T
Worp cnd WospJr. Mointenonce ReissuedApril l9ó2
T
r¡
 DrscRtPIt0fl r.27

PtLOtl VtfW-
oF twtTcH !tr_E! THEswrfcx t3 ox n (rrcHr)
THf, NICHT MACNSTO I3 fITIhG TX:
fFONT SPARX PLUGs.
WHEN THE SWITCH 13 OIt¡ L (Lf,FT)
fHE LEFT T¡AGNETO IS ¡INiNG TI{E
REAR SPANX PLUGS

cnouNo
@NNTCTION

5]ART€R
E NGAGIN6
SoLENOtO

H I C H T E N S I O N B O O S T E RC A E L E G O E S f O

@ (vrcxrro orsr¡rBUroR)
INDUCTION
V i E R A I O RC A B L € G O € 5 I O
@ ( v r c H e r o P R T M A Fwy r H o r x c )

VIEIY LOOKING FROM FRONT OF

'nrcH T"
E N C | N f . { n E F E ñ E N C ET O
ANO'LEFI " MACXf,TOS,gYC.ALWAYS .
ArPLrEt AS VTEWEOrFOM THf ¡EAiJ
CYLINOEñ NOs. OF FRONf SPAñK PLUCS CVLINDEñ I{Ot.OF NSAR SPAiI( PLUC!
(FFONT tcNtTlor{ MANt roLo) (nE¡¡ rcxrrox uAt{rFoLD)

FRONT YANIFOLO RÉAR MANITOLO

g^NrroLos vrEw[o
'ROT' FROIIT OF ENGINE

L O C A T I O NO F W I R ¿ S t N rocATroNor wtRfs Dr
RIGHT MACN€TO @NOIJtT L€FT MA6NEÍO CONDUIf
I SHOWIñC MAC.6LOCK tlot sltowlNc MAG. !t ocl( ¡€l¡.

lgnilion Wiring Diagrom

ReissuedApril l9ó2 Wosp ond Wosp Jr. Mointenonce

l-28
0fscRlPIl0|1
r e v o l u t i o no f t h e o s s e m b l yi s e q u o l t o t h e
number of poles on the mognel ln this
o r r o n g e m e n t ,h e c o i l o s s e m b l yr e m o i n ss t o -
y e p e n d so n t h e o r e o
t i o n o r y T h ef l u x o ' e n s i t d
o f t h e m o g n e t i cp o l e e n g o g e d b y t h e p o l e
s h o e .T h e e l e c t r o m o t i v feo r c e i n d u c e do c r o s s
t h e w i n d i n g s i s p r o p o r t i o n o lt o t h e r o t e o f
c h o r g eo f t h e f l u x . T h e v o l t o g et h o t t h e m o g -
n e t o i s o l l o w e d t o d e v e l o p i s d e l e r r n i n e db y
t h e s p o r k p l u gg o p d i m e n s i o no n d t h e d e n -
s i i y o f t h e c h o r g ei n t h e c y l i n d e ro t t h e t i m e
of dischcrge.
A TYPICATHELICOPTER
INSTATLATION
A c l u t c h h o u s i n g ,w h i c h c o r r i e s t h e f o n
o n d t h e c l u t c h d r i v i n g m e m b e r ,i s o t t < r c h e d
t o t h e p r o p e l l e rs h o f t .A c t u o t e db y c e n t r iuf g o l
f o r c e ,t h e d r i v i n g m e m b e re n g o g e st h e d r i v e n
m e m b e rw , h ¡ c hr o t o t e so n b o l l b e o r i n g so b o u t
l h e c r o n k s h o f tT. h r o u g ho u n i v e r s o ¡l o i n t ,t h e
clutch-drivenmemberis connectedto the ver-
ticol drive shoft, wh¡ch in turn tronsmits
--.
RTOUCTION CEAR AOX
I
1
fypicdl Wasp Jr. 84 lnstollotion
Wosp ond WosP Jr. I\iqinlensnce
p o w e r t h r o u g h o s e c o n d u n i v e r s o li o i n l t o
t h e r e d u c t i o ng e o r o n d { r e e w h e e l i n g u n i i s
f r o m w h i c ht h e m o i n r o t o r i s d r i v e n .T o i l r o t o r
d r i v e i s o c c o m p l i s h e db y s h o f t i n g f r o m t h e
t o i l r o t o r w h i c h i o i n so " t o k e - o i f " s h o f t f r o m
t h e m o i n r o t o r d ¡ ' i v co t o g e o r b o x f r o m w h ¡ c h
the generoior is driven. The toke-off is
" o h e o d " o f t h e f r e e w h e e l i n gu n i t s o t h o t t h e
t o i l r o t o r w i l l b e o p e r o t i v ed u r i n g o u t o - r o t o -
i i o n . A s e p o r o t el u b r i c o t i o ns y s t e mi s p r o v i d e d
f o r t h e g e o r b o x e s .T h e f o n o n d c l u t c hh o u s i n g
offord o sufficientomount of "flywheel effect"
to protect the cronkshoft ond superchorger
d r i v e f r o m u n d e s i r o b l ev i b r o t i o n sT. h e e n g i n e
i s m o u n t e d o n o c o n v e n t i o n o l - t y pteu b u l o r
m o u n ts t r u c t u r eR. u b b e rb u s h i n g so r e u s e d{ o r
. u m b e r I c y l i n d e rp r o l e c t s
v i b r o t i o ni s o l o t i o nN
f o r w o r d . R e t e n t i o no f t h e s t o n d o r d e n g i n e
nomenclotureresultsin the right side of the
e n g i n e b e i n g o n t h e l e f t s i d e o f t h e s h i p .A s
w i t h o t h e r s u b m e r g e de n g i n e i n s t o l l o t i o n s .
o u x i l i o r yc o o l i n gm e o n so r e r e q u i r e do n d o r e
p r o v i d e dl o r i n t h e f o r m o f o f o n o n d s u i t o b l e
IAIL ROfOR CE AR 8OX
ReissuedApril l9ó2
 Dt$cflrPIt0t| r-29/r-30

c o w l ¡ n gC, o o l i n go i r i s t o k e ni n t h r o u g hl o u v - f u l l - l e o np o s i t i o nW
s . i t h t h ¡ sc o n i r o il n t h e f u l l -
ers ot the forword side of the rotor pylon, leon position,the engineis primedby move-
ond is exhoustedot the sidesof the shio. ment of ihe ihrottle control. The control is
Recirculotíon of heotedoir bock into the fon connected mechonicolly with ihq pitchcontrol
is preventedby meonsof o clothdiophrogm in suchmonnnerthot,os the moin rotorblode
or seolneor the cowlentroncewh¡chextends pitch is increosed,the throttle is opened to
from the cowl to the sidesof the enginecom- providethe necessoryincreosein power.An
p o r t m e n ti,h u s i s o l o t i n gt h e c o o l i n go i r e x i t overridefor throttle odiustmentís incorpo-
from the fon entrqnce.A diophrogm or roted in the rototoblehond grip on ihe pitch
shrouds.eporotes the occessory comportmenl controlslick.Actuotionof the throttlefor prim-
from the power section,mokingthe instollo- ing os describedobove is occomplishedby
tion o two-zoneorrongement os in mostoir- roisingond loweringthe pitch controllever.
croft.Blosttubesfor mognetocoolingreceive The mognetoswitch,fuel selectorvolve, cor-
oir frombetweenthe boffles.Thethrottlemix- buretoroir control,storierswitch,ond other
turecontrolis conventionol, with full-richond controlsore stondord.

il
,l

Rei¡¡ucd April l9ó2 Worp ond Worp Jr. Msinlenqnce

!

1
i
 C l { R 2P,T, .¡t f. f. .i . . . . . .. ¡ . ,. . 1 [ l f | 1 $
TABTEOF CONTENTS

Subjecf Poge
Stqndord Tool¡ 2.3
lllu¡trotion¡ .. . .. 2-3
ItÍuftre,irul Tool li¡t 2.3

Rcl¡¡ucd April t9ó2 Wosp ond Worp Jr. Msinlanancc

I
F'
ti,
2-3

:i

IOOLS ,;,1
i,:,

ii
rri
l¡sioll the stondordtoolswhichmight be used
srondsrd rools - No ottempthos been mode to
wh¡chobviouslyrequiresone,
operotions.rf no tool is specifiedfor on.operotion
for moinrenonce
it is ossumedthot o suitoblestondordtool w¡ll be
used:Inquiriespertoiningto stondordtools 1,
shouldbe directedto the respeciivemonufqclurer' i::i
rr$
lllustrotions- Becouseof progressive chongesin design,certointools used ot o mointenonce iliii
jror thosewhichwere usedto illustrotethis monuol'
octivitymoy difier somewhorin oppeoron."
il,l'
TOOI IIST
NUMERICAT [liüf
Tool No. Tool Nqme De:ciPtion or U¡e t$
PWA.IO Holder I n l e tv o l v el o P P i n g
volveloPPing
Exhoust
ff
PW A. I
PW A.3I
Holder
Clomp Pistonrings(WosP)
Compressing
1l
l;iljl

PWA.37 Sling E n g i n el i f t i n g ,il

PWA.B5 Pointer t i m i n g( W o s PJ r . )
Engine
liü
P W A .1I 2 Bor
Bor
turning(WosPJr.)
Cronkshoft
Propellershoft turning (Wosp S3Hl-G) Cronkshoft
turning il
P W A. I 5 5
(WospexcePtS3Hl -G)
ond removol
,i
PWA-I8ó Wrench Cylinderhold-downinstollotion i:[
PWA.228 Wrench ond disossembly
Oil screencovernutossembly iI
(WospJr')
ond disossembly iii
PWA-237 Wrench IntokePipeglondnutossembly
.ili
PWA-249 ClomP pistonrings{WospJr')
Compression i l

PWA-455 Depressor Rockerorm

PWA.459 Depresor V o l v es p r i n g

Worp ond Woril Jr, Moinlsnonce

Rcvi¡ed Mqrch 1973
 2-4
r00LS É
Tool No. Tool Nqme Descriptionor Use
PWA-491 Driver l n s t o l l o t i oonf p u s h r o cdo v e rc o n n e c t oi nr c y l i n d ehr e o d I
PWA-520 Eye l i f t i n g( W o s pJ r . )
Engine
PWA-535 Pointer t i m i n g( W o s pS 3 HI - G )
Engine 1'
PWA-ó14 D r i f t& B o s e R o c k eor r mb o l l b e o r i n go s s e m b loyn dd i s o s s e m b l y
PWA-6ó2 Eye C r o n k s h olfitf t i n g( W o s pS 3 H 1 - G ) t-
PWA-ó7I Wrench O i l p r e s s u rree l i e fb o d yi n s t o l l o t i oonn d r e m o v o l
P W A8 4 9 Driver P u s h r ocdo v e rc o n n e c t or e
r m o v oflr o mc y l i n d ehr e o d t
PWA-1084 Wrench T h r u s tb e o r i n gn u f i n s t o l l o t i oonn d r e m o v o l( W o s p S 3 H I - G )
t
PWA-i092 Wrench n n d r e m o v o l( W o s p e x c e p t
T h r u s tb e o r i n g n u t i n s t o l l o t i o o I
S3HI -G)
PWA-1093 Wrench T h r u sbt e o r i n gn u ti n s t o l l o i i oonn d r e m o v o(lW o s pJ r . )
PWA-1327 Puller Oil pump
PWA-1332 Eye P r o p e l l esrh o f tl i f t i n g( W o s pS 3 H l - G )C r o n k s h o fl ti f t i n g( W o s p
exceptS3HI -G)
PWA-152ó Top S p o r k p l u bg u s h i n g
PWA-Ió83 Wrench S p o r k p l u gl e o d e l b o wn u t i n s t o l l o t i oonn d r e m o v o (l o nc e n r e r )
PwA'1791 Pliers Pistonringsinstollotion
ond removol
PWA-188ó Wrench Sirop
PWA-200ó Wrench Cylinder hold-downnut instollotionond removol (Usewith

pwA.223B wrench ;}l.,:',,]:".",,"no.22ooinch

rbs
PWA'2239 Wrench Torqueindicoting0-ó00inchlbs.(Usewith PWA-2240)
PWA-224O Adoprer Torqueindícotingwrencfr(Usewith pWA-2239)
PwA-2373 wrench Breotherpluginstollotion
ond removol(wosp Jr.)
PWA-2388 Hook Enginelifting
PWA'2397 Wrench Cylinder hold-downnut instollorionond removol (Use with
P W A - 2 4 l1)
PWA-2398 Hondle Cylinderhold-downnurwrench(Usewith pWA-200óond 2399)
PWA-2399 Wrench Cylinder hold-downnur instollotionond removol (Use with
PWA_2398)
PWA.-241
I Hondle Cylinderhold-cjown with p\NA-nq7)
nul v,-s¡6f¡(t.jse
PwA 2417 indicotor -'nottery-type
Mognefosynchronizer

Wospond Worp Jr. Mainlenqnce RevisedMorch lgZB

 2-5

TOOLS

Tool N¿oe DcscriPtlon or Use

Tool No.
wA 2414 Pointsr Eugtnetinring (Wespexcept S3E1-G)

ryA 2488 Eolder Eoldlng Besterod or linbods

FtvA 253? lqdlcator Top ccnter - baüerY-tYae

PCíA2630-20 Plata Cb¡cld¡S cylindar barrcl llange (W¿spJr' )

wtá. 2830-22 Plate Cbcckitg cyllndcr barrcl Oange (wa¡p)

Fr¡A 2645 B¿r Cra¡lsb¡ft turni$g (WasP33814)

(SB'1?61)
P ¡/A r13 Wrcncb Cre¡isfn$ froat plug, PN {0355 or Plf 393?5

PWA2898 Lap Lapplng cylindcr berrel trurgc (9/asp Jr. )

Fq/A 3410 Gage Checkiug Pfstoo dlsbing

Pq¡A3145 F:ller tntakc PtPercuroval

PWA3168 Wrencb Sparkplug installation and remonal

PwA 3252 Plug Ventlng cYllnders

(oü c¡nter)
F\r¡A3315 Wreuch Sparkpiug lead elbow uut install¿tion a¡rd reooval

P!¡¡A 1762 F¡ller Magneto drive oll seal

PWA 3800 Protector Intake port oilasp Jr.)

wA 3926 Removcr Exb¿ustPort eovcr

- TlEl R1t-e'
PrrilA,{142 hdlcator Ptston top cencerlocator ura Z5! ignition tining
ó"Uu. Spec. Products Dlv., Cqnn., Inter. Corp', Wtndsor Loclcs'
Cou., 06091.

PWA 4152 Driver Valvc adJustn€nt screrr

P\ilA 4153 Drift & Base Mag¡eto d;ive oü seal

P!¡/A 4675 Gega Cbecliag v¿Ivc cleara¡cc

$/asp and tlIasp ilr. Mtiñteüanca

l9?0
 IOOLS
Tool No. Tool Nome Description or U¡e

PWA-47óó-l0l Remover Studs- t/¿inch

PWA-4766-102 Remover Studs-5/ló inch

PWA-47óó-103Remover Studs- % ¡nch

PWA,4877 Puller Pushrod ond disossembly

bollendossembiy

PWA-491i Pusher Pistonpin disossembly

PWA-s008 Protector Intokeport (Wosp)

Wrench lntokepipeglond nut ossembly (Wosp)

& disossembly
PWA-5072
PWA-s124 Volve Depreservotion

874A
PWA-s1 Wrench ond removol,hydromoticinstol-
Thrustbeoringnut, instollotion
lotion(WospJr.)

PWA-s187-40 Wrench ond removol,hydromoticinstol-

Thrustbeoringnut, instollotion
lotions(WospexceptS3Hl -G)

PWA-s187-40AWrench ond removol,hydromoticinsiol-

Thrustbeoringnut, instollotion
lotíon(WospS3Hl -G)

PWA-5ó30 Wrench Pushrod glond nut ossemblyond disossemblY(use with

PWA-2239)

I pw¡-soeq Cutter Pushrodcoverpocking

1 3 13 - T - 5 Goge Checkingcylinderbore (Wosp- usewith PWA-312-lI )

3472-T-3 Goge Checkingcyllnderbore(WospJr.- usewith PWA'312-l1)

TAM-II ól Stond Enginemouniing(usewith TC 51259)

TC-s1259 Plote Enginemounting(usewith TAM-l I ól )

T
.T

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,
r , r ii

Worp ond WaoP Jr. Mainiensncc Rcvi¡cti Moy l9óó,1

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.,
 RflI IOtl f0fiSIRVIII
PRI Pfl

UNFACKINGTHI ENGINE . When raising or lowering the poclc-

ing case, use o choin hoisf with o
minímum capocity of 2 tons. Sup-
port the bottom of tñe cose by
All Prott&.Whitney Wosp ond Wosp Jr. possing <l double sling underneofh.
e n g i n e so r e . p r e p o r e df o r s h i p m e n ti n o c c o r d - Use the lifting rings on lhe cover
once wiih'the most exocting pocking ond '
only for lifting lhe cover from lhe
p r e s e r v o l i o np r o c e d u r e sE. o c he n g i n e i s c o n - cose.
t o i n e d i n o s e o l e dm o i s t u r e - r e s i s t oenptv e l o p e
R e m o v et h e m e t o l s t r o p sf r o m t h e c o s e .
o n d i s r i g i d l ys e c u r e dt o t h e b o s eo f t h e p o c k - A t t o c ho s l i n g t o t h e t w o r i n g so n e o c h s i d e
i n g c o s e .D u r i n gt h e r e m o v o lo f t h e p r o t e c t i v e o f t h e c o v e r ,o n d l ¡ f t t h e c o v e r f r o m t h e c n s e
e n v e . l o p fer o m t h e e n g i n e , ' t h er o o m f e m p e r o - I F i g u r e 3 * l I c o r e fu l l y t o p r e v e n td o m o g e t < - '
t u r e s h o u l db e o b o u e 2 0 C ( ó B ' F ) o s t h e t h e c o r b u r e t o r ,w h i c h i s i n o c o r t o r rf c ¡ s t e n e r l
e n v e l o p et e n d s t o s t i f f e n o t i o w e r t e m p e r o - i n s r d et h e p o c k i n g c o s e c o v e r . L i f t t h e f o u r
t u r e s ,t h e r e b yb e c o m i n gv u l n e r o b l et o r u p t u r e . s i d e so u t o f t h e b o s e I F i g u r e 3 - 2 . |

t3-l I lift Cover from Cose [3-2'] Lift 5ides from Bose

R e i s s u q dA p r i l l 9 ó 2 Wosp ond Wosp Jr. Mointenonce

3-4
fORSfRVIIi
Pñ[PfiRNIIO|'|
T

' 13-41 UnscrewProtector c q P

+
tl-'l RemoYe
.ToP¡
, ":
R e m o v et h e t c p e [ F i g u r e3 - 3 ] w h i c hg o t h -
ers the top of the eÁg''tepi-oie*cl.rve envelope
heenvel- J- 1
o n
o r o u n dt h e p r ó p e i l e i ' s h ¡ . f t
ope by cutiingofi the secledoo¡'troñ.Cut off os
d o p e n t
-ll
c s p c s s j b l e ' stoh o t t h e
. l i t t l ee n v e l o p em o t e r i b i I
envelope con be reused..Unsc;'ew.ihe pro-
t e c t o r c o p ' o n d s p o n n e rn u t ' I F i g u r e ' 3 - 4 ] ;
_l
then remove the prctecflve enveiope cnd
s p o ! - efrr o m i h e p r o p e l l e r ' 5 i 1 sI fFi i g u r e 3 - 5 ] '
I
I
-i
R e m o v et h e n u t s ' o n d ' l o c k w c s h e r iw h ; c h
t3-ól lift Engine
s e c u r et h e ' e n g i n em o u n i l n gp l c t e l o ,t h e s u p -
port tone., Instoll PWA-520 (W6sp ir.) or'
P W A - 1 3 3 2( W o s p ) L i f t i ' n gE y e o n t h e c r o n k -
the powersection, the humidityindicotor,ond
-t
"]

s h o f t , o n d l i f t t h e e n g i ñ qf r o m ' i h e c o n e b y
meon$'o-fo ehoin ñoilt [Figure 3*ó]. Un-
f o s t e nt h e m o u n l i n go i c t e . c n d ' r e m o v e it from
the engine.Roll the piotectiveenvelopd"down
f r o m t h é e n g i n e , . w i p e - i tc l e a n ; c r n d s t o r e i t
t h e b o g so f d e h y d r o t i nogg e n t .
L o w e rt h e e n g i n ei n t o T A M - l l ó l E n g i n e
Ii
S t o n d e q u i p p e dw i t h ' T C - s 1 2 5 9M o u n t i n g
Ploteond secureit with the bolts,lockwoshers,
ond nuts [Figure 3-71.Cut the stropsond : l

removethe corburetorond accessory pocking

for fuither use.Rémovethe poper from oround
cortonsfrom the pocking cose coverj

ENGINE.BUItD.UP
Generol

The instructions for engine build-uptreot

only moior tomponents. In cose ony port of
the followinginstructions crrein conflictwith,
or superseded by, the oirfrome monufoitufer's
publicotions, instructions
the contoinedin the
lotier ore opplicoble.For odd¡tionoldetoils
;"equirernents
onii s¡>ecific refer to the inrtol-
fnveloPe
t3-51 f,emovePro?e<+i1e lotic,ndrowirrgsf or the porticulor clircraír

Wosp orid WarP'Jr. iltoinlensnce Rei¡¡ued April l9ó2

I

,;n':ai:
 3-r/3-2

fOR SINI/ICI
3,..., PfiIPflRflIIOt|
Ct|flPIIN
TABTEOF CONTENTS

Subjecf Poge

Unpocking the Engine 3-3

Engine Build-up 3-4
Depreservolion 3-5

Rai¡¡ucd April l9ó2 Worp ond Worp Jr. Maintenonce

F
3's
f0Rstfi\/ltt
PfiIPflRflTIOt]
on
e x t e r n o lp i p e c o n r t e c t e tdo t h e p o i n t s h o w n
t h e I n s t o l l o t i oD
nrowing.
F o r l u b r i c o f i o n r e q u i r e m e n t so f v o r i o u s
occessories , re(erto the opplicoble occessory
m o n u f o c t u r e r ' isn s t r u c t i o n s .
F o r t o r q u e r e c o m m e n d o t i o n sr e f e r t o
S p e c i f i cT o r q u e R e c c m m e n d o t i o n sL,i m i t s
Chooter.

DEPRESERVATION

Generql

Remove ihe moisture-resisting coveringstnnc

d e h y d r o t i n go g e n t , o n d d e h y d r o t o rp l u g s
1,3-71 Lower Engine into Stond lrom ihe engineond the occessories'

i n v o l v e d ;t h e s ed r o w i n g so r e p r o v i d e db y t h e Do nol remove lhe coYerfrom the

l;;l,
oircroftmonufocturer. corburelor mounling Pod until' lhe
corburelor is fo be insfolled'
T h e v d r t i c o lo u x i l i o r yo c c e s s o r yd r i v e p o d s
h o v e d r i l l e d . ' l 8 8 i n . d i o m e t e rh o l e sf o r p r e s -
s u r eo i l i f t h e p o d s o r e o f t h e l o w t y p e ' H i g h Mixture Droinoge
p o d s h o v e n o p r o v i s i o n sf o r p r e s s u r eo i l ' A n
Remove the sumpdroin plugsond ollowthe
o i l .s u p p l y i s o v o i l o b l et h r o u g h t h e c e n t e r o f
excesscorros¡onpreventivemixtureto droin'
t h e p r o p e l l e rs h o f t b y r e m o v i n go p l u g i n t h e
of the shoft,The vocuum pump pod is
"nd The oil surnPon WosP Jr' BS ond
provided wiih o .,l405 in' drilled hole for
Wosp engines contoins c,n uqPe.r
p r e s s u r oe i l .
ond lower chomber. fhe uPPer
W h e n o p r o p e l l e rg o v e r n o ri s u s e d o n t h e chambercolfecfsdrain oil lrom the
W o s p J r e n g i n e ,o i l ' u n d e r p r e s s u r es h o u l d cronkcosesecfion.The lower chorn'
I
ll
b e p i p e d f r o m t h e m o i r r o i l s c r e e nc h o m b e r ber collecls drain oil from lhe rock'
to the governor. The .governor return oil erbox droin sYslem.On WosP Jr'
rli
.li
s h o u l db e d r o i n e d t o t h e r e o r s e c t i o nb y o n 85 engines,lhe fronl PIug drains
e x t e r n o l p i p e c o n n e c t e dt o t h e p o i n t s h o w n lhe lower chamber,On WosP en'
rl
o r t h e I n s t o l l o t i oDn r o w i n g . gines, fhe front Plug droins fhe
T h e p r o p e l l e rg o v e r n o rp o d o n t h e d i r e c t - lower chomberwhife fhe rear Plug
c i r i v eW o s p e n g i n ei s p r o v i d e dw i t h o ' 3 1 3 i n ' droins lhe uPPerchomber.
d i o m e t e rh o l e f o r o i l s u p p l y t o t h e c o n s t o n l
s p e e dg o v e r n o ro n d o . 3 1 3 i n d i o m e t e rh o l e Remove the sporkplugleodsfromthe dehy-
oil to the propeller'
t o s u p p l yh l g h p r e s s u r e drotor plugs; then remove the dehydrotor
W h e n o p r o p e l l e rg o v e i n o r i s u s e d o n t h e p l u g s{ r o mt h e c y l i n d e r sU. s i n go s m o l li n s p e c -
g e o r e d W o s p e n g i n e ,f h e g o v e r n o r i s d r i v e n t i o n l i g h t i n s p e c t h e c y l i n d e r st h r o u g ht h e
b y m e o n so { t h e v e r i i c o lo c c e s s o r yd r i v e ' O i l s p o r k p l u gh o l e st o e n s u r et h o l o i l o r m i x t u r e
s h o u l db L p i p e d f r o m t h e m o i n
. h o sn o t o c c u m u l o t eidn t h e m .l f o n q p p r g c i -
u n d e rp r e s s u r e
ó i l s i r e e nc h o m b e rf o t h e . : q o v e r n oTr h' e r e t u r r r '
oblequontityis present,removeit with o hond
pump.
o i l s h o u l db e d r o i n e dt o t h e r e o r s e c t i o nb y o n
'19ó2 Worp ond WosP Jr. Maintenqnce
ReissuedAPril
 %t
PRfPflRflIIOfl
.lr

fOfiSIRVIIi
ür

ffi.
. i,l
Removethe two bottommostintokeoioes
'F{,il
o n d d r o i n o l l c o r r o s i o np r e v e n t i v em i x t u r e
f r o m t h e m .l f e x c e s sm i x t u r ei s f o u n d i n t h e fi
i n t o k ep i p e s ,r e m o v eo n d e x o m i n et h e o d j o -
c e n ti n t o k ep i p e so n e o c hs i d eo f t h e e n g i n e , Tri
l,:',
c o n t i n u i n igo w o r d t h e t o p c y l i n d e ru n t i l n o
e x c e sm s i x t u r ei s f o u n d .R e f e tro I n t o k eP i p e s , T
R e p l o c e m e on ft P o r t sc h o p t e r f, o r c o m p l e t e I
I
r e m o v ool n d i n s t o l l o t i oi n s t r u c t i o n s .

Prior lo operofion of the engine

it musl6e oscerfoined that the lower
I
cylindersond inlokepipesore com-
plelly free of corrosion prevenlive
TI
mixlure.

InstolledEnginer- Motortheenginethrough
13-81 Remove Pressure Oil Screen T
o m¡n¡mum o f s i x r e v o l u t i o nwsi t h t h e s u m o
droin plugsond the lower-most intokepipes Woshing.the engine T
removedto focilitoteenginedroining.

Un-in¡tolled Engines- Removethe storter lf necessory,wosh the exterior of the en-

ond the oil inlet ond outletshippingcovers.
With thesumpdroínplugsond the lower-most
intoke pipes removed,cronk the bed of the
enginestonduntilthe cronkshoft is in o verti-
col position.Allow the corrosionpreventive
mixtureto droín.Turnthe enginethroughby
h o n d ,u s i n gP W A - l l 2 T u r n i n gB o r f o r W o s p
Jr. engines,PWA-I55 TurningBor for Wosp
engines or PWA-2ó45 TurningBorfor S3Hl-G
engines,of leostsix completerevolutions
the norrnoldireciionof rototionto focilitote
g i n e t h o r o u i ¡ h l yw. i t h ¡ l e o n i n g s o l v e n t ,b e i n g
c o i e f u l t o k e e p i h e c l e o n i n gf l u i d o w o y f r o m
t h e i g ¡ i t i o n c o b l e o s s e m b l y .D r y t h e e n g i n e
w i t h c o m p r e s s eo di r .
Sforler.
Check the iow of o new storter with ihe
in e n g i n e q r e s h i n gi o w f o r s i z e , n u m b e r o n d
s l o n t o f t e e t h . l f t h e s i z e sd i f r e r , t h e s t o r t e r I

d r o i n i n gC
. r o n kt h e b e d o f t h e e n g i n es t o n d i s t h e w r o n g m o d e l f o r t h e e n g i n e C h e c kt h e I
untilthe cronkshoft is in o horizontolposition s t o r t e rt o ' m o k e s u r e i t r o t o t e si n t h e p r o p e r
ond then repeot ihe precedinginstructions. direclion.
T h o r o u g h cl yl e o nt h es u m pd r o i np l u go n d t h e
intoke pipes removedond reinstollin the \A/rpe the mounting pod orrd the storter
engine. m o u n t i n gf l c r n g ec l e o n ,c n d p l o c eo c l e o n ,d r y
g o s k e t o n t h e s t u d s ;t h e n m o u n t t h e s t o r t e r

PressureOil Screen I F i g u r e 3 : 9 ] s e c u r e . iwt i t h w o s h e r so n d n u t s ;

o n d t i g h t e nt o t h e r e c o m m e n d e tdo r q u e .
Removethe pressureoil screenfrom the
reor cose[Figure3-8] Allow ony corrosion
preventive mixtureto droin fromthe oil screen Remoyepoinl,dirl, ond greosefrom
c h o m b e rC
. l e o nt h e s c r e e nt h o r o u g h l yt ;h e n lhe starter flange lo provide elec-
reinstoiiit mokingcericinthot the cc,.,,er gos- iricoi bonOing cnntuc!for the slc,rl."r
ket is in goodconditio'r. mounling nuts.

Worp ond Wosp Jr. Mqinlenonce ReissuedApril l9ó2

,r
*
I 3-7 il
stfivllji
fOR
PRIPRfiRTIOI1

)tqrrer
ihe Stqrter
t3-91 Mounl ihe

Engine Mount
ha
moy
Two tYPesof engine mounting
o r e u s e dto
. o n e c o s e t, h r o u g h - b o l t s
u s e r dl n
e n g l n eo t t h e Bolt Holes
o f t o c ht h e m o u n tl u g st o t h e
ihe ring'
n i n ep o i n t so { o t t o c h m e no tn
' usesvibro-
The second type of mounting
ore noi
t i o n i s o l o i o r sT. h e v i b r o t i o n i s o l o t o r s
in
portsond ther:eforeore noi covered
""n,."
t h e s ei n s t r u c t i o n s '
e n g i n es t o n d
R e m o v et n e e n g i n ef r o m i h e
ond sling' For
b y m e o n so { o s u i t o b l eh o i s t
b e s u p p o r t e db y
b u i l d - u p ,t h e e n g i n e m o y
in o tronspor-
t h e h o i s to n d s l i n q o r i n s t o l l e d
A l i g n' t h e
i c r t i o ns i o n d i f o n e i s c v o i l o b l e
holes
. t ' o r " t i n g r i n g b o l t h o l e sw i t h t h e m o t i n g
3-t0]' Instoll
; ; ; h " * á u n t i n s b o s s e sI F i g u r e
3-l I I
r h e b o l t so n d n u t s f; h e nt i g h t e nI F i g u r e
t o t h e r e c o m m e n d etdo r q u e '
l3-l I I Tighten to Torque

Vocuum PumP ' P o u ra s m o l lq u o n t i i yo f e n g i n el u b r i c o t i n g

rot¡*e the drive
R e m o v et h e c o v e r p l o t e o n d
the gosket oii inio the pump portsond
t'T",t hond to
{rom the enginepump pod'
ond.wipe the . " r O i , " n c s s e m b l y' s e v e r c l ,bY oil
in the pcd to I ' g o o d d i s t r i b u t i o no f l u b r i c o t i n g
p o d c l e o n ' C h e c kt h e o i l h o l e s ";r;r" b e o r : i n g sT h e p u m p
e n s u r ef r e e 'o i l P o s s o g e ' o r . t h e v ; c l l s ,v o n e s ,o n d
lf ihere is,9ny evi-
from Jhe."two iolor ,¡¡rtd turn {reely'
I n " ' t o u " t h e s h i p p i n gp l u g s dence'qf binding,tlre pump
s h o u l db - e i o r -
t h e p u m p m o n u o l l yf o r ' f r e e -
o";t;, "nd test ,ro' J.ci. itl overhotlr
dom of oPerotion'
WasP ond WosP Jr' Mqinlenc¡nce
ReissuedAPril l9ó2
 IF
3-8 n
PfiiPfifiit0llf0fls{fi
H
tl
t\
v i1 lt r-
ur* ,r 1

Ji lil

t'
I
t I
-t
I
l3-t3l S e c u r eq n d L o c k w i r e
I
-l
t3-l2l E n g cg eP u m p Drive

C o o t t h e d r i v e s p l i n eo f t h e ' p u m p r ¡ r i t ha
s u i t o b l e s p l í n e l u b r i c o n i ( p l c r s t i l u b \el o 3 l
E x e r c i s ee x l r e m ec q r e t o c p p i y t h e l u b r i c c r ¡ f
in o thin even coot ond to iernovecornpleteiv
o n y e x c e s sl u b r i c o n tf r o m t h e p o r f' o r o d j c r _ I
cent porls..
P l o c et h e m o u n t i n gg o s k e ti h o t ' i s s u p r r l i e d
w i t h t h e p u m p o n f h e e n g i n é m o u n r i n gp o d
s t u d sm o k i n g s u r e t h o t t h e o i l h o l e s i n t h e
g o s k e tl i n e u p w i t h t h e o i l h o l e sí n t h é e n g i n e
m o u n t i n gp o d .
C o r e f u l l ym o t e o n d e n g o g et h e p u m p . d r í v e
w i t h t h e e n g i n ed r i v e m e m b e r[ F i g u r e3 - - ¡ 2 ] [3--14] Genercfibr
t h e n s e c u r eo n d l o c k w i r eI F i g u r e 3 - 1 3 . j I
I
iricql bonding contaclfoi thegener-
$
The pump may be rotofed,to fhe otor mounling.nufs, -i
!

i
desired posifion . to {ocilitate iom- C o o t t h e c l r i v es p l i ú t c i r h e g e n e r o i o rw i t h 1
i
plelion of the aír tubing connec- o s u i t o b l es p l i n ei r b r l i c o nrti i c r s t ¡ i ¡ b N
e o.3).
lions lo lhe pump porfs. li

Generolor [Figure 3-14]

E x e r c i s ee x l r e m e : c , : r e . . t c ' c p pilhy e l u b r i c o n l
ín o thin even cooi cncl¡c ,-em'ó'ze completely
o n y e x c e s sl u b r i c o n tf r o m i h e p o r t o r o d j o -
II
1
Removethe cover plote ond gosket.fronr -" i
cent ports.
t h e e n g i n e m o u n t i n gp o d ; w i p e ' i h e : m o u n t _ D e l e r m i n e ' t h eb e i t . ¡ ¡ ¡ ; n t i n g p o s i f i o nf o r
i n g p o d c l e o no n d r e o s s e m b l teh e g o s k e to n o l i g n m e n i o n d c t t o c h n r e c tc f t h l e e l e c t r i c o l I
I
the pod.

Re..ncyepoínt,greosei .-tnddirl lrcrn

l e o d s .P l c c e t h e g é n e r c r i o r - - ot n
studsIFigure 3-15] crnCscre'/v
he mountíng
c¡nlhe rnount-
i n g s t u d n u ; s ,T l g l - r t t :irhre i r r : t s . . s e c u r eI Fi yi g -
t !
ñ
I

1
lhe geriercrf
or f Iongelo provr'dee/ec- ure 3-l ól

u
Wasp ond Wosp Jr. Mointensnce ReissuedApril l9ó2
)
3.9
f0fi$lfivtüt
fniirrriifiTiüll

[ 3 - . 1 7 ] S e c u r eExhoust Stsck

Exho'ust Stotks
[ 3 - l 5 l G e n e r q l o r on Siudi the
P l c c et h e e x h o u s tstqck ond gosket on
m o u n t i r r sg t v d s t; h e n s e c u r ew i t h n u t so n d P o l -
n u t sf É i g u r e3 - t 7 ] .

FuelPump

Checkthe port ond type numbersslomped

on the punrpogcrinstthe specificrequirements'
Prepore th,: pumP for instollotionby remov-
the
l n g i h e s h i p p i n gb l o c k f r o m t h e f l o n g e ;
pát"n plug from the inletport ond the ploin
p l u g f r o m t h e o u t l e t p o r t . O i l f l u s h e dp u m p s
,¡ori,l be cleoned by flushingwith nophtho'
Turn the drive shoft with the finge¡sto check
of.PumPoPerotion' ' :
f reedo.rn
"floke certoin the mountingsurfocesof the
o new
,^!ll pump ond engine ore cleon Ploce
pump'
g o s k e i o n t h e s t u d so n d m o u n t t h e
lockwire
é".rr" with woshersond nuts; then
[ 3 . l ó ] T i g h t e nN u t s the p r o p e rf u e l' l i n e s
IFigure'3-18]. Connec
ifigrt.3-191, u s i n go n o p p r o v e do n t i s e i z e
ports'
it r"o¿ compound,io ihe inletond outlet
tube
L o o s e nt h ' e . s c r e w isr o i c l l n gt h e b l o s t Renrovethe vent plug from the volve
housing
to ihe required which vents
odopter',sur¡ngthe od'rpter cover crndinsrollthe bolonce line
Con-
ongle. this or.rtletwith rhe corbureiortop deck'
io th-e droin
r t h ei n s t o l - necilhe drive shoft seoldroin line
F o , 'c l c l ' l ¡ t i o n qdie t c i l s , i . e i e t t o
ihe oircro{t fitting. in the pump mounting pód [Figure
l o t i o n d r o v r i n g s 'p r o v i c i c d b ) t
3-201.
monu{octurer"
'l Wosp ond WosP Jr. Mqinlenqnce
Aoril 9ó2
ReissueC
 3-tr.
PfiiPfiRfiIIO|1
rORSfRYIIf
flffi
ti
5
l¡r

ii ':
il i3-t8j.lockwire
I
j
I

[3-20] Conneci Drqin line

p l e t e l y w o s h e d o u t . D i s c o n t i n u teh e f l u s h i n g
o p e r o t i o n ,o n d r e i n s t o l lo l l p l u g s o n d o t h e r
components-

The NA-R9Bcorburetor is mountedon the

engine with ihe lloof chomber ot the side
ond wirh the fuel inlet to ihe reor. The fuel
inlet is a.3/einch pipe top connectionlocoted
ot the top of the stroinerboss.A Zainch pipe
top primer connectionis locoted on top of
ihe mixture control boss.The mixture control
ond thrortle leversmoy be odiusted rodiolly
to ony position.The Z0 degree throttle lever
trovel, requires o control rod movementof
2-9/32 inches.

The NA-YSEl corburerorIFigure 3_2lJ is

mountedon the engineso thot the floot chom-
t3-l9l C b n n e c rF u e l L i n e s
bers ore locoted front ond reor with ihe fuel
" 4 ' t ' '
inlei to the reor. The fuel inlet, o Zz inch pipe
top, is locoied of the top of the fuel stroiner
Corburetor .":-
boss.The fuel pressuregoge connection,o ye
,"j o
¡ .... a inch pipe top, is provided on the side of the
R e m o v et h e c j r c i n o l ü g s f r - o m ' t h ec o r b u _
h ;

'rhl stroinerboss The thottleleverhos o Z0 degree

retor floot chimbe,- on,J.j'roin df
rodiol trovel ond requires o control rod
preservciivo e i l F l r r ¡ t t ' c ó r b ü r e i o trh";;;,
rough m o v e m e n io f l - 2 5 / 3 2 i n c h e s .T h e m i x l u r e
the iuei inle'..onenrn3 " .ÍcC,hrho
, l a

wtth ond c¡llow control requires o control rod movemeniof

i h e c l e o r r i n gf l u i d i r i , J ' ' . ¡ ; ¡R s p e o t t h i s o p e r c r-
o t o u t 1 . 5 / l ó i n c h e sT. h e c o n t r o ll e v e rh c s o
t i o n r . l n t i ic i l t h . e s i t : r r g ; o : j h c r s b e e n c o , r -
Z 5 r o E 0 d e g r e er - o C i otl¡ . o v e l .

Wosp ond Worp'Jr. l*oint*n"n." . ' '

.
Reissued
April l9ó2
I 3 - rI
fOfiS I R \ l i ü I
PfiIPRflRTIüil
-.qnuln
",7

Corburetor Instciiled

mountin!lpcd cover'
Detolli'rihe ccrrbu.retor
A - \v^v/¡^r "r ^l ' r' l"r R5 e ngines
from IL: eng'¡e *']n "" "-

i n s t o ltll ¡ ec c t ' o u r e r o rd o c t c rl;F i g u r e' 3 - 2 ? il s

p c l d 'n o g o s k b t
o n t h e c c r b u l . e t omr o u n t i n g
- - . . : . . .t . ^r ,,r ' fu, rr i¡n\ rh"' t\e- r t t h e s i x n u ' s .
r e q u l lr - ' i .u
(¡o
" i g u r e3 - 2 3 - l
l i n r t ' , t l :t i ' e c o r b u r e t o Ii F
't 's
^ ^ . 1 . ' - ^ :' n t : o h l e nr h c c i ' : - l ' : l c J lFigure

3-241' ;'
ln s'tall Corburelor

" fiEhten Nuts

¡3-2rii
13-22) Corburélor AdoPfer
WasP cnd WosP Jr' Mqinlenqnce
R e i s s u ^ cAi P r i l l 9 ó 2
 3-12
PfifPfifiRIIOt|
fOfistfilllcr
ft
f|}
[3.-25] Airscoop Adopter
i3-2ó1"' Lockwire Adapter
Airicoop Adcpter
Instoll the corburetor oir intoke screen
ossemblyusing o gosket on either side of
screenmountíng' flonge. Plocethe oirscoop
odopteroverthescreenond secure wiih wosh-
ersond screws[Figuré3-25]; thenlockwire
trilure3-261.
Mogneto Vibrotor qnd Ground Leods
Lightly coot thg mogneto qrou,nd spring
connectois with' oppropricrte Dr:w Cornirrg
Conrpoundii desired. Inserto connectorintá
Wosp ond Wcsp Jr,. Maintenonce
::r::1
:t::.
irrii
the groundterminolof eoch mogneto.Screw
the connectorcop onto the groundterminol
threodsond securewith the clip.
Propeller Governor (85 ond S3Hl.G)
[Figure 3-27 ond Figure 3-2gJ
When o propellergovernoris required,
eitherthe left or right verticolouxiliorydrive
:noybe usedto mounto 35 degreeongulorly
mountedconstontspeedcontrol.Oil under
pressureis piped from the moin oil screen
chomberto the governor.Returnoil fromthe
goverhor¡sdloined into the enginereor sec-
tion through the oil tonk vent connection.
Propellercontroloil is piped from the gov_
ernor io the engine front cose through on
externoltube. lnstollotíons collinglor the use
of o "Hydromotic" propellerwill useo feother-
ing pump ond o tronsfervolve ond cutout
swítch.Completeinstructions for the instollo_
tion of o propellergovernorore givenin the
servicemonuolissuedby the monufocturer of
the governor.(Reference HomiltonStondord
ServiceMonuol #1218.). Moke certoínfhot
enginedrive bevelgeor (pWA p/ N 2ó29)to
governordrive geor hos ot leost .002 inch
minimumbockloshwíth governorbevelgeor.
Propeller Governor (SgHt)
Moke certointhot screwplugs in the gov-
ernor bose ore instolledin the holesmorked
"B-8."
Enginesore now shippedwith o flight gos_
ket instolledon the governormountingpod
in ploce of the shippinggosket previously
used.A new governor pod shipping cover
plote,with itsdehydrotorplug [Figure g-2g1,
ore instolledin ploceof the shippingodopter
ond dehydrotor plug previouslyused. An
oddit¡onolflight goskerwill be found in ?he
monillo envelopeottochedto the propeller
shoft on new engines.Cleon the surfocesef
boihthe mountirigpod ond the governorbose,
ond be sureno íoreignporticlesremoinwhich
Revised Morch 1973
 :r'li1

3-l 3
fOfiSIR'lIII
PRIPflRflIIOtl

Propaller ln¡tsllqtion
lg-27l Schemqtic Diogrom of Governor for Hyd-romotic
SeeFigurePoge l-19'

\ -.o¡ir^rr !'EÉo coxt¡or

\ \

t^!t

'A
ri;i,""¿i;;!".
t (
t)
' . - '

lnstqllstion
Governoffor constsnt speed Propeller
l3-2Sl SchemoticDiogrom of
Worp ond'WcsP Jr' Msinlenonce
Revi¡ed Morch 1973
 3-r4
r0fisIRVttI
PRIPRfiflIIOfl

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ilfi
ilfi
$fi
iil
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l{,.

t{Í

[3-29.| Dehydrotor Plug [3-30] Securing Governor

m i g h t c o u s eo i l l e c r k o g eo r g e t i n i o t h e g o v - c y i i n d e ri n w h i c hr h e y o r e i n s t o l l e dT. h e v o l v e
e r n o r o n d f o u l t h e o p e r o t i n gm e c h o n i s m . is o checkvol',,eso constructedto ollow com-
I n s t o l lt h e g o V e r n o rm o u n t i n gp o d g o s k e t p l e l e s u c t i o nt l i r o u g h t h e i n t o k e p i p e o n t h e
o n d t h e g o v e r n o ri n o c c o r d o n c ew i t h t h e o p - i n t o k e s t r o k eo n d t o . : i l o w e x p u l s i o no f o n y
p l i c o b l e m c l n u f c r c l u r e r es c' o m m e n d o t i o n s . e x c e s sf l u i d w i t h i nt h e c o m b u s t i o cnh o m b e ro n
t h e c o m p r e s s i osnt r o k e .S p o r k p l u g so r e t o b e
" i n s t o l l e d i n t h e b o l c r n c eo f t h e s p o r k p l u g
tl is essenfioion ol! governorinstof-
lotions lhof lhe governar mounting holes.
pod nuts be drown down evenly
[Figure 3-301, then tightenedfo S p o r k p l u g sond Sporkplug teod
lhe recommended torque. Exces- Connectors
síve tightening may couse disploce- Refer to P r e p o r o i i o n f o r I n s t o l l o t i o no f
ment of the gos/<efmateriol in lhe S p o r k pulg s ,R e p c i ro n d R ' e p l o c e m ecnht o p t e r .
vicinity of the mounling sluds, re-
suhíng in warpage of the governor
bose, subseguenfoil leakage, or
possib/e mounling stud loilure.

Depreservolion Volves

I n s t o l lo P V / A - S 1 2 4D e p r e s e r v o t i oVn o l v e
I F i g u r e 3 - 3 1 ] i n t h e l o w e r - m o sst p o r k p l u g
h o l e o f t h e f o l l o w i n gc y l i n d e r s 4; - 5 - 6 o n d 7 .
R e f e rt o l n i t i o lG r o u n d R u n ,i h i s c h o p t e r ,f o r
e n g i n e o p e r o t i n gi n s i r u c t i o nuss i n gd e p r e s e r -
v o t i o n v o l v e s . p W A - 5 12 4 D e p r e s e r v o t i o n
Vcl',,esore usr:fr,riin rernovil'r,-¡ fl,tid from the
ccmbtrstion c h a m b e ro n d ¡ n t o k ep i p e o f t h e [3-31] DepreservEtionVslve

Wcsp ond Wosp Jr. Maintenonce Reissued April l9ó2

 9t.rr,.ru:wtr{ql

iiitl
qESCRIgrIolI

Wh[e üe preoülngls in progre""'.|T"-P'

ilüu;;;iltln"t¡" oot't"t directionof rotettm
ProPeller ol oü in thc ]9wor
to preveotthe accu¡nuletlon oil
plug and.gasketmust ütr¿ ñt¡" ¿tst"t¡otton¡of.thc
The propcller shaft front :;iffi;"J install tlc
operal€d propeller i.i ü'"-¡"*itts". At completlon' andlocrrtre
u" ,"toi.á-U e t¡y¿rom"tic"tiyinstructionsJor t}ta
I t" ü-¡¡taued'- cómileteare given in the ;;ü ;iü a¡ñ-**rt"t in'ttre subp'
ñtilüi t" of üe propeller the Cug ia Positlon.
bv the rnanr¡fachrer of
;"#;;uar Siireá referred to before üe
the propeller an9-lnorfá'bc Prc-oülng tbc Enginc(OPBon¡tMethod)
pi"p"Uá" is installed' cyllndcr
Romovefrcnt row sprkplf8sr 9,ry,!.1P plug' Scrvlcc
*i J"i" bu lúnp
tnstallaüon of Engine rockcrbo¡ cov€r'
by m?Tl d a chaln oilta¡kwlthan"pp"o'.¿ouolappioprietewcigLt
Raise tbe engrnc carefully position (SBr183Lor leter).
hois;;; g'ti-r" ti" tnr-t" ani norrn-t-t3f
the oü appous
tl?"1'ttJ""r,. . Boit
ihe engine mount.to
li¡os to Turn enginewiü sterter *+,tr911o9ol onc (1)
¿ircraft. Attac! "¡¡-tuet, oú.,..-9 -t^115:t at top rocke" a roinimrl!¡
their connectlons. f*lp"túr" |s
instructions' refer
oi """"tfiy-to¿
ou-at"i* fróm üc sump' xlo not use
haridbook' C-o'n (3) ntnutc¡ at l tiD¡G
ü-t¡" lo."aJt manufactu¡er ¡tarter for more -.o th""a to
an ;iü;i Jio*ltte sdtlciant coollngp'rlod
Prior to insta[ing an englns.on engine preve¡t overbeltlng ol st¿rtrr'
;;;"ft, which tra¡ ttre nrevigul
t"tou"á becaugeof internal
faüure' gast¡t and
dtsasseurbly of Replecesumpplug, rockcrbox a¡rdriservicc oll
by suficient
lt"""t¿i"
tub€s' tbat the covor' lront ros tü;üpltc"'
;liiilJ aná oil cooi€r t¿fik,
tñtet is completely free of foreign
l' 000 rpm
material. Upon i¡Itlel st¡rt' do not cxcecd {f e
*tu" t" ñt"" á[ i]-pt'"tq: -'"11-".: unül oll
Pre-oüing üe Englne (10fF), a¡d do oo, J*tát¿ L.8qq¡P-
,"".o"i'dcC (14oF)' a¡rd-thcoü
th€ inüiel start temperaturt
Preoillng is required prior to eng¡ne ;;;JJ;üwithi¡ tlra normel opcratlng reng''
instdled
ot a net,- ni*ft ove"üoled, or p,rofÉr
storage, to.effiure
áaot"r"i'"¿ from Fuel and Oil Turk Servtclng
il;;üi;;;o" ¿t u"""ing-surraces and oüer
tanks with ths
moving Parts. Service the atrcreft fuel and oü in
proü=i'óáli-ór tuel ur¿ oil as specüted
lnto-thc enginc' sy$e Es'
To ensure a clea¡r florc of oü system' Specif lcatio* *o"" lubrtcatlon.
ur{ f-u9t
the
ustati a'SOotesU scrter in the nreoliug ú"" ultn serviccd' tryn
pusp to the oü pFessure i[J''ili.'iti-,-¡ in ordir to prlme the
ilni'.i ttre preoüinc oropeller ot", ,""Jál ti-i"
s"*ü il;:;d o".t¡" itip"r left side of ürc rear óu iines and the oil PtrnP'
drain plug' R¡mp
case. Removesn"-tiü surnppou¡d-s--perEquarc
at {5 to 65 i¡ th€
When gasolinc bas bccn stored tlnc lt
"iliit"-iliengine
;;ü;"*.rG-at e tenporayre. ol 60'^to70oC ai¡cr¿ft's t¿¡J¡s ¡or a period of
ot
(1{0. to 160'F) rrntrl approxinatel¡ o¡r¡=Saugn nay' by ."apot,ation or cont¿ml¡atton
tt'c ttii sump drain plug holc' eltcrsd
:i-tr;" ñ. siü tucl ccü Áasuctzsü' F
of conctüu:{:Fd b¡ncs
in PcrccnngeJ
s¡qrt¿ be dratned a¡¡d rcPlacco'

Wasp and WesP Jr. Malnteri¡¡tcc

Revised October 1916
3-ró
DtscfirPIt0fl
Pre-stsrling Inspection
B e f o r es t o r l i n go n e n g i n e f o r t h e f i r s l t i m e
o f t e r i n s t o l l o t i o n ,t h e f o l l o w i n g p r o c e d u r e
s h o l lb e o b s e r v e dC ' h e c kt h e m o g n e t og r o u n d
w i r e s f o r p r o p e r c o n n e c t i o n sD. e t e r m i n et h o t
the lerminol morked GRD on the ignition
s w i t c hi s c o n n e c t e dt o t h e o i r p l o n e s t r u c t u r e .
I n s p e c to l l m o u n t i n gb o l t s o n d n u l s o n b o t h
t h e e n g i n eo n d m o u n tt o d e t e r m i n et h o t t h e y
o r e t i g h t o n d p r o p e r l y l o c k e d . I n s p e c tt h e
p r o p e l l e rh u b f o r t i g h t n e s so n d p r o p e r l o c k -
ing. Inspectthe pressuregoges, tochometer,
t h e r m o m e t e ro n d t h e r m o c o u p l ef o r p r o p e r
c o n n e c t i o n I. n s p e c to l l f u e l , o i l o n d p r i m e r
l i n e so n d c o n n e c t i o nisn o c c o r d o n c ew i t h t h e
f u e l o n d o i l s y s t e md i o g r o m o n d t h e m o r k i n g
on the fuel volves. lnspectthrottle ond mix-
ture controls for proper connections ond
operote them to redeterminethot they func-
tion smoothlyover the entire operoting ronge.
O p e n f u e l v o l v e so n d o p e r o t eo u x i l i o r yp u m p
ond check lor fuel leoks. During this lotter
check. the mixture control must be in the
"IDLECUT-OFF"position.
Initiol Ground Run
lf protector cops hove not olreody been
i n s t o l l e d c, o p ( o r g r o u n d ) t h e l e o d s l o t h e
depreservotion volve cylinderswith sporkplug
terminolprotectorsbefore rototingthe engine.
M o t o r t h e e n g i n e t h r o u g h o m i n i m u mo f s i x
revolutions.Stort the engine in occordonce
with Storting' Instructions,Ground Checks
chopter,ond operote the engine ot 800 rpm
to 1000 rpm for opproximotely 30 seconds.
Replocethe depreservotionvolveswith spork-
plugs ond connect the leods. Restort the
engine.
lf lhe engine oil pressure does nof
begin lo rise immediotely ofler
engíne slorting, slop the engine
and delermine fhe cause.
Wosp ond Worp Jr. Mqinlenqnce
A f t e r s t o r t i n g ,r u n t h e e n g i n e s l o w l y ( ó 0 0 -
800 rpm) for one minuteond then ot 1000
r p m i n o r d e r 1 o o c c o m p l i s ho g r o d u o l w o r m -
u p . A f t e r t h e e n g i n eh o s b e e nw o r m e d u p o n d
i s f u n c t i o n i n gn o r m o l l y ,r u n i t o p p r o x i m o t e l y
) 0 0 0 r p m f o r o n e h o u r . T h e n i n c r e o s et h e
s p e e dt o 1 2 0 0 t o 1 4 0 0r p m f o r l 5 m i n u t e s .
During this run it may be necessory
to odjust the corbvrelor idling
speed ond mixture.
The initiol run-in should preferobly be
m o d e w i t h n o c o w l i n go v e r t h e e n g i n eo c c e s -
sory comportmentW . h e n p r o c t i c o b l e ,k e e p
the oircroftheoded into the wind during oll
g r o u n dr u n n i n g .
Do nof exceed 232"C (450 t) cyl-
inder heod lemperolure during
ground operolion.
Ground tests should be conducted rn oc-
cordonce with the instructionsunder Ground
Checks,
After the preceding operotion, stop the
e n g i n eo n d i n s p e c t h e e n t i r e i n s t o l l o t i o nR. e -
move the pressureond scovengeoil stroiner;
inspectond cleon.
Relerto ForeignMoteriol in the Oil System,
Periodic Inspectionchopter, if necessory.
Toke-ofr power ond speed used for new
ond newly overhouled engines should be
l ¡ m ¡ t e dt o t h e m i n i m u mp r o c t i c o b l ec o n s i s t e n t
with sofetyduring the first ten hoursof opero-
t i o n . L i k e w i s eh, i g h p o w e r c l ¡ m b s ,h i g h B M E P
l e o n m i x t u r ec r u i s i n g( h i g h m o n i f o l dp r e s s u r e )
o n d o v e r s p e e d i n gs h o u l d b e o v o i d e d d u r i n g
this period, except in coses of emergency.
Higher thon normol cylinder temperotures
moy be evident for the first severol hours of
o p e r o t i o nu n t i l r i n g so r e p r o p e r l ys e o t e d , . o n d
porticulorcore should be token io ensurethot
specifiedtemperotureond monifold pressure
l i m i t so r e n o t e x c e e d e d .
Revi¡ed Morch 1973
 4-l/4-2 t

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4. . . . ¡ . . . . . . . 0R0'lJflD
tr.
lli

i'
OF CONTENTS
TABTE
t"
Poge
;:. Subiecf
ili
4-3
jj, -
PrestortingInstructions
4-6
SlartingInsfructions'
4.7
Wcrm-UP

I
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Wosp ond WosP Jr. Mqinlenqnce

ReissuedAPril l9ó2
x
4-3
i;
i:

C||rH{
OROtlflDS

PRESTARTING
INSTRUCTIONS through the inlet volves ond intoke pipes.
With liquid in the combustionchom.ber,the
Generol o r i g i n o lc o m p r e s s i orno t i o w i l l b e r o i s e dc o u s -
ing extremely high pressuresto be produced
Before on engine is storted, the operotor
when the piston of o cylinder so offected is
should consult the oircroft monufocturer's
moved loword top center of the compression
h o n d b o o kf o r t h e o p p l i c o b l ec o n t r o lp o s i t i o n
stroke.Thesepressuresmoy be greot enoügh
checks ond specific ground operoting pro-
t o d o m o g e t h e c y l i n d e rh e o d , p i s t o n ,o r l i n k -
ceoures.
rod. In extreme instoncesthe piston moy octu:
o l l y " b o t t o m " o g o i n s tt h e l i q u i d .T h i sc o n d i t i o n
Pinion Beorings
i s k n o w n o s " h y d r o u l i c k i n g "t h e e n g i n e .
Reduction geor pinion beorings distress
D I R E C TC R A N K I N G S T A R T E R-S O n i n s t o l -
u s u o l l yr e s u l t sf r o m i n s u f r i c i e nl ui b r i c o t i o nd u r -
l o t i o n s i n c o r p o r o t i n gd i r e c t c r o n k i n g s t o r t e r s
i n g t h e s t o r t i n gp e r i e i . R o t o t et h e e n g i n ep r i o r
e q u i p p e d w i t h o s l i p p o g ec l u t c h ,m o t o r f h e
t o s t o r t t o o s s i s ti n p r e o i l i n gt h e s e b e o r i n g s .
e n g i n e t h r o u g h o m i n i m u mo f t e n b l o d e s f o r
T h i s i s p o r t i c u l o r l ye s s e n t i odl u r i n g s t o r t sf o l -
o two bloded propeller (fifteen blodes for o
lowing on oil dilutionshut down os the vis-
three bloded propeller) before storting. lt
cosity of the oil is lower, ond excessivedroin
lros been determined thot the collection of
off of lubricoting oil from the beoring oreos
d o r m o n t f u e l ¡ n t h e i n t o k ep i p e s w i l l b e s u b -
occurs.
stontiolly reduced by this procedurewh¡ch
r e n d e r s h y d r o u l i c k i n go f i h e e n g i n e h i g h l y
Hydroulicking
i m p r o b o b l e .l f s u f r l c i e nlti q u i d t o c o u s eo h y -
D u r i n gt h e p e ri o dos f i d l e n e ss,
re siduol
oil d r o u l i c l o c k ¡ s t r o p p e d w i t h i n o c y l i n d e r ,t h e
from the power sectionwill flow toword the s t o r t e rc l u t c hw i l l s l i po s t h e p ¡ s t o nl o c k so g o i n s t
lower cylinders, seep post the piston ond ihe liquid on the compression s t r o k e .I n t h i s
p i s t o n r i n g st h, e n o c ó u m u l o t ei n t h e l o w e r c o m - evenl, the engine will slow down or stop
b u s t i o nc h o m b e r s L i k e w i s e ,i f t h e e n g i n e i s obruprly without domoge. Disengoge the
overprimed,excessfuel will flow into the com- storter ond inspectthe cylindersfor the pres-
bustion chombers of the lower cylinders, e n c eo f l i q u i d .

ReissuedApril l9ó2 Wosp ond Wosp Jr. Mqinlenonce

 ct|ftt{s
0fi0lJllD
E L E C T R I C ADL R LYIVEN I N E R T IS AT A R T E R - S l/re breokercover from one mog-
O n i n s t o l l q t i o ni sn c o r p o r o t i n gi n e r t i ot y p e n e l o o n d l o c o f eN o . I / o b e s n t h e
s t o r t e rns o t e q u i p p e dw i t h o c l u t c hi,t i s e s p e - c a m .( T h e N o . j l o b e i s i d e n t i f i e d
c i o l l yi m p o r l o ntto p u l l t h e p r o p e l l etrh r o u g h by a ntochineddol odiocenf fo the
f o u ro r f i v ee n g i n er e v o l u t i o nbsy h o n db e fo r e lobe on the edge of the com',)Storl-
s i o r t i n gt h e e n g i n e I. n t h e c o s eo f o s u b m e r g e d ing with No. I lobe, count in lhe
i r r s i o l l o t i oonr i { t h e p r o p e l l e r c o n n o l b e direclionopposile com rotolion,lo
r e o c h e dt o b e p u l l e d t h r o u g h b y h o n d , t h i s ond includingthe lobe thol fhe con-
l u n c t i o nm u s lb e p e r f o r n r e db y " i n c h i n g "l h e loctf olloweris reslingon.(Thedirec'
e n g i n eo v e rw i t h t h e s t o r t e rW . h i l e p u l l i n gt h e tion of lhe cqm is indicofed by on
e n g i n et h r o u g ho r " i n c h i n g "w i t h i h e s t o r t e r , orrow on lhe cam). Apply this count
t h e o p e r o t o rm u s lb e o l e r t f o r o n y s i g n o f t h e fo the firíng order of ¡he engine;f or
p i s t o n b e i n g f o r c e d o g o i n s t u n u s u o l l yh i g h exomple,supposethe f ollower resls
compressioT n .h i sw i l l b e e v i d e n c e db y o s u d - on lhe fifth lobe of the com. The fír-
d e n r e s i s t o n cw e h e n b e i n g p u l l e d t h r o u g hb y ing order is l-3-5-7-9-2-4-ó-8,The
h o n d ,o r b y o s u d d e ns l o w i n gd o w n w h e n t h e lobe firing order is l-2-3-4'5'ó-7-8-
s t o r t e ri s e n g o g e d .l f t h i sc o n d i t i o ne x i s t so, n y 9. T herefore,cylinderNo, 9, the fifth
f u r t h e ro t l e m p i l o r o t o t e t h e c r o n k s h o f tw ¡ l l cylinder in the engine Íiring o¡der,
r e s u l ti n d o m o g et o t h e e n g i n e .D i s e n g o g e lhe confoinsliquid.
storterond inspectthe cylindersfor the pres-
e n c eo f l i q u i d .
'be
lf no evidence of liquid lock con de'
tected, the lock of the engine must be ottr¡-
INSPECTION OF CYLINDERS FOR HYDRAU-
buted to other couses.The cylinder respon-
L I C L O C K- R e m o v et h e f r o n t s p o r k p l u g si;n
sible for the lock should be "exomined
t h e c o s e o f v e r t i c o l i n s t o l l o t i o n sr ,e m o v et h e
t h o r o u g h l y f o r t h e p r e s e n c eo f m e c h o n i c o l
lower sporkplugs.lnspectfor the presenceof
interference,such os o dropped volve..In the
l u e l o r o ¡ l w h i c h c o u l d h o v e c o u s e dt h e l o c k .
l omoge in
e v e n t t h c t l o c o l i z e dm e c h o n i c o d
R e m o v eo n y l i q u i d f o u n d i n t h e c y l i n d e r so r
the cylinder is non-existent,further investigo-
t h e e x h o u s tp i p e s .L e o v et h e s p o r k p l u g so u t ,
t i o n o f t h e e n g i n es h o u l db e o c c o m p l i s h etdo
o n d ,w i t h t h e i E n i t i o n" O t t , " m o l o ri h e e n g i n e
d e t e r m i n et h e c o u s eo f t h e l o c k .
t h r o u g h ,c h e c k i n gt o s e e i f o d d i t i o n o l l i q u i d
is spewed out from the sporkplug holes.
When it is oscertoined thot the cylinders lf hydrouliclock occursofter the engine hos
o r e p u r g e do f o l l e x c e s s i v lei q u i d ,r e i n s t o ltlh e fired once or twice, or severe hydroulicking
s p o r k p l u g sm, o t o r t h e e n g i n ew i t h t h e s t o r t e r i s e v i d e n td u r i n g m o i o r i n go f i n s t o l l o t i o nisn -
ond if no stoppoge occursproceed with nor- corporoting electricolly driven inertio type
nrol stort orocedures. storters, remove oll cylinder suspected of
liquid lock ond inspectthe linkrodsfor distor-
tion. Ploceo stroighi edge olong the sidesof
locoling the cylinder confoining the linkrod in two plonesgiving poriiculor
Iiquid moy be desiroble in certain ottentionto the oreo in the vicinityof the link-
inslonces.This moy be quicklY and pin hole. Any distortionol the l¡nkrod, how-
occuralely done by performing lhe ever slight,is cousefor removolof the engine.
following check, Do not move fhe lf the l¡nkrodsore found to be free from dom-
propeller {rorn the poinf of which oga- irrspeciihe pistons,piL,tonpins, cylinders,
the lock wos encoutrfered.Remove cnd cylinder hold-down stucisthoroughly for

Wosp ond WosP Jr. Mqinfenr¡nce ReissuedApril l9ó2

 iT
'
I
I
¡ t ,. ,
l i
I i'.
li
i;:

:
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evidenceof ¡niury.Studdomogeis io be sus- Cowl Flops
pectedif, when o cylinderis being removed, thot the cowlflopsbe fully
It is essentiol
the hold-downnuisore foundto be loose.Re- o p e nd u r i n go l l g r o u n do p e r o t i o n .
{er to Cylinders, Pistons ond Pistonpins, Repoir
ond Replocemcnt Chopter, for inspection pro-
cedures.lf inspectionreveolsno obnormol Temperolurein excesso{ 204'C
, e e n g i n em o y b e r e o s s e m b l e d
c o n d i t i o n st h (400"F) may develop in fhe push-
ond considered sotisfoctory for furtherservice. rod cover glond nul, wilh subse-
quent deleriorolionoÍ the seoling
elemeni,and seyere oil leokoge
Personnel when ground run-up ís occom-
plished without utilizíngoll cooling
P e r s o n n es le r v i c i n tgh e o i r c r o f ts h o u l db e
oirflow meons.
c o u t i o n etdo s t o n dc l e q rw h e no s t o r ti s o n t i c i -
poted.
Oil Cooler
lgnition Switch Closeoil coolershutters lo ossistin heoting
ttotftt position t h eo i l d u r i n gt h ew o r m - u pp e r i o d .
The switchmustbe in the
ot oll times,exceptfor octuolstoriing.
Mixture Control

PropetlerConfrol The mixturecontrolshouldbe in the full

leonor idle cui-offpositionuntilsuchtime os
The propellercontrolfor HomiltonStond- requiredby the followingstortingprocedure.
o r d c o u n t e r w e i gphrt o p e l l e rw s i l l b e f o u n di n
the low rpm (high pitch)positionfromihe pre-
.
viousshut-down. This is to protectthe blode Fuel Supply
o p e r o t i n gc y l i n d e rf r o m d u s t o n d o l s o t o Thefuelsupplyvolveshouldnot be opened
e m p t yt h e o i l w i t h i nt h e c y l i n d e w r h ¡ c ho t h e r -
untilpreporotionfor stortingis mode.
w i s em i g h tc o n g e oiln c o l dw e o t h e rA. f t e rt h e
e n g i n ei s r u n n i n go n d o b t o i n i n go i l p . u r r r r " ,
t h e p r o p e l l ecr o n t r osl h o u l db e s h ¡ f t e dto high Throltle
rpm ( l o w p i t c h )S
. t o r t h ee n g i n ew i t ht h e c o n -
C o n s i s t e snt o r t i n gi s d e p e n d e nf io o g r e o t
t r o l i n l o w p i t c hi f c r h y d r o m o t i p c r o p e l l e ri s
extenton thecorrectpositioning of thethrottle.
inslolled.
W¡ththe floottype corburelorsuchos usedon
t h e W o s p J r . o n d W o s p s e r i e se n g i n e st,h e
Corburetor HeEt c o r b u r e t ofru r n i s h e{su e l t o f h e e n g i n eo n l y
when o deflnite Dressuredifferentiolexists
C o r b u r e t ohr e o ts h o u l db e i n t h e c o l d o o - betweenthe idle dischorgeond the fuelin the
s i t i o n( O F F ) . flootchomber.With too greoto throttleopen-
ing this differentiolbecomesinsufflcient to
producethe necessory flow for complete com-
CorbureforAir Filter
bustion,r.esulting, in oll probobility,in bock-
C o r b u r e t o ro i r f i l t e r ( w h e r e o p p l i c o b l e t firing. A throttle opening such os recom-
s h o u l d. b " ¡ o t h e u n f i l t e r e d( O F F ) . p o s i t i ot on mendedunder "StortingInstructions" should
p r e v e ndt o m o g et o t h e s ei n s t o l l o i i o ni ns c o s e p r o v i d et h e p r c p e r f u e l - o i rr o t i o t o o b t o i n
of bockfire. good stortingunder voriousconditions.

April l9ó2
Reis¡ued Wosp ond Wosp Jr. Mqinlenqnce
4-6
ct|tcl{s
0R0lJIl0
Priming INSTRUCTIONS
STARTING
G r o u n d o p e r o t i o no f o n e n g i n es h o u l dn o t
F o r f h e i n i t i o lf i r i n g c h o r g e n e e d e dt o s t o r t
be ottempted until the oircro{t hos first been
o n e n g i n e f, u e l m u s tb e s u p p l l e db y t h e p r i m - removed from the hongor' Preporing the
i n g s y s i e m .T h e c o r b u r e t o rw i l l n o t s u p p l y e n g i n e f o r f l i g h t w i l l i n c l u d es l o r t i n g ,w o r m -
f u e l w i t h o u to i r f l o w T h e p r i m i n gs y s t e mi n t r o - u p , g r o u n d c h e c k so n d , i n t h e c o s e o f n e w l y
d u c e so f o m i z e df u e l i n t o t h e o i r c o n t o i n e di n i n s t o l l e de n g i n e s ,c o m p l e t ei n s p e c t í o no f t h e
N o . l , 2 , 3 , B , o n d 9 c y l i n d e r sA.s l h e s t o r t e r i n s t o l l o t i o on f t e r t h e l i r s t r u n - u p .
t u r n sf h e e n g i n e t h r o u g h ,m o r e o i r i s i n t r o - F o r e n g i n e si n s t o l l e di n h e l i c o p t e r sv,o r i o u s
d u c e d i n i o t h e p r i m e d c y l i n d e r sc o u s i n gt h e c h o r o c t e r i s t i cpse c u l i o r t o t h e s e i n s t o l l o t i o n s
m i x t u r et o b e l e o n e do u t , b u t b e f o r et h e F / A m o y c h o n g es o m eo f t h e c o n d i t i o n so { o p e r o -
r o t i o r e o c h e st h e l o w e r l ¡ m ¡ to f c o m b u s t i o no, t i o n o s c o n t o i n e di n t h e s ei n s t r u c t i o n s .
s p o r kw i l l i g n i t el h e m i x t u r eo n d o s t o r t i s o c -
c o m p l i s h e dT. h e o c t u o l o m o u n t o f p r i m i n g Control Position Check
d e s i r o b l em u s tb e l e o r n e db y e x p e r i e n c eh, o w - Off
lgnition
e v e r ,l h e o p e r o t o rm o y e s t i m o t et h e r e q u i r e d Mixture F u l lR ¡ c ho r A u t o m o t i cR ich
o m o u n t b y o b s e r v i n gt h e f o l l o w i n g $ o $ e s : Propeller CounterweightType low -
F r e eA i r T e m p e r o t u r e( i e m p e r o t u r e of the oir
r p m ( h i g hP i t c h )
d r o w n i n t o t h e e n g i n e d u r i n g s t o r t i n g ) ,C o r - O t h e r C o n t r o l l o b l eT Y P e s
b u r e t o rA i r T e m p e r o t u r e( t e m p e r o t u r eo f t h e - high rpm (low pitch)
( s t i f f n e sosn d Cold (Off)
o i r i n t h e d u c t ) ,O i l T e m p e r o t u r e Corburetor
i e m p e r o t u r eo f t h e e n g i n e ) , C y l i n d e r H e o d F i l t e r e dA i r Unfiltered(Off)
T e m o e r o t u r (et h eo m o u n to f h e o t o v o i l o b l ei n C o w lF l o p s F u l lO p e n
the intoke portsto voporizethe prime)' Exces- Throttle H o r i z o n t oIln stollotions
s i v ep r i m i n gw i l l l o o d t h e c y l i n d e r so f o c o l d I / 1 0 t o 1/ 4 O p e n - S e if o r ó 0 0 R P m
e n g i n ew i t h r o w f u e l , m o k i n g t h e e n g i n ed i f -
Throttle Ve:'ticolInstollotions Closed
Oil Coole;'Shutters .Closed
ficult to stort. Excessivepriming olso hos o
tendencyto wosh the oil off the cylinderwolls goge reod-
l. Note the monifoldpressure
ond moy result in borrel scoring or piston ing beforestortingthe engineos o reference
seizure.lf the engine hos been overprimedit for the powerond mognetochecks.
is essentiolthot fresh oil be sproyed on the
of
2 . M o t o rt h e e n g i n et h r o u g ho m i n i m u m )-
c y l i n d e rw o l l s , t h r o u g h s p o r k p l u gh o l e s ,b e -
4 to 5 enginerevolutions. Do not bockup the
fore sforting.Core should be token io ensure
propelleros this moy forcefluid throughthe
completecircumferentiolcoverogeof the cyl-
intokevolvesond ollow for the possibility of
i n d e rw o l l so f N o . 1 , 2 , 3 , 8 , o n d 9 c y l i n d e r s .
fluid lockwhenengineis storted.Re{erto Hy-
Dry cylindersmoy be indicoted by o squeok- d r o u l i c k i n gf h
, i sc h o p t e r .
ing heord while the engine is being pulled
through by hond. Rustingof the piston rings 3 . F u e lS u p p l y- O n .
o n d c y l i n d e rw o l l s w i l l o c c u r i f t h e e n g i n e i s Do nol operole the throftle before
ollowed io stond for o doy or more ofter un- the engine sforls fo fire. The Íuel
successful ottemptsto storl' Underpriming is thus dischorged from fhe occel-
usuollyindicqtedby bockfiring of the engine eraling pumpmoy setlle in the air
through the intoke system with ottendonl inloke,wilh the possibilifyof colch-
hsTc¡rds.. When underpriming is sr soecled, ing lire si¡ouldfhe angine buckfire
o d d ¡ t ¡ o n opl r i m i n gs h o u l db e d o n e c o u i i o u s l y . ss il siorfs.

Wcsp ond WosP Jr' Moinlenonce Reis¡uedApril l9ó2

 tt|fH{s
0R0tJr|0
4. Auxiliory fuel pump- build up fuel 7 . i g n i t i o n- l f u s i n gi n e r i i os t o r t e r ,i g n i -
pressure.Not to exceed 3 psi. tion on Both; if usingdirectcronkingstorter,
ignitionOff, then switchto Both ofter one
Pressure in excess of 3 psi may revolulienof the cronkshoft.
flood the corburelor. 8 . E n g o g es t o r t e r( l f m o n u o l l yc o n t r o l l e d ,
closeboosterswitchsimultoneously).
9 . A f t e r e n g i n ef i r e s ,o d j u s te n g i n es p e e d
5 . E n e r g i z es t o r t e r( i f i n e r t i ot y p e ) .
to 500-ó00rpm wotchingfor oil pressure rise.
ó. Prime.
(o) Wosp Jr.engines lf oil pressuredoes nof regisferon
goge olmosl immediolely, SIOP
M o v e m i x t u r ec o n t r o lt o F u l lL e o no r
engiineond invesfigofe.
l d l eC u t - o f f .
'10.
Movepropellercontrolto high rpm (low
Move throttlebock ond forth ihrough pitch)for 2-positionond constontspeedpro-
iis full trovel,0-2 strokesfor o worm p e l l e r s( c o u n l e r w e i gthytp e ) .
e n g i n e , 3 - 4 s t r o k e sf o r o c o l d e n - 1l. Adiust ihe corburetorheot control lo
g i n e . R e t u r nm i x t u r ec o n i r o lt o F u l l m o i n t o i n3 2 " C ( 9 0 " F c) o r b u t e t oor i r t e m p e r o -
R i c ho r A u t o m o t i cR i c h . t ur e .
R o i s e{ u e l p r e s s u r et o 3 p s i m o m e n - 1 2 . A d i u s tl h r o t t l et o I 0 0 0 r p m f o r h o r i z o n -
torilY. tol instollotions or 200 to 300 rpm obovethe
r o t o r e n g o g e m e nrtp m ( o p p r o x i m o t e l1y5 0 0
(b) Wosp engines
r p m )f o r v e r t i c oiln s t o l l c t i , ¿ n s .
13. lf o stort is not effectedolmostimmedi-
The self-primíng feolure wh,ch uti-
otely,reprimeond repeotstortingprocedure.
lizes lhe occelerofing pump ior
priming is nof incorporoted in the lf lhe engine does nol stort ofler
NA-Y9El csrburetor. With this lwo or three ottempts,on invesfigo-
corburelor,depending on lhe air- fion should be mode lo oscerloin
crofl manufoclurer, a hond-oper- lhe couse.
oled plunger lype Primer PUnP or
WARM.UP
on eleclric solenoid volve priming
syslemmoy be used. Conlrol Po¡ition Check
M;xture F u l lR i c h
Corburetorheot To mointoin32oC
HAND OPERATEP D R I M E-RW h i l e m o i n t o i n -
(90"F)corburetoroir
i n g f u e l p r e s s u r et,u r n t h e p l u n g e r o f h o n d
temperolure
p r i m i n gp u m p t o l h e " O N " p o s i t i o n D . row the
. Filteredoir As needed
p l u n g e r o u t s l o w l y l o e n s u r el h o t t h e p u m p
Cowl flops, : Fullopen
c y l i n d e r f l l l s c o m p l e t e l y .F o r c e p l u n g e r i n
Oil cooley'shutters Closed
ropidly in order io otomizethe f uel effectively
Propeller Highrpm (low pitch)
o t i h e d i s c h o r g en o z z l e s .P r i m et h e r e q u i r e d
Throttle(Horizontol
n u m b e ro f s t r o k e s R . e t u r nt h e p r i m e r p l u n g e r
instollotions) 1000rpm
t o t h e " O t t " p o s i l i o no n d l o c k .
Throttle(Verticol
FLECTRIC PRIMER - K e e p m i x t u r ec o n t r o l i n instolloiions) 20Cto 300 rpm obove
, . { u l l , r i c hP, r i m eo s r e q u i ¡ e d ,i n t e r m i t t e n l l iyf rotorengogement rpm.
e n g i n e i s w o r m o r c o n t i n u o u s l yi f t h e e n g i n e ( A p p r o x i m o t e l y1 5 0 0
iscold. rpm')

ReissuedApril l9ó2 Wosp ond Wosp Jr. Mc¡intenonce

 -
#
4-8
t|'|tH{s
0fl0t.||1D
lli
111
t;
,t".
I
lgnition Sofety Check When lhe lesf is comPlefed, remove _ i.

1i
fhe sump droin Plug (front sumP
P e r f o r mt h i s c h e c kd u r i n g w o r m - u p .S w i i c h plug on Wosp Jr. 85 - reor sumP
ignitir:n from Both to Right ond bock to plvg on Wosp engines)to drain o{f
Both. Switch ignition from Bolh to Left ond oil discharged inlo the engine from
bock to Both. Switchignition to Off momen- fhe propeller.
torilyond bockto Both.

A s l i g h td r o p i n r p m w h e n o p e r o t i n go n
e o c h s e p o r o i e m o g n e t o ,o n d c o m p l e t ec u t -
t i n g o u t o t O f f p o s i t i o ni n d i c o l e sp r o p e r c o n -
n e c t i o no f t h e i g n i t i o n l e o d s s o t h o t h i g h e r
powers moy be sofelY imPosed.
The following lesfs musf be modá
wifh o minimum oil'inlel lemPero'
ture of ol leosf 40"C (104't) and
with fñe carburetor heal control in
lhe cold Posilion.
Propeller Governor Check
C h e c kp r o p e l l e rg o v e r n o ro c c o r d i n gt o t h e
p r o p e l l e rm o n u f o c t u r e r 'rse c o m m e n d o t i o n s '
Iesfing of the feolhering oclion of
the proPeller is nol recornmended
by the propeller monufoclurerwhen
the engine is inoPerotive; bul in
some insfollolionsfhis fest is possi'
bte. tÍ the feofhering swifch is held
on oller the propeller is complelely
unÍealhéred, high pressure oil will
be dischorged info fhe engine oil
syslemlhrough lhe ProPellerdome
pressure relief volve. Since there is
no engine oil Pressurein lhe Pres-
sure oil screen chomber when lhe
engine is inoperotive, pressurefrom
lhe f eolhering pump ogoinsl the lop
oÍ pressure oil screen ossemblY,
moY caute lhe screen lo colloPse'
Therefore,if fealhering ocfíon of o
h'¡dromatic propeller ir tesled, re'
move ihe pressure oil screen from
tfie engine before the tesi is mode.
Power Check (Horizoniol Instollotions)
O p e n t h e t h r o t t l eu n t i l t h e m o n i i o l d p r e s -
sure is equol to the field borometricpressure
( i n d i c o t e d b y t h e m o n i f o l d p r e s s u r eg o g e
r e o d i n g b e f o r et h e e n g i n e i s s t o r t e d ) .
T h e r p m o b t o i n e ds h o u l db e o p p r o x i m o t e l y
2 O O 0r p m , d e p e n d i n go n t h e l o w p i t c hs e t t i n g
of the propellerW . h e n t h e r p m i s o n c ee s t o b -
l ¡ s h e df o r t h e i n s t o l l o t i o nv,o r i o t i o ni n o l t i t u d e
o f v o r i o u sf i e l d sw i l l n o t c h o n g et h e r p m t h o t
w i l l r e s u l tw h e n o p e n i n g t h e t h r o t t l e t o t h e
m o n i f o l dp r e s s u r e q u o l t o t h e f l e l d b o r o m e t -
ric pressure.
l f t h e o p p r o x i m o t ec h e c k r p m c o n n o t b e
o b t o ¡ n e dw h e n o p e n i n g t h e t h r o t t l e t o t h e
p r o p e r m o n i f o l d p r e s s u r et,h e e n g i n e i s n o t
deliveringthe cor,rectpower, ond on investi'
g o t i o ns h o u l db e m o d e t o d e t e r m i n et h e c o u s e
or proper
f o r t h i si m p r o p e re n g i n ef u n c t i o n i n E
piichsetting.
Mogneto Checks (Horizontql Instollotions)
M o k e m o g n e t o c h e c k so t m o n i f o l d p r e s -
s u r ee q u o lt o f i e l d b o r o m e t r i cp r e s s u r eS. w i t c h
ignitionf rom Both ro Right ond bock to Both.
Switchignition from Both to left ond bock to
Both. Normol drop-off in either position is
50 to 75 rpm. Moximum drop-off in either
p o s i t i o ns h o u l d n o t e x c e e d 1 0 0 r p m . M o x i -
mum difierencein drop-off betvveenpositions
s h o u l dn o t e x c e e d4 0 r P m .
When Wosp mognelosore checked
of the pov/er recommended obove,
fhe drop-cff an lhe righl nagneio
moy be os high os 150 rPrn.l{ this

Wosp ond WosP Jr' fvlointenr¡nce Rei¡¡ued April l9ó2

 4-9
ct|tcl{s
:--"--¡'

üfi0lJl1il .4) J
L./ uv"

i s f h e c o s e , r e c h e c k¡ h e m o g n e l o s Desired oil lemperolureof oll con-

qt 2200 rpm. At this higher Power/ f igurotionsis (60' to 70^C) | 40' to
if lhe drop-off on the right mog' ¡ 58"F.
nelo, os we// os on fhe left mognelo,
is less than 100 rpm ond the differ'
Desiredoil pressureol Field Boro-
ence in drop belween right qnd
melric óO'C (140' F) oil lem-
left is not ¡nore lhan 40 rPm, the
perolure,is 75 to 85 Psi'
check moy be occePfedos sofisfoc-
lory. Advancing the sPork (chang-
ing the mognelo liming) lo correcl Oil TemperqtureLimits
o high drop'off is definitelY nof O¡l Inlei
recommended.
Minimum f o rG r o u n dT e s t
o n dF l i q h t (40'C) 104"F
Mogneto Check (Verticol Insiollotions) rr,y'.r¡:rnrumfor Ground Test
With rotor engoged, set the moin-rotor ond F l i g ht ( 93"c) 199" F¿ '
p i t c h o n d t h r o t t l ec o r r t r otl o o b t o i n o p p r o x i - l

motely ?"--q9"0-rpm ond2O in. monifold pres-

FuelPressureLimits
S UT E .
Psi
S w i i c h i g n i t i o nf r o m B o t h t o R i g h t o n d Min. Mox.
b o c k t o B o t h . S w i t c hi g n i t i o nf r o m B o t h t o S l

Left ond bock to Both. Normol drop-off in l dl i n g 2

e i fh e r p o s i t i o ni s 7 5 t o 1 0 0 r p m . M o x i m u m A b o v el 2 O Or P m 4 6
'&

d r o p - o f ii n e i i h e rp o s i t i o ns h o u l dn o t e x c e e d
120.¿pr Moximumdifferencein drop-offbe-
t w e e np o s i t i o nssh o u l dn o t e x c e e d4 0 r p m . Cqrburetor ldling Mixture Strength Check
(450 to 500 rpm)

Instrument Reodings
C h e c ko i l p r e s s u r eo, i l t e m p e r o i u r ef ,u e l
p r e s s u roen d o t h e ri t e m so f m o n i f o l dp r e s s u r e
c r e s s u r ep,r o p e l l e r
e q u o lt o f i e l d b o r o m e t r i p
i n l o w p i t c h( h i g hr p m ) .
Cylinder Heod TemPerolure
D o n o t e x c e e d 2 3 2 ' c ( 4 5 0 " F )c y l i n d e r
h e o dt e m p e r o t u rdeu r i n gg r o u n do p e r o t i o n .
W h i l e o b s e r v i n g t h e t o c h o m e t e r ,s l o w l y
move the mixture control toword idle cut-
off or full leon while noting rpm chonge'
R e t u r nt h e m i x t u r ec o n t r o lt o f u l l r i c h b e f o r e
t h e e n g i n e d i e s . l f o m o m e n l o r yr i s e o f n o t
m o r e t h o n 2 0 r p m i s o b s e r v e db e l o r e n o r m o l
d r o p - o f f ,t h e n r i x t u r es t r e n g t hi s c o r r e c t 'l f o
g r e o t e r r i s ei n r p m i s n o t e d ,t h e m i x t u r ei s t o o
r i c h . l f n o r i s e i n r p m i s n o t e d , t h e m i x t u r ei s
too leon.

Oil Pressurelimifs For engines insfolled in helicopters,

Psi the throttle stop will be sef fo ollow
Min. Mqx. lhe engine fo idle al opproximotely
At idle rpm 10 850 rpm. Af fhis rPm, a PickuPoÍ
1 4 0 0t o 1 9 0 0 r p m JU nof more thon 100 rPm when |he
1 9 0 0t o 2 00 0rp m.,' 55 mixlure conlrol. is ploced in f ull
Z U U Ur P m ó0 90 Iean indicotes'?he proPe( mixlure'
At rotedioke-offipm 70 YU sfrengll'.

Wosp ond Wosp Jr, Mqinlenance

R e i s s u e dA p r i l | 9 ó 2
 q
4.'o cl|fcl{s
0R0lj[|D -
T l r i sc h e c ks h o u l db e m c ¡ d ei r rr e l o t i v e lsyt i l l 2 . l f H o m i l t o nS t o n d o r dc o u n t e r w e i gphrt o -
o i r o n d w i t h c y l i n c l ehr e o d t e m D e r o t u r eo st p e l l e ri s u s e d ,s h i f t p r o p e l l e cr o n t r o lt o
e , s t r o r r gw i n d
s t o b i l i z e di d l i n gf e n r p e r o t u r A L O Wr p m '
or obnorni.l cylinder ternperotures -
l":d 3- . M o v e m i x t u r ec o n t r o tl o l d l e c u t - o f i o r iI
o f i e c tt h e r ¡ : m c h o n g e .R e f e rt o C o r b u r e t o r ;F. u
; ' l l;L^e^o^n
l d l i n g A c l i u s t n r e nAtd, i u s t m e n icsh o p t e rf o r i
,pu.ifi. ociir-rstnrenl instructions 4. Whenenginestops,turn ignitionofi.

Check ofi'
5' Turnf uelselector
EngineEqulpmentor Accessories
Consultthe AirploneMonufocturerls Hond- A{ter stop¡ring,leove cowl flops wide open
'15
b o o kf o r i n s t r u c t i o n s . lor minutes.

Stopping lf ldle cur-off or f ull-leon does not stop

refer
lf o cold weotherstortis onticiputed, engine:
Extreme
to Oil D¡lution, WeotherMoinienoncu L Closethro'le.
chopter {or the dilutionprocedureto
specific
beused. 2 . T u r ni g n i t i o n
off'

1 l d l e u n t i l c y l i r r d e hr e o d t e m p e r o t u r ies 3 . S l o w l yo p e nt h r o t t l e .
l e s st h o n2 0 4 . C i 4 0 0 ' F i .l d l e 8 4 e n g i n e s
200to 300 rpm oboverotorengogement After stop,leovecowlflopswide open for oi
rpm. l e o s tl 5 m i n u l e s .

Wosp ond Wosp Jr. ftlqinlensnce Reis¡uedApril l9ó2

 ,ji:{t\lfrl il i .
: t : . . . .
: . '

5":li.l5-2

5.. ., . . ¡. . . . .[ff0ljBlts}|00ll[|0
tt|flPltfi
CONTENTs
Poge
Subjecl
5-3
TroubleshootingChort
5-3
Fqilure to Stort
5-4
Rough Running
5.5
low Power
5-5
lmproper Accelerotion
5-5
Engine StoPs
5-ó
ExcessiveCylinder Heod Temperolure
5-ó
Exomplesof Infrequent Problemsin Troubleshooting

!
j

t
l

$
i
.¡-

t
-!-

Wosp ond WosP Jr' Moinlenqnce

Rei¡¡ued APril l9ó2
-
G -

5.3

IROUBLISHOOIItlO
T h et o b u l o t i o nb e l o we n u m e r o t et hse g e n e r ocl o n d i t i o nwsh i c hm o y b e e n c o u n t e r esdu c ho s ;
, , l m p r o p el d
r l i n g , "o n d i sf u r t h e d
r i v i d e di n t ot h e p r o b o b l ec o u s ecso n t r i b u t i nt go s u c hc o n d i t i o n s '
C o r r e c t i voec t i o nt o b e t o k e ni s i n d i c o t e d i n i t o l i c sb e n e o t ht h e p r o b o b l ec o u s ee x c e p ti n c o s e s
w h e r et h e o c t i o nt o b e t o k e nl s o b v i o u so s ;o d l u s td, r y ,c l e o n l,u b r i c o t er ,e p l o C ee,t c '
T h ei t e m sl i s t e di nt h ec h o r to r ep r e s e n t ewdi t hc o n s i d e r d t i g o inv e nt o f r e q u e n coyf o c c u r r e n c e ,
e o s eo f o c c e s s i b i l o i t ny d c o m p l e x i toyf t h ec o r r e c t i voec t i o ni n d i c o t e d .

FAIIURETO START uel linesobstructed,

lgnition Corburetorcontrol linkogeout of od¡ust-

ment'
M o s t e sr w i t c hO F F . l

t elpressure'
n s u f r l c i e nf u
S p o r k p l u g i n o p e r o t i v eo n d t o m o i s t u r e
swirch
isnirion
Fourr'¡ "t*srrnenl
I:,J'::",:"" lii,ií',7,i;;i.
Moistureor oil in the mogneto and/or
I n t e r n o tl r o u b l ei n c o r b u r e i o r .
d r s tirb u t o r
*eploce corburelor'
w o t e r r n t h e j g n i t i o nh q r n e s s . ,,
D e f e c t i v ep r i m i n gs o l e n o i dv o l v e '
D e { e c t i v ei g n i t i o nb o o s t e r .

Co.necrronro cock¡:irgrounded. Cfieck Íor sticking.Reploceif neceisory.

ApplV confinuify fesl. opor in {uel system'

Remóve corburelór vent plug, energite

Fuef ond Induction Sysiem
boost pump until Íuel spvrrs:Írcm vent.
F u e ls u p p l yO F F . R e p l o c ep l u g . :

r m i x t u r et o o
t i x l u r ec o n t r o ls e t t i r r g
l n c o r r e cm L o c ko f f u e l o r w r o n g g r o d e o f f u e l '
leon
L u b r i c o t i o ns y s t e m
" n-d. -e l' r . i r ¡ r ec c n d ¡ t i o nP r o b o b l eb o c k f ri i n g
U
,:- O r l t o o c o l d r e s u l . t i nign i n s u f r i c i e rctrt o r : k i n g
Overorime onclilion. , c speed.

P r i r r e ri n o p e r o t i v e . U s ee n g i n e p r e h e o l .

dpril l9ó2
R e i s s u eA wosp ond wosp Jr' Moinlenonce
 5-4
IROt,BT[
$t|OOIIllO I
R O U G HR U N N I N G Engine

lgnition S t i c k i n go r b u r n e dv o l v e s .

sporkplugs.
Defective B r o k e nv o l v es p r i n g s .
Im p r o p e rv o l v ec l e q r o n c e s .
Dirtyor glozedbreokerpoints.
L o o s ei n t o k em o n i f o l d s
BreokerouÍ o{ odiustment.
D e f e c t i v ep u s h r o d s .
s p o r k p l u gdsu et o p r o l o n g e idd l i n g .
Fouled
Defectiverockeror rocker beorrng.
Moistureor oil in the mogneto ond/or
W o r n o r b r o k e np i s t o n r i n g sc,r o c k e dp i s t o n
distributor.
or cylinderb , u r n e d¡ t i s t o n .
W o t e ri n t h ei g n i t i o nh o r n e s s .
Reploce cy li nder ossembly.
l m p r o p em timing.
r ogneto B r o k e no r w o r n c o n rl o b e , s '
Foultymognetointernol
ly.
Reploce engine.
ignitionmonifold.
Defective B r o k e nt o p p e i r o l l e r ( s t .
sporkplugleodconnectors.
Defective Repfoce engine.
Mognetogroundto cockpitswitchconnec- v o l v eg u i d e s .
Defective
tionportiollygrounded,
Repfoce cylinder ossembly.
Apply continuily lest. Looseor broken engine mount llxtures.

Repoir or reploce os necessory.

Fuelond lnductionSystem
Looseor brokencylinderhold-downnuts.
Wronggrodeof fuel or contominoted
fuel.
Repoir or reploce.
of the fuel lines or
Portiol obsiructions
screens. Unevencompression.

lmpropermixturesettings. Perform compression check oñ warm éñ-

gine.
Corburetor leoking.
or connections
Criticolspeed.
system.
Air leoksin induction
llse dilferen|- RPM seltíng.
lnternoltroublein corburetor.
Propeller
Replocecá¡burelor.
Voporin fuelsyslem. Foultyoperotionof propellergovernor.
Propeller
blodeout of trock.
Remove csrbwetot vent plug and vent
syslem. Propeller
out of bqlonce.
Fuel{eed volve leokingor not operoting Propeller
shoftrun-outexcessive.
properly. P r o p e l l edro m o g e d .
lnspectand replaceos necessoty. Crosswind on propeller-ground
operotion.
lnsufficient fuel pressure.
or fluctuoting Loosepropellershoftnut.
Cheeftfuef boost pumps. Repfoceos nec- Rernove propelfer cnd checft engine
essofy. thrust beoríng nut {or correc}forque.

Wcrp ond ltorp Jr. Moinlanqnce Reis¡uedApril l9ó2

 5'5
IfiOUBLI [l0
s[|00ll
pistons
W o r no r s t i c k i n pg i s t o n r i n gcsr,o c k e d
tow PowER
or cylinders.
lgnition
ReplocecYlinderossembfY'
D e f e c t i v es P o r k P l u g s .
s n d c y l i n d e br o r r e l s '
S c o r e dp i s t o n o
ccn-
D e f e c t i v eo t d i r t y s p o r k p l u g l e o d
nectors. ReplocecYlinderossembfY'

D i r t y ,b u r n e do r p i t t e db r e o k e rp o i n t s ' Propeller
Mognetos not synchronizedor incorrectly I n c o r r e cbtl o d eo n g l e '
l i m e dt o e n g i n e .
M o l f u n c t i o n i nogf p r o p e l l egr o v e r n o r '
Defectivemqgneto or componenTs'
P r o p e l l egro v e r n oor d l u s t m e nr et q u i r e d '
/or dis-
M o i s t u r eo r o i l i n t h e m o g n e t oo n d instruc-
(Referto oircroft monufocturer's
tributor.
fi o n s )
W o t e r i n t h e i g n i t i o nh o r n e s s '
IMPROPERACCETERAIION

Fuelqnd Induction lgnition :

l c e o r o t h e r f o r e i g n m o l t e r i n i n d u c i i o ns y s - S e eR o u g hR u n n i n g .
tem.
F u e l s n dI n d u c t i o n
Wrong grodeof fuel.
l n c o r r e ci dt l eo d i u s i m e n t .
l n t e r n o cl o r b u r e t o tr r o u b l e s '
l n t e r n ocl o r b u r e t ot r o u b l e '

Reploce carburelor. Replocecorburelo¡.

y d i u s t e dc o r b u r e t o rc o n t r o ll i n k -
I n c o r r e c t lo o c c e l e r o t i nPgU m P '
FoultY
oge. in inducfionsystem'
Airleoksor restrictions
A i r l e o k so r r e s t r i c t i o n s . or fluctuotingfuel pressure'
Insufilcient
l n s u f i l c i e notf f l u c t u o t i n gi u e l p r e s s u r e ' Fuel feed volve leokingor not operoting
Fuelfeed volve leoking or not operoting proPerlY
proPerlY. od¡usledcorburetorlinkoge'
Incorrectly
C o r b u r e f o ro i r t e m p e q o t u r teo o h i g h ' Engine
Check carburelot heof'conlrol' S e eR o u g hR u n n i n g

ENGINE STOPS
Engine

Low comPression. lgnition

Moster:swiichor mognetoswitchinodver-
P erÍor m comPression checft'
.tentlYcut-off.
Worped or burned volves,pitted seots'
Shortin sYstem.
l m p r o p e rv o l v ec l e o r o n c e s ' Check oll wiring for security,breoks or
. volves
St¡ck¡ng . choiing.
Checkofl sYstemscomPonents'
B r o k e nv o l v es P r i n g s '
Wosp ond WasP Jr. Mqinlenonce
ReissuedAPril l9ó2
 J
5-6
IROtJBTI
sl|00ilfl0
Fuel snd Induction H i g h p o w e ro p e r o t i o n .
F u e l i n e so b s t r u c t e d . Restrictions
in exhoustsysterh,
M i x t u r ec o n t r o lm o v e dt o I D L EC U T - O F F Thermocouple
systemor indicotordefective.
V o p o r l o c ki n f u e l l ¡ n e s . Exceedino
g p e r o t i n gl i m i t s .
D e f e c t r vceo r b u r e t o r . lmproperuseof cowl flops.
Reploce ca¡burelor.

F o r e i g no b j e c ti n i n d u c t i o ns y s t e m . EXAMPTESOF INFREQUENTPROB.
TEMS IN TROUBTESHOOTING
Fuep
l u m pf o i l u r e .
T h e f o l l o w i n g i n s t r u m e nm
t i s r e o d i n gm
s oy
B r o k e nf u e l l i n e s .
be encounlered,

Engine o . H i g hc y l i n d e rh e o d t e m p e r o t u r ree o d i n g s
I n t e r n ofl o i l u r e . c o u l d b e c o u s e db y t h e i n s l r u m e nbt e i n g m i s -
m o t c h e dt o t h e t h e r m o c o u p l em o t e r i o lo r t o
Among lhose couses of internol en- t h e r e s i s t o n cbeu l b ,o r t h e t h e r m o c o u p lcei r c u i t
gine foilure ore ollemplsfo operole w i r e so r e t o o c l o s et o t h e e x h o u s tp i p i n g o n d
ffre engine wilh no oil in the oíl o r e b u r n e d ,o r t h e t h e r m o c o u p l em o t e r i o li s
syslem. n o t c o n t i n u o utsh r o u g ht h e f i t t i n g s .
Suddenstoppogedue to propellercontoct-
i n g o s o l i do b i e c t . b. A de{ectiveoil pressuregoge tronsmitter
o r i n d i c o t o rw o u l d g i v e i n c o r r e c th, i g h o r l o w
Reploceengine. pressurereodings. Low oil inlet temperoture
c o u s e db y f o i l u r eo f t h e o i l c o o l e r ,o r m o l f u n c -
t i o n o f t h e r e l i e fv o l v e ,w i l l c o u s eh i g h p r e s s u r e
EXCESSIVE
CYTINDER
HEAD r e o d i n g s .L o w o i l p r e s s u r er e o d i n g sm o y b e
TEMPERATURE couseciby useof incorrectgrode of oil, exces-
lgnition s i v e l yd i l u i e do i l , o i l t o o h o t ,o i l l e o k so r i n s u f i i -
c i e n tq u o n l i t yo f o i l .
M o g n e t oi n c o r r e c ttliym e dt o e n g i n e .
F u e l o n dI n d u c t i o n c . E n g i n e st h o t h o v e b e e n r u n - u p p r i o r t o
toke-ofrond hove checkedout normolly,moy
Mixturetoo leqn. becomerough during toke-ofi run or iustofter
W r o n gg r o d eo f f u e l . b e c o m i n go i r b o r n e .A c h e c kf o r t h e f o l l o w i n g
c o n d i t i o n s h o u l db e m o d e ,
Air leoksin induction
system.
I . F o u l e ds p o r k p l u g s
H i g hc o r b u r e t oi n
r l e to i r t e m p e r o t u r e .
2 . B r o k e nv o l v es p r i n g s .
Engine 3 . S t i c k i n gv o l v e s .
Restriciions
in coolingoir flow. /'l
a F u efl e e dv o l v em o l fu n c t i o n .
Domogedboffles. q
C or b u r e t om
r ol fu n c t i o n .
DcmogedcoolinEfins.
d . O i l f o o n r i n go r : i s p e w i n gí r c r n t h eb r e o t h -
Inr:orrect
voiveoperotionor cleoronce. e r s i s u s u c , l joyt t r r b u f e dt o o n o v e r . f u l cl _ rt iql n k ;

Wospond WospJr. Msintenonce ReissuedApril t9ó2

 : 5'l I J'o m
tl0
sl|00ll
IROtJBLI
of the.enginedue*
e. Any suddenstoppoge
oil dilutionwhich hos
not been ol- án ob¡ect'shouldbe
excássive to lhe propellersttititg to pre-
fuel in oil system
[*"i t" boil-ofi; excessive reosonfor on enginechonge
suftjcient
volve'Mix'
oiidil'tionsolenoid of 'ub'"qu"ntengine foil-
il; iuoking clude'ony pos'iUiiity
will sometimes
i"l .'f, of Jifierentbronds ure.
i g'
.o-ur" excessive{oom n

WosP ond WosP Jr' Moinlenonce

Reis¡uedApril l9ó2
 6-r/5-2

Ct|flPTTR
6. . , . . . , ! , . flI},f
ü$TfI|tl|T$
TABIE OF CO!{TENTS

Poge
lgnition System ó.3
Vqlve CleoronceAdiurtment 6-7
FuelPre¡¡ureAdiurtmenl.. .........,....,.....,..
... ó.9
CsrburetorldlingAdiurtment,.,
......,.-... 6-9
Oil Pre¡¡ureAdiurtment ó.t0

Rei¡suedApril l9ó2 Worp ond Wotp Jr, Malntenonca

 ó.3

flDJtJSI|.tlIflIS
ilI
rli-
if

[Figureó-I ]
¡GNITIONSYSTEM W h e n t h i s i s d o n e ,t h e c l e o n i n go g e n t m u s t
be ollowedto completelyevoporotebefore
The mognetos seldom need ottention be-
plocingthe ossemblybock in service.After
t w e e n o v e r h o u l s .U n d e r n o r m o l c o n d i t i o n s ,
t h e o s s e m b lhyo st h o r o u g h ldy r i e d ,c h e c kt h e
the weor or burning oi the breoker poinfs
com followerfelt for the proper omounfof
ofisets the weor of the com follower. How-
t-
I oil by squeezingthe felt tightly betweenthe
i ever, o {oulty condenseror the presenceof
I t h u m bo n d f o r e f i n g e rl .f t h e f i n g e r sq r e m o i s -
oil or greose on the points moy couse exces-
tened with oil when this is done, the felt is
s i v e b u r n i n g o f t h e p o i n t s .L o c k o f l u b r i c o -
o d e q u o t e llyu b r i c o t eodn d N O m o r eo i l s h o u l d
tion moy leod to excessiveweor of the com
b e o p p l i e d .l f n o o i l i s l e f t o n t h e f i n g e r st,h e
f o l l o w e r .l f t h e w e o r o t o n e o f t h e s el o c o t i o n s
f o l l o w e fre l t i s t o o d r y o n d s h o u l db e o i l e do s
e x c e e d st h e w e o r o t t h e o t h e r o c h o n g e i n
f o l l o w sA, p p l y o n e d r o p o f S A EN o . ó 0 A i r -
s p o r k t i r n i n g w i l l r e s u l t .l f i g n i t i o n t r o u b l e
c r o f te n g i n eo i l t o t h eb o t t o mf e l tp o d ,o n do n e
o c c u r s ,e x o m i n e t h e s p o r k p l u g s ,l e o d s , o n d
d r o p t o t h e u p p e rf e l t p o d . A l l o wo t l e o s tl 5
c o n n e c t o r sl .f o m o g n e t oi s f o u n d t o b e m o l -
m i n u t efso r t h e f e l tt o o b s o r bt h e o i l ;t h e nb l o t
f u n c t i o n i n g r, e p l o c ei t w i t h o n e w o r r e c o n d i -
o f i o n y o c c e sos i l w i t h o c l e o nc l o t h 'R e i n s t o l l
t i o n e dm o g n e t o . in the mognetoond secureit with
theossembly
the two lockingscrews.The breoker points
Breoker Point lnspection IFigure 6-2)
mustnow be checkedfor proper odiustment
l f t h e b r e o k e r p o i n t s u r f o c e so r e l o u l e d (timino g n ds y n c h r o n i z i n g ) .
with oil or dirt, or ore burned excessively,
replocementof the complete breoker ossem- Whenínspecfingthe breokerpoinls,
b l y i s r e c o m m e n d e dl .n o n e i r e r g e n c y ,w h e n do nof roise the breoker main
n o r e p l o c e m e npt o r t s o r e o v o i l o b l e ,o f o u l e d spríng beyondo poinl giving | /16
c s s e m b l yc o n b e m a d e s e r v i c e q b l ef o r l e m - inch clearonce befween lhe poinls.
s p o r o D t u s e b y r e m o v i n gi t f r o m t h e m o g n e t o Any further lension on lhe sPríng
tht. I r.
T f . " o n d w o s h i n gt h e p o i n ts u r f o c e sc o r e f u l l yu s i n g willweoken it and adversely offecl
'1- '
o c e t o n e ,o r e q u i v o l e n to s o c l e o n i n g o g e n t . the performanceof the niognefo.
I

ReissuedApril l9ó2 Wosp ond Wosp Jr. Moinfenonce

64
flD,lt|SItI|tt|lS

PtLOf's vlEvf- WHEN TltE swtrcH ts oN R (RIGHT)

oF gwlrcH iie'ntcxÍ ü¡cñero ts FIRING THE
fRONT SPARX PLUGS.

LJ¡F;l¿I'J+d''
Y'i¡ IL.
3t'hÍh'J
ñEAR SPARK PLUGS

GROUNO -
@NN€CTION
LEFf MAC.
tLocl( ¡¡os.
RIOHf MAC..
¡LOCK l{o3.

STARfER
ET ¿ G A G I N G
SOLENOID

TO
H I G H T E N S I O N B O O S T E RC A E L É G O E S
DrsrRrgtJron)
@ (vrcxtro
IO
INDUCTION VIBRATOR CABLE GO€S
(*^cnero cnrvenvwrNDtHG)
@

'''"'iilñ'¿tirrcx F€AR sPARx PLUcs

átr-ixoen-rosbF
'' -" -iiiÑl Nos oF FnoNT sPAix
Étl'loen Plucs uexrroro)
¡cNrrroN MANrFoLD)

r¡Ac.&ocl( iio' I 2 3 .l!lcl7ltLl

cYLlNo€F XO. r t ?lel214lclt

/REAR MANITOLO
FNONT MANIFOLO

,^fi'i'I3i?"#t'ffi*'

iffilffifl#''Hrüs i?,fi]út}ii{$sü.

ló-l I lgnition System

Wosp ond WosP Jr. Mointenonce n":r'u"iiÁ¡tit$ez -

I
L
I
RDJt.|SItt|I11TS
I
iI
I
i s c r e wu n t i lt h e i n d i c o t o rl i g h t i u s tf l o s h e so n ,
II
16-2) BreokerPoint Conditions
BreokerPointAdlustment
D o n o t c h c r n g et h e o d j u s t m e n t o f t h e
b r e o k e rp o i n t su n l e s tsh e f o l l o w i n gc h e c ki n d i -
c o t e st h e n e c e s s i t y .
R e m o v eo n e s p o r k p l u gf r o m e o c h c y l i n d e r
o n d i n s t o l lP W A 3 2 5 2 V e n t P l u g si n t h e s p o r k -
p l u g h o l e s .T u r n t h e c r o n k s h o f t b
, y m e o n so f
t h e c o o l i n g f o n o r p r o p e l l e r ,u n t i l t h e p i s t o n
of No. ) cylinder is ot the top centerof its
compressionstroke.Rernovethe breoker com-
p o r l m e n tc o v e r so f t h e m o g n e t o .
A t t o c h t h e r e d w i r e s o f P W A - 2 4 1 7T i m i n g
i n d i c o t o rt o t h e b r e o k e rp o i n t so f t h e m o g n e r o
o n d g r o u n dt h e b l o c kw i r e t o t h e e n g i n e T . urn
t h e i g n i t i o ns w i t c hi n t h e c o c k p i tt o t h e " B o t h "
p o s rrfo n .
T r r r nt h e p r o p e l l e ri n h o r r z o n t o li n s t o l l o -
l i o n s o r t h e c o o l i n gf o n i n v e r t i c l l i n s t o l l o -
t i o n s o p p o s i i e t h e n o r m o l d i r e c t i o no f r o t o -
i i o n o p p r o x i m o t e l y9 0 d e g r e e s t; h e n t u r n i t i n
l h e n o r m o ld i r e c t i o nu n t i lt h e l i g h t so f t h e i n d i -
c o t o r j u s t f l o s h o n A s t h e I i g h t sf l o s h o n , i h e
c o m o f e o c h m c r g n e t os h o u l d b e j u s t b e g i n -
ning to open the breoker points,ond o
s t r o i g h re d g e s h o u l do l i g n w i r h i n I . ' 3 2 i n c h
o f t h e t i r n i n gm o r k so n t h e m o g n e l oh o u s i n g .
l f t i r e s t r o i g h te d g e i s n o r w i t h i n t h e l ' 3 2
i r r c ho l i g n m e n t o , d i u s tt h e b r e o k e r p o r n r so s
{ollows,
W r t h t h e m c r g n e t oc o m i n i t s p r o p e r p o s r -
, t r o n1 0 o p e n t h e b r e c , k e r
¡ t o i r r l s t h o t i s ,r v i i h
. ' l h e s t r o i g het d g ec l i g n e dw i t ht h et i m r n gm o r r
RevisedMoy l9óó
ó-5
on the mognetohousing,loosenthe contoct
brocketscrews.Turn the eccentricodiusting
i n d i c o t i n gt h o t t h e p o i n t s o r e o p e n í n g .
T i g h t e nt h e s c r e w s .
C h e c kt h e s e t l i n go f t h e p o ¡ n t sb y t ' r r n i n g
t h e c r o n k s h o f to p p r o x í m o t e l y9 0 d e g r e e s
o p p o s ¡ t teh e n o r m o ld i r e c t i o no f r o t o t i o n b, y
f u r n i n gt h e p r o p e l l e ri n h o r i z o n i o li n s t o l l o -
l i o n so r t h e c o o l i n gf o n i n v e r t i c oiln s t o l l o t i o n s
b o c k ,u n t i lt h e i n d i c o t o rl i g h t i u s tf l o s h e so n .
A t t h i sp o i n tt h e s t r o i g h et d g es h o u l dl i n e u p
w i t h i n 1 / 3 2 i n c ho f t h e t i m i n gm o r k so n t h e
m o g n e t o[ i u u s i r i gl.f t h e p o i n t sc o n n o t b e
o d i . u s t esdo t h o t t h e s t r o i g h te d g e w i l l o l i g n
\ , t 3 2 i n c h o f t h e i i m i n g m o r k s ,r e p l o c et h e
b r e o k e ro s s e m b l yT.u r nt h e i g n i t i o ns w i t c hi n
ihe cockpitto the "Ofr" position.Removethe
t i m i n gi n d i c o t o or n d s i r o i g h te d g e f r o m t h e
m o g n e t o .I n s t o l lt h e b r e o k e r c o m p c r t m e n t
Timing ond Synchron¡z¡ng
Mognetos
:whether
To determine t h e m o g n e t o so r e
p r o p e r l yt i m e d t o t h e e n g i n eo n d s y n c h r o -
n i z e d w i t h e o c h o t h e r , t h e f o l l o w i n gc h e c k
s h o u l db e m o d e .
R e m o vo e n e s p o r kp l u g f r o me o c hc y l i n d e r
o n d i n s t o lP l W A - 3 2 5 2V e n t P l u g sR . o t o t et h e
c r o n k s h obl ty m e o n so f t h ec o o l i n gf o n o r p r o -
p e l l e ru n t i lN o . I p i s t o ni so n t h eb e g i n n i nogf
t h ec o m p r e s s i so tnr o k et;h e ni n s t o lPl W A - 4 1 4 2
I n d i c o t o(rT i m eR i t e )i n t h e t o p o r f r o n ts p o r k -
p l u gh o l eo f N o i c y l i n d e rI F i g u r eó - 3 ] .
Use pivot orm "A" with hook end
vp f or Wosp Jr. engines.Usepivof
erm "A" wilh hook end down for I
Wosp engines.
A t t o c ht h e r e d w i r e so f P W A - 2 4 1 2I n d i c o -
t o r t o t h e b r e o k e rp o i n t so f t h e m o g n e t oosn d
g r o u n dt h eb l o c kw i r et o t h ee n g i n eA. l i g nr n e
c o p o f P W A - 4 1 4 2l n d i c o t osr o t l i e s l i d es l o t
l i n e su p w i l h t h e v e r t i c ool x i so f t h e c y l i n d e ¡
o n d t h e s c o l ei s o t t h e r i g h to f r h e s l o i p u s h "
Wosp cnd Wosp Jr. tvto¡¡{enonce
 o-ó
RüJtl$T|.llIilI$
t h e s i i d e p o i r r r e ru p : i o s et o t h e p ' ! o r ü i ' r- ln liming engines ihai crre not in-
in the n:r. stalled, fhe spork adYonce mork
I F i g u r e ó * 4 ] T u r nt h e c r o n k s h o { t 'beoring cover
m o l d i r e c t r o no f i o l o t i o n u n t i l t h e p i v r - ¡¡l r ¡ ¡: vnder f he f ñrust
p u s h e st h e s l i c j ep o i n t e r t o i t s f o r t h e s i ¡ ; c : i ' r r p l a l e , r o t h e rt h o n F W A - 4 1 4 2 l n d i -
9 0 d e g r e e; color, rnoy be used, Ihis requires
[ F i g u r eó * 5 ] T u r nt h e c r o n k s h o f t
opposite rotoliorrto return the pivot orrlr"ic' removing the thrusl i:eoring cover
t h e t o p o f t h e s l o i . A d ¡ u s tt h e p r o p e r e n q r r l i ? . plote ond the use oi PWA'85 Tim-
'J': ing Pointer for WosP Jr. engines,
s c o l e t R - 9 8 5o r R - 1 3 4 0 )s o t h o t t h e z e r r o
PWA-2474Timing P c i n i e rf o r S l H 2 ,
g r e e m o r k o r r t h e s c o i eo l i g n sw i t h t h e r e f e i .
53HI ond S3H2 WosP engines,
e n c em o r k o n l h e s l i d ep o i n t e rI F i g u r e ó - ó l
P W A - 5 3 5T i m i n gP o i n l e rf o r 5 3 HI G
M o v et h e s l i d ep o i n t e ru p t o o l i g nw r t i rt h e " 5
Wosp engines,fogelher with PWA-
d e g r e em a r k c n t h e s c o l eI F i g u r e ó * 7 ] T u i n
1 1 2 T u r n i n gB o r f o r W o s P J r . e n -
t h e c r o n k s h o i tu n t i l t h e p r v o t o r m ¡ u s t c ' : ' r t
g i n e s o r P W A - 1 5 5T u r n i n gB o r Í o r
f o c t st h e s l i d eI F i g u r eó . 8 ] , o t w h i c ht i m e t ' r e
Wosp engines,or FWA'2ó45 Turn'
l o w e r l i g h t i n P W A - 4 1 4 2I n d r c o t ofrl o s h e sr r r
ing Bor for S3HI G WosP engines.
T h e N o . 1 p i s t o n l s n o w 2 5 d e g r e e sb e f o r e
top center.

ló;al SlideClose ló- 51 Sl i dear

l ó - 3 1 I n d i c o t o ri n ForthestPoint
Sporkplug Hole to Pivot Arm

i ó - - ' 7 15 ! i d e o t tó--8j Pivot Arm

tó*él 0o Aligned C o n t o c t sS l i d e
with Slide 25u Mark
RevisedMorch l9:
W o s p . o n d W < r s PJ ¡ ' ' M o i n l e n o n c e
'l¡,,
I fl0JUSl|^tlft|rs
A t t h i s p o i n r r h e l t g h t so f P W A - 2 4 i 7 l n o ¡ .
I
I c o t o r s h o u l df l o s ho n s i m u l i o n e o u s l yi n, d i c o t -
i n g t h o t t h e p o i n t so r e i u s to p e n i n g .C h e c kt h e
o l i g r r m e notf t h e t i m i n gm o r k sw i t h o s t r o i g h t -
edge. This will give the correct "8" gap.
P e r m i s s i b lle¡ m i t so r e 1 1 3 2 i n c ho n e i t h e rs i d e
o f t h e t i m i n q m o r k s . A n o d j u s t m e ! n td, e s -
c r i b e d i n t h e { o l l o w i n gp o r o g r o p h ,w i l l b e
n e c e s s o r yi i t h e m o g n e t o so r e n o t s y n c h r o -
n i z e d . W h e n t h e p i s t o n i s 2 5 d e g r e e sb e f o r e
t o p c e n t e r ,t h e b r e o k e r p o i n l s s h o u l d b r e o k
s i m u l t o n e o u s il fy t h e s i r o i g h t e d g ej s j n c o r r e c l
r e l o t i o n s l r it po t h e t i m i n gm o r k s. l f t h e m o g -
n e t o so r e f o u n d l o b e p r o p e r l y s y n c h r o n i z e d
o{fer tlie r'¡bovecireckis mode, resiorethe en-
g i n e t o i i s c o n d i t i o np r i o r t o t h i s c h e c k .
l f t h e t í m i n go f o n e o r b o t h m o g n e t o st o t h e
e n g i n e i s i n c o r r e c t ,i t w i l l b e n e c e s s o r yt o
remove the bolts wh¡ch ottoch the incor-
r e c i l yi i m e d m o g n e t ot o i t s m o u n t i n gp o d o n d
m o v e t h e m o g n e f o o w o y s u f f i c i e n t l tyo t u r n
t h e r u b b e rd r i v ec o u p l i n gM . o k e s u r et h e p i s -
t o n o f N o I c y l i n d e r i s 2 5 d e g r e e sb e f o r e
t o p c e n t e r l f ¡ t i s d e s i r e dt o o d v o n c et h e t i m -
i n g ,t h e r u b b e rc o u p l i n gs h o u l db e t u r n e do n e
o r t w o n o t c h e si n o c o u n t e r c l o c k w i d seirection,
i h e m o g n e t o sr e i n s t o l l e di n p l o c e , o n d t h e
t i m i n g r e c h e c k e do s d e s c r i b e d o b o v e . T o
r e t o r dt h e t i m i n g ,t h e r u b b e rc o u p l i n gm u s tb e
t u r n e di n o c l o c k w i s d e i r e c t i o nB
. ecouse of the
f o c t t h o t t h e c o u p l i n gh o s | 9 n o t c h e so n o n e
s i d e o n d 2 0 n o t c h e so n t h e o t h e r s i d e ,o v e r v
f i n e o d j u s i m e n tc o n b e m o d e b y r o r o l i n g i t
o n e n o t c h l t i s i m p o r t o n tt h o t t h e r w o m o g _
n e t o sb e s y n c h r o n i z etdo b r e o k s i m u l t o n e o u s l y
o n d w i i h t h e s t r o i g h t e d g eo r r i m i n g i n d i c o r o r
i n c o r r e c t r e l o t i o n s h i pi o t h e m o r k s o n t h e
b r e o k e rh o u s i n g S . l i d et h e m o g n e t ob o c k i n t o
p o s i t i o n o n d i n s t o l l t h e b o l t s R e c h e c kr h e
m o g n e t o t i m i n g o n d s y n c h r o n i z o t i o nL. o c k -
wire the bolts.
VATVE CI.EARANCEADJUSTMENT
. GENERAL- Remove the rockerbox covers,
rockeiboxcover goskets,ond the front spork-
Rci¡¡ued April l9ó2
ó-7
.r
,¡
p l u g f r o m o l l o f t h e c y l i n d e r sT h ev o l v ec r e o r -
o n c e so r e o d i u s t e di n t h e e n g i n ef i r i n g o r d e r i
\ 1 - 3 - 5 . 79 . 2 - 4 - ó - B )
ADJUSTMENT
Wosp Jr.
o. lnstoll PWA-2537 Indicoror ftop deod
c e n t e r )i n t h e N o . I c y l i n d e r .R o t o t et h e c r o n k -
s h o f t i n t h e n o r m o l d i r e c t i o no f r o t o t i o nu n t i l
the No. 1 piston is ot top deod center of its
compressionstroke (both volves closed).
b . I n s e r t h e . 0 l 0 i n c hf e e l e i o l I ' v , v ' r , . 4 ó l b
Goge betweenthe volve stem ond the odjust-
i n g s c r e wo f t h e i n l e to n d e x h o u s vt o l v eo f N o .
i c y l i n d e r l.f o d i u s t m e nits r e q u i r e d ,l o o s e nt h e
o d j u s t i n gs c r e w l o c k n u t i h r e e o r f o u r r u r n s ;
t h e n u s i n g P W A - 4 1 5 2 D r i v e r ,s e t t h e o d ¡ u s t -
i n g s c r e ws o t h o t t h e r e i s o s l i g h td r o g o n t h e
f e e l e r .L o c kt h e o d i u s t i n gs c r e wi n t h i s p o s i t i o n
b y t i g h t e n i n gt h e l o c k n u t o t h e r e c o m m e n d e d
lorq ue.
c A d j u s t t h e c l e o r o n c e so f t h e v o l v e s i n
t h e r e m o i n i n gc y l i n d e r si n t h e s o m e m o n n e r
o n d ¡ n t h e e n g i n ef i r r n go r d e r s e q u e n c e .
W o s p - T h e W o s p s e r i e se n g i n e i n c o r p o r o t e s
o f l o o t i n gc o m o r r o n g e m e n tn e c e s s i t o t i ntgh e
u s e o f o " p o s i t i v em e t h o d " o f v o l v e o d ¡ u s t
m e n l t o e l i m i n o t ec o m f l o o t d ü r i n g o d j u s t i n g
o p e r o t i o n s .T o e n s u r et h o t o l l o f t h e v o r v e s
h o v e u n i f o r m c l e o r o n c e st,h e v o l v e so f e o c h
i r d r v i d u ocl y l r n d e m
r u s tb e o d i u s t e dw h i l et h e
c o m r e s t so s n e o r l y o s p o s s i b l eo g o i n s t t h e
c o m b e o r i n g o t t h o t c y l l n d e r T o p o s i t i o nt h e
c o m i n r t sd e s i r e dp o s i t i o nt h e f o l l o w i n g p r o -
c e d u r ei s r e c o m m e n d e d .
o. InstollPWA-2537 Indicoror rop deod
c e n t e r )i n t h e N o . I c y l i n d e r .R o t o t er h e c r o n k -
s h o f t ¡ n i h e n o r m o l d i r e c t i o no f r o f o t i o n u n t i l
t h e N o . 1 p i s t o ni s o t i o p d e o d c e n l e r o f i t s
exhouststroke
Wotp ond Wosp Jr. Mqintensncc
ó-8
RDJtlSI||.|IIITS
The volve odjusfmenfclearoncef or
b . U s i n gP W A - 4 5 5D e p r e s s o r sd ,e p r e s st h e
Wosp engines using sfeel Pushrod
N o . B r n l e t v o l v e o n d f ' ' l o .3 e x h o u s iv o l v e
t ' / o l v eA d i u s t - ossembliesis .035 inch' Thisdiffer'
r o c k e ro r m s o s r n d i c c r t eidn t h e
c l c " v l yr e l e o s et h e ence in vqlve setfing is to conPen-
i n g C h o r t I F i g u r eó - 9 1
sofe for the differencein thermal
depressed r o c k e ro r m : s i n ' r l ' t r n e o u s l y
exponsionof fhe diif erenl moleriols
Followfhe sequenceoui/ined in fhe in fhe pus/rrods.
Volve AdiustingChort with exlreme
core lo ensure thot f he f)roPer
lf or.jli-:slrne i sr r: e ' c,j l o o s e nt h e o d i u s t -
l < ritr.¿
volves ore dePressed'Ihe Yolves
¡rClsC:r.:,u io'.l,lr'r.rl tlrri;',:ar ic'-¡r turnslhen using
listedunder lhe DepressRockerorrn
i r ' . ^ v r. 4",^] 5 . ,D
1 s cgr e ws c
r i r e r ,5 e f l i t e c r d i r , r s t i n
columnwill be oPen due lo normctl
! h o ¡ t i ( j r e i s o s l r g ¡ idr 1 r o g o ' r l h e f e e l e r 'L o c k
com ocfion, ond ñoY be f ullY de'
by tiglrten
t l r e c r ci ,i - . r s l i sn cc r, e wi ; r t h i s ¡ ; o s r l i o n
pressedwilhoul the pushrod's folling
sockels'A i r r , l t l r i l o c k n r r t o t h e r € c o m m € ; n d etdo r q u e '
{ree f rom lheir rocker<rrm
Cher.i..crnclset llri: cieoronce of the No ó
pushrod moy loll free of its rocker-
e x l r c r , , lvsot l r , : i n f h e s o m em o n n e r '
orm sockef iÍ o volve in ils closed
posifionis f ullYdePressed'
c l . C h e c k a n d / c ' r o c i i u s t h e c l e o r o n c e so i
t h e v c r l i , e si n t h e r e m c r i n i n gc y l i n d e r si n t h e
c . l n s e r t h e . 0 4 0 i n c h f e e l e ro f P " N A ' 4 6 7 5
s o Í r e n r o r " r n eors d e s c r i b e do n d i n t h e s e -
Goge betweenthe No. 5 inlet volv¡'¡sterncrnd
c l r r t j r r ccer si n d i c o t e ¿; ¡ t ' r r eV o l v e C l e o r O n c e
t h e o d i u s t i n sg c r e wo n e n g i n e su s i n go i u n i r n u m
C n o r t F r q u r e6 - 9 .
o u s h r o do s s e m b l i e s .

Adiusr Volve
Set Pision ot ToP DepressRockerorms Cleoronces
Cenier of its Exhoust
Inlet Exhoust lnlet I Exhoust
Stroke I t _
A
R 3 5

I 5 ;
.t

3 1 I I

(
q
Y
;

a 9

4 2 6
A
+ I 2
ó

B ó 3 !l

Figureó*9' Volve AdiustingChort

Rei¡suedApril l9ó?
Wosp ond WosP J r . M o i n l e n o n c e
 RDJlJSTtt|I|'|IS
l_ INSPECTION
l o . T h e v o l v e o d j u s f i n gs c f e w s h o u l d p r o -
I
t r u d e o b o v e t h e l o c k n u to { t e r v c r l v ec l e o r o n c e
h o s b e e n o d ¡ u s t e dw i t h i nt h e f o l l o w i n gl i m i t s ,
Locknut Min. Msx.
P c r l N o . 9 2 9 4C l/B inch 1/4 inch
Port No. 9294"D
3/32 inch 7/32 inch
b , T h e r es h o u l db e o c l e o r o n c oe f n o t l e s s
lhon .031 rnch belweenthe oufer volve
s p r i n g w o s h e ro n d t h e r o c k e r o r mw i t h t h e
v o l v e c l o s e d l. { t h i s c l e o r o n c e i s I e s st h o n
. 0 3 1i n c ho r i f t h e v o l v eo d i u s t i nsqc r e wp r o -
f r u d e sm o r el h o nt h em o x i m u m o l l o w o b l lei m i t
o b o v ef h e l o c k n u t ,h ef l o t f o c eo f o n eo r b o i h
o f t h e p u s h r o d b o l l e n d s p o c e r sm o y b e
g r o u n d ;t h e s p o c e rm o y b e r e p l o c e dw i t h o
t h i n n e ro f l € ;o f t h e s p o c e rm o y b e e l i m i n o t e d
e n t i r e l y t o o b t o i n t h e d e s i r e dc r e o r o n c e .
N e i t h e rs p o c e rs h o u l db e l e s st h o n . O 5 Si n c h
t h i c k o f t e r g r i n d i n g .l f t h e v o l v e o d j u s r i n g
s c r e wp r o t r u s i oonb o v et h e l o c k n uits l e s st h o n
t h e o l l o w o b l el i m ¡ t o
, t h i c k esr p o c e sr h o u l db e
usedot one or both endsof the pushrod.Re-
f e r t o R e p o i r o n d R e p l o c e m e nct h o p t e r
f o r p r o c e d u r eosn b o l l e n dr e p l o c e m e n t .
C L E A R A N CCEH E C K- A f t e rs e i l i n go l l v o l v e
cleoronces, rototethe crunkshofttwo revolu-
i i o n si n t h e n o r m o ld i r e c t i o no f r o t o t i o no, n d
r e c h e c kt h e c l e o r o n c eo f e o c h v o l v e i n i h e
e n g i n ef i r i n go r d e r .
Wosp Jr. - Resetony volve cleoroncefound
below .010 inch. lt is noi necessory
to reset
c l e o r o n c egsr e o t e rt h o n . 0 1 0 i n c hu n l e s st h e
cleoronceis in excessof .02Sinch.
Wosp- Resetony volve cleoroncefound to
vory more thon .005 inch from the specified
cleoronce.
b U s i n g s e r v i c e o b l es p o r k p l u g
r e i n s t otlhl es p o r k p l u gosn d t i g h t e nt o
o m m e n d etdo r q u e .
FUEIPRESSURE
ADJUSTMENT
L q o s e nt h e o d j u s t i n gs c r e w l o c k n u to n t h e
f uel pump; then turn the odjusting screw
clockwiseto increoseor counterclockwiseto
d e c r e o s et h e f u e l p r e s s u r eA . s t h e l o c k n u ti s
b e i n g t i g h t e n e di i m o y c h o n g et h e o d i u s t m e n t
s o i t i s o d v i s o b l et o t o k e t h i s i n t o o c c o u n tw h e n
m o k i n g t h e o d j u s t m e n tA. f t e r t h e d e s i r e do d -
j u s t m e nht o s b e e n o b t o i n e d ,i i g h t e n o n d l o c k -
w i r e t h e o d i u s t i n gs c r e wl o c k n u t ,
CARBURETOR
IDTINGADJUSTMENT
Wheno corburetor
is oncesetfor proper
i d l i n g ,i r d o e s n o t o r d i n \ r i l y r e q u i r er e o d j u s t -
ment except to correct for wide voriotions in
o t m o s p h e r i c o n d i t i o n sA. n i d l i n g o d i u s t m e n t
which hos been sotislocfory should not be'
c h o n g e du n t i l o l l o t h e r p o s s i b l ec o u s e so f u n -
sotrsfoctoryidling hove been ¡nveltigoted.lf
it is necessoryto resetthe idle odiustment,or
w h e n o n e w o r r e p l o c e m e nct o r b u r e t o ri s i n _
stqlled, proceed in the following fi-ror"lnor:
S t o r t t h e e n g i n eo n d r u n i t 2 O et o 3 O Or p m
o b o v e t h e r o t o r e n g o g e m e n ir p m ( o p p r o x r -
m o t e l y 1 5 0 0 r p m ) f o r h e l i c o p t e ri n s t o l l o t i o n s
o r o t o p p r o x i m o t e l yl O 0 0 r p m f o r . c o n v e n _
t i o n o l i n s t o l l o t i o nusn t i l t h e o i l t e m p e r o t u r e
, ' e o c h e só 0 ' t o 7 0 ' C ( 1 4 0 ' t o I S B " F ) o n d
t h e c y l i n d e rh e o d t e m p e r o t u r e os r e n o r m o l .
R u nt h e e n g i n eu p t o 2 0 0 0 r p m o n d c h e c k
t h e s p o r k p l u g sb y o p e r o t i n g e o c h m o g n e t o,
s e p o r o t e l y .R e f e r t o m o g n e t o c h e c k s ( H o r i -
z o n t o l o r V e r t i c o l i n s t o l l o t i o n s ) ,G r o u n d
Checkschopter, for completemogneto check
i n s t r u c t i o n sl f. t h e d r o p - o f f i n r p m i s n o r m o l ,
p r o c e e dw i t h t h e i d l i n g o d i u s t m e n r .

INSTALLATION Slow down to closed throttle, opproxi-

m o t e l y 8 5 0 r p m f o r h e l i c o p t e ri n s t o l l o t i o n s
o. Usingnew rockerboxcovergoskets,in_ or 450 to 500 rpm for conventionolinstollo-
stoll the rockerboxcovers;ihen tighten the tions.Adjust tl"e throttle stop of the engine to
nutsto thé reconnmendedtoroue. i d l e o i o p p r o x i m o t e l yt h i sr p m .

Rci¡¡ucdApril t9ó2 Wosp ond Wosp Jr, Msinlenqnce

;

RDJtJSTtt|TfiIS
c y l i n d e rh e o d
slowly toword I t i s d e s i r o b l et o m q i n t o i n
M o v e t h e m r x t u r ec o r r t r o l opproximote the
Süo
o n d o b s e r v et h e t"rnp*otrru, whrch will
" F u l lL e o n "o r " l d l e C u t O f t " ' encounteredot
occurot o coolest stoble temperotures
r i s eo r f o l l l n r p m T h i ss h o u l d ' J fr " n r p m u n d e r t h e o t m o s p h e r i c
conditions
2 3 ¡o 3 4 of the quod- isbeing
ool"i.oot.xin'otely
"Full Rich" position p r " u á i l i n go t t h e t l m e t h e o d ¡ u s t m e n t
ront trovel írom the mode.
i d l i n g c r d i u s t m e ni si
R e o d i n s r r u m e r r t lsf . t h e
ior
o t o p p r o x i m o t e l yB 5 O r p m
' ""pl l".tof yp i usre t
'i h
o sr o t 4 5 0 t o 5 0 0 r p m of 20 rpm for
instcrllotion A n e n r i c h m e nnt o t i n e x c e s s
there will be n o t i n e x c e s so f
f o r c o n v e n t i o r r oi ln s t o l l o t r o n s ' c o n v e n t i o n oiln s t o l l o t i o nos r
rpm in the tormer is needed
o r r s en o t i n e x c e s so f 1 0 0 i ó O r . o * f o r h e l i c o p t e irn s t o l l o t i o n s
rpm in the lotter t h e e n g i n en o s o
c o s eo n d t r o t i r re x c e s so { 2 0 t o o i d i n c o l d s t o r t i n gw h e n
" F u l l L e o n "o r rich os
o s i h e c o n t r o li s m o v e dt o w o r d ;;;;t.t to bockflre crnd not to be
drop os worm operotion'
" l d l e C u t - O f i , "o n d o c o r r e s p o n d i n g t o f o u l s p o r k p l u g su n d e r
"FullRich'" f o u l p l u g so r i o
t h e c o n t r o l s m o v e db o c k t o T e n d e n c i e os f t h e e n g i n e t o
being
t o r c ho r e i n d i c o t i o nosf idle odiustment
whenthe mix- under very
l f t h e e n g i n er p m d e c r e o s e d t o o r i c h . T e n d e n c i e tso b o c k f l r e
toword "Full Leon" by richening
l u r e c o n t r o lw o s m o v e d .old ,tortlng con be ollevioted
i d l e m i x t u r eo d l u s t - beforestorting
o r " l i J l eC u t - O f i , "f u r n t h e the idle two or more notches
to the left is up to idling
ment lever one or two notches ond r"r"rr'ngofter rhe engine
t h e m i x t u r eo n d
l c o u n t e r c l o c k w i steo) r i c h e n temPerotures.
is
check the rpm when the -control
" n " r " toword the "Full Leon" or "ldle Cut-
r"o""a
twin borrel cqr-
O f i " p o s i t i o n .I n t h e c o s eo f ADJUSTMENT
OIt PRESSURE
the center to
buretors,turn the lever toword
rpm rise is
richen. Repeot until the correct moinoil pressure
R e m o v et h e c o p f r o m t h e
o b t oi n e d . s c r e wl o c k -
r e l i e f v o l v e L o o s e nt h e o d i u s t i n g
s c r e wc l , o c k w i s e
wos exces- nrt, thun turn the od¡usting
l f t h e i n c r e o s ei n e n g i n e r p m to decreose
lever to increoseor counterclockwise
s i v e , t u r n t h e i d l e m i x t u r eo d i u s t m e n t i s beingtight-
right (clockwise) t h e o i l p r e s s u r eA. s t h e l o c k n u t
o n " ' o , t w o n o t c h e st o t h e o d l u s t m e n st o i t i s
move the ened rt moy cnongethe
t o l e o n t h e m i x t u r e ;t h e n o g o i n o c c o u n tw h e n m o k -
"Full Leon" or "ldle o d v i s o b l et o t o k e t ñ i s ¡ n t o
m ' i x t u r ec o n t r o l t o w o r d t h e d e s i r e do d i u s t '
In the cose of i n g t h e o d l u s l m e n tA f t e r
Cut-Ofi" ond check the rpm' t l g h t e nt h e l o c k n u t '
l e v e r so w o y menthos been obtoined'
t w i n b o r r e l c o r b u r e t o r st 'u r n t h e ond lockwire'
r e i n s t o ltlh e r e l i e fv o l v e c o p '
f r o m t h e c e n t e ri o l e o n '

Reissued April l9(_

Wcsp o n d W o s P J r . M q i n f e n o n c e
 7.1/7.2

cl1flPTtfi
I Ir|sPtcil0r|
Ptfit00tc
TABTEOF CONTENTS

Subjecf Poge
PeriodicInspectionCheck 7-3
ForeignMsteriol in Oil System 7-11
Inspectionof ContominotedAircrqft.Oil
Sysfemsond Oil Coolers 7-12
Sporkplugsond leqds 7-r2

Rei¡suedApril l9ó2 Wosp ond Wosp Jr. Moinlenonce

 7.9

PfRt00tc
ItlSPfcil0.|1

Service inspectionond ossociotedrnointe- "A" represents o 50 hour inspectionperiod,

n o n c e i n c l u d e p e r i o d i c i n s p e c t i o n c, l e o n i n g , "8," 100 hour, "C," 2OOhour, ond ',D,,' thre
l u b r i c o t i n g o, d j u s t i n g ,o n d o l l m o i n t e n o n c e midpointperiod betweenoverhouls.Experi-
work ossociotew d i t h t h e r o u t i n ei n s p e c t i o n
of enceond the type ond conditions
of operofion
the engine. shouldestoblishon octuol hourly inspection
periodbreokdownsimilorto thot givenobove,
When on engine is new or hos iust been for eoch opeiotor. Any periodic inspection
o v e r h o u l e d ,i t s h o u l d b e g i v e n o t h o r o u g h shouldbe performedeochtímethe intervoles-
c h e c kn o l o t e r t h o n 3 0 h o u r so f t e r i t h o s b e e n toblishedfor thot inspection
hoselopsed.The
i n s t o l l e di n t h e o i r c r o f t .I n t h e f o l l o w i n gp e r i - ferm"lnspect"denotesvisuolinspectionunless
o d i c i n s p e c t i o ns c h e d u l e ,i t i s s u g g e s t e dt h o t otherwisenoted.

Reis¡ved April 1962 Wosp nnd Worp Jr. Mqinlenqnce

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R e i s s u e dA p r i l | 9 ó 2
Wosp ond Wosp Jr. Mqintenonce
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Wosp ond WcsP Jr' Mqintensnte t{

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Wosp ond WnsP Jr' Moinlenonce
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FOREIGN MATERIAI. IN THE OIt sYsTEM
Generol
R u b b e r - l i kpeo r t i c l e fso u n d i n t h e o i l s c r e e n
ore on indicotion o f d i s i n t e g r o t i nogi l s e o l so r
o f o u l t y o i l i ¡ n e O n o l l r e c i p r o c c t i , iegn g i n e s ,
t h e o i f s y s t e mh o s o n o i l s c r e e nb y - p o s sv o l v e .
T h i sv o l v e o p e n so t o n y t i m e t h e o i l s c r e e ni s
c l o g g e de n o u g ht o r e s t r i ctth e o i l f l o w , t h e r e b y
o l l o w i n gu n s c r e e n eodi l t o f l o w t h r o u o ho l l o i l
nñqqñ-Fc _n , , f,l -, , ee n g t n e ,
n o n y o f f l v e k i n d s ;s t e e l ,t i n , o l u m i n u m ,s i l v e r ,
F r e q u e n t l y ,c o r b o n t e n d s t o b r e o k l o o s e
f r o m t h e i n i e r i o ro f t h e e n g i n ei n l o r g e p i e c e s
w h i c h h o v e i h e o u t w o r do p p e o r o n c eo f m e t o l .
H o w e v e r ,c o r b o n c o n b e d i s t i n g u i s h e df r o m
m e t o l b y p l o c i n gt h e f o r e i g n m o t e r i o l o n o
f l o t m e t o l o b i e c to n d h i t t i n gi t w i t h o h o m m e r .
lf the moteriolis corbon, it will disintegrote
w h e n s t r u c k w i t h o h o m m e r ,w h e r e o s m e t o l
w i l l e i t h e rr e m o i ni n t o c to r c h o n g es h o p e ,d e -
p e n d r n go n t h e m o l l e o b i l i toy f t h e m e t o l .
Metql Porticles
M e t o l p o r t i c l e so n t h e e n g i n eo i l s c r e e n so r
o n t h e m o g n e t i cs u m pp l u g s o r e g e n e r o l l yo n
i n d i c o t i o no f p o r t i o l i n t e r n o lf o i l u r e o í t h e
e n g i n e . H o w e v e r ,d u e t o t h e c o n s t r u c t i o no f
o i r c r o f t o i l s y s t e m si,t i s p o s s i b l et h o t m e t o l
p o r t i c l e sm o y h o v e c o l l e c t e di n s l u d g e i n i h e
o i l s y s t e mo t t h e t i m eo f o p r e v i o u es n g i n ef o i l -
u r e ; c o ñ s e g u e n t l yt h, l s m u s t b e t o k e n i n l o o c _
c o u n t w h e n m e t o l p o r t i c l e so r e f o u n d i n t h e
e n g i n e o i l s c r e e n so r o n t h e m o g n e t i cs L r m p
p ru g s .
B e f o r e r e m o v i n go n e n g i n e f o r s u s p e c t e d
i n t e r n o lf o i l u r e o s i n d i c o l e db y f o r e i g n m o t e -
riol on ihe oil screeno s r o i l s u m p p l u g s ,c o l -
l e c to l l o b t o i n o b l em e t o lp o r t i c l e sf o r o n o l y s i s .
I n o r d e r t o c o l l e c tf l n e m e t o l p o r t i c l e s i, t m o y
b e n e c e s s o r tyo s t r o i nr h e o i l t h r o u g ho c l o t h
An oil sooked rog con very eosily
couse sponfcneouscornbusfionun-
'
lessp/oced in o tig:hrlyc/osed con.
laíner, such os o quort or pinl con
with o press-fitlid.
R e i s s u eA
d pril l9ó2
7.1I
T h es e r v i c e o b i l i toyl t h e e n g i n ew i l l d e p e n d
u p o n t h e q u o n t i t yo n d t h e f o r m o f t h e m e t o l .
G r o n u l o r m e t o l p o r t i c l e s ,i n o n y o m o u n l
g r e o t e r t h o n o l r o c e , r e q u i r eo v e r y c o r e f u l
i n s p e c t i o no f t h e e n g i n e , o s t h e p r e s e n c eo f
t h e s ep o r t i c l e si s u s u o l l yo n i n d i e o t i o ¡o f o n
i m p e n d i n gp o r t f o i l u r e .
ldentificsfion of Metql Porticles
M e t o l p o r t i c l e sf o u n d i n o n e n g i n em o y b e
o n d c o p p e r( o r b r o n z e ) .A v i s u o li n s p e c t i o o ns
t o c o l o ro n d h o r d n e s w s i l l o c c o s i o n o l l by e s u f -
f i c i e n tt o d e i e r m i n et h e k i n d o f m e i o l p r e s e n t .
W h e n v i s u o l i n s p e c t i o nd o e s n o t p o s i t i v e l y
i d e n t i f yt h e m e t o l , t h e k i n d o f m e t o l p r e s e n t
m o y b e d e t e r m i n e db y o f e w s i m p l et e s r sp e r -
formed wiih o permonentmognet, electric
s o l d e r i n gi r o n ,o n d o p p r o x i m o t e l yt w o o u n c e s
e o c h o f c o n c e n t r o t e dh y d r o c h l o r i c( m u r i o t i c )
o c i d o n d c o n c e n t r o t e dn i t r i c o c i d , o s f o l l o w s ,
Exercisecore in handling lhe ocids.
STEEL P A R T I C L E- S c o n b e i s o l o r e db y m e o n s
o f o p e r m o n e n tm o g n e t .T h e p r e s e n c eo f o n y
omount of steel porticles requires engine
removol.
T I N P A R T I C L E- S c o n b e i d e n r i f i e db y r h e i r
l o w m e l t i n gp o i n t T h es o l d e r i n gi r o n s h o u l db e
c l e o n e d ,h e o t e d t o o b o u r 2 6 . C S 0 0 F , . o n d
t i n n e d w i t h 5 0 - 5 0 s o l d e r r 5 0 9 , "l e o d - 5 0 9 ;
t i n ) . W i p e o f f t h e e x c e s ss o l d e r .A t i n p o r t i c l e
d r o p p e d o n t h e h e o t e di r o n w i l l m e l t o n d f u s e
w ; t h t h e s o l d e r E x e r c i s ec o r e t o o v o i d e x c e s s
o v e r h e o t i n go f t h e i r o n d u r i n g t h i s r e s r T h e
p r e s e n c eo f t i n r e q u i r e sn o o c t i c n s i n c et i n i s
u s e d o n l y i n p l o l i n g e n g r n e l r o r r s ,o n d i n
thicknesn s o t g r e o t e rt h o n ó 0 0 5 i , r c h .
A L U i \ 4 l N U MP A R T I C L E-S m o y b e i d e n i i f l e d
b y t h e i r r e o c t i o nw i t h h y d r o c h l o r i oc c i d .W h e n
o p o r t i c l eo f o l u m i n u mi s e m e r s e di n t o h y d r o -
c h l o r i c r m u r i o t i c lo c i d . i t w i l l " f u z z ' . 'w i t h o
r o p i d e m i s s i o no f b u b b l e s T h e p o r t i c l ew i l l
g r o d u o l l yd i s i n t e g r o toen d f o r m o b l o c k r e s i -
d u e t o l u m i n u mc h l o r r d e ' T h e p r e s e n c eo f
Wosp ond Wosp Jr. Msinlenqnce

liri
7-12
r|lsPIcll0tl
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o l u m i n u mf l o k e ss m o l l e rt h o n l / l ó i n c h x
3 / l ó i n c hd o e s n o l d e m o n d e n g i n e r e m o v o l ,
h o w e v e r ,i h e y m o y i n d i c o t eo p i s t o nf o i l u r e '
V i s u o l l yi n s p e ctth e c y l i n d e rb o r e st h r o u g ht h e
s p o r k p l u gh o l e s o n d c o m p r e s s i o n checkthe
e n g i n e i n e f i o r t t o l o c o t eo f o u l t y p i s t o n l f
o f o u l t y p i s t o ni s f o u n d , r e m o v et h e c y l i n d e r
o s s e m b l yc, o r e f u l l yi n s p e c t h e p i s t o no s s e m -
b l y , l i n k r o d ,o n d t h e c y l i n d e rb o r e f o r d o m -
oge lf the domoge is of on insignificont
o m o u n tt h o t t h e e n g i n e l s n o t c o n t o m i n o t e d
w i t h o l u m i n u mp o r t i c l e sr,e p l o c et h e c y l i n d e r
o s s e m b l yg, r o u n d c h e c kt h e e n g i n e ,o n d
then
r e i n s p e ctth e m o i n p r e s s u r e o i l s c r e e ns n j t h e
s u m p sf o r o d d i t i o n o lp r e s e n c eo f m e t o l p o r -
t i c l e s .l f n o m e t o l p o r t i c l e so r e f o u n d r e t u r n
t h e e n g i n et o s e r v i c eA. d d i t i o n o lc h e c k so f t h e
s c r e e no n d s u m p ss h o u l db e o c c o m p l i s h efdo r
o s h o r t p e r i o d f o l l o w i n go { o i l u r et o o s s u r e
thot the foilureis not recurring.
l f o i o n y t i m e o l u m i n u mp o r t i c l e sg r e o t e r
t h o n l / l ó i n c hx 3 ' l l ó i n c h o r e f o u n d i n t h e
s c r e e no r s u m p s o , f o i l u r e i s i n d i c o t e dt o t h e
e x t e n t t h o t s i g n i f i c o n td o m o g e o n d s u b s e -
q u e n i c o n t o m i n o i i o no f t h e e n g i n e h o s o c -
c u r e d r e q u i r i n gr e m o v o lo f t h e e n g i n e o s o
meosure.
precoutionorY
S I L V E RP A R T I C L E- S m o v b e i d e n t i f l e d b y
t h e i r r e o c t i o nw i t h n i t r i c o c i d ' W h e n o s i l v er
o g r t i c l ei s e m e r s e di n t o n i t r i co c i d , i t w i l l r e o c t
iáir.l"tslowly,producingo "whitish"fog in the
o c i d . S i l v e ri s ' u s e di n p l o t i n g f o r m o n n u m e r -
o u s p o r t s .S i n c es i l v e ri s q u i t e s o f t ,s o m es m o l l
flokeswill occosionollybe releoseddue to the
normol working of these ports. lf the síze of
t h e s i l v e rp o r t i c l e sd o e s n o t e x c e e dl ' l 1 ó i n c h
x 3 / 1 6 i n c h ,o n d t h e q u o n t i t yo f p o r t i c l e d s oes
noi exceed ten in number, no oction is re-
q u i r e d . H o w e v e r ,o s m o l l q u o n t i t y o f s i l v e r
f rom the mosterodbeoringswill moke o lorge
n u m b e r o f t i n y f l o k e s o s i t p o s s e st h r o u g h
r o l l e r b e o r i n g so r g e o r s w i t h i n l h g e n g i n e '
T h e r e f o r el,o r g e q u o n t i t i e so f s i l v e rf l o k e si n -
. d i c o t eo n e ' t c e : s i v leo : so f p l o t i n gm c l e r i o l 'o r
o m c s t e r c Cb e o r i n g{ o i l u r e ,r e q u i r i n gr e m o v o l
o f t h e E n g i n eo s o p r e c o u t i o n o r m
y eosure'
Wosp ond WosP Jr. Mqinfenqnce
..
COPPER OR BRONZE PARTICL- ES m oYbe
with n i tr i coc i d.
by theirr eoction
identified
W h e n o c o p p e ro r b r o n z ep o r t i c l ei s e m e r s e d
i n t o n i f r i co c i d i t w i l l r e o c t r o p i d l y , p r o d u c i n g
o b r i g h tg r e e nc l o u d T h e r e i s n o n e e d i n t h i s
i n s t o n c el o s e p o r o t e t h e c o P p e r { r o m t h e
b r o n z e .l f t h e s i z e o f t h e c o p p e r o r b r o n z e
p o r t i c l e sd o e s n o t e x c e e d 1 i l ó i n c h x 3 / 1 6
not
- i n c h ,c n d i h e q u o n i r t y o f p o r t i c l e sd o e s
e x c e e dt e n i n n u m b e r ,n o o c t i o n i s r e q u i r e d .
H o w e v e r c, o p p e ro r b r o n z ep o r t i c l e so f l o r g e r
s i z e ,o r i n q u o n fi t y , i n d i c o t ed i s i n t e g r o t i o o nf
o b u s h i n go r v o l v eg u i d e ,r e q u i r i n gr e m o v o o l f
l h e e n g i n eo s o p r e c o u t ¡ o n o r m
y eosure.
I N S P E C T I O NO F C O N T A M I N A T E D A I R .
AND OII COOIERS
OIt SYSTEMS
CRAFT
I n c o s eo f o n i n t e r n o le n g i n ef o i l u r e ,m e t o l
c h i p so n d f o r e i g n m o t e r i o lw i l l b e d e p o s i t e d
t h r o u g h o u tt h e o i r c r o f t o i l s y s t e m .l f t h e s e
contominoting m o t e r i o l so r e n o t r e m o v e db e -
f o r e t h e r e p l o c e m e net n g i n e i s i n s t o l l e d t, h e
l o t t e rw i l l p r o b o b l y b e d o m o g e d o n d o n i n '
f e r n o l f o i l u r e r e s u l l . E x p e r i e n c eh o s s h o w n
t h o f t h e o n l y s o t i s f o c t o r ym e t h o d o f c l e o n -
i n g t h e o i l s y s t e mi s t o d i s o s s e m b l e it suffl-
c i e n t l ys o t h o t o l l s u r f o c e sw h e r e c h i p s m o y
b e l o d g e d c o n b e c l e o n e d o n d v i s u o l l yi n -
s p e c t e dt o m o k e s u r et h o t t h e f o r e i g nm o i e r i o l
h o s b e e ne l i m i n o t e d I. n p o r t i c u l o r i,t i s r e c o m '
mended thot the oil cooler be removed to
p o s i t i v e l ye n s u r e t h o t o l l t u b e s o r e f r e e o f
m e t o l p o r t i c l e s ,o s i t h o s b e e n f o u n d t h o t
m e t h o d so f c l e o n i n gw h i c h i n v o l v er e v e r s eo r
o l t e r n o t ef l u s h i n g o c c o m p o n i e db y s h o k i n g
the oil cooler ore not sufricientlyeffective.
I n p r o p e l l e r s y s t e m su s i n g e n g i n e o i l , t h e
p r o p e l l e r ,t h e e n g i n e o i l t o n k , o n d o l l c o m '
p o n e n t ss h o u l db e t h o r o u g h l yc l e o n e do r r e '
ploced.
AND LEADS
SPARKPTUGS
Generql
A sporkpltrg i s f u n d o m e n t o lo l yn l y o n i n -
s u l o i o r .! t s f u n c i i o ni s t ' ¡ s u f l l c i e n i l,yn s r i l c t e
t h e c u r r e ng t e n e r o t e db y t h e n r o g n e t oo, r r d
ReissuedApril l9ó2-
t
IflsPtHt0Il
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t o o s s u r ed e l i v e r yo f e n o u g h e l e c t r i ce n e r g y
i o o v e r c o m et h e r e s i s t o n c eo t t h e s p o r k p l u g
g o p . A l l o t h e rc o n d i t i o n b s e i n g i c r e o ro, n e n -
g i n e w i l l p e r f o r mo n l y o s s o fi s f o c t o r i l oy s d o
t h e s p o r k p l u g sw h i c h o r e i n i t . T h e p r o p e r
h o n d l i n go n d i n s t o l l c t i o no f s p o r k p l u g sh o s
proven to be one of the most importcrnt
f o c t o r sc o n t r i b u t i n g
t o s m o o t he r r g i n ep e r f o r m -
o n c e b o t h o n t h e g r o u n do n d ¡ n f l i g h t
E x p e r i e n c eh o s s h o w nt h o t p r o p e r r e c o g n i -
t i o n o n d i d e n t i f i c o t i oonf s p o r k p l u gd i s c r e p _
o n c i e s o r e o f t h e u t m o s t i m p o r t o n c e ,s r n c e
s o m e o p p o r e n t l y f o u l t y s p o r k p l u g sr e q u i r e
c y l i n d e ro s s e m b l yr e p l o c e m e nw t hile others
r e q u i r e s u b s t i t u t i o nb y o s o t i s f o c t o r ys p o r k _
plug.
A s o r e s u l f o f i n o c c u r o t ed e s c r i p t i v et e r _
r n i n o l o g yo n d m i s i n t e r p r e t o t i o n
co , nsideroble
c o n fu s i o no t b o t h o v e r h o u lo n d m o i n t e n o n c e
o c t i v i t i e sh o s r e s u l t e di n r e m o v o lf r o m s e r v l c e
o f n u m e r o u ss o t i s f o c f o r ys p o r k p l u g s A . iso, in
s o m e c o s e s ,c y l r n d e ro s s e m b l i e sw h i c h h o v e
s u f f e r e d d i s t r e s sf r o m o v e r h e o t i n g o n o , . o r
d e t o n o t i o n h o v e b e e n m i s t o k e n l yc o n t i n u e d
i n s e r v i c el,e o d i n gf o m o r e s e r i o u sf o i l u r e .
I t i s t h e p u r p o s eo f t h ¡ s s e c t i o nt o d e f i n e
s e v e r o lb o s i cc o n d i t i o n sw h i c h m o y b e f o u n d
ond to moke opproplote recommendotions
f o r t h e o c t i o nt o b e t o k e n f o r e o c h . l t i s n o t
; : r r s . r r d et o
d d i s c u s so l l p o s s i b l ed i s c r e p o n c i e s
' , ^ r h i c nh r o y b e e n c o u n t e r e ds u c h o s c r o c k e d
r o s e c e f o m i c s, h i e l d i n gb o r r e l i n s u l o t i o fno i l -
u l e s , e t c . , o s f l r e y d o n o t i m p o s eo r e c o g n i -
l r c r r p r o b l e n ro r r d t h e o c t i o n t o b e t o k e n i s
c leclr.
S I t " E RR U NC U T O F F I N EW I R EE L E C T R O D E
T Y P ES P A R K P L U G - SW h e n o f i n e w i r e e l e c -
t r o d e t y l : e s ¡ ; o r k ¡ ; l uigs s u b ¡ e c t e ido p r e - i g n i -
t i o r ro r r dc l c t o n o t i o rl irt,e e x c e s s i vceo m b u s t i o n
t ¿ r r l r e r o l u r ne l c r yc o u s et l r e s i l v e rs p i n d l eo f
i h e c e n l ' e re' l e c t r o d et o f l o w t o w o r d t h e f i r i n g
. .c ' n c oi f t i , t e l e c to d e S r ¡ c r i g l ' l o b u l e so f s i l v e r
c.e ; r u s u c , l l ;f,o , . r r e do i o r n e o r ^t h e . i u n c t i o n
o f t l r e r r o s sc e r ' c ¡ r l roi cn d t h e c e n t e re l e c t r o d e .
R e i s s u eAdp r i l l 9 ó 2
7-t3
Silverrun-oufis ottended by other combus-
l i o n c h c r m b e rd i s t r e s so n d , t h e r e f o r e , i t i s
r e c o m m e n d e dt h o t t l r e o f t e c t e dc y l i n d e r sb e
reploced.
C O P P E R U N . O U TO F M A S . S I VEEL E C T R O D E .
T Y P ES P A R K P L U G- ST h i sd i f r i c u l t yi s u s u o l l y
t h e r e s u l to f p r e - i g n i t i o no n d d e t o n o t i o nw h e r e
b y o b n o r m o l l y h i g h c o n r b u s t i o rcr h o m b e r
t e m p e r o t u r e sc o u s e st h e c o p p e r c o r e o f t h e
c e n t e r e l e c t r o d eo s s e m b l yt o m e l t o n d f l o w .
l n m o s tc o s e st h e c o p p e r w i l l b r i d g e t h e e l e c -
t r o d eg o p , r e n d e r i n gt h e p l u g i n o p e r o t i v e ,
V i s u o l i n s p e c t i o no f t h e p l u g w i l l d i s c l o s e
c o p p e r l o s so n d c o r r c o v i t yo f t h e c e n t e re l e c -
t r o d e i f t h e p l u g i s s o d e s i g n e dt h o t t h e c o p -
p e r c o r e i s n o r m o l l y e x p o s e d .I n s p o r k p l u g s
w h i c h i n c o r p o r o t eo n i c k e l - s t e eclo p p e d c e n -
t e r e l e c t r o d e ,t h i s t y p e o f f o i l u r e i s c h o r o c -
i e r i z e d b y o m i n u t e p e r f o r o t i o no f t h e c o p
o n d t h e p r e s e n c eo f c o p p e r o u t s i d e o f t h e
s i e e lc o o .
W h e n t h e f o r e g o i n g i s e n c o u n t e r e do, t h e r
ottendont combustion chomber d¡filculties
h o v e b e e n r e g u l o r l y n o t e d . H e n c e ,r e p l o c e -
m e n i o f t h e o f f e c t e d c y l i n d e r o s s e m b l i e si s
recommended
C E N T E RE L E C T R O DCEO R EE R O S I O N_
S p o r k p l u g si n w h i c h t h e c o p p e r c o r e o f t h e
c e n t e re l e c t r o d ei s e x p o s e dt o c o m b u s t i o n will
e x h i b ¡ te r o s i o no f t h e s o f t c o p p e r . T h e c o n -
c o v i t y s e l d o m p r o g r e s s e sf o o d e p t h w h ¡ c h
s e r i o u s l yo f { e c t st h e s p o r k p l u gr o t i n g . E r o s i o n
t o o d e p t h o f 3 3 2 i n c h i s o c c e p t o b l e ,p r o -
v i d e d t h o t t h e s p o r k p l u g i s s o t i s f o c t o r yi n
o t h e r r e s p e c t sS. h o u l dt h e e r o s i o ne x c e e dt h e
f o r e g o i n gl i m i t ,r e p l o c et h e s p o r k p l u g .
I N T E R G R A N U L ACRO R R O S I O N - In the ini-
t i o l s t o g e s , i n t e r g r o n u l o rc o r r o s i o n o f l h e
c e n t e re l e c t r o d en i c k e lo l l o y s h e o t hi s d e t e c t -
o b l e b y l i n e c r c r o c k so f t h e s h e o t ho n d d ¡ o -
metric expcrnsionof the cenfer 'electrode.As
t h e . c o n d i t r o n p r o g r e s s e s t, h e s h e o t h m o y
crumble,leoving some of the copper core
Wosp ond Wosp Jr. Mqintenqnce
7-14
tt|sPtcTl0t|
PfRr0Dlc r l

pro-
t h e e n d o f t h e c e n t e re l e c t r o d e , ' s e l d o m
protrud¡ngbeyondthe sheoth.Thedeterioro-
tion will be more pronounced in cylinders trudingbeyond its normoldiometer.
which operoteot higher temperotures. This
I n t h e u s u o lq u o n t i t i e ss,u c hh e m i s p h e r i c o l
o b e o s p o r k p l ufgo u l to n d s u b '
i sc o n s i d e r et d scoleis of no consequence to normolspork-
stitulionof o sotisfoctory plug is required. p l u g o p e r o t i o nU . s u o lo b r o s i v ec l e o n i n go f
RL E C T R O T
C E N T EE - T h ef o r m o -
DIEPS C A L E t h e p l u g w i l l d e t o c ht h e f o r m q t i o nA. s o p r e -
tionof scoleon theendof thecentereleclrode c o u f i o ns, u c hp l u g sm o y b e c l e o n e dp r i o r t o
ossemblyhos been confusedot times,with reinstollotion, or they moy be reploced,No
copper run-out.The corbon-leodscole op- other correctiveor precoutionorymeosures
oeors os o bulbousformotionqttochedto need be undertoken

Wosp and.Wasp Jr. Mointenqnce

 CI|RPTIR
8. I''' flIPRIR
fl[|O
RffTRCI[flTllT
l
TABIE OF CONTENTS
Subject
.Poge
I
lockwiring 8.3
Repoirond Replocemenf 8.9

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Reis¡uedApril l9ó2 Wosp ond Worp Jr. Msinlenqncp
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lnr
8-3

NIPLRüI|"IIII]I
IRflrlD
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PRETIMINARYINFORMATION ;

T h e s ei n s t r u c t i o nos r e w r i t t e n w i t h t h e u n d e r s t o n d i n gt h o t o l l l o c k w i r e ,c o t t e r p i n s c, y l i n d e r
l l o n g e l o c k n u t sn, u t s ,w ó s h e r s ,b o l t s ,o n d s c r e w sw i l l b e r e m o v e d , w h e r en e c e s s o r yi n d i s o s s e m -
b l y p r o c e d u r e so n d t h o t n e w g o s k e t s ,r u b b e r o i l s e . o lr i n g s , p o c k i n g s ,l o c k w i r e ,o n d c o t t e r
p i n s w r l l b e u s e d o t o s s e m b l y .F i b r e i n s e r tn u t s m o y b e c o n t i n u e di n s e r v i c eo s l o n g o s t h e y
o r e f r e e f r o m m u t i l o t i o no n d p r o v i d eo n e f r e c t i v el o c k .

C o r e s h o u l d b e t c k e n t o p r e v e n t d i r t , d u s t , o n d o t h e r f o r e i g n m o t t e r f r o m e n t e r i n gt h e
l yn d d ¡ s o s s e r n b o
e n g i n ed u r i n g c r s s e r n b o . s e s u i t o b l ep l u g s o n d ' c o v e r i n g so v e r o l l
l yp e r o t i o n sU
:
o p e n i n g si n t h e e n g i n e .

W h e n i n s t o l l i n go c c e s s o r i et sh o t c ¡ r es e c u r e db y b o l t s ,i t i s o f t h e u t m o s ti m p o r t o n c et h o t l h e
i n s e r th o l e s i n t h e o c c e s s o r -ryn o u r r t i n gp o d b e t h o r o u g h l yc l e o n e d .B o l t st h o t o r e i n s t o l l e di n
r e c e s s etsh o i o r e c o n r c r n r , n o t ewdi t h o i l , g r e o s e ,p r e s e r v o t i v ec o m p o u n d s o , r o t h e r l i q u i d sc o n
p r o d u c eo h y d r o u l i cf o r c e v ¡ h i c hn l o y c o u s et h e i n s e r t h o l e t q be h y d r o u l i cked.

T o r q u er e c o n r r n e n d o t i c cn :sl ) r . ' , eionr t h e L I l r / 1 1c- ihSo p t e r -

W h e n o t h e ¡ e n g i r r e¡ l o r t s r n t e l f : r e w i t h t h e r e m o v o l o f o s i n g l e p o r t , t h e p r o c e d u r ef o r
r e n r o v i n gt h e n rc o n b e f c u n d u n d e rt h e i r i n d i v i d u o hl e o d r n g si n t h e l o l l o w i n gt e x t . F o r i n f o r m o t i o n
c ¡ b o u to t f i e r i n t e r f e r r n gp o r t s p e c u l i c r rt o t h e p o r i i c u l o r i n s t o l l o t i o n ,i h e o p p l i c o b l e o i r c r o f t
m o n u f o c t u r e r 'hso n C b o o ks h o u l d b e c o n s u l t e d ,

LOCKWIR¡NG
Generol IFigure 8--l ]
L o c k w i r i r r gi s t h e m o s t p c s i t i v en r e t h o do Í
s e c u r i n gi n ¡ : l o c et h e v o r i o u sb o l t s . n u t s ,c o p
I s c r e w s ;o n d s t u d s w h i c h h o l d t o g e t h e r t h e
p o r t s , o {o n s r r g r n eG . e r r e r o l l ys p e o k i n g ,l o c k
w i r r n g i s t h e t y i r r gt o g e t h e ro f t w o o r m o r e
p c r r t si n s u c h o m o n n e r t h o t t h e t e r r d e n c yo f
o n y o n e . p o t - t o l o o s e nw i l l o . u i o n r c ¡ t i c o lbl ye
e n c o u n t e r e db y t h e f i g h t e n i n g o f t h e w i r e .
Cotterpinsore usuolly ossociotedwitlr costle
nuls; l'rowever,if o costle nut is used on o
s t u d , o c o t t e r p i nw o u l d s e c u r et h e n u t t o t h e
stud, but would not prevent the stud lrom
b o c k i n g o u t o f t h e h o u s i n g .l n o c o s es u c ho s
t h i s , t h e l o c k w i r ew i l l o c t o s o c o t t e r p i n ,o n d
if the wire is then ottochedto on od¡ocertt
p o r f , i h e s t u d c l s o w i l l b e h e l d s e c u r e l yi r r
ploce.

April l9ó2 Wasp ond Wosp Jr. Mointenqnce

 !
r{r
t,f,
i l ,

Cttt|tt|l
: i

8'4 fitPLR
fl[|D
RtPfllfi
T E N DT O Neveroverforqueor loosenunilslo
L O C K W I RMEU S TA L W A Y S obtqin ProPer olignment oÍ the
T I GH T E-NT h ew i remu stb e i nstolled in such
onyten- holes.
o w o yth o ti t w i l l o l w o ysco u nter oct
dencYof the Pori to loosen' I t s h o u l db e p o s s i b l et o o l i g n t h e w i r i n g
r h e u n i t so r e t o r q u e dw i t h i nt h e
L O CK WIR MUE ST N E V EB REOVERSTRESSED h o l e sw h e n
specifiedlimits.However,if it is impossible
* Extremecore mustbe exercisedwhen twist-
to ensure thot wires ore t o o b t o i n o p r o p e r o l i g n m e not f t h e h o l e s
ing the wires together
to the w i t h o u te i t h e ro v e r o r u n d e rt o r q u i n g 'o n -
securely tightened but not stressed
w i l l b r e o k u n d e r o slight other unit shouldbe selectedwh¡chwill per-
point w h e r e t h e y
mit proper olignmentwithin the specified
lood.
t o r q u el i m i t s .
IN'
LOCKWIREMUST BE TIGHT WHEN STEP2 - Insertwire of the proPer goge
- This is mosi importont to prevent
STALLED
foilure' throughthe holewh¡chliesbetweenthe three
vibrotionwith resultont{otigueond ood th" six o'clockpositionon the bolt heod'
prevent the wire from rubbing
ond olso to
ogoinstsomeodiocentport,cousingweor'
Use stoinlesssfeel wire rolher thon
ENDSMUSTALWAYSBE BENT ploled sfeel or bross wíre' ff stoin'
LOCKWIRE
-
T O W A R DT H EE N G I N E T h i si s p r i m o r i l y
o lesssfeelwire is nof ovoiloble,zinc
possible coofedor bross wire mgY be used
sofety precoutionto guord ogoinst
in¡urito the hondsof the mechonics
working exlernallYbul never internallY'
olso imperotivethot the
,on the engine.lt is
to
port or portsto be lockwiredore torqued STEP3 - Grospthe left end of the wire with
ond the holes properly oligned oroundthe
specificotions the fingersond bend it clockwise
is mode to proceed with -
before ony ottempi heod of the bolt under the other end of the
the lockwiring. wire.Pullthe loopvery tight oroundthe heod
of the bolt w¡th the pliers' Grosp the wire -.
only ot the end in order not to mutiloteony
Lockwiring Procedures [Figure 8-2]
portionwh¡chis to be twisted'
purpose
Hex heodboltswill be usedfor the
of describ¡ng the followinggenerollockwiring STEP4 - Holdingihe wire ends oport ond
procedure: keepingthe loop tight oround the heod of -
soft¡ed to fhe flrst bolt, twist the wires in o clockwise
STEPI - Check the units to be directionto form o broid. Continuetwisting
moke sure thot they hove been correctly
properly the wires by hond toword the secondbolt --
torquedondthotthe wiringholesore
eoch other' When until the end of the broid is iust short of the
porition"d in relotion to
unit hole wh¡ch lies betweenthe nine ond the
there ore two units,the hole in the first
six twelveo'clockPosition.
should be between the three ond the
second
o'clockposition,ond the hole in the
STEP5 - Moke sure thot the loop oround
unit betweenthe nine ond twelve o'clock
the holesin this monner the heod of the first bolt is still tight ond in-
positions. Positioning
ploce;thengrospthe wiresin the iowsof the
ensures thot the wiring will hove o positive
the broio pliers:.:sibeyondrhe end of the brcrd' ond'
lockingefiecton the two units'since
pull on both rviththe broid held tout, twistin o clockwise-
will olwoysexert o tighteninE
directionuntil the broid is stiff'
units.
ReissuedApril Tv62
WosPond WosPJr' Mqinlenance
I T:i:! '.,4

*. ."{l'
8-5
fltlDfifpt"fii,ii{liflT
RfPflIR

Inrcrf fha uppermorl wirc,

which poinrr lowordt thc ¡cc-
ond bolt, through thc hola
Porifonthc holc¡ which lic¡ bctwccn ?he ninc
ond twclvc o'clock porition.
Grorp thc .nd of thc wirc vith
o poii of plicn ond pvll thc
virc tighl.

Inserl proper goge wire. To

dplermine lhe proper wire fo
be used in coniunction with o I'ring thc frcc cnd ol thc wir¡
porliculor tightening opero- oround lhc bolt hrod in o
lion refer to fhe correrpond- counfcrclockwi¡¡ diroclion ond
ingly designoted engine ports undcr thc cnd pfqtiud¡ñg Irom
cotolog or illuslroted porls thc bolt holc. Twi¡r thc wirr in
breokdown. tockwire which
o countcrcloclwir¡ dircctlon.
ir speciolly lreofed for 982oC
(¡8!0"F) opplicotions hor o
dork groy lo block color.

Grorp uppcr cnd of the wirc Grorp üo virr bryond tho

ond bcnd it oround thc hcod twirtcd porlion oñd t;i¡t lh.
ol thc bolt; then under fhc wirr cnd¡countrrclockwirun'
othcr cnd of fhc wirc. Bc curc r¡lr¡ghr.
wirc it tighi oround hcod.

During thr linol trrirting no-

Twirf wirc unf¡l w¡rr i! iurf fion ol thc plicn, bcnd thr wirr
¡hort of holc in thc ¡ccond down ond und.r fh. hrod ol
boh. thc boh.

Kccping wirc undcr l¿n¡ion

try¡tl ¡n o clockwir¿ dircction
Cut off c¡cc¡¡ wirc wilh diog'
until thc wirc ir tighr. Whcn
onol culfats.
tightcncd thc wirc ¡holl hov¡
opproximotcly 8-10 rurnt pcr
inch.

1..5251

,:',]
. l

. .
: a
.t''i' [8;l ] Lockwiringr.rocedures
62 R e i s s u e dA P r i i t.Yot .' ..:1 Wosp ond'Wosp Jr. Msinlenqnce
 '!

8-ó f tlDRIPLflCItt|ItlT
RIPflIR

txAilPtE I
ff
EXlliPtEl0
Hollow heod Plugs sholl be wired
os
tnilPtE ll
Correcl oPPlicotionof
Exomple 9 shows the method for inside lhe ringle wire to clolelY
wilh lhe lob bent
wirino bolts in differenf Plones'
shown
in- spocedmultiPlegrouP'
hoie to otoid snogs ond possible
N o l e - ? h o lw i r e s h o u l d o l w o Y s b e working on the
¡uiy ro Perlonnel t-jZ,tó
opplied 30 lhol tension i3 in
engine.
the tightening direction.

*
(Sheet l o f 3 )
t8-21 Bosic Lockwiring ExomPles
ReissuedApril t 9 d : #
Wosp ond WosP Jr. Moinlenonce *
i
 :;:iiiiilXtÍ,i¡iixirx,,:

fitPfllfl
flllDRtPt
flcttt|ttll 8-7

tIttPtE t2 tntPtt t3

Exomples| 2 & l3 ¡how merhod¡for oüoching

reod ¡cor fo prorcct <riticorodiurfmcnb.

tHtPU tf EXrtPtE
t5 [HI?U t¡

Exomplel,l show¡bolt wired to Exomplc ló ¡howccor¡ecl

E x o m p l e l 5 s h o w sc o r r e c f
o rightongle b¡ockctwirhthe method.lor.wiringthc coupling
meihod for wiring odjustoblc
wire wropped oround fhe brocket. nut on flexible linc to the
connecling rod.
stroightconn.ctorbrozed on
rigid tubc.

f -

tIAtPrt t7 tnrPu tt EIATPI.E

19 tutPt E 20 lntPtt 2r

Fittingtincorp_orofingwire lugs
-norholl be wiredo¡ ¡hown
in.Exomples l7 & 18.Where lockwirefrgl,
wi¡e.sfiould
be oppliedo¡ showni" Er;;pt;;i;'i'ZóOár-,¿"¿, S m o l l s i z ec o u p l i n g n u t ¡ s h o l l
cout¡onbeingexertedfo ensurethor *ire'il *irr, be wired by wropping the wrre
*ropfJ
lightlyoroundrhef irting, oround fhe nut ond inse¡ting
it through the hole: o¡ shown.

[8-2] Eosic lockwiring Exompfes(Sheer 2 of

3)
Reis¡uedApril l9ó2
Wqsp qnd
q 8-8
RIPflIfi
flllORfPLflCItt|Ir|I

ITAMPTI22 '
EXAMPLE

C o u p l i n g n u t s o t t o c h e d l o s l r o i g h l c o n n e c i o r ss h o l l b e w i r e d
os shown when hex is on integrol port of the conneclor.

uttPLt 24

Coupiing nuls on s lee sholl be wired

o s s h o w n o b o v e s o l h o l t e n s i o ni r
olwoy: in the tightening direcfion.

txAtPtt25

Stroight Conneclor
( B u l k h e o dT y p e )

il rPrt 27

Exompler26,27 & 28 ¡how the proper mcthod for wiring voriou¡

rtondord fittingswith checknuf wired indcpendantlyro thot
il nced nol be disturbedwhen rcmovingthe couplingnul.

18-21 Essic LockwiringExomples(Sheet3 of 3)

and Wq¡p Jr. Moin?ensnce Rei¡¡ued April 196-

I.;l,1t.'.r ñ.ñ^rñ arrrh ñal.rt ñn rfnrnT

fifPflIR RtPLffüI|f|f
flllD f]I
Twisting the braid in a clockwisedi REPAIR
AND REPTACTMENT
rectionhosfhe eÍfectof securíngfhe
loop down aroundfhe heod of ¡he Cowling
first bolt. The rigidiry of the stilf
broid reducesvibrotion and resull- R E M O V A L- R e m o v e s u i { l c i e n tc o w l i n g
onl wear,'Do not overstress fhe [Figure 8-3] io hove eosy occessibility dur-
wires by oltempting to twist the ing the removolof ony po"rts.'
broid too lightly.
I N S T A L L A T I O-N I n s t o l li h e c o w l i n gs e c r i o n s
thot were removed.
.

S T E Pó - A f t e r m o k i n gs u r et h o r t h e b r o i d i s
E x h q u s tP i p i n g
n o t s o l o n g t h o t i t c o n n o t b e p u l l e dt o u t b e -
iween the bolts, insert the end of the wire
w h i c h i s o n t o p t h r o u g ht h e h o l e b e t w e e nt h e REMOVAL- Unfostqn the nrr, ond bolts
n i n e o n d t h e t w e l v e o ' c l o c kp o s i t i o n so n t h e w h i c h f c r s t e tnh e e x h o u s ip i p i n g t o t h e e n g i n e
s e c o n db o l t h e o d . G r o s p t h e e n d o f t h ¡ sw ¡ r e I F i g u r e 8 - 4 ] . L o o s e nt h e e x h o u s tm o n i f o l d
w i t h t h e p l i e r so n d p u l l t h e b r o i d t o u t . o n d l o w e r i t o s f o r o s p o s s i b i es o t h o t t h e
c y i i n d e r so n d ' i - e l o t e d p o r t s w i l l b e m o r e
occessible.
S T E P7 - B r i n g t h e f r e e e n d o f r h e w i r e
c o u n l e r c l o c k w i s oe r o u n d t h e h e o d o f t h e
s e c o n db o l t o n d u n d e r t h e w i r e w h i c h p r o -
t r u d e sf r o m t h e b o l t h o l e . P u l l t h e r e s u l f i n g
l o o p t i g h t w i t h t h e p l i e r s ;t h e n r o k e e p r h e
wire i¡ plocedown oround the heod of the
secondbolt, twist the wire ends together in o
courrterclockwise d i rection.

S T E PI - G r o s p i n gt h e e n d s o f r h e w i r e b e -
y o n d t h e t w i s r w i t h r h e p l i e r s ,o n d , k e e p i n g
t h e w i r e s u n d e r t e n s i o n ,f w i s t t h e m i n o
c o u n t e r c l o c k w i sdei r e c t i o nu n t i l t i g h i .
t8-31 Remove Cowling
S T E PI - W i f h t h e f l n c rrl w t s r i n gm o t i o no f t h e
p l i e r s ,b e n d t h e t w i s t e d w i r e e n d s c o u n t e r -
clockwise o r o u n dt h e h e o d o f t h e s e c o n db o l t .

5 l t P l U - C u f o f i t h e e x c e sw s ireot theends
I w i t h d i o g o r r o lc u t t e r s ,l e o v i n go t l e o s t t h r e e
f u l l t w i s t so r r d o v o i c i i n gs h o r p o r p r o j e c t i n g
ends.

Do not twist off llle ends of . the

wires with pliers. t8-41 ExhoustPiping
Reissued
April l9ó2 W o s p o n d lffosp Jr. Moinfenonce
 8-IO
RfPRIR
flI|DRIPLRIftflfilI

18-51 Unfcsten t8-ól 18-71 Remove

Sporkplugleod Protector Csp Sporkplug

INSTALIATION - Move the exhoust moni- throughthesporkplugholes,ond by meonsof

fold upwordond fostenthe exhoustcollector o compression checkdeterminethe condition
to the enginewilh nutsond bolts. of the volves.

Sporkpluglesd Connectorsond P R E P A R A T I OFNO R I N S T A L L A T I O N

OF
Sporkplugs -
SPARKPLUGS Remove sporkplugs from
boxes ond ploce in o rock for vopor de-
l R E M O V A-L L o o s e nt h e s p o r k p l u g l e o d
greosing.
s h i e l d i nigo e l b o wc o u p l i n gn u t .U s i n gP W A -
ló83 or PWA-33.l5Wrench, remove the Vopordegreose (trichlorethylene,
or equiv-
sporkplugleod couplingnut from the spork- olent)for I to 3 minutes.(A longer period
: plug IFigure8-5] beingcorefulnotto ollow will do no horm.)Vopor degreosingserves
the elbowto turnor the wrenchto slip.With- (l) lt removes
two functions' preservotive
ond
drow the ceromicconnector from the spork- cleonsplugs;(2) lt removes ony occumuloted
p l u g ,p u l l i n gt h e l e o ds t r o i g hot u t o n d i n l i n e moisture.
. with the centerline of the sporkplugborrel;
then instollo suitobleprotectorcop over it Removeplugsfrom degreoserond inspect
[Figure 8-6] Removethe sporkplugusing visuolly.Useo stronglightto inspect
the firing
PWA-31ó8Wrench [Figure 8-71. Do not end of the insulotorond borrelinsujotion for
"cock" the wrenchon the sporkplug;moke crocks,dirt, or leod compound occumulotion.
cerfointhot the "hex" of the wrenchis in full Observethe conditionof the electrodesond
e n g o g e m e nwti t h t h e " h e x " o n t h e p l u g . l f inspectfor mutilotionof threodsot the shell
rheplugisdifrlcult to remove,removolmoybe ond borrelendsof the plug.
focilitotedin somecosesby turningthe plug
Checkthe gop cleoronce of eochelectrode
first in o tighteningdirectionond then in o
with .015 inch "go" ond .018 inch "no go"
loosening direction.Instollo PWA-3252Plug
stoinless steelpiono wire. (UseStorrettpin
in the sporkplughole.
vise os holderfor wire ond "roll" wire be-
lnspectthe firingend of the plug thot wos tweenthe electrodes.) Do not ottemptto push
removed. lf thereore ony signsof crockedor it throughos on inoccurote goge will result.
broken insulolors, or bent or meltedelec- Thewire wíll eosily"roll" throughelectrodes
trodes,ii is recommended thot on inspection of someplugs;whereosthe somewire connot
of the cylinderbe mode for signsof opero- be pushedthrough.The desiredgop is .01ó
tionoldomogeto the pistonond combustion inch;however,if o .015 inchgoge will poss
chc,mberby removingthe reor spurl:piug, ihr"ough ihe electrcdesbut o .018 inchguge
ihe pistonond the cylinderborrel
irrspectirtg r¡.'ilinot, the gop cleoronceis stltisfcctory.

Wosp ond WasP Jr' Moinlenqnce ReissuedApril 1962

 fitPLfl
fltID
flIPflIR tttt|tllr 8-l I

Where a plug is found fo be closed domcge to the cylinder heod. Generolly

below the lower limits, no otlempl speoking,only o light opplicotionof o revolv-
should be rnode fo disossemblethe i n g b r u s hw i l l b e r e q u i r e d .
plug or fo open the gops to tñe
specifiedcleoronces.Insteod,relurn
such plugs lo the sporkplug over- Da nol use o lop iÍ the cylinder is
fioul shop. equipped with stainlesssfeel spork-
plug inserfs or busfiings.

Bomb check on o BG M5l9 tesrer,or the

equivolent.Abrosive blostingtime should be
held to the obsoluteminimum,sinceexcessive Bronzebushingsmoy be cleonedby run-
'|.5
obrosiveblosiingwill couseweor of electrodes n i n gc l 8 b y m i l l i m e t et ro p t h r o u g ht h e
ond insulotors.The color of the ceromicofter bushing.Core shouldbe exercised to steody
obrosiveblostingis unimportont,providedthe the top holdingwrenchto preventthe top
ceromic is cleon ond free from corbon, ond f romwobbling,whichwouldcousebell-mouth-
provided fhe plug posses the bomb test. ing of the bushing. Thetop shouldbe worked
Observe the spork of 200 psi to moke certoin olternotelyin ond out, o froctionof o furn
thot it occursot the electrodeond is steody. ot o time.Cootingthe flutesof the top with
The plug shouldbe rejectedif there is foilure greosewill help preventforeign motter or
to fire steody ot 200 psi or if there is ony in- chipsfromenteringthe cylinder.
dicotion of firing below the electrodes.

INSTALLATION - In the cose of ceromic

ll is immoteriol to lhe performonce sporkplugs, shockssuchos occurfrom drop-
of |he plug iÍ the spork"hunts" or if ping or strikingthem ogoinsthord obiects,
it fires of one point only. Do nol of- o r f r o m s l i p p i n go f o s p o r k p l u gw r e n c hc q n
lempt fo moke odjusfmenlsfo cor- couse on invisiblefroctureof the ceromic
recl such o condifion. insulotion. Therefore, plugswhichhovebeen
obusedin ony woy shouldbe rejected.Such
plugs might poss bomb ond leokogetests
V i s u o l l yi n s p e c ft h e c o n d i t i o no f t h e s p o r k - in theengine.
o n l yt o f o i l o f t e rl i m i t e ds e r v i c e
p l u g i n s e r to r b u s h i n qo n d m o k e c e r t o i nt h o t Neverinstollo sporkplugthot hosbeendrop-
ihe top o{ the sporkplug hole is cleon ond ped. Referto Figure8-8 for o cutowoyview
smooth. o f o t y p i c osl p o r k p l u g ,
.|9,
Stoinlesssteelsporkpluginsertsor bushings Applyo llghtcootingof ChompionNo. I
moy be cleoned with o stiff fiber or wire grophitebose,onti-seize compound sporingly
brush moistenedwith o cleoningsolvent.The c¡so thin film on the shell threods,toking
brush should be used so thot no bristleswill speciolcore not io coot the first two threods
f o l l ¡ n t o t h e c o m b u s t i o nc h o m b e r .T h e d i o - osthe compound moy run downontotheelec-
meter of the brush ond the technique used trodes when hot. Moke sure ihot the com-
should be such os to preclude the removol poundis throughlymixed,becouseofter set-
o f m o t e r i o lf r o m t h e c y l i n d e rh e o d s u r r o u n d - tling, the finely powderedmico or grophite
ing ihe inseri. Speciolcore should be token seporotes from ihe compoundond collects ot
on the spor-kpluggosketseotingsurfoce,since the bottomof the contoiner.A smoll brush
renloving moteriol from ihis li¡cotit¡ncould should be used to opply the compound
'
couse combustion leokoge with subsequent [Figure8-9]. Do not opply with fingers.

April l9ó2
Reissued Wosp ond Wosp Jr. Mqinlenqnce
 '{f I
ii{:

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irnntl ilsut¡f0n
atstMEU
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c0nf
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c0xlrclcAP í ' r

conrir¡ A , "'q{
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t0RsHtttDtxc ¡
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illsuLil0n
I}I¡U$T
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..-c€HlnaUllxc
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. Jilt for coR€
c0¡t
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Gn0uN0

18-81 TypicolSporkplug

Never ollow anli-seizecompoundlo ,1 -----**o" ,

gel on the elecÍrodessincefhis com- t8-l0l Screw Plug lnto Cylinder
pound is conducfive ond will shorl
oul lhe sparkplug. Do nol opply
anli-seize compound fo fhe barrel
end threads.
o smollthree-cornered file. Avoid use of o
die sincethe threodsmoy be cut too deeply
to permiio tight fit of the plug in the bush-
Removethe PWA-3252plug from the spork- ings.lf o die mustbe used,it shouldbe used
thesporkplug.
p l u g h o l e i u s tp r i o r t o i n s t o l l i n g b y h o n dw i t h o uot d i e h o l d i n gh o n d l eT. h ed i e
Moking certointhot there is o serviceoblecop- shouldbe checkedperiodicolly to be certoin
per gosket(only one) on the sporkplug,screw it cutso pitchdiometerwithinthe limits0.óó83
the sporkpluginto the cylinderwith the fingers to 0.óó93inch.
until the plug bottomson the gosket [Figure
8-101. lf ir does not screw in eosily, remove Using PWA-31 ó8 Wrench, tighten the
ond inspect lhe sporkplug ond sporkplug sporkplugto the recommended torque.Avoid
b u s h i n gt h r e o d s . sideloodingor "cocking"of the wrench.The
importonce of usingo torque wrenchwhen
c''ísporkpl,rgthreods
f,/rincrirrlperleciion-" lightenin3a sporliprlt,g
cnnnotbe too highly
shouldbe corrected, where possible,by using emphosrzed. Someserioust¡oublesresulting

Wosp ond WosP Jr. Moinfenqnce ReissuedApril l9ó2

1 t
óao

fltl0RtPtfltttllf
fifPfltfi r|T 8-r3

from subiecting t h e p l u g t o e x c e s s i v ien s t o l l o - t h ec e r o m i c o n n e c i oc rl e o nW . i t h o ut o u c h i n g

t i o n t o r q u e so r e : theconnector or springwith thefingers,instoll
o . S t r e t c h i n gt h e s h e l l t h r e o d s o w o y the connector in thesporkplugborrel.Bevery
from the shell flonge which is seoted on fhe corefulthot the connector is insertedstroight
c y l i n d e rg o s k e ro n d b u s h i n g . into the borrel [Figure 8-t 2] ond not
" c o c k e d "[ F i g u r e8 - 1 3 ] s i n c ef h i sc o n r e s u l t
b. Looseningof the core insulotorond in o crockedleodceromicconnector or spork-
lossof pressureseo p l u gc e r o m i bc o r r e li n s u l o t oW
r . i p et h es p o r k -
c. Compressionof the gosketio o point p l u g b o r r e le n d t h r e o d su s i n go c l e o n d r y
where the unthreoded portion of the shell c l o t h ,I F i g u r e8 - 1 4 ] t o e n s u r eo n e l e c t r i c o l
f o u l s o g o i n s tt h e s p o r k p l u gb u s h i n gt h r e o d s . bond betweenthe sporkplugond its leod to
preventrodio interference fromthissource.
d. Breokoge upon removol.

e. Stretchedcore threods. lf lhe sparkplugleadferrulesof lhe

elbow end of the conduifsfor the
Excepl in an exlreme emergency. Nos. 5 ond ó cylindersore drilled,
never insloll o sparkplug in o hol ensurethot the hole ls focingdown-
engine os fhis may result in threod wo rds upon i nslollalion.
seízure wilh possible subseguenl
domoge lo the sparkplug bushing
ond the plug shell when removol
is ottempfed.

Removethe plosticprotectorf rom the spork-

plug leod connector. Visuolly inspect the
sporkplug leod elbow for dents or crocks
[Figure 8-ll], o n d t h e l e o d c e r o m i cc o n -
nectorfor crocksor chipping.Reploceif neces-
sory. Wipe honds dry; ihen using o cleon
cloth moisienedwith ocetone,olcohol, cleon-
i n g n o p t h o ,o r c l e o r u n l e o d e dg o s o l i n ew
, ipe
[8-I2] Proper Inslqllqtion
of Conneclor

¡
¡
I

!-
¡
I
I
$
4
É:
T
$-
t

[8-13] lmproper Instollstion

[8-t | ] leod Elbow Domcge of Conneclor
 B-r.4 RXPAÍ R AND RXPLACIIi''{ F-}l-f

Cylincer iiefiectcrs
'h*-"-
RENIOV,\L -- i?e¡novethe nuts that secure the
tI*\ cylincier heaii defiectors to the cylinders. Re-
l e a s e i h e . s r r r i r gL o a d e dc l a m p ( F i g u r e 8 - 1 6 ) o n
ñ the rea¡ side.cf the !.ntercylinderdeflectors
and re :o,reiire cylinder head deflectors. Re-
m o v e l h r \ i i n g n u t s ( F i g u r e S - 1 ? )w h l c h s e c u r e
the interrcyiidáerdeflectors to the retalning
clanrps; lhen ienroye the clamps and deflectors.
The ¡leíLcct5rbetweenNo. 7 and No. I cylinder
cannot be ¡eiloved until the clamp underneath
the deflector iias been Loosenedand the tee hose
connectiorrhas been withdrawn from the deflector.
Tag each.deflectoras lt is ¡emoved so that lt
will be reinslalied in its proper locatlon.

INSPECTIOI'I--..Examinethe deflectors for

dents, crac&s,-'áhdthe condition of the palnt.

(8-14) Wipe SparkplugBarrel End-threads

'* '*¿
(8-16) Spring-loadedClamp
(8-15) Tighten CouPlingNut

ilil
ril Run the sparkplug lead coupllng nut down on the
sparkplug flnger tight. Holding the elbow ln its
desired position, tighten the elbow coupling nut
iir
iir
to the recommendedtoryue using PWA-1683or
PWA-3315(Flgure 8-15) wrench; then tighten
the sparkplug lead shieldlng to elbow coupling'
ill nut.
.:i
: l l Do not overtlghten the elbow coupllng l
I
nut nor use an open end wrench as
iiii
illi
damage to the ceramic banel insulator
maY result.

lrilii Check the sparkplug leads to be sure they are

not twlsted.
(8-1?) Wing Nuts

lliil
.ili .r{
q
irij
,il I
t
Wasp and WasP Jr. Maintenance Rovlg€d October 19??
llr
 fifPflIR
flllDfiIPLfiüfIIIiIIT d.l 5

cl -<picrv g..,n,oppiy hecrvycoois of the mix-

i u r e i o i h e c h o f i n gs i r i p o r e o u n t i lo t h i c k n e s s
o f . 0 1 3 t o . 0 2 3i n c hi s o b r o í n e d .

t- Eefv¿eencools, it is importont lhsl

I
I
I
" volalile solvenfsbe evoporoted by
I
I
I
I
boking for 15 minufes7lo to 82oC
I
t- (tAO" b 180'F) or by oir-drying ot
I
roory].lemperolurefor 30 minutes.
I
I
I
l.- l8-l8l lnsloll Heqd Deflectors
I A f i e r r h e f i n o l c o o i h o s b e e n o p p l i e d ,r e -
m o ' r et h e ' m o s k f r o m t h e p o i n t e d o r e o s o n d
l
I
i
INSTALLATION - Insioll the heod deflectors bcke the deflector for I hour ot 12ó" to
1 5 , 4 ' C ' 2 6 } ' 3' ,l C : F ) .
[ F i g u r e 8 - ] 8 1 o n d s e c u r et h e m w j t h t h e
necessorynuls, STRIPPII.]A GN T I - C H A F I N GC O M P O U N D_
Assemble the intercylinder deflectors ond T h o r o u g h l yc l e o n o n d d e g r e o s et h e d e f l e c -
s e c u r et h e m w i t h t h e c l o m o so n d w i n o n u t s . tor. lf the pointed creos ore in good condi-
iion, mos.kthem off. lmmersethe oreo of the
deflecfor from which the old chofing com-
Replacementof Cylinder Deflector
p c u n d i s t o b e s t r i p p e di n o t o n k c o n t o i n i n g
Chofing Strip with Anti-Chofing
c l 0 p e r c e n ts o l u t i o nd f n i t r i c o c i d f o r t e n
Compound
m i n u t e sA. f t e r r i n s i n g . t h p
e o r f t v r i c et h r o u g h l y
R E M O V A LO F O L D S H E E T T Y P EC H A F I N G i n o i r o g i f o t e dc o l d r u n n i n gw o t e r ,d r y t h e p o r t
S T R I P -S A f t e r r e m o v i n g t h e w o r n c h o f i n g c r n di n s p e c tA p p l y o n t i - c h o f i n gc o m p o u n do s
s t r i p ,t h o r o u g h l yc l e o n o n d d e g r e o s et h e d e - d e s c r i b e do b o v e .
flector. lf the pointed oreos of the deflector
Rockerbox Covers
o r e i n g o o d c o n d i t i o n ,m o s k t h e m o f f , H o w -
ever, if the deflectoris to be repointed,omit
REMOVAL- Unscrew the elostic stoo nuts
m o s k i n g .U s i n g G e r l o c k N o . 7 0 S t r i p p e ro r
[ F i g u r e 8 - 1 9 ] w h ¡ c h s e c u r et h e r o c k e r b o x
e q u i v o l e n to, n d o s t i f fb r u s h ,t h o r o u g h l yc l e o n
c o v e r st o t h e c y l ¡ n d e rh e o d so n d r e m o v et h e
t h e s u r f o c ew , h i c h i s t o b e c o o t e do r p o i n t e d
w i t h o n i i . c h o f i n gc o m p o r . : n dD. e g r e o s et h e
d e f l e c t o tr o r e m o v eo l l s t o i n s .

A P P L Y I N GA N T I - C H A F I N GC O M P O U N D-
lf the deflector is to be repoinied, mosk the
chofing strip oreo, opply ihe new point,
r e m o v et h e m o s kf r o m t h e c h o f i n gs t r i p o r e o ,
o n d b o k e i n o c c o r d o n c ew i t h t h e O v e r h o u l
I n s t r u c t i o nDs .i l u t e o n e p o r t o f E . C . 1 1 8 ó
Compound with one to two ports Ethylene
D i c h l o r i d e( C o m m e r c i oGl r o d e ) o n d B % E . C .
l 0 ó 3 A c c e l e r o t o r( b y w e i g h t , b o s e d o n i h e
w e i g h t o f t h e u n d i l u t e dE C . l l B ó C o m -
p o u n d ) .M i x t h o r o u g h l yt o o b t o i n o u n i f o r m
m i x t u r eo f o c ó n s i s t e n Cf o y r s p r o y i n g .U s i n g i8-l9l U n s c r e wStopnuts

Aprit l9ó2
Reissued Wosp ond Wosp Jr. Moinlenqnce
ú-f

'li
i
: i

i
8 - ró
RllD
fi[.PfiIfi fi[PLflI[ffifllI
!'

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1

ri*

i
*
'il

:1.

l:

lr
li

iii
t8-20l nockenb¡xCovers
l.
. c , - k e r b o cx c v e r sw h i c h
c o v e r so n c i g o s k e t s R l8*22L Torque Covers
ii
o r e c o n n e c t e db y i ¡ i e r c y l i n d e rd i " o i n i r - ' b e s {i

s h o u l db e r é m o z e d, r o , r , r s . I F i g u r 8e - 2 0 1

I N S P E C T I C -Ñ- l n t p " . r f c , r c r o c k so n c l . . i ¡ , o r r ¡ - d
o g e . C h e c kt h e r o c k e r b o xc o v e r sf o r f l c i n e s s , $'
¡U rJq| i| n| vncv r' '"O- O: . ?
. i n c l ' fre e l e i. g o g e o n d á s r - , r f o c e

p l o t e l f n e c e s s o r yf o , c e o f f t h é c o v e r so n o
lopping p l c r t eI F i g u r e . 8 - : - 2 1 l .u s i n g c r s r r c r l l
omouno t f l o p p r n cc c m p o u n dT h i s ' ¡ r ,el in s r , . , r e
t h o t t h e ' C o v e rbs e o r e v e n l Vc r r t h o i r 'g c s k e t s
INSTALIATICN - P l c c e ' o ,' , " * g o r k . i o n t h e
r o c k e r b o xt,h e r ¡i n s t c l l .h e c o v e r s " c r nt d
ighten
f h e . n u t st o t h e .r e c o m r n e n d etdo r q r . ' eI F i g u r e
8-22)

Primer Lines Primer Lines

:2gi
R E M O V A L .D- i s c o n n eoc ltl . p r i m e rl i n e so t
t h e p r i m e cr l i s t r i b u t IoFr i g u r e8 - 2 3 ] , c ¡ d c t
they ore ottocheciIFigure 8-24). Unfosten
t h e N o s .1 , 2 , 3 , B , o n . d9 c y l i i i d e rteo w h i c h
t h e c l o m p sh o l d i n gf h e m t o t h e i n t o k ep i p e s
[ F i g u r e8 - 2 5 ] , o n d w i t h d r o we o c h l i n ef r o m
t h e c y l i n d e rd e f l e c i o trh r o ü g hw h i c hi t e x t e n d s '

I N S P E C T I O N - t o o k ' f ocr r c r c k sd,e n t s ,p i n c h e d

i u b i n g ,o n d b r o k e n u n i o n s .l f n e c e s s o r yr e ,-
p l o c ew i t h n e w p r i m e r l i n e s .

I N S T A L L A T I C *I .-' C I o n r r e cot l l p r i m e r l i n e so l
t h e p r i m e r d r s t r i b u t o ro n d r n s e r tt h e l i n e s
through the deflector"sAttoch them to ihe cyl'
i n d e r st c w h i c h t l r c y o r c o t t o c h e d F o s t e nt h e
cic¡mpsholC¡r3 ti-,emlo the inioke pipes rrni
. [8-21] Lsp Covers s u p e r c h o r g esr e c i i o n .
'. |,
Wosp ond Wosp Jr. Mginlenqnce ReissuedApril l9ó2
 firPfirfi
RIlDfitPLfl
tftfiffil 8-r7

#
^*n [8-261 Iniske Pipes

[8-24] Disconneitot Cylinders

L8-27J Loosen Nut

t 8 - 25 1 U n fo ste nC l o mp

. I n t o k eP i p g - s ' - ¡ r ' r u r " , 8 - ? + ) . . '

REMCVAL- R'emovethe lockwireond loosen

t h e r ) u I o t t h e s u n e r c h o r g esr e c t i o nu s i n g
PW'A237 Wr-ench"for- Wosp Jr. engines[Fig-
v r e 8 - 2 7 ) o r ' P W A - 5 0 7 2W r e n c h ' f o rW o s p
e n g i n e s .R e m o v et h é n u t s o n d b o l t s o t t h e
[8-28] .Remove Nuts
c y i i n d e -er n d [ F i g g r " . 8 - 2 q ] , i h e n r e m o v et h e
, l i ñ \ ^ /
p i p e . l n - s f o l l . P W A - 3 8P 0 r0o t e c t oirn t h e i n t o k e
p o r t o p e n r n gf o r W o s p ' : J r .e n g i n e 3o r P W A -
INSTALLATION - l n s t o i lo f l o t r u b b e rs e o l o f
SOOBF.c+ectorfor Wosp'enfines.
lhe superchoiger-end of eoch intoke pipe
ofter firsl cociing.the seo.l.with o thin even
I N S P E C T I O -N I n s o e c tf o r d e n f s. , , . , .c1r o c k s . c o o t o f . o p p r o p r i o t eD o w C o r n i n g i n s u l o t i n g
C n e c k c o n d i t i o nn í rn- 'n' ¡ ir ^. * E - ^ - r . --
L^ulrrri q, the nuts compound. Remove"the superchorgercose
, Y'
f o r t h r e o d o n d , w i é n c hs l o fc o n d i t r o nR . enlncé opening pr.otector: ohC ploce fhe pipe in posi-
pockiirgili,'""i¡"'''",.;,.;'.. t i o n o n t h e e n g i n e :I.n. s t o l It h ? , b l o w e re n d o f

Reissued April 1962 Wosp ond Wosp Jr. Mointenqnce

ffi{-
8-II
RllD
NIPflIfi RIPLfiII|llIilT
closeii,and rockerori'nsfree'. l-oosenthe push-
r o d c c ' i e : g l c n C n u i c r ft h e ' - y l i n d e re n d f l r s t ;
t h e n c t i i r e c r - c n k . : l r ee n i i I F i g u r e 8 - 3 0 ] ,
usir-; ir'y'i,e-5,530 r;'\,'¿¡,;i,i)ecressthe rocker
orir usiiig . P ¿V,A.-1;;5De¡r,'essorIFigure
8 - 3 I j , o n d i e r , ; u , : t h e p u s h r o do n d c o v e r
0 5 Sre' :s l y .
I N S P E C T I O I-' . 1l n s p e c f f l r e p u s h r o d s f o r
c r c r c k sc r c l r c k e s i . r r ei l r c t t h e o i l h o l e s i n
L8-29) Secure Pipe To Cylinder
l h e b c r l i i ' r d sc r ¡ e ' f r e e f r o m o b s t r u c t i o nE. x -
c m i n et h e r o d sf c r r ' o u n d n e sosn d s t r o i g h t n e s s
eoch pipe flrst ond tighten the pockingnut b y r c l i i ' r g i h e m o n c p l c r n es u r l o c e I F i g u r e
f i n g e r r i g h i . C o o t o c o p p e r g o s k e tw i t h i n s u - 8 - 3 2 . ] . S r e e i p u s h r c d ss h o u l d b e s t r o i g h t
l o t i n g c o m p o u n d ;t h e n i n s t o l l ,s p l i t - s i d ef o r - w i t h i n. 0 1 0i n c h ' f u li ln d i c o t i o nl t. i s p e r m i s s l b l e
w o r d , o i t h e c y l i n d e ri n t o k e p o r i . S e c u r et h e t o s t r o i g h t e ns u c hr o d s o s l o n g o s t h e b e n d i s
p i p e t o t h e c y l i n d e rw i t h t h e n u t o n d b o l t so n d not more thon 1/zinchfull indicotionor 1/¿inch
'lockwire
IFigure 8-29]. Tightenthe pocking meosuredin the centerof the rod in relotíonto
nut, usingPWA-237Wrench for Wosp Jr' en- o s t r o i g h ti " e f e r e n c T e .h e r es h o u l db e n o s h o r p
ginesor PWA-5072Wrench for Wosp engines. cornersor dents to oct os stressroisersond
promotefotigue.

Dow Corning No. 4 ComPoundhos R e p l o c e ' o nbyo l l e n d sw h i c ho r e l o o s eo r e x -

been Íound to hove remarkoble cessivelyworn using PWA-4877 Puller o¡
properfiesos o non-hordening,non' P W A - 2 15 2 - I D ri i t S c o r i n go f t h e r o d s w h e n

flirlfl
softeningpreservofive,lubricant ond i n s t o l l i n gt h e b o i l e n d sc o u l d c r e o t e o n u n d e -
'shoulder.
-
seolonfal lemperoluresof 40'F to siroble T o p r e c l u d et h ¡ s , c h i l l t h e
+500'F. As such, it fends fo Pre- rods ín dry ice for flve io fi{teenminutesond
venl fhe rapid oxidolion ond con' h e o t , t h e b c l l e n d si n o i l h e o t e d t o 1 7 7 ' C

{ifi sequenl hordening of infoke PiPe

ond pushrod tube Pockings. lf re-
ducesfricfion so os lo minimízelhe
( 3 5 0 " F )f c r f l f t e e nm i n u t e sU . s i n qP W A - 4 8 7 7

i.l¡
possibilityof folse Iorquing, ocfs os
on excellent sealonl, ond Prevenfs
sfickoge ol disossemblY.The com'
pound conloíns mínutelY ground

lri
j'il
silico ond mico which maY ac! os
irrilanlslo fhe eyes ond skin. When
fhe compoundis hondled f requently,
' if is suggesfedlhof gfoves be worn.

Pushrods snd Covers

Ir
REMOVAL- Remove the rockerbox covers
ond goskets.Re{erto REA/OVALunder Rock-
erbcrxCovers,in t!¡ischcpier. Rotr:ietlre pro-
p e l l e r u n t i l t h e p i s t o ni n t h e c y l i n d e ri s n e c ! '
the top of its compression stroke (both volves I S - 3 0 j C r á n k c o s eE n d

Wosp ond WosPJr. Mointenqnce R e i s s u e cAi p r i l 1 9 6 2

 ttPfitfi
flt|0RfPLfltttt|tIlr 8-t9

i n s u l o t i ncgo m p o u n d t o i h e o i l s e o lp o c k i n g
r i n g s ,i f o b l o c ks e o li s b e i n gu s e d .
Do not apply Dow CorningNo. 4
when red seolsore used.Red seols
ore used dvring the manufaclure
of new engines ond are incorpo-
roled in fhe spore pushrod cover
ossernb/ies.
I n s t o ltl h e p o c k i n gr i n g si n p l o c e i n e o c h
g l o n dn u t [ F i g u r e8 - 3 3 ] . C o o rr h e b o l l e n d s
of eoch rod with oil. Assemblethe pushrod
ond coverossembly with the morkedend of
the pushrodond the flored end of the cover
tube toword the cronkcose.Depresseoch
rockerwith PWA-4SSDepressorond fit the
corresponding pushrodond cover into posi-
tion. lf the volve toppet protrudestoo for to
[8-31 ] DepressRockers ollow instollotionof its pushrod,turn the
cronkshoftuntil the toppet hos recededsuffi-
cientlyto permitinstollotion of the pushrod.
After the pushrodond coverossembly ore in
ploceon the enginewith the glond nutsse-
curedfingertight, pushthe covertube firmly
ogoinst its seot on the toppet guide, ond
tighten to the recommended torque using
PWA-5ó30Wrench.Next rightenthe glond
nut on the cylinderheod end of the cover
tube to the sometorque, ond lockwireboth
[8-32j Exomine Rods nuts[Figure8-34].

P u l l e ro s s e m b l et h e b o l l e n d so n t h e p u s h r o d s Neyer reyersefhe obove seguence

u s i n gt h e r e q u i r e dq u o n t i t yo f s p o c e r s .
of operotionos il might cousefhe
packingon the toppet guide end to
Core musi be token to mainloin lhe be pushedinto the toppet comport-
proper olignmenf between the boll- menl. Eventuol mutilotion of the
end and lhe rod when ossembling pockingduring fhe engine opero-
the porls. tion would result.
Inspect the pushrod covers for c.ocks ond PUSHROD COVERPACKINGREPLACEMENT
dents; ond the giond nuts for threod ond * Usingwrench,unfostenpushrodcovernuts.
wrench slot condition. Reploce if necessory. Cut ond removepockings.Usingcutter, cur
I N S T A L L A T I O N -T- h e p u s h r o d b o l l e n d t h o t new pockingond instoli'oround cover.Using
contoctsthe,icppet beors the number of the wrench,tighlen nut oi toppet guide end to
I
cylinder into which it fits. The exhoust rods recommended torque,then torquenut ot cyl- t
o r e , n i q r k e dw i t h q n " E x " o { l e r t h e , c y l i n d e r indérénd.Alwgysrighfehnuror foppqtguide ¡
numbei'bndth" intoke l.odi ore morked ,,1n,,. end first.Lockwirenutsusingprocedurepre-
Apply o thin even coct of Dow Corning No. 4 viouslydescribed.

RevisedMorch 1973 Wosp. ond Wosp Jr. Mqinlenonce

 fifPfIfiflflD
fifPLRüiif]fflT

Wosp Jr. Wosp

l. Seol 121839.161701or 55988ó l 2 l B 3 9 . 1 6 1 7 0 1o r 5 5 9 8 8 ó

2. FiberPocking(cylinder
end) 14096 14096
3 . F i b e rP o c k i n g( c r o n k c o seen d ) 14096 52777
Cover
4. Pushrod 52775

5. Nut 9265

[S-33] Pushrod Cover Pocking Arrongemenl

REMOVAL- Moke certoin thot the piston in

the cylinderto be removedis ot the top of its
compressions[roke. Removethe polnuts ond
remove the' cylinder hold down nuts with
PWA-2397, PWA-200ó or PWA-2399 Wrench
i n c o n i u n c t i o nw i t h P W A - 2 3 9 8o r P W A - 2 4 1 I
Hondle.Do not removethe iop hold-downnut
u n t i li u s tp r i o r t o t h e c y l i n d e rr e m o v o lI F i g u r e
8 - 3 5 1 . S u p p o r tt h e c y l i n d e rw i t h b o t h h o n d s
t8-341 Lockwire Glond Nut w h i l et h e t o p h o l d - d o w nn u t i s b e i n g r e m o v e d ;
t h e n w i t h d r o w t h e c y l i n d e rs t r o i g h to u t f r o m
t h e e n g i n e[ F i g u r e 8 - 3 ó ] .
Cylinders, Pistons, ond PistonPins
P R E L I M I N A RI YN S T R U C T I O N- S O b s e r v et h e
following instructionsbefore removing cyl-
inders,
Removethe mosterodcylinder (No. 5) lost
when its removol with one or more cylinders
becomesnecessory.lf oll cylindersore to be
removed the following sequenceshould be
, o . ó , 7 , 8 , 9 , 1, 2 , 3 , 4 , o n d 5 .
o b s e r v e dN
Removesectionsof the distributoroir intoke
fubes, oil scovengetube, or ony tubes ond
controlswhich inlerferewith cylinder removol.
Dlsconnect ihe rockerboxcoveÍs pushrodcov-
ers, ond rePnovefhe interfering intoke pipcs
ond exhouststock extensions. [8-35] Top Hold-Down Nut

Wosp ond WosP Jr. Msinlenunce Revised Msrch 1973

 fiIPflIfi
flf]ORfPLflüItt]ftlI 8.21

lf o nul is found fo 6e loose ar lhere

hos been foilure o{ o slud, replace
tlrof sfud and lhe two adiacenfsfuds
in accordoncewilh paragroph en-
titled Studs in this chopler.

lf only two ad'¡ocent sluds l.¡ove

failed or lwo adiocent nuls hoye
been found /oose, lhe cylinder mcly
be reused provided the nuts adja-
cenl lo the f oiled sfuds or adiacenl
fo fhe loose nufs ore found fo be of
leosl lo the minimumtorque.

lf more than lwo udiacent sluds

hove foileQ or if more lhan lwo
i8*3ól Remove Cylinder odiocenf tfús are known to hove
been /ooseduring engine operolion,
Do not ollow the linkrod(or masler- the cylinder should be returned lo
rod) to strike the cronkcoseor fhe overhoul, ond oll fÁe sfuds on lhe
cylinder borrel os domoge may cylinder mounting pod reploced.
resuh,
DISASSEMBIY _ VALVES AND SPRINGS-
P l o c et h e c y i i n d e ri n o n o p p r o p r i o t ec o r r i e r Plocethe cylinderover o wood or fiber block
to prevenldomoge to the iin or flonge oreos. shopedto fit the contourof the cylinderheod.
U s i n g P W A - 4 9 1 I P u s h e r , . r e m o vt e he piston- Compressthe volve springs,using pWA-4S9
pin; then withdrqw the pisionstroightout from Compressor,ond removethe split locks
t h e e n g i n ee n s u r i r r igh c r tf h e l ¡ n k r o d( o r m o s r e - [Fig-
ure 8-371. Withdrow the upper woshersqnd
r o d ) d o e s n o t s t r i k et h e c r o n k c o s ep. l o c e r h e springs from the rockerbox [Figure g-gg],
p i s t o no n d p i s t o n p i ni n o n o p p r o p r i o t ec c r r i e r ond removethe snopringfrom the volvestems.
t o p r e v e n iC o m o g et o t h e p o r t s ,l n s t o l lp W A _ Lifi out the lower woshers using long nosed
2 4 B BH o l d e ro n . t h el i n k i - o d( o r m o s t e r o d ) . pliers [Figure 8-39]. Roisethe cylinderfrom

[8-37] Remove splii Locks [8--38] Withdrow i8-391 Lower Wqshers

Woshers
R e i s s u e dA p r i l t 9 ó 2
Wosp ond Wosp Jr. Moinlenonca
üq
¡
8-22
RfPRlfi fitPLRtIfllInT
fi11ü

18-401 Rsise [8-41] Lift Out 18-42) Remove Nut

C yl i n d e r Volves

the block [Figure 8-40] ond l¡ft out fhe

v o l v e s[ F i g u r e 8 - 4 1 ] ' D o n o t l e t t h e v o l v e s
r o l l s .P l o c el h e
f o l l o u t o n d s t r i k et h e c y l i n d e w
v o l v e si n o r o c k s o t h o t t h e y w i l l n o t b e d o m -

lÍ the volve springsond rockersore

lo be removed from o cYlinderon
Íhe engine, lhe ProPellershould be
roloted until the pislon of the cylin-
der from which the sPrings ond
rockers are lo be removed ís of the
top of ifs compressionsfrolre. This
will prevenfthe volves {rom folling iS-43j Drive Out Shqft
out of |heir guides info the cylinder
when the sPlif locks, woshers, ond
volve springsore being removed,in
oddi¡ionto facilitoling removol'
,']]
-
R O C K E R SA N D R O C K E RB E A R I N G S R e - ¡ii
,ill
m o v et h e n u t f r o m t h e i n n e r( l o r g e )e n d o f t h e ii',
u
rockershoftIFigure 8-42]. Hold the inner
e n d , r e m o v et h e o u t e r n u t o n d w o s h e r 'D r i { t
out the shoft IFigure 8-43], by drivingon
t h e s m o l le n d w i t h o f l b e r d r i f t ; t h e n l i f t o u t
t h e r o c k e rI F i g u r e 8 - 4 4 ] . l f t h e b e o r i n gi s t o
be i-emoved,ploce the rocker on on orbor
prers oncl ¡-''res-c out the rcclr'e:' beoiing, i'sing
P W A - ó 1 4D r i f t o n c i B o s e[ F i g u r e 8 - 4 5 ] ' t8.-441 Lift Out Rocker

Reissued'Apri1
l 962
W o s p o n d W o s PJ r . M o i n t e n q n c e
 RfPflIfi
flt|DfiIPLRIftrlIllI 8-23

[8-45] RockerBeoring
[8-4ó] Lop Flonge

I N S P E C T I O -N l f f o c i l i t i e so r e i n o d e q u o t ef o r
the repoir or replocementof defectiveports,
r e p l o c et h e c y l i n d e rw i t h o c o m p l e t en e w o s -
D I M E N S I O NA
s e m b l y ,i n c l u d i n gn e w p i s t o no n d r i n g sw h i c h
h o v e b e e n r u n - i nl o p p e d .

CYLINDERBARRELS - Using PWA-2ó30-20

Goge for Wosp Jr. engines, PWA-2ó30-22
G o g e f o r W o s p e n g i n e s ,o n d p e n c i l c o r b o n
poper, check the cylinder hold-down flonge
for flotnessond squoreness.lf the flonge is
uneven or distorted and the distortion does D I M E N S I O NB
not exceed .003 inch, lop the flonge, using
PWA-2898Lop for Wosp Jr. engines[Figure
8 - 4 6 1 o r P W A - 2 1 9 9L o p f o r W o s p e n g i n e s .
lf the distortion exceeds .003 inch, reploce
t h e c y l i n d e ro s s e m b l yl.f o c y l i n d e rh o s n e v e r DimensionA .247
beensub¡ectedto stud foilure,the flonge moy
D i m e n s i oB
n .237
b e l o p p e d f l o t t o t h e m i n i m u md i m e n s i o n s
shown [Figure 8-47). lf o cylinder hos been Flonge Minimum Dimension
t8-47J
subiectedto stud foilure ond the flonge worp-
oge hos not exceeded.003 inch, ihe flonge
moy be lopped flot to o moximum of 0.003 foilureond which hos once been lopped, is
i n c h , b u f i n n o c o s e b e l o w t h e m i n i m u md i - ogoin subjectedto stud foilure, it must be
mensionsshown lFiguie B-47). lf, howéver;' s c r c p p e do r r e b o r r e l e d .
o cylinder wh¡ch hos been subiectedto stud The greotest weor in o cylinder boirel

Reissved April 1962 Wosp cnd Wosp Jr. Mc¡inlenqnce

 8-24
flll0fltPLR
RfPfllfi tttI|tl1l
zero mork in the goge,whichrepresents the
b o s i cd i o m e t eorf t h ec y l i n d ebr o r r e lT. h ep r e s -
enceor extentof weor ond d.istortion moy be
deiermined by movingthe indicotorolongthe
l e n g t ho f t h eb o r r e w
l h ¡ l el o o k i n gf o r o n yf l u c -
tuctionsin positiveor negotivedirections on
t h e i n d i c o t o ri n v o r i o u sr o d i o l p o s i t i o n sA.
positivereodingot the top of the borrelindi-
cotesthe omountof chokeleft in the topered

ff.,, (pre-ground)
difference
typeof borrel.By observing
in the diometers of the cylinders
ony
ot
o givendistoncefrom the end of the borrel,
out-of-roundness of the cylinderot thoi loco-
tion moy be determined. A step ot the top
[8-48] Meosure Borrel m o y b e c o l c u l o t ebdy s u b t r o c t i ntgh e i n d i c o -
tor reodingobtoinedobove the top of ihe
usuollyoccursot the reor,slightlytowordthe upper ring irovel from thot obtoinedot the
thrust side, where the upper piston ring exocttop of the upperring trovel.
reoches theiop of itstrovel.Thisweorextends
only o shortwoy down the borrel,ond the Exomine thecylinderborrelfor crocks,
scor-
moinpori of the borrel'schokeis not oppreci- ing, domogedfins, ond other irregulorities.
obly offectedunless the conditionis extreme. Checkthe conditionof metollized surfoces.
As weor increoses ot the top of the borrel,o
, siep is formed.lf thisstepexceeds.00ó inch - E x o m i nteh e f l n so r o u n d '
C Y L I N D EHRE A D S
ot ony port of the circumference, replocethe the heodsfor crocksond breoks.Blendony
cylinderossembly. shorpcornersto brokenfins beforeinstolling
the cylinder.
Checkthe bore of the borrel for out-of-
roundness. Theboreshouldnot be moreihon Usesphericoltungstencorbiderotoryfiles
.00ó inchout-of-round. lt is perrnissibleto let of voriousdiometersfrom3/ ló inchlo S/B
the diometerof the borrelot the steplocotion i n c hi n o n o i r d r i l l .F i n i s b
h l e n dt h er e o p e r o t e d
reoch.00óinchoverthe diometerof o stond- oreo with Metolite,or equivolent,No. S0
ord bore, providing.00ó ínchout-of-round- Grit cloth pencil5/B lD, ond 2-3/4 inches
nessis not exceeded. lf the diometerof the long.Following reoperotion, corefullyetchthe
borrel ot the step locotionor the out-of- oreo from whlchthe crock wos removed.lf
roundness of the borrelís foundto be exces- no furtherindicotions ore found,thoroughly
sivebefore1500hoursof service, ond provid- removeony remoining etchingor neutrolizing
ing the cylinderheodisstillin goodcondition, solutionby flushingwith woter,usingporticu-
returnthecylinderto stockond holdlor return lor coreio seethot noneremoinson ony por-
to fhe monufocturer {or reborreling. Reploce t i o no f t h e c y l i n d e r .
the cylinderossembly. (Thecylinderossembly
Inspectoreos odiocentto the sporkplug
w i l l i n c l u d ep i s t o no n d r í n g s . )
bushingsfor crocksond olso qround the
tJse3472-T-3'Goge for Wosp Jr. engines exhoustports.Cowl mountinglugs moy be
or 1313-I-5Goge for Wosp enginesond repoiredos follows,Thoroughly cleonthesur-
P W A - 3 1 2 - 1I1n d i c o t otro m e o s u r e
the weor foce of the breokond the oreo immediotely
cnd oi.¡1.,:f-rcru,rciness oí ihe b,:rrel IFigure suiroundingthe l,rg. Usingo weldingtorch
8-481. Setihe neeclle ,:f the indicotorot rhe r:diustedto gi'zeo soft neurrolflunreonrJcn

Wospond WcspJr. Moinfenance ReissuedApril t9ó2

 REPAIRAND REPLACEMET.IT 8-2 5

Oxweld Linlte weldlng rod (5 percent sülcon) Wlth
No. 4 flux, build up the lug wtth the ald of a sheet
lron t emplat e appro:dmating flni shed dlm enslons.
Use of a template wlll help to avold conslderable
hand ftüng. Fintsh the lug by hand filtng or wtth
a hand burrlng tool. Locaflng on a normal cyllnder
from the rocker shaft bushtng holes, the valve
The length llmits glven are meazured
at the base of the fln. "Fln area" ls
deflned merely as the total aree expose¿l
(both aldes d flns) to cooüng alr.
Figure (8-49) and (8-50) deleteü

t-
gulde bushlng holes or both, make a stmple drlll
jle. Uslng a hand driü and thls Jtg, drill the holes
ln the rebuilt tug. It ls unneeessary to bake or
rehgat the head after the repalr has been made.
CYLINDER FIN BREAIGGE -- If more than 8
lnches ln Iength of any one fln is completely broken
df or lf the total fin breakage on ¿ny one cyünder
head exceeds 20 square tncñes, the cyllnder must
be repl,aced. Where adjacent fing are broken in
the same area, the total permissible length of
I
CYLINDER HOLD.DOWNNTITSAND STUDS--
Clean the threads of the nuts and stude thoroughly,
uslng a handwlre brush lf necesser?. tnspecfaú-
studs for looseness,fractures at the baseof the
threads, etralghtness, nlcks, burro, and proJectlon
length. Inspect aü hold:down nute fór thrbd
condltlon. Replrce all damagedstuds or nuts es
necessery. For replacement of studs r€fer to
Studs, ttrls chapter.

I breakage ls 6 lnchee on any two adjacent flns and

tI -
4 lnches on any three or more a{acent fins.
I
I
I
l-

i
t-

I Revlsed October 19?? Wasp and Wasp Jr. Malntenance

 8-26 REPAIR AND REPI"ACEMENT
PISTONS -- Inspect the pistons for cracked heads
and skirts, broken or distorted ring lands, scored
o, *otn pistonpin holes, excessive carbon deposits'
brokenrings, 0r ringsseiuedin theÍrgrooves'
Rings may be removed with PWA-1?9.1Pliers
(Figrrre 8-52)'
iF-iñite a-¡t). Clean the ring lands
i*ñ""t the piston head for dishing, using PWA-
lf¿b C"g". Replacethe piston and rings together
with the cYlinder if necessarY'
\ \
(8-51) Remove Rtngs
ir: ::
(8-52) Rü¡8 l¿r¡ds
WasP Jr. Maintenance
I Waop and
PISTONPDIS -- Inspect the pietonpin for scoring'
-
cracks, e:{cessive wear, rust pitting, and o¡t-of
roundness. Check the fit of each pistonpin in its
bushing in the correspondlng linkrod and ln ite
bosses in the correspondingpiston.
ROCKERS -r Examine the rockers for cracks and
galling. See that no oil passages ar9 obstructed'
Í.rspec1 the socket in the pushrod end of each
rocker forlooseness a¡d excessive wear. If the
surface is rough or uneven' the socket should be
replaced. Check the conditionof the threads ln
the valve end of each rocker.
VALVE SPRINGS -- Inspect for cracks, broken
endg, inadequatespring pressure (Fig¡¡re 8-53),
rust, and improper length.
VALVE LOCKS -- Dramine for burrs and gplltng'
Check the fit of each pair of locke wtth ttg valve.
A lock should have no perceptible movement when
it is in place on the valve, and the radli of the
lock and valve should colnclde.
VALVE SPRINGWASHERS -- Inepect for cracks,
pitting, and g:alling.
(8-53)Valve Sprtnge
RevlsedOctober 19?7

[8-54] Exhqust Vqlve
E X I I A U S TV A L V F S- E x o m i n et h e e x h o u s t
v o l ¡ e f o r s t r e t c h i nogn d d r o w i n go f t h e v o l v e
stem,usingPWA-737Goge for Wosp Jr. en-
gines[Figuie 8-54] or PWA-450Goge for
Wosp engines.lnspectfor poor seotingsur-
foce,ond removeexcessive
To avoid possible iniury lo person-
nel, operolors should dump dis-
corded sodiumfilled volvesin deep
woler wherethey connolbe recoy-
ered.
VALVELAPPING - Loppingvolvesto rheseot
is not requiredif the seot¡ngsurfoces
showo
ysinchcontoctpotternoroundfhe full 3ó0 de-
greesof the seotingsurfoce.Any volve thot
doesnot showthe full contoctpotternor thot
presents evidence of leokogeshouldbe lopped
os follows,
Ploceo smollomountof loppingcompound
on the seotingsurfoceof the volve;insertthe
volvesteminto itsguide.
Ensurethol no lopping compound
- gelson lhe volvestemos undesired
lapping of the volve guide witl
resuh.
Rei¡sued
April l9ó2
fifPflIR
flflDflfPLflCItI|It|I 8-27
UsingPWA-10InletVolveHolderor PWA-
I I Exhoust
VolveHolder,lop fhe volveto the
seotwithon oscilloting
motion,liftingthevolve
everyfew lurnsto o new locotion.Remove the
volveof frequeniintervols,wipe off the com-
pound,ond exominethe seotingsurfoce.A
properly lopped volve will show o Ya inch
conioctpotternoroundthe entireseotingsur-
foce,ond will hoveo dull sotinfinishoppeor-
once.
Theseolingeff)ciency of the volveossembly
moy be checkedby portiollyfillingthe rocker
box oreo over the volve with gosolinewhile
the volveis in ploceond notingif the leokoge
occurs.Wosh the volve ond the volve seot
thoroughly to removeoll trocesof the lopping
compound.
FAILEDCYLINDERS - Experience hos proven
thot on enginewhichhos sufferedo volveor
cylinder heod foilure moy be succeisfully
returnedto serviceif the cylinderossembly
corbon. is reploced.In order to understondthe success
of this proctice,it is necessoryto reviewthe
circumstonces whichcousecyl¡nderheod ond
volvefoilures.
Cylinderheodsusuollyfoil when the ten-
sile strengthof their moterislhos been low-
ered by excessheot ond when the pressure
insidethe cylinderis extremelyhigh. These
lwo foctorscon cquserupture of the heod.
The somecond¡tionsmoy exist in other cyl-
inderswhich do not foil, ond they regoin
their tensilestrengthwhen they hovecooled.
Becouse of this regenerotion,
it is cleor fhot
the cylindersore not permonently weokened
by the excessive temperoturesond pressures
to wh¡chthey ore subiected.
Exhoust volvefoilurescon usuollybe troced
to on odverseconditionín the porticulorcyl-
inder in wh¡chthey foil. For instonce,there
moy hove been insufflcient volve cleoronce,
v o l v e s t i c k i n gh, i g h c y l i n d e rh e o d t e m p e r o -
lure,.or pther foctorswhich tend to weoken
the volve.
Wosp ond Wosp Jr. Mointenonce
 ttfllInT
flllDfitPLfl
RIPRIfi
m e n d : c r r - ' l - e T h ; "¡ s s l s 6 e n l e nm
t u s tb e o c -
A l t h o u g h e x p e r i e n c eh o s p r o v e n t h o t e n -
c o m p l r s h e Cn s e - so n l y o s t h e p o r t s o r ' e n o t
g i n e sw i t h v o l v eo r c y l i n d e rh e o d f o i l u r e sm o y
i n t e r c h c n g ebcle .
be successfullyreiurned io service,it is not
to
r e c o m m e n d e dt h o t o l l e n g i n e ss u b i e c t e d
B e f o r er e p l o c- V A L V E S- C l e c r no n c lo i l t h e v o l v eg u i d e so n d
t h e s ef o i l u r e sb e k e p t i n s e r v i c e
por- s t e m s .i n s e r il h e ' ; a l v e s i e m si n t h e i r g u i d e s
i n g t . h ec y l i n d e rb e c e r t o i nt h o t n o m e t o l
the o n c l r : i o á et h e c ' ¡ l i n d e ro v e r o d o m e d w o o d e n
t i c l e sh o v e e n t e r e dt h e e n g i n e ' E x o m i n e
b l o c kt o p r e v e r ¡tih e v o l v e sf r o m f o l l i n g .I n s t o l l
w h e t h e ro r n o i i t h o s b e e n
l i n k r o dt o o s c e r t o i n
oll l h e l o w e . v ' c l v e' r p ri n g r r r o s h e irn, n e ro n d o u t e r
b e n t o r d o m o g e d .M o k e v i s u o l c h e c k o f
w h e t her v o l v e s p r i n g s ,o n d t h e u p p e r v o l v e s p r i n g
c o m b u s t i o nc h o m b e r st o d e t e r m i n e
w o s h e r . C o m p r e s st h e v o l v e s p r i n g s ,u s i n g
o r n o t t h e y h o v e b e e n d o m o g e di n o n y w o y '
P W A - 4 5 9 C o m p r e s s o ro, n d i n s t o l l t h e s p l i t
E x o m i n et h e p u s h r o d sf o r d c m o g e o l s o '
Io c k s .
After the instollotion o f o n e w c y l i n d e ro s -
sembly,o completecorrrpression checLshould AND PISTON
OF CYLINDER
INSTALLATION
b e m o d e .T h e e n g i n es h o u l dt h e n b e g i v e n o
completeground check' After this ground Before reusing ony cYlinders see
check,o secondcompression checkshould be Cylinder Removol ond lnsPecfion
m o d e . I n o d d i t i o n , m o k e o t h o r o u g hv i s u o l parogrophsin fhis choPter-
c h e c ko f t h e e n g i n e ,p o y i n g p o r t i c u l o ro t t e n -
tion to the conditionof the cylinderhold-down l f m o s t e r o dc y l i n d e r ( N o . 5 ) h o s b e e n
s t u d s ,c y l i n d e rh e o d s ,o n d c o m b u s t i o n chom- removed, it must be instolledfirst. Coot the
bers, c y l i n d e rw o l l s , .p i s t o n p i n ,p i s t o n ,o n d p i s t o n -
n ft o c y l i n d eor s s e m - r i n g s w i t h o i l . I n s t o l lo n e w r u b b e r o i l s e o l
A f t e rt h e r e p l o c e m e o
with o r i n g u n d e r t h e h o l d - d o w nf l o n g e o f t h e c y l -
bly, operotethe enginein occordonce
inder. Rototethe cronkshoftuntil the mosterod
r e c o m m e n d er udn ' i ns c h e d u l e '
o r l i n k r o d ' o ft h e c y l i n d e ri s o t t h e f u l l o u t w o r d
- ROCKER AND SHAFT * Instoll p o s i t i o n .E o c h p i s t o n ,p i s t o n p i n o, n d c y l i n d e r
ASSEMBTY
hos o numberdenoiing its proper position.
ihe rocker beoringsin the rockers,using
' o k e s u r ef h e o i l l n s t o l lt h e p i s t o no n d p i n w i t h t h e i r n u m b e r e d
P W A - ó 1 4D r i f t o n d B o s e M
sidestoword the {ront o{ the engine IFigure
h o l e si n t h e b e o r i n glsi n eu p w i t ht h e c i l h o l e s
8 - 5 5 1 . R e m o v eP W A - 2 4 8 8H o l d e r f r o m t h e
in the rockers.Ploceeoch rockerin position
o n d i n s e rt h e s h o f t h r o u g ht h e b u s h r r r go sn d
rocker.Instollthe oil seol,wosher,ond nut
o n t h e s m o l le n d o f t h e s h o f t ;t h e n ,h o l d i n g
the lorge end of the shoft with o wrench,
tightenthe nut to the recommended torque'
l n s t o ltlh eo i l s e o lg, o s k e to, n d n u to n e l o r g e
l h
end of the shoft,ond tightenthe ¡ut io the
recommended torque.Coiterpinthe nuts'
lf improvement of the oil seolingchoroc-
teristics ot the innerend of the rockershoft is
necessitoted by excessive oil leokoge,reploce
the oil seol,gosket,ond the nut on the lorge
enCof the shoftwith the improvedtvpe "O"
, nd lne nut,
r i n g s e o i .F r : r tN o . A N l 2 3 Ó ó 7 o
Port No. 3+39Eo,ond tightento the recom- t8-551 lnslsll Piston
Reis¡uedApril l9ó2
Wusp onc( \lUotP Jr. Mqinlenonce
 firPflrfi
flilDRtPLfltttt|rfll 8-29

l8-5ól Ring Gops

t8-581 Hold-downNuts

Becouse of the necessorily speciol

design of cylinder hold-down nut
wrenches,porticulor core should be
exercised in lightening hold-down
nufs. See thot the cylinder hold-
I g -5 7 1 ,l n sto l l i n sC yl i n d er down nut wrench, fhe exfension,
ond lhe torque indicoling hondle
ore so ossembled that the hondle is
direclly opposife fhe box end of ¡he
l i n k r o d, o r n c s t c r o d r S . t o g g e ri h e r i n g g o p s
wrench, and opply lorque by ro-
[ F i g u r e 8 - 5 ó i o n c l c p p l y o g e n e r o u sc o o t -
taling fhe ossembly os o unit. Do
i n g o f o i l t o i h e r i r r g st;h e n c o m p r e s tsh e o u t e r
not let the shoff of the wrench
r i n g s , u s i n g ' P W A - 2 4 ?C l o m p f o r W o s p J r .
fwrsf lo one side.
e n g i n e so r F ; V A - 1 3C l o m pf o r W o s p e n g i n e s ,
o n d s l i d et h e c . y l i n d e r , o v et hr e r i n g s [ F i g u r e
8 - 5 7 ] . C o r n p r e s tsh e s c r o p e r r i n g w i t h t h e
c l o m p ; t h e n s l i i e t h e c y l i n d e ro v e r t h e r i n g Insiollthe pushrodsond rockerboxcovofs;
o n d i n t o p l c r * c :c r g o i n s.tt h e m o u n t i n g p o d . thencheckthe volvestemto rockercleoronce.
,-
I n s t o l l w o s h e r so' n d n u f s o n . t h e s t u d s . U s - Referto VolveCleoronceAdiustment, Adiust-
ins PWA-200ó, P,WA-2397, or PWA-2399 mentschopter.
Wrench, crnd PrdA-2398 or PWA-241I Hon-
dle, tighten .the hold-down nuts evenly to
e n s u r ee v e n l o o d d r s t r i b u t i o no r o u n d t h e c y l -
inder flonEe; ihen úsing PWA-2239 Wrench Regordless being
of the numberof cylinders
ond P\ lA 224A Adopter fFigure 8-58] reploced,the engine is to be run-in Íor Yz
tighterr the holcJdown nuts to the recom- hourot I000 RPM,Yzhovr ot 1400RPM,ond
mended torclue,ln$tcli..polnuts over the hold- t/z hour in short spurtsto 2000 RPM.During
down nuts, i - u n n i n g
them down finger tight; this run-ín the cylinder heod temperoture
t h e n t i g h t e nt / t ' t u r n shouldnol exceed205'C (400'F).

RevisedMoy l9óó Wosp ond Wosp Jr. Mointensnce

8-30
RfPfl IIiil]ffiI
IRflt|DfifPLfi

f8-óOl RemoveDistributorBlocks I

[8-59] Mognelo

MognetosIFigure8-59]

REMOVAL - Loósen the knurled coupling

whichsecures tÉe-flexible conduitto the dis-
tributorblock coverelbow usingPWA-.l88ó
Wrench.Remová the screwswhichsecurethe
elbowto the distributor blockcover.
Removethe screwwhich securesthe dis-
tributorblock coverholvesof the mogneto.
Remove' the so{etypin, disengogethe two
spring lockson the distr¡butorblock coV€f;
then removethe coverholves.Liftout the dis-
tributorblocks[FiEure8-óO] ond wrop eoch
b l o c ki n o i l e d P o P e r .
Removethe tl'rreebolts which securethe
mognetoto its mountingpod ond lift off the
m o g n e i oo n d r u b b e r _ c o u P l i n g .
INSTALLATION - Before instollingo mog-
netoon the engine,the internoltimingof the
mognetoshouldbe checked.To do lhis, re-
movethe breokercompo'tmentcover.Attoch
the red wire of PWA-2417Indicotorto the
breokerpointsond groundthe blockwire to
the mcrgnetohousing.Ploceo st'oightedge
ogoinstthe step'rn ihe breoker con IFigtlre
8-ól I cnd turn the mc -neto drive shoft in
[8-ól]' lnternol Timing
t h e n o r m o l , d i r e c t i oonf r o t o t i o n .T h e l i g h t o f
the.indicotorshouldflosh on iust os the
stro'ightedgécomes into olignment with the
t i m i n g .' r i o r k so n t h e m o g n e t o h o u s i n g .T h e
t i m i n g m o r k ss h o w nt h r o u g h t h e t i m i n g w i n -
dow:shouldolign ot ihis poiirt [Figure 8-ó2].
lf thiScheckindicotesthot the mognetois not
properly timed, the breoker pointsshould be
odiustedos íollows,With PWA-2412still con-
nected,ond the stroightedgeoligned, loosen
the contoct brocket screwsond turn the ec-
c e n t r i co d i u s t i n gs c r e wu n t i lt h e i n d i c o t o rl i g h t
iust flosheson, indicotingthot the points ore
iust opening. Tighten the controct brocket
sirews.
Alter thá rnlernol timing hos been lound
to be correct, position the No. I Piston 25
degrees before t,:p ct-'niei'of its compres-
sion st,'okeos follows' Rernoveone sporkpiug

Worp ond WclP Jr' Mointensnce

RevisedMorch 1973
 8.31
RfPRlfi
Rt]ilfi[PLRtff'f|tlll
sloi. Pushihe Slide pornierup closeto the
pivotorm [Figure8-ó4]. Turnthe propeller
shoftin thedirectionoi rototionuntilthe pivot
orm pushesthe slide pointerto its forthest
point[Figure8-ó5]. Turnihe propellershoft
obout 90 degreesin the oppositedirection.
Thiswill refurnthe pivotorm to the top of the
slot.Adiustthe properenginescole(thescole
morkedR-985or R-1340)so thot the zero
degreemqrkon the scoleolignswith the ref-
erencemork on the slide pointer [Figure
8-óó1. Move the slide pointerup to olign
withthe 25 degreemorkon the scole[Figurc
8-671. Turnthe propellershoftin the normol
[8-ó2] Tirning Window
directionof rototionuntil the pivot orm iust
from eoch cyliirdercnd insroliPWA-3252Vent
contoctstheslideIFigure8-ó8]. At thispoint
P l u g si n t h e s p o r k p l u gh o l e s T . u r ni h e e n g i n e the lower light on the indicoiorshouldflosh
c r o n k s h o fbt y m e o n so f t h e c o o l i n gf o n o r t h e
on. The No. I pistonis now positioned25
p r o p e l l e ru n t i l t h e p j s t o no f N o . 1 c y l i n d e ri s
degreesbeforetop center.
o t t h e b e o i n n i n oo f t h e c o m o r e s s , osni r o k e . Mountthe mognetoon the enginewithout
l n s t o l lP W A - 4 1 4 2 I n d i c o t oirn t h e t o p o r f r o n t instollingthe rubber coupling Meosurethe
sporkplughole of No. 1. cylinder IFigure d¡stonce betweenthe mognetodriveshoftond
8-ó31 the mognetoshoftcouplings, mokingsurethot
'with the two shoftsore ot their moximumdistqnce
lJse pivot erm '/A" hook end
o p o r t .R u b b e cr o u p l i n gos r e p r o v i d e dl / 3 2
up lor Wosp Jr. engines., UsePivot
inchoversize, identifiedby "B | 1/32 inch"
arm "A" wíth hook end down for
mouldedon the foce. The rubber coupling
Wosp engines.
usedshouldbe .020 inchto .030 ¡nchlessin
A l i g n t h e c o p o f i h e i n d i c o t osr o t h o t t h e thickness thon the distancebetweenthe two
s l i d es l o tl i n e su p w i t h t h e v e r i i c ool x ¡ i o f t h e metolcouplings.Removethe mognetofrom
cylinderond the pivotorm is oi the top of the theengine.

, -=\.
/ \@) _
;--6V-

[8-ó3] lndisstor t8-ó41 Slide Pointer [8-ó5] Pivot Arm

Revised 15 Februory I9ó4 Wosp ond Wosp Jr. Moinlenonco

 flfPfltfi
nllüfifPtfiüftfi[ilT

[8-óó] 5.cc.le [8*ó7] Move 18"-ó81Pivot Arm

Pointer Up ContoctsSide

V/ith the sircrigntsdge in exoct olignnreni 8-731 ond tighten rhe knurled coupling.
o n d w i t h t h e , - u b b é rc o u p l i n gi n p l o c e , r e s t Checkio.see thot the mcrgheros ore properly
t h e m o g n e f ob n r h e m o g n e t om o u n f i n gp o d . t i m e d t o t h e e n g i n e ,o n d o r E s y n c h r o n i z etdo
I F i g u r e 8 - ó 9 1 . H o i c li h e m o g n e i o i n p t o c e ' e o c ho t h e r .R e f e rt o T i m i n go n d S y n c h r o n i z i n g
o n d r o t ó t e ' t h e r u b b e . rc:c u p l i n gb e t w e e ni h e
t w o m e t o l , c o r ; p i i n g s . ú nt hi iel r u b b e rc o u p l t n g
c o n ! e . e n g c r g ó c i ' w i i thh e m e t o l c o u p l i n g s
$[
w i t h o u t . o r i i n . i j . : . l h un r o g n e r os h o f t t o i u r n '
[Figure 8-7O], Fit ihe mognetoover the two
d o w e l p i n s o n t h e m o u n r i n gp o d I F i g u r e
8 * 7 1 ] . S e c u r e . t h en. r o g n e t ow i t h t h e t h r e e
b o l t s . I n s t o l lr h e d i s t r i b u t o rb l o c k s , I F i g u r e
8-721, the'.cj;str;bgi9rcover holves IFigure

{ .
R u b b e r Coupling

..t8-691 Mogneto Pod [8-71] Pod Dowel Pins

Wosp ond Wosp Jr. Msin?enonce - Reissued
April r962
 8-33
fitPfrfi fifPLflcttf]t|1T
fil1D

l8-72j Dist¡:ibutbrBlocks

18-74) Retoining Bolts

conduit towords the reor. Removethe leod

I S - 7 3 ] D i s i r i b u t o rC o v e r
f r o m t h e d i s t r i b u t obr l o c k .D e t e r m i n ei n w h í c h
d i r e c l i o nt h e l e o d w i l l p u l l t h e e o s i e s t t; h e n
spliceond solderlhe new leod onto the oppo-
s i t e e n d o f t h e o l d l e o d . D u s tt h e l e o d w i t h
tolc or soopstonelo preventfriclion. Pushthe
n e w l e o d t h r o u g ho s t h e o l d l e o d i s s l o w l y
p u l l e do u t . W h e n t h e n e w l e o d i s t h r o u g hf o r
enough, cut it off to the proper length.

M s g n e t b s , A d i u s f n r e n t sc h o p t e r . A Í t e r t h i s RemoveVz inch o{ insulotionf rom the dis-

c h e c kh o s b e e n c' o m p i e t e dl,o c k w i i ' ei l r e - t i r r e e iributor block end of the leod, being core-
'ful not to cul ony of the leod stronds.Sep-
m o g r r e t or e t c r L ; r nig: o i t sI F i g u r e ü - Z + ; .
orote the strondscnd bend them bock olong
the insulotion.Mork o new copper ferrule
Repl,ocinglgnition Conduit Lead w i t h t h e p r o p e rn u m b e r ,u s i n go m e i o l s t o m p ;
' . .
t h e n i n s t o l lt h e f e r r u l e o n d s e c u r ei t w i t h o
R e p l o c eo l i i g n i i i c t i l e o d s p r - e s e n i i negv i - c r i m p i n gt o o l . P l o c et h e l e o d i n i t s p r o p e r
d e n c e o f c h o fi n g o f d é t e r i o r qi fo n o f i n s u l o - hole in the distributor block, ond secure
t i o n . R e m c v et h e m c r g n e i of l e x i b l ec o n d u i tt o it with the piercing screw. Push the wire
the distributorj:lock coüel'elbow, the elbow through the sporkplug leod conduit; then
f r o m i h e d i s t r i b u t o rb l o c k " c o v e it-h, e d ¡ s t r i b u - s e c u r et h e c o n d u i t o t h e m o n i f o l d .
rgr block cover iroive"q, ,:nd li{t the distributor
b l o c k s ' f r o mi h e m o g n e t o . . R e i et o r Mognetos, Remove/a inch of insulotionfrom the leod,
t h i sc h o p t e r being coreful not to cut ony of the leqd
stronds. The insulotion rhust beor firmly
Remo'¡efhe conne,:torot,'the spbrkpl,;g end o g o i n s t t h e b r o s s d l s k ¡ n s i d et h e s p o r k p l u g
'ends
o f f h á l e o d , o n d i h e s p o r k p i u g. l é o d c o n d u i t connecfor.Treot the of the insulotion
f r o n rl f r e i g r r i t i o rrr: i : ¡ b i cer s s e ; m b l y- c. o s e nt h e w i i h o n i n s u l o t i n gl o c q u e r .A f t e r t h e l o c q u e r
c o u p i i n gn u t o n i i . ¡ e . c o n d u iot n d ' s l i d e t h e h o s d r i e d .s l i d et h e c o n n e c t o irn t o p o s i t i o no n

R e i s s u e dA p r i l l 9 ó 2 ; Wosp ond Wosp Jr. Mqintenqnce

| |, I
I '
i : 8-34
I RIPflIR
RllD
fitPtflcftt|ttll
TABTES
OF IEAD TENGTHS
IN INCHES
Wosp Engines
Equippedwirh SBgRMagneros

No. of Totql Length Wire length from

. Wire Lengthfrom
Distributor Front Reqr ReqrConduitto FrontConduif
Block Conduit Conduit left Mogneto RightMogneto
No. I 57" 37" lg" 32V2"
No. 2 5l" 55" 19" 33rh"
No. 3 62" 66" 17lh" 32"
Itlo. 4 75" 46" 18" 32V2"
No. 5 62" 32" 19" 33V2"
No. ó 50" 46" l7yz" 32"
No. 7 57" 59" 18Y2" 33"
No. 8 93" 55" 20" 34V2"
No. 9 73" 40" 19" 33y2"

Wosp Jr. Engines

Equippedwith SBSRNMognetos

No. of Totol length Wire length from -,i l

Wire Lengthfrom
Distributor Front Reqr ReorConduitto FrontConduitto .;
Block Conduit Conduit left Mogneto RightMogneto
'4
- !

No. I 53" '|

37" I8" 29" I'¡
j

No. 2 47" 55" lg" - {

I

30"
{
d
No. 3 58" 66" l7w' 2gth" c

No. 4 _ ,,{
71" 46" 18" 29"
{
No. 5 58" 32" lg" 30" $
No. 6 46" 46" l7yz" zgth"
No. 7 53" 59" lgth" 29y2"
No. I 82" 55" 29" Qltt

No. 9 L L''
40" lg" 30"

Wosp ond Wosp Jr. Mainlenonce

ReissuedApril t9ó2
f
 .i¡

fllDfifPLfitiil]itii
fifPflIR 8-35

t h ew i r e .B e n dt h es t r o n d b s o c ko v e rt h e l e o d
o p e n i n gi n o r o d i o lp o t t e r nD. o n o ts o l d e trh e
leod.

Oil PressureRelief Vqlve

REMOVAL - Removethe ocorn shopedcop

from the oil pressure reliefvolve.Remove the
oil pressure reliefvolvebody,then withdrow
t h es p r i n go n d p l u n g e rU. s eP W A - ó 7 W
1 rench
[Figure8-75) to removethe volveseotf rom
the reor cose[Figure8-76]. [8*75]
INSPECTION - Checkthetensionof the relief
v o l v es p r i n gN
. o t et h ec o n d i t i oonf t h ev o l v ei n
the volve seot.Lop theseportswifh o very
fine grode of loppingcompoundto form o
perfectseot.The guidesurfoces of the volve
s h o u l dh o v e o f r e e s l i d i n gf i t i n t h e s e o t .
Polishthe guide surfoceswith crocuscloth
o n do i l .
INSTALLATIO - NI n s t o ltlh ev o l v es e o ti n t h e
reor-cqse, usingPWA-ó7'lWrench.Insertthe
p l u n g eor n d s p r i n gi n t ot h eo i l p r e s s u rree l i e f t8-7ól RémoveVqlve Seot
volvebody.Fito newgosketunderthe flonge
on the volve body ond screwthe body into
t h e r e o rc o s e A
. d i u s t h e e n g i n eo i l p r e s s u r e .
Refer to Oil Pressure Limits, Ground
Checkschopier.Instollo gosketond screw
the ocornshopedcop on theouterend of the
volvebody.Lockwire the cop to the odiocent
squoreheod plug [Figure8-771.

Oil Pump [Figure8-78].

REMOVAL - Removethe nuts ottochingthe
oil pumpto the reor cose.AttochPWA-1327
P u l l e rt o t h e o i l i n l e tp o r t s t u d so n d p u l l t h e
'
pumpfromthe reor cose. . , 1 _ 8 - 7 7 1l o c k w i r e C o p
INSPECTION * Inspectthe teeth for pitiing
ond unevencontocl.The georsshouldturn I N S T ¡ \ i L A T l C -i '.,I1n's t o ltlh e o i l s e o l r i n g si n
freelyond showno indicofionof interference positrorr or íhE OD,_ofthe pump bcdy. Fit o
with the pump body. Oil possoges mustbe new gcs[¡; cver rhe rnounting flongeon the
atédñ
o i l p ' m p h c l s i n g , i n s t gi hl l e o i l p u m pi n t h e
lnspeclthe bgdy for irocks, scoring,ond r e o r . c € r j ee. n q ó q i n oi h e d r i v e g e o r w i t h t h e .
'Check ..:,-
cond¡t¡onof point. the oil seol rings o c c i . - . i L - i r, r i e ¡ n r e d i o d
t er i v e g e o r . A t t o c ht h e
for scoringond lossof tension. pum,t to trip-*¡qs¡ cosewith woshersond nuts.

April l9ó2
Reissued
 -

8-3ó
fifPfllfi
fl|1DfifPLfittfll[il1
L A R G ES C A V C N C E
S E CT I O N

P R ES S U R E DLTP
SIAFÍ. _\
G E A R S-
ís) !f?

/
)
(7)
Y OIL S E A L R I N 6

a
L

SMALLSCAVENGE
GEARS

t8- 781 Oil Pum p

PressureOil S*een [Figure 8-79]

- Using PWA-228 Wrench, un-

ft
REMOVAL
fostenthe oil screencovernut; then remove
the cover,spring,oil screenond checkvolve
\lr'.**
o s s e m b l[yF i g u r e8 - 8 0 ] .

[8-79]' PressureOil Screen

I N S P E C T I O- NE x o m i n et h e s c r e e nf o r t h e
presenceof metol chips or foreign motter
w h i c hm o y i n d i c o t eo f o i l u r eo r s o m eo t h e r
unsotisfoctory conditionin ihe engine.Inspect
the oil screenfor distortionor splitsot the
solderedioints.Checkthe fit of the screen
in its chomberín the reor cose.Inspectthe
oil checkvolveto seethot it ísfree ond seots
properly. Check the spring pressureond
exominethe coverfor crocksond condition
of point.

INSTALLATION - Insertthe checkvolve os-

sembly,oil seolond oil screenintothe chom-
ler in the reor cose.lnstollthe gqsketond
.cover. Tighten the cover wiih PWA-228
Wrench.Lockwirethe cc¡ver. &
[8-80] Remoye Screen Assembly ,#
fi
i
Wosp ond Wosp Jr. Moinlenqnce '.s
Reissued
April 19ó? _$
I
,$
 IfiflIIDfilPLfitliil[{tr
RIPfl 8-37

t*"-*ifih

i8-8¡l Oil Sump

.

O i l S u m p [ F i g u r e8 : - 8 1 ]
i8;821 Rgmove Surnp

REMOVAT- Unscrew lhe elostic stop nuts

which secure the rockerbox covers of cyl-
i n d e r sN o , 5 o n d N o , ó w h i c ho r e n e x t t o t h e
s u m p . D i s c o n n e ctth e h o s e c o n n e c t i n gt h e m
to the sump ond remove the covers ond
hose.Removethe suctiontubes from the reor
o f t h e s u m p .R e m o ' ¡ teh e n u i sw i h c h . f o s t etnh e
Plo,:e: irriri gcrsker:,n ,-=c(:l: ^,ountingflonge
o f t h , es u i r i l i n s f o i li l i e s u n r oo n i t s m o u n t i n g
p o d s I F i g u r ' é8 - 8 3 ] . S e c u r -feh e t w o o i l s u c -
iion. ir-r bes'to the 5¡¡rp cnd iear cose, ond
lnstcr'iii¡e, iube clornps. Reinstollrockerbox
c o v e i ,o
s n C h o s ec o n n e c i i o n s .

'#
upper ends of the tubesto the right hond
s i d e o f i h e r e o r s e c i i o n ,U n f o s t e nt h e c l o m p s f,
1\
o n d r e m o v e t h e t u b e s U n s c r e wi h é f o u r
n u t s s e c u r i n gt h e o l l s u m p t o t h e e n g i n e .
Pullthe sumpf rbnrthe engine IFigure 8-82],
toking core not to domoge the oil pressure
t u b e sw h i c hf l t r n f ot h e s u m p .

I N S P E C T I O-N l n s p e c tt h e s u m p f o r c r o c k s
o n d c o n d l t l o no f t h e p o i n t . S e o i i n gs u r f o c e s
m u s tb e c l e o n o n d s m o o t h .C h e c k s c o v e n g e €i
s c r e e nf o r d i s t o r i i o no n d c o n d i t ¡ o no f s o l d e r e d
. o k e s u r et h o t t h e s c r e e ni s i h o r o u g h l y
i o i n t sM
c l e o n e db e f o r e i t i s r e i n s t o l l e d .

I N S T A L L A T I O-N P l c c e t h e i n t e r c y l i n d e r
s u m pd e f l e c t o ro n t h e s u m pw h i l e t h e l o t t e r i s
still on the bench ond secure,it._..Screw
^oil drqin plugsinto the bottomof the sump
the
üt
o n d t i E h l e nt l r e r nf o t h c r e c o r n m e n d etdn r n r c t8-.831 Instsll.,Sr*t
April I9ó2
Reissued Wcsp and Wo.sp Jr. Moinlenonce
 8-38
flllDfiIPLfiIIffifIIT
RIPRIR

t8-841 Cqrburefor ond AdoPter

Corburetor Replocement [Figure 8-84]

l8-85.l. lnstall Corburetor

D e p e n d i n gu p o n t h e p o r t i c u l o ri n s t o l l o t i o n ,
r e m o v et h e c o r b u r e t o ro i r s c o o po n d d i s c o n -
n e c t t h e t h r o t t l ec o n t r o ll i n k o g eo n d m i x t u r e
c o n t r o ll i n k o g e .R e m o v et h e f o u r n u t s w h i c h
s e c u r et h e c o r b u r e t o rt o " t h e o d o p t e r o n d l ¡ f t
out the corburetor,Instollthe new corburetor
four
[ F i g u r e 8 - 8 5 ] o n d s e c u r ei t w i t h t h e
n u t s .C o n n e c tt h e c o n t r o ll i n k o g e s o n d r ein-
r i r s c o o p[ F i g u r e 8 - 8 ó ]
s t o l lt h e c o r b u r e t o o
Adiust the throttle stop ond idle mixture
i

s t r e n g t h .R e i e r t o . C o r b u r e t o rl d l i n g A d i u s t -
menf,AdiustmentschoPter.

Propeller Governor RePlocement

Removethe'governorond governormount-
ing pod gosket. Inspectthe surfocesof both
the mountingpod ond the governor bose for
foreign porticldswhich might bouseoil leok- Air Scoo¡ Instqlled
oge or get into the governor ond foul the 18-,8ól
operoting mechonism.
" 'tl is essenlicl thof ffie goYernor
t{ any slud in ffie.governor mounl' "hounfing.pod nufs be drown down
ing pod is found to be brofcen, re' eveniy.on<i lhen'figfitened fo fhe
ploce oll four sfuds. reco¡nrnended; iorque os excessive
figfifening moy couse displacemenf
Referio Studs,this chopter,if replocement ,É of ihe goskei maleriol in the vicinily
Replocethc gove:'normouniing
is necessrlry. of ifie' rnoühting sfuds resuhíng ín
pod goskei ond the governor in occord¡nce würpoge of the governor bose,sul¡-
with the opplicoble monufocturers,recom- Jeque,'il oil leokoge, or possibfe
mendotions. mounling stud-{ailure.

. April 1962
Reissued
Wqsp qnd WosP Jr. Moi¡lencnce
 flI|ilRIPLflCItI|ItlT
fitPfltfi 8-39

lf interference results betweenthegovernor ote studremovolheot moy be oppliedto the

m o u n t i n gn u t so n d t h e g o v e r n o r e p l o c et h e p o r t i c u l ol o
r colity.
d r i l l e ds t u d sP / N 4 3 ó 1 3w i t h u n d r i l l e ds t u d s
P/ N 2 0 4 9 3( 1 . 0 7 8i n c h e st )o q m i n i m u m pro- INSTALLATION - lf the studholeis not dom-
lection length oÍ .782 inch. ogedor worn replocethe brokenstudwith o
lf interference results beiweenthe collector stondordstudof ihe somesizeto the recom-
c o s es t u d ( P / N ó 2 5 )o n d t h e g o v e r n oor t t h e mendedtorque(referto StondordStuds,Limits
I I or I o'clockpositions becouseof the .875 chopter)ondto the requiredproiection length.
lnchstudproiection length,it is permissible to l f t h e h o l e i s w o r n o r d o m o g e dt,o p t h e
hole with the opproprioteoversizetop, ond
of .825inchto obtointhe necessory
cleoronce. instollo steppedstud to the recommended
torque(referto SteppedStuds,Limitschopter)
ond to the requiredprolection length.
G E N É x A-L f h e p r o i e c t i o n l e n g t ho f o s t u d
is meosured fromthe mountingsurfoceto the When inslallingan oversizesfud in
s i d eo l t h e h o l ef o c i n gt h e m o u n t i n g surfoce a stud hole which goes completely
o { d r i l l e ds t u d so. n d t o t h e e n d o f u n d r i l l e d througha porl, moke sure lhot the
-- studs. onchor end o{ fhe sfud does nol
REMOVAL - Removelooseor broken studs proieclbeyond the hole svÍficiently
w h i c h p r o i e c to b o v e t h e m o u n t i n gs u r f o c e to couse inlerference wilh other
par|s. t{ neresrary, file off lhe
fionsof brokensiuds remoiningbelow the onchorend enoughto insure
mounting surfocegenerollymoy be extrocted ogoinsl suchinterference.
b y u t i l i z i n gt h e m o u n t i n gh o l e i n t h e m o t i n g
p o r To s o d r i l l g u i d e .U s i n go d r i l l t h e s o m e - lf o threodedinsert
THREADED INSERTS
r s i z eo s t h e h o l ei n t h e m o t i n gp o r t ,s p o td r i l l
r e q u i r e sr e p l o c e m e ndt r, i l l o u t o n y l o c k p i n s
the brokenstud; then using the prescribed
thenremovethe insert,usingthe propertools.
drill size for the type steelextroctorbeing
u t i l i z e dd,r i l lo u ti h ec e n t epr o r t i o no f t h es t u d . Instollnew insertswith the proper driver;
Drivethe extroctorinto the drilledcenterof drill new lockpin holes if necessoryond
the studond turn out the brokenstudwith o instollnew lockpins.Referio the Overhoul
j wrenchor hondleon the extroctor.To focilit- Monuolfor detoiledinstructions.

Aptil l9ó2
Reissued Wosp ond Wosp Jr. Mqinlenqnce
lrylí=r' ?'

8-40
flllDfiIPLflCItt|Ir|I
fiIPflIfi

*\ nl
d) '¡"s
Qv '
ftrt:'

u
;{r
9r*

{o*-, r'644-

,J.
t;n
WASP JR. B 4

_l

Units
Porl Per
fndex Note¡ ond Rcfcr¡ncc¡
No. Asr'Y T o o l sR e q u i r e d
No. Port Nome

12088 2 l / 4 - 2 8 S t u dD r i v e r See "Stud¡"

I P r o p e l l e r R e g u l o f o rV o l v e S t u r i
12089 2 l / 4 - 2 8 S t u dD r i Y e r Seo "Slud¡"
¿ Propeller RegulotorVolve Sfud,
I qnd
29255 4 l / 4 - 2 8 S t u dD r i v e r See "5tud¡"
2 Propeller Conlrol Volve Cover Stud
12055 2 5 / l ó - 2 4 S t u dD r i v e r See "Stud¡"
Sump Attoching Stud
12119 7 3 / 8 - 2 4 S t u dD r i v e r See "Stud¡"
i 4 Thrust Cover Stud
34919 1 5/ló-24 StudDriver See "Stud¡"
6 Governor Pod Stud
17415 12 3 / 8 - 2 4 S t u dD r i v e r Soe "glud¡"
I Thrust Cover Stud

I
Front Case Stud RePfocetnetlt
: i :
(Direct Drive Engines)

ReissuedApril l9ó2
Wosp cnd Wosp -l¡. Mointenunce
 fiIPRIfi
ffflDfifPLRIIf'flIflT 8-4t

tCr'
\r¡ F.8l25t

il |

GJrttrrrr'
-1t"..fl1ñrqllill
E

l"il

Un¡ts
lndcx Port Per
No. Pcrt Nome No. Ass'y Tools Required Note¡ qnd Rcfcrcnc¡¡
I Fronl Cronkcose Foslening Stud 38300 6 3/8-24 Stud Driver Sae "Stud¡"
Fronl C¡onkco¡e Fostening Stud 12122 1 3/8.24 Stud Driver See "stud."
4 Cylinder Hold-Down Stud 12081 90 3/8-24 Stud Driver See "Stud¡"
6 Blower Cqse Fosfening Stud I 2085 3,/8"24 Srud Driver
I
Se€ "Stud¡"
7 Blower Cose Fostening Stud 12057 t7 3/8-24 S¡ud Driver See "Srud¡"

Cronkcose .Sfud Replacement

(Wosp Jr. Engines)

ReissuedApril l9ó2 W o s p o n d Wosp Jr. Mointencnce

 8-42
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fiilüfifPlfitt|'I|tIlr

lil
l : 5

t 4
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',v
/f4
5 l*-,53r--+l

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'?+ ii-1.-.''-'i
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Crcnlrcose Str,r<íRepfocemenf(Wasp Engines)

'l
/Slreef of 2 Sheefs)

Wospond WaspJr. Moinlensnce ReissuedApril t96Z_

 RIPflIfi
Rt|D nrPLflcftt|tt|T 8-43

ffi
$
$]
,it

$
s¡
s¡

tI
g.

,${
t
l¡L

;ü
J*

*
4

,r.l
Unlr¡
:{
.¡!,. lndcx Forl ' P.t
No. Parl Namc No. Ar'y Tooh lcqulnd' ., .. N.or¡ qnd loforcncc¡

* 3 Fronl Co¡c lo Cronkro¡c Slud t2os2 6 5/ló-?.1SrudDriver, ,'iir"st'dt'l

tronl Co¡c to Cronkco¡s Stud ó58 , 6 U¡od on Wü¡it Hl.G only:
¿ : i

1 tronl Cosc to Cronkco¡r Stud t0a? 2l: 5/ló.24 Srüd Df¡v.i' .. Scc "9tud¡"
tronl Corc lo Cronkcos¡ Slud 54ótr zt .Uscd on Worp Hl only.
6 Sump Attoching Stud I 2055. . ,' 7 5/1ó-21 Stud Drivar Scc "Sruá¡"
$ 7 Cylinder Hold-Down Stud 12081 | ¡10-l4,1 3/8-24 Slud Driver See "5rud¡"
8 Cylinder Hold.Down Stud 23583 0.4 3/8.24 Stud Drivor Scc "Studr"
9 Blowcr to CronkcoseSlud 12057 .1.7. 3/8.24 Stud Drivc¡ . Sec "Sfudr"
'10
Blower lo Cronltco¡eSlud I 2085 t 5/16-21 Stvd D¡iue¡ Sce "Slud¡"

Á ll Blower to Cronkcos. Slud 656 2 5/ló-2.1 Stud Drivcr ScG "5tuil¡"

CrankcaseStud Replocement (Wasp Engínes)

i (Sheef 2 of 2 SheelsJ
.a-

ReissuedApril l9ó2 Wosp cnd Wosp Jr. Mqinlenqnce

8-44
fl|.|O
fifPflIR RfPLflCIlflf|lI

[...-l
T I
t$il{'ftl}: t
f+.612 --'{
l

rt l
l
il

h''rFll\l\l\l
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$*l

Oii Pump and Sump Stud Reploce¡nenf(Slreef I oÍ 2 SheerqJ

Wospond WospJr. Mqinlenonce April l9ó2

Reissued
 RfPRINRtPtflcttt|t|lT

| 'i
l $

¡[
-l$

'!iS

¡l¡

É
jl.q

llnil¡
i lndex Porl Pcr
irg
'r{
No. Porf Nom. No. A¡¡'y foob Roquircd Not.a qnd.R3tar.nc.¡
.. ,
I Oil Tube Flongc Stud r2317 1 5/16.2.f Slud Drivcr ssc'stud¡'
rii 2 ScovengeTube Sfud 12317 4 5/16-2.t Stud Drivcr Scc'5tud¡'
ú
irü 3 ScovengcTube 3tud 39079 2 5/16-21 Stod Drivcr Sea "Stud¡"
l
1 ScovcngeTubc Stud 621 2 5/16.21 Stud Driv¡r S.. "Slud."
5 Propeller Control Vslvc Flonge Stud r 2088 2 l/1-28 Stud Driver Used on rumpr incorporoting
'$ propcllcr conlrol valvc.
.,.Y
r,ttr Propeller Control Vqlve Flonge Slud r 2089 2 l/1.28 Stud Driver U¡ed oh rumpr nol incorpo.
4
rofing propeller conlrol volvc.
Proppllor,,-Conlrcl
Vclvo..flonge"Stud ¡ 2089 . I l/4.28 _Slr¡dDriver . Sce "Studr"
..;,
'.;
..1
j;s' Qil Pump ond Sump Stud Replccemenf (Sheef 2 of 2 SfreefsJ

l$
ReissuedApril l9ó2 Wosp ond Wcsp Jr. Moinlenonca
,M
l/lril1i

8-46
RfPRIR
ffIID
fiIPLRIf|.llfflT

f'-'*-l
ffi=t,,',,',,ui

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u t

ú
,L
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il,

8fo'wer Case Stud Repfocement(llll Models)

lSf¡eef I of 2 SheefsJ

Wosp ond Wosp Jr. Mointenqnce ReissuedApril l9ó2

I
il!.E;
I

?
-i fifPfltfiRtPlflctt.I|'tt|T
flt|il u7

_::l

i:
ti

-i

a;

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-.¡.

Unit¡
l. parl
lnd"r P¡r

WASP
tA5P JR. ENgrNEt
ENGINE'
,, ¡
il I Oil Droin Tube Stud r2t¡5¿ 2 5/16-21stud Driver . Sae "9lud¡"
-i
2 Blowcr to Raor Co¡e Stud 9085 | 5/ló-24 Stud Drivcr Sce "!lui¡"
3 Elower lo RoorCose Stud 9385 | 5/ló-24 Stud Dr¡ver Sca "Slud¡"
¡ I Oil SumpArloching Stud 9252 2 5/16-21 Stud Driver See "Slud¡"
5 Blower lo ReorCose Sfud TgSg 3 5/1ó.24 Stud Drivar See "Slud¡"
r
ó Blowerto Rcor Cbs¡ Stud t 13,t5 2* 5/ló-21 Stud Drivcr Sce "Sfud¡"
*U¡e 4 on WospJr. 85
"
11 7 Blowerlo ReorCo¡e Stud 625 9' 5/16-21 Stud Driver See "t¡¡dt"
:: *U¡a 4 on Worp Jr. 85
_.t
Moy bc driven fo ,825 inch
inimum proicclion lcngth to
!r ovoid inlerfd¡ence with tha

-i ProPeller govGrnor'
W A S P ,E N G I N E S
I
I Oil Droin Tubo Stud 12051 2 5/ló-2¿l Stud Driver Sr" "Studt"
,:,: 9 Blower lo ReorCqse Siud 625 12 5/ló-21stud Driver Sce "Studr"
_j tO Blowcr to Raor Cose Slud 7959 1 5/16.2t Stud D¡ivcr Sec "Stud¡"
I¡ Oil Sunp Anoch¡ng Sfuil 9385 2 5/ló-2.1 Sfud Driver See "itud."

Biower Cose Stud Replocement (All Models)

i :i (Sheef 2 oI 2 Sfreels,f

; Revised Morch 1973 Wosp ond Wosp Jr. Mqintenqnce

*
@
tlti'G*--' t\
l i

8-48
RllDfifPLflIItI|[t|I
NiPRIR

t ' I
= a 1 A

É;:-----'--

Reor Cose Sfud Replocemenf fSñeer I ol 4 SFeersj

Wosp und WospJr. Moinlenonce Reissued

April l9ó2
*e
4
RIPRIfi
flt|ORIPLflCItt|It|I
'$
g

-¡

$
.s

Unlt¡
Indrr Pcrt ?rr
llo. ?ort Ncm¡ l{o. : A¡!9 foolr lqqdrrd Notrl o¡d hfórrn:¡¡
IVATP JT. ¡NCINE'
2 Csrburctor Adoptc Stud I l3¿15 I 5/16.21 Stud Drivrr Sra "9tud¡"
3 Co¡bu¡¡lor Adopt.r Stud 626 2 5/16.2a Stud Driv¡r S¡i "S|ud¡"
1 Oil PumpStud 23299 2 5/16-21 Stud Drivct Src "ttud¡"
5 Oil PumpStud 198ó8 a 5/16-21 Sfud Drisrr Saa "sfud¡"
7 Oil Scovrngr Tubr Stud 123r7 2 5/1621 Stsd Dr¡v.r ¡. 'j3¡r¿.rr'
- WASP ENClfr¡ES
2.3 Cq¡bur¡lor Adoplrr 626 ó 5/16-21 Stud Driv¡r Scc "Slud3"
1 Oil Pump Stud l2r02 . 2 5/16-21 Srud Drivcr Sc. "St dr"
5
-
Oíl Pump Srud r2l0l a 5/16.21 Stud Driv.t S.¿ "3fud¡"
7 O t l S c o V o n g ¡l u b c S t u d . , t23r7 2 5/16.21.St¡d.Drivcr Scc "3tud¡"

Resr Cose Sfud Replocement l5heet 2 of 4 Sheers)

8-50 RIPflII RIPLflIItf|IIlI
RtlD

iZ ra \ a-
*.á,-t-
*.
g"- -'|f

.175 -

ir\\ñ+
WASP

l@i

I*ntf'
WASP JR'
I,i
*s:::l)üütttr
T
hri
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WASPJR
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s T

Jr" Moinlenonce
WorP ond WcrP
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'No, I
l¡iil Ncnr . llc. Ar'y Tcch Rt¡uirrd l{crr ¡nd l¡l¡rr¡cr¡
.
: wASt Jt.:lloti¡t¡
Vcrficcl lccc¡¡ory Drivi Pad Stud ¿3ól3r I /,4.28Stud Driv.t S.. "tlud¡"
t20491 undrill¡d (optlo¡ol).
Drivr to ,i82 inch minlnu¡t
proioction bngth fo avoid
inlrl¡r¡ncr wíth fhr pro-
prllrr govrrnor.
It V o t u u n P u m pP o d S t u d 35r12 a l/¡-28 StudDriv.r , 'Sco "lEdr"
'S¡r
t2 Oil Srovcngc lub¡ Sfud 12317 2 5/16-21 Stud Driv.r "Jfudi"
l3 tucl Pump Pod Srud ó5ó 1 5/16.21 Stud Driv¡r Src "tfud¡"
11 O i l S c o v c n g cT u b c S l u d 12317 2 5/16.2a Stud Drivrr S.. "¡fud¡"
17 Storlcr Pod Stud I 2091 a 3/8.2f StudDrivrr Sc¡ "Studt"
l8 Sfarr.r Pod Stud l 2082 2 3/8.21 Stud Drivc¡ S.r "sfudt"
-
l9 Gcncrolor Pod Stud r 208ó 1 5116.21Stud Driv¡r ,'Sao "lfudr"
WA'? ENO¡NI¡
9 Vcrlicol Acca¡sory Drivc Pod Stud ¡13ól3' 8 l/¡.28 Srud Driv.t Scc "Sfud¡"
'20493 undrillcd (optioncl).

-t
$ Drivc to .782 inch minimum
proiaction lcngth to ovoid

,$ infcrfcrcncc wifh fhc p¡o-

pbller govarnor.
:$ il
't2
V o c u u n P u m pP s d S r u d
O i l S c o v e n g rl u b c S t u d
7118
t2317
1
2
l/4-28 Slud Driv*
5 / 1 6 . 2 1 S t u d .D r ¡ Y . r
sGo "ttud¡t'
Scc "5tudr"
- *
t3 lual Punp Pod Sfud . . 11315 1 5/16.21 Slud Dr¡ver Sec "ttud¡"
I' Oil ScovcngcTubt Srud I2317 2 5/16.24 Slud Oriv.r Sc¡ "Slud¡"
17 Slortcr Pod Stud I 209t 1 3/8-2¡l Siud Driver 5c. "gtedr"
l8 S f o r t e rP o d S t u d 12082 3 / 8 - 2 , 1S t u d D ¡ i v c r ' Sce "5tud¡"
¡9 Gcnerolor Pod Stud r.208ó 1 '
5/ló-21 Slud DriYer See."Stsd¡"

.f5heet 4 oi 4 Sheefs)
Reor Cose Slud'Replocemenf
i Rei¡¡uedApril t9ó2
96_ Wosp ond Wos,p Jr. Mqinlensnce
:::lii:Bai$ltl*!i;t:

8-52 REPAIR AND REPLACEMENT

4 4
e
L --r.*, 'S!
--
t " r 4=:'

= " I
ti
-a

-frti l {
-
b "'*'f4t-
wosp

,gE
uÉ t-
l-'.'-i
!*{¡

Units
Part Per
Index Ass'y Tools Required Notes and References
Part Name No.
No.

1 Rocbr Cover Pad - Stud l/4-28 stud Driver See 'Shtdg"-

150?2 8 'Studs"
Protectlon 0.656 Inch 5/16-24 Stud Drlver See
1 2 0 54 2
Def lector Fastening Stud
l3 Irúake ar¡d Exhaust Flange
Stud 625 5
1
5/16-24 Stud Drlver
5/16-24 Stud Drlver
See
'Sh¡dg"
See 'Sttdg"-
4 Exhaust Flange Stud r3212
*5 Rocker Cover Stud - Stud See 'Etr¡ds''
15072 6 l/4-28 Stud Drlver 'Iittds'
Proiectlon 0.656 Inch See
12054 | 5/16-24 Stud Drlver t'studst-
Deflector Fastenlng Stud
li Intah Flange Stud ?545 2 5h6-24 Stud Driver See

*Screws are useC at this location on the #5 Cylir'der

Cylinder Stud RePlacement

g1',
RelssuedMaY
Wa¡P and WasP Jr. Maintenance
 RfPflrfi
Rfl0fitPt
flcttt|tr|T 9-l/9-2

g . t)(tflttI|t
tt|RpTffi tlltfTt|tR
fI|fllt|ttf|fl[ct

CONTENTS

Subjecf Poge

Cold Weother Mointenonce 9.3

C o l d W e o t h e rP r o b l e m.s. . . . . . . . : . ,. . . . . . . .......... . g. - 3
Preporotion
of Engines
for Exposure
to Extreme
ColdWeother . . . . . . . . . . . . .9. .-.4. . . . . . .

Effectof Coldon Fuel 9.4

Effectof Coldon Bofferies

...............,.
. 9.5

Oil Dilulion 9.ó

Oil Dilution
Systems ...,. 9-6
Oil DilutionProcedures 9-7
Precoutions
When UsingOil Dilution 9_8

Ground Operotion . 9-9

Useof Preheotfor Storting g-g
S t o r t i n gI n s t r u c t i o n s . 9-9
Worm-Up 9-9
Run-Upond GroundChecks 9-10
S h u f d o wo
nf E n g i n e s 9 -1 0
eferences
Desludging of Aircroft Engines 9-10
ud¡r'
udc" Generol 9-r0
Procedure 9-il
u d l
rdó' ProcedurolSteps 9- 12
;rd-'
:r¡d
I Hot Weother Moinlenqnce 9-t3
'
:t¡ds
Stortingthe Engines 9 -l 3
Worm-Upond GroundChecks 9-13
E n g i n eS h u t d o w n 9 -l 3
Mi l9?4lei¡sued April l9ó2
Wosp ond Wosp Jr. Mointenonce
 I r-3

LItt|IIS
T h e s et o b l e ss h o u l d b e u s e d i n c o n j u n c t i o n
w i t h t h e L i m i t so n d L u b r i c o t i o nC h o r t sf o r t h e
W o s p J r . o n d t h e W o s ¡ r s e r i e se n g i n e s .T h e
l e t t e r" T " i n d i c o i e so t i g h t f i t . T h e s y r n b o l" " "
i n 6 l ¡ 6 o 1 *t ht o t w o r n p o r t s s h o u l db e r e p l o c e d
i i o n y l o c s e n e s iss f o u n d . T h e s y m b o l " " i n
t l r e R e p l c r c ec o l u m n i n d i c o t e st h o t , c o n t r o r y
r o f h e c o l u m n h e o d i n g ,t h e s p r i n g s h o u l db e
r e p l o c e dw h e n i t s r o t e i s l e s sl h o n t h e l i m i t .
T h e e x ¡ r r e s s i o"nF i t T o " ¡ n d i c o t e tsh o t o f i t t i n g
o p e r o l i o n m o y b e n e c e s s o r yo t o s s e m b l yt o
o b i o i , r t h e r e q u i r e d f l t . T h e e x p r e s s i o r"rB y
S e l e c t i o n "i n d i c o t e st h o t i t m o y b e n e c e s s o r y
fo selectother ports or relotionshipsof ports
to obtoin the required flt. The figures in the
l i m i t sc o l u m ns h o u l db e i n f e r p r e t e do s f o l l o w s ,
t o r q u e s i n p o u n d - i n c h e ss,p r i n g p r e s s u r e si n
p o u n d s ,o n d ó l l o i h e r l i m i t s i n i n c h e s .U n l e s s
otherwise specified,oll fits between circulor
p o r t s o r e d i o m e t r i c o l ;s p l i n e f i t s o r e c o l c u -
l o t e d f r o m c h o r d o l d i m e n s i o n s .R e f e r e n c e
n u m b e r sn o t l i s t e d i n t h e l o l l o w i n g t o b l e b u t
oppeoring in the Limits ond Lubricotion
C h o r t s o r e r e q u i r e do n l y i n o v e r h o u l p r o c e -
dures,ond ore covered in the Overhoul Mon-
u c ¡ | ,P o r t N o . 1 2 3 4 4 0 .

TABTEFOR WASP JR. ENGINES

Ref. Nqme Min. Mox. Reploce

No.
t e o r i n gS p o c e P
P r o p e l l eSr h o f tT h r u sB r inch-Thrust
B e o r i n gC o v e r r F i tT o , .004T .0087
I
P u s h r o dB o l l S o c k e t - V o l v e
Rocker .000 .00257
1A PushrodBollend._Pushrod :r
.0015T .0035r
37 l n s i d eI n l e t V o l v e S p r i n g P r e s s u r ,eD i o . o f W ' r e
. 1 5 4 1o t l t / z i n . 48

RevisedMoy 19óó Wosp ond Wosp Jr. Mointenonce

 11-{

LITÚITS

Ref. Mfn. Max. Replace

No.

O¡tsüe Inlet Valve Sprlng Presgure (Dla' of Wlre

: f u ) " T T 1 1 2 n . . . . . . . . . . . . . . , . . . t . . . .6. 8. . 5
38 12.5 6¡l-- :

'0015 '00'l '011

39 I n l e tV a l v eG u i d e- V a l v e . . . . . .., .. .

ValveAdJustingScrewBalléocket """"'0005
.00? .02(r
42
,010 .010
43 Cold Valve Clearence . . . . . . . . .0nfet and E:rhauct)

44 Spring (Inslde) Exhaust Valve (Dta. of Wtre ' 102) at 65.25 58

tl/21n. ....' 82.26

45 Spring (O¡tside) Exhaust Valve (Dla. oúWt¡e ' 192) 8 3 .5 ?5*

* | L/2 in. . . . . . | . . . . . ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ? 9 .5

Valve Guide- Valve (-B-5 engtn€s).''''' .0030 .0055 .01'

46 E:rhaust
i t -
l
- V a l v e R o c k e r ¡¡ r r i ¡.. io .00057 .00157
49 RockerBearing
.000 .0008 .00 '
Rocker Bearing - Rocker Shaft . . . . . .
l

ti 50

301 Pistonring - End Cleara¡ce

Five Groove Plston, TaPered Bore
:, (Rectangular and Wedge-Type Rfngs).
l .052 .002
ToP Groove
I

2rid Groove . 051 .059

. I
i" 1 t i
l , l r l l
..""t""' . 051 .059
t i , l
lrli,
I 3 ¡ d G r o o. v. g
........
llilr ..""' .051 .059
lili'
ili'r'
l 4 t h G r o o. v. g. . . . . . . . . . . ' .
llrr
S t h G r o o .v. e. . . .....""' .011 .018
;ri:rr
tiiiil
I
iil:i
ri,lll (Wit} Chrome-Moly Barrels Uslng Compression
l )l l nhg h Place of ScraPer Rtng)
'l'i .059
'i
t,-
i i . l l
ititi
I
l l
':,
302
5thGroove.....

Ptstorlng Slde Cleara¡ce

Flve Groove Plston
Ij
(wedge -TYPo-ToP Three Rhgs)

T o p G r o o v e . . . . . . . . . . . ." r' i " .002 .004

"' " "'

2 ¡ d G r o o r.t.e. . . . . . . . . . . . . " "

t " "
o" . oo2 .00{

3rd Groovg . . . o . . . . . . ' ' ' ' ' ' ' ' e' ' ' ' .002 .00{

4thGroove ..........."......"' .0035 .00?

.i
!
c
Wrap aod Wasp Jr. Mainton¡acG
Revlged Octob( 1{
!

,6
:i{
 I t-5
LItt|IIS
Ref. Nqme Min. Mqx. Reploce
No.
Sth Groove .001 .0035
(Wedge-Type RingCleoronce isMeosuredwith
O u t e rF o c eo f R i n gF l u s hw i t hP i s t o n )

303 Pistonpin-Piston
( L i g h tH o n d P u s hF i t W h e n P o r t so r e O i l e d o t
RoomTemperotur,e) .003
?n( CylindeB
r orrel-Piston .0.|8 .022 .028
30ó P i s t opni n B u s ihn g - Pi n . 0 0 I7 .0033 .005
247 M o g n e t oD r i v eO i l S e o lH o u s i n g - R e oCr r o n k c o s e 0 0 O

348 M o g n e t oD r i v eO i l S e o lH o u s i n g - O i lS e o l
(P/N r 64314) .0017 .007T *
( P /N 3 8 3 0 2 t ) .0037 .009T *

652 Oil Return

C h e c kV o l v e - V o l v eG u i d e .000s .0035
ó53 O i l R e t u rC
n h e c kV o l v eS p r i n gP r e s s uor et l 3 / l ó ¡ n . 2 , 2 5 2]5 /'1.75

654 O i l S t r o i n eR g p r i n gP r e s s u roet I - 3 / 3 2 t n . I
r e t o i n i nS 13 (5
/UJ O i l P r e s s u rRee l i e V
f o l v eS p r i n gP r e s s u roet l - 7 , / 1 6
in. ( P /N ó091) t9 2t '15

/ J/ V o c u u mP u m pD r i v eS h o f tO i l S e o l - P u m pA d o p t e r .00r57 .00ó5T ¡k

738 VocuurnPumpDriveAdopter-ReorCose .000 .003

743 F u e lP u m pD r i v eS h o f O
t i l S e o l - P u m pB r o c k e t . 0 0 1 5 7 .00ó5T *

TABI.EFOR DIRECT
DRIVEWASP ENGINES

Ref. Nome Min. Mr¡x. Reploce

No.
Volve,O¡l StroinerCheck-Guide,Volve .0005 .0035 .00ó
43 C o l dV o l v eC l e o r o n c (el n l e to n d E x h o u s t ) . 0 1Ó .010
44 VolveAdiustingScrewBoll-socket r Fitr o) .0005 .OO7 420
ól G u i d e ,I n l e t - V o l v eI,n l e i .0015 .004 .010
'
ó3 inderBorrel
Piston-Cyl .020 .024 .030
RevisedMarch 1973 Wosp ond Wosp Jr. Moinlenonce
I l-ó
iltt|[s
Ref' Nome Min. Mox. Reploce
No.
l o o Linkrod
Pistonpin-Bushing, .0017 .0033 .005

67 Pistonpin-Piston . .. .l-ightHond PushFitWhen

PortsAre ol RoomTemperoture ond Oiled ,003

B5 ToperedCylinder
EndCleoronce-Pistonrings-With
Bore
Top Groove,. . .067 .O77
2nd Groove . .... .0óó5 .0735
3rd Groove .0óó5 .0735

4lh Groove .0óó5 .0735

5th Groove .02ó5 .033s

8ó SideCleoronce-Piston-Pistonring
Too Groove... *.0O7 .009

2nd Groove . . *.005 .007

3rd Groove *.003 .005

4th Groove .0035 .O07

sth Groove . .001 .0035

*Arrongementof the Sl H2 engineringsdiffersonly in lhe side

of thetop 3 ringswhichore,
cleoronces
Top Compression .o07 .0095

. 2 n d C o m p r e s s i o.n. . . .005 .0075

3rd Compression .003 .005s

226 RockerArm Socket-RockerArm .000 ,00257

3ló Volve Rocker

Bushing,Volve Rocker.Shoft-Shoft,
(LorgeEnd) .000 .0013 .002

317 Shoft, Volve Rocker-Beoring,Volve RockerShoft .000 .0008 .001s

3r9 Volve
Beoring,Volve Rocker-Rocker, .00057 .00r5T .0005

320 Bushing,Volve RockerShoft-Shoft,Volve Rocker

(SmollEnd) .000 .001 .002

347 MognetoDriveOil Seol Housing-ReorCronkcose .000 .012

Wosp cnd Wosp Jr, Msintenqnce Revi¡ed Moy I

 { 1 1 n
I r- I
I
f

-J
I
LIMITS
I
I Itef.
I No. N:tnre Min. Ma-r. Replaee
'N *
318 I ú a g n e t oD r i v e O i l S e a l H o u s i n g - O i l S e a l ( P ltjl:il4) .0017 .007T

348 o r i v e O i l S c a l H o u s i n i {- O i l S e a l ( P / N 3 8 3 2 0 1 )
N { a { { n e tD .0037 .009T *

645 Exhaust Valve - Cui<ic(i\{a;iiruunlallou'anceon Valve

S t e n rl V e a r . 0 i 0 ) . .003 .0055 .010

646 CapBall - Pushrocl. .00157 .0035T *

8?l Splines - Gear, Generaior Drive - Generator (OnWidth).. . 001 .006 .030

902 F u e l P u n r pD r i v e G e a ¡ B r a c k e t - O i l S e a l . .00157 .0065T *

906 Spring, Oil Return Check Vahe

Dia. Wire .038 . . . At 13/i6 z its <l3!4
Oil Pressure Relief Spring
I
908
Dia. wire.0625 (P'N 6091) At 1-7116 19 2t <15
953 I n r p e l l e r S h a f tP l a i ¡ r B e a r i n g E n d C l e a r a n c e. . . .003 .007 .014
963 t a l v e s( t n n e rS p r i n ga t 1 . 4 5 0 i n . ) . . . .
I n l e t a n dE x h a u sV 91 e9 <83
964 I n l e t a n d E x h a u s tV a l v e s ( O u t e rS p r i n g a t 1 . 4 5 0 i n . ) . . 101 109 < 93
966 O i l R e t u r n C h e c kV a l v e S p r i n g a t . 8 1 3 i n . 2.25 2.75 < 1 .? 5
96? O i l S c r e e nR e t a i n i n g S p r i n g1a. t0 9 4i n . . . . ...... I 13 <5

TORQUE RECOMMENDATIONS made to adhere to the instructions furnished by the

respective ma¡udacturer. Tightening should be done
slowly and evenly for consistency, and for the best
Torque Wrenches possible accuracy.

The specüied torque limits apply only when On occasion, it is necessary to use a special
Pratt & Whitney Aircraft wrenches, or wrenches of extension or adapter wrench together with a standard
identical design are used. torque wrench. In order to arrive at the resultant
Torque indicating devices should be checked daily required torque limits, the following formula should
and calibrated by means of weights and a measured be used iri conjunctionwith Figure 11-1.
arm to ensu¡e accuracy. Checking one torque wrench
againstanother is not srdficient. Some wrenches a¡e
quite sensitive as to the way they are supported during
a tightening operation, and every effort should be

Revised lvlzy L974 Vit:r5;)it rid Jfn-',f' j r. llailttenanCe

 r t-8 I

iltll[$
during mointenonceof prott .Whitney
& nrr_
croft reciprocotingengines.

Torques ore bosed on the

use of o thre_d
l u b r i c o n ts, u c ho s e n g i n e
oil or fhe equivolent,
except where otherwise
specified by op¡ i-
coble ínstructionsrecommending
o spec_ll
lubricono t r s u r f o c ec o o t i n g .
[ll-t] T o r q u eW r e n c h q n d E x t e n s i o n
lf o port hos been heoted
or cooled pr r
T: ro ossembly,moke sure thot
Desiredtorgueon ihe port. suff.icient
time h_
elopsed for ihe temperoture
E: Efiective
lengthof speciolextension of the port . I
or reoch thot of the surrounding
odopter. oreo before c
L: temptingo torque operotion.
Effective
lengthof torquewrench.
Torquerequirementsfor
interferencefit o¡
The effectivelengthof p&WA p l i c o t i o n ss u c l
spe-
cial exfensions, adaplers,
wrenchesis sfompedon lhe
án¿ beobto ne,;;' jj'*trl ,?i::"ru?:::
lool. unlessoiherwise specifi
ed.
R: R e o d i n go n s c o l eo r d i o l lf the torquerequiredto
of torque driveo studto the
wrench, correctproieciionlengthshould
not comeu,
A: Distonce to the minimumor should
t h r o u g hw h i c hf o r c e i s o p - exceedth; ;;;_
pliedto port, mum recommended, onotherstud shouldbe
selected.

R__!l- LT Theremoy be instonces,

A L+E
Exomple,A torgueol 1440pound-inches
is
desiredon o port, usingo
speciolextension
hovingo lengthof 3 inches
fronn."nr". ,o
centeron itsholes,ond o lorque
wrenchmeos-
uring l5 ínchesfrom center
of hondreor
hondle swivel pin to cenier
of its squore
odopter.
T h e n , R * L T -- l5 x 1440
- -
I It FL l F | ^
- rJ+J
With the oxís of the exlension
or odopter
ond the torque wrench in o
stroight line,
tighteningto o wrench recrding
of 1200
pound-inches will providethe deJred torque
of 1440pound-inches on the port.
General Torque Recommendotions
The following torgue volues
in pounds-
inche.s,
unlessothery.,ise
specificd,crnd¡iretch
vulues i¡r inches,ore recommendecf
for ,.,,se
Worp cnd WospJr, Mointenqnce
other thon those
,
lísted under Specificrorqr"
nr.o,lr"nao
tions, where it is obvious
thof the torque_
recommended shouldnot be useddue to
the
kind of moreriolor ihe design
oi ti"-ungin"
port involved.Common
senseond good
meni should ¡udg-_
be exercisedin such.lr"r.
NUIS, BOLIS,AND SCREWS _ All nur,
ond torques [Figure I l_il'
,screw
bosedon the useof o threodlubricont
suchos
engine oil or the equivolent,
except where _
t200 otherwisespecifiedby oppltcoble
insfructions
recommendingo speciol
lubricont or surfoce
cooting.
A stondordnut hoso height
opproxímotely
e g u o lr o r h e d i o m e t eor f r h e
b o l t . ' t h "r o r g u u
o n o n u tt h o ti ss h o l l o w et h r o ns t o n d o r sd h o u l d
r:Ou:*9 in proporrionro
,or. the reductionin
nerghtof the nut frornsrondord,
f herefore,un_
lessclherwisespecifiecj,
for ,ii, rrrir,-"r¡,"r"
i l r eh e i g n o
t f f f r en i r i : o p p r o x i m o t e t y
h o l ft h e
size ,rf rhe boj- Ji:rr¡¡g¡s¡,
reducet1.,"-ioi*J _$
l'(:)r'r.]Ug.,-ti1:1, i't,. ;;erCenl.
ffil
Rei¡suedApril t9ó-$jf
#l
 w
tlt|r|lrs I t-9

Iimit¡
Threod
Ihreod
L i m i f¡ Excessiyelighlening mdy resuh in
5i¡e Min. Mox. 5i¡c Min. Mox. domoge to fñe threadsof the mot-
1-10 4 6 ing part.
6.32 8 t0
8.32 t5
%.zt I zzs 300
8-3ó l5 4o.t4 | azs 430
| 0.21 20 tl¿o
JU
aoo
,.i.13 I soo
480
r 0.32 2b 30 ó50
S I E E L P I P E P L U G St N A L U T v i i N U M AND
12.24 ).'r-zo |
45 soo 7 tn M A G N E S I UC MA S E S - l f o p i p ep l u gi sf o u n d
12"28 JJ '.lo.tz I zoo
qn I 950 t o l e o ko f t e r i t h o sb e e nt i g h t e n e tdo t h e
%.20 70 eltt9 I aoo lim_
l 050
,í 28 ó5 OJ 14-tt f rooo i t s [ F i g u r eI l - 3 ] , i t s h o u l dn o r b e t i g h t e n e d
r 300
Xt"tB It0 t50 tátB lrrso I 500 f u r t h e r ,b u t s h o u l db e r e m o v e d o, n d
)í¡.zt 125 170 %.to I voo 2300
more
%-to 200 270 lÁ.16 | zooo 2ó00
s e o l i n gc o m p o u nodp p l i e dt o t h et h r e o d sT. h e
p i u gs h o u l dt h e nb e r e i n s t o l l eodn d t i g h t e n e d
to the requiredtorque.

[| l -2] Nuts, Bolts, Screws

C o s t e l l o t i o nos n o n u t o r e o d d i t i o n o l
ond
do not offect torque. However,ofter o 30 40
costel_ 30 10
t o t e dn u t , o r o d r i l l e dh e o d b o l t o r
s c r e w ,n o s 70 85
been tightenedto the proper torque, 95 ll0
it should
n o t b e l o o s e n e dt o p e r m i tt h e i n s e r t i o n l,l0 tó0
of lock_ 2r0 230
wrre or o cotterpin. lf the slots in the 285
nuf, or 315
the lockwire holes in ihe bolt or 355 385
screw, ore
n o t p r o p e r l yo l i g n e d o t t h e m i n i m u m
rorque
l i m i t , t h e n u t s h o u l db e f u r t h e r t i g h t e n e d
to
i h e n e x t o l i g n i n g p o s i t i o n ,b u t t h e tl l-31 Srroighr Threqded Flonged pqrt¡
moximum
i o r q u e l i m i t , i f o n y , m u s tn o t b e
e x c e e d e d .l f
i h i s o l i g n m e n tc o n n o t b e o c c o m p l ¡ s h e d
with_
oul exceedingthe moximum torque
limit,
bock-off the nut, bolt or screw hoif W h e n p l u g s o r e t í g h t e n e di n o h o t e n g i n e ,
o rrrn, the different exponsionchorocteristics
then retightenO . c c o s r o n o l l yi t m o y b e of the
neces_ s t e e lp l u g s o n d t h e o l u m i n u mo r m o g n e s i u m
sory lo seleclo new porl.
coses must be considered,ond the recom_
T i g h t e no l l p o l n u t ss n u g ,t h e n o n mended torque voluesshould be reduced
odditionol oo-
q u o r i e rt u r n proximotely twenty percent.
I

I
.J
F L E X I B LTEY P EC O N N E C T O R S
_Tighten flex-
ible lype connectors to the recornmended
S T R A i G H TT H R E A D E DF L A N G E D
P A R T S_ torque [Figure I t -4J. The tube must
W h e n i n s t o l l i n g s t r c r i g h tr h r e o d e d be prop_
flonged e r l y o l i g n e d ,o n d t h e s e o l w e t w i t h e n g i n e
p o r t s s u c ho s h e x h e o d d r i v e p l u g s oil
ond con_ ond bottomed prior to opplying the
n e c t o r s t, i g h t e n u n t i l t h e h e x f l o n g e recom_
i u s tc o n _ mendedtorque. lt is to be expected
t o c t si t s m o l i n g { o c e , o. n d t h e n t i g h t e n . f u r t h e r thot these
. t o o m o x i r n u mo { S 0 flexible connectionswill experience
p o u n d _ i n c h eusn l e s so t h e r - o loss of
iorque over o period of time due
wise specified. to the seot-
i n g o f t h e s e o l i n t h e m o t i n gp o r t s ,
t67 Reissued
April l9ó2
Wosp ond Wosp Jr. Mointenqnce
I l,ro
Lttr|[$
S i n g l eo n d D o u b l c Ho¡c Tubc Thraod Aluminum 5t¡rl
Woll Tube¡ Fitt¡ngr fittingr
limit¡ (tiquid or Air) {tiquidr)
lube 5i¡c
Stc¡l
% ¡n. 25 ro 30 f ittingr
Xoin. 25 lo 30 (Air)
% in. 25 to 30
30 lo 35 5i¡a o.D. Sire Limit¡ Limit¡
z6 tn.
% i;. 30 ro 35
30 io 50 70 ro 80
55 lo ó0
?
Xoin. %-21
72 tn,
'/E tn. 65 to 7Q
1 %¡n. Ko'20 ¿otóós 90 to 100
5 46tn' / 2'Lv ó0 to 80 1 3 5t o 1 5 0
7t tn' 70 lo 80
'A in. 75 to 85 6 %in. 2ii,"tB 75to 125 270 ro 300

I in. ]00 fo II0 ó -/g tn

14.18 I 00 to 175 320to 350
%i". 300lo 350
1 r ái " . 1 0 0r o l l 0
450 fo 500
8 /1 tn. %-16 I 50 to 250
| /4 tn- 1 0 0l o l l 0 't0
7a tA. %-r1 200 lo 350 ó50 to 700
1/2 in. 1 0 0t o l l 0
t0 7a tn' %-1ó 200 to 350 ó50 to 700
t2 Y i". l.l1 275 to 150 800 to 90O
12 7Á tn. tl (6-tz 300 lo 500 900 ro 1000
ló I in. t%-r2 400 ro ó50 ll50ro 1300
'|
ló in. 1N6-12 500 to 700 2200 to 2,100
ttt-41 F l e x i b l eT Y P eC o n n e c l o r s tó l\/s in. lt/2.12 ó00 to 900 2200 ro 2400
20 l% in. t%.12 óO0 to 900 22OOto 21QO
21 ltlin. 1%.12 ó00 to 900 2200 to 2100

H O S E ,T U B E ,A N D T H R E A D E D CONNEC-
T O R S - T i g h t etnh en u to n o l l h o s ef i t t i n g o snd
t u b e s( n o tl ¡ s t e d¡ n F i g u r eI 1 - 4 ) t o t h e r e c om- tll- 51 Hose,Tube,s nd
m e n d e di o r q u q [ F i g u r e t l - 5 ] . l f e i t h e ro f ThresdedConneclors
t h em o t i n gs e o l i n g s u r f o c eosr e o l u m i n u mt h, e
recommended torquelimitsfor oluminumflt-
iings opply, All iomnutsor locknutson con-
Angb of furn
nectors, elbows,ond flttlngsshouldbe tight-
Thrcad Pitch on Aluminum A¡b.rto¡
ened to the minimumvolueslisted'Threod Pqrt lo b. Tightcncd A¡bc¡to¡ Coppor
size shouldbe used for determiningtorque
8 T h r e o d ¡p c r lnch I 350 67e
rotherthon the listedtubingsizes. l 0 T h r c o d ¡p c r Inch I 350 670
12 Thrcod¡per Inch I 900 90o
l , l T h r e q d ¡p c r Inch I 80c 90.

No ottemptshouldbe modeto correclon\z l ó T h r e o d ¡p c r Inch 270" I 35'

18 Thrcodrpcr lnch 270c I 35'
leokogeof o ioini by overtightening.Disos- 20 fhrcod¡ per Inch 270c I 35c
for
semblethe fitting,inspect burrs
nicks, ond 24 fhreod¡ per Inch 3ó00 I g0c
2 8 T h ¡ e o d rp e r Inch 3ó0c I goc
dirt,replocedomogedports¡f necessory, ond
thenretightento the requiredtorque.

CRUSHTYPEASBESTOS FILLEDGASKETS - I l -ó] Crush Type Asbestos

Filled Goskets
Instolloll crushgosketsexceptthe selfcenter-
ing type, with the unbrokensurfoceogoinst
theflongeof the plug or port beinginstolled.
Tightenthe port being instolleduntil its HOSE CLAMPS - Tighten the thumb-screw
flongedsurfocecontoctsthe gosket,ond then t y p eh o s ec l o m p tso 1 0 p o u n d - i n c hm e si n i m u m
tightento the recommended ongle ol turn t o 2 0 p o u n d ' ¡ n c h renso x i m u mR.e t i g h t eonf t e r
[Figurc ll*ó] for the afiPropriotethreod o ¡:ericdóf r¡nehour or ir,rmediotely foilow-
pitch. o i t h ee n g i n e .
i n g t h e n e x tc F ; ret r t r o n

Wotp cnd WorP Jr. Msintenonce ReissuedApril 19ó

 r t-lI
LItt|IIS
l F i g u rel l - 7]
S T AN D A RSDT U D S STUDS[Figur elt- 8 ].
STEPPED

rHnH PIAIN
SfANOARO 'IUD5
NECKED PI,AIN
SITPPID SIUDS
NECKED

D r i v i n gT o r q u c L i m i f r Driving Torqur limitr

Thrmd 5i¡r
ilinimum Moximum toximum
lhrcod 5iro (f{ur End) ....."."..ff

Ploin N¡ckrd Ploin I l{*krd

Ploin ond Nrckcd t _

30 30 8.3ó lo 30 30
8.32 l0
15 40 rG32 l5 50 15
10-21 l5
70 ó5 12.28 20 75 ó5
12"21
40 105 95 ta-28 /40 r25 ll5
%-20
51¡-18 85 230 210 Xé4 85 2ó0 210
yá-16 ró0 125 375 %-21 ró0 500 ¡50
7.,(t'l t 200 675 ó00 Xc'2o 200 800 700
950 t/2-20 250 l 300 It50
: ' 2 -| J 250 l 050
125 l 500 r 400 %rtB 125 l 800 ró00
é25 2r00 I 900 %-18 625 2600 2¡00
7 e - It
tí.to I 100 3800 3500 %-tó | 100 ,ró00 1200

I I | -7] Stondord Sruds t I t -81 SteppedStuds

TORQUERECOMMENDATIONS
SPECIFIC

Recommended
h!omenclciure Torque
r l o n g eN u t s
C y l i n d eF 300withlubr icont
D e h y d r o t i nPgl u g s- 20 to 25
r r o n k c o soen d S u m p3, / ¿o n d I i n . d i o . t h r e o d
C y l i n d eC 35 ro 45
d o v e rG l o n dN u t s( P /N l 2 l 8 3 9 o n d P / N 5 5 9 8 8 ó )
P u s h r oC 1 2 5r o 1 5 0
t
6sto7s I
'Push1odCove.1Glond|.luts(P/N.1ó1707.)
Art t o c h i n gN u t s( w o s pe n g i n eo n l y )
P r o c e ! l eGr < ¡ v e r n o ló0 to I B0

Revised Flarch i']:3 Worp ond Wosp Jr. Mo¡ntenonce

 Ir-t2
LltI|rTs
SPECIFIC
TORQUERECOMMENDATIONS
Recommended
Nomenclqlure Torque
Propeller
ShoftThrustBeoringNul Tightento 2.50pounds-feet,
thenturn to tightenthrough
.l5"
o n o n g l eo f t o 2 0 " .P e n -
cil mork the nut ond the
ihrustploteond ollowto set
for five to ten minutes.
L o o s e nt h e n u t t o z e r o
pound-feet,retorqueto 250
p o u n d - f e e to n d t u r n t o
t i g h t e nt h r o u g ho n o n g l eo f
l5o to 20'. Thepencilmork
on the nut mustmeetor poss
the morkon'the plote.
PropellerShoftThrustBeoringCoverNuts 1 0 0t o 1 5 0
RigidBrocketMountingNuts . . .... 400 to 450
RockerboxCover Nuis . ó0 to 75
RockerShoftNuts(P/N 34393ó) T i g h t e ns n u g o g o i n s t t h e
bushing;then tíghtento the
next cotterpinhole.
ShoftNuts(P/N ló405)
Rocker ó5 to 100
ShoftNuts(P/N 532)
, Rocker 200 to 250
I
lsporkplugs 300 to 3ó0
SporkplugLeod CouplingNut
Couplingshoving %-24 threod.. ... 1 0 0t o 1 2 0
Coupllngshoving3/¿-2e
threod 140to ló0
Storterond StorterCoverNuts(TwoTop NutsOnly) 175to 200
VolveAdiustingScrewLocknut 300 to 350

Wosp und Wosp Jr. ñAaintenance

ReissuedApril t9ó2
'rfi|,

j
l,',
I
.I,

I
t
ü

J
l APPEND,X
The dolo includedin this Appendixis intcndcdos a handy
rcleranceÍor lhe u¡ers of lhis pubhcalion.fhc nolu¡o ol lhe
dolo shovld expedifc the ¡olution of tfrc monl motácmqticof
problemswñich arisedoily in lñe courseof one'¡ vo,¡k.
Suggestionsfor f he enlorgcmcn¡of thistype dolo ore invitod
so lfrot this publicotion vill scrve tfre duol purposcof givíng
speciÍicmtoinlenonccinstruclion ond in oddition, inlormotion
of o generol notur¿dcsircdby thcuser¡of thisboot. ;
I,
 Apprndix - Pogc Onr
L
I

t COIII\/ERSIONFACTORS

Multíply By To Obtain Multipl¡ By To Obt¡in

I Acres 43,560 Square feet Degrees(arc) .01745 Radians
4,047 Square meters
1.562x l 0 3 Square miles Dynes 1 . 0 2 0x l 0 - 3 Grams
t Atmospheres 76.0
29.92r
Cm mercury
Inches mercury
2 . 2 4 8x l 0 ' o Pounds
7 . 2 3 3x l 0 ' 5 Poundals
33.899 Feet of water Ergs .9478x l0-ro BTU
I 10,332
l +.696
2,1t6.2
Kilogm per sq m
Pounds per sq in.
Pounds per sq ft
I Dyne cm
7 . 3 7 6x l 0 ' E Foot pounds
1 . 0 2 0x 1 0 - s Gram cm
1.0133 Bars 10'7 Joules
i Bars 75.01
14.5
Cm mercury
Pounds per sq in. Feet
2.388x t0-{ Kilogram calories
.30480 ñfeters

t British thermal unit 778.2 Foot pounds

.3930x l0'3 Horsepower hour
.2930x 10"3 Kilowatt hour
Feet of water .02950
.43353
62.378
Atmospheres
Pounds per sq in.
Pounds per sq ft
.2520 Kilogram calorie
304.80 Kilogm per sq m
I r07.6 Kilogram meters .88367 In. of mercury
1 1 0 55 Joules .24t99 Cm of mercury
Centimeters (cm) .39370 Inches
.0328r Feet per minute .01136 Miles per hour
Feet
I 'Inches .01829 Km per hour
]I Cm of mercury 5 . 352 4 of water .50800 Cm per second
.44603 Feet of water
.19337 Pounds per sq in. Feet per second .68182 Miles per hour

I 27.845
135.95
Pounds
Kilogm
per sq ft
pcr sq m
1.0973
30.480
.30480
Km per hour
Crn per second
Meters per scc
Cm per second .03281 Feet per sec .59209 Knots
I Circular mils 7.854x l0-7 Square inches
5 . 0 6 7x l 0 - ¡ Sq millimeters
Foot-pounds .13826 Meter-kilograms
.7854 Square mils Foot-pounds/min .1092 Horsepower
Cubic centimeters l0-3 Liters Foot-pounds,/sec .00182 Horsepower
.06102 Cubic inches
Cubic feet 28,3r7 Cu centimeters Gallons, imperial 277.4 Cubic inches
r,728 Cubic inches l .201 U. S. gallons
.02831 Cubic meters 4.546 Liters
.03704 Cubic yards Gallons, U. S. dry 268.8 Cubic inches
7.+805 Gallons .1556 , - Cubic feet
l" Cu feet per rnin.
28.316
. 4 7t 7 0
Liters
Liters per second
l.164
4.405
U. S. gals,liquid
Liters
.02832 Cu m pcr minute Gallons, U.S. liquid 231 Cubic inches
Cu feet of water 62.428 Pounds .13368 Cubic feet
Cubic inches r6.387 Cu centimeters 3.7853 Liters
.01639 Liters .83268 Imperial gallons
4 . 3 2 9x l 0 ' 3 Gallons r28 Liquid ounces
.0t732 Quarts Grams 15.432 Grains
Cub'ic meters 6l,023 Cubic inches .03527 Ounces
3 5 . 3r 4 Cubic feet .00220 Pounds
264.17 Gallons I,000 Milligrams
Cubic yards .001 Kilograms'
27 Cubic feet
980.67 Dynes
.7646 Cubic meiers
202 U. S. gallons Gram-calories .00397 BTU
Appcndix - Poge fwo

COTWERSION FACTORS

By To Obtain
To Obtain MultiPlY
MultiPlY BY
3,280.8 Feet
Kilograms Per m Kilometers
GramsPer cm 0'l .62r37 Miles
'06720 Pounds Per foot .539s6 Nautical miles
' .00559 Pounds Per inch
.91134 Feet Per second
Kilogrns Per cm_ Kilometers Per hr
GramsPer
' cu cm I '000 .53955 Knots
62'428 Pounds Per crr tt .62137 Miles per hour
.2777 Meters Per sec
Ft-pounds/min
HorsePower Ft-pounds/,sec
:lbtot .9480 BTU per sec
Kg-meters/sec Kilowatts
76'040 737.7 Ft-pounds Per sec
l '0139 Metric hP 1.341 Horsepower
.2389 Kg-cal per sec
Kilogm-m/sec
HorscPower,metric1ir** Horsepower 1.0 Nauticalmiles,/hr I
Knots
BTU 1.6889 Feet per second
HorsePower-hours2'545'f 1.1516 Miles Per hour
1,980,000 Foot-Pounds Kilometers Per hr
273,745 Kilogm-meters r.8532
,5r479 Meters Per sec
2.5400 Centimeters
Inches I,000 Cu centimeters
Atmosphere Liters
Inchesof mercurY '03342 Inches of water
ó1 . 0 5
2 Cubic inches
13.595 .03532 Cubic feet
1.1329 Feet of water .26418 Gallons
.49116 Pounds Per sq in. .21998 Imperial gallons
70'727 Pounds Per sq ft
345'32 Kilogm Per sq m 39.37 Inches
Meters
3.2808 Feet
ofwater Ins. of mercury
Inches :1ffi3 Cm of mercury 1.0936 Yards

.03613 Pounds Per sq in. Feet per second

Pounds Per sq ft Meters Per second 3 . 2 8 0 8
5'1981 2.2369 Miles per hour
25.400 Kilogm Per sq m 3.600 Kilometers Per hr
.9478x l0'¡ BTU
Joules 5,280 Feet
.7376 Foot-Pounds Miles
1.6093 Kilometers
.2388x l0'3 Kilogm calories
.86839 Nautical miles
. 1 0I 7 9 Kilogm meterg
.2777x ll's Watt hours r.4667 Feet Per second
HorsePower hrs Miles Per hour
. 3 7 2 5x l 0 ' 6 .44704 Meters Per sec
1.6093 Kilometers Per hr
2.2046 Pounds
Kilograms .86839 Knots
32.274 Ounces
1,000 Grams Feet/scc squared
Miles/hr squared 2 . 1 5 1 1
Kilogram-calories 3'9685 BTU 6080.2 Feet
- Foot-Pounds Nautical Miles
3,087'4
426.85 Kilogm-meters .0625 Pounds, avdP
Ounces, avdP
28.350 Grams
Kuogram-meters pounds 437.5 Grains
l.li??, r0..,[üj
29.57 Cu centimeters
Pounds per cu ft Ounces,fluid
Kilogram
- Pcr cu m 06243 r.E05 Cubic inches
'001 Grams per cu cm
Pounds 453.59 Grams
Pounds per ft
Kilogram Per metcr '67197 7000 Grains
16.0 0unces
sqm
pcr
Klogram Pounds Per sq in.
Pounds Pcr sq ft 32.174 Poundals

,friii Ins. of mercury

Feet of water Pounds Pcr cu ft ló.018 Kilogm Per cu m
-0032E "01602 Grams Per cu cm
0.1 Grams Per sq cm

-T,
;r.s
$
 Appcndix - Pogc Thrco

COTWERSION
FACTORS

Multiply By To Obt¡in Multiply By To Obr¡in

Pounds pcr cu in. t,729.0 Pounds pcr cu ft Square centimeters .15500 Sq inch
27.680 Grams per cu cm .0010E Sq feet
Pounds per sq in. 2.036r Ins. of mercury Square feet 929.03 Sq centinneten
2.3066 Feet of water r+4 Sq incher
.06805 Atmospheres .09290 Sq meten
703.07 Kilogm pcr sq m .lll Sq yard¡ .
.07036 Kilogm per rq cm Square inches 645.16 Sq millimetrn
Radians" 57.296 Degreeo(arc) 6.45r6 Sq centimrterr
Square kilometers .38610 Sq miler
Radians per sec 57,296 Degreesp€r sec
.I 5 9 1 6 Rev pcr sec Square meters r0.764 Sq feet
9.8493 Rev pcr rnin 1.1960 Sq yardr
Revolutions 6.2832 Radians Square miles 2.5900 Sq kilometerr
640 Acre¡
Revolutionsper min .10472 Radians pcr soc Square yards .83613 Sq meten
Slugs 32.174 Pounds Yards .9r44 Meters

INTERNATIONAL STANDARDS

Englirh : Mctric
Gravity - g 32.1739ft/*cz 9.80665m/sec2
Absolute zero -459.4 F
.-273 C
Í 3.14159 3.14159

STANDARD ATMOSPHERE

Stand¡rd Values at Sea Level

Pressure,Po 29.92in. Hg 760 mm H6
Pressure,Po 2rL6lb/ftz 10332kglmz
Temperature, NACA 59F 15c
Army & CAA 100.4F 38C
Navy 89.6F 32C
Absolute temp, To 518.4F abs, R 288 C abs, K
Specificweight, gpo .0765rlb/ftr 1.2255kg/r¡¡t
Density, po .002378¡6 sssz/f¡l .124966kg sec?/r¡r
Standard Value¡ at Altitudc
Isothermal Level 35332ft 10769m
Isothermal temp. -67 F -55 C
Temp. gradient NACA .003s6F/ft .0065C/m
Navy .0036F/ft .0066
Army & CAA .0036F/ft .0066
 Appendix - Poge Four

WEIGHTS AND MEASURES

LENGTH VOLUME
12 inches : foot 1728 cubic inches : I cubic foot
27 cubic feet : I cubic Yard
9 inches 4 span
hand 128 cubic feet : I cord of wood
4 inches
3 feet : yard
5/2yards: 16rl feet : I rod or pole Liquid
I 40 rods 220yd: lfurlong
4gills :lpint
8 furlongs - 5280ft:lmile
I league 2pints :lquart
3 miles
t l
: l 4quarts: lgallon
i; Nautical 7.4805 gallons : 1 cubic foot
:
6080.2 ft : 1 nautical mile
I nautical mile Per hour : I knot
I

I Dry
6feet:lfathom 2pints :lquart
Surveyor's 8quarts: lpeck
4pecks:lbushel
7.92inches:llink
100 links : 66 ft : I chain
Apothecaries
80chains:lmile
60 minim : I liquid dram
WEIGHTS 8 drams : I liquid ounce
16ounces:lpint
Avoirdupois
16 drams : 437'5 grains : I ounce Shipping
16 ounces: 7000 grains : I Pound
112pounds : t hundredweight 100 cubic feet : I Register ton
2240pounds : I long ton 40 cubic feet : I U. S. shipping ton
2000pounds: I short ton
Troy
.A,REA
24 graíns: I Pennyweight
20 pennyweights: I ounce 144 square inches : I square foot
12 ounces: 5760grains : I Pound 9 iquare feet : I square Yard
30[ square yard5 : I square rod
Apothecaries : a3,560 square feet = I acre
160 square rods
20grains=lscruple 640 acres : I square mile
3scruples:ldram a

I
Sdrams:lounce J
12 ounces: 5760grains : I Pound r--.
-,
ENGLISH - METRIC EQUIVALENTS
Length Volume
1 centimeter : 0.3937inches I cu cm : 0.061cu in.
2.54centimeters: I inch 16.39cu cm : I cu in.
0.3048meters:1foot 0.0283cu meter : 1 cu ft
I meter : 3.278feet I cu meter : 35.31cu ft
1 kilometer : 0.6214miles I cu meter : 1.308cu yd
1 . 6 1k i l o m e t e r s : l m i l e Weight
0.648gram=lgrain
1.0 gram : 15.43grains
Area 28.35grams:loz
1 sq cm : .1550sq in. I kilogram : 2,205pounds
6.452sq cm : 1.0 sq in. Liquid Measure
0.093sq rneters : I sq ft
I sq meter '= l¡J.76sq ft 29.57cu cm : I f,uid oul.ce
4047sq meters : I acre I liter : 33.Si fiuid oz : i.057qt
I hectare : 10,000sq meters : 2-471acres 3.Eliters:tgal
 Appendix - Poge Five

INCH FR,A,CTIONCONVERSIONS
D e c i m a l s ,A r e a o f C i r c l e r , a n d M i l l i m e t e r s

Inch Decimal Aree Mm. Inch Decirnal Area Mm.

Fraction Equiv. Sq. In. Equiv. Fraction Equiv. Sq. In. Equiv.
|/64 . 0 15 6 .0002 .3si 33/oc .5156 .2088 1 3 . 079
| 132 .0312 .0008 .794 1 7i 3 2 .5312 .2217 l 3 . 49 4
3/64 .0469 .00r6 l.t9t 3 s/ 6 4
r/16 ,5469 .2349 r3.891
.0625 .0031 1 587 9/t6 .562 5 .:¿485
s i64 .0781 I 4.288
.0048 1.984 3 7/ 6 4 , 57 8 1 .2624 14.684
3/32 .0937 .0069 2.381 19i32 . 5 9 37
7/ 6 4
.2769 r5.081
.1094 .0093 2.778 . 39,i64 ,6C94 .29r6
ItB r 5 . 47 9
.I ¿) .0123 3 . 17 5 si8 Árq .3068 15.875
9/64 .t 4 0 ó . 0 r5 4 3.52 7 4I .6406 .3223 16.272
s/ 3 2 .r562 .0192 3.969 2 r/ 3 2 .6562 .3382 16.669
rr/64 .l 7 l 9 . 0 2 3r 4.366 43/64 . 6 71 9 . 35 4 5 17.065
3/16 .1875 .0276 4 . 76 2 rr/16
t 3/ 6 4 ,607s . 3 71 2 r7.462
.2031 .03?3 5.159 45t64 . 7 0 31
7/ 3 2 .3883 I i,859
.2r87 .0376 J.550 23/32 ,7r87 .4057
I r/4
rs/64 .234+
.25
.0431
.0491
5.953
6.350 3/4
4 7/ 6 4
:
.7344 .4235
.4418
I 8 . 25 ó
r8.653
r9 . 0 5 0
1 7/ 6 4 .2656 .0s53 6 . 74 7 49/64
9/32 .7656 .4604 t9.447
.28t2 .0621 I . Lr.l 2s/32 .7812
19/64 .2969 .4794 l 9.644
.0691 7.540 5r/oc .7969 ,4987
s/16 .3125 . 0 76 7 20.241
7.937 13/16 . 8 12 5 .5185 20.637
2 ri a c .3281 .0845 8.334 s3/64
r r/ 3 2 .8281 .5386 21. 0 3 4
.3437 .0928 8.73r 2 7/ 3 2 .8437
23/oc .3594 . 5 5 9r 21.431
.1013 9.t28 ssi64 .8594 .5800
3/8 . 3 75 21.828
. 11 0 5 9.525 7/8 .875 .6013
2 5/a c .3906 22.225
.l 198 9.922 s 7i 6 4 .8906 .6229
13/32 .4062 22.622
.r296 10.319 2 9/ 3 2 . 9 0 62 .6450
27/04' .42t9 23.019
.1398 10.716 59/a+ .92t9 .667s
7/ 1 6 . 4 3 7s . 15 0 3 23.4r6
rl.ll2 15/ta . 9 37 5 .6903 23.8t2
29/64 . 4 5 3t .1612 11 . 5 0 9
1 5/ 3 2 6 r/ 8 4 .9531 . 7t 3 4 24.209
.4687 .1726 l 1.906 31,/32
l
3 r/a + .9687 . 7 3 7| 24.606
.4844 .1842 l 2.303 63/64
r/2 .9844 .7610 25 . 0 0 3
.5 .1964 t2.700 I .7854 25 . 4 0 0

I
D R I L L S I Z E* D E C I M A L E Q U I V A L E N T S
L
r
.I D) rriilll Diem.
I Drill Diam. Drill Di¡rn.
No. ln. Drill Diarn. Drill Di¡m. D¡ill Diar
No. In. No. In. No. In. No. ln, No. ln.
| .¿¿óu 19 .1660 37 .1040
2 55 .0520 73 .o240 I .272
.22t0 20 .1610 38 .1015
3 .2130 56 .04ó5 74 .o225 J .¿I I
2t . 15 9 0 39 .0995 57 .0430
4 .2090 22 /5 .0210 K .281
.1570 40 .0980 58 .0420 76
5 .2055 23 .0200 L .290
.t540 4l .0960 59 .0410
6 .2040 24 .0180 M .295
.1520 42 .0935 60 .0400 78
7 .2010 ?5 .0160 N .302
.1495 43 .0890 6l
8 .1990 26 .t470 44 .0860
.0390 79 . 0t 4 5 o .316
9 62 .0380 80 .0135 P .323
.1960 27 .,44a 45 .0820
0 .1935 2E .1405 46 .08r0
63
64
.0370
.0360
a .332
l .1910 29 .1360 R .339
47 .0785 65 .0350 A .234 s
2 .1890 30 .12E5 .348
48 .0760 66 .0330 B .238 T
3 .1850 3l . 12 0 0 .358
49 .0730 67 .0320 c .242
4 .1820 32 .l160 U .368
50 .0700 ó8 .0310 D .246 V .377
s .l E 0 0 33 .l 130 5l .0670
6 .1770 34 .lll0 52 .0635
69 .0292 E . 25 0 w .386
7 .1730 35 .1100- s3 .0595
70 .0280 F .257 x .397
8 7| .0260 G .26t- Y .404
.1695 36 ..1065' 54 ,0550 72 .0250 H .266 z l3
I
mflur
{ App"ndix - Poge Six
I
I
' V E L O C f T Y C O N V E R S I O NC H A R T
Conrrrlo¡r f¡otorr fr¡r¡ l|h¡ f,rn¡book of Chrlrtra ud hyrlor, Zlrd. lttltlo¡

I rpf. . l.teet *,¡lroo.

t rpü.. . .868i botr

590
690
600 5¡O
900
6lc,
910 5ao
6¿O
s¡o
920
6lo
J¡rc
950
6{O
350
9lo
650 560
t60
950
660
960
670 5?O
¿60 970
600
980 500
?70 690
990
?00 590
¿80
l00c
no
rro l r*
I0t0
290 f20 600
{50
I020
7SO

tc30 6IO
7rc
450
lo{o
?50
460 620
l050
760
t?!
l060
7to 630
tEo
1070
?80

ro80 6to
r2oal.o 790
6@
IO90
800
510 6so+ño
rto +róo I 100
8IO
sz0
tllo
8?O ooo *760
t* Srrc 5to
Il¿o
8¡O
s{o r.o
Ito t- trrt I I30 eto STto
150 8,tc
550
I1r0
100 850

160 1I 5 0
860
Itú I160
8?! -

lI70
 Appendix- Puge Sevcn

TEMPERATURE TABLE
,,CONVERSION

Convcrllon Constant!

Tbc foLlovlr¡8 tlblo 8lrcr tbo contorsloo of tah¡onhllt ccntl.gnd,r ¿aD¡rñluro! -1,00. to +At 9. ln mlt¡
+?io' t4 +?615' ln rl¡lts of l'. . Tbc rcad.lngr uc ¡aiod -u¿ lrou of l. ¡nit froa
on tbc ¡imrtarrl tirp"ni,,r"" Convcr¡lán of aw ralg
tsDoratüe scal,r Dt bo udc as follovr: to thc ab.olut.
"".fo.

bgrooo lclrln (X) = aoe"u." ccntterrd.c + Z7t,L6

Dogrco! ¡ñklnc (R) . rtoS¡eos tabrcnhol.t + \rr.69
rl t &d c dcno¿c raadLr8! on tbo lahrcnbolt od. cco¿lgE¿c rt¿¡rdüd acalor, rülpccttiely, for tho e, lhcn
c. )/9 (N - )21, r. (g/)) c +,2,
Uro of tho fabLc

nl ccntl8*dc,red tab¡cnbctt
cqurvaranr
rn rr6ht,-he¡d
aor@, 1r in ¿c6r.c.r'b¡.n¡.rr,
::,üfff i1r1,1"T,"?ifl;r:lil ::ffi:

Convc¡llon of Ccnttgrad,c ed tah¡on¡.lt T@pantEc. _lOO. to

fr@ rA¡9.

c t f
I f t
-7).t -r0o -1.!8.0
I r c T
-\r,6 -ro -fi.o -r7.8 0 t2,o 10.0
-T?,8 -9 -t\6,2 -\r.o -\9 -16,2 - r 7, 2 5o I22.0 )7,8 loo 2ra.o 6).6 r5o ],u¿,0
F1

-72.2 -98 -r[¡,rt r )J,8 r0.6 ,r r2J.g 18., ror

91,, 2oo )n,o
-¡¡¡r.! -¡8 -t¡r,t¡ -16.7 2 alt. B 66.r Itr )or.B 9t.9 ?or ,9t,8
-71,7 -9? -1.¡r2.6 -t+t.9 -\1 -)2.6
lI.¡ t? t2t.6 t8.9 rvz 2L).6 66,7 L)2 105.6
-16.I 1r.7 r?7.r1 94.[ 2o2 rgt.6
-7r.1 -96 -Il.o.8 -ur.) -f6 -to.g -rt,ó
) ]"7. .61 r
\ Sg.a
' )9, lr r0, er?.¡¡ 67.2 rr, to?.\ D.o n, ,n,L
L2.2 )\. L29.2 ¡¡O.0 l0¡ Al9.? 67.8 D\ ,og.z
-7o,6 -9t ,).6 ?o\ ,99.2
-1)9.0 -1.2.8 -l.t -l+9.O -r5.0
-1 -70.0 -9\ -tjl.e -\2,2 -u , !r.o r2.8 ,5 r\,o lo.6 ro, aat.o
-\-t.z - 1 1 .¡. 6 112.8 Lt,: 68,, 1r, ,u.o 96. l. 2ot t¡or.o
-59,\ -9t -rtt,\ -1I.7 -¡¡ -15.r, -1).9 )6 Lt?.8 1.1.1 106 22a,8 $,9 Lr6
-é€.9 -92 -Ltt.6 7 L¡,6 Lt.9 ,7 r5\,6 ¡r.7 to? 2?I.6 ,r2.8 %,7 ?ú t@,8
-l¡l.f -!? -1.1,6 -Lr,) 69.\ D7 5L\.6 'ú.6
'6€., -9i -rrr.B -40.6 -¡.1
8 4ó.¡r I¡. l. 58 116,I ¡2,? 1o8 2a6,¡l ?0.o rr8
97,2 2O7
-1r.8 .12.8 9 \9.2 rt.o t9 r)B.a l.?.8 109.428.a ,!6.¡r 97.8 208 ¡06.¡
I 70.6 trg ,18.2 98.) 2o9 lo8.a
L -67.8 -90 -r)o.o -lo,0 -lo -¡0.o
-89 -r28.2 r?,2 I0 to.o rt.6 60 Il.O.O 4r., rr0
47 .? ')9.¡f -r9 -)8.2 rl.7 1l
2)0.o 7r. r 160 ,20.0 93.9 a¡o fro.o
l -&.7 -88 -1?6.rr .r8.9 -r8 -j6. ¡. tr.g ró.1 6l rlfr.g ¡.1.9 lll ?rr.8 ?r.7 16r ,21.8
-8? -l?)..6 rr.t ra >).6 L6.7 6? t\r,6 b¡.L r12 99.¡r 2tr ¡u.8
4.r -t8.). -jt -)\.6 10.6 tt 2r).6 7?,2 L62 )at,6 r00.0 ?12 ¡1r.6
I 4l.o -3ó -r?a,8 '5't.8 -16 -t?.8 )5.\ t7.2 6t r)).\ ¡r5.0 ru err,l. 7?,8 L6r r2r,\ 100.6 er, ¡rt.¡¡
I0.0 ttn. ,1,¿ r7.8 6! I l . 7 .? \).6 trc. 2t7,2
i 75., L6\ ,27.2 r0r.I et¡ fr?.?
-61.o -8t -tar.o )7.2 -51 -tr,o
-6¡r,¡ -8¡ .rr9.a 9.¡ rt t9.o r 8 .) 6t ¡b9.0 ¡6.r rrt 219.o
)ó,7 -.¡l¡ -49,O 8.9 16 60.8 r8.9 1).9 16r r29.o ror.7 elt ¡r¡9.0
4r.9 -8) -¡r7,t 6ó rto.8 M.7 lt6 al¡o.B
lrr -8? , ó .r - t t - 2 7 . \ 8.) 11 62.6 r9.\ 67 t-'2,6 ¡?,a
7¡..¡ ró6 rro.8 ra.2 216 ¡20.6
-rrt.6 )).6 -52 -2).6 r17 aI?.6 7>,o ].67 tr2.6 Le2,8 2r7 \"2.6
-52.8 - 8 ¡ -rr).8 7.8 r.8 6¡. ¡ 20.o 68 rtt.l ¡?.8 rr8 al+¡.¡
lt.o -)r -2r.8 7.¿ Lg 6.? ao,6 69 L:ó,a ¡8.t
?t.ó 168 ,r¡.¡ ro).5 2r8 ¡?¡.¡

t
u9 2t6.a 76,L L69 tt6.2 Lor,g 2r9 ,Q6.2
-&.2 -80 -It2.0 -]¡¡, lr -rO -?2, O -
-6r.? -79 -¡ 10.2 '>t.9 6.7 20 68.0 | 2r.l 70 118,0 ¡8.9 rao a¡a.o
-29 -2O.2 - ó,r 21 69,9 2r,7 .7r 76,7 r70 rr8.o rO¡.¡ 220 l.?8.0
- ó 1 .r -78 -IO8.¡ -))., -?8 -r8. ! | 159,8 19.l 12¡. 21.9,8 77.2 r7r
-60.6
- 1,6 22 7L,6 | 22.2 72 16r.6 :t9.8 1or.0 2?l 1.A9.8
-77 -i0ó. ó -t?,8 -?7 -L6.6 - ,o.0 r22 2r1.6 77,8 r7z ,\r.6 tor,6 n? \rr.6
-60.0 -ú -r0¡ .8 -52.2 ,.0 2' 7t.\ | 22.8 7' r6t.\ fr,6 r2r 2)r,\
-26 -L\,9 - ¡. fi z\ 7r.z 2t'5 tu 78.t L7t ,\r.\ 106.I 22, l.r, . ¡r
| *>.¿ )t.r t2\ ?)),2 78.9 L7\
-t9.r -?, ,\r.? 106.7 2et ¡)r.a
-r0).0 -2t -r'.0 - I
-r8.9 -?¡ -lor.2 t'9 ?, 7 7 , 0 | ?t.9 7) 161.o )L.7 127 2)7.0
-{t -2¡
I -r1,2 - t.5 26 79.\ r7) ,\7.0 Lo?,2 4) \)7.0
-*.t -7, - 99.\ -)o,6 -2' ? 8 , 8 I 2 1 . . 1 ¡7 6 168.8 2.2 L26 ?fr,8 8o,o
- 9.\ - 2.8 27 &,6 2).0 l7
I?6 rt€.8 l0?.8 226 tr8.g
')1.8 '72 - 97.6 -.)0.0 -22 - 7.e -
I7o¿6 .)2,8 127 2e-,6 b.6 177 ,n.6 ro8.) 22?
I
-r7.2 -7r 2.2 28 8 ¿ .¡ + ?1.6.78 I72.¡ b¡o.6
I
- 9,.8 '29.¡. - ? r - t.8 - r.7
)r., r28 ?62,\ 8r . r. rZ8 ,t¿. r¡ r08,9 ea8 ¡¡a.l
29 u.2 2 6 .r 7 9 1?[.2 )r.9 r29 26\.2
.J 8L,7 r79 t*.2 ro9.l e?9 tü.¡,2
'*.1 -?o - 9¡.o -28.9 - 2 0 - t . 0 - r,1 ,o 86,0
-,6 .r -69 - -28.5 - 1 9 - 2 . 2 26.7 8o r?6.0 >¡..¡ rro ?66.O & . 2 r @
n.¿ - 0,6 )r 8?.8 ?7,2 t*.a uo.o aro ¡116.0
-rt.6 -é8 - 90.¡. -r8 - o.l 8L 177.9 ,).o rrl 267.8 &.8 r8r ,t?.8 110.6 ?)r l.l?.8
-t ,o -ó7 - 0.0 t2 89.6 27.8 82 r?9,6 )),6 tP 259.5 8t., L&
_l -t¡.r
-55.9
-6ó -
-6, -8r.o
38.6
86.8 -26,7 .Ió

- 2 ó I.
,,2
0.6 5, 9r.r
1.r ,\ 9t,2
?6.,
28.9
8,
8¡
1 8 1 .r r
r8r.2
)ó , r
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tt\
271.¡
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8t.9 r8,
8¡.¡ rg¡¡
b9,6
,6r.r.
tór.?
rlr.l zra
ru.? 2r)
rw.2 2r\
¡¡r9.6
¡tr.!
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-rt ).o
-rr.t -6¡ {r.? -21.6 -Il¡ 6.8
,, 9).o 29.¡ 8t r8r.o n.2 rrt 27t.o +t.o rB) ,6t.o rr2.8 2Jt ttt,o
-t2.8 -6J .€r.1. -?t.0 -l) ,6 ú,8 ,o.o 8ó 186.8 )7.8 Lt6 276.8 8r.6 Lu rrr.,
_l -y.2
-tr,7
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8.6,
ro.I
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88
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r88.6
r9o.¡
Ln,?
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rl?
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2¿p,2
8ó.1
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8t,z
t6?
r88
tg
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568.6
r7o.t
172,2
rrr,9
r1¡.I
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2r7
?r8
?r9
¡'ó.8
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[60.¡
¡6a.?
-2r,) -r0 r.ü.0 ¡.1 ¡o lo¡,0
-fr.6 t9 -7\,2 -?2,8 - ,e,2 90 l9lr,0 60.0 ll.0 ?8¡..O 8?,8 r9o )?¡.0 rrr.6 2¡o r6t.o
-5o.0 -fr 9 rt,g t.c ¡l r0r.8 ,?,8 9t. 19t.8
I -72.\ -22'.2 - 8 ¡?.6 l.¿ Io?.ó
60.6 1¡r 28j,8 8t|.) r9r t?t.B 116. r 2tr ¡6r.9
,,6 )r., n rn,6
I -¡9.r. -r1
-¡8.9 -ú
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4.8
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-
-
7
6
t9,l
z]-.z
6,r. .¡, 1o9,¡
6,7 l.¡ rll.2
,r,9 9'
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199,\
9l+ 20t .2
6I.I r¡{p a8;.6
ór.7 rl+, 289.¡l
6e.z:r\\'agr.?
8.9
8.\
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L 9 t r 7 g , \ rr7,? 2t)
tó7,6
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90.0 1 9 ¡ . : . , 8 1 . p rr7.8 a¡¡ b71.?
-¡8.) -r> -ó?.0 -?016 - '1.?
-f2.8 ->\ > 2r.ó ¡rt rrr,o tt.o 9t }ot.o 6¿.8 rIt
4>.* .-20.0 - ¡ 2t.8 ?.8. l | 6u t . B e9:.0 9o,6 t9, ,8).0 I !A r 2\> \7t,a
-\'t,2 ' t).6 9ó ?ú.8
J -¡ó.7
-M.¡
-r5
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4r.\
.4L.6
-t9.0
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-r8.9
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-
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L
26.6
28.¡
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8.9
9.¡.
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18 rr8.l ,6.? 98
19 rao.a t7.2 99
206.6'
2o8.b
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6t.9
6r..1
6t. o
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r\"t
rl+g
),{9
a9¡.8
2*.6
2gg.rl
9L r
9r.7
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too. a n,8 89 )9c,2 r 2 0 . 6 ?¡9 ¡8o.4
 wr
lIr
:jfl * Ccn!eralon c.f Centl8rad€ úd Fah¡€nh€lt laúporatEoa r'o¡u +2)0" Ló +26)rt'
:ait, AppendiX POge Eight

c F c r c r c ¡ e F c r
1 2 ..ti ? r a l 3 l .c t\).) 6i0 r 2 c 2. a 16i,6 \c)a r9??.c /J/.ó 1rrto 2 6 4 2r, r 1ñtñ ñ t¡l5a! ¡1Át ^
L2J?.2 ?2p \DB?.C
L 2 r . 9 ?tt l + 9 i .c )\6, 1 at, I2rr.a 'tac.
) rril,0
La)) 19o.6 L+)) r ^ r ^
tv t..a
o r O c r
Le)) )) I L,w v)r,a 22), \ o 9 L, 0
r ? 6 . 1 ?6a 1 o o ;o )\8.9 660 r 2 2 c .o , 7 1 .r 1 0 6 0 I 9 4 0 . 0 ly,) 1l+60 2660.0 lolt .6 1860 l)8o, o ra)?,8 a?60 l+rco,o
26' tog.a lt1. 7 66, i 2 2 9. A i11.9 ra6J i 9 \ 9 . 0 196.\ t 40) e669.a to18.l 18ót )189.0 r,2bo.6 226, l+r09.o
L ) 2 . 2 2la , j " 8 ,a ltl..l, 570 1z)8.0 t 1 6 . i L a l c Lyro.u 7 9 8 .9 1ir70 2 6 7 8o. 1 0 2 1r. 1 8 7 0 J ) 9 8 . 0 r"?!l,J 2?70 l¡1r8.o

r l t . 0 27) )21.4 )11,. 67t 1 2 r ¡ 7 . 0 ,;t9.\ r a ] , r.967 .O 8o1J rql) 26ú.a 1c21.9 L81' )\07.0 t2116.l 221' \L27,a
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 ,H,
, l
I
l i

AERODYNAMIC RELATIONSHIPS
b : Span-ft
c = Chord_ft q : Dynamic p¡essure .-
: Area _- sq ft Ib/sq ft
D : Drag-lb S
L : Lift-lb V : Velocity -- ftls."
L_ : Rolling Moment -- lb-ft € : Angle of downwasl
M : pitchiñg Moment -- a : 4n[re;i o'u'
¡b-ft : "*.ü::];
N : Yawing-Mo-ent -_ lb_ft 7 Flight-path anele _
p : Density -- lb G"zñndtg'
Lift coef Cr- -q LS Change in velocity with change power
in at Con-
stant Air Density,
Drag coef Co : I
qs Vz = vr ^tiHo;
\Fp'
Pitching moment coef C_ _ M Change in velocity with change
qcs in Air Density at
constantThp
Rolling moment coef Cr : _L /-
c!ñb v, : V,r/a andv,-. - a@ Vi"¿
l p r y p
Yawing moment coef C- - N
" Approximate Reynolds,Number
qbs for Airfoils
Reynolds'Number R : 10,000cV¡rph
l
I v"lY... o{, Standard Altitudes
R : p % _ %
-i r3z tor'8to'o;3:o.3,lfo
"t
1
l t v
lf'l;F'
i PROPELLERRELATIONSHTPS
-t D :
N :
Diameter-ft
Propeller speed -- rpm : Power-ft-lb/sec
:r :
I i
=
:
Propeller speed __ rps
rorque-lbft
rnrust__lb
J : ProgressionFactor
v
-l I ? : Propeller efficiency
Power coef Cp
- : -t
l Torque coef Co- : --9-
I PnJPó
on 2D5 factor¡ = l'3.97Yert
Progression
-l I
i Thrust coef Cr- : J.-.
Pn2Pl
Speed power coef Cs
- : -lrE Propellerefficiencyo :
VPn 2
S ¡
I EQUATIONS RELATING TO
ENGINE POWER

+
Power Corrections
Corrected hp : Torque, : 63925hP *-
Observed hp x correction factor lb in. = -J3lx
rpm rpm:::- lb ft '
-t correctionfactor :
./m6TT ?g.gzat sea
-F-
"
Indicated Horsepower, ihp :
bhp * friction hp
V 518.4 ^* levet

-lI ,- Mechanical Efñciency, percent : -$.P x 100

- /459.6+ t B lnP
x at attitude Thermal Efficiency,
!--T_ F
perccnt 254s
r>'LL'¡r -:
I
-lI
t = Dry bulb temp at carb-_F
B : Correctcd barometric pressure_in.
Sfc x;B=ium¡o
Brake Mean Effective pressure _
x 100

Hg lb/sq in
T : Standard air temperature _F 7 9 2 , 0 0 0 x b h p
abs b m e o :-
v¡¡¡LP
-1I
P : Dry cerburetor pressure_in. DctÉñ.nü',!;: constant.H
Hg abs
Displacement Constant for
Propcller [,oad Curve each engine
-- 80s
!-e8s R.2180_ 364
hp,: t,(ffi;)s"nd ro,qu.,
: R-1340_ 591 R_2800_ 283
-l ",(ffi;),
R-1830_-
R-2000_
432
396
R-4360* 182

l
Appendir - Poge Ten

OF AIR
GENERAL PROPERTIES

- lb/sq ft n = ExPonentof comPression

P : Absolute Pressure -lb/f¡z
- lb/sq ft q : Impact pressure
p, : i,"r,¿ard absolute pressure
p : Density * lb s€c2/ft1
T : Absolute temperature : Absolute viscositY lb sec/ftl
lt
To : Standard absolute temPeratuie v = Kinematic viscositY
* ¡¡z/sec
V : Velocity--ft/sec o : Density ratio -- p/P"
- ft/secz
g = Acceleratiott of gravity

r : / P \ d :- / f : \ " ' '

p = PgRT fo n/' \v /
\
p T For adiabaticchange
r / Vo'\" : \ Tí ; . / '\+' '
P p - / p \ " : \ v / ; n=l'39
; t , - \ P " /
per degreeF
SpeciñcHeat of Air in Btu pcr lb
Spcciñc Weight of Air in lb/ft3
=
at constant Pressure,CP '240
=
t + 1.325
3p=.0765r, +++#t at constantvc¡lume, C"
= 'i715
for atmospherictempefaturc range
-,r=Co/C'=1.40
slugs/ftg
Density of Air in lb sec?/ftaor
P. To ==.041187
l.l_g_gg
p : .00237E p-; T r ¡n F.u. Oas Constanr fr¡r Air
R : 53.345ft-lb/lb F .u.
Air Density Ratio F*
ft-,*/rr,u;,_or.
P T o - ?t Uglq'He
"=lils.a
= 't't
' 'r'
p/po
E T T in F.u.
Molecr:lar weight of air = 28'97

Spe.d of Sound in Air in mPh

C = 33.5 {f-
Impact Pressure
r/z PYz Whcrc T : air temperaturein F r¡
for incomPressibleflow q :
Cg¡. = 762 mPh = lllS fPs = 662 knotr
: - ')"'-
for cómprersibleflow qc (F:
Absolutc Viscosity for Air
t,=(k,-')"'- tt:Pv

l0t0¡¡ - 35tB + 9.E?0t in degrecsC

: 3408 + 5'4t3 t in dcgrccr F

Approximatevalue (at scalevel)

/ v \ 2 . Tcmpcrature risc resulting from adiabatic clmprc
e : 25hb) lb/¡qft sion at imPact
/ v \¡
T = r.lez h6d) F
in degreer
: t- (io
/ v \ r in. water
/
Where V ir in rnPh Where V : True air rPeed in mPh
 Apprndi4 - Pogo Elcvrn

PRESSURE
CONVERSION
CHART ¡nrdc! tmton t .br ñ!. t¡._qibcot o! ch-¡.tr7 ¡¡¿ ¡hrrt..
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Appendix- Pagc Thirfccn

TITTTRTiCE,TABLESAND CHARTS

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REFERI.NüI "TABLIS AND CHARTS

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,T,q.SLE.S
A.f,iF'ER.ENCI ANf} CHARTS

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 App"'ndi, - Page Eighteen

REFERENCE
TABT,ESAND CHARTS

ffi
ROCKfT OXID'ZER
SYSTEvI
ROCKETFUEL
..sY.ST€M
FUEL
SYSTEM
WATTR INJECTION
. SYSTEM

-
-f-r
-:l
LUERICATION
SYSTEM

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HYDRAULIC COMPRESSED INSTRUMENT

A'R COOLANT BREATHING
SYsTEM GAS VACUUM SYSTEM OXYGEN

Fl
FI
flR6. D E -t C r N 6
HI
WARNING
PROIFCTTON SYSTEM SYMEOL
.r-
THE ABOVE COLORCODÉ'S.REbRESENT DESIGNATIoNS
FoR sYsTEMs oNLY. To coDE LINEs
WHICH.DO NOT FALL INTO.bHE OT THESESYSTÉMS THE CONTENTSSHALL BE DESIG}.IATED
BY
BLACKT-ETTERINGON WH'TE' TAPE.
PRESSURETRANSMÍTTER'LlNtS SHALL BE rDENrrflEDBY THE SAMECOLORSAS THE Lt NES
F R O M W H T C HT H E P R E S " 9 P R tFS B E T N GT R A N S M T T T E O .
\
FILLER LiNES, VENTLINESAND DRAIN LTNESFROM FUNCTIONS OR RELATEDFUNCTIONAL
EQUIFU.TNT SPECIFTED HEiEOÑ*SHALLBE ]DENTIFIED 8Y THE SAMECOLORSAS THE FUNCNOÑLIÑES.

C O L ,OF -. C OD E r OR AIRCRAFTPIFING
i,

:
 Apprndix _ poge Ninetecn
REFERENCETABLES AND CHARTS

U. S. AIRFORCEAIRCRAFT NAVAL AIRCRAFT DESIGNATIONS

DESIGNATIONS
Type Deeignations
Fundamental Types Preñx Syrnbola (Usually
(Denoting Basic Unit) Heavier than air (ñxed wing) .V omitted)
(Modification for
Current Use) Heavier than air (rotary). .. . .. ,H
A m p h i b i a n . . . . . . .. . A Fik:tlessDrones. . .K
Bombardment. . ..B B......Bombardmenr GuidedMissiles.... .M
Cargo Lighter than air. . . .
........C C.... . . .Cargo z
D.... .Director
Fighter. ......F F... . ..Fighter Clase Derignation¡ Suffix Lettcr
Glider. ..... ..G G.. . . (Basic Miseion) A.... .Amphibian
...Glider
Helicopter. .. .. . . . .H Attack. .......A El... . Specialarmament
Liaison .......L L..... . .Liaison Fighter. ......F C.... .Carrier version
M... Missile Aircraft Glider. .......G D. . . .Drone control
Targets &.Drones, ,- e Target or Drone Patrol. .......P E. . . . . Special e!ecfrr¡r¡-,,-
A
Reconnaissance.. . . . .R R.....Reconnaissance Observation. . . . .. _ . .O g€ar
Search&Rescue.....S S . . . . . . . . . . S e aS e a r c h Transport. .. .R G. . . . . Search and rcscue
Trainers. .....7 T.... Training. .....7 H....Hospital
.Training
V. . Staff Administra- Utility. .......U J ..Target tow
tive Transports K....Targetdrone
Special Research or Preñx Letter L. .. . .Searchlight
Experimental.. .. . .X
Experimental.. M....Weather recon-
Service Test. . . naissance
GeneralClassification X.... . . .Experimental O b s o l e t e... . . . N. . . .Night operating
Y........ServiceTest P... . .Photographic
2..... .Obsolete Q. . . . .Countermeasures
Example: R. ....Transport
C -54 B -l -DC
l l r t l S.....Anti-submarine
TypeJ lll Lu""ufacturer $
¡.... . rrarntng
ModelJ I l-Btoct Number U.....Utility
Series I W....Airwarning
Z.. . . .Administrative

Example: X ,-F 9 F - 2
r l t
Pr.fi*' I I LModification No.
| |
Type (V omitted)J I u- Designer's Letter
Class l- SeriesNo.
I
J DESIGNER'SIDENTTFICATIONLETTERS- NAVY

i M.... .GlennL. Martin

I
N..... ......NavalAircraftFactory
O..,.. ......Lockheed(FactoryB)
P. . .. . . .. .. .piasccki
I 4..... ,.....Fairchild
R"". ......Ryan
S.. .. . .Sikorsky
T..... ......Northrop
U. -... . . , . . . C h a n c cV o u g h t
Y..... Cón¡olidatcd Vultce
l : . i,
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Appendix - Poge TwenfY
TABLESAND CHARTS
REFERENCE

AIRCRAFT NATIONALITY MARKS

LR* Lebanon
YA Afghanistan LI * Liberia
LV Argentina LX Luxembourg
VH Australia XA.I
oo Belgium and Colonies XR i Mexico
CB\ CN Morocco
cP1 Bolivia PH Netheriands
PPI PK Netherlands East Indies
PTl Brazil
PI Netherlands West Indies
VP] Vó Newfoundland
v Q ( British Colonies and Protectorates YJ New Hebrides
VRJ ZK New Zealand
XY Burma
AN Nicaragua
CF Canada LN NorwaY
cc Chile
RX Panama
XT China
ZP ParaguaY
HK Colombia
OB Peru
TI Costa Rica PhilipPines Commonwealth .
Pl
CU Cuba
SP Poland
OK Czechoslovakia
CS Portugal
oY. Denmark
CR Portuguese Colonies
HI Dominican RePublic 't* Saudi Arabia
HC Ecuador Siam
HS
SU, Erypt Spain
EC
YS El Salvador Surinam
PZ
ET{' Ethiopia Sweden
SE
F Franct, Colonies and Protectorates except Switzerland
HB
Morocco ** SYria
SX Greece TurkeY
TC
LG Guatemala u"iá"'.r Soviet Socialist Republic
üñss
HH Haiti Union of South Africa
ZS
XH Honduras United Kingdom
G
TF Iceland United States of America
N
VT India UruguaY
CX
EP Iran Venezuela
YV
YI lraq Yugoslavia
YU
EI Ireland

*Indicates that the nationality mark is.provisional'

**Indicates that the ;;ii;;;iiii áart wiit be selected at a future date.
 9.3

lljtfllHtRtt|Rltlltflflflct
txTfir|.|.|t

COLDWEATHERMAINTENANCE b. O,l lines ond Fitfings- When these

componentsore subjectedto extremecold
Cold weother operotion of on oircroft en-
weother,obout -29"C (-20"F) ond below,
g i n e i n v o l v e sc o n d i t i o n st h o t r e q u i r e s p e c i o l
leokswill oftendevelopin the seolsond seot-
preporotionsond precoutionsos comporedto
ing oreos. All fittings should be properly
n o r m o l w e o t h e r o p e r o t i o n . V o p o r i z o t i o no f
torqued ond the seols replocedwhere re-
the fuel becomesdifflcult,ond the high viscos-
quired.
ity of the oil cousesreduced cronking speed
w i t h o c c o m p o n y i n gh i g h l o o d so n t h e s t o r t e r , '
c. lnslrumen¡so,nd lndicolo,rs-ln order to
Often the qccessoriesfoil becouse of con-
geoledoil. Excessivp e r i m i n g w o s h e sl h e o i l
p r e c l u d em o l f u n c t i o n i nogf i n s t r u m e n tosn d
f r o m t h e p i s t o n r i n g s o n d c y l i n d e rw o l l c o u s -
indicotors,the flight deck should be thor-
o n d s c o r i n go f t h e c y l i n d e r s ,
i n g p i s t o ns c u f f ) n g oughly wqrmed before ottemptingo stort.
Instruments hoving remotetronsmitters moy
wh¡le fuel m o y collectin the bottom intoke
p i p e sc o u s i n gh y d r o u il c k i n g . molfunction;thereforefluid used for trons-
mitting pressureindicotionsshould be non-
Cold Weqther Problems
conQeoling.

T h e m o i n p r o b l e m so f c o l d w e o t h e ro p e r o -
t i o n s o n d m o i n t e n o n c em o y b e c l o s s i f i e do s
follows,
o. MoislureFreezing- The introduclionof
w o t e ro n d m o i s t u r ei n t o t h e i u b r i c o f i n gs y s t e m
i s o p o t e n t i o lh o z o r d t o b e g u o r d e d o g o i n s t .
M o i s t u r eo r w o t e r c o l l e c t i n go n d f r e e z i n g i n
s u c h l o w p o i n t s o s t h e Y - d r o i n s ,o n d e n g i n e
s u m ps e c t i o n sw, i l l c o u s eb l o c k i n go f o i l f l o w ,
w i t h c o n s e q u e net n g r n ed o m o g e .
- To ensureproperopero-
d. Accessories
tion in extremelycold weother,it is essentiol
thot oll lubricontsusedin the voriousocces-
soriesin the power plont instollotionbe suit-
o b l e l o w t e m p e r o t u rleu b r i c o n f sT.h e e n g í n e
storter,generotor,electrictochometerheods,
electricgovernorheods,engineconlrolpulley
b e o r i n g sc, o w l f l o p m e c h o n i s mond the like,
o r e e x o m p l eosf m e c h o n i s m i nsw h i c hl o wt e m -
p e r o t u r el u b r i c o n tm
s u s tb e u s e d .

Reissued
April | 9ó2 Wosp ond Wosp Jr. Moinfensnce
 ^-i,,

|rlfl
tljIflIHIfi
I)(TfiI|'llI tlct
It|Ttllf
e. lubricoling Oil - To ensureproper fluid- Effectof Cold on Fuel
i t y o f t h e e n g i n eo i l o t l o w t e m p e r o t u r e se,i t h e r
A v i o t i o nf u e l sw i l l n o r m o l l yc o n t o i nl i t t l eo r
o i l d i l u t i o n o r i h o r o u g h p r e h e o t i n go f t h e
n o w o t e r , b u t i h e p e r c e n t o g eo f w o t e r i s g o v -
e n g i n e i s r e q u i r e d .A i - l B " C ( 0 ' F ) r e g u l o r
e r n e d t o o g r e o t e x t e n t b y s t o r o g eo n d h o n - -
e n g i n eo i l i s i n o p r o c t i c o l l yc o n g e o l e ds t o t e '
d l i n g c o n d i t i o nos f t h e f u e l . F u e l se x p o s e dt o
A n o t t e m p t e ds t o r tw i t h t h e o i l i n t h i sc o n d i t i o n
d o m p n e s so r o r d i n c r r yc l m o s p h e r i cc o n d i t i o n s -
w o u l d m o s tc e r l o i n l yr e s u l ti n d o m o g e l o t h e
n o t u r o l l y c o n l o i n o l o r g e r p e r c e n t o g eo f
e n gi n e .
w o t e r t h o n i h o s e k e p t i n t i g h t l y s e o l e dc o n -
t o i n e r s .T h i s w o t e r c o n f e r r tm o y , u n d e r p o o r -
c o n d i t i o n so, v e r o g eo s h i g h o s s e v e r o gl o l l o n s
Preporotion of Engines for Exposure lo
i n e v e r y t h o u s o n dg o l l o n so f f u e l ,
Exlreme Cold Weother

P r o p e r . o d v o n c e dp l o n n i n g , t o c o p e w i t h A s t e m p e r o t u r eosr e r e d L r c e d , ' t hseo l u b i l i t y

c o l d w e o t h e r o p e r o t i o n o lo n d m o i n t e n o n c e
p r o b l e m sw, i l l g r e o t l ym i n i m i z et h e d i f r l c u l t i e s
thof ore sure to be encountered'lt is recom-
m e n d e d t h o t t h e f p l l o w i n g p r e p o r o t i o n sb e
mode.
o. Winterize the oircroft in occordonce
w i t h t h e o i r c r o f tm o n u f o c t u r e r r' se c o m m e n d o -
tions.
o f w o t e r i n t h e f u e l i s o l s o m o r k e d l yr e d u c e d , -
w h i c h r e s u l t si n t h e w o t e r ' s s e p o r o t i n gf r o m
t h e f u e l , s e e k i n gt h e l o w e s tp o i n t i n t h e t o n k ,
syslemor occessoryconcerned,ond freezing-
t h e r e i f t h e t e m p e r o l u r eg o e s l o w e n o u g h
U n d e r t h e s ec o n d i t i o n si t w i l l o l s o f r e e z e i r -
t h e f u e l , f o r m i n g t i n y n e e d l e - s h o p e cdr y s t o l s
wh¡ch moy be {ound impingedon the fue

Iiriiiii b. Keep f uel screensond fl lters f ree of

woter.
screens,restrictingfuel flow ond, in severs-
c o s e sc l o g g i n gi h e s c r e e n es n t i r e l y .S h o u l dt h i s
c o n d i t i o no c c u ri t w i l l b e e v i d e n c e db y o d r o p
t illl;rl i n , o r l o s so f , f u e l p r e s s u r et o t h e e n g i n e .T h J
c . D r o i n t h e c o r l r u r e t o ro f o c c u m u l o t e d

,iii.ill
l
I
moistureond woter.
,
o n l y r e m e d yi s h e o t o p p l i e dt o t h e e n g i n eo n c '
f u e l s y s t e mc o m p o n e n t s .
il, d . D r o i n i n s t r u m e n tl i n e s t o t r o n s m i t t e r s
o n d r e p l o c ew i t h o n o n - c o n g e o l i n fgl u i d . It is most importont thot oll sumps,screenr-
o n d f l l t e r s b e t h o r o u g h l y i n s p e c t e do n o l l
e. Ensurethcit the oil dilution systemis in
preflight checks under these conditions.S<
proper working order.
long os fuel will flow freely from the droir
v o l v e si n t h e t o n k s u m p so n d s c r e e n si,t c o n
f . E n s u r et h o t e n g i n e so r e c l e o np r i o r t o u s -
be surmisedthot the system is free of ice
ing oil dilution,or thot proper sofe-guordsore
in effectto preventcloggingof the oil screens' Any indicotion thot the flow is restrictedii
c o u s ef o r t h e o p p l i c o t i o no f h e o f .
g . T i g h t e no l l f u e l o n d o i l l i n e f i t t i n g s ,o n d
occessory hold down nutsto the proper torque.
In the eveni thot woter hos collectedin th,
Reploceony sedl or gosketshowingevidence
sumps or screens ond lrozen there, heo-
of leokoge.
should be opplied liberolly ond the droin

h I n s p e c t h e Y - c r o i r r so, i l s r - r m po,r , d i u e l volve opened freoL,entiy,drowirrg !ne u;ote

tonk drcins for evicience of woter. off crsthe ice melts.

ReissuedAPril 76,
Wosp ond WosP Jr. Moinlenqnce la!

j
j
'il
 f)(Tfirtllf tt|flt|lTt|,|flIlct
tljrfltHtR 9-5

Do nof be misled by assuminglhat During cold weother operotion it is pos-

olf the ice fios melted if if is possible s i b l et h o t c o l d w o t e r o i l s l u d g em o y o l s o f o r m
to droin fuel Írom the droin volve i n t h e o i l s y s t e m ,p o r t i c u l o r l yi f t h e o i l h o s
ofter severo/ minufes of heof op- quite o number of operoting hours on it.
plied to lhe exlerior of the offected T h e r e f o r ed u r i n g t h e s e o p e r o t i o n s t h e o i l
component.fñe ice odjacenl fo the screens should be checked f requently ond
inlerior of the affected unit moy i f s l u d g eo c c u m u l o t i o nosr e n o t e d ,t h e o i l s y s -
meh snd ol/ow somewaler ond fuel t e m s h o u l d b e c o m p l e t e l yd r o i n e d w h i l e t h e
to flow f rom lhe droin, bul o lump e n g i n ei s w o r m . T h i ss l u d g eg e n e r o l l yh o s t h e
of ice moy still remoin in the fuel consistency of moyonnoise,ond if not removed
creofing o serious hazard to ony con efrectively clog or restrict the screens
flight operotion. when the woter content is frozen.

Successful operotiohsduring cold weother

The flow of fuel to the outlet,on engine
ore more dependent upon coreful inspection
s t o r t i n g ,m o y c o u s e t h ¡ s b l c , c kt t , i r e i r ; s l i p
o n d g o o d m o i n t e n o n c et h o n u n d e r n o r m o l
o v e r t h e o u t l e t o n d r e s t r i c to r p l u g t h e o p e n -
conditions At the some time it must be
i n g c r e o t i n go d o n g e r o u s i t u o t i o nl.f f u e l d o e s
r e o l i z e d t h o t m o i n t e n o n c eo f o i r c r o f t o n d
f l o w f r o m t h e d r o i n v o l v e , c o n l i n u et o o p p l y
e n g i n e su n d e r c o l d w e o t h e r c o n d i t i o n si s f o r
h e o t f o r o s h o r tt , m e ,c h e c k i n gt h e d r o i n v o l v e
more difflcult thon under temperote condi-
f l o w f r e q u e n l l y T h i sf u e l s h o u l db e c o u g h t i n
t i o n s .T h e t i m e r e q u i r e df o r o l l m o i n t e n o n c e
I o c o n t oi n e r o n d i n s p e c t e df o r g l o b u l e s o f
w i l l b e s u b s t o n t i o l l yi n c r e o s e do n d m u s t b e
; w o t e r u n t r l i t i s e v i d e n tt h o t i t i s o l l r e m o v e o
t - t o k e n i n t o o c c o u n tw h e n s c h e d u l i n go p e r o -
I from the oreo.
iions.
I t i s w e l l t o n o t e t h o t o s i m i l o rs i t u o t i o nm o y
e x i s ti n t h e l u b r i c o i i o ns y s t e mw , ith the woter
c o m i n gf r o m c o n d e n s o t i o n of -oir in the tonk
Effed of Cold on Botferies
e o r e n g i n ec o s eo r e o . W h e n o h o t e n g i n e i s
t - s h u td o w n i n t h e o p e n u n d e r l o w t e m p e r o t u r e
J When botteries ore exposed to tempero-
c o n d i t i o n so n d o l l o w e d t o s t o n d f o r o p e r i o d
ture voriotions, ihere is o consideroble log
o f t i m e o r p o s s i b l yo v e r n i g h ti n t h e o p e n , t h e
i n t h e c h o n g e o f t h e i r i n t e r n o lt e m p e r o t u r e .
c h o n c e so f i c e i n t h e f u e l o n d l u b r i c o t i o ns y s -
The best protection is in o heoted storoge
'ls t e m so r e m u c h m o r e p r e v o l e n to n d e x t r o p r e -
ploce. Once botterieshove been exposed to
rll c o u t i o n ss h o u l db e o b s e r v e dt o p r e v e n fs u c h
extreme cold, they should be wormed up
)o occumuloiion o n d t o c h e c kt h e s y s t e mf o r i c e
thoroughlybefore using. This proctice w¡ll
in d u r i n gt h e p r e f l i g h ti n s p e c t i o n .
p r o l o n g i h e i r s e r v i c el i f e o n d u s e f u l n e s sI .n
) n- oddition to low output in cold weoiher, stor-
When slorting on engine which has
'Ét
oge botterieswill chorge ot o slow rote. The
been exposed lo low lemperolures
is chorging rote ot o temperoture of -29'C
overnighl,corefvlly observe the fuel
{ - 2 0 ' F ) i s l e s st h o n o n e - s i x t ht h o t o t n o r m o l
ond oil pressures.The lock of ony
lemperoture.
indicotion of either fuel or oil pres-
sure,or o pressureindication below P o r t i o l l yd i s c h o r g e dl e o d - o c i db o t i e r i e sw i l l
he-
the normal operoling limils, is couse Íreeze if left exposed to low temperotures;
for immediote engine shul-down. iherefore,ony leod-ocid bottery thot moy be
f,tn
lnspecff or icein the systemor move i n o t h e r t h o n o f u l l y c h o r g e d . c o n d ¡ t i osnh o u l d
le
tAe oircrafl indoors ond opply heot b e k e p t i n o w o r m p l o c e u n t i l c h o r g i n gf o c i l i .
before ollemptihg onother storl. t i e s o r e o v o i l o b l eo r u n t i l t l r e b o t t e r y i s r e -

il 962 Reissued
April l9ó2 Wogp ond Wosp Jr. Mqinfenonce
i'lr-ri

9.6 l]Rr|tf
tt|flllllf
llJIRIt|IR
I)(TRI[[|I
o u i r e d i n t h e o i r c r o f t ,W o t e r s h o u l d n o t b e the botfery should be removedond ploced in
odded to botteries wifhout operoting them the bottery shop for chorgingond renewol
through o period of chorging immediotely of electrolyte.Botteriesshould be inspected
t h e r e o f t e r i n o r d e r t o e n s u r et h o t t h e o c i d to ensurethot bottery hold-down devicesore-
w o t e r s o l u t i o ni s m i x e d t h o r o u g h l y 'T h e f o l - o d e q u o t e { o r s e c u r e l ym o u n t i n gt h e b o t t e r y
l o w i n g t o b l e i n d i c o i e st h e f r e e z i n q p c i n t o f i n i t s c o m p o r t m e n t I. n s p e c t h e b o t t e r y l e o d s
f o r c o n d i t i o no f i n s u l o t i o nl.n s p e c bt o t t e r yf o r
bottery electrolyteof vorious volues of spe-
e v i d e n c eo f I e o k o g e .D o n o t t o k e h y d r o m e i e r
c i f i c g r o v i t y .A c u r v eo f t h e s ev o l u e sc o n b e
d r o w n t o d e t e r m i n e i n t e r m e d i o t ep o i n t s i f r e o d i n g si m m e d i o t e l yo f t e r o d d i n g w o i e r . D c
not odd woter to botiery in sub-freezingtem-
desired'
p e r o t u r eo n d p e r m i t t o s t o n d w i t h o u t c h o r g '
Specific Freezing ing. The woter will mix with the electrolyte
Grovity Temperoture o f t e r o p p r o x i m o i e l yo t h i r t y m i n u t e c h o r g e .
,32"F) When on oircroft locotedin below-{reezing
r.000 0'c
t e m p e r o t u r ei s n o t i n u s e ,i t sb o t l e r ys h o u l db e
r.050 _4" C ( 2 ó .F ) removedond kept in o worm ploce or heoted
.l..l00 -BoC ('18"F) i n f h e o i r c r o f tb y p l u g g i n g i n e x t e r n o lp o w e r ,
turning on the bottery switch ond chorginE-
I.r50 *lsoc (5oF) the bottery ot o trickle roie.

r.200 -27"C (-17'F)

r.250 -52oC (-ól 'F) Core should be exercised when ex-

ternol power is plugged in for bot'
1 .3 0 0 -7 0"c ( - 95"F)
tery chorging, lhot circuil breokers
: of equipmenl which do nol hove
It is imoortontthot the conditionof the bot- "On-OÍ\" swilchesore disengoged.
tery be determinedot the end of eoch flight
to ensure on odequote stote of chorge ond
The successof lo.,vtemperotureoperotior i
thot ihe generotorvoltoge is proper {or bot^
d e p e n l s o l s o u p o n t h e p r e p o r o t i o n sm o d t
tery chorging. The condit¡on of the bottery
duringthePoST.FL|GHTinspection,inonti
con be determined by toking the specific
p o t i o n o f t h e r e q u i r e m e n t fso r o p e r o t i o no t l
g r o v i t yo f e o c h c e l l w i t h o n o c c u r o t eh y d r o m -
t h e f o l l o w i n gd o y .
eter, returningthe electrolytelo the cell from
which it wos removed.
r
olt DltuTloN i j

lf the specific gravily of ony cell is

'i

:
below | .l50, the botterYshould be Oil DilurionSystems
removedÍor rechorgeond rePloced I
:
wílh o fullY chorged botlerY' T h e r eo r e s e v e r o lt y p e s o f o i l d i l u t i o ns y s - i
t e m s .T h ed i f i e r e n tl v p e s ' o r eu s u o l l yi d e n t i f i e r j
l f i t i s r e p e o t e d l yf o u n d t h o t t h e s p e c i f i cg r o v - w i t h t h e c o n f i g u r o t i o no f t h e o i l t o n k i n t h e I
';
ily oi the bottery is not proper, the generotor i n s t o l l o t i o nT. h e f u n c l ¡ o no f t h e o i l d i l u t i o ^
voltoge regulotormoy require od¡ustments systemis fo supply row fuel to the oil systen i
. n d e r c o n d i t i o n so f c o l d - t h e r e b y r e d u c i n gt h e v i s c o s i t yo f t h e o i l . Á
u p t o t h e m o x i m u mU
weolher operL:t¡on,it moy not be possibleio t , , o i c c l o i l d i l t ' t i o n s y s t e m i s i l l u s t r o t e di j
Figure 9-l r:ntl iis operciion moy be er ',
keep the bcitery chorged by odiustmenó tf
p l o i n e do s f o i l o w s '
. n d e r t h e s ec o n d i t i o n s ,
t h e v o l t o g er e g u l o t o r U
d
i
Rei¡suedAPril -94
Wosp cnd WosP .lr. Mqinlenance
i
 rr-
:;
t)(trrtt|t
tljtRI|lTR
tllfltr|rtt|Rtlcr 9-7

orL
DILUTION
SOLENOID
VALVE

F U E LL I N E
DILUTEO
orL

UNDILUTED
orL

t _

" Y " D R A I Nv A L V E
I

t9-l I Typicol Oil Dilution System

o . E n g i n ei d l i n g o r 8 0 0 t o l O O 0r p m . dilutedin occordonce
with the followingpro-
b . A c t u o t eo i l d i l u r i o ns o l e n o i dv o l v e b v cedure.
meonsof the cockpitswitch. o l d l e e n g i n eu n t i l o i l t e m p e r o t u r feo l l s
b e l o w5 0 " C ( 1 2 2 " F )o n d c y l i n d e rh e o df e m -
,n c . O b s e r v eo s l i g h d
t r o p i n f u e lp r e s s u r e .
p e r o t u r eo p p r o x i m o t elsS O " C( 3 0 2 . F ) .
re
d . O i l d i l u t i o nv o l v es u p p l i efsu e l p r e s s u r e
t- _
i t o Y - d r o i nv o l v es e c t i o n . Serviceoil lonks,if required,(from
)n cenlral oil lank, if instolled),prior
e . F u e lo n d o i l b e c o m et h o r o u g h l ym i x e d lo commencingdilution, allowing
p o s s i n tgh r o u g he n g i n eo i l p u m . p . spocefor the fuel added.
f . D i l u t e do i l p o s s etsh r o u g ho i l s c r e e no n d
t h e e n g i n eo n d t h e nt o t h e h o p p e ri n t h e o i l t', With engine runningot g00 ro l0O0
tonk. rpm, octuotethe oil dilutionswitch.
c. Hbld switchto ON positionfor the dilu-
/s-- Ihe hopper type oil tank permits i i o n t í m e r e q u i r e db y t h e d i l u t i o nt i m e t o b l e
ed only port of the totol oil supplyto specifiedby the oircroft monufocturer. The
he be diluted, thus eliminatingo long d i l u t i o nt i m e f o r o g i v e np e r c e ndt i l u t i o nw i l l
on dilutionperiod. v o r yd e p e n d i n o g n t h es i z eo f o r i f i c ei n s t o l l e d
rlTl, i n t h e f u e l l i n et o t h e y . d r o i n .
Oil. Dilqtion Procedures
'{r Obseive for o slight drop'ii fuel
3X-
T o o c c o m p l i ssho t i s f o c t o rsyt o r t i n gi n c o l d pressurewhichindicotesth,eoitditu-
weothere , o c h e n g i n eo i l s y s t e ms h o u l db e
tion syslemis operoling.

il ,)62iReissuedApril l9ól Wosp ond Wosp Jr. Mqinlenqnce

 ir'll
|.|1fllllTtt|RIltt
tlJIRTt|Ifi
fXTfiItI|I
d . E x e r c i s et h e p r o p e l l e r( i f o p e r o t i n g o f f
e n g i n e o i l s y s t e m ) ,t h r o u g h s e v e r o l p i i c h
.l500
chonge cyclesct to 1ó00 rPm.
Do nof ollow engine oil Pressurefo
drop helow 15 Psi during dilution'
lÍ oil lemperolurerisesobove 50oC
(122" t) during dilution,sfop fhe en-
gines ond allaw oil fo cool'
e . S h u t d o w n e n g i n e sw h e n d i l u t i o n i i m e
h o s e l o p s e db y c l o s i n gt h e t h r o t t l e so n d m o v -
i n g t h e m i x t u r ec o n t r o lt o I D L EC U T O F F '
f . H o l d o i l d i l u t i o ns w i t c hO N u n t i l p r o p e l -
l e r s t o p st u r n i n g .T h i s w i l l p r e v e n tu n d i l u t e d
o i l f r o m e n t e r i n gt h e e n g i n e '
Precoutions When Using Oil Dilution
i t '
W h e n t h e e n g i n eo i l i s d i l u t e dw i t h f u e l t h e
v i o l e n t d e s l u d i n go r p u r g i n g o c t i o n o f t h e
d i l u t e d o i l r e l e o s e st h e n o r m o l c o r b o n o n d
s l u d g ed e p o s i t sw i t h i n t h e e n g i n e ' l n e n g i n e s
w h ¡ c h h o v e n o t b e e n d e s l u d g e dp r i o r t o t h e
u s e o f o i l d i l u t i o n ,t h i s p r o b l e n tc o n b e q u i t e
s e v e r e .L o r g e c o r b o n p o r t i c l e so n d s l u g s o f
s l u d g e w i l l b e f l u s h e dt h r o u g h t h e o i l s y s -
tem. Thesemossescon clog the pressureoil
,i
rl screencousingthe oil bypossvolve to open
r e l e o s i n gu n f l l t e r e do i l d i r e c t t o t h e e n g i n e '
Thecontominoted o i l c o n t o i n so w i d e v o r i e t y
o f d e p o s i t s i,n c l u d i n go b r o s i v ec o r b o n p o r t i -
c l e so n d l o r g es l u g so f s l u d g ew h i c hc o n c o u s e
beoring domoge ond olso block oil possoges'
T h i sw i l l c o u s el r o u b l e sr o n g i n gf r o m o m o i n -
tenonce nuisonceto completeengine foilr"rre'
Oil coolersond other oil systemcomponents
con be plugged or resirictedby thesedepos-
its, ond moy tend to serve os storoge reser-
voirs for these hormful residues.
When ail dilulion is fi¡st used, wilh'
fhe odvenf of cold weolher; remove,
inspecf, and thoroughlY clean lhe
Wosp ond WosP Jr' Mqintenqnce
I
pressureoil screenofler one lo fwo
hours o{ engine oPerofion' A
thorough insPecfion of the screen
ossemblycannolbe mode unlessfhe
screens ore disossembled,RePeol
fhe inspecfionfrequentlyduring the
periods when oil dilution is being
used. fhe sumP Plugs should olso
be removed to droin sludge occu-
mulations.Drain o smoll omounl of
oil from ony low Poinfsor nolurol
sludge trops in |he aircroff oil sys-
fenr such os from lhe hoPPerlonk,
the Y'droin, ond the oil cooier.
, h e n d i l u t e do i -
B e f o r ef l i g h t i s o t t e m p t e d w
i s i n t h e e n g i n e ,e x i r e m ec o r e m u s t b e e x e r -
cisedto ensurethot odequote burn-off of tht
d i l u e n ti s o b t o i n e d .l t i s r e c o m m e n d etdh o t n o -
m o r e t h o n 1 0 p e r c e n t d i l u e n tf u e l r e m o i n i n
the oil systemprior to toke-off.When extremr
dilution hos been used (20 to 35 percent)onil
w h e n w c ¡ r m - u po n d d i l u e n t b o i l - o f f h o s n c '
b e e n t h o r o u g h ,s o m e f u e l w i l l r e m o i n i n t h -
s y s t e mu n t i lt o k e - o f ih o s s t o r t e d .D u r i n gt o k e -
o f i , t h e f u e l l s e v o p o r o t e de x t r e m e l yr o p i d l l
w i t h o t e n d e n c yt o d i s c h o r g eo i l f r o m t h
b r e o t h e r l f o d i s c h o r g e{ r o m t h e b r e o t h e ro c -
c u r si t c o n u s u o l l yb e s t o p p e di f e n g i n es p e e '
is reducedto 2000 rPm or less.
T h e o i l d i l u t i o nv o l v e s h o u l d n o t b e o c t t
o t e d i n f l i g h t A s u d d e nf l u c t u o t i o no f o i l p r e -
s u r e o r d i s c h o r g eo f o i l f r o m t h e e n g i n
b r e o t h e rd u r i n g f l i g h t c o n b e c o u s e db y
l e o k i n gd i l u t i o nv o l v e .M o m e n t o r i l yo c t u o t i n g
t h e d i l u t i o n s w i t c ho n o n d o f f m o y o s s i s ti
c o r r e c t i n gt h e d i f f l c u l t y .l f t h e c o n d i t i o nc o r -
t i n u e s ,e f i e c t o l o n d i n g o s s o o n o s p o s s i b l e
o n d c h e c k t h e c i i l u t ¡ o nv o l v e m e c h o n i s m .
e x c e s s i v ed r l u t i o n o f t h e o i l s u p p l y h o s o c =
c u r r e d ,c h o n g et h e o i l o n d e x o m i n et h e s u m o
p t - r g sc n d s c r e e n sf o r t h e p r t i s e l i c eo f m e t r
p o r t i c l e sR r i u i e ¡ ' i oIln T h e O I T
. e f e rf o F o r e i g rÑ
Chopter.
, e r i o d i cI n s p e c t i o n
S y s t e mP
-19ó
R e i s s u e dA p r i l
 I)(IfiItt|I ||.|Rt|1rtllfl11ct
tlJIflIl|fR
O v e r d i l u t i o nc o n o l s o o c c u rd u e t o s e v e r o l T h es u c c e susl fc o m p l e t i oonf p r e h e o t i ncgo n
d i l u t i o n sw i t h o u t o d e q u o t e b o i l - o f f .W h e n o r b e s tb e d e t e r m i n e b d y t u r n i n gt h e p r o p e l l e r
l e o s to h o l f h o u r f l i g h t i s n o t m o d e o f t e r t h e o c c o s i o n o lol yn d n o t ¡ n ge n g i n es t i f f n e s T
s .h i s
s t o r t o n d w c l r m u p ,i l i s n e c e s s o r tyo l i m i t t h e is porticulorly effecliveif no, or insufrlcient oil
d i l u t i o ni n t e r v o tl o o l l o w f o r f u e l r e m o i n i n gi n d i l u t i o nh o sb e e nu s e d .
t h e o i l s y s t e mf r o m t h e p r e v i o u sd i l u t i o n .

A n y t i m e t h e e n g i n ei s s i o r t e d ,o { t e r o d i l u -
Do nof octuolecowl flops until os-
t i o n h o s b e e n u s e d ,t h e e n g i n em u s ib e r o t o t e d
suredthey ore nol frozen.
b y u s eo f t h e s t o r t e rf o r o c o u n to f 2 0 b l o d e s
b e f o r ei g n i i i o no n d f u e l o r e o p p l i e d O i l d i -
l u l i o n h o s o d o u b l e e f l e c t i n c o u s i n go d r y W i t h e x t r e m eo i l d i l u t i o n ,o n e n g i n ew i l l
s t o r t , l o w e r i n go f t h e o i l v i s c o s i t yr e s u l t i n gi n be free ot o temperotureos low os -40'C
o foster droin-off period, ond the evoporo- (-40"F) but preheotingcon be usedto greot
l i o n o f t h e f u e l r e d u c i n gt h e r e s i d i r o cl i l f l l n r odvontogeot the occessory sectionond induc-
s e p o r oifn g b e o r i n g s u r f o c e s . tion systemin oidingvoporizotionof the fuel.
For extreme cold weother operotions,
-29"C (-20'F) ond below,preheotthe cen-
t r o l o i l t o n k ( i f i n s t o l l e dt)o e n s u r eo s u p p l y
GROUNDOPERATION o f m o k e - u po i l t o t h e i n d í v i d u oel n g i n eo i l
i
tonks.Dilutedoil oftencousesropid lossof oil
q u o n t i t yd u r i n gt o k e - o f io n d c l i m b .
t - Use of Preheqt for Storting
¡ l

{ l f o i l d i l u t i o n w o s n o t e m p l o y e dw h e n t h e Storting Instruclions
lt- e n g i n e w o s p r e v i o u s l ys h u t d o w n , e x l e r n o l
e h e o t g e n e r o l l yw i l l b e n e c e s s o r yo t i e m p e r o - Normol stortinginstructions (Referto the
i- t u r e sb e l o w 5 " C ( 4 0 " F ) .P o s ie x p e r i e n c es, t i f i - GroundChecksChopter)moy be usedin stort-
n e s so f t h e e n g i n e ,o n d f l u i d i t yo f t h e o i l o t i h e i n g o n e n g i n ep r o p e r l yd i l u t e do n d / o r p r e -
Y - d r o i nv o l v e w i l l b e t h e b e s t i n d i c o t i o n so f heoted.
the necessityfor preheot.
l d l
The most importont region to opply pre- Worm-Up
heot is the engine occessorysection.The sec-
,' Refer to the Ground Checks chopter for
ond region in the nocelle which must be
u - , Worm-up Control Posiiions.
heoted is forword of the fireseol.
I n c o l d w e o t h e r ,e n g i n e o p e r o t i o ni m m e d i -
ñc-
T h e m i n i m u mt i m e r e q u i r e df o r h e o t i n go n otely ofter storting is frequently rough, with
e n g i n ei s d e p e n d e n tu p o n t h e c o p o c i t yo f t h e b o c k f i r i n g o n d o f t e r f i r i n g . T h i si s d u e p r i n c i -
c
h e o t e r ,t h e o u t s i d eo i r t e m p e r o t u r e o, n d t h e polly to o leon mixture becouseof reduced
ng
o m o u n to f o i l d i l u t i o nu s e dp r i o r t o t h e p r e v i - voporizotionof the fuel. Fouled or iced
il
o u ss h u l d o w n W . h e n u s i n gp r e h e o t ,c o r e m u s t s p o r k p l u g sw i l l r e s u l ti n t h e s o m eo c t i o n sT. u r n
) n .
b e e x e r c i s e dn o t t o b u r n t h e i n s u l o t i o no f t h e on corburetorpreheot obout one minuteofter
ole
r g n i t i o ns y s t e mi f t h e t e m p e r o t u r eo f t h e p r e - s f o r t i n g .T h i s w i l l t e n d t o e n r i c h t h e f u e l - o i r
h e o t o i r e x c e e d s1 0 7 " C \ 2 2 5 " F ) .T h e h e o t e r r o t i o ( i n t h e i d l i n g r o n g e )b y i m p r o v i n gv o p o r -
oc-
d i s c h o r g et e m p e r o t u r e w s i l l i n c r e o s ew i f h t h e izotion of the fuel, providing smootheropero-
mlL ,:
w o r m e ro u t s i d eo i r t e r n p e r o t u r eosr w h e n t h e tion. After fhe engine hos wormed up, oper-
It( -.:.
d i s c h o r g e ' o ¡irs r e i t r i c t e db y b l o c k i n go n e o r o t i o n m o y b e . s o t r s f o c t o rw
Lrl l y ith cold oír, ond
moreof the outletducts corbureior preheol con be used os required.
- : j

ni
:.. Reissued
April l9ó2
iil lc,6liñ. Wosp ond Wosp Jr. Mqinlenr¡nce
r1
 9-t0
I)(IRItt|I tI|Rlt|ltt|flt|ct
tlJIflIt|IR
d i l u t e d 'f o l l o v
to heot ihe en- o . l { t h e e n g i n eo i l i s t o b e
No ottempi must be mode the Oil Dilution Procedure
described in thi:-
thecowlflops'
gineropidlyby closing choPter.
ore free
Be sure fhot fhe cow! flaPs down' closethá
fhem' b. When the engine is shut
before allemptinglo operole lf the throttle
throttle ond leove closed'
cold oir to.enterth
keep the cowl. flops of"nua if will permitvery
As in normol weother' icing of ihe spork-
Under
d u r i n go l l g r o u n do p e r o t i o n ' .if ,nJ"rr, porribly cousing
f " i f,
"0"^ it moy be necessory p l u g so n d v o l v e w o r P o g e '
extremelycold conditions
flops for sotisfoctory
i" o"ft,"íf ¡, closethe cowl
is indicoted
*"trn-rp Sotisfoctoryworm-up
ó0'C
bv on oil temperotureof opproximotely OF AIRCRAFT
speed' DESTUDGING
ttiiloi. ni nor.otgroundworm'up ENGINES
slowly.during
oil t*tpuroture will rise very
throttlebeyond
coldweorher.Do not odvonce Generol
minimum oiltem-
o r o u n dw o r m - u ps p e e du n t i l
l"roturu of 4O"C(104'F)is obtoined' Monyoperotors reolizethotthereiso gro
ond moin-'-
ino need {or engineoperoting
ol ground worm' on yeor-round'oll
lÍ backfiringoccurs
hove
^i." or"*dure-sbosed
uP sPeed,initiolwarm'uPmoY ond the r-
;;;;t": slobol-flishtschedules'
fo begin al a lowersPeed' ov-r-
.r"oring lofi. olong Arcticroutes'.The
for desludging
top'tg t""ction of oil dilution
is significon
Run'UP ond Ground Check¡ ."i t.r" cold weotherstorting
lr, ' Checks in the Oil dilutionhosolwoysbeen
cc'nside'ud1'
lt *"r", to SpecificGrouncl
chopterfor opplicobleground evil ossociotedwith cold weot er
Crornd Checks o necessory
the followingpre- ó"n"'ol exPerienceoccumulc-¿d
I
In oddition,observe
l l
rl checks. ;";;;;.
epidemicsof
ii. coutions' over the yeors includesmony
, t i troubleossocioted directlywith its is'
i i r l
o. Ensureoil temperotureis ot leost40"C "nginu moinlydue-to
i preferred' urJ. fhut" troubleshovebeen
I il04"F);ó0"c (140'F)is to be ih" uiotuntdesludgingor purging
oction of
sludge:c'
(i{ operotingoff
the propellers dilutedoil on normolcorbonond
b, Exercise
severol pitch cumulotions in the engine'Thetotoloccu¡nElo
engine oil system) through of en^ine
brought up to tion of suchdepositsis o function
.hJng", with engine speed voriobles rch
timeond dependsolsoon other
1500- ló00 rPm' oil chonge-lre
os operotingtemperotures'
qr"n.y, ond oircroftoil system design'
Ensure fhot odequate boil'oÍÍ ol the
of'
diluentfuel is obtoined before lf on engine is operotedfor on
exteñ-de
lemptíngflighl' Seriousoil.spewing oeriodof time ond is then diluted'
thesede
diluenf oil sy er
.orid l,""1t from loo much positsmoy be flushedthroughthe
Íuel remainingin the oil' ond sludgemosses con b
il," torg", porticles
onr' co
troppej in the sumpsond oil screens
couseolmostimmediote cloggingof the-roi
Shutdown of Engincl
bypos volr
oil screen'lf this occurs,the oil
Use the eng-tineshutdownprocedurede- supplier'wi'
cht'rptercxcopt wiil openorrdthc enginewill be
scribedin the GroundChecks <JirtyunscreeneC cil' On engirresnot inc*¡'P
os noted below'
Rei¡¡uad / rril
Wcrp ond WorP '!r' Mointenonce
 9-t r
tt|fltllltt|flt|ct
tljIflIt|Ifl
I)(TfiItt|I
roiing o bypossvolve, the screenmoy col- lievedto hove cousedenginefoilures.Core-
rlIr,,r
lopse,stqrvingthe engineof oil. Thecontomi- ful controlof run-upprocedures is requiredto
this
notedoil includeso wide vorietyof deposits ensureodequote burn-off of the diluentfuel
rongingfrom fineobrosivecorbonporticles to prior to toke-offto ovoid oil spewingond pos-
l o r g es l u g so f s l u d g ew h i c hc o n p l u g p r e s s u r e sibleoil storvotionduring the toke-ofroper-
e t-e suchos rockerbox o t i n gc o n d i t i o nT.h eu s eo f o i l d i l u t i o nr e q u i r e s
or scovengeoil possoges,
fle s definiteond specificinstructions
i n l e r c o n n e c t o r t o p p e tg u i d ed r o i n so, n d
l i n e s
:r the in turn con cousetroubleswhich moy vory
from o mointenonce or operotionolnuisonce
to o n e n g i n ef q i l u r e .
O i l c o o l e r so n d o t h e ro i l c. Whereon individuoloircroftor o fleetis
systemcomponents con be plugged or re- exposedio occosionolor intermittentopero-
strictedby ihesedepositsond moy tend to tion in cold weother conditions,the use of
serveos storogereservoirs for thesehormful regulor,yeor-round,' periodicdilutionproce-
residues. duresfor desludgingpurposesis preferoble
to the hozordsof suddenlyintroducing oil di-
U n t i l o l l e n g i n e sb e i n g o p e r o t e db y t h e lution on high-timeengines.The detoils of
usingoctivitycon be consideredcleon,they ony suchproceduredepend upon suchvori-
gr /ú- . will hove two cotegoriesof enginesin the
oblesos oircrofttype, enginetime,operoting
¡ointe- octivity.
conditions, ond the commitments of the indi-
rd, cll
'he in- viduolorgonizotion. Thesimplest situotionin-
o. CleonEngines volvestreotmentof newengines, but it isbbvi-
) o)ler- A l l e n g i n e sw i t h l e s st h o n I 0 0 h o u r so f ous thot provisions must olso be mode for
¡dr ng flying tíme will be consideredos cleon en-
conf,
c l e o n i n gu p h i g h - t i m e n g i n e s i n c et h e p r o c -
gi n e s .
ticolopplicotionof the ideo is on o fleetbosis.
)re- os
/ec.¡er b. Dirty Engines
ruloted Nondiluted e n g i n e sw i t h m o r et h o n 1 0 0 d. The importonceof proper use of the
ni< of hoursof flying time will be consideredos engineoil dilutionsystemconnotbe overem-
its rnis- DIRTY e n g i n e sD. i l u t e de n g i n ew s h i c hh o v eo c - phosized.Preventionof troublesossocioted
due to cumulotedover 50 hoursof operotionsince
with misuseof oil dilutioninvolves
diligentuse
:tic of l o s td i l u t i o nw i l l o l s ob e c o n s i d e r eddi r t y e n -
of o specific
oil dilutionprocedureond coreful
Cgeoc- ginesS . p e c i odl e s l u d g i n p g r o c e d u r eosr e r e -
ottentionto mointenonce ond inspectionpro-
cupoulo- quired on dirty enginesbefore they con be
e ¡ine c o n s i d e r eods c l e o ne n o i n e s . ceduresot frequentintervolsfor o consíder-
¡lessuch , oble time ofter the engine is first diluted.
lg(_fre- Troubleis generollyossocioted wíth lock of
T h ef o l l o w i n gf o c t o r sr e l o t i n gt o o i l d i l u t i o n
in. odequotecontrolover suchprocedures.
demondcorefulottention:
xteqded
her de- o. Typicolcold weotherdilutioninfluences Procedure
I system. e o c h p h o s e o f e n g i n e o p e r o t i o ni n c l u d i n g
rs c-n be t e c h n i q u ef o r s h u t d o w ns, t o r t i n g ,w o r m - u p , The purposeof this procedureis to provide
or cqn run-up,ioke-off,ond flightconditions. o meonsof preventingexcessomountsof de-
the moin
positsfrom.breokingloo.,se within the engine
¡s-¡olve
rlie- with b . . T h e r eh o v e ' b e e ni n s t o n c ewSh e n o v e r - when low ombienttemperoture conditioñSr€.
incorpo-
d i l u t i o no r r e p e o t e dd i l u t i o nb y e r l o r i s b e - ' q u i r ed i l u t i o nf o r s t o r t i n g .

rd pril lfleis¡ued APrit t9ó2 Wosp ond Wosp Jr. Mointenonce

 9-12
tt|fltflrf|lRflct
fxrfiffllftlJfRIl|tfi
T h i sp r o c e d u r ei s o p p l i c o b l et o o l l o i r c r o f t
u t i l i z i n g P r o t i & W h i t n e y r e c i p r o c o t i n ge n -
.l00
g i n e s h o v i n g l e s st h o n h o u r so p e r o i i n g
l i m e s i n c e n e w o r n e w l y o v e r h o u l e d( C l e o n
e n g i n e s )O. n c e p e r i o d i co ¡ l d i l u t i o ni s o d o p t e d ,
i t s u s e m o y b e c o n t i n u o u fsh r o u g h o u t h e l i f e
.l00
o f t h e e n g i n e .l f o n e n g i n eh o s o v e r hours
o f o p e r o t i o ns i n c en e w o r n e w l y o v e r h o u l e d ,
ond over 50 hours of operotion hos elopsed
s i n c et h e l o s to i l d i l u t i o n( e i t h e rp e r i o d i co r f o r
c o l d w e o t h e rs t o r t i n g )t,h e e n g i n ew i l l b e c o n -
s i d e r e do s o D i r t y e n g i n eo n d u s eo f p e r i o d i c
o i l d i l u t i o nm o y b e o p p l i e d o n l y o f t e r t h e e n -
g i n e i s d e s l u d g e di n o c c o r d o n c ew i t h i n s t r u c -
t i o n sc o n t o i n e dh e r e i n .
P e r i o d i co i l d í l u t i o n f o r s l u d g e c o n t r o l ,i s
not necessoryduring cold weother operotion
w h e n t h e e n g i n e o i l s y s t e mi s d i l u t e d i n o c -
c o r d o n c e w i i h t h e s e o s o n o lo p e r o t i n g o i l
d i l u t i o n p r o c e d u r e so u t l i n e d i n p o r o g r o p h s
" O i l D i l u t i o n P r o c e d u r e so " nd ,,Oil Dilution
Precoutions".
Prior lo operolion oÍ engineswith
over I00 hours operolion (Dirty en-
gine) in cold oreos where dilution
is required for slorting, odequate
meosuresmusl be foken unlessfhe
engine is desludged in accordance
with this manuol.
.l00
E n g i n e sw h i c h h o v e o v e r h o u r so f o p '
e r o i i o n s i n c e n e w o r n e w l y o v e r h o u l e do n d *
hove over o 50 hour period of operotionwith-
o u t b e i n g d i l u t e d ( D i r t y e n g i n e s ) ,m o y b e
p e r i o d i c o l l yd i l u t e d o f t e r f o l l o w i n g o l l p r o - -
c e d u r e si n p o r o g r o p h sb t h r o u g h f .
b . U s i n g t h e d i l u t i o n p r o c e d u r e so u t l i n e d - -
u n d e r" O i l D i l u t i o n "i n t h i s C h o p t e r ,d i l u t et h e
o i l t e n p e r c e n t W h e r e d j l u t i o ni s n o t e x p r e s s -
e d i n t e r m so f p e r c e n t o g ed, i l u t et h e o i l i n t h e -
o m o u n fs p e c i f i e df o r o n o m b i e n tt e m p e r o t u r e
o f - - I 2 ' C t I 0 ' F l l o p p r o x i m o t e l yt e n p e r c e n t ) .
_
Do nol allow lhe engine oil pressure
lo fallbe/ow l5 psi during dilution.
c . U p o n c o m p l e t i o no f t h e o b o v e o n d p r i o r
to tokeoff or high power operotion, operote_
t h e e n g i n eo m i n i m u mo f t e n m i n u t e so f o n o i l
i e m p e r o t u r eo b o v e 5 0 ' C ( 1 2 2 " t ) .
d. On oircroft incorporotingo diverter-seg-
regotor oil system,core shouldbe token to en-
surethot the moin oil tonk ond hopperore*
fllled in occordoncewith instructions contoined
i n p o r o g r o p h " O i l D i l u t i o nP r o c e d u r e s " .
e . T h e f o l l o w i n go d d i t i o n o lp r o c e d u r e w
s ill
be odhered to on engineswhich ore periodi-
c o l l y d i l u t e d o t i n t e r v o l sg r e o t e r t h o n 2 5 *
hours,

Procedurol Steps l . O n e n g i n e se q u i p p e dw i t h p r o p e l l e r s
u s i n g e n g i n e o i l , c y c l e t h e p r o p e l l e rt h r o u g h
o. Periodic diluiion moy be occomplíshed three cycles.
ot preflight or postflightos ouilined in poro-
2. Upon completionof the precedingop-
g r o p h sb t h r o u g hf .
erotions, remove, dísossemble,inspect, ond
The time period between opplicotionsond c l e o n , w h e r e o p p l i c o b l e ,t h e f o l l o w i n g ,
the personnelwho will perform the dilution
(o) Fngineinlet screen.
will be os required by the usíngoctivity.lf the
time period between opplicotionsis lessthon (b) Sumpplr.rgs.
25 hours, the proceduresoutlíned in poro-
3 . l f , d u r i n g t h e s c r e e ne x o m i n o t i o ne. x -
grophs b ond c will be occomplished.
cessivedepositsore noted, ihe engine should
'),
l

lf the tíme period beiween opplicotionsex- b e r u n o n o d d ¡ t i o n otle n m i n u i e so n d t h e i n -

.,' ceeds 25 hours, the proceduresoutlined in s p e c t i o ng i v e n u n d e r p o r o g r o p he s t e p 2
t'

lt p o r c g r o p h sL ,t h r r u g h e . w i l !b e o c c o m p l i s h e c . repeoted.
'i'ri
l , j Wosp ond Wosp Jr. Mqinlenqnce Rei¡¡ued April I
: , i l

i t '
:,li'
 -f
rs op-
tt|flrtlrtt]flt|tt
llJIflIt|ffi
I)(IfiItt|I 9-r3/9-t

;le qnd 4 . A l t e r s h u t d o w n( p r e f e r o b i yo n h o u r scribedin the GroundCheckschopterexcept

i o nw i t h - or two), droin one gollonof oil from the o moreopen throttlemoy be required.
m y o e Y - d r o i nh, o p p e rt o n k ,o n d o i l c o o l e dr r o i nl o b . B ec o r e f u nl o t t o o v e r p r i m leh e e n g i n e s .
o,, pro- w h ¡ c hm o yh o v eo c c u m u l o t e d
e l i m i n o tsel u d g e
o t t h e s eP o i n t s . Worm-Up And Ground Checks
o linecj 5 . R e s e r v i ct e h e o i l t o n k h o p p e rt o t h e o . P e r f o r mo ! i c h e c k so, s d e s c r i b c di n t h e
J i l u t et h e f u l ln o r m o l e v e ol n e n g i n e us s i n gt h ed i v e r t e r - G r o u n dC h e c k cs h o p t e ri,n o m i n i m u m length
a \rosc- segregotor system. of t¡me.
oil ,nthe .l00
f. E n g i n ew s h i c hh o v e o v e r h o u r so f b, Do notexceedcylinderheod,corburetor
,oeroture
o p e r o t i o sni n c en e wo r n e w l yo v e r h o u l eodn d o i r t e m p e r o t u roen d o i l t e m p e r o t u rlei m i t s .
pe :ent).
h o v eo v e ro 5 0 h o u rp e r i o do f o p e r o t i o n since
c . G u o r d o g o i n s ts o n d o n d d u s t e n t e r i n g
l o s td i l u t i o n( D i r t ye n g i n e sr)e q u i r et h e f o l -
;ur€ t h ee n g i n e .
l o w i n gp r o c e d u r ebs e o c c o m p l ¡ s h ei nd o d -
io¡
d ¡ t i o n t o t h o s e o u t l i n e d i n p o r o g r o p h sb Consulfthe oircroft manuÍoclurer,s
t h r o u g he . operalinginsfrucfions
: n r -p r i o r
for furlherin_
¡, srala
l . I n p l o c eo f t h e o i l d r o i n i n gr e q u i r e d formalion regording hol weather
hr n
v y o rLo. vo' "rr o
" oh e
e t sl v iY e o 4 d r o i n o n d r e n l o c eo l l operolion,and operalionsin sondy
ot onoil P v i

o i l f , ' o mt h e e n g i n eo i l t o n k . or dusly oreos.

2 . R e m o v e ,i n s p e c t ,c l e o n o n d r e i n s t o l l
-
rrter-seg Engine Shutdown
{ l o c k w i r eo s r e q u i r e d ) ,t h e p r o p e l l e rd o m e
en o en- o n d p ' o p e l l e rg o v e r n o ro i l s : r e e no n p r o p e l - o. Stop the enginesos soon os possible
lp Qre l e r sw hi c h u s ee n g i n eo i l . u s i n gn o r m o p
l rocedure.
ontoined
Fq 3 . C o r e f u l l yi n s p e c t h e m o i n o i l s c r e e n b. Keepthe enginecowl flops open until
o n d s u m pp l u g s w , h e r eo p ' p l i c o b l eo,t l 0 - h o u r t h e e n g i n eh o sc o o l e d .
l u r e sw i l l opercrling i n t e r v o l s( o r o s c l o s et h e r e t oc s r - ) o s - c. When the engineshove cooled suffi-
p- iodi- s i b l e , ,l o r 1 0 0 h o u r s o f t e r t h i s d e s l u d g i n g cientlythe cowlflopsmoy be closed.
tht r 25 di l u r i o n .
d. Usedustplugsond enginecoversto pro_
tectthe powerplont ogoinstsondond dust.
ro ¡llers HOT WEATHER
MAINTENANCE
throuOh
e. Preventsondond dustfromenteringthe
H o t w e o t h e rm o i n t e n o n coef t h e o i r c r o f t f u e lo n d o i l t o n k s .
t o p r o b l e m so v e r t h o s e
e n g i n ew i l l p r e s e n n
e n c o u n t e r eddu r i n gt h e s u m m e sr e o s o ni n o f . Inspect
ond cleonony oir filtersthot moy
ding op-
temperoteclimote,exceptos notedbelow. be instolled.
gc- ond
,in
During deserl operofions olwoys
Sto*ing The Engines
profecl lhe oircroft ogoinslthe ef_
o. Use normol stortingprocedureos de- feclsof blowingsond.

r t i o n ,e x -
e ould
J the in-
s^+p 2

I Arril l9li
Rei¡¡ued April l9ó2 Wosp and Wosp Jr. Mqinlenonce
 tGl/10.2
Pfit$tnl|fllr0t|

. , . . , . . . .. P f i t $ t n l | . f l l l 0 f |
C l | f l Pl fI}.t.R

TABI,EOF CONTENTS
Subiect Pag'
EnginerInocliveFromOne To TenDoyr ...... . to-3
EnginertnoctiveOvsr Ten Doyr . t0"3'

*
Rci¡¡uedApril l9ó2 Worp ond ,":rP Jln.oinlenonte
 10-i¡

PRESERV.ATION

ENGINESINACTIVE IIROM TWO TO TEN DA'ís

When it is l¡own tb¿t an aircraft wü be idle
tor more than two days but lese th¡¡ tcn daysr rotata
engineon altEr:rate days, at leagt 20 propeller
blades, by means of tbe st¿rtor, Rua-up eog¡!. on
f$b day at 1000rpm until oü temperah¡¡e reaches
65'C (1,49"F). If, due to ci¡cunstancas' il b nd
possible to rotate or rul-uP englne during this ten
day period, pre-oü eugineprior to startiog.
or 1120¡¡d onc prt corroslon prcvcntlvc compouod'
Enon Rr¡st-Baa tl3t, MIL-C-0529C' Typc I tr thc
oü addttlvc, or coacmt¡ata, to make En6 Rt¡ot-B¡¡¡
632 (or equival,ent), ustug staadad lubrtcattug oü
(refercnce SB 1183). Ilcüing miÉurc to a
temperaturc of 38oto 104' (tOf to 220eF)|s dcstrd
to moom Eolsturc ud tecültato lppltc¡tlon. Ut€
only dry flltercd alr when sprayüg.

Tbe corroaion preventive mi.:úurc rcfer¡cd to NOTE: For det¡üs on E:rxur Ru¡t-B¡a 631

I i¡ the foüowing instnrctions, (Enon Rut-Ba¡¡ 632

or MIL-C-6529C, T:rpe tr. See Note)' is composed
of a blend of th¡ee parts engln€ lubrtcatlng oü 1100
or 832, cont¿ctEnm Co., U.S.A.
P.O. Box 2180, Houston,TeÉs,
7?001, for brochr¡re entlüed "L¡¡b€t É'
DG-4C."

ENGI¡ÍESINACTÍT¡E OVER TEN DAYS

Engincs Engl¡es
OPERATfON TRocsouRE In¡hllad Not
I0 io Jo lJvQr t¡-

I
Days 30 Deys stqllad

Cleaning Before washing eng:ne look lor sll ls¡kr whlch It

Englne may indlcats loose connsctlons, packings, or nutg.
Wesh sngt¡e eÉernally wtt! a clcaalag solvcnt'
rcmovlag ell oü, greas€, aud dl¡t.

IGcp cle¡ninC Ould away from megnetos ¡nd

ignlüon ma¡üolds.

Rer.EGdOctobcr 19¡16 Wa¡p a8d Warp Jr. Mrbtc!¡¡rcr

t0-4
Pfi[S[fiVflTl0tl
E N G I N E SI N A C T ¡ V EO V E R T E N D A Y S ( C o n t i n u e d )

Engines Engines
lnstslled Nol
OPERATION PROCEDURE l0 to 30 Over ln-
Doys 3 0 D a y t stqlled

Preliminory W h i l e t h e e n g i n ei s s t i l lw o r m , d r o i n t h e o i l f r o m t h e t/ t/

Preservotion e n g i n e o n d t h e o i l t o n k . R e m o v et h e p r e s s u r eo i l
s c r e € D t; h o r o u g h l yc l e o n o n d r e i n s t o l lo l l p o r t s r e -
m o v e d t o f o c i l i t o t ed r o i n i n g .F i l l t h e o i l t o n k w i t h
e n o u g h c o r r o s i o np r e v e n t i v em i x t u r et c e n s u r eo d e -
q u o i e l u b r i c o t i o nd u r i n g t h e p r e s e r v o t i o rnu n p l u st h e
q u o n t i t y n e e d e d t o p r e s e r v et h e i n d u c t i o ns y s t e m .
P r e p o r et h e e n g i n ef o r p r e s e r v o i i o ¡orf i h e i n d u c t i o n
systemos follows,ioin together two seporcte I0 foot
l e n g t h so f n u m b e r ó n y d r o u l i c h o s e b y m e o n s o f o
s u i t o b l e t w o - w o y v o l v e . R e m o v e t h e p r e s s u r eo i l
l s u i t o b l eo d o p t e r
s c r e e nc o v e rd r o i n p l u g ,o n d i n s t o l o
i n f h e d r o i n p l u g h o l eo n d i n o n o p p r o p r i o t eo p e n i n g
i n t h e s u p e r c h o r g ecr o s e( s u c ho s t h e o l t e r n o t em o n i -
fold pressure goge connectionC ).onnecthe hydroulic
hose beiween the lwo fittings. lf desired,the control
v o l v e m o y b e l o c o t e di n t h e c o c k p i to n d b e m o n i p u -
l o t e d b y t h e o p e r o t o r o r h i s o s s i s t o n t(.T h i sm e t h o d
ofiords the use of the some preservotivecompound
c o n t o i n e di n t h e e n g i n eo i l s y s t e md u r i n g t h e p r e s e r -
v o t i o n r u n o n d t h u se l i m i n o t e st h e n e e d o f o s u p p l e -
m e n t o r y t o n k f o r p r e s e r v i n gt h e i n d u c t i o ns y s t e m)
Moke sure thot the control volve is in the closed
position.Blockoff or by-possthe oil coolerto produce
o m i n i m u mo i l i n l e tt e m p e r o t u r eo f 9 5 ' C ( 2 0 3 ' F ) d u r -
ing the preservotionrun.

Do not exceedl20oC (250"F) oil inlet lemper'

olure.

S t o r tt h e e n g i n eo n d t h e n c o n t i n u et o r u n ( o n n o r m o l ,/ ,/
Preservslion
Run s e r v i c ef u e l l o t i d l i n g s p e e d f o r o t l e o s t l 5 m i n u t e s ,
u s i n gt h e c o r r o s i o np r e v e n t i v em i x t u r eo s o l u b r i c o n t .
A t t h e e n d o f t h e r u n , o p e n i h e t h r o t t l et o o t t o i n o
s p e e d o f l 5 O 0 r p m t o e n s u r ep r o p e l l e r r o t o l i o n o f
o p p r o x i m o t e l y3 0 r e v o l u t i o n so f t e r t h e m i x t u r e c o n -
t r o l i s m o v e dt o i d l e - c u t - o f f .

Do nof opercile in excessof l5Q0 'pr,r when on'

gine is servicedwith preservolivecii.

Worp ond WosP Jr. Mqinlenqnce

Rei¡¡ued April l-52
 r_
to,5
fll/flil0t|
Pfirsf
ENGINESINACTIVEOVER TEN DAYS (Conlinued)

frr s Enginer Enginer

lot In¡|olled Not
OPERATION PROCEDURE In-
In:- lO to 30 Ovcr
rll Í Doyr 3ODoyr ¡tqlted

Preservotion W¡ththe throttleodvoncedos described, ond with the

Run oil temperoture ot not lessthon95'c (203'F)openthe
(continued) controlvolveto ollowthe enginepreservotion mixture
to be introducedintothe inductionsystem. When the
exhouststqcksore smokingprofusely,movethe mix-
lure controlto idle cuf-offpositionto stopthe engine,
After the enginehosstopped,closethe controlvolve
withinflveseconds.

Mixlure W h i l e t h e e n g i n ei s s t i l lw q r m , d r o i n t h e c o r r o s i o n t/ t/
Droinoge preventive mixturefromthe engine,the lines,ond the
oil tonk. Removethe pressureond scovengeoil
screans; thoroughlycleon ond reinstolloll ports re-
movedto focilitotedroining.

Sporkplugs Disconnectthesporkplugleodsond removethespork- t/ t/ t/

plugs.Instollprotectorcops on the sporkplugleod
connectors.Cleonihe sporkplugsin cleor,unleoded
gosolineond dry themwith compressed oir. Coot the
sporkplugthreodswith o light o¡l or suitoblerust
inhibitorond storethem in o dry ploce.lnstollpro-
tectorcopson bothendsof the plugsif speciolcylin-
dricolprotective
corlon3ore not ovoiloble.

Exhqust Thoroughlysproy eoch exhoustvolve with corrosion t/ t/ ,/

Volves preventivemixturethrough the sporkplugholesor the
exhoustports.Be sureeoch exhoustvolve is fully open
when it is being sproyed.Rototethe propellershoft ot
leost four revolutionsin the normol directionof roto-
tion to work the mixtureinlo the exhoustvolve guides.
Instollthe exhoustoort covers.

Rockerboxes It will not be necessoryto removethe rockerboxcov- ,/ ,/ ,/

ers ond sproy the rockersif the engine wos preserved
ot fhe specifiedoil temperotures.Enginespreserved
under low temperoture,or if the olternote method of
treoting cylinder bores is used,must hove the rocker-
box covers removed gnd the rockers,volve springs,
woshers,ond volves sproyed with corrosionprsvs¡-
tive mixture.

April I9ó2 Worp ond Wosp Jr. Moinlenonce

pril ¡g6ltheissuecl
 lrrlii
r0-ó
PRfSIRI'flIIOt|
ENGINES OVERTEN DAYS(Continued)
INACTIVE

Engines
Not
In.

""ir"aJ
Thrust Removeony ports of the instollotionthot preventoc-
Beorings cessto the ihrust beoring cover. Preservethe thrust
b e o r i n g so f e n g i n e si n c o r p o r o t i n go d r i l l e d p o s s o g e
through the thrust beoring cover plote by removing
t h e p i p e p l u g , i n s t o l l i n go s u i t o b l et o p e r e d t h r e o d
connector,ond pumpingcorrosionpreventivemixture
(ot room temperoture)into the possoge ot 80 psi
minimumpressurefor ot leost l5 seconds.Removethe
c o n n e c t oor n d r e i n s t o ltlh e p i p e p l u g .
I
On thoseenginesnot incorporotingo drilled possoge
i n t h e t h r u s t b e o r i n g c o v e r p l o t e , r e m o v et h e i h r u s t
beoring cover plote; thoroughly sproy the exposed
portion of the thrust beoringswith the preservotive
. ' m i x t u r e ;t h e n r e í n s t o ltlh e c o v e r p l o t e o n d t i g h t e nt o
fhe recommendedtorque.

Cylinder With the pistonot the bottomof its intokesiroke,

Treqtment sproy hot, 99' to 140"C(2'l0' to 220'F),corrosion

]l
p r e v e n t i vm
e i x t u r ei n t o t h e f r o n t s p o r k p l u gh o l e o f
e o c hc y l i n d e or n d i n t h e s o m es e q u e n coes t h e f i r i n g
order.This sproy shouldbe depositedon the inlet

iili.ii¡rif
v o l v e so n d t h e c y l i n d e wr olls.
Rotoiethe propellershoftot leostsix revolutions to
ensurepistonring coveroge for eochcylinder.Resproy
e o c hc y l i n d e rw
, i t h o u ti u r n i n gt h e p r o p e l l esr h o f t t, o
il coverthe cylinderwolls.Do not turn ihe propeller
shoftofter thissproyingof the cylinders. lf rhe shoft
isturnedthe sproyingprocedure mustbe repeoted.
Do nol clpplyexcessiye omounfsoI maleriol. AII
fhof is necessory is o uniformthin coolingon all

.ii;il
surfoces.Excessive omounlsof molerioldo nof
conlributeÍo the preservolion;they cousedif-
ficultyot the limeof depreservotion ondincreose
lhe choncesof hydrauliclock.

il It isof the utmostimporionce thot personnel

with thecylindersproyoperotionbe properlytroined
entrusted

i n t h e t e c h n i q u erse q u i r e d l.t i s r e c o m m e n d et hd o t

il the uperctorp'rccticeon dunmy cy'linders

Worp ond Wosp Jr. Moinfenonce

yntil the

Rei¡¡ued APt¡l I
 t0-7
PRISIR\lflTIOll
OVERTEN DAYS(Continued)
INACTIVE
ENGINES

il Engines
Instslled
Engines
Not
t OPERATION PROCEDURE
l 0 t o 3 0 Over ln-

1.1 Doys 30 Doys stqlled

Cylinder desiredevencootcon be opplied.Thetype of sproy

l Treotmenf
(continued)
potternformedcon be observedby sproyinginto o
suitoblereceptocle.
The recommended procedureto
be usedby ihe operotoris os follows,
I
I
o. Plocethe preservotion mixturein the reservoir;
I
I heot to the correctoperoiingfemperoture; ond mix
I
t h o r o u g h l yP. r e m i x i nogn d p r e h e o t i ntgh e c o m p o u n d
prior to plocingit in the reservoir will be o timesover.
I
b. Closethe vesselond connectthe qun ond oll

I lines,

c . D i s c h o r gteh e g u n i n t o o c l e o nc o n t o i n eur n t i l
-J o fine uniformsproyis producedot the nozzle.The
m i x t u r ed i s c h o r g ed u r i n gt h i s o p e r o t i o ns h o u l db e
t f retoinedfor the finol operotion.
:
l $
k
* d. Inserthe dischorge tube of the gun into the
tp,
r t $ s
c y l i n d e rq n d d e t e r m i n et h e p o s i t i o no f t h e p i s t o n .
¡q
Usethe free hond to mork the distoncethe gun will
ffi trovel into the cylinderto cometo o point iusfshort
t $
_ta o f t h e p i s t o nW
. i t h d r o wt h e g u n t u b eu n t i lt h e n o z z l e

J[
-r$
$
#
isot thesporkplug opening.

e. Stortsproying.As soonos the triggeris pressed

r & move the gun so thot the nozzlewiil trovel slowly
¿ t l
t & s
f rom the sporkplugopeningto the piston,but without
s touchingthe pistonheod,thenbockto the sporkplrrg
&

t ¡ openingwhere the trigger shouldbe releosedinr-

t b mediotely.
_l_ ' R*
# i
t *
I
1 uñ I
f. Proceedot onceto sproyeochof the remoining I
c y l i n d e risn t h es o m em o n n e rt.f t h es p r o yg u nw i l l b e I
F
i d l e m o r et h o n o n e m i n u t er, e p e o ts t e p( c )t o e n s u r e
rI t H
I
thot o slug of cold preservotion compoundis notI
a eiected,ond thot o fineevensproyis obtoined.
$'
3
I
r I
r
_ G
¡r eÚ$R e i s s u e dA p r i l 1962 Wosp ond Wosp Jr. Mqintenonce
3
3
 .),
t0-8
Pfi
fSIR
Vfl
IIOfl
ENGINESINACTIVEOVER TEN DAYS (Continued)

Engines Engine
OPERATION In¡t¡¡lled Not
PROCEDURE -
l 0 t o 3 0 Over In-
Doys 3ODoyt stc¡lled

Dehydrotor I n s t o ld
l e h y d r o t o rp l u g s i n t h e s p o r k p l u gh o l e so f o l l tz I t t ,/-
Plugs c y l i n d e r so n d t i g h t e n t h e m t o t h e r e c o m m e n d e d
torque. Do not remove the moistureseols from the
p l u g s u n t i l r e o d y t o i n s t o l l .O n t h o s ee n g i n e si n c o r -
poroting o fronl crclnkcosebreother, disconnectthe
b r e o t h e ro n d i n s t o l lo d e h y d r o t o rp l u g i n t h e c o s e .
O n t h o s e e n g i n e sn o t i n c o r p o r o t i n go f r o n t c r o n k -
cosebreolher,removethe governor,instollo governor
p o d s h i p p i n gg c s k e t o n d c o v e r ;t h e n i n s t o l lo d e h y ,
d r o t o r p l u g i n t h e c o v e r . I n s t o l ld e h y d r o t o rp l u g s i n
o l l s u i t o b l eo p e n i n g si n t h e m o i n ,c o l l e o o ro n d r e o r
cronkcoses.

Propeller C l e o nt h e e x p o s e ds u r f o c e o s f t h e p r o p e l l e rs h o f tw ¡ t h /
Shoft d r v c l e o n i n gs o l v e n t S
, t o d d o r dS o l v e n o t r equivolent;
t h e n f o l l o w w i t h o n o p p l i c o t i o no f f i n g e r p r i n t n e u -
Irolizer, ond dry. Coot the surfoceswith soft film -l
corrosionpreventivecompound.After the compound I
hos set, protectihe surfocesby wropping with o suit-
oble ocid free woxed poper ond securewith tope. I
Instoll o prooeller threod protector. lf the hoisting I
eye is instolled,which will be needed tc oloce the
-T
e n g i n e i n t h e s h i p p i n gc o n t o i n e r ,i n s t o l l o t i o no l t h e
I

t
s l , i p p i n gc o p s h o u l db e d e l o y e du n t i lo f t e r i h e e n g i n e
is securedto the bose of the pocking box.

l
q
corburetor I wt'en o corburetoris to be out of servicefor o period| ,,
e x c e e d i n gl 0 d o y s , p r e p o r ef o r s t o r o g ei n o c c o r d - l
I
o n c ew i t ho n eo f t h em e t h o dosu t l i n e di n t h ef o l l o w i n g
I I
i n s t r u c t i o nUss eN o p h t h of o r c l e o n i n gU s eo n l y o i l
I I
G r o d el 0 ó 5 f o r p r e s e r v o r i opnu r p o s e s .
I I
+ L^ -^-L..-^¡-- r-^-- rL- .r I

l
r i
i l
I
I
Remove the corburetorfromthe engine;then
the droin plug in the bottomof rhe floot bowl, ond I
remove¡

d r o i n o l l g o s o l i n ef r o m t h e c o r b u r e t otrh r o u g ht h i s l
ri :i

rf
I ii

openingond the corburetorf uel inlet A few strokes

I I
o f t h e t h r o n l el e v e rw i l l p u m po u t o n y g o s o l i n et h o tI
I ,d
n""":olli;cJedin ihe cccbieroting pumpsVsrem
I:"t I

Worp ond Wosp Jr. Mointenonce Rairurd April

 r-
'¡:,
PflISfRlJflTIOll t0-9

ENGINES
INACTIVEOVERTEN DAYS(Continued)

Engines Engines
lnstalled Not
OPERATION PROCEDURE
| 0 l o 3 0 Over ln-
Doys 30 Doys sfqlled

Corburetor A f t e r t h e c o r b u r e t o rl r o s b e e n d r o i n e d t h c r o u g h l y ,
(continued) p l o c et h e c o r b u r e t o ro n i t s i o p f l o n g e .I n s t o l lo f i t t i n g
i n f h e c c r r b u r e t odr r o i n o n d o t t o c h o n o i l l i n e . P u m p
i n s l u s h r n go i l t G r o d e l 0 ó 5 ) u n t i l t h e o i l f l o w s f r o m
:!l
thedischore g n o z z l e .T h es l u s h i n g o i l p r e s s u i roep p l i e d
il

ll to the corburetorshould not exceed3 to 4 poundsper

s q u o r e i n c h . l f o p u m p i s n o t o v o i l o b l e ,i h e o i l m o y
¡li
ilr be poured in providing precoutionsore toke to en-
I
s u re c o m p l e t es l u s h i n g I

tlli

W h e n t h e o i l f l o w s f r o m t h e d i s c h o r g en o z z l e ,d i s -
c o n n e c t h e o i l l i n e o n d r e p l o c et h e d r o i n p l u g . S e t
l)¡

the corburetorin on upright pos¡t¡onond operote the

throttle lever until oil is dischorgedfrom the occeler-
f
¡i
o t i n g p u m p d i s c h o r g en o z z l e .

- l
Ploce the throttle volve. in the closed position ond
odiustthe throttlestop to obtoln the moximumthrottle
opening; then lockwire the throttle volve in this posi-
i,
l¡
tion ogoinstthe stop.

i Cqrburetor When the corburetor is removed from the engine, t/ ,/ ,/

tl Opening in secure fwct 1/zpound bogs of dehydrofing ogent to
'l the Reor lhe inside of the corburetor mounting flonge cover.
:. Cose Securethe cover to the flonge, usingocid-freewoxed
4.: poper os o gosket betweenthe cover ond the flonge.
*,É.t,
Seolthe portrngline of ihe coverond flonge with tope.

:
Accessories D r o i nt h e f u e l f r o m t h e e n g i n ed r i v e f u e l p u m po n d t/ t/
the oil from the propellergovernorond flushwith
corrosion preventive mixturewhilerototingthe cronk-
shoftto ensurecompletepreservotion of oll internol
ports.All occessories notottochedto theengineshould
be treotedfor properstoroge'preporotion. Drointhe
excessoil ond wrop theseoccessories in ocid-free
woxedpoper.

Accessory Removeoll occessory drive cover plotes.Coverthe t,

Drives drive ends with corrosionpreventive then
.mixtur:e;
reinstollthe coverplotes.

Reissued
April l9ó2 Wosp ond Wosp Jr. Mq.inienqnce
 -ryll
ro-t0
PfitstRlJflll0t|
OVERTEN DAYS(Continued)
INACTIVE
ENGINES
Engines Engines
lnstalled Not
OPERATION PROCEDURE l 0 t o 3 0 Over In-
Doys 30 Doys stolled

,/ r/
Openings S e o l o l l e n g i n e b r e c t h e r so n d b l o s tt u b e l i n e st o t h e .l
occessories with moistureresistingplugs ond covers' I
S e o l t h e m o g n e t ov e n t s ,o l l o i l i n l e t o n d o u t l e t c o n -
n e c t i o n sc, r n do t h e r o p e n i n g sn o t o t h e r w i s ec o v e r e d
b y p l o t e s o r c o v e r sw i t h m o i s i u r er e s i s t i n gs e o l i n g
t o p e . I n s t o l ld e h y d r o t i n go g e n l i n t h e e x h o u s ts t o c k s
o n d t h e n s e o l w i t h m o i s t u r er e s i s t o n st e o l i n gt o p e ;
o r i n s t o l le x h o u s tp o r l c o v e r sb e t w e e nt h e c y l i n d e r
exhoustports ond th¡bexhouststocks'
,, ,/
Externol I n s p e c t h e e n g i n e c o r e f u l l y ,c h e c k i n go l l n u t s o n d
Inspection bolts {or tightness.Inspectfor looseor broken sofety
w i r e , m i s s i n gp l u g s ,o r d o m o g e d p o r i s .M o k e c e r t o i n
thot the intoke pipes ore tight ot both ends.
,/ t/
Worning P l o c eo w o r n i n qt o g o n t h e p r o p e l l eor r t h e p r o p e l l e r t/
Tog s h o f to n d o s i m i l otro g i n t h eo i r p l o n ec o c k p i ts, t o t i n g
t h o t t h e p r o p e l l eor r t h e p r o p e l l esr h o i tm u s tn o t b e
i
g o t e r i o l sh o v eb e e nr e -
t u r n e du n t i lo l l d e h y d r o t i nm
i l i movedfrom the engine.
i

'lll
i:l Inspection All dehydrotorplugsmustbe inspected everyseven t/ r/ tl
i ,
'lilr d o y s o n d t h e c o l o ro f t h e d e h y d r o t i n g o g e n tc o m -
;Llli
tti
illii o o r e d w i l h t h o t o n t h e h u m i d i t yi n d i c o t o r[ F i g u r e
l r i i
t 0 - l l . A n y p l u g s ,i n d i c o t i n og r e l o t i v eh u m i d i t yo f
lili.
morethon 20 percentore unsofeond shouldbe re-
i;',
oloced.Whenit becomes necessory to reploceo dehy- t:
I r+
t.

l
I
d r o t o r p l u g , t h e d e h y d r o t i n go g e n t i n t h e e x h o u s t
pipesond in the corburetormountingflonge cover
tu
i
t : s h o u l do l s ob e r e p l o c e dl .f f r e q u e nrte p l q c e m e on ft o
porticulorplug becom"tne.esüry,the sectionof the
enginein whichthot plugis locotedshouldbe checked
for inodequoteseoling.

Worp ond WosP Jr. Moinlenqnce

ReisruedApr lf

ngates Engin
tsl Nol
In.
stoll
t¿
ACTTVAÍTO
HUNIIDITYINDICATOR
- ltl
o TIIE DAVISON CHENIICAI CORP.
Preservotion of Engines hemoved from
Service Becouqe of Mechonicol Difficulty
Engineswhich ore inoperotivebecouseof
mechonicoldifficultyshould be preservedos
directed in the preceding chort under "En-
gines Not Instolled." However, to prevent
further engine domoge in cosesof suspected
o r d e t e r m i n e de n g i n e. f o r l u r e , " P r e l i r n i n o r y
Preservotion" shouldbe occomplished
enginerun-upos follows'
With the engine in fl¡ght position, droin
the oil from the engine. Connecto line from
o pre-oiling pump or some oiher pressure
source to the oil pressuregoge connection.
Pump corrosion preventive míxture into the
engine ot 45 to ó5 pounds per squcre inch
pressureuniil cleon fluid flows from the oil
sump droin plug hole. Removeone cylinder
ond sproy the cylinder borrels ond oll the
internol ports of the power section with the
corrosion preveniive mixture. Sproy the cyl-
inderthot wos removedond reinstollit. Core-
fully inspectollexterior surfocesof the engine,
ond seol oll openingswith plugs or moisture
resistontseolingtcpe.
eis¡ued ApreissuedAPril I9ó2
PRrStRl|flll0t|
20.r ¡rLAfrV¡ HUMTDTWaor ¡auTrvr
tt¡r lll.d..,¡r.tú.d
BALTIMONE.IIIARYT.AND.U,S.A.
IO-t] Humidity Indicqtor
without
lGrl
a
NUMrDln 60r l:uTlvl HUM|DTñ
¡t
o
Preservstionof EnginesSubiectedto
Solt Woter lmmersion
Engines wh¡chhovebeenremovedfromsolt
woter shouldbe cleonedwith steomor fresh
hot woter os soonos possibleofter recovery.
Disossemble the engineot leostos for os re-
movolof oll the cylinders.Cleonond preserve
the cronkshoft, cronkcosesond com reduction
georingthroughthe cylinderpod holes.Cleon
miscelloneous ports,subossembliesond occes-
sorieswith steomor hot woter. lf on oven is
ovoiloble,boke portsot opproximotely 93oC
(200'F) until thoroughlydry. After ports ore
dry, coot them with greoseor corrosionpre-
veniivemixiure.Reqssemble the engineutiliz-
ing ony portswhichwíll ossistin seolingthe
engineos completelyos possible. Wrop the
remoiningports ond occessories in ocid,free
woxedpoperond pockin on oppropriotebox.
Represervingthe Engine
Ai inspection,
when the color of the crys-
tols of the dehydrotingogent contoinedin
the humidityindicotorindicoteso humidity
Wosp ond Wosp Jr. Mqinlenqnce
to-r2
PR
t$fnllfl
Ir0fl
greoterthon 20 percent,use the following
procedure to represerve the engine:
Cut off the engineenvelope seolond core-
fully roll the envelopedown to the top of
the supportcone.
Removeoll. of the bogs of dehydroting
ogentond oll dehydrotorplugsindicotingon
unsofecolor ond ony bogs of dehydroting
ogent in the inductionsystemor the exhoust
monifoldsof the cylindersoffected.Remove
the humidityindicotor.
Attochfreshbogsof dehydrotingogent to
thecylinders ond instollnewdehydrotorplugs
in the open sporkplugholes.Securenew
bogs of dehydrotingogent in the inductíon
systemond exhoustmonifoldin ploceof'those
removed.
Wcrp ond Wosp Jr. Moinlenonce
lf the crepe poper oround the cylinders
wos removed,reploceit ofter ottochinga new
h u m i d i t yi n d i c o t o ri n p l o c eo n N o . 1 c y l i n d e r .
Rollup the envelope,cleonthe open edges,
o n d s e o l t h e m w i t h o h e o t - s e o l i n igr o n o l o n g
ihe top. Gother the envelope ond fosten it
oround the propellershoft.
Cylinderswhose dehydrotor plugs indicote
o greoter humidity thon 20 percent should
be inspectedthrough the sporkplug holes. lf
o bond of corrosion is observed ot the top
of the cylinder borrel, remove one cylinder
ond inspect for further corrosion. Remove
the rust ond resproy. lf significontcorrosion
is presentother thon in o bond ot the top of
the cylinder, or if there is corrosion in the
power section,turn in the enginefor overhoul.
Rei¡suedApril l9ó2
 I l.l/l 1.2

l l.T. t. f. i. . , , . . , .! ., , . ,L l [ I | l l $
cl|RP
TABLEOF CONTENT5

Subject Pagc
'l
TobleForWorp Jr. Engincr .............
t.3
ToblcForDirectD{ve Worp Enginer ........:........
I1.5
TorqueRecommendgrion¡:..''......
TorqueRccommendotion¡
Specific ......
.............:............
I l-l I

bl¡rued April l9ó2 Wcrp ond Wctp Jr. ilafntrnaacr