Overhaul Manual - Geared & Geared Supercharged Engines

RECORD OF REVISIONS
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5 Page i 2/1992 8/31/1992 ATPIES
6 Page i 611996 9/911996 ATPIGH

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Lycoming
652 Oliver Street
Williamsport, PA 17701
U.S.A.TECHNICAL
PUBLICATION REVISION
REVISION NO. PUBLIC~ION PUBLICPiTION NO. PUBLICP~ION DFiTE
60294-5-6 Geared Engine Overhaul 60294-5 April 1970

Manual
furnished herewith intended to replace the corresponding page(s) of the publication indi-
The page(s) are
cated above.
Previous revisions to this publication This revision consists of:
December, 1968 5-7,5-13,5-14,5-15 June 1996

6-6, 6-7, 6-15
7-18, 7-20
8-24
9-8, 9-9, 9-15
11-3
April, 1970
2-3
3-4, 3-6
4-4, 4-5, 4-10
5-16, 5-17
6-2
8-14, 8-15, 8-22, 8-27
9-13, 9-16, 9-17, 9-22,
9-23
12-28, 12-30, 12-54,
12-55, 12-59
13-5, 13-6
January, 1973 3-1
5-1, 5-5, 5-7, 5-14, 5-17,
5-19
6-4, 6-5, 6-6, 6-8
7-20, 7-21, 7-23, 7-24,
7-27, 7-28, 7-30
8-13, 8-14, 8-15
9-7, 9-9, 9-10, 9-11, 9-12
9-13, 9-14, 9-15, 9-16,
9-17, 9-18, 9-19, 9-20,
9-21, 9-22, 9-23, 9-24
TECHNICAL
PUBLICATION REVISION
REVISION NO. PUBLICATION PUBLICATION NO. PUBLIC~ION DP~E
60294-5-6 Geared Engine Overhaul 60294-5 April 1970

Manual
The Itage(s) furnished herewith are intended to replace the corresponding page(s) of the publication indi-
cated above.
Previous revisions to this publication I This revision consists of:
January, 1973 11-1, 11-2, 11-3, 11-4,

(cont.) 11-5, 11-6, 11-7
13-15, 13-16, 13-17
July, 1976 11-2
February, 1992 i
OVERHAUL MANUAL TEXTRON LYCOMING GEARED ENGINES
TO THE OWNER OF THIS MANUAL
IN ADDITION TO THIS MANUAL AND SUBSEQUENT REVISIONS, ADDITIONAL

OVERHAUL AND REPAIR INFORMATION IS PUBLISHED IN THE FORM OF SERVICE
BULLETINS AND SERVICE INSTRUCTIONS. THE INFORMATION CONTAINED IN
THESE SERVICE BULLETINS AND SERVICE INSTRUCTIONS IS AN INTEGRAL PART
OF, AND IS TO BE USED IN CONJUNCTION WITH, THE INFORMATION CONTAINED
IN THIS OVERHAUL MANUAL.
THIS OVERHAUL MANUAL, THE ENGINE OPERATOR’S MANUAL, AND ALL AP-
PLICABLE SERVICE BULLETINS AND INSTRUCTIONS ARE ISSUED IN COM-
PLIANCE WITH FA.R 21.50, AND SHALL BE USED BY MAINTENANCE PERSONNEL
WHEN PERFORMING ACTIONS SPECIFIED IN FA.R 43.13.
For a period (3) years new and revised pages for this manual will be furnished to
of three
owners, who fill out the registration card and return it to Textron Lycoming. Registered owners
of this manual will be notified of any changes in revision policy or cost of revisions.
Service Bulletins, Service Instructions and Service Letters are available from all Textron Ly-
coming Distributors or from the factory by subscription. Consult the latest revisions to Textron
Lycoming Service Letter No. L114. Textron Lycoming also publishes an Index of Service Bulle-
tins, Instructions and Letters that lists all Bulletins, Instructions and Letters in alphabetical order
by title and topic as well as a list of Bulletins, Instructions and Letters applicable to each engine
series. Consult the Service Publication Section of the latest revision to Service Letter No. L114
for the current part number of the index.
SPECIAL NOTE
The illustrations, pictures and drawings shown in this publication are typical of the subject
matter they portray; in no instance are they to be interpreted as examples of any specific engine,
equipment or part thereof.
Revised June 1996

OVERHAUL MANUALI LYCOMINO REDUCTION GEAR DRIVE AIRCRAFI ENGINES
TABLE OF CONTENTS
SECTION PAGE SECTION PACE
I INTRODUCTION 1-1 nV IGNITION SYSTEM (Cont.)
Repair and Replacement 4-3

II GENERAL IIESCRIPTION Harness 4-9
Magnetos 4-9
General 2-1 Reassembly 4-5
Cylinders 2-2 Magnetos 4-4
Valve Operating Mechanism 2-9 Timing Magneto to Engine 4-4
Crankshaft 2-3 Lead Assembly (Shielded) 4-6
Crankshaft Counterweights 2-3 Installation
Crankcase 2-3 Shielded Harness 4-9
Sump 2-3 Conduit Type Harness 4-12
Connecting Rods 2-3 Sclntflla Harness 4-12
Accessory Housing 2-3
Cooling System 2-3
Lubrication System V REDUCTION GEAR
Wet Sump 2-3
Models GO-435-C2A, -C2A2 2-4 Disassembly
Models with Side Mounted Removal from Engine 5-1
Accessories 2-5 Pinion Cage 5-7
Induction System 2-8 Stationary Gear 5-7
Ignition System 2-7 Cleaning 5-7
Reduction Gear 2-1 Inspection 5-7
Propeller Governor Drive 2-7 Repaired PMon Cages 5-20
Accessory Drives 2-7 Repair and Replacement 5-7
Reduction Gear Housing Sleeve 5-7
Worn Pinion Cages 5-17
m GENERAL OVERHAUL PROCEI)URES
Propeller Shaft Pilot Bearing
Surface 5-22
General 3-1 Bushings
Preparation for Overhaul S-1 Governor Drive Idler Gear 5-9
Cleaning 3-1 Propeller Governor Drive
Typical Overhaul Record and Adapter 5-9
Inspection Form 3-2 Magneto Drive Idler Gear 5-9
Inspection 3-3 Magneto Drive Idler Shaft 5-9
General 3-9 Magneto Drive Adapter 5-10
Bearing Surfaces 3-3 Modifications
Gears 3-9 To Incorporate Body Fit Bolts
Corrosion on Stressed Areas 3-9 (Spllne Shaft) 5-11
Screwed Fittings 3-9 (Flanged Type) 5-20
Magnetic Inspection 3-3 Magneto Drive Adapter Pad 5-11
Repair and Replacement 3´•´•4 Housing and Thrust Bearing
Damaged Parts 3-4 Cap 5-11
Painted Parts 3-4 Reassembly
Replacement of Studs 3-~4 Pinion Cage 5-12
Reassembly 3-4 Ring Gear 5-13
Corrosion Prevention 3-4 Pinion Cage Backlash Check 5-19
Pre-Lubrication of Parts 3-5 Reduction Gear 5-19
Pitch Alignment and Backlash
Stationary Gear 5-14
in Bevel Gear Assemblies 3-5 Governor Drive 5-14
Table of Limits 3-8 Magneto Drive 5-14
Oil Seals and Gaskets 3-g Propeller Shaft 5-15
Arbitrary Replacement of Thrust Bearing 5-15
Parts 3-6 Installation
Pinion Cage 5-16
Ring Gear 5-17
IV IGNITION SYSTEM Reduction Gear 5-11
Msassembly 4-1
Harness 4-1
Magnetos 4-1
Revised November, 1966

OVERHAUL MANUAL- LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES
TABLE OF CONTENTS (Cont.)
SECTION PAGE SECTION PAGE
VIII CYLINDERS, PISTONS AND VA LVE TRAIN

VI FUEL INDUCTION SYSTEM
Disassembly 8-1
Disassembly Cleaning 8-5
Removal from Engine 6-1 Inspection
Supercharger 6-4 Cylinder Head 8-5
Cleaning 6-4 Cylinder Barrel 8-5
Inspection 6-4 Piston 8-6
Repair and Replacement 6-6 Valves 8-6

Throttle Shaft Bushing 6-6 Hydraulic Tappet Bodies 8-7
Reassembly 6-6 Repair and Replacement

Drive Shaft End Clearance 6-6 Spark Plug Thread Insert 8-11
Impeller Clearance 6-6 Valve Seats 8-12

FinalAssembly 6-7 Valve Refacing 8-13
Installation of Carburetor 6-8 Valve Guides 8-14
Installation of Fuel Injector 6-8 Modification of Cylinder 8-14
Valve Rocker Thrust Washers 8-15
Bushings 8-15
VII ACCESSORY HOUSING Regrinding Unplated Cylinder
Barrels 8-16
Disassembly Reconditioning Barrels by
Removal from Engine 7-1 Chrome Plating 8-16
Accessory Housing Cover 7-3 Piston Modification 8-17
Magneto Drive Idler Gear and Removal of Cylinder Barrel
Hub Assembly 7-11 Glaze 8-17
Accessory Housing 7-11 Rework of Cylinder Barrel 8-18

Accessory Drive Shaft Adapter 7-13 Assembly
Cleaning 7-13 Cylinder 8-19
Inspection 7-15 Pistons 8-19
Repair and Replacement 7-15 Installation

Modification of Oil Metering Pistonq and Cylinders 8-20
7-15 Fin Stabilizers 8-23
Plug
Salvage of Accessory Housing Primer Systems 8-24
and Covers Eroded at
Magneto Pilots 7-15
Salvage of Oil Scavenge M CRANKCASE, CRANKSHAFT AND RECIP-
Pump Body 7-18 ROCATING PARTS
Accessory Housing Modification 7-18
Accessory Housing Adapter Disassembly
Modification 7-18 Crankcase 9-1
ofAccessory Housing Crankshaft 9-2
Salvage
Cleaning 9-4
by Installing Magneto Drive
Shaft Bushings 7-19 Piston Cooling Oil Jets 9-4
Salvage of Accessory Housing Inspection

Cover by Installing Magneto Bearings 9-6
Drive Shaft Bushings 7-19 Crankcase 9-6
Modification of Oil Pressure Crankshaft 9-6
and Scavenge Pump Gear 7-19 Camshaft 9-7
Modification to Install Large Connecting Rods 9-7
Capacity Oil Filter 7-19 CrankshaftCounterweight

Starter Drive Gear 7-20 Bushings 9-7
7-21 Piston Cooling Oil Jets 9-8
Bushings
Reassembly Repair and Replacement
Accessory Housing Crankshaft Regrinding 9-8
Oil Pump 7-26 Bushings 9-9
of Supercharger Crankcase Modification 9-15
Alignment
7-27 Connecting Rod Modification 9-15
Bearing
Accessory Idler Gear and Modification to Incorporate
Adapter 7-28 Accessory Drive Shaft with
Oil Seals and Plugs 7-30 Larger Spline Drive 9-15
Accessory Housing Cover 7-31 Punch Marks on Counterweight

’Final Assembly 7-33 Lobes 9-17
iii
OVERHAUL MANUAL-AVCO LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES
TABLE OF CONTENTS (Cont.)
SECTION PAGE SECTION PAGE
M CRANKCASE, CRANKSHAFT AND RECIP- XI TEST PROCEDURES

ROCATING PARTS (Cont.)
General 11-1
Reassembly Installation 11-1
Crankpin Sludge Tube Pres- Specifications 11-2
sure Test 9-18 Pre-Oiling Supercharger Drive
Installation of Front Crank- Shaft Bushing 11-4
shaft Oil Plug 9-19 Pre-Oiling 11-4
Installation of Rear Crank- Test Run 11-4
shaft Oil Tube 9-19 OilConsumption Run 11-5
Assembly of Timing Gear 9-19 Preparation for Storage
Counterweight Assembly 9-19 Interior Surfaces 11-5
Crankcase 9-21 Exterior Surfaces and
Final Assembly Accessories 11-6
Crankshaft and Connecting Pressure Carburetors 11-6
Rods 9-22 Float
Type Carburetors 11-6
Connecting Rods 9-22 Fuel Injectors 11-6
Crankcase and Crankshaft 9-22
XII TABLE OF LIM~S

X OIL SUMP
Disassembly 10-1 xm OVERHAUL TOOIS

Cleaning 10-1
Inspection 10-1
Repair:and Replacement 10-3
Reassembly 10-3
Intake Pipes 10-6
Reduction Gear Housing Drain
Tube Assembly 10-7
iv
SECTION
INTRODUCTION
SECTION
GENERAL
DESCRIPTION
OVERHAUL MANUAL- LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES Seetion 2
General Depcriptian
SECTION II
GENERAL DESCRIPTION
beserlptIOn o~ EngIne ModelCode
T V i c s 0 Cubic In.
d 1 6
Displacement
Opposing
Cylinders Counter-
weight
Application
Supercharged
Geared
Nose Accessory
Sect ion
Section
Nose
Fuel Section
Injection
System Power Section
Vertical Changes
Instal lation
Rating to Models are Reflected
in This Section
Turbocharged
Figure 2-1. Description of Engine Model Code
WARNING
2-1. The Avco Lycoming engines, covered in this
manual, are air-cooled, horizontally opposed, six

wet and dry sump, geared models. Do not under any circumstances assemble
cylinder,
chrome plated piston rings in a chrome plated
2-2. CYLINDERS. Instead of being directly opposite cylinder barrel. Chrome plated cylinders are
each other, the cylinders are staggered, thus per- identified by an orange band around the base of
mitting a separate throw on the crankshaft for each the cylinder barrel or orange paint on the fins
connecting rod. The cylinders are of conventional at the shroud tubes. Nitrided barrels are iden-
air-cooled construction, with the two major parts, tified by blue paint in the same areas.
barrel and head, screwed and shrunk together. The

heads are made from an aluminum alloy casting with a 2-3. Rocker shaft bearing supports are cast integrally
machined combustion chamber. The barrels are with the heads along with housings to form the rocker
fully
machined from chrome nickel molybdenum steel boxes for both the exhaust and intake valve rockers.
forgings with deep integral cooling fins; the interior Domed combustion chambers, with exhaust and intake
walls of the barrels are ground and honed to a specified valves located at twenty-five degree angles, permit
finish. These engines are equipped with either plain or improved combustion and cooling characteristics. On
nitrided barrels, requiring the use of chrome rings, or engines employing top exhaust the valves are at the
chrome barrels, requiring plain rings. same angle but a different location in the cylinder.
Revised November, 1966 2-1

Sec~ion Z OVERHAUL MANUAL- LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES
General Descrip~ion
2-4. VALVE OPERATING MECHANISM. The valve piston pin is of the full floating type with a plug located
operating mechanism is located on the upper side of at each endto prevent pinfrom touching cylinder wall.
the engine, thereby facilitating proper lubrication and Aluminum plugs are usedin cylinders with plain steel
accessibility. The camshaft is located above and barrels, aluminum bronze plugs are used in cylinders
parallel to the crankshaft and operates in aluminum with chrome plated or nitrided barrels.
bearings. Hardened and ground cam lobes actuate the
valves by means of mushroom type hydraulic tappets 2-11. ACCESSORY HOUSING (All Engines with Rear
which automatically keep the valve clearance at zero, Mounted Accessories). The accessory housing is made
thereby eliminating the necessity of any valve clear- from a magnesium alloy casting andis attached to the
ance adjustment mechanism. The valve springs bear rear of the crankcase andthe toprear of the oil sump.
against both upper and lower spring seats and are All accessories are mounted onmachined pads on the
retained on the valve stems by means of tapered split rear of the housing. The various gears contained within
keys. Sodium cooled exhaust valves are assembled the housing are precision machined and hardened to
with special keys and caps. The valve rockers are insure satisfactory operating qualities and long life.
supported on full floating steel pins.
2-12. ACCESSORY HOUSING (All Engines with Side
2-5. CRANKSHAFT. The crankshaft is made from a Mounted Accessories).The accessory housing assem-
chrome nickel molybdenum steel forging. All bearing bly is constructed from two magnesium alloy castings,
journals are nitrided. Earlier models were provided the accessory housing proper, which is bolted to the
with sludge tubes at each crankpin. These tubes are rear of the crankcase and the top of the oil sump, and
removed during overhaul to permit thorough cleaning the accessory housing cover, which is bolted to the
of the internal oil passage of the crankshaft. This is left side of the accessory housing. Allaccessories are
not to imply that sludge tubes may be omitted on crank- mounted on machined pads located on the left and right
shafts incorporatingtubes at manufacture. These tubes side of the housing, thus providing maximum accessi-
must be replaced at overhaul. bility of accessories when installed in the airframe. A
machined mounting flange is provided on the rear of the
2-6. CRANKSHAFT COUNTERWEIGHTS. A system of housing attaching the supercharger unit; the opening
for
dynamic counterweights is provided on all subject ´•is closed with a suitable cover on normally aspirated
engines covered in this manual. Consult latest issue engines. In additionthe IGSO-540 series incorporates
of Lycoming Service Instruction No. 1012 for proper an accessory housing adapter which is installed between
combinations and location on the crankshaf. the acces8ory housing and the crankcase. The various
gears contained within the housing are precision ma-
2-7. CRANKCASE. The crankcase assembly consists chined and hardened to insure satisfactory operating
of two reinforced aluminum alloy castings divided at qualities and long life.
the center line of the engine and fasened
together by
means of a series of studs and nuts. The mating sur- 2-13. COOLING SYSTEM. The air pressure cooling
faces are joined without the use of a gasket, and the system is actuated by the forward movement of the air-
main bearing bores are machined for the use of pre- craft. Baffles are provided to buildup a pressure be-
cision type main bearing inserts. Machined mounting tween the cowling and the cylinders, thus forcing the
pads are incorporated into the crankcase for attaching cooling air through the cylinder fins. The air is then
the accessory housing, cylinders and oil sump, exhausted through augmenter tubes or gills located at
the rear of the engine cowling.
2-8. SUMP. The engines covered inthis manual are of
both wet and dry sump type. The oil sump, which serves 2-14. LUBRICATION SYSTEM (Wet Sump). Lubrica-
as a distribution center for the lubrication and induction is of the full pressure, wet sump type. The oil
tionsystems, provides a mounting padfor the carbure- pressure is provided by a gear type oil pump.
tor normally aspirated engines. On supercharged
on
engines it incorporates a mounting pad for the super- 2-15. The accessory drive bearings, main bearings,
charger outlet pipe. On the IGO-540 series the oil connecting rod bearings, crankshaft front bushing, re-
sump incorporates a mountingpad for the throttle body duction gear pinion shafts, camshaft bearings, valve
adapter. tappets, push rods, valve rocker arm bushings, gover-
nor drive, propeller thrustbearing and reduction
shaft
2-9.CONNECTMG RODS. The connecting rods are gear teeth are lubricated
by positive pressure. The
made in the form of "H" sections from alloy steel pistons, piston pins, cams, cylinder walls, valve
forgings. have
replaceable bearing inserts in
They rockers, valve stems and other parts are lubricated
the’crankshaft ends and split type bronze bushings in by spray and run off from moving parts.
the piston ends. The bearing caps on the crankshaft
ends are retained by means of two bolts through each 2-16. The pump is mounted in the accessory housing and
cap securedby nuts. Earlier models employed slotted draws oil from the sump through the suction screen and
nuts and either cotter pins or rollpins. Present models discharges it into the oil pressure screen, located in
employ special bolts and crimp nuts. the oil pressure chamber. After passing through the
oil pressure screen, the oilto the power section flows
2-10. PISTONS. Pistons are machinedfromaluminum from the oilpressure chamber to an externaloil cooler.
alloy forgings. Grooves are providedfor three, four or Two 1/2-14 NPT holes are located on the right side of
fivepiston rings. Either full wedge or half wedge rings the oil sump for connectionto the oil cooler. A spring
are used. See latest revision of Service Instruction loaded valve is provided inthe sump to by pass the oil
No. 1037 for proper piston and ring combinations. The cooler when restrictions become too great.
2-2 Revised November, 1966

OVERHAUL MANUAL-AVCO LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES See~ian Z
General Dercrip~ion
TABLE 2-1
SOME INDIVIDUAL CHARACTERISTICS OF VARIOUS ENGINE MODELS
20 Spline 30 Spline Flange Type Rear Side Piston Type

Propeller Propeller Propeller Mounted Mounted Cooling of Top
Engine Model Shaft Shaft Shaft Accessories Accessories Nozzles Sump Exhaust
GO-435-C2 X X Wet
-C2A X X
-C2A2 X X
-C2B X X Wet
-C2B1 X X Wet
-C B2 X X Wet
-C2B2-6 X X Wet
-C X X Wet
GO-480-B X X Wet
-B1A6 X X Wet
-B1B X X Wet
-B1C X X Wet
-B1D X X Wet
-F6 X X Wet
-F1A6 X X Wet
-C1B6 X X D
-C1D6 X X Wet
-C2C6 X X Wet
-C2D6 X X Wet
-C2E6 X X Wet
-D X X D
-G1A6 X X X Wet
-G1B6 X X X
-G1D6 X X X Wet
-G1H6 X X X Wet
-G1J6 X X X Wet
-G2D6 X X X Wet
-G2F6 X X X Wet
SO-480-B1A6 X X X
B1B6 X X X
-B1C6 X X X
-B1E6 X X X D
-B1F6 X X X D
B1G6 X X X
B1J6 X X X
-B2C6 X X X
-B2D6 X X X
-B2G6 X X X Dr
-B2H6 X X X D
GO-480-A1A6 X X X Wet
GSO-480-A1A6 X X X Dr
-A1B6 X X X
-A1C6 X X X D
D6 X X X
-A1E6 X X X D
X X X
GO-540-A1A X X X
-A1B X X X
,B1A X X X X
X X X X
-B1C X X X D X
GSO-540-A1A X X X
-A1C X X X
-A1D X X X
-A1E X X X
-A1F X X X
-B1A X X X X
B X X X Dry X
Revised April, 1970 2-3

section 2 OVERHAUL MANUAL- LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES
General Deacription
2-22. Pressure build-up within the crankcase is held

to a minimum by means of a centrifugaltype breather
OULR
RnTX)L25il mounted on the accessory housing.
I’ i _e ~oEm
2-23. LUBRICATION SYSTEM (GO-435-C2A,-C2A2),
Lubrication is of the full pressure, dry sump type; oil
l.so´•I pressure is supplied by a geared type oil pump. The
1//Ra~o crankshaft main and connecting rod bearings, camshaft
ti- i bearings, accessory drive gear bearings, valve tap-
pets, push rods and reduction gear pinions are lubri-
GEPIR cated by positive pressure. The piston pins, gears,
nT cylinder walls, and other parts are lubricated by spray

and run-off from moving parts.
rr*um. ~mR
2-24. Oil from the external tank enters the sump and is
conducted through drilled passages to the oilpump,
f ~I WMPDRIVE OE~S1 which is located in the accessory housing. Pressure
oil from the pump flows to the main oil pressure relief
\´•I- FUakhP DRIVE OEPIR valve which is mounted on the rear of the oil sump.
tj j This valve, which is adjustable, is furnished with

threaded connection for the oil pressure gage and in-
a
ji
DRIVEN
~Po 1.333’1 corporates a spring-loaded check valve, which is

provided to prevent oil from draining back into the
V~M"p""D
Rn(O 1.333’1
oEnR
i OPTIONPLEWIPMENT
engine from the external tank when the engine is
inoperative. Drilled passages conduct the oil from the
pressure relief valve to the oil pressure screen hous-
ing, located at the right rear of the sump, from which
point the oil diverges, part of the oil traveling up into
the accessory housing to lubricate the accessory drive
Figure 2-2. Gear Train Diagram (GO-435-C2A) bearings, and the remainder flowing into the main
header in the right crankcase to lubricate the power
2-17. The oil cooler return boss connects through a section.
drilled passage with the main oil gallery drilled
longitudinally through the right side of the crankcase. 2-25. Drilled holes, which extend from the main oil
The oil pressure relief valve is mounted at the forward header to each main bearing, register with holes in the
end of this gallery. A drilled hole extends to each main bearings and deliver oil to the interior of the
main bearing from the main oil gallery. These passages crankshaft. The connecting rod bearings and journals
register with the holes in the main bearing journals
and deliver oil into the interior of the crankshaft. The
connecting rod bearings and journals each receive ~h ~GENERCToR GEAR
RITIO 2.58’1
pressure oilthrough openings drilled in the crankshaft.
2-18. A drilleclpassage from the oil pressure chamber
in the sump leads to the accessory housing and lubri-
cates each accessory drive bearing. ornis
Rnrlo l.so´•I
2-19. Oil from the main oil gallery flows to the two
cam and valve gear passages, one running the length
of each half of the crankcase. From these passages, oil h n C
is conducted through branch passages to the tappets
OEPIR
and to the camshaft bearings. Oil enters the tappets /--CRPINKSHPIFT
through indexing holes and travels out to the valve DRIVE OEIR
PIT REDUCTION GEPIR HSO.
mechanism through the hollow push rods, lubricating
the valve rocker bearings and valve stems. Oildrains f II/ GE*R
Rnrlo .50l1
from the rocker boxes through the drain tubes connect-
ing the rocker box with the sump.
2-20. Pressure lubricating oil is supplied to the plane- -7‘
OIL PUMP DRIVE OE~R
tary gears by means of drilled holes in the rear portion i

of the propeller shaft, which receives its supply of oil
from the drilled passage through the front main
journal of the crankshaft.
bearing
f /C GE~R
2-21. The main oil gallery in the left crankcase half

registers with a drilled hole in the reduction gear GOVERNOR DRIVEN GEIR
housing and supplies oil to the propeller governor "",",",",","61,:’El,"~""

Rnrlo 1333’1
drive. High pressure oil from the propeller governor
is delivered to the interior of the propeller shaft by
index holes suitably sealed. Figure 2-3. Gear Train Diagram (GO-480-B)
2-4
OVERHAUL MANUAL- LYCOMING REDUCTION GEAR DRIVE AIRCRAPT ENGINES section 2
General De,cription
receive pressure oil from drilled passages leading i

from the main bearings. Sludge tubes located in each i L. OE*R
crankpin journal act as centrifugal type oil
permitting only clean, sludge-free oil to reach the
connecting rod bearings.

muERarcR amrr
"-‘-r-3
2-26. Oil from the main oil header is fed to the two
valve gear passages, one running the length of each
half of the crankcase. From these passages, oil is
conducted through various drilled holes to the valve
tappets and camshaft bearings. Oil enters the tappets C
through indexing holes and travels out to the valve
mechanism through the hollow push rods, lubricating
the valve rocker bearings and valve stems. Oildrains GEAR
ORNE GEAR
from the rocker boxes through the drain tubes connect- GOVE~NOR ORIMN
a~ GEe~ HSCI
TAMOMTER KYERGEI\R
ing the rocker boxes to the sump. TPIU(ObTER CR1YE GEAR
"nrl’ T~CHCMETER GEdR

R9TK)´•.50’1
2-27. Pressure lubricating oil is supplied to the plane-
tary gears by means of drilled holes in the rear portion PUMPDRIM OEP~
of the propeller shaft, which receives its supply of oil
from the drilled passages through the front main
vncuuMoRnwRnuuc --FLEPRIR DRIM GEAR
~TIOl;l
bearing journal of the crankshaft.
2-28. Drilled passages in the reduction gear housing
conduct pressure oil from the main oil passage in the
left crankcase half to the propeller governor, whichis Figure 2-5. Gear Train Diagram (GO-480-B1C)
mounted the left side of the reduction gear housing.
on
High pressure oil from the propeller governor is an impeller type oil pump located on the accessory
delivered to the interior of the propeller shaft by means
housing. The accessory drive bearings, supercharger
of drilled passages and suitably sealed indexing holes, bearings (if applicable), main bearings, connecting
2-29. Residual oil from the various parts of the engine rod bearings, crankshaft front bushing, reduction gear
drains into the sump, where the oil is drawn through pinion shafts, camshaft bearings, valve tappets, push
suction screens into a gearedtype scavenge pump and rods, valve rocker arm bushings, governor drive,
discharged into the external oil tank. propeller shaft thrust bearing and reduction gear
teeth are lubricated by positive pressure. The piston,
2-30. LUBRICATION SYSTEM (All Models withSide
piston pins, cams, cylinder walls, valve rockers,
Mounted Accessories). Lubrication is of the full pres- valve stems and other parts are lubricated by spray
sure, dry sump type. The oil pressure is provided by and run-off from moving parts.
2-31. The lubrication system is actuated by an impeller

type oil pump mounted onhousing. The
the accessory
GENERATOR GEAR
RATIO 1.25.1
pump assembly incorporates a pressure pump and a
scavenge pump driven by a common drive shaft. The
pressure pump draws oil from a tank mounted separ-
MnGNETO GEARS ately from the engine and forces the oil through a
RATIO 150.1
drilled passage to the oil filter. The pressure oil from
the full flow filter is then directed through an oil check
valve to the oil pressure relief valve. (The oil check
i- n valve acts as a shut-off valve for gravity-fed oil when
the engine is not operating, thereby preventing the oil
GEAR
from draining into the crankcase.) In the case of an
GRANKSnAFT
obstruction within the oil filter, the oil flows directly
-/--Xy/ I from the pump to the relief valve by means of a
by-pass valve, built into the filter assembly.
‘t41~
TaCHOMETER GEAR
RATIO 50;1
2-32. The oilpressure relief valve, which is adjustable,

controls the engine pressure by discharging excess oil
back to the inlet side of the pump. The remainder, or
OIL PUMP ORIVE GEAR

normal pressure oil then flows throughtwo separately
-f drilled passages; one passage distributing pressure
Oil to the accessory drive section and the other being
t i, PUMP DRIVE
RnTlo I; I
GEAR
the main oil supply passage extending the full length
of the crankcase, with auxiliary passages drilled to
each main bearing. These passages align with holes in
GOVERNOR DRIVEN GEAR
the main bearing journals and deliver oil to the interior
RATlO aOl I
of the crankshaft. E ach connecting rod bearing receives

RATIO 1.333.1
pressure oil through passages drilled in the
crankshaft.
Pressure oil is delivered to the reduction gear from
Figure 2-4. Gear Train Diagram (GO-480-B1B, -F6) the front main bearing oil chamber in the crankshaft.
2-5
section Z OVERHAUL MANUAL- LYCOMINO REDUCTION GEAR DRIVE AIRCRAFT ENGINES
Oenerol DeScriptton
2-38. Benclix-Stromberg Model PS- 5BD is of the single

MPlcMTO DRIVE SHI\FT
RPITIO- I.SW i I
OPPOSITE
barreltype equipped with
airflow power enrichment
an
CLOCKWISI
VIEWING RID
valve and an automatic altitude control unit, in addition
//I to regulating pressure discharge nozzle, idle-cut-off
a
t- I mechanism, and a single criaphragm vacuum operated
DR’V’N GEAR accelerating pump.
OID.*´•*.Y´•
RP1TIO-.801,1 a38~ MOlel P8-7BD is blmll.lin
DI...Lr
REDUCTION GEAR HOUSING
design but larger in capacity than the PS-5BD car-
GENERATOR buretor.
Es(WKCOLCEVIAD
VImING PAD
2-40. FUEL INJECTORS. Simmonds Type 580 SU fuel
RnTlo-\-ti/
injection systems are timed speed density systems.
IC The injector pump mainshaft is spline-coupled to the
u-
engine at the accessory section and is driven at
I IIl engine speed. A connection from the engine air intake
manifold to the injector pump permits the sensing of
ROTATK*I
AT OEAR HOUSING
intake manifold air pressure. Altitude or barometric
ACCESSORY IDLER pressure variations are transmitted to the pump by
ACCESSORY DRIVE the ambient pressure sensor.
DRIVE OEIR
RnTlo-l.ooo~l
2-41. The speed density system operates in response
VACUUM PUMP SHAFT
CLOCKWISE ROTATION
!~T to the sensed engine speed, manifold pressure and
VIEWING PAD ambient air pressure to meter fuelaccordingly to the
RP~TIO-1.219’1
noezle in the supercharger air inlet housing.
HYD,OIL PRESSURE AND
SOAVENGEPUMPGEAR
Rnno-l.osl~ I
VIEWING LEFT SIDE 2 -42. The pump consists of two maj or parts (1) Injector
DRIVE SHAFT GEAR HOUSING
:LOCKWISE ROTATION
VIEWING PP~D
Assembly (2)
Integral Fuel Pump and Filter. It
RP1TIO-803’1 contains two fuel filter eleml´•nts, a pressure plate and
a rotor which boosts the pressure of the fuel
supplied
to the pump. This pumping section replaces the engine
Figure 2-6. Gear Train Diagram driven fuel pump.
(GO-480-D, -C1B6, GSO-480-A)
2-43. Simmonds Type 570 fuel injection systems are
2-33. The main oilgallery in the left crankcase half timed, speed density systems. The injector pump
mainshaft is spline coupled to the engine atthe
registers with a drilled hole in the reduction gear hous acces-
ing and supplies oil to the propeller governor drive. sory housing and is driven at engine speed.
Highpressure oil from the propeller governor is cleliv- 2-44. The speed density system operates in response
ered to the interior of the propeller shaft by indexing to the sensed engine speed, manifold air pressure and
holes suitably sealed to prevent leakage and consequent manifold air temperature and altitude.
pressure drop.
2-45. Engine manifold pressure is sensed through a
2-34. Oil from the main supply passage flows to the two
line from the intake manifold to the manifoldpressure
valve passages running the length of each half of the
crankcase, and is then conducted through branches to
the hydraulic tappets and to the camshaft bearings. Oil FUEL
to the valve mec hanism through hollow pus h rods,

eating the valve rockerbearings and valve stems. Oil h~iNETO DRIVE IDLER OE*R
FUEL INJECTOR IDLER GEIU~
drains from the rocker boxes through external drain GEIV1
FUEL INJECTOR DRIVE IDLER GE~

tubes connecting the rocker boxes with the oil sump. --YI\UIETO DRIVE IDLER OEF~R HUB
00YERhXXI LXNENOEIV1 DRNE OEPR

2-35. Scavenge oil is collected in the oil sump, from
which point drilled passages conduct the oil back to
egnevacseht
pump in the accessory housing, where the oil ;ti DRIVE GE~R
REWCTIONi-_ 1~LC ES ORY

is then discharged to the external oil tank. Pressure sraRTERDRmcEan
i-i
build-up within the crankcase is held to a minimum by
means of a breather mounted on top of the r"
accessory
housing. In a~l8ition, most models incorporate six ar
1\‘ PUMP SI~FT GEI\R
spring loaded oil jets in the crankcase which furnish j

an oil sprayto provide internal
cooling for the pistons. CWNTER-CLOU(WISEROT~TIW
2-36. INDUCTIONSYSTEM (Carburetors). The engines

Rano-.Boa~l
´•i~
i
incorporating carburetors are equipped with either a
iWD
Marvel-Schebler Model MA-4-5, Bendix-Stromberg
Model PS-5BD or PS-7BD. (See Table 6-1.)
ROT~TION SHOWN YIEWINO LEFT SIDE
2-37. Marvel-Schebler Model MA-4-5 carburetor is of waccc~ssonv HOUSING
the single barrel, float type, equipped with a manual

altitude mixture control and an idle-cut-off. Figure 2-7. Gear Train Diagram (IGSO-480)
2-6
OVERHAUL MANUAL- LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES section~
General Delcrip~ion
fitting. Engine manifold temperature is sensed by the

capillary tube and bulb installed in the supercharger air DRIVER
RELOIDRI
a YEr~CnouETFR
DRIVE 6EIR I~TIO-OSW:l
inlet housing. Ambient air pressure for altitude sensing REDUCTION HOUSIHG
GOVERNOR
is provided by an open port in the metering head. 145~
j
oamcw
2-46. Bendix RS-Type FuelInjector (Supercharged accrssalr IOLER
GEE ORIVLGE*R
Engines). This injector has single point injection R1TIO- I.WO:I
u
through an air bleed pintle type nozzle, directly into
the eye of the impeller. It provides for altitude com-
pensation and meters fuel in proportion to mass air
GOVERNORDRIVLH
cEm-Rana-.no:l
f larR w~n
RYP
IllbWETO auw
flow. The fuel injector operates by measuring the air rvupwrrrnoR
flow through the throttle body of the servo valve

´•a~
regulator control, and uses this measurement to ~mR*UVC RYPO~YL
WOETO ORNEN GEIRS
operate a servo valve within the control. The accurately
regulated fuel pressure established by the servo valve,
is used to euntrolihe dilributorvahre assembly. ~illch
then schedules fuel flow in proportion to airflow.
ROTnTMN SHOWN VIEWING LEFT

SIOL OF PCESSORI HJVSING
2-47. Bendix RS-Type Injector (Normally aspir-
Fuel
ated Engines). When continuous flow port injection is
Figure 2-8. Gear Train Diagram (IGSO-540)
used, a fuel distributor valve is used, either as an
integral part of the servo-regulator or as a separate
unit, depending on the installation. When using the magnetos employed on these engines. (see Table
are
separate distributor, it is mounted at some optimum 4-3.) ignition wiring is so arranged thatthe
The
location on the engine and connected by external lines left magneto fires the top plugs on the left bank and
to the servo regulator. Continuous flow air bleed the lower plugs on the right bank. The right magneto
fires the bottom plugs on the left bank and the top
nozzles are then connected by external lines to a
plenum chamber downstream of the fuel distributor plugs on the right bank. This arrangement insures
consistent drop-off when switching from both magnetos
valve. A cockpit fuel flow indicator is also connected
to either right or left magneto. The firing order is
by external lines to the aforementioned plenum
chamber. 1-4-5-2-3-6.
2-51. REDUCTION GEAR. The reduction gear, which

2-48. INDUCTION SYSTEM (Supercharged Engines). drives the propeller shaft at a ratio of 77:120 times
The fuel-air mixture is drawn into the center of the crankshaft speed, is contained within a cast mag-nesium
supercharger impeller. This vaned centrifugal im- housing securely bolted to the front of the crankcase.
peller, which is driven at 11.27 times crankshaft The unit consists of a planetary gear assembly
speed, forces the mixture outward at high velocity mounted on the propeller shaft and driven by a ring
into the diffuser section of thesupercharger, where the gear attached to the crankshaft flange. The planetary
high velocity of the mixture is transformed into high gear assembly also meshes with a stationary gear
pressure and the fuel is completely vaporized. From secured to the housing.
the diffuser section the fuel is forced througha mani-
fold and into the cylinders through individualintake 2-52. PROPELLER GOVERNOR DRIVE (All Models
pipes. The overstressing of component parts of the except GO-435-C2,-C2E Series Engines). A mounting
supercharger unit during rapid acceleration or de- p,d for a constant speed propeller governor drive is
celeration is prevented by a spring coupling incor- furnished as an integral part of the reduction gear
porated in the supercharger drive gear. housing.
2-49. INDUCTION SYSTEM (TunedInduction). Matched

2-53. (Models 1GO-540, 1GSO-540 Series). In addition
intake pipes, tuned in length and diameter, are designed t, the mounting pad for the propeller governor drive,
to put a larger volume of air in the cylinder than is th, reduction gear housingincorporates mountingpads
possible with a normal untuned induction system. This for two magneto drives.
increased air flow results in increased power output
for the tuned induction engine.
2-54. ACCESSORY DRIVES. Various accessory drives
are furnished as standard equipment, other accessory
2-50. IGNITION SYSTEM. Dual ignition is furnished by
two Scintilla S6 magnetos. Either low or high tension drives can be furnished as optional equipment.
2-7
GRPIVITYOILMRU
ROCKER ARM BUSHING SHROUD TUBES BU
PROPELLER
SHAFT THRUST
BEARING SHOULDER
~Q
O
a
CRPNKCL\SE SECTION I
PUSH ROD BEARING NO.I
SOCKETS-LONER
PUSH 1
SOCKETS-UPPER LEFT
OlL HEADER
UPPER LEFT
GOVERNOR DRIVE rGR~VITY Oil THRU
SHROUD TUBES
r
SPLASH OILTOROCKER
ROCKER ARM BUSHING
ARMS,VALVE STEMS, ETC.
DRAIN OIL 10 SUMP

THRU Olb DRAIN TUBES n~
PUSH
PUSH ROD
NO.S2,3, a4 I I G,
PUSH ROD IffKj~HT BANKI I I ;a
CRANKCASE OIL HEADER

UPPER RIGHT I nC
SPLASH O(L TO PISTONS, PISTON PINS, CYLINDERS, CANS, ETC. I
1.) 1 IFil Ifi)cCRANKPNS
JET LUBRICATION OF- PROPELLER SHAFt
REDUCTION GEAR TEETH REAR BUSHING ;a
REDUCTION GEAR I j j I
PINION BEARINGS
OIL
O1L RELIEF VALVE HEADER LOWER RIGHT
TOR COWNTERSHAFT
HYDRAULIC
A
VACUUM PUMP TACHOMETER PflESSWRE OIL
DRQN OIL O"’M a
TO SUMP PUMP II
gy~-r
PUMPDRIVE LttcENERnToF~ DRIVE ~1
COOLER GEAR(ANGLE DRIVE)
BY-F~SS VALVE O
SCREEN (GO-480-BK: ONLY)
SUCTION
/OIL5UNP I iiOlLCXXLERII
Figure 2-9. Lubrication Diagram (Typical Model with Rear Mounted Accessories)
PROPELLER L~MTO DRIVE~ INJECTCR D~E II
BEARING SHOULDER IN ACCESSORY HSG. ACCESSORY HOUSING
COVER m
MAGNETO DRIVE
A
ROO(ER ARM BUSHING IN ACCESSORY HS10.
OILTHRU. I
COVER
SHROUD TUBES TO FUEL
INJECTOR U Y C
r
TAPPETS ~CAMSHAFT BEARING NO. I I ~I \_~-MAGNE’IO DRIVE IDLER BUSHING

LEFT BANK U jr HACCESSORY KWSRIGCOVER
INJECTOR
ROO CRANKCASK OIL HEADER OILFILTER r C
SOCKETS-LOVER Y J UPPERLEFT
SOCcRS UPqER t ~C mVERATOR DRIVE GEAR
B~Y(ING IN ACCESSORY HSG. SUPERCH. DRIVE TACHOMETER DRIVE N
GOVERNOR DRIVE SHAFT GEI\R ACCESSORY HOUSING COVER
SPLI\YIOILTOROCKER
ARMS.VALVE
SHROUD TUBESOIL TmKI BUSHING
ROCHER ARM BUSHINGS INTERMEDIATE SUPERCn.~-V r~ GENERATOR DR~E BUSHING O

DRIVE GEAR BUSHING IN ACCESSORY HSG.COVER
ACCESSORY DLER GEAR O

(SPLASH ML TO THIS BEARING)
A
m
RODS STARTER DRIVE BUYIING CI
PUSH ROO SOCKETS- IN ACCESSORY HSC. CONER C
DRAIN OILTO-
SUMPTHRUOILDRAYN ROD SOCKETS- n
TUBES LOVER
CRANKCASE OIL HEADER UPPER SPLASH OIL TO PISTONS, PISTON PINS. CAMS.CYLIROERS. ETC. O
SUPERCHARGER
THRUST YIASHER Z
JET LUBRICATION FaOPEUER SHAFT BEARINGS VACUUM PUMP DRIVE BUSHNG
REWCflON \REAR BUSHING I 12) (3) (4) (5) (6 IN ACCESSORY HSG. COVER G)
O1L-
m
GEAR TEETH OIL JETS ~nlVT
BANNK
A
II 1 l21 131 14
DRIVE SUPPLIED BY CUST~HER

GRIM
RUXICTK~ GEAR
PINKY
SH*FTBls~HWi
OILHEADER rCr,l~L,.F-7 m
HSG COVER
VR~ *1
OK- CRANKCASE I I L sRELIEF \ID~LVE F=-Lji7 n
P
aLJm NMER LWR RI~JIT --01L HEIWI 01L U
RIGHT BAH(
PRESSURE OIL
THRU ACC’Y. r_____,,~ TANK II
HOUSING J L g,,,q
VACUUM PUMP DRIVE BUSHING
PUMP
IN ACCESSORY HOUSWG m
FUEL PUMP DRIVE BUSHING

G,
(SPLASH Olt TO THIS BUSHINCI
VALVE L ML FILTER
Bm
VI
B
z P
h) O,o
~b Figure a-ID. Lubrication Diagram (Typical Model with Side ~ounted Accessories) f’,
SECTION
GENERAL OVERHAUL
PROCEDURES
OVERHAUL MANUAL AVCO LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES Section 3
General Overhaul Procedures
SECTION 3.
GE N E RA L O VE RHAU L
PROCEDURES
3-1. As mentioned in Section 1, this manual will solvent such as Varsol or Perm-A-Chlor. Operators
describe in separate chapters the complete overhaul are warned against the use of solvents withwhich
they
of each individual section of the engine, thus dividing are unfamiliar; since there products on the market
are
the manual, for allpractical purposes, into a series which are injurious to aluminum and magnesium. Ex-
of individual overhaul handbooks dealing in turn with treme care must be exercisedif any water-mixed de-
the ignition system, accessory housing, induction greasing solutions containing caustic compounds or
system, cylinders, crankcase, crankshaft and sump. soap are used. Such compounds, in addition to being
Since there are various prescribed overhaulpractices potentially dangerous to aluminum and magnesium,
and iii~structions of a non-specific nature which apply may become impregnated in the pores of the metal and
equally to all basic engine components, these general cause oil foaming when the engine is returned to
instructions willbe grouped together and described service. When usingwater-mixed solutions therefore,
in Section 3 herein, thus eliminating repetition. it is imperative that the parts be completely and thor-
oughly rinsed in clearboiling water after degreasing.
DISASSEMBLY Regardless of the method and type of solution used,
coat and spray all parts with lubricating oil immedi-
3-2. Inasmuch as visual inspection immediately fol- ately after cleaning in order to prevent corrosion.
lows disassembly, all individualparts should be laid
out in an orderly manner on a workbench
as they are
3-6. REMOVAL OF HARD CARBON. While the de-
removed from the engine. No
cleaning operations
greasing solution will remove dirt, grease and soft
should be performed until this initial visual inspection
carbon, deposits of hard carbonwill almost invariably
has been completed. All loose studs, cracked cooling
remain, on many interior surfaces. To facilitate re-
fins, loose or damaged fittings, and the like, should
moval, these deposits must first be loosened by im-
be carefully tagged to prevent their being overlooked
mersion in a tank containing a decarbonizing solution
during inspection.
(usually heated). A great variety of commercial de-
carbonizing agents are available, including such pro-
3-3. PREPARATION FOR OVERHAUL. As soon as the
ducts as Gunk, Penetrol, Carbrax, Super-Chemaco,
propeller has been removed from the engine, install
Gerlach No. 70, and many others. Decarbonizers,
a crankshaftthread cap (475-B or 72762) on the end of
like the degreasing solutions previously mentioned,
the propeller shaft to protect the propeller mounting
fall generally into two categories, water-soluble and
threads. On engines with flange typepropeller shafts,
hydro-carbons, and the same caution concerning the
install apropeller shaft flange adapter (64836) to the use of water-soluble degreasers is applicable to water-
propeller shaft fhnge. This adapter protects the end soluble decarbonizers.
of the propeller shaft and acts as an extension of the
shaft. Attach engine lifting cable (1240 or 64834) to
the lifting eyes on top of the crankcase and rem ove the
CAUT ION
engine from the airframe by means of a suitable chain
hoist. Bolt the engine mounting ring (64759) to the
Extreme caution should be exercisedwhen
rear engine mounts, using large plate washers onboth
sides of the mounts to protect the machined surfaces.

using a decarbonizing solution on mag-
nesium castings. It is recommended that
Residual oil should now be drained from the sump ana
the use of heatedsolutions be avoided un-
accessory housing. The engine should then be lowered
less the operator is thoroughly familiar
into position on the overhaul stand and dolly (ST-278
with the particular solution being used. In
and ST-162) or other suitable overhaul stand.
addition, the operator is strongly advised
CLEANING
against immersing steeland magnesium
parts in the same decarbonizing tank,
because this practice often results in
3-4. With certain limitations as described under
damage to the magnesium parts from cor-
Disassembly and
Inspection headings of this section,
rosion.
it is imperative to clean all engine parts thoroughly
to facilitate inspection. Two processes are involved
in cleaning engine parts; degreasing and removal of 3-7. Decarbonizing will usually loosen most of the
dirt and sludge (soft carbon), and the removal of hard hard carbon deposits remaining after degreasing; the
carbondeposits by decarbonizing, brushing or scrap- complete removal of all hard carbon, however, gen-
ing and grit-blasting, erally requires brushing, scraping or grit-blasting.
All of these operations demand care on the part of the
3-5. DEGREASING. Degreasing is accomplished by mechanic to avoid damage to machined surfaces. In
immersing or spraying the part with white furnace particular, wire brushes and metal scrapers must
oil (38-40 specific gravity) or a suitable commercial
never be used on any bearing or contact surface.
Revised January, 1973 3-1

Sec~ion 3 OVERHAUL MANUAL- LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES
General Overhaul Procedures
Perm ill ShIeL No. 1
Form TiZ
sheet No 1
Lycoming EnnineNo.
Type ....__
rype__
*eeessorHoossnnr_ __
Ca’bu’e’o’ No.
SERVICE ENGINE OVERAAULRECORD AND Studs PIe4?hcllYhe
INSPECTION FOR OPPOSED ENGINES M,,,.e No. at. Lit.. oil Pas~nppa __
_:::::-rr~
SA Na.. RS No. Ml’’umll

q~snplo_orire
ceardiShaft__
Collplings Idler Implipr
Owner’s Name Ramaras
Kemar*l
Date Ree’d .Tot. Eng. Time Time Since Last Overhaul slarlelpyive
Dear
Drive
Re~son For This Overhaul Drive Ccer Bshan
Moul,ting Mounting
Starter No. Fuel Pump No. Coneratar No. Remsrks seals
nemn*r
Carburetor Int. Hsng. Prop. Ports I~eccived V,;NmPump Driur
Dear
Fuel Ulm~ Dilue
OilFittings ...........................................SpsrB Plugs srollr
CPerBShatr
Moimlins seals
Special Equipment
Right Left
""’OFLI Mo.ntinl
CranLease or Remarks
Cnneshalt
Dankeas. Cylinder
Hydysu"e Pump Drive
nlrust Rearing lournals
Gear Q Shaft
Flnishedsur(ans Moln covnmor
Rearing Jbumals
__
__
Seals
Studs Dear
_Moli"lL"G Drive
011 nlbe.
Remarks
Fins Finished Surlacrr_ Mounting
_.
Thrust Rearing Remarks

.SP~
Cranksilaft Dear
_...
Main Bearings __
3arands_
Remsrb RiehometLr Drive
Remarks Rollers
ThrustSeal
Mounting
Remarks seals
Remarks
CamFoilaver nPmrr*a
_
Rdudio" Ooqlnp
ca~mFollwPreodu_
Propeller Shelf Camshslt Dear
Finished su~´•´•´• SP1I"PI ltemarks

__..
Bearing II1Uinliil
Remarks Cam ernrinE Journals
DI’veDeur TnNncov.p Pillr
cam~ci-
Pinion Dears
nnlshp_d_8urtsE~s __
Beadnga
OilSump __
Remarks
Huusings_
__~___
Screen
---r~"
Studs
__
Remarks
Seats
Plungers
Top Cover Plate eod~
Remarks
Remarks
Form n2
Sllfft No.
FormTIZ Sheet Na 3 Illmke I´•isr Baffles

Finished SurOlelr Remarks
CnnneEtions
Ne.1 No2 No.llNo~ NaSINo.( No.l Nag
Remarks
pnrl!on Ilnm~nr
Cable
~_l_--Lli---l- -~--I=
1 ililii
_liil Remarks
Pins
s~iar _
Shroud Tubs
Remarks
Sp~rkPrYpnY%hioE
Intake Gume
ii~JI _Ma6nelo_Right_ __Tye~.

Magncto L~lt
I
I:xh.ll.L YYIYe srioi
.____TIYT
"r_m_8n_~loln C1 Illi 1
nneker nn,l Pins Generator
~pe
Inmkrqnrorarmn j Slaiter Type
Inlilke Iloeker_hrmnms, \mIPum~ h~e
nhRlist R~LrF"nnl
ii v~uumrumo nme
1II
Cxhausl Itoeker nrm Rigs.
W1TlbUlo~
le*k´•
Stem neseat
ELhaunVahcs MbON*FLUX-- FIULTs
Stem T]PSPBt
Ollter valve
M_laoi´•velYlsai~sB
Springs i_-:1 Cran4s9l_t
Countenuelghts
Tee
Mag
Shaft
Dear
_
_
ii Plr!onPin Camrih.lf
s,)rin´• Cellar Cam Follnu~Lrs
i
_Can"eCtln~Rodr Push Rods
..I~ .,i´•~ c~l´•´•
i~:
valve KeYs vne"sm__r_ulmcpar_
Finished Surfaee
~s ~nar
Piston Pin Holes
1
CanynManll.i. F
Ollnegll!alorRinBs
oil Scmpr Rings
I
Conneeting Rods
i
Bolts
i
IS,:
nrm.,,
P~Lon Rna
Piston An Plugs
Dlmsn´•la´•´•l Cheek
Out of Round Top

Dot at Round Bottom
Taper
Ma~imwn Diameter
Fi~ure 9-1. Typical Overhaul Record and r

Insgection Form
OFP161MAB^
3-2 R~s R%eeialed By
i A~P
OVERHAUL MANUAL- LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES Sec~ion 3
General Overhaul Procedurer
3-8. When grit-blasting parts, do not use sand or any 3-1G.BEARING SURFACES. All bearing surfaces
metallic abrasives. It is recommended instead that should be for scores, galling, and wear.
examined
mildly abrasive organic substances such as rice, Considerable scratching and light scoring of aluminum
baked wheat, plastic pellets, or crushed walnut bearing surfaces in the engine will do no harm and
shells be used. All machined surfaces must,of course, should not be considered cause for rejection of the
be properly and adequately masked and all openings part, provided it falls within the clearances set forth
tightly plugged before blasting. The one exception to in the Table of Limits. Even though the part comes
this is the valve seats, which may be left unprotected within the specific clearance limits, however, it will
when blasting the cylinder head combustion chamber. not be satisfactory for reassembly into the engine un-
It is often advantageous to grit blast the seats, since less inspection shows the part to be free from other
this will cut theglaze which tends to form (particulariy serious defects. Ball bearings should be inspected
on seat), thus facilitating subsequent
the exhaust valve visually and by feel for roughness, flat spots on balls,
valve seat reconditioning. Under no circumstances flaking or pitting of races, and for scoring on outside
should the pistonring grooves be grit-blasted. Ifnec- of races. All journals should be checked for galling,
essary, soak the piston in petroleum solvent and scrape scores, misalignment and out-of-round condition.
with a wooden scraper. When grit-blasting housings, Shafts, pins, etc., should be checked for straightness.
plug all drilled oil passages with rubber plugs or This may be done in most cases by using vee blocks
other suitable material to prevent the entrance of and a dial indicator.
foreign matter.
3-17. GEARS. All gears should be examined for evi-
3-9. The decarbonizing solution willgenerally remove
dence ofpitting and excessive wear. These conditions
most of the enamel on exterior surfaces. All remain-
are of particular importance when they occur on the
ing enamel should be removed by grit-blasting, parti- inPolute of the teeth; deep pit marks in this area are
cularly in the crevices between cylinder cooling fins. sufficient cause to reject the gear. Bearing surfaces
rinse
of gears should be free from deep scratches.
all
3-10. At the conclusion of cleaning operations,
However, minor abrasions may be dressed out with a
the part in petroleum solvent, dry and remove any fine abrasive cloth.
loose particles of carbon or other foreign matter by
air-blasting and apply a liberal coating of preserva- 3-18. CORROSION ON STRESSED AREAS. Fitted sur-
tive oil to all surfaces.
faces in highly stressed suiting from corrosion
areas re
can cause ultimate failure of the part. The following

INSPECTION
areas should be carefully examined for evidence of
such corrosion; interior surfaces of piston pins, the
3-11. The inspection of engine parts during overhaul
fillets at the edges of crankshaft main and crankpin
is divided into three categories; visual, structural
journal surfaces, thrust bearing races, and reduction
and‘ The first two categories dealwith
third deals gear pinions. If pitting exists on any of the surfaces
structural defects in the parts while the
mentioned to the extent that it cannot be removed by
with the size and shape.
polishing with corcus cloth or other mild abrasive,
the part must be rejected.
3-12. Visual inspection should precede all other in-
spection procedures. Do not clean any parts prior to 3-19.SCREWED FITTINGS. Screwed fittings (any
visual inspection, since indications of a dangerous
parts such as threaded fastenings or plugs) should be
operating condition may often be detected from the
inspected for condition of threads. Badly worn or
residual deposits of metallic particles found in some
mutilated threads must not be tolerated; the parts
particular recess in the engine, should be rejected. However, small defects such as
slight nicks or burrs may be dressed out with a small
3-13. Structural failures can be determined by several
file, fine abrasive cloth, or stone. If the part appears
different methods; the method employed depending on
to be distorted, badly galled, or mutilated by over-
the part involved. The´• following are a few of the
tightening, or from the use of improper tools, it must
methods employed; magnetic particle, dye penetrant, be replaced with a new one.
penetrant, x-ray and various electronic devices.
3-14. Dimensional inspections should be carried out in 3-20. MAGNETIC INSPECTION. All ferro-magnetic
accordance with measurements and tolerances as steel parts should be inspected by the magnetic
listed in "Table of Limits". particle method. The successful detection of structural
failure by magnetic inspection demands skill and
3-15. Figure 3-1 shows a typical overhaul record and experience on the part of operating personnel. It must
inspection form. This form is primarily a check list be remembered that almost any fabricated steel part
and should be employed by inspection and/or overhaul will show indications of some kind, anditis important
personnel to accurately conduct inspection and over- that the operator exercise good judgment in evaluating
haul procedures. As each item or step has been the indications. Too rigid an interpretation may result
accomplished, personnel should place check mark after in the rejection of a sound part, while on the other
the procedure to denote a finished operation. By so hand, a part showing a dangerous inttication may be
returned to service result of too casual dia-
doing, each and every inspection procedure necessary as a a
will be marked as completed and much needless repiti- gnosis. In general, areas of stress concentration must
tion avoided. Inspection personnel will be alerted, by be watched closely for fatigure cracks. These areas
above procedure, to those items not bearing a com- include such locations as keyways, gear teeth, splines,
pleted c‘heck. roots of threads, small holes and fillets.

Section 3 OVERHAUL MANUAL-AVCO LYCOMINO REDUCTION DEAR DRIVE AIRCRAFT INOINES
General Overhoul Procedure~
3-21. Proper judgment must also be used in deter- 3-26. Magnesium Parts. Magnesium parts should be
mining the amount of current (amperage) applied; too cleaned thoroughly with a dichromate treatment prior
little current will not sufficiently magnetize the part, to painting. This treatment consists of cleaning all
while too heavy an application will permanently damage traces of oil and grease from the part by using a neu-
the part by overheating and burningthin areas adjacent tral, corrosive degreasing medium followed by a
non-
to the electrodes. Again, skill and experience on the rinse. After which the part is immersed for 45 min-
part of the operator are of the utmost importance. utes in a hot dichromate solution (3/4 Ib. of sodium
dichromate to one gallon of water at 180" F. to 200"F.
3-22. CORROSION-PREVENTION. Upon completion of quantity as required). The part should be then washed
inspection, coat all steel parts with preservative oil, thoroughly in cold running water, dipped in hot water
See text under "Cleaning" in this section for recom- and dried in an air blast. Immediately thereafter the
mended mixture, part should be painted with a prime coat and engine
enamel in the same manner as prescribed for alumi-
REPAIR AND REPLACEMENT num parts.
3-23. DAMAGED PARTS. Abnormal damage such as 3-27. ShroudTubes. Shroudtubes shouldbethoroughly
burrs, nicks, scratches, scoring, or galling should be cleaned and dipped in a zinc chromate primer thinned
removed with a fine oil stone, crocus cloth, or any to spraying consistency. After the primer is dried the
similar abrasive substance. Following any repairs shroud tube should be painted on the outside with en-
of this type, the part should be carefully cleaned in gine enamel.

order to be certain that all abrasive has been removed
3-28. All paint applied in the foregoing operations
and then checked with its mating part to assure that
should preferably be sprayed; however, if it is neces-
the clearances are not excessive. Flanged surfaces
that are bent, warped, or nicked may be repaired by sary to use a brush, care should be exercised to avoid
an accumulation of pockets of paint.
lapping to atrue surface on a surface plate. Again the
part should be cleaned to be certain that all abrasive
3-29. REPLACEMENT OF STUDS. Any studs which are
has been removed. Defective threads can sometimesbe
suitable die
bent, broken, damagedor loose, must be replaced. The
repaired with a or tap. Small nicks can
method of removing studs depends on the type of stud
be removed satisfactorily with Swiss pattern files or
and manner in which it is broken. The procedure for
small, edged stones. Pipe tapped threads should not be
removing and replacing studs is as follows.
tapped deeper in order to clean them up, because this
practice will invariably result in an oversized tapped
a. If there is sufficient thread
area available on stud,
hole. If scratches or galling are removed from a bear-
use a collet
grip tool consisting of a tapered collet
ing surface of a journal, it should be buffed to a high
that threads onto stud and a housingthat slips over the
finish. All such polishingoperations must be confined
collet. Tighten bolt on top of the housing and draw
to such material and devices that willnot generate heat
collet into housing to lock puller on the stud with a
in localized areas. Also, such operations must be
followed by a magnetic particle inspection. Generally
tight grip.
it is impossible to repair cracks; however, welding
b. If the collet type tool cannot be used, drill a small
operations may be pe rf orme d in some parts of hou sings,
hole into the stud. Employ a pilot bushing to guide drill
providing the area is not a stressed section of the part.
into center to stud when stud is broken beneath the
surface of the crankcase. Redrill the hole to enlarge
3-24. PAINTED PARTS. Parts requiring use of paint it to accomodate the proper size extractor. Using the
for protection or appearance should be painted in ac- extractor, remove the stud.
cordance with the following recommendations using
material from the following list of approved materials, c. After studs have been removed, check for size and
Thinner Toluene or equivalent (AI~S3180 or equiva- condition of threads in stud holes to determine whether
lent Federal Spec. TT-T-548). Primer Zinc chro- oversize studs must be used for replacement. Coat
mate (AMSS110or equivalent MIL-P-8585). Enamel threads of studs with thread lubricant, Specification
Phthalate resin type (AMS3125C or equivalent MIL- JAN-A-669 and drive stud to correct depth by using
E-7729). a suitable stud driver.
NOTE
3-30. CORROSION-PREVENTION. At the conclusion of
all repair operations and subsequent inspection, coat
All machined bosses should be masked
all steelparts with preservative oil.
before painting. Do not paint areas under
hold down nuts where REASSEMBLY
torque is required.
3-31. CORROSION-PREVENTION. Priorto assembly

3-25. Aluminum andSteelParts. Parts shallbe clean- ofsubassemblies, all parts should be cleanedto remove
ed and degreased prior to painting. Apply one coat zinc all traces of preservative oil and accumulated foreign
chromate primer, thinned with approximately two matter. During assembly, cover all steel parts with a
parts toluene, and air dry. Apply one coat of enamel heavy coat of preservative oil. This mixture should be
and bake at 250"F. to 300"F. for one-half hour, used on all machined surfaces, especially on bearing
Enamel may be allowed to air dry but an inferior fin- surfaces, cylinder bores and piston rings. The practice
ish will result. Parts from which paint has not been of using plain lubricating oil during assembly is not
removed may be repainted omitting the primer coat, recommended.
3-4 Revised April, 1970

General Overhaul Procedure~
b. Remove or add shim laminations as required to gaskets throughout the engine. For complete replace-
obtain correct backlash. ment sets of seals and gaskets available for these
engines, consult applicable Parts Catalog.
c. Visually, and by feel, determine if the edges of
the mating gears are even. If the edge of one gear 3- 44. ARBRITRARY REPLACEMENT OF PARTS. It is
protrudes beyond the edge of the other,remove shims recommended that certain parts throughout the engine
from the protruding gear and add shims of equal be replaced at normal overhaul regardless of their
thickness to the other gear to achieve pitch align- apparent condition. Included among these are the
ment of the gears. following:
NOTE All engine oil hose

All oil seals
It ispossible to perform step (c) prior to All gaskets
step (b); that is, pitch alignment can be cor- All circlips, lock plates and retaining rings
rected before adjustment for backlash is Piston rings
made provided these precepts are ob- Propeller shaft sleeve rings
served. The removal or addition of an equal Supercharger bearing oil seal (where applicable)
amount of shim material from both gear All exhaust valves (except Inconel alloy valves)
mountings will change backlash but not All exhaust valve retaining keys
pitch alignment: The removal or addition Crankshaft sludge tubes (where applicable)
of shim material from one gearonly will Cylinder fin stabilizers
change backlash and pitch alignment. And, All bearing inserts (main and connecting rods)
the removal of shim material from one Magneto drive cushions
gear with the addition of an equal amount Stressed bolts and fastenings
of shim material to the other gear, will Stationary drive gear bolts
change pitch alignment but not backlash. Camshaft gear attaching bolts
Connecting rod bolts and nuts
3-41. It is strongly recommended that all overhaul Crankshaft flange bolts
facilities adopt a firm policy of checking pitch align- Damaged ignition cables
ment of bevel gears at the same time backlash is ad- All laminated shims
justed during engine overhaul. Crankshaft counterweight bushings
Pinion shaft rollers (reduction gear pinion cage)
3-42. TABLE OF LIMITS. The Table of Limits should All fuel line hose for model IGSO-540-A
be consulted whenever it is desired to determine the
backlash and end clearance of gears, the clearance 3-45. OILITE BUSHINGS. During overhaul cleaning
between matingmachined parts, the clearancebetween operations it is possible to wash the oil from these
moving parts which are in close contact with each other bushings. Also, if a bushing has been replaced and
and the torque limits for various nuts, screws and either reamed or broached, its porosity may be af-
fastenings, fected. Therefore, before the bushings are reassem-
bled in the engine they must be impregnated by im-
3-43. OIL SEALS AND GASKETS. When buildingup an mersing them for at least fifteen minutes in engine oil
engine during major overhaul, replace all oilseals and that has been heated to 140" F.

SECTION
IGNITION SYSTEM
OVERHAUL MANUAL.. LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES Section 4
Ignition Syrtem
SECTION IV
IGNITION SYSTEM
inside the magneto mounting pads and remove the mag-

4-1. The subject engines are equipped with either a
neto drive cushion retainers and drive cushions.
high tension ignition system or a low tension ignition
system. The high tension system supplies voltage
Remove the magneto drive gear and drive gear bearing.
directly to the spark plugs through high tensionleads. 4-6. MAGNETOS (All Models with Rear Mounted Ac-
The low tension system distributes low voltage current cessories Incorporating Heavyweight Magnetos). De-
through cables from the magnetos to individual high tachboth magnetos from the accessory hous ing. From
voltage transformer coils mounted on engine crank- the left magneto pad remove the impulse coupling
case. The low voltage is stepped up to high voltage by
adapter. Reach inside the magneto pads and remove the
the individual coils and then conducted to the spark
magneto adapters, magneto drive bearings and magneto
plugs by short lengths of high tension leads.
gears. Remove circlips from magneto Wears and push
gears through drive bearings. Remove circlips from
DISASSEMBLY
adapters and remove bearings. Remove the drive
coupling assemblies from the magnetos. Replace the
4-2.HIGH TENSIO~ HARNESS (Removal from the
nuts on the shafts to prevent damage to the threads.
Engine, Magnetos Accessory Housing). Rotate the
on
4-7. MAGNETOS (All Models with Side Mounted Ac-
engine to a normal (upright) position and remove any
clips or fastenings attaching harness to the crankcase. cessories Employing Impulse Coupling Magnetos).
Remove the six elbow terminals from the upper spark Detach both magnetos from the accessory housing.
plugs. Invert the engine and remove any clips or clamps Upon removal of the left (impulse coupling) magneto,
reach inside the magneto mounting pad and remove the
attaching the harness to the intake pipes, remove the
six elbow terminals from the bottom spark plugs. retainer and cushions and the magneto drive gear.
Complete the removal of the harness from the engine After removing the right magneto, remove the retainer
and cushions andpullthe magneto drive shaft from the
by loosening any grommets securing the harness to
intercylinder baffles and unscrewing the outlet plates accessoryhousing. Discardbothpairs of cushions. No
from the magnetos, disassembly of the magnetos is required other than the
removal of the coupling from the keyed shaft of the
NOTE right magneto. This is accomplished by removing the
cotter key, nut and washer and using a standard gear
The harness used with heavyweight magnetos puller to pull coupling from the shaft.
is removed by unscrewing the magneto ter-
minal nuts from the magneto. 4-8. MAGNETOS (All Models with Side Mounted Ac-
cessories Employing Retard Breaker Magnetos!. Mag-
4-3. HIGH TENSION HARNESS (Magnetos on Reduction netos are removed in the same manner as described
Gear). With the engine in a normal(upright) position, i, thepreceding paragraph except that couplings are
remove the six elbow terminals from the upper spark removed from the shafts of both magnetos.
plugs. Detach the clips attaching harness to cylinders.
Invert the engine and remove the six elbow terminals NOTE
from the lower spark plugs. Detachthe clamps attach-
ing the harness to the sump. Complete the removal of With the exception of the magnetos themselves
the harness by removing the outlet plates from the the parts described in the above paragraphs
magnetos. are associated with and form a part of the
accessory housing assembly, and therefore

4-4.LOW TENSION HARNESS (Removal from the should not be considered as a part of the ig-
Engine). Rotate the engine to an inverted position, re- nition system. Their removal and reassembly
move the six spark plug terminals, remove all attaching are discussed in this section, however, be-
clamps securing harness to intake pipes. Rotate the cause they are retained in position by the
engine to a normal (upright) position. Remove the six magnetos and are in danger of dropping out of
spark plug termin$ls, loosen grommets attached to the accessory housing once the magnetos are
intercylinder baffles, remove leads from the coil as- removed.
sembly. Remove the low tension cables from the coil
assembly. Unbolt and remove the coil assembly from
the crankcase. Complete the removal of the low tension
harness by unscrewing the knurled grommet which 4-9. MAGNETOS. (IGO-540, IGSO-540) Remove the
holds the ignition wire in place on the magneto. 1/2 inch magneto mounting nuts and pull magnetos
and gaskets from the reduction gear. Remove the
4-5. MAGNETOS (All Models with Rear Mounted Ac- right and left magneto drive adapters, shims and
cessories Incorporating Lightweight Magnetos). De- gaskets; withthem will come the right and left magneto
tach both magnetos from the accessory housing. Reach driven gears and the magneto drive couplings.

OVERHAUL MANUAL- LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES section 4
Ignition System
SEE TABLE FOR EXACT LENGTH

OF REQUIRED CABLE
SLEEVE
11/4"7;-1 3
MAGNETO END OF REMOVE SLEEVE SPARK PLUG ELBOW

CABLE. DO NOT CUT AND BRAID FROM 4 (110")
FROM THIS END THIS END OF CABLE
MAGNETO
(70")5
SPARK PLUG
TERMINAL NUT ASSEMBLE SLEEVE AND FERRULE
TERMINAL COLLAR
AT THIS
SPARK PLUG ELBOW NUT 7
LOCATION6 SPARK PLUG

TERMINAL SLEEVE
ENLARGED VIEW OF FERRULE a SLEEVE

BEFORE CRIMPING
Figure 4-9. Assembly Details, Ignition Cable
b. Remove three inches of sleeving and braid from f. Install a sleeve (2) over the spark plug end of the
the spark plug end of the wire, cable with the smaller end toward the spark plug end
of the wire.
c. Remove 1/4 inchof insulationfrom the spark plug
end of the wire. g. Install a ferrule (3) over the spark plug endof
the cable with the closed end toward the spark plug
d. Assemble a magnetoterminalnut (1) and a spark end of the wire. Insert the sleeve portion of the ferrule
plug elbow nut (7) over the wire. Make sure each nut between the braid and the insulation of the wire.
is placed with its threaded end toward its respective
terminal. Also, at this time assemble any grommets, h. Pullthe sleeve (2) overbraiduntilit seats firmly
baffleplates, sleeves, etc., that may be required for against the closed end of the ferrule (3).
your particular harness installation.
i. Crimp the ferrule to secure it to the cable. Use
NOTE crimping tool, P/N 64861.
The new magneto terminal nut required j. Reposition sleeving over ferrule.
with the wire may be made by reaming
new
k. Lubricate sparkplug end of wire with Dow Coming
ID of previously used nut to 0. 460/0. 470.
No. 3 compound.
e. Fold neoprene outer sleevingback away from the i. Install spark plug elbow (4) over end of wire and
spark plug end of the wire. tighten the nut on the spark plug elbow securely.
TABLE Dr-I
SHIELDED IGNITION HARNESS

CABLE LENGTH (Inches)
Old New
Ignition Ignition 7595&2~0 75958-30 75958-39. 5 75958-47. 5 75958-57. 5 75958-65
Harness Harness Cable Cable Cable Cable Cable Cable
Assy. Assy. (20 Inches) (30 Inches) (39. 5 Inches) (47. 5 Inches) (57. 5 Inches) 1(65 Inches
6T 4T 1T 3B 1B 2B
71891 75882 5T 3T
2T 5B 4B 6B
1B thru
71890 75878 5T 6T 4T 3T 2T 1T
6B
Length (Inches) 16 20 21.75 23 28.5 30 31 35 37 41 53. 5 57.5 63 65

Section MANUAL- LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES
TABLE IV-II
CONDUIT TYPE IGNITION HARNESS
Lycoming P/N 70425 Lycoming P/N 71028

Cylinder Magneto Cut Cable Conduit Sparh Cut Cable Conduit Spark
and and Length Length Plug Length Length
Plug Locati on
~usracation Number Plug
(Lncbss)
Inches (Inches)
Inc a Elbow (Incheg) LhxL,, E;i;o~
1 Bottom Left 1 58. 63 51.5 110" 66.50 59.19 70"
4 Top Left 2 20. 63 13. 5 110" 33. 06 24. 88 110"
5 Bottom Left 3 55. 63 49. 0 110" 53. 50 45. 31 70"
2 Top Left 4 26. 13 19. 5 110" 38. 94 31. 63 llD"
3 Bottom Left 5 54. 13 47. 5 lr0" 60. 44 53. 13 70"
6 Top Left 6 16. 38 9. 25 110" 26. 94 19. 63 110"
1 Top Right 1 30.13 23.0 110" 40.69 33.38 110"
4 Bottom Right 2 51. 63 45. 0 70" 62. 44 55. 13 1100
5 Top Right 3 15. 38 8. 75 110" 25. 56 18.25 110"
2 Bottom Right 4 51. 63 45. 0 70" 69. 00 60. 81
3
110"
Top Right 5 23. 13 16. 0 110" 34. 19 26. 00 110"
6 Bottom Right 6 52. 13 45. 0 70" 59. 75 52. 44 110"
Lycoming P/N 71029

Lycoming P/N72004
Cylinder Magneto Cut Cable Conduit Spark Cut Cable Conduit Spark
and and Length Length Plug Length Length
Plug Location Number Plug
(Inches) (Inches) Elbow (Inches) (Inches) Elbow
1 Bottom Left 1 58. 50 51. 13 110" 63.13 56. 0 110"

4 Top Left 2 20. 50 13.13 110" 27. 08 19. 75 110"
5 Bottom Left 3 55. 44 48. 63 110" 60. 63 54. O 1100
2 Top Left 4 25. 94 19. 13 110" 32. 38 25. 75 110"
3 Bottom Left 5 53. 94 47. 13 110" 59. 13 52. 5 110"
6 Top Left 6 16. 25 8. 88 110" 20. 38 13.25 110"
1 Top Right 1 30.00 22.63 110" 35.38 28.25 110"
4 Bottom Right 2 51.44 44. 63 70" 55. 63 49. O 70"
5 Top Right 3 15. 19 8. 38 110" 19. 63 13.0 110"
2 Bottom Right 4 51. 44 44. 63 70" 55. 63 49.0 70"
3 Top Right 5 23. 00 15. 63 110" 27. 38 20. 25 110"
6 Bottom Right 6 52. 00 44. 63 70" 57. 13 50. 0 70"
Lycoming P/N 739i6 Lycoming P/N 73927

Cylinder Magneto Cut Cable Conduit Spark Cut Cable Conduit Spark
and Length Length Plug Length Length P1ug
P1
gloeation Number (Inehes) (Inches) Elbow jlnC~1J E~PY
1 Bottom Left 1 63. 75 56, 0 110" 66. 88 59. 19 110"
4 Top Left 2 27. 50 19. 75 1100 33. 00 24. 88 70"
5 Bottom Left 3 61.25 54. 0 110" 53. 50 45. 31 110"
2 Top Left 4 33. 00 25. 75 110" 39. 25 31. 63 70"
3 Bottom Left 5 59. 75 52. 5 110" 60. 75 53. 13
6 110"
Top Left 6 21.00 13. 25 110" 27. 25 19. 63 70"
1 Top Right 1 35. 00 28. 25 IfO" 41. 00 33. 38
4 Bottom
70"
Right 2 56. 25 49. 0 70" 62. 75 55. 13 70"
5 Top Right 3 20. 25 13.0 110" 25. 88 18. 25
2 Bottom 70"
Right 4 56. 25 49. 0 70" 69. 00 60. 81 70"
3 Top Right 5 28. 00 20. 25 llD" 34. 13 26. 00
6 Bottom
70"
Right 6 56. 75 50. O 70" 60.13 52.44 700
4-8
Ignition SyJtem
m. Assemble sparkplugterminal collar (5) over end 4-27. INSTALLATION OF SHIELDED HARNESS. (All
of wire with flanged end seated in recess of spark plug Models with Rear Mounted Accessories Incorporating
elbow. Heavyweight Magnetos) Secure eachlead to its respec-
tive location in the magneto. See figure 4-10 for correct
Slip sparkplugterminal sleeve (6) over wire and

n. terminal connection. Assemble 1-3-5 bottom leads
secure by bending strands of conductor wire back from the leftmagneto and 2-4-6 bottom leads from the
against terminal. right magneto and bring across the accessory housing,
securing the assembly to the accessory housing with
o. Identify each spark plug terminal by applying twosixwayclips. Bringdownthe side of the crankcase
identification tape around sleeving or marking with and secure eachleadtoits adjacentintake pipe with an
white, waterproof ink on sleeving, near elbow, offset clamp. Assemble the 1-3-5 top leads from the
right magneto and bring forward attaching the three
4-26. The following procedure describes the method leads tothe rear shroudtube with a three way clip and
of finishing the magneto end of the cable. bracket, attach number onelead with clip and bracket
to the front shroud tube of number three cylinder.
a. Make a mark 1/4 inch from the magneto end of the Assemble the 2- 4-6 top leads and bring forward attach-
cable and strip the insulation from the cable leaving the ing in the same manner on the left side as described
wire strands exposed. Figure 4-9. for the 1-3-5 leads. Attach all spark plug terminals.
b. See figure 4-1. Assemble a washer (10) over the 4-28. INSTALLATION OF SHIELDED HARNESS. (All
magneto end of the wire. Models with Side Mounted Accessories except IGO- 5 40
and IGSO-540 Series) Secure each harness to its
c. Pulllead assembly through cable outlet plate (11) respective magneto by screwing the outlet plate (11,
until the ferrule binds in the outlet well. figure 4-1) to the plate mountingflange on the magneto.
Run the numbers 1-3- 5 bottom leads from the left mag-
d. Insert the grommet needle (consult special tool neto across the top of the crankcase, repeat with num-
section) through the small hole of the grommet (12) bers 2-4-6 bottom leads from the right magneto. Run
and over the stripped end of the lead assembly. Slide the leads downthe sides of the crankcase, attach each
grommet down needle untilit seats against the tapered lead to its adjacent intake pipe with an offset clamp,
ferrule. and screw the elbow (3, figure 4-1) onto the spark plug.
All top leads run directly from the magnetos to the
e. Assemble an eyelet (13) over the end of the spark plugs without intermediate clamps or attach-
stripped wire and seat it in the recess of the grommet. ments. Refer to figure 4-11 for correct terminal
connections when installing all leads.
f. Using the crimping tool (P/N 64861) crimp the
to the wire. NOTE
eyelet
g. Use the wire cutterto remove any wire extending The bottom leads must be installed before
beyond the eyelet. the intercylinde r baffles are attached to the

engine. After the baffles are installed,
secure the single and dual grommet cable
plates to the baffles.
4-29. ASSEMBLY OF CONDUIT TYPE HARNESS.

(Lightweight Magnetos) To assemble the Breeze igni-
tion harness, first cut the twelve individual cables to
the lengths shown in Table 4-2. Then assemble each
harness (right and left) as follows:
4-30. Trim the insulation from both ends of each cable,

cutting the insulation back .32 inch at the sparkplug end,
and .10 inch atthe magneto end. When all cables have
been treated, pair each cable withits matching conduit
(see Table 4-2) and slide the cables into the conduits
from the spark plug end, maldng sure that the magneto
and sparkplug ends of the various cables are assembled
into the proper ends of the conduits. Continue to push
the cable allthe way through the conduit until twoor
a o
three inches of cable protrude from the end of each
sparkplug elbow. Refertothe ignition wiring diagram
(figure 4-11) and arrange the cable conduit assemblies
thereafter referred to as leads) in the proper sequence.
Insert the magneto ends of the cables into the outlet
plate making sure that the number 1 cable enters the
marked hole in the plate and that the remaining cables
Figure 4-10. Ignition Wiring Diagram (Rear Mounted follow in the proper order. Slide the terminal block
Heavyweight Magnetos) onto the cable ends protrudingfrom the outlet plate and
4-9
Section 4 OVERHAUL MANUAL-AVCO LYCOMINO REDUCTION GEAR DRIVE AIRCRACT ENGINES
Ignition
TABLE 4-3
MAGNETO AND IGNITION HARNESS ASSEMBLIES
Magnetos Ignition Harness
Engine Model Right Left OriginalP/N Supersedures
435-C2 S6LN-50 S6LN-51 71914* 68253 68253

-C2A S6LN-50 S6LN-51 71914* 68253 68253
-C2A2 S8LN-20 S6LN-21 71891* 75882** 78544
-C2B S6LN-50 S6LN-51 71914* 68253 68253
-C2B1 S6LN-50 S6LN-51 71914* 68253 68253
-C2B2 S6LN-20 S6LN-21 71891* 75882** 78544
-C2B2-6 S6LN-20 S6LN-21 71891* 75882** 78544
-C2E S6LN-20 6LN-21 1891* 75882** 44
480-B SGLN- 20 SGLN-21 71891* 75882** 78544
-B1A6 S6LN-20 S6LN-21 71891* 75882"* 78544
-B1B S6LN-50 S6LN-21 71914~ 68253 68253
B1C S6LN-20 S6LN-21 71891* 75882** 78544
-B1D S6LN-20 S6LN-21 71891* 75882** 78544
-F6 S6LN-50 S6LN-51 68253 68253 68253
F1A6 S6LN-20 S6LN-21 68253 68253 68253
-C1B6 S6LN--20 S6RN-21 71890* 75878** 78545
-C1D6 S6LN-20 S6LN-21 71891* 75882** 78544
-C2C6 S6LN-50 S6LN-51 68253 68253 68253
-C2D6 S6LN-20 S6LN-21 68253 68253 68253
-C2E6 S6LN-20 S6LN-21 68253 68253 68253
-D1A S6LN-20 S6RN-21 71890" 75878** 78545
-G1A6 S6LN-20 S6LN-21 71891* 75882** 78544
-G1B6 S6LN-20 S6RN-21 71890* 75878*~ 78545
-G1D6 S6LN-20 S6LN-21 71891* 75882** 78544
-G1H6 S6LN-20 S6LN-21 71891* 75882** 78544
-G1J6 S6LN-1209 S6LN-1227 77652
-G2D6 S6LN-20 S6LN-2 71891* 75882** 78544
-G2F6 S6LN-204 S6LN-200 71891* 75882** 78544
SO-480-B1A6 S6LN-20 S6RN-21 71890* 75878"* 78545
-B1B6 S6LN-20 S6RN-21 71890* 75878** 78545
-B1C6 S6LN-20 S6RN-21 71890* 75878** 78545
-B1E6 S6LN-204 S6RN-200 71890* 75878** 78545
-B1F6 S6LN-204 S6RN-200 71890* 75878** 78545
-B1G6 S6LN-204 S6RN-200 71890* 75878** 78545
-B1J6 S6LN-1209 S6RN-1227 77619
-B2C6 S6LN-20 S6RN-21 71890* 75878** 78545
-B2D6 S6LN-20 S6RN-21 71890* 75878*~ 78545
-B2G6 S6LN-204 S6RN-200 71890* 75878** 78545
-B2H6 S6LN-204 S6RN-200 71890* 75878** 78545
480-A1A6 S6LN-1209 S6RN-1227 77652
GSO-480-A1A6 S6LN-20 S6RN-21 72004 72004 72004
-A1B6 S6LN-204 S6RN-200 72004 72004 72004
-A1C6 S6LN-20 S6RN-21 72004 72004 72004
-A1D6 S6LN-20 S6RN-21 71890* 75878** 78545
-A1E6 S6LN-20 S6RN-21 71890* 75878** 78545
-A1F6 S6LN-204 S6RN-200 72004 72004 72004
GO- A S6RN-204 S6RN-200 73678 73678 73678
-A1B S6RN-604 S6RN-600 73678 73678 73678
-B1A S6RN-204 S6RN-200 73678 73678 73678
-B1B S6RN-604 S6RN-600 72784 72784 72784
-B1C S6RN-204 S6RN-200 74871
GSO-540-A1A S6RN-604 S6RN-600 72784 72784 72784
-A1C S6RN-604 S6RN-600 72784 72784 72784
A1D S6RN-1209 S6RN-1208 79009
-A1E S6RN-1209 S6RN-1208 79009
A1F S6RN-1209 S6RN-1208 79009
-B1A S6RN-604 S6RN-600 72784 72784 72784
-R1C S6RN-1209 S6RN-1208 74871
No Longer Available; Parts On Available Not Available in ComDlete Assemb
4- 10 Revised April, 1970

Ssc~ion 4 OVERHAUL MANUAL- LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES
Ignition Syrlem
4-34. INSTALLATIONOF COND~ TYPE HARNESS. 4-36. INSTALLATlONOF CONDUITTYPE HARNESS.

(All Models with Side Mounted Accessories) Secure (All Models with Rear Mounted Accessories Incor-
each harness to its respective magneto by screwing porating Heavyweight Magnetos) Assemble leads and
the outlet plate to the plate mounting flange on the install each lead in its respective location in the
magneto. Run the 1, 3 and 5 bottom leads from the magneto. See figure 4-10 for the correct terminal
left magneto across the top of the crankcase, repeat connection. Attachthe two sixway clips, joining bottom
withthe 2, 4 and 6 bottom leads from the right magneto,
leads, to the top of the accessory housing and each
and secure the entire group of six leads to the top of the
group of three bottom leads to rear side of accessory
right crankcase half with thetwo retainers. From the housing withthree way clip. Connect eachbottom lead
split retainer, run the leads down each side of the to its adjacent intake pipe with an off set clamp. Run
crankcase, attach each lead to its adjacent intake pipe top leads directly to spark plugs fastening the number
with an offset clamp and screw the elbow into the spark one lead by a bracket secured to front shroud tube of
plug. number three cylinder and numbe r two lead by a bracket
secured to front shroud tube of number 4 cylinder.
Attach all spark plug terminals.
NOTE
The bottom leads mustbe installed before

4-37. INSTALLATION OF SCINTILLA HARNESS.
the intercylinder baffles are attached to the (100-540) Rotate the engine to an inverted position
and install the six way clamp attaching the harness to
engine. After the baffles are installed,
the sump. Attach the six wire clamp to each magneto
secure the single and dual grommets to
the baffles.
and the three wire clamp to No. 1 cylinder, the two
wire clamp on No. 3 cylinder, and the one wire clamp
to No. 5 cylinder, attach the spark plug elbows to the
4-35. With the exception of the three cable clips pre- spark plugs. Repeat in same order on 2-4-6 side.
viously installed, all upper leads run directly from Rotate the engine to a normal (upright) position and
the magnetos tothe plugs without intermediate clamps attach the 3 wire clampto No. 1 cylinder, the two wire
or attachments. Refer to the ignition wiring diagram clamp to No. 3 cylinder, and the one wire clamp to
(figure 4-11) for correct terminal connections when No. 5 cylinder. Attach the sparkplugelbows to the spark
installing all leads, plugs. Repeat in the same order on the 2-4-6 side.

SECTION
REDU CTION G EAR

Reduction Gear
wrench (1225-B or ST-38) or propeller flange span- NOTE

ner (84721) and a socket wrench to remove hex
wrench
head nut. Remove the oil retaining housing (23) and Avco Lycoming Service Bulletin No. 257
gasket (22) from the rear of the pinion cage (21). At- makes body- fit bolts compulsory when at-
tach the pinion cage puller (64698) securely to the the
taching stationary drive plate to the
cage, using the three 3/8-24 inch tapped holes pro- housings employing spline propeller
vided, and pull the cage assembly off the shaft, shafts. These bolts must be driven from
the
housing with a punch and hammer. See
5-8. Remove the nuts attaching the thrustbearing cap Repair and Replacement section for details
of modification.
(2)and remove the cap (2) and shim (3) from the hous-
ing.Pull the propeller shaft from the housing (10) and 5-11. Reachintothehousing fromthe rearandrernove
in most cases the seal (1), oilslinger (5), governor the governor drive idler shaft (37) at the same time
drive gear (7), propeller shaft seal sleeve (8) (with supporting and removing the governor drive idler gear
rings (9) attached) will come out with the shaft. Re- (36). In addition, on the IGO-540 and IGSO-540 series,
move these parts from the propeller shaft. remove the magneto drive idler shaft (45) and magneto
drive idler gear (44).
5-9. PINION CAGE (All Models). (See figure 5-3). CLEANING
Remove the circlip (27) from the
splined bore of the
pinion cage (30). Remove the pinion shaftlocking pins
5-12. Clean all reduction gear parts in accordance with
(18) either by hand, or by inserting a small screw- the
driver inside the pinion shaft to push the pins out
procedures described inSection 3 of this manual.
where tney may be grasped by a pair of pliers. Re-
INSPECTION
movethe oilretaining cups (19) from the pinion shafts.
The pinionshafts (17)should nextbe removed, using a
5-13. Inspect all reduction gear parts in accordance
smalldrift if necessary. Each shaft should be marked
as it is removed so it can be replaced in the same
withprocedures describedin Section 3 of this manual.
Refer to the Table of Limits for allfits, clearances,
location. The pinion gears (20) and spacers (15)should
be removed and marked
alignments, etc.
now so they can be replaced
intheir original location in the pinion cage at reassem-
REPAIR AND REPLACEMENT
bly. The seventeen pinion rollers (16) assembled with
each pinion gear should be removed and discarded.
5-14. Repair all parts inaccordance with the general
instructions in Section 3 of this manual. Specific in-
NOTE
structions are covered in the following paragraphs.
The circlip (27, figure 5-3) mentioned in 5-15. REDUCTION GEAR HOUSING SLEEVE. Repair
the preceding paragraph is employed only
a worn reduction gear housing sleeve according to the
on reductiongear assemblies employing a
thrust nut.
following procedure.
5-16. Seal the oil transfer holes in the sleeve with
heavy grease to prevent the entry of grinding residue
5-10. STATIONARY GEAR IA11Models). (See figure into the holes and oil chamber behind the sleeve.
5-5). Remove the cotter pins or lockwire from the
5/16-24 castle nuts and detach the stationary gear 5-17. Set up reduction gear housing on an internal
assembly from the housing. Remove the circlip (12) grinder and grind the ID of the sleeve 0. 003 to 0. 005
and withdraw the gear (20) from the drive plate (13). oversize (not exceeding 0. 005), maintaining a surface
THIS DIMENSION WAS 2.875/2.876 INCHES

WHEN NEW. GRIND 0.005 OR
fi
0.010 OVERSIZE TO CLEAN UP
SUR FACES.
SLEEVE
THESE /MIM ii
DIAMETERS i lil I /j \SEAL HOLES WITH GREASE
MUST BE CONCENTRIC~I irtia~ii I i j/ BEFORE GRINDING
ACID ETCH WORD"OVERSIZE"
TAKE INDICATOR READINGS
ON THESE SURFACES
Figure 5-7. Dimensions for Regrinding Reduction Gear Housing Sleeve
1973 5-7
Revised January,
Section 5 OVERHAUL MANUAL-AVCO LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES
Reduction Gear
finish of 20 micro-inches. If the sleeve is not cleaned 5-22. Using a No. 46 (.0810 diameter) drill, drill a
up at 0.005 oversize, grind to 0.010 0.001 oversize. hole 11/32 inch deep. Make sure that the new hole is
The inside diameter of the sleeve must be concentric sufficiently removed (preferably 180") from the old
with the inside diameter of the thrust bearing seat dowel hole. Ream the hole to .088/.089 inch diameter
within 0.003 total indicator reading; in addition, the for adepth of 5/16 inch, press a new dowel into place,
axis of the sleeve bore must be perpendicular to the and peen’the edge of the hole over the dowel.
machined front face of the housing within 0.003 total
5-23. Seal the oil transfer holes in the sleeve with
indicatorreading. The surfaces on which indicator
readings to be taken marked heavy grease to prevent the entry of grinding residue
are are on figure 5-7.
into the holes and the oil chamber behind the sleeve.
Acid etch the word oversize on the flange at the rear
Set up the reduction gear housing on an internal grinder
of the housing sleeve.
and grind the ID of the sleeve to 2.875/2.876 inches.
Note that this ID must be concentric withthe ID of the
5-18. If reduction gear housing sleeve is ground 0.005
thrust bearing seat within .003 totalindicator reading;
oversize, use standard propeller shaft seal rings when
in addition the axis of the sleeve bore must be perpen-
assembling reduction gear. If housing sleeve has been
dicular to the machined front face of the housing within
ground 0.010 oversize use 0.010 oversize propeller
.003 total indicator reading. The surfaces on which
shaft seal rings during assembly.
indicator readings must be taken are marked on
5-19. If the sleeve cannot be cleaned up by grinding figure 5-8.

0.010 oversize, it must be replaced according to the
5-24. Scrape all grease and accumulated grit away
following procedure:
from the oil transfer holes and clean the housing
5-20. REPLACEMENT OF REDUCTION GEARHOUS- thoroughly with petroleum solvent and compressed air.
ING SLEEVE ON ENGINES WITH NO. 20 SPLINE OR CAUTION

NO. 30 SPLINE PROPELLER SHAFT. Remove the
Make sure that all the transfer holes are
.0905/.0910 diameter brass dowel from the flange of
open and the oil chamber behind the holes
the sleeve by drilling. Make a reference mark on the
free from grease or grinding residue.
housing adjacent to the dowel hole. Heat the reduction
gear housing to 350" F. for 20 minutes; at the end of 5-25. REPLACEMENT OF REDUCTION GEARHOUS-
this period the sleeve can be easily removedfrom the ING SLEEVE ON ENGINES WITH FLANGED PRO-
housing. PELLER SHAFT. (See figure 5-9.) Remove the .125
diameter dowel from the flange of the sleeve by drill-
5-21. Make sure that no raised burrs of metal exist ing. Make a reference mark on the housingadjacent to
around the edges of the dowel hole andthat the rest of the dowel
hole. Heat the reduction gear housing to
the sleeve seating surface in the reduction gear housing 350" F. for 20 minutes; at the end of this period, the
is smooth and clean. Heat the.reduction gearhousing to sleeve can beeasily removed from the housing.
350" F. for 20 minutes and cool the new sleeve to as
NOTE
low a temperature as facilities will permit. Insert the
sleeve into position housing from the rear, mak-

in the
ing sure fully inserted as far as it
that the sleeve is
will go. When properly seated, the front of the sleeve The dowel is inserted at a 30" angle into the
should protrude from the sleeve mount in the housing sleeve flange and reduction gear housing as
approximately 7/32 inch (.22). (See figure 5-8.) shown in figure 5-9.
REMOVE OLD DOWEL
SLEEVE
SEAL HOLES WITH GREASE

THESE DIAMETERS
1.66 RA BEFORE GRINDING
MUST BE CONCENTRIC
-Iq INSTALL NEW DOWEL
’~AKE INDICATOR READINGS

ON THESE SURFACES
Figure 5-8. Replacement of Reduction Gear Housing Sleeve (No. 20 and No. 30 Spline Propeller Shaft)

OVERHAUL MANUAL- LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES Section 5
Reduction Geclr
5-33. PROPELLER GOVERNOR DRIVE ADAPTER

BUSHING (All except GO-435-C2, -C2E). Re-
Models
move, by drilling or other means, the pinholding the

REMOVE OLD DOWEL
bushing in place. Using a suitable arbor press, press
´•i
the bushing out of the adapter.
SEAL HOLES WITH
THESE OIAM~RG
BREASE BEFORE
MUST E~ CONCENIRIC
GRINDING
5-34. Using a suitable arbor press, press the bushing
INSTALL NEW DOWEL
flange until seated against the rear of the adapter.
TAKE IFDICATOR READIN(3S B"$Z~

ON THESE SURFACES 5-35. By clamping part on angle plate or other suit-
able surface and aligning existing hole with drill
Figure 5-9. Replacement of Reduction Gear Housing press spindle and using a No. 46 081) drill, drill
Sleeve (Flanged Propeller Shaft) through bushing and ream 088 089 diameter. Press
in STD 394 pin and peen edge of hole with approximate
5-26. Make sure that no raised burrs of metal exist 1/2 inch ball. Shear or file excess length from inside
around the edges of the clowelhole and that the
rest of of bushing.
the sleeve seating surface in the reduction gear housing
is smooth anclclean. Heat the reductiongear housing to
5-36. Locate in chuck jaws or clamp to the face plate
350" F. for 20 minutes and cool the new sleeve to as low
a temperature as facilities willpermit. Insert the
Of diamond bore or equivalent machine and indicate
sleeve into position in the housing from the rear, making pilot diameter and face untiltrue. Bore inside diameter
to .875 .876 inch. Bore must be concentric within
sure that the sleeve is fully inserted as far as it will
.002 total indicator reading and square with pilot face
go. When properly seated the front of the sleeve should
to within .001 totalindicator reading. Check bore with
be even with the front of the sleeve mount in the reduc
a suitable plug gage made to class "X" tolerances in
tion gear housing.
"American Gage Design Standards".
5-27. Using a No. 31 120 diameter) drill, drill a hole

5-37. MAGNETODRIVE lDLER GEAR BUSHING (IGO-
3/8 inch deep at a 30" angle as shown in figure 5-9.
540 and IGSO- 540 Series). Remove, by drilling or other
Make sure that the new hole is sufficiently removed
means, the pins that hold the bushings in place and
(preferrably 180") from the old dowel hole. Ream the
press the bushings out of the gear.
hole to .123/. 124 inch diameter for a depth of 11/32
inch, press a new dowel into place and peen the edge
of the hole over the dowel. 5-38. Using a suitable arbor press, press the bushing
into bevel end of gear untilflush. Reverse the gear and
press bushing into spur end of gear until flange is seated
5-28. Grind the ID of the sleeve to the proper size in
against gear.
accordance with paragraphs 5-23 and 5-24.
5-29. GOVERNOR DRIVE IDLER GEAR BUSHINGS (All 5-39. By setting gear in an appropriate "V" block and
Models except GO-435-C2, -C2E). Remove, by drilling aligning existing holes ingear with drill press spindle,
or other means, the pins holding the bushings in place, using No. 46 081) drill, drill through bushing and
Using a suitable arbor press, press the old bushings ream .088 .089 through two holes. Press in two STD
out of the gear. 19 pins and peen edge of hole with approximate 1/2 inch
diameter ball. Shear or file excess length of pin from
inside of bushing.
into the spur gear end untilflush. Reverse the gear and
press bushing in until flange is seated against gear. 5-40. jaws or by clamping to the face
Locate in chuck
plate of a diamondbore
or equivalent machine and in-
5-31. Set gear in an appropriate "V" block and align dicate over 1443 diameter rolls) to bring pitch clia-
existing holes in gear with drill press spindle. Using meter true andbore bushing to inside diameter of .501
a No. 46 081) drill, drill through and ream holes to.502 inch. The bore must be concentric with pitch
.088 .089 through two holes. Press in two STD 798 diameter of both gears within .003 total indicator read-
pins andpeen edge of holes with approximate 1/2 inch ing and square with face within .002 total indicator
diameter ball. Shear or file excess length of pin from reading. Check bore with suitable plug gage made to
inside the bushing. class "X" tolerances in "American Gage Design Stan-
dardss
5-32. Locate the chuck jaws clamp

or to the face of a
diamond bore or equivalent machine andindicate over 5-41. INSTALLATION OF GOVERNOR DRIVE IDLER
1443 diameter roils) to bringpitch diameter true and SHAFT BUSHINGS (All Models except GO-435-C2,
bore bushings to inside diameter of .501/. 502 inch. -C2E, IGO-540 and IGSO-540). Earlier models were
Bore must be concentric with pitch diameter of both manufactured withoutbushings in the holes of the gov-
gears within .003 and square with faces within .002

ernor pads. Experience has proven that the life of the
total indicator reading. Check inside diameter with reduction gear can be extended by installing bushings
suitable plug gage made to class "X" tolerances in in the holes of the governor pacts. The modification
"American Gage Design Standards". can be accomplished in the following manner.
5-9´•
Section 5 OVERHAUL MANUAL- LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES
Reduction Gear
5-45. Install a bushing in the rear governor pad in same
manner as described for the front pad. Figure 5-12.
0-48. Set up the housing on the jig bore locating in the

described in paragraph 5-42.
LZ~ same manner as
5-47. Bore out the ID of the bushing .500/.501 and

break edge .015. The ID of these bushings must be
square with the front face of the rear idler shaft boss
within a .005 total indicator reading. Figure 5-12.
yJ 5-48. Use a 3/16 inch drill to drillout the oil passage

that feeds the rear bushing to make sure this passage is
open to carry oil out to the governor drive idler gear.
NOTE
This operation requires skilled personnel and

precision machinery. If either of thesetwo
are not available, the housing can be sent back
to the factory for modification.

PROP"
HOLE MUST BE ON F~ THRU
GOV. PILOT DIA. WITHIN.O01
5-49. A check must be made at assembly of reduction
gear to make certain allfits are within service limits.
Figure 5-10. Location of Governor Drive
Idler Shaft Hole 5-50. REPLACEMENT OF MAGNETO DRIVE ADAP-
TER ASSEMBLY BUSHINGS (IGO-54D and IGSO-540
5-42. Set up the housing on a suitable jig bore by locat- Series). Remove, by drilling or other means, the pins
ing on the 2.875/2.876 diameter and the center line of that hold the bushings in place and press the bushings
the propeller governor pilot diameter (3.125/3.126 out of the adapter.
diameter) as shown in figure 5-10.
5-43. With the housing properly located proceed to bore
until flushwith counterbored surface. Reverse adapter
(.5615/.562’5 diameter) the hole in the rear governor is seated
and press the second bus hing in until the flange
pad. (break through) Hole must be on center line
against adapter.
through propeller governor pilot diameter within .001
(figure 5-11). Bore the hole in the front governor pad to 5-52. Clamp adapter other suitable
on angle plate or
the same diameter and to a depth of.410 -1´• .010,
surface and aligning existing holes
adapter with drill
in
(Fi~ure 5-11.) Hole must be on center line tnough 081) drill, drill through
press spindle, using a No. 46
propeller governor pilot diameter within .001.
bushing and ream .088/.089 through the two holes.
5-44. Remove the housing and use a suitable arbor Press a STD 798 pin into flanged bushing and STD 875
press to install a bushing in the front (propeller end) Pin into other bushing and peen edge of hole with appro-
governor pad "Flush to.005 below surface". Figure ximate 1/2 inch diameter ball. Shear or file excess
5-12. length of pin from inside of bushing.
.5615 REAM
THIS DIBMETER MUST BE

S~Ui\RE WITH THIS FPCE PRESS BUSHING IN PLUSH
WITHIN.OOS TOT~L INDICITOR TO.OO5 BELOW SURFP~CE
READING
.41~.OIC
Figure 5-11. Governor Drive Section Showing Figure 5-12. GovernorDrive Section ShowingBushing
Diameter and Depth for Boring Bore Diameter and Bushing Assembly
5-10
OVERHAUL MANUALI LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES section 5
Reduction Geor
5-53. Locate in chuck jaws or clamp to the face plate

of a diamond bore or equivalent machine and indicate
pilot diameter and faces until true and bore inside

diameter to .562/.563 inch. Bore must be concentric
with the pilot diameter within .002 total indicator
reading and square with the pilot face within .001 per .6se
~fip-
inch. Check bore with suitable plug gage made to
r........~ ~Y act.
Standards".
5-54.MODIFICATION OF REDUCTION GEAR AS-

SEMBLY TO INCORPORATE BODY FIT BOLTS. (All
C LI
Models with 20 Spline Propeller Shafts). To prevent
radial movement of the stationary gear drive plate,
it is recommended that all engines, not already so
~t´•t iou. PF
JHacEs
equipped, be modified to incorporate body fit bolts.

The procedure for effecting this modification is as
follows:
.152 M~.
5- 55. Fasten stationary drive plate in position in reduc

tion gear housing using only two bolts and nuts instead
iiiii iii i
of four. Make sure both nuts are tightened sufficiently
to keep the drive plate from moving.
_11 1 iiii i;i
5-56. Measure the bolt holes to determine which bolts

and reamers (7, 8 or 9, figure 13-2) are required.
5-57. Having determined the proper size reamer,ream

the two vacantattaching bolt holes in the stationary gear C’BOAE nYTVRe
drive plate and reduction gear housing to the proper
dimension. Ream through both the drive plate and the
Figure 5-13. Dimensions to Manufacture
housing at the same time.
Counterbore Fixture
5-58. Assemble two of the proper size body-fit bolts
into the reamed holes and tighten nuts securely to
5-65. After drilling, clean the housing thoroughly in
hold stationary gear drive plate in place.
petroleum solvent, taking particular care to see that
the oil holes are free of chips. Blow out the oil holes
5-59. Remove the two remaining original bolts from
their location and ream these holes in the manner with compressed air.
described in paragraph 5-57.
5-66. The counterbore fixture required for the above
5-60. Disassemble the drive plate from the reduction modification can be purchased from your Lycoming
gear housing and clean the parts thoroughly, distributor or fabricated with the materials and dimen-
sions shown in figure 5-13.
5-61. MODIFICATION OF REDUCTION GEAR HOUS-
INC AT MAGNETO DRIVE ADAPTER PAD (IGO-540 5-67. MODIFICATION OF REDUCTION GEAR HOUS-
and IGSO-540 Series). On earlier models of the subject ING AND THRUST BEARING CAP. On earlier models
engines there might be a seepage of oil between the ,f the GO-435-C2B, GO-480-B Series, GO-480-D1A,
reduction gear housing and the magneto drive adapter. ..d GO-480-F2A6, the possibility of propeller shaft
Later models have incorporated oil seal rings at the .il seal leakage exists due to an insufficeint oil drain
magneto drive adapter pads on the reduction gear area. To correct this situation, the following modifica-
housing. To incorporate this modification the following tion is required:
procedure must be followed:
a. Increase the size of the 1/4 inch oil drain hole,
5-62. Place the reduction gear housing on a suitable located in the bottom of the thrust bearing seat in
holding fixture and install the counterbore fixture (10, the reduction gear housing to 5/16 inch diameter
figure 13-2), fastening the fixture to the magneto drive (figure 5-14).
adapter mounting studs with appropriate washers and
nuts. b. Modify the thrust bearing cap to increase the oil
drain area between the cap and the bearing in the fol-
5-63. Mount the four flute flat bottom drill (11, figure lowing manner:
13-2) in the spindle of a suitable drill and using stop
collar (12, figure 13-2) proceed to counterbore the oil 1. Cut a .09 inch recess on adjoining surfaces of
hole to a depth of .063/. 070 inch. Check the depth with the cored slot, a distance of .63-.69 inch from
a suitable depth gage, the center of the cored slot (figure 5-15).
2. Shape .03 inch radius the bottom corners
5-64. Reverse the reduction gear housing and repeat a on
the above steps in the other magneto drive adapter, of the .09 inch recess as shown in figure 5-15.
5-11
Reduction Gear
5-85. PROPELLER SHAFT AND THRUST BEARING tached to the studs in the reduction gear housing with
(Flanged, 20 Spline without Thrust Nut and 30 Spline four 5/16 inch castle nuts; torque the nuts to specified
Propeller Shafts). See figure 5-4, 5-5 and5-6. Assem- limit (see Table of Limits) and secure by installing
propeller shaft will be greatly facilitated by an AN-381-2-8 cotterpin in each nut.
bly of the
the use of a suitable assembly jig. Such an assembly
jig for assembling flangedpropeller shaft assemblies 5-90. INSTALLATIONOF PINIONCAGE (Modelswith
is shown in figure 5-23. With the jig firmly attached Flanged Shafts, 20 Spline without Thrust Nut, and 30
to the workbench, install aWoodruff key on the prop-
Spline Shafts). Slide the pinion cage assembly into place
eller shaft and place the shaft in the jig, on the propeller shaft, pressing cage down until it bot-
toms on the seal sleeve. Place lockplate (24) on shaft

5-86. See figure 5-4. Insert a new oil seal (1) in the with the tangs on the ID facing the cage and rotate the
thrust bearing cap (2) andslide the cap down over the lockplate so that the tangs engage the slots in the rear
propeller shaft until the cap rests on the six pins in
face of the oil retaining housing. Draw a reference
the jig,
mark, with a soft pencil, on the lockplate and oil re-
taining housing as shown in figure 5-21. This mark is
NOTE made so that the mechanic can determine the position
of the tangafter the nut has been tightened. The heavy
Before assembling the cap on the shaft,
torque applied to the retaining nut may bend or shear
apply a coating of Stanolith No. 57 (or off the tangs. If the reference marks do not align after
equivalent) to the contact surface of the oil the nutis tightenedit means the tangs have either bent
seal. or sheared off and the loc~cplate must be replaced. A
conventional two inch socket wrench may be used to
5-87. Slide the thrust bearing (6) down over the pro- tightenthe hexagonalnut to specified torque (Ref. 837,
peller shaft until the bearing rests on the thrust bearing Table of Limits).
cap. Temporarily assemble the reduction gear housing
(10) onto the cap (2); secure the housing in place with NOTE
six3/8-16 nuts, tightening the nuts until the housing is
seated evenly and firmly on the thrust bearing. Measure
the clearance between the cap and the housing with
A press fit, betweenthe splines of the pro-
peller shaft and the pinion cage, must be
feeler gage and then measure the thickness of the thrust
obtained. (See Table of Limits, reference
bearing cap shim (3) with a micrometer; the clearance
No. 673). If this fit is found to be loose,
minus the shim thickness willequal the thrust bearing
and all parts are otherwise satisfactory,
cap clampfit (see Table of Limits). Replace the shim
if it is toothin; if the shim is too thickit may be reduced press fit may be obtained as described in
to proper thiclmess by peeling off laminations tin incre-
the note following paragraph 5-84.
ments of 0. 002).
5-91. RMGGEAR ASSEMBLY. Althoughthe ringgear
5-88. Remove the reduction gear housing and thrust and drive plate (24 and 33, figure 5-3) are actually a
bearing. Place shim on thrust bearing cap and thrust part of the reduction gear assembly, they are installed
bearing slinger on the seal, making certain that the onthe crankshaft front flange, andthe method of secur-
offset s:ide of slinger is facingthe thrust bearing. Re- ing the ring gear assembly to the crankshaft will be
assemble thrust bearing on cap and then slide the gov- covered in Section 9 of this manual.
ernor drive gear (7) ton IGO-540 and IGSO-540 series
engines, this is called magneto-governor drive gear)
down over propeller shaft until it is seated on the keys 5-92. INSTALLATION OF REDUCTION GEAR. Upon
and bears against thrust bearing. Assemble four pairs completion of assembly of the crankcase (see Section
of propeller shaft sealrings (six pairs on flangedpro- 9) the reduction gear may be installed on the crank-
Guidethe into position, being
assembly carefully
peller shafts, see figure 5-22) on the propeller seal case.
sleeve and slide the sleeve up into housing from the sure that the propeller shaft enters the
pilot end of the
front elld. 6he insertion of the seal rings into the bushing in the crankshaft and that the ring gear and
housing sleeve (11, figure 5-4) is aided by a slight pinion gears mesh properly. Secure the unit to the
chamfer provided at the front end of the sleeve. )Now crankcase with eight 3/8 inch plain washers, lock-
carefully lower the assembled reduction gear housing washers and nuts. Present production models of the
down over the propeller shaft; note the position of the IGO- 540 and IGSO-540 use a palnut instead of the lock-
washer mentioned in the preceding sentence.
keyway in the seal sleeve and rotate the sleeve as
necessary while lowering the housing in order to guide
the keyway onto the key in the shaft. It may also be
necessary to rotate the governor idler gear (36) land 5-93. REPAIR OF WORN PINION GEAR CAGES.
the magneto drive idler gear on the IGO-540 and Pinion gear cages that have become worn in the pinion
]IcSO- 540 series) to permit it to meshwith the governor shaft holes may be repaired. Service procedure allows
(magneto-governor) drive Secure the thrust the enlarging of the holes in the cage and using oversize
gear.
bearing cap to the housing with six 3/8-24 thin self- pinion shafts and undersize rollers. This procedure is
locking nuts and plain washers;tighten the nuts to speci- accomplished as described in the following paragraphs.
fled torque (see Table of Limits). To repair pinion cage on IGSO-540-A1E S/N 2558-50
and up and IGSO-540-A1A, -A1C, -A1D, -B1A and
5-89. ?’he stationary gear and drive plate (20 and 13), -B1C S/N 2802-50 and up consult Service Instruction
which were assembled previously, should now be at- No. 1236.
1973 5-17
Revised January,
Cn arn
E4
Xvl
TABLE V-I
PINION CAGE PINION SHAFT PINION ROLLERS I o
Pinion
Cage ShaftHole II I I II I I Color Code Quantity ;a
Assembly Pinion Cage Diameter in II I I Identification II I I (onpartor in Each I
Part No. Part No. Pinion Cage Part No. Shaft Diameter Mark Part No. Roller Diameter package) Assemblyl
69876 68297 .5568/;5576 65986-A .5566/.5568 A 65985 .1245/.1250 None 102

65986-B .5568/.5570 B II I I I I
65986-C 55 70/. 5572 c II I I I I z
69876-P11 68297-P11 .5684/. 5692 65986-P11-A .5682/. 5684 j P11-A 65985-P11 .1190/. 1192 Yellow 108 r
65986-P11-B .5684/. 5686 P11-B II I I I I r
65986-P11-C .5686/. 5688 P11-C II 1 I I n~

69876-P22 682n7-P22 .5792/. 5800 65986-P22-A .5790/. 5792 P22-A 65985-P22 .1136/. 1138 Purple 114
65986-P22-B .5792/.5794 P22-B
65986-P22-C .5794/. 5796 P22-C II I I I I o
67489 66875 .5568/.5576 65986-A .5566/.5568 A 65985 .1248/.1250 None 102

65986-B .5568/.5570 B
65986-C .5570/.5572 C
67489-P11 66875-P11 .5684/. 5692 65986-P11-A .5682/. 5684 P11-A 65985-P11 .1190/. 1192 Yellow 108
65986-Pll-B .5684/. 5686 P11-B II I I I I e
65986-P11-C .5686/. 5688 P11-C II I I I
67489-P22 66875-P22 .5792/. 5800 65986-P22-A .5790/. 5792 P22-A 65985-P22 .1136/. 1138 Purple 114
65986-P22-B .5792/. 5794 P22-B II I I I I
65986-P22-C .5794/. 5796 P22-C (I I I 1 5
69736 67395 .5568/.5576 65986-A .5566/.5568 A 65985 .1248/.1250 None 102

65986-B .5568/.5570 B T:
65986-C .5570/. 5572 C II I I I I P
~d 69736-P11 67395-P11 .5684/. 5692 65986-P11-A .5682/. 5684 P11-A 65985-P11 .1190/. 1192 Yellow 108
65986-P11-B .5684/.5686 P11-B m
65986-P11-C .5686/. 5688 P11-C

O
"a
1:
69736-P22 67395-P22 .5792/. 5800 65986-P22-A 5790/. 5792 P22-A 65985-P22 .1136/. 1138 Purple 114 m
v,
65986-P22-B .5792/.5794 P22-B
I I 11 65986-P22-C .5794/. 5796 P22-C
Reduction Gear
ST-14a aoJusmsLE SPACER

CAUTION
cwsmo# IN PINION CAGE BE-
TWEEN REAMED HOLES TO
SUPPORT CAGE WHEN SIZING With a handfeed, the correct spindle speed
~Y B/LLLISPRESSEO THRU.)
1T-I1F1 liB1
for reaming the pinion shaft holes is 70
ST-147-2.5802 RSPl~Olr6 LOCXECRII
RPM. Excessive speed could cause over-
SIZING BALLS (PRESSED
THRU REAMED HOLES TO size holes and accelerated tool wear.
BURNISH TO SIZE) d, 1.
DET. 5 LOCK PLPTE
-149 DET. 4 SPLINED BUSHING (SELECT 5-98. Insert the adjustable spacer, ST-148, between
’O’TC" roB"’LUm
LOCnTESCPSIEINCENTER the twoflanges the cage atihe plnionshaft hole that
on
OF FIXTURE.I
reamed in the previous step. Tighten it sufficiently
r
was
ST-150-l.!i682/5677 IN. Dm.
to prevent deflection during the burnishing operation
D1ST-149
ST-150-2 .5790/.5785 IN. DIPi.
(USE- I FOR- PII AND

-2 n)R-P22 OVERSIZE
ST-149 DET 7 0.5671 IN.OIPI
in the following step.
PINION SHAFT HOLESI
DET.B 0.5779 IN.Olb.
FIRST D~ND SECOND REnMED

5-99. Using a brass or aluminum bar for a drift,
HOLES TO LOCATECAGE
pls., the sizing ball BT-141-1 or 51~-147-a) through
the reamed holes.
U’iJ-
nRE REPIMEO.)
:3T-I49 DET.P
I)RILL BUSHINGSs-?’ ST-149 DET. I
LOCATING FIXTURE(SUPWRTS PINION
CAGE DURING REAMING OPERATION.)
5-100. After the first pinion shaft hole has been reamed
and burnished, check carefully far uniformity of size.
Lf out-of-round, egg-shaped, or otherwise deviates
Figure Ei-25. Tools Requiredfor Repair of Pinion Cage from normal concentric holes, check theequipment to
determine and correct the cause before proceeding with
5-94. Inspect the pinion shaft holes in the pinion cage the next step.
for size and out-of-round. This cannot be determined
by the feel of the shaft as it is pushed in the hole. If 5-101. Remove the adjustable spacer, ST-148, from
the hole is oval the shaft may stillappear to fit per- the pinion cage. ~nstall alignment pin (detail 7 or 8 of
fectly. ‘~se a telescoping gage or similar small hole ToolNo. ST-149) in the holes just reamed and align
gage thatis sufficiently accuratetoindicate difference the fixture to ream the pinion shaft hole located oppo-
in diameter throughout the total length of the hole. If 180" from the holes with the alignment pin.
site, or
any pinion shaft hole exceeds 0. 5576 inch diameter at Be the cage and fixture are both seclrrely fastened,
sure
any location within the hole, all of the pinion shaft then ream and burnish as described in paragraphs
holes in the cage must be reworked. There are two 5-97, 5-98 and 5-99.
oversizf! fits provided, in increments of about 0. 011
inch. See Table V-I for correct size to choose. (If 5-102. After the second pinion shaft hole has been
hole size is not greater than 0. 568, use the first, reamed and
or burnished, install the second locating pin
-P11 size. n hole size is more than 0. 568 but less (detail 7 or 8 of tool ST-149) and proceedto ream and
than 0. 579, use the second, or -P22 size. If any pinion burnish the four holes.
remaining Be sure to use the
shaft hole exceeds 0. 5790 inch diameter, any attempt adjustable spacer, ST-148, at each hole location before
to repair the cage is not permitted. pressing the sizing ball through it.
NOTE
5-103. Select pinion shafts for each of the six holes
The drillpress used in the following opera- to give a handpushfit inthe newly reamed holes. Over-
tions must be capable of holdingthe reamer size part numbers for the pinion shafts are shownin
perfectly concentric without any appre- Table V-I.
ciiLble wobble or chatter. Cuttingoil should
feed constantly to the work during the 5-104. Markthe end of eachpinion shaft with the num-
reaming operation. ber of the hole in the cage in which it has been selected
for fit. Numbers for the holes will be found stamped
5-95. See figure 5-25. Place the fixture, ST-149, on near the edge of each hole in the cage. Steel stencils
parallel bars, on the drill press table and clamp it with numbers .06 inch high willbe suitable for this
securely. The parallelbars are to be positioned to purpose. See figure 5-26.
provide clearance for the reamer pilot. Be sure the
fixture is exactly square with the drill press spindle.
EACH PINION SHAFT HOLE IS

5-96. Select the correct spline bushing, detail 3 or 4
STAMPED TO INDICATE LOCATION
of ST-149, for the cage to be repaired. Install it over
the fixture, along with the pinion cage. Fasten the /fh-- STAMP EACH PINION SHIFT TO
INDICATE LOCATION (.O6 HIGH STENCILI
assembly with the plate washer and capscrew. Y @IW~
5-97. Align the holes of the cage with the holes of the ACID ETCH EACH PINION GEAR ON
,9 SIDE OF TOOTH TO INDICATE LOCATION

fixture by means of the pilot end of the reamer, ST-150.
Be sure cage and fixture are tightened securely and cose2b
proceed to ream one of the pinion shaft holes. Use \Aao ETCH SUFFIX’PII"OR’P22"
reamer ST-150-lfor -P11 oversize ST-150-2 for
or TOPARTNUMBER (LETTERS.DHIGH)
-P22 oversize. Hardened steel drill bushings, ST-
149-2, are ptovided in the fixture for guiding the Figure 5-26. Location of Identification Marks on
reamer. Pinion Cage, Shaft and Gear
Revised January, 1973 5~19

OVLRHAUL MANUAL- LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES Section 5
Reduction Gear
5-114. Remove the top and adjacent stationary gear

drive plate studs. See figure 5-30 for location of these SPOTFACE THIS AREA
studs. Also, remove the locating dowels if they appear TO OBTAIN BOSS THICKNESS
AS SHOWN
to be loose.
5-115. Reassemble the top stationary gear drive plate,

using the remaining two studs. Tighten the attaching
nuts securely.
5-116. Using reamer (P/N 64891) ream the two stud
0.490
holes, through both the plate and the housing. 0.510
5-117. Removethe stationary geardrive plate and the

remaining two studs from the housing.
5-118. Install the pilot of the back-spotfacer (P/N

ST-112) and assemble the spotfacer over the end of the
pilot. Reduce the thickness of the section through the
reamed holes to 0. 490 0. 510 inch. See figure 5-31.
REMOVE STUDS FROM THESE

LOCATIONS AND REAM HOLES
WITH PLATE SECURED BY
REMAINING TWO STUDS
Figure 5-31. Section Through Housing Showing Area

to Spotface
1 5-124. modification will change
Accomplishment of this
the part number of reduction gear assembly. Peen off
old part number from housing and stamp new number
in its stead. The applicable numbers follow:
Gear
Figure 5-30. Partial Interior View of Reduction to 74510
Housing Showing Location of Top, Stationary Drive Change P/N 69346 assembly
Change P/N 70412 assembly to 74511
Gear Plate Attaching Bolt Hole
Change P/N 71803 assembly to 74512
5-119. InstallaSTD-SS washer over aAvco Lycoming

P/N 71184 body fit bolt and assemble it through the STD-se COTTER PIN
housing; installthe stationary drive plate in the housing STD-IOI~ NUT
over the bolt and secure it with a STD-1O1J nut. See STD-~3 WASHER
figure 5-32. 71184-B0LT
5-120. Ream theremaining two stud holes and back

spotface remaining
the two bosses as described in ,,,_
YIPSHER IS ASSEMBLED BETWEEN
paragraphs 5-116 through 5-118. HEAD OF BOLT AND HOUSING NOT
BETWEEN NUT AND HOUSING ~6597B-STATK)NPIAY GEARDRIM
PLATE ASSEMBLY
5-121. Clean drive gear plate and housing thoroughly
to remove all traces of chips and metal particles that
the modification process.
may have accumulated during
5-122. Install the stationary gear drive plate in the
reduction gear housing using four body fit bolts as
described in paragraph 5-119, see figure 5-32.
5-123. Replace the thrust bearing plate retaining studs,

if removed, in the front face of the housing. If the Figure 5-32. Section Through Housing Showing
studs are loose, use oversize studs to obtain atightfit.
Assembly of Body Fit Bolt
5-21
Reduction Gear
NOT GRIND INTO THIS RADIUS
rDO GRIND OVER THIS DISTANCE ONLY

Mask the areas that are not to be plated and place the
shaft inthe plating solution. Apply reverse current for
:’1
15 to 30 seconds, (the shaft is the anode) at a current
"1 density of 200 amperes per square foot.
5-132. Hard chrome plate the area shown in figure 5-34.

The diameter of the area after plating should be appro-
ximately 1. 254 inch. Remove mask.
1.233
DIA. 5-133. Flash copper plate the entire surface of the
1.242
shaft. Thickness of the copper plate to be 0.0003/0. 0005
inch.
DO NOT GRIND BEYOND THIS 5-134. Bake the shaft for 1 hour at 750"F. (400"C.
.03 R LIMIT. IF SURFACE DOES NOT
CLEAN UP SHAFT CANNOT 5-135. Remove the copper plate from the shaft by
BE SALVAGED careful vapor blast. (If facilities for
vapor blasting
are not available, remove the copper plate by immers-
Figure 5-33. Section of End of Shaft Showing Surface ing the shaft in a concentrated sodium cyanide solution;
to be Ground Prior to Plating 15 of sodium
ounces cyanide per gallon of water.
5-125. REPAIR OF PROPELLER SHAFT PILOT 5-136. Grind the plated area to 1.2490/1.2485 inch
BEARING SURFACE. Bearingsurface, wornor other- diameter. Be sure to use coolant and avoid heavy cuts.
wise damaged, may be repaired by chrome plating. Remove any plating that may have extended into the
Repair the bearing surface in accordance with the radius. A surface finish of 8 micro inches is required
following procedures. for this bearing surface, a grinding wheel No. 60-K9-V
will produce a finish of this quality.
5-126. Remove any plugs or other parts that may be
assembled ontheshaft. Inspectcarefullyto make sure 5-137. Examine, by the magnetic particle method, for
the shaft has other defects that would make it unsuit-
no
any indication that may have developed during the grind-
able for further service. ing process.
5-127. Mountthe shaftin anexternal grinder and make 5-138. Bake the shaft for 3 hours at 300"F. (140"C.).
sure it is perfectly centered because all bearing sur-
faces must be concentric with each other within .001 5-139. Assemble new plugs to replace any that were
inch total indicator reading. removed before the plating process.
5-128. Grind the pilot bearing surface to i. 233/1. 242

in.diameter as shown in figure 5-33. ~To. 54 to No. 60 HARD CHROME PLATE OVER
grit wheel willproduce satisfactory surface finish. THIS DISTANCE
Do not grind closer to radius than 0. 250 inch; to do so
will seriously weaken the shaft in this area. If the
bearing surface does not clean up after grinding to
i. 233 inch diameter, do not make any further effort
to reclaim the shaft,
t
5-129. As soon as practical, after grinding the shaft, 1.254 APPROX. DIA. AFTER
heat it in an oven to 300"F. (149"C. Keep it at this
PLATING
temperature for 3 hours; then shut-off heat and permit
the shaft to cool gradually.
5-130. By the magnetic particle method, inspect for

cracks. Rejectthe shaftif any indications are found to
REMOVE ANY PLATING THAT MAY
have resulted from the grinding operation. EXTEND INTO RADIUS
5-131. Remove grease, dirt and oil from the shaft by

vapor degreasing, then chemically clean the shaft in Figure 5-34. Section of End of Shaft Showing Surface
an alkaline anodic cleaningbath and wash in hot water. to be Chrome Plated
5-22
SECTION
FUEL INDUCTION
SYSTEM
Fuel Induction System
SECTION VI
FUEL INDUCTION SYSTEM
6-6. Since the supercharger drive is an integral part

6-1. Normally aspirated engines are equipped with
either a float type or pressure type carburetor. See of the accessory housing and the supercharger itself is
Table VI-I. The center zone induction chamber is mounted on the rear of the housing, the supercharger
integral with the sump and the fuel-air mixture is unit could logically be considered from a mechanical
distributed to the cylinders by steel intake pipes standpoint to be part of the accessory housing assem-
leading from the center induction chamber. A carbur- bly. However, from a functional as well as theoretical
etor mounting pad is incorporated in the sump. viewpoint, the supercharger is a separate anddistinct
section of the engine and will be considered as such in
6-2. The 100-540 series engines are equipped with a this manual. The supercharger drive coupling, inter-
fuel injector (see Table VI-I) attached to a throttle mediate drive shaft gear, and other related parts, which
body adapter mounted on the rear of the induction are wholly contained within the accessory housing, are
chamber, an integral part of the sump. Intake pipes, not considered as supercharger parts and will be
tuned in length and diameter, lead from the induction discussed in Section VII, Accessory Housing.
chamber to the cylinders.
DISASSEMBLY
6-J.Supercharged engines employ either pressure
type carburetors or fuel injectors (see Table VI-I).
These engines are equipped with a single stage, 6-7. (Normally Aspirated Engines EmployingCarbur-
centrifugal type, mechanical supercharger. (See figure etors.) Detach and remove all lines and detach and
6-1.) The unit, which is mounted on the rear of the remove the carburetor from the mounting pad on the
accessory housing is contained within a series of sump.
light~eight magnesium and castings incor-
porating an air inlet housing, impeller section, 6-8.(Normally Aspirated Engines Employing Fuel
diffuser and scroll (volute) housing. The balanced Injectors.) Detach and remove all lines from the
impeller and shaft assembly, which operates in bear- flow divider to the cylinders. Detach and remove all
ings designed to withstand the high operating speeds lines from the fuel injector to the flow divider. Detach
encountered, is driven by the engine crankshaft through and remove all lines to the fuel injectdr and remove
intermediate gearing at a ratio of 11. 27 times crank- the fuel injector from the throttle body adapter.
shaft speed. The overstressing of supercharger drive Remove the throttle body adapter from the induction
components through rapid acceleration or deceleration chamber on the sump.
of the engine is prevented by a spring coupling incor-
poratedl in the supercharger drive gear. 6-9.(Supercharged Engines Employing Carburetors.)
housing (or
Detach the carburetor from the air inlet
6-4. The air inlet housing, which on G80-480 engines, adapter elbow, if the engine is so equipped) and
provides a mounting for the carburetor at its outer remove the supercharger outlet pipe by loosening the
extremity, is so designed that the carburetor can be flanges at each end of the pipe.
mounted in any desired position to permit updraft,
downdraft, or horizontal carburetion. An adapter elbow 6-10. (Supercharged Engines Employing FuelInjection
also perm:lts use of a horizontal draft carburetor with Systems.)
the air inlet housing in the updraft position. On engines
equipped with Simmonds injectors, the fuel injection a. If the engine is equipped with aSimmonds type 570
nozzles are located in the supercharger air inlet fuel injector, detach the fuel lines from the fuel injec-
housing and only air is taken in at the opening of the tion nozzles located in the air inlet housing. Remove
air inlet housing. The air intake is controlled by a the temperature bulb from its location in the air inlet
blltterfly valve located in the opening of the air inlet housing but do not attempt to disconnect theline lead-
housing. On engines equipped with Bendix injectors ing from the bulb to the fuel injector pump. Disconnect
the air inlet housing provides a mounting pad for the the manifold pressure line leading from the 1/8 inch
injector throttle body. pipe fitting on the fuel injector to a port provided in
the sump. Remove the fuel supply and vent lines and
6-5.Provision is made for the installation of an disconnect the emergency rich and idle-cut-off sole-
automatic fuel drain valve at the bottom of the scroll noids. Remove the pump from the engine accessory
section of thesupercharger housing assembly (5 figure housing.
B-1). engines equipped with horizontal draft carbur-
On
etors mounted in the updraft position (see preceding b. If the engine is equipped with a8imlnonds type 580
paragraph), provision for a fuel drain valve is made in fuel injector, detach the fuel line from the nozzle in
the adapter elbow. Later engines replace the drain the air inlet housing, detach the manifold pressure
valve pad and parts with a .125 pipe tap and boss for line, detach all fastenings and remove the fuel injector
the fuel drain. from the accessory housing.
6-1
section 6 OVERHAUL MANUAL-AVCO LYCOMING REDUCTION GEAR DRIVE AIRCRAPT ENGINES
TABLE 6-1
FUEL SYSTEMS
CARBURETORS FUEL INJECTORS
Engine Model MA- 4-5 PS- 5BD PS- 7BD PSD- 7BD PSH- 7BD Simmonds Bendix
GO-435-C2 X
-C2A X
C2A2 X
-C2B X
-C2B1 X
-C2B2 X
-C2B2-6 X
-C2E X
GO- 480-B X
-B1A6 X
-B1B X
-B1C X
-B1D X
-F6 X
-F1A6 X
-C1B6 X
-C1D6 X
-C2C6 X
-C2D6 X
-C2E6 X
-D1A X
-G1A6 X
´•G1B6 X
-G1D6 X
-G1H6 X
-G1J6 X
-G2D6 X
-G2F6 X
GSO-480-B1A6 X
-B X
-B1C6 X
-B1E6 X
-B1F6 X
-B1G6 X
-B1J6 X
-B2C6 X
-B2D6 X
-B2C6 X
-B2H6 .X
IGO- 480-A1A6 RSA- 5AD1
IGSO-480-A1A6 570
-A1B6 TvDe 570
-A1C6 570
-A1D6 RS-1OFB1
-A1E6 RS-1OFB1
-A1F6 570
IGO- 540-A1A RS- 10ED1
-A1B RS-1OED1
-B1A RS-10ED2
-B1B RS-1OEDB
-B1C RS-1OEDB
IGSO-540-A1A RS-1OFB1
A1C RS-1OFB1
A1D RS-1OFB1
-A1E RS-1OFB1
A1F RS-1OFB1
-B1A 580
-B1C Type 580

Section 6 OVERHAUL MANUAL AVCO LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES
c. If the engine is equippedwith aBendix fuel injec- the supercharger shaft bearing (4, figure 6-1) from
tor, detach and remove alllines attached to the injector, the housing.
the nozzle and the modulator. Detach the brackets
attaching the fuel
injector to the accessory housing. NOTE
Remove the fuel injector from the air inlet housing
and the modulator from its position. Remove the fuel See figure 6-2. When disassembling the
injection nozzle from the top of the air inlet housing. various components of the impeller and
shaft assembly, note the reference marks
DISASSEMBLY (x) vibro-peened or etched on the follow-
ing parts; Front and rear of impeller (4),
6-11. SUPERCHARGER. impeller nut spacer (5), shaft gear (1),
impeller spacer (3), and shaft gear spacer
6-12. Detach the air inlet housing from the air inlet (2). These marks are made at manufac-
adapter and then the
adapter by unscrewing the
remove ture and the assembly is statically and
seven nuts which attach the adapter to the supercharger dynamically balanced in this alignment.
housing. Discard the O-ring airinlet housing sealand When reassembling the assembly, be
the rubber seal rings and steelwashers on the adapter certain that all reference marks are in
mounting studs, exact alignment.
6-13. Flatten the bent tangs on the lockwasher and CLEANING

removethe supercharger impeller locknut (13, figure
6-1) using the impeller locknut wrench (64778) or a 6-14. Cleanall superchargerparts inaccordancewith
suitable one inch wrench if a hex nut is used. If the the general instructions outlined in Section 3.
accessory and supercharger unit have already

housing
been removed from the crankcase, the supercharger INSPECTION
shaft gear may be prevented from turning by placing
the impeller holding plate (64715) in position over the 6-15. Inspect all parts in accordance withthe general
flats on the impeller nut spacer (11, figure 6-1). Re- instructions outlined in Section 3. In addition, the
move the spacer and pullthe impeller off the shaft. specific inspection procedures described in the follow-
The diffuser may then be removed from the super- ing paragraphs must be observed.
charger housing studs. Unscrew the six attaching cap-
screws and remove the supercharger drive shaft seal 6-16. Particular attention must be given to the impeller
retainer (16, figure 6-1)from the supercharger hous- during visual inspection of parts. Because of the high
ing; then
pull the impeller spacer and seal washer operating speeds and internal stresses to which the
(7 and 18, figure 6-1) off the supercharger drive shaft impeller is subjected, the presence of nicks, gouges,
gear. Unscrew the eleven nuts and pull the super- or any surface imperf ection which could cause a stress
charger housing off the accessory housing, being care- concentration at that point warrants rejection of the
ful not to drop the shaft gear. As soon as the super- part. A close andrigid visualexamination for surface
charger housing is completely free from the acces- cracks must be made, aided by penetrant inspection,
sory housing, pull the shaft gear out of the front of the (see Section 3) or dye-check An inspection of the
supercharger housing and remove the thrust washer and internal structure of the impeller by the magnetic
spacer. Unscrew the four hex head screws and remove particle method is highly desirable.
c-~
3 4 5
1. Shaft gear 4. Impeller

2. Shaft gear spacer 3. Impeller spacer 5. Impeller nut spacer
Figure 6-2. Supercharger Impeller Assembly Alignment Marks
6-4 Revised January, 1973

condition. Inspect the carbon face for nicks, chips or 6-29. When
assembling the supercharger, the unit
other major flaws, Measure the free height (thickness) must first be temporarily assembled in order to check
of the seal; if this dimension as shown in figure 6-4 is certain fits and clearances. The supercharger is then
526 or less, the sealmust be replaced. The condition partially dismantled to facilitate its finalassembly on
of the internal rubber packing, which cannot be in- the engine. The following text (paragraph 6-30 through
spected visually, can be determined only by a static 6-34) describes the initial assembly of the super-
pressure test of the seal. Inspect the faces of the seal charger and the methods used in checking certain alig-
washer; any wear steps or evidence of damage through nments and clearances throughout the unit.
excessive frictionalheat (which will appear in the form
of discoloration) warrant rejection of the part. 6-30. SUPERCHARGER DRIVE SHAFT GEAR END
CLEARANCE ~EARING FLOAT). See figure 6-1.
CA VT ION Assemble the following parts on the supercharger drive
shaft gear (19) in the order named; the shaft gear spacer
Use care handling the drive shaft seal
when (2), thrust washer (3) (flat side toward gear), bearing
so that the seal face is kept clean. Seals (4), seal washer (7), impeller selective fit spacer (18),
should never be placed face down on any impeller (10), impeller nut spacer (11), and lockwasher
surface and should never be immersed in (12). Secure these parts onthe shaft with the impeller
solvents. locknut (13), screwing the nut moderately tight on the
shaft. Using afeeler gage, check the longitudinalplay,
6-23. Anadditional inspection, wherein the alignment or float, of the bearing on the shaft. Because of the
betweenthe supercharger bearing mounting surface in conicalmating surface between the front of the bearing
the accessory housing and the crankshaft is checked (4) and the thrust washer (3), insert the feeler gage
must be made on supercharged engines. Since this betweenthe rear of the bearing (4) and the sealwasher
check, however, directly concerns the accessory hous- (7) in order to achieve a true measurement. If this
ing, it is described in that section of the manual. (See measurement is within the allowable service limits
Section 7). (Reference 755, Table of Limits) record the measure-
ment. If thebearing float exceeds the allowable service

6-24. FUEL LEAKAGE AT STUD LOCATIONS ON limits, remove the parts from the shaft and measure the
SUPERCHARGERHOUSn\TG. Check for fuel dye stains thicloless of the shaft gear spacer (2). If the spacer
supercharger scroll hous-
around studs that attach the thickness is lessthan 0. 154 inch, the spacer has worn
ing. Determine which studs are permitting seepage under the minimum manufactured limit and must be
and replace them according to instructions given in replaced. If the thickness measures between O. 154and
paragraph 3-29. 0. 155 inch, wear has occurred elsewhere and must be
takenup by installing anoversize spacer. If the over-
REPAIR AND REPLACEMENT size spacer fails to bring the bearing float within limits,
both bearing (4) and thrust washer 13) must be replaced.
6-25. Repair supercharger components in accordance Disassemble the shaft and impeller assembly after
with thegeneral procedures described in Section 3 of completing the bearing float check.
this manual. Specific instructions follow.
a. FRETTING ON FACE OF SUPERCHARGER
BUSHING REPLACEMENT DRIVE SHAFT GEAR. See figure 6-11. If fretting should
occur on the face of the supercharger drive shaft gear,
6-26. THROTTLE VALVE SHAFT BUSHING (AIR the gear may be salvaged by the following procedure.
INLET HOUSING). Grind the face of the drive shaft gear to the dimen-
sions shown in figure 6-11 and add the suffix "s to the
a. (IGSO-480-A) Remove the bushings from the part number. An oversize shaft gear spacer (2, figure
housing. Using a suitable arbor press, press new 6-1) has beenprovided to maintain the desired super-
bushings in the housing, flush with the inside of the charger drive shaft end clearance. See Reference 755,
bushing bore. A .3755 diameter alignment bar must Table of Limits.
pass through both bushings after pressing in place.
6- 31. IMPE LLER CLEARANCE. See figure 6-1. Install
b. (IGSO-540-B) Remove the bushings from the the supercharger shaft bearing (4) temporarily in the
housing. Using a suitable arbor press, press new bush- supercharger housing (5), securing the bearing in place
ingflushwiththe surface. Ream 500/. 501 after pres- with four drilled head screws. Secure the supercharger
sing in place, shaft gear holding jig (64780) in a suitable bench vise
and insert the supercharger drive shaft gear (19) tap-
REASSEMBLY ered end down. Slide the supercharger housing as-
sembly (5 and 4) down into position over the shaft. Place
6-27. During reassembly of the supercharger unit, the diffuser (9) in position in the machined recess in the
replace all gaskets, lockplates and oil seals. One housing, Slide the supercharger impeller spacer
exception to this rule is the supercharger drive shaft (64704) on the shaft with the flange end upward. Assem-
seal, which may be reused under certain conditions ble the impeller (10), impeller nut spacer (11), and
(see paragraph 6-22). For complete replacement sets impeller locknut (12) over the shaft making sure all
of seals and gaskets available, consult applicable parts reference marks (x) are inproper alignment. Assem-
catalog, ble the air inler adapter (15) on the supercharger
housing, securing the adapter with four sets of nuts and
6-28. INITIAL ASSEMBLY. washers equally spaced.

OVERHAUL MANUAL-AVCO LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES Seetkn 6
6-32. Clamp a dial indicator on air inlet adapter hous- clearance between the impeller and air inlet adapter.
ing and allow the plunger on the dial indicator to just (Reference 756, Step 3, figure 6-5.
Table of Limits.
touch the impeller locknut (13). Remove the entire If this clearance is in excess of the specified limits,
assembly from the holding fixture andwhile holding the adjust by selecting the proper selective fit impeller
entire assembly off the bench, set the dial indicator spacer (18). If the clearance is less than the allowable
at zero. Place the entire assembly on the bench resting service limit, either the bearing (4), seal washer (7)
on the shaft gear and take indicator reading. This or selective fit spacer (18) has sustained excessive
reading is the total impeller vane clearance from the wear and must be replaced.
front (supercharger housing) to the back lair inlet
adapter). Step 1, figure 6-5. Removethe dialindicator 6-35. FINAL ASSEMBLY.
and disassemble the unit, removing the specialim-
peller spacer (64704). 6-36. Final assembly of the supercharger to the engine
is accomplished subsequent to the assembly of the
6-33. Reassemblethe parts as describedin paragraph
accessory housing. As soon as the assembled accessory
6- 31, omitting the special impeller spacer but this time
housing has been attached to the crankcase, proceed
including the sealwashers (7) and the selective fit
with final assemblyof the supercharger as directed in
impeller spacer (18). Clamp a dial indicator on the the following paragraphs.
air inlet adapter housing and allow the dial indicator
to just touch the impeller locknut (13). Remove the
entire assembly from the holding fixture and while 6-37. 6-1. Install the bearing (4) in the
(See figure
holding the entire assembly off the bench, set the dial front of thesupercharger housing (5), fasten with four
indicator at zero. Place the entire assembly on the drilled head screws, tighten to specified torque and
bench resting the shaft gear and take and record
on lockwire in sets of two. Place the supercharger drive
the indicator reading. This reading is the equivalent shaft gear spacer and thrust washer (2 and 3) on the
of the clearance between the impeller in its normal shaft gear (19) and insert the shaft gear into the bearing
running position and the air inlet adapter. Step 2, in thesupercharger housing from the front. Place a new
figure 6-5. gasket on the accessory housing flange and mount the
supercharger housing on the accessory housing, mesh-
clearance, obtained and recorded
6- 34. Subtract the end ing the supercharger drive shaft gear with the inter-
in paragraph 6-30, from the figure obtained and re- mediate drive gear. Secure the housing with eleven
corded in paragraph 6- 33. The resultwill be the actual 1/4- 28 plain nuts, washers and Ipckwashers, tightening
the nuts to specified torque. (See Table of Limits.
TOTAL CLEARANCE.
DIFFUSER
,IJI 2.CLEARANGE BETWEEN IMPELLER
AND AIR INLET ADAPTER.
3. SUBTRACT BEARING FLa4T CLEAR-

ANCE FROM CLEARANCE OBTAINED
IN STEP (21 TO OBTAIN ACTUAL
CLEARANCE BETWEEN IMPELLER
6-38. Make certain that the face of the
drive shaft seal washer
a thin coat of oil, and
(7)
place
supercharger
absolutely clean, apply
is
over the splined end of the
Shaft which protrudes from the supercharger housing.

If the supercharger drive shaft seal (8) has not already
been installed in the retainer(16), press the seal into
AND AIR INLET ADAPTER.
SUPER- place with arbor press and installthe gasket (17)
an
CHARGER and retainer assembly (8 and 16) into its machined
HOUSING
-~18 \M I recess in the supercharger housing. Secure the retainer
AIR INLET ADAPTER with six drilled screws lockwiring the screws in three
groups of two.
IMPELLER
CAUTION
NUT SPACER
Use extreme care when handling the drive

shaft sealwasher. The face of this washer
II~ must be kept absolutely clean.
6-39. Place the diffuser (9) in the machined recess in

INDICATOR the supercharger housing. Slide the shaft seal washer
IMPELLER LOCK NUT (7) and the impeller selective fit spacer (18) on the
shaft gear and then install the impeller and impeller
nut spacer (10 and 11). Make sure that the reference
marks on the impeller, impeller spacer and impeller
nut spacer are properly aligned with the mark on the
shaft gear as shown in figure 6-2. Place the impeller
nut lo ckwasher (12) over the end of the spacer, inserting
the bent tang on the lockwasher in the hole in the spacer.
SHAFT AND IMPELLER MUST BE FREE TO Screw the impeller locknut (13) finger tight on the shaft
MOVE IN EITHER DIRECTION. gear and place the impeller nut plate (64715) down
over the nut and spacer in such a manner that the
Figure 6-5. Checking Impeller Clearance holding plate adapter fits over the flats on the spacer
Revised December, 1968 6-7

andthe inner three holes in the plate fit onthree of the 6-43. INSTALLATION OF CARBURETOR. (FloatType
studs on the
supercharger housing. Using the impeller Carburetor). Using a new gasket, attach the carburetor
locknut wrench (64778), tightenthe locknut to minimum to the mounting pad on bottom of sump with four 5/16
specified torque (see Table of Limits) and then con- plain washers, nuts and palnuts. Connect throttle con-
tinue to tighten the nut just enough to reach the next trol rod to lever on right side of carburetor and connect
position where two of the lockwasher tangs will fit mixture control on the rear. Attach the fuel inlet line
into the locknut slots. If the impeller locknut is a hex to the. 250-18 pipe tapped hole in the carburetor. Attach
nut, tighten it to 600 pounds torque. Remove the wrench the fuelpressure line to the 125-27 NPT tap on top of
and holding plate and bend the lockwasher tangs into fuel inlet.
the locknut slots.
6-44. INSTALLATION OF CARBURETOR. (Pressure
WARNING Type Carburetor). Using a new gasket, attach car-
buretor to the mounting pad on the bottom of the
sump
It isimperative that reference marks (x) on normally aspirated
engines, and to the air inlet
on the shaft gear, impeller selective fit housing or air inlet housing adapter on supercharged
spacer, impeller, impeller nut spacer, engines. Connect throttle controlrod to lever on right
and shaft gear spacer (see figure 6-2) be side of carburetor and connect mixture control and idle
in proper alignment. These marks are cut-off lever on the left side. On PS-SBD carburetors
made during original manufacture at the the fuel inlet connectionis a 1/4 inch NPT tap located
time the parts are statically and dynami- directly above the manual mixture control and idle cut-
cally balanced as a unit. Structural as off mechanism; On PS-7BD carburetors the fuel inlet
well as operationalfailure can be antici- connection is 3/8 inch N~T
a taplocated on the upper
pated if the marks are not observed during left hand corner of the regulator cover.
reassembly.
6-40. (See figure 6-1). Installthe air inlet adapter (15) 6-45. A 1/8-27 NPT connectionlocated at the base of
and gasket (6) on the supercharger housing, Securing the diagonal channel extending across the face of the
the adapter on the outer circle of studs with thirteen regulator cover is to be used when connecting the line
1/4-28 plain nuts, washers and lockwashers and on from the fuelpressure gage. A 1/8-27 NPT tag connec-
the inner studs with six 1/4-28 plain nuts and lock- tion is to be usedwhen attaching the vapor return line
washers. Before installing the nuts and washers on from the airplane fuel tank It is located in the 12
the six inner studs, insert a rubber oil sealring inthe o’clockposition on the regulator and is
cover provided
machined recess surrounding each stud and place a with No. 70 drill hole to
a properly limit the return
1/16 inch thick plate washer over each stud. Tighten flow to the fuel tank
all nuts to specified torque.
6-46. The control rods to the throttle and manual
6-41. Slide twoflanges and aseal ring(3 and 2, figure mixture must be adequately supported to eliminate
10-6) on the plain end of the supercharger outlet pipe excessive vibration. Check the operation of the control
(4, figure 10-6) and place a second seal ring on the rods from the airplane cockpit to see that they allow
flanged end of the pipe. Installthe pipe between the sufficient travel to operate the throttle and manual
openings in the supercharger housing and sump, in- mixture control rods throughout their entire
range of
serting the flanged end of the pipe into the super- travel. The throttle lever is adjustable radially in
charger housing. Secure one of these loose flanges to 15 degree increments to conform to the control
system
the studs on the sump with three 1/4-28 plain nuts, of the airplane. This lever shouldbe
adjustedradially
washers and locltwashers, and fasten the other flange and attached to the throttle control rod or cable when
to the supercharger housing with three 1/4-28 the coclp~it control and throttle valves are in the
screws,
plain nuts, washers and lockwashers. "CLOSED" position. The manual mixture control and
idle cut-off lever is not adjustable radially. The con-
6-42. Using a new rubber oil sealring (14, figure 6-1), trol rod or cable must be adjusted in length and attached
install the air inlet housing on the air inlet adapter. to the lever while the cockpit control and lever are in
Secure the housing in place with seven 1/4-28 plain the "FULL RICH" position.
nuts, washers andlockwashers. Tighten ~allfastenings
to specified torque.
6-47. INSTALLATION OF FUEL INJECTOR. (Sim-
NOTE mends Type 570). (See figure 6-6. Check all ports on
the fuel injector. The ports must remainplugged until
On engines equipped with Simmonds type the unit isactually installed. Install the injector (10)
570 fuel injectors, install the idle cut-off on its
mounting pad on the accessory housing, using
and emergency rich solenoid assemblies a new gasket and making certain that the
mating sur-
(5 and 2, figure 6-6) when installing the faces are clean and free of foreign elements. Mesh
air inlet adapter and air inlet housing. the splined gear of the pump with the coupling on the
6-8
Revised January, 1973
OVIERHAUL MANUAL- LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES Sectian 6
engine accessory drive. If the splines do not mesh, 6-51. (See figure 6-7.) Install the fuel injector noz-
pull the pump back and turn the crankshaft one degree tie (12) in the air inlet housing using a soft copper
at a time in its normal direction of rotation (not to gasket and tighten the fuel injector nozzle (12) to
exceed 10 degrees) until the gear and coupling mesh. specified torque of 40 ft. Ibs. Install 90" elbow (11)
If thesplines still do not mesh, turn the engine back to in nozzle. Connect the fuel injector nozzle to the fuel
its original position, remove the pump and turn the outlet connection (8) on the injector housing with a
spline coupling one tooth in the engine drive. Again turn flexible hose (9). Connect the manifold pressure fitting
the crankshaft one degree at a time in normal direction (14) on the injector housing to outlet provided on the
of rotation until the splines engage. Tighten the nuts induction manifolclusing a flexible hose (7). Connect
securely on the engine accessory mounting studs. (See the vent fitting on the injector housing to the fuel supply
Table of Limits.) tank. Connect the fuelpressure fitting to the fuel pres
sure gage. Installbrackets fastening fuel injector to
6-48. Insert the fuel injection nozzle (15) and the emer- the accessory housing. The fuel pump is integral with
gency rich fuel injection nozzle (17) in their mounting the injector pump.
pads onsupercharger air inlet housing (14). Use a
the
580).
6-52. INSTALLATION (Simmonds Types 570 and
soft copper gasket (16) and tighten the fuel injection
nozzle (15) to specified torque of 40 ft.lbs. Using 6-53. Oil is introduced to the pump through the acces-
coupling nuts and sleeves, attach the fuelline (4) from sory pad to the base of the pump. The inlet port for
the main discharge nozzle to the tee of the idle-cut- external oil supply is not used and must be plugged
off solenoid (5). Attach a second line (13)from the tee at all times. The oil drain port is coupled through the
on the idle-cut-off solenoid to the fuelinjection nozzle engine accessory pad to the base of the pump.
(15) on the air inlet housing (14).
6-54. The control rods to the throttle must be ade-
NOTE quately supported to eliminate excessive vibration.
Check the operation of the control rod from the cockpit
Do not use thread lubricant or compound on noz- to see that it allows sufficient, travel to operate the
tie line fittings. Only clean lubricating oil may throttle throughout its entire range of travel. The
be used on these threads. throttle lever is adjustable radially in 15 degree incre-
ments to conform to the control system of the airplane.
6-49. Connect the manifold pressure line (12)from the
This lever should be adjusted radially and attached to
fitting (11) on the injector housingtothe connection (7) the throttle control rod when the cockpit control and
provided in the induction manifold directly underneath throttle valves are in the "CL~XjED" position. The
No. 6 cylinder. Install the manifold temperature sen-
control rod must be adjusted in length and attached
sing bulb (8) in the mounting pad (6) provided in the air
to the lever while the cockpit control and lever are in
inlet housing. Secure the bulb on the mounting pad with
the "FUEL ON" position.
three 10/32 bolts. Using coupling nuts and sleeves, con-
nect lines (1 and 18) from the vent nozzle on the injec-
6-55. ADJUSTMENTS FOR SIMMONDS FUEL INJEC-
tor housing to the tee on the emergency rich solenoid
TORS. After the injector has been installed, determine
(2) to the emergency rich discharge nozzle (17) on the
whether the engine throttle linkage operates to conform
air inlet housing. Use two union nuts and cones to in- to the following conditions:
stall the line (3) that connects the two solenoids.
a. The throttle control must close the idle adjustment

CAUTION
screws on the butterfly lever against its stop when the
Do not attempt to disconnect the temperature engine is idling at g00 RPM.
bulb capillary tube from the capsule housing,
as the tube is permanently assembled in the b. The engine must idle smoothly without symptoms of
housing. Use care in handling the tube so as not a rich or lean fuel mixture.
to stretch or kink it.
c. The intake manifold pressures must be in balance
6-50. INSTALLATION OF FUEL INJECTOR (Sim- and without fluctuation.
mends Type 580). (See figure 6-7. Follow instruc-
tions as described in paragraph 6-47. d. The throttle control in passing through the entire
range, must cause the butterfly in the air intake to
fully open and fully close.
6- 56. Set the cockpit mixture control in the ’Lautomatic

lean" position. Tighten all cables and linkage between
the cockpit control and the fuelinjector. Do not hook up
7YI the linkage to the injector control arm at this point.
6-57. Locate the number on the side of the injector

SIZE SHIM STAMPEDHERE as ´•shown in figure 6-8. This is the size "shim" that
must be used between the "control.arm" and the
"stop". Insert the shim figure 6-8. The
as shown in
control arm is now in the correct
position for "auto-
matic lean". Make certain the control arm is against
Figure 6-8. Positioning of Mixture Control Arm the shim and proceed to hook up the linkage to the arm.
6-11
r
NOTE CAUTION
It is imperative that the correct dimension shim When installing the nozzles, make certain the
be used with eachpump. For every .001the shim identification number "12" or letter "A" or
is off from the correct dimension stamped on ’’B’’ is on the bottom between the 4 and 8 o’clock
the pump housing, the fuel flow will be off appro- position. This will put the air bleed hole, which
ximately 3/4 Ibs./hr. is located 180" from the identification, at the top
and will prevent fuel bleeding after the engine is
6-58. After the linkage has been hooked up, remove the
shut down.
shim. The mixture arm will now be atthe idle-cut-off
position at one stop and full rich at the other stop.
6-64. The nozzle lines are formed from 1/8 inch stain-
less steel tubing and connect the nozeles to the outlets
CAUTION
in the fuel divider. Clamps are provided to reduce line
When placing the cockpit control in the automatic vibration.
lean position, always come in from the full rich
setting. If the control is
inadvertently pulled to 6-65. A flexible line is used to carry fuelfrom the fuel
the idle-cut-off side of
auto-lean, return the pum~ to the fuel inlet fitting on the throttle body. A
control to full rich before returning to auto- flexible hose is also installed from the fuel outlet
lean. This is required due to cable-travel which fitting in the throttle body to the fuelinlet fitting on the
will "throw off" the fuel flow, servo valve. A flexible hose is also installedfrom the
servo valve fitting to the unrestricted side of the tee
6-59. INSTALLATION (Bendix Fuel InjectorSystems). fitting. Either a flexible hose or stainless steeltubing
Before installing the injector on the engine, check all is connected to the restricted side of the tee fitting and
ports on the injector for plugs. The ports must remain routed to the vapor vent line for return to the supply
plugged until the unit is actually installed. Make sure tank. A flexible hose is connected to the port on the
the mounting surfaces are clean, the air inlet housing bottom of the servo valve to a fuelflow indicator gage
studs are not damaged and that the gasket is free from in the cockpit. A flexible hose connects the fuel inlet
foreign material and free from damage that might affect pressure gage line to the fuel pressure take-off fitting
the seal between the mounting pad and the injector, on the servo regulator.
6-60. (Bendix RS-1OED1 Fuel Injection System.) The 6-66. (RS-1OED1 and RS-10EDZ FuelInjection Systems)
fuelinjector is mounted on the padofthe throttle body The throttle lever can be adjusted in 15" increments the
adapter at the rear of the engine. The flow divider is full 3600 of the throttle shaft. This linkage must be
mounted to a bracket on top of the crankcase between adjusted so that the throttle lever will travel from
stop
the lifting straps. The nozzles are installed in the to stop and the throttle control in the
cockpit will
1/8 inch pipe thread channel normally used for the travel from full closed to full open with a slight cushion
primer fitting. at both ends. The mixture control is adjusted in the
same manner as the throttle lever. This linkage must
CAUTION
be adjusted so that the control in the cockpit and mix-
When installing the nozzles, make certain the id- ture control lever travel from the idle-cut-off to the
entification number "12" or letter’’A" or’’B" full rich position. The control in the cockpit should
is on the bottom. This will put the air bleed hole, have a slight cushion at both ends.
which is located 1800 from the identification,
at the top and will prevent fuel bleeding after 6-67. After these systems are installed on the engine,
the engine is shut down. turn on the fuel boost pump tofillthe system with fuel
and eliminate air from the fuelflow divider and nozzle

6-61. 1/8 inch stainless steel tubing connects the end of lines. The purging of the air from the system can be
the nozzles and the outlets in the fueldivider. Clamps heard escaping from the bleed holes in the nozzles.
are provided to reduce line vibration. When the hissing stops, place the mixture control in
idle-cut-off. Purge the system of any preservative oil
6-62. A flexible hose is employed to transf er fuel from and the engine is ready to start in order that the idle
the fuel pump to the fuel inlet on the throttle body. A speed and mixture adjustments can be made.
flexible hose is also used to connect the fuel outlet in
the throttle body to the inlet port of the flow divider. 6-68.RS-10FB1 FUEL INDUCTION SYSTEM. The
A flexible hose connects the nozzle pressure gage fit- RS-1OFB1 fuel injector is mounted on the supercharger
ting in the fuel flow divider to a marked gage in the air inlet housing pad with the automatic mixture control
cockpit. Aflexible line connects the servo fuelreturn to unit located on under side and to the rear of the injec-
thesupply tank. tor. Secure the injector with four 5/16-24 plain nuts,
washers and lock washers. Torque evenly to 150
6-63. Bendix RS -10ED2 Fuel Injection Sustem. The fuel inch pounds.
inj ector is mounted on the pad of the throttle body ada-
pter at the rear of the engine.’rhe flow divider is 6-69. Insert the injector nozzle, after inspecting for
mounted on a bracket attached to the fifth and sixth bolt any foreign matter, in the mounting pad provided on
from the rear, on the left side of the crankcase at the the top of the supercharger air inlet housing. Use a
parting surface of the crankcase and oil sump. The noz- rubberized asbestos gasket and secure to the housing
ties are installed in the 1/8 inch pipe thread channel with two 1/4 x 28 x 2.13 bolts, washers and lock
normally used for the primer fitting. washers. Torque evenly to 75 inch pounds. Attach
6-12
OVERHAUL MANUAL- LYCOMING REDUCTION GEAR DRIVE AIRCRArT ENGINES Section 6
INJECTION NOZZLE~ r
TANK RETURN
BREI\THER
FUEL FLTER
O)\ H I --t~mL
’lri MODULATOR
;cS
MLTEMPERP~TURE
CONNECTION
OIL PRESSURE SCREEN
OIL OUTLET
THROTTLE LEVER
i"i
MIXTURE CONTROL AND IDLE CUTOFF LEVER
iGSO-540-AIA
AMe UNIT
PJECTIONNOZZLE
TANK RETURN
AMC UNIT
FUEL INLET
OA I I I II ((O
TANK RETURN
iM H I IB ~4J\\ rTHROTTLE LEVER
IDLE MIXTURE ADJUSTMENT
FUEL INLET
AMC UNIT
AIR
n\o
INJECTION NOZZLE
MANUAL MIXTURE CONTROL

AND IDLE CUT OFF LEVER
IGSO-540-AIC
FUEL PRESSURE CONNECTION
Figure 6-9. Fuel Injection System (Bendix RS10-FBI) as Installed on IGSO-540-A1A, -A1C
6-13
Fuel Induction Syrtem
brackets to injector. Connect one bracket to the stud at pull, into the "Idle-Cut-Off" position and observe the
the side of the oil filter, the other bracket to the two tachometer for any change during the "leani~g" pro-
lower studs of the fuelpumppad. Attach the m3dulator cess. Cautionmustbe exercisedto return the mixture
to a bracket mounted on the studs of the air inlet control to the "FULL RICH" position before the RPM
adapter at the 3 o’clock position. can drop to a point where the engine cuts out. An in-
crease of more than 50 RPM while "leaning out" indi-
6-70. Attach the servo line from the fitting at the 10 cates that the idle mixture is too rich. An immediate
o’clock positionthe nozzle to the fitting on the filter
on decrease in RPM (if notprececled by a momentary in-
and from the filter to the upper pad on the left side of crease) indicates that the idle mixture is too lean. The
the injector. Attach line from outlet on front of injec- same indication of idle mixture is obtained by watching
tor to lower fitting on modulator. Connect the line from the manifold pressure gage. If the manifold pressure
the fitting on the right side of the modulator to the holds steady momentarily, then rises as engine speed
lower fitting at the 5 o’clock position on the injector decreases, the idle mixture is correct. If the manifold
nozzle. Attach the vapor vent return line to the upper pressure drops, then rises as the manual mixture con-
fitting at the 5 o’clock position on the injector nozzle. trol is moved to idle-cut-off, the mixture is too rich.
If the manifoldpressure increases immediately as the
NOTE mixture control is moved toward the idle-cut-off the
mixture is too lean.
On the IGSO-540-A1C the throttle body is
connected directly to a horizontal air inlet hous- e. If steps (c) and (d) indicate that the idle adjustment
ing. The lines are connected in the same fashion is too rich or too lean, turn idle mixture adjustment one
as described in the foregoing paragraphs. or two notches in direction
required for correction, and
check this position by repeating steps (c) and (d).
new
6-71. IDLE SPEED AND MIXTURE ADJUSTMENT Make additional adjustments as necessary until a check
BENDIX FUEL INJECTION SYSTEMS. with steps (c) and (d) results in a momentary pick-up
of approximately five (never more than ten) RPM.
a. Start the engine and warm up in the usual manner
f. Each time
an adjustment changed, clear the
is
until oil and cylinder head temperatures are normal.
engine by running it up to approximately 2000 RPM
before making mixture check (steps c and d).
b. Check magnetos in accordance with instructions
furnished in Section XIIf the mag-drop’’ is normal, g. Make the final adjustment of the idle speed adjust-
proceed with idle adjustment. ment to obtain the desired idling RPM with closed
throttle.
c. Close the throttle to idle RPM).
(approximately 650
h. This method of settingidle mixture strives to obtain
If the RPM increases appreciable after changing the
the desired idle RPM with the lowest manifold pres-
idle mixture adjustment during the succeeding steps,
sure. If the setting does not remain stable, check the
readjust the idle speed to the desired RPM.
idle linkage; any looseness in this Linkage would cause
erratic idling. In all cases, allowance should be made
NOTE
for the effect of weather conditions upon idling adjust-
If the airplane has variable pitch propeller, the ment. The relation of the airplane to the direction of the
idle mixture should be set with the propeller in prevailing wind will have an effect on the propeller
full low fixed pitch. Also, in aircraft that employ load and thus on its RPM; hence, it is advisable to make
fuel boost pump pressure for ground, take-off the idle setting with the airplane cross-wind.
and landing operations, the idle mixture must be
adjusted with the fuel boost pump "ON". 6-72. Idle speed and mixture adjustments made ac-
cording to the above method should recluire very
d. When the idling speed has been stabilized, move the little further attention except for extreme variations
cockpit mixture control lever with a smooth, steady in temperature and altitude.
6-14
SECTION
ACCESSORY
HOUSING
OVERHAUL MANUAL- LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES Sec~ion’l
Accesrory Housing
SECTION VII
ACCESSORY HOUSING
7-1. The accessory housings on the GO-435 series, case outlets. clamps and hose on to the’
Slide the
GO-480-B series, GO-480-C series (except -C1B6), breather pipe. attaching nuts andwashers
Remove the
GO-480-F series, and the GO-480-G series (except that hold the breather assembly to the crankcase. The
-G1B6 and -G1E6), are basically similiar. They oil breather assembly can now be removed from the
employ rear mounted accessories and insofar as over- engine.

haul procedures are concerned can be considered the
same. Descriptive matter applicable only to individual
housings will be so identified. 7- 7. (All Models with Rear Mounted Accessories.) On

models incorporating an angle drive generator, remove
7-2. Theaccessory housings on the GO-480-C1B6, the generator drive housing. (See figure 7-6.) Be
-GO-480-D series, GO-480-G1B6 and GO-480-G1E6 careful not to dropthe gears (2 and 3) as the housings
utilize mounted accessories and are identical
side are being separated. These gears might come free with
insofar overhaul procedures are concerned. The

as either the generator or accessory housing. After re-
GSO-480 series and the 1GSO-480 series are equipped moving the housing, remove the gears.
with the same basic housing, except that they both have
the additional gears, intermediate drive shaft and other
parts necessary to transmit power to the supercharger 7-8. Remove attaching nuts and slowly pull the acces-
and in addition the IGSO-480 series incorporates the
sory housing away from the crankcase with both hands
necessary gears required to drive the fuel injector until it is free from the crankcase studs. Holding the
pump. Descriptive matter applicable only to individual
accessory housing with one hand and reaching inside
housings will be so identified. with the other hand to push any loose gears back into
the housing, slowly pull the accessory housing away
7-3. The accessory housings on the IGO-540 and IGSO-
from the crankcase. Lay the accessory housing on a
540 series engines differ from the housing on the
workbench with crankcase side up and remove the
GSO-480 series engines. Both the IGSO-540 and the
tachometer drive gear (12), oil pump drive gear (10),
IGO-540 series engines incorporate a breather on the
fuel pumg drive gear (11), and vacuum pump drive
side of the housing and the magnetos are mounted on
gear (9).
and driven off the reduction gear. In addition the
IGO-540 series does not incorporate a supercharger.
7-9. On engines equipped with lightweight magnetos,
The IGSO-540 series utilizes an accessory housing
remove the magneto bearing supports (14).
adapter. In general, the same text will apply to this
and the preceding paragraph, descriptive matter appli-
7-10. (Models with Straight Through Generator Drive).
cable only to supercharger drive parts or fuel injector
(See figure 7-5.) Remove the cotter pin from the end
drive parts will be so identified.
of the generator drive countershaft retaining screw(2),
unscrew the gear retaining nut (16), and pull the idler
SUPERCHARGED ENGINES
gear (14) off the countershaft(5). Remove the retaining
screw from the rear of the housing and pull the coun-
7-4. In order to achieve proper alignment betweenthe
tershaft out of the housing with the countershaft puller
crankshaft and supercharger drive shaft, the accessory
(9, figure 13-1). The oil shield (13) willcome loose
housing assembly is selectively fitted to the assembled when the countershaft is removed.
power section during manufacture of the engine. It is
necessary, therefore, on all supercharged engines that
the accessory housing remain with its originalcrank- 7-11. (All Models with Rear Mounted Accessories).
case during the life of the engine. If it is necessary for Unscrew the 5/16 screw (8, figure 9-4) at the rear of
any reason replace the accessory housing, the
to the crankshaft and remove along with the starter jaw
replacement housing must be checked for alignment lockplate, pin and shim (9, 10 and 11, figure 9-4).
between crankshaft and supercharger drive shaft Remove the starter jaw, the crankshaft retaining nut
before the housing may be used. The procedure for and lock plate (12, 7 and 6, figure 9-4). Remove the
making this check is described in paragraphs 7-110 5/16 hex head screws ~i´•om the generator drive gear,
and 7-111. remove the locating dowel between the generator drive
gear and the camshaft gear as the two gears are pulled
7-5.Remove all accessories from the accessory from the camshaft flange. Remove the 1/4 inch hex
housing. head screws that hold the retaining plate and remove
the generator driven gear (36, figure 7-5).
7-6. REMOVAL FROM ENGME. (All Models with Rear
Mounted Accessories except GO-435-C2). With the 7-12. On engines so equipped remove the breather
engine in a horizontal, upright position, loosen the hose cover (21, figure 7-6) from its mount at the lower end
clamps attaching the breather assembly to the crank- of the breather tube.

Acces~ory Houping
t t
Mnx. lit-11 ~o.02unx.
3.126 3.126
O1A. ----MA.
3.125 3125
~I 0.28
I\CCESSORY HSG. P.CCEgSORY HSG. COVER
Figure 7-16. Dimensions for Machining of Magneto Pilots for Installation of Salvage Bushings
b. Coat the newly machined surfaces of the accessory d. Heatthe accessory housing (or accessory housing
housing and accessory housing cover with dichromate cover, whichever is applicable) to 2000F. and chill
touch-up solution. Apply the solution with a brush or; the aluminum bushing in dry ice. Coatthe bushing with
cotton swab and allow to stand for oneminute; wash zinc chromate primer than installthe bushing in the
solution off with water or wipe off with a damp cloth. magneto pilot bore.
Be carefulnot to allow dichromate solution to come in
e. The
bushing must be secured with two pins as
contact with any surface of the oilite bushings installed
shown in figure 7-17. Use a No. 46 drill to drill two
in the magneto drive shaft bores.
holes,.24 inch deep, at the two locations shown in
NOTE figure 7-17. Ream the pin holes to.088 .089 inch
diameter and press a STD-798 pin into each hole.
Make touch-up solution in the following
manner: Prepare a solution of sodium di- f. A coat of synthetic
resin must be applied to the
chromate by mixing 3/4 pound sodium finished surfaces of the bushing and the interior sur-
dichromate with 1/2 gallon water; also faces of the magneto drive housing. This resin must
prepare a nitric acid solution by combining conform with specifications AMS 3132 or MIL-R-3043.
3/4 pound nitric acid (sp. g. 1.42) with 1/2 Apply the resin by dipping, spraying, or brushing; then
gallon water; combine the sodium dichro- air dry housing for 30 minutes and follow with a bake
mate solution and the nitric acid solution, of 40 minutes at 310" F. The resin should be .001 inch
(1 mil) thick to provide optimum corrosion and heat
c. Using dimensional information given in figure 7-17 resistance. Mask or otherwise cover the oilite bushing
fashion an aluminum bushing to be installed in the in the magneto shaft bore so that no synthetic resin can
magneto pilot, come in contact with bushing surfaces.
3.131
DIA.
3.129 CHAMFER 450X0.03
0.09
-t
SECTION A-A
Q
MATERIAL
DRILL N0.46(0.081) DEPTH 0.24
ALUMINUM AMS 4118 OR EQUIVALENT
REAM 0.088-0.089 DEPTH 0.02
PRESS IN 970.-798
Figure 7-17. Dimensions for Fabricating Salvage Bushings and Location of Pins Securing Bushing in Place

OVERHAUL MANUAL- LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES Sedian 7
Acce,,ory Hou~ing
iyi
11
1,
co-4so-o.-~:ss,-CIH6
q"i
;i:
03 R
3.002
Figure 7-18. Location of Drain Hole in Magneto Pilot

Bore (Accessory Housing Cover)
7-39. ACCESSORY HOUSING COVER MACHINING.

(Side Mounted Accessories) See figure 7-18.
45"
a. Locate theoriginal drain hole onthe inside of the

accessory housing cover. This hole is located .10inch
to the right of the magneto pad vertical center line,
when viewed looking toward the inner side of the acces-
DIAMETER TO BE SQUARE
sory housing co´•ver; the hole runs up to the magneto
WITH THIS FACE WITHIN
pilot at a 45" angle. Beginning at the opening of the
original drain hol.e on the rear of the accessory housing
cover, drill a new hole to the magneto pilot; this hole
is to be drilled at a 19" angle and is .188 inch in dia- Figure 7-19. Dimensions for Finish Machining of
meter. Refer to figure 7-18 for correct location and Magneto Pilot Bore (Accessory Housing Cover)
dimensions.
line of the magneto pilot and .25 inch to the left of the
b. Facethe bushingflush withthemagneto mounting verticalcenter line (viewed facing outside
of accessory
surface; then finish bore the magneto pilot to a depth housing). Dri11.375 inch diameterto a depth of .69 to
of.50 inch and a diameter of 3. 000/3.002 inch. Maintain .75 inch at an angle of 30". See figure 7-20 for locating
a.03 inch radius at the bottom of the magneto pilot. and drilling dimensions.
Make certain th~ diameter is square with the face of
the magneto pad and concentric withthe ID of the mag- b. (Model IGSO-480 Only) Locate the spot where the
neto drive shaft bore within 002 inch. Add a 45" x .03 new drain hole is tobe this is i. 35 inch below
drilled;
inch chamfer to the bushing at the edge of the pilot bore, the horizontal center line of the magneto pilot and 25
See figure 7-19, a sectional view of the magneto drive inch to the right of the vertical center line (viewed facing
pad, for the correct dimensions, outside of accessory housing). Dri11.375 inch diameter
to depth
a of .69 .75 inch at an angle of 30". See
c. newly machined drain hole and any other
Coat the figure 7-21 for locating and drilling dimensions.
exposed magnesium surfaces in accordance with para-

graph 7-38 (b). c. Face the bushingflush withthe magneto mounting
surface; thenfinishbore the magneto pilot to a depth of
7-40. ACCESSORY HOUSING MACHINING~ .25 inch and a diameter of 3.000/3. 002 inch. Maintain
a .03 radius at the bottom of the magneto pilot. Make
a. (Models GO-480-D, -C1B6, -G1B6 and GSO-480 certain the diameter is square with the face of the
Only) Locate the drain hole is to be
spot where the new magnetopad and concentric wfththe ID of the magneto
drilled; this is X~ 35 inch below the horizontal center drive shaftbore within .002 inch. Add a 45" x .03 inch
DRILL .375
DEPTH.69-.75
Q OLD DRAIN HOLE
/n
~P"""*" KCTION NNNN
Figure 7-20. Location and Machining of Drain Hole of Magneto Pilot (Accessory Housing
(GO-480-D, -C1B6, -G1B6, GSO-480)
7-17
Section OVLRHAUL MANUAL-AVCO LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES
Accessory Housing
DRILL ´•375
DEPTH .69-.75
O
NEW DRPIIN HOLE
o~o
SECTION NN-NN
Figure 7-21. Location and Machining of Drain Hole of Magneto Pilot (Accessory Housing) ICSO-480
chamfer to thebushing at the edge of the magneto pilot 7-48. Place drill jig (64856) in position over acces-
bore. Seefigure 7-22, a sectional view of the accessory sory housing
so that it locates as shown in figure
housing magneto drive pad, for the correct dimensions. 7-31. Make sure the side marked "this side up for
d. Coatthe accessory housing" is on top. Place the proper drill

newly machined drain hole and any other
exposed magnesium surfaces in accordance with the bushing on the jig and use a 0. 257 drill to drill 0. 660
inch deep. Tapthe hole to a depth of 0.560 inch, using
procedure outlined in paragraph 7-38 (b).
a.250-28 heli-coiltap. Install a STD-1315 insert 0. 03
i"ch below the surface of the accessory housing and
7-41. SALVAGE OF OIL SCAVENGE PUMP BODY.
break off the tang.
(All Models with Side Mounted Accessories) There is
a possibility that the hole, or holes in these models 7-49. When assembling the accessory housing to the
incorporating two idler gear shafts, may become crankcase, use an AN4-20A bolt and two washers
elongated and allowthe shaftto become loose. The oil (STD-1BO and STD-8) at this location.
pump body can be salvaged by the addition of magnesium
bushings. Install the bushings as described in the 7-50. ACCESSORY HOUSING ADAPTER MODIFICA-
following paragraphs. TION. (IGSO-540) Some models of this series were
manufactured with slotted attaching accessory
screws
7-42. Secure the
oilscavenge pump body to the mach-
drive support to hell-coil inserts in the supercharger
ined surface of suitable drill press and ream the hole
a
or holes to adiameter of .843 .844 inch. Thoroughly accessory drive gear. Because of the possibility of
screws backing out, present production models incor-
clean the hole and the oil s~ave‘rige pump
porate a lockplate and hex head bolts. Inthe event that
it is desired to convert to the loclrplate and hex head
7-43. Place the magnesium bushing on a suitable pilot
and press the bushing in place flush to the finished bolts, a minor machining of the accessory housing is
surface of the oil scavenge pump body. Be sure the required. This modification is accomplished as follows:
bushing is started straight. 7-51. Secure the accessory housing adapter assembly
in a three jaw chuck, locating on the inside diameter
7-44. Using a No. 46 (.081) drill, drill at the location,
of the bearing recess (3. 936 3. 937). Cut a clearance
angle and depth shown in figure 7-24. Ream the hole to
.088 .089 inch diameter and press standard 798 groove .67 inch wide to a depth of .185 .195 from the
a
inner face of the bearing diameter. See figure 7-27.
dowel pin into the hole and peen edge of hole with
approximate 1/2 inch diameter ball. Shear or file
excess length of pin from inside of bushing.
7-45. Using a No. 28 1405) drill, and using the ori-

ginal pill hole in the oil scavenge pumpbody as a pilot,
drill through the bushing. II E-a03R
7-46. Using a suitablebore
reamer, bore or ream
or
the inside diameter of the bushingto ,7465 .7475 inch.

Check the inside diameter with a suitable plug gage ~DIA.
made to class "X" tolerances in "American Gage III 11 I~d*0.03
Design Standards".
025
7-47. ACCESSORY HOUSING MODIFICATION. (All

Side Mounted Accessories except IGO-540 and IGSO-
540 Series) Oil seepage between the accessory housing
and crankcase can be prevented by modifying the acces-
sory housing, as describedbelow, and the crankcase as

described in paragraphs 9-80 thru 9-82. The modifica- DIAMETE;R 70 SE SQUARE
WITH THIS FACE WITHWN 0.002
tion consists of drilling the crankcase and accessory
housing to use an extra fastening bolt at the point where Figure 7-22. Dimensions for Finish Machining of
leakage may occur. Magneto Pilot in Accessory Housing
7-18 Revised December, 1968

OVERHAUL MANUAL- LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES Sec~;on 7
Accestory Houring
7-52. MAGNETO DRNE SHAFT BUSHING ACCES- DEPILCF REPIH a88-089 TO DEPTH SHOWN
DRIVE iN DOWEL 9TD-798
SORY HOUSING AND ACCESSORY HOUSING COVER. BREMEDGE 02-
(All Models with Side Mounted Accessories except ~s yi"

ai
IGO-540 and IGSO-540 Series) Accessory housings
-----´•u´•´•´•--´•-´•1-´•´•´•-´•~-´• i
with and without bushings in the magneto drive shaft
bores. Thesebushings were alsopinned on some pro-
C:691
duction engines. Present production models employ a
bushing only in the accessory housing cover. However, s~ ~d
worn magneto drive shaftbores inthe accessory hous-
ing, if the wear is not too great, may be salvaged by

the installation of a bushing.
4B
C691 ~30´•
7-53. SALVAGE OF ACCESSORY HOUS~LNG COVER
REIW aaa-oso TO DEPTH YIOIIN
BY INSTALLINGMAGNETO DRIVE SHAFT BUSH~G. ORIVE IN WWEL STa-198
Bore magneto shaft bore in the accessory housing cover

to a 1.687/1.688 diameter, using the 3. 002/3. 000
inch
inch diameter
Figure 7-24. Salvage of nder Shaft Holes in Oil
pilotwhen boring. Make sure that the
as a
Scavenge Pump Body
bushing bore is concentric with pilot diameter within
0. 002 total indicator reading and square with face of
7-55. MODIFICATION OF OIL PRESSURE AND SCA-
magneto mounting pad within 0.004 total indic ator read-
VENGE PUMP GEAR. (All Models with Side Mounted
ing. Add a 45" x 0. 03 inch chamfer to the magneto
Accessories) Break edge, 0.005/0.015 inch,
on the
bushing bore. Use a 1.5016 -1. 5018 inch diameter
inside diameter of the hub of the gear as shown in
arbor, made as shown in figure 7-32 to size and install
the bushing 0.02 inchbeneaththe surface of the acces-
figure 7-23 if there is no chamfer at this location.
This will prevent binding between the gear and the oil
sory housing cover. Remove the arbor and measure the
ID of the bushing. The finish ID of the bushing should pump shaft during assembly.
measure 1. 5015/1.5000 in diameter. See figure 7-33.
7-56. MODIFICATION TO INSTALL LARGE CAPA-
NOTE CITY OIL FILTER. (GO-480-D, -C1B6, -G1B6 and
GSO-480) If it is desired to installa large capacity
Assembly of bushings willbe easier if the oilfilter in an engine at overhaul, the oil pump body
bushings are first´•thoroughly impregnated must be modified as set forth in the following para-
with oil.
graph.
7-54. SALVAGE OF ACCESSORY HOUSING BY IN-
STALL~G MAGNETODRIVE SHAFTBUSHING. Bore 7-57. Mount the oilfilter recess cutter (17, figure 13-4)
magneto shaft bores in accessory housingto a 1. 500 in the spindle of a suitable drillpress. Drill into the
1. 499 inch diameter, using the 3. 002/3. 000 inch dia- oil pump body with the smallpart of the counterbore
meter as a pilot when boring. Make sure that the until the large part of the counterbore reaches the
magneto shaft bushing bore is concentric with pilot bottom of the filter recess. Continue drilling 0. 21 inch
diameter within 0.002 total indicator reading and square deeper. See figures 7-26 and 7-25 for dimensions of
with face of magneto mounting pad within 0. 004 total old and new filter recesses.
indicatorreading. Add a 45" x 0. 03 inch chamfer to
the magneto bushing bore. Use a 1. 3138/1. 3136 inch
diameter arbor, made as shown in figure 7-32, to size 2.34
and install the bushing flush with surface of the bore.
Remove the arbor and measure the ID of the bushing.
The finish ID of the bushing should measure 1. 3135
1. 3125. See figure 7-34.
GEAR
BREAK EDOE.OOS.OIS
:19R
~________
.72
DO NOT DRILL INTO
.76
STUD HOLE
Figure 7-23. Modification of Oil Pressure and Figure 7-25. Dimensions of Large Capacity
Scavenge Pump Gear Filter Recess

Accessory Housing
CA UTION in both gears to the measurements shown in Table 7-1.

See figure 7-29.
Do not exceed specified depth when drilling NOTE
out recess, as drill may break into stud
hole locatednear bottom of recess and oil Dowel holes in both starter gear and acces-
leakage will occur.
sory gear are not reamed through. See
Table 7-1. This insures that dowelcannot
7-58. STARTER DRIVE GEAR REPLACEMENT. (All come out of the assembly.
Models with Side Mounted Accessories) The starter
drive gear assembly consists of a bevelshaft gear, on 7-61. Assemble drive gear over the starter gear and
which is mounted a spur-tooth gear; the bevel gear secure with six STD-1833 slotted head capscrews.
serves as the starter drive and the spur-gear is the T ighten each screw to 60 85 in. Ibs. torque and secure
accessorydrive. Intheearlier designofthis assembly with lockwire as shown in figure 7-30.
neither of these gears is replaceable; if one becomes
excessively worn or damaged, the entire gear assembly
must be replaced.
7-59. A revisionto this assembly makes replacement

of either gear possible. This was accomplished by
relocating a dowel hole (see figure 7´•´•28) and finish
reaming the dowel holes before the gears are assem-
bled. Either of the revised gears may be replaced as
described inthe followingparagraphs. However, do not
attempt to replace either of the gears in an assembly
of the earlierdesign. The engines withserial numbers
listed below will have had the revised assembly in-
stalled at manufacture.
GO-480-C1B6, -G1B6, -G1E6 1321-35 and up

GO-480-D 405-32 and up
GSO-480 3044-33 and up
IGSO-480 787-44 and up I I 13R. ´•6f
IGSO-540 272-50 and up
7-60. 1l dowels are

them and install oversize
loose in the starter gear, remove
dowels, ream´•the dowel Jaoles
3.3
r
3.936
4.25MA.
c~ .-I
.185.195
.13 R
.63
Figure 7-27. Modification of Accessory Housing

Figure 7-26. Dimensions of Original Filter Recess Adapter to Accommodate Bolt Heads
TABLE 7-1
Reamed ~iameter of Dowel Hole Reamed of Dowel Hole

Size 6 67609 67583 67609
139 STD .2485/. 2495 .2505/. 2515 .34 .14

139-P10 .010 inch o/s .2585/. 2595 .2605/. 2615 .34 .14
139hP20 .020 inch o/s .2685/. 2695 .2705/. 2715 .34 .14

Accesrory Housing
7- 70. Locate part on boring machine or drill

press and
indicate pilot diameter to within .002 total indicator
reading and mounting face flat to within 003 total indi-
cator reading. Bore throughbushing to i. 125 to 1. 126
3?C~’
‘i
;_t
7
diameter.
ator
Checkthe finished diameter withthe gener-
bushing plug gage (6, figure 13 4).
_
7-71. GENERATORDRIVE GEAR THRUST BUSHING.
I.aOls"ola. (All Models with Rear
Mounted Accessories Incor-
1.3138"Did.
1.3136"
porating Angle Generator Drive)
1.683"
7-72. Remove the old bushing by screwing a 1-3/8 inch

Figure 7-32. Arbors for Installing Magneto Drive
bottoming tap into the bushing and pull the bushing from
Shaft Bushings its location or bore the bushing to a thin shell with a
suitable boring tool, collapse and remove the shell.
7-66. Locate
housing on boring machine or drill press
so that
bushings will be bored concentric to pilot dia- NOTE
meter within .002 total indicator reading and square
with mounting face to within .003 totalindicator
reading When removing the thrust bus hing, be care-
at 5-3/4 diameter. Bore through annulus and
bushings ful not to
damage the generator driven gear
toinside diameter of 1.125/1.126 inches. Checkinside
bushing (if installed) or the bore in the
diameter with suitable plug gage made to class "X"
accessory housing.
tolerances in "American Gage Design Standards’’. Indi-
cate pilot diameter and face to be sure cut is within 7-73. Using a suitable arbor press, press the bushing
tolerances. After concentricity,
size and squareness until seated against flat surface.
check, it will be necessary to checkbacklash of
gears.
7- 74. Machine the thrust bushing to a diameter of .158
7-67. GENERATOR DRIVEN GEAR BUSHING. (All 154 below mountingface. Use a suitable
gage to check
Models with Rear Mounted Accessories except GO-480- the depth.
B, -B1A6, -B1E6) Remove the old
bushing by boring
to athin shell with a suitable boringtool. Collapse and
remove the shelland pull out the dowel
making a refer-
ence mark on the housing adjacent to the dowel hole. PRESS BUSHINGIN PLeCE
WITH PIRBOR MP~METER OF
Using the replacement drift (7, figure 13-1) install a 1.3136 -1.3138
new bushing in the bore.
7- 68. Insert the drill jig (5, figure 13-4) intothe b~fihing
andusing a No. 32 116) drill, drill a hole .34 deep and I
E
ream to .124 .125 inch diameter to a depth of .28 at a

point approximately 180" from the previous dowel hole.
Remove the jig and press in a STD-151 dowelpin to .02
below top of bushing and peen edge of hole with appro- t
ximate 1/2 inch ball.
SECTION E-E
7-69. Remove the 1/8 Alien head pipe plug from the
outer end of the drilled passage leading horizontally 1 ~-f
into the bore from the left side of the accessory housing.
Using the passage as an access hole, drill a .250 inch
hole through the wall of the bushing. Clean out the
passage and replace the pipe plug. Figure 7-34. Magneto Shaft Bushing in
Accessory Housing
B 1 7-75. GENERATOR DRTVEN GEAR BUSHING AND

ANNULUS. (GO-435-C2B1, GO-480-B, -B1A6, -B1E6)
Remove annulus and remove pin, by drilling or other
means. Using a suitable arbor press, press out old

bushing.
7-76. Using a suitable arbor press, press in bushing

PRESS BUSnlNG IN PLACE WITH
flush to inside face.
SECTION ~B
7-77. Locate fixture (1, figure 13-4) inbushing so that

drill will not enter
previously drilled hole or oil pas-
sage. Drill with No. 46 081) drill to a depth of .220
and ream the diameter to .088 .089 inch to a depth
Figure 7-33. Magneto Shaft Bushing in Accessory of 190. Press in STD- 798 pin and file or shear excess
Housing Cover length from inside of bushing.
7-22
Accessory Housing
7-78. Press annulus into pilot diameter side of housing a suitable arbor press to press a new bushing into
with cup side in, place, flush to 0.010 below the surface. Be sure the
bushingis installed with split located 180" from dowel
7-79. Locatehousing onboring machineor drillpress hole in hub. Using a No. 46 081 inch) drill, drill
and indicatepilot diameter to within 002 total indicator through the bushing from the outside using the original
reading and generator mounting face to within. 003 total dowel hole as a pilot. Ream the hole to 0. 088 0. 089
indicator reading at 5-3/4 diameter. Bore through inch diameter and press in a new dowel 0. 03 inchbelow
annulus and bushing to the inside diameter of 1. 125 surface of the hub; peen the edge of the dowel hole.
1. 126 inches. Indicate pilot diameter and face to be Use a small grinding wheel to grind off the end of the
sure cut is within tolerance. dowel that protrudes into the center of the idler hub.
Burnish the bushing, using magneto drive idler gear
7-80. Drill through bushing as described in para- hub bushing burnisher (64887). Finish bore the bush-
graph 7-69; ingto 0. 751/0. 750 inch diameter; this ID must be con-
centric withpitch diameter of gear within 0. 002 inch
NOTE and square with face of hub within0. 001 inch. See fig-
ure 7-35.
Installation will be easier if bushings are
refrigerated before being installed. 7-84. OIL PUMP DRIVE SHAFT BUSHING (LOCATED
IN OIL PRESSURE PUMP BODY. (All Models with
7-81. STARTER DRIVE GEAR ADAPIER BUSHINGS. Side Mounted Accessories) Remove, by drilling or
(All Side Mounted Accessories) Drive the .0907 dia- other means, the pin which holds the bushing in
meter pins from the starter driveadapter. Use the place. This pin is inserted at a 45" angle through the
starter drive adapter bushing removal drift (64745) bushinginto the oilpump body. Drive thebushingfrom
to remove the bushings from the adapter. Blow out the oil pumpbody using the oilpump drive shaftbush-
the recess with compressed air. Press new bushings ingremovaldrift (64747). Press anewbushing inplace
into place with a suitable arbor press. If the pin holes flush to 0. 010 below the inside surface of the pressure
in the adapter are in good condition, the pins may be pump body. Install a new dowel at a point 20" to 30"
installed in their original location, otherwise new pin counterclockwise from the location of the original
holes must be drilled opposite the original holes. The dowel according to instructions given in figure 7-36.
pin holes must be 90" from the oil hole. Use a No. 44 Bore bushing to 0. 876/0. 875 inch diameter.
086 inch) drill to drill throughthe new bushing (using
the original hole as a pilot) or to drillthe new holes. 7-85. MAGNETO DRIVE SHAFT BUSHINGS. (All
Press new pins inplace, driving them 0. 002 inchbelow Models with Side Mounted Accessories except IGO- 540
the surface of the adapter. Peen the edge of the holes, and IGSO- 540 Series)These bushings can be removed
from the accessory housing and accessory housing
7-82. Bore (diamond bore or equivalent) thebushings cover (where employed)with
slide hammerpuller and
to 1. 501/1. 500 inch diameter; this ID must be con- small slide hammer puller jaws. New bushings are
centric with the OD of the adapter. Clean adapter sized and installed as described in paragraphs 7-53 and
assemblywith petroleum solvent and compressed air. 7-54. See figure 7-33 and 7-34.
7-83. MAGNETO DRIVE IDLER GEAR HUB BUSHING. 7-86. GENERATOR DRIVE GEAR BUSHINGAND OIL
(GO-480-D, -C1B6, GSO-480 and IGSO-480) Drive the SEALANNULUS (ACCESSORYHOUSING). (A11Models
09 inch diameter dowel from the hub. Be careful not with Side Mounted Accessories) Use the slide hammer
to damage the dowel holewhen removing the dowel, so puller (64782) with the puller jaws assembled to pull
thatthe new dowelcan be installed in the original hole. the generator drive shaft oil seal and oil seal annulus
Use the magneto drive idler gear hub bushing removal out of their seats in the generator drive mountingpad.
drift (64743) to remove the bushing from the hub. Use Drillout the pin that holds the generator drive bushing
Ream .088-.089 depth.25

press in dowel STD-394 01 MIOMOI dowel
.38 before boring bushing
PRESS IN DOWEL .03 IN. I cPRESS IN BUSHING FLUSH TO

BELOW SURFACE OF HUB 010 BELOW SURFACE
DIA.FINISH BORE
750
.740 Dm
DIA BURNISH IN PLACE Bore must be coneentric wilh diomeler Press bushing in Rush to
739 .875
within.001 total indieofot reading and 010 below Ihis swfae
square with face within.0005 per inch
Diomond bore
Figure 7-35. Magneto Drive Idler Gear Hub Bushing Figure 7-36. Oil Pump Drive Shaft Bushing

Section 7 OVERHAUL MANUAL -AVCO LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES
Accessory Housing
inplace and remove the bushing withthe slide hammer

puller. Make a pencil mark onthe housing in linewith
the original dowel hole. With a suitable arbor press,
press a new generator drive oil seal annulus and a new
drive shaft bushing into place in the generator mount’
PRESS (N BUSHINF
ing pad. Make sure the oilholes inbushing are aligned v’G
with the oil holes in the accessory housing and the
clearance between the bushing flange and the housing
is 0. 002 inch or less at all points. Using a No. 31
120 inch) drill, drill 0. 31 inch deep through the bush- sro
oAlilTaneoi
ing flange into the accessory housing at a point located
to the right of the original dowel location. Press a ~PIN
0. 125 inch x 0. 28 inchpin in place in the hole. Sealthe
oil holes in the bushing with heavy grease to prevent
the entry of grinding residue into the oil passages of
the accessory housing. Install the housing in the ac- Figure 7-38. Supercharger Intermediate Drive Gear
cessory housing holding fixture (64859) and, using the and Drive Shaft Bushings (GSO-480 and IGSO-480)
generator bushing and annulus boring bar (648 70), bore
the generator drive shaft bushing to a finished ID of 7-89. VACUUM PUMP SHAF~ GEAR BUSHING. (IGO-
1. 3135/1. 3125 inch diameter. 540 and IGSO-540Series) See figure 7-41. Remove, by
drilling or other means, the pin holding thebushing in
place. Make a pencil mark on the housing in line with
7- 87. REPLAC~G ROLLED BRONZE VACUUM PUMP the originaldowel hole. Remove bushing and press new
SHAFT GEARBUSHING (ACCESSORYHOUSING). (All
bushing into the housing. At a location opposite the
Models with Side Mounted Accessories except ICO-540
original dowel hole, ream .089 .091 to a depth of
and IGSO-540) Early production engines contained
.25 inch and press in dowel flushto .03 inch below the
rolled bronze bushings in the vacuum pump pad. At
surface. Diamond bore, or equivalent, the bushing to
overhaul allthese :rolled bronze bushings should be
its finished ID of i. 001 1. 000.
replaced with sinte,red bronze bushings in accordance
with the instructions given in the followingparagraph. 7-90. FUEL PUMP DRIVE SHAFI’ GEAR BUSHING
(ACCESSORY HOUSING). (All Models with Side Mount-
7- 88. Remove, by drilling or other means, the pin which ed Accessories
except IGSO-540-B1A, -B1C) Use the
holds the bushing in place. This pin is inserted at an slide hammer and puller mentioned in the above para-
angle as s hown in figure 7- 3 7. Remove the bus hing from graph to remove the fuel pump bushing from the :acces-
the accessory housing using a slide hammer puller sory housing. Press a new bushing into place with a
(64782) and small slide hammer puller jaws (64870). 8749/. 8751 inchdiameter arbor. Make certain, when
Use a 1. 0011/1. 0013 inch diameter arbor to size and installing the bushing that oil holes in bushing and
assemble the sintered bronze bushing. Make sure that accessory housing are in alignment; also make sure
clearance between flange of bushing and housing is that bushing flange is flat with housing surface within
0. 002 or less at all points. After arbor is removed, 002 inchclearance. After arbor is removed, the ID of
measure ID of bushing; this ID should be 1. 0015 the bushing should measure .875/. 873 inch diameter.
1. 000 inch. See figure 7-37.
7-91. FUEL INJECTOR DRIVE SHAFT GEAR BUSH-
]T~G. (IGSO-540-B1A, -B1C) See figure 7-42. Remove
by drilling, or ither means, the pinthat holds the bush-
ing in place. This pin is installed at the angle shown
in the
figure. Press out old bushingfrom the housing.
Make reference mark on the
accessory housing inline
with the original pin hole in such a manner that after
the new bushing is installed the mark will still be
40. visible. Press newbushing inplace makingcertainthe
58 oilholes are in their correct location. At a location
adjacent to the original pin hole ream.089/. 091 to a
f~
YlgllrhlYO IOihsnNi. ML~..II
45’X.05 in the new pin. Diameter is to be diamond bored, or
1.502 equivalent, after pressing in pins, to 1.064/1.063.
1.500
7-92. SUPERCHARGER INTERMEDIATE DRIVE GEAR

AND DRIVE SHAFT GEAR BUSHINGS. (All Super-
A
charged Models) Remove, by drilling or other means,
71341-PRESS IN PLACE the pins holding the bushings inplace. These pins are
oIAMETERs TO BE CONCENTRIC W’TH -10013
WITHIN.0O2 T.I.R. END SPUIIRE installed at angles as shown in figures 7-38 and 7-39.
WITH FACE WITHIN.O05 PER INCH
Remove the bushings from the housings. Blow out the
bus hing rec eases with compressed air. Make reference
Figure 7-37. Vacuum Pump Shaft Gear Bushing marks on the housing in line with the original pin holes
i" SUCh amanner that the marks will be visible when the
(All Models with Side Mounted Accessories except)
ICxO-540 and IGSO-540 Series) new bus hinge are installed. Press new bus hings in place
i
7-24
Sec~ion’l OVERHAUL MANUAL- LYCOMING REDUCTION GEAR DRIVE
AcceSlory Houaing
WER ROLLS
TO BE SOUARE
WITH FACE WITHIN .0005PER INCH
2~973 (REF)
PBILL~MLPBU
L624 REF.
DEARS vnml*.002
INDICATOR READING
TO BE CONCENTRIC
WITHIN.OO2 TOTALINDICATOR READING.
PRESS IN PIN FLUSH

BELOW SURFACE.
Figure 7-43. Supercharger and Accessory Drive

Figure 7-41. Vacuum Pump Shaft Gear Bushing Gear Bushings (GSO-480 and ICSO-480)
(IGO-540 and IGSO-540)
7-101. Press new vacuum pump, fuel pump and gen-
bushings tothe ID
specified infigure 7-43. Locate pot erator drive oil seals int8 their respective seats in the
chuck at locations shown in figure 7-43 and indicate
accessory housing.
over rolls to obtain pitch diameter of gears.
7-99. SUPERCHARGER AND ACCESSORY DRIVE 7-102. (Models with High Speed Straight Through
GEARBUSHING. (IGSO-540) See figure 7-44. Remove, Ge"erator Drive) See figure 7-5. Place the generator
drive countershaft oil shield (13) on the end of the
by drilling or other means, the pins holding the bushings
in place. Remove the bushings from the gear. Make countershaft (15) and press the countershaft into its
reference marks on the gear in line with the original bore in the accessory housing. Place the generator
drive idler gear (14) the countershaft and secure
on
pin holes in such a manner that the marks will be
visible after the newbushings are installed. Press new the gear and countershaft to the housing with a plain
bushings into place with a suitable arbor press. Drill Washer, screw and retaining nut. Tighten to specified
new pin holes inthe bushings, at locations opposite the torque and secure with a cotter pin.
original pin holes. Press new pins in holes and diamond
bore, or equivalent, the bushings to the ID’s as speci- 7-103. OIL PUMP. (All Models with Rear Mounted
fiedinfigure 7-44. Locatepot chuckatlocations shown Accessories) Place oil pump impellers (19 and 20) in
in figure 7-44 and indicate over rolls to obtain pitch Oil pump body (21) and checkdiameter and side clear-
diameter of gears. ance. (See Table of Limits. Oil the impellers with a
REASSEMBLY INDICATE OVER ROUS
7-100. ACCESSORY HOUSING. (A11Models with Rear

Mounted Accessories) Install the drilled (metering)
pipe plug (18, figure 7-5) in the bottom flange. Install
two 1/8 inch Alien head pipe plugs at the locations DIAMETERSMUSTsE
shown (1, figure 7-5). If the accessory housing is
machined with ableed h~le (Il,figure 7-5) tnthe main "rorl*mnaR~--
oil passage between the fuel pump and tachometer i~-

OR
drives, plug the hole with a No. 2 self tapping screw.
DIAMOND BORE
EOUIVPILENT7,~f
OR
44 .751MI.
r
DRILLNO.
REP~M.088´•.OB9
MUST sE SPUARE WITH FACE WITHIN.OO2

TOTAL
READING. INDICATOR REPIDINO AND U)NCENTRIC WITH. ROOF GEARS
WITHIN.O02 TOTAL INDICATOR READING.
Figure 7-42. E~el Injector Drive Shaft Bushing Figure 7-44. Supercharger and Accessory Drive
(1GSO-540-A1B, -B1A) Gear Bushings (IGSO-540)

Accessory Housing
generous quantity of corrosion-preventative mixture, adapter and insert the tachometer driven gear (13,
installpump body (21) and secure withthree 5/16 inch figure 7-45) into the adapter from the accessory hous-
slotted shear nuts and flat washers. While tightening i"g Side. Slide the idler gear (7, figure 7-45) onto its
Shaft and check the backlash between the idler and
the nuts, insert the oil pump drive gear (2 6) temporarily
driven gears. The adapter, with gears
installed, should
and turn gears in order to attain impeller gear align-
ment and to prevent binding. Lock the nuts with lock-
then bB assembled with a new gasket over the adapter
wire. Withthe oilpump drive gear still inplace, check support with two 1/4-28 bolts, six plain washers, and
four lockwashers and nuts.
the end clearance of the gear with the pump body. Note
that the oil pump idler shaft (17) makes adrive fitwith 7-110. ALIGNMENT OF SUPERCHARGERBEARING.
the pump body. The removal replacement of the shaft
or (GSO-480 and IGSO-480 Series) As explained in para-
is unnecessary if it is still tight and fits with the driven graph 7-4, accessory housings on GSO-480 and IGSO-
impeller within specified limits. 480 engines are interchangeable only under certain
conditions. Should it become necessary to replace an
7-104. Coat the generator driven gear assembly (36) accessory housing, the alignment between the crank-
with corrosion-preventative mixture. Checkto see that shaft and the supercharger bearing mounting surface
the thrustwashes and plug areproperly installed, and (Surface "A", figure 7-11) onthe replacement housing
then insert the gear into the bore in the housing. Secure must be checked. This check is made during engine
the gear in place with a retaining plate, two spacers, build-up when the crankcase and crankshaft have been
and two 1/4-20 drilled screws (35, 34, 33); tightenthe assembled and all crankcase fastenings tightened to
screws to proper torque and secure with lockwire. finaltorque. Mount the new housing on the crankcase
(use no gasket), fastening the attaching nuts moderately
7-105. Insert the vacuum pump and fuel pump gears tight. Insert indicator expander tool (ST-24) into the
into their respective positions at the base of the hous- crankshaft with the rear end of the tool protruding
ing. In the part just above, insert oil pump drive gear, through the bearing hole in the rear of the acces-
and to the left, the tachometer drive gear. sory housing. Mount a dial indicator on the tool in such
a manner that the indicator spindle extends at a right
7-106. (All Models with Rear Mounted Accessories ex- angle to the longitudinal centerline of the engine and
cept Models Equipped with High Speed Straight T hrough rests on the bearing surface of the hole )Surface "A",
Generator Drive) Attach breather cover (21, figure figure 7-11). Set the indicator at zero and then rotate
7-6) to the housing with a 5/16-18 filister head screw; the crankshaft 360". In order that the accessory hous-
tighten to specified torque and secure with lockwire ing be acceptable for use on the particular engine
to the ear provided on the cover. being checked, the total variation in the indicator
7-107. (All Models with Rear Mounted Accessories readings observed must not exceed .008.
Incorporating Lightweight Magnetos) Install the two 7-111. ALIGNMENT OFSUPERCHARGER BEARING.
magneto drive bearing supports (14, figure 7-6) se- (IGSO-540Series) As explained in paragraph 7-4, ac-
curing each support to the accessory housing with a cessory housings onIGSO-540 series engines are in-
10-32 flat head machine screw. terchangeable only under certain conditions. At manu-
facture the accessory housing, accessory housing
7-108. On engines equipped with SAE type tachometer adapter and accessory drive shaft adapter are line
drives, install a new oil seal (1, figure 7-45) in the bored together and selectively fitted to the power sec-
outer end of the adapter, and press a new drain hole tion of the engine. Should it be necessary to replace
plug (18, figure 7-5) into the lower drain hole in the this assembly, the alignment between the crankshaft
accessory housing. Insert the tachometer gear assem- and the supercharger mounting surface on the replace-
bly (5, figure 7-5) intothe cover, makingsure thatthe ment assembly must be checked. This check is made
gear shaft enters the oil seal properly. Using a new in the same manner described in paragraph 7-110 ex-
gasket, attach the assembled gear and cover tempor- cept that it is only necessary to mount the accessory
arily to the accessory housingwith three 1/4 inch nuts, housing adapter on the crankcase to check alignment.
plainwashers, and lockwashers. Insert the tachometer
ACCESSORY HOUSING
drive gear (28, figure 7- 5) into the bore in the accessory
housing and check end play andbacklash (see Table of 7-112. ACCESSORY IDLER GEAR AND ADAPTER.
Limits). Remove the cover and gear assembly and the (All Models with Side Mounted Accessories except
tachometer drive gear from the housing. Coat the
GSO-480, IGSO-480 and IGSO-540 Series) See figure
tachometer gear assembly with corrosion-preventive
7-12. Press the bearing (1) into the accessory drive
mixture, replace the gear assembly in the cover, and shaft adapter (2) and secure the bearing in place with
secure the unit to the housing, tightening the nuts to
an accessory drive adapter plate. Secure by four drilled
proper torque, head screws tightened to specified torque and lock-
7-109. If the engine is equipped with an electric type wire insets of two. Press the accessory idler gear (4)
tachometer drive, press a new tachometer drain hole into the bearing, using an arbor press if necessary.
plug (18, figure 7-5) into the lower drain hole in the Clamp the accessory drive shaft holder (ST-174) up-
accessory housing and secure the tachometer adapter right in a vise, insert the gear and adapter into holder,
support (9, figure 7-45) and gasket to the housingwith and installthe accessory drive shaft lockwasher and
a Il. 250-20 flat head screw (12, figure 7-45). If the nut (5 and 6) on the threaded end of the idler gear.
idler gear shaft was removed from the tachometer Using the accessory drive shaft nut wrench (64709),
adapter (15, figure 7-45), press a new shaft into place tightenthe nut to specifiedtorque (seeTable of Limits);
and securewith a cotter pin. Press a new oil seal(l4, secure the nut in place by bending up two of the lock-
figure 7-45) into the outer end of the shaft bore in the washer tangs into their matching slots inthe nut. Place
1973 7-27
Revised January,
Accessory Housing
the fuel injector idler shaft (12) through the bearing shaft gear (23)
and insert the gear in the accessory
into the bore in the accessory housing cover. Install housing cover.Insert the oilpressure and scavenge
a 1/2-28 slotted nut and plain washer on idler shaft pump idler gear assembly (19) in its bore in the cover.
and secure with lockwire.
7-132. STARTER DRIVE GEAR ASSEMBLY. (All
7-126. TACHOMETER DRIVEN GEAR. (All Models Models with Side Mounted Accessories) See figure
with Side MountedAccessories) See figure 7-8. Press 7-28. Assemble the accessory drive gear over the
a new tachometer drive oil seal into place, invert the starter gear and secure with six STD-1833 slotted head
cover and insert the tachometer driven gear (10) into capscrews. Tighten each screwwith 65 to 85 foot Ibs.
its bore in the cover. torque and the capscrews with 0. 032 diameter
secure
corrosion resistant steel lockwire (STD-1823). See

7-127. MAGNETO IDLER GEAR ASSEMBLY. (All figure 7-29.
Models with Side Mounted Accessoriesexcept IGSO-
480, IGO-540 and IGSO-540 Series) See figure 7-8. 7-133. (All Models exceptIGO-540 and IGSO-540) See
Assemble the magneeo gear (4) and oil
drive idler figure 7-8. Insertthe starterdrive gear assembly (35
slinger (1) to the idler hub (3), fastening the three parts and 37) into the starter drive adapter (30), meshing
together withfour 1/4-28 drilledendbolts (6) inserted the gear with the generator drive shaft gear (8) and
from the gear side as shown infigure 7-8. Secure the the vacuum pump shaft gear (36).
bolts with lockwire. Note that the idler shaft washer (2)
must be placed in position on the hub before the gear, 7-134. (IGO-540 and IGSO-540) Seefigure 7-9. Insert
hub and slinger are assembled. Insert the idler shaft the starter drive gear assembly (18 and 22) into the
(7) in the bore in the accessory housing cover and mount starter drive adapter (10), meshing the gear with the
the idler gear assembly onthe shaft. Securethe entire generator drive
shaft gear (23) and the oilpressure and
assembly in place with a 5/16-24 drilled end bolt (21) scavenge pump idler gear (19).
inserted through the hollow shaft from the outside of the
accessory housing cover and fastened with slotted shear 7-135. STARTER JAW. (A11ModelswithSide Mounted
nut. Tighten the nut to specified torque (see Table of Accessories) figure 7-8. Obtain a block of wood
See
Limits) and secure with a cotter pin. When the idler approximately seven inches high. Holding the generator
gear assembly is properly installed, the teeth on the drive and other loose gears to prevent them from
idler hub should mesh withthe tachometer driven gear dropping, invert the entire accessory housing cover
(10) and the idler gear should mesh with the magneto assembly and setlt on the blockin such a manner that
drive shaft gear (11). the starter drive gear rests directly on the block and
the lower ends of the shaft gears clear the workbench.
NOTE Install a circlip on the end of the starter jaw (28),
insert the jaw into the splinedbore of the starter drive
Locating dowels are provided in the idler gear, and seat the jaw with a sharp blow with a soft
shaft (7) and idler shaft washer (2). Make hammer. This locks the starter drive gear in place,
sure that both dowelssecurely installed
are which in turn prevents the shaft gears from dropping
and properly inserted in their respective out of the accessory housing cover. Place the cover
mating holes in the accessory housing assembly onthe workbench withthe shaft gears up and
cover and idler hub. check the backlash on all mating gears. (See Table of
Limits.
7-128. MAGNETO IDLER GEAR ASSEMBLY. (IGSO-
480 Series) See figure 7-8. The magneto idler gear 7-136. OIL PUMP ASSEMBLY. (All Models with Side
assembly is assembled in the same manner as des- Mounted Accessories) See figure 7-13. Ensert the
cribed in the preceding paragraph except that the fuel check valve ball and spring (17 and 18) in the oil pres-
injector idler drive gear (13) is also assembled on the sure pump body (5) and installthe check valve retainer
magneto drive idler hub. (19) by pressing in flush with housing face all around.
The oil hole in the retainer must line up with the oil
7-129. TACHOMETER IDLER GEAR ASSEMBLY. line inthe oil pumpbody when the retainer is installed.
(IGO-540, IGSO-540 Series) See figure 7-9. Assemble Afterinstailingthe retainer, use a piece of 3.1875 inch
the tachometer drive idler gear (4), idler shaft washer brass rod as a drift, insert it through the hole in the
(24) and oil slinger (3) on tachometer drive idler top of the retainer and tap it gently with a hammer to
shaft (5). seat the check valve ball properly.
7-130. GENERATOR DRIVE AND VACUUM PUMP 7-137. Install a new oil seal in the hydraulic pump
SHAFT GEARS. (All Models withSide Mounted Acces- drive bore in the pump body. Insert the drive shaft (20)
series except IGO-540 and IGSO-540 Series) See figure through the sealand into the pump body andthen place
7- 8. Place a (9) on the end of the genera-
thrust washer the body onthe workbench, interior side upward. Place
tor driveshaft gear (8)
and insert the gear in the acces- a small block under the drive shaft to prevent it from
soryhousingcover. Insertthe vacuumpumpshaft gear dropping out of position. Slide the pressure pump driv-
(36) in its bore in the cover, ing impeller (21) down over the drive shaft and then
insert the driven impeller (22) into its recess in the
7-131. GENERATOR DRIVE AND OIL PRESSURE body, meshing the two impellers together. Install the
AND SCAVENGE PUMP IDLER GEAR ASSEMBLY. spacer (23) on the studs protruding from the body and
(IGO-540 and IGSO-540 Series) See figure 7-9. Place then slide the scavenge pump driving impeller (25) down
a thrust washer (9) on the end of the generator drive over the drive shaft. Checkthe scavenge pump body (3)

OVERHAUL MANUAL- LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES Seclion’l
Accessory Housing
to make sure that the tvJo dowels (1), idler shafts (4 and 720, Table of Limits), rem~-Je the accessory drive
26), and scavenge pump strainer (27) are securely in shaft ,adapter (2, figure 7-12) from the accessory
place. Installthe two scavenge pump driven impellers housing, and peel one or two laminations from the shim
(24) on the idler shafts and then place the scavenge (7, figure 7-12). In most instances, the removal of
pump body in position on the pressure pump body, severallaminations will be sufficientto bring the lash
holding the scavenge pump driven impellers in place within limits. Experience has shown that the removal of
to prevent them from dropping out of the pump body, one .002 shim reduces the backlash by about .001. If
Fasten the pump bodies together with six 1/4-28 slotted excessive backlash is encountered, laminations must
shear nuts and plain washers, securing the nuts with be removed from both the accessory drive shaft adapter
lockwire after tightening them to specified torque. shim and the starter drive adapter shim (26, figure 7-8).
Insert a Woodruff key in the slot in the drive shaft and If the lash cannot bebrought within limits by reducing
install the gear (28), securing it on the shaft with a the thickness of both shims, one or both of the gears has
1/2-20 slotted shear nut and cotter pin. Consult the sustained excessive tooth wear and must be replaced.
Table of Limits for the specified torque on this nut.
Note thatthe cotter pin ends must not be bent over the 7-140. As previously mentioned, the backlash between
end of the drive shaft, since the shaft bears against the the supercharger and accessory drive gear (18, figure
fuelpump shaft gearwhen the housing is assembled. 7-11) and the starter drive gear on supercharged
Screw the locknut (14) onto the relief valve adjusting engines is adjusted in exactly the same manner as des-
screw (13), insert the plunger and spring (16 and 15) cribed in paragraph 7-139. Because of the configuration
into the relief valve sleeve in the pressure pump body, of the housing assembly, however, the contact surfaces
and installthe adjusting screw andlocknut, using a new between the two gears are inaccessible. The backlash
gasket (12). Do not installthe crown nut at this time is determined, therefore, by mounting a dial indicator
since the valve will be adjusted during engine test. on a stud or other convenient location on the front of
Install two new rubber oil sealrings (2) around the body the accessory housing and taking a reading on one of
of the assembled pump; one ring should seat inthe slot the spur gear teeth (the exposed section of the super-
forr~ed by the spacer (23), and the other should be in- charger and accessory drive gear which drives the
stalled in the step machined on the interior of the intermediate supercharger shaft gear. Since the spur
scavenge pump body. Install oilfilter assembly and gear section has almost twice the circumference of the
oil filter cover. The assembled pump may now be in- bevel gear section, the backlash measured on the spur
stalled in the accessory housing cover or laid aside gear willbe slightly less than twice the lash between
for installation just prior to the assembly of the acces- the bevel gears. Thbrefor´•e, if the desired backlash is
sory housing to the crankcase. If the pump is to be .008, adjust the shims as described in paragraph 7-319
installed later, it should now be placed temporarily in to produce a backlash of 0. 015 on the spur gear.
position the accessory housing cover and the back-

on
lash between the oil pump and accessory drive gears 7-141. When the backlash has been satisfactorily ad-
checked. justed, permanently secure the starter drive adapter
(30, figure 7-8) to the accessory housing cover and the
FINAL ASSEMBLY accessory drive shaft adapter (2, figure 7-12) to the
accessory housing. Tighten all nuts to specified torque
7-138. ACCESSORY IDLER GEAR BACKLASH. (All and secure with lockwire, wiring the starter drive
Accessories) The following
Models with Side Mounted adapter nuts in two groups of three and the accessory
paragraphs (7-139 through 7-141) describe the proper drive shaft adapter nuts in two groups of four. On
method for achieving the spe cified backlash between the engines so equipped, insert the fuel pump drive shaft
accessory idler gear (4, figure 7-12) and the starter gear or vacuum pump drive gear and vacuum pump
drive gear (37, figure 7-8). On supercharged engines spline coupling in their bore in the accessory housing
theequivalenttothe accessory idler gear is the super- just prior to final assembly of the accessory housing
charger and accessory drive gear (18, figure 7-11). cover as described in the following paragraph.
Despite the supercharger drive coupling and other

structural differences in the accessory drive section of 7-142. ACCESSORY HOUSING INSTALLATION. (All
the supercharged engine, the backlash is checked and Models with Side Mounted Accessories except Super-
adjusted in basicallythe same manner as on normally charged Engines) Complete the installation of all
aspirated engines. fastenings around the accessory housing, accessory

housing cover parting line, using 1/4-28 nuts, plain
7-139. Temporarilyassemble the accessory housing washers, and lockwashers. If the oil pump has not
cover on the accessory housing, installing nuts moder- already been installedinthe accessory housing cover,
atelytight on every other stud aroundthe periphery of do so now, making sure that the two oil seal rings (2,
the cover. Using a screwdriver or other similar tool, figure 7-13) mentioned in paragraph 7-137 are in
pry the starter jaw (28, figure 7-8) as far out of the place. Tightenallfastenings to specifiedtorque. Using
housing as it will come without exerting undue pressure. a new gasket, install the housing on the crankcase.
This must be done because of the natural tendency of Care mustbe exercisedto see that the external spline
the starter drive gear to press in toward the center of on the front of the accessory idler gear enters the
the housing, thereby producing a false backlash mea- splined crankshaft bushing properly. Do not attempt to
surement. Using a feeler gage (dial indicator on super- seat the housing on the crankcase flange with blows
charged engines; see paragraph 7-140), measure the from a mallet or hammer; the use of suchtactics should
backlash between the accessory idler gear (4, figure not be necessary if the studs are in alignment and all
7-12) and the starter drive gear (37, figure 7-8). If parts were properly assembled initially. Install 1/4-28
the backlash exceeds specified limits (see reference plain nuts, plain washers, and lockwashers on all studs;

Seclion 7 OVERHAUL MANUAL.. LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES
Accessory Housing
tighten the nuts to specified torque. Install the rear an alternate sealant which may be used at field service
cover using 1/4-28 plain nuts, plain washers, and lock- overhaulfacilities where trouble may have been exper-
washers. The various accessories may now be assem- ienced in applying POB and silkthread. RTV-101 sealer
bled to the
housing. When installing the starter, first isapproved for use when applied very thinly to one of
assemble the starter pad adapter (29, figure 7-8) with the metal parting surfaces of mating parts wherea
gasket on the starter mounting studs. gasket is not specified. Silk thread is not required
when RTV-1OI is used.
NOTE
7-146. (IGSO-540 Series Only) This series incorpor-
For the assembly of the magneto drive shaft ates accessory housing adapter which is assembled
an
(39, figure 7-8) and other related magneto to the crankcase in the same manner as described in
drive parts, see Section IV, Ignition System. the above paragraph. In addition, the accessory housing
is assembled to the adapter in the same manner.
7-143. ACCESSORY HOUS~NG INSTALLATION. (GSO-
480 and IGSO-480) See figure 7-11. The accessory 7-147. Mount the assembled housing on the rear of
housing cover was temporarily assembled to accessory the crankcase. This is a two man job, and extreme care
housing during the backlash check described in para- must be exercised afterthe various studs are engaged
graphs 7-139 through 7-141. When the proper backlash with their matching holes to see that the oil transfer
has been achieved, remove the cover from the housing. tube and externalsplines on the front of the accessory
Insert the intermediate supercharger drive gear (5) drive shaft enter the rear of the crankshaft properly.
into its bearing in the rear of the accessory housing. It may be necessary to bump the crankshaft slightly
Insert the intermediate supercharger drive shaft gear (using the crankshaft spline wrench, 1, figure 13-1)
(4) through the bearing in the front of the housing, mesh- to permit the spline to engage. Do not attempt to seat
ing the splines on the shaft gear with the inte rnal spline s the housing on the crankcase flange with blows from a
on the drive gear. Install the drive washer (6), flange mallet or hammer; the use of such tactics should not
inward, on the end of the shaft gear, place a new lock- be necessary if the studs are in alignment and all parts
washer (7) in position, and secure the entire assembly are properly assembled initially. Install 1/4-28 plain
in place with the intermediate drive shaft nut (8). nuts, plain washers, and lockwashers on all studs;
Tightenthe nut to specified torque andbend the edge of tightenthe nuts to specified torque. ThB various acces-
the loclq3late up over two opposite flats on the nut. series may now be assembled to the housing. When
installing the starter, first assemble the starter pad
7-144. Install oil seal ring (23, figure 7-11) in
a new adapter (29, figure 7-8) with gasket on the starter
the machined groove on the oil transfer tube (22, mounting studs. For installation of the supercharger,
figure 7-11). Coat the crankcase and accessory housing see Section VI.
mating flanges with POB (or equivalent) sealer. Lay
a continuous length of silk thread (any commercial 7-148. ACCESSORY HOUSING INSTALLATION. (All
grade of No. 00 silk thread is satisfactory) along the Models with Rear Mounted Accessories) Place acces-
acce ss ory housing flange, beginning at one lower corner sory housing gasket over studs at rear of crankcase.
and continuing up and around the flange to the opposite Turn engine crankshaft to a position that will allow the
corner; no thread or sealer should be applied to the oil pump drive gear and tachometer drive gear to mesh
lower or horizontal portion of the flange. Allowing with crankshaft gear at locations where two adjacent
several inches of thread to hang free at the bottom, sides of crankshaft gear lockplate are bent over the
begin at one lower corner of the flange and imbed the flats of the nuts. (See figure 7-50. This will permit
thread in the sealer about an eighth of an inch from one the accessory housing, with all gears assembled, to
edge of the flange; loop the thread once around each slide into place over the mounting studs.
dowel and stud. Continue all the way around the flange
in this manner, allowing the thread to extend several
inches past the bottom edge of the flange when the
opposite corner is reached. Repeat the procedure on
the crankcase flange, the only difference beingthat the ~P (O
thread in this case s hould be laid along the opposite edge
of theflange; i. e., if the thread is laid along the outside
edge of the accessory housing flange, it should be placed
along the inside edge of the crankcase flange.
NOTE
Silk thread must be routed in such a way

as to prevent its coming in contact with
the chamfer dowel "0" ring.
7-145. OPTIONAL PARTING SURFACE SEALANT.

The use of POB sealant and silk thread has been used
generally for sealingfinished parting surfaces that do
not employ gaskets. This practice has always been Figure 7-50. Correct Position of Crankshaft Gear
satisfactory when correctly applied. However, we have when Installing Accessory Housing
tested and approved General Electric Co.’s RTV-108, (Rear Mounted Accessories)

6VERHAUL MANUAL- LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES Sec~ion’l
Accel~ory Houring
7-149. Thoroughly coat all steelparts at rear of engine drive gear (18, figure 7-6) and driven gear (19, figure
crankcase and inside accessory housing with preserva- 7-6) have not previously been checked for fit with their
tive oiland checkto see that allgears and plugs are in respective bearings, do so now. (See Table of Limits.
place. Assemble the housing over the studs, making Then insert the gears in the housing, bolt the housing
sure that allgears me sh. Assemble plain washe rs,lock- temporarily to the accessory housing and check the
washers and nuts over studs and tighten to specified backlash. Backlash in of specified limits (see
excess
torque. (See Table of Limits. CheckbacMashbetween Table of Limits) by peeling laminations

is corrected
crankshaft gear and oil pump drive gear; also between tin increments of .002) from the generator housing
crankshaft gear and tachometer drive gear. Measure- shim (4, figure 7-6). Upon completion of these checks
ments must not exceedspecified limits. (See Table of the generator housing assembly can be secured to the
Limits.) accessory housing. Much awkward handling of the
assembled accessory housing and generator housing
7-150. (All Models with Rear Mounted Accessories may be avoided, however, if the final assembly of the
Incorporating Angle Drive Generator Housing) Install generator housingto the accessory housing is delayed
a pew oil seal intothe vacuum pump drive in the angle untilthe accessory housing has been installed on the
drive generator housing(l, figure 7-6). If the generator crankcase.

SECTION
CYLINDERS, PISTONS
AND VALVE TRAIN
OVERHAUL MANUAL- LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES Labn 8
Cylfnd~n,
´•nd V´•lv~ Tr~in
SECTION VIII
CYLINDERS, PISTONS, AND VALVE TRAIN
8-1. The piston, being a reciprocating part is nor- Remove the baffle assemblies from the bottom on all
mally grouped with the crankshaft in a theoretical series engines except those with exhaust port located
breakdown of the ~ngine into basic components. From on top of cylinder. On these engines the baffle is re-
a practical standpoint, however, it is felt that the pis- moved from the top.
tons should be considered with the cylinders insofar
as procedure is concerned. For example, the
overhaul
basic configuration of the engine requires the removal, 8-8. CYLINDER REMOVAL. Remove lock wire, or
and reassembly of the pistons at the same time that pal nuts on some installations, and using applicable
the cylinders are removed or replaced, cylinder base nut wrenches (P/N 64700, 64701, or
64942, 64943) and handle(P/N 64711), remove all cyl-
inder base nuts land hold down plates where employed)
8-2. For the purposes of this manual, the valve train which are accessible with the engine in an inverted
willbe considered as all parts of the valve operating position. Thenrotatethe engine to its normal position
mechanism beyond the camshaft, beginning with the and remove allremaining nuts with the exception of one
hydraulic tappet assembly. 1/2 inch nut on each cylinder. Remove self locking
screws from rocker box covers andremove all rocker
box covers. Also, remove all twelve valve rocker
8-2. The cylinder assemblies on all subject engines shaft covers and gaskets by removing the twenty-four
are basically similar in design, and the overhaul pro- 1/4 plain nuts and lockwashers that secure the
inch
cedures describedin this section will be applicable to covers to the
cylinder heads. Using crankshaft spline
all assemblies except as noted. wrench (P/N 1225-B or ST-38 or propeller flange
spanner wrench (P/N 64721), turn crankshaft so that
DISASSEMBLY number one piston is in top center (piston outward)
position on the compression stroke. This stroke can
be determined by lack of any action of either valve
8-4. PRIMER LINES. If the engine is equipped with when crankshaft is turned slightly forward and back-
primer lines, the lines should be detached from the ward whilepistonis intop center position. Push valve
engine at this time. When removing the lines, leave rocker shafts outward sufficiently to allow clearance
the nipples in place in the cylinder head. for removal of both of the valve rockers and the valve
rocker thrust washers. To do this, first exert pressure
outward against the valve rocker shaft and then pull
8-5. OIL DRAIN TUBES. Loosen both hose clamps
from outsidetherocker box. Removethe thrustwash-
at lower end of each rocker box drain tube and slide
ers and valve rockers. The valve rocker shafts cannot
hoses out on tube;then loosen gland nut at each rocker
beremoved at this time. Remove the push rods by
box endof eachtube and remove tubes. Donot remove
drain fittings from the cylinder heads or nipples from grasping the ball end and pulling outward through the
shroud tube. Keep all parts separate by placing in
the crankcase.
cleaning and inspection basket (P/N 64553). Grasp
each push rod shroud tube and turn 90" either way.
8-6. INTAKE PIPES. Remove the nuts and washers This releases detent ontube from spring. Remove the
that the intake pipe flanges to the studs at the
secure tubes by first releasing them from the seal seats in
cylinder ports and pull the flanges away from the cyl- cylinder head and then withdrawing tubes from shroud
inders. On all series engines except 100-540, loosen tube sealretainers in crankcase. Remove shroud tube
the hose clamps nearest the sump, pull the hose con- seal sleeves and seals from outer end of shroud tubes;
nections away from the sump and remove the intake also remove seals from crankcase. Discardall seals.
pipes. The 100-540 intake pipe is in two sections, Place washers, springs and seal sleeves in proper
after complying with first portion of this instruction, compartment of cleaning basket. Removethe remain-
loosen hose clamps joining sections of the intake pipe ing cylinder base nut; landhold down plates where em-
and remove the section closest to the cylinder. The ployed) then remove the cylinder from the engine by
balance of the intake pipe can be removed when the pulling straight away from crankcase. As the cylinder
sump is removed. Mark all intake pipes for location ispulled away, catch and hold the piston to prevent it
as they disa~sembled. On supercharged engines,
are from falling and being damaged. Remove both valve
loosen the flane;es at each end of the supercharger out- rocker shafts, and remove and discard the cylinder
let pipe and remove the pipe from the engine. base oil seal ring.
8-7. INTERCYLINDER BAFFLES. Using the inter- 8-9. PISTON REMOVAL. Remove piston pin plugs
cylinder baffle tool (P/N~64885), turn the "S-type" from piston. Using piston pin puller (P/N 64843),
baffle retaining hook so that it disengages the retainer, pull pin out of the piston.

OVERHAUL MANUAL- LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES Sedion a
Cylindan, Pirtonr,
clnd Vslvs Tlsin
8-13. Remove all valve

spring seats and
springs from 8-18. HYDRAULICTAPPETS. Usethecleaningbas-
rocker box, keeping parts for each valve separate. ket (P/N 64553) in order to
keep the valve operating
Hold valves by the stems to keep them from dropping mechanism parts separate. Dip the basket, with all
out of the cylinder, and remove cylinder from holding parts contained in their proper compartment, in
block. Now reach inside of cylinder and remove valves, petroleum solvent. Hold the ball check valve in each
If difficulty is experienced in pulling the tops of the plunger cylinder off its seat by inserting a light copper
valve stems through the valve guides, push the valves wire or other relatively soft material through the tube
back in position and clean the carbon from the stems. on the cylinder and wash thoroughly so that any dirt
particles that may be under the ball seatwill be washed

CAUTION out. After washing the parts of each hydraulic tappet
assembly, replace the parts in the proper compart-
Do not drive the valves through the guides, ment of the cleaning basket.
8-14. Place each valve, with its springs, seats and CAUTION
keys in its proper compartment of the cleaning and
inspection basket. No further dlsassembly of the cyl- It is imperative that the various parts of
inder is necessary unless inspection warrants the re- each tappetassembly be kept together dur-
placement of valve guides, valve seats, rocker box ing the overhaul operations, in order that
drain tube elbow or primer nipple. all component parts may be reassembled
with their original mating parts and each
8-15. PISTON RING DISASSEMBLY. Using the pis- completed assembly inserted in its origi-
ton ring expander, (P/N 64528 or 64713), remove the nal locationin the crankcase. Inthe event
rings from allsixpistons. Removethe rings in order, parts are intermixed, discard and install
starting with the topring andworking down. Be care- new assemblies.
ful not to scratch or score piston when removing rings.
INSPECTION
8-16. HYDRAULICTAPPETS. (Seefigure 8-6.) Push
spring end of hydraulic tappet plunger, turn approxi- 8-19. Inspect all cylinder, piston andvalve train parts
mately one-quarter turn in clockwise direction and in accordance with the general instructions described
pull it from the cylinder. Do not further disassemble in SectionIII. Specific instructions will be found in the
any parts of tappet assembly. following paragraphs.
CAUTION 8-20. CYLINDER HEAD(VISUAL INSPECTION). Ex-

amine the cylinder head thoroughly, checking for the
Keep plunger and cylinder of each assem- following possible defects:
bly together. They are very closely and
selectively fitted together during manu- a. Loose, scored,pitted or otherwisedamagedvalve
facture and are not interchangeable. seats. (Mark for replacement).
CLEANING b. Loose or damaged studs. (Replace with 0.003,

0.007 or 0.012 oversize studs).
8-17. Clean all cylinder, piston and valve train parts
in accordance with the general instructions described c. Loose or damaged spark plug hell-coil inserts.
in Section III. Specific instructions follow: (Mark for replacement with oversize insert).
d. Loose, cracked or scored valve guides. (Mark

a 3 4 s 6 for replacement).
I Nicked,
.e
and exhaust.)ports, oc
scoredor
srevdentedmounting pads.
rocker box
(Intake
t;r f. Cooling fins. The following standards shall pre-

vail insofar as acceptance or rejection of cylinder
heads are concerned.
10 9 8 7
1. Cracked fins.
(a) Fin adjacent to the exhaust port flange.

1. ShroudTube 7. Camshaft
2. Push Rod Socket 8. TappetBody (1) Stop drilling, a 3/16 inch diameter hole
3. Plunger Spring 9. Cylinder through the end of the crack is permissible
4. Oil Pressure Chamber 10. Ball Check Valve
providing the end of the crack is at least 1/4
5. OilHole 11. Plunger inch from the base of the metal.
6. Oil Supply Chamber 12. PushRod
(2) Fin removal to eliminate crack and re-
Figure 8-6. Diagram of Hydraulic Tappet duce vibrating mass is permitted provided:

section B OVERHAUL MANUAL- LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES
Cylinders, Pistons,
and Valve Train
64613). Be sure to use the end of the gage marked

"Cyl. Head". Theopposite end,marked"Rocker Bush-
ing", is 0.0015 inch larger in diameter by virtue of the
MAX. FIN REMOVAL greater wear limit allowed on the valve rocker bushing.
TO THIS LINE ONLY/ Use the gage in the same manner as described for the
NEVER ENTER-- valve guide ID.
BASE METAL.
8-22. CYLINDER BARREL (VISUAL INSPECTION).
In addition to a thorough inspection of the cylinder
Figure 8-7. Maximum Fin Removal barrel to ascertain its general condition, make the
following specific checks:
(aa) Maximum removal is no more than
one half the total fin width. a. Cooling Fins. It is recommended that notches
or nicks be
profiled with a hand grinder or file. A
(bb) Maximum removal is in accordance cracked cylinder barrel is cause for rejection of the
with figure 8-7. cylinder.
(cc) No burrs or sharp edges are per- b. Cylinder Skirt. Replace any cylinder having a
mitted, bent, cracked or broken skirt.
(dd) Minimum fillet at the root of the re- c. Check mounting flange for cracks, nicks or
moved portion of the fin is quarter inch
one warping.
radius. Minimum corner at top of fin ad-
jacent to the removed portion is one half d. Inspect interior of barrel for scoring or corro-
inch radius. sion. Minor damage can berepaired by regrinding or
honing; deep scoring or pitting, however, is cause for
(b) Fins other than the above may be accepted rejection of the cylinder.
provided not morethan one crack per fin and its
depth is no closer than 1/4 inch from the base of e. Inspect interior of nitrided barrel for barrel
the metal and a fin stabilizer is used to reduce glaze and a possible ring step atthe point where
wear
vibration and further deepening of the crack. the piston reverses travel at the top or bottom of the
stroke. Repair of these items is fully described in
2. Physically damaged, broken or bent fins. Repair and Replacement Section.
(a) The blended area for any one fin shall not 8-23. CYLINDER BARREL (DIMENSIONAL INSPEC-
exceed 3/8 square inches, nor 3/8 inch in depth. TION). Dimensional inspection of the barrel consists
of the following measurements(the numbers in paren-
(b) No more than two blended areas on any one theses refer to the applicable reference numbers in
fin. the Table of Limits): fitbetween piston skirt and cyl-
inder (519), maximum taper of cylinder walls(520),
(c) No more than four blended fins on the push maximum out- of-roundness (52 1 bor e diameter (522).
rod side of the head. No more than six blended
fins on the anti-push rod side of the head.
NOTE
(d) In addition to the above, it is recommended

All measurements involving cylinder bar-
that a penetrant inspection of the
fluorescent
rel diameters must betaken at aminimum
cylinder be made. Pay particular attention to of two positions 90" apart inthe particular
the following areas.
plane beingmeasured. All measurements
of nitrided barrels must be made in the
(1) Between the 15th and 20th cylinder fin
straight portionbelow the starting point of
(counting from the top) on exhaust port side
of cylinder.
the choke, or at least two inches below the
top of the barrel. See figure 8-9.
(2) The area around the lower spark plug
counterbore. 8-24. PISTON (VISUAL INSPECTION). Examine the
top of the pistonfor excessive pitting, cavities or sur-
8-21. CYLINDER HEAD (DIMENSIONAL INSPEC- face distortion. The latter may be evidence of detona-
TION). Check the 1D of each intake valve guide and tion, particularly if the piston has been in service for
7/16 inch exhaust valve guide jit isrecommended that a relatively short time. Other critical
points which
1/2 inch exhaust valve guide be replaced at overhaul) must receive thorough visual examination
are the pis-
with the appropriate flat plug rejection gage (ST-81 or ton ring lands and grooves, piston pin holes, and pis-
ST-119). Checkthediameter andout-of-roundness, of ton pin hole bosses.
the guide bore with the gage, at a minimum of two
positions 90" apart. If the gage enters the guide at 8-25. PISTON (DIMENSIONAL INSPECTION). Make
any of the positions, mark the guide for replacement. the following dimensional checks on eachpiston (the
Check the ID of the four rocker shaft bushings in the numbers in parentheses refer to the applicable refer-
cylinder head, using the flat plug rejection gage (P/N ence numbers in the Table of Limits).
8-6 Revised 1966

November,
OVERHAUL MANUAL- LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES sect;on 8
Cylinderr, Piltonl,
and Valve Train
FEELER GAGE at the key end; excepting Inconelexhaust valves which

may be 0.002 undersize diameter as shown in figure
8-10.
STRAIGHT
EDGE 8-31. Check runout of valve face. See figure 8-11.
Total runout must not exceed .0015 inch. Do not reuse
any valves that exceed this limit.
8-32. Measure edge thickness of intake valve heads.

See figure 8-11. If, after refacing, "A" is less than
the limit shown in Table VILT-I, the valve must not be
reused.
NOTE
Figure 8-8. Checking Piston Side Ring Clearance
The edge of intake valve heads are gener al
a. Side clearance between piston ring and
piston ly formed as shown in figure 8-12. The
(514, 515, 516 and 517). Pistons for Avco Lycoming op- thickness "A" can best be measured with
posed engines are ground with a slight taper from the an optical comparator; however, it c~ul be
skirt to the head, with the exception of the lands be- measured with sufficient
accuracy by
tween the top compression and oil controlrings, which means of a dial indicator and a surface
ar e ground parallel. The clear ance on wedge type com plate, as shown in figure 8-13.
pression rings, therefore, must be measured as shown
in figure 8-8 in order to obtain a true check of the side 8-33. Using an opticalmagnifier, examine the valve
clearance, in the stem area and the tip for evidence of cracks,
nicks, tool marks, or other indications of damage.
b. Inside diameter of piston pin hole (512). Damage of this seriously weakens the valve, making
it liable to failure. Any valve having a nick, with
c. Clearance between piston skirt and cylinder and ragged edges andmore than 1/16 inch in length should
piston diameter at top and bottom (519). not be reused. A nick or tool mark of any sort in the
keeper groove of an exhaust valve is sufficiellt reason
8-26. PISTON PIN ANT) PISTON PIN PLUGS. Check for not reusing the valve.
OD of piston pin against ID of hole in piston (refer-
ence Table of Limits). Measure fit between pis-
512, 8-34. If superficial nicks and scratches on the valve
ton and plugs and check OD of plugs (reference 513, indicate that the valve might be cracked, it should be
Table of Limits). Examine interior surfaces of piston inspected by the magnetic particle or dye penetrant
pin for corrosion or pitting. method. Dye penetrant procedures should be carried
out strictly within the recommendations of the manu-
8-27. VALVE ROCKERS. Damaged, badly worn, facturer of the penetrant.
pitted or scored tips and push rod sockets warrant
replacement oftherocker. Checkthe ID of the rocker
bushing at several different positions with a flat plug
rejectiongage (P/N64613). Thisis adouble-endgage; i~d
be sure to use the end marked "Rocker Bushing". If
the gage enters the bushing at any point, mark the
bushing for replacement.
8-28. PUSH RODS. Inspect push rods for wear or

looseness of ball ends. If ballends areloose, replace
the rod. Rod must be straight within .010 inch.
8-29. VALVES. Clean the valves to remove carbon

YYR ´•r M1DI
and examine visually for physical damage, damage due IILqN
to face burning or excessive corrosion in stem to head
fillet area. Valves that indicate damage of this nature
must not be reused. ~HI( I1LCII( YUII ´•I
NOTE
Exhaust valves (except Inconel exhaust

valves) should never be reused. Inconel
exhaust valves may be reused if they com-
ply with the requirements of this inspec-
tion.
Figure 8-9. Nitrided Cylinder Barrel Showing
8-30. Do not reuse valves in which stem diameters Areas for Dimensional Inspection
midway of valves measure less than that measured and Rework

Cylinderr, Pi~bnl,
end Valve Train
TABLE VILI-I
FACE OF VALVE MUST RUN

Valve Min. Permissible Engine Series TRUE WITH STEM WITHIN
Part No. Edge Thickness "A’ .00 1 5
73129 .075 inch GO-435-C2, 00-480,

GSO-480, IGSO-480
67518 .085 inch IGO-435-C2, GO-480,
71953 GSO-480, IGSO-480,
72612 IGO-540, IGSO-540
73117
73876
8-35. Critical areas include the face and tip both of

which should be examined for pitting and excessive
wear. pitting on valve faces can sometimes be
Minor
removed by regrinding; otherwise the valve should be
rejected. Replace any valve that has operated with a
collapsed hydraulic tappet, regardless of the number Figure 8-11. Location to Check Run-out and
Measure Edge Thickness
of hours on the valve. (See inspection of hydraulic
tappets.) Check the clearance between the valve stem
8-39. Check the face of the tappet body for signs of
and guide (reference 528, Table of Limits for exhaust
and reference 529 for intake valves), spallingor pitting(figure8-15). Anyface whichshows
valves,
this condition is cause for rejection, and the tappet
8-36. WYDRAULIC TAPPET BODIES. body must be replaced with a new tappet body. It is
recommendedthat a magnifying glass(min., 10 power)
8-37. If for any reason a new camshaft is to be in-
be used for this purpose.
stalled in the engine, or the camlobes are conditioned
by regrlnding, all of the tappet bodies must be dis- NOTE
carded and replaced with new tappet bodies.
Each tappet face willhave one or two Rock-
8-38. Checkthetappetbodies for identification. Those
bodies with no identification marks shown in
well maSks (figur e 8 -16) which is not cause
as figure
for rej ection, and this is not to be confused
8-14 must be discarded.
with a spalled or pitted condition as shown
in´•;figure8-15, Rockwel´•lmarks which;are
LIGHT TAPPING WITH RAWHIDE near the center of the face appear round
HAMMER PERMISSIBLE while a spall mark has an irr egular pattern.
DURING ASSEMBLY.
8-40. When tappet body isrejected because of spal-
a
ling, a visual
inspection of the nose of the cam lobe
INICKS OR SCRATCHES with a magnifying glass (min.,lO power) must be made.
IN THIS AREA ARE CAUSE Any indication of distress, surface irregularity or
FOR REJECTION. feathering at the edge of the lobe is cause for rej ection
of the camshaft.
VALVE FACE. DO NOT INCLUDE

WHEN MEASURING THICKNESS
.002 IN. UNDERSIZE DIA.
PERMISSIBLE IN THIS
AREA ON INCONEL
VALVES ONLY.
y
Figure 8-10. Diagram of Valve Showing
Area for Inspection Figure 8-12. Section Through Edge of Valve

Cylinders, Pistons,
and Valve Train
IIAll "BI’
30"-01 1 45"-0’
29"- 301 1 J- 440- 30’
i5" 15"
75"
INTAKE ORIGINAL OUTLINE OF SEAT-’ EXHAUST
Model "A" (Intake) "B" (Exhaust) "C" (Intake) "D" (Exhaust)

GO-435, GO-480
GSO-480, ICSO-480 Series 2.206/2.196 1.826/1.816 .094/.074 .106/.091
IGO-540, IGSO-540 Series
Int. Valve Seat 72212 a344~2. 334 1. 826/1. 816 .093/. 074 .106/. 091
Int. Valve Seat 71895 2. 206/2. 196 1. 826/1. 816 .094. 074 .106. 091
Figure 8-23. Valve Seat Reconditioning Dimensions
b. Reamthe exhaust valveguide hole in the cylinder 8-90. (A11Models). Removethe outer bushing and then
head using standard reamer (P/N 64924). the inner bushing using the rocker bushing re-
shaft
moval drift (P/N~164814).
c. Install the guides as described in the foregoing
paragraphs using valve guide installation drift (P/N 8-91. After the rocker shaft bushings have been re-
64923), valve guide ID reamer (P/N 64925) and check moved, check each rocker shaft bushing hole in cyl-
with valve guide ID plug gage (P/N 64927). inder head with standard plug gage (P/N 64810). If
plug gage enters hole morethan 1/8 inch, an oversize
8-87. REPLACEMENTOF VALVEROCKER THRUST rocker shaft bushing will be required. If the fit of the
WASHERS(A11Modela). Excessive side clearance be- plug gage in the hole is quite loose, it is evident that
tween the valve rocker and cylinder head(reference rocker shaft bushing that was removed was an over-
533, Table of Limits) caused by excessive wear on size bushing. Use the 0.005 oversize plug gage (P/N
the inner rocker shaft support boss may be brought 64811) to determine what oversize bushings should be
within limits in the following manner: used for replacement.
a. Use the spotfacing tool (P/N 64862) to clean up 8-92. When the proper size replacement rocker shaft
the surface of theinner rocker shaft support boss, re- bushing has been determined, proceed to ream the
moving no more metal than is necessary. bushing hole in cylinder head. Place the pilot of the
outer rocker shaft bushing hole in cylinder head reamer
b. Selectandfitanytwoof thethree undersizewash-

ers (Avco Lycoming P/N 71549-1-2-3) that will bring
the side clearance within the maximum service limit.
8-88. REPLACEMENT OF VALVE ROCKER SHAFT REPLACE SEAT IF 11111 1111111 150 NARROWING
BUSHINGS (Cylinder Head Assemblies Incorporating WHEEL PRODUCES 1111~ 1111111 1 WHEEL
Dowel Pins inInner Rocker Shaft Bushings). On earlier GRINDING STEP

HERE
models of some cylinder head assemblies the inner
rocker shaft was secured by a dowelpin. It
will not be necessary toinstall the dowel pin when the
inner rocker shaftbushing is replaced. Thedowel pin
in this assembly is removed in the following manner: Y//A 11111’ 11118 f;//~-""E SEAT
8-89. Secure the cylinder to a suitable fixture on the IIII mn~------ PILOT
workbench and insert the dowel hole drill jig (P/N VALVE GUIDE
64808) beveled end up, through the outer bushing, se-
curing it on the two valve rocker shaft cover studs.
Bore out the dowel in the inner bushing with an 0.123/
0.124 inch diameter drill. Figure 8-24. Rejection of Valve Seat

Cylinden, Pldonl,
and Valve Train
(P/N 64812 or 64813) through the outer hole into the 8-97. The oversize to which the cylinder is to be
inner hole and ream the outer hole. Place the inner ground is determined by adding .004 inch cleaning up
rocker shaft bushing hole in cylinder head reamer allowance (.002 inch per wall) to the barrel diameter
(P/N 64832 or 64833) throughthe outer hole and ream measured at the point of greatest wear; the barrel is
the inner hole. Clean cylinder and reamedhdle thengroundtothenelrt oversize abovethisfigure. Bar-
thoroughly. rels with wear at any point exceeding .020 inch over
the basic manufactured diameter must be replaced.
8-93. Installnew rocker shaftbushings inthefollowing (See reference 522, Table of Limits.)
manner: Placethe stop of the outer rocker shaft bush-
8-98. The following datais included as guide in
ing installation drift (P/N 64815) between the inner a se-
rocker shaft bushing boss and the outer rocker shaft lectjng an efficient wheel and set-up:
bushing boss. Assemble new bushing on drift, insert

drift pilot through boss into stop and tap bushing into a. Wheel
place. Assemble the new bushing on the pilot of the

Grain Size 60 to 70 (medium to fine)
inner rocker shaft bushing installation drift (P/N 64816) Grade I or(medium)
J
and position bushing and pilot. Insert drift through
Structural 98 (porous)
outer bushing into pilot andtap inner bushing into place. Diameter 3-1/2 to 4 inches
8-94. After b. Wheelspeed 5600to6000 surfacefeet per min-

installing new rocker shaft bushing in cyl-
ute (5350 to 5730 RPM to 4 inch diameter wheel).
inder head, ream the bushing inside diameter. To do
this, place the pilot of the outer rocker shaft bushing c. Work Speed 120 RPM.
ID semi-finish reamer (P/N 64819) through the outer
bushing. Placetheinner rocker shaftbushingID semi- 8-99. It is recommended that barrels be ground to a
finish reamer (P/N 64820) through the outer bushing surfacefinishof 30to45 micro-inches minimum. Pro-
and ream the inner bushing. Repeat the same prol viding that suitable equipment is used, such a finish
cedure, this time using the outer and inner finish can be obtained by grinding if the barrel diameter is
reamers (P/N 64821 64822). Check the finish ID

or brought to within.0005 to.001 inch of the desired ID
hole in the rocker shaftbushings with the rocker shaft bST roughing cuts, after which the wheel is redressed
bushing ID plug gage (P/N 64823). Clean the cylinder and the finish pass made. The wheel should then be
and reamed hole thoroughly. allowed to run out over the work four or five times.
When setting up the job, make sure that the stops are
NOTE arranged to prevent the edge of the wheelfrom running
past the top of the barrel more than 1/8 inch. This
After bushings have been reamed they must will protect the interior of the combustion chamber
be impregnated with oil by immersing them from damage.
for at least 15 minutes in engine oilthat has
been heated at 60"C. (140"F.) 8-100. Cylinders with barrels ground .010 to .020
oversize must be fitted with corresponding oversize
8-95. REPLACEMENT OF VALVE ROCKER BUSH- rings and pistons.
INGS. If valve rocker bushings are damaged or worn
8-101. Only plain barrels can be fitted with oversize
they can be replaced in the following manner:
piston and rings. Under no circumstances can over-
size pistons and rings be used with chrome plated
a. Place the valve rocker in position in the valve
or nitrided barrels
rocker holding fixture (P/N 64540) and, using a suit-
able drift, remove the husking from the valve rocker.
NOTE
b. Using a suitable arbor press, installa new bush-

During overhaul when one or more cylinder
ing in the valve rocker. Make sure the oil hole in the barrels require grinding, all cylinders
bushing is aligned with the oil hole in the valve rocker, should be ground oversize and fitted with
the corresponding oversize piston and
With the of suitable arbor press, pass the rings.

c. use a
valve rockerbushing burnisher (P/N 64541) com- 8-102. RECONDITIONING BARRELS BY CHROME
pletely through the bushing. Remove the rocker from PLATING. The restoration of worn cylinder barrels
the holding fixture and using the valve rocker bushing by chrome plating can be done, provided the barrels
finish ID gage (P/N 64542) check bushing LD for correct be
can ground prior to chrome plating to not more than
dimensions. .015 inch diameter over the maximum standard cyl-
inderborediameter. Thebarreldiameter afterplating
8-96. REGRINDING UNFLATED CYLINDER BAR- will be within the limits established for standard cyl-
~LS. All unplated
cylinder barrels which exceed inders. Barrels that havebeen chromeplated develop
allowable service limitsin diameter, taper or out-of- wear steps only under extreme operating conditions;
roundness must be reground to .010 or .020 oversize, although it is not practicalto remove wear steps by
This work must be done by a competent operator on a
regrinding, such barrels can be restored at subse-
suitable internal grinding machine; do not attempt to quent overhaulperiods by stripping and replating pro-
regrind a barrel on a lightweight grinder such as a cess. The cylinders maybereturnedtoAvco Lycoming
block-mounted automotive type or other similar or sent to an Avco Lycoming approved facility for
machine. chrome plating.

OVERHAUL MANUAL- LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES Seafan 8
cylinders,
and Valve TI´•m
d. Blend a .020/.030 inch radius at the corners of

the new cut as shown in figure 8-27.
e. Remove the piston from the late and clean it

carefully to remove all traces of chips and shavings.
8-104. PISTONMODIFICATION. (HighCompression

and Supercharged Engines, except IGO-540 and IGSO-
540 Series). The addition of oil drainback holes and
flats on the contoured surface of the piston will im-
prove oil drainage, therefore improving the oil con-
sumption characteristics of the engine. These modi-
ALLISON TYPE fications are accomplished as follows:
Figure 8-25. Difference Between "Flat" and
"Allison Type" Valve Seat a. Locatethe center point of the pistonwiththe piston
inverted. Measure two inches from this center point,
8-103. PISTONMODIFICATION (GO-480-B, -D, -F6, down the center line parallel with the piston pin hole
-C2, -C1B6, GSO-480, IGSO-480). Better oil control and 1.15 inches out from this center line on each side.
is achieved by decreasing the diameter of the piston, At these four locations, drill four holes,.125 inch
at the bottom of the oil regulating ring groove, from diameter and.750 inch depth to break through in each
4.621/4.631 to 4.603/4.613 inches. This modifica- relief pocket. (See figure 8-28).
tion is accomplished in the following manner:
4.63’ 4.614
OU) DIAMETER NEW DIAMETER
4.621 4.604
a. Be certain pistonis clean andfree from all hard
DIAMETER OF RING GROOVE
carbon deposits. Place in a lathe, clamping carefully MCIST eE CONCENTRIC WITH a0.
on the skirt end of the piston. Whenproperly centered of PISTON WITHIN.O05 INCH
rOTAL INDICA1DR READING.
the sides of the ring grooves will be found to be square
with the skirt within .0015 total indicator reading. 020R
.030
Also, the the diameter at the bottom
concentricity of
of the grooves with the outside diameter of the piston
SIDE OF GROOVE MUST BE
will be within .005 inch. souARE WITH SKIRT WITHIN
.0015 INCH TOTAL INDICATOR
MUST NOT W;rrD MAXIMUM OF 002
READING.
CAUTION INCH DN EACH SIDE OF GROOVE
ENLARGED VIEW OF OIL CONTROL

Do not attemptto proceedwith this opera- RING GROOVE IN PISTON
tion until the above limits for squareness
and concentricity are achieved.
Figure 8-27. Dimensions for Modification of Oil
b. Move the cutting tool in the oil regulating ring Control Ring Groove in Piston
groove of piston) and locate it

(third groove from top b. From the center point of the piston, measure an
by means .0015
of ainch shimbetween one side of the
angle of 28" 30 minutes at the four points shown in fig-
ring groove and the cutting tool. Proceed to cut it to ure 8-29. With this as a center point, machine or file
the required diameter.
a flat,.030 to .040 inch depth, on the contoured sur-
face of the piston below the oil ring groove in four

c. Repeat the cutting procedureby locating the cut-
places only as shown in figure 8-29.
ting tool and the shim on the opposite side of the groove.
NOTE
BREAK INNER EDGE
.0051015 AFTER
If the filing method is used to provide the
INSTALLATI
caution should be exercised that
the oil ,ring
sgroove
talfsih T
marred.
face is not
so
can prevented by using an old com-

be
pression ring inthe oil ring groove to serve
VALVE GUIDE as a guard while the operation is being
CYLINDER_ HEAD performed.
8-105. WARPEDEXHAUST FLANGES. If any warped

manifold flange is noted, the flange should be straight-
enedby grinding. When reassembllngthe engine, omit
the exhaustflange gasket.
8-106. REMOVAL OF CYLINDER BARREL GLAZE.

If a nitrided steel barrel acquires a varnish or glaze
on cylinder wall surface, it can be removed by means
of aself centering hone (Snap-On 2F-60-C, CF-GOCS
Figure 8-26. Breaking Inner Edge of Valve Guide or equivalent). Only skilled personnel should be per-
1966 8-17
Revised November,
Cylinderc, Pistonr,
and Valve Train
e. Clean hone and stones thoroughly before inserting

in another cylinder.
f. Repeat steps c, d, and e until all cylinder have,

been de-glazed.
g. When de-glazing procedure has been accom-
plished, wipe as much as possible of the abrasive build-

up from the cylinder walls and recesses. Pay par-
ticular attention to recess formed by top of cylinder
barrel and bottom of cylinder head. See figure 8-9.
Proceed to clean cylinder as follows:
I. Flush cylinder thoroughly with ahydro- carbon

solvent (Varsol or equivalent). Use solvent under
c air pressure.
2. The use of a soft bristle brush is recom-
mended, in
conjunction with flushing, to remove
abrasive build-up in difficult to reach areas.
2.00
Do not use a wire brush.
3. At the conclusion of first

flushing operation,
wipe out cylinder with awhite cloth, dipped
clean,
in SAE l0engine lube. Examine cloth carefully,
DRILL .125 under alight, for evidence of abrasive remaining
DEPTH .75 incylinder. If abrasiveis foundon the cloth, re-
1.15 1.15
4 HOLES peat steps "1" and "2".
CAUTION
One operation as described above may not

Figure 8-28. Location of Oil Drainback Holes
be sufficient. It may take as many as three
mitted to perf orm this operation, as an adequate cross- or four complete flushing and wiping oper-
hatching pattern must be maintained and a roughness ations to sati sfactorily clean abr asive from
of 15 to 25microinches adhered to. Theproper stone cylinder.
for glaze removal is a three inchlong stone conform-
ing to Micromatic Hone’ s C-180-K4-VEC-YT o r equi- 4. Particular attention must be paid, as men-
valent. The operator must employ a smooth up and tioned before, to that area (recess) formed by
down motion of the hone, which should be operating the top of the cylinder barrel and the bottom of
at70to75RPM. Anadequatepattern ofcross-hatching the cylinder head. See figure 8-9. Fabricate a
shouldbe achieved in 6to 8 passes of the hone. Follow- hooked tool from soft wire or other suitable
ing complete procedure for removing glaze and
is
follow up cleaning methods for nitrided cylinders.
WARNING 2~-30 Be30’ F;LAT AT THIS AREA

4 PLACES ONLY
.040
When nitrided
cylinder barrels are honed .030 .040
to remove varnish
or glaze, they must be 030
thoroughly cleaned after honing is com-
pleted. Abrasive in the cylinder or head,
if not removed, willcreate an abnormal
wear condition and possible ring failure.
a. Fasten cylinder sea~rely to a suitable holding

fixture.
b. Remove any hard carbon deposits within cylinder
barrels and wipe out barrels with clean cloth.
c. Dipacleancloth, stringmopor equivalentinclean

SAE l0weight engine lubricating oil. Swab all cylinder .040 ~Cj I .040
wall surfaces thoroughly with oil. .030 .030
d. Surface hone each cylinder using a minimum of

6 to 8 passes over glazed surface. Employ hone and
stone types as previously described. Use a smooth up
and down motion of the hone to achieve a good cross-
hatch pattern on cylinder wall. Hone should be oper- Figure 8-29. Location and Dimensions for
ating at 70 to 75 RPM. Flatson Piston

Cylinder~. Pi~tons,
and Valve Train
8-117. See that all oil accumulation on cylinder and
340 piston assemblies is washed off and thoroughly dried

34" ~7e
with compressed air. Insert all valve rocker shafts
(10, figure 8-1) in their bushings in the rocker boxes.
SHIM Immediately prior to assembly of each cylinder and
4 REQ’D PER CYLINDER
O O piston to the engine, space the rings correctly and
tao IN. THICK X.50/.70 IN. WIDE)
apply agenerous coating of apreservative oil mixture
4 described in Section III to inside of cylinder barrel
O O
and to piston and r ing s, working the mixtur e w ell around
the rings and into ring grooves. Starting with No. 1
cylinder, proceed to assemble as follows:
HORIZONTAL CENTER
LINE OF ENGINE
8-118. Rotate crankshaft so that No. 1 piston, when
installed, willbe approximately at top dead center on
its firing stroke; this is determinedby bothtappets for
O O No. cylinder being on the base circle of the cam
1
3 2
lobes. Before any attempt is made to rotate the crank-
o o shaft, support the connecting rods with rubber bands
(discardedcylinder base oil seal rings) looped aroun2
the cylinder base studs as shown in figure 6-5 or use
CYLINDER HOLD-DOWN PLATE
cylinder hold down plates.
INSTRUCTIONS-ON ENGINES USING CYLINDER HOLD-DOWN
8-119. Assemble pistonon connecting rod with piston
PLATES, DURING INITIAL TIGHTENING, USE
TWO SHIMS BETWEEN EACH PLATE AND number, which is stamped on bottom of piston head,
THE BARREL,LOCATED AS SHOWN. REMOVE toward the front of the engine. The piston pin should
SHIMS BEFORE FINAL TIGHTENING. be palm or hand push fit. If the original piston pin is
Figure 8-35. Location of Shims Between tighter a palm push fit, it is probably caused by
than
Cylinder Barrel and Hold Down Plates nicks slight carbon in the piston pill bore of the
or
piston. If a new piston pin or piston is tobe installed,

WARNI~ select the pin to give a palm push fit at room tempera-
ture of 15" to 20" C. (60" to 70"F). After piston pin
Do not under any circumstances assemble is in place and centrally located, insert a piston pill
chrome plated piston rings in a chrome plug at each end of the piston pin.
plated cylinder barrel. If in doubt as to
proper combination of rings to be used, 8-120. All Avco
Lycoming aircraft engines are de-
contact the Service Department, Avco Ly- signed long studs and bolts that extend through
with
coming Division. crankcase; these serve to secure the cylinders to the
mounting decks on the crankcase. Consequently, ill
8-115. Uponcompletion of assembly of rings to piston
check the side clearance of the rings in the piston
grooves. Usefeelergages andastraightedge asshown 4
in figure 8-8. Draw ring into groove against feeler
gage. If face of ring protrudes beyond edge of piston

land when using minimum thickness gage, the clear-
ance is too small. If face of ring is inside edge of
piston land when using maximum thickness gage, the
clearance is too great. The clearances should fall with-
in the dimensions given in references 514 through 517,
Table of Limits. If prior inspection of thering grooves
or cylinder barrel has indicated that oversize rings are
required, be sure that the proper oversize rings are

selected.
NOTE
Oversize pistons and rings may only be

3\(0) (0)/2
used in plain steel barrels, under no cir-
cumstances should oversize pistons and
be used in chrome plated or nitrided FIRST- TIGHTEN NUTS 1,2,3 AND 4 IN CLOCKWISE
rings
barrels. When one or more plain steel SEQUENCE,STARTING WITH N0.1. TIGHTEN
cylinders require grinding to oversize NUTS TO 300 IN. LBS. TOROUE.
dimension, it is recommended that all cyl- SECOND-(N SAME SEOUENCE, TIGHTEN NUTS 1,2,3
inders be ground oversize and the proper
~ND 4 TO 600 IN. LBS. TOROUE.
oversize pistons and rings be installed.
8-116. INSTALLATION OF PISTONS AND CYL- Figure 8-36. Sequence for Tightening Cylinder
INDERS. Base Nuts

section 8 OVERHAUL MANUAL-AVCO LYCOMING REDUCTION GEAR DRIVE AIRCRBFT ENGINES
Cylinder~. Pi~tons,
and Valve Troin
SHAFT 67271--7, ROCKER BOX COVER Ist Tighten 1/2 in. thru-studs at No. 4 cyl.
711887 2nd Tighten 1/2 in, thru-studs at No. 3 cyl.
3rd Tighten 1/2 in. thru-studs at No. 6 cyl.
4th Tighten 1/2 in. thru-studs at No. 1 cyl.
b. With open bottom crankcases.
Ist Tighten 1/2 in. thru-studs at No. 4 cyl.

2nd Tighten 1/2 in. thru-studs at No. 2 cyl.
3rd Tighten 1/2 in. thru-studs at No. 6 cyl.
4th Tighten 1/2 in. thru-studs at No. 1 cyl.
1
PLUG 67270Y 8-122. Using same sequence as specifiedin paragraph
8-121, retorque the 1/2 inch thru-studs to 600 in. Ibs.
(50 ft. Ibs.
Figure 8-37. Correct Rocker Box Cover
for Rocker Shafts with Plugs
order to insure uniformloading on the main bearings,

it is necessary totighten these studs and bolts in a
sequence beginning at the approximate center of the
engine and progressing evenly to both front and rear
of the engine as described in detail in the following
paragraphs.
NOTE
Before installing cylinder hold-down nuts, IL--~ STAFBIINLIZER

lubricate crankcase through stud threads IC~---i LYCP/N
with any one of the following lubricants, or

combination of lubricants.
1. 90% SAE 50W engine oil and 100/o STP.
2. Parker Thread Lube.
3. 604 SAE 30 engine oil and 40~4, Parker 8;
Thread Lube.
8-121. Install Avco Lycoming tool no. ST-222 or
equivalent (do not use spacers or washers) to simulate

the thickness of the cylinder flange; then install nuts on
the free ends of the half inch thru-studs and Figure 8-39. Cylinder Head Fin Stabilizers
tighten
each to 300 in. Ibs. Use sequence for tightening as fol- (GO-480, GSO-480, IGSO-480 Series)
lows. See figure 8-34.
8-123. Using the sequence shown in figure 8-34,
With crankcases.
tighten the 3/8 inch and 1/4 inch nuts at the crank-
a. wrap-around
case parting flange. Torque valve for 3/8 inch nuts
is 225-300 in. Ibs. and for 1/4 inch nuts it is 65-85
in. Ibs.
SHAFT 72626--7, ROCKER BOX COVER
687957 8-124. Remove nuts and plates from the thru-studs

on both rear cylinder mounting pads.
8-125. Install oil seal rings (19, figure

cylinder base
8-2), assemble piston ring compressor (P/N 64529
the
or 64712) over the piston and install the cyl.inders on
the mounting pads from which the nuts and plates were
removedin paragraph 8- 124. Installshims ton engines
employing hold down plates) as directed in figure 8- 35.
Tighten 1/2 inch hold down nuts as directed in figure
8- 36. Be sure to remove shims before final tightening.
8-126. Proceed to install the remaining cylinder in

Figure 8-38. Correct Rocker Box Cover for pairs, proceeding toward the front, as described in
Rocker Shaft without Plugs paragraphs 8-124 and 8-125.

Cylinder~, Pirtont,
and Valve Train
8-127. Install 3/8 inchnuts

on theremaining cylinder 8-130. At this time proceed with the final tightening
base studs andtorque to 300 inchlbs. (25 ft. Ibs.). The of the peripheral crankcase fastenings as described
sequence for tightening these nuts is optional in Section IX.
8-131. Install type of vented plug in each spark

some
8-128. Usingthe same sequence as described in figure
plug hole afterassembly of cylinder to prevent en-
8-36, check all 1/2 inch nuts for tightness by bringing
trance of foreign matter and at the same time to per-
torque up to 600 in. Ibs. (50 ft. Ibs.). Be sure shims
mit the engine to be turned easily by hand.
are removed before final torquing engines that use
cylinder hold down plates.
8-132. Install hydraulic tappet plunger and cylinder
assemblies with spring end outward and sockets with
8-129. Check 3/8 inch nuts for tightness by bringing concave end outward in the hydraulic tappet bodies.
torque up to 300 in. Ibs. (25 ft. Ibs.). Sequence is
optional. CAUTION
Be sure that there is

no oil inside tappet
NOTE
body and that thetappet plunger and cyl-
inder assembly are thoroughly clean and
It has long been conventional practice to dry. Wash anylubricating oiler preserv-
use lockwire or Pal-nuts on cylinder base ative oil out of these parts, since tappet
hold down nuts. However, recent investi- assemblies must be absolutely dry in order
gations into this practice have proven that to check tappet clearance.
lockwire or Pal-nuts do not add any se-
curity; consequently, lockwire or Pal-nuts 8-133. Assemble new shroud tube oil seals (4, figure
are no long specified and recommended for 8-1) in both shroud tube oil seal retainers in crank-
use on cylinder hold down nuts. case and on outer end of the two push rod shroud tubes;
then assemble a shroudtube seal sleeve (8,figure 8-1)

over each of the outer seals, centering the sleeve on
the seal.
8-134. Assemble new shroud tube spring (6, figure

8-1) overinner ends of the two shroud tubes so that
detent notches in spring are appro~mately 90" removed
from detents on tubes. Place shroud tube washers
(5, figure 8-1), asmany as are.necessary to bring
minimum overlap between the spring and detent lugs
F~ N0.24 to 1/8 inch, over end of each tube and insert tube ends
through oilseals at crankcaseend. Holdboth pushrod

FIN N023
shroud tubes with detent at inner end at unlocked posi-
tion and insert the outer end of tubes in holes in cylinder
headrocker box. See that all rubber seals areinverted
72342
squarely and thenturn each shroud tube 90", thus lock-
ing the tubes by engaging the detents with the notches
in the spring. Select two push rods (3, figure 8-1),
dip ball ends in a preservative oil mixture described
FIN N0.16 in Section ILT and insert full length through shroud tubes.
FIN N0.15 Press tightly against outer ends and check for spring
FIN N0.14
tension and free travel of unloaded or dry hydraulic
FH NO.IO tappet plungers.
N0.9
8-135. Assemble caps (24, figure 8-1) on ends of ex-
haust valve stems (sodium cooled valves only). Push
intake valve rocker shaft outward far enough to insert
72943 intake valve rocker (12, figure 8-1), assemble valve
rocker thrust washer (9, figure 8-1), and then push
valve rocker down until outer end is slightly below
edge of outer shaft bore.
Repeat same procedure
for the exhaust valve rocirer assembly. See that both
valve rocker shafts are in approximately equal relative
positions. Install valve rocker shaft covers (2 and 3,
i figure 8-2).
CAUTION
Exhaust and intake rocker assemblies are

Figure 8-40. Cylinder Head Fin Stabilizer different due to angle of valves. Be sure
(IGO-540-B and IGSO-540-B Series) assembly is correct.

section 8 OVERHAUL MANUAL-AVCO LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES
Cylinders, Pistons.
and Valve Train
8-136. If the clearance between the valve rocker and 8-139. ROCKER BOX COVERS (GO-435-C2 Series).
cylinder head cannot be broughtwithin maximum ser- Earlier models of this engine incorporate plugs to re-
vice limits (see Table of Limits) by the use of standard tain the valve rocker shafts in the rocker bosses. (See
valve rocker thrust washers, clean up the worn rocker figure 8-37). Later models incorporate a retaining
shaft support boss as described in Repair and Replace- bracket on the rocker box cover to retain the valve
ment Section and any two of the selective fit washers

use rocker shafts. (See figure 8-38). The rocker box
to bring the clearance within limits. covers for these two assemblies are not interchange-
able and severe damage to the engine will result if a
8-137. Check dry or unloaded valve tappet clearance rocker box cover without retaining bracket is used on
by pushing in on push rod end of valve ro cker and check- cylinder not employing plugs to retain the rocker
ing clearance between end of valve rocker and valve shafts.
stem tip, using valve clearance gage (ST- 2 3). C lear ance
8-140. INTAKE PIPES. See Section X for installation
of intake pipes.
8-141. INSTALLATION OF CYLINDER FIN STABI-

LIZERS (All
Models except GO-435 Series). The in-
stallation of cylinder head fin stabilizers will improve
the durability of the cylinder head cooling fins. The
stabilizers are installed in the following manner:
8-142. Clean the stabilizers and affected fins thor-

oughly to remove all traces of grease, dirt or foreign
matter.
8-143. Apply Dow Coming A-4094 primer to the af-

fected fins and allow to dry. Do not apply the primer
to the stabilizers.
FIN N0.12 8-144. Apply a coatof Dow CorningSilastic 140 adhe-

FIN NO.II-----cd I V~jl/ Y~S sive to the stabilizers.
72200
8-145. (GO-480, GSO-480 and IGSO-480 Series. One
(CUT Toll TEETH) stabilizer (Avco Lycoming P/N 72200) is installed be-
low the exhaust port starting at the botto m between No. 1
and No. 2 fins 1. 63/1. 50 inches from the center line of
the head.The stabilizer has thirteen teeth and ends
between No. 13 and No. 14 fins. (See figure 8-39.
FIN NO.I
FIN No.2
8-146. The other stabilizer (Avco Lycoming P/N
i ?zzoo) is installed on the
side irom the ex-
opposite
3.18a
haust port 2. 50/2. 38 inches from the center line of the
head. It starts between No. 7 and No. 8 fins and ends
between No. 19 and No. 20 fins. (See figure 8-39.
Figure 8-41, Cylinder Head Fin Stabilizers
(IGO- 540-B and IGSO- 540-B Series)
should be between 0. 028 0. 080 inch. If the valve clear- g i

ance is out of limits, adjust the clearance
by using a i ~i\
longer or shorter push rod. A longer push rod will
decrease clearance, a shorter push rod will increase
clearance. Present push rods are identified by Avco
Lycoming part number. Earlier push rod assemblies
sa
were identified by grooves turned in one end of the
-;B
1
next longer had two grooves, the next longer had one
groove and the longest was unmarked. Service Instruc-
tion No. 1060 identifies push rods by length and their
application to the various engines.
8- 138. At completion of valve clearance check on each

cylinder, recheck clearance on allcylinders and make
any necessary corrections. Coat all exposed valve
mechanism parts within rocker boxes with a liberal
amount of preservative oil mixture described in Sec-
tion III and assemble all six rocker box cover gaskets
and covers. Secure covers with self-locking screws Figure 8-42. Cylinder Head Fin Stabilizers
and plain washers. (IGO- 540-A and ICSO-540-A Series)
8-24 Revised December, 1968

OVERHAUL MANUAL- LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES Seaion 8
Cylinderr, Pi~tonr,
end Valve Tlatn
aaBIL 2ER ON OPWSITE

cylinders and
using a tool (P/N
baffle installation
64885) bring the retainer hook through the slot in the
-t~M retainer. During thisoperation the retainer is forced
down untilthe hook comes abovethe surface of the re-
tainer far enough to be turned and hooked over the
P bridge between the slots in the retainer.
C 8-156. (ModelsIGO-MO-B Series andiGSO-540-BlA).

As these models incorporate cylinder s with top exhaust
ports, the method of installing baffles will be the same
j as above except the baffle will rest above and between
the cylinders.
8-157. PRIMER SYSTEMS (All Models except GSO-
480, IGSO-480, IGO-540, ICSO-540). Primer lines
BELMI
are assembledby connecting the lines from each cyl-
inder to tees as shown infigure 8-44. Each individual
line is supported by a loom and offset clamp attached
Figure 8-43. Cylinder Head Fin Stabilizers to the adjacent intake pipe. The lines from each bank
(IGO-540-A and IGSO-540-A Series) of cylinders terminate in a tee at the rear of the engine.
NOTE
8-147. (Ivlodels IGO-540-B andIGSO-540-B). Three
stabilizers are used for each cylinder on these engines. Earlier models of the GSO-480 did not in-
corporate the above primer system.
8-148. One stabilizer, Avco Lycoming P/N 72943, is
.I)
installed on the intake side of the cylinder starting
2.06/1.94 inches of the center line of the head and No. 9
and No. 10 fins, and ending between No. 14 and No. 15
fins, see figure 8-40.
8-149. The second stabilizer, Avco Lycoming P/N 1~

72942, begins above the first installed stabilizer be-
ginning between No. 15 and No. 16 fins and ending be-
tween No. 23 and No. 24 fins. See figure 8-40.
8-150. The third stabilizer

is cutto
(Avco Lycoming P/N72200)
size(llteeth long) and installed on the opposite
i ic- 1
side 3.185/3.065 inches from the center line of the
head starting between No. 1 and No. 2 fins and ending
between No. 11 and No. 12 fins. See figure 8-41.
__1 -:"ti "J
8-151.
stabilizers
(IGO-540-A
are used
and IGSO-540-A
on each cylinder
Series).
of these
Three
engines. d F
8-152. The first stabilizer (Avco Lycoming P/N
72343) is installed below the exhaust port 1.63/1.50
inches from center line of the head starting between
No. 1 and No. 2fins andending betweenNo. 15 and No.
16 fins. (See figure 8-42.)
8-153. The (Avco Lycoming P/N

second stabilizer ,i L,
72344) is installed opposite side 2.50/2.38 inches
on the
from the center line of the headbeginning between No. 1
and No. 2 fins and ending between No. 26 and No. 27
;j
fins. See figure 8-42.
8-154. The stabilizer (Avco Lycoming P/N

third
73946) opposite 2.50/2.38 inches from the
is installed
center line of the head beginning between No. 1 and No. 2
~lns and ending between No. 20 and No. 21fins. See 1~5
:fi(Tu~e 8-43.
:~-B55. I1VTERCYLINDER BAFFLES (All Models ex-
::errt IGO-540-P3;LndIGSO-540-B1A). Allintercylinder
balfles must be attached with an"S" type retaining hook
;rnd a slotted retainer. Hook the baffle retaining hook
through the hole provided in the center of the baffle.
Place the baffle in position beneath and between the rY/
cylinders, running the hook up between the cylinder
barrels. Place a baffle retainer in place between the Figure 8-44. Primer Line Installation
1966 8-25
Revised November,
Cylinders, Pistons,
end Valve Train
cc.
c. Sections of container and area between 1/2 and
100 FULL 3/4 full, which shall be filled for testing purposes,
are shown in figure 8-45.
d. Service or spare nozzles shall be tested as per

paragraphs "a" and "b".
8-160. ROCKERBOXDRAINTUBES. Seefigure8-1.

3 F,,, Assemble a new rocker box drain tube hose (17) and
clamps over the crankcase end of each drain tube (16).
Connect the end of the hose to the nipple (18) in the
25C.C.
crankcase. Then connect the tube to the elbow (15) in
AREA 8 RANGE
the cylinder head. Tighten the hose clamps and attach
the reamining drain tubes.
50
cc. IFULL 8-161. CYLINDER PAINTING (All Models incorpor-
2
ating Cylinder Hold Down Plates). This paragraph is
intendedto alert personnelto the extreme caution nec-
essary when painting the cylinder base flange of subj ect
engines. Any excessive amount of paint between the
cylinder hold down plate and the cylinder flange will
lead to a loss of torque on the cylinder base nuts and
’FULL eventual stud and/or cylinder failure. The following

25"."
4 procedure should be followed when painting a cylinder:
a. Remove all old paintfrom the cylinder. A vapor

degreaser is best suited for this purpose.
SPRAY SHADED AREA

PER STEP-"D"
Figure 8-45. Plastic Container, Engine

Primer Nozzle and Line Check
O
8-158. PRIMERSYSTEM (GSO-480, IGSO-480, IGSO-
540). are connected from each cylinder
Primer lines O
to a distributor block located atthe bottom of the engine
as shown in figure 8-44.
8-159. TESTING ASSEMBLED PRIMER LINES. The

following test for assembledprimer lines and nozzles O
at final assembly is recommended to assure proper
priming.
a. Introduce 85 pounds of air pressure into the inlet

of the primer assembly.
Check each primer nozzle orifice to insure in-

tactness at outlet.
b. Attachtoeachnozzlea 100 cubic centimeter con-
tainer (figure 8-45).
1. By use ofapump similarto aircraftinstalla-

tion, pump suitable hydro-carbon solvent (varsol
or equivalent) into the assembled primer system. O
2. Aner pumping sufficient soheni intothe sys- O
tem, all containers shall be filledto an area be-
tween 1/2 and 3/4 full or approximately 25 cubic

centimeters.
SPRAY WHITE AREA PER STEP -"C"
.0005 MAX. ZINC CROMATE PRIMER
3. If, afterpumpingis completedand containers
ar e not as specified in paragr aph’’2’’,the nozzles
must be changed to correct and comply. Figure 8-46. Cylinder Flange Area

OVERHAUL MANUAL-AVCO LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES section 8
Cylinders. Pislans,
and Valve Train
b. Mask off the following parts of the cylinder:
i. Rocker boy section including the rocker box

flange.
2. Both valve ports and flanges.
3. Thermocouple hole. nPRv cns~a HERE CN EXPOSED

ENDS OF ROCKER COVER SCREWS
ONLY
WIPE OFF EXCESSIVE SEP~LANT--
4. Spark plug holes.
RUSH WITH INNER WnLL SURFP~CE.
5. Rocker box drain tube hole.
6. Push rod shroud tube holes.
7. Valve rocker shaft cover flange.

i to)
8. All Other exposed threadedsurfaces in which
paint might accumulate.
NOTE
Masking tape, corks, plugs, metal covers,

etc.are acceptable for masking purposes.
Figure 8-47. Valve Rocker Shaft Cover, Top Exhaust

c. Spray very light cost of zinc chromate primer
a Cylinder (Sealant to Prevent Leak)
0005 maximum thickness) on the cylinder flange
(figure 8-46). If the correct amount of paint has properly thinned with Toluol or equivalent. Avoid
been appliedthe color of the paint will be green with paint "pockets" or "runs".
a yellowish tint and the metal will show through. If
the paint is too thick the color will be a zinc chro-

e. Use a cloth dippedin thinner to clean paint from
mate yellow,
all surfaces where paint may have accidentally ac-
cumulated.
NOTE
f. The best finish will result if the cylinder is air

It is imperative that the paint thickness on dried for fifteen minutes and then baked in an oven
the flange be held to.0005 maximum. To
until completely dry.
measure the thickness of the paint layer,
one of two methods must be used. A Tin-

sley thickness gauge which incorporates 8-162. ASSEMBLY OF VALVE ROCKER SHAFT
a magnetic needle and is scaled in tenths COVERS (IGO-540 and IGSO-540 Series). Before as-
of thousandths is the most satisfactory sembly- of the exhaust valve rocker shaft cover on
method. If this type equipment is not earlier models of the subject engine, it will be neces-
available, use a micrometer to measure sary to apply a area shown in figure 8-

sealant in the
the thickness of the flange before and after 47. The use of
"Gasoila", which is a hardenable and
painting. If the paint is too thick it must adhering type sealant, is recommended. The materi-
be removed and repainted. al is fast drying and there is no danger of flaking or
looseningwhich wouldbe detrimentalto the lubricating
d. Maskoff the flange area shown in figure 8-46 and system. At assembly of engines after teardown, the
proceed to paint the cylinder with phthalate resin sealant may be applied directly to the bolt threads be-
type paint (Specification AMS3125C or MIL-E- 7729), fore attaching the valve rocker shaft cover.

SECTION
C RAN KCAS E,
CRANKSHAFT AND
R E C I P RO CAT ING
PA RTS
Crankcase, Crankshaft,
and Reciprocating Parts
NOTE
DOWEL HOLE MUST NOT IS ASSEMBLED
WITH TOOTH LOCATED
BE LOCATED CLOSER
IN ALIGNMENT WITH If crankpin bearing surface is ground
one
THEN.200 IN.TO KEYWAY
KEYWAY undersize all cranlq~in bearing surfaces
must be ground to same undersize. If one
main bearing surface is ground undersize
APPROXIMATELY all main bearing surfaces must be ground
(SEE NOTE) SPACING OF DOWELS
900 TO BE DETERMINED to same undersize. Main bearing surfaces
BY LOCATION OF may be ground without affecting crankpin
DRILL FIXTURE surfaces and similarly crankpin bearing
surfaces may be ground without affecting
2_ the main bearing surf aces. After any grind-
t-tttt ing operation the cra~shaft must be re-
nitrided. It is recommended that the shaft

be returned to Avco Lycoming for re-
nitriding.
9-41. CRANKSHAFT FRONT BUSHING. If the crank-

shaft front bushing (20, figure 9-5) is loose, damaged
or exceeds the allowable service limit on its 1D, re-
NOTE:- place the bushing in the following manner:
lF PREVIOUSLY DRILLED DOWEL

9-42. Place the crankshaft in lathe with rear of shaft
HOLES INTERFERE WITH LOCATION
checked and centered on live center. Support shaft
SHOWN-SHIFT LOCATION To
with steady rest at front main bearing journal and align
ELIMINATEIN7~’ERFERENCE
steady rest so that center line of crankshaft is ex-
Figure 9-12. Installation of Rear Crankshaft actly parallel withbed of lathe. Using an ordinary bor-
Spline Bushing Dowels ing tool, bore out bushing to a thin shell. Collapse shell
and remove from crankshaft.
NOTE
9-43. Place a newbushingon crankshaft bushing drift
Notethat if one surface is
polishedto .003 (64588) anddrive bushinginto crankshaft untilbushing
or .006 undersize all corresponding sur- bottoms on shoulder. The bushing shouldbe located on
faces must be polished to same size. the drift in such a manner that the counterbored end
Polishing to undersize is preferred to will face toward the rear of the crankshaft.
grinding because shafts that are polished
do not require renitriding whereas any NOTE
grinding operation requires that the shaft
be renitrided. This is necessary because IC;O-540 and IGSO-540. These two crank-
of the nonuniformity of grinding tools. The shafts have an .089-. 099 hole from the
possiblilty exists wherein the grinding flange face to the bushing. See page 9-24
wheel will cut through the nitrided surfaces figure 9-41. Using the hole as a pilot drill
onone or more of the journal radii causing .089-. 099 through the bushing as shown
areas of stress concentrationthat can de- in the illustration.
velop into fatigue cracks and ultimately re-
sult in a broken crankshaft. 9-44. Checkalignment ofcrankshaft inlathe andream

bushingto size, (1.252/1.251) using arbor (64590) and
9-40. If it is necessary to make a standard shaft jour- reamer (64589) assembled together and fitted into tail-
nal surface more than 0. 003 inch undersize or a re- stock of lathe. The ID of the bushing must be concentric
nitrided 0. 003 inch undersize more than 0. 006 inch with the main bearing within 0. 002 TIR.
undersize, the crankshaft must be ground to undersize
and renitrided. Standard shafts may be ground to 0. 006 9-45. CRANK;SHAFT SPLINE BUSHING. Under nor-
inch or 0. 010 inch undersize, renitrided 0. 003 inch malcircumstances, the crankshaft spline bushing (12,
undersize shafts must be ground to 0. 010 inch under- figure 9-5) is not removedfrom the crankshaft. If re-
size. Shafts must be fitted with the corresponding placement of the bushing is required, however, removal
undersize bearing inserts. Grinding the crankshaft is and replacement is accomplished as described in the
adelicate operation requiring adequate grinding facili- following paragraphs.
ties and a great degree of skill. A properly dres~ed
wheel (Carborundum (GA54-J5-V10 or equivalent) must 9-46. Assemble the crankshaft bushing drill fix-
rear
be used with generous amounts of coolant. The wheel ture (ST-169) over the end of the crankshaft and
align
must be fed to the journal or pin very slowly and the the fixture with the dowels that secure the bushing in
finalground finish maintained during the complete op- the crankshaft. Secure the fixture by tightening the hand
eration. This procedure must be followed to eliminate screw in the fixture. Then using a No. 16 177 inch
possibility of grinding cracks. After grinding, the di&. drill) drill out the three dowels. Remove the fix-
crankshaft must be carefully inspected by the magnetic ture.
particle method. If any cracks or checks are found, the
shaft must be rejected. 9-47. Removethe hexnut from the spline bushingpul-

ler (64772) and pull the splined nut and screw out of the
PLUGS SET SCREW
tool. Note that 13 and 14 spline nut are supplied
a
with the tool. (The 100-540 series, IGSO-540 series,

GSO-480 beginning with serial no. 3117-33 and IGSO-
480 beginning with serial no. 1247-44 employ a 14
spline bushing, all other subject engines employ a 13
spline bushing). Insert the applicable splined nut
throughthe bushing and rotate the nut sothe splines on
the nut and the bushing are engaged. Place the body of
the puller over the end of the crankshaft and screw the
hex nut down on the screw. By rotating the hex nut, k
the bushing may be pulled out of the crankshaft.
9-48. As either a standard or oversize bushing may

be used at manufacture, determine if replacement
bushing should be standard or oversize. Oversize
bushings are designated by P10 in back of part number.
If any doubt about correct size exists a measurement
of the outside diameter must be made. Standard bush-
ings are 1.7095/1.7100, P10 bushings are 1.7195/
1. 7200.
9-49. To install the new bushing, heat the crank-

shaft in oilto a minimum temperature of 149"C. (300" WITH PLUGS IN PLACE TIGHTEN SET SCREW
F. and chill the bushing
temperature as
to as low a
facilities permit. Assemble the applicable spline arbor

Figure 9-14. Reaming Fixture Assembled
of the rear crankshaft spline bushing driver (ST-168) to Crankshaft
over the key on the driver portion of the tool and install
the applicable bushing over the splined arbor. Then, to a depth of 03 inchbelow the
rear face of the bushing
assemble the tool over the end of the crankshaft wit~h and stake the edge of the hole over the dowel. When an
the guide pin of the tool engaging the keyway in the
oversize dowel is installed, the crankshaft flange above
crankshaft. Using a heavy hammer drive the bush- the dowel is stamped either P10 or P20 whichever is
ing to a firm seat in the crankshaft.
applicable.
9-51. In the event that oversize dowels have already
9-50. The replacement dowel must be .010 or .020
been installed in the crankshaft it will be necessary to
oversize. Usingoriginal dowelholes, ream the drilled
installdowels a~ new locations; Number of holes must
holes to a diameter of. 1965/. 1970 or .2065/. 2070 and
notexceed nine. This is accomplished in thefollowing
to a depth of .88 inch. Drive a new dowel into each hole
manner:
9-52. Proceed to remove the old dowel pins as de-

COUNTERWEIGHT COUNTERWEIGHT EAR
ROLLER BUSHING ON CRANKSHAFT
scribed in paragraph 9-46.
9-53. Again, assemble the crankshaft rear bushing
drill fixture over the end of the crankshaft. With the
drillbushing removed from the fixture, examine the
location to determine if the previously drilled holes
_I I n i will interfere with the location of the new ones to be
I drilled. If there is no interference, tighten the locat-
I O ing pin against the crankshaft and proceed to drill the

’I new dowel holes. However, if previously drilled holes
_
L will interfere with the new ones the drill fixture must
17-
be relocated. See figure 9-12. Make sure any new
dowel hole will not be closer than 0. 200 inch to the
43 keyway. Locate the holes so that they are in align-

ment with the crown of the spline teeth. See figure
9-12.
9-54. Using a No. 16 drill 177 inch dia. drill) drill
each dowel hole 0. 91 inch deep. There are three dif-
COUNTERWEIGHT BUSHING PULLER
ferent drillbushings suppliedwith the crankshaft rear
bushing drill fixture. Use the one with the smallest
diameter hole for drilling the dowel holes.
1. PullerBolt 9. Puller Removal Bushing
2. Puller Plate 4. PullerNut
9-55. Remove the 0. 177 dia. drill bushing from the
fixture and select the drill bushing with the largest
diameter hole and using an 0. 22 dia. end mill, counter-
Figure 9-13. Removal of Crankshaft bore each dowel hole to flushwith the face of the bush-
Counterweight Bushing ing.

Crankcase,Crankshaft,
The detail numbers willbe found stamped on the

spacersthat accompanythe 64878fixture. The dimen-
sion "B" refers to the thickness of the spacer and the
dimension "A" is the distance from the flat edge of
the counterweight to the center of the counterweight
exceedf.004 inch bushing holes. See figure 9-17.
c. large locating pin (Detail 6) from fi~xture,

Remove
and small locating pin (Detail 2) to put
rotate
counterweight bushing on center line of fixture. In-
Ip~ stall the counterweight on the fi~tupe and tighten
a’ one of the ~nurled head screws to secure the
i counterweight against the spacer. Secure locating

pin by tightening alien head screw located on face
of fixture.
Figure 9-19. Checking Center Line Position

Difference in indicofedmeasurement
of Counterweight at each end must not exceed.003
MICh per,nc~
TABLE 9-2
ounterweight
Spacer
Detail
Dimensions
Weight
(Ibs.
I
d
Part No. Part No. A B~.002 Minimum
71904 12 .825 .425 1.796

71905 12 .825 .425 1.752
72801 10 .715 .535 1.846
72534 13 .950 .300 2.246
73643 15 .805 .445 2.212
73644 11 .741 .509 2.166 B
73812 16 .908 .342 2.266 1 W" ~o
Be sure surface is fiat and clean
Figure 9-21. Checking Parallel and Squareness of

Counterweight Gage Fixture in Horizontal Position
Diffe~nceinindicatedmwsurementotwch NOTE
endmustnof exceed.003inchper
In some instances a metalblock (Detaila 1)
is required between the knurled head screw

and the counterweight, to keep the screw
from entering counterweight slot.
B d.
over
Adjust the fibre block of the hold down
the center of the
clamp
counterweight and tighten
the socket head screw to clamp the counterweight
to the fixture.
e. Proceed to grind the inside diameter of both bush-

ings to 0. 7485/0. 7505 inch diameter. Surface finish
II of the groundbushing must be 15 micro-inches. The
II 3/4 x 1 x 1/4 grinding wheel shown in figure 2, is
satisfactory for this purpose. (Bay State Abrasive
Besoresurfoce,sflofondc/eon
Co., Westboro, Mass., No. 3A-100-N6-V22).
f. Remove the counterweight from the fixture and

Figure 9-20. Checking Parallel and Squareness of remove small locatingpin (Detail 2). Replace large
Counterweight Gage Fi~ture in Vertical Position locating pin (Detail 6) in opposite hole of fixture,
9-13
9-74. The center of gravity of the counterweight is

located at the center of the 3/8 inch diameter drilled
hole between the bushings. T he balance of the counter-
weight, in relation to its center of gravity, is quite
important and may have been changed by the installa-
-P~-USE THIS DOWEL
tion of the new bushings. Check the balance of the
iaLocaiEJa
counterweight in the following manner:
DRIIl"M" (´•295) THRU
a.Installthe counterweight onthe balancing arbor, I _Lin\ I SPOTFACE.75DIP~.WITH
O4CORNER RADIUS
ST-96, and place the arbor on a pair of balancing
ways. Be sure each blade of the ways engages the
arbor at a point not more than 1-1/2 inches from
the end. TTC1 a-~
NOTE
The ends of the ST-96 arbor are carefully

ground to insure uniform and concentric
diameters; also, the centralportion of the
arbor is tapered to compensate for varia-
tions in the diameter of the hole in the I I~
LOGATING
counterweight. PIN HERE
b. If the counterweight is in perfectbalance it will

remain in any positionit is placed. See figure 9-22.
If it has a tendency to move, try to keep it inbalance
by placing the weight ST-95 not more than one inch
from the center of the arbor. See figure 9-23. If
thecounterweight can be brought into balance by the
addition of the weight, ST-95, thebalance of the
counterweight may be considered satisfactory.
Figure 9-25. Position of Jig for Drilling
c. counterweight cannot be brought intobalance
If the Crankcase Flange
by the addition of the weight ST-95, carefully grind
the heavy end at the locations shown infigure 9-24. reference 510, Table of Limits. Check the bushing ID
withfinish ID gage (64767). Check alignment of the hole
9-75. Unless the counterweight has been ground to in bushing with the connecting rod parallelism and
cor:rect balance characteristics, it is not necessary squareness gage (64530) as described in paragraphs
tocheck its weight. However, if the counterweight has 9-33 and 9-34. If the assembly does not meet the re-
been ground to correct balance it must meet with the quirements shown in reference 566 and 567, Table of
minimum weight requirements shown in Table 9-2. Limits, the entire assembly must be replaced.
Any counterweight weighing less than the minimum
weight shown in the chart must not be rebuilt into an 9-79. CYLINDER ATTACHING STUDS. All straight
engine. thru studs must be replaced with necked thru studs at
overhaul. Also, in event of a cylinder base hold-down
9-76. CONNECTING ROD BUSHINGS. If the bushing stud failure, all of the hold-down studs adjacent to the
in the small end of the connecting rod is worn beyond broken stud must be replaced. Consult Service Bulle-
service limits, it can be replaced in the following tin No. 212.
manner.
9-77. Clamp the connecting rod onthe connecting rod

SPOT FACE TO THIS DIMENSION
bushing replacement block (64597) in such a manner
that: the small bushing in the rod is in alignment with
the hole stamped "Remove Bushing". Using the con-
necting rod bushing removal drift (64535), drive the
bushing out of the rod. Move the connecting rod tothe
"Install and Burnish" position and clamp it securely
in I?lace. Using the replacement drift (64536) drive
the new bushing into place in the rod. Locate bushing
so that split is toward the piston end of the rod and
45" off the center line.
9-78.
rod
Use a suitable arbor press and the connecting
bushing burnisher (64580) to burnish the bushing
I
in place. Pass the burnisher completely through the
bushing. Remove the rod from the holding block Figure 9-26. Section Through Hole in Crankcase
and. finish bore the bushing to the diameter shown in Showing Depth of Counterbore
9-15
complishedbefore the new bolt can be used. The modi-
fication necessary and the serial number effectivity is
contained in the latest edition of Service Instruction
No. 1183.
9-86. MODIFICATION TO INCORPORATE ACCES-

SORY DRIVE SHAFT WITH LARGERSPLTNE DRIVE.
(GSO-480 and IGSO-480 series) Excessive wear onthe
spline of the accessory drive shaft in the GSO-480 and
IGSO- 480 series engine can be minimized by modifying
INCREASE COVNTERSINK DIAMETER
the crankshaft to use a larger accessory drive shaft.
FROM 900X~I TO 900X.44 1.455
The larger accessory drive shaft differs in that its
Figure 9-27. Modification of Connecting Rod spline is larger and has 14 instead of the 13 teeth in
the smaller accessory drive shaft. Also, the bushing
9-80. CRANKCASE MODIFICATION. (All Models with that engages the spline of the shaft is held in closer
Side Mounted Accessories except IGO-540 and IGSO- relationshipto the crankshaft, thereby permitti~bet-
540) Oil seepage between the accessory housing and ter control of the dowel hole spacing as related to the
crankcase can be prevented by modifying the crank- splines of the bushing. See figure 9-12.
case as describedbelow and the accessory housing as
described inparagraph 7-47, 7-48 and 7-49. The mod- NOTE
ification consists of drilling the crankcase and acces-
sory housingto use an extrafastening bolt at the point This modification has been accomplished
where leakage may occur, in productionengines beginning with Serial
No. 1247-44 in IGSO-480 series engines
9- 81. Place drilljig (64856) in position over the crank- and Serial No. 3117-33 in GSO-480 series
case so that it locates as shown in figure 9-25. Make engines.
sure the side marked "this side up for crankcase" is
on top. Place the proper bushing for drilling the 9-87. The modification is accomplished as described
crankcase in position on the jig and use a 0. 295 dia- in paragraphs 9-46 thru 9-49 and 9-53 through 9-57.
meter drill to drill through the crankcase at the lo-
cation shown in figure 9-25. Remove the jig, reverse 9-88. Vibro peen the suffix "-4" to the part number
the crankcase, and proceed to spotface the holeto the of the crankshaft to identify crankshaft modified in ac-
dimensions shown in figure 9-26. cordance with these instructions.
9-82. When assembling the accessory housing to the 9-89. REPAIR OF FRETTED CRANKCASES. Crank-
crankcase, an AN4-20A bolt and 2 washers (STD-8 cases damaged by fretting can be repaired by instal-
and STD-160) should be used. lingsteelinserts anddowels at No. 2 ;nd 3 mainbear-

ing saddle supports as described in the following pro-
9-83. CONNECT~G ROD MODIFICATION. cedure:
9-84. (100-540 and ICSO-540.) Connecting rod as- 9-90. Remove thru-studs from No. 2 and 3 bearing
semblies, used IGO-540 engines with serial num-
on saddles on both halves of the crankcase assembly.
bers lower than 189-49 and IGSO-540 engines with
serial numbers lower than 301-50, employed connect- 9-91. Inspect area of the
bearing saddles for evidence
ing rods using attaching bolts and nuts tightened to a of cracks. Use a fluorescent
dye penetrant method
specific torque. This connecting rod assembly has for this purpose. If any cracks are found, do not con-
been replaced by a connecting rod assembly using at- tinue with this procedure; cracked crankcases may not
taching bolts tightened by stretch. Service Instruction be re-used.

No. 1071 supplies the information for modifying the
assembly necessary prior to adopting the new bolt
dor.htgnel
and also the procedure for stretching the bolt to speci-
fled
3T 2T
.~Y
NOTE
Current production models employ a heav-

ier rod assembly along with chrome backed
of Service Instruction No. 1106 for infor-

mation relative ~oihe use of this rod at
overhaul.
9-85. (All Other Models). Current production models je 28

employ a new connecting rod attaching bolt that per-
mits a higher torque value on the attaching nut. It is
recommendedthat this newbolt be used at overhaul of Figure 9-28. Location Designations for Marking
the engine. A modification of older rods must be ac- Spacers

9-1)2. Secure one of the crankcase halves squarely on

the bed of a drillpress and attach the fixture, ToolNo.
THIS CONDITION IS NOT PERMISSIBLE. OIL
ST´•-144, over the bearing saddle. WILL ESCAPE IF SPACER EDGE IS MORE
THAN .002 INCH BELOW BEARING SURFACE.
9-()3. Assemble the end-cutter, ToolNo. ST-145, in
the holder, ST-146, and millthe area at each thru-
stu.d location to a depth of .024/. 026 inch. The stop
on the holder must be set to prevent more than.026
inch depth of cut. Repeat this procedure for the re-

maining bearing saddles. (ST-146 tool holder has a
No. 4 Morsetaper shank If the spindle of the drillwill
not accept the holder, an adapter for it can be obtained
from the Scully-Jones Tool Co., Chicago, Illinois).
9-1)4. Remove the end cutter and holder from the drill
prt!ss and the fixture from the crankcase.
9,!)5. Install the bushing plate, ToolNo. ST-123, on
the crankcase and drill eachthru-stud hole 0. 620 inch

dia.meter with drill, ST-124.
NOTE
It is important to use Tool No. ST-124 for

drillingthe thru-stud holes because it has Figure 9-30. Section Through Bearing Saddle
a pilot which fits the drill bushing and a Showing Incorrectly Finished Spacer
stepwhich serves as a stop, preventingthe
drill from penetrating deeper than 5/8 inch. posite crankcase half. Be sure drill jig is inverted
so that dowel hole alignment is held.
9-1)6. Using a 6255/. 6250 reamer, Tool No. ST-125,
ream each thru-stud hole to a depth of 0. 52 inch. Set 9- 99. Reinstall thru- studs removed in paragraph 9- 90.
the stop, ST-156, on the reamer toprevent the reamer If any of the studs are loose, install next larger over-
from penetrating deeper than 0. 52 inch. Check reamed size. Torque driven force of studs should be from 20
hol.es with gage, ST-126. Remove drill fixture from foot pounds to 80 foot pounds.
cr;mkcase.
NOTE
9-!)7. Using drift, Tool No. ST-157, install dowels,
P/:N 75302, in the reamed holes. The sleeve portion Crankcases modified to incorporate body
of the drift over the
dowelprevents the dowel from fit thru-studsas directed in Service Bul-
being driven beyond its correct height of 0. 525 inch. letin No. 273A will have 72698-P07 studs
installed. These studs cannot be reassem-
9-!)8. Repeat paragraphs 9-92 thru 9-96 for the op- bled through the newly installed dowels.
Instead use 68751-P07 or P12 studs.
USIIIG HAND TOOLS. FILE OR GRIND PROTRUDING -7 9-100. Measure bearing bore diameter. Bore dia-
ED(;E OF SPACER EVEN WITH SURFACE meter 2. 6865-2. 6875 uses spacer 75727. Bore dia-
OF BEARING BORE.
meter 2. 566-2. 567 uses spacer 76499.
9-101. Place spacer, P/N 75727-3 or 76499-3 which-

ever isapplicable, over the thru-studs and dowels in
No. 2 and 3 bearing saddles and assemble the halves
of the crankcase using toolST-122 to draw the halves
together. figure 9-6. Place tool ST-222 over the
See
thru-studs to simulate the thickness of cylinder hold-
down flanges and fasten with cylinderbase nuts tight-
ened to 600 inch pounds torque.
9-102. Measure diameter of No. 2 and Jbearingbores

inplane 90" to crankcaseparting line. If bearing bore
diameter is between 2. 6875 and 2. 6865 inch or 2. 566-
2. 567, the P/N 75727-3 or 76499-3 spacers are cor-
rect and the remainder of this procedure may be com-
pleted without changing spacers.If the bearing bore
diameter is not between the above dimensions, the
Figure 9-29. Section Through Bearing Saddle spacers must be changed to obtain correct bore dia-
Showing Spacer Protruding into Bearing Bore meter. This is accomplished as follows:
Re´•vised January, 1973 9-17

9-109. A mark of this sort is dangerous in this par-

ticular areabecause the counterweight lobes are case-
hardened by the nitride process and an indentation,
such as a mark produced by a punch, will affect the
area much in the same manner as a scratch on the
98-i,!I
surface of a sheet of addition, the section
glass. In
II
I~
formed by the holes in the lobes is very heavily stres- 1
sed by the centrifugal force of the counterweights;
consequently, rupture at a section marked by a punch
is a definite possibility.
~i´•
sranm;rr~s TO (RUI(RM2:I:~ W05
9-110. A crankshaft markedin this manner can be re-

stored to useful service provided the following pro-
cedure can be performed: Figure 9-34. Dimensions to Drive Sludge Tubes
(All Models Except 100-540 and IGSO-540)
a. Using a hand-held rotary grinder, blend out all
traces of punch marks from the area of the crank- SUB-ASSEMBLY
shaft counterweight lobe. Do not remove any more
metal than necessary. CAUTION
b. Using emery cloth, polish the area to remove See figure 9-4. Current crankshaft as-
any scratches that may have been produced by the semblies do not incorporate sludge tubes
blending operation. (18), front crankshaft oil plug (20) nor
rear crankshaft oil tube (5). This is not to
c. Measurethe thicknessofmetal remaining at the imply, that in earlier crankshaft assem-
section from whichthe punch mark was removed. See blies incorporating these items, they do
figure 9-33. If less than 0. 358 inch, the crankshaft not need tobe replaced. They must be re-
must not be assembled in an engine. placed and their replacement is described
in the following paragraphs.
d. If the thickness of the metal remaining at the
section from which the mark was removed is not less 9-111. (Installation of Cranlrpin Sludge Tubes) Sup-
than 0. 358 inch, the crankshaft may be renitrided. port the crankshaft in a nearly vertical position with
The crankshaft may be returned, through an Avco the front end upward. Place a new crankpin sludge
Lycoming distributor, to the factory for renitriding. tube (18, figure 9-4) on crankpin sludge tube driver
Under no circumstances is it permissible to repair (64648), assemble pilot on driver, and drive tube into
the crankshaft by any other method. bore in No. 6 crankpinjournal untilstop pin hits jour-
nal cheek. Drive newtubes into journala and 4 in like
manner, except that the tool must be rotated so stop is
up out of the way and the tubes driven to dimensions
shown in figures 9-34 or 9-35. Invert the crankshaft
and install new tubes in journals 1, 3 and 5, using the
stop pin when driving No. 1 tube and rotating the stop
out of the way when driving 3 and 5.
O Under no
CAUTION
circumstances
tubes be reused. Install new tubes
should the old
sludge
and drive them to dimensions shown in
figure 9-34 or 9-35, failure to do so may
-t
result in blocking oil transfer tubes be-
tween main bearings and crankpin journals.
9-112. CRANKPn\T SLUDGE TUBE PRESSURE TEST.
O After assembly of cranlrpin sludge tubes, each tube

should be pressure tested according to the following
procedure: Lay crankshaft in a horizontal positionand
fillthe void around the sludge tube with varsolby pour-
ing into connecting rod journal oil hole. Cover oil hole
in main bearing journalwhich leads to tube beingtest-
ed and apply air pressure at a minimum of 50 psi, hold-
ingthe air hose tightly against the connecting rod jour-
nal oil hole. Observe both ends of the sludge tube for
.358 IN. MINIMUM AT ANY POINT leakage. Bubbling is permissible but a steady stream
is cause to roll the flange. Insert spinning tool (64910)
Figure 9-33. End View of Crankshaft Showing in a drill and draw into flange of sludge tube and roll
Minimum Wall Thickness at Counterweight Lobe out the sludge tube at the metering end. If pressure

check still shows leakage the sludge tube must be re-
placed.
9-113. INSTALLATION OF FRONT CRANKSHAFT OIL

PLUG. Using the crankshaft oil plug replacement drift
(64647), drive a new front crankshaft oil plug (19, fig-
ure 9-5)into the bore in the front main bearing. Drive L~U--C------ WASHER
the plug until it bottoms on the shoulder in the bore;
when inthis positionthe front end of theplug shouldbe
flush with thebevel at the rear end of the brass bush-
ing.
9-114. INSTALLATION OF REARCRANKSHAFT OIL CIRCLIP

TUBE. Using the rear crankshaft oil tube installation WITH SHARP EDGE OF
drift (64649 or ST-44), install a new oil tube (13, fig-
ure 9-5) in the rear of the crankshaft. The rear of the
tube should be driven flush with the front face of the

spline bushing (12, figure 9-5).
WARNING
The crankshaft oiltube used in super- Figure 9-36. Assembly of Circlip

rear in Counterweight
charged engines differs from that used in
normally aspirated engines. If the incor- move the capscrew and lockplate and insert sufficient
rect tube is installed,
the pressure oil sup- shims (11, figure 9-4)betweenthe jaw and pin to cause
ply to the supercharger will be cut off and thejaw to fit snugly against the crankshaft whenthe cap-
a failure willresult. Consult Parts Catalog screw is tightened. Replace the capscrew and lock-
when replacing this item. plate, tighten the capscrew and bend the lockplate up
over the screw.
9-117. COUNTERWEIGHT ASSEMBLY. (Forged, Held

in Place with Threaded Plugs) On those series en-
:i gines which are equipped with forged counterweights

held in place by threaded plugs, assemble the counter-
c.n
II.t weights to the crankshaft according to the following
procedure.
so
a. Set up the crankshaft onVee blocks and rotate it
that any one counterweight ear is in the vertical
position.
IPPLLI T~ CBIHIPINS´•I,´•I,~ WO´•l
b. Place a counterweight over the ear so that the
hole in the flange aligns with the counterweight hole.

Figure 9-35. Dimensions to Drive Sludge Tubes The matching marks on the counterweight and the ear
(IGO-540 and IGSO-540) boss should also be checked to make sure the counter-
9-115. ASSEMBLY OF TINI~LNG GEAR. Install Wood-

ruff key (4, figure 9-4) onrear of crankshaftfor tim-
ing gear. Heat the crankshaft timing gear (3, figure
9-4) in oilto atemperature of 121"C. (250"F. and in- .907 MINIMUM DISTANCE FROM
stall the gear on the shaft with timing mark to rear. TO OPPOSITE
Install crankshaft gear lockplate and retaining nut (6

and 7, figure 9-4). Tighten the nut with a 2-1/2 inch
socket wrench and bend one side of the lockplate over
the nut. Bend the plate at a point that will allow the A~----.222 MINIMUM GPIP
timing mark on the crankshaft gear to be plainly vis-
ible. ASSEMBLE CIRCUPS
WITH GPIP POSITIONED
AS SHOWN
9-116. (Models with Rear Mounted Accessories) As-

semble the starter jaw (12, figure 9-4) in the rear of
the crankshaft, inserting the shoulders on the jaw in-
to the slots providedon the rear of the crankshaft. In-
sert the starter jaw pin (10, figure 9-4) into the hole
in the jaw and secure the pin in place with the capscrew
andlockplate (8 and 9, figure 9-4). Before bendingthe
lockplate, check the clearance between the starter j aw Figure 9-37. Location of Gap When Installing
and the end of the crankshaft. If there is clearance, re-
Retaining Rings
sembly to the crankshaft. Some installations require

weight is in the right position. This method of mount-
makes it possible for the scal- six crankshaft flange bolts and 3/8 inch slotted nuts
ing the counterweight
loped portions of the two ends of the counterweight to lockwired in groups of three. Some installations re-
be adjacentto the crankpin, thus permittingclearance quire eight crankshaft flange bolts and 3/8 inch slotted
for the connecting rod. nuts lockwiredin groups of four. Later assemblies in-
corporate special flange bolts and are secured with
c. Install the rollers and then screw the plugs into crimp nuts.
their respective holes in the counterweight andtighten
with the counterweighttool (64603). Rock the counter- 9-120. CRANKCASE. Install all pipe plugs that were
previously removed for purposes of cleaning the oil

weight back and forth on its mounting to make sure that
it has absolute freedom of movement. Be sure that it passages. These plugs include a 1/8 inch Alien Head
is free when extended at its greatest distance from the plug at the rear end of each valve trainoil passage, a
crankshaft. If the counterweight binds it must be re- third 1/8 inch plug at the front of the right valve train
moved and the cause determined and corrected. oilpass~e, a fourth 1/8 inch plug on the upper side
of the right crankcase half between No. 1 and No. 2
d. Stake the plugs at a point opposite the slots on cylinders, and a 1/4 inch Alien Head plug at the front
the rim of the counterweight hole. This can be done end of the main oil header in the right crankcase.
with a suitable drift and hammer.
9-121. If any fittings such as drain tube nipples or
e. Assemble the other counterweights in the same shroud tube seal retainers were removed, install re-
manner, placement parts at this time. Install the front and
rear engine mount bracket on each crankcase half.
NOTE
FINAL ASSEMBLY
When it becomes necessary to replace any
of this type forged counterweight, all of the
counterweights of the assembly must be 9-122. CRANKSHAF~ AND CONNECTING RODS. See
replaced by newly designed forged
the figure 9-38. Assemble two new connecting rod bolts
counterweights containing bushings and (6 or 8) in each connecting rod and install new bearing
held in place with circllps and washers, inserts (10) in the connecting rods (12) andconnecting
rod caps (11), making surethat the tang on eachbear-
9-118. COUNTERWEIGIF~ ASSEMBLY. (Forged ing insert enters locating slot incap and connecting rod.
Held in Place with Circlips and Washers) When as- Assemble each connecting rod assembly after instal-
sembling counterweights which have previously been ling inserts; tighten nuts moderately tight. Measure
installed on the engine, use the identifying marks made the ID of each connecting rod bearing and check for
on the various parts during disassembly to enable clearance against measurements taken previously on
diameter of cranlq3in journals. (See Table of Limits).
matching each washer with the proper seat on the
counterweight from which it was removed. Install
washers and new retaining rings (14, and 13, figure NOTE
9-4) on one side of the counterweight (16, figure 9-4),
place the counterweight on its proper ear on the crank- rods marked at manufac-
Connecting are
shaft, insertthe rollers (15, figure 9-4), rollers must
have.005 minimum end clearance in counterweight,
ture with the part number followed by a
letter (A through E) designating weight
and securethe assembly by installing thewashers and
groups. It is recommended that replace-
retaining rings on the other side of the counterweight.
ment sets of rods be of the same weight
Note that the washers are installed with the chamfered
classification. Individual rods maybe re-
side in toward the roller and the retaining rings are
insertedwith the sharp edge outward (see figure 9-36) placed by aservice rod bearing the letter
"S".
and gap in position as shown in figure 9-37. Insert
one end of the counterweight retaining ring gap gage
(64892) betweenthe ends of the counterweight retaining 9-123. Place crankshaft in suitable support on bench
ring, making sure the gage is resting on thebottom of that all crankpins free for the installation of
are
the groove. The gage must pass between the ends connecting rods. Dismantle connecting rods after
of theretaining ring and, when rocked back andforth, checking bearing ID, thoroughly coat both the inserts
must clear the inside edge of the top of the retaining and the crankpin journals with a preservative oil mix-
ring. If the gage does not pass freelybetween the ends ture as described in Section 3 and assemble rods on
and under the top of the ring, the ring is not ses~ed their respective crankpins. The order of assembly
properly. Make sure all rings are seated properly. should be such that the numbers stamped on the caps
and on the rods willbe down; that is, toward the oil
NOTE
sump when the cranksh~t is assembled in the crank-
case.
For proper location of the counterweight
assembly on the crankshaft consult the
latest issue of Service Instruction No. 1012. 9-124. CONNECTING RODS. (All Models except
IGO-540 and IGSO-540) See figure 9-38. Assemble
9-119. Upon completion of the assembly of the re- nuts (9) on connecting rod bolts (6) and, using a tor-
duction gear (see Section 5) ring gear
attach the as-
que indicating wrench, tighten to specified torque.
9-21
MANUAL AVCO LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES Section 9
OVERHAUL
9-127. CRANKCASE AND CRANKSHAFT. Place the

right crankcase half on a suitable support on the bench 4TH TIGHTEN ON RIGHT SIDE
with the cylinder pads down. The support should be
2P~ ON "WRAPdqPUND"CRANI(CASE-TIGHTEN
so constructed as to give approximately six inches ON RIGHT SIDE. ON"OPEN-BOTTOM"CRANKCASE
clearance betweenbench and case. Lay the left crank- TIGHTEN ON LEFT SIDE.
case half on bench with cylinder pads down. Ij TIGHTEN ON LEFT SIDE
6 5 7
9-128. Remove hydraulic tappet bodies (24, figure r YII Y lI 3RI,
a
9-4) cleaning and inspectionbasket one at atime.
from I~ TIGHTENON
LEFT SIDE
Coat outside (but not inside) of each tappet body with a I JI ~a\ (I
pre-lubricant as described in Section 3 andplace body
in proper hole in case.
9-129. Place the camshaft (2, figure 9-4) in position

in left crankcase half and, using feeler gage, check
camshaft end clearance at thrust face on rear bear-
9) (11
ing. See reference 538, Table of Limits. Then re-
grH TIGHTEN CRANKCASE FASTENINGS
move camshaft from left crankcase half after check-
OTHRU OIN THE SEQUENCE INDICATED.
ing end clearance.
9-130. Place one new rubber oil seal ring over each Figure 9-40. Diagram of Left Side of Crankcase
1/2 inch diameter crankcase stud (eight rings re- Showing Sequence for Tightening
quired) and push each oil seal ring down into a counter-
bore in crankcase. NOTE
NOTE An optionalparting surface sealant is des-

cribed in paragraph 7-145.
employing hollow dowels at the
C rankc ases
bearing supports do not use "0" rings. 9-132. Using apreservative oilmixture as described
in Section 3, bearing inserts in both
coat all main
9-131. Coat outer mating surfaces of each crankcase crankcase halves and all the crankshaft bearing jour-
half with a thin film of non-hardening gasket com- nals of the crankshaft. Coat the entire camshaft as-
pound. The compound, which is used only to prevent sembly and camshaft bearings in the crankcase.
the leakage of oil to the outside of the engine, must
not be applied to any of the interior mating surfaces NOTE
such as the bearing support webs. Next, imbed a length
of silk thread (any commercial grade of No. 00 silk Coat the camshaft lobes with 1000/o pre-
thread is satisfactory) in the gasket compound along lubricant, as described inparagraph 3-33.
the top mating flange of one of the crankcase halves.
When applying the thread, loop it around each cap- 9-133. Lay crankshaft in position in right crankcase
screw hole. half, exercising care that numbers two, four and six
cnMSHaFT GEQR MBGNETO TIMING connecting rods are held in a vertical position and
-ci\2 numbers one, three and five connecting rods enter the
I crankcase without strik-
4 ~j cylinder pad holes

ing the case
inthe right
other machined surfaces. Place cam-
or
i i shaft in position in left crankcase half and secure the

shaft with a piece of lockwire as shown in figure 9-3.
9-134. Assemble left crankcase half overthe studs in

theright crankcase half, using a soft hammer if neces-
i(( sary to get the left case half to slide over the long
studs. See that numbers two, four and six cylinder
connecting rods enter their respective cylinder pad
i openings as the crankcase halves are brought together.
ns SHOWN WHEN
IN5TeLLING CPIMSHPIFT
T GEaR NOTE
When the crankcase halves are still about
main bearing insert tmgs with their mat-
ing slots in the crankcase to make sure
thsf f.pse pan8 iulllllt prapelly uhen tr

TIMING GEPIR LINE
two crankc as e halves are brought together.
Pressure plates must be used to assemble
Figure 9-39. Alignment of Timing Mark on crankcases that employ dowels at the bear-
Crankshaft and Camshaft Gears ing supports. See figure 9-6.

9-135. Bringthe crankcase halvestogether andinstall

all fastenings around the mating flange. Tighten the
through studs and peripheral fastenings inthe sequence
and to the torque values in the manner specified in
paragraphs 8-1a0 through 8-129.
DRILL.089-.099 THRU
NOTE D\\V~
Note that a series of studs installed in the

right crankcase half comprises the peri- -r
1.252
pheral fastenings onthe conventionaltype DIA.
1.251
crankcase used on certain engines (see
paragraph 9-1 and figure 9-1), while 1/4 i
and 3/8 inch hex headbolts are used onthe
wrap around type crankcase illustrated in
DIAMETER MUST BE
figure 9-2. Consult the applicable Parts CONCENTRIC WITH FRONT
Catalog for completeinformation regard- MAIN BEARING WITHIN.0O2
TOTAL INDICATOR READING
ing attaching parts.
9-136. Remove the wire attachingthe camshaft to the Figure 9-41. Crankshaft Front Bushing
left crankcase half. IGO-IGSO-540
CAUTION of the tapped holes in camshaft flange align with the

bolt holes in the camshaft gear. Assemble camshaft
Before any attempt is made to rotate the gear on camshaft, exercising care that dowel pin on
crankshaft, support the connecting rods the camshaft flange enters the hole in the gear andthat
with rubber bands(discarded cylinder base the gear goes on without dislocating the dowel pin.
oil seal rings) looped around the cylinder Secure the geartothe camshaft with new 5/16-24 cap-
base studs as shown in figure 8-5. screws and lockplates (10 and 9, figure 9-5), install-
ing the lockplates in such a manner that oneof the

9-137. At this stage of assembly, secure the reduc- lockplates cover the dowel pin. Tighten the capscrews
tion gear assembly on the front of the crankcase, to specified torque (see Table of Limits), recheck the
tightening the nuts
finger tight only. The engine may alignment of the timing marks on the crankshaft and
then be mounted on the overhaul stand (ST-278). camshaft gears, and lockthe capscrews by bendingthe
outer edges of the lockplates overthe flats of the cap-
9-138. Rotate the crankshaft until marked tooth on screw heads. Check the backlash between the crank-
crankshaft gear is invertical position; that is toward shaft and camshaft gears (see Table of Limits).
the camshaft. Mesh camshaft gear (8, figure 9-5)with
crankshaft gear so that timing marks are in align- 9-139. Note that fastenings along the bottom web and
ment. See figure 9-39. Reach inside engine through the 3/8 inch bolt directly above the camshaft rear bear-
one of the cylinder pads and rotate camshaft until all ing are secured by lockwire.

SECTION
OIL SUMP
OVERHAUL MANUAL- LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES Sec~ion 10
Oil Sump
SECTION X
OIL SUMP
10-6. Removethe oilpressure relief valve and check

10-1. Engines covered inthis manualemploybothwet
and dry sump lubrication. The sumps on normally valve assembly (14) from the sump.
aspirated engines are basically similar as they incor-
porate a carburetor mounting pad, integral intake
suction for
10-7. With the sump inverted remove all fastenings
risers or manifold and a screen scavenge
similar ex-
around the mounting flange and remove sump.
oil. Supercharged engines are basically
cept for the configuration of the intake riser, which
begins at the supercharger outlet pipe connection at 10-8. Remove the clamp and nut securing the scav-
the rear of the sump rather than at the carburetor
enge pump section tube (1) at the front of the sump,
mounting pad. unscrew the two 5/16 inch nuts on the upper side of the
pumps and pull the pump assembly off the mounting

studs
10-2. The oil sump on the IGO-540 series differs
from the above sumps in that matched intake pipes;
tuned in length and diameter, attach to intake risers 10-9. To disassemble the scavenge pump, first re-
which integral part and located on the bottom
are an
move (1) from the pump. Unscrew
the suction tube
of the sump. This sump also incorporates a
rear the gear retaining nut and pull the gear (12) off the
mounting pad for the throttle body adapter which in shaft (4), using a standard gear puller. Unscrew the
turn provides a mounting pad for the throttle body of ,i,..t, on the front of the pump and remove the bolts,
the continuous flow injection system. after which the individual partsof the pump (shaft(4),
cover (2), spacer (3), body (8), impellers (5 and 7),
base (9) and pressure covers (11)), may be disassem-
DISASSEMBLY bled.
10-3. (GO-480-B, -F Series, GO-435-C2 Series, ex- 10-10. (IGO-540 Series. Figure 10-4. With the en-
cept GO-435-C2A, -C2A2). Figure 10-1. Remove the gine inverted remove that portion of the intake pipes
1 1/4 inch hex head plug from the lower left corner of .,t removed described in Section VIII.
as Remove
the rear of the sump andpull out the oilsuction screen the throttle body adapter (10)
and the oil scavenge
assembly (4). Detach the oil pressure screen cover pump screen (6). Detach the fastenings around the
plate and gasket from the lower right corner of the mounting flange of the sump and remove the sump.
rear of the sump and remove the pressure screen as-
sembly (3). Examine both screens for evidence of

metalparticles. Unscrewthe oil cooler by-pass valve 10-11. Other Models.) Figures 10-5 and 10-6.
(All
plug (8), located on the bottom of the sump, and re- With theengine inverted remove the oilscavenge pump
move the gasket (9), spring (10) and plunges (11). All screen assembly (6), detach the fastenings around the
plugs from the oildrain, oil cooler (if provided), and mounting flange of the sump and remove the sump.
pressure gage connections should be removed in order
that the oil passages may be cleaned. Withthe engine
inverted remove all fastenings around the sump mount- CLEANING
ing flange and detach the sump and gasket. Discard
the gasket. The oil sump baffle plate (2) should now 10-12. Clean the sump according to the general in-
be removed, together with the two gaskets (1) from structions contained in Section III. Clean the oil pas-
the baffle supports. Remove the oil sump baffle sup-
sages with solvent and a suitable brush and blow out
ports (5) from the sump. Do not remove the oil breath- with compressed air. Do not clean the oil screens
er drain tube elbow (7) in the sump unless inspection
until they have been inspected for evidence of metal
warrants its replacement.
particles.
10-4. (GO-480-C2C6, -C1D6, -C2D6,-G1D6,-G2D6).
Disassemble this sump in the INSPECTION
Figure 10-2. same
manner as described in the preceding paragraph de-

10-13. Inspect the sump according to the general in-
leting that portion dealing with oil sump baffle as this
structions contained in Section III. Before cleaning
sump does not incorporate a baffle,
the pump screens, examine them carefully for metal
10-5. (GO-435-C2A,-C2A2.) Figure 10-3. Remove particles, or other foreign matter, which could serve
and from the oil pressure screen as evidence of deterioration of another part of the
the cover gasket
housing (13), which is located on the lower right rear engine. Test the oil pressure relief and check valve
corner of the sump. Pull the oil pressure screen out springs, using the loads and deflections given in the
Table of Limits.
of the housing and remove the housing (13).
10-1
SECTION
TEST PROCEDURES
MANUAL AVCO LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES Sectionll
OVERHAUL
Tert Procedure
SECTION 11.
TEST PROCEDURE
11-1. completion of assembly of the engine

After the The intake manifold line, fuel and fuelpressure lines,
afteroverhaul, it is recommended that the engine be throttle cable, mixture control cable, starter cable,
mounted upon atest stand for its initial or run- in oper- magneto ground cable and tachometer cable can now
serves a two-fold purpose; first, be attached to the engine. An air cleaner arrange-
ation. The run-in
ment should also be attached to the air intake.
to seat piston rings and burnish any new parts that
have been installed, and second, to give the operator
control over the critical first few hours of operation, 11-5. Fill the sump (or external tank) to the normal
I
during which time he can observe the functioning of capacity withlubricating oil, see Table 11-2. The en-
the engine by means of the instruments in the test gine should be operated during the run-in with oil of
stand. -The following instruments should be used, the specified grade. Avco Lycoming recommends lub-
plus any additionalinstruments which are deemed es- ricating oil conforming to specification MIL-L-6082,
sential by the operator: Cylinder head temperature grade 1100 or if engine is to be stored with a blend of
gages, counter tachometer, fuel flow meters, fuel 65q6 MIL-L-6082, grade 1100 and 35% MIL-L-6529,
intake manifold gage, oil
pressure gage, vacuum
type 1.
temperature gages and oil pressure gages.
11-6. Install a suitable cooling shroud (P/N 64857,
11-2. If it is desired to use a dry sump test stand in- 64888 or 64944) on the engine. Be absolutely certain
stallation for wet sump engines, refer to Lycoming that themagneto switch is turnedto the "OFF" position
Service Bulletin No. 113 for installation procedure, and then attach the applicable club adapter or hub
assembly (P/N 64774, 64840 or 64935) and the proper
test club (P/N 64773, 64783 or 64807) to the propeller
NOTE
shaft. Tighten the propeller nut to specified torque
(see Table of Limits); do not exceed the specified limit
Lycoming recommends that a test cell be under any circumstances, nor should the tightening nut
used for run-in of engines after overhaul.
be pounded with a hammer to obtain the required torque.
In the event that a test cell is not avail-
able, it is permissible to mount the engine
in the airframe for the run-in providing CAUTION
the following requirements are observed.
Do notuse a flightpropeller, as itwill not

I. The propertest club, not a flight pro- sufficient air to cool the engine.
supply
peller, is used.
2. A cooling shroud equivalent to a test

11-7. Note that the test propeller used must be the
cell cooling shroud is installed. correct size to allow the engine to turn its rated RPM
at wide open (or full) throttle or limiting manifold
3. The airframe gages may not be used.
pressure andwith the mixture controlset at the "FULL
All necessary calibrated gages shall be
RICH" position.
installed independent of the airframe.
11-8. Make certain that the magneto switch is still

INSTALLATION in the "OFF" position and then turn the engine over
several revolutions to ascertain if any interference
exists within the of the propeller or within the en-
11-3. The test stand should be mounted in a test cell are
gine itself. If it does not turn freely, do not try to

that is clean and free of smallLight articles that might
The engine Should force it start the engine until the cause has been
be moved by the propeller blast. or
determined and corrected.

be securely mounted on the test stand with the proper
bolts, washers, lockwashers andnuts. Attach short
exhaust stacks and gaskets to the exhaust ports after
11-9. It is desirable to have some method of cooling
which secure the starter to the starter pad on the ac-
cessory housing and a cylinder head thermocouple
theengine oil and maintaining the oil temperature at
bushing in the tapped hole in the bottom of No. 6 cyl- specified limits during the run-in; The fuel used
should be of Aviation Grade with a minimum octane
inder head. The oil pressure line, oil in line, oil out
rating as specified in Table 11-1. Check the throttle
line, oil temperature connection can be installed at
this time.
cable to be sure that it is free and not binding, and
also check to make sure that the cable travel is suffi-
ciently long enough to completely close and open the
11-4. Installthe cylinder head temperature thermo-
throttle valve.
couple in the thermocouple bushing in No. 6 cylinder.
11-1
TABLE 11-1 1 8W
T~C.
~5 1 I ~o
ENGINE RUN-IN TEST LIMITS a´•

s=
Fuel Pressure I I Maximum Oil I OilPress. I I I Max. Cyl.

psi-atinlet Fuel-Minimum Consumption Operating- OilInlet OilInlet* HeadTemp. FullThrottle
Model
to carb. Octane Rating Engine Speed
q
or Temp. Temp. Bayonet
injector Aviation Grade Lbs. /Hr. Qt./Hr.´•J Normall Idle "F. I "F. I Location F. RPM
GO-435-C2 I o. 5-5. 0 1 80/87 i. 4 0. 78 75-85 25 165-225 185- 195 475 3000

-C2A2 13- 15 80/87 1. 4 0. 78 75-85 25 165-225 185- 195 475 3000
-C2B. -C2B2 13- 15 1 80/87 1. 4 0. 78 75-85 25 165-225 185-195 1 475 3000
-C2C, -C2B26 1 13- 15 80/87 I. 4 0. 78 75-85 25 165-225 185- 195 475 3000
GO-480-B -B1A6 13- 15 80/87 1. 0 0. 56 75-85 25 165-225 185- 195 475 3000
-B1B -B1C 13- 15 80/87 i. 0 0. 56 75-85 25 165-225 185- 195 475 3000
-B1D 13- 15 80/87 1.0 0; 56 75-85 25 165-225 185-195 475 3000
-C1B6 -C1D6 13- 15 100/130 1. 5 0. 84 75-85 25 165-225 185- 195 475 3000 c,
-C2C6 -C2D6 13- 15 100/130 i. 4 0. 78 75-85 25 165-225 185- 195 475 3100
-D1A 13- 15 80/87 i. 0 0. 56 75-85 25 165-225 185- 195 475 3000 r
-F6. -F1A6 13- 15 1 80/87 1.0 i). 56 75-85 25 165-225 185-195 475 3100
S
-G1A6 -G1B6 13- 15 100 130 i. 5 0. 84 75-85 25 165-225 185- 195 475 3000
-G1D6. -G1E6 13- 15 100/130 i. 5 0. 84 75-85 25 165-225 185- 195 415 1 3000 z
n
-G1H6. -G1J6 13- 15 100/130 i. 5 0. 84 75-85 25 165-225 185- 195 475 3000 1
-G2D6, -G2F6 13- 15 100/130 1. 4 0. 78 75-85 25 165-225 185- 195 475 1 3100 A
GSO- 480-A1A6 11- 13 100/130 1. 8 1. 00 75- 85 25 165-225 185- 195 475 3200
-B1A6. -B1B6 I il- 13 1: 100/130 i. 8 i. 00 75-85 25 165-225 1 185-195 1 475 3200
o
-B1C6. -B1E6 11- 13 1 100/130 1. 8 1. 00 75-85 25 i 165-225 185- 195 475 3200 z
-B1F6 -B1G6 11- 13 100 130 i. 8 i. 00 75- 85 25 165-225 185- 195 475 3200
-B1J6. -B1B3 11- 13 100/130 1. 8 1 1.00 75-85 25 165-225 185- 195 475 3200 m
-B2C6. -B2D6 11-13 100/130 i. 8 1 i. 00 75-85 25 165-225 185- 195 475 3200 i ~p
IGSO-480-A1A6. -A1B6 12- 14 100/130 i. 8 1. 00 75- 85 40+ 165-2251 185-195 475 3200 ;a
-A1C6. -A1F6 12- 14 100/130 i. 8 i. 00 75- 85 40+! 165-225 185- 195 475 3200 1
-A1G6 20- 28 100/130 1. 8 i. 00 75-85 25 165-225 185- 195 475 3200
-A1D6, -A1E6 20- 28 100/130 i. 8 i. 00 75- 85 25 165-225 185- 195 475 3200
IGO- 540-A1A. -A1B 20- 26 100/130 i. 5 0. 84 75- 85 25 165-225 185- 195 475 3200 1
-B1A. -B1B 20-26 100/130 i. 5 0. 84 75-85 25 165-225 185- 195 475 3200 1
-i
-B1C 20- 26 100 130 1. 5 0. 84 75-85 25 165-225 185- 195 475 3200
~d I I I I I I I I I I I m
co Z
n
IGSO-5 40-A1A 20- 28 100/130 2. 0 1. 12 75-85 25 165-225 185- 195 475 3200
io z
-A1C -A1D 20-28 100 130 2. 0 1. 12 75-85 25 165-225 185-195 475 3200 rn
a vl
-A1E -A1F 20-28 100/130 2. 0 i. 12 75-85 25 165-225 185- 195 475 3200
-B1A, -B1C 16-22 100/130 2. 0 i. 12 75- 85 40 165-225 185- 195 475 3200
r
For engines equipped with Simmonds fuel injectors, idle speed of 600 i 20 rpm and oil pressure of 40 psi must be maintained for proper operation.
cD Unless 40 psi is maintained the fuel flow will be affected.
1 Desired during oil consumption run.
GS 480 Series. IGSO-480 Series nd IGSO-540 Series imiti Manifold Pressure 45 in. 3200 RPM.
I TABLE 11-2
4 SPECIFICATIONS
III
hi
P; U cu m
C3 O A
r
co cu cu c
;1
w Um U Un,
m
u~ a o r
d~ d; 62 d~ d~ $m
~n _$
3 d~
~m am
m
d~ d~ ;z
9" d
r3
d
C5 Q Q Q m
Q" m
C~ S
m ~5m $a c
228 228 275 275 275 275 275 284 284 1Ell 1E7
FAA Type Certificate No.
260 270 295 295 275 275 340 340 350 380
Take Off Horsepower 260
3400 3400 3400 3400 3400 3400 34o0 3400 3400 3400
Talie Off RP~ Engine 3400
2180 2180 2180 2180 2180 2180 2180 2180 2180 2180 2180
Take Off, Propeller
260 265 320 320 325 360
Rated Horsepower 240 240 260 280 285 8
3000 3000 3000 3100 3000 3100 3200 3200 3200 3200
Rated RPM, Engine 3000
2050 1925 2050 n
1925 1925 1925 1925 1925 1925 1990 2050
Rated RPM, Propeller
4. 875 4. 875 5. 125 5. 125 5. 125 5. 125 5. 125 5. 125 5. 125 5. 125 5. 125
Bore, Inches
3. 875 3. 875 3. 875 3. 875 3. 875 3. 875 3. 875 3. 875 3. 875 4. 375 4. 375
Stroke, Inches
434. 0 434. 0 479. 7 479. 7 479. 7 479. 7 479. 7 479. 7 479. 7 541. 5 541. 5
Piston Displacement Cu. In.
7. 3:1 7. 3:1 7. 3:1 8. 7:1 8. 7:1 7. 3:1 7. 3:1 7. 3:1 7. 3:1 8. 7:1 7. 3:1
Compression Ratio
Valve Rocker Clearance

Hydraulic Tappets Collapsed). 028/. 080 i. 028/. 080 i. 028/. 080 1. 028/. 080 i. 028/. 080 i. 028/. 080 028/. 080 028/. 080 028/. 080 028/. 080 028/. 080 A
25 25 25 25 25 25 25 25 25
Spark Occurs "BTC 25 25
1- 4-5 1- 4-5 1- 4-5 1- 4-5 1- 4-5 1- 4-5 1- 4-5 1- 4-5 1-4-5 1- 4-5
Firing Order 1- 4-5
2-3-6 2-3-6 2-3-6 2-3-6 2-3-6 2-3-6 2-3-6 2-3-6 2-3-6 2-3-6 2-3-6
77:120 77:120 77:120 77:120 77:120 77:120 77:12´•0 77:120 77:120 77:120 77:120
Propeller Drive Ratio
Propeller Shaft Rotation clockwisel clockwis~ clockwise( clockwisel clockwisel clockwise( clockwise( clockwisel clockwise) clockwise( clockwisel
Oil Sump Capacity- Qts. 12 dry 12 12 12 dry 12 dry dry dry dry
Carburetor or Fuel Injector CONSULT TABLE 6-1
Magnetos CONSULT TABLE 4-3
Except GO-435-C2A, -C2A2
Except GO-480-C1B6, -G1B6 which incorporate dry sumps p~
I
~J I ill
Sectionll OVERHAUL MANUAL AVCO LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES
Test Procedure
11-10. Anyengine accessory drive, such aspropeller be connectedas possible in

soon as makingthe carbur-
governor drive, which transmits oil pressure through etor installation. Fuel
then be pumped into the
can
oilpassages in the engine and which is not pressurized carburetor. This procedure will serve to reduce the
by normal operation of the engine on the test stand shall elapsed time between the completion of the installation
be checked for leakage at normal engine oil pressure and engine starting. The soaking period may be per-
by means of a special drive cover with oil transfer formed prior to the installation of the carburetor.
passages as required. The oil passages involved shall
be checked for external leaks following the run-in. NOTE
11-11. A suitable pump arrangement is necessary to Ifdifficulty is experienced in keeping the

build up the fuel pressure. If the engine is equipped engine running after it has been started,
with a fuelpump the pump willmaintain the necessary remove the fuelvent plug located near the
pressure. The correct fuel pressure, for the various top of the diagonalchannel in the regulator
carburetors and fuelinjectors, is shown in Table 11-1. cover, above and to the right of the fuel
pressure gage connection. Operate the
11-12. It is also necessary to have a fuel drain line pump until the fuel stands level with the
from the vapor vent connection back to the fuel sup- plugopening. This willeliminate airwhich
ply. Zf the drain line is not attached, the excess fuel maybe trappedin the Line between the fuel
vapor blown out of the vapor vent connection will create tank and the carburetor. Replace the plug.
a fire hazard and also will result in an inaccurate rate
of fuel consumption. 11-15. FUEL INJECTOR (BENDIX). Remove and

clean the fuelinlet strainer assembly and reinstall.
11- 13. PRE-OILING SUPERCHARGER DRIVE SHAFT Inject clean fuel into the fuel inlet connection with the
BEARING. After assembly of the engine, and before fuel outlets uncapped until clean fuel flows from the
it is installed on the test stand, connect a hand pump outlets. Do not exceed 15 psi inlet pressure.
to the tapped hole at which the oil pressure line is
connected. Pump the oil mixture, as described in 11-18. FUELINJECTOR (SIMMONDS). Injectclean
paragraph 11-5, intothe engine. While pumping oil fuelinto the fuel inlet connection with the fuel outlet
into engine observe bearing through opening for the uncapped until clean fuel flows from outlet.
breather. Continue pumping until a readily distin-
11-17, PRE-OILING. Followingoverhaul, anengine
guishable amount of oil flows out around the complete
Should be pre- oiledbefore running to prevent possible
periphery of the bearing. Drain excess oil from the
bottom of sump, high speedbearing failure due to lackof lubrication at
initialstarts. The procedure for pre-oiling is as fol-
lows:
11-14. PRESSURE CARBURETOR. Initialprepara-
tion of the carburetor is required to fill, flush and a. After the oil tank is filled with the proper oil,
vent the carburetor and to soak the diaphragms. This disconnect the oil inlet connection at the oil pump and
is accbmplished as follows: drain a sufficient amount of oil to eliminate any pos-
sible obstructions or air in the inlet passage.
a. Open the fuel supply valve.
b. Reinstall oil inlet connections.
b. Set mixture control in "FULL RICH" position.
c. Remove one spark plug from each cylinder of the
c. Open the throttle halfway. engine.
d. Remove the 1/8 inch drain pipe plug located at the d. Place the mixture control in idle-cut-off, or if
bottom of the regulator cover. the engine is not
equipped with idle cut- off, open
throttle to full open position and put fuel and ignition
e. Operate pump slowly until the fuel flowing from switches in "OFF" position.
the drain plug hole is free of oil.
e. Turn propeller with starter for a period of thirty
f. Replace the drain plug in the bottom of the regu- seconds until a minimum pressure of 20 Ibs. is indi-
lator cover and continue the pumping operation until a cated on the oil pressure gage.
small amount of fuel discharges from the discharge
nozzle. All included air must pass through the dis- f. Rest thirty seconds.
charge nozzle or the vapor return line.
g. Repeat steps (e) and (f) several times.
g. Place mixture control in "Idle-Cut-Off" position.
Because the carburetor has a closed fuel system, it h. During these rest periods, observe oil pressure
will remain full of fuel as long as this lever is in the gage to make sure that minimum oilpressure is main-
"Idle-Cut-Off" position. tained. Lack of pressure build-up, or rapid drop-off
of pressure is an indication of the presence of air in
h. When a new carburetor or one that has been th, line and the engine is not being pre-oiled. To
drained is installed on an engine, it is necessary to remedythis, repeat steps (a) and (b) and continue until
fill the carburetor with fuel and let it stand for an oil pressure is indicated.
eight hour soaking period before starting the engine.
It is recommendedthat the fuel lines to the carburetor i. Reinstall spark plugs.

OVERHAUL MANUAL AVCO LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES Sectionll
Test Procedure
TABLE 11-3
RUN-IN SCHEDULE
RPM LOAD Time Minutes
1200 Prop Load 5

Load 5
1600 Prop
2000 Prop Load 5
2200 Prop Load 10 Check "MlhG" Drop-off. Do
exceed 100 RPM on either mag
neto or 15 RPM between mag-
2400 Prop Load 10 netos.
2700 Prop Load 10
2850 Prop Load 10
Normal Rated ~50 Full Throttle or Limiting Manifold 30
80~0 Prop Load 60 Oil Consumption Run
Rated Speed
GSO-480, IGSO-480, IGSO-540 45" HG. 3200 RPM.

Limiting Manifold
STARTING PROCEDURE. lower than 25 psi (40 psi on engines equipped with
11-18.
Simmonds fuelinjectors). The maximum oil temper-
Turn fuel valve on. ature, the maximum oil pressure and maximum cyl-
inder head temperatures should not be exceeded at any
a. Pressure carburetors and Bendix FuelInjectors. time. See Table 11-1.
Set mixture control at "’dde cut-off". 11-21. If these valuesare exceededat anytimeduring
the run-in, the engine shouldbe stopped and the cause
b. Simmonds FuelInjectors. determined. The recommended run-in schedule is
given in Table 11-3.

1. (IGSO-480)Idle cut-off switch "on".
11-22. OIL PRESSURE RELIEF VALVE. (Engines
2. OGSO-540) Mixture control in "Full Rich".
with Rear Mounted Accessories). These engines are
equipped with an adjustable oilpressure relief valve
Depending on test stand set-up, turn ignition switch which enables the operator to maintain engine oil pre s-
to "left" andengage starter or turn combination mag- sure within the specified limits. See Table 11-1. The
neto-starter switch to "start". valve is located on the right front of the crankcase on
allmodels except the GO-435-C2A and -C2A2. On the
When engine fires turn ignition switch to "both" or
G0_435-C2A and -C2A2 models the oilpressure relief
allow spring loaded switch to return to "both". valve and the oilcheck valve are containedin the same
housing and fastened to the rear of the oil sump. See
a. Pressure carburetors and Bendix FuelInjectors. Figure 10-3. If the pressure under normal operating
conditions should consistently exceed the maximum or
Set mixture control in "Full Rich". run less than the minimum, adjust the valve as follows:
b. Simmonds Fuel Injectors.

CAUTION
Leave in same position.
The function of the oil pressure relief
NOTE
valve, which is located in the right front
of the crankcase, (except GO-435-C2A and
Checkthe oil pressure gage; if oil pre ssure
does not build up within thirty (30) seconds
-C2A2) is to maintainengine oil pressure
within specified limits by withdrawing a
after engine is started, shut down to invest-
portion of the oil from the circulating sys-
igate.
tem and returning it to the sump should the
pressurebecome excessive. This valve is
11-19. Hold engine speed at approximately 1000 RPM
not to be confused with the oil cooler by-
or until a minimum oil temperature of 140"F. is
pass valve, which is located in the bottom
reached. Check ignition drop-off and note general
of the oil sump. The sole purpose of the
operation of the engine. Any malfunctioning shall be
cause to shut down and correct the trouble. The test by-pass valve is to serve as asafety device,
stand oil supply pressure to the engine shall be held
permitting pressure oil to by-pass the oil
and 0. 5 to cooler entirely in case of an obstruction
between 0. 5 and 5. 0 psi throughout runs
within the cooler. Although both valves
2. 0 at rated conditions.
have the same size mounting threads,
their internal construction is different
11-20. Reduce engine speed to idle (500 to 600 RPM)
should not be and they are NOT interchangeable.
and observe oil pressure. Pressure
11-5
Test Procedure
11-23. Withthe engine thoroughlywarmedup andrun- 11-30. Upon completion of the run-in, drain the oil.
ning at amaximum of 2200 RPM, observe the reading Refilltheengine with a 1 to 1 mixture of MIL-L-6529,
on the oil pressure gage. If the pressure is above Type 1, and Bayol "D" or equivalent.
maximum, stop engine, loosen the crown nut and ad-
justing screw lock nut, and back off the adjusting screw 11-31. Removetop spark plugs, and with the crank-
one or two fullturns. Tighten lock nut and retest. If full of
case oil, slowly turn the propeller through two
pressure is too low, turn adjusting screw further into (2) revolutions. Let engine stand for ten (10) minutes
the relief valve plug, thereby increasing the tension after which the propeller should be turned back and
on the relief valve spring. When the valve has been forth through 90" for twelve (12) cycles. Drain the
satisfactorily adjusted, lock wire the crown nut and preservative oil.
the adjusting screw lock nut to the valve plug and wire
the plug to the crankcase. 11-32. Spray the exhaust port and valve of each cyl-
inder with the piston approximately 1/4 turn before
11-24. OIL PRESSURE RELIEF VALVE. (Engines top center of the exhaust stroke using MIL- C-6529 oil,
with Side Mounted Accessories). The engines with Type 1.
side mountedaccessories covered in this manual are
furnished with an adjustable oilpressure relief valve, 11-33. Spray each cylinder with an airless spray gun
whichenablesthe operatorto maintainengine oilpres- (Spraying Systems Company"Gunjet" model 24A-8395
sure within the specified limits (See Table 11-1). The or equivalent) through the spark plug holes with MIL-
valve is located on the oilpump body in the 11 o’clock C-6529 oil, Type 1. Spray approximately two (2)
position (when facingthe pump). If the pressure under ounces of oil into each cylinder.
normal operating conditions should consistently exceed
the maximum, or run less than the minimum, adjust 11-34. For all sprayingthespray nozzletemperature
the valve as follows: shall be maintained between 200"F. and 220"F.
11-25. With the engine thoroughly warmed up and NOTE

running at a maximum of 2200 RPM, observe the read-
In the event an airless spray gun is not
ing on the oil pressure gage. If the pressure is above
the maximum, stop engine, loosen the adjusting lock available, it is recommended that amois-
ture trap be installed in the air line of a
nut and back off the adjusting screw one or two full
turns. Tighten lock nut and retest. If pressure is too conventionalspray gun and the oilshall be
200"F. to 220"F. at the nozzle.
Low, turn adjusting screw further into the relief valve
plug, thereby increasing the tension on the relief 11-35. Seal the breather openings with oil and mois-
valve spring. When the valve has been satisfactorily ture resistant capsor dehydrator plug, P/N 40238 or
adjusted, tighten the lock nut and lock wire the adjusting AN4062- 11.
screw to the drilled ear projecting from the valve
mounting boss on the oil pump body. 11-36. All accessory drives for which oil seals are
provided shall be liberally coated with MIL-C-6529

11-26. A log should be keptand the instrument read- Oil, Type 1, before applying the drive covers.
ings recorded every 15 minutes on runs longer than
15 minutes; on all other runs, the readings should be 11-37. Engines shall have spark plugs installed in the
recorded at the end of that particular phase of the run- bottom cylinder location and dehydrator plugs, P/N
in. The log sheet should also include the date of the 40238 installed in the upper cylinder location. The ig-
run-in and the engine number. nition harness shall be attached to the spark plugs in
If for any reason it
should be necessary to replace a part, the reason for the bottom locations and have ignition cable protectors
the replacement should be noted on the log sheet. (AN-4060) on the top locations.
11-38. Exhaust ports and other openings should be

11-27. OILCONSUMPTIONRUN. An oilconsumption closed with suitable covers.
run should be made at the end of the run-in schedule.
Oil consumption can be determined by the use of a 11- 39. All
exposed cadmium platedandmachined sur-
scale tank through which the oil line s pass and the scale faces should be liberally coated with soft-film, cor-
reading taken at the beginning and end of the oil con- rosion preventive compound, MIL-C-16173, Grade 2.
sumption run. Or it can be determinedby drainingand The propeller shaft shall then be wrapped with Grade
weighing the oil supply before and after the oil con- A paper, MIL-B-121, and be secured with Grade B
sumption run. Oiltemperature should be he Id as closely moisture resistant tape PPP-T-BO, Type 3, Class 1.
as possible to the
limits shown in Table 11-1. Oil
consumption should not exceed the maximum as listed
11-40. Although the above procedure should prevent
in Table 11-1.
corrosion under favorable
conditions it is recom-
mended that the engine be periodically inspected for
11-28. IDLE SPEED AND MMTURE ADJUSTMENT.
evidence of corrosion. If corrosion should be present,
Section 6 of this manualcovers installation and adjust-
the affected part should be cleaned and the engine re-
ment of the various carburetors and fuel injectors.
preserved. Also, engines preservedby the above pro-
11-29. PRESERVATION AND STORAGE. Intheevent cedu’es are not adequately protected for extended
the engine is to be stored at the completion of the run- periods of storage. If at the end of 60 days it is found
in the engine should be preserved in the that the engine must remain in storage it must be
following
manner. represerved.
11-6 Revised January,, 1973

OVERHAUL MANUAL AVCO LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES Sectionll
Test Procedure
11-41. REPRESERVATION RUN The represerva- 11-43. Pressure Carburetors and Bendix FuelInjec-
tion run should be accomplished under the same con- tors Carburetors and fuel injectors shall be emptied
ditions as the run-in after overhaul except that only of all residual fueland flushed with oil, MIL-O-6081,
the following time schedule must be followed. Grade 1010. Injectors will have approximately one (1)
ounce pouredinto inletunder gravityhead. The injec-
TABLE 11-4 tor will be rocked to cover all interior surfaces. In-
jectors with fluoro-silicone diaphragms and seals (no
RECOMMENDED REPRESERVATION SCHEDULE cure date) do not require flushing. Carburetors shall
have the oil supplied to the inlet port at a pressure of
from 5 to 8 psi. Mixture controls shall be at full rich
RPM :LOAD TIME (MINUTES)
duringtheflushing operation. Under nocircumstances
5 shall the regulator air chambers, air passages, or
1200 Prop. Load
5 automatic mixture control be flushed with oil; these
1800 Prop. Load
5 must be kept dry at all times. Drain excess oil and
2400 Prop. Load
15 install plugs or caps. Lock the throttle in the closed
Normal Rated See Table 11-1
postion.
11-44. Simmonds Fuel Injector- Injectors shall be

11-42. PRESERVATION AND STORAGE FloatType emptied of fuel and flushed with ail, MIL-O-6081,
Carburetors. Carbur´•etor shall be emptiedof allresi- Grade 1010. During flushing the oil pressure applied
dual gasoline and the throttle locked in the closed t, the fuel passage shall not exceed 8 psi. Drain ex-
position. cess oil and replace plugs.
11-7
r
~m"
d~ LIFTING EYE----~
L’
TIMING INSPECTION PLUG
GOYERNOR DRIVE o
a
I
c
ACCESSORY OIL RETURN
OIL PRESSURE RELIEF VALVE Z

C
VALVE
MANIFOLD PRESSURE CONNECTION lh( fOlLPRESSURE GAGECONNECTION

Ilfi;CC~
OIL TANK AND ACCESSORY VENT CONNECTION I LOIL IN
OUT
G)
BREATHER DRAIN TUBE CONNECTION
A
m
STARTER DRIVE rGENERATOR DRIVE G)

m
MAGNETO 1 ,MAGNETO R
m
O O
/~dhU/ II h
ACCESSORY OIL RETURN atth I ‘C~ qlH

o I,~Q1L-’/ ~--TACHOMETER DRIVE
FUEL PUMP DRIVE

O
VACUUM PUMP DRIVE U-EVY n~ll- IT~-I ~OIL PRESSURE SCREEN HOUSING
m
OIL PRESSURE RELEIF VALVE VI
OIL TEMPERATURE THERMOMETER WELL
CHECK VALVE OIL PRESSURE GAGE CONNECTION
Figure 11-1. Installation Drawing Typical Geared Engine (Rear Mounted Accessories)
DRIVE AIRCRAFT ENGINES Sec~ion 11
OVERHAAUL MANUAL- LYCOMING REDUCTION GEAR
Ter~ Procedure
r,,,
~7T_ 7~
i
RETURN ML FROM
ACCESSORIES
DRIVE
FUEL NOZZLE PRESSURE GP~GE

L~il/
´•-´•´•´•SCoNNECTloN1-o
--FUEL PUMP
DRIVE
i
-eo -VnCUUM PUMP

DRIVE
MIXTURE CONTROL
LEVER (LIDLE-CUT
ro)
FUEL INLET PRESSURE

CONNECTION
FUEL
MP~NIFOLD PRESSURE CONNECTION
DRIVE
CENTER OF GRAVITY 1 ~TACHOMETER
LIFTING STRAPS\ yOlL TANK VENT CONNECTION
GEAR TIMING HOLE
PROPELL~:R GOVERNOR STARTER DRIVE

DRIVE
NO.30 SPLINE ~i,

4~_8
’i
PROPELLER 1; it
i´• I-~
SHAFT lr:(~1 i OIL IN
i,
CLI: ;P 11;61
FUEL INJECTOR
THROTTLE BODY
laai~Jil ;I1-1
TEMPERATURE
CONNECTION
GROUND TERMINAL i;
RETARD TERMINAL
C‘4g STRAINER
THROTTLE IN
CLOSED POSITION
REDUCTION GEARnA.LIO
DRAIN-BACK PUMP DRIVE
L(S6RN-200 RETARD
BREAKER MAGNETO
L~L SCAVENGE SCREEN
FUEL DRAIN
OIL
FILTERHYDRAULIC
PRESSURE
GAGE CONNECTION MANIFOLD PRESSURE
CONNECTION
OIL PRESSURE
RELIEF ADJUSTMENT
Figure 11-a. Installation Drawing Typical Geared Engine (Side Mounted Accessaries)
11-9
Tet Procedure
TANK RETURN
INJECTION NOZZLE
THER
FUEL FILTER
OIL TEMPERATURE
CONNECTION
MODULATOR
OIL PRESSURE SCREEN
OIL OUTLET
THROTTLE LEVER
MIXTURE CONTROL AND IDLER

CUT OFF LEVER
AMC UNIT
REAR VIEW IGSO-540-AIA
oli TPINK VENT

CONNECTION
OIL PRESSURE
STARTER DRIVE I RELIEF VALVE
OIL INLET
LLFTING EYE
TACHOMETER DRIVE PAD-\ \I II r
IGNITION
COILS CENTER OF GRAVITY1 I I I rOlL OUTLET
WITH INJECTOR
PROPELLTRGOYERNORORIVE
PRESSURE
CONNECTION
30 SPLINE PROPELLER SHAFT
8( n w-´•p~iW
REDUCTION
SBRN-gOO’ DRAIN TUBE
MAGNETO
"pD~-b" P
MANIFOLD PRESSURE
CONNECTION
FUEL DRAIN
OIL PRESSURE
GAGE CONNECTION
Figure 11-3. Installation Drawing Typical Geared Engine (Supercharged)

11-10
SECTION
TABLE OF LIMITS
INTRODUCTION
SERVICE TABLE OF LIMITS
This Table of Limits is provided to serve as a guide to all service and maintenance personnel engaged in the repair and
overhaul of Avco Lycoming Aircraft Engines. Much of the material herein contained is subject to revision; therefore, if any
doubt exists regarding a specific limit or the incorporation of limits shown, an inquiry should be addressed to the Avco
Lycoming factory for clarification.
DEFINITIONS:
Ref. (Ist column) The numbers in the fiat column headed "Ref." are shown as a reference number
to locate the area described in the "Nomenclature" column. This number will be
found in a diagram at the end of each section indicating a typical section where
the limit is applicable.
Ref. (md column) Indicates the old reference number. There are no diagrams in this manual for
these numbers. These numbers are only to be found in previous publications.
~aa(8rdeolumn) The letter letter and number in this column are used as symbols to designate
or
engine models to which the specific limits is applicable. A list of the letter or
letter and number and the engine to which they refer is shown below.
Nomenclature (4th column) This isa brief description of the parts or fits specified in the adjacent columns
and indicated in the diagram at end of each section.
Dimensions (5th 6th columns) The dimensions shown in column 5 are the minimum and maximum dimensions
for the part as manufactured. The dimensions shown in column 6 indicate the
limit that must not be exceeded. Unless it can be restored to serviceable size, any
part that exceeds this dimension must not be rebuilt into an engine.
Clearance (7th 801 columns) Like the dimensions shown in the 5th and 6th columns, the clearance represents
the fit between the two mating surfaces a controlled during manufacture and as
a limit for permissible wear. Clearances may sometimes be found to disagree
with limits for mating parts; for example, maximum diameter of cylinder minus
minimum diameter of piston exceeds limit for piston and barrel clearance. In
such instances, the specified maximum clearance must not be exceeded.
In some instances, where a parts revision has caused a dimensional or tolerance change, the superseded dimenional data has
been deleted from the list; provided compliance with the change is not mandatory.
I~etters of the alphabet and numbers are used as symbols throughout the Table of Limits to represent specific
interpretations and to designate engine models. I~etters in parenthesis refer to dimensional characteristics; letters (or
combinations of letters and numbers) without parenthesis indicate engine models. They are listed below with their separate
definitions.
(A) These fits either shrink fits controlled by machining, fits that may readily be
are
adjusted, Fits where wear does not normally occur. In each case, the fit must
or
be held to manufacturing tolerance.
(B) Side clearance on piston rings must be measured with face of ring push with
piston.
(D) The dimensions shown are measured at the bottom of the piston skirt at right
anglesto the piston pin.
(E) Permissible wear of the crankshaft (rod and main bearing journals) to be minus
0.0015 on the diameter.
(L) I~oose fit; wherein a definite dearance is mentioned between the mating
surfaces.
(T) Tight fit; shrink or interference fit.
(WD) Wide Deck Crankcllse.

Introduction
The illustrations shown are typical of the referenced limit or fit described in the Table and in no instance are these
Illustrations intended to~epresent a specific part or engine model unless specified. Also, the terms used to designate cylinder,
piston and ring materials such as "nitride, chrome, half-wedge" are more fully explained in the latest edition of Service
Instruction No. 1037.
OlERVlOF TAIIILI OF LIMITI
PART III GEARED ENGINES
CHART MODELS
E GO´•135 ALL
El G0435-C2B ´•C2B2-6
H GO-480 IGO-180 ALL
H1 G0480-B
H2 GO-480-F1A6 ´•F2A -F4A6 ´•G2D6 G2F6
GO-480-G1H6 -G1D6
H4 GO-480´•D1A (Crosswise Accesso H
H5 80´•G1B6 (Crosswise
P SO-480 IG
P1 IGSO-QZ)O
AB IGSO-540
AC IGO-540
NOTE
In "Chart" column, a number appearing after a letter shows exception to basic model.
SECTION 1 500 SERIES CRANKCASE, CRANKSHAFT CAMSHAFT
SECTION II 600 SERIES CYLINDERS
SECTION III 700 7000 SERIES GEAR TRAIN
SECTION IV 800 SERIES BACKLASH (GEAR TRAIN)
SECTION V 900 SERIES TORQUE SPRINGS
(A) These fits either shrink fits controlled by machining, fits that may
are
readily be or fits where wear does not normally occur. In each

adjusted,
case, the fit must be held to manufacturing tolerance.
(B) Side clearance on piston rings must be measured with face of ring Bush
with piston.
(C) Replacements to correct these items must be made to give uniform

backlash within 0.001 between the stationary gear and pinions, and
within 0.001 between the pinions and the ring gear.
(D) These dimensions shown are measured at bottom of piston skirt at right
angles to piston pin.
(E) Permissible wear of the crankshaft (rod and main bearing journals) to
be minus 0.0015 on the diameter.
(L) Loose fit; wherein a definite clearance is mentioned between the mating
surfaces.
(T) Tight fit; shrink or interference fit.
SSP1776 January 31, 1980*
Indicates cut-off date for data retrieved prior to publication.

sERVICP TAILI OF LIMITI
PART IIIGEARED ENGINES
SECTION I CRANKCASE, CRANKSHAFT, CAMSHAFT
Rei. I Bef. 1 Qurt Nomenele(nre I Dimsndon~
New Old aerV. I Min. I I~N.

M´•´•. I a I Mu.
L~´•. I I Men.
500 All Main Bearings and .0015L
?il/
Crankshaft .0045L .0060L
H3-H5-P-AB-AC Main Bearings and Crankshaft .0011L

(Except Front) .0041L .0050L
H3-115-P-AB-AC Front Main Bearings and .0011L

Crankshaft .0041L .0050L
E-H´•P Diameter of Main Bearing 2.3745

Journal on Crankshaft 2.376 (E)
500 E-H1-H2-H4 Crankcase Bearing Bore 2.566

Diameters (All) 2.567 2.5685
H3-H5-P-AB-AC Crankcase Bearing Bore 2.6865

Diameters (All) 2.6875 2.6890
501 I:lj021:I:IALL Connecting Rod Bearings .0008L

and Crankshaft .0038L .0050L
ALL I Diameter of Connecting Rod 2.1235

Journal on Crankshaft (2-1/8 in.) 2.125 (E)
501 ALL Connecting Rod Bearing Bore

i Diameter (Measured at axis 2.2870
300 on each side) 2.2875
502 ALL Connecting Rod Side Clearance .004L

.010L .016L
503 Connecting Rod Alignment .010 in 10 Inches
Connecting Rod Twist .012 in 10 Inches

504
I
505 Crankshaft Run-Out At Center
Main Bearings
Mounted on No. 1 and 4 Journals

Max. Run-Out No. 2 and 3 Journals .005 .0075

Max. Run-Out No. 2 Journal .003 .0045

Max. Run-Out No. 3 Journal .003 .0045
506 ALL Crankshaft and Crankcase Front .006L

End Clearmrce .015L .025L
510 1´•H2-H3 Crankshaft Timing Gear and .0015L

Crankshaft .0005T (A)
-H5-P-AB´•AC Crankshaft Timing Gear and .0000

511 Tappet Body and Crankcase I 1.0010L

.0033L .004L
8SP1776 3-1
BERV ICE TABLE OF LIMITB
PART III GE-ARED ENGINES
Chart Nomenclature Dimendons I ClePmnee~

Ref. I Ref.
Mir. lullr.
Min. Serv. Min. Serv.
New Old
P Max. I Max.
Max. Max.
511I:1:I ALL O.D. of Tappet .7169

.7177 .7166
511 ::I:IALL I.D. Tappet Bore in .7187

Crankcase .7200 .7203
ALL Tappet Plunger Assembly .0010L

512
iriliiiiiiriiil I and Body (Hyperbolic) .0067L .0087L
Tappet Socket and .002L

513 :I ALL
Body (Hyperbolic) .007L .009L
Camshaft and Crankcase .002L

514
i:’ .004L .006L
515 ALL Camshaft End Clearance .002L

.009L .015L
516 ALL Camshaft Run-Out At Center .000

Bearing Journal .001 .006
ALL Counterweight Bushing and .0013T

518~I:i:l ALL Counterweight Roller End .007L

Clearance .025L .038L
519 :I:IIALL Counterweight and Crankshaft .003L

Side Clearance* .013L .017L
Measure below roller next to flat.
520 ALL Counterreight Bore and .0002L

[1~98:
Washer O.D. .0030L (A)
521 Counterweight
I.D. of .7485
Bushing .7505 .7512
522 R141:i:~ALL O.D. of Counterweight Roller

(P/N 69433) (See latest edition .5045
of Service Instruction No. 1012) .5050
O.D, of Counterweight Roller

ALL O.D. of Counterweight Roller

ilili.iiilji
523 (.WU;JllliilALL j Thrust Bearing and Propeller I .0000
Shaft .0012L .002L
526 Thrust Bearing and Thrust Bearing .003T

Cap Clamp Fit (Shim to This Fit) .005T (A)
527 I Thrust Bearing nit .027 Tilt
8881776 3-2
BERVICE TABLE OF LIMITS
Ref. Ref. Chut Nomcncl´•tun Dfmendonl ClelrPnces

Mfr. Mir.
New Old Min. L)erv. Min. Serv.
a MPX. a MPX.
M´•x. I I Mnx.
ALL Thrust Bearing End Play I I 1 ,006

I .008 .010
530 liii50lf~ilil ALL Propeller Shaft Run-Out

ifil:liiiiiil I (RearCone Location) .003
Si06:i:l ALL Propeller Shaft Run-Out

(Front Cone Location)
(Propeller Shaft Instailed) .007
532 t5I17~ E-H1-H2-H3 Starter Jaw and Crankshaft .0005L

.0040L (A)
533 ALL Thrust Bearing and Reduction .0006L

Gear Housing .0024L .0035L
534 ALL Crankshaft and Crankcase .0010T

Front Bushing .0025T (A)
535 lli51T1:~ ALL Pinion -End Clearance .011

.016 .030
536 lii5~1:iiil ALL I Pinion Shaft and Cage (See

latest edition of Service .0001T
Instruction No. 1236) .0005T
536 ALL Pinion Shaft and Cage (See

latest edition of Service Select for Hand
Instruction No. 1114) Push Fit (C) .002
537 ALL Propeller Shaft and Crankshaft .0020L

Bushing .0035L .005L
537 ALL I.D. Propeller Shaft Bushing 1.251

In Crankshaft 1.2525 1.253
This Diameter must be concentric

with Front Main Bearing within
.003 in. TIR.
538 571SI:il ALL Stationary Gear and Plate .000

End Clearance .004 .007
639 ALL Ring Gear and Drive Plate .000

540 E19~.iil P-AB-AC Reduction Gear Governor and

Magneto Housing and Reduction .004T
Gear Housing Sleeve .006T (A)
541 H4-H5-P-AB-AC Rear Crankshaft Spline Bushing .0002T

and Crankshaft .0015T (A)
SSP1776 3´•3
CPERVICE TABLE OF LIMITS
504
522
521
506
537
502
515
O
511
G~1 I
s,
Crankcase, Crankshaft, Bearings, Camshaft,

Tappets and Counterweights
SSP1776 3-4
EERV ICE TABLE OF LIMITIB
O 6 0 0 8
46 8
ill’ 510
[~I 1 B
o
a
~3 Is QI 1 (8) Is a 8) I_a_~___ls
Longitudinal Section Thru Engine,Camshaft,

Tappet Body and Crankshaft
SSP1776 3´•5
SERV ICE TABLE OF LIMITS
SECTIONICRANKCASE,CRANKSHAFT,CAMSHAFT
535
527
528
530
531
526
533
538 ’533
Reduction Gear and Related Parts
SSP1776 3´•6
BERVICE TABLE OF LIMITs
532
Starter Jaw and Crankshaft
SSP1776 3-7
EERV ICE TABLE OF LIMIT8
SECTION II CYLINDERS
Ref. Ref. Chut Nomenolature Dimendon~ Cleuancs´•

Mtr. Mis.
New Old Min. Sc~v. Mb. 8erv.
a Max. Mu.
Man. Mp´•~
600 Jl~iiijlALL Connecting Rod and Connecting Bushing To Be Burnished

Rod Bushing
I~i
In Place
Finished I.D. of Connecting 1.1254

Rod Bushing 1.1262
601 ~PiliilE´•H-P Length Between Connecting 6.4985

Rod Bearing Centers 6.5015
AB-AC Length Between Connecting 6.4785

Rod Bearing Centers 6.7515
602 ALL Connecting Rod Bushing and .ooo8L

Piston Pin .o021L .0o25L
sos Slj2il]ilALL Piston Pin and Piston .00o3L

.0014L .0018L
ALL Diameter of Piston Pin Hole 1.1249

in Piston 1.1254
ALL Diameter of Piston Pin 1.1241

1.1246
604 Piston and Piston Pin Plug .0002L

.0010L .002L
H-P´•AB-AC *Diameter of Piston Pin mug 1.1242

1.1247
605 ALL Piston Pin and Piston Pin .0005L

Plug (Optional) .0025L .005L
H-P-AB-AC *Diameter of piston Pin Plug .5655
E Diameter of Piston Pin

(’Ihin Wall Pin)
Plug .8415.56 5
.8405
See latest edition of Service Instruction No. 1267.
606 Piston Ring and Piston Side

Clearance (Top Ring Comp.) .0025L
Half Wedge .0055L .008L(B)
606 Piston Ring and Piston Side
Clearance (2nd Ring Comp.) .000
Full or Half Wedge .004L .006L(B)
ALL Piston Ring and Piston Side
(AS APPLCABLE) Clearance (3rd Ring Comp.) .000
Half Wedge .004L .006L(B)
sos Piston Ring and Piston Side .002L
Clearance (Oil Regulating) .004L .006L(B)
Piston Ring and Piston Side .003L
8SP1776 3-8
sERV ICE TAB)LE OF LIMITS
Chut NosnanJItnre Dimcndona CIauancaa

Bar. not.
Mtr.
016 Min. Serv. Min. Berv.
Ne~a
a Max. a Max.
Max. Max.
607 I:fiertitil ALL Piston Ring Gap (Compression)

Plain and Chrome Cylinders .020
(Straight Barrels) .047
ALL Piston Ring Gap (Compression)

Nitrided and Chrome Cylinders .045
(Choke Barrels) .055 .067
ALL Piston Ring Gap (Oil Regulating)

(All Barrels) .047
ALL Piston Ring Gap (Oil Scraper) .015

(AS APPLICABLE) (All Barrels) .030 .047
For Choke Barrels Ring gap is measured within 4 inches from bottom. Ring gap at top of travel must not be less
than .0075.
ii~iijijiii For all Other Barrels Ring gap is measured at top limit of ring travel.
Engine and Piston Application Min. Piston Diameter Cylinder Barrel

Max.
Clearance
EngineCh Type of Maximum Piston Skirt
Code Letter Piston Numbei Top Bottom Typeof Piston Surface Diameter Cyl.
sos iffiXittilE 67266. 71553 4.8395 4.8540 F ´•Round P 4.8805 .018L

sos iS~2´•i:1 E 4.8395 4 -Round N 4.8805 .018L
71 620,
i 73932 4.8395 4.8540 F -Round C 4.8805 .0225L
E 4 5 4 -N 4.8805 .018L
692 5.0905 5.1040 F -Round P-C 5.1305 .0225L
H-P 71545. 71608* 5.0905 5.1025 F -Round C 5.1305
H-P´•AB-AC 71940,72249",72578,
73947+. 73976 5.0905 5.1040 F -Round C 5.1305 .0225L
H-AC 71940, 7",
73976 5.0905 5.1040 F Round N 5.1305 .023L
H -AB 74242. 75617" 5.0790 t F d-Cam C 5.1305 .018L
´•AB-AC 74242.76258+ 5.0790 5.1090 -Cam N 305 t
AC 75617". 76258* 790 5.1090 F d-Cam -N 5.1305 .olsL
H-P-AB-AC 264", 75961, 76966,
78203+,78762,
LW-10207+,LW´•10208,
LW´•10545 5.0790 5.1090 Forged´•Cam C-N 5.1305 .018L
N OTES:
To find the average diameter of cylinder in an area 4" above Maximum taper and out-of-round permitted for cylinder in
bottom of barrel: First, measure diameter at right anglesfrom service is.0o45 inch.
plane in which valves are located. Second, measure diameter
See Service instruction No. 1243 for identification of cart and
iiliii´•illlli:] through the plane in which valves are located. Add both
diameten; this sum. divided by 2, represents the average forged pistons. The suffix’5" that will be found with the pan
diameterof the cylinder. number on 73947, 74242, 75984, 75961, 76966, 78203,
78762, LW-102o7, LW-1o208, LW-1o545 pistons indicates the
~rHigh Compression. piston weight is within the limits specified for any group of
pistons and may be substituted for any like piston an a
Cylinder Barrel: P=Plain steel, N=nitride hardened, C=chrome particular engine. Other pistons are manufactured within
plated. weight limits that do not require any weight controlled piston
for replacement.
To find the out-of-round, measure diameter of
average
;5i;i;~i;i;ll cylinder in 4" above bottom of barrel: First, measure
an area
piston diameter at top is measured at top ring land (btwaen
iiiiifiiiiiiiildiameter at right angles from plane in which valves are
top and second compression ring grooves) at right angle to
located. Second, measure diameter through the plane in piston pin hole;diameter at bottom of piston is measured at the
bottom of the piston skirt at right angles to the piston pin. See
i:l:i:i:i:i:i:l’ "
which "are
valves " ts
locaied. u
Difference m
between diameters
notexceed.oo45 inch. Service Instruction No. 1243 for illustration.
SSP1776 3-9
ISERV ICE TABLE OF LIMITIB
Ref. I Rei. I Chut Nemeneletnre

Mfr. Mtr.
Nea Old Min. Min. I Serv.
M´•x. I a I Mu.
Hs´•. Mu.
611 ALL Exhaust Valve Seat and .0075T

Cylinder Head .OllT (A)
ALL O.D. Exhaust Seat 1.9355

1.937
ALL LD. Exhaust Seat Hole 1.926

inCylinder Head 1.928
612 ALL Intake Valve Seat and .0065T

Cylinder Head .010T (A)
E-H´•P O.D. Intake Seat 2.1675

2.169
AB´•AC O.D. Intake Seat 2.2885

2.290
LD. Intake Seat Hole 2.159

jiiiililii in Cylinder Head 2.161
AB-AC I LD. Intake Seat Hole 2.280

in Cylinder Head 2.282
613 liiBg;~itil ALL ~chaust Valve Guide and .001T

~orzgilil ALL O.D. Exhaust Valve Guide .6633

.6638
ALL LD. Exhaust Valve Guide .6613

Hole in Cylinder Head .6623
614 Ilg2~iiilALL Intake Valve Guide and .001T

ALL O.D. Intake Valve Guide .5933

.5938
ALL 1.D. Intake Valve Guide Hole .5913

in Cylinder Head .5923
615 Exhaust Valve Stem and Valve .0037L

Guide .0050L
ALL I O.D. Exhaust Valve Stem .4957

.4965 .4937
Service allowable limits of

.4937 is applicable only to
inconel or nimonic valves.
i:l ALL Finished I.D. Exhaust .4995

I Valve Guide .6005
1/2 inch diameter exhaust valves may have exhaust valve guides that are .003 inch over the maximum inside
diameter limit, anytime up to 300 hours of service. After 300 hours of service, inside diameter of exhaust valve
liiiitiliiliiil guide may increase .001 inch during each 100 hours of operation up to the recommended overhaul time for
:i:i:i:i:i:i:il-~e engine, or not to exceed .015 inch over the basic I.D. See latest edition of Service Instruction No. 1009 for
recommended overhaul time.
SSP1776 3´•10
I)ERV)CE TABLE OF LlnnlTE
Ref. Rei. Chart Nolasnekture Dimendona CIauancaa

Mfr.
NCIR Old knn. gsrv. 8srv.
a Ma´•. a Mu.
Max. Mu.
616 ALL Intake Valve Stem and .0010L

Valve Guide .0028L .0061
ii ALL
ALL
O.D. Intake Valve Stem
I"inished LD. Intake Valve

Guide
V´•lve ~md Valre C´•p

.4022
.4030
.4040
.4050
.4010
.000
i I Clearance .004L .005L
618 Dry Tappet Clearance .028

i’i""" .080
619 li~Xtiil ALL Valve Rocker Shaft and .0001L

Valve Rocker Bushing .0013L .0025L
ALL Finished l.D. of Valve Rocker .6246

Shaft (Bushing) in C~linder Head .6261 .6270
´•iililllili
620 liifja~ilil ALL Valve Rocker Shaft and Valve .0007 L
Rocker Bushing .0017L .004L
ALL O.D. Valve Rocher Shaft .6241

.6245 .6231
ALL Finished I.D. of Rocker .6252

Arm Bushing .62~j .s270
621 Valve Rocker Bushing and Bushing Must Be Burnished

Valve Rocker In Place
Valve Rocker Shaft Bushing .0022T

izilill~i and Cylinder Head (A)
ALL Valve Rocker Shaft Bushing

Hole in Cylinder Head
623 i6~IIi ALL Valve Rocker and Cylinder .002L

Head Side Clearance .020L .024L
625 Intake and Exhaust Valve .914

ililt~llilill Guide Height
MEASURE VALVE GUIDE HEIGHT

FROM THE VALVE SPRING SEAT
COUNTERBORE IN THE CYLINDER
HEAD TO THE TOP OF VALVE
GUIDE.
SSP1776 3´•1~
BERV ICE TABLE OP LIMITE
620
618
951
950
614
813
615
612
CHOKE
606 807
OPTIONAL
601
609
TAPER
Cylinder, Piston, Connecting Rod and Valve Components
3-12
sSP1176
SECTION III GEAR TRAIN SECTION OIL SCAVENGE PUMP
Ref. Ref. Chut No~nckture Dimendon~

Mfr. Mfr.
Ne~a I Old I I I Min. 8crv. Min. I sCN.
M´•x. a Mu.
M´•x. Mu.
700 E-H1-H2-H3 Oil Pump Drive Gear and .0010L

Oil Pump Body .0025L .004L
701 Oil Pump Drive Gear and .0015L

Accessory Housing .0030L .006L
702 i~81:I:IE-H1´•H2-H3 Oil Pump Drive Gear End .008L

Clearance .OQ2L .060L
ilB H4-H5-P´•AB-AC Oil Pump and Scavenge

Gear End Clearance
Pump .007L
.C)30L .045L
703 iFjif~it E-H1-H2-H3 OilPump Impeller- .002L

Diameter Clearance .005L .008L
703 H4´•H5´•P´•AB-AC Oil Pump and Scavenge Pump .007L

Impellers Diameter Clearance .OllL .014L
704 PiBZ1I E-H1-H2´•H3 OilPump Impeller- Side .002L

siii,ii Clearance .0045L .005L
704 i5~31:I H4-H5-P-AB-AC OilPump and Scavenge Pump .003L

impellers -Side Clearance .0055L .006L
ii -i
704 I Width of Oil Pump Impellers .747
.749 .746
704 H4-H5-P-AB´•AC Width of Oil Pump Impellers .995

.997 .994
704
: : CA-BiiP-5H4 Width of Oil
Impellers
Scavenge Pump 1.496
1.498 1.495
705Tj~BI:i:l E-H1-H2-H3 Oil Pump Driven Impellers .0010L

and Idler Shaft .0025L .004L
705 H4-H5-P´•AB-AC OilPump and Oil Scavenge

Pump Driven Impellers and .0010L
Idler Shaft .0025L, .004L
706
:1E-Hl-H2-H3 Oil
Oil
Pump Idler Shaft
Pump Body
and .0000
.0025T (A)
706 :65i8 H4´•H5-P´•AB-AC Oil Pump Idler Shaft and .0000
Oil Pump Body .0015T (A)
E-H1´•H2´•H3 Oil Pump Idler Shaft
713707
and .0005 L
Accessory Housing .0025L .0035L
1~89;liii H4-H5-P-AB-AC Oil Pump Idler Shaft and .0000

Scavenge Pump Body .0o15T (A)
777
t
49~:i:i H4´•H5´•P´•AB-AC Oil Pump Drive Shaft Bushing
and Scavenge Pump Body
.001T
ID03T (A)
778 H4´•H5´•P´•AB´•AC Oil Pump Drive Shaft Bushing .001T
and Oil Pump Body .003T (A)
779 -H5-P-AB-AC Oil Pump Drive Shaft Bushing
~I and Oil Pressure and Scavenge

Pump Gear
~LL
.0035L .005L
7807W:i:ilH4-Hs-P´•AB´•AC Oil Pump Drive Shaft Bushing .0015L

and Oil Pump Shaft .0035L .005L
SSP1776 3´•13
BERV ICE TABLE OF LIMITE
SECTION III GEAR TRAIN SECTION FUEL PUMP
Rei. Her. Cb´•rt Nomanelature Dlmendona Olearaneea

Mhn. Mf~.
New Old Min. Min. Bav.
a M´•´•. a Hu.
M´•x. Mu.
727 E-H1-H2´•H3 Fuel Pump Drive Gear .016L

End Clearance .045L .065L
nm
781 Fuel Pump Drive Gear and 00101
’ ’ 3H•´2 -1H•´E Accessory Housing .005L
782 80X:i: H4-H5-P-AB´•AC Fuel Pump Drive Gear Bushing 001T

.004T
~iiiiiiiii and Accessory Housing (A)
783 H4-H5-P Fuel Pump Drive Shaft Gear .006L
~d Clea~ce .074L
7&1 H4 -H5-P Fuel Pump Drive Shaft Gear

and Bushing .006L
785 P1 Injector Drive Gear and Accessory .0036L

Housing Cover Bushing .006L
786Ilt~rs:li P1 Injector Drive Gear End .002L

iiii:ei´• Clearance ~-dZbf; .030L
Injector Idler Gear and Magneto .0005’1

Idler Ball Bearing .000rifI (A)
788 I~gl:i:IP1 Injector Idler Shaft and Magneto .0001T
Idler Ball Bearing .0005L (A)
789 AB Injector Drive Shaftgear and .001L
Accessory Housing Bushing .0a3L .005L
Ac FuelPump Drive Shaftgear and .001L

Accessory Housing Bushing .003L .005L
791 AB InjectorDrive Shaftgear

-ii :li i End Clearance .036 .048
792 Fuel Pump Drive Shaftgear .006

End Clearance .036 .0Q8
SECTION III GEAR TRAIN SECTION VACUUM TACHOMETER
’::~i""
~Y
Housing .0025L .006L
E-H l´•H 2-143 Vacuum Pump Gear End Clearance .016L

´•065L
Reference No. 739 to follow New Reference No. 7000.
743 -H5-P Vacuum Pump Shaftgear Bushing and .0015T

ijjiiiiijjijij Accessory Housing Cover (A)
744 I:?3j2jii -H5-P Vacuum Pump Shattgear Bushing
(At Cover) and Vacuum Pump .002L
Shaftgear TOWI;- .006L
795’ -H5´•P Vacuum Pump Shaftgear Bushing 15T

and Accessory Housing (A)
796 H5-P Vacuum Pump Shaftgear Bushing
1-´•
ilililllllill Pump Shaftgear .0046t .006L
SSP1776 3´•14
BERVIOE TABLE OF LIMITS
PART II(GEARED ENGINES
SECTION III GEAR TRAIN SECTION VACUUM TACHOMETER (CONT.)
Ref. Ref. Chut Nomancloture DIrnenaIona CleuPneea

Mtr. Mfr.
Nea Old Min. Serv. Min. 8crv.
a Max. a Max.
Max. Max.
797 -H5-P Vacuum Pump Shaftgear- End .008

Clearance .050
798 AC Vacuum Pump Drive Gear and

v,.,, ruml Splio. Coupling- .008
799 AC Vacuum Pump Drive Gear Bushing .001T

and Accessory Housing .003T (A)
10001:~3iBi:IIAB-AC Vacuum R~mp Drive Gear Bushing .002L

iiiiiiiiiii and Vacuum Pump Drive Gear .004L .006L
739 1-H2-H3 Tachometer Drive Gear and .0010L

ililililiI Accessory Housing .0025L .006L
7001 H1-HP-HS Taehomotr. Ddvo O.ou End .000

Clearance .030L .040L
70021:15~9: Tachometer Driven Gear and .0015L

Adapter .0035L .005L
7003
’’:li""’
iilililllil
Tachometer Cover and Adapter .001T
(A)
1004 I:i6~L: H1 Tachometer Gear End Clearance .001L
.040L .060L
,00 5 li:~i8;31:IIH1 -H2-H3 Electric Tachometer Idler Gear .005L

7006 ´•H2-H3 Electric Tachometer Driven Gear .005L

ii ,i End Clearance .027L .047L
-H5-P-AB-AC Electric Tachometer Driven Gear .007L

7007
’I -H2-H3 Electric Tachometer Idler Gear
Shaft and Idler Gear Bushing
.001L
.0025L .004L
7008 Pj[iB -H2-H3 Electric Tachometer Driven Gear .0015L

and Adapter .0035L .006L
7009 AC Tachometer Drive Idler Gear

Bu,hin~rna T´•ehan.lprDnn Bushing To Be Burnished
:.1. Idler Gear In Place
Ac Tachometer Drive Idler Gear

Bushing and Tachometer Drive .001L
Idler Shaft .004 L
7011 AC Tachometer Drive Idler Gear .005L

i:iiii End Clearance .014L .024L
1-H5-P-AB´•AC
7012’’’´•. Electric Tachometer Driven Gear
and Accessory Housing Cover
.001L
.003L .004L
SECTION III GEAR TRAIN SECTION GOVERNOR HYDRAULIC PUMP
7013 Governor Drive Idler Gear Bushing .000L

and Governor Drive Idler Shaft .002L .004L
014 a~aj Governor Driven Gear and Governor .001L

Drive Adapter Bushing .003L .004L
SSP1776 3-15
88RVIOE TABLE OF LIMITB
PART 1II GEARED ENGINES
SECTION III GEAR TRAIN SECTION GOVERNOR HYDRAULIC PUMP (CONT.)
Ref. Ref. Chut Nor~Mncloture Dimenaiona Cleannces

Mfr. Mfr.
New Old Min. Serv. Min. I Serv.
Max. a I Max.
Max. Max.
Reduction Gear Governor and

Magneto Housing and Magneto .002T
and Governor Drive Bushing .004T (A)
7016 i~2i Governor Drive Idler Gear

and Governor Drive Idler .001T
Gear Bushing .003T (A)
70171.:1#13 Governor Adapter and Governor .001T

iiiiiiiiiiiiijl I Drive Adapter Bushing I I I .003T (A)
SECTION III GEAR TRAIN SECTION MAGNETO, GENERATOR, STARTER
Magneto Drive Idler Gear .001T

and Magneto Drive Idler Bushing .003T (A)
7019 Magneto Drive Idler Shaft and .001L

Magneto Drive Idler Bushings .003L .005L
Reduction Gear Housing Magneto

Drive Bushings and Magneto Drive .000
Idler Shaft .002L .004L
7021 :2~71 AC Magneto Drive Adapter and .001T

Magneto Adapter Bushings .003T (A)
7022 Magneto Drive Gear and Magneto .001L

Adapter Bushings I I I .003L .005L
1´•H2´•H3 Magneto Drive Bearing and .001T

Magneto Gear 10005L .001L
7024 Magneto Drive Bearing and I I I .0001T

Support I I I .0007L (A)
7025 ´•H5-P Magneto Drive Idler Gear Hub
eZ1P""’’"~"’"
7026 ´•H5´•P Magneto Drive Idler Gear Hub
Bushing and Magneto Drive Idler .001L
Shaft .003L .004L
7027 -H5´•P Magneto Drive Idler Gear Hub .005L

End Clearancd .014L .024L
7028 Magneto Drive Shaft and Accessory .0020L

Housing Cover Bushing .0045L .006L
7029
[:P51~I ´•H5-P Magneto Drive Shaft and
Housing Bushing
Accessory .0025L
T0045f, .006L
7030 Magneto Drive Shaft Sleeve and .001T

Magneto Drive Shaft .004T (A)
-H5´•P Magneto Drive Shaft Sleeve and .001T
Magneto Drive Coupling ~04T (A)
7032 H5-P Magneto Drive Shaft Gear .002L
End Clearance .020f, .030L
7033 Generator Driven Gear Bushing .001T

and Accessory Housing ;003T (A)
SSP1176 3´•16
bERV)OE TABLE OF LIMITI
SECTION III GEAR TRAIN SECTION MAGNETOI GENERATOR, STARTER (CONT.)
ILsl. nor. Qut NomnnnWture Mmenalona Cbaraneea

Mtr. Mf~.
Nea Old MLn. Berv. Min. 8(av.
a M´•x. a Mu.
M´•´•. Lbu.
7034 I:iq8aiiilEH1-H2-H3 Generator Driven Gear and .002L

Wishing ~WG .006L
7035 1-H2-H3 Generator Driven Gear .005L

End Clearance ~f; .060L
7036 Generator Drive Idler Gear Bushing Must Be

and Bushing (Hi-Speed) Burnished In Place
I. D. of Idler Gear000
BushingFFnished 1.002
Generator Drive Countershaft .0015L

and Bushing .0035L .005L
Generator Drive Idler Gear .004L

70401:’ -H1-H3 Angle Generator Drive Generator

Driven Gear Bushing and Generator .001T
i’ Housing .7Sb5i~ (A)
Angle Generator Drive Cener~tor .002L

Driven Gear and Bushing .004L .006L
´•H1-H3 Angle Generator Drive Generator

Housing and Generator Drive .001L
Gear .003L .004L
7043 H5-P-AB-AC Generator Drive Gear Bushing .0015T

and Accessory Housing Covet .0035T (A)
7044 H5´•P´•AB-AC Generator Drive Gear Bushing
i (At Cover) and Generator

Drive Gear
.002L
.004L .006L
7045 HB-P-AB-AC Generator Drive Gear Bushing .002T

and Accessory Housing .004T (A)
7046 HB´•P-AB-AC Generator Drive GearBushing
i j li ~’ ’ ’ ’ I (At Accessory Housing) and
Generator Drive Gear
.0025L
.0045L .006L
7047 HB-P-AB=AC Generator Drive Gear End .010

Clearance .038 .050
704 8 ~irJi22i9 H4 -H5-P´•AB-AC Starter Drive Gear Bushings .002T

and Adapter .004T (A)
7049 E:~231: H5-P-AB-AC Starter Drive Gear Bushings .002L
and Starter Drive Gear ~aG .006L
7050 H5-P-AB´•AC Starter Drive

Adapter and .0005L
Accessory Housing Cover (A)
7051 E:fiS17i ´•H1-H2-H3 Oil Relief Plunger and Oil
i~iiiiiQ Relief Valve nug .005L
H5´•P-AB.AC
1061
j:’’’’’ and liOevRelief
elS Valve Plunger .005L
7053 I~:lgt H5-AC Accessory Idler Gear Bearing .0001L

and Accessory Drive Gear (A)
iii~Qli i
SSP1776 3-17
IIRVICE TABLI OF LIMITs
SECTION III GEAR TRAIN SECTION ACCESSORY DRIVE
Ohut Nonwnckt~ Dtmendolll

Rei. I nai.
Mfr. ]dfr.
Min. ~N. Mio..
I oM Mu.
M´•´•. I a I
M´•a. I
0001L
7053 Accessory Drive Gear Bearing
and Accessory Drive Shaft (A)
7053 Accessory Idler Gear Bearing

and and Accessory
SuperchagDrive Gear (A)
Supercharger and Accessory

Drive Gear and Bushing (A)
7055 Accessory Idler Gear Bearing

and Accessory Drive Shaft .0005T
Adapter .0o05L (A)
7056 -AB Sluperch~ger and Accessory Drive

GearBushing and Accessory Drive
Shaft 007L .004L
7056 Finished I.I). of Supercharger

and Accessory Drive Gear
Bushing 1.3312
-AB Supercharger and Accessory Drive .004L

7057
Gear End Clearance ~TZi; .017L
i*sl.~if I I (A)
.752
7059 Supercharger Drive ShaftGear .002L

and Accessory Drive Shaft Bushing .004L .0061
Supercharger Drive Shaft Gear .00381

iSFii~
7060
i -AB
and Supercharger Shaft Bearing .0060L .00SL
BhafBar-
.020L
(Use 1 Spacer If Necessary to
Maintain Fit)
7062 -AB Zmpeller and Supercharger Air 040L

Met Adapter Clearance
7063 Intermediate Supercharger Drive

Shaft Gear and ~Jushing .0075L
7064 Accessory Housing andInter-

mediate Supercharger Drive .001T
Shaft Gear Bushing .003T (A)
7066 Intermediate Supercharger Drive .002L

Gear and Bushing .006L
7066 Intermediate Supercharger Drive .OllL

iiiiizii Gear End Clearance .026I~ .0301
7066 Intermediate Supercharger Drive .009L

Gear End Clearance .020L .024L
Adapte~
I .0016L
SSP1776 3-18
B ERV I O E TABLE OF LIMITIB
SECTION LII GEAR TRAIN SECTION ACCESSORY DRIVE (CONT.)
No~nckture Dim~ndonl
Ref. I Ref. Caui
Mfr. WI.
Min. Min. (erv.
New Old
a Mel. I I Men.
Mel. Mu.
.0002T
7068 Supercharger and Accessory
Drive Gear support and Bearing (A)
.oiii:.
7069 Supercharger and Accessory
Drive GearSupport and Bushing (A)
.0005L
-AB Supercharger Shaft Bearing
(A)
i ~:i:i i and Superchager Housing .002L
Supercharger and Accessory

Drive Gear and Accessory urive .001L
ilififiiilili3 I Shaft End Clearance .015L .020L
Oil Pressure and Scavenge Pump

Idler Gear Bushing and Fuel
.001L
Injector or Fuel Pump Drive
.003L .005L
Shaftgear (As Applicable)
Oil Pressure and Scavenge Pump .001T
7073 I:i4~:i:IAB-AC
Idler Gear and Bushing .003T (A)
Throttle Shaft and Supercharger .001L

7074
Air Met Housing Bushing .003L .005L
7074 1:i4~391 Throttle Shaft and Supercharger

Air Inlet Housing Bushing .005L
7075 H3 Propeller Flange Two Locator

Holes .5008
SSP1716 3´•19
SECTION III GEAR TRAIN SECTION
7036
7039 7037
7038
703
704
700
701
8
~705 "701
REAR MOUNTED ACCESSORY HSG.
7037 r703
705 /-713
704
779
777
CL~
706" ’713
CROSSWISE ACCESSORY HSG.
Oil Pumps
3´•20
SSP1776
sERV ICE TABLe OF LIMITI
786
785
Simmonds Injector
737
781
738-1 ’-727
Vacuum and Fuel Pump Drives
SSP1716 3´•21
IIIECIV ICE TABIE OC LINIITs
SECTION III GEAR TRAIN SEC?’ION
794 1( II i~ -797
bd 795
793
784 \--796
782
783
CROSSWISE ACCESSORY HSG.
Vacuum and Fuel Pump Drives
SSP1776 3´•22
IIERV ICE TAIL% OF LIMIT8
787
788
IGSO-480
Fuel Injector and Magneto Idler Bearing
792
791
789
ji~--7000 790
799
798
IGO, IGSO-540
Fuel injector and/or Fuel Pump, Vacuum Pump Drives
SSP1776 3-23
88RV ICE TABLE OF LIMIT8
~--7006
GO-480-D, GSO, IGSO-480 a Ice, IGSO-540
7001
7002
7003
7006
7007
7004
739
7008
7001
GO-480 B, F 8~ GID6 GO-435-C 8r GO-480-B
Tachometer Drives
SSP1776 3´•24
QERVIOE TAILE OF LIMITI
7022
7023
7020
7018
7019
7020
7021
7024
IGO, IGSO-540 G0-435 8r GO-480-B
7028 7029
7032 L
7031 7030
GO-480-D, GSO, IGSO-480
Magneto Drives
SSP1776 3-25
IIRVICE TABLI OF LIMITI
SECTION In GEAR TRAIN SECTION
7695
7011
7010
IGO, IGSO-540-A 8 8
Tachometer Drives
7027
00-480-8, GIB6, GSO, IGSO-480
Magneto and Tachometer Idler Gear
SSP1776 3-26
sERV ICE TABLE OF Llnnlrs
SECTION IIl GEAR TRAIN SECTION
7047-~ ~7045
7043
7044 [7
7049
7016
7048
7050
GO-480-B, GSO, IGSO-480 a Ice, IGSO-540
Generator and Starter Drives
3-27
SSP1776
gERVICE TABLE OF LIMITs
7013
7014
7016
7015--/ i 7017
7075
GO-480-F, GID6
GOVERNOR DRIVE PROP FLANGE
a a
7035
7033
1040
7034
7042
7071
7041
IGSO-480, 540 60-455, GO-480-B, GID6

THROTTLE LEVER DUAL GENERATOR a VACUUM PUMP DRIVE
Governor Drive, Prop. Flange, Throttle Lever,

Dual Generator and Vacuum Pump Drive
SSP1776 3´•28
7051
7051
t-
Oil Relief Valves
SSP1776 3-29
BERV ICE TABLE OF LlhnlTE
7054
7064
7063-\ /8
7053
O
7065
a 7062
7061
7056 )1 \_7060
O
7057
70597058
7055
Supercharger and Components
SSP1776 3-30
8 ERV I OE TABLE OF LINIITI
PART 111 GEARED ENGINES
70737 r7072
´•nPYI-
Oil Scavenge Pump and Drives
3´•31
SSP1776
BERV ICE TABLE OF Llnnlrs
7070
7067
7068
7069
7071
Supercharger Housing
SSP1776 3-32
IERVICE TABLe OF LI~IITI
SECTION IV BACKLASH
Rei. Rei. Cbut Nomencktun, Dtmendolu Cbaraneea

I~fr.
Ns~r OLd Min. sarv. Min. Borv.
a M´•´•. Mu.
Man. Mu.
807 E-H1-H2-H3 Oil Pump Drive Gear and .004

Crankshaft Timing Gear ~615 .ozo
sos OilPump Impellers .008

.015 .020
808 E´•H1-H2-H3 OilPump and Scavenge Pump .008

:’1111; Impellels .a~ .ozo
825 Crankshaft Timing Gear and .004

’ ’ ’LA Camshaft Gear .m5 .020
829 Propeller Shaft Reduction

´•Total Backlash (At
4 ft. raeG)suidR .50
E-H1´•H2´•H3 Camshaft Gear and Magneto .004

Gear .015 .020
847 E-H1-H2-H3 Tachometer Drive Gear and .004

Crankshah TLming Gear .015 .020
&18 ii E-H1 Tachometer Driven Gear and .004

Tachometer Drive Gear .015 .020
849 ~iiiALL Stationary Gear and Stationary .002

Gear Drive Plate .005 .010
i sao Ring Genr end Ring Gear .MI1--

Drive Plate .004 .010
851 ~98tjiiiilE-H2-H3 Generator Drive Gear and .004

Generator Driven Gear .015 .020
852 E-H1-H2´•H3 Oil Pump Drive Gear and

Accessory (Fuel Pump) Drive .004
Gear .020
853 E´•H1-H2´•H3 Oil Pump Drive Gear and .004

Vacuum Pump Drive Gear ~bI5 .020
854:i’~ ALL Pinion Gear and Stationary .004

Gear .0071 .012(C)
855 1’’1’
ALL Pinion Gear and Ring Gear
.012(C)
856
~I
Governor and Magneto Drive
Gear and Governor Drive Idler .004
Gear .015 .020
857 AB´•AC Governor and Magneto Drive
j Gear and Magneto Drive Idler

Gear
.004
.020
858 ~Bi:i:IALL Governor Drive Idler Gear

(Bevel Gear End) and Governor .004
Driven Gear ~abs .015
859
If:l" Camshaft Gear and Generator
Drive Idler Gear
.004
~ms .020
860~tiiilH1 Generator Drive Idler Gear and .004

Generator Driven Gear .015 .020
S8P1776 3-33
BERV(OE TABLE OF LIMITB
SECTION IV BACKLASH
Ret. ~1. Ch´•rt NoounaLtu~

Htr. Mtr.
Ldin. ~din. ~n.
N~a I Old
Hu.
M´•´•. Mu.
861 Electric Tachometer Idler Gear .004

and Driven Gear .015 .020
Electric Tachometer Idler Gear .004

862 11E1-H1-H2-H3
and Tachometer Drive Gear ~615 .020
863 :BW:~:1E1-H1 Angle Generator Drive Gear and .002

iiii~ililii GeneratorDriven Gear .010
864 ij E1´•H1 Angle Generator Drive Gear and .003

Generator Drive Gear Spline .009
Generator Drive Gear and Magneto .004

865
i~3::I" Drive Idler Gear .015 .020
865 :rit~31:1 HQ-H~-P-AB´•AC Generator Drive Gear and Tach-

meter Drive Idler Gear .020
866 Electric Tachometer Drive Gear

(Magneto Idler Hub) and Tachometer .004
Driven Gear .015 .020
8,, H4-H5-P´•AB-AC Tachometer Drive Idler Gear and .004

Tachometer Driven Gear .015 .020
867 H4-H5-P Tachometer Drive Idler Gear and .004

Magneto Drive Shaftgear .015 .020
868 H4´•H5-P Magneto Drive Shaft (Spline) and .001

Magneto Drive Shaft Gear (Spline) .005 .008
869 8EB H4´•H5-P Magneto Drive Shaft Gear(Spline)

iiitiiitiii and Magneto Drive Coupling .001
(Spline) .008
H4´•H5-AC Rear Crankshaft (Spline Bushing) 002

,,,i: ’IB and Accessory Drive Gear (Spline) .018
no
I/W P-AB Rear Crankshaft (Spline Bushing)
and Accessory Drive Shaft (Spline) .018
H4-H5´•AC Accessory Idler Gear and Starter .004

Drive Gear ~biTS .015
t~ito: 1 P-AB Supercharger and Accessory Drive

i Gear and Starter and Accessory
Drive Gear
.004
.008 .015
872 H4´•H5-P-AB-AC Accessory Drive Gear and .004

Generator Drive Gear .020
873
I H4-H5-P Accessory Drive Gear and
Vacuum Pump Shaftgear
904
.015 .020
H4-H5-P Vacuum Pump Shaftgear and OU

Pressure and Scavenge Pump Gear .015 .020
tiliiiiiii
875 Scavenge Pump Driven Gear and
Accessory Drive Gear .020
876 Scavenge Pump Lmpellers .008

iiiiiiiili 1015 .020
Supercharger and Accessory Drive
"’I :´•:´•:´•:j´•:
Gear and Intermediate Supercharger
Drive Shaftgear
.006
.015 .020
SSP1776 3-34
BERV ICE TABLE OF LIMITE
SECTION IV-BACKLASH
aet. Rer. Chut Nomeneleture Dimenelonl I

Idfr. 1 I Mt~.
Nea Old Min. I L~n. Min. 8erv.
bd´•x. I I Mu.
Men. Irllr.
878 Supercharger Drive Shaftgear

and Intermediate Supercharger .006
Drive Gear ~m5 .020
879 Il~riilllP-AB Intermediate Supercharger Drive

Shaftgear (Spline) and Intermediate .000
´•sil Supercharger Drive Gear (Spline) .005
P1 Fuel Injector Idler Gear and .004

Magneto Drive Shaftgear .015 .020
881 P1 Fuel Injector Drive Idler Gear .004

and Fuel Injector Idler Gear ~m5 .020
882 :780 Injector Drive Shaft(Spline) .0005

and Fuel Injector Pump (Spline) ~56 .008
883 P1 Magneto Drive Shaftgear (Spline)

and Fuel Injector Drive Shaft .002
~II (Spline) .01)6 .008
884 Ili~jb&’ II AB-AC Magneto Drive Idler Gear (Bevel

j Enc)and Magneto Driven Gear .015
885 :9~i:il AB-AC Magneto Driven Gear (Spline)

and Magneto Drive Coupling 001
(Spline) ~as .007
i~iliii AB-AC Magneto Drive Coupling(Spline) .001

1886 and Magneto Coupling (Spline) ~bb;i .007
ss7 H4´•H5´•P´•AB´•AC Starter Jaw (Spline) and .002

Starter Drive Gear (Spiine) .010
888 1::1::1:1:1:3 AB-AC Accessory and Starter Drive

and Oil Pressure and Scavenge .004
Pump Idler Gear .015 .020
889 tlifilil:i:iij AB-AC I Oil Pressure and Scavenge

Pump Idler and Oil Pressure
and Scavenge Pump Gear .020
890 929: Fuel Injector Drive Shaftgear

I)" (Spline) and Fuel Injector .003
.007 .012
Drive Coupling (Spline)
891 3%8i AB Fuel Injector Drive Coupling

(Spline) and Fuel Injector .002
Pump (Spline) .005 .010
ssz AB-AC Oil Pressure and Scavenge Pump
t$29: : : : Gear (Spline) and Vacuum Pump

Coupling (Spline)
.003
.0065 .010
893 AB-AC Vacuum Pump Drive Gear

(Spline) and Vacuum Pump .003
Coupling (Spline) .-oas~ .010
894 AB Vacuum Pump Drive Gear and

Fuel Injector Drive Shaftgear .020
895 H4-H5-P-AC Vacuum Pump Shaftgear and .004

Fuel Pump Drive Shaftgear .015 .020
p,
SSP1776 3-35
C)EI1VICE TABLE OF LIMltCJ
SECTION IV-BACKLASH
CAMSHAFT
OR DRIVE
GENERATOR DRIVEN-
DRNE
t
DUAL DRIVE
DRIVE
DRIVE IDLER GENERATOR DRIVE
H1G+i-s~EEo
DUAL DRIVE
859--ff~f c
j I sMAGNETO
MAGNETO ERATOR DRIVEN
CAMSHAFT
CRANKSHAFT
TOR DRIVE
~trTACHOMETER
OIL PUMP
eo7t\
MAGNETO
t)
OIL PUMP TACHOMETER
DRIVE GENERATOR
TACH. IDLER
LOW SPEED
VACUUM
ORPUMPHYDRAULIC FUEL PUMP CRANKSHAFT
XE~a- TACH.
DRIVEN
ACHOMETER DRIVE
OPTIONAL ACCESSORY DRIVE
G0-480-B, G a IGO-480-A SERIES G0-435-C2BI GO-480-C2E6, GIH6
GENERATOR DRIVEN
CAMSHAFT
:~rGENERATOR DRIVE
LOW SPEED
MAGNETO
MAGN
t .~t
t~!?i
CRAN KSHAFT
DRIVEN
OIL PUMP DR
OIL PUMP IMPELLERS

iCTACHOMETER DRIVE
/-FUEL PUMP
XCA "887-7
~--(GO-435-C2A ONLY)
878’ DRY SUMP
G0-435-C2A C2B SERIES

G0-480-F,G SERIES
Accessory Drives
SSP17?B 3-36
IIERV ICE TABLE OF LIMITEI
SECTION IV-BACKLASH
MAGNETO DRIVE SHAFTGEAR
DRIVE IDLER GEAR
CAMSHAFT
GEAR
TACH
DRIVEN-7
+-(TACH.
I
GEAR
K
.h
SHAFTGEAR
873
CRANKSHAFT. STA~TER a
GEAR ACCESSORY
DRIVE GEAR
ACCESSORY DRIVE GEAR
VACUUM PUMP
OIL SCAVENGE
SHAFTGEAR
PUMP GEAR 871
IOI
OIL 8( SCAVENGE PUMP

IMPELLERS /j’ FUEL PUMP
DRIVE SHAFTGEAR
GO-480-D
VIEWING LEFT SIDE OF ENGINE
Accessory Drives
3-37
SSP1776
BERVIOE TABLE OF LIMITB
SECTION IV-BACKLASH
MAGNETO DRIVE SHAFTGEAR
TACH. DRIVE IDLER GEAR
CAMSHAFT
GEAR
TACH.GEAR867
DRIVEN
INTERMEDIATE SUPERCHARGER
DRIVE GEAR
SHAFT
INTERMED.
SUPER.
DRIVE
~xl,
879
;TOR
DRIVE
e7o, ~a I I I ISHAFTGEAR
871
873
SUPER. DRIVE
CRANKSHAFT
GEAR
ACC.
DRIVE GEAR
SUPER. a ACCESSORY
DRIVE GEAR
VACUUM PUMP
OIL a SCAVENGE
SHAFTGEAR
PUMP GEAR 874
OIL& SCAVENGE PUMP

IMPELLERS FUEL PUMP DRIVE
SHAFTGEAR
Accessory Drives
85P1776 3´•38
EERV ICE TABLE OF LIMIT8
SECTION IV´•BACKLASH
MAGNETO DRIVE-7 868 :MAGNETO DRIVE

COUPLING SHAFTGEAR
869~ -R LMAGNETO DRIVE SHAFT
GENERATOR DRIVE
TACH. DRIVE IDLER GEAR SHAFTGEAR
I _
STARTER JAW
STARTER a ACCEsSoRv
VACUUM PUMP SHAFTGEAR
DRIVE GEAR
OIL PRESS. a SCAVENGE LFUEL PUMP DRIVE

PUMP GEAR SHAFTGEAR
G0-480-D I
GSO-480-B
Accessory Drives
SSP1716 3-39
BERV ICE TABLE OF LIMITS
SECTION IV BACKLASH
FUEL INJECTOR IDLER GEAR
MAGNETO DRIVE SHAFT GEAR
FUEL INJECTOR DRIVE

IDLER GEAR
MAGNETO DRIVE
SHAFT GEAR
CAMSHAFT GEAR TACH. DRIVE GEAR

-t (MAG. IDLER HUB)
INTERMED. SUPER.
DRIVE GEAR
MAGNETO DRIVE
IDLER GEAR
881
TACH. DRIVEN GEAR
GENERATOR DRIVE
SHAFTGEAR INTERMED. SHAFT GEAR
SUPER DRIVE
,(166-!
825
877 872
879
r’-
878
_I
871
L~---´•
.i
CAMSHAFT
GEAR873;;\;
i
STARTER 8~ ACCESSORY
DRIVE GEAR
874
~VACL)UMREPUSRAEGTFAHS DRIVE SHAFTGEAR
PUMP
OIL 8 SCAVENGE PUMP GEAR
FUEL PUMP DRIVE

OIL SCAVENGE PUMP IMPELLERS
SHAFTGEAR
IGSO-480-A
Accessory Drives
3-40
SSP1716
EERv i O E TABLE OF LIMITE
SECTION IV-BACKLASH
MAGNETO DRIVEI ~--MAGNETO DRIVE

COUPLING L’-- \n SHAFT GEAR
MAGNETO DRIVE SHAFT
FUEL INJECTOR IDLER GEAR
MAGNETO DRIVE IDLER GEAR
MAGNETO DRIVE IDLER

GEAR HUB
FUEL INJECTOR DRIVE ~t r /--GENERATOR DRIVE

IDLER GEAR t SHAFTGEAR
STARTER JAW
STARTER a ACCESSORY
DRIVE GEAR ~3C/ /-VACUUM PUMP SHAFTGEAR
PRESSURE SCAVENGE´• FUEL PUMP DRIVE

PUMP GEAR SHAFTGEAR
IGSO-480-A SERIES
Accessory Drives
SSP1776 3´•41
IERV ICE TABLe OF LIMITs
SECTION IV-BACKLASH
TACHOMETER DRIVE IDLER
CAMSHAFT
INTERMEDIAIE
SUPERCHARGER
DRIVEN
DRIVE
DRIVE
825
j DRIVE
SHAFTGEAR
878
871
SUPER. DRIVE
SHAFTGEAR
CRANKSHAFT v a
TIMING
SUPERCHARGER a
ACCESSORY DRIVE
OIL PRESS. a S~AVENGE
PUMPIDLER
889
i
OIL a SCAVENGE PUMP
895-~ Tp~ \--FUEL PUMP OR INJECTOR

DRIVE SHAFTGEAR
VACUUM PUMP DRIVE

OIL a SCAVENGE PUMP
IMPELLERS
IGSO-540
Accessory Drives
SSP1776 3-42
BERV ICE TABLE OF LlnnlTs
SECTION IV-BACKLASH
TACH. DRIVE IDLER GEAR
CAMSHAFT
GEAR
TACH
DRIVE
GEAR
SHAFTGEAR
870
CRANKSHAFT STARTER a
GEAR ACCESSORY
DRIVE GEAR
ACCESSORY DRIVE GEAR

889
VACUUM PUMP
OIL a SCAVENGE
SHAFTGEAR
PUMP GEAR 895
808
OIL a SCAVENGE PUMP

IMPELLERS FUEL PUMP
DRIVE SHAFTGEAR
IGO-540
Accessory Drives
3-43
SSP1176
BERVICE TABLE OF LIMITB
PART II1 GEARED ENGINES
SECTION IV-BACKLASH
TACHOMETER DRIVE IDLER
i GENERATOR DRIVE SHAFTGEAR
STARTER JAW
887
FUEL PUMP DRIVE

STARTER a ACCESSORY
SHAFTGEAR
DRIVE GEAR
INJECTOR DRIVE
COUPLING
890
OIL PRESSURE a SCAVENGE
PUMP IDLER
892
FUEL INJECTOR
FUEL INJECTOR
DRIVE SHAFTGEAR
PUMP
OIL PRESS. 8r SCAVENGE PUMP

IGSO-540-B ONLY
VACUUM PUMP-~
SPLINE COUPLING DRIVE
IGO-540, IGSO-540-A,B
Accessory Drives
SSP~776 3-44
~LIERVICE TABLI OF LIMITs
SECTION IV ´•BACKLASH
i B
GOVERNOR DRIVEN
8511
GOVERNOR DRIVE IDLER
i
c I ~e C PROPELLER GOVERNOR
i I If j
VIEWING FRONT OF ENGINE
PROP SHAFT
MAGNETO DRIVEN 857
MAGNETO DRIVEN
MAG. DRIVE IDLER

884
SECTION BE
MAG. DRIVE COUPLING
ETO DRIVE
COUPLING
MAG. DRIVE IDLER
SECTION GC
IGO, IGSO-540
Accessory Drives
SSP1776 3-45
OERV8CB ’CACPLB OF LIMIT8
SECTION IV BACKLASH
883
MAGNETO DRIVE
SHAFT GEAR
FUEL INJECTOR
IDLER GEAR
882
INJECTOR DRIVE SHAFT
FUEL INJECTOR PUMP
IGSO-480-B
GOVERNOR
DRIVEN GEAR
GOVERNOR DRIVE
IDLER GEAR GOVERNOR DRIVE
IDLER GEAR
GOVERNOR A
DRIVE GEAR
1 GOVERNOR
DRIVEN GEAR
4i./J GOVERNOR
DRIVE GEAR
858
VIEWING-FRONT OF ENGINE
856
SECTION A-A
G0-435, GO, GSO IGSO-480-A
Accessory Drives
8551776 5-46
IIERVICE TASLa OF LIMITS
SECTION IV-BACKLASH
CRANKCASE
8517 1111 i 1~150
CRANKSHAFT
1)29
SECTION THRU REDUCTION GEAR
Accessory Drives
SSP1776 3-41
OIRVIOE ’IAB~e OF LIMITI
PART 1II GEARED ENGINES
SECTION V SPECIAL TORQUE REQUIREMENTS
net. Rei.
Thread
GLze Nomenclature Torque Limita
Nea Old Chart
Rod Nuts 480 in. Ibs.

~p 3/824 Connecting
AC 3/8-24 Connecting Rod Bolts Tighten

To Length 2.255 -2.256
LL~’
Pump Shaft Nut 360 -480 in. Ibs.
901’~-’
’t~IH4-HS-P-AB´•AC 1/2´•20 Oil
903 H 3/8-24 Magneto Nut (To attach drive

member to magneto) Steel Bushing 300 in.lbs.
1 10-32 Screw Plate Nuts (To attach ignition

904’’’’’’ 15 in. Ibs.
cable outlet plate to magneto)
114-20 Reeker Bou Screws 50 in. Ibs.
906 ALL 5/16-18 Exhaust Port Studs

(Driving Torque) 40 in.lbs. min.
907
~B
´•I ´•I´•´•
´•’´•I´•´•
´•´•1´•´•´•
"L leMM
,,lm,*a
Spuk Plugs
Iralo´•~
420 in. Ibs.
909
~i ~5/8-32 Alternator Pulley Nut 450 in. Ibs.
iUtem´•for Nut (PUPI Shift) 474 in.lbs.

51&32
Alternator Output Terminal Nut 85 in. Ibs.
114-28
91"
I:bH
1(3´•32 Alternator Aurllialy Terminal Nut 30 in. Ibs.
HB-HB-P-AB´•AC NPT Piston Cooling Nozzle in Crankcase 100 in.lbs.

913 1/16-27
qfiti~jii
914 AC 1/8´•27 NPT Injector Nozzle in CLlinder
Head 60 in. Ibs.
913 IjliPiijilljALL 1/4 Hex Head Hose Clamps (Wonn

and Below 20 in. Ibs.
a3-´• and Above 45 in. Ibs.
919´• ALL "T" Bolt Hose Clamps

iiijli:jljljli Initial Torrlue 35 In. ibs.
1
Retorque After Engine Test.. 25 in.lbs.
Cplinder Head Drain Back Hose
’ ’~ ’LA
Clamp 10 in. Ibs.
ALL sis-is Cylinder Hold Down Studs

(~ankcase Driving Torque) 100 in. Ibs.
ALL 1/2´•13 Cylinder Hold Down Studs

(Crankcase Driving Torque) 250 in.lbs.
929 318 Cylinder Hold Down Nuts 300 in.lbs.
ALL 1/2 Cylinder Hold Down Nuts 600 in. Ibs.
iiiiijiijiiii Cylinder Hold Down and Crankcase Parting Flange Nuts’ Tightening Procedures See latest edition oP Service
ilililiiiiiiiil Instruction No. 1029
esl 2.000-16 Pinion Cage Retaining Nut 400 FT. LBS.
I:i
SSP1’I?B 3-48
dERVICE TABLE OC LIMITB
Rei. ReI.
Thread
Chart Nomenclature Torque Llniita
91ze
Nc~ Old
982 Propeller Retaining Nut

450 500 FT. LBS.
933 Accersory Drive Shaft Nut 75 -116 FT. LBS.
H4-H5´•P´•AB-AC Cranltshait Gear Retaining Nut 150 FT. LBS.
936 8Q~Siii P-AB Supercharger- Intermediate

Drive ShaftNut 15 FT. LBS.
Gupelcharger Impeller Laelmut (600 in. lbs. nus Torque
il3itjii~i i Req’d. to Reach Next

Locking Slot)
938 H4-HB-P-AB-AC 1/4-28 ?hin Slotted Nut 38 in. Ibs. Plus Torque
i Req’d. to Reach
Locking Slot)
Next
940 ALL Ring Gear Assembly

Attaching Nuts 360 in. Ibs.
Reduction Gear Assembly

941’’~’ ’ ’ ’ I ALL
Attaching Nuts 300 in. Ibs.
942 E1-H1 1/4-18 Carburetor Drain Plug 120 144 in. Ibs.
E-H-P 1/8-27 NPT Carburetor Drain Plug 50 60 in. Ibs.
10-32 Screws (To attach Accessory

Drive Coupling Plate) 25 30 in. Ibs.
.iliiiiiii~ii SECTION V SPRINGS
Length COMP. LOAD
Part No. Dia. Length Mn. Mar. M(U.
950 liist~tztlt ALL Outer Valve Springs

68326 .177 1.46 in. 103 Ib. Illlb. 100 Ib. min.
´•:i ´•i´•´•.´•li:´•
r::i ALL Outer Valve
(Angle)
Springs
LW-11796 .182 1.43 in. 114 Ib. 124 Ib. Illlb. min.
951 ALL Auxilliary Valve 68328 .142 1.33 in. 751b. 83 Ib. 72 Ib. min.
Springs (Angle) LW´•11797 .142 1.33 in. 73 Ib. 83 Ib. 70 Ib. min.
952 H4´•HS´•P-AB-ACI Check Valve Springs
iiiiii.iifi AvcoLycoming
PartNumhers FreeLength
654-B ---.-.1---~ .031 1.03 in. .74 Ib. .94 Ib. .69 Ib. min.
73761 2.065 .041 1.03 in. 3.15 Ib. 3.35 Ib. 3.10 Ib. min.
srtiQl:’
OilPressure Relief
Valve Spring
Avco Ly Identification
PartNumbers Dy, FreeLength
H4-H5-P-AB-AC 68542 None 2.38 .067 1.66 in. 15 Ib. 1? Ib. 14 Ib. min.
H4´•H5-P´•AB-AC LW´•14029 White 2.28 .072 1.66 in. 20 Ib. 22 Ib. 17 Ib. min.
E1-H1-H2-H3 60476 None 2.38 .047 1.44 in. 7.15 Ib. 7.65 Ib. 7.00 Ib. min.
E1-H1-H2´•H3 66920 None 2.54 .047 1.44 in. 8.35 Ib. 8.85 Ib. 8.20 Ib. min.
E1-H1´•H2´•H3 74596 None 2.96 .047 1.44 in. 11.65 Ib. 12.15 Ib. 11.50 Ib. min.
SSP1776 3-49
BERVIOE TABLE OF L(MIT8
Rei. 1 Rsi.
Thread
Nea Old Chart Size Nomenclature Torque Limfta
SECTION V SPRINGS (CONT.)
Length COMP. LOAD

Avco LYc. Wire At. Comp. Mfr. Mfr. I Serv.
Chart Nomenclature Part NO. Dia. Length Min. Max. I Max.
954
lijiiiiiijiiii:il I Supercharger Drive
Coupling Spring
Avco Lycoming
Part Numbers Free Length
P 68830 1.25 .148 1.10 in. 168 Ib. 184 Ib. 165 Ib. min.
P I LW-12303 I 1 .1481 1.13in. I 1681b.] 18415. I 1651b.min.
.177 1 l.lOin. 249113.1 27515.
1 1 1.26 1.177 1 1.13in. 25515. 27015. I 2501b.min.
:I
iiiiliij
iiiiliii
ilijiii
j~iliii
iifiiji
iiiiiii
liiitii
ili~iii
SSP1776 3-50
sERV ICE TABLE OF LIMITE
STANDARD TORQUE
UNLESS OTHERWISE LISTED
Torque limits for propeller attaching bolts to be supplied by propeller or airframe manufacturer.
TABLE Ii
TABLEI
PIPE PLUGS
BOL7S, SCREWS AND NUTS
Tor Torque Torque

Thread In. Lbs.
Th read In.Lb. Ft.Lb. Thread In.Lb. Ft.Lb.
1/16-27 NPT 40
0 49 1/2 900 75
1/8-27 NPT 40
1/4 96 9/16 1320 110
1/4-18 NPT 85
5116 204 17 5/8 1800 150
3/8-18 NPT 110
3 360 30 3/4 3240 270
112-14 NPT 160
7/16 600 50
14 NPT 0
1-111 NPT 315
THIN NUTS (1/2 DIA OF BOLT) 1/2 LISTED TORQUE
TABLE IV
TABLE III
FLEXIBLE HOSE
OR TUBE FITTINGS
CRUSH TYPE ASBESTOS GASKETS
Thd. Pitch On Part ANGLE OF TURN Torque

Tube Sire Thread In. Lbs.
To Be tened uminum pper
er Inch Asbestos Asbestos
(-3) 3/16 3/8-24 30
8 1350 670 (-4) 1/4 7/16-20 30
10 1350 670 -5 5/16 112-20 35
12 180" (-6) 3/8 9/16-18 35
14 1 1/2 3/4-16 60
16 2700 1350
18 2700 1350
-10 5/8 7/8-14 70
20 7 135
24 1
28 1
NOTE TABLE V
Install all crushtype gaskets except the self centering STUDS

type, with the unbroken surface against the t~ange of MIN. DRIVING TORQUE
the plug or part being tightened against the seal. Turn Torsue
the part until the sealing surfaces are in contact and Threads In. Lb s.
then tighten to the angle of turn listed for the

appropriate ulread size. 1/4-20 15
5/16-18 25
NOTE: Lubricate Threads Unless Otherwise Specified. 3/8-16 50
SSP1776
3´•51
BERV ICE TABLE OF LIN)ITB
907
o;l) "Y:
950 h
´•Z
905
:´•e ´•j/ I´•´•’r
,´•´•"o~´•,
951
906
920
Engine Accessories and Hardware
SSP1776 3-52
8 ERV I C E TABLE OF Lll\nlT8
910
Fl FZ
909
911
ALTERNATOR 8 ALTERNATOR DRIVE
903
~Ui
901
OIL PUMP MAGNETO
SSP1776 3-53
PIERV IChl TABLE OF LIMITE
CRANKCASE
CRANKSHAFT
941
SECTION THRU REDUCTION GEAR
SSP1776
3´•54
SERV ICE ~ABIE OF LIMIT8
954 936
i Im~ ~i 937
934--/
933
SECTION THRU ACCESSORY HSG. SUPERCHARGER
SSP1??G 3-55
TAbLE OF LIMITO
953
952
919 /-919-1
920
914
953
Engine Springs and Hardware
SSP1776 3-56
SECTION
OVE RHAU L TOO LS

OVERHAUL MANUAL- LYCOMING REDUCTION GEAR DRIVE AIRCRAFT
SECTION XIII
OVERHAUL TOOLS
13-1. The tools listed in this section comprise the number (Example: 4, figure 13-5) or part number
specialtools which, in conjunction with the standard (Example: Avco Lycoming P/N 64572).
tools and gages to be found in all competent repair
shops, are necessaryfor the overhauland modification 13-3. Table XLU-I is a cross reference to identify by
of the engines covered in this manual. part number, the tools referred to in the manual by
reference number and figurenumber. Table XILI-LI is
13-2. Thetoolswill beidentified,wherever mentioned a numerical list of part numbers and illustrationsof
in the manual, by either reference number and figure special tools necessary for modification and overhaul.
TABLE XLU-I
Ref. Tool No. Ref. Fig. No. Tool No. Ref. Fig. No. Tool No.
Fig. No.
i, figure 13-1 ST-38 9, figure 13-4 64743 8, figure 13-6 64678-2

2, figure 13-1 218-B 10, figure 13-4 64745 9, figure 13-6 64678-3
3, figure 13-1 475-B ii, figure 13-4 64747 10, figure 13-6 64678-4
4, figure 13-1 1225-B 12, figure 13-4 64748 ii, figure 13-6 64678-5
5, figure 13-1 1240 13, figure 13-4 64752 12, figure 13-6 ST-81
7, figure 13-1 64598 14, figure 13-4 64766 15, figure 13-6 64796
10, figure 13-1 64759 17, figure 13;4 64868 18, figure 13-6 64924-1
11, figure 13-1 64760 18, figure 13-4 64870 19, figure 13-6 64924-2
14, figure 13-1 64764 21, figure 13-4 64887 22, figure 13-6 6492 5
15, figure 13-1 64782 23, figure 13-6 ST-81
16, figure 13-1 64834 i, figure 13-5 ST-23 24, figure 13-6 64927
17, figure 13-1 64836 2, figure 13-5 ST-25 25, figure 13-6 64928
18, figure 13-1 64886 3, figure 13-5 64526-1 26, figure 13-6 64929
20. figure 13-1 72762 4, figure 13-5 64526-2 27, figure 13-6 64930
5, figure 13-5 64528 28, figure 13-6 64931
i, figure 13-2 40714 6, figure 13-5 64529 29, figure 13-6 64939
3, figure 13-2 64698 8, figure 13-5 64593
4, figure 13-2 64702 9, figure 13-5 64594 i, figure 13-7 64540
6, figure 13-2 84722 ii, figure 13-5 64700 3, figure 13-7 64542
8, figure 13-2 64891-1 13, figure 13-5 64711 5, figure 13-7 64808
9, figure 13-2 64892-2 14, figure 13-5 64712 6, figure 13-7 64809
10, figure 13-2 ST-8 15, figure 13-5 64713 7, figure 13-7 64810
ii, figure 13-2 ST-9 16, figure 13-5 64843 8, figure 13-7 64811
18, figure 13-5 64885 10, figure 13-7 64813
i, figure 13-3 64704 19, figure 13-5 64899 11, figure 13-7 64814
23, figure 13-5 64969 15, figure 13-7 64818
1, figure 13-$ BT-17 16, figure 13-7 64819
2, figure 13-4 Si-20 i, figure 13-6 ST-49 17, figure 13-7 64820
3, figur´•e 13-4 ST-21 2, figure 13-6 64507 18, figure 13-7 64821
64599 4, 13-6 64511 20, figure 13-7 64823
5, figure 13-4 figure
8, figure 13-4 64709 7, figure 13-6 64644
Revised 1966 13-1

November,
Sec~ion 13
OVERHAUL MANUAL- LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENGINES
Overhaul Tools
TABLE XLII-I(Cont.)
Ref. Fig. No. Tool No. Ref. Fig. No. Tool No. Ref. Fig No. Tool No.
i, figure 13-8 ST-50-1 26, figure 13-8 ST-67-1 20, figure 13-9 64831
2, figure 13-8 ST-50-2 27, figure 13-8 ST-67-2 21, figure 13-9 64856
5, figure 13-8 ST-51-2 30, figure 13-8 64696 24, figure 13-9 64873
6, figure 13-8 ST-51-3 25, figure 13-9 64874
11, figure 13-8 ST-55-2 5, figure 13-9 64545 30, figure 13-9 6494 5
12, figure 13-8 ST-55-3 6, figure 13-9 64580 31, figure 13-9 ST-210
13, figure 13-8 ST-57-1 7, figure 13-9 64588 32, figure 13-9 ST-211
14, figure 13-8 ST-57-2 8, figure 13-9 64589
15, figure 13-8 ST-57-3 9, figure 13-9 64590 i, figure 13-10 64781
18 figure 13-8 ST-62 10, figure 13-9 64597
17, figure 13-8 ST-63 ii, figure 13-9 64603 1, figure 13-11 64774
22, figure 13-8 ST-66-2 16, figure 13-9 ST-44 6, figure 13-11 64888
25, figure 13-8 ST-67 19, figure 13-9 64784
13-2
OVIRHAUL MINU*L- LYCOMING RIDUCTION OIAR DRIVO AIRCRI~T INOINIS
Orolh~ul T~olr
TABLE xm-n
Figure No. Tool No. Nomenclature and Descrip~on
1 218-B Socket, Spark plug Wrench .88 Hen

2 475-B Protector, Propeller Shaft Thread-Allpropeller shafts with No. 20 spline
3 1225-B Wrench, Crankshaft All propeller shafts with Na. 20 spline
4 1240 Cable, Engine Lifting Open bottom cranlrcases
5 40114 Wrench, Thrust Bearing Lock Nut ALI reduction gear housings employing a
thrust bearing Lock nut

6 64505 Drift, Valve Guide installation All intake valve yides and all exhaust ~aive
guides incorporating the .404/.405 valve guide hole 1.D.
7 64507 Gage, Valve Guide o/s (Inta~e and Exhaust)- All cylinder heads with
5913/.5923 valve guide hole. (Not used on 1/2" exhaust valves)
8 645(19 Gage, Valve Guide OD .010’ o/s (Intahe and Exhaust)- All eyll~ider heads with
.5913/.5923 valve guide hole. (Not used on 1/2" exhaust valves)
9 64511 Gage, Valve Guide OD o/s (Intake and Exhaust) All cylinder heads with
.5913/.5925 va~ue guide hole. (Not used on 1/2" exhaust valves)
10 64514 Gage, Valve Guide 1D All intake valve guides and all exhaust valve gludes in-
corporating the .404/.405 naive guide hole
11 64526-1 Block, Cylinder Holding All cylinder assemblies with 17/8" bore
12 64526-2 Block, Cylinder Holm~ ALL cyli~lder assemblies with 51/8’~ bore
13 64528 Expander, Piston Rmg All PiStOlls for 47/8’. bore
14 64528 Compressor, Piston Ring ALI pistons for 4 1/8’~ bore
15 64530 Gage, Connecting Rad Parallelism a~ld Sriuareness
16 64535 Dnft, Connectillg Rad Bushing
17 64536 Dnft, Connecting Rad Buslung Replacement
18 64537 Gage, Flat Plug Conneetillg Rod Buslling Rejection
19 64540 Fixture, RebusNng Operation Valve Rocher
7-8-9-10
11-12
BIB~ 16
,4
(9~3
17
.i Pa~ ~x,
is
I;
13-3
L..tlonll OVIRHIUL MINV*L- LYCOMINO RIDUCTION OIAR DRIVI IIRCRCIIT INOINIS
T~ol´•
TABLE xm-n (cant.)
Figure No. Tool Na. Nomenclature and. Description
20 84541 Burnisher, Yalse Reeker Bushing

21 64542 Gage, Plug, Vahe Reeker Bushing 1D (Finish)
22 &PS45 Block, Yee Cheek Run-Out
23 84555 Basket, Cleaning
24 84511 Gage, Plug Guide Hole in Cylinder Head (Std.) intake and Exhaust-
All cylinder heads with .6913/.5939 raise guide hole. (Not used on 1/2"
wl~es)
exhaust
zs 64580 Burnisher, Connecting Rad Bushing
26 64588 Drift, Crankshaft Pilot Bushing
21 84588 Reamer Crankshaft Pilot Bushing Finish
28 84580 Arbor, Crankshaft Pilot Bushing Reamer
28 84583 Expanding and Staking Tool 18 MM Spark Plug Hell-Coil Insert (Ineludes
long reach plugs)
30 84584 inserting Tool 18 MM Spark Plug Heli-coil Insert (Includes long reach
spark plugs)
31 84586 Remo~ing Tool 18 MM Spark Plug Heli-Coil insert (Includes long reach
plugs)
32 64588-1 Tap, 18 MM Hell-Coil Spark Plug Bottoming Tap .010’ o/s (Inehdes long
reach plugs)
33 64591 Flnture Remo~e, Replace, Burnish Connecting Rod Bushings
54 84598 Drift, Generator Mounting Bushing Replacement GO-435-C2 Series, GO-480-
B1C, -C1D6, G1DB, G1FB, -G2D6, OaF6,-C2 Series, -F Series
35 84588 Jig, Generator Mounting BusNng Drill far Dowel Pin GO-435-CZ Series,
GO-480-81C,-C1DB, -G1DB, -G1FB, -G2D6, -G2F6, -C2 Series, -F Series
36 84800 Gage, Plug Generator Mounting Bushing Finished 1D All engines equipped
with rear mounted generator
qp~
20-25 21-24-36
23
22
26
es~6a
29
30
32 33 34
35

OVTI(H*UL M~NU*L-*VCO LICOMINO RIDUCTION 01111 DLIVI IN(IINIS I..t;.n II
O*olbul
TABLE xm-rr (cod.)
Figure No. Tool No. Nomenclature and Description
37 84603 Tool, CranBshaft Counterweight Plugs, Removal and Replacement All

eouberwelghts employing threaded plugs
38 84607 Block, Thrust Nut in Thrust Plate Assembly Installation All reduction gear
housings employing a thrust bearing lock nut
39 64813 Gage, Rocker Shaft bushing ReJedion All engines
40 84639 Gage, Plug, YaLve Guide OD .030" o/s Intahe and Exhaust All cylinder heads
with .5813/.5823 valve guide hole. (Not used on 1/2" exhaust valves)
41 64644 Fixture, Yzilve Guide Removal
42 64641 Drift, Cra~shaft Front Oil Plug, All geared engines except IGO-540 and
IGSO-S(0
45 64648 Dnft, Cranlrshaft Oil Tubes Replacement (Sludge Tubes) ALL engines em-
ploying sludge tubes
44 64649 Drift, Rear Main Bearing Oil Tube GO-435-C2 Series, GO-480-B Series,
-G1A6, -G1G6, -C1D6, G1DG,-G1FB, GaD6, -G1FB, -C2 Series, -F Series
45 84678-2-3-4-5 Reamer, Yalve Guide OD,.005" o/s,.OllY’ o/s,.030" o/s Intake and
Exhaust All cylinder heads with .5915/.5923 valve guide hole. (Not used
on 1/2" exhaust valves)
46 84884 Reamer, Valve Guide ID All intake valve g~udes and all exhaust valve guides
incorporating the .404/.405 valve guide hole
41 84688 Wrench, Pinion Cage Lock Nut GO-435-CZ, C2E
48 ST-232 Fixture, Ya~ue Seat Replacement
48 64698 Puller Pinion Cage
50 64700 Wrench, 3/8" Spline Cylinder Nut All engines employing splined cylinder base
nuts
51 64101 Wrench, 1/2" Spline Cylinder Nut ALI engines employing splined cylinder base
nuts
e~
39
40
38
37
41
5O-51
48 49

lol,ionll OVIIHIUL M*NU*L-*VCO LICOMINO RrDUCTION OI1R DRIVI: INOINIS
O*s´•h~ul Tool´•
TABLE xm-n (co~t.)
52 84702 Ol,aolete
53 64704 Spacer, Supercharger Impeller

54 64709 Wrench, Accessory Drive Shaft Nut All crosswise accessory housings
55 04711 Cylinder Base Nut Wrench Used with 64100 and 84701 wrenches
56 64718 Compressor, Piston Ring All 5 1/8 inch bore engines
57 64713 Enpander, Piston Ring All 5 1/8 inch bore engines
58 64715 Plate, Impeller Nut
59 64719 Wrench, Propeller Shaft Sleeve Nut All reduction gears employing P/N 61729
nut
60 64721 Wrench, Propeller Flange Spanner All engines with ila~yed propeller shaft
81 64722 Obsolete
BZ 64728 Puller, Denerator Drive Countershaft GO-480-B

83 64141 Drift, Magneto Coupling Sleeve Removal All engines with crosswise accessory
housings
64 64143 Drift, Magneto Drive Idler Gear Hub All engines with crosswise accessory
housings
85 84745 Drift, Starter Drive Adapter Bushing All engines with erosswise accessory
housings
66 84741 Dnft, Oil Pump Drive Shaft Bushing Removal All engines with crosswise
accessory housings
87 84748 Adapter, Puller, Starter Jaw All engines with crosswise accessory houslngs
r--
52
TJI- 4 ii
53
57 5B
69
56
62
60
bl
as
i;\i
Ivi
--;i
LZO~
63 64 65
67

OVIRHIUL MAhtDI\t- LICOMINO IIDUCTION OIAR DRIVI IIICRA~T INGINIS I´•.,lon II
Orolh´•ul Tool´•
TABLE xm-n (cont.)
68 64752 Adapter, Puller, Check Valve Retainer All engines with erosswise accessory
housings
69 64758 Bracket, Engine L~fting GO-435-C2A, -C2B
70 64759 Ring, Engine Mounting
71 64760 Stand, Overhaul
12 64181 Wrench, Magneto Bushing Ail engines employing Breeze Ignition Harness for
lightweight magnetos
73 64762 Dolly, Overhaul Stand
74 64164 Wrench, Timing Ail engines with crosswise accessory housings not employing
hand starters
75 64187 Gage, Connecting Rod Bushing 1D Finish
16 84171 Puller, Crankshaft Spline Bushing Rear All engines with crosswlse accessory
housings
77 84173 Club, Test- GO-4S5-CZ
P ~I,, P
68
~IQ
72
70
,6

IIll*nl) OVIRHAUL MANUAL. LICOMINO RIDUC1ION OIAR DRIVI AIRCRALT INOINIS
To~l´•
TABLE xm-n (Cont.)
Figure No. Tool No. Namenelature al,d Description
78 64714 Hub Assembly Tent Club (4 Blade), 00-435-02 Series, GO-480-B and D
Series, -C1IBB, C1DB, G1A6, 01B6, G1DB, G1EB, -G1F6, G1GB, 050-480
Series, IGSO-480 Series
79 84778 Wrench, Impeller
80 84180 Jy, Holdillg Supercharger Shaft Gear
81 64781 Swaging Tool, Intake Pipe 0O-480-D Series, -C1B6, -G1BB, GSO-IBO Series,
IOSO-480 Series, 1GO-540 Series and IGSO-SIO Series
Ba 64782 Puller, Slide Hammer Medium
83 64783 Club, Test (4 Blade) 00-486-11, -D, -C1B6, C1D6, G1A8, -G1BB, -G1DB, -G1EB,
-G1FB,G1GB,OSO-480-A1A6, -A1CB,-B1AB,-B1BB,B1C6, -B1E6,-B1F6,
-B1GB, IGSO-480, IGO-540 and IGSO-SI0
84 64784 Adapter, P~Ller, Crankshait Sludge Tube
85 64188 Drift, Valve Guide Installation ALL salve guides with .436/.431, .437/.438,
.4375/.4385 I.D. valve guide hole
8SA 64808 Club, Test-00´•´•435-C2
86 848(17 Club, Test GO-480-F Series, -CZ Series, -G2D6 and -GBFB
87 64810 Gage, Plug, Std. Rocker Shaft Buslung Hole in Cylinder head
88 84811 Gage, Plug,.005 o/s Reeker Shaft Bushing Hole in Cylinder Head
89 64812 Reamer, .005 o/s Outer Rocker Shaft Bushily Hole In Cylinder Head
80 84813 Reamer, .010 o/s Outer Rocker Shaft Bushing Hole in Cylinder Head
91 64814 Drift, Rocker Shaft Bushily Removal
92 64815 Drift, Outer Rooker Shaft Bushing installation
83 84816 Drift, hner Rocker Shaft Bushing Installation
94 84819 Reamer, Semi-Finish Outer Rocker Shaft Bushmg ID
95 64820 Reamer, Semi-Finish Inner Rocher Shaft
Bushing ID
gs 64821 Reamer, F"ish Outer Rocker Shaft Bushing U)
97 64822 Reamer, Finish Inner Rocker Shaft Bushing ID
98 64829 Gage, Plug Rocker Shaft Bushing ID
78 79 S Bi
80
82
g
84
FWI Bw~an
89-90 gl
85
92
V
83-85A-86 87-88-98
E3E~3, s~
93
94-96 95-97
13-8 Revised 1888

November,
OVIIHIUL MINVAL- LYCOMINO RIDUCIION OI*R DIIIVI INOINIS L,ion~l
T~ol´•
TABLE XIII-II(Cont.)
99 84827 Fixture, Drill Drive Plate Dowel in Reduction Gear Housing 00-480-P Series,
-02 Series, -G2DB, -02FB and GSO-480-B2D6
100 84828 Reamer, Drive Plate Dowel Hale In Reduction Gear Housing GO-480-C2 Series,
-F Series, -G2D8, -G2F6 and GSO-480-B2DB
101 84828 Reamer, Reduction Gear Hausmg Dowel Hole GO-480-C2 Series, -F Series,
-GZDB, -02FB and 080-480-11206
102 64831 Adapter, Puller, Cra~shaflRear 011 Tube GO-435-C2 Series, 0O-480-B, -02,
-F Series, -C1DB, -G1A6,-G1D6, -GPD6, -G1F6, -G2F6, -G1GB
103 84832 Reamer, .005" o/s, Inner Rocher Shaft Bushing Hole in Cylinder Head
104 84833 Reamer,.010’ o/s; Inner Reciter Shaft Bushing Hale in Cylinder Head
105 84894 Cable, Engine Lifting All geared engines with wrap-around crankcases
106 84836 Adapter, Propeller Shaft Flange 00-48O-C2 Series, -F Senes, -G2D6, -G2F6
101 84840 Adapter, Test Club 00-480-Ca Series, -F Series, -GaD6, -02F6
108 64843 Puller, Piston Pin
109 84858 Bushing Pile, Crankcase and Accessory Housing Drill All engines with
crosswise accessory housings
11U 84851 Shroud, Cooling
111 84859 Fixture, Bore Accessory Housing Bushing All engines with crosswise
accessory housings
112 84881 Crimping Tool and Wire Stripper All ignition harnesses, eacept law tension
113 64862 Spotfacer, Inner Reciter Shaft Bushing
I 100-101 102
li´•
’i ´•Oi/Ol~a
(L
99
107
106 105
;i
~a" ’D
109
110
,,2 113
13-9
I´•.ti.n 13 OVIRHIUL MANDAt.- LICOMINC´• RIDUCTION OIIR DRIV6 C´•IRCRAlr INOINIS
TABLE XIII-II(Cont.)
114 84885 Fixture, Bore Bushing in Accessory Housing Cover All engines with eross-
wise accessory housings
115 8(884 Tool, Roll Pin Spreader (Connecting Rad) All engmes employing roll pins
ill 84888 Cutter, Pump Housing (Canrert to Large Capacity Filter) Ail crosswise
Oil
accessory housings not e~ulpped wiUI large filter
117 84810 Bar, Boring, Oeneratar Drive Buslung and Annulus in Accessory Housing All
engines with crosswlse accessary housings
118 84872 Puller, Remave and Install Cranlrshaft Counterweigllt Bushings
llS 84813 Fixture, Ream Crankshaft Counterweight Holes
120 81874 Reamer,.O05" o/s Counterwsight Bushing Holes
121 84815 Reamer,.OlO" a/s Counterweight Bushing Holes
122 84818 Reamer,.OlS" o/s Counterweight Bushing Holes
123 84817 Bar, Boring Cross Shaft in Accessory Housing OSO-480, IGSO-480 and
IGSO-S(O
124 84878 Fixture, Grinding CounteFwelght BusNng
125 84884 Bar, Baring Accessory Housing Carer Bushing 00-480-0 Series, -CIBB,
-G1Bs, -O1Es, G90-480 and IGSO-IBO
las 64886 Tool, Baifle Installation
121 84886 Jaw, Slide Hammer hiller, (Smsll Diameter)
128 84881 Burnisher, Magneto Drive Idler Gear (Hub Assembly) All engines with
crosswise accessory housing
129 84888 Shroud, Cooling (Sh Cylinder)- Allgeared engines except IGO and IOSO-S(O
~i-
115
114 116
II
123
120-121-le2 119
h~sjR
126
125
U.
124
128
u-la Revised November, 1888

OVIRHIUL LYCOMING RIDUC116N GIAll DRIYI INGIN~S i..,ion 11
O*ll´•h~ul
TABLE xm-n (cont.)
1SO 64891 Reamer, Body Fit Bolts Reduction Gear Service (STD) All geared engmes in
which 71184 body fit boltsto be installed in reduet~on gear housing
are
131 64891-1 Reamer, Body Fit Bolts Reduction Gear Service (.010 o/s) All geared engines
in which 71184-P10 body fit bolts are to be installed in reduction gear
132 64891-2 Reamer, Body Fit Bolts Reduction Gear Service (.020 o/s) All geared engines
in which 71184-P20 body fit bolts are to be installed in reduction gear
153 84892 Gage, Cheek Circlip in Counterwelght All engines equipped with eounter-
we~ghts that employ circlips
134 64883 Reamer, Body Fit Bolts Reduction Gear (9TD) All geared engines
in which 68384 body fit bolts are to be msts~led in reduction gear housing
1SS 64893-1 Reamer, Body Fit Bolts Reduction Gear (.010 o/s) All geared
engines employing 68364-P10 body tit bolts in reduction gear housing
136 64895-2 Reamer, Body Fit Bolts Reduction Gear (.020 o/s) All geared
engines in which 58364-P20 body fit bolts are to be installed in reduction
gear housing
131 84899 Adapter, Magnaflu Hydraulic Tappets
138 64908 Gage, Reject Hydraulic Tappet Bodies
139 64810 Spinning Tool, Cra~shaft Oil Tubes Replacement (Sludge Tubes) All e~yines
employing sludge tubes
140 Deleted
141 64914 Tool, Remove Fuel Inlector Oil Filtpr -1050-480 Series
142 84918 Stand, Overhaul (Sweeney)- All engines (Not illustrated)
143 84911 Adapter, Overhaul (Sweeney)- All engines (Notnlustrated)
144 64823 Dnft. Exhaust Yalve Guide Installation 1/2 inch exhaust valves
145 84924 Reamer, Valve Guide O.D. (Exhaust) Standard All cylinder heads with
8613/.8823 valve guide hole
146 84924-1 Reamer, Yahe Guide O.D. (Exhaust) .005 o/s
147 64824-2 Reamer, Valve Guide O.D. (Enhaust) .010
148 64824-5 Reamer, Valve Guide O.D. (Enhaust) .020
148 64824-4 Reamer, Valve Guide O.D. (Exhaust) .030 o/s
150 &4925 Reamer, Valve Guide I.D. (Exhaust) All valve guides pith .4985/.4995 valve
guide hole, except Ni-Resist guides
151 84927 Gage, Plug, Valve Guide I.D. (Exhaust) 6tandard All valve guides with
.4985/.4995 vrilve guide hole
152 84928 Gage, Plug, Valve Guide O.D. (Exhaust) .005
153 64828 Gage, Plug, Valve Guide O.D. (Enhaust) .010
154 84830 Gage, Plug, Valve Guide O.D. (Exhaust) .Oa0 o/s
155 64931 Gage, Plug, Valve Guide O.D. (Enhaust) .030 o/s
C~------cjii
130-131-132
134-135-136 137
138
139
140
144
141 145 THRU 149
-C"---- i 3W
Is, 151 THRU 155

15-11
~o.tion II OVIRHIUL MINUAL- LICOMINO RTDUCTION OI~R DRIVI IIRERI~I 161015156
Or´•rhoul Tooll
TABLE XIlI-ll LCont.)
158 84952 Wrench, Mfset Alien, SLmmonds Injector Pump Install IGSO-MO-B
157 84833 Wrench, i/a inch Tap Enhaust Head Manifold Removal Tool IGO-S4O-B
Series, IGSO-SIO-B Series
158 84934 Wrench, 7/18 inch Dry Vacuum Pump Installation (For 3P-184 Pesco Pump
Only)- 00-435-02, C2A, C2B, 00-430-11 Series
159 84855 Hub and Cone Assembly, Test Club I0O and IGSO-S(O
188 84938 Piloted Drill, Install 1/2 inch Diameter Exhaust Valve Gmde All engines to
be converted from 1/18" to 1!2" exhaust vailves

181 64840 Gage, Plug, Exhaust Valve Guide Hale In Cyl~nder Head (Standard)- All
cylinder heads urith .8615/.8823 valve guide hole in cylinder head
182 84841 Tool, Remove Hydraulic Tappet Assemblies
LBS 84942 Wrench, Cylinder Base Nut 1/2 inch All engines employing 1/2 inch alien
head cylinder base nuts

184 84843 Wrench, Cylinder Base Nut 3/5 inch All engines employing 3/8 inch alien
185 84944 Shroud, Cooling (Updraft Exhaust)- IGO-S48-B Serles,lGSO-S(8-B Series
188 84845 Gage, Check Connecting Rod Bolt Stretch All engines employing Stretch
bolts in connecting rod
187 84848 Wrench, Offset, Change Oil Screen in Aero Commander 100-548, 1GS0-540
188 84841 Stand, Work- 10o-648, IGSO-S(O
189 84888 Gage; Dry Tappet Clearance All engines reqlunng a valve clearance be-
tween .030 inch, and .106 inch
~c2\7
157
156
~-xa
159 162
9 b
163-164 165
,6,

OVIRHIUL M~NUAL- LICOMINO LBDUCIION OIAR DRIVI ~IRCLArI INDINIS lo.ti.nll
O*olbul To*´•
TABLE xm-n (Cbnt.)
Figure Na. Tool No. Nomenclature and Description
110 64970 Wrench, Adlust Bend~n inlectar (Idle Speed) on Aero Commander IGO-540
Series
171 84911 Gage, Cheek switch and Retard Terminal Contact Springs Positions All engines
emplaymg 200 series magnetos
112 64914 Tool, Rework Shroud Tube Hales ill Cylinder Head
113 64918 Puller, Gear, Magneto Assembly All engines employing law tension ignition
systems
114 64871 Wrench, Special, Gears on Low Tension Magnetos (80971 Gear) All engines
employing low tension magnetos
115 84992 Gage, Feeler to Set Simmonds 580 Injector IGSO-540-8 Series
116 65521 Handle, Offset Spark Plug Wrench
177 72762 Protector, Crankshaft Propeller Nut Thread All propeller shafts with No. 30
spline
1?B 51‘-8 Fudure, Cou~lterboring 12572 Reduction Gear Housing Seal 1GO and 1GSO-540
179 ST-g Depth Gage, Flush Pin, Counterbore Oil Passage Hales far Rings on
Reduction Gear Housing 12572 1GO and 1GSO-540
180 ST-10 Drill, 4 Flute Fiat Bottom, Drill Reduction Gear Housing 72572 for Seal IGO
and IGSO-540
lsl ST-11 Stop Collar, 18/32" Diameter Drill Reduction Gear Housing 72572 for Seal
IGO and IGSO-S(0
182 ST-12 Reamer, Hellos Dowel Hales in Reduction Gear Unit All GO and GSO-480
engines with flanged propeller shaft
183 ST-13 Reamer, Hollow Dowel Holes in Reduction Gear Unit .005 o/s
184 ST-14 Beamer, Hollow Dowel Holes in Reduction Gear Unit .010 o/s
185 ST-ii Reamer, Hollow Dowel Holes in Reduction Gear Unit .020 o/s
188 ST-17 Jig, Drill, Drill Hole to Pin Generator Drive Shaft Bushing in 68961 Accessory
Housing GO-480-B, B1AB, and B1E8
187 ST-is Drill Jig, Remo~e and Install Generator Dr~e Gear Thrust and Driae Gear
Bushing 89525 Accessory Housing Assembly 00-(80-B1C
171 172
170
lr4
Al~a 175
B
177 178
176
179
tao
i/
lsl
182 THRU185
,,6

Il~rionll OVIRHIUL MANU*L- LICOMINO RIDUCTION OIAR DRIVI rNOINTS
O*´•,*ul To*,
TABLE xm-n (Cont.)
Figure Na. Tool No. Nomenclature and Description
188 ST-20 Fixture, Plug Type Drill, Generator Housing Assembly GO-435 and GO-480
189 ST-21 Fixture, Plug Type Drill, Generator Housing Assembly GO-435 and GO-480
Series
190 ST-Z2 Tool, Crimping, Crimp Blmdy Hy-Rings on Law Tension Harness OSO-480-
B1E6, B1FB, B1G6, IGSO-IIO-A1BB
181 ST-23 Gage, Clearance .028 .080 All engines requiring a valve clearance
between.OaB inch .080 inch
182 ST-a4 Indicator, Expander, CheeL alignment between Crankshait Bore in Accessory
Housing and Accessory Drive
the OSO-480, IGSO-480 and 1GSO-540 Series
183 ST-Pi Compressor, Valve Spring
194 5I~-38 Wrench, Crai~shaft All propeller shafts with t30 spline
195 ST-38 Fixture, Insert Oil Seal in Thrust Bearing Cap
186 SP-44 Drift, Install Rear Crankshaft Oil Tube All engines employing crosswlse
accessory housings
197 ST-49 Puller, Valve Guide
188 5P-50-1-2-3 Cutter, Valve Seat (Intake)- Flat seats,.010 o/s,.020 o/s,.030 o/s
IsB 511-61-1-2-3 Cutter, Valve Seat (Intai~e) .010 ojs, .020 o/s, .030 0/6 -IGO-540-A, B Series,
IOSO-540-A, BSerles
200 SP-54-1-2-3 Cutter, Valve Seat (Exhaust)- .010 o/s,.020 o/s,.OSO o/s
tot ST-55-1-2-3 Cutter, Valve Seat (Intake) .010 o/s,.(12(1 o/s,.030 o/s
202 ST-S1-1-2-3 Cutter, Valve Seat (Inta~e Only) .010 o/s, .Oa0 o/s, .030 o/s
203 W-Ba Driver, Special Length for use with Valve Seat Cutters ALL cutters in ST
series
204 ST-BS Adapter, Hand Drive Use with ST-SI Driver
206 SI~-B1 Drift, Valve Seat Replacement ALI valve seats with dimensions between 1.870
and 2.0810
~fl las
7 ’91
190
189
19n 18,
.B
195 197
20) i;
i~ 205
202 204
199-200-201

OYERH~UL M~NUI\L AYCO LYCOMING REDUCTION GEIR DRIYE AIRCR~FT ENGINES Lclon 13
Ou~rhlul Tool~
TABLE 13-2 (Cont.)
206 ST-BS Drift, Valve Seat Replacement All valve seats with dimensions between i. 414
and i. 13 m
207 ST-ee Pilot, Valve Seat Cutter (Standard)- Cylinder heads with.5913 valve guide hole
208 SI~-68-1 Pilot; Valve Seat Cutter 010" o/s)
209 ST-BB-2: Pilot, Valve Seat Cutter (.020" o/s)
210 W-BB-3 Pilot, V?ilve Seat Cutter 090" o/s)
211 SI~-BB-S Pilot, Valve Seat Cutter (.005" o/s)
212 ST-B7 Pilot, Valve Seat Cutter (Standard)- Cylinder heads with .6613 valve guide hole
213 8T-67-1 Pilot, Vs~ue Seat Cutter 010´•’ o/s)
214 SP-67-2 Pilot, Valve Seat Cutter 020" o/s)
215 ST-B1-8 Pilot, Vahie Seat Cutter (.030" o/s)
216 Sf-67-S Pilot, Valve Seat Cutter 005" o/s)
217 ST-?S Gage, Dial Bore
218 ST-7B Tool, Crimping Connecting Rod Nut
219 ST-80 Socket (Special) Remove Oil Pressure Screen IOSO-SI(I Series
220 ST-81 Gage, Flat Plug Rejection (L~take Valve Guide ID)
221 SI‘-83 Wrench BresH Loose Cylinder Base Nuts All engines employing 1/2" alien
222 ST-Si Wrench, Break Lease Cylinder Base Nuts All engines employing 5/8" aillen
223 ST-86 Protector, Thread, No. 20 Spline Shaft This tool must be used when changing
propeller in order to keep from damaging propeller shaft threads
224 ST-87 Protector, Thread, No. SO Spline This tool must be used when changing
propeller in order to keep from damaging propeller shaft threads
225 SI~-gl Gage, Chech parallelism and squareness ofcounterwelght bore
228 ST-92 Driver, hstaill and Remove countenueight Bushings
227 ST-93 Finture, Inst~ill Counterweight Bushings
228 ST-9( Gage, Location
229 ST-L)S Weight, Check Balance of Counterweight
230 ST-se Arbor, Balancing
~zi=2
207 THRU 216
,,7
206
i---. j~-
c
29
m~ o-~
218
----RliP~
221-222
226 ~X 220
223-224
J~llv
228
225 227 250

L~tion 13 OVERH*UL MANUAL AYCO LYCOMING REOUCTION G6AR DRIVE AIRCRAFT ENGINES
Ovlrhlul TaalI
TABLE 15-2 (Cont.)
231 ST-104 Wrench, Install and Remove Weatherhead Fittings

232 SI~-108 Wrench, Offset to Torque Nuts on Reduction Gear Housing
233 ST-ill Baclt Spotfacer, Pilot and Driver Modify all flanged reduction gear housings
tor use of body fit bolts
234 ST-119-1 Reamer, Valve Guide I D. (Eahaust) All cylinder heads employing Ni-Resist
valve guide with .4885/. 4895 5 D. va~ve guide hole. Pilot Ma. .4828-4833
231 ST-11S-% Roamer, Valve Guide I D. ~nhaust) All cylinder heads employing NI-Reslst
valve guide with.(885/. 49951. D. valve guide hole. Pilot Dia. .4118-. 4183
236 ST-122 Plate-Cranlrcase-Separates and draws together dowled cranltease halves
237 ST-129 Plate, Bushing (Cranbase) Drill and ream cranlcaae far thru stud dowels
238 ST-124 Drill, Cra~oase Thru Stud Dowel All engines to employ crankcase thru
stud dowels
258 ST-125 Reamer, Cra~ease Thru Stud Dowel a~l engines to employ crankcase thru
stud dowels
240 ST-IDB Gage, Plug and Depth Cran~ease-Thru Sud Dowel All engines to employ
cran~ease thru stud dowels
241 ST-142 Wrench, Shroud Tube
242 ST-IIS-1 Reamer, Valve Guide I.D. ~nhaust)- All cylinder heads employing Ni-Resist
valve guide with.4985/. 5005 1 D. valve guide hole. Pilot Ma. .4828-.4835
245 ST-143-2 Reamer, Valve Guide i. D. ~nhaust) All cylinder heads employing Ni-Resist
valve guide with.4995/. 5005 I. D. vp~ve guide hole. Pilot DLa. .4118-. 4185
244 8T-144 Fixture, Salvage Fretted Cranlmase aools and ST-lie are used
in conjunction with this tool)
245 SI~-145 Cutter, Salvage Fretted Cranltcase
248 ST-ldB Stop Collar Holder, Salvage Crankcaee
241 ST-141-1 Balls, sizing Pinion Cage, .5894 diameter
248 SI~-141-a Balls, Sizing Pinion Cage, .5802 diameter
249 ST-148 Spacer, Adlustahle, Pinion Cage
250 ST-148 Fidure, Location and Reaming Pinion Cage
251 ST-150-1 Reamer, Piloted Pinion Cage, .ss82 diameter
252 81‘-150-2 Reamer, Plloted.Einlon Cage, .5790 diameter
233
232
214-235-239-242-13
231
see Section 8
Figure 9-8
~e
hk ,-~3" ,B~- 238
216
237 240
241
O ,,,,,oaon
5249
Figure 5-25
247 -248 -249

250-251-252 246
244
L3-18 Revised Janusly, 1913

OVERHAUL MANUAL *VCO LYCOMING REDUCTION GEAR DRIVE AIRCRAFT ENC´•INES Ls~tion(3
hhsrhilul Toob
TABLE 15-2 (Cant.)
Figure No. Tool Na. Nomenclature and Description
253 ST-1SS Gage, Plug, Yalve guide i. D.

254 ST-1SB Drill and Reamer Stop, Cranltcase All engines to employ cra~case thru-stud
dowels FTools ST-lid, and ST-125 are used in conjunction with this tool)
255 ST-180 Pilot Bar, Assembling Rooker Arms to Cylinder head
256 81-182 Stand, Engine A-Frame Overhaul
257 ST-168 Driver, (6pecial Assy.) Crangshan rear spline bushing
258 SI~-189 Finture, Drill, Crankshaft Rear Bushing
259 6T-110 Drift, CranL8haft Rear Spline Bushings
260 ST-171 Tool-Peening, Crankshaft Rear Spline Bushing
261 ST-1’IS Holder Accessory Drive Shaft thirteen spline
262 ST-114 Holder Accessory Drive Shaft fourteen spline
263 ST-184 Kit, Hell-Coil Repair (Not nlustrated)
264 ST-191 Gage, Flue, Rocker Shaft Bushing Hole in Cylinder Head
265 ST-198 Tool, Crimping OYot nlustrated)
268 ST-210 Rearner, .0075 o/s cranltshaft cauderxelght bushing holes
281 ST-211 Reamer, .0125 o/s cranliahaft couderweight bushing holes
288 ST-212 Blocks, Gage RJot nlustrated)
269 ST-221 Tool, Staking, Cylinder BarrelThermocouple
210 ST-222 Plate, Torque Hold Down
271 ST-251 Socket, Connecting rad nut. Not nlustrated
272 ST-Sil Reamer, Cranltshaft flange.010 o/s bolt
273 ST-I5B Fibure; Cralllrshaft flange .010 o/s bolt
274 ST-261 Reamer, guide LD. Wi-Resist)
Valve
275 ST-280 Fixture, Ream Cranlishaft eounterweight holes
216 ST-2B1 Driver, Bearing dowel, Crankcase with 2. 6810 bearing bore diameter
277 ST-301 Tool, Crimping (Not illustrated)
278 ST-SOS Drift, Flangeless valve guide installation
278 ST-SOB Driver, Bearing dowel, Cranltcaee with 2. 5665 bearing bore diameter
280 S~-3S2 Driver, Drive press fit dowels in Crankease
281 ST-SIS Handle, Offset spark plug wrench
253~ 255
254
257
259 -260
264
U-.
258
261-262
iv
W,D~P i;i
’P i
269
273
270
,,2so ii 275
~g,
~g
281 266-267 278 276 -279
Revised January, 1975 1S-11

Overhaul Manual - Geared & Geared Supercharged Engines

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RECORD OF REVISIONS

5 Page i 2/1992 8/31/1992 ATPIES

6 Page i 611996 9/911996 ATPIGH

ATP REV INSERT DATE REV REMOVE

REVISION NO. PUBLIC~ION PUBLICPiTION NO. PUBLICP~ION DFiTE

60294-5-6 Geared Engine Overhaul 60294-5 April 1970

Previous revisions to this publication This revision consists of:

December, 1968 5-7,5-13,5-14,5-15 June 1996

60294-5-6 Geared Engine Overhaul 60294-5 April 1970

Previous revisions to this publication I This revision consists of:

January, 1973 11-1, 11-2, 11-3, 11-4,

TO THE OWNER OF THIS MANUAL

IN ADDITION TO THIS MANUAL AND SUBSEQUENT REVISIONS, ADDITIONAL

equipment or part thereof.

Revised June 1996

SECTION PAGE SECTION PACE

I INTRODUCTION 1-1 nV IGNITION SYSTEM (Cont.)

Repair and Replacement 4-3

Revised November, 1966

TABLE OF CONTENTS (Cont.)

SECTION PAGE SECTION PAGE

VIII CYLINDERS, PISTONS AND VA LVE TRAIN

Inspection 6-4 Piston 8-6

Repair and Replacement 6-6 Valves 8-6

Reassembly 6-6 Repair and Replacement

Impeller Clearance 6-6 Valve Seats 8-12

Accessory Housing 7-11 Rework of Cylinder Barrel 8-18

Inspection 7-15 Pistons 8-19

Repair and Replacement 7-15 Installation

Salvage of Accessory Housing Inspection

Modification to Install Large Connecting Rods 9-7

Capacity Oil Filter 7-19 CrankshaftCounterweight

Accessory Housing Cover 7-31 Punch Marks on Counterweight

TABLE OF CONTENTS (Cont.)

SECTION PAGE SECTION PAGE

M CRANKCASE, CRANKSHAFT AND RECIP- XI TEST PROCEDURES

XII TABLE OF LIM~S

Disassembly 10-1 xm OVERHAUL TOOIS

beserlptIOn o~ EngIne ModelCode

Figure 2-1. Description of Engine Model Code

manual, are air-cooled, horizontally opposed, six

barrel and head, screwed and shrunk together. The

Revised November, 1966 2-1

2-2 Revised November, 1966

SOME INDIVIDUAL CHARACTERISTICS OF VARIOUS ENGINE MODELS

20 Spline 30 Spline Flange Type Rear Side Piston Type

Revised April, 1970 2-3

2-22. Pressure build-up within the crankcase is held

nT cylinder walls, and other parts are lubricated by spray

tj j This valve, which is adjustable, is furnished with

~Po 1.333’1 corporates a spring-loaded check valve, which is

tary gears by means of drilled holes in the rear portion i

2-21. The main oil gallery in the left crankcase half

housing and supplies oil to the propeller governor "",",",",","61,:’El,"~""

receive pressure oil from drilled passages leading i

connecting rod bearings.

ing the rocker boxes to the sump. TPIU(ObTER CR1YE GEAR

"nrl’ T~CHCMETER GEdR

2-31. The lubrication system is actuated by an impeller

2-32. The oilpressure relief valve, which is adjustable,