X30092 - Continental Motors
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ROLLS-ROYCE MOTORS LIMITED
SPECl·AUS_T .AND LIGHT AIRCRAFT ENGINE DIVISION
CREWE ENGLAND
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OVERHAUL MANUAL
0-240 Light Aircraft Engines
(
T.S.D. Publication 2532
(Equivalent Teledyne Continental Motors
Number is ~rm Number X30092)
© Rolls·noyce Motors Limited 1979
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Rolls-Royce Motors Limited reserve the right
to change information without prior notice
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Published by
The Technical Publications Department
Rolls-Royce Motors Limited
Crewe CW1 3PL
England
T.S.D. Publication 2532
(Equivalent Teledyne Continental Motors number is Form Number X.30092)
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Revised and printed in England 12/79/50
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INTRODUCTION
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This Manual has been prepared in accordance with Chapter A6-2 of the British Civil
Airworthiness Requirements.
The Rolls-Royce Continental 0·240 engine has been developed by Rolls-Royce
Motors Limited, Crewe, England in dose co-operation with Teledyne Continenul
Moton, Muskegon, Michigan, U.S.A.
Service Bulletins will be issued when modifications or additional information
canceming engines becomes available. In this way 1he contents of this publication will be
kept up-to-date.
Information given in the latest Service Bulletin will supersede that given in the Chapter
of the Manual to which it refers, until such time as the affected page(s) is/are re-issued
with the necessary amendment(s).
All Teledyne Continental Motors/Rolls-Royce Motors Distributon are equipped to
provide senica and to give helpful advice to operators of these engines. In addition,
personnel of the Specialist and Light Aircraft Engine Division of Rolls-Royce Moton
Limited, Crewe will answer queries and give adYica on individflal senicing problems. All
queries to Distributors or Rolls-Royce Moton Limited should be accompanied by the
engine model and serial number, hours operated and any other rMevant details.
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The information in this document is correct at the time of going to print but in view of
the Company's continuing efforts to develop and improve its products it may have
become out of data by 1ha time you read it and you should, therefore. refer to the
Company's service bulletins.
The information given here must not be taken as forming part of or establishing any
contractual or other commitment by Rolls-Royea Moton Limited and no warrantY or
representation concerning 1he information is given.
All communications should be addressed to:
Specialist and Light Aircraft Engine Division
Rolls-Royce Motors Limited
Crewe CW1 3PL
England
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Telegrams:
'ROYCRU, CREWE'
Telephone.
0270.55155 (31 lines)
Telex.
36121
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CONTENTS
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Chapter
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GENERAL DESCRIPTION AND SPECIFICATION
A
FUEL AND LUBRICATIN G OILS
B
MINOR REPAIRS, REPLACEMENTS AND ADJUSTMENTS
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ENGINE OVERHAUL
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ACCESSORIES - OVERHAUL
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TESTING AFTER OVERHAUL
F
STORAGE
G
FAULT DIAGNOSIS
H
DIMENSIONA L DATA AND TORQUE TIGHTENING FIGURES
J
WORKSHOP TOOLS
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Chapter A·
GENERAL DESCRIPTION AND SPECIFICATION
SECTION
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A1
General Description
A1
A2
Specification 0-240- A-D and E
A13
rto11s-r1oyce Lcnnnental l.Jgnt Alrcran tngines
uvemau 1 Manual
Chapte r A
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FIG. A 1 FRONT VIEW OF 0-240 EN~INE
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FIG. A 2 REAR VIEW OF 0-240 ENGINE
Overhaul Manual
Rolls-Royce Conunental l.Jght .Alcraft Engines
Chapter A
FIG. A3 FRONT SECTIONAL VIEW
Ro~
C!Jltmental Light .Aircraft Eng11es
Overhaul Manual
Chap~r
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SIDE SECTIONAL VIEW
A
Rolls-Rl1fce
c(JI anental Light .Aircraft Engines
Overhaul Manual
Chapter A
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Chapter A
GENERAL DESCRIPTION
AND SPECIFICATION
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Section A1
GENERAL DESCRIPTION
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Introduction
The Rolls-Royce Continental o.·240 light aircraft engine
is a four cylinder horizoctally opposed, four stroke air
cooled engine. It is a further development of the range
of rationalised engines currently being produced in large
numbers by Rolls-Royce Motors and Teledyne
Continental Motors. A large number of the components
of the 0-240 engir-e are used in either the 0-200 or
10-360 engines, and as such they are of prOllen
reliability.
The 0-240 engine is designed to give appreciably
improved power output in comparison with the 0-200
engine. for a small increase in overall dimensions and
weight.
Time between overhauls (T.8.0.)
It is recommended that for engines in general use the
time period should be 1800 hours.
The purchase order must state tbe full name and
address of the foreign consignee. Rolls-Royce Motors
Limited are unable to issue this certificate after ship·
ment of the engine from the plant.
The engine model number
The engine model number, as quoted on the data plate,
comprises three parts each separated by a hyphen. For
example, model number 0-240.A ; the first portion (0) is
the series letter. the second portion (240) is the
displacement volume in cubic inches. and the third
portion (Al is the suttix letter used to den?te the
installation of certain parts or equipment. The sutti x
letter will vary when. according :o installation or
customers requirements, the basic engine specification is
changed.
Engine data plate
Each engine bears on identification plate on which is
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stamped all relevant details applicable to the engine (sge
Ag.A4).
Note If a new data plate is required. the old data
plate must first be returned to the factory,
before a new plate will be issued.
_
If a nameplate has been lost it will be
necessary to obtain approval for a replacement from the local Civil Airworth iness
Authority and a notarized statement, giving
the engine model and full serial number
before Rolls-Royce Motors can consider the
issuing of a new nameplate.
All correspondence with the Rolls-Royce
Light Aircraft Engine Department should
give exact details of the engine model and
serial number, together with the tota l
operating hours.
Export
Distributors who wish to export a new or remanu·
factured engine must first apply for a Certificate of
Airworthiness from the resident FAA/CAA inspect or,
prior t o the shipment of th e engine from Roll s- Royce
Motors Limited.
FIG. A.4 ENGINE DATA PLATE
Modifications
Arising from constant development, parts of improved
design are introduced from time-to-time, but whenever
possible the parts are designed so as to be a direct
replacement for their predecessors.
However. it is not always possible to ach ieve this, as
some parts are so re lated that a change in one will
necessitate a corresponding change in the other. If this
does occur. a Service Buljetin will be issued listing the
serial numbers of engines which require the new type
parts for modificatio n.
Al
overha ul Manua l
Rolls--floo,u Conunental Light Aiaaft Engines
Chapter A
When a new part is not interchange able with the
original part, stocks of the original part will be
maintained for use in engines still requiring them.
Terms and definition s
The crankshaft flange end of the engine, to which the
propeller is fined, will be called the 'Front'. and the
opposite end where the magnetos are mounted, will be
called the 'Rear '.
The right-hand and left-hand sides of the engine are
defined when viewed from the rear.
The cylinders are numbered 1 to 4 , commencin g at
the 'rear' of the engine as follows.
Number 1 Right rear
Number 2 Lett rear
Number 3 Right front
Number 4 Left front
The engine is a direct drive type, the crankshaft and
propeller rotating clockwise when viewed from the rear
of the engine. The rotation of the other engine parts are
also viewed from the rear. but rotation of accessories is
usually defined from the drive end of the accessorv
itself.
The terms 'Top'. 'Bottom', 'Upper' and 'Lower', refer
to locations of parts when the engine is in its normal
operating position. Where reference is made to piston
positions within the cylinders, the term 'Top' refers to
the cylinder head. This being the accepted terminolog y
regarding cylinders and pistons, no confusion should
arise. The following terms; 'Top Dead Centre', 'Before
Top Dead Centre', 'After Top Dead Centre'. 'Before
Bonom Dead Centre' and 'After Bonam Dead Centre'
will be abbreviated to 'T.C.', 'B.T .C.', 'A.T .C.', 'B.B.C.'
and 'A.8 .C.', respectively . These terms refer to piston
and crankpin positions in relation to the cylinder axis.
The exact positions will be given in degrees (0 ) of
angular movement.
Temperatu res will be given in degrees Centigrade
{°C.) together with the Fahrenheit (°F .) equivalent.
Pressures will be given in pounds per square inch
(lb / sq. in.) togethef" with the Metric equivalent
(kg/sq.cm. ).
Liquid measures will be given in Imperial gallons
(gal.) or quarts (qt.) together with the Metric equ ivalent
(litres).
Measurem ents
1
2
5
6
7
II
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Throughou t the manual , references are made to the
measureme nt of parts, and to the torque tightening of
nuts and setscrews. Accuracy in these operations is
essential and relevant informatio n is contained in
'Chapter J - Dimensiona l data and torque tightening
figures '.
Cleanliness
Dur ing its operating life every effort must be made to
keep the engine exterior clean and to prevent abrasive
particl es entering the induction or lubrication systems.
CRANKC ASE
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FIG. A 5 LAYOUT OF ENGINE,
CYLINDER S AND ACCESSOR IES
1.
2.
3.
4.
5.
6.
A2 .
Crankshaft
Fuel pump
Breather pipe .
No. 3 cylinder
No. 1 cylinder
Oil filler tube
7.
8.
9.
10.
11 .
12.
Right-hand magneto
Starter mo tor
Lett-hand magneto
Oil connection adapter
No. 2 cylinder
No. 4 cylinder
580
Two aluminium alloy castings forming the 1 -3 and 2-4
crankcase halves, are jointed in the vertical plane to form
the complete cran kcase. These castings are machined and
paired together and are not interchange able.
Crankcase halves are joined together by through bolts
and through studs at the main bearing bosses; these bolts
and studs transmit the tensile load of the engine.
Cylinders mounted on the vertical faces of each
casting are off-set to allow the connecting rods to
operate on separate crankpins.
The bolts around the perimeter are used to provide
the mating faces with an oil tight fi t . Two of these
setscrews along the upper flange also secure tt>e engine
lifting eye.
Three lateral webs cast into each crankcase half are
cut-out for breathing and o il drainage. In addition, the
webs have en larged bosses at the cran kcase parting
surface for the camshaft and crankshaft bearings. The
camshaft bearings are bored directly into the case metal.
Steel-backe d bearing shells used for the crankshaft
bearings are fined into line bores in the crankcase halves.
The crankshaft bearings are situated directly above the
camshaft bearings.
The cylinder mounting faces and case webs are
stiffened by internal cast ribs. A counterbor e around the
crankshaft opening in the front of the case receives the
crankshaft oil seal. Grooves at each end of the front
main bearing boss accommod ate the thrust bearings.
Rolls-Royce Cmunental lJght ,\rcraft Engines
Overhaul Manual
Chapter A
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Four lateral bosses inside each crankcase half are
bored to form guides for the hydraulic tappets. Opposite
these at the crankcase surface a couriterbore is provided
to locate the sealing ring and retaining washers of the
beaded pushrod tubes.
At the front end of each casting lower parting flange,
there is a machined and studded boss for a vacuum
pump.
A studded mounting face is provided at the front end
of the 1-3 side crankcase half for a fuel pump.
A semi-circular flange at the lower rear surface of the
crankcase is machined flat and studded to form the front
hatf of the sump mounting flange.
The flange surrounding the rear end of the crankcase
is machined flat and studded for attachment of the
accessory case.
Two studs fitted at the lower parting flanges retain
the induction manifold Tee' piece.
Pressed into the upper end of the 1-3 side crankcase
half is the crankcase breather. The breather assembly
comprises a tube and baffle with a side extension for the
connection of a hose.
Upper and lower arms at the rear of each crankcase
half are the engine mounting points. The bosses in the
arms are bored and counter-bored to accommodate
mounting bushes. The mounting bushes are assembled a5
shown in Figure A 1O.
The crankcase has a hole bored through the rear web
above the rear main bearing to. retain the starter pinion
needle bearing housing. The housing is located by a
dowel in the left-hand side of the hole.
The main oil galleries extend from front to rear of
each crankcase half; they are plugged at the front end
with tapered plugs.
CRANKSHAF T
The three main journal crankshaft is machined from a
single forging. Crankpins are spaced 1aoo apart and are
numbered from me rear 1, 2, 3 and 4. The front main
journal is located immediately in front of the No. 4
crankshaft web.
After grinding, both the main journals and the
crankpins are nitride hardened. lapped and polished. The
propeller thrust is transmitted to the crankcase thrust
washer through a thrust face ground on the front
crankshaft web. A small anti-thrust flange with parallel
sides is located at the front journal and also acts as an oil
flinger.
Crankshaft journals and pins are bored for lightness.
Steel oil feed tubes are fitted into holes drilled from the
front and rear journals, through the webs to Nos. 1 and
4 crankpins. Similarly oil holes are drilled through the
solid webs from the centre journals. to Nos. 2 and 3
crankpins.
The crankshaft is closed at the front end with an
expander plug. A flange at the front end is formed for
attaching the propeller. The front oil seal is of the split
composition type; the seal lip is held against the
diameter on the crankshaft by a garter spring. The flange
for gear location at the rear end of the crankshaft has
four tapped holes. one being off-set: a dowel is fitted
between two of these holes.
CRANKSHAF T GEARS
The cra.nkshaft gears, in the form of a cluster have a
larger gear to mesh with the starter pinion and a smaller
gear to drive the camshaft gear. The crankshaft gear
assembly is spigoted on the small rear flange of the
crankshaft and is retained
setscrew hole being off-set to
position. The space between
marked teeth points towards
crankpin is at T .C.
by four setscrews. one
ensure the correct angular
the two adjacent punch
the camshaft when No. 1
CONNECTING RODS AND PISTONS
The connecting rod and bearing cap assembly is made
from a single steel alloy forging which is machined
through the centre of the big-end before the bearing seat
is bored. The halves of the split big-end bearing bore are
notched to accept the tang of the semi-circular bearing
shells fitted into them.
The big-end bearing shells are steel-backed with the
inside diameter lead tin plated. the remainder being
flashed with a lead tin alloy.
The small-ends are a plain bronze sleeve, bored
parallel to the big·end bearing when in position.
The soJid skirt flat-head pistons are aluminium alloy
forgings with three ring grooves above and one below the
gudgeon pin bore. Compression rings are fitted in the
top two grooves. an oil control ring in the third groove
and an oil scraper ring in the fourth groove. Gudgeon
pins are fully floating ground steel tubes with pressed-in
aluminium end-plugs.
A variation of 0.50 oz. (14,17 g) maximum is allowed
between opposing connecting rods and opposing pistons,
in the same engine.
CAMSHAFT
The camshaft is an alloy steel forging, machined and
Parko·lubrised. It is reduced in diameter t'etween the
cams to provide connecting rod clearance. At the front
end of the camshaft a combination of auxiliary drives
are fined and secured by a plain washer. nut and split
pin. The camshaft rear end flange has four tapped holes,
one being off-set to ensure the correct angular position
for the camshaft drive gear retaining screws. Three
journals support the camshaft in its bearings, the front
journal has a deep groove to register with oil holes
drilled from its bearing into the main oil galleries. The
front journal has flanges to restrict camshaft end float.
Three cams between each two journals operate the
tappets for two cylinders, the outer cam in each group
operating one exhaust valve, while the centre cam
operates two opposite inlet valves.
CAMSHAFT GEARS
The camshaft gears have internal and external teeth and
a square hole in the centre to receive the oil pump
driving gear shaft. The internal gear teeth drive the
alternator gear and the external gear meshes with and is
driven by the crankshaft gear.
A ground recess in the front side of each gear web fits
closely over the camshaft spigot flanges and is retained
by four hexagon headed screws. One of the screw holes
is off·set, therefore the gear can only be fitted in one
position relative to the cam eccentrics.
A punch marked tooth is aligned on assembly
between two similarly marked teeth on the crankshaft
gear; these marks ensure correct valve timing.
VALVE GEAR
Hydraulic tappets
The hydraulic tappet assembly comprises a chilled iron
AJ
Overhaul Manual
Rolls-Royce Continental l.Jgh1 .Atcraft Engines
Chapter A
body, an expander spring, a plunger, a check valve
aS!embly and a pushrod socket (See Fig. 030 ). The body
is closed at the bottom end upon which the cam acts.
Fitted into the tappet body is the plunger which is
free to slide up and down; the body and plunger are
selectively fitted to control a fine limit clearance. At the
lower end of the plunger is a check valve plate which is
held in the closed position by a spring-loaded check
valve cage which is spigoted on to the bottom of the
plunger. The upper end of the plunger carries a socket in
which the pushrod seats. The whole plunger assembly is
spring-loaded from the bottom of the tappet body. This
assembly is secured in position by a circlip fitted into a
groove at the upper end of the tappet body.
Operation
A groove around the outside of the tappet body receives
oil from the crankcase supply hole only when the tappet
is near to the top end of its stroke. This arrangement
prevents engine oil pressure from 'pumping up ' the
plunger, which . would hold the valve off its seating.
From the groove surrounding the outside of the tappet
body the oil is directed to the interior body groove via
the hole in the body. The oil circulates around the
interior body groove passing through the hole into the
plungef' reservoir. Oil is withheld from the lower body
reservoir by the check valve plate which is supported by
the cage spring. The check valve is opened by outward
motion of the plunger under pre$$Ure from the expander
spring whenever a clearance occurs in the valve train .
Therefore, the body oil reservoir is maintained full of oil
to transmit the lifting force from the body to the
plunger. The plunger and body are selectively fitted to
permit a calibrated 'leak~own' ; the tappet will then
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FIG. A6 CYLINDER ASSEMBLY
1. Cylindl!f" mounting
flange
2. Cylinder barrel
3. Cylinder head
4. Inlet valve port
A4
5. Inlet valve seat
6. Inlet valve guide
1. Exhaust valve guide
8. Exhaust port
g. Exhaust valve seat
3C6
Rolls-Royce CcJltJnental l.Jght ~rcrah Engir.es
Overhaul Manual
Chapter A
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FIG. A 7 ACCESSORY CASE AND ACCESSORIES
7. Tachometer drive housing
1. Accessory case
B. Joint for oil screen blanking cover
2. Joint for starter motor
9. Oil screen blanking cover
3. Starter motor
10. 0 ii sump suction tube
4. Magneto
11. Joint for alternator and tachometer
5. Joint for magneto
drive housing
6. Oil pressure relief valve assembly
12. Alternator
adjust its effective length after each cycle and so return
free play in the valve gear to zero while the cylinder
valve is closed.
Pushrods and pushrod tubes
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Hardened, forged steel ball ends are swaged into the steel
tubes to form pushrods, the ball ends are drilled as
oilways. The pushrods are enclosed in beaded steel
tubes, the beading at the cylinder end retaining an 'O'
ring ; the beading at the crankcase end retains a heavy
spring, to compress a sealing ring located between two
washers.
Rockers, shafts and covers
Pressed steel rocker covers are used to house the valv~
rockers and their shafts. The valve rockers are steel
forginys with pressed-in lead bronze steel backed bushes,
hardened pushrod sockets and rocker faces, operating on
full y machined, chromium plated steel rocker shafts.
Drillings pass through the rocker arms for lubricating the
bushes and rocker faces.
Valve and springs
The exhaust valve faces are coated to withstand heat, the
welded on solid valve stem tips are ground flat and
square with the stem surface. A groove is machined near
to the tip of each inlet and exhaust valve stem to locate
the valve spring retaining col lets.
Double valve springs are fitted; the outer va lve
springs, washers or ' Roto-coils ' are locked to the stems
by tapered semi -circular collets. located in the valve stem
grooves .
CYLINDER ASSEMBLY (see Fig A6)
The externally finned aluminium alloy head is heated
and screwed on to the steel alloy barrel. The inlet and
exhaust valve seat . inserts are fitted while the cylinder
head is hot. This forms the cyli nder assembly.
AS
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LOW PRESSURE Oil t1ili1I
HIGH PRESSURE Oil M
FIG. A'B
ENGINE LUBRICATION SYSTEM
1. Pistons,small-end bearings and cylinder wall lubrication 2. Vacuum pump oil feed 3. Oil screen 4. Oil filter 5. Oil cooler 6. Connection adapter
·
Ro!ls-Royce Cmunental ught Aircraft Engines
Overhaul Manual
Chapter A
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Aluminium bronze valve guides are pressed into the
cylinder assembly when cold and reamed to the correct
diameters. Special 18 mm. Heti·Coil threaded inserts are
fitted in the upper and lower sparking plug holes. Two
machined faces are provided on each cylinder head with
tapped holes to retain the rocker shaft and rocker cover
retaining screws. An external base flange on the barrel is
ground flat and drilled ·to correspond with the retaining
points in the crankcase. A spigot which protrudes from
the base flange to locate in the crankcase. has an
ring
fitted over the flange. This 'O' ring locates in a chamfer
in the crankcase forming an oil seal.
Two surfaces on the top and bottom of the cylinder
heads are machined flat and studded to retain the
induction and exhaust pipes.
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ACCESSORY CASE
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The front face of the magnesium accessory case casting
is machined flat to mate with the crankcase.
The rear face has machined and studded mounting
faces for the externally mounted auxiliaries and the
internally mounted oil pump cover.
Accessories mounted on the rear of the case are the
two magnetos. starter motor. alternator. tachometer
drive and a blanking cover with a tapped hole for a
thermal smsing bulb (see Fig. A 7 }. If no full flow
filtering is to be used the cover must be replaced by an
oil strainer and its housing.
The oi I pressure relief valve is mounted on the
right·hand side of the accessory case.
Centrat openings in the magneto mounting faces
admit the magneto drive gears and also locate the
magneto spigot shoulders.
The tachometer drive housing encloses the slotted
rear end of the oil pump driven gear shaft. An external
thread is provided on the housing for the tachometer
drive conduit nut.
Oil pump gear chambers are machined in the interior
of the accessory case. in line with the driving and driven
shafts. The open front end of the oil pump is covered by
an aluminium cover dowelled in position. The squared
front end of the driving gear shaft projects through this
cover. to engage with the square hole in the centre of the
camshaft gear.
The alternator mounting face has a gear opening.
which is counterbored to locate the alternator spigot.
The alternator and the tachometer share a gasket which
covers both mounting faces.
The starter adapter mounting face is lined up with
corresponding holes througn the casing for the starter
pinion.
A semi-circular opening at the bottom of the
accessory case casting is machined and studded to
complete the rear half of the oil sump mounting face.
The oil pump suction tube is a steel pipe with a
permanently fixPd screen at the lower end and a
threaded portion at the upper end for attachment to the
casing•
Passages are provided through the accessory case to
carry oil from the suction pipe to the oil !)\Imp and from
the oil pump to the main oil gallery and relief valve (see
Lubrication system).
GEAR TRAIN (see Fig.A9}
The crankshaft rotates clockwise and drives via the
smaller crankshaft gear, the camshaft gear rotates
anti-clockwise at half crankshaft speed. In turn the
camshaft gear drives the magneto gears clockwise and
FIG.A9 ACCESSORY CASE GEAR TRAIN
1. Starter pinion
2. Timing alignment
5. Crankshaft outer gear
(starter ring)
6. Crankshaft inner gear
markings
3. Oil pump gears
(camshaft drive)
4. Alternator drive gear
7. Magneto drive gear
8. Camshaft drive gear
the oil pump driving gear and alternator driving gear
anti-clockwise. The tachometer is driven by an extension
of the oil pump driven gear. Starter motor torque is
transmitted to the crankshaft through a freewheel clutch
to a pinion engaged in the larger of the two crankshaft
gears.
OIL SUMP
The oil sump body is a welded unit composed of front
and rear halv"5 made from pressed sheet steel. A thick
mounting flange ring, an oil filler neck and a drain plug
boss and stays are welded to the body ·to complete the
assembly.
The location and length of the oil filler neck may
vary to suit a particular aircraft installation. A bracket
welded to the neck, attaches the sump to a stud in the
lower crankcase mounting arm. At the neck of the
tubular steel oil filler pipe a bayonet locking device
retains the combined dipstick/fillt.r cap. The mounting
flange ring is drilled for the attachment studs in the
crankcase and accessory case. The sump capacity is 5
Imperial ~uarts (6 U.S. quarts. 5. 7 litres). The dipstick is
graduated in U.S. quarts and litres up to the 'FULL'
mark.
LUBRICATION SYSTEM (see Fig.A BJ
Qil rises under atmospheric pressure from the sump
supply through the suction tube to fill the volume
evacuated by the oil pump. The oil flows around the
chambers between the gear teeth, emerging from the
outlet port to flow through the passages in the accessory
case. The outlet from the accessory case aligns with a
A7
Overhaul Manual
Roas-Royce Continental Light Araaft Engines
Chapter A
-it . -----
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1·5CIO ,.(3·810c"' )DIA ·' ./ •·
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FIG. A10 INSTALLATION DRAWING AND ENGINE MOUNTS
A8
L
Overhaul Manual
Chapter A
11---·14
I
15
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(H90;111 (8•890""11
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KEY TO FIG. A10
1. Dimensions shown are
measured in plane of
action of lever
2. From oil filter and
cooler
3. To oil filter and
cooler
4. Elbow connections,
required to clear
induction pipe
· 5. This space is required
for a governor, if
fitted
6. Starter motor
removal clearance
7. Magneto removal
clearance
8. Alternator removal
clearance
9. Dimensions shown are
measured in plane of
action of lever
10. View on arrow A
11. Vacuum pump blanking
,
2
3
4
5
cover
'"""'
12. This space is required
for a vacuum pump, if
fitted
13. Lifting eye
14. Datum engine centre
line
15. Datum engine centre
line
ENGINE MOUNTS
1. Cup washer
3. Seating
2. Rubber bush
4. Spacer
5. Hose
A9
Overhaul Manual
Rolls-Royea Connnental Light Aiaaft Engines
Chapte r A
drilled hole in the crankcase: this hole together with an
intersection hole drilled across the crankcase passes oil
to a face on the 2-4 side which is provided for a flexible
hose connection adapter. From this adapter the oil is
passed via a flexib&e hose to an oil cooler mounted on
the air frame. This oil cooler is optional. The oil then
flows from the cooler through another flexible hose to a
full flow filter which is in series with the cooler; this
filter will also be air frame mounted. The filter has an
integral relief valve which will allow the oil to by-pass
the filter as the element becomes impervious.
From the cooler and filter the oil is returned via a
flexible hose to the adapter on the crankcase and then
into the left-hand oil gallery. The oil flows forward
through the left-hand oil gaJlery ac:ross the crankcase
through the passages connected by the camshaft front
journal groove and into the right-hand oil gallery; this
lubricates the camshaft front bearing. This gallery is
blanked off at the crankcase rear joint face by the
acc9SSOry case.
The oil pressure relief valve is situated in the
accessory case on the right-hand side (1-3); iu passages
are drilled and cored in direct flow contact with the oil
pump outlet passage. The valve operates when the pump
pressures are above the normal range of between 30
lb/sq.in. and 60 lb/sq.in. (2.109 kg/sq.cm. and 4.218
kg/sq.cm.) to allow the oil to drain directly back into
the sump, until the pressure returns to normal.
An oil passage drilled from the vacuum pump adapter
mounting face to the left·hand crankcase cross passage,
provides an oil feed, via the vacuum pump adapter, for
lubrication of the adapter bushing. Oil drainage from the
bushing is returned to the crankcase cavity through two
oil passages just above the oil seal seating.
It should be noted that if a vacuum pump is fitted, an
exterr.al oil return line must be provided to return the
oil from the vacuum pump to the tapped hole in the
accessory case.
Two passages drilled from the right-hand oil gallery
feed oil to the crankshaft front main bearings; two
drilled passages from the left-hand oil gallery feed oil to
the centre and rear crankshaft main bearings. From the
left-hand oil gallery oil feeds the camshaft centre and
rear bearings.
A portion of the crankshaft main bearings oil supply
flows through the crankshaft web passages to the
crankpins. The oil film formed in the big-end bearings is
continually replenished, the oil being forced to spray
from their ends filling the case with a mist. Oil sprayed
on to the cylindar walls in this way is scraped back into
the case by the piston rings. The smal~nd bearings and
cylinder walls are lubricated and cooled by the spray.
The gears in the accessory case are similarly lubricated
by spray (mist) from the rear main and rear camshaft
bearings.
The pistons are cooled by a jet of pressure lubrication
oil which squirts from the inain bearing bores up the
bore of the cylinders to the underside of the pistons.
Oil is supplied to the tappets through oil supply holes
in the crankcase; these holes align with the groove in the
body when the tappet is at the outer end of its stroke.
From the tappet sockets, the oil flows through the
hollow pushrods to the rocker arm passages to lubricate
the rocker bushes. The valve stems are lubricated by an
oil spray (mist) from the rockers. The oil returns to the
crankcase from the rocker boxes through the pushrod
tubes, then back to the sump through the open centre of
the oil sump mounting flange.
A10
INDUCTIO N SYSTEM
Induction pipes
The induction manifold is attached to two long studs in
the crankcase lower flange. A square studded flange is
provided at the bottom of the manifold for attachment
of the carburetter. The air passage through the manifold
divides into two outleu, to which the induction pipes
are sealed by hose connections and clamps.
The two induction pipes sweep up to the top of the
cylinder heads, one to number 2 cylinder. the other to
number 3 cylinder. Flanges welded to the induction
pipes fit to the studded inlet port faces, while a 'Tee'
joint in each pipe continues onwards to feed numbers 4
and 1 cylinders.
Air intake and filter
The air intake housing which is secured to the bottom
flange of the carburetter, is shaped at its front end to
accommodat e the air filter element. The filter is secured
to the housing front flange by four slot headed pins
which are released by turning a quarter of a turn. A
sheet metal steady bracket ties the front end of the
intake housing to the manifold. A lever operated plate
valve is provided in the intake housing to permit hot air
to be admitted to the carburetter. A fuel drain tube is
welded to the bottom of the intake housing.
FUEL PUMP
When fitted, the 'AC' diaphragm fuel pump is provided
with an inlet and outlet elbow, a delivery pipe assembly
and a carburetter inlet elbow. The pump is fitted, wittr
the fuel dome upward, to the mounting face provided at
the front of the 1·3 side crankcase half. The pump
operating lever extends through the case opening and
rests on top of the camshaft eccentric. Rotation of the
eccentric operates the lever to give the pumping action,
check valves within the pump only allow fuel to flow to
the carburetter.
IGNITION SYSTEM
Plug leads
The 'Slick Electro' type 4001 magnetos fitted to the
engine, are equipped with radio shielded plug leads, the
four leads to each magneto entering the magneto at the
rear cover. At the sparking plug end of each lead, a nut,
sleeve and spring are fitted to make contact with the
sparking plug.
The four right-hand magneto leads are connected to
the four top sparking plugs and the four left-hand
magneto leads to the four bottom sparking plugs (see
Fig.D34J.
Switch wire terminals
The switch wire is secured to a stud on the magneto with
a hexagonal nut and spring washer.
Drive gears
Drive gears for the magnetos, are fitted on the sleeve of
the rotor shaft and retained by a nut, but they are free
to rotate on the sleeve. The drive is transmitted from the
gear to the impulse coupling, by lugs on the impulse
coupling loC3ting in slots in the gear web.
Overhaul Manual
Rolls-Royce Cm11nental lJght ~raaft Engmes
Chapter A
Impulse coupling - Operation
The impulse coupling is designed to perform two
important functions when starting the engine.
a. It restrains the magneto rotor prior to the breaker
opening position while the drive gear continues its
rotation, so retarding the spark.
b. It releases the rotor at approximately T.C. of the
engine piston, so allowing the coupling spring to
spin the rotor rapidly through its neutral position
and therby opening the breaken and producing a
strong spark at the cranking speed.
Two counterweighted latches in the coupling flange
assembly provide- the automatic spark retard. The upper
latch engages a stud in the housing and stops rotation of
the flange and rotor shaft. Further rotation of the batrel
1Bnsions the coupling spring until the barrel contacts the
latch and forces it inward and clear of the stud. At this
point the spring spins the flange and rotor through
neutral to produce the spark. When the engine is
running. the latch counterweights hold the pawl away
from the stud and the coupling spring drives the rotor in
the fully advanced position.
(
If an engine has been subjected to an excessive
ovenpeed of more than 3 300 r.p.m. for longer
than 10 seconds, this must be dealt with on an
individttal basis with the Rolls-Royce Motors
Specialist and Light Aircraft Engine Service Depart·
ment at the address quoted in the front of this
manual.
American pistons
All 0-240 A, 0 and engines with serial numben prior
to 40 R250 must not have American manufactured
pistons P/N 630687 installed as service replacamenu
until the machining operation shown in Fig. A 11 is
carried out at the next available engine strip down.
In the interim, it is permitted to install pistons
stamped with the name "Wellworthy" on the crown
and "Made in Brazil", ink stamped on the undenide.
Pistons without any markings must not be fitted.
e
Mecttinin9 lnatruotton•
Mechinecliemaer A. to depth 8 •t eech cylinder po11tion on the pc1ton uia
CARBURETTER
-
~
The carburetter fitted to the Q..240 engine is a 'Marvel Schebler' MA-3SPA up-draught float chamber type.
These carburetters have an accelerator pump linked
to the throttle which delivers extra fuel to enrich the
mixture when the throttle is opened rapidly. This
prevents fuel starvation during acceleration.
A manually operated mixture control is provided to
weaken the mixture at cruise conditions.
~
..
-~
Operation
.•
Engine priming is accomplished by operating the
throttle, which actuates the accelerator pump, to give a
rich mixture at the cylinder for starting.
Mixture is controlled by a lever operated variable port
which controls the fuel 8"ailable to the power jet.
SERVICE REQUIREMENTS
Oven peed
The following rules have been established when engines
have inadvertently experienced some degree of over·
speed for a very limited period of time.
To 3 000 r.p.m. for more than 10 seconds, or to
3 300 r.p.m. for less than 10 seconds
1. Drain oil. Inspect for contaminants in the oil,
screen and filters where applicable.
2. Remove the rocker covers and inspect valves,
springs, rocker arms, tappets, spring retainen,
push rods, etc.
3. Check all drives for excessive backlash.
If no problems are evidenced by the above
inspection, repeat Operation 1 after the next five
houn of flight time.
To 3 300 r.p.m. for more than 10 seconds, complete
Operations 1,2 and 3, and in addition:4. Remove all cylinder assemblies, rods and pistons.
5. Remove all counter weights.
6. Inspect all components and assemblies using the
methods laid down in the Overhaul sections of this
Manual.
When assembling, use new connecting rod bolts
and nuts.
A
4.1100.dia
• 0.020 ..
"'"'""-----£'. ·.. , , I
.. .',,.·,.., :
• •
.
• ... '
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FIG. A11 PISTON MACHINING ENGINES PRIOR TO 40 R250
Aircraft/Engine certification
The installation of the incorrect engine model i:tto an
aircraft will invalidate the type certification and could
result in the airworthiness authority grounding the
aircraft. It is therefore necessary for aircraft operators
to check out aircraft in their responsibility to ensure
these comply to the correct aircraft certification.
If it is found that an aircraft is fitted with the
incorrect Q.240 engine model, contact the nearest
Teledyne Continental/Rolls-Ro yce Motors Distributor
who is authorised to change the maximum continuous
rating of the engine.
This change must be recorded in the engine log
book.
A 11
,.-......
'
'
Overhaul Manual
Ralls-Royce· Cmunental Light Ndafi Engiles
Chap1er A
~
.§
CD
c:
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.5
-
i
....
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Section A2
SPECIFICATION
0-240-A-D-E
(
Data
Type of engine
Operating cycle
Number of cylinders
Type of cooling system
Number of mounting bolts
Diameter of mounting bolts
Cylinder bore
Piston stroke
Cubic capacity
Compression ratio
Firing order
Direction of crankshaft rotation
OveraU height
Overall length
Overall width
Minimum octane requirement
(Aviation fuel)
Horizontally opposed
Otto (4 stroke)
Four
Air cooled
Four
0.375 in. (9.525 mm.)
4.437 in. (11.269 cm.)
3.875 in. (9.843 cm.)
240.0 cu.in. (3933 cc.)
8.5: 1
1. 3. 2. 4.
Clockwise
23.312 in. (59.212 cm.)
29.835 in. (75.781 cm.)
31.400 in. (79.756 cm.)
100 LL
Centre of Gravity
Location ahead of crankcase rear
surface
Below crankshaft centre line
Performance
5.155 in. (13.094 cm.)
0.625 in. (15.875 mm.)
0-240-A
Maximum continuous speed
Maximum take-off speed
Maximum continuous power
Maximum take-off power
2800 R.P.M.
2800 R.P.M.
130 B.H.P.
130 B.H.P.
0-240-0
Maximum continuous speed
Maximum take-off speed
Maximum continuous power
Maximum take-off power
2600 R.P.M.
2800 R.P.M.
120 B.H.P.
130 8.H.P.
0-240-E
Maximum continuous speed
Maximum take-off speed
Maximum continuous power
Maximum take-off power
2650 R.P.M.
2800 R.P.M.
123 B.H.P.
130 B.H.P.
A13
Overhaul Manual
P.olls~ Continental
Light Naaft Engmes
Chapter A
Operating temperatures
Maximum cylinder head temperature
Maxi1num cylinder base temperature
Maximum magneto temperature
Maximum oil temperature into
engine
Minimum oil temperature at take-off
2400C. (464°F .)
1430C. (2sg<>f J
71oc. (1600F.)
11 Soc. (23goF .>
24°c. ( 7SoF .)
Operating pressures
Oil pressure at cruise R.P.M.
Minimum oil pressure at idle
Static fuel pressure at
carburetter
30 lb/sq.in. to 60 lb/sq.in.
(2.109 kg/r.q.cm. to
4.218 kg/sq.cm.)
10 lb/sq.in. (0.703 kg/sq.cm.)
6 lb/sq.in. (0.422 kg/sq.cm.)
Accessories
Carburetter
Engine mounting
Starter motor
Alternator
Magnetos
Number fitted
Sparking plug$
Number fitted
Gap setting
Marvel·Schebler type MA·3SPA
'Lord' rubber mountings
Prestolite E0-19508
Ford C&F-10300.C
Slick 4001
Two
Champion REM 38E • 8
Eight
0.016 in. (0.406 mm.)
Ignition timing
Right-hand magneto
Left·hand magneto
2QO 8.T.C.
200 B~T.C.
Valve timing
Inlet vaJve opens
Inlet valve closes
Exhaust valve opens
Exhaust valve closes
17'ho 8.T.C.
&n~o A.B.C.
sn~o
e.e.c.
17'ho A.T.C.
Valve gear
Valve mechanism
Tappets
Valve to rocker clearance
(operating)
Valve to rocker clearance
CTappets deflated)
Valve lift
Overhead
Hydraulic
Zero
0.030 in. to 0. 110 in.
(0. 762 mm. to 2. 794 mm.)
0.3557 in. (9.035 mm. J
Lubrication syS18m
Oil pump
Oil sump capacity
Average oil consumption
(lb/B.H.P./hour)
Gear type
5 Imperial quarts (6 U.S. quarts.
5.7 litres)
Up to 75% power 0.012
Above 75% power 0.015
Accessory drive speeds and rotation
Tachometer drive
Magneto drive
Oil pump driving gear
Starter motor armature
Alternator
Fuel pump
Vacuum pump drive
A14
1: 0.5
1:1
1 : 0.5
1 : 35.7
1 : 2.035
1 : 0.5
1:1
Clockwise
Clockwise
Anti-clockwise
Clockwise
Anti-clockwise
Reciprocating
Anti-clockwise
Overhaul Manual
Chap18r A
.
f
Weights of engine and equipment
!c
;E
Basic engine
Marvel-Schebler MA • 3SPA
Carburetter
Two magnetos complete with
screened ignition harness
assemblies (Slick 4001 )
Eight sparking plugs (Champion)
Starter motor
Alternator
Carburetter air intake and filter
assembly
Eight rubber mount bushings,
four steel waihers
Air freight shipping crate
Shipping crate
246 lb. (111.-58 kg.)
3.045 lb. (1.382 kg.)
10.816 lb. (4.971 kg.)
1.664 lb. (0.755 kg.J
12.480 1b. ua 141 kg.>
1o.725 lb. (4.865 kg.)
3.12 lb. (1.415 kg.)
0.4 lb. (0. 182 kg.)
70 lb. (31. 751 kg.)
142 lb. (64.410 kg.)
Optional equipment
AC Fuel pump
1.75 lb. (0:794 kg.)
(
A15
Overhaul Manual
Pats-P.oyce Continental light J\iaah Engmes
Chapter A
....
.
,.
. r
Chapter B
FUEL AND LUBRICATING OILS
(
\
Overhaul Manual
Rolls-Royce Cmunental l.Jght Maah Engines
Chap1er B
Chapter B
FUEL AND LUBRICATING OILS
(
FUEL
Type
0)
s;
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g
0
Specifications
Aviation grade
British
American
Octane rating
0. Eng. RD 2485
ASTM 0910·75 -C
100 LL
Warning
Do not, under any circumstances, use a fuel of a
lower octane rating than that specified.
Under certain ambient conditions of temperature/
humidity water can be supported in the fuel in
sufficient quantities to create restrictive ice formation
along various segments of the fuel system. To allev·
iate the possibil itv of this occurring, it is per·
missible to add lsopropol Alcohol to the fuel supply
in quantities not to exceed 3 percent of the total.
If approved for use in the aircraft fuel system by the
aircraft manufacturer, ethylene glycol monomethyl
ether compounds conforming to military specification
MIL·1·27686E, may be added for this purpose.
The ethylene gylcol monomethyl. ether compound
must be carefully mixed with the fuel in concentrations not to exceed 0. 15 per cent by volume.
Mixing of the EGM E compound with the fuel is
extremely important because concentration in excess
of that recommended (0. 15· percent by volume
maximum) can have a harmful effect on engine
components. Use only blending equipment that is
recommended by the manufacturer to obtain proper
proportioning.
All Teledyne Continental Moton/Rolls-Royce
Motors aircraft engines are to be operated only on
aviation grade fuel. If the specified fuel is not
available the next higher grade fuel must be used.
Automotive fuels are unsafe for use in aircraft
engines and must not be used under any circumstances
LUBRICATING OILS
This aircraft engine requires Aviation Quality lubricating
oil of an ashless dispersant (detergent) type.
Oils which comply with any of the following
specifications are suitable.
Teledyne Continental Motors Specification MHS ·
24a
British Specification D.Eng. RO 2450
American Specification Ml L·L·22851
The table below shows the recommended oil
viscosity for different temperatures. Where operating
conditions overlap the indicated ranges. use a thinner
grade of oil.
Temperature
Viscosity
s0 c. (41°F .)
Ambient air temperature above s0 c. (41°F .)
S.A.E. 30
!Ambient air temperature below
S.A.E. 50
Nata
For the initial 25 hours of operation the use of a
straight mineral oil that complies with one of the
following specifications is recommended.
British Specification
D. Eng RD 2472
American Specification
MIL·L.S082
A corrosion preventive oil conforming to:British Specification
OX 270
American Specification
Ml L·L·6529 Type 11
N.A.T.O. Specification
C 609
may be used to promote faster ring seating and oil
control.
Maximum temperature limitation of straight
mineral oils is 107°C (225°F).
Oil change period
1. On completion of the initial 25 hours running.
drain the straight mineral oil and fill with an
ashless dispersant (detergent, type oil. Refer to
Oil change procedure.
2. After a further 25 hours running. the oil should
again be changed.
3. Subsequent oi I changes shou Id be performed at
25 hour intervals when a screen type oil filter
81
Overhaul Manual
Rolls-Royce Continental light .Alaaft Engmes
Chapter B
system is fitted or at 50 hour intervals when a full
flow type filter system is fitted.
Note The oil change period should be reduced
if dust, humidity and other adverse
operating conditions are predominant.
Oil change procedure
1. Start the engine and run until the normal
operating temperature is reached.
2. Stop the engine and drain the oil.
3. Depending upon the type of oil filter fitted, use
one of the following procedures.
(a) Screen type
Remove the oil filter screen and check for foreign
particles; if satisfactory wash in clean fuel, dry
with compressed air and fit a new gasket. Fit the
oil filter screen and secure with lockwire.
New engines frequently show widely dispersed
metal flakes and lint on the first few oil changes.
This should disappear after a few changes but
if large amounts of metal are apparent it is an
indication of possible malfunction and should be
investigated thoroughly.
(b) Full flow type
Remove the oil filter bowl together with the
element and sealing ring. Discard the element and
sealing ring. Thoroughly wash the bowl with clean
fuel and dry. Fit a new sealing ring to the housing;
82
place a new filter element into the bowl. Fit and
secure the filter bowl to the housing.
4. Fit the sump plug using a new gasket and secure
with lockwire.
5. Fill the sump to the correct level with the
recommended oil (see Lubricating oilsl.
6. Start the engine and run until the normal
operating temperature is reached. Stop the engine
and check for oil leaks. Check the oil level in the
sump and top-up if necessary.
Cold weather operation
To prevent excessive cooling of the oil sump and
correspondingly high oil viscosity in cold weather, the
sump may be covered with an oil and fireproof lagging.
When stopping for prolonged periods in these
conditions it is advisable to drain the oil while it is still
warm and to warm the oil before returning it to the
sump.
Additives
The use of additives or concentrates are not recommended in any Teledyne Continental Motors/RollsRoyce Motors aircraft engines.
Whilst these additives and concentrates may be
benificial to automotive and industrial applications,
they are not compatible with air cooled I ight aircraft
engines in their operating environment.
.
/'
Chapter C
MINOR REPAIRS, REPLACEMENTS AND.
ADJUSTMENTS
(
\
.........
Overhaul Manual
Rolls-Royce Coounental ught ~rcraft Engines
Chapter C
Chapter C
MINOR REPAIRS. REPLACEMENTS
AND ADJUSTMENTS
using a small pipe wrench.
Broken studs may be drilled down the centre to
enable a splined extractor to be used. Measure the length
of the protruding portion of the stud to facilitate the
correct fitting of the new one.
Examine the coarse thread end of the stud before
discarding it in order to determine its size. Standard size
studs bear no markings. Refer to Figure C1 for oversize
stud icmntification.
Clean the tapped hole with a solvent then dry with a
blast· of compressed air. Examine the condition of the
threads, if they are not damaged fit the next larger size
of stud.
Castings
Any raised edges or nicks in a machined surface shoulc;
be removed using a fine grade carborundum stone.
Surfaces which are unobstructed. such as valve rocker
covers may be returned to true flatness by lapping on a
true lapping plate. Use a fine grade lapping compound
and move the casting in a 'figure a• movement taking
care not to rock the casting.
Stud renewal
If a stud is damaged and requires renewal. it should be
removed with a stud extractor. or carefully screwed out
Oversize on
Typical
Pitch Dia of
Part No.
Coarse Thread
(inches)
N
M
ID
N
ci
Optional
ldentif ication
Marks on Coarse Thread
Stamped
End
Machined
Identification
Colour
Code
.
xxxxxx
Standard
XXXXXXP003
0·003
XXXXXXPOOI
0•008
XXXXXXP009
0·009
XX>OOCXP007
0·007
XXXXXXP012
0•012
cri
~
None
®
@)
@)
@)
@)
None
Red
Blue
Green
Blue
Green
E 192
FIG. C1 STUD IDENTIFICATION CHART
Cl
Overhaul Manual
Rolls-Royce Contmemal Light Alaaft Engines
Chapter C
If the old stud was of maximum size, or the casting
thread was damaged, the hole may be reclaimed to
standard size by drilling and tapping to suit a Heli-Coil
insert.
When fitting a stud to a through hole. coat the coarse
threaded end of the stud with Wellseal' or its equivalent.
It is recommended that the new stud is dri·11en in
using a 'Tee'-handle stud driver. Turn the handle slowly
until the stud protrudes an equal distance from the
tapped hole, compared to the one removed.
Heli·Coil insert
A specially designed Heli·Coil insert is fitted to the
sparki"g plug holes. Any insert may be removed with the
aid of the Heli-Coil renewal tools.
Heli·Coil insert - To remove
1. Tap the extractor tool into the insert to
removed so that the sharp edges bite into
insert threads.
2. Tum the tool anti-clockwise and unscrew
Heli-Coil until it is clear of the hole: discard
insert.
be
the
the
the
Heli-Coil insert - To fit
1. Ensure that the threads in the tapped hole are
clean.
2. Withdraw the mandrel of the inserting tool.
3. Place the insert into the slot in the tool body with
the tang (bent end) toward the nosa of the body.
Note Care must be taken to ensure that only
notched type Heli-Coils are used.
4. Push the mandrel through the insert engaging the
tang in the slct at the end of the mandrel.
5. Wind the insert into the tapped nose of the tool
body until the end thread is level with the end of
the body.
6. Align the tool with the tapped hole which is to
take the insert.
7. Wind the insert clockwise until it is in position in
the tapped hole.The outer end of the insert should
lie just within the first thread of the hole.
8. Break off the driving tang using the Heli·Coil
break-off tool or long nosed pliers; remove the
tang.
Note When fitting Heli-Coil inserts do not turn
the insert anti-clockwise. No Heli·Coil
insert must be used twice.
Cylinder fin repair
Cylinder fins that are slightly bent may be straightened
using long nosed pliers.
Broken cylinder head fins may be filed smooth. A
cylinder head fin crack may be stopped by drilling the
fin, using a 0.187 in. (4.76 mm.) drill. The crack should
be removed by filing a vee shaped notch with the hole at
its ~pex or using the Burroughs cylinder head fin repair
set. All sharp edges should be removed. If such repairs
have reduced the total fin area by more than 10%, the
cylinder must be renewed.
Oil seal renewal
Oil seals may be removed
extractor. When fitting a new
in which the seal fits is clean.
smear the seal periphery with
C2
using a suitable oil seal
seal, ensure that the bore
Fit the oil seal dry. lightly
clean engine oil then press
the seal squarely into the bore. Ensure that the seal lip is
facing toward the source of oil.
Cylinder assembly - To remove
If the cylinder to be removed is either numbers 1 or 4,
cylinder numbers 3 or 2 respectively must be removed
first.
1. Unscrew and remove the sparking plug leads from
the cylinder to be removed.
2. Remove the induction pipes and exhaust pipes as
required.
3. Remove the rocker covers from the cylinder to be
removed, by unscrewing and removing the
retaining screws.
4. Turn the crankshaft until the valves of the cylinder
to be removed are both closed and the piston is at
the T .C. position on the firing stroke.
5. Turn down the ears of the rocker shaft
tab-washers; unscrew and remove the nuts together
with the tab-washers. retainers and shaft. Slide the
rocker shaft together with the rocker off the studs.
6. Withdraw the pushrods. Place the pushrods in a
numbered rack.
7. Press the pushrod tubes toward the crankcase until
the cylinder flange end is clear of its location in
the cylinder head. Pull the cylinder end of the
pushrod tube down and withdraw it from the
crankcase. Repeat this operation on the other
pushrod tube.
8. Remove the retaining nuts from the cylinder base
flange.
9. Cradle the cylinder in an arm and withdraw it
outwards. With the free hand hold the piston as it
leaves the cylinder to avoid damage to the
crankcase face (see Fig.D3).
10. Place cylinder base packings around the connecting
rod and fasten the other ends on to the cylinder
base studs as shown in Figure 04. This prevents
damage to the crankcase opening.
Caution Care must be taken when turning the
engine with one or more cylinder$
removed. Ensure all connecting rods are
free while turning the engine.
Cylinder assembly -To fit
When fitting the cylinders ensure number 1 cylinder is
fitted first on the 1·3 side and number 4 cylinder first on
the 2·4 side.
1. Ensure that the piston of the particular cylinder to
be fitted is in the T.C. position.
2. Lie the cylinder on its side and coat the bore
liberally with an anti-scuffing oil.
3. Fit the cylinder base packing on to the flange of the
cylinder.
4. Ensure that the piston ring gaps are staggered
around the piston.
5. Coat the skirt and rings of the piston with an
anti-scuffing oil.
6. Remove the cylinder base packings from the
connecting rod and fit the piston ring compressor
over the top three piston rings.
7. Cradle the cylinder in an arm and compress the
piston rings fully. Push the cylinder forward on to
the piston, taking particular care as each piston ring
is encountered.
8. Position the ring compressor over the bottom
piston ring (see Fig. 027}, compress the ring and
Rolls-Royce Cmanental lJght .Airaah Engmes
Overhaul Manual
Chapter C
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13.
14.
15.
push the cylinder fully over the piston. Remove the
ring compressor.
Ensure that the cylinder base packing is in place
and not twisted before seating the cylinder on the
crankcase face.
Fit and torque tighten the cylinder base nuts (see
Fig. C2), relative to size, as given in 'Chapter J Dimensional Data'.
Fit an 'O' ring to the cylinder end of the pushrod
tube•
Fit the spring to the crankcase end of the pushrod
tube; using a pushrod housing installer, compress
the spring. Fit a washer, packing and second washer
to the tube.
Fit the spring loaded end of the assembly into the
crankcase bore and align the opposite end with the
hole in the cylinder head flange.
Release the installer to allow the housing to enter
into place in the cylinder head. Remove the
installer.
Repeat Operations 11 to 14 on the other pushrod
tube.
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16. Fit the two pushrods into their housings, ensuring
that they are correctly located in the tappet
sockets.
17. Rotate the crankshaft until both the pushrods are
at their lowest position.
18. Lubricate the rocker shaft with clean lubricating
oil, insert into the rocker assembly and fit the
rocker and shaft over the cylinder rocker studs.
19. Fit the retainers to both ends of the shaft and
secure ·me shaft with the two tab.washers and nuts.
20. Check and if necessary adjust the retainers to
obtain an end float of between 0.005 in. and 0.010
in. (0. 127 mm. and 0.254 mm.).
21. Torque tighten the nuts to the standard torque
figures (see Chapter J - Dimensional Data). Check
the end float.
22. Bend the ears of the tab-washers to lock the nuts.
23. Fit the two rocker covers, using new or serviceable
gaskets and secure each cover with four plain
washers, lock-washers and setscrews.
24. Fit the induction pipes and exhaust pipes.
25. Fit the sparking plug lead nuts on to the sparking
plugs and finger tighten. Using a spanner, tighten
the lead nuts one quarter of a tum maximum.
Prevent the leads from becoming twisted during
tightening by holding the lead.
Piston and rings - To remove
1. Remove the cylinder assembly as described under
'Cylinder assembly -To remove' PageC2.
2. Remove the gudgeon pin and withdraw the piston
and ring assembly from the connecting rod.
Replace the gudgeon pin.
3. If it is necessary to remove the piston rings, use a
piston ring expander tool to avoid damaging the
piston lands as the ring is removed.
Piston and rings - To fit
1. Ensure that both the piston and piston rings are
the correct size for the cylinder.
2. Check and if necessary, adjust the piston ring gaps
to between 0.033 in. and 0.050 in. (0,838 mm.
and 1,270 mm.) for the top ring, 0.028 in. and
0.045 in. (0,711 mm. and 1,140 mm.) for the
second ring. Between 0.010 in. and 0.020 in.
PROPELLER -
-PROPELLER
L2911
FIG. C2 TORQUE TIGHTENING SEQUENCE
OF CYLINDER BASE NUTS
3.
4.
5.
6.
7.
8.
(0,254 mm. and 0,508 mm.) for the third ring
and between 0.020 in. and 0.030 in. (0,508 mm.
and 0,762 mm.) for the fourth ring. The gaps
must be checked with the rings in the cylinder
to which they are going to be fitted.
Lubricate the piston lands and rings· with an
anti·scuffing oil.
Carefully fit the rings to the piston spreading each
ring as it is fitted to avoid scratching the piston
ring land.
Position the ring gaps so that they are staggered
around the piston.
Just enter the gudgeon pin into the piston .
Fit the piston ensuring that the cylinder number
on its head is towards the front of the engine.
Push the gudgeon pin through the connecting rod
bush. to the centre position.
Fit the cylinder assembly as described under
'Cylinder assembly - To fit' Page C 2.
Valves - To remove
1. Remove the cylinder assembly from the engine as
descrihed under 'Cylinder assembly -To remove'
PageC2.
2. Remove the cylinder base packing from the
cylinder base skirt.
3. Using a cylindrical block of wood, placed inside
the cylinder to prevent the valves from dropping.
and a lever type valve spring compressor,
compress the valve spring sufficiently to permit
the removal of the tapered cotlets.
Note When compressing the valve springs,
take care to ensure that the washers
remain concentric and square with the
valve stem to avoid damage.
4. Detach the outer washer (inlet valve) or
'Roto-coil' (exhaust valve). valve springs and inner
wash.ir from the valve stems.
5. Hold the valve stems and lift the cylinder clear of
the wooden support.
6. Place the cylinder on its side and carefully stone
away any burrs on the valve stems, before
removing the valves, to avoid scoring the valve
guides.
7. If the valve seats require lapping, lightly lap using
a fine good quality lapping paste, then check the
seating using 'Prussian' blue.
Valves - To fit
1. Ensure that all parts are free from dirt and grease
then clean and coat the valve stems with 'Gredag
44' or its equivalent.
C3
Overhaul Manual
Rolls·Royce Conunental light #Vaaft Engines
Chapter C
2. Lie the cylinder on its side and insert the valves.
3. Check that the valves are in their correct positions
and are seating correctly.
4. Lift the cylinder assembly on to the fixture (see
Fig.D6) ensuring that the valves do not slide out
of the guides.
5. Place the inner washer, inner and outer valve
springs and the outer washer (inlet valve) or
'Roto·coil' (exhaust valve) in position over the
valve stems.
6. Using the valve spring compressor, compress the
valve springs and fit the retaining collets.
Ensure that the colle ts are correctly
positioned before releasing the pressure from the
springs.
Note When compressing the valve springs,
ensure that the washers remain
concentric and square with the valve
stem to avoid damaqe.
7. Check that a minimum clearance of 0.020 in.
(0,508 mm.) is maintained between the exhaust
rocker arm and the 'Rotocoil'. This clearance
must be checked with the valve in the closed
position and the foot of the rocker in contact
with the valve stem tip (see Fig. C3).
To obtain the specified clearance, grind across
the forged flash on the underside of the rocker
arm. Grinding must not exceed a width of
0.343 in. (8,70 mm).
If the required clearance cannot be achieved
without exceeding the width stated, the rocker
arm must be replaced.
A magnetic particle inspection must be carried
out after the grinding operation.
8. Lift the cylinder off the fiAture and stand it
upright on a bench.
9. Strike each valve stem tip sharply with a nylon
mallet to correctly seat the retaining collets.
10. Fit the cylinder assembly as described uncle•
'Cylinder assembly - To fit• Page C 2
Hydraulic tappet - To remove
FIG. C3 ROCKER ARM CLEARANCE DIMENSION
A. Minimum gap 0.020 in. (0,508 mm.)
B. Ground width must not exceed 0.343 in. (8,70 mm.)
1. Remove the exhaust pipe a& required.
2. Remove the rocker cover from the cylinder to
which the tappet is to be removed.
3. Bend down the ears of the tab-washers and
remove the nuts, wash1:rs and retainers securing
the rocker and shaft. Slide thl:! rocker shaft
together with the rocker off its studs.
4. Withdraw the pushrocl and place in a numbered
rack.
5. Press the pushrod ·tube towards the crankcasl:!
until the cylinder flange end is clear of its
location in the cylinder head. Pull the cylinder
end of the pushrod tube down and withdraw it
from the crankcase.
6. Slide the hydraulic tappet from its bore.
Hydraulic tappet - To fit
FIG. C4 CARBURETTER DETAILS
1. Accejerator pump stroke ·
Long stroke position
2. Accelerator pump stroke·
Short stroke position
3. Accelerator pump stroke·
Medium stroke position
C4
4. Mixture control lever
5. Throttle control lever
6. Throttle stop screw
7. Idle mixture
adiustment screw
1. Slide the hydraulic tappet into its bore.
2. Fit the ·o· ring to the cylinder end of the pushrod
tube.
3. Fit the spring to the crankcase end of the pushrod
tube. Usmg the pushrod housing installer
compress the spring. Fit a washer. packing and
second washer to the tube.
4. Fit the spring loaded end of the assembly into the
crankcase bore and align the opposite end with
the hole in the cylinder head flange.
5. Release the installer to .311ow the housing to enter
into place in the cylinder head. Remove the
instaUer.
6. Repeat Operations 2 to 5 on the otht!r pushrod
tube if required.
7. Fit the pushrod into its housing ensuring that it is
correctly located in the tappet socket.
Overhaul Manual
Rolls-Royce Cmanental light ~rcraft Engines
Chapter C
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8. Rotate the crankshaft untiJ the pushrod is at its
lowest position.
9. Lubricate the rocker shaft with clean lubricating
oil, ·insert into the rocker assembly and fit the
rocker and shaft over the cylinder rocker studs.
10. Fit the retainers to both ends of the shaft and
secure the shaft with two tab-washers and nuts.
11. Check and if necessary adiust the retainers to
obtain an end float of between 0.005 in. and
0.010 in. (0.127 mm. and 0.254 mm.) .
12. Torque tighten the nuts to the standard torque
figure (see Chapter J - Dimensional Data). Check
the end float.
13. Bend the ears of the tclb-washers to lock the nu ts.
14. Fit the rocker cover, using a new or serviceable
gasket and secure with the retaining screws, plain
washers and lock-washers.
15. Fit the exhaust pipe and secure.
Carburetter - To remove
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1. Close the fuel supply, then disconnect the supply
line from the carburetter fuel inlet.
2. Slacken the clamp screw in the carburetter
throttle lt!ver swivel positioned on the right-hand
side of the carl.Juretter. Pull the control cable
from the swivel.
3. Disconnect the control r.able or rod from the
mixture control lever; this lever is positioned at
the rear of the carburetter.
4. Remove the carburetter heat valve control cable
clamp from its support at the rear left-hand
corner of the intake housing. and remove the
control cable end from the valve lever.
5. Remove the air filter from the intake housing.
6. Remove the lockwire from the heads of the two
bracket screws inside the intake housing.
7. Remove the two support bracket screws, the four
nuts, lock·washers and plain washers attaching the
intake housing to the carburetter. Remove the
intake housing.
8. Unscrew and remove the four carburetter
retaining nuts, lock-washers and plain washers
then remove the carburetter and gasket from the
manifold.
Carburetter - To fit
To fit the carburetter reverse the procedure given for its
removal noting the following points.
1. Fit the carburetter on to the manifold with the
throttle lever on the right-hand side.
2. Secure the two support bracket screws with
lock wire.
3. Replace the air filter using a new or serviceable
gasket, making sure that each stud is fully home
before turning to lock.
4. When re-connecting the throttle, mixture and air
heat valve controls, test for full range of
operation. Adiust if necessary.
Carburetter adjustments
Idle mixture and speed
1. To set the approximate pos1t1on of the idle
mixture adiuster, screw the adiustment screw in
until it is felt to contact its seat; care should be
taken not to over-tighten the screw otherwise the
seat may be damaged. Unscrew the adjuster J~ to
1 complete turn.
2. Start and operate the engine until the normal
operating temperature is reached.
3. Set the throttle stop screw to obtain an idle speed
of approximately 550 r.p.m.
4. Slowly turn the idle mixture adjustment screw
anti-clockwise (approximately 1.-e of a turn at a
time) until the engine starts 'hunting' thereby
indicating a rich mixture. Turn rhe adjustment
screw in (clockwise) slowiy until the engine starts
to run irregularly (weak mixtureL This operation
will determine the adiustment range.
5. From this position turn the adiustment screw out
(anti-clockwise) slowly to obtain the position
which gives the richest mixture while still
retaining smooth engine running.
6. Re·adiust the throttle stop screw to give an idle
speed of 550 r.p.m.
Accelerator pump stroke
If any hesitation is experienced during acceleration, the
accelerator pump stroke may require adjustment. Three
positions for the link are provided on the throttle shaft
crank (see Fig. C3).
Normally the link will be fitted into the number 3
position as shown in FigureC3. To increase the tuel flow
for acceleration, the link should be fitted in the number
1 position, similarly to reduce fuel flow, the link should
be fitted to number 2 position.
Ignition
harne~
assembly - To remove
1. Unscrew and remove the sparking plug leads.
2. Unscrew and remove the rocker cover screws and
the two starter motor nuts which secure the lead
retaining clips.
3. Unscrew and remove the three slot headed screws
securing the magneto end cover to the magneto.
Remove the cover from the magneto.
Ignition harness assembly - To fit
To fit a new magneto harness assembly reverse the
procedure given for its removal noting the following
points.
1. Ensure that the correct harness assembly i.e.
left·hand or right·hand is fitted to the
corresponding magneto. The magneto end cover
and sparking plug nuts are marked left or right for
identification.
Note To remove and fit a magneto refer to
'Chapter D Sections 01 and 05'.
Alternator - To remove
It is essential to disconnect the battery leads prior to
carrying out any work on the alternator.
1. Disconnect the electrical connections from the
rear of the alternator.
2. Unscrew and remove the three nylon lock-nuts
and plain washers securing the alternator to the
accessory case.
3. Remove the alternator.
Alternator - To fit
To fit the alternator reverse the procedure given for its
removal noting the following points.
1. The electrical system ot this engine 1s negative
earth, therefore whenever a replacement
alternator is fitted to an engine ensure that it is
the correct earth polari tv.
cs
Overhaul Manual
Roils~
Continental light Naaft Engines
Chapter C
2. When connecting the battery leads. care should be
taken to ensure that the negati'll'e terminal is
connected to earth.
3. Under no circumstances must the alternator field
be polarised as with O.C. generators. Care must be
exercised to ensure that the alternator is not
inadvertently operated with the field energised
and the output terminals disconnected as this will
cause serious damage to the output diodes.
Starter motor -To remove
1. Disconnect the battery leads to prevent the risk
of a short circuit.
2. 0 isconnect the lead from the starter motor
terminals.
3. Unscrew and remove the three nuts, plain washers
and lock-washers, support the starter motor and
unscrew. then remove the two long bolts which
are screwed in from the crankcase end; remove
the starter mo tor.
Starter motor - To fit
To fit the starter motor reverse the procedure given for
its removal, noting the following points.
1. When ordering a new starter motor it should be
noted that the gear, clutch and pinion will be
supplied separately.
2. The solenoid is mounted at some convenient
point on the airframe. .
Crankshatt·on seal - To install
Stretch over seals
1. Remove propeller and old oil seal assembly.
2. Clean all surfaces thoroughly to ascertain no
foreign material remains on the shaft or in the seal
counterbore.
3. Wash the area with solvent.
4. Check that the propeller mounting flange is free of
bum which would damage the new seal during
installation.
5. Remove the top sparking plugs to allow even rotation of the engine. Wrap a piece of very fine emery
cloth around the crankshaft. Rotate the engine
using the starter to remove any plating in the area
shown in Fig. CS.
The finish should be uniform with no lines
(emery marks) on the surface.
6. With the shaft static, use a strip of 180 grit emery
cloth approximately·% inch (12.7mm) wide to
apply a helix of emery marks to the surface. Work
a quarter of the circumference indicated in Figure
CS, at a time. Stroke the cloth outwards towards
the propeller flange in the direction of engine rotation, (anti-clockwise) looking from the front to the
rear of the aircraft. Use maximum hand pressure.
ca
7. On completion of the first quarter, turn the crank·
shaft to bring the next quarter into a working
position. Apply the same emery pattern until the
complete circumference is covered.
8. Clean the shaft as described in Operation 2.
9. Use the oil seal assembly from the relevant Parts
Catalogue consisting of an oil seal, retainer ring
and a spring 7.828 in. (19.88 cm) long.
10. Wrap the spring around the crankshaft in the seal
area. Join by turning the spring ends in an unwinding direction then place together and allow the
tapered end to wind into the other end.
11. Oil the propeller flange, shaft and the inside diameter of the seal with S.A.E. 50 engine oil. The
seal is to be stretched over the propeller flange and
must not therefore be split.
12. Place a lightly oiled plastic bag over the propeller
flange to further protect the seal lip, then squeeze
the seal until egg-shaped and work over the bottom
of the flange, groove side up. Carefully move the
seal upwards and over the flange. Remove the
plastic bag.
A tool is available for stretching the seal and
can be obtained from the Borrough's Tool and
Equipment Company, 2429 North Burdick Street,
Kalamazoo, Michigan, U.S.A.
13. Install the reinforcing ring, working the outside diameter of the seal over the ring to ensure a snug fit.
14. Seat the spring in the cavity in the seal.
15. Apply a thin coat of Permatex to the outside diameter of the seal.
16. Using thumb Pl'8SS\lre only, force the seal into the
counterbore.
17. Once the seal is in place, wipe away any oil from
the seal and shaft.
18. Spray ihe exposed portion of the shaft from which
plating has been removed, with an aluminium
primer.
Sparking plugs
A sparking plug with a gap of between 0.015 in. and
0.018 in. (0,381 mm. and 0,457 mm.), or between
0.019 in. and 0.022 in. (0,483 mm. and 0,559 mm.) are
optional to the installation.
The plug with the larger gap is recommended for
improved starting and idling characteristics. Plug data
can be found in current FAA and spark plug manufacturer's listings.
When more than one reai range is listed, the
colder plug is recommended unless extended low power
operation or engine condition result in spark plug
fouling.
Note that the colder the plug, the higher the
IM EP rating.
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Chapter D
ENGINE OVERHAUL
SECTION
(
PAGE
01
Dismantling the Engine
01
02
Cleaning of Components
07
03
Inspection
D 11
04
Salvage of Components
019
05(a) EngineAssemblyAssembly of Major Components
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D5(b) EngineAssem blyFinal Assembly
029
Rolls-Royce Cm unental l.Jght ~rcraft Engines
Overhaul Manual
Chapter D
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Chapter D
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ENGINE OVERHAUL
Section 01
DISMANTLING THE ENGINE
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Before commencing to dismantle the engine, ensure that
any necessary workshop tools and storage racks are
available. Information concerning workshop tools will be
found in Chapter K. Suitable storage racks, with trays
provided to avoid the mixing of components (see Fig.
Dll . should be obtained if not already available. These
racks and trays are required for the separation and
identi fication of components which must not be
interchanged. Plastic trays are most suitable for this
purpose, reducing the risk of damage to components.
Engines which are 'time-expired', or have operated
for a lengthy period of time, may require a preliminary
cleaning to remove any accumulation of dirt or oil
deposited on the external su rfaces. Items such as the
alternator, starter motor and magnetos, which might
have their further operating efficiency impaired during
the cleaning operation, must be removed before
cleaning.
It is recommended that, during overhaul of the 0-240
engine, the following procedure be adopted. Using this
procedure, it is possible to overhaul an engine with the
minimum delay. Throughout the overhaul, a record
should be kept of all non-standard, missing or damaged
items, and a complete dimensional check carried out at
the inspection stage.
1. Carry out a visual inspection immediately on
receipt of the engine, making a list of
non-standard, missing or damaged items and
record the details on a chart, similar to the one
shown on PagaD2. The chart is for guidance only
and cannot be obtained from Rolls-Royce.
2. Mount the engine on a turnover stand (see Fig.
D2) and check for external damage or oil leaks;
note the condition of oil pipes, petrol pipes, and
all electrical cables.
3. Carry out Operations 1 to 12 as detailed under,
'Preliminary dismantling'.
4. Make a further inspection, recording signs of
damage or cracks, and details of loose or missing
studs, nuts and bolts. Check the timing of the
magnetos and record the setting, hand , type,
serial number and part number.
5. Dismantle the engine as described in 'Dismantling
into major groups '.
6. Clean the dismantled engine as described in
'Chapter D, Section D2'.
7. Carry out a full dimensional check of all
components.
8. Crack test as required (see Chapter D. Sect ion
D3).
(a) PRELIMINARY DISMANTLING
1. Moun t the engine on a transportation stand wi th
a rotating bed.
2. Remove the two long through bolts and the three
nuts and washers securing the starter motor and
adapter plate. Remove the starter motor and
discard the gasket.
3. Remove the three nylon lock-nuts and plain
washers securing the alternator to the accessory
case; remove the alternator.
4. Detach the leads from the sparking plugs. Remove
FIG. 01 STORAGE RACKS ANOTRA YS
01
Overhaul Manual
Rolls-Royce Contmental l.Jght Ncraft Engines
Chapter D
CIRCULATION:
ENGINE TYPE
ORDER N O . - - - - - - - - - - - - - -
SERIAL NO - - - - - - - - - - - - - - S P E C . NO. - - - - - - - - - - - - - - RECEIVED
DATE RECEIVED
NOTE NO. - - - - - - - - - - - - - - CUSTOMER - - - - - - - - - - - - - - - - - - - - - - -
REASON FOR RETURN _________________________ ___________
TOTAL HOURS SINCE N E W - - - - - - - - - - - SINCE O/H
TYPE OF WORK
MAGNETOS
PINO.
SERIAL NO.
TYPE
TIMING
SETTING
R/H
L/H
STARTER MOTOR PINO.
SERIAL NO.
ALTERNATOR
PINO.
SERIAL NO.
CARBURETTER
PINO. - - - - - - - - - SERIAL NO.
A/C FUEL PUMP
PINO.
SERIAL NO.
SPARKING PLUGS PINO. - - - - - - - - - - -
the rocker cover screws which secure the lead
retaining clips. Remove the two nuts. retaining
clamps and washers retaining each magneto and
withdraw the magnetos together with the
harnesses away from the engine.
5. Remove the fuel delivery pipe by unscrewing the
union nuts at the fuel pump and carburetter.
6. Tum the four locking studs retaining the air filter
element a quarter of a tum anti-clockwise, to
release the filter element and gasket. Remove the
lockwire from the heads of the t'NO bracket
screws inside the intake housing. Remove the two
support bracket screws. four nuts. lock-washers
and plain washers retaining the air intake to the
carburetter lower flange; remove the intake
housing. Remove the carburetter by unscrewing
and removing the nuts, lock-washers and plain
washers securing the carburetter to the induction
manifold.
7. Check that the oil has been drained from the
engine oi I sump. Remove the oil sump, by
unscrewing the nylon lock-nuts attaching the oil
filler neck to the crankcase lower mounting boss.
Unscrew the six nylon lock-nuts attaching the
sump flange to the crankcase and accessory case.
02
8.
9.
10.
11.
12.
Lower the sump carefully so as not to damage the
oil suction tube.
Release the lockwire from the suction tube
hexagonal portion and unscrew the tube.
Clean the engine using a petroleum solvent (e.g.
paraffint and a brush.
Remove the rocker covers from all cylinders by
removing the four setscrews. This will enable all
residual oil to drain away before the actual
commencement of engine dismantling.
Unscrew and remove the two nuts and washers
retaining the fuel pump to the crankcase. Spring
force on the fuel pump operating arm will force
down the arm, but this pressure should be resisted
to avoid damage to the stud threads.
Any lockwire or split pins accessible at this stage
should now be removed:
Note All lockwire, split pins, lock-washers,
nylon lock·nuts. gaskets, oil seats and
synthetic rubber pans must be
immediatef v discarded and not used
again. The very nature and function of
these items makes them completely
unsuitable for use on more than one
occasion. Always ensure that all pieces
Rolls-Royce Cmtineiual light Ncraft Engines
Overhaul Manual
Chapter D
Accessory case
1. Bend down the ears of the tatJ.washers on the oil
pump cover attachment screws.
2. Remove the screws and washers securing the oil
pump cover; detach the cover. Do not remove the
dowels.
3. Lift out the oil pump driving and driven gears.
Cylinders
1. With a cylindrical block of wood (see Fig. D6f
placed inside the cylinder to prevent the valves
from dropping, use a lever type valve spring
compressor to compress the valve springs
sufficiently to permit removal of the tapered
collets.
Note When compressing the valve SQrings,
ensure that the washers remain
concentric and square with the valve
stem to avoid damage.
2. Detach the outer washer (inlet valve) or
'Roto·coil' (exhaust valve), valve springs and inner
washers, from both valve stems.
3. Hold the valve stems and lift the cylinder clear of
the wooden support.
4. Place the cylinder on its side and before removing
the valves, carefully stone away any burrs on the
valve stems, to avoid scoring the valve guides.
(
Q
,....
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Hydraulic tappets
Hydraulic tappets (seeFig.030) are selectively fitted and
parts are not interchangeable. The dismantling must be
carried out immediately prior to the tappet being
cleaned, inspected, assembled and fitted into the engine.
1. Stand the tappet on its flat and; using a small
screwdriver, carefully extract the retaining ring
from the body groove.
A pushrod may be used to press down the
socket until the retaining ring has been removed.
2. Invert the tappet in order to remove the socket.
3. Insert a finger into the plunger bore; withdraw
the plunger, spring and check valve assembly.
If the plunger cannot readily be dislodged,
place the tappet on a flat surface, hold down the
plunger and carefully remove the deposit inside
the bore. If this does not free the plunger, or if
the plunger is seized by score marks, fit a new
assembly and discard the old one.
4. Detach the spring by turning as if to unwind it, at
the same time pulling it outwards.
Take care not to distort the spring during this
operation.
5. Slacken the check valve cage by gently levering
against the plunger shoulder with a small
screwdriver.
Do not flip off the cage but, after slackening
it, carefully remove it from the plunger together
with the check valve plate.
Oil squirt nozzle and screen
1. Using a small hacksaw cut off the section of the
nozzle which protrudes from the casing. Remove
any burrs.
2. Using an aluminium drift of approximately 0.090
in. (2.29 mm.) diameter. tap the nozzle and
screen from the bore.
\
·...
05
Rolls-Royce Caitinental Light ~raaft Engines
Overhaul Manual
Chapter D
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· . Section D2
CLEANING OF COMPONENTS
Introduction
Caumc stripping bath
CJeaning materials and processes generally used in
aircraft engine overhaul workshops which conform to
the Air Registration Board requirements are suitable for
cleaning 0-240 engine components.
This section gives the recommended methods to
obtain the most satisfactory results. bearing in mind the
particular requirements of each component.
It is not intended to give a complete list of cfeaning
materials but to give the general cJass of cleaning
material which may be used; where applicable, warning
will be given of any harmful effects produced.
This procedure must only be used on ferrous
components.
To remove hard deposits from ferrous parts, caustic
strippers, if carefully controlled, may be used. The
stripping bath should contain a solution of caustic soda
and water, approximately 6 oz. (170 gm.) of caustic
soda being added for each gallon (1.2 U.S. gal •• 4.54
litres) of water.
Pre-soaking in a bath of paraffin or equivalent
mineral spirit solven~ may be advantageous but is not
essential. The caustic bath should be maintained at ·a
temperature of 93oc. (200oF.). and the components to
be cleaned should be placed in stainless wire mesh
containers, to permit free circulation of the solution to
all surfaces. Immersion should only be long enough to
soften and loosen the deposits.
Immediately the components are removed from the
stripping bath, they should be thoroughly rinsed in hot
water to remove all traces of caustic solution. On
completion of the rinsing process, dry thoroughly.
If the components are not to be inspected
Immediately they should be protected by dipping in a
corrosion preventive compound.
CLEANING MATERIALS ANO PROCESSES
Mineral spirit solvents
Paraffin, not normally called a mineral spirit. belongs to
this class of solvent. Any grease SC>lvent, such as paraffin,
will be satisfactory. for general degreasing when only
loose solid or tiquid deposits are to be removed,
providing that the solvent used has no chemical reaction
with aluminium, magnesium, bronze or steel.
The cleaning operation will be more effective if the
component is immersed in a bath of paraffin. This will
soften any hard deposit before the application of other
cteaners, the immersion time being kept to the minimum
required to remove the deposits.
Paraffin may be usefully contained in a tank
equipped with a pump and spray gun. A bristle brush
may be used when removing particularly stubborn
deposits of oil or sludge.
Vapour degreasers
Vapour degreasers such as trichlorethene (e.g. Gen!denet
are frequently contained in a specially designed tank
which vaporises the liquid. This vapour, in addition to
removing oil and sludge, will remove any existing paint
or varnish so leaving a clean surface for repainting if
required.
This type of deaning has a drying and hardening
effect on carbon deposits.
Inhibited mild alkaline cleaners
If alkaline cleaning. materials are to be used to remove
hard deposits from aluminium parts, they must contain
inhibiting additives to control their attack on the metal.
Control of the deaning action is necessary to enable the
components to be cleaned· and removed before a
chemical action with the metal takes effect.
The cteaning action is usually faster if the
components are pre-soaked in a mineral spirit bath.
Aluminium components should not be allowed to
remain in the bath any longer than is necessary to
remove the hard deposits. A wire mesh container should
be used to allow circulation of the solution to all
surfaces. A temperature of 93oc. (200oF .) should be
maintained to promote rapid action, while mechanical
agitation of the solution is desirable to prevent
stagnation of the liquid and to carry away loosened
foreign maner.
07
Overhaul Manual
Roils.ffoyce Conunental Light .Aiaaft En~nes
Chapter D
Immediately the components are removed from 1he
tank. all traces of the alkali must be removed. preferably
by directing a jet of wet steam to their surfaces. Finally
dry the components using dry compressed air.
No18 Ensure. that all traces of alkaline cleaner are
removed from the cleaned components.
otherwise any alkaline allowed to come into
contact with the engine oi I may cause
contamination.
Carbon solvents
A number of chemical preparations are marketed for the
purpose of dissolving and softening carbon deposits {e.g.
'Ardrox 666"). The efficiency of these chemicals is
dependent upon the method bf application and the
physical nature of the deposit.
Thesf materials are designed to be used either as a
cold soaking bath or as a hot bath; mechanical agitation
accelerating th~ action. The manufacturers
recommendations of immersion time should be strictly
observed to prevent the solvent from attacking the
metal.
A prelimiAary immersion in a trichlorethene vapour
degreaser is recommended.
After removal of the carbon deposit. remove the
components from the solvent and rinse or spray them
with mineral spirit. A wire brush or other coarse abrasive
rTKJst not be used.
METHOD OF CLEANING SPECIFIC
COMPONENTS
Discolouration of the gudgeon pin bushes need not
be removed.
Abrasive cloth or paste should not be used.
Push rods
The pushrod oil passage must be clear. Flushing through
with a mineral spirit then applying compressed air is
usually sufficient to clear any obstruction in the passage.
If diificulty is experienced the pushrod should be
renewed.
Rocker arms
During cleaning flush through the oil passages to ensure
oil flows through the bushes and oil squirt holes. The
exterior surfaces can, in most cases. be cleaned with a
mineral spirit solvent. but in extreme cases. stubborn
deposits may be removed using a carbon solvent. .~II
traces· of the carbon solvent must be removed after
cleaning.
Hydraulic tappets
To ensure that the bodies. plungers and sockets. are not
interchanged with those of other tappets, the
components from each tappet assembly should be kept
together and not mixed with components of other
tappets.
To eliminate the risk of foreign matter coming into
contact with the component surfaces. the cleaning
process should be followed immediately by the
assembly. testing and fitting of the tappets.
Crankcase
Pistons and gudgeon pins
Crankcase half castings may be cleaned by brushing or
by spraying with mineral spirit. immersion in a mild
alkaline cleaning bath or by the vapour degreasing
method when available.
Although the mild alkaline cleaner or vapour
degreasing methods give the required results. it is
desirable to flush through the oil galleries and check the
flow from all the oil holes. If however •. an alkaline
cleaner is used. the alkali must be removed from oil
passages, corners and rough surfaces of the castings as
described under 'Inhibited mild alkaline cleaners'.
After cleaning, the oil passages should be blown out
and all surfaces dried using dry compressed air.
The dimensions of machined surfaces are critical and a
smooth finish is essential. The use of scrapers, emery
cloth, buffing wheels or polishing compounds \.vould be
detrimental to the components. and therefore must not
be used.
Hard carbon deposits may be removed using a carbon
solvent. but extremely hard deposits on the piston heads
mav be removed by fibre blasting if care is taken to
protect the other areas of the piston.
Oil varnish must be removed from the piston ring
grooves. Light scoring of the piston skirt may be
removed by stoning. but only to the extent of removing
the raised edges to permit dimensional inspection;
heavily burnt or scored pistons should be discarded. On
completion of the cleaning and stoning operations, spray
the piston with solvent and dry thoroughly with
compressed air.
Gudgeon pins with the pressed-in end plugs should be
cleaned with a mild alkaline cleaner.
• Crankshaft
To clean the crankshaft. spray or brush with mineral
spirit solvent paying particular attention to tapped holes,
bores. threads and oil holes.
Camshaft
The camshaft should be oleaned with a mineral spirit
solvent paying particular attention to tapped holes and
recesses.
Oil varnish or carbon may be more stubborn and if
removal proves to be difficult using this method use
either a caustic stripper or carbon solvent.
Connecting rods
A mineral spirit solvent may be used to clean the
connecting rods. but if this does not complete the
operation thoroughly. a carbon solvent should be used.
Do not scrape or use a wire brush to clean the
connecting rods.
08
Cylinders
The following procedure is recommended for cleaning
the cytinder assemblies.
.
1. Soak the cylinders in a bath of mineral spirit to
soften the carbon deposits.
2 Spray with mineral spirit to loosen the deposits.
3. The cylinders should then be immersed in a bath
of mild alkaline cleaner. Lie them on their sides
to permit circulation and agitation of the liquid.
4. Remove the cylinders from the tank and spray
with a steam jet or mineral spirit to remove all
traces of alkali.
If the cyf inders are to stand for any length of
Rolls-Royce CmUl1ental Light ,6lrcraft Engines
Overhaul Manual
Chapter D
(
time, spray them with a corrosion preventive oil
mixture.
5. When the cylinders are dry, vapour blasting may
"O
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be employed to remove hard carbon deposits
from the combustion chamber but the cylinder
walls must be protected and the valve guides
plugged. Similarly deposits may be removed from
the rocker boxes and valve chambers if all other
machined surfaces are suitably protected.
6• After blasting all abrasive materials must be
removed by flushing or spraying with a mineral
spirit solvent.
7. Coat all surfaces with a corrosion preventive oil.
Valves
A carbon solvent may be used to loosen the carbon
deposit, after which the deposit should be scraped off
the valve heads. Oil varnish can be removed by
immersion in a caustic stripping bath.
(
Oil sump
To remove sludge, fill the sump with a mineral spirit
solvent and allow the sump to soak. Drain the spirit
from the sump and spray both the interior and exterior
with the solv.,t to complete the cleaning operation. The
sump should then be dried thoroughly with compressed
air and protected with a film of corrosion preventive oil.
Oil coolers
Oil cool.-s are air frame mounted pans and must be
cleaned in accordance with the manufacturers
instrudionL
Small components
All nuts, screws and other small components may be
cleaned efficiently with a mineral spirit solvent. Threads
should be kept free of oil and dirt to permit inspection.
Storage
Immediately after cleanjng, steel parts should be Sl'f8yed
with, or dipped in clean engine oil. For periods
exceeding one week a mixture of engine oil and a
corrosion preventive oil should be used.
Bearings should bl wrapped in wax paper and all
parts should be wrapped or covered to protect them
from dust while awaiting inspection.
09
Overhaul Manual
Chapter D
Ro{ls-Royce Con1inental light Naaft Engines
Aoilrioyc8 Cmtinental Light Aircraft Engines
Overh aul Manu al
Chap ter D
,'
Section 03
INSPECTION
Definiti ons
0
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Betow are some of the terms used in this S!ction to
describe various defec:s.
1. Abrasion : Wght scoring or scntchin g caused by
direct contact and friction bet'Neen two pans.
Also caused by cleaning with abrasive materials .
2. Burning: ~applied to valve heads, this is caused
by high temperat ure gases escaping past the valve
>
0
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3.
4.
5.
6.
7.
a
9.
10.
11.
faces.
· In other instances it indicates dr.1wing the
temper of :iteeJ to a soft (blue) condition as a
result of overheati ng in absenc:s of lubriC3tion on
moving sur.facas. such as gear teelh subjected to
high load.
Burrs: Sh~. rough, upstandin g edges.
CorTosion: Rust (oxidatio n) or deteriora tion of
metal, leaving a rough uneven surfacs.
Deformed: Aay deparcure from original shape,
e.g. bends, twists, warping, elongatio ns, crushing,
flattening , peening or indentation.
M-et'ting: Vibration of or against a mating surlaca
causing a pattern of straight or intersecti ng lines.
Elongatio n: An increase in length.
Pitting: Small, deep cavities in a surface.
Q)Cidation: A chemical combinat ion of a meta•
with oxygen.
Run-out: EccentricitY, generally indicated by a
dial test indicator .
Scoring: Deep scratches caused by friction o·r
abrasive particles.
INSPECTION METHO DS
General Inspection before dismantling
A prelimina r1 general inspectio n prior to external
washing should indicate external damage, oil leaks, the
condition of the oil and pe·crol pipes (check for chafing,
cracking, indenting . etc.) and eleCtrical cables (check for
chafing and insulaticn c.-acks).
Inspection after extemaf washing should include
checks for any parts damaged . cracked, loose or mi~ing
studs, nuts and bolts.
General Inspection after dismantJing
A prelimina ry inspectio n after dismant1ing of all parts
will indicate whether any are deformed , corToded ,
scored, pitted or otherwisa damaged beyond repair.
Careiuf inspectio n of each item should be performe d
to deterrr.in e the need for minor repair. These include
stoning to remove burrs, fretting, pitting. scoring, etc.
Care must be taken to inspect the condition of threads
for damagtL
Inspectio n for cracks is a difficult operation ; the aid
of a magnifying. gJass wi II help, however crack testing
must be carried out in the manner given below (see
Crack testl. AJso included in the inspectio n should be
the insJ)ee'ticn of all holes, pockets, threads. etc. to.
ascertain that all foreign matter, cleaning compoun d and •
abrasives have been removed.
Note Corrosion pitting in the larger ( 1.750" dia)
bore of the cranksha ft is reason for rejection
and scrapping of cranksha ft.
CRACK TEST
Two methods of crack testing should be used. The
crankcase halves, pistons, accessory case, cylinder
assemblies and all items made of aluminiu m or
magnesiu m should be crack tested using the 'Ardrox'
dye penetran t method or its equivalen t.
The remaining items such as crank.sha ft and gears.
ccnnectin g rods, camshaft and gears, hydrauJic tappets.
in•et valves, valve springs and fittings, and au gears
shou•d be crack tested using the magnetic flaw detection
methods.
For dye penetran t crack testing use the foJJowing
procadur e.
1. Wash the compone nt to be crack tested with a
grease sotve:it ~ch as par.Jffin.
2. Immerse the compone nt in a trichlore thene
vapaur tank to remove any oi I or siudae.
3. Remove and blow off with a high prewre air fine
until dry.
Nota The temperaturl! of the compone nt
must be between 1 OOC. and 400C.
(SOOF. and 1040F.) before starting to
crack test.
4. Totally immerse the compone nt in a tank
Overhaul 1'11anual
AoJls-Royce Continental Light Aic'ait Engines
· Chapter D
containing a penetrant for a period of not less
than 5 minutes.
5. Reraove the surplus penetrant and allow to drain
by SUSl'ending the ct>mponent over the tank or by
placing it on a draining board which feeds back
into the tank. The time for this operation is 5
minutes.
6. Immerse the component in a penetrant remover
Fl_G. 0 7 C1iECKING THE CRANKSHAFT FOR BOW
ANO PARA1.J.E1.1SM
tank to enable the surplus penetrant to be
removed. The component must not be left in this
tank for more than Yi a minute.
7. Remove ,and allow to drain as described in
Operation 5 for a period of between a !i of a
minute and 1 minute.
8. Wash ~Y means of a water jet for a period of
bet'Neen % a minute and 1~ minutes with a water
tempera~re of between 1soc. and 4SoC. (590F.
and 11 SOF'.).
9. Allow to dry for a period of bet'Neen 5 minutes
and 10 minutes man1mum at a process
tem~erature of 600C. (1400F.) maximum.
/Note The component can be dried by either
of two methods. The first method is
using compressed clean dry air.
preferably pre-heated.
The mcond method is first by
drying the component using an air line
and then placing the component in a
hot air circulating oven. An oven
temperature of 10°c. (1 SSoF .) is
generally sufficient.
Parts containing holes. grooves, etc.
should be inverted after half of the
drying time has elapsed.
10. Spray a thin film of developer over the area to be
inspected. producing a whit2 area.
pry developer should be applied while the
component is still hot.
·
11. Inspect the component. Any cracks will appe3r as
a red or ·pink discolouration on · the white
background.
.
·
12. Depending upon the developer used, clean by one
of the two methods.
If wet developer has been used, clean by
washing with paraffin .or water and dry the
component using compressed air.
If dry developer has been used, remove the
remaining powder by blasting with clean, dry air.
Note Where the above facilities are not
available the crack testing materials are
obtainable in spray bottJes.
The above instructions are to be used as a guide only.
When crack testing, the procedure to be used should 'be
on view in a prominent place adjacent to the crack
testing equipment.
r-',
~
Magnetic flaw detection method
FIG. 08 CHECKING THE CONNECT1NG ROD FOR
ALJGNMENT AND INJST
A-Checking connecting rod alignment
S-C.'ied<ing connecting rod tor :wist
n1.,
Various methods are used depending upon the size and
shape of t'ie component being crack tested.
Current flow method
1. Wash the component in paraffin and degrease in a
trichlorethene vapour tank, this ensures that the
component is c~ean and ~ee from crease and
swarf.
...
2. Set the machine function switch to the 'CJrrent
flow' position.
3. Place the component between the con tact pads
and secure.
4. Select the correc: current value as indiC3ted by
the ammeter; the c:Jrrant must be varied
aceording to the size oi the component.
5. Spray or pour die magnetic ink on to the
.component and magnetise by passing the current
through the component for a period of between 2
seconds and 3 seconds. Repeat until the
~
Rolls-Royce Cmanerital Light Nctaft Engines
Overhaul Manual
Chapter D
·.
I
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Broken cylinder head fins may be filed
smooth. A cylinder head fin crack may be
stopped by drilling the fin, using a 0.187 in. (4.76
mm.) drill. The crack should be removed by filing
a vee shaped notch with the hole at its apex or
using the Borroughs cylinder head fin repair set.
All sharp edges should be removed. If such repairs
have reduced the total fin area by more than 10%,
the cylinder must be renewed.
Small cracks starting at the edges of head fins
should be marked for repair by drilling reliefs. If
cracks extend to the fin root the cylinder must be
discarded because it is probable that the cylinder
head wall will also be cracked.
Inspect all joint surfaces for nicks, cracks, peening
and deep scratches. These defects may permit oil
leakage.
Inspect the rocker arm retaining studs for burrs,
stripped threads, bending, elongation and
security. Check the rocker cover retaining screw
holes for damage.
Examine the condition of the sparking plug
Heli-Coil inserts for thread condition and
tightness.
Inspect the cylinder base flanges for cracks,
bending. nicks and corrosion.
Measure the valve guides for wear and inspect
their bores for scoring (see Inspection of
individual components).
Inspect the valve seats after grinding to ensure
that the outside diameters are less than the valve
head diameter.
Measure the cylinder bores for wear (see
Inspection of individual components). If they are
worn above the standard limits, classify
accordingly.
(a) Hone to 0.005 in. (0.127 mm.J oversize.
(b) Grind to 0.015 in. (0.381 mm.) oversize and
hone bore.
(c) Fit new cylinder assembly.
For Operations S(a) and S(b) use the
procedure described in 'Chapter D. Section 04'.
For Operation S(c) use the procedure described in
'Chapter C'.
After grinding and honing, check the bore for
diameter, taper, squareness with flange, ovality
and surface finish.
Note Any cylinder assemblies with serviceable
heads and worn standard size barrels
may be returned to either the
Rolls-Royce or Teledyne Continental
Motors factory for oversize grinding.
A service exchange system is
·provided for the renewal of valve guides
and valve seat inserts.
excessive wear of the cup.
5. Check for excessive diametral clearance between
the plunger and the tappet body (see Inspection
of individual components).
Gears
1. Check the crankshaft and camshaft gears for
cracks using the Maqnetic flaw detection method
(see Crack test).
2. Inspect all gears for distortion, burrs on the teeth,
excessive wear or scoring.
3. Inspect the starter driven gear on the crankshaft
for chipping and distortion.
FIG.D14CHECKING THE CAMSHAFT FOR
END FLOAT
M
~
Hydraulic tappets
c:i
The inspection of the hydraulic tappets should be
carried out at the same time as cleaning and assembly •
1. Inspect for sludge and obstructed oil holes.
2. Inspect the cam follower face for damage and for
deep scoring or corrosion on the exterior of the
tappet body. Discard any tappets which show
signs of such damage.
3. Measure the diameter of each tappet body to
determine the clearance in the crankcase bore {see
Chapter J - Dimensional Data).
4. Inspect each socket for clear oil holes and
en
...:
FIG.D 15 CHECKING THE CRANKSHAFT FOR END
FLOAT WITH THE CRANKCASE ASSEMBLED
015
Overhaul Manual
Rolls-Royce Conunental lJght Araah Engines
Chapter D
Fuel pump
1. Inspect the fuel pump rocker arm operating face
for excessive wear or scoring.
2. Check the rocker arm return spring for corrosion.
Replace, if necessary, with a corrosion resistant
spring.
3. Make a log book entry to the effect that the spring
has been changed.
INSPECTION OF INDIVIDUAL COMPONENTS
Crankcase
1. Fit the crankcase halves together, ensuring that
both faces are clean. Fit the retaining through
FIG. 016 CHECKING THE CAMSHAFT GEAR FOR
BACKLASH
FIG. 017 CHECKING THE OIL PUMP GEARS FOR
BACKLASH
bolts, studs and distance pieces, nuts and washers
as required; torque tighten the nuts (see Chapter J
- Dimensional Data).
2. Using a dial test indicator, measure the diameter
of the crankshaft bearing bores, camshaft bearing
bores and hydraulic tappet bores (see Chapter J Dimensional Data).
3. Split the crankcase halves, fit the crankcase
bearings in position and assemble the crankcase
halves. Torque tighten the nuts (see Chapter J Dimensional Data). Measure the crankshaft
bearing bores.
Crankshaft -To check for wear
1. Using a micrometer check the journals and
crankpins for wear and 'lVality; regrind the shaft
if wear exceeds the figures quoted in 'Chapter J Dimensional Data'.
2. Position a pair of Vee-blocks on an inspection
table so that the Vee-blocks will support the
crankshaft at each of the extreme journals.
3. Position a test bar on to the Vee-blocks and check
that the Vee-blocks are parallel to the table. If
necessary correct any errors by fitting packing
pieces under the feet of the Vee-blocks.
4. Place the crankshaft on to the Vee-blocks and
ensure that the crankshaft is free to rotate.
5. Place the arm of a dial test indicator on to the
centre journal, and set the indicator to zero.
6. Rotate the crankshaft until the· difference
between the maximum and minimum reading on
the indicator is recorded (see Fig.D7); halve this
reading to give the amount of bow in the
crankshaft. Ensure that any ovality in the end and
centre journals is taken into account.
7. Turn the crankshaft so that the webs of each
crankpin are first at 45° then at 135° to the
table. Check the journals and crankpins in each
position for parallelism (see Fig. D 7); regrind the
shaft if the wear exceeds the figures given in
'Chapter J - Dimensional Data'.
Connecting rods - To check alignment and twist
FIG.018 CHECKING THE OIL PUMP GEARS FOR
END FLOAT
016
Correct alignment of the connecting rods is of the
utmost importance, and all connecting rods should be
checked for alignment after rebushing and boring.
If an alignment fixture is not available check the
connecting rods in the following manner.
1. Fit a gudgeon pin or a correct size plug into the
small-end of the connecting rod and a mandrel
into the big-end. Set up the connecting rod on a
Overhaul Manual
Rol~·-Rtiyce C~nim~ritai Ught Pfaaft Engines
Chapter D
3. Push the- vacuum pump gear into the· vacuum
pump adapter taking care to avoid damage to the
oil seal.
4. Fit the vacuum pump adapter to the crankcase
mounting face. Secure with plain washers,
lock·washers and nuts.
5. Ensure that the camshaft is pressed towards the
rear of the crankcase.
6. Fit a dial test indicator to the crankcase and
position the indicator pointer on one of the
vacuum pump gear teeth. Set the scale to zero.
7. With the camshaft pressed rearward rock the
vacuum pump gear backward and forward noting
the reading on the dial test indicator.
8. Check the backlash on various teeth around the
circumference of the gear.
9. The backlash should be between 0.002 in. and
0.006 in. (0.051 mm. and 0.152 mm.).
1O. Shims must be fitted as necessary at the rear of
the vacuum pump drive gear to obtain the correct
backlash.
Note The backlash must be checked again
when the crank.case halves are
assembled. The previously recorded
readings as on the original check should
be obtained.
If the readings differ the crankcase
assembly must be dismantled and the
cause investigated.
018
Oil pump gears - Backlash and end float To check
1. Fit the two gears into the oil pump chamber.
2. Fit a dial test indicator on to the accessory case,
position the indicator pointer on one of the gear
teeth and set the scale to zero (see Fig. 0 17).
3. Hold the other gear securttly and rock the gear
backward and forward noting the reading on the
dial test indicator.
4. Check the backlash on various teeth around the
circumference of the gear.
5. The backlash should be between 0.014 in. and
0.022 in. (0.350 mm. and 0.559 mm.).
6. Remove the dial test indicator; fit and secure the
oi I pump cover.
7. Fit the dial test indicator 'on to the accessory case
as shown in Figure O18; set the scale to zero and
check the end float.
8. Repeat this operation on the other gear.
9. The end float should be between 0.002 in. and
0.005 in. (0.051 mm. and 0.127 mm.).
Oil test
1. Blank off the oil cooler adapter holes.
2. Connect a hand pressure oil pump to the oil
screen mounting face.
3. Pump the oil into the engine whilst turning the
engine slowly by hand and ensure that oil flows
from all the rocker arm oi I holes.
Rolls-Royce Coounental ught ~rcraft Engmes
Overhaul Manual
Chapter D
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surface block, with the mandrel resting on either
V•blocks or between centres and with the
connecting rod in the vertical plane (see Fig. DB}.
2. Using a dial test indicator gauge take readings at
both ends of the gudgeon pin. Refer to 'Chapter J
- Dimensional Data' for the permitted difference
in readings.
3. Check the connecting rod for twist in a similar
manner to the procedure adopted for checking
the alignment but with the axis of the connecting
rod in the horizontal plane (sse Fig.DB). Refer to
'Chapter J - Dimensional Data' for the permitted
difference in readings.
Valve guides - To check for wear
1. Place the cylinder on a bench or inspection table
with the f'ocker shaft mounting face uppermost.
2. Using a plug gauge as shown in Figure 09, check
the bore diameter.
Check the bore across one axis then move the
plug gauge through goo and re·check (see Chapter
J - Dimensional Data).
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Cylinder bores - To check for wear
O>
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1. Ensure that the cylinder bores are clean.
2. Using a dial test indicator gauge (see Fig.010),
check the diameter of the cylinder bores (see
Chapter J - Dimensional Data).
Hydraulic tappets
Check roughly for excessive diametral clearance between
the plunger and the tappet body using the following
procedure.
1. Enter a dry plunger into its corresponding dry
cylinder.
2. Hold the cylinder between the thumb and middle
finger; depress the plunger with the index finger
and release it quickly.
The compression of air in the cylinder should
cause the plunger to return instantly.
3. If the plunger does not return, it is either
excessively worn or the check valve is leaking.
4. To check for a leaking check valve, repeat the
compression test as described in Operation 2
whilst plugging the end of the oil inlet hole with
the other hand.
If the plunger still does not return instantly.
both the cylinder and plunger are excessively
worn.
5. If the plunger does return instantly on the second
test, either the check valve seat is worn and
leaking or it is dirty.
6. Clean the cylinder again and repeat the first test
(with the oil inlet hole open).
If the plunger does not return the valve is
defective.
Any tappet assembly which fails to pass this
test must be discarded.
Note If a camshaft is changed, a set of new
tappets must be fitted.
Sparking plugs
1. Clean the sparking plugs and if necessary set the
gaps to 0.016 in. (0.406 mm.).
Grit blasting if used must be kept to the
absolute minimum as this can damage the
porcelain insutation.
2. Test at 100 lb/SQ.in. (7.03 kg/sq.cm.J.
INSPECTION DURING BUILD
The following inspection procedures should be carried
out during build.
~
Pistons and rings
Check the piston ring gap and side clearance as follows.
1. Check the compression rings in the cylinder to
which they are to be fitted: if the rings are in
good condition there should be no light showing
around the circumference of the ring. Discard any
rings which are excessively worn.
2. Check the dosed ring gaps (see Ftg. Dt 1) on all
rings when fitted in the cylinder to which they
are to be fitted (see Chapter J - Dimensional
Data).
3. Fit the piston rings to the pistons as described in
'Chapter D Section 05 (al•.
4. Check the side clearance of the piston rings as
shown in Figure 012 (see Chapter J - Dimensional
Data I.
Crankshaft and camshaft end float -To check
1. Fit the crankshaft and camshaft into the 2-4 side
crankcase half, check the end float as follows.
2. Fit a dial test indicator to the crankcase and
position the indicator pointer against the end of
the crankshaft gear; set the scale to read zero (S1111
Fig. 013).
3. Gently lever the crankshaft backward and
forw•d and note the reading of the dial test
indicator.
4. The crankshaft end float should be between
0.006 in. and 0.016 in. (0.152 mm. and 0.406
mm.).
5. Position the dial test indicator on to the camshaft
gear and similarly check the camshaft end float
(a Fig. D 14 ).
6. The camshaft end float should be between 0.004
in. and 0.008 in. (0.102 mm. and 0.203 mm.).
Note When the 1-3 side crankcase half is
fitted in position, the crankshaft and
camshaft end float should be checked
again. The readings as previously
re.corded on the original check should
be obtained (see Fig. f) 15 J.
If the readings differ the crankcase
assembly must be dismantled and the
cause investigated.
~ ·
Crankshaft and camshaft gear backlash - To check
1. Fit a dial test indicator to the crankcase and
position the indicator pointer on one of the
camstwft gear teeth as shown in Figure D 16; set
the scale to zero.
2. Rock the camshaft gear and check the backlash.
The backlash shoutd be between 0.006 in. and
0.009 in. (0.152 mm. and 0.229 mm.).
3. Check the backlash on various teeth around the
circumference of the gear.
Vacuum pump gear backlash - To check
1. Ensure that the combination of auxiliary drives
are fitted to the front end of the camshaft. Fit
the camshaft into one of the crankcase halves.
2. Fit the vacuum pump gasket to the crankcase
mounting flange.
017
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Piolls·Royce Cmtinental l.Jght ~raah Engines
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Overhaul Manual
Chapter D
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SALVAGE OF COMPONENTS
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Crankshaft
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During inspection, if it is found that the main bearing
and crankpin diameters are worn beyond the permissible
limits they must be reground to 0.010 in. (0.254 mm.)
undersize. Regrinding below 0.010 in. (0.254 mm.) is
not permissible.
A crankshaft which requires regrinding but is
serviceable in all other respects must be returned to
either the Rolls-Royce or Teledyne Continental Motors
factory in exchange for a new or reconditioned
crankshaft. Under no circumstances must a crankshaft
be reground outside one of these factories.
If a 0.010 in. (0.254 mm.) undersize crankshaft is
fitted to 31:' engin~. the crankcase anst connecting rods
must be fitted with 0.010 in. (0.254 mm.) oversize
bearings.
Propeller strikes
If an aircraft has been involved in an accident. where
the rotating propeller has struck an object, the engine
should be completely dismantled. Checks must include
magnetic particle inspection of the crankshaft, gears and
connecting rods (see Magnetic flaw detection, Page 012)
and a dye penetrant inspection of the crankcase (see
Crack test, Page D 11 )•
1. Use a heavy drill press and holding fixture No 6221
to hold the cylinder. Do not attempt this proced·
ure by hand.
2. Using a No 4981 remover, select the correct head
and install onto the removing handle.
3. Attach to a cold water supply.
4. Heat the cylinder to between 288°C and 316°C
(550°F and 600°F). Heat soak for one hour.
5. Install the pilot into the guide. Hold down firmly
into the guide bore with a hand on the water
release button.
6. Release the water and hammer out the guide
whilst the water is running.
Both guides can be removed with one heating.
Support the cylinder with the bdrrel upwards
and use wooden blocks to ensure no damage to
the rocker coves surface.
7. Allow cylinder to cool to room temperature.
Cylinders
Oversize cylinder bores
~yl~nder
bores which are worn beyond the permissible
hm1ts can be bored either 0.005 in. (0.127 mm.) or
0.015 in. (0.381 mm.) oversize.
Cylinders which require boring to 0.005 in. (0.127
mm.) oversize· should be honed to this size. The honing
should be carried out using paraffin as a lubricant.
When boring cylinders to 0.015 in. (0.381 mm.)
oversize the bore should be ground until the bore
diameter is between 0.001 in. and 0.0015 in. (0.025
mm. and 0.038 mm.) off the finished size. Use a mineral
machining oi I as a lubricant. The cylinder should then be
honed to finished size using paraffin as a lubricant. Refer
to Figure D 19 for the cylinder machining dimensions.
When honing a cylinder the pr-ocedure given below
should be used. The abbreviations in the following
operations for 'Root mean square' and 'Centre line
average' are given as R.M.S. and C.L.A. respectively.
1. Stone specification AA 180 M6 V30 YT. 38A 180
MV or equivalent.
2. . Desired R.M.S. 40 micro inches to 50 micro
inches (32 micro inches to 40 micro inches
C.L.A.).
3. Retain the same R.M.S. or C.LA. on the choke
area as on the body.
4 •. The hone pattern angle must be between 230 and
27".
5. Ensure there are sufficient pressure release strokes
to produce a surface finish of between 20 micro
inches and 30 micro inches R._M.S. (16 micro
inches to 24 micro inches C.L.A.).
For all other information refer to 'Chapter J Dimensional Data'.
The following table gives the finished oversize
diameter to which the cylinder bores should be
machined, together with the correct size piston and
piston rings.
OVERSIZE BORE
DIAMETER
0.005in. (0. 127mm.>
4.442in. to 4.444 in
(11.283 cm. ro
PISTON
OVERSIZE
DIMENSIONS
PISTON RING
OVERSIZE
DIMENSIONS
Standard
0.005 in.
(0.•27mm.)
0.015 in.
(0.J81mm.)
0.015 '"
(0.381 mm.)
11.288cm.>
0.015 in. l0.381mm.
4.452 in. to 4.454 in.
l 11.3otl an to
11.313 cm.)
019
Overhaul Manual
Rofls·Royce. Contmental light ~aah Engines
Chapter D
K706
F1G. 019 CYLINDER MACHINING DIMENSIONS
A. 0.3745 in. to 0.3755in. (9.512 mm. to 9.538 mm.) ref.
B. 4.0025 in. (10.166 cm.)
C. 5.953 in. to 5.963 in. (15.121 cm. to 15.146 an.)
D. Choke must be between 0.0025 in. to 0.0035 in.
(0.Cl64 mm. to 0.089 mm.) on diameter at this point
E. 5go 30· to 600 oo·
F. 5.880 in. (14.935 an.)
G. 1.500 in. (3.810 an.)~ound choke
H. 1.880 in. (4.775 an.) gauge diameter
Any cylinder assemblies with serviceable heads and
worn standard size barrels may be returned to either the
Rolls-Royce or Teledyne Continental Motors factory for
oversize grinding.
A service exchange system is provided for the
renewal of valve guides and valve seat inserts.
Valve guide - To remove
If valve guides are loose. worn beyond their limits or
scored they must be removed and the next oversize
guide fitted.
1. Use a heavy drill press and holding fixture No 5221
to hold the cylinder. Do not attempt this praced·
ure by hand.
2. Using a No 4981 remover, select the correct head
and install onto the removing handle.
3. Anach to a cold water supply.
4. Heat the cylinder to between 288°C and 316°C
(550°F and 600°F). Heat soak for one hour.
020
J. Taper choke as shown 0.005 in. to 0.007 in. (0.127 mm.
to 0.178 mm.) on diameter
K. 12° oo· ref.
L. 16° oo· ref.
M. 1.600 in. (4.064 cm.) gauge diameter
N. 2.000 in. (5.080 an.) finish choke after housing
P. 440 30' to 450 oo·
0. 5.955 in. to 5.965 in. (15.126 cm. to 15.151 cm.)
R. 3.859 in. (9.802 cm.) ref.
5. Install the pilot into the guide. Hold down firmly
into the guide bore with a hand on the water
release button.
6. Release the water and hammer out the guide
whilst the water is running.
Both guides can be removed with one heating.
Support the cylinder with the barrel upwards
and use wooden blocks to ensure no damage to
the rocker coves surface.
7. Allow cylinder to cool to room temperature.
Valve guide replacement
1. Measure valve guide boss and select the correct
series reamer to machine the boss to the required
oversize. The guide boss must be clean and free
from pits and grooves.
2. If the bore has not cleaned up use the next size
larger reamer.
3. Check with plug gauge No. 2849
Rolls-Royce Cmunental IJght Alraaft Engines
Overhaul Manual
Chapter D
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4. Heat cylinder to between 232° and 260° (450°F
and 500°F)
5. Install guide cold using No. 4912 or No. 2842
replacer tool. A small amount of lard oil on the
outer surface of the guide will reduce the possibility
of binding during installation.
6. Fit the No. 5221 holding fixture into a drill press
to hold the cylinder.
Do not attempt to hold the cylinder by hand.
7. Index the fixture to the correct angle and fit the
cylinder to the fixture. Zero in guide with a dial
indicator.
8. Select the correct roughing reamer from No. 4941
4913 or 3606 series tools.
9. Ream the guide at between 500 and 700 r.p.m.
drill speed using plenty of coolant.
Do not attempt to ream ta finished size before
completing the rough reaming process fint.
10. Finish reaming from No. 4941, 4913, 3606 or 2847
series reamers.
11. Check the finished bore with No. 4933 and No.
2848 plug gauges.
Exercise great care when using tungsten carbide
tools. This material is extremely brittle.
Valve seat insert - To remove
If a valve seat insert is damaged or if the angle is beyond
its limits after re-cutting i.e. the angle on the valve head
does not overlap the valve seat angle. the valve seat insert
must be removed.
Remove the valve seat insert as follows.
1. An extractor tool which can bt' tapped into the
valve seat insert or a suitable alternative type of
extractor tool must be used. The best results can
be obtained if the tool has provision for feeding
cold water on to the insert. The cold water wi II
shrink the insert and make removal much easier.
provided the water does not come into contact
with the aluminium head otherwise the head will
shrink also.
Two extractor tools will be required owing to
the different diameters of the inlet and exhaust
valve seat inserts.
2. Heat the cylinder in an oven to a temperature of
300oC. (575°F.).
3. Remove the cylinder from the oven and support
it in the inverted position on a suitable fixture.
4. Using the extractor tool, remove the valve seat
insert.
Valve seat insert - To fit
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1. Examine the bore in the cylinder and clean with a
solvent.
2. Compare the sizes of the bore from which the
valve seat insert has been removed with the
standard figures given in 'Chapter J
Dimensional Data'.
3. If the bore does not conform to these sizes, it will
be necessary to machine the bore to a larger
diameter and to fit oversize seat inserts.
Oversize valve seat inserts are available in
0.005 in. (0.127 mm.), 0.010 in. (0.254 mm.),
0.015 in. (0.381mm.),0.020 in. (0.508 mm.) and
0.030 in. (0.762 mm.) sizes.
4. To fit the insert it is necessary to heat the
cylinder in an oven to a temperature of Joooc.
(575°F.).
5. Quickly remove the cylinder from the oven and
place in the inverted position. Drive the insert
into the cylinder using an installer tool. This tool
must lightly grip the insert and pilot in the valve
guide.
6. Grind the valve seat to the dimensions given in
'Chapter J - Dimensional Data'.
Valve refacing
A large number of grinding machines are marketed for
refacing valves. The operating instructions are provided
with each machine and therefore will not be repeated in
· this manual.
Certain precautions must be observed when refacing
the valves and are listed below.
1. Remove the minimum amount of material
possible to give a 'clean' facing.
2. Keep the grinding machine at the correct valve
angle specified in 'Chapter J - Dimensional Data'.
3. Use a coolant during the grinding operation.
4. Ensure that the grinding head of the machine is in
constant motion across the valve face without
running off the edges.
5. Remove any sharp edges from the outside of the
valve face.
6. Using a fine good quality lapping paste, lightly lap
the valve to its seating. Check the seating using
'Prussian' blue. Ensure that the angle on the valve
head overlaps the valve seat.
7. Wash the valve in paraffin to remove all grinding
dust and lapping paste. Blow off the surplus
paraffin with compressed air.
8. Ensure that when the valves are assembled they
are fitted into the cylinder to which they were
lapped..
Connecting rod small-end bush - To remove
The connecting rod small-end bush must be removed if
the bush is scored, burnt, damaged, or the total
clearance between the gudgeon pin and small-end bush
exceeds the specified limits given in 'Chapter J
Dimensional Data'.
Remove the connecting rod small-end bush as
follows.
1. Using a suitable drift, tap out the small-end bush.
Connecting rod small-end bush - To fit
1. Press the bush into the connecting rod ensuring
that the split in the bush is positioned at 45°
from the connecting rod axis towards the big-end
and on the opposite side to the cylinder number
stamped on the bolt boss.
2. Bore or ream the bush to the size given in
'Chapter J - Dimensional Data•.
3. The finished bore must be square with the axis of
the connecting rod and parallel to the big-end
bore within 0.0005 in. (0.013 mm.) per inch
length.
Rocker arm bushes - To renew
1. Using a suitable drift, remove the rocker arm
bushes. Before fitting new bushes, check that the
interference between the bushes and the rocker
arm bore is 0.002 in. to 0.0045 in. (0.051 mm. to
0.114 mm.).
2. Coat the outside diameter of the bushes with a
light grade engine oil.
3. Press the bushes into the rocker arm.
021
Overhaul Manual
Rons~
Continental Light Alaaft Engines
Chapter D
4. Bore or ream the bushes to the size given in
'Chapter J - Dimensional Data'.
Note All surf aces must be concentric, parallel,
flat, square and true (as applicable) to
each other within 0.002 in. (0.051
mm.) T.l.R.
Oil pump bush - To remove
1. Remove the oil pump bush from the housing
using an extractor tool or by machining leaving a
thin skin of metal approximately 0.010 in. (0.254
mm.) thick.
2 After machining, lift the bush shell from the bore
in the oil pump housing.
bottom face of the oil pump housing to the top
of the bush is between 0.035 in. and 0.050 in.
(0.889 mm. and 1.270 mm.).
6. Repeat Oi>erations 1 to 5 on the other bush.
7. Fit the reaming jig (see Fig. K 7) on to the oi I
pump cover mounting face; locate with the two
dowels and secure with two setscrews.
8. Using the reamer bar and reamer (see Fig. K2).
bore the bushes to the size given in 'Chapter J Dimensional Data•.
Note The axis of the oil pump bush bores
must be parallel to within 0.0005 in.
(0.013 mm.) T. I. R. measured over a
2.00 in. (5.080 cm.) long test bar.
Oil pump cover bearing bores - To ream
Oil pump bush - To fit
1. Check that the interference between the bush and
the oil pump housing bore is 0.0005 in. to 0.0015
in. (0.013 mm. to 0.038 mm.).
Note A bush 0.005 in. (0.127 mm.) oversize
is available.
2 Support the accessory case on blocks around the
area of the tachometer drive mounting face.
3. Coat the outside diameter of the bush with a light
grade engine oil.
4. Press the bush into the bore of the housing
ensuring that the end with the longer chamfer
enters the housing first.
5. Using a depth gauge check that the drop from the
022
1. Fit the oil pump cover on to the reaming jig (see
Fig. K 7J; locate with two dowels and secure with
two 0.250 in. dia. U.N.C.· 1 31s in. long setscrews
and nuts.
2 Using the reamer bar and reamer (see Fig. K 2},
ream one of the holes to the size given in 'Chapter
J - Dimensional Data'. Similarly ream the other
hole.
Note The axis of the oil pump bush bores
must be parallel to within 0.0005 in.
(0.013 mm.) T.l.R. measured over a
2.00 in. (5.080 cm.) long test bar.
The faces must be square to the axis
of these bores within 0.001 in. (0.025
mm.) T.l.R.
Peolls-Royce ·Cmunental Light ~raaft Engines
Overhaul Manual
Chapter D
Section 05 fa)
ENGINE ASSEMBLY
ASSEMBLY OF MAJOR COMPONENTS
General information
The lockwire, lock-washers, nylon lock-nuts. gaskets and
rubber connectors. removed when dismantling the
engine, will have been discarded, therefore, all these
items must be renewed. Listed in the current Parts List
are the various sets of gaskets, piston rings, main
bearings and thrust washers, necessary when carrying out
overhaul.
When all the new or reconditioned components,
together with the existing components of the engine are
available, the various sub-assemblies may be assembled.
Prior to assembly, the components should be sprayed
with clean solvent to remove the corrosion preventive oil
and accumulated dust, then dried with compressed air.
During assembly, any bare steel surfaces, bushes or
bearings, should "be coated with clean engine lubricating
oil. If the engine is likely to stand for some time before
testing,. the oil used as a lubricant should contain a
corrosion preventive compound; ratio three paru of
engine oil to one pan of compound. The corrosion
preventive compound must be of a type which will not
adversely affect the engine lubricating system.
Note When tightening nuts or setscrews fitted with
locking devices tighten to the minimum
specified torque and check the alignment. If
they are not aligned tighten further until
alignment is achieved. Fit a new nut or
setscrew if alignment is not possible within the
specified torque tightness figures.
Accessory case
1. Carefully inspect the casting for any damage such
as bent studs or scores on machined faces. Check
for thorough cleanliness and condition of the
enamel, ensure that there is no enameJ on
machined surfaces.
2. Fit the oil pump gears into their chambers, with
the tachometer driv~shaft protruding through the
rear of the casing.
3. Fit the oil pump cover in position ,;,n its dowels
ensuring that it fits perfectly on the chamber
surface.
Do not use gasket paste on this joint.
4. Fit the four retaining bolts with tab-washers and
plain washers. Tighten to the torque figure,
relative to size, given in 'Chapter J - Dimensional
Data'.
5. Tum up the tab-washers to lock.
6. Spin the oil pump gears to test for free rotation.
If any roughness or binding is evident, dismantle
the pump and locate the cause.
7. Insert the oil pressure relief ··alve plunger into the
bore in. the accessory case and fit the cortect
spring in the plunger. Fit a new copper asbestos
gasket on the relief valve cap and tighten the cap
securely into the accessory case boss.
Crankcase
Oil squirt nozzle and screen - To fit
1. Ensure that the hole in the crankcase is clean and
free from burrs.
2. Enter the nozzle into the bore from the
crankshaft bearing end. Using an aluminium drift
of between 0. 170 in. and 0. 180 in. (4.32 mm. and
4.57 mm.) diameter tap the nozzle down the bore
until it comes to a stop.
3. Push the screen into the bore ensuring that the
rounded end enters the bore first. Tap the screen
into the bore, using a drift which seats inside the
screen. to a depth of between 0. 160 in. and 0. 175
in. {4.06 mm. and 4.45 mm.) from me top of the
screen to the crankshaft bearing face.
• Prepare the crankcase halves for assembly to form
the completed crankcase as follows.
1. Treat the two front oil gallery plugs with a
non-setting sealing compound then screw them
into the crankcase holes and tighten securely. ..
2. If a fuel pump is not fitted to the engine, fit a
gasket and blanking cover to the fuel pump
mounting face.
3. Fit the locking plate and two plain hexagon nuts.
Tighten the nuts to the standard torque figure,
relative to size, given in 'Chapter J - Oimensional
Data'.
4. Tum up the ends of the locking plate against the
flats of the nuts.
5. Fit the oil cooler and filter adapter to the
mounting face adjacent to No. 2 cylinder
023
Overhaul Manual
Rolls-Royce Continental Light Aiaaft Engines
Chapter D
4
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FIG. 0 20 EXPLODED VIEW OF CRANKSHAFT AND CAMSHAFT
024
1. Cran ksnaft oi I
3. Crankshaft gear
seal and spring
2. Crankshaft
4. Thrust washer
5. Bearings
6. Tappets
7. Camshaft gear
8. Camshaft
9. Blank plug
10. Expander plug
11. Dowel
Overhaul Manual
Rolls-Royce Cooonental Light ~rcraft Engines
Chapter D
mounting face. secure with two lock-washers.
plain washers and nuts. Do not tighten the nuts at
this stage.
When no oil cooler is fitted. fit a gasket and
blanking cover.
6. Carefully drive the breather i1no position in the
crankcase. ensuring that it is fully home in the
bore.
7. Check the main bearing seats in the crankcase
halves for damage and ensure that they are dry
and dean.
8. Fit a new main bearing shell into each seat with
the tangs correctly located in the notches. The
edges of the bearings should project slightly and
equally above the parting surface. Ensure that the
set of bearing shells are the correct type and size
dependent upon whether a standard or re-ground
crankshaft is to be fitted.
Camshaft
It is possible for the camshaft (see Fig.D20} to have a
combination of auxiliary drives fitted to the front end.
L 197
FIG. 0 21 EXPLODED VIEW OF PISTON ANO CONNECTING ROD
1. Gudgeon pin
2. Piston
3. Connecting rod
4. Bearings
5. Connecting rod
cap
025
Overhaul Manual
Rolls-Royce Continental ught Alaaf t En gmes
Chapter D
1. Fit the woodruff keys to the front end .of the
camshaft.
2 Fit as required the vacuum pump drive gear,
governor drive gear, eccentric, spacer and shims to
the front end of the camshaft.
3. Fit the plain washer and nut then torQue tighten
to between 48 lb.ft. and 62 lb.ft. (6.i7 kg.m. and
7.19 kg.m. ).
Note Shims must be fitted as necessary at the
rear of the vacuum pump drive to
obtain the correct vacuum pump
backlash of between 0.002 in. and
0.006 in. (0.051 mm. and 0. 152 mm.)
with the camshaft pressed rearward (see
Section 03).
4. Fit and secure the split pin.
Camshaft gear - To fit
The camshaft gear ·may be fitted to the camshaft spigot
at this stage or at a later stage as described under 'Timing
gears and accessory case - To fit' on Page 032.
Fit the camshaft gear as follows.
1. Fit the camshaft gear on to the camshaft spigot,
the gear is located by an off -set hole. Screw in the
four hexagon headed screws and finger tighten.
2. TorQue tighten the gear retaining screws to the
torQue figures given in 'Chapter J - Dimensional
Data'.
3. Carefully lock with wire the drilled heads of the
gear retaining screws in pairs (see Fig.D 13).
The locking wire must pass around the sides of
all screw heads, not over the heads. and twist in
the direction necessary to prevent the end loops
from raising.
Where the wire oasses trom one screw to
the next, at should oe led 111 the direction
necessary to prevent the screws from becoming
loose. The twisted lockwire must be drawn tight
and the twisted ends turned down.
Crankshaft gear - To fit
The crankshaft gear may be fitted on to the crank.shaft
spigot at this stage or at a later stage as described under
'Timing gears and accessory case - To fit' on Page 032.
Fit the crankshaft gear as follows.
1. Fit and secure the crankshaft in a suitable holding
fixture (see Fig.OS).
2. Fit the crankshaft gear on to the rear crankshaft
spigot diameter, located by the dowet, then finger
tighten the four hexagon headed screws.
J. Torque tighten the gear retaining screws to the
torque figures given in 'Chapter J - 0 imensional
Data'.
4. Carefully lock with wire the drilled heads of the
gear retaining screws in pairs (see Fig. 013 ).
The locking wire must pass around the s.ides of
all screw heads, not over the heads, and twist
ln the direction necessary to prevent the end
loops from raising.
Where the wire passes from one screw to the
next, it should be led in the direction necessary
to prevent the screws from becoming loose. The
twisted lockwire must be drawn tight and the
twisted ends turned down.
Crankshaft and connecting rods
Connecting rods (see Fig. D21) for any one engine should
be weight balanced in opposing pairs to within 0.50 oz.
(14, 17g.) of each other.
1. Fit a new blanking plug and a new expander
plug to the front bores of the crankshaft using
Loctite 602 to make an oil-tight seal (see
.
.
Fig.020).
2. Fit and secure the crankshaft in a suitable holding
fixture (see Fig. 05 ).
3. Prepare the tour sets of connecting rods. bearing
caps. bolts and nuts. in numerical order
corresponding to the cylinder numbers stamped
on the bolt bosses.
4. Insert two bolts through each bearing rod cap
with the heads flat against the cap shoulders.
5. Obtain a new set of bearing shells to :natch the
crankshaft size.
6. Fit a bearing shell in each connecting rod and cap,
ensuring that they are correctly seated with the
tangs located in the notches and that their ends
project very slightly and equally above the parting
surface.
7. Liberally coat all crankpins and bearings with
clean engine oil and assemble each connecting rod
and cap to their correct crankpins.
Note The numbers on the connecting rod and
cap bolt bosses must be at the top.
when the crankshaft and connecting
rod assembly is fitted and the engine is
in its operating position.
8. Finger tighten the slotted nuts as each rod is
fitted to the crankshaft, then torque tighten (see
Fig. 022) to between 33.3 lb.ft. and 39.6.lb.ft.
(4.6 kg.m. and 5.48 kg.m.).
9. Fit the correct split pins and turn the legs either
side of the nuts.
Note When the connecting rods and bearing
caps are correctly assembled and fitted.
the bearing cap sQuirt holes should
point towards their opposite cylinders.
Induction pipes and hose connections
FtG. 022 TIGHTENING THE CONNECTING
ROD BOLTS
026
1. lnspeet pipe ends for roundness and ensure that
the flange faces are flat and undamaged.
2. Obtain new connecting hoses and fit one on each
end of the longer induction pipe. The lower hose
which connects with the induction manifold
Overhaul Manual
Rolls-Royce Cmunental IJght ~craft Engines
Chapter D
-
I'
should be pushed on to the pipe along its full
length of the rubber. while the hose to connect
with the elbow pipe should be fitted in its
approximate position.
1. db
\
\
\
2
3
4
5
,...
CD
-J
O'a
,.
~
i
i
Q
I
I
I
I
I
I
i
9
I
\
I
7
I
6
FIG.023 EXPLODED VIEW OF CYLINDER ASSEMBLY
1. Roto-coil (Exhaust valve)
8. Cylinder base packing
2. Spring - Cylinder baffle
9. Cylinder barrel
3. Cylinder baffle
10. Cylinder head
4. Inlet valve seat insert
11. Rocker arm
5. Inlet valve
12. Rocker cover
6. Exhaust valve
13. Pushrod tube
7. Exhaust valve seat insert
14. Pushrod
027
Overhaul Manual
P.oils-fb,te Continental Lighr Naaft Engines
Chapter D
3. Slide two worm drive clips on to the pipe anhe
lower end but do not tighten them: fit two worm
drive clips on the hose at the upper end.
4. Assemble the elbow pipe to the longer pipe~ take
the free movement out of the worm drive clips
but do not fully tighten at this stage.
Air intake and filter
1. Fit the support bracket to the intake housing and
tighten the two screws from inside the housing.
Secure the heads of the screws with lockwire.
2. Fit a new air filter element of the correct type
and a matching gasket.
3. Fit four new locking studs and four cross-pins.
4. Pass the studs through the filter and gasket from
the front.
5. Support the drilled rear end of each stud in tum,
then drive the cross-pin through until equal
lengths protrude from either side of the stud.
Magnetos
1. Fit a drive gear to the impulse coupling of each
ma91eto.
2. Tighten the securing nuts: fit and lock the split
pins.
1. Lay the cylinder on its side and after liberally
coating the valve stems with 'Gredag 44' or its
equivalent, insert the valves through the valve
guides.
2. Check that the valves are in their correct positions
and are seating correctly.
3. Li~ the cylinder assembly on to the cylinder aad
valve holding fixture ensuring that the V'alves do
not slide out of the guides.
4. Fit the inner washer, inner and outer valve springs
and the outer washer (inlet valve) or 'Rote-coils'
(exhaust valve) in position over the valve stems.
5. Using the valve si>ring compressor, compress the
valve springs and fit the retaining collets.
Ensure that the collets are correctly
positioned before releasing me pressure from the
springs.
Note When compressing the valve springs,
ensure that the retainers remain
concentric and square with the valve
stem to avoid damage.
6. Lift the cylinder off the fixture and stand it
upright on a bench.
7. To ensure that the retaining collets are correctly
seated, strike each valve stem tip sharply with a
nylon mallet.
8. Push a new cylinder base packing on to the
cylinder skirt to abut the flange, ensuring that it
is not twisted.
Cylinders (see Fig. D 23 J
Pistons
Baffles - To fit
Pistons (see Fig. D21J for any one engine should be
weight balanced in opposing pairs to within 0.50 oz.
(14, 17g.) of each other.
1. Check and if necessary, adjust the piston ring-gaps
(see Fig. D 11J to between 0.033 in. and 0.050 in.
(0,838mm and 1,27mm.) for the top ring, 0.028 in.
and 0.045 in. (0,711mm. and 1, 14mm.) for the
second ring. Between 0.010 in. and 0.020 in.
(0,254mm. and 0,508mm.) for the third ring and
between 0.020 in. and 0.030 in. (0,508mm. and
0,762mm.) for the fourth ring. The gaps must
be checked with the rings in the cylinder to which
they are to be fitted.
2. Lubricate the piston lands and rings with an
anti-scuffing oil, then carefully fit the rings to the
piston, ensuring that they are the correct size for
the cylinder.
3. Spread each ring as it is fitted to avoid scratching
the piston ring lands.
4. Position the ring gaps so that they are staggered
around the piston.
5. Just enter the gudgeon pins into their mating
pistons.
1. Insert a spring in the hole in the baffle so that the
hook end opens towards the outer end of the
cylinder (see Fig. D 24 ).
2. Using another spring, or a piece of thin stiff wire
with one end bent to form a hook. install the
baffle on to the bottom of the cylinder head and
feed the spring through the fins.
3. Hook the spring in the groove provided in the
cylinder head (see Fig. D24 ).
Valves - To fit
The valve springs and valves should be assembled to the
cylinder head as fol lows.
·
Pushrods
1. The pushrods should be primed with oil by
placing in a tray of clean light oil, with one end
raised to permit filling.
Vacuum pump adapter
FIG. 024 INSTALLING A CYLINDER BAFFLE
028
1. Fit the oil seal to the vacuum pump adapter.
2. Lubricate the gear shaft with engine lubricating
oil.
3. Push the gear slowly into the adapter taking care
to avoid damage to the oi I seaJ.
..
Roils-Royce Cmunental Light Maaft Engmes
Overhaul Manual
Chapter D
/'
Section 05 fb)
ENGINE ASSEMBLY
FINAL ASSEMBLY
The instructions given in the 'Introduction• to this
Chapter should be read and observed during the final
assembly of the engine.
Using the recommended type of turnover stand (see
Fig.D 2 ). the. engine will be accessible from all angles and
sufficient space will be available for fitting accessories.
Crankcase - To assemble
N
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...:
1. Secure the upper and lower mounting arms of the
2-4 side crankcase half to the turnover stand.
then tum the stand so that the open side of the
casting is facing upward ready to accept the
crankshaft and camshaft.
2. Place a suitable wooden block beneath the front
end of the crankcase casting to support the
casting during the time it is retained by two
mounting bolts only (see Fig.D 25).
3. Spread a very thin, uniform film of 'Wellseal' or
its equivalent, on to the surface of the oil seal
counterbore at the front end of the crankcase
casting.
4. Coat the sealing lip of a new crankshaft oil seal
with a film of engine oil. Remove the helical
spring from the inner recess of the seal and
unhook the ends.
5. Spread the split oil seal ends by twisting, then fit
the seal on the crankshaft behind the propeller
flange with the recessed side toward the rear.
6. Pass the oil seal spring around the crankshaft
behind the seal and hook the ends to complete a
loop. Fit the spring carefully into the seal recess,
ensuring that the spring is correctly located in the
groove of the oi I seal recess.
Note When in position the spring joint must
be opposite the seal split.
7. Apply a generous coating of engine oil, to all the
crankshaft main journals.
8. Lift the crankshaft and connecting rod assembly,
by Nos. 1 and 3 connecting rods and carefully fit
the crankshaft into the 2-4 side· crankcase half
.bearing.
Before finally lowering the front end of the
crankshaft into the bearing, turn the oil seal to
i;>osition the split within the 2-4 side recess at
200 from the top parting surface of the crankcase
half. Lower the crankshaft half assembly into
position. Ensure that the oil seal abuts the
shoulder of the recess.
Note Ensure that the bearing cap SQu irt holes
are directed toward their opposite
cylinders.
9. Fit the thrust washers to the front end of the
crankcase as shown in Figure 0 25 ensuring that
the oil grooves are towards the crankshaft.
10. .Lubricate the camshaft bearing bores with clean
oil.
11. Take the camshaft, to which the vacuum pump
drive gear, governor drive gear, eccentric. spacer
and shims as required, have previously been
fitted, coat the bearing surfaces with oil and fit
the camshaft into the crankcase half.
FIG. D 25 FITTING THE THRUST WASHERS
3. Vacuum pump drive
1. Thrust washers
gear
Fuel pump drive
4. Tappet guide bore
eccentric
~
029
Overhaul Manual
Rolls-Royce Continental Light -Alaah Engines
Chapter D
·'1
Note If the crankshaft gear and camshaft gear
have been fitted earlier, ensure that the
punch marked tooth on the camshaft
meshes between the two adjacent
marked teeth on the crankshaft gear
lsee Fig. D 29 ).
12. Mount a dial test indicator gauge on to one of the
crankcase studs and check the end float of the
crankshaft(seeFig.D13). The end float should be
between 0.006 in. and 0.016 in. (0. 152 mm. and
0.406 mm.). Refer to 'Section 03'.
. Similarly the camshaft end float may be
checked(see Fig.D14) and this should be between
0.004 in. and 0.008 in. (0.102 mm. and 0.203
mm.) Refer to 'Section 03'.
13. Insert the needle roller bearing and its housing
(for the starter pinion pivot) into the recess
provided above the rear main bearing in the 2-4
side crankcase half ensuring it is located on the
dowel.
14. Apply Wellseal' or its equivalent to the parting
flange of the 2-4 side crankcase half.
15. Place the 1-3 side crankcase half on to the
workbench with the open side upward.
Apply a thin uniform film of Wellseal' or its
equivalent to the parting flange surfaces,
including th~ small area below the rear camshaft
bearing i.e. around the 31a in. (9.5 mm.) stud,
and the oil seal counterbore.
Note Do not allow the 'Wellseal' or its
equivalent to run into the interior of
the casting and do not apply 'Wellseal'
or its equivalent to any of tt'ie internal
camshaft or main bearing bosses.
16. When the Wellseal' or its equivalent on the 2-4
side crankcase half has become tacky
(approximately 5 minutes). place a silk thread
along the upper. lower and front flanges (see Fig.
D 26 J. Only silk thread must be used.
FIG. 026 FITTING THE CRANKCASE
HALVES TOGETHER
1. Fuel pump mounting 3. Vacuum pump
face
mounting face
2. Oil seal
4. Silk thread seal
030
17.
18.
19.
20.
21.
22.
23.
The thread should pass inside the upper and
lower flange screw holes.
Place a loose loop of thread around the hole
below the rear camshaft bearing.
Fit the crankshaft thrust washers to the 1-3 side
crankcase half ensuring that the oil grooves are
toward the crankshaft.
Place Nos. 1 and 3 connecting rods upright. Invert
the 1-3 side crankcase half and ~arefully lower it
into place on the 2-4 side (see Fig.D26), keeping
the parting flanges parallel to prevent binding as
the through studs in the 1-3 side casting pass
through the 2-4 side crankcase halt.
Ensure that the case parting flanges make contact
all round and check that the starter pinion pivot
is correctly seated.
Check that the joint in the split oil seal is
correctly positioned and that the ends are flush
with each other. The seal must abut the rear
shoulder of the recess and the seat lip must make
contact all round the crankshaft.
Insert the ten uniform length bolts in their
correct locations around the crankcase flanges; fit
plain washers to either side of the flanges and
lock-washers beneath the nuts. Screw on the nuts
leaving them finger tight.
Fit the two longer bolts, together with the spacers
and the lifting bracket, to their position in the
top flange and fit the lock-washers and nuts.
Screw on the nuts leaving them finger tigh~.
Fit the remaining iong bolt at the front encl,
above the crankshaft and fit lock.·washers and
nuts to this bolt and also to th.e stud below the
crankshaft at the front end, leaving them finger
tight.
Using a nylon mallet carefully taµ the s"?ven
through bolts into position, ensuring that equal
amounts of thread protrude from each side ot the
crankcase.
When viewed from the 1 -3 side ot the engine
the correct position for the through bolts is as
follows.
The two shortest 7 ·16 in. (11.11 mm.)
diameter bolts pass through the 1-3 sicie
crankshaft half forward of number 3 cylincler
mounting face and emerge through number 4
cylinder mounting face on the 2-4 crankcase
half.
Two of the three medium length 7116 in.
(11.11 mm.) diameter through bolts pass through
the left-hand side of number 3 cylinder mounting
face and emerge through the right-hand side of
number 2 cylinder mounting face, while the third
bolt passes through the top left·hand side of the
number T cylinder mounting face and emerges to
the rear of the number 2 cylinder mounting face.
The one remaining 7116 in. (11.11 mm.)
diameter through bolt passes through the lower
left·hand side of the number 1 cylinder mounting
face and emerges through the mounting face for
the oil cooler adapter on the 2-4 side crankcase
half.
A single 31s in.(9.5 mm.) diameter through
bolt passes through the lower rear end of the 1-3
side crankcase half to emerge in a similar position
on the 2-4 side crankcase half.
These through bolts have a dowel portion at
the centre to ali~n the crankcase halves.
Rolls-Royce Cmtiriental Light Naah Engmes
Overhaul Manual
Chapter D
24. Fit the plain washers and hexagon nuts to each
end of the 31a in. (9.5 mm.) diameter through
bolt and 'nip' tighten the nuts. The plain washers
and nuts should now be fitted to the two through
studs at the front end of the 2-4 side crankcase
half and lightly tightened. Similarly 'nip' tighten
the fourteen nuts securing the halves of the
'
aankcase.
25. Prevent the connecting rods damaging the
aankcase openings, by using old cylinder base
packings as described on Page 0 3.
26. Check the crankshaft and camshaft for= free
·rotation and r&<:heck the end float of both shafts
(see Fig. D 15 ).
27. If the results of Operation 26 are satisfactory, the
two engine mountings on the 1-3 side may be
fined, and securely tightened. Remove the
wooden block from beneath the front end of the
engine and rotate the engine stand to place the
engine in its normal operating position.
28. Fit the vacuum pump adapter, using a new gasket.
to the mounting face beneath the front end of the
aankcase. The adapter can only be fitted in one
position, one stud is a larger diameter than the
other three. to ensure alignment of the oil feed
holes.
Secure the adapter with ·three % in. (6.35
mm.) diameter plain washers, lock-washers and
hexagonal nuts and one 511& in. (7.94 mm.)
diameter plain washer. lock-washer and hexago"al
nut.
'
1
FIG. D 'Z1 FITTING A CYLINDER ASSEMBLY
Pistons and cylinders - To fit
N
l'2
'°c:i
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1. Lay out the cylinders together with their
respective pistons on the workbench in numerical
order (cylinders and pistons prepared to the stage
detailed in Section 05 (a)).
2. Lie the cylinders on their sides and coat the bores
liberally with an anti-scuffing oil.
3. Prier to fining each piston, coat the skirt, rings
and gudgeon pin with an anti-scuffing oil.
4. Tum the crankshaft until number 1 connecting
~
rod is at T.C..
5. Fit number 1 piston ensuring that the cylinder
number on its head is toward the front of the
engine. Push the gudgeon pin through the
connecting rod bush to the centre position.
6. Ensure that the piston ring gaps are as set
previously in 'Section 0.5 (a)'.
7. Remove the cylinder base packings from number
1 connecting rod and fit the piston ring
compressor over the top three piston rings.
8. Cradle number 1 cylinder head in an arm and
Cbmpress the piston rings fully. Push the cylinder
forward on to the piston. taking particular care as
each of the qiston rings are encountered.
9. Position the rin_g compressor over the bottom
piston ring (see Fig.D27), compress the ring and
push the cylinder inward fully over the piston.
Remove the ring compressor.
10. Ensure that the cylinder base packing is in place
and not twisted before seating the cylinder on the
crankcase face .
11. Fit the eight flanged nuts to the cylinder base
flange and lightly tighten.
12. Tum the crankshaft until number 3 connecting
rod is at T.C. and repeat the Operations 5 to 11
incjusive.
35
0
FIG. D 28 TORQUE TIGHTENING SEQUENCE
A=- 1·3 side
8 • 2-4 side
031
Overhaul Manual
Rolls-Royce Continental Light Aiaaft Engines
Chapter D
'13. Repeat the installation procedure for numbers 4
and 2 cylinders, placing the corresponding
crankpin at T.C. as each cylinder is fitted.
14. Tighten all cylinder base nuts, crankcase ·upper
and lower flange bolts and other crankcase
retaining bolts to the standard torque figures (see
Fig.D281, relative to size, as given in 'Chapter J Dimensional Data•.
Fully tighten 1he two screws securing the oil
filter adapter or blanking cover.
15. Fit the camshaft blanking cover to the front end
of the crankcase using a new gasket. fit the four
lock-washers, plain washers and nuts. tighten to
the standard torque figures relative to size, as
·given in 'Chapter J - Dimensional Data'.
Timing gean and accessory case - To flt
Retaio ':the engine in its normal operating position while
fitting·. the timing gears and accessory case to the rear of
the crankcase. The timing gears may have been fitted at
an eartiar stage, before the crankshaft and camshaft were
fitted into the crankcase assembly.
1. Fit the crankshaft gear on to the rear crankshaft
spigot diameter, located by the dowel, then finger
tighten the four hexagon headed screws.
2. Tum the crankshaft until number 1 crankpin is at
T .C. so that the gear tooth timing marks are
toward the camshaft.
3. Tum the camshaft anti-clockwise until number 1
exhaust valve cam eccentric approaches its closed
position and number 1 inlet valve cam eccentric is
beginning to lift.
FIG. D 29 CRANKSHAFT AND CAMSHAFT
GEARS IN POSITION
1. Staner pinion pivot 3. Timing martcs
needle bearing
4. Oil pump drive
2. Crankshaft gear
location
retaining lockwire
032
4. Fit the camshaft gear on to the camshaft spigot,
the gear is located by an off·set hole with the
punch marked tooth meshed between the two
adjacent marked teeth of the crankshaft gear (see
Fig.D 29). Screw in the four hexagon headed
screws and finger tighten.
5. Torque tighten:"lhe gear retaining screws to the
torque figures given in 'Chapter J - Dimensional
Data'.
6. Carefully lock with wire the drilled heads of the
gear retaining screws in pairs (see Fig.D29).
The locking wire must pass around the sides of
all screw heads, not over the heads, and twist in
the direction necessary to prevent the end loops
from raising.
Where the wire passes from one screw to the
next, it should be led in the direction necessary
to prevent the screws from becoming loose.
The twisted lockwire must be drawn ti~t and
the twisted ends turned down.
7. Coat the mating surfaces of the crankcase rear
face and the accessory case with 'Wellseal' or its
equivalent, allowing sufficient time for it to
become tacky (approximately 5 minutes).
a Place the correct gasket over the studs of the
crankcase rear face, ensuring that the dowels in
the crankcase pass through the holes in the
gasket.
9. Tum the oil pump drive to the.approximate
position of the square recess in the camshaft gear.
10. Slide the accessory case over the studs of the
crankcase. If necessary rotate the tachometer
drive spindle to align the square end of the oil
pump drive.
11. Fit plain washers. lock-washers and plain
hexagonal nuts on the five shorter accessory case
retaining studs, then tighten the nuts to the
standard torque figure, relative to size, as given in
'Chapter J - Dimensional Data'.
12. Using a new gasket fit the oil screen housing or oil
strainer blanking cover in position over the three
studs. Fit the plain washers. lock-washers and
hexagonal nuts to the single ~ in. (6.4 mm.)
diameter stud and the two 5ms in. (7 .94 mm.)
diameter studs. noting that the 511s in. (7.94
mm.) diameter studs also retain the accessory
case. Tighten the nuts to the standard torque
figures, relative ta size, as given in 'Chapter J Dimensional Cata'.
13. Fit the oil filter screen, if required, into the
housing with a new copper asbestos gasket and
tighten .to between 20 lb.ft. and 21.5 lb.ft. (2.77
kg.m. and 2.97 kg.m.).
14. Blank off the temperature sensing hole with a
plastic plug.
15. The oil pressure relief valve sap and oil filter
screen if fitted should now be locked together
with wire, starting at the relief valve cap and
passing to the oil filter screen.
Also lock with wire the oil pressure relief vatve
cap and the oil restriction adapter.
Hydraulic tappets -To clean
The cleaning operation should be carried out
immediately prior to the tappets being assembied and
fitted into the engine.
Clean the parU of each tappet in separate groups,
~..
Rolls-Royce c'aitinental Light ~raah Engines
Overhaul Manual
Chapter D
taking care that the separate items are not interchanged.
Only perfectly clean mineral spirit or lead free petrol
should be used: this will not leave any film on the
surfaces of the tappet.
Hydraulic tappets - To assemble and test
,...
=
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1. Stand the tappet body (item 17) on its flat end
(see Fig.D30 J.
2. Place the check valve plate (item 11 ) into the
check valve cage.
3. Push the check valve cage (item 8) on to the
·bottom of the plunger (item 13).
4. Push the plunger spring (item 7) on to the check
valve cage (item 8).
5. Drop the socket (item 3) with the concave side
uppermost into the top of the plunger (item 13).
6. Keeping the plunger assembly upright push it into
the tappet body (item 17).
7. Using a pushrod placed in the concave portion of
the socket (item 3) push the assembly down into
the body of the tappet until the machined groove
appears.
8. Position one side of the retaining ring. (item .18)
into the machined groove; using a small
screwdriver work the retaining ring into the
groove.
9. Release the pushrod from the top of the socket.
10. Repeat Operations 1 to 9 inclusive on the other
seven tappets.
Hydraulic tappet - To check the "leak-down'
1. Position the weight of the hydraulic tappet
testing machine in the inoperative position.
2. Fit the hydraulic tappet into the bowl wi1h a %
in. (6.35 mm.) diameter steel ball in the pushrod
seat of the tappet.
3. Ensuring that the bowf is clean add the testing
fluid until all of the tappet assembly is covered.
4. Prime the tappet by bringing 1he weighi over to
the forward position and let the force of the
weight push the tappet plunger down. Raise the
weight and repeat this operation until all the air
bubbles disappear from the tappet oil inlet hole.
When the tappet is fully primed, the pointer will
be just above the start time mark.
5. Rotate the bowl by tuming the crank handle.
Using a stop watch start the timing when the
pointer comes in line with the start time mark.
6. Stop the watch when the pointer reaches the stop
time mark. The elapsed number of seconds is the
tappet leak-down time.
Leak-down specification
Time
Travel
Load
Testing fluid
Viscosity
4 to 8 seconds
0.125 in. (3.175 mm.)
50 lb. (22.68 kg.)
Esso T.S.0. 1047 rust inhibiting
paraffin or P9 • 1008
33 at 3SoC. (1000F.)
Tappets and pushrods - To fit
1. Rotate the engine stand so that the engine is in
the inverted pasition.
2. Coat the exterior surface of the tappets with
clean lubricating oil and slide them into the
crankcase bores.
18
2
T7
3
16
13
u
7
a-------l!lm~B~-----n
9
IC!S77
FIG. D 30
SECTIONAL VIEW· HYDRAULIC
TAPPET
1. Pushrod
2. Socket oil passage
3. Socket
4. Oil inlet hole
5. Ptunger oil inlet
hole
6. Plunger oil
reservoir
7. Spring
8. Check valve cage
9. Valve cage outlet
hote
1O. Body oi I reservoir
11. Check valve plate
12. Plunger oil
discharge hole
13. Plunger
14. Extemal body oil
groove
15. Ptunger oil groove
16. Internal body oil
groove
17. Tappet body
18. Retaining ring
3. Fit a new '0' ring to the cylinder end of the
pushrod tube.
4. Fit the spring to the crankcase end of the pushrod
tube, then using the pushrod housing installer
compress the spring. Fit a washer, packing and
second washer to the tube.
5. Fit the spring loaded end of the assembly into the
crankcase bore and align the opposite end with
the hole in the cylinder head flange.
6. Release the installer to allow the housing to enter
into place in the cylinder head. Remove the
installer.
Repeat this procedure, Operations 3 to 6
inclusive on the remaining seven pushrod
housings.
Fit the pushrods and rockers assembly to each
cylinder in tum as follows, Operations 7 to 12 being
repeated for each cylinder.
7. Fit the two pushrods of one cylinder into their
housings, ensuring that they are correctly located
in the tappet sockets.
8. Tum the crankshaft until both pushrods are at
their lowest position.
9. Lubricate the rocker shaft with clean lubricating
oil. insert into the rocker assembly and flt the
rocker and shaft over the cylinder rocker studs.
10. Fit the retainers to both ends of the shaft and
secure the shaft with two tab-washers and nuts.
033
Rolls-Royce Continental Light .4iaaft E?gines
Overhaul Ma nua l
Ch apt er D
ers to
11. Chec k and if necessary adjust the retain and
in.
0.005
een
betw
obtai n an end float of
0.010 in. (0.127 mm. and 0.254 mm.).
torque
12. Torque tighte n the nuts to the stand ard ter J 'Chap
in
given
as
size,
to
ve
relati
,
figure
Dimensional Data' . Chec k the end float
Tum up the ears of the tat>washers to conta ct
one of the flats of the nuts.
Nota The engin e shoul d be oil teste d at this
stage as descr ibed in 'Sect ion 03', Page
018.
ts, then
13. Fit each rocke r cover, using new gaske
plain
ews,
setscr
four
with
cover
each
e
secur
s.
washers and lock-washer
Indu ction system - To fit
retter as
Fit the induc tion manifold, pipes and carbu
follows.
inlet
1. Fit a new gaske t in posit ion on the studd ed
head.
der
cylin
each
port of
~ds
2 Fit the induc tion mani fold to the two
n
Retai
case.
crank
the
of
m
botto
the
in
provi ded
and
ers
wash
lockers,
the mani fold with plain wash
hexag onal nuts.
n hoses
3. Ensu re that the induction pipes. conn ectio
led in
detai
as
red
prepa
are
ctips
drive
and worm
"Section 05 (a)'.
CYer the
4. Fit the loosely assembled induc tion pipes
plain
retain ing studs of the inlet ports and fit the
g
leavin
nuts.
onal
hexag
and
ers
wash
lockwashers,
them loose at ttiis stage.
tion
5. Push the hose at the lower end of the induc
ts.
outle
pipes over the mani fold
the
6. right en the intak e flange retaining nuts togiven
as
size.
to
ve
relati
s.
Sland ard torque figure
in 'Chap ter J - Dimensional Data' .
7. Tight en all hose clips secur ely.
the
8. Fit a new gaske t over the four studs of
e.
mani fold tower flang
lever
9. Fit the carbu retter with the throt tle
it
retain
and
side
hand
right·
posit ioned on the
with four plain washers. lock· wash ers and plain
nuts.
housing
10. Similarly fit and retain the air intak e
of
notin g that the scoop must be towa rd the front
the syste m.
r the
11. Fit the intak e housing supp ort brack et unde
e.
secur
and
nuts
ing
retain
mani fold front
Oil sum p - To fit
to the
1. Fit a new COP1lef asbes tos gaske t on Screw
threaded end of the oil sump sucti on tube.
the sucti on tube into the hole in the sump
moun ting face and tighte n the hexag on.
2. Lock the suctio n tube with wire to the neare st of
the two holes provi ded in the casing.
ng
3. Fit a new gasket. coate d with a jointi
ting
moun
sump
the
over
comp ound , in posit ion
face on the crank case and accessory case lower
open ing.
filler
4. Fit the sump to the mounting face with the
k
Chec
e.
engin
the
of
side
neck on the right-hand
lower
the
in
ed
enter
is
et
brack
neck
fi1ler
that the
·
engin e moun ting arm stud.
the boss in the
ct
conta
not
does
et
brack
5. If the
511& in. (7.9 mm.) diam eter
moun ting arm add
plain washers, as necessary until the space is taken
up.
the
6. Attac h the sump and fi Iler neck brack et to
moun ting studs with plain ~shers and nylon
•
lock- nuts.
in the
7. Ensure that the rubbe r sealing ring
eable
servic
in
is
cap
ller
ick/fi
comb ined dipst
cond ition and fit the filter cap.
Tachometer drive housing -To fit
a
1. To prote ct the tacho mete r housing oil seal, fit
prote ctor over the tacho mete r drive-shaft slot.
the
2. Chec k to ensur e that the oil seal is fitted into the
tacho mete r drive housing with the lip facing
flange end.
ng and
3. Fit the comb ined tacho mete r drive housi
sory
acces
the
over
ion
posit
in
t
altern ator gaske
1_
case studs.
-shaf t
4. Carefully fit the seal over the drive
the
over
ng
housi
prote ctor. then push th~
t.
gaske
the
abut
to
studs
case
acces scrv
nuts
5. Fit the three plain washers and nylon locky.
evenl
n
tighte
then
r
6. Remove the prote ctor from the tachotomete
the
on
cap
ing
blank
a
Screw
t.
drive-shaf
the
threa ds provided for the attac hmen t of
nut.
uit
cond
Magneto - Slick 4001 type
does not
The 'Slick 4001 • magn eto is a sealed unit which
ange
Sxch
.
auled
overh
be
ot
cann
and
t
requi re adjus tmen
Rovc e or
'magn etos are available throu gh eithe r Aolly
Teled yne Continental Moto rs Distr ibuto rs.
ing new
Refe r to the curre nt Parts Wst when order
ied
suppl
are
etos
magn
nge
excha
that
magn etos: note
without the drive gear.
1
2
FIG. D 31 MAGNETO VEN T PLUG HOLE
eto rotor
1. Vent plug hole 2. Small drille d hole in magn
034
Magneto installation and timing ·to 'the engine
tighte n
1. Fit the drive gears to the magn etos and
new
the
lock
'then
nuts
shaft
the magn eto gear
Slllit pins.
No.
2 Rota te the engine crank shaft clockwise until
Overhaul Manual
Rolls-Royce Cmtjnental Light ~rcraft Engines
Chapter D
1 piston 1s in the correct firing posroon (i.e.
2D°2:~~ • both magnetos. No. 1 piston on the
compression stroke).
3. Remove the bonom vent plug from the magneto
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then, tum the rotor and note the small drilled
hole in the magneto rotor (see Ag.031).
4. As the magneto rotor rotates at twice distributor
speed, it is necessary to ensure that the
distributor is at the No. 1 firing position when the
rotor marking (i.e. the small drilled hotel is
centred in the vent plug hole. Identify the lead Tl
·(right magneto) or B 1 (left magnetol as marked
on the sparking plug nut. Hold this lead a short
distance away from the magneto frame and tum
the impulse coupling in the normal direction of
rotation until it triggers (see Ag.032).
5. Repeat the above operation until a strong spark is
produced between the lead selected and the
magneto frame. Care must be taken to hold the
magneto firmly so that the coupling will not
move far beyond this point.
6. Reverse the rotor approximately 25° until the
rotor marking re-appears in the centre of the vent
plug hole. Hold the rotor so that the rotor
marking remains in the centre of the vent plug
hole. This can be carried out by fitting a small
diameter pin or peg into the small drilled hole in
the magneto rotor.
7. Fit a new gasket to the magneto and fit the
magneto to the engine (see Fig.033); sea.ire the
magneto with two clamps, lock·washers and plain
hexagon nuts. Finger tighten the nuts.
a Accurately set the magneto timing as indicated
using a timing lamp, turning the magneto casing
until the contact breaker points open.
9. Tighten the securing nuu with the magneto in
this position.
10. Check the timing by turning the crankshaft
approximately 15° in the reverse direction
(anti-clockwise).
1 1. Carefully tum the crankshaft fol"Nard until the
breaker points open as indicated by the timing
lamp.
12 Adjust the timing if neeessary.
Note If the crankshaft is rotated too far
clockwise, the impulse coupling will
pick-up and a false timing will be
indicated.
13. Fit and secure the vent plug to the magneto.
14. Repeat Operations 2 to 13 for the other magneto.
15. Torque tightsn the magneto retaining nuts to the
standard torQue figures, relative to size, as given
in 'Chapter J - Dimensional Data '.
16. Flt the upper and lower sparking plugs using new
or serviceable gaskets, then torQue tighten to
between 25 lb.ft. and 30 lb.ft. (3.46 kg.m. and
4. 15 kg.m. ).
17. Screw the sparking plug lead nuts on to the
sparking plugs and finger tighten. Using a spanner,
tighten the lead nuts one quarter of a rum
maximum. Prevent the leads from becoming
twisted during tightening by holding the lead.
Refer to Figure D 34 for the 'Slick 4001 ' ignition
wiring diagram.
Alternator (see Fig. D35) - To fit
1. Check to ensure that the alternator drive gear is
correctly fi tted and secured.
Pass the alternator gear through the opening in
the accessory case then mesh the gear with the
camshaft gear internal teeth as the mounting
flange approaches the gasket.
3. Fit and tighten securely the three plain washers
and nylon lock-nuts.
2
FIG. D 32 SETTING THE MAGNETO TIMING
FIG. 0 33 FITTING MAGNETO TO ENGINE
u
u
CYLNo.4. L
CYL No.3. L
u
u--
. - 1 - - i - --t---CYL--Na.-_t_L_"J_.
CYL Na.2.,.._L_
!<=>""'
1
2
(
LEFT MAGNETO
3
RIGHT MAGNETO
FIG. D 34 SLICK 4001 IGNITION WIRING DIAGRAM
Overhaul Manual
Rolls-Royce Continental Light .Ai'craft Engines
Chapter D
FIG.O 35 EXPLODED VIEW OF STARTER MOTOR ANO ALTERNATOR
1. Starter solenoid
2 Starter motor 3. Gear. clutch and pinion
4. To check for backlash between the gears, turn the
alternator shaft by means of the cooling fan. The
backlash should be between 0.010 in. and 0.014
in. (0.254 mm. and 0.356 mm.) .
5. If there is no backlash between the gears, it will
be necessary to remove the alternator and fit
another drive gear.
Starter motor (see F1g.D35) - To fit
1. Lubricate the starter pinion and intermediate
gear.
4. Alternator
2. Fit a new gasket in position on the accessory case
mounting face.
3. Fit lock-washers and plain washers behind the
heads of the two through bolts and pass the bolts
through the crankcase rear flange holes.
Note Ensure that the bolts used are of the
correct !ength, i. e. 3.312 in. (8.4 cm. )
from under the bolt head otherwise
damage to the starter motor may result.
4. Offer up the starter motor, align the starter bolt
holes and fi nger tighten the two bolts.
Rolls-Royce Cmtinental Light .6Utratt Engines
Overhaul Manual
,Chapter D
5. Fit plain washers, lock-washers and hexagon nuts
to the three lower studs.
6. Tighten the nuts and bolts evenly to the standard
torque figures, relative to size, as given in
'Chapter J - Dimensional Data'.
-0
c:
ca
ac:
w
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-
'i
.:....
~
Fuel pump - To fit
1. Fit a new gasket to the fuel pump.
2. Fit the fuel pump on to the two studs ensuring
that the rocker arm is located on to the eccentric.
3. Fit the plain washers, lock-washers and nuts:
tighten the nuts to the standard torque figures,
relative to size, as given in 'Chapter J Dimensional Data'.
4. Fit the petrol feed pipe to the carburetter union:
do not tighten at this stage.
Ensure that the fuel pump union and feed
pipe are correctly aligned, screw in the union and
tighten both ends of the pipe.
·
Exhaust
To ensure correct location and sealing of the exhaust
system, the exhaust gasket should be installed with the
extruded bead to the inside of the exhaust port•
m
-:;;
'·.
037
OVerhaul Manual
Chapter D
.. "ROBs-Rnyce Continental Light N"aaft Engines
,. ~
. fl
...
Chapter E
ACCESSORIES - OVERHAUL
(
'
\
Overhaul Manual
Rolls-Royce Ccmnemal l.Jght ~rcraft Eng mes
Chapter E
.
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"C
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Chapter E
ACCESSORIES - OVERHAUL
ct
BUS BAR
Carburetter
When overhaul of the 'Marvel-Schebler' carburetter, type
MA - 3SPA becomes necessary, refer to instructions
given in the manufacturer's relevant publication.
AMMETER
CIRCUIT
( _y
BREAKER
I
Starter motor
When overhaul of the 'Prestolite' starter motor type EO
- 19508 becomes necessary. refer to instructions given
in the manufacturer's relevant publication .
RJSE
.I
ALTERNATOR
Alternator
When overhaul of the ' Ford' alternator, type C6FF 10300 - C, becomes necessary, refer to the publication
'Alternator Charging Systems ' produced by
Cessna-Crafted Accessories.
Refer to Figure El for Typical alternator wiring
diagram.
SWITOi
ALTERNATOR
... ,
MASTER I
SWITCH
~~ '
I
I
...
'1i .CONTACTOR
·
I BATTERY
STARTER~Fl
l 1+
65\/VITCH
,,, .... ·.. I
!
l
ii
~
ER
~ '-!!.- i STJI
so;~~'
""
MOTOR
SWITOi
Magneto
When overhaul of the 'Slick 4001 ' magneto becomes
necessary. refer to instructions given in the
manufacturer's relevant publication.
FIG.E 1 TYPICAL ALTERNATOR WIRING DIAGRAM
Replacement parts
It is recommended that th e following are always replaced
at every overhaul.
Hydraulic lifters
Flexible hoses
Oil seals
Gaskets
Packings
Circlips
Lockplates
Retaining rings
Piston rings
Valve keepers
Main bearings
Connecting rod bearings
Drive bushings
Exhaust valves
El
Overhaul Manual
Chapter E
P.alls-P.ayce Continental Light Mmt Engines
I
.:
I
~-·.
Chapter F
TESTING AFTER OVERHAUL·
(
Rolls-Royce Ccnanental l.Jght Aircraft Engines
Overha1..tl Manual
Chapter F
'O
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Chapter F
TESTING AFTER OVERHAUL
~
(
The testing of an engine can be undertaken only in a
suitably equipped facility which must provide the
following.
1. Test stand for mounting the engine.
2. Suitable means of power absorption and
measurement.
3. Adequate engine services; cooling, intake air, etc.
4. Suitable instruments for recording engine behaviour
and performance.
Departure from this system could give false power
because of exhaust system pulse effects.
All accessories must be fitted during testing but not
loaded.
A maximum cylinder head temperature of 2400C.
(464oF.) must be maintained and the oil temperature
held to between so<>c. and 900C. (176°F. and 194°F.)
during rating.
Power can be checked using one of the following
types of equipment.
1. Test stand
The test stand must be rigidly constructed to permit
easy access to the engine electrical connections,
electrical wires, cables, pipes, hoses, etc., and allow
frequent inspection of possible leakage points. All tubes,
wires, rods and cables used to connect instruments and
controls to the engine should be well supparted, yet of
sufficient flexibility to permit r&moval during
installation and removal of the engine. Ensure that
suitable mounting points are available to support
throttle and mixture control linkages.
(a) Test club
A test club (specially cropped propeller), suitably
2. Power
The0-240·A engine is designed to give a minimum power
of 130 b.h.p. at 2 800 r.p.m •• the 0·240·0 engine
120 b.h.p. at 2 600 r.p.m. and the 0-240-E engine
123 b.h.p. at 2 650 r.p.m. when the engines are rated at
full throttle at sea level under l.S.A. conditions.
· Engines must be tested under the following
configurations.
Intake system - Open flare type, 1.8 in. (4.57 cm.)
throat diameter. (Part number of intake JC.17781).
Exhaust system - This must be designed to mate
with the exhaust port flange on the cylinder heads. The
pipes from 1 and 3 cylinders must be combined.
similarly the pipes from 2 and 4 cylinders, each pair
running into a separate outlet pipe.
The back pressure of this system must not exceed 2.5
in. (6.35 cm.) of mercury when measured at 1.5 in.
(3.81 cm.) from the cylinder head flange. (Part numbers
of the exhaust system, 1-3 side JC.14660, 2-4 side
JC.14661) .
.
calibrated to absorb the brake horsepower and engine
revolutions is used in conjunction with a means of
measuring engine speed. Full throttle engine speed
running against this test club must reflect the maximum
revolutions laid down for the engine under test with the
carburetter setting at full rich and with a maximum
cylinder head temperature of 240°C (464°F).
(b) Oynamometer
The dynamometer must be of a suitable size to absorb at
least the maximum B.H.P. and torque of the engine.
The flywheel must have an inertia equal to that of
the propeller. A flexible drive must be provided between
the engine and dynamometer to allow for engine
movement on its mounts.
All dynamometer services (sufficient water supply
and pressure, electrical connections, etc.) must be
available.
In order to correct the observed power recorded on
the dynamometer to standard day conditions it will be
necessary to record additional test data. This data must
be corrected in accordance with the procedure shown in
the Performance Correction chart .
3. Engine services
An adequate supply of air must be provided to give
cooling to and around each cylinder. Suitable baffling
should be used to ensure that cooling air flows through
the cylinder fins and not betvveen the cylinder barrels.
All engine accessories must be adequately cooled.
--Ft
Overhaul Manual
Rolls-Royce Conttnental light Alaaft Engtnes
Chapter F
The area around the carburetter intake must be
supplied with cool/fresh air. free from contamination by
exhaust gases.
A suitable exhaust system with the correct type of
connections will be required as described on Page F 1 .
Fuel must be of the correct octane rating (see
Chapter 8) and supplied at a suitable pressure.
Lubricating oil used during testing must comply with
one of the specifications referred to in 'Chapter B'. The
lubricating oil also must be of the correct viscosity for
. the range of operating temperatures required (see
Chapter B). The oil must flow through external oil
coolers to keep the oil at the correct temperature.
4. lnmumentation
To obtain a satisfactory report of engine performance.
permanent instruments and control boards should be
installed in a separate enclosure (control cabin) adjacent
to the test bed.
The instruments and· control boards should be
positioned in such a way so as to ensure that they are
free from vibration. All instruments should be of the
most rugged construction available and performances
should be checked periodically to ensure continuous
accuracy.
The following instruments will be required for testing
an engine.
1. Tachometer (mechanically driven).
2. Cylinder head temperature gauge.
3. Cylinder head differential compression gauge.
4. Oil temperature gauge.
5. Oil pressure gauge.
6. Oil pressure gauges to measure. pressure difference
across external oil filter and oil cooler. The pressure
difference should be approximately 5 lb/sq.in. (0.351
0-240-A, D 8t E Engine
TI me
(Mins)
capacity.
9. Ammeter.
10. Voltmeter.
11. Manifold depression gauge (Vacuum gauge or
mercury manometer).
12. Water manometer to measure carburetter intake air
depression.
13. Manometer to measure crankcase pressure; measured
at the breath~r.
4
1.200
1.500
11
21
10
1,800
36
58
85
105
Idle.cool
At the end of each
period record R .P .M .•
B.H.P .• cylinder head
temperatures, fue•
consumpuon. oil
remperature and intalce
air temperarure.
and adjust idle.
0-240-A, D 8t E Engine
Time
(Mins I
10
60
R.P.M.
B.H.P.
(0blened)
Otlservations
Warm-uo
As Operation 1 and
1n addition record
crankcase pressure and
alternator amps
and volts. Also record
ambient vapour pressure
at start and finish of
period. Cheek power
and magneto drops at
end of period.
51minimum) 5~'25 Idle.coot and no1sit checks.
3.
ACCEPTANCE TEST SCHEDULES, TEST
LIMITS ANO PERFORMANCE CORRECTIONS
4.
The Q.240 Series engines should be tested in accordance
with the following test schedules.
5.
Acceptance test schedules
6.
7.
F2
900
10
10
~tions
Note 8.H.P. figures quoted represent the loadings
which would be applied by a calibrated
propeller for the given speeds.
Stop engine by means of fuel cut·off.
Drain oil, weigh oil and container. return oil
to engine.
2. Oil consumption. povver and magneto checks.
Note When carrying out power checks the
alternator should not be under load.
At the start of the period, the engine is to be run
at FULL COOL. During the full throttle period the
quantity of cooling air must be gradually reduced to
bring the hottest cylinder head temperature up to the
maximum allowable. and the engine to be rated for
power at this temperature.
When testing an engine on a dynamometer the
following additional instruments ~II be required.
1. Barometer.
2. Pressure gauge to measure exhaust back pressure.
3. Cooling air temperature gauge.
4. Intake air temperature gauge.
5. Hygrometer.
1. Initial run-in.
B.H.P.
(OblerwdJ
10
10
2.100
15
2,400
15
2.600
5 (m1n1mumt 550
kg/sq.cm.).
7. Fuel flow meter (or accurate means of weighing the
fuel supply).
8. Fuel pressure gauge. 10 lb/sq.in. (0.703 kg/sq.cm.)
R.P.M.
2.800
Full throttle
Stop engine by means of magneto switches.
Drain oil, weigh oil and container; record
consumption.
If consumption exceeds 2 lb/hour. run for a
further 1 hour.
If consumption is still excessive. reiect engine.
Fill the engine with approved oil (see Chapter 8).
Clean engine.
Start. warm-up and run full throttle power curve
from 2,800 r.p.m. to 2,000 r.p.m. in 200 r.p.m.
increments, full rich.
Inspect the oil and fuel systems for leaks and ensure
that the breather line is not obstructed.
If the test is satisfactory. stop engine.
Carry out the Preservation. Inspection and Oil change
procedures as described on Page F 3.
Overhaul Manual
Rolls-Royce Cmonental lighf l\raah Engines
Chapter F
/'
Acceptance test limits
1·030
~ 1·020 r=-.--1---!---~---f-~~-~--:t
~u. 1·010
~ 1·000 1;..-4---~....,.=:::...;.__-+---r---:--~
Q..240-A, D & E Engine
Full throttle 8.H.P.
"'ai
1.
c:amtc:ted to I.S.A.
130 minimum at 2,800 r.p.m.
2.
CDnditionL
Fuel consumption at
meximum B.H.P.
Oil consumption 1t
2.800 r.p.m.
61 lb/hour to 65 lb/hour.
~
2 lb/hour muimum.
8
c:
3.
.s
4.
w
!c
5.
d:
~c:i: ·980 i:..-...._~----~-------0.----------r-----::1
Approved oils only Csn
Chapter St.
Oil to be used.
Idle r.p.m. and
tolerance
Manifold depression at
maximum power.
7.
Manifold depression at
idle.
Difference in engine
speeds from 1.700r.p.m.
8. when operated on a
single magneto.
Crankcase pressure.
10.
Oil temperature.
tw..u..1.M.u.W....~~~1..1.1.i.;..i.w.a.i.~.i.r..i.i.i.&..i..l.l.IOl.l.l..Wo........
20·
30
40
COOLfNG AIR TEMP. °C.
550 r.p.m. !. 25.
6.
9.
·970
. 960
·5 0
100 LL
Fuel to be used.
·990
-
1.0 in. Hg. to 2.0 in. Hg.
LlOO
FIG. F1 COOLING AIR TEMPERATURE
CORRECTION FACTOR. 0..240 SERIES ENGINES
16.5 in. Hg. to 18 in. Hg.
75 r.p.m. maximum.
1 in. H2 o maximum•.
11Soc. (239°F J maximum
82°C.; to 90°C. (1800F. to
194°F.) for power checks.
Oil pressure at maxi37 lb/SQ. in. to 60 lb/SQ. in.
mum power (minimum
(2.60 kg/sq.cm. to 4.22 kg/sea.emf
11.
for acceptancet
no lb/SQ. in. t0.70 kg/SQ.cm.)
Oil pressure at idle thott
12.
2fP ~ ~ e:r.c both magnetos
Ignition timing.
Cy Under head
13.
temperature
(bayonet thermocouplet
•
2400C. (464°F.> maximum.
A sudden increase in crankcase pressure during
which the manometer reading fluctuates rapidly,
is usually an indication that piston rings are
beginning to stick. Before rejecting engine, check
breather and manometer.
Performance Correction
for 0-240 Series Engines
BHPc. (BHP0 + FHP) [
M
Pi
=
&O
N
c:i
en
...:
73
-
Fca - FHP
.
400
Pe
:a
Absolute dry intake pressure in mm. Hg.
Observed barometer - vapour pressure intake depression.
Absolute exhaust back pressure in mm.
Hg.
Observed barometer + e.-chaust gauge
pressure.
Intake air temperature in oc.
Cooling air temperature correction (see
ti
:a
Fca
::s
FHP
Ill
R
=
Friction horsepower (see Fig. F 2).
Compression ratio of engine.
=
8.5:1.
Fig. F1 J.
.. ,., ...... ,.....
1200
2000
RPM
R
where:
N
:
~11 ]x
Pi-!!
780
2800
L 299
FIG. F2 FRICTION HORSEPOWER CURVE, 0·240
SERIES ENGINES
Preservation
If an engine is to be stored for more than two days
before being installed in an aircraft, the storage
procedure as described in 'Chapter G - Long term
storage• should be used.
Inspection
On completion of the test run. inspect the following.
1. Drain the engine oil or inhibiting oil from the sump.
Fit the sump plug and secure with lockwire.
F3
Overhaul Manual
Rolls-Royie Continental Light .Alaaft Engines
Chapter F
2. Remove the engine from the test bed. Blank off all
holes etc. Fit aircraft connections as required.
3. Make a visual inspection of the engine for missing or
loose nuts, screws, bolts, etc. Inspect the ignition
wiring for damage.
.
Check the cylinders for cracked or damaged
cooling fins.
4. Check the exhaust system for cracks, leaking joints
or blown gaskets.
Inspect all connections and attaa,ments in the
induction system.
S. Remove the carburetter air intake filter and clean by
flushing in the reverse direction with clean petrol.
Testing engines installed in aircraft
It is not recommended that ground testing should be
performed w;th the engine installed in an aircraft. This is
due to inadeQuate air supply for engine cooling.
Testing of an engine after overhaul should be carried
out with the engine installed on a test bed as previously
described.
Testing and running-in of an engine where, for
example, the cylinders or piston rings have been renewed
and where the engine has not been removed from the
aircraft should be carried out as follows..
1. Run the engine for the minimum time necessary to
check that all systems are operating correctly. Warm
the engine oil to the recommended temperature.
2. Take off using full power, noting maximum r.p.m.
attained.
3. ThrottJe back to cruise power as soon as possible.
Cruise the aircraft in the proximity of the airfield for
a period of approximate~y one hour.
Ory the filter then cover the front and rear surfaces
with a light grade engine oil. Fit the filter to the air
intake box.
6. Check the ignition timing as described in 'Chapter 0.
Section 05 (b)'.
7. Remove the sparking plugs and clean. Check and if
necessary adJust the gaps to 0.016 in. (0.406 mm.).
a Inspect the cylinder bores for scoring while the
crankshaft is turned slowly by hand. An inspection
lamp is necessary for this operation.
9. Check the torque tightness of the cylinder base nuts
(see Fig. C 2 ). Check also the retaining nuts on the
accessory case. accessories. bolts securing the
crankcase halves and all other securing nuts and
clamps.
F4
Oil change
1. Depending upon the type of oil system fitted use one
of the following procedures.
(a) Screen type
Remove the oil filter screen and check for foreign
matter. If satisfactory wash in clean fueJ, dry with
compressed air and fit a new gasket. Fit the oil filter
screen and secure with lockwire.
(b) Full flow type
Remove the oil filter bowl together with the filter
element and sealing ring. Discard.the element and sealinp
ring. Thoroughly wash the bowl with clean fuel and dry.
Fit a new sealing ring to the housing. Place a new
filter element into the bowl. Fit and secure the filter
bowl to the housing.
2. Fill the sump to the correct level with the
recommended oil (see Chapter Bl.
Ground testing
1. In hot weather, selectthecoolest time of the day to
carry out these tests.
2. Select a dust free area for ground run-in.
Never perform these functions on a dusty, loose
earth or gravel surface.
3. Head aircraft into wind.
4. Adjust the propeller to low pitch ·high r.p.m.
5. Ensure the engine is fully cowled with cowl flaps
open.
6. Run-in in two ten minute periods. The first must
not exceed 1 200 r.p.m., the second not to exceed
1 500 r.p.m. Allow the engine to cool off between
the run-in periods.
7. Run-up very briefly to check full power perform·
anee.
8. Observe cylinder head temperature and oil temper·
ature limits at all times.
Flight testing
9. Check oil level before flight with aircraft in level
attitude. Or alternatively, weigh the oil.
10. Take off using full power, noting maximum r.p.m.
attained.
11. Throttle back to cruise power as soon as possible.
Cruise the aircraft in the proximity of the airfield
for a period of approximately one hour.
12. After flight. check oil level with the ~ircraft in the
same level attitude as in Operation 9. Or weigh oil.
13. Record observed oil consumption in engine log
book.
., r
Chapter G
STORAGE
SECTION
G1
(
PAGE
Storage of Engines
G1
G2 Unpacking New Engines
G3
Rolls-Royce Cmunental Light Airaaft Engines
Overhaul Manual
Chapter G
1
a
Chapter G
c:
w
.s
STORAGE
-
1
c:
;f
Section.61
STORAGE OF ENGINES
Short term storage
Engines which are installed in aircraft and are not in
daily flight operation, should be started and warmed up
at least once a week.
If an engine is installed in damp climates or stored
where the daily temperature variation is large enough to
cause breathing and condensation of atmospheric
moisture, the warm-up operation should be carried out
at more frequent intervals.
Warming.up the engine circulates the oil and replaces
oil which has drained and evaporated from the surfaces
of internal pans while the engine has been standing idle.
It also prevents large accumulations of water in the
carburetter and other air spaces of the engine.
The aircraft fuel tank should be kept full to minimise
precipitation of atmospheric moisture into the fuel
supply.
Long term storage
If an engine is to be stored for longer than one week, or
if the engine is to be shipped to Rolls-Royce Motors
Limited for the resolution of a warranty claim and the
periodic warm-up procedure cannot be carried out, then
the engine should be prepared for long term storage in
the following manner.
1. Remove the oil sump plug and drain the oil from
the sump. Fit and secure the plug.
2. Fill the sump to the full mark on the dipstick with
Shell Ensis 30 or its equivalent. Refer to the latest
Service Bulletin.
3. Siart the engine and run far a period of 10
minutes at a speed of between 1,200 r.p.m. and
1.500 r.p.m. using lead free fuel.
4. During the last 2 minutes of this run, spray Shell
Ensis 30 oil or iu equivalent into the air intake
(see Spray Equipment).
5. With the engine still running, cut off the fuel
supply and allow 1he engine to stall.
6. When the engine has stopped running (not before)
switch off the spray.
It is important to ensure that the engine has
stopped before spraying is terminated.
7. Remove the oil sump plug and drain the Shell
Ensis 30 oil or its equivalent from the sump. Fit
the plug and secure.
No111 The engine may be removed from the
aircraft or test bed at this stage.
8. Remove the sparking plugs and rocker covers.
9. With the engine in its installed position i.e. with
the cylinders horizontal the cylinder bores may
be inhibited. Position each pistcn in tum on B.C.
and spray a corrosion inhibiting mixture into each
cylinder through the upper and lo\Wf' sparking
plug holes. The mixture should be 15 cc. of
D.T.D. 7918 or its equivalent which is a
non-drying wax/oil film which does not drain
from an inclined surface. The mixture is
formulated to neutralise the corrosive effects of
the combustion products of leaded fuel. The
spray should cov·er all the internal surfaces-of the
cylinder and piston crown.
10. Spray the corrosion inhibiting mixture over the
rocker mechanism. Fit 1he rocker covers taking
care not to damage the gaskets.
·
11. Position the crankshaft so that the pistons are
half way down the cylinders then spray 15 cc. of
the corrosion inhibiting mixture into each
cylinder.
No18 The crankshaft must not be rotated after
this operation
If a corrosion inhibiting mixture
containing petroleum has been used,
the engine should be left for a period of
2 hours to allow the petroleum in the
mixture to evaporate.
12. Fit sparking plug blanks to the lower sparking
plug holes and fit 'Dummy' sparking plugs
containing Silica Gel into the upper sparking plug
holes.
13. Fit suitable blanks to the carburetter intake and
exhaust ports.
14. Seal all apertures leading to the interior of the
engine and accessories with a grease resisting
mouldable wax wrapping and secure with a
waterproof adhesive tape or plastic caps.
G1
Overhaul Manual
Rolls-P.oyce Continental Light Afaaft Engines
Chapter G
15. Spray the propeller coupling flange with the
corrosion inhibiting mixture used previously then
completely wrap the flange with grease resisting
wax wrappings and secure the wrapping with
waterproof adhesive tape.
16. Wrap the ends of the sparking plug leads with
grease resisting wax wrapping and secure with
waterproof adhesive tape.
17. Fit moulded protective caps to each end of the
sparking plugs and wrap all plugs in grease
resisting mouldable wax wrapping and secure with
waterproof adhesive tape.
18. If the engine is in the aircraft, place a warning
notice in a prominent place on the instrument
panel. The notice should describe the procedure
to be carried out before the engine is started (see
Preparation for use after storage) and should also
make it clear that the oil sump has been drained.
If the engine is not installed in .the aircraft, the
notice should be attached to a prominent place
on the engine.
Note The Shell Ensis 30 oil used in the
inhibiting procedure is a mineral
Iubricati ng oil with de-watering
properties. This oil must not be used
more than three times.
After inhibiting, engines not installed in aircraft
should be stored with four Silica Gel bags placed around
the engine. The engine should then be sealed in a
polythene bag and placed in a wooden crate.
Inhibiting the engine in this manner should protect it
for approximately 90 days. When this period has expired
the inhibition procadure should be repeated and
subsequently repeated f!Nery 90 days until the engine is
transferred into service.
Spray equipment
The compressed air spraying equipment described in the
operations above should meet the four following
requirements.
1. ~ecautionary measures must be taken to prevent
discharge of water laden air.
2. The air pressure at the spray gun must be
sufficient to ensure complete atomisation of the
preservative.
3. The spray gun must be capable of delivering fixed
quantities of the preservative required.
Note It is essential that the measured
quantity is checked before
commencement of the inhibition of the
cylinder bores.
4. The spray gun must have a special extension type
nozzle for the inhibiting of the cylinder bores.
G2
Inspection during storage - Engines not in cra1Bs
Engines inhibited as already described but still in aircraft
or not installed in a packing crate, should be inspected at
least every 30 days until they are returned to service.
The condition of the engine will depend to a large
extent on the climate or space used for storage of the
engine or aircraft.
The inspection should include examination of
cylinder walls for coverage of the inhibiting solution,
replacement of Silica Gel containers fitted to the
sparking plug holes and resealingof all openings.
If during the inspection insufficient coverage of the
inhibiting solution is observed, the inhibiting procedure
must be repeated.
The propeller must not be turned during inspection.
Preparation for use after storage - Engine
installed in aircraft
If the inhibiting solution used in the preservation of the
engine is miscible with lubricating oil without impairing
its lubricating qualities or leaving dangerous deposits. the
engine may be returned to service after the following
procedures.
1. Remove the blank from the air intake; ensure 1hat
all traces of blanking material are removed from
the opening.
2. Clean and oil the air filter element.
3. Remove the Silica Gel plugs from the upper
sparking plug holes and the blanks from 1he lower
sparking plug holes.
4. Fill the oil sump with the correct seasonal grade
of oil (see Chapter 8).
5. With the aircraft master switch and ignition
switches off, tum the propeller several times by
hand to free the cylinders of excess oil, also to
determine that the valves are operating freely.
6. If any valves stick in their guides, lubricate their
stems with a mixture of oil and petrol and tum
the propeller until they operate freely.
7. Fit new or clean Champion R.E.M. 38E - B
sparking plugs after first setting the gaps to 0.016
in. (0.406 mm.); ensure that the gaskets are either
new or in good condition. ·
·
8. Remove all protective caps or wrapping from the
ignition cable terminals and connect the terminals
to the sparking plugs.
9. Start the engine and run until its normal
operating tempe~ature is reached. Switch off and
check the oil level on the dipstick. Top.up if
necessary.
Pa1s-Royca Cminemat Ught_Maaft Engines
Overhaul Manual
Chapter G
Section 62
UNPACKING NEW ENGINES
..
\.r·.
I
Removal of engine from transportation crate
To remove an engine from a transportation crate
·
proceed as follows.
1. Remove the top and side assembty of the crate by
pulling .out the nails or removing the chmping
.bolts which secure it to the base of the case.
2. Uft the top and side assembly from the basa of
the crate taking care not to damage any pan of
the engine.
Note The engine is secured in an inverted
position on the base of the cra18.
3. Remove the polythene bag and the four Silica Gel
bags from the engine.
4. Carefully place two slings beneath the engine, one
at the front and one at the rear, then take the
weight of the engine ensuring that the engine is
being lifted in the correct manner.
5. Unscrew and remove the securing screws from the
'--
two engine mounting bosses at the rear of the
engine. Also unscrew and remove the securing
nut. bolt and washer from the crankshaft
propeller flange. This bolt passes through the
flange and through the front wooden mounting
bJock.
6. Unscrew and remove the two nuts and washers
which secure the halves of the propeller wooden
mounting block; lift the top half ctear.
1. Utt the engine off the base plate taking care not
to pinch or.pull the ignition harness.
Noia Two types ot crates are used for packing
these engines.
For road and sea travel. 1he top
and sides are made of all wood. The
· crates used for air travel have the tap
mid sides made of a wooden frame
covered with wire mesh and poly1hene.
..
/
Chapter H
FAULT DIAGNOSIS
(
\
.
Overhaul Manual
P.oDs-Pa,ce Cminental Light Mmft Engim
Chapter H
(
Chapter H
FAULT DIAGNOSIS
Before hand turning the propeller for fault diagnosis or main111nmice
grounded and the aircraft master switch is off
SVMPTOM
EngiMfalsta..-t
1 oa.. not crwdc
checks. ensure that both
POSSIBLE CAUSE.
1 (al Fla betWy
(bt
F9Ulty .-.a COlll•liui•
{d 09fecliwe...,... mou:ir md
dri"9
2
er.nu 1a0 mwlv
2 C.I Smay chm'g9 low
lilt CoKt ofl
magnetos are correctly
ACTION
1 Cat a-=t mra of bmllry
Rect..ve bmery °' c:ha9
(bt 0-=tc and renew •Y cannec:Uan
if nec111my
Cd Remove and exmniM: PllY ps'dcu&s au1111ticM of brusn. and
cammuta1Dr. Renew if 18
v
2 (a) Rec:n.g. bamry
(bl To hetp brake 1M chi CN9tmd
b¥ 1he mid oil. puH die
prapet• 1fW'ou9h .,....
rnolutions wi1ft die ignitian
Mia:h in die off POlition.
In lllb-nro •npe;a1Ura it
ila..,,_ta~dle
engine oil in ardw ta cnnking
3 Lackof fulf
3 lat Fulf cack in die inc:arT9CI
3 fat Oleck
posidon
Mbnure camrot in the
inmrnct position
(d lntUfficilnt priming
(d) IntUfficilnt fuet
(el Fmlty bDamr pump Uf flft8dt
(b)
lbl
(d
(dJ
let
ta...,,.
Uta it is in
die 'ON• Polidan
Ql9dc ta .,.,,. m.t it is in
1M 'FULL RICH• Po1iUon
R..- -Ung pnx:edure
0-=k and fill anb if NC
y
GCMndon; ~ if
a.t:-'f
Check and dW' i f , . . _ y
Chedc. that the fuef filter and
fuei lines . . d ... and frw
a.ac
lft Blocbd fu8t 1Bldc air V9MS
(gt Blacbd aitcndt fulf fll•
..a fuef lir•
Col
(hf Inc:arrec:t functioning af the
c::artx&rwnw flan and n.dl•
Chf Enamt m.t they . . funcdoning
lfl
tram....-
carncay
vatw.
CiJ 1nmnwcr cstxanm.. oom•lfon
4 Ex.:---'we fuet
4 (aJ Exaaiwe priming Cwemc ar
imwmittltnl firing and t>tsk
tm0u imaing from 1he anmm
lbt Cartxanmar ftoomng
(I) CMdc and nlDU' if nee
.,
4 (a) S..ect idle cut-off, m 1M
dlroftfe ta dt• fully oCMn
Polition and roma dt• engine
. ,.... times
(bl Examine die flan and needle
val#• in die floa chamOer
H1
Overhaul Manual
Pds-P.oyce Cominemal Light .6iaaft Engines
Chapter H
SYMPTOM
POSSIBU! CAUSE
5 D9f8c:tive itnition
ACTION
5 C.) Faulty IWiu:h or ground wiring
5 Ca) Check dsat 1h.,. are no incornct
connections. br•ks in me
in11dation or poaibl• sttonfng
•the umnina& Renew any
dmmgac:I pans
Cb) Dirty or dd9clive ~
plugs
(d Defective spmrtQng plug
c:mbia
(di M..,mo incomdty tfm.t
inWMlly or 1D 1tl• enoiM
R..... fmlU
8 Engine fails 1D idle
8 Ca> lncanwr idle mixun
(b) Remove end dean. l'>CM1ine the
spmrking plugs. Chectc the gaps.
Ru.w tha SC*king plugs if
MU-Li
(d Examine the condition of cmt...
Renew dmtctiv• pens
(dJ Check the engine timing (swe
Pagm 034 ). Renew nwgnem if
internal timina is wrono
6 (a) R. .t idle mixture aww
~
(llJ Air a.ka in die induction
sv-n
...
Cd Blacbd C1ri1urm8r idle air
CbJ Tighten any loom joints.
Renew damaged p.u
Cd er... jet 0t r9MW the
b'-d
Cll'Dirwtutr
CcO Dirty or dlfective 9'JSkfng
(d) Remove. ctan and DM1ine me
spsking pfuga. CMck the QllPS.
(et Paar mgirw c:ampr 111· n
(et Check for IMKlng v•• or
Renewifrra1
0
-
7 Rough running
7 Cal Prapifa. 1ooa. unbmnced
or out of 11-=k
Cbl
maunttng boh:a
L-....,.
ar
asks in the engine barws
..
--
(d Engirw maumfng buaMI in
poor COIM111oft
(d) Dirty or dlf9c:lM ll*king
,. Dmcrive tpStdng plug
uy
niftnft r i -
7 Cat Tigh18n nnaining bolts
R•~k0t..,__
(bJ OMCk the mourning botu and
tigftun if required. Examirw
md,......, any damaged-"
..,.
Id Ex.mine and,.,_ env damaged
Cdl Remove. deM and -.nine the
ll*kint plugs. Check the pps.
Renew me spstcing ptup if
ne.:•••"
let Ex.mine the condition of the
Clbta. Tal far bruk-down at
high~ Renew defective
s-a
lfl De1anatian « lncanecl timing
(fl Ensure that the fuel ulmd is
(gt Air tmcs in the induction
(gt Tigtn9n loo• joints.
mat IPCified c- Page 11 J.
Check far cornet 1iming
,_,_03')
~
(hJ
m
sva-n
Sand..,......,,
..
w.-v•.C•
(p 0 - - - . hydnmlic ~s)
Cid Warn lolm on cmtshafl
8 LowpGWll'
8 &al
rachalM•
-Cs)
CJ) Remove met *'~II.
R - if dlfecdve
(kl OverMul amine
8 Cu E11111re U. Ul:ftOmftlr
Cbt lncamct propellw fitt8cl
, . _ . a:umatv
Cbt Chedc ~on and type
Cd Propefa. out at 1n1:tc
Cd Remave and
(di Defecdve ~ng P'ut leeds
(d)
,.. Def9c:dve rrmgnetO(st
(fl Throttte not fully open
Cat Btocbd air inake fih9r
Chi Cartlunmr ... '-tvUte
not~fufly
of ~Uw. Renew if n1:
i~
uy
Rmew if
*·-•--V
Ex.mine Use condition of le.&
T • far m.k-Gown at high
votlllgl. Renew defective leads
(et R-.w
Cft Re-edlua: linkage
(g) Rernave fltw and d (ht Remove flltlll' 8ftd intDKt the
vatn. Adlu• 111• linkage «
renew filW housing
(I) "9f flow IMD"icad
(i) I R1P9Ct fuel tmuc vems.
I~ th• fuel code. Clan
IP Ice fanning in 1'le
(J) Appty cmtxaNtm heM
\
ca"talnm. air intake
H2
Renew dmm-oed pstl
(hJ R.-w v8ivetlt and guide(s)
IU Remwvatv.Cu end ....nd
llniner
~·
Overhaul Manual
P.olls-Royca Cminemal Light Naait Engines
Chapter H
POSSIBLE CAUSE
SYMPTOM
8 Law PoMI' - continued
"*•
(kl Sc:ond
Stllml
lit W8'1*i vaive{..
ACTION
Ckl Renew v • • and guidll
II> R-valve( .. and grind
valvetAC(IJ
CmJ OwrMul engine
'
Cml Wam cylindlrhl. piston(..
and/or oiston rings
9 Engine fmils ta
a:ce..._
9 Ca) Engine oil tam1)ela1Ure not
r..:hed nquired minimum
(b) 'FULL RICH• mix11a'9 not
l9fectlld
Cd c.buremr lwn camrol not
in 'c:alcf position
Cdt Fuet ~v to caraunu.r
rntric:l8d
lei Defecdve thnmfe control
(fl
Blacbd air intake fihm'
(g) Blocbd idlincJ jet
Cht Air 1uks in 1M induciion
symm
(IJ Defective Cltbuntw
8CCatsator pum.,
CU Idling mixture too w.ak
!
-
(a). Continue 'Mnll-UP
Cb) Select •FULL RICW miX1UN
(d Select •cold• posidan
(d) Check pipel lftd filWs.
Clean if ne 11 f
(e) Ct.ck for binding, kintcl,
s!ipping or 'Mtm pans
(fl Remove 1h• fllt9r and dem
Cal Remove csbul'WftW and d.,.
Cht lighten my loose joints.
Renew dlllmged pmns
Iii Adlust pump cnvel or,...,_,
mrbunmt'
CJ) AdlUU ta obtain 1M carrtet
tmfng
Ckl Dnin Md dean Mdfment 1nlP
Cit Check cma.. .,d connectionL
ROMW def9c:tiv• qsking ~up
lk) Waw in fu8'
UI Defective ignilian
1O Law oil premare
9
10 (a). lnadequ... oil 9'PC)ly
lev.,
f 0 Cal Chedc me oil
in ttle sump.
Ex.nine oil pipes. iaims.
c:annec:tions for 9-kmge
(bl Drain 'Che sump. Fill with me
correct grme of oil c. . P1199611J
Cd Remove and deM: de!Mmine the
-•and
(b) Low oil vicmity
Cd Blocked oil tcre.n Uf fiu.dJ
CIUl9
ldJ Din on ih• oil .,,..,,. relief
v.tve-i
Cel Oil pntalN ,...., vatv• . .
wam
(fl OH pnsaan mfef vatve
pfu .... sdddng
Cg) Daf9c:ljye oil praaar9 911i109
.'
Chi Blodced oil pump suction uabe
sc:rwn
(i) Engine burinp wam
m ,...,.,oilllllkage
(k) Cl'llCUc:t -=-cry
c:me.
dlfcliv• oil pump. laking
u:bon U&be
11 High oil
tmmpelftln
11 Cal lmdeQu818 oil ...,pty
(b) Dlny or dilullld oil
Cd Wlmw bllffl• insmfled
ldl Clan die plunger and s.t.
Drain th• oil irom me sump
and fill wiUI cf... oil
lei Remove defective psis and
r.-aai valve mat
(fl Remove C11P and ptungmr.
CJeanPWU
(g)
T• QIU9': renew or rmpair
arequirad
Chi Remove Che sump end dean
the ICIWft
CU Overhall engine
(i) Owrtwul engine
(kl Owrn.ul engine. Renew
dlm8g9d ps1S
11 ... Check me ... of oil in sump.
Examine oil pipes. joints. . - .
and connections for lab
Cbl Drain sump. Fm wim me
carnet gra of oil c. . Pag. &1 )
(cl R.mave for warm W9ather
~ion
tdt Prafor9d graund ~a
high~
(el OH caotw matrix btadatd bv
deCris
(fl Low air~ at hi9h ~
In dimb conditionu
(g) Week fu ../air miX1Ura
12. Fluctuating oil~
gmuge
12 (al 0 irty oil restric:tion
..,_v9've
ldl Awid prafongld runnint on
ground
(el C1nn debris from maO'ix
me
(fl Avoid low •ir speed
hat
Acflu• th• otnain the correct
•ning
12. (al Examine and
dan if
neces:mwy
H3
Overhaul Manual
Chapter H
Chapter J
DIMENSIONAL DATA AND TORQUE TIGHTENING
FIGURES
SECTION
(
PAGE
J 1 Dimensional Data
J1
J2 Torque Tightening Figures
J9
O\lerhaul Manual
Chapter J
l
Chapter J
DIMENSIONAL DATA AND
TORQUE TIGHTENING FIGURES
.s
]
.t
Section J1
DIMENSIONAL DATA
(
I
0
-
;
Cmnkc:a1e, crankshaft
and camshmft
Cnnlcstmft ioumef t.ring
et.nklMft joumat dfmwalr
journal baring
.
.. IQUmm av••tV
Ctw\klMft run-out at CSIVW
man journal. lFuU incica1Dr
l"aldlnal
T llC*' over tuil OWllCSIWR
besina lencnh
run-out at propeller
flln9L (Full ind1c:amr rmding)
ng rod b911'1ng
insidld---
.
~lqsin
OUUldl d...,.....
CJ-.nce • Crankpin in
connecting rod baring
Q8nkpCn avality
omanc:e cinw.n thrust
f8C9S on crankshaft
Dismnce betWeen UW'ult .,__
incnnkcae
Comprisint. Thic:Knaa of two
mrusc wahen C-=ttl and
Thidcnes of c:nnkcal9
End floM of crankshaft
camsnan journal a..ing
insim diameter
CamsMft joul'IW auuide
diameter
Cl..-.nc:a- CMnsnatr
in crankca19
Oismnm beiw.n mrun 1-=al c:smsMft
-
REMARKS
0.010 in. (Q.254 ,..;.., aveniu
2.249 In. CD 2.251 in.
(5.713 cm. tD S.718 cm.)
insidm~
Ct..-.nc:e • \.it8nksn.ft 1n
PERMISSIBUi
WORN
DIMENSIONS
DIMENSION
DESCRIPTION
m.fnp .,....,.. for 0.010 in.
(0.254 mm.) und9nizw cnnbMh
2.247 in. CD 2.248 in. ·
f5. 708 an. CD 5. 710 an.I
0.001in.CD0.004 in.
C0.025 mm. tD 0. 102
a.ouu in. m a.l.AXJf:i in.
CO.OOOmm. ta 0.013 mm.)
0.000 in. 1D 0.005 in.
(0.000 mm. CD 0.013 mm.)
0.006 in.
C0.152mm.)
Q.W15 in.
(0.038 mm.)
0.010 in.
C0.254mm.J
0.000 •n. to Q.0005 in.
C0.000 mm. m 0.013 mm.)
• a.ooo n. m O.uu:1 in.
CO.GOO mm. m 0.127 mm.J
C0.038 mm.>
Q.005 in.
C0.127 mm.>
mm.>
1.~10
1n. m
1.~
~.front
Cnnbhaft
joumela
Md,..
Q.W1~in.-
.
~ioul'MI•
front 8nd ,..
1n.
(4.921 cm. CD 4.925 cm.)
1.~ en. to 1.~/ lft.
14.917 cm. to 4.920 cm.)
0.0005 in. m 0.003 in.
(0.013 mm. tD 0.078 mm.)
a.ouu en. 1D u.uwo in.
(0.000 mm. 1D 0.013 mm.I
3.070 in. tD 3.074 in.
(·7.798 an. to 7.808 an.)
3.0li8 .... 1D 3.064 in.
(7.787 an. to 7.782 c:m.J
Q.098 in. to 0. 100 in.
0.006 in.
C0.152mm.)
Q.W1::1 in.
(0.038 mm.)
(2.489 mm. m 2.540 mm.)
2.1112 in. tD 2.884 in.
f7.259 cm. to 7.714 cm.I
0.006 in. to 0.016 in.
C0.152 mm. lO 0.406 nm.)
1.a74b in. 1D 1.37~ in.
(3.491cm.lO3.494 cm.)
1.3725 in. m 1.3735 in.
· (3.488 cm. to 3.489 c:m.)
a.ocn in. ta 0.003 in.
(0.025 mm. tD 0.076 mm.)
0.879 in. ID 0.881 in.
(~mm. to 22.378 mm.)
0.023 in.
C0.584mm.J
0.005 in.
(0.127 mm.)
J1
Overhaul Manual
Ptoia-Royce Continental light Haaft Engines
Chapter J
DIMENSION
DESCRIPTION
.
PERMISSIBLE
WORN
DIMENSIONS
REMARKS
Crankcam. crankshaft and
camshaft - continued
0.873 in. tD 0.876 in.
rtt 174 mm. to 22.225 mm.)
0.004 in. tD 0.008 in.
f0.102 mm. m 0.203 mm.)
0.000 in. 1D 0.001 in.
(0.000 mm-. 1D 0.025 mm.)
Dlmnce betw csniiwft
tttru.r faces in crenlcc:am
End float of CMllhaft
...
c.n.natt run-out at cemre
m.;nas
CrmluMft 9191' in'lllrMI
2.312 in. tD 2.313 in.
LOOSE
TIGHT
0.0006 in. 1D 0.002 in.
(0.013 ;1Wl'I. to 0.061 mm.)
0.999 in. tD 1.000 in.
125.375 mm. to 25.400 mm.)
0.998& in. 1D 0.9996 in.
(25.382 mm. 1D 25.387 mm.)
-LOOSE
TIGHT
0.0006 in. 1D 0.0015 in.
(0.013 mm. to 0.038 mm.)
0.006 1n. 1D 0.009 In.
F1f.Gew on cnnlcshaft
Clmlh8ft gar 5'Jigot
ban diameter
c:.nstldt Pl' 5'Jigat ...,.,_
Fit· 0..- in c:mnlMft
gmr1D
cmmhaft mm'
Conmcting rod baring and
bulhinca twist aer inch hlncnhConMC:ting rod bcHt bare
•
diameter
Cannecdng rad boat m.m.w
o-wwww. Connectint rod
i,..,.,..
bott in eannec:dng rad
V-=uum pump 1911'
ban
c.nsn.n spigat c:fiame9I' for
ni:uum pump gur and fuet pump
ta:8ftlric
Clasmcl ·Vacuum pump gar and
fuel mama eccentric: on camsn.ft
8addah • Vacuum pump 919' to
c:mnshaft~
Ct8nkc:a9 Ulraugft bolt diamcatr
Cnnkc:me 1hraugh bolt bcn
diMwmr
Fit· Tlwaugh bolt in cnnkcae·
Ac :ms t>l'I casa
OH pump gsw lengdl
Oil pump housing Geinn
l:nd dmnnce-Oil pump in
hausina
Oil pulftCI in11tmat housing
dimwnar
Oil pump 918"1
a.act-.·
Oil P111111> gaer sftBtt dimneW'
OU pump tm.ing inside di..,....
in housinct
• Oil pump shaft
in t.aril'MI
Oil pum1) beating diamelw in
.
.OfNW
• Oil pump shaft
inctN•
Oil pump cov• dowet dimnnar
J2
Camsnatt supponact at -=ta
•nd ioumat
(5.872 cm. 1D 6.875 cm.)
2.311 in.1D -2.3125 in.
(5.870 cm. to 6.874 cm.)
8..-ing diameW on cnntcshaft
for mm'
.
0.012 in.
I0.305mm.)
0.003 in.
(0.076 mm.)
(0.152 mm. tD 0.229 mm.)
Q.000 in. to O.uw:» in.
(0.000 mm. to 0.013 mm.)
Q.37..J in. 1D Q.3143 in.
f9.474 mm. to 9.507 mm.)
Q.372 in. ID G.3725 in.
19.449 mm. to 9.482 mm.>
0.0006 in. 1D 0.0023 in.
(0.013 mm. to 0.059 mm.)
Q.625 1n. to O.ti:zli!i 1n.
(15.875 mm. tD 16.893 mm.)
0.624 in. 1D G.6246 in.
(15.860 mm. 1D 15.863 mm.)
o.01o11n.
(0.282 mm.)
0.001 in.
(0.025 mm.)
·,
0.0005 in. to 0.0016 in.
C0.013 mm. to 0.038 mm.J
o.uuz in. to 0.006 in.
(0.051 mm. ta 0.152 mm.)
0.4682 in. tD 0.4690 in.
(11.992 mm. to 11.913 mm.)
0.468a in. 1D 0.4693 in.
(11.896 mm. ta 11.192 mm.)
TIGHT
LOOSE
0.0007 in. 1D 0..001.1 in.
IQ.018 mm. to Q.l\"')R mm-)
Cl.999 in. to 1.000 in.
(25.375 mm. to 26.400 mm.)
1.002 in. to 1.004 in.
(2.546 cm. to 2.550 cm.)
0.002 in. to 0.005 in.
CQ.061nwn.to0.127 nvn.)
1.499 in. to 1.501 in.
C3.808 cm. to 3.813 an.)
0.014 in. to 0.022 in.
(0.356 mm. ta 0.559 mm.>
0. 716 in. to 0. 7166 in.
f18. 186 nm. to 18.199 mm.)
0.718 in. to 0.719 in.
(18.237 mm. to 18.282 mm.)
0.0016 in. m 0.003 in.
C0.038 mm. to 0.078 mm.)
0.718 in. to 0.719 in.
(18.237 mm. to 18.282 mm.)
0.0015 in. to 0.003 in.
f0.038 mm. to 0.076 mm.)
0.188 in. ta 0.1885 in.
(4.775 mm. to 4.788 mm.)
Q.007 in.
C0.178 mm.)
0.025 in.
fQ.63Smm.)
0.0045 in.
f0.114mm.>
0.0046 in.
f0.114mm-1
•,
-~·· ~.
. ..
Overhaul Manu al
Rolls-Royce Cmtinental Light ~raaft -Engines
Chapter J
(
'
DESCRIPTION
DIMENSION
PERMISSIBLE
WORN
DIMENSIONS
REMARKS
I
Accaaory case - continued
1
·a.
c
w
.5
-
1
c:
;t
OH pump cover dowet hole
diameter
lmerferenc :a • Oowet in oil
pump cover
oil pump hou11ng dowel hole
di ...eter
Clarance · Dowel in housing
Oil pump shaft bush housing
diameter
Oil pump bush outside
diameter
Interferen ce· Oil pump bush
in housina
o ii pump drive snaft across
flats
Drive hole for oil pump in
f
•,
camshaft mmr across
ftau
Clearance • Drive in camshaft
aear
t.oad to compress oil pnssure
,.uef valve SDrincJ: compresse d
to 1.560 in. l3.960 cm.) tong
BKklah • Sr.star motat gear
to crankshaft aMI
•
0
Plslons, piston rings
at
and cylind•s
~
Cylinder bore· l.owef' 4% in.
11n 8 '""'· > of barret
Cylindlr bore 0.005 in.
C0.1T1 mm.) oversize· Lower
4% in. '10.Scm.) of barrel
Cylinder bore 0.01 S in.
C0.381 mm.) oversize· Lawer
4% in. (10.8 cm.) of berrel
Cylinder bore choke • Taper
in toP 2 in. CS.08
cm.) of barrel
Cylinder bore out of round
Piston diamets • Too
Clearance· Top of piston in
lower 4% in. (10.8 cm.) of
ban'el
Maxin-..m pismn diamntr
immediate ly below third ring
groove
<;lannca • P1smn 1mmeGiata1v
below third ring in botmm 4%
in. (10.8 cm.) of berret on
thrust side
Maximum piston di.near at
bottom of skin
Cl...-.nce • Plsmn at bottom
of skin in lower 4% in. (10.8
cm.) af barrel on mrust side
Widtft of first piston ring
across flats
Clarance of first oismn nng
in pismn groove. (Measured as
snown in F iaure 012 !
Width of seccna p1smn ring
across flats
<;l..,.,,ce of second pistan
ring in piston Ql'OG'I& tMeasund
a shown in Fmire 012)
Gao· First pismn ring fined
in new cvlinder
O. 1875 in. to 0. 188 in.
(4. 762 mm. to 4. ns mm.)
0.000 in. to 0.001 in.
(0.000 mm. to 0.025 mm.)
0.1~ an. ro u.1=0 in•
(4.801 mm. to 4.813 mm.)
0.0005 in. to 0.0015 in.
1n n1~ mm "" 0.038 mm.'
0.820 in. to 0.8205 in.
t20.828 mm. to 20.841 nm.)
0.1521 in. to 0.1521~ an.
(20.853 mm. to 20.866 mm.)
0.0005 in. to O.<Xn ::t in.
(0.013 mm. to 0.038 mm.)
0.44il::t 1n. to 0.429 1n.
C10. 795 mm. to 10.897 mm.)
0.4345 in. to 0.4385 in.
(11.036 mm. to 11.138 mm.)
0.0055 in. ta o:-a1 ;J~ an.
(0. 140 mm. to 0.343 mrn.>
0.015 '"·
C0.381 mm.)
6.05 lb. tO 6.31 lb.
6.79 lb.
C2. 749 kg. to 2.863 kg.)
13.062 kg.)
U.\loal in. to U.U4t) 1n.
C0.787 mm. to 1.143 mm.)
o.oso in.
t1.270mm .>
4.437 in. ta 4.439 in.
111.270 cm. to 11.275 cm.J
4.442 in. ta 4.444 in.
n 1. 283 cm. to 11.288 cm.)
4.442 in.
111.283 cm.>
4.447 in.
(11.295 cm. l
4.452 in. to 4.454 in.
C11.308 cm. to 11.313 cm.)
4.4t17 in.
111.321 cm.J
o.~ in. to 0.007 1n.
C0.127 mm. to 0.178 mm.>
o.uu.s 1n.
C0.076 mm.)
0.000 in. to O.<J01 in.
l0.000 mm. to 0.025 mm.)
4.~n.a in. l 11. 156 cm.l
0.044 in. to 0.047 In.
C1.118mm . to 1.194mm. )
.
o.wz tn.
l0.051 mm.J
4.417 in. l 11.219 cm.J
0.020 an. t0 a.u;a in.
C0.508 mm. CD 0.559 mm.)
0.026 in.
C0.680mm.>
4.4275 in.
111.246 cm.>
O. 0095 in. to O:Ol 15 1n.
C0.241 mm. to 0.292 mm.)
0.088 in. to 0.089 in.
12.235 mm. to 2.281 mm.J
U.Wl 1n. to U.~ an.
C0.025 mm. to 0.076 mm.)
0.006 in.
t0.127 mm.)
0.088 in. to 0.089 in.
C2.235 mm. to 2.281 mm.)
0.001 1n. to-C1.003 in.
(0.025 mm. to 0.076 mm.)
l0.127 mm.i
0.021 in. to 0.031 in.
l0.533 mm. to 0.787 mm.>
0.038 in.
(0.965mm .)
o.~1n.
J3
Overhaul Manual
Rolls-Royce CominemaJ light Aiaaft Engines
Chapter J
'\
DESCRIPTION
PERMl8Sa8LE
DIMENSION.
REMARKS
WORN
DIMENSIONS
Plstom. piston rings
and cylinders - continued
'
Dimnetnl load to compi ea rint
to 4.4375 in. ( 11.271 cm.)
diaimetar
G~ • s.mnd pismn ring fitted
in new cylinder
Dilmtnral load to compnm ring
to 4.4375 in. (11.271 cm.)
diameter
Width of third piaun ring
Width of tnird ring graove in
aillDn
C1-'ance Of thsrd ring 1n
Distan
~-Third piston ring fitted
in new cvfinder
Widd'I of founn piston ring
W'ldth at founh ring
araawe in pislon
Q-.nce of fourth ring in
Distan
c;;cp • t"OUrth piston ring finad
in new evlinder
Gudgean pin diameter
Gudglan pin baring diameut'
in aiston
CSeennce • GudgeOn pin in
nistnn
12 lb. to 18 fb..
(5.4 lcg. to 7.3 lcg.J
.
0.021 in. to 0.031 in.
(0.533 mm. to 0.787 nm.)
0.038 in.
C0.965 nm.)
1'I lb. to 16 lb.
(4.9 lcg. to 7.3 kg.)
0.154 in. to 0.155 in.
13.912- 10 3.937 mm.)
0. 1585 in. to 0. 1595 in.
(4.023 mm. to 4.048 mm.)
o.~ 1n. too.~ &n.
(0.089 mm. to 0.140 mm.)
0.010 in. tO 0.020 in.
(0.254 mm. to 0.508 mm.)
0.W7~1n.
10.191 mm.)
O.WOin.
(0.762mm.)
0.093 in. tO 0.094 in.
12.382 mm. to 2.388 mm.)
0.097 in. to 0.098 in.
(2.484 mm. to 2.489 mm.)
g.uua in. to o.oos in.
(0.078 mm.
o.ozu in.
10.508 mm.
0.9984 in.
125.359 nwn.
0.9988 in.
125.370 ·mm.
0.0002 in.
(0.005 nvn.
0.00651n.
to 0.127 mm.>
to u.wo in.
to 0. 762 mm.)
to 0.9986 in.
to 25.364 mm.)
to 0.9990 in.
to 25.375 mm.)
to 0.0006 in.
to 0.015 mm.)
10.165 mm.)
O.u~1n.
(0.889mm.)
.
0.0013 in.
(0.033mm.)
D.-memr mun be square watn
Connecting rod small-end bush
inwnaf diameter
cz..ance. Gudgeon pin in
conneerinQ rod
Smal'1nd bulh housing
imllmaf diameter
Smmloend bush external
diarnemr
lnmnerence. awn in
c:ormectina rod
Unglh of gudgaon pin
-m>lv
End dmnnce • Gudgear'I pin
in cvtinder
Crmnkcam bore diam..,. for
c:vlinder baa
Cylinder m.. diM\eatr
~ca·
Cylindlr
e:-
in crankca.
..
Valves and vatve gar
lnlftvatve .n i...n w1ddl
lnfft vatve ~ inler't mgte
fla wide axis)
lnlft vatve face .....
axis of connecting rod Ind
1.000 in. to 1.0005 in.
C2.540 cm. to 2.541 cm.)
psaUel to 1.-ge bore within
0.0005 in. (0.013 mm.) per inch
lenath
0.0014 in. to 0.0021 in.
C0.038 mm. tO 0.053 nm.)
1.062 in. to 1.ll63 in.
12.698 cm. to 2. 700 cm.)
1.066 in. to 1.0665 in.
12.707 cm. to 2.708 cm.I
0.003 in. to 0.0045 in.
10.078 mm. to 0.114 mm.)
4.410 in. to 4.430 in.
(11.201cm.to11.252 cm.)
0.007 in•. to 0.029 in.
(0.178 mm. to 0.737 mm.)
4.625 in. to 4.629 in.
C11. 748 cm. to 11. 758 cm.)
4.618 in. to 4.622 in.
(11.730cm. to 11.740cm.)
0.gg;j in. to 0.011 in.
O.UU4 in.
(0.102mm.)
0.050 in.
(1.270 mm.)
(0.076 mm. to 0.279 mm.)
0.107 In. to 0.156 in.
(2.718 mm. 1D 3.962 mm.)
seu 30" ta soo ocr
59v 30' to 60"' 15•
o.~
lnmv-.9118Cfnmn
awnat dimneur
2.1165 in. to 2.1175 in.
(5.378 cm. to 5.378 cm.)
CyHndlr ban diarnftlr fOI'
intet wive -r in9"
2.109 in. tO 2.111 in.
15.357 cm. to 5.362 cm.)
,
1n. (U.1'27 mm.l
0.010 in. (0.254 mm.)
0.015 in. (0.381 mm.)
0.020 in. 10.508 mm.)
0.030 in•. (0.782 mm.)
oversize inserts available
J4
~·
Overhaul Manual
Rolls-Royce Cmunental Light ~rcrah Engmes
Chapter J
PERMISSIBLE
DESCRIPTION
DIMENSION
WO~N
REMARKS
DIMENSIONS
Valves and valve gear -
continued
"O
c
t'O
a
c:
w
Cylinder bore diameter for
inlet valve guide
0.0055 in. to 0.0085 in.
10.140mm. to 0.216 mm.)
0.3730 in. to 0.3735 in.
19.474 mm. to 9.487 mm.I
0.3745 in. to 0.3755 in.
19.512 mm. to 9.538 mm.I
0.001 in. to 0.0025 in.
(0.025 mm. to 0.064 mm.)
0.5301 in. to 0.5321 in.
C13.465 mm. to 13.515 mm.)
Inlet valve guide external
diameter
0.5327 in. to 0.5332 in.
113.531 mm. to 13.543 mm.)
Interference • Insert 1n
cylinder
Inlet valve stem diameter
i
Inlet valve gu 1de bore
diameter
Clearance· Inlet valve 1n
·;::
auide
.5
..
c
~
Interference· Inlet valve
au1de 1n cylinder
(
Inlet valve · Overall
lenqth
Inlet valve llow !Full
indicator reading)
exhaust valve sear
•n!ert width
Exhaust valve seat
angle Cto guide ax1sl
Exhaust valve face anqle
N
M
&a
N
ci
en
..,:
0.0011 in.
10.028 mm.
4.Jl).o! 1n.
I 11.054 cm.
0.000 in.
10.000 mm.
o. 1~u in.
CJ.048 mm.
44u 30'
to 0.0026 in.
to 0.066 mm.J
to 4 •.JOC 1n.
to 11.095 cm. I
tO 0.W~ In.
to 0.051 mm.)
to o. 1 71 1n.
to 4.343 mm.)
to 45"' 00'
0.005 in. C0.127 mm.)
0.010 1n. 10.254 mm.)
0.015 1n. t0.381 mm.)
0.020 in. 10.508 mm.J
oversize au ides available
~.~11n.
I 11.016 cm.I
U.UU4 en.
C0.102 mm.J
Ma>c 1mum up regr1na
0.015 in. 10.381 mm.>
44"' 45' ro 46"' 15'
eJChaust valve seat insert
external diameter
1.662 1n. to 1.663 in.
14.222 cm. to 4.224 cm.)
Cyhnder bore diameter
for exhaust valve seat
insert
Interference· Insert 1n
cylinder
Exhaust vaave stem diameter
1.653 in. to 1.655 1n.
(4.199 cm. to 4.204 cm.>
Exhaust vaive guide bore
diameter
Clearance· Exhaust valve
1n QUlde
Cyhnder bore diameter for
exhaust valve guide
0.007 1n. to 0.010 1n.
CO. 178 mm. to 0.254 mm.}
0.;J 11:>1n. to u.J l.o!U 1n.
19.436 mm. to 9.449 mm.J
0.3745 in. to 0.3755 in.
19.512 mm. to 9.538 mm.>
0.0025 in. to 0.004 in.
10.064 mm. to 0.102 mm.)
o.~u1 1n:to o.~4'1 in.
113.465 mm. to 13.515 mm.)
exhaust valve guidct
external diameter
0.5327 in. to 0.5332 1n.
(13.531 mm. to 13.543 mm.)
Interteronce • Exhaust
valve guide 1n cylinder
Exhaust valve • Overall
lencnh
Exhaust valve bow CFuH
indicator readinQ.
Inlet and exhaust inner
valve sorings compressed
to t.100 in. t2.794 cm.I
Inlet and exhaust inner
valve sgrings compressed
to 1.500 in. 13.810 cm.I
Inlet and exhaust outer
valve springs compressed
to 1.168 in. 12.967 cm.)
Inlet and exhaust outer
valve ~rings compressed
to 1.559 in. 13.960 cm.I
0.005 in.
(0.127 mm.I
0.0011 in.
C0.028 mm.
4.1975 in.
110.662 cm.
0.001 in.
10.025 mm.
62 lb.
c28. 12 kg.
to 0.0026 in.
to 0.066 mm.)
to 4.2135 in.
to 10. 702 cm.>
to 0.002 in.
to 0.051 mm.)
to 68 lb.
to 30.84 kg. l
0.0051n. t0.127 mm.I
0.010 in. 10.254 mm.I
0.015 in. C0.381 mm.)
0.020 in. 10.508 mm.l
0.030 1n. CO. 762 mm.t
overs.ze ;,.serts available
0.005 in.
10.152 mm.)
0.005 1n. to. 127 mm.)
0.010 in. 10.254 mm.>
0.015 in. (0.381 mm.>
0.020 in. 10.508 mm.}
oversize auides available
4.1825 in.
C10.624 cm. I
0.004 in.
10.102mm.)
59 lb.
(26. 76 kg.)
33 lb. to 37 lb.
f14.97 kg. to 16.78 kg.)
301b.
( 13.61 kg.J
77 lb. to 83 lb.
(34.93 kg. to 37.65 kg.>
133.57 kg.)
43 lb. to 47 lb.
119.50 kg. to 21.32 kg.>
401b.
118.14 kg.J
Maximum tip regrtnd
0.015 in. 10.381 mm.J
741b.
JS
Overhaul Manual
ROls-Royce Conunental lJght .6raaft Engmes
Chapter J
DESCRIPTION
DIMENSION
PERMISSIBLE
WORN
DIMENSIONS
Valns andvllve gear continued
Rock• shaft dianeter
Rocker arm beam19 bush
internal diameter
Clearance • Rocker shaft
in bush
Rock• arm end float
Rocker arm bearing bush
external diameter
Rocker arm internal
bore diameter
Interference· Bush
in rocker arm
Rocker arm to •Rotocoil' clearance
Hydraulic taooet diameter
Crankcase bore diamerer
for hydraulic tappet
Clearance· Hydraulic
taaoet in crankcase
0.593 in. to 0.594 en.
115.062 mm. to 15.088 mm.)
0.:194b in. to O.:J9bb 1n.
115.100 mm. to 15.126 mm.)
o.ooub 1n. to 0.002::; 1n.
C0.013 mm. to 0.064 mm.>
0.005 in. to 0.010 in.
C0.127 mm. to 0.254 mm.)
0. 721 in. to 0. 7225 in.
118.313 mm. to 18.352 mm.)
O. 718 in. to 0. 719 1n.
118.237 mm. to 18.263 mm.)
0.004 in.
C0.102 mm.)
0.002 in. to 0.0045 in.
10.051 mm. to0.114 mm.)
0.020 in. (0,508mm.)
0.999 in. to 0.9995 in.
125.375 mm. to 25.388 mm.J
1.000 in. to 1.001 sn.
12.540 cm. to 2.543 cm.I
0.0UU'b in. to 0.002 1n.
C0.013 mm. to 0.051 mm.)
0.0035 In.
f0.089mm.>
Magneto drive assembly
Bore diameter 1n magneto
gear
Magneto shah bearing
diameter
Clearance· Magneto shaft
in gear
Slot 1n magneto gear
Width of magneto drive
coupling lugs
Side clearance · Lugs 1n
slot
Magneto spigot diameter
Magneto spigot bore diameter
in accessory case
Clarance • Sp190t 1n bore
Backlash • Magneto gear
to c:a'mshaft amr
·O. 715 in.
C18. 161 mm.
0. 719 in.
118.263 mm.
0.001 in.
C0.025 mm.
0.320 1n.
ca 128 mm.
0.3101n.
C7.874 mm.
0.008 in.
ro. 203 mm.
2.998 in.
17.615 cm.
3.001 in.
17.623 cm.
0.001 1n.
C0.025 mm.
0.012 in.
C0.305 mm.
to 0. 718 in.
to 18.237 mm.)
to 0. 720 in.
to 18.288 mm.)
to 0.005 1n.
to 0. 127 mm.)
to 0.322 in.
to 8.179 mm.)
to0.312 in.
to 7.925 mm.>
to 0.012 1n.
to 0.305 mm.)
to 3.000 in.
to 7.620 cm.)
to 3.003 in.
to 7.628 cm.)
too.~ in.
to 0. 127 mm.>
to 0.014 in.
to.0.356 mm.)
0.014 1n.
f0.356 mm.>
0.016 in.
10.406mm.)
Alternator drive assembly
Alternator spigot bore in
... case
Alternator spigot diameter
Clarance. Alternator
saiaot in accessarv case
Altarnator shaft diameter
Sleeve internal bore
diameter
Clmrance • Sleeve on shaft
Coupling hub internal
diameter
cs.ranee • Coupling hub
on shaft
Sleeve anrnal di.noter
G.., incemal cMlfteter
Clarance • G. . on sleeve
Width of drive 91• lugs
JS
4.4365 in. to 4.4385 in.
111. 269 cm. to 11. 274 cm.>
4.4395 in. to 4.4415 in.
111.276 cm. to 11.281 cm.)
0.001 in. to 0.005 in.
10.025 mm. to 0. 127 mm.)
0.4838 in. to 0.4848 in.
112.289 mm. to 12.314 mm.)
0.4848 in. to 0.4858 in.
112.314 mm. to 12.339 mm.)
0.000 in. to 0.002 in.
C0.000 mm. to 0.051 mm.)
0.4988 in. to 0.4993 in.
112.670 mm. to 12.682 mm.)
0.016 in. to 0.026 in.
C0.406 mm. to 0.660 mm.)
0.6692 in. to 0.6695 in.
116.998 mm. to 17.005 mm.)
0.6705 in. to 0.6722 in.
117.031 mm. to 17.074 mm.)
0.001 in. to 0.003 in.
C0.025 mm. tO 0.076 mm.J
0.250 in.
C6.350mm.)
0.032 in.
I0.813mm.)
0.004 in.
C0.102mm.>
REMARKS
Overhaul Manual
Rolls-Royce Cmnnenral l.Jght ~crah Engines
Chapter J
PERMISSIBLE
DESCRIPTION
WORN
DIMENSION
REMARKS
DIMENSIONS
Alternator drive
assembly - continued
F 1t • Coupling an drive
gear lugs
Width of coupling retainer
Width of slot in bushing
Width of slot an hub
Fit · Coupling retainer
en hub
-011 sal hou51ng diameter
011 seal external diameter
-·
Interference· Oil seal
an hous1na
Backlash· Alternator gear
10 camshaft gear
(
\
TIGHT
0.043 in.
11.092 mm.
1. 075 in.
(2.731 cm.
0.207 in.
LOOSE
to 0.039 in.
Replace 1f worn.
to 0.991 mm.>
to 1.085 1n.
to 2.756 cm.I
to 0.289 in.
(5.258 nm. to 7.341 mm.)
1.080 in. to 1.090 •n.
( 2. 743 cm. to 2. 769 cm.)
TIGHT
LOOSE
0.005 in. to 0.015 in.
(0.127 mm. to 0.381 mm.J
1.498 an. to 1.500 in.
13.805 c:m. to 3.823 c:m.)
1. 502 an. to 1.506 an.
t3.81 S c:m. to 3.825 cm.)
0.002 in.
t0.051 mm.
0.010 1n.
t0.254 mm.
to 0.008
to 0.203
to 0.014
to 0.356
in.
mm.I
an.
mmJ
0.019 1n.
10.483 mrn.I
-
I
g
Q
J7
Overhaul Manual
Ralls-Royce Continental Light Piaaft Engines
Chapter J
~
r'i'
.
Overhaul Manual
Rolls-Royce Cmtinental light ~crah Engsnes
Chap1er J
Section J2
TORQUE TIGHTENING FIGURES
~
cca
=
c:
w
.5
i
c
;f
TORQUE FIGURES FOR GENERAL USE
The general torque vatues shown below are to be used unless otherwise specified for a particular application.
SIZE
Diam.
....
O>
O>
.-
kgf.m.
BOLTS, NUTS AND SCREWS
(
..
~
TORQUE TIGHTENING
lbf.ft.
T. P.1.
-~
a
iQ
No. 8 Unified
x
32
1.5
to
1.9
0.21
to
0.26
No. 10 Unified
x
32
3.0
to
4.2
0.41
to
0.58
0.25
x
20
6.3
to
7.1
0.87
to
0.98
0.25
x
28
7.5
to
9.2
1.03
to
1.35
0.31
x
18
12.9
to
14.6
1.78
to
2.02
0.31
x
24
.. 15.0
to
18.3
2.08
to
2.53
0.38
x
16
18.3
to
21.7
2.53
to
3.00
0.38
x
24
22.9
to
27.1
3.17
to
3.15
0.44
x
20
33.3
to
37.5
4.60
to
5.20
0.50
x
20
45.8
to
50.0
6.35
to
6.92
0.12
x
27
5.0
to
6.7
0.69
to
0.93
0.25
x
18
10.8
to
12.5
1.52
to
1.76
0.38
:.<
18
15.4
to
18.0
2.13
to
2.50
0.50
x
14
21.3
to
23.8
2.95
to
3.30
0.75
x
14
25.8
to
29.2
3.56
to
4.05
0.25
x
20
4.2
to
5.8
0.58
to
0.80
0.31
x
18
8.3
to
12.5
1.15
to
1.73
0.38
x
16
16.7
to
22.9
2.32
to
3.17
0.44
x
14
25.0
to
35.4
3.46
to
4.90
PIPE PLUGS
N
M
I.a
N
Q
en
....:
DRIVING STUDS
J9
Overhaul Manual
flolls-P.oyce Connnemal tight Nalft Engines
Chapter J
DESCRIPTION
Diam.
T. P. I
lbf.ft.
Kgf.m.
CRANKCASE
Nut - Magneto to crankcase
0.31 in.
x
24
15.0
to
18.3
2.07
to 2.53
Nut 'A' - Cylinder base (see Fig. C2)
0.31 in.
x
24
34.0
to
36
4.70
to 4.98
Nut - Crankcase tie bolt
0.38in.
x
24
31.0
to
32.5
4.30
to 4.50
Nut - Crankcase through bolt
0.38in.
x
24
23.0
to
27
3.18
to 3.73
Nut 'B' - Cylinder base (see Fig. C2)
0.44in.
x
20
41.0
to
43
5.67
to 5.95
Nut - Crankcase through stud
0.44in.
x 20
41.0
to
42.5
5.67
to 5.90
Screw - Gear to camshaft
0.25in.
x 28
12.0
to
13
1.66
to
Screw - Gear to crankshaft
0.31in.
x
24
20
to
22
2.77
to 3.04
0.38in.
x
24
33
to
39
4.56
to 5.39
.
GEARING
1.80
CONNECTING ROD
•Nut - Connecting rod bolt
MISCELLANEOUS
.
·~
Screw - Rocker box cover
0.25in.
x
20
3.8
to
4.6
0.52
to 0.63
Screw - Intake flange
0.25in.
x
20
7.1
to
9.2
0.98
to 1.27
Plug- Oil sump drain
0.31in.
x
18
Oil tight
0.31in.
x
24
16.7
to
17.5
2.30
to 2.40
Nut - Engine mounting bolt
0.38in.
x
24
15
to
16
2.07
to 2.21
Bolt - Propeller hub
O.SOin.
55
to
65
7.60
to 9.00
Sparking plug
18mm.
25
to
30
3.46
to 4.15
41.6
to
43.3
5.76
to 6.00
Nuts - Manifold flange,-Spirotallic
exhaust gasket assembly
••Screw
Oil filter screen - New gasket
1..75in.
x
16
• Torque tighten the connecting rod nut to the low limit. If the cotter pin will not enter, increase the torque gradually
up to, but not above the high limit. If cotter pin will not enter in this range, replace with a new nutand repeat the
tightening procedure.
Nuts must not be torque tightened below the low Iimit or above the high limit specified •
.• • Install gasket with the parting line against the plug face.
J10
,
..
~
Chapter K
WORKSHOP TOOLS
(
J
\
Rolls-Royce Cmunental l.Jght .6.rcraft Engines
Overhaul Manual
Chapter K
1
a,
c
w
.5
"C
....cu
c
·.:
Chapter K
WORKSHOP TOOLS
~
i
All workshop tools required for the Rolls-Royce
Continental 0-240 Light aircraft engine should be
obtained from Borroughs Tools and Equipment
Corporation, 2429 North Burdick Street. Kalamazoo.
Michigan 49007 U.S.A. Reference should therefore be
made to the latest Borroughs catalogue.
Rolls-Royce Limited will not stock or supply· any
workshop tools.
The only additional tools which may be required for
Valve guide removal
Holding fixture
Removal tool
overhaul procedures are in connection with re-bushing
the oil pump shaft bores. Rolls-Royce Limited have
designed suitable tools to carry out ·mis work,
comprising of a reaming jig, reamer bar and reamer.
Drawings of these tools are shown in Figures K 1 andK2.
Neither Rolls-Royce Limited or Borroughs Toots will
stock or supply these tools. therefore, these tools must
be produced by the overhaul shop.
Tool No.
5221
4981
Valve guide replacement
Reamer
Reamer
Plug gauges
Replacing tool
Replacing tool
Roughing and Finishing reamers
Plug gauges. Finished bore
4914
4943
2849
4912
2842
4941 Series
4913 Series
3606 Series
2847 Series
4933,2848
K1
Overhaul Manual
.~
Rolls-Ratte Continental tight Naaft Enmnes
Chapter K
,,
)
zi
-.·i
I
xi
I
!
l.292
FIG. K 1 REAMING JIG -OIL PUMP
Oil pump cover
Reaming jig
Bush
Dowel
5. Oil pump chamber
in accessory ... ·
case
··.,
6. Faces must be flat
and parallel
7. Holes must be
. -.square with face
C. 3.500 in. (8.890 cm.)
c. tl.1744 in. to 1.1746 in.
.~.9~ cm. to 2.984 cm.I
0. ·l':15S in. (2.936 cm.)
d. 0~182 in. to 0.192 in.
. (4,.623.~ ..to 4.877 mm.)
.i"'i,2:0~7 in. to· 2.067 in.
~5.225 cm. to 5.250 an.)
e~· 1:031 in. (2.S19 cm.)
1.
2.
3.
4.
w
F. 0.625 in. (15.875 mm.)
f. 0.312 in. (7.925 mm.)
G. 1.200 in. (3.048 cm.)
g. Radius
H. 1.542 in. to 1.552 in.
('3~917 cm. to 3.942cm.)
h. 2.0999 in. to 2.1001 in.
(5.333 cm. to 5.334 cm.)
J. 3.0249 in. to 3.0251 in.
(7.683 cm. to 7.684 cm.)
K. 1.000 in. (25.40 mm.)
k. Q.075 in. (1:905 mm.)
L. iholes 0.281 in. dia.
{7.137 mm. dia.l
M. 2.625 in. (6.668 cm.)
m.1..312 in. -(3.332 mm.}
N. 0.100 in: (2.540 mm.)
n. qto3Q in: (0. 762 mm.)
cbamfer at 45°
both ends'
0. 0.437 in. (11.10 mm.)
U. 0.030 in. (0.762 mm.)
P. 2 holes 0. 189 in.
r.hamfer at 450 bore
dia. to 0. 1895 in. dia.
and outside diameter
(4.801 mm. dia. to 4.813 V. 0.562 in. (14.275 mm.)
mm. dia.)
W. 0.965 in. dia. to
a. 0.250 in. (6.350 mm.)
0.975 in. dia.
O.F. in reaming jig
(24.511 mm. dia. to
q. 0.188 in. dia. to
24. 765 mm. dia.)
0.1885 in. dia. (4.775mm. w. 0.8125 in ..dia. to
dia. to 4. 788 mm. dia.)
0.81275 in. dia .
R. 0. 740 in. to 0. 750 in.
(20.638 mm. dia. to
(1a796mm.to19.050mm.)
20.644 mm. dia.)
r. 0.030 in. (0.762 mm.)
X. 1.500 in. (3.810 cm.)
chamfer at 45°, both ends Y. 2 holes 0.250 in. dia
S. 0.365 in. to 0.375 in.
(6.350 mm. dia.) N.A.
(9.271 mm. to 9.525 mm.) Z. 2 holes 1.000 in. dia.
T. 1.000 in. dia. (25.40 mm.
(25.40 mm. dia.) N.A.
dia.) O.F. in reaming jig
(.
,I
fl
..
Overhaul Manual
, ·Rolls-Royce Caumental Light kaaft Engines
Chapter K
c
3 4
~~El---~•+-~---+·+-~~
L
p~W
IK
!
.
11?1'=-.--E-=F---pf --~
s.,
I
:
T ·
LY__J
II
;r--:--1
L 291
FIG. K 2 REAMER AND REAMER BAR ·OIL PUMP
r.......
1. This face must be
square with ax is
2. 10 flutes unequally
spaced · 1C>° L.H.
spiral R.H. cutting
3. Anderton circlip.
type 1800-No. 21
4. Reamer
5. Undercut 0.050 in.
( 1.270 mm.) wide x
0.015 in. (0.381 mm.)
deep
6. This face must be in
line and SQuare to axis
A. 0. 250 in. dia. to
0.2501 in. dia.
(6.350 mm. dia. to
6.353 mm. dia.)
B. 0.71765 in. to
0.71775 in. (1&228
mm. to 18.231 mm.)
C. 0.500 in. (12.70 mm.)
D. 0.062 in. ( 1.575 mm.)
e. a. 749 in. to 0.750 in.
L 2.00 in. (5.080 cm.)
W. 0.625 in. (15.875 mm:)
M. 0.87~ in. (22.225 mm.)
square
N. 0.124 in. to 0:·125 in.
X. 0.214 in. dia. to
(3.150 mm.~ J.175 mm.)
0.216 in. dia.
P. 0.030 in. (0.782 mm.)
· (5.436 mm. dia. to
chamfer at 45o
(19.025 mm. to
-0. 0.8122 in. to 0.8123in.
19.050 mm.)
(20.629 mm. to
F. 0. 156 in. to 0. 166 in.
· 20.632 mm.)
(3.962 mm. to
· :R. 0.2496 in. to 0.2497 in.
4.216 mm.)
(S~:l40 mm. to 6.342 mm.)'
G.
in. dia.
S. 0.028"in. to 0.031 in.
(12. 70 mm. dia.)
(0. 71 l mm. to O. 787 mm.)
H. 0.3125 in. to 0.3135 in.
T. 0.748 in~ to O.JPO in.
.
(7.938 mm. to 7.963 mm.)
(1&999nim. to19.050mm.).
J. 0.311 in. to 0.312 in.
..,. U. 0.750 in. dia.
(7.89~ mm. to 7.925 mm.f (19.050 f!1"1. ~~a.)
K. 6.00111. (15.240 cm.)
V. 0.625 in.' (15.'8'75 mm.)
o:soo
•
~
5.486 mm. dia.)
Y. 0.062 in. (1.575 mm.)
radius
···
Reamer
Fine limit diameter must
· · be concentric
Material : EN 33·Casehardened aria gr'ound
Finish: _Natui-M ·:
Reamer bar '~:•.
' To cut$hosptfur bronze
Bc;>t~m. us~ be~_!'ientric
w1Jh
c;uttmg ~
:..
'f
IC3
~·:.:.;
.
-.· - - '.~ ..~~·: :~·· ;~:·~ ..·--~· ..·~-" "'•·
~ ~~:-.;~;;~ ;;:~-..--
.--- ....,.......,.._. -:_..~ ··~· -~-~
. ·.~fJ::_: ~~~~%f.;,:~;:.L;f<f .
. .
./;~:~~~<~~·~ ;:~·:·--'-·: --·.~.... ~.
.. v
•• ·•
..........I"'-:-·•-·,."•"··
:·~·,··-:· .•.• '. ::~:'.,V:;:;;;~-r.:·{.-::~?~~~:::·::---.
-·:·~
:
,._
- : .r
.
··.:
-
....
; ,.
~ ·.~ .. ::~J . •.J(.~fS;-,
... ···.:.:
-
..
;.,.
-
··.·:-::.
...·-
-~
.::.,;_'!'
··- ........ »
·---:·:-·
........ .-..
r-·c
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.
~.
,
. .......... -.... ,......................
'
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_-
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-~-.~--~:~:.: .. -~·;: :·~·-
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...- .
·. !.:;:;;;.,.;.
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---;·~:>~-:-·· ~
._
.. ·-·
........ ""
..........
.
~
;:_.
..
..
,~·····-~ -
·.·-:···..,,...··-·;-··.·"".·····
....... ..-: ........ _. -:.. . . .
-
.......... ,.-
~-
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~-~-:.
:
'
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.:.
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:_-, .....
.
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-~
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• ~ f.
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. , -~· ·' -,• .., ........ _,..
.::.
..:..-·
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.__ .. __ ...,... ··-·- ..
~.. ..,,_._.
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